Volvo Penta D9A2A MP, D9A2A MH, D12D-B MP Group 30 Electrical System Workshop Manual_87094076 - PDF

Workshop Manual

E

Group 30 Electrical system

2(0)

D9A2A MP, D9A2A MH, D12D-B MP

Group 30 Electrical system Marine Diesel engines D9A2A MP • D9A2A MH D12D-B MP

Contents Safety information. ...............................................

Introduction .........................................................

Important ............................................................

4 4 4

General information. ............................................ 7 About this Workshop Manual .............................. 7 Spare parts ......................................................... 7 Certified engines ................................................. 7 Repair instructions ............................................... 8 Our common responsibility .................................. 8 Torque ................................................................ 8 Special tools ........................................................

9

Design and function ............................................. 10 System Description EMS2 ..................................... 10 EVC system .......................................................... 11 Component location ............................................... 13 Location of monitors and sensors ....................... 14 Component description ........................................... 15 PCU .................................................................... 15 HCU .................................................................... 15 Identification of PCUs and HCUs ........................ 15 Controls .............................................................. 16 AUX stop button ................................................. 16 Solenoid valves, forwardsm – reverse .................. 17 Solenoid valve, low speed ................................... 17 Sensor, oil pressuree /oil temperature, reversing gear ..................................................... 17 Starter motor ....................................................... 18 Alternator ............................................................ 18 Unit injector ......................................................... 19 Piston cooling monitor (D12-800) ........................ 19

Sensor, fuel pressure .......................................... 19 Sensor, coolant temperature ............................... 20 Sensor, air pressuree/charge air temperature ..... 20 Sensor, oil pressurek/oil temperature, engine ..... 21 Sensor, camshaft position .................................. 21 Sensor, engine speed (flywheel) .......................... 21 Engine control unit .............................................. 22 Sensor, crankcase pressure ............................... 22 Monitor, lubrication oil level ................................. 23 Monitor, coolant level .......................................... 23 Water monitor, secondary fuel filter ..................... 23 Repair instructions. ............................................. 24 General advice on working with EVC engines ........ 24 Electric welding ...................................................... 24 Fault tracing of cables and connectors ................... 25 Joining electrical cables for connectors .................. 26 Fault tracing of the starter motor and windings ....... 27 When you change a control unit: ............................ 28 Programming the control unit ................................. 28 Programming an empty control unit ........................ 29 Malfunctions ......................................................... 30 Fault code information ......................................... 30 FMI table ............................................................ 30 General advice .................................................... 31 System introduction, EVC ................................... 32 Starting sequence ............................................... 32 Network............................................................... 33 Manual fault tracing in bus cables ....................... 33 Fault tracing the EVC system ............................ 34 Checking the instruments ................................... 35

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Contents Fault codes MID 128, PID 94 MID 128, PID 97 MID 128, PID 98 MID 128, PID 100 MID 128, PID 105 MID 128, PID 106 MID 128, PID 110 MID 128, PID 111 MID 128, PID 153 MID 128, PID 158 MID 128, PID 163 MID 128, PID 175 MID 128, PPID 3 MID 128, PPID 6 MID 128, PPID 8

Fuel pressure ....................... 36 Water in fuel ........................ 41 Oil level (engine) .................. 44 Oil pressure, (engine) .......... 47 Charge air temperature ........ 52 Charge air pressure ............... 56 Coolant temperature ............ 61 Coolant level ........................ 65 Crankcase pressure ............. 68 Battery voltage .................... 73 Selected gear ...................... 74 Oil temperature, engine ........ 75 Starting relay fault ............... 79 External stopping relay ........ 82 Piston cooling pressure (D12-800) ............................. 84 MID 128, PPID 98 Engine synchronisation ........ 86 MID 128, PPID 132 Throttle position ................... 87 MID 128, SID 1-6 Unit injectors 1-6 ................. 88 MID 128, SID 21 Sensor for camshaft position (speed sensor, camshaft) ............................ 94 MID 128, SID 22 Speed sensor (flywheel) ...... 97 MID 128, SID 32 Waste gate (D12-800) ........ 100 MID 128, SID 232 5 Volt DC Supply current ... 102 MID 128, SID 240 Program memory fault ....... 104 MID 128, SID 254 Engine control unit ............. 105 MID 128, PSID 216 Communication fault J1939 ................................ 106 MID 128, SID 231 Communication fault J1939 ................................ 108

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Group 30: Electrical system MID 164, PPID 390 Voltagesupplyfault control 1 in relation to potentiometer ..................... 110 Checking potentiometer in electronic controls ............. 112 Changing potentiometer in electronic controls ............. 114 MID 164, PPID 391 Voltagesupplyfault control 2 in relation to potentiometer ..................... 115 MID 164, PPID 392 Voltagesupply control potentiometer ..................... 117 MID 164, PPID 393 / MID 187, PPID 393 Power supply data bus ............................ 119 MID 164, PPID 394 Power supply starter switch ..................... 121 Checking the starter switch ................................ 122 MID 164, PPID 397 Main panel lost communication .................. 123 MID 164, SID 226 Mismatch between neutral switch and throttle control ................... 125 MID 164, SID 231 Communication fault, synchronization bus ........... 127 MID 164, SID 240 / MID 187, SID 240 Program memory fault ....... 129 MID 164, SID 250 SAE J1708 / J1587 data line ............................... 13 MID 164, SID 253 / MID 187, SID 253 Node configuration fault / memory fault, calibration ... 131 MID 164, SID 254 / MID 187, SID 254 Internal CPU fault .............. 133 MID 164, PSID 95 Control detection ............... 134 MID 164, PSID 96 Too short lever movement calibrated ........................... 136 MID 164, PSID 97 Control calibration procedure .......................... 137 MID 164, PSID 98 Control(s) is/are not calibrated ........................... 138 MID 164, PSID 105 Activation button, control station .................... 139 MID 164, PSID 106 Start .................................. 141 MID 164, PSID 107 Stop .................................. 143 MID 164, PSID 218 Communication fault, data bus, passive / active control station ......... 145 MID 164, PSID 226 HCU communication fault to another control station ... 147 MID 164, PSID 231 Incompatible EVC nodes ... 149

Group 30: Electrical system MID 187, PID 96 MID 187, PID 127

Contents

Fuel level ........................... 150 Oil pressure (reversing gear) .................. 152 MID 187, PID 177 Oil temperature (reversing gear) .................. 155 MID 187, PID 191 Low speed with feedback ... 158 MID 187, PPID 400 Power supply, reversing gear sensor ....................... 160 MID 187, SID 231 J1939 Communications warning / fault .................... 162 MID 187, SID 250 J1587 / J1708 Communication warning / fault ............. 164 MID 187, PSID 10 Incompatible engine type ... 166 MIS 187, PSID 16 / MID 164, PSID 94 Incompatible software, EVC .................................. 167 MID 187, PSID 17 / MID 164, PSID 99 Configuration fault, data bus network ....................... 168 MID 187, PSID 18 Data bus supply voltage .... 170 MID 187, PSID 20 Primary solenoid valve ...... 172 MID 187, PSID 22 Secondary solenoid valve .. 176 MID 187, PSID 32 Data bus, communication fault with active control station ............................... 178 MID 187, PSID 200 No data on the motor bus .. 180 MID 187, PSID 226 Data bus, communication fault with passive / active helm station ............ 182 MID 187, PSID 231 Incompatible EVC nodes ... 184 MID 187, PSID 232 / MID 164, PSID 232 Communication warning data bus ............................ 185

Wiring diagram ................................................... 188 D9-500, D9-575 .................................................. 188 D12-800 ............................................................. 190 Twin engine installation ...................................... 192 Controls ............................................................. 193 Pin configuration, PCU ....................................... 194 Pin configuration, HCU ....................................... 195 Automatic configuration and calibration before starting ..................................................... 196 Calibration procedure, example of workflow ........ 196 Combinations of control levers for EVC. Overview, calibration .......................................... 197 Preparations ....................................................... 198 Auto configuration .............................................. 198 Calibration. Electronic single lever control .......... 199 Calibration. Alternative control station (without starter switch) ....................................... 200 Calibration. Idling ............................................... 201 Calibration. Mechanical twin lever control, single / twin. Electronically shifted reversing gear. ................................................... 202 Calibration. Mechanical twin lever control, single / twin. Mechanically shifted reversing gear .................................................... 203 Checking propeller rotation ................................. 204

References to Service Bulletins ......................... 205 Technical data ..................................................... 206 Index .................................................................... 208

© 2005 AB VOLVO PENTA We reserve the right to make modifications without prior notice. Printed on environmentally compatible paper.

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Safety information

Group 30: Electrical system

Safety information Introduction This workshop manual contains technical data, descriptions and repair instructions for the Volvo Penta products or product versions noted in the table of contents. Check that you have the correct Workshop Manual for your engine.

Read the available safety information, ”General information” and ”Repair instructions” in the workshop manual before you start to do any service work.

Take care to avoid contact with hot surfaces (exhaust pipes, Turbocharger, air intake pipe, starter heater etc.) andfluids in pipes and hoses in an engine which is running or has just been stopped. Reinstall all protective parts removed during servicework before starting the engine.

Never start the engine with the valve cover removed. Apart from the risk of spilling oil, there is a risk of personal injury. The voltage supplied to the unit injectors can be as high as 100 V. Check that the warning or information labels on the product are always clearly visible. Replace labels which have been damaged or painted over.

Important In this book and on the product you will find the following special warning symbols.

WARNING! Warns for the risk of personal injury, major damage to product or property, or serious malfunctions if the instruction is ignored.

IMPORTANT! Is used to call attention to things which could cause damage or malfunctions to product or property.

NOTE! Is used to call attention to important information, to facilitate work processes or operation.

Below is a summary of the risks involved and safety precautions you should always observe or carry out when operating or servicing the engine.

Make it impossible to start the engine by cutting system current with the main switch(es)and lock it (them) in the off position before starting service work. Set up a warning notice by the helm station.

As a general rule all service operations must be carried out with the engine stopped. Some tasks, such as adjustments, need the engine to be running, however. Approaching an engine which is operating is a safety hazard. Remember that loose clothing or long hair can fasten in rotating parts and cause serious personal injury.

If work is done adjacent to a running engine, a careless movement or a dropped tool can lead to personal injury in the worst case.

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Never start the engine without installing the air cleaner filter. The rotating compressor turbine in the turbocharger can cause severe injury. Foreign objects entering the intake ducts can also cause mechanical damage.

Never use start spray or similar products as a starting aid. They may cause an explosion in the inlet manifold. Danger of personal injury.

Avoid opening the coolant filling cap when the engine is hot. Steam or hot coolant can spray out and the system pressure will be lost. Open the filler cap slowly, and release the pressure in the cooling system if the filling cap or tap has to be opened, or if a plug or coolant hose has to be removed when the engine is hot. It is difficult to anticipate in which direction steam or hot coolant can spray out.

Hot oil can cause burns. Avoid skin contact with hot oil. Ensure that the lubrication system is not under pressure before carrying out any work.

Never start or operate the engine with the oil filler cap removed, otherwise oil could be ejected.

Stop the engine and close the sea cocks before doing any work on the cooling system.

Only start the engine in a well- ventilated area.

When operated in a confined space, exhaust fumes and crankcase gases must be ventilated from the engine bay or workshop area.

Group 30: Electrical system Always use protective glasses or goggles when carrying out work where there is a risk of splinters, grinding sparks, acid splashes or where other chemicals are used. Your eyes are extremely sensitive, injury could cause blindness!

Avoid getting oil on your skin! Repeated exposure to oil or exposure over a long period can result in the skin becoming dry. Irritation, dryness and eczema and other skin problems can then occur.

Used oil is more dangerous than fresh oil from a health aspect. Use protective gloves and avoid oilsoaked clothes and rags. Wash regularly, especially before eating. There are special skin creams which counteract drying out of the skin and make it easier to clean off dirt after work is completed.

Most chemicals intended for the product (e.g. engine and transmission oils, glycol, petrol (gasoline) and diesel oil) or chemicals for workshop use (e.g. degreasers, paints and solvents) are hazardous. Read the instructions on the product packaging with care! Always follow the safety precautions for the product (for example use of protective mask, glasses, gloves etc.). Make sure that other personnel are not inadvertently exposed to hazardous chemicals, for example in the air. Ensure good ventilation in the work place. Follow the instructions provided when disposing of used or leftover chemicals.

Exercise extreme care when leak detecting on the fuel system and testing the fuel injector nozzles. Use eye protection. The jet which comes from a fuel injector has very high pressure and considerable penetrationability. Fuel can force its way deep into body tissue and cause severe injury. Danger of blood poisoning (septicemia).

All fuels, and many chemicals, are flammable.

Do not allow naked flame or sparks in the vicinity. Petrol (gasoline), some thinners and hydrogen gas from batteries are extremely flammable and explosive when mixed with air in the correct ratio.

No Smoking! Ensure that the work area is well ventilated and take the necessary safety precautions before starting welding or grinding work. Always ensure that there are fire extinguishers at hand when work is being carried out.

Make sure that oil and fuel soaked rags, and used fuel and oil filters are stored in a safe place. Rags soaked in oil can spontaneously ignite under certain circumstances.

Used fuel and oil filters are polluting waste and must be handed to an approved waste management facility for destruction, together with used lubrication oil, contaminated fuel, paint residue, solvents, degreasers and wash residue.

Safety information Batteries must never be exposed to open flames or electric sparks. Never smoke close to the batteries. The batteries generate hydrogen gas when charged, which forms an explosive gas when mixed with air. This gas is easily ignited and highly volatile. A spark, which can be caused by incorrect battery connection, can cause a single spark which is sufficient to cause an explosion with resulting damage. Do not move the connections when you attempt to start the engine (risk of arcing), and do not stand and lean over one of the batteries.

Always ensure that the Plus (positive) and Minus (negative) battery cables are correctly installed on the corresponding terminal posts on the batteries. Incorrect installation can result in serious damage to the electrical equipment. Refer to the wiring diagram.

Always use protective goggles when charging and handling the batteries. Battery electrolyte contains sulfuric acid which is highly corrosive. Should the battery electrolyte come into contact with unprotected skin wash off immediately using plenty of water and soap. If you get battery acid in your eyes, flush at once with a generous amount of water, and get medical assistance at once.

Turn the engine off and turn off the power at the main switch(es) before carrying out work on the electrical system.

Clutch adjustments must be carried out with the engine stopped.

The existing lugs on the engine/reversing gear should be used for lifting the assembly.

Always check that the lifting devices are in good condition and that they have the correct capacity for the lift (the weight of the engine plus the reversing gear and extra equipment).

The engine should be lifted with a customized or adjustable lifting boom for safe handling and to avoid damaging components on top of the engine. All chains or cables should be parallel to each other and should be as square as possible to the top of the engine.

If other equipment connected to the engine has altered its center of gravity, special lifting devices may be needed to obtain the correct balance and safe handling.

Never do any work on an engine which just hangs from a liftingdevice.

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Safety information Never work alone when removing heavy engine components, even when using lifting devices such as locking tackle lifts. When using a lifting device two people are usually required to do the work, one to take care of the lifting device and another to ensure that components are lifted clear and not damaged during the lifting operations.

When you work aboard a boat, always make sure that there is enough space for disassembly where you are working, with no risk of personal injury or material damage.

Components in the electrical and fuel systems on Volvo Penta products have been designed to minimize the risks of explosion and fire. The engine must not be run in areas where there are explosive materials.

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Group 30: Electrical system Remember the following when washing with a high pressure washer: Never aim the water jet at seals, rubber hoses or electrical components.

Never use a high pressure washer for engine cleaning.

Only use the fuels recommended by Volvo Penta. Refer to the Instruction Book. Use of fuels that are of a lower quality can damage the engine. Poor fuel can also lead to highermaintenance costs.

General information About this Workshop Manual This Workshop Manual contains descriptions and instructions for the repair of marine diesel engines D9A2A MP, D9A2A MH and D12D-B MP. The engine designation and number are noted on the number plate and engine decal. The engine designation and number must always be given in all correspondence about any product.

The Workshop Manual is produced primarily for the use of Volvo Penta workshops and service technicians. This assumes that people who use the Manual have basic knowledge of marine drive systems and can do the tasks of a mechanical or electrical nature associated with the trade.

Volvo Penta constantly improves its products, so we reserve the right to make modifications without prior notification. All information in this manual is based on product data which was available up to the date on which the manual was printed. Any material changes introduced into the product or service methods after this date are notified by means of Service Bulletins.

Certified engines When doing service and repair on emission certified engines, it is important to be aware of the following: Certification means that an engine type has been checked and approved by the relevant authority. The engine manufacturer guarantees that all engines made of the same type are equivalent to the certified engine.

This makes special demands on service and repair work, as follows: ●

Maintenance and service intervals recommended

by Volvo Penta mustbe complied with.

●

Only Volvo Penta original spares may be used.

●

Service to injection pumps, pump settings and injectors must always be done by an authorized Volvo Penta workshop.

●

The engine must not be converted or modified, except for the accessories and service kits which Volvo Penta has approved for the engine.

●

No installation changes to the exhaust pipe and engine air inlet ducts may be done.

●

No seals may be broken by unauthorized personnel.

The general advice in the instruction book about operation, care and maintenance applies.

Spare parts Spare parts for electrical- and fuel systems are subject to various national safety requirements, such as U.S. Coast Guard Safety Regulations. Volvo Penta Original Spare Parts meet these specifications. Any damage, occasioned by use of non--original Volvo Penta spares for the product, will be not be compensated by the warranty offered by Volvo Penta.

IMPORTANT! Delayed or inferior care/maintenance, and the use of non-original spares,parts means that AB Volvo Penta can no longer be responsible for guaranteeing that the engine complies with the certified version.

Damage andd /or costs which arise from this will not be compensated by Volvo Penta.

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Repair instructions

Group 30: Electrical system

Repair instructions The working methods described in the Workshop Manual apply to work carried out in a workshop. For this reason, the engine is lifted out of the boat and mounted on an equipment support. Renovationwork which does not need the engine to be lifted out can be done in situ, with the same work methods, unless otherwise specified.

The warning signs which occur in the workshop manual (please refer to ”Safety information” for their meanings).

WARNING! IMPORTANT! NOTE! are not comprehensive in any way, since we can not of course foresee everything, because service work is done in highly varying circumstances. For this reason, all we can do is to point out the risks which we believe could occur due to incorrect work in a well-equipped workshop, using work methods and tools tested by us.

All operations described in the Workshop Manual for which there are Volvo Penta Special Tools available assume that these tools are used when carrying out the repair. Volvo Penta Special Tools have been developed to ensure the most safe and rational working methods possible. It is therefore the responsibility of anyone using other tools or other working methods than we recommend to determine that there is no risk of personal injury or mechanical damage or malfunction as a result.

In some cases special safety precautions and user instructions may be required in order to use the tools and chemicals mentioned in the Workshop Manual. These rules must always be observed, so there are no special instructions about this in the workshop manual.

By following these basic recommendations and usingusing common sense it is possible to avoid most of the risks involved in the work. A clean work place and a clean engine will eliminate many risks of personal injury and engine malfunction.

Above all, when work on fuel systems, lubrication systems, induction systems, turbocharger, bearing caps and seals is done, it is extremely important that no dirt or other kinds of foreign particles are able to get in, since this would otherwise cause malfunctions or shortened repair life.

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Our common responsibility Each engine consists of a large number of collaborating systems and components. Any deviation of a component from its technical specification can dramatically increase the environmental impact of an otherwise good engine. For this reason, it is important that the specified wear tolerances are observed, that systems which are adjustable are correctly adjusted and that Volvo Penta Original Spares are used for the engine. The stated service intervals in the Maintenance Schedule must be observed.

Some systems, such as the components in the fuel system, require special expertise and special testing equipment for service and maintenance. For environmental reasons etc., some components are sealed at the factory. It is only permissible to work on sealed components if you are authorized to do such work.

Remember that most chemical products, incorrectly used, damage the environment. Volvo Penta recommends the use of biodegradable degreasers whenever engine components are de-greased, unless otherwise specified in the workshop manual. When working aboard a boat, be careful to ensure that oils, wash residue etc. are processed for destruction, and are not inadvertently discharged with bilge water into the environment.

Torque The tightening torque for vital fasteners, which should be tightened with a torque wrench, are listed in ”Technical Data: Special tightening torques” and noted in the job descriptions in the book. All torque specifications apply to clean screws, screw heads and mating faces. Torque data stated apply to lightly oiled or dry threads. Iflubricants, locking fluids or sealants are needed on a fastener, the type of preparation to be used will be noted in the job description. For fasteners where specific torque values are not given, please refer to ”Technical data: General tightening torques”.

General torque specifications are target values and the fastener does not need to be tightened with a torque wrench.

Group 30: Electrical system

Repair instructions

Special tools

3838620

3838621

3838622

3838623

3838619

9808648

3838619

9998482

VODIA complete diagnostic tool.

Components: 3838620

VODIA – palmtop computer (PDA) with SD card.

3838621

VODIA – docking station. Used with VODIA PDA (3838620).

3838622

VODIA – cable with connector. Used with docking station (3838621) on the engine’s communication connector.

3838623

VODIA – EDC Adapter with external power supply. Used with docking station 3838621 and cable 38.38622 connected to the engine’s 2-pin connector.

9812519

9998534

9999324

9812519

Multimeter

9808648

Pin tool, connector

9998482

Gauge for connector on control unit

9998534

4-pin adapter cable for sensor test

9999324

Terminal crimping tool

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Design and function

Group 30: Electrical system

Design and function System Description EMS2 EMS2* is a system for electronic diesel engine control. The system has been developed by Volvo Penta and includes fuel control and diagnostic function * EMS= ”Electronic Management System”.

Diagnostics

Engine speed

Camshaft position

Throttle opening

Fuel alarm, “water in fuel”

Oil pressuree /temperature Fuel pressure

Charge air pressuree /temperature Crankcase pressure

Coolant level/oil level

Coolant temperature

Piston cooling pressure

Injectionadvance

Fuel volume

Control unit The EMS system processor is located in the controlunit, protected from water and vibration.

The processor receives continuous information about:

• • • • • • • • • • •

Engine speed Throttle opening Oil pressure Oil temperature Crankcase pressure Charge air pressuree /temperature Fuel pressure Fuel alarm, ”water in fuel” Camshaft position Coolant level/oil level Piston cooling pressure (D12-800)

Checking the waste gate (D12-800)

This means that the engine always receives the correct volume of fuel in all operating conditions, which offers lower fuel consumption, minimal exhaust emissions etc.

The control unit checks and monitors the unitinjectorsto ensure that the correct volume of fuel is injected into each cylinder, and it calculates and adjusts the injection advance. Regulation is mainly done with the aid of the engine speed sensors and the combined sensor for charge air pressure/charge air temperature.

The control unit controls the unit injectors via a signal to the electromagnetically operated fuel valve in each injector, which can be opened and closed.

When the fuel valve is open, fuel flows through the holes in the unit injectors and out through the fuel duct.

Fuel is not injected into the cylinders in this phase.

The information provides information about current operation conditions and allows the processor to calculate the correct fuel volume, monitor engine status etc.

When the fuel valve is closed, pressure is built up by the mechanically driven pump piston in the unit injector. When enough pressure has been built up, fuel is injected into the cylinder via the nozzle part of the unit injector.

Fuel control

The fuel valve is re-opened and pressure in the unit injector falls at the same time as fuel injection to the cylinder ceases.

The amount of fuel injected into the engine and the injection advance are fully electronically controlled, via fuel valves and the unit injectors, once the control unit has analyzed the engine’s fuel requirements.

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The control unit receives signals from various sensors on the engine, which allow it to decide when the fuel valve should be opened and closed.

Group 30: Electrical system

Design and function

Calculation of fuel quantity

Cylinder balancing

The quantity of fuel to be injected into the cylinder is calculated by the control unit. The calculation gives the time when the fuel valve is closed (fuel is injected into the cylinder when the fuel valve is closed).

During idling, the control unit can provide the cylinders with different amounts of fuel. This is to give the engine more even idling. At higher engine speeds, all cylinders receive the same amount of fuel.

The parameters which govern the amount of fuel injected are:

Diagnostic function

• Demanded engine speed • Engine protection functions • Charge air temperature • Charge air pressure Normal start Both the camshaft sensor and flywheel sensor function normally. The engine is cranked until the engine control unit discovers that cylinder 1 is next in line for injection. Fuel is injected and the engine starts.

The EMS system has a built-in diagnostic function which can discover any faults in the engine and sensors.

The function of the diagnostic function is to discover and localize any function faults in the EMS system, to protect the engine and guarantee continued operation if a serious function fault should occur.

If a function fault is discovered, the diagnostic lamp in the control panel starts to flash. By pressing the diagnostic button ”D” for at least 5 seconds, you can read off a fault code as a guide to fault tracing.

Idling adjustment (low idle) Starting without the camshaft sensor If the engine control unit discovers that the camshaft signal is not available, the engine control unit will still attempt to start the engine. When the engine control unit detects a break in the pulse train from the flywheel sensor, one of the cylinders is in the position for injection, but the engine control unit does not know which one. The engine control unit guesses which cylinder is next in line, and injects fuel at the same time as it monitors engine speed to see if it increases. If engine speed does not increase, the guess was wrong and the engine control unit tries again. It will take a bit longer time to start the engine, but it will start with no problems apart from setting a fault code.

Starting without the flywheel sensor If the engine control unit discovers that the flywheel signal is not available, the engine control unit will still attempt to start the engine. Injection will be monitored using information from the camshaft sensor. Injection will not be as exact as normal, and the engine will have reduced power.

If the engine starts, idling speed will be unstable. The engine control unit will not be able to do any cylinder balancing.

Idling speed can be adjusted to a value between 500 –750 rpm.

EVC system The EVC system (Electronic Vessel Control) is a socalled distributed system. Distributed systems consist of many smaller electronic units (nodes) located at suitable places in the boat.

The EVC nodes are the PCU (Powertrain Control Unit) and the HCU (Helm station Control Unit). The nodes are located close to their external components. The control station control unit is located close to the control station. The driveline control unit is located in the engine room.

Each node is connected to a number of external components such as sensors, controls, instruments and control levers.

Each PCU and HCU is programmed for a specific engine. There is a decal on each PCU and HCU, containing a serial number and CHASSIS ID number. The CHASSIS ID number must coincide with the CHASSIS ID number on the decals on the engine.

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Design and function A data link (a CAN bus) links the nodes to each other.

They combine to form a data network and the nodes exchange information and benefit from each others services. The principle of using a network of nodes to which all components are connected means that the amount of cable installation is radically reduced.

A distributed system allows the system architecture to be extended by adding extra equipment. New nodes can be connected to the network with minimal changes to the cables. Functionality becomes more effective since the nodes are allowed to collaborate and combine their resources, which creates a more useful and safer product.

Functions Engine speed and gear shifting Engine speed and gear shifting is controlled electronically. The reversing gear drive is always protected against excess speed. The EVC system can have both dual-function electronic controls and mechanical controls with control adapters.

Engine synchronizing Engine synchronizing gives greater comfort, good fuel economy and minimized wear, thanks to reduced vibration and reduced sound levels. The master system (port) and slave system (starboard) must be able to communicate, to make synchronization possible. For this reason, a multi-link cable must be installed at the main helm station and all alternative helm stations.

Instruments The instruments use a serial communication bus called ”Easy Link”. Easy Link in combination with the rest of the EVC system radically reduces the need for cable installation, and simplifies installation.

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Group 30: Electrical system Low speed Boats with powerful engines can be difficult to maneuver in restricted spaces, since the boat runs at high speed even when idling. This problem is eliminated thanks to the low speed function. The EVC allows the transmission to slip, in the same way as the clutch in a car, to make it possible to maintain low speed.

Display (optional) The EVC display is used is used as a complement to, or as a replacement for the instruments. The EVC display functionality is similar to the EDC display, but gives more information. The display is connected to the multi-link cable from the HCU.

Fuel level EVC makes it easy to install fuel level indication. All that is needed is a fuel level sensor in the tank and a fuel gauge or display on the instrument panel. If a fuel level gauge is used, it should be connected to the instrument ”Easy Link” in the HCU. The cable harness between the PCU and the engine has a connector for the fuel level sensor. No new cable installation needs to be done.

Boat speed The EVC can indicate boat speed if you have a GPS which is compatible with NMEA 0183 and an NMEA unit. Boat speed can be shown on a display and in a log.

Group 30: Electrical system

Component location

Component location F D9-500, D9-575, D12-800 A. PCU (Power train Control Unit), powertrain control unit

G

H

B. HCU (Control station Control Unit) control station control unit

I

E

C. Relay for external accessories D. Ignition lock

D

E. Controls F. Alternative helm station G. Alarm panel

C M K B

J

H. Instruments: – Voltmeter – Oil pressure gauge – Coolant temperature gauge I. Tachometer J. EVC display

N

K. EVC control panel

M

P

L. Connector, diagnostic tool M. Buzzer

O

N. Multilink O. Fresh water level sensor P. Fuel level sensor Q. Rudder indicator

A

Q

L

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Component location

Group 30: Electrical system

Location of monitors and sensors

11, 12 10.11

1. Sensor, coolant level 2. Sensor, crankcase pressure 3. Stop button and fuses 4. Sensor, combined charge air pressure and charge air temperature 5. Sensor combined, oil pressure and oil temperature (engine) 6. Sensor, fuel pressure 7. Sensor, water in fuel 8. Sensor, coolant temperature 9. Sensor, lube oil level (optional) 10. Engine control unit 11. Sensor, camshaft position 12. Sensor, flywheel position

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Group 30: Electrical system

Component description

Component description NOTE! The figure in brackets refers to the position number on the wiring schedule (Please refer to page 228).

PCU* (A) The node is located in the engine room. It communicates with the engine and transmission and helm station control unit, HCU, via the standard bus. * PCU = ”Powertrain Control Unit” – drivline control unit.

There is a decal containing the serial number and CHASSIS ID on the PCU. The CHASSIS ID number must coincide with the CHASSIS ID number on the decals on the engine.

HCU* (B) The node is located close to the helm station and its components. Communicates with the PCU via the standard bus. * HCU = ”Helm station Control Unit” – control station control unit.

There is a decal containing the serial number and CHASSIS ID on the HCU. The CHASSIS ID number must coincide with the CHASSIS ID number on the decals on the engine.

Identification of chassis ID

CHASSIS ID: VVXXXXXXXXX

*V V 0 0 0 0 0 0 0 0 0 0*

ENGINE S/N: 0000000000

Each PCU and HCU (node) in the EVC system is programmed to communicate with a particular engine.

The software can vary, depending on the engine type, equipment, parameter setting etc. For this reason, it is important to identify each node before installation.

This is done by decals placed on the end walls of the nodes, on the engine management system (EMS) and on top of the valve cover.

Identification is done by means of the CHASSIS. number.

IMPORTANT! The CHASSIS-ID number on the node decals must coincide with the CHASSISID number on the engine decals.

The CHASSIS-ID number is also intended to identify the system in the VODIA diagnostic tool.

The CHASSIS ID number can also be shown on the EVC display.

15

Component description

Group 30: Electrical system

Control (E) Both electronic and mechanical controls can be used on the engines. If mechanical controls are used, they are connected to a separate control adapter with a potentiometer.

NOTE! If a control has been changed, the new one must be calibrated (please refer to the section entitled ”Auto-configuration and calibration before starting”).

Potentiometer The potentiometer registers the movements of the control lever and gives the control module information about engine speed and gear shift demanded. The potentiometer is installed inside the control (or in a separate control adapter if a mechanical control is used).

NOTE! When a potentiometer is changed, the new control unit must first be calibrated (please refer to the section entitled ”Auto-configuration and calibration before starting”).

AUX stop button (5) The AUX stop button is located highest up on the left side of the engine. When the AUX stop button is pressed, the engine will stop because the power supply to the engine control unit has been shut off.

16

Group 30: Electrical system

Component description

Solenoid valves, Forwards – Reverse (T) The solenoid valves for gear shifting are located on the reversing gear.

The valves are ordinary OFF –ON valves which allow oil to pass to the correct clutch when ON. When sufficient oil pressure has been built up, the clutch is activated (the oil pressure is raised gradually to give gentle engagement).

In the OFF position, the oil in the clutch is emptied and the reversing gear goes into neutral.

Solenoid valve, trolling (U) The solenoid valve is installed on the reversing gear.

The valve opens successively and releases oil to the trolling valve in proportion to the control position.

Sensor, oil pressure/ oil temperature, reversing gear (V) Oil pressure and oil temperature are measured by a combined sensor located on the reversing gear.

The temperature sensor consists of a non-linear resistor, whose resistance varies with reversing gear temperature. The resistance falls as the oil temperature rises.

The output signal from the pressure sensor is a voltage signal which is proportional to the oil pressure in the reversing gear.

The sensor is supplied by a 5 Volt reference voltage from the PCU.

17

Component description

Group 30: Electrical system

Starter motor The starter motor is installed in the flywheel housing, on the right-hand side of the engine. The starter motor relay is ”negative connected”, which means that the relay receives a negative signal (–) during the starting sequence.

The starter motor solenoid is engaged via the starter relay, which is activated when the starter key is turned to position III. The starter relay (1) is installed on the side of the starter motor solenoid.

A first-start relay is also included in the starter motor circuit. This is located underneath the plastic housing beside the stop button bracket.

1

Overheating protection The starter motor circuit is automatically cut for 30 seconds to protect the starter motor against overheating. Leave the starter motor to cool for at least five minutes (if possible) before making a new start attempt.

Alternator 24 V - 80 A, 12 V - 115 A The alternator is belt driven and mounted on the front of the engine, on the left.

18

Group 30: Electrical system

Component description

Unit injector The unit injectors are installed on the cylinder head, underneath the valve cover.

The amount of fuel injected and injection duration is controlled by the control unit, via electromagnetically controlled fuel valves in the unit injectors. This means that the engine always receives the correct volume of fuel in all operating conditions, which offers lower fuel consumption, minimal exhaust emissions etc.

Piston cooling monitor (D12-800) A valve is installed in the oil filter bracket which opens or closes the oil supply for piston cooling, depending on oil pressure. If the oil pressure is below 240 kPa, the valve closes the oil supply for piston cooling.

The piston cooling pressure is monitored by a pressure monitor. The output signal from the pressure monitor can only have two distinct positions, on/off, in the same way as a relay output. The monitor is supplied with current from the engine control unit. A preset pressure limit of 150 kPa determines when the monitor switches on. The monitor opens if the pressure exceeds this value.

At idle, the monitor can be closed without a fault code being set.

Sensor, fuel pressure (6) The sensor measures fuel pressure and is located on the fuel filter bracket. The sensor is an active sensor, i.e. the sensor requires a supply voltage of +5 Volt.

The sensor provides an output signal whose voltage is proportional to the pressure that the sensor measures.

19

Component description

Group 30: Electrical system

Coolant temperature sensor (5) The sensor is located on the left-hand side of the cylinder head.

The sensor consists of a non-linear resistor, whose resistance varies with coolant temperature. The resistance falls as the coolant temperature rises.

Sensor, charge air pressure / charge air temperature (3) The charge air pressure and charge air temperature are measured by a combined sensor, which is located in the inlet manifold.

The sensor is supplied by a 5 Volt reference voltage from the engine control module.

The charge air pressure sensor measures the absolute pressure, which is the sum of the charge air pressure and atmospheric pressure. (300 kPa corresponds with a charge pressure of 200 kPa when atmospheric pressure is 100 kPa).

The sensor provides a voltage signal which is proportional to absolute pressure.

The charge air temperature sensor consists of a non-linear resistor, whose resistance varies with charge air temperature. The resistance falls as the temperature rises.

20

Group 30: Electrical system

Component description

Sensor, oil pressure/ oil temperature, engine (4) Oil temperature and oil pressure are measured by a combined sensor.

The sensor is supplied with 5 Volt from the engine control module.

The sensor is installed on the oil filter bracket and measures the pressure in the main oil gallery.

The oil temperature sensor consists of a non-linear resistor, whose resistance varies with engine oil temperature.

The resistance falls as the oil temperature rises.

The pressure signal gives an output signal whose voltage is proportional to the pressure that the sensor measures.

Sensor, camshaft position (10) The camshaft position sensor is located furthest back on the right side of the engine and is identical with the engine speed sensor.

The sensor is inductive. The sensor reads a toothed wheel with seven teeth (six of which have the same spacing) on the camshaft. The impulses from the cam position sensor provide the control unit with information about the cylinder which is next in line for fuel injection.

Sensor, engine speed (flywheel) (10) The sensor is located on top of the flywheel housing and is identical with the camshaft position sensor.

The sensor is inductive. This reads the crankcase angle and speed by means of grooves in the flywheel.

The signal is sent to the control unit, which calculates the injection advance and the amount of fuel to be injected.

21

Component description

Group 30: Electrical system

Engine control unit (9) The control unit checks and controls the unit injectors, to ensure that the correct volume of fuel is injected into each cylinder. It also calculates and adjusts the injection advance. Regulation is mainly done with the aid of the engine speed sensors and the combined sensor for charge air pressurek/charge air temperature.

The EMS system processor is located in the control unit, unit, protected from water and vibration.

The processor receives continuous information about: ● ● ● ● ● ● ● ● ● ● ●

Engine speed Throttle opening Oil pressure Oil temperature Crankcase pressure Charge air pressuree /temperature Fuel pressure Fuel alarm, ”water in fuel” Camshaft position Coolant level/oil level Coolant temperature

The information provides information about current operation conditions and allows the processor to calculate the correct fuel volume, monitor engine status etc.

Sensor, crankcase pressure (2) The sensor is located on the valve housing.

The sensor provides an output signal whose voltage is proportional to the pressure that the sensor measures.

The sensor is supplied with 5 Volt from the engine control module.

22

Group 30: Electrical system

Component description

Monitor , lube oil level (optional) (7) The monitor is located on the left-hand side of the oil pan.

The monitor can assume two states, on/off. When the oil level is correct, the monitor is on, i.e. a current flows to the engine control unit.

Monitor, coolant level (1) The monitor is located under the coolant expansion tank.

The monitor can assume two states, on/off. When the coolant level is correct, the monitor is on, i.e. a current flows to the engine control unit.

Water monitor, secondary fuel filter (8) A monitor is located underneath the secondary fuel filter in the water trap. Its task is to discover water in the fuel system.

The monitor consists of two copper pins, between which resistance is measured. When the resistance falls below a limit value (which happens when water gets into the fuel), the control module receives an alarm signal.

23

Repair instructions

Group 30: Electrical system

Repair instructions General advice on working with EVC engines The following advice must be followed to avoid damage to the engine control unit and other electronics.

●

Only batteries may be used for start help. A help start device can produce a very high voltage and damage the control unit and other electronics.

IMPORTANT! The system must be switched off and the system current disconnected when any of the connectors on the engine control unit is connected or disconnected.

●

If damage is discovered in a cable harness the two 36-pin connectors for the enginecontrol unit and the 8-pin connector between the engine and the EVC system must be disconnected.

●

Never disconnect the current with the main switches when an engine is running.

●

●

Never undo a battery cable when the engine is running.

If a connector is disconnected from a sensor, be very careful to avoid allowing the contact pins to come into contact with oil, water or dirt.

●

Turn the main switches off or disconnect the battery cables during quick charging of the batteries.

NOTE! During normal trickle charging, it is not necessary to turn the main switches off.

Electric welding IMPORTANT! Undo all connectors from the enginecontrol unit before you start electric welding.

IMPORTANT! Cut the engine current before the control unit connector is disconnected.

Cut the current with the main switches. Then disconnect all connections to the alternator.

Undo the connector from the engine control unit and from the power supply unit.

Please refer to more detailed instructions in the ”Workshop manual group 21–26, ”Control unit, changing”.

Connect the welder earth clamp to the component to be welded, or as close as possible to the weld site.

The clamp must never be connected to the engine or in such a way that current can pass through a bearing.

IMPORTANT! After welding is completed, the disconnected components, such as alternator cables and battery cables must be connected in the correct order.

24

Group 30: Electrical system

Fault tracing of cables and connectors

Repair instructions

Contact problems

Special tools: 9812519, 999 8482

Intermittent contact or temporary recurring faults can be difficult to fault trace, and are frequently caused by oxidation, vibration or poorly terminated cables.

Check all connectors visually

Wear can also cause faults. For this reason, avoid disconnecting a connector unless it is necessary.

Check the following: ! Look for oxidation which can impair contact in connectors. !

Check that terminals are undamaged, that they are correctly inserted into their connectors, and that the cable is correctly terminated in the terminal.

●

Check that there is good mechanical contact in the connector. Use a loose pin to check this.

IMPORTANT! The multi-pin connectors for the engine control unit must only be checked with gauge 999 8482.

●

Carefully insert gauge 999 8482 into the multi-pin connector. Pull and push the connector in and out a few times and feel whether the terminal socket grasps the tool. If the terminal socket does not grasp, or if it feels slack, the connection pins should be changed. Please refer to ”Joining electrical cables for multi-connector” Check the secondary locking in the connector.

Other contact problems can be caused by damage to pins, sockets and connectors etc.

Shake cables and pull connectors during measurement, to find where the cable is damaged.

Contact resistance and oxidation Resistance in connectors, cables and junctions should be close to 0 Ω. A certain amount of resistance will occur, however, because of oxidation in connectors.

If this resistance is too great, malfunctions occur. The amount of resistance that can be tolerated before malfunctions occur varies, depending on the load in the circuit.

Open circuit Possible reasons for faults could be chafed or broken cables, or connectors which have come undone.

Use the wiring schedule to check the cable harnesses which are relevant to the function. Start off with the most probable cable harness in the circuit.

Check the following: ● Disconnect the relevant connector at each end of the cable harness.

●

If possible, shake the cables and pull the connectors during measurement to discover whether the cable harness is damaged.

●

Check that the cables are not damaged. Avoid clamping cables in tight bends close to the connector.

●

Check the function of the secondary locking.

●

Use multimeter 9812519 to measure the resistance between the ends of the cable.

Nominal value close to 0 Ω.

●

If possible, shake the cables and pull the connectors during measurement to discover whether the cable harness is damaged.

●

Check the next cable harness in the wiring schedule if no fault has been found.

25

Repair instructions

Group 30: Electrical system

Joining electrical cables for connectors Special tools: 9808648, 999 9324 Repair kit: 107 8054 1 Disconnect the connector from the engine control unit or from the power supply unit, please refer to ”Control unit, changing”.

Undo the connector, to gain access to the cable leading to the pin which is to be changed.

2 Undo the pin catch.

3 Remove the pin with tool no. 9808648.

NOTE! Only remove one pin at a time.

4 Cut off the cable and the pin which is to be changed.

Join the cable with the new one, using repair kit 10.78054. Use cable crimping tool no. 999 9324.

5 Carefully heat the joint with a hot air gun, to make the insulation shrink and seal tightly.

26

Group 30: Electrical system

Repair instructions 6 Put the pin back in the right place in the connector before removing the next pin, if several pins are to be changed. Check that the locking tongue locks the pin in the connector.

7 Install the cables with insulation and tie wraps in the connector, in the reverse order to disassembly.

8 Install the connector in the reverse order to disassembly.

9 Check that the connector and the mating connector on the engine control unit or power supply unit are clean and dry.

10 Join up the multi-pin connector. Please refer to ”Control unit, changing” for advice on joining up the connector.

11 Start the engine and check carefully that no fault codes occur.

Fault tracing of the starter motor and windings Special tools: Multimeter 981 2519

General If battery voltage falls below 24.7 V (measured at the battery), the starter motor will not be able to crank the engine at normal speed.

30 31

Checking the power supply 1 Check that the battery voltage is at least 24.7 V unloaded, by measuring the battery terminals with multimeter 981 2519.

2 Turn the main switch on.

3 Check that the voltage between positions 30 and 31 on the starter motor is the same as the battery voltage.

27

Repair instructions

Group 30: Electrical system

When you change a control unit: Programming the control unit Important!

The chassis number or engine serial number must be available to allow the software to be downloaded.

Action: 1.

Log in to Volvo Penta Partner Networks web site, http://www.vppn.com

9 The next control unit to be programmed is the HCU (helm station control unit). Select ”Electrical system and instruments” in the Vodia menu. Select ”MID 164 Control unit, programming”. Vodia will guide you through the entire programming process.

NOTE! All helm station control units on the same drive line should be programmed in one sequence.

2 Choose ”Vodia” in the left-hand menu.

NOTE! Auto-configuration must be done when programming is finished.

3 Choose ”ECU Programming” in the left-hand menu.

10 Programming must be reported back to Volvo within 28 days. Log in to Volvo Penta Partner Networks web site, http://www.vppn.com

4 Follow the instructions under ”Download software”.

Choose the control units to be re-programmed and click the ”Download” button. The software for the selected control units is now downloaded to the PDA (Personal Digital Assistant).

5 Take a look under ”Settings”, ”Software information” in Vodia to check that the software has been downloaded.

6 Connect the Vodia to the engine to be programmed.

7 Start with the engine control unit. Select ”Engine with mounting and equipment” in the Vodia menu. Select ”MID 128 Control unit, programming”. Vodia will guide you through the entire programming process.

8 The next control unit is the vehicle control unit, PCU (Powertrain Control Unit). Select ”Electrical system and instruments” in the Vodia menu. Select ”MID 187 Control unit, programming”. Vodia will guide you through the entire programming process.

28

11 Choose ”Vodia” in the left-hand menu.

12 Choose ” Report software” in the left-hand menu.

13 Follow the instructions for ”Report software/parameter”. Click ”Report software/parameter”.

Group 30: Electrical system

Repair instructions

Programming an empty control unit When an ”empty” engine control unit is installed, where no software is programmed, the control unit must be programmed. If the new control unit is to replace an existing control unit, the control units must have the same part number. If the control units do not have the same part number, it will not be possible to program the new control unit until a ”Conversion kit” has been ordered from Volvo Penta. If the control units have the same part number, the new control unit can be programmed as usual, please refer to Programming the Control Unit. If the part numbers are not the same, do as follows: 1 Have both part numbers available.

2 Log in to Volvo Penta Networks web site, http://www.vppn.com 3 Choose ”Vodia” in the left-hand menu.

4 Choose ”Conversion kit” in the left-hand menu. A new page, ”Conversion kit / Accessory kit”, opens up.

5 Click the text ”Available conversions kits” which is shown in bold face. Follow the instructions described in the window.

7 Return to the ”Conversion kit / Accessory kit” page and follow the instructions to order a new ”conversion kit”.

8 Volvo Penta’s computer system is now updated. This may take a minute or so before a confirmation is sent back.

9 Programming of the control unit can now be done, please refer to Programming the Control Unit.

29

Malfunctions

Group 30: Electrical system

Malfunctions Fault code information ●

MID (”Message Identification Description”): The MID consists of a number which designates the control unit that sent the fault code message. (e.g. the engine control unit).

●

SID (”Subsystem Identification Description”): The SID consists of a number that designates a component to which the fault code relates (tachometer, for example).

●

PID (”Parameter Identification Description”): The PID consists of a number that designates a parameter (value) to which the fault code relates (oil pressure, for example).

●

PSID (”Proprietary SID”): The same as the SID, but this is a Volvo-specific component.

●

●

PPID (”Proprietary PID”): The same as the PID, but this is a Volvo-specific parameter.

FMI (”Failure Mode Identifier”): FMI indicates the type of fault (please refer to the FMI table below).

FMI table SAE standard FMI

Display text

SAE text

0

”Value too high”

Valid data, but above the normal working range.

1

”Value too low”

Valid data, but below the normal working range.

2

”Faulty data”

Intermittent or faulty data

3

”Electrical fault”

Abnormally high voltage or short circuit to higher voltage

4

”Electrical fault”

Abnormally low voltage or short circuit to lower voltage

5

”Electrical fault”

Abnormally low current or open circuit

6

”Electrical fault”

Abnormally high current or short circuit to battery negative

7

”Mechanical fault”

Faulty response from mechanical system

8

”Mechanical or electrical fault”

Abnormal frequency

9

”Communication fault”

Abnormal updating rate

10

”Mechanical or electrical fault”

Abnormally large variations

11

”Unknown fault”

Unidentified fault

12

”Component fault”

Faulty unit or component

13

”Faulty calibration”

Calibration values outside the limits

14

”Unknown fault”

Special instructions

15

”Unknown fault”

Reserved for future use

30

Group 30: Electrical system

Malfunctions

Volvo-specific for injectors (MID 128, SID 1– 6) FMI

Help

2

Short circuit to battery voltage, unit injector high voltage side

3

Short circuit to battery voltage, unit injector low voltage side

4

Short circuit to battery negative, unit injector low voltage or high voltage side

5

Open circuit in unit injector circuit

NOTE! The following must be done before fault tracing continues, to avoid changing functional sensors: ●

If there is an active / inactive fault code.

Remove the connector from the sensor. Check that there is no oxidation and that the connector pins are not damaged.

If there is a fault, please refer to ”Fault Tracing the Cables and Connectors”.

Note. Some fault codes become inactive when the engine is stopped. Start the engine to check whether the fault code is still inactive with the engine running. ●

After an action with the connector Put the connector* back. Check if the fault code becomes inactive.

If the fault remains, measure the cables and sensors to check them, as instructed. * NOTE! No grease in the connector.

31

Malfunctions

Group 30: Electrical system

EVC system summary Pre-start relay

AUX stop Main relay Connector B Connector A

data bus

starter switch

Main switch data bus

BAT+

data bus

BAT -

Connector, engine

data bus

Fuses

Key switch

Controls

EVC control panel

Starting sequence 1 When the main switch is closed, the engine control unit pin 8 in connector A is supplied with current via the main relay. The PCU and HCU are supplied with current via connector pins 3 and 4.

2 When the starter key is turned to position ”I* (terminal 15a on the starter switch is connected to pin 30), the engine control unit pin 58 receives an activation signal from the PCU via pin 5 in the engine connector.

When the ignition is switched, the EVC equipment such as the control panels and instruments are activated. All relays connected to the starter switch and start / stop panels are activated to supply current to equipment which does not belong to the EVC.

32

3 Check that all controls are in the neutral position and that the AUX button is not depressed.

4 Turn the starter key to position III (pin 50 in the starter switch is connected to pin 30) and the pre-start relay is activated by earthing the output, pin 29 connector B on the engine control unit, to activate the starter motor.

Group 30: Electrical system

Network The system has two types of communication buses.

Malfunctions If you want to check the CAN bus cables between the engine control unit and the PCU, you can also measure the resistance when the cables are connected at one end.

CAN A data link, a CAN bus, links the nodes to each other.

CAN means ”Controller Area Network” and is an industrial standard for distributed systems. The CAN bus consists of a pair of copper conductors which are twisted 30 times per meter. The nodescommunicate via the CAN bus and they form a network together, which exchanges information and benefits from each other’s services.

The CAN bus is a serial bus and is the primary control bus.

J1587 The J1587 communication bus is used as a reserve bus and is also used for accessories and diagnostics.

This is a serial bus in accordance with standard SAE J1708.

Manual fault tracing in bus cables Special tools: Multimeter 9812519 IMPORTANT! Disconnect system power before disconnecting the cables.

Use multimeter 9812519 to check the bus cables. The conductors in the bus cables should not be in contact with each other. To check this, disconnect a bus cable at both ends and measure the resistance between the pins. The multimeter should show infinite resistance between each pin. If the resistance is less than infinite, you have found a fault.

It can be difficult to check whether there is a cable fault in the bus cable when it is installed in the engine.

For this reason, always include checked bus extension cables in the fault-tracing equipment.

Connect the extension cable to one end of the boat’s bus cable and run it back to the other end of the bus cable, so that you can check each conductor individually. You can now check all the pins.

1 Disconnect the PCU. 2 Measure the resistance between pin 17 (cable colors: yellow/white) and pin 7 (cable colors: gray/yellow) against the engine control unit. The measurement value should be 120 Ω.

3 Repeat the measurement in the other direction. Connect the PCU and disconnect the engine control unit.

4 Measure the resistance between pin 1 (cable colors: yellow/white) and pin 2 (cable colors: gray/yellow) against the PCU. The measurement value should be 120 Ω.

Measuring the engine cables Two types of measurement are done on the engine cable harness, both resistance measurement and voltage measurement.

The measurements are done to ensure that no open circuits or short circuits occur.

If there is an open circuit, the resistance is infinite, and if there is a short circuit, it is close to zero. The resistance values given in the workshop manual are approximate, and should be regarded as guidelines.

NOTE! During resistance measurement, the engine must be stopped and the main switch be in position 0, the system must be disconnected from system voltage. In other cases, the wrong resistance value can be measured.

All resistance measurement is done at +20 °C (68 °F) and with a cold engine.

33

Malfunctions

Fault tracing the EVC system Special tools: VODIA 3838619 Check that the system has the correct power supply.

The best way to retrieve diagnostic information from the EVC is to use the VODIA tool (383 8619). The VODIA tool shows the fault codes as text, and you can retrieve information about each fault code.

When you set an HCU in service mode, VODIA can communicate with the HCU to read fault codes and log its parameters. Since all HCUs have the same ECU (MID) number, only one HCU can be put into service mode at any one time. It would not otherwise be possible to identify the HCU which issued a fault code.

In a twin installation, the codes can only be read from the network in which the node is located.

When VODIA is connected to the port network, VODIA can only show fault codes from the port driveline, and vice versa for the starboard side.

Group 30: Electrical system

Problems in identifying the enginecontrol unit (MID 128) In normal cases, VODIA identifies the engine control unit (MID 128) and the PCU (MID 187) automatically when the choice of engine installation is done.

The HCU must be in service mode to allow it to be identified.

If VODIA is not able to identify the engine control unit (MID 128), this will not be visible under ”Vehicleinformation”.

NOTE! If the engine control unit has not been identified, it can not be programmed.

One reason why identification can not be done is that the PCU contains the wrong engine software or that the J1708A and J1708B data buses between the engine control unit and the PCU are short circuited to each other. In this case, Vodia can not identify a control unit.

Stop The system can not be shut down although the starter key is turned to position 0.

This can be caused by a short circuit in the cables between the HCU and the key switch, by a short circuit in the key switch or a fault in the stop/start panel.

Shut the system off with the AUX stop button.

The starter motor is activated with the ignition on.

If the starter motor is activated as soon as the switch is turned, the diode in the key switch cable harness might be short circuited. Fault trace the diode in accordance with the ”Checking the key switch diode” section.

34

Group 30: Electrical system

Malfunctions

Checking the instruments Special tools: Multimeter 9812519 The instruments are ”Easy Link” types and receive their signals from a serial bus consisting of a total of 3 conductors.

If a fault occurs in the ”Easy Link” bus for the instruments, this can be discovered when the needles stop in the same positions on the instrument(s) (”frozen”).

If no instruments work, make a check with multimeter 9812519 that there is +12 Volt between the red and blue cables in the Easy Link cable harness.

Since common signals for various types of instruments pass through the same cable, it is difficult to determine whether information is missing from the serial bus, or if an individual instrument is faulty.

If you suspect an instrument fault, you can use the following procedure to determine whether the instrument is fault or not.

1 Start the engine and let it idle, with the control lever in the neutral position.

2 Disconnect the instrument that is suspected of being faulty.

3 The fault disappears: - Check that there is no oxide or moisture in the relevant instrument’s connector.

- Change the removed instrument and see if the fault is still gone when the new instrument is re-connected.

The fault remains: Continue to disconnect instruments until instrument display is correct. Then try to connect the instruments again. Start with the instrument that was disconnected first, and continue to connect the instruments that were removed until indication no longer functions.

Change the instrument that was connected last.

35

Malfunctions, MID 128

Group 30: Electrical system

MID 128, PID 94 Fuel pressure

MID 128: Engine control unit Fault code FMI 1: The sensor value is valid but is less than the normal working range.

FMI 3: The voltage exceeds the normal value or is short circuited to higher voltage.

FMI 5: The current is less than the normal value or is open circuited.

FMI

Fault code explanation

1

Too low fuel pressure

3, 5

Faulty sensor / Faulty sensor circuit

Fault indication FMI 1:

A red lamp flashes in the alarm panel + audible warning.

FMI 3, 5:

An orange lamp flashes in the alarm panel.

Symptom None

Circuit description Connector B (Gray)

The sensor which measures fuel pressure is an active sensor, which means that the sensor must have operating current.

The engine control unit, pin 17, supplies the sensor, pin 1 with +5 Volt. The sensor, pin 4, is connected to battery negative via the engine control unit, pin 18.

The output signal from the pressure sensor (pin 2 on sensor to pin 16 on the control unit) is a voltage signal which is proportional to the pressure measured by the sensor.

36

Group 30: Electrical system

Malfunctions, MID 128 6 Check the bypass valve and change it if necessary.

Fault tracing The fuel gauge shows full travel although no alarm has been activated.

7 Check the feed pump.

Possible reason Open circuit in battery negative.

Suitable action Check cables between the sensor and engine control unit.

Fault code conditions

FMI 1: Too low fuel pressure

The voltage on pin 16 in the engine control unit exceeds 4.95 Volt.

Fault code conditions Fuel pressure depends on engine speed.

D9 Engine speed

Possible reason

600

800

1000

1200

1400 rpm.

100 (1.00) (14.5)

100 (1.00) (14.5)

150 (1.50) (21.8)

200 (2.00) (29.0)

250 kPa (2.50 Bar) (36.3 psi)

Engine speed 1600

1800

2000

2200

2300 r/min.

Alarm

250 (2.50) (36.3)

250 (2.50) (36.3)

250 (2.50) (36.3)

250 kPa (2.50 Bar) (36.3 psi)

Alarm

D12-800 Engine speed Alarm

250 (2.50) (36.3)

500 50 (0.50) (7.25)

1800 200 (0.20) (29.0)

FMI 3: Abnormally high voltage or short circuit to higher voltage has been detected.

2300 rpm.

200 kPa (0.20 Bar) (29.0 psi)

Suitable action 1 Check the fuel level.

2 Open the fuel taps and check carefully that no leakage occurs.

3 Change the fuel filters (primary filter and secondary filter).

4 Check the fuel hoses to ensure that none have been crushed or kinked.

5 Check the sensor by checking the fuel pressure.

●

Short circuited signal cable to battery voltage or 5 V voltage.

●

Fault in sensor.

Suitable action 1 Check cables between the sensor and engine control unit.

2 Check sensor.

FMI 5: The current is less than the normal value or there is an open circuit.

Fault code conditions The voltage on pin 16 in the engine control unit is less than 0.07 Volt.

Possible reason ●

Open circuit in 5 V supply cable

●

Open circuit in signal cable.

●

Short circuited signal cable to battery negative.

●

Fault in sensor.

Suitable action 1 Check cables between the sensor and engine control unit.

2 Check sensor.

37

Malfunctions, MID 128

Group 30: Electrical system

Measurements Special tools: 9812519, 999 8534

Negative cable 1 NOTE! Cut the current with the main switch.

2 Remove the connector from the sensor. Connect adapter cable 999 853 4 to cable harness connector to engine control unit.

3 Use multimeter 9812519 to do resistance measurement against the engine control unit.

Measurement points

Nominal value

4 – Battery negative*

R≈0Ω

* Note. Battery negative (–) on alternator or starter motor.

Signal cable 1 NOTE! Cut the current with the main switch.

2 Remove the connector from the sensor. Connect adapter cable 999 853 4 to cable harness connector to engine control unit.

3 Use multimeter 9812519 to do resistance measurement against the engine control unit.

Measurement points

Nominal value

2 – Battery negative*

R ≈ 80 - 120 kΩ

The measurement should exclude short circuiting or open circuit in the cable to the engine control unit. * Note. Battery negative (–) on alternator or starter motor.

38

Group 30: Electrical system

Malfunctions, MID 128

Supply cable 1 NOTE! Turn the starter key to the stop position.

2 Remove the connector from the sensor. Connect adapter cable 999 853 4 between sensor and engine control unit.

3 Turn the starter key to position I (driving position).

4 Use multimeter 9812519 for voltage measurement.

Measurement points

Nominal value

1–4

U ≈ 5V

39

Malfunctions, MID 128

Group 30: Electrical system

Checking the fuel pressure sensor Special tools: 9812519, 999 8534 1 NOTE! Turn the starter key to the stop position.

2 Remove the connector from the sensor. Connect adapter cable 999 853 4 between sensor and engine control unit.

3 Turn the starter key to position I (driving position).

4 Use multimeter 9812519 for voltage measurement.

Measurement points

Output voltage, V

2–4

Nominal value U ≈ 0,5 V

Component specification Working range ....... 0–700 kPa (0–7 bar / 0-101.5 Psi) Supply voltage .................................. 5.00 ±0.25 V DC Nominal output voltage at 25 °C (77 °F) and supply voltage 5.00 V DC: 0,5 V DC at ................................ 0 kPa (0 bar / 0 Psi)* 4,5 V DC at ...................... 700 kPa (7 bar / 101.5 Psi)* Fuel pressure, kPa

40

* Note. At normal atmospheric pressure.

Group 30: Electrical system

Malfunctions, MID 128

MID 128, PID 97 Water in fuel

MID 128: Engine control unit Fault code FMI 0: The value is valid but exceeds the normal working range.

FMI

Fault code explanation

0

Water in fuel

Fault indication Indication for ”water in fuel” flashes in the alarm panel.

Symptom None.

Circuit description

Connector B (gray)

A monitor is located in the water trap under the fuel filter. Its task is to detect whether there is water in the fuel. The monitor senses the resistance between two copper pins. The copper pins are in contact with the water. When there is no water in the fuel, the resistance is very high. If there is any water in the fuel, the resistance falls.

At a threshold resistance (water has been detected), the monitor’s output signal (yellow cable) to the engine control unit pin 8 will be pulled down to zero by a transistor.

The engine control unit, pins 57 and 60 provides the monitor with battery voltage. The sensor is connected via pin 10 on the engine control unit to battery negative.

EMS

41

Malfunctions, MID 128

Group 30: Electrical system

Fault tracing

Supply cable

FMI 0: Water in fuel

1 NOTE! Turn the starter key to the stop position.

Suitable action 1 Empty the water traps underneath the fuel filters.

2 Empty the sludge trap under the fuel tank.

Measurements Special tools: 9812519

Negative cable 1 NOTE! Cut the current with the main switch.

2 Disconnect the connector from the monitor.

3 Use multimeter 9812519 to do resistance measurement against the engine control unit.

Nominal value

Black cable – Battery negative R ≈ 0 Ω

42

3 Use multimeter 9812519 for voltage measurement.

4 NOTE! Turn the starter key to position I (driving position).

3 Check the water monitor.

Measurement points

2 Disconnect the connector from the monitor.

Measurement points

Nominal value

Red conductor – Black conductor

U ≈ Battery voltage

Group 30: Electrical system

Malfunctions, MID 128

Checking the water monitor, fuel filter 1 Put a suitable vessel underneath the fuel filter. Undo the connector and remove the water sensor from the primary fuel filter/s. Make sure that you have a collection vessel available, since some fuel will run out of the filter.

2 Connect the red conductor (1) to a power supply that gives +24 V. Connect a 24 V bulb (1 W) between the yellow conductor (2) in the connector and a power supply of +24 V. Connect the black conductor (3) in the connector to battery negative (–).

1. Red conductor in connector 2. Yellow conductor in connector 3. Black conductor in connector

3 Dip the sensor contact pins into a dish of water. The bulb should light up when there is water between the sensor contact pins.

4 The bulb should go out when the sensor is lifted out of the water.

43

Malfunctions, MID 128

Group 30: Electrical system

MID 128, PID 98 Oil level (engine)

MID 128: Engine control unit Fault code FMI 1: The sensor value is valid but is less than normal working range.

FMI

Fault code explanation

1

Too low oil level

Fault indication Oil level indication flashes in the alarm panel.

Symptom None.

Connector B (Gray)

Circuit description

Oil level monitor

The lube oil level in the engine is monitored by a level monitor.

The level monitor output signal (pin 3 on the monitor to pin 7 on the engine control unit) is one of two voltage levels: Hig h / Low. The output has zero potential if a satisfactory oil level has been detected. The engine control unit, pin 57, provides the level monitor, pin 1 with current. The level monitor, pin 2, is connected to battery negative via the engine control unit, pin 10.

44

Group 30: Electrical system

Malfunctions, MID 128

Fault tracing FMI 1: Too low oil level Suitable action 1 Check the oil level in the engine.

2 Check that no leakage occurs.

3 Check the level monitor.

Measurements Special tools: 9812519, 999 8534

Negative cable 1 NOTE! Cut the current with the main switch.

2 Remove the connector from the monitor. Connect adapter cable 999 853 4 to cable harness connector to engine control unit.

3 Use multimeter 9812519 to do resistance measurement against the engine control unit.

Measurement points

Nominal value

2 – Battery negative*

R≈0Ω

* Note. Battery negative (–) on alternator or starter motor.

45

Malfunctions, MID 128

Group 30: Electrical system

Supply cable 1 Turn the starter key to the stop position.

2 Remove the connector from the monitor. Connect adapter cable 999 853 4 between cable harness and engine control unit.

3 Use multimeter 9812519 for voltage measurement.

1

2

4 NOTE! Turn the starter key to drive position.

Measurement points

Nominal value

1–2

U ≈ Battery voltage

Checking the oil monitor Special tools: 999 8534 Engine stopped 1 Put a suitable vessel underneath the oil pan.

2 Undo the connector and remove the monitor from the engine.

NOTE! Temporarily install a plug (M18 x 1.5) with gasket (part no. 960632 and 11998) in the oil pan to prevent oil from running out.

WARNING! Hot oil can cause burns.

3 Connect adapter cable 9998534 to the oil level monitor.

Connect power supply that provides +24 V to cable 1.

Connect a 24 V bulb between (1 W) between cable 3 and a power supply that provides +24 V. Connect cable 2 to battery negative (–).

4 Put the monitor sensor tube vertically into a vessel containing engine oil. The bulb should light up.

5 Lift the sensor up out of the oil bath and check that the bulb goes out.

46

Group 30: Electrical system

Malfunctions, MID 128

MID 128, PID 100 Oil pressure, (engine)

MID 128: Engine control unit Fault code FMI 1: The sensor value is valid but is less than the normal working range.

FMI 3: The voltage exceeds the normal value or is short circuited to higher voltage.

FMI 5: The voltage is less than the normal value or is there is an open circuit.

FMI

Fault code explanation

1

Too low oil pressure

3, 5

Faulty sensor / Faulty sensor circuit

Fault indication FMI 1:

Oil pressure indication flashes red in the alarm panel. Audible warning.

FMI 3, 5: An orange lamp flashes in the alarm panel.

The oil pressure gauge shows 0. The display shows – – –.

Symptom FMI 1:

Engine power is cut.

FMI 3, 5: None Connector A (black)

Oil pressure sensor

Circuit description The sensor which measures oil pressure, is a combined sensor which also measures oil temperature.

Sensor is an active sensor, i.e. it must have operating voltage.

The engine control unit, connector A, pin 7, supplies the sensor, pin 1 with +5 Volt. The sensor, pin 4, is connected to battery negative via the engine control unit, connector A, pin 11.

Connector B (gray)

The output signal from the pressure sensor, pin 2, to the engine control unit, connector B, pin 11, is a voltage signal which is proportional to the oil pressure (after the oil filters).

47

Malfunctions, MID 128

Group 30: Electrical system

FMI 1: Too low lubrication oil pressure

FMI 3: Abnormally high voltage or short circuit to higher voltage has been detected

Fault code conditions

Fault code conditions

Oil pressure depends on engine speed.

The voltage on pin 11 in the engine control unit exceeds 4.95 Volt.

Fault tracing

Engine speed

500

1000

1800

2300 rpm.

Alarm

150

200

225

250 kPa

Power reduction

130 180 (D9) 205 (D9, D12) 170 (D12) (D9, D12)

230 kPa (D9, D12)

Possible reason ●

Short circuited signal cable to battery voltage or 5 V voltage.

●

Fault in sensor.

Suitable action 1 Check the oil level in the engine and the oil quality.

2 Check that the oil filters are not blocked. Change oil filters and engine oil.

3 Check that no leakage occurs.

4 Check the sensor by checking the engine oil pressure.

Suitable action 1 Check cables between the sensor and engine control unit.

2 Check sensor.

FMI 5: The current is less than the normal value or there is an open circuit Fault code conditions The voltage on pin 11 in the engine control unit is less than 0.07 Volt.

Possible reason ●

Open circuit in 5 V supply cable.

●

Open circuit in signal cable.

●

Short circuited power cable to battery negative.

●

Short circuited signal cable to battery negative.

●

Fault in sensor.

Suitable action 1 Check cables between the sensor and engine control unit.

2 Check sensor.

48

Group 30: Electrical system

Malfunctions, MID 128

Measurements Special tools: 9812519, 999 8534

Negative cable 1 NOTE! Cut the current with the main switch.

2 Remove the connector from the sensor. Connect adapter cable 999 853 4 to cable harness connector to engine control unit.

3 Use multimeter 9812519 to do resistance measurement against the engine control unit.

Measurement points

Nominal value

4 – Battery negative*

R≈0Ω

* Note. Battery negative (–) on alternator or starter motor.

Signal cable 1 NOTE! Cut the current with the main switch.

2 Remove the connector from the sensor. Connect adapter cable 999 853 4 to cable harness connector to engine control unit.

3 Use multimeter 9812519 to do resistance measurement against the engine control unit.

Measurement points

Nominal value

2 – Battery negative*

R ≈ 80 - 120 kΩ

* Note. The measurement should exclude short circuiting or open circuit in the cable to the engine control unit.

49

Malfunctions, MID 128

Group 30: Electrical system

Supply cable 1 Turn the starter key to the stop position and remove the connector from the sensor.

2 Connect adapter cable 999 853 4 between the cable harness connector and the engine control unit.

3 Use multimeter 9812519 for voltage measurement.

4 NOTE! Turn the starter key to drive position.

50

Measurement points

Nominal value

1–4

U≈5V

Group 30: Electrical system

Malfunctions, MID 128

Checking the oil pressure sensor* * Note. Combined sensor, oil pressure and oil temperature (engine).

Special tools: 9812519, 999 8534 1 NOTE! Turn the starter key to the stop position.

2 Remove the connector from the sensor. Connect adapter cable 999 8534 between sensor and engine control unit.

3 Use multimeter 9812519 for voltage measurement.

4 Turn the starter key to the start position.

Measurement points

Nominal value

2–4

U ≈ 0.5 V*

* Note. At normal atmospheric pressure.

Output voltage, V

Component specification Working range ....... 0–700 kPa (0–7 bar / 0-101.5 Psi) Supply voltage .................................. 5.00 ±0.25 V DC Nominal output voltage at 25 °C (77 °F) and supply voltage 5.00 V DC: 0,5 V DC at ................................ 0 kPa (0 bar / 0 Psi)* 4,5 V DC at ...................... 700 kPa (7 bar / 101.5 Psi)* * Note. At normal atmospheric pressure.

Oil pressure, kPa

51

Malfunctions, MID 128

Group 30: Electrical system

MID 128, PID 105 Charge air temperature

MID 128: Engine control unit Fault code FMI 0: The sensor value is valid but exceeds the normal working range.

FMI 4: The voltage exceeds the normal value or is short circuited to higher voltage.

FMI 5: The current is less than the normal value or is open circuited.

FMI

Fault code explanation

0

Excesive charge air temperature

4, 5

Faulty sensor / Faulty sensor circuit

Fault indication FMI 0:

A red lamp flashes in the alarm panel.

Audible warning.

FMI 4, 5: An orange lamp flashes in the alarm panel.

Symptom FMI 0:

Engine power is cut.

FMI 4, 5: None

Circuit description

Connector A (black)

The sensor, which measures charge air temperature, is a combined sensor which also measures charge air pressure. The charge air temperature sensor consists of a thermistor. The thermistor resistance changes non-linearly, depending on the temperature of the medium it measures.

When the air entering the engine is cold, the thermistor resistance is high. When the air warms up, the thermistor resistance falls. The voltage drop across the thermistor changes as the temperature changes.

The voltage drop is detected via pin 47 on the engine control unit. The engine control unit, pin 7, supplies the sensor, pin 1 with +5 Volt. The sensor, pin 4, is connected to battery negative via the engine control unit, pin 11. Please refer to the table, ”resistance/temperature”.

52

Group 30: Electrical system

Fault tracing If the charge pressure gauge shows that there is charge pressure when the engine is stopped, this can be caused by an open circuit to battery negative, between the charge pressure/temperature sensor and the engine control unit.

Malfunctions, MID 128

FMI 4: Abnormally high voltage or short circuit to earth (ground) has been detected Fault code conditions: The voltage on pin 47 in the engine control unit is less than 0.07 Volt.

FMI 0: Excesive charge air temperature.

Fault code conditions D9 Charge air temperature exceeds 125 °C (257 °F).

Possible reason ●

Short circuited signal cable to battery negative.

●

Fault in sensor.

D12 Charge air temperature exceeds 80 °C (orange lamp).

Charge air temperature exceeds 85 °C (185 °F) (red lamp).

Suitable action 1 Check that the engine temperature has a normal value.

Suitable action 1 Check cables between the sensor and engine control unit.

2 Check sensor.

2 Check sensor.

FMI 5: The current is less than the normal value or there is an open circuit.

Fault code conditions: The voltage on pin 47 in the engine control unit exceeds 4.95 Volt.

Possible reason ●

Short circuited signal cable to battery voltage or 5 V voltage.

●

Open circuit in signal cable.

●

Fault in sensor.

Suitable action 1 Check cables between the sensor and engine control unit.

2 Check sensor.

53

Malfunctions, MID 128

Group 30: Electrical system

Measurements Special tools: 9812519, 999 8534

Negative cable 1 NOTE! Cut the current with the main switch.

2 Remove the connector from the sensor. Connect adapter cable 999 853 4 to cable harness connector to engine control unit.

3 Use multimeter 9812519 to do resistance measurement against the engine control unit.

Measurement points

Nominal value

4 – Battery negative*

R≈0Ω

* Note. Battery negative (–) on alternator or starter motor.

Signal cable 1 NOTE! Cut the current with the main switch.

2 Remove the connector from the sensor. Connect adapter cable 999 853 4 to cable harness connector to engine control unit.

3 Use multimeter 9812519 to do resistance measurement against the engine control unit.

Measurement points

Nominal value

3 – Battery negative*

R ≈ 4.5 - 6.7 kΩ

* Note. The measurement should exclude short circuiting or open circuit in the cable to the engine control unit.

54

Group 30: Electrical system

Malfunctions, MID 128

Supply cable 1 NOTE! Turn the starter key to the stop position.

2 Remove the connector from the sensor. Connect adapter cable 999 853 4 to cable harness connector to engine control unit.

3 Turn the starter key to position I (driving position).

4 Use multimeter 9812519 for voltage measurement.

Measurement points

Nominal value

3–4

U ≈ 5V

Checking the charge air temperature sensor Special tools: 9812519, 999 8534 1 NOTE! Turn the starter key to the stop position.

2 Remove the connector from the sensor. Connect adapter cable 999 8534 to sensor*. * NOTE! Connect not the other end of the adapter cable to the engine cable harness, since this can cause a measurement error.

3 Use multimeter 9812519 to measure the resistance of the sensor.

Resistance, kΩ

Measurement points: 3 – 4 Nominal values at: 20 °C (68 °F) ........................... R ≈ 6.2 kΩ 40 °C (104 °F) ......................... R ≈ 2.5 kΩ

Charge air temperature, °C

55

Malfunctions, MID 128

Group 30: Electrical system

MID 128, PID 106 Charge air pressure

MID 128: Engine control unit Fault code FMI 0: The sensor value is valid but exceeds the normal working range.

FMI 3: The voltage exceeds the normal value or is short circuited to higher voltage.

FMI 5: The voltage is less than the normal value or is there is an open circuit.

FMI

Fault code explanation

0

Too high charge air pressure

3, 5

Faulty sensor / Faulty sensor circuit

Fault indication FMI 0:

A red lamp flashes in the alarm panel.

Audible warning.

FMI 3, 5: An orange lamp flashes in the alarm panel.

The charge air pressure gauge shows 0.

The display shows – – –.

Symptom FMI 0:

Engine power is cut.

FMI 3, 5: Engine power is cut.

Connector A (black)

Circuit description The sensor, which measures charge air pressure is a combined sensor, which means that it also measures charge air temperature. The sensor is an active sensor, i.e. the sensor must have operating voltage.

The engine control unit, pin 7, supplies the sensor, pin 1 with +5 Volt. The sensor, pin 4, is connected to battery negative via the engine control unit, pin 11.

The output signal from the pressure sensor (pin 2 on sensor to pin 22 on the engine control unit) is a voltage signal which is proportional to the pressure measured by the sensor.

56

Group 30: Electrical system

Malfunctions, MID 128

Fault tracing If the charge pressure gauge shows that there is charge pressure when the engine is stopped, this can be caused by an open circuit to battery negative, between the charge pressure/temperature sensor and the engine control unit.

FMI 3: Abnormally high voltage or short circuit to higher voltage has been detected Fault code conditions The voltage on pin 22 in the engine control unit exceeds 4.95 Volt.

FMI 0: Too high charge air pressure Possible reason

Fault code conditions The charge air pressure exceeds: D9

370 kPa (3.70 bar / 53.7 psi).

Short circuited signal cable to battery voltage or 5 V voltage.

●

Fault in sensor.

Suitable action

D12-800 Engine speed 1700

1900

2100

2300

2360 r/min.

Alarm, orange 100 (1.00) (14.5)

100 (1.00) (14.5)

150 (1.50) (21.8)

200 (2.00) (29.0)

250 kPa (2.50 Bar) (36.3 psi)

Alarm, red

100 (1.00) (14.5)

150 (1.50) (21.8)

200 (2.00) (29.0)

250 kPa (2.50 bar) (36.3 psi)

100 (1.00) (14.5)

●

1 Check cables between the sensor and engine control unit.

2 Check sensor.

Suitable action 1 Check the compressor unit. The turbocharger must comply with the specification for the engine.

FMI 5: The current is less than the normal value or there is an open circuit

2 Check the sensor by checking the charge air pressure.

Fault code conditions

3 Check the wastegate valve function.

NOTE! Only applies to D12-800

Possible reason

The voltage on pin 22 in the engine control unit is less than 0.07 Volt.

●

Open circuit in 5 V supply cable.

●

Open circuit in signal cable.

●

Short circuited power cable to battery negative.

●

Fault in sensor.

Suitable action 1 Check cables between the sensor and engine control unit.

2 Check sensor.

57

Malfunctions, MID 128

Group 30: Electrical system

Measurements Special tools: 9812519, 999 8534

Negative cable 1 NOTE! Cut the current with the main switch.

2 Remove the connector from the sensor. Connect adapter cable 999 853 4 to cable harness connector to engine control unit.

3 Use multimeter 9812519 to do resistance measurement against the engine control unit.

Measurement points

Nominal value

4 – Battery negative*

R≈0Ω

* Note. Battery negative (–) on alternator or starter motor.

Signal cable 1 NOTE! Cut the current with the main switch.

2 Remove the connector from the sensor. Connect adapter cable 999 853 4 to cable harness connector to engine control unit.

3 Use multimeter 9812519 to do resistance measurement against the engine control unit.

Measurement points

Nominal value

2 – Battery negative*

R ≈ 80 - 120 kΩ

The measurement must eliminate short circuiting or open circuit in the cable to the engine control unit.

58

Group 30: Electrical system

Malfunctions, MID 128

Supply cable 1 NOTE! Turn the starter key to the stop position.

2 Remove the connector from the sensor. Connect adapter cable 999 853 4 between the cable harness connector and the engine control unit.

3 Turn the starter key to drive position.

4 Use multimeter 9812519 for voltage measurement.

Measurement points

Nominal value

1–4

U ≈ 5V

59

Malfunctions, MID 128

Group 30: Electrical system

Checking the charge air pressure sensor* * Combined sensor, charge pressure and charge temperature.

Special tools: 9812519, 999 8534 1 NOTE! Turn the starter key to the stop position.

2 Remove the connector from the sensor. Connect adapter cable 999 8534 between sensor and engine control unit.

3 Turn the starter key to drive position.

4 Use multimeter 9812519 to do voltage measurement against the engine control unit.

Measurement points

Nominal value

2–4

U ≈ 1.2V*

Output voltage, V

* Note. At normal atmospheric pressure.

Component specification Working range . 40–400 kPa (0.4–4.0 bar / 5.8-58 Psi) Supply voltage .................................. 5.00 ±0.25 V DC Nominal output voltage at 25 °C (77 °F) and supply voltage 5.00 V DC: 0,5 V DC at .......................... 40 kPa (0.4 bar / 5.8 Psi) 4,5 V DC at ............................ 400 kPa (4 bar / 58 Psi)

Charge air pressure (absolute pressure), kPa

60

Group 30: Electrical system

Malfunctions, MID 128

MID 128, PID 110 Coolant temperature

MID 128: Engine control unit Fault code FMI 0: The sensor value is valid but exceeds the normal working range.

FMI 4: The voltage is less than the normal value or is short circuited to battery negative.

FMI 5: The current is less than the normal value or is open circuited.

FMI

Fault code explanation

0

Excessive coolant temperature

4.5

Faulty sensor / Faulty sensor circuit

Fault indication FMI 0:

The warning symbol in the alarm panel flashes red. The coolant temperature symbol in the alarm panel flashes red. Audible warning.

FMI 4, 5: Orange lamp flashes in the alarm panel.

The coolant temperature gauge shows 0.

The display shows – – –.

Symptom FMI 0:

Engine power is cut.

FMI 4, 5: None

Circuit description

Connector B

Coolant temperature sensor

The coolant temperature sensor consists of a thermistor which forms a closed circuit with the engine control unit. The property of a thermistor is that its resistance changes non-linearly with temperature in the medium it measures. The engine control unit, pin 27, supplies the sensor, pin 2 with a reference voltage of +5 Volt. The sensor, pin 1, is connected to battery negative via the engine control unit, pin 18.

When the coolant is cold, the thermistor resistance is high and the engine control unit senses a voltage close to the reference level. When the coolant heats up, the resistance in the thermistor falls and the voltage drop across it falls.

Please refer to the table, ”resistance/temperature”.

61

Malfunctions, MID 128

Group 30: Electrical system

Fault tracing FMI 0: Excessive coolant temperature

FMI 4: The voltage is less than the normal value or is short circuited to earth (ground)

Fault code conditions

Fault code conditions

Coolant temperature exceeds 98 °C (208.4 °F).

Voltage at the engine control unit, pin 27, is less than 0.07 Volt.

Possible reason ●

Low coolant level.

●

Blocked sea water filter.

●

Worn impeller in seawater pump.

●

Clamped/leaking/blocked hose on the suction side (sea water).

●

Defective thermostat.

●

Blocked heat exchanger.

●

Poor flow in the cooling system.

●

Worn coolant pump.

●

Faulty pressure cap, expansion tank.

●

Faulty temperature sensor, coolant.

Suitable action 1 Check the coolant level.

2 Check that the system does not leak.

3 Check that the sea water filter is not blocked.

4 Remove the end wall from the reversing gear oil cooler and check if the oil cooler is blocked.

Possible reason ●

Short circuited signal cable to battery negative.

●

Fault in sensor.

Suitable action 1 Check cables between the sensor and engine control unit.

2 Check sensor.

FMI 5: The current is less than the normal value or there is an open circuit Fault code conditions Voltage at the engine control unit, pin 27, is more than 4.95 Volt.

Possible reason ●

Open circuit in signal cable.

●

Open circuit in battery negative.

●

Fault in sensor.

Suitable action 5 Check the impeller in the sea water pump.

6 Check the coolant temperature sensor.

7 Clean the heat exchanger in the cooling system.

62

1 Check cables between the sensor and engine control unit.

2 Check sensor.

Group 30: Electrical system

Malfunctions, MID 128

Measurements Special tools: 9812519, 999 8534

Negative cable 1 NOTE! Cut the current with the main switch.

2 Disconnect the connector from the sensor.

3 Connect adapter cable 999 853 4 to cable harness connector to engine control unit.

4 Use multimeter 9812519 to do resistance measurement against the engine control unit.

Measurement points

Nominal value

1 – Battery negative*

R≈0Ω

* Note. Battery negative (–) on alternator or starter motor.

Signal cable 1 NOTE! Cut the current with the main switch.

2 Disconnect the connector from the sensor.

3 Connect adapter cable 999 853 4 to cable harness connector to engine control unit.

4 Use multimeter 9812519 to do resistance measurement against the engine control unit.

Measurement points

Nominal value

2 – Battery negative*

R ≈ 1.2 - 1.8 kΩ

* Note. The measurement should exclude short circuiting or open circuit in the cable to the engine control unit.

63

Malfunctions, MID 128

Group 30: Electrical system

Signal cable 1 NOTE! Turn the starter key to the stop position.

2 Connect adapter cable 999 853 4 to cable harness connector to engine control unit.

3 Use multimeter 9812519 to do voltage measurement against the engine control unit.

4 Turn the starter key to drive position.

Measurement points

Nominal value

1–2

U ≈ 5V

Checking the coolant temperature sensor Special tools: 9812519, 999 8534 1 NOTE! Turn the starter key to the stop position.

2 Remove the connector from the sensor. Connect adapter cable 999 8534 to sensor*. * NOTE! Connect not connect the other end of the adapter cable to the engine cable harness, since this can cause a measurement error.

Resistance, kΩ

3 Use multimeter 9812519 to measure the resistance of the sensor.

Measurement points: 1 – 2 Nominal values at:

Coolant temperature, °C

64

0 °C (32 °F) ............................. R ≈ 4930 Ω ±440 Ω 20 °C (68 °F) ........................... R ≈ 1870 Ω ±140 Ω 40 °C (104 °F) ......................... R ≈ 800 Ω ±50 Ω 60 °C (140 °F) ......................... R ≈ 375 Ω ±20 Ω 80 °C (176 °F) ......................... R ≈ 190 Ω ±8 Ω 100 °C (212 °F) ....................... R ≈ 104 Ω ±4 Ω

Group 30: Electrical system

Malfunctions, MID 128

MID 128, PID 111 Coolant level

MID 128: Engine control unit Fault code FMI 1: The value is valid but is less than the normal working range.

FMI

Fault code explanation

1

Coolant level too low

Fault indication Coolant indication flashes in the alarm panel.

Symptom None.

Connector B (Gray)

Coolant level monitor

Circuit description The coolant level in the engine is monitored by a level monitor.

The engine control unit, pin 23, provides the level monitor, pin 1 with a reference voltage. The level monitor, pin 2, is connected to battery negative via the engine control unit, pin 10.

The level monitor has two states, on and off. The level monitor consists of two sections, the actual monitor and a magnetic float which is built into the expansion tank. The monitor senses the position of the magnetic float. When the coolant level falls, the float operates the monitor and a closed circuit is formed.

65

Malfunctions, MID 128

Group 30: Electrical system

Fault tracing FMI 1: Coolant level too low Suitable action 1 Check the coolant level.

2 Check that no coolant leakage occurs.

3 Check the level monitor.

Measurements Special tools: 9812519

Negative cable 1 NOTE! Cut the current with the main switch.

2 Remove the connector from the monitor.

3 Use multimeter 9812519 to do resistance measurement against the engine control unit.

2

Measurement points

Nominal value

2 – Battery negative*

R≈0Ω

* Note. Battery negative (–) on alternator or starter motor.

66

Group 30: Electrical system

Malfunctions, MID 128

Supply cable 1 NOTE! Turn the starter key to the stop position.

2 Remove the connector from the monitor.

3 Use multimeter 9812519 for voltage measurement.

4 Turn the starter key to drive position.

Measurement points

Nominal value

1–2

U ≈ 0.8 * Battery voltage

Checking the coolant monitor Special tools: 9812519 NOTE! The coolant temperature sensor can be removed without having to empty the cooling system.

1 Undo the connector and remove the monitor from the expansion tank.

Hot coolant and hot surfaces can cause burns.

2 Use the multimeter (9812519) to do resistance measurement on the monitor.

Measurement points

Nominal value

Blue – Black

R≈∞Ω

3 Move a magnet along the monitor and observe the resistance value.

Measurement points

Nominal value

Blue – Black

R≈0Ω

67

Malfunctions, MID 128

Group 30: Electrical system

MID 128, PID 153 Crankcase pressure

MID 128: Engine control unit Fault code FMI 0: The sensor value is valid but exceeds the normal working range.

FMI 3: The voltage exceeds the normal value or is short circuited to higher voltage.

FMI 5: The voltage is less than the normal value or is there is an open circuit.

FMI

Fault code explanation

0

Too high crankcase pressure

3, 5

Faulty sensor / Faulty sensor circuit

Fault indication FMI 0:

A red lamp flashes in the alarm panel.

Audible warning.

FMI 3, 5: An orange lamp flashes in the alarm panel.

Symptom FMI 0:

Power reduction.

FMI 3.5: None.

Circuit description Connector B

Crankcase pressure sensor

The sensor which measures crankcase pressure is an active sensor, which means that the sensor must have operating current.

The engine control unit, pin 17, supplies the sensor, pin 1 with +5 Volt. The sensor, pin 4, is connected to battery negative via the engine control unit, pin 18.

The output signal from the pressure sensor (pin 2 on sensor to pin 28 on the control unit) is a voltage signal which is proportional to the crankcase pressure.

68

Group 30: Electrical system

Malfunctions, MID 128

FMI 0: Too high crankcase pressure

FMI 3: Abnormally high voltage or short circuit to higher voltage has been detected

Fault code conditions

Fault code conditions

Too high crankcase pressure.

The voltage on pin 28 in the engine control unit exceeds 4.95 Volt.

Fault tracing

Possible reason ●

Worn or damaged cylinder liners, pistons or piston rings.

●

Blocked crankcase ventilation.

●

Fault in sensor.

Possible reason ●

Short circuited signal cable to battery voltage or 5 V voltage.

●

Open circuit in battery negative.

●

Fault in sensor.

Suitable action 1 Check cables between the sensor and engine control unit.

2 Check and clean the crankcase ventilation system.

Suitable action 1 Check cables between the sensor and engine control unit.

2 Check sensor.

3 Check the sensor by checking the fuel crankcase pressure.

FMI 5: The current is less than the normal value or there is an open circuit Fault code conditions The voltage on pin 28 in the engine control unit is less than 0.07 Volt.

Possible reason ●

Open circuit in 5 V supply cable.

●

Open circuit in signal cable.

●

Short circuited signal cable to battery negative.

●

Fault in sensor.

Suitable action 1 Check cables between the sensor and engine control unit.

2 Check sensor.

69

Malfunctions, MID 128

Group 30: Electrical system

Measurements Special tools: 9812519, 999 8534

Negative cable 1 NOTE! Cut the current with the main switch.

2 Remove the connector from the sensor. Connect adapter cable 999 853 4 to cable harness connector to engine control unit.

3 Use multimeter 9812519 to do resistance measurement against the engine control unit.

Measurement points

Nominal value

4 – Battery negative*

R≈0Ω

* Note. Battery negative (–) on alternator or starter motor.

Signal cable 1 NOTE! Cut the current with the main switch.

2 Remove the connector from the sensor. Connect adapter cable 999 853 4 to cable harness connector to engine control unit.

3 Use multimeter 9812519 to do resistance measurement against the engine control unit.

NOTE! The measurement should exclude short circuiting or open circuit in the cable to the engine control unit.

Measurement points

Nominal value

2 – Battery negative*

R ≈ 80 - 120 kΩ

* Note. Battery negative (–) on alternator or starter motor.

70

Group 30: Electrical system

Malfunctions, MID 128

Supply cable 1 NOTE! Turn the starter key to the stop position.

2 Remove the connector from the sensor. Connect adapter cable 999 853 4 between sensor and engine control unit.

3 Turn the starter key to position I (driving position).

4 Use multimeter 9812519 for voltage measurement.

Measurement points

Nominal value

1–4

U ≈ 5V

71

Malfunctions, MID 128

Group 30: Electrical system

Checking the crankcase pressure sensor Special tools: Multimeter 9812519 1 NOTE! Turn the starter key to the stop position.

2 Remove the connector from the sensor. Connect adapter cable 999 8534 between sensor and engine control unit.

3 Turn the starter key to position I (driving position).

4 Use multimeter 9812519 for voltage measurement.

Measurement points

Nominal value

2–4

U ≈ 2,9 V*

Output voltage, V

* Note. At normal atmospheric pressure.

Component specification Working range40–140 kPa (0.4–1.4 bar / 5.8-20.3 Psi) Supply voltage .................................. 5.00 ±0.25 V DC Nominal output voltage at 25 °C (77 °F) and supply voltage 5.00 V DC: 0,5 V DC at .......................... 40 kPa (0.4 bar / 5.8 Psi) Crankcase pressure, kPa

72

4,5 V DC at ...................... 140 kPa (1.4 bar / 20.3 Psi)

Group 30: Electrical system

Malfunctions, MID 128

MID 128, PID 158 Battery voltage MID 128: Engine control unit Fault code FMI 1: The sensor value is valid but is less than the normal working range.

FMI

Fault code explanation

1

Value too low

Fault indication An orange lamp flashes in the alarm panel.

Battery indication flashes in the alarm panel.

Symptom None.

Fault tracing FMI 0: Less than normal working range.

Fault code conditions: ●

Battery voltage is less than 13.2 Volt.

(Applies to a 12 Volt system).

●

Battery voltage is less than 25.5 Volt.

(Applies to a 24 Volt system).

Possible reason ●

Alternator drive belt, alternator does not charge

●

Fault in battery, cables, connectors.

●

Faulty alternator.

Suitable action 1 Check that the alternator charges.

2 Checkthe alternator 3 Check/charge the batteries.

4 Check the battery cables.

73

Malfunctions, MID 128

Group 30: Electrical system

MID 128, PID 163 Selected gear

MID 128: Engine control unit.

Fault code FMI 9: Abnormal updating frequency.

FMI

Fault code explanation

9

Communication fault.

Fault indication An orange lamp flashes on the alarm panel.

Symptom None

Fault tracing FMI 9 Checking the circuit Fault code conditions: Timeout in communication on the secondary bus J1587.

Possible reason: ●

Break in communication from the PCU.

●

Faulty PCU.

Suitable action: 1 Check the communication cables between the engine and the PCU. 2 Check that the PCU is programmed for the correct engine type.

74

Group 30: Electrical system

Malfunctions, MID 128

MID 128, PID 175 Oil temperature, engine

MID 128: Engine control unit Fault code FMI 0: The sensor value is valid but exceeds the normal working range.

FMI 4: The voltage exceeds the normal value or is short circuited to higher voltage.

FMI 5: The voltage is less than the normal value or is there is an open circuit.

FMI

Fault code explanation

0

Too high oil temperature

4, 5

Faulty sensor / Faulty sensor circuit

Fault indication FMI 0:

Warning symbol in alarm display flashes red. Audible warning.

FMI 4, 5: An orange lamp flashes in the alarm display. Oil temperature gauge shows 0.

The display shows – – –.

Symptom FMI 0:

Engine power is cut.

FMI 4, 5: None.

Connector A (black)

Circuit description Oil temperature sensor.

The sensor which measures oil temperature, is a combined sensor which also measures oil pressure.

The property of a thermistor is that its resistance changes non-linearly with temperature in the medium it measures. When the oil in the engine is cold, the thermistor resistance is high. When the oil warms up, the thermistor resistance falls.

The voltage drop across the thermistor changes as the oil temperature changes. The voltage drop is detected via pin 31 on the engine control unit. The engine control unit, pin 7, supplies the sensor, pin 1 with +5 Volt. The sensor, pin 4, is connected to battery negative via the engine control unit, pin 11.

Connector B (Gray)

Please refer to the table, ”resistance/oil temperature, engine”.

75

Malfunctions, MID 128

Group 30: Electrical system

Fault tracing

FMI 5: The current is less than the normal value or there is an open circuit

FMI 0: Too high oil temperature Fault code conditions

Fault code conditions

Oil temperature exceeds 125 °C (257 °F).

The voltage on pin 31 in the engine control unit exceeds 4.95 Volt.

Suitable action

Possible reason ●

Short circuited signal cable to battery voltage or 5 V voltage.

●

Open circuit in signal cable.

2

●

Open circuit in battery negative.

Check the coolant level and the engine temperature.

●

Fault in sensor.

3 Check that no leakage occurs.

Suitable action

1 Check the oil level in the engine.

4 Check sensor.

5 Clean the oil cooler system and check the bypass valve for the oil cooler.

Please refer to more detailed instructions in the ”Workshop manual group 22, Lubrication system”.

FMI 4: The voltage is less than the normal value or is short circuited to earth (ground) Fault code conditions The voltage on pin 31 in the engine control unit is less than 0.07 Volt.

Possible reason ●

Short circuited signal cable to earth (ground).

●

Fault in sensor.

Suitable action 1 Check cables between the sensor and engine control unit.

2 Check sensor.

76

1 Check cables between the sensor and engine control unit.

2 Check sensor.

Group 30: Electrical system

Malfunctions, MID 128

Measurements Special tools: 9812519, 999 8534

Negative cable 1 NOTE! Cut the current with the main switch.

2 Remove the connector from the sensor. Connect adapter cable 999 853 4 to cable harness connector to engine control unit.

3 Use multimeter 9812519 to do resistance measurement against the engine control unit.

Measurement points

Nominal value

4 – Battery negative*

R≈0Ω

* Note. Battery negative (–) on alternator or starter motor.

Signal cable 1 NOTE! Cut the current with the main switch.

2 Remove the connector from the sensor. Connect adapter cable 999 853 4 to cable harness connector to engine control unit.

3 Use multimeter 9812519 to do resistance measurement against the engine control unit.

Measurement points

Nominal value

3 – Battery negative*

R ≈ 1.2 - 1.8 kΩ

* Note. Battery negative (–) on alternator or starter motor.

77

Malfunctions, MID 128

Group 30: Electrical system

Supply cable 1 NOTE! Turn the starter key to the stop position 2 Remove the connector from the sensor. Connect adapter cable 999 853 4 to cable harness connector to engine control unit.

3 Use multimeter 9812519 for voltage measurement.

4 Turn the starter key to drive position.

Measurement points

Nominal value

3–4

U≈5V

Checking the oil temperature sensor* * Note. Combined sensor, oil pressure and oil temperature (engine).

Special tools: 9812519, 999 8534 1 NOTE! Turn the starter key to the stop position.

2 Remove the connector from the sensor. Connect adapter cable 999 8534 to sensor.* * NOTE! Do not connect the other end of the adapter cable to the engine cable harness, since this can cause a measurement error.

Resistance, kΩ

3 Use multimeter 9812519 to measure the resistance of the sensor.

Oil temperature, engine, °C

78

Measurement points

Nominal value

3–4

R ≈ 1.9 kΩ (at 20 °C (68 °F))

3–4

R ≈ 0.1 kΩ (at 100 °C (212 °F))

Group 30: Electrical system

Malfunctions, MID 128

MID 128, PPID 3 Starting relay fault

MID 128: Engine control unit Fault code FMI 5: The voltage is less than the normal value or is there is an open circuit.

FMI

Fault code explanation

5

Faulty relay / Faulty relay circuit

Fault indication An orange lamp flashes in the alarm display.

Symptom The starter motor is not activated.

Description The engine control unit, pin 29 connector B, senses when switched on that the pre-relay coil is intact by pulling a small current through it.

79

Malfunctions, MID 128

Group 30: Electrical system

Fault tracing General check for starter motor problems: Check the starter motor cables.

Check that the starter relay and pre-starter relay pull during the start attempt.

Suitable action 1 Check the cables between the engine control unit and the starter relay.

FMI 5 Possible reason ●

Faulty pre-starter relay

Suitable action 1 Check that the pre-starter relay pulls during a start attempt.

2 Check cables.

80

Group 30: Electrical system

Malfunctions, MID 128

Checking the starter motor solenoid Special tools: 9510060, 9812519 1 NOTE! Turn the starter key to the stop position.

2 Undo the red/yellow cable.

3 Use multimeter 9812519 to do resistance measurement against the relay.

Nominal value R ≈ 2 - 12 Ω* *Depending on whether the engine is equipped with 12 V or 24 V.

Checking the pre-start relay 1 NOTE! Turn the starter key to the stop position.

2 Remove the cover to access the fuses.

3 Identify the pre-start relay.

4 Remove the relay from its protective box.

5 Undo the relay from the relay socket.

6 Measure the resistance between pins 85 and 86 on the relay. Check that there is no open/short circuit.

81

Malfunctions, MID 128

Group 30: Electrical system

MID 128, PPID 6 External stopping relay

MID 128: Engine control unit.

Fault code FMI 4: The voltage is less than the normal value or is short circuited to battery negative.

FMI 11:Un-identifiable fault.

FMI

Fault code explanation

4

Fault in signal circuit to control unit.

11

Stop input is activated

Fault indication An orange lamp flashes in the alarm panel.

Symptom Engine stops or can not be started.

Circuit description When the stop relay is activated, the engine control unit receives a voltage signal on pin 27. The voltage is taken from a junction point with battery voltage.

When the stop relay has been activated, the engine control unit shuts off the fuel injection. Once the stop relay has been activated, the system must be shut off before a re-start can be done.

82

Group 30: Electrical system

Malfunctions, MID 128

Fault tracing FMI 4. The voltage is less than the normal value or is short circuited to battery negative Fault code conditions: The voltage on the engine control unit, pin A27 is less than 0.375 Volt.

Possible reason: ●

Short circuited signal to battery negative.

Suitable action: 1 Check cables between the control unit and the relay socket.

FMI 11 Fault code conditions: The voltage on the engine control unit, pin A27 exceeds 23.2 Volt.

Possible reason: ●

The stop relay is activated.

●

Faulty relay.

●

Faulty cables.

●

Short circuited signal to battery positive.

Suitable action: 1 Check what triggered activation of the stop relay, fire alarm.

2 Check the connector that activates the stop relay.

3 Check the stop relay.

4 Check cables between the control unit and the relay socket.

83

Malfunctions, MID 128

Group 30: Electrical system

MID 128, PPID 8 Piston cooling pressure (D12-800)

MID 128: Engine control unit.

Fault code FMI 1: The sensor value is valid but is less than the normal working range.

FMI

Fault code explanation

1

Piston cooling pressure is too low.

Fault indication A red lamp flashes on the alarm panel + Audible warning.

Symptom Reduced engine power.

Fault tracing FMI 1. Piston cooling pressure is too low Suitable action: 1 Re-check the piston cooling pressure. If measurement shows that the piston cooling pressure is correct, change the piston cooling pressure monitor.

Circuit description

Joint Piston coolingpressure

A valve is installed in the oil filter bracket which opens or closes the oil supply for piston cooling, depending on oil pressure. If the oil pressure is below 240 kPa, the valve closes the oil supply for piston cooling.

The piston cooling pressure is monitored by a pressure monitor. The output signal from the pressure monitor, pin 1 to the engine control unit, can only have two distinct positions, on/off. The monitor is supplied with current from the engine control unit pin 10. A preset pressure limit of 150 kPa determines when the monitor switches on. The monitor opens if the pressure exceeds this value.

At idle, the monitor can be closed without a fault code being set.

84

Group 30: Electrical system

Malfunctions, MID 128

Measurements Special tools: 9812519, 999 8534

Negative cable: 1 NOTE! Cut the current with the main switch.

2 Undo the connector from the sensor. Connect the adapter cable (99998534) to the cable harness connector that is connected to the engine control unit.

3 Use the multimeter (9812519) to do resistance measurement against the engine control unit.

Measurement points

Nominal value

2 – Battery negative

R ≈ 0Ω

Supply cable: 1 NOTE! Turn the starter key to the stop position.

2 Undo the connector from the sensor. Connect the adapter cable (99998534) to the cable harness connector that is connected to the engine control unit.

3 Use multimeter (9510060) for voltage measurement.

4 Turn the starter key to position I (drive position).

Measurement points

Nominal value

1–2

U ≈ Battery voltage

85

Malfunctions, MID 128

Group 30: Electrical system

MID 128, PPID 98 Engine synchronisation

MID 128: Engine control unit Fault code FMI 9: Abnormal updating frequency on the secondary bus.

FMI

Fault code explanation

9

Communication fault

Fault indication An orange lamp flashes in the alarm panel.

Symptom None.

Fault tracing FMI 9: Checking the circuit Fault code conditions ”Time-out” on J 1587 of the secondary bus.

Possible reason ●

Break in communication from the PCU.

●

Faulty PCU.

Suitable action 1 Check the communication cables to the PCU. 2 Check that the PCU is programmed for the correct engine type.

86

Group 30: Electrical system

Malfunctions, MID 128

MID 128, PPID 132 Throttle position

MID 128: Engine control unit Fault code FMI 9: Abnormal updating frequency on the secondary bus.

FMI

Fault code explanation

9

Communication fault

Fault indication An orange lamp flashes in the alarm panel.

Symptom None.

Fault tracing FMI 9: Checking the circuit Fault code conditions ”Time-out” on J1587 secondary bus.

Possible reason ●

Throttle signal not found. (A fault code is obtained together with MID 164, PPID 392 and MID 164, PPID 390).

●

Break in communication from the PCU.

●

Faulty PCU.

Suitable action 1 Check that there is a signal between the throttle linkage and the HCU. 2 Check the communication cables to the PCU. 3 Check that the PCU is programmed for the correct engine type.

87

Malfunctions, MID 128

Group 30: Electrical system

MID 128, SID 1/2/3/4/5/6 Unit injector 1– 6

MID 128: Engine control unit Fault code Fault code

Refers to

SID 1

Unit injector 1

SID 2

Unit injector 2

SID 3

Unit injector 3

SID 4

Unit injector 4

SID 5

Unit injector 5

SID 6

Unit injector 6

Volvo-specific for injectors, FMI 2, 3, 4, 5, 7, 11 FMI 2:

Short circuit to battery voltage, unit injector high voltage side.

FMI 3:

Short circuit to battery voltage, unit injector low voltage side.

FMI 4:

Short circuit to battery negative, unit injector low voltage or high voltage side.

FMI 5:

Open circuit in unit injector circuit.

FMI 7:

Mechanical faults. System gives incorrect answers.

FMI 11:

Un-identifiable fault.

FMI

Fault code explanation

2, 3, 4, 5, 7, 11

Fault in injection system

Fault indication An orange lamp flashes in the alarm panel.

Symptom Engine power is cut.

88

Group 30: Electrical system

Malfunctions, MID 128

Circuit description Unit injectors 1-6 Connector A

The unit injectors receive current from pins 59 or 60 on the engine control unit. When injection is to take place, the engine control unit earths the relevant unit injector.

89

Malfunctions, MID 128

Fault tracing NOTE! Identify the cylinder by using the SID number in the fault code.

FMI 2: Checking the injector circuit

Group 30: Electrical system

FMI 3: Checking the injector circuit Fault code conditions Injector activated.

Short circuit to battery voltage on the pin on each injector’s low voltage side.*

Fault code conditions

* Engine control unit: Pins 16, 24, 32, 48, 56.

Injector activated.

Short circuit to battery voltage on the pin on each injector’s high voltage side.*

Symptom The engine can run on 3 or 5 cylinders.

* Engine control unit: Pin 59 or 60.

Possible reason Symptom

●

Short circuit between high voltage and low voltage sides.

●

Short circuit to battery voltage in low voltage, injection cable.

The engine can run on 3 or 5 cylinders.

Possible reason ●

Short circuit to battery voltage in higher voltage, injection cable.

Suitable action 1

Suitable action 1

Check the cables between the injector and the engine control unit.

Check the cables between the injector and the engine control unit.

FMI 4: Checking the injector circuit Fault code conditions Injector activated.

Short circuit to battery negative on the pin for each injector’s low voltage* or high voltage side.** * Pins 16, 24, 32, 40, 48 and 56 on the engine control unit. ** Pins 59 and 60 on the engine control unit.

Symptom The engine can run on 3 or 5 cylinders.

Possible reason ●

Short circuit to earth (ground) in the cables on each injector’s low voltage or high voltage side.

Suitable action 1 Check the cables between the injector and the engine control unit.

90

Group 30: Electrical system

Malfunctions, MID 128

FMI 5: Checking the injector circuit

FMI 7: Checking the injector circuit

Fault code conditions

Fault code conditions

Injector activated.

Injector activated.

Open circuit in the injector circuit.

Too high cylinder balancing data.

Symptom

Possible reason

The engine can run on 3 or 5 cylinders.

●

Poor compression.

●

Fault in injector.

●

Asymmetric engine loading*.

Possible reason ●

Open circuit in the cables on the low voltage or high voltage side.

●

If three fault codes are set (one bank), the open circuit is in that bank’s high voltage side.

●

If there is only one fault code, the open circuit is on that injector’s low voltage side.

* If the engine is asymmetrically loaded and a fault code occurs, it is not possible to rectify the fault code since there is no mechanical fault.

When the engine idles, the engine control unit attempts to compensate for uneven running by supplying more or less fuel to the injectors, so-called cylinder balancing. If the asymmetric loading is to large, the engine control unit’s attempts at compensation will not be enough, the engine will run unevenly and a fault code will be set.

Suitable action

Suitable action

1

1 Do a compression test and a cylinder acceleration test, using Vodia, to localize the fault source.

Check the cables between the injector and the engine control unit.

2 Check the injector by changing the injector.

The injectors are manufactured with tolerance classification. When an injector is changed, a task called ”Injector Trim” must be done. The trim value is noted as a code on the injector’s electric conector, consisting of up to 6 characters. The trim value is programmed

by Vodia and is only done for the cylinder whose unit injector has been changed.

91

Malfunctions, MID 128

Group 30: Electrical system

FMI 11: Checking the injector circuit Fault code conditions Injector activated.

Possible reason ●

Intermittent fault.

Suitable action 1 Check the cables between the injector and the engine control unit.

Injector Trim NOTE! Write down the new injector’s code before installation. The code consists of up to 6 characters and is on the injector’s electric connector.

1 Connect Vodia and switch on the current for the engine.

2 Go into the ”Service and maintenance” menu in Vodia.

3 Select ”Parameter, programming”.

4 Press ”Play”.

5 Select the cylinder number corresponding to the injector which has been changed.

6 Enter the new injector’s code. Click ”OK”.

7 Close ”Parameter, programming”.

8 Vodia will ask you to ”Turn off the main switch”, then follow the instructions.

9 Report the parameters back as in items 10 - 13 in ”Programming the control unit”.

92

Group 30: Electrical system

Malfunctions, MID 128

Measurements Special tools: 9812519 1 NOTE! Turn the starter key to the stop position.

1

2 Turn the main switch off.

IMPORTANT! The system must be disconnected from system voltage and the starter key must be in position 0 when the engine control unit connector is disconnected or connected.

3 Remove the connector from the engine control unit.

2

Move the lock catch (1) upwards and pull the connector (2) out.

4 Use multimeter 9812519 to measure the resistance in the engine cable’s black (upper) connector for the injectors.

Measurement points*

Nominal value (at 20 °C (68.0 °F))

Pin no.

24 – 59

R ≈ 3.5 - 4.5 Ω

16 – 59

R ≈ 3.5 - 4.5 Ω

32 – 59

R ≈ 3.5 - 4.5 Ω

56 – 60

R ≈ 3.5 - 4.5 Ω

48 – 60

R ≈ 3.5 - 4.5 Ω

40 – 60

R ≈ 3.5 - 4.5 Ω

24 – Battery negative***

Open circuit

16 – Battery negative***

Open circuit

32 – Battery negative***

Open circuit

56 – Battery negative***

Open circuit

48 – Battery negative***

Open circuit

40 – Battery negative***

Open circuit

The measurement should exclude short circuiting or open circuit in the cable to the injector. * Black connector A. *** Battery negative (–) on alternator or starter motor.

IMPORTANT! Be very careful when measuring inside the connector, to ensure that no pin is damaged.

93

Malfunctions, MID 128

Group 30: Electrical system

MID 128, SID 21 Sensor for camshaft position

MID 128: Engine control unit Fault code FMI 2: Signal value is irregular, intermittent or incorrect.

FMI 3: Permanent loss of sensor signal.

FMI 9: Abnormal updating rate.

FMI

Fault code explanation

2, 3, 9

Faulty sensor / Faulty sensor circuit

Fault indication An orange lamp flashes in the alarm panel.

Symptom Engine runs unevenly.

Engine is difficult to start or does not start.

Connector A

Speed sensor (camshaft)

Circuit description The camshaft sensor is an inductive sensor. The camshaft sensor is used in the first instance to determine the cylinder which is next in line for injection. A toothed wheel installed on the camshaft is used to determine the cylinder which is next in line for injection.

The toothed wheel has 7 teeth, one for each cylinder plus an extra tooth for cylinder 1.

When the camshaft with toothed wheel rotates, impulses are generated in the sensor. The impulses generated a pulsed signal in the sensor which the engine control unit uses to determine the cylinder which is next in line for injection.

94

Group 30: Electrical system

Fault tracing

Malfunctions, MID 128

FMI 3: Checking the sensor circuit Fault code conditions

FMI 2: Checking the sensor circuit, sensor

Permanent loss of sensor signal.

Fault code conditions

Possible reason

Signal value is irregular, intermittent or incorrect.

Possible reason

●

Open circuit in one of the cables.

●

Short circuited cables.

●

Fault in sensor.

●

Polarity fault, reversed cables.

●

Intermittent contact.

Suitable action

●

Incorrectly installed sensor (incorrect distance between sensor and toothed heel).

1 Check cables between the sensor and engine control unit.

●

Damaged toothed wheel.

●

Fault in sensor.

2 Check sensor.

Suitable action 1 Check cables between the sensor and engine control unit.

2 Check that the sensor is correctly installed and that the distance between the toothed wheel and the sensor is correct (please refer to the workshop manual).

3 Check sensor.

4 Check that the toothed wheel is not damaged.

FMI 9: Checking the sensors Fault code conditions Abnormal updating rate.

Possible reason ●

Electrical malfunctions.

●

Incorrectly installed sensor (incorrect distance between sensor and toothed heel).

Suitable action 1 Check cables between the sensor and engine control unit.

2 Check that the sensor is correctly installed and that the distance between the toothed wheel and the sensor is correct (please refer to the workshop manual).

3 Check sensor.

95

Malfunctions, MID 128

Group 30: Electrical system

Checking the camshaft position sensor (speed sensor, camshaft) Special tools: 9812519, 885 675 1 NOTE! Cut the current with the main switch.

2 Undo the connector from the sensor and remove the sensor from the cylinder head.

Check that the sensor does not have any external damage or swarf which has caught on it.

3 Connect adapter cable 999 8534 to the sensor.* * NOTE! Connect not the other end of the adapter cable to the engine cable harness, since this can cause a measurement fault.

4 Use multimeter 9812519 to do resistance measurements.

Measurement points

Nominal value

1–2

R ≈ 0.9 kΩ*

* Note! ±10 % at 20 °C (68 °F).

2 1

5 Use multimeter 9812519 to do voltage measurements.

Move a metal object quickly back and forwards at a distance of not more than 1 mm in front of the sensor.

Check that the multimeter gives a reading.

6 Install the sensor.

96

Group 30: Electrical system

Malfunctions, MID 128

MID 128, SID 22 Speed sensor (flywheel)

MID 128: Engine control unit Fault code FMI 2: Signal value is irregular, intermittent or incorrect.

FMI 3: Permanent loss of sensor signal.

FMI 9: Abnormal updating rate.

FMI

Fault code explanation

2, 3, 9 Faulty sensor / Faulty sensor circuit / Engine speed calculation error

Fault indication An orange lamp flashes in the alarm panel.

Symptom Engine runs unevenly.

Engine is difficult to start or does not start.

Circuit description Connector A

Speed sensor (flywheel)

The flywheel sensor is an inductive sensor. The flywheel sensor is used to monitor engine speed. It is also used to measure the cylinder acceleration. The flywheel has three times eighteen depressions for one rotation.

These depressions are detected by the flywheel sensor and generate a pulsed signal which the engine control unit uses to detect flywheel rotation speed.

Two cylinders share one sector of the depressions (cylinders 1 and 6, 2 and 5, 3 and 4) on the flywheel. This means that it is not possible to know which cylinder is in line for injection, without the camshaft sensor.

97

Malfunctions, MID 128

Group 30: Electrical system

Fault tracing

FMI 9: Checking the sensor circuit, sensor

FMI 2: Checking the sensor circuit, sensor

Fault code conditions Abnormal updating rate.

Fault code conditions Signal value is irregular, intermittent or incorrect.

Possible reason ●

Polarity fault, reversed cables.

●

Incorrectly installed sensor (incorrect distance between sensor and flywheel).

●

Intermittent contact.

●

Damaged flywheel.

●

Fault in sensor.

Suitable action 1 Check cables between the sensor and engine control unit.

●

Electrical malfunctions.

●

Incorrectly installed sensor. (incorrect distance between sensor and flywheel).

Suitable action 1 Check cables between the sensor and engine control unit.

2 Check that the sensor is correctly installed and that the distance between the flywheel and the sensor is correct (please refer to the workshop manual).

3 Check sensor.

2 Check that the sensor is correctly installed and that the distance between the flywheel and the sensor is correct (please refer to the workshop manual).

3 Check sensor.

4 Check that the flywheel is not damaged.

FMI 3: Checking the sensor circuit Fault code conditions Permanent loss of sensor signal.

Possible reason ●

Short circuit between the cables or inside the sensor.

●

Open circuit in one of the cables.

●

Fault in sensor.

Suitable action 1 Check cables between the sensor and engine control unit.

2 Check sensor.

98

Possible reason

Group 30: Electrical system

Malfunctions, MID 128

Checking the speed sensor (flywheel) Special tools: 9812519, 885 675 1 NOTE! Cut the current with the main switch.

2 Undo the connector from the sensor and remove the sensor from the flywheel housing.

Check that the sensor does not have any external damage or swarf which has caught on it.

3 Connect adapter cable 999 8534 to the sensor.* * NOTE! Connect not the other end of the adapter cable to the engine cable harness, since this can cause a measurement fault.

4 Use multimeter 9812519 to do resistance measurements.

Measurement points

Nominal value

1–2

R ≈ 0.9 kΩ*

2

* Note! ±10 % at 20 °C (68 °F).

1

5 Use multimeter 9812519 to do voltage measurements.

Move a metal object quickly back and forwards at a distance of not more than 1 mm in front of the sensor.

Check that the multimeter gives a reading.

6 Install the sensor.

99

Malfunctions, MID 128

Group 30: Electrical system

MID 128, SID 32 Waste gate (D12-800)

MID 128: Engine control unit.

Fault code FMI 3: The voltage exceeds the normal value or is short circuited to higher voltage.

FMI 4: The voltage is less than the normal value or is short circuited to battery negative.

FMI 5: The current is less than the normal value or there is an open circuit.

FMI

Fault code explanation

3, 4, 5 Fault in wastegate valve or fault in cables

Fault indication Orange lamp flashes in the alarm panel.

Symptom Reduced power.

Circuit description

Connection B

Waste gate valve

The engine is equipped with a turbocharger with waste gate valve. The waste gate valve controls the amount of exhaust gas flow which should pass through the exhaust turbine. Air pressure taken from the induction manifold is used to control the amount that the waste gate opens. An electronically controlled regulation valve which is controlled by the engine control unit controls the air pressure supplied to the waste gate valve. As the air pressure supplied by the control valve to the waste gate valve increases, the valve opens wider. When the waste gate valve is fully open, the exhaust gas flow to the exhaust turbine is at its lowest.

The control valve is current controlled by the engine control valve, using a PWM signal. As the current supplied to the control valve increases, the charge air pressure increases. The charge air pressure is constantly monitored by a sensor installed in the induction manifold.

100

Group 30: Electrical system

Fault tracing

Malfunctions, MID 128

FMI 5: The current is less than the normal value or is open circuited.

Fault code conditions:

FMI 3: Abnormally high voltage or short circuit to higher voltage has been detected.

Incorrect voltage in the engine control unit, pin B 38.

Fault code conditions:

Possible reason:

The voltage from the engine control unit, pin B 38 is too high.

●

Open circuit in control valve signal.

●

Fault in the wastegate valve.

Possible reason: ●

Short circuited control valve signal to battery positive.

●

Fault in the wastegate valve.

Suitable action: 1 Check cables between the control unit and the control valve.

Suitable action:

2

1

Check the wastegate valve.

Check cables between the control unit and the control valve.

2 Check the wastegate valve.

FMI 4: The voltage is less than the normal value or is short circuited to battery negative.

Fault code conditions: The voltage from the engine control unit, pin B 38 is too low.

Possible reason: ●

Short circuited control valve signal to battery negative.

●

Fault in the wastegate valve.

Suitable action: 1 Check cables between the control unit and the control valve.

2 Check the wastegate valve.

101

Malfunctions, MID 128

Group 30: Electrical system

MID 128, SID 232 5 Volt DC supply current

MID 128 Engine control unit Fault code FMI 3: The voltage exceeds the normal value or is short circuited to higher voltage.

FMI 4: The voltage is less than the normal value or is short circuited to battery negative.

FMI

Fault code explanation

3, 4

Fault in circuit

Fault indication An orange lamp flashes in the alarm panel or some values on the display show ---.

Symptom None.

102

Group 30: Electrical system

Malfunctions, MID 128

Fault tracing FMI 3: Checking the circuit Fault code conditions Abnormally high voltage or short circuit to higher voltage has been detected.

Possible reason ●

Short circuit to battery voltage on the output.

Suitable action 1 Check the supply voltage to the sensors which have set fault codes.

2 Check sensor cables.

FMI 4: Checking the circuit Fault code conditions Abnormally low voltage or short circuit to battery negative has been detected.

Possible reason ●

Short circuited signal cable to 5 V voltage, coolant temperature sensor.

●

Short circuited battery negative to 5 V voltage, oil pressure sensor.

●

Short circuited battery negative to 5 V voltage, charge air pressure sensor.

●

Short circuited battery negative to 5 V voltage, fuel pressure sensor.

●

Short circuited battery negative to 5 V voltage, crankcase sensor.

●

Short circuited power cable to battery negative.

●

Short circuited signal cable to battery negative.

Suitable action 1 Check the supply voltage to the above-mentioned sensors.

2 Check sensor cables.

103

Malfunctions, MID 128

Group 30: Electrical system

MID 128, SID 240 Program memory fault

MID 128: Engine control unit Fault code FMI 2:

Signal value is irregular, intermittent or incorrect.

FMI 12:

Data communication interrupted by an intelligent unit or component.

FMI

Fault code explanation

2, 12

Communication fault

Fault indication An orange lamp flashes in the alarm panel.

Symptom None.

Fault tracing FMI 2, 12 Checking the circuit Fault code conditions Signal value is irregular, intermittent or incorrect. Data communication interrupted.

Possible reason ●

Failed download.

Suitable action 1 Try to re-load the software.

104

Group 30: Electrical system

Malfunctions, MID 128

MID 128, SID 254 Engine control unit

MID 128: Engine control unit Fault code FMI 2:

Signal value is irregular, intermittent or incorrect.

FMI 8:

Abnormal frequency.

FMI 11:

Unidentifiable fault.

FMI 12:

Faulty unit or component.

FMI 13:

Calibration values outside the limits.

FMI

Fault code explanation

2, 8, 11, 12, 13

Faulty component

Fault indication An orange lamp flashes in the alarm display.

Symptom None.

Fault tracing FMI 2, 8, 11, 12, 13: Checking the circuit Fault code conditions Fault in engine control unit.

Suitable action 1 Change engine control unit.

105

Malfunctions, MID 128

Group 30: Electrical system

MID 128, PSID 216 Communication fault J1939 MID 128: Engine control unit Fault code FMI 9:

Abnormal updating frequency.

FMI

Fault code explanation

9

Communication fault in J 1939

Fault indication An orange lamp flashes in the alarm panel.

Symptom None.

Cable description A

A

A

B

B

B. CAN H – data link to engine

C

C

C. Input voltage, 0 V

D

D

D. Input voltage, 24 V

E

H

H. Ignition signal

F

F

F

G

G

G J1708A – Data link to engine

H

E

E

Connector, PCU

Connector, engine

Connector X3 (pink)

”BUS INTERFACE”

106

CAN H – data link to engine

Not used

J1708B – Data link to engine

Group 30: Electrical system

Malfunctions, MID 128

Fault tracing FMI 9: Checking the circuit Fault code conditions Abnormal updating rate on data bus.

Possible reason ●

Open circuit in CAN L or CAN H or both of them.

●

One or both CAN conductors short circuited to battery negative, pin 3.

●

Conductors in control link CAN H and CAN L short circuited to each other.

●

CAN H short circuited to supply voltage, pin 4.

●

CAN short circuited to ”ignition signal”.

●

Intermittent contact in power supply to data bus.

Suitable action 1 Check the data bus cables and terminals between the engine control unit and PCU, please refer to ”Malfunctions, Checking the bus cables”.

107

Malfunctions, MID 128

Group 30: Electrical system

MID 128, SID 231 Communication fault J1939 MID 128: Engine control unit Fault code FMI 2:

Signal value is irregular, intermittent or incorrect.

FMI 9:

Abnormal updating frequency.

FMI

Fault code explanation

2, 9

Communication fault J1939

Fault indication An orange lamp flashes in the alarm panel.

Symptom None

Cable description A

A

A

B

B

B. CAN H – data link to engine

C

C

C. Input voltage, 0 V

D

D

D. Input voltage, 24 V

E

H

H. Ignition signal

F

F

F

G

G

G J1708A – Data link to engine

H

E

Connector, PCU

Connector, engine

Connector X3 (pink)

”BUS INTERFACE”

108

E

CAN H – data link to engine

Not used

J1708B – Data link to engine

Group 30: Electrical system

Malfunctions, MID 128

Fault tracing FMI 2: Checking the circuit Fault code conditions Data bus, CAN, communication not found.

Possible reason ●

CAN H short circuited to battery negative, pin 3.

●

Conductors in control link CAN h and CAN L short circuited to each other.

●

CAN L short circuited to supply voltage, pin 4.

Suitable action 1 Check the data bus cables and terminals between the engine control unit and PCU, please refer to ”Malfunctions, Checking the bus cables”.

FMI 9 Fault code conditions Abnormal updating rate.

Suitable action 1 Check the data bus cables and terminals between the engine control unit and PCU, please refer to ”Malfunctions, Checking the bus cables”.

109

Malfunctions, MID 164

Group 30: Electrical system

MID 164, PPID 390 Power supply fault in control 1, in relation to potentiometer MID 164: HCU Fault code FMI 3: The voltage exceeds the normal value or is short circuited to higher voltage.

FMI 4: The voltage is less than the normal value or is short circuited to battery negative.

FMI

Fault code explanation

3, 4

The signal from control 1 is not inside the normal range.

Fault indication A red lamp flashes in the alarm panel + audible warning.

Symptom Not possible to activate this helm station.

If the helm station is already active, the engine will switch to emergency mode and the reversing gear will be put into neutral.

Circuit description Supply (–) Supply (+) Pot. signal

Connector X7 (blue)

110

Group 30: Electrical system

Fault tracing Background ●

Lever calibration done.

●

Lever calibration has caused the fault code.

●

There is no fault in the potentiometer power supply.

FMI 3

Malfunctions, MID 164

FMI 4 Fault code conditions The voltage is less than the normal value or is short circuited to battery negative.

Possible reason ●

Open circuit in 5 V supply cable to control.

●

Open circuit in potentiometer signal to control.

●

Short circuit between potentiometer signal and battery negative.

●

Short circuit between potentiometer signal and 5 V supply cable to control.

●

Faulty potentiometer in control.

Fault code conditions The voltage exceeds the normal value or is short circuited to higher voltage.

Possible reason ●

Open circuit in 5 V supply cable to control.

Suitable action

●

Open circuit in battery negative to control.

●

Short circuit between potentiometer signal and 5 V supply cable to control.

1 Check if there is any short circuit or open circuit in control 1.

●

Faulty potentiometer in control.

2 Check the potentiometer.

Suitable action 1 Check if there is any short circuit or open circuit in control 1.

2 Check the potentiometer.

111

Malfunctions, MID 164

Group 30: Electrical system

Checking the potentiometer in electronic controls Special tools: Multimeter 9812519, Adapter cable 885675

1 Electronic controls: Cut the current with the main switches. Undo the cable between the HCU and the control. If necessary, remove the control unit from the helm station.

Mechanical controls with control adapter: Cut the current with the main switches. Undo the cable between the HCU and the control adapter.

Remove the control cable from the potentiometer control arm. Then remove the potentiometer from the control adapter.

2 Check that there is no oxide or damp in the connectors.

3 Remove the connector from the potentiometer. Connect adapter cable 885675 to the potentiometer.

4 Use multimeter 9812519 to measure the resistance of the potentiometer.

Measurement points

Nominal value

1–2

R ≈ 2.0 kΩ ±10%

5 Use multimeter 9812519 to do resistance measurement against the potentiometer. Move the control lever between its two end positions.

Measurement points: Pins 1 – 3 or. 2 – 3.

Nominal value: The multimeter should indicate a value over 0.90 kΩ at one end position and a value below 2.9 kΩ at the other end position.

112

Group 30: Electrical system

Malfunctions, MID 164 6 Change the potentiometer if the fault remains.

7 Erase any fault codes for the HCU by cutting the current with the ignition key.

8 Check the engine speed/shift function.

Voltage measurement of HCU voltage to potentiometer in throttle control 1 Remove the connector from the throttle control potentiometer. Connect adapter cable 885675 between the throttle control cable’s connector and the throttle control potentiometer.

2 Use multimeter 9812519 for voltage measurement.

3 Turn the starter key to start position.

Gear shift control

Measurement points

Nominal value

Neutral

1-2

U ≈ 3.0 Volt

Neutral

1-3

U ≈ 1.5 Volt

Forwards, idle

1-3

U ≈ 1.3 Volt

Forwards, max. throttle

1-3

U ≈ 0.3 Volt

Reverse, idle

1-3

U ≈ 1.8 Volt

Reverse, maximum speed reverse 1-3

U ≈ 2.8 Volt

Suitable action if a faulty voltage level is suspected.

1 Check the electronic control as in ”Checking the potentiometer in electronic controls”.

2 If the fault remains, try using a different HCU. 113

Malfunctions, MID 164

Group 30: Electrical system

Changing the potentiometer in electronic controls 1 Cut the current with the ignition switch or main switch.

2 Remove the control from the instrument panel. Undo the connector and remove the defective potentiometer.

3 Install the new potentiometer. Check that the markings on the teeth line up before the potentiometer is screwed into place. Put a drop of thread locking fluid* on the screw that holds the control lever, and tighten the screw until the control lever has the correct friction. * Volvo Penta part no. 1161053-2.

4 Connect the connector and screw the control down on the instrument panel.

5 Turn the main switch on.

6 Calibrate the controls.

7 Erase any fault codes by cutting the current with the starter switch.

8 Check the engine speeds-/shift function.

114

Group 30: Electrical system

Malfunctions, MID 164

MID 164, PPID 391 Power supply fault in control 2, in relation to potentiometer

MID 164: HCU Fault code FMI 3: The voltage exceeds the normal value or is short circuited to higher voltage.

FMI 4: The voltage is less than the normal value or is short circuited to battery negative.

FMI

Fault code explanation

3, 4

Signal from control 2 is not in the valid working range.

Fault indication A red lamp flashes in the alarm panel + audible warning.

Symptom Not possible to activate this helm station.

If the helm station is already active, the engine will switch to emergency mode and the reversing gear will be put into neutral.

Circuit description

Supply (–) Supply (+) Pot. signal

Connector X7 (blue)

115

Malfunctions, MID 164

Fault tracing Background ●

Lever calibration done.

●

Lever calibration has caused the fault code.

●

There is no fault in the potentiometer power supply.

Group 30: Electrical system

FMI 4 Fault code conditions The voltage is less than the normal value or is short circuited to battery negative.

Possible reason ●

Open circuit in 5 V supply cable to control.

FMI 3

●

Open circuit in potentiometer signal to control.

Fault code conditions

●

The voltage exceeds the normal value or is short circuited to higher voltage.

Short circuit between potentiometer signal and battery negative to control.

●

Faulty potentiometer in control.

Possible reason ●

Open circuit in 5 V supply cable to control.

Suitable action

●

Open circuit in battery negative to control.

●

Short circuit between potentiometer signal and 5 V supply cable to control.

1 Check if there is any short circuit or open circuit in control 2.

●

Faulty potentiometer in control.

2 Check the potentiometer.

Suitable action 1 Check if there is any short circuit or open circuit in control 2.

2 Check the potentiometer.

Potentiometer test Please refer to the section entitled ”Checking the potentiometer in electronic controls” (under fault code MID 164, PPID 390).

Power supply to the HCU Please refer to the section entitled ”Checking the potentiometer in electronic controls” (under fault code MID 164, PPID 390).

Changing the potentiometer Please refer to the section entitled ”Checking the potentiometer in electronic controls” (under fault code MID 164, PPID 390).

116

Group 30: Electrical system

Malfunctions, MID 164

MID 164, PPID 392 Power supply, control potentiometer MID 164: HCU Fault code FMI 3: The voltage exceeds the normal value or is short circuited to higher voltage.

FMI 4: The voltage is less than the normal value or is short circuited to battery negative.

FMI

Fault code explanation

3, 4

Fault in power supply to potentiometer

Fault indication A red lamp flashes in the alarm panel + audible warning.

Symptom Not possible to activate this helm station.

If the helm station is already active, the engine will switch to emergency mode and the reversing gear will be put into neutral.

Circuit description

Supply (–) Supply (+) Pot. signal

Connector X7 (blue)

117

Malfunctions, MID 164

Group 30: Electrical system

Fault tracing Background ●

Lever calibration done.

FMI 3 Fault code conditions The voltage exceeds the normal value or is short circuited to higher voltage.

Possible reason ●

Open circuit in 5 V supply cable to control.

●

Open circuit in battery negative to control.

●

Faulty potentiometer in control.

Suitable action 1 Check the cable between the HCU and the control.

2 Check the potentiometer.

FMI 4 Fault code conditions The voltage is less than the normal value or is short circuited to battery negative.

Possible reason ●

Open circuit in 5 V supply cable to control.

●

Open circuit in battery negative to control.

●

Short circuit between 5 V supply cable and batterynegative cable to control.

●

Faulty potentiometer in control.

Suitable action 1 Check if there is any short circuit or open circuit in the circuit(s) for the control(s).

2 Check the potentiometer.

Potentiometer test Please refer to the section entitled ”Checking the potentiometer in electronic controls” (under fault code MID 164, PPID 390).

118

Group 30: Electrical system

Malfunctions, MID 164, MID 187

MID 164 / MID 187, PPID 393 Power supply, data bus

MID 164: HCU MID 187: PCU Fault code FMI 4:

The voltage is less than the normal value or is short circuited to battery negative.

Too low voltage detected during driving.

FMI 11:

Unidentified fault mode. Other fault than low voltage, such as high signal earth (ground) voltage or overloaded bus.

FMI

Fault code explanation

4, 11

There is a problem with the power supply in the data bus. Only issued from units supplied via the data bus. In most installations, this is the HCU

Fault indication An orange lamp flashes in the alarm panel.

Symptom None.

Cable description Backup voltage, 12 V / 24 V CAN H CAN L Backup voltage, 0 V Input voltage, 12 V / 24 V Input voltage, 0 V

HCU

PCU Conn. X2 Green

119

Malfunctions, MID 164, MID 187

Group 30: Electrical system

Fault tracing Fault code conditions This segment has been configured earlier.

FMI 4, 11 Possible reason ●

Open circuit in power supply to bus.

●

Too low voltage detected during driving.

●

Unidentified fault mode.

●

Other fault than low voltage, such as high negative voltage or overloaded bus.

Suitable action 1 Check that the input voltage 12/24 Volt, pin 1 on the bus is correct.

2 Check that the input voltage 0 Volt, pin 3 on the bus is correct.

3 Check the data bus in this network segment, and its connectors and cables.

120

Group 30: Electrical system

Malfunctions, MID 164

MID 164, PPID 394 Power supply, starter switch

MID 164: HCU Fault code FMI 3: The voltage exceeds the normal value or is short circuited to higher voltage.

FMI 4: The voltage is less than the normal value or is short circuited to battery negative.

FMI

Fault code explanation

3, 4

Fault in power supply to starter switch

Fault indication An orange lamp flashes in the alarm panel.

Symptom Impossible to start the engine.

No lighting in start/stop panel (if one is installed).

Cable description POWER SUPPLY (30) STARTER MOTOR

15 + STOP

Marking sleeve (gray) ”CONN. X4”

Marking sleeve ”START/STOP KEY”

121

Malfunctions, MID 164

Group 30: Electrical system

Fault tracing

Checking the starter switch diode

Background

The diode in the starter switch is intended to maintain the activation signal to the engine control unit even when the starter motor is cranking. The diode is to ensure that the starter motor does not crank when the ignition is switched on.

Time from starting more than 1 second.

FMI 3 Fault code conditions The system indicates a short circuit to system voltage.

1 Cut the current with the main switches.

Suitable action Check the starter switch cables. Check if there is a short circuit in the starter switch.

FMI 4 Fault code conditions The system indicates a short circuit to battery negative when the system attempts to activate power supply.

Suitable action Check the starter switch cables. Check if there is a short circuit in the starter switch.

2 Undo the starter switch connector.

3 Use multimeter 9812519, set for diode checking. Connect the COM terminal on the multimeter to pin no. 2 in the connector and the positive terminal on the multimeter to pin no. 4. The multimeter should indicate OL, the diode blocks the current.

4 Now switch over and connect the COM terminal on the multimeter to pin no. 4 in the connector and the positive terminal on the multimeter to pin no. 2. The multimeter should now show about 0.5 V, the diode conducts electricity.

5 If the multimeter shows that the diode is faulty, change the key switch cable harness.

Checking the starter switch Special tools: Multimeter 9812519 1 Cut the current with the main switches. Remove the starter switch.

2 Check that all connections are clean and free from oxide, both in the cable connectors and in the key switch.

3 Connect multimeter 9812519 to terminal 30. Turn the starter switch and, at the same time, to a functioncheck on the other connections.* * NOTE! Position II (”glowplug position”) in the starter switch is not used.

4 Install the starter switch and check the function.

122

Group 30: Electrical system

Malfunctions, MID 164

MID 164, PPID 397 Main panel, lost communication MID 164: HCU Fault code FMI 9: Abnormal updating rate.

FMI

Fault code explanation

9

A fault has occurred in the main panel, which does not answer the AUX bus, or the main panel does not send data.

Fault indication An orange lamp flashes in the alarm panel.

Symptom Buttons on main panel do not work.

Background lighting does not work.

Cable description Battery voltage J1708B Battery negative Battery negative J1708A Battery voltage

EVC control panel

Auxiliary bus

The EVC control panel is supplied with current from the HCU and communicates on the J1708 data bus with the HCU by using the auxiliary bus cable connected to connector X3 on the HCU.

123

Malfunctions, MID 164

Group 30: Electrical system

Fault tracing Fault code conditions None.

FMI 9 Fault code conditions Communication fault in main panel.

Possible reason ●

Open circuit in J1708 data bus cable to HCU, connector x3, pin 2, 5 or both pins.

●

Short circuit between J1708A and J1708B, between pins 2 and 5.

●

Short circuit between J1708A, pin 5 and earth (ground), pins 3 or 4.

●

Short circuit between one or both J1708, to battery voltage pins 1 or 6.

●

Faulty panel

Suitable action 1 Check the cables between the main panel and the HCU. 2 Change panel.

124

Group 30: Electrical system

Malfunctions, MID 164

MID 164, SID 226 Throttle position does not coincide with neutral position switch

MID 164: HCU Fault code FMI 5: Abnormally low current or open circuit FMI 7: Faulty response from mechanical system FMI

Fault code explanation

5, 7 Fault in neutral position switch or throttle position does not coincide with neutral position switch.

Fault indication A red lamp flashes in the alarm panel + audible warning.

Symptom Engine can not be cranked.

If the helm station is already active, the engine will switch to emergency mode and the reversing gear will be put into neutral.

Cable description Pin 1 and pin 3 are connected when the throttle control is in neutral.

Fault tracing Neutral switch

FMI 5 Fault code conditions: The neutral switch indicates the neutral position when the throttle control indicates a gear position.

Suitable action: 1 Check the throttle control(s) for internal short circuits or internal open circuits, or if the neutral switch is not working.

Check the neutral switch contact with the throttle control to see whether the neutral switch opens/closes when the throttle control is operated.

125

Malfunctions, MID 164

Group 30: Electrical system

FMI 7 Fault code conditions: ●

The neutral switch does not indicate neutral position when the throttle control is calibrated in the neutral position.

Suitable action: 1 Check the throttle control(s) for internal short circuits or internal open circuits, or if the neutral switch is not working.

2 Check the neutral switch contact with the throttle control to see whether the neutral switch opens/closes when the throttle control is operated.

3 Check if there is an open circuit in the neutral switch.

Measurements Special tools: 9812519

Testing the neutral switch 1 NOTE! Cut the current with the main switch.

2 Undo the connector from the neutral switch.

Use multimeter 9812519 for resistance measurement.

126

Measurement points

Nominal value

1 – 3 (switch off)

R≈0Ω

1 – 3 (switch on)

R≈∞Ω

Group 30: Electrical system

Malfunctions, MID 164

MID 164, SID 231 Communication fault, synchronization bus MID 164: HCU Fault code FMI 2: Data irregular, intermittent or faulty.

FMI 12:Defective control unit or component.

FMI

Fault code explanation

2, 12

The unit has detected too many faults in CAN communication and has switched off the interface or taken a ”time out” from the other driveline.

Fault indication An orange lamp flashes in the alarm panel.

Symptom Lost engine synchronization.

Display information from another drivline is lost in the single display / double installation.

No data from the multi-sensor.

Cable description CAN H CAN H CAN L Battery negative CAN L Battery positive

Synchronization cable The synchronization cable consists of power supply on pins 4 and 6. Two data bus pairs are included in the synchronization cable. One pair is on pins 1 and 3. The other pair is on pins 2 and 5.

127

Malfunctions, MID 164

Group 30: Electrical system

Fault tracing Background ●

The node is the HCU.

FMI 2 Fault code conditions CAN bus fault in synchronization cable.

Suitable action 1 Check that the other driveline’s HCU is connected to system voltage by putting it into diagnostic mode.

2 Check the synchronization cable between the HCUs.

FMI 12 Fault code conditions Communication fault with the multi-sensor if the unit has been connected during auto-configuration.

Suitable action 1 Check that the other driveline’s HCU is connected to system voltage by putting it into diagnostic mode.

2 Check the synchronization cable between the HCUs.

128

Group 30: Electrical system

Malfunctions, MID 164, MID 187

MID 164, SID 240 / MID 187, SID 240 Program memory fault

MID 164: HCU MID 187: PCU Fault code FMI 2: Data irregular, intermittent or faulty.

FMI

Fault code explanation

2

No software loaded, or program contains an error which makes the unit remain in start mode.

Fault indication None.

Symptom Can not be activated.

Fault tracing Fault code conditions None.

The PCU has been changed.

FMI 2 Fault code conditions Software problem.

Possible reason ●

Check sum error in flash memory.

●

Changed PCU (no software downloaded).

Suitable action 1 Re-install the software.

129

Malfunctions, MID 164

Group 30: Electrical system

MID 164, SID 250 SAE J1708 / J1587 data link

MID 164: HCU Fault code FMI 12:

Defective control unit or component.

FMI

Fault code explanation

12

Communication across the J1708 interface to the instruments is monitored. A fault code is set if the helm station can not transmit data on the bus

Fault indication An orange lamp flashes in the alarm panel.

Symptom Instruments connected to J1587 do not work.

The display may indicate that it has lost communication.

Fault tracing Background Power supply to instrument bus is OK. The node is the HCU.

FMI 12 Fault code conditions There is no echo on the J1708 bus.

Suitable action 1 Check the cables between the main panel and the HCU.

130

Group 30: Electrical system

Malfunctions, MID 164, MID 187

MID 164 / MID 187, SID 253 Emergency configuration fault / Memory fault, calibration

MID 164: HCU MID 187: PCU Fault code FMI 2:

Data irregular, intermittent or faulty.

FMI 12:

Defective control unit or component.

FMI

Fault code explanation

2, 12

Check sum error in data set(s). Unit uses default calibration data

Fault indication HCU FMI 2:

An orange lamp flashes in the alarm panel.

FMI 12:

A red lamp flashes in the alarm panel + audible warning.

PCU FMI 2:

None.

FMI 12:

None.

Symptom Depending on type of node.

Parameter setting done by user does not affect the system. Will operate with default parameters.

The calibration will not be correct.

131

Malfunctions, MID 164, MID 187

Group 30: Electrical system

Fault tracing FMI 2 Fault code conditions Check sum error in data set 1 or 2.

Suitable action 1 Total reset by switching off the main switches.

2 Do an auto-configuration.

3 Check that the correct external components are connected.

4 Re-program the unit which has set a fault code.

5 Change the unit which set a fault code.

FMI 12 Fault code conditions No configuration data in the EEPROM or the stored configuration does not agree with the current configuration.

Suitable action 1 Total reset by switching off the main switches.

2 Do an auto-configuration.

3 Check that the correct external components are connected.

4 Re-program the unit which has set a fault code.

5 Change the unit which set a fault code.

132

Group 30: Electrical system

Malfunctions, MID 164, MID 187

MID 164, SID 254 / MID 187, SID 254 Internal CPU fault

MID 164: HCU MID 187: PCU Fault code FMI 11:

Un-identifiable fault.

FMI 12:

Defective control unit or component.

FMI

Fault code explanation

11, 12 A node has shut down because of too many internal zeroings or a fault in the unit that means it has to be changed.

Fault indication HCU FMI 12: An orange lamp flashes in the alarm panel.

PCU FMI 12: None.

Symptom Helm station can not be activated.

Fault tracing Background None.

FMI 11, 12 Fault code conditions Defective control unit or component.

Possible reason ●

Internal fault.

●

EEPROM fault.

●

Other internal faults.

Suitable action 1 Re-program the unit.

2 Change the unit if re-programming does not help.

133

Malfunctions, MID 164

Group 30: Electrical system

MID 164, PSID 95 Control detection MID 164: HCU Fault code FMI 7:

Faulty response from mechanical system.

FMI 12:

Defective control unit or component.

FMI

Fault code explanation

7

Neutral switch fault

12

Helm station can not determine the type or number of controls. The error was tripped when lever calibration started

Fault indication An orange lamp flashes in the alarm panel.

Symptom The HCU leaves the lever calibration mode and indicates a fault.

It is not possible to calibrate the controls.

Circuit description

Supply (–) Supply (+) Pot. signal

Connector X7 (blue)

134

Group 30: Electrical system

Malfunctions, MID 164

Fault tracing Background The system is in lever calibration mode.

FMI 7 Fault code conditions No neutral switch is detected in calibration mode.

Suitable action 1 Check that the lever is in neutral when calibration starts.

2 Check whether the neutral switch has been operated.

FMI 12 Fault code conditions All types of fault related to the control(s).

Possible reason ●

Wrong type of control.

●

Fault in connections between control and HCU.

Suitable action 1 Check that it is the correct type of control.

2 Check the connection between control and HCU.

135

Malfunctions, MID 164

Group 30: Electrical system

MID 164, PSID 96 Too small lever movement calibrated.

MID 164: HCU Fault code FMI 13:

Not calibrated.

FMI

Fault code explanation

13

Too small lever movement between calibrated points

Fault indication An orange lamp flashes in the alarm panel.

Symptom The HCU leaves the lever calibration mode and indicates a fault.

It is not possible to calibrate the controls.

Fault tracing Background The system is in lever calibration mode.

FMI 13 Fault code conditions Lever calibration fault.

Possible reason ●

Too small distance between calibration points for any lever.

Suitable action 1 Check that there is enough space to move the lever.

2 Turn the ignition off and start calibration mode again.

3 Follow the points in the calibration section, please refer to ”Auto-configuration and calibration before starting”.

136

Group 30: Electrical system

Malfunctions, MID 164

MID 164, PSID 97 Control calibration procedure

MID 164: HCU Fault code FMI 13:

Not calibrated.

FMI

Fault code explanation

13

Some kind of error occurred when the controls were calibrated (for example, the neutral button was pressed on the wrong occasion)

Fault indication An orange lamp flashes in the alarm panel.

Symptom The HCU leaves the lever calibration mode and indicates a fault.

Fault tracing Background The system is in lever calibration mode.

FMI 13 Fault code conditions Lever calibration fault.

Possible reason ●

No communication with the PCU during calibration.

Suitable action 1 Check that there is enough space to move the lever.

2 Turn the ignition off and start calibration mode again.

3 Follow the points in the calibration section, please refer to ”Auto-configuration and calibration before starting”.

137

Malfunctions, MID 164

Group 30: Electrical system

MID 164, PSID 98 The control(s) is/are not calibrated.

MID 164: HCU Fault code FMI 13:

Not calibrated.

FMI

Fault code explanation

13

The control settings are not calibrated in the HCU and can not execute PCU control data without calibration being done

Fault indication An orange lamp flashes in the alarm panel.

Symptom Not possible to choose active helm station.

Fault tracing Background Current ON. The HCU is in lever calibration mode.

FMI 13 Fault code conditions Lever calibration fault.

Possible reason ●

No calibrated lever setting has been detected during start-up.

Suitable action 1 Do an auto-configuration and a lever calibration.

2 Check that a control is connected.

3 Check the data bus cable run and the power supply to the PCU.

138

Group 30: Electrical system

Malfunctions, MID 164

MID 164, PSID 105 Activation button, helm station

MID 164: HCU Fault code FMI 4: The voltage is less than the normal value or is short circuited to earth (ground).

FMI

Fault code explanation

3, 4

Fault in button for ”active helm station”. Either short circuit to signal earth (ground) or voltage in HCU, cable or button fault, or the button has got stuck mechanically

Fault indication An orange lamp flashes in the alarm display.

Symptom Lamp for ”active helm station” can either be lit or extinguished, irrespective of helm station status.

It is not possible to activate the helm station if it was passive before the fault occurred.

Cable description The EVC control panel is supplied with current from the HCU and communicates with the HCU on data bus J1708 by means of the auxiliary bus cable. The cables are connected to the HCU via terminal X3.

EVC Control Panel

Auxiliary bus

139

Malfunctions, MID 164

Group 30: Electrical system

Fault tracing Background Positive power supply to control panel is OK.

FMI 4 Conditions for fault code No voltage indication for more than two minutes.

Possible reason ●

Cable short circuited to battery negative.

●

Defective control panel.

Suitable action 1 Check the cables between the main panel and the HCU. 2 Change the main panel.

140

Group 30: Electrical system

Malfunctions, MID 164

MID 164, PSID 106 Start

MID 164: HCU Fault code FMI 3: The voltage exceeds the normal value or is short circuited to higher voltage.

FMI

Fault code explanation

3

The start signal is high for more than 1 minute

Fault indication An orange lamp flashes in the alarm panel.

Symptom The starter motor cranks the engine without a start being demanded from the starter switch or starter button (with the ignition on).

Cable description

POWER SUPPLY (30) STARTER MOTOR

Battery voltage remains on terminal 30 at the starter switch after the main switch has been switched on.

When the key is turned to position 1, ignition on, pin 4 in the starter switch receives battery voltage. During a start attempt, position 3, pin 2 in the starter switch receives battery voltage. If the starter switch is turned to position S, stop, pin 5 receives battery voltage.

15+ STOP

Marking sleeve (gray) ”Connector X4”

Marking sleeve ”START/STOP KEY”

141

Malfunctions, MID 164

Group 30: Electrical system

Fault tracing Background None.

FMI 3 Fault code conditions ”Start” activated for more than 1 minute.

Suitable action 1 Check the starter switch cables.

2 Check if there is a short circuit in the starter switch.

Checking the starter switch Please refer to ”Checking the starter switch”, described under fault code MID 164, PPID 394.

Checking the starter switch diode Please refer to ”Checking the starter switch diode” described under fault code MID 164, PPID 394.

142

Group 30: Electrical system

Malfunctions, MID 164

MID 164, PSID 107 Stop MID 164: HCU Fault code FMI 3: The voltage exceeds the normal value or is short circuited to higher voltage.

FMI

Fault code explanation

3

Stop signal is high for more than 1 minute

Fault indication An orange lamp flashes in the alarm panel.

Symptom Not possible to start the engine for the first minute with ”ignition on”.

It is possible to start the engine after the fault code has been confirmed by the diagnostic button.

If the engine has been started, it can not be stopped from the helm station.

NOTE! Stop the engine by pressing the AUX stop button.

Cable description POWER SUPPLY (30) STARTER MOTOR

15 + STOP

Marking sleeve (gray) ”Connector X4”

Battery voltage remains on terminal 30 at the starter switch after the main switch has been switched on.

When the key is turned to position 1, ignition on, pin 4 in the starter switch receives battery voltage. During a start attempt, position 3, pin 2 in the starter switch receives battery voltage. If the starter switch is turned to position S, stop, pin 5 receives battery voltage.

Marking sleeve ”START/STOP KEY”

143

Malfunctions, MID 164

Group 30: Electrical system

Fault tracing Background None.

FMI 3 Conditions for fault code ”Stop” activated for more than 1 minute. (If there is a short circuit to higher voltage, it takes up to 60 seconds before all instruments have been activated.

No fault indication is displayed).

Suitable action 1 Check the starter switch cables. Check if there is a short circuit in the starter switch.

Checking the starter switch Please refer to ”Checking the starter switch” described under fault code MID 164, PPID 394.

Checking the starter switch diode Please refer to ”Checking the starter switch diode” described under fault code MID 164, PPID 394.

144

Group 30: Electrical system

Malfunctions, MID 164

MID 164, PSID 218 Communication fault, data bus, passive / active control station MID 164: HCU Fault code FMI 8: Abnormal frequency, pulse width or period.

FMI 9: Abnormal updating frequency.

FMI

Fault code explanation

8, 9

Passive helm station: Communication lost between this HCU and PCU. Each HCU which detects it has set the fault code.

Active helm station: This HCU has lost communication with the PCU whilst it was activated.

Fault indication Passive helm station: An orange lamp flashes in the alarm panel.

Active helm station: A red lamp flashes in the alarm panel + audible warning.

Symptom Passive helm station: The synchronization function is lost if the fault occurs in the master HCU. Monitoring not possible in this HCU. Active helm station: The engine switches over to emergency mode.

Gear is disengaged.

Impossible to start the engine with the key / start-stop panel connected to this HCU.

145

Malfunctions, MID 164

Group 30: Electrical system

Cable description Backup voltage, 24 V CAN H CAN L Backup voltage, 0 V Operating voltage, 24 V Operating voltage, 0 V

Connector, HCU

Connector, PCU Connector X2 (green)

Fault tracing Background Passive helm station: This HCU has been configured in the network.

Active helm station: Auto-configuration completed.

The helm station is active.

FMI 8, 9 Fault code conditions The HCU does not receive any data from the PCU for 5 seconds.

Possible reason ●

Open circuit in both CAN cables to the HCU.

Suitable action 1 Check the cables between the HCU(s) and the PCU. 2 It will probably be necessary to change the data bus cable between the PCU and the first helm station.

146

Group 30: Electrical system

Malfunctions, MID 164

MID 164, PSID 226 HCU communication fault to other helm station

MID 164: HCU Fault code FMI 9: Abnormal updating frequency.

FMI

Fault code explanation

9

The HCU has lost communication with a helm station, which has previously been configured in the network

Fault indication An orange lamp flashes in the alarm panel.

Symptom Not possible to demand ”active helm station” from one or more helm stations.

Cable description Backup voltage, 24 V CAN H CAN L Backup voltage, 0 V Operating voltage, 24 V Operating voltage, 0 V

Connector, HCU

Connector, PCU Connector X2 (green)

147

Malfunctions, MID 164

Group 30: Electrical system

Fault tracing Background The network is configured.

FMI9 Fault code conditions: Data not found from a specific, passive HCU for more than 5 seconds.

Possible reason: ●

Open circuit in both CAN L and CAN H between the HCU and the PCU.

Suitable action: 1 Check the bus cable between the PCU and HCU.

148

Group 30: Electrical system

Malfunctions, MID 164

MID 164, PSID 231 Incompatible EVC nodes

MID 164: HCU Fault code FMI 2: ”Faulty data”.

FMI

Fault code explanation

2

The HCU checks the VIN (Vehicle Indication Number) in all control units connected to the EVC bus.

Fault indication An orange lamp flashes on the alarm panel.

Symptom Not possible to engage a gear.

Not possible to calibrate units before the VIN is correct.

Fault tracing Background: Auto-configuration must be done.

FMI 2 Fault code conditions: The HCU discovers that the VIN is different in the PCU and HCU.

Suitable action: 1 Check the part numbers of all EVC nodes to discover which is the wrong one. Re-program the faulty unit.

149

Malfunctions, MID 187

Group 30: Electrical system

MID 187, PID 96 Fuel level MID 187: PCU Fault code FMI 3: The voltage exceeds the normal value or is short circuited to higher voltage.

FMI 4: The voltage is less than the normal value or is short circuited to battery negative.

FMI

Fault code explanation

3, 4

There is a fuel level sensor connected to the system.

Fault indication An orange lamp flashes in the alarm panel.

Symptom Faulty indication of fuel level.

Cable description Earth (ground) connection Signal from sensor

Connector X3 (Pink)

150

Connector, fuel level sensor

Group 30: Electrical system

Malfunctions, MID 187

FMI 4

Fault tracing

Fault code conditions

Background

The voltage is less than the normal value or is short circuited to battery negative.

None.

FMI 3 Fault code conditions

Suitable action

The voltage exceeds the normal value or is short circuited to higher voltage.

1 Check the cables from the fuel level sensor to the connector (”LEVEL CONN.”) for the EVC system.

Possible reason ●

Open circuit in fuel sensor cable.

2 Check the fuel level sensor.

Suitable action 1 Check the cables from the fuel level sensor to the connector (”LEVEL CONN.”) for the EVC system.

Checking the fuel level sensor

2 Check the fuel level sensor.

(part no. 873 772)

Special tools: Multimeter 9812519 1 NOTE! Turn the starter key to position 0.

2 Remove the connector from the sensor.

3 Use multimeter 9812519 to measure the resistance between the two terminal pins on the level sensor.

Nominal values: Empty tank (A)

R ≈ 3 ±2 Ω

Full tank

R ≈ 180 ±15 Ω

(B)

B

A

151

Malfunctions, MID 187

Group 30: Electrical system

MID 187, PID 127 Oil pressure (reversing gear) MID 187: PCU Fault code FMI 3: The voltage exceeds the normal value or is short circuited to higher voltage.

FMI 4: The voltage is less than the normal value or is short circuited to battery negative.

FMI

Fault code explanation

3, 4

Faulty oil pressure sensor in reversing gear

Fault indication None.

Symptom Instrument for reversing gear oil pressure shows wrong value.

Circuit description A

The oil pressure sensor receives power (+5 Volt) from the PCU (pin 29 and pin 11).

B

The output signal from the oil pressure sensor is a voltage signal which is proportional to the oil pressure in the reversing gear.

C D

Connector X3 (Pink)

E

A. Power supply positive (+) sensor, reversing gear B. Power supply negative (–) sensor, reversing gear C. Output signal, oil pressure sensor, reversing gear D. Output signal, oil temperature sensor, reversing gear E. Connector, reversing gear

152

Group 30: Electrical system

Malfunctions, MID 187

Fault tracing Background Auto-configuration completed.

FMI 3 Fault code conditions The voltage exceeds the normal value or is short circuited to higher voltage.

Possible reason ●

Open circuit in signal cable.

●

Open circuit in power supply to sensor.

●

Pressure sensor output signal short circuited to 5 V supply cable.

Suitable action 1 Check if there is a short circuit or open circuit in the cables for the reversing gear.

2 Undo and check connector X3 (pink) at the PCU. Put the connector back.

3 Check the oil pressure sensor.

FMI 4 Fault code conditions The voltage is less than the normal value or is short circuited to battery negative.

Possible reason ●

Pressure sensor output signal short circuited to battery negative.

Suitable action 1 Check if there is a short circuit or open circuit in the cables for the reversing gear.

2 Undo and check connector X3 (pink) at the PCU. Put the connector back.

153

Malfunctions, MID 187

Group 30: Electrical system

Checking the oil pressure sensor, reversing gear* * Note. Combined sensor, oil pressure and oil temperature.

Special tools: 9812519, 999 8534 1 NOTE! Turn the starter key to position 0.

2 Remove the connector from the sensor. Connect adapter cable 999 8534 between sensor and PCU. 3 Turn the starter key to position I (driving position).

4 Use multimeter 9812519 for voltage measurement.

Measurement points

Nominal value

2–4

U ≈ 0.5 V*

1–4

U≈5V

Output voltage, V

* Note. At normal atmospheric pressure.

Component specification Working range ........... 0–3 MPa (0–30 bar / 0-435 Psi) Supply voltage .................................. 5.00 ±0.25 V DC Nominal output voltage at 25 °C and supply voltage 5.00 V DC: 0.5 V DC at ................................ 0 kPa (0 bar / 0 Psi)* 4.5 V DC at ......................... 3 MPa (30 bar / 435 Psi)* Oil pressure, MPa

154

* Note. At normal atmospheric pressure.

Group 30: Electrical system

Malfunctions, MID 187

MID 187, PID 177 Oil temperature (reversing gear) MID 187: PCU Fault code FMI 3: The voltage exceeds the normal value or is short circuited to higher voltage.

FMI 4: The voltage is less than the normal value or is short circuited to battery negative.

FMI

Fault code explanation

3, 4

Faulty oil temperature sensor in reversing gear

Fault indication None.

Symptom Instrument for reversing gear oil temperature shows wrong value.

Circuit description The oil temperature sensor consists of a thermistor.

The thermistor resistor changes in a non-linear manner, depending on the oil temperature in the reversing gear.

A

B

When the oil in the reversing gear is cold, the thermistor resistance is high. As the oil warms up, the resistance in the thermistor falls.

C

The oil pressure sensor receives power from the PCU (pin 29 and pin 11).

D

Connector X3 (Pink)

E

The voltage drop across the thermistor changes as the oil temperature changes. Please refer to the table, ”resistances/oil temperature, reversing gear”.

A. Power supply positive (+) sensor, reversing gear B. Power supply negative (–) sensor, reversing gear C. Output signal, oil pressure sensor, reversing gear D. Output signal, oil temperature sensor, reversing gear E. Connector, reversing gear

155

Malfunctions, MID 187

Group 30: Electrical system

Fault tracing Background Auto-configuration completed.

FMI 3 Fault code conditions The voltage exceeds the normal value or is short circuited to higher voltage.

Possible reason ●

Open circuit in sensor output signal.

●

Sensor output signal short circuited to 5 V supply cable.

●

Open circuit in power supply to sensor.

Suitable action 1 Check if there is a short circuit or open circuit in the cables for the reversing gear.

2 Undo and check connector X3 (pink) at the PCU. Put the connector back.

3 Check sensor.

FMI 4 Fault code conditions The voltage is less than the normal value or is short circuited to battery negative.

Possible reason ●

Sensor output signal short circuited to battery negative.

Suitable action 1 Check if there is a short circuit or open circuit in the cables for the reversing gear.

2 Undo and check connector X3 (pink) at the PCU. Put the connector back.

156

Group 30: Electrical system

Malfunctions, MID 187

Checking the oil temperature sensor, reversing gear* * Note. Combined sensor, oil pressure and oil temperature.

Special tools: 9812519, 999 8534 1 NOTE! Cut the current with the main switch.

2 Remove the connector from the sensor. Connect adapter cable 999 8534 to sensor*. * NOTE! Do not connect the other end of the adapter cable to the engine cable harness, since this can cause a measurement error.

3 Use multimeter 9812519 to measure the resistance of the sensor.

Measurement points: 3 – 4

Resistance, Ω

Nominal values at: 100 °C (212 °F) ....................... R ≈ 104 Ω ±4 Ω 80 °C (176 °F) ......................... R ≈ 191 Ω ±8 Ω 60 °C (140 °F) ......................... R ≈ 376 Ω ±20 Ω 40 °C (104 °F) ......................... R ≈ 798 Ω ±50 Ω 20 °C (68 °F) ........................... R ≈ 1868 Ω ±140 Ω 10 °C (50 °F) ........................... R ≈ 2987 Ω ±140 Ω 0 °C (32 °F) ............................. R ≈ 4930 Ω ±440 Ω

Oil temperature (reversing gear, °C

157

Malfunctions, MID 187

Group 30: Electrical system

MID 187, PID 191 Low speed with feedback

MID 187: PCU Fault code FMI 7: Faulty response from mechanical system.

FMI

Fault code explanation

7

Fault in low speed function. There might be a fault in a component in use.

Fault indication A red lamp flashes in the alarm panel + audible warning.

Symptom No low speed function possible.

Low speed function is unstable.

Cable description Cable colors for pin 22 and pin 25 in connector X3 in the PCU and for pin 5 and pin 6 in the gearbox connector depend on the gearbox used.

Connector X3 (Pink)

Connector reversing gear 1. Primary solenoid valve, ”High side” 2. Primary solenoid valve, ”Low side” 3. Secondary solenoid valve, ”High side” 4. Secondary solenoid valve, ”Low side” 5. Low speed valve ”High side” PWM 6. Low speed valve ”Low side” PWM 7. Power supply, reversing gear sensor 8. Signal, oil pressure sensor 9. Signal, oil temperature sensor, reversing gear 10. Negative connection 11. Engine speed sensor

5. Low speed valve ”High side” PWM Type: Twin disc

158

6. Low speed valve ”Low side” PWM

Group 30: Electrical system

Malfunctions, MID 187

Fault tracing

Measurements

Background:

Special tools: 9812519

The fault can only occur when the system has activated the low speed function.

Testing the low speed engine speed sensor.

FMI 7

1

Fault code conditions:

NOTE! Cut the current with the main switch.

Faulty response from mechanical system.

2 Possible reason:

Disconnect the low speed engine speed connector.

●

Fault in cables for low speed solenoid.

●

Distance between low speed engine speed sensor and gear teeth is incorrect.

●

Fault in low speed solenoid.

●

Fault in low speed sensor.

Measurement points

Nominal value

●

Fault in low speed sensor output amplifier in the PCU.

1–2

R ≈ 860 Ω +/- 10%

3 Use multimeter 9812519 for resistance measurement.

Suitable action: 1 Check cables for low speed solenoid.

2 Undo and check connector X3 (pink) at the PCU Put the connector back.

3 Check the low speed solenoid.

4 Check the low speed engine speed sensor.

5 Check that the low speed sensor from the PCU functions by testing with another PCU.

159

Malfunctions, MID 187

Group 30: Electrical system

MID 187, PPID 400 Power supply, reversing gear sensor MID 187: PCU Fault code FMI 3: The voltage exceeds the normal value or is short circuited to higher voltage.

FMI 4: The voltage is less than the normal value or is short circuited to battery negative.

FMI

Fault code explanation

3, 4

Fault in power supply cable to reversing gear oil temperature sensor

Fault indication None.

Symptom The instruments for reversing gear oil temperature and oil pressure do not show correct values.

Circuit description Reversing gear oil temperature and oil pressure are measured by a combined sensor.

A

The sensor is supplied with power (+5 V) from the PCU via pin 29 and pin 11.

B C D

Connector X3 (Pink)

E

A. Power supply positive (+) sensor, reversing gear B. Power supply negative (–) sensor, reversing gear C. Output signal, oil pressure sensor, reversing gear D. Output signal, oil temperature sensor, reversing gear E. Connector, reversing gear

160

Group 30: Electrical system

Malfunctions, MID 187

Fault tracing Background Auto-configuration completed.

FMI 3 Fault code conditions The system reports a fault in the sensor power supply.

The measured voltage is not inside the sensor’s working range.

Suitable action 1 Check the power supply to the reversing gear sensor.

2 Check if there is a short circuit or open circuit in the cables for the reversing gear.

3 Undo and then join up connector X3 (pink) at the PCU again.

FMI 4 Fault code conditions The system reports a fault in the sensor power supply.

The measured voltage is not inside the sensor’s working range.

Possible reason ●

Short circuit in the sensor power supply.

Suitable action 1 Check the power supply to the reversing gear sensor.

2 Check if there is a short circuit or open circuit in the cables for the reversing gear.

3 Undo and then join up connector X3 (pink) at the PCU again.

161

Malfunctions, MID 187

Group 30: Electrical system

MID 187, SID 231 J 1939 Communication warning / fault MID 187: PCU Fault code FMI 2:

Irregular data.

FMI 9:

High fault frequency on bus.

FMI 12:

Defective control unit or component.

FMI

Fault code explanation

2, 12

The unit has detected too many faults in CAN communication and has shut off the interface from the motor.

9

The fault code has been set if there is any timing problem on the bus, which is indicated by high fault frequency on the bus.

Fault indication An orange lamp flashes in the alarm panel.

Symptom The engine still runs, but there is an increased risk of serious faults.

Some instruments will probably stop working.

Cable description A

A

A

B

B

B. CAN H – data link to engine

C

C

C. Input voltage, 0 V

D

D

D. Input voltage, 24 V

E

H

H. Ignition signal

F

F

F

G

G

G J1708A – Data link to engine

H

E

E

Connector, PCU

Connector, engine

Connector X3 (pink)

”BUS INTERFACE”

162

CAN H – data link to engine

Not used

J1708B – Data link to engine

Group 30: Electrical system

Fault tracing Background ●

None.

FMI 2, 9, 12 Fault code conditions JThe 1587 interface has been re-started four times without being able to establish communication.

Possible reason ●

The AUX stop button has been activated or has got stuck, or there is an open circuit in the cables for the button.

●

If a fire alarm is installed, it might have tripped.

●

Open circuit in main relay.

●

Open circuit in CAN H.

●

Open circuit in CAN L.

●

CAN H and CAN L are short circuited together, short circuited to earth, short circuited to the power supply or short circuited to the ignition signal.

●

Software problem in the engine control unit.

●

Battery voltage too low for the main relay to pull.

Malfunctions, MID 187 Suitable action 1 Check that the AUX stop button has not been activated or got stuck. Check the cables for the button by measuring the voltage across the cables with the button disconnected. The voltage should be the same as battery voltage. Connect the cables together to check button function.

2 If a fire alarm is installed, check if it has tripped.

3 Check main relay.

4 Check whether the cables between the PCU and the motor are damaged.

5 Check the battery voltage.

6 Re-program the engine control unit.

7 Re-program the PCU.

163

Malfunctions, MID 187

Group 30: Electrical system

MID 187, SID 250 J1587 /J1708 communication warning / fault MID 187: PCU Fault code FMI 12:

Defective control unit or component.

FMI

Fault code explanation

12

A time-out fault has occurred on the J1708 bus. Communication and interface have been shut off

Fault indication An orange lamp flashes in the alarm panel.

Symptom None. The engine still runs, but there is an increased risk of serious faults.

Cable description

164

A

A

A

B

B

B. CAN H – data link to engine

CAN H – data link to engine

C

C

C. Input voltage, 0 V

D

D

D. Input voltage, 24 V

E

H

H. Ignition signal

F

F

F

G

G

G J1708A – Data link to engine

H

E

E

Connector, PCU

Connector, engine

Connector X3 (pink)

”BUS INTERFACE”

Not used

J1708B – Data link to engine

Group 30: Electrical system

Malfunctions, MID 187

Fault tracing Background Engine running.

No faults in J1939 communication.

FMI 12 Fault code conditions JThe 1708 interface has been re-started four times without being able to establish communication.

Possible reason ●

Open circuit on the J1708 data bus between the engine control unit and the PCU.

Suitable action 1 Undo and check connector X3 (pink) at the PCU. Put the connector back.

2 Check whether the cables between the PCU and the motor are damaged.

165

Malfunctions, MID 187

Group 30: Electrical system

MID 187, PSID 10 Incompatible engine type

MID 187: PCU Fault code FMI 12:

Defective control unit or component.

FMI

Fault code explanation

12

Engine type is not compatible with this PCU unit

Fault indication None.

Symptom It is not possible to start and run the engine.

Fault tracing Fault code conditions The network has been configured and the engine data has been stored in the PCU. PCU is connected to system voltage.

FMI 12 Fault code conditions The software in the PCU is not compatible with the engine.

The PCU receives faulty information about the engine type.

Suitable action Re-program the PCU. Try another PCU. NOTE! When new software has been installed, autoconfiguration must be done or this fault code will be set.

166

Group 30: Electrical system

Malfunctions, MID 164, MID 187

MID 187, PSID 16 / MID 164, PSID 94 Incompatible software, EVC

MID 164: HCU MID 187: PCU Fault code FMI 12:

Defective control unit or component.

FMI

Fault code explanation

12

One or more nodes detect that the installed software is not compatible with the software in other nodes

Fault indication A red lamp flashes in the alarm panel + audible warning.

Symptom It is not possible to run the system at all.

It is not possible to calibrate the units.

Fault tracing Background The system is in configuration mode.

FMI 12 Fault code conditions The node detects that its software is not compatible with at least one other node in the network.

Suitable action Re-program all EVC nodes.

167

Malfunctions, MID 164, MID 187

Group 30: Electrical system

MID 187, PSID 17 / MID 164, PSID 99 Configuration fault, data bus

MID 164: HCU MID 187: PCU Fault code FMI 12:

Defective control unit or component.

FMI

Fault code explanation

12

A unit which is not known to the ECU communicates with the network, i.e. the unknown node has a signature fault or invalid address. The fault can occur both during auto-configuration and in normal operation.

If the fault occurs during auto-configuration, the network has an invalid configuration.

During normal operation, the fault can occur if the saved configuration is changed.

Fault indication An orange lamp flashes in the alarm panel.

Symptom System warnings.

Some functions can not be activated.

Can cause communication-related faults in other nodes.

168

Group 30: Electrical system

Malfunctions, MID 164, MID 187

Fault tracing Background The system has been configured.

FMI 12 Fault code conditions A unit which is not known to the ECU communicates with the network, i.e. the unknown node has a signature fault or invalid address.

Possible reason ●

During auto-configuration: More than one unit with the same signature or ID>8

●

Timeout from one or more units during auto-configuration.

●

There are more than 4 HCU or 1 PCU in the network.

Suitable action 1 Do an auto-configuration as in the manual.

2 Check that the installed nodes are of the correct type, according to the configuration.

3 Remove nodes which are not certified.

NOTE! After new software has been programmed, an autoconfiguration must be done.

169

Malfunctions, MID 187

Group 30: Electrical system

MID 187, PSID 18 Data bus supply voltage MID 187: PCU Fault code FMI 12: Defective control unit or component.

FMI

Fault code explanation

12

Wrong power supply to the CAN bus from this node. Usually the PCU.

Fault indication A red lamp flashes in the alarm display.

Symptom None.

Cable description Backup voltage, 24 V CAN H CAN L Backup voltage, 0 V Operating voltage, 24 V Operating voltage, 0 V

Connector, HCU

170

Connector, PCU Connector X2 (green)

Group 30: Electrical system

Malfunctions, MID 187

Fault tracing Background None.

FMI 12 Fault code conditions Voltage fault to CAN bus.

Possible reason ●

The PCU detects an overload or open circuit in the 12/24 Volt power supply.

●

The PCU detects a voltage on pin 3 (power supply 0 V).

Suitable action 1 Check if there is a short or open circuit in the CAN bus.

171

Malfunctions, MID 187

Group 30: Electrical system

MID 187, PSID 20 Primary solenoid valve MID 187: PCU Fault code FMI 4: The voltage is less than the normal value or is short circuited to battery negative.

FMI 5: Voltage is less than normal value or open circuit.

FMI 6: The voltage is more than the normal value or is short circuited to battery negative.

FMI

Fault code explanation

4, 5, 6 Fault in primary solenoid valve (”high side switch”). This output signal is normally high when ”Forwards” gear is engaged

Fault indication A red lamp flashes in the alarm panel + audible warning.

Symptom It is not possible to engage a gear.

Connector X3 (Pink)

Connector reversing gear

Cable description 1. Primary solenoid valve, ”High side” 2. Primary solenoid valve, ”Low side” 3. Secondary solenoid valve, ”High side” 4. Secondary solenoid valve, ”Low side” 5. Low speed valve ”High side” PWM 6. Low speed valve ”Low side” PWM 7. Power supply, reversing gear sensor 8. Signal, oil pressure sensor 9. Signal, oil temperature sensor, reversing gear 10. Negative connection 11. Engine speed sensor

5. Low speed valve ”High side” PWM Type: Twin disc

172

6. Low speed valve ”Low side” PWM

Group 30: Electrical system

Fault tracing Background Auto-configuration completed: The EVC configuration file has activated the reversing gear.

Malfunctions, MID 187

FMI 5 Fault code conditions Current density in power amplifier is less than the normal value.

FMI 4

Possible reason

Fault code conditions

●

The cables have an internal break.

The solenoid valve indicates the wrong status.

●

Open circuit in both the cables between the PCU and reversing gear.

Possible reason ●

The solenoid valve cable has an internal short.

Suitable action

●

Short circuit in the cables between the PCU and reversing gear.

1 Check the cable for the reversing gear solenoids.

●

Short circuit in solenoid valve.

Suitable action 1 Check the cable for the reversing gear solenoids.

2 Undo and check connector X3 (pink) at the PCU. Put the connector back.

3 Check the solenoid valves. With the engine stopped: Switch connectors between the primary and secondary solenoid valves and check if the fault is transferred to the secondary valve. If this does not happen, it is probable that the fault is in the primary solenoid valve.

2 Undo and check connector X3 (pink) at the PCU. Put the connector back.

3 Check the solenoid valves. With the engine stopped: Switch connectors between the primary and secondary solenoid valves and check if the fault is transferred to the secondary valve. If this does not happen, it is probable that the fault is in the primary solenoid valve.

FMI 6 Fault code conditions Current density in power amplifier is more than the normal value.

Suitable action 1 Check the cable for the reversing gear solenoids.

2 Undo and check connector X3 (pink) at the PCU. Put the connector back.

3 Check the solenoid valves. With the engine stopped: Switch connectors between the primary and secondary solenoid valves and check if the fault is transferred to the secondary valve. If this does not happen, it is probable that the fault is in the primary solenoid valve.

173

Malfunctions, MID 187

Group 30: Electrical system

ZF311, ZF325

Twin Disc MG 5114

Primary solenoid valve

Primary solenoid valve

Slip valve

Secondary solenoid valve

Secondary solenoid valve

Checking the solenoid valves in the reversing gear Special tools: 9812519, 999 8534 1 NOTE! Turn the starter key to position 0.

2 Remove the connector from the solenoid valve.

3 Use multimeter 9812519 to measure the resistance in the solenoid valve (winding).

Nominal value: R ≈ 20– 55 Ω* at +20 °C (+68 °F) * Note. Depending on type of reversing gear/ solenoid valve.

174

Group 30: Electrical system

Malfunctions, MID 187

Testing the PCU output signals and transmission cables Special tools 98 12519, 999 8534 1 Check that the EVC system provides the correct power signal to the solenoid valve by connecting a bulb (12V/10W) to the connector.

2 Turn the main switches on. Turn the starter key to position 1 (drive position).

3 Activate the check mode by pressing the activation button (at least 1 second).

4 Engage the reversing gear (”Forwards” or ”Reverse”).

NOTE! Engine stopped.

The lamp should light up when a gear is engaged.

Does the lamp light up?

YES: No brake from the PCU unit to the reversing gear. Try to move the connector between the primary and secondary solenoid valve, and see if the fault also moves. If the fault does not move, the fault is probably in the solenoid valve.

NO: Go to step 5.

5 If the lamp does not light up, fault trace between the PCU unit and the reversing gear.

– Turn the current off at the main switches.

– Undo the connector from the PCU and the connector on the reversing gear.

– Check the resistance between the PCU and the reversing gear. Please refer to the cable descriptions for the correct values.

– The resistance should be close to 0 Ohm. Is the resistance close to 0 Ohm? YES: Go to step 6.

NO: Change the cable between the PCU unit and the reversing gear, and re-do the checks from point 1.

6 If resistance measurements show that the cable is OK, the fault is probably in the PCU signals. Change the PCU unit and re-do the checks from point 1.

175

Malfunctions, MID 187

Group 30: Electrical system

MID 187, PSID 22 Secondary solenoid valve MID 187: PCU Fault code FMI 4: The voltage is less than the normal value or is short circuited to battery negative.

FMI 5: Voltage is less than normal value or open circuit.

FMI 6: The voltage is more than the normal value or is short circuited to battery negative.

FMI

Fault code explanation

4, 5, 6 Fault in secondary solenoid valve (”high side switch”). This output signal is normally high when ”Reverse” gear is engaged

Fault indication A red lamp flashes in the alarm panel + audible warning.

Symptom It is not possible to engage a gear.

Connector X3 (Pink)

Connector reversing gear

Cable description 1. Primary solenoid valve, ”High side” 2. Primary solenoid valve, ”Low side” 3. Secondary solenoid valve, ”High side” 4. Secondary solenoid valve, ”Low side” 5. Low speed valve ”High side” PWM 6. Low speed valve ”Low side” PWM 7. Power supply, reversing gear sensor 8. Signal, oil pressure sensor 9. Signal, oil temperature sensor, reversing gear 10. Negative connection 11. Engine speed sensor

5. Low speed valve ”High side” PWM Type: Twin disc

176

6. Low speed valve ”Low side” PWM

Group 30: Electrical system

Fault tracing Background Auto-configuration completed: The EVC configuration file has activated the reversing gear.

Malfunctions, MID 187

FMI 5 Fault code conditions Current density in power amplifier is less than the normal value.

FMI 4

Possible reason

Fault code conditions

●

The solenoid valve indicates the wrong status.

Possible reason ●

The solenoid valve cable has an internal short circuit.

●

Short circuit in one or both the cables between the PCU and reversing gear.

●

Short circuit in solenoid valve.

Open circuit in one or both the cables between the PCU and reversing gear.

Suitable action 1 Check the cable for the reversing gear solenoids.

2 Undo and check connector X3 (pink) at the PCU. Put the connector back.

Suitable action

3

1 Check the cable for the reversing gear solenoids.

Check the solenoid valves. With the engine stopped: Switch connectors between the primary and secondary solenoid valves and check if the fault is transferred to the secondary valve. If this does not happen, it is probable that the fault is in the primary solenoid valve.

2 Undo and check connector X3 (pink) at the PCU. Put the connector back.

3 Check the solenoid valves. With the engine stopped: Switch connectors between the primary and secondary solenoid valves and check if the fault is transferred to the secondary valve. If this does not happen, it is probable that the fault is in the primary solenoid valve.

FMI 6 Fault code conditions Current density in power amplifier is more than the normal value.

Suitable action 1 Check the cable for the reversing gear solenoids.

2 Undo and check connector X3 (pink) at the PCU. Put the connector back.

3 Check the solenoid valves. With the engine stopped: Switch connectors between the primary and secondary solenoid valves and check if the fault is transferred to the secondary valve. If this does not happen, it is probable that the fault is in the primary solenoid valve.

Testing the solenoid valves.

Please refer to the section ”Checking the reversing gear solenoid valves” under fault code MID 187, PSID 20.

177

Malfunctions, MID 187

Group 30: Electrical system

MID 187, PSID 32 Communication fault in data bus with active helm station

MID 187: PCU Fault code FMI 9: Abnormal updating rate FMI

Fault code explanation

9

The PCU has lost communication with an active helm station.

Fault indication A red lamp flashes in the alarm panel + audible warning.

Symptom Engine switches to emergency mode, ”limp home”.

Gear is disengaged.

Impossible to start the engine via the starter key / start/stop panel connected to an HCU.

Cable description Backup voltage, 24 V CAN H CAN L Backup voltage, 0 V Operating voltage, 24 V Operating voltage, 0 V

Connector, HCU

178

Connector, PCU Connector X2 (green)

Group 30: Electrical system

Malfunctions, MID 187

Fault tracing Background: Auto-configuration completed.

No active helm station has been activated.

FMI 9 Fault code conditions: No communication with an active helm station.

Possible reason: ●

Open circuit in both CAN L and CAN H between the HCU and the PCU.

Suitable action: 1 Check the CAN bus cables between the PCU and HCU. Check all cable installation for the data bus.

179

Malfunctions, MID 187

Group 30: Electrical system

MID 187, PSID 200 No data on the motor bus.

MID 187: PCU Fault code FMI 9: Data communication fault.

FMI

Fault code explanation

9

The unit has not detected any communication on the J1939, KWP2000 CAN interface or J1587 engine interface from the engine. No communication with the engine is possible.

Fault indication A red lamp flashes in the alarm display. Audible warning.

Symptom The PCU can not detect the that engine is running or read diagnostic data.

Cable description

180

A

A

A. CAN H – data link to engine

B

B

B. CAN H – data link to engine

C

C

C. Input voltage, 0 V

D

D

D. Input voltage, 24 V

E

H

H. Ignition signal

F

F

F. Not used

G

G

G. J1708A – Data link to engine

H

E

E. J1708B – Data link to engine

Connector, PCU

Connector, engine

Connector X3 (pink)

”BUS INTERFACE”

Group 30: Electrical system

Malfunctions, MID 187

Fault tracing Background Engine running (engine control unit is activated)

FMI 9 Fault code conditions JThe 1939 interface has been re-started four times without being able to establish communication with the motor.

Possible reason ●

The AUX stop button can be activated or can have got stuck or there could be an open circuit in the cables for the button.

●

Open circuit in main relay.

●

If a fire alarm is installed, it might have tripped.

●

The battery voltage is too low for the main relay to pull.

Suitable action 1 Check that the AUX stop button has not been activated or got stuck. Check the cables for the button by measuring the voltage across the cables with the button disconnected. The voltage should be the same as battery voltage. Join the cables together to check the button functions.

2 If a fire alarm is installed, check if it has tripped.

3 Check main relay.

4 Undo and check connector X3 (pink) at the PCU. Put the connector back.

5 Check that the cables between the PCU and the motor are not damaged.

6 Check the battery voltage.

181

Malfunctions, MID 187

Group 30: Electrical system

MID 187, PSID 226 Communication fault on data bus with passive helm station

MID 187: PCU Fault code FMI 9: Abnormal updating frequency.

FMI

Fault code explanation

9

The HCU has lost communication with a helm station, which has previously been configured in the network

Fault indication An orange lamp flashes in the alarm panel.

Symptom Not possible to demand ”active helm station” from one or more helm stations.

Cable description Backup voltage, 24 V CAN H CAN L Backup voltage, 0 V Operating voltage, 24 V Operating voltage, 0 V

Connector, HCU

182

Connector, PCU Connector X2 (green)

Group 30: Electrical system

Malfunctions, MID 187

Fault tracing Background: Auto-configuration completed.

FMI9 Fault code conditions: Data not found from a specific, passive HCU for more than 5 seconds.

Possible reason: Open circuit in both CAN L and CAN H buses between the HCU and the PCU. Suitable action: Check the bus cable between the PCU and HCU.

183

Malfunctions, MID 187

Group 30: Electrical system

MID 187, PSID 231 Incompatible EVC nodes

MID 187: PCU Fault code FMI 2: ”Faulty data”.

FMI

Fault code explanation

2

The PCU checks whether the VIN, Vehicle Identification Number coincides between the PCU and EMS.

Fault indication An orange lamp flashes in the alarm panel.

Symptom None

Fault tracing Background: Auto-configuration must be done.

FMI 2 Fault code conditions: The PCU compares its own VIN with the engine control unit VIN. Suitable action: 1 Check the part numbers of all EVC nodes to discover which is the wrong one. Re-program the faulty unit.

184

Group 30: Electrical system

Malfunctions, MID 187

MID 187 / MID 164, PSID 232 Communication warning, data bus MID 164: HCU MID 187: PCU Fault code FMI 2:

Data irregular, intermittent or faulty.

FMI 5:

Open circuit

FMI 9:

Abnormal updating frequency.

FMI

Fault code explanation

2, 5, 9

The fault code indicates that the communication is suffering from some kind of interference. The fault can be between the HCU and PCU

Fault indication An orange lamp flashes in the alarm panel.

Symptom None.

Cable description Backup voltage, 12 / 24 V CAN H CAN L Backup voltage, 0 V Operating voltage, 12 / 24 V Operating voltage, 0 V

Connector, HCU

Connector, PCU Connector X2 (green)

185

Malfunctions, MID 187

Fault tracing Background None. The fault code is set irrespective of whether the system is configured or not.

FMI 2 Fault code conditions Data communication interrupted. The communication unit has received too many fault messages.

Possible reason ●

Poor contact in bus cables or other problems with the bus power supply.

●

External interference.

●

The bus cables are too long. They must not be more than 40 meter (131 ft) long.

Suitable action 1 Check the CAN cables between the PCU and HCU.

FMI 5, 9 Fault code conditions The CAN bus is operating in fault mode (single conductor communication mode).

Possible reason ●

Open circuit in one of the CAN signals.

●

A CAN communication cable is short circuited to battery negative or battery voltage.

●

The CAN cables are short circuited to each other.

●

Poor contact in the CAN bus cable or other problems with power supply.

Suitable action 1 Check the CAN cables between the PCU and HCU, short circuit or open circuit.

2 Check the power supply between the PCU and HCU.

186

Group 30: Electrical system

187

188

(24 Volt system voltage)

D9-500, D9-575 engines

Wiring diagram

Malfunctions, MID 187 Group 30: Electrical system

Broken cables (lines) are not connected by Volvo Penta.

NO = Normally open during operation.

1. Starting batteries 2. Starter motor 3. Alternator 4. Main relay 5. AUX stop button 6. Engine control unit (EMS2) 7. Monitor, coolant level 8. Sensor, coolant temperature 9. Sensor, charge air pressure / temperature 10. Sensor, oil pressure / temperature 11. Monitor, oil level (optional) 12. Sensor, crankcase pressure 13. Sensor, camshaft speed 14. Sensor, flywheel speed 16. Unit injector (cylinders 1-6) 17. Connector (Deutsch DT04-08P) 18. Connector, CAN 2 22. Circuit breaker 24. Monitor, water in fuel 28. Sensor, fuel pressure 29. Pre-start relay 30. Power resistor 31. DC/DC converter for 12 Volt electrical system 32. External stopping relay 33. connector for external stop function Blue Brown Green Gray Orange Light blue Light brown

P R SB VO W Y

= = = = = =

Pink Red Black Violet White Yellow

When no cable area is specified, 0.75 mm should be used.2.

Cable areas in mm2 are specified after the color code in the wiring schedule.

BL = BN = GN = GR = OR = LBL = LBN =

Cable colors

Group 30: Electrical system Wiring diagram

189

190

(24 Volt system voltage)

D12-800 engines

Wiring diagram

Wiring diagram Group 30: Electrical system

Broken cables (lines) are not connected by Volvo Penta.

NO = Normally open during operation.

1. Starting batteries 2. Starter motor 3. Alternator 4. Relay 5. AUX stop button 6. Engine control unit (EMS2) 7. Connector (Deutsch DT04-08P) 8. Sensor, coolant temperature 9. Sensor, charge air pressure / temperature 12. Sensor, crankcase pressure 13. Sensor, camshaft speed 14. Sensor, flywheel speed 16. Unit injector (cylinders 1-6) 19. Circuit breaker 21. Sensor, coolant level 22. Sensor, oil level 24. Monitor, water in fuel 26. Sensor, oil temperature/oil pressure 27. Sensor, fuel pressure 29. Monitor, piston cooling pressure 30. Extern stop button 31. External stopping relay 32. Waste gate Blue Brown Green Gray Orange Light blue Light brown

P R SB VO W Y

= = = = = =

Pink Red Black Violet White Yellow

When no cable area is specified, 0.75 mm should be used.2.

Cable areas in mm2 are specified after the color code in the wiring schedule.

BL = BN = GN = GR = OR = LBL = LBN =

Cable colors

Group 30: Electrical system Wiring diagram

191

192

Correct!

Y-connector

NOTE! This end on Y-connector must be installed directly, without extension, to the PCU or HCU

Relay

HCU

HCU

Fresh water lever

PCU

Y-connector

Key switch

Start/stop panel

Buzzer

Rudder indicator

Buzzer

Diagnosis

stb.

Sync. cable

port

Fuel lever

HCU

Instruments

Sync. cable

Engine

PCU

NMEA

HCU

Gear pot. cable

Engine

Diagnosis

EVC display

Multilink

EVC display

EVC control panel

Instruments

Twin engine installation. Secondary helm stations

Main station

Secondary station

Wiring diagram Group 30: Electrical system

Group 30: Electrical system

Wiring diagram

Controls Electronic single lever control and cables for HCU Position schedule 1. 6-pin moisture-proof connector (socket) (”CONN. X7” – blue) 2. Potentiometer, throttle opening 3. Connector (”THROTTLE POT.”) 5. Connector (”GEAR POT.”)* 6. Connector (”NEUTRAL SWITCH”) * NOTE! Not used.

Cable colors BL = Blue GN = Green R = Red SB = Black Y = Yellow

Twin lever control with control adapter and cables for HCU

Position schedule 1. 6-pin moisture-proof connector (socket) (”CONN. X7” – blue) 2. Potentiometer, throttle opening 3. Connector (”THROTTLE POT.”) 4. Potentiometer, gear shift 5. Connector (”GEAR POT.”)* 6. Connector (”NEUTRAL SWITCH”) * NOTE! Not used.

193

Wiring diagram

Group 30: Electrical system

Pin configuration, PCU

X2

1.

System voltage 12 / 24 V

2.

CAN L

3.

System voltage, 0 V

4.

Back-up, power supply, 0 V

5.

CAN H

6.

Back-up, power supply, 12 / 24 V

X2 (green)

Data link – EVC bus cable

X3 (pink)

Engine and transmission

X3

1.

Not used

2.

Not used

3.

Not used

4.

Input signal, oil temperature sensor, reversing gear

5.

J1708B – Data link to engine

6.

Not used

7.

CAN L – Data link to engine

8.

Input signal, fuel level sensor

9.

Gearshift control, secondary (”high side switch”)

10. Gearshift control, primary (”low side switch”) 11. Negative connection, fuel sensor, pressure sensor, reversing gear 12. Not used 13. Not used 14. Input voltage, 0 V 15. J1708A – data link to engine 16. Not used 17. CAN H – Data link to engine 18. Gearshift control, primary (”high side switch”), 19. Gearshift control, secondary (”low side switch”) 20. Input signal, oil pressure sensor, reversing gear 21. Not used 22. Trolling control (”low-side switch”) 23. Ignition signal 24. Not used 25. Trolling control (”high side switch”) 26. Not used 27. Not used 28. System voltage 12 / 24 V 29.

194

Reversing gear sensor, power supply, positive (+)

Group 30: Electrical system

Wiring diagram

Pin configuration, HCU

X2

1.

System voltage 12 / 24 V

2.

CAN L

3.

System voltage, 0 V

4.

Back-up, power supply, 0 V

5.

CAN H

6.

Back-up, power supply, 12 / 24 V

X2 (green)

Data link – EVC bus cable

X3 (pink)

Auxiliary bus – Instruments, audible warning, EVC control panel

X4 (gray)

Key switch or start / stop panel

X5 (yellow)

Multi-link – EVC display, synchronization of twin installation

X7 (blue)

Controls

X5

X7

X3

X4

1.

Output signal, warning siren (”high-side switch”)

2.

J1708B to EVC control panel

3.

”Easy link” bus to instruments

4.

Output voltage negative (–)

5.

J1708A to EVC control panel

6.

Output voltage (+), max 1 A

1.

Input signal, stop

2.

Input signal, ignition

3.

Input signal, start

4.

Not used

5.

Output voltage negative (–) to start / stop panel

6.

Output voltage positive (+)

1.

CAN H

2.

CAN H

3.

CAN L

4.

Output voltage negative (–)

5.

CAN L

6.

Output voltage, positive (+)

1.

Throttle control potentiometer, input signal

2.

Neutral position switch, input signal

3.

Not used

4.

Potentiometer output voltage negative (–)

5.

Gear shift potentiometer, input signal

6.

Potentiometer, output voltage positive (+)

195

Calibration

Group 30: Electrical system

Automatic configuration and calibration before starting

General Auto configuration and calibration must be done after the installation is completed.

Auto-configuration means that the system discovers and defines all components connected to the system and generates a data file.

NOTE! Auto-configuration must always be done after any changes have been made to the EVC system, such as if the system has been extended or repaired.

The calibration routine is used to define the helm stations and idling speed for the EVC system. If a control is changed, the new control must be calibrated.

NOTE! The engine can not be started until auto-configuration and control calibration has been done. Fault code MID 164, PSID 98 is displayed. This means: ”The control(s) is/are not calibrated.”

Calibration procedure, example of workflow Main helm station

Alternative helm station (flying bridge)

CALIBRATION MODE

CALIBRATION MODE

AUTO-CONFIGURATION

LEVER CALIBRATION

IGNITION OFF

IGNITION OFF

CALIBRATION MODE

LEVER CALIBRATION

IGNITION OFF

CALIBRATION MODE

IDLING CALIBRATION (AS NECESSARY)

IGNITION OFF

196

IMPORTANT! Always press the buttons firmly, and for at least one second each time.

Notes

Connector marked THROTTLE POT. to lever 1.

Connector marked GEAR POT. is not used.

Mechanical reversing gear.

Only throttle control.

Neutral switch to prevent the engine from being started with a gear engaged.

Connector marked THROTTLE POT. for lever 1.

Connector marked GEAR POT. is not used

Throttle control and gear shift in separate levers.

Connector marked THROTTLE POT. to lever 1 and connector GEAR POT. to lever 2.

Controls

Single lever Combined throttle position and gear shifting.

Single lever One neutral position switch

Two levers 2.5

1.2

1.5

Number of levers and calibration positions displayed in the hours counter

Lever 1 (throttle control)

2.1

Lever 1 (throttle control)

1.1

Lever 1 (throttle control and gear shift)

1.2

1.1

2.3

Mech. controls (gear shift)

2.5

N

1.4

2.4

Mech. reversing gear

REVERSE

Calibration order

FRONT

1.3

Lever 2 (gear shift)

2.2

1.2

1.5

Combinations of control levers for EVC. Summary, calibration

2.3 FORWARDS 2.4 REVERSE 2.5 NEUTRAL

2.1 Full throttle 2.2 Idling

Lever 2

Lever 1

Neutral position switch: Closed= Neutral position Open = Gear engaged

1.1 Full throttle 1.2 Idling

1.3 REVERSE – idle 1.4 FULL THROTTLE – REVERSE 1.5 NEUTRAL – idle

1.1 FORWARDS – idle 1.2 FULL THROTTLE – FORWARDS

Group 30: Electrical system Calibration

197

Calibration

Group 30: Electrical system

Preparations Start calibration mode 1 Move the control lever(s) to neutral position/idling position. Turn the main switches on.

2 Press the neutral button N, and keep it depressed and at the same time turn the starter key to position I (driving position). Keep the neutral button depressed until the yellow indication lamp gives constant light.

Release the neutral button.

3 The neutral button indication now flashes to confirm that the EVC system is in calibration mode.

4 Repeat the procedure for the second engine in a twin installation.

NOTE! The system returns from calibration mode after about 45 seconds if no other activities are done.

Auto configuration Auto-configuration is the system’s self-identification.

Auto-configuration should always be done when the EVC system is started for the first time and before the system is calibrated.

1 Start calibration mode. Please refer to ”Preparations” above.

2 Press the neutral button N and diagnostic button D at the same time. Keep the buttons depressed until all lamps on the control panel light up. This takes about 5 seconds.

3 Release the N and D buttons. The system responds by switching off and then lighting up all the lamps again.

Auto-configuration is no complete. The EVC system has no identified the components.

4 Switch off the ignition.

198

Group 30: Electrical system

Calibration

Calibration Electronic single lever control NOTE! The following description applies to Volvo Penta’s electronic controls. Please refer to the chapter entitled ”Calibration – Mechanical two-lever control, single/double”.

NOTE! If the controls for two engines are calibrated, both levers should be calibrated at the same time, to give the same lever travel for both engines.

N Idling FORWARDS Idling

FORWARDS Max. speed

BACKWARDS Idling

BACKWARDS Max. speed

1 Put the EVC system in calibration mode as instructed in ”Preparations”.

2 Move the lever to the forwards idle position (1).

Release the lever and confirm the position by pressing the neutral button N. Calibration mode: 1.1 is shown on the hours counter.

3 Move the lever to the position for full throttle forwards (2).

Release the lever and confirm the position by pressing the neutral button N. Calibration mode: 1.2 is shown on the hours counter.

4 Move the lever to the reverse idle position (3).

Release the lever and confirm the position by pressing the neutral button N. Calibration mode: 1.3 is shown on the hours counter.

5 Move the lever to the reverse full throttle position (4).

Release the lever and confirm the position by pressing the neutral button N.

Calibration mode*

Calibration mode: 1.4 is shown on the hours counter.

6 Move the control lever to neutral position (5).

Release the lever and confirm the position by pressing the neutral button N. Calibration mode: 1.5 is shown on the hours counter.

7 Press the neutral button N to leave calibration mode.

The green indication by the neutral button should stop flashing and the hours counter should return to displaying hours after about 2 seconds.

199

Calibration

Group 30: Electrical system

Calibration Alternative helm station (without starter switch) NOTE! If the controls for two engines are calibrated, both levers should be calibrated at the same time, to give the same lever travel for both engines.

Before the control lever is calibrated, the EVC system must be put in calibration mode as follows: 1 Move the control lever(s) to neutral position/idling position.

Turn the main switches on.

2 Turn the starter key at the main helm station to position I.

3 button on the alPress the neutral button and the ternative helm station until the control lamp by the diagnostic button lights up.

Release the buttons. The indication lamp by the neutral button now flashes to confirm that the EVC system is in calibration mode.

4 Repeat the calibration in accordance with the points under the heading ”Calibration, electronic single lever control (and trolling function if installed)”.

200

Group 30: Electrical system

Calibration 500 – 700 r/min.

Calibration Idling 1 Put the EVC system in calibration mode as instructed in ”Preparations”.

2 Control lever in neutral position. Start the engine.

3 Adjust idling speed with the control level (engine speed range for idling: 500 – 700 rpm).

Confirm the position by pressing the Neutral button N. 4 Move the control lever to the neutral position to confirm the calibration position.

5 Stop the engine.

201

Calibration

Group 30: Electrical system

Calibration Mechanical twin lever control, single / twin Electronically shifted reversing gear NOTE! If the controls for two engines are calibrated, both levers should be calibrated at the same time, to give the same lever travel for both engines.

NEUTRAL FULL SPEED

IDLING

1 Put the EVC system in calibration mode as instructed in ”Preparations”.

2 Move the engine speed lever to the full speed forwards position (1). Release the lever and confirm the position by pressing the neutral button N.

FORWARDS

REVERSE

Calibration mode 2.1 is shown on the hours counter.

3 Move the lever to the idling position (2). Release the lever and confirm the position by pressing the neutral button N. Calibration mode 2.2 is shown on the hours counter.

4 Move the lever for gear shift operation to forwards-position (3). Release the lever and confirm the position by pressing the neutral button N. Calibration mode 2.3 is shown on the hours counter.

5 Move the lever for gear shift operation to the reversing position (4). Release the lever and confirm the position by pressing the neutral button N. Calibration mode 2.4 is shown on the hours counter.

6 Move the lever for gear shift operation to the neutral position (N).

Release the lever and confirm the position by pressing the neutral button N. Calibration mode 2.5 is shown on the hours counter.

Calibration mode

7 Press the neutral button N to leave calibration mode.

The green indication by the neutral button should stop flashing and the hours counter should return to displaying hours after about 2 seconds.

202

Group 30: Electrical system

Calibration

Calibration Mechanical twin lever control, single/double.

Mechanically shifted reversing gear NOTE! If the controls for two engines are calibrated, both levers should be calibrated at the same time, to give the same lever travel for both engines.

FULL SPEED

IDLING

1 Put the EVC system in calibration mode as instructed in ”Preparations”.

2 Move the engine speed lever to the full speed forwards position (1). Release the lever and confirm the position by pressing the neutral button N. Calibration mode 2.1 is shown on the hours counter.

3 Move the lever to the idling position (2). Release the lever and confirm the position by pressing the neutral button N. Calibration mode 2.2 is shown on the hours counter.

4.

Press the neutral button N to leave calibration mode.

The green indication by the neutral button should stop flashing and the hours counter should return to displaying hours after about 2 seconds.

Calibration mode

203

Calibration

Group 30: Electrical system

Checking propeller rotation

Oil pressure- /oil temperature sensor

The connectors for the gear shift solenoids are connected at the factory for left-hand rotation with ”Forwards” gear. The cables are marked ”PRIMARY” and ”SECONDARY”

Cable marking ”PRIMARY”

Primary solenoid valve

Cable marking ”SECONDARY”

Slip valve

Secondary solenoid valve

Check that the connectors are correctly joined up, since there is no corresponding marking on the reversing gear. Please refer to the adjacent illustrations which show the cable connections for left-hand rotation. Shift the connectors on the solenoid valves over to obtain right-hand rotation.

IMPORTANT! Check that the trolling valve cable is correctly connected to the trolling valve*. * NOTE! Only reversing gear ZF311 and ZF325 can be equipped with an electrically controlled trolling valve for the low speed or trolling function (optional).

ZF 311 and ZF 325 The illustration shows the reversing gear with trolling valve and cables connected for left-hand rotation.

Secondary solenoid valve

Primary solenoid valve

Cable marking ”SECONDARY”

Cable marking ”PRIMARY”

Twin Disc MG 5114DC The illustration shows the cables connected for lefthand rotation.

204

References to Service Bulletins Group

No.

Date

Refers to

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

205

Technical data

Group 30: Electrical system

Technical data Monitor, water in fuel Voltage ........................................................................................ 12 / 24 V Connector .................................................................................... 3 pin Contact type ................................................................................ Closes when water is detected

Sensor, fuel pressure Voltage ........................................................................................ 5 V Connector .................................................................................... 3 pin Working range, pressure .............................................................. 0–700 kPa (0-7 bar / 0-102 Psi) Pressure signal ............................................................................ 0.5–4.5 V Working range, temperature: ........................................................ -40 °C to +140 °C (-40 °F to +284 °F) Type ............................................................................................ Linear Max. tightening torque .................................................................. 30 ±5 Nm

Camshaft sensor / flywheel sensor Connector .................................................................................... 2 pin Working range, temperature: ........................................................ -40 °C to +130 °C (-40 °F to +266 °F) Type ............................................................................................ Inductive sensor Max. tightening torque .................................................................. 8 ±2 Nm

Combined sensor, oil pressure / oil temperature (engine).

Voltage ........................................................................................ 5 V Connector .................................................................................... 4 pin Working range, pressure .............................................................. 0–700 kPa (0-7 bar / 0-102 Psi) Pressure signal ............................................................................ 0.5–4.5 V Working range, temperature: ........................................................ -40 °C to +140 °C (-40 °F to +284 °F) Type ............................................................................................ Linear/NTC Max. tightening torque .................................................................. 30 ±5 Nm

Combined sensor, oil pressure / oil temperature (transmission).

Voltage ........................................................................................ 5 V Connector .................................................................................... 4 pin Working range, pressure .............................................................. 0–3 MPa (0-30 bar / 0-435 Psi) Pressure signal ............................................................................ 0.5–4.5 V Working range, temperature: ........................................................ -40 °C to +140 °C (-40 °F to +284 °F) Type ............................................................................................ Linear/NTC

Combined sensor, charge pressure/charge temperature Voltage ........................................................................................ 5 V Connector .................................................................................... 4 pin Working range, pressure: ............................................................. 40–400 kPa (0.4-4 bar / 5.8-58 Psi) Pressure signal ............................................................................ 0.5–4.5 V Working range, temperature: ........................................................ -40 °C to +125 °C (-40 °F to +257 °F) Type ............................................................................................ Linear/NTC

206

Group 30: Electrical system

Technical data

Sensor, coolant temperature Voltage ........................................................................................ 5 V Connector .................................................................................... 2 pin Working range, temperature: ........................................................ -40 °C to +150 °C (-40 °F to +302 °F) Type ............................................................................................ NTC Max. tightening torque .................................................................. 28 Nm

Sensor, crankcase pressure Voltage ........................................................................................ 5 V Connector .................................................................................... 3 pin Working range, pressure: ............................................................. 40–140 kPa (0.4-1.4 bar / 5.8-20.3 Psi)) Pressure signal ............................................................................ 0.5–4.5 V Working range, temperature: ........................................................ -40 °C to +140 °C (-40 °F to +284 °F) Type ............................................................................................ Linear

Monitor, coolant level Connector .................................................................................... 2 pin Contact type ................................................................................ Closing for low coolant level

Monitor, piston cooling pressure Connector .................................................................................... 2 pin Contact type ................................................................................ Closing for low piston cooling pressure

Monitor, oil level Connector .................................................................................... 2 pin Contact type ................................................................................ Closing for low oil level

Alternator Voltage ........................................................................................ 14 / 28 V Connection ................................................................................... 2 poles Capacity ...................................................................................... 115 A at 14 V / 80 A at 28V

Starter motor Voltage ........................................................................................ 12 / 24 V Connection ................................................................................... 2 poles Capacity (applies to D9 ................................................................ 5.5 kW at 12/24 V Capacity (applies to D12) ............................................................. 6.0 kW at 24 V

207

Index

Group 30: Electrical system

Index MID128 (engine control unit EDC): PID

PPID

SID

PSID

Please refer to page:

Fuel pressure sensor

94

36

Water monitor, fuel filter

97

41

Oil level monitor, engine

98

44

Oil pressure sensor*, engine

100

47

Charge air temperature sensor**

105

52

Charge air pressure sensor**

106

56

Coolant temperature sensor

110

61

Coolant level monitor

111

65

Crankcase pressure sensor

153

68

Battery voltage

158

73

Selected gear

163

74

Oil temperature sensor*, engine

175

75

Starting relay fault

3

79

External stopping relay

6

82

Piston cooling pressure (D12-800)

8

84

Engine synchronization

98

86

Throttle position

132

87

Unit injector 1– 6

1– 6

88

Speed sensor, camshaft

21

94

Speed sensor, flywheel

22

97

Waste gate (D12-800)

32

100

5 Volt DC supply current

232

102

Program memory fault

240

104

Engine control unit

254

105

Communication fault J1939

216

106

Communication fault J1939

231

108

* Combined sensor, oil pressure and oil temperature. ** Combined sensor, charge pressure and charge temperature

208

Group 30: Electrical system

Index

MID164 (HCU): PID

PPID

SID

PSID

Please refer to page:

Power supply fault in control 1, in relation to potentiometer

390

110

Power supply fault in control 2, in relation to potentiometer

391

115

Power supply controlpotentiometer

392

117

Power supply, data bus

393

119

Power supply, starter switch

394

121

Main panel, lost communication

397

123

Throttle position does not coincide with neutral position switch

226

125

Communication fault, synchronization bus

231

127

Program memory fault

240

129

SAE J1708 / J1587 data link

250

130

Emergency configuration fault / memory fault, calibration

253

131

Internal CPU fault

254

133

Incompatible software, EVC

94

167

Control detection

95

134

Too small lever movement calibrated.

96

136

Control calibration procedure

97

137

The control(s) is/are not calibrated.

98

138

Configuration fault, data bus

99

168

Activation button, helm station

105

139

Start

106

141

Stop

107

143

Communication fault, data bus, passive / active control station

218

145

HCU communication fault to other helm station

226

147

Incompatible EVC nodes

231

149

Communication warning, data bus

232

185

209

Index

Group 30: Electrical system

MID187 (PCU): PID

PPID

SID

PSID

Please refer to page:

Fuel level sensor

96

150

Oil pressure sensor, reversing gear

127

152

Oil temperature sensor, reversing gear

177

155

Low speed with feedback

191

158

Power supply, data bus

393

119

Power supply, reversing gear sensor

400

160

J1939 Communication warning / fault

231

162

Program memory fault

240

129

J1587 / J1708 Communication warning / fault

250

164

Emergency configuration fault / memory fault, calibration

253

131

Internal CPU fault

254

133

Incompatible engine type

10

166

Incompatible EVC software

16

167

Configuration fault, data bus network

17

168

Data bus supply voltage

18

170

Primary solenoid valve (”high side switch”)

20

172

Secondary solenoid valve (”high side switch”)

22

176

Data bus, communication fault with active control station

32

178

No data on the motor bus.

200

180

Data bus, communication fault with passive control station

226

182

Incompatible EVC nodes

231

184

Communication warning, data bus

232

185

210

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Publication number: .................................................. Publication date: .................................................................

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Date: ................................................................

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AB Volvo Penta Technical Information Dept. 42200 SE-405 08 Gothenburg Sweden

774 3764

English

11– 2005