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Systembeschreibung
EMR3
by DEUTZ AG
Das elektronische Motorregelsystem EMR3 lst dieSysteme EMR1,2 und MVS ab. Fr dieDEUTZ-Motor-Baureihe 2011/12 bleibt das EMR2-Systemvorlufig erhalten.
Dieses Dokument beschreibt die Neuerungen, den Aufbauund die Funktionsweise des EMR3 und gibt Hinweise zurFehlersuche und zur Problembehebung.
Das elektronische Motorregelsystem EMR3-OnRoad wird ineiner eigenen Systembeschreibung behandelt.
The electronic engine control system EMR3 replaces theEMR and MVS systems. For the DEUTZ-Series 2011/12EMR2 will remain.
This document describes the new features, the structureand the functional principle of the EMR3 and gives hints fortroubleshooting and elimination of problems.
The electronic engine control system EMR3-On-Road isdealt within its own system description.
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All rights reserved. No parts of this work may be reproduced in any form or by any means - graphic, electronic, ormechanical, including photocopying, recording, taping, or information storage and retrieval systems - without the writtenpermission of the publisher.
Products that are referred to in this document may be either trademarks and/or registered trademarks of the respectiveowners. 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 noresponsibility 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 beliable 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 AGVersion 1.2.2
Compiled 11.09.2007
EMR3 System description
2007 DEUTZ AG
Publisher
Special thanks to:
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Managing Editor
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Inhalt
EMR3 1................................................................................................................................... 11 Foreword
................................................................................................................................... 12 Important notes
................................................................................................................................... 33 System components
................................................................................................................................... 134 System functions
......................................................................................................................................................... 14Control/regulation functions
......................................................................................................................................................... 14Monitoring functions
......................................................................................................................................................... 16Diagnosis functions
................................................................................................................................... 165 Interfaces
......................................................................................................................................................... 18Protocols
......................................................................................................................................................... 22Wiring.................................................................................................................................................. 23Diagnostic plug
.................................................................................................................................................. 25Main relay
.................................................................................................................................................. 28Control unit EMR3-S (EDC 16 UC 40)
.................................................................................................................................................. 35Control unit EMR3-E (EDC 7 UC 31)
.................................................................................................................................................. 50Circuit diagrams
................................................................................................................................... 596 Service tasks
......................................................................................................................................................... 60Calibrating foot pedal and hand throttle
......................................................................................................................................................... 62Setting idle speed
......................................................................................................................................................... 63Setting Droop 1
......................................................................................................................................................... 64Setting Droop 2
......................................................................................................................................................... 65Setting fixed speed
......................................................................................................................................................... 66Setting emergency speed
......................................................................................................................................................... 67Setting pulse rate for vehicle speed
......................................................................................................................................................... 68Setting vehicle maximum speed
......................................................................................................................................................... 69Initialize the EEPROM
......................................................................................................................................................... 70Updating operating software
......................................................................................................................................................... 74IO-Testing
................................................................................................................................... 757 Diagnostics
......................................................................................................................................................... 75Diagnostics with diagnostic key and error lamp
......................................................................................................................................................... 77Diagnosis with SERDIA
......................................................................................................................................................... 80Table of system errors
................................................................................................................................... 828 Technical data
................................................................................................................................... 889 Glossary
Index 89
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Vorwort
Es ist unser Bestreben, den Inhalt dieses Dokuments kontinuierlich zu optimieren, wobei praktischeErfahrungen aus dem Kreis der SERDIA-Anwender eine besonders wertvolle Hilfe darstellen. Sollten Siedaher nderungen, Erweiterungen oder Verbesserungen wnschen, bitten wir um eine entsprechende
Nachricht (E-Mail: Herr Finken, [email protected]). Wir bewerten jede Meldung sorgfltig undverffentlichen Neuauflagen dieses Dokumentes, sobald sein Inhalt verndert wurde.
Im Voraus bedanken wir uns fr Ihre Untersttzung.
2007 DEUTZ AG
Our aim is to continuously optimise the contents of this document, whereby practical experience from thecircle 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 messagescarefully and publish new editions of this document as soon as its content is changed.
Thank you in advance for your kind support.
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1 EMR3 System description
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1 EMR3
1.1 Foreword
1.2 Important notes
Binding documentation
This document serves for a detailed explanation and illustration of the structure andfunctional principle of engine components.The data contained herein only correspond to the state of the art at the time of the settingand are not subject to an immediate revision service.
The data of the published and respectively valid technical documents such as operatinginstructions, circuit diagrams, workshop manuals, repair and setting instructions, technicalbulletins, service bulletins etc. are exclusively binding for the operation, maintenance andrepair.
We refer especially to the valid edition of the "Installation Guideline for Electronic Systemson 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 onthe 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 wireseals, plugs and sealing rings provided must be used.The connection between pins and individual wires must only be carried out with the propercrimp tools.
The voltage supply on inputs and outputs for connected switches, sensors and loads mustbe switched off via the ignition switch (terminal 15) and not via battery positive pole(terminal 30).
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Work on the electrical system
The power supply (ignition, terminal 15) must be switched off before all work on theelectrical system.
Sensors and actuators must not be connected to external voltage sources for testpurposes. They must be connected to EMR3-ECU only. The components could otherwisebe permanently damaged.
Regardless of the reverse polarity protection integrated in the EMR3, all wrong polarityshould 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. whenthe power supply is switched on at terminal 15).Correct procedure: Switch off the power supply (normally with the ignition key), wait for themain relay to switch off (delayed by up to 15 s, listen for clicking noise), pull out control unitplug.
The connecting plugs of the EMR3 are only protected against dust and splash water whenthe mating plugs are plugged in. If the mating plugs are removed, make sure that thecontrol unit is not exposed to moisture.
Electrical welding
All plugs must be removed from the control unit during electrical welding on the vehicle ormachine to avoid damage.
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1.3 System components
The engine control system EMR3 requires the following componentsas 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-specificengine configuration. Please contact DEUTZ AG for further information.
Engine control unitThe central component of the EMR3 system is the engine control unit. This has the job ofensuring 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 measuredvalues and the parameters saved in the data memory which form the basis for all the functionsprovided. 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, system diagnosis.
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DEUTZ ROAD-MAP for EMR3-Systems
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Description of functionsThe 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 outputso digital (means ON-OFF signals and PDM signals)o analogue (continous signals, inputs only)
communication portso 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( its like the BIOS in a PC - DEUTZ calling: "BSW")o application data( its like an office-program on a PC - DEUTZ calling: "dataset")o manufacturing data (its 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 inpipeline). 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. Theoutput of the configurator is the customerspecific dataset for serial production.
In factory every EMR3 is programmed with a customerspecific complete dataset + BSW. Afterpower calibration on the DEUTZ-testbench the EMR3 enters the status "engine specific" andreceives a barcode label with the engine number printed on.
Its forbidden to exchange EMR3-ECUs (with or without barcodelabel), that dont match with the DEUTZ-engine-number.
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The sensors attached to the engine provide the electronics in the control unit with all the relevantphysical 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 orderto 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 about15s (max). Within this time the terminal 30 (constant battery voltage) must not be disconnectedfrom EMR3. When the ECU leaves this mode the internal/external Main-Relay is shut off andterminal 30 is disconnected from EMR3 permanently.
Base System functionsThe following list gives an overview of the implemented EMR3-Functions. Nearly all functionsdescribed in EMR2-System are available in EMR3.
o Speed controlo 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 speedo Set point inputo 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 applicationso Torque limitation
o Up to three top curves can be set independently
o Droopo Constant, variable or switchable droop
o Engine Start/Stopo 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-engineo Boostpressure (LDA) function
o Smoke limitationo Temperature-dependent start control
o Improving the starting ability, gentle cold start without smoke ejectiono Altitude correction
o Engine and turbo charger protection
o Fuel volume correctiono 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 signalo Selection of cold start aid
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o ECU controls a heating flange or the glow plugs or the flame heatingo Data communication
o Interfaces, diagnostics and programmingo Output of fault fault blink codes
o Simplified fault diagnosis
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DEUTZ-Labeling EMR3-E EMR3-S
Label of manufacturer ED 7 UC 31 ED 16 UC 40
engine types TCD 2015 TCD 2012 2VTCD 2013 2VTCD 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 ofcylinders
6 / 8 Zyl. @ (DMV), 4 / 6 Zyl. @ (DCR)
electrical plugs 89 + 36 + 16 Pins 94 + 60 Pins
environmentprotection 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 isthe a memory for high compressed fuel for all injectors. This memory is charged by two highpressure 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 pressuresensors give the EMR3 some status information of the system and via MPROP the EMR3 is ableto 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)
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post injection (e.g. to higher the exhaust gas temperature for urea-injection)
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Example for an electrical activation of injector and the resulting fuel-injection:
The following schematic diagrams show the EMR3 system in connection with the injection system.
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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
23 = Diagnosis lamp 18 = e.g. footpedal, setpoint setting
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1.4 System functions
The EMR3 system functions vary slightly according to the used hardware (HW), operatingsoftware (MSW = main software (BSW = German)) and engine equipment.
Four software combinationscan be named at the moment: Injection system DCR Injection system DMV
Control unit ED 7 (04214432)
MSW project name:
P_490_aaa
MSW project name:
P_513_bbb
Control unit ED 16 (04214367)
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 theconnected 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)
0421 5330 0421 5329 P_513_300 0421 4432 EMR3-E (ED 7UC31)
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1.4.1 Control/regulation functions
Regulation of the engine torqueThe basic task of an engine regulator is to call the respective engine torque necessary in everyoperating state from the engine to set a constant speed, for example, or to match the nominalvalue specified by the driver. The EMR3 engine control unit determines the torque in the followingway:
Starting from the position of the setpoint transmitter (foot pedal, hand throttle or switch) it firstdetermines the necessary drive torque and calculates the necessary coupling toque from this. Byadding the power requirements of engine components, you get the nominal value for the torque tobe emitted by the engine (external torque). Under consideration of friction losses and theoperating 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 temperatureCoolant level (optional*)Oil pressureCharge air temperatureWater in fuelAir filter differential pressure (optional*)
ActuatorsBattery voltageHeating flange (only installed in 4V engines)
There are other monitoring functions (e.g. for rail pressure ), which are activated automatically inthe 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 orsubsequent damage. Three strategies are possible:
WarningWarning / power reduction with or without delayWarning / 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 withoutpowerreduction 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 thetested DEUTZ-combinations.Activated power reduction starts with after warning (diagnosis lamp is activated). Thewarning- and shut off - limits are engine type or ECU - type dependant. (see ELTABchapter 8)
The shut off condition leads to a blinking lamp (override is possible, that means shutoff could be bypassed by user, if configurated. Warranty claims will get lost in thiscase)Warning strategy is dependant from the monitoring functions, that means, something
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that is not monitored could not be evaluated.
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1.4.3 Diagnosis functions
The EMR3-Ecus 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 readoutan active system error without a connected diagnosis-tool. Activating this mode is described inDiagnosis with diagnosis button an error lamp
The CAN-Bus protocol contains the standard messages from SAE J 1939. Not all telegrams havebeen implemented. Therefore ask your DEUTZ-Dealer or salesman.
Via K-Line the ECU uses the KWP2000-protocol with crypted datastream. TheDEUTZ-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 bycompetence classes, which are implemented in the SerDia-Hardware-Interface. The levels arepassword-protected. For each competence class the user needs an extra interface. Furtherinformation see diagnostics.
1.5 Interfaces
Interfaces refer generally to data transfer points. In the EMR3 system, the transferred data areelectrical 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 adiagnostic interface.
Application interface engine - control unitAll the sensors installed in the engine (e.g. for oil pressure and coolant temperature) andactuators (solenoid valves, heating flange etc.) are usually wired at the factory by laying theindividual cables in an engine cable harness at the engine adapter plug. The connecting cablefrom the engine adapter plug to the engine control unit is installed by the customer. Theconnecting cable can be ordered in a specified length from DEUTZ or can be assembled by thecustomer himself.There are no special demands on the wiring between the engine transfer plug and the control unitbut you should make sure that the power cables of the injectors are not laid directly next to thesensor cables. Shielding the cables for these signal types is definitely an advantage. Pleaseobserve the DEUTZ wiring instructions.
Application interface vehicle - control unitThis can be understood as the cable harness which connects the display and control elements inthe instrument panel to the engine control unit.Here too, there are no special demands on the wiring but it is an advantage to use shieldedcables for individual signal types (CAN-bus, diagnosis, foot pedal, hand throttle, etc.).
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Please, mind the DEUTZ-wiring-plans, which are available for every ordered engine. Wirethe communication-wires like in DEUTZ-installation-instructions described. Handle theECU-communication-ports as networks and install them accurate in your application.
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Diagnostic interfaceThe engine control units EMR3-S and EMR3-E have three interfaces via which the control unitdata 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 andis usually integrated in the cable harness of the application interface vehicle - control unit. TheDEUTZ wiring instructions for CAN-bus cables must be observed. The ISO-9141 bus wiringbetween the control unit and the communication hardware should not exceed a total length of 15m 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 andcan be used with any CAN diagnosis hardware and software. For this, standard messages areselected from the set of the SAE-J-1939 protocol by DEUTZ via control unit parameterizationwhich are sent regularly to the bus by the control unit. The configuration of the CAN messages isdetermined in predefined CAN function scopes from which the customer selects a suitable one forthe engine application when ordering the engine. An adaptation of the CAN messages toindividual 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 currentlyavailable errors in the event of an error. The error lamp and the diagnostic key must be connectedfor 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 beingbroken 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 areused in the EMR3 system for external communication:
KWP 2000Via the K-line, for diagnostic purposes
SAE J 1939
Via the lines CAN-High and CAN-Low, for diagnostic purposes and communication between thecontrol units.
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CAN-Bus interfaceo Baud-Rate: 250 kBit/so Several scopes of CAN-functionalities availableo 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 definedo 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 PLDData 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:
Pos.
Name DLC J1939 Identifier Repetition
Identifier
BytePriority3 Bit
Reserved1 Bit
DataPage1 Bit(P+R+DP)
PDUF1Byte
PDUS1Byte
SourceAddress1 Byte
rate(msec)
Hex
1 Request 3 6 0 0 (18) EA 00 3 018 EA 0003
2 Engine Stop request 1 2 0 0 (08) FF 16Ignoriert
008 FF 16xx
3 Delete active Error(DM11)
0 6 0 0 (18) FE D3 3 0 18 FE D303
4Delete Passive Error(DM3)
0 6 0 0 (18) FE CC 3 018 FE CC03
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Transmit Messages:
Pos.
Name DLC J1939 Identifier Repetition
Identifier
Byte Priority3 Bit
Reserved1 Bit
DataPage1 Bit(P+R+DP)
PDUF1 Byte
PDUS1Byte
SrcAddr.1Byte
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
6EngineTemperature
8 6 0 0 (18) FE EE 0 1000 18 FE EE 00
7Inlet/ExhaustConditions 8 6 0 0 (18) FE F6 0 500 18 FE F6 00
8Engine FluidLevel/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
17Vehicle ElectricalPower
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
21EngineConfiguration
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
23ControllerConfiguration
8 6 0 0 (18) FF 0C 0 Request 18 FF 0C 00
24SoftwareIdentification
8 6 0 0 (18) FE DA 0 Request 18 FE DA 00
25 Active Error (DM1) 8 6 0 0 (18) FE CA 01000 (byactiveError)
18 FE CA 00
26Error Number(DM5)
3 6 0 0 (18) FE CE 0 Request 18 FE CE 00
27 Frese FrameParameter (DM4)
8 6 0 0 (18) FE CD 0 Request 18 FE CD 00
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28 Passive Error(DM2)
8 6 0 0 (18) FE CB 0 Request 18 FE CB 00
29Multi packageTransport
8 6 0 0 (18) EC FF 0 18 EC FF 00
30Multi packageTransport Protocol
8 6 0 0 (18) EBFF03
0 18 EB xx 00
31 Acknowledgment 8 6 0 0 (18) E8 FF 0 18 E8 FF 00
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1.5.2 Wiring
For a lot of work on the EMR3 system such as the device/vehicle side wiring, testing or replacingcomponents, system extensions, an exact knowledge of the assignment of the connecting plugsand 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 wiringPlease refer to the DEUTZ instruction manuals ! In particular the pin contacts must be crimpedwith the designated crimp-tools. If necessary remove inserted pin-contacts only with thedesignated ejection-tool. Further specifications for crimp-connections see DIN EN 60352-2.
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1.5.2.1 Diagnostic plug
In order to be able to access the EMR3 control unit with the SERDIA 2000 diagnosis software, aconnection must be made between the SERDIA-PC and the diagnostic interface of the EMR3system. The connection is made with the interface cable HS-Light/HS-Light II from the USB port ofthe PC to the DEUTZ diagnostic socket which must be mounted easily accessible on the vehicleor device (e.g. in the instrument panel).
A diagnostic socket is the prerequisite for the possibility of using SERDIA for errordiagnosis and changing the engine configuration.
The diagnosis plug has got a connection to the CAN-Bus via PIN G and H. This connectionis not used with ED 7 and ED 16 and will be used in the future. The complete diagnosis anprogramming is done via K-Line of the interface.The pins M and F of the diagnostic plug may be connected like in DEUTZ-wiring-plandescribed and are connected with the customer CAN-Bus. At this pins the user mayconnect a DEUTZ-CAN-Display to watch the standard messages. See also DEUTZtechnical product information 0199 99 0340.
Circuit diagram(excerpt from the engine wiring diagram)
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pin assignment
A Battery minus (-)
B Battery plus (+)
K ISO 9141 K-Line Diagnosis
L ISO 9141 L-Line DiagnosisM 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
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1.5.2.2 Main relayThe 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 isswitched off), the main relay is switched off by the control unit after approx. 10 s. The main relaytherefore 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 contactand 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 theECU), 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 offthe ECU may not shut off. Thediode has to be adjusted to the maximum current on this wire.
Circuit diagram
The marking of the relay-pins is not compatible to the DEUTZ wiring diagrams.
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EXAMPLE:
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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 mm, 1.5mm, 0.75 mm
Pinout for the ECU EMR3-S (EDC 16 UC 40)
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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 switchfor speed
Intern mit UGndconnected
D2.2.15Signalinput, analog, mit Pullup-Widerstand
multiple state switchfor speed
Uin= 0...5 V, Rup= 2,3 kW
D2.2.86 power supply ()multiple state switchfor droop
Intern mit UGndconnected
D2.2.89Signalinput, analog, mit Pullup-Widerstand
multiple state switchfor droop
Uin= 0...5 V, Rup= 2,3 kW
D2.2.17Signalinput, digital, mit Pulldown-Widerstand
break switch
Externer Schalter zu UBat,
Rdown= 6,8 kW, Ulow=
2,2 V, Uhigh= 3,7 V
D2.2.80Signalinput, digital, mit Pulldown-Widerstand
break switch
Externer Schalter zu UBat,
Rdown= 6,8 kW, Ulow=
2,2 V, Uhigh= 3,7 V
D2.2.40Signalinput, digital, mit Pulldown-Widerstand
clutch switch
Externer Schalter zu UBat,
Rdown= 6,8 kW, Ulow=
2,2 V, Uhigh
= 3,7 V
D2.2.54Signalinput, digital, mit Pulldown-Widerstand
exhaust break switch
Externer Schalter zu UBat,
Rdown= 6,8 kW, Ulow=
2,2 V, Uhigh= 3,7 V
D2.2.43Signalinput, digital, mit Pulldown-Widerstand
engine start switch
Externer Schalter zu UBat,
Rdown= 6,8 kW, Ulow=
2,2 V, Uhigh= 3,7 V
D2.2.77Signalinput, digital, mit Pulldown-Widerstand
intake air differentialpressure switch
Externer Schalter zu UBat,
Rdown= 6,8 kW, Ulow=
2,2 V, U
high
= 3,7 V
D2.2.52Signalinput, digital, mit Pullup-Widerstand
switchcustomerspecific
Externer Schalter zu UGnd,Rup= 5 kW, Ulow= 2,2 V,
Uhigh= 3,7 V
D2.2.19Signalinput, digital, mit Pullup-Widerstand
Overrideswitch
Externer Schalter zu UGnd,Rup= 5 kW, Ulow= 2,3 V,
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D2.2.14 power supply ()multiple state switchfor speed
Intern mit UGndconnected
Uhigh= 3,7 V
D2.2.79Signalinput, digital, mit Pullup-Widerstand
coolant temp switch
Externer Schalter zu UGnd,Rup= 6,8 kW, Ulow= 2,2
V, Uhigh= 3,7 V
D2.2.87Signalinput, digital, mit Pullup-Widerstand
governor modeswitch
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 lamp0,3 A bei 12 V, 4 W bei 24VEinschaltstrom 0,9 A
D2.2.71 power supply (), switched Oil signal lamp 0,3 A bei 12 V, 4 W bei 24VEinschaltstrom 0,9 AD2.2.51 power supply (+), switched Oil signal lamp
D2.2.7 power supply (+), switchedengine running orboost temp lamp 0,3 A bei 12 V, 4 W bei 24
VEinschaltstrom 0,9 AD2.2.94 power supply (), switched engine running orboost temp lamp
D2.2.29 power supply (+), switchedlamp(customerspecific)
Uout= UBat, Imax= 6 A
D2.2.70 power supply (), switchedcoolant temp warnlamp
0,3 A bei 12 V, 4 W bei 24VEinschaltstrom 0,9 A
D2.2.92 power supply (), switched heater lamp0,3 A bei 12 V, 4 W bei 24VEinschaltstrom 0,9 A
D2.2.63 power supply ()fuel filter water levelsensor
Intern mit UGndconnected
D2.2.64Signalinput, analog, mit Pullup-Widerstand
fuel filter water levelsensor
Uin= 0...5 V, Rup= 120 k
W
D2.2.76 power supply () oil temp sensor Intern mit UGndconnected
D2.2.66Signalinput, analog, mit Pullup-Widerstand
oil temp sensorUin= 0...5 V, Rup= 1,28 k
W
D2.2.75Signalinput, digital, mit Pullup-Widerstand
velocity sensor Externer Schalter zu UBat,
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Rup= 6,8 kW, Ulow= 2,2
V, Uhigh= 3,7 V
D2.2.53 power supply () velocity sensorr Intern mit UGndconnected
D2.2.48 Signalausgang, digital (PWM), mitPullup-Widerstand, minus-schaltend engine speed sensor
Imax= 50 mA, fmax5kHz,
Standard: 60 Impulse/Umdrehung
D2.2.23 power supply (+) Fan speed sensor UOut= 5 V
D2.2.84Signalinput, digital, mit Pullup-Widerstand
Fan speed sensorImax= 20 mA, fmax= 1
kHz
D2.2.59 power supply () Fan speed sensor Intern mit UGndconnected
D2.2.73 power supply (+) fan controlR > 30 Wbei 24 VR > 10,6 Wbei 12 VL = 15...80 mHEinschaltstrom 1,9 A bei16 V (15 Minuten)fmax= 300Hz
fmin= 15HzD2.2.90 power supply (), switched fan control
D2.2.83Signalinput, 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 UGndconnected
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 UGndconnected
D2.2.34Signalinput, analog, mit Pullup-Widerstand
exhaustgas tempsensor
Uin= 0...5 V, Rup= 11,05
kW
D2.2.35 power supply ()exhaustgas tempsensor
Intern mit UGndconnected
D2.2.26 signal output, digitalPDM-output(customerspecific)
Imax= 50 mA, fmax= 1 KHz
D2.2.39power supply ()
PDM-output
(customerspecific)Intern mit U
Gndconnected
D2.2.27 signal output, digitalPDM-output torque(customerspecific)
Imax= 50 mA, fmax= 300 Hz
D2.2.74Signalinput, digital, mit Pulldown-Widerstand
switch(customerspecific)
Externer Schalter zu UBat,
Rdown= 6,8 kW, Ulow= 2,2 V,
Uhigh= 3,7 V
D2.2.24 power supply (+)sensor(customerspecific)
UOut= 5 V
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D2.2.35 power supply ()exhaustgas tempsensor
Intern mit UGndconnected
D2.2.36Signalinput, analog, mit Pullup-Widerstand
sensor(customerspecific)
Uin= 0...5 V, Rup= 680 kW
D2.2.37 power supply ()sensor(customerspecific)
Intern mit UGndconnected.
D2.2.61 Kommunikation, CAN lowCAN-Bus 2, customer
D2.2.62 Kommunikation, CAN high
D2.2.60 Kommunikation, CAN low CAN-Bus 1, frDiagnosisD2.2.82 Kommunikation, CAN high
D2.2.25 Kommunikation, K-Leitung ISO-9141-Bus
D2.1.23 power supply ()boost pressuresensor
Intern mit UGndconnected
D2.1.40Signalinput, analog, mit Pullup-Widerstand
boost pressuresensor
Uin= 0...5 V, Rup= 680 kW
D2.1.14 power supply (+) boost pressuresensor UOut= 5 V
D2.1.53Signalinput, analog, mit Pullup-Widerstand
boost temp sensor Uin= 0...5 V, Rup= 1,28 kW
D2.1.20 Shield cam shaft sensor Intern mit UGndconnected
D2.1.10Signalinput (+), digital, mit Schmitt-Trigger mit Schwellwert-Anpassung
Cam shaft speedsensor inductive sensor, Uin= 0,2...80
V~D2.1.50
Signalinput (), digital, mit Schmitt-Trigger mit Schwellwert-Anpassung
Cam shaft speedsensor
D2.1.41 power supply () coolant temp sensor Intern mit UGndconnected
D2.1.58Signalinput, analog, mit Pullup-
Widerstand
coolant temp sensor Uin= 0...5 V, Rup= 1,28 kW
D2.1.7 Schirmcrank shaft speedsensor
Intern mit UGndconnected
D2.1.12Signalinput (), digital, mit Schmitt-Trigger mit Schwellwert-Anpassung
crank shaft speedsensor inductive sensor, Uin= 0,2...80
V~D2.1.27
Signalinput (+), digital, mit Schmitt-Trigger mit Schwellwert-Anpassung
crank shaft speedsensor
D2.1.45power supply (), switched, mitrecovery diode zu UBat
exhaust gas breakvalve control
R > 42 Wbei 24 VR > 14 Wbei 12 VL < 480 mH bei 12 V
D2.1.29 power supply (+), switchedexhaust gas breakvalve control
D2.1.60 power supply (), switchedinternal exhaust gasbreak or EGR
fr 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,fr 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,
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D2.2.35 power supply ()exhaustgas tempsensor
Intern mit UGndconnected
L = 44 mH, f = 1 Hz
D2.1.49 power supply (), switchedfuel 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 orcrankshafthousingpressure sensor
Intern mit UGndconnected
D2.1.52Signalinput, analog, mit Pullup-Widerstand
fuel temp sensor orcrankshafthousingpressure sensor
UIn= 0...5 V, Rup= 1,28 k
W
D2.1.59power supply (), switched oder PWM-Signal
fuel valve flamestarting or externalEGR
INenn= 1,3 A bei 24 V
L = 0...15 mH bei 24 V
D2.1.25 power supply (+)fuel valve flamestarting or externalEGR
D2.1.54 power supply ()fuel low pressuresensor
Intern mit UGndconnected
D2.1.57Signalinput, analog, mit Pullup-Widerstand
fuel low pressuresensor
UIn= 0...5 V, Rup= 680 k
W
D2.1.11 power supply (+)fuel low pressuresensor
UOut= 5 V
D2.1.24 power supply (+) heater relaymax. 130 mH2A bei 12 V, 1,5A bei 24V
D2.1.34 power supply (), switched heater relay
D2.1.21Signalinput, digital, mit Pullup-Widerstand
sense for heater relay
Externer Schalter nachMasse,Rup= 6,8 kW, Ulow= 2,2
V, Uhigh= 3,7 V
D2.1.51 power supply () oil pressure sensor Intern mit UGndconnected
D2.1.13 power supply (+) oil pressure sensor UOut= 5 V
D2.1.56Signalinput, analog, mit Pullup-Widerstand
oil pressure sensorUIn= 0...5 V, Rup= 6,81 k
W
D2.1.8 power supply () rail pressure sensor Intern mit UGndconnected
D2.1.43Signalinput, analog, mit Pullup-
Widerstandrail pressure sensor U
In
= 0...5 V, R
up
= 4,6 kW
D2.1.26 power supply (+) rail pressure sensor UOut= 5 V
D2.1.30 power supply (+), switched StarterrelayLmax= 130 mH, Imax= 6
A
D2.1.15 power supply (), switched Starterrelay
D2.1.35Signalinput, digital, mit Pullup-Widerstand
engine stop switch(optional)
Rup= 6,8 kW, Ulow= 2,2
V, Uhigh= 3,7 V
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D2.1.49 power supply (), switchedfuel control unit(FCU, MPROP)
UOut= UBat, Imax= 5 A
D2.1.22 power supply () external EGR(optional)
Intern mit UGndconnected
D2.1.28 power supply (+)crankshafthousingpressure 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 2Y15.
2DCR, 4 und 6 Zylinder
D2.1.48 power supply () Injektor 3Y15.
3
DCR, 4 und 6 Zylinder
D2.1.32 power supply () Injektor 4Y15.
4DCR, 4 und 6 Zylinder
D2.1.33 power supply () Injektor 5Y15.
5DCR, 6 Zylinder
D2.1.46 power supply () Injektor 6Y15.
6DCR, 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 bythe 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.
Pin assignment
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D2.1.78
GND reference forsensors and actuators.
Accelerator pedalposition sensor1 ground
Connected to UGNDinside of ECU.
D2.1.79
Analog input (withpulldown resistor)
Accelerator pedalposition sensor1 signal
Analog input, UIN= 0 ...5 V, Rdown= 100 kOhm
D2.1.
48
Digtal input (withpullup 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 pedalposition sensor 2supply
VOUT= 5V
D2.1.59
GND reference forsensors and actuators.
Accelerator pedalposition sensor2 ground
Connected to UGNDinside of ECU.
D2.1.61
Analog input (withpulldown resistor)
Accelerator pedalposition sensor2 signal
Analog input, UIN= 0 ...5 V, Rdown= 100 kOhm
D2.1.80
Digital input (withpullup resistor)
Low idle switch, throttle 2 Digital input externalswitch to GND,
Rup= 100 kOhm, Ulow=
2,4V, Uhigh= 3,6V
D2.1.50
GND reference forsensors and actuators.
Multiple stateor digital switch (speedsetpoint) ground
Connected to UGNDinside of ECU.
D2.1.43
Analog input (withpullup resistor)
Multiple stateor digital switch (speedsetpoint) signal
Analog input, UIN= 0 ...5 V, Rup= 3,4 kOhm
D2.1.65
GND reference forsensors and actuators.
Multiple stateor digitalswitch (Torque/droopswitch) ground
Connected to UGNDinside of ECU.
D2.1.62
Analog input (withpullup resistor)
Multiple stateor digitalswitch (Torque/droopswitch) signal
Analog input, UIN= 0 ...5 V, Rup= 1,4 kOhm
D2.1.76
GND reference forsensors and actuators.
Multiple state ordigital switch(controllermode, power boost)ground
Connected to UGNDinside of ECU.
D2.1.44
Analog input (withpullup resistor)
Multiple stateor digitalswitch (controllermode, power boost) signal
Analog input, UIN= 0 ...5 V, Rup= 3,4 kOhm
D2.1.29
GND reference forsensors and actuators.
Digital switchinput ground Connected to UGNDinside of ECU.
D2.1.32
Digital input (withpullup Resistor)
Overrideswitch Digital input externalswitch to GND,
Rup= 4,1 kOhm, Ulow=2,2V, Uhigh= 3,8V
D2.1.55
Digtal input (withpullup resistor)
Coolant level switch Digital input externalswitch to GND,
Rup= 100 kOhm, Ulow=
2,3V, Uhigh= 3,6VD2.1.
86
Digital input (withpullup resistor)
Droop choiceswitch Digital input externalswitch to GND,
Rup= 5 kOhm, Ulow=4,6V, Uhigh= 8,7V
D2.1.21
Power output high Supplydigital swiches VOUT= UBAT,IMAX= 10 A
D2.1.41
Digtal input (withpulldown resistor)
Engine Stop-switch Digital input externalswitch to UBAT,
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Rdown= 4,1 kOhm, Ulow= 2,2V, Uhigh= 3,8V
D2.1.49
Digtal input (withpulldown resistor)
Parking brakeoptional redundantbrake switch
Digital input externalswitch to UBAT,
Rdown= 4,1 kOhm, Ulow= 2,2V, Uhigh= 3,8V
D2.1.66
Digital input (withpulldown Resistor)
Gear switch Digital input externalswitch to UBAT,
Rdown= 4,1 kOhm, Ulow= 2,2V, Uhigh= 3,8V
D2.1.42
Digtal input (withpulldown resistor)
Air filterdifferential pressureswitch
Digital input externalswitch to UBAT,
Rdown= 4,1 kOhm, Ulow< 0,28xUBAT,
Uhigh> 0,68xUBAT
D2.1.47
Digital input (withpulldown resistor)
Engine brakeswitch Digital input externalswitch to UBAT,
Rdown= 4,1 kOhm, Ulow= 2,2V, Uhigh= 3,8V
D2.1.74
Digital input (withpulldown Resistor)
Engine startswitch Digital input externalswitch to UBAT,
Rdown= 4,1 kOhm, Ulow< 0,28xUBAT,
Uhigh> 0,68xUBAT
D2.1.85
Digital input (withpulldown Resistor)
Oil-Level switch Digital input externalswitch to UBAT,
Rdown= 4,1 kOhm, Ulow< 0,28xUBAT,
Uhigh> 0,68xUBAT
D2.1.21
Power output high Supplydigital switches VOUT= UBAT,IMAX= 10 A
D2.1.31
Digital input (withpulldown Resistor)
Speed switch (+) Digital input externalswitch to UBAT,
Rdown= 4,1 kOhm, Ulow< 0,28xUBAT,
Uhigh> 0,68xUBAT
D2.1.64
Digital input (withpulldown resistor)
Speed switch (-) Digital input externalswitch to UBAT,
Rdown= 4,1 kOhm, Ulow< 0,28xUBAT,
Uhigh> 0,68xUBAT
D2.1.46
Digital input (withpulldown resistor)
Speed switch (hold/resume) Digital input externalswitch to UBAT,
Rdown= 4,1 kOhm, Ulow< 0,28xUBAT,
Uhigh> 0,68xUBAT
D2.1.70
GND reference forsensors and actuators.
Vehicle speed sensor ground Connected to UGNDinside of ECU.
D2.1.71
Digital input withcomparator
Vehicle speedsensor signal Ri = 3,1 kOhm, Ulow=1,0 V, Uhigh= 5,42 V
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fmax= 5 kHz
D2.1.33
Digital output withpullup resistor(small
signal), switch to GND,PDM Output
Engine speed outputsignal 50mAfmax 5kHz
Standard: 60 pulse perrev.
D2.1.22
Power output UBat+Diagnostic lamp supplyHS 0,3A@12V; 4W@24Vnominal 0,3A
inrush current 0,9A
D2.1.30
Power switching outputlow side to GND
Diagnostic lampLS
D2.1.13
Power output UBat+ Battery plusoutput forwarninglamps
VOUT= UBAT,IMAX= 10 A
D2.1.20
Power switching outputlow side to GND
Warning oil pressure/levellamp LS 0,3A@12V; 4W@24Vnominal 0,3A
inrush current 0,9A
D2.1.38
Power switching outputlow side to GND
Warning fuel-/airfilter/fuelpress.lamp LS
0,3A@12V; 4W@24Vnominal 0,3A
inrush current 0,9AD2.1.
39
Power switching outputlow side to GND
Warning coolant temp/levellampLS
0,3A@12V; 4W@24Vnominal 0,3A
Inrush current 0,9A
D2.1.54
Power switching outputlow side to GND
Preheat lamp LS 0,3A@12V; 4W@24Vnominal 0,3A
inrush current 0,9A
D2.1.56
Power switching outputlow side to GND
Engine running/warning boost air templamp LS
0,3A@12V; 4W@24Vnominal 0,3A
inrush current 0,9A
D2.1.17
Power switching outputlow side to GND
Starter relay LS Lmax=130mHImax=2A
D2.1.37
Power switching outputhigh-side to Vbat+
Starter relayHS
D2.1.68
Sensor supply Fan speedsensor supply VOUT= 5V
D2.1.67
GND reference forsensors and actuators.
Fan speedsensor ground Connected to UGNDinside of ECU.
D2.1.69
Digital input Fan speedsensor signal fmax=1kHz
D2.1.14
Power output high Fan control actuator HS Rmin >30Ohm @24VRmin >10,6Ohm @12V
L=15...80mHinrush current1,9A@16V (15
minutes)fmax=300Hzfmin=15Hz
D2.1.15
Power switching outputlow side to GND
Fan controlactuator LS
D2.1.24
GND reference forsensors and actuators.
Exhaust gasor cylinder head temperaturesensorground
Connected to UGNDinside of ECU.
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flame start available
D2.2.05
GND reference forsensors actuators.
External EGR or Fuelvalve for flame startactuator ground
Connected to UGNDinside of ECU.
D2.2.03
Digital output HS (UBATvia internal main relay)
Battery supplyoutput (HS) UBat
D2.2.06
Power switching outputlow-side to GND Engine brake flapactuator LS Rmin > 42 Ohm@24VRmin >14 Ohm@12VLmax < 480mH @12V
D2.2.10
GND reference forsensors actuators.
Camshaft speed sensorground Connected to UGNDinside of ECU.
D2.2.09
Schmitt-trigger inputwith threshold adaption
for engine speedsensor signal.
Camshaft speed sensor signal Induktivsensor, Uin=0,2... 80V AC, fin= ?
D2.2.19
GND reference forsensors actuators.
Crankshaftspeedsensor ground Connected to UGNDinside of ECU.
D2.2.23
Schmitt-trigger inputwith threshold adaption
for engine speedsensor signal.
Crankshaftspeedsensor signal Induktivsensor, Uin=0,2... 80V AC
D2.2.12
GND reference forsensors actuators.
Railfuel pressureor crank case pressuresensor ground
Connected to UGNDinside of ECU.
D2.2.13
Sensor supply Rail fuel pressureor crank case pressuresensor supply(G3)
VOUT= 5V, max 50mA
D2.2.14
Analog input (withpullup resistor)
Railfuel pressureor crank case pressuresensor signal
Analog input, UIN= 0 ...5 V, Rup= 5,6 kOhm
D2.2.15
Analog input (withpullup resistor)
Coolant temperaturesensor signal Analog input, UIN= 0 ...5 V, Rup= 1,36 kOhm
D2.2.26
GND reference forsensors actuators.
Coolant temperaturesensorground
Connected to UGNDinside of ECU.
D2.2.16
Analog output / sensorsupply
Low fuel pressuresensor supply(G2)
VOUT= 5V
D2.2.18
GND reference forsensors actuators.
Low fuel pressure sensor ground Connected to UGNDinside of ECU.
D2.2.22
Analog input (withpullup resistor)
Lowfuel pressuresensor signal Analog input, UIN= 0 ...5 V, Rup= 6,81 kOhm
D2.2.18
GND reference forsensors actuators.
Fuel temperaturesensor ground Connected to UGNDinside of ECU.
D2.2.35
Analog input (withpullup resistor)
Fuel temperaturesensor 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 UGNDinside of ECU.
D2.2.29
Analog input (withpullup resistor)
Customer temp. 1(gear box oil) sensorsignal
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 (withpullup resistor)
Oil pressuresensor signal Analog input, UIN= 0 ...5 V, Rup= 6,81 kOhm
D2.2. GND reference for Oil pressuresensor ground Connected to UGND
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24 sensors actuators. inside of ECU.
D2.2.24
GND reference forsensors actuators.
Water in fuelsensor ground Connected to UGNDinside of ECU.
D2.2.28
Analog input (withpullup resistor)
Water in fuelsensor 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 forsensors actuators.
Boost air pressure/temp.sensorground
Connected to UGNDinside of ECU.
D2.2.34
Analog input (withpullup resistor)
Boost air pressuresensor signal Analog input, UIN= 0 ...5 V, Rup= 680 kOhm
D2.2.36
Analog input (withpullup resistor)
Boost air temperaturesensorsignal
Analog input, UIN= 0 ...5 V, Rup= 1,3 kOhm
D2.2.03
Digital output HS (UBATvia internal main relay)
Battery supplyoutput (HS) UBat
D2.2.
05
GND reference forsensors actuators.
External EGR or Fuelvalve for
flame start actuator ground
Connected to UGND
inside of ECU.D2.2.
11
Digital output / PWM(small signal), switch
to GND
External EGRactuatorLS max. 50mA, 200Hz
D2.2.02
GND reference forsensors actuators.
Engine stopand reserve switchground
Connected to UGNDinside of ECU.
D2.2.21
Analog input (withpullup resistor)
Engine stopor reserve switch Analog input, UIN= 0 ...5 V, Rup= 1,1 kOhm
D2.2.20
GND reference forsensors actuators.
Reservepulse input ground Connected to UGNDinside of ECU.
D2.2.30
Schmitt-trigger inputwith threshold adaption
for engine speed
sensor signal.
Reservepulse input signal Induktivsensor, Uin=0,2... 50V AC
D2.2.01
Power switching outputlow-side to GND
Engine brake internal orIEGRactuator LS
DEUTZ 12Vapplication:
I_Out=1.7A @Vbat=14.4V, L=160mH,
frequency=300Hz,I_Out=3.1A @
Vbat=14.4V, L=10mH,frequency=1Hz,
DEUTZ 24Vapplication:
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 outputhigh-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 outputhigh-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
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Pin Pintype / Signaltype Function / component remark / technical data
D2.1.80 Digital input (with pullupresistor)
Low idle switch, throttle 2
Digital input external switch toGND,
Rup= 100 kOhm, Ulow= 2,4V,Uhigh= 3,6V
D2.1.50 GND reference forsensors and actuators.Multiple stateor digital switch (speedsetpoint) ground Connected to U
GNDinside ofECU.
D2.1.43 Analog input (with pullupresistor)
Multiple stateor digital switch (speed setpoint)signal
Analog input, UIN= 0 ... 5 V, Rup= 3,4 kOhm
D2.1.65 GND reference forsensors and actuators.
Multiple stateor digitalswitch (Torque/droopswitch) ground
Connected to UGNDinside ofECU.
D2.1.62 Analog input (with pullupresistor)
Multiple stateor digitalswitch (Torque/droopswitch) signal
Analog input, UIN= 0 ... 5 V, Rup= 1,4 kOhm
D2.1.76 GND reference forsensors and actuators.
Multiple state ordigital switch(controller mode,power boost)ground
Connected to UGNDinside ofECU.
D2.1.44 Analog input (with pullupresistor)
Multiple stateor digitalswitch (controllermode,power boost) signal
Analog input, UIN= 0 ... 5 V, Rup= 3,4 kOhm
D2.1.29 GND reference forsensors and actuators. Digital switchinput ground
Connected to UGNDinside ofECU.
D2.1.32 Digital input (with pullupResistor)
Overrideswitch
Digital input external switch toGND,
Rup= 4,1 kOhm, U low= 2,2V,Uhigh= 3,8V
D2.1.55 Digtal input (with pullupresistor)
Coolant level switch
Digital input external switch toGND,
Rup= 100 kOhm, Ulow= 2,3V,Uhigh= 3,6V
D2.1.86 Digital input (with pullupresistor)
Droop choiceswitch
Digital input external switch toGND,
Rup= 5 kOhm, Ulow= 4,6V, Uhigh= 8,7V
D2.1.21 Power output high Supplydigital swiches VOUT= UBAT,IMAX= 10 A
D2.1.41 Digtal input (withpulldown resistor)
Engine Stop-switch
Digital input external switch toUBAT,
Rdown= 4,1 kOhm, U low=2,2V, Uhigh= 3,8V
D2.1.49 Digtal input (withpulldown resistor) Parking brakeoptional redundant brake
switch
Digital input external switch toUBAT,
Rdown= 4,1 kOhm, U low=2,2V, Uhigh= 3,8V
D2.1.66 Digital input (withpulldown Resistor)
Gear switch
Digital input external switch toUBAT,
Rdown= 4,1 kOhm, U low=2,2V, Uhigh= 3,8V
D2.1.42 Digtal input (withpulldown resistor)
Air filterdifferential pressureswitch
Digital input external switch toUBAT,
Rdown= 4,1 kOhm, U low 0,68xUBAT
D2.1.47 Digital input (withpulldown resistor)
Engine brakeswitch
Digital input external switch toUBAT,
Rdown= 4,1 kOhm, U low=2,2V, Uhigh= 3,8V
D2.1.74 Digital input (withpulldown Resistor)
Engine startswitch
Digital input external switch toUBAT,
Rdown= 4,1 kOhm, U low 0,68xUBAT
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Pin Pintype / Signaltype Function / component remark / technical data
D2.1.85 Digital input (withpulldown Resistor)
Oil-Level switch
Digital input external switch toUBAT,
Rdown= 4,1 kOhm, U low 0,68xUBAT
D2.1.21 Power output high Supplydigital switches VOUT= UBAT,IMAX= 10 A
D2.1.31 Digital input (withpulldown Resistor)
Speed switch (+)
Digital input external switch toUBAT,
Rdown= 4,1 kOhm, U low 0,68xUBAT
D2.1.64 Digital input (withpulldown resistor)
Speed switch (-)
Digital input external switch toUBAT,
Rdown= 4,1 kOhm, Ulow 0,68xUBAT
D2.1.46 Digital input (withpulldown resistor)
Speed switch (hold/resume)
Digital input external switch toUBAT,
Rdown= 4,1 kOhm, U low 0,68xUBAT
D2.1.70 GND reference forsensors and actuators. Vehicle speed sensor ground
Connected to UGNDinside ofECU.
D2.1.71 Digital input withcomparator Vehicle speedsensor signal
Ri = 3,1 kOhm, Ulow= 1,0 V,Uhigh= 5,42 Vfmax= 5 kHz
D2.1.33 Digital output with pullupresistor(small signal),switch to GND, PDM
Output
Engine speed outputsignal
50mAfmax 5kHz
Standard: 60 pulse per rev.
D2.1.22 Power output UBat+Diagnostic lamp supplyHS
0,3A@12V; 4W@24Vnominal 0,3A
inrush current 0,9A
D2.1.30 Power switching outputlow side to GND Diagnostic lampLS
D2.1.13 Power output UBat+ Battery plusoutput forwarning lamps VOUT= UBAT,IMAX= 10 A
D2.1.20 Power switching outputlow side to GND Warning oil pressure/levellamp LS
0,3A@12V; 4W@24Vnominal 0,3A
inrush current 0,9A
D2.1.38 Power switching outputlow side to GND Warning fuel-/airfilter/fuelpress.lamp LS
0,3A@12V; 4W@24Vnominal 0,3A
inrush current 0,9A
D2.1.39 Power switching outputlow side to GND Warning coolant temp/levellamp LS
0,3A@12V; 4W@24Vnominal 0,3A
Inrush current 0,9A
D2.1.54 Power switching outputlow side to GND Preheat lamp LS
0,3A@12V; 4W@24Vnominal 0,3A
inrush current 0,9AD2.1.56 Power switching output
low side to GND Engine running/warning boost air templamp LS0,3A@12V; 4W@24V
nominal 0,3Ainrush current 0,9A
D2.1.17 Power switching outputlow side to GND Starter relay LS
Lmax=130mHImax=2A
D2.1.37 Power switching outputhigh-side to Vbat+ Starter relayHS
D2.1.68 Sensor supply Fan speedsensor supply VOUT= 5V
D2.1.67 GND reference forsensors and actuators. Fan speedsensor ground
Connected to UGNDinside ofECU.
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Pin Pintype / Signaltype Function / component remark / technical data
D2.1.69 Digital input Fan speedsensor signal fmax=1kHz
D2.1.14 Power output high
Fan control actuator HS
Rmin >30Ohm @24VRmin >10,6Ohm @12V
L=15...80mH
inrush current 1,9A@16V (15minutes)
fmax=300Hzfmin=15Hz
D2.1.15 Power switching outputlow side to GND Fan controlactuator LS
D2.1.24 GND reference forsensors and actuators.
Exhaust gasor cylinder head temperaturesensorground
Connected to UGNDinside ofECU.
D2.1.25 Analog input (with pullupresistor) Exhaust gas temperaturesensor signal
Analog input, UIN= 0 ... 5 V, Rup= 1,4 kOhm
D2.1.28 GND reference forsensors and actuators. Oil temperaturesensor ground
Connected to UGNDinside ofECU.
D2.1.27 Analog input (with pullupresistor) Oil temperaturesensor signal
Analog input, UIN= 0 ... 5 V, Rup= 1,35 kOhm
D2.1.26 Oil level sensorOil levelsensor
Signal evaluation withconstant current source
247mA
D2.1.72 GND reference forsensors and actuators. Oil levelsensor ground
Connected to UGNDinside ofECU
D2.1.23 Power switching outputlow side to GND Torque PDM output signal
IMAX= 50 mA, fMAX= 300Hz
D2.1.51 Power switching outputlow side to GND
Reserve 2 (LS), PDMIMAX= 50 mA, fMAX= 1kHz
D2.1.57 Power output UBat+ Reserve 1,ActuatorHSVOUT= UBAT,IMAX= 2,4 A, LMAX
= 130 mH
D2.1.16 Power switching outputlow side to GND Reserve 1,ActuatorLS
D2.1.81 Analog input (with pullup
resistor)
Crank case pressureor engine speedprecontrollersensor signal
Analog input, UIN= 0 ... 5 V, Rup= 100 kOhm
D2.1.82 Sensor supply Crank case pressureor engine speedprecontrollersensor supply
VOUT= 5V
D2.1.83 GND reference forsensors and actuators.
Crank case pressureor engine speedprecontrollersensor ground
Connected to UGNDinside ofECU
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-Linecommunication Diagnostic, programming
D2.2.03 Digital output HS (UBATvia internal main relay)
Battery supplyoutput (HS) UBat
D2.2.07 Power switching outputlow-side to GND
Preheat relayactuator or glow plug forflame start LS
max. 130mHRmin > 6 Ohm @ 12V
Rmin > 16 Ohm @ 24V
D2.2.08 Digital input (with pullupresistor)
Preheat senseswitch
Digital input external switch toGND,
Rup= 5 kOhm, Ulow= ?, Uhigh=?
D2.2.04 Analog output (UBATviainternal main relay) Fuelvalve for flame startactuator HS
0,75ANenn@24V14,5-15mH@24V
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Pin Pintype / Signaltype Function / component remark / technical data
12V: no fuel valve for flamestart available
D2.2.05 GND reference forsensors actuators.
External EGR or Fuelvalve for flame startactuator ground
Connected to UGNDinside ofECU.
D2.2.03 Digital output HS (UBATvia internal main relay)
Battery supplyoutput (HS) UBat
D2.2.06 Power switching outputlow-side to GND Engine brake flapactuator LS
Rmin > 42 Ohm@24VRmin >14 Ohm@12VLmax < 480mH @12V
D2.2.10 GND reference forsensors actuators. Camshaft speed sensorground
Connected to UGNDinside ofECU.
D2.2.09 Schmitt-trigger input withthreshold adaption forengine speed sensor
signal.
Camshaft speed sensor signal
Induktivsensor, Uin=0,2 ...80V AC, fin= ?
D2.2.19 GND reference forsensors actuators. Crankshaftspeedsensor ground
Connected to UGNDinside ofECU.
D2.2.23 Schmitt-trigger input with
threshold adaption forengine speed sensorsignal.
Crankshaftspeedsensor signal
Induktivsensor, Uin=0,2 ...
80V AC
D2.2.12 GND reference forsensors actuators.
Railfuel pressureor crank case pressure sensorground
Connected to UGNDinside ofECU.
D2.2.13 Sensor supply Rail fuel pressureor crank case pressure sensorsupply(G3)
VOUT= 5V, max 50mA
D2.2.14 Analog input (with pullupresistor)
Railfuel pressureor crank case pressure sensorsignal
Analog input, UIN= 0 ... 5 V, Rup= 5,6 kOhm
D2.2.15 Analog input (with pullupresistor) Coolant temperaturesensor signal
Analog input, UIN= 0 ... 5 V, Rup= 1,36 kOhm
D2.2.26 GND reference forsensors actuators. Coolant temperaturesensor ground
Connected to UGNDinside ofECU.
D2.2.16 Analog output / sensor
supply Low fuel pressuresensor supply(G2)
VOUT= 5V
D2.2.18 GND reference forsensors actuators. Low fuel pressure sensor ground
Connected to UGNDinside ofECU.
D2.2.22 Analog input (with pullupresistor) Lowfuel pressuresensor signal
Analog input, UIN= 0 ... 5 V, Rup= 6,81 kOhm
D2.2.18 GND reference forsensors actuators. Fuel temperaturesensor ground
Connected to UGNDinside ofECU.
D2.2.35 Analog input (with pullupresistor) Fuel temperaturesensor signal
Analog input, UIN= 0 ... 5 V, Rup= 1,3 kOhm
D2.2.17 GND reference forsensors actuators. Customer temp. 1(gear box oil) ground
Connected to UGNDinside ofECU.
D2.2.29 Analog input (with pullupresistor) 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= 5VD2.2.27 Analog input (with pullup
resistor) Oil pressuresensor signalAnalog input, UIN= 0 ... 5 V, R
up= 6,81 kOhm
D2.2.24 GND reference forsensors actuators. Oil pressuresensor ground
Connected to UGNDinside ofECU.
D2.2.24 GND reference forsensors actuators. Water in fuelsensor ground
Connected to UGNDinside ofECU.
D2.2.28 Analog input (with pullupresistor) Water in fuelsensor signal
Analog input, UIN= 0 ... 5 V, Rup= 120 kOhm
D2.2.33 Sensor supply Boost air pressure/temp.sensor supply(G1) VOUT= 5V
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Pin Pintype / Signaltype Function / component remark / technical data
D2.2.25 GND reference forsensors actuators. Boost air pressure/temp.sensor ground
Connected to UGNDinside ofECU.
D2.2.34 Analog input (with pullupresistor) Boost air pressuresensor signal
Analog input, UIN= 0 ... 5 V, Rup= 680 kOhm
D2.2.36 Analog input (with pullupresistor) Boost air temperaturesensor signal
Analog input, UIN= 0 ... 5 V, Rup= 1,3 kOhm
D2.2.03 Digital output HS (UBATvia internal main relay)
Battery supplyoutput (HS)UBat
D2.2.05 GND reference forsensors actuators.
External EGR or Fuelvalve for flame startactuator ground
Connected to UGNDinside ofECU.
D2.2.11 Digital output / PWM(small signal), switch to
GNDExternal EGRactuatorLS
max. 50mA, 200Hz
D2.2.02 GND reference forsensors actuators. Engine stopand reserve switch ground
Connected to UGNDinside ofECU.
D2.2.21 Analog input (with pullupresistor) Engine stopor reserve switch
Analog input, UIN= 0 ... 5 V, Rup= 1,1 kOhm
D2.2.20GND reference forsensors actuators. Reservepulse input ground
Connected to UGND
inside ofECU.
D2.2.30 Schmitt-trigger input withthreshold adaption forengine speed sensor
signal.
Reservepulse input signal
Induktivsensor, Uin=0,2 ...50V AC
D2.2.01Power switching output
low-side to GND Engine brake internal orIEGR 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 6und 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 6und 8 Zylinder
D2.3.13 Injector output low-sideInjector 1 "low", Bank 1 (Y15.1) Y15.1
CR 4 und 6 Zylinder / PLD 6und 8 Zylinder
D2.3.15 Injector output low-sideInjector 2 "low", Bank 2 (Y15.2) Y15.2
CR 4 und 6 Zylinder / PLD 6und 8 Zylinder
D2.3.06 Injector output low-sideInjector 3 "low", Bank 1 (Y15.3) Y15.3
CR 4 und 6 Zylinder / PLD 6und 8 Zylinder
D2.3.14 Injector output low-sideInjector 4 "low", Bank 2 (Y15.4) Y15.4
CR 4 und 6 Zylinder / PLD 6und 8 Zylinder
D2.3.12 Injector output low-sideInjector 5 "low", Bank 1 (Y15.5) Y15.5
CR 6 Zylinder / PLD 6 und 8Zylinder
D2.3.16 Injector output low-sideInjector 6 "low", Bank 2 (Y15.6) Y15.6
CR 6 Zylinder / PLD 6 und 8Zylinder
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 outputhigh-side Fuel metering unit (MPROP) supplyHS
VOUT= UBAT,IMAX= 1,3 A
D2.3.10 Power switching outputlow-side to GND Fuel metering unit (MPROP)LS
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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 bythe EMR3 system.
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1.5.2.5 Circuit diagrams
The following plans are a compendium of a great amount of plans, that are created for everyapplication. For your application you have to contact your dealer and ask for specific plan.
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Example: engineside TCD 6V 2015 with EDC 7
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Example: engineside TCD 2013 L6 4V with EDC7
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Example: engineside TCD 2012 L6 2V mwithEDC16
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Example: vehicle side EDC16
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Example: vehicle side EDC16 and glowplug
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Example: vehicle side EDC16 and heater
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Example: vehicle side with EDC7
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1.6 Service tasks
The engine control unit of the EMR3 system operates with a much greater number of arithmetic
values (incl. measured values) and parameters, than its predecessor. As a comparison: approx.600 parameters were stored in the EMR2 and 9,000 in the EMR3. Since only a small number ofthem are necessary for the normal service and maintenance work, this system description doesnot contain a list of all the arithmetic values and parameters but concentrates on the tasks whichare stored for the EMR3 system in the SERDIA diagnosis software instead. The individual tasksare described below. Deutz reserves the right to control the access to individual tasks via theSERDIA interface.
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1.6.3 Setting Droop 1
The user can adjust the Droop 1 of the data record here.
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1.6.5 Setting fixed speed
The user can adjust the fixed speed of the data record here.
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1.6.6 Setting emergency speed
The user can adjust the emergency speed/limphome speed of the data record here.
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1.6.7 Setting pulse rate for vehicle speed
The user can adjust the wheel pulses of the system in the data record here.
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1.6.8 Setting vehicle maximum speed
The user can adjust the maximum vehicle speed of the system in the data record here.
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1.6.9 Initialize the EEPROM
The user can perform initialisation of the EEPROM here after an operating software download.
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1.6.10 Updating operating software
Unlike the previously mentioned service tasks, the Update Operating Software (mainsoftware =BSW) task cannot be reached with the Tasks button but has its own menu item.
A not programmed ECU from stock will appear with this SerDia-Window(bootloader mode, PA-Mode)Down to SerDia-interface Level 3 the user is able to program the ECU with new main software.With Level 3 you need an additional password for the interface. The password could be orderedfrom the DEUTZ headquarter.
The datasets will be copied from our database DEUTZ-MOTDOK and are available in differentcombinations. For main software-programming (means "program download") you need thecrypted dataset.The crypted dataset has got a size of about 800kbytes and contains main software plusenginespecific dataset. It could only is transferred with SerDia.
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Put in the wanted files.
Caution : In this mode the Service-Tool SerDia2000doesnt check
the data-integrity.
Programming the wrong main software to the wrong ECU may causeirreparable damage to the ECU.
From SerDia2000-Version 1.3.2 on, an automatic process has been implemented, which shouldlead the user through the programming process. Only if possible, serDia2000 makes an backup ofexisting ECU-dataset.After main software-transfer SerDia2000 tries to write back the old data, deletes botherrormemories and initializes the internal EEPROM.
If the ECU contains already main software, SerDia tries to save the stored ECU data itself to abackup file. The backup file is located in the activated SerDia-directory.
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If the communication is disturbed, the following message appears. Normally the ECU falls backinto the bootloader-Mode. In bootloader-mode you can try to program the ECU once again.Sometimes it is possible, that the communication is disturbed, while ECU is flashing the protectedarea. In this case the ECU will not return to bootloader mode anymore, because the securityareas of the ECU-memory have been damaged. Only the manufacturer is able to reanimate thoseECUs.
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Disturbing the communication may have different reasons. bad wiring loose contact too long wiring bad USB-cable (length< 2m) too high Baudrate (default is 57 600 Bits/sec) corrupted file
The following message is shown, when the basic initialisation (old dataset programming, store oldcounter values , EEPROM init, erase errormemory) was not finished correctly. In this case the
user has to do the above mentioned precesses by hand.
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