EMR3 System description

Systembeschreibung

EMR3

by DEUTZ AG

Das elektronische Motorregelsystem EMR3 löst dieSysteme EMR1,2 und MVS ab. Für dieDEUTZ-Motor-Baureihe 2011/12 bleibt das EMR2-Systemvorläufig erhalten.

Dieses Dokument beschreibt die Neuerungen, den Aufbauund die Funktionsweise des EMR3 und gibt Hinweise zurFehlersuche und zur Problembehebung.

Das elektronische Motorregelsystem EMR3-OnRoad wird ineiner eigenen Systembeschreibung behandelt.

The electronic engine control system EMR3 replaces theEMR and MVS systems. For the DEUTZ-Series 2011/12EMR2 will remain.

This document describes the new features, the structureand the functional principle of the EMR3 and gives hints fortroubleshooting and elimination of problems.

The electronic engine control system EMR3-On-Road isdealt within its own system description.

All rights reserved. No parts of this work may be reproduced in any form or by any means - graphic, electronic, ormechanical, including photocopying, recording, taping, or information storage and retrieval systems - without the written

permission of the publisher.

Products that are referred to in this document may be either trademarks and/or registered trademarks of the respectiveowners. The publisher and the author make no claim to these trademarks.

While every precaution has been taken in the preparation of this document, the publisher and the author assume noresponsibility for errors or omissions, or for damages resulting from the use of information contained in this document or

from the use of programs and source code that may accompany it. In no event shall the publisher and the author beliable for any loss of profit or any other commercial damage caused or alleged to have been caused directly or indirectly

by this document.

Copyright © 2007 DEUTZ AGVersion 1.2.2

Compiled 11.09.2007

EMR3 System description

© 2007 DEUTZ AG

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Inhalt

EMR3 1

................................................................................................................................... 11 Foreword

................................................................................................................................... 12 Important notes

................................................................................................................................... 33 System components

................................................................................................................................... 134 System functions

......................................................................................................................................................... 14Control/regulation functions

......................................................................................................................................................... 14Monitoring functions

......................................................................................................................................................... 16Diagnosis functions

................................................................................................................................... 165 Interfaces

......................................................................................................................................................... 18Protocols

......................................................................................................................................................... 22Wiring

.................................................................................................................................................. 23Diagnostic plug

.................................................................................................................................................. 25Main relay

.................................................................................................................................................. 28Control unit EMR3-S (EDC 16 UC 40)

.................................................................................................................................................. 35Control unit EMR3-E (EDC 7 UC 31)

.................................................................................................................................................. 50Circuit diagrams

................................................................................................................................... 596 Service tasks

......................................................................................................................................................... 60Calibrating foot pedal and hand throttle

......................................................................................................................................................... 62Setting idle speed

......................................................................................................................................................... 63Setting Droop 1

......................................................................................................................................................... 64Setting Droop 2

......................................................................................................................................................... 65Setting fixed speed

......................................................................................................................................................... 66Setting emergency speed

......................................................................................................................................................... 67Setting pulse rate for vehicle speed

......................................................................................................................................................... 68Setting vehicle maximum speed

......................................................................................................................................................... 69Initialize the EEPROM

......................................................................................................................................................... 70Updating operating software

......................................................................................................................................................... 74IO-Testing

................................................................................................................................... 757 Diagnostics

......................................................................................................................................................... 75Diagnostics with diagnostic key and error lamp

......................................................................................................................................................... 77Diagnosis with SERDIA

......................................................................................................................................................... 80Table of system errors

................................................................................................................................... 828 Technical data

................................................................................................................................... 889 Glossary

Index 89

Vorwort

Es ist unser Bestreben, den Inhalt dieses Dokuments kontinuierlich zu optimieren, wobei praktischeErfahrungen aus dem Kreis der SERDIA-Anwender eine besonders wertvolle Hilfe darstellen. Sollten Siedaher Änderungen, Erweiterungen oder Verbesserungen wünschen, bitten wir um eine entsprechende

Nachricht (E-Mail: Herr Finken, [email protected]). Wir bewerten jede Meldung sorgfältig undveröffentlichen Neuauflagen dieses Dokumentes, sobald sein Inhalt verändert wurde.

Im Voraus bedanken wir uns für Ihre Unterstützung.

© 2007 DEUTZ AG

Our aim is to continuously optimise the contents of this document, whereby practical experience from thecircle of SERDIA users is very valuable. So, if you want any changes, extensions or improvements made,

please notify us accordingly (E-mail: Mr. Finken, [email protected]). We will examine all messagescarefully and publish new editions of this document as soon as its content is changed.

Thank you in advance for your kind support.

1 EMR3 System description

© 2007 DEUTZ AG

1 EMR3

1.1 Foreword

1.2 Important notes

Binding documentation

This document serves for a detailed explanation and illustration of the structure andfunctional principle of engine components.

The data contained herein only correspond to the state of the art at the time of the settingand are not subject to an immediate revision service.

The data of the published and respectively valid technical documents such as operatinginstructions, circuit diagrams, workshop manuals, repair and setting instructions, technicalbulletins, service bulletins etc. are exclusively binding for the operation, maintenance andrepair.

We refer especially to the valid edition of the "Installation Guideline for Electronic Systemson DEUTZ Diesel Engines" which are available from the Installation Consulting Dept.

(E-mail: Mr. Benke, [email protected]).

Safety

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

Customer wiring

In order to attain the required protection class (IP 66) at the control unit, the individual wireseals, plugs and sealing rings provided must be used.

The connection between pins and individual wires must only be carried out with the propercrimp tools.

The voltage supply on inputs and outputs for connected switches, sensors and loads mustbe switched off via the ignition switch (terminal 15) and not via battery positive pole(terminal 30).

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© 2007 DEUTZ AG

Work on the electrical system

The power supply (ignition, terminal 15) must be switched off before all work on theelectrical system.

Sensors and actuators must not be connected to external voltage sources for testpurposes. They must be connected to EMR3-ECU only. The components could otherwisebe permanently damaged.

Regardless of the reverse polarity protection integrated in the EMR3, all wrong polarityshould be avoided to rule out any risk of damaging the control unit.

The control unit plug may not be pulled out when the control unit is in operation (i.e. whenthe power supply is switched on at terminal 15).

Correct procedure: Switch off the power supply (normally with the ignition key), wait for themain relay to switch off (delayed by up to 15 s, listen for clicking noise), pull out control unitplug.

The connecting plugs of the EMR3 are only protected against dust and splash water whenthe mating plugs are plugged in. If the mating plugs are removed, make sure that thecontrol unit is not exposed to moisture.

Electrical welding

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


© 2007 DEUTZ AG

1.3 System components

The engine control system EMR3 requires the following componentsas a minimum equipment for operating the engine: Engine control unit (EMR3-S or EMR3-E)*

Power supply (battery)*

Foot pedal, hand throttle or switch for nominal value preset*

Ignition start switch*

External main relay (only in EMR3-S)*

Function switch*

Speed sensors

Pressure and temperature sensors

Cable harness, engine side / vehicle side*

Error lamp*

Diagnostic button*

Diagnostic socket*

installation and wiring by customer

The system can be extended by additional components depending on the application-specificengine configuration. Please contact DEUTZ AG for further information.

Engine control unitThe central component of the EMR3 system is the engine control unit. This has the job ofensuring optimum running of the engine with aims

good exhaust behaviour,

low consumption,

quiet engine running,

long engine life,

efficient service

For this purpose, the engine control unit makes a number of calculations with the measuredvalues and the parameters saved in the data memory which form the basis for all the functionsprovided. The most important functions include:

exact control of the injection process (including number, start and duration of injections),

governoring of the idle speed,

governoring of the exhaust return volume,

optimisation of the balanced running (by correction of injection volume),

engine monitoring,

system diagnosis.

4EMR3

© 2007 DEUTZ AG

DEUTZ ROAD-MAP for EMR3-Systems


© 2007 DEUTZ AG

Description of functionsThe hardware of the EMR3 contains (roughly described):

o one CPU (MOTOROLA central processing unit)

o memory

flash-memory (for software and parameters)

eeprom-memory (for special parameters and counters)

RAM (for working memory)

Inputs and outputs

o digital (means ON-OFF signals and PDM signals)

o analogue (continous signals, inputs only)

communication ports

o ISO 9141 (Keyword protocol)

o CAN-Bus (SAE J 1939 protocol)

Power regulator

A EMR3-ECU contains several parts of data in general:

o main software ( it´s like the BIOS in a PC - DEUTZ calling: "BSW")

o application data ( it´s like an office-program on a PC - DEUTZ calling: "dataset")

o manufacturing data (it´s like the CMOS-RAM in a PC - DEUTZ calling: "logistic data")

The EMR3 could be programmed via the ISO 9141 interface (Programmimg via CAN-Bus is inpipeline). There are different possibilities of programming an EMR3:

o complete dataset + BSW (needed for main software exchange)

o complete dataset (needed for e.g. spare parts)

o partitial dataset (needed for e.g. special adjustment in small series production)

o calibration (needed for adjustment in field e.g. footpedal calibration)

Many engine functions of the EMR3-Software are available via switches (digital or analog inputs)and CAN-Bus. These functions are choosen from a DEUTZ-configurator called ELTAB. Theoutput of the configurator is the customerspecific dataset for serial production.

In factory every EMR3 is programmed with a customerspecific complete dataset + BSW. Afterpower calibration on the DEUTZ-testbench the EMR3 enters the status "engine specific" andreceives a barcode label with the engine number printed on.

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

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© 2007 DEUTZ AG

The sensors attached to the engine provide the electronics in the control unit with all the relevantphysical parameters.

In accordance with the information of the current condition of the engine and the preconditions(accelerator pedal etc.) the EMR 3 controls the injectors and thus doses the fuel quantity inaccordance with the performance requirements.

The EMR 3 is equipped with safety devices and measures in the hardware and software in orderto ensure emergency running (Limp home and/or shut off) functions.

In order to switch the engine off, the user needs to turn the ignition switch into Stop-position(terminal 15) only. The ECU shuts off the fuel ignition and enters a data-saving mode for about15s (max). Within this time the terminal 30 (constant battery voltage) must not be disconnectedfrom EMR3. When the ECU leaves this mode the internal/external Main-Relay is shut off andterminal 30 is disconnected from EMR3 permanently.

Base System functionsThe following list gives an overview of the implemented EMR3-Functions. Nearly all functionsdescribed in EMR2-System are available in EMR3.

o Speed control

o All speed governor, fuel governor (Min/Max-Governor), switchable governor mode during operation,freezing the current speed, fixed speed for synchronization or load distribution, overdrive speed

o Set point input

o Footpedal and/or hand throttle

o External voltage signal (0 - 5 V)

o CAN Bus (remote electronics)

o Fixed speed signal (genset operation)

o Pulse width modulation (PWM)

o Touch control operation Up/Down (digital)

o Optimal adaptation to different applications

o Torque limitation

o Up to three top curves can be set independently

o Droop

o Constant, variable or switchable droop

o Engine Start/Stop

o Monitoring and signal output functions

o Coolant temperature and level, oil pressure, charge air temperature, fuel temperature,

o fault display and/or power reduction or switch-off-engine

o Boostpressure (LDA) function

o Smoke limitation

o Temperature-dependent start control

o Improving the starting ability, gentle cold start without smoke ejection

o Altitude correction

o Engine and turbo charger protection

o Fuel volume correction

o Compensation for fuel heating

o Emergency running (limp home mode)

o Emergency running after failure of set point signal (e.g. using accelerator pedal), the charge air sensoror the vehicle speed signal

o Selection of cold start aid


© 2007 DEUTZ AG

o ECU controls a heating flange or the glow plugs or the flame heating

o Data communication

o Interfaces, diagnostics and programming

o Output of fault fault blink codes

o Simplified fault diagnosis

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© 2007 DEUTZ AG

DEUTZ-Labeling EMR3-E EMR3-S

Label of manufacturer ED 7 UC 31 ED 16 UC 40

engine types TCD 2015 TCD 2012 2V

TCD 2013 2V

TCD 2013 4V

injection system DCR® = DEUTZ Common Rail / DMV = DEUTZ Magnetic valve

supply voltage 12 und 24 V

operating temperature -40 °C bis +80 °C, cooling with air convection

mounting methods chassis, cabin chassis, cabin

main relay internal external

Max. number ofcylinders

6 / 8 Zyl. @ (DMV), 4 / 6 Zyl. @ (DCR®)

electrical plugs 89 + 36 + 16 Pins 94 + 60 Pins

environmentprotection category

IP 6K, IP 9K IP 6K, IP 9K

data interface /protocol

CAN / SAE J1939, ISO 9141 / KWP 2000

See the "DEUTZ Engine Control Units, An Overview" brochure for further details.

The Deutz Common Rail System is a high pressure injection system for diesel-engines. The rail isthe a memory for high compressed fuel for all injectors. This memory is charged by two highpressure pumps. The system is controlled by the EMR3 via fuel control unit.

Advantages:

mostly free chooseable injection pressure

injection pressure up to 1600 bar

flexible injection processes

As shown in the picture the system contains 4 different fuel-pressure zones. Several pressuresensors give the EMR3 some status information of the system and via MPROP the EMR3 is ableto control the pressure. The processes is controlled in a closed loop governor.

Three different types of injection could be used:

pre injection (e.g. to reduce noise emission)

main injection (working)


© 2007 DEUTZ AG

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

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© 2007 DEUTZ AG

Example for an electrical activation of injector and the resulting fuel-injection:

The following schematic diagrams show the EMR3 system in connection with the injection system.


© 2007 DEUTZ AG

1 = fuel tank 7 = ECU12 = engine main plug(X17)

15 = Diagnosis-, -button, -plug,

-lamp.

21 = indicatinginstrument

2 = prefilter8 = high pressurereservoir, Rail

12a = connectionharness

ECU <-> engine

16 = ignition key(clamp 15)

22 = Battery (clamp 31,30)

3 = fuel pump

8a = DBV = highpressure limiting valve

(closed: Pmax =1800bar, opened:Pmax ~ 700bar)

12b = customerspecific harness

17 = switchablefunction (eg. fixedspeed 1-2, droop 1-2etc.)

4 = fuel filter9 = injectors 12c = engine harness 18 = clutch switch

5 = fuel high pressurepump

10 = Railpressuresensor

13 = EGR exhaust gasrecirculation (external)

19 = e.g. footpedal,

setpoint setting

6 = FCU = ZME =MPROP =

fuel control unit

11 = exhaust turbocharger

14 = engine sensors

( e.g. speed, coolanttemp., oil pressure)

20 = Signal light, -lamp

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© 2007 DEUTZ AG

Engine with DMV

1,2,3,6,7,8,9,0,11,12,13 = Motor-Sensoren

24 = Diagnosis plug 16 = Signal light, -lamp

4 = engine main plug (X17 21 = ignition key (clamp 15) 15 = indicating instrument

5 = ECU20 = switchable function

(eg. fixed speed 1-2, droop 1-2 etc.)14 = Battery (clamp 31, 30)

22 = Diagnosis button 19 = clutch switch

23 = Diagnosis lamp 18 = e.g. footpedal, setpoint setting


© 2007 DEUTZ AG

1.4 System functions

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

Four software combinationscan be named at the moment:

Injection system DCR Injection system DMV

Control unit ED 7 (04214432)

MSW project name:

P_490_aaa

MSW project name:

P_513_bbb

Control unit ED 16 (04214367)

MSW project name:

P_491_ccc

MSW project name:

P_492_ddd

The consecutive designation aaa ... ddd indicates the development state of the software and theconnected system functions.

The partnumbers (PN) refer to the date of writing this document. Changes in PN are possible.

The following DEUTZ part numbers (PN) were defined at the time this document was written:

TN ASAP TN BSW Name BSW TN EStG Name EStG

0421 4633 0421 4632 P_491_220 0421 4367 EMR3-S (ED 16UC40)

0421 5113 0421 5112 P_491_302 0421 4367 EMR3-S (ED 16UC40)

0421 5436 0421 5435 P_491_310 0421 4367 EMR3-S (ED 16UC40)

0421 5546 0421 5545 P_491_400 0421 4367 EMR3-S (ED 16UC40)

0421 4689 0421 4688 P_492_213 0421 4367 EMR3-S (ED 16UC40)

0421 4680 0421 4679 P_513_214 0421 4432 EMR3-E (ED 7UC31)

0421 5330 0421 5329 P_513_300 0421 4432 EMR3-E (ED 7UC31)

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© 2007 DEUTZ AG

1.4.1 Control/regulation functions

Regulation of the engine torqueThe basic task of an engine regulator is to call the respective engine torque necessary in everyoperating state from the engine to set a constant speed, for example, or to match the nominalvalue specified by the driver. The EMR3 engine control unit determines the torque in the followingway:

Starting from the position of the setpoint transmitter (foot pedal, hand throttle or switch) it firstdetermines the necessary drive torque and calculates the necessary coupling toque from this. Byadding the power requirements of engine components, you get the nominal value for the torque tobe emitted by the engine (external torque). Under consideration of friction losses and theoperating point-dependent engine efficiency, the internal engine torque is obtained and finally,from this, the nominal value for the fuel volume.

1.4.2 Monitoring functions

The monitoring functions serve to avoid operating states which could damage the engine. Thefollowing hardware and signals can be monitored.

SensorsCoolant temperatureCoolant level (optional*)Oil pressureCharge air temperatureWater in fuelAir filter differential pressure (optional*)

ActuatorsBattery voltageHeating flange (only installed in 4V engines)

There are other monitoring functions (e.g. for rail pressure ), which are activated automatically inthe event of an error.All monitored values can be displayed (additionally to the diagnostic lamp).

early detection of errors:

intention: early recognizing of malfunctions in EMR3-Systems, to avoid environmental pollution orsubsequent damage. Three strategies are possible:

WarningWarning / power reduction with or without delayWarning / power reduction / shut off with or without delay

Example Coolant temperature: The shut off limit at high temp has been increased by DEUTZ AG. But this was only possible,because now a power reduction comes first. Therefore a strategy warning and shutoff withoutpowerreduction is not allowed anymore!

User defined combinations of warning strategies are not possible any more(look functional description of sales department) and the user has to use thetested DEUTZ-combinations.Activated power reduction starts with after warning (diagnosis lamp is activated). The warning- and shut off - limits are engine type or ECU - type dependant. (see ELTABchapter 8)

The shut off condition leads to a blinking lamp (override is possible, that means shutoff could be bypassed by user, if configurated. Warranty claims will get lost in thiscase)Warning strategy is dependant from the monitoring functions, that means, something


© 2007 DEUTZ AG

that is not monitored could not be evaluated.

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© 2007 DEUTZ AG

1.4.3 Diagnosis functions

The EMR3-Ecu´s offer a diagnosis via

Blink-Code

CAN-Bus

K-Line

The blink-code is described in Table of diagnostic errors. With this feature it is possible to readoutan active system error without a connected diagnosis-tool. Activating this mode is described in

Diagnosis with diagnosis button an error lamp

The CAN-Bus protocol contains the standard messages from SAE J 1939. Not all telegrams havebeen implemented. Therefore ask your DEUTZ-Dealer or salesman.

Via K-Line the ECU uses the KWP2000-protocol with crypted datastream. TheDEUTZ-diagnosistool SerDia2000 is able to read out and/or write the errormemory,measurements and parameters. The access to the ECU and the SerDia-Menu is controlled bycompetence classes, which are implemented in the SerDia-Hardware-Interface. The levels arepassword-protected. For each competence class the user needs an extra interface. Furtherinformation see diagnostics.

1.5 Interfaces

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

Application interface engine - control unitAll the sensors installed in the engine (e.g. for oil pressure and coolant temperature) andactuators (solenoid valves, heating flange etc.) are usually wired at the factory by laying theindividual cables in an engine cable harness at the engine adapter plug. The connecting cablefrom the engine adapter plug to the engine control unit is installed by the customer. Theconnecting cable can be ordered in a specified length from DEUTZ or can be assembled by thecustomer himself.

There are no special demands on the wiring between the engine transfer plug and the control unitbut you should make sure that the power cables of the injectors are not laid directly next to thesensor cables. Shielding the cables for these signal types is definitely an advantage. Pleaseobserve the DEUTZ wiring instructions.

Application interface vehicle - control unitThis can be understood as the cable harness which connects the display and control elements inthe instrument panel to the engine control unit.

Here too, there are no special demands on the wiring but it is an advantage to use shieldedcables for individual signal types (CAN-bus, diagnosis, foot pedal, hand throttle, etc.).


© 2007 DEUTZ AG

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

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© 2007 DEUTZ AG

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

the ISO-9141 bus (with KWP-2000 protocol, only K-line),

the CAN-bus 1 (with SAE-J-1939 protocol),

the CAN-bus 2 (not used at the moment).

The wiring between the diagnosis socket and the engine control unit is done by the customer andis usually integrated in the cable harness of the application interface vehicle - control unit. TheDEUTZ wiring instructions for CAN-bus cables must be observed. The ISO-9141 bus wiringbetween the control unit and the communication hardware should not exceed a total length of 15m to achieve good signal quality.

´The KWP2000 protocol cannot be viewed and can only be used by the DEUTZ diagnosissoftware SERDIA. The SAE-J-1939 protocol on the other hand is internationally standardised andcan be used with any CAN diagnosis hardware and software. For this, standard messages areselected from the set of the SAE-J-1939 protocol by DEUTZ via control unit parameterizationwhich are sent regularly to the bus by the control unit. The configuration of the CAN messages isdetermined in predefined CAN function scopes from which the customer selects a suitable one forthe engine application when ordering the engine. An adaptation of the CAN messages toindividual conditions is only possible in agreement with the DEUTZ head office.

The control unit also provides the possibility of outputting a blink code according to the currentlyavailable errors in the event of an error. The error lamp and the diagnostic key must be connectedfor a diagnosis in this case. The diagnostic button is connected to the K-line of the ISO-9141 bus. Accidental actuation of the button during ISO communication leads to the connection beingbroken and the diagnostic program must be restarted.

see also Diagnostics

1.5.1 Protocols

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

KWP 2000Via the K-line, for diagnostic purposes

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


© 2007 DEUTZ AG

CAN-Bus interfaceo Baud-Rate: 250 kBit/s

o Several scopes of CAN-functionalities available

o All source adresses and priorities are fixed for every single message like SAEJ1939-protocol.

o After Power up of he ECU the diagnosis starts with a delay of 10 seconds.

o Dignosis interrupts for 30s if battery-voltage drops under 9 Volt.

o Data FFh tells: not defined

o Data FEh tells: not valid

Example for a CAN-Standard-Function 3100

CAN Code No. 3100Engine Type: Don't care

CAN – Function Transmit Messages, Engine Stop Request, Request

For ECU`s: EMR3-s CR, EMR3-e CR, EMR3-e PLD

Data Sets: CAN_3100

The CAN - BUS has got the following adjustment: The node address of EMR3 is 0.

The rate of transmission is 250 kBaud

CAN Function without Time Out detection.

The node address for the received messages is 3. Only the engine stop request messages canbe received from any node on the BUS.

The PDUS Byte of Multi package Transport Protocol got the Value FF by automatically send.Otherwise it will include the identifier of the request Node.

The priority, resolution, repetition rate and all other information is outlined in the CANSpecification for EMR3 and this Documentation.

Receive Messages:Pos.

Name DLC J1939 IdentifierRepetition

Identifier

BytePriority

3 Bit

Reserved

1 Bit

DataPage

1 Bit

(P+R+DP)

PDUF

1Byte

PDUS

1Byte

SourceAddress

1 Byte

rate

(msec)Hex

1 Request 3 6 0 0 (18) EA 00 3 018 EA 0003

2 Engine Stop request 1 2 0 0 (08) FF 16Ignoriert

008 FF 16xx

3Delete active Error(DM11)

0 6 0 0 (18) FE D3 3 018 FE D303

4Delete Passive Error(DM3)

0 6 0 0 (18) FE CC 3 018 FE CC03

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© 2007 DEUTZ AG

Transmit Messages:Pos.

Name DLC J1939 IdentifierRepetition

Identifier

BytePriority

3 Bit

Reserved

1 Bit

DataPage

1 Bit(P+R+DP)

PDUF

1 Byte

PDUS

1Byte

SrcAddr.

1Byte

RATE

(msec)Hex

1 EEC1 8 3 0 0 (0C) F0 04 0 20 0C F0 04 00

2 EEC2 8 3 0 0 (0C) F0 03 0 50 0C F0 03 00

3 EEC3 8 6 0 0 (18) FE DF 0 250 18 FE DF 00

4 Fuel economy 8 6 0 0 (18) FE F2 0 100 18 FE F2 00

5 Cruise Control 8 6 0 0 (18) FE F1 0 100 18 FE F1 00

6EngineTemperature

8 6 0 0 (18) FE EE 0 1000 18 FE EE 00

7Inlet/ExhaustConditions

8 6 0 0 (18) FE F6 0 500 18 FE F6 00

8Engine FluidLevel/Pressure

8 6 0 0 (18) FE EF 0 500 18 FE EF 00

9 Measure 1 8 6 0 0 (18) FF 04 0 200 18 FF 04 00

10 Measure 2 8 6 0 0 (18) FF 12 0 100 18 FF 12 00

11 Measure 3 8 6 0 0 (18) FF 13 0 100 18 FF 13 00

12 Measure 4 8 6 0 0 (18) FF 14 0 100 18 FF 14 00

13 Measure 5 8 6 0 0 (18) FF 1A 0 100 18 FF 1A 00

14 Measure 8 8 6 0 0 (18) FF 1D 0 100 18 FF 1D 00

15 Measure 9 8 6 0 0 (18) FF 19 0 100 18 FF 19 00

16 Limitation 8 3 0 0 (0C) FF 15 0 100 0C FF 15 00

17Vehicle ElectricalPower

8 6 0 0 (18) FE F7 0 1000 18 FE F7 00

18 Ambient Conditions 8 6 0 0 (18) FE F5 0 1000 18 FE F5 00

19 State of Input 1 8 6 0 0 (18) FF 0A 0 1000 18 FF 0A 00

20 State of Output 1 8 6 0 0 (18) FF 0B 0 1000 18 FF 0B 00

21EngineConfiguration

8 6 0 0 (18) FE E3 0 5000 18 FE E3 00

22 Engine Hours 8 6 0 0 (18) FE E5 0 Request 18 FE E5 00

23ControllerConfiguration

8 6 0 0 (18) FF 0C 0 Request 18 FF 0C 00

24SoftwareIdentification

8 6 0 0 (18) FE DA 0 Request 18 FE DA 00

25 Active Error (DM1) 8 6 0 0 (18) FE CA 01000 (byactiveError)

18 FE CA 00

26Error Number(DM5)

3 6 0 0 (18) FE CE 0 Request 18 FE CE 00

27Frese FrameParameter (DM4)

8 6 0 0 (18) FE CD 0 Request 18 FE CD 00


© 2007 DEUTZ AG

28Passive Error(DM2)

8 6 0 0 (18) FE CB 0 Request 18 FE CB 00

29Multi packageTransport

8 6 0 0 (18) EC FF 0 18 EC FF 00

30Multi packageTransport Protocol

8 6 0 0 (18) EBFFÚ03

0 18 EB xx 00

31 Acknowledgment 8 6 0 0 (18) E8 FF 0 18 E8 FF 00

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© 2007 DEUTZ AG

1.5.2 Wiring

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

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


© 2007 DEUTZ AG

1.5.2.1 Diagnostic plug

In order to be able to access the EMR3 control unit with the SERDIA 2000 diagnosis software, aconnection must be made between the SERDIA-PC and the diagnostic interface of the EMR3system. The connection is made with the interface cable HS-Light/HS-Light II from the USB port ofthe PC to the DEUTZ diagnostic socket which must be mounted easily accessible on the vehicleor device (e.g. in the instrument panel).

A diagnostic socket is the prerequisite for the possibility of using SERDIA for errordiagnosis and changing the engine configuration.

The diagnosis plug has got a connection to the CAN-Bus via PIN G and H. This connectionis not used with ED 7 and ED 16 and will be used in the future. The complete diagnosis anprogramming is done via K-Line of the interface.

The pins M and F of the diagnostic plug may be connected like in DEUTZ-wiring-plandescribed and are connected with the customer CAN-Bus. At this pins the user mayconnect a DEUTZ-CAN-Display to watch the standard messages. See also DEUTZtechnical product information 0199 – 99 – 0340.

Circuit diagram (excerpt from the engine wiring diagram)

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© 2007 DEUTZ AG

pin assignment

A Battery minus (-)

B Battery plus (+)

K ISO 9141 K-Line Diagnosis

L ISO 9141 L-Line Diagnosis

M CAN 2 High (SAE J 1939)

F CAN 2 Low (SAE J 1939)

D A-Line (SAE J 1708/1587) Diagnosis

E B-Line (SAE J 1708/1587) Diagnosis


© 2007 DEUTZ AG

1.5.2.2 Main relay

The main relay serves to release the energy supply of the vehicle/device for the EMR3 system.

The engine control unit EMR3-S requires an external relay (see circuit diagram below).

The engine control unit EMR3-E has an internal electronic relay.

For both control units applies: as soon as terminal 15 is not carrying battery + (i.e. the ignition isswitched off), the main relay is switched off by the control unit after approx. 10 s. The main relaytherefore separates the control unit from terminal 30 (battery +) which disconnects the power.

The switching state of the main relay can be observed in the EMR3-S directly at the relay contactand in the EMR3-E at pin 1.13.

technical requests for the main relay

min. current via switching contacts: 25A

coil response time and fall time: < 50 ms

Connection of alternator pin D+

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

Circuit diagram

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

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© 2007 DEUTZ AG


© 2007 DEUTZ AG

EXAMPLE:

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© 2007 DEUTZ AG

1.5.2.3 Control unit EMR3-S (EDC 16 UC 40)

The engine control unit EMR3-S has two connecting sockets arranged on the top of the housing:

socket D2.1 for connecting the engine cable harness,

socket D2.2 for connecting the vehicle/device side cable harness.

Pin assignment

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

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


© 2007 DEUTZ AG

Pin Signal type Function / Component remark / Technical data

D2.2.1 power supply (+)

power supply ECUs UBat (clamp 30)D2.2.3 power supply (+)

D2.2.5 power supply (+)

D2.2.2 power supply (–)

power supply ECU UGnd (clamp 31)D2.2.4 power supply (–)

D2.2.6 power supply (–)

D2.2.28 Signalinput, digitalBetriebssignal fürECU

UBat geschaltet (clamp

15)

U > 4,79 V: ECUeingeschaltetU < 3,63 V: ECUausgeschaltet

D2.2.72 power supply (–), geschaltet main relay

12V: 140 mA, 120 mHbei 1 kHz24V: 80 mA, 350 mHbei 1 kHz

D2.2.9Signalinput, analog, mit Pulldown-Widerstand

footpedal (setpoint)1Uin= 0...5 V, Rdown =

100 kW

D2.2.22 power supply (+) footpedal (setpoint) 1 Uout = 5 V

D2.2.30 power supply (–) footpedal (setpoint) 1Intern mit UGndverbunden

D2.2.58 Signalinput, digital, mit Pullup-Widerstandidle switch footpedal1

Externer Schalter zu U

Gnd,

Rup = 100 kW, Ulow =

2,1 V, Uhigh = 3,9 V

D2.2.31 Signalinput, analog, mit Pulldown-Widerstand

handthrottle (setpoint)2

Uin = 0...5 V, Rdown =

100 kW

D2.2.46 power supply (+)handthrottle (setpoint)2

Uout = 5 V

D2.2.8 power supply (–)PositionsgeberFahrpedal 2:

Intern mit UGndverbunden

D2.2.81 Signalinput, digital, mit Pullup-Widerstandidle switch footpedal2

Externer Schalter zu U

Gnd,

Rup = 100 kW, Ulow =

2,1 V, Uhigh = 3,9 V

D2.2.10 power supply (–)Temperature sensor2 (optional)

Intern mit UGndconnected

D2.2.11Signalinput, analog, mit Pullup-Widerstand

Temperature sensor2 (optional)

Uin = 0...5 V, Rup = 1,3 k

W

D2.2.12 power supply (–) oil level sensorIntern mit UGndconnected


oil level sensorUin = 0...5 V, Rup = 1,28

kW

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© 2007 DEUTZ AG

Pin Signal type Function / Component remark / Technical data

D2.2.45 power supply (+) oil level sensor Uout = 5 V

D2.2.14 power supply (–)multiple state switchfor speed

Intern mit UGnd connected


multiple state switchfor speed

Uin = 0...5 V, Rup = 2,3 kW

D2.2.86 power supply (–)multiple state switchfor droop



multiple state switchfor droop

Uin = 0...5 V, Rup = 2,3 kW

D2.2.17Signalinput, digital, mit Pulldown-Widerstand

break switch

Externer Schalter zu UBat,

Rdown = 6,8 kW, Ulow =

2,2 V, Uhigh = 3,7 V


break switch



2,2 V, Uhigh = 3,7 V


clutch switch



2,2 V, Uhigh = 3,7 V


exhaust break switch



2,2 V, Uhigh = 3,7 V


engine start switch



2,2 V, Uhigh = 3,7 V


intake air differentialpressure switch



2,2 V, Uhigh = 3,7 V

D2.2.52Signalinput, digital, mit Pullup-Widerstand

switchcustomerspecific

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

Uhigh = 3,7 V


Overrideswitch



© 2007 DEUTZ AG

D2.2.14 power supply (–)multiple state switchfor speed


Uhigh = 3,7 V


coolant temp switch

Externer Schalter zu UGnd,Rup = 6,8 kW, Ulow = 2,2

V, Uhigh = 3,7 V


governor modeswitch

Externer Schalter zu UGnd,Rup = 6,8 kW, Ulow = 2,2

V, Uhigh = 3,7 V


droop switch


Uhigh = 3,7 V

D2.2.55 power supply (+), switched diagnosis lamp0,3 A bei 12 V, 4 W bei 24VEinschaltstrom 0,9 A

D2.2.71 power supply (–), switched Oil signal lamp 0,3 A bei 12 V, 4 W bei 24VEinschaltstrom 0,9 AD2.2.51 power supply (+), switched Oil signal lamp

D2.2.7 power supply (+), switchedengine running orboost temp lamp 0,3 A bei 12 V, 4 W bei 24

VEinschaltstrom 0,9 AD2.2.94 power supply (–), switched

engine running orboost temp lamp

D2.2.29 power supply (+), switchedlamp(customerspecific)

Uout = UBat, Imax = 6 A

D2.2.70 power supply (–), switchedcoolant temp warnlamp

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

D2.2.92 power supply (–), switched heater lamp0,3 A bei 12 V, 4 W bei 24VEinschaltstrom 0,9 A

D2.2.63 power supply (–)fuel filter water levelsensor



fuel filter water levelsensor

Uin = 0...5 V, Rup = 120 k

W

D2.2.76 power supply (–) oil temp sensor Intern mit UGnd connected


oil temp sensorUin = 0...5 V, Rup = 1,28 k

W


velocity sensor Externer Schalter zu UBat,

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© 2007 DEUTZ AG

Rup = 6,8 kW, Ulow = 2,2

V, Uhigh = 3,7 V

D2.2.53 power supply (–) velocity sensorr Intern mit UGnd connected

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

engine speed sensor

Imax = 50 mA, fmax 5kHz,

Standard: 60 Impulse/Umdrehung

D2.2.23 power supply (+) Fan speed sensor UOut = 5 V


Fan speed sensorImax = 20 mA, fmax = 1

kHz

D2.2.59 power supply (–) Fan speed sensor Intern mit UGnd connected

D2.2.73 power supply (+) fan controlR > 30 W bei 24 VR > 10,6 W bei 12 VL = 15...80 mHEinschaltstrom 1,9 A bei16 V (15 Minuten)fmax = 300Hz

fmin = 15HzD2.2.90 power supply (–), switched fan control


PDM-setpoint

Externer Schalter zu UGnd,Rup = 100 kW, Ulow = 2,1

V, Uhigh = 3,9 V

D2.2.85 power supply (–) PDM-setpoint Intern mit UGnd connected


Temperaturesensor(customerspecific)

Uin = 0...5 V, Rup = 1,3 kW

D2.2.33 power supply (–)Temperaturesensor(customerspecific)



exhaustgas tempsensor

Uin = 0...5 V, Rup = 11,05

kW

D2.2.35 power supply (–)exhaustgas tempsensor


D2.2.26 signal output, digitalPDM-output(customerspecific)

Imax = 50 mA, fmax = 1 KHz

D2.2.39 power supply (–)PDM-output(customerspecific)


D2.2.27 signal output, digitalPDM-output torque(customerspecific)

Imax = 50 mA, fmax = 300 Hz


switch(customerspecific)


Rdown = 6,8 kW, Ulow = 2,2 V,

Uhigh = 3,7 V

D2.2.24 power supply (+)sensor(customerspecific)

UOut = 5 V


© 2007 DEUTZ AG




sensor(customerspecific)

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

D2.2.37 power supply (–)sensor(customerspecific)

Intern mit UGnd connected.

D2.2.61 Kommunikation, CAN lowCAN-Bus 2, customer

D2.2.62 Kommunikation, CAN high

D2.2.60 Kommunikation, CAN low CAN-Bus 1, fürDiagnosisD2.2.82 Kommunikation, CAN high

D2.2.25 Kommunikation, K-Leitung ISO-9141-Bus

D2.1.23 power supply (–)boost pressuresensor



boost pressuresensor

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

D2.1.14 power supply (+)boost pressuresensor

UOut = 5 V


boost temp sensor Uin = 0...5 V, Rup = 1,28 kW

D2.1.20 Shield cam shaft sensor Intern mit UGnd connected

D2.1.10Signalinput (+), digital, mit Schmitt-Trigger mit Schwellwert-Anpassung

Cam shaft speedsensor inductive sensor, Uin = 0,2...80

V~D2.1.50

Signalinput (–), digital, mit Schmitt-Trigger mit Schwellwert-Anpassung

Cam shaft speedsensor

D2.1.41 power supply (–) coolant temp sensor Intern mit UGnd connected


coolant temp sensor Uin = 0...5 V, Rup = 1,28 kW

D2.1.7 Schirmcrank shaft speedsensor


D2.1.12Signalinput (–), digital, mit Schmitt-Trigger mit Schwellwert-Anpassung

crank shaft speedsensor inductive sensor, Uin = 0,2...80

V~D2.1.27

Signalinput (+), digital, mit Schmitt-Trigger mit Schwellwert-Anpassung

crank shaft speedsensor

D2.1.45power supply (–), switched, mitrecovery diode zu UBat

exhaust gas breakvalve control

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

D2.1.29 power supply (+), switchedexhaust gas breakvalve control

D2.1.60 power supply (–), switchedinternal exhaust gasbreak or EGR

für 12-V-Anwendungen:IOut = 1,7 A bei Vbat = 14,4 V,

L = 160 mH, f = 300 Hz,IOut = 3,1 A bei Vbat = 14,4 V,

L = 10 mH, f = 1 Hz,für 24-V-Anwendungen:IOut = 0,9 A bei Vbat = 28,8 V,

L = 600 mH, f = 300 Hz,IOut = 1,7 A bei Vbat = 28,8 V,

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© 2007 DEUTZ AG



L = 44 mH, f = 1 Hz

D2.1.49 power supply (–), switchedfuel control unit(FCU, MPROP)

UOut = UBat, Imax = 5 A

D2.1.19 power supply (+)fuel control unit(FCU, MPROP)

D2.1.39 power supply (–)fuel temp sensor orcrankshafthousingpressure sensor



fuel temp sensor orcrankshafthousingpressure sensor

UIn = 0...5 V, Rup = 1,28 k

W

D2.1.59power supply (–), switched oder PWM-Signal

fuel valve flamestarting or externalEGR

INenn = 1,3 A bei 24 V

L = 0...15 mH bei 24 V

D2.1.25 power supply (+)fuel valve flamestarting or externalEGR

D2.1.54 power supply (–)fuel low pressuresensor



fuel low pressuresensor

UIn = 0...5 V, Rup = 680 k

W

D2.1.11 power supply (+)fuel low pressuresensor

UOut = 5 V

D2.1.24 power supply (+) heater relaymax. 130 mH2A bei 12 V, 1,5A bei 24V

D2.1.34 power supply (–), switched heater relay


sense for heater relay

Externer Schalter nachMasse,Rup = 6,8 kW, Ulow = 2,2

V, Uhigh = 3,7 V

D2.1.51 power supply (–) oil pressure sensor Intern mit UGnd connected

D2.1.13 power supply (+) oil pressure sensor UOut = 5 V


oil pressure sensorUIn = 0...5 V, Rup = 6,81 k

W

D2.1.8 power supply (–) rail pressure sensor Intern mit UGnd connected


rail pressure sensor UIn = 0...5 V, Rup = 4,6 kW

D2.1.26 power supply (+) rail pressure sensor UOut = 5 V

D2.1.30 power supply (+), switched StarterrelayLmax = 130 mH, Imax = 6

A

D2.1.15 power supply (–), switched Starterrelay


engine stop switch(optional)

Rup = 6,8 kW, Ulow = 2,2

V, Uhigh = 3,7 V


© 2007 DEUTZ AG

D2.1.49 power supply (–), switchedfuel control unit(FCU, MPROP)

UOut = UBat, Imax = 5 A

D2.1.22 power supply (–)external EGR(optional)


D2.1.28 power supply (+)crankshafthousingpressure sensor(optional)

UOut = 5 V

D2.1.16 power supply (+)Injektoren 1 (Y15.1),3 (Y15.3) und 5(Y15.5) = Bank 1

Y15.1/3/5

DCR, 4 und 6 Zylinder

D2.1.1 power supply (+)Injektoren 2 (Y15.2),4 (Y15.4) und 6(Y15.6) = Bank 2

Y15.2/4/6

DCR, 4 und 6 Zylinderer

D2.1.47 power supply (–) Injektor 1 Y15.1

DCR, 4 und 6 Zylinder

D2.1.31 power supply (–) Injektor 2Y15.

2DCR, 4 und 6 Zylinder






5DCR, 6 Zylinder


6DCR, 6 Zylinder

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

1.5.2.4 Control unit EMR3-E (EDC 7 UC 31)

The engine control unit EMR3-E has three connecting sockets arranged on the top of the housing:

socket D2.1 for connecting the vehicle/device side cable harness,

socket D2.2 for connecting the engine cable harness for sensors and actuators,

socket D2.3 for connecting the engine cable harness for the fuel measuring unit and fuelinjectors.

Pin assignment

36EMR3

© 2007 DEUTZ AG

Max. cable cross section: 2.5 mm², 0.75 mm²

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

PinPintype /

SignaltypeFunction / component

remark / technicaldata

D2.1.02

Supply of the ECU with positiv batteryvoltage

UBat clamp 30

D2.1.03

D2.1.08

D2.1.09

D2.1.05

Supply of the ECU with negative batteryvoltage

UGND clamp 31

D2.1.06

D2.1.10

D2.1.11

D2.1.40

Digital input terminal15

Terminal 15 (switched UBAT+) ECU in on state >3,35V

< 2,81 off stateclamp 15

D2.1.77

Sensor supply Accelerator pedal position sensor1 supply

VOUT = 5V


© 2007 DEUTZ AG

D2.1.78

GND reference forsensors and actuators.

Accelerator pedal position sensor1 ground

Connected to UGND

inside of ECU.

D2.1.79

Analog input (withpulldown resistor)

Accelerator pedal position sensor1 signal

Analog input, UIN = 0 ...5 V, Rdown = 100 kOhm

D2.1.48

Digtal input (withpullup resistor)

Low idle switch, throttle 1 Digital input externalswitch to GND,

Rup = 100 kOhm, Ulow =2,4V, Uhigh = 3,6V

D2.1.60

Sensor supply Accelerator pedal position sensor 2supply

VOUT = 5V

D2.1.59


Accelerator pedal position sensor2 ground

Connected to UGND

inside of ECU.

D2.1.61

Analog input (withpulldown resistor)

Accelerator pedal position sensor2 signal

Analog input, UIN = 0 ...5 V, Rdown = 100 kOhm

D2.1.80

Digital input (withpullup resistor)

Low idle switch, throttle 2 Digital input externalswitch to GND,


D2.1.50


Multiple state or digital switch (speed setpoint) ground

Connected to UGND

inside of ECU.

D2.1.43

Analog input (withpullup resistor)

Multiple state or digital switch (speedsetpoint) signal

Analog input, UIN = 0 ...5 V, Rup = 3,4 kOhm

D2.1.65


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

Connected to UGND

inside of ECU.

D2.1.62


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


D2.1.76


Multiple state or digital switch (controllermode, power boost) ground

Connected to UGND

inside of ECU.

D2.1.44


Multiple state or digital switch (controllermode, power boost) signal


D2.1.29


Digital switch input ground Connected to UGND

inside of ECU.

D2.1.32

Digital input (withpullup Resistor)

Override switch Digital input externalswitch to GND,

Rup = 4,1 kOhm, Ulow =2,2V, Uhigh = 3,8V

D2.1.55

Digtal input (withpullup resistor)

Coolant level switch Digital input externalswitch to GND,


D2.1.86


Droop choice switch Digital input externalswitch to GND,


D2.1.21

Power output high Supply digital swiches VOUT = UBAT, IMAX = 10 A

D2.1.41

Digtal input (withpulldown resistor)

Engine Stop-switch Digital input externalswitch to UBAT,

38EMR3

© 2007 DEUTZ AG

Rdown = 4,1 kOhm, Ulow

= 2,2V, Uhigh = 3,8V

D2.1.49


Parking brake optional redundantbrake switch

Digital input externalswitch to UBAT,


= 2,2V, Uhigh = 3,8V

D2.1.66

Digital input (withpulldown Resistor)

Gear switch Digital input externalswitch to UBAT,


= 2,2V, Uhigh = 3,8V

D2.1.42


Air filter differential pressureswitch

Digital input externalswitch to UBAT,


< 0,28xUBAT, Uhigh > 0,68xUBAT

D2.1.47

Digital input (withpulldown resistor)

Engine brake switch Digital input externalswitch to UBAT,


= 2,2V, Uhigh = 3,8V

D2.1.74


Engine start switch Digital input externalswitch to UBAT,



D2.1.85


Oil-Level switch Digital input externalswitch to UBAT,



D2.1.21

Power output high Supply digital switches VOUT = UBAT, IMAX = 10 A

D2.1.31


Speed switch (+) Digital input externalswitch to UBAT,



D2.1.64


Speed switch (-) Digital input externalswitch to UBAT,



D2.1.46


Speed switch (hold/resume) Digital input externalswitch to UBAT,



D2.1.70


Vehicle speed sensor ground Connected to UGND

inside of ECU.

D2.1.71

Digital input withcomparator

Vehicle speed sensor signal Ri = 3,1 kOhm, Ulow =1,0 V, Uhigh = 5,42 V


© 2007 DEUTZ AG

fmax= 5 kHz

D2.1.33

Digital output withpullup resistor(small

signal), switch to GND,PDM Output

Engine speed output signal 50mAfmax 5kHz

Standard: 60 pulse perrev.

D2.1.22

Power output UBat+ Diagnostic lamp supply HS 0,3A@12V; 4W@24Vnominal 0,3A

inrush current 0,9A

D2.1.30

Power switching outputlow side to GND

Diagnostic lamp LS

D2.1.13

Power output UBat+ Battery plus output for warninglamps

VOUT = UBAT, IMAX = 10 A

D2.1.20


Warning oil pressure/level lamp LS 0,3A@12V; 4W@24Vnominal 0,3A

inrush current 0,9A

D2.1.38


Warning fuel-/airfilter/fuelpress.lamp LS

0,3A@12V; 4W@24Vnominal 0,3A

inrush current 0,9A

D2.1.39


Warning coolant temp/level lampLS


Inrush current 0,9A

D2.1.54


Preheat lamp LS 0,3A@12V; 4W@24Vnominal 0,3A

inrush current 0,9A

D2.1.56


Engine running/warning boost air templamp LS


inrush current 0,9A

D2.1.17


Starter relay LS Lmax=130mHImax=2A

D2.1.37

Power switching outputhigh-side to Vbat+

Starter relay HS

D2.1.68

Sensor supply Fan speed sensor supply VOUT = 5V

D2.1.67


Fan speed sensor ground Connected to UGND

inside of ECU.

D2.1.69

Digital input Fan speed sensor signal fmax=1kHz

D2.1.14

Power output high Fan control actuator HS Rmin >30Ohm @24VRmin >10,6Ohm @12V

L=15...80mHinrush current1,9A@16V (15

minutes)fmax=300Hzfmin=15Hz

D2.1.15


Fan control actuator LS

D2.1.24


Exhaust gas or cylinder head temperaturesensor ground

Connected to UGND

inside of ECU.

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© 2007 DEUTZ AG

D2.1.25


Exhaust gas temperature sensorsignal


D2.1.28


Oil temperature sensor ground Connected to UGND

inside of ECU.

D2.1.27


Oil temperature sensor signal Analog input, UIN = 0 ...5 V, Rup = 1,35 kOhm

D2.1.26

Oil level sensor Oil level sensor Signal evaluation withconstant current source

247mA

D2.1.72


Oil level sensor ground Connected to UGND

inside of ECU

D2.1.23


Torque PDM output signal IMAX = 50 mA, fMAX =300Hz

D2.1.51


Reserve 2 (LS), PDM IMAX = 50 mA, fMAX =1kHz

D2.1.57

Power output UBat+ Reserve 1, Actuator HS VOUT = UBAT, IMAX = 2,4A, LMAX = 130 mH

D2.1.16


Reserve 1, Actuator LS

D2.1.81


Crank case pressure or engine speedprecontroller sensor signal

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

D2.1.82

Sensor supply Crank case pressure or engine speedprecontroller sensor supply

VOUT = 5V

D2.1.83


Crank case pressure or engine speedprecontroller sensor ground

Connected to UGND

inside of ECU

D2.1.34

CAN driver Customer - Controller area networkCAN

CAN low

D2.1.35

CAN driver CAN high

D2.1.52

CAN driver Diagnostic - Controller areanetwork CAN

CAN low

D2.1.53

CAN driver CAN high

D2.1.89

ISO-K Interface K-Line communication Diagnostic,programming

D2.2.03

Digital output HS (UBAT

via internal main relay)Battery supply output (HS) UBat

D2.2.07

Power switching outputlow-side to GND

Preheat relay actuator or glow plugfor flame start LS

max. 130mHRmin > 6 Ohm @ 12VRmin > 16 Ohm @ 24V

D2.2.08


Preheat sense switch Digital input externalswitch to GND,

Rup = 5 kOhm, Ulow = ?,Uhigh = ?

D2.2.04

Analog output (UBAT

via internal main relay)Fuel valve for flame start actuatorHS

0,75ANenn@24V14,5-15mH@24V

12V: no fuel valve for


© 2007 DEUTZ AG

flame start available

D2.2.05

GND reference forsensors actuators.

External EGR or Fuel valve for flame start actuator ground

Connected to UGND

inside of ECU.

D2.2.03



D2.2.06


Engine brake flap actuator LS Rmin > 42 Ohm@24VRmin >14 Ohm@12VLmax < 480mH @12V

D2.2.10


Camshaft speed sensor ground Connected to UGND

inside of ECU.

D2.2.09

Schmitt-trigger inputwith threshold adaption

for engine speedsensor signal.

Camshaft speed sensor signal Induktivsensor, Uin=0,2... 80V AC, fin= ?

D2.2.19


Crankshaft speed sensor ground Connected to UGND

inside of ECU.

D2.2.23



Crankshaft speed sensor signal Induktivsensor, Uin=0,2... 80V AC

D2.2.12


Rail fuel pressure or crank case pressuresensor ground

Connected to UGND

inside of ECU.

D2.2.13

Sensor supply Rail fuel pressure or crank case pressuresensor supply (G3)

VOUT = 5V, max 50mA

D2.2.14


Rail fuel pressure or crank case pressuresensor signal


D2.2.15


Coolant temperature sensor signal Analog input, UIN = 0 ...5 V, Rup = 1,36 kOhm

D2.2.26


Coolant temperature sensorground

Connected to UGND

inside of ECU.

D2.2.16

Analog output / sensorsupply

Low fuel pressure sensor supply(G2)

VOUT = 5V

D2.2.18


Low fuel pressure sensor ground Connected to UGND

inside of ECU.

D2.2.22


Low fuel pressure sensor signal Analog input, UIN = 0 ...5 V, Rup = 6,81 kOhm

D2.2.18


Fuel temperature sensor ground Connected to UGND

inside of ECU.

D2.2.35


Fuel temperature sensor signal Analog input, UIN = 0 ...5 V, Rup = 1,3 kOhm

D2.2.17


Customer temp. 1 (gear box oil)ground

Connected to UGND

inside of ECU.

D2.2.29


Customer temp. 1 (gear box oil) sensorsignal


D2.2.32

Sensor supply Oil pressure sensor supply (G2) VOUT = 5V

D2.2.27


Oil pressure sensor signal Analog input, UIN = 0 ...5 V, Rup = 6,81 kOhm

D2.2. GND reference for Oil pressure sensor ground Connected to UGND

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24 sensors actuators. inside of ECU.

D2.2.24


Water in fuel sensor ground Connected to UGND

inside of ECU.

D2.2.28


Water in fuel sensor signal Analog input, UIN = 0 ...5 V, Rup = 120 kOhm

D2.2.33

Sensor supply Boost air pressure/temp. sensor supply(G1)

VOUT = 5V

D2.2.25


Boost air pressure/temp. sensorground

Connected to UGND

inside of ECU.

D2.2.34


Boost air pressure sensor signal Analog input, UIN = 0 ...5 V, Rup = 680 kOhm

D2.2.36


Boost air temperature sensorsignal


D2.2.03



D2.2.05


External EGR or Fuel valve forflame start actuator ground

Connected to UGND

inside of ECU.

D2.2.11

Digital output / PWM(small signal), switch

to GND

External EGR actuator LS max. 50mA, 200Hz

D2.2.02


Engine stop and reserve switchground

Connected to UGND

inside of ECU.

D2.2.21


Engine stop or reserve switch Analog input, UIN = 0 ...5 V, Rup = 1,1 kOhm

D2.2.20


Reserve pulse input ground Connected to UGND

inside of ECU.

D2.2.30



Reserve pulse input signal Induktivsensor, Uin=0,2... 50V AC

D2.2.01


Engine brake internal or IEGRactuator LS

DEUTZ 12Vapplication:

I_Out=1.7A @Vbat=14.4V, L=160mH,

frequency=300Hz,I_Out=3.1A @

Vbat=14.4V, L=10mH,frequency=1Hz,

DEUTZ 24Vapplication:

I_Out=0.9A @Vbat=28.8V, L=600mH,

frequency=300Hz,I_Out=1.7A @

Vbat=28.8V, L=44mH,frequency=1Hz

D2.3.04

Injector outputhigh-side

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

Y15.1/3/5/7

CR 4 und 6 Zylinder /PLD 6 und 8 Zylinder

D2.3.03

Injector outputhigh-side

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

Y15.2/4/6/8

CR 4 und 6 Zylinder /PLD 6 und 8 Zylinder


© 2007 DEUTZ AG

D2.3.13

Injector output low-side Injector 1 "low", Bank 1 (Y15.1)

Y15.1 CR 4 und 6 Zylinder /PLD 6 und 8 Zylinder

D2.3.15



D2.3.06



D2.3.14



D2.3.12


Y15.5 CR 6 Zylinder / PLD 6und 8 Zylinder

D2.3.16


Y15.6 CR 6 Zylinder / PLD 6und 8 Zylinder

D2.3.07


Y15.7 PLD 8 Zylinder

D2.3.08


Y15.8 PLD 8 Zylinder

D2.3.09

Power switching outputhigh-side

Fuel metering unit (MPROP) supplyHS

VOUT = UBAT, IMAX = 1,3A

D2.3.10


Fuel metering unit (MPROP) LS

Pin Pintype / Signaltype Function / component remark / technical data

D2.1.02

Supply of the ECU with positiv battery voltage

UBat clamp 30

D2.1.03

D2.1.08

D2.1.09

D2.1.05

Supply of the ECU with negative battery voltage

UGND clamp 31

D2.1.06

D2.1.10

D2.1.11

D2.1.40 Digital input terminal 15Terminal 15 (switched UBAT+)

ECU in on state > 3,35V< 2,81 off state

clamp 15

D2.1.77 Sensor supply Accelerator pedal position sensor 1supply

VOUT = 5V

D2.1.78 GND reference forsensors and actuators.

Accelerator pedal position sensor 1ground

Connected to UGND inside ofECU.

D2.1.79 Analog input (withpulldown resistor) Accelerator pedal position sensor 1 signal

Analog input, UIN = 0 ... 5 V, R

down = 100 kOhm

D2.1.48 Digtal input (with pullupresistor)

Low idle switch, throttle 1

Digital input external switch toGND,

Rup = 100 kOhm, Ulow = 2,4V,Uhigh = 3,6V

D2.1.60 Sensor supply Accelerator pedal position sensor 2supply

VOUT = 5V


Accelerator pedal position sensor 2ground


D2.1.61 Analog input (withpulldown resistor) Accelerator pedal position sensor 2 signal


down = 100 kOhm

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D2.1.80 Digital input (with pullupresistor)

Low idle switch, throttle 2




Multiple state or digital switch (speedsetpoint) ground


D2.1.43 Analog input (with pullupresistor)

Multiple state or digital switch (speed setpoint)signal


up = 3,4 kOhm


Multiple state or digital switch (Torque/droopswitch) ground



Multiple state or digital switch (Torque/droopswitch) signal


up = 1,4 kOhm


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



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


up = 3,4 kOhm


Digital switch input groundConnected to UGND inside of

ECU.

D2.1.32 Digital input (with pullupResistor)

Override switch


Rup = 4,1 kOhm, Ulow = 2,2V,Uhigh = 3,8V

D2.1.55 Digtal input (with pullupresistor)

Coolant level switch




Droop choice switch


Rup = 5 kOhm, Ulow = 4,6V, U

high = 8,7V

D2.1.21 Power output high Supply digital swiches VOUT = UBAT, IMAX = 10 A

D2.1.41 Digtal input (withpulldown resistor)

Engine Stop-switch

Digital input external switch toUBAT,

Rdown = 4,1 kOhm, Ulow =2,2V, Uhigh = 3,8V

D2.1.49 Digtal input (withpulldown resistor) Parking brake optional redundant brake

switch



D2.1.66 Digital input (withpulldown Resistor)

Gear switch



D2.1.42 Digtal input (withpulldown resistor)

Air filter differential pressure switch


Rdown = 4,1 kOhm, Ulow <0,28xUBAT,

Uhigh > 0,68xUBAT

D2.1.47 Digital input (withpulldown resistor)

Engine brake switch




Engine start switch



Uhigh > 0,68xUBAT


© 2007 DEUTZ AG



Oil-Level switch



Uhigh > 0,68xUBAT

D2.1.21 Power output high Supply digital switches VOUT = UBAT, IMAX = 10 A


Speed switch (+)



Uhigh > 0,68xUBAT


Speed switch (-)



Uhigh > 0,68xUBAT


Speed switch (hold/resume)



Uhigh > 0,68xUBAT


Vehicle speed sensor groundConnected to UGND inside of

ECU.

D2.1.71 Digital input withcomparator Vehicle speed sensor signal

Ri = 3,1 kOhm, Ulow = 1,0 V,Uhigh = 5,42 Vfmax= 5 kHz

D2.1.33 Digital output with pullupresistor(small signal),switch to GND, PDM

Output

Engine speed output signal

50mAfmax 5kHz

Standard: 60 pulse per rev.

D2.1.22 Power output UBat+

Diagnostic lamp supply HS0,3A@12V; 4W@24V

nominal 0,3Ainrush current 0,9A

D2.1.30 Power switching outputlow side to GND

Diagnostic lamp LS

D2.1.13 Power output UBat+ Battery plus output for warning lamps VOUT = UBAT, IMAX = 10 A

D2.1.20 Power switching outputlow side to GND Warning oil pressure/level lamp LS


inrush current 0,9A

D2.1.38 Power switching outputlow side to GND Warning fuel-/airfilter/fuelpress. lamp LS


inrush current 0,9A

D2.1.39 Power switching outputlow side to GND Warning coolant temp/level lamp LS


Inrush current 0,9A

D2.1.54 Power switching outputlow side to GND Preheat lamp LS


inrush current 0,9A

D2.1.56 Power switching outputlow side to GND Engine running/warning boost air temp lamp LS


inrush current 0,9A


Starter relay LSLmax=130mH

Imax=2A

D2.1.37 Power switching outputhigh-side to Vbat+

Starter relay HS

D2.1.68 Sensor supply Fan speed sensor supply VOUT = 5V


Fan speed sensor groundConnected to UGND inside of

ECU.

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D2.1.69 Digital input Fan speed sensor signal fmax=1kHz

D2.1.14 Power output high

Fan control actuator HS

Rmin >30Ohm @24VRmin >10,6Ohm @12V

L=15...80mHinrush current 1,9A@16V (15

minutes)fmax=300Hzfmin=15Hz


Fan control actuator LS


Exhaust gas or cylinder head temperature sensorground


D2.1.25 Analog input (with pullupresistor) Exhaust gas temperature sensor signal


up = 1,4 kOhm


Oil temperature sensor groundConnected to UGND inside of

ECU.

D2.1.27 Analog input (with pullupresistor) Oil temperature sensor signal


up = 1,35 kOhm

D2.1.26 Oil level sensorOil level sensor

Signal evaluation withconstant current source

247mA


Oil level sensor groundConnected to UGND inside of

ECU


Torque PDM output signalIMAX = 50 mA, fMAX = 300Hz


Reserve 2 (LS), PDMIMAX = 50 mA, fMAX = 1kHz

D2.1.57 Power output UBat+ Reserve 1, Actuator HSVOUT = UBAT, IMAX = 2,4 A, LMAX

= 130 mH


Reserve 1, Actuator LS


Crank case pressure or engine speedprecontroller sensor signal


up = 100 kOhm

D2.1.82 Sensor supply Crank case pressure or engine speedprecontroller sensor supply

VOUT = 5V


Crank case pressure or engine speedprecontroller sensor ground

Connected to UGND inside ofECU

D2.1.34 CAN driver Customer - Controller area network CAN CAN low

D2.1.35 CAN driver CAN high

D2.1.52 CAN driver Diagnostic - Controller area network CAN CAN low

D2.1.53 CAN driver CAN high

D2.1.89 ISO-K Interface K-Line communication Diagnostic, programming

D2.2.03 Digital output HS (UBAT

via internal main relay)Battery supply output (HS)

UBat

D2.2.07 Power switching outputlow-side to GND

Preheat relay actuator or glow plug forflame start LS

max. 130mHRmin > 6 Ohm @ 12VRmin > 16 Ohm @ 24V


Preheat sense switch


Rup = 5 kOhm, Ulow = ?, Uhigh =?

D2.2.04 Analog output (UBAT viainternal main relay) Fuel valve for flame start actuator HS

0,75ANenn@24V14,5-15mH@24V


© 2007 DEUTZ AG


12V: no fuel valve for flamestart available

D2.2.05 GND reference forsensors actuators.





UBat

D2.2.06 Power switching outputlow-side to GND Engine brake flap actuator LS

Rmin > 42 Ohm@24VRmin >14 Ohm@12VLmax < 480mH @12V


Camshaft speed sensor groundConnected to UGND inside of

ECU.

D2.2.09 Schmitt-trigger input withthreshold adaption forengine speed sensor

signal.

Camshaft speed sensor signal

Induktivsensor, Uin=0,2 ...80V AC, fin= ?


Crankshaft speed sensor groundConnected to UGND inside of

ECU.


signal.

Crankshaft speed sensor signal

Induktivsensor, Uin=0,2 ...80V AC


Rail fuel pressure or crank case pressure sensorground


D2.2.13 Sensor supply Rail fuel pressure or crank case pressure sensorsupply (G3)

VOUT = 5V, max 50mA


Rail fuel pressure or crank case pressure sensorsignal


up = 5,6 kOhm

D2.2.15 Analog input (with pullupresistor) Coolant temperature sensor signal


up = 1,36 kOhm


Coolant temperature sensor groundConnected to UGND inside of

ECU.

D2.2.16 Analog output / sensorsupply

Low fuel pressure sensor supply (G2)VOUT = 5V


Low fuel pressure sensor groundConnected to UGND inside of

ECU.

D2.2.22 Analog input (with pullupresistor) Low fuel pressure sensor signal


up = 6,81 kOhm


Fuel temperature sensor groundConnected to UGND inside of

ECU.

D2.2.35 Analog input (with pullupresistor) Fuel temperature sensor signal


up = 1,3 kOhm


Customer temp. 1 (gear box oil) groundConnected to UGND inside of

ECU.

D2.2.29 Analog input (with pullupresistor) Customer temp. 1 (gear box oil) sensor signal


up = 1,3 kOhm

D2.2.32 Sensor supply Oil pressure sensor supply (G2) VOUT = 5V

D2.2.27 Analog input (with pullupresistor) Oil pressure sensor signal


up = 6,81 kOhm


Oil pressure sensor groundConnected to UGND inside of

ECU.


Water in fuel sensor groundConnected to UGND inside of

ECU.

D2.2.28 Analog input (with pullupresistor) Water in fuel sensor signal


up = 120 kOhm

D2.2.33 Sensor supply Boost air pressure/temp. sensor supply (G1) VOUT = 5V

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Boost air pressure/temp. sensor ground Connected to UGND inside of

ECU.

D2.2.34 Analog input (with pullupresistor) Boost air pressure sensor signal


up = 680 kOhm

D2.2.36 Analog input (with pullupresistor) Boost air temperature sensor signal


up = 1,3 kOhm



UBat




D2.2.11 Digital output / PWM(small signal), switch to

GNDExternal EGR actuator LS

max. 50mA, 200Hz


Engine stop and reserve switch groundConnected to UGND inside of

ECU.

D2.2.21 Analog input (with pullupresistor) Engine stop or reserve switch


up = 1,1 kOhm


Reserve pulse input groundConnected to UGND inside of

ECU.


signal.

Reserve pulse input signal

Induktivsensor, Uin=0,2 ...50V AC

D2.2.01Power switching output

low-side to GND Engine brake internal or IEGR actuator LS

DEUTZ 12V application: I_Out=1.7A @ Vbat=14.4V,

L=160mH, frequency=300Hz,I_Out=3.1A @ Vbat=14.4V,L=10mH, frequency=1Hz,DEUTZ 24V application:

I_Out=0.9A @ Vbat=28.8V,L=600mH, frequency=300Hz,I_Out=1.7A @ Vbat=28.8V,L=44mH, frequency=1Hz

D2.3.04 Injector output high-side Injektoren 1 (Y15.1), 3 (Y15.3), 5 (Y15.5)und 7 (Y15.7) = Bank 1

Y15.1/3/5/7

CR 4 und 6 Zylinder / PLD 6und 8 Zylinder

D2.3.03 Injector output high-side Injektoren 2 (Y15.2), 4 (Y15.4) 6 (Y15.6)und 8 (Y15.8) = Bank 2

Y15.2/4/6/8


D2.3.13 Injector output low-sideInjector 1 "low", Bank 1 (Y15.1) Y15.1









CR 6 Zylinder / PLD 6 und 8Zylinder


CR 6 Zylinder / PLD 6 und 8Zylinder

D2.3.07 Injector output low-side Injector 7 "low", Bank 1 (Y15.7) Y15.7 PLD 8 Zylinder

D2.3.08 Injector output low-side Injector 8 "low", Bank 2 (Y15.8) Y15.8 PLD 8 Zylinder

D2.3.09 Power switching outputhigh-side

Fuel metering unit (MPROP) supply HSVOUT = UBAT, IMAX = 1,3 A

D2.3.10 Power switching outputlow-side to GND

Fuel metering unit (MPROP) LS


© 2007 DEUTZ AG

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

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1.5.2.5 Circuit diagrams

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


© 2007 DEUTZ AG

Example: engineside TCD 2013 L6 4V with EDC 16

52EMR3

© 2007 DEUTZ AG

Example: engineside TCD 6V 2015 with EDC 7


© 2007 DEUTZ AG

Example: engineside TCD 2013 L6 4V with EDC7

54EMR3

© 2007 DEUTZ AG

Example: engineside TCD 2012 L6 2V mwithEDC16


© 2007 DEUTZ AG

Example: vehicle side EDC16

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© 2007 DEUTZ AG

Example: vehicle side EDC16 and glowplug


© 2007 DEUTZ AG

Example: vehicle side EDC16 and heater

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© 2007 DEUTZ AG

Example: vehicle side with EDC7


© 2007 DEUTZ AG

1.6 Service tasks

The engine control unit of the EMR3 system operates with a much greater number of arithmeticvalues (incl. measured values) and parameters, than its predecessor. As a comparison: approx. 600 parameters were stored in the EMR2 and 9,000 in the EMR3. Since only a small number ofthem are necessary for the normal service and maintenance work, this system description doesnot contain a list of all the arithmetic values and parameters but concentrates on the tasks whichare stored for the EMR3 system in the SERDIA diagnosis software instead. The individual tasksare described below. Deutz reserves the right to control the access to individual tasks via theSERDIA interface.

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1.6.1 Calibrating foot pedal and hand throttle

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

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1.6.2 Setting idle speed

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

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1.6.6 Setting emergency speed

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


© 2007 DEUTZ AG

1.6.7 Setting pulse rate for vehicle speed

The user can adjust the wheel pulses of the system in the data record here.

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1.6.8 Setting vehicle maximum speed

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


© 2007 DEUTZ AG

1.6.9 Initialize the EEPROM

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

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1.6.10 Updating operating software

Unlike the previously mentioned service tasks, the Update Operating Software (mainsoftware =BSW) task cannot be reached with the Tasks button but has its own menu item.

A not programmed ECU from stock will appear with this SerDia-Window(bootloader mode, PA-Mode)Down to SerDia-interface Level 3 the user is able to program the ECU with new main software.With Level 3 you need an additional password for the interface. The password could be orderedfrom the DEUTZ headquarter.

The datasets will be copied from our database DEUTZ-MOTDOK and are available in differentcombinations. For main software-programming (means "program download") you need thecrypted dataset.

The crypted dataset has got a size of about 800kbytes and contains main software plusenginespecific dataset. It could only is transferred with SerDia.


© 2007 DEUTZ AG

Put in the wanted files.

Caution : In this mode the Service-Tool SerDia2000 doesn´t check

the data-integrity.Programming the wrong main software to the wrong ECU may causeirreparable damage to the ECU.

From SerDia2000-Version 1.3.2 on, an automatic process has been implemented, which shouldlead the user through the programming process. Only if possible, serDia2000 makes an backup ofexisting ECU-dataset.

After main software-transfer SerDia2000 tries to write back the old data, deletes botherrormemories and initializes the internal EEPROM.

If the ECU contains already main software, SerDia tries to save the stored ECU data itself to abackup file. The backup file is located in the activated SerDia-directory.

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If the communication is disturbed, the following message appears. Normally the ECU falls backinto the bootloader-Mode. In bootloader-mode you can try to program the ECU once again.Sometimes it is possible, that the communication is disturbed, while ECU is flashing the protectedarea. In this case the ECU will not return to bootloader mode anymore, because the securityareas of the ECU-memory have been damaged. Only the manufacturer is able to reanimate thoseECU´s.


© 2007 DEUTZ AG

Disturbing the communication may have different reasons.

bad wiring

loose contact

too long wiring

bad USB-cable (length< 2m)

too high Baudrate (default is 57 600 Bits/sec)

corrupted file

The following message is shown, when the basic initialisation (old dataset programming, store oldcounter values , EEPROM init, erase errormemory) was not finished correctly. In this case theuser has to do the above mentioned precesses by hand.

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1.6.11 IO-Testing

With this window you are able to toggle some digital outputs of the ECU, if they are activated.

Caution: You are going to change the parameter and the dataset by doing this.

Please, make sure, that the old configuration is active, when you leave this menu.


© 2007 DEUTZ AG

1.7 Diagnostics

The aim of every engine diagnosis is the fast detection of system faults as a precondition forefficient, low-cost services.

The self and system diagnosis carried out permanently by the ERM3 engine control unit inconnection with entries in the error memory provides an efficient tool here. For diagnosis in casesin which no error is indicated but the engine still exhibits a malfunction, the control unit providespossibilities for monitoring and recording measured values and displaying and modifyingparameterisation data of the engine control unit via its diagnostic interface.

The diagnosis tool recommended by DEUTZ is the PC software SERDIA which offers all functionsnecessary for diagnosis, setting and repair work on the EMR3 system. SERDIA enables displayand recording of measured values, display, editing, reading (from PC files) and writing (in PC files)of parameterisation data or display and deletion of the error memory content. It should be notedthat the possibilities which SERDIA offers the service technician depend on the competence levelof the connecting cable with which the connection between the SERDIA-PC and the EMR3diagnostic socket is made.

The SERDIA software and the interface cable can be ordered from the DEUTZ sales partner:

WILBÄRWilhelm Bäcker GmbH & Co.KGPostfach 14058042826 RemscheidGermany

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

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

1.7.1 Diagnostics with diagnostic key and error lamp

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

Displaying system errors by blink codeIf there is at least one active system error in the error memory of the EMR3 engine control unit, itis indicated automatically by an evenly flashing error lamp (for serious system errors) or steadily literror lamp (for less serious system errors). In this case the output of the error cause can beinitiated in the form of blink codes (blink sequences according to the scheme i x short blink, j xlong blink, k x short blink). Which blink codes exist and what they mean can be seen in the tableof system errors.

Reading out the blink codes for the active system errors requires the following steps:

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Keep the diagnostic key pressed (for 1 to 3 s) until the flashing or steady light extinguishes.

Observe the blink code of the first or next active error after approx. 2 s.

Wait until the error lamp shows the original flashing or steady light again after approx. 5 s.

By repeatedly performing this sequence, all the active system errors can be called. If reading outis continued after calling the last error, the output starts again with the first error.

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

Clearing the error memoriesThe EMR3 engine control unit has got two error memories. Every error is saved simultaneously inboth memories.

Using the diagnostic key, it is possible to clear the passive errors in the first error memory. Thesecond error memory can only be cleared with SERDIA.

Below the steps for clearing the first error memory:

Press and hold diagnostic key.

Switch on ignition.

While the error lamp is alight (duration: 2 s) release the diagnostic key.

All passive errors in the first error memory are cleared.

The clearing process is confirmed by three short blink pulses.


© 2007 DEUTZ AG

1.7.2 Diagnosis with SERDIA

Error memoryWhen looking for the cause of a fault in the EMR3 system, a look in the error memory of theengine control unit can give valuable hints. The following figure shows the window of the EMR3error memory in SERDIA:

LOGIN window for Level 3

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

Password for Error memory 2 and Level 3 access

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

In EMR3-ECU-Errormemory the errors are shown with the notes location (affected components orEMR3-function), type (mode of error), status (active or passive) and frequency. Additionally everyerror has got environmental data from the first appearance and the last appearance. Interimvalues are nor stored. The environment data contain the measurements engine speed,boostpressure, torque, load, coolant temp, velocity, railpressure, battery voltage, injection massand engine hours. The variables "DTC-Status, type 1, type 2" are for internal use only.


© 2007 DEUTZ AG

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

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errormemory 1 and errormemory 2 of the ECUSerDia2000 is able to manage both errormemories in ECU. The following competence-classes(Levels) have been implemented.

SerDia-Interface

Level 1 Level 2 Level 3 Level 3A = 4 Level 3AS = 5

Error

memory 1display anddelete

display anddelete

display and delete display and delete display and delete

Error

memory 2no display,no delete

no display,no delete

display and deletewith interface-password only andwithin the first 50enginehours

display and deletewith interface-password only andwithin the first 50enginehours

display and delete

1.7.3 Table of system errors

The following table lists the system errors which are detected and handled by the EMR3 enginecontrol unit.

The data from the "Cause of error" and "SERDIA error no." columns correspond to the errorlocations displayed in the SERDIA error memory window.

"Prio" means that the errors are prioritised. A maximum of 10 active errors are displayedsimultaneously in the EDC control unit. If more active errors exist

the errors with higher priority are displayed first. Only when these errors have been eliminated,those with lower priority "follow"

into the SERDIA error window.

The table of system errors ( = DTC-List = diagnostic trouble code list ) is not implementedin the PDF-Document

of this system description. See extra PDF-document "DTC-List EMR3" in DEUTZ-GLOBAL-SIS.

The error memory of EMR3-ECUs has got a limited size. If the errormemory is full,because of too many system

faults, the ECU-mainsoftware displays the errors with highest priority first. The other errorswon´t get lost, but

will appear in memory, if the higher priorized errors are repaired.

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1.8 Technical data

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


© 2007 DEUTZ AG

EMR3-S (EDC 16 UC 40) EMR3-E (EDC 7 UC 31)

Supply voltage, working area

12 V DC and 24 V DC,

8 - 32 V DC, 9 - 32 V DC,

enginestart from 6 V on

electrical protection

protected against polarity reversal, if Ubat+ is protected as described in DIN 8820

short circuit protection of any Pins against Ubat+ or Ubat–, if Ubat+ is protected as

described in DIN 8820

max. distance between ECU andengine

10 m @ harness environmenttemperature 85 °C and if power-supply

is wired parallel with diameter 3 x 2,5 mm².

12 m @ harness environment temperature85 °C

and if power-supply is wired parallel with diameter 4 x 2,5 mm².

current consumption without load

clamp 15 is OFFI < 35 mA bei 12 V / 24 V

clamp 15 is OFFI < 7,5 mA bei 12 V / 24 V

clamp 15 is ONI < 260 mA bei 12 V, I < 180 mA bei

24V

clamp 15 is ONI < 350 mA bei 12 V, I < 260 mA bei 24 V

IRMS = 2 A IRMS = 7,5 A

electrical grounding chassis is connected via RC-Network with internal electric-ground-potential.

max. power consumtion

with connected injection system: ca. 8W

with connected injection system: ca. 12,5 W

with connected external loads: ca. 15 W with connected external loads:: ca. 12,5 W

max permissable temperturerange

-40°C bis +85°C

max permissable stroringtemperture range

-40°C bis +40°C (10 years), +40° bis + 70°C (2000h)

dimensions without plug 203 mm x 167 mm x 38 mm 260 mm x 218 mm x 70 mm

dimensions with not connectedplug

203 mm x 254 mm x 38 mm 260 mm x 218 mm x ca.150 mm

weight 0,7 kg without plug 1,6 kg without plug

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

datamemory data-conservation < 10 Jahre

humidity < 95% (bei +40°C), Standard: DIN-IEC 60068-2-2

environment protection IP 69K, Standard: DIN 40050

internal strength against shockacceleration: < 1000 m/s² @ 6 ms (max. 3 mal),

Standards: DIN IEC 60068-2-27, DIN 40046

internal strength against shock < 1,6 mm bei 10...25 Hz, < 12,00 g [m/s2] bei 100 Hz, < 6,00 g [m/s2] bei 400 Hz

chemical resistance Resistent against substances, that are used for enegines

ECU housing Aluminium, diescasting, not varnished

diagnosis interface ISO 9141 K-Line

data interface 2 x CAN-Bus, SAE-J1939

plug connectionengineside: 1x 36-polig, 1 x 16-polig,

vehicleside: 1x 89-poligengineside 1x 60-polig,vehicleside:: 1x 94-polig

EMCEMC-terms of referenceEU 89/336/EWG,

ISO 11541, ISO 11542, ENV 50204, EN 61000-4-3up to 100 V/m ISO 7637, EN 61000, VDE 0879

environment resistancesalt atomized spray: nach DIN EN 60068-2-11

industrial envioronment DIN EN 60068-2-38 / -2 temperature variation: DIN EN 60068-2-14


© 2007 DEUTZ AG

Installation instructions(Excerpt. For complete binding specification on fastening and installation position, among otherthings, see DEUTZ installation guideline)

It must be ensured that no water can get into the control unit through the pipes.

The pressure compensation (DAE) element and the sealing area may not be immersed inwater.

The control unit may not bounce in the vehicle.

The cable harnesses must be secured mechanically in the area in which the control unit isinstalled (distance < 150 mm). It must be ensured that the cable harnesses are excitedwith equal phase to the control unit (e.g. by fastening to the screw point of the control unit).

88EMR3

© 2007 DEUTZ AG

1.9 Glossary

DCR®

DEUTZ Common Rail. Injection system with central high pressure generation and pressurestorage (in the rail).

DMV

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

EMR3 System description89

© 2007 DEUTZ AG

Index

- A -application data 3

- B -Base System functions 3

blink code 75

bootloader 70

BSW 3, 70

- C -calibration 3

CAN-bus 16

CAN-Bus interface 18

CAN-Standard-Function 18

chemical resistance 82

complete dataset 3

connecting plugs 1

current consumption 82

- D -data interface 82

DCR 3, 88

Description of functions 3

DEUTZ ROAD-MAP 3

DEUTZ sales partner 75

DEUTZ-MOTDOK 70

Diagnostic interface 16

diagnostic key 75

Diagnostic plug 23

digital outputs 74

Dimension 82

dimensions 82

Displaying system errors 75

DMV 3, 88

Droop 1 63

Droop 2 64

DTC-List 80

- E -ED 16 UC 40 28

EDC 16 UC 40 82

EDC 7 UC 31 35, 82

EEPROM 69

electrical system 1

Electrical welding 1

EMC 82

EMR3-Systems 3

Engine control unit 3

environment protection 82

environment resistance 82

error lamp 75

error memories 75

Error memory 2 77

Error path name 80

errormemory 1 77

errormemory 2 77

- F -fixed speed 65

FMI description 80

FMI-Codes 80

foot pedal 60

- H -hand throttle 60

humidity 82

- I -Installation instructions 82

ISO-9141 16

- K -KWP2000 16

KWP2000-Codes 80

- L -limphome 66

Index 90

© 2007 DEUTZ AG

LOGIN window 77

lower idling 62

- M -main relay 25

main software 3

mainsoftware 70

manufacturing data 3

max. power consumption 82

minimum equipment 3

monitoring functions 14

- N -No errormemory 2 77

- O -Operating Software 70

- P -part numbers 13

partitial dataset 3

passive errors 75

Password 77

Pin assignment 23, 28, 35

pin D+ 25

Pinout 28, 35

plug connection 82

Prio 80

- R -Receive Messages 18

- S -Sensors and actuators 1

SERDIA 75

SERDIA error memory window 80

SERDIA error no 80

SERDIA software 75

software combinations 13

SPN-Code 80

Supply voltage 82

- T -tasks 59

Technical Circular 75

terminal 15 25

terminal 30 25

Transmit Messages 18

- V -vehicle speed 68

- W -weight 82

wheel pulses 67

wiring diagram 50

Back Cover

DEUTZ AGSales and Service Information Systems

Ottostr. 151149 KÖLN Phone: +49 (0) 2 21 - 822 - 0 Fax: +49 (0) 2 21 - 822 - 5358Internet: www.deutz.comEmail: [email protected]

Gedruckt in DeutschlandAlle Rechte vorbehalten1. Auflage, 08/2007Bestell-Nr.:

EMR3 System description

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