EMR3 System Description 091107

EMR3 System description

Systembeschreibung EMR3 by DEUTZ AG

Das elektronische Motorregelsystem EMR3 löst die Systeme EMR1,2 und MVS ab. Für die DEUTZ-Motor-Baureihe DEUTZ-Motor-Baureihe 2011/12 bleibt das EMR2-System vorläufig erhalten. Dieses Dokument beschreibt die Neuerungen, den Aufbau und die Funktionsweise des EMR3 und gibt Hinweise z ur Fehlersuche und zur Problembehebung. Das elektronische Motorregelsystem EMR3-OnRoad wird in einer eigenen Systembeschreibung behandelt.

The electronic engine control system EMR3 replaces the EMR and MVS systems. For the DEUTZ-Series 2011/12 EMR2 will remain. This document describes the new features, the structure and the functional principle of the EMR3 and gives hints for troubleshooting and elimination of problems. The electronic engine control system EMR3-On-Road EMR3-On-Road is dealt within its own system description.

EMR3 System description © 2007 DEUTZ AG

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

Special thanks to: Publisher DEUTZ AG Managing Editor Service Information Systems Technical Editors Fi Ad Cover Designer . Team Coordinator . Production .

All collegues of of DEUTZ AG

Inhalt 1

EMR3

1 Foreword ................................................................................................................................... 1 2 Important ................................................................................................................................... notes 1 3 System components ................................................................................................................................... 3 4 System functions ................................................................................................................................... 13 Control/regulation ......................................................................................................................................................... functions 14 Monitoring functions ......................................................................................................................................................... 14 Diagnosis functions ......................................................................................................................................................... 16

5 Interfaces ................................................................................................................................... 16 Protocols

......................................................................................................................................................... 18

Wiring

......................................................................................................................................................... 22

Diagnostic plug .................................................................................................................................................. 23 Main relay .................................................................................................................................................. 25 Control unit .................................................................................................................................................. EMR3-S (EDC 16 UC 40) 28 Control unit .................................................................................................................................................. EMR3-E (EDC 7 UC 31) 35 Circuit diagrams .................................................................................................................................................. 50

6 Service tasks ................................................................................................................................... 59 Calibrating foot ......................................................................................................................................................... pedal and hand throttle 60 Setting idle speed ......................................................................................................................................................... 62 Setting Droop ......................................................................................................................................................... 1 63 Setting Droop ......................................................................................................................................................... 2 64 Setting fixed......................................................................................................................................................... speed 65 Setting emergency ......................................................................................................................................................... speed 66 Setting pulse ......................................................................................................................................................... rate for vehicle speed 67 Setting vehicle ......................................................................................................................................................... maximum speed 68 Initialize the......................................................................................................................................................... EEPROM 69 Updating operating ......................................................................................................................................................... software 70 IO-Testing ......................................................................................................................................................... 74

7 Diagnostics ................................................................................................................................... 75 Diagnostics......................................................................................................................................................... with diagnostic key and error lamp 75 Diagnosis with ......................................................................................................................................................... SERDIA 77 Table of system ......................................................................................................................................................... errors 80

8 Technical................................................................................................................................... data 82 9 Glossary................................................................................................................................... 88

89

Index

© 2007 DEUTZ AG

Vorwort

Es ist unser Bestreben, den Inhalt dieses Dokuments kontinuierlich zu optimieren, wobei praktische Erfahrungen aus dem Kreis der SERDIA-Anwender eine besonders wertvolle Hilfe darstellen. Sollten Sie daher Änderungen, Erweiterungen oder Verbesserungen wünschen, bitten wir um eine entsprechende Nachricht (E-Mail: Herr Finken, [email protected]). Wir bewerten jede Meldung sorgfältig und veröffentlichen Neuauflagen dieses Dokumentes, sobald sein Inhalt verändert wurde. Im Voraus bedanken wir uns für Ihre Unterstützung.

Our aim is to continuously optimise the contents of this document, whereby practical experience from the circle of SERDIA users is very valuable. So, if you want any changes, extensions or improvements made, please notify us accordingly (E-mail: Mr. Finken, [email protected]). We will examine all messages carefully and publish new editions of this document as soon as its content is changed. Thank you in advance for your kind support.

© 2007 DEUTZ AG

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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 and functional principle of engine components. The data contained herein only correspond to the state of the art at the time of the setting and are not subject to an immediate revision service. The data of the published and respectively valid technical documents such as operating instructions, circuit diagrams, workshop manuals, repair and setting instructions, technical bulletins, service bulletins etc. are exclusively binding for the operation, maintenance and repair. We refer especially to the valid edition of the "Installation Guideline for Electronic Systems on DEUTZ Diesel Engines" which are available from the Installation Consulting Dept. (E-mail: Mr. Benke, [email protected]).

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

Customer wiring In order to attain the required protection class (IP 66) at the control unit, the individual wire seals, plugs and sealing rings provided must be used. The connection between pins and individual wires must only be carried out with the proper crimp tools. The voltage supply on inputs and outputs for connected switches, sensors and loads must be switched off via the ignition switch (terminal 15) and not via battery positive pole (terminal 30).

© 2007 DEUTZ AG

EMR3

2

Work on the electrical system The power supply (ignition, terminal 15) must be switched off before all work on the electrical system. Sensors and actuators must not be connected to external voltage sources for test purposes. They must be connected to EMR3-ECU only. The components could otherwise be permanently damaged. Regardless of the reverse polarity protection integrated in the EMR3, all wrong polarity should be avoided to rule out any risk of damaging the control unit. The control unit plug may not be pulled out when the control unit is in operation (i.e. when the power supply is switched on at terminal 15). Correct procedure: Switch off the power supply (normally with the ignition key), wait for the main relay to switch off (delayed by up to 15 s, listen for clicking noise), pull out control unit plug. The connecting plugs of the EMR3 are only protected against dust and splash water when the mating plugs are plugged in. If the mating plugs are removed, make sure that the control unit is not exposed to moisture.

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

© 2007 DEUTZ AG

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1.3


System components The engine control system EMR3 requires the following components as a minimum equipment for operating the engine: Engine control unit (EMR3-S or EMR3-E)*  Power supply (battery)*  Foot pedal, hand throttle or switch for nominal value preset*  Ignition start switch*  External main relay (only in EMR3-S)*  Function switch*  Speed sensors  Pressure and temperature sensors  Cable harness, engine side / vehicle side*  Error lamp*  Diagnostic button*  Diagnostic socket*  installation and wiring by customer The system can be extended by additional components depending on the application-specific engine configuration. Please contact DEUTZ AG for further information. 

Engine control unit The central component of the EMR3 system is the engine control unit. This has the job of ensuring optimum running of the engine with aims  good exhaust behaviour,  low consumption,  quiet engine running,  long engine life,  efficient service For this purpose, the engine control unit makes a number of calculations with the measured values and the parameters saved in the data memory which form the basis for all the functions provided. The most important functions include:  exact control of the injection process (including number, start and duration of injections),  governoring of the idle speed,  governoring of the exhaust return volume,  optimisation of the balanced running (by correction of injection volume),  engine monitoring,  system diagnosis.

© 2007 DEUTZ AG

EMR3

DEUTZ ROAD-MAP for EMR3-Systems

© 2007 DEUTZ AG

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5


Description of functions The hardware of the EMR3 contains (roughly described): o one CPU (MOTOROLA central processing unit) o memory flash-memory (for software and parameters) eeprom-memory (for special parameters and counters) RAM (for working memory) Inputs and outputs o digital (means ON-OFF signals and PDM signals) o analogue (continous signals, inputs only) communication ports o ISO 9141 (Keyword protocol) o CAN-Bus (SAE J 1939 protocol) Power regulator   

A EMR3-ECU contains several parts of data in general: o main software ( it´s like the BIOS in a PC - DEUTZ calling: "BSW") o application data ( it´s like an office-program on a PC - DEUTZ calling: "dataset") o manufacturing data (it´s like the CMOS-RAM in a PC - DEUTZ calling: "logistic data") The EMR3 could be programmed via the ISO 9141 interface (Programmimg via CAN-Bus is in pipeline). There are different possibilities of programming an EMR3: o complete dataset + BSW (needed for main software exchange) o complete dataset (needed for e.g. spare parts) o partitial dataset (needed for e.g. special adjustment in small series production) o calibration (needed for adjustment in field e.g. footpedal calibration) Many engine functions of the EMR3-Software are available via switches (digital or analog inputs) and CAN-Bus. These functions are choosen from a DEUTZ-configurator called ELTAB. The output of the configurator is the customerspecific dataset for s erial production. In factory every EMR3 is programmed with a customerspecific complete dataset + BSW. After power calibration on the DEUTZ-testbench the EMR3 enters the status "engine specific" and receives a barcode label with the engine number printed on.

It´s forbidden to exchange EMR3-ECU´s (with or without barcode label), that don´t match with the DEUTZ-engine-number.

© 2007 DEUTZ AG

EMR3

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The sensors attached to the engine provide the electronics in the control unit with all the relevant physical parameters. In accordance with the information of the current condition of the engine and the preconditions (accelerator pedal etc.) the EMR 3 controls the injectors and thus doses the fuel quantity in accordance with the performance requirements. The EMR 3 is equipped with safety devices and measures in the hardware and software in order to ensure emergency running (Limp home and/or shut off) functions. In order to switch the engine off, the user needs to turn the ignition switch into Stop-position (terminal 15) only. The ECU shuts off the fuel ignition and enters a data-saving mode for about 15s (max). Within this time the terminal 30 (constant battery voltage) must not be disconnected from EMR3. When the ECU leaves this mode the internal/external Main-Relay is shut off and terminal 30 is disconnected from EMR3 permanently.

Base System functions The following list gives an overview of the implemented EMR3-Functions. Nearly all functions described in EMR2-System are available in EMR3. Speed control o All speed governor, fuel governor (Min/Max-Governor), switchable governor mode during operation, freezing the current speed, fixed speed for synchronization or load distribution, overdrive speed o Set point input o Footpedal and/or hand throttle o External voltage signal (0 - 5 V) o CAN Bus (remote electronics) o Fixed speed signal (genset operation) o Pulse width modulation (PWM) o Touch control operation Up/Down (digital) o Optimal adaptation to different applications o Torque limitation o Up to three top curves can be set independently o Droop o Constant, variable or switchable droop o Engine Start/Stop o Monitoring and signal output functions o Coolant temperature and level, oil pressure, charge air temperature, fuel temperature, o fault display and/or power reduction or switch-off-engine o Boostpressure (LDA) function o Smoke limitation o Temperature-dependent start control o Improving the starting ability, gentle cold start without smoke ejection o Altitude correction o Engine and turbo charger protection o Fuel volume correction o Compensation for fuel heating o Emergency running (limp home mode) o Emergency running after failure of set point signal (e.g. using accelerator pedal), the charge air sensor or the vehicle speed signal o Selection of cold start aid o

© 2007 DEUTZ AG

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EMR3 System description o o o o o

ECU controls a heating flange or the glow plugs or the flame heating Data communication Interfaces, diagnostics and programming Output of fault fault blink codes Simplified fault diagnosis

© 2007 DEUTZ AG

EMR3

DEUTZ-Labeling Label of manufacturer engine types

injection system supply voltage operating temperature mounting methods main relay Max. number of cylinders electrical plugs environment protection category data interface / protocol

EMR3-E ED 7 UC 31 TCD 2015

8

EMR3-S ED 16 UC 40 TCD 2012 2V TCD 2013 2V TCD 2013 4V

DCR® = DEUTZ Common Rail / DMV = DEUTZ Magnetic valve 12 und 24 V -40 °C bis +80 °C, cooling with air convection chassis, cabin chassis, cabin internal external 6 / 8 Zyl. @ (DMV), 89 + 36 + 16 Pins IP 6K, IP 9K

4 / 6 Zyl. @ (DCR®) 94 + 60 Pins IP 6K, IP 9K

CAN / SAE J1939, ISO 9141 / KWP 2000

See the "DEUTZ Engine Control Units, An Overview" brochure for further details. The Deutz Common Rail System is a high pressure injection system for diesel-engines. The rail is the a memory for high compressed fuel for all injectors. This memory is charged by two high pressure pumps. The system is controlled by the EMR3 via fuel control unit. Advantages:  mostly free chooseable injection pressure  injection pressure up to 1600 bar  flexible injection processes 

As shown in the picture the system contains 4 different fuel-pressure zones. Several pressure sensors give the EMR3 some status information of the system and via MPROP the EMR3 is able to control the pressure. The processes is controlled in a closed loop governor. Three different types of injection could be used:  pre injection (e.g. to reduce noise emission)  main injection (working)

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EMR3 System description 

post injection (e.g. to higher the exhaust gas temperature for urea-injection)

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EMR3

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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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1 = fuel tank

7 = ECU

15 = Diagnosis-, 12 = engine main plug button, -plug, (X17) -lamp.

2 = prefilter

8 = high pressure reservoir, Rail

12a = connection harness ECU <-> engine

3 = fuel pump

8a = DBV = high pressure limiting valve 12b = customer (closed: Pmax = specific harness 1800bar, opened: Pmax ~ 700bar)

17 = switchable function (eg. fixed speed 1-2, droop 1-2 etc.)

9 = injectors

12c = engine harness

18 = clutch switch

5 = fuel high pressure pump

10 = Railpressure sensor

13 = EGR exhaust gas 19 = e.g. footpedal, recirculation (external) setpoint setting

6 = FCU = ZME = MPROP = fuel control unit

11 = exhaust turbo charger

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

4 = fuel filter

16 = ignition key (clamp 15)

21 = indicating instrument 22 = Battery (clamp 31, 30)

20 = Signal light, -lamp

© 2007 DEUTZ AG

EMR3

Engine with DMV 1,2,3,6,7,8,9,0,11,12,13 = MotorSensoren

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

© 2007 DEUTZ AG

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13

1.4


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

Four software combinations can be named at the moment: Control unit ED 7 (0421 4432) Control unit ED 16 (0421 4367)

Injection system DCR

Injection system DMV

MSW project name:

MSW project name:

P_490_aaa

P_513_bbb

MSW project name:

MSW project name:

P_491_ccc

P_492_ddd

The consecutive designation aaa ... ddd indicates the development state of the software and the connected system functions. The partnumbers (PN) refer to the date of writing this document. Changes in PN are possible. The following DEUTZ part numbers (PN) were defined at the time this document was written:

TN ASAP

TN BSW

Name BSW

TN EStG

Name EStG

0421 4633

0421 4632

P_491_220

0421 4367

EMR3-S (ED 16UC40)

0421 5113

0421 5112

P_491_302

0421 4367

EMR3-S (ED 16UC40)

0421 5436

0421 5435

P_491_310

0421 4367

EMR3-S (ED 16UC40)

0421 5546

0421 5545

P_491_400

0421 4367

EMR3-S (ED 16UC40)

0421 4689

0421 4688

P_492_213

0421 4367

EMR3-S (ED 16UC40)

0421 4680

0421 4679

P_513_214

0421 4432

EMR3-E (ED 7UC31)

0421 5330

0421 5329

P_513_300

0421 4432

EMR3-E (ED 7UC31)

© 2007 DEUTZ AG

EMR3

1.4.1

14

Control/regulation functions

Regulation of the engine torque The basic task of an engine regulator is to call the respective engine torque necessary in every operating state from the engine to set a constant speed, for example, or to match the nominal value specified by the driver. The EMR3 engine control unit determines the torque in the following way: Starting from the position of the setpoint transmitter (foot pedal, hand throttle or switch) it first determines the necessary drive torque and calculates the necessary coupling toque from this. By adding the power requirements of engine components, you get the nominal value for the torque to be emitted by the engine (external torque). Under consideration of friction losses and the operating point-dependent engine efficiency, the internal engine torque is obtained and finally, from this, the nominal value for the fuel volume.

1.4.2

Monitoring functions The monitoring functions serve to avoid operating states which could damage the engine. The following hardware and signals can be monitored. Sensors Coolant temperature Coolant level (optional*) Oil pressure Charge air temperature Water in fuelAir filter differential pressure (optional*)

Actuators Battery voltage Heating flange (only installed in 4V engines) There are other monitoring functions (e.g. for rail pressure ), which are activated automatically in the event of an error. All monitored values can be displayed (additionally to the diagnostic lamp). early detection of errors:

intention: early recognizing of malfunctions in EMR3-Systems, to avoid environmental pollution or subsequent damage. Three strategies are possible: Warning Warning / power reduction with or without delay Warning / power reduction / shut off with or without delay Example Coolant temperature: The shut off limit at high temp has been increased by DEUTZ AG. But this was only possible, because now a power reduction comes first. Therefore a strategy warning and shutoff without powerreduction is not allowed anymore! User defined combinations of warning strategies are not possible any more (look functional description of sales department) and the user has to use the tested DEUTZ-combinations.

Activated power reduction starts with after warning (diagnosis lamp is activated). The warning- and shut off - limits are engine type or ECU - type dependant. (see ELTAB chapter 8) The shut off condition leads to a blinking lamp (override is possible, that means shut off could be bypassed by user, if configurated. Warranty claims will get lost in this case) Warning strategy is dependant from the monitoring functions, that means, something

© 2007 DEUTZ AG

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that is not monitored could not be evaluated.

© 2007 DEUTZ AG

EMR3

1.4.3

16

Diagnosis functions The EMR3-Ecu´s offer a diagnosis via   

Blink-Code CAN-Bus K-Line

The blink-code is described in Table of diagnostic errors. With this feature it is possible to readout an active system error without a connected diagnosis-tool. Activating this mode is described in Diagnosis with diagnosis button an error lamp The CAN-Bus protocol contains the standard messages from SAE J 1939. Not all telegrams have been implemented. Therefore ask your DEUTZ-Dealer or salesman. Via K-Line the ECU uses the KWP2000-protocol with crypted datastream. The DEUTZ-diagnosistool SerDia2000 is able to read out and/or write the errormemory, measurements and parameters. The access to the ECU and the SerDia-Menu is controlled by competence classes, which are implemented in the SerDia-Hardware-Interface. The levels are password-protected. For each competence class the user needs an extra interface. Further information see diagnostics.

1.5

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

Application interface engine - control unit All the sensors installed in the engine (e.g. for oil pressure and coolant temperature) and actuators (solenoid valves, heating flange etc.) are usually wired at the factory by laying the individual cables in an engine cable harness at the engine adapter plug. The connecting cable from the engine adapter plug to the engine control unit is installed by the customer. The connecting cable can be ordered in a specified length from DEUTZ or can be assembled by the customer himself. There are no special demands on the wiring between the engine transfer plug and the control unit but you should make sure that the power cables of the injectors are not laid directly next to the sensor cables. Shielding the cables for these signal types is definitely an advantage. Please observe the DEUTZ wiring instructions.

Application interface vehicle - control unit This can be understood as the cable harness which connects the display and control elements in the instrument panel to the engine control unit. Here too, there are no special demands on the wiring but it is an advantage to use shielded cables for individual signal types (CAN-bus, diagnosis, foot pedal, hand throttle, etc.).

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

© 2007 DEUTZ AG

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

the ISO-9141 bus (with KWP-2000 protocol, only K-line), the CAN-bus 1 (with SAE-J-1939 protocol), the CAN-bus 2 (not used at the moment).

The wiring between the diagnosis socket and the engine control unit is done by the customer and is usually integrated in the cable harness of the application interface vehicle - control unit. The DEUTZ wiring instructions for CAN-bus cables must be observed. The ISO-9141 bus wiring between the control unit and the communication hardware should not exceed a total length of 15 m to achieve good signal quality. ´The KWP2000 protocol cannot be viewed and can only be used by the DEUTZ diagnosis software SERDIA. The SAE-J-1939 protocol on the other hand is internationally standardised and can be used with any CAN diagnosis hardware and software. For this, standard messages are selected from the set of the SAE-J-1939 protocol by DEUTZ via control unit parameterization which are sent regularly to the bus by the control unit. The configuration of the CAN messages is determined in predefined CAN function scopes from which the customer selects a suitable one for the engine application when ordering the engine. An adaptation of the CAN messages to individual conditions is only possible in agreement with the DEUTZ head office. The control unit also provides the possibility of outputting a blink code according to the currently available errors in the event of an error. The error lamp and the diagnostic key must be connected for a diagnosis in this case. The diagnostic button is connected to the K-line of the ISO-9141 bus. Accidental actuation of the button during ISO communication leads to the connection being broken and the diagnostic program must be restarted. see also Diagnostics

1.5.1

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

KWP 2000 Via the K-line, for diagnostic purposes



SAE J 1939 Via the lines CAN-High and CAN-Low, for diagnostic purposes and communication between the control units.

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CAN-Bus interface Baud-Rate: 250 kBit/s o Several scopes of CAN-functionalities available o All source adresses and priorities are fixed for every single message like SAE J1939-protocol. o After Power up of he ECU the diagnosis starts with a delay of 10 seconds. o Dignosis interrupts for 30s if battery-voltage drops under 9 Volt. o Data FFh tells: not defined o Data FEh tells: not valid o

Example for a CAN-Standard-Function 3100 CAN Code No. 3100Engine Type: CAN – Function For ECU`s: Data Sets:

Don't care Transmit Messages, Engine Stop Request, Request EMR3-s CR, EMR3-e CR, EMR3-e PLD CAN_3100

The CAN - BUS has got the following adjustment:      

The node address of EMR3 is 0. The rate of transmission is 250 kBaud CAN Function without Time Out detection. The node address for the received messages is 3. Only the engine stop request messages can be received from any node on the BUS. The PDUS Byte of Multi package Transport Protocol got the Value FF by automatically send. Otherwise it will include the identifier of the request Node. The priority, resolution, repetition rate and all other information is outlined in the CAN Specification for EMR3 and this Documentation.

Receive Messages: Po Name s.

DLC

J1939

Repetitio Identifier n

Identifier

Data Reserve Page Priority d Byte 1 Bit 3 Bit 1 Bit (P+R+D P)

PDU F 1 Byte

PDU S 1 Byte

Sourc e Addre rate (msec) ss 1 Byte

Hex

1

Request

3

6

0

0 (18)

EA

00

3

0

18 EA 00 03

2

Engine Stop request

1

2

0

0 (08)

FF

16

Ignorie 0 rt

08 FF 16 xx

3

Delete active Error (DM11)

0

6

0

0 (18)

FE

D3

3

0

18 FE D3 03

4

Delete Passive Error (DM3)

0

6

0

0 (18)

FE

CC

3

0

18 FE CC 03

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Transmit Messages: Pos Name .

DLC

Repetitio Identifier n

J1939 Identifier

PDU Priorit Reser Data Page PDUF S ved Byte y Bit 1 Byte 1 3 Bit 1 Bit 1 (P+R+DP) Byte

SrcA ddr. RATE 1 (msec) Byte

Hex

1

EEC1

8

3

0

0 (0C)

F0

04

0

20

0C F0 04 00

2

EEC2

8

3

0

0 (0C)

F0

03

0

50

0C F0 03 00

3

EEC3

8

6

0

0 (18)

FE

DF

0

250

18 FE DF 00

4

Fuel economy

8

6

0

0 (18)

FE

F2

0

100

18 FE F2 00

5

Cruise Control

8

6

0

0 (18)

FE

F1

0

100

18 FE F1 00

6

Engine Temperature

8

6

0

0 (18)

FE

EE

0

1000

18 FE EE 00

7

Inlet/Exhaust Conditions

8

6

0

0 (18)

FE

F6

0

500

18 FE F6 00

8

Engine Fluid Level/Pressure

8

6

0

0 (18)

FE

EF

0

500

18 FE EF 00

9

Measure 1

8

6

0

0 (18)

FF

04

0

200

18 FF 04 00

10 Measure 2

8

6

0

0 (18)

FF

12

0

100

18 FF 12 00

11 Measure 3

8

6

0

0 (18)

FF

13

0

100

18 FF 13 00

12 Measure 4

8

6

0

0 (18)

FF

14

0

100

18 FF 14 00

13 Measure 5

8

6

0

0 (18)

FF

1A

0

100

18 FF 1A 00

14 Measure 8

8

6

0

0 (18)

FF

1D

0

100

18 FF 1D 00

15 Measure 9

8

6

0

0 (18)

FF

19

0

100

18 FF 19 00

16 Limitation

8

3

0

0 (0C)

FF

15

0

100

0C FF 15 00

8

6

0

0 (18)

FE

F7

0

1000

18 FE F7 00

18 Ambient Conditions 8

6

0

0 (18)

FE

F5

0

1000

18 FE F5 00

19 State of Input 1

8

6

0

0 (18)

FF

0A

0

1000

18 FF 0A 00

20 State of Output 1

8

6

0

0 (18)

FF

0B

0

1000

18 FF 0B 00

21 Engine Configuration

8

6

0

0 (18)

FE

E3

0

5000

18 FE E3 00

22 Engine Hours

8

6

0

0 (18)

FE

E5

0

Request 18 FE E5 00

Controller 23 Configuration

8

6

0

0 (18)

FF

0C

0

Request 18 FF 0C 00

24 Software Identification

8

6

0

0 (18)

FE

DA

0

Request 18 FE DA 00

17

Vehicle Electrical Power

25 Active Error (DM1)

8

6

0

0 (18)

FE

CA

0

1000 (by 18 FE CA 00 active Error)

Error Number (DM5)

3

6

0

0 (18)

FE

CE

0

Request 18 FE CE 00

8

6

0

0 (18)

FE

CD

0

Request 18 FE CD 00

26

27 Frese Frame Parameter (DM4)

© 2007 DEUTZ AG

21


28 Passive Error (DM2)

8

6

0

0 (18)

FE

CB

0

Request 18 FE CB 00

package 29 Multi Transport

8

6

0

0 (18)

EC

FF

0

18 EC FF 00

30 Multi package Transport Protocol

8

6

0

0 (18)

EB

FFÚ 0 03

18 EB xx 00

31 Acknowledgment

8

6

0

0 (18)

E8

FF

18 E8 FF 00

0

© 2007 DEUTZ AG

EMR3

1.5.2

22

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

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

© 2007 DEUTZ AG

23 1.5.2.1

EMR3 System description Diagnostic plug

In order to be able to access the EMR3 control unit with the SERDIA 2000 diagnosis software, a connection must be made between the SERDIA-PC and the diagnostic interface of the EMR3 system. The connection is made with the interface cable HS-Light/HS-Light II from the USB port of the PC to the DEUTZ diagnostic socket which must be mounted easily accessible on the vehicle or device (e.g. in the instrument panel). A diagnostic socket is the prerequisite for the possibility of using SERDIA for error diagnosis and changing the engine configuration. The diagnosis plug has got a connection to the CAN-Bus via PIN G and H. This connection is not used with ED 7 and ED 16 and will be used in the future. The complete diagnosis an programming is done via K-Line of the interface. The pins M and F of the diagnostic plug may be connected like in DEUTZ-wiring-plan described and are connected with the customer CAN-Bus. At this pins the user may connect a DEUTZ-CAN-Display to watch the standard messages. See also DEUTZ technical product information 0199 – 99 – 0340.

Circuit diagram (excerpt from the engine wiring diagram)

© 2007 DEUTZ AG

EMR3

pin assignment A

Battery minus (-)

B

Battery plus (+)

K

ISO 9141 K-Line

Diagnosis

L

ISO 9141 L-Line

Diagnosis

M

CAN 2 High (SAE J 1939)

F

CAN 2 Low (SAE J 1939)

D

A-Line (SAE J 1708/1587)

Diagnosis

E

B-Line (SAE J 1708/1587)

Diagnosis

© 2007 DEUTZ AG

24

25

1.5.2.2


Main relay

The main relay serves to release the energy supply of the vehicle/device for the EMR3 system.  The engine control unit EMR3-S requires an external relay (see circuit diagram below).  The engine control unit EMR3-E has an internal electronic relay. For both control units applies: as soon as terminal 15 is not carrying battery + (i.e. the ignition is switched off), the main relay is switched off by the control unit after approx. 10 s. The main relay therefore separates the control unit from terminal 30 (battery +) which disconnects the power. The switching state of the main relay can be observed in the EMR3-S directly at the relay contact and in the EMR3-E at pin 1.13. technical requests for the main relay  min. current via switching contacts: 25A  coil response time and fall time: < 50 ms

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

Circuit diagram The marking of the relay-pins is not compatible to the DEUTZ wiring diagrams.

© 2007 DEUTZ AG

EMR3

© 2007 DEUTZ AG

26

27


EXAMPLE:

© 2007 DEUTZ AG

EMR3

1.5.2.3

28

Control unit EMR3-S (EDC 16 UC 40)

The engine control unit EMR3-S has two connecting sockets arranged on the top of the housing:  socket D2.1 for connecting the engine cable harness,  socket D2.2 for connecting the vehicle/device side cable harness.

Pin assignment

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

Pinout for the ECU EMR3-S (EDC 16 UC 40)

© 2007 DEUTZ AG

29

EMR3 System description Pin

Signal type

Function / Component

remark / Technical data

D2.2.1

power supply (+)

D2.2.3

power supply (+)

power supply ECUs

UBat (clamp 30)

D2.2.5

power supply (+)

D2.2.2

power supply (–)

D2.2.4

power supply (–)

power supply ECU

UGnd (clamp 31)

D2.2.6

power supply (–)

Betriebssignal für ECU

UBat geschaltet (clamp 15) U > 4,79 V: ECU eingeschaltet U < 3,63 V: ECU ausgeschaltet

main relay

12V: 140 mA, 120 mH bei 1 kHz 24V: 80 mA, 350 mH bei 1 kHz

footpedal (setpoint)1

Uin= 0...5 V, Rdown = 100 kW

D2.2.22 power supply (+)

footpedal (setpoint) 1

Uout = 5 V

D2.2.30 power supply (–)

footpedal (setpoint) 1

Intern mit UGnd verbunden

idle switch footpedal 1

Externer Schalter zu U Gnd, Rup = 100 kW, Ulow = 2,1 V, Uhigh = 3,9 V

handthrottle (setpoint) 2

Uin = 0...5 V, R down = 100 kW

handthrottle (setpoint) 2

Uout = 5 V

Positionsgeber Fahrpedal 2:

Intern mit UGnd verbunden

D2.2.81 Signalinput, digital, mit Pullup-Widerstand

idle switch footpedal 2

Externer Schalter zu U Gnd, Rup = 100 kW, Ulow = 2,1 V, Uhigh = 3,9 V


Temperature sensor 2 (optional)

Intern mit UGnd connected

Temperature sensor 2 (optional)

Uin = 0...5 V, R up = 1,3 k

D2.2.28 Signalinput, digital

D2.2.72 power supply (–), geschaltet

D2.2.9

Signalinput, analog, mit PulldownWiderstand

D2.2.58 Signalinput, digital, mit Pullup-Widerstand

D2.2.31 Signalinput, analog, mit Pulldown-

Widerstand

D2.2.46 power supply (+) D2.2.8

D2.2.11

power supply (–)

Signalinput, analog, mit PullupWiderstand

D2.2.12 power supply (–) D2.2.13


W

oil level sensor


oil level sensor

Uin = 0...5 V, R up = 1,28 kW

© 2007 DEUTZ AG

EMR3 Pin

Function / Component

remark / Technical data


oil level sensor

Uout = 5 V


multiple state switch for speed



Uin = 0...5 V, R up = 2,3 kW

multiple state switch for droop


multiple state switch for droop

Uin = 0...5 V, R up = 2,3 kW

D2.2.15

Signal type

30



D2.2.89

D2.2.17

D2.2.80


Signalinput, digital, mit PulldownWiderstand


Signalinput, digital, mit PulldownD2.2.40 Widerstand


D2.2.43

D2.2.77

D2.2.52



Signalinput, digital, mit PullupWiderstand

Signalinput, digital, mit PullupD2.2.19 Widerstand

© 2007 DEUTZ AG

Externer Schalter zu UBat, break switch

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

break switch

clutch switch

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

exhaust break switch

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

engine start switch

intake air differential pressure switch

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

switch customerspecific

Externer Schalter zu UGnd , Rup = 5 kW, Ulow = 2,2 V, Uhigh = 3,7 V

Overrideswitch

Externer Schalter zu UGnd , Rup = 5 kW, Ulow = 2,3 V,

31




Intern mit UGnd connected Uhigh = 3,7 V

coolant temp switch

Externer Schalter zu UGnd , Rup = 6,8 kW, Ulow = 2,2 V, Uhigh = 3,7 V

governor mode switch

Externer Schalter zu UGnd , Rup = 6,8 kW, Ulow = 2,2 V, Uhigh = 3,7 V

droop switch


D2.2.55 power supply (+), switched

diagnosis lamp

0,3 A bei 12 V, 4 W bei 24 V Einschaltstrom 0,9 A

D2.2.71 power supply (–), switched

Oil signal lamp


Oil signal lamp

D2.2.79

D2.2.87

D2.2.57





power supply (+), switched

engine running or boost temp lamp


engine running or boost temp lamp


lamp (customerspecific)

Uout = UBat, Imax = 6 A


coolant temp warn lamp



heater lamp



fuel filter water level sensor


fuel filter water level sensor

Uin = 0...5 V, R up = 120 k

oil temp sensor


D2.2.7

D2.2.64




W

D2.2.66


oil temp sensor

Uin = 0...5 V, R up = 1,28 k

D2.2.75


velocity sensor

Externer Schalter zu UBat,

W

© 2007 DEUTZ AG

EMR3

32

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


Signalausgang, digital (PWM), mit D2.2.48 Pullup-Widerstand, minus-schaltend

engine speed sensor

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


Fan speed sensor

UOut = 5 V

Fan speed sensor

Imax = 20 mA, f max = 1 kHz


Fan speed sensor



fan control


fan control


D2.2.84

D2.2.83







R > 30 W bei 24 V R > 10,6 W bei 12 V L = 15...80 mH Einschaltstrom 1,9 A bei 16 V (15 Minuten) f max = 300Hz f min = 15Hz

PDM-setpoint


PDM-setpoint


Temperaturesensor (customerspecific)

Uin = 0...5 V, R up = 1,3 kW

Temperaturesensor (customerspecific)


exhaustgas temp sensor

Uin = 0...5 V, R up = 11,05 kW




D2.2.26 signal output, digital

PDM-output (customerspecific)

Imax = 50 mA, f max = 1 KHz


PDM-output (customerspecific)


D2.2.27 signal output, digital

PDM-output torque (customerspecific)

Imax = 50 mA, f max = 300 Hz


switch (customerspecific)


sensor (customerspecific)

© 2007 DEUTZ AG

Externer Schalter zu UBat, Rdown = 6,8 kW, Ulow = 2,2 V, Uhigh = 3,7 V UOut = 5 V

33

EMR3 System description D2.2.35 power supply (–) D2.2.36


D2.2.37 power supply (–) D2.2.61 Kommunikation, CAN low D2.2.62 Kommunikation, CAN high D2.2.60 Kommunikation, CAN low




Uin = 0...5 V, Rup = 680 kW


Intern mit UGnd connected.

CAN-Bus 2, customer

D2.2.82 Kommunikation, CAN high

CAN-Bus 1, für Diagnosis

D2.2.25 Kommunikation, K-Leitung

ISO-9141-Bus


boost pressure sensor



Uin = 0...5 V, Rup = 680 kW


UOut = 5 V

boost temp sensor

Uin = 0...5 V, Rup = 1,28 kW

cam shaft sensor


D2.1.40


D2.1.14 power supply (+) D2.1.53


D2.1.20 Shield D2.1.10

Signalinput (+), digital, mit Schmitt- Cam shaft speed Trigger mit Schwellwert-Anpassung sensor

D2.1.50

Signalinput (–), digital, mit Schmitt- Cam shaft speed Trigger mit Schwellwert-Anpassung sensor


inductive sensor, Uin = 0,2...80 V~

coolant temp sensor


D2.1.58


coolant temp sensor

Uin = 0...5 V, Rup = 1,28 kW

D2.1.7

Schirm

crank shaft speed sensor


D2.1.12

Signalinput (–), digital, mit Schmitt- crank shaft speed Trigger mit Schwellwert-Anpassung sensor

D2.1.27

Signalinput (+), digital, mit Schmitt- crank shaft speed Trigger mit Schwellwert-Anpassung sensor

V~

power supply (–), switched, mit

R > 42 W bei 24 V R > 14 W bei 12 V L < 480 mH bei 12 V

D2.1.45 recovery diode zu U Bat



exhaust gas break valve control

inductive sensor, Uin = 0,2...80

exhaust gas break valve control

internal exhaust gas break or EGR

für 12-V-Anwendungen: IOut = 1,7 A bei V bat = 14,4 V, L = 160 mH, f = 300 Hz, IOut = 3,1 A bei V bat = 14,4 V, L = 10 mH, f = 1 Hz, für 24-V-Anwendungen: IOut = 0,9 A bei V bat = 28,8 V, L = 600 mH, f = 300 Hz, IOut = 1,7 A bei V bat = 28,8 V,

© 2007 DEUTZ AG

EMR3 D2.2.35 power supply (–)


34

Intern mit UGnd connected L = 44 mH, f = 1 Hz


fuel control unit (FCU, MPROP)




fuel temp sensor or crankshafthousing pressure sensor

UOut = UBat, Imax = 5 A


D2.1.52


fuel temp sensor or crankshafthousing pressure sensor

UIn = 0...5 V, R up = 1,28 k

D2.1.59

power supply (–), switched oder PWMSignal

fuel valve flame starting or external EGR

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

W


fuel valve flame starting or external EGR


fuel low pressure sensor



UIn = 0...5 V, R up = 680 k



UOut = 5 V


heater relay

max. 130 mH 2A bei 12 V, 1,5A bei 24V


heater relay

D2.1.57


W

sense for heater relay

Externer Schalter nach Masse, Rup = 6,8 kW, Ulow = 2,2 V, Uhigh = 3,7 V


oil pressure sensor



oil pressure sensor

UOut = 5 V

D2.1.21


D2.1.56


oil pressure sensor

UIn = 0...5 V, R up = 6,81 k

D2.1.8

power supply (–)

rail pressure sensor


D2.1.43



UIn = 0...5 V, R up = 4,6 kW



UOut = 5 V


Starterrelay

Lmax = 130 mH, I max = 6 A


Starterrelay

D2.1.35

© 2007 DEUTZ AG


engine stop switch (optional)

W

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

35

EMR3 System description D2.1.49 power supply (–), switched


UOut = UBat, Imax = 5 A


external EGR (optional)




crankshafthousing pressure sensor (optional) Injektoren 1 (Y15.1), 3 (Y15.3) und 5 (Y15.5) = Bank 1

UOut = 5 V Y15. DCR, 4 und 6 Zylinder 1/3/5

Injektoren 2 (Y15.2), 4 (Y15.4) und 6 (Y15.6) = Bank 2

Y15. 2/4/6 DCR, 4 und 6 Zylinderer


Injektor 1

Y15. DCR, 4 und 6 Zylinder 1


Injektor 2



Injektor 3



Injektor 4



Injektor 5

Y15. DCR, 6 Zylinder 5


Injektor 6

Y15. DCR, 6 Zylinder 6

D2.1.1

power supply (+)

The table above illustrates the maximum assignment of the control unit pins. However, in practice, not all the named pins are actually assigned. Pins which are not listed are generally not used by the EMR3 system. 1.5.2.4

Control unit EMR3-E (EDC 7 UC 31)

The engine control unit EMR3-E has three connecting sockets arranged on the top of the housing:  socket D2.1 for connecting the vehicle/device side cable harness,  socket D2.2 for connecting the engine cable harness for sensors and actuators,  socket D2.3 for connecting the engine cable harness for the fuel measuring unit and fuel injectors.

Pin assignment

© 2007 DEUTZ AG

EMR3

36

Max. cable cross section: 2.5 mm², 0.75 mm²

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

Pintype / Signaltype

D2.1. 02

Function / component

remark / technical data

Supply of the ECU with positiv battery voltage

UBat clamp 30

Supply of the ECU with negative battery voltage

UGND clamp 31

D2.1. 03 D2.1. 08 D2.1. 09 D2.1. 05 D2.1. 06 D2.1. 10 D2.1. 11 D2.1. 40

Digital input terminal 15

D2.1. 77

Sensor supply

© 2007 DEUTZ AG

Terminal 15 (switched UBAT+)

Accelerator pedal position sensor 1 supply

ECU in on state > 3,35V < 2,81 off state clamp 15 VOUT = 5V

37

EMR3 System description GND reference for Accelerator pedal position sensor D2.1. sensors and actuators. 78 1 ground

D2.1. 79

Analog input (with pulldown resistor)

D2.1. 48

Digtal input (with pullup resistor)

D2.1. 60

Sensor supply

Accelerator pedal position sensor 1 signal Low idle switch, throttle 1


Connected to U GND inside of ECU. Analog input, input, UIN = 0 ... 5 V, Rdown = 100 kOhm Digital input external switch to GND, Rup = 100 kOhm, Ulow = 2,4V, Uhigh = 3,6V VOUT = 5V

Connected to U GND inside of ECU. Analog input, input, UIN = 0 ... Accelerator pedal position sensor 2 signal 5 V, Rdown = 100 kOhm Digital input external Low idle switch, throttle 2 switch to GND, Rup = 100 kOhm, Ulow = 2,4V, Uhigh = 3,6V Connected to U GND Multiple state or digital switch ( speed setpoint) ground inside of ECU. Analog input, input, UIN = 0 ... Multiple state or digital switch (speed setpoint) signal 5 V, Rup = 3,4 kOhm Connected to U GND Multiple state or digital switch (Torque/ droop switch) ground inside of ECU. Analog input, input, UIN = 0 ... Multiple state or digital switch (Torque/ droop switch) signal 5 V, Rup = 1,4 kOhm Connected to U GND Multiple state or digital digital switch (controller mode, power boost) ground inside of ECU. input, UIN = 0 ... Multiple state or digital switch (controller Analog input, mode, power boost) signal 5 V, Rup = 3,4 kOhm Connected to U GND Digital switch input ground inside of ECU. Digital input external Override switch switch to GND, Rup = 4,1 kOhm, Ulow = 2,2V, Uhigh = 3,8V Digital input external Coolant level switch switch to GND, Rup = 100 kOhm, Ulow = 2,3V, Uhigh = 3,6V Digital input external Droop choice switch switch to GND, Rup = 5 kOhm, Ulow = 4,6V, Uhigh = 8,7V VOUT = UBAT, IMAX = 10 A Supply digital swiches

GND reference for Accelerator pedal position sensor D2.1. sensors and actuators. 59 2 ground

D2.1. 61

Analog input (with pulldown resistor)

D2.1. 80

Digital input (with pullup resistor)

GND reference for D2.1. sensors and actuators. 50

D2.1. 43

Analog input (with pullup resistor)


D2.1. 62



D2.1. 44



D2.1. 32

Digital input (with pullup Resistor)

D2.1. 55


D2.1. 86


D2.1. 21

Power output high

D2.1. 41

Digtal input (with pulldown resistor)

Engine Stop-switch

Digital input external switch to UBAT,

© 2007 DEUTZ AG

EMR3

D2.1. 49


D2.1. 66

Digital input (with pulldown Resistor)

Gear switch

D2.1. 42


Air filter differential differential pressure switch

D2.1. 47

Digital input (with pulldown resistor)

Engine brake switch

D2.1. 74


Engine start switch

D2.1. 85


Oil-Level switch

D2.1. 21

Power output high

Supply digital switches

D2.1. 31


Speed switch (+)

D2.1. 64


Speed switch (-)

D2.1. 46


Speed switch (hold/resume) (hold/resume)

Parking brake optional redundant

brake switch

GND reference for Vehicle speed sensor ground D2.1. sensors and actuators. 70

D2.1. 71

© 2007 DEUTZ AG

Digital input with comparator

Vehicle speed sensor signal

38

Rdown = 4,1 kOhm, U low = 2,2V, Uhigh = 3,8V Digital input external switch to UBAT, Rdown = 4,1 kOhm, U low = 2,2V, Uhigh = 3,8V Digital input external switch to UBAT, Rdown = 4,1 kOhm, U low = 2,2V, Uhigh = 3,8V Digital input external switch to UBAT, Rdown = 4,1 kOhm, U low < 0,28xUBAT, Uhigh > 0,68xUBAT Digital input external switch to UBAT, Rdown = 4,1 kOhm, U low = 2,2V, Uhigh = 3,8V Digital input external switch to UBAT, Rdown = 4,1 kOhm, U low < 0,28xUBAT, Uhigh > 0,68xUBAT Digital input external switch to UBAT, Rdown = 4,1 kOhm, U low < 0,28xUBAT, Uhigh > 0,68xUBAT VOUT = UBAT, IMAX = 10 A Digital input external switch to UBAT, Rdown = 4,1 kOhm, U low < 0,28xUBAT, Uhigh > 0,68xUBAT Digital input external switch to UBAT, Rdown = 4,1 kOhm, Ulow < 0,28xUBAT, Uhigh > 0,68xUBAT Digital input external switch to UBAT, Rdown = 4,1 kOhm, U low < 0,28xUBAT, Uhigh > 0,68xUBAT Connected to U GND inside of ECU. Ri = 3,1 kOhm, Ulow = 1,0 V, Uhigh = 5,42 V

39


Digital output with D2.1. Engine speed output signal pullup resistor(small 33 signal), switch to GND, PDM Output

D2.1. 22

Power output U Bat+

Diagnostic lamp supply HS

f max max= 5 kHz 50mA fmax 5kHz Standard: 60 pulse per rev. 0,3A@12V; 4W@24V nominal 0,3A inrush current 0,9A

D2.1. Power switching output Diagnostic lamp LS low side to GND 30 D2.1. 13

Power output U Bat+

Battery plus output for warning warning lamps

D2.1. Power switching output Warning oil pressure/level lamp LS low side to GND 20 D2.1. Power switching output Warning fuel-/airfilter/fuelpres fuel-/airfilter/fuelpress. s. low side to GND lamp LS 38 D2.1. Power switching output Warning coolant temp/level lamp low side to GND LS 39 D2.1. Power switching output Preheat lamp LS low side to GND 54 D2.1. Power switching output Engine running /warning boost air temp low side to GND lamp LS 56 D2.1. Power switching output Starter relay LS low side to GND 17

VOUT = UBAT, IMAX = 10 A 0,3A@12V; 4W@24V nominal 0,3A inrush current 0,9A 0,3A@12V; 4W@24V nominal 0,3A inrush current 0,9A 0,3A@12V; 4W@24V nominal 0,3A Inrush current 0,9A 0,3A@12V; 4W@24V nominal 0,3A inrush current 0,9A 0,3A@12V; 4W@24V nominal 0,3A inrush current 0,9A Lmax=130mH Imax=2A

D2.1. Power switching output Starter relay HS high-side to Vbat+ 37 D2.1. 68

Sensor supply

Fan speed sensor supply

GND reference for Fan speed sensor ground D2.1. sensors and actuators. 67

D2.1. 69

Digital input

Fan speed sensor signal

D2.1. 14

Power output high

Fan control actuator HS

VOUT = 5V Connected to U GND inside of ECU. fmax=1kHz Rmin >30Ohm @24V Rmin >10,6Ohm @12V L=15...80mH inrush current 1,9A@16V (15 minutes) fmax=300Hz fmin=15Hz

D2.1. Power switching output Fan control actuator LS low side to GND 15 GND reference for Exhaust gas or cylinder head temperature D2.1. sensors and actuators. 24 ground sensor ground

Connected to U GND inside of ECU.

© 2007 DEUTZ AG

EMR3 D2.1. 25


Exhaust gas temperature sensor signal

GND reference for Oil temperature sensor ground D2.1. sensors and actuators. 28

D2.1. 27


D2.1. 26

Oil level sensor

Oil temperature sensor signal Oil level sensor

GND reference for Oil level sensor ground D2.1. sensors and actuators. 72

D2.1. Power switching output Torque PDM output signal low side to GND 23 D2.1. Power switching output Reserve 2 (LS), PDM low side to GND 51 D2.1. 57

Power output U Bat+

Reserve 1, Actuator HS

40

Analog input, UIN = 0 ... 5 V, Rup = 1,4 kOhm Connected to UGND inside of ECU. Analog input, UIN = 0 ... 5 V, Rup = 1,35 kOhm Signal evaluation with constant current source 247mA Connected to UGND inside of ECU IMAX = 50 mA, f MAX = 300Hz IMAX = 50 mA, f MAX = 1kHz VOUT = UBAT, IMAX = 2,4 A, LMAX = 130 mH

D2.1. Power switching output Reserve 1, Actuator LS low side to GND 16 D2.1. 81


Crank case pressure or engine speed precontroller sensor signal

D2.1. 82

Sensor supply

Crank case pressure or engine speed precontroller sensor supply

GND reference for Crank case pressure or engine speed D2.1. sensors and actuators. 83 precontroller sensor ground

D2.1. 34

CAN driver

D2.1. 35

CAN driver

D2.1. 52

CAN driver

D2.1. 53

CAN driver

D2.1. 89

ISO-K Interface

Customer - Controller area network CAN

Diagnostic - Controller area network CAN

K-Line communication

Preheat sense switch

D2.2. Analog output (UBAT Fuel valve for flame start actuator 04 via internal main relay) HS

© 2007 DEUTZ AG

CAN low CAN high

D2.2. Power switching output Preheat relay actuator or glow plug low-side to GND 07 for flame start LS Digital input (with pullup resistor)

Connected to UGND inside of ECU CAN low CAN high

D2.2. Digital output HS (U BAT Battery supply output (HS) 03 via internal main relay)

D2.2. 08

Analog input, UIN = 0 ... 5 V, Rup = 100 kOhm VOUT = 5V

Diagnostic, programming UBat max. 130mH Rmin > 6 Ohm @ 12V Rmin > 16 Ohm @ 24V Digital input external switch to GND, Rup = 5 kOhm, Ulow = ?, Uhigh = ? 0,75ANenn@24V 14,5-15mH@24V 12V: no fuel valve for

41


D2.2. 05

GND reference for sensors actuators.

D2.2. Digital output HS (U BAT 03 via internal main relay)

External EGR or Fuel valve for flame start actuator ground Battery supply output (HS)

D2.2. Power switching output Engine brake flap actuator LS low-side to GND 06 D2.2. 10


Camshaft speed sensor ground

D2.2. Schmitt-trigger input Camshaft speed sensor signal adaption 09 withforthreshold engine speed D2.2. 19

sensor signal. GND reference for sensors actuators.

Crankshaft speed sensor ground

D2.2. Schmitt-trigger input Crankshaft speed sensor signal adaption 23 withforthreshold engine speed D2.2. 12

sensor signal. GND reference for sensors actuators.

Rail fuel pressure or crank case pressure sensor ground

D2.2. 13

Sensor supply

Rail fuel pressure or crank case pressure sensor supply (G3)

D2.2. 14


Rail fuel pressure or crank case pressure sensor signal

D2.2. 15


Coolant temperature sensor signal

D2.2. 26


Coolant temperature sensor ground

D2.2. Analog output / sensor Low fuel pressure sensor supply supply (G2) 16 D2.2. 18


Low fuel pressure sensor ground

D2.2. 22


Low fuel pressure sensor signal

D2.2. 18


Fuel temperature sensor ground

D2.2. 35


Fuel temperature sensor signal

D2.2. 17


Customer temp. 1 (gear box oil) ground

D2.2. 29


Customer temp. 1 (gear box oil) sensor signal

D2.2. 32

Sensor supply

D2.2. 27


Oil pressure sensor signal

D2.2.

GND reference for

Oil pressure sensor ground

Oil pressure sensor supply (G2)

flame start available Connected to UGND inside of ECU. UBat Rmin > 42 Ohm@24V Rmin >14 Ohm@12V Lmax < 480mH @12V Connected to UGND inside of ECU. Induktivsensor, Uin=0,2 ... 80V AC, fin= ? Connected to UGND inside of ECU. Induktivsensor, Uin=0,2 ... 80V AC Connected to UGND inside of ECU. VOUT = 5V, max 50mA Analog input, UIN = 0 ... 5 V, Rup = 5,6 kOhm Analog input, UIN = 0 ... 5 V, Rup = 1,36 kOhm Connected to UGND inside of ECU. VOUT = 5V Connected to UGND inside of ECU. Analog input, UIN = 0 ... 5 V, Rup = 6,81 kOhm Connected to UGND inside of ECU. Analog input, UIN = 0 ... 5 V, Rup = 1,3 kOhm Connected to UGND inside of ECU. Analog input, UIN = 0 ... 5 V, Rup = 1,3 kOhm VOUT = 5V Analog input, UIN = 0 ... 5 V, Rup = 6,81 kOhm Connected to UGND

© 2007 DEUTZ AG

EMR3 24

sensors actuators.

D2.2. 24


Water in fuel sensor ground

D2.2. 28


Water in fuel sensor signal

D2.2. 33

Sensor supply

D2.2. 25


Boost air pressure/temp. sensor ground

D2.2. 34


Boost air pressure sensor signal

D2.2. 36


Boost air temperature sensor signal

Boost air pressure/temp. sensor supply

(G1)

D2.2. Digital output HS (U BAT Battery supply output (HS) 03 via internal main relay) D2.2. 05 D2.2. 11 D2.2. 02


External EGR or Fuel valve for flame start actuator ground External EGR actuator LS

Digital output / PWM (small signal), switch to GND GND reference for Engine stop and reserve switch sensors actuators.

ground

D2.2. 21


Engine stop or reserve switch

D2.2. 20


Reserve pulse input ground

D2.2. Schmitt-trigger input Reserve pulse input signal adaption 30 withforthreshold engine speed sensor signal. D2.2. Power switching output low-side to GND

01

Engine brake internal or IEGR actuator LS

D2.3. 04

Injector output high-side

Injektoren 1 (Y15.1), 3 (Y15.3), 5 (Y15.5) und 7 (Y15.7) = Bank 1

D2.3. 03


Injektoren 2 (Y15.2), 4 (Y15.4) 6 (Y15.6) und 8 (Y15.8) = Bank 2

© 2007 DEUTZ AG

42

inside of ECU. Connected to UGND inside of ECU. Analog input, UIN = 0 ... 5 V, Rup = 120 kOhm VOUT = 5V Connected to UGND inside of ECU. Analog input, UIN = 0 ... 5 V, Rup = 680 kOhm Analog input, UIN = 0 ... 5 V, Rup = 1,3 kOhm UBat Connected to UGND inside of ECU. max. 50mA, 200Hz Connected to UGND inside of ECU. Analog input, UIN = 0 ... 5 V, Rup = 1,1 kOhm Connected to UGND inside of ECU. Induktivsensor, Uin=0,2 ... 50V AC

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 Y15.1/ CR 4 und 6 Zylinder / PLD 6 und 8 Zylinder 3/5/7 Y15.2/ CR 4 und 6 Zylinder / PLD 6 und 8 Zylinder 4/6/8

43

EMR3 System description D2.3. Injector output low-side Injector 1 "low", Bank 1 (Y15.1) 13

Y15.1

D2.3. Injector output low-side Injector 2 "low", Bank 2 (Y15.2) 15

Y15.2


Y15.3


Y15.4


Y15.5


Y15.6


Y15.7

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


Y15.8

PLD 8 Zylinder

D2.3. Power switching output Fuel metering unit ( MPROP) supply high-side 09 HS

VOUT = UBAT, IMAX = 1,3 A

D2.3. Power switching output Fuel metering unit ( MPROP) LS low-side to GND 10

Pin




UBat clamp 30

D2.1.02 D2.1.03

Supply of the ECU with positiv battery voltage

D2.1.08 D2.1.09

UGND clamp 31

D2.1.05 D2.1.06

Supply of the ECU with negative battery voltage

D2.1.10 D2.1.11 D2.1.40

Digital input terminal 15

D2.1.77

Sensor supply


D2.1.78

GND reference for sensors and actuators. Analog input (with pulldown resistor)

Accelerator pedal position sensor 1 ground

D2.1.79 D2.1.48


Terminal 15 (switched UBAT+)

Accelerator pedal position sensor 1 signal

Low idle switch , throttle 1

D2.1.60

Sensor supply


D2.1.59

GND reference for sensors and actuators. Analog input (with pulldown resistor)

Accelerator pedal position sensor 2 ground

D2.1.61

Accelerator pedal position sensor 2 signal

ECU in on state > 3,35V < 2,81 off state clamp 15 VOUT = 5V Connected to U GND inside of ECU. Analog input, UIN = 0 ... 5 V, R down = 100 kOhm Digital input external switch to GND, Rup = 100 kOhm, U low = 2,4V, Uhigh = 3,6V VOUT = 5V Connected to U GND inside of ECU. Analog input, UIN = 0 ... 5 V, R down = 100 kOhm

© 2007 DEUTZ AG

EMR3

Pin


D2.1.80



Low idle switch , throttle 2

GND reference for sensors and actuators. D2.1.43 Analog input (with pullup resistor)

Multiple state or digital switch (speed setpoint) ground


Multiple state or digital switch (Torque/ droop switch) ground


Multiple state or digital switch (controller mode , power boost) ground

D2.1.50

D2.1.65

D2.1.76

D2.1.29 D2.1.32

D2.1.55

D2.1.86

Multiple state or digital switch (Torque/ droop switch) signal

Multiple state or digital switch (controller mode, power boost) signal

GND reference for sensors and actuators. Digital switch input ground Digital input (with pullup Resistor) Override switch Digtal input (with pullup resistor)


D2.1.21

Power output high

D2.1.41


D2.1.49

Multiple state or digital switch (speed setpoint) signal


Coolant level switch

Droop choice switch Supply digital swiches

Engine Stop-switch

Parking brake optional redundant brake

switch D2.1.66

D2.1.42


Gear switch

Digtal input (with pulldown resistor) Air filter differential pressure switch

D2.1.47

D2.1.74


Engine brake switch

Digital input (with pulldown Resistor) Engine start switch

© 2007 DEUTZ AG

44


Digital input external switch to GND, Rup = 100 kOhm, U low = 2,4V, Uhigh = 3,6V Connected to U GND inside of ECU. Analog input, UIN = 0 ... 5 V, R up = 3,4 kOhm Connected to U GND inside of ECU. Analog input, UIN = 0 ... 5 V, R up = 1,4 kOhm Connected to U GND inside of ECU. Analog input, UIN = 0 ... 5 V, R up = 3,4 kOhm Connected to U GND inside of ECU. Digital input external switch to GND, Rup = 4,1 kOhm, U low = 2,2V, Uhigh = 3,8V Digital input external switch to GND, Rup = 100 kOhm, U low = 2,3V, Uhigh = 3,6V Digital input external switch to GND, Rup = 5 kOhm, Ulow = 4,6V, U high = 8,7V VOUT = UBAT, IMAX = 10 A Digital input external switch to UBAT, Rdown = 4,1 kOhm, U low = 2,2V, Uhigh = 3,8V Digital input external switch to UBAT, Rdown = 4,1 kOhm, U low = 2,2V, Uhigh = 3,8V Digital input external switch to UBAT, Rdown = 4,1 kOhm, U low = 2,2V, Uhigh = 3,8V Digital input external switch to UBAT, Rdown = 4,1 kOhm, U low < 0,28xUBAT, Uhigh > 0,68xU BAT Digital input external switch to UBAT, Rdown = 4,1 kOhm, U low = 2,2V, Uhigh = 3,8V Digital input external switch to UBAT, Rdown = 4,1 kOhm, U low < 0,28xUBAT, Uhigh > 0,68xU BAT

45


Pin


D2.1.85



Oil-Level switch

D2.1.21

Power output high

D2.1.31


Supply digital switches

Speed switch (+)

D2.1.64

Digital input (with pulldown resistor) Speed switch (-)

D2.1.46

Digital input (with pulldown resistor) Speed switch (hold/resume)

D2.1.70 D2.1.71

GND reference for sensors and actuators. Digital input with comparator

Vehicle speed sensor ground Vehicle speed sensor signal

Digital output with pullup resistor(small signal), switch to GND, PDM Engine speed output signal Output Power output U Bat+ D2.1.22 Diagnostic lamp supply HS D2.1.33

D2.1.30 D2.1.13

Power switching output Diagnostic lamp LS low side to GND Power output U Bat+ Battery plus output for warning lamps

D2.1.20

Power switching output low side to GND Warning oil pressure/level lamp LS

D2.1.38

Power switching output low side to GND Warning fuel-/airfilter/fuelpress. lamp LS

D2.1.39

Power switching output low side to GND Warning coolant temp/level lamp LS

D2.1.54

Power switching output low side to GND Preheat lamp LS

D2.1.56

Power switching output low side to GND Engine running /warning boost air temp lamp LS

D2.1.17

Power switching output Starter relay LS low side to GND Power switching output Starter relay HS high-side to Vbat+ Sensor supply Fan speed sensor supply

D2.1.37 D2.1.68 D2.1.67

GND reference for sensors and actuators.

Fan speed sensor ground


Digital input external switch to UBAT, Rdown = 4,1 kOhm, U low < 0,28xUBAT, Uhigh > 0,68xU BAT VOUT = UBAT, IMAX = 10 A Digital input external switch to UBAT, Rdown = 4,1 kOhm, U low < 0,28xUBAT, Uhigh > 0,68xU BAT Digital input external switch to UBAT, Rdown = 4,1 kOhm, U low < 0,28xUBAT, Uhigh > 0,68xU BAT Digital input external switch to UBAT, Rdown = 4,1 kOhm, U low < 0,28xUBAT, Uhigh > 0,68xU BAT Connected to U GND inside of ECU. Ri = 3,1 kOhm, U low = 1,0 V, Uhigh = 5,42 V f max= 5 kHz 50mA fmax 5kHz Standard: 60 pulse per rev. 0,3A@12V; 4W@24V nominal 0,3A inrush current 0,9A

VOUT = UBAT, IMAX = 10 A 0,3A@12V; 4W@24V nominal 0,3A inrush current 0,9A 0,3A@12V; 4W@24V nominal 0,3A inrush current 0,9A 0,3A@12V; 4W@24V nominal 0,3A Inrush current 0,9A 0,3A@12V; 4W@24V nominal 0,3A inrush current 0,9A 0,3A@12V; 4W@24V nominal 0,3A inrush current 0,9A Lmax=130mH Imax=2A

VOUT = 5V Connected to U GND inside of ECU.

© 2007 DEUTZ AG

EMR3

Pin


D2.1.69

Digital input

D2.1.14

Power output high

Power switching output low side to GND GND reference for D2.1.24 sensors and actuators. D2.1.25 Analog input (with pullup resistor) D2.1.15


fmax=1kHz

Fan control actuator HS

Rmin >30Ohm @24V Rmin >10,6Ohm @12V L=15...80mH inrush current 1,9A@16V (15 minutes) fmax=300Hz fmin=15Hz

Fan control actuator LS Exhaust gas or cylinder head temperature sensor ground Exhaust gas temperature sensor signal

GND reference for sensors and actuators. Oil temperature sensor ground D2.1.27 Analog input (with pullup Oil temperature sensor signal resistor)

D2.1.72 D2.1.23 D2.1.51 D2.1.57

Oil level sensor


Fan speed sensor signal

D2.1.28

D2.1.26

46

Oil level sensor

GND reference for sensors and actuators. Oil level sensor ground Power switching output Torque PDM output signal low side to GND Power switching output Reserve 2 (LS), PDM low side to GND Power output U Bat+ Reserve 1, Actuator HS

Power switching output Reserve 1, Actuator LS low side to GND D2.1.81 Analog input (with pullup Crank case pressure or engine speed resistor) precontroller sensor signal

Connected to U GND inside of ECU. Analog input, UIN = 0 ... 5 V, R up = 1,4 kOhm Connected to U GND inside of ECU. Analog input, UIN = 0 ... 5 V, R up = 1,35 kOhm Signal evaluation with constant current source 247mA Connected to U GND inside of ECU IMAX = 50 mA, f MAX = 300Hz IMAX = 50 mA, f MAX = 1kHz VOUT = UBAT, IMAX = 2,4 A, L MAX = 130 mH

D2.1.16

D2.1.82

Sensor supply

Crank case pressure or engine speed precontroller sensor supply

D2.1.83

Crank case pressure or engine speed precontroller sensor ground

D2.1.34

GND reference for sensors and actuators. CAN driver

D2.1.35

CAN driver

D2.1.52

CAN driver

D2.1.53

CAN driver

D2.1.89

ISO-K Interface

D2.2.03 D2.2.07

D2.2.08

D2.2.04

© 2007 DEUTZ AG

Customer - Controller area network CAN

Connected to U GND inside of ECU CAN low CAN high

Diagnostic - Controller area network CAN

CAN low CAN high

K-Line communication

Digital output HS (U BAT Battery supply output (HS) via internal main relay) Power switching output Preheat relay actuator or glow plug for low-side to GND flame start LS Digital input (with pullup resistor)

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

Preheat sense switch

Analog output (UBAT via Fuel valve for flame start actuator HS internal main relay)

Diagnostic, programming UBat max. 130mH Rmin > 6 Ohm @ 12V Rmin > 16 Ohm @ 24V Digital input external switch to GND, Rup = 5 kOhm, Ulow = ?, U high = ? 0,75ANenn@24V 14,5-15mH@24V

47


Pin

D2.2.05 D2.2.03 D2.2.06

D2.2.10 D2.2.09

D2.2.19 D2.2.23

D2.2.12 D2.2.13


GND reference for sensors actuators. Digital output HS (U BAT via internal main relay) Power switching output low-side to GND GND reference for sensors actuators. Schmitt-trigger input with threshold adaption for engine speed sensor signal. GND reference for sensors actuators. Schmitt-trigger input with threshold adaption for engine speed sensor signal. GND reference for sensors actuators. Sensor supply


External EGR or Fuel valve for flame start actuator ground Battery supply output (HS) Engine brake flap actuator LS Camshaft speed sensor ground

Camshaft speed sensor signal

Crankshaft speed sensor ground

Crankshaft speed sensor signal Rail fuel pressure or crank case pressure sensor ground Rail fuel pressure or crank case pressure sensor supply (G3)

D2.2.14 Analog input (with pullup Rail fuel pressure or crank case pressure sensor resistor) signal D2.2.15 Analog input (with pullup

resistor)

GND reference for sensors actuators. D2.2.16 Analog output / sensor supply GND reference for D2.2.18 sensors actuators. D2.2.22 Analog input (with pullup resistor) D2.2.26

Coolant temperature sensor signal Coolant temperature sensor ground

Low fuel pressure sensor supply (G2) Low fuel pressure sensor ground Low fuel pressure sensor signal

GND reference for Fuel temperature sensor ground sensors actuators. D2.2.35 Analog input (with pullup Fuel temperature sensor signal resistor) D2.2.18

GND reference for Customer temp. 1 (gear box oil) ground sensors actuators. D2.2.29 Analog input (with pullup Customer temp. 1 (gear box oil) sensor signal resistor) D2.2.17

D2.2.32

Sensor supply

D2.2.27 Analog input (with pullup

resistor)

Oil pressure sensor supply (G2) Oil pressure sensor signal

GND reference for Oil pressure sensor ground sensors actuators. GND reference for D2.2.24 Water in fuel sensor ground sensors actuators. D2.2.28 Analog input (with pullup Water in fuel sensor signal resistor) D2.2.24

D2.2.33

Sensor supply

Boost air pressure/temp. sensor supply (G1)


12V: no fuel valve for flame start available Connected to U GND inside of ECU. UBat Rmin > 42 Ohm@24V Rmin >14 Ohm@12V Lmax < 480mH @12V Connected to U GND inside of ECU. Induktivsensor, Uin=0,2 ... 80V AC, fin= ? Connected to U GND inside of ECU. Induktivsensor, Uin=0,2 ... 80V AC Connected to U GND inside of ECU. VOUT = 5V, max 50mA Analog input, UIN = 0 ... 5 V, R up = 5,6 kOhm Analog input, UIN = 0 ... 5 V, R up = 1,36 kOhm Connected to U GND inside of ECU. VOUT = 5V Connected to U GND inside of ECU. Analog input, UIN = 0 ... 5 V, R up = 6,81 kOhm Connected to U GND inside of ECU. Analog input, UIN = 0 ... 5 V, R up = 1,3 kOhm Connected to U GND inside of ECU. Analog input, UIN = 0 ... 5 V, R up = 1,3 kOhm VOUT = 5V Analog input, UIN = 0 ... 5 V, R up = 6,81 kOhm Connected to U GND inside of ECU. Connected to U GND inside of ECU. Analog input, UIN = 0 ... 5 V, R up = 120 kOhm VOUT = 5V

© 2007 DEUTZ AG

EMR3

Pin




GND reference for Boost air pressure/temp. sensor ground sensors actuators. D2.2.34 Analog input (with pullup Boost air pressure sensor signal resistor)

Connected to U GND inside of ECU. Analog input, UIN = 0 ... 5 V, R up = 680 kOhm Analog input, UIN = 0 ... 5 V, R up = 1,3 kOhm UBat

D2.2.25

D2.2.36 Analog input (with pullup

resistor)

D2.2.03 D2.2.05 D2.2.11

D2.2.02 D2.2.21

Digital output HS (U BAT via internal main relay) GND reference for sensors actuators. Digital output / PWM (small signal), switch to GND GND reference for sensors actuators. Analog input (with pullup resistor)

Boost air temperature sensor signal

Battery supply output (HS)

Connected to U GND inside of ECU. max. 50mA, 200Hz

External EGR or Fuel valve for flame start actuator ground External EGR actuator LS

Connected to U GND inside of ECU. Analog input, UIN = 0 ... 5 V, R up = 1,1 kOhm Connected to U GND inside of ECU. Induktivsensor, Uin=0,2 ... 50V AC

Engine stop and reserve switch ground Engine stop or reserve switch

GND reference for Reserve pulse input ground sensors actuators. D2.2.30 Schmitt-trigger input with threshold adaption for Reserve pulse input signal engine speed sensor signal. D2.2.20

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, Engine brake internal or IEGR actuator LS 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 Injektoren 1 (Y15.1), 3 (Y15.3), 5 (Y15.5) Y15.1/3 CR 4 und 6 Zylinder / PLD 6 und 8 Zylinder und 7 (Y15.7) = Bank 1 /5/7 Injektoren 2 (Y15.2), 4 (Y15.4) 6 (Y15.6) Y15.2/4 CR 4 und 6 Zylinder / PLD 6 und 8 Zylinder und 8 (Y15.8) = Bank 2 /6/8 CR 4 und 6 Zylinder / PLD 6 (Y15.1) Y15.1 Injector 1 "low" , Bank 1 und 8 Zylinder CR 4 und 6 Zylinder / PLD 6 (Y15.2) Y15.2 Injector 2 "low" , Bank 2 und 8 Zylinder CR 4 und 6 Zylinder / PLD 6 (Y15.3) Y15.3 Injector 3 "low" , Bank 1 und 8 Zylinder CR 4 und 6 Zylinder / PLD 6 (Y15.4) Y15.4 Injector 4 "low" , Bank 2 und 8 Zylinder CR 6 Zylinder / PLD 6 und 8 (Y15.5) Y15.5 Injector 5 "low" , Bank 1 Zylinder CR 6 Zylinder / PLD 6 und 8 (Y15.6) Y15.6 Injector 6 "low" , Bank 2 Zylinder PLD 8 Zylinder (Y15.7) Y15.7 Injector 7 "low" , Bank 1

D2.2.01

Power switching output low-side to GND

D2.3.04


D2.3.03


D2.3.13

Injector output low-side

D2.3.15


D2.3.06


D2.3.14


D2.3.12


D2.3.16


D2.3.07


D2.3.08

Injector output low-side Injector 8 "low" , Bank 2

D2.3.09

Power switching output Fuel metering unit ( MPROP) supply HS high-side Power switching output Fuel metering unit ( MPROP) LS low-side to GND

D2.3.10

© 2007 DEUTZ AG

48

(Y15.8)

Y15.8

PLD 8 Zylinder VOUT = UBAT, IMAX = 1,3 A

49


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

© 2007 DEUTZ AG

EMR3 1.5.2.5

Circuit diagrams

The following plans are a compendium of a great amount of plans, that are created for every application. For your application you have to contact your dealer and ask for specific plan.

© 2007 DEUTZ AG

50

51


Example: engineside TCD 2013 L6 4V with EDC 16

© 2007 DEUTZ AG

EMR3

Example: engineside TCD 6V 2015 with EDC 7

© 2007 DEUTZ AG

52

53


Example: engineside TCD 2013 L6 4V with EDC7

© 2007 DEUTZ AG

EMR3

Example: engineside TCD 2012 L6 2V mwithEDC16

© 2007 DEUTZ AG

54

55


Example: vehicle side EDC16

© 2007 DEUTZ AG

EMR3

Example: vehicle side EDC16 and glowplug

© 2007 DEUTZ AG

56

57


Example: vehicle side EDC16 and heater

© 2007 DEUTZ AG

EMR3

Example: vehicle side with EDC7

© 2007 DEUTZ AG

58

59

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 of them are necessary for the normal service and maintenance work, this system description does not contain a list of all the arithmetic values and parameters but concentrates on the tasks which are stored for the EMR3 system in the SERDIA diagnosis software instead. The individual tasks are described below. Deutz reserves the right to control the access to individual tasks via the SERDIA interface.

© 2007 DEUTZ AG

EMR3

1.6.1

60

Calibrating foot pedal and hand throttle The EMR3 system must/can be calibrated for every newly integrated setpoint transmitter (foot pedal or hand throttle) to be able to process its signals correctly.

© 2007 DEUTZ AG

61


© 2007 DEUTZ AG

EMR3

1.6.2

Setting idle speed The user can finely adjust the lower idling of the engine to his system with this function.

© 2007 DEUTZ AG

62

63

1.6.3


Setting Droop 1 The user can adjust the Droop 1 of the data record here.

© 2007 DEUTZ AG

EMR3

1.6.4

Setting Droop 2 The user can adjust the Droop 2 of the data record here.

© 2007 DEUTZ AG

64

65

1.6.5


Setting fixed speed The user can adjust the fixed speed of the data record here.

© 2007 DEUTZ AG

EMR3

1.6.6

Setting emergency speed The user can adjust the emergency speed/limphome speed of the data record here.

© 2007 DEUTZ AG

66

67

1.6.7


Setting pulse rate for vehicle speed The user can adjust the wheel pulses of the system in the data record here.

© 2007 DEUTZ AG

EMR3

1.6.8

Setting vehicle maximum speed The user can adjust the maximum vehicle speed of the system in the data record here.

© 2007 DEUTZ AG

68

69

1.6.9


Initialize the EEPROM The user can perform initialisation of the EEPROM here after an operating software download.

© 2007 DEUTZ AG

EMR3

70

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 ordered from the DEUTZ headquarter.

The datasets will be copied from our database DEUTZ-MOTDOK and are available in different combinations. For main software-programming (means "program download") you need the crypted dataset. The crypted dataset has got a size of about 800kbytes and contains main software plus enginespecific dataset. It could only is transferred with SerDia.

© 2007 DEUTZ AG

71


Put in the wanted files.

Caution : In this mode the Service-Tool SerDia2000 doesn´t check the data-integrity. Programming the wrong main software to the w rong ECU may cause irreparable damage to the ECU.

From SerDia2000-Version 1.3.2 on, an automatic process has been implemented, which should lead the user through the programming process. Only if possible, serDia2000 makes an backup of existing ECU-dataset. After main software-transfer SerDia2000 tries to write back the old data, deletes both errormemories and initializes the internal EEPROM. If the ECU contains already main software, SerDia tries to save the stored ECU data itself to a backup file. The backup file is located in the activated SerDia-directory.

© 2007 DEUTZ AG

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If the communication is disturbed, the following message appears. Normally the ECU falls back into 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 protected area. In this case the ECU will not return to bootloader mode anymore, because the security areas of the ECU-memory have been damaged. Only the manufacturer is able to reanimate those ECU´s.

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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 old counter 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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1.6.11 IO-Testing With this window you are able to toggle some digital outputs of the ECU, if they are activated. Caution: You are going to change the parameter and the dataset by doing this. Please, make sure, that the old configuration is active, when you leave this menu.

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1.7


Diagnostics The aim of every engine diagnosis is the fast detection of system faults as a precondition for efficient, low-cost services. The self and system diagnosis carried out permanently by the ERM3 engine control unit in connection with entries in the error memory provides an efficient tool here. For diagnosis in cases in which no error is indicated but the engine still exhibits a malfunction, the control unit provides possibilities for monitoring and recording measured values and displaying and modifying parameterisation data of the engine control unit via its diagnostic interface. The diagnosis tool recommended by DEUTZ is the PC software SERDIA which offers all functions necessary for diagnosis, setting and repair work on the EMR3 system. SERDIA enables display and recording of measured values, display, editing, reading (from PC files) and writing (in PC files) of parameterisation data or display and deletion of the error memory content. It should be noted that the possibilities which SERDIA offers the service technician depend on the competence level of the connecting cable with which the connection between the SERDIA-PC and the EMR3 diagnostic socket is made. The SERDIA software and the interface cable can be ordered from the DEUTZ sales partner: WILBÄR Wilhelm Bäcker GmbH & Co.KG Postfach 140580 42826 Remscheid

Germany Email: [email protected] Fax: 0049 (0)2191 - 9339 -200 Tel.: 0049 (0)2191 - 9339 - 0

For further information see also DEUTZ - Technical Circular 0199 - 99 - 1166/0 EN.

1.7.1

Diagnostics with diagnostic key and error lamp The SERDIA software is first choice for all diagnosis tasks. The two elementary tasks of displaying active system errors and clearing the error memory can also be carried out with the diagnostic key and error lamp however.

Displaying system errors by blink code If there is at least one active system error in the error memory of the EMR3 engine control unit, it is indicated automatically by an evenly flashing error lamp (for serious system errors) or steadily lit error lamp (for less serious system errors). In this case the output of the error cause can be initiated in the form of blink codes (blink sequences according to the scheme i x short blink, j x long blink, k x short blink). Which blink codes exist and what they mean can be seen in the table of system errors. Reading out the blink codes for the active system errors requires the following steps:

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Keep the diagnostic key pressed (for 1 to 3 s) until the flashing or steady light extinguishes.  Observe the blink code of the first or next active error after approx. 2 s.  Wait until the error lamp shows the original flashing or steady light again after approx. 5 s. By repeatedly performing this sequence, all the active system errors can be called. If reading out is continued after calling the last error, the output starts again with the first error. 

Example: 1 x short blinking, 2 x long blinking, 8 x short blinking = blink code 1-2-8; this blink code indicates a break or short-circuit in the wiring of the charge air temperature sensor. The time sequence of the blink signals is shown in the figure below:

Clearing the error memories The EMR3 engine control unit has got two error memories. Every error is saved simultaneously in both memories. Using the diagnostic key, it is possible to clear the passive errors in the first error memory. The second error memory can only be cleared with SERDIA. Below the steps for clearing the first error memory: Press and hold diagnostic key.  Switch on ignition.  While the error lamp is alight (duration: 2 s) release the diagnostic key.  All passive errors in the first error memory are cleared.  The clearing process is confirmed by three short blink pulses. 

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1.7.2


Diagnosis with SERDIA

Error memory When looking for the cause of a fault in the EMR3 system, a look in the error memory of the engine control unit can give valuable hints. The following figure shows the window of the EMR3 error memory in SERDIA:

LOGIN window for Level 3

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Error memory 2 - window (Superuser-Access and Level 3 + PWD Access)

Password for Error memory 2 and Level 3 access

No errormemory 2 - access, because of exceeding 50 engine hours

In EMR3-ECU-Errormemory the errors are shown with the notes location (affected components or EMR3-function), type (mode of error), status (active or passive) and frequency. Additionally every error has got environmental data from the first appearance and the last appearance. Interim values are nor stored. The environment data contain the measurements engine speed, boostpressure, torque, load, coolant temp, velocity, railpressure, battery voltage, injection mass and engine hours. The variables "DTC-Status, type 1, type 2" are for internal use only.

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Measurements and parameters in case of troubleshooting Owing to the complexity of the EMR3 engine control unit, the detection of problems in the parameterisation is a demanding task which also includes observing characteristic measured values. The appropriate knowledge is taught by the DEUTZ Training Center.

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errormemory 1 and errormemory 2 of the ECU SerDia2000 is able to manage both errormemories in ECU. The following competence-classes (Levels) have been implemented.

SerDiaInterface

Level 1

Level 2

Level 3

Level 3A = 4

Level 3AS = 5

Error display and display and display and delete display and delete display and delete delete memory 1 delete Error no display, memory 2 no delete

1.7.3

display and delete no display, with interfaceno delete password only and within the first 50 enginehours

display and delete with interfacepassword only and display and delete within the first 50 enginehours

Table of system errors The following table lists the system errors which are detected and handled by the EMR3 engine control unit. The data from the "Cause of error" and "SERDIA error no." columns correspond to the error locations displayed in the SERDIA error memory window. "Prio" means that the errors are prioritised. A maximum of 10 active errors are displayed simultaneously in the EDC control unit. If more active errors exist the errors with higher priority are displayed first. Only when these errors have been eliminated, those with lower priority "follow" into the SERDIA error window.

The table of system errors ( = DTC-List = diagnostic trouble code list ) is not implemented in the PDF-Document of this system description. See extra PDF-document "DTC-List EMR3" in DEUTZGLOBAL-SIS. The error memory of EMR3-ECUs has got a limited size. If the errormemory is full, because of too many system faults, the ECU-mainsoftware displays the errors with highest priority first. The other errors won´t get lost, but will appear in memory, if the higher priorized errors are repaired.

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1.8

Technical data Below you will find a list of technical data for the engine control unit of the EMR3 system.

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EMR3 System description EMR3-S (EDC 16 UC 40)

EMR3-E (EDC 7 UC 31)

12 V DC and 24 V DC, Supply voltage, working area

electrical protection

max. distance between ECU and engine

current consumption without load

electrical gr grounding max. power consumtion max permissable temperture range max permissable stroring temperture range

8 - 32 V DC,

9 - 32 V DC,

enginestart from 6 V on protected against polarity reversal, if U bat+ is protected as described in DIN 8820 short circuit protection of any Pins against U bat+ or Ubat–, if Ubat+ is protected protected as described in DIN 8820 10 m @ harness environment 12 m @ harness environment temperature temperature 85 °C and if power-supply 85 °C is wired parallel with and if power-supply is wired parallel with diameter 3 x 2,5 mm². diameter 4 x 2,5 mm². clamp 15 is OFF clamp 15 is OFF I < 35 mA bei 12 V / 24 V I < 7,5 mA bei 12 V / 24 V clamp 15 is ON clamp 15 is ON I < 260 mA bei 12 V, I < 180 mA bei I < 350 mA bei 12 V, I < 260 mA bei 24 V 24V IRMS = 2 A IRMS = 7,5 A chassis is is co connected vi via RC RC-Network wi with in internal el electric-ground-potential. with connected injection system: ca. 8 with connected injection system: ca. 12,5 W W with connecte connected d external external loads: loads: ca. 15 W with connecte connected d external external loads:: loads:: ca. 12,5 12,5 W -40°C bis +85°C -40°C bis +40°C (10 years), +40° bis + 70°C (2000h)

dimensions without plug

203 mm x 167 mm x 38 mm

260 mm x 218 mm x 70 mm

dimensions with not connected plug

203 mm x 254 mm x 38 mm

260 mm x 218 mm x ca.150 mm

weight

0,7 kg without plug

1,6 kg without plug

mounting

cabine mounted (not engine mounted), cooling via air convection

datamemory humidity environment protection

data-conservation < 10 Jahre < 95% (bei +40°C), Standard: DIN-IEC 60068-2-2 IP 69K, Standard: DIN 40050

internal strength against shock

acceleration: < 1000 m/s² @ 6 ms (max. 3 mal), Standards: DIN IEC 60068-2-27, DIN 40046

internal strength against shock

< 1,6 mm bei 10...25 Hz, < 12,00 g [m/s 2] bei 100 Hz, < 6,00 g [m/s 2] bei 400 Hz

chemical resistance ECU housing diagnosis interface data interface plug connection EMC environment resistance

Resistent against substances, that are used for enegines Aluminium, diescasting, not varnished ISO 9141 K-Line 2 x CAN-Bus, SAE-J1939 engineside: 1x 36-polig, 1 x 16-polig, engineside 1x 60-polig, vehicleside: 1x 89-polig vehicleside:: 1x 94-polig EMC-terms of referenceEU 89/336/EWG, ISO 11541, ISO 11542, ENV 50204, EN 61000-4-3 up to 100 V/m ISO 7637, EN 61000, VDE 0879 salt atomized spray: nach DIN EN 60068-2-11 industrial envioronment DIN EN 60068-2-38 / -2 temperature variation: DIN EN 60068-2-14

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85


Abmessungen des Motorsteuergerätes EMR3-E

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Abmessungen des Motorsteuergerätes EMR3-S

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Installation instructions (Excerpt. For complete binding specification on fastening and installation position, among other things, see DEUTZ installation guideline) It must be ensured that no water can get into the control unit through the pipes. The pressure compensation (DAE) element and the sealing area may not be immersed in water. The control unit may not bounce in the vehicle. The cable harnesses must be secured mechanically in the area in which the control unit is installed (distance < 150 mm). It must be ensured that the cable harnesses are excited with equal phase to the control unit (e.g. by fastening to the screw point of the control unit).

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Glossary DCR ®

DEUTZ Common Rail. Injection system with c entral high pressure generation and pressure storage (in the rail). DMV

DEUTZ solenoid valve: Injection system with high pressure generation per cylinder according to the pump-line-nozzle principle.

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Index

-E-

-Aapplication data

3

-BBase System functions blink code 75 bootloader 70 BSW 3, 70

3

-Ccalibration 3 CAN-bus 16 CAN-Bus interface 18 CAN-Standard-Function 18 chemical resistance 82 complete dataset 3 connecting plugs 1 current consumption 82

-Ddata interface 82 DCR 3, 88 Description of functions 3 DEUTZ ROAD-MAP 3 DEUTZ sales partner 75 DEUTZ-MOTDOK 70 Diagnostic interface 16 diagnostic key 75 Diagnostic plug 23 digital outputs 74 Dimension 82 dimensions 82 Displaying system errors 75 DMV 3, 88 Droop 1 63 Droop 2 64 DTC-List 80

ED 16 UC 40 28 EDC 16 UC 40 82 EDC 7 UC 31 35, 82 EEPROM 69 electrical system 1 Electrical welding 1 EMC 82 EMR3-Systems 3 Engine control unit 3 environment protection environment resistance error lamp 75 error memories 75 Error memory 2 77 Error path name 80 errormemory 1 77 errormemory 2 77

82 82

-Ffixed speed 65 FMI description 80 FMI-Codes 80 foot pedal 60

-Hhand throttle 60 humidity 82

-IInstallation instructions ISO-9141 16

82

-KKWP2000 16 KWP2000-Codes

80

-Llimphome

66

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Index

LOGIN window 77 lower idling 62

Supply voltage

-T-

-M-

tasks 59 Technical Circular 75 terminal 15 25 terminal 30 25 Transmit Messages 18

main relay 25 main software 3 mainsoftware 70 manufacturing data 3 max. power consumption 82 minimum equipment 3 monitoring functions 14

-Vvehicle speed

-NNo errormemory 2

77 weight 82 wheel pulses 67 wiring diagram 50 70

-Ppart numbers 13 partitial dataset 3 passive errors 75 Password 77 Pin assignment 23, 28, 35 pin D+ 25 Pinout 28, 35 plug connection 82 Prio 80

-RReceive Messages

18

-SSensors and actuators 1 SERDIA 75 SERDIA error memory window SERDIA error no 80 SERDIA software 75 software combinations 13 SPN-Code 80

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-W-

-OOperating Software

82

80

90

EMR3 System Description 091107

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