Special tools

3838619 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.

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

Throttle opening

Oil pressuree/temperature

Charge air pressuree/temperature

Crankcase pressure

Coolant temperature

Injectionadvance Fuel volume Checking the waste gate (D12-800)

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)

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

Fuel control

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.

Camshaft position

Fuel alarm, “water in fuel”

Fuel pressure

Coolant level/oil level

Piston cooling pressure

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.

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.

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

Calculation of fuel quantity

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). The parameters which govern the amount of fuel injected are:

• 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.

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.

Cylinder balancing

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.

Diagnostic function

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)

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.

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.

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.

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.

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.

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.

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.

Component location

D9-500, D9-575, D12-800

A.PCU (Power train Control Unit), powertrain control unit

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

C.Relay for external accessories

D.Ignition lock

E.Controls

F.Alternative helm station

G.Alarm panel

H.Instruments: – Voltmeter – Oil pressure gauge – Coolant temperature gauge

I.Tachometer

J.EVC display

K.EVC control panel

L.Connector, diagnostic tool

M.Buzzer

N.Multilink

O.Fresh water level sensor

P.Fuel level sensor

Q.Rudder indicator

Component location Group 30: Electrical system

Location of monitors and sensors

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

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.

CHASSIS ID: VVXXXXXXXXX

Identification of chassis ID

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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

● Never undo a battery cable when the engine is running.

● 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.

● 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.

● 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.

● 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.

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.

Fault tracing of cables and connectors

Special tools: 9812519, 9998482

Check all connectors visually

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 9998482.

● Carefully insert gauge 9998482 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.

Contact problems

Intermittent contact or temporary recurring faults can be difficult to fault trace, and are frequently caused by oxidation, vibration or poorly terminated cables. Wear can also cause faults. For this reason, avoid disconnecting a connector unless it is necessary. 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.

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

● Check the function of the secondary locking.

● 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.

Joining electrical cables for connectors

Special tools: 9808648, 9999324

Repair kit: 1078054

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. 9999324.

5

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

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 9812519

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.

Checking the power supply

1

Check that the battery voltage is at least 24.7V unloaded, by measuring the battery terminals with multimeter 9812519.

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.