Design and Function: Marine Electronic Systems

Design and Function
Marine electronic systems

Table of Content
Foreword ...................................................................................................... 2
General Information .................................................................................. 2
Marine electronic systems ......................................................................... 3
Abbreviations ........................................................................................... 3
ECU software basics ................................................................................ 4
Electronic control units ........................................................................... 7
PCU ....................................................................................................... 7
HCU ..................................................................................................... 10
SUS ...................................................................................................... 11
Resolver ............................................................................................... 15
SCU ..................................................................................................... 17
ICM ...................................................................................................... 17
CPM ..................................................................................................... 17
Bus systems ........................................................................................... 18
EVC CAN bus (EVC datalink) .............................................................. 18
AUX-bus ............................................................................................... 19
Multilink bus ......................................................................................... 20
Steering control bus ............................................................................. 22
LIN bus ................................................................................................. 23
Power distribution in EVC ..................................................................... 24
EVC components ................................................................................... 26
Control Lever ....................................................................................... 26
Joystick ................................................................................................ 27
Steering Wheel .................................................................................... 28
Shift Actuator ....................................................................................... 30
EVC functions ......................................................................................... 33
Docking mode ...................................................................................... 33
EVC systems .......................................................................................... 34
Powertrim system ................................................................................ 34
Electronic Steering System .................................................................. 39
Electronic key system .......................................................................... 47
Interceptor system ............................................................................... 54
Joystick Inboard System ...................................................................... 65
ACP system ......................................................................................... 73
EVC generation matrix ........................................................................... 79
Index ........................................................................................................... 83
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Foreword
General Information
The Design and Function literature is produced
primarily for training within Volvo Penta.
It can also be used as a supplement for Volvo Penta
workshops.
The Design and Function literature contains

information regarding standard model Volvo Penta
products, such as hydraulic schematics, wiring
diagrams, component descriptions and engine model
differences.
The product designation, serial number and

specification is indicated on the engine decal or type
plate. This information must be included in all
correspondence regarding the product.
Volvo Penta continually develops its products; we

therefore reserve the right to make changes. All
information in this literature is based on product data
which was available up to the date on which the
literature was printed. New working methods and
significant changes introduced to the product after this
date are communicated in the form of Service
bulletins.
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Marine electronic systems, Abbreviations
Marine electronic systems

Abbreviations
ACP = Active corrosion protection
AKI = Analogue key interface
APCI = Application programmers communication interface
ATU = ACP transom unit
AUX = Auxiliary
CAN = Controller area network
CCU = Course computer unit (compass unit)
CPM = Corrosion protection module
CSW = Complementary software
CWES = Clear wake exhaust system
DTC = Diagnostic trouble code
DTL = Diagnostic time limit (time it takes until DTC is set)
DPS = Dynamic positioning system
ECU = Electronic control unit
EKS = Electronic key system
EVC = Electronic vessel control
HCU = Helm control unit
ICM = Interceptor control module
IPS = Inboard propulsion system
IS = Interceptor system
JI = Joystick inboard
LIN = Local interconnect network
MGX = A Twin Disc transmission
MID = Message identification description
MSW = Main software
NMEA = National marine electronics association
PCB = Printed circuit board
PCU = Powertrain control unit
SCU = Steering control unit
STCM = Steering thruster control module
SUS = Servo unit steering
SWDL = Software download
TEA2 = Truck electronic architecture, version 2
TEA2+ = Truck electronic architecture, version 2+
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Marine electronic systems, ECU software basics
ECU software basics

Software basics
Truck Electronic Architecture (TEA) is a common
electronic platform used by all Volvo companies.
Within this platform there is a set of rules and
regulations regarding how the software in the ECU is
put together. The software in an ECU is in fact several
different softwares.
TEA2 is, for the time being, the generation used in

marine applications until it will be replaced by the next
generation of electronic architecture called TEA2+.
Downloader: A program that makes it possible for the

ECU to download and install the SW. Each ECU has
its own downloader with a unique part number.
MSW: Main software contains all the functionality for
the ECU. Every released MSW has a unique part
number.
CSW: Complementary software is software that is
downloaded to an ECU and then distributed by the
P0016784 ECU to other units as displays, panels etc. The
software can, for example, contain all text in different
languages, symbols, etc. that is to be uploaded and
presented in a display. Different displays needs
different CSW’s. Each CSW has a unique part number.
Dataset 1: Dataset 1 contains specific specified
hardware related parameters. Which parameters that
dataset 1 shall contain is strictly regulated. If the
content of dataset 1 needs to be changed by the
manufacturer, the new dataset needs to be certified. A
dataset has a unique part number.
Dataset 2: Dataset 2 contains e.g. calibration data,
configuration data, triggering conditions for the
diagnosis, triggering conditions of the engine
protection map. A dataset has a unique part number.
Description file: The ECU itself does not know
anything about parameters used by the Vodia tool. The
ECU refer to an address as an internal parameter. A
description file contains meta data, e.g. parameter
addresses that is used in the software. This data is
used when the Vodia tool is to communicate with the
ECU. Each description file has a unique part number.
APCI database (Vodia database)

The Vodia tool can’t communicate with the ECU
directly. A communication interface is needed.
APCI: APCI is an acronym for Application

Programmer's Communication Interface. It is an
interface used by manufacturing, aftermarket and
engineering tools, to program, configure and diagnose
ECUs.
Data needed for this is stored in a database, the APCI
database. The APCI database is stored within the
Vodia tool. The latest APCI (Vodia) database is
downloaded from the Vodia web to the Vodia tool when
an update of the tool is made.
P0016785
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The APCI database is divided into two parts:

- Parts: Contains hardware part number, software
part number and the related parameters together
with the MID number for the MSW.
- Definitions for: All log parameters and fault codes
(PIDs, PPIDs, SIDs, PSIDs).
All parameters and fault codes that are to be

accessible by the Vodia tool must be defined correctly
in the APCI database. This includes general and
specific properties. General properties are, e.g.name
of the parameter, the resolution and unit of a
parameter. Specific properties are related to particular
ECU software, e.g. the address in ECU EEPROM
where a parameter value is stored.
P0016786
The APCI database also holds a lot of data primarily
intended for use by the Vodia tool, such as captions on
multiple languages.
Since the APCI database contains information about

all part numbers for the hardware and software that
been relased, it is important to keep the Vodia tool
updated with the latest Vodia (APCI) database. If the
hardware part number is not recognised, the Vodia tool
can’t communicate with the ECU.
P0016787
If the Vodia tool is connected to any hardware or

software whose part numbers are not recognised by
the Vodia (APCI) database the Vodia tool will show a
warning pop-up. Until the Vodia (APCI) database been
updated no programming can be performed.
P0016788
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Conversion kit
An EVC system includes of a number of different nodes
such as: PCU, HCU, SUS etc. The same type of node
could exist with more than one hardware number within
an EVC generation. In case of replacing a node with a
new node with a different hardware number, a
conversion kit needs to be ordered from VPPN and the
new node needs to be reprogrammed.
When ordering a conversion kit from VPPN, VDA

(Vehicle Data Administration) will be updated with the
new ECU hardware that has been ordered for that
specific chassis ID. When the conversion kit order
been performed a software download for that specific
chassis ID will get software that corresponds with the
new ECU hardware.
Since VDA can not handle different hardware numbers

for the same type of node for a chassis ID it is
recommended that the same type of node, HCU,
connected to a chassis ID has the same hardware
number.
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Marine electronic systems, Electronic control units
Electronic control units

The Electronic Vessel Control (EVC) system is a distributed system. The principle of a distributed system is to
have electronic control units (ECUs), called nodes, located in a network. Nodes are located close to the
components they control. Each node controls a number of adjacent components, such as sensors, controls,
instruments and actuators. The EVC bus connects the nodes together. All EVC nodes contains software and
support software download by the diagnostic tool. All ECUs have an identification number in the network.
Nodes in EVC are:

1 Powertrain Control Unit (PCU), MID number 187.
2 Helm Control Unit (HCU), MID number 164.
3 Servo unit steering (SUS), MID number 250.
4 Steering control unit (SCU), MID number 250.
5 Corrosion protection module (CPM), MID number 200.
6 Interceptor control module (ICM), MID number 194.
All nodes in the same drive line network must have the same chassis ID. All nodes get their chassis ID during the
programming sequence except for the HCU which get the chassis ID uploaded from the PCU when the network
is auto-configured.
PCU
There is one PCU per drive line. The PCU is the interface towards the engine ECU and it also handles the gear
interface towards a sterndrive or reverse gear installation. The PCU acts like a gateway (translator) when the
diagnostic tool communicates with an ECU in the network that is not supporting the J1708/J1587 protocol.
A PCU unit consists of:

• an electronic hardware part.
- PCB with an integrated controller unit.
• a software part.
- Bootloader (a non reprogrammable factory software).
- MSW (reprogrammable software).
The PCU MSW is different depending on which engine ECU it is connected to.
The PCU (as from EVC-E) has following interfaces:

• EVC CAN bus (EVC datalink)
• AUX CAN bus (as from PCU-E)
• Diagnostic tool bus (SAE J1708/J1587)
• Engine CAN bus (SAE J1939)
P0019526
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The PCU has following inputs: The PCU has following outputs:
• Power trim angle (analogue input) • Power trim control
• Fuel level (analogue input) • Gearshift/slip control
• Fresh water level (analogue input) • CWES motor control
• Rudder indicator (analogue input) • Trolling control
• Transmission oil pressure (analogue input)
• Output shaft speed (frequency input)
• Transmission oil temperature (analogue input)
• Shift actuator position (analogue input)
• Ignition on, 15+ (analogue input)
Which input/outputs that are used depends of the
• EVC system power input application where the system is installed.
P0019625
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PCU generation
The PCU has since it was introduced, 2003, had the
same interfaces with one connector, X2, that handles
the interface towards the EVC system and one
connector, X3, that handles the interface towards the
engine and the transmission.
The PCU hardware and the design has been changed
during the EVC generations.
The picture shows the PCU design changes from EVC-

A to EVC-D. Since the PCU software is different
between different PCU generations, it is not possible
to program any taken PCU with any given PCU
software.
On the Vodia web there is a compability matrix that can
P0019626
be used to see which EVC generation of software that
fits a certain PCU hardware.
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HCU
There is one HCU per drive line per helmstation. The HCU acts like a user interface and handles all information
to and from the driver. The HCU handles, via the multilink bus, the autopilot function and the DPS interface. The
HCU can be integrated together with a control lever unit or can be used as a stand alone unit.
A HCU unit consists of:

- Bootloader (a non reprogrammable factory software).
The HCU (as from EVC-D) has following interfaces:

• EVC CAN bus
• Steering control CAN bus
• LIN bus (e-key panel/ AKI)
• Multilink CAN bus
The stand alone HCU (see picture) and the control
lever unit has the same connection interface.
P0019627
The picture shows the HCU design changes from EVC-

B2 to EVC-C3. Since the HCU software is different
between different HCU generations, it is not possible
to program any taken HCU with any given HCU
software.
On the Vodia web there is a compability matrix that can
be used to see which EVC generation of software that
fits a certain HCU hardware.
P0019628
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SUS
The SUS unit controls the steering angle of the IPS drive. The SUS is a non servicable part. It is possible to
reprogram the SUS.
A SUS unit consists of: The SUS unit has following interface:
• an electronic hardware part. • EVC CAN bus
The SUS unit handles the following inputs:
• a mechanical hardware part.
• PM motor power supply input
- brush less 3-phase PM-motor.
• Resolver input (drive position sensor)
• an electromechanical brake a software part.
- Bootloader (a non reprogrammable factory
software).
SUS motor components

1 Electromechanical brake
2 Stator windings
3 Stator winding temperature sensor
4 Speed and incremental sensor integrated in
bearing (only valid in SUS2)
The picture shows the PM motor with the three phase

input windings, the temperature sensor input, the
electromechanical brake location on top of the motor.
On SUS2 there is also an integrated speed and
incremental sensor in the bearing.
The output from this sensor is used as a reference for
the PM motor control.
P0019629
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Monitoring functions
The SUS unit is over temperature protected. There are temperature sensors in both the PM-motor windings and
near the ECU. The ECU will compare both temperature values. If there is a major difference between both values
a DTC will be set for sensor failure. The ECU monitors the PM-motor for overheating by monitoring the winding
temperature. The ECU will also monitor if the sourrounding temperature is too low for the PM-motor to start up in
a safe way. A DTC will be set in any case where an abnormal temperature is detected.
The current consumption to the PM-motor is monitored to detect any overload. If there is an abnormal continuous
current consumption the steering function will be disabled and a DTC will be set. The voltage supply to the PM-
motor is also monitored for over and under voltage supply.
SUS 1:
The PM motor in SUS1 is capable of delivering a max torque of 3.5 Nm (2.6 lbf. ft.). Which will result in
approximately 3750 Nm on the drive leg.
The SUS 1 supply voltage must be between 10-36 V. Continuous current is approximately 50 A. Peak current
value can be up to 120 A for 0.2 seconds.
SUS 2:
The PM motor in SUS 2 is capable of delivering a max torque of 7 Nm (5.2 lbf. ft.). Which will result in approximately
7500 Nm on the drive leg.
Electromechanical brake unit

There is an electromechanical brake attached to the output shaft of the PM motor that will, in case of an emergency
situation or malfunction, brake the output shaft from the PM motor and therefore lock the drive in current position.
The electromechanical brake consists of four main parts: a friction disc, a pressure plate, springs and a field coil.
The friction plate is connected to the PM motor axle and rotates with the axle. When there is no power to the field
coil the spring force pressures the pressure plate against the friction plate and the axle rotation will stop since the
braking torque is higher than the PM motor output torque. When the field coil is power supplied, the magnetic field
from the field coil will attract the pressure plate.
The spring force is overcomed and the pressure on the friction disc will cease. Since the electromechanical brake
needs a power supply to release the brake, the IPS tool 3812541 Brake release switch is needed when to crank
the drive if a malfunction has occured. The tool can also be used when to check if the drive is stuck or is too hard
to turn (over current detected by servo motor).
1 Field coil
2 Springs
3 Pressure plate
4 Friction disc
P0019630
Operating modes
The SUS unit has a set of operating modes that will occur at every power up of the system.
• Start up mode: Status of the installed software is checked. All hardware and software functions are checked
during a selftest. The brake will be engaged.
• Operational mode: If Start up mode checks are ok, operational mode will be entered. This is the normal
SUS mode. In the operation mode there are two states that can be chosen, drive leg control state and
calibration state. Drive leg control state is the normal state where the drive leg operates normally. The
calibration state can be entered by the service technician if a calibration needs to be performed.
• Shutdown mode: When receiving a power down command the SUS will enter the power down sequence.
The brake will be engaged.
• Download mode: If the SUS ECU must be updated download mode will be entered.
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Drive leg control

When the SUS is in the normal operating mode the
drive leg functionality is constantly monitored. This for
detecting and handling any faults in the system.
• Ignition on: In this state the SUS awaits command

from the HCU to activate the system.
• Selftest: When an activation command is received
from the HCU the drive leg will perform a selftest by
turning the drive leg a few degrees around its
straight forward position. The resolver value is
monitored. If the selftest fails a DTC will be set. If the
drive is stuck or hard to turn the test will fail. The
reason for a failed test must be thoroughly
investigated before any replacement is done.
P0019631
• Active: Active state is the normal operating state.

• Move drive to zero position: If system error occurs
the drive leg will, if it is possible to read a valid angle
value, move to the zero position i.e straight forward
position. The electromechanical brake will be
engaged. Then fail safe state will be entered.
• Failsafe mode: Failsafe mode can be reached from
any drive leg control state except from the
calibration state. When in failsafe mode the steering
function is disabled and the engine speed is limited.
• Calibration mode: During any of the different
calibrations that can be performed, the system will
be in the calibration mode state.
Interfaces
The SUS unit handles an EVC bus communication
interface and resolver signal interface. The SUS
communicates with the EVC system over the EVC
CAN bus. A steering angle request from the driver will
be translated from the HCU to the SUS. The steering
angle of the drive leg is measured by a resolver. The
resolver is located in the upper gear.
See Resolver, page 15 for further information about

the resolver functionality.
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IPS steering input

The signal flow in the IPS steering system is shown in
the picture.
Brown = Steering control CAN bus

Yellow = Multilink CAN bus
Green = EVC CAN bus
1 A steering angle change request is sent by the
steering wheel or the joystick over the steering
control bus.
2 The HCU sends the request to the SUS via the EVC
bus.
3 The PM motor turns the drive.
4 The drive angle is monitored by the resolver.
5 The resolver value is transformed by the SUS into
an angle value and sent to the HCU via the EVC
bus.
6 The HCU sends the angle value to the display via
the multilink bus.
P0019632
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Resolver
Resolver functionality
A resolver is a rotary electrical transformer and is
used when measuring the degrees of rotation. The
resolver has one primary/reference input winding and
two secondary output windings. The primary and
secondary windings are all located in a stator. A rotor
is used to transform and distribute the input energy to
the secondary windings.
P0019673
The input signal, Uin, in the primary winding is an AC voltage signal at a fixed frequency. This AC voltage is
transferred to the rotor winding with a transformation ratio(Tr). The AC voltage is then induced in the secondary
windings. The secondary windings are placed orthogonal, 90 degrees, from each other (left picture). Because of
the relative position of the secondary windings, 90 degrees, the induced output voltage signals between the
primary and the secondary windings will be one sinus and a one cosinus signal.
The amplitude of these signals (right picture) is dependant of the angle Ø between the rotor and the stator windings
from a fixed point.
The theory states that:

U(Sinus output) = Tr x Uin x Sin(Ø)
U(Cosinus output) = Tr x Uin x Cos(Ø)
The Tr (transformation ratio) for the resolver used should be 0.5 ±10%.
If the transformation ratio deviates from specification the amplitude output will be too low or too high and a DTC
for resolver error could occur.
In the right picture the rotor angle Ø goes towards 0 when the rotor is turned. Because of this Cos(Ø) goes towards
1 and Sin(Ø) towards 0. When the rotor has turned 45°, from the starting point, U(Cosinus output) reaches its
maximum which equals Uin/2 and U(Sinus output) = 0. If the resolver rotor is turned the other way from the starting
point the result will be the opposite, U(Sinus output) equals Uin/2 and U(Cosinus output) = 0.
P0019674 P0019675
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Input signal
This shows the input signal from the SUS to the
resolver. The input signal is a constant voltage signal,
with a fixed frequency, that is independent of the
resolver angle.
û = 2.5 V, f = 10 kHz
P0019681
Drive leg steering angle ≈ 0°

Resolver rotor angle = zero point (Ø ≈ 0.707)
Sinus: û = 0.88V, f= 10 kHz

Cosinus: û = 0.89 V, f = 10 kHz
When the drive steering angle is 0 and the drive is

pointing straight forward the amplitude of the cosinus
and sinus outputs should be approximately equal.
P0019682
Drive leg steering angle ≈ -11° (IPS1), vessel

turning port
Resolver rotor angle = zero point + 45° (Ø = 1)
Note that the rotor angle movement is not equal to the
movement of the drive steering angle due to the gear
ratio between the resolver and the lower gear.
Sinus: û = 1.28 V, f = 10 kHz

Cosinus: û = 0 V, f = 10 kHz
At this angle the sinus output reaches its maximum

amplitude which should be approximately the input
signal amplitude/2 while the cosinus output amplitude
is 0 V.
P0019683
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Drive leg steering angle ≈ 11° (IPS1), vessel turning

starboard
Resolver rotor angle = zero point - 45° (Ø = 0)
Note that the rotor angle movement is not equal to the
movement of the drive steering angle due to the gear
ratio between the resolver and the lower gear.
Sinus: û= 0 V, f = 10 kHz
Cosinus: û = 1.28 V, f = 10 kHz
At this angle the cosinus output reaches its maximum

amplitude which should be approximately the input
signal amplitude/2 while the sinus output amplitude is
0 V.
P0019684
SCU
See Electronic Steering System, page 39.
ICM
See Interceptor system, page 54.
CPM
See ACP system, page 73.
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Marine electronic systems, Bus systems
Bus systems
EVC CAN bus (EVC datalink)
The EVC bus is a 2 wire, twisted pair, differential, proprietary data bus, that runs between all EVC ECUs through
the X2 labeled cable. EVC bus L is located on pin X2:2 and EVC bus H on pin X2:5. All EVC nodes are powered
by the PCU through pin X2:1 and X2:3. If a SUS/SCU is used there is a EVC back up power supply on pin X2:4
and X2:6, supplied by the SUS/SCU. The communication speed is 125 kbit/s and the bus is fault tolerant which
means that the bus will work in single wire mode if there is any bus error or bus disturbance. The bus is powered
up at ignition on.
1 Power supply positive

2 EVC bus L
3 Power supply negative
4 Power supply negative, back up
5 EVC bus H
6 Power supply positive, back up
P0014464
P0019685
The EVC bus signal measured at a PCU. The EVC bus CAN H and the CAN L signals are mirror inverted to each
other. The EVC CAN H signal has a normal working range of typical 0.1-4.1 V while the EVC CAN L signals
working range is typical 1-5 V.
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AUX-bus
The aux network is used to exchange information in and around the engine room. The multisensor, the CPM, the
ICM and other engine room based units are connected to this network. Dependent of which unit to connect, an
adapter Y-split must be used between the unit and the aux bus.
The aux bus is powered by an external power supply or by the PCU. The auto-configuration of the system decides
which alternative to be used. If the bus is externally powered, pin 1 is used. If the PCU is the supplier, pin 6 is
used. If the PCU is used, the bus is powered up at ignition on.
IMPORTANT!
The aux bus must always be properly terminated. No Aux bus connector must be left open.
The aux bus is a 2 wire, twisted pair, differential, proprietary bus. It consists of a negative supply on pin 3 and pin
4 and a switched positive supply on pin 6, and two pairs of CAN buses. CAN L bus use pin 2, CAN H bus use pin
5. Pin 1 is used if a externally supplier is used.
The communication speed is 250 kbit/s.
1 External power supply positive

2 CAN L
5 CAN H
6 Switched power supply positive, PCU
P0016845
P0019686
The AUX bus signal measured at a PCU. The AUX bus CAN H and the CAN L signals are mirror inverted to each
other. The AUX CAN H signal has a normal working range of typical 2.5-3.5 V while the AUX CAN L signals
working range is typical 1.5-2.5 V.
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Multilink bus
The multilink is primarily used for HMI, such as display/panel data. The multilink is also used to connect a variety
of gateways (NMEA 0183, NMEA 2000, Autopilot, DPS) as well as the multisensor.
The multilink bus which is a 2 wire, twisted pair, differential, proprietary bus. It consists of a power supply with
negative supply on X5:4 and positive supply on X5:6, and two pairs of CAN buses. CAN L bus uses X5:1 and
X5:2, the CAN H bus uses X5:3 and X5:5. From the HCUs point of view the CAN bus uses pin 2 and pin 5 as bus
output and pin 1 and pin 3 is used for bus input to the HCU. The communication speed is 250 kbit/s. The bus is
powered up at ignition on.
Sync bus
The sync bus handles information between the drive trains such as engine rpm synchronization and display/panel/
interface data.
In the twin HCU/lever unit the synchronization data between the drive lines are exchanged internally between the
HCUs while the display/panel data is transferred through the multilink bus.
In a triple or quad installation when a stand alone HCU

is used synchronization data is transferred through pin
X5:1 and X5:3 between the integrated HCUs and the
stand alone HCU.
1 CAN L (in)
2 CAN L (out)
3 CAN H (in)
P0016842
5 CAN H (out)
P0019687
The multilink signal measured at a HCU. The multilink CAN H and the CAN L signals are mirror inverted to each
other. The CAN H signal has a normal working range of typical 2.5-3.5 V while the CAN L signals working range
is typical 1.5-2.5 V.
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P0016790
Multilink hub
The multilink hub is used when to split the multilink signals to different multilink devices. This means that all of
the multilink hub pin 1 are connected together, and all of the pin 2 are connected together and so on.
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Steering control bus

The steering control bus is a 2 wire, twisted pair, differential, proprietary bus, that runs between the HCU X8
connector and the steering wheel/joystick. Steering control bus L is located on pin X8:2 and steering control bus
H on pin X8:5. The steering wheel/joystick are powered through pin X8:1 and X8:3. There is a steering wheel/
joystick back up power supply on pin X8:4 and X8:6. The bus is powered up at ignition on.
The communication speed is 125kbit/s.

2 Steering control bus L
4 Power supply positive, back up
5 Steering control bus H
6 Power supply negative, back up
A Joystick/steering wheel connector
P0019688
P0019689
The steering control bus signal measured at a PCU. The steering control bus CAN H and the CAN L signals are
mirror inverted to each other. The CAN H signal has a normal working range of typical 4.1-0V while the CAN L
signals working range is typical 1.3-5 V.
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LIN bus
The e-key panel or the AKI (Analogue key interface) communicates as primary communication via a LIN
communication interfaces with the HCU. LIN communication uses a single wire for communication.
Communication speed is up to 19.2 bit/s. LIN bus is activated at main power on.
The e-key panel also communicates via a CAN bus for redundancy purposes and for SWDL to the key panel.
Signals at HCU port X4: 1-8

1 CAN L
2 CAN H
3 Key panel power supply negative
4 Key panel power supply positive
5 CAN bus power supply positive
6 CAN bus power supply negative
7 Not used
8 LIN communication
Signals at HCU starboard X4: 1-4

1 Key panel power supply negative
2 Key panel power supply positive
3 Not used
4 LIN communication
P0019693
P0019694
The LIN bus signal measured at the PCU.
47704930 05-2017 © AB VOLVO PENTA 23

Marine electronic systems, Power distribution in EVC
Power distribution in EVC
P0019695
The power to the EVC system is drawn from the starter battery via the starter motor. Either the power is connected
directly from the starter motor to the PCU or via the DC/DC converter to the PCU. When there is no DC/DC
converter in the system a fuse (10A) is connected between the starter motor connection and the PCU to protect
the PCU. When there is a DC/DC converter in the system the DC/DC converter contains a circuit breaker.
All inputs and outputs in every ECU in the EVC system is protected against overload, i.e. short circuit.
If there is a SUS/SCU present in the system, the back-up EVC bus power distribution is distributed by the
SUS/SCU instead of the PCU. This is valid from PCU-E. Before PCU-E no back-up supply was supplied by the
PCU.
The aux bus is powered by an external power supply or by the PCU. The auto-configuration of the system decides
which alternative to be used.
24 47704930 05-2017 © AB VOLVO PENTA

Marine electronic systems, Power distribution in EVC
PCU power distribution
PCU output Current Active on

limitation
Main EVC bus +/- 5A Main switch on
Back-up EVC bus +/- 5 A Main switch on
(1)
AUX bus +/-(2) 2A Ignition on

1) The back-up EVC bus output is activated if there is no
voltage detection from a SUS/SCU after power up.
2) If external power supply is used the current limitation is 2
A. The supply shall be activated when main switch on.
HCU power distribution
HCU power output Current Active on

limitation
LIN bus +/- 0.7 A Main switch on
Multilink bus +/- 7.4 A Ignition on
Main steering control 4.7 A Ignition on
bus +/-
P0019696 Back-up steering 4.7 A Ignition on
control bus +/-
SUS/SCU power distribution
SUS/SCU power Current Active on

output limitation
Back-up EVC bus +/- 5 A Main switch on
47704930 05-2017 © AB VOLVO PENTA 25

Marine electronic systems, EVC components
EVC components
Control Lever
P0019697 P0019698
The HCU from EVC-D is integrated into the control lever. The control lever use a contactless position sensor (1)
to transfer the lever angular movement. To detect the neutral positon an optical sensor (2) is used.
Lever adjustments
There are two adjustment screws at the top of the
lever control. The smaller adjustment screw, named
“Friction”, is for adjustment of the lever movement
friction. The larger adjustment screw, named
“Detent”, is for the adjustment of the inertia required
to move the lever between forward, neutral and
reverse position.
P0019699
The gear change inertia in the lever is decided by the

spring load created between the adjustment screw (1)
and the gear position pin. There are three hollows
where the middle one is used when the gear lever is
in neutral position.
An optical sensor (2) is mounted on the HCU. It is
used together with an indication section, mounted on
the lever axis, and is used to detect when the lever is
in neutral position.
P0019700
26 47704930 05-2017 © AB VOLVO PENTA

The lever friction is decided by the spring load created

between the adjustment screw (1) and the friction pad
(2).
P0019701
Lever position sensor

The position sensor is a contactless rotary position
sensor based on Hall technology. It is a IC with two Hall
elements that are orthogonally placed within the
sensor. The sensor detects the absolute angular
position of a magnet that is located on the lever axis.
When the lever is turned the magnetic flux changes in
both X and Y in a sinusoidal way. Since the Hall
elements are orthogonally placed the output will be a
sinus and cosinus wave. These signals are then
transformed to an angular position by the integrated
DSP (Digital signal processing) unit.
P0019702
Joystick
The joystick is used as input to the steering pin and the docking functions. The movement of the joystick is
monitored by three different sensors. The sensors are voltage dividers and are doubled for each direction for
redundancy. One sensor for the horizontal movement, one for the vertical movement and one that monitors the
turning angle of the joystick. All three sensor output signals are voltage signals. The voltage signals are between
0-5 V dependant of the joystick movement. These signals are then translated into CAN messages which are sent
through the steering control bus to the HCU. All joystick data that is exchanged on the steering control bus is
transmitted to both drive lines as redundant data, i.e. the data in both drive lines should be the same.
Each drive line HCU transmits its set of joystick signals, synchronization information, to the other drive line HCU
via the sync bus. The receiving HCU compares the values sent.
The figure is showing how the different angle

detections are made. For the X and Y detection, the
joystick axis, the gray axis, is influencing the red and
blue fork which is pivoted around the point where the
arrows point. The turning radius of the forks are
translated via the potentiometers. For the Z detections
a potentiometer, green, is used for the turning angle
detection.
P0019703
47704930 05-2017 © AB VOLVO PENTA 27

Steering Wheel
The steering wheel unit is used in IPS installations and in the electronic steering system for DPH and DPS drives.
The steering wheel unit has two functions:

• Translating the drivers steering angle request.
• Give the driver feedback to when maximum steering angle is obtained.
The steering wheel unit consists of three main parts:

1 A turning angle detection device.
2 A brake unit.
3 A PCB with integrated electronics.
The steering wheel unit communicates with the HCU through the steering control bus. The electronics in the
steering wheel is power supplied through the steering control bus.
There are two different steering wheel units, version 1 and version 2.
The steering wheel unit, version 1 with two 12-pin Deutsch connectors, was released in EVC-B2 together with
the introduction of IPS.
The steering wheel unit, version 2 with four 6-pin Molex connectors, was released together with EVC-D. The
functionality of the steering wheel units are the same but the construction is different.
P0019704
1 Steering wheel shaft

Port1/STBD1= Steering signal 2 Optical encoders port side
Port2/STBD 2= Redundant steering signal
3 Optical encoders starboard side
Port3/STBD3 = Field coil signal
4 Magnetically responsive fluid
5 Friction disc
6 Field coil
28 47704930 05-2017 © AB VOLVO PENTA

Steering wheel version 1

The architecture of the electronics in the steering wheel is fully redundant and galvanically isolated.
To detect the velocity and the direction of the steering wheel movement incremental rotary encoders are used.
The encodes used are of optical type. There is one main encoder and one encoder used for redundancy for
starboard side and one main encoder and one encoder used for redundancy for port side. Output from the
encoders are two output waveforms that are 90 degrees out of phase. The phase difference makes it possible to
detect which direction the steering wheel is turned. The output resolution is 256 pulses per revolution.
These outputs are then decoded by the software and translated into CAN messages which are sent through the
steering control bus to the HCU.
To be able to create a torque feedback to the driver, the steering wheel unit has a friction disc that is located inside
a viscous fluid called MRF (Magnetically Responsive Fluid). The viscosity of the fluid will change when subjected
to a magnetic field and therefore the friction disc will be harder to turn. The magnetic field is produced by using
a field coil.
1 Friction disc
P0019705
2 Field coil
3 Permanent magnet
4 Rotary position sensor
5 PCB with integrated electronics
Steering wheel version 2
The architecture of the electronics in the steering wheel is fully redundant and galvanically isolated. To detect the
velocity and the direction of the steering wheel movement a contactless rotary position sensor is used. It is an IC
with two Hall elements that are orthogonally placed within the sensor.
The sensor detects the absolute angular position of a magnet that is located at the end of the axis. When the
steering wheel is turned the magnetic flux changes in both X and Y in a sinusoidal way. Since the Hall elements
are orthogonally placed the output will be a sinus and cosinus wave. These signals are then transformed to an
angular position by the integrated DSP (Digital Signal Processing) unit.
Mounted on the steering shaft is a friction disc that is suspended with plate springs. The friction disc is made of
a magnetized material.
When torque feedback is wanted the field coil will be power supplied and a magnetic field will be created that will
attract the friction disc so that the steering wheel will be harder to turn.
47704930 05-2017 © AB VOLVO PENTA 29

Shift Actuator
There are two types of gear shift actuators. One is used
by D4/D6 on DPH/DPR drives the other one is used by
D3/gas engines on DPS/XS drives. The basic
functionality of the gear shift actuators is the same on
both types.
The gear shift actuator contains an electric motor that

drives the selector fork and a 10 kΩ potentiometer that
function as a position sensor. There is a potentiometer
supply voltage, pin 2(-) and pin 5(+) in the gear shift
actuator connector (A), of +3.9 V. The feedback signal
on pin 4 in the connector (A) is a voltage signal. In
neutral, the feedback signal voltage is +1.9 V.
When the selector fork is in its end positions, the
feedback signal voltage is either +0.5 V or +3.3 V on
the DPH actuator or either +1.0 V or +2.7 V on the DPS/
XS actuator. The electric motor that drives the selector
fork receives its power from the PCU. The voltage
P0019707 output from the PCU to the motor in the gear shift
actuator is battery voltage. The direction in which way
the motor rotates (the selector fork moves) depends on
the polarity on pins 1 and pin 3 in the gear shift actuator
connector (A). The PCU actuator output contains of
double high side and low side switches. The negative
power supply to the potentiometer is not equal to
battery negative. The voltage drop between the
negative power supply to the potentiometer and
battery negative is approximately 0.5 V.
P0019706
1 A ball screw is used to translate the rotational

motion to a linear motion.
2 Electric motor
3 Gearbox
4 A potentiometer is used as a position sensor.
30 47704930 05-2017 © AB VOLVO PENTA

P0019709
Here is an example of a Vodia log of the DPH gear shift actuator potentiometer.
Logged parameters are:

Red = Potentiometer supply, shift actuator (V)
Blue = Shift actuator position relative to pot supply (V)
At first the when the gear shift actuator is in neutral position the “Shift actuator position relative to pot supply”
parameter is showing approximately 1.3 V. When the gear is shifted the voltage drop over the potentiometer is
changed and the “Shift actuator position relative to pot supply” parameter is showing, dependant of which gear
is chosen, approximately 0.3 V at one end and if shifted the other way approximately 2.3 V. The “Potentiometer
supply, shift actuator” parameter is showing a steady voltage supply to the potentiometer of approximately 4.6 V.
NOTICE! The voltage shown when logging is not the same as when measuring with a multimeter. This because
the negative reference point is not the same.
47704930 05-2017 © AB VOLVO PENTA 31

P0019710
The voltage signal over the gear shift actuator during shifting. There are four different shiftings displayed. The
wider gap shows the voltage pulled during the selector fork movement. The more narrow pulses after that is when
the selector fork is fine tuned in its position.
P0019711
Here both the voltage over the actuator and the current drawn by the actuator during a gear shift is shown. The
current is showing a very short initial peak to overcome the starting friction. If for instance the actuator would be
connected to a gear shift wire that is hard to pull it would show clearly when measuring the current drawn by the
actuator. If the PCU detects that the shift time takes too long time, for some reason, a DTC is set, MID 187 PSID
24.
A good way to verify if the shift wire is the problem is to measure the current with and without the shift wire attached
to see if there is a difference.
Red = Voltage
Blue = Current
32 47704930 05-2017 © AB VOLVO PENTA

Marine electronic systems, EVC functions
EVC functions
Docking mode
In an IPS (twin, triple or quad installation) or in a twin aquamatic installation a docking mode function can be used.
In docking mode, the joystick will control throttle, gear and the drive steering angle. Max throttle request is limited
to reduce the max vessel speed. Gear, throttle and steering angle are calculated for each drive line based on the
joystick position.
When entering docking mode the drive legs are positioned in an initial starting position, the drive legs are
positioned in a toe-in position of approximately 15 degrees.
The docking mode is deactivated if the driver deactivates the function, the control lever is moved or if there is a
joystick error or other docking mode related error. If an error occurs the gears are set to neutral, the engines are
set to idle and the drives are positioned straight forward.
In an IPS triple installation the center drive leg is not contributing to the docking function but it shall not degrade
the functionality. The gear is set to neutral and if the drive leg is active, center engine running, the drive leg follow
the other drive legs position to minimize the water resistance. The center drive leg is set to straight forward position
when the joystick requests forward or reverse movement and the center drive leg will follow the ‘outer’ drive leg,
the one in forward gear, for any other joystick movement.
For a quad installation docking may be run with only two drive lines active, port outer and starboard center
and/or port center and starboard outer.
Preconditions
To be able to activate the docking mode function and
for it to work properly some criteria must be fulfilled.
• Joystick
A joystick must be detected during auto-
configuration.
• Docking mode parameter
The docking mode/joystick parameter must be
enabled in the PCU. The docking mode/joystick
P0019712
parameter status can be checked using “Chassis ID
info” on web.
• Joystick in center position
The joystick must be positioned in center position.
• Active station
• All levers in neutral position
• Engine running
Twin/Triple: Port and starboard engine must be
running.
Quad: Port outer and starboard center and/or port
center and starboard outer engines must be
running.
• No active fault
If no serious error docking will not be activated or is
not deactivated if already active. If serious error
docking will not be activated.
47704930 05-2017 © AB VOLVO PENTA 33

Marine electronic systems, EVC systems
EVC systems
Powertrim system
Trim system preconditions
For the power trim system to work properly some criteria must be fulfilled.
• Trim angle potentiometer
The trim angle potentiometer must be detected during auto-configuration.
• Power trim panel/Trim buttons
Any power trim panel/buttons must be detected during auto-configuration.
• Power trim calibration
A power trim calibration must be successfully performed. Max calibrated (allowed) position is set during the
calibration.
The status of the system can be checked by logging the “System configuration parameters” and the “System
status parameters”.
The signal flow in the power trim system is shown in

the picture.

Green = EVC CAN bus
Black = Analogue signal wiring
1 A trim angle change request is sent by pressing any
trim button. The message is sent over the multilink
bus if using a GBP, otherwise it is handled internally
by the HCU in the lever.
2 The HCU sends the request to the PCU via the EVC
bus.
3 The PCU activates one of the, up/down, trim relay
outputs. One of the trim relays pulls and activates
the trim pump motor.
4 The drive angle is monitored by a potentiometer.
The potentiometer is power supplied by the PCU.
The feedback signal from the potentiometer is a
voltage signal which is read by the PCU.
5 The potentiometer feedback value is transformed
into an angle value and sent to the HCU via the EVC
bus.
the multilink bus.
P0019713
34 47704930 05-2017 © AB VOLVO PENTA

Circuit description
When the up or down button on the power trim panel /
control lever is pushed the control signal from the PCU
on pin 7 (up) or pin 8 (down) in the power trim
connector (A), via connector pin 1 and 2, delivers 0.9
x battery voltage to pin 86 on the power trim up or down
relay.
The sterndrive position is monitored via a
potentiometer by the PCU. The potentiometer is
connected to the PCU. The PCU pin 12(+) and 13(-)
delivers power supply to the potentiometer via pin 4
and pin 5. The trim position feedback signal is a voltage
signal from pin 6 to pin 36 at the PCU. The nominal
P0019714 voltage drop measured over the potentiometer is about
2.8 V for DPH and about 2 V for SX. The negative
power supply to the potentiometer is not equal to
battery negative. The voltage drop between the
negative power supply to the potentiometer and
battery negative is about 1 V.
47704930 05-2017 © AB VOLVO PENTA 35

Log parameters in the trim system

There are some parameters that can be viewed to get
an overall view of the trim system condition.
System configurations parameters

The system configurations parameters shows what the
system has detected during the auto-configuration.
System configuration parameters:

{parameter name}
• EVC configuration data HCU
{Power trim panel}, (connected, not connected)
Shows if EVC has detected any trim panel.
• EVC configuration data PCU
{Propulsion type}, (power trim, not available)
Shows if EVC has detected the trim potentiometer.
System status parameters

The system status parameters shows current status of
different parameters in the system.
System status parameters:

{parameter name}
[HCU]
• {Control lever status}, (on, off)
Shows the trim button status from the lever at the
HCU.
• {Power trim panel}, (on, off)
Shows the GBP button status at the HCU.
[PCU]
• {Power trim control signal}, (on, off)
Shows the trim command status at the PCU.
• {Calibrated power trim position}, (degree)
Shows the current drive angle. The voltage
feedback signal from the trim potentiometer is
P0019715 calculated into an angle by the PCU. If no value is
shown the potentiometer is not detected.
• {Power trim position relative to pot supply},
(voltage)
Shows the voltage value of the trim potentiometer
feedback signal at the PCU.
• {Power trim potentiometer supply}, (voltage)
Shows the status of the voltage supplied to the trim
potentiometer by the PCU.
36 47704930 05-2017 © AB VOLVO PENTA

P0019716
Here is an example of how a Vodia log of the power trim system could look like.
Logged parameters are:

Light red = Power trim control signal down port
Light green = Power trim control signal up starboard
Orange = Powertrim position relative to pot supply
Black = Power trim potentiometer supply
Blue = Calibrated powertrim position
The power trim potentiometer supply is stable around 3.6 V during the log. (Note that the logged supply value is
not equal to if the supply is measured directly at the potentiometer). All up and down commands are clearly shown
at the bottom of the log. To be able to print the status of the up and down buttons in the graph the logged on/off
status of the buttons has been substituted to 1 and 0. The change of the trim angle is following the button requests.
A slightly unstable trim angle where the angle is shifting approximately 0.5 degrees when no request is active can
be seen. The reason for this is that a very narrow band of the potentiometer is used to detect an angle change.
The voltage drop over potentiometer at 0 degreee angle is 3.41 V and at 8 degrees angle 3.61 V. This means in
this case that the resolution is 25 mV/degree.
47704930 05-2017 © AB VOLVO PENTA 37

P0019717
Trim sensor measurement at the PCU. The sensor supply and feedback signal is monitored. The drive is trimmed
from -5 degrees to max tilt and back to -5 degrees. The feedback signal range is about 450 mV.
Drive angles
There are three drive angle areas: trim, beach and tilt
area.
Engine rpm is the factor that decides if the drive angle
is allowed to be changed between different areas.
-5 is a mapped minimum tilt angle. +50 is the maximum

allowed drive angle. -5 - +50 is the working range
allowed by the system. If the trim potentiometer value
is outside the range, a fault code (DTC) is set.
P0019718
DPH Engine rpm Min tilt Max allowed tilt Indication

Trim area Any -5 ° +6 ° Trim
Beach area Idle < rpm < 1000 +7 ° +30 ° Beach
Tilt area rpm = 0 +31 ° Calibrated max position ° Tilt
DPS Engine rpm Min tilt Max allowed tilt Indication

SX Engine rpm Min tilt Max allowed tilt Indication

38 47704930 05-2017 © AB VOLVO PENTA

Electronic Steering System

The Electronic Steering system, ES, is an electrical to hydraulic steering system. The system is integrated within
the EVC system.
SCU
There is one SCU per driveline in a steer by wire A SCU unit consists of:
installation. The SCU controls the steering of the DPH • an electronic hardware part.
or DPS drive. The SCU is connected to the hydraulic
steering system and controls the steering using - PCB with an integrated controller unit.
electro/hydraulic valves. The steering angle feedback • a software part.
is generated via a sensor mounted on the hydraulic
steering cylinder. The SCU handles all information to - Bootloader (a non reprogrammable factory
and from the driver via the EVC bus. Like the SUS the software).
SCU also supply back up power supply to the EVC - MSW (reprogrammable software).
system via the EVC bus.
The SCU has following interfaces:

• EVC CAN bus
The SCU has following input:

• Hydraulic temperature signal (analogue input).
• Feedback signal from port and starboard position
sensors (analogue input).
• Separate power supply, 12 V with a 10 A fuse.
P0019720
The SCU has following output:
• Steering solenoid control
• Service solenoid control
Electrical Connections
1 Hydraulic temperature sensor
2 Starboard steering solenoid
3 Port steering solenoid
4 Service solenoid
5 EVC bus
6 42-pin connector
7 10 A fuse
P0019721
47704930 05-2017 © AB VOLVO PENTA 39

Components
The main components in the ES system are:

• A hydraulic valve plate. The valve plate contains the
steering valve, the service valve and a hydraulic oil
temperature sensor.
• The steering cylinders with integrated position
sensors.
The steering valve is a solenoid operated, direct acting,

sliding spool, 4-way, 3-position valve. The valve has
two coils which controls the position of the valve.
P0019722
The service valve is a solenoid operated, direct acting,

sliding spool, 4-way, 2-position valve. The valve has a
coils which controls the position of the valve.
P0019723
The hydraulic temperature sensor consists of a

thermistor and monitors the oil temperature in the valve
plate.
P0019724
The steering cylinders used on both DPH and DPS

drives in the ES system are constructed in a similar
P0019725 way sensor wise. When a DPH drive is used there are
1 Sensor electronics two steering cylinders with one sensor each. When a
DPS drive is used there is one steering cylinder but
2 Sensor sensing element
with two sensors. With two sensors full redundancy is
3 Piston magnets achieved.
40 47704930 05-2017 © AB VOLVO PENTA

On the DPH steering cylinder piston, two magnets are mounted 180 degrees apart. That means that it does not
matter which way the cylinder piston rod is turned. Either way one magnet is turned towards the sensor.
The sensor used is a contactless position sensing sensor. The sensor is using what is called the magnetostrictive
effect to detect the position of the piston magnet. The sensor contains of a long, thin ferromagnetic sensing
element and sensor electronics. The piston magnet partially creates a magnetic field in the sensing element. The
electronics sends out a current pulse through the sensing element. This pulse creates a magnetic field around
the sensing element. When the pulse reach the piston magnet area the permeability of the sensing element
magnetic field changes. The position of this change is determined by using a travel time measurement of the
pulse and is then transferred into an electrical signal by the electronics.
The signals from both sensors are compared at every moment. If there is a value deviation between the sensors
during a time limit a DTC will be set.
Circuit description
The drive position sensor is an active sensor i.e. the
sensor must have supply voltage. Pin X3:7, X3:8, on
the SCU provides the sensors with a voltage of +5 V.
Pin X3:36, X3:37, at the SCU is connected to the
sensors negative wire. The output signals from the
drive position sensors to pin X3:19, X3:20, on the SCU
are linear voltage signals between 0.5 V to 4.5 V
dependant of the location of the cylinder piston.
The sensor resolution is approximately 0.7 mV/degree.
Same kind of magnetostrictive sensor is used on both
P0019726 DPH and DPS drives, the only difference is in length
of the sensor.
A = 6-pin connector
P0019727
The steering sensors feedback signals when steering the DPH drive side to side. When mounted on a DPH the
signals are mirror inverted to eac hother. The output range is between 0.5-4.5 V.
47704930 05-2017 © AB VOLVO PENTA 41

Start up procedure
The ES system is performing two different system start up tests. One test is done when ignition is put on the other
test starts at engine running.
Test “Ignition on”

At each ignition on, every solenoid valve is verified to be in correct current consumption range. If out of range a
DTC will be set.
Test “Engine running”

At every engine start a steering function test will be performed. The test will move the drive a few degrees in one
direction and then move the drive in opposite direction a few degrees before activating the service valve to stop
the drive. The test will verify the functionality of all the solenoids. If the test fails a DTC is set.
When the engine is shut off the drives will be moved to their center, straight forward, position.
Function
Steering valves:
The electromagnetically controlled 3-position (open starboard, open port, closed) proportional valve located in
the valve plate controls the hydraulic flow through the valve plate to the steering cylinders located at the drive.
There are two solenoids controlling the valve position, one starboard solenoid and one port solenoid. Each of the
solenoid coils are connected to a high side and a low side driver at the SCU. The input to each coil is a pulsed
signal. Pulsed signals are used to avoid a stick-slip behavior when controlling the valve movement.
The starboard steering solenoid controls when to let the hydraulic flow through to the port steering cylinder located
at the drive. When the starboard steering solenoid is activated the hydraulic pressure makes the port steering
cylinder push the drive to starboard and the boat will turn to starboard.
The voltage between pin 14 and pin 42 at the SCU is normally high when STBD steering solenoid is activated.
The voltage between pin 13 and pin 28 at the SCU is normally high when PORT steering solenoid is activated.
Service valve:
A electromagnetically controlled 2-position (open, closed) proportional valve located in the valve plate controls
the hydraulic flow between the steering cylinders located at the drive. When turning on the ignition key, the service
solenoid is activated and opens a hydraulic circuit between the steering cylinders and makes it possible to move
the drive by pushing it by hand. As soon as the engine is started the service solenoid is closed. The service
solenoid is also activated if an error occurs in the system. The solenoid coil is connected to a high side and a low
side driver at the SCU. The input to the coil is a pulsed signal.
The voltage between pin 10 and pin 25 at the SCU is normally high when the service solenoid is activated.
SCU Signal type Solenoid

X3:13 High-side switch PORT solenoid (A)
X3:28 Low side switch PORT solenoid (A)
X3:14 High-side switch STBD solenoid (B)
X3:42 Low side switch STBD solenoid (B)
X3:10 High-side switch Service solenoid (C)
X3:25 Low side switch Service solenoid (C)
P0019728
42 47704930 05-2017 © AB VOLVO PENTA

P0019729
The solenoid signal measured at the solenoid valve when one of the steering solenoids is activated while turning
the drive. The blue curve shows the pulsed voltage signal and the red curve shows the current drawn by the
solenoid. As long as the solenoid is activated the signal is high.
47704930 05-2017 © AB VOLVO PENTA 43

Electronic steering input

The signal flow in the electronic steering system is
shown in the picture.
Brown = Steering control CAN bus

Green = EVC CAN bus
Black = Analogue signal wiring
The signal flow in the electronic steering system is

shown in the picture.
1 A steering angle change request is sent by the
steering wheel or the joystick over the steering
control bus.
2 The HCU sends the request to the SCU via the EVC
bus.
3 One of the steering solenoids at the valve plate is
activated and the hydraulic oil pressure acts on one
of the steering cylinders at the drive and the drive
turns.
4 The drive steering angle is monitored by the
sensors mounted on the steering cylinders.
5 The drive position sensors voltage value is
transformed by the SCU into a steering angle value
and sent to the HCU via the EVC bus.
the multilink bus.
P0019732
44 47704930 05-2017 © AB VOLVO PENTA

Available log parameters in the electrical

steering system
System parameters:
{parameter name}
[HCU]
• {Docking panel}, (on, off)
Shows the GBP button status at the HCU.
• {Steering wheel position}, (degree)
Shows the steering angle requested by the steering
wheel at the HCU.
• {Joystick button status}, (on, off)
Shows the joystick position status at the HCU.
• {Joystick X, Y, Z position}, (voltage)
Shows the joystick position status at the HCU.
[SCU]
• {Rudder Angle}, (degree)
Calculated rudder angle value of the drive. Rudder
angle value depends on the drive position sensors
value.
• {Steering solenoid STBD (boat turns
starboard)}, (current)
Indicates the solenoid current consumption.
• {Steering solenoid PORT (boat turns port)},
(current)
• {Steering solenoid (service valve)}, (current)
P0019733 Indicates the drive position sensor value at the SCU.
• {Steering sensor (DPS top, DPH port)}, (voltage)
• {Steering sensor (DPS bottom, DPH starboard)},
(voltage)
Indicates the drive position sensor value at the SCU.
• {Hydraulic oil temperature}, (degrees)
Indicates the hydraulic oil temperature sensor value
at the SCU.
47704930 05-2017 © AB VOLVO PENTA 45

P0019734
The picture is showing a Vodia log, from a DPH drive, of steering parameters plotted as a graph. The parameters
are:
Black = Steering wheel position

Pink = Rudder Angle
Yellow = Steering sensor (DPS top, DPH port)
Light blue = Steering sensor (DPS bottom, DPH starboard)
The driver request is visible by the steering wheel position parameter and the system responds of the request is
shown as the rudder angle output. The actuator of the request is one of the steering cylinders (the drive is only
pushed, not pulled) which position is monitored by the steering sensor parameter.
46 47704930 05-2017 © AB VOLVO PENTA

Electronic key system

Design and Function
The electronic key system, EKS, contains of two main components, the key panel and the key fob.
A RFID (radio frequency identification) reader is located in the key panel. The reader consists of an antenna, a
RF transmitter/receiver, a power source and a modulation unit.
A RFID tag is located in the key fob and consists of an

antenna, a RF transmitter/receiver and a modulation
unit.
1 Antenna
2 RF transmitter/receiver and modulation unit
P0019735
At first start up of a virgin system an auto-configuration must be performed so that the EKS panel is recognized
by the EVC system. This because the system doesn’t know if an EKS panel or AKI is connected. Before an auto-
configuration is done the EKS panel LEDs will not be lit but an auto-configuration can be performed.
In a passive RFID system the tag has no internal power

source. Instead the tag, when held close to the reader,
is activated by the reader antenna.
1 The reader transmits an encoded RF signal to

interrogate the tag.
2 The tag responds with a modulated signal which
consists of the tag ID, a Volvo Penta manufacturer
code and the readers encoded RF signal. The tag
ID is then demodulated by the reader. Every key fob
has it’s own unique ID that must have been
previously added to the key list.
3 The tag ID is checked against a key list that is stored
in the PCU. All PCUs in a system has the same key
list stored. Port PCU has the master key list. The
key list is copied between the PCUs when a key is
P0019736
added, when a key is deleted or during the power
up sequence. The key list can at maximum contain
of four different IDs (keys).
If a PCU is changed or reprogrammed the key list
is uploaded from another PCU during the system
power up sequence except if the changed/
reprogrammed PCU is a port PCU or if it is a single
installation. If so then the all keys must be manually
added.
4 If the key shown to the reader is valid and
recognized by the PCU the system will unlock. If
more than one EKS panel is in the system, triple/
quad, the system will unlock if the key is shown in
either of the EKS panels.
47704930 05-2017 © AB VOLVO PENTA 47

Key panel buttons and outputs

The key panel have one ignition on/off button and one start/stop button for each drive line. There is an RFID area
((●)) where a LED indicates the authorization status of the system, authorized/not authorized.
The twin key panel has a 12 pin output connector where all wiring to the panel are connected except the buzzer
which has its own 2 pin connector. The key panel communicates as primary communication via a LIN
communication interfaces with the HCU. LIN communication uses a single wire for communication.
Communication speed is up to 19.2 kbit/s.
The key panel also communicates via a CAN bus for redundancy purposes and for SWDL (software download)
to the key panel. If safety lanyard is to be used a key panel harness where the safety lanyard wiring is included
must be connected.
Key panel pinout
1 CAN L
2 CAN H
3 Key panel power supply negative, port
4 Key panel power supply positive, port
5 Key panel power supply negative, stbd
6 Key panel power supply positive, stbd
7 CAN bus power supply positive
8 CAN bus power supply negative
9 Safety lanyard +
10 LIN communication, port
11 Safety lanyard -
12 LIN communication, stbd
Key operations
There are some key operations that can be performed, “Add first key”, “Add key”, “Delete key”, “e-Key virginize”
and “Identify e-Key”. Some of these operations are accessible by the driver by using the “E-key management
menu” which is found in the EVC setting menu. To be able to access the E-key management menu an authorized
key must be shown. If a non-authorized key is used, “E-key invalid” is shown. If no key is detected “No E-key
found” is shown. One operation, “e-Key virginize”, is only accessible with the Vodia tool for service personnel.
One operation, “Add first key”, will be be performed by the boat builder when the EVC system is powered up for
the first time or after the system been virginized.
Key operations Driver Service personnel Boat builder

(using e-key (using Vodia)
management)
Add first key X
Add key X
Delete key X
e-Key virginize X
Identify e-Key X
48 47704930 05-2017 © AB VOLVO PENTA

Add first key

Precondition:
• No key has been registered in the system.
• All drive lines in ignition on state.
• No chassis number conflict in the system.
When the EVC system is powered up for the first time, a virgin system, or when an e-Key virginize been performed
and there are no keys previously stored, the first valid presented key will unlock the system but the key ID will not
be stored. To store a key ID the “Add key” operation must be used. When the system is unlocked the “Add key”
operation can be performed.
Add key
Precondition:
• At least one drive line in ignition on state
New keys can be added to the system through the e-key management menu.
1 Select “Add key” in the e-key management menu.
2 Present valid key for authorization.
3 The system validates the key ID and stores the ID in the PCUs. Port PCU copies the key list to all other
PCUs in the network.
If adding the key fails, “E-key not added” is shown.
Delete key
Precondition:
Keys can be deleted through the e-key management menu.

1 Select “Delete key” in the e-key management menu.
2 Select in the menu which key to delete. The key that was shown to enter the E-key management menu can’t
be deleted.
3 The system compares the key ID with stored IDs in the key list and ask for confirmation before deleting the
ID in the PCUs.
If deleting the key fails, “E-key not deleted” is shown.
47704930 05-2017 © AB VOLVO PENTA 49

e-Key virginize (e-key ID’s reset) using Vodia

Precondition:
• Order the “Lost key” conversion/accessory kit on VPPN.
IMPORTANT!
The kit must only be ordered on the PORT chassis ID.
• The system is in the main switch on, not authorized state.
• Vodia is connected to PORT drive line.
All keys stored in the system will be deleted and the system will be reset to a virgin system where the “Add key”
operation must be performed.
1 At main switch on the system goes into an “invisible” ignition on. The engine can’t be started but Vodia can
access the port PCU.
2 The port PCU parameter POZ is set to “Virgin = 0” by the Vodia tool and all key ID’s stored in all PCUs are
deleted.
Identify e-Key
Precondition:
• At least one valid key is registered in the system.
All registered keys ID’s can be viewed by using the “Identify e-Key” in the E-key management menu.
1 Select “Identify e-Key” in the e-key management menu.
2 Present valid key for authorization.
3 The key number, if registered, is shown in the display. If it is not present “E-key not registered” will be shown.
50 47704930 05-2017 © AB VOLVO PENTA

P0019738
Single panel system state chart.
System state chart

With the introduction of the EKS in the EVC system there is a change in the system mode sequence.
When using an analogue key the system have four states:
1 Main switch off -> ignition off -> Engine off
2 Main switch on -> ignition off -> Engine off
3 Main switch on -> ignition on -> Engine off
4 Main switch on -> ignition on -> Engine on
When using the EKS the system have six states:

1 Main switch off -> ignition off -> Unauthorized key -> Engine off
2 Main switch off -> ignition off -> Authorized key -> Engine off
3 Main switch on -> ignition off -> Unauthorized key -> Engine off
4 Main switch on -> ignition off -> Authorized key -> Engine off
5 Main switch on -> ignition on -> Authorized key -> Engine off
6 Main switch on -> ignition on -> Authorized key -> Engine on
47704930 05-2017 © AB VOLVO PENTA 51

The main difference between the systems is the EKS second state where even if the main switch is off the key is
authorized. This can only happen if the key has previously been authorized and the main switch is turned off. It
is equal, in the analogue key case, to that the key is left in the key lock and the main switch is turned off.
An example sequence:
System is in Action: System goes to Ignition LED: Start/stop Key status LED:
state: state: LED:
1 Turn on main switch. 3 Off Off Flashing
3 Use e-key. 5 On Off Off
5 Press start/stop. 6 On On Off
6 Press start/stop. 5 On Off Off
5 Press ignition. 4 Off Off Off
4 Turn the main switch off. 2 Off Off Off
52 47704930 05-2017 © AB VOLVO PENTA

E-key virginize chart, EVC-E1/2

The e-key virginize function is used when to virginize
i.e. reset the systems key status that is stored in the
PCU. The reason for this could be that all previously
added keys had been lost. All previously added key
ID’s stored within the system will be deleted and the
system will be virginized.
To do a virginize of the system an accessory kit, “Lost

key”, is ordered via VPPN. VDA then change an EVC
parameter named POZ to 0 (no e-key). The kit is
downloaded and used on PORT PCU only. When the
kit is reported back VDA will change the POZ
parameter to 1 (e-key used). When programming
PORT PCU with the kit all keys in the key list will be
deleted. The first key presented to the e-key panel
after the key list been deleted will authorize access to
enter the e-key management menu. This key is
however not added to the new key list. To add a key
to the key list the “Add key” must be performed.
Vodia can acess the system if connected when the
main switch is put on even if the ignition is off or the
system is in unauthorized mode. The system will
detect that Vodia is connected and allow access
without any valid key has been presented to the
system. There is a time frame of approximately 20
seconds after the main switch is switched on where
Vodia is able to access the system by identifying the
system. This is done by using the normal Vodia
identifying function.
P0019741
E-key virginize chart.
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E-key to AKI
If an AKI shall be used the AKI can only be added when
the system, e-key panel, is unlocked. An auto-
configuration must be performed after the AKI been
added.
AKI to e-key
If an e-key shall be used just add the e-key panel and
perform an auto-configuration.
Lost key, EVC-E3

In EVC-E3, there is another procedure if the E-key is
lost. If the E-key is lost you need to set the parameter
RDZ to 0. This is done as a normal parameter
programming.
Interceptor system
The interceptor system is used to adjust and to optimize the boat trim and roll angle. The system can be operated
in one of two modes: automatic or manual. In automatic mode the ICM controls the boats trim and roll angle. The
driver can make adjustments in automatic mode. In manual mode the driver alone controls the boat trim and roll
angle.
The interceptor system contains of three main parts:
• ICM (Interceptor Control Module)
• Servo unit (2 or 4)
• Interceptor unit (1/servo)
ICM
The ICM (Interceptor Control Module) is the control unit
in the interceptor system. The ICM controls the position
of the interceptor blades via servo units and acts as an
interface towards the EVC system. The ICM is a non
serviceable part. It is possible to reprogram the ICM.
P0019742
An ICM consists of:
- Bootloader (a non-reprogrammable factory
software).
P0019743
54 47704930 05-2017 © AB VOLVO PENTA

The ICM has the following interface:

• AUX CAN bus
• Servo CAN bus
The ICM has the following input:

• Separate power supply 12/24 V with a 10 A fuse for
2 servo units or a 16 A fuse for 4 servo unit. The ICM
needs to have continuous power supply to be able
to perform the cleaning function for the interceptor
blades.
P0019744
Roll, trim angle detection

In the ICM there is a 3-axes micro accelerometer. The
complete device includes a sensing element and an IC
interface. The accelerometer is used to register the
boats roll and trim angle. When an acceleration,
motion, is applied to the sensor a proof mass is
displaced from its nominal position causing an
imbalance. This imbalance is measured and used in
an algorithm when to calculate a positioning request of
the interceptor blade.
To obtain the correct function of the system the ICM is
factory calibrated to have a zero reference when it is
horizontally mounted. If there is a deviation in the ICM
mounting an adjustment must be made. This is done
P0019745
by using the Vodia tool and changing the PZY, “Roll
sensor offset”, parameter.
IS maneuver buttons
The maneuver buttons for the IS is located on the
control lever unit. The angle of the bow and the roll
angle can be adjusted. When changing the bow angle
the interceptors works in parallel. When changing the
roll angle one of the interceptors protrusion is adjusted.
1 Starboard/port up/down. Simultaneous push, bow

up/down.
2 Bow up/down
P0019747
47704930 05-2017 © AB VOLVO PENTA 55

To activate/deactivate the auto mode the Trim assist

button is pushed on an active station.
1 Auto mode activated.
2 Active station.
P0019748
Button logic
The table describes the IS maneuver button logic as it
is default. If the logic of the buttons wants to be
changed a parameter programming must be done to
set the ODG, “Trim button cross coupling” parameter
to on instead of off.
Button push Reaction Action

STBD button down STBD side down Port interceptor out
STBD button up STBD side up Port interceptor in
Port button down Port side down STBD interceptor out
Port button up Port side up STBD interceptor in
Trim button down Bow down STBD and Port interceptor out
Trim button up Bow up STBD and Port interceptor in
56 47704930 05-2017 © AB VOLVO PENTA

ICM running modes

There are two types of interceptor systems. One where the ICM can be used either in auto mode or in manual mode
and one where the ICM only can be used in manual mode. The hardware is not the same in the ICMs so the units are
non-interchangeable with one another. In manual mode the trim angle and the roll angle can be adjusted using the
buttons on the control lever. The engine must be running to be able to change the interceptor position. In auto mode
the trim angle and the roll angle can also be adjusted but the ICM decides the amount of permissible changing
according to a pre-set calibration. When in a boat turn, detected by the ICM, roll changes by the driver is not possible.
A state chart is used to illustrate the ICMs different running modes and the criteria between them. In the top square
"IS main power switch" the separate power supply to the ICM is off. Then, dependant of the last previous active mode,
the "Stand by auto mode" or "Stand by manual mode" is chosen when the ICM power supply is switched on. When
entering any of those states a 24 hour timer is started. The ICM will stay in any of those states until one of the following
is true: Ignition is put on or the 24 hour timer has reached its time limit.
P0019750
Self cleaning mode

If the 24 hour time limit is reached before ignition is put on the "Self cleaning mode" will be entered. When in "Self
cleaning mode" the interceptor blade will be protruded, come out, until the endstop is reached and then it will be
retracted to the starting position. The self cleaning function is performed to prevent marine growth. After self cleaning
is performed the previous stand by state will be entered and a new 24 hour time limit is started.
47704930 05-2017 © AB VOLVO PENTA 57

Wait for auto/manual mode

When the ignition is put on one of the “Wait for auto” or “Manual mode” states is entered. The states are, from an
outside handling view, the same. The difference is that in “Wait for auto” mode the criteria for entering “Auto mode”
is evaluated and as soon as those criteria are fulfilled “Auto mode” is entered. The same criteria are evaluated in
the “Manual mode” but with an additional criteria of the status of the mode selector button, trim assist button. In
any of the modes a change in trim angle or roll angle can be manually made if there is at least one engine running.
Auto mode
To be able to activate auto mode there are some criteria that must be fulfilled.
• There must be a valid GPS signal, Speed Over Ground (SOG) signal, in the system. The GPS signal can
come from a stand alone GPS antenna or, if present, from the DPS.
• The engine must be running.
• Rudder angle must be available.
The speed signal, the accelerometer value and the rudder position are the main parameters that control the
interceptor blades position. One other factor that controls the amount of blade protrusion is the turning rate, turning
degrees/second, detected. By monitoring the turning rate, the wanted roll angle of the boat at a certain turning rate
can be decided. The amount of steering roll compensation that is wanted/needed is possible to calibrate using
“Parameter programming”.
Assembly description
The assembly of a complete servo/interceptor unit consists of four parts.
P0019751
1 Servo motor (servo motor and gearbox is delivered as one unit)

2 Gearbox
3 Servo unit mounting flange + servo shaft
4 Interceptor unit
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Servo motor unit
The servo motor unit contains of these main parts:

• a brushless DC motor.
software).
• an attached gearbox.
P0019753
The servo motor unit has the following interface:
• Servo CAN bus
The servo motor is using a sensorless controller to
calculate the motor position. This means that there is
no sensor to calculate the motor position. Instead a
sensorless controller is using what is called back
electromotive force, EMF. Back EMF is a voltage that
occurs when the rotor is passing the stator magnetic
field.
The back EMF is measured and the controller uses the
result to calculate the rotor position.
P0019754
The operating voltage of the servo motor is 12/24 V.

The power supply to the servo motor is distributed via
the servo CAN bus wiring from the ICM. The servo
CAN communication is initiated at ignition on.
The operating voltage to the servo motor is distributed
when the engine is running.
P0019755
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Pin Signal Servo unit pin configuration

1 12/24 V The continuous current consumption is approximately
2 CAN L 2 A/servo unit (3 A peak).
3 CAN H In cleaning mode, when only the ICM is power
supplied, the current consumption is about 1 mA at
4 Bat-
12 V, < 1 mA at 24 V.
Calibration
To be able to calculate the interceptor blades position, an automatic system calibration is performed every time
the engine is started. The interceptor blades position are changed from 0% to 100% and back to 0% and the
servos current consumption, torque, are monitored.
P0019756
The picture is showing four, A-D, different system conditions. Three inputs are used.
Blue = Port servo voltage
Red = STBD servo current
Green = Port servo current
A Shows the current peak at both servos during the calibration routine when fully protruded position, 100%,
is reached.
B Shows the current peak at both servos during the calibration routine when fully retracted position, 0%, is
reached.
C Shows the current output to the servos during normal work mode when the blade positions are altered.
D Shows a current peak at the STBD servo when the blade is stuck. The system recognizes this as a fault and
a DTC is set. (In this case the stuck blade was simulated by mechanically locking the blade in position.)
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Servo unit assembly
P0019757 P0019758
1 PCB with an integrated controller unit The gearbox has a double planetary gearing with a
gear ratio of 109:1.
2 Stator windings
3 Permanent magnetized rotor
4 Gearbox
Full movement range for the interceptor blade (seen

towards the servo unit mounting flange), from inner
endstop (A) to outer endstop (B), is approximately
equal to turning the interceptor shaft 110°. This means
that servo motor turns approximately 110/360*109 ≈
33 revolutions at a full blade stroke.
P0019759
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Interceptor unit
The interceptor unit is mounted at the transom.
P0019760
There are two Allen screws at the interceptor unit.
IMPORTANT!
Turning these screws can not be used to manually alter
the interceptor blade position. The gearbox could be
damaged if the screws are turned.
P0019761
62 47704930 05-2017 © AB VOLVO PENTA

The interceptor unit consists of a few main parts. The blades upper edge is supported by longitudinal placed wheels
that makes it possible for the blade to roll when alter its position. At the bottom end of the unit there is a longitudinal
placed axis that the blade is sliding on when alter its position. The servo shaft is connected to an internal gear
connection point. The servo shaft connection point could be moved if the installation demands it.
P0019762
1 Supporting longitudinal placed wheels for the interceptor blade.

2 Servo shaft connection point.
3 Alternative servo shaft connection.
4 Supporting longitudinal axis for the interceptor blade.
5 Interceptor blade.
P0019763
When the servo shaft is turning a stud on the servo connection point axis affects the blade position. The stud is
positioned in a rectangular hole in the blade.
The protrusion of the blade is done in steps. Max protrusion (x) of the interceptor blade is 50 mm (1.97”).
47704930 05-2017 © AB VOLVO PENTA 63

Fault Handling
There are a number of DTCs that support the diagnosis of the IS system. All of these can be found in the
corresponding workshop manual.
There are six available log parameters that monitors the IS.
Parameter Description Unit

Trim actual Shows current trim angle Degrees
Roll set Shows the set roll angle Degrees
Roll actual Shows current roll angle Degrees
GPS status Shows the GPS status -
Supply voltage Show the supply voltage at the ICM Volt
Torque interceptor Shows the torque at each servo motor Nm
Dependant of fault type the IS behavior is different. The fault handling table describes which function that is
accessible or not when a certain fault has occurred.
Fault Handling
Fault Stay in auto Manual Trim Manual Roll

mode change change
Rudder angle lost Y Y N
GPS signal lost Y Y N
Interceptor/servo unit position lost N N Y
Interceptor/servo unit stuck N N Y
Servo unit over voltage N N N
Servo unit under voltage Y N N
Servo unit temperature N N Y
Servo communication status N N Y
ICM internal fault N N N
When it is possible, the IS will remain in auto mode if

a fault occurs. If it is not possible to remain in auto
mode the IS will change to manual mode. Depended
of the fault, manual trim/roll changes can still be
performed.
If, for example, there is a problem with the port servo

motor such as a short or open circuit in the ICM servo
unit wiring, port interceptor will be locked in position. In
this case starboard interceptor will be used to make up
P0019764
for the loss of control of the port interceptor. Starboard
interceptor will adapt to current port interceptor
position. If port interceptor position is locked as in the
picture to about 50%, starboard interceptor will
immediately adapt to this value.
If a roll change is requested the system will only use
the starboard interceptor in this case.
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Joystick Inboard System

The joystick inboard system is a system used to electronically control the rudders in an inboard twin installation.
The system can also control thrusters connected to the system. Since the rudders are electronically controlled
other features like autopilot, docking mode, joystick driving etc can be used to control the vessel. The drivelines
works independent of one and other when it comes to steering and controlling thrusters, i.e it is possible to steer
or use thrusters if only one driveline is active.
The joystick inboard system contains of three main parts:

• STCM (Steering Thruster Control Module)
• Steering unit (SUS + steering gear)
• Thruster system (Proportional power control unit, thruster motor)
STCM
The STCM acts like an interface towards the thruster system and also towards the SUS.The STCM is based on
the same hardware as the stand alone HCU. It has a unique MID number, 196.There can be one or two STCMs
in an installation it depends of the number of steering units used. In an installation with one steering unit, one
STCM is used and port and starboard steering control buses are joint together and connected to the SUS. If two
steering units are used, one per driveline, each driveline has a STCM connected to a SUS. When using two
STCMs only port side of the STCMs are connected. This because that only port side of the STCM acts like a
gateway during SUS software dowload.
A STCM unit consists of:

• an electronic hardware part
- PCB with an integrated controller unit
• a software part
–Bootloader (a non reprogrammable factory software)
–MSW (reprogrammable software)
The STCM has following
interfaces:
• EVC CAN bus (Data link)
• Steering control CAN bus
(Rudder SUS)
• Thruster bus (S-link)
P0025236
47704930 05-2017 © AB VOLVO PENTA 65

Steering unit
The steering unit contains of a SUS unit mounted on a
steering gear. The SUS hardware used is the same as
for the IPS1 drive. A resolver, same as in IPS, is used
to monitor the steering angle.
A rudder steering calibration must be performed when
a steering unit been installed. Port and starboard
steering angle end positions in the steering gear are
detected during rudder steering calibration. If the boat
doesn’t travel straight after installation a drive straight
calibration can be performed. Both calibrations are
done via the EVC system calibration mode in the
display.
Different installations could demand different
maximum rudder angles so to handle different
maximum rudder angles there is a parameter that can
be set between 20-35 degees. This parameter, that is
set by Vodia, is stored in the SUS and distributed to
the HCU that need to know maximum angle when
requesting a steering angle. Also the rudder direction
can be set via Vodia.
As in all other SUS applications the EVC bus back up
power supply is provided by the SUS.
The same Driveleg control function as in an IPS SUS
P0025237
(described in the "Electronic control units/SUS"
chapter) is used to monitor the SUS status.
66 47704930 05-2017 © AB VOLVO PENTA

System Overview
The HCU communicates with the STCM over the EVC bus. The STCM communicates with the SUS over the
steering control CAN bus and communicates with the PPC (Proportional power controller) and the thuster system
via the S-link bus. The S-link bus is the thruster manufacturers properitary CAN bus.
P0025238
47704930 05-2017 © AB VOLVO PENTA 67

Driving modes
There are different driving modes where a combination
of rudder control and thruster control is used. The HCU
will handle rudder and thruster information from the
STCM and user input from joystick and steering wheel
when calculating gear output, engine speed, steering
angle and thruster forces.
Joystick docking: In joystick docking mode engine

gear, engine speed, rudder/s and thruster/s are
controlled by the ECV system to best manouver the
boat. The ruddder will be centered in docking mode.
The joystick docking function can be calibrated the
same way as in an IPS installation.
Joystick driving: In joystick driving mode the rudder/

s are controlled via the autopilot.
Thruster mode: In thruster mode only the thruster/s

P0025240
are controlled by the joystick. The engine speed and
gear are controlled by the levers and the rudder/s are
controlled by the steering wheel. When in thruster
mode the boat speed (if available) and engine speed
will be monitored. If any of them is too high thruster
mode will be deactivated.It is possible to operate the
thruster/s without the engines started.
Thruster system
The thruster system contains of:
• Proportional power controller/s (PPC) (only when
DC electrical thrusters)
• Thruster/s
• S-link network
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Proportional power controller

The PPC is a control unit in the thruster system when
a electrical thruster is used. There is one PPC for every
thruster (stern/bow) used. The PPC communicates
over the S-link network with the STCM and, if
connected, other thruster components such as a
second PPC, the S-link automatic main switch
(optional).
A thruster system must be configured before used. The
configuration/parameter programming is done using
Vodia. The configuration stores type of thruster system
(DC electric/hydraulic), thruster model, PPC serial
number, thruster motor direction etc. When the
configuration is made an autoconfiguration must be
performed to store the configuration in the PPC. If there
are two STCMs in the system it is only neccessary to
configure port STCM.The power supply to a DC
thruster is connected via a PPC. The thruster motor
positive supply is connected directly to the B+
connection at the PPC. The thruster motor negative
supply is also connected to the PPC but to the M-
connection. The PPC controls the thruster motor rpm
i.e thruster power by switching the thruster motor
negative supply.
P0025242
47704930 05-2017 © AB VOLVO PENTA 69

P0025243
1. One of the thruster direction relais is activated. 3. High thruster speed/force

2. Low thruster speed/force 4. Direction relay deactivated.
The oscilloscope picture shows the voltage and the current used when running a 12 volt thruster in thruster mode
at different joystick speed/force demands.
70 47704930 05-2017 © AB VOLVO PENTA

Supported thrusters
The thrusters used can be DC electrical or hydraulical and can be retractable or non retractable. If hydraulic
thrusters are used there is no PPC in the system. Instead the S-link is connected from the STCM to a hydraulic
system controller.
S-link
The S-link bus is the thruster manufacturer 250kb/s
properitary CAN bus.The S-link connectors are similar
but not the same as the ones used in a NMEA 2000
system. To help prevent faulty connections the
connectors are colour coded. The S-link system could
be powered with either 12V or 24V. The S-link
backbone needs to be terminated in both ends to work
properly.
P0025244
47704930 05-2017 © AB VOLVO PENTA 71

Electrical thruster wiring diagram
P0025245
This example shows an installation when using DC electrical thrusters. When using two rudder actuators (SUS)
there must be two STCMs. One for each rudder actuator.
1 Stern thruster
2 S-link terminator
3 Starboard STCM (2 STCMs only when 2 SUS are used)
4 PPC controlling the stern thruster
5 Port STCM (2 STCMs only when 2 SUS are used)
6 S-link controlled Automatic main switch (optional). Other type of switch, for instance a BCM, can be used
instead.
7 S-link power supply
8 PPC controlling the bow thruster
9 Bow thruster
10 Multi cable
Between the PPC and the thruster there is a 8 wire multi cable connected. The multi cable is used by the PPC
to control the thruster motor direction relais located at the thruster and also to monitor, via a NTC resistor, the
temperature in the thruster. The PPC is activating the thruster direction relais by connecting one of them to Vbat-.
72 47704930 05-2017 © AB VOLVO PENTA

ACP system
The ACP (Active Corrosion Protection) system aims to control the potential between the drive legs and the water.
This to counteract corrosion of the drive legs. The system contains of two main components, a transom unit and
a control unit. The ATU (ACP transom unit) is mounted at the transom. Within the ATU there is an active anode,
two rods made of titanium (Ti) and three redundant reference electrodes made of silver/silverchloride (Ag/AgCl)
mounted. A passive anode made of zinc (Zn) is mounted on the outside of the ATU.
P0019765 P0019766
The three reference electrodes and the active anode

are located within the ATU.
1 Titanium rods (Active anode)
2 Reference electrodes
CPM
The CPM (Corrosion Protection Module) is the control unit in the ACP system. There are two types of CPMs; 1-
channel or 2-channel. The 2-channel type is used when two ACP systems are needed. For correct behavior of
the ACP system the CPM must always be connected, via J1708/J1587, to port outer engine.
A CPM unit consists of:

• an electronic hardware part .
software).
The CPM has the following interfaces:

• Multilink CAN bus/AUX CAN bus
• Diagnostic tool bus (SAE J1708/J1587)
The CPM has the following input:

• 3 reference electrodes
• 2 bonding cable inputs
• Separate power supply, with a 5 A fuse.
The CPM has the following output:

P0025246
• Active anode signal
• Passive anode signal
47704930 05-2017 © AB VOLVO PENTA 73

The driver information and EVC system interaction is

done over the multilink bus or, as from EVC-E, the
auxiliary bus (light blue). For aftermarket tool
interaction the SAE J1708/J1587 bus is used. A
separate power supply is to be used to power the ACP
system. To be protected all drive legs must be properly
bonded (violet wiring) together. Unsufficient bonding
will not set a DTC.
P0025247
Function
The system uses a combination of common cathodic
protection, zinc sacrificial anode, and an active anode
protection system, ICCP (Impressed Current Cathodic
Protection), to protect the drive legs. The system can
deliver maximum 8 V / 3 A. The three reference
electrodes are used as reference to the water.
There are some things that affects the way the system
works, how much protection current that will be used.
• Area size of the anode that is in contact with the
water.
• Conductivity of the water. The salinity of the water
decides the conductivity of the water.
• Area size of the drive leg to protect.
P0019769
Active protection (switch in upper position)
By controlling, managing, a DC current (Uc), the
system maintains a targeted potential difference
between the drive legs (Nickel, Bronze, Aluminium-
>NiBrAl) and the Ag/AgCl reference electrode. The
drive legs become a cathode in an electrochemical
process. For optimal protection the system keeps the
potential (Vref) of the drive legs at approximately -450
mV with the Ag/AgCl electrode as negative reference.
Active protection is used when there is sufficient power
supply, approximately 75% of full battery charge.
Regulated passive protection (switch in lower

position)
In regulated passive mode the zinc anode will be used.
The output protection current is controlled by using a
P0019770
FET transistor as a regulator in conjunction with a
resistor. This will keep the potential (Vref) at optimal
voltage. This will also make the zinc anode last longer.
Regulated passive protection is used when the battery
charge status is approximately less than 75% but more
than 50% of full battery charge.
74 47704930 05-2017 © AB VOLVO PENTA

Passive protection (switch in lower position)

In passive mode, degraded operational mode, the zinc
anode will be used but there is no regulated current in
this state and the drive will be over protected.
Passive protection is used when, the battery charge
status is less than or equal to 50% of full battery
charge, the engine speed is above 1000 rpm (an air
pocket will surround the ATU at planning speed and
the measurement becomes inaccurate), when the
CPM is not powered or when the system is in a fail-
safe state.
Protection mode transition conditions

There are some criteria that controls the protection mode status of the system. The basic criteria are: power mode,
user mode, speed mode and diagnosis mode.
Power mode 12 V supply 24 V supply Power mode

High Vs > = 12.5 V Vs > = 25 V As mentioned previously the charge status of the
Mid 12.3 V < Vs < 12.5 V 24.6 V < Vs < 25 V battery affects the protection mode. Dependant of
current supply voltage one of the high, mid or low
Low Vs > = 12.3 V Vs > = 24.6 V
power modes will be set.
User mode
Another criteria that affects the protection mode is what user mode that is chosen. There are three different user
modes that correspond to the different protection modes.
In Normal mode the system is using both active and passive protection. The ACP system will always try to maintain
normal mode status to provide full protection.
In Comfort mode the system uses regulated passive protection. During normal mode protection the system is
producing chlorine gas which in some circumstances can be disturbing. Comfort mode can be used during a time
frame of maximum four hours after which normal mode will be automatically activated.
In Inactive mode the system only uses passive, degraded operational protection. If ignition is turned on or if the
system receives engine rpm normal mode will be automatically activated.
Diagnosis mode
The fault status of the system affects which protection mode that is used. If a DTC is set it will fit in one of three
categories.
Green: There are no active DTC:s that indicate limitation in the corrosion control.
Yellow: There are active application specific DTC:s that indicate that regulated corrosion control should not
continue.
Red: There are active application specific DTC:s that indicate that regulated corrosion control should not continue.
There is also an engine speed criteria that will be taken into consideration of which protection mode to use. When
the engine speed is above a calibrated engine speed the system will recognize that the boat is under way and
switch to passive protection.
47704930 05-2017 © AB VOLVO PENTA 75

P0019771
The block diagram is showing the main principle of what affects which protection mode that will be activated during
different system conditions.
Protection status
There are three different protection status modes that the system can have, “Good Protection”, “Limited Protection”
or “No Protection”. Which status mode the system is in can be viewed in the driver information display. The status
must be true for 10 minutes before the system is changing its status.
Good Protection
When the potential between the drive legs and the
reference anode is between -300 mV to -1000 mV it
shows “Good Protection”.
Limited Protection
reference anode is between -300 mV to -150 mV or
-1000 to -1200 mV the system shows “Limited
Protection”.
P0019772
No Protection
reference anode is more positive than -150 mV or more
negative than -1200 mV the system shows “No
Protection”.
76 47704930 05-2017 © AB VOLVO PENTA

Log parameters
There are some ACP logging parameters that can be viewed in Vodia. If one ATU is used following parameters
are selectable. If two ATUs are used, two transom inputs at the CPM, there is a second set of parameters, #2,
that also can be chosen.
When talking about an active or passive potential, the potential between an anode and the drive leg is what is
referred to. When talking about a polarization potential, the potential between the drive leg and the reference
electrodes is what is referred to.
PPID 344 Active anode potential #1 PPID 1545 Protection status #1

Description: Indicates the potential between Description: Indicates which protection status
the active anode and the drive leg. the ACP system is in.
Working range: U ≈ 0-8 V Working range: Red (0), Yellow (1), Green (2), Not
available (3).
PPID 345 Passive anode potential #1 PPID 1546 Protection measure #1

Description: Indicates the potential between Description: Indicates which protection state
the zinc anode and the drive leg. (active / passive) that is being
used.
Working range: U ≈ 0-1100 mV Working range: Degraded operational (0), Passive
(1), Active (2), Degraded not
operational (6).
PPID 444 polarization potential #1 PPID 1547 User mode

Description: Indicates the potential between Description: Indicates which mode the ACP
the drive leg and the reference system is set in.
cell.
Working range: U ≈ -450 mV Working range: Inactive (0), Chlorine gas free (1),
Normal (2).
PPID 447 Polarization current potential #1 PPID 1548 ECU state

Description: Indicates the output current. Description: Indicates which mode the CPM is
currently working in.
Working range: I ≈ 0-3 A Working range: Failure (0), Maintenance (1),
Functional (2).
PPID 1544 Protection target #1

Description: Indicates the protection target.
Working range: IPS drive leg (1).
47704930 05-2017 © AB VOLVO PENTA 77

The pictures are showing how the parameters values

are changed when the logging condition is changed.
First picture shows the system in active protection

mode where the active anode potential is regulating
the polarization current to keep the polarization
potential, -0.488 mV, in range. The system is in normal
mode, is functional and has a green status.
P0019775
In the second picture the protection status of the

system is not available and therefore the system is in
degraded operational state. Since the system is not
available all presented measured values are invalid,
not real, values.
P0019776
In the third picture the status is green, the system is in

passive protection mode and chosen user mode is
chlorine gas free mode. The system is using both the
active and the passive anode to deliver the polarization
current needed to keep the drive leg at the wanted
P0019777
polarization potential.
78 47704930 05-2017 © AB VOLVO PENTA

Marine electronic systems, EVC generation matrix
EVC generation matrix

Since the introduction of EVC in 2003 there has been a number of different versions of the system. There has
been a continuing growth of both hardware and software releases. This matrix will give a view of when different
releases were made.
ECU hardware release

MID/EVC A B B2 C C2 C3 D E
w0319 w0419 w0519 w0619 w0819 w0919 / w1023 / (w1221 /
w0945 w1119 w1323 /
w1345)
164 (HCU)
Hardware 874602 21123878 21123878 21321165 21321165 21321165 21847105 21847105
number
164 (SHCU)
Hardware - - 3818346 x x x x x
number
187 (PCU)
Hardware 888993 3818348 21469062 21469062 21469062 21469062 21469062 21722886
number
250 (SUS1)
Hardware - - 881820 21642832 21642832 21642832 21642832 21642832
number
250 (SUS2)
Hardware - - - - - 21455248 21455248 21455248
number
250 (SCU)
Hardware - - - - - 21469067 21469067 21469067
number
200 (CPM)
Hardware - - - - 21174510 21174510 21174510 21174510
number
194 (ICM)
Hardware - - - - - - - “21875631
number (auto),
21888398
(manual)"
47704930 05-2017 © AB VOLVO PENTA 79

ECU function release

w0319 w0419 w0519 w0619 w0819 w0919 / w1023 / (w1221 /
w0945 w1119 w1323 /
w1345)
Joystick function - - - Released
(IPS)
Joystick function - - - - - Released
(sterndrive)
Joystick driving - - - - - - - Released
(autopilot) (w1323)
PTA function - - - Released
Sportfish function - - - - Released “Released
(twin) (triple/quad)
(w0919)"
Single lever - - - - - Released
control (w0919)
Dynamic position - - - - - Released
system (w0945)
Low speed - - - Released Released
function (reverse (IPS) (w0945)
gear)
Cruise control - - - - - - Released
(w1023)
Clear wake - - - - - - Released
exhaust system (w1023)
E-key system - - - - - - - Released
(w1221)
Interceptor - - - - - - - Released
system (w1345)
80 47704930 05-2017 © AB VOLVO PENTA

ECU hardware release

w0319 w0419 w0519 w0619 w0819 w0919 / w1023 / (w1221 /
w0945 w1119 w1323 /
w1345)
Autopilot interface - - Released
EVC display 3.5" Released x x x x x x x
(monochrome)
EVC display 3.5"" - Released
(monochrome),
multilink connected
TQI (triple/quad - - - - - Released x x
interface)
4-20 mA interface - - - Released
Tachometer (easy Released x x x x x
link connected)
Tachometer - - - Released
(multilink connected)
NMEA 0183 - Released
interface
NMEA 2000 - - Released
interface
7" color display - - - - - Released
(w0919)
4" color display - - - - - - Released
(w1119)
2,5" Info display - - - - - - Released
(w1023)
8-19" Garmin - - - - - - - Released
displays (w1345)
2.5" GBP - - - - - - Released
(w1023)
VP Autopilot (EVC - - - - - - - Released
integrated) (w1221)
47704930 05-2017 © AB VOLVO PENTA 81

Index
A
Abbreviations.............................................................. 3
ACP system.............................................................. 73
AUX-bus................................................................... 19
B
Bus systems............................................................. 18
C
Control Lever............................................................ 26
CPM......................................................................... 17
D
Docking mode.......................................................... 33
E
ECU software basics.................................................. 4
Electronic control units............................................... 7
Electronic key system............................................... 47
Electronic Steering System...................................... 39
EVC CAN bus (EVC datalink).................................. 18
EVC components..................................................... 26
EVC functions........................................................... 33
EVC generation matrix............................................. 79
EVC systems............................................................ 34
F
Foreword.................................................................... 2
G
General Information.................................................... 2
H
HCU.......................................................................... 10
I
ICM........................................................................... 17
Interceptor system.................................................... 54
J
Joystick..................................................................... 27
Joystick Inboard System.......................................... 65
L
LIN bus..................................................................... 23
M
Marine electronic systems.......................................... 3
Multilink bus.............................................................. 20
P
PCU............................................................................ 7
Power distribution in EVC......................................... 24
Powertrim system..................................................... 34
R
Resolver................................................................... 15
S
SCU.......................................................................... 17
Shift Actuator............................................................ 30
Steering control bus................................................. 22
Steering Wheel......................................................... 28
SUS.......................................................................... 11
47704930 05-2017 © AB VOLVO PENTA 83

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copy of this page, and write down your comments and send them to us.
The address is at the bottom of the page. We would prefer you to write in Swedish
or English.
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AB Volvo Penta
Service Communication
Dept. CB22000
SE-405 08 Gothenburg
Sweden
47704930 English 05-2017

Design and Function: Marine Electronic Systems

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Design and Function: Marine Electronic Systems

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Design and Function

Marine electronic systems

47704930 05-2017 © AB VOLVO PENTA 1

The Design and Function literature contains

The product designation, serial number and

Volvo Penta continually develops its products; we

2 47704930 05-2017 © AB VOLVO PENTA

Marine electronic systems

47704930 05-2017 © AB VOLVO PENTA 3

ECU software basics

TEA2 is, for the time being, the generation used in

Downloader: A program that makes it possible for the

APCI database (Vodia database)

APCI: APCI is an acronym for Application

4 47704930 05-2017 © AB VOLVO PENTA

The APCI database is divided into two parts:

All parameters and fault codes that are to be

Since the APCI database contains information about

If the Vodia tool is connected to any hardware or

47704930 05-2017 © AB VOLVO PENTA 5

When ordering a conversion kit from VPPN, VDA

Since VDA can not handle different hardware numbers

6 47704930 05-2017 © AB VOLVO PENTA

Electronic control units

Nodes in EVC are:

A PCU unit consists of:

The PCU (as from EVC-E) has following interfaces:

47704930 05-2017 © AB VOLVO PENTA 7

8 47704930 05-2017 © AB VOLVO PENTA

The picture shows the PCU design changes from EVC-

47704930 05-2017 © AB VOLVO PENTA 9

A HCU unit consists of:

The HCU (as from EVC-D) has following interfaces:

The picture shows the HCU design changes from EVC-

10 47704930 05-2017 © AB VOLVO PENTA

SUS motor components

The picture shows the PM motor with the three phase

47704930 05-2017 © AB VOLVO PENTA 11

Electromechanical brake unit

12 47704930 05-2017 © AB VOLVO PENTA

Drive leg control

• Ignition on: In this state the SUS awaits command

• Active: Active state is the normal operating state.

See Resolver, page 15 for further information about

47704930 05-2017 © AB VOLVO PENTA 13

IPS steering input

Brown = Steering control CAN bus

14 47704930 05-2017 © AB VOLVO PENTA

The theory states that:

47704930 05-2017 © AB VOLVO PENTA 15

Drive leg steering angle ≈ 0°

Sinus: û = 0.88V, f= 10 kHz

When the drive steering angle is 0 and the drive is

Drive leg steering angle ≈ -11° (IPS1), vessel

Sinus: û = 1.28 V, f = 10 kHz

At this angle the sinus output reaches its maximum

16 47704930 05-2017 © AB VOLVO PENTA

Drive leg steering angle ≈ 11° (IPS1), vessel turning

At this angle the cosinus output reaches its maximum

47704930 05-2017 © AB VOLVO PENTA 17

1 Power supply positive

18 47704930 05-2017 © AB VOLVO PENTA

1 External power supply positive