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Foreword

Dear Customer
These instructions are intended to help you properly carry out repairs on the electronically controlled diesel
injection system described in this document.
In writing these instructions, we have assumed that you have the necessary knowledge of control systems
for working on and with the electronic diesel control.

Best regards
MAN Truck & Bus AG
Nuremberg Plant

Since our products are in continuous development, we reserve the right to make technical modifications.

© 2011 MAN Truck & Bus AG


Reprint, duplication or translation, as a whole or in part without the written approval of MAN is prohibited.
MAN reserves all rights accorded by the relevant laws on copyright.

EMDGG Technical status: 10.2001 51.99598−8043

1
Contents

Safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Electronic diesel control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
System description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Component description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Control unit plug connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Injection pump − V engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Electromagnetic fuel volume regulator − V engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
MS 5 injection pump − In-line engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
MS 5 Electromagnetic fuel volume regulator − in-line engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Control-slider adjusting mechanism − in-line engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Electrohydraulic shut-off device EHAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Pedal travel sensor or 4−20 mA throttle lever signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Charge-air, coolant and fuel temperature sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Boost pressure sensor (51.27421−0180) Electronic pressure sensor . . . . . . . . . . . . . . . . . . . . . . . . . . 21
RPM sensor (51.27120−0008 / −0009) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Injector and needle movement sensor (51.10100−7455) in-line engine only . . . . . . . . . . . . . . . . . . . . 23
EDC control box (51.11615−7243) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Notes on operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Varying the idle speed − EDC control box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Self-diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Flash code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Check-list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Troubleshooting chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Troubleshooting program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Mechanical engine control with pedal travel sensor (pedal travel sensor, throttle lever signal) . . . . 38
Electric engine control with 4−20 mA throttle lever signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Charge-air temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
RPM sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Boost pressure sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Control rod position sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Coolant temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Fuel volume regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Auxiliary rpm sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Fuel temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Undervoltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Request button (brake) “Br” button on EDC control box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Engine overspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Start of injection control deviation / Pilot stroke regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Needle movement sensor (NBF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Multistage switch for engine speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
EDC control box for idle speed adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
CAN system (control unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Main relay (K1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Relay (K2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Time-lag relay (K3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Atmospheric pressure sensor (in control unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
CAN system (TSC1-FM message) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Electrohydraulic shut-off device EHAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Control unit, EEPROM processor 1 fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Control unit, EEPROM processor 2 fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
MMDS external stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Control unit (processor run-on) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Control unit watchdog run-on fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Control rod position sensor − loose contact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

2
Contents

Plug connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Engine terminal box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Location of sensors for combustion air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Location of sensors for cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Location of engine speed and fuel system sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Location of the needle movement sensor (in-line engine only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Location of fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
EDC diagnostic tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
MAN-Cats Diagnostics System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
MAN-Cats − Software Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
EDC testing with socket box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Connections: Boatyard start / stop, emergency stop, charge indication, charge-air preheating, alarms 103
Engine start / stop: Bridge / Flybridge / Engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Emergency stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Charge indication, charge-air preheater, alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Connection for electric throttle lever control with 4−20 mA output signal . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Brief description of the 4−20 mA throttle lever control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Circuit diagram for engine electrics, diagnostics unit and electric gearbox control . . . . . . . . . . . . . . . . . . 119
EDC diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Connection diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127

3
Safety information

General
Important safety regulations are summarized in this quick-reference overview and arranged by topic to ef-
fectively convey the knowledge necessary to avoid accidents causing injury, damage or environmental haz-
ard.
The engine operating manual contains further information.

Important:
Should an accident occur despite all precautionary measures, particularly one involving contact with corros-
ive acid, penetration of fuel under the skin, scalding by hot oil, antifreeze splashing into the eyes etc. you
must seek medical assistance immediately.

1. Instructions for avoiding accidents likely to cause injury

Only authorized and qualified personnel are permitted to carry out inspection, adjustment and re-
pair work

D Secure and chock vehicles to prevent the vehicle rolling

D Firmly secure units and assemblies on disassembly

D Only authorized personnel are permitted to start and operate the engine

D Do not stand too close to rotating parts while the engine is running
Wear close-fitting working clothes

D Do not touch a hot engine with bare hands:


Risk of burns

ËË
D Keep area surrounding engine, ladders and stairways free of oil and grease.
Accidents caused by slipping can have serious consequences

D Only work with tools which are in good condition. Damaged or worn spanners and
wrenches can slip off: Risk of injury

D Persons must not stand under an engine suspended on a crane hook. Keep lifting gear
in perfect condition

D Only open coolant circuit once the engine has cooled down. Follow the instructions
given under “Care and Maintenance” in the Operating Manual exactly if it is not possible
to avoid opening the coolant circuit with the engine at operating temperature

4
Safety information

D Do not tighten or loosen pipes and hoses that are under pressure (lubricant circuit,
coolant circuit and any downstream hydraulic oil circuits): Risk of injury caused by
liquids escaping under pressure

D Do not place hands under the fuel jet when checking injection nozzles.
Do not inhale fuel mist

D Always disconnect battery when working on the electrical system

D Do not use rapid charger to start the engine. Rapid charging of batteries is only per-
mitted with the positive and negative leads disconnected!

D Disconnect batteries only with the ignition turned off

D Observe manufacturer’s instructions for handling batteries.


Caution:
Battery acid is toxic and corrosive. Battery gasses are explosive

D Only use suitable measuring instruments to measure voltages! The minimum input
resistance of a measuring instrument should be 10 MΩ

D Only disconnect or connect wiring harness connectors on electronic control units with
the ignition turned off!

Disconnect batteries and connect the positive lead to the negative lead such that they are
electrically conductive before carrying out any electric welding work. Earth the welding set
as close to the weld as possible. Do not place cables of welding set parallel to electrical
lines in the vehicle.

Refer to the “Welders Code of Practice” for further accident prevention measures.

D When carrying out repaint jobs, electronic components may be subject to high tem-
peratures (max. 95°C) for only very short periods; a period of up to approx. 2 hours is
permissible at a max. temperature of 85°C, disconnect batteries

Limitation of liability for parts and accessories


In your own interest, we strongly recommend you use only accessories and original MAN parts expressly
approved by MAN for your MAN engine. The reliability, safety and suitability of these parts and accessories
have been tested specially for MAN engines. Despite us keeping a constant eye on the market, we cannot
assess and be held responsible for these properties in other products, even if they bear TÜV (German test-
ing and inspection institute) approval or any other official approval in any particular case.

Laying up or storage
Special measures must be implemented in accordance with MAN Company Standard M 3069 Part 3 if en-
gines are to be laid up or placed into storage for more than 3 months.

5
Electronic diesel control

Electronic diesel control EDC

General
The demands made by customers and the legislators in respect of fuel consumption, exhaust emission and
noise characteristics etc. on diesel engines have increased over the years and will be even more stringent
in the future.
The fact that conventional mechanical injection systems have reached their performance limits has made
electronically controlled fuel injection systems necessary.
Such systems increase engine efficiency, improve driving comfort and lessen the burden on the environ-
ment.
EDC (Electronic Diesel Control) meets these requirements.

6
System description

System description: EDC M(S) 5 V engine / EDC MS5 in-line engine (D2876 LE4..)
Engine Engine Charge-air Needle movement Boost Fuel Coolant Option: Throttle
speed 1 speed 2 temperature sensor (in-line pressure temperature temperature Pedal travel sensor lever signal
engine only)

Control unit

Engine monitoring

Idle speed setting


EHAB (red. stop)
electrohydraulic

ISO diagnosis
Power supply

warning lamp

of idle switch
Terminal 15
terminal 30

Simulation
MAN-Cats

Diagnosis

Diagnosis
request
cutout

EDC control box 51.11615−7243

The engine can be triggered


− mechanically with the pedal travel sensor or alternatively
− electrically with the 4−20 mA signal.
The controller contains
− the linear solenoid
− the control rod position transducer
The linear solenoid is actuated by the electronic control unit.
The control unit processes information which it receives via
− the control rod position transducer
− the pedal travel sensor (throttle lever signal) or from the 4−20 mA throttle lever
− boost pressure sensor
− coolant temperature sensor
− charge-air temperature sensor
− the engine speed sensors
− and the fuel temperature sensor (in the injection pump).
and in addition on the D2876 LE4 in-line engine
− the needle movement sensor
The expanded EDC control box 51.11615−7243 contains the following functions:
− EDC fault diagnosis with LED and flashcode
− Idle speed adjustment
− Conversion of 4−20 mA input signal into a voltage signal
− Galvanic separation of the 4−20 mA input signal from the EDC control unit
− Simulation of the idle switch if the 4−20 mA triggering system is used
− Isolation of the EDC engine speed signal (TDS signal from the EDC control unit)

7
System description

Communication with the MAN-Cats checking and diagnostic program is possible via an ISO interface also
integrated into the terminal box.
The control unit, whose program is adapted to the engine model concerned, determines the optimum set-
ting of the control rod and the required start of injection (only on in-line engines with MS5) from all the
measured values.
To regulate the start of injection (EDC MS5), the current injection timing is recorded by the needle move-
ment sensor in the injector holder on cylinder 1.
Start of injection is changed by means of the control-slide mechanism.
To ensure the vessel can reach the nearest workshop in the event of one or several sensors failing, an
emergency operation function is integrated in the control unit which, depending on the situation, enables
the vessel to continue on its way, albeit with restricted functions.
The idle speed is exactly maintained by means of the idle speed governor as long as the engine output is
sufficient for this. The regulated idle speed can be varied within certain limits. The idle speed is factory set
to 600 rpm. However, it can be varied within the range of 600 to 750 rpm by using the EDC control box.
Starting fuel is delivered when a lower start detection speed is exceeded. The starting fuel volume and cold
idle speed are limited as a function of the coolant temperature to avoid impermissible smoke emission and
unnecessary revving of the engine after starting.

8
Component description

Control unit plug connector


Pinouts

19 . . . . . . . . . . . . . . . . . . . . . . . 1
37 . . . . . . . . . . . . . . . . . . . . . . 20
55 . . . . . . . . . . . . . . . . . . . . . . 38

Pin assignments in the control unit plug connector

EDC Pin Connection to component (O=Output, I=Input)


1 Injection pump controller pin 8 O
Jumper to pin 2 (activation of fuel volume regulator) O
2 Jumper to pin 1 (activation of fuel-delivery regulator) O
3 V engine, not used
in-line engine D2876: Control-slide mechanism
4 V engine, not used
in-line engine D2876: Control-slide mechanism
5 Not used
6 Not used
7 Not used
8 Not used
9 Injection pump controller pin 5 (control rod position sensor, instrument coil)
10 Injection pump controller pin 1 (control rod position sensor, reference coil)
11 Injection pump controller pin 6 (control rod position sensor, centre pick-off)
12 Not used
13 Negative from control unit for (sensor ground)
− RPM sensor
− Boost pressure sensor
− Pedal travel sensor (throttle lever signal)
− Charge-air temperature sensor
− Coolant temperature sensor
− Resistor bank (in the EDC control box)
− Fuel temperature sensor
14 Electrohydraulic shut-off valve (EHAB) O
15 Control unit power supply battery + (via main relay and fuse) I
16 Control unit power supply battery + (via main relay and fuse) I
17 Earth for auxiliary rpm sensor (and needle movement sensor on in-line engine D2876)
18 Power supply battery −
19 Power supply battery −
20 EDC indicator lamp and diagnostic lamp O
21 RPM sensor (twisted with cable pin 13) I
22 Auxiliary rpm sensor (twisted with cable pin 17) I
23 ZDR E1 → Emergency running unit Em-R, terminal 12, rpm control via Em-R

9
Component description

EDC Pin Connection to component (O=Output, I=Input)


24 Not used
25 Not used
26 Not used
27 Pedal travel sensor (throttle lever) − signal
28 Engine speed signal output from control unit (square-wave pulses) O
(pin 14 − Em-R, pin 22 − EDC control box)
29 Not used
30 CAN-L − MMDS terminal 94
31 CAN-H − MMDS terminal 93
32 V engine, not used
in-line engine D2876 : Needle movement sensor (signal)
33 Boost pressure sensor (supply) − pin 2 on the boost pressure sensor O
34 Fuel temperature sensor
35 To the EDC control box, pin 11, with resistors for reduction in the event of external faults
36 Boost pressure sensor (signal) pin 1 on the boost pressure sensor I
37 Not used
38 Not used
39 Pedal travel sensor (idle speed switch)
40 Not used
41 ZDR E2 → Emergency running unit Em-R, terminal 13, rpm control via Em-R
42 Not used
43 Request button (brake) − pin 7 in the EDC control box I
44 Idle speed adjustment − pin 5 in the EDC control box
45 Pedal travel sensor (supply)
46 Relay for voltage supply (main relay) K1 coil O
47 Ignition system “On”, terminal 15
48 Diagnostic connection (K line) for MAN-Cats
49 Diagnostic connection (L line) for MAN-Cats
50 Input for external engine stop, EDC control box, terminal 13 − MMDS, terminal 79
51 Not used
52 Assigned to batt + (to enable multiplex signal)
53 Coolant temperature sensor − pin 3 on temperature sensor I
54 Not used
55 Charge-air temperature sensor − pin 1 on temperature sensor I

10
Component description

Injection pump − V engine


The EDC injection pump consists of a heavy-duty version of a conventional injection section of the well-
known Bosch P pumps and, instead of the mechanical regulator, a flange-mounted electromagnetic fuel-de-
livery regulator with a control rod position sensor.

Electromagnetic fuel volume regulator − V engine

Description:
The fuel-delivery regulator operates in conjunction with the P-pump. The most important component of the
fuel-delivery regulator is a linear solenoid whose armature acts directly on the control rod thus determining
the injection volume by means of the control position. When no current is supplied, the control rod is held in
the stop position by means of a spring.
The other important component in the regulator is a control rod position sensor.

Injection pump Control rod Control rod position sensor

Fuel delivery
regulator
(linear solenoid)

Fuel-delivery regulator

Control rod
4
position sensor
3 5
8
2 6

1 7

Plug connection

11
Component description

MS 5 injection pump − In-line engine

The MS 5 injection pump, also known as a “control-slide pump” has a mechanism which regulates the start
of injection by performing a “lifting / sliding” movement. The pump comprises a heavy-duty conventional
injection module, as used on the familiar P-pumps, a flange-mounted electromagnetic fuel volume regula-
tor, in place of the mechanical regulator, and an electromagnetic regulator for the start of injection (pilot
stroke / start of delivery regulator).
The difference between this system and the familiar P-pump is primarily in the pumping element.

12
Component description

MS 5 Electromagnetic fuel volume regulator − in-line engine

4
5

1 Actuating solenoid for start of delivery 4 Control rod position sensor


2 Control-slider adjusting shaft 5 Electrical connection
3 Control position actuating solenoid 6 Plate for blocking start of delivery
and part of the oil pressure delivery pump

The fuel volume regulator works in the same way as the familiar EDC-RE regulators which use the P-pump
(M(S) 5). The most important component of the fuel-delivery regulator is a linear solenoid whose armature
acts directly on the control rod thus determining the injection volume by means of the control position.
When no current is supplied, the control rod is held in the stop position by means of a spring.
The pilot feed / start of delivery regulator also contains a linear solenoid, whose armature, by means of an
adjusting lever, causes the control-slider adjusting shaft to rotate. When no current is supplied, the adjust-
ing shaft is also held in position by a spring, so that the control-slider is in its uppermost position, in the
“late” start of delivery position.
The RE regulator also has a control rod position sensor and an oil pump (viscous pump).

13
Component description

Control-slider adjusting mechanism − in-line engine

1 Pump plunger 3 Control-slider adjusting shaft


2 Control-slider 4 Control rod

The difference between this system and the P-pump is primarily in the pumping element. The element cyl-
inder contains a window and a control-slider which slides on the element plunger. The control-slider con-
tains the control bore for the start and end of delivery. Because the control-slider can be height-adjusted,
the start and end of delivery can be changed.
The pump housing contains a rotating adjusting shaft with drivers which engage in a groove on the control-
slider. When the shaft is rotated, the height of all the control-sliders is adjusted evenly, thereby changing
the pilot stroke and the start of delivery.

14
Component description

Electrohydraulic shut-off device EHAB


The EHAB (electrohydraulic shut-off device) is a safety-critical component.
The EHAB shuts off the fuel supply to the injection pump in the event of certain faults occurring in the EDC
system. The EHAB is connected into the fuel supply system between the delivery pump and pump suction
chamber. The EHAB reverses the delivery direction of the delivery pump so that the pressure in the suction
chamber is reduced rapidly thus interrupting the filling procedure.
Power is always applied to the EHAB during operation. The power circuit is interrupted by the EDC control
unit in order to activate the EHAB (e.g. for emergency engine shut-down).
For this reason, the ignition must be turned on when bleeding the fuel system by means of the presup-
ply pump.

2 1

T ÜV

Fi FP

4 3
5 6

3 4

2 1

Plug connection

15
Component description

Fuel circuit diagram − D 28 V engine

Suction chamber −
injection pump

EHAB 6 5

1ÜV 3 FP 2 T 4 Fi

Overflow valve Double filter box

Delivery pump
Prefilter

Pre-deliv-
ery pump
(manual Overflow valve
pump)

Fuel tank

16
Component description

Fuel circuit diagram − D 28 R engine

Suction chamber −
injection pump

EHAB 6 5

1ÜV 3 FP 2 T 4 Fi

Overflow valve Double filter box


Pre-deliv-
ery pump
(manual
pump)

Delivery pump

Prefilter

Fuel tank

17
Component description

Pedal travel sensor or 4−20 mA throttle lever signal

Function
The pedal travel sensor or the 4−20 mA signal from the electrical throttle lever control system transmit the
driver’s request to the control unit.
The control unit uses these inputs to calculate the correct injection quantity.

a) Mechanical engine triggering with pedal travel sensor


The mechanically (e.g. via bowden cable) triggered pedal travel sensor is plugged into the MAN terminal
box.

+
pink
16 Pin 24, EDC control box

1K 15 Pin 23, EDC control box
14 Pin 39, EDC control unit
white
1K 13 Pin 27, EDC control unit
EBE 17
grey 12
EBE 16
11

1K

10
yellow +
9
brown 8
7
6 Pin 45, EDC control unit
5 Terminal 5, terminal box
4 Terminal 3, terminal box
Pedal travel sensor 3
with idle speed 2
switch 1

Plug for throttle lever B X9


for mechanical engine
triggering

Terminal box

Adjustment travel
75
Pedal travel
Bowden sensor
cable

X9
TOP

18
Component description

b) Electric engine triggering with 4−20 mA signal


Alternatively the engine can be triggered with a 4−20 mA current signal from an electrical throttle lever con-
trol system (4−20 mA ¢= idling − full-load).
If the 4−20 mA signal should fail, the engine will continue to run at idling speed.
å Alarm “Electronic − failure” on the MMDS engine monitor (EDC indicator lamp will be on permanently)
The EDC engine speed signal (see also page 108) can be read into the throttle lever control system and
used for engine synchronisation.
Plug A supplied for socket X9 (on the terminal box) has internal screw clamps so that the boatyard will not
need crimping tools.
Pin assignment X9: Pin 9: Input for 4−20 mA signal (+)
Pin 10: Input for 4−20 mA signal (−)
Pin 15: Output for rpm signal (+)
Pin 16: Output for rpm signal (−)

+
16 Pin 24, EDC control box
Speed output −
15 Pin 23, EDC control box
14
13
EBE 17
12
EBE 16
11
− −
10 Terminal 15, EDC control box
Input for 4−20 mA, engine + +
9 Terminal 14, EDC control box
8

7
6
5

4
3
2
1

Plug for throttle lever A X9


for electric engine
triggering (4−20 mA)

Terminal box

The 4−20 mA input (terminals 9+10, plug X9) is an isolated input.


With the introduction of the EDC control box (EBE-EDC) 51.11615−7243 the rpm signal is also an isolated
output (terminals 15 and 16, plug X9).

19
Component description

Charge-air, coolant and fuel temperature sensors

Charge-air (51.27421−0077)
Diagram R=f (-í)

Plug connection

Coolant temperature sensor, Fuel temperature sensor (51.27421−0113)


Diagram R=f (-í)

2 3

Plug connection

Function
The temperature sensors for charge air, coolant and fuel are NTC resistors. The coolant temperature sen-
sor is in the coolant circuit below the heat exchanger. The charge-air temperature sensor is in the charge-
air circuit downstream of the intercooler. The fuel temperature sensor is in the fuel circuit at the injection
pump. They supply the control unit with information on the coolant, fuel and charge-air temperatures.

20
Component description

Boost pressure sensor (51.27421−0180)


Electronic pressure sensor

1
2 Output EDC Pin 36
EDC Pin 33 +5V
5
3
EDC Pin 13 −
4

Plug connection

PIN 1 = Pressure-dependent output signal, see following diagram


PIN 2 = Supply voltage +5 V
PIN 3 = Minus
EDC supplies this voltage to the sensor

Curve

(VDC)

4.650 MIN Overpressure


4.500

0.500
0.350 MIN
Vacuum Pressure (bar)
0.5 VS 4.0

21
Component description

RPM sensor (51.27120−0008 / −0009)

1 1
2 2
5 5
3 3
4 4

Plug connection Plug connection


RPM sensor (1) Auxiliary rpm sensor (2)

Description
To ensure that the EDC system operates safely, two rpm sensors are required (an rpm sensor and an aux-
iliary rpm sensor). Both rpm sensors are integrated into the flywheel housing and use a non-contact
method of operation. They detect the grooves in the flywheel. The distance between the sensor and the
ring of grooves is approximately 1 mm.

The cable feeds are fitted with identifying sheaths. The rpm sensor is identified as “1” and the auxiliary rpm
sensor is identified as “2”.

D 28 V engines with EDC M(S) 5


The main rpm sensor is used for primary engine speed sensing, the signals from the auxiliary rpm sensor
are used only for redundant engine speed sensing.

D 28 in-line engines with EDC MS 5


A distinction is made between the rpm sensor and the auxiliary rpm sensor.
The rpm sensor is installed in the flywheel housing in such a way that a speed pulse is triggered 10° after
TDC. EDC MS 5 calculates its injection timing (start of injection) from the time between the needle move-
ment pulse and the first subsequent rpm sensor pulse. The auxiliary rpm sensor is installed in the flywheel
housing in such a way that an auxiliary speed pulse is triggered 18° after TDC. The signals from the auxili-
ary rpm sensor are used only for redundant engine speed sensing and are not used for calculating the start
of injection.

Caution:
The installation locations of the rpm sensor and the auxiliary rpm sensor must not be swapped.
If they are swapped, the start of injection (in-line engine) will be 8° too late; this will result in a lot of
white smoke being produced, particularly if the engine is cold. If the cables or sensors are swapped it
will not be possible to start the engine.

22
Component description

Injector and needle movement sensor (51.10100−7455)


in-line engine only

1 2

Plug connection

1 Coil
2 Pressure pin

The needle movement sensor records the start of injection using a sensor which is incorporated directly
into the injector holder. This sensor, through its detection of the needle movement, is used to calculate the
fuel injection timing.

Note:
The diagram above should only be used as a general guide, since all MAN engines feature multi-hole
injectors.

23
Component description

EDC control box (51.11615−7243)

Function
The EDC control box (EBE-EDC) has the following functions:
− EDC fault diagnosis with LED and flashcode
− Idle speed adjustment
− Conversion of 4−20 mA input signal into 0.64−3.2 volts
− Galvanic separation of the 4−20 mA throttle lever input signal from the EDC control unit
− Simulation of a 4 mA engine speed signal (equal to 0.64 V) for a period of 3 seconds to the EDC control
unit after ignition has been switched off (0.64 V to pin 27 of EDC).
This simulates an idle speed signal until an existing throttle lever control system is ready for operation;
this avoids a fault being recorded in the EDC fault memory.
− Simulation of the idle switch (if the 4−20 mA triggering system is used)
− Isolation of the EDC engine speed signal (TDS signal from the EDC control unit)
The control box is also an interface to the engine monitoring system.

Terminal strip
plug-in type

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
35

135
125

1: + power supply 24VDC


2: − power supply 24VDC
3: EDC: 20 (Dia B)
4: EDC: 49 (ISO L)
5: EDC: 44 (FGR)
Br Sp LED
6:−−−−−−−−−−
7: EDC: 43 (Br)
8: SET − (Emergency op.) Green
9: SET + (Emergency op.)
10: EDC: 13 (GND 0) EDC failure Dia −
100

11: EDC: 35 (MDB)


Id.sp.sw.
12: external reduce
EDC P.39
13: EDC: 50 (TKS)
90

14: + 4−20mA (Input) U > 1V


15: − 4−20mA (Input) Off +
16: EDC: 27 (PWG Output)
17: EDC: 39 (LGS)
18−21:−−−−−−−−−−−−−− 51.11615−7243
22: TDS−A/EDC 28/speed
23: speed signal out ”−” Type EBE−EDC
24: speed signal out ”+”

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

∅ 4.2
Red LED

24
Component description

Dia − Diagnosis request button


Off − OFF
Br − Brake contact
Sp − Memory
+ − Button for increasing idle speed
− − Button for reducing idle speed

Block circuit diagram


DC Power supply
TDS-OUT V3
DC +


DC Power supply
Isolation amplifier
DC +


Power supply
DC Threshold value
DC comparator
+

+
24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1

Power supply 24 V DC
5k6 −
2k2 EDC: 20 (Dia B)
Dia
EDC: 49 (ISO L)
680 OFF
200
EDC: 44 (FGR)
Sp 1K
680 BR.
EDC: 43 (Br)
SET − (emergency operation)
Set −
SET + (emergency operation)
62 Set+
EDC: 13 (GND 0)
511
EDC: 35 (MDB)
3k08
External reduction
330 5 Watt EDC: 50 (TKS)
+
4−20mA (input)
Isolation amplifier −
4−20mA 470 EDC: 27 (PWG output)
EDC: 39 (LGS) 1)
0.64−3.2V

Reference

0.64 V EDC:28 (TDS-A)


speed signal ”−” (output)
Threshold value 1V speed signal ”+” (output)
(idle switch)

1K
Reference

1) Relay picked up if EDC pin 27


above 1V, LED comes on

V3 +
t1=3s
t
t2=5s
Power on relay

25
Component description

Circuit diagram: rpm signal processing (schematic):

1 (Power supply + 24 VDC) 4k 24 (rpm signal +)


Ω
Input Output R
L
22 (EDC: 28 TDS-A/rpm) 2K 300R 23 (rpm signal −)
15 V

Technical data − rpm signal output:

Output
voltage Output voltage as f(RL)
in volts

14 Rout = 300 Ohms


Umax = 15 V (at idle)
12 Imax = 48 mA (for short circuit)
10 fmax = 1500 Hz
8
The output is resistant to sustained short circuits and
6 is protected against polarity reversal
4
2
0
1 2 3 4 5 6 7 8 Load RL/kOhm

Signal curve:

U
EDC rpm signal: Pulse duty factor: 30:1

H=U-Batt 24V

TDS-A (input)
L = 1.3 Volt
0V t

14V
RPM signal (output)
(RL = 8 kOhm)
1.3V
0V
tmax = 600 μSec

26
Notes on operation

Varying the idle speed − EDC control box


The idle speed is set in the works to 600 rpm. If necessary, the idle speed can be set anywhere between
600 rpm and 750 rpm with the engine at operating temperature (from approximately 30°C).

Engine running:
D Press and hold request button (Br=“brake”) during the whole of the following procedure
D Press and hold memory button (Sp) for at least 5 seconds
D Idle speed will drop to 600 rpm
D Press SET+ button
D The idle speed increases by approximately 10 rpm every time the SET+ button is pressed
D Pressing SET+ six times will set a speed of 660 rpm
D Press and hold memory button (Sp) for 5 seconds once more
D Release Br button
The set idle speed is now retained even after turning off the ignition.
Proceed as follows to reset the idle speed of 600 rpm as set in the works:
Press the request button (Br=“brake”), then press and hold the memory button for approximately
5 seconds.
The idle speed now drops back to 600 rpm.
Then press and hold the memory button for a further 5 seconds while still pressing the request button
(Br=“brake”). Release Br button.
The idle speed of 600 rpm as set in the works is now reset.

27
Self-diagnosis

General
The EDC system continuously checks itself. It does this by running a signal-range check. During this
check, all signals are scanned for presence and plausibility within a certain time frame (determined by the
software).
The control unit itself is also constantly checked the whole time the program is running. The first check is
always carried out when the ignition is turned on.
The diagnostic check lamp on the EDC control box will come on for about 2 seconds.
Any faults occurring during operation are stored for the purpose of subsequent diagnosis.
A maximum of 5 faults can be stored simultaneously in the fault memory. The faults are stored in the order
in which they occurred. If more than 5 faults occur, the fault with the lowest priority is cleared.

Fault storage includes


D allocation of fault priority,
D identification of the type of fault,
D recording of fault frequency.
Sporadic faults are recorded by a frequency counter the first time they occur. Following every start pro-
cedure in which the fault is no longer present the associated frequency count is reduced by one.
To report the fault, the diagnostic lamp either comes on permanently or remains off, depending on the sig-
nificance of the fault. If several faults are stored, the steady light has priority over OFF.
Only faults currently present are indicated. Faults which are stored but which are not currently present are
not indicated.

There are two fault memories:


D Fault memory for diagnosis via ISO interface. This memory can be read out and cleared with MAN-Cats
D Fault memory for diagnosis via flash code. The flash code memory can be read out and cleared with the
aid of the diagnosis button.
Faults are always entered in both fault memories simultaneously and can be read out even after the ignition
has been switched off and back on again.

Indicator lamp check:


The EDC indicator lamp lights as a lamp test for approximately 2 seconds after the ignition is switched on.

28
Self-diagnosis

The following measures are implemented automatically depending on the signifi-


cance of the fault:
D Switching over to a suitable replacement function for continued, but restricted operation, ie engine
speed is reduced to approximately 1900−2100 rpm
D Reduction of engine speed to idle speed
D Immediate shut-down of the engine if required for safety reasons. Depending on the type of fault, engine
shut-down is done by reducing the fuel delivery volume to zero or by way of an emergency shut-down
with EHAB.

Flash code

To read out the fault memory


D With the engine stationary or running and the ignition switched on, press diagnosis request button
(Dia button on the EDC control box) for at least 2 seconds. The diagnosis lamp will not come on
D The flash procedure starts after a pause of approximately 3 seconds. The flash code is divided into long
and short pulses
D The diagnostic system always outputs only one fault at a time. In order to check whether several faults
are stored, the fault scanning procedure must be repeated until the fault that was shown first reappears

Example of a flash code output

On

Lamp

Off

0.5 sec

Fault 2x long, 5x short

OFF phase before output: 3 seconds.


ON duration of a long pulse: 2 seconds.
OFF phase between two long pulses: 1 second.
OFF phase between a long and short pulse: 5 seconds.
ON duration of a short pulse: 0.5 seconds.
OFF phase between two short pulses: 0.5 seconds.

To clear fault memory


1. Press and hold the request button
2. Switch on ignition
3. Hold the request button down for at least another 3 seconds, but not longer than 10 seconds
This will only clear the fault memory for flash code diagnosis.
The second fault memory can only be read and cleared with MAN-Cats.

29
Self-diagnosis

Fault code output MAN M(S) 5 EDC / MS 5 EDC

Overview of flash codes

Number of Fault path EDC-failure LED on see


flashes EDC control box page

Long Short Steady Steady


light fault light fault
D28-R D28-V
0 0 No fault stored
1 Pedal travel sensor (throttle lever signal) Yes Yes 38
3 Charge-air temperature sensing Yes Yes 40
4 Engine speed sensing (rpm sensor, DZG 1) Yes Yes 41
5 Boost pressure sensing Yes Yes 42
6 Control rod position sensing Yes Yes 43
7 Coolant temperature sensing Yes Yes 44
10 Fuel volume regulator monitoring Yes Yes 45
14 Engine speed sensing (auxiliary rpm sensor, HZG 2) Yes Yes 46
1 1 Fuel temperature sensing Yes No 47
1 3 Undervoltage No No 48
1 4 Request button (brake) No No 49
1 6 Control unit (computer coupling) Yes Yes 50
1 7 Overrevving Yes Yes 51
1 12 Multi-stage switch for engine speed No No 55
1 13 EDC control box for idle speed setting Yes Yes 56
1 15 CAN system Yes Yes 57
2 5 Main relay sticking No No 58
2 8 Atmospheric pressure sensing Yes Yes 61
2 13 TSC1-FM message Yes Yes 62
3 1 Redundant cut-out device (EHAB) Yes Yes 63
3 2 Control unit, EEPROM processor 1fault Yes Yes 64
3 3 Control unit, EEPROM processor 2 fault Yes Yes 65
3 4 Stop button on engine room panel No No 66
3 8 Run-on not completed Yes Yes 67
3 9 Control unit, run-on watchdog fault Yes Yes 68
3 10 Control rod position sensor − loose contact No No 69

For in-line engine D2876 only


1 8 Start of injection control deviation − Yes 52
1 10 Needle movement sensor − Yes 53

30
Check-list

Check-list for EDC MS 5 stage 5 for D 28 MAN marine engines


with control unit model EBE-EDC 51.11615−7243 (terminal box 3.1 with MMDS)

1. Checks while engine is stationary


(Ignition off, control unit not connected)
− Engine temperature [25°C
− Control unit not (!!!) connected, cable harness adapter connected
− Measure resistance between PIN+ and PIN− with multimeter

PIN+ PIN− Set-point value Measured value


Control rod position sensor1) 11 9 18−25 Ohms . . . . . . . . . . . . . . . Ohms
11 10 18−25 Ohms . . . . . . . . . . . . . . . Ohms
18 9 >10 MOhms . . . . . . . . . . . . . . . MOhms
18 10 >10 MOhms . . . . . . . . . . . . . . . MOhms
RPM sensor (DZG) 21 13 0.8−1.0 kOhm . . . . . . . . . . . . . . . kOhms
Auxiliary rpm sensor (HZG) 22 17 0.8−1.0 kOhm . . . . . . . . . . . . . . . kOhms
Fuel-delivery regulator 15 1 0.7−1.3 Ohms . . . . . . . . . . . . . . . Ohms
18 1 >10 MOhms . . . . . . . . . . . . . . . MOhms
16 2 0.7−1.3 Ohms . . . . . . . . . . . . . . . Ohms
Control-slide mechanism 3) 15 3 1.2−2.0 Ohms . . . . . . . . . . . . . . . Ohms
18 3 >10 MOhms . . . . . . . . . . . . . . . MOhms
16 4 1.2−2.0 Ohms . . . . . . . . . . . . . . . Ohms
Ground 13 18 >10 MOhms . . . . . . . . . . . . . . . MOhms
17 19 >10 MOhms . . . . . . . . . . . . . . . MOhms
Needle movement sensor 3) 32 17 90−130 Ohms . . . . . . . . . . . . . . . Ohms
EHAB Relay K2
14 Pin 24 30−70 Ohms . . . . . . . . . . . . . . . Ohms
19 Pin 21 [0 Ohm . . . . . . . . . . . . . . . Ohms
The following checks may be carried out in addition to the voltage measurements (see below).
Coolant temperature sensor 53 13 1.3−3.6 kOhms 2) . . . . . . . . . . . . . . . kOhms
Fuel temperature sensor 34 13 1.3−3.6 kOhms . . . . . . . . . . . . . . . kOhms
Charge-air temperature sensor 55 13 1.3−3.6 kOhms . . . . . . . . . . . . . . . kOhms
Boost pressure sensor 33, 36 13 Resistance measurement not appropriate
Multistage switch 35 13
No reduction active 500−520 Ohms . . . . . . . . . . . . . . . Ohms
Operating element for idle speed 44 13
adjustment
Not actuated 550−700 Ohms . . . . . . . . . . . . . . . Ohms
“Sp” button actuated 125−160 Ohms . . . . . . . . . . . . . . . Ohms
“Off” button actuated 930−1940 Ohms . . . . . . . . . . . . . . . Ohms
1) Exact measurements are possible only at defined temperatures.
2) Resistance approximately 230−460 W with engine at operating temperature (approximately 80°C)
3) only on the D 2876 LE401

31
Check-list

2. Checks with the engine running and the vessel stationary (gearbox in neutral)
− Engine temperature > 30°C
− Wiring harness adapter connected to the control unit
− Measure the engine speed at the following operating points
− Check with MAN-Cats Monitoring 2

Set-point value Measured value Remark MAN-Cats


RPM sensor (DZG) n=lower idle n=.................rpm PWG Min (low. idle speed) Engine speed
n=upper idle n=.................rpm PWG Max (top idle speed) (Monitoring 2)
Auxiliary rpm sensor n=lower idle n=.................rpm PWG Min (low. idle speed) Engine speed
(HZG) n=upper idle n=.................rpm PWG Max (top idle speed) (Monitoring 2)

− Measure voltage between PIN+ and PIN− with multimeter

PIN PIN Set-point Measured Remark Engine MAN-Cats


+ − value [V] value [V] speed (Monitoring)
Control unit supply 15 18 U-Batt ......... Idle speed
(U-Batt) 47 19 U-Batt .........
Reference voltage 45 13 4.75−5.25 ......... Idle speed
33 13 4.75−5.25 .........
Throttle lever 27 13 0.50−0.70 ......... PWG Min Idle speed 0%
(pedal travel sensor input) 3.05−4.00 ......... PWG Max upper idle 100%
with pedal travel sensor
Throttle lever 27 13 [0.64V/4mA ......... PWG Min Idle speed 0%
(pedal travel sensor input) [3.2V/20mA ......... PWG Max upper idle 100%
with 4−20 mA triggering
Idle speed switch 39 13 4.75−5.25 ......... PWG Min Idle speed Open
(LGS, NO contact) 0−2.00 ......... PWG Max upper idle Closed
Fuel temperature sensor 34 13 4.17−2.62 ......... 10−50°C Idle speed 10−50°C
(KTF)
Coolant temperature sen- 53 13 3.46−1.22 ......... 30−90°C Idle speed 30−90°C
sor (WTF)
Charge-air temperature 55 13 4.17−2.62 ......... 10−50°C Idle speed 10−50°C
sensor (LTF)
Boost pressure sensor 36 13 0.94−1.20 ......... PWG Min Idle speed 0−100 mbar
(LDF) 1.10−1.70 ......... PWG Max upper idle 300−600 mbar
Multistage switch (MSS) 35 13 0.75−1.25 ......... Pos 0 Idle speed Cruising characteristic
Brake contact switch (NO 43 19 0.0−2.0 ......... Not actua. Idle speed Open
contact) * U-Batt ......... Actuated Closed
Operating element for idle 44 13 3.15−3.55 ......... Not actuat. Idle speed Neutral
speed adjustment 1.41−1.80 ......... Sp actuat. Memory
0.65−0.97 ......... SET+ act. SET+
2.30−2.75 ......... SET− act. SET−
3.72−4.33 ......... OFF act. OFF
* “Br” button on the EDC control box for engine idle speed adjustment (51.11615−7243)

32
Check-list

− Check main relay

PIN+ PIN− Set-point value Measured value Remark


Main relay 47 18 U-Batt .............. Ignition on
0V .............. Ignition off
46 18 0V .............. Ignition on
U-Batt .............. Ignition off
* Pin 46 must switch to U-Batt within 0.5 to 5 seconds after ignition has been switched off.

− EHAB check
S Throttle lever max, engine at upper idle
S Interrupt power supply to EHAB (EDC pin 14), engine stops (max. 10 seconds)
− Checking the emergency stop function (only for first-time commissioning)
a) Engine idling, n = 1500...2000 rpm
b) Press emergency stop switch on terminal box. Engine switches off (max. 10 seconds)
c) Actuate starter motor via ignition switch. ³ Starter motor must not turn!
d) Release the emergency stop switch. Start the engine. Because the emergency stop function has
been actuated there may be slight delays in starting
Steps a), b) and d) must be repeated for every switch in the emergency stop circuit.
− Check start interlock system, if fitted ( V fitted V not fitted)
If an electrically controlled gearbox is fitted and the gearbox control system is connected to plug
X8, the gearbox start interlock is automatically guaranteed.
S Engine off; Gearbox switch to “On” position
S Actuate starter motor via ignition switch. ³ Engine must not start!
− Checking flash code diagnosis
S Engine idling; connect EDC pins 21 and 13 (short-circuit rpm sensor)
S EDC warning light must come on (permanently); engine continues to run
S Query flash code (connect EDC pins 49 and 19 for at least 2 seconds or actuate diagnosis button for
at least 2 seconds but not longer than 10 seconds)
S Flash code for faulty rpm sensor must be signalled (4 x brief flashes) or
S Read out fault memory with MAN-Cats (rpm sensor fault currently present)
S Disconnect EDC pins 21 and 13
S Clear fault memory: Switch off ignition, actuate diagnosis button, switch on ignition, press the button
for at least 3 seconds but no longer than 10 seconds.
− Checking the capacitance reserve of the resonance circuit of the control rod travel sensor:
S Connect decade capacitor between EDC pins 11 and 13 (on cable harness adapter)
S Add additional capacitance until the engine no longer starts and note down value
S The capacitance reserve of the resonance circuit of the control rod travel sensor should be at least
400 pF. If a Bosch cable harness adapter with approximately 100 pF is used, the set-point value of
the additional capacitance is to be > 300 pF.
− Deleting the fault memory
After the checks have been completed, the fault memory must be cleared with MAN-Cats. Once the
ignition system has been switched on again, there must be no fault stored; otherwise the fault must
be traced and eliminated using the troubleshooting chart.

33
Troubleshooting chart

1. EDC self-diagnosis or flash code output


2. Starter turns over engine only slowly or not at all
3. Starter turns, engine does not start, engine does not start / difficult to start when cold
4. Engine stalls (dies) during operation, no longer starts (starter turns),
engine does not start / starts with difficulty when hot
5. Sudden, temporary engine shut-down, engine does not reach full revs
6. Engine only runs at idle speed, no throttle response
7. Engine only runs at elevated idle speed, no throttle response
8. Rated engine speed distinctly reduced (even under no load)
9. Reduced output in all ranges
10. Irregular engine operation, traction loss
11. Unstable idle speed, engine hunting, misfiring, knocking in engine
12. Engine judder
13. Unusual combustion noise
14. Excessive smoke emission: White smoke / blue smoke
15. Excessive smoke emission: Black smoke
16. Engine temperature too high (coolant loss)
17. Fuel consumption too high
18. Lubricating oil pressure too low
19. Lubricating oil pressure too high
20. Lubricating oil consumption too high
21. Engine too loud / mechanical noise
22. Idle speed cannot be adjusted with idle speed operating element
Possible causes
x x Batteries discharged, battery lead connections loose or corroded,
break in power circuit
x Crank gear blocked / Emergency stop switch on terminal box is actuated
x x Starter solenoid switch sticking (clicks) / defective, cable connection loose or dam-
aged
x x Starter / starter interlock relay faulty, D+ to the alternator is interrupted, negative ca-
ble to the alternator interrupted, alternator faulty
x Emergency stop switch at bridge / flybridge is actuated
x x x x Engine oil viscosity unsuitable, not suitable for ambient temperature, lubricating oil
quality does not correspond to specifications
x x Oil level in sump too high
x Oil level in sump too low, oil in sump too thin (mixed with condensate or fuel)
x Engine oil temperature too high
x Oil filter clogged
x x Oil pressure gauge faulty
x Safety valve in oil circuit faulty (does not close, spring fatigued or broken)
x x Bearing wear
x Oil pump gears worn
x Crankshaft timing gears worn, tooth flank backlash too great
x x x Engine cold
x Lubricating oil entering combustion chamber (piston rings worn, piston rings broken)
− valve stem guide worn − overpressure in crankcase (crankcase vent clogged)
x Relief valve in oil circuit faulty (does not open), oil lines / oil galleries clogged
x Leaks in lubricating oil circuit, particularly at turbocharger and oil cooler
x x Piston rings heavily worn, broken
x x Piston pin or crankshaft bearing loose
x Valve stems worn, bent
x x x Valve clearance not correct
x x Valves jam
x x x x Compression deficient, or more than 3−4 bar pressure difference between individual
cylinders
x x x Valve seats leaking
x x Increased power consumption due to faulty secondary consumers such as hy-
o draulic pumps, fan, etc, power take-off engaged
x x x x x Air cleaner soiled or clogged, charge-air system leaking,
air inlet / exhaust lines clogged / leaking
x x x x x x x x x Fuel low pressure system: fuel tank, prefilter, water trap faulty / clogged / mould / fun-
gal attack, fuel unsuitable / heavily contaminated (paraffin added)
x = Probable
o = Possible

34
Troubleshooting chart

1. EDC self-diagnosis or flash code output


2. Starter turns over engine only slowly or not at all
3. Starter turns, engine does not start, engine does not start / difficult to start when cold
4. Engine stalls (dies) during operation, no longer starts (starter turns),
engine does not start / starts with difficulty when hot
5. Sudden, temporary engine shut-down, engine does not reach full revs
6. Engine only runs at idle speed, no throttle response
7. Engine only runs at elevated idle speed, no throttle response
8. Rated engine speed distinctly reduced (even under no load)
9. Reduced output in all ranges
10. Irregular engine operation, traction loss
11. Unstable idle speed, engine hunting, misfiring, knocking in engine
12. Engine judder
13. Unusual combustion noise
14. Excessive smoke emission: White smoke / blue smoke
15. Excessive smoke emission: Black smoke
16. Engine temperature too high (coolant loss)
17. Fuel consumption too high
18. Lubricating oil pressure too low
19. Lubricating oil pressure too high
20. Lubricating oil consumption too high
21. Engine too loud / mechanical noise
22. Idle speed cannot be adjusted with idle speed operating element
Possible causes
x x x x x x x x Fuel low pressure system: Fuel lines leaking, broken, clogged
x x x x x x x Fuel low pressure system: AIR in the system
(turn on ignition when bleeding the system)
x x x x x x x x x Fuel low pressure system: delivery pump, overflow valve, main filter
x x x x x o x x Fuel high pressure system: nozzles faulty / clogged / leaking / coked
x x x x o Fuel high pressure system: pressure lines − constriction, cavitation, leaking
x x o x x x x o Fuel high pressure system: injection pump worn / incorrectly set
o x o o Fuel high pressure system: injection pump constant-pressure control valve / return
flow constrictor faulty
x x x x o x EHAB defective, actuation faulty, relay K2 faulty
o o o x o x x x Injection pump / engine synchronisation: start of delivery incorrect (basic installa-
tion), start of delivery set incorrectly
x x x x o x o Injection pump controller: stiff movement − fuel volume regulator
(control deviation)
x o x x o o o x Injection pump pilot stroke / start of delivery regulator: stiff movement
x x x x o Control rod position sensor in regulator: connection lines, break, short-circuit
o o o Control rod position sensor in regulator: set incorrectly
x x o Control rod position sensor in regulator: capacitance reserve of the wiring harness
too low (e.g. water penetrated wiring harness)
x o x o o Injection pump: fuel volume set incorrectly / uniform delivery, lower idle speed set
too low
x o x x x Fuel volume actuating solenoid in regulator: connection lines, break, short-circuit
x o x x o x x Pilot feed actuating solenoid in regulator: short-circuit, break
x x x x x o Pedal travel sensor (throttle lever signal) faulty: connection lines, short-circuit, break
With 4−20 mA throttle lever signal:
− Connection cable for 4−20 mA throttle lever signal interrupted
− Throttle lever system faulty (no 4−20 mA signal present)
− Wire jumpers at pins 11/13, 12/14 in plug X9 are missing
− EDC control box 51.11615−7243 faulty
x x x EDC rpm sensor faulty, implausible with auxiliary rpm sensor, line fault
x x x o x EDC rpm sensor, polarity reversed
x x x Rpm sensor, polarity reversed
x x x EDC auxiliary rpm sensor faulty, implausible with rpm sensor, line fault
x x x x o o o o EDC detects incorrect engine speed (interference signal on rpm sensor line)
x x x x o Both rpm sensors faulty, line fault
x x x EDC boost pressure sensor: faulty, incorrect, implausible with atmospheric pres-
sure sensor, line fault

x = Probable
o = Possible

35
Troubleshooting chart

1. EDC self-diagnosis or flash code output


2. Starter turns over engine only slowly or not at all
3. Starter turns, engine does not start, engine does not start / difficult to start when cold
4. Engine stalls (dies) during operation, no longer starts (starter turns),
engine does not start / starts with difficulty when hot
5. Sudden, temporary engine shut-down, engine does not reach full revs
6. Engine only runs at idle speed, no throttle response
7. Engine only runs at elevated idle speed, no throttle response
8. Rated engine speed distinctly reduced (even under no load)
9. Reduced output in all ranges
10. Irregular engine operation, traction loss
11. Unstable idle speed, engine hunting, misfiring, knocking in engine
12. Engine judder
13. Unusual combustion noise
14. Excessive smoke emission: White smoke / blue smoke
15. Excessive smoke emission: Black smoke
16. Engine temperature too high (coolant loss)
17. Fuel consumption too high
18. Lubricating oil pressure too low
19. Lubricating oil pressure too high
20. Lubricating oil consumption too high
21. Engine too loud / mechanical noise
22. Idle speed cannot be adjusted with idle speed operating element
Possible causes
x x o x Needle movement sensor: Too many / too few pulses, internal resistance incorrect,
line faulty
x x x o o Start of injection control deviation
x x o x Exhaust turbocharger leaking or faulty
x Turbine and compressor rotor in turbocharger dirty (out-of-balance, irregular run-
ning)
x Intercooler leaking, faulty
x x Charge-air preheater faulty
x o x x x o x EDC coolant temperature sensor: faulty, line fault
x x x x EDC charge-air temperature sensor: faulty, line fault
o o o EDC fuel temperature sensor: faulty, line fault
o x x Radiator dirty or cooling system failure (temperatures too high)
x x x Coolant level too low, air in coolant circuit
x V-belt for water pump drive not tensioned correctly
x x Incorrect V-belt tension
x Water pump leaking, faulty / thermostat faulty, does not open
x Coolant lines leaking, clogged or twisted
x Coolant entering combustion chamber (cylinder head / gasket leaking)
x x x o Resistor bank EDC control unit pin 35
x x x o o Power supply to EDC control unit interrupted or battery voltage too low / Relay K1
faulty
x x o o Terminal 15 line to EDC control unit pin 47 interrupted / loose contact / Relay K2 faulty
x x EDC control box for setting idle adjustment / resistor bank pin 44:
Voltage values incorrect / implausible, EDC control box switched off
x o o o o o EDC control unit faulty (internal fault)
x x x x o o o x Incorrect EDC control unit (check MAN part number)
x EOL programming terminated / voltage interrupt
x x x Run-on not completed
x EOL programming: configuration incorrect
x x Thermostat faulty
x Engine bearings worn
x x x CAN system (control unit) faulty connection between EDC and MMDS ³ Engine
operating data not displayed
x x x CAN system (TSC1-FM message) faulty connection between EDC and MMDS ³
MMDS system fault

x = Probable
o = Possible

36
Troubleshooting program

The following troubleshooting program lists all the faults which can be detected by EDC diagnosis.
The order corresponds to the numerical sequence of the flash code, irrespective of the significance of the
fault.
It is therefore not arranged based on whether the fault is indicated by EDC indicator lamp or whether the
fault is not indicated by EDC indicator lamp.
The entire fault code memory should always be read out and all stored fault codes noted down before start-
ing the engine test.
This is important because lines or components need to be disconnected when troubleshooting the
system and this can cause the corresponding fault codes to be set and stored.
For this reason, the fault memory should always be cleared after intermediate checks.
The “test lines” test stage must always be performed as follows:
− Break or contact resistance
Set-point value: approximately 0 Ω
− Short to negative
Set-point value:∞ Ω
− Short to positive
Set-point value:∞ Ω
− Short to adjacent lines
Set-point value: ∞ Ω
− Loose contacts
After rectifying faults and checking, repeat test and clear fault code memory.
All checks which refer to the control unit plug connector are conducted with the aid of the socket box.
The pin designations on the control unit plug connector are identical to those of the test sockets on the
socket box.

Note:
The connection to the control unit must be disconnected at the socket box when resistance measure-
ments are being carried out.

The tests are designed for the existing socket boxes.


If there is no socket box available, assign the corresponding terminals according to the circuit diagram
(see page 121).

37
Testing

Mechanical engine control with pedal travel sensor


(pedal travel sensor, throttle lever signal)
Flash code: 1x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Pedal travel sensor (pedal travel sensor, throttle lever signal)
− Signal too high
− Signal too low
− Signal implausible with idle speed switch (in pedal travel sensor)
Effect of fault: Engine assumes lower idle speed
Cruising with idle speed switch: (only possible with PWG pedal travel sensor)
− Throttle lever in idle speed position: Idle speed
− Throttle lever in full-load position: Slow increase in
engine speed to
approximately 1500−1700 rpm
Possible cause: Line break, short-circuit, power supply interrupted, pedal travel sensor faulty,
control unit faulty
Test precondition: EDC control unit connected
Socket box connected
Ignition switched on

Test Measurement Corrective measures


Power supply Measure voltage at the socket box across − Check lines
pin 45 (+) and pin 13 (−) − Check plug connections
− If no fault found, replace control
Set-point value: 4.75−5.25 V unit
Potentiometer signal Measure voltage at the socket box across − Check lines
pin 27 (+) and pin 13 (−) − Check plug connections
− Check mechanical connection
between throttle lever and pedal
travel sensor
Set-point values: − Check idle speed and full load
PWG Min. 0 % Idle speed setting: 0.5−0.7 V stops of the pedal travel sensor
PWG Max. 100 % Full load setting: 3.05−4.0 V − Replace pedal travel sensor
Idle speed switch Measure voltage at the socket box across − Check lines
pin 39 (+) and pin 13 (−) − Check plug connections
− Check mechanical connection
between throttle lever and pedal
travel sensor
− Check idle speed and full load
stops of the pedal travel sensor
− Replace pedal travel sensor
Set-point values:
PWG Min. 0 % Idle speed setting: 4.75−5.25 V Switch open
PWG Max. 100 % Full load setting: 0.0−2.0 V Switch closed

38
Testing

Electric engine control with 4−20 mA throttle lever signal


Flash code: 1x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: 4−20 mA throttle lever signal
− Signal too high
− Signal too low
− Signal implausible
− No idle switch signal
− Control box faulty
Effect of fault: Engine assumes lower idle speed
Possible cause: Line break, control box faulty, failure of voltage supply at control box, throttle
lever control system faulty, control unit faulty, jumpers in plug X9 between pin
11 and pin 13 and between pin 12 and pin 14 are missing
Test precondition: EDC control unit connected
Ignition switched on
Throttle lever control connected and switched on

Test Measurement Corrective measures


Control box Control box voltage supply − Check lines
between terminal 1 and terminal 2 − Check control box
− Check plug
Set-point value: U-Batt
Throttle lever signal Measure voltage on socket box across pin − Check lines
27 (+) and pin 13 (−) − Check plug connections
Alternatively: − Check wire jumpers between
Measure voltage on the control box pins 11/13 and 12/14 in plug X9
across terminal 10 and terminal 16 − Check throttle lever control sys-
tem
Throttle lever setting: Set-point values: − Replace the control box
Min. 0 % Idle speed setting: [0.64 V
Max. 100 % Full-load setting: [3.2 V
Throttle lever signal Measure voltage on the control box − Check lines
across terminal 14 and terminal 15 − Check plug connections
− Check throttle lever control
Throttle lever setting: Set-point values: − Replace the control box
Min. 0 % Idle speed setting: 1.92 V
Max. 100 % Full load setting: 9.6 V
Simulation of idle Measure voltage on the socket box across − Check lines
speed switch in the pin 39 (+) and pin 13 (−) − Check plug connections
control box Alternatively: − Replace the control box
Measure voltage on the control box − Check jumpers in plug X9, ter-
across terminal 17 and terminal 10 minals 12/14
At control box, check green LED “ld. Sp.
Sw”

Set-point values:
Throttle lever setting: Idle speed setting: 4.75−5.25 V,
Min. 0 % green LED: off
Max. 100 % Full load setting: 0.0−2.0 V, green LED: on
If “PWG faults” occur in the EDC fault memory, without the engine switching to idle speed, this can be ig-
nored in certain conditions. The faults have been caused by the behaviour of the throttle lever control sys-
tem when the ignition is switched on and off.

39
Testing

Charge-air temperature sensor


Flash code: 3x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Charge-air temperature sensor
Effect of fault: Reduced full load quantity
Reduced final speed n = 1900...2100 rpm
Possible cause: Line break, short-circuit, charge-air temperature sensor faulty, control unit
faulty
Test precondition: EDC control unit connected
Socket box connected

Test Measurement Corrective measures


Sensor resistance Measure resistance at the socket box − Check lines
across pin 55 and pin 13 − Check plug connections
− Replace temperature sensor
Set-point value: − If no fault found, replace control
3.8−0.8 kΩ at 10−50°C unit
Sensor voltage Measure voltage at socket box across pin
55 and pin 13

Set-point values:
4.17−2.62 V at 10−50°C

40
Testing

RPM sensor
Flash code: 4x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: RPM sensor
− Statically implausible
− Dynamically implausible
− Implausible with auxiliary rpm sensor
Effect of fault: Reduced full load quantity
Reduced final speed n = 1900...2100 rpm
If the auxiliary rpm sensor also fails, the engine will be shut down by EHAB
Possible cause: Line break, short to ground, rpm sensor faulty, control unit faulty
Test precondition: Disconnect EDC control unit to ensure the engine cannot start up
Socket box connected

Test Measurement Corrective measures


Resistance Measure resistance at socket box across − Check lines
pin 21 and pin 13 − Check plug connections
− If no fault found, replace rpm
Set-point value: 800−1000 Ω sensor
Engine speed signal Check signal at socket box at starting
speed across pin 21 (+) and pin 13) with
oscilloscope

Set-point value: see diagram

U >2V

41
Testing

Boost pressure sensor


Flash code: 5x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Boost pressure sensor
− Signal too high
− Signal too low
− Signal implausible with atmospheric pressure sensor (in control unit)
Effect of fault: Reduced full load quantity (engine runs only with intake delivery volume)
Possible cause: Line break, short-circuit, boost pressure sensor faulty, control unit faulty
Test precondition: EDC control unit connected
Socket box connected
Ignition switched on

Test Measurement Corrective measures


Power supply Measure voltage at socket box across pin − Check lines
33 (+) and pin 13 (−) − Check plug connections
− If no fault found, replace control
Set-point value: 4.95−5.05 V unit
Signal voltage Measure voltage at socket box across pin
36 (+) and pin 13 (−)

Set-point values:
Lower idle speed: 0.94−1.20 V
PWG Min. 0 % Upper idle speed: 1.10−1.70 V
PWG Max. 100 % See characteristic curve on page 21
If all the values are OK, the atmospheric − Replace control unit
pressure sensor in the control unit may be
faulty

42
Testing

Control rod position sensor


Flash code: 6x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Control rod position sensor
− Signal too high
− Signal too low
Effect of fault: This fault results in the engine being shut down by setting the control rod
travel to 0. The engine cannot be started if this fault is currently present (EDC
indicator lamp permanently on).
Possible cause: Line break, short-circuit, too little capacitance reserve (see page 33), control
rod position sensor set incorrectly, injection pump faulty
Test precondition: EDC control unit disconnected
Socket box connected

Test Measurement Corrective measures


Instrument coil Measure resistance at socket box across − Check lines
pin 11 and pin 9 − Check plug connections
− If no fault found, repair the injec-
Set-point value: 18−25 Ω tion pump
Reference coil Measure resistance at socket box across
pin 11 and pin 10

Set-point value: 18−25 Ω


Measure resistance at socket box across
pin 18 and pin 9

Set-point value: > 10 MΩ


Measure resistance at socket box be-
tween pin 18 and pin 10

Set-point value: > 10 MΩ


In addition to the possibility of an electrical − Remove injection pump
fault, the fault described here may also be − Adjust control rod position sen-
caused by incorrect setting of the control sor
rod position sensor

43
Testing

Coolant temperature sensor


Flash code: 7x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Coolant temperature sensor
Effect of fault: The substitute value provided in the control unit for such cases results in a
reduction in power output.
An increased quantity of white smoke may be discharged during cold start
Possible cause: Line break, short-circuit, temperature sensor faulty, control unit faulty, failure or
contamination of cooling system
Test precondition: EDC control unit disconnected / connected
Socket box connected

Test Measurement Corrective measures


Sensor resistance Measure resistance at the socket box − Check lines
(control unit discon- across pin 53 and pin 13 − Check plug connections
nected) − Replace temperature sensor
Set-point values: − If no fault found, replace control
1.3−3.6 KΩ at 15−30°C unit
230−460 Ω at 75−80°C
Sensor voltage Measure voltage at socket box between
(control unit connected) pin 53 and pin 13

Set-point value: 3.46−1.22 V at 30−90°C

44
Testing

Fuel volume regulator


Flash code: 10x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Fuel volume regulator control deviation
Effect of fault: The setpoint − actual value comparison for activating the fuel volume regulator
has resulted in a control deviation which has exceeded a specified time
threshold. This fault results in the engine being shut down. The engine can
only be restarted when the fault is no longer present and the ignition is
switched off and on again once.
Possible cause: Line break, short-circuit, injection pump faulty (internal fault in regulator or stiff
movement), capacitance reserve of line leading to control rod position sensor
too low (see page 33)
Test precondition: EDC control unit disconnected
Socket box connected

Test Measurement Corrective measures


Actuating solenoid Measure resistance at socket box across − Check lines
pin 15 and pin 1, pin 16 and pin 2 − Check plug connections
− If no fault found, replace injec-
tion pump
Set-point values: 0.7−1.3 Ω

Measure resistance at socket box be-


tween pin 18 and pin 1

Set-point value: > 10 MΩ

45
Testing

Auxiliary rpm sensor


Flash code: 14x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Auxiliary rpm sensor
− Statically implausible
− Dynamically implausible
− Implausible with rpm sensor
Effect of fault: Reduced full load quantity
Reduced final speed n = 1900...2100 rpm
If the rpm sensor also fails, the engine will be shut down
Possible cause: Line break, short to ground, auxiliary rpm sensor faulty, control unit faulty
Test precondition: Disconnect EDC control unit to ensure the engine cannot start up
Socket box connected

Test Measurement Corrective measures


Resistance Measure the resistance at the socket box − Check lines
between pin 22 and pin 17 − Check plug connections
− If no fault found, replace auxili-
Set-point value: 800−1000 Ω ary rpm sensor
Engine speed signal Check signal at socket box at starting
speed across pin 22 (+) and pin 17 (−)
with oscilloscope

Set-point value: see diagram

U >2V

46
Testing

Fuel temperature sensor


Flash code: 1x long, 1x short
Fault indication: D 28-V: fault is not indicated by the EDC indicator lamp
D 28-R: fault is indicated by the EDC indicator lamp being on permanently
Fault path: Fuel temperature sensor
Effect of fault: This fault has no direct effect.
The substitute value provided in the control unit for such events may result in
a slight reduction in power output.
Possible cause: Line break, short-circuit, fuel temperature sensor faulty, control unit faulty, fail-
ure or contamination of cooling system.
Test precondition: EDC control unit disconnected / connected
Socket box connected

Test Measurement Corrective measures


Sensor resistance Measure resistance at socket box across − Check lines
(control unit discon- pin 34 and pin 13 − Check plug connections
nected) − Replace temperature sensor
Set-point value: 1.3−3.6 KΩ at 15−30°C − If no fault found, replace control
unit
Sensor voltage Measure voltage at socket box across pin
(control unit connected) 34 and pin 13

Set-point value: 4.17−2.62 V at 10−50°C

47
Testing

Undervoltage
Flash code: 1x long, 3x short
Fault indication: Fault is not indicated by the EDC indicator lamp
Fault path: Control unit power supply (battery voltage too low)
Effect of fault: The EDC system or the engine can behave in various ways depending on the
magnitude of the voltage drop:
− No power
− Highly irregular engine operation
− No engine operation
− Excessive smoke emission
− Contradictory fault memory entries
Possible cause: Battery discharged or faulty, alternator faulty, line break, short-circuit, main
relay faulty
Test precondition: EDC control unit disconnected
Socket box connected
Ignition switched on

Test Measurement Corrective measures


Power supply To activate the main relay K1, connect − Check lines
jumper across pin 46 and pin 19 − Check plug connections
− Replace main relay K1
Measure voltage at socket box across − Check battery, alternator and cir-
pins 15/16 (+) and pins 18/19 (−) cuit breaker F1 on engine

Set-point value: 24−28 V

48
Testing

Request button (brake)


“Br” button on EDC control box
Flash code: 1x long, 4x short
Fault indication: Fault is not indicated by the EDC indicator lamp
Fault path: Request button
Effect of fault: Idle speed adjustment cannot be activated
Possible cause: Line break, request button faulty
Test precondition: EDC control unit connected
Socket box connected
Ignition switched on

Test Measurement Corrective measures


Request button Measure voltage at socket box across pin − Check lines
(brake=Br) 43 (+) and pin 19 (−) − Check plug connections
− Replace button
Button pressed: U-Batt
Button not pressed: 0

49
Testing

Control unit
Flashcode: 1x long, 6x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Control unit fault (processor coupling)
Effect of fault: Engine is shut down by “no power applied to fuel delivery output stage” and
control position set to 0
If this fault occurs only temporarily, the engine can be restarted after switching
the “ignition” off and on again
Possible cause: Undervoltage (loose contact), control unit fault
Test precondition: EDC control unit connected

Test Measurement Corrective measures


Control unit This fault signal can also occur in the − Check lines
event of extremely low power supply − Check plug connections
(loose contacts or undervoltage)

Internal fault in control unit − Replace control unit

50
Testing

Engine overspeed
Flash code: 1x long, 7x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Engine overspeed
Effect of fault: Fuel delivery is interrupted. EHAB is deactivated.
If no other fault is present, fuel delivery will continue once the engine over-
speed range has been left.
Possible cause: Stiff control rod. Injection pump faulty, control unit faulty, wiring harness faulty

Test Measurement Corrective measures


If no other faults are present, no further − Clear fault memory
action is necessary
Injection pump If the fault occurs more frequently, check − Replace lines
injection pump, control unit and lines. − Replace control unit
− Replace injection pump

51
Testing

Start of injection control deviation / Pilot stroke regulator


This fault can only occur on D 28 in-line engines with EDC MS 5
Flash code: 1x long, 8x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Start of injection regulator control deviation
Effect of fault: Reduced full load quantity
Reduced final speed n = 1900...2100 rpm
Possible increased smoke emissions
The setpoint / actual value comparison of the pilot stroke regulator has re-
sulted in a control deviation which has exceeded a specified time threshold.
The system switches from closed-loop control to open-loop control with a fixed
pre-set start of injection map.
Possible cause: Line break, short-circuit,
plug connections to injection pump / bulkhead / control unit: oxidised, ex-
panded, pushed back, damaged
needle movement sensor faulty, rpm sensor faulty,
fault in fuel system (leaking, clogged, air in system),
air cleaner (clogged, faulty), injection pump faulty (internal fault in regulator or
stiff movement)
Test precondition: Socket box connected
Note: When this fault occurs, always check the needle movement sensor and rpm
sensor function paths, even if there is no corresponding fault in the fault mem-
ory.

Test Measurement Corrective measures


Actuating solenoid Measure resistance at the socket box − Check lines
across pin 15 and pin 3 and pin 16 and − Check plug connections
pin 4 − If no fault found, replace injec-
tion pump
Set-point value: 1.2−2.0 Ω

Measure resistance at the socket box


across pin 18 and pin 3

Set-point value: > 10MΩ


Needle movement sen- see NBF test see NBF test
sor
rpm sensor see DZG test see DZG test

52
Testing

Needle movement sensor (NBF)


This fault can only occur on D 28 in-line engines with EDC MS 5
Flash code: 1x long, 10x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Needle movement sensor
− not enough pulses
− too many pulses
− internal resistance incorrect
Effect of fault: Reduced full load quantity
Reduced final speed n = 1900...2100 rpm
The system switches from closed-loop mode to open-loop mode with a fixed,
pre-set start of injection map.
If the fault is no longer present, the system will switch back to normal closed-
loop control.
Possible cause: Line break, short-circuit, needle movement sensor faulty
Test precondition: Socket box connected

Test Measurement Corrective measures


Internal resistance Measure the resistance at the socket box − Check lines
across pin 32 and pin 17 − Check plug connections
− Replace needle movement sen-
Set-point value: 90−130 Ω sor

Other possible causes:


− Faulty pulses from the rpm sensor (including without fault message)
− Interference pulses between control unit and needle movement sensor (e.g. from switching relays)
− Needle movement sensor affected by structure-borne noise resulting from mechanical damage (e.g.
valve gear, pistons)
− Jamming nozzle needle
− Fault in the fuel low pressure system caused by faulty or incorrect overflow valve, air or leaks in the sys-
tem, faulty EHAB, faulty fuel pump, clogged filters or faulty injection pump

53
Testing

Voltage signal of the needle movement sensor at 600 rpm

Oscilloscope
setting:
AC range

0V

The diagram above shows the qualitative curve of the NBF signal at an engine speed of 600 rpm.

Voltage signal of the needle movement sensor at 1200 rpm

Oscilloscope
setting:
AC range

0V

The diagram above shows the signal curve of the needle movement sensor at an engine speed of
1200 rpm.

54
Testing

Multistage switch for engine speed


Flash code: 1x long, 12x short
Fault indication: Fault is not indicated by the EDC indicator lamp
Fault path: Multistage switch for engine speed reduction
− Voltage too high
− Voltage too low
− Wrong voltage
Effect of fault: None with standard circuit
Function: Voltage signals are ascertained via the multistage input (control unit pin 35);
their values are determined by external resistor interrupters in the EDC control
box.
Possible cause: Line break, short-circuit, resistor bank in the EDC control box faulty (e.g. cold
soldered junction)
Test precondition: EDC control unit disconnected
Socket box connected

Test Measurement Corrective measures


Resistor bank Measure resistance at socket box across − Check lines
pin 35 and pin 13 − Check plug connections
− Replace EDC control box
Set-point value:
No engine speed reduction activated:
0.4−0.7 kΩ
Engine speed reduction activated:
6.2−11.6 kΩ
The fault also occurs when the resistance
is 0 Ω or ∞ Ω

55
Testing

EDC control box for idle speed adjustment


Flash code: 1x long, 13x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: EDC control box (idle speed adjustment function) faulty
− Voltage values incorrect or implausible
Effect of fault: Idle speed control can no longer be activated.
If the fault was only temporary (e.g. control box was activated several times),
the system will be ready for operation after switching the “ignition” off and on
again.
In some circumstances, it is not possible to change the engine speed when
operating with the emergency running device Em-C.
Function: The EDC control box is resistor-coded, i.e. the control unit recognises each
switching state by means of the voltage information that has been read in.
Faults are detected when incorrect values are output over a certain period of
time, e.g. as a result of an electrical fault or actuating the control box several
times (incorrect operation).
When the engine is being operated with the Em-C emergency running device,
the EDC control box is also used for engine speed adjustment.
Possible cause: Line break, short-circuit, EDC control box faulty, incorrect operation
Test precondition: EDC control unit connected
socket box connected
ignition switched on

Test Measurement Corrective measures


EDC control box Measure voltage at the socket box across − Check lines
pin 44 and pin 13 − Check plug connections
− Replace EDC control box
Operate all the buttons on the EDC con- − If no fault found, replace control
trol box and determine the relevant volt- unit as a check
age value

Set-point values:
SET+: 0.65−0.97 V
SET−: 2.31−2.75 V
MEMORY: 1.41−1.81 V
OFF: 3.72−4.33 V
Not activated: 3.15−3.55 V

56
Testing

CAN system (control unit)


Flash code: 1x long, 15x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Control unit faulty
Effect of fault: Reduced full load quantity
Reduced final speed n = 1900...2100 rpm
Data exchange between EDC system and MMDS system is interrupted.
The MMDS-System no longer displays some engine data (engine speed,
water and charge-air temperature, boost pressure and fuel consumption).
Possible cause: Line break, short-circuit,
needle movement sensor faulty

Test Measurement Corrective measures


Control unit No further testing required − Replace control unit

57
Testing

Main relay (K1)


Flash code: 2x long, 5x short
Fault indication: Fault is not indicated by the EDC indicator lamp
Fault path: Main relay
Contact sticks or jams (does not open)
Effect of fault: Under certain conditions, this fault may not be detected
Function: The negative side of the relay coil is triggered by the EDC control unit via the
control unit output pin 46. The main relay K1 switch-off is delayed after the
ignition is switched off (run-on)Green LED goes out.
During the run-on phase, various processor functions are checked and any
faults stored in the fault memory.
Possible cause: Short to ground, main relay K1 faulty
Test precondition: EDC control unit connected
Socket box connected

Test Measurement Corrective measures


Main relay Measure voltage at the socket box across − Check lines
(when main relay has pin 47 and pin 18. − Check plug connections
picked up, associated − If line OK, replace main relay K1
LEDs light up Set-point values
0 V at “ignition” off If U-Batt is not present when “igni-
U-Batt at “ignition” on tion” is on
− Check relays K2 and K3
Measure voltage at socket box across pin
46 and pin 18

Set-point values
U-Batt at “ignition” off
0 V at “ignition” on

Note: Pin 46 must switch to U-Batt within 5 seconds of the ignition being switched off (processor
run-on).

58
Testing

Relay (K2)
Flash code: no
Fault indication: Fault is not indicated by the EDC indicator lamp
Fault path: Emergency stop actuation, relay K3 faulty, relay K2 faulty
Effect of fault: Engine does not start or switches itself off
Function: − Ignition signal at pin 47 is switched on for the EDC control unit
− Negative switch for EHAB
− K2 picks up if the LED on K3 is red. å LED on K2 is green
− Retains voltage to redundant shut-off device for 8 seconds after ignition
has been switched off K2 triggered by time-lag relay K3
Possible cause: U-Batt supply voltage not present at A1/A2.
Relay does not close
Test precondition: Ignition on, emergency stop relay closed

Test Measurement Corrective measures


Supply voltage − between pin A1 and pin A2 If U-Batt is not present
− K2 LED is green − Check relay K3

Set-point values: U-Batt


Switching voltage between If U-Batt is not present between pin
from terminal 15 Pin 11 (K2) and terminal 1 14 (K2) and terminal 1 but is pres-
Pin 14 (K2) and terminal 1 ent between pin 11 (K2) and
terminal 1
Set-point values: U-Batt − Change relay K2
Switching resistance Measure resistance between terminal 1 If resistance is not 0 Ω
and pin 21 (K2) − Change relay K2

Set-point values: 0Ω
Switching resistance Measure the resistance between terminal If resistance is not 0 Ω
1 and pin 24 (K2) − Change relay K2

Set-point values: 0Ω

59
Testing

Time-lag relay (K3)


Flash code: no
Fault indication: Fault is not indicated by the EDC indicator lamp
Fault path: Relay does not work, emergency stop actuated
Effect of fault: − Engine does not start
− EDC control unit does not get any voltage
− Engine stops
Function: Battery main switch: Green LED
Ignition on: Red LED
Ignition off: After 8 seconds LED changes from red to green

The battery voltage U-Batt is connected up via the emergency stop relay to
A1−A2. When the control contact B1 closes the relay immediately switches to
working position. The time delay (approximately 8 seconds) begins when the
control contact B1 opens. When the emergency stop circuit opens the relay
drops out immediately.
Possible cause: − Ignition not present at control contact B1
− Supply voltage not present at A1/A2
− Relay does not close
Test precondition: Ignition on, emergency stop relay closed

Test Measurement Corrective measures


Supply voltage − between pin A1 (K3) and pin A2 (K3) If U-Batt is not present
− LED lights up green − Check battery main switch
− Check emergency stop button
Set-point values: U-Batt
Switching voltage − between B1 (K3) and terminal 1 If U-Batt is not present
(ignition on) − LED lights up red − Check starter lock

Set-point values: U-Batt


Measure resistance between pin 18 (K3) and terminal 1 If setpoint value is not present
− Change relay K3
Set-point values: 0Ω

60
Testing

Atmospheric pressure sensor (in control unit)


Flash code: 2x long, 8x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Atmospheric pressure sensor in control unit faulty
Effect of fault: No direct effect
In some cases, this may be accompanied by a boost pressure sensor fault
message
Possible cause: Control unit faulty

Test Measurement Corrective measures


Control unit If only this fault code is stored in the − Replace control unit
memory, testing is not possible, as the
sensor is located in the control unit.

If, however, a faulty boost pressure sen-


sor is also detected, this should be
checked first in accordance with the boost
pressure sensor test (page 42).

61
Testing

CAN system (TSC1-FM message)


Flash code: 2x long, 13x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: MMDS ³ EDC − CAN communication is faulty
Effect of fault: Reduced full load quantity
Reduced final speed n = 1900...2100 rpm
Data exchange between MMDS system and EDC is interrupted. The reduction
in engine speed and load to be performed by MMDS in emergency situations
cannot be performed.
Possible cause: Line break, MMDS system fault
Test precondition: EDC control unit and MMDS unit disconnected
Socket box connected to EDC plug

Test Measurement Corrective measures


Resistance Measure resistance between pin 30 − Check line
(CAN-L) at the socket box and MMDS ter- − Check plug connection
minal 94 − If no fault is found, change
MMDS unit
Set-point value: 0 Ω
Measure resistance between pin 31
(CAN-H) on the socket box and MMDS
terminal 93

Set-point value: 0 Ω

62
Testing

Electrohydraulic shut-off device EHAB


Flash code 3x long, 1x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: EHAB function
Effect of fault: Engine is shut down
Engine will not start (in this case it is assumed, that the fuel supply is OK)
Reduced full load quantity
Reduced final speed n = 1900...2100 rpm
Function: The EHAB performs an important safety function in its capacity as an indepen-
dent, higher-ranking (redundant) engine shut-off device
The EHAB is activated in certain emergency situations when the engine can
no longer be shut off by controlling fuel delivery to zero − e.g. when the control
rod has jammed.
The EHAB reduces the pressure in the suction chamber of the injection pump,
thus interrupting filling.
Possible cause: Line break, relay K2 faulty, short-circuit, EHAB faulty, incorrect activation by
control unit (control unit faulty)
Test precondition: EDC control unit connected
Socket box connected

Test Measurement Corrective measures


Coil resistance Switch off “ignition” − Check line
Disconnect control unit − Check plug connection
Measure resistance at socket box across − Replace EHAB
a) EDC pin 14 and pin 24 (relay K2) − Check relay K2

Set-point value: 30−70 Ω

b) EDC pin 19 and pin 21 (relay K2)

Set-point value: [0 Ω
Check relay K2 See page 59 See page 59
Power supply Switch on “ignition” − Check line
Measure voltage at socket box across pin 14 − Check plug connection
(+) and pin 19 (−) − Replace EHAB
If no fault found:
Set-point value: U-Batt − Replace control unit

Note:
When bleeding the fuel system using the presupply pump, power must be supplied to the EHAB, i.e. the
fuel system cannot be bled without the “ignition” being switched on
See page 33 for function test.

63
Testing

Control unit, EEPROM processor 1 fault


Flash code: 3x long, 2x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Processor 1 in control unit faulty
Possible cause: Control unit faulty, EOL programming not completed (voltage supply inter-
rupted), e.g. during EDC run-on
Effect of fault: Engine is shut off
Engine will not start

Test Measurement Corrective measures


Power supply No further testing required − Complete EOL program-
ming, clear fault codes
Control unit

Caution:
Do not change the control unit if the entries in the fault memory occurred in the following way:
1. Entry made when ignition is switched off.
When the ignition is switched on again the fault which caused this entry to be made is cancelled again
and therefore has no effect on operation.
2. Entry after use of MAN-Cats (EOL programming)
If this entry in the fault memory was generated through use of MAN-Cats, the engine can no longer be
started. In this case, do not change the control unit, but repeat the previous work with MAN-Cats.

Note:
If one of these fault memory entries occurs together with the entry
Main relay (flash code: 2x long, 5x short) or
Control unit processor run-on (flash code: 3x long, 8x short)
the cause should be sought not in the control unit but in the power supply for the control unit. See also
page 58 (main relay) and page 67 (control unit processor run-on).

64
Testing

Control unit, EEPROM processor 2 fault


Flash code: 3x long, 3x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Processor 2 in the control unit is faulty
Possible cause: Control unit faulty, EOL programming not completed (voltage supply inter-
rupted), e.g. during EDC run-on
Effect of fault: Engine is shut down
Engine will not start

Test Measurement Corrective measures


Power supply No further testing required − Complete EOL program-
ming, clear fault codes
Control unit − Replace control unit

Caution:
Do not change the control unit if the entries in the fault memory entries occurred in the following way:
1. Entry made when ignition is switched off.
When the ignition is switched on again the fault which caused this entry to be made is cancelled again
and therefore has no effect on operation.
2. Entry after use of MAN-Cats (EOL programming)
If this entry in the fault memory was generated through use of MAN-Cats, the engine can no longer be
started. In this case, do not change the control unit, but repeat the previous work with MAN-Cats.

Note:
If one of these fault memory entries occurs together with the entry
Main relay (flash code: 2x long, 5x short) or
Control unit processor run-on (flash code: 3x long, 8x short)
the cause should be sought not in the control unit but in the power supply for the control unit. See also
page 58 (main relay) and page 67 (control unit processor run-on).

65
Testing

MMDS external stop


Flash code: 3x long, 4x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: MMDS terminal 79, EDC control box terminal 13, control unit pin 50
Possible cause: This “fault” is used only to record engine stops by the MMDS
Effect of fault: Engine is shut down by the MMDS when corresponding alarm statuses are
present.

66
Testing

Control unit (processor run-on)


Flash code: 3x long, 8x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Control unit
− Processor run-on did not take place
Effect of fault: Reduced full load quantity
Reduced final speed n = 1900...2100 rpm
Function: Every time the engine is turned off, run-on takes place automatically for the
purpose of checking the various processor functions
Possible cause: Control unit faulty, main relay faulty, battery voltage switched off before “igni-
tion” off.
Test precondition: EDC control unit disconnected
Socket box connected

Test Measurement Corrective measures


Control unit Test same as for undervoltage (page48) and − Switch ignition on and off
main relay (page 58) again, clear fault code
− Same as pages 48 and 58
− Replace control unit

Other possible causes


− Engine was shut down via battery + (e.g. by disconnecting the battery or actuating the main fuse switch)
− Power supply fault (e.g. undervoltage, main relay K1 faulty, loose contact)

67
Testing

Control unit watchdog run-on fault


Flash code: 3x long, 9x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Control unit faulty (watchdog test)
Effect of fault: Reduced full load quantity
Reduced final speed n = 1900...2100 rpm

Test Measurement Corrective measures


Control unit No further testing necessary − Replace control unit

Other possible causes


− Engine was shut down via battery + (e.g. by disconnecting the battery or actuating the main fuse switch)
− Power supply fault (e.g. undervoltage, main relay K1 faulty, loose contact)

68
Testing

Control rod position sensor − loose contact


Flash code: 3x long, 10x short
Fault indication: Fault is not indicated by the EDC indicator lamp
Fault path: Control rod position tranducer
− Signal too high
− Signal too low
Effect of fault: None
Possible cause: Line break, short-circuit, too little capacitance reserve (see page 33), control
rod position sensor set incorrectly, injection pump faulty
Test precondition: EDC control unit disconnected
Socket box connected

Test Measurement Corrective measures


Instrument coil Measure resistance at socket box across − Check lines
pin 11 and pin 9 − Check plug connections
− If no fault found, repair injection
Set-point value: 18−25 Ω pump
Reference coil Measure resistance at socket box across
pin 11 and pin 10

Set-point value: 18−25 Ω


Measure resistance at socket box across
pin 18 and pin 9

Set-point value: > 10 MΩ


Measure resistance at socket box be-
tween pin 18 and pin 10

Set-point value: > 10 MΩ


In addition to the possibility of an electrical − Remove injection pump
fault, the fault described here may also be − Adjust control rod position sen-
caused by incorrect setting of the control sor
rod position sensor

69
EDC-Pin No. Abbrev. Full name.

1 MES-O Activation for fuel volume regulator Output, fuel delivery control circuit Imax 11 A temporarily, on average 4.5 A, to Batt .+, pulsed, f=variable, pulse-width modulated
2 MES-O Activation for fuel volume regulator Output, fuel delivery control circuit
3 Not used on V engine
on in-line engine
VHS-0 Pilot stroke regulator Output, pilot stroke regulator Imax 6 A temporarily, on average 4 A, to Batt .+, pulsed, f=variable, pulse-width modulated
4 Not used on V engine
on in-line engine
VHS−0 Pilot stroke regulator Output, pilot stroke regulator Imax 6 A temporarily, on average 4 A, to Batt .+, pulsed, f=variable, pulse-width modulated
5 Not used
6 Not used
7 Not used
8 Not used
9 RWG-M Control rod position sensor
instrument coil (RWG 2) Control rod position evaluation circuit
10 RWG-R Control rod position sensor
reference coil (RWG O) Control rod position evaluation circuit
11 RWG-Y Control rod position sensor
centre pick-off (RWG 1) Control rod position evaluation circuit
12 Not used
13 GND-0 Sensor ground
14 EAB-1 Electrohydraulic shut-off device EHAB Output (switch) Imax 1 A, U-Batt to Batt. −,
15 Bat + Batt. + via main relay Input battery + I with engine stationary 0.9 A, idle speed 1.5 A, operation 4.5 A, temporarily 16 A

70
16 Bat + Batt. + via main relay Input battery +
17 on V engine
NBF-0 HZG sensor ground reference ground
on in-line engine
Plug connections

NBF-0 Needle movement sensor


18 Bat − Battery negative Input battery − I Same as batt.+ (EDC pins 15 and 16)
19 Bat − Battery negative Input battery −
20 DIA-B Diagnosis lamp Output (switch) Imax 1 A, U-Batt to Batt. −,
21 DZG-1 RPM sensor signal Input, dynamic Alternating voltage USS idle speed approximately 2 V, max. 80 V, f=6 x engine speed sec.−1
22 HZG-1 Auxiliary rpm sensor signal Input, dynamic Alternating voltage USS idle speed approximately 2 V, max. 80 V, f=6 x engine speed sec.−1
23 ZDR-E1 RPM control via emergency
running unit Em-R terminal 12 Input, static
24 Not used
25 Not used
26 Not used
27 PWG-1 Pedal travel sensor (throttle lever) signal Input, analogue Direct current voltage, U approximately 0.6 to 3.2 V
28 TDS-A RPM signal Output U-Batt to batt. − square−wave signal, f=6 x engine speed sec.−1
29 Not used
30 CAN-L CAN bus Connection between EDC and MMDS
EDC-Pin No. Abbrev. Full name.

31 CAN-H CAN bus Connection between EDC and MMDS


32 on V engine not used
on in-line engine
Needle movement sensor Input
33 LDF-2 Boost pressure sensor (supply) Output, supply Controlled direct current voltage, U approximately 5 V
34 KTF-1 Fuel temperature sensor Input, analogue
35 MDB-1 Multistage input. (torqure limitation) Input, analogue Circuit of various resistors for external faults (in EDC control box)
36 LDF-1 Boost pressure sensor signal Input, analogue
37 Not used
38 Not used
39 LGS-E Idle speed switch signal
(pedal travel sensor) Input, static To GND-O (EDC pin 13)
40 Not used
41 ZDR-E2 RPM control via emergency
running unit Em-R terminal 13 Input, static
42 Not used
43 BRE-E Brake switch signal Input, static Batt. +, Br.=Button in EDC control box
44 FGR-1 EDC control box Input, analogue EDC control box to LC speed adjustment and engine speed variants
in emergency running mode with Em-R
45 PWG-2 Pedal travel sensor supply Output, supply Controlled direct current voltage, U approximately 5 V
46 HRL-O Main relay Output (switch) Imax 0.3 A, Batt. − to Batt.+
47 K15-E Terminal15, digital signal for control unit input, static Batt. +

71
48 ISO-K ISO-K line to ISO protocol Interfaces Diagnostic connection for MAN-Cats
49 ISO-L ISO-L line to ISO protocol Interfaces Diagnostic connection for MAN-Cats
50 TKS-E STOP Input, static Input for engine stop via terminal 13 EBE from MMDS terminal 79
51 Not used
52 PB1-E Pulse-width modulated input signal 1 Interface Batt. +
Plug connections

53 WTF-1 Coolant temperature sensor Input, analogue


54 Not used
55 LTF-1 Charge-air temperature sensor Input, analogue
Engine terminal box

The engine terminal box is available in 2 different versions:


1. With pedal travel sensor
− to be connected to X9 (mechanical engine control)
− an electric engine control system with a 4−20 mA throttle lever signal can be connected to X9
(pedal travel sensor is then disconnected)
2. Without pedal travel sensor
− The only option here is electric engine control via throttle lever system with a 4−20 mA signal

Fig. 1 (pedal travel sensor attached)

1 2

12 4

5
11

10 7

9 8

À Terminal box lid complete with printed film to Ä X10 EDC cable harness
aid detection of operating and fault statuses Å Emergency-off switch
displayed by the LED Æ X5 Connection to the other terminal box
Á Pedal travel sensor for mechanical engine Ç X2 serial data bus for display equipment
speed control (not present if electrical engine È X7 Connection to engine room instrument panel
control with 4−20 mA throttle lever signal is É X4 Boatyard connector
fitted) 11 Not used
 X9 for mechanical or electric engine speed con- 12 X1 Sensor system wiring harness for MMDS
trol diagnostic system, starter control and optional
à X8 for electric gearbox control pre-heating control system (V engine only)

72
Engine terminal box

Fuses and charge indicator lamp


Fig. 2 (without pedal travel sensor)

1 2 3 4

À Fuse for gearbox triggering and engine elec- Â Alternator charge indicator lamp
trics, F7 Ã EDC fuse, F5
Á MMDS fuse, F6

73
Engine terminal box

Engine terminal box (1st layer opened up)


Fig. 3

À EDC control unit (engine number must be Á Starter interlock relay, item no. 81.25902−0454
stated when ordering)

74
Engine terminal box

Engine terminal box with components


Fig. 4

5
2

3
4

À MMDS diagnostics unit à Option: Glow plug timer control unit (V engine
(specify engine type when ordering) only), item no. 51.26802−0003
Á EDC control box, item no. 51.11615−7243 Ä Option: Emergency running unit receiver,
 MAN-Cats diagnostics plug EM-R, item no. 51.27720−7013

75
Location of sensors for combustion air system

V engine

Boost pressure sensor for the EDC and MMDS


Fig. 1
Item no. 51.27421−0180
Location: Right side of engine
heat exchanger / cylinder no. 1 area

Charge-air temperature sensor for the EDC and


MMDS
Fig. 2
Item no. 51.27421−0077
Location: Right side of engine
heat exchanger / cylinder no. 1 area

In-line engine

Boost pressure sensor for the EDC and MMDS


Fig. 3
Item no. 51.27421−0103
Location: Top side of engine, near to the intercoo-
ler on the intake pipe

Charge-air temperature sensor for the EDC and


MMDS
Fig. 4
Item no. 51.27421−0077
Location: Left side of engine, near intercooler

76
Location of sensors for combustion air system

Option: V engine

Temperature switch for electric charge-air pre-


heating system
Fig. 5
Item no. 51.27420−0054
Location: left engine side,
front cover of watercooled exhaust manifold

77
Location of sensors for cooling system

V engine

Coolant temperature sensor for the EDC and


MMDS
Fig. 1
Item no. 51.27421−0113
Location: Front of engine, below heat exchanger

In-line engine

Coolant temperature sensor for the EDC and


MMDS
Fig. 2
Item no. 51.27421−0113
Location: Front left side of engine, on the water
pump, below the expansion tank

78
Location of engine speed
and fuel system sensors

V engine

Fuel temperature sensor for EDC-system


Fig. 1
Item no. 51.27421−0113
Location: Injection pump

RPM sensor for the EDC


Fig. 2
À Auxiliary engine speed sensor HZG1 for EDC
system, Item no. 51.27120−0009, Cable no. Á
Á Engine speed sensor DZG1 for EDC system, 1
Item no. 51.27120−0008, Cable no. À
2
Location: Right side of engine, flywheel housing,
approximately 3 o’clock

In-line engine

Fuel temperature sensor for the EDC


Fig. 3
Item no. 51.27421−0113
Location: Injection pump

RPM sensor for the EDC


Fig. 2 1
À Connector X3 for gearbox
2
Á Connector X30 for commissioning sensors
 Engine speed sensor DZG1 for EDC and 3
MMDS, Item no. 51.27120−0008
4
à Auxiliary engine speed sensor HZG1 for the
EDC, Item no. 51.27120−0009
Location: Left side of engine, flywheel housing,
approximately 10 o’clock
4

79
Location of the needle movement sensor
(in-line engine only)

Needle movement sensor


Fig. 1
Item no. 51.10100−7455
Location: In cylinder 1

80
Location of fuses

Main fuses

Version with fuse box 2


Figs.1 and 2
Location: Left side of engine, starter motor area
À Fuse box 1 3
Á Automatic fuse switch, positive cable, 20 A
 Automatic fuse switch, negative cable, 20 A

Version without fuse box


Fig. 3
Location: Right side of engine, in front of starter
motor
À Automatic fuse switch, positive cable, 20 A
1
Á Automatic fuse switch, negative cable, 20 A
2

81
EDC diagnostic tools

Bosch socket box Y261 A30 186


Fig. 1
Connection between control unit and EDC cable
harness in terminal box for testing EDC
Arrow: Connection for control unit

MAN-Cats interface 93.09100−6195


(Connection between adapter cable and note
book)
1
Fig. 2
À Connector for note book 2
Á Connector for MAN-Cats interface in terminal
box

Notebook computer
Minimum equipment:
Fig. 3
S 386 processor
S 4 MB RAM
S RS 232 Com 1 interface
S MS-DOS 5.0 or higher

82
MAN-Cats Diagnostics System

MAN CATS is a diagnostics system for the engine electronics which operates with the aid of a laptop com-
puter.

The features the following functions:


1. EDC faults output in text format onto the laptop
2 Clearing the fault memory
3. Monitoring of the following operational parameters on the laptop:
S Boost pressure
S Control rod position
S Engine speed
S Coolant temperature
S Charge air temperature
S Fuel temperature
S Pedal travel sensor position, i.e. throttle lever position
S Battery voltage
S Additional EDC parameters
S Needle movement sensor
However, the monitoring data cannot be stored or printed.

The following equipment is necessary to work with the laptop:


S Interface, white
MAN Item no. 93.09100−6195
S MAN Cats software
Operating system disk D1
MAN Item no. 81.99298−8130 German
81.99298−8071 French
81.99298−8082 English
81.99298−8033 Spanish
81.99298−8014 Italian
S Diagnostic software
EDC Bosch M (S) 5, Disk D 12
MAN ltem no. 81.99298−8300 German
81.99298−8231 French
81.99298−8222 English
81.99298−8193 Spanish
81.99298−8134 Italian

83
MAN-Cats Diagnostics System

Caution:
An existing laptop should meet the following minimum criteria for EDC:

S 386 processor
S 4 MB RAM
S 9-pin serial port
The MAN Cats software may only be run on MS DOS 5.0 or higher.

The following PC is required for the MMDS diagnostics system

Laptop with the following specification


Suitable for the MMDS diagnostics system for MAN marine engines:
S 266 MHz processor
S 32 MB RAM
S Min. 1.0 GByte hard drive
S CD-ROM drive
S Floppy disk drive
S Lithium battery charger (without memory effect)
S Trackball
S Serial interface, cable-based
S TFT display, 800 x 600 resolution (pixels width x height), min. 256 colours

84
MAN-Cats − Software Description

The software can be installed under DOS (version 5) or Windows.

Installation under Windows 95, 98, NT:


Copy the contents of the floppy disk labelled “D1” from the floppy disk drive to a new folder on the hard
disk.
Run “Install.exe” from the hard disk.
When requested, select installation of the D12 diagnostics software and at the same time deselect D43.
When requested to do so, insert the next D12 disk and continue.

In DOS, the software is run by entering “C:man_cats diagnose”.


The following will appear on the screen:

Use the arrow keys to highlight “Diagnostics”, then press “Enter”.

85
MAN-Cats − Software Description

The following will appear on the screen:

Using the arrow keys, select “Mot” engine control.


The following will appear on the screen:

Using the arrow keys, select “EDC Bosch MS5/M(S)5”.

86
MAN-Cats − Software Description

The following screens will appear:

87
MAN-Cats − Software Description

88
MAN-Cats − Software Description

EDC is being scanned

89
MAN-Cats − Software Description

After this stage, the contents of the fault memory are shown first (see screenshot below).

Fault description:
↑ : too great ¢ measured value too high
↓ : too small ¢ measured value too low
− : no signal ¢ possible line break, sensor faulty
? : implausible ¢ unknown fault
J : saved ¢ fault has been stored
n : present ¢ fault exists at present
~ : sporadic ¢ momentary fault

Frequency: Depending on the channel, the EDC counts the faults from 1 to 40 or 1 to 210. If the fault is no
longer present when ignition is switched back on again, the frequency of the fault is reduced
by 1. (Our example therefore shows 3 faults which were present at least once).

Peripheral conditions: shows other important channels as additional information, e.g. the engine speed at
which the fault occurred and the magnitude of the fault.

Once the fault memory has been examined and noted, press “Enter” to go the submenu where you select
the “Bus” function.

90
MAN-Cats − Software Description

91
MAN-Cats − Software Description

Guided by the menu, you now come to the “Instructions / Questions” dialogue box.
Depending on the version of the software, here you will find various submenus which are explained in detail
on the following pages.

92
MAN-Cats − Software Description

In the “Control unit identification” submenu, you will find, for example, the engine number, which must be
checked. If the wrong control unit has been assigned to the wrong engine, it is essential that you inform
MAN. For further details, see the screenshot below.

The next submenu, “Fault memory contents” once again shows the current fault memory of the EDC (see
screenshot below as an example).

The “Actuator test” submenu item contains an “EHAB” test and will not be dealt with in greater detail here.

93
MAN-Cats − Software Description

“Monitoring 1−3” shows various engine parameters, see the following screenshots. The measured data
cannot be stored.

94
MAN-Cats − Software Description

Depending on the software version, there is also a “Monitoring X” or “Definition monitoring X” submenu.
In Definition Monitoring X, up to 6 freely selectable measuring channels can be selected by pressing “Enter”
(see screenshot below).

95
MAN-Cats − Software Description

When you have finished selecting the measuring channels, select “Complete definition of monitor window”.
After this, you can view the selected measuring channels in “Monitoring X” (see screenshot below).

96
MAN-Cats − Software Description

After diagnosing or measuring the engine parameters, select “End”. The following window will appear.

Once you have left the “Instructions / Questions” main menu by pressing “Enter”, the following will appear
on the screen (see screenshot below).

97
MAN-Cats − Software Description

Confirm with “Yes”. You will then be guided through the menu, using “Enter” to confirm (see ...)

98
MAN-Cats − Software Description

Following the instructions above will return you to the beginning of the program.

You can now quit the “MAN_CATS” software by selecting “Exit”.

99
EDC testing with socket box

Notes on how to carry out the test can also be found in the test procedure for EDC M(S) 5, stage 5,
page 31
Fig. 1

The 1st layer À of the EDC control unit must be unscrewed and folded up to provide access to the con-
nector Á.

100
EDC testing with socket box

Testing with engine running, ship stationary


Fig. 2

Reason: Voltage measurement of EDC engine components


D Engine off
D Disconnect EDC control unit plug À and connect it to the socket box Â
D Connect the socket box plug Á to the EDC control unit
D Start the engine

Testing with the engine stationary


Reason: Measuring the resistance of the EDC engine components
D Ignition off
D Disconnect plug À on the EDC control unit

101
EDC testing with socket box

Relay in terminal box


Fig. 3

1
2
3

4
5

There are 6 relays (K1−K6) À in the terminal box; they have the following functions:
À K1 − Voltage supply for EDC and emergency running unit
Á K2 − for redundant shut-off device. MMDS (ignition on)
 K3 − Time-lag relay
à K4 − Direction of movement relay (gearbox ahead)
Ä K5 − Direction of movement relay (gearbox astern)
Å K6 − Emergency running relay (picked up when emergency running mode is active)

102
Connections: Boatyard start / stop, emergency stop,
charge indication, charge-air preheating, alarms

Pre-heater indicator light


Emergency stop
Emergency stop

Start interlock
Start interlock
Battery check

Group alarm
Group alarm
Start / stop
Battery −
Battery +

Ignition

Horn
31 30 50g 15 61 L

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 X4 External coding

Connection
Engine room

Horn
Group
interrupt
(NC)

Start interlock connection,


see page 108

Charge indication 3W
Starter motor lock

30
Emerg- 1.2W
ency
Bridge

15 50 stop Ready to
start dis-
play
Charge indication
Starter motor lock

30
Flybridge

Emerg-
ency Ready to 1.2W
15 50 stop start dis-
play
3W

103
Engine start / stop: Bridge / Flybridge / Engine room

The engine is started and stopped using the respective ignition switch. To be connected using the X4 boat-
yard connector (see diagram on page 103).
In the engine room, the engine can be started and stopped using the ignition switch on the MMDS-EP en-
gine room panel (optional). (Connection via plug X7 on the terminal box).

Stopping procedure
1. Ignition lock position 1, position 0: Engine stopped
2. Switch off battery main switch

Caution:
As a general rule, switching off the voltage supply to the EDC engine control system using the battery
main switch is to be avoided if the ignition is on.

If the switching off procedure is not followed, this may cause fault codes to be entered in the EDC memory
and may result in a reduction in engine speed, since the control unit voltage supply has been interrupted
during the EDC run-on phase.

104
Emergency stop

Emergency stop on terminal box


A standard feature of the terminal box is a latching emergency stop switch.
If this switch is operated, the engine switches itself off and the starter motor can no longer be activated.
If the starter motor does not turn when the engine is being started, check whether the emergency stop
switch has been operated.

Emergency stop: bridge, flybridge and engine room


Additional emergency stop switches can be connected to the X4 boatyard connector (see diagram on
page 103). An emergency stop switch, located in an easily accessible position, should be installed in the
engine room.
It is essential that such emergency stop switches are installed when electric throttle lever controls are fitted.
If no additional emergency stop switch is installed, a jumper must be fitted across terminals 6 and
7 in connector X4.
Operation of the emergency stop switch does not cause an EDC fault to be entered in the control unit, be-
cause EDC run-on is ensured.

105
Charge indication, charge-air preheater, alarms

Charge indication
A charge indicator lamp is already installed in the terminal box (see page 73, fig. 2).
An additional indicator lamp for monitoring the charge current of the alternator can be connected to the X4
boatyard connector (see diagram on page 103). Connection terminal pin 5.
When the engine is stationary, the lamp lights up and supplies the alternator excitation current. If the lamp
lights up when the engine is running, the alternator charge voltage has failed, i.e. the alternator is faulty or
the V belt has broken.
Several devices use the charge indication as an “engine running” signal. For example, it is used by the start
interlock repeat relay and the charge-air preheater (V engine only).
D+ should be approximately 2 VDC when the engine is stationary and “ignition” is on. When the engine is
running,
D+ should be y U-Batt. An incorrect signal to D+ may result in the engine not starting or the starter being
switched on when the engine is running.

Charge-air preheater
If a charge-air preheater is fitted, the associated indicator lamp is connected to pin 8 of plug X4 (see dia-
gram on page 103).
When the ignition is switched on, the lamp will be on for the duration of the preheating time of 30 seconds.
It will then flash, indicating the engine is ready to be started. When the engine is started, the lamp will go
out, if the engine is not started, preheating will stop automatically after approximately 13 seconds.
When the engine is at operating temperature, i.e. the coolant temperature is above 45°C, preheating will
not take place.

Alarms
If the engine monitoring system (MMDS) triggers an alarm, a warning device, e.g. a horn, can be con-
nected to plug X4 (see diagram on page 103), pin 11. This is an MMDS relay contact (NO contact) which,
in the event of a fault, outputs terminal 15+ to pin 11 of plug X4. In parallel with this, a group alarm relay
drops out (even if MMDS should fail) and closes an NC contact which is output via plug X4, pins 9 and 10
(see diagram on page 103). Contact load of both relays should be 6 A.
For further details on this and on the “MMDS” engine diagnosis and monitoring system, see the separate
booklet describing the MMDS system.

106
Connection for electric throttle lever control with
4−20 mA output signal

The basic connection for the 4−20 mA throttle lever signal is described on page 19. The following pages
contain a summary of other aspects of the electrical control system.
The MAN installation guide-lines specify that the engine should be potential-free. In other words, battery “−”
should not be connected to the ship’s potential. This same principle must also be followed when connecting
the throttle lever control.

Voltage supply
The boatbuilder can arrange the voltage supply to the throttle lever either via
D Ignition terminal 15 (+) / 31 (−) or
D Battery terminal 30 (+) / 31 (−) or
D A separate voltage supply

a) Voltage supply to the throttle lever via ignition (terminal 15 / 31)


It is recommended that the voltage supply to the throttle lever control system is connected through the X4
boatyard connector to pin 4 (15+) and pin 1 (31−) (see diagram on page 103).
This ensures that when the ignition is switched off, the throttle lever control system is also switched off.
The battery will not be accidentally drained.

b) Voltage supply to the throttle lever control system via battery terminal 30/31
If the throttle lever systems are connected to the battery voltage the safety measures provided by the
manufacturer must be taken into account.
If the power consumption of the throttle lever control system is never more than a maximum of 3 A when
operational, terminals 30 (Bat+) and 31 (Bat−) in the boatyard connector can be used for this.
See diagram on page 103, plug X4 pin 1 (31−) and pin 2 (30+), for how to establish this connection.
Otherwise the system is connected direct to the battery.
Ensure that the throttle lever control system is disconnected from the battery if the vessel is left unattended
for a fairly long period (several days). Use the battery master switch to do this.
Otherwise the battery may discharge and in serious cases there may be difficulties in starting.
Mini-Marex-C system: power consumption at 24 V supply voltage

Closed-circuit current consumption with two command initiators approximately 0.6 A


(main bridge and flybridge)
Nominal current consumption with two command initiators approximately 3 A
Actuator with electric gearbox output

107
Connection for electric throttle lever control with
4−20 mA output signal

c) Connection for start interlock

General:
The start interlock system ensures that the engine cannot be started when the gearbox is engaged.
D If the electric gearbox control system is operated by a throttle lever control system (e.g. Rexroth, Mini-
Marex system) and is routed through the terminal box, plug X8, a start interlock is guaranteed by the
relays K4 and K5 in the terminal box. In this case, jumper plug X4, pins 14 and 15.
D If the gearbox control system is not routed through the terminal box, we recommend, for safety reasons,
that it is connected via plug X4, pins 14 and 15. These are to be connected to an NC relay of an existing
throttle lever control system (see also page 103 diagram 2)

d) EDC speed signal for engine synchronisation


An engine speed signal, supplied by the EDC, is provided, potential-free, at plug X9, pins 15 and 16.
This can be read into the throttle lever control system for engine synchronisation purposes.

+ − − +
Terminal box Plug X9
16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
A
Plug A for + −
throttle lever − +
for electric
engine control Engine rpm Input
output 4−20 mA for
EDC engine control

U
EDC rpm signal: Pulse duty factor: 30:1

H=U-Batt 24V

TDS-A (input)
L = 1.3 Volt
0V T

14V
Rpm signal (output)
(RL = 8 kOhms 1.3 V
0V
tmax = 600 μSec

See also page 26.

108
Connection for electric throttle lever control with
4−20 mA output signal

e) Engine control with pedal travel sensor PWG


If plug B with attached pedal travel sensor is plugged into plug X9, the engine can be controlled mechan-
ically, e.g. by means of a Bowden cable.

14 13 6 5 4

Plug B for
throttle lever
mechanical
engine control
1K
1K

1K

Pedal travel sensor with


idle speed switch

109
Connection for electric throttle lever control with
4−20 mA output signal

f) Engine control with 4−20 mA signal

Plug EDC control box 51.11615−7243 Plug


X9 X9

9 14 Isolating 16 11
transformer
Input 4−20 mA
Terminal 3
I U
10 EDC “−”
15 10

+ − − +

V V

4 mA ¢ 1.92 V Isolating transformer 0.64 V


1 mA = 160 mV
20 mA ¢ 9.6 V 3.2 V

It is possible to feed in a 4−20 mA current signal for controlling the engine through plug X9 and plug A.
4−20 mA = idle − full load.
In the EDC control box 51.11615−7243 the 4−20 mA signal is galvanically isolated from the EDC and con-
verted into a voltage signal (4−20 mA ¢ 0.64−3.2 Volt).
Plug A has screw terminals, so that no crimping tool is required to connect it.

Note: Signal resolution


For sensitive control of the engine speed and for minimal fluctuations during synchronisation, a resol-
ution of at least 8 bits is required for the 4−20 mA current signal. Better results can be achieved with
10- or 12-bit resolution.

110
Connection for electric throttle lever control with
4−20 mA output signal

g) Electric gearbox control


The electric gearbox control can be connected, potential-free, via plug X8 for ahead and astern.
Plug X8 is wired up direct to the engine plug X1 and then to the gearbox plug X3 on the flywheel housing.
The mating plug for X8 is delivered with the system.

− −
+ +

8 7 9 X3
Gearbox ahead Gearbox astern

F5 F6 F11
X1

Terminal box

− + +
3 2 1

Plug
on terminal box 4 1
8 7 6 5 3 2
for electric X8
gearbox control

111
Fig. 1
Control system design: Bridge 2 Bridge 3 Bridge 4
Additonal
Basic function: connectable Engine Engine Engine Engine Engine Engine
Emergency stop Emergency stop Emergency stop Emergency stop Emergency stop Emergency stop
− Engine speed control (electric 4−20 mA) control heads
− Gearbox control (electric, digital)
Bridges 2−4
Optional features:
− Engine speed synchronisation (active regulation)
− Trolling control (electric 4−20 mA)
Ps Stbd Ps Stbd Ps Stbd

Notes:
The control system must only be operated Connection to
with a separate engine emergency-stop device Ps actuator 2 3 4
on each bridge. socket no.

The length of power supply cable between the battery Engine Engine
Emergency stop Emergency stop
and the supply unit must not exceed 10 m when using
a core cross-section 2,5 mm2. Connection to
Stb actuator 2 3 4
socket no.

Ps
Ps actuator Stbd
Stb actuator
Ps − Bridge cable
Bosch-Rexroth, available from MAN

Stb − Bridge cable

103 103
Engine start lock can be
+ − + −
connected as an option

101
102
103
104
101
102
103
104
104 104

112
4 x 2,5mm2 4 x 2,5mm2
Fuse Fuse
F3=16A T F3=16A T
101 + + 101
7 9 8 6 1 1 6 7 9 8

102 102

Battery

Power supply
12 / 24 V DC
Communications cable

Trolling control cable Gearbox control cable Throttle cable Trolling control cable Gearbox control cable Throttle cable

Ps engine Stb engine 1 = Designation for


socket on the
actuator
Brief description of the 4−20 mA throttle lever control system

Reversing gear Reversing gear


or or
gear with trolling function gear with trolling function
Brief description of the Mini-Marex-C 4−20 mA throttle lever control system by
Brief description of the 4−20 mA throttle lever control system

System components / individual parts


The system comprises the following system components and individual parts:
− Throttle lever station for twin engined systems (51.11605−6043)
(for bridge, flybridge, identical for all bridges)
Fig. 2

100

157
44
37.2

56

Plug 1 Ps Plug 2 STB


99 65

Panel cutout

42 −+0.3

50 +− 1

5.5
70 +− 1
125
81 +− 0.3

Technical data Therm. operating range: 248 K ... 343 K


Protection category
Curve above desk top: IP 66 − IEC 529 (DIN VDE 0470)
below desk top: IP 66 − IEC 529 (DIN VDE 0470)
Colour: Housing: matt black
Lever: Chrome-plated, high polish
Weight: 2 KG
Voltage

Potentiometer data
Resistance: 5 KΩ
Resistance tolerance: $20% ($1 KΩ)
Linearity tolerance: $0,5% ($25 KΩ)

Latched Recomm. operating current


in loop circuit: < 0,1 μA
Operating angle
Max. loop current
On Switch for fault: 10 mA
Off

113
Brief description of the 4−20 mA throttle lever control system

− Control electronics (electronics box) (51.11610−6023)


(one electronics box per engine is required)
Fig. 3

284
143

1 2 3 6 4
8 9
10

10 7

33

330 273

310
9.
200

Technical data Plug


Operating voltage: 10 V ... 32 V No. 1 − No. 4: Bridges
Power consumption Nr. 6: Serial interface
at rest: approximately 0.4 A Nr. 7: Trolling output
under rated load: approximately 7 A
Nr. 8: Engine speed input
Therm. operating range: 248 K ... 333 K
Nr. 9: Solenoid valve output
Protection category: IP 44 − IEC 529 (DIN VDE 0470)
Nr. 10: External actuator for gearbox
Outputs: Engine speed: 4 ... 20 mA
Trolling: 4 ... 20 mA
Gearbox: 10 V ... 32 V
(=operating voltage) Connection terminals
max. 3 A Nr. 101: Supply (+)
(per solenoid valve)
Nr. 102: Supply (−)
Nr. 103, 104: Start interlock
Voltage filter incorporated into actuator

114
Brief description of the 4−20 mA throttle lever control system

− Connecting cable between control electronics and throttle lever


various lengths with plug at either end
(Connection between engine room and bridge or flybridge)

10m: 51.25449−0019
15m: 51.25449−0032
20m: 51.25449−0033
30m: 51.25449−0034
Fig. 4

− Connection cable between control electronics and MAN engine terminal box for engine speed
triggering with 4−20 mA signal (RPM cable)
with plug at either end

2m: 51.25449−0024
5m: 51.25449−0025
10m: 51.25449−0017
15m: 51.25449−0026
Fig. 5

WH
9

BN
10
8

YE
11
7

GN
12
6

LIYCY 4x0.5 mm
BN
13
5

WH
14
4

YE
15
3

GN
16
2

Plug assignment 894 100 208 2


1

Plug assignment 894 100 097 2

115
Brief description of the 4−20 mA throttle lever control system

− Connecting cable between control electronics and MAN engine terminal box for gearbox control
(ahead / astern)
with plug at either end

10m: 51.25449−0018
15m: 51.25449−0027
Fig. 6

BU

8
”L” BU

7
PK PK

6
GY GY

5
LIYCY 7x1 mm
YE YE

4
GN GN

3
BN BN

2
WH WH

1
Plug assignment 894 100 095 2 Plug assignment 894 205 066 4

− Connecting cable between Ps electronics box and Stb electronics box.

with plug at either end (communications cable) for engine speed synchronisation and master-slave set-
ting of the two engines.

5m: 51.25449−0028
10m: 51.25449−0020
15m: 51.25449−0029
20m: 51.25449−0030
Fig. 7

116
Brief description of the 4−20 mA throttle lever control system

− Connecting cable for voltage supply to the control electronics and connection to the gearbox
start interlock system

To be wired and configured by the boatyard.


Connection to the MAN terminal box via heavy gauge conduit threaded connection is possible.

See overview diagram on page 112.

Optional accessories:

− Connecting cable between electronics box and gearbox for triggering electric trolling valve

plug at either end, one of which must be removed .

The output for triggering the trolling valve is 4−20 mA.


4 mA: 100 % slip
20 mA: 0 % slip

2m: 51.25449−0035
5m: 51.25449−0036
10m: 51.25449−0037
15m: 51.25449−0038
Fig. 8

117
Notes

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118
Circuit diagram for engine electrics, diagnostics unit and electric gearbox control

Gearbox oil temperature


NC, with alarm open

Pressure after sea water pump

−0.5− +0.5 bar / 4−20 mA


Exhaust back pressure
Sea water temperature

Sea water temperature

Exhaust temperature
0−2.5 bar / 4−20 mA
on V engine only

after turbocharger
0−6 bar / 4−20 mA
Optional
without sensor fault

See water flow

before engine
Optional

Fuel pressure

after engine
Battery
Optional Optional
Optional

4−20 mA

Pt 1000

Pt 1000

NiCrNi
+
min 502

−0.5− +0.5 bar / 4−20 mA


Raised sensors for

Gearbox oil temperature


0−0.25 bar / 4−20 mA

0−0.25 bar / 4−20 mA


commissioning only

Gearbox oil pressure

Engine oil temperature


Coolant pressure AB

before turbocharger A

before turbocharger B
Injection pipe leakage
P P P

Engine oil pressure

Gearbox oil pressure

Exhaust temperature

Exhaust temperature
P

NC, with alarm open


0−6 bar / 4−20 mA

0−6 bar / 4−20 mA


Coolant pressure

Coolant level AB/A

Coolant level AB/B


after water pump

NO (de-energised)
1 4
X11

Intake vacuum
I I I T T

Temperature switch
I

Fuel pre-filter
Racor, Separ
+ −
D+ W 1 2 1 2 1 2
20A automatic circuit breaker

Pt 1000

NiCrNi

NiCrNi
rd gr
31 50 30 B+ B−
1 1 200A 200A G − −
3 X30
F2 F3 F4 P P P P P A+ B− A+ B− A+ B−
F1 M X30 1 2 3 4 X30 7 8 9 10 11 12 X30 5 + +
2 2 Alternator
352 I I I I I T
Starter S S S + − + −
20A automatic circuit breaker

1 2 1 2 1 2 1 2 1 2

9: Gearbox astern
8: Gearbox ahead
Power Glow
plugs rd gr rd gr
relay

1 2 3 4 X3 11 12 5 6 X3 8 7 9 X3
X3 X3
X16 X17
352 Optional for
X12 1 4 V-10/12 engine 1 2 X14 2 1 2 1

y gr wh gr wh gr wh
x x x x x x

D1 D4 D2 D5 A2 A1 A7 A8 C6 F2 A3 A9 A4 A10 D3 A5 A11 A6 A12 B1 B7 B2 B3 B4 B5 B6 B8 B9 B10 B11 C1 C7 C2 C8 C3 C9 C4 C10 C5 C11 C6 C12 E1 E7 E2 E8 E3 E4 E10 E5 E11 E6 E12 F1 F7 F2 F8 F3 F9 F4 F10 F5 F6 F11
X1

Alternator
1 1 1 Em-R Term. 5
x x x x x x
Em-R Term. 11

D+
F5 F6 F7
16A 10A 10A
2 2 2
Interlock-repeat 24V
K1/A1 relay 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 37 38 39 41 43 45 46 47 48 59 60
3W 23 24 25 26 27 28 29 30 31 32 33 34 35 36 49 50 51 52 53 54 55 56 57 58
Terminals 1/3/5/7/9/11/13/15/19 internal connections −A2 14 12 24 22 22 24 12 14 A2 −
31 A2 D+

EDC fault
U-Batt display
Stop (NO)
RS232C for

negative
30

output 1

output 2

output 3
50f

positive
diagnosis
V2

Ignition
Group Fast

Battery

Battery
50e K4 K5

input 1

input 2
serial

serial

serial

serial

serial
Oversteering Remote Horn Optical Horn closing term. Reduct. CAN1, CAN2, RS232C, optically

(NO)
alarm

DC+

S(+)
S(−)
D+ 61 L (optional) reduct. acknowl. acknow. (NO) (NO) (EDC) (Opt.) isolated, optional
42 Reset (NC) (NO) A1+
+A1 11 21 21 11
PE MMDS diagnostics unit 61 62 63 64 65 66 67 68 69 70 71 72 73 74 77 78 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104
75 76 79 80
a
Emergency stop 15 Emergency
2.1 D+ RK A4 L T
V3 EBE 50h stop
50 Term. 3 2.2
Control unit, charge-air preheater
31
Overrevving Relays
test K1/14
Optional
Emergency K4 (11)
Buttons on unit
stop EDC P.30 A2 9 10 11 12
1.2 Relays
EBE EDC P.31 K2/14
Term. 13 K6
31 30n 30 50h 50g
31
A1 5 1 6 2 7 3 8 4
+ + +
Em-R Term. 6

Em-R Term. 7

Em-R Term. 8

15
15

13
V1
12

− + +
3 2 1
Em-R / Term. 4
Em-R / Term. 3

S86 S87 S89


31 30 50g 15 61 L Opt Opt H 30 15 50g L 31 S86 S87 A A D/A − +

Gearbox plug
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 X4 Boatyard connections 8 7 6 5 4 3 2 1 X5 8 7 6 5 4 3 2 1 X7 8 7 6 5 4 3 2 1 X2 8 7 6 5 4 3 2 1 X8
external coding
Connection to other Engine room panel Display units + dials
terminal box
Terminal box Emergency stop Start interlock

F5: EDC fuse Circuit diagram for EDC engine with MMDS V2/V3: Diode 1.5 KE 39 CA x: Type K thermal cable K4/K5: Duplicate centre-zero relay, 10A
F6: MMDS fuse K6: Finder relay, type: 55.34
F7: Gearbox control and engine electrics fuse y: Connecting point to starter (Relay with 4 contacts)
K4, K5, K6, are fitted with LED and suppressor diode

8043

119
Circuit diagram for engine electrics, diagnostics unit and electric gearbox control

120
EDC diagram

only on in-line engine D 2876 LE4..

Redundant Fuel Control rod Control- Needle Fuel RPM Auxiliary Boost Coolant Charge-air
shut-off delivery position slide movement temperature sensor rpm pressure temperature temperature
device regulator sensor mechanism sensor sensor sensor sensor sensor sensor

4 1 8 7 1 6 5 4 3 1 2 3 2 2 1 3 1 2 1 3 3 2 1 2

Non-designated cables: A=1 mm2


Twisted cables: approximately 20/m

EDC
A9 A3 B2 B1 A4 A10 A5 B3 B4 C1 C5 C11 C4 C10 A7 A1 A8 A2 A11 A6 A12 C3 C9 C2 C8 plug
Terminal box X10
EDC control unit
Term.4 2.5mm2

2.5mm2
MES 0 1
DIA B 20
EOL E 38
MES 0 2
DZG 1 21
LGS E 39 Term.8 2.5mm2
VHS 0 3
HZG 1 22
KIK E 40 2.5mm2
VHS 0 4 Plug X2/4
ZDR E1 23
ZDR E2 41 Plug X2/3
MBR 1 5
BRK E 24
MBR E 42 Fan
LEB 1 6
FMS E 25
BRE E 43 Optional
WGS 1 7 rd
KUP E 26 blk
FGR 1 44
8

24 V
LKS 1

− +
14 13 12 11 10 9 8 7 6 5 4 3 2 1
PWG 1 27
PWG 2 45
RWG M 9
28

Emergency running unit receiver


TDS A
HRL 0 46

Type: Em-R // 51.27720−7013


RWG R 10
MPS A 29
K15 E 47
RWG Y 11
CAN L 30
ISO K 48
12
CAN H 31
ISO L 49 2.5mm2
GND 0 13
NBF 1 32
TKS E 50 Term.3
EAB 1 14 (EDC−)
LDF 2 33
FGG 1 51
BAT + 15 Term.2
KTF 1 34 (EDC+)
PB1 E 52 2.5mm2
BAT + 16
MDB 1 35
WTF 1 53
NBF 0 17 K5(24) K4(24) K6 K6
LDF 1 36 (A1) K6(7)
(6)
HGB 1 54 Term.9
BAT − 18
FGB 1 37
LTF 1 55
BAT − 19
Term.1
(Batt−)
K1: Duplicate centre-zero relay, 10A
56 K2: Duplicate centre-zero relay, 10A
K3: Off-delay centre-zero relay, 5A, t=8 Seconds

Term.5

K1 and K2 are fitted with LED


and suppressor diode
+A1 B1 15 + A1 24 22 14 12 −A2 24 22 14 12

K3 K2
t=8s K1
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 2122 23 24 − A2 18 16 −A2 21 11 + A1 21 11

2.5mm2

2.5mm2
EBE

ISO−K
ISO−L
23 + − + −
MMDS MMDS 24V Starter interlock relay
term.93 term.94 Expanded control box for EDC engines Term.
Engine speed signal output (+)

Engine speed signal output (−)

Type: EBE-EDC // 51.11615−7243 50e K5(11) 30n


MMDS MMDS MMDS 1 4 2 3
Term. 31 F5/2 K6(9)
Term.59 Term.79 Term.102 30
15 (+) (+) (−) Diagnostics plug for
4−20 mA input (+)
4−20 mA input (−)

Ignition MAN-Cats system

EBE EBE
17 16 1.1 2.1
Emergency stop button
6 5 3 2 1 1.2 2.2
X9 16 15 14 13 12 11 10 9 8 7 4 Circuit diagram, EDC
− with NBF + control-slide mechanism (for D2876 LE401)
External coding − with emergency running unit (optional)
− with connectin to MMDS diagnostics system

8043

121
EDC diagram

122
Connection diagram

Engine speed signal output (+)


Engine speed signal output (−)
Preheater indicator lamp
Emergency stop
Emergency stop

4−20 mA input (−)


4−20 mA input (+)
Start interlock
Start interlock
Battery check

Group alarm
Group alarm

Gearbox astern
Gearbox ahead
Start / Stop
Battery −
Battery +

Gearbox “−”
Ignition

Horn
31 30 50g 15 61 L

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 8 7 6 5 4 3 2 1 8 7 6 5 4 3 2 1 8 7 6 5 4 3 2 1 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 X9 External coding 8 7 6 5 4 3 2 1
X4 External coding X5 X7 X2 X8
A
Connector
Plug A for throttle lever
Engine room

Connector
for electronic triggering
of engine
Connection to other Engine room panel connection
Horn terminal box to reduce the 14 13 6 5 4 Gearbox plug
Group speed of both engines in an B
interrupt emergency
(NC)
Start interlock connection Plug B für throttle lever
for mechanical
triggering of the engine

1K
1K
1K Pedal travel sensor with
idle speed switch

30 (battery +) Terminal 15
Charge indication, 3W

31 (battery −) Terminal 31
Emer 51.25449−0041 Length 3m
gency 51.25449−0022
30 (51.25449−0021 prototypes)
stop Length 3m 2 3
Starter lock

1.2W 8 7 6 5 4 3 2 1
4 8 5 1
Engine speed incl. operating hours
Bridge

15 50 Ready-to-
start blue(−) + G Engine coolant temperature
pink(+)
display Display Serial Digital / grey
unit for terminal analogue yellow + G Engine oil pressure
block for unit for green
brown + G
MMDS-L Engine oil temperature
6 white
MMDS-LC MMDS-SD 5 Horn MMDS-D/A black + G
4 red Gearbox oil pressure
3 Group 2 −
interrupt + Exhaust gas temperature A
2 −
+ Exhaust gas temperature B
Commissioning tool Emergency
running unit,
MMDS-DK Em-C

8 7 6 5 4 3 2 1
51.25449−0041
Length 3m

30 (battery +) Terminal 15
Emer- 31 (battery −) Terminal 31
indication, 3W

30 gency
Flybridge

Starter lock

stop
Ready-to- 1.2W 2 3
start 8 7 6 5 4 3 2 1
15 50 1
Charge

4 8 5 Engine speed including operating hours


display
blue(−) + G
pink(+) Engine coolant temperature
Display Serial Digital / grey
analogue yellow + G Engine oil pressure
unit for terminal
unit for green
block for brown + G
MMDS-L Engine oil temperature
6 white
MMDS-LC MMDS-SD 5 Horn MMDS-D/A black + G
4 red Gearbox oil pressure
3 Group 2 −
interrupt + Exhaust gas temperature A
2 −
+ Exhaust gas temperature B

8 7 6 5 4 3 2 1

Plug A2 Plug A4 Gearbox plug X3


4 1
30 D+ 31 T D+ 3 2 Assignment X1 X1 Assignment
50f 50e 31 L RK 15 50 4−20 mA “+” B1 1 12 Fuel pre-filter U
E10 (Racor, Separ)
Plugs X11, X12, X14, X16, X17 EDC speed signal: Pulse duty factor: 30:1
Gearbox oil pressure Fuel pre-filter
(seen from front) display B6 2 11 E4
Interlock-repeat relay Charge-air preheater control unit (Racor, Separ)
Gearbox oil pressure H=U-Batt 24V
C6 3 10 free
contact
Gearbox oil pressure TDS-A (input)
C12 4 9 F11 Gearbox astern
contact
Plug on terminal box Gearbox oil tempera- F2 L = 1.3 Volt
ture contact 5 8 F5 Gearbox ahead
0V t
Gearbox oil pressure F6 Gearbox “−”
contact F8 6 7

Plug X,
engine electrics + MMDS sensors Plug X4

Engine speed signal (output) 14V


71 71 71 1 71 71 Service plug X30 (RL = 8 kOhms
A 23 F 1.3V
45 Assignment X1 X1 Assignment 0V
tmax = 600 μSec
126 126 126 6 126 126
4−20 mA “+” B1 1 12 F7 Exhaust gas tempera-
ture after turbine
Sea water flow B7 2 11 F1 Exhaust gas tempera-
Plug X9 ture after turbine All non-designated cables 1 mm2
Plug X1 Pressure after sea Sea water temperature
EDC sensors B2 3 10 C8
water pump after engine
Fuel pressure 4 9 C2 Sea water temperature
Plugs X2, X5, X7, X8 B3 after engine
71 1 71 Wiring done by boatyard
A 23 D 4 56 Exhaust backpressure F10 5 8 C7 Sea water temperature
1 7 before engine
45
3 28 C1 Sea water temperature
126 6 126 free 6 7 before engine

8043

123
Connection diagram

124
Notes

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125
Notes

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126
Index

A E
Atmospheric pressure sensor (in control unit) . 61 EDC control box . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Auxiliary rpm sensor . . . . . . . . . . . . . . . . . . . . . . . 46 EDC diagnostic tools . . . . . . . . . . . . . . . . . . . . . . . 82
EDC diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
B EDC testing with socket box . . . . . . . . . . . . . . . 100
Boost pressure sensor . . . . . . . . . . . . . . . 21, 42, 76 Electrohydraulic shut-off device EHAB . . . . 15, 63
Bosch socket box . . . . . . . . . . . . . . . . . . . . . . . . . 82 Electromagnetic fuel volume regulator
Brief description of the 4−20 mA In-line engine . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
throttle lever control system . . . . . . . . . . . . . . . . 112
V engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
C Electronic diesel control − General . . . . . . . . . . . . 6
CAN system (control unit) . . . . . . . . . . . . . . . . . . 57 Emergency stop . . . . . . . . . . . . . . . . . . . . . . . . . . 105
CAN system (TSC1-FM message) . . . . . . . . . . . 62 Engine control
Charge-air temperature sensor . . . . . . . . . . . 40, 76 Electric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Charge-air, coolant and Mechanical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
fuel temperature sensors . . . . . . . . . . . . . . . . . . . 20 Engine overspeed . . . . . . . . . . . . . . . . . . . . . . . . . 51
Check-list for EDC MS 5 stage 5 . . . . . . . . . 31–33 Engine start / stop:
Circuit diagram for engine electrics, Bridge / Flybridge / Engine room . . . . . . . . . . . 104
diagnostics unit and electric gearbox control . 119 Engine terminal box . . . . . . . . . . . . . . . . . . . . 72–73
Component description . . . . . . . . . . . . . . . . . . . 9–26
Connection diagram . . . . . . . . . . . . . . . . . . . . . . 123 F
Flash code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Connection for electric throttle lever
control with 4−20 mA output signal . . . . . . 107–109 Fuel temperature sensor . . . . . . . . . . . . . . . . 47, 79
Connections: Boatyard start / stop, Fuel volume regulator . . . . . . . . . . . . . . . . . . . . . . 45
emergency stop, charge indication, Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
charge-air preheater, alarms . . . . . . . . . . . . . . . 103
Control box for idle speed adjustment . . . . . . . . 56 I
Control rod position sensor . . . . . . . . . . . . . . . . . 43 Idle speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Control rod position sensor − loose contact . . . 69 Injection pump
Control rod position transducer . . . . . . . . . . . . . . . 7 In-line engine . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 V engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Control unit (processor run-on) . . . . . . . . . . . . . . 67
L
Control unit plug connector − Pinouts . . . . . . 9–10
Linear solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Control unit watchdog run-on fault . . . . . . . . . . . 68
Control unit, EEPROM processor 1 fault . . . . . . 64
M
Control unit, EEPROM processor 2 fault . . . . . . 65
Main relay (K1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Control-slider adjusting mechanism,
MAN-Cats diagnostics system . . . . . . . . . . . . . . 83
In-line engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
MAN-Cats Software Description . . . . . . . . . . 85–99
Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
MMDS external stop . . . . . . . . . . . . . . . . . . . . . . . 66
Coolant temperature sensor . . . . . . . . . . . . . 44, 78
Multistage switch for engine speed . . . . . . . . . . . 55

127
Index

N T
Needle movement sensor . . . . . . . . . . . . 23, 53, 80 Temperature switch −
Notes on operation . . . . . . . . . . . . . . . . . . . . . . . . 27 electric charge-air preheating system . . . . . . . . 77
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38–69
P Time-lag relay (K3) . . . . . . . . . . . . . . . . . . . . . . . . 60
Pedal travel sensor . . . . . . . . . . . . . . . . . . . . . . . . 18 Troubleshooting chart . . . . . . . . . . . . . . . . . . . 34–37
Plug connections . . . . . . . . . . . . . . . . . . . . . . . 71–72 Troubleshooting program . . . . . . . . . . . . . . . . . . . 37

R U
Relay (K2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Undervoltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Request button (brake) . . . . . . . . . . . . . . . . . . . . . 49
RPM sensor . . . . . . . . . . . . . . . . . . . . . . . . 22, 41, 79 V
Voltage supply . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
S
Safety instructions . . . . . . . . . . . . . . . . . . . . . . . . 4–5
Avoiding accidents likely to cause injury . . . . . . 4
Laying up or storage . . . . . . . . . . . . . . . . . . . . . . 5
Limitation of liability for parts
and accessories . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Self-diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . 28–30
Start of injection control deviation /
Pilot stroke regulator . . . . . . . . . . . . . . . . . . . . . . . 52
System description . . . . . . . . . . . . . . . . . . . . . . . 7–8

128