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EMR3 System description
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Systembeschreibung
EMR3
by DEUTZ AG
Das elektronische Motorregelsystem EMR3 löst die

Systeme EMR1,2 und MVS ab. Für die
DEUTZ-Motor-Baureihe 2011/12 bleibt das EMR2-System
vorläufig erhalten.
Dieses Dokument beschreibt die Neuerungen, den Aufbau

und die Funktionsweise des EMR3 und gibt Hinweise zur
Fehlersuche und zur Problembehebung.
Das elektronische Motorregelsystem EMR3-OnRoad wird in

einer eigenen Systembeschreibung behandelt.
The electronic engine control system EMR3 replaces the

EMR and MVS systems. For the DEUTZ-Series 2011/12
EMR2 will remain.
This document describes the new features, the structure

and the functional principle of the EMR3 and gives hints for
troubleshooting and elimination of problems.
The electronic engine control system EMR3-On-Road is

dealt within its own system description.
EMR3 System description
© 2007 DEUTZ AG
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including No parts ofrecording,
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Products that are referred to in this document may be either trademarks and/or registered trademarks of the respective
owners. The publisher and the author make no claim to these trademarks.
While every precaution has been taken in the preparation of this document, the publisher and the author assume no
responsibility for errors or omissions, or for damages resulting from the use of information contained in this document or
from the use of programs and source code that may accompany it. In no event shall the publisher and the author be
liable for any loss of profit or any other commercial damage caused or alleged to have been caused directly or indirectly
by this document.
Copyright © 2007 DEUTZ AG

Version 1.2.2
Compiled 11.09.2007
Special thanks to:
Publisher All collegues of DEUTZ AG

DEUTZ AG
Managing Editor
Service Information Systems
Technical Editors
Fi
Ad
Cover Designer
.
Team Coordinator
.
Production
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Inhalt

EMR3 1
1 Foreword ................................................................................................................................... 1
2 Important ...................................................................................................................................
notes 1
3 System components
................................................................................................................................... 3
4 System functions
................................................................................................................................... 13
Control/regulation
.........................................................................................................................................................
functions 14
Monitoring functions
......................................................................................................................................................... 14
Diagnosis functions
......................................................................................................................................................... 16
5 Interfaces
................................................................................................................................... 16
Protocols ......................................................................................................................................................... 18
Wiring ......................................................................................................................................................... 22
Diagnostic plug
.................................................................................................................................................. 23
Main relay .................................................................................................................................................. 25
Control unit ..................................................................................................................................................
EMR3-S (EDC 16 UC 40) 28
Control unit ..................................................................................................................................................
EMR3-E (EDC 7 UC 31) 35
Circuit diagrams
.................................................................................................................................................. 50
6 Service tasks
................................................................................................................................... 59
Calibrating foot
.........................................................................................................................................................
pedal and hand throttle 60
Setting idle speed
......................................................................................................................................................... 62
Setting Droop
.........................................................................................................................................................
1 63
Setting Droop
.........................................................................................................................................................
2 64
Setting fixed.........................................................................................................................................................
speed 65
Setting emergency
.........................................................................................................................................................
speed 66
Setting pulse
.........................................................................................................................................................
rate for vehicle speed 67
Setting vehicle
.........................................................................................................................................................
maximum speed 68
Initialize the.........................................................................................................................................................
EEPROM 69
Updating operating
.........................................................................................................................................................
software 70
IO-Testing ......................................................................................................................................................... 74
7 Diagnostics
................................................................................................................................... 75
Diagnostics.........................................................................................................................................................
with diagnostic key and error lamp 75
Diagnosis with
.........................................................................................................................................................
SERDIA 77
Table of system
.........................................................................................................................................................
errors 80
8 Technical...................................................................................................................................
data 82
9 Glossary................................................................................................................................... 88
Index 89
© 2007 DEUTZ AG
Vorwort
Es ist unser Bestreben, den Inhalt dieses Dokuments kontinuierlich zu optimieren, wobei praktische
Erfahrungen aus dem Kreis der SERDIA-Anwender eine besonders wertvolle Hilfe darstellen. Sollten Sie
daher Änderungen, Erweiterungen oder Verbesserungen wünschen, bitten wir um eine entsprechende
Nachricht (E-Mail: Herr Finken, finken.h@deutz.com). Wir bewerten jede Meldung sorgfältig und
veröffentlichen Neuauflagen dieses Dokumentes, sobald sein Inhalt verändert wurde.
Im Voraus bedanken wir uns für Ihre Unterstützung.
Our aim is to continuously optimise the contents of this document, whereby practical experience from the
circle of SERDIA users is very valuable. So, if you want any changes, extensions or improvements made,
please notify us accordingly (E-mail: Mr. Finken, finken.h@deutz.com). We will examine all messages
carefully and publish new editions of this document as soon as its content is changed.
Thank you in advance for your kind support.
© 2007 DEUTZ AG
1 EMR3 System description
1 EMR3
1.1 Foreword
1.2 Important notes

Binding documentation
This document serves for a detailed explanation and illustration of the structure and
functional principle of engine components.
The data contained herein only correspond to the state of the art at the time of the setting
and are not subject to an immediate revision service.
The data of the

instructions, published
circuit andworkshop
diagrams, respectively valid technical
manuals, documents
repair and such as operating
setting instructions, technical
bulletins, service bulletins etc. are exclusively binding for the operation, maintenance and
repair.
We refer especially to the valid edition of the "Installation Guideline for Electronic Systems
on DEUTZ Diesel Engines" which are available from the Installation Consulting Dept.
(E-mail: Mr. Benke, benke.m@deutz.com).
Safety
The fuel systems described in this document operate under very high pressures. The
appropriate
the workbecause
fuel system guidelines from thethere
otherwise workshop manual
is a danger must be observed for all work on
to life
Customer wiring
In order to attain the required protection class (IP 66) at the control unit, the individual wire
seals, plugs and sealing rings provided must be used.
The connection between pins and individual wires must only be carried out with the proper
crimp tools.
The voltage supply on inputs and outputs for connected switches, sensors and loads must
be switched off via the ignition switch (terminal 15) and not via battery positive pole
(terminal 30).
© 2007 DEUTZ AG
EMR3 2
Work on the electrical system

The power supply (ignition, terminal 15) must be switched off before all work on the
electrical system.
Sensors and actuators must not be connected to external voltage sources for test
purposes. They must be connected to EMR3-ECU only. The components could otherwise
be permanently damaged.
Regardless of the reverse polarity protection integrated in the EMR3, all wrong polarity
should be avoided to rule out any risk of damaging the control unit.
The control unit plug may not be pulled out when the control unit is in operation (i.e. when
the power supply is switched on at terminal 15).
Correct procedure: Switch off the power supply (normally with the ignition key), wait for the
main relay to switch off (delayed by up to 15 s, listen for clicking noise), pull out control unit
plug.
The connecting plugs of the EMR3 are only protected against dust and splash water when
the mating plugs are plugged in. If the mating plugs are removed, make sure that the
control unit is not exposed to moisture.
Electrical welding
All plugs must be removed from the control unit during electrical welding on the vehicle or
machine to avoid damage.
© 2007 DEUTZ AG
1.3 System components

The engine control system EMR3 requires the following components
as a minimum equipment for operating the engine:
 Engine control unit (EMR3-S or EMR3-E)*
 Power supply (battery)*
 Foot pedal, hand throttle or switch for nominal value preset*
 Ignition start switch*
 External main relay (only in EMR3-S)*

 Function switch*
 Speed sensors
 Pressure and temperature sensors

 Cable harness, engine side / vehicle side*
 Error lamp*
 Diagnostic button*
 Diagnostic socket*
 installation and wiring by customer

The system can be extended by additional components depending on the application-specific
engine configuration. Please contact DEUTZ AG for further information.
Engine control unit

The central component of the EMR3 system is the engine control unit. This has the job of
ensuring optimum running of the engine with aims
 good exhaust behaviour,
 low consumption,
 quiet engine running,

long engine
efficient life,
service
For this purpose, the engine control unit makes a number of calculations with the measured
values and the parameters saved in the data memory which form the basis for all the functions
provided. The most important functions include:
 exact control of the injection process (including number, start and duration of injections),
 governoring of the idle speed,

 governoring of the exhaust return volume,
 optimisation of the balanced running (by correction of injection volume),
 engine monitoring,
 system diagnosis.
© 2007 DEUTZ AG
EMR3 4
DEUTZ ROAD-MAP for EMR3-Systems
© 2007 DEUTZ AG
Description of functions
The hardware of the EMR3 contains (roughly described):
o
oone
memoryCPU (MOTOROLA central processing unit)
flash-memory (for software and parameters)

eeprom-memory (for special parameters and counters)


RAM (for working memory)


Inputs and outputs

o digital (means ON-OFF signals and PDM signals)
o analogue (continous signals, inputs only)
communication ports
o ISO 9141 (Keyword protocol)
o CAN-Bus (SAE J 1939 protocol)
Power regulator
A EMR3-ECU contains several parts of data in general:

o main software ( it´s like the BIOS in a PC - DEUTZ calling: "BSW")
o application data ( it´s like an office-program on a PC - DEUTZ calling: "dataset")
o manufacturing data (it´s like the CMOS-RAM in a PC - DEUTZ calling: "logistic data")
The EMR3 could be programmed via the ISO 9141 interface (Programmimg via CAN-Bus is in
pipeline). There are different possibilities of programming an EMR3:
o complete dataset + BSW (needed for main software exchange)
o complete dataset (needed for e.g. spare parts)
o partitial dataset (needed for e.g. special adjustment in small series production)
o calibration (needed for adjustment in field e.g. footpedal calibration)

Many engine functions of the EMR3-Software are available via switches (digital or analog inputs)
and CAN-Bus. These functions are choosen from a DEUTZ-configurator called ELTAB. The
output of the configurator is the customerspecific dataset for serial production.
In factory every EMR3 is programmed with a customerspecific complete dataset + BSW. After
power calibration on the DEUTZ-testbench the EMR3 enters the status "engine specific" and
receives a barcode label with the engine number printed on.
It´s forbidden to exchange EMR3-ECU´s (with or without barcode

label), that don´t match with the DEUTZ-engine-number.
© 2007 DEUTZ AG
EMR3 6
The sensors attached to the engine provide the electronics in the control unit with all the relevant
physical parameters.
In accordance with the information of the current condition of the engine and the preconditions
(accelerator pedal etc.) the EMR 3 controls the injectors and thus doses the fuel quantity in
accordance with the performance requirements.
The EMR 3 is equipped with safety devices and measures in the hardware and software in order
to ensure emergency running (Limp home and/or shut off) functions.
In order to switch the engine off, the user needs to turn the ignition switch into Stop-position
(terminal 15) only. The ECU shuts off the fuel ignition and enters a data-saving mode for about
15s (max). Within this time the terminal 30 (constant battery voltage) must not be disconnected
from EMR3. When the ECU leaves this mode the internal/external Main-Relay is shut off and
terminal 30 is disconnected from EMR3 permanently.
Base System functions

The following list gives an overview of the implemented EMR3-Functions. Nearly all functions
described in EMR2-System are available in EMR3.
o Speed control
o All speed governor, fuel governor (Min/Max-Governor), switchable governor mode during operation,
freezing the current speed, fixed speed for synchronization or load distribution, overdrive speed
o Set point input
o Footpedal and/or hand throttle
o External voltage signal (0 - 5 V)
o CAN Bus (remote electronics)
o Fixed speed signal (genset operation)
o Pulse width modulation (PWM)
o Touch control operation Up/Down (digital)

o Optimal adaptation to different applications
o Torque limitation
o Up to three top curves can be set independently
o Droop
o Constant, variable or switchable droop
o Engine Start/Stop
o Monitoring and signal output functions
o Coolant temperature and level, oil pressure, charge air temperature, fuel temperature,
o fault display and/or power reduction or switch-off-engine
o Boostpressure (LDA) function
o Smoke limitation
o Temperature-dependent start control
o Improving the starting ability, gentle cold start without smoke ejection
o Altitude correction
o Engine and turbo charger protection
o Fuel volume correction
o Compensation for fuel heating
o Emergency running (limp home mode)
o Emergency running after failure of set point signal (e.g. using accelerator pedal), the charge air sensor
or the vehicle speed signal
o Selection of cold start aid
© 2007 DEUTZ AG
o ECU controls a heating flange or the glow plugs or the flame heating
o Data communication
o Interfaces, diagnostics and programming
o Output of fault fault blink codes
o Simplified fault diagnosis
© 2007 DEUTZ AG
EMR3 8
DEUTZ-Labeling EMR3-E EMR3-S

Label of manufacturer ED 7 UC 31 ED 16 UC 40
engine types TCD 2015 TCD 2012 2V
TCD 2013 2V
TCD 2013 4V
injection system DCR® = DEUTZ Common Rail / DMV = DEUTZ Magnetic valve
supply voltage 12 und 24 V
operating temperature -40 °C bis +80 °C, cooling with air convection
mounting methods chassis, cabin chassis, cabin
main relay internal external
Max. number of 6 / 8 Zyl. @ (DMV), 4 / 6 Zyl. @ (DCR®)
cylinders
electrical plugs 89 + 36 + 16 Pins 94 + 60 Pins
environment IP 6K, IP 9K IP 6K, IP 9K
protection category
data interface /
protocol CAN / SAE J1939, ISO 9141 / KWP 2000
See the "DEUTZ Engine Control Units, An Overview" brochure for further details.
The Deutz Common Rail System is a high pressure injection system for diesel-engines. The rail is
the a memory for high compressed fuel for all injectors. This memory is charged by two high
pressure pumps. The system is controlled by the EMR3 via fuel control unit.
Advantages:
 mostly free chooseable injection pressure
 injection pressure up to 1600 bar
 flexible injection processes


As shown in the picture the system contains 4 different fuel-pressure zones. Several pressure
sensors give the EMR3 some status information of the system and via MPROP the EMR3 is able
to control the pressure. The processes is controlled in a closed loop governor.
Three different types of injection could be used:

 pre injection (e.g. to reduce noise emission)
 main injection (working)
© 2007 DEUTZ AG
 post injection (e.g. to higher the exhaust gas temperature for urea-injection)
© 2007 DEUTZ AG
EMR3 10
Example for an electrical activation of injector and the resulting fuel-injection:
The following schematic diagrams show the EMR3 system in connection with the injection system.
© 2007 DEUTZ AG
EMR3 12
Engine with DMV
1,2,3,6,7,8,9,0,11,12,13 = Motor- 24 = Diagnosis plug 16 = Signal light, -lamp

Sensoren
4 = engine main plug (X17 21 = ignition key (clamp 15) 15 = indicating instrument
5 = ECU 20 = switchable function 14 = Battery (clamp 31, 30)

(eg. fixed speed 1-2, droop 1-2 etc.)
22 = Diagnosis button 19 = clutch switch
23 = Diagnosis lamp 18 = e.g. footpedal, setpoint setting
© 2007 DEUTZ AG
1.4 System functions

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

Injection system DCR Injection system DMV
can be named at the moment:
Control unit ED 7 (0421 MSW project name: MSW project name:

4432) P_490_aaa P_513_bbb
Control unit ED 16 (0421 MSW project name: MSW project name:

4367) P_491_ccc P_492_ddd
The consecutive
connected systemdesignation
functions. aaa ... ddd indicates the development state of the software and the
The partnumbers (PN) refer to the date of writing this document. Changes in PN are possible.
The following DEUTZ part numbers (PN) were defined at the time this document was written:
TN ASAP TN BSW Name BSW TN EStG Name EStG
0421 4633 0421 4632 P_491_220 0421 4367 EMR3-S (ED 16UC40)
0421 5113 0421 5112 P_491_302 0421 4367 EMR3-S (ED 16UC40)
0421 5436 0421 5435 P_491_310 0421 4367 EMR3-S (ED 16UC40)
0421 5546 0421 5545 P_491_400 0421 4367 EMR3-S (ED 16UC40)
0421 4689 0421 4688 P_492_213 0421 4367 EMR3-S (ED 16UC40)
0421 4680 0421 4679 P_513_214 0421 4432 EMR3-E (ED 7UC31)
0421 5330 0421 5329 P_513_300 0421 4432 EMR3-E (ED 7UC31)
© 2007 DEUTZ AG
EMR3 14
1.4.1 Control/regulation functions
Regulation of the engine torque

The basic task of an engine regulator is to call the respective engine torque necessary in every
operating state from the engine to set a constant speed, for example, or to match the nominal
value specified by the driver. The EMR3 engine control unit determines the torque in the following
way:
Starting from the position of the setpoint transmitter (foot pedal, hand throttle or switch) it first
determines the necessary drive torque and calculates the necessary coupling toque from this. By
adding the power requirements of engine components, you get the nominal value for the torque to
be emitted by the engine (external torque). Under consideration of friction losses and the
operating point-dependent engine efficiency, the internal engine torque is obtained and finally,
from this, the nominal value for the fuel volume.
1.4.2 Monitoring functions

The monitoring functions serve to avoid operating states which could damage the engine. The
following hardware and signals can be monitored.
Sensors
Coolant temperature
Coolant level (optional*)
Oil pressure
Charge air temperature
Water in fuelAir filter differential pressure (optional*)
Actuators
Battery voltage
Heating flange (only installed in 4V engines)
There are other monitoring functions (e.g. for rail pressure ), which are activated automatically in
the event of an error.
All monitored values can be displayed (additionally to the diagnostic lamp).
early detection of errors:

intention: early recognizing of malfunctions in EMR3-Systems, to avoid environmental pollution or
subsequent damage. Three strategies are possible:
Warning
Warning / power reduction with or without delay
Warning / power reduction / shut off with or without delay
Example Coolant temperature:
The shut off limit at high temp has been increased by DEUTZ AG. But this was only possible,
because now a power reduction comes first. Therefore a strategy warning and shutoff without
powerreduction is not allowed anymore!
User defined combinations of warning strategies are not possible any more
(look
testedfunctional description of sales department) and the user has to use the
DEUTZ-combinations.
Activated power reduction starts with after warning (diagnosis lamp is activated). The
warning- and shut off - limits are engine type or ECU - type dependant. (see ELTAB
chapter 8)
The shut off condition leads to a blinking lamp (override is possible, that means shut
off could be bypassed by user, if configurated. Warranty claims will get lost in this
case)
Warning strategy is dependant from the monitoring functions, that means, something
© 2007 DEUTZ AG
that is not monitored could not be evaluated.
© 2007 DEUTZ AG
EMR3 16
1.4.3 Diagnosis functions

The EMR3-Ecu´s offer a diagnosis via
 Blink-Code

 CAN-Bus
K-Line
The blink-code is described in Table of diagnostic errors. With this feature it is possible to readout
an active system error without a connected diagnosis-tool. Activating this mode is described in
Diagnosis with diagnosis button an error lamp
The CAN-Bus protocol contains the standard messages from SAE J 1939. Not all telegrams have
been implemented. Therefore ask your DEUTZ-Dealer or salesman.
Via K-Line the ECU uses the KWP2000-protocol with crypted datastream. The
DEUTZ-diagnosistool SerDia2000 is able to read out and/or write the errormemory,
measurements
competence and parameters.
classes, The access tointhe
which are implemented theECU and the SerDia-Menu isThe
SerDia-Hardware-Interface. controlled by
levels are
password-protected. For each competence class the user needs an extra interface. Further
information see diagnostics.
1.5 Interfaces
Interfaces refer generally to data transfer points. In the EMR3 system, the transferred data are
electrical signals which transport either information about engine application or engine diagnosis.
The interfaces of the EMR3 system can be divided accordingly into application interfaces and a
diagnostic interface.
Application interface engine - control unit

All the sensors installed in the engine (e.g. for oil pressure and coolant temperature) and
actuators (solenoid valves, heating flange etc.) are usually wired at the factory by laying the
individual cables in an engine cable harness at the engine adapter plug. The connecting cable
from the engine adapter plug to the engine control unit is installed by the customer. The
connecting cable can be ordered in a specified length from DEUTZ or can be assembled by the
customer himself.
There are no special demands on the wiring between the engine transfer plug and the control unit
but you should make sure that the power cables of the injectors are not laid directly next to the
sensor cables. Shielding the cables for these signal types is definitely an advantage. Please
observe the DEUTZ wiring instructions.
Application interface vehicle - control unit

This can be understood as the cable harness which connects the display and control elements in
the instrument panel to the engine control unit.
Here too, there are no special demands on the wiring but it is an advantage to use shielded
cables for individual signal types (CAN-bus, diagnosis, foot pedal, hand throttle, etc.).
© 2007 DEUTZ AG
Please, mind the DEUTZ-wiring-plans, which are available for every ordered engine. Wire
the communication-wires like in DEUTZ-installation-instructions described. Handle the
ECU-communication-ports as networks and install them accurate in your application.
© 2007 DEUTZ AG
EMR3 18
Diagnostic interface
The engine control units EMR3-S and EMR3-E have three interfaces via which the control unit
data hardware can access the appropriate communication hardware (e.g. SERDIA USB interface)
and diagnosis software (e.g. SERDIA). These are
 the ISO-9141 bus (with KWP-2000 protocol, only K-line),

 the CAN-bus 1 (with SAE-J-1939 protocol),
 the CAN-bus 2 (not used at the moment).
The wiring between the diagnosis socket and the engine control unit is done by the customer and
is usually integrated in the cable harness of the application interface vehicle - control unit. The
DEUTZ wiring instructions for CAN-bus cables must be observed. The ISO-9141 bus wiring
between the control unit and the communication hardware should not exceed a total length of 15
m to achieve good signal quality.
´The KWP2000 protocol cannot be viewed and can only be used by the DEUTZ diagnosis
software
can SERDIA.
be used TheCAN
with any SAE-J-1939
diagnosisprotocol on and
hardware the other handFor
software. is internationally
this, standard standardised
messages areand
selected from the set of the SAE-J-1939 protocol by DEUTZ via control unit parameterization
which are sent regularly to the bus by the control unit. The configuration of the CAN messages is
determined in predefined CAN function scopes from which the customer selects a suitable one for
the engine application when ordering the engine. An adaptation of the CAN messages to
individual conditions is only possible in agreement with the DEUTZ head office.
The control unit also provides the possibility of outputting a blink code according to the currently
available errors in the event of an error. The error lamp and the diagnostic key must be connected
for a diagnosis in this case. The diagnostic button is connected to the K-line of the ISO-9141 bus.
Accidental actuation of the button during ISO communication leads to the connection being
broken and the diagnostic program must be restarted.
see also Diagnostics
1.5.1 Protocols
Protocols specify the process of data transmission between intelligent devices. Two protocols are
used in the EMR3 system for external communication:
 KWP 2000
Via the K-line, for diagnostic purposes
 SAE J 1939
Via the units.
control lines CAN-High and CAN-Low, for diagnostic purposes and communication between the
© 2007 DEUTZ AG
CAN-Bus interface
o Baud-Rate: 250 kBit/s
o Several scopes of CAN-functionalities available
o All source adresses and priorities are fixed for every single message like SAE
J1939-protocol.
o After Power up of he ECU the diagnosis starts with a delay of 10 seconds.
o Dignosis interrupts for 30s if battery-voltage drops under 9 Volt.
o Data FFh tells: not defined
o Data FEh tells: not valid
Example for a CAN-Standard-Function 3100
CAN Code No. 3100Engine Type: Don't care

CAN – Function Transmit Messages, Engine Stop Request, Request
For ECU`s: EMR3-s CR, EMR3-e CR, EMR3-e PLD

Data Sets: CAN_3100
The CAN - BUS has got the following adjustment:

 The node address of EMR3 is 0.
 The rate of transmission is 250 kBaud
 CAN Function without Time Out detection.
 The node address for the received messages is 3. Only the engine stop request messages can
be received from any node on the BUS.
 The PDUS Byte of Multi package Transport Protocol got the Value FF by automatically send.
Otherwise it will include the identifier of the request Node.
 The priority, resolution, repetition rate and all other information is outlined in the CAN
Specification for EMR3 and this Documentation.
Receive Messages:
Po Name Repetitio Identifier
DLC J1939 Identifier
s. n
Data Sourc
Reserve Page PDU PDU e
Priority d F S Addre rate
Byte 1 Bit Hex
3 Bit 1 1 ss (msec)
1 Bit (P+R+D Byte Byte
P) 1 Byte
1 Request 3 6 0 0 (18) EA 00 3 0 18 EA 00
03
Ignorie 0 08 FF 16
2 Engine Stop request 1 2 0 0 (08) FF 16
rt xx
3 Delete active Error 0 6 0 0 (18) FE D3 3 0 18 FE D3

(DM11) 03
Delete Passive Error 18 FE CC
4 0 6 0 0 (18) FE CC 3 0
(DM3) 03
© 2007 DEUTZ AG
EMR3 20
Transmit Messages:
Pos Name DLC J1939 Identifier Repetitio Identifier
. n
Data PDU SrcA
Byte Priorit
y Reser
ved Page PDUF S ddr. RATE Hex
3 Bit 1 Bit 1 Bit 1 Byte 1 1 (msec)
(P+R+DP) Byte Byte
1 EEC1 8 3 0 0 (0C) F0 04 0 20 0C F0 04 00
2 EEC2 8 3 0 0 (0C) F0 03 0 50 0C F0 03 00
3 EEC3 8 6 0 0 (18) FE DF 0 250 18 FE DF 00
4 Fuel economy 8 6 0 0 (18) FE F2 0 100 18 FE F2 00
5 Cruise Control 8 6 0 0 (18) FE F1 0 100 18 FE F1 00
6 Engine 8 6 0 0 (18) FE EE 0 1000 18 FE EE 00

Temperature
Inlet/Exhaust
7 Conditions 8 6 0 0 (18) FE F6 0 500 18 FE F6 00
Engine Fluid
8 Level/Pressure 8 6 0 0 (18) FE EF 0 500 18 FE EF 00
9 Measure 1 8 6 0 0 (18) FF 04 0 200 18 FF 04 00

10 Measure 2 8 6 0 0 (18) FF 12 0 100 18 FF 12 00
11 Measure 3 8 6 0 0 (18) FF 13 0 100 18 FF 13 00
12 Measure 4 8 6 0 0 (18) FF 14 0 100 18 FF 14 00
13 Measure 5 8 6 0 0 (18) FF 1A 0 100 18 FF 1A 00
14 Measure 8 8 6 0 0 (18) FF 1D 0 100 18 FF 1D 00
15 Measure 9 8 6 0 0 (18) FF 19 0 100 18 FF 19 00
16 Limitation 8 3 0 0 (0C) FF 15 0 100 0C FF 15 00
17 Vehicle Electrical 8 6 0 0 (18) FE F7 0 1000 18 FE F7 00
Power
18 Ambient Conditions 8 6 0 0 (18) FE F5 0 1000 18 FE F5 00
19 State of Input 1 8 6 0 0 (18) FF 0A 0 1000 18 FF 0A 00
20 State of Output 1 8 6 0 0 (18) FF 0B 0 1000 18 FF 0B 00
21 Engine 8 6 0 0 (18) FE E3 0 5000 18 FE E3 00

Configuration
22 Engine Hours 8 6 0 0 (18) FE E5 0 Request 18 FE E5 00
23 Controller 8 6 0 0 (18) FF 0C 0 Request 18 FF 0C 00

Configuration
24 Software 8 6 0 0 (18) FE DA 0 Request 18 FE DA 00

Identification
1000 (by
25 Active Error (DM1) 8 6 0 0 (18) FE CA 0 active 18 FE CA 00
Error)
26 Error Number 3 6 0 0 (18) FE CE 0 Request 18 FE CE 00

(DM5)
27 Frese Frame 8 6 0 0 (18) FE CD 0 Request 18 FE CD 00

Parameter (DM4)
© 2007 DEUTZ AG
28 Passive Error 8 6 0 0 (18) FE CB 0 Request 18 FE CB 00

(DM2)
Multi package
29 Transport 8 6 0 0 (18) EC FF 0 18 EC FF 00
30 Multi package 8 6 0 0 (18) EB FFÚ 0 18 EB xx 00

Transport Protocol 03
31 Acknowledgment 8 6 0 0 (18) E8 FF 0 18 E8 FF 00
© 2007 DEUTZ AG
EMR3 22
1.5.2 Wiring
For a lot of work on the EMR3 system such as the device/vehicle side wiring, testing or replacing
components, system extensions, an exact knowledge of the assignment of the connecting plugs
and sockets of the system components and their correct connection with each other is necessary.
The plug assignment sketches and circuit diagrams illustrated below serve as a reference for this.
manufacturing of the wiring

Please refer to the DEUTZ instruction manuals ! In particular the pin contacts must be crimped
with the designated crimp-tools. If necessary remove inserted pin-contacts only with the
designated ejection-tool. Further specifications for crimp-connections see DIN EN 60352-2.
© 2007 DEUTZ AG
1.5.2.1 Diagnostic plug

In order to be able to access the EMR3 control unit with the SERDIA 2000 diagnosis software, a
connection must be made between the SERDIA-PC and the diagnostic interface of the EMR3
system. The connection is made with the interface cable HS-Light/HS-Light II from the USB port of
the PC to the DEUTZ diagnostic socket which must be mounted easily accessible on the vehicle
or device (e.g. in the instrument panel).
A diagnostic socket is the prerequisite for the possibility of using SERDIA for error
diagnosis and changing the engine configuration.
The diagnosis plug has got a connection to the CAN-Bus via PIN G and H. This connection
is not used with ED 7 and ED 16 and will be used in the future. The complete diagnosis an
programming is done via K-Line of the interface.
The pins M and F of the diagnostic plug may be connected like in DEUTZ-wiring-plan
described and are connected with the customer CAN-Bus. At this pins the user may
connect a DEUTZ-CAN-Display to watch the standard messages. See also DEUTZ
technical product information 0199 – 99 – 0340.
Circuit diagram (excerpt from the engine wiring diagram)
© 2007 DEUTZ AG
EMR3 24
pin assignment
A Battery minus (-)
B Battery plus (+)
K ISO 9141 K-Line Diagnosis
L ISO 9141 L-Line Diagnosis

M CAN 2 High (SAE J 1939)
F CAN 2 Low (SAE J 1939)
D A-Line (SAE J 1708/1587) Diagnosis
E B-Line (SAE J 1708/1587) Diagnosis
© 2007 DEUTZ AG
1.5.2.2 Main relay

The main relay serves to release the energy supply of the vehicle/device for the EMR3 system.
 The engine control unit EMR3-S requires an external relay (see circuit diagram below).
 The engine control unit EMR3-E has an internal electronic relay.
For both control units applies: as soon as terminal 15 is not carrying battery + (i.e. the ignition is
switched off), the main relay is switched off by the control unit after approx. 10 s. The main relay
therefore separates the control unit from terminal 30 (battery +) which disconnects the power.
The switching state of the main relay can be observed in the EMR3-S directly at the relay contact
and in the EMR3-E at pin 1.13.
technical requests for the main relay

 min. current via switching contacts: 25A
 coil response time and fall time: < 50 ms
Connection of alternator pin D+

If the clamp D+ of the alternator is connected to clamp 15 of the electrical system (and the
ECU), then install a diode with a lamp like shown in the following pictures in the harness.
Without this diode you run the risk, that after ignition off the ECU may not shut off. The
diode has to be adjusted to the maximum current on this wire.
Circuit diagram
The marking of the relay-pins is not compatible to the DEUTZ wiring diagrams.
© 2007 DEUTZ AG
EMR3 26
© 2007 DEUTZ AG
EXAMPLE:
© 2007 DEUTZ AG
EMR3 28
1.5.2.3 Control unit EMR3-S (EDC 16 UC 40)

The engine control unit EMR3-S has two connecting sockets arranged on the top of the housing:
 socket D2.1 for connecting the engine cable harness,
 socket D2.2 for connecting the vehicle/device side cable harness.
Pin assignment
Max. cable cross section: 2.5 mm², 1.5mm², 0.75 mm²
Pinout for the ECU EMR3-S (EDC 16 UC 40)
© 2007 DEUTZ AG
EMR3 30
Pin Signal type Function / Component remark / Technical data
D2.2.45 power supply (+) oil level sensor Uout = 5 V
D2.2.14 power supply (–)

multiple state switch Intern mit UGnd connected
for speed
Signalinput, analog, mit Pullup- multiple state switch Uin = 0...5 V, R up = 2,3 kW
D2.2.15
Widerstand for speed

for droop
Signalinput, analog, mit Pullup- multiple state switch Uin = 0...5 V, R up = 2,3 kW
D2.2.89
Widerstand for droop
Externer Schalter zu U Bat,

Signalinput, digital, mit Pulldown- Rdown = 6,8 kW, Ulow =
D2.2.17 break switch
Widerstand
2,2 V, Uhigh = 3,7 V
D2.2.80
Widerstand break switch
2,2 V, Uhigh = 3,7 V
D2.2.40 clutch switch
Widerstand
2,2 V, U = 3,7 V
high
D2.2.54
Widerstand exhaust break switch
2,2 V, Uhigh = 3,7 V
D2.2.43
Signalinput, digital, mit Pulldown- engine start switch Rdown = 6,8 kW, Ulow =
Widerstand
2,2 V, Uhigh = 3,7 V
Signalinput, digital, mit Pulldown- intake air differential Rdown = 6,8 kW, Ulow =
D2.2.77
Widerstand pressure switch
2,2 V, U = 3,7 V
high
Externer Schalter zu U Gnd
Signalinput, digital, mit Pullup- switch ,
D2.2.52 Rup = 5 kW, Ulow = 2,2 V,
Widerstand customerspecific
Uhigh = 3,7 V

Signalinput, digital, mit Pullup- ,
D2.2.19 Overrideswitch
Widerstand
Rup = 5 kW, Ulow = 2,3 V,
© 2007 DEUTZ AG

for speed
Uhigh = 3,7 V

D2.2.79
Widerstand coolant temp switch Rup = 6,8 kW, Ulow = 2,2
V, Uhigh = 3,7 V
Signalinput, digital, mit Pullup- governor mode ,
D2.2.87 Rup = 6,8 kW, Ulow = 2,2
Widerstand switch
V, Uhigh = 3,7 V
D2.2.57 Widerstand droop switch Rup = 5 kW, Ulow = 2,2 V,
Uhigh = 3,7 V
0,3 A bei 12 V, 4 W bei 24

D2.2.55 power supply (+), switched diagnosis lamp V
Einschaltstrom 0,9 A
D2.2.71 power supply (–), switched Oil signal lamp 0,3 A bei 12 V, 4 W bei 24
V
D2.2.51 power supply (+), switched Oil signal lamp Einschaltstrom 0,9 A
engine running or

D2.2.7 power supply (+), switched 0,3 A bei 12 V, 4 W bei 24
boost temp lamp
D2.2.94 power supply (–), switched engine running or V

boost temp lamp
lamp Uout = UBat, Imax = 6 A
D2.2.29 power supply (+), switched
(customerspecific)
coolant temp warn 0,3 A bei 12 V, 4 W bei 24

D2.2.70 power supply (–), switched V
lamp
0,3 A bei 12 V, 4 W bei 24
D2.2.92 power supply (–), switched heater lamp V
fuel filter water level Intern mit UGnd connected
sensor
Signalinput, analog, mit Pullup- fuel filter water level Uin = 0...5 V, R up = 120 k
D2.2.64
Widerstand sensor W
D2.2.76 power supply (–) oil temp sensor Intern mit UGnd connected
Signalinput, analog, mit Pullup- Uin = 0...5 V, R up = 1,28 k

D2.2.66 oil temp sensor
Widerstand W
Signalinput, digital, mit Pullup- Externer Schalter zu U Bat,

D2.2.75 velocity sensor
Widerstand
© 2007 DEUTZ AG
EMR3 32
Rup = 6,8 kW, Ulow = 2,2

V, Uhigh = 3,7 V
D2.2.53 power supply (–) velocity sensorr Intern mit UGnd connected
Imax = 50 mA, f max 5kHz,

D2.2.48 Signalausgang, digital (PWM), mit engine speed sensor Standard: 60 Impulse/
Pullup-Widerstand, minus-schaltend
Umdrehung
D2.2.23 power supply (+) Fan speed sensor UOut = 5 V
Signalinput, digital, mit Pullup- Imax = 20 mA, f max = 1

D2.2.84
Widerstand Fan speed sensor
kHz
D2.2.59 power supply (–) Fan speed sensor Intern mit UGnd connected
R > 30 W bei 24 V
D2.2.73 power supply (+) fan control R > 10,6 W bei 12 V
L = 15...80 mH
Einschaltstrom 1,9 A bei
16 V (15 Minuten)
f max = 300Hz
D2.2.90 power supply (–), switched fan control
f min = 15Hz

D2.2.83
Widerstand PDM-setpoint Rup = 100 kW, Ulow = 2,1
V, Uhigh = 3,9 V
D2.2.85 power supply (–) PDM-setpoint Intern mit UGnd connected
D2.2.32 Signalinput, analog, mit Pullup- Temperaturesensor Uin = 0...5 V, R up = 1,3 kW
Widerstand (customerspecific)
Temperaturesensor Intern mit UGnd connected
(customerspecific)
Signalinput, analog, mit Pullup- exhaustgas temp Uin = 0...5 V, R up = 11,05
D2.2.34
Widerstand sensor kW
exhaustgas temp Intern mit UGnd connected
sensor
PDM-output Imax = 50 mA, f max = 1 KHz
D2.2.26 signal output, digital
(customerspecific)
PDM-output Intern mit U connected
power supply (–)
D2.2.39 (customerspecific) Gnd
D2.2.27 signal output, digital
PDM-output torque Imax = 50 mA, f max = 300 Hz
(customerspecific)
Externer Schalter zu UBat,
D2.2.74
Signalinput, digital, mit Pulldown- switch Rdown = 6,8 kW, Ulow = 2,2 V,
Uhigh = 3,7 V
sensor UOut = 5 V
D2.2.24 power supply (+)
(customerspecific)
© 2007 DEUTZ AG

sensor
Signalinput, analog, mit Pullup- sensor Uin = 0...5 V, Rup = 680 kW
D2.2.36
sensor Intern mit UGnd connected.
(customerspecific)
D2.2.61 Kommunikation, CAN low
CAN-Bus 2, customer
D2.2.62 Kommunikation, CAN high
D2.2.60 Kommunikation, CAN low CAN-Bus 1, für
D2.2.82 Kommunikation, CAN high Diagnosis
D2.2.25 Kommunikation, K-Leitung ISO-9141-Bus

boost pressure Intern mit UGnd connected
sensor
Signalinput, analog, mit Pullup- boost pressure Uin = 0...5 V, Rup = 680 kW
D2.1.40
Widerstand sensor
D2.1.14 power supply (+) boost pressure

sensor UOut = 5 V
D2.1.53
Signalinput, analog, mit Pullup- boost temp sensor Uin = 0...5 V, Rup = 1,28 kW
Widerstand
D2.1.20 Shield cam shaft sensor Intern mit UGnd connected
Signalinput (+), digital, mit Schmitt- Cam shaft speed
D2.1.10
Trigger mit Schwellwert-Anpassung sensor inductive sensor, Uin = 0,2...80
Signalinput (–), digital, mit Schmitt- Cam shaft speed V~
D2.1.50
Trigger mit Schwellwert-Anpassung sensor
D2.1.41 power supply (–) coolant temp sensor Intern mit UGnd connected
Signalinput, analog, mit Pullup- coolant temp sensor Uin = 0...5 V, Rup = 1,28 kW
D2.1.58
Widerstand
D2.1.7 Schirm crank shaft speed Intern mit UGnd connected
sensor
Signalinput (–), digital, mit Schmitt- crank shaft speed
D2.1.12
Trigger mit Schwellwert-Anpassung sensor inductive sensor, Uin = 0,2...80
Signalinput (+), digital, mit Schmitt- crank shaft speed V~
D2.1.27
Trigger mit Schwellwert-Anpassung sensor
power supply (–), switched, mit R > 42 W bei 24 V
exhaust gas break
D2.1.45 recovery diode zu U
valve control R > 14 W bei 12 V
Bat L < 480 mH bei 12 V
exhaust gas break
D2.1.29 power supply (+), switched
valve control
für 12-V-Anwendungen:
IOut = 1,7 A bei V bat = 14,4 V,
L = 160 mH, f = 300 Hz,
internal exhaust gas
D2.1.60 power supply (–), switched L = 10 mH, f = 1 Hz,
break or EGR
für 24-V-Anwendungen:
L = 600 mH, f = 300 Hz,
© 2007 DEUTZ AG
EMR3 34

sensor
L = 44 mH, f = 1 Hz
D2.1.49 power supply (–), switched

fuel control unit UOut = UBat, Imax = 5 A
(FCU, MPROP)
D2.1.19 power supply (+) fuel control unit

(FCU, MPROP)
fuel temp sensor or
D2.1.39 power supply (–) crankshafthousing Intern mit UGnd connected
pressure sensor
Signalinput, analog, mit Pullup- fuel temp sensor or UIn = 0...5 V, R up = 1,28 k
D2.1.52
Widerstand crankshafthousing
pressure sensor W
power supply (–), switched oder PWM- fuel valve flame INenn = 1,3 A bei 24 V
D2.1.59 starting or external
Signal EGR L = 0...15 mH bei 24 V
fuel valve flame
D2.1.25 power supply (+) starting or external
EGR
fuel low pressure Intern mit UGnd connected
sensor
Signalinput, analog, mit Pullup- fuel low pressure UIn = 0...5 V, R up = 680 k
D2.1.57
Widerstand sensor W
fuel low pressure UOut = 5 V

D2.1.11 power supply (+)
sensor
D2.1.24 power supply (+) heater relay max. 130 mH

2A bei 12 V, 1,5A bei 24V
D2.1.34 power supply (–), switched heater relay
Externer Schalter nach
Signalinput, digital, mit Pullup- Masse,
D2.1.21
Widerstand sense for heater relay Rup = 6,8 kW, Ulow = 2,2
V, Uhigh = 3,7 V
D2.1.51 power supply (–) oil pressure sensor Intern mit UGnd connected
D2.1.13 power supply (+) oil pressure sensor UOut = 5 V
Signalinput, analog, mit Pullup- UIn = 0...5 V, R up = 6,81 k

D2.1.56 oil pressure sensor
Widerstand W
D2.1.8 power supply (–) rail pressure sensor Intern mit UGnd connected
Signalinput, analog, mit Pullup- rail pressure sensor U = 0...5 V, R = 4,6 kW
D2.1.43
Widerstand In up
D2.1.26 power supply (+) rail pressure sensor UOut = 5 V
Lmax = 130 mH, I max = 6
D2.1.30 power supply (+), switched Starterrelay
A
D2.1.15 power supply (–), switched Starterrelay
Signalinput, digital, mit Pullup- engine stop switch Rup = 6,8 kW, Ulow = 2,2
D2.1.35
Widerstand (optional) V, Uhigh = 3,7 V
© 2007 DEUTZ AG
D2.1.49 power supply (–), switched

fuel control unit UOut = UBat, Imax = 5 A
(FCU, MPROP)

external EGR Intern mit UGnd connected
(optional)
crankshafthousing
D2.1.28 power supply (+) pressure sensor UOut = 5 V
(optional)
Injektoren 1 (Y15.1), Y15. DCR, 4 und 6 Zylinder
D2.1.16 power supply (+) 3 (Y15.3) und 5 1/3/5
(Y15.5) = Bank 1
Injektoren 2 (Y15.2),
power supply (+) 4 (Y15.4) und 6 Y15.
D2.1.1
2/4/6 DCR, 4 und 6 Zylinderer
(Y15.6) = Bank 2
D2.1.47 power supply (–) Injektor 1 Y15. DCR, 4 und 6 Zylinder
1

2

3
4
Y15. DCR, 6 Zylinder
D2.1.33 power supply (–) Injektor 5
5
Y15. DCR, 6 Zylinder
D2.1.46 power supply (–) Injektor 6
6
The table above illustrates the maximum assignment of the control unit pins. However, in practice,
not all the named pins are actually assigned. Pins which are not listed are generally not used by
the EMR3 system.
1.5.2.4 Control unit EMR3-E (EDC 7 UC 31)

The engine control unit EMR3-E has three connecting sockets arranged on the top of the housing:
 socket D2.1 for connecting the vehicle/device side cable harness,
 socket D2.2 for connecting the engine cable harness for sensors and actuators,
 socket D2.3 for connecting the engine cable harness for the fuel measuring unit and fuel
injectors.
Pin assignment
© 2007 DEUTZ AG
D2.1. GND reference for Accelerator pedal position sensor Connected to UGND

78 sensors and actuators. 1 ground inside of ECU.
D2.1. Analog input (with Accelerator pedal position sensor Analog input, UIN = 0 ...
pulldown resistor)
79 1 signal 5 V, Rdown = 100 kOhm
D2.1. Digtal input (with Low idle switch, throttle 1 Digital input external
pullup resistor)
48 Rup =switch to GNDU, low =
100 kOhm,
2,4V, Uhigh = 3,6V
D2.1. Sensor supply Accelerator pedal position sensor 2 VOUT = 5V
60 supply
D2.1. GND reference for Accelerator pedal position sensor Connected to UGND
sensors and actuators.
59 2 ground inside of ECU.
D2.1. Analog input (with Accelerator pedal position sensor Analog input, UIN = 0 ...
pulldown resistor)
61 2 signal 5 V, Rdown = 100 kOhm
D2.1. Digital input (with Low idle switch, throttle 2 Digital input external
pullup resistor) switch to GND,
80
Rup = 100 kOhm, Ulow =
2,4V, Uhigh = 3,6V
D2.1. GND reference for Multiple state or digital switch ( Connected to UGND
50 speed setpoint) ground inside of ECU.
D2.1. Analog input (with Multiple state or digital switch (speed Analog input, UIN = 0 ...
pullup resistor)
43 setpoint) signal 5 V, Rup = 3,4 kOhm
D2.1. GND reference for Multiple state or digital switch (Torque/ Connected to UGND
65 sensors and actuators. droop switch) ground inside of ECU.
D2.1. Analog input (with Multiple state or digital switch (Torque/ Analog input, UIN = 0 ...
pullup resistor)
62 droop switch) signal 5 V, Rup = 1,4 kOhm
D2.1. GND reference for Multiple state or digital switch (controller Connected to UGND
76 mode, power boost) ground inside of ECU.
D2.1. Analog input (with Multiple state or digital switch (controller Analog input, UIN = 0 ...
pullup resistor)
44 mode, power boost) signal 5 V, Rup = 3,4 kOhm
D2.1. GND reference for Digital switch input ground Connected to UGND
29 sensors and actuators. inside of ECU.
D2.1. Digital input (with Override switch Digital input external
pullup Resistor) switch to GND,
32
Rup = 4,1 kOhm, Ulow =
2,2V, Uhigh = 3,8V
D2.1. Digtal input (with Coolant level switch Digital input external
55
D2.1. Digital input (with Droop choice switch

2,3V, input
Digital Uhigh =external
3,6V
86
4,6V, Uhigh = 8,7V
D2.1. Power output high Supply digital swiches VOUT = UBAT, IMAX = 10 A
21
D2.1. Digtal input (with Engine Stop-switch Digital input external
pulldown resistor) switch to UBAT,
41
© 2007 DEUTZ AG
EMR3 38
Rdown = 4,1 kOhm, U low

= 2,2V, Uhigh = 3,8V
D2.1. Digtal input (with Parking brake optional redundant Digital input external
49 brake switch
= 2,2V, Uhigh = 3,8V
D2.1. Digital input (with Gear switch Digital input external
pulldown Resistor) switch to UBAT,
66
= 2,2V, Uhigh = 3,8V
D2.1. Digtal input (with Air filter differential pressure Digital input external
42 switch
< 0,28xUBAT,
Uhigh > 0,68xUBAT
D2.1. Digital input (with Engine brake switch Digital input external
47
R=down = 4,1
2,2V, kOhm,
Uhigh U low
= 3,8V
D2.1. Digital input (with Engine start switch Digital input external
74
< 0,28xUBAT,
Uhigh > 0,68xUBAT
D2.1. Digital input (with Oil-Level switch Digital input external
85
< 0,28xUBAT,
Uhigh > 0,68xUBAT
D2.1. Power output high Supply digital switches VOUT = UBAT, IMAX = 10 A
21
D2.1. Digital input (with Speed switch (+) Digital input external
31
< 0,28xUBAT,
Uhigh > 0,68xUBAT
D2.1. Digital input (with Speed switch (-) Digital input external
64
Rdown = 4,1 kOhm, Ulow
< 0,28xUBAT,
Uhigh > 0,68xUBAT
D2.1. Digital input (with Speed switch (hold/resume) Digital input external
46
< 0,28xUBAT,
Uhigh > 0,68xUBAT
D2.1. GND reference for Vehicle speed sensor ground Connected to UGND
D2.1. Digital input with Vehicle speed sensor signal Ri = 3,1 kOhm, Ulow =
comparator
71 1,0 V, Uhigh = 5,42 V
© 2007 DEUTZ AG
f max= 5 kHz
D2.1. Digital output with Engine speed output signal 50mA
pullup resistor(small fmax 5kHz
33 signal), switch to GND,
PDM Output Standard: 60 pulse per
rev.
Power output UBat+
D2.1.
22 Diagnostic lamp supply HS 0,3A@12V;
nominal4W@24V
0,3A
inrush current 0,9A
D2.1. Power switching output Diagnostic lamp LS
low side to GND
30
D2.1. Power output UBat+ Battery plus output for warning VOUT = UBAT, IMAX = 10 A
13 lamps
D2.1. Power switching output Warning oil pressure/level lamp LS 0,3A@12V; 4W@24V
low side to GND nominal 0,3A
20
inrush current 0,9A
D2.1. Power switching output Warning fuel-/airfilter/fuelpress. 0,3A@12V; 4W@24V
38 lamp LS
inrush current 0,9A
D2.1. Power switching output Warning coolant temp/level lamp 0,3A@12V; 4W@24V
39 LS
Inrush current 0,9A
D2.1. Power switching output Preheat lamp LS 0,3A@12V; 4W@24V
54
inrush current 0,9A
D2.1. Power switching output Engine running/warning boost air temp 0,3A@12V; 4W@24V
56 lamp LS
inrush current 0,9A
D2.1. Power switching output Starter relay LS Lmax=130mH
low side to GND Imax=2A
17
D2.1. Power switching output Starter relay HS
high-side to Vbat+
37
D2.1. Sensor supply Fan speed sensor supply VOUT = 5V
68
D2.1. GND reference for Fan speed sensor ground Connected to UGND
D2.1. Digital input Fan speed sensor signal fmax=1kHz
69
D2.1. Power output high Fan control actuator HS Rmin >30Ohm @24V
14 Rmin >10,6Ohm @12V
L=15...80mH
inrush current
1,9A@16V (15
minutes)
fmax=300Hz
fmin=15Hz
D2.1. Power switching output Fan control actuator LS
low side to GND
15
D2.1. GND reference for Exhaust gas or cylinder head temperature Connected to UGND
24 sensors and actuators. sensor ground inside of ECU.
© 2007 DEUTZ AG
flame start available

D2.2. GND reference for External EGR or Fuel valve for flame start Connected to UGND
sensors actuators.
05 actuator ground inside of ECU.
D2.2. Digital output HS (UBAT Battery supply output (HS) UBat
03 via internal main relay)
D2.2. Power switching output Engine brake flap actuator LS Rmin

06 low-side to GND Rmin >>1442 Ohm@12V
Ohm@24V
Lmax < 480mH @12V
D2.2. GND reference for Camshaft speed sensor ground Connected to UGND
sensors actuators.
10 inside of ECU.
D2.2. Schmitt-trigger input Camshaft speed sensor signal Induktivsensor, Uin=0,2
09 withforthreshold adaption
engine speed
... 80V AC, fin= ?
sensor signal.
D2.2. GND reference for Crankshaft speed sensor ground Connected to UGND
sensors actuators.
19 inside of ECU.
D2.2. Schmitt-trigger input Crankshaft speed sensor signal Induktivsensor, Uin=0,2
23 with threshold adaption ... 80V AC
forsensor
enginesignal.
speed
D2.2. GND reference for Rail fuel pressure or crank case pressure Connected to UGND
sensors actuators.
12 sensor ground inside of ECU.
D2.2. Sensor supply Rail fuel pressure or crank case pressure VOUT = 5V, max 50mA
13 sensor supply (G3)
D2.2. Analog input (with Rail fuel pressure or crank case pressure Analog input, UIN = 0 ...
pullup resistor)
14 sensor signal 5 V, Rup = 5,6 kOhm
D2.2. Analog input (with Coolant temperature sensor signal Analog input, UIN = 0 ...
pullup resistor)
15 5 V, Rup = 1,36 kOhm
D2.2. GND reference for Coolant temperature sensor Connected to UGND
sensors actuators.
26 ground inside of ECU.
D2.2. Analog output / sensor Low fuel pressure sensor supply VOUT = 5V
supply
16 (G2)
D2.2. GND reference for Low fuel pressure sensor ground Connected to UGND
sensors actuators.
18 inside of ECU.
D2.2. Analog input (with Low fuel pressure sensor signal Analog input, UIN = 0 ...
pullup resistor)
22 5 V, Rup = 6,81 kOhm
D2.2. GND reference for Fuel temperature sensor ground Connected to UGND
sensors actuators.
18 inside of ECU.
D2.2. Analog input (with Fuel temperature sensor signal Analog input, UIN = 0 ...
pullup resistor)
35 5 V, Rup = 1,3 kOhm
D2.2. GND reference for Customer temp. 1 (gear box oil) Connected to UGND
17 sensors actuators. ground inside of ECU.
D2.2. Analog input (with Customer temp. 1 (gear box oil) sensor Analog input, UIN = 0 ...
pullup resistor)
29 signal 5 V, Rup = 1,3 kOhm
D2.2. Sensor supply Oil pressure sensor supply (G2) VOUT = 5V
32
D2.2. Analog input (with Oil pressure sensor signal Analog input, UIN = 0 ...
pullup resistor)
27 5 V, Rup = 6,81 kOhm
D2.2. GND reference for Oil pressure sensor ground Connected to UGND
© 2007 DEUTZ AG
EMR3 42
24 sensors actuators. inside of ECU.

D2.2. GND reference for Water in fuel sensor ground Connected to UGND
sensors actuators.
24 inside of ECU.
D2.2. Analog input (with Water in fuel sensor signal Analog input, UIN = 0 ...
pullup resistor)
28 5 V, Rup = 120 kOhm
D2.2. Sensor supply Boost air pressure/temp. sensor supply VOUT = 5V
33 (G1)
D2.2. GND reference for Boost air pressure/temp. sensor Connected to UGND
sensors actuators.
D2.2. Analog input (with Boost air pressure sensor signal Analog input, UIN = 0 ...
pullup resistor)
34 5 V, Rup = 680 kOhm
D2.2. Analog input (with Boost air temperature sensor Analog input, UIN = 0 ...
pullup resistor)
36 signal 5 V, Rup = 1,3 kOhm
D2.2. Digital output HS (UBAT Battery supply output (HS) UBat
03 via internal main relay)
D2.2. GND reference for External EGR or Fuel valve for Connected to UGND
sensors actuators.
05 flame start actuator ground inside of ECU.
D2.2. Digital output / PWM External EGR actuator LS max. 50mA, 200Hz
(small signal), switch
11 to GND
D2.2. GND reference for Engine stop and reserve switch Connected to UGND
sensors actuators.
D2.2. Analog input (with Engine stop or reserve switch Analog input, UIN = 0 ...
pullup resistor)
21 5 V, Rup = 1,1 kOhm
D2.2. GND reference for Reserve pulse input ground Connected to UGND
sensors actuators.
20 inside of ECU.
D2.2. Schmitt-trigger input Reserve pulse input signal Induktivsensor, Uin=0,2
30 withforthreshold adaption
engine speed
... 50V AC
sensor signal.
D2.2. Power switching output Engine brake internal or IEGR DEUTZ 12V
low-side to GND application:
01 actuator LS
I_Out=1.7A @
Vbat=14.4V, L=160mH,
frequency=300Hz,
I_Out=3.1A @
Vbat=14.4V, L=10mH,
frequency=1Hz,
DEUTZ 24V
application:
I_Out=0.9A @
Vbat=28.8V, L=600mH,
frequency=300Hz,
I_Out=1.7A @
Vbat=28.8V, L=44mH,
frequency=1Hz
D2.3. Injector output Injektoren 1 (Y15.1), 3 (Y15.3), 5 Y15.1/ CR 4 und 6 Zylinder /
high-side PLD 6 und 8 Zylinder
04 (Y15.5) und 7 (Y15.7) = Bank 1 3/5/7
D2.3. Injector output Injektoren 2 (Y15.2), 4 (Y15.4) 6 Y15.2/ CR 4 und 6 Zylinder /
high-side PLD 6 und 8 Zylinder
03 (Y15.6) und 8 (Y15.8) = Bank 2 4/6/8
© 2007 DEUTZ AG
EMR3 44
Pin Pintype / Signaltype Function / component remark / technical data
D2.1.80 Digital input (with pullup Digital input external switch to

resistor) GND,
Low idle switch, throttle 2
Rup = 100 kOhm, U low = 2,4V,
Uhigh = 3,6V
D2.1.50 GND reference for Multiple state or digital switch (speed Connected ECU.
to UGND inside of
sensors and actuators. setpoint) ground
D2.1.43 Analog input (with pullup Multiple state or digital switch (speed setpoint) Analog input, UIN = 0 ... 5 V, R
resistor) signal up = 3,4 kOhm
D2.1.65 GND reference for Multiple state or digital switch (Torque/droop Connected to UGND inside of
sensors and actuators. switch) ground ECU.
D2.1.62 Analog input (with pullup Multiple state or digital switch (Torque/droop Analog input, UIN = 0 ... 5 V, R
resistor) switch) signal up = 1,4 kOhm
D2.1.76 GND reference for Multiple state or digital switch (controller mode, Connected to UGND inside of
sensors and actuators. power boost) ground ECU.
D2.1.44 Analog input (with pullup Multiple state or digital switch (controller mode, Analog input, UIN = 0 ... 5 V, R
resistor) power boost) signal up = 3,4 kOhm
D2.1.29 GND reference for Connected to UGND inside of

sensors and actuators. Digital switch input ground ECU.
Resistor) GND,
Override switch
Rup = 4,1 kOhm, U low = 2,2V,
Uhigh = 3,8V
D2.1.55 Digtal input (with pullup Digital input external switch to
resistor) GND,
Coolant level switch
Rup = 100 kOhm, U low = 2,3V,
Uhigh = 3,6V
resistor) GND,
Droop choice switch
Rup = 5 kOhm, Ulow = 4,6V, U
high = 8,7V
D2.1.21 Power output high Supply digital swiches VOUT = UBAT, IMAX = 10 A

D2.1.41 Digtal input (with Digital input external switch to
pulldown resistor) Engine Stop-switch
UBAT,
Rdown = 4,1 kOhm, U low =
2,2V, Uhigh = 3,8V
pulldown resistor) Parking brake optional redundant brake UBAT,
switch Rdown = 4,1 kOhm, U low =
2,2V, Uhigh = 3,8V
D2.1.66 Digital input (with Digital input external switch to
pulldown Resistor) UBAT,
Gear switch
2,2V, Uhigh = 3,8V
pulldown resistor) UBAT,
Air filter differential pressure switch Rdown = 4,1 kOhm, U low <
0,28xU
Uhigh BAT,
> 0,68xU BAT

Engine brake switch
2,2V, Uhigh = 3,8V
Engine start switch Rdown = 4,1 kOhm, U low <
0,28xUBAT,
Uhigh > 0,68xUBAT
© 2007 DEUTZ AG

Oil-Level switch Rdown = 4,1 kOhm, U low <
0,28xUBAT,
U > 0,68xU
high BAT
D2.1.21 Power output high Supply digital switches VOUT = UBAT, IMAX = 10 A
Speed switch (+) Rdown = 4,1 kOhm, U low <
0,28xUBAT,
Uhigh > 0,68xUBAT
Speed switch (-) Rdown = 4,1 kOhm, U low <
0,28xUBAT,
Uhigh > 0,68xUBAT
Speed switch (hold/resume) Rdown = 4,1 kOhm, U low <
0,28xUBAT,
Uhigh > 0,68xUBAT
sensors and actuators. Vehicle speed sensor ground ECU.
D2.1.71 Digital input with Ri = 3,1 kOhm, Ulow = 1,0 V,
comparator Vehicle speed sensor signal Uhigh = 5,42 V
f max= 5 kHz
D2.1.33 Digital output with pullup 50mA
resistor(small signal), fmax 5kHz
switch to GND, PDM Engine speed output signal Standard: 60 pulse per rev.
Output
D2.1.22 Power output UBat+ 0,3A@12V; 4W@24V
Diagnostic lamp supply HS nominal 0,3A
inrush current 0,9A
D2.1.30 Power switching output Diagnostic lamp LS
low side to GND
D2.1.13 Power output UBat+ Battery plus output for warning lamps VOUT = UBAT, IMAX = 10 A
D2.1.20 Power switching output 0,3A@12V; 4W@24V
low side to GND Warning oil pressure/level lamp LS nominal 0,3A
inrush current 0,9A
low side to GND Warning fuel-/airfilter/fuelpress. lamp LS nominal 0,3A
inrush current 0,9A
low side to GND Warning coolant temp/level lamp LS nominal 0,3A
Inrush current 0,9A
low side to GND Preheat lamp LS nominal 0,3A
inrush current 0,9A
low side to GND Engine running/warning boost air temp lamp LS nominal 0,3A
inrush current 0,9A
D2.1.17 Power switching output Lmax=130mH
Starter relay LS
low side to GND Imax=2A
D2.1.37 Power switching output
Starter relay HS
high-side to Vbat+
D2.1.68 Sensor supply Fan speed sensor supply VOUT = 5V
sensors and actuators. Fan speed sensor ground ECU.
© 2007 DEUTZ AG
EMR3 46
D2.1.69 Digital input Fan speed sensor signal fmax=1kHz

D2.1.14 Power output high Rmin >30Ohm @24V
Rmin >10,6Ohm @12V
L=15...80mH
Fan control actuator HS inrush current 1,9A@16V (15
minutes)
fmax=300Hz
fmin=15Hz
Fan control actuator LS
low side to GND
D2.1.24 GND reference for Exhaust gas or cylinder head temperature sensor Connected to UGND inside of
sensors and actuators. ground ECU.
D2.1.25 Analog input (with pullup Analog input, UIN = 0 ... 5 V, R
Exhaust gas temperature sensor signal
resistor) up = 1,4 kOhm

sensors and actuators. Oil temperature sensor ground ECU.
Oil temperature sensor signal
D2.1.26 Oil level sensor Signal evaluation with

Oil level sensor constant current source
247mA
sensors and actuators. Oil level sensor ground ECU
D2.1.23 Power switching output IMAX = 50 mA, f MAX = 300Hz
Torque PDM output signal
low side to GND
D2.1.51 Power switching output IMAX = 50 mA, f MAX = 1kHz
Reserve 2 (LS), PDM
low side to GND
D2.1.57 Power output UBat+ VOUT = UBAT, IMAX = 2,4 A, L MAX
Reserve 1, Actuator HS
= 130 mH
Reserve 1, Actuator LS
low side to GND
D2.1.81 Analog input (with pullup Crank case pressure or engine speed Analog input, UIN = 0 ... 5 V, R
resistor) precontroller sensor signal up = 100 kOhm
D2.1.82 Sensor supply Crank case pressure or engine speed VOUT = 5V

precontroller sensor supply
D2.1.83 GND reference for Crank case pressure or engine speed Connected to UGND inside of
sensors and actuators. precontroller sensor ground ECU
D2.1.34 CAN driver Customer - Controller area network CAN CAN low
D2.1.35 CAN driver CAN high
D2.1.52 CAN driver Diagnostic - Controller area network CAN CAN low
D2.1.53 CAN driver CAN high
D2.1.89 ISO-K Interface K-Line communication Diagnostic, programming
D2.2.03 Digital output HS (U BAT Battery supply output (HS) UBat

via internal main relay)
D2.2.07 Power switching output max. 130mH
Preheat relay actuator or glow plug for
low-side to GND Rmin > 6 Ohm @ 12V
flame start LS Rmin > 16 Ohm @ 24V
resistor) GND,
Preheat sense switch
Rup = 5 kOhm, Ulow = ?, U high =
?
D2.2.04 Analog output (UBAT via 0,75ANenn@24V
internal main relay) Fuel valve for flame start actuator HS 14,5-15mH@24V
© 2007 DEUTZ AG
12V: no fuel valve for flame

start available
D2.2.05 GND reference for External EGR or Fuel valve for flame start Connected to UGND inside of
sensors actuators. actuator ground ECU.
D2.2.03 Digital output HS (U BAT Battery supply output (HS) UBat
D2.2.06 Power switching output Rmin > 42 Ohm@24V
low-side to GND Engine brake flap actuator LS Rmin >14 Ohm@12V
Lmax < 480mH @12V
Camshaft speed sensor ground
sensors actuators. ECU.
D2.2.09 Schmitt-trigger input with Induktivsensor, Uin=0,2 ...
threshold adaption for 80V AC, fin= ?
engine speed sensor Camshaft speed sensor signal
signal.
Crankshaft speed sensor ground
threshold adaption
engine speed for
sensor Crankshaft speed sensor signal 80V AC
signal.
D2.2.12 GND reference for Rail fuel pressure or crank case pressure sensor Connected to UGND inside of
sensors actuators. ground ECU.
D2.2.13 Sensor supply Rail fuel pressure or crank case pressure sensor VOUT = 5V, max 50mA
supply (G3)
D2.2.14 Analog input (with pullup Rail fuel pressure or crank case pressure sensor Analog input, UIN = 0 ... 5 V, R
resistor) signal up = 5,6 kOhm

Coolant temperature sensor signal

Coolant temperature sensor ground
D2.2.16 Analog output / sensor VOUT = 5V
supply Low fuel pressure sensor supply (G2)
sensors actuators. Low fuel pressure sensor ground
ECU.
resistor) Low fuel pressure sensor signal
up = 6,81 kOhm

Fuel temperature sensor ground
Fuel temperature sensor signal

Customer temp. 1 (gear box oil) ground
Customer temp. 1 (gear box oil) sensor signal
D2.2.32 Sensor supply Oil pressure sensor supply (G2) VOUT = 5V

Oil pressure sensor signal

Oil pressure sensor ground
Water in fuel sensor ground
Water in fuel sensor signal
resistor) up = 120 kOhm
D2.2.33 Sensor supply Boost air pressure/temp. sensor supply (G1) VOUT = 5V
© 2007 DEUTZ AG
EMR3 48

Boost air pressure/temp. sensor ground
Boost air pressure sensor signal
resistor) up = 680 kOhm

Boost air temperature sensor signal
D2.2.03 Digital output HS (U BAT UBat

Battery supply output (HS)
D2.2.05 GND reference for External EGR or Fuel valve for flame start Connected to UGND inside of
sensors actuators. actuator ground ECU.
D2.2.11 Digital output / PWM max. 50mA, 200Hz
(small signal), switch to External EGR actuator LS
GND
Engine stop and reserve switch ground
Engine stop or reserve switch
GND reference for Connected to U inside of

D2.2.20 sensors actuators. Reserve pulse input ground ECU.GND
threshold adaption for 50V AC
Reserve pulse input signal
engine speed sensor
signal.
DEUTZ 12V application:
I_Out=1.7A @ Vbat=14.4V,
L=160mH, frequency=300Hz,
Power switching output L=10mH, frequency=1Hz,
D2.2.01
low-side to GND Engine brake internal or IEGR actuator LS DEUTZ 24V application:
L=600mH, frequency=300Hz,
L=44mH, frequency=1Hz
D2.3.04 Injector output high-side Injektoren 1 (Y15.1), 3 (Y15.3), 5 (Y15.5) Y15.1/3 CR 4 und 6 Zylinder / PLD 6
und 7 (Y15.7) = Bank 1 /5/7 und 8 Zylinder
D2.3.03 Injector output high-side Injektoren 2 (Y15.2), 4 (Y15.4) 6 (Y15.6) Y15.2/4 CR 4 und 6 Zylinder / PLD 6
und 8 (Y15.8) = Bank 2 /6/8 und 8 Zylinder
D2.3.13 Injector output low-side CR 4 und 6 Zylinder / PLD 6
Injector 1 "low", Bank 1 (Y15.1) Y15.1
und 8 Zylinder
und 8 Zylinder
und 8 Zylinder
und 8 Zylinder
D2.3.12 Injector output low-side CR 6 Zylinder / PLD 6 und 8
Zylinder
D2.3.16 Injector output low-side CR 6 Zylinder / PLD 6 und 8
Zylinder
D2.3.07 Injector output low-side Injector 7 "low", Bank 1 (Y15.7) Y15.7 PLD 8 Zylinder
D2.3.08 Injector output low-side Injector 8 "low", Bank 2 (Y15.8) Y15.8 PLD 8 Zylinder
D2.3.09 Power switching output VOUT = UBAT, IMAX = 1,3 A
high-side Fuel metering unit (MPROP) supply HS
low-side to GND Fuel metering unit (MPROP) LS
© 2007 DEUTZ AG
The table above illustrates the maximum assignment of the control unit pins. However, in practice,
not all the named pins are actually assigned. Pins which are not listed are generally not used by
the EMR3 system.
© 2007 DEUTZ AG
EMR3 50
1.5.2.5 Circuit diagrams
The following plans are a compendium of a great amount of plans, that are created for every
application. For your application you have to contact your dealer and ask for specific plan.
© 2007 DEUTZ AG
EMR3 52
Example: engineside TCD 6V 2015 with EDC 7
© 2007 DEUTZ AG
Example: engineside TCD 2013 L6 4V with EDC7
© 2007 DEUTZ AG
EMR3 54
Example: engineside TCD 2012 L6 2V mwithEDC16
© 2007 DEUTZ AG
Example: vehicle side EDC16
© 2007 DEUTZ AG
EMR3 56
Example: vehicle side EDC16 and glowplug
© 2007 DEUTZ AG
Example: vehicle side EDC16 and heater
© 2007 DEUTZ AG
EMR3 58
Example: vehicle side with EDC7
© 2007 DEUTZ AG
1.6 Service tasks

The engine control unit of the EMR3 system operates with a much greater number of arithmetic
values
600 (incl. measured
parameters values)
were stored in and parameters,
the EMR2 thaninitsthe
and 9,000 predecessor. Asonly
EMR3. Since a comparison: approx.
a small number of
them are necessary for the normal service and maintenance work, this system description does
not contain a list of all the arithmetic values and parameters but concentrates on the tasks which
are stored for the EMR3 system in the SERDIA diagnosis software instead. The individual tasks
are described below. Deutz reserves the right to control the access to individual tasks via the
SERDIA interface.
© 2007 DEUTZ AG
© 2007 DEUTZ AG
1.6.3 Setting Droop 1

The user can adjust the Droop 1 of the data record here.
© 2007 DEUTZ AG
1.6.5 Setting fixed speed

The user can adjust the fixed speed of the data record here.
© 2007 DEUTZ AG
EMR3 66
1.6.6 Setting emergency speed

The user can adjust the emergency speed/limphome speed of the data record here.
© 2007 DEUTZ AG
1.6.7 Setting pulse rate for vehicle speed

The user can adjust the wheel pulses of the system in the data record here.
© 2007 DEUTZ AG
EMR3 68
1.6.8 Setting vehicle maximum speed

The user can adjust the maximum vehicle speed of the system in the data record here.
© 2007 DEUTZ AG
1.6.9 Initialize the EEPROM

The user can perform initialisation of the EEPROM here after an operating software download.
© 2007 DEUTZ AG
EMR3 70
1.6.10 Updating operating software

Unlike the previously mentioned service tasks, the Update Operating Software (mainsoftware =
BSW) task cannot be reached with the Tasks button but has its own menu item.
A not programmed ECU from stock will appear with this SerDia-Window
(bootloader mode, PA-Mode)
Down to SerDia-interface Level 3 the user is able to program the ECU with new main software.
With Level 3 you need an additional password for the interface. The password could be ordered
from the DEUTZ headquarter.
The datasets will be copied from our database DEUTZ-MOTDOK and are available in different
combinations. For main software-programming (means "program download") you need the
crypted dataset.
The crypted dataset has got a size of about 800kbytes and contains main software plus
enginespecific dataset. It could only is transferred with SerDia.
© 2007 DEUTZ AG
Put in the wanted files.

Caution : In this mode the Service-Tool SerDia2000 doesn´t check
the data-integrity.
Programming the wrong
irreparable damage to themain
ECU.software to the wrong ECU may cause
From SerDia2000-Version 1.3.2 on, an automatic process has been implemented, which should
lead the user through the programming process. Only if possible, serDia2000 makes an backup of
existing ECU-dataset.
After main software-transfer SerDia2000 tries to write back the old data, deletes both
errormemories and initializes the internal EEPROM.
If the ECU contains already main software, SerDia tries to save the stored ECU data itself to a
backup file. The backup file is located in the activated SerDia-directory.
© 2007 DEUTZ AG
EMR3 72
If the communication is disturbed, the following message appears. Normally the ECU falls back
into the bootloader-Mode. In bootloader-mode you can try to program the ECU once again.
Sometimes it is possible, that the communication is disturbed, while ECU is flashing the protected
area. In this case the ECU will not return to bootloader mode anymore, because the security
areas of the ECU-memory have been damaged. Only the manufacturer is able to reanimate those
ECU´s.
© 2007 DEUTZ AG
Disturbing the communication may have different reasons.

 bad wiring
 loose contact
 too long wiring

 bad USB-cable (length< 2m)
 too high Baudrate (default is 57 600 Bits/sec)

 corrupted file
The following message is shown, when the basic initialisation (old dataset programming, store old
counter values , EEPROM init, erase errormemory) was not finished correctly. In this case the
user has to do the above mentioned precesses by hand.
© 2007 DEUTZ AG
EMR3 74
1.6.11 IO-Testing
With this window you are able to toggle some digital outputs of the ECU, if they are activated.
Caution: You are going to change the parameter and the dataset by doing this.
Please, make sure, that the old configuration is active, when you leave this menu.
© 2007 DEUTZ AG
EMR3 76
 Keep the diagnostic key pressed (for 1 to 3 s) until the flashing or steady light extinguishes.
 Observe the blink code of the first or next active error after approx. 2 s.
 Wait until the error lamp shows the original flashing or steady light again after approx. 5 s.
By repeatedly performing this sequence, all the active system errors can be called. If reading out
is continued after calling the last error, the output starts again with the first error.
Example: 1 x short blinking, 2 x long blinking, 8 x short blinking = blink code 1-2-8; this blink code
indicates a break or short-circuit in the wiring of the charge air temperature sensor. The time
sequence of the blink signals is shown in the figure below:
Clearing the error memories

The EMR3 engine control unit has got two error memories. Every error is saved simultaneously in
both memories.
Using the diagnostic key, it is possible to clear the passive errors in the first error memory. The
second error memory can only be cleared with SERDIA.
Below the steps for clearing the first error memory:
 Press and hold diagnostic key.

 Switch on ignition.
 While the error lamp is alight (duration: 2 s) release the diagnostic key.
 All passive errors in the first error memory are cleared.
 The clearing process is confirmed by three short blink pulses.
© 2007 DEUTZ AG
1.7.2 Diagnosis with SERDIA
Error memory
When looking for the cause of a fault in the EMR3 system, a look in the error memory of the
engine control unit can give valuable hints. The following figure shows the window of the EMR3
error memory in SERDIA:
LOGIN window for Level 3
© 2007 DEUTZ AG
EMR3 78
Error memory 2 - window (Superuser-Access and Level 3 + PWD -

Access)
Password for Error memory 2 and Level 3 access
No errormemory 2 - access, because of exceeding 50 engine hours
In EMR3-ECU-Errormemory the errors are shown with the notes location (affected components or
EMR3-function), type (mode of error), status (active or passive) and frequency. Additionally every
error has got environmental data from the first appearance and the last appearance. Interim
values are nor stored. The environment data contain the measurements engine speed,
boostpressure, torque, load, coolant temp, velocity, railpressure, battery voltage, injection mass
and engine hours. The variables "DTC-Status, type 1, type 2" are for internal use only.
© 2007 DEUTZ AG
Measurements and parameters in case of troubleshooting

Owing to the complexity of the EMR3 engine control unit, the detection of problems in the
parameterisation is a demanding task which also includes observing characteristic measured
values. The appropriate knowledge is taught by the DEUTZ Training Center.
© 2007 DEUTZ AG
EMR3 80
errormemory 1 and errormemory 2 of the ECU

SerDia2000 is able to manage both errormemories in ECU. The following competence-classes
(Levels) have been implemented.
SerDia-
Level 1 Level 2 Level 3 Level 3A = 4 Level 3AS = 5
Interface
Error display and display and display and delete display and delete display and delete
memory 1 delete delete
display and delete display and delete
Error no display, no display, with interface- with interface-
no delete password only and password only and display and delete
memory 2 no delete within the first 50 within the first 50
enginehours enginehours
1.7.3 Table of system errors

The following table lists the system errors which are detected and handled by the EMR3 engine
control unit.
The data from the "Cause of error" and "SERDIA error no." columns correspond to the error
locations displayed in the SERDIA error memory window.
"Prio" means that the errors are prioritised. A maximum of 10 active errors are displayed
simultaneously in the EDC control unit. If more active errors exist
the errors with higher priority are displayed first. Only when these errors have been eliminated,
those with lower priority "follow"
into the SERDIA error window.
The table of system errors ( = DTC-List = diagnostic trouble code list ) is not implemented
in the PDF-Document
of this system description. See extra PDF-document "DTC-List EMR3" in DEUTZ-
GLOBAL-SIS.
The error memory of EMR3-ECUs has got a limited size. If the errormemory is full,
because of too many system
faults, the ECU-mainsoftware displays the errors with highest priority first. The other errors
won´t get lost, but
will appear in memory, if the higher priorized errors are repaired.
© 2007 DEUTZ AG
© 2007 DEUTZ AG
EMR3 82
1.8 Technical data

Below you will find a list of technical data for the engine control unit of the EMR3 system.
© 2007 DEUTZ AG
EMR3-S (EDC 16 UC 40) EMR3-E (EDC 7 UC 31)
12 V DC and 24 V DC,
Supply voltage, working area 8 - 32 V DC, 9 - 32 V DC,
enginestart from 6 V on
protected against polarity reversal, if U bat+ is protected as described in DIN 8820
electrical protection short circuit protection of any Pins against Ubat+ or Ubat–, if Ubat+ is protected as
described in DIN 8820
10 m @ harness environment 12 m @ harness environment temperature
max. distance between ECU and temperature 85 °C and if power-supply 85 °C
engine is wired parallel with and if power-supply is wired parallel with
diameter 3 x 2,5 mm². diameter 4 x 2,5 mm².
clamp 15 is OFF clamp 15 is OFF
I < 35 mA bei 12 V / 24 V I < 7,5 mA bei 12 V / 24 V
current consumption without load clamp 15 is ON clamp 15 is ON
I < 260 mA bei 12 V, I < 180 mA bei
I < 350 mA bei 12 V, I < 260 mA bei 24 V
24V
IRMS = 2 A IRMS = 7,5 A
electrical grounding chassis is connected via RC-Network with internal electric-ground-potential.
with connected injection system: ca. 8 with connected injection system: ca. 12,5 W
max. power consumtion W
with connected external loads: ca. 15 W with connected external loads:: ca. 12,5 W
max permissable temperture
-40°C bis +85°C
range
max permissable stroring -40°C bis +40°C (10 years), +40° bis + 70°C (2000h)
temperture range
dimensions without plug 203 mm x 167 mm x 38 mm 260 mm x 218 mm x 70 mm
dimensions with not connected
203 mm x 254 mm x 38 mm 260 mm x 218 mm x ca.150 mm
plug
weight 0,7 kg without plug 1,6 kg without plug
mounting cabine mounted (not engine mounted), cooling via air convection
datamemory data-conservation < 10 Jahre
humidity < 95% (bei +40°C), Standard: DIN-IEC 60068-2-2
environment protection IP 69K, Standard: DIN 40050

acceleration: < 1000 m/s² @ 6 ms (max. 3 mal),
internal strength against shock
Standards: DIN IEC 60068-2-27, DIN 40046
internal strength against shock < 1,6 mm bei 10...25 Hz, < 12,00 g [m/s 2] bei 100 Hz, < 6,00 g [m/s 2] bei 400 Hz
chemical resistance Resistent against substances, that are used for enegines
ECU housing Aluminium, diescasting, not varnished
diagnosis interface ISO 9141 K-Line

data interface 2 x CAN-Bus, SAE-J1939
engineside: 1x 36-polig, 1 x 16-polig, engineside 1x 60-polig,
plug connection
vehicleside: 1x 89-polig vehicleside:: 1x 94-polig
EMC-terms of referenceEU 89/336/EWG,
EMC ISO 11541, ISO 11542, ENV 50204, EN 61000-4-3
up to 100 V/m ISO 7637, EN 61000, VDE 0879
salt atomized spray: nach DIN EN 60068-2-11
environment resistance industrial envioronment DIN EN 60068-2-38 / -2
temperature variation: DIN EN 60068-2-14
© 2007 DEUTZ AG
EMR3 84
© 2007 DEUTZ AG
Abmessungen des Motorsteuergerätes EMR3-E
© 2007 DEUTZ AG
EMR3 86
Abmessungen des Motorsteuergerätes EMR3-S
© 2007 DEUTZ AG
Installation instructions
(Excerpt. For complete binding specification on fastening and installation position, among other
things, see DEUTZ installation guideline)
ItThe
must be ensured
pressure that no water
compensation (DAE)can get intoand
element thethe
control unitarea
sealing through
maythe
notpipes.
be immersed in
water.
The control unit may not bounce in the vehicle.
The cable harnesses must be secured mechanically in the area in which the control unit is
installed (distance < 150 mm). It must be ensured that the cable harnesses are excited
with equal phase to the control unit (e.g. by fastening to the screw point of the control unit).
© 2007 DEUTZ AG
EMR3 88
1.9 Glossary
DCR ®
DEUTZ Common Rail. Injection system with central high pressure generation and pressure
storage (in the rail).
DMV
DEUTZ solenoid valve: Injection system with high pressure generation per cylinder according to
the pump-line-nozzle principle.
© 2007 DEUTZ AG
Index -E-
ED 16 UC 40 28
EDC 16 UC 40 82
-A- EDC 7 UC 31 35, 82

EEPROM 69
application data 3 electrical system 1
Electrical welding 1
-B- EMC 82
EMR3-Systems 3
Base System functions 3 Engine control unit 3
blink code 75 environment protection 82
bootloader 70 environment resistance 82
BSW 3, 70 error lamp 75
-C- error
Error memories
memory 2
Error path name
75
77
80
calibration 3 errormemory 1 77
CAN-bus 16 errormemory 2 77
CAN-Bus interface 18
CAN-Standard-Function 18 -F-
chemical resistance 82
complete dataset 3 fixed speed 65
connecting plugs 1 FMI description 80
current consumption 82 FMI-Codes 80
-D- foot pedal 60
-H-
data interface 82
DCR 3, 88 hand throttle 60
Description of functions 3 humidity 82
DEUTZ ROAD-MAP 3
DEUTZ sales partner 75 -I-
DEUTZ-MOTDOK 70
Diagnostic interface 16 Installation instructions 82
diagnostic key 75
Diagnostic plug 23 ISO-9141 16
digital outputs 74 -K-
Dimension 82
dimensions 82 KWP2000 16
Displaying system errors 75 KWP2000-Codes 80
DMV 3, 88
Droop 1 63 -L-
Droop 2 64
DTC-List 80 limphome 66
© 2007 DEUTZ AG
Index 90
LOGIN window 77 Supply voltage 82

lower idling 62
-T-
-M-
tasks 59
main relay 25 Technical Circular 75
main software 3 terminal 15 25
mainsoftware 70 terminal 30 25
manufacturing data 3 Transmit Messages 18
max. power consumption 82
minimum equipment 3 -V-
monitoring functions 14
vehicle speed 68
-N-
-W-
No errormemory 2 77 weight 82
-O- wheel pulses 67
wiring diagram 50
Operating Software 70
-P-
part numbers 13
partitial dataset 3
passive errors 75
Password 77
Pin assignment 23, 28, 35
pin D+ 25
Pinout 28, 35
plug connection 82
Prio 80
-R-
Receive Messages 18
-S-
Sensors and actuators 1
SERDIA 75
SERDIA error memory window 80
SERDIA error no 80
SERDIA software 75
software combinations 13
SPN-Code 80
© 2007 DEUTZ AG

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8/11/2019 EMR3 System Description 091107

EMR3 System description

Das elektronische Motorregelsystem EMR3 löst die

Dieses Dokument beschreibt die Neuerungen, den Aufbau

Das elektronische Motorregelsystem EMR3-OnRoad wird in

The electronic engine control system EMR3 replaces the

This document describes the new features, the structure

The electronic engine control system EMR3-On-Road is

EMR3 System description

Copyright © 2007 DEUTZ AG

Special thanks to:

Publisher All collegues of DEUTZ AG

Im Voraus bedanken wir uns für Ihre Unterstützung.

1 EMR3 System description

1.2 Important notes

The data of the

Work on the electrical system

3 EMR3 System description

1.3 System components

 External main relay (only in EMR3-S)*

 Pressure and temperature sensors

 installation and wiring by customer

Engine control unit

 governoring of the idle speed,

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

DEUTZ ROAD-MAP for EMR3-Systems

5 EMR3 System description

eeprom-memory (for special parameters and counters)

RAM (for working memory)

Inputs and outputs

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

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

It´s forbidden to exchange EMR3-ECU´s (with or without barcode

Base System functions

o Touch control operation Up/Down (digital)

7 EMR3 System description

DEUTZ-Labeling EMR3-E EMR3-S

 injection pressure up to 1600 bar

 flexible injection processes

Three different types of injection could be used:

9 EMR3 System description

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

Engine with DMV

1,2,3,6,7,8,9,0,11,12,13 = Motor- 24 = Diagnosis plug 16 = Signal light, -lamp

5 = ECU 20 = switchable function 14 = Battery (clamp 31, 30)

13 EMR3 System description

1.4 System functions

Four software combinations

Control unit ED 7 (0421 MSW project name: MSW project name:

Control unit ED 16 (0421 MSW project name: MSW project name:

TN ASAP TN BSW Name BSW TN EStG Name EStG

1.4.1 Control/regulation functions

Regulation of the engine torque

1.4.2 Monitoring functions

early detection of errors:

15 EMR3 System description

that is not monitored could not be evaluated.

1.4.3 Diagnosis functions

Application interface engine - control unit

Application interface vehicle - control unit

17 EMR3 System description

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

see also Diagnostics