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11-0201-ENG/06

TATRA TAKES YOU FURTHER

Assembly Manual for


Tatra Superstructures tatratrucks.com
Publ. 11-0201-ENG/06

ASSEMBLY MANUAL

FOR TATRA

SUPERSTRUCTURES

6th edition 13-07-2015

TATRA TRUCKS a. s., Kopivnice

CZECH REPUBLIC
TATRA Service assistance
TATRA, a. s. + 420 725 888 338 - Czech Publication prepared by:
Arel Tatry 1450/1 - English
Sales and Technical
742 21 KOPIVNICE - Russian
Documentation Section
CZECH REPUBLIC FAX +420 556 49 2696
Copyright 2015
E-mail servis@tatra.cz TATRATRUCKS a. s.
www: tatratrucks.com

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CONTENTS

1. INTRODUCTION .............................................................................................. 4

2. GENERAL INFORMATION ............................................................................. 5


2.1 Design ............................................................................................................... 5
2.2 TATRA Vehicle/Chassis Marking ..................................................................... 6
2.3 Superstructures Assembly and Chassis Adaptations Approvals ..................... 7
2.4 Consultancy ....................................................................................................... 7
2.5 Guarantee Conditions ...................................................................................... 8

3. SUPERSTRUCTURE ASSEMBLING INSTRUCTIONS .................................. 9


3.1 Weights (according to SN ISO 1176) ............................................................ 9
3.2 Determination of the Payload Center of Gravity................................................ 10
3.3 Swinging Half-axles .......................................................................................... 11
3.4 Front Axle Suspension ..................................................................................... 11
3.5 Rear Axle(s) Suspension .................................................................................. 12
3.6 Rear Frame Overhang ..................................................................................... 18
3.7 Frame Adaptations ........................................................................................... 19
3.8 Pneumatic System ........................................................................................... 31
3.9 Electrical System .............................................................................................. 34
3.10 Fuel system ....................................................................................................... 36

4. POSSIBILITIES OF SUPERSTRUCTURE ATTACHMENT


TO THE CHASSIS FRAME ............................................................................. 39
4.1 Attachment using Yokes.................................................................................... 42
4.2 Attachment using Anchor Bolts ......................................................................... 43
4.3 Attachment using Shims ................................................................................... 44
4.4 Attachment using Brackets ............................................................................... 45
4.5 Wheelbase Modification ................................................................................... 46
4.6 Trailer Hitch ...................................................................................................... 47

5. POWER TAKE-OFFS ...................................................................................... 52


5.1 Clutch PTOs ..................................................................................................... 53
5.2 Gearbox PTO ................................................................................................... 55
5.3 PTOs for the automatic ALLISON transmission............................................... 62
5.4 Auxiliary gearbox PTO ..................................................................................... 67

6. EXAMPLES OF THE SUPERSTRUCTURE ASSEMBLY .............................. 69


6.1 Assembly of Platform Superstructures .............................................................. 69
6.2 Concrete Mixer Assembly ................................................................................. 69
6.3 Hydraulic Crane Assembly ............................................................................... 70
6.4 Assembly of Dump Body .................................................................................. 73
6.5 Assembly of Superstructures on Chassis T 815-260R21 6x6.2 ...................... 74

7. ANNEX

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1. INTR ODUCTION
The TATRA trucks (chassis) are characterized by the unique backbone chassis design formed by connection
of the central tube, cross-members and a through-frame. Resulting is a chassis of high torque and bending
rigidity allowing for a quite easy assembly of superstructures to the chassis frame.

In combination with the half-axle independent suspension, not only the drivers comfort but also a high stabi-
lity and driving speed are ensured especially in the off-road operation.

This Manual has been designed for the vehicle users who have decided on assembling a superstructure to
the TATRA chassis with the cab-over-engine version. It contains not only instructions for the modifications
mainly of the chassis frame but also proposals for the mutual compatibility between superstructure and
chassis. It will make you familiar with the specific features of the TATRA chassis, including possibilities of
torque, pressured air and electric power take-off from the chassis.

In order to keep the function ability, efficiency and reliability of all components and mechanisms, be sure to
keep the following recommendations and instructions.

To maintain the warranty for TATRA vehicles, the superstructure must be approved by a competent depart-
ment of TATRA TRUCKS a.s.

Installation must be performed by an authorized worksite or approved superstructure builder.


After installation, the superstructure must be checked within the scope pursuant to the Service Booklet and
the Inspection Report must be made.
Only an authorized repair shop may carry out the inspection.

DEFINITION:

Authorized dealer contractual vendor of vehicles, spare parts and repair services provider, empowered by
the manufacturer under a contract.

Authorized repair shop - contractual service provider, empowered by the manufacturing company under
a contract and authorization from a manufacturer representative.

Approved superstructure builder - provider of superstructure installation onto the TATRA chassis,
approved by the manufacturer and meeting its criteria.

Warranty period - the time period or number of kilometers covered, specified by the warranty conditions for
a particular TATRA product, during which the manufacturer is responsible for defective products put into
operation.

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2. GEN ERAL INFORMA TION
2.1 Design
The unique design of the TATRA truck chassis involves several technical terms, which are not commonly
used in the automobile practice. You can meet them not only in this Manual but also in a common practice.
To get a better survey, Fig. 1 illustrates and describes specific elements of TATRA trucks.

1st AXLE NEUTRAL AXIS ENGINE

HALF-AXLE AXIS

CLUTCH

FRONT CENTRAL TUBE PROPELLER SHAFT

GEARBOX PTO
TORSION BAR

GEARBOX

AUXILIARY GEARBOX

REAR CENTRAL TUBE

FRAME CROSS MEMBER

CENTRAL TUBE AXIS


CHASSIS CROSS MEMBER
1st REAR AXLE NEUTRAL AXIS

REAR INTERMEDIATE MEMBER

SWINGING HALF-AXLE

FRAME CROSS MEMBER AXLE FINAL DRIVE HOUSING

A 6293
Fig. 1

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2.2 TATRA Vehicle/Chassis Marking

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2.3 Superstructures Assembly and Chassis Adaptations Approvals
While solving the compatibility of superstructures and chassis, it is necessary to start from the instructions
and information mentioned in this Manual and in relevant Public Notices for the vehicle operation in the pub-
lic traffic.

Methodic Instructions for Approval of New Superstructures Assembled on the TATRA Chassis
1. The future final producer will ask in TATRA TRUCKS a. s., Commercial Services Department phone No
+420 556 49 3702 for the offer drawing of the appropriate chassis (in electronic format or printed one).
2. The final producer will prepare a project of the superstructure to be assembled on this chassis - this pro-
ject must include:
- sketch with a position of the center of gravity and individual axle loads resulting from it;
- calculated curb weight of the final product and legislative and/or technical payloads derived from it;
- description of the superstructure attachment to the chassis frame, which must comply with the
Publ.TATRA No 11-0201-ENG Assembly Manual for TATRA Superstructures
- Should the superstructure be powered by one of standard delivered TATRA power-take off drives, the
final producer must note down a type of this PTO and the presumed power-output and/or torque taken
off from the chassis PTO.
3. The final producer will send the project worked out per point 2 to TATRA, TRUCKS a. s., where it will be
considered. If there are no principal objections to it from the side of TATRA TRUCKS a. s., the Commer-
cial Services Department will send a written approval for the assembly of the superstructure on the given
type of the chassis by the future final producer.

Should those are met, you need not to ask the chassis manufacturer (TATRA TRUCKS a. s) for approval.
Should the design not correspond to the TATRA TRUCKS a. s., recommendations, the designer has to ask
for approval of the superstructure assembly and possible chassis adaptations. The application shall be sent
to the Commercial Services Department of TATRA TRUCKS a. s. The application shall be accompanied with
the order and must contain the following:

Applicants name and address including firm registration, tax registration number, bank account number
Description of the change or adaptation
Chassis type (serial number)
Drawing documentation containing the following:
general arrangement of the vehicle including the superstructure dimensions,
compatibility between chassis and superstructure, i.e. method of the superstructure attachment to the
chassis frame, adaptations including possible replacement of main units, connection to the pneumatic
brake system and electric system (if needed),
chassis and superstructure weight data at the curb weight and gross vehicle weight including individual
axle loads (weight distribution to axles),
distribution of forces and torques applied to the chassis resulting from the superstructure function,
information about a firm (a person), who shall carry out the superstructure assembly (chassis modification),
presumed vehicle operating conditions (operation characteristics).

Without a prior written consent of TATRA TRUCKS a. s., the vehicle finalist is not allowed to carry out any
adaptation of illumination, exhaust and suction system, engine covering and setting, change in dimensions,
axle loads, brake system and instruments thereof, etc.
Also a component carrying the vehicle identification marks, i.e. the VIN number (front back-bone tube, front
intermediate member, etc.) must not be modified.
Without the consent TATRA TRUCKS a. s. the vehicle finalist shall not be entitled to make any structural
changes in the vicinity of the area affecting the chassis system operation (e.g. cooling space at the engine
assembly, transmission or brake system components, etc.). For more information, contact the chassis
manufacturer TATRA TRUCKS a. s.
It is not allowed to locate the trade descriptions and logos in the vicinity of TATRA trademarks and logos.
The superstructure assembly must be performed at the TATRA contracting or authorized service station.
Only genuine TATRA parts and units may be used.
Should these conditions not be kept, the guarantee validity and road ability according to the national regula-
tions are cancelled.

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Should an application be assessed positively, the applicant shall receive approval from TATRA TRUCKS
a. s., as a ground for a respective Vehicle Register of the Transport Department.

2.4 Consultancy
Should other technical problems related to the specific chassis version exceeding the extent of the Manual
occur, apply to:
- Commercial Services Department TATRA TRUCKS a. s., phone No + 420 556 49 3702

fax + 420 556 49 2943

e-mail jan.smira@tatra.cz

2.5 Guarantee Conditions


The firm carrying out these adaptations shall bear the guarantee for:
correctness of the adaptations mentioned in this Manual or in mutually agreed solutions,
all adaptations which have not been clearly specified in the application or which have been excluded from
the guarantee by TATRA TRUCKS a. s. or conditioned on further testing,
inspection and adjustment operations, which must be carried out after superstructure installation on the
chassis,
keeping the possibility of the principal maintenance of the chassis (access to lubricating points, holes stat-
ed for refilling, etc.),
maintaining the safe function of all chassis control systems.

TATRA TRUCKS a. s., shall not guarantee for any consequential impacts, which may occur due to the
changes performed by the final producer (e.g. change in wheelbase, superstructure dimensions, etc.).
All chassis are guaranteed based on conditions, which are mentioned in the respective documentation.
The final producer shall have to provide an equivalent guarantee for the superstructure assembly and chas-
sis adaptation.

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3. SU PERSTRUC TURE A SSEMBLING IN STRUCTIONS
In order to achieve the required intention, it is necessary to choose the suitable chassis type for the super-
structure assembly. To do so, be sure to use not only your own experiences, but also remember to discuss
this matter with specialists from the Commercial Sections of TATRA TRUCKS, a. s. You should pay a high
attention not only to the arrangement but also performance of units, which may be specified to the extent of
the respective OPTION. This applies especially to the following units:
power take-off drive, wheels, front bumper, tachograph, alternator, fuel tank capacity and tank accessories,
towing hitch, seats, independent heater, cab interior equipment, etc.

It holds generally that the superstructure performance and adaptations performed by the final producer must
allow for a correct function of individual units and control elements. All units, which require regular inspec-
tions, maintenance or servicing, must be accessible (see Operation Manual).
In case that the superstructure reaches the space above the drivers cab, a space enough for the intake air
flow must be ensured.

3.1 Weights (according to SN ISO 1176)


Curb weights of individual chassis and versions thereof are mentioned in the offer drawing (see Enclosure)
including axle loads (weight distribution to individual axles). This applies to the series production of chassis
in a standard outfit. In accordance with the DIN standard, the weight tolerances of +5 % are permissible.
Should a special outfit or unit of the different version be installed on the vehicle, the curb weight will be dif-
ferent. The re-weighing of the chassis is recommended to check its weight.
The offer drawings contain also the maximum gross weights specified by the chassis manufacturer (so-called
design gross weight). Its value depends mainly on the ply rating of the installed tires (see the catalogue of
tires manufacturers) and on the kind of the axle suspension.
If the towing device (trailer hitch) is installed, the maximum permissible towing capacity for the road train
(truck and trailer) should be mentioned.
The uneven distribution of the instantaneous weight on wheels of individual axles between the right and left
vehicle halves on vehicles in operation is permissible when the tires ply rating is met however, it must not
exceed 15 % of the pertaining axle load. The steering axle load (on vehicle standing on the even road sur-
face) must not drop below 20 % of the instantaneous trucks weight.
In the on-road operation, it is necessary to obey the respective public notices and regulations when design-
ing the correct weights.

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3.2 Determination of the Payload Center of Gravity
To determine the center of gravity of the payload (superstructure or superstructure + load), the below men-
tioned examples can be used: (Figs. 2, 3, 4)

Two-axle Chassis
Rp + Rz = G
Rz . A G . D = 0
A axle wheelbase (distance from the neutral axis of
the front axle to the neutral axis of the rear axle
see Fig. 1)
Rp portion of payload per front axle
Rz portion of payload per rear axle
D distance from the center of gravity to the front
axle neutral axis
G payload + superstructure
A 6159
Fig. 2

Three-axle Chassis
Rp + Rz = G
Rz . (A + B/2) G . D = 0
B rear axles wheelbase (distance between the
neutral axis of 1st rear axle and the neutral axis
of 2nd rear axle)
B/2 center of rear axles intermediate member

A 6160
Fig. 3

Four-axle Chassis
Rp + Rz = G
Rz . (B/2 + A + C/2) G . D = 0
B rear axles wheelbase (distance between the
neutral axis of 1st rear axle and the neutral axis
of 2nd rear axle)
B/2 center of rear axles intermediate member
C/2 center of front axles intermediate member
C front axles wheelbase (distance between the
neutral axis of 1st front axle and the neutral axis
of 2nd front axle)
A 6226 D distance from the center of gravity to the neutral
Fig. 4 axis of front axle

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3.3 Swinging Half-axles
Swinging half-axles are one of the characteristic design features of TATRA trucks. A swing upwards is limi-
ted by the rubber stop to 7 (Fig. 5). A swing downwards is limited by the stop in the axle final drive housing
to 12 (Fig. 5). A space of the axle final drive housing and the half-axle is sealed using a rubber bag allowing
for the half-axle swinging.

When solving the attachment of superstructure to the


chassis, it is necessary to respect its swinging up and
to create a sufficient space between chassis tires and
superstructure body. It should be 750 mm as a mini-
mum from the zero camber for the tire dimension AXLE DRIVE
12,00-R24 and less. HOUSING

It is not possible for any part of the superstructure to


protrude into a space between the inner tires and lon-
gitudinal beams of the chassis frame whose width is
870 mm in the given space.

A 6231
Fig. 5

3.4 Front Axle Suspension


3.4.1 Front axle suspended with torsion bars combined with telescopic shock absorbers
Another specific feature of TATRA vehicles (in 6x6 and TELESCOPIC SHOCK ABSORBER
4x4 axle configurations) is the front axle suspension
provided by torsion bars in combination with telescopic
shock absorbers (see Fig. 6).

The T 815 chassis has torsion bars allowing for the


axle load of 8,000 kg as a maximum related to the
used tires.
When designing the superstructure weights including HINGE
the weight distribution per individual axles, you should
TORSION BAR
take into account the ply rating of tires used on the
chassis. You can order the tires dimension and pattern
to be installed on the chassis. Ask for the list of tires A 6227
offered at the Orders Control Dept. TATRA TRUCKS
Fig. 6
a. s. (see Article 2.4).

Regarding the fact that the operating conditions cannot be exactly specified during the chassis assembly, the
front axle suspension has been factory-set to a maximum load specified by the manufacturer. When real
values are already known (chassis with superstructure) and/or if the information from the user is already at
disposal, it is necessary to optimize the half-axle camber in order to prolong the tires service life.
Measure the front wheel cambers on the unloaded vehicle. If the camber exceeds 226, then it must be
decreased by replacement of hinges for longer ones and/or by turning the torsion bar.
The wheel cambers on the unloaded vehicle must not be below 040. The only exception is the vehicle be-
ing loaded permanently (e.g. crane truck, truck with lifting platform or extending ladder, etc.) or vehicles
whose front axle cannot be overloaded even when loaded. In that case the wheel cambers can be set to
achieve a zero value. Simultaneously the wheel toe-in values need to be checked and/or set.
When designing the front axle load, we recommend you to check the real front axle portion out of the pay-
load of the pertaining chassis.

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3.4.2 Front axle suspended with leaf springs combined with telescopic shock absorbers

In the 8x8 chassis, front steered axles feature leaf


spring suspension in combination with telescopic
springs (see Figure 6a).

A 6402
Fig. 6a

3.4.3 Front axle suspended with air bellows springs combined with telescopic shock absorbers

In the range of T815-7, the front axle suspension uses


under-frame air spring bellows in combination with
telescopic shock absorbers.
The pneumatic suspension consisting of the air bellow
springs uses max. pressure 1.25 MPa.
Constant half-axle camber is ensured up to 9,000 kg
per axle.
This feature positively affects not only the tire life but,
compared to the torsion bars, more comfortable driving
with an empty vehicle (see Figure 6b).

B 1710
Fig. 6b

3.5 Rear Axle(s) Suspension


A kind of the suspension depends on the specific arrangement of the chassis.

3.5.1 Chassis T 815 with figure 1 on the last position in the six-figure/letter VDS number (see Article 2.2)
e.g.:
250R21, have the rear dual swinging half-axles sprung by leaf springs.
Three kinds of leaf springs can be mounted:
10-leaf springs for the axle load of 2x 9,000 kg as a maximum
12-leaf springs for the axle load of 2x 10,500 kg as a maximum
13-leaf springs for the axle load of 2x 11,500 kg as a maximum
A choice of the leaf spring depends mainly on the maximum load of rear axles at which the vehicle is to be
operated. Should the unsuitable combination be used (e.g. 13-leaf suspension under the axle load of 2x
9,000 kg), the vehicle will be operated with a too high camber of half-axles resulting in the excessive tires
wear.
The design of the rear axle suspension with leaf springs allows for the mutual replacement of leaf springs
and/or adaptation of the multi-leaf spring for a smaller load during the vehicle operation. We recommend
consulting these changes at the chassis manufacturer and have it realized at the TATRA authorized service
station (see Article 2.4).

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3.5.2 Chassis T 815 with figure 5 on the last position in the six-figure/letter VDS number (see Article
2.2) e.g. 280R25, have the dual swing half-axles fitted with the light-type combination suspen-
sion (Fig. 6c).
This kind of suspension uses the combination of two
AIR BELLOWS SPRING
suspension elements. The pneumatic part of the sus-
pension contains the air bellows springs, which use the
pressure of 1.25 MPa and is completed with the coil
spring installed inside the air bellows spring. Telescop-
COIL SPRING
ic shock absorbers are installed to complete this kind
of suspension system.
The constant half-axle camber from 2,762 kg to
11,000 kg per axle with dual tires is secured. Resulting
is a prolonged service life of tires and a better driving
comfort compared with the leaf spring suspension
when driving with the empty vehicle.
TELESCOPIC SHOCK ABSORBER
A 6228 When designing the superstructure, the clearance of
Fig. 6c 50 mm as a minimum between the air-bellows springs
and superstructure must be kept.
The identical system of suspension is used at the two-
axle chassis (4x4), e.g. 280R45, 280R55.

3.5.3 Chassis T 815 with figure 4 on the last position in the six-figure/letter VDS number (see Article
2.2) e.g. 260R24, have the dual swing half-axles fitted with the heavy-type combination suspen-
sion (Fig. 6d).
This kind of suspension uses the combination of two AIR BELLOWS SPRING
spring elements. The pneumatic part of the suspension
contains the air bellows springs, which use the pres-
sure of 1.25 MPa and is completed with leaf springs.
Leaf springs allow for maximum axle load of 8,500 kg.
Load above this limit is transferred by the pneumatic
part of suspension. This combination achieves maxi-
mum axle load of 13,000 kg - No. 4 in the VDS identifi-
cation.
LEAF
SPRING

A 6229
Fig. 6d

The constant half-axle camber from the weight of about 6,700 kg to 13,000 kg per axle is ensured (15,000 kg
respectively). The contribution of this arrangement is similar to that mentioned in Article 3.5.2.

During the superstructure assembly the clearance of 50 mm as a minimum between the air bellows springs
and superstructure must be kept.

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3.5.4 Chassis T 815-7, whose six-digit VDS number (see Article 2.2) ends with number 2, such as
731R32, the rear double half-axles feature suspension with under-frame air bellow springs for
single tires (Fig. 6e).
The pneumatic part of suspension consisting of the
air bellow springs using max. pressure 1.25 MPa, al-
lows for maximum axle load of 10,000kg.

B 1712
Fig. 6e

3.5.5 Inspection and adjustment of rear axles

For all vehicles equipped with combined suspension, it is necessary to check or adjust the real axle(s) wheel
camber after superstructure installation pursuant to the procedures specified below, as designed for the use
of optical measuring kit.

The specified inspection and adjustment procedure also applies to the light-duty combined and heavy-duty
combined suspension.

NOTE:
For the heavy-duty combined suspension, it is neces-
sary remove the rear hinges (rolls) of the leaf springs
before inspecting or setting the rear axle camber
(Fig. 6f).
Reassemble after completion.

B 1125
Fig. 6f

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Inspection procedure
1. Inflate the road wheels to the specified pressure (see the Operation Manual).
2. Install the camber measuring device on the 1st rear axle discs and set it to the basic position (zero run-out
when spinning the wheels).
3. Connect the checking pressure gauges of accuracy
class 1.5% to the check connections no. 5 and 6
(Fig. 6g).
The pressure gauge on the connection no. 5 has
been designed to check the pressure in the left bel-
lows springs and no. 6 in the right ones.

B 1123
Fig. 6g

4. Pressurize the vehicle compressed-air system to the working pressure up to audible puff of the air pres-
sure control valve.
5. Drive the vehicle fore and aft to make sure that the tires do not resist to half-axle movement.
6. Check the specified wheel camber = 0.5 0.5 on the measuring device.
With such camber, pressure difference between the left and right side must not be greater than 0.01 MPa.
7. If the camber falls outside the specified range, adjust it properly.

15
Adjustment procedure

1. Loosen the clamping sleeve 2 securing the control


tie-rod 3 in the rubber bushing 1.
2. Adjust the position control valve tie-rod 3 length to
set the wheel camber to the specified value (ex-
tend pull out the tie-rod 3 from the rubber bush-
ing 1 to increase the camber and vice versa).
3. Having set the wheel camber, tighten the clamping
sleeve 2 to lock the tie-rod length.
4. Perform the same setting on the second half-axle
too.

B 1124
Fig. 6h

CAUTION!
After each tie-rod length setting, deflate the suspension bellows pressure using the check connec-
tion 5 and 6 to change the rear axle wheel camber.

5. Pressurize the vehicle compressed-air system up to the working pressure up to audible puff of the air
pressure control valve.
6. Drive the vehicle fore and aft to release half-axles.
(to prevent from any lateral forces acting on the tires).
7. Check the wheel camber and pressure difference on checking pressure gauges (see Inspection proce-
dure).
8. Disconnect the checking pressure gauges from the check connections.
9. Remove the measuring device from the wheel discs.

16
NOTE:
When replacing the position control valve, set the con-
trol tie-rods to the basic dimension (see Fig. 6i).
Applies to light-duty combined suspension, a combina-
tion of a bellows spring with a coiled spring located
inside.

B 1127
Fig. 6i

NOTE:
When replacing the position control valve, set the con-
trol tie-rods to the basic dimension (see Fig. 6j).
Applies to heavy-duty combined suspension, a combi-
nation of a bellows spring with leaf springs.

B 1126
Fig. 6j

NOTE:
When replacing the positioning control valve, set the
control rods to the basic dimension (see Figure 6k).
Applies to air bellows suspension with springs under
the frame.

In the suspension with under-frame bellow springs, the


position valves are located on the chassis cross-
member, and the control tie-rods on the half-axle.

B 1142
Fig. 6k

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3.6 Rear Frame Overhang
If the frame overhang is not suitable for the assembly of superstructure, it may be extended (shortened).
The maximum rear overhang is a distance between the rear edge of superstructure and:
neutral axis of rear axle (4x4 chassis);
center of intermediate member of rear axles (6x6 and 8x8 chassis).
It can be calculated according to formulas described in Figs. 7, 8, 9.

SPACE FOR SUPERSTRUCTURE

P 0.6 Lt

A 6234
Fig. 7

SPACE FOR SUPERSTRUCTURE

Lt = A + B/2

P 0.7 Lt

A 6233
Fig. 8

SPACE FOR SUPERSTRUCTURE

Lt = A + B/2 + C/2

P 0.7 Lt

A 6232
Fig. 9
(Lt technical wheelbase)

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3.7 Frame Adaptations
The chassis frame consists of two longitudinal beams of the U profile, cross members, holders and brack-
ets designed both for the attachment of the frame to the chassis cross members and for the attachment of
units and chassis accessories (engine, cab, body parts, etc.). All the components forming the frame are
welded together.
This unique chassis design allows for an easy superstructure assembly to the chassis, as well as possible
adaptations related to fixing the superstructure accessories, reinforcements of the frame structure strength,
etc.
Material = E 460 TS; Re 460 MPa; Rm 520-570 MPa. Frame cross members are mostly made also of the U
profiles.

3.7.1 Frame chassis with the leaf spring suspension of rear axles, e.g.: 250R21
Chassis frame has longitudinal beams along the whole length with the web plate 250 mm in height and the
upper and lower flange plates 102 mm in width.
The frame in the space of rear axles and rear overhang is 870 mm in width. The resting part is 1,000 mm in
width. The width can be changed along the length of 500 mm in the space ahead of 1st rear axle (see
Fig.10).

UPPER FLANGE PLATE

WEB PLATE

LOWER FLANGE PLATE

A 6237
Fig. 10

19
3.7.2 Chassis frame with the combined rear axles suspension (see Article 3.5.3), e.g. 260R24; 280R25
Chassis frame has longitudinal beams in the space of rear axles and the rear overhang with the web plate
265 mm, the upper flange plate 80 mm and the lower flange plate 102 mm in height. The frame is 870 mm in
width in this space. The frame resting part is 1,000 mm in width and longitudinal beams profile web plate
250 mm and the upper and lower flange plates 102 mm in width.
Longitudinal beam and frame widths can be changed along the length of 500 mm in the space ahead of 1st
rear axle. The lower flange plate is at the same plane along the whole length of the frame (see Fig.11).

UPPER FLANGE PLATE

WEB PLATE

LOWER FLANGE PLATE

A 6236
Fig. 11

20
3.7.3 Chassis frame with the rear axles combination suspension (see Articles 3.5.2, 3.5.3) marked
with a three-digit version number (e.g. 371; 411 and 451)
Cassis frame has longitudinal beams with the web plate 265 mm in height along the whole length. In the
space of rear axles and rear overhang the frame is 870 mm and the upper flange plate 80 mm in width. The
resting part of the frame is 1,000 mm and the longitudinal beam profiles web plate is 265 mm and the upper
and lower flange plates are 102 mm in width.
The longitudinal beam profile and the frame width changes can be realized along the length of 500 mm in the
space ahead of 1st rear axle (see Fig. 12). Brackets outside the frame are attached to the frame longitudinal
beams by means of bolts.

UPPER FLANGE PLATE

WEB PLATE

LOWER FLANGE PLATE

A 6235
Fig. 12

21
3.7.4 Chassis frame T815-7 with the front and rear axle air suspension (see Article 3.4.3 and 3.5.4)
such as 731R32

The chassis frame longitudinal members have 300 mm high webs and 102 mm wide flanges throughout the
length. In the front axle compartment the frame width is 870 mm, the remaining part of the frame
is 1,000 mm wide.
The frame width may be altered within the length of 500 mm in the area behind the 1st front axle (see
Figure 13).

B 1714
Fig. 13

22
3.7.5 The specific design of the TATRA backbone chassis with the central tube allows for the con-
struction of the chassis characterized by the so-called short frame (see Chapter 6.5).
This original design allows realizing the frame construction as a part of the superstructure. In addition, this
fact has a good influence upon a height of the vehicle center of gravity and compatibility of the superstruc-
ture frame to be built into a short-type chassis frame and cross members of the central tube chassis.
Should you decide to use this non-typical frame performance for the superstructure, it is possible only at the
6x6 axle configuration with wheelbase of 3,700 + 1,320 mm. The arrangement of the respective part of the
chassis frame and cross members to attach the superstructure is shown in Fig. 57 on page 69 and in Fig. 58
on page 70.

3.7.6 Welding
The welded frame construction allows for welding the components related to the fixing of superstructure to
the chassis see Chapter 4 (welding of superstructure to the chassis frame is not possible) or components
strengthening the frame rigidity.

General Instructions:
1. Welded areas and adjacent surfaces must be free of scales, dirt, rust, paint, moisture, grease and other
impurities. Use abrasion (sandblasting), wire bush, grinding, within the width the welding technology de-
pendent, however, the minimum area to be treated is 15 mm from the welded area edge to both sides of
the future weld.
2. The welding is possible within the outside temperatures above 0 C. The welder and welded area shall be
protected from rain, snow, wind and frost.
3 Exceptionally, the welding can be carried out at temperatures below 0 C. In such a case, the weld and
surroundings shall be preheated to the temperature of 100 150 C to the distance equal to five times the
thickness of the welded material.

4. Use the MAG welding (gas-shielded metal-arc weld-


ing) using the C114 welding wire. The recommend-
ed shielding atmosphere AC (Ar 82 % + CO 18 %).
It is also possible to use the manual coated elec-
trode welding (electrode E 52 33; EB 125). Only
a welder who has passed the examination accord-
ing to SN 05 0710, BM 123 or EN 287-1,2 can DO NOT WELD
carry out the welding.
The electrode must be dried before the use:
(1st stage for 1 hour at 100 C; 2nd stage for 2
hours at 300 350 C)
Welds shall comply with the quality grade C ac-
cording to SN EN 25817. A 6169
5. When welding any parts, it is not recommended to Fig. 14
make welds in the area of frame longitudinal mem-
bers bend, at the ends and low flanges as illustrated
in Fig. 14.

6. CAUTION! Pipes of the high-pressure brake system and fuel distribution are made of the PA12 plastic
which are resistant to temperatures up to 120 C.

23
For this reason, it is necessary to protect or to remove
plastic components. The same holds for the electrical
system. The ground connection must be done as close
as possible to the welding point (chassis are fitted with
a label, see Fig. 14a, pointing out a danger of dama-
ge). Regarding the use of electronic circuits in the ve-
hicle, it is necessary to meet one condition during
welding to attach the grounding clip of the welding
machine as near as possible to the welding point.
When great adaptations on the TATRA chassis are
performed and the electric arc welding will be applied
on more points and moreover, it is necessary to detach
the positive terminal with conductor from accumulators
and to attach the conductor to the vehicle ground. In-
sulate the positive terminal at the same time to avoid a
possible short-circuit. (When reconnecting, do not for-
get to detach the grounding cable first and only then
connect the positive terminal with conductor!).
Should you not obey these instructions, the vehicle
semi-conductor components may be damaged.
On the chassis fitted with the electronic device (e.g.
ABS), unplug control units connectors.
A 6170
Fig. 14a

24
3.7.7 Frame Extension
It is necessary to use the longitudinal beams of the same profile (dimension, material). Connect both parts by
welding (Fig.15).

LONGITUDINAL BEAM AND BRACE CONNECTION LONGITUDINAL BEAM CONNECTION

WELDS OVERLAPPING
OF LONGITUDINAL BEAM AND BRACE

DO NOT WELD FROM


INSIDE IN THIS LENGTH

GAP FOR WELD GAP FOR WELD

GAPS ARE TO BE WELDED


USING THE WELD

A 6240
Fig. 15

25
3.7.8 Frame Longitudinal Beams Closure
If needed, increase the torsion and bending strength
and/or close the profile in the space, e.g. by super-
structure anchor bolts (hydraulic crane).
BRACE We recommend closing the profile in the given space
using a brace (Fig. 16).

A 6238
Fig. 16

3.7.9 Attachment of Brackets and Cross Members to the Frame Longitudinal Beam Web Plate
(Fig.17)

BRACKET FRAME LONGITUDINAL


BEAM

PLATE
th.

DO NOT WELD TO THE LONGITUDINAL BEAM FLANGE PLATE EDGE

IT MAY BE WELDED TO THE

FLANGE PLATE FROM INSIDE CROSS MEMBER


A 6241
Fig. 17

26
3.7.10 Distance between Cross Members in the Frame

A 6174
Fig. 18

27
3.7.11 Reinforcing the Longitudinal Beam Profile around the Yoke
If the longitudinal beam is deformed when tightening the screw connection of the yoke to the torque speci-
fied, it is necessary to strengthen the closed longitudinal beam profile using shims (Fig. 19).

BRACE BRACE

VERSION

BRACE SHIM SHIM

RIB

A 6243
Fig. 19

28
3.7.12 Drilling Holes into the Frame
Should the superstructure be attached to the chassis frame by means of screw connections (brackets,
shims, etc.), it is possible to drill holes into the longitudinal beam profile web plate (see Fig. 20). Holes must
be free of burrs and reamed.
A possible need of drilling the holes into the upper and lower flange plates must be agreed with TATRA
TRUCKS a. s. The same holds for drilling holes exceeding 17 in the longitudinal beam web plate.

A 6302
Fig. 20

29
3.7.13 Protection against Corrosion and Paint Application
All vehicle parts (chassis, drivers cab, etc.), which were modified, have to be protected against oxidation and
corrosion.
A high attention must be paid to protection and paint coat on all respective vehicle components.
Especially frame, cab and further parts exposed to atmospheric influences must go through a cycle consis-
ting of degreasing, anti-corrosive paint coating, cementing, primer coating and finish coating.
Measures must be taken to protect the components whose condition and function ability could be impaired
with paints, e.g.:
rubber and plastic tubes, gaskets, propeller shaft flanges, discharge and air valves, labels carrying designa-
tions and logos.
Noise damping and insulating materials must be applied during the cabs adaptation in order to keep the
former level of thermal and sound insulation.

The TATRA vehicles are normally protected against corrosion using the FLUID FILM A preservation agent.
The preservative can be removed with concentrated detergent or hot pressurized water with detergent STAR
75 PN.

Depreservation procedure
- Apply undiluted environment-friendly product "STAR 75 PN (manually using a sponge or gravity airgun) to
the surface areas to be depreserved and let it work for approximately 2-4 minutes.
- After this time, wash away non-preserved surface with high-pressure spray equipment, preferably hot wa-
ter 75-85 C at the pressure of 6 MPa.
- Wash preservation agent residues and dirt using a sponge manually.

Note:
The STAR 75 PN preparation and FLUID FILM A preservation agent are biologically degradable and may be
flushed into the sewer directly.

Refinishing after chassis adjustments.


After adjustments performed (after welding, drilling holes into the frame, etc.), surface finish must be re-
newed and chassis preservation must follow.
Chamfer edges of drilled holes (grind edges to achieve smooth transition).

Repair damaged surface finish on the chassis as follows:


- Use a sandpaper, wire brush or abrasive sponge to remove possible burnt or non-adherent coating.
- Degrease cleaned surface with benzine (or other degreaser).
- Use a masking tape or PE foil to cover surfaces that should not be coated.
- Use a brush or spraygun to apply a 2K primer to dry surface.
- Once the primer dries up, continue with 2K polyurethane topcoat of required color and gloss.

Preservation after chassis adjustment


- Treat cavities, crevices, holes and possible welds with FLUID FILM A preserving agent.
Apply using a spraygun or brush.
Use DINITROL 4010 preservative on threads and fastening elements.

3.7.14 Side Protections


If the chassis does not contain the side metal sheet protections and also the superstructure design does not
provide its function, it is necessary in the case - when required by respective national regulations to realize
their assembly at the final producer of the respective superstructure including their approval in accordance
with valid EEC, EC and/or national regulations of the respective country.
An attachment to the frame chassis must be carried out by means of brackets. The strength must correspond
to respective regulations.
The principles shown in the figure below must be kept (Fig. 21).

30
plastic bumper

metal sheet bumper 25 max


from the bumper shape

for the plastic bumper

A 6242
Fig. 21

3.8 Pneumatic System


Any adaptation of the chassis brake system has to be
carried out in compliance with the valid national and
international regulations concerning the brake system
(homologation, vehicle approval) and all of them must
be consulted with the chassis manufacturer.
Keep the assembling instructions and proceed accord-
ing to brake system and servo-control diagrams.
Use the distribution situated in the right frame longitu-
dinal beam behind the drivers cab (Fig. 22) to take off
a small amount of the pressured air for the superstruc-
ture mechanism by means of electromagnetic valves.
If you need to take off a higher amount of air, you must
discuss it with the chassis manufacturer (Article 2.4).
On vehicles with the modernized cab the pressured air A 6177
can be taken off from the electromagnetic valves block Fig. 22
so that you remove the plug from the constant pres-
sure connection (Fig. 23).

31
Principles of the PA Pipes Installation
1. Pipes screw connections must be clean and preserved before the assembly.
2. When assembling PA connections, the cap nut must be tightened fully by hand first and by wrench there-
after, until the connection is tight. When assembling the complete pipeline, proceed as follows:
a) Cut off the pipe being fixed in the tool perpendicularly. Make sure the pipe surface is not damaged dur-
ing the cutting.
b) Install the cap nut over the pipe and add the sealing ring. Install the spacer into the pipe fully home.
c) Slide the pipe end to the tightening tool as far as it goes, tighten and after releasing, check if the sealing
ring blade is cut into the pipe (it must not rotate).
3. When assembling PA pipes, remember to keep the pipes radii below the following values:
6x1 R 50
8x1 R 70
10x1 R 90
15x1,5 R 120
4. Fix individual PA pipes to bundles or clamp them to steel pipes according to the situation on the vehicle.
5. After installation of PA pipes, the pipes that are not bound together, must not touch each other.
6. When welding, it is necessary to protect PA pipes properly. Replace the pipes polluted with weld drops,
broken by force during installation or otherwise damaged.
7. For chassis with leafspring suspension, make sure the braking system is tight no drop in pressure great-
er than 0.01 MPa may occur in 10 minutes at the nominal pressure (0.75 MPa).
Measurements are made on the check connections located near the air tanks.
For chassis with light-duty or heavy-duty combined suspension:
Ensure air system tightness so that no drop greater than greater than 0.01 MPa occurs at the nominal
pressure of 1.10.02 MPa (measured at the air dryer check connection) after 10 minutes. Measurements
are performed with handbrake released.

The air leakage must not occur even with the hand brake applied and the brake pedal depressed.
8. Check the brake system for function.
9. Where PA pipes are in contact with sharp edges, they must be protected using the tubular spring.

32
A 6262
Fig. 23

33
3.9 Electrical System
The chassis is equipped with the power source device consisting of accumulators (2x12V in series) and al-
ternator 28V/55 A, 70 A, 80 A the type and the alternator manufacturer dependent.
The connection may be carried out from the positive terminal on the auxiliary start socket if installed on the
vehicle or from accumulators by means of a conductor fitted with a separate fuse corresponding to a real
load.
The real current consumption from the vehicle electrical network must be limited according to the driving
regime to avoid a permanent discharge of accumulators resulting in impairing the starting ability and/or an
alternator of a higher capacity can be used.

Under these conditions the following current may be consumed as a maximum:


15 A at the engine speed of 700 rpm as a minimum;
20 A at the engine speed of 850 rpm as a minimum;
25 A at the engine speed of 1,100 rpm as a minimum.

Do not make any modifications or extension of the on-board network. This applies mainly to the central elec-
trical distribution system.
A person who made respective adjustments shall be responsible for any damages that might occur as
a result of such adjustments.
When retrofitting additional electric consumers, bear in mind the following guidelines:
- always contact the Sales Service and Support Department of TATRA TRUCKS a. s. with your application
for retrofitting additional electric consumers, including a list of all the required functions to be connected to
the central power circuit;
- Having consulted with the Electric Engineering Department, the Sales Service and Support Department of
TATRA TRUCKS a.s. shall provide a superstructure builder with a technical solution of the connection of
external electrical consumers;
- additional electrical consumers of the superstructure may only be connected by an authorized dealer of
TATRA TRUCKS a.s.

Upgraded range of T815-2 EURO 4 and EURO 5 vehicles, so-called " Facelift, and the T815-7 range vehi-
cles are factory equipped with the "custom connector, to which a superstructure builder can connect addi-
tional consumers (see custom connector specifications - changes are reserved).

3.9.1 Specifications of TATRA vehicle custom connector

Designation: X43
Location: In the power unit bottom in front of the passenger seat
Connector type: 21 pins AMP 1-967625-1
Required counterpart: 21 pins AMP 1-967630-1
Required contacts: 2.8 mm pin AMP 928930 (0.5-1 mm2) / AMP 928781 (1.5-2.5 mm2)
Required lock: AMP 1-967635-1

34
Connection:

Pin Nr. In /Out Description Note


1 Output Ignition +24 V max. 5A
2 Output Clip "30" +24V @ F24 Fuse +24 V max. 10A
3 Output Clip "31" Ground GND max. 15A
4 Output Clip "58" Position Lamps +24V max. 5A
5 Output Clip "W" - Alternator engine speed signal
6 Output Signal "B7" / speedometer vehicle speed signal
7 reserve
8 Input Engine Stop (exhaust valve) to put +24V
9 reserve
10 reserve
11 Output Engine High Temperature Lamp HIGH=+24V LOW=
12 Output Engine Oil Low Pressure Warning Lamp HIGH=GND LOW=
13 Output Fuel Low Level Warning Lamp HIGH=+24V LOW=
14 Output Parking Brake Indicator Lamp HIGH=GND LOW=
15 reserve
16 Input Horn Switch to put +24V
17 Output Clip "D+" - Alternator charge signal
18 reserve
19 reserve
20 reserve
21 reserve

Note:
The P.T.O. can be controlled remotely in the same way as fire superstructures using S713 switch operating
the clutch valve and PTO valve.
- changes in connector connections are reserved

35
3.10 Fuel system
To complement the fuel consumption metering for vehicles, installation of direct or differential fuel meters is
NOT RECOMMENDED.
We recommend using the subsequent consumption metering system through the fuel tank.

3.10.1 Principles for inbuilding of the AdBlue dosing system

UDS inbuilding (AdBlue Urea Dosing System):


UDS must be located above the AdBlue tank;
UDS may not be located near heat sources such as exhaust piping; UDS ambient temperature may
not exceed 85C under any circumstances;
UDS must be installed with the mounting flange in vertical position and air valve oriented upwards:

we recommend using the original Tatra console


to mount the UDS. console mating surface
planeness must be within 0.5 mm; 4 bolts M8
must be used for installation;
UDS mounting must be rigid enough;
the UDS is factory equipped with fluid connect-
ing branches (necks); it is forbidden to remove
these necks and use different ones or ex-
change them each other.

A 7863
Fig. 24

Inbuilding of the AdBlue tank:


the AdBlue tank must be located lower than the UDS;
the AdBlue tank must be accessible for filling of AdBlue and maintenance;
the AdBlue suction unit is factory equipped with fluid connecting branches (necks); it is forbidden to
remove these necks and use different ones or exchange them each other;
if the AdBlue tank is located near heat sources such as exhaust piping, it must be protected ade-
quately; AdBlue tank ambient temperature may not exceed 70oC under any circumstances.

for secure mounting the AdBlue tank, install the


strut 1 to the consoles between the fuel tank
and the AdBlue tank or to a fixed point on the
vehicle or superstructure respectively..

B 2646
Fig. 24a

36
AdBlue suction and outlet hoses:
hoses must be made of AdBlue-resistant material (e.g. PA, PE, EPDM rubber);
hose end fittings 3/8, resp. 5/16 pursuant to SAE J2044, must ensure perfect tightness;
no dirt particles greater than 50m shall be inside hoses;
recommended inside hose diameter is 6 mm, length to be as short as possible, max. 2,500 mm;
hose from the UDS tank must be routed with a gradient (still uphill), may show neither loops nor
bends, where the air could accumulate;
if hoses are heated with engine oil, both AdBlue hoses (suction and outlet) must be routed along with
oil pipes/hoses and bound with them full length; if electric hose heating is used, then original Tatra
hoses may be used;
if the hoses are routed near hot parts, such as exhaust piping, they must be protected adequately;
hoses must be routed and clamped, if needed, to prevent damage thereto (e.g. rubbing through).

Routing the AdBlue injection hose:


heavy-walled Teflon hose is recommended;
at the UDS: 1/4 hose end fitting pursuant to SAE J2044, at the nozzle: M12x1.5 cap nut, insert and
24 cut-in ring;
inside hose diameter 3 mm, outside diameter 6 mm, length to be as short as possible,
max. 2,000 mm;
if the hose is routed near hot parts, such as exhaust piping, it must be protected adequately;
hose must be routed and clamped, if needed, to prevent damage thereto (e.g. rubbing through).

Routing the tank heating hoses through the engine oil:


hoses must be made of engine oil resistant material at temperatures between -40 and +125C;
hoses including end fitting armoring must resist to internal pressure up to 1 MPa;
connection to the AdBlue tank using M16x1.5 cap nut and cone (for hose) or cut-in ring for 24 seal-
ing cone (for pipe);
hose inside diameter 8 or 10 mm, total line length from the oil pump to the tank max. 5,500 mm;
if the hoses are routed near hot parts, such as exhaust piping, they must be protected adequately;
hoses must be routed and clamped, if needed, to prevent damage thereto (e.g. rubbing through).

Principles of AdBlue dosing system installation and removal:


The UDS is very sensitive to dirt in the AdBlue intake; before disconnecting hoses, clean them
properly, namely around end fittings; make sure that no dirt enter inside when handling with the Ad-
Blue suction hose; immediately after disconnecting hoses, fit appropriate caps to respective UDS
necks and Adblue suction unit and appropriate plugs to disconnected AdBlue hoses; remove the caps
(or plugs respectively) shortly before reinstallation.
AdBlue leakage may occur when disconnecting AdBlue hoses; prevent from AdBlue contact with ma-
terials not resisting to it, namely make sure to avoid AdBlue contact with el. connectors; wash AdBlue
leaks with tepid water.
When disconnecting engine oil hoses on the AdBlue tank, grip respective sockets of the suction unit
with a wrench to avoid loosening.
Before disconnecting the electric connector of UDS, the ignition key must be in position 0 and bat-
tery disconnection is recommended; at least 30 seconds must lapse between opening the el. circuit
with the ignition key and battery disconnection or UDS connector (UDS must complete the cleaning
cycle).
After installation, check UDS calibration.

37
AdBlue wiring:
No interventions into AdBlue electric installation are allowed such as extension, reduction, re-
connection or changes in topology.
If AdBlue system components connected to the vehicle wiring are to be relocated, relocate only within
the range permitted by the length of individual branch lines.
After a change in wiring routing, attach the harness to fixed vehicle parts properly.
Protect electrical wiring and its part against the following:
- hot surfaces and heat sources of temperature above + 90C;
- movable parts;
- oil products and AdBlue.
Locate el. installation and parts thereof out of potential danger (sharp edges, projecting bolts, weld-
ing, drilling).
Protect el. installation and parts thereof from crushing and mishandling.
Protect disconnected connectors from damage and dirt.
Before reconnecting, make sure a connector is free of damage.
When connecting a connector, pay utmost attention to the arresting and proper locking.
Ring connectors must be hand tightened.
Protect the electrical installation in the bend or passage areas against sharp edges by means of
grommets or protecting hoses.
In the bend areas, bending radius must be 20 times greater than the cable diameter.
Avoid twisting or winding of the cable during installation or removal.
After adjustments, check the system visually and then test its operation.

AdBlue compressed air duct:


Must be provided from the auxiliary consumer circuit (diff. lock control, clutch booster) from the
24 outlet of the 4-circuit safety valve.
Compressed air pressure must be within 6 12 bar.
Air filter (max. 10m) must be installed before the UDS inlet in accordance with TATRA recommenda-
tions.
6x1 pipe (inside diameter 4mm) is recommended as air pressure line to the UDS.
During line installation, proceed pursuant to generally valid instructions for PA-pipe installation pro-
vided in the Superstructure Installation Manual.

38
4. PO SSIBILITIES OF SUPERSTRUCTUR E ATTACH MEN T TO TH E CHASSIS FRAME
When resolving problems related to the attachment of
superstructures to the chassis, it is necessary to start
from the fact that the chassis consisting of the central
tube, cross members and frame forms a rigid unit, both
from the torsion and bending rigidity points of view
(Fig. 25).
Where the other chassis manufacturer requires the
assembly of the auxiliary frame, TATRA allows mount-
ing the superstructure without use of it.
In the case when the center of gravity must be situated
lowermost as possible, you can mount the superstruc-
ture on the chassis directly and attach it using chassis
cross members; first, however, consult the chassis
manufacturer.
The method of fitting (supporting) the frame to the A 6177
chassis is also an important issue. For this reason, it is
Fig. 25
necessary to support the superstructure in the area
above the intermediate member (approximately 50% of
payload). Figure 26 on page 40 shows how the frame
is loaded by bending.

39
keep the clearance of 2 mm
at the empty superstructure

WITHOUT SUPPORT
INTO THE CENTER OF
THE REAR INTER-
MEDIATE MEMBER

COURSE OF THE BEN-


DING MOMENT ALONG
THE FRAME LENGTH

WITH SUPPORT INTO


THE CENTER OF THE REAR
WITHOUT SUPPORT INTERMEDIATE MEMBER
INTO THE CENTER OF
THE REAR INTER-
MEDIATE MEMBER

COURSE OF THE BENDING


MOMENT ALONG THE LENGTH
OF CENTRAL TUBE

WITH SUPPORT INTO


THE CENTER OF THE REAR
INTERMEDIATE MEMBER
LIGHT-TYPE COMBINATION SUSPENSION

A 6263
Fig. 26

40
Should the superstructure design not allow for supporting in the space of the intermediate member, the rein-
forcement in this area by means of the U-profile inserted into the basic frame longitudinal beam is recom-
mended. Both profiles can be connected together by plug welds (Fig. 27). This adaptation can be realized on
the chassis with the leaf spring suspension of rear axles, e.g. T 815-260R21.

NEUTRAL AXIS OF REAR AXLES

FOR REAR AXLES WHEELBASE OF 1320 660

(FOR REAR AXLES WHEELBASE OF 1450) (725)

REAR
INTERMEDIATE
MEMBER AXIS
PLUG WELD

UNROLLED SHAPE

A 6252
Fig. 27

On chassis with the combination suspension, e.g. T 815-260R25, the additional reinforcement of the frame in
the space of the intermediate member by welding the profile in the shape shown in Fig. 28 is recommended.

AXIS OF REAR INTERMEDIATE MEMBER

PLUG WELD CHASSIS FRAME

A 6253
Fig. 28

41
Recommendations for the Superstructure Frame Design:
- The most suitable profile is the U profile.
- Its shape should copy the shape (narrowing) of the chassis frame.
- The lower flange plate must lie on the upper chassis frame flange plate along its whole length.
- The frame should end as close as possible to the rear part of the drivers cab.
- The profile height should be 80 mm at least.
The recommended solutions for the attachment of the superstructure frame to the chassis frame have been
designed for assembly of common types of superstructures.

4.1 Attachment using Yokes


4.2 Attachment using Anchor Bolts
4.3 Attachment using Shims
4.4 Attachment using Brackets

4.1 Attachment using Yokes (Fig. 29)

SHIM

YOKE

BEDDING

A 6254
Fig. 29

42
To attach the superstructure using yokes, it is neces-
sary to arrest the position of the superstructure frame
towards the chassis frame by means of centering bolts
(lens) welded to the upper flange plates of the chassis
frame longitudinal beams (Fig. 31).

A 6239
Fig. 31

4.2 Attachment using Anchor Bolts (Fig. 32)

A 6185
Fig. 32

43
4.3 Attachment using Shims (Figs. 33, 34)

A 6303
Fig. 33

MAX. 1000 - 4 BOLTS


MAX. 800 - 3 BOLTS

A 6304
Fig. 34

44
4.4 Attachment using Brackets (Figs. 35, 36)
To avoid the deformation of the chassis frame web plate due to the torque caused by the screw connection,
we recommend closing the profile of the chassis frame longitudinal beam using a brace in the given space.

BRACE

A 6256
Fig. 35

BRACE

A 6257
Fig. 36

45
4.5 Wheelbase Modification
The wheelbase can be changed at the authorized TATRA service station, based on approval provided by the
chassis manufacturer TATRA TRUCKS a. s., within the framework of the dealers network. It is necessary to
choose a standard wheelbase dimension realized at the other manufactured version. Carry it out by replac-
ing the rear central tube for the one corresponding to the new wheelbase value. At the same time, compo-
nents related to the driving torque transmission shall be replaced and the length of the frame, brake and
pneumatic pipes and wiring cables shall be modified.

Standard chassis wheelbase values (mm)

VERSION
4x4 6x6 8x8
3,700 2,600
4,090 3,440 3,300
3,700
4,500
4,090
4,500

46
4.6 Trailer Hitch
Should the chassis not be adapted to the trailer hitch assembly, it is necessary to meet the relevant national
regulations that specify the following:
- required engine power output per 1 ton of the gross weight;
- trailer weight in relation to the towing vehicle weight;
- length of the truck train (vehicle combination).
The reduced force (D) in the tow ring (see the trailer hitch production label) is a critical factor for the choice of
the size of the trailer hitch.
Gv x Gp
D= ( kN)
___________________________________

Gv + Gp

Gv = gross towing vehicle weight (kN)


Gp = gross trailer weight (kN)

Trailer hitch type Reduced force in tow ring D (kN) Tow ring diameter
50/30 (SN 30 3661.3) 120 50
ROCKINGER 260 120 40
ROCKINGER 710 G 6 200 50
RINGFEDER 86 G 150 120 40
RINGFEDER 80/G 5 120 50
RINGFEDER 86/G 145 100 40
RINGFEDER 92/CX 190 50

We recommend reinforcing the rear cross member of the chassis frame see Fig. 36.

A 6266
Fig. 37

47
When designing the superstructure, it is necessary to keep the distance between the hitch pin axis and the
rearmost point of the vehicle (300 mm acc. to Czech traffic regulations) in order to create a sufficient manipu-
lation area see Fig. 38.

SIDE VIEW TOP VIEW

A 6267
Fig. 38

Value: x 300 mm standard version


420 mm tilting body
off-road vehicle
It is also necessary to complete the chassis brake and pneumatic system as well the electric system.
Brake and pneumatic system modification involves additional assembly of the trailer braking valve, 10 l
air reservoir, coupling heads (filling, braking), drain-off valve, reducing coupling and corresponding pipes. All
instruments must be of approved types. Fig. 39a shows the method of connection (components marked *).
A kind of the instruments used shall be consulted with the chassis manufacturer, mainly for the reason of
compliance with the legislative regulations and homologations (Article 2.4). On the completion of the connec-
tion, the braking system must be tested according to national regulations in force.

48
B 1392
Fig. 39

49
B 1393
Fig. 39a

Legend:
a) trailer braking valve with dual filler head;
b) trailer braking valve (salvage).

THE CHASSIS MANUFACTURER DOES NOT SUPPLY THE PARTS shown in Fig. 39a.

1 BRAKE CYLINDER 19 AIR RESERVOIR 40 l


2 SPRING-LOADED BRAKE CYLINDER 16/16 20 AIR RESERVOIR 10 l
3 21 DRAIN VALVE
4 COMPRESSOR 22 AIR RESERVOIR 40 l (30 l)
5 CONDENSATE SUMP 23 FILLING COUPLING HEAD
6 TIRES INFLATOR 24 BRAKING COUPLING HEAD
7 AIR DRIER 25 THREE-CIRCUIT TRAILER BRAKE VALVE
8 FOUR-CIRCUIT CHECK VALVE 26 PRESSURE SWITCH 6,3
9 MASTER BRAKE VALVE 27 PRESSURE SWITCH 5,5
10 28 AIR PRESSURE GAUGE
11 AUTOMATIC BRAKING FORCE CONTROLLER 29 ABS VALVE
12 HAND BRAKE VALVE 30 CHECK CONNECTION
13 31 REDUCING CONNECTION
14 CONTROL VALVE 32 NOISE DAMPER
15 33 RELIEF VALVE
16 CHECK VALVE 34 REDUCING VALVE
17
BRAKE SYSTEM DIAGRAM
18 AIR RESERVOIR 35 l

50
Modification of electrical installation consists in the installation of two additional 7-pin 24N and 24S sockets
and ABS socket. Their location must comply with the applicable standard (Fig. 40). Besides that, the ABS
info module, ABS info module relays (2x), and fuses also need to be added to the power unit in the drivers
cab.

Vehicle rear view:

A 6195
Fig. 40

A and B space for the main socket (24 N)


C and D space for the additional socket (24 S)
B and C space for ABS sockets

24 N Socket Connection
1 (31) Ground (white)
2 (58 l) Tail light, LH and license plate illumination (black)
3 (L) Direction indicator, LH (yellow)
4 (54) Brake lamp (red)
5 (P) Direction indicator, RH (green)
6 (58) Tail light, RH and license plate illumination (brown)
7 (52) open

24 S Socket Connection
1 Ground (white)
3 Reversing light (grey)
7 Tail fog lamp (light blue)

ABS Socket Connection


1 Trailer ABS connection (6 mm2, red)
2 INFO module (1.5 mm2, brown)
3 Ground (1.5 mm2, white)
4 Ground (6 mm2, white)
5 Trailer ABS signal lamp (0.75 mm2, grey)

51
5. P OW ER TAK E-O FF s ( PT O)
The specific arrangement of TATRA vehicles and chassis (see Fig. 1), as well as the corresponding location
of assemblies determines the location of three kinds of PTO (see Fig. 41).

5.1 Clutch PTOs (pages 53 through 54)


5.2 Gearbox PTOs (pages 55 through 61)
5.3 PTOs for automatic ALLISON transmission (pages 62 through 66)
5.4 Auxiliary gearbox PTOs (pages 67 through 68)

A 6258
Fig. 41

Assembly of the specific PTO for individual chassis version is determined by the requirement of the final
vehicle manufacturer. The additional PTO assembly (or a possible replacement by another type) at the final
manufacturer is possible only on the gearbox PTO, providing the genuine TATRA components are used.
An additional clutch or auxiliary gearbox PTO assembly is possible at the chassis manufacturer or authorized
TATRA service stations (after the prior chassis manufacturers approval).

Note:
Gearbox PTOs, type designation 1TP200, 1TP280 and 1TP300, must be filled upon installation with approx-
imately 0.4 liters of transmission oil of the same classification as the oil filled in the gearbox assembly.
Clutch PTOs have their own oil volume.
Therefore, after installation of a new PTO, the PTO housing must be filled with specified quantity and type of
oil (see the Operation Manual).

52
Type designation of PTO is evident from the below mentioned legend:

1 T P S 120 H Z / 170 H Z CH

cooling cooling cover


maximum output speed/10, outlet B

connected to : Z gear pump


P piston pump
kind of outlet D grooving
K carrier attached to propeller shaft
H pump
maximum output speed/10, outlet A
S clutch; P auxiliary gearbox
power take-off
manufacturer TATRA TRUCKS a. s.
number of outputs

5.1 Clutch PTOs

Permanent take-off Nominal permanent *Maximum short-term


Gear ratio Speed (rpm)
without cooling take-off with cooling take-off with cooling
Type
designation Total from Torque
Nominal
Torque
Nominal
Torque
Nominal
engine to PTO Engine PTO outlet power- power- power-
(Nm) (Nm) (Nm)
outlet output (kW) output (kW) output (kW)
1TPS 200 1 1 1,800 1,800 250 50 800 150 1,000 188
1TPS 240 1.22 1.22 1,800 2,196 205 50 650 150 820 188

*up to about 100 hours during the whole service life

Clutch PTO:
POWER
- depends on the engine speed only; OUTPUT
- outlet from the rear part of the clutch housing;
- pneumatic switch on/off on vehicle at standstill only;
- clutch housing does not allow for the additional PTO
assembly. If necessary, this requirement must be
applied in the order to the chassis manufacturer.

Load conditions must be consulted with the chassis


manufacturer in detail, including a possible use of the ENGINE SPEED
cooling system: (rpm)

A 6197
Fig. 42

- Permissible power take-off according to permissible torque and speed values.


- Power output take-off can be realized on the running vehicle or on vehicle at standstill.
- The maximum moment of inertia of the superstructure system connected to the PTO outlet flange is
0.2 kgm2; if PTO is engaged too often, then this moment is reduced to 0.15 kgm2.

53
Clutch PTO
The PTO location and the flange shape on the outlet are shown in Fig. 43. The flange sense of rotation is
identical to that of the engine crankshaft i.e. anticlockwise (viewed to the flange contact surface in the ve-
hicle driving direction).

1st AXLE NEUTRAL AXIS

DRIVING DIRECTION

CENTRAL TUBE AXIS

A 6295
Fig. 43

54
5.2 Gearbox PTO

CENTRAL TUBE AXIS

VALID FOR

st
2030 FROM 1 AXLE NEUTRAL AXIS (4x4 AND 6x6 CHASSIS)

1180 FROM 2nd AXLE NEUTRAL AXIS (8x8 CHASSIS)

VALID FOR

A 6248
CENTRAL TUBE AXIS

Fig. 44

Note:
The gearbox PTOs of type identification 1TP200, 1TP280 and 1TP300 should be filled with approximately
0.4 l of gear oil of the same classification as that in the gearbox unit.
The clutch PTOs have their own dedicated oil fill.
Therefore, once the PTO casing is installed, the PTO casing must be filled with specified quantity and type of
oil (see the Operation Manual).

Gearbox 1TP120 PTO


Gear ratio Speed (rpm) Torque for Nominal Gear pump QLS100
PTO permanent power- Volume
Gearbox Total from engine to Pressure C
type PTO Engine PTO outlet take-off output delivered
type outlet (MPa) (mm)
(Nm) (kW) (l/min)
N 1.62 1,111 100 18
10 TS 130
R 2.19 822 74 18
N 1.56 1,149 maximum 103 18
10 TS 140 maximum
R 2.04 880 engine 79 18
1TP120

engine
1093.5

10 TS 160 N 1.48 1,215 power- 109 18


1 1800 torque
10 TS 180 R 1.87 963 output 87 18
allowed
N 1.16 1550 allowed 140 18
14 TS 210L (Nm)
R 1.44 1246 (kW) 112 18
N 1.44 1246 112 18
14 TS 180T
R 1.79 1004 90 18

55
Gearbox 1TP120 PTO
Gear ratio Speed (rpm) Torque for Nominal Gear pump QLS51
PTO permanent power- Volume
Gearbox Total from engine to Pressure C
type PTO Engine PTO outlet take-off output delivered
type outlet (MPa) (mm)
(Nm) (kW) (l/min)
N 1.62 1,111 51 25
10 TS 130
R 2.19 822 38 25
N 1.56 1,149 maximum 53 25
10 TS 140 maximum
R 2.04 880 engine 40 25
1TP120

engine

1044.5
10 TS 160 N 1.48 1,215 power- 56 25
1 1800 torque
10 TS 180 R 1.87 963 output 44 25
allowed
N 1.16 1550 allowed 71 25
14 TS 210L (Nm)
R 1.44 1246 (kW) 57 25
N 1.44 1246 57 25
14 TS 180T
R 1.79 1004 46 25

Remarks:
1. PTO pneumatically controlled switch on/off on vehicle at standstill.
2. The power output take-off related to the mentioned nominal values can be realized both on the running vehicle and on
vehicle at standstill.
3. Normal/reduced gears and speeds for the engaged normal (N) or reduced (R) constant meshes.
4. Loads are given for the PTO dimensions. The real load from the gear pump is lower.
5. PTO 1TP120QLS100, gear pump QLS100 with radial outlets.
6. PTO 1TP120H-ISO without gear pump.
7. PTO 1TP120QLS100A, gear pump QLS100 with axial outlets.
8. PTO 1TP120QLS51, gear pump QLS100 with radial outlets.

DRAWING NUMBER TYPE


442 0 9911 019 4 1TP120QLS100A
442 0 9911 009 4 1TP120QLS100
442 0 9911 010 4 1TP120H-ISO
442 0 9911 027 4 1TP120QLS51

56
CENTRAL TUBE AXIS

2030 FROM 1st AXLE NEUTRAL AXIS (4x4 AND 6x6 CHASSIS)
1180 FROM 2nd AXLE NEUTRAL AXIS (8x8 CHASSIS)

DRIVING DIRECTION

A 6249
Fig. 45

Gearbox 1TP120 PTO


Gear ratio Speed (rpm) Gear pump UN32
Torque for Nominal
PTO Gearbox permanent power- Volume Pressure
Total from engine to
type type PTO Engine PTO outlet take-off output delivered C
outlet
(Nm) (kW) (l/min) (MPa) (mm)
N 1.62 1,111 maximum 33 20
10 TS 130 maximum
R 2.19 822 engine 24 20
1TP120

engine power-
N 1.56 1,149 34 20
1024

10 TS 140 1 1800 torque output


R 2.04 880 26 20
allowed allowed
10 TS 160 N 1.48 1,215 (Nm) 36 20
10 TS 180 R 1.87 963 (kW) 28 20

57
Gearbox 1TP120 PTO
Gear ratio Speed (rpm) Gear pump UN10
Torque for Nominal
PTO Gearbox permanent power- Volume
Total from engine to Pressure C
type type PTO Engine PTO outlet take-off output delivered
outlet (MPa) (mm)
(Nm) (kW) (l/min)
N 1.62 1,111 maximum maximum 10 28
10 TS 130
R 2.19 822 engine engine 7.5 28
1TP120

N 1.56 1,149 torque power- 10.5 28

988
10 TS 140 1 1800 allowed output
R 2.04 880 8 28
10 TS 160 N 1.48 1,215 (Nm) allowed 11 28
10 TS 180 R 1.87 963 (kW) 8.7 28

Remarks:
1. PTO pneumatically controlled switch on/off on vehicle at standstill.
2. The power output take-off related to the mentioned nominal values can be realized both on the running vehicle andr
on vehicle at standstill.
3. Normal/reduced gears and speeds for the engaged normal (N) or reduced (R) constant meshes.
4. Loads are given for the PTO dimensions. The real load from the gear pump is lower.
o
5. PTO drwg. N 1TP120HZ32R, gear pump UN32 with radial outlets.
6. PTO drwg. No 1TP120HZ10R, clutch cooling
o
7. PTO drwg. N 1TP120HZ10A8, gear pump UN10A, clutch cooling for 8x8 versions

DRAWING NUMBER TYPE


442 0 7170 075 4 1TP120HZ32R
442 0 7170 087 4 1TP120HZ10R
442 0 7170 120 4 1TP120HZ10A8

58
VALID FOR

CENTRAL TUBE AXIS


2030 FROM 1st AXLE NEUTRAL AXIS (4x4 AND 6x6 CHASSIS)
1180 FROM 2nd AXLE NEUTRAL AXIS (8x8 CHASSIS)

DRIVING DIRECTION

COOLING
COVER ON PTO
DR WG. N

VALID FOR

BEARING

A 6250
Fig. 46

Gearbox 1TP280 PTO


Gear ratio Speed (rpm) Torque (Nm) Nominal
Valid for
PTO Gearbox Nominal Maximum power-
Total from engine Engine PTO outlet the remark
type type PTO (permanent (short-time output o
to outlet N
take-off) take-off) (kW)
N 0.709 2,538 207
10 TS 130
R 0.958 1,879 280
N 0.685 2,628 200
10 TS 140
R 0.895 2,010 261
1TP280

10 TS 160 N 0.648 0,438 2,777 190


1800 470 55 1-7
10 TS 180 R 0.818 (14/32) 2,200 240
N 0.508 3,543 148
14 TS 210L
R 0.632 2,848 184
N 0.632 2,848 184
14 TS 180T
R 0.783 2,296 229

Remarks:
1. PTO pneumatically controlled switch on/off on vehicle at standstill.
2. The power output take-off related to the mentioned nominal values can be realized both on the running vehicle and on
vehicle at standstill.
3. Normal/reduced gears and speeds for the engaged normal (N) or reduced (R) constant meshes.
4. Nominal values correspond to the load unlimited to time.
5. Maximum torque for short-time take-off is given for information only (really, tens to hundreds of hours during the whole
service life). Load conditions must be agreed with a customer in detail according to a type of the unit to be driven.
6. PTO 1TP280D-CH with cooling cover.
7. PTO 1TP280DH-ISO, outlet shaft and flange adapted to assembly of the piston gear pump.
DRAWING NUMBER TYPE
442 0 9911 011 4 1TP280D
442 0 9911 017 4 1TP2800D-CH
442 0 9911 012 4 1TP2800D-ISO

59
CENTRAL TUBE AXIS

2030 FROM 1st AXLE NEUTRAL AXIS (4X4 AND 6X6 CHASSIS)
1180 FROM 2nd AXLE NEUTRAL AXIS (8X8 CHASSIS)

DRIVING DIRECTION

VALID FOR

COOLING
COVER ON PTO
DR WG. N

VALID FOR

A 6251
Fig. 47

Gearbox 1TP200, 1TP300 PTO


Gear ratio Speed (rpm) Torque (Nm) Nominal
Valid for
PTO Gearbox Nominal Maximum power-
Total from engine the remark
type type PTO Engine PTO outlet (permanent (short-time output o
to outlet N
take-off) take-off) (kW)
N 0.985 1,827 287
10 TS 130
R 1.331 1,352 388
N 0.952 1,890 278
10 TS 140
R 1.243 1,448 363
1TP200

10 TS 160 N 0.900 0.608 2,000 262


1800 600 55 1-5, 7
10 TS 180 R 1.136 (31/51) 1,584 332
N 0.706 2,250 206
14 TS 210L
R 0.878 2,050 256
N 0.878 2,050 256
14 TS 180T
R 1.089 1,653 318
N 0.604 2,980 176
10 TS 130
R 0.816 2,205 238
N 0.583 3,087 170
10 TS 140
R 0.762 2,362 222
1TP300

10 TS 160 N 0.552 0.373 3,260 161


1800 600 55 1-6
10 TS 180 R 0.696 (19/51) 2,586 203
N 0.432 4,160 126
14 TS 210L
R 0.538 3,345 157
N 0.538 3,345 157
14 TS 180T
R 0.667 2,697 195

60
Remarks:
1. PTO pneumatically controlled switch on/off on vehicle at standstill.
2. The power output take-off related to the mentioned nominal values can be realized both on the running vehicle and on
vehicle at standstill.
3. Normal/reduced gears and speeds for the engaged normal (N) or reduced (R) constant meshes.
4. Nominal values correspond to the load unlimited to time.
5. Maximum torque for short-time take-off is given for information only (really, tens to hundreds of hours during the whole
service life). Load conditions must be agreed in detail with a customer according to a type of the unit to be driven.
6. PTO 1TP300-CH with cooling cover.
7. PTO 1TP200H-ISO, outlet shaft and flange adapted to assembly of the piston gear pump.

DRAWING NUMBER TYPE


442 0 9911 018 4 1TP200K
442 0 9911 013 4 1TP200H ISO
442 0 9911 007 4 1TP300K-CH

61
5.3 PTOs for the automatic ALLISON transmission
Parker Chelsea PTOs are used for the automatic ALLISON transmission.
PTOs can be mounted on the transmission see picture Fig. 48 (L or T).

L placed on the left side of the transmission in direction of the drive


T (TOP) placed on the top of the transmission. It is not used in series production in combination with the
Tatra engine there is a collision with the exhaust pipe bracket

B 2127
Fig. 48

Remarks:
1. The TATRA vehicles installed PTO (278XMFJW-D3ZY)
2. PTO pneumatically controlled switch on/off on vehicle at standstill.
3. The power output take-off related to the mentioned nominal values can be realized both on the running vehicle and on
vehicle at standstill.
4. Nominal values correspond to the load unlimited to time.

62
Type designation of PTO for gearbox ALLISON is evident from the below mentioned legend:

B 2125
Fig. 48

63
Direct mount pump support recommendations

B 2126
Fig. 50

Legend:
A - NOTE: For proper bracketing attach at 2 or more transmission bolt locations and 2 or more pump loca-
tions. Contact transmission manufacture for proper bracket mounting locations.

Chelsea strongly recommends the use of pump supports (Support Brackets) in all applications.
PTO warranty will be void if a pump bracket is not used.
1) The combined weight of pump, fittings and hose exceed 40 pounds (18.14 kg).
2) The combined length of the P.T.O. and pump is 18 inches (45.72 cm).

If any of the given parameters are exceeded, it is necessary to additionally mount a holder (see Fig. 50).

WARNING!
Use caution to ensure that bracket does not pre-load pump/P.T.O. mounting.

64
Types of PTOs

65
Notes:
1. All 267/269/277/278 models are available with "shot peened" gears and are designated 277S****-****.
In all cases the torque and power ratings increase by 20%.
2. This PTO opening is a non-standard 10 bolt opening.
3. All models require a hose assembly.(see hose column). HOSE ASSEMBLIES ORDERED SEPARATELY
4. 267 series are constantly engaged and will always run when engine is running.
5. 267 "3" arrangement requiring a SAE "B" output must use the "XQ" or "AK" output option, due to interfer-
ence between "XK" flange and pressure lube fitting.
6. Do not use adapter gear assemblies on any Allison automatic transmissions.
7. The Torque rating on certain ratio`s is restricted by Allison transmissions to a Torque limit of 929Nm on
their PTO drive gear.
8. 269 series is available in XY (DIN 5462) output only

CAUTION:
Chelsea recommends the Power Take-Off (PTO) installation on the 3000/4000 series transmissions to
utilize a vehicle interface module, or chassis manufacturers' equivalent controller to incorporate all the PTO
control features available, this includes the "PTO. Request" and "PTO enable output" feature. The "PTO
enable" circuit signals the Transmission Control Module (TCM) to maintain line pressure to the PTO. Failure
to provide this signal may not be sufficient to the PTO. This may cause damage to the PTO and /or transmis-
sion. Please see the Allison transmission website and individual chassis manufacturer for installation details.

ANY DUTY CYCLE LONGER THAN 5 MINUTES IS CLASSED AS CONTINUOUS. FOR CONTINUOUS
APPLICATIONS DECREASE THE INTERMITTENT RATING BY 30% FOR FIRE APPLICATIONS, DE-
CREASE THE INTERMITTENT RATING BY 20%.

FOR INFORMATION REGARDING THE FITMENT OF OPTIONAL POWER TAKE OFFS TO THIS
TRANSMISSION RANGE, PLEASE CONTACT OUR TECHNICAL SALES DEPARTMENT.

66
5.4 Auxiliary Gearbox PTO
Type Designation 1TPP150

- PTO pneumatic control (on/off) on vehicle at standstill braked with the parking brake only.
- The power-output take-off related to the mentioned nominal values both on the running vehicle and on
vehicle at standstill.
- Normal/reduced gears and speeds for the engaged normal (N) or reduced (R) constant meshes.
- Nominal (permanent) torque and power-output depend on the superstructure built-in arrangement and
climatic conditions and is limited by the transmission oil temperature of 120 C, which must be checked.
- The outlet shaft torque strength is 6,000 Nm.
- If you need to take off a higher power-output than mentioned in the chart, the transmission oil filling must
be cooled.
- The PTO housing does not allow installing the PTO additionally. If the PTO is required, place an order for it
with the chassis manufacturer.

VIEW IN DRIVING DIRECTION

DRIVING DIRECTION

CARRIER T815

A 6204
Fig. 51

67
Auxiliary Gearbox 1TPP150 PTO
Gear ratio Speed (rpm) Torque Nominal
Gearbox Nominal Maximum power- Valid for the
Gear speed o
housing Total to outlet PTO Engine PTO outlet (permanent (short-time output remark N
take-off) take-off) (kW)
1R 9.359 160 4,480 75
1N 6.925 216 4,425 100
2R 5.233 286 3,675 110
2N 3.872 387 3,210 130
10 TS 130 3R 2.949 1 1,500 508 2,630 6,000 140 1-6
3N 2.182 687 2,086 150
4R 1.675 895 1,495 140
4N 1.239 1,210 948 120
5R 0.952 1,575 667 110
1R 8.74 171 4,190 75
1N 6.694 224 4,266 100
2R 4.886 307 3,424 110
2N 3.743 400 3,106 130
10 TS 140 3R 2.753 1 1,500 545 2,455 6,000 140 1-6
3N 2.109 711 2,016 150
4R 1.624 924 1,448 140
4N 1.244 1,205 951 120
5R 0.955 1,570 670 110
1R 7.988 188 3,812 75
1N 6.33 237 4,032 100
2R 4.133 363 2,896 110
2N 3.275 458 2,712 130
10 TS 160
3R 2.445 1 1,500 614 2,179 6,000 140 1-6
10 TS 180
3N 1.937 774 1,852 150
4R 1.53 980 1,365 140
4N 1.212 1,237 927 120
5R 0.956 1,570 670 110

68
6. EXAMPLES OF THE SUPERSTRUCTURE ASSEMBLY
General Information
A correct choice of the specific superstructure and the chassis type: TERRN1 , JAMAL, ARMAX, T 815-7,
T 810 is the most important factor for the operating and economic features of the vehicle.
When taking decisions about attachment of the superstructure to the chassis frame, you must take into con-
sideration that the chassis bearing structure formed by the central tube, cross members and frame has a
more rigid construction in comparison with the conventional arrangement (see Fig. 25). The superstructure
can be installed onto the chassis frame directly or onto the separate frame, which is attached to the chassis
frame.
The superstructure frame must be of the same shape as the chassis frame (top view). The superstructure
frame length can reach the sound suppressing engine covers as a maximum.
When designing the superstructure, it is necessary to create a space enough (an access) to carry out
maintenance and principal assembling operations on both sides of the superstructure and chassis (without
need of demanding disassembling operations).
It is also necessary to meet the requirements of the superstructure (e.g. hydraulic crane) and accessories
(hydraulic system, etc.) manufacturers.
The assembly of superstructures on the chassis T 815-260R21 with a short frame seems to be rather specif-
ic (see Chapter 6.5).

6.1 Assembly of Platform Superstructures


The platform arrangement is the most important factor for the assembly of the platform superstructure (Fig.
52). The TATRA platform is attached by means of yokes (see Fig. 28). The platform arrestment is carried out
by means of lens (see Fig. 30). The textile-rubber band is installed between the frame upper flange plates
and platform profiles.

A 6205
Fig. 52
In case of different platform grid designs, the superstructures may be attached to the chassis as shown, for
example, in Figs. 33, 34, 35 and 36, i.e. by means of shims or brackets.

6.2 Concrete Mixer Assembly (Fig. 53)


For the arrangement of the chassis, the decisive is a type of the mixer:
- with a separate electric motor to drive the rotating drum,
- without motor, the chassis clutch PTO is used to drive the drum.
In case that the chassis needs to be fitted with the clutch PTO (see pages 53, 54, Fig. 43), the requirement
must be applied with the chassis manufacturer. An additional assembly is possible only with use of the genu-
ine TATRA, a.s. parts (including propeller shaft) at the authorized TATRA service station based on the ap-
proval of the chassis manufacturer within the framework of the dealers network.

69
The superstructure frame can be attached to the chassis frame for example using shims (Figs. 33, 34, 35,
36).

A 6206
Fig. 53

6.3 Hydraulic Crane Assembly


The hydraulic crane can be mounted - behind the drivers cab
- to the rear (overhang part of the chassis frame)
- above rear axles.

When designing the crane, in addition to others you must do the following:
- to check the axle loads in relation to the chassis manufacturer permissible values;
- to check the vehicle stability with the crane in operation.

Assembly behind the cab - not possible to the chassis frame directly, but always with use of the auxiliary
frame of 80 mm in height as a minimum.

SPACE FOR SUPERSTRUCTURE

A 6259
Fig. 54

70
- Space for the assembly of the hydraulic arm on 4x4
and 6x6 chassis versions is limited by the distance of
750 mm from the front axle neutral axis as
a minimum (see Fig. 54).
- The auxiliary frame of the own design must be of the
double length in comparison with the crane base as
a minimum.
- Not only the arrestment of the hydraulic crane on the
auxiliary frame, but also the arrestment of the auxi-
liary frame with the chassis arm by means of shims
or lens (see Fig. 31) must be ensured.
A 6260 - To avoid the deformation of the chassis frame profile
due to the tightening torque of anchor bolts of the
Fig. 55 hydraulic crane, it is necessary to close the longitu-
dinal beam profile (see Fig. 16) or to install support
plates or struts (Fig. 56).
- To avoid the drivers (operators) standing between
the brace and load, it is recommended to place the
hydraulic crane so that its supports would be at the
rear (Fig. 55).

A 6261
Fig. 56

Assembly to the rear (chassis overhang)

When assembling the hydraulic crane to the frame overhang, the following attachment methods can be ap-
plied:
- to the chassis frame directly see Fig. 57;

A 6208
Fig. 57

71
- through the auxiliary frame to the chassis frame:
the length of the auxiliary frame must be chosen so that its front end is about 300 mm ahead of the inter-
mediate member axis see Fig. 58;

A 6209
Fig. 58

- through the auxiliary frame that is the superstructure frame at the same time; its length reaches to the driv-
ers cab (spare wheel holder) see Fig. 59.

A 6210
Fig. 59

It is necessary to assess not only the mutual superstructure connections between the superstructure and
chassis (hydraulic crane platform; hydraulic crane ribbed superstructure, etc.), but also to solve the
strength and rigidity problems of the whole vehicle. Therefore, the design proposal must be sent to TATRA,
a. s. for approval. Anyway, it is necessary to close the chassis frame profile in the space of the hydraulic
crane (see Fig. 16). The permissible axle loads in accordance with regulations (as per manufacturer) inclu-
ding 20 % front axle load of the vehicle instantaneous weight as a minimum have to be kept.
- The auxiliary frame (superstructure frame) can be connected to the chassis frame e.g. by means of shims
(Figs. 33, 34, 35, 36), yokes (Fig. 29) or a combination thereof.

72
6.4 Assembly of Dump Body
To mount the three-side dump body, the following chassis have been designed:
4x4.2, for example: 280R45/371 (372)
6x6.2, for example: 280R25/341 (342)
8x8.2, for example: 280R84/264 (263)
They include not only a frame adapted to carry the dump body, but also the complete hydraulic system of the
body (including telescopic cylinder and control).
Should the dump body of the own production be assembled, safety cables must be added and the body set-
ting is necessary.

6.4.1 Instructions for commissioning of the tipper body hydraulic control circuit.

1. Remove all dirt from the oil lines and instruments of the tipper body hydraulic control circuit before instal-
lation.
2. Fill the oil tank with specified hydraulic oil up to the upper mark of the dipstick.
The oil level is above the tipper pump level.
Should the tipper body pump be above the oil level in the tank, disconnect the pressure line after the
pump and fill the pump with oil just before starting the pump.
Reconnect the pressure line.
3. Start the engine and turn on the PTO (tipping pump) at idle speed and with the clutch depressed.
Release the clutch and let the pump run for 2 to 3 minutes in this condition.
4. Shift the tipping control knob to the tipping position and extend the tipper body cylinder piston to the upper
bearing, shift the control knob to the stop position and connect the cylinder to the upper bearing.
WARNING!
Secure the tipper body against falling down!
Lubrication the bearing with grease.
5. Loosen the bleeder screw on the hydraulic valve to bleed the whole system with the tipper body lifted to
the extreme position, engine turned off.
WARNING!
Tipper body will lower down, secure it properly.

6. Should the tipper body hydraulic control cylinder not be equipped with a bleeder screw, the system will
de-aerate after several body tipping operations automatically.
7. Adjust the extreme positions and test the body tipping operation.
Use the adjusting screw to adjust the tipper body rearwards and sideways at the engine speed
1,200 through 1,500 rpm to the values specified in the following table.

Application Body angle rearwards Body angle sideways


280R45/371 (372) 48-2 48-4
280R25/341 (342) 50-4 48-4
280R84/264 (263) 50-4 50-4

8. Check the whole hydraulic system for leaks, check the oil level in tank and top up as required.
9. Lubricate the greatest piston of the tipping cylinder within the length of 100 mm to the end using grease to
protect against corrosion.
Wipe off excessive grease after lowering the tipper body.

Max. working pressure of the tipper body hydraulic circuit at quick-release couplings is 180 bar and is usable
also for other connectible equipment.

73
6.5 Assembly of Superstructures on Chassis T 815-260R21 6x6.2
The unique design of the TATRA chassis allows producing the chassis characterized by the so-called short
frame (see Annex).

This original design allows realizing the frame construction as a part of the superstructure. This fact has a
favorable influence among others upon a height of the vehicle center of gravity and mutual compatibility
of connections between superstructure and chassis frames.

To attach the superstructure frame to the chassis, you can use the following:
1. Rear part of the short frame. The design is shown in Fig. 60 (see DETAIL A in Annex).
For the proposal of the superstructure attachment to the chassis - refer to Fig. 61. The superstructure can
be attached also using nuts M 16 see Fig. 60 item B placed on longitudinal beam braces from inside.

A 6211
Fig. 60

Detail "A"

Item A (930) to the front axle neutral axis


B nut M 16
C 500 mm to the vehicle longitudinal beam axis
D 1,000 mm frame width
E 290 mm to the central tube axis

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A 6212
Fig. 61

Proposal of attachment to the frameless chassis

Item A superstructure frame (profile UE 30 SN 42 5571)


B nuts M 22x1.5
C lens 40 h 11
D screw M 22x1.5
E screw M 22x1.5
F lens 40 h 11

75
2. Cross members (2 pcs) located ahead of 1st rear axle and behind 2nd rear axle. The design is shown in
Fig. 62 (see DETAIL "C" in Annex) and the attachment design in Fig. 63.

A 6213
Fig. 62

Detail "C"

Item A clearance of 1.4 mm before tightening the frame to the cross member is permissible. If the
clearance exceeds 1.5 mm, use spacer washers.
B superstructure frame
C central tube axis

Design of attachment to the chassis

Item A screw M 22x1.5


B superstructure frame
C spacer washers
D cross member
E washer
F nuts M 22x1.5

A 6247
Fig. 63

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3. Rear intermediate member of chassis. The design is shown in Fig. 64 (see DETAIL "D" in Annex) and the
attachment design in Fig. 65.

A 6215
Fig. 64

Detail D

Item A central tube axis

Design of attachment to the chassis

Item A superstructure frame


B screw M 20x1.5
C lens lock it against falling out
D chassis intermediate member
E nut M 20x1.5 (with lock nut)
F washer D 21

A 6246
Fig. 65

77
7. ANN EX
TATRA TRUCKS a. s.
Arel Tatry 1450/1, 742 21 Kopivnice, Czech Republic
Copyright 2015 TATRA TRUCKS a. s.

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