VOLVO 47701853_Installation D13 EMS

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EMS 2

Industrial Engines

TAD1341GE, TAD1342GE, TAD1343GE, TAD1344GE

TAD1345GE, TAD1350GE, TAD1351GE, TAD1352GE

TAD1353GE, TAD1354GE, TAD1355GE

TAD1340VE, TAD1341VE, TAD1342VE, TAD1343VE

TAD1344VE TAD1345VE, TAD1360VE, TAD1361VE,

TAD1362VE, TAD1363VE, TAD1364VE, TAD1365VE

Installation

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Safety Information ... 2

Installation Tools and Documentation ... 4

Special Tools ... 4

System Information ... 5

EMS ... 5

Control System Installation ... 39

Connection ... 39

Calibration and Settings ... 57

Parameter Setting ... 57

Diagnostic Function ... 78

Fault Code Register ... 81

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Presentation

This installation manual contains information for installing and carrying out function and performance checks on the EMS 2 system (electronic control of the injection system).

This instruction manual is intended only for professio-nal use.

Read the instructions carefully before starting the installation. If the installation is performed in an incor-rect manner, it may cause personal injury or damage to property and machinery.

Ask your Volvo Penta dealer for help if there is any-thing in this manual that you do not understand or are uncertain about.

Working methods

The work must be performed by a Volvo Penta work-shop or other authorized, well-equipped workwork-shop by qualified and experienced personnel.

These instructions refer to such personnel as fitters. This installation manual is intended to be used together with the operator's manual for the engine concerned. The fitter is responsible for ensuring that the system functions in accordance with these instal-lation instructions.

Volvo Penta disclaims all responsibility for injury to persons or damage to property that may occur as a result of not following the installation guidelines, or for work carried out by unqualified personnel.

!

This symbol is used in the manual and on the product to call attention to the fact that this is safety information. Always read such information very carefully.

Safety texts in the installation manual have the following order of priority:

DANGER!

Indicates a hazardous situation which, if not avoided, will result in death or serious injury.

WARNING!

Indicates a hazardous situation which, if not avoided, could result in death or serious personal injury.

CAUTION!

Indicates a hazardous situation which, if not avoided, could result in minor or moderate personal injury.

IMPORTANT!

Indicates a situation which, if not avoided, could result in property damage.

NOTICE! Used to draw attention to important information that will facilitate work or

operations.

This symbol is used on our products in certain cases and it refers to important information in the operator's manual. Make sure that warning and information symbols on the engine are clearly visible and legible. Replace symbols that have been damaged or painted over.

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Set out below is a summary of the risks and safety measures that must be observed or carried out when the EVC system is installed and calibrated.

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Disconnect connectors to the EMS control unit before any arc welding is carried out.

Turn the current off at the main switches. Undo and remove the control unit connectors. Reconnect the EMS 2 control unit connectors once welding is completed and the welding equipment has been removed.

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Take care to keep clear of the engine's moving parts during functional checks and operations. There is a risk for personal injury when approaching a running engine. Remember that loose clothing and long hair can fasten in rotating parts and cause serious injury.

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Never work on an engine that is suspended from lifting gear (a crane or similar).

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The engine must not be run in areas where there are explosive materials or gases.

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Only start the engine in well-ventilated places. If the engine is operated in an enclosed space, make sure that there is sufficient ventilation to remove the exhaust gases and crankcase fumes from the work-place.

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Never expose battery compartments to open flames or electrical sparks. Never smoke in the vicinity of the batteries.

Batteries generate hydrogen gas during charging, which can combine with air to form an explosive mix-ture. This gas is highly flammable and explosive. Incorrect connection of the batteries may cause sparks that in turn cause an explosion resulting in damage.

Do not switch battery connections when attempting to start the engine (risk for sparks) and do not lean over the batteries. Refer to the instructions in the engine operator's manual.

!

Make sure that the positive (+) and negative (-) battery cables are correctly connected to the corresponding battery terminals. Serious damage may be caused to the electrical equipment if the cables are transposed. Refer to the wiring diagram in the engine operator's manual.

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Always wear eye protection when charging or han-dling the batteries. Battery electrolyte contains sulfu-ric acid which is highly corrosive. If electrolyte comes into contact with bare skin, wash the exposed area immediately with copious amounts of clean water and soap. Then seek medical attention. If you get battery electrolyte in your eyes, flush them immediately (pref-erably using eye wash equipment) with copious amounts of clean water. Then seek immediate medi-cal attention.

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Installation Tools and Documentation

Special Tools

p0005125 3838619 VODIA, diagnostic tool 9812519 Multimeter

VODIA, complete with cable har-ness

Refer to the VODIA operators manual when ordering separate parts.

Multimeter

Other Special Equipment

Other special equipment

The tools below are used for work on the engine wire harness. The tools are not part of the Volvo Penta range, and must be ordered from AMP or Deutsch dealers. Contact Volvo Penta Quality Action Center if you have trouble finding a dealer.

AMP connector: 42-pin CIU, 62-pin EMS, 2 and 3 pin Bosch etc.

P0003813 P0003809

HDT-48–00 AMP 539 968 AMP 726 519

Press tool Removal tool, 1.5 mm pin width Removal tool, 0,06 inch pin width

P0003810 _P0003813 P0003811

AMP 726 519 AMP 929 039 AMP 238 635

Removal tool, 2.8 mm pin width Removal tool, 2.8 mm pin width Press tool

P0003811 P0003814

AMP 825 514 GHW 50000 017 586

Press tool

For 4.8 and 6.3 cable shoes. Flat-pin connectors.

Removal tool, 2.8 mm pin width For GHW connector (relay box)

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System Information

EMS

Engine control system

EMS 2 stands for “Engine Management System” and is an electronic system with CAN communications (Controller Area Network) for control of diesel engines. The system has been developed by Volvo Penta and includes fuel control and diagnosis function. The sys-tem consists of a control module, six unit injectors, a number of sensors that supply the control module with measurements, sockets for diagnosis and functional checks. The engine can be connected to a communi-cation interface comprising a CAN-link and a serial link.

CAN (Controller Area Network)

The CAN J1939 link handles all communication between the engine control module EMS 2 and the CIU, in addition to the diagnostics that are handled by the so called J1708/J1587 link. The CAN link is much faster than the J1708/J1587 link. The CAN link has been prepared to connect to other components with SAE J1939 protocol such as instrument panels and transmissions.

If, for some reason, a fault develops on the CAN link, signals for the rpm-potentiometer and the start and stop knobs are taken over by the J1708/J1587 link. However, instrument and indicator lamps are com-pletely turned off. If a fault occurs on both links, GE engines maintain engine speed, while VE engines go to idle. The only way to shut off the engine in this case is to use the auxiliary stop (AUX-STOP) placed on the engine’s left side.

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CIU (Control Interface Unit)

The CIU is a “translator” between the CAN bus and the customer’s own control panel. This unit has two serial communication links, one fast and one slow. The fast one is a CAN link that features a bus speed of 250 Kbit/ s. All data regarding instruments, indicator lamps, con-tacts and potentiometers are controlled by this bus. The slower J1708/J1587 link handles diagnostic infor-mation for, among other things, the flashing code. The diagnosis tool VODIA also uses the J1708/J1587 link to communicate with the system.

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Fuel control

The engine’s fuel requirement is analyzed up to 100 times per second (depending on engine rpm). The engine’s injection amount and injection timing is con-trolled electronically via fuel valves on the unit injec-tors.

This means that the engine always receives the cor-rect volume of fuel in all operating conditions, which offers lower fuel consumption, minimal exhaust emis-sions etc.

The control module checks and controls the unit injec-tors so that the correct amount of fuel is injected into each cylinder. It calculates and sets the injection angle. The control is primarily performed using the speed sensors and the combined sensor for boost pressure/charge air temperature.

The control module affects the unit injectors via an electronic signal to the unit injectors’ electromagnetic fuel valve, which can open and close.

When the fuel valve is open, fuel flows through the unit injector hole and out through the fuel channel. Fuel is not sprayed into the cylinder in this position. When the fuel valve closes, pressure starts to build from the unit injector’s mechanically operated pump plunger. When sufficient pressure has developed, fuel is injected into the cylinder via the unit injector’s injec-tor section.

The fuel valve is re-opened and pressure in the unit injector decreases at the same time as the fuel injec-tion to the cylinder stops.

In order to determine when the fuel valve shall open or close, the control module has access to signals from sensors and switch contacts.

Calculating fuel quantity

The amount of fuel that is sprayed into a cylinder is calculated by the control module. The calculation determines the time that the fuel valve is closed (when the fuel valve is closed fuel is sprayed into the cylin-der).

The parameters controlling injected amount of fuel are:

• Requested engine speed • Motor protector

• Temperature • Boost air pressure

Altitude correction

The control unit is fitted with an atmospheric air pres-sure sensor and an altitude correction function for engines operating at high altitudes. This function lim-its the fuel volume in relation to ambient air pressure. This is to prevent smoke, high exhaust temperature and to protect the turbocharger from over-speeding.

Diagnosis function

The task of the diagnosis function is to detect and locate disturbances within the EMS 2 system, to pro-tect the engine, and to provide information about problems that have developed. If a malfunction is dis-covered, this is announced by warning lamps, a flash-ing diagnostic lamp or in plain language on the instru-ment panel, depending on the equipinstru-ment used. If a fault code is obtained as a flashing code or in plain language, this is used for guidance in any trouble-shooting. Fault codes can also be read by Volvo’s VODIA tool at authorized Volvo Penta workshops. In case of serious malfunctions, the engine is shut down completely, or the control unit reduces the power out-put (depending on application). A fault code is set as a guide when fault tracing.

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In- and out signals

Information from the sensors provides accurate infor-mation regarding operational conditions and makes it possible for the control unit processor to calculate the correct injection amount, injection timing and engine condition, among many other things.

Input signals

The control unit receives input signals regarding engine operational conditions along with information from the following components:

- Coolant temperature sensor

- Charge air pressure/charge air temperature sensors - Crankcase pressure sensor

- Position sensor - Camshaft

- Engine speed sensor - Flywheel

- Piston cooling pressure sensor - Coolant level sensor

- Oil pressure sensor

- Oil level and oil temperature sensors - Fuel pressure sensor

- Water-in-fuel sensor - Air filter pressure sensor - Air temperature sensor - Fan speed

Output signals

The control unit uses the input signals to control the following components: - Unit injector - Start motor - Alternator - Main relay - Preheat relay

- Internal EGR (TAD1350-1355GE only) - Waste gate

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Instruments

DCU (Display Control Unit)

DCU is a digital instrument panel that communicates with the engine control unit via the CAN-link. DCU has several functions, such as:

Engine control

- Start, stop, rpm regulation, preheating, etc. Monitoring

- Shows engine speed, charge pressure, charge perature, coolant temperature, oil pressure, oil tem-perature, engine hours, battery voltage, instantane-ous fuel consumption and fuel consumption (trip fuel).

Diagnostic

- Shows fault codes in text. Lists previous faults. Parameter setting

- Idle speed, alarm limits for oil temperature/coolant temperature, regulation mode (speed droop/iso-chronous).

DU (Display Unit)

DU is an instrument for showing the engines operating values. The values are shown graphically on an LCD display. The display communicates via the CAN link and consists of a computerized unit for attachment to the control panel.

It is connected to the CAN link between the engine control unit and CIU or DCU.

P0002932

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Electrical interface

General

This document describes how the Volvo Penta indus-trial engines equipped with the control systems EMS and EMS2 may be controlled.

There are a number of interfaces available to control the engine. The interfaces are:

•

Bus interface

•

CIU

•

DCU

The common thing about the three first interfaces is that the engine is controlled over two serial communi-cation buses. The CIU and DCU uses the bus interface to communicate with the engine.

IMPORTANT!

If non Volvo Penta equipment is connected to the com-munication busses there is always a risk that the safety of the system is jeopardized.

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Abbrevations

BAM Broadcast Announce Message

CAN Controller Area Network

DEF Diesel Emission Fluid

EATS Engine After Treatment System

EIC Engine Interface Connector

EECU Engine Electronic Control Unit

EMS Engine Management System

EMS 2 EMS used on TAD734GE, D9,

TAD125xVE, D13 and D16 engines

FMI Failure Mode Identifier

OEM Original Equipment Manufacturer

SPN Suspect Parameter Number

VP Volvo Penta

Relevant dokumentation

•

7748665

Electrical interface specification industrial engines EMS and EMS2

•

SAE J1939-73

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Engine control interface

Volvo Penta industrial engines can be controlled in three different ways. Via bus interface, CIU or DCU. The bus interface is used by those who makes there own control system that and wants to control the engine over SAE J1939 and J1587. Volvo Penta pro-vided two different systems to control the engines, CIU that provides a number of digital/analogue outputs to control the engine. And DCU that has all buttons included in the unit but still provides some digital/ana-logue inputs and outputs.

CIU

This is the interface for those who wants to make there control panel or non bus based control unit.

DCU

This is the interface for those who wants a complete unit that is ready to run the engine without make any button. But the possibility to make some customization is still here.

The DCU is equipped with a display that shows engine data and diagnostics translated to text.

Electrical interface

Bus interface

8-pole deutsch connector recepticle.

Pin Description

1 CAN H

2 CAN L

3 Battery –

4 Battery +

5 Ignition (Battery + switched)

6 Stop request

7 J1587A

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CIU

The electrical interface to the CIU is 42-pole AMP con-nector.

Pin Description Pin Description

1 Idle request 22 J1587A

2 Potentiometer ground 23 Not used

3 Potentiometer signal 24 Preheat indication(1)

4 Not used 25 Coolant level alarm

5 Not used 26 Oil pressure alarm

6 Not used 27 Battery +

7 _{Over speed indication}(2)

Buzzer (3)

28 Ignition (key switch)

8 Easy link bus 29 Governor mode request

9 Coolant temperature alarm 30 Potentiometer supply

10 Battery alarm 31 Not used

11 CAN L 32 Not used

12 CAN H 33 Tachometer

13 Gauge power supply 34 Coolant temperature gauge

14 Battery – 35 Start request

15 Frequency select(4) _{36 Diagnostic indication}

16 Diagnostic switch 37 J1587B

17 Preheat request(5) _{38 Running indication}(6)

18 Not used 39 Fuel alarm

19 Engine protection override req. 40 Oil temperature alarm

20 Oil temp gauge 41 Stop request

21 Oil pressure gauge 42 Not used

There is a cable harness available with all wires con-nected that applies to the above table.

All indicators shall be less than 3W. All switches are active when shorted to battery+.

1. Not for 124xGE 2. Genset only 3. Power pack only 4. Genset only 5. Not for 124xGE 6. Genset only

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DCU

Connector 1, 8-pole deutsch connector.

1 CAN H 5 Ignition (Battery + switched)

2 CAN L 6 Stop request

3 Battery – 7 J1587A

4 Battery + 8 J1587B

Connector 2, 12-pole deutsch connector:

1 External stop 7 Throttle + (10V)

2 External Start / Ignition 8 Throttle input

3 LSS1 (Buzzer) 9 Throttle –

4 Easylink gauge power 10 LSS2 (Running indication)

5 Easylink Data 11 LSS3 (spare)

6 Easylink Ground 12 LSS4 (spare)

All indicators shall be less than 3W. All switches are active when shorted to battery +.

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Power up sequence

The system powers up when the ignition is switched on.

Start

A start request is addressed by the start signal. The engine will then start to crank and it will continue to do so until one of the following conditions becomes true.

•

The start signal goes inactive.

•

The engine speed exceeds a stated limit, typical

about 480 rpm.

•

The cranking time exceeds a stated limit, typical

about 20 s. 30 s for genset engines.

Bus interface

Associated message:

J1939: Start request in VP Status J1587: Start request in PPID 98

CIU Associated hardware/input: Start request. DCU Associated hardware/input: Start request.

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Power down sequence

To perform a power down the following sequence shall be performed:

1 Switch off the ignition

2 Send a stop request to the system.

3 When the power down sequence is finished the engine will stop communicating.

Auto shutdown will power down the system if the igni-tion is switched off. Different length of time sequences are being used. (Running engine will continue to run until a stop request is sent to the system).

External stop

External stop is placed in the 8-pole connector on pin 6.

Energized to STOP / RUN

Default external stop function is set to Energized to STOP. To use the stop function as Energized to STOP, apply EMS supply voltage on Pin 6 to stop the engine. By option or changing a parameter it can be set to Energized to RUN. To use the stop function as Ener-gized to RUN, Pin 6 needs EMS supply voltage for the engine to start and run. To stop the engine EMS supply voltage needs to be removed from Pin 6.

Energized to RUN on Tier4 engines

Instead of having the possibility to set the Pin 6 in the 8-pole connector to Energized to RUN, the logic on the Ignition switch will be used. This means that the ignition switch can be set to work as key. When the ignition is switched off, the system will shutdown the engine and perform a powerdown.

The main power MUST NOT be switched off before the power down sequence is finished.

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Stop

A stop request is addressed by the stop signal and will stop the engine.

Bus interface

Associated message:

J1939: Stop request in VP Status J1587: Stop request in PPID 98

CIU Associated hardware/input: Stop request. DCU Associated hardware/input: Stop request.

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Throttle (Synchronizing/Load

sharing)

Versatile

The driver pedal demand is realized by the throttle request signal. The signal is interpreted as a 0-100% request where 0% means idle speed and 100% maxi-mal engine speed. This demand will only be overridden if an error occur that may damage the engine or a request with the CAN-message TSC1.

Genset

This is used for controlling the engine speed in order to synchronize and to perform load sharing. 50% throt-tle corresponds to 1500 or 1800 rpm. Bus interface Associated message: J1939: Throttle in VP Status J1587: PPID 132 CIU Associated hardware/input:

Potentiometer supply, signal and ground.

DCU

Associated hardware/input:

Increase decrease engine speed buttons or potenti-ometer supply, signal and ground.

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Torque speed control

It is possible to override the throttle that is sent in VP Status. This is done with TSC1. When controlling the engine speed from the gearbox (SA = 0x03) it always have the highest priority.

Bus interface Associated message: J1939: TSC1 J1587: N/A CIU Associated message: J1939: TSC1 J1587: N/A DCU Associated message: J1939: TSC1 J1587: N/A

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Governor mode

The engine is normally running in isochronal mode. If there is a need for a smoother controller this can be realized by an active droop mode signal. When the governor mode signal is active then droop functionality is added to the engine speed controller.

Bus interface

Associated message:

J1939: Governor mode in VP Status J1587: N/A

CIU

Associated hardware/input: Governor mode request.

DCU

Associated hardware/input: Available in the menu.

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Idle switch

Versatile

If the throttle request is malfunctioning (meaning that there is an electrical fault on the potentiometer or the cable harness) then the idle switch can be used for limp home driving.

If there is a fault on the pedal signal then the engine will go to idle speed. If then the idle switch first goes active (meaning that the driver has released the pedal) and then goes inactive (meaning that the driver is pressing the pedal down) then the engine will slowly ramping up the engine speed. The engine speed will be ramped up to maximal 80 % of normal maximal engine speed. When releasing the pedal the engine will immediately go down to idle speed.

Genset

If an idle request is sent to the engine it will go to idle speed if the engine unloaded.

Bus interface

Associated message:

J1939: Idle request in VP Status J1587: N/A 2.11.2 CIU Associated hardware/input: Idle request. CIU Associated hardware/input: Idle request. DCU

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Preheat

This function is not valid for 124xGE.

When a preheat request is received the engine will activate the preheat device if the following conditions are fulfilled.

•

The coolant temperature is low.

•

The engine is not running.

The preheat device will be activated for a time depend-ent on the coolant temperature. The engine will also decide, using the coolant temperature, if after heating should be used.

Preheating will be terminated immediately if the driver starts cranking.

It is possible for the costumer, using Volvo Penta Parameter setting tool, to choose if preheating should be activated immediately after turning on the ignition (prior to same conditions as above).

Bus interface

Associated message:

J1939: Preheat request in VP Status J1587: N/A CIU Associated hardware/input: Preheat request. DCU Associated hardware/input: Available in the menu.

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Frequency select

This function is only valid for genset applications. The frequency switch is used for changing the nominal engine speed (i.e. switching between 1500 and 1800 rpm). For safety reasons the frequency can only be changed when the engine is stopped.

EMS2 systems

To make a system reset request stop wait 2 second after the last stop request. Then change the state of frequency select to the desired engine speed. Then send a stop request within 10 seconds after the first stop. The frequency select signal must change value during the frequency change. I.e. if the engine runs at secondary speed and the frequency select signal requests primary engine speed when the first stop is issued, the signal has to be switched to secondary fol-lowed by primary engine speed, before the second stop request is issued.

It is possible to change the frequency using the Volvo Penta aftermarket tool.

Bus interface

Associated message:

J1939: Frequency select in VP Status and & diagnostic request in VP Status. J1587: N/A CIU Associated hardware/input: Frequency select. DCU Associated hardware/input: Available in the menu.

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Engine protection override

It is possible to request engine protection override. When such a request is received the engine will deac-tivate the engine protection for a predefined time.

Genset engines

The engine protection is disabled as long as the request is active and for another 10s.

Mobile / Versatile / Powerpack

The engine protection is disabled as long as the request is active and for another 10s, but is maximized to 60 seconds.

Bus interface

Associated message:

J1939: Engine protection override request in VP Status J1587: N/A

CIU

Associated hardware/input:

Engine protection override request.

DCU

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Communication J1939

Communication

Description of supported frames, signals and mes-sages.

J1939

The following frames are supported by the EMS. See following pages.

Tx = transmit, Rx = receive

Identifier Signal name 1340-45VE 1341-45GE 1350-55GE 1360-65VE

18E8FF00 Ack Tx Tx Tx Tx

18EEFF00 Address Claimed Tx Tx Tx Tx

18ECFF00 BAM Tx Tx Tx Tx

18FECA00 DM1 Tx Tx Tx Tx

18FECB00 DM2 Tx Tx Tx Tx

18EBFF00 TP.DT Tx Tx Tx Tx

0CF00400 Electronic Engine Controller 1 (EEC1)

Drivers Demand Engine, Torque % Tx Tx Tx Tx

Actual Engine, Torque % Tx Tx Tx Tx

Engine Speed Tx Tx Tx Tx

0CF00300 Electronic Engine Controller 2 (EEC2)

Accelerator Pedal Pos. 1 Tx Tx Tx Tx

% Load at Current Speed Tx Tx Tx Tx

18FEDF00 Electronic Engine Controller 3 (EEC3)

Nominal friction, torque % Tx Tx

0000FEE3 Engine Configuration (EC)

Engine Reference Torque Fx Tx

18FEEF00 Engine Fluid Level/Pressure 1 (EFL/P1)

Fuel Delivery Pressure Tx Tx Tx Tx

Engine Oil Pressure Tx Tx Tx Tx

Coolant Pressure

Coolant Level Tx Tx Tx Tx

18FEE500 Engine Hours (HOURS)

Total Engine Hours Tx Tx Tx Tx

18FEEE00 Engine Temperature 1 (ET1)

Engine Coolant Temperature Tx Tx Tx Tx

Engine Oil Temperature 1 Tx Tx Tx Tx

18FEF200 Fuel Economy Liquid (LFE)

Fuel Rate Tx Tx Tx Tx

18FEE900 Fuel Consumption, Liquid (LFC)

Trip Fuel Tx Tx Tx Tx

Total Fuel Used Tx Tx Tx Tx

18FEF600 Inlet/Exhaust Conditions 1

Boost Pressure Tx Tx Tx Tx

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Air Inlet Pressure

Air Filter 1 Differential Pressure Exhaust Gas Temperature

18EA0003 Request PGN Rx Rx Rx Rx

18EA0011 Request PGN Rx Rx Rx Rx

18EA00EA Request PGN Rx Rx

0C000003 Torque/Speed Control 1 0C000011 Torque/Speed Control 1 0C0000E6 Torque/Speed Control 1

Override Control Mode Rx/Rx/Rx Rx/Rx Rx/Rx Rx/Rx/Rx

Requested Speed Control Conditions Rx/Rx/Rx Rx/Rx Rx/Rx Rx/Rx/Rx

Override Control Mode Priority Rx/Rx/Rx Rx/Rx Rx/Rx Rx/Rx/Rx

Requested Speed/Speed Limit Rx/Rx/Rx Rx/Rx Rx/Rx Rx/Rx/Rx

Requested Torque/Torque Limit Rx/Rx/Rx Rx/Rx Rx/Rx Rx/Rx/Rx

18FEF700 Vehicle Electrical Power

Battery Potential (Voltage), Switched Tx Tx Tx Tx

0CFF4E00 VP Configuration (1000 ms) Idle engine speed

Start position: 1 Length: 2 bytes

Resolution: 0.125 rpm/bit

Tx Tx Tx Tx

Maximum engine speed Start position: 3 Length: 2 Resolution: 0.125 rpm/bit Tx Tx Tx Tx 0CFF4700 VP Engine industry (50 ms) Preheat indication Start position: 1.1 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available Tx Tx Tx Tx Running indication Start position: 1.3 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available Tx Tx Tx Tx Buzzer Start position: 3.1 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available Tx Tx Tx Tx

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Engine protection override ind. Start position: 3.7 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available Tx Tx Tx Tx

General lamp test Start position: 4.1 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available Tx Tx Tx Tx

Buzzer test/Lamp test Start position: 4.3 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available Tx Tx Tx Tx 0CFF4611 VP Status (20 ms) Start request Start position: 1.1 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available Rx Rx Rx Rx Stop request Start position: 1.3 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available Rx Rx Rx Rx

Governor mode request Start position: 1.5 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available Rx Rx Rx Rx

Idle speed select Start position: 1.7 Length: 2 bits 0 = Normal operation 1 = Idle speed request 2 = Error indication 3 = Not available

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Frequency select Start position: 2.1 Length: 2 bits

0 = Primary engine speed 1 = Secondary engine speed 2 = Error indication 3 = Not available N/A Rx Rx NA Preheat request Start position: 2.5 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available Rx Rx Rx Rx

Engine protection override Start position: 2.7 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available Rx Rx Rx Rx

Accelerator pedal position Start position: 3

Length: 2 bytes

Resolution: 0.097752 (100/1023) %/bit 0xFEFF = error indication

0xFFFF = not available

Rx Rx Rx Rx

Fuel disable request Start position: 5.1 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available Rx Rx Rx Rx

18FEFF00 Water in Fuel Indicator - WFI

Water in Fuel Indicator Tx Tx Tx Tx

18FE5600 AT1 SCR Reagent Tank 1 Information - AT1T1l

AT1 SCR Tank Level (SPN 1761) Start position: 1.1

Length: 8 bits 0% = Empty Tank 100% = Full Tank

Tx

AT1 DEF Tank Low Level Indicator (SPN 5245) Start position: 5.6 Length: 3 bits 000: off 001: on - Solid 100: on - Fast blink (1Hz) Tx

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AT1 SCR Operator Inducement Severity Start position: 6.6 Length: 3 bits 000: No Inducement active 001: Inducement Severity 1 010: Inducement Severity 2 011: Inducement Severity 3 100: Inducement Severity 4 101: Inducement Severity 5 Tx

18FEE400 Shutdown (EPS)

Engine Protection System has Shutdown Engine Start position: 5.1 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available Tx

Engine Protection System Approaching Shut-down Start position: 5.3 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available Tx

0CFEF500 Ambient Condition

Ambient Air Temp Tx

0CFD6E00 SCR1

Average Catalyst Reagent Consumption Tx

Commanded Catalyst Reagent Consumption Tx

NOTICE! The EMS does not support the address claim

procedure and will always have source address 0x00. The EMS will however respond to an address claim request.

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Location of Sensors

TAD1340VE, TAD1341GE, TAD1341VE, TAD1342GE, TAD1342VE, TAD1343GE, TAD1343VE, TAD1344GE, TAD1344VE, TAD1345GE, TAD1345VE, TAD1350GE, TAD1351GE, TAD1352GE, TAD1353GE, TAD1354GE, TAD1355GE 8 10 11 12 13 14 P0004318 6 7 1 2 3 4 5 9 1. Extra stop

2. Combined charge air pressure and charge air temperature sensor

3. Oil pressure sensor

4. Crankcase pressure sensor 5. Water-in fuel sensor

6. Combined oil level and oil temperature sensor

8. Fan, rpm sensor

9. Coolant level sensor, in the expansion tank 10. Coolant temperature sensor

11. Piston cooling pressure

12. Flywheel position and engine speed 13. Camshaft position

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TAD1360VE, TAD1361VE, TAD1362VE, TAD1363VE, TAD1364VE, TAD1365VE

1. Extra stop

2. Combined charge air pressure and charge air temperature sensor

3. Oil pressure sensor

4. Crankcase pressure sensor 5. Water-in fuel sensor

6. Combined oil level and oil temperature sensor 7. Fuel pressure sensor

8. Fan, rpm sensor

9. Coolant level sensor, in the expansion tank 10. Coolant temperature sensor

11. Piston cooling pressure

12. Flywheel position and engine speed 13. Camshaft position sensor

14. Humidity sensor 15. Air filter indicator

8 10 11 12 13 14 6 7

1

2 3 4 5 9 15 P0014338

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Wiring Diagram

TAD1340VE, TAD1341GE, TAD1341VE, TAD1342GE, TAD1342VE, TAD1343GE, TAD1343VE, TAD1344GE, TAD1344VE, TAD1345GE, TAD1345VE, TAD1350GE, TAD1351GE, TAD1352GE, TAD1353GE, TAD1354GE, TAD1355GE 4 B+ B-4 55 B C A E D F Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 1 1 1 1 1 1 2 2 2 2 2 2 3 3 3 3 3 3 4 4 4 4 4 4

CYL. 1 CYL. 2 CYL. 3 CYL. 4 CYL. 5 CYL. 6

16 9 26 13 14 32 4 3 1 2 20 18 17 19 5 27 10 6 31 29 11 23 21 15 12 25 8 24 30 28 n n n 2 2 1 1 3 3 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 4 4 4 4 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 2 2 3 3 3 4 4 4 5 5 5 6 6 7 6 7 8 4 2 1 2 4 3 5 R/BL 1,0 G M R/BL 1,5 R/BL 1,5 R 2,5 SB 2,5 GR/Y Y/W BL W W W/SB W/SB SB R/BL 1,5 R/BL Y 1,0 P P P P P P 1 2 3 4 5 CAN STOP 1708 J1587 J1939 BATT . -BATT . + BATT . + SWITCHED H L A B Y/SB R/BL 1,5 R 1,5 R R 85 86 30 87 SB 1,0 CAN 2 SB SB SB SB SB SB SB SB SB SB Y Y R R R R R MAIN RELA Y HOLD R/BL 1,5 SB 25 SB 25 SB 2,5 SB 2,5 R 25 R 2,5 R 2,5 R/BL 1,0 Y/SB R/W R 25 31 30 BN 1,0 R/BL 1,0 OR 1,0 OR B OR A 3 4 31 11 16 17 18 28 27 23 14 10 8 52 56 30 38 29 25 37 57 60 7 58 59 61 51 h h h l l 7 47 22 15 29 35 39 45 46 37 38 36 40 44 48 52 56 28 32 12 16 20 24 59 62 60 61 8 33 34 27 58 57 b a SB 1,0 R 1,0 -+ BN/OR GR/GN SB OR GN BL OR/SB GB/SB GR/SB VO/SB Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y 1,0 Y/SB W/SB W BL R/BL 1,5 SB 1,5 GN/SB GN/W BL/GN BL/OR GN/R R 1,0 SB 1,0 GR/R BN/OR LBN GR/R SB 1,0 Y BL/W BL/GB Y 1,0 GN Y/SB OR 1,0 R/W R/BL 1,5 R/BL 1,5 BN 1,0 SB 1,5 SB 1,5 SB 1,5 Y/W GR/Y

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1 Battery (24 V) 2 Main Switch 3 Starter motor 4 Alternator 5 Main relay 6 Aux stop switch

7 Connector, engine interface 8 Sensor, coolant temperature 9 Boost air sensor, temp/pressure 10 Diagnosis connector, J1587 11 Connector (VODIA)

12 Sensor, crankhouse pressure 13 Sensor, RPM camshaft 14 Sensor, RPM flywheel

15 Sensor, piston cooling pressure 16 Unit injectors(cyl. 1-6)

17 Preheater relay 18 Fuse

19 Fuse, 10 A 20 Preheater

21 Sensor, coolant level

22 Sensor, oil level/temperature 23 Sensor, water in fuel

24 Sensor, oil pressure 25 Sensor, fuel pressure 26 Air filter indicator

27 Remote aux stop, connector 28 Jumper (removeable)

29 Internal EGR (TAD1350–1355GE only) 30 Control unit, EMS 2.2

31 Wastegate valve, (Tier 3 engines) 32 Electric fan connection (for Visco fan)

Cable colors BL = Blue LBL = Light blue BN = Brown LBN = Light brown GN = Green GR = Gray OR = Orange P = Pink R = Red SB = Black Vo = Violet W = White Y = Yellow

Wire cross-sectional area = 0.75 mm² unless oth-erwise stated.

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1 Sensor, oil level/temp 2 Sensor, fuel pressure

3 Sensor, crankhouse pressure 4 Sensor, oil pressure

5 Sensor, coolant temperature 6 Throttel

7 Coolant level switch 8 WIF connector 9 VGT control valve 10 Stop button

11 6-pole EATS connector 12 8-pole engine connector 13 6-pole diagnosis connector 14 2-pole EATS connector 15 Main relay

16 4-pole pre-heat connector 17 Fuse 10 A 18 Fuse 30 A 19 Starter motor 20 Main switch 21 Battery 24V 22 Alternator

23 Plug connection / alternator 24 Humidity sensor

25 Unit injectors cyl.1-6 26 Crank sensor 27 Camshaft sensor 28 Airfilter indicator 29 Electric fan

30 Boost air temp/press

31 Control unit EMS (conn, A/B)

Cable colors BL = Blue LBL = Light blue BN = Brown LBN = Light brown GN = Green GR = Gray OR = Orange P = Pink R = Red SB = Black Vo = Violet W = White Y = Yellow

Wire cross-sectional area = 0.75 mm² unless oth-erwise stated.

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CIU (Control Interface Unit)

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1 Key switch, operating current (15+) 16 Alarm, low coolant level

2 RPM-potentiometer 17 Fuel alarm

3 Tachometer (code 14) 18 Diagnostic lamp

4 Oil pressure, instrument 19 Overspeed indication (GE)

5 Oil temperature, instrument 20 Operation indicator

6 Coolant temperature, instrument 21 Preheating indication

7 Instrument illumination 22 Preheating contact

8 Idle contact, two position 23 8-pin Deutsch connecting plug, engine interface

9 1500/1800 contact, two position 24 Governor contact

10 Start switch, spring return 25 Battery voltage alarm

11 Stop switch, spring return 26 Termination resistance 120 Ohm

12 Diagnosis contact, spring return 27 8-pin Deutsch connecting socket

13 Alarm, low oil pressure 28 Contact, engine protector disconnect

14 Alarm, high oil temperature 29 Easy Link connector block

15 Alarm, high coolant temperature 30 Control Interface Unit (CIU)

Cable colors

BL = Blue LBL = Light blue BN = Brown LBN = Light brown GN = Green GR = Grey OR = Orange P = Pink R = Red SB = Black VO = Purple W = White Y = Yellow

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DCU (Display Control Unit)

GN/Y 8 7 6 5 4 3 2 1 9 10 11 12 D C U 8 7 6 5 4 3 2 1 8 7 6 5 4 3 2 1 8 7 6 5 4 3 2 1 8 7 6 5 4 3 2 1 3 2 1 Y/W GR/Y SB 2,5 R 2,5 R/BL 2,5 BL 2,5 W W/SB VO R/Y SB/Y R/BL Y SB GN/R GN/SB SB/VO SB/GR SB/W SB 2,5 R 2,5 R/BL 1,5 BL 2,5 W W/SB GR/Y Y/W SB 2,5 R 2,5 R/BL 1,5 BL 2,5 1 2 3 4 5 6 8 9 11 10 1 7 Y/W GR/Y W W/SB P0004305 1 Stop contact 2 Start contact 3 1-pin connector 4 Horn, buzzer alarm 5 Easy Link connector 6 RPM-potentiometer 7 Indicator engine operation

8 Deutsch 8-pin connector, engine interface 9 Deutsch 8-poligt connector, engine interface

Cable Colors

BL = Blue LBL = Lightblue BN = Brown LBN = Lightbrown GN = Green GR = Grey OR = Orange P = Pink R = Red SB = Black VO = Violet W = White

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Control System Installation

Connection

General

•

The installation must be prepared for well and

car-ried out with the greatest care.

•

Secure the connecting cable between the engine

and instrument panel with clamps. Bear in mind that connector blocks must be mechanically secured so that they are not exposed to any pulling forces.

•

The cables must not be run close by hot engine

components or close to any other heat source. Ensure that the cables are protected from mechan-ical wear, sharp edges and water splashes. If nec-essary, the cables can be run through conduits.

•

As far as possible, avoid splices in the system

wir-ing. The cables and any splices must be accessible for inspection and service.

NOTICE! Connectors must be assembled “dry”, they

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Power supply

NOTICE! The engines are equipped with a 2-pole

elec-trical system. This means that the positive and nega-tive cables from the battery must be connected to the starter motor terminals.

The positive cable from the battery may be run via a main switch to terminal 30 on the starter motor. The negative cable from the battery must be con-nected directly to terminal 31 on the starter motor. Refer to the illustration below.

30

31

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Battery specification

Max. battery 2x220 Ah (series connected), 1150 A CCA EN.

Battery charging

Standard for all engines is that batteries are supplied with power from the alternator.

Battery cable cross-sectional area

The total length (L) of the positive and negative cables determines the cable cross sectional area (A).

Max L (m) (ft) 8 26.2 10 32.8 13 42.6 Min A _(mm2₎ (in2₎ 70 0.11 95 0.15 120 0.19

WARNING!

Due to fire risk, the cable area should never be less

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CIU

TAD1341GE, TAD1342GE, TAD1343GE, TAD1344GE, TAD1345GE, TAD1350GE, TAD1351GE, TAD1352GE, TAD1353GE, TAD1354GE, TAD1355GE B C D E F A P0004306

A 8-pin Deutsch connector, from wire harness to engine D For the connection cable, refer to the

Instru-ments page 53 section.

B Connectors, analog instruments E 8-pin Deutsch connector

C 3-pin Deutsch connector, Easy Link instrument F Extension cables, available in the following lengths: 3, 5, 7, 9, and 11 m

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Engine control

Refer to System Information page 32 CIU NO = normally open

NC = normally closed

Start lock (system voltage OFF / ON)

Engine system voltage start current (control unit) is 10 A. Ensure that other components in the installation are dimensioned for this current load.

Start switch

Switch type: closing (NO), spring loaded.

Stop switch

The stop switch is energized during operations via a parameter setting. In this case use a normally closed (NC) switch.

RPM potentiometer

Nominal revolutions minus 90 rpm: 0.3–1.9 V (preset value 1.17 V)

Nominal revolutions plus 90 rpm: 1.9–4.7 V (preset value 4.5 V) A P0005828 A B C 1.17 V 2.84 V 4.5 V P0005827

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1500/1800 rpm switch

Two-position contact.

This function allows a frequency change from 50 to 60 Hz.

Idle switch

Closed contact provides idle rpm.

Droop value switch

The switch must be closed to provide rpm droop value.

Primary control switch

Contact, pre-heating

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CIU

TAD1340VE, TAD1341VE, TAD1342VE, TAD1343VE, TAD1344VE, TAD1345VE, TAD1360VE, TAD1361VE, TAD1362VE, TAD1363VE, TAD1364VE, TAD1365VE

A 8-pin Deutsch connector, from wire harness to engine D For the connection cable, refer to the

Instru-ments page 53 section.

B Connectors, analog instruments E 8-pin Deutsch connector

C 3-pin Deutsch connector, Easy Link instrument F Extension cables, available in the following lengths: 3, 5, 7, 9, and 11 m

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Engine control

Refer to System Information page 32 CIU NO = normally open

NC = normally closed

Start lock

The start lock switch is used to connect the system power, pre-heating and start and stop functions. Engine system voltage start current (control unit) is 10 A. Ensure that other components in the installation are dimensioned for this current load.

A B C D P0003965 A Stop contact B ON contact C Start lock D Pre-heating contact

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Start lock positions

Position 0: engine switched OFF Position I: system voltage ON

Position II: pre-heating ON (spring return) Position III: start motor ON (spring return) Position S: stop function ON (spring return)

A B C D E I P0003966 A Pre-heating B Start C Batt + D 15 start lock E Stop A B C D E I P0003966 A Pre-heating B Start C Batt + D 15 start lock E Stop

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Control switch

Accelerator pedal

Idle: 0.3 1.9 V (preset value 1.17 V) Full throttle: 1.9 4.7 V (preset value 4.5 V)

If an accelerator pedal with different resistance and voltage values is used, the control unit must be re-cali-brated using the parameter tool; refer to Connection of

special tool VODIA page 57.

Idle switch

The accelerator pedal has an integral idle switch that acts as an emergency device if the accelerator pedal potentiometer becomes defective.

When the accelerator pedal is depressed, a contact is closed and the engine increases in steps to 80 percent of maximum rpm. When the accelerator pedal is released, the contact is opened and the engine slows to idle immediately.

A B

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DCU

A

B

C

P0005826

A 8-pin connector from the engine wire harness. B 3-pin Deutsch connector, Easy Link instrument C Connectors, analog instruments (options)

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DCU (Display Control Unit)

The DCU is connected via the 8-pin databus connector block.

Display (optional)

Stop switch (optional)

Warning and control lamps (options)

Running indication: Max. power 3 W Voltage 24 V

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Rpm-potentiometer

Versatile engines

It is possible to invert the signal for the DCU rpm poten-tiometer; see the diagram below.

P0005815

Max. potentiometer value: 0–10 V (preset value 9V)

P0005816

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Warning and Indication Lamps

The warning and control lamps below are available. Specification for all lamps:

Max. power 3 W Voltage 24 V

Refer to the CIU System Information page 32.

•

Alarm, low oil pressure

•

Alarm, high oil temperature

•

Alarm, high coolant temperature

•

Alarm, low coolant level

•

Alarm, low fuel level

•

Alarm, low battery voltage

•

Diagnostic lamp

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Instruments

Easy Link Instrument (option)

Refer to the System Information page 32 for the appli-cable engine.

For parallel connection of up to 20 extra VDO instru-ments.

The instruments will automatically find their own parameter group from the databus. Maximum Easy Link cable length is 3 m.

The following instruments are available:

•

Tachometer/operating hours

•

Coolant temperature

•

Oil pressure

•

Oil temperature

•

Battery voltage P0005054

(56)

Retaining collar

P0005053

Retaining bracket

P0005052

Extension cable, 3-pole, 1 m

P0005051

A 3-pin connector B 3-pole connector C CIU wiring harness

(57)

Instrument, analog (option)

Refer to the System Information page 32 for the appli-cable engine.

Tachometer

Use Volvo Penta standard tachometer, graduations 0– 2,600 rpm.

Setting code 14. Refer to installation instructions.

Oil pressure gauge

Use Volvo Penta oil pressure gauge, graduations 0– 10 bar (0–145 psi).

Oil temperature gauge

Use Volvo Penta oil temperature gauge, graduations 40–150 °C (104–302 °F).

P0003961

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Coolant temperature gauge

Use Volvo Penta oil temperature gauge, graduations 40–150 °C (105–300 °F).

Diagnostics switch

Switch type: closing (NO), spring loaded. For reading fault codes, refer to the Calibration and

Set-tings page 78 chapter.

Contact, pre-heater

Switch type: closing (NO), spring loaded. This contact activates the pre-heating.

Synchronizing Engine Speed

Synchronization/load distribution

The system is adapted for GAC synchronization and load distribution. Use the EAM122 interface module when connecting to this system. When this system is used, voltage levels must be adjusted simultaneously with VODIA, according to the below.

NOTICE! The EAM122 interface module is not sold by

Volvo Penta. Contact a GAC (Governors of America Corporation) dealership. A B C P0003964 A Rpm control (GN/NO) B Rpm control (GN/SB) C Contact to (R/BL 1.5) A B C 0.7 V 2.75 V 4.8 V P0005829 A Nominal revolutions +120 rpm B Nominal revolutions (1500/1800 rpm) C Nominal revolutions –120 rpm P0003961

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Calibration and Settings

Parameter Setting

Connection of special tool VODIA

P0001169

Function

It is possible to read and adjust parameters with the VODIA tool, part no.3838619, as described in the fol-lowing pages.

The VODIA tool is connected to the diagnostic outlet 6-pin connector located on the left side of the engine. Refer to the VODIA user directions for instructions.

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Adjustable parameters

TAD1341GE, TAD1342GE, TAD1343GE, TAD1344GE, TAD1345GE, TAD1350GE, TAD1351GE, TAD1352GE, TAD1353GE

NOTICE! Some parameters require special

authoriza-tion.

Primary regulator mode

Selects the regulator to be used when the regulator contact is closed.

Alternative modes: ”Isochronous” or ”Droop value” Preset mode: ”Isochronous”

Indicated engine rpm inverted value

Alternative engine revolutions: 1500 rpm or 1800

rpm.

Preset rpm: dependent on the specification ordered.

PTO regulator gradient is used

The gradient is defined either by a droop value in per-cent if the Regulator roop value parameter is equal to zero or Nm/rpm if the Regulator gradient parameter is equal to zero.

Maximum engine revolutions (CIU)

Potentiometer signal voltage on the CIU unit corre-sponding to nominal revolutions (1500/1800 rpm) plus +/- 90 rpm.

Min. value: 1.90 V Max. value: 4.70 V Preset value: 4.50 V

Regulator droop value

Selects the droop value magnitude to be used when droop value is activated (percent).

Min. value: 0 % Max. value: 8 % Preset value: 4 %

Pre-heating for ignition

Selects whether pre-heating and post heating is to be activated directly when the ignition is turned on. The pre-heating and post heating periods are depend-ent on coolant temperature.

If the parameter is in ”Off” mode, pre-heating and post heating must be activated manually via the ignition lock or pre-heater button.

Alternative modes: “Off” or “On” Preset mode: “Off”

Stop function

The CIU unit stop signal is energized during “opera-tions” or “stop”.

Preset mode: ”Stop”

Lamp test

This parameter determines if a lamp test is to be per-formed when the system is started.

Alternative modes: “Off” or “On” Preset mode: “On”

Idling speed

Setting idle revolutions.

Min. value: 600 rpm Max. value: 1200 rpm Preset value: 900 rpm

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Adjustable parameters

NOTICE! Certain parameters require special

authori-zation.

Regulator mode

Select if droop value is active.

Alternative modes: “Off” or “No” Preset mode: ”No”

Regulator gradient

Determines the droop value to be used (gradient)

Min. value: 10 Nm/revolution Max. value: 128 Nm/revolution Preset value: 25 Nm/revolution

Inverted regulator mode

Select if droop value is to be active.

Alternative modes: “No droop value” or “Variable

droop value”

Preset mode: “Fixed droop value”

Primary regulator mode

Alternative modes: ”Isochronous” or ”Droop value” Preset mode: ”Isochronous”

Idling speed

Setting idle revolutions.

Min. value: 600 rpm Max. value: 900 rpm Preset value: 700 rpm

Idle voltage (CIU)

Throttle control input signal voltage to corresponding idle at the CIU unit.

Voltage max. rpm (CIU)

Throttle control input signal voltage to corresponding full throttle at the CIU unit.

Pre-heating for ignition

Selects if pre-heating is to be activated directly the ignition is turned on. If the parameter is in ”Off” mode, pre-heating and post heating must be activated man-ually via the ignition lock or pre-heater button.

Alternative modes: “Off” or “On” Preset mode: “Off”

Stop function

CIU stop function

The CIU unit stop signal is energized during “Opera-tions” or “Stop”.

Lamp test

This parameter determines if a lamp test is to be per-formed when the system is started.

Alternative modes: “Off” or “On” Preset mode: “On”

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Alarm limits

TAD1341GE, TAD1342GE, TAD1343GE, TAD1344GE, TAD1345GE, TAD1350GE, TAD1351GE, TAD1352GE, TAD1353GE, TAD1354GE, TAD1355GE

Alarm threshold, high oil temperature

A warning lamp is lit at this temperature.

Min. value: 120 °C (248 °F) Preset value: 125 °C (257 °F) Max. value: 130 °C (266 °F)

Alarm threshold, high coolant temperature

Overspeed limit

Percent above normal revolutions at which the over-speed warning is activated.

Min. value: 0 % Preset value: 20 % Max. value: 20 %

Alarm limits

Alarm threshold, high oil temperature

Alarm threshold, high coolant temperature

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Engine protection

TAD1341GE, TAD1342GE, TAD1343GE, TAD1344GE, TAD1345GE, TAD1350GE, TAD1351GE, TAD1352GE, TAD1353GE, TAD1354GE, TAD1355GE

Oil temperature

Determines whether engine protection is to be acti-vated in respect of high oil temperature. A fault code is registered and the engine is shut down.

Alternative modes: “Yes” or “No” Preset mode: “Yes”

Coolant temperature

Determines whether engine protection is to be acti-vated in respect of high coolant temperature. A fault code is registered and the engine is shut down.

Coolant level

Determines whether engine protection is to be acti-vated in respect of low coolant level. A fault code is registered and the engine is shut down.

Charge air temperature

Determines whether engine protection is to be acti-vated in respect of high charge air temperature. A fault code is registered and the engine is shut down.

Charge pressure

Determines whether engine protection is to be acti-vated in respect of high charge air pressure. A fault code is registered and the engine is shut down.

Oil pressure

Determines whether engine protection is to be acti-vated in respect of low oil pressure. A fault code is registered and the engine is shut down.

Piston cooling pressure

Determines whether engine protection is to be acti-vated in respect of low piston cooling pressure. A fault code is registered and the engine is shut down.

Crankcase pressure

Determines whether engine protection is to be acti-vated in respect of high crankcase pressure. A fault code is registered and the engine is shut down.

Overspeed warning shutdown

Determines whether engine protection is to be acti-vated in respect of overspeed. A fault code is regis-tered and the engine is shut down.

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Engine protection

Oil temperature

Determines whether engine protection is to be acti-vated in respect of high oil temperature. A fault code is registered and the engine is shut down.

TAD1650VE: a fault code is registered and an orange or red warning lamp is lit.

Coolant temperature

Determines whether engine protection is to be acti-vated in respect of high coolant temperature. A fault code is registered and the engine is shut down.

Coolant level

Determines whether engine protection is to be acti-vated in respect of low coolant level. A fault code is registered and the engine is shut down.

TAD1650VE: a fault code is registered and an orange warning lamp is lit.

Charge air temperature

Determines whether engine protection is to be acti-vated in respect of high charge air temperature. A fault code is registered and the engine is shut down.

Charge pressure

Determines whether engine protection is to be acti-vated in respect of high charge air pressure. A fault code is registered and the engine is shut down.

Oil pressure

Determines whether engine protection is to be acti-vated in respect of low oil pressure. A fault code is registered and the engine is shut down.

Piston cooling pressure

Determines whether engine protection is to be acti-vated in respect of low piston cooling pressure. A fault code is registered and the engine is shut down.

Crankcase pressure

Determines whether engine protection is to be acti-vated in respect of high crankcase pressure. A fault code is registered and the engine is shut down.

ECU temperature

Determines whether engine protection is to be acti-vated in respect of high control unit temperature. A fault code is registered and an orange or red warning lamp is lit.

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CAN bus settings

Background

With new emission legislations the requirements on customer panels increases and a document describing what needs to be implemented in the OEM CAN panels is needed.

Requirements on OEM panels

There is one message that has to be sent to the VP EECU and that is the VP status message. See section

VP STATUS MESSAGE: OC FF 46 11. Without this

message the EECU will set a fault code on the CAN bus and disregard more communication.

Engine interface connector (EIC)

The EIC contains 8 pins with the following functions: 1 CAN High

2 CAN Low 3 Battery minus 4 Battery plus 5 Battery after key 6 Extra stop 7 J1587A 8 J1587B

This is where any CAN panel shall connect to battery plus and battery minus in order to be powered. Battery after key and extra stop shall get the positive voltage from pin 4 (battery plus) when powered.

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Battery after key - signal

The battery after key - signal is a “wake up” signal to the EMS. When this pin get powered the main relay will be activated which will power the EMS and the EMS will start to communicate.

This pin should have power for as long as the EMS is supposed to communicate. The EMS will hold this relay even without getting power via this signal once the software is up and running. However, in order to avoid problems in the aftermarket, it shall always be power on this pin when the EMS is supposed to com-municate.

NOTICE! The battery after key signal can be

config-ured via VP aftermarket tool. So that the engine will stop if power is removed from the pin. (Pin 5 in the 8-pole Engine Interface Connector; EIC).

It shall also always be possible to power this pin with-out having to start the engine in order to be able to work on the engine with after market tools.

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Extra stop - signal

The stop input signal, stops the engine when voltage is applied to this pin. (Pin 6 in the 8-pole Engine Inter-face Connector; EIC)

Never have a stop signal being continuously sent to a powered control unit. If there is a continuous active stop signal over time, it could damage the engine con-trol unit. Figure 1 shows that the stop signal should be sent as a pulse signal.

The voltage to the stop signal should come from pin 4 in the engine interface connector.

Stop signal Active Inactive Active Inactive A stop request a pulse signal. Time NOT OK should be sent as P0013956