Deutz EBR Electronic ENG 24032011

English Edition

Installation Manual Electronic

Guidlines for for installation installation of of Guidlines electronic governors governors for for DEUTZ-Dieselengines DEUTZ-Dieselengines electronic

Installation Manual Electronic Copyright © 2011 Deutz AG

Part-Nr. Version Date of creation

0399 1990 en 1.0.3 24.03.2011

Note: 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.

Publisher DEUTZ AG Managing Editor Application Engineering Technical Editors Ko

Table of contents 1 General instructions

1

2 General installation and handling instructions

2

................................................................................................................................... 2 2.1 Installation instructions ......................................................................................................................................................... 2 Control unit ......................................................................................................................................................... 3 Plugs ......................................................................................................................................................... 3 General instructions ......................................................................................................................................................... 4 Cables and wiring ................................................................................................................................... 6 Handling instructions

2.1.1 2.1.2 2.1.3 2.1.4

2.2

3 Electronic engine controller EMR2 3.1 3.2 3.3 3.4 3.5

................................................................................................................................... 7 Functional description EMR2 ................................................................................................................................... 7 System elements EMR2 ................................................................................................................................... 10 Installation instructions EMR2 ................................................................................................................................... 11 Handling instructions EMR2 ................................................................................................................................... 11 Instructions on system shutdown EMR2

4 Electronic engine controller EMR3 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8

12

................................................................................................................................... 12 Control units EMR3 ................................................................................................................................... 12 Functional description EMR3 ................................................................................................................................... 13 System elements EMR3 ................................................................................................................................... 16 Technical data EMR3 ................................................................................................................................... 16 Installation instructions EMR3 ................................................................................................................................... 18 Handling instructions EMR3 ................................................................................................................................... 18 Safety instructions EMR3 ................................................................................................................................... 19 Instructions on system shutdown EMR3

5 Electronic engine controller EMR4 5.1 5.2 5.3 5.4 5.5

7

20

................................................................................................................................... 20 Control units EMR4 ................................................................................................................................... 21 Functional description EMR4 ................................................................................................................................... 21 System elements EMR4 ................................................................................................................................... 22 Technical data EMR4 ................................................................................................................................... 25 Installation instructions EMR4 ......................................................................................................................................................... 26 5.5.1 Check of ECU temperature ................................................................................................................................... 29 Handling instructions EMR4

5.6 ................................................................................................................................... 29 5.7 Safety instructions EMR4 ................................................................................................................................... 30 5.8 Instructions on system shutdown EMR4 ................................................................................................................................... 31 5.9 Exhaust Aftertreatment Diesel particle filter system ......................................................................................................................................................... 31 5.9.1 Wiring of DPF-sensors ......................................................................................................................................................... 32 5.9.2 Safety instructions DPF ................................................................................................................................... 33 5.10 Exhaust Aftertreatment SCR

Copyright © 2011 Deutz AG

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......................................................................................................................................................... 34 5.10.1 Wiring of SCR-sensors

6 Using CAN bus

35

................................................................................................................................... 35 6.1 Functional description ................................................................................................................................... 35 6.2 Installation instructions CAN-Bus ................................................................................................................................... 36 6.3 CAN-Bus Schaltscheme

Index

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Foreword

Our aim is to continuously optimise the contents of this document, whereby practical experience from the circle of readers is very valuable.

So, if you want any changes, extensions or improvements made, please notify us accordingly (E-mail: [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.


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1


General instructions Installation, care and maintenance of electronic/electric components and systems have a decisive influence on their functionality, reliability and durability. The service life of electronic/electric components depends on the ambient temperature. That is why the permissible service temperature range is always specified. It should be noted that continuous operation of such components at the upper limit of the specified temperature range is permissible, but will eventually reduce components life. Electromagnetic compatibility (EMC) of the electronic components is ensured for each system according to regulation 89/336/EEC if appropriately installed in accordance with DEUTZ instructions. The system-specific characteristics may be taken from the detailed system descriptions in the following chapters. Despite the a.m. protective measures against electromagnetic radiation the operator should ensure that the electromagnetic interferences occurring in the operating environment (strong transmitters, transformer substations, etc) do not exceed the limits specified in the regulation 89/336/EEC. All installation measures for the electronic control units should therefore have the aim of staying within the specified limits. Layout of the electric wiring, quality of the cables and their electric connections are of fundamental importance for proper functioning of the electronic units (ECUs) as they constitute the main cause of failures. Wiring of the electronic equipment is not included in these installation instructions, but part of the drawings in the DEUTZ ”pocket book documentation“ and in the operation manual. Such drawings with detailed data on the pin assignment of plugs, for instance, are available upon request from the head office or the local sales staff. Further system descriptions and technical data may be taken from the documentation of the individual electronic systems; they are available upon request from the local sales staff. The description given here is based on the current state of development. Any modifications as a result of technical advancements are reserved by DEUTZ.

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General installation and handling instructions

2

2

General installation and handling instructions This chapter deals with the installation and handling instructions which must be observed and followed for all electronic units and systems. Only supplementary or deviating installation and handling instructions are provided in the descriptions of the individual units or systems. Installation and handling instructions included in the descriptions of the individual systems always have priority and, if applicable, may supersede the general instructions given here.

2.1

Installation instructions

2.1.1

Control unit Electronic control units may not be mounted on the engine or on components connected to the engine (e.g. gear, hydraulic pump, transformer). They must be installed remotely from the engine. Control units designed and constructed for engine installation are an exception. Electronic control units must be installed in a protected place, preferably in the operator cabin, the passenger compartment or the switch cabinet (e.g. electrical units). Any existing pressure compensation elements and the sealing area of the control unit may not be submerged in water. Flooding the device with water and especially cleaning it with high-pressure cleaners or similar devices is not allowed. All designated fastening points on the control unit must be used. The control unit (if necessary also the actuator) must be installed in a well ventilated position whereby it should not be exposed to direct heat radiation. Control units may never be encapsulated because they develop heat, which has to be dissipated constantly. The control unit should always be installed with the connector facing downward and the drain holes at the bottom, to ensure the condensation or water, which has penetrated during washing can flow out. There are also special versions where the connectors are located on the side of the control unit because of the altered position of the drain holes. Exception: In the MVS and EMS the connectors should be arranged on the right or left hand side. The maximum permissible deviation from the vertical position is ± 15°. Other installation positions are possible for the EDC 7, EDC16 or EDC 17 control units. Please consult the Head Office for further information. No holes may be drilled in the control unit and additional fastenings may not be attached to the control unit housing.


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2.1.2


Plugs Sufficient space (about 1x the height of the control unit) must be available below or at the side of the control unit for unhindered mounting of the plugs. The control unit plugs may only be disconnected and connected if the power supply is switched off. The plugs must be plugged and unplugged carefully to avoid damaging metal and plastic lugs. Any damage must be eliminated (replace plug), otherwise the protection class may be voided. Make sure the rubber seals in the plug are always pressed flat onto the housing edges. Unused pins (through connections) on the plug must be sealed with dummy stoppers. This applies both plugs, the EMR plug on the device side and the central plug (X17) on the engine cable harness. If this is not considered failure of the engine function can occur. A diagnostic socket must be provided according to the Deutz wiring diagram. It must be installed in an easily accessible place. The diagnostic plug must be wired by the customer. The plug is designed for diagnosis with Deutz control units only. The diagnostic socket is closed with a cap to protect the contacts in normal operation.

2.1.3

General instructions Diagnostic lights (signal lights), switches and display instruments must be provided by the customer because they are not part of the Deutz delivery scope. Signal lights, switches and display instruments must be installed in the control panel (near to the operating personnel). The fault light must be installed in a well visible position. All lights, relays and other loads controlled by the control unit must be connected according to the appropriate DEUTZ wiring diagram. Only in this case the safe and proper function of these actuators is guaranteed. Because of the high current flow of the starter, the ground cable of the battery must be fixed nearby the starter. Ground cables must always be laid in star shape to a common collection point nearby the minus pole of the battery. The collection point is connected directly to the minus pole. The electrical components may not be thermally insulated. Adequate ventilation for cooling these components must be ensured. To keep the voltage low in the event of a load dump pulse, only dynamos with voltage limiters such as built-in Zener diodes or varistors may be used for supplying power to the control units and the electrical system components. The supply connection of the control unit must be laid separately from the “main plus lead” with a fuse.

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To protect the application and operating environment of the machine / device, an EMC measurement with the whole system (engine – vehicle or engine – device) is necessary before series start. The specified tightening torques must be observed (see maintenance manual) while installing the actuators in the threaded holes provided on the engine.

2.1.4

Cables and wiring Corrugated conduits around the cable harness should be slit to guarantee draining of water. The first fastening point for the cable harness nearby the housing from the plug or the control unit should not exceed 300 mm, for EMR3 and EMR4 units 200 mm. The first fastening of the cable harness must be mounted at the same vibration level as the control unit. The fixing has to be carried out so massively that it is not possible for the fixing to become loose under the environmental conditions occurring in the application. This can be guaranteed by use of a rubber coated metal clamp. The plug connections (e.g. the connection between the wire harness of the engine and the extension) and the first fastening point of the wire harness have to be mounted on the same level of vibrations. Any eyelets of the wire harness being available have to be used. To guarantee the functional reliability of the whole system, the cable harness assembled by the customer has to fulfill the following requirements: a) low electromagnetic radiation of the system, e.g. by laying cables on the body b) insensitivity to electromagnetic radiation by using screened cables for the connections specified by the respective wiring diagram c) avoidance of system-internal interference d) durability in the vehicle environment, i.e. salty mist, damp, temperature and vibration resistance The following measures must be considered: a) compliance with the cable cross sections as specified in the appropriate Deutz wiring diagrams b) reduction of the capacitances/resistances to the specified limit values (twisting and cable lengths according to wiring diagram) c) design of components according to manufacturer specifications d) proper crimping e) no ground loops On the engine side the relevant DEUTZ wire harness ensures that the specified cable cross sections are observed and the capacities and resistances are reduced to the specified limits.


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Installation Manual Electronic Example for wrong cable screening and load wiring

fuse

switch error light

collection point (+)

loads: lights and relais

supply cables

control unit collection point (-)

control cables

shut down solonoid

actuator

screen

setpoint

Example for correct cable screening and load wiring

fuse

switch error light

collection point (+)

KL.30

KL.15

loads: lights and relais

supply cables mind. 2,5mm² control unit collection point (-)

control cables

shut down solonoid M2

actuator

M1 screen

setpoint

Shielding instuctions: Always lay on one side only and do not connect to the chassis.

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Note at wiring harness of the actuator: Is already included in the engine cable and corresponds to the state of delivery. Because of the complex system function it is recommendable to have the application checked by installation consultants.

2.2

Handling instructions When painting the control unit it should be ensured that a) the nameplate b) the area around the plug c) the designation d) the area around the pressure-balancing element and atmospheric pressure sensor with EMR 2 e) the drain holes the mounting surface (contact surface) are protected from the painting process Note, that thermal conductivity of the control unit housing will be reduced dramatically because of painting it. The electronic control unit or the plug-in connector must not be cleaned with steam or water jet. Control units EMR3 and EMR4 (EDC16, EDC7, and EDC17) must not be painted.

Exposed plug-in connectors must be covered prior to painting. During electric welding work on the vehicle/equipment or engine, the electronics must be protected by disconnecting all plugs from the electronic control unit. It is not permitted to open the control unit, otherwise the warranty will be voided. It is not permitted to open sensors and actuators. Defective sensors and actuators must always be replaced as complete units.


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3

Electronic engine controller EMR2

3.1

Functional description EMR2 The EMR consists of an electronic control unit, an electromagnetic actuator with a position sensor, speed, pressure and temperature sensors and an engine wire harness. At the electronic governor system (EMR) a rotary solenoid actuates the control rod of the injection pump and thus meters the optimum fuel quantity injected. This rotary magnet is activated by an electronic control unit which processes and combines several input parameters. The position of the control rod is signalled back to the control unit and corrected via the control rod travel sensor which is installed in the housing of the operating magnet. Within this system no mechanical governor is needed because the control unit is provided with safety devices and measures in the hardware (redundancies) and software (failure strategies) to ensure emergency (limp home) functions. Thus reliable and safe termination of driving or respectively working operations will always be possible. The functions of the electronic governor system (EMR) referring to speed, injection quantity control, monitoring, vehicle and equipment functions, data exchange and diagnosis. The sensors send all needed information to the control unit, thus fulfilling your output requirements while taking various ambient conditions into account, the current engine status and maximum speed. Smoke puffs are nearly completely avoided. A more detailed functional description may be taken from the system description EMR (order No. 02977432 de/en) as well as from the brochure EMR-Generator Set (order No. 02979939 de/en).

3.2

System elements EMR2 The electronic speed governor system EMR2 consists of the following elements: · · · · · · · · · ·

Control unit Positioner for control rod actuation (rotary solenoid) Speed sensor on timing chest cover (camshaft) Temperature sensor (coolant) Charge air pressure sensor Oil pressure sensor (optional) Sensor accelerator Second speed sensor (optional) Pilot light for diagnosis, fault message Engine wiring harness (engine control unit) and vehicle wiring harness

EMR 2 offers the following additional options: · · · ·

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Charge air temperature sensor Fuel temperature sensor Ambient pressure sensor (integrated in control unit) Diagnostic push button




8

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3.3

10

Installation instructions EMR2 See Chapter General Installation and Handling Instructions. The permissible operating temperature range for the electronic control unit extends from -40°C to +80°C. EMV:

ISO 11451-2 ISO 7637-2

up to 100 V/m Test level IV, function level A for Impulse 1 to 4 respectively function level B for Impulse 5 (<60 V) ISO 7637-3 Test level IV, function level A VDE 0879-3 Test level 4 CE, EN 50081-2, EN 50082-2

Depending on the application and operating environment it is mandatory to perform an EMC measurement of the entire system (engine-vehicle or engine-equipment) before start of series production of the entire system (engine-vehicle or engine-equipment). Energy supply : Rated voltage Operating range Current input

12V and 24V 9 ... 36V (engine start possible >6V ) £ 9 A, £ 11,5 A for T < 60 s (fuse 12 A)

Cable lengths; cable layout: a) The max. cable length between battery and control unit (supply line) may be 7 m. Minimum cable cross-section 1.5 mm². b) The max. cable length between indicators (pilot lights), operating elements and control unit shall not exceed 5 m (cross-section 1.0 mm²). c) The max. cable length between control unit and positioner on engine shall not exceed 5.5 m. Minimum cable cross-section 1.5 mm². d) The max. cable length between diagnostic tool inlet (diagnostic plug) and control unit shall not exceed 10 m according to ISO 9141 (cross-section 1.0 mm²). e) Twisted CAN-cable f) Connect shutdown solenoid to PINS M1 and M 2, twist cable with cable cross section 2.5 mm² On the engine side the relevant DEUTZ wiring harness ensures that the specified cable cross sections are observed and the capacities and resistances are reduced to the specified limits. Fusing: The supply line to the control unit has to be protected with a 12 amps. fuse (T). Protection : IP 66 K with plugged-in connector with single-core sealing. Permissible vibration load (control unit): Frequency range: 10 - 20 Hz 1 mm (amplitude) with EMR 1,5 mm (amplitude) with EMR 2 20 - 63 Hz 180 mm/s (speed) 63 - 1000 Hz 7 g (acceleration)


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Installation Manual Electronic Terminal diagram: For each function scope an engine-related and an equipment-related terminal diagram exists. Set point generator (accelerator pedal, hand throttle, voltage): If installing the accelerator sensor it should be considered that only the specified sensors are used. If accelerator sensors are used being not approved by DEUTZ, non specified system behaviour may occur despite apparent compatibility. Calibration with Serdia PC software will be required in case of replacement or new installation of accelerator sensors (max. loads at pin F25 are 30 mA).

3.4

Handling instructions EMR2 See chapter handling instructions.

The resistance range for potentiometers is specified between 800 W and 5 kW. Configured but non-used outputs need not be wired except of the outputs for the shutdown solenoid (pin M2) and for the cold-starting aid (pin M7), which have to be wired. Configured and monitored inputs have to be wired. Outputs which are connected with third-party electronics have to be provided with a pull-up-resistor from 1,0 to 4,7 kW.

3.5

Instructions on system shutdown EMR2 For disconnecting the system not only the supply voltage of the EMR control unit but also the components connected to the outputs of the control unit have to be separated from voltage supply (see wiring diagram on chapter Cable and wiring). Otherwise there is an ongoing power supply to the control unit via the external components, which may cause instable conditions. If using the CAN bus, the CAN bus consumers have to be disconnected simultaneously (see separate chapter on CAN-Bus).

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4.1

Control units EMR3

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With the start-up of the Deutz Tier III engines the engine management system EMR3 will be used with the control units EDC16 and EDC7. For the DCR (DEUTZ Common Rail System for TCD2012, TCD2013) the EDC16 is used as the standard control system, for the PLD system (pump-line-nozzle system for TCD2015) the EDC7. Both systems allow a precise control of the fuel injection depending on the engine operating parameters. They contain functions which are necessary for achieving a high system security level and the required exhaust quality.

EDC16 Number of cylinders: 4,6 Injection system: electronic DCR Operating voltage: 12 and 24V Installation location: chassis, cabin

EDC7 Number of cylinders: 6,8 Injection system: electronic PLD Operating voltage: 12 and 24V Installation location: chassis, cabin

A detailed description of the control units can be found in the EMR3 System Description.

4.2

Functional description EMR3 The control units EDC 16 / EDC 7 are compatible with the EMR2 with regards to the interface functions. The following standard functions are provided: · · ·

ambient pressure-depending filling limit monitoring and engine protection functions: fuel filter, fuel pre-pressure, charge air temperature, rail pressure, oil pressure, coolant temperature, speed engine stop by switch

In addition to this the following optional functions are provided: · · · · ·

control of starter with start procedures (restart lock etc.) speed control / limitation Multiple State Switch 1 (up to 4 fixed speeds selectable) Multiple State Switch 2 (up to 4 torque curves selectable) extendable monitoring and engine protection functions: coolant level, air filter differential


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· · · ·

4.3

pressure and two further temperatures for customer application (e.g. gear oil temperature) extended test functions engine brake control override function (delay of engine shutdown) automatic engine shutdown (engine protection) or only shutdown request (for special applications)

System elements EMR3 The EMR 3 system consists of at least these elements: · control unit · speed sensors for the crankshaft and the camshaft · rail pressure sensor, rail pressure control valve (MPROP) · temperature sensor (coolant) · combined charge air pressure and charge air temperature sensor · oil pressure sensor · ambient pressure sensor (integrated in the control unit) · speed setpoint transmitter, accelerator pedal · signal light for warning, diagnostics, error message etc. · diagnosis button · engine wire harness and vehicle wire harness · monitoring fuel pre-filter (water in fuel)

Example wire harness 2013

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Example Sensors 2013

Example wire harness 2015


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Example sensors 2015 (top view)

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4.4

Technical data EMR3 Designation Nominal voltage Operating voltage Max. cable length ECU -> engine Current consumption Operating temperature range Housing dimensions Weight rel. max. humidity Degree of protection Shock resistance

Vibration resistance

Environmental stability

Contamination

Housing material EMC

4.5

16

Technical data / Remarks 12 and 24 V 9 -32 V Engine start from 6 V possible 5m Irms < 7,5 A fuse 25A mounted on chassis: -40...+85°C (convection 2 m/s) -40...+80°C (stationary air) EDC16: 203 x 168 x 38 EDC7 : 260 x 218 x 59 approx. 2 kg 100% (at 65°C) IP6k9k according to DIN ISO 40050 (with plugged plugs with single wire sealing) according to DIN EN 60068-2-27 acceleration: EDC16 250 m/s² EDC7 1000 m/s² in accordance with DIN EN 60068-2-64 < 1.6 mm (at 10 ... 25 Hz) < 12.00 g [m/s2] (at 100 Hz) < 6.00 g [m/s2] (at 400 Hz) salt spray mist: in accordance with DIN EN 60068-2-11 industrial climate: in accordance with DIN EN 60068-2-38 / -2 temperature change: in accordance with DIN EN 60068-2-14 Engine oils and additives, transmission and lubrication oils; paints, hydraulic fluids, coolants, greases, fuels, cold cleaners die cast aluminium in accordance with EMC Directive 89/336/EEC ISO 11541, ISO 11542, ENV 50204, EN 61000-4-3 up to 100 V/m ISO 7637, EN 61000, VDE 0879

Installation instructions EMR3 See also chapter installation instructions. The control units may not be installed on the engine.

The control units may not be painted.


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Installation Manual Electronic If the control units are mounted on the chassis without any possibility of air circulation they must be installed in a way heat can be transferred from the control unit to the chassis. To protect the application and operating environment of the machine/device, an EMC measurement of the whole system (engine – vehicle or engine – device) is necessary before start of series. Cable lengths, cable laying : a)

b) c) d)

The cable length between the battery and the control unit (power cable) shall not exceed 10m at a cable harness ambient temperature of 85°C (3x2.5 mm² cables parallel connected). If connecting with 1x2.5 mm² the max. cable length is 3.5m (as shown in the cable wiring diagrams all power supply connections of the control unit must be wired!). The maximum cable length between indicators (signal lamps), control elements and the control unit is 10m. The maximum cable length between diagnostic unit input (diagnostic plug) and control unit connection ISO 9141 is 10m. CAN cables must be twisted wire cables.

The counter plug to engine central plug must be fixed via cable clamp on the central plug bracket. See also chapter cables and wiring. On the engine side the DEUTZ cable harness ensures that the specified cable sizes are observed and the capacitances or resistances are reduced to the specified limit values. Because of the different engine function scopes there may be plugs or connections on the engine cable harness that are not used. Wiring on the side of the device must be done in accordance with the Deutz wiring diagrams. To be sure, that the engine will stop immediately after switch off ignition (terminal 15) it is essential to guarantee, that the pins D2.2(K):28 with EDC16, either PIN D2.1:40 with EDC7 will be without voltage after switch off terminal 15. The recommendation, mentioned in the wiring diagrams for the device side regarding the wiring of the pre excitation (terminal D+) of the generator, has to be taken into account. A voltage feedback to the above mentioned pins because of customer specific additional electronic devices have to be strictly avoided. If the machine is equipped with an automatic power switch on/off, it has to be guaranteed, that the ECU can be powered while engine is not running because of service and diagnostic issues. Also a delay for power off has to be implemented to assure, that the follow up time (control unit lag) of the ECU runs correctly. Wiring diagram : There is a series-depending engine side and an application-depending device side wiring diagram for every function scope. The specifications in the wiring diagrams must be observed.

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Fusing: The supply cable to the control unit should be fused with a 25 A fuse (t).

4.6

Handling instructions EMR3 See chapter Handling instructions. The resistance range for potentiometers (foot pedal, hand accelerator) is 800 W up to 5 kW. Configured but unused light outputs need not to be wired. The diagnosis light has to be connected.

4.7

Safety instructions EMR3 To avoid uncontrollable machine conditions due to defects and operating errors, the following instructions must be observed: In applications where driver / operator of the device is unable to disconnect power of the engine from the device before a critical condition occurs, redundant devices must be installed which guarantee detection of the defects and ensure a safe condition of the machine. Examples are low idle switches on the acceleration pedal, brake contact switches, double potentiometers (depending on the application). If the driver / operator of the device is unable to disconnect the power of the engine from the device before a critical condition occurs, a redundant shutdown device must also be provided, which allows the engine to be shutdown immediately in a dangerous situation. If the driver / operator of the device is able to disconnect the power of the engine from the device with a coupling, hydrostat or similar before a critical condition can occur, no additional redundant shutdown devices are necessary. If an engine shutdown is parameterized by CAN bus, it must be ensured that a redundant engine shutdown possibility is available. In case of nominal value setting by CAN bus, make sure no critical or dangerous situation (uncontrollable machine because of abrupt engine speed change) can be caused by malfunction of the nominal value setting (e.g. no CAN message). Plausibility check and validation of the sended value has to be done at the customer specific sending module. If using the CAN bus all CAN bus users must be switched off at the same time (see chapter Using CAN-Bus). If a start prevention is parameterized by CAN bus, this function may only be used for component protection (e.g. starter protection) or similar. The start prevention via CAN bus may never be used for safety-relevant applications (e.g. personal protection when working on machines/vehicles etc.). A redundant shutdown device is, for example, an emergency stop switch but also a key-operated switch at terminal 15 if the key-operated switch is located within direct access of the driver / operator and is ergonomically designed so that the driver / operator can activate this device before a critical situation occurs.


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The customer must ensure that maintenance and repair work to the engine is only performed with the ignition switched off.

4.8

Instructions on system shutdown EMR3 After switching off the connection of terminal 15 on the control unit, the engine is stopped immediately. After about 15 seconds the control unit switches off the power supply automatically via the main relay. To be sure, that the engine will stop immediately after switch off ignition (terminal 15) it is essential to guarantee on device side, that the pins D2.2(K):28 with EDC16, either PIN D2.1:40 with EDC7 will be without voltage after switch off terminal 15. The system may not be switched off directly via terminal 30. If terminal 30 is disconnected before terminal 15 for EMR3 control units, an overpressure may occur in the rail in common rail engines which leads to damages of the rail. At the same time, the control unit lag cannot take place. The lag is the time while the control unit runs a few system tests and saves important data in the EEPROM (e.g. error codes, logistics data) before final shut down. The error has the result, that operating data cannot be saved (e.g. the engine operating hours may be incorrect or certain errors in the devices are not recognized). The control unit detects this malfunction and sets an error in the error memory at the next system start. In the EDC7 the main relay is integrated in the control unit, in the EDC16 the customer must provide a conventional vehicle relay, max. current consumption 300mA according to the wiring diagram.

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5.1

Control units EMR4

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With the launch of the DEUTZ Tier4 engines (interim and final) the engine management system EMR4 with the control units EDC17 CV52, CV54, CV56 (depending on the needed functionality) will be established. All DEUTZ DCR engines (DEUTZ Common Rail System for TCD4.1, TCD6.1, TCD7.8, TCD12.0) are equipped with one EDC17 controller, except the TCD16.0 with two controllers (master and slave). The engine management system allows a precise control of the fuel injection depending on the engine operating parameters. It contains functions, which are necessary for achieving a high system security level and the required exhaust quality.

EDC17 CV52 Number of cylinders: 4,6 Injection system: electronic DCR up to 2000 bar EAT-system: DPF and SCR Operating voltage: 12 and 24V Installation location: chassis, cabine

EDC17 CV56 Number of cylinders: 4,6 Injection system: electronic DCR up to 1600 bar EAT-system: DPF or SCR Operating voltage: 12 and 24V Installation location: chassis, cabine

EDC17 CV54 Number of cylinders: 4,6 Injection system: electronic DCR up to 1600 bar EAT-system: DPF with throttle flap Operating voltage: 12 and 24V Installation location: chassis, cabine A detailed description of the control units can be found in the EMR4 System Description.


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5.2


Functional description EMR4 The control unit EMR4 is compatible to the EMR3 with regards to the interface functions. The following standard functions (depending on the availability in the ECU) are provided: · ambient pressure-depending filling limit · monitoring and engine protection functions: fuel filter, fuel pre-pressure, charge air temperature, rail pressure, oil pressure, coolant temperature, speed · engine start controlled by ECU ( activation starter and starter protection function as restart lock, etc.) · engine stop by switch. · Activation control and monitoring of the exhaust aftertreatment (EAT) components (DPF and/or SCR) In addition the following optional functions are provided: · Velocity control and limitation · Multiple State Switch1 (up to 4 fixed speeds selectable) · extendable monitoring and engine protection functions: coolant level, air filter differential pressure and monitoring of the EAT componets · extended test functions · Override Function (delay of engine shutdown) · automatic engine shutdown (engine protection) or only shutdown request (for special applications)

5.3

System elements EMR4 The EMR 4 system consists of at least these elements: · · · · · · · · · · · · ·

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Control unit (ECU) speed sensors for the crankshaft and the camshaft rail pressure sensor, rail pressure control valve (MPROP, PRV) temperature sensor (coolant) combined charge air pressure and charge air temperature sensor oil pressure sensor ambient pressure sensor (integrated in the control unit) speed setpoint transmitter, accelerator pedal signal light for warning, diagnostics, error message etc. diagnostic button engine wire harness and vehicle wire harness monitoring fuel pre-filter (water in fuel) Controlling and monitoring of the EAT-system (Exhaust After Treatment) see chapter Exhaust after treatment with diesel particle filter system and Exhaust after treatment with SCR system



5.4

22

Technical data EMR4 EDC17CV52 Designation Nominal voltage

Technical data / Remarks 12 und 24 V DC

Operating voltage

9-32 V

Main relay

integrated

Max. cable length ECU -> engine

10m from battery to controller (3x2,5 mm² lines in parallel) 5,0m

Plug

vehicle plug: 91 pol. AMP/Tyco

Current consumption ECU

with 12V-system: Irms £ 12 A – 24 A with 24V-system: Irms £ 10 A – 20 A

Current consumption Exhaust aftertreatment DPF

with 12V-system:

Irms £ 65 A (while regeneration active) (additional capacitance of 12,5 Ah needed!) Irms £ 7 A (deactivated regeneration)

with 24V-system:

Irms £ 35 A (while regeneration active) (additional capacitance of 7 Ah needed!) Irms £ 3,5 A (deactivated regeneration)

with 12V-system:

Irms £ 28 A (while heating active) (additional capacitance of 9,24 Ah needed!) Irms £ 7 A (heating off)

with 24V-system:

Irms £ 21 A (while heating active) (additional capacitance of 7 Ah needed!) Irms £ 4,5 A (heating off)

Current consumption Exhaust aftertreatment SCR

Engine start up from 6 V possible

engine plug: 105 pol. AMP/Tyco (30A delay fuse) (depending on system configuration) (30A delay fuse) (depending on system configuration)

Operating temperature range

mounted to chassis (see Check of ECU temperature): -40...+85°C (air convection 2 m/s, Rth< 3,0 K/Wà ECU to chassis ) -40...+50°C (no air convection , Rth< 3,0 K/Wà ECU to chassis ) maximal steady state temperature of ECU housing: 85°C

Housing dimensions

EDC17CV52:

Weight

ca. 2 Kg

rel. max. humidity

100% (at 55°C)

Degree of protection

IP6k9k according to DIN ISO 40050 (plugged plugs, single wires sealed)

Shock stability

acceleration: < 1000 m/s² at a duration of 6 ms Standards: DIN IEC 60068-2-27, DIN 40 046

Vibration stability

according DIN ISO 16750-3:


Salt spray mist: Industrial climate: Temperature change:

Contamination

Resistant against what is common in the engine environment

Housing material

aluminium, die casting

EMC

EN 55025 (2003), class 3; radiation ISO11452-5 (2003), ISO11452-2 (2004), class A; immunity EN61000-4-2(2001), class A; electrostatic discharge ISO7637-2 (2002), class C, A; interferences ISO7637-3 (1999), Class A; transient disturbance


221 x 194 x 61

f = 10Hz PSD = 17,1100 (m/s²)²/Hz f = 1000Hz PSD = 0,0596 (m/s²)²/Hz

acc. DIN EN 60068-2-11 acc. DIN EN 60068-2-38 / -2 acc. DIN EN 60068-2-14

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23


EDC17CV56 Typ B

V.1.0.3

Designation Nominal voltage

Technical data / Remarks 12 and 24 V DC

Operating voltage

9-32 V

Main relay

integrated






(30A delay fuse) (depending on system configuration) (30A delay fuse) (depending on system configuration)

Current consumption Exhaust with 12V-system: aftertreatment SCR

Irms £ 28 A (while heating active) (additional capacitance of 9,24 Ah needed!) Irms £ 7 A (heating off)

with 24V-system:

Irms £ 21 A (while heating active) (additional capacitance of 7 Ah needed!) Irms £ 4,5 A (heating off)

Plug

vehicle plug: 94 pol. Bosch

engine plug: 60 pol. Bosch



Housing dimensions

EDC17CV56:

Weight

ca. 0,85 Kg

rel. max. humidity

100% (at 55°C)



Shock stability


Vibration stability

according DIN ISO 16750-3: f = 10Hz PSD =18,00 (m/s²)²/Hz f = 2000Hz PSD = 1,00 (m/s²)²/Hz



Contamination


Housing material


EMC

EN 55025 (2003), Class 3; radiation ISO11452-5 (2003), ISO11452-2 (2004), Class A; immunity EN61000-4-2(2001), Class A; electrostatic discharge ISO7637-2 (2002), Class C, A; interferences ISO7637-3 (1999), Class A; transient disturbance

205 x 203 x 38

acc. DIN EN 60068-2-52 Kb acc. DIN 50018 KFW 2,0 S acc. DIN EN 60068-2-14



24

EDC17CV54 Designation Nominal voltage

Technical data / Remarks 12 and 24 V DC

Operating voltage

9-32 V

Main relay

integrated





Plug

vehicle plug: 94 pol. Bosch



Housing dimensions

EDC17CV54:

Weight

ca. 0,85 Kg

rel. max. humidity

100% (at 55°C)



Shock stability


Vibration stability

according DIN ISO 16750-3: f = 10Hz PSD =18,00 (m/s²)²/Hz f = 2000Hz PSD = 1,00 (m/s²)²/Hz



Contamination


Housing material


EMC

EN 55025 (2003), Class 3; radiation ISO11452-5 (2003), ISO11452-2 (2004), Class A; immunity EN61000-4-2(2001), Class A; electrostatic discharge ISO7637-2 (2002), Class C, A; interferences ISO7637-3 (1999), Class A; transient disturbance



(30A delay fuse) (depending on system configuration) (30A delay fuse) (depending on system configuration) engine plug: 60 pol. Bosch

205 x 203 x 38

acc. DIN EN 60068-2-52 Kb acc. DIN 50018 KFW 2,0 S acc. DIN EN 60068-2-14

V.1.0.3

25

5.5


Installation instructions EMR4 See also chapter installation instructions. The control units may not be installed on the engine.

The control units may not be painted. If the control units are mounted on the chassis without any possibility of air circulation they must be installed in a way heat can be transferred from the control unit to the chassis. To protect the application and operating environment of the machine/ device, an EMC measurement of the whole system (engine – vehicle or engine – device) is required before start of series. Cable lengths, cable laying : a)

b) c) d)

The cable length between the battery and the control unit (power cable) shall not exceed 10m at a cable harness ambient temperature of 85°C (3x2.5 mm² cables parallel connected). If connecting with 1x2.5 mm² the max. cable length is 3.5m (as shown in the cable wiring diagrams all power supply connections of the control unit must be wired!). The maximum cable length between indicators (signal lamps), control elements and the control unit is 10m. The maximum cable length between diagnostic unit input (diagnostic plug) and control unit connection (diagnostic CAN) is 10m. CAN cables must be twisted wire cables.

See also chapter cables and wiring. On the engine side the DEUTZ cable harness ensures that the specified cable sizes are observed and the capacitances or resistances are reduced to the specified limit values. Because of the different engine function scopes there may be plugs or connections on the engine cable harness that are not used. Wiring on the side of the device must be done in accordance with the Deutz wiring diagrams. To be sure, that the engine will stop immediately after switch off ignition (terminal 15) it is essential to guarantee, that the pins D2.2(K):67 with EDC17CV52, either PIN K88 with EDC1CV54 will be without voltage after switch off terminal 15. The recommendation, mentioned in the wiring diagrams for the device side regarding the wiring of the pre excitation (terminal D+) of the generator, has to be taken into account. A voltage feedback to the above mentioned pins because of customer specific additional electronic devices have to be strictly avoided.

V.1.0.3



26

If the machine is equipped with an automatic power switch on/off, it has to be guaranteed, that the ECU can be powered while engine is not running because of service and diagnostic issues. Also a delay for power off has to be implemented to assure, that the follow up time (control unit lag) of the ECU runs correctly. Wiring diagram : There is a series-depending engine side and an application-depending device side wiring diagram for every function scope. The specifications in the wiring diagrams must be observed. Fusing: The supply cable to the control unit should be fused with a 30 A fuse (t).

5.5.1

Check of ECU temperature To validate the operating temperature of the ECU, the temperature is measured at defined measuring points of the housing, while the ECU is running at maximum ambient temperature and highest possible current consumption. The measured steady state temperature of the ECU has to be below the value defined in technical data (see Technical data EMR4 for the respective ECU).

measuring points for steady state temperature at EDC17CV52:


V.1.0.3

27


measuring point for steady state temperature at EDC17CV56B:

V.1.0.3



28

measuring point for steady state temperature at EDC17CV54:


V.1.0.3

29

5.6


Handling instructions EMR4 See chapter Handling instructions. The resistance range for potentiometers (foot pedal, hand accelerator) is 800 W up to 5 kW. Configured but unused light outputs need not to be wired. The diagnosis light has to be connected.

5.7

Safety instructions EMR4 To avoid uncontrollable machine conditions due to defects and operating errors, the following instructions must be observed: To avoid critical and unrulable conditions of the equipment caused by defects, redundant devices must be installed which guarantee defect detection and ensure a safe condition of the machine. Examples are low idle switches on the acceleration pedal, brake contact switches, double potentiometers (depending on the application). If the driver / operator of the device is unable to stop the engine before a critical condition occurs, a redundant shutdown device must also be provided, which allows the engine to be switched off immediately in a dangerous situation. Foot pedals for connection to the ECU have to be equipped with a low idle switch. In case of nominal value setting by CAN bus, make sure no critical or dangerous situation (uncontrollable machine because of abrupt engine speed change) can be caused by malfunction of the nominal value setting (e.g. no CAN message). Plausibility check and validation of the sended value has to be done at the customer specific sending module. If an engine shutdown is parameterized by CAN bus, it must be ensured that a redundant engine shutdown possibility is available. If using the CAN bus all CAN bus users must be switched off at the same time (see chapter Using CAN-Bus). If a start prevention is parameterized by CAN bus, this function may only be used for component protection (e.g. starter protection) or similar. The start prevention via CAN bus may never be used for safety-relevant applications (e.g. personal protection when working on machines/vehicles etc.). To prevent an unintended start via ECU of the engine because of malfunction or misuse, an installation of a clutch switch, a gear neutral switch or similar is strictly required to avoid unintended machine movement. A redundant shutdown device is, for example, an emergency stop switch but also a key-operated switch at terminal 15 if the key-operated switch is located within direct access of the driver / operator and is ergonomic designed so that the driver / operator can activate this device before a critical situation occurs.

V.1.0.3



30

The customer must ensure that maintenance and repair work to the engine is only performed with the ignition switched off.

5.8

Instructions on system shutdown EMR4 After switching off the connection of terminal 15 on the control unit, the engine is stopped immediately. After a period of time the control unit switches off the power supply automatically via the main relay. The duration of this follow up time (control unit lag) is depending on the application. At engines with SCR-system it can take up to 2 minutes of time (to clean the SCR-pipes meanwhile) until the power is switched off. The power element of the SCR pump control has to be connected directly to terminal 30 and 31, separately fused, because these components have to be active even during follow up time. Der Leistungsteil der SCR-Pumpenansteuerung ist direkt an An installation after several turn-off devices (terminal 15, emergency stop switch, etc.) is not permitted. Operate according the adequate wiring diagramm To be sure, that the engine will stop immediately after switch off ignition (terminal 15) it is essential to guarantee on device side, that the pins D2.2(K):67 with EDC17CV52, either PIN K88 with EDC17CV54 will be without voltage after switch off terminal 15. The system may not be switched off directly via terminal 30. If terminal 30 is disconnected before terminal 15 for EMR4 control units, an overpressure may occur in the rail in common rail engines which leads to damages of the rail. At the same time, the control unit lag cannot take place. The lag is the time while the control unit runs a few system tests and saves important data in the EEPROM (e.g. error codes, logistics data) before final shut down. The error has the result, that operating data cannot be saved (e.g. the engine operating hours may be incorrect or certain errors in the devices are not recognized). The control unit detects this malfunction and sets an error in the error memory at the next system start. In all versions of EDC17 ECU the main relay is integrated in the control unit.


V.1.0.3

31

5.9


Exhaust Aftertreatment Diesel particle filter system The DEUTZ industrial engines have to meet the exhaust emission limitation of stage 4. They are equipped with an external cooled exhaust gas recirculation system for NOx reduction and a DPF system consisting of a DOC and a DPF for filtering of the particle matter. The system can be equipped additionally with SCR system for future higher requirements. The description and installation manual for SCR system will be in a separate document. The DEUTZ DPF system with a burner system is an active system with thermal regeneration. The control is occurring by the engine control unit (ECU). Regarding the system components, it is designed corresponding to the DEUTZ engine type series as a construction kit. A detailed description of the DEUTZ Diesel Particle Filter System can be found in the Installation manual DEUTZ Diesel Particle Filter System.

Assembly of DPF System

5.9.1

Wiring of DPF-sensors The DPF system temperature is monitored and controlled with the temperature sensors upstream and downstream the oxidation catalyst (DOC), the pressure and temperature sensor upstream the burner, the differential pressure sensor over DPF and other sensors in the fuel distribution unit. All these sensors have to be connected to the engine ECU with the corresponding cables. Further details are shown in the final DEUTZ wiring plan of the engine ECU. Every wire has to be installed with appropriate distance to the DPF module. Following sensors have to be connected to the ECU by customer: · Temperature sensor before DOC · Temperature sensor after DOC · Differential pressure sensor measuring over DPF · NOx –sensor after DPF

V.1.0.3



32

Installation Sensors DPF

5.9.2

Safety instructions DPF The regeneration process of the DPF is started automatically, if needed. In this condition the temperature of the exhaust system can increase up to 650°C. This has to be taken in account when defining materials for use in this area. Also it is recommended not to touch the components during regeneration. If a extraction or a extraction hose is installed at the tail pipes (f.e. in a workshop) it is possible to damage the hose because of the high temperature during active regeneration process. Therefore the automatic regeneration should not get active in this case (start regeneration before placing the engine in the workshop or shortcut the regeneration inhibit button). For working on the ignition system of the burner, it is recommended to switch of the ignition generator first. Don't touch the ignition generator or the wires to the plugs when the generator is powered.


V.1.0.3

33

5.10


Exhaust Aftertreatment SCR In order to meet emission standard Tier4 interim, some DEUTZ industrial and agricultural engines are equipped with a SCR system (Selective Catalytic Reduction) to reduce nitrogen oxide (NOx) emitted by the engine. Temp.Sensor Electr. Heating AdBlue-Lines

Cooling Water Control Valve

Heating Lines over Engine Cooling Water Circuit

Tank Combustion Engine BL

Cooling Lines over Engine Cooling Water Circuit

SL

Tank Level Sensor

SM

PL Customer Exhaust Pipe (optional)

SCR-Module

NOx-Sensor Turbocharger

Temp.Sensor DM

NOx-Sensor

SCR-Cat Flexible Pipe Element

Mixer

Tailpipe

Schematic Illustration of the SCR-System

Object · · · · ·

Supply Module Dosing Module Pressure Line Backflow Line Suction Line

Abbreviation (SM) (DM) (PL) (BL) (SL)

Future EAT systems may be extended by an auxiliary diesel particle filter (DPF) system to reduce the particle emissions. The DEUTZ SCR system is a system for the continuous reduction of engine emitted NOx emissions. Therefore, a reducing agent (AdBlue) injected into the exhaust pipe reacts within the SCR catalyst with NOx emissions and reduces those to nitrogen dioxide (N2) and water (H2O). The operation point regulated AdBlue injection quantity is calculated by the engine control unit. The whole system is build-on several modules which are optimized to every DEUTZ engine variant. A detailed description can be found in the Installation manual for DEUTZ SCR-systems.

V.1.0.3



34

5.10.1 Wiring of SCR-sensors The SCR system is controlled and monitored by the following sensors: ·

2 NOx sensors (control of AdBlue injection quantity and monitoring)

·

Temperature sensor upstream dosing module (control of AdBlue injection quantity)

·

Ambient temperature sensor (control of heating strategy)

·

Temperature and level sensor (AdBlue tank) (control of heating strategy and monitoring)

The ambient temperature sensor must be installed in a way that ambient temperature measurements are not falsified by e.g. heat radiation, airflow etc. All sensors are bulk delivered by DEUTZ and have to be installed by customer. Details concerning wiring are given in the DEUTZ wiring diagram of the engine control unit. All cables have to be installed with sufficient distance to the SCR system and all other heat sources. Ad-Blue has a high capillarity. If Ad-Blue can escape out of the system (because of defects or leakage) it can diffuse in the wiring cables to get into the control unit, plugs or sensors. To avoid damage of the electronic components the wiring of the SCR-system has to be done with cables, which are longitudinal closed to avoid diffusion.


V.1.0.3

35


6

Using CAN bus

6.1

Functional description · A CAN bus (Controller Area Network) allows the data exchange between various electronic control units and provides furthermore connections of diagnostic equipment. · The data rate is 100 kBaud or 250 kBaud depending on the control unit. Every connected control unit can send data via the CAN bus and/or can filter out required data out of the data flow. In the head of each message an identifier is transmitted which indicates the message and which contains a byte for identification of the sender. · In the case of the EMR and MVS systems, the engine can also be controlled via the CAN bus. The complex parameterization of the sent and received messages is limited to a minimum by the selection of CAN function scopes. · If messages fail due to hardware problems etc. an error message is generated. The CAN bus consumers should therefore be connected and disconnected simultaneously if possible. · The CAN bus lines CAN-High and CAN-Low must be twisted. DEUTZ used for the CAN bus protocol the following standards: DIN ISO 11898 SAE-J1939/21 SAE-J1939/71 SAE-J1939-73

6.2

Installation instructions CAN-Bus · Units with installed terminal resistor may only be connected at the bus ends. Otherwise, the resistors must be removed. Thus it is only possible to connect max. 2 units with installed resistor to one CAN bus · The external resistors are not included in the scope of delivery. · All CAN units must have the same ground potential. This is ensured due to the fact that all units are connected with the isolated ground point. · Unit designation according to H 829908 Part 1 · Max. length of the CAN bus is 40 m (for max. 1 Mbit/s Data rate, twisted line 1.5 mm²) and cable length between the units min. 0.1 m (without single feeder) · All bus consumers should preferably be directly connected. · A possibly required spur to the connected units may have a max. length of 0.3 m. · On both ends of the CAN bus network there must be provided resistors of 121 W ± 1% (min. 0.5 W). · The existence of an installed resistor may be checked via an ohmmeter with disconnected plug and shut-off units between the contacts CAN-High und CAN-Low of the control unit.

V.1.0.3


Using CAN bus

6.3

36

CAN-Bus Schaltscheme Combination EMR + customer electronics:

wiring scheme


V.1.0.3

37


Index

control unit 21, 25 Control unit EMR2 7 control unit lag 19, 30 Control units EMR3 12 Control units EMR4 20 Controller Area Network 35 Corrugated conduits 4 counter plug 16 crimping 4 critical condition 29

-2250 kBaud

35

-889/336/EWG

-D-

1

-Aabrupt engine speed change 18, 29 active regeneration process 32 actuators 3 Ad Blue 33 Ad-Blue 34 air circulation 16, 25 ambient pressure sensor 7, 21 Ambient temperature sensor 34 atmospheric pressure sensor 6 automatic regeneration 32

-Bbattery 3 Betriebstemperatur burner 31 burner system 31

26

-Ccable harness 4 cable laying 25 Cable lengths 16, 25 CAN-Bus 35 CAN-Bus wiring scheme 36 capillarity 34 charge air pressure 21 Charge air pressure sensor 7 Charge air temperature sensor 7 cold-starting aid 11 common collection point 3 Common Rail System 12 control rod 7 control rod actuation 7 control rod travel sensor 7 V.1.0.3

DCR 12 Defective sensors 6 DEUTZ cable harness 25 DEUTZ Common Rail System 20 DEUTZ Diesel Particle Filter System DEUTZ SCR system 33 DEUTZ Tier4 engines 20 device side wiring 25 diagnosis light 18, 29 Diagnostic lights 3 Diagnostic push button 7 diagnostic socket 3 Diesel Particle Filter 31 differential pressure sensor 31 diffusion 34 display instruments 3 DOC 31 Dosing Module 33 DPF 31, 32 DPF module 31 DPF system 31 drain holes 2, 6 draining of water 4 drawings 1 dummy stoppers 3 durability 4

31

-EEAT systems 33 EAT-system 21 EDC16 12 EDC17 CV52 20, 22 EDC17 CV54 20, 22 EDC17 CV56 20 EDC17 CV56 type B 22


Index EDC7 12 electric welding 6 electromagnetic actuator 7 electromagnetic radiation 4 Electronic engine controller EMR2 7 Electronic engine controller EMR3 12 Electronic engine controller EMR4 20 EMC 22 EMC measurement 3, 16, 25 emergency stop 29 emergency stop switch 18 EMR 3 System Description 12 EMR2 7 EMR4 30 engine management system EMR3 12 engine management system EMR4 20 engine side cable harness 25 engine start controlled by ECU 21 engine stop 25, 30 Exhaust after treatment 21 Exhaust Aftertreatment 31 exhaust aftertreatment components 21 Exhaust Aftertreatment SCR 33 exhaust system 32 external cooled exhaust gas recirculation extraction hose 32 eyelets 4

-Ffastening 2 fastening point 4 fastening points 2 first fastening 4 follow up time 30 foot pedal 29 Fuel temperature sensor 7 Functional description EMR3 Functional description EMR4 Fusing 16, 25

-GGehäusetemperatur 26 ground cable 3 ground loops 4 ground potential 35

-HHandling instructions EMR2 Handling instructions EMR3 Handling instructions EMR4 heat 2

11 18 29

-I-

31

Identifier 35 ignition generator 32 ignition system of the burner 32 injection quantity control 7 installation 2 installation and handling instructions 2 installation consultants 4 installation instructions 2 Installation instructions CAN-Bus 35 Installation instructions EMR2 10 Installation instructions EMR3 16 Installation instructions EMR4 25 Installation manual 31, 33 installation position 2 Instructions on system shutdown EMR2 11 Instructions on system shutdown EMR3 19 Instructions on system shutdown EMR4 30 interference 4

-Llength of the CAN bus 35 light output 29 limp home 7 load dump 3 longitudinal closed cables 34 low idle switch 29 12 21

-Mmain relay 19, 22, 30 maintenance and repair work minus pole 3 mounting of the plugs 3 mounting surface 6

29

-Nnameplate


38

6

V.1.0.3

39


Nominal voltage 22 Nominal voltage EMR3 NOx 31 NOx sensor 31 NOx sensors 34

16

-Ooil pressure sensor 7, 21 open sensors 6 open the control unit 6 operating temperature 26 Operating temperature range 10, 22 Operating voltage 22 Operating voltage EMR3 16 outputs EMR2 11 oxidation catalyst 31

-Ppainting 6 plug 3 position of the control rod 7 position sensor 7 power of the engine 18, 29 pre excitation generator 25 pressure compensation elements protection class 3

2

-Rrail pressure sensor 21 redundant devices 29 redundant engine shutdown 29 redundant shutdown device 18, 29 regeneration 32 regeneration process 32 regulation 89/336/EWG 1 relays 3 resistance range for potentiometer 29 rotary solenoid 7 rubber seals 3

-SSAE-J1939 35 safe condition of the machine 18 Safety instructions DPF 32 Safety instructions EMR3 18

V.1.0.3

safety instructions EMR4 29 SCR 31 SCR system 33, 34 Second speed sensor 7 Selective Catalytic Reduction 33 Shielding 4 shutdown solenoid 11 signal lights 3 specified cable size 25 specified tightening torques 3 Speed sensor 7 speed sensors 21 spur 35 star shape 3 start via ECU 29 steady state temperature 26 Steuergerätetemperatur 26 Strombelastung 26 Supply Module 33 switch off ignition 16, 25, 30 switches 3 system description EMR 7 System elements EMR4 21 System elements EMR3 13 system EMR2 7

-TTCD12.0 20 TCD16.0 20 TCD2012 12 TCD2013 12 TCD2015 12 TCD4.1 20 TCD6.1 20 TCD7.8 20 Technical data EMR3 16 Technical data EMR4 22 temperature sensor 7, 21 terminal 15 19, 30 terminal 30 30 terminal resistor 35 The control unit EMR4 21 thermal conductivity 6 thermal regeneration 31

-UUmgebungstemperatur

26


Index

40

uncontrollable machine conditions 18, 29 unintended machine movement 29 unintended start 29 Using CAN bus 35

-Vvaristors 3 ventilated position 2 ventilation 3 vibration level 4 voltage feedback 25 voltage limiters 3

-Wwiring diagram 3, 4, 16, 25, 34 wiring harness 4 Wiring of DPF-sensors 31 Wiring of SCR-sensors 34

-ZZener diodes

3


V.1.0.3

DEUTZ AG Application Engineering Ottostr. 1 51149 KÖLN Phone: +49 (0) 2 21 - 822 - 0 Fax: +49 (0) 2 21 - 822 - 5358 Internet: www.deutz.com Email: [email protected] Printed in Germany All rights reserved 8. edition, 09/2010 Part-Nr. 0399 1990 en

Deutz EBR Electronic ENG 24032011

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