LT-11a Gesamt Eng

HydroDrive
LT-11a
Author
Thomas Hujo
VASA Munich
Date: 03.2007
This document is exclusively intended for training purposes and is not
subject to a continuous modification service.
© 2008 MAN Nutzfahrzeuge Aktiengesellschaft

Reproduction, duplication, distribution, editing, translation, microfilming and storage and/or
processing in electronic systems including databases and online services are not allowed
without the written approval of MAN.
General function of MAN HydroDrive® 3
Operation of MAN HydroDrive® 6
Components 8
Wheel motor 10
Axle stub 15
Wheel bearings 16
Wheel hub installation 19
Hydraulic pump 21
Feed pump 26
Pluggable hose connection WEO PLUG-IN 27
Installation instructions for rotary plug connections 28
Connecting the plug connection 28
Separating the plug connection 29
LT-11a [1][1].HydroDrive-01-Bauteile-0703TH 1.1

1.2 LT-11a [1][1].HydroDrive-01-Bauteile-0703TH
General function of MAN HydroDrive®
The new MAN HydroDrive® drive system for the TGA.
General information
MAN Nutzfahrzeuge is presenting an innovative all-wheel drive that is unparalleled in
the commercial vehicle sector anywhere in the world. In the TGA series, hydrostatic
wheel hub motors can provide additional traction on the front axle if necessary.
In contrast to conventional mechanical all-wheel drive, this system is particularly
suitable for vehicles that are predominantly used for on-road driving. Under normal
conditions, trucks equipped with MAN HydroDrive® (or hydrostatic front-axle drive –
HFA) drive normally with rear-wheel drive. On unconsolidated ground such as field
paths and construction sites, on inclines or when the road is snowy or icy, however,
the wheels of the driven axle may not generate sufficient traction (particularly when
the vehicle is unladen) and consequently slip.
In such cases, the driver can use a switch (S571) under the dashboard to activate
MAN HydroDrive®.
Now, drive is additionally provided to the front wheels from both hydrostatic wheel
hub motors integrated in the front axle, thereby contributing to improving traction and
directional stability.
It is even possible to switch on MAN HydroDrive® under load (the vehicle does not
have to be stationary) at a speed up to 28 km/h. Once back on solid terrain, MAN
HydroDrive® is automatically switched off and driving continues in the normal way
with rear-axle drive. It is automatically reengaged if the speed drops below 23 km/h.
When MAN HydroDrive® is activated, a check lamp on the driver's display indicates
this.
In addition to the electrical control unit, the components of the system include a
hydraulic high-pressure pump, two wheel motors in the front axle, a reservoir tank for
oil, an oil cooler and a valve block. In the type designation, the letter H indicates the
drive configuration (e.g. 4x4H) with MAN HydroDrive®.

How HydroDrive® operates
In MAN HydroDrive®, a hydraulic pump is mounted on the gearbox output and
supplies the wheel hub motors on the front axle. This superior, straightforward and
robust technology is easy to maintain, at the same time as offering values for fuel
consumption and wear that are comparable to conventional rear axle drive, thereby
providing a range of advantages compared to classic all-wheel drive.
The use of hydrostatic wheel motors means there is no need for the transfer case
that is typical of classic all-wheel drive. In addition, only the rear wheels are driven
with MAN HydroDrive® on-road, so the hydraulic pump and wheel motors do not
generate any friction. In all-wheel drive, on the other hand, the transmission elements
of the front axle drive also turn when they are switched off.
Type and type name Type and type name

H22 TGA 18.D20 4X4H LA H50 TGA 35.D20 8X6H LL
H30 TGA 26/33.D20 6X4 LA H59 TGA 35.D20 8X6H LA
H35 TGA 26.D20 6X4H LA-2, 6X4H-4 LA H74 TGA 28.D20 6X2-4 LA
H42 TGA 26.D20 6X4H LA/2, 6X4H/4 LA H89 TGA 28.D20 6X2-2 LA
H47 TGA 26/33.D20 6X6H LL H90 TGA 35.D20 8X2-4, 8X2-6 LA

The core of hydrostatically driven motors is a cylinder block firmly connected to the
wheel hub, with eight cylinders arranged in a star-shaped layout. The cylinders
contain special pistons; rotating rollers are attached to the base of each piston. This
rollers are in contact with the undulating contour of a cam ring running around the
outside.

Operation of MAN HydroDrive®
Hydrostatic front-axle drive can be activated at any time using the locking dial switch
(first switch setting) whilst the vehicle is driving, up to speeds of 26 km/h. A light
"clicking noise" can be heard from the front axles when engaging. Hydrostatic front-
axle drive switches itself off automatically if the speed exceeds 28 km/h or if the
operating temperature rises too high. Hydrostatic front-axle drive switches itself back
on automatically if the vehicle speed drops below 23 km/h. In order for this to
happen, the hydrostatically driven front axle must first have been engaged using the
dial switch.
The oil flow quantities at speeds just below 28 km/h are very high, therefore the
hydrostatic front-axle drive will switch itself off after only a few minutes at these
speeds due to considerable heating. In this case, only conventional drive at the rear
axle remains available.
Following this the activation, there may be a waiting time of several minutes until the
hydrostatic front-axle drive is ready for operation again.
Hydrostatic drive is possible practically without restrictions at speeds of about
20 km/h. Furthermore, try to avoid driving with the manual gearbox in greater than
5th gear when using the hydrostatic drive.
Other important points:

It is sensible to deactivate hydrostatic front-axle drive when operating on normal
roads at speeds below 28 km/h.
The hydrostatic front-axle drive switches over to "standby operation" when ABS is
active.
Hydrostatic front-axle drive then switches itself back on automatically when ABS is
inactive.

Operation of the hydrostatic front-axle
drive via the locking dial switch in the
cab.
1st switch setting = Hydrostat. front-axle
drive on
2nd switch setting = Rear axle
transverse lock on
(Important! See notes in the MAN
operating manual for information about
activating the transverse lock)
Dashboard display
A checklamp (item 1) lights up to display
when hydrostatic front-axle drive is
activated.
If there is a malfunction, the display
(item 2) shows a fault code starting with
09 … (e.g. 09 4013-08, fault in HFA
system).

Components
(1) Control unit

(2) Swash plate constant pump
(3) Expansion tank
(4) Solenoid switching valves
(5) Electric fan
(6) Cooler
(7) Valve block
(8) Power take-off
(9) Feed pump
(10) Hydrostatic wheel hub motor

A hydrostatic wheel hub motor is integrated into the wheel hubs of both front wheels.
The hydrostatic wheel hub motors are connected via high-pressure pipes to a swash
plate constant pump mounted on the manual gearbox. A compressed air-controlled
valve block is arranged in between the swash plate constant pump and hydrostatic
wheel hub motors. The oil flow passes from the constant pump through the valve
block to the wheel hub motors. The system is switched using solenoid switching
valves. When switched off, the constant pump is decoupled from the manual
gearbox. The wheel hub motors are also decoupled by means of springs which pull in
the pistons of the wheel hub motors. The feed pump pumps oil from the expansion
tank into the hydraulic circuit in proportion to the engine speed, so that the hydraulic
circuit is continuously filled. When HydroDrive is deactivated, the hydraulic oil flows
back into the expansion tank without pressure via the valve block. When HydroDrive
is activated, the valve block switches over and the feed pump applies a pressure of
32 bar to the hydraulic circuit.
Following this, the swash plate constant pump is coupled via the power take-off and
provides the pressure necessary for driving the hydrostatic wheel hub motors. During
operation, the feed pump continuously fills the hydraulic circuit via the low-pressure
side. The leakage oil occurring in the hydraulic circuit is channelled back to the
expansion tank via the return line.

Wheel motor
(1) Distributor cover bolt

(2) Distributor cover
(3) O-ring
(4) Oil flow distributor bolt
(5) Oil flow distributor
(6) O-ring
(7) Cylinder block
(8) Cam ring
Removing and installing the hydrostatic wheel hub motor

Disconnect the hydraulic lines leading to the hydrostatic wheel hub motor
Disconnect the quick coupling and connect
Bleed the hydraulic circuit

Bleed screw
Cam track Housing
Oil flow
distributor with
piston rings
(stator)
Cylinder block
with pistons
Distributor bush
(rotor)
Motor leakage oil space

Interior distributor (stator)
Distributor bush (rotor)
O-rings (1) of oil flow distributor (2)

Cylinder block with pistons, freewheel springs and rollers
Cam track
Distributor in cylinder block

Wheel motor assembly with hydraulic connections

Axle stub
Throttle ring (spacer ring)
High-pressure
connection
Leakage oil bearing
Leakage oil motor
O-ring
Cassette-type radial
Wheel shaft seal
Oil baffle plate
The wheel bearings are lubricated by the oil in the HydroDrive. A throttle ring is fitted
so that the pressure acting on the seal is not too great.

Wheel bearings
(1) Axle stub

(2) O-ring
(3) Radial shaft seal
(4) Oil baffle plate
(5) Internal tapered roller bearing
(6) Brake disc
(7) Wheel hub
(8) External tapered roller bearing
(9) Clamping nut
The wheel hub of the VHK-09-01 is mounted on two tapered roller bearings and
lubricated by the hydraulic oil of the hydrostatic drive. A radial shaft seal seals the
wheel hub from the axle stub.

Locking bolt
130 Nm ±15
83 Nm ±8
Clamping nut
Adjusting the wheel bearings:

1. Tighten the locking bolt onto the clamping nut until the nut can still just be
turned by hand.
2. Tighten the clamping nut to 300 ±25 Nm whilst turning the wheel hub two or
three times at the same time
3. Unscrew the clamping nut 30°
4. Tighten the locking bolt to 65 ±5 Nm
5. Pull the wheel hub back

Wheel hub installation
Use a special tool for removing and installing.

The special tool is contained in repair manual G10 (Mechanical system).
The rear wheel bearing remains on the axle stub and must be pulled off individually.

The surfaces of the cam ring and brake disc must be sealed with Terostat – 63
surface sealing agent to prevent oil leaks.
Summary of sealing points
Emergence of sealing agent

between brake disc and wheel
hub

Hydraulic pump
Main pump with control block:

The main pump (Linde) is a constant axial hydraulic pump with 105 ccm pumping
output and a max. pressure of 600 bar. The main pump is driven by the gearbox
(only ZF OD, no Astronic) via the Intarder output.
This means it is not possible to install HydroDrive with an Intarder.
Two pressure limiting valves set to 420 bar are integrated in the control block. The
purging valve has a PLV of 14 bar.
Connection P: Supply pressure

Measuring ports
M1: Supply pressure (28 – 37 bar)
Connection K:
M2: High pressure forw. (up to 420 bar)
Pressure switch
M3: High pressure reverse (up to 420 bar)
High-pressure connections

Connections:
ST: Tank
F1/F2: Hydromotor housing
T1: Purge oil output pump housing
PLV 420 bar
M2
M3
M1
Air connections: GP3 GP2 GP1

Pump drive via step-up gear of the Intarder connection, the pump is engaged via a
multi-disc clutch.
1st gear pair (i1)
Multi-disc clutch
2nd gear pair (i2)

Pump drive ratio
n=82
NG10
n=41
n=21
Intarder flange
C=1.57 m Rstat=0.5 m
The transmission ratio between the pump drive and rear axle is precisely adapted.
Number of
Number of
Rear axle teeth on Transmission
Axle ratio i RA teeth on pump
type intermediate ratio i2
unit gear
shaft gear
i= 3.083 HY 45 14 i2= 3.214
i= 3.364 HY 44 15 i2= 2.933
i= 3.625 AP 43 16 i2= 2.688
i= 3.7 HY 43 16 i2= 2.688
i= 4.0 AP 39 16 i2= 2.438
I= 4.11 HY 39 16 i2= 2.438
The last four digits of the MAN part number are indicated on the gear in question for
identification.
The housing of the power take-off for the HydroDrive of the 2 or 3 axle vehicle is not
the same as that for the 4 axle vehicle. Housings for the 4-axle vehicle have a
chamfered area above the opening for the gearbox output flange in the area of the
emergency steering pump.

This results in the following important instructions
• If the transmission ratio of the rear axle (iH) is changed, the ratio of the
pump drive (i2) must also be converted.
• Tyre changes only subject to consultation with TDB
• If changing tyres, it is essential to note that the maximum difference in
the rolling circumference of the tyres between the front and rear axles
must be 1.5%. Failure to comply with this requirement will give rise to
stress in the driveline, poor shift comfort and increased tyre wear.

Feed pump
Depending on the vehicle type, feed pumps with different delivery rates are used for
HydroDrive.
Vehicle types FL and FNL use an engine-driven vane cell pump with 25 to 28 ccm
and a PLV of 50 bar, while types VF and FVL have a pump with a delivery rate of
32 ccm installed.
The task of the feed pump is to make up for oil lost from the wheel motors and main
pump due to leakage. (About 0.5 to 1.0 l per minute leakage oil on a wheel motor)
2
1 = HydroDrive feed pump
1
2 = Steering pump

Pluggable hose connection WEO PLUG-IN
From May 2006 onwards, the frame connections of the high-pressure hoses were
converted from olive-type screw connections to pluggable and rotary connections.
This modification improved mobility and therefore reduced the load on the hose lines.
Previous version:
New version:

Installation instructions for rotary plug connections
Rotary plug connections of the high-pressure lines can be separated and
reconnected relatively easily.
Connecting the plug connection
Push installation stop (1) onto the hose-side plug connection. Check that the
release ring (2) can be moved easily.
Push the hose plug connection into the frame connector until the installation stop
makes contact with the connection piece.
Pull the hose part back again. This is to check that the connection has locked
correctly.
Important!
If the locking is poor, the connection might come undone under load.
Risk of injury!
The coupling is now connected and locked.

Separating the plug connection
Remove the installation stop (1) from the hose plug connection.
Push the hose plug connection completely into the connection piece on the frame.
Pull the hose plug connection out of the connection piece on the frame.
Important:
Immediately push the installation stop (1) back onto the connection nipple.

FUNCTIONAL DESCRIPTION 3
Hydraulic diagram 4
Working principle 5
Functional description of the hydraulic diagrams 7
Pneumatic control 17
Electronic control unit 21
Possible malfunctions of the HFA, causes and remedy 30
Arrangement of test connections 30
Returning to operation after repair 33
HydroDrive fault list 35
Maintenance 41
Summary 43
Troubleshooting chart 45
LT-11a[1][1].HydroDrive-02-Funktion-0703TH 2.1
2.2 LT-11a[1][1].HydroDrive-02-Funktion-0703TH
FUNCTIONAL DESCRIPTION
(A302) Central computer

(A407) Instrumentation with multifunction display for differential locks
(A626) HFA control unit
(B551) HFA oil temperature sensor
(B620) HFA oil pressure sensor
(M196) HFA oil cooling fan
(S185) Transverse differential lock on rear axle display switch
(S571) Switch for differential locks
(Y145) Solenoid valve, transverse differential lock on rear axle
(Y384) Solenoid valve coupling HFA
(Y385) Main valve 1 HFA
(Y386) Main valve 2 HFA
(Y387) HFA boost pump valve
Hydraulic diagram
The hydraulic system is a closed system (pump-motor and back). The feed pump
makes up for leakage oil losses by continuously pumping oil into the circuit. An oil
cooler is not fitted as a rule, about 5 % (15 l/min) of the oil quantity in circulation
(300 l/min) flows through the cooler.
R
T
ST
T= Tank with filter

R= Wheel motors left + right
ST = Control block with main pump 105 ccm
K= Cooler
M= Motor with feed pump with 28/25 ccm PLV 50 bar
Working principle
Circuits with different sequences
Position 0: Motors are decoupled, housing pressure of the hydromotors with 3 bar
preliminary pressure – feed pump 25 ccm or 28 ccm pumps the oil quantity in
proportion to engine speed, max. 25 – 28 l/min via the feed circuit to the main valve
and, without pressure, into the tank.
Position 1: Activation of GP1: Control slide of the main valve in bypass, both high-
pressure lines have 29 bar pressure applied, housing pressure of the motors is
32 bar.
The motors are still decoupled. If the supplied pressure drops below 7 bar (pressure
switch), HFA is switched off for safety reasons.
Position 2: Activation of coupling K of main pump 105 ccm: The quantity pumped by
the main pump flows through the bypass position of the main valve, the pressure in
both high-pressure lines is always 29 bar, the housing pressure of the motors is
32 bar, the motors are still decoupled.
Position 3: Activation of GP2: Switching position of main valve in working position

of the HFA. The main pump supplies the hydromotors. The pressure rises in the high-
pressure lines and exceeds the housing pressure.
The pistons of the hydromotors are pressed against the cam track, the hydromotors
are engaged and the additional drive for the front axle (HFA) is activated.
Position 4: Activation of GP3: The housing pressure in the hydromotors is once

again 3 bar.
Safety circuit: Hydraulic oil temperature
If the oil temperature at the output from the housing of main pump T1 reaches 95 °C
(warning display at 90 °C), the HFA is deactivated using the switching sequences for
"disengagement".
HFA switches back on if temperature T2 drops below 85 °C and V2 is below 23 km/h.
The HFA is automatically deactivated if the speed exceeds 28 km/h.
It switches back on when the vehicle speed V2 drops below 23 km/h.
Safety circuit: Supply pressure
The HFA system is deactivated if the feed pressure drops below 7 bar.
Functional description of the hydraulic diagrams
Position 0:
Front-axle drive switched off (driving with rear axle only)
• Motors are decoupled
• 3 bar preliminary pressure in housing of the hydromotors
• Feed pump (25 ccm or 28 ccm) pumps oil quantity in proportion to the
engine speed, max. 25 – 28 l/min, via the feed circuit to the main valve
and, without pressure, into the tank.
1 – Position
Freewheeling with housing pressure 32 bar
• Control slide valve in bypass, both high-pressure lines are pressurised to

29 bar, housing pressure of the motors is 32 bar (pressure difference about
3 bar)
• The motors are still decoupled. If the feed pressure drops below 10 bar
(pressure switch), HFA is switched off for safety reasons.
2 – Position
Driving pump ON
• Activation of coupling of the main pump
• 105 ccm: The quantity pumped by the main pump flows through the bypass
position of the main valve, the pressure in both high-pressure lines is always
29 bar, the housing pressure of the motors is 32 bar, the motors are still
decoupled.
3 – Position
Engagement
• Activation of GP2: Switching position of the main valve in working position

of the HFA. The main pump supplies the hydromotors. The pressure rises
in the high-pressure lines and exceeds the housing pressure.
• The pistons of the hydromotors are pressed against the cam track, the
hydromotors are engaged,
• The additional drive of the front axle (HFA) is activated
4 – Position
Front drive ON
• Activation of GP3: The housing pressure in the hydromotors is once again

3 bar
Pneumatic control
K, GP1, GP2 and GP3 are pneumatic connections
GP
GP2
GP
K
GP1: Solenoid valve GP1

K: Solenoid valve clutch drive HydroDrive
B620
GP
GP
B620: Feed pressure sensor

GP1: Pneumatic control connection
GP
B620
GP
B551: Temperature sensor

B551
Electronic control unit
The task of the control unit is to process the values of two analog sensors, one
switch and several CAN messages, and thereby activating four digital outputs that
switch the hydraulic drive on and off via solenoid valves.
Analog inputs of the oil temperature and oil pressure sensor read in. The
unprocessed values are evaluated by the analog acquisition function.
The digital input for the HFA switch is read in and debounced, in addition the speed
(that is used by the HFA controller) is generated:
For this purpose, the front and rear axle speeds are compared with one another and
the larger value is used. If the values differ by a value greater than 5 km/h.
The oil pressure sensor is used as a pressure switch, i.e. if the analog value exceeds
the threshold value, the system assumes that oil pressure has built up.
The oil temperature value is acquired via the characteristic curve of the sensor.
Oil temperature sensor (B551)
The oil temperature value is acquired via the characteristic curve of the sensor.
Pin 1 92138 Ground

Pin 3 92137 Analog input
(A) Identification coding 1
Nominal Nominal
Temperature in °C Temperature in °C
resistance in Ω resistance in Ω
-40 45162 25 2050
-35 34166 30 1701
-30 26026 35 1407
-25 19936 40 1171
-20 15410 45 984.3
-15 11962 50 831.2
-10 9366 55 700.5
-5 7390 60 563.5
0 5876 65 506.6
5 4696 70 434.3
10 3780 75 373
15 3059 80 321.4
20 2492 85 278.6
Oil pressure sensor (B620)
The oil pressure sensor is used as a pressure switch, which means if the analog
value exceeds the threshold value then the system assumes that oil pressure has
built up.
Pin 1 92148 Voltage supply 5 V

Pin 2 92147 Earth
Pin 3 92149 Analog input
(A) Identification coding 2
Technical data, table of values
Pressure in bar Nominal value in Pressure in bar Nominal value in

volts volts
-0,5 0.5 8 2.633
0 0.5 8 2.9
1 0.767 10 3.167
2 1.033 11 3.433
3 1.3 12 3.7
4 1.567 13 3.967
5 1.833 14 4.233
6 2.1 15 4.5
7 2.367 16 4.5
Display and switch for HFA
Display for HFA switched on
Switch setting for HFA switched on
QUICK OVERVIEW OF HYDRODRIVE TGA
QUICK OVERVIEW OF HYDRODRIVE TGA
Key
A100 Central electrical system
A302 Central computer
A447 Multifunctional display differential displays
A626 HFA control unit
B551 HFA oil temperature sensor
B620 HFA oil pressure sensor
F376 Fuse, cab internal (terminal 15)
F593 HFA fuse
F720 HFA fan motor fuse
G101 Battery 2
H164 Check lamp, rear axle differential lock
H428 Check lamp, interaxle differential lock transfer case/non-permanently
engaged front axle
K934 HFA relay (fan)
K1062 HFA on check lamp relay
M196 HFA oil cooling fan
S185 Transverse differential lock on rear axle display switch
S571 Switch for differential locks
X1644 Cab earthing point next to central electrical system
X2541 Potential distributor 21-pin line 31000
X2544 Potential distributor, 21-pin, K-line
Y145 Solenoid valve, transverse differential lock on rear axle
Y384 HFA main pump coupling solenoid valve
Y385 Main valve 1 HFA
Y387 HFA feed pump valve
QUICK OVERVIEW OF HYDRODRIVE TGA WITH EBS5
QUICK OVERVIEW OF HYDRODRIVE TGA WITH EBS5
Key
A100 Central electrical system
A302 Central computer 2
A402 Control unit, EBS
A447 Multifunctional display differential displays
A626 HFA control unit
B551 HFA oil temperature sensor
B620 HFA oil pressure sensor
F376 Fuse, cab internal (terminal 15)
F593 HFA fuse
F720 HFA fan motor fuse
G101 Battery 2
H164 Check lamp, rear axle differential lock
H428 Check lamp, interaxle differential lock transfer case/non-permanently
engaged front axle
K934 HFA relay (fan)
K935 Relay, all-wheel drive
K1062 HFA on check lamp relay
M196 HFA oil cooling fan
S185 Transverse differential lock on rear axle display switch
S571 Switch for differential locks
X1644 Cab earthing point next to central electrical system
X2544 Potential distributor, 21-pin, K-line
X4611 Relay socket K935, K1062
Y145 Solenoid valve, transverse differential lock on rear axle
Y384 HFA main pump coupling solenoid valve
Y387 HFA feed pump valve
Power
and Accele-
Ignition reset rator
acqui-
sition
HFA on/off
Oil pressure sensor
Sensor supply +5 V
voltage
supply Oil pressure sensor
Digital inputs
earth cable
CAN
interfaces
Diagnosis
K-line to diagnostic plug
Output
stage of
tl. 15 and
tl. 30
HFA on display
GP2 high pressure (highside)
GP3 feed pressure
Fan relay
Output stages, from tl. 30 via internal relay
GP1 supply
pressure
Coupling main pump
(highside)
Analog inputs
Oil pressure sensor

measuring line
Coupling main pump

(lowside)
Oil temp. sensor
GP2 high pressure (lowside)
Possible malfunctions of the HFA, causes and remedy
See last page for troubleshooting plan
Arrangement of test connections
2
0
M3
M1
2
Measuring ports
M1: Test connection feed pressure (28 – 37 bar)
M2: Test connection high pressure forwards (up to 420 bar)
M3: Test connection high pressure reverse (up to 420 bar)
PLV: Pressure limiting valve 420 bar
6
F1/F2: Hydromotor housing connections

M4: Hydromotor housing pressure test connection
P: Pump
GP1
DR: Pressure control valve feed pressure 32 bar

GP1: Pneumatic control connection GP1
Returning to operation after repair
Proceed according to the following points:
Preparatory work on HydroDrive (before returning to operation)
• Suction line of feed pump – prefilling with oil before the engine starts
• Check the feed pressure and adjust if necessary (nominal 32 bar)
(Increase to max. 38 bar possible if there is "HydroDrive noise when driving")
• Bleed the wheel hub motors (left and right have one bleed screw each), with
vehicle stationary and HydroDrive ON – leak test of hydraulic system via feed
pump with HydroDrive on and engine running
• Check direction of rotation of front axle wheels when HydroDrive is on (e.g. by
resting the front and rear axles on blocks or putting the vehicle on rollers)
• Oil level in oil tank corrected (up to middle of sight glass with engine stopped)
HydroDrive load test run (dynamometer test rig, brake test rig or similar)
• Driving as 4x4
• Connect MAN-Cats to diagnostic interface
• Observe the oil temperature and switching conditions of solenoid valves GP1-
GP4 and the fan during the test
• Switch on HydroDrive with the vehicle stationary (all-wheel drive dial switch)
• Do not connect any oil pressure gauge to HydroDrive test connections (no
need to check oil pressures)
• Drive the vehicle at about 76 km/h to heat up the HydroDrive oil (about 4 min)
Check HydroDrive temperature deactivation (nominal 95 °C ±2)
• Drive the vehicle at about 20 km/h and allow the oil temperature to drop
Check HydroDrive activation point (nominal 85 °C ±2)
• Increase the vehicle speed v > 28 km/h
Check the HydroDrive speed deactivation (nominal 28 km/h ±2)
• Reduce the vehicle speed v < 23 km/h
Check HydroDrive speed activation (nominal 23 km/h ±2)
• Assess the HydroDrive wheel hub noises
"Clicking" when HydroDrive ON/OFF (at the same time with switching point
check)
"Humming" during hydrostatic braking (= decelerating)
If the noises are markedly loud, also form a test drive in the yard/on the road
for further assessment.
• Switch off HydroDrive at the all-wheel dial switch, increase the vehicle speed
to v-max (e.g. 88 km/h) and listen for noises.
= Test of drive for HydroDrive power take-off and high-pressure pump
• Check of oil cooler after-running (with all-wheel dial switch off)
Deactivation of electric fan if oil temperature < 75 °C
HydroDrive test drive in the yard or on the road

• Assessment of clicking when switching HydroDrive ON and OFF at
v = 25 – 27 km/h in 4th and 5th gears
• Assessment of humming during hydrostatic braking (= rapid deceleration from
fast HydroDrive speed)
• at v = 25 – 27 km/h in 4th and 5th gears
• To improve the noise characteristics, the feed pressure
• can be increased to max. 38 bar (Poclain release).
HydroDrive fault list
SPN FMI PRIO Description blocked

84 4 4 veh_speed CAN signal from CcVeh_Speed not
available
The veh_speed CAN signal has value 0xFF00
as available.
8 4 veh_speed CAN signal from CcVeh_Speed
faulty
The veh_speed CAN signal has value 0xFE00
as faulty.
190 4 4 engine_speed CAN signal from EEC1 not
available
The engine_speed CAN signal has value
0xFF00 as unavailable.
8 4 engine_speed CAN signal from EEC1 faulty
The engine_speed CAN signal has value
0xFE00 as faulty.
597 4 4 brake_switch CAN signal from CcVeh_Speed
not available
The brake_switch CAN signal has value 0x03
as unavailable.
8 4 brake_switch CAN signal from CcVeh_Speed
faulty
The brake_switch CAN signal has value 0x02
as faulty.
639 4 4 Driveline CAN is in BUS OFF status
The CAN chip of the control unit has been in
bus off status for longer than the permitted
timeout time (LID: 0xC5; default: 2 s).
This can be caused by a short circuit between
the high and low lines of the CAN.
904 4 4 front_axle_speed CAN signal from EBC2 not
available. The front_axle_speed CAN signal
has value 0xFF00 as unavailable.
8 4 front_axle_speed CAN signal from EBC2 faulty.
The front_axle_speed CAN signal has value
0xFE00 as faulty
4004 9 3 EEPROM fault
The signature, identification or parity in the
EEPROM is incorrect. (Checksum error)
4007 4 4 Failure of CCVeh_Speed CAN message (rear
axle speed)
The CCVeh_Speed CAN message has not
been received for longer than the timeout time
(LID: 0xC6; default: 2 s).
4008 4 4 Failure of EBC2 CAN message (front axle
speed)
CAN message EBC2 has not been received for
longer than the timeout time (LID: 0xC7;
default: 2 s).
4009 4 4 Failure of CAN message EEC1 (engine speed)
CAN message EEC1 has not been received for
default: 2 s).
4010 4 4 Failure of CAN message EBC1 (ABS status,
ABS defective)
CAN message EBC1 has not been received for
default: 2 s).
4011 9 4 The EBS control unit is sending the signal ABS
"not fully operational".
The HFA is deactivated and switches itself back
on when the fault is no longer present and all
other switch-on conditions are met.
4012 10 3 Oil temperature sensor line discontinuity Yes
The analog input sees an excessive input
voltage value (LID: 0xCA; default: 0x7FA0
(4.7 V)), e.g. due to line discontinuity (signal is
connected to 5 V internally) or by contact with
24 V.
5 3 Oil temperature sensor short to earth Yes
The analog input sees an inadequate voltage
value (LID: 0xCB; default: 0x0120 (0.04 V)),
4013 8 3 No oil pressure Yes
Switch-on procedure:
If the engine is running (> 450 rpm) and the
CAN signal with the engine speed is valid and
valve GP1 is switched on and the maximum
waiting time for establishing pressure (LID:
0xDD; default: 7 s) has expired then the sensor
must signal pressure.
If not, an entry is made in the fault memory.
During HydroDrive operation:
If the pressure drops to less than 7 bar for
longer than 0.5 s, an entry is made in the fault
memory.
4014 8 3 Continuous oil pressure Yes
This monitoring is only performed when the
ignition is switched on.
There is not allowed to be any oil pressure
present when the ignition is switched on and
the engine is off (< 100 rpm) and the CAN
signal with the engine speed is valid.
If there is, an entry is made in the fault memory.
4015 10 3 Oil pressure sensor line discontinuity or short to Yes
earth
Line discontinuity:
The analog input sees an inadequate voltage
value (LID: 0xCC; default: 0x0570 (0.2 V)), e.g.
by line discontinuity (signal is connected to
earth internally) or by short to earth.
6 3 Oil pressure sensor short to 24 V Yes
The analog input sees an excessive input
voltage value (LID: 0xCD; default: 0x7FA0
(4.7 V)), e.g. by connection to earth.
4016 5 3 Output GP1 short to earth Yes
The short to earth fault is entered if the output is
activated and there is a short to earth.
10 3 Output GP1 line discontinuity Yes
The line discontinuity fault is entered if the
output is not activated and there is a line
discontinuity or short to 24 V.
4017 5 3 Output GP2 high side short to earth Yes
10 3 Output GP2 high side line discontinuity Yes
outputs of GP2 are not activated and there is a
line discontinuity or short to 24 V.
4018 5 3 Output GP2 low side short to earth Yes
6 3 Output GP2 low side short to 24 V Yes
4019 5 3 Output GP3 short to earth Yes
10 3 Output GP3 line discontinuity Yes
4020 5 3 Output coupling main pump high side short to Yes
earth
10 3 Output coupling main pump high side line Yes
discontinuity
outputs of CH are not activated and there is a
line discontinuity or short to 24 V.
4021 5 3 Output coupling main pump low side short to Yes
earth
6 3 Output coupling main pump low side short to Yes
24 V
4022 5 4 Output fan relay short to earth
10 4 Output fan relay line discontinuity
4023 3 4 Speed implausible (v-FA different from v-RA)
The front and rear axle speeds have deviated
from one another excessively for longer than
10 s with the HFA switch switched on (LID:
0xDE; default 5 km/h)
4024 2 3 Operating voltage too low
The operating voltage (LID: 0xED; default:
18 V) was below the limit value for longer than
200 ms.
4025 DM1 for oil temperature warning
(from version swhva11, 2006)
DM1 is sent when the oil temperature warning
is active (OilTempWarningStatus_ub).
No fault is entered in the memory.
The DM1 message triggers a warning message
in the instrumentation.
Maintenance
Hydro circuit:
There is no provision for replenishing oil.
The following oil change intervals have been defined for the hydraulic oil:
• First filter change (pressure filter replacement cartridge 81.67506.6020) after
5000 km
• Next filter change after 60,000 km
• First oil change after 120,000 km or 2 years (HLP 46 currently standard for
series production)
• Further oil changes and filter changes after 120,000 km or 2 years ongoing
Oil fill quantity: About 20 l, a residual quantity of about 3 l remains in the piping
system after the oil change.
Drain the oil via the oil drain plug of the hydraulic tank.
Always comply with service group B in accordance with the MAN "Maintenance and
Recommendations and Service Products".
Oil change in power take-off housing (pump drive)

The power take-off for the MAN HydroDrive® has an oil circuit that is separate from
the manual gearbox and this oil must be changed separately.
• Oil quality: The same oil as in the ZF gearbox, see the "Maintenance
Recommendations and Service Products" booklet
• Change volume: approx. 1.4 l
• Change interval: Every 60,000 km
The oil tank (item 1)
(Fill volume 20 l) is located within the
frame.
Filling with hydraulic oil HLP46 acc. to
DIN 51524.
The oil level is checked using the
dipstick (item 2).
The oil level should be between the MIN
and MAX marks.
The supply filter (item 1) for the

hydraulic system is located under the
power take-off on the right at the back
of the gearbox.
Summary
• It can be engaged using a switch in the cab whilst the vehicle is driving up to a
speed of 28 km/h – automatic deactivation at speeds in excess of 28 km/h,
then automatic reactivation below 23 km/h
• Control by separate control unit with special software (sensor monitoring of
supplied pressure and oil temperature)
• Transverse differential function between the wheels of the hydraulically driven
axle
o by the wheel hub motors being connected in parallel
• Max. operating pressures up to 420 bar
• Two ride heights can be set (low or medium-high type)
• All D20 engine variants including Pritarder are possible in conjunction with
HydroDrive
• Lower fuel consumption than conventional all-wheel drive (approx. 15 %)
• When the hydrostatic drive is not being used, the front axles turn freely without
friction losses.
• Lower vehicle weight as against comparable all-wheel drive vehicle (as much
as 400 kg less on a 2-axle vehicle)
• Advantages in terms of ride height and entry dimension (non-AWD height) –
nevertheless offers similar traction to an all-wheel drive vehicle
• Very good additional braking effect when descending hills at slow speed with
hydrostatic drive active
• Currently no competitors on the market
• Currently, no vehicles are possible with ASTRONIC or 6HP gearboxes.
• NMV-type power take-off is generally not possible in 4-axle vehicles
• NMV-type power take-off is not possible in 2/3-axle vehicles used as tippers
and semitrailer tractors
• No ZF DD gearbox provided (OD only)
• No Intarder possible (only Pritarder)
• No air-sprung front axle possible
• Currently no ESP and ASR in conjunction with HydroDrive
• Only certain tyre combinations are permitted (e.g. 385/65 R22.5 on hydro axle
and 315/80 R22.5 on conventionally driven rear axle). Tyre size can only be
changed after consultation.
If changing tyres, it is essential to note that the maximum difference in the
rolling circumference of the tyres between the front and rear axles must be
1.5 %. Failure to comply with this requirement will give rise to stress in the
driveline, poor shift comfort and increased tyre wear.
Troubleshooting chart
Type of malfunction Main causes Components possibly To be checked/remedy Measuring points in Remarks Fault assessment/recommended measures
affected circuit/diagnostic option
HydroDrive does not switch Electrical system: Electrical switch, fuses, Perform MANCats diagnosis MANCats diagnosis Not very critical/vehicle can be driven
on On/off switch; fuse of control unit (read out error memory) conventionally (without engaged HydroDrive)
control unit and switch to the next SC.
Hydraulic system: Feed Feed pump, feed Feed pressure 32 bar M1 Control unit requests 7 bar
pressure < 7 bar pressure valve 32 bar
Pneumatic system: Solenoid valve, Compressed air supply

Reservoir pressure pneumatic lines
< 7 bar
HydroDrive switches off Electrical system: Control unit Perform MANCats diagnosis MANCats diagnosis Not very critical/vehicle can be driven
during driving (slower than Vehicle electrical (read out error memory) conventionally (without engaged HydroDrive)
28 km/h) and does not system malfunction to the next SC.
switch back on Hydraulic system: Feed Feed pump, feed Feed pressure 32 bar M1 Control unit requests 7 bar
pressure < 7 bar pressure valve 32 bar
Pneumatic system: Solenoid valve, Compressed air supply

Reservoir pressure pneumatic lines
< 7 bar
Continuing loud rattling Electrical system: Perform MANCats diagnosis MANCats diagnosis Not very critical/vehicle can be driven
from HydroDrive during Incorrect switch (actuator test) conventionally (without engaged HydroDrive)
driving coming from the sequence to the next SC.
hydromotors during Hydraulic system: Feed Feed pump, feed Feed pressure 32 bar M1 Control unit requests 7 bar
engagement or pressure to low pressure valve 32 bar
disengagement
Pneumatic system:
Continuing loud noise from Electrical system: Critical/immediate vehicle stop; when
the HydroDrive main pump Hydraulic system: Main pump, valve block, Optical check for oil leak from M1 Control unit requests 7 bar HydroDrive is switched off, if no mechanical
during driving Mechanical problem on assy. PTO, feed pump, main pump and assy. PTO, noises can be heard and no oil leaks can be
main pump, feed feed pressure valve feed pressure 32 bar found then the vehicle can be driven
pressure too low 32 bar conventionally (without engaged HydroDrive)
to the next SC.
Pneumatic system:
HydroDrive is engaged but Electrical system: Not very critical/vehicle can be driven
does not provide traction conventionally (without engaged HydroDrive)
Hydraulic system: No Hydromotors M3, M4 Traction force test: If no high pressure to the next SC.
high pressure build-up builds up (400 bar) and the valve and
pump have previously been checked as
OK, then both hydromotors must be
renewed
Valve block, main pump Unfasten 2 HP lines on each M2, M3 If pressure is built up during forwards
side at the axle/frame interface, and reverse then the main pump and
seal the openings and connect valve block are OK. Renew the pump
to measurement connection and valve block if no high pressure
M2, M3. builds up (400 bar)
Pneumatic system:

LT-11a Gesamt Eng

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LT-11a Gesamt Eng

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HydroDrive

© 2008 MAN Nutzfahrzeuge Aktiengesellschaft

LT-11a [1][1].HydroDrive-01-Bauteile-0703TH 1.1

LT-11a [1][1].HydroDrive-01-Bauteile-0703TH 1.3

Type and type name Type and type name

1.4 LT-11a [1][1].HydroDrive-01-Bauteile-0703TH

LT-11a [1][1].HydroDrive-01-Bauteile-0703TH 1.5

Other important points:

1.6 LT-11a [1][1].HydroDrive-01-Bauteile-0703TH

LT-11a [1][1].HydroDrive-01-Bauteile-0703TH 1.7

(1) Control unit

1.8 LT-11a [1][1].HydroDrive-01-Bauteile-0703TH

LT-11a [1][1].HydroDrive-01-Bauteile-0703TH 1.9

(1) Distributor cover bolt

Removing and installing the hydrostatic wheel hub motor

1.10 LT-11a [1][1].HydroDrive-01-Bauteile-0703TH

Cam track Housing

Motor leakage oil space

LT-11a [1][1].HydroDrive-01-Bauteile-0703TH 1.11

Distributor bush (rotor)

O-rings (1) of oil flow distributor (2)

1.12 LT-11a [1][1].HydroDrive-01-Bauteile-0703TH

Distributor in cylinder block

LT-11a [1][1].HydroDrive-01-Bauteile-0703TH 1.13

1.14 LT-11a [1][1].HydroDrive-01-Bauteile-0703TH

Throttle ring (spacer ring)

Leakage oil bearing

Leakage oil motor

LT-11a [1][1].HydroDrive-01-Bauteile-0703TH 1.15

(1) Axle stub

1.16 LT-11a [1][1].HydroDrive-01-Bauteile-0703TH

Adjusting the wheel bearings:

LT-11a [1][1].HydroDrive-01-Bauteile-0703TH 1.17

Use a special tool for removing and installing.

LT-11a [1][1].HydroDrive-01-Bauteile-0703TH 1.19

Summary of sealing points

Emergence of sealing agent

1.20 LT-11a [1][1].HydroDrive-01-Bauteile-0703TH

Main pump with control block:

Connection P: Supply pressure

LT-11a [1][1].HydroDrive-01-Bauteile-0703TH 1.21

F1/F2: Hydromotor housing

T1: Purge oil output pump housing

PLV 420 bar

Air connections: GP3 GP2 GP1

1.22 LT-11a [1][1].HydroDrive-01-Bauteile-0703TH

1st gear pair (i1)

2nd gear pair (i2)

LT-11a [1][1].HydroDrive-01-Bauteile-0703TH 1.23

1.24 LT-11a [1][1].HydroDrive-01-Bauteile-0703TH

LT-11a [1][1].HydroDrive-01-Bauteile-0703TH 1.25

1.26 LT-11a [1][1].HydroDrive-01-Bauteile-0703TH

LT-11a [1][1].HydroDrive-01-Bauteile-0703TH 1.27

Connecting the plug connection

The coupling is now connected and locked.

1.28 LT-11a [1][1].HydroDrive-01-Bauteile-0703TH

LT-11a [1][1].HydroDrive-01-Bauteile-0703TH 1.29

(A302) Central computer

T= Tank with filter

Circuits with different sequences

Position 3: Activation of GP2: Switching position of main valve in working position

Position 4: Activation of GP3: The housing pressure in the hydromotors is once

Safety circuit: Supply pressure