MAN TGE Service Manual 104
MAN GUIDE 104
TGE - Driver Assist Systems
New standards for driver assistance systems in the light commercial vehicle segment
The TGE comes with a range of driver assistance systems truly innovative for this segment.
Thanks to the electromechanical steering system, parking and driving “in the lane” become much more comfortable. Each
customer can choose from a variety of optional driver assistance and safety systems to tailor the vehicle to his own needs. The
active edge protection sensors, which facilitate manoeuvring past obstacles, or the automatic distance control with “Follow to
Stop” function in conjunction with an automatic transmission – all these systems make their contribution to increased road
safety.
Note
The display contents shown in the displays correspond to the dashboard insert
resp. the display and operating unit of the Modular Infotainment Kit (MIB)
with German system setting and are only examples.
Technical status January 2018
2
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taBlE oF contEnts
4 ElEctromEchanical
PowEr stEEring
11 sPEEd control
drivEr assistancE systEms
12
12 distancE-rEgulating drivEr
assistancE systEms
19 Front camEra assistEd
19
drivEr assistancE systEms
37
26 Blind sPot sEnsor
31 Parking suPPort
drivEr assistancE systEms
26
37 rEar camEra assistEd
31
drivEr assistancE systEms
40 tyrE control systEms
42 othEr
drivEr assistancE
systEms
42
The MAN TGE Guide teaches the basics of design and function for sales and after-sales of new vehicle models, new
vehicle components or new technologies.
The MAN TGE Guide is not a sales manual nor a repair guide! Specified values are for the sake of easy understanding
only and refer to the data status valid at the time the MAN TGE Guide was created.
The contents are not updated.
Please use the appropriate technical literature for customer advice, maintenance and repair work.
Note
Reference
3
ElEctromEchanical
PowEr stEEring
Electromechanical power steering with axially
parallel drive (APA)
Bosch APA steering
Two steering systems of different “sizes” are used in the TGE, depending on the front axle load. The difference
between the two steering systems is the torque output of the electric motor, which is a maximum of 6.3 Nm up to
1.8 t front axle load or 8.4 Nm from 1.8 t front axle load.
Power steering is provided as required depending on the vehicle speed, the steering torque applied by the driver,
the engine speed and the current steering angle.
Adjustment unit for longitudinal
and inclination adjustment
Support panel
Steering torque sensor G269
Locking lever
Universal joint
Steering gearbox
Motor for electromechanical
power steering V187
m104_003
Control unit for power steering J500
with steering angle sensor G85
(iLWS = internal steering angle sensor)
4
Steering torque sensor G269
The force applied by the driver during steering is
determined by the twisting of a torsion bar located
inside, between the steering pinion and the steering
input shaft. The relative rotation of the steering input
shaft relative to the steering pinion is measured. The
steering torque sensor (2 Hall sensors) determines how
far the torsion bar has been twisted. The signals are
passed on to the power steering control unit. The
steering force determined in this way serves as a basis
for calculating how much steering support still needs
to be applied for the current driving situation.
Steering input shaft
Steering torque sensor
Steering input shaft
Torsion bar (installed inside)
Steering torque sensor
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m104_005
Steering pinion
5
Internal steering angle sensor G85
The steering angle is calculated indirectly via motor
position, engine revolutions and a transmission factor
(steering input shaft to engine).
The motor position is determined by the AMR sensor
(anisotropic magnetoresistive sensor).
The AMR sensor detects the magnetic field of the
magnet located at the end of the motor shaft.
The engine revolutions are counted by 2 Hall sensors
and the position of the steering input shaft is determined by the index sensor.
Rotor
Motor for electromechanical power steering
V187 with integrated G85 steering angle sensor
End housing with
plug-in connections
m104_006
Stator
90° offset
Hall sensor 2
Motor shaft with magnet for
motor position sensing
Hall sensor 1
AMR sensor
Magnet
AMR sensor
PCB of the
control electronics
Hall sensor 1
Hall sensor 2
6
Index sensor
The index sensor indicates the position of the steering
centre.
Torsion bar (installed inside)
Mark on cap
Notch on
steering gearbox
m104_007
If the markings on the cap are aligned with the mark
on the steering gearbox, the steering is in its mechanical centre (steering centre position).
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Note
Please refer to the current repair guide in order to check the steering centre position!
7
Motor for electromechanical power steering V187
The V187 electromechanical power steering motor is a 3-phase synchronous motor. It is equipped with a rotor with
a 10-pole ring magnet made of rare-earth magnets. Rare-earth magnets enable very high magnetic field strengths in conjunction
with the smallest possible structural dimensions.
The stator consists of 12 coils and plate packs, which
are interconnected to 3 phases in the motor. The
individual phases are energized one after the other so
that a moving magnetic field is generated from all
3 magnetic fields.
The rotor magnet adjusts itself according to the
direction of the rotating field generated by the coils like
a compass needle in the earth's magnetic field:
The speed and direction of rotation can be determined
by the current applied. No pre-excitation is necessary.
The rotor rotates synchronously with the field of the
stator current.
Motor for electromechanical power steering V187
Stator (12 coils and
plate pack)
Motor casing Rotor with 10-pole
annular magnet
Magnet
PCB of the
control electronics
Power electronics
and noise filter
m104_009
8
The motor for the electromechanical
power steering V187 is installed parallel
to the steering rack in the steering
housing. It develops a maximum torque
of 8.4 Nm to support the steering. The
steering support force generated by the
motor is transmitted via a toothed belt
to the ball screw gear.
The gear consists essentially of the
Spindle
recirculating ball nut, the balls and the
return channel.
The recirculating ball nut is firmly connected to the toothed wheel, which is
driven by the motor via the toothed belt.
The area of the spindle covered by the
nut and the return channel are filled with
balls. If a steering movement is performed, the recirculating ball nut rotates
Housing with integrated
recirculating ball nut
Toothed belt
and pushes the balls over the spindle.
The first ball in the spindle groove is
pushed into the return channel and the
first ball from the return channel
becomes the last ball in the spindle
roller (circulation system). Since the balls
and nut “move” in the same direction,
the spindle is now moved in the desired
steering direction.
Toothed wheel
Steering direction of the
vehicle to the left
Rotation of the
recirculating ball nut
Return channel
Ball
Longitudinal motion
of the steering rack
Rotation of the
recirculating ball nut
Spindle grooves
m104_010
Steering direction of the
vehicle to the right
Longitudinal motion
of the steering rack
Recirculating ball nut turned clockwise –
the steering rack moves to the right.
Recirculating ball nut turned counterclockwise –
the steering rack moves to the left.
9
Functions
Directional stability correction Counter-steering assistance
When the vehicle pulls to the side and the driver has to
counter-steer for a short time (e. g. with constant
crosswind) or for a long time (e. g. with worn tyres), the
steering takes over the steering correction and applies
the required steering torque. This relieves the driver
and gives him the feeling that he or she no longer
needs to counter-steer that hard.
Active return
movement to return to the straight forward position.
The APA steering performs a self-check every time the
ignition is switched on – during this time the red control
lamp lights up.
In the event of system malfunctions, the indicator light
in the dashboard insert lights up in YELLOW or RED,
depending on the type of fault, and remains permanently on until the fault has been rectified. In addition,
the driver is informed acoustically of the fault. The
yellow control lamp signals a limited functionality of the
system. The red control lamp indicates that the system
functions are down.
This is a supplementary ESC safety function. In critical
situations, a steering recommendation for correct
counter-steering is given by a small steering torque.
Towing
If the vehicle must be towed, the steering can continue
to provide steering assistance even when the engine is
not running. The prerequisite for this is that terminal 15
is switched on, the speed is greater than 7 km/h and
the battery still supplies sufficient power.Assists the driver with a return torque after a steering
m104_011
Yellow for light warnings
e. g. short undervoltage
Red for serious malfunctions
With the use of this new electromechanical steering system, the following driver assistance systems can also be
installed:
Park assist steering
Trailer manoeuvring assist
Lane departure warning system
10
m104_012
sPEEd control drivEr
assistancE systEms
The speed limiter
Task
The purpose of the speed limiter is to limit the speed of
the vehicle to a set maximum speed, even if the driver
requests a higher speed via the accelerator pedal. This
makes the compliance with prescribed speed limits
more comfortable.
System configuration
The prerequisite for the function of the speed limiter is
the installation of a cruise control system (GRA) or the
Adaptive Cruise Control (ACC).
Function
RESUME button
Accelerate
SET button
Coast
Speed increase
+1 km/h
Speed reduction
-10 km/h
Switching GRA on and off/Cancel
Switching between
GRA and speed limiter
Switching
on and off
m104_013
Speed increase
+10 km/h
The function of the speed limiter is stored in the engine
control unit and is implemented by interventions in the
engine management system.
Kick-down operation of the accelerator briefly overrides the set speed limitation. Braking and clutching
does not cause the system to shut down. No automatic braking operations are performed.
An ignition change switches off the function.
Operation
Depending on the equipment of the vehicle, the function of the speed limiter is switched on or off and
operated using the left-hand steering column lever or
the buttons on the multifunction steering wheel.
Determining the
maximum speed and
speed reduction -1 km/h
Display of the set
maximum speed
Switching between
m104_014
GRA and speed limiter
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11
distancE-rEgulating drivEr
assistancE systEms
The environment monitoring system – Front Assist
Task
Within the system limits, the Front Assist
environment monitoring system helps to
avoid rear-end collisions or reduce the
consequences of accidents. The information from the front radar system is
used for this purpose. Front Assist
permanently monitors the traffic situation in front of the vehicle and reports
critical situations to the driver. Depending on the situation, it supports the
driver by braking independently and by
increasing the braking force applied by
the driver.
The system operates in a speed range of about 4 km/h to 160 km/h and a distance of up to about 120 meters.
The R242 front camera also provides information for the system to improve object positioning accuracy and
triggering reliability. This information is sent directly via a sensor fusion CAN to the J428 distance control unit.
12
m104_016
Function
Monitoring: Front Assist permanently monitors the distance to the traffic ahead with the radar sensor installed in
the bumper below the license plate.
Prewarning: Front Assist detects collision hazards and assists the driver in critical situations by pre-conditioning
the braking system and giving visual and audible warnings with respect to a necessary driver response.
Automatic deceleration: If the driver brakes too weakly, Front Assist generates as much brake pressure as would
be necessary to avoid a collision. If the driver does not brake at all, Front Assist automatically decelerates.
Sequence of a critical approach (Front Assist)
Risk of collision
slightly increased
increased
very high inevitable
optoacoustic warning
Driver doesn’t react
Driver brakes
Conditions
Stationary and moving vehicles
Speed range
4 - 160 km/h optical warning
> 30 km/h acoustic warning
30 - 85 km/h brake response to stationary objects
4 - 160 km/h brake response to moving and
stopping objects
1. Prewarning
Optical and acoustic warning
Prefill of the brake and the hydraulic brake
assistant (HBA) is set to increased sensitivity
in threshold switching
Prefill,
HBA switching
no
activity
APB pre-stage:
2
3.5 m/s
Driver brakes
targeted braking
(Brake pressure increases “as much as necessary”)
2. Main warning/automatic partial braking (APB)
Brake assistant threshold switching to
highest sensitivity
APB pre-stage deceleration with max. 3.5 m/s
3. APB main stage
Automatic deceleration at 6.0 - 8.0 m/s
4. Targeted braking
Intensification of the driver's braking to avoid a collision
or to reduce the consequences of an accident
Driver brakes
APB main stage:
6-8 m/s
2
Driver brakes
m104_017
2
2
13
City emergency brake function
Task
The city emergency brake function is a system extension of the Front Assist and monitors the space in front of the
vehicle at speeds below 30 km/h.
Function
Monitoring: The city emergency brake function permanently monitors the distance to the traffic ahead.
Warning: An audible warning and the APB pre-stage is omitted.
Automatic deceleration: If an unavoidable collision is detected and the driver fails to react or does not react
sufficiently, the APB pre-stage is omitted. The system then initiates automatic emergency braking in the main stage
to achieve the maximum possible deceleration of 8,0 m/s
When the system intervenes, the instrument cluster shows an optical warning.
2
.
Sequence of a critical approach (city emergency brake function)
Risk of collision
slightly increased
Driver doesn’t react
Driver brakes
Conditions
Moving and stopping vehicles
Speed range less than 30 km/h
1. Prewarning
Prefill of the brake and the hydraulic brake
assistant (HBA) is set to highest sensitivity
in threshold switching
Prefill,
HBA switching
activity
no
increased
Driver brakes
targeted braking
(Brake pressure increases “as much as necessary”)
2. APB main stage
Automatic deceleration in the main stage with
3. Targeted braking
2
8,0 m/s
Intensification of the driver's braking to avoid a collision
or to reduce the consequences of an accident
Driver brakes
very high
APB main stage: 8 m/s
2
Driver brakes
m104_018
14
Emergency brake function
Task
The emergency brake function monitors the traffic space in front of the vehicle within a speed range of
30 - 85 km/h. It can detect stationary and moving obstacles in this area and supports the driver in the event of a
collision.
Function
Monitoring: The emergency brake function permanently monitors the distance to the traffic ahead.
Prewarning: In case of slightly increased risk of collision there is a warning tone, an optical warning and the
HBA threshold switching (main stage) occurs.
Automatic deceleration: If an unavoidable collision is detected and the driver fails to react or does
not react sufficiently, the APB pre-stage is omitted. The system then initiates an
automatic emergency braking in the main stage in order to achieve the greatest possible deceleration of
6 - 8.0 m/s
2
.
Sequence of an emergency brake function
Risk of collision
slightly increased
Driver doesn’t react
Driver brakes
Conditions
Moving and stationary vehicles
Speed range 30 - 85 km/h
1. Prewarning
An optical and acoustic warning is given
Prefill of the brake and the hydraulic brake
assistant (HBA) is set to highest sensitivity
in threshold switching
Prefill,
HBA switching
activity
optoacoustic warning
no
increased
Driver brakes
targeted braking
(Brake pressure increases “as much as necessary”)
2. APB main stage
Automatic deceleration in the main stage at
6 - 8,0 m/s
3. Targeted braking
Intensification of the driver's braking to avoid a
collision or to reduce the consequences of an accident
Driver brakes
2
very high
APB main stage: 6 - 8 m/s
2
Driver brakes
m104_019
15
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