EMR3 System Description Deutz

Systembeschreibung

EMR3

by DEUTZ AG

Das elektronische Motorregelsystem EMR3 löst die Systeme EMR1,2 und MVS ab. Für die

DEUTZ-Motor-Baureihe 2011/12 bleibt das EMR2-System vorläufig erhalten.

Dieses Dokument beschreibt die Neuerungen, den Aufbau und die Funktionsweise des EMR3 und gibt Hinweise zur Fehlersuche und zur Problembehebung.

Das elektronische Motorregelsystem EMR3-OnRoad wird in einer eigenen Systembeschreibung behandelt.

The electronic engine control system EMR3 replaces the EMR and MVS systems. For the DEUTZ-Series 2011/12 EMR2 will remain.

This document describes the new features, the structure and the functional principle of the EMR3 and gives hints for troubleshooting and elimination of problems.

The electronic engine control system EMR3-On-Road is dealt within its own system description.

All rights reserved. No parts of this work may be reproduced in any form or by any means - graphic, electronic, or mechanical, including photocopying, recording, taping, or information storage and retrieval systems - without the written permission of the publisher. Products that are referred to in this document may be either trademarks and/or registered trademarks of the respective owners. The publisher and the author make no claim to these trademarks. While every precaution has been taken in the preparation of this document, the publisher and the author assume no responsibility for errors or omissions, or for damages resulting from the use of information contained in this document or from the use of programs and source code that may accompany it. In no event shall the publisher and the author be liable for any loss of profit or any other commercial damage caused or alleged to have been caused directly or indirectly by this document. Copyright © 2007 DEUTZ AG Version 1.2.2 Compiled 11.09.2007 © 2007 DEUTZ AG Publisher

Special thanks to:

All collegues of DEUTZ AG

Managing Editor

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DEUTZ AG

Service Information Systems

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Inhalt

EMR3

1

... 1 1 Foreword ... 1 2 Important notes ... 3 3 System components ... 13 4 System functions ... 14 Control/regulation functions ... 14 Monitoring functions ... 16 Diagnosis functions ... 16 5 Interfaces ... 18 Protocols ... 22 Wiring ... 23 Diagnostic plug ... 25 Main relay ... 28 Control unit EMR3-S (EDC 16 UC 40)

... 35 Control unit EMR3-E (EDC 7 UC 31)

... 50 Circuit diagrams

... 59 6 Service tasks

... 60 Calibrating foot pedal and hand throttle

... 62 Setting idle speed

... 63 Setting Droop 1

... 64 Setting Droop 2

... 65 Setting fixed speed

... 66 Setting emergency speed

... 67 Setting pulse rate for vehicle speed

... 68 Setting vehicle maximum speed

... 69 Initialize the EEPROM

... 70 Updating operating software

... 74 IO-Testing

... 75 7 Diagnostics

... 75 Diagnostics with diagnostic key and error lamp

... 77 Diagnosis with SERDIA

... 80 Table of system errors

... 82 8 Technical data

... 88 9 Glossary

Es ist unser Bestreben, den Inhalt dieses Dokuments kontinuierlich zu optimieren, wobei praktische Erfahrungen aus dem Kreis der SERDIA-Anwender eine besonders wertvolle Hilfe darstellen. Sollten Sie

daher Änderungen, Erweiterungen oder Verbesserungen wünschen, bitten wir um eine entsprechende Nachricht (E-Mail: Herr Finken, [email protected]). Wir bewerten jede Meldung sorgfältig und

veröffentlichen Neuauflagen dieses Dokumentes, sobald sein Inhalt verändert wurde. Im Voraus bedanken wir uns für Ihre Unterstützung.

Our aim is to continuously optimise the contents of this document, whereby practical experience from the circle of SERDIA users is very valuable. So, if you want any changes, extensions or improvements made, please notify us accordingly (E-mail: Mr. Finken, [email protected]). We will examine all messages

carefully and publish new editions of this document as soon as its content is changed. Thank you in advance for your kind support.

1

EMR3

1.1

Foreword

1.2

Important notes

Binding documentation

This document serves for a detailed explanation and illustration of the structure and functional principle of engine components.

The data contained herein only correspond to the state of the art at the time of the setting and are not subject to an immediate revision service.

The data of the published and respectively valid technical documents such as operating instructions, circuit diagrams, workshop manuals, repair and setting instructions, technical bulletins, service bulletins etc. are exclusively binding for the operation, maintenance and repair.

We refer especially to the valid edition of the "Installation Guideline for Electronic Systems on DEUTZ Diesel Engines" which are available from the Installation Consulting Dept. (E-mail: Mr. Benke, [email protected]).

Safety

The fuel systems described in this document operate under very high pressures. The appropriate work guidelines from the workshop manual must be observed for all work on the fuel system because otherwise there is a danger to life

Customer wiring

In order to attain the required protection class (IP 66) at the control unit, the individual wire seals, plugs and sealing rings provided must be used.

The connection between pins and individual wires must only be carried out with the proper crimp tools.

The voltage supply on inputs and outputs for connected switches, sensors and loads must be switched off via the ignition switch (terminal 15) and not via battery positive pole (terminal 30).

Work on the electrical system

The power supply (ignition, terminal 15) must be switched off before all work on the electrical system.

Sensors and actuators must not be connected to external voltage sources for test

purposes. They must be connected to EMR3-ECU only. The components could otherwise be permanently damaged.

Regardless of the reverse polarity protection integrated in the EMR3, all wrong polarity should be avoided to rule out any risk of damaging the control unit.

The control unit plug may not be pulled out when the control unit is in operation (i.e. when the power supply is switched on at terminal 15).

Correct procedure: Switch off the power supply (normally with the ignition key), wait for the main relay to switch off (delayed by up to 15 s, listen for clicking noise), pull out control unit plug.

The connecting plugs of the EMR3 are only protected against dust and splash water when the mating plugs are plugged in. If the mating plugs are removed, make sure that the control unit is not exposed to moisture.

Electrical welding

All plugs must be removed from the control unit during electrical welding on the vehicle or machine to avoid damage.

1.3

System components

The engine control system EMR3 requires the following components

as a minimum equipment for operating the engine:

 Engine control unit (EMR3-S or EMR3-E)*  Power supply (battery)*

 Foot pedal, hand throttle or switch for nominal value preset*  Ignition start switch*

 External main relay (only in EMR3-S)*  Function switch*

 Speed sensors

 Pressure and temperature sensors  Cable harness, engine side / vehicle side*  Error lamp*

 Diagnostic button*  Diagnostic socket*

 installation and wiring by customer

The system can be extended by additional components depending on the application-specific engine configuration. Please contact DEUTZ AG for further information.

Engine control unit

The central component of the EMR3 system is the engine control unit. This has the job of ensuring optimum running of the engine with aims

 good exhaust behaviour,  low consumption,  quiet engine running,  long engine life,  efficient service

For this purpose, the engine control unit makes a number of calculations with the measured values and the parameters saved in the data memory which form the basis for all the functions provided. The most important functions include:

 exact control of the injection process (including number, start and duration of injections),  governoring of the idle speed,

 governoring of the exhaust return volume,

 optimisation of the balanced running (by correction of injection volume),  engine monitoring,

Description of functions

The hardware of the EMR3 contains (roughly described): o one CPU (MOTOROLA central processing unit) o memory

 flash-memory (for software and parameters)

 eeprom-memory (for special parameters and counters)  RAM (for working memory)

Inputs and outputs

o digital (means ON-OFF signals and PDM signals) o analogue (continous signals, inputs only)

communication ports

o ISO 9141 (Keyword protocol) o CAN-Bus (SAE J 1939 protocol) Power regulator

A EMR3-ECU contains several parts of data in general:

o main software ( it´s like the BIOS in a PC - DEUTZ calling: "BSW")

o application data ( it´s like an office-program on a PC - DEUTZ calling: "dataset") o manufacturing data (it´s like the CMOS-RAM in a PC - DEUTZ calling: "logistic data") The EMR3 could be programmed via the ISO 9141 interface (Programmimg via CAN-Bus is in pipeline). There are different possibilities of programming an EMR3:

o complete dataset + BSW (needed for main software exchange) o complete dataset (needed for e.g. spare parts)

o partitial dataset (needed for e.g. special adjustment in small series production) o calibration (needed for adjustment in field e.g. footpedal calibration)

Many engine functions of the EMR3-Software are available via switches (digital or analog inputs) and CAN-Bus. These functions are choosen from a DEUTZ-configurator called ELTAB. The output of the configurator is the customerspecific dataset for serial production.

In factory every EMR3 is programmed with a customerspecific complete dataset + BSW. After power calibration on the DEUTZ-testbench the EMR3 enters the status "engine specific" and receives a barcode label with the engine number printed on.

It´s forbidden to exchange EMR3-ECU´s (with or without barcode

label), that don´t match with the DEUTZ-engine-number.

The sensors attached to the engine provide the electronics in the control unit with all the relevant physical parameters.

In accordance with the information of the current condition of the engine and the preconditions (accelerator pedal etc.) the EMR 3 controls the injectors and thus doses the fuel quantity in accordance with the performance requirements.

The EMR 3 is equipped with safety devices and measures in the hardware and software in order to ensure emergency running (Limp home and/or shut off) functions.

In order to switch the engine off, the user needs to turn the ignition switch into Stop-position (terminal 15) only. The ECU shuts off the fuel ignition and enters a data-saving mode for about 15s (max). Within this time the terminal 30 (constant battery voltage) must not be disconnected from EMR3. When the ECU leaves this mode the internal/external Main-Relay is shut off and terminal 30 is disconnected from EMR3 permanently.

Base System functions

The following list gives an overview of the implemented EMR3-Functions. Nearly all functions described in EMR2-System are available in EMR3.

o Speed control

o All speed governor, fuel governor (Min/Max-Governor), switchable governor mode during operation, freezing the current speed, fixed speed for synchronization or load distribution, overdrive speed o Set point input

o Footpedal and/or hand throttle o External voltage signal (0 - 5 V) o CAN Bus (remote electronics) o Fixed speed signal (genset operation) o Pulse width modulation (PWM)

o Touch control operation Up/Down (digital) o Optimal adaptation to different applications o Torque limitation

o Up to three top curves can be set independently o Droop

o Constant, variable or switchable droop o Engine Start/Stop

o Monitoring and signal output functions

o Coolant temperature and level, oil pressure, charge air temperature, fuel temperature, o fault display and/or power reduction or switch-off-engine

o Boostpressure (LDA) function o Smoke limitation

o Temperature-dependent start control

o Improving the starting ability, gentle cold start without smoke ejection o Altitude correction

o Engine and turbo charger protection o Fuel volume correction

o Compensation for fuel heating o Emergency running (limp home mode)

o Emergency running after failure of set point signal (e.g. using accelerator pedal), the charge air sensor or the vehicle speed signal

o ECU controls a heating flange or the glow plugs or the flame heating o Data communication

o Interfaces, diagnostics and programming o Output of fault fault blink codes

DEUTZ-Labeling EMR3-E EMR3-S

Label of manufacturer ED 7 UC 31 ED 16 UC 40

engine types TCD 2015 TCD 2012 2V

TCD 2013 2V TCD 2013 4V

injection system DCR® _{= DEUTZ Common Rail / DMV = DEUTZ Magnetic valve}

supply voltage 12 und 24 V

operating temperature -40 °C bis +80 °C, cooling with air convection

mounting methods chassis, cabin chassis, cabin

main relay internal external

Max. number of cylinders

6 / 8 Zyl. @ (DMV), 4 / 6 Zyl. @ (DCR®₎

electrical plugs 89 + 36 + 16 Pins 94 + 60 Pins

environment protection category

IP 6K, IP 9K IP 6K, IP 9K

data interface / protocol

CAN / SAE J1939, ISO 9141 / KWP 2000

See the "DEUTZ Engine Control Units, An Overview" brochure for further details.

The Deutz Common Rail System is a high pressure injection system for diesel-engines. The rail is the a memory for high compressed fuel for all injectors. This memory is charged by two high pressure pumps. The system is controlled by the EMR3 via fuel control unit.

Advantages:

 mostly free chooseable injection pressure  injection pressure up to 1600 bar

 flexible injection processes 

As shown in the picture the system contains 4 different fuel-pressure zones. Several pressure sensors give the EMR3 some status information of the system and via MPROP the EMR3 is able to control the pressure. The processes is controlled in a closed loop governor.

Three different types of injection could be used:  pre injection (e.g. to reduce noise emission)  main injection (working)

Example for an electrical activation of injector and the resulting fuel-injection:

1 = fuel tank 7 = ECU 12 = engine main plug (X17) 15 = Diagnosis, -button, -plug, -lamp. 21 = indicating instrument

2 = prefilter 8 = high pressure_{reservoir, Rail}

12a = connection harness ECU <-> engine 16 = ignition key (clamp 15) 22 = Battery (clamp 31, 30) 3 = fuel pump 8a = DBV = high pressure limiting valve (closed: Pmax = 1800bar, opened: Pmax ~ 700bar) 12b = customer specific harness 17 = switchable function (eg. fixed speed 1-2, droop 1-2 etc.)

4 = fuel filter

9 = injectors 12c = engine harness 18 = clutch switch 5 = fuel high pressure

pump

10 = Railpressure sensor

13 = EGR exhaust gas recirculation (external)

19 = e.g. footpedal, setpoint setting 6 = FCU = ZME =

MPROP = fuel control unit

11 = exhaust turbo charger

14 = engine sensors ( e.g. speed, coolant temp., oil pressure)

Engine with DMV

1,2,3,6,7,8,9,0,11,12,13 =

Motor-Sensoren 24 = Diagnosis plug 16 = Signal light, -lamp 4 = engine main plug (X17 21 = ignition key (clamp 15) 15 = indicating instrument 5 = ECU 20 = switchable function

(eg. fixed speed 1-2, droop 1-2 etc.) 14 = Battery (clamp 31, 30) 22 = Diagnosis button 19 = clutch switch

1.4

System functions

The EMR3 system functions vary slightly according to the used hardware (HW), operating software (MSW = main software (BSW = German)) and engine equipment.

Four software combinations

can be named at the moment: Injection system DCR Injection system DMV

Control unit ED 7 (0421 4432) MSW project name: P_490_aaa MSW project name: P_513_bbb Control unit ED 16 (0421 4367) MSW project name: P_491_ccc MSW project name: P_492_ddd

The consecutive designation aaa ... ddd indicates the development state of the software and the connected system functions.

The partnumbers (PN) refer to the date of writing this document. Changes in PN are possible.

The following DEUTZ part numbers (PN) were defined at the time this document was written:

TN ASAP TN BSW Name BSW TN EStG Name EStG

0421 4633 0421 4632 P_491_220 0421 4367 EMR3-S (ED 16UC40)

0421 5113 0421 5112 P_491_302 0421 4367 EMR3-S (ED 16UC40)

0421 5436 0421 5435 P_491_310 0421 4367 EMR3-S (ED 16UC40)

0421 5546 0421 5545 P_491_400 0421 4367 EMR3-S (ED 16UC40)

0421 4689 0421 4688 P_492_213 0421 4367 EMR3-S (ED 16UC40)

0421 4680 0421 4679 P_513_214 0421 4432 EMR3-E (ED 7UC31)

1.4.1

Control/regulation functions

Regulation of the engine torque

The basic task of an engine regulator is to call the respective engine torque necessary in every operating state from the engine to set a constant speed, for example, or to match the nominal value specified by the driver. The EMR3 engine control unit determines the torque in the following way:

Starting from the position of the setpoint transmitter (foot pedal, hand throttle or switch) it first determines the necessary drive torque and calculates the necessary coupling toque from this. By adding the power requirements of engine components, you get the nominal value for the torque to be emitted by the engine (external torque). Under consideration of friction losses and the

operating point-dependent engine efficiency, the internal engine torque is obtained and finally, from this, the nominal value for the fuel volume.

1.4.2

Monitoring functions

The monitoring functions serve to avoid operating states which could damage the engine. The following hardware and signals can be monitored.

Sensors

Coolant temperature Coolant level (optional*) Oil pressure

Charge air temperature

Water in fuelAir filter differential pressure (optional*)

Actuators Battery voltage

Heating flange (only installed in 4V engines)

There are other monitoring functions (e.g. for rail pressure ), which are activated automatically in the event of an error.

All monitored values can be displayed (additionally to the diagnostic lamp).

early detection of errors:

intention: early recognizing of malfunctions in EMR3-Systems, to avoid environmental pollution or subsequent damage. Three strategies are possible:

Warning

Warning / power reduction with or without delay

Warning / power reduction / shut off with or without delay Example Coolant temperature:

The shut off limit at high temp has been increased by DEUTZ AG. But this was only possible, because now a power reduction comes first. Therefore a strategy warning and shutoff without powerreduction is not allowed anymore!

User defined combinations of warning strategies are not possible any more (look functional description of sales department) and the user has to use the tested DEUTZ-combinations.

Activated power reduction starts with after warning (diagnosis lamp is activated). The warning- and shut off - limits are engine type or ECU - type dependant. (see ELTAB chapter 8)

The shut off condition leads to a blinking lamp (override is possible, that means shut off could be bypassed by user, if configurated. Warranty claims will get lost in this case)

1.4.3

Diagnosis functions

The EMR3-Ecu´s offer a diagnosis via

 Blink-Code

 CAN-Bus

 K-Line

The blink-code is described in Table of diagnostic errors. With this feature it is possible to readout an active system error without a connected diagnosis-tool. Activating this mode is described in Diagnosis with diagnosis button an error lamp

The CAN-Bus protocol contains the standard messages from SAE J 1939. Not all telegrams have been implemented. Therefore ask your DEUTZ-Dealer or salesman.

Via K-Line the ECU uses the KWP2000-protocol with crypted datastream. The DEUTZ-diagnosistool SerDia2000 is able to read out and/or write the errormemory,

measurements and parameters. The access to the ECU and the SerDia-Menu is controlled by competence classes, which are implemented in the SerDia-Hardware-Interface. The levels are password-protected. For each competence class the user needs an extra interface. Further information see diagnostics.

1.5

Interfaces

Interfaces refer generally to data transfer points. In the EMR3 system, the transferred data are electrical signals which transport either information about engine application or engine diagnosis. The interfaces of the EMR3 system can be divided accordingly into application interfaces and a diagnostic interface.

Application interface engine - control unit

All the sensors installed in the engine (e.g. for oil pressure and coolant temperature) and actuators (solenoid valves, heating flange etc.) are usually wired at the factory by laying the individual cables in an engine cable harness at the engine adapter plug. The connecting cable from the engine adapter plug to the engine control unit is installed by the customer. The

connecting cable can be ordered in a specified length from DEUTZ or can be assembled by the customer himself.

There are no special demands on the wiring between the engine transfer plug and the control unit but you should make sure that the power cables of the injectors are not laid directly next to the sensor cables. Shielding the cables for these signal types is definitely an advantage. Please observe the DEUTZ wiring instructions.

Application interface vehicle - control unit

This can be understood as the cable harness which connects the display and control elements in the instrument panel to the engine control unit.

Here too, there are no special demands on the wiring but it is an advantage to use shielded cables for individual signal types (CAN-bus, diagnosis, foot pedal, hand throttle, etc.).

Please, mind the DEUTZ-wiring-plans, which are available for every ordered engine. Wire the communication-wires like in DEUTZ-installation-instructions described. Handle the ECU-communication-ports as networks and install them accurate in your application.

Diagnostic interface

The engine control units EMR3-S and EMR3-E have three interfaces via which the control unit data hardware can access the appropriate communication hardware (e.g. SERDIA USB interface) and diagnosis software (e.g. SERDIA). These are

 the ISO-9141 bus (with KWP-2000 protocol, only K-line),  the CAN-bus 1 (with SAE-J-1939 protocol),

 the CAN-bus 2 (not used at the moment).

The wiring between the diagnosis socket and the engine control unit is done by the customer and is usually integrated in the cable harness of the application interface vehicle - control unit. The DEUTZ wiring instructions for CAN-bus cables must be observed. The ISO-9141 bus wiring between the control unit and the communication hardware should not exceed a total length of 15 m to achieve good signal quality.

´The KWP2000 protocol cannot be viewed and can only be used by the DEUTZ diagnosis

software SERDIA. The SAE-J-1939 protocol on the other hand is internationally standardised and can be used with any CAN diagnosis hardware and software. For this, standard messages are selected from the set of the SAE-J-1939 protocol by DEUTZ via control unit parameterization which are sent regularly to the bus by the control unit. The configuration of the CAN messages is determined in predefined CAN function scopes from which the customer selects a suitable one for the engine application when ordering the engine. An adaptation of the CAN messages to

individual conditions is only possible in agreement with the DEUTZ head office.

The control unit also provides the possibility of outputting a blink code according to the currently available errors in the event of an error. The error lamp and the diagnostic key must be connected for a diagnosis in this case. The diagnostic button is connected to the K-line of the ISO-9141 bus. Accidental actuation of the button during ISO communication leads to the connection being broken and the diagnostic program must be restarted.

see also Diagnostics

1.5.1

Protocols

Protocols specify the process of data transmission between intelligent devices. Two protocols are used in the EMR3 system for external communication:

 KWP 2000

Via the K-line, for diagnostic purposes  SAE J 1939

Via the lines CAN-High and CAN-Low, for diagnostic purposes and communication between the control units.

CAN-Bus interface

o Baud-Rate: 250 kBit/s

o Several scopes of CAN-functionalities available

o All source adresses and priorities are fixed for every single message like SAE J1939-protocol.

o After Power up of he ECU the diagnosis starts with a delay of 10 seconds. o Dignosis interrupts for 30s if battery-voltage drops under 9 Volt.

o Data FFh tells: not defined o Data FEh tells: not valid

Example for a CAN-Standard-Function 3100

CAN Code No. 3100Engine Type: Don't care

CAN – Function Transmit Messages, Engine Stop Request, Request

For ECU`s: EMR3-s CR, EMR3-e CR, EMR3-e PLD

Data Sets: CAN_3100

The CAN - BUS has got the following adjustment:

 The node address of EMR3 is 0.  The rate of transmission is 250 kBaud  CAN Function without Time Out detection.

 The node address for the received messages is 3. Only the engine stop request messages can be received from any node on the BUS.

 The PDUS Byte of Multi package Transport Protocol got the Value FF by automatically send. Otherwise it will include the identifier of the request Node.

 The priority, resolution, repetition rate and all other information is outlined in the CAN Specification for EMR3 and this Documentation.

Receive Messages:

Po s. Name DLC J1939 Identifier Repetitio n Identifier Byte Priority 3 Bit Reserve d 1 Bit Data Page 1 Bit (P+R+D P) PDU F 1 Byte PDU S 1 Byte Sourc e Addre ss 1 Byte rate (msec) Hex 1 Request 3 6 0 0 (18) EA 00 3 0 18 EA 00 03 2 Engine Stop request 1 2 0 0 (08) FF 16 Ignorie_rt 0 08 FF 16_xx

3 Delete active Error_(DM11) 0 6 0 0 (18) FE D3 3 0 18 FE D3₀₃

Transmit Messages:

Pos . Name DLC J1939 Identifier Repetitio n Identifier Byte Priorit y 3 Bit Reser ved 1 Bit Data Page 1 Bit (P+R+DP) PDUF 1 Byte PDU S 1 Byte SrcA ddr. 1 Byte RATE (msec) Hex 1 EEC1 8 3 0 0 (0C) F0 04 0 20 0C F0 04 00 2 EEC2 8 3 0 0 (0C) F0 03 0 50 0C F0 03 00 3 EEC3 8 6 0 0 (18) FE DF 0 250 18 FE DF 00 4 Fuel economy 8 6 0 0 (18) FE F2 0 100 18 FE F2 00 5 Cruise Control 8 6 0 0 (18) FE F1 0 100 18 FE F1 00 6 Engine Temperature 8 6 0 0 (18) FE EE 0 1000 18 FE EE 00 7 Inlet/Exhaust Conditions 8 6 0 0 (18) FE F6 0 500 18 FE F6 00 8 Engine Fluid Level/Pressure 8 6 0 0 (18) FE EF 0 500 18 FE EF 00 9 Measure 1 8 6 0 0 (18) FF 04 0 200 18 FF 04 00 10 Measure 2 8 6 0 0 (18) FF 12 0 100 18 FF 12 00 11 Measure 3 8 6 0 0 (18) FF 13 0 100 18 FF 13 00 12 Measure 4 8 6 0 0 (18) FF 14 0 100 18 FF 14 00 13 Measure 5 8 6 0 0 (18) FF 1A 0 100 18 FF 1A 00 14 Measure 8 8 6 0 0 (18) FF 1D 0 100 18 FF 1D 00 15 Measure 9 8 6 0 0 (18) FF 19 0 100 18 FF 19 00 16 Limitation 8 3 0 0 (0C) FF 15 0 100 0C FF 15 00

17 Vehicle Electrical_Power 8 6 0 0 (18) FE F7 0 1000 18 FE F7 00

18 Ambient Conditions 8 6 0 0 (18) FE F5 0 1000 18 FE F5 00

19 State of Input 1 8 6 0 0 (18) FF 0A 0 1000 18 FF 0A 00

20 State of Output 1 8 6 0 0 (18) FF 0B 0 1000 18 FF 0B 00

21 Engine_{Configuration} 8 6 0 0 (18) FE E3 0 5000 18 FE E3 00

22 Engine Hours 8 6 0 0 (18) FE E5 0 Request 18 FE E5 00

23 Controller_{Configuration} 8 6 0 0 (18) FF 0C 0 Request 18 FF 0C 00

24 Software_{Identification} 8 6 0 0 (18) FE DA 0 Request 18 FE DA 00

25 Active Error (DM1) 8 6 0 0 (18) FE CA 0 1000 (by active Error) 18 FE CA 00 26 Error Number (DM5) 3 6 0 0 (18) FE CE 0 Request 18 FE CE 00 27 Frese Frame Parameter (DM4) 8 6 0 0 (18) FE CD 0 Request 18 FE CD 00

28 Passive Error_(DM2) 8 6 0 0 (18) FE CB 0 Request 18 FE CB 00

29 Multi package_Transport 8 6 0 0 (18) EC FF 0 18 EC FF 00

30 Multi package_{Transport Protocol} 8 6 0 0 (18) EB FFÚ₀₃ 0 18 EB xx 00

1.5.2

Wiring

For a lot of work on the EMR3 system such as the device/vehicle side wiring, testing or replacing components, system extensions, an exact knowledge of the assignment of the connecting plugs and sockets of the system components and their correct connection with each other is necessary. The plug assignment sketches and circuit diagrams illustrated below serve as a reference for this.

manufacturing of the wiring

Please refer to the DEUTZ instruction manuals ! In particular the pin contacts must be crimped with the designated crimp-tools. If necessary remove inserted pin-contacts only with the designated ejection-tool. Further specifications for crimp-connections see DIN EN 60352-2.

1.5.2.1 Diagnostic plug

In order to be able to access the EMR3 control unit with the SERDIA 2000 diagnosis software, a connection must be made between the SERDIA-PC and the diagnostic interface of the EMR3 system. The connection is made with the interface cable HS-Light/HS-Light II from the USB port of the PC to the DEUTZ diagnostic socket which must be mounted easily accessible on the vehicle or device (e.g. in the instrument panel).

A diagnostic socket is the prerequisite for the possibility of using SERDIA for error diagnosis and changing the engine configuration.

The diagnosis plug has got a connection to the CAN-Bus via PIN G and H. This connection is not used with ED 7 and ED 16 and will be used in the future. The complete diagnosis an programming is done via K-Line of the interface.

The pins M and F of the diagnostic plug may be connected like in DEUTZ-wiring-plan described and are connected with the customer CAN-Bus. At this pins the user may connect a DEUTZ-CAN-Display to watch the standard messages. See also DEUTZ technical product information 0199 – 99 – 0340.

Circuit diagram

(excerpt from the engine wiring diagram)

pin assignment

A Battery minus (-) B Battery plus (+)

K ISO 9141 K-Line Diagnosis L ISO 9141 L-Line Diagnosis M CAN 2 High (SAE J 1939) F CAN 2 Low (SAE J 1939)

D A-Line (SAE J 1708/1587) Diagnosis E B-Line (SAE J 1708/1587) Diagnosis

1.5.2.2 Main relay

The main relay serves to release the energy supply of the vehicle/device for the EMR3 system.  The engine control unit EMR3-S requires an external relay (see circuit diagram below).  The engine control unit EMR3-E has an internal electronic relay.

For both control units applies: as soon as terminal 15 is not carrying battery + (i.e. the ignition is switched off), the main relay is switched off by the control unit after approx. 10 s. The main relay therefore separates the control unit from terminal 30 (battery +) which disconnects the power. The switching state of the main relay can be observed in the EMR3-S directly at the relay contact and in the EMR3-E at pin 1.13.

technical requests for the main relay  min. current via switching contacts: 25A  coil response time and fall time: < 50 ms

Connection of alternator pin D+

If the clamp D+ of the alternator is connected to clamp 15 of the electrical system (and the ECU), then install a diode with a lamp like shown in the following pictures in the harness. Without this diode you run the risk, that after ignition off the ECU may not shut off. The diode has to be adjusted to the maximum current on this wire.

Circuit diagram

1.5.2.3 Control unit EMR3-S (EDC 16 UC 40)

The engine control unit EMR3-S has two connecting sockets arranged on the top of the housing:  socket D2.1 for connecting the engine cable harness,

 socket D2.2 for connecting the vehicle/device side cable harness.

Pin assignment

Max. cable cross section: 2.5 mm², 1.5mm², 0.75 mm²

Pin Signal type Function / Component remark / Technical data D2.2.1 power supply (+)

power supply ECUs UBat (clamp 30) D2.2.3 power supply (+)

D2.2.5 power supply (+) D2.2.2 power supply (–)

power supply ECU UGnd (clamp 31) D2.2.4 power supply (–)

D2.2.6 power supply (–)

D2.2.28 Signalinput, digital Betriebssignal für ECU

UBat geschaltet (clamp 15)

U > 4,79 V: ECU eingeschaltet U < 3,63 V: ECU ausgeschaltet

D2.2.72 power supply (–), geschaltet main relay

12V: 140 mA, 120 mH bei 1 kHz

24V: 80 mA, 350 mH bei 1 kHz

D2.2.9 Signalinput, analog, mit Pulldown-_Widerstand footpedal (setpoint)1 Uin= 0...5 V, Rdown = 100 kW

D2.2.22 power supply (+) footpedal (setpoint) 1 Uout = 5 V D2.2.30 power supply (–) footpedal (setpoint) 1 Intern mit UGnd

verbunden

D2.2.58 Signalinput, digital, mit Pullup-Widerstand idle switch footpedal 1

Externer Schalter zu U Gnd,

Rup = 100 kW, Ulow = 2,1 V, Uhigh = 3,9 V D2.2.31 Signalinput, analog, mit

Pulldown-Widerstand

handthrottle (setpoint)

2 Uin = 0...5 V, Rdown =_{100 kW} D2.2.46 power supply (+) handthrottle (setpoint)₂ Uout = 5 V

D2.2.8 power supply (–) Positionsgeber

Fahrpedal 2: Intern mit UGnd_verbunden

D2.2.81 Signalinput, digital, mit Pullup-Widerstand idle switch footpedal 2

Externer Schalter zu U Gnd,

Rup = 100 kW, Ulow = 2,1 V, Uhigh = 3,9 V D2.2.10 power supply (–) Temperature sensor

2 (optional) Intern mit UGnd_connected

D2.2.11 Signalinput, analog, mit Pullup-_Widerstand Temperature sensor_{2 (optional)} Uin = 0...5 V, Rup = 1,3 k W

D2.2.12 power supply (–) oil level sensor Intern mit UGnd connected

D2.2.13 Signalinput, analog, mit Pullup-_Widerstand oil level sensor Uin = 0...5 V, Rup = 1,28 kW

Pin Signal type Function / Component remark / Technical data D2.2.45 power supply (+) oil level sensor Uout = 5 V

D2.2.14 power supply (–) multiple state switch_{for speed} Intern mit UGnd connected

D2.2.15 Signalinput, analog, mit Pullup-_Widerstand multiple state switch_{for speed} Uin = 0...5 V, Rup = 2,3 kW

D2.2.86 power supply (–) multiple state switch

for droop Intern mit UGnd connected

D2.2.89 Signalinput, analog, mit Pullup-_Widerstand multiple state switch_{for droop} Uin = 0...5 V, Rup = 2,3 kW

D2.2.17 Signalinput, digital, mit Pulldown-_Widerstand break switch

Externer Schalter zu UBat, Rdown = 6,8 kW, Ulow = 2,2 V, Uhigh = 3,7 V D2.2.80 Signalinput, digital, mit

Pulldown-Widerstand break switch

Externer Schalter zu UBat, Rdown = 6,8 kW, Ulow = 2,2 V, Uhigh = 3,7 V D2.2.40 Signalinput, digital, mit

Pulldown-Widerstand clutch switch

Externer Schalter zu UBat, Rdown = 6,8 kW, Ulow = 2,2 V, Uhigh = 3,7 V D2.2.54 Signalinput, digital, mit Pulldown-_Widerstand exhaust break switch

Externer Schalter zu UBat, Rdown = 6,8 kW, Ulow = 2,2 V, Uhigh = 3,7 V D2.2.43 Signalinput, digital, mit Pulldown-_Widerstand engine start switch

Externer Schalter zu UBat, Rdown = 6,8 kW, Ulow = 2,2 V, Uhigh = 3,7 V D2.2.77 Signalinput, digital, mit

Pulldown-Widerstand

intake air differential pressure switch

Externer Schalter zu UBat, Rdown = 6,8 kW, Ulow = 2,2 V, Uhigh = 3,7 V D2.2.52 Signalinput, digital, mit Pullup-_Widerstand switch_{customerspecific}

Externer Schalter zu UGnd ,

Rup = 5 kW, Ulow = 2,2 V, Uhigh = 3,7 V

D2.2.19 Signalinput, digital, mit Pullup-_Widerstand Overrideswitch

Externer Schalter zu UGnd ,

D2.2.14 power supply (–) multiple state switch

for speed Intern mit UGnd connected Uhigh = 3,7 V

D2.2.79 Signalinput, digital, mit

Pullup-Widerstand coolant temp switch

Externer Schalter zu UGnd ,

Rup = 6,8 kW, Ulow = 2,2 V, Uhigh = 3,7 V

D2.2.87 Signalinput, digital, mit Pullup-_Widerstand governor mode_switch

Externer Schalter zu UGnd ,

Rup = 6,8 kW, Ulow = 2,2 V, Uhigh = 3,7 V

D2.2.57 Signalinput, digital, mit Pullup-_Widerstand droop switch

Externer Schalter zu UGnd ,

Rup = 5 kW, Ulow = 2,2 V, Uhigh = 3,7 V

D2.2.55 power supply (+), switched diagnosis lamp

0,3 A bei 12 V, 4 W bei 24 V

Einschaltstrom 0,9 A

D2.2.71 power supply (–), switched Oil signal lamp _{0,3 A bei 12 V, 4 W bei 24} V

Einschaltstrom 0,9 A D2.2.51 power supply (+), switched Oil signal lamp

D2.2.7 power supply (+), switched engine running or

boost temp lamp 0,3 A bei 12 V, 4 W bei 24 V

Einschaltstrom 0,9 A D2.2.94 power supply (–), switched engine running or_{boost temp lamp}

D2.2.29 power supply (+), switched lamp_{(customerspecific)} Uout = UBat, Imax = 6 A D2.2.70 power supply (–), switched coolant temp warn_lamp

0,3 A bei 12 V, 4 W bei 24 V

Einschaltstrom 0,9 A

D2.2.92 power supply (–), switched heater lamp

0,3 A bei 12 V, 4 W bei 24 V

Einschaltstrom 0,9 A D2.2.63 power supply (–) fuel filter water level

sensor Intern mit UGnd connected

D2.2.64 Signalinput, analog, mit Pullup-_Widerstand fuel filter water level_sensor Uin = 0...5 V, Rup = 120 k W

D2.2.76 power supply (–) oil temp sensor Intern mit UGnd connected D2.2.66 Signalinput, analog, mit Pullup-_Widerstand oil temp sensor Uin = 0...5 V, Rup = 1,28 k

W

Rup = 6,8 kW, Ulow = 2,2 V, Uhigh = 3,7 V

D2.2.53 power supply (–) velocity sensorr Intern mit UGnd connected D2.2.48 Signalausgang, digital (PWM), mit

Pullup-Widerstand, minus-schaltend engine speed sensor

Imax = 50 mA, fmax 5kHz, Standard: 60 Impulse/ Umdrehung

D2.2.23 power supply (+) Fan speed sensor UOut = 5 V

D2.2.84 Signalinput, digital, mit Pullup-_Widerstand Fan speed sensor Imax = 20 mA, fmax = 1 kHz

D2.2.59 power supply (–) Fan speed sensor Intern mit UGnd connected

D2.2.73 power supply (+) fan control

R > 30 W bei 24 V R > 10,6 W bei 12 V L = 15...80 mH Einschaltstrom 1,9 A bei 16 V (15 Minuten) fmax = 300Hz fmin = 15Hz D2.2.90 power supply (–), switched fan control

D2.2.83 Signalinput, digital, mit Pullup-_Widerstand PDM-setpoint

Externer Schalter zu UGnd ,

Rup = 100 kW, Ulow = 2,1 V, Uhigh = 3,9 V

D2.2.85 power supply (–) PDM-setpoint Intern mit UGnd connected D2.2.32 Signalinput, analog, mit Pullup-_Widerstand Temperaturesensor_{(customerspecific)} Uin = 0...5 V, Rup = 1,3 kW D2.2.33 power supply (–) Temperaturesensor_{(customerspecific)} Intern mit UGnd connected D2.2.34 Signalinput, analog, mit Pullup-_Widerstand exhaustgas temp_sensor Uin = 0...5 V, Rup = 11,05

kW

D2.2.35 power supply (–) exhaustgas temp_sensor Intern mit UGnd connected D2.2.26 signal output, digital PDM-output_{(customerspecific)} Imax = 50 mA, fmax = 1 KHz D2.2.39 power supply (–) PDM-output_{(customerspecific)} Intern mit UGnd connected D2.2.27 signal output, digital PDM-output torque

(customerspecific) Imax = 50 mA, fmax = 300 Hz D2.2.74 Signalinput, digital, mit

Pulldown-Widerstand

switch

(customerspecific)

Externer Schalter zu UBat, Rdown = 6,8 kW, Ulow = 2,2 V, Uhigh = 3,7 V

D2.2.35 power supply (–) exhaustgas temp_sensor Intern mit UGnd connected D2.2.36 Signalinput, analog, mit Pullup-_Widerstand sensor_{(customerspecific)} Uin = 0...5 V, Rup = 680 kW D2.2.37 power supply (–) sensor_{(customerspecific)} Intern mit UGnd connected. D2.2.61 Kommunikation, CAN low

CAN-Bus 2, customer D2.2.62 Kommunikation, CAN high

D2.2.60 Kommunikation, CAN low _{CAN-Bus 1, für} Diagnosis D2.2.82 Kommunikation, CAN high

D2.2.25 Kommunikation, K-Leitung ISO-9141-Bus

D2.1.23 power supply (–) boost pressure_sensor Intern mit UGnd connected D2.1.40 Signalinput, analog, mit Pullup-_Widerstand boost pressure_{sensor Uin = 0...5 V, Rup = 680 kW} D2.1.14 power supply (+) boost pressure

sensor UOut = 5 V

D2.1.53 Signalinput, analog, mit

Pullup-Widerstand boost temp sensor Uin = 0...5 V, Rup = 1,28 kW D2.1.20 Shield cam shaft sensor Intern mit UGnd connected D2.1.10 Signalinput (+), digital, mit

Schmitt-Trigger mit Schwellwert-Anpassung

Cam shaft speed

sensor _{inductive sensor, Uin = 0,2...80} V~

D2.1.50 Signalinput (–), digital, mit Schmitt-Trigger mit Schwellwert-Anpassung

Cam shaft speed sensor

D2.1.41 power supply (–) coolant temp sensor Intern mit UGnd connected D2.1.58 Signalinput, analog, mit

Pullup-Widerstand coolant temp sensor Uin = 0...5 V, Rup = 1,28 kW D2.1.7 Schirm crank shaft speed

sensor Intern mit UGnd connected

D2.1.12 Signalinput (–), digital, mit Schmitt-Trigger mit Schwellwert-Anpassung

crank shaft speed

sensor _{inductive sensor, Uin = 0,2...80} V~

D2.1.27 Signalinput (+), digital, mit Schmitt-_{Trigger mit Schwellwert-Anpassung} crank shaft speed_sensor

D2.1.45 power supply (–), switched, mit_{recovery diode zu UBat} exhaust gas break_{valve control}

R > 42 W bei 24 V R > 14 W bei 12 V L < 480 mH bei 12 V D2.1.29 power supply (+), switched exhaust gas break_{valve control}

D2.1.60 power supply (–), switched internal exhaust gas_{break or EGR}

für 12-V-Anwendungen: IOut = 1,7 A bei Vbat = 14,4 V, L = 160 mH, f = 300 Hz, IOut = 3,1 A bei Vbat = 14,4 V, L = 10 mH, f = 1 Hz,

für 24-V-Anwendungen: IOut = 0,9 A bei Vbat = 28,8 V, L = 600 mH, f = 300 Hz, IOut = 1,7 A bei Vbat = 28,8 V,

D2.2.35 power supply (–) exhaustgas temp_sensor Intern mit UGnd connected L = 44 mH, f = 1 Hz

D2.1.49 power supply (–), switched fuel control unit

(FCU, MPROP) UOut = UBat, Imax = 5 A D2.1.19 power supply (+) fuel control unit

(FCU, MPROP)

D2.1.39 power supply (–)

fuel temp sensor or crankshafthousing

pressure sensor Intern mit UGnd connected D2.1.52 Signalinput, analog, mit Pullup-_Widerstand

fuel temp sensor or crankshafthousing pressure sensor

UIn = 0...5 V, Rup = 1,28 k W

D2.1.59 power supply (–), switched oder PWM-Signal

fuel valve flame starting or external EGR

INenn = 1,3 A bei 24 V L = 0...15 mH bei 24 V

D2.1.25 power supply (+)

fuel valve flame starting or external EGR

D2.1.54 power supply (–) fuel low pressure

sensor Intern mit UGnd connected

D2.1.57 Signalinput, analog, mit Pullup-_Widerstand fuel low pressure_sensor UIn = 0...5 V, Rup = 680 k W

D2.1.11 power supply (+) fuel low pressure_sensor UOut = 5 V

D2.1.24 power supply (+) heater relay max. 130 mH_{2A bei 12 V, 1,5A bei 24V}

D2.1.34 power supply (–), switched heater relay

D2.1.21 Signalinput, digital, mit Pullup-_Widerstand sense for heater relay

Externer Schalter nach Masse,

Rup = 6,8 kW, Ulow = 2,2 V, Uhigh = 3,7 V

D2.1.51 power supply (–) oil pressure sensor Intern mit UGnd connected D2.1.13 power supply (+) oil pressure sensor UOut = 5 V

D2.1.56 Signalinput, analog, mit

Pullup-Widerstand oil pressure sensor UIn = 0...5 V, Rup = 6,81 k_W D2.1.8 power supply (–) rail pressure sensor Intern mit UGnd connected D2.1.43 Signalinput, analog, mit Pullup-_Widerstand rail pressure sensor _{UIn = 0...5 V, Rup = 4,6 kW} D2.1.26 power supply (+) rail pressure sensor UOut = 5 V

D2.1.30 power supply (+), switched Starterrelay Lmax = 130 mH, Imax = 6 A

D2.1.15 power supply (–), switched Starterrelay

D2.1.35 Signalinput, digital, mit Pullup-_Widerstand engine stop switch_(optional) Rup = 6,8 kW, Ulow = 2,2 V, Uhigh = 3,7 V

D2.1.49 power supply (–), switched fuel control unit_{(FCU, MPROP)} UOut = UBat, Imax = 5 A D2.1.22 power supply (–) external EGR_(optional) Intern mit UGnd connected D2.1.28 power supply (+) crankshafthousing pressure sensor (optional) UOut = 5 V D2.1.16 power supply (+) Injektoren 1 (Y15.1), 3 (Y15.3) und 5 (Y15.5) = Bank 1 Y15. 1/3/5 DCR, 4 und 6 Zylinder D2.1.1 power supply (+) Injektoren 2 (Y15.2), 4 (Y15.4) und 6 (Y15.6) = Bank 2 Y15. 2/4/6 DCR, 4 und 6 Zylinderer D2.1.47 power supply (–) Injektor 1 Y15.

1

DCR, 4 und 6 Zylinder

D2.1.31 power supply (–) Injektor 2 Y15.

2 DCR, 4 und 6 Zylinder D2.1.48 power supply (–) Injektor 3 Y15.

3 DCR, 4 und 6 Zylinder D2.1.32 power supply (–) Injektor 4 Y15.

4 DCR, 4 und 6 Zylinder D2.1.33 power supply (–) Injektor 5 Y15.

5 DCR, 6 Zylinder D2.1.46 power supply (–) Injektor 6 Y15.

6 DCR, 6 Zylinder

The table above illustrates the maximum assignment of the control unit pins. However, in practice, not all the named pins are actually assigned. Pins which are not listed are generally not used by the EMR3 system.

1.5.2.4 Control unit EMR3-E (EDC 7 UC 31)

The engine control unit EMR3-E has three connecting sockets arranged on the top of the housing:  socket D2.1 for connecting the vehicle/device side cable harness,

 socket D2.2 for connecting the engine cable harness for sensors and actuators,

 socket D2.3 for connecting the engine cable harness for the fuel measuring unit and fuel injectors.

Max. cable cross section: 2.5 mm², 0.75 mm²

Pinout for ECU EMR3-E (EDC 7 UC 31)

Pin Pintype /

Signaltype Function / component

remark / technical data D2.1.

02

Supply of the ECU with positiv battery voltage UBat clamp 30 D2.1. 03 D2.1. 08 D2.1. 09 D2.1. 05

Supply of the ECU with negative battery voltage UGND clamp 31 D2.1. 06 D2.1. 10 D2.1. 11 D2.1. 40

Digital input terminal

15 Terminal 15 (switched UBAT+) ECU in on state >_3,35V

< 2,81 off state clamp 15

D2.1. 77

Sensor supply _{Accelerator pedal position sensor}

1 supply

D2.1. 78

GND reference for

sensors and actuators. Accelerator pedal position sensor

1 ground

Connected to UGND

inside of ECU.

D2.1. 79

Analog input (with

pulldown resistor) Accelerator pedal position sensor

1 signal

Analog input, UIN = 0 ...

5 V, Rdown = 100 kOhm

D2.1. 48

Digtal input (with

pullup resistor) Low idle switch, throttle 1 Digital input external_{switch to GND} ,

Rup = 100 kOhm, Ulow =

2,4V, Uhigh = 3,6V

D2.1. 60

Sensor supply _{Accelerator pedal position sensor 2}

supply

VOUT = 5V

D2.1. 59

GND reference for

sensors and actuators. Accelerator pedal position sensor

2 ground

Connected to UGND

inside of ECU.

D2.1. 61

Analog input (with

pulldown resistor) Accelerator pedal position sensor

2 signal

Analog input, UIN = 0 ...

5 V, Rdown = 100 kOhm

D2.1. 80

Digital input (with

pullup resistor) Low idle switch, throttle 2 Digital input external_{switch to GND} , Rup = 100 kOhm, Ulow = 2,4V, Uhigh = 3,6V D2.1. 50 GND reference for

sensors and actuators. Multiple state or digital switch (_{speed setpoint) ground} Connected to UGND

inside of ECU.

D2.1. 43

Analog input (with

pullup resistor) Multiple state or digital switch (speed_{setpoint) signal} Analog input, UIN = 0 ...

5 V, Rup = 3,4 kOhm

D2.1. 65

GND reference for

sensors and actuators. Multiple state or digital switch (Torque/

droop switch) ground

Connected to UGND

inside of ECU.

D2.1. 62

Analog input (with

pullup resistor) Multiple state or digital switch (Torque/

droop switch) signal

Analog input, UIN = 0 ...

5 V, Rup = 1,4 kOhm

D2.1. 76

GND reference for

sensors and actuators. Multiple state or digital switch (controller

mode, power boost) ground

Connected to UGND

inside of ECU.

D2.1. 44

Analog input (with

pullup resistor) Multiple state or digital switch (controller

mode, power boost) signal

Analog input, UIN = 0 ...

5 V, Rup = 3,4 kOhm

D2.1. 29

GND reference for

sensors and actuators. Digital switch input ground Connected to UGND

inside of ECU.

D2.1. 32

Digital input (with

pullup Resistor) Override switch Digital input external_{switch to GND} ,

Rup = 4,1 kOhm, Ulow =

2,2V, Uhigh = 3,8V

D2.1. 55

Digtal input (with

pullup resistor) Coolant level switch Digital input external_{switch to GND} ,

Rup = 100 kOhm, Ulow =

2,3V, Uhigh = 3,6V

D2.1. 86

Digital input (with

pullup resistor) Droop choice switch Digital input external_{switch to GND} ,

Rup = 5 kOhm, Ulow =

4,6V, Uhigh = 8,7V

D2.1. 21

Power output high _{Supply digital swiches VOUT = UBAT, IMAX = 10 A}

D2.1. 41

Digtal input (with

pulldown resistor) Engine Stop-switch Digital input external_{switch to U} BAT,

Rdown = 4,1 kOhm, Ulow

= 2,2V, Uhigh = 3,8V

D2.1. 49

Digtal input (with

pulldown resistor) Parking brake optional redundant

brake switch

Digital input external switch to UBAT,

Rdown = 4,1 kOhm, Ulow

= 2,2V, Uhigh = 3,8V

D2.1. 66

Digital input (with

pulldown Resistor) Gear switch Digital input external_{switch to U} BAT,

Rdown = 4,1 kOhm, Ulow

= 2,2V, Uhigh = 3,8V

D2.1. 42

Digtal input (with

pulldown resistor) Air filter differential pressure

switch

Digital input external switch to UBAT,

Rdown = 4,1 kOhm, Ulow

< 0,28xUBAT,

Uhigh > 0,68xUBAT

D2.1. 47

Digital input (with

pulldown resistor) Engine brake switch Digital input external_{switch to U} BAT,

Rdown = 4,1 kOhm, Ulow

= 2,2V, Uhigh = 3,8V

D2.1. 74

Digital input (with

pulldown Resistor) Engine start switch Digital input external_{switch to U} BAT,

Rdown = 4,1 kOhm, Ulow

< 0,28xUBAT,

Uhigh > 0,68xUBAT

D2.1. 85

Digital input (with

pulldown Resistor) Oil-Level switch Digital input external_{switch to U} BAT,

Rdown = 4,1 kOhm, Ulow

< 0,28xUBAT,

Uhigh > 0,68xUBAT

D2.1. 21

Power output high _{Supply digital switches VOUT = UBAT, IMAX = 10 A}

D2.1. 31

Digital input (with

pulldown Resistor) Speed switch (+) Digital input external_{switch to U} BAT,

Rdown = 4,1 kOhm, Ulow

< 0,28xUBAT,

Uhigh > 0,68xUBAT

D2.1. 64

Digital input (with

pulldown resistor) Speed switch (-) Digital input external_{switch to U} BAT,

Rdown = 4,1 kOhm, Ulow

< 0,28xUBAT,

Uhigh > 0,68xUBAT

D2.1. 46

Digital input (with

pulldown resistor) Speed switch (hold/resume) Digital input external_{switch to U} BAT,

Rdown = 4,1 kOhm, Ulow

< 0,28xUBAT,

Uhigh > 0,68xUBAT

D2.1. 70

GND reference for

sensors and actuators. Vehicle speed sensor ground Connected to UGND

inside of ECU.

D2.1. 71

Digital input with

comparator Vehicle speed sensor signal Ri = 3,1 kOhm, Ulow =

fmax= 5 kHz

D2.1. 33

Digital output with pullup resistor(small signal), switch to GND,

PDM Output

Engine speed output signal 50mA

fmax 5kHz Standard: 60 pulse per

rev.

D2.1. 22

Power output UBat+ Diagnostic lamp supply HS 0,3A@12V; 4W@24V

nominal 0,3A inrush current 0,9A

D2.1. 30

Power switching output

low side to GND Diagnostic lamp LS

D2.1. 13

Power output UBat+ Battery plus output for warning

lamps

VOUT = UBAT, IMAX = 10 A

D2.1. 20

Power switching output

low side to GND Warning oil pressure/level lamp LS 0,3A@12V; 4W@24V_{nominal 0,3A}

inrush current 0,9A

D2.1. 38

Power switching output

low side to GND Warning fuel-/airfilter/fuelpress.

lamp LS

0,3A@12V; 4W@24V nominal 0,3A inrush current 0,9A

D2.1. 39

Power switching output

low side to GND Warning coolant temp/level lamp

LS

0,3A@12V; 4W@24V nominal 0,3A Inrush current 0,9A

D2.1. 54

Power switching output

low side to GND Preheat lamp LS 0,3A@12V; 4W@24V_{nominal 0,3A}

inrush current 0,9A

D2.1. 56

Power switching output

low side to GND Engine running/warning boost air temp

lamp LS

0,3A@12V; 4W@24V nominal 0,3A inrush current 0,9A

D2.1. 17

Power switching output

low side to GND Starter relay LS Lmax=130mH_Imax=2A

D2.1. 37

Power switching output

high-side to Vbat+ Starter relay HS

D2.1. 68

Sensor supply _{Fan speed sensor supply VOUT = 5V}

D2.1. 67

GND reference for

sensors and actuators. Fan speed sensor ground Connected to UGND

inside of ECU.

D2.1. 69

Digital input _{Fan speed sensor signal fmax=1kHz}

D2.1. 14

Power output high _{Fan control actuator HS Rmin >30Ohm @24V}

Rmin >10,6Ohm @12V L=15...80mH inrush current 1,9A@16V (15 minutes) fmax=300Hz fmin=15Hz D2.1. 15

Power switching output

low side to GND Fan control actuator LS

D2.1. 24

GND reference for

sensors and actuators. Exhaust gas or cylinder head temperature_{sensor ground} Connected to UGND

D2.1. 25

Analog input (with

pullup resistor) Exhaust gas temperature sensor

signal Analog input, UIN = 0 ... 5 V, Rup = 1,4 kOhm D2.1. 28 GND reference for

sensors and actuators. Oil temperature sensor ground Connected to UGND

inside of ECU.

D2.1. 27

Analog input (with

pullup resistor) Oil temperature sensor signal Analog input, UIN = 0 ...

5 V, Rup = 1,35 kOhm

D2.1. 26

Oil level sensor _{Oil level sensor Signal evaluation with}

constant current source 247mA

D2.1. 72

GND reference for

sensors and actuators. Oil level sensor ground Connected to UGND

inside of ECU

D2.1. 23

Power switching output

low side to GND Torque PDM output signal IMAX = 50 mA, fMAX =

300Hz

D2.1. 51

Power switching output

low side to GND Reserve 2 (LS), PDM IMAX = 50 mA, fMAX =

1kHz

D2.1. 57

Power output UBat+ Reserve 1, Actuator HS V_OUT = U_BAT, I_MAX = 2,4

A, LMAX = 130 mH

D2.1. 16

Power switching output

low side to GND Reserve 1, Actuator LS

D2.1. 81

Analog input (with

pullup resistor) Crank case pressure or engine speed_{precontroller sensor signal} Analog input, UIN = 0 ...

5 V, Rup = 100 kOhm

D2.1. 82

Sensor supply _{Crank case pressure or engine speed}

precontroller sensor supply

VOUT = 5V

D2.1. 83

GND reference for

sensors and actuators. Crank case pressure or engine speed_{precontroller sensor ground} Connected to UGND

inside of ECU

D2.1. 34

CAN driver _{Customer - Controller area network}

CAN

CAN low

D2.1. 35

CAN driver _{CAN high}

D2.1. 52

CAN driver _{Diagnostic - Controller area}

network CAN

CAN low

D2.1. 53

CAN driver _{CAN high}

D2.1. 89

ISO-K Interface _{K-Line communication Diagnostic,}

programming

D2.2. 03

Digital output HS (UBAT

via internal main relay) Battery supply output (HS) UBat

D2.2. 07

Power switching output

low-side to GND Preheat relay actuator or glow plug

for flame start LS

max. 130mH Rmin > 6 Ohm @ 12V Rmin > 16 Ohm @ 24V

D2.2. 08

Digital input (with

pullup resistor) Preheat sense switch Digital input external_{switch to GND} ,

Rup = 5 kOhm, Ulow = ?,

Uhigh = ?

D2.2. 04

Analog output (UBAT

via internal main relay) Fuel valve for flame start actuator_HS 0,75ANenn@24V_{14,5-15mH@24V}

flame start available

D2.2. 05

GND reference for

sensors actuators. External EGR or Fuel valve for flame start _{actuator ground} Connected to UGND

inside of ECU.

D2.2. 03

Digital output HS (UBAT

via internal main relay) Battery supply output (HS) UBat

D2.2. 06

Power switching output

low-side to GND Engine brake flap actuator LS Rmin > 42 Ohm@24V_{Rmin >14 Ohm@12V}

Lmax < 480mH @12V

D2.2. 10

GND reference for

sensors actuators. Camshaft speed sensor ground Connected to UGND

inside of ECU.

D2.2. 09

Schmitt-trigger input with threshold adaption

for engine speed sensor signal.

Camshaft speed sensor signal Induktivsensor, Uin=0,2 ... 80V AC, fin= ?

D2.2. 19

GND reference for

sensors actuators. Crankshaft speed sensor ground Connected to UGND

inside of ECU.

D2.2. 23

Schmitt-trigger input with threshold adaption

for engine speed sensor signal.

Crankshaft speed sensor signal Induktivsensor, Uin=0,2 ... 80V AC

D2.2. 12

GND reference for

sensors actuators. Rail fuel pressure or crank case pressure

sensor ground

Connected to UGND

inside of ECU.

D2.2. 13

Sensor supply _{Rail fuel pressure or crank case pressure}

sensor supply (G3)

VOUT = 5V, max 50mA

D2.2. 14

Analog input (with

pullup resistor) Rail fuel pressure or crank case pressure_{sensor signal} Analog input, U_{5 V, R} IN = 0 ... up = 5,6 kOhm

D2.2. 15

Analog input (with

pullup resistor) Coolant temperature sensor signal Analog input, U_{5 V, R} IN = 0 ... up = 1,36 kOhm

D2.2. 26

GND reference for

sensors actuators. Coolant temperature sensor_ground Connected to U_{inside of ECU.}GND

D2.2. 16

Analog output / sensor

supply Low fuel pressure sensor supply_(G2) VOUT = 5V

D2.2. 18

GND reference for

sensors actuators. Low fuel pressure sensor ground Connected to U_{inside of ECU.}GND

D2.2. 22

Analog input (with

pullup resistor) Low fuel pressure sensor signal Analog input, UIN = 0 ...

5 V, Rup = 6,81 kOhm

D2.2. 18

GND reference for

sensors actuators. Fuel temperature sensor ground Connected to UGND

inside of ECU.

D2.2. 35

Analog input (with

pullup resistor) Fuel temperature sensor signal Analog input, UIN = 0 ...

5 V, Rup = 1,3 kOhm

D2.2. 17

GND reference for

sensors actuators. Customer temp. 1 (gear box oil)

ground

Connected to UGND

inside of ECU.

D2.2. 29

Analog input (with

pullup resistor) Customer temp. 1 (gear box oil) sensor

signal

Analog input, UIN = 0 ...

5 V, Rup = 1,3 kOhm

D2.2. 32

Sensor supply _{Oil pressure sensor supply (G2) VOUT = 5V}

D2.2. 27

Analog input (with

pullup resistor) Oil pressure sensor signal Analog input, UIN = 0 ...

5 V, Rup = 6,81 kOhm

24 sensors actuators. _{inside of ECU.}

D2.2. 24

GND reference for

sensors actuators. Water in fuel sensor ground Connected to UGND

inside of ECU.

D2.2. 28

Analog input (with

pullup resistor) Water in fuel sensor signal Analog input, UIN = 0 ...

5 V, Rup = 120 kOhm

D2.2. 33

Sensor supply _{Boost air pressure/temp. sensor supply}

(G1)

VOUT = 5V

D2.2. 25

GND reference for

sensors actuators. Boost air pressure/temp. sensor

ground

Connected to UGND

inside of ECU.

D2.2. 34

Analog input (with

pullup resistor) Boost air pressure sensor signal Analog input, UIN = 0 ...

5 V, Rup = 680 kOhm

D2.2. 36

Analog input (with

pullup resistor) Boost air temperature sensor

signal

Analog input, UIN = 0 ...

5 V, Rup = 1,3 kOhm

D2.2. 03

Digital output HS (UBAT

via internal main relay) Battery supply output (HS) UBat

D2.2. 05

GND reference for

sensors actuators. External EGR or Fuel valve for

flame start actuator ground

Connected to UGND

inside of ECU.

D2.2. 11

Digital output / PWM (small signal), switch

to GND

External EGR actuator LS max. 50mA, 200Hz

D2.2. 02

GND reference for

sensors actuators. Engine stop and reserve switch_ground Connected to UGND

inside of ECU.

D2.2. 21

Analog input (with

pullup resistor) Engine stop or reserve switch Analog input, UIN = 0 ...

5 V, Rup = 1,1 kOhm

D2.2. 20

GND reference for

sensors actuators. Reserve pulse input ground Connected to UGND

inside of ECU.

D2.2. 30

Schmitt-trigger input with threshold adaption

for engine speed sensor signal.

Reserve pulse input signal Induktivsensor, Uin=0,2 ... 50V AC

D2.2. 01

Power switching output

low-side to GND Engine brake internal or IEGR

actuator LS DEUTZ 12V application: I_Out=1.7A @ Vbat=14.4V, L=160mH, frequency=300Hz, I_Out=3.1A @ Vbat=14.4V, L=10mH, frequency=1Hz, DEUTZ 24V application: I_Out=0.9A @ Vbat=28.8V, L=600mH, frequency=300Hz, I_Out=1.7A @ Vbat=28.8V, L=44mH, frequency=1Hz D2.3. 04 Injector output

high-side Injektoren 1 (Y15.1), 3 (Y15.3), 5

(Y15.5) und 7 (Y15.7) = Bank 1

Y15.1/ 3/5/7 CR 4 und 6 Zylinder / PLD 6 und 8 Zylinder D2.3. 03 Injector output

high-side Injektoren 2 (Y15.2), 4 (Y15.4) 6

(Y15.6) und 8 (Y15.8) = Bank 2

Y15.2/ 4/6/8

CR 4 und 6 Zylinder / PLD 6 und 8 Zylinder

D2.3. 13

Injector output low-side _{Injector 1 "low", Bank 1}

(Y15.1)

Y15.1 CR 4 und 6 Zylinder / PLD 6 und 8 Zylinder

D2.3. 15

Injector output low-side _{Injector 2 "low", Bank 2}

(Y15.2)

Y15.2 CR 4 und 6 Zylinder / PLD 6 und 8 Zylinder

D2.3. 06

Injector output low-side _{Injector 3 "low", Bank 1}

(Y15.3)

Y15.3 CR 4 und 6 Zylinder / PLD 6 und 8 Zylinder

D2.3. 14

Injector output low-side _{Injector 4 "low", Bank 2}

(Y15.4)

Y15.4 CR 4 und 6 Zylinder / PLD 6 und 8 Zylinder

D2.3. 12

Injector output low-side _{Injector 5 "low", Bank 1}

(Y15.5)

Y15.5 CR 6 Zylinder / PLD 6 und 8 Zylinder

D2.3. 16

Injector output low-side _{Injector 6 "low", Bank 2}

(Y15.6)

Y15.6 CR 6 Zylinder / PLD 6 und 8 Zylinder

D2.3. 07

Injector output low-side _{Injector 7 "low", Bank 1}

(Y15.7)

Y15.7 PLD 8 Zylinder

D2.3. 08

Injector output low-side _{Injector 8 "low", Bank 2}

(Y15.8)

Y15.8 PLD 8 Zylinder

D2.3. 09

Power switching output

high-side Fuel metering unit (MPROP) supply

HS

VOUT = UBAT, IMAX = 1,3

A

D2.3. 10

Power switching output

low-side to GND Fuel metering unit (MPROP) LS

Pin Pintype / Signaltype Function / component remark / technical data

D2.1.02

Supply of the ECU with positiv battery voltage

UBat clamp 30

D2.1.03 D2.1.08 D2.1.09 D2.1.05

Supply of the ECU with negative battery voltage

UGND clamp 31

D2.1.06 D2.1.10 D2.1.11

D2.1.40 Digital input terminal 15

Terminal 15 (switched UBAT+)

ECU in on state > 3,35V < 2,81 off state

clamp 15

D2.1.77 Sensor supply Accelerator pedal position sensor 1 supply

VOUT = 5V

D2.1.78 GND reference for sensors and actuators.

Accelerator pedal position sensor 1 ground

Connected to UGND inside of

ECU.

D2.1.79 Analog input (with

pulldown resistor) Accelerator pedal position sensor 1 signal

Analog input, UIN = 0 ... 5 V, R down = 100 kOhm

D2.1.48 Digtal input (with pullup resistor)

Low idle switch, throttle 1

Digital input external switch to GND,

Rup = 100 kOhm, Ulow = 2,4V,

Uhigh = 3,6V

D2.1.60 Sensor supply Accelerator pedal position sensor 2 supply

VOUT = 5V

D2.1.59 GND reference for sensors and actuators.

Accelerator pedal position sensor 2 ground

Connected to UGND inside of

ECU.

D2.1.61 Analog input (with

pulldown resistor) Accelerator pedal position sensor 2 signal

Analog input, UIN = 0 ... 5 V, R down = 100 kOhm