MS5 and MS6.4 gb

Installation directive

EDC for EURO 3 engines

Publication number: 51.99496.8145

Receipt of the Installation Directive EDC MS5 stage 5 EDC MS6.4 stage 2 Publication no. 51.99496.8145

First edition: September 2000

We confirm the complete receipt of _________ copies of the above installa tion directive

______________________ (Company)

______________________ (Name,inletters)

_______________________ (Place,date)

______________________ (Signature)

Please return this receipt to: MAN Nutzfahrzeuge Aktiengesellschaft Abt. VEFT Postfach 50 06 20, D-80976 München (see overleaf)

MAN Nutzfahrzeuge Aktiengesellschaft Abt. VEFT Postfach 50 06 20

D-80976 München

Installation directive EDC for EURO 3 engines MS5 stage 5 and MS6.4 stage 2


EDC MS5/St.5 EDC MS6.4/St.2 Directive for the installation of MAN diesel engines in vehicles and automotive machinery

Publication number: 51.99496.8145

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Amendment status

------------------------------

F i r s te d i t i o n S ep t e m b e r 2 0 0 0

Date

September 2000

Changes on pages First edition

Cleared by

Csoka / VEFT

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1. 1.1 1.2

General ................................................................................................................................... 5 Introduction........... ................................................................................................................... 5 Warranty .................................................................................................................................. 5

2. 2.1 2.1.1 2.1.1.1 2.1.1.2

Installation manual ............................................................................................................... 7 Description............................................................................................................................... 7 EDC MS5 stage 5 ................................................................................................................... 7 Structure .................................................................................................................................. 7 Operating principle of the individual comp onents........... ......................................................... 8

2.1.2 2.1.2.1 2.1.2.2 2.1.3 2.2 2.2.1 2.2.2

EDC MS6.4 stage 2 ............................................................................................................... 10 Structure ................................................................................................................................ 10 Operating principle of the individual comp onents........... ....................................................... 10 Components on the vehicle ................................................................................................... 12 Diagnosis ............................................................................................................................... 15 Diagnosis with flash code ...................................................................................................... 15 Diagnosis by means of the MAN-CATS diagnostic system.......... ......................................... 16

3.

Safety regulations ............................................................................................................... 17

4. 4.1 4.2 4.3 4.4 4.5 4.6 4.7

Technical data on the electric components ..................................................................... 18 EDC control unit (A142)........................................................................................................ 18 Pedal value transmitter (B127) .............................................................................................. 18 Check lamp (H296)................................................................................................................ 19 Stalk switch for cruise control (S157) .................................................................................... 19 Proximity switch for brake pedal (S158) ................................................................................ 19 Proximity switch for clutch pedal (S159)................................................................................ 19 Relays (K170, K264, K321, K324, K173) .............................................................................. 19

4.8 4.9 4.10 4.11

EDC resistor group (R134) ................................................................................................... 20 Buttons (S281, S105) ............................................................................................................ 20 Switch (S284) ........................................................................................................................ 20 Solenoid valve (Y102)............................................................................................................ 20

5. 5.1 5.2 5.3 5.4 5.5 5.5.1 5.5.2 5.5.3 5.6 5.7 5.8 5.8.1

Installation variants......... ................................................................................................... 20 EDC with cruise control ......................................................................................................... 20 EDC with retarder .................................................................................................................. 21 EDC with engine brake.......... ................................................................................................ 21 Antigas................................................................................................................................... 22 PBM interface ........................................................................................................................ 22 EDC for automatic gearbox without ASR............................................................................... 22 EDC with ASR ....................................................................................................................... 22 ASR shutoff ........................................................................................................................... 23 CAN interface ........................................................................................................................ 23 PWG > Threshold .................................................................................................................. 23 Intermediate-speed control......... ........................................................................................... 23 Variable intermediate speeds ................................................................................................ 23

5.8.2 5.8.2.1 5.8.2.2 5.8.2.3 5.9 5.10 5.11 5.12

Fixed speeds..................................................................................................... 24 ISG 1 intermediate ..................................................................................................................................... 24 ISG 2 ..................................................................................................................................... 24 ISG 3 ..................................................................................................................................... 24 Multi-stage switching input..................................................................................................... 24 Multi-stage switching input..................................................................................................... 24 External engine stop.......... .................................................................................................... 25 Engine-speed signal .............................................................................................................. 25

6.

Installation instructions ...................................................................................................... 26

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7. 7.1 7.1.1 7.1.2 7.2 7.3

Installation inspection........ ................................................................................................. 26 Testing the EDC components (installation and functioning)......... ......................................... 26 First-time installation.............................................................................................................. 26 Series production................................................................................................................... 26 EMC testing ........................................................................................................................... 27 End-of-Line programming (EOL) ........................................................................................... 27

8.

A pp e ndi c e s


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1. 1.1

General Introduction

This present installation directive is a supplement to the general directive for the installation of MAN diesel engines in vehicles and automotive machinery to 51.99493-8283, describing specifically the installation of MAN engines with EDC (version MS5 stage 5 and MS6.4 stage 2) in vehicles from other manufacturers. To ensure purposeful operatio n and to prevent •

impairment of operating quality

•

functional risks

•

damage to or failure of the EDC

the EDC installation directive must be strictly observed. 1.2

Warranty

Warranty for the EDC is granted if: •

the genuine MAN parts contained in the extent of delivery are used

•

the installation directives and technical data are complied with,

•

the first-time installation has been cleared by MAN after an installation inspection (see Point 7),

•

the series-production vehicles of the model approved correspond to the fir st-time installation cleared,

•

MAN guarantees EMC for the individual components (e.g. EDC control unit) contained in the extent of delivery.

We reserve the right to make modifications in the course of further development. Reprinting, copying or translation, even of extracts, is not allowed without written permissi on from MAN. All rights under the copyright law are strictly reserved by MAN.

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1.3

Abbreviations

The following abbreviations are used in this present installation directive:

AGR

Exhaust-gas recirculation

ASR

Anti-spin regulator

BAT

Battery voltage

CAN

Controller area network

DKR

Butterfly valve reduction

DKV

Load signal

EDC

Electronically controlled diesel injection (Electronic Diesel Control)

EMC

Electro-magnetic compatibility

EOL

End-of-line programming

EPP

Injection pump

ERL


FGB

Road speed limiter

FGR

Road speed control

HGB

Top speed limiter

LDA

Full load stop dependent on charge-air pressure

MAN-CATS

MAN computer-assisted testing and diagnostic system

NBF

Needle motion sensor

PBM

Pulse-width modulated signal (DKV, DKR)

PWG

Pedal value transmitter

SG

Control unit

Stv.

Plug connection

TKU

Technical document for customer

ZDR

Intermediate speed control

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2. 2.1

Installation manual Description

2.1.1 EDC MS5 stage 5 2.1.1.1

Structure

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(30)

(8)

(28)

(9)

EDC-Steuergerät

EDC control unit

(27)

(26)

(10) (11) (12) (13) (14)

(25)(24) (23) (22) (21) (20) (19) (18) (17) (16) (15)

Apart from the injection pump and the EDC control unit, the main constitutents are: 1 Speedpickup

16

I SOinterface

2 Auxiliary speed pickup

17

Terminal 15

3 Pedal value transmitter

18

Terminal 30

4 Needle motion sensor

19

PBM interface (ASR)

5 Charge-air pressure sensor

20

CAN interface

6 Fuel temperature sensor

21

Engine brake

7 C oolant temperature sensor

22

Engine brake

8 Stalkswitch

23

Speedsignal

9 FGB/FGRswitch

24

Antigas

10 Check lamp, FGB set

25

Redundant shutoff

11 Proximity switch for brake pedal

26

Exhaust-gas recirculation cylinder

12 Proximity switch for clutch pedal

27

Air temperature sensor

13 Engine speed signal

28

ISG

14 PWG > threshold

29

Multi-stage input (moment & speed limiters)

15 Check lamp for EDC

30

Multi-stage input (for HGB)


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2.1.1.2

Operating principle of the individual components

The EDC system consists of a control-slide injection pump. The electro-magnetic control rack, in which the two main constructional components, namely the fuel control rack and the pre-stroke/delivery start control rack, are housed, is flanged on to the injection pump. The most important components of the control rack are the linear magnets for adjusting the fuel quantity and the pre-stroke/start of delivery. Apart from the linear magnets the control rack also contains • the control rod travel transmitter •

and an oil supply pump.

The fuel control rack works via a linear magnet whose armature acts directly on the fuel control rod, thus determining the injection quantity via the control rod travel. In the de-energised condition a spring keeps the control rod in or pushes it into zero delivery position. The pre-stroke/delivery-start control rack also contains a linear magnet, whose armature effects a rotary motion of the control-slide adjusting shaft via an adjusting lever. In the individual elements of the injection pump this rotary motion is converted into a longitudinal motion of the control-slide elements sliding on the pistons in the injection-pump elements. The even height adjustment of the control slides results in a change of delivery start and delivery end. In the de-energised condition the adjusting shaft too is set by a spring so that the control slides are in top position, ie in late start-of-delivery position. The control unit controls the entire process of the injection system. For this purpose it processes the data from the sensors and triggers the linear magnets in the control rack and the shutoff flap in the AGR cylinder as a function of the maps stored. In addition, the control unit assumes the monitoring and substitute functions. The control unit (A142) process es information received from: •

the control rod tra vel transmitter in the cont rol rack (Y130)

•

the switching contact in the AGR cylin der (Y280)

•

the air temperature sensor (B123)

• the pedal value transmitter (B127) •

the charge-air pressure sensor (B125)

•

the coolant temperature sensor (B124)

•

the fuel temperature sensor (B197)

•

the speed transmitter (B7 signal from speedometer)

•

the operating unit for road speed control (S157)

• the FGR/FGB switch (S284) • the proximity switch at the brake pedal (S158) •

the proximity switch at the clutch pedal (S159)

•

the speed pickup and auxiliary speed pickup (B199 and B200)

•

the needle motion sensor (B198)

•

the PBM or CAN interface

•

the battery voltage (terminal 15)

• the main relay (K170) •

the resistor group (R134).


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The speed pickup is installed in the flywheel housing in such a way that 10 °after TDC an engine-speed pulse is triggered. The time difference between the needle motion sensor pulse and the first subsequent engine-speed pulse is used by the EDC for calculating its start of injection. The auxiliary speed pickup is installed in the flywheel housing in such a way that 18 °after TDC an engine-speed pulse is triggered. The signals from the auxiliary speed pickup are used for redundant ascertainment of the engine speed and have no function with regard to the calculation of the injection timing. The two transmitte rs, which are installed in the same way, must not be mixed up, as otherwise the EDC will a start which is of 8 the ° too late, which would cause excessive formation of white smoke andset may resultofindelivery the destruction injection-pump camshaft. The needle motion sensor records the start of injection by means of a sensor which is directly integrated into the nozzle holder. This sensor indicates the time of fuel injection by recording the motion of the needle. Further components fitted to the engine are the two transmitters for coolant and fuel temperatures. The EDC unit controls the injection quantity and the start of delivery as a function of the coolant and fuel temperatures. In addition the coolant temperature transmitter has an engine overheating prevention function, ie between 95 °C and 110 °C the output is linearly reduced to 50%.

The fuel temperature is a yardstick for the EDC's compensation of the change in the fuel delivery as a result of temperature fluctuations. The charge-air pressure sensor basically performs the functions of the aneroid device in a mechanical injection pump, ie the fuel quantity is controlled as a function of the charge-air pressur e. As a function of the engine's operating condition the electro-pneumatic shutoff flap is triggered by the EDC, which means that part of the flow of exhaust gases is admixed to the compressed intake air. This measure helps reduce the combustion temperatu re and, consequently, the formation of oxides of nitrogen. In addition, the temperature of the compressed intake air is recorded and processed by the EDC for triggering the lamp in the AGR cylinder.


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2.1.2 EDC MS6.4 stage 2 2.1.2.1

Structure

EDC control unit

Apart from the injection pump and the EDC control unit, the main constitutents are: 1

Speedpickup

14

2


15

I SOinterface Terminal 15

3

Needle motion sensor

16

Terminal 30

4

Charge-air pressure sensor

17

PBM interface (ASR)

5

Coolant temperature sensor

18

CAN interface

6

Stalkswitch

7

FGB/FGR switch

20

Engine brake

8

Check lamp, FGB set

21

Speed signal

9

Proximity switch for brake pedal

22

Antigas

10

Proximity switch for clutch pedal

23

Redundant shutoff

19

Enginebrake

11

Engine speed signal

24

Multi-stage input (mom. & eng. speed limiter)

12

PWG > threshold

25

Multi-stage input (for HGB)

13

Check lamp for EDC

2.1.2.2

26

ISG

Operating principle of the individual components

The EDC system consists of a radial-piston distributor inject ion pump. The pump control unit is integrated into the injection pump; data are transferred between the pump control unit and the EDC control unit via a CAN data bus.


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The radial-piston distributor injection pump consists of the following components installed inside or fitted to the pump housing: •

Vane-type delivery pump with pressure control valve and overflow reducing valve

• Radial-piston high-pressure pump with distributor shaft and exhaust valve • High-pressure solenoid valve • Injection timer with solenoid valve • Angle sensor • Pump control unit. In the radial-piston distributor injection pump a vane pump delivers the fuel. A radial-piston pump with cam ring and two to four radial pistons generates and delivers the high pressure. A high-pressure solenoid valve meters the injection quantit y. The start of delivery is adjusted by turning the cam ring with the injection timer. The EDC control unit and the pump control unit control the entire injection system. While the pump control unit records pump-internal signals for the rotation angle and the fuel temperature and specifies the start of delivery and the injection quantity with the data from the EDC control unit, the EDC control unit records additional sensor signals. These together with the maps stored in the EDC control unit are used for calculating the corresponding adjustment. In addition, within the safety concept the EDC control unit performs various monitoring and substitute functions. The control unit (A142) processes informatio n received from: • the control rack/pump control unit (Y130) • the pedal value transmitter (B127) •

the charge-air pressure sensor (B125)

•

the coolant temperature sensor (B124)

•

the speed transmitter (B7 signal from speedometer)

•

the operating unit for road speed control (S157)

•

the FGR /FGB switch (S284)

• the proximity switch at the brake pedal (S158) •

the proximity switch at the clutch pedal (S159)

• the speed pickup (B199) •

the needle motion sensor (B198)

•

the PBM or CAN interface

• the battery voltage (terminal 15) • the main relais (K170) •

the resistor group (R134).

The speed pickup is installed in the flywheel housing in such a way that 10 °after TDC an engine-speed pulse is triggered. The time difference between the needle motion sensor pulse and the first subsequent engine-speed pulse is used by the EDC for calculating its start of injection. The needle motion sensor records the start of injection by means of a sensor which is directly integrated into the nozzle holder. It indicates the time of fuel injection by recording the motion of the needle.


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Further components fitted to the engine are the two transmitters for coolant and fuel temperatures. The EDC unit controls the injection quantity and the start of delivery as a function of the coolant and fuel temperatures. In addition the coolant temperature transmitter has an engine overheating prevention function, i.e. between 95 °C and 110 °C the output is linearly reduced to 50%. The charge-air pressure sensor basically performs the functions of the aneroid device in a mechanical injection pump, ie the fuel quantity is controlled as a function of the charge-air pressur e. 2.1.3 Components on the vehicle The components on the vehicle are: • pedal value transmitter • check lamp • stalk switch • proximity switch for brake pedal • proximity switch for clutch pedal • FGR/FGB switch • resistor group • relay for redundant shutoff • diagnostic sockets • main relais • tachograph. The pedal value transmitter has the same function as is known from the E-gas system. The stalk switch incorporates various functions which depending on the vehicle's operating condition can be activated and programmed. With the FGR/FGB switch it is possible to switch over from the road speed control function to the road speed limitation function. The sensors at the clutch and brake cause the shutoff of the cruise control if the pedal is actuated. If no cruise control is install ed, the brake signal should be connected as well as a redundance of an incorrect accelerator. Apart from indicating faults, the "EDC" (H29 6 for MS5 stage 5 and H141 for M S6.4 stage 2) check lamp together with a diagnosis request button also has the function of signalling/emitting fault codes (see also chapter 2.2.1). The ISO interface makes it possible to emit fault codes via MAN-CATS, MAN's diagnostic system (see also chapter 2.2.2). Speed signal To ensure that the EDC functions faultles sly, the following paramete r data for the road speed pulse (eg signal output B7 from tachograph) must be strictly observed:


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Parameter Frequency

Min.

Pulse duration 0.5 Pulse duration fault Voltage U L Voltage U H 5.5 Internalresistance

T ype

2

2

Max. Unit Remark kHz Synchr onous to transmitter 0,55 MS5 St.5 input frequency 0,75 MS6.4 St. 2 5.45 ms = 16000/k (k = pulses/km) * % ±1 2.5 V I=1mA V 1mA =I k Ω

* Standard setting : 2ms for k = 8000 pulses/km

Simulation values for the speedometer If there is no fitting value for the speedometer to be found in the vehicle, a stopping of the vehicle can be simulated. To avoid the entry of a fault, the input for the road speed pulse at the control unit pulse (EDC control pin 51 for MS5 stage 5 and pin B29 for MS6.4. stage 2) must be provided with a resistor of approx. 1.5 –5 kΩ from sensor mass pin 13 for MS5 sta ge 5 and pin 35 for MS6.4 stage 2 to mass of engine/vehicle.

Note:

A simulation of the pedal value transmitter and speedometer is permissible only in vehicles not subject to the relevant statutor y stipulations and regulations from the authority in charge.


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Simulation values for the pedal value transmitter

Lower idle speed: Idle speed switch:

257 –539 mV / Upper idle speed: 2944 –4501 mV Switching point at 569 –976 mV (typical: 800 mV)

(1)

(2)

(3) (4) (1) Upper idle speed; (2) Lower idle speed;

(3) entry of fault(s) (4) Idle-speed switch range (typical: 800 mV)

The reference potential is supplied to plug connection X852 or also to the control unit pin 45(5V) for MS5 stage 5 and pin B16 for MS6.4 stage 2 or pin 13 for MS5 stage 5 and pin B35 for MS6.4 stage 2 sensor mass. The reference potential (signal mass) must not be connected with other mass potentials. In the range between 569 –976 mV the idle speed switch must be simulated for reasons of plausibility monitoring by applying the signal mass via a 1k Ω resistor to the EDC control unit pin 39 for MS5 stage 5 and pin B16 MS6.4 stage 2 .

Note: A simulation of the pedal value transmitter is permissi ble only if the simulatio n control includes the error monitori ng with the required reactions.


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2.2

Diagnosis

The EDC system itself monitors computer functions, the control rack and sensors. Depending on the fault occurring, the following measures are automatically initiated:

•

Switching over to suitable substitute functions or restricting of certain engine functions. With the aid of this emergency driving program it is usually possibl e to continue the journey to the nearest workshop.

•

Immediate engine shutoff insofar as this is required for reasons of safety. Depending on the fault occurring, the engine is switched off either by a reduction of the fuel quantity to zero or by an emergency shutoff, which is effected by means of a redundant relay which de-energise s the fuel control rack.

As a warning the check lamp H296 for MS5 stage 5 and H141 for MS6.4 stage 2 indicates critical system faults by being permanently lit. Non-criti cal faults are not indicated, but they are stored. To carry out diagnosis or measurements while the vehicle is in motion, the diagnostic socket X200 and the plug X210 must be installed inside the vehicle, if possible in a well-accessible position. 2.2.1 Diagnosis with flash code To facilitate subsequent fault identification, faults recognised - including those occurring only temporarily - are stored by an integrated self-diagnostic system. A flash code makes it possible to locate faulty function paths. In such cases the check lamp H296 for MS5 stage 5 and H141 for MS6.4 stage 2 doubles as a diagnostic lamp. The flash code is trigg ered by a request button according to the following circuit diagram. When required, the request button, which is provided with a cable and a plug, is connected up to plug X210. If no check lamp is integrated into the request button, flash codes can also be read from check lamp H296 for MS5 stage 5 and H141 for MS6.4 stage 2 .

Request button for EDC diagnosis

EDC electronics (code emission) EDC electronics (code request) Mass

The fault(s) stored is/are retrieved according to the following instructi on: While the engine is stationary and the ignition is switched on, keep diagnostic request button pressed for at least 2 seconds. The EDC check lamp H296 for MS5 stage 5 and H141 for MS6.4 stage 2 and the check lamp in the request button come on.


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CAUTION:

Before the ignition is switched on (switching on of the EDC) the request button must neither be actuated, nor must it be subsequently kept pressed for more than 2.5 seconds, as otherwise the fault memory will be deleted after the button has been released.

After a brief dark phase of approx. 3 seconds the flashing commences, the number of flashing pulses indicating the faulty function.

NOTE: For the significan ce of flashing pulses see Repair Manual T 17-A1 for MS5 stage 5 and T 17-A2 for MS6.4 stage 2

Lamp in request button Ein= ON, Aus = OFF "Long flash 2, short flash 5" Dark phasebeforeoutput: Durationofalongflash: Dark phase between two long flashes: Dark phase between a long and a short flash: Duration of a short flash: Dark phase between two short flashes:

3 sec. 2sec. 1 sec. 5 sec. 0.5 sec. 0.5 sec.

If more than one fault is stored, they will be indicated one after the other. For this purpose the request button is to be pressed for each and every fault until the flash code for the first fault is displayed again. Delete the fault memory after rectification of the fault. Switch on the EDC while keeping the request button pressed. After the EDC has been switched on the button must be kept actuated for at least 2.5 seconds but not for more than 10 seconds. Once the button is released the fault memory will be deleted. 2.2.2 Diagnosis by means of the MAN-CATS diagnosti c system To carry out diagnosis with MAN-CAT S, the X200 test plug is absolutely necess ary. The diagnostic system is available from MAN.


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3.

Safety regulations

To prevent injury to persons and damage to the engine and the EDC system, the following rules are to be observed: •

In the event of unintend ed acceleration or of an unintended increase in engine speed imme diately actuate the clutch and brake. If engine speed fails to drop, bring vehicle to an immediate stop, switch off ignition and, if necessary stall the engine.

•

When working on the vehicle electrics, always disconnect battery.

•

Never start engine unless the batt eries are firmly conne cted up. The batt ery terminals must be tightened.

•

Do not disconnect the batteries while engine is runn ing.

•

Wrong poling of the control unit suppl y voltage (eg wrong poling of batteri es) may lead to the destruction of the control unit. Polarity reversal is to be ruled out through supply via the EDC main relay.

•

Do not use a quick charger f or starting the engine . Starting aid is to be provided only wit h the aid of separate batteries.

•

Always connect up the EDC via the main relay (K170), as otherwis e after-running and, consequently, the storing of faults are not possible.

•

To quick-charge batteries, disconnect them from the vehicle electrics. Observe the operator's instructions for the quick charger.

•

Never pull off or connect up the cable plug of the control unit while the powe r supply is switched on (ignition).

• Remove control unit if the temperatures are above +80 °C (drying oven / excessive heat). •

To avoid damage to electronic assemblies, e.g. EDC control unit, while performing electric welding, the following instructions have to be observed: -

Disconnect negative and positive cable of the b atteries, connect loose terminals of the cables with each other (- and +).

-

Switch on main battery switch (mechanical switch) and/or bridge electric battery switch at magnet (disconnect cables and join them).

-

To achieve good conductivity attach mass tongs of the welding unit directly to the spot to be

-

If two parts are to be welded together they are to be connected so as to be highly conductive (e.g. connect both parts with mass tongs).

-

Electronic assemblies do not have to be disconnected if the above precautions are taken.

welded.

•

Only those relays may be used whose technical data conform to the MAN specifications "Relays for commercial vehicles".


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4. 4.1

Technical data on the electric components EDC control unit (A142)

IMPORTANT: Each and every control unit is allocated to a certain engine with the aid of the respective engine number and ought to be installed only together with this engine. Control unit:

Bosch control unit; system version: MS5 stage 5 Bosch control unit; system version: MS6.4 stage 2.

Characteristic data and installation instructions: Protective system: Contact protection and protection against foreign matter to DIN 40 050, Sheet 9: IP 54 A Protection against water with plugged-on plug to DIN 40 050, Sheet 9: IP 54 A The installation position and location must be chosen so that no water can penetrate via the cable harness into the plug connection leading to the control unit. The vehicle interior (dry environment) is recommended as the installation location. For EMC-related reasons the surface of the control-unit housing ought to be in full contact with the body mass.

Temperature range: Operating temperature, stationary air:-40 °C to +65 °C Operating temperature, air in motion: -40 °C to +70 °C Voltage supply: +UBAT ( 24V); -U BAT Permissible supply volt age: 7–32V for normal operation, but at least 16V for 50ms after the unit has been switched on.

NOTE: The complete characteristic and installation data can be learned from the relevant Bosch TKU document.

4.2

Pedal value transmitter (B127)

Characteristic data and notes on installation: Protective system:

IP 54 A

Temperature range:

-40 °C to +80 °C

Installation location:

Pedals (accelerator pedal). The vehicle interior (dry environment) is recommended as the installation location.

NOTE: The complete charact eristic and installa tion data can be learned from the relevant Bosch TKU document.


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4.3

Check lamp (H296)

A check lamp for indicating faults and emitting flash codes is to be provided. Installation location:

Good view of the check lamp while the vehicle is in motion or the engine is running must be ensured (e.g. instrument panel).

Colour of check lamp:

red

Output:

2.4 W / 24 V (typical), max. 1 A.

4.4

Stalk switch for cruise control (S157)


4.5

The switch should be within easy reach while the vehicle is in motion (e.g. attachment to steering column).

Proximity switch for brake pedal (S158)


Pedals (brake) Use the full MAN pedal unit.

The following is to be observed: •

The air gap betw een sensor and switching bar must be 2 –0.2 mm.

•

The switch must be actuate d at the start of the pressure triggering acti on for the service brak e.

4.6

Proximity switch for clutch pedal (S159)


Pedals (clutch) Use the full MAN pedal unit.

The following is to be observed: •

The air gap betw een sensor and switching bar must be 2 –0.2 mm.

• The switch must be actuated before clutch separation. 4.7

Relays (K170, K264, K321, K324, K173)

K170

Relay for power supply to EDC (main relay)

K264

Relay for power supply to EDC

K324

Relay for EDC redundant shutoff

K321

Relay for moment limiter

K173

Relay for cruise control shutoff during retarder actuation


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4.8

EDC resistor group (R134)


vehicle interior Use of the MAN resistor group is recommended.

If the MAN resistor group is not used, the following is to be observed: Resistors R1, R5: 0.511 k

Ω 1%,

0.6 W

Resistors R2, R6: 1.37 k Ω 1%, 0.6 W Resistors R3, R7: 3.09 k Ω 1%, 0.6 W Resistors R4, R8: 8.20 k Ω 1%, 0.6 W 4.9 S281 S105

Buttons (S281, S105) Button for ASR shutoff Button for engine brake

4.10 Switch (S284) S284

Schalter FGR/FGB

4.11 Solenoid valve (Y102) Y102

Solenoid valve for engine brake

5.

Installation variants

5.1

EDC with cruise control

On request, the road-speed control and limitation functio ns integrated into the EDC system can be realised according to the circuit diagram example (see Appendix). The following electric components are additionally required (incl. cabling): S157

Stalk switch for cruise control

S158

Proximity switch for brake pedal

S159 S284

Proximity switch for clutch pedal Switch for FGR/FGB


P a g e2 0o f2 7


MS5 stage 5

The switch for FGR/FGB is not necessary for road-speed control alone. However, if the road-speed limitation function is to be realised alongside the road-speed control function, the switch is to be connected up according to the circuit diagram example (see Appendix). During brake actuation +UBAT is applied to the EDC control pin 43; when the brake is not actuated approximately 0 Volt (0– 2.0 Volt) will be present at pin 43. During clutch actuation +UBAT is applied to the EDC control pin 26; when the clutch is not actuated approximately 0 Volt (0 –2.0 Volt) will be present at pin 26 .

MS6.4 stage 2 The switch for FGR/FGB is not necessary for road-speed control alone. However, if the road-speed limitation function is to be realised alongsi de the road-speed control function, the switch is to be connected up according to the circuit diagram example (see Appendix). During brake actuation +UBAT is applied to the EDC control unit/pi n B/26; when the brake is not actuated approximately 0 Volt (0–2.0 Volt) will be present at pin B/26. During clutch actuation +UBAT is applied to the EDC control unit/pin B/20; when the clutch is not actuated approximately 0 Volt (0–2.0 Volt) will be present at pin B/20.

.

If necessary, the brake and clutch signals may be used for clearing engine-speed and PTO functions. 5.2

EDC with retarder

If a retarder is used, cruise control may be switched off as soon as the retarder is activated. The following electric components are additionally required (incl. cabling): K173

Relay for cruise control shutoff with retarder actuation

The relay should be triggered according to the circuit diagram example (see Appendix) . 5.3

EDC with engine brake

The engine brake function depends on the engine speed and is performed by the EDC control unit. During engine brake operation the injection quantit y is reduced to zero. Below a certain engine speed (approx. 1000 rpm) the engine brake is switched off. The following electric components are additionally required (incl. cabling): S105

Button for engine brake

Y102

Solenoid valve for engine brake

The button and the solenoid valve should be triggered according to the circuit diagram example (see Appendix).


P a g e2 1o f2 7


5 .4

Antigas

In automatic gearboxes, the gearbox electronics emits a signal (24V for ZF-HP) "Antigas" for approx. 1 second when a gear is being engaged from neutral position. This signal must be sent to the EDC control unit pin 50 for MS5 stage 5 and pin B21 for MS6.4 stage 2 (see circuit diagram example). This measure protects the clutches which can be charged with the full engine moment only after approx. 1 second. In the event of "Antigas" the injection pump is forcibly set to idle-speed quanti ty, which prevents any acceleration for approx. 1 second. 5.5

PBM interface

The PBM interface is on the EDC control unit, on pin 29 for MS5 st age 5 and pin B7 f or MS6.4 stage 2 (DKV) and pin 52 for MS5 stage 5 and pin B30 for MS6.4 stage 2 (DKR).

Description of interface: The EDC's quantity specification is transmitted via the DKV signal. If necessary, the ASR electronics emits the reduction request the DKR signal. The engine output isis then reduced EDC electronics through this signal. As avia result, an engine control function (ASR) feasible withvia the the EDC system. 5.5.1 EDC for automatic gearbox without ASR If an automatic gearbox (e.g.: ZF-HP) is installed, the gearbox control unit must be given a load signal (PBM signal: DKV) by the EDC. To ensure that the automatic gearbox functions faultlessly, the gearbox electronics must receive informati on on the engine's load condition from the EDC control unit. To make the load signal (DKV) available +24 V (pin 15/16 for MS5 stage 5 and pin B3/B4 for MS6.4 stage 2) have to be connected to the DKR input (pin 52 for MS5 stage 5 and pin B 30 for MS6.4 stage 2) . The realisation of this variant can be learned from the circuit diagram example (see Appendix). 5.5.2 EDC with ASR If ASR (without CAN interface) is installed, the PBM interface must be connected with the ASR control unit as shown in the above diagram. If ASR is installed together with an automatic gearbox (without CAN interface), the engine load signal (DKV) wired from the EDC control unit MS6.4 must stagebe 2 additionally to the gearbox electronics.


pin 29 for MS5 stage 5 and pin B7 for

P a g e2 2o f2 7


5.5.3 ASR shutoff On request, the ASR can be shut off. ASR shutoff is possible in 2 ways which must be realised differently, depending on the ASR control unit fitted: •

Interruption of the DKR line by means of a button , as shown in the circuit diag ram example (see Appendix) Application eg if ABS/ASR-SG 2E (Bosch) is used.

• Switching of the ASR electronics with a suitable switching signal. Application eg if ABS/ASR-SG CI12 (Bosch) is used. 5.6

CAN interface

The control unit is CAN-capable, i.e. a connection for communication via CAN data bus with other control units is possible. The CAN interface is on the EDC control unit, on pin 30 (CAN-L) for MS5 stage 5 and pin B11 for MS6.4 stage 2 plus pin 31 (CAN-H) for MS5 stage 5 and pin B12 for MS6.4 stage 2. The CAN data bus conforms to the latest SAE J1939 and ISO/DIS 11898 - 24V standards. One of the terminating resistors (120Ω ) is integrated into the EDC control unit. The maximum data line length between the 2 terminating resist ors must not exceed 40 m. If spur lines are used, these must not be longer than 1 metre. If several spur lines are used the distance between the individual nodes must be at least 10 cm. The nodes of the spur line ought to be ultrasonically welded; plug connections should under all circumstances be avoided because of the transition resistances. The data line ought to be an unshielded, 2-core twisted line with a cross-section of 1mm ² and a lay number of approx. 30/m. 5.7

PWG > Threshold

When the accelerator pedal is actuated, the EDC control unit pin 6 emits +U BAT for MS5 stage 5 and pin A32 emits +U BAT for MS6.4 stage 2 (see circuit diagram example). This signal can be used eg for deleting the moving-off interlock functio n. 5.8

Intermediate-speed control

5.8.1 Variable intermedi ate speeds Function: Increasing the engine speed "SET+"/lowering the engine speed "SET-"; this is possible only if cruise control is installed (see circuit diagram examples). If the signal from the EDC control unit pin 44 for MS5 stage 5 and pin B8 for MS6.4 stage 2 is supplied to the cruise-control operating unit/pin 1/2 ("SET+ external") or if the "SET+" button of the cruise-control operating unit is actuated, the engine speed will infinitely run up to a programmable upper engine-speed limit; if this activation is interrupted, the EDC will set the current engine speed. If the signal from the EDC control unit pin 44 for MS5 stage 5 and pin B8 for MS6.4 stage 2 is supplied to the cruise control operating unit/pin 1/3 ("SET- external") or if the "SET-" button of the cruise-control operating unit is actuated, engine speed will infinitely run down to a programmable lower engine-sp eed limit; if this activation is interrupted, the EDC will set the current engine speed. The engine speed set will be switched off, i.e. the engine will run down to a programmable lower engine speed by interruption, by actuating the "external OFF button", the external bridge at the cruise control operating unit between pin 1/1 and 1/5.


P a g e2 3o f2 7


If the signal from the EDC control unit pin 44 for MS5 stage 5 and pin B8 for MS6.4 stage 2 are supplied to the cruise-control operating unit/pin 1/4 ("MEM external") or if the "MEM" button of the cruise control operating unit is actuated, the engine will run up to the intermediate engine speed last run up to. 5.8.2 Fixed intermediate speeds 5.8.2.1

ISG 1

If the EDC control unit pin 23 is supplied with +U

BAT

for MS5 stage 5 and pin B32 with +U

BAT fo r

MS6.4 stage 2 (see circuit diagram examples),(see circuit diagram examples), the engine speed will run up to the MAN-CATS-programmable "intermediate speed 1" and be controlled while +U BAT is present. When the supply of +U BAT is stopped, ISG 1 will be switched off and the engine will be controlled back to idle speed. 5.8.2.2

ISG 2

If the EDC control unit pin 41 is supplied with +U BAT for MS5 stage 5 and pin B33 with +U BAT fo r MS6.4 stage 2 , the engine speed will run up to the MAN-CATS-programmable "intermediate speed 2" and be controlled while +U BAT is present. When the supply of +U BAT is stopped, ISG 2 will be switched off and the engine will be controlled back to idle speed. 5.8.2.3

ISG 3

If the EDC control unit pins 23 and 41 are supplied with +U BAT for MS5 stage 5 and pins B32 and B33 with +U BAT for MS6.4 stage 2 , the engine speed will run up to the MAN-CATS-programmable "intermediate speed 3" and be controlled while +U BAT is present. When the supply of +U BAT is stopped, ISG 3 will be switched off and the engine will be controlled back to idle speed. 5.9

Multi-stage switching input

The multi-stage switching input can be supplied with four different voltage levels through the use of the resistor group. This makes it possible to limit the engine speed or moment. For standard reasons the driving characteristic has to be wired. Switch position 0 1 2 3

Resistance R1 = 0.511 k R2= 1.37k R7= 3.09k R4= 8.20k

Ω Ω Ω Ω

Application Driving characteristic (see Appen dix, circuit diagra m) Moment limite r (see Appendix, circuit e xamples) Recognition of retarder operation for cruise-contro l shutoff (see Appendix, circuit examples) Engine-speed limitation for special applications (see Appendix, circuit examples)

5.10 Multi-stage switching input The multi-stage switching can beto supplied with two different voltage levels through the use of the resistor group. This makesinput it possible switch to a second maximum speed limit. For standard reasons HGB1 (0) must be wired. Switch position 0 1

Resistance R1 = 0.511 k R2= 1.37k

2 3


Ω Ω

Application Legal maximum speed limit (see App endix, c ircuit diagram Maximum speed limit e.g. 30 km/h (~ 20 miles) (see Appendix, circuit examples) Withoutfunction Withoutfunction

P a g e2 4o f2 7


5.11 External engine stop If +24 V (pin 15/16 for MS5 stage 5 and pin B3/B4 for MS6.4 stage 2) are supplied to pin 40 for MS5 stage 5 and pin B34 for MS6.4 stage 2 of the EDC control and (progammabl e) by means of "external engine stop button", the engine is stopped. The EDC control unit, however, is still supplied with elec tricity so that the interfaces to other control units are maintained. 5.12 Engine-speed signal An engine-speed signal in the form of square-wave pulses can be picked up from the EDC control unit pin 28 for MS5 stage 5 and pin B5 for MS6.4 stage 2 . This signal may be used e.g. for externally controlling the setting of a certain engine speed via "SET+" and "SET-". Square-wave pulses (1 x number of cylinders of engine/revolution) of the engine-speed signal prepared in the EDC control unit according to the following specification: 1. Output stage (switching mode) - open collector with pull-up (2.55 k

Ω) to +U Bat

2. Signal form

Signal at plug connection Voltagecalculation

Pulse R L = Load resistanc e R PU = Pull-up resistance (2.55 k)

Example: a) Load resistance to earth point 2 kΩ 5 kΩ 10 kΩ 200 k Ω

Voltage U x

Calculated with U

BAT

= 28 V

12.30 V 18.50 V 22.30 V 27.65 V

b) Load resistance to plus (pull -up) in the counter unit Max. 1.8 k Ω permissible, since the output stage is speci fied for I 0 = 18 mA.


P a g e2 5o f2 7


6.

Installation instructions

Notes on cabling The entire engine cabling up to the 35-pole engine interface X337 is contained in the MAN extent of delivery.

NOTE:

Engine and MAN cabling are checked up to the 35-pole plug connection (X337). For the cabling on the vehicle the use of MAN cable harnesses is recommended. These are available in different lengths. .

If you are providing the vehicle cabling from interface X337 onwards yourself, proceed as shown in the relevant circuit diagram (see Appendix). For EMC reasons 2 ferrite rings have to be included in any case for MS6.4 stage 2 . The overall cable length from the control rack (Y130) of the injection pump to the control unit (A142) must not be more than 6 metres , as otherwise the required capacity reserve of approx. 300 pF can no longer be guaranteed. The engine interface is to be attached to the vehicle, and the cable harness is to be additionally fastened in brackets at a distance of 150 –200 mm from and on both sides of the plug connection. The relevant cable routing (kinks, moisture etc.) is to be learned from the job instruction (see Appendix).

.

7. 7.1

Installation inspection Testing the EDC components (installation and functioning)

7.1.1 First-time installation The EDC engine is to be installed by the vehicle manufacturer according to the EDC installation directive and be checked with the aid of a list of checking procedures (see Appendix), if necessary with MAN support. MAN will then grant installation clearanc e on the basis of this list of checking procedures. 7.1.2 Series production Series production is • to comply with the EDC installation directive •

to be performed accordi ng to the first-time installation including the modific ations made during the commissioning of the first engine installed.

Prior to delivery each and every installation of an EDC engine ought to be examined by the vehicle manufacturer by means of a list of checking procedures (see Appendix).


P a g e2 6o f2 7


Before the vehicle is handed over to the customer, the following measures are necessary in this sequence: •

Reading out the fault memory

• Eliminating the faults which may have occurred • Deleting the fault memory This procedure that faults which occurred during commissioning at the manufacturer's are no longer stored in ensures the fault memory after delivery of the vehicle to the customer.

NOTE:

7.2

Modifications deviating from the initial installation are to be cleared by MAN. The vehicle manufacturer is responsible for the installation quality.

EMC testing

The vehicle manufacturer is to carry out on his own authority an EMC measurement of the entire vehicle configuration to ensure that the electric and electronic systems function faultlessly. 7.3

End-of-Line program ming (EOL)

EDC control units are delivered with a basic setting. If changes are necessary, variou s vehicle data can be adapted with the MAN-CATS program via the interface X200.


P a g e2 7o f2 7

Installation directive EDC for EURO 3 engines MS5 stage 5 und MS6.4 stage 2

B

8.

Appendices

8.1 Overview of EURO 3 engines /Job instruction for cable routing 8.2 MS5 stage 5 Pin configuration Circuit diagram / switching examples Testing protocol for installation inspection

8.3 MS6.4 stage 2 Pin configuration Circuit diagram / switching examples Testing protocol for installation inspection

F i r s t e d i t o n S ep t em b e r 2 0 0 0

Ap p en d ix


Overview of EURO 3 engines

Engine model

Software stage MS5.5

834 0DLOH 01

x

834 0DLOH 02 834 0DLFL 02

x x

834 0DLFL 03

x

836 0DLOH 02

x

836 0DLOH 03

x

836 0DLUH 01

x

836 0DLUH 02

x

836 0DLFL 02

x

836 0DLFL 03

x

836 0DLFL 05

x

836 0LF D 03

x

836 0LF D 04

x

836 0LF D 05 D2866 LOH 27

x

D2866 LOH 28

x

D2866 LOH 29

x

D2866 LUH 23

x

D2866 LUH 24

x

D2866 LUH 25

x

D2866 LUH 30

x

D2866 LF 23

x

D2866 LF 24

x

D2866 LF 25

x

D2876 LOH 02 D2876 LF 03

F i r s t e d i t i o n S e p t e m b er 2 0 0 0

x x

A ppen di x 1

x

MS6.4


Pin configuration MS 5 stage 5 Pin

Section (mm²)

Complete designation

Abbreviations

1

2.5

Quantityadjustertriggering

MES-0

2

2.5

Quantityadjustertriggering

MES-0

3

2.5

Initialstroketriggering

4

2.5

Initialstroketriggering

VHS-0

5

1.5

Enginebrakeadjuster

MBR-1

6

1.5

Pedal value transmitter > threshold

7

1.5

Exhaustgasreturnadjuster

8

1.5

Heavy-transport. high-speed limiter

9

1.0

Control rod travel pick-up, measuring coil

VHS-0

LEB-1 ARS-1 SHGB-1 RWG-M

10

1.0

Control rod travel pick-up, reference coil

RWG-R

11

1.0

Control rod travel pick-up, central tap

RWG-Y

12

-----

-------------------------------------------

13

1.0

14 15

1.5 2.5

Electricalcut-off +U viamainrelay BAT

EAB-1 BAT+

16

2.5

+U

BAT+

17

S ensormass

1.0

GND-A

viamainrelay BAT

Needlemovementsensormass

NBFO/ HZGO

18

2.5

-U

BAT

BAT-

19

2.5

-U

BAT

BAT-

20

1.0

21

1.0

Speedtransmittersignal

22

1.0

Auxiliary speed transmitter signal

23

1.0

Intermediatespeedcontrol1

24

1.0

Exhaust gas recirculation - end switch signal

25

1.0

26

1.0

Diagnosislamp

FunctionmodeswitchFGR/FGB Clutchswitchsignal

27

1.0

28

1.0

Speedsignaloutput

29

1.0

Multiplexsignaloutput

F i r s t E d i t i o n S ep t e m b er 2 0 0 0

Pedalvaluetransmittersignal

App endi x 2 a

DIA-B DZG1 HZG1 ZDR1-E ARS-E FMS-E KUP-E PWG1 TDS-A MPS-A

P a g e 1 o f2


Pin configuration MS 5 stage 5 Pin

Section (mm²)

30

1.0*

Controllerareanetwork(low)

CAN-L

31

1.0*

Controllerareanetwork (high)

CAN-H

32

1.0

Needlemovementsensorsignal

33

1.0

34

1.0

Fueltemperaturesensorsignal

35

1.0

Multi-stage input (torque limiter)

MDB1

36

1.0

Boostpressuresensorsignal

LDF1

37

1.0

Drivingspeedlimitlamp


Boostpressuresensor

38

-----

39

1.0

Idleswitchsignal

40

1.0

Enginestopexternal

Abbreviations

NBF1 LDF2 KTF1

FGB1

-------------------------------------------

MST-E

41

1.0

42

1.0

Enginebrakesignal

MBR-E

43

1.0

Brakeswitchsignal

BRE-E

44

1.0

45

1.0

46

1.0

Intermediatespeedcontrol2

LGS-E

Analogdrivingspeedcontrol Pedalvaluetransmitter,supply Mainrelayoutput

ZDR2-E

FGR1 PWG2 HRL-0

47

1.0

Terminal 15, digit. info for control unit

K15-E

48

1.0

ISO-K line in accordance with ISO protocol

ISO-K

49

1.0

50

1.0

51

1.0

ISO-L line in accordance with ISO protocol Antigassignal Drivingspeedsensorsignal

ISO-L TKS-E FGG1

52

1.0

Pulse duration modulation - input signal

PBM-E

53

1.0

Water temperaturesensorsignal

WTF1

54

1.0

Multi-stage input maximum speed limiter

55

1.0

Airtemperaturesensorsignal

HGB1 LTF1

* CAN cable twisted (no. of twists: approx. 30/m)

F i r s t E d i t i o n S ep t e m b er 2 0 0 0

App endi x 2 a

P a g e 2 o f2


e

CHECKLIST EDC WITHOUT EHAB

✍

– MS5 STAGE 5

Service centre ....................................................

Checked by:

Customer:

First registration: .................................

....................................................

.................................

Vehicle model: ...................................................

Chassis no.:

................................

Engine model:

Engine no.:

.................................

Injection pump: ............ ......................................

Control unit no.:

................................

Kilometrage:

Date:

...................................................

...................................................

...............................

1. Checks while engine is stationary (ignition OFF, control unit not connected up)

 Engine temperature » 20°C  Do not connect up control unit, but connect up cable harnes s adapter 

Measure resistance betw een Pin+ and Pin- using multi-ran ge meter

Pin+ Control rod travel transmitt er

Pin-

Me as ure d v a lue

11

9

18 – 25 Ohm

..........................

Ohm

11

10

18 – 25 Ohm

..........................

Ohm

18

9

..........................

Ohm

18

10

..........................

Ohm kOhm

21

Speed transmitter (DZG2 -0005) *

S pec if ied val ue

13

(DG6 -0008)

>10 MOhm 0.5

– 0.7 kOhm

..........................

0.8

– 1.0 kOhm

..........................

0.5

– 0.7 kOhM

..........................

kOhm

0.8

– 1.0 kOhm

..........................

kOhm

Aux. speed transmit ter (HZG-0006)* (DG6 -0009)

22

Control rack

15

3

1.2 – 2.0 Ohm

..........................

Ohm

18

3

>10 MOhm

..........................

MOhm

16

4

1.2 – 2.0 Ohm

..........................

Ohm

32

Needle movement sensor

17

Earthing

Safety relay

90 – 130 Ohm

13

18

>10 MOhm

17

19

>10 MOhm

14

19

15

..........................

18 24

39 – 47 Ohm < 1 Ohm

Ohm

.......................... ..........................

..........................

7

EGR controlling (only Euro III) EGR feedback (only Euro III)

17

>10 MOhm

MOhm MOhm

Ohm

......................... .........................

Ohm

O hm

* * Since August 97 new DG6 (51.27120-0008 /-0009) speed pickups have been fitted which differ in their electrical resistance from the old DG2 (51.27120-0005 /-0006) speed pickups but are otherwise identical in their function.

F i r st e d it i o n Se p t em b er 20 0 0

A p p en d i x 2 c P a g e 1 o f 5




Checking fuel control rack: • Pull off safety relay • Connect up bridge between termin als 30 and 87 in the relay sock et • Measure resistance between Pin+ and Pin- using a multi-r ange meter

Fuel control rack

Pin+

Pin–

S pe ci f ie d va lu e

M ea su re d v al ue

15

1

..........................

Ohm

18

1

0.7 – 1.3 Ohm >10 MOhm

..........................

MOhm

16

2

0.7 – 1.3 Ohm

..........................

Ohm

• Remove bridge again and plug in safety relay.

2. Checks while engine is running and vehicle is stationary

 Engine temperature > 30 °C

 Measure engine speed at the following operati ng points

S p e c if ie d v a l u e

Va l ue m e a s ur e d

Remar k s

M A N - C ATs

Speed transmitter (DZG)

lower idle upper idle

n=................1 rpm n=................1 rpm

PWG Min (l.i.) PWG Max (u.i.)

Engine speed (Monitoring 2)

Aux. speed transmitter *(HZG)

lower idle upper idle

n=................1 rpm n=................1 rpm


Auxiliary engine speed (Monitoring 2)

* Short-circuit Pin 21 and 13 (speed transmitter defect is indicated).






Measure voltage between Pin+ and Pin- using a multi- range meter. P in +

P i n–

Supply for control unit (U batt)

15 47

18 19

U-Bat U-Bat

....................... .......................

Idle Idle

Reference voltage (Uref)

45 33

13 13

4.75 – 5.25 4.75 – 5.25

....................... .......................

Idle Idle


27

13

(PWG)

Specified value [V]

0.30

Measured value [V]

R e m arks

Spe e d

M A N -C A T s (Monitoring)

– 0.42

.......................

PWG Min

Idle

0%

2.90 – 4.50

.......................

PWG Max

Upper idle

100%

....................... .......................

PWG Min PWG Max

Idle Upper idle

Open Closed

Idle switch (LGS) (NO contact)

39

13

4.50 – 5.25 0 – 2.00 V

Fuel temperature sensor (KTF)

34

13

4.17

–2.62

.......................

10

°C -50 °C

Idle

10

°C - 50 °C

3.46

–1.22

.......................

30

°C - 90 °C

Idle

30

°C - 90 °C

Water temp. sensor (WTF) Charge-air pressure sensor (LDF) FGR operating unit

Multi-stage switch (MSS)

53

13

36 36 44

13

3.15 – 1.41 – 0.65 – 2.30 – 3.72 –

PWG Min PWG Max

3.55 1.80 0.97 2.75 4.33

....................... ....................... ....................... ....................... .......................

Not actuated Returnact. SET+act. SET-act. AUSact

Idle Upper idle Idle Return speed Speed increas, Speed drops Idle

Neutral Memory SET+ SETOFF

.......................

Pos 0

.......................

Pos 1

(Truck retarder actuated)

2.75 – 3.25

.......................

Pos 2

(Speed limiter active)

3.75 – 4.25

.......................

Pos 3

0.75 – 1.25 1.75 – 2.25

....................... .......................

Pos 0 Pos 1

HGB1 HGB2

(2.75 – 3.25 3.75 – 4.25

....................... .......................

Pos 2 Pos 3)

Not used

0.0

....................... .......................

Not actuated Actuated

Idle

UBat

Open Closed

– 2.0 U-Batt

....................... .......................


Idle

Open Closed

– 2.0

....................... .......................


Idle

Open Closedd

....................... .......................


Eng. speed > 850 rpm

....................... .......................

OFF ON

....................... .......................


Braking contact switch (NO contact) ∗

43

Clutch switch (NO contact) ∗

26

19

0.0

42

19

0.0

Engine brake switch (MBR) (NO contact) Engine brakecontrol

19

– 2.0

UBat 5

19

0.0

– 2.0

UBat FGR/FGBswitch

25

13

0.0

– 2.0

UBatt Antigas

50

13

0.0 – 2.0

UBat Speedometersignal(FGR) Charge-air temperature sensor (LTF)

51 55

13 13

>0.6 4.2 - 2.2

....................... .......................

Idle

900-1050 mbar 1000-1400 mbar

– 1.25

13

0.75

....................... .......................

1.75 – 2.25

54

13

0.94 – 1.20 1.10 – 1.40

(Moment limiter active)

Top-speed limiter switch (HGB)

35

13 13

Pos 2 Multi-stageswitch, Pos 3

Idle 0 - 60

°C

Driving characteristics Multi-stageswitch, Pos 1 Multi-stageswitch,

Speed 1 Speed 2

0 km/h

Idle

*Contacts must be made before clutch or brake are effective (max. 20 mm pedal travel)






ISG functional test

Check switch-off conditions (PWG intervention, brake, clutch) in every ISG mode 0..S, if necessary reprogramme them Pin 23 [V] 0



Pin 41 [V]

ISG Pos.

0

ISG speed S

0

24

0

ISGspeed1

1

0

24

ISGspeed2

2

24

24

ISGspeed3

3

Checking main relay

Main relay ∗

P in +

P in -

S pe c i f i e d value [V]

Measured value [V]

47

18

46 _

18 _

UBat0 V 0V UBat

...................... ...................... ...................... ......................

Remarks

Ignition ON Ignition OFF Ignition ON Ignition OFF

* With a delay of 0.5 to 5 secs. after the ignitio n has been switched off Pin 46 must switch over toU Bat.



Checking safety relay (P WG max., eng ine running at upper idl e) •

Interrupt voltage supply to safety relay (Pin 14), engine switches off

• (max. 10 secs.) •

This may prompt the messag e "fuel control rac k monitoring" to be entered in the faulty memory

•

Switch off ignition, reconn ect voltage supply up to safety relay and erase fa ult memory

(10 x brief flash codes)



Checking flash code diagnos is: connect up Pins 21 and 13 (short-cir cuit speed transmi tter) •

The EDC check lamp must be ON (permanently lit ); END speed is reduce d

•

Request flash code (conn ect Pins 49 and 19 for at least 2 secs or actuate diag nosis switch for at least 2 seconds but not for more than 10 seconds)

•

The flash code fo r speed transmitter defect must be emitted (4 x brief flash code s) or

• •

Read out fault memory (current speed transmitter defect) with the aid of MAN-CATs Disconnect Pin 21 from 13

• Erase fault memory (via switch MAN-CATs)






Checking capacity reser ve of resonant circuit of contro l rod travel transmitte r: •

Connect up decade capacit or between Pins 11 and 13 (to cable harness adapte r)

•

Add auxiliary capacity until engine stops starting

• Ascertain value: set-point value > 300 pF without cable harness adapter the capacity of the RB cable harness adapter: approx. 100 pF

3. Checking while vehicle is in motion



Checking cruise control •

Drive at v > 40 km/h with cruise control

•

After change of gears and actuatio n of the MEMORY switch the last speed must be reset



Checking brake switch monitoring • Interrupt Pin 43 • Drastically decelerate vehicle in cruise control operation • •

Cruise control must switch off (brake switch is classified as being defective) It must be possible to reactiv ate cruise control only after the ignit ion has been switch ed off

• Reconnect Pin 43



Erasing fault memory After completion of the checks the fault memory must be erased via the switch. After the ignition has been switched on again no fault must be stored in the memory; otherwise the fault must be ascertained and eliminated according to the troubleshooting plan.




Pin configuration MS 6.4 /EDC MS6.4 stage 2 Pin A Section Pin A01

mm2 1.0

Complete designation Speedsensorsignal

Abbreviation DZG1

A02 A03

-----------------

A04

---------

A05

1.0

Water temperature sensor, sensor mass

WTFO

A06

1.0

Reserve analog sensor, sensor mass

AN010

A07

---------

-----------------------

A08

---------

-----------------------

A09

---------

-----------------------

A10

---------

-----------------------

A11

---------

-----------------------

A12

1.0

Boostpressuresensorsignal

LDF1

A13

1.0

Speed transmitter, sensor mass

DZG0

A14 A15

--------1.0

----------------------Needle movement sensor, sensor mass

NBF0

A16

---------

-----------------------

A17

1.0

A18

1.5

A19

---------

A20

1.0

A21

---------

-------------------------------------------------------------------

Boost pressure sensor, sensor mass Enginebrakeadjuster

LDF0 MBR-1

----------------------Quantity - solenoid valve cut-off

MAB-A

-----------------------

A22

1.0

Water temperature sensor signal

WTF1

A23

1.0

Boostpressuresensor,supply

LDF2

A24

1.0*

Controlareanetwork2,low

A25

---------

-----------------------

A26 A27

--------1.0*

----------------------Controller area network 2, high

A28

---------

-----------------------

A29

1.0


Needle movement sensorsignal

App endi x 3a

CAN2-L

CAN2-H

NBF1

P a ge1o f4


Pin configuration MS 6.4 /EDC MS6.4 stage 2 pin A Section Pin

mm2


A30

---------

-----------------------

A31 A32

--------1.5

----------------------Pedal value transmitter dependent adjuster ((PVT>threshold) brake control unit

A33

1.0

A34

---------

A35

1.0

PVT idle switch output signal (PSG)

Abbreviation

PWG-1

LGS-A

----------------------Digitalised crankshaft speed output signal (PSG)

DZG-A

* CAN cable: Twisted cable 2 x 1.0. ( No. of twists approx. 30/m)


App endi x 3a

P a ge2o f4


Pin configuration MS 6.4 /EDC MS6.4 stage 2 Pin B Section Pin


mm2

Abbreviation.

B01

2.5

-U

BAT

B02

2.5

-U

BAT

B03

2.5

+U

-viamainrelay BAT

BAT+

B04

2.5

+U

-viamainrelay BAT

BAT+

B05

1.0

Digitalised crankshaft speed output signal

BAT-

TDS-A

B06

1.0

B07

1.0

B08

1.0

Analog driving speed control element

B09

1.0

CAN1-screen, mass for torque limiter signal, driving speed control and idle switch signal

B10

1.0

Driving speed control element, control LED

B11 B12

1.0* 1.0*

Controlareanetwork1(low) Control areanetwork 1 (high)

B13

1.0

ISO-K line in accordance with ISO protocol

B14

1.0

Engine brake switch input signal

MBR-E

B15

1.0

Terminal 15, digit. info for control unit

K15-E

B16

1.0

Pedal value transmitter, supply

B17

1.0

Idleswitchinputsignal

B18

1.0

Solenoidvalvecut-offrelay

B19

1.0

Multi-stage input for maximum speed limiter

B20

1.0

Clutchswitchsignal

KUP-E

B21

1.0

Idlerequestsignal

LLA-E

B22

1.0

Function mode switch FGR/FGB

FMS-E

B23

1.0

Pedal valuetransmittersignal

PWG1

B24

1.0

ISO-L line in accordance with ISO protocol

B25

1.0

Idle switch output signal (gearbox control)

B26

1.0


Diagnosislamp

BAT-

Multiplexsignaloutput

Brakeswitchsignal

App endi x 3a

DIA-1 MPS-A FGR1 CAN10

FGB-1

CAN1-L CAN1-H ISO-K

PWG2 LGS-E MAR-1 HBG1

ISO-l

LGS-A BRE-E

P a ge3o f4


Pin configuration MS 6.4 /EDC MS6.4 stage 2 Pin B Section Pin

mm2


Abbreviation.

B27

1.0

Mainrelay,output

HR-0

B28

1.0

Torquelimitersignal

MDB1

B29 B30

1.0 1.0

B31

---------

B32

1.0

Intermediate speed regulation 1

ZDR1-E

B33

1.0

Intermediate speed regulation 2

ZDR2-E

Driving speed transmitter signal Pulse duration modulation input signal

FGG1 PBM-E

-----------------------

B34

1.0

Stop external signal (engine stop signal)

STP-E

B35

1.0

Pedal value transmitter, sensor mass

PWG0

* CAN cable: Twisted cable 2 x 1.0. ( No. of twists approx. 30/m)


App endi x 3a

P a ge4o f4


CHECKLIST EDC WITHOUT EHAB

– MS6.4 STAGE 2

Service centre Customer:

✍

.....................................

Checked by:

.....................................

..............................

First registration: ...........................

Vehicle model:

......................................

Chassis no.:

..............................

Engine model:

......................................

Engine no.:

...............................

Injection pump:

.....................................

Control unit no.: ..............................

Kilometrage:

......................................

Date:

...............................

1. Check while engine is stationary



Engine temperature > 20°C



Switch ignition OFF



Disconnect engine control unit



Connect cable harness adapter to engine control unit



Measure resistance between the following Pins

P in CANPSG

A24

Speedtransmitter(DZG)

A1

Needle movement sensor (NBF)

A 29

Solenoid-valve switch-off relay MAN standard relay CAN1

P in A27 A13

B18

B11

B12

S p e c if i e d v a lu e

A c t u a l va l u e

~120Ohm 770

A 15

65

B1

180

– 1000 Ohm – 160 Ohm – 250 Ohm

~ 120 Ohm

 Connect to engine control unit  Connect cable harness adapte r to VP 44 between pump and cable harness  Switch on ignition  Measure voltage between Pins


A ppe ndi x 3c P a g e 1 o f5


P in

P in

S p e c i f ie d

Actual value

valuet Voltage supply for pump control unit

Bat –

B a t+

UBat

(from cable harness adapter for VP44)

2. Checks while engine is running and vehicle is stationary



Engine temperature > 30 °C



Connect cable harness ad apter to engine contr ol unit

Measuring engine speed S pec if i ed va lue

M e a s u r e d V a lu e

R e ma r k s

Speed transmitter (DZG)

Lower idle Upper idle


Speed transmitter * in pump (IWZ)

Lower idle Upper idle


M AN -C a t s (Monitoring)

* Short-circuit PIN A1 and A13 (simulation DZG-defect -> diagnostic lamp is permanently ON). EDC continues to run with IWZ signal

P in +

P in –

Specified value [V]

B15 B3 B15

B1 B2 B27

UBat

Pedal value transmitter (PWG)

B23

B35

0.30 – 0.42 2.90 – 4.50

PWG Min PWG Max

low. idle up. idle

0% 100%

Idle switch (LGS)

B17

B9

2.8 – 5 V 0 – 1.8 V

PWG Min PWG Max

low. idle up. idle

Open Closed

Water temperature sensor (WTF)

A22

A5

3.0 1.15 –

Charge-air pressure sensor (LDF)

A12

A17

0.95 – 1.12 1.00 – 1.52

PWG Min PWG Max

low. idle up. idle

900 – 1050 mbar 1000 – 1400 mbar

FGR operating unit

B8

B9

3.35 – 3.74 1.6 – 2.0 0.83 – 1.21

Not actuated Return Set+

low. idle Return Eng.speed increases Eng.speed drops Idle

Neutral Memory Set+

Control unit supply MS 6.4


Measured value [V]

Rema rk s

E n g in e speed

MAN-CATS (Monitoring)

Idle Idle Idle

UBat UBat

30

– 90 °C

2.53 – 2.97

Set-

4.18 – 4.53

OFF

low.idle

30

– 90 °C

SetOFF



P in –

P in +

Multi-stage switch (MSS) *

B28

B35

Specified

Measured-

value [V]

value [V]

Re m a r k s

E n g in e

MAN–Cats

speed

(Monitoring)

Idle

Driving characteristics

0.75 – 1.25

Pos 0

1.75 – 2.25

Pos 1

Torque limiting

2.75 – 3.25

Pos 2

Retarder active

3.75 – 4.25

Pos 3

Function for reducing the k-value

Top-speed limiter switch *

Braking con-

B19

B35

B26

B2

0.75 – 1.25 1.75 – 2.25

Pos 0 Pos 1

2.75 – 3.25

Pos 2

not

3.75 – 4.25

Pos 3

used

Not Actuated

Idle

0

–1V

tact switch ∗∗

U Bat

Clutch switch **

B20

Engine brake switch

B14

Engine brake control

A18

B2

0

–2V U Bat

B2

0

–1V U Bat

B2

0

–2V U Bat

Idle

Idle

Open Closed

Actuated Not Actuated

Open Closed


Speed 1 Speed 2

Idle

Open Closed


Idle

Actuated

Eng. speed > 800 rpm

FGR-/FGBswitch

B22

B2

0

∗

Idle request

∗

B21

B2

0

–2V

FGR

U Bat

FGB

–2V U Bat

Speedometer signal

B29

Engine stop

B34

switch

B2

0.6 >V

B2

threshold

A32

B2

∗

Idle switch output

B25

B2

Not Actuated

Idle

Open Closed

Actuated Idle

0

–2V

∗

PWG >

Idle

Not Actuated

U Bat

Actuated

U Bat

PWG Max

u

Idle

Open Closed

PWG Min

<1.4V U Bat

PWG Min PWG Max



Without load resistor < 17 V With load resistor 100 - 1.000 Ω ~ 0 V

∗

Check only if unit is fitted

∗∗

Contacts must be made bef ore clutch or brake are ef fective (max 20 mm pedal travel) and have to be reope ned before con cealed posit ion






ISG functional test: Checking switch-off conditions (actuation of brake, clutch and PWG) PIN B32 vs B2

Set-point

PIN B33 vs B2

A c t ua l

S e t - po in t

0

I S G Po s

Ac t ua l

0

UBat



E n g in e s p e e d

ISG speed S

0

0

ISG speed 1

1

0

UBat

ISGspeed2

2

UBat

UBat

ISGspeedl3

3

Checking control of m ain relay, M AR and MAB:

P i n+

P in

–

S et va lue

M ea sur e d

Remarks

value B15

B2

U

Bat

0V B27

B2

0V

B3



B2

A20

IgnitionOFF Ignition ON

UBat B18

Ignition ON

0V

Ignition OFF Ignition OFF

UBat

Ignition ON

Bat

Ignition ON

U

Checking solenoid valve switch-off: •

Run engine at upper idle

•

Interrupt voltage supply to relay (pu ll off Pin B18)

•

Engine must stop after max. 10 secs

• Switch off ignition, reconnect voltage supply






Checking flash code diagnosis: connect up Pins A1 and A13 (short-circuit speed transmitter) •

The EDC check lamp must be ON (permanently lit ); END speed is reduce d

•

Request flash code (conn ect Pins B24 and B2 for at least 2 second s, do not actuate fo r more

•

The flash code fo r speed transmitter defect must be emitted (4 x brief flash code s) or read out

•

Disconnect Pin B24 from Pin B2

than 10 seconds)

fault memory (current speed transmitter defect) with the aid of MAN-Cats

• Erase fault memory •

Switch: While pressing switch start ignition; release after 2 - 10 seconds and switch off ignition

•

MAN-CATS

3. Checking while veh icle is in moti on 

Checking cruise control •

Drive at v > 25 km/h with cruise control

•

After change of gears and actuatio n of the MEMORY switch the last speed must be reset



Checking brake switch monitoring • Interrupt Pin B26 • Drastically decelerate vehicle in cruise control operation •

Cruise control must switch off (brake switch is classified as being defective)

•

Cruise control is only to be reactiva ted after ignition has been switched off

• Reconnect Pin B26



Erasing fault memory After completion of the checks the fault memory must be erased via switch. After the ignition has been switched on again no fault must be stored in the memory; otherwise the fault must be ascertained and eliminated according to the troubleshooting plan.



MS5 and MS6.4 gb

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