EMR3 System Description 091107

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EMR3 System description


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Systembeschreibung

EMR3

by DEUTZ AG

Das elektronische Motorregelsystem EMR3 lst dieSysteme EMR1,2 und MVS ab. Fr dieDEUTZ-Motor-Baureihe 2011/12 bleibt das EMR2-Systemvorlufig 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.


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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 writtenpermission 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

Publisher

Special thanks to:

All collegues of DEUTZ AG

Managing Editor

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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


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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 nderungen, Erweiterungen oder Verbesserungen wnschen, bitten wir um eine entsprechende

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

Im Voraus bedanken wir uns fr Ihre Untersttzung.

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.


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1 EMR3 System description

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1 EMR3

1.1 Foreword

1.2 Important notes

Binding documentation

This document serves for a detailed explanation and illustration of the structure 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. The

appropriate 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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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.


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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.


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DEUTZ ROAD-MAP for EMR3-Systems


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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 outputso digital (means ON-OFF signals and PDM signals)o analogue (continous signals, inputs only)

communication portso 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( its like the BIOS in a PC - DEUTZ calling: "BSW")o application data( its like an office-program on a PC - DEUTZ calling: "dataset")o manufacturing data (its 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.

Its forbidden to exchange EMR3-ECUs (with or without barcodelabel), that dont match with the DEUTZ-engine-number.


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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 in

accordance 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 controlo 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 speedo Set point inputo 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 applicationso Torque limitation

o Up to three top curves can be set independently

o Droopo Constant, variable or switchable droop

o Engine Start/Stopo 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-engineo Boostpressure (LDA) function

o Smoke limitationo Temperature-dependent start control

o Improving the starting ability, gentle cold start without smoke ejectiono Altitude correction

o Engine and turbo charger protection

o Fuel volume correctiono Compensation for fuel heating

o Emergency running (limp home mode)o Emergency running after failure of set point signal (e.g. using accelerator pedal), the charge air sensor

or the vehicle speed signalo Selection of cold start aid


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o ECU controls a heating flange or the glow plugs or the flame heatingo Data communication

o Interfaces, diagnostics and programmingo Output of fault fault blink codes

o Simplified fault diagnosis


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DEUTZ-Labeling EMR3-E EMR3-S

Label of manufacturer ED 7 UC 31 ED 16 UC 40

engine types TCD 2015 TCD 2012 2VTCD 2013 2VTCD 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)


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


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

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


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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 = ECU 20 = switchable function(eg. fixed speed 1-2, droop 1-2 etc.)

14 = Battery (clamp 31, 30)

22 = Diagnosis button 19 = clutch switch

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


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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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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. The

following hardware and signals can be monitored.Sensors

Coolant 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). Thewarning- 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


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that is not monitored could not be evaluated.


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1.4.3 Diagnosis functions

The EMR3-Ecus 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 inDiagnosis 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.).


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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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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 diagnosis

software 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 1939

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


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CAN-Bus interfaceo Baud-Rate: 250 kBit/so Several scopes of CAN-functionalities availableo All source adresses and priorities are fixed for every single message like SAE

J1939-protocol.

o After Power up of he ECU the diagnosis starts with a delay of 10 seconds.o Dignosis interrupts for 30s if battery-voltage drops under 9 Volt.o Data FFh tells: not definedo 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 PLDData 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 can

be received from any node on the BUS. The PDUS Byte of Multi package Transport Protocol got the Value FF by automatically send.

Otherwise it will include the identifier of the request Node. The priority, resolution, repetition rate and all other information is outlined in the CAN

Specification for EMR3 and this Documentation.

Receive Messages:

Pos.

Name DLC J1939 Identifier Repetition

Identifier

BytePriority3 Bit

Reserved1 Bit

DataPage1 Bit(P+R+DP)

PDUF1Byte

PDUS1Byte

SourceAddress1 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

3 Delete active Error(DM11)

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

4Delete Passive Error(DM3)

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


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Transmit Messages:

Pos.

Name DLC J1939 Identifier Repetition

Identifier

Byte Priority3 Bit

Reserved1 Bit

DataPage1 Bit(P+R+DP)

PDUF1 Byte

PDUS1Byte

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

27 Frese FrameParameter (DM4)

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


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28 Passive 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) EBFF03

0 18 EB xx 00

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


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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.


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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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pin assignment

A Battery minus (-)

B Battery plus (+)

K ISO 9141 K-Line Diagnosis

L ISO 9141 L-Line DiagnosisM 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


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1.5.2.2 Main relayThe 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 offthe 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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EXAMPLE:


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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 mm, 1.5mm, 0.75 mm

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


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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 UGndconnected

D2.2.15Signalinput, analog, mit Pullup-Widerstand

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, U

high

= 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

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


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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

D2.2.57

Signalinput, digital, mit Pullup-

Widerstand droop switch

Externer Schalter zu UGnd,

Rup= 5 kW, Ulow= 2,2 V,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 UGndconnected


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

W


velocity sensor Externer Schalter zu UBat,


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

V, Uhigh= 3,7 V

D2.2.53 power supply () velocity sensorr Intern mit UGndconnected

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

Imax= 50 mA, fmax5kHz,

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 UGndconnected

D2.2.73 power supply (+) fan controlR > 30 Wbei 24 VR > 10,6 Wbei 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 UGndconnected

D2.2.32 Signalinput, analog, mit Pullup-Widerstand

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

D2.2.39power supply ()

PDM-output

(customerspecific)Intern mit U

Gndconnected

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


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sensor(customerspecific)

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

D2.2.37 power supply ()sensor(customerspecific)

Intern mit UGndconnected.

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

D2.2.62 Kommunikation, CAN high

D2.2.60 Kommunikation, CAN low CAN-Bus 1, frDiagnosisD2.2.82 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 UGndconnected

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 UGndconnected

D2.1.58Signalinput, analog, mit Pullup-

Widerstand

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 Wbei 24 VR > 14 Wbei 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

fr 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,fr 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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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 UGndconnected

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 UGndconnected

D2.1.43Signalinput, analog, mit Pullup-

Widerstandrail pressure sensor U

In

= 0...5 V, R

up

= 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


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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


D2.1.31 power supply () Injektor 2Y15.

2DCR, 4 und 6 Zylinder


3



4DCR, 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 fuel

injectors.

Pin assignment


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D2.1.78

GND reference forsensors and actuators.

Accelerator pedalposition sensor1 ground

Connected to UGNDinside of ECU.

D2.1.79

Analog input (withpulldown resistor)

Accelerator pedalposition 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 external

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

D2.1.60

Sensor supply Accelerator pedalposition sensor 2supply

VOUT= 5V

D2.1.59


Accelerator pedalposition sensor2 ground


D2.1.61

Analog input (withpulldown resistor)

Accelerator pedalposition 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,

Rup= 100 kOhm, Ulow=

2,4V, Uhigh= 3,6V

D2.1.50


Multiple stateor digital switch (speedsetpoint) ground


D2.1.43

Analog input (withpullup resistor)

Multiple stateor digital switch (speedsetpoint) signal

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

D2.1.65


Multiple stateor digitalswitch (Torque/droopswitch) ground


D2.1.62


Multiple stateor digitalswitch (Torque/droopswitch) signal


D2.1.76


Multiple state ordigital switch(controllermode, power boost)ground


D2.1.44


Multiple stateor digitalswitch (controllermode, power boost) signal


D2.1.29


Digital switchinput ground Connected to UGNDinside of ECU.

D2.1.32

Digital input (withpullup Resistor)

Overrideswitch 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,

Rup= 100 kOhm, Ulow=

2,3V, Uhigh= 3,6VD2.1.

86

Digital input (withpullup resistor)

Droop choiceswitch Digital input externalswitch to GND,

Rup= 5 kOhm, Ulow=4,6V, Uhigh= 8,7V

D2.1.21

Power output high Supplydigital swiches VOUT= UBAT,IMAX= 10 A

D2.1.41

Digtal input (withpulldown resistor)

Engine Stop-switch Digital input externalswitch to UBAT,


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

D2.1.49


Parking brakeoptional redundantbrake switch

Digital input externalswitch to UBAT,


D2.1.66

Digital input (withpulldown Resistor)

Gear switch Digital input externalswitch to UBAT,


D2.1.42


Air filterdifferential pressureswitch

Digital input externalswitch to UBAT,

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

Uhigh> 0,68xUBAT

D2.1.47

Digital input (withpulldown resistor)

Engine brakeswitch Digital input externalswitch to UBAT,


D2.1.74


Engine startswitch Digital input externalswitch to UBAT,


Uhigh> 0,68xUBAT

D2.1.85


Oil-Level switch Digital input externalswitch to UBAT,


Uhigh> 0,68xUBAT

D2.1.21

Power output high Supplydigital switches VOUT= UBAT,IMAX= 10 A

D2.1.31


Speed switch (+) Digital input externalswitch to UBAT,


Uhigh> 0,68xUBAT

D2.1.64


Speed switch (-) Digital input externalswitch to UBAT,


Uhigh> 0,68xUBAT

D2.1.46


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


Uhigh> 0,68xUBAT

D2.1.70


Vehicle speed sensor ground Connected to UGNDinside of ECU.

D2.1.71

Digital input withcomparator

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


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fmax= 5 kHz

D2.1.33

Digital output withpullup resistor(small

signal), switch to GND,PDM Output

Engine speed outputsignal 50mAfmax 5kHz

Standard: 60 pulse perrev.

D2.1.22

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

inrush current 0,9A

D2.1.30

Power switching outputlow side to GND

Diagnostic lampLS

D2.1.13

Power output UBat+ Battery plusoutput forwarninglamps

VOUT= UBAT,IMAX= 10 A

D2.1.20


Warning oil pressure/levellamp 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 0,9AD2.1.

39


Warning coolant temp/levellampLS


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 relayHS

D2.1.68

Sensor supply Fan speedsensor supply VOUT= 5V

D2.1.67


Fan speedsensor ground Connected to UGNDinside of ECU.

D2.1.69

Digital input Fan speedsensor 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 controlactuator LS

D2.1.24


Exhaust gasor cylinder head temperaturesensorground



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flame start available

D2.2.05

GND reference forsensors actuators.

External EGR or Fuelvalve for flame startactuator ground


D2.2.03

Digital output HS (UBATvia internal main relay)

Battery supplyoutput (HS) UBat

D2.2.06

Power switching outputlow-side to GND Engine brake flapactuator LS Rmin > 42 Ohm@24VRmin >14 Ohm@12VLmax < 480mH @12V

D2.2.10


Camshaft speed sensorground Connected to UGNDinside 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


Crankshaftspeedsensor ground Connected to UGNDinside of ECU.

D2.2.23


for engine speedsensor signal.

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

D2.2.12


Railfuel pressureor crank case pressuresensor ground


D2.2.13

Sensor supply Rail fuel pressureor crank case pressuresensor supply(G3)

VOUT= 5V, max 50mA

D2.2.14


Railfuel pressureor crank case pressuresensor signal


D2.2.15


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

D2.2.26


Coolant temperaturesensorground


D2.2.16

Analog output / sensorsupply

Low fuel pressuresensor supply(G2)

VOUT= 5V

D2.2.18


Low fuel pressure sensor ground Connected to UGNDinside of ECU.

D2.2.22


Lowfuel pressuresensor signal Analog input, UIN= 0 ...5 V, Rup= 6,81 kOhm

D2.2.18


Fuel temperaturesensor ground Connected to UGNDinside of ECU.

D2.2.35


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

D2.2.17

GND reference for

sensors actuators.Customer temp. 1(gear box oil)ground


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 pressuresensor signal Analog input, UIN= 0 ...5 V, Rup= 6,81 kOhm

D2.2. GND reference for Oil pressuresensor ground Connected to UGND


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24 sensors actuators. inside of ECU.

D2.2.24


Water in fuelsensor ground Connected to UGNDinside of ECU.

D2.2.28


Water in fuelsensor 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


D2.2.34


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

D2.2.36


Boost air temperaturesensorsignal


D2.2.03

Digital output HS (UBATvia internal main relay)


D2.2.

05


External EGR or Fuelvalve for

flame start actuator ground

Connected to UGND

inside of ECU.D2.2.

11

Digital output / PWM(small signal), switch

to GND

External EGRactuatorLS max. 50mA, 200Hz

D2.2.02


Engine stopand reserve switchground


D2.2.21


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

D2.2.20


Reservepulse input ground Connected to UGNDinside of ECU.

D2.2.30


for engine speed

sensor signal.

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

D2.2.01

Power switching outputlow-side to GND

Engine brake internal orIEGRactuator 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


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Pin Pintype / Signaltype Function / component remark / technical data

D2.1.80 Digital input (with pullupresistor)

Low idle switch, throttle 2

Digital input external switch toGND,

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

D2.1.50 GND reference forsensors and actuators.Multiple stateor digital switch (speedsetpoint) ground Connected to U

GNDinside ofECU.

D2.1.43 Analog input (with pullupresistor)

Multiple stateor digital switch (speed setpoint)signal

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

D2.1.65 GND reference forsensors and actuators.

Multiple stateor digitalswitch (Torque/droopswitch) ground

Connected to UGNDinside ofECU.


Multiple stateor digitalswitch (Torque/droopswitch) signal



Multiple state ordigital switch(controller mode,power boost)ground



Multiple stateor digitalswitch (controllermode,power boost) signal


D2.1.29 GND reference forsensors and actuators. Digital switchinput ground


D2.1.32 Digital input (with pullupResistor)

Overrideswitch


Rup= 4,1 kOhm, U low= 2,2V,Uhigh= 3,8V

D2.1.55 Digtal input (with pullupresistor)

Coolant level switch


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


Droop choiceswitch


Rup= 5 kOhm, Ulow= 4,6V, Uhigh= 8,7V

D2.1.21 Power output high Supplydigital 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, U low=2,2V, Uhigh= 3,8V

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

switch



D2.1.66 Digital input (withpulldown Resistor)

Gear switch



D2.1.42 Digtal input (withpulldown resistor)

Air filterdifferential pressureswitch


Rdown= 4,1 kOhm, U low 0,68xUBAT

D2.1.47 Digital input (withpulldown resistor)

Engine brakeswitch




Engine startswitch




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Oil-Level switch



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


Speed switch (+)




Speed switch (-)


Rdown= 4,1 kOhm, Ulow 0,68xUBAT


Speed switch (hold/resume)



D2.1.70 GND reference forsensors and actuators. Vehicle speed sensor ground


D2.1.71 Digital input withcomparator Vehicle speedsensor 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 outputsignal

50mAfmax 5kHz

Standard: 60 pulse per rev.

D2.1.22 Power output UBat+Diagnostic lamp supplyHS


inrush current 0,9A

D2.1.30 Power switching outputlow side to GND Diagnostic lampLS

D2.1.13 Power output UBat+ Battery plusoutput forwarning lamps VOUT= UBAT,IMAX= 10 A

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


Inrush current 0,9A

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


inrush current 0,9AD2.1.56 Power switching output

low side to GND Engine running/warning boost air templamp LS0,3A@12V; 4W@24V

nominal 0,3Ainrush current 0,9A

D2.1.17 Power switching outputlow side to GND Starter relay LS

Lmax=130mHImax=2A

D2.1.37 Power switching outputhigh-side to Vbat+ Starter relayHS

D2.1.68 Sensor supply Fan speedsensor supply VOUT= 5V

D2.1.67 GND reference forsensors and actuators. Fan speedsensor ground



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D2.1.69 Digital input Fan speedsensor signal fmax=1kHz

D2.1.14 Power output high

Fan control actuator HS

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

L=15...80mH

inrush current 1,9A@16V (15minutes)

fmax=300Hzfmin=15Hz

D2.1.15 Power switching outputlow side to GND Fan controlactuator LS


Exhaust gasor cylinder head temperaturesensorground


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


D2.1.28 GND reference forsensors and actuators. Oil temperaturesensor ground


D2.1.27 Analog input (with pullupresistor) Oil temperaturesensor signal


D2.1.26 Oil level sensorOil levelsensor

Signal evaluation withconstant current source

247mA

D2.1.72 GND reference forsensors and actuators. Oil levelsensor ground

Connected to UGNDinside ofECU

D2.1.23 Power switching outputlow side to GND Torque PDM output signal

IMAX= 50 mA, fMAX= 300Hz

D2.1.51 Power switching outputlow side to GND

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

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

= 130 mH

D2.1.16 Power switching outputlow side to GND Reserve 1,ActuatorLS

D2.1.81 Analog input (with pullup

resistor)

Crank case pressureor engine speedprecontrollersensor signal

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

D2.1.82 Sensor supply Crank case pressureor engine speedprecontrollersensor supply

VOUT= 5V


Crank case pressureor engine speedprecontrollersensor ground

Connected to UGNDinside 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-Linecommunication Diagnostic, programming

D2.2.03 Digital output HS (UBATvia internal main relay)


D2.2.07 Power switching outputlow-side to GND

Preheat relayactuator or glow plug forflame start LS

max. 130mHRmin > 6 Ohm @ 12V

Rmin > 16 Ohm @ 24V


Preheat senseswitch


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

D2.2.04 Analog output (UBATviainternal main relay) Fuelvalve for flame startactuator HS

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


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12V: no fuel valve for flamestart available

D2.2.05 GND reference forsensors actuators.





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

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

D2.2.10 GND reference forsensors actuators. Camshaft speed sensorground


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

signal.

Camshaft speed sensor signal

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

D2.2.19 GND reference forsensors actuators. Crankshaftspeedsensor ground


D2.2.23 Schmitt-trigger input with

threshold adaption forengine speed sensorsignal.

Crankshaftspeedsensor signal

Induktivsensor, Uin=0,2 ...

80V AC


Railfuel pressureor crank case pressure sensorground


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

VOUT= 5V, max 50mA


Railfuel pressureor crank case pressure sensorsignal


D2.2.15 Analog input (with pullupresistor) Coolant temperaturesensor signal


D2.2.26 GND reference forsensors actuators. Coolant temperaturesensor ground


D2.2.16 Analog output / sensor

supply Low fuel pressuresensor supply(G2)

VOUT= 5V

D2.2.18 GND reference forsensors actuators. Low fuel pressure sensor ground


D2.2.22 Analog input (with pullupresistor) Lowfuel pressuresensor signal


D2.2.18 GND reference forsensors actuators. Fuel temperaturesensor ground


D2.2.35 Analog input (with pullupresistor) Fuel temperaturesensor signal


D2.2.17 GND reference forsensors actuators. Customer temp. 1(gear box oil) ground


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


D2.2.32 Sensor supply Oil pressure sensor supply(G2) VOUT= 5VD2.2.27 Analog input (with pullup

resistor) Oil pressuresensor signalAnalog input, UIN= 0 ... 5 V, R

up= 6,81 kOhm

D2.2.24 GND reference forsensors actuators. Oil pressuresensor ground


D2.2.24 GND reference forsensors actuators. Water in fuelsensor ground


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


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


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D2.2.25 GND reference forsensors actuators. Boost air pressure/temp.sensor ground


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


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



Battery supplyoutput (HS)UBat




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

GNDExternal EGRactuatorLS

max. 50mA, 200Hz

D2.2.02 GND reference forsensors actuators. Engine stopand reserve switch ground


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


D2.2.20GND reference forsensors actuators. Reservepulse input ground

Connected to UGND

inside ofECU.

D2.2.30 Schmitt-trigger input withthreshold adaption forengine speed sensor

signal.

Reservepulse input signal

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

D2.2.01Power switching output

low-side to GND Engine brake internal orIEGR 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) supplyHS

VOUT= UBAT,IMAX= 1,3 A

D2.3.10 Power switching outputlow-side to GND Fuel metering unit (MPROP)LS


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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.


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Example: engineside TCD 6V 2015 with EDC 7


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Example: engineside TCD 2013 L6 4V with EDC7


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Example: engineside TCD 2012 L6 2V mwithEDC16


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Example: vehicle side EDC16


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Example: vehicle side EDC16 and glowplug


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Example: vehicle side EDC16 and heater


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Example: vehicle side with EDC7


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1.6 Service tasks

The engine control unit of the EMR3 system operates with a much greater number of arithmetic

values (incl. measured values) and parameters, than its predecessor. As a comparison: approx.600 parameters were stored in the EMR2 and 9,000 in the EMR3. Since only a small number 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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1.6.3 Setting Droop 1

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


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1.6.5 Setting fixed speed

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


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1.6.6 Setting emergency speed

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


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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.


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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.


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Put in the wanted files.

Caution : In this mode the Service-Tool SerDia2000doesnt 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 thoseECUs.


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Disturbing the communication may have different reasons. bad wiring loose contact too long wiring bad USB-cable (length< 2m) too high Baudrate (default is 57 600 Bits/sec) corrupted file

The following message is shown, when the basic initialisation (old dataset programming, store oldcounter values , EEPROM init, erase errormemory) was not finished correctly. In this case the

user has to do the above mentioned precesses by hand.


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EMR3 System Description 091107

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