VOLVO 47701853_Installation D13 EMS

Installation EMS 2 Industrial Engines

I 1(1)

TAD1341GE, TAD1342GE, TAD1343GE, TAD1344GE TAD1345GE, TAD1350GE, TAD1351GE, TAD1352GE TAD1353GE, TAD1354GE, TAD1355GE TAD1340VE, TAD1341VE, TAD1342VE, TAD1343VE TAD1344VE TAD1345VE, TAD1360VE, TAD1361VE, TAD1362VE, TAD1363VE, TAD1364VE, TAD1365VE

Content Safety Information ...................................................................................... 2 Installation Tools and Documentation ...................................................... 4 Special Tools ............................................................................................ 4 System Information .................................................................................... 5 EMS ........................................................................................................... 5 Control System Installation ..................................................................... 39 Connection ............................................................................................. 39 Calibration and Settings ........................................................................... 57 Parameter Setting .................................................................................. 57 Diagnostic Function ............................................................................... 78 Fault Code Register ............................................................................... 81 Alphabetical index .................................................................................... 95

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Safety Information Presentation

Working methods

This installation manual contains information for installing and carrying out function and performance checks on the EMS 2 system (electronic control of the injection system). This instruction manual is intended only for professional use. Read the instructions carefully before starting the installation. If the installation is performed in an incorrect manner, it may cause personal injury or damage to property and machinery. Ask your Volvo Penta dealer for help if there is anything in this manual that you do not understand or are uncertain about.

The work must be performed by a Volvo Penta workshop or other authorized, well-equipped workshop by qualified and experienced personnel. These instructions refer to such personnel as fitters. This installation manual is intended to be used together with the operator's manual for the engine concerned. The fitter is responsible for ensuring that the system functions in accordance with these installation instructions. Volvo Penta disclaims all responsibility for injury to persons or damage to property that may occur as a result of not following the installation guidelines, or for work carried out by unqualified personnel.

! This symbol is used in the manual and on the product to call attention to the fact that this is safety information. Always read such information very carefully. Safety texts in the installation manual have the following order of priority:

DANGER! Indicates a hazardous situation which, if not avoided, will result in death or serious injury.

WARNING! Indicates a hazardous situation which, if not avoided, could result in death or serious personal injury.

CAUTION! Indicates a hazardous situation which, if not avoided, could result in minor or moderate personal injury. IMPORTANT! Indicates a situation which, if not avoided, could result in property damage. NOTICE! Used to draw attention to important information that will facilitate work or operations. This symbol is used on our products in certain cases and it refers to important information in the operator's manual. Make sure that warning and information symbols on the engine are clearly visible and legible. Replace symbols that have been damaged or painted over.

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Safety Information Set out below is a summary of the risks and safety measures that must be observed or carried out when the EVC system is installed and calibrated.

! Disconnect connectors to the EMS control unit before any arc welding is carried out. Turn the current off at the main switches. Undo and remove the control unit connectors. Reconnect the EMS 2 control unit connectors once welding is completed and the welding equipment has been removed.

! Take care to keep clear of the engine's moving parts during functional checks and operations. There is a risk for personal injury when approaching a running engine. Remember that loose clothing and long hair can fasten in rotating parts and cause serious injury.

! Never work on an engine that is suspended from lifting gear (a crane or similar).

! The engine must not be run in areas where there are explosive materials or gases.

! Only start the engine in well-ventilated places. If the engine is operated in an enclosed space, make sure that there is sufficient ventilation to remove the exhaust gases and crankcase fumes from the workplace.

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! Never expose battery compartments to open flames or electrical sparks. Never smoke in the vicinity of the batteries. Batteries generate hydrogen gas during charging, which can combine with air to form an explosive mixture. This gas is highly flammable and explosive. Incorrect connection of the batteries may cause sparks that in turn cause an explosion resulting in damage. Do not switch battery connections when attempting to start the engine (risk for sparks) and do not lean over the batteries. Refer to the instructions in the engine operator's manual.

! Make sure that the positive (+) and negative (-) battery cables are correctly connected to the corresponding battery terminals. Serious damage may be caused to the electrical equipment if the cables are transposed. Refer to the wiring diagram in the engine operator's manual.

! Always wear eye protection when charging or handling the batteries. Battery electrolyte contains sulfuric acid which is highly corrosive. If electrolyte comes into contact with bare skin, wash the exposed area immediately with copious amounts of clean water and soap. Then seek medical attention. If you get battery electrolyte in your eyes, flush them immediately (preferably using eye wash equipment) with copious amounts of clean water. Then seek immediate medical attention.

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Installation Tools and Documentation, Special Tools

Installation Tools and Documentation Special Tools

p0005125

3838619 VODIA, diagnostic tool VODIA, complete with cable harness Refer to the VODIA operators manual when ordering separate parts.

9812519 Multimeter Multimeter

Other Special Equipment Other special equipment The tools below are used for work on the engine wire harness. The tools are not part of the Volvo Penta range, and must be ordered from AMP or Deutsch dealers. Contact Volvo Penta Quality Action Center if you have trouble finding a dealer. AMP connector: 42-pin CIU, 62-pin EMS, 2 and 3 pin Bosch etc.

P0003813

HDT-48–00 Press tool

P0003810

AMP 726 519 Removal tool, 2.8 mm pin width

P0003811

AMP 825 514 Press tool For 4.8 and 6.3 cable shoes. Flat-pin connectors.

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P0003809

AMP 726 519 Removal tool, 0,06 inch pin width

P0003811 P0003813


AMP 238 635 Press tool

P0003814

GHW 50000 017 586 Removal tool, 2.8 mm pin width For GHW connector (relay box)

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System Information, EMS

System Information EMS Engine control system EMS 2 stands for “Engine Management System” and is an electronic system with CAN communications (Controller Area Network) for control of diesel engines. The system has been developed by Volvo Penta and includes fuel control and diagnosis function. The system consists of a control module, six unit injectors, a number of sensors that supply the control module with measurements, sockets for diagnosis and functional checks. The engine can be connected to a communication interface comprising a CAN-link and a serial link.

CAN (Controller Area Network) The CAN J1939 link handles all communication between the engine control module EMS 2 and the CIU, in addition to the diagnostics that are handled by the so called J1708/J1587 link. The CAN link is much faster than the J1708/J1587 link. The CAN link has been prepared to connect to other components with SAE J1939 protocol such as instrument panels and transmissions. If, for some reason, a fault develops on the CAN link, signals for the rpm-potentiometer and the start and stop knobs are taken over by the J1708/J1587 link. However, instrument and indicator lamps are completely turned off. If a fault occurs on both links, GE engines maintain engine speed, while VE engines go to idle. The only way to shut off the engine in this case is to use the auxiliary stop (AUX-STOP) placed on the engine’s left side.

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CIU (Control Interface Unit) The CIU is a “translator” between the CAN bus and the customer’s own control panel. This unit has two serial communication links, one fast and one slow. The fast one is a CAN link that features a bus speed of 250 Kbit/ s. All data regarding instruments, indicator lamps, contacts and potentiometers are controlled by this bus. The slower J1708/J1587 link handles diagnostic information for, among other things, the flashing code. The diagnosis tool VODIA also uses the J1708/J1587 link to communicate with the system. P0002060

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Fuel control The engine’s fuel requirement is analyzed up to 100 times per second (depending on engine rpm). The engine’s injection amount and injection timing is controlled electronically via fuel valves on the unit injectors. This means that the engine always receives the correct volume of fuel in all operating conditions, which offers lower fuel consumption, minimal exhaust emissions etc. The control module checks and controls the unit injectors so that the correct amount of fuel is injected into each cylinder. It calculates and sets the injection angle. The control is primarily performed using the speed sensors and the combined sensor for boost pressure/charge air temperature. The control module affects the unit injectors via an electronic signal to the unit injectors’ electromagnetic fuel valve, which can open and close. When the fuel valve is open, fuel flows through the unit injector hole and out through the fuel channel. Fuel is not sprayed into the cylinder in this position. When the fuel valve closes, pressure starts to build from the unit injector’s mechanically operated pump plunger. When sufficient pressure has developed, fuel is injected into the cylinder via the unit injector’s injector section. The fuel valve is re-opened and pressure in the unit injector decreases at the same time as the fuel injection to the cylinder stops. In order to determine when the fuel valve shall open or close, the control module has access to signals from sensors and switch contacts.

Altitude correction The control unit is fitted with an atmospheric air pressure sensor and an altitude correction function for engines operating at high altitudes. This function limits the fuel volume in relation to ambient air pressure. This is to prevent smoke, high exhaust temperature and to protect the turbocharger from over-speeding. Diagnosis function The task of the diagnosis function is to detect and locate disturbances within the EMS 2 system, to protect the engine, and to provide information about problems that have developed. If a malfunction is discovered, this is announced by warning lamps, a flashing diagnostic lamp or in plain language on the instrument panel, depending on the equipment used. If a fault code is obtained as a flashing code or in plain language, this is used for guidance in any troubleshooting. Fault codes can also be read by Volvo’s VODIA tool at authorized Volvo Penta workshops. In case of serious malfunctions, the engine is shut down completely, or the control unit reduces the power output (depending on application). A fault code is set as a guide when fault tracing.

Calculating fuel quantity The amount of fuel that is sprayed into a cylinder is calculated by the control module. The calculation determines the time that the fuel valve is closed (when the fuel valve is closed fuel is sprayed into the cylinder). The parameters controlling injected amount of fuel are: •

Requested engine speed

•

Motor protector

•

Temperature

•

Boost air pressure

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In- and out signals Information from the sensors provides accurate information regarding operational conditions and makes it possible for the control unit processor to calculate the correct injection amount, injection timing and engine condition, among many other things.

Input signals The control unit receives input signals regarding engine operational conditions along with information from the following components: - Coolant temperature sensor - Charge air pressure/charge air temperature sensors - Crankcase pressure sensor - Position sensor - Camshaft - Engine speed sensor - Flywheel - Piston cooling pressure sensor - Coolant level sensor - Oil pressure sensor - Oil level and oil temperature sensors - Fuel pressure sensor - Water-in-fuel sensor - Air filter pressure sensor - Air temperature sensor - Fan speed

Output signals The control unit uses the input signals to control the following components: - Unit injector - Start motor - Alternator - Main relay - Preheat relay - Internal EGR (TAD1350-1355GE only) - Waste gate - Electronic fan control

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Instruments DCU (Display Control Unit) DCU is a digital instrument panel that communicates with the engine control unit via the CAN-link. DCU has several functions, such as: Engine control - Start, stop, rpm regulation, preheating, etc.

P0002932

Monitoring - Shows engine speed, charge pressure, charge temperature, coolant temperature, oil pressure, oil temperature, engine hours, battery voltage, instantaneous fuel consumption and fuel consumption (trip fuel). Diagnostic - Shows fault codes in text. Lists previous faults. Parameter setting - Idle speed, alarm limits for oil temperature/coolant temperature, regulation mode (speed droop/isochronous).

DU (Display Unit) DU is an instrument for showing the engines operating values. The values are shown graphically on an LCD display. The display communicates via the CAN link and consists of a computerized unit for attachment to the control panel. It is connected to the CAN link between the engine control unit and CIU or DCU.

P0002061

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Electrical interface General This document describes how the Volvo Penta industrial engines equipped with the control systems EMS and EMS2 may be controlled. There are a number of interfaces available to control the engine. The interfaces are:

• Bus interface • CIU • DCU The common thing about the three first interfaces is that the engine is controlled over two serial communication buses. The CIU and DCU uses the bus interface to communicate with the engine. IMPORTANT! If non Volvo Penta equipment is connected to the communication busses there is always a risk that the safety of the system is jeopardized.

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Abbrevations BAM Broadcast Announce Message CAN Controller Area Network DEF Diesel Emission Fluid EATS Engine After Treatment System EIC Engine Interface Connector EECU Engine Electronic Control Unit EMS Engine Management System EMS 2 EMS used on TAD734GE, D9, TAD125xVE, D13 and D16 engines FMI Failure Mode Identifier OEM Original Equipment Manufacturer SPN Suspect Parameter Number VP Volvo Penta Relevant dokumentation

• 7748665

Electrical interface specification industrial engines EMS and EMS2

• SAE J1939-73 • SAE J1939-71

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Engine control interface Volvo Penta industrial engines can be controlled in three different ways. Via bus interface, CIU or DCU. The bus interface is used by those who makes there own control system that and wants to control the engine over SAE J1939 and J1587. Volvo Penta provided two different systems to control the engines, CIU that provides a number of digital/analogue outputs to control the engine. And DCU that has all buttons included in the unit but still provides some digital/analogue inputs and outputs. CIU This is the interface for those who wants to make there control panel or non bus based control unit. DCU This is the interface for those who wants a complete unit that is ready to run the engine without make any button. But the possibility to make some customization is still here. The DCU is equipped with a display that shows engine data and diagnostics translated to text.

Electrical interface Bus interface 8-pole deutsch connector recepticle. Pin 1 2 3 4 5 6 7 8

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Description CAN H CAN L Battery – Battery + Ignition (Battery + switched) Stop request J1587A J1587B

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System Information, EMS CIU The electrical interface to the CIU is 42-pole AMP connector. Pin 1 2 3

Description Idle request Potentiometer ground Potentiometer signal

Pin 22 23 24

4 5 6 7

Not used Not used Not used

25 26 27 28

Preheat indication(1) Coolant level alarm Oil pressure alarm Battery + Ignition (key switch)

29 30 31 32 33 34 35 36

Governor mode request Potentiometer supply Not used Not used Tachometer Coolant temperature gauge Start request Diagnostic indication

Over speed indication(2) Buzzer (3) Easy link bus Coolant temperature alarm Battery alarm CAN L CAN H Gauge power supply Battery –

8 9 10 11 12 13 14 15 Frequency select(4) 16 Diagnostic switch 17 Preheat request(5) 18 19 20 21

Not used Engine protection override req. Oil temp gauge Oil pressure gauge

Description J1587A Not used

37 J1587B 38 Running indication(6) 39 Fuel alarm 40 Oil temperature alarm 41 Stop request 42 Not used There is a cable harness available with all wires connected that applies to the above table. All indicators shall be less than 3W. All switches are active when shorted to battery+.

1. Not for 124xGE 2. Genset only 3. Power pack only 4. Genset only 5. Not for 124xGE 6. Genset only

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System Information, EMS DCU Connector 1, 8-pole deutsch connector. Pin 1 2 3 4

Description CAN H CAN L Battery – Battery +

Pin 5 6 7 8

Description Ignition (Battery + switched) Stop request J1587A J1587B

Connector 2, 12-pole deutsch connector: Pin 1 2 3 4 5 6

Description External stop External Start / Ignition LSS1 (Buzzer) Easylink gauge power Easylink Data Easylink Ground

Pin 7 8 9 10 11 12

Description Throttle + (10V) Throttle input Throttle – LSS2 (Running indication) LSS3 (spare) LSS4 (spare)

All indicators shall be less than 3W. All switches are active when shorted to battery +.

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Power up sequence The system powers up when the ignition is switched on.

Start A start request is addressed by the start signal. The engine will then start to crank and it will continue to do so until one of the following conditions becomes true.

• The start signal goes inactive. • The engine speed exceeds a stated limit, typical about 480 rpm.

• The cranking time exceeds a stated limit, typical about 20 s. 30 s for genset engines.

Bus interface Associated message: J1939: Start request in VP Status J1587: Start request in PPID 98 CIU Associated hardware/input: Start request. DCU Associated hardware/input: Start request.

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Power down sequence To perform a power down the following sequence shall be performed: 1 Switch off the ignition 2 Send a stop request to the system. 3 When the power down sequence is finished the engine will stop communicating. Auto shutdown will power down the system if the ignition is switched off. Different length of time sequences are being used. (Running engine will continue to run until a stop request is sent to the system). External stop External stop is placed in the 8-pole connector on pin 6. Energized to STOP / RUN Default external stop function is set to Energized to STOP. To use the stop function as Energized to STOP, apply EMS supply voltage on Pin 6 to stop the engine. By option or changing a parameter it can be set to Energized to RUN. To use the stop function as Energized to RUN, Pin 6 needs EMS supply voltage for the engine to start and run. To stop the engine EMS supply voltage needs to be removed from Pin 6. Energized to RUN on Tier4 engines Instead of having the possibility to set the Pin 6 in the 8-pole connector to Energized to RUN, the logic on the Ignition switch will be used. This means that the ignition switch can be set to work as key. When the ignition is switched off, the system will shutdown the engine and perform a powerdown. The main power MUST NOT be switched off before the power down sequence is finished.

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System Information, EMS Stop A stop request is addressed by the stop signal and will stop the engine. Bus interface Associated message: J1939: Stop request in VP Status J1587: Stop request in PPID 98 CIU Associated hardware/input: Stop request. DCU Associated hardware/input: Stop request.

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Throttle (Synchronizing/Load sharing) Versatile The driver pedal demand is realized by the throttle request signal. The signal is interpreted as a 0-100% request where 0% means idle speed and 100% maximal engine speed. This demand will only be overridden if an error occur that may damage the engine or a request with the CAN-message TSC1. Genset This is used for controlling the engine speed in order to synchronize and to perform load sharing. 50% throttle corresponds to 1500 or 1800 rpm. Bus interface Associated message: J1939: Throttle in VP Status J1587: PPID 132 CIU Associated hardware/input: Potentiometer supply, signal and ground. DCU Associated hardware/input: Increase decrease engine speed buttons or potentiometer supply, signal and ground.

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Torque speed control It is possible to override the throttle that is sent in VP Status. This is done with TSC1. When controlling the engine speed from the gearbox (SA = 0x03) it always have the highest priority. Bus interface Associated message: J1939: TSC1 J1587: N/A CIU Associated message: J1939: TSC1 J1587: N/A DCU Associated message: J1939: TSC1 J1587: N/A

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Governor mode The engine is normally running in isochronal mode. If there is a need for a smoother controller this can be realized by an active droop mode signal. When the governor mode signal is active then droop functionality is added to the engine speed controller. Bus interface Associated message: J1939: Governor mode in VP Status J1587: N/A CIU Associated hardware/input: Governor mode request. DCU Associated hardware/input: Available in the menu.

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Idle switch Versatile If the throttle request is malfunctioning (meaning that there is an electrical fault on the potentiometer or the cable harness) then the idle switch can be used for limp home driving. If there is a fault on the pedal signal then the engine will go to idle speed. If then the idle switch first goes active (meaning that the driver has released the pedal) and then goes inactive (meaning that the driver is pressing the pedal down) then the engine will slowly ramping up the engine speed. The engine speed will be ramped up to maximal 80 % of normal maximal engine speed. When releasing the pedal the engine will immediately go down to idle speed. Genset If an idle request is sent to the engine it will go to idle speed if the engine unloaded. Bus interface Associated message: J1939: Idle request in VP Status J1587: N/A 2.11.2 CIU Associated hardware/input: Idle request. CIU Associated hardware/input: Idle request. DCU Available in the menu

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Preheat This function is not valid for 124xGE. When a preheat request is received the engine will activate the preheat device if the following conditions are fulfilled.

• The coolant temperature is low. • The engine is not running. The preheat device will be activated for a time dependent on the coolant temperature. The engine will also decide, using the coolant temperature, if after heating should be used. Preheating will be terminated immediately if the driver starts cranking. It is possible for the costumer, using Volvo Penta Parameter setting tool, to choose if preheating should be activated immediately after turning on the ignition (prior to same conditions as above). Bus interface Associated message: J1939: Preheat request in VP Status J1587: N/A CIU Associated hardware/input: Preheat request. DCU Associated hardware/input: Available in the menu.

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Frequency select This function is only valid for genset applications. The frequency switch is used for changing the nominal engine speed (i.e. switching between 1500 and 1800 rpm). For safety reasons the frequency can only be changed when the engine is stopped. EMS2 systems To make a system reset request stop wait 2 second after the last stop request. Then change the state of frequency select to the desired engine speed. Then send a stop request within 10 seconds after the first stop. The frequency select signal must change value during the frequency change. I.e. if the engine runs at secondary speed and the frequency select signal requests primary engine speed when the first stop is issued, the signal has to be switched to secondary followed by primary engine speed, before the second stop request is issued. It is possible to change the frequency using the Volvo Penta aftermarket tool. Bus interface Associated message: J1939: Frequency select in VP Status and & diagnostic request in VP Status. J1587: N/A CIU Associated hardware/input: Frequency select. DCU Associated hardware/input: Available in the menu.

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Engine protection override It is possible to request engine protection override. When such a request is received the engine will deactivate the engine protection for a predefined time. Genset engines The engine protection is disabled as long as the request is active and for another 10s. Mobile / Versatile / Powerpack The engine protection is disabled as long as the request is active and for another 10s, but is maximized to 60 seconds. Bus interface Associated message: J1939: Engine protection override request in VP Status J1587: N/A CIU Associated hardware/input: Engine protection override request. DCU N/A

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Communication J1939 Communication Description of supported frames, signals and messages. J1939 The following frames are supported by the EMS. See following pages. Tx = transmit, Rx = receive Identifier

Signal name

1340-45VE 1341-45GE 1350-55GE 1360-65VE

18E8FF00 Ack

Tx

Tx

Tx

Tx

18EEFF00 Address Claimed

Tx

Tx

Tx

Tx

18ECFF00 BAM

Tx

Tx

Tx

Tx

18FECA00 DM1

Tx

Tx

Tx

Tx

18FECB00 DM2

Tx

Tx

Tx

Tx

18EBFF00 TP.DT

Tx

Tx

Tx

Tx

Drivers Demand Engine, Torque %

Tx

Tx

Tx

Tx

Actual Engine, Torque %

Tx

Tx

Tx

Tx

Engine Speed

Tx

Tx

Tx

Tx

Accelerator Pedal Pos. 1

Tx

Tx

Tx

Tx

% Load at Current Speed

Tx

Tx

Tx

Tx

0CF00400 Electronic Engine Controller 1 (EEC1)

0CF00300 Electronic Engine Controller 2 (EEC2)

18FEDF00 Electronic Engine Controller 3 (EEC3) Nominal friction, torque %

Tx

Tx

Fx

Tx

0000FEE3 Engine Configuration (EC) Engine Reference Torque 18FEEF00 Engine Fluid Level/Pressure 1 (EFL/P1) Fuel Delivery Pressure

Tx

Tx

Tx

Tx

Engine Oil Pressure

Tx

Tx

Tx

Tx

Tx

Tx

Tx

Tx

Tx

Tx

Tx

Tx

Engine Coolant Temperature

Tx

Tx

Tx

Tx

Engine Oil Temperature 1

Tx

Tx

Tx

Tx

Tx

Tx

Tx

Tx

Trip Fuel

Tx

Tx

Tx

Tx

Total Fuel Used

Tx

Tx

Tx

Tx

Boost Pressure

Tx

Tx

Tx

Tx

Intake Manifold 1 Temperature

Tx

Tx

Tx

Tx

Coolant Pressure Coolant Level 18FEE500 Engine Hours (HOURS) Total Engine Hours 18FEEE00 Engine Temperature 1 (ET1)

18FEF200 Fuel Economy Liquid (LFE) Fuel Rate 18FEE900 Fuel Consumption, Liquid (LFC)

18FEF600 Inlet/Exhaust Conditions 1

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System Information, EMS Identifier

Signal name

1340-45VE 1341-45GE 1350-55GE 1360-65VE

Air Inlet Pressure Air Filter 1 Differential Pressure Exhaust Gas Temperature 18EA0003 Request PGN

Rx

Rx

Rx

Rx

18EA0011 Request PGN

Rx

Rx

Rx

Rx

Rx

Rx

18EA00EA Request PGN 0C000003

Torque/Speed Control 1

0C000011

Torque/Speed Control 1

0C0000E6 Torque/Speed Control 1 Override Control Mode

Rx/Rx/Rx

Rx/Rx

Rx/Rx

Rx/Rx/Rx

Requested Speed Control Conditions

Rx/Rx/Rx

Rx/Rx

Rx/Rx

Rx/Rx/Rx

Override Control Mode Priority

Rx/Rx/Rx

Rx/Rx

Rx/Rx

Rx/Rx/Rx

Requested Speed/Speed Limit

Rx/Rx/Rx

Rx/Rx

Rx/Rx

Rx/Rx/Rx

Requested Torque/Torque Limit

Rx/Rx/Rx

Rx/Rx

Rx/Rx

Rx/Rx/Rx

Tx

Tx

Tx

Tx

Idle engine speed Start position: 1 Length: 2 bytes Resolution: 0.125 rpm/bit

Tx

Tx

Tx

Tx

Maximum engine speed Start position: 3 Length: 2 Resolution: 0.125 rpm/bit

Tx

Tx

Tx

Tx

Preheat indication Start position: 1.1 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Tx

Tx

Tx

Tx

Running indication Start position: 1.3 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Tx

Tx

Tx

Tx

Buzzer Start position: 3.1 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Tx

Tx

Tx

Tx

18FEF700 Vehicle Electrical Power Battery Potential (Voltage), Switched 0CFF4E00 VP Configuration (1000 ms)

0CFF4700 VP Engine industry (50 ms)

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Signal name

1340-45VE 1341-45GE 1350-55GE 1360-65VE

Engine protection override ind. Start position: 3.7 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Tx

Tx

Tx

Tx

General lamp test Start position: 4.1 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Tx

Tx

Tx

Tx

Buzzer test/Lamp test Start position: 4.3 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Tx

Tx

Tx

Tx

Start request Start position: 1.1 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Rx

Rx

Rx

Rx

Stop request Start position: 1.3 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Rx

Rx

Rx

Rx

Governor mode request Start position: 1.5 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Rx

Rx

Rx

Rx

Idle speed select Start position: 1.7 Length: 2 bits 0 = Normal operation 1 = Idle speed request 2 = Error indication 3 = Not available

Rx

Rx

Rx

Rx

0CFF4611 VP Status (20 ms)

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Signal name

1340-45VE 1341-45GE 1350-55GE 1360-65VE

Frequency select Start position: 2.1 Length: 2 bits 0 = Primary engine speed 1 = Secondary engine speed 2 = Error indication 3 = Not available

N/A

Rx

Rx

NA

Preheat request Start position: 2.5 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Rx

Rx

Rx

Rx

Engine protection override Start position: 2.7 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Rx

Rx

Rx

Rx

Accelerator pedal position Start position: 3 Length: 2 bytes Resolution: 0.097752 (100/1023) %/bit 0xFEFF = error indication 0xFFFF = not available

Rx

Rx

Rx

Rx

Fuel disable request Start position: 5.1 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Rx

Rx

Rx

Rx

Tx

Tx

Tx

Tx

18FEFF00 Water in Fuel Indicator - WFI Water in Fuel Indicator 18FE5600

28

AT1 SCR Reagent Tank 1 Information - AT1T1l AT1 SCR Tank Level (SPN 1761) Start position: 1.1 Length: 8 bits 0% = Empty Tank 100% = Full Tank

Tx

AT1 DEF Tank Low Level Indicator (SPN 5245) Start position: 5.6 Length: 3 bits 000: off 001: on - Solid 100: on - Fast blink (1Hz)

Tx

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Signal name

1340-45VE 1341-45GE 1350-55GE 1360-65VE

AT1 SCR Operator Inducement Severity Start position: 6.6 Length: 3 bits 000: No Inducement active 001: Inducement Severity 1 010: Inducement Severity 2 011: Inducement Severity 3 100: Inducement Severity 4 101: Inducement Severity 5

Tx

18FEE400 Shutdown (EPS) Engine Protection System has Shutdown Engine Start position: 5.1 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Tx

Engine Protection System Approaching Shutdown Start position: 5.3 Length: 2 bits 0 = Inactive 1 = Active 2 = Error indication 3 = Not available

Tx

0CFEF500 Ambient Condition Ambient Air Temp

Tx

0CFD6E00 SCR1 Average Catalyst Reagent Consumption

Tx

Commanded Catalyst Reagent Consumption

Tx

NOTICE! The EMS does not support the address claim procedure and will always have source address 0x00. The EMS will however respond to an address claim request.

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Location of Sensors TAD1340VE, TAD1341GE, TAD1341VE, TAD1342GE, TAD1342VE, TAD1343GE, TAD1343VE, TAD1344GE, TAD1344VE, TAD1345GE, TAD1345VE, TAD1350GE, TAD1351GE, TAD1352GE, TAD1353GE, TAD1354GE, TAD1355GE

2

1

3

8 4

7 5 6

9 14

10 13

12

11

P0004318

1. Extra stop

8. Fan, rpm sensor

2. Combined charge air pressure and charge air temperature sensor

9. Coolant level sensor, in the expansion tank

3. Oil pressure sensor 4. Crankcase pressure sensor 5. Water-in fuel sensor 6. Combined oil level and oil temperature sensor

10. Coolant temperature sensor 11. Piston cooling pressure 12. Flywheel position and engine speed 13. Camshaft position 14. Air filter indicator

7. Fuel pressure sensor

30

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System Information, EMS TAD1360VE, TAD1361VE, TAD1362VE, TAD1363VE, TAD1364VE, TAD1365VE

1

2

3

8 4

7 5 6

9

15 10

14 11

13 12

P0014338

1. Extra stop

8. Fan, rpm sensor

2. Combined charge air pressure and charge air temperature sensor

9. Coolant level sensor, in the expansion tank

3. Oil pressure sensor 4. Crankcase pressure sensor 5. Water-in fuel sensor 6. Combined oil level and oil temperature sensor 7. Fuel pressure sensor

47701853 12-2010

10. Coolant temperature sensor 11. Piston cooling pressure 12. Flywheel position and engine speed 13. Camshaft position sensor 14. Humidity sensor 15. Air filter indicator

31

3

GN/R

SB

4

18

17

SB

R 2P 1

25

1

P2

12

8

30

SB 4 R1

SB 2

28 27 23 14

2

1P

2

15

1

21

Y

8

Y

10

SB

SB

SB

12 3 4 5 6 7

CAN 2

GR/OR

SB

R 1,0

1 3 P2

4

26

R 3 SB 1

2

BN/OR GR/GN

32

n

BC AE D F

P4

9

21 n

14

21 n

13

Y 1,0 Y 1,0

SB 1,0

GN

BL/GB Y 1,0

1

2

31

2

2

6

1 2

16

Y 1,0 Y 1,0

1 R/BL 1,5

1 Y 1,0

2 1 Y 1,0 CYL. 6 4 3 Y 1,0

2 1 Y 1,0 CYL. 5 4 3 Y 1,0

2 1 Y 1,0 CYL. 4 4 3 Y 1,0

2 1 Y 1,0 CYL. 3 4 3 Y 1,0

2 1 Y 1,0 CYL. 2 4 3 Y 1,0

CYL. 1 4 3 Y 1,0

2

8

60 61

59 62

3

4 5 6

R/BL 1,0

HL

b a 33 34 27 58 57

52 56 30 38 29 25 37 57 60 7 58 59 61 51 55 h l h h l

CONNECTOR A 31 11 7 47 22 15 29 35 39 45 46 37 38 36 40 44 48 52 56 28 32 12 16 20 24 - + -

49 3 4 31 11 16 CONNECTOR B

1 2

SB

22

GN/SB GN/W BL/GN BL/OR

R 2P 1

OR

4

BN 1,0

4

R 1,0

SB

23

Y 1,0

SB 1,0

GN BL OR/SB GB/SB

R

Y 1,0

Y 1,0

24

Y 1,0 Y 1,0

Y/SB OR 1,0 R/W Y 1,0

SB

GR/SB VO/SB

BL/W

1

4

MAIN RELAY HOLD

W/SB W

GR/R BN/OR LBN GR/R Y 1,0 Y 1,0

SB 1,5 SB 1,5

29

BL

SB 1,0 Y 1,0 Y 1,0

R/BL Y 1,0 R/BL 1,5 R/BL 1,5 R/BL 1,5

CAN J1939 SB 1,5

G

1 2345 B+ B-

20

18

R 25

SB 25

7 8

AB 1 2 3 4 5 6

10

R 25

3

SB 25

17

4 231 4 231

SB 1,0

R W/SB SB BN 1,0 R/BL 1,0

Y/W GR/Y Y/W GR/Y R/BL 1,5

Y Y 1,0 Y 1,0

BN 1,0 SB 1,5 Y/SB

SB 2,5 -. BATT R 2,5 . + BATT SWITCHED . + BATT R/BL 1,5 BL STOP J1587 W 1708 W/SB R/BL 1,5

W SB 2,5

OR 1,0

31

SB 2,5

R 2,5

M

1

R/W Y/SB R 2,5

11

30

2

19

1 2

27

28

85 Y/SB 1 R/BL 1,5 2 30 R 1,5 4 R 3 5

R/BL 1,0

32 1 2

5 86 87


Wiring Diagram

TAD1340VE, TAD1341GE, TAD1341VE, TAD1342GE, TAD1342VE, TAD1343GE, TAD1343VE, TAD1344GE, TAD1344VE, TAD1345GE, TAD1345VE, TAD1350GE, TAD1351GE, TAD1352GE, TAD1353GE, TAD1354GE, TAD1355GE

P0010912

47701853 12-2010

System Information, EMS 1 Battery (24 V) 2 Main Switch 3 Starter motor 4 Alternator 5 Main relay 6 Aux stop switch 7 Connector, engine interface 8 Sensor, coolant temperature 9 Boost air sensor, temp/pressure 10 Diagnosis connector, J1587 11 Connector (VODIA) 12 Sensor, crankhouse pressure

Cable colors BL = Blue LBL = Light blue BN = Brown LBN = Light brown GN = Green GR = Gray OR = Orange P = Pink R = Red SB = Black Vo = Violet W = White Y = Yellow Wire cross-sectional area = 0.75 mm² unless otherwise stated.

13 Sensor, RPM camshaft 14 Sensor, RPM flywheel 15 Sensor, piston cooling pressure 16 Unit injectors(cyl. 1-6) 17 Preheater relay 18 Fuse 19 Fuse, 10 A 20 Preheater 21 Sensor, coolant level 22 Sensor, oil level/temperature 23 Sensor, water in fuel 24 Sensor, oil pressure 25 Sensor, fuel pressure 26 Air filter indicator 27 Remote aux stop, connector 28 Jumper (removeable) 29 Internal EGR (TAD1350–1355GE only) 30 Control unit, EMS 2.2 31 Wastegate valve, (Tier 3 engines) 32 Electric fan connection (for Visco fan)

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33

System Information, EMS TAD1360VE, TAD1361VE, TAD1362VE, TAD1363VE, TAD1364VE, TAD1365VE

P0014339

34

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System Information, EMS 1 Sensor, oil level/temp 2 Sensor, fuel pressure 3 Sensor, crankhouse pressure 4 Sensor, oil pressure 5 Sensor, coolant temperature 6 Throttel 7 Coolant level switch 8 WIF connector 9 VGT control valve 10 Stop button 11 6-pole EATS connector 12 8-pole engine connector

Cable colors BL = Blue LBL = Light blue BN = Brown LBN = Light brown GN = Green GR = Gray OR = Orange P = Pink R = Red SB = Black Vo = Violet W = White Y = Yellow Wire cross-sectional area = 0.75 mm² unless otherwise stated.

13 6-pole diagnosis connector 14 2-pole EATS connector 15 Main relay 16 4-pole pre-heat connector 17 Fuse 10 A 18 Fuse 30 A 19 Starter motor 20 Main switch 21 Battery 24V 22 Alternator 23 Plug connection / alternator 24 Humidity sensor 25 Unit injectors cyl.1-6 26 Crank sensor 27 Camshaft sensor 28 Airfilter indicator 29 Electric fan 30 Boost air temp/press 31 Control unit EMS (conn, A/B)

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35


CIU (Control Interface Unit) CIU (Control Interface Unit)

36

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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Key switch, operating current (15+) RPM-potentiometer Tachometer (code 14) Oil pressure, instrument Oil temperature, instrument Coolant temperature, instrument Instrument illumination Idle contact, two position 1500/1800 contact, two position Start switch, spring return Stop switch, spring return Diagnosis contact, spring return Alarm, low oil pressure Alarm, high oil temperature Alarm, high coolant temperature

16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

Alarm, low coolant level Fuel alarm Diagnostic lamp Overspeed indication (GE) Operation indicator Preheating indication Preheating contact 8-pin Deutsch connecting plug, engine interface Governor contact Battery voltage alarm Termination resistance 120 Ohm 8-pin Deutsch connecting socket Contact, engine protector disconnect Easy Link connector block Control Interface Unit (CIU)

Cable colors BL LBL BN LBN GN GR OR P R SB VO W Y

= = = = = = = = = = = = =

Blue Light blue Brown Light brown Green Grey Orange Pink Red Black Purple White Yellow

Cable cross section =0.75 mm2 unless other-wise stated.

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37


DCU (Display Control Unit) 12345678 8 Y/W

2

GR/Y

3

SB 2,5

4

R 2,5

5

R/BL 2,5

6

BL 2,5

7

W

8

W/SB

Y/W GR/Y SB 2,5 R 2,5 R/BL 1,5 BL 2,5 W W/SB

1

Y/W GR/Y SB 2,5 R 2,5 R/BL 1,5 BL 2,5 W W/SB

11

3 1

D C 2 U 3

1

VO

1

4

2

R/Y

12345678 9 1 2 3 4 5 6 7 8 10

SB/Y

4

R/BL

5

Y

6

SB

7

GN/R

8

GN/Y

9

GN/SB

10

SB/VO

11

SB/GR

12

SB/W

1 3 2

5

6 7

P0004305

1 Stop contact

Cable Colors

2 Start contact

BL = Blue LBL = Lightblue BN = Brown LBN = Lightbrown GN = Green GR = Grey OR = Orange P = Pink R = Red SB = Black VO = Violet W = White

3 1-pin connector 4 Horn, buzzer alarm 5 Easy Link connector 6 RPM-potentiometer 7 Indicator engine operation 8 Deutsch 8-pin connector, engine interface 9 Deutsch 8-poligt connector, engine interface 10 Termination resistance 20 Ω 11 DCU (Display Control Unit)

38

Cable area = 0.75 mm2 unless otherwise specified.

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Control System Installation, Connection

Control System Installation Connection General • The installation must be prepared for well and carried out with the greatest care.

• Secure the connecting cable between the engine

and instrument panel with clamps. Bear in mind that connector blocks must be mechanically secured so that they are not exposed to any pulling forces.

• The cables must not be run close by hot engine

components or close to any other heat source. Ensure that the cables are protected from mechanical wear, sharp edges and water splashes. If necessary, the cables can be run through conduits.

• As far as possible, avoid splices in the system wir-

ing. The cables and any splices must be accessible for inspection and service.

NOTICE! Connectors must be assembled “dry”, they must not be filled with petroleum jelly or similar.

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39


Power supply NOTICE! The engines are equipped with a 2-pole electrical system. This means that the positive and negative cables from the battery must be connected to the starter motor terminals. The positive cable from the battery may be run via a main switch to terminal 30 on the starter motor. The negative cable from the battery must be connected directly to terminal 31 on the starter motor. Refer to the illustration below.

30

31

P0004300

40

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Battery specification Max. battery 2x220 Ah (series connected), 1150 A CCA EN.

Battery charging Standard for all engines is that batteries are supplied with power from the alternator.

Battery cable cross-sectional area The total length (L) of the positive and negative cables determines the cable cross sectional area (A). Max L

(m) (ft)

8 26.2

10 32.8

13 42.6

Min A

(mm2) (in2)

70 0.11

95 0.15

120 0.19

WARNING! Due to fire risk, the cable area should never be less than 70 mm2 (0.1 inch2).

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41


CIU TAD1341GE, TAD1342GE, TAD1343GE, TAD1344GE, TAD1345GE, TAD1350GE, TAD1351GE, TAD1352GE, TAD1353GE, TAD1354GE, TAD1355GE

B

C

D

A

E

F P0004306

A 8-pin Deutsch connector, from wire harness to engine B Connectors, analog instruments C 3-pin Deutsch connector, Easy Link instrument

42

D For the connection cable, refer to the Instruments page 53 section. E 8-pin Deutsch connector F Extension cables, available in the following lengths: 3, 5, 7, 9, and 11 m

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Engine control Refer to System Information page 32 CIU NO = normally open NC = normally closed Start lock (system voltage OFF / ON) Engine system voltage start current (control unit) is 10 A. Ensure that other components in the installation are dimensioned for this current load. Start switch Switch type: closing (NO), spring loaded. Stop switch Switch type: closing (NO), spring loaded. The stop switch is energized during operations via a parameter setting. In this case use a normally closed (NC) switch. RPM potentiometer Nominal revolutions minus 90 rpm: 0.3–1.9 V (preset value 1.17 V) Nominal revolutions plus 90 rpm: 1.9–4.7 V (preset value 4.5 V)

A

A B C P0005827

1.17 V

2.84 V

4.5 V

P0005828

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43

Control System Installation, Connection 1500/1800 rpm switch Two-position contact. This function allows a frequency change from 50 to 60 Hz. Idle switch Two-position contact. Closed contact provides idle rpm. Droop value switch Two-position contact. The switch must be closed to provide rpm droop value. Primary control switch Two-position contact. Contact, pre-heating Two-position contact.

44

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CIU TAD1340VE, TAD1341VE, TAD1342VE, TAD1343VE, TAD1344VE, TAD1345VE, TAD1360VE, TAD1361VE, TAD1362VE, TAD1363VE, TAD1364VE, TAD1365VE

A 8-pin Deutsch connector, from wire harness to engine B Connectors, analog instruments C 3-pin Deutsch connector, Easy Link instrument

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D For the connection cable, refer to the Instruments page 53 section. E 8-pin Deutsch connector F Extension cables, available in the following lengths: 3, 5, 7, 9, and 11 m

45


Engine control Refer to System Information page 32 CIU NO = normally open NC = normally closed

A

Start lock The start lock switch is used to connect the system power, pre-heating and start and stop functions.

B

Engine system voltage start current (control unit) is 10 A. Ensure that other components in the installation are dimensioned for this current load.

C

D

P0003965

A

Stop contact

B

ON contact

C

Start lock

D

Pre-heating contact

46

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Start lock positions

I

A B C D E

P0003966

A

Pre-heating

B

Start

C

Batt +

D

15 start lock

E

Stop

Position 0: engine switched OFF

I

Position I: system voltage ON Position II: pre-heating ON (spring return) Position III: start motor ON (spring return) Position S: stop function ON (spring return)

P0003966

A

Pre-heating

B

Start

C

Batt +

D

15 start lock

E

Stop

47701853 12-2010

A B C D E

47

Control System Installation, Connection Control switch Two-position contact. Accelerator pedal Idle: 0.3 1.9 V (preset value 1.17 V) Full throttle: 1.9 4.7 V (preset value 4.5 V) If an accelerator pedal with different resistance and voltage values is used, the control unit must be re-calibrated using the parameter tool; refer to Connection of special tool VODIA page 57.

A B

Idle switch The accelerator pedal has an integral idle switch that acts as an emergency device if the accelerator pedal potentiometer becomes defective. When the accelerator pedal is depressed, a contact is closed and the engine increases in steps to 80 percent of maximum rpm. When the accelerator pedal is released, the contact is opened and the engine slows to idle immediately.

P0004058

48

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DCU

B

C A

P0005826

A

8-pin connector from the engine wire harness.

B

3-pin Deutsch connector, Easy Link instrument

C

Connectors, analog instruments (options)

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49

Control System Installation, Connection DCU (Display Control Unit) The DCU is connected via the 8-pin databus connector block. Display (optional) Switch type: closing (NO), spring loaded. Stop switch (optional) Switch type: closing (NO), spring loaded. Warning and control lamps (options) Running indication: Max. power 3 W Voltage 24 V

50

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Rpm-potentiometer TAD1340VE, TAD1341VE, TAD1342VE, TAD1343VE, TAD1344VE, TAD1345VE Versatile engines It is possible to invert the signal for the DCU rpm potentiometer; see the diagram below.

P0005815

P0005816

Max. potentiometer value: 0–10 V (preset value 9V) Min. potentiometer value: 0–10 V (preset value 1V)

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Warning and Indication Lamps TAD1340VE, TAD1341VE, TAD1342VE, TAD1343VE, TAD1344VE, TAD1345VE The warning and control lamps below are available. Specification for all lamps: Max. power 3 W Voltage 24 V Refer to the CIU System Information page 32.

• Alarm, low oil pressure • Alarm, high oil temperature • Alarm, high coolant temperature • Alarm, low coolant level • Alarm, low fuel level • Alarm, low battery voltage • Diagnostic lamp • Pre-heat indicator

52

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Instruments Easy Link Instrument (option) Refer to the System Information page 32 for the applicable engine. For parallel connection of up to 20 extra VDO instruments. The instruments will automatically find their own parameter group from the databus. Maximum Easy Link cable length is 3 m. The following instruments are available:

• Tachometer/operating hours • Coolant temperature P0005054

• Oil pressure • Oil temperature • Battery voltage

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53


Retaining collar

Retaining bracket

P0005053 P0005052

Extension cable, 3-pole, 1 m

P0005051

54

A

3-pin connector

B

3-pole connector

C

CIU wiring harness

47701853 12-2010


Instrument, analog (option) Refer to the System Information page 32 for the applicable engine. Tachometer Use Volvo Penta standard tachometer, graduations 0– 2,600 rpm. Setting code 14. Refer to installation instructions.

P0003961

Oil pressure gauge Use Volvo Penta oil pressure gauge, graduations 0– 10 bar (0–145 psi).

P0003961

Oil temperature gauge Use Volvo Penta oil temperature gauge, graduations 40–150 °C (104–302 °F).

P0003961

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55

Control System Installation, Connection Coolant temperature gauge Use Volvo Penta oil temperature gauge, graduations 40–150 °C (105–300 °F). Diagnostics switch Switch type: closing (NO), spring loaded. For reading fault codes, refer to the Calibration and Settings page 78 chapter. Contact, pre-heater Switch type: closing (NO), spring loaded. This contact activates the pre-heating. P0003961

Synchronizing Engine Speed Synchronization/load distribution The system is adapted for GAC synchronization and load distribution. Use the EAM122 interface module when connecting to this system. When this system is used, voltage levels must be adjusted simultaneously with VODIA, according to the below. NOTICE! The EAM122 interface module is not sold by Volvo Penta. Contact a GAC (Governors of America Corporation) dealership.

A B C

A B C 0.7 V

2.75 V

4.8 V

P0005829

P0003964

A

Rpm control (GN/NO)

B

Rpm control (GN/SB)

C

Contact to (R/BL 1.5)

56

A

Nominal revolutions +120 rpm

B

Nominal revolutions (1500/1800 rpm)

C

Nominal revolutions –120 rpm

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Calibration and Settings, Parameter Setting

Calibration and Settings Parameter Setting Connection of special tool VODIA Connection of special tool VODIA

P0001169

Function It is possible to read and adjust parameters with the VODIA tool, part no.3838619, as described in the following pages. The VODIA tool is connected to the diagnostic outlet 6-pin connector located on the left side of the engine. Refer to the VODIA user directions for instructions.

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57


Adjustable parameters TAD1341GE, TAD1342GE, TAD1343GE, TAD1344GE, TAD1345GE, TAD1350GE, TAD1351GE, TAD1352GE, TAD1353GE NOTICE! Some parameters require special authorization.

Primary regulator mode

Indicated engine rpm inverted value

Selects the regulator to be used when the regulator contact is closed. Alternative modes: ”Isochronous” or ”Droop value” Preset mode: ”Isochronous”

Selects the regulator to be used when the regulator contact is closed. Alternative engine revolutions: 1500 rpm or 1800 rpm. Preset rpm: dependent on the specification ordered.

PTO regulator gradient is used

Maximum engine revolutions (CIU)

The gradient is defined either by a droop value in percent if the Regulator roop value parameter is equal to zero or Nm/rpm if the Regulator gradient parameter is equal to zero.

Potentiometer signal voltage on the CIU unit corresponding to nominal revolutions (1500/1800 rpm) plus +/- 90 rpm. Min. value: 1.90 V Max. value: 4.70 V Preset value: 4.50 V

Regulator droop value

Pre-heating for ignition

Selects the droop value magnitude to be used when droop value is activated (percent). Min. value: 0 % Max. value: 8 % Preset value: 4 %

Selects whether pre-heating and post heating is to be activated directly when the ignition is turned on. The pre-heating and post heating periods are dependent on coolant temperature. If the parameter is in ”Off” mode, pre-heating and post heating must be activated manually via the ignition lock or pre-heater button. Alternative modes: “Off” or “On” Preset mode: “Off”

Stop function

Lamp test

The CIU unit stop signal is energized during “operations” or “stop”. Preset mode: ”Stop”

This parameter determines if a lamp test is to be performed when the system is started. Alternative modes: “Off” or “On” Preset mode: “On”

Idling speed Setting idle revolutions. Min. value: 600 rpm Max. value: 1200 rpm Preset value: 900 rpm

58

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Adjustable parameters TAD1340VE, TAD1341VE, TAD1342VE, TAD1343VE, TAD1344VE, TAD1345VE NOTICE! Certain parameters require special authorization.

Regulator mode

Regulator gradient

Select if droop value is active. Alternative modes: “Off” or “No” Preset mode: ”No”

Determines the droop value to be used (gradient) Min. value: 10 Nm/revolution Max. value: 128 Nm/revolution Preset value: 25 Nm/revolution

Inverted regulator mode

Primary regulator mode

Select if droop value is to be active. Alternative modes: “No droop value” or “Variable droop value” Preset mode: “Fixed droop value”

Selects the regulator to be used when the regulator contact is closed. Alternative modes: ”Isochronous” or ”Droop value” Preset mode: ”Isochronous”

Idling speed

Idle voltage (CIU)

Setting idle revolutions. Min. value: 600 rpm Max. value: 900 rpm Preset value: 700 rpm

Throttle control input signal voltage to corresponding idle at the CIU unit. Min. value: 0.30 V Max. value: 1.90 V Preset value: 1.17 V

Voltage max. rpm (CIU)

Pre-heating for ignition

Throttle control input signal voltage to corresponding full throttle at the CIU unit. Min. value: 1.90 V Max. value: 4.70 V Preset value: 4.50 V

Selects if pre-heating is to be activated directly the ignition is turned on. If the parameter is in ”Off” mode, pre-heating and post heating must be activated manually via the ignition lock or pre-heater button. Alternative modes: “Off” or “On” Preset mode: “Off”

Stop function

CIU stop function

Preset mode: ”Stop”

The CIU unit stop signal is energized during “Operations” or “Stop”. Preset mode: ”Stop”

Lamp test This parameter determines if a lamp test is to be performed when the system is started. Alternative modes: “Off” or “On” Preset mode: “On”

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59


Alarm limits TAD1341GE, TAD1342GE, TAD1343GE, TAD1344GE, TAD1345GE, TAD1350GE, TAD1351GE, TAD1352GE, TAD1353GE, TAD1354GE, TAD1355GE Alarm threshold, high oil temperature A warning lamp is lit at this temperature. Min. value: 120 °C (248 °F) Preset value: 125 °C (257 °F) Max. value: 130 °C (266 °F) Alarm threshold, high coolant temperature A warning lamp is lit at this temperature. Min. value: 95 °C (203 °F) Preset value: 102 °C (216 °F) Max. value: 103 °C (217 °F)

Overspeed limit Percent above normal revolutions at which the overspeed warning is activated. Min. value: 0 % Preset value: 20 % Max. value: 20 %

Alarm limits TAD1340VE, TAD1341VE, TAD1342VE, TAD1343VE, TAD1344VE, TAD1345VE Alarm threshold, high oil temperature A warning lamp is lit at this temperature. Min. value: 120 °C (248 °F) Preset value: 125 °C (257 °F) Max. value: 130 °C (266 °F)

60

Alarm threshold, high coolant temperature A warning lamp is lit at this temperature. Min. value: 95 °C (203 °F) Preset value: 102 °C (216 °F) Max. value: 103 °C (217 °F)

47701853 12-2010


Engine protection TAD1341GE, TAD1342GE, TAD1343GE, TAD1344GE, TAD1345GE, TAD1350GE, TAD1351GE, TAD1352GE, TAD1353GE, TAD1354GE, TAD1355GE Oil temperature Determines whether engine protection is to be activated in respect of high oil temperature. A fault code is registered and the engine is shut down. Alternative modes: “Yes” or “No” Preset mode: “Yes”

Oil pressure Determines whether engine protection is to be activated in respect of low oil pressure. A fault code is registered and the engine is shut down. Alternative modes: “Yes” or “No” Preset mode: “Yes”

Coolant temperature Determines whether engine protection is to be activated in respect of high coolant temperature. A fault code is registered and the engine is shut down. Alternative modes: “Yes” or “No” Preset mode: “Yes”

Piston cooling pressure Determines whether engine protection is to be activated in respect of low piston cooling pressure. A fault code is registered and the engine is shut down. Alternative modes: “Yes” or “No” Preset mode: “Yes”

Coolant level Determines whether engine protection is to be activated in respect of low coolant level. A fault code is registered and the engine is shut down. Alternative modes: “Yes” or “No” Preset mode: “Yes”

Crankcase pressure Determines whether engine protection is to be activated in respect of high crankcase pressure. A fault code is registered and the engine is shut down. Alternative modes: “Yes” or “No” Preset mode: “Yes”

Charge air temperature Determines whether engine protection is to be activated in respect of high charge air temperature. A fault code is registered and the engine is shut down. Alternative modes: “Yes” or “No” Preset mode: “Yes”

Overspeed warning shutdown Determines whether engine protection is to be activated in respect of overspeed. A fault code is registered and the engine is shut down. Alternative modes: “Yes” or “No” Preset mode: “Yes”

Charge pressure Determines whether engine protection is to be activated in respect of high charge air pressure. A fault code is registered and the engine is shut down. Alternative modes: “Yes” or “No” Preset mode: “Yes”

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Engine protection TAD1340VE, TAD1341VE, TAD1342VE, TAD1343VE, TAD1344VE, TAD1345VE Oil temperature Determines whether engine protection is to be activated in respect of high oil temperature. A fault code is registered and the engine is shut down. TAD1650VE: a fault code is registered and an orange or red warning lamp is lit. Alternative modes: “Yes” or “No” Preset mode: “Yes” Coolant temperature Determines whether engine protection is to be activated in respect of high coolant temperature. A fault code is registered and the engine is shut down. Alternative modes: “Yes” or “No” Preset mode: “Yes” Coolant level Determines whether engine protection is to be activated in respect of low coolant level. A fault code is registered and the engine is shut down. TAD1650VE: a fault code is registered and an orange warning lamp is lit. Alternative modes: “Yes” or “No” Preset mode: “Yes” Charge air temperature Determines whether engine protection is to be activated in respect of high charge air temperature. A fault code is registered and the engine is shut down. Alternative modes: “Yes” or “No” Preset mode: “Yes”

Oil pressure Determines whether engine protection is to be activated in respect of low oil pressure. A fault code is registered and the engine is shut down. Alternative modes: “Yes” or “No” Preset mode: “Yes” Piston cooling pressure Determines whether engine protection is to be activated in respect of low piston cooling pressure. A fault code is registered and the engine is shut down. Alternative modes: “Yes” or “No” Preset mode: “Yes” Crankcase pressure Determines whether engine protection is to be activated in respect of high crankcase pressure. A fault code is registered and the engine is shut down. Alternative modes: “Yes” or “No” Preset mode: “Yes” ECU temperature Determines whether engine protection is to be activated in respect of high control unit temperature. A fault code is registered and an orange or red warning lamp is lit.

Charge pressure Determines whether engine protection is to be activated in respect of high charge air pressure. A fault code is registered and the engine is shut down. Alternative modes: “Yes” or “No” Preset mode: “Yes”

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CAN bus settings Background With new emission legislations the requirements on customer panels increases and a document describing what needs to be implemented in the OEM CAN panels is needed.

Requirements on OEM panels There is one message that has to be sent to the VP EECU and that is the VP status message. See section VP STATUS MESSAGE: OC FF 46 11. Without this message the EECU will set a fault code on the CAN bus and disregard more communication. Engine interface connector (EIC) The EIC contains 8 pins with the following functions: 1 CAN High 2 CAN Low 3 Battery minus 4 Battery plus 5 Battery after key 6 Extra stop 7 J1587A 8 J1587B This is where any CAN panel shall connect to battery plus and battery minus in order to be powered. Battery after key and extra stop shall get the positive voltage from pin 4 (battery plus) when powered.

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Calibration and Settings, Parameter Setting Battery after key - signal The battery after key - signal is a “wake up” signal to the EMS. When this pin get powered the main relay will be activated which will power the EMS and the EMS will start to communicate. This pin should have power for as long as the EMS is supposed to communicate. The EMS will hold this relay even without getting power via this signal once the software is up and running. However, in order to avoid problems in the aftermarket, it shall always be power on this pin when the EMS is supposed to communicate. NOTICE! The battery after key signal can be configured via VP aftermarket tool. So that the engine will stop if power is removed from the pin. (Pin 5 in the 8pole Engine Interface Connector; EIC). It shall also always be possible to power this pin without having to start the engine in order to be able to work on the engine with after market tools.

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Calibration and Settings, Parameter Setting Extra stop - signal The stop input signal, stops the engine when voltage is applied to this pin. (Pin 6 in the 8-pole Engine Interface Connector; EIC) Never have a stop signal being continuously sent to a powered control unit. If there is a continuous active stop signal over time, it could damage the engine control unit. Figure 1 shows that the stop signal should be sent as a pulse signal. The voltage to the stop signal should come from pin 4 in the engine interface connector.

Stop signal

Active

A stop request should be sent as a pulse signal.

Inactive

Active Inactive

NOT OK Time

P0013956

Figure 1: How the stop signal should and should not be sent to an EMS engine.

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Calibration and Settings, Parameter Setting Battery plus and minus The battery plus and minus in the EIC is connected to the battery via the starter motor. I.e. these pins in the EIC are outputs that are intended to power other CAN nodes connected to the engine CAN network. Failure to do this can cause EECU damages. Power down When the EMS should be deactivated the power on battery after key should be removed and a stop signal should be sent. This will let the EMS save the data it needs to save and perform a controlled power down. The VP status message should be sent until the EMS stops to communicate in order to avoid unnecessary error codes. NOTICE! The stop signal can be either the available CAN stop or the extra stop in the EIC or with the ignition key. In both cases the stop signal should only be active for a limited period of time.

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Calibration and Settings, Parameter Setting VP STATUS MESSAGE: OC FF 46 11 The VP status message is a VP proprietary J1939 message that the engine always needs to receive for as long as it is awake. All necessary engine functionality can be controlled via this message. ID: 0C FF 46 11 Byte: 1

bits 8-7

Idle speed select

bits 6-5

Governor mode request

bit 4-3

Stop request

bit 2-1

Start request

bits 8-7

Engine protection override

bits 6-5

Preheat request

bit 4-3

Diagnosis request

bit 2-1

Frequency select

Byte: 3

all bits

Accelerator pedal position

Byte: 4

all bits

Accelerator pedal positon

Byte: 5

bits 2-1

Fuel disable request

Byte: 2

Table1: The contents of the VP status message. Power up The EECU needs to receive the VP status message within 500ms of power up. If this message is not sent the EMS will set an error code on the CAN bus communication. It is recommended that the OEM CAN panel always send this message when it is powered and that the panel also controls when the engine should be ignited. See battery after key - signal for more information regarding the ignition function.

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Calibration and Settings, Parameter Setting Stop functionality There are several ways of stopping a VP engine and one or two of the following shall be used: 1 Stop request via VP status on CAN. 2 Extra stop signal in EIC. 3 TAD1660: Ignition Off None of these stop signal should be continuously active when the engine is standing still with power to the EMS. Sending a continuously active stop signal with ignition on could damage the EMS. See VP status message for more information about how to send the CAN stop request.

StopRequest_vPStatus 0

Engine Speed ERR

Active

Stop signal active < 0,5s

Inactive P0013957

Figure 2: An example on stopping an engine with a short active stop signal.

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Calibration and Settings, Parameter Setting Start functionallety There are two ways to start the engine and they are: 1 Sending a start request via the VP status message on CAN. 2 Having the EMS powered and turn the engine. For more information regarding the start request function see VP status message. There are four things that will stop the engine from cranking: 1 The start request signal is deactivated. 2 There is a stop signal activated. 3 The engine rpm is high (this means that the engine has started) 4 The cranking time has been to long (The EMS will protect the starter from overheating by not allowing to crank to long).

StartRequest_vPStatus 0

ERR

Start request activated

Active Starter motor turning engine

Start cranking

Engine accelerates

Inactive P0013958

Figure 3: A succesfull start attempt.

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Calibration and Settings, Parameter Setting Accelerator Pedal Position The accelerator pedal position part of the VP status message is two bytes long and the range is 0 - 100%. For VE engines 0% means idle speed and 100% means maximum available speed at the current engine load. If a mobile VE engine does not receive any speed request it will got to idle speed. For GE engines 0% means nominal speed -120 rpm and 100% means nominal speed +120 rpm. In order to request the engine to run at nominal speed (1500 or 1800 rpm) the pedal position needs to be set to 50%. If a GE engine does not receive any speed request it will stay at the last requested speed. Message

Byte 1

VP70_VP_Status 00

Byte 2

Byte 3

Byte 4

Byte 5

Byte 6

Byte 7

Byte 8

00

FF

01

00

00

00

00

Table 2: An example of the VP status message In the table above there is an example of how the VP status message can be sent. The pedal position part is byte 3 and 4 and byte 4 is the most significant byte which means that in this case the pedal position is 0x01FF. Sins the resolution of this signal is 100/1023% / Bit, the pedal position in percent is calculated as follows: Pedal position = 511 x (100/1023) ≈50%

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Calibration and Settings, Parameter Setting Error code presentation VP engines uses standard J1939 frames for sending error codes. VP EMS engines uses conversion method 4 when sending error codes on the CAN bus. The CAN panels always have to display SPN and FMI numbers on any active error code. It can be completed with a generic name for the error code but the SPN and FMI must also be displayed. Single active error code For single active error codes the DM (Active Diagnostic Trouble Codes) is used. Table 3 shows how a DM1 signal from an EMS engine is sent. DM1

Byte 1

Byte 2

Byte 3

Byte 4

Byte 5

Byte 6

Byte 7

Byte 8

18FECA00x

04

FF

64

00

12

01

FF

FF

Table 3: Example on how an EMS engine sends the error codes.

Byte

Value (Hex)

Value (Dec)

Description

1

0x04

4

Byte 1 includes lamp colour and 4 corresponds do “yellow” lamp.

2

0xFF

255

Not used.

3

0x64

100

First and least significant byte of SPN.

4

0x00

0

Second byte of SPN.

5

0x12

18

Bits 6-8 are the most significant bits of SPN. Bits 1-5 are the FMI value.

6

0x01

1

Bit 8 is the SPN conversion method. Bits 1-7 are the occurrence counter.

7

0xFF

255

Not used

8

0xFF

255

Not used Table 4: How to interpret the VP DM1 message.

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Calibration and Settings, Parameter Setting Multiple active error codes If there are multiple simultaneously active error codes the broadcast announce (TP.CM_BAM) and the data transfer messages (TP.DT) are used in order to send all error codes. The CAN panel shall be able to display up to 10 simultaneously active error codes. All of them do not need to be displayed at the same time but it shall be possible to scroll through them. NOTICE! When the CAN diagnostics uses the transport protocol, the standard polling is not supported, meaning that no “request to send” is transmitted and no “clear to send” is being received. No “end of message ack” is received. The EMS will send a BAM and directly there after follow by DM1 / DM2. Engine protection functionality VP engines are designed to protect themselves from being damaged by e.g. overheating or low oil pressure and will take action in order to avoid engine damage. No action should be taken by the CAN panel to stop the engine in case an engine protection error is sent. NOTICE! The engine protects itself from being damaged but it does not consider the surrounding it is installed in.

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More available control functions There are other possibilities than the VP status/pedal position message in order to control the engine speed. Torque speed control - TSC1 (0C 00 00 03/11/E6) The TSC1 message has priority over the pedal position that is sent with the VP status message. With the TSC1 message with source address 0x03, 0x11, 0xE6, the engine speed and torque can be continuously controlled.

Nm

With the TSC1 message with the source address 0x11 it is possible to limit the available torque or speed from the engine.

Torque Limit 2000 1800 1600 1400 1200 1000 800 600 400 200 0 750 950 P0013959

1150 rpm

1350

1550

1750

1950

Figure 4: The yellow graph shows the available engine torque when the TSC1 signal sets to 80% in the torque limiting factor. The picture shows an example on how an engine would react when limiting the torque via the TSC1 message.

Start battery test Whit the fuel disable request in the VP status message, it is possible to perform a start battery test.

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Special requirements with EATS The engines equipped with exhaust after treatment systems have some more requirements regarding which messages that includes error code information. DEF level The DEF level is broadcasted on the J1939 bus via SPN 1761. SPN 1761 will show a value between 0 100% DEF level diagnostics The DEF level diagnostics are sent via two different SPN numbers. These SPN numbers are SPN 5245 and 5246 and they are included in the message AT1TI (PGN 65110). See table 5 for location of these signals in AT1TI. SPN

Start byte

Start bit

Length (bits)

5245

5

6

3

5246

6

6

3 Table 5: SPN 5245 and 5246 in PGN 65110 (AT1Ti). If the DEF level is low SPN 5245 will be sent with a value that shows how severe the low level is as described in table 6.

SPN 5245 Value

Severity Level

1

DEF/AdBlue level low. Solid signal.

4

DEF/AdBlue level empty. Flashing with 1Hz. Table 6: SPN 5245 and 5246 in PGN 65110 (AT1Ti). There are different inducement levels to motivate the operator to not use the engine when the EATS does not work properly. The inducement level active is communicated via SPN 5246 as described in table 7.

SPN 5246 Value

Inducement Level

3

Engine derate

4

Pre severe inducement

5

Severe inducement

6

Temporary override of inducement Table 7: SPN 5245 and 5246 in PGN 65110 (AT1Ti).

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Calibration and Settings, Parameter Setting DEF symbol If a symbol is used in the display for any SCR related SPN, the symbol shown in figure 5 has to be used.

P0013960

Figure 5: The symbol used for DEF functions.

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Appendix This appendix gives some more information on functions described in the main document. Extra stop functionallity The stop function in EMS1 and EMS2 works in two different ways, described as follows. EMS-1 extra stop On EMS1 engines the extra stop is flank triggered as shown in figure 6. The default setting is “Energized to run” which means that in order to stop the engine the voltage has to drop from battery voltage to open circuit in order to send a stop signal.

Engine Running Energized to stop Energized to run

Running Stopped

STOP!

Battery + Open Circut Battery + Open Circuit

P0013961

Figure 6: The extra stop functionallety on EMS1 engines.

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Calibration and Settings, Parameter Setting EMS-2 extra stop On EMS2 engines the extra stop is level triggered as shown in figure 7. The default setting is “Energized to stop” which means that when there is power on this pin the engine will stop and it will not be able to start until the stop signal is deactivated. If the parameter “Stop function EMS, energized to” is set to run, there needs to be battery power on this pin in order for the engine to be able to run.

Running

Engine Running Energized to stop

Stopped Battery + Open Circut

No stop

Battery +

STOP!

Energized to run Open Circuit P0013962

Figure 7: The extra stop functionallety on EMS2 engines.

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Calibration and Settings, Diagnostic Function

Diagnostic Function The diagnostic function monitors and controls that the EMS system functions normally. The diagnostic function has the following tasks:

• Detecting and locating disturbances • Reporting detection of disturbances • Providing guidance when fault tracing NOTICE! With the DCU:n it is possible choose the language that the information is presented in. If the diagnostic function detects a disturbance in the system, this is reported using fault codes via the instruments. Both active (unrectified) and passive (rectified) faults are stored in the control unit. Refer to the “Operation” heading for reading fault codes/fault messages. All fault codes and fault messages are found in the fault code list, with information about the reason, reaction and measures to be taken. Refer to Fault Code Register. NOTICE! All instruments are optional.

Effect on engine Engines are affected differently, depending on the severity of the fault discovered by the diagnostic function. A fault message in the form of a fault code is always generated when a malfunction is discovered by the diagnostic function. Engines are affected differently, depending on the severity of the fault:

• The engine is not affected • Engine goes to idle • Engine torque is restricted to a certain amount • Engine is stopped

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Calibration and Settings, Diagnostic Function

Active and Inactive Faults Active faults At the same time, the fault is stored in the control unit memory. When the fault has been attended to and the ignition is switched off and on again, the fault disappears as active.

Inactive faults •

DCU – the fault is indicated as passive

•

CIU – the diagnostic lamp goes out

•

DU – the fault message disappears (inactive faults cannot be read out)

•

“Easy Link” – the lamp on the alarm panel goes out

DCU (Display Control Unit) •

text !! ENGINE WARNING !! shown on the display.

CIU (Control Interface Unit) •

the diagnostic lamp starts to flash.

•

”Easy Link” instrument - the relevant lamp on the alarm panel lights up - after the diagnostic button has been pressed, the fault code is shown as text on the tachometer display.

DU (Display Unit) •

Either WARNING! or ALARM STOP (a buzzer sounds) will be shown on the display, depending on the severity of the fault.

•

Fault codes can also be read off using the VODIA tool. For instructions, see “VODIA User’s Guide”.

Operation When a malfunction has occurred and the diagnostic system has generated one or more fault codes, these are read out differently depending on the equipment used. Please refer to “Fault code messages”. If the system indicates that a fault code has been set: 1 Cut engine speed to idle, or shut the engine off. 2 For DCU/DU Read the fault code from the display, please refer to Reading fault codes via the DCU or Reading fault codes via the DU. For CIU press the diagnostic button and read the fault code, by observing the flashing of the diagnostic lamp. Refer to Reading fault codes via the diagnostic lamp, CIU.

Reading fault codes via the DU (Display Unit) Depending on the severity of the fault the text, either WARNING! or ALARM STOP (a buzzer sounds) will be shown on the display 1 Press any button to come to the fault list. The fault list shows operation hours and fault message. 2 Look up the fault code in Fault Code Register and take the recommended measures. 3 Press on ACK to acknowledge the fault code. The display background will change color (the buzzer stops sounding). 4 Press on EXIT to leave the fault list.

3 Look up the fault code in the Fault Code Register chapter and take the recommended measures.

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Calibration and Settings, Diagnostic Function Reading fault causes via the DCU (Display Control Unit) When a fault code is set, the following text is shown on the display: !! ENGINE WARNING !! alternated withPress SEL for information. Read the fault code as follows: 1 Press SEL-button to come to the fault list. The fault list shows: -Operation hours -Fault message -Active/inactive 2 Look up the fault code in theFault Code Register chapter and take the recommended measures.

Reading fault codes via an “Easylink” instrument When the system has discovered a malfunction, this is reported by the diagnostic lamp which starts to flash. 1 Press the diagnostic button. The fault code is shown as text on the tachometer display. 2 Look up the fault code in the Fault Code Register chapter and take the recommended measures. 3 When the fault has been rectified, the fault code disappears from the display and the diagnostic lamp goes out.

3 Press ESC-button to leave the fault list. NOTICE! To enter the fault list when no fault code has been set, press the SEL button and select Diagnostics from the menu.

Reading fault codes via the diagnostic lamp on the instrument panel, CIU When the system has discovered a malfunction, the diagnostic lamp starts to flash. If the diagnostic button is depressed and then released, a fault code is flashed out. The fault code consists of two groups of flashes, separated by a pause of two seconds. A fault code is obtained by counting the number of flashes in each group Example: paus = Fault Code 2.4 The fault code is stored and can be read as long as the malfunction remains. You can find information about cause, reaction and actions in the Fault Code Register chapter. Read the fault code as follows:

Erasing fault codes Fault codes must be erased by an authorized Volvo Penta workshop by means of the VODIA tool.

1 Press the diagnostic button. 2 Release the diagnostic button and make a note of the fault that is flashed out. 3 Repeat items 1-2. A new fault code is flashed ou tif more are stored. Repeat until the first fault code is repeated. NOTICE! When the first fault code reoccurs, all the fault codes have been read. If the diagnostics button is depressed after the fault has been corrected and the fault code deleted, the code 1.1, No fault, will be shown.

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Calibration and Settings, Fault Code Register

Fault Code Register CAUTION! Read through the safety advice before starting any work. The fault codes below comprise: -

a fault text message displayed when a DCU or DU is installed.

-

a flash code, e.g. 5.4, read off from the diagnostics lamp; refer to Calibration and Settings page 78

-

a fault code, e.g. PID 45, read off from the VODIA tool.

For references to sleeves in electrical connectors, refer to System Information page 32.

No fault (Code 1.1) Cause There are no active faults.

Reaction

Remedy

Water in Fuel (Code 2.1, PID/SPN 97) Cause • Water in fuel

Reaction • None

Remedy • Empty the primary fuel filter

Coolant Level (Code 2.2, PID/SPN 111) Cause • Low coolant level

Reaction • Engine control module reduces engine power (unless the protection has been shut off with the VODIA diagnostic tool)

Remedy • Check the coolant level •

Check coolant level monitor function

Coolant Level Sensor (Code 2.3, PID/SPN 111) Cause • Short circuit to positive (+) •

Reaction • None

Fault in sensor

Remedy • Check that the coolant level sensor cable is not damaged •

Check coolant level sensor function

Flywheel Speed Sensor (Code 2.4, SID 22/SPN 637) Cause • No signal •

Abnormal frequency

•

“Intermittent” signal from the sensor

•

Fault in sensor

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Reaction • Engine is very difficult to start and runs roughly when it starts

Remedy • Check that the sensor connector is correctly installed •

Check that the engine speed sensor cable is not damaged

•

Check that the engine speed sensor is correctly installed in the flywheel housing

•

Check engine speed sensor function

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Camshaft Drive Speed Sensor (Code 2.5, SID21/SPN 636) Cause • No signal •

Abnormal frequency

•

Fault in sensor

Reaction • Engine takes longer to start than normal. Engine runs normally when running

Remedy • Check that the engine speed sensor connector is correctly installed •

Check that the engine speed sensor cable is not damaged

•

Check that the engine speed sensor is correctly installed in the upper timing gear cover.

•

Check engine speed sensor function.

Engine Speed (Code 2.6, PID/SPN 190) Cause • Engine speed too high

Reaction • None

Remedy • After the engine has stopped, look for the reason for the high speed

Speed Potentiometer Connected to CIU (Code 2.8, PPID 132/SPN 91, 608) Cause • Shorted to plus (+) or minus (-) •

Reaction • Engine goes to idle •

Speed feezes

Fault in sensor

Remedy • Check that the potentiometer has been connected correctly •

Check that the cable harness to the potentiometer has not been damaged

•

Check the potentiometer function

Indicator for Water in Fuel (Code 2.9, PID/SPN 97) Cause • Short circuit •

Open circuit

•

Fault in indicator

Reaction • None

Remedy • Check the indicator cables for breaks and short circuits •

Check indicator function. Change indicator as necessary

Oil Pressure Sensor (Code 3.1, PID/SPN 100) Cause • Short circuit to positive (+) or earth (ground) (–) •

82

Open circuit

Reaction • None

Remedy • Check that the oil pressure sensor cable is not damaged •

Check that the oil pressure sensor is correctly connected

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Boost Temperature Sensor (Code 3.2, PID/SPN 105) Cause • Short circuit to positive (+) or earth (ground) (–) •

Reaction • None

Open circuit

Remedy • Check that the boost temperature sensor connector is correctly installed •

Check that the boost temperature sensor cable is not damaged

•

Check that the boost temperature sensor is correctly installed

•

Check boost temperature sensor function

Coolant Temperature Sensor (Code 3.3, PID/SPN 110) Cause • Short circuit to positive (+) or earth (ground) (–) •

Reaction • Preheating is also activated when the engine is hot

Open circuit

Remedy • Check that the coolant temperature sensor connector is correctly installed •

Check that the coolant temperature sensor cable is not damaged

•

Check that the coolant temperature sensor is correctly installed

•

Check coolant temperature sensor function

Boost Pressure Sensor (Code 3.4, PID/SPN 102/106) Cause • Short circuit to positive (+) or earth (ground) (–) •

Open circuit

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Reaction • Engine smokes more than normally during acceleration/ load increase

Remedy • Check that the boost pressure sensor connector is correctly installed •

Check that the boost pressure sensor cable is not damaged

•

Check that the boost pressure sensor is correctly installed

•

Check boost pressure sensor function

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Boost Pressure Sensor (Code 3.5, PID/SPN 106) Cause • High charge pressure

Reaction • Engine power is reduced or engine stops.

Action • Check that the charge air pressure sensor connector is correctly installed •

Check that the charge air pressure sensor cable is not damaged

•

Check that the charge air pressure sensor is correctly installed

•

Check charge air temperature sensor function

Fuel Pressure Sensor (Code 3.6, PID/SPN 94) Cause • Short circuit to positive (+) or earth (ground) (–). •

Reaction • None

Open circuit.

Remedy • Check that the fuel pressure sensor connector is correctly installed. •

Check that the fuel pressure sensor cable is not damaged.

•

Check that the fuel pressure sensor is correctly installed.

•

Check fuel pressure sensor function.

Oil Temperature Sensor (Code 3.7, PID/SPN 175) Cause • Shorted to plus (+) or minus (-) •

Reaction • None

Break

Remedy • Check that the cable harness to the oil temperature sensor has not been damaged •

Check that the oil temperature sensor has been connected correctly

Fuel Pressure (Code 3.8, PID/SPN 94) Cause • Low supply pressure

Reaction • None

Remedy • Check if it is possible to build up pressure with the hand pump •

Check the fuel filter

•

Check the fuel pre-filter

Battery Voltage, EMS (Code 3.9, PID/SPN 158) Cause • Faulty alternator •

84

Faulty battery, battery cables

Reaction • None

Remedy • Check the supply voltage from the control unit

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Start output/Start motor relay (Code 4.6, PPID 3/ SPN 677) Cause • Shorted to plus (+) or minus (-) •

Reaction • The engine cannot be started •

Activated for too long

The engine starts immediately when ignition is turned on

Remedy • Check that connections to the ignition key/start panel have not been damaged •

Check that the cable harness to the ignition key/sart panel has not been damaged

Stop Input EMS (Code 4.8, PPID 6/SPN 970) Cause • Short circuit to negative (-) •

Open circuit

Reaction • Engine can only be stopped with the auxiliarystop

Remedy • Check that the starter switch connections are not damaged

Starter Input CIU (Code 5.2, PPID 4/SPN 520194) Cause • Shorted to minus (-) •

Activated for too long

Reaction • The engine cannot be started •

The engine starts immediately when ignition is turned on

Remedy • Check that connections to the ignition key/start panel have not been damaged •

Check that the cable harness to the ignition key/start panel has not been damaged

Stop Input CIU (Code 5.3, PPID 6/SPN 52095) Cause • Short circuit to negative (-) •

Open circuit

•

Activated for too long time

Reaction • Engine can only be stopped with the auxiliary stop (AUX STOP) on engine •

Remedy • Check that the starter switch connections are not damaged •

Engine stops. A fault code is displayed for 40 seconds and the engine can not be started during this time. When a fault code is active, the engine can be started but not stopped

Check that the ignition switch cable is not damaged

Preheating Relay (Code 5.4, PID 45/SPN 626) Cause • Short circuit to positive (+) or earth (ground) (–). •

Open circuit.

Reaction • Preheating can not be activated. •

Preheating is constantly connected.

Remedy • Check that the relay input cable is not damaged. •

Check relay function.

Air Filter Pressure (Code 5.5, PID/SPN 107) Cause • Too large pressure drop across filter

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Reaction • Less good response from engine

Remedy • Check the air filter

85


Air Filter Sensor (Code 5.6, PID/SPN 107) Cause • Shorted to plus (+) or minus (-) •

Reaction • None

Break

Remedy • Check that the air filter sensor contact is correctly installed •

Check that the cable harness to air filter sensor has not been damaged

•

Check the air filter sensor functionality

Oil Level (Code 5.7, PID/SPN 98) Cause • Oil level to low

Reaction • None

Remedy • Check the oil level

Oil Temperature (Code 5.8, PID/SPN 175) Cause • Oil temperature is too high

Reaction • The engine control module limits engine output(unless protection has been turned off with thediagnosis tool VODIA)

Remedy • Check the oil level •

Check the oil temperature

•

Check the oil temperature sensor function

Oil Level Sensor (Code 5.9, PID/SPN 98) Cause • Shorted to plus (+) or minus (-) •

Reaction • None

Break

Remedy • Check that the cable harness to the oil level sensor has not been damaged •

Check the oil level sensor function

Coolant Temperature (Code 6.1, PID/SPN 110) Cause • Coolant temperature is too high



Check the charge air cooler (cleanliness)

•

Check if there is air in the cooling system

•

Check the pressure cap on the expansion tank

•

Check coolant temperature sensor function

•

Check thermostat function

Boost Temperature (Code 6.2, PID/SPN 105) Cause • Boost temperature is too high

86



Check the charge air cooler (cleanliness)

•

Check boost temperature sensor function

•

Check the function of the thermostat

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Data Link (CAN), CIU (Code 6.4, SID 231/SPN 639) Cause • Faulty data link (CAN), , CIU

Reaction • Instruments and warning lamps stop working

Remedy • Check that the 8-pin connector is not damaged •

Check that the cables between the CIU and the engine management unit are not damaged

Data Link (CAN), EMS 2 (Code 6.5, SID 231/SPN 639/2017/PSID 201) Cause • Internal fault in control module

Reaction • Engine not operating: engine can not be started. Engine operating: engine idles and can only be stopped with the auxiliary stop (AUX-stop)


Check that the cables between the CIU and the engine management unit are not damaged

•

Check that sleeves 11 and 12 in the connector on the CIU are not damaged

Oil Pressure (Code 6.6, PID/SPN 100) Cause • Oil pressure is too low


Remedy • Check oil level •

Check that the air filter is not blocked

•

Check system pressure valves and safety valves in the oil system

•

Check oil pressure sensor function

Piston Cooling Pressure (Code 6.7, PPID 8/SPN 520192) Cause • Piston cooling pressure is too low

Reaction • Engine stopped

Remedy • Check that the oil pressure in the engine exceeds175 kPa (25.4 psi)

Piston Cooling Pressure Sensor (Code 6.8, PPID 8/SPN 520192) Cause • Shorted to plus (+) or minus (-) •

Break

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Reaction • None

Remedy • Check that the piston cooling pressure sensor contact is correctly installed •

Check that the cable harness to the piston cooling pressure sensor has not been damaged

•

Check the piston cooling pressure sensor functionality

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Battery Voltage, CIU (Code 6.9, PID/SPN 158) Cause • Short circuit to negative (-) •

Faulty alternator

•

Faulty battery, battery cables

Reaction • Problems in engine starting

Remedy • Check the supply voltage from the control unit •

Check the batteries

•

Check the alternator

•

Check the 8-pin contact

Injector, Cylinder #1 (Code 7.1, SID 1/SPN 651) Cause • Electrical fault •

Faulty compression or injector

Reaction • Engine runs on 5 cylinders •

Abnormal sound

•

Reduced performance

Remedy • Check that the injector cables are not damaged •

Check that the injector connections are not damaged

•

Check fuel supply pressure

•

Check the valve clearance

•

Do a compression test and check cylinder #1




Abnormal sound

•

Reduced performance



•


•


•



88



Abnormal sound

•

Reduced performance



•


•


•


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Abnormal sound

•

Reduced performance



•


•


•





Abnormal sound

•

Reduced performance



•


•


•





Abnormal sound

•

Reduced performance



•


•


•


Crankcase Ventilation Pressure (Code 7.7, PID/SPN 153) Cause • Crankcase ventilation pressure too high

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Reaction • The engine is shut down (if the protection has notbeen shut off by the parameter tool)

Remedy • Check whether the crankcase ventilation is blocked •

Check whether cylinder liners, pistons or piston rings are worn or damaged

89


Crankcase Ventilation Pressure Sensor (Code 7.8, PID/SPN 153) Cause • Shorted to plus (+) or minus (-) •

Reaction • None

Break

Remedy • Check that the crankcase ventilation pressure sensor contact is correctly installed •

Check that the cable harness to the crankcase ventilation pressure sensor has not been damaged

•

Check that the crankcase ventilation pressure sensor correctly installed

•

Check crankcase ventilation pressure sensor function

Air Temperature Sensor, Inlet (Code 7.9, PID/SPN 172) Cause • Shorted to plus (+) or minus (-) •

Reaction • None

Break

Remedy • Check that the air temperature sensor contact is correctly installed •

Check that the cable harness to the air temperature sensor has not been damaged

•

Check that the air temperature sensor is correctly installed

•

Check the air temperature sensor functionality

Injection Pressure (Code 8.3, PID/SPN 164) Cause • Fault in fuel supply •

Fault in fuel pump

•

Fault in harness

•

Fault in sensor

Reaction • Warning lamp lights up •

Control unit reduces engine power

Remedy • Check harness •

Check sensor

•

Check fuel filter

•

Check fuel pump

Injection Pressure, Regulator (Code 8.3, SID 42/SPN 679) Cause • Faulty cables •

Faulty actuator

•

Fault in MPROP

Reaction • Control unit reduces engine power

Remedy • Contact an authorized Volvo Penta workshop

Pressure in Distribution Manifold (Code 8.3, PSID 96/SPN 1239) Cause • Leakage in the high pressure fuel system •

90



Leakage in the high pressure supply pipe to the injector

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Pressure Valve (Code 8.3, PSID 97/SPN 679) Cause • Leakage in the PRV (Pressure Release Valve) •

The PRV stuck closed

•

The PRV stuck open



ECU Temperature (Code 8.4, PPID 55/SPN 1136) Cause • Control unit too hot, incorrect assembly •

Reaction • None

Electrical fault, damaged sensor

Remedy • Check the control unit installation. Recommended ambient temperature is 50°C (122°F)

Internal EGR (Code 8.5, PPID 19/SPN 2791) Cause • Fault in cable harness (boost pressure sensor) •

Reaction • Engine control module reduces engine power

Remedy • Check cable harness (boost pressure sensor)

Mechanical fault on the IEGR

•

Check the IEGR

•

Contact a Volvo Penta authorized workshop

Preheating Sensor (Code 8.6, SID 70/SPN 729) Cause • Fault in cable harness •

Fault in preheating relay

Reaction • Preheating can not be activated

Remedy • Check the cable harness •

Check the preheating relay

Faulty data link (J1587) (Code 9.2, SID 250/SPN 608) Cause • Faulty data link

Reaction • None


Check that the cables between the CIU/DCU and the engine management unit are not damaged

Power Supply to Sensor (Code 9.3, SID 211/232, SPN 1079/1080) Cause • Shortcut •

Fault in sensor

Reaction • Faulty values in oil pressure and boost pressure sensors •

Fault code for oil pressureand boost pressure sensor

•

Low engine output

•

The instrument shows zero oil pressure and boost pressure

Remedy • Check that the cable harness to oil pressure and boost pressure sensor has not been damaged •

Check oil pressure and boost pressure sensors

Data Set Memory EEPROM, CIU (Code 9.8, SID 253/SPN 630) Cause • Internal fault in control module •

Reaction • Engine does not start

Remedy • Re-program the control module.

Programming faulty

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Fault in Control Unit, CIU (Code 9.8, SID 254/SPN 629) Cause • Faulty EEPROM, CIU

Reaction • CIU returns to factory setting

•

Faulty flash memory, CIU

•

Engine goes to idle

•

Fault in control module, CIU

•

Engine can not be started

Remedy • Re- program the unit

Memory Fault EMS (Code 9.9, SID 240/SPN 628) Cause • Memory fault in engine management system

Reaction • Engine might not start

Remedy • Re-program the unit

Data Set Memory EEPROM, EMS (Code 9.9, SID 253/SPN 630) Cause • Internal fault in control module •

Reaction • Engine does not start

Internal fault in control module

Remedy • Re-program the control module. If the fault remains, change the control module

Control Module EMS (Code 9.9, SID 254/SPN 629) Cause • Internal fault in control module

Reaction • Engine misfires •

Remedy • Change engine control unit

Engine does not start

Wastegate (SID 32/SPN 1188) Cause • Short circuit to positive (+) or negative (-) •

Open circuit

•

Wastegate damaged mechanically

Reaction • Warning lamp lights up •

Engine control unit limits engine power

Remedy • Check that the wastegate connector is properly mounted •

Check that the wiring to the wastegate is not damaged

•

Check that the wastegate is correctly mounted

•

Check the wastegate

Fan, rpm sensor (PID 26/SPN 975) Cause • Open circuit

92

Reaction • Warning lamp lights up

Remedy • Check that the fan actuator is properly mounted •

Check that the wiring to the fan actuator is not damaged

•

Check that the fan actuator is correctly mounted

•

Check the fan actuator

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Fan actuator (SID 33/SPN 975) Cause • Short circuit to positive (+) or negative (-)

Reaction • Warning lamp lights up

Remedy • Check that the fan actuator is properly mounted

•

Open circuit

•

•

Fan actuator damaged mechanically

Check that the wiring to the fan actuator is not damaged

•

Check that the fan actuator is correctly mounted

•

Check the fan actuator

EATS Fault codes for the EATS system is in the installation manual for this system.

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Alphabetical index Adjustable parameters.................................... 58, 59 Alarm limits.............................................................. 60 Calibration and Settings....................................... CAN bus settings..................................................... Communication J1939............................................. Connection.............................................................. Connection of special tool VODIA........................... Control System Installation......................................

57 63 25 39 57 39

Diagnostic Function.............................................. 78 Electrical interface................................................ 10 Electrical interface................................................... 12 EMS........................................................................... 5 Engine control interface........................................... 12 Engine protection.............................................. 61, 62 Engine protection override...................................... 24 Fault Code Register.............................................. 81 Frequency select..................................................... 23 General............................................................. 10, 39 Governor mode....................................................... 20 Idle switch........................................................ 21, 48 In- and out signals..................................................... 8 Installation Tools and Documentation....................... 4 Instruments................................................................ 9 Instruments.............................................................. 53 Location of Sensors.............................................. 30 Other Special Equipment........................................ 4 Parameter Setting.................................................. Power down sequence............................................ Power supply........................................................... Power up sequence................................................. Preheat....................................................................

57 16 40 15 22

Rpm-potentiometer............................................... 51 Safety Information................................................... 2 Special Tools............................................................. 4 Synchronizing Engine Speed.................................. 56 System Information................................................... 5 Throttle (Synchronizing/Load sharing)............... 18 Torque speed control.............................................. 19 Warning and Indication Lamps............................ 52 Wiring Diagram........................................................ 32

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AB Volvo Penta Service Communication Avd. 42200 SE-405 08 Göteborg Sweden

47701853 English 12-2010

VOLVO 47701853_Installation D13 EMS

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