Installation directive EDC · 2019. 10. 11. · The EDC unit controls the injection quantity and...

Installation directive

EDCfor EURO 3 engines

Publication number:51.99496.8145

Receipt

of the

Installation Directive

EDC MS5 stage 5EDC MS6.4 stage 2

Publication no. 51.99496.8145

First edition: September 2000

We confirm the complete receipt of _________ copies of the above installation directive

______________________ ______________________(Company) (Name, in letters)

_______________________ ______________________(Place, date) (Signature)

Please return this receipt to:

MAN Nutzfahrzeuge AktiengesellschaftAbt. VEFTPostfach 50 06 20,D-80976 München(see overleaf)

MAN Nutzfahrzeuge AktiengesellschaftAbt. VEFTPostfach 50 06 20

D-80976 München

Installation directive EDC for EURO 3 enginesMS5 stage 5 and MS6.4 stage 2

First edition September 2000 Page 1 of 27

Installation directive

EDC MS5/St.5EDC MS6.4/St.2

Directivefor the installation of MAN diesel engines

in vehicles and automotivemachinery

Publication number: 51.99496.8145



Amendment status Date Changes onpages

Cleared by

------------------------------ September 2000 First edition Csoka / VEFT


Installation directive EDC for EURO 3 engines

MS5 stage 5 and MS6.4 stage 2

1. General ................................................................................................................................... 51.1 Introduction.............................................................................................................................. 51.2 Warranty .................................................................................................................................. 5

2. Installation manual ............................................................................................................... 72.1 Description............................................................................................................................... 72.1.1 EDC MS5 stage 5 ................................................................................................................... 72.1.1.1 Structure .................................................................................................................................. 72.1.1.2 Operating principle of the individual components .................................................................... 82.1.2 EDC MS6.4 stage 2............................................................................................................... 102.1.2.1 Structure ................................................................................................................................ 102.1.2.2 Operating principle of the individual components .................................................................. 102.1.3 Components on the vehicle ................................................................................................... 122.2 Diagnosis............................................................................................................................... 152.2.1 Diagnosis with flash code ...................................................................................................... 152.2.2 Diagnosis by means of the MAN-CATS diagnostic system................................................... 16

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

4. Technical data on the electric components ..................................................................... 184.1 EDC control unit (A142)........................................................................................................ 184.2 Pedal value transmitter (B127) .............................................................................................. 184.3 Check lamp (H296)................................................................................................................ 194.4 Stalk switch for cruise control (S157) .................................................................................... 194.5 Proximity switch for brake pedal (S158) ................................................................................ 194.6 Proximity switch for clutch pedal (S159)................................................................................ 194.7 Relays (K170, K264, K321, K324, K173) .............................................................................. 194.8 EDC resistor group (R134) ................................................................................................... 204.9 Buttons (S281, S105) ............................................................................................................ 204.10 Switch (S284) ........................................................................................................................ 204.11 Solenoid valve (Y102)............................................................................................................ 20

5. Installation variants............................................................................................................ 205.1 EDC with cruise control ......................................................................................................... 205.2 EDC with retarder .................................................................................................................. 215.3 EDC with engine brake.......................................................................................................... 215.4 Antigas................................................................................................................................... 225.5 PBM interface ........................................................................................................................ 225.5.1 EDC for automatic gearbox without ASR............................................................................... 225.5.2 EDC with ASR ....................................................................................................................... 225.5.3 ASR shutoff ........................................................................................................................... 235.6 CAN interface ........................................................................................................................ 235.7 PWG > Threshold .................................................................................................................. 235.8 Intermediate-speed control .................................................................................................... 235.8.1 Variable intermediate speeds ................................................................................................ 235.8.2 Fixed intermediate speeds..................................................................................................... 245.8.2.1 ISG 1 ..................................................................................................................................... 245.8.2.2 ISG 2 ..................................................................................................................................... 245.8.2.3 ISG 3 ..................................................................................................................................... 245.9 Multi-stage switching input..................................................................................................... 245.10 Multi-stage switching input..................................................................................................... 245.11 External engine stop.............................................................................................................. 255.12 Engine-speed signal .............................................................................................................. 25

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




7. Installation inspection......................................................................................................... 267.1 Testing the EDC components (installation and functioning) .................................................. 267.1.1 First-time installation.............................................................................................................. 267.1.2 Series production................................................................................................................... 267.2 EMC testing ........................................................................................................................... 277.3 End-of-Line programming (EOL) ........................................................................................... 27

8. Appendices



1.1 Introduction

This present installation directive is a supplement to the general directive for the installation of MAN die-sel engines in vehicles and automotive machinery to 51.99493-8283, describing specifically the installa-tion of MAN engines with EDC (version MS5 stage 5 and MS6.4 stage 2) in vehicles from othermanufacturers.

To ensure purposeful operation and to prevent

• impairment of operating quality

• functional risks

• damage to or failure of the EDC

the EDC installation directive must be strictly observed.

1.2 Warranty

Warranty for the EDC is granted if:

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

• the installation directives and technical data are complied with,

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

• the series-production vehicles of the model approved correspond to the first-time installationcleared,

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

We reserve the right to make modifications in the course of further development.

Reprinting, copying or translation, even of extracts, is not allowed without written permission from MAN. All rightsunder the copyright law are strictly reserved by MAN.

1. General



1.3 Abbreviations

The following abbreviations are used in this present installation directive:

AGR Exhaust-gas recirculation

ASR Anti-spin regulator

BAT Battery voltage

CAN Controller area network

DKR Butterfly valve reduction

DKV Load signal

EDC Electronically controlled diesel injection

(Electronic Diesel Control)

EMC Electro-magnetic compatibility

EOL End-of-line programming

EPP Injection pump

ERL Installation directive

FGB Road speed limiter

FGR Road speed control

HGB Top speed limiter

LDA Full load stop dependent on charge-air pressure

MAN-CATS MAN computer-assisted testing and diagnostic system

NBF Needle motion sensor

PBM Pulse-width modulated signal (DKV, DKR)

PWG Pedal value transmitter

SG Control unit

Stv. Plug connection

TKU Technical document for customer

ZDR Intermediate speed control



2.1 Description

2.1.1 EDC MS5 stage 5

2.1.1.1 Structure

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

1 Speed pickup 16 ISO interface

2 Auxiliary speed pickup 17 Terminal 15

3 Pedal value transmitter 18 Terminal 30

4 Needle motion sensor 19 PBM interface (ASR)

5 Charge-air pressure sensor 20 CAN interface

6 Fuel temperature sensor 21 Engine brake

7 Coolant temperature sensor 22 Engine brake

8 Stalk switch 23 Speed signal

9 FGB/FGR switch 24 Antigas

10 Check lamp, FGB set 25 Redundant shutoff

11 Proximity switch for brake pedal 26 Exhaust-gas recirculation cylinder

12 Proximity switch for clutch pedal 27 Air temperature sensor

13 Engine speed signal 28 ISG

14 PWG > threshold 29 Multi-stage input (moment & speed limiters)

15 Check lamp for EDC 30 Multi-stage input (for HGB)

2. Installation manual

EDC-Steuergerät

(1) (2) (3) (4) (5) (6) (7)

(8)

(9)

(10)

(12)

(11)

(13)(14)

(15)(16)(17)(18)(19)(20)(21)(24)

(28)

(30)

(25)(26)(27) (22)(23)

EDC control unit



2.1.1.2 Operating principle of the individual components

The EDC system consists of a control-slide injection pump. The electro-magnetic control rack, in whichthe two main constructional components, namely the fuel control rack and the pre-stroke/delivery startcontrol rack, are housed, is flanged on to the injection pump. The most important components of the con-trol rack are the linear magnets for adjusting the fuel quantity and the pre-stroke/start of delivery.

Apart from the linear magnets the control rack also contains

• the control rod travel transmitter

• and an oil supply pump.

The fuel control rack works via a linear magnet whose armature acts directly on the fuel control rod, thusdetermining the injection quantity via the control rod travel. In the de-energised condition a spring keepsthe control rod in or pushes it into zero delivery position.

The pre-stroke/delivery-start control rack also contains a linear magnet, whose armature effects a rotarymotion of the control-slide adjusting shaft via an adjusting lever.In the individual elements of the injection pump this rotary motion is converted into a longitudinal motionof the control-slide elements sliding on the pistons in the injection-pump elements. The even height ad-justment of the control slides results in a change of delivery start and delivery end.In the de-energised condition the adjusting shaft too is set by a spring so that the control slides are intop position, ie in late start-of-delivery position.

The control unit controls the entire process of the injection system. For this purpose it processes the datafrom the sensors and triggers the linear magnets in the control rack and the shutoff flap in the AGR cy-linder as a function of the maps stored. In addition, the control unit assumes the monitoring and substi-tute functions.

The control unit (A142) processes information received from:

• the control rod travel transmitter in the control rack (Y130)

• the switching contact in the AGR cylinder (Y280)

• the air temperature sensor (B123)

• the pedal value transmitter (B127)

• the charge-air pressure sensor (B125)

• the coolant temperature sensor (B124)

• the fuel temperature sensor (B197)

• the speed transmitter (B7 signal from speedometer)

• the operating unit for road speed control (S157)

• the FGR/FGB switch (S284)

• the proximity switch at the brake pedal (S158)

• the proximity switch at the clutch pedal (S159)

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

• the needle motion sensor (B198)

• the PBM or CAN interface

• the battery voltage (terminal 15)

• the main relay (K170)

• the resistor group (R134).



The speed pickup is installed in the flywheel housing in such a way that 10° after TDC an engine-speedpulse is triggered. The time difference between the needle motion sensor pulse and the first subsequentengine-speed pulse is used by the EDC for calculating its start of injection.

The auxiliary speed pickup is installed in the flywheel housing in such a way that 18° after TDC an en-gine-speed pulse is triggered. The signals from the auxiliary speed pickup are used for redundant ascer-tainment of the engine speed and have no function with regard to the calculation of the injection timing.

The two transmitters, which are installed in the same way, must not be mixed up, as otherwise the EDCwill set a start of delivery which is 8° too late, which would cause excessive formation of white smokeand may result in the destruction of the injection-pump camshaft.

The needle motion sensor records the start of injection by means of a sensor which is directly integratedinto the nozzle holder. This sensor indicates the time of fuel injection by recording the motion of theneedle.

Further components fitted to the engine are the two transmitters for coolant and fuel temperatures. TheEDC unit controls the injection quantity and the start of delivery as a function of the coolant and fuel tem-peratures. In addition the coolant temperature transmitter has an engine overheating preventionfunction, ie between 95 °C and 110 °C the output is linearly reduced to 50%.

The fuel temperature is a yardstick for the EDC's compensation of the change in the fuel delivery as aresult of temperature fluctuations.

The charge-air pressure sensor basically performs the functions of the aneroid device in a mechanicalinjection pump, ie the fuel quantity is controlled as a function of the charge-air pressure.

As a function of the engine's operating condition the electro-pneumatic shutoff flap is triggered by theEDC, which means that part of the flow of exhaust gases is admixed to the compressed intake air. Thismeasure helps reduce the combustion temperature and, consequently, the formation of oxides of nitro-gen.

In addition, the temperature of the compressed intake air is recorded and processed by the EDC for trig-gering the lamp in the AGR cylinder.



2.1.2 EDC MS6.4 stage 2

2.1.2.1 Structure

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

1 Speed pickup 14 ISO interface

2 Pedal value transmitter 15 Terminal 15

3 Needle motion sensor 16 Terminal 30

4 Charge-air pressure sensor 17 PBM interface (ASR)

5 Coolant temperature sensor 18 CAN interface

6 Stalk switch 19 Engine brake

7 FGB/FGR switch 20 Engine brake

8 Check lamp, FGB set 21 Speed signal

9 Proximity switch for brake pedal 22 Antigas

10 Proximity switch for clutch pedal 23 Redundant shutoff

11 Engine speed signal 24 Multi-stage input (mom. & eng. speed limiter)

12 PWG > threshold 25 Multi-stage input (for HGB)

13 Check lamp for EDC 26 ISG

2.1.2.2 Operating principle of the individual components

The EDC system consists of a radial-piston distributor injection pump. The pump control unit is integra-ted into the injection pump; data are transferred between the pump control unit and the EDC control unitvia a CAN data bus.

EDC control unit



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

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

• Radial-piston high-pressure pump with distributor shaft and exhaust valve

• High-pressure solenoid valve

• Injection timer with solenoid valve

• Angle sensor

• Pump control unit.

In the radial-piston distributor injection pump a vane pump delivers the fuel. A radial-piston pump withcam ring and two to four radial pistons generates and delivers the high pressure. A high-pressure sole-noid valve meters the injection quantity. The start of delivery is adjusted by turning the cam ring with theinjection timer.

The EDC control unit and the pump control unit control the entire injection system. While the pump con-trol unit records pump-internal signals for the rotation angle and the fuel temperature and specifies thestart of delivery and the injection quantity with the data from the EDC control unit, the EDC control unitrecords additional sensor signals. These together with the maps stored in the EDC control unit are usedfor calculating the corresponding adjustment. In addition, within the safety concept the EDC control unitperforms various monitoring and substitute functions.

The control unit (A142) processes information received from:

• the control rack/pump control unit (Y130)

• the pedal value transmitter (B127)

• the charge-air pressure sensor (B125)

• the coolant temperature sensor (B124)

• the speed transmitter (B7 signal from speedometer)

• the operating unit for road speed control (S157)

• the FGR /FGB switch (S284)

• the proximity switch at the brake pedal (S158)

• the proximity switch at the clutch pedal (S159)

• the speed pickup (B199)

• the needle motion sensor (B198)

• the PBM or CAN interface

• the battery voltage (terminal 15)

• the main relais (K170)

• the resistor group (R134).

The speed pickup is installed in the flywheel housing in such a way that 10° after TDC an engine-speedpulse is triggered. The time difference between the needle motion sensor pulse and the first subsequentengine-speed pulse is used by the EDC for calculating its start of injection.

The needle motion sensor records the start of injection by means of a sensor which is directly integratedinto the nozzle holder. It indicates the time of fuel injection by recording the motion of the needle.



Further components fitted to the engine are the two transmitters for coolant and fuel temperatures.

The EDC unit controls the injection quantity and the start of delivery as a function of the coolant and fueltemperatures. In addition the coolant temperature transmitter has an engine overheating preventionfunction, i.e. between 95 °C and 110 °C the output is linearly reduced to 50%.

The charge-air pressure sensor basically performs the functions of the aneroid device in a mechanicalinjection pump, ie the fuel quantity is controlled as a function of the charge-air pressure.

2.1.3 Components on the vehicle

The components on the vehicle are:

• pedal value transmitter

• check lamp

• stalk switch

• proximity switch for brake pedal

• proximity switch for clutch pedal

• FGR/FGB switch

• resistor group

• relay for redundant shutoff

• diagnostic sockets

• main relais

• tachograph.

The pedal value transmitter has the same function as is known from the E-gas system.

The stalk switch incorporates various functions which depending on the vehicle's operating condition canbe activated and programmed.

With the FGR/FGB switch it is possible to switch over from the road speed control function to the roadspeed limitation function.

The sensors at the clutch and brake cause the shutoff of the cruise control if the pedal is actuated. If nocruise control is installed, the brake signal should be connected as well as a redundance of an incorrectaccelerator.

Apart from indicating faults, the "EDC" (H296 for MS5 stage 5 and H141 for MS6.4 stage 2) check lamptogether with a diagnosis request button also has the function of signalling/emitting fault codes (see alsochapter 2.2.1).

The ISO interface makes it possible to emit fault codes via MAN-CATS, MAN's diagnostic system (seealso chapter 2.2.2).

Speed signal

To ensure that the EDC functions faultlessly, the following parameter data for the road speed pulse (egsignal output B7 from tachograph) must be strictly observed:



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

Simulation values for the speedometer

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

Parameter Min. Type Max. Unit RemarkFrequency 0,55 MS5 St.5

0,75 MS6.4 St. 2kHz Synchronous to transmitter

input frequencyPulse duration 0.5 2 5.45 ms = 16000/k (k = pulses/km) *Pulse duration fault ±1 %Voltage UL 2.5 V I = 1mAVoltage UH 5.5 V I = 1mAInternal resistance 2 kΩ

Note: A simulation of the pedal value transmitter and speedometer ispermissible only in vehicles not subject to the relevant statutorystipulations and regulations from the authority in charge.



Simulation values for the pedal value transmitter

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

(1) Upper idle speed; (3) entry of fault(s)(2) Lower idle speed; (4) Idle-speed switch range (typical: 800 mV)

The reference potential is supplied to plug connection X852 or also to the control unit pin 45(5V) for MS5stage 5 and pin B16 for MS6.4 stage 2 or pin 13 for MS5 stage 5 and pin B35 for MS6.4 stage 2sensor mass. The reference potential (signal mass) must not be connected with other mass potentials.In the range between 569–976 mV the idle speed switch must be simulated for reasons of plausibilitymonitoring by applying the signal mass via a 1kΩ resistor to the EDC control unit pin 39 for MS5 stage5 and pin B16 MS6.4 stage 2.

(1)

(2)

(3)

(4)

Note: A simulation of the pedal value transmitter is permissible only

if the simulation control includes the error monitoring with therequired reactions.



2.2 Diagnosis

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

• Switching over to suitable substitute functions or restricting of certain engine functions. With the aidof this emergency driving program it is usually possible to continue the journey to the nearest work-shop.

• Immediate engine shutoff insofar as this is required for reasons of safety. Depending on the faultoccurring, the engine is switched off either by a reduction of the fuel quantity to zero or by an emer-gency shutoff, which is effected by means of a redundant relay which de-energises the fuel controlrack.

As a warning the check lamp H296 for MS5 stage 5 and H141 for MS6.4 stage 2 indicates criticalsystem faults by being permanently lit. Non-critical faults are not indicated, but they are stored.To carry out diagnosis or measurements while the vehicle is in motion, the diagnostic socket X200 andthe plug X210 must be installed inside the vehicle, if possible in a well-accessible position.

2.2.1 Diagnosis with flash code

To facilitate subsequent fault identification, faults recognised - including those occurring only temporarily- are stored by an integrated self-diagnostic system. A flash code makes it possible to locate faultyfunction paths. In such cases the check lamp H296 for MS5 stage 5 and H141 for MS6.4 stage 2 dou-bles as a diagnostic lamp.

The flash code is triggered by a request button according to the following circuit diagram. When required,the request button, which is provided with a cable and a plug, is connected up to plug X210.

If no check lamp is integrated into the request button, flash codes can also be read from checklamp H296 for MS5 stage 5 and H141 for MS6.4 stage 2.

Request button for EDC diagnosis EDC electronics (code emission)EDC electronics (code request)Mass

The fault(s) stored is/are retrieved according to the following instruction:

While the engine is stationary and the ignition is switched on, keep diagnostic request button pressedfor at least 2 seconds. The EDC check lamp H296 for MS5 stage 5 and H141 for MS6.4 stage 2 andthe check lamp in the request button come on.



CAUTION: Before the ignition is switched on (switching on of the EDC) the request button mustneither be actuated, nor must it be subsequently kept pressed for more than 2.5seconds, as otherwise the fault memory will be deleted after the button has beenreleased.

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

Lamp in request button Ein= ON, Aus = OFF "Long flash 2, short flash 5"

Dark phase before output: 3 sec.Duration of a long flash: 2 sec.Dark phase between two long flashes: 1 sec.Dark phase between a long and a short flash: 5 sec.Duration of a short flash: 0.5 sec.Dark phase between two short flashes: 0.5 sec.

If more than one fault is stored, they will be indicated one after the other. For this purpose the requestbutton is to be pressed for each and every fault until the flash code for the first fault is displayed again.

Delete the fault memory after rectification of the fault. Switch on the EDC while keeping the request but-ton pressed. After the EDC has been switched on the button must be kept actuated for at least 2.5 se-conds but not for more than 10 seconds. Once the button is released the fault memory will be deleted.

2.2.2 Diagnosis by means of the MAN-CATS diagnostic system

To carry out diagnosis with MAN-CATS, the X200 test plug is absolutely necessary. The diagnosticsystem is available from MAN.

NOTE: For the significance of flashing pulses see Repair Manual

T 17-A1 for MS5 stage 5 and T 17-A2 for MS6.4 stage 2



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

• In the event of unintended acceleration or of an unintended increase in engine speed immediatelyactuate the clutch and brake. If engine speed fails to drop, bring vehicle to an immediate stop, switchoff ignition and, if necessary stall the engine.

• When working on the vehicle electrics, always disconnect battery.

• Never start engine unless the batteries are firmly connected up. The battery terminals must betightened.

• Do not disconnect the batteries while engine is running.

• Wrong poling of the control unit supply voltage (eg wrong poling of batteries) may lead to thedestruction of the control unit. Polarity reversal is to be ruled out through supply via the EDC mainrelay.

• Do not use a quick charger for starting the engine. Starting aid is to be provided only with the aid ofseparate batteries.

• Always connect up the EDC via the main relay (K170), as otherwise after-running and, conse-quently, the storing of faults are not possible.

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

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

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

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

- Disconnect negative and positive cable of the batteries, connect loose terminals of the cableswith each other (- and +).

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

- To achieve good conductivity attach mass tongs of the welding unit directly to the spot to bewelded.

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

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

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

3. Safety regulations



4.1 EDC control unit (A142)

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

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

Characteristic data and installation instructions:

Protective system:

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

Temperature range:

Operating temperature, stationary air:-40 °C to +65 °COperating temperature, air in motion: -40 °C to +70 °C

Voltage supply:

+UBAT ( 24V); -UBATPermissible supply voltage: 7–32V for normal operation, but at least 16V for 50ms after the unit has beenswitched on.

4.2 Pedal value transmitter (B127)

Characteristic data and notes on installation:

Protective system: IP 54 A

Temperature range: -40 °C to +80 °C

Installation location: Pedals (accelerator pedal). The vehicle interior (dry environment) isrecommended as the installation location.

4. Technical data on the electric components

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

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



4.3 Check lamp (H296)

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

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

Colour of check lamp: red

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

4.4 Stalk switch for cruise control (S157)

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

4.5 Proximity switch for brake pedal (S158)

Installation location: Pedals (brake)Use the full MAN pedal unit.

The following is to be observed:

• The air gap between sensor and switching bar must be 2–0.2 mm.

• The switch must be actuated at the start of the pressure triggering action for the service brake.

4.6 Proximity switch for clutch pedal (S159)

Installation location: Pedals (clutch)Use the full MAN pedal unit.

The following is to be observed:

• The air gap between sensor and switching bar must be 2–0.2 mm.

• The switch must be actuated before clutch separation.

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

K170 Relay for power supply to EDC (main relay)

K264 Relay for power supply to EDC

K324 Relay for EDC redundant shutoff

K321 Relay for moment limiter

K173 Relay for cruise control shutoff during retarder actuation



4.8 EDC resistor group (R134)

Installation location: vehicle interiorUse of the MAN resistor group is recommended.

If the MAN resistor group is not used, the following is to be observed:

Resistors R1, R5: 0.511 kΩ 1%, 0.6 W

Resistors R2, R6: 1.37 kΩ 1%, 0.6 W



4.9 Buttons (S281, S105)

S281 Button for ASR shutoffS105 Button for engine brake

4.10 Switch (S284)

S284 Schalter FGR/FGB

4.11 Solenoid valve (Y102)

Y102 Solenoid valve for engine brake

5.1 EDC with cruise control

On request, the road-speed control and limitation functions integrated into the EDC system can berealised according to the circuit diagram example (see Appendix).

The following electric components are additionally required (incl. cabling):

S157 Stalk switch for cruise control

S158 Proximity switch for brake pedal

S159 Proximity switch for clutch pedal

S284 Switch for FGR/FGB

5. Installation variants



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

5.2 EDC with retarder

If a retarder is used, cruise control may be switched off as soon as the retarder is activated.


K173 Relay for cruise control shutoff with retarder actuation

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

5.3 EDC with engine brake

The engine brake function depends on the engine speed and is performed by the EDC control unit.During engine brake operation the injection quantity is reduced to zero. Below a certain engine speed(approx. 1000 rpm) the engine brake is switched off.


S105 Button for engine brake

Y102 Solenoid valve for engine brake

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

MS5 stage 5

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

MS6.4 stage 2

The switch for FGR/FGB is not necessary for road-speed control alone. However, if the road-speed limita-tion function is to be realised alongside the road-speed control function, the switch is to be connected upaccording to the circuit diagram example (see Appendix).During brake actuation +UBAT is applied to the EDC control unit/pin B/26; when the brake is not actuatedapproximately 0 Volt (0–2.0 Volt) will be present at pin B/26.During clutch actuation +UBAT is applied to the EDC control unit/pin B/20; when the clutch is not actuatedapproximately 0 Volt (0–2.0 Volt) will be present at pin B/20.

.



5.4 Antigas

In automatic gearboxes, the gearbox electronics emits a signal (24V for ZF-HP) "Antigas" for approx. 1second when a gear is being engaged from neutral position. This signal must be sent to the EDC controlunit pin 50 for MS5 stage 5 and pin B21 for MS6.4 stage 2 (see circuit diagram example). This mea-sure protects the clutches which can be charged with the full engine moment only after approx. 1 second.

In the event of "Antigas" the injection pump is forcibly set to idle-speed quantity, which prevents any ac-celeration for approx. 1 second.

5.5 PBM interface

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

Description of interface:

The EDC's quantity specification is transmitted via the DKV signal. If necessary, the ASR electronicsemits the reduction request via the DKR signal. The engine output is then reduced via the EDC electro-nics through this signal. As a result, an engine control function (ASR) is feasible with the EDC system.

5.5.1 EDC for automatic gearbox without ASR

If an automatic gearbox (e.g.: ZF-HP) is installed, the gearbox control unit must be given a load signal(PBM signal: DKV) by the EDC. To ensure that the automatic gearbox functions faultlessly, the gearboxelectronics must receive information on the engine's load condition from the EDC control unit. To makethe load signal (DKV) available +24 V (pin 15/16 for MS5 stage 5 and pin B3/B4 for MS6.4 stage 2)have to be connected to the DKR input (pin 52 for MS5 stage 5 and pin B 30 for MS6.4 stage 2).The realisation of this variant can be learned from the circuit diagram example (see Appendix).

5.5.2 EDC with ASR

If ASR (without CAN interface) is installed, the PBM interface must be connected with the ASR controlunit as shown in the above diagram.If ASR is installed together with an automatic gearbox (without CAN interface), the engine load signal(DKV) must be additionally wired from the EDC control unit pin 29 for MS5 stage 5 and pin B7 forMS6.4 stage 2 to the gearbox electronics.



5.5.3 ASR shutoff

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

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

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

5.6 CAN interface

The control unit is CAN-capable, i.e. a connection for communication via CAN data bus with other controlunits is possible. The CAN interface is on the EDC control unit, on pin 30 (CAN-L) for MS5 stage 5 andpin B11 for MS6.4 stage 2 plus pin 31 (CAN-H) for MS5 stage 5 and pin B12 for MS6.4 stage 2.The CAN data bus conforms to the latest SAE J1939 and ISO/DIS 11898 - 24V standards. One of theterminating resistors (120Ω ) is integrated into the EDC control unit. The maximum data line length be-tween the 2 terminating resistors must not exceed 40 m. If spur lines are used, these must not be longerthan 1 metre. If several spur lines are used the distance between the individual nodes must be at least10 cm. The nodes of the spur line ought to be ultrasonically welded; plug connections should under allcircumstances be avoided because of the transition resistances. The data line ought to be an unshield-ed, 2-core twisted line with a cross-section of 1mm² and a lay number of approx. 30/m.

5.7 PWG > Threshold

When the accelerator pedal is actuated, the EDC control unit pin 6 emits +UBAT for MS5 stage 5 andpin A32 emits +UBAT for MS6.4 stage 2 (see circuit diagram example).

This signal can be used eg for deleting the moving-off interlock function.

5.8 Intermediate-speed control

5.8.1 Variable intermediate speeds

Function: Increasing the engine speed "SET+"/lowering the engine speed "SET-"; this is possible only ifcruise control is installed (see circuit diagram examples).

If the signal from the EDC control unit pin 44 for MS5 stage 5 and pin B8 for MS6.4 stage 2 is suppliedto the cruise-control operating unit/pin 1/2 ("SET+ external") or if the "SET+" button of the cruise-controloperating unit is actuated, the engine speed will infinitely run up to a programmable upper engine-speedlimit; if this activation is interrupted, the EDC will set the current engine speed.

If the signal from the EDC control unit pin 44 for MS5 stage 5 and pin B8 for MS6.4 stage 2 is suppliedto the cruise control operating unit/pin 1/3 ("SET- external") or if the "SET-" button of the cruise-controloperating unit is actuated, engine speed will infinitely run down to a programmable lower engine-speedlimit; if this activation is interrupted, the EDC will set the current engine speed.

The engine speed set will be switched off, i.e. the engine will run down to a programmable lower enginespeed by interruption, by actuating the "external OFF button", the external bridge at the cruise controloperating unit between pin 1/1 and 1/5.



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

5.8.2 Fixed intermediate speeds

5.8.2.1 ISG 1

If the EDC control unit pin 23 is supplied with +UBAT for MS5 stage 5 and pin B32 with +UBAT forMS6.4 stage 2 (see circuit diagram examples),(see circuit diagram examples), the engine speed will runup to the MAN-CATS-programmable "intermediate speed 1" and be controlled while +UBAT is present.When the supply of +UBAT is stopped, ISG 1 will be switched off and the engine will be controlled backto idle speed.

5.8.2.2 ISG 2

If the EDC control unit pin 41 is supplied with +UBAT for MS5 stage 5 and pin B33 with +UBAT forMS6.4 stage 2, the engine speed will run up to the MAN-CATS-programmable "intermediate speed 2"and be controlled while +UBAT is present. When the supply of +UBAT is stopped, ISG 2 will be switchedoff and the engine will be controlled back to idle speed.

5.8.2.3 ISG 3

If the EDC control unit pins 23 and 41 are supplied with +UBAT for MS5 stage 5 and pins B32 andB33 with +UBAT for MS6.4 stage 2, the engine speed will run up to the MAN-CATS-programmable "in-termediate speed 3" and be controlled while +UBAT is present. When the supply of +UBAT is stopped,ISG 3 will be switched off and the engine will be controlled back to idle speed.

5.9 Multi-stage switching input

The multi-stage switching input can be supplied with four different voltage levels through the use of theresistor group. This makes it possible to limit the engine speed or moment. For standard reasons thedriving characteristic has to be wired.

5.10 Multi-stage switching input

The multi-stage switching input can be supplied with two different voltage levels through the use of theresistor group. This makes it possible to switch to a second maximum speed limit. For standard reasonsHGB1 (0) must be wired.

Switch position Resistance Application0 R1 = 0.511 kΩ Driving characteristic (see Appendix, circuit diagram)1 R2 = 1.37 kΩ Moment limiter (see Appendix, circuit examples)2 R7 = 3.09 kΩ Recognition of retarder operation for cruise-control shutoff (see

Appendix, circuit examples)3 R4 = 8.20 kΩ Engine-speed limitation for special applications (see Appendix,

circuit examples)

Switch position Resistance Application0 R1 = 0.511 kΩ Legal maximum speed limit (see Appendix, circuit diagram1 R2 = 1.37 kΩ Maximum speed limit e.g. 30 km/h (~ 20 miles) (see Appendix,

circuit examples)2 Without function3 Without function



5.11 External engine stop

If +24 V (pin 15/16 for MS5 stage 5 and pin B3/B4 for MS6.4 stage 2) are supplied to pin 40 for MS5stage 5 and pin B34 for MS6.4 stage 2 of the EDC control and (progammable) by means of "externalengine stop button", the engine is stopped. The EDC control unit, however, is still supplied with electricityso that the interfaces to other control units are maintained.

5.12 Engine-speed signal

An engine-speed signal in the form of square-wave pulses can be picked up from the EDC control unitpin 28 for MS5 stage 5 and pin B5 for MS6.4 stage 2. This signal may be used e.g. for externally con-trolling the setting of a certain engine speed via "SET+" and "SET-".

Square-wave pulses (1 x number of cylinders of engine/revolution) of the engine-speed signal preparedin the EDC control unit according to the following specification:

1. Output stage (switching mode) - open collector with pull-up (2.55 kΩ) to +UBat

2. Signal form

Signal at plug connection Pulse RL = Load resistanceVoltage calculation RPU = Pull-up resistance (2.55 k)

Example:

a) Load resistance to earth point Voltage Ux Calculated with UBAT = 28 V

2 kΩ 12.30 V5 kΩ 18.50 V

10 kΩ 22.30 V200 kΩ 27.65 V

b) Load resistance to plus (pull-up) in the counter unitMax. 1.8 kΩ permissible, since the output stage is specified for I0 = 18 mA.



Notes on cabling

The entire engine cabling up to the 35-pole engine interface X337 is contained in the MAN extent ofdelivery.

If you are providing the vehicle cabling from interface X337 onwards yourself, proceed as shown in therelevant circuit diagram (see Appendix). For EMC reasons 2 ferrite rings have to be included in anycase for MS6.4 stage 2. The overall cable length from the control rack (Y130) of the injection pump tothe control unit (A142) must not be more than 6 metres, as otherwise the required capacity reserve ofapprox. 300 pF can no longer be guaranteed.

The engine interface is to be attached to the vehicle, and the cable harness is to be additionally fastenedin brackets at a distance of 150–200 mm from and on both sides of the plug connection.The relevant cable routing (kinks, moisture etc.) is to be learned from the job instruction (see Appendix).

.

7.1 Testing the EDC components (installation and functioning)

7.1.1 First-time installation

The EDC engine is to be installed by the vehicle manufacturer according to the EDC installation directiveand be checked with the aid of a list of checking procedures (see Appendix), if necessary with MAN sup-port. MAN will then grant installation clearance on the basis of this list of checking procedures.

7.1.2 Series production

Series production is

• to comply with the EDC installation directive

• to be performed according to the first-time installation including the modifications made during thecommissioning of the first engine installed.

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

6. Installation instructions

7. Installation inspection

connection (X337). For the cabling on the vehicle the use ofNOTE: Engine and MAN cabling are checked up to the 35-pole plug

MAN cable harnesses is recommended. These are available in

.different lengths.



Before the vehicle is handed over to the customer, the following measures are necessary in this se-quence:

• Reading out the fault memory

• Eliminating the faults which may have occurred

• Deleting the fault memory

This procedure ensures that faults which occurred during commissioning at the manufacturer's are nolonger stored in the fault memory after delivery of the vehicle to the customer.

7.2 EMC testing

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

7.3 End-of-Line programming (EOL)

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

NOTE: Modifications deviating from the initial installation are to be clearedby MAN. The vehicle manufacturer is responsible for the installationquality.


MS5 stage 5 und MS6.4 stage 2

First editon September 2000 Appendix

B

8.1 Overview of EURO 3 engines /Job instruction for cable routing

8.2 MS5 stage 5

Pin configuration

Circuit diagram / switching examples

Testing protocol for installation inspection

8.3 MS6.4 stage 2

Pin configuration

Circuit diagram / switching examples

Testing protocol for installation inspection

8. Appendices


First edition September 2000 Appendix 1

Overview of EURO 3 engines

Engine model Software stage

MS5.5 MS6.4

D 0 834 LOH 01 x

D 0 834 LOH 02 x

D 0 834 LFL 02 x

D 0 834 LFL 03 x

D 0 836 LOH 02 x

D 0 836 LOH 03 x

D 0 836 LUH 01 x

D 0 836 LUH 02 x

D 0 836 LFL 02 x

D 0 836 LFL 03 x

D 0 836 LFL 05 x

D 0 836 LF 03 x

D 0 836 LF 04 x

D 0 836 LF 05 x

D 2866 LOH 27 x

D 2866 LOH 28 x

D 2866 LOH 29 x

D 2866 LUH 23 x

D 2866 LUH 24 x

D 2866 LUH 25 x

D 2866 LUH 30 x

D 2866 LF 23 x

D 2866 LF 24 x

D 2866 LF 25 x

D 2876 LOH 02 x

D 2876 LF 03 x


First Edition September 2000 Appendix 2 a Page 1 of 2

Pin configuration MS 5 stage 5

Pin Section(mm²)

Complete designation Abbre-viations

1 2.5 Quantity adjuster triggering MES-0

2 2.5 Quantity adjuster triggering MES-0

3 2.5 Initial stroke triggering VHS-0

4 2.5 Initial stroke triggering VHS-0

5 1.5 Engine brake adjuster MBR-1

6 1.5 Pedal value transmitter > threshold LEB-1

7 1.5 Exhaust gas return adjuster ARS-1

8 1.5 Heavy-transport. high-speed limiterSHGB-1

9 1.0 Control rod travel pick-up, measuring coil RWG-M

10 1.0 Control rod travel pick-up, reference coil RWG-R

11 1.0 Control rod travel pick-up, central tap RWG-Y

12 ----- -------------------------------------------

13 1.0 Sensor mass GND-A

14 1.5 Electrical cut-off EAB-1

15 2.5 +UBAT via main relay BAT+

16 2.5 +UBAT via main relay BAT+

17 1.0 Needle movement sensor mass NBFO/HZGO

18 2.5 -UBAT BAT-

19 2.5 -UBAT BAT-

20 1.0 Diagnosis lamp DIA-B

21 1.0 Speed transmitter signal DZG1

22 1.0 Auxiliary speed transmitter signal HZG1

23 1.0 Intermediate speed control 1 ZDR1-E

24 1.0 Exhaust gas recirculation - end switch signal ARS-E

25 1.0 Function mode switch FGR/FGB FMS-E

26 1.0 Clutch switch signal KUP-E

27 1.0 Pedal value transmitter signal PWG1

28 1.0 Speed signal output TDS-A

29 1.0 Multiplex signal output MPS-A


First Edition September 2000 Appendix 2 a Page 2 of 2

Pin configuration MS 5 stage 5

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

Pin Section(mm²) Complete designation Abbre-

viations

30 1.0* Controller area network (low) CAN-L

31 1.0* Controller area network (high) CAN-H

32 1.0 Needle movement sensor signal NBF1

33 1.0 Boost pressure sensor LDF2

34 1.0 Fuel temperature sensor signal KTF1

35 1.0 Multi-stage input (torque limiter) MDB1

36 1.0 Boost pressure sensor signal LDF1

37 1.0 Driving speed limit lamp FGB1

38 ----- -------------------------------------------

39 1.0 Idle switch signal LGS-E

40 1.0 Engine stop external MST-E

41 1.0 Intermediate speed control 2 ZDR2-E

42 1.0 Engine brake signal MBR-E

43 1.0 Brake switch signal BRE-E

44 1.0 Analog driving speed control FGR1

45 1.0 Pedal value transmitter, supply PWG2

46 1.0 Main relay output HRL-0

47 1.0 Terminal 15, digit. info for control unit K15-E

48 1.0 ISO-K line in accordance with ISO protocol ISO-K

49 1.0 ISO-L line in accordance with ISO protocol ISO-L

50 1.0 Antigas signal TKS-E

51 1.0 Driving speed sensor signal FGG1

52 1.0 Pulse duration modulation - input signal PBM-E

53 1.0 Water temperature sensor signal WTF1

54 1.0 Multi-stage input maximum speed limiter HGB1

55 1.0 Air temperature sensor signal LTF1



First edition September 2000 Appendix 2 c Page 1 of 5

e

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

Engine temperature » 20°C

Do not connect up control unit, but connect up cable harness adapter

Measure resistance between Pin+ and Pin- using multi-range meter

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

Service centre .................................................... Checked by: .................................

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

Vehicle model: ................................................... Chassis no.: ................................

Engine model: ................................................... Engine no.: .................................

Injection pump: .................................................. Control unit no.: ................................

Kilometrage: ................................................... Date: ...............................

Pin+ Pin- Specified value Measured value

Control rod travel transmitter 11

11

18

18

9

10

9

10

18 – 25 Ohm

18 – 25 Ohm

>10 MOhm

>10 MOhm

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

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

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

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

Ohm

Ohm

Ohm

Ohm

Speed transmitter (DZG2 -0005) *

(DG6 -0008)

21 13 0.5 – 0.7 kOhm

0.8 – 1.0 kOhm

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

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

kOhm

Aux. speed transmitter(HZG-0006)*(DG6 -0009)

22 17 0.5 – 0.7 kOhM

0.8 – 1.0 kOhm

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

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

kOhm

kOhm

Control rack 15

18

16

3

3

4

1.2 – 2.0 Ohm

>10 MOhm

1.2 – 2.0 Ohm

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

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

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

Ohm

MOhm

Ohm

Needle movement sensor 32 17 90 – 130 Ohm .......................... Ohm

Earthing 13

17

18

19

>10 MOhm

>10 MOhm

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

..........................MOhm

MOhm

Safety relay 14 19 .......................... Ohm

EGR controlling (only Euro III) 7 18 39 – 47 Ohm ......................... Ohm

EGR feedback (only Euro III) 15 24 < 1 Ohm ......................... Ohm

CHECKLIST EDC – MS5 STAGE 5W ITHOUT EHAB




Checking fuel control rack:

• Pull off safety relay• Connect up bridge between terminals 30 and 87 in the relay socket• Measure resistance between Pin+ and Pin- using a multi-range meter

• Remove bridge again and plug in safety relay.

2. Checks while engine is running and vehicle is stationary

Engine temperature > 30°C

Measure engine speed at the following operating points

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

Pin+ Pin– Specified value Measured value

Fuel control rack 15

18

16

1

1

2

0.7 – 1.3 Ohm

>10 MOhm

0.7 – 1.3 Ohm

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

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

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

Ohm

MOhm

Ohm

Specified value Value measured Remarks MAN-CATs

Speed transmitter(DZG)

lower idleupper idle

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

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

Engine speed(Monitoring 2)

Aux. speed transmit-ter *(HZG)

lower idleupper idle

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


Auxiliary enginespeed(Monitoring 2)




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

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

Pin+ Pin– Specifiedvalue [V]

Measuredvalue [V]

Remarks Speed MAN-CATs(Monitoring)

Supply for control unit(U batt)

1547

1819

U-BatU-Bat

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

.......................IdleIdle

Reference voltage(Uref)

4533

1313

4.75 – 5.254.75 – 5.25

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

.......................IdleIdle

Pedal value transmitter(PWG)

27 13 0.30 – 0.422.90 – 4.50

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

.......................PWG MinPWG Max

IdleUpper idle

0%100%

Idle switch (LGS)(NO contact)

39 13 4.50 – 5.250 – 2.00 V

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

.......................PWG MinPWG Max

IdleUpper idle

OpenClosed

Fuel temperature sensor(KTF)

34 13 4.17 – 2.62 ....................... 10 °C -50 °C Idle 10 °C - 50 °C

Water temp. sensor (WTF) 53 13 3.46 – 1.22 ....................... 30 °C - 90 °C Idle 30 °C - 90 °C

Charge-air pressure sensor(LDF)

3636

1313

0.94 – 1.201.10 – 1.40

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

.......................PWG MinPWG Max

IdleUpper idle

900-1050 mbar1000-1400 mbar

FGR operating unit 44 13 3.15 – 3.551.41 – 1.800.65 – 0.972.30 – 2.753.72 – 4.33

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

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

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

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

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

Not actuatedReturnact.SET+act.SET-act.AUSact

IdleReturn speedSpeed increas,Speed dropsIdle

NeutralMemorySET+SET-OFF

Multi-stage switch (MSS)

(Moment limiter active)

(Truck retarder actuated)

(Speed limiter active)

35 13 0.75 – 1.25

1.75 – 2.25

2.75 – 3.25

3.75 – 4.25

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

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

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

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

Pos 0

Pos 1

Pos 2

Pos 3

Idle Driving character-istics

Multi-stage switch,Pos 1



Top-speed limiter switch(HGB)

54 13 0.75 – 1.251.75 – 2.25

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

.......................Pos 0Pos 1

HGB1HGB2

Speed 1Speed 2

(2.75 – 3.253.75 – 4.25

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

.......................Pos 2Pos 3)

Not used

Braking contact switch(NO contact) ∗

43 19 0.0 – 2.0UBat

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

.......................Not actuated

ActuatedIdle Open

Closed

Clutch switch(NO contact) ∗

26 19 0.0 – 2.0U-Batt

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

.......................Not actuated

ActuatedIdle Open

Closed

Engine brake switch (MBR)(NO contact)

42 19 0.0 – 2.0UBat

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

.......................Not actuated

ActuatedIdle Open

Closedd

Engine brake control 5 19 0.0 – 2.0UBat

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

.......................Not actuated

ActuatedEng. speed

> 850rpm

FGR/FGB switch 25 13 0.0 – 2.0UBatt

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

.......................OFFON

Antigas 50 13 0.0 – 2.0UBat

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

.......................Not actuated

Actuated

Speedometer signal (FGR) 51 13 >0.6 ....................... Idle 0 km/h

Charge-air temperaturesensor (LTF)

55 13 4.2 - 2.2 ....................... 0 - 60 °C Idle




ISG functional test

Check switch-off conditions (PWG intervention, brake, clutch) in every ISG mode 0..S, if necessary re-programme them

Checking main relay

* With a delay of 0.5 to 5 secs. after the ignition has been switched off Pin 46 must switch over toUBat.

Checking safety relay (PWG max., engine running at upper idle)

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

• (max. 10 secs.)

• This may prompt the message "fuel control rack monitoring" to be entered in the faulty memory

(10 x brief flash codes)

• Switch off ignition, reconnect voltage supply up to safety relay and erase fault memory

Checking flash code diagnosis: connect up Pins 21 and 13 (short-circuit speed transmitter)

• The EDC check lamp must be ON (permanently lit); END speed is reduced

• Request flash code (connect Pins 49 and 19 for at least 2 secs or actuate diagnosis switch for at

least 2 seconds but not for more than 10 seconds)

• The flash code for speed transmitter defect must be emitted (4 x brief flash codes) or

• Read out fault memory (current speed transmitter defect) with the aid of MAN-CATs

• Disconnect Pin 21 from 13

• Erase fault memory (via switch MAN-CATs)

Pin 23[V]

Pin 41[V]

ISG Pos.

0 0 ISG speed S 0

24 0 ISG speed 1 1

0 24 ISG speed 2 2

24 24 ISG speed 3 3

Pin+ Pin- Specifiedvalue [V]

Measured value[V]

Remarks

Main relay ∗ 47

46_

18

18_

UBat0 V0 VUBat

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

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

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

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

Ignition ONIgnition OFFIgnition ONIgnition OFF




Checking capacity reserve of resonant circuit of control rod travel transmitter:

• Connect up decade capacitor between Pins 11 and 13 (to cable harness adapter)

• Add auxiliary capacity until engine stops starting

• Ascertain value:

set-point value > 300 pF without cable harness adapter

the capacity of the RB cable harness adapter: approx. 100 pF

3. Checking while vehicle is in motion

Checking cruise control

• Drive at v > 40 km/h with cruise control

• After change of gears and actuation of the MEMORY switch the last speed must be reset

Checking brake switch monitoring

• Interrupt Pin 43

• Drastically decelerate vehicle in cruise control operation

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

• It must be possible to reactivate cruise control only after the ignition has been switched off

• Reconnect Pin 43

Erasing fault memory

After completion of the checks the fault memory must be erased via the switch. After the ignition hasbeen switched on again no fault must be stored in the memory; otherwise the fault must be ascer-tained and eliminated according to the troubleshooting plan.


First edition September 2000 Appendix 3 a Page 1 of 4

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

PinSection

mm2Complete designation Abbre-

viation

A01 1.0 Speed sensor signal DZG1

A02 --------- -----------------------

A03 --------- -----------------------

A04 --------- -----------------------

A05 1.0 Water temperature sensor, sensor mass WTFO

A06 1.0 Reserve analog sensor, sensor mass AN010

A07 --------- -----------------------

A08 --------- -----------------------

A09 --------- -----------------------

A10 --------- -----------------------

A11 --------- -----------------------

A12 1.0 Boost pressure sensor signal LDF1

A13 1.0 Speed transmitter, sensor mass DZG0

A14 --------- -----------------------

A15 1.0 Needle movement sensor, sensor mass NBF0

A16 --------- -----------------------

A17 1.0 Boost pressure sensor, sensor mass LDF0

A18 1.5 Engine brake adjuster MBR-1

A19 --------- -----------------------

A20 1.0 Quantity - solenoid valve cut-off MAB-A

A21 --------- -----------------------

A22 1.0 Water temperature sensor signal WTF1

A23 1.0 Boost pressure sensor, supply LDF2

A24 1.0* Control area network 2, low CAN2-L

A25 --------- -----------------------

A26 --------- -----------------------

A27 1.0* Controller area network 2, high CAN2-H

A28 --------- -----------------------

A29 1.0 Needle movement sensor signal NBF1



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

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

PinSection


viation

A30 --------- -----------------------

A31 --------- -----------------------

A32 1.5 Pedal value transmitter dependent ad-juster ((PVT>threshold) brake controlunit

PWG-1

A33 1.0 PVT idle switch output signal (PSG) LGS-A

A34 --------- -----------------------

A35 1.0 Digitalised crankshaft speed outputsignal (PSG)

DZG-A



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

PinSection


viation.

B01 2.5 -UBAT BAT-

B02 2.5 -UBAT BAT-

B03 2.5 +UBAT - via main relay BAT+

B04 2.5 +UBAT - via main relay BAT+

B05 1.0 Digitalised crankshaft speed outputsignal

TDS-A

B06 1.0 Diagnosis lamp DIA-1

B07 1.0 Multiplex signal output MPS-A

B08 1.0 Analog driving speed control element FGR1

B09 1.0 CAN1-screen, mass for torque limitersignal, driving speed control and idleswitch signal

CAN10

B10 1.0 Driving speed control element, controlLED

FGB-1

B11 1.0* Control area network 1 (low) CAN1-L

B12 1.0* Control area network 1 (high) CAN1-H

B13 1.0 ISO-K line in accordance with ISOprotocol

ISO-K

B14 1.0 Engine brake switch input signal MBR-E

B15 1.0 Terminal 15, digit. info for control unit K15-E

B16 1.0 Pedal value transmitter, supply PWG2

B17 1.0 Idle switch input signal LGS-E

B18 1.0 Solenoid valve cut-off relay MAR-1

B19 1.0 Multi-stage input for maximum speedlimiter

HBG1

B20 1.0 Clutch switch signal KUP-E

B21 1.0 Idle request signal LLA-E

B22 1.0 Function mode switch FGR/FGB FMS-E

B23 1.0 Pedal value transmitter signal PWG1

B24 1.0 ISO-L line in accordance with ISOprotocol

ISO-l

B25 1.0 Idle switch output signal (gearbox con-trol)

LGS-A

B26 1.0 Brake switch signal BRE-E



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

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

PinSection


viation.

B27 1.0 Main relay, output HR-0

B28 1.0 Torque limiter signal MDB1

B29 1.0 Driving speed transmitter signal FGG1

B30 1.0 Pulse duration modulation input signal PBM-E

B31 --------- -----------------------

B32 1.0 Intermediate speed regulation 1 ZDR1-E

B33 1.0 Intermediate speed regulation 2 ZDR2-E

B34 1.0 Stop external signal (engine stop signal) STP-E

B35 1.0 Pedal value transmitter, sensor mass PWG0



1. Check while engine is stationary

Engine temperature > 20° C

Switch ignition OFF

Disconnect engine control unit

Connect cable harness adapter to engine control unit

Measure resistance between the following Pins

Connect to engine control unit

Connect cable harness adapter to VP 44 between pump and cable harness

Switch on ignition

Measure voltage between Pins

Service centre ..................................... Checked by: ..............................

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

Vehicle model: ...................................... Chassis no.: ..............................

Engine model: ...................................... Engine no.: ...............................

Injection pump: ..................................... Control unit no.: ..............................

Kilometrage: ...................................... Date: ...............................

Pin Pin Specified value Actual value

CAN PSG A 24 A 27 ~ 120 Ohm

Speed transmitter (DZG) A 1 A 13 770 – 1000 Ohm

Needle movement sensor (NBF) A 29 A 15 65 – 160 Ohm

Solenoid-valve switch-off relayMAN standard relay

B 18 B 1 180 – 250 Ohm

CAN 1 B 11 B 12 ~ 120 Ohm

CHECKLIST EDC – MS6.4 STAGE 2WITHOUT EHAB



2. Checks while engine is running and vehicle is stationary

Engine temperature > 30°C

Connect cable harness adapter to engine control unit

Measuring engine speed

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

Pin Pin Specified

valuet

Actual value

Voltage supply for pump control unit

(from cable harness adapter for VP44)

Bat+ Bat– UBat

Specified value Measured Value Remarks MAN-Cats(Monitoring)

Speed transmitter(DZG)

Lower idleUpper idle


Speed transmitter *in pump (IWZ)

Lower idleUpper idle


Pin + Pin– Specifiedvalue

[V]

Measuredvalue [V]

Remarks Enginespeed

MAN-CATS(Monitoring)

Control unit supplyMS 6.4

B15B3

B15

B1B2B27

UBat

UBat

UBat

IdleIdleIdle

Pedal value trans-mitter (PWG)

B23 B35 0.30 – 0.422.90 – 4.50

PWG MinPWG Max

low. idleup. idle

0%100%

Idle switch(LGS)

B17 B9 2.8 – 5 V0 – 1.8 V

PWG MinPWG Max

low. idleup. idle

OpenClosed

Water tempera-ture sensor (WTF)

A22 A5 3.0 – 1.15 30 – 90 °C low. idle 30 – 90 °C

Charge-air pres-sure sensor (LDF)

A12 A17 0.95 – 1.121.00 – 1.52

PWG MinPWG Max

low. idleup. idle

900 – 1050 mbar1000 – 1400 mbar

FGR operating unit B8 B9 3.35 – 3.741.6 – 2.0

0.83 – 1.21

2.53 – 2.97

4.18 – 4.53

Not actuatedReturnSet+

Set-

OFF

low. idleReturn

Eng.speedincreases

Eng.speeddropsIdle

NeutralMemory

Set+

Set-

OFF



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

∗ Check only if unit is fitted

∗∗ Contacts must be made before clutch or brake are effective (max 20 mm pedal travel) and have to be reopened before concealed position

Pin + Pin– Specified

value [V]

Measured-

value [V]

Remarks Engine

speed

MAN–Cats

(Monitoring)

Multi-stageswitch (MSS) *

B28 B35 0.75 – 1.25

1.75 – 2.25

2.75 – 3.25

3.75 – 4.25

Pos 0

Pos 1

Pos 2

Pos 3

Idle Driving characteristics

Torque limiting

Retarder active

Function for reducing

the k-value

Top-speedlimiter switch *

B19 B35 0.75 – 1.25

1.75 – 2.25

2.75 – 3.25

3.75 – 4.25

Pos 0

Pos 1

Pos 2

Pos 3

Idle

not

used

Speed 1

Speed 2

Braking con-

tact switch ∗∗B26 B2 0 – 1 V

UBat

Not Actuated

Actuated

Idle Open

Closed

Clutchswitch **

B20 B2 0 – 2 V

UBat

Not Actuated

Actuated

Idle Open

Closed

Engine brakeswitch

B14 B2 0 – 1 V

UBat

Not Actuated

Actuated

Idle Open

Closed

Engine brakecontrol

A18 B2 0 – 2 V

UBat

Not Actuated

Actuated

Idle

Eng.

speed >

800 rpm

FGR-/FGB-

switch ∗B22 B2 0 – 2 V

UBat

FGR

FGB

Idle

Idle request ∗ B21 B2 0 – 2 V

UBat

Not Actuated

Actuated

Idle Open

Closed

Speedometersignal

B29 B2 > 0.6 V Idle

Engine stop

switch ∗B34 B2 0 – 2 V

UBat

Not Actuated

Actuated

Idle Open

Closed

PWG >

threshold ∗A32 B2 u

UBat

PWG Min

PWG Max

Idle switch out-put

B25 B2 < 1.4 V

UBat

PWG Min

PWG Max



ISG functional test:

Checking switch-off conditions (actuation of brake, clutch and PWG)

Checking control of main relay, MAR and MAB:

Checking solenoid valve switch-off:

• Run engine at upper idle

• Interrupt voltage supply to relay (pull off Pin B18)

• Engine must stop after max. 10 secs

• Switch off ignition, reconnect voltage supply

PIN B32vsB2

PIN B33vs

B2

Engine speed ISG Pos

Set-point Actual Set-point Actual

0 0 ISG speed S 0

UBat 0 ISG speed 1 1

0 UBat ISG speed 2 2

UBat UBat ISG speedl 3 3

Pin + Pin – Set value Measured

value

Remarks

B15 B2 UBat Ignition ON

0V Ignition OFF

B27 B2 0V Ignition ON

UBat Ignition OFF

B18 B2 0V Ignition OFF

UBat Ignition ON

B3 A20 UBat Ignition ON



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

• The EDC check lamp must be ON (permanently lit); END speed is reduced

• Request flash code (connect Pins B24 and B2 for at least 2 seconds, do not actuate for more

than 10 seconds)

• The flash code for speed transmitter defect must be emitted (4 x brief flash codes) or read out

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

• Disconnect Pin B24 from Pin B2

• Erase fault memory

• Switch:

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

• MAN-CATS

3. Checking while vehicle is in motion

Checking cruise control

• Drive at v > 25 km/h with cruise control

• After change of gears and actuation of the MEMORY switch the last speed must be reset

Checking brake switch monitoring

• Interrupt Pin B26

• Drastically decelerate vehicle in cruise control operation

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

• Cruise control is only to be reactivated after ignition has been switched off

• Reconnect Pin B26

Erasing fault memory

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

Installation directive EDC · 2019. 10. 11. · The EDC unit controls the injection quantity and...

Documents

Transcript of Installation directive EDC · 2019. 10. 11. · The EDC unit controls the injection quantity and...