Deutz EMR3 210408 ENG System Description

EMR3 System Description
EMR3 System Description
Copyright © 2008 DEUTZ AG
Notice: The document is the property of DEUTZ AG. The application of the document of a third party can only be
authorized by DEUTZ AG!
Copyright 0312 1985

Version 1.4.1
Date 28.4.2008
Publisher
DEUTZ AG
Responsible for the content

Application Engineering
Author
Fi
Ko
Content
1 EMR3 1
...................................................................................................................................
1.1 Important Notes 1
...................................................................................................................................
1.2 System components 3
1.2.1 Control .........................................................................................................................................................
and regulation functions 10
1.3 ...................................................................................................................................
System functions 11
.........................................................................................................................................................
1.3.1 Monitoring functions 12
1.3.2 Diagnosis .........................................................................................................................................................
functions 13
1.4 ...................................................................................................................................
Interfaces 14
1.4.1 Protocols ......................................................................................................................................................... 16
1.4.2 Wiring ......................................................................................................................................................... 18
1.4.2.1 Diagnostic ..................................................................................................................................................
plug 18
1.4.2.2 Main relay .................................................................................................................................................. 20
..................................................................................................................................................
1.4.2.3 Control Unit EMR3-EDC16 22
..................................................................................................................................................
1.4.2.4 Control Unit EMR3-EDC7 27
..................................................................................................................................................
1.4.2.5 Circuit Diagrams 33
1.5 ...................................................................................................................................
Diagnostics 42
1.5.1 Diagnosis .........................................................................................................................................................
with diagnostic button and error lamp 43
1.5.2 Diagnosis .........................................................................................................................................................
with SERDIA 44
1.5.3 Table.........................................................................................................................................................
of system errors 47
1.6 ...................................................................................................................................
Technical data 48
1.7 ...................................................................................................................................
Glossary 53
2 ChangeHistory 54
Index 56
Copyright © 2008 DEUTZ AG V.1.4.1

Foreword
Our aim is to continuously optimize the contents of this document, whereby practical experience from the
circle of SERDIA users is very valuable. So, if you want any changes, extensions or improvements made,
please notify us accordingly (E-mail: application.de@deutz.com). We will examine all messages carefully
and publish new editions of this document as soon as its content is changed.
Thank you in advance for your kind support.
Our aim is to continuously optimise the contents of this document, whereby practical experience from the
circle of SERDIA users is very valuable. So, if you want any changes, extensions or improvements made,
please notify us accordingly (E-mail: Mr. Finken, finken.h@deutz.com). We will examine all messages
carefully and publish new editions of this document as soon as its content is changed.
Thank you in advance for your kind support.

1 EMR3 System Description
1 EMR3
1.1 Important Notes

Binding documentation
This document serves for a detailed explanation and illustration of the structure and
functional principle of engine components.
The data contained herein only correspond to the state of the art at the time of the setting
and are not subject to an immediate revision service.
The data of the published and respectively valid technical documents such as operating
instructions, circuit diagrams, workshop manuals, repair and setting instructions, technical
bulletins, service bulletins etc. are exclusively binding for the operation, maintenance and
repair.
We refer especially to the valid edition of the "Installation Guideline for Electronic
Systems on DEUTZ Diesel Engines" which are available from the Installation Consulting
Dept. Application Engineering.
Safety
The fuel systems described in this document operate under very high pressures. The
appropriate work guidelines from the workshop manual must be observed for all work on
the fuel system because otherwise there is a danger to life.
Customer wiring
In order to attain the required protection class (IP 69) at the control unit, the individual wire
seals, plugs and sealing rings provided must be used.
The connection between pins and individual wires must only be carried out with the proper
crimp tools.
The voltage supply on inputs and outputs for connected switches, sensors and loads must
be switched off via the ignition switch (terminal 15) and not via battery positive pole
(terminal 30).
According to the valid circuit diagram, the control unit can not be switched off via terminal
30. The engine can not be stopped via terminal 30.
No input and output components are allowed to be connected on U+, if the control unit is
switched off.
V.1.4.1 Copyright © 2008 DEUTZ AG

EMR3 2
Work on the electrical system

The power supply (ignition, terminal 15) must be switched off before all work on the
electrical system.
Sensors and actuators must not be connected to external voltage sources for test
purposes. They must be connected to EMR3-ECU only. The components could otherwise
be damaged permanently.
Regardless of the reverse polarity protection integrated in the EMR3, all wrong polarity
should be avoided to rule out any risk of damaging the control unit.
The control unit plug may not be pulled out when the control unit is in operation (i.e. when
the power supply is switched on at terminal 15).
Correct procedure: Switch off the power supply (normally with the ignition key), wait for the
main relay to switch off (delayed by up to 15 s, listen for clicking noise), pull out control
unit plug.
The connecting plugs of the EMR3 are only protected against dust and splash water when
the mating plugs are plugged in. If the mating plugs are removed, make sure that the
control unit is not exposed to moisture.
Electrical welding
In order to avoid damage, all plugs must be removed from the control unit during electrical
welding on the vehicle or machine.
Cleaning jobs
During the cleaning, please pay attention that no water is allowed too penetrate into the
ECU and the plug.
What's more, the high pressure cleaners and vapor stream equipment are not allowed to
use.

1.2 System components

The engine control system EMR3 requires the following fundamental components for operating
the engine:
 Engine control unit (EMR3-EDC16 or EMR3-EDC7)*
 Power supply (battery)*
 Foot pedal, hand throttle or switch for nominal value preset*
 Ignition start switch*
 External main relay (only in EMR3-EDC16)*
 Function switch*
 Speed sensors
 Pressure and temperature sensors
 Cable harness, engine side / vehicle side*
 Error lamp*
 Diagnostic button*
 Diagnostic socket*
* Installation and wiring by customer

The system can be extended by additional components according to the application-specific
engine configuration. For further information, please contact the Department Application
Engineering of DEUTZ AG.
Engine control unit

The central component of the EMR3 system is the engine control unit. It is used to ensure the
optimum running of the engine with the aims:
 optimal exhaust behaviour,
 low consumption,
 quiet engine running,
 long engine life,
For this purpose, the engine control unit makes a number of calculations with the measured
values and the parameters saved in the data memory which form the basis for all the provided
functions. The most important functions include:
 exact control of the injection process (including number, start and duration of injections),
 governing of the idle speed,
 governing of the exhaust return volume,
 optimization of the balanced running (by correction of injection volume),
 engine monitoring,
 system diagnosis.

EMR3 4
DEUTZ ROAD-MAP for EMR3-Systems

Description of functions
The hardware of the EMR3 contains the following main components:
o one CPU (MOTOROLA central processing unit)
o memory
 flash-memory (for software and parameters)
 eeprom-memory (for special parameters and counters)
 RAM (for working memory)
Inputs and outputs
o digital (means ON-OFF signals and PDM signals)
o analog (continuous signals, inputs only)
communication ports
o ISO 9141 (Keyword protocol)
o CAN-Bus (SAE J 1939 protocol)
Power supplier and regulator
In general, the EMR3-ECU contains different kinds of data:

o main software (similar to the BIOS in PC - DEUTZ calling: "BSW")
o application data (similar to an office-program on PC - DEUTZ calling: "dataset")
The EMR3 can be programmed via the ISO 9141 interface (Programming via CAN-Bus is in
pipeline). There are different program tasks:
o complete dataset + BSW programming (needed for main software exchange)
o complete dataset programming (needed for e.g. spare parts)
o partial dataset programming (needed for e.g. special adjustment in small series production)
o calibration (needed for adjustment in field e.g. foot pedal calibration)
Many engine functions of the EMR3-Software are available via switches (digital or analog inputs)
and CAN-Bus. These functions are chosen from a DEUTZ-configurator called ELTAB. The output
of the configurator is the customer-specific dataset for serial production.
In factory every EMR3 is programmed with a customer-specific complete dataset + BSW. After
power calibration on the DEUTZ-testbench the EMR3 enters the status "engine specific" and
receives a barcode label with the engine number printed on.
It's forbidden to exchange EMR3-ECU's (with or without barcode

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

EMR3 6
the ECU leaves this mode the internal/external Main-Relay is shut off and terminal 30 is
disconnected from EMR3 permanently.
Basic System Functions

The following list gives an overview of the implemented EMR3-functions. Nearly all functions
described in EMR2-system are available in EMR3.
o Speed control
o All speed governor, fuel governor (Min/Max-Governor), switchable governor mode during operation,
freezing the current speed, fixed speed for synchronization or load distribution, overdrive speed
o Set point input
o nominal values
 Foot pedal and / or hand throttle
 external voltage signal (0 - 5 V)
 CAN Bus (remote electronics)
 fixed speed signal (genset operation)
 Touch control operation Up/Down (digital)
o optimal adaptation to different applications
o Torque limitation
o two top curves can be set
o P-Grad 1,2
o engine start/Stop via keypad
o Diagnose and signal output function
o measurement of the temperature and status of coolant, oil pressure, charge air temperature,
fuel temperature
o fault display and/or power reduction or switch-off-engine
o measurement of charge air pressure
o smoke limitation depending on charge air
o temperature-influenced start behaviour
o altitude correction (protect the exhaust turbocharger)
o fuel temperature compensation
o emergency running (limp home mode) with
 defect foot pedal
 defect sensor
o control the external cold start aid (heating flange, flame heating)
o data communication via network, bus system
o different interfaces for diagnosis and programming
o Blink code output
o warning of over-speeded
o simplified diagnosis

DEUTZ-Labeling EMR3-EDC7 EMR3-EDC16

Label of manufacturer EDC 7 UC 31 EDC 16 UC 40
TCD 2012 2V
engine series TCD 2015 TCD 2013 2V
TCD 2013 4V
injection system DCR® = DEUTZ Common Rail / PLD = DEUTZ Magnet-Valve
supply voltage 12 and 24 V
operating temperature -40 °C to +80 °C, cooling with air convection
mounting methods chassis, cabin chassis, cabin
main relay internal external
Max. number of
6 / 8 Zyl. @ (PLD), 4 / 6 Zyl. @ (DCR®)
cylinders
electrical plugs 89 + 36 + 16 Pins 94 + 60 Pins
environment protection
IP 6K9 (with fitted plug) IP 6K9 (with fitted plug)
category
data interface / protocol CAN / SAE J1939, ISO 9141 / KWP 2000
The following schematic diagrams show the EMR3 system in connection with the injection
system.

EMR3 8
15 = Diagnosis-, -
12 = engine main plug button, -plug, 21 = indicating
1 = fuel tank 7 = ECU
(X17) instrument
-lamp.
12a = connection
8 = high pressure harness 16 = ignition key (clamp 22 = Battery (clamp 31,
2 = prefilter
reservoir, Rail 15) 30)
ECU <-> engine
8a = DBV = high
pressure limiting valve 17 = switchable
(closed: P = 12b = customer specific function (eg. fixed
3 = fuel pump max harness speed 1-2, droop 1-2
1800bar, opened: P etc.)
max
~ 800bar)
4 = fuel filter
9 = injectors 12c = engine harness 18 = clutch switch
5 = fuel high pressure 10 = Rail pressure 13 = EGR exhaust gas 19 = e.g. foot pedal,
pump sensor recirculation (external) set point setting
14 = engine sensors
6 = FCU = 11 = exhaust turbo
( e.g. speed, coolant 20 = Signal light, -lamp
fuel control unit charger
temp., oil pressure)

Engine with DMV
1,2,3,6,7,8,9,10,11,12,13 = Engine
24 = Diagnosis plug 16 = Signal light, -lamp
sensor
4 = engine main plug 21 = ignition key (clamp 15) 15 = indicating instrument
20 = switchable function
5 = ECU 14 = Battery (clamp 31, 30)
(eg. fixed speed 1-2, droop 1-2 etc.)
22 = Diagnosis button 19 = clutch switch 17 = not used
23 = Diagnosis lamp 18 = e.g. footpedal, setpoint setting

EMR3 10
1.2.1 Control and regulation functions
Regulation of the engine torque

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

1.3 System functions

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

Injection system DCR Injection system DMV
can be named at the moment:
Control unit EDC 7 (0421 MSW project name: MSW project name:
4432) P_490_aaa P_513_bbb
Control unit EDC 16 (0421 MSW project name: MSW project name:
4367) P_491_ccc P_492_ddd
The consecutive designation aaa ... ddd indicates the development state of the software and the
connected system functions.
The part numbers (PN) refer to the date of writing this document. Changes in PN are possible.
The following DEUTZ part numbers (PN) were defined at the time this document was written:
TN ASAP TN BSW Name BSW TN EStG Name EStG
0421 4633 0421 4632 P_491_220 0421 4367 EMR3-S (ED 16UC40)
0421 5113 0421 5112 P_491_302 0421 4367 EMR3-S (ED 16UC40)
0421 5436 0421 5435 P_491_310 0421 4367 EMR3-S (ED 16UC40)
0421 5546 0421 5545 P_491_400 0421 4367 EMR3-S (ED 16UC40)
0421 4689 0421 4688 P_492_213 0421 4367 EMR3-S (ED 16UC40)
0421 4680 0421 4679 P_513_214 0421 4432 EMR3-E (ED 7UC31)
0421 5330 0421 5329 P_513_300 0421 4432 EMR3-E (ED 7UC31)

EMR3 12
1.3.1 Monitoring functions

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

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

1.3.2 Diagnosis functions

The EMR3-ECUs offer a diagnosis via
 Blink-Code
 CAN-Bus
 K-Line (SerDia)
The blink-code is described in Table of system errors 47 . With this feature, it is possible to
readout an active system error without a connected diagnosis-tool. Activating this mode is
described in Diagnosis with diagnosis button and error lamp 43 .
The CAN-Bus protocol contains the standard messages from SAE J 1939 (
http://www.sae.org/products/j1939a.htm ). Not all telegrams have been implemented. Therefore
ask your DEUTZ-Dealer or salesman (s.a. Diagnosis Functions 13 ).
Via K-Line the ECU uses the KWP2000-protocol with crypted data stream. The DEUTZ-diagnosis
tool SerDia2000 is able to read out and/or write the error memory, measurements and
parameters. The access to the ECU and the SerDia-Menu is controlled by competence classes,
which are implemented in the SerDia-Hardware-Interface. The levels are password-protected. For
each competence class the user needs an extra interface. Further information see diagnostics 42
.
The error lamp must be installed within the field of view of the operators.

EMR3 14
1.4 Interfaces
Interfaces refer generally to data transfer points. In the EMR3 system, the transferred data are
electrical signals which transport either information about engine application or engine diagnosis.
The interfaces of the EMR3 system can be divided accordingly into application interfaces and a
diagnostic interface.
Application interface engine - control unit

All the sensors installed in the engine (e.g. for oil pressure and coolant temperature) and
actuators (solenoid valves, heating flange etc.) are usually wired at the factory by laying the
individual cables in an engine cable harness at the engine adapter plug. The connecting cable
from the engine adapter plug to the engine control unit is installed by the customer. The
connecting cable can be ordered in a specified length (2.5m, 5m) from DEUTZ or can be
assembled by the customer himself.
There are no special demands on the wiring between the engine transfer plug and the control unit
but you should make sure that the power cables of the injectors are not laid directly next to the
sensor cables. Shielding the cables for these signal types is definitely an advantage. Please
observe the DEUTZ wiring instructions.
Application interface vehicle - control unit

This can be understood as the cable harness which connects the display and control elements in
the instrument panel to the engine control unit.
Here too, there are no special demands on the wiring but it is an advantage to use shielded
cables for individual signal types (CAN-bus, diagnosis, foot pedal, hand throttle, etc.).
Please pay attention to the DEUTZ-Circuit Diagrams, which are available for every
ordered engine. Please wire the communication-wires according to DEUTZ-installation-
instructions.
Diagnostic interface
The engine control units EMR3-EDC16 and EMR3-EDC7 have two interfaces via which the
control unit data hardware can access the appropriate communication hardware (e.g. SERDIA
USB interface) and diagnosis software (e.g. SERDIA). These are
 the ISO-9141 bus (with KWP-2000 protocol, only K-line),

 the CAN-bus 1 (with SAE-J-1939 protocol),
 the CAN-bus 2 (not used at the moment).
The wiring between the diagnosis socket and the engine control unit is done by the customer and
is usually integrated in the cable harness of the application interface vehicle - control unit. The
DEUTZ wiring instructions for CAN-bus cables must be observed. The ISO-9141 bus wiring
between the control unit and the communication hardware should not exceed a total length of 10
m to achieve good signal quality.
The KWP2000 protocol cannot be viewed and can only be used by the DEUTZ diagnosis
software SERDIA. The SAE-J-1939 protocol on the other hand is internationally standardised and
can be used with any CAN diagnosis hardware and software. For this, standard messages are
selected from the set of the SAE-J-1939 protocol by DEUTZ via control unit parameterization
which are sent regularly to the bus by the control unit. The configuration of the CAN messages is
determined in predefined CAN function scopes from which the customer selects a suitable one for
the engine application when ordering the engine. An adaptation of the CAN messages to
individual conditions is only possible in agreement with the DEUTZ head office.
The control unit also provides the possibility of outputting a blink code according to the currently

available errors in the event of an error. The error lamp and the diagnostic key must be
connected for a diagnosis in this case. The diagnostic button is connected to the K-line of the
ISO-9141 bus. Accidental actuation of the button during ISO communication leads to the
connection being broken and the diagnostic program must be restarted.

EMR3 16
1.4.1 Protocols
Protocols specify the process of data transmission between intelligent devices. Two protocols are
used in the EMR3 system for external communication:
 KWP 2000
Via the K-line, for diagnostic purposes
 SAE J 1939
Via the lines CAN-High and CAN-Low, for diagnostic purposes and communication between the
control units.
CAN-Bus interface
o Baud-Rate: 250 kBit/s
o Several scopes of CAN-functionalities available
o All source addresses and priorities are fixed for every single message like SAE
J1939-protocol.
o After Power up of he ECU the diagnosis starts with a delay of 10 seconds.
o Diagnosis interrupts for 30s if battery-voltage drops under 9 Volt.
o Data FFh means: not defined
o Data FEh means: not valid
Example for a CAN-Standard-Function 3100
CAN Code No. 3100Engine Type: Don't care

CAN – Function Transmit Messages, Engine Stop Request, Request
For ECU`s: EMR3 (EDC16 and EDC7)
Data Sets: CAN_3100
The CAN - BUS has got the following adjustments:

 The node address for the send message of EMR3 is 0.
 The rate of transmission is 250 kBaud
 CAN Function without Time Out detection.
 The node address for the received messages is 3.

Receive Messages:
Pos. Name DLC J1939 Identifier Repetition Identifier
Data Page Source
Priority Reserved PDUF PDUS rate
Byte 1 Bit Address Hex
3 Bit 1 Bit 1 Byte 1 Byte (msec)
(P+R+DP) 1 Byte
1 Request 3 6 0 0 (18) EA 00 3 0 18 EA 00 03
2 Engine Stop request 1 2 0 0 (08) FF 16 Ignoriert 0 08 FF 16 xx
3 Delete active Error (DM11) 0 6 0 0 (18) FE D3 3 0 18 FE D3 03
18 FE CC
4 Delete Passive Error (DM3) 0 6 0 0 (18) FE CC 3 0
03
Transmit Messages:
Pos. Name DLC J1939 Identifier Repetition Identifier
Data Page
Priority Reserved PDUF PDUS SrcAddr. RATE
Byte 1 Bit Hex
3 Bit 1 Bit 1 Byte 1 Byte 1 Byte (msec)
(P+R+DP)
1 EEC1 8 3 0 0 (0C) F0 04 0 20 0C F0 04 00
2 EEC2 8 3 0 0 (0C) F0 03 0 50 0C F0 03 00
3 EEC3 8 6 0 0 (18) FE DF 0 250 18 FE DF 00
4 Fuel economy 8 6 0 0 (18) FE F2 0 100 18 FE F2 00
5 Cruise Control 8 6 0 0 (18) FE F1 0 100 18 FE F1 00
6 Engine Temperature 8 6 0 0 (18) FE EE 0 1000 18 FE EE 00
7 Inlet/Exhaust Conditions 8 6 0 0 (18) FE F6 0 500 18 FE F6 00
8 Engine Fluid Level/Pressure 8 6 0 0 (18) FE EF 0 500 18 FE EF 00
9 Measure 1 8 6 0 0 (18) FF 04 0 200 18 FF 04 00
10 Measure 2 8 6 0 0 (18) FF 12 0 100 18 FF 12 00
11 Measure 3 8 6 0 0 (18) FF 13 0 100 18 FF 13 00
12 Measure 4 8 6 0 0 (18) FF 14 0 100 18 FF 14 00
13 Measure 5 8 6 0 0 (18) FF 1A 0 100 18 FF 1A 00
14 Measure 8 8 6 0 0 (18) FF 1D 0 100 18 FF 1D 00
15 Measure 9 8 6 0 0 (18) FF 19 0 100 18 FF 19 00
16 Limitation 8 3 0 0 (0C) FF 15 0 100 0C FF 15 00
17 Vehicle Electrical Power 8 6 0 0 (18) FE F7 0 1000 18 FE F7 00
18 Ambient Conditions 8 6 0 0 (18) FE F5 0 1000 18 FE F5 00
19 State of Input 1 8 6 0 0 (18) FF 0A 0 1000 18 FF 0A 00
20 State of Output 1 8 6 0 0 (18) FF 0B 0 1000 18 FF 0B 00
21 Engine Configuration 8 6 0 0 (18) FE E3 0 5000 18 FE E3 00
22 Engine Hours 8 6 0 0 (18) FE E5 0 Request 18 FE E5 00
23 Controller Configuration 8 6 0 0 (18) FF 0C 0 Request 18 FF 0C 00
24 Software Identification 8 6 0 0 (18) FE DA 0 Request 18 FE DA 00
25 Active Error (DM1) 8 6 0 0 (18) FE CA 0 1000 18 FE CA 00
26 Error Number (DM5) 3 6 0 0 (18) FE CE 0 Request 18 FE CE 00
Freeze Frame Parameter 18 FE CD
27 8 6 0 0 (18) FE CD 0 Request
(DM4) 00
28 Passive Error (DM2) 8 6 0 0 (18) FE CB 0 Request 18 FE CB 00
29 Multi package Transport 8 6 0 0 (18) EC FF 0 18 EC FF 00
Multi package Transport
30 8 6 0 0 (18) EB FFv03 0 18 EB xx 00
Protocol
31 Acknowledgment 8 6 0 0 (18) E8 FF 0 18 E8 FF 00

EMR3 18
1.4.2 Wiring
For a lot of work on the EMR3 system such as the device/vehicle side wiring, testing or replacing
components, system extensions, an exact knowledge of the assignment of the connecting plugs
and sockets of the system components and their correct connections with each other is
necessary. The plug assignment sketches and circuit diagrams illustrated below serve as a
reference for this.
Manufacturing of the wiring

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

In order to be able to access the EMR3 control unit with the SERDIA 2000 diagnosis software, a
connection must be made between the SERDIA-PC and the diagnostic interface of the EMR3
system. The connection is made with the interface cable HS-Light/HS-Light II from the USB port
of the PC to the DEUTZ diagnostic socket which must be mounted easily accessible on the
vehicle or device (e.g. in the instrument panel).
A diagnostic socket is the prerequisite for the possibility of using SERDIA for error
diagnosis and changing the engine configuration.
The diagnosis plug has got a connection to the CAN-Bus via PIN G and H. This
connection is not used with EDC 7 and EDC 16 and will be used in the future. The
complete diagnosis an programming is done via K-Line of the interface.
The pins M and F of the diagnostic plug may be connected like in DEUTZ-wiring-plan
described and are connected with the customer CAN-Bus. At this pins the user may
connect a DEUTZ-CAN-Display to watch the standard messages.

Circuit diagram (excerpt from the engine wiring diagram)
Pin assignment
B Battery minus (-)
A Battery plus (+)
K ISO 9141 K-Line Diagnosis
L ISO 9141 L-Line Diagnosis
M CAN 2 High (SAE J 1939)
F CAN 2 Low (SAE J 1939)
D A-Line (SAE J 1708/1587) Diagnosis
E B-Line (SAE J 1708/1587) Diagnosis

EMR3 20
1.4.2.2 Main relay

The main relay serves to release the energy supply of the vehicle/device for the EMR3 system.
 The engine control unit EMR3-EDC16 requires an external relay (see circuit diagram below).
 The engine control unit EMR3-EDC7 has an internal electronic relay.
For both control units applies: as soon as terminal 15 is not carrying battery + (i.e. the ignition is
switched off), the main relay is switched off by the control unit after approx. 1% s. The main relay
therefore separates the control unit from terminal 30 (battery +) which disconnects the power.
The switching state of the main relay can be observed in the EMR3-EDC16 directly at the relay
contact and in the EMR3-EDC7 at pin 1.13.
Technical requests for the main relay:

 min. current via switching contacts: 25A
 coil response time and fall time: < 50 ms
Connection the system with alternator pin D+

If the pin D+ of the alternator is connected to terminal 15 of the electrical system (and the
ECU), then it is recommended to install a diode with a lamp as shown in the following
pictures in the harness. Without this diode you run the risk, that after ignition off the ECU
may not shut off. The diode has to be adjusted to the maximum current on this wire.
Circuit diagram
The marking of the relay-pins is not compatible to the DEUTZ wiring diagrams.

EXAMPLE:

EMR3 22
1.4.2.3 Control Unit EMR3-EDC16

The engine control unit EMR3-EDC16 has two connecting sockets arranged on the top of the
housing:
 socket D2.1 for connecting the engine cable harness,
 socket D2.2 for connecting the vehicle/device side cable harness.
Pin assignment
Max. cable cross section: 2,5 mm², 1,5mm², 0,75 mm²
Pinout for EMR3-EDC16

Pin Signal type Function / components Remark / Technical data
D2.2.1 power supply (+)
D2.2.3 power supply (+) power supply ECUs UBat (terminal 30)

D2.2.2 power supply (–)
D2.2.4 power supply (–) power supply ECUs UGnd (terminal 31)

UBat switched (terminal 15)
D2.2.28 signal input, digital operating signal for ECU U > 4,79 V: ECU switched on
U < 3,63 V: ECU switched off
12V: 140 mA, 120 mH at 1 kHz
D2.2.72 power supply (–), switched main relay
24V: 80 mA, 350 mH at 1 kHz
D2.2.9 signal input, analog, with Pulldown-resistance footpedal (setpoint)1 Uin= 0...5 V, Rdown = 100 kW
D2.2.22 power supply (+) footpedal (setpoint)1 Uout = 5 V
D2.2.30 power supply (–) footpedal (setpoint)1 Intern with UGnd connected
external switch to UGnd,

D2.2.58 signal input, digital, with Pullup-resistance idle switch footpedal1 Rup = 100 kW, Ulow = 2,1 V,
Uhigh = 3,9 V
D2.2.31 signal input, analog, with Pulldown-resistance handthrottle (setpoint) 2 Uin = 0...5 V, Rdown = 100 kW
D2.2.46 power supply (+) handthrottle (setpoint) 2: Uout = 5 V
D2.2.8 power supply (–) handthrottle (setpoint) 2: Intern with UGnd connected

D2.2.81 signal input, digital, with Pullup-resistance idle switch footpedal2 Rup = 100 kW, Ulow = 2,1 V,
Uhigh = 3,9 V
D2.2.10 power supply (–) Temperature sensor 2 (optional) internal with UGnd connected
D2.2.11 signal input, analog,with Pullup-resistance Temperature sensor 2 (optional) Uin = 0...5 V, Rup = 1,3 kW

D2.2.12 power supply (–) Oil level sensor internal with UGnd connected
D2.2.13 signal input, analog,with Pullup-resistance Oil level sensor Uin = 0...5 V, Rup = 1,28 kW
D2.2.45 power supply (+) Oil level sensor Uout = 5 V
D2.2.14 power supply (–) multiple state switch for speed internal with UGnd connected
D2.2.15 signal input, analog,with Pullup-resistance multiple state switch for speed Uin = 0...5 V, Rup = 2,3 kW
D2.2.86 power supply (–) multiple state switch for droop internal with UGnd connected
D2.2.89 signal input, analog,with Pullup-resistance multiple state switch for droop Uin = 0...5 V, Rup = 2,3 kW
external switch to UBat ,

D2.2.17 signal input, digital, with Pulldown-resistance break switch Rdown = 6,8 kW, Ulow = 2,2 V,
Uhigh = 3,7 V
external switch zu UBat ,

D2.2.80 signal input, digital, with Pulldown-resistance break switch Rdown = 6,8 kW, Ulow = 2,2 V,
Uhigh = 3,7 V

D2.2.40 signal input, digital, with Pulldown-resistance clutch switch Rdown = 6,8 kW, Ulow = 2,2 V,
Uhigh = 3,7 V

D2.2.54 signal input, digital, with Pulldown-resistance exhaust gas break switch Rdown = 6,8 kW, Ulow = 2,2 V,
Uhigh = 3,7 V

D2.2.43 signal input, digital, with Pulldown-resistance Engine start switch Rdown = 6,8 kW, Ulow = 2,2 V,
Uhigh = 3,7 V

intake air differential pressure R
D2.2.77 signal input, digital, with Pulldown-resistance
switch down = 6,8 kW, Ulow = 2,2 V,
Uhigh = 3,7 V

D2.2.52 signal input, digital,with Pullup-resistance switch (customer-specific) Rup = 5 kW, Ulow = 2,2 V,
Uhigh = 3,7 V

D2.2.19 signal input, digital,with Pullup-resistance Override switch Rup = 5 kW, Ulow = 2,3 V,
Uhigh = 3,7 V

D2.2.79 signal input, digital,with Pullup-resistance coolant level switch Rup = 6,8 kW, Ulow = 2,2 V,
Uhigh = 3,7 V

D2.2.87 signal input, digital,with Pullup-resistance governor mode switch Rup = 6,8 kW, Ulow = 2,2 V,
Uhigh = 3,7 V

D2.2.57 signal input, digital,with Pullup-resistance droop switch Rup = 5 kW, Ulow = 2,2 V,
Uhigh = 3,7 V
0,3 A at 12 V, 4 W at 24 V
D2.2.55 power supply (+), switched diagnosis lamp
switch-on current 0,9 A
D2.2.71 power supply (–), switched Oil alarm lamp 0,3 A at 12 V, 4 W at 24 V
D2.2.51 power supply (+), switched Oil alarm lamp switch-on current 0,9 A

EMR3 24

engine running or boost temp
D2.2.7 power supply (+), switched
lamp 0,3 A at 12 V, 4 W at 24 V
engine running or boost temp switch-on current 0,9 A
D2.2.94 power supply (–), switched
lamp
D2.2.29 power supply (+), switched Alarm lamp (customer-specific) Uout = UBat , Imax = 6 A
0,3 A at 12 V, 4 W at 24 V
D2.2.70 power supply (–), switched Temperature alarm lamp
0,3 A at 12 V, 4 W at 24 V
D2.2.92 power supply (–), switched heater lamp
D2.2.63 power supply (–) fuel filter water level sensor internal with UGnd connected
D2.2.64 signal input, analog,with Pullup-resistance fuel filter water level sensor Uin = 0...5 V, Rup = 120 kW
D2.2.76 power supply (–) Oil Temperature sensor internal with UGnd connected
D2.2.66 signal input, analog,with Pullup-resistance Oil Temperature sensor Uin = 0...5 V, Rup = 1,28 kW

D2.2.75 signal input, digital,with Pullup-resistance velocity sensor Rup = 6,8 kW, Ulow = 2,2 V,
Uhigh = 3,7 V
D2.2.53 power supply (–) velocity sensor internal with UGnd connected
signal output, digital (PWM),with Pullup- Imax = 50 mA, fmax 5kHz,

D2.2.48 engine speed sensor
resistance, minus-switched Standard: 60 Impulse/Rotation
D2.2.23 power supply (+) Fan speed sensor UOut = 5 V
D2.2.84 signal input, digital,with Pullup-resistance Fan speed sensor Imax = 20 mA, fmax = 1 kHz
D2.2.59 power supply (–) Fan speed sensor internal with UGnd connected
R > 30 W at 24 V
D2.2.73 power supply (+) Fan control R > 10,6 W at 12 V
L = 15...80 mH
switch-on current 1,9 A at 16 V
(15 Minutes)
D2.2.90 power supply (–), switched Fan control fmax = 300Hz
fmin = 15Hz

D2.2.83 signal input, digital,with Pullup-resistance PDM-setpoint Rup = 100 kW, Ulow = 2,1 V,
Uhigh = 3,9 V
D2.2.85 power supply (–) PDM-setpoint internal with UGnd connected
Temperature sensor (customer- U = 0...5 V, R = 1,3 kW

D2.2.32 signal input, analog,with Pullup-resistance in up
specific)
Temperature sensor (customer- internal with U
specific) Gnd connected
exhaust gas Temperature U = 0...5 V, R = 11,05 kW

D2.2.34 signal input, analog,with Pullup-resistance in up
sensor
exhaust gas Temperature internal with U
sensor Gnd connected
D2.2.26 signal output, digital PDM-output (customer-specific) Imax = 50 mA, fmax = 1 KHz
D2.2.39 power supply (–) PDM-output (customer-specific) internal with UGnd connected
PDM-output torque (customer- I

D2.2.27 signal output, digital
specific) max = 50 mA, fmax = 300 Hz

D2.2.74 signal input, digital, with Pulldown-resistance switch (customer-specific) Rdown = 6,8 kW, Ulow = 2,2 V,
Uhigh = 3,7 V

D2.2.24 power supply (+) Sensor (customer-specific) UOut = 5 V
D2.2.36 signal input, analog,with Pullup-resistance Sensor (customer-specific) Uin = 0...5 V, Rup = 680 kW
D2.2.37 power supply (–) Sensor (customer-specific) internal with UGnd connected.
D2.2.61 Communication, CAN low CAN-Bus 2, for customer

D2.2.62 Communication, CAN high application
D2.2.60 Communication, CAN low

CAN-Bus 1, for diagnosis tasks
D2.2.82 Communication, CAN high
D2.2.25 Communication, K-Line ISO-9141-Bus
D2.1.23 power supply (–) boost pressure sensor internal with UGnd connected
D2.1.40 signal input, analog,with Pullup-resistance boost pressure sensor Uin = 0...5 V, Rup = 680 kW
D2.1.14 power supply (+) boost pressure sensor UOut = 5 V
D2.1.53 signal input, analog,with Pullup-resistance boost temperature sensor Uin = 0...5 V, Rup = 1,28 kW
D2.1.20 Shield Cam shaft speed sensor internal with UGnd connected
signal input (+), digital, with Schmitt-Trigger

D2.1.10 Cam shaft speed sensor
with Threshold-Application
Inductive sensor, Uin = 0,2...80 V~
signal input (–), digital, with Schmitt-Trigger
D2.1.50 Cam shaft speed sensor
D2.1.41 power supply (–) coolant Temperature sensor internal with UGnd connected
D2.1.58 signal input, analog,with Pullup-resistance coolant Temperature sensor Uin = 0...5 V, Rup = 1,28 kW
D2.1.7 Shield crank shaft speed sensor internal with UGnd connected
signal input (–), digital, with Schmitt-Trigger

D2.1.12 crank shaft speed sensor
Inductive sensor, Uin = 0,2...80 V~
signal input (+), digital, with Schmitt-Trigger
D2.1.27 crank shaft speed sensor
power supply (–), switched, with recovery R > 42 W at 24 V

D2.1.45 diode to UBat exhaust gas break valve control R > 14 W at 12 V
L < 480 mH at 12 V
D2.1.29 power supply (+), switched exhaust gas break valve control
for 12-V-applications:
IOut = 1,7 A at Vbat = 14,4 V,
L = 160 mH, f = 300 Hz,
internalal exhaust gas break or L = 10 mH, f = 1 Hz,
D2.1.60 power supply (–), switched
EGR for 24-V-applications:
L = 600 mH, f = 300 Hz,
L = 44 mH, f = 1 Hz
D2.1.49 power supply (–), switched fuel control unit (FCU, MPROP) UOut = UBat , Imax = 5 A
D2.1.19 power supply (+) fuel control unit (FCU, MPROP)

fuel Temperature sensor or
D2.1.39 power supply (–) crankshaft housing pressure internal with UGnd connected
sensor
fuel Temperature sensor or
D2.1.52 signal input, analog,with Pullup-resistance crankshaft housing pressure UIn = 0...5 V, Rup = 1,28 kW
sensor
fuel valve flame starting or INenn = 1,3 A at 24 V

D2.1.59 power supply (–), switched or PWM-Signal
external EGR L = 0...15 mH at 24 V

EMR3 26

fuel valve flame starting or
external EGR
D2.1.54 power supply (–) fuel low pressure sensor internal with UGnd connected
D2.1.57 signal input, analog,with Pullup-resistance fuel low pressure sensor UIn = 0...5 V, Rup = 680 kW
D2.1.11 power supply (+) fuel low pressure sensor UOut = 5 V
max. 130 mH
D2.1.24 power supply (+) heater relay
2A at 12 V, 1,5A at 24V
D2.1.34 power supply (–), switched heater relay
external switch depending on
Mass,
D2.1.21 signal input, digital,with Pullup-resistance sense for heater relay Rup = 6,8 kW, Ulow = 2,2 V,
Uhigh = 3,7 V
D2.1.51 power supply (–) Oil pressure sensor internal with UGnd connected
D2.1.13 power supply (+) Oil pressure sensor UOut = 5 V
D2.1.56 signal input, analog,with Pullup-resistance Oil pressure sensor UIn = 0...5 V, Rup = 6,81 kW
D2.1.8 power supply (–) Rail pressure sensor internal with UGnd connected
D2.1.43 signal input, analog,with Pullup-resistance Rail pressure sensor UIn = 0...5 V, Rup = 4,6 kW
D2.1.26 power supply (+) Rail pressure sensor UOut = 5 V
D2.1.30 power supply (+), switched Starter relay Lmax = 130 mH, Imax = 6 A
D2.1.15 power supply (–), switched Starter relay

Rup = 6,8 kW, Ulow = 2,2 V,
D2.1.35 signal input, digital,with Pullup-resistance engine stop switch (optional)
Uhigh = 3,7 V
D2.1.22 power supply (–) External EGR (optional) internal with UGnd connected
crankshaft housing pressure U

sensor (optional) Out = 5 V
Injector 1 (Y15.1), 3 (Y15.3) and

D2.1.16 power supply (+) DCR, 4 and 6 cylinder
5 (Y15.5) = Y15.1/3/5 Bank 1
Injector 2 (Y15.2), 4 (Y15.4) and
D2.1.1 power supply (+) DCR, 4 and 6 cylinder
6 (Y15.6) = Y15.2/4/6 Bank 2
D2.1.47 power supply (–) Injector 1 Y15.1 DCR, 4 and 6 cylinder
D2.1.33 power supply (–) Injector 5 Y15.5 DCR, 6 cylinder
D2.1.46 power supply (–) Injector 6 Y15.6 DCR, 6 cylinder
The table above illustrates the maximum assignment of the control unit pins. However, in
practice, not all the named pins are actually assigned. Pins which are not listed are generally not
used by the EMR3 system. (See circuit diagram)

1.4.2.4 Control Unit EMR3-EDC7

The engine control unit EMR3-EDC7 has three connecting sockets arranged on the top of the
housing:
 socket D2.1 for connecting the vehicle/device side cable harness,
 socket D2.2 for connecting the engine cable harness for sensors and actuators,
 socket D2.3 for connecting the engine cable harness for the fuel measuring unit and fuel
injectors.
Pin assignment
Max. cable cross section: 2,5 mm², 0,75 mm²
Pinbelegung für das Steuergerät EMR3-EDC7

Pin Pinart / Signalart Funktion / Komponente Bemerkungen / Technische Daten
D2.1.2 Power supply (+)
Power supply ECU UBat (terminal 30)
D2.1.5 Power supply (–)
Power supply ECU UGnd (terminal 31)
UBat switched (terminal 15)
D2.1.40 signal input, digital Operating signal for ECU U > 3,35 V: ECU switched on
U < 2,81 V: ECU switched off
D2.1.77 Power supply (+) footpedal (setpoint)1 UOut = 5 V
D2.1.78 Power supply (–) footpedal (setpoint)1 Internal with UGnd connected

EMR3 28

signal input, analog, with Pulldown Uin = 0...5 V, Rdown = 100 kW
D2.1.79 resistance footpedal (setpoint)1

signal input, digital, with Pullup Rup = 100 kW, Ulow = 2,4 V,
D2.1.48 resistance idle switch footpedal 1
Uhigh = 3,6 V
D2.1.60 Power supply (+) handthrottle (setpoint) 2 UOut = 5 V
D2.1.59 Power supply (–) handthrottle (setpoint) 2 internal with UGnd connected
signal input, analog, with Pulldown Uin = 0...5 V, Rdown = 100 kW

D2.1.61 resistance handthrottle (setpoint) 2

D2.1.80 resistance idle switch footpedal 2
Uhigh = 3,6 V
D2.1.50 Power supply (–) multiple state switch for speed internal with UGnd connected
signal input, analog, with Pullup Uin = 0...5 V, Rup = 3,4 kW

D2.1.43 resistance multiple state switch for speed
D2.1.65 Power supply (–) multiple state switch for droop internal with UGnd connected

D2.1.62 resistance multiple state switch for droop
multiple state governor mode internal with U

D2.1.76 Power supply (–) switch Gnd connected
signal input, analog, with Pullup multiple state governor mode U = 0...5 V, R = 3,4 kW
D2.1.44 resistance switch in up
D2.1.29 Power supply (–) Common potential for switch internal with UGnd connected

signal input, digital, with Pullup Rup = 4,1 kW, Ulow = 2,2 V,
D2.1.32 resistance Override switch
Uhigh = 3,8 V

D2.1.55 resistance coolant temperature switch
Uhigh = 3,6 V

D2.1.86 resistance droop switch
Uhigh = 8,7 V
D2.1.21 Power supply (+) Common potential for switch UOut = UBat, Imax = 10 A

signal input, digital, with Pulldown Rdown = 4,1 kW, Ulow = 2,2 V,
D2.1.41 resistance Engine stop switch
Uhigh = 3,8 V

D2.1.49 resistance break switch
Uhigh = 3,8 V

signal input, digital, with Pulldown Rdown = 4,1 kW, Ulow < 0,28 x UBat ,
D2.1.42 resistance air differential pressure switch
Uhigh > 0,68 x UBat

D2.1.47 resistance exhaust gas break switch
Uhigh = 3,8 V


D2.1.74 resistance engine start switch
Uhigh > 0,68 x UBat

D2.1.85 resistance switch (customer-specific)
Uhigh > 0,68 x UBat
D2.1.21 Power supply (+) Common potential for switch UOut = UBat, Imax = 10 A
D2.1.70 Power supply (–) velocity sensor internal with UGnd connected
Ri = 3,1 kW, Ulow = 1,0 V,

D2.1.71 signal input, digital, with comparator velocity sensor Uhigh = 5,42 V
fmax= 5 kHz
signal output, digital (PWM), with Imax = 50 mA, fmax = 5 kHz,

D2.1.33 Pullup resistance, minus-switched Engine speed
Standard: 60 Impulse/Rotation
D2.1.22 Power supply (+) diagnosis lamp 0,3 A at 12 V, 4 W at 24 V
D2.1.30 Power supply (–), switched diagnosis lamp 0,9 A
D2.1.13 Power supply (+) Common potential for alarm lamp UOut = UBat, Imax = 10 A
0,3 A at 12 V, 4 W at 24 V
D2.1.20 Power supply (–), switched Oil pressure/oil level alarm lamp
fuel filter/air filter/ fuel pressure 0,3 A at 12 V, 4 W at 24 V
D2.1.38 Power supply (–), switched
alarm lamp switch-on current 0,9 A
coolant temperature/coolant level 0,3 A at 12 V, 4 W at 24 V
alarm lamp switch-on current 0,9 A
Heater control lamp 0,3 A at 12 V, 4 W at 24 V

engine running or boost temp 0,3 A at 12 V, 4 W at 24 V
D2.1.56 Power supply (–), switched lamp switch-on current 0,9 A
D2.1.17 Power supply (–), switched Start relay Lmax = 130 mH
D2.1.37 Power supply (+), switched Start relay Imax = 2 A
D2.1.68 Power supply (+) Fan speed sensor UOut = 5 V
D2.1.67 Power supply (–) Fan speed sensor Intern with UGnd connected
D2.1.69 signal input, digital Fan speed sensor fmax = 1 kHz
R > 30 W at 24 V
D2.1.14 Power supply (+) fan control R > 10,6 W at 12 V
L = 15...80 mH
switch-on current 1,9 A at 16 V
D2.1.15 Power supply (–), switched fan control (15 Minutes)
fmax = 300 Hz, fmin = 15 Hz
exhaust gas temperature sensor Intern with U

or cylinder temperature sensor Gnd connected

D2.1.25 resistance exhaust gas temperature sensor
D2.1.28 Power supply (–) Oil temperature sensor Intern with UGnd connected
Power supply (+) and signal input, Uin = 0...5 V, Rup = 1,35 kW
D2.1.27 analog, with multiplier Oil temperature sensor
Power supply (+) and signal input,

D2.1.26 analog Oil level sensor constant current source 247mA
D2.1.72 Power supply (–) Oil level sensor Intern with UGnd connected
PDM-output torque (customer- I

D2.1.23 Power supply (–), switched specific) max = 50 mA, fmax = 300 Hz
D2.1.51 Power supply (–), switched PDM-output (customer-specific) Imax = 50 mA, fmax = 1 kHz

EMR3 30

D2.1.57 Power supply (+) actuator (customer-specific) UOut = UBat, Imax = 2,4 A,
D2.1.16 Power supply (–), switched actuator (customer-specific) Lmax = 130 mH
signal input, analog, with voltage Uin = 0...5 V, Rin = 100 kW

D2.1.81 divider Sensor (customer-specific)
D2.1.82 Power supply (+) Sensor (customer-specific) UOut = 5 V
D2.1.83 Power supply (–) Sensor (customer-specific) Intern with UGnd connected
D2.1.34 communication, CAN low CAN-Bus 2, for customer

D2.1.35 communication, CAN high applications
D2.1.52 communication, CAN low

CAN-Bus 1, for diagnosis tasks
D2.1.53 communication, CAN high
D2.1.89 communication, K-Line ISO-9141-Bus
Power supply (+), switched Common potential for U

D2.2.3 Bat
components
L = 130 mH
pre-heater relay or flame glow max
D2.2.7 Power supply (–), switched plug R > 6 W at 12 V
R > 16 W at 24 V
signal input, digital, with Pullup external switch depending on mass,
D2.2.8 sense for heater relay Rup = 5 kW
resistance
INenn = 0,75 A at 24 V
D2.2.4 Power supply (+), switched fuel valve flame starting
L = 14,5...15 mH at 24 V
fuel valve flame starting or Intern with U
external EGR (optional) Gnd connected

D2.2.3 Bat
components
R > 42 W at 24 V
D2.2.6 Power supply (–), switched exhaust gas break valve control R > 14 W at 12 V
L < 480 mH at 12 V
D2.2.10 Power supply (–) and Shield cam shaft speed sensor Intern with UGnd connected
signal input (+), digital, with Schmitt- cam shaft speed sensor Inductive sensor, Uin = 0,2...80 V~
D2.2.9
Trigger with Threshold-Application
D2.2.19 Power supply (–) and Schirm crank shaft speed sensor Intern with UGnd connected
signal input (+), digital, with Schmitt- crank shaft speed sensor Inductive sensor, Uin = 0,2...80 V~
D2.2.23
Trigger with Threshold-Application
Rail pressure sensor or
D2.2.12 Power supply (–) crankshaft housing pressure Intern with UGnd connected
sensor
Rail pressure sensor or
D2.2.13 Power supply (+) crankshaft housing pressure UOut = 5V, Imax = 50 mA
sensor
signal input, analog, with Pullup Rail pressure sensor or

D2.2.14 resistance crankshaft housing pressure Uin = 0...5 V, Rup = 5,6 kW
sensor
D2.2.15 resistance coolant temperature sensor
D2.2.26 Power supply (–) coolant temperature sensor Intern with UGnd connected
D2.2.16 Power supply (+) fuel low pressure sensor UOut = 5 V
D2.2.18 Power supply (–) fuel low pressure sensor Intern with UGnd connected

D2.2.22 resistance fuel low pressure sensor
D2.2.18 Power supply (–) fuel temperature sensor Intern with UGnd connected

D2.2.35 resistance fuel temperature sensor


Temperature sensor 1 (customer- Intern with U
signal input, analog, with Pullup Temperature sensor 1 (customer- U = 0...5 V, R = 1,3 kW
D2.2.29 resistance in up
specific)
D2.2.32 Power supply (+) oil pressure sensor UOut = 5 V

D2.2.27 resistance oil pressure sensor
D2.2.24 Power supply (–) oil pressure sensor Intern with UGnd connected
D2.2.24 Power supply (–) Fuel filter water level sensor Intern with UGnd connected
signal input, analog, with Pullup Uin = 0...5 V, Rup = 120 kW

D2.2.28 resistance Fuel filter water level sensor
boost pressure sensor/boost U

temperature sensor Out = 5V
boost pressure sensor/boost Intern with U
temperature sensor Gnd connected
signal input, analog, with Pullup Uin = 0...5 V, Rup = 680 kW

D2.2.34 resistance boost pressure sensor

D2.2.36 resistance boost temperature sensor

D2.2.3 Bat
components
fuel valve flame starting or Intern with U
external EGR (optional) Gnd connected
signal output, ddigital (PWM), minus- Imax = 50 mA, f = 200 Hz

D2.2.11 switched External EGR (optional)
Engine stop switch (optional) or Intern with U

customer-specific switch Gnd connected
signal input, analog, with Pullup Engine stop switch (optional) or U = 0...5 V, R = 1,1 kW
D2.2.21 resistance in up
customer-specific switch
Speed sensor (customer- Intern with U
D2.2.20 Power supply (–) and shield
signal input (+), digital, with Schmitt- Speed sensor (customer- Inductive sensor, U = 0,2...50 V~
D2.2.30 in
Trigger with Threshold-Application specific)
for 12-V-applications:
L = 160 mH, f = 300 Hz,
Internal exhaust gas break or L = 10 mH, f = 1 Hz,
D2.2.1 Power supply (–), switched internal EGR for 24-V-applications:
L = 600 mH, f = 300 Hz,
L = 44 mH, f = 1 Hz
injector 1 (Y15.1), 3 (Y15.3), 5
Power supply (+) DCR 4 and 6 cylinder,
D2.3.4 (Y15.5) and 7 (Y15.7) =
DMV 6 and 8 cylinder
Y15.1/3/5/7 Bank 1
injector 2 (Y15.2), 4 (Y15.4) 6
D2.3.3 Power supply (+) (Y15.6) and 8 (Y15.8) = DCR 4 and 6 cylinder,
Y15.2/4/6/8 Bank 2 DMV 6 and 8 cylinder
injector 1 Y15.1 DCR 4 and 6 cylinder,





EMR3 32
injector 5 Y15.5 DCR 6 cylinder,

injector 6 Y15.6 DCR 6 cylinder,

D2.3.7 Power supply (–) injector 7 Y15.7 DMV 8 cylinder
D2.3.8 Power supply (–) injector 8 Y15.8 DMV 8 cylinder
D2.3.9 Power supply (+) fuel control unit (FCU, MPROP) UOut = UBat, Imax = 1,3 A
D2.3.10 Power supply (–), switched fuel control unit (FCU, MPROP)
The table above illustrates the maximum assignment of the control unit pins. However, in
practice, not all the named pins are actually assigned. Pins which are not listed are generally not
used by the EMR3 system.(See Circuit diagram)

1.4.2.5 Circuit Diagrams
The following plans are a compendium of a great amount of plans, that are created for every
application. For your own application you have to contact DEUTZ for a specific circuit diagram.
The circuit diagrams are also in ELTAB available.

EMR3 34
Example engine wiring diagram TCD 2013 L6 4V with EDC 16

Example engine wiring diagram TCD 2015 L6 6V with EDC 7

EMR3 36
Example engine wiring diagram TCD 2013 L6 4V with EDC7

Example engine wiring diagram TCD 2012/13 L6 2V with EDC16

EMR3 38
Example engine wiring diagram EDC16 Vehicle side

Example engine wiring diagram EDC16 Vehicle side coldstart

EMR3 40
Example engine wiring diagram EDC16 Vehicle side heatingflange

Example engine wiring diagram EDC7

EMR3 42
1.5 Diagnostics
The aim of every engine diagnosis is the quick detection of system errors as a precondition for
efficient, low-cost services.
The self and system diagnosis carried out permanently by the ERM3 engine control unit in
connection with entries in the error memory provides an efficient tool here. For diagnosis in cases
in which no error is indicated but the engine still exhibits a malfunction, the control unit provides
possibilities for monitoring and recording measured values and displaying and modifying
parameterization data of the engine control unit via its diagnostic interface.
The diagnosis tool recommended by DEUTZ is the PC software SERDIA2000 which offers all
functions necessary for diagnosis, setting and repair work on the EMR3 system. SERDIA2000
enables display and recording of measured values, display, editing, reading (from PC files) and
writing (in PC files) of parameterization data or display and deletion of the error memory content.
It should be noted that the possibilities which SERDIA offers the service technician depend on the
competence level of the connecting cable with which the connection between the SERDIA-PC
and the EMR3 diagnostic socket is made.
The SERDIA software and the interface cable can be ordered from the DEUTZ sales partner:
WILBÄR
Wilhelm Bäcker GmbH & Co.KG
Postfach 140580
42826 Remscheid
Germany
Email: info@wilbaer.de
Fax: 0049 (0)2191 - 9339 -200
Tel.: 0049 (0)2191 - 9339 - 0
For further information see also DEUTZ - Technical Circular 0199 - 99 - 1166/0 EN.

1.5.1 Diagnosis with diagnostic button and error lamp

The SERDIA2000 software is the first choice for all diagnosis tasks. The two elementary tasks of
displaying active system errors and clearing the error memory can also be carried out with the
diagnostic key and error lamp however.
Blink-Code-Modus to activate
The Blink-Code shows all the errors in the memory, including the passive errors. To start the
query of the Blink-Code, the terminal 15 of ECU must be switched off (ignition off) at first. Then,
while switching on the terminal 15 (ignition on), press the diagnosis button at the same time for 1
second. Different Blink-Codes are listed in the error code list.
Displaying system errors by blink code

If there is at least one active system error in the error memory of the EMR3 engine control unit, it
is indicated automatically by an evenly flashing error lamp (for serious system errors) or steadily
lit error lamp (for less serious system errors). In this case the output of the error cause can be
initiated in the form of blink codes (blink sequences according to the scheme i x short blink, j x
long blink, k x short blink). Which blink codes exist and what they mean can be seen in the table
of system errors 47 .
Reading out the blink codes for the active system errors requires the following steps:
 Keep the diagnostic key pressed (for 1 to 3 s) until the flashing or steady light extinguishes.
 Observe the blink code of the first or next active error after approx. 2 s.
 Wait until the error lamp shows the original flashing or steady light again after approx. 5 s.
By repeatedly performing this sequence, all the active system errors can be called. If reading out
is continued after calling the last error, the output starts again with the first error.
Example: 1 x short blinking, 2 x long blinking, 8 x short blinking = blink code 1-2-8; this blink code
indicates a break or short-circuit in the wiring of the charge air temperature sensor. The time
sequence of the blink signals is shown in the figure below:

EMR3 44
1.5.2 Diagnosis with SERDIA
Error memory
When looking for the cause of a fault in the EMR3 system, it worth to taking a look at the error
memory of the engine control unit. The following figure shows the window of the EMR3 error
memory in SERDIA2000:
LOGIN window for Level 3

Error memory 2- window (Superuser-Access and Level 3 + PWD -

Access)
Password for Error memory 2 and Level 3 access
No errormemory 2 - access, because of exceeding 50 engine hours
In EMR3-ECU-Error memory, the errors are shown with the notes location (affected components
or EMR3-function), type (mode of error), status (active or passive) and frequency. Additionally
every error has got environmental data from the first appearance and the last appearance.

EMR3 46
Interim values are nor stored. The environment data contain the measurements engine speed,
boost pressure, torque, load, coolant temp, velocity, rail pressure, battery voltage, injection mass
and engine hours. The variables "DTC-Status, type 1, type 2" are only for internal use.
Measured values and parameterization

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

SerDia2000 is able to manage both errormemories in ECU. The following competence-classes
(Levels) have been implemented.
SerDia-
Level 1 Level 2 Level 3 Level 3A = 4 Level 3AS = 5
Interface
display and display and display and display and display and
Errormemory 1
delete delete delete delete delete
display, delete display, delete
with interface- with interface-
display and
password only password only
Errormemory 2 no display no display delete without
and within the and within the
limitation
first 50 first 50
enginehours enginehours

1.5.3 Table of system errors

The following tables list the system errors which are detected and handled by the EMR3 engine
control unit.
The data from the "Cause of error" and "SERDIA error no." columns correspond to the error
locations displayed in the SERDIA error memory window.
"Prio" means that the errors are prioritised. A maximum of 10 active errors are displayed
simultaneously in the EDC control unit. If more active errors exist
the errors with higher priority are displayed first. Only when these errors have been eliminated,
those with lower priority "follow"
into the SERDIA error window.
The tables of system errors ( = DTC-List = diagnostic trouble code list ) are not
implemented in the PDF-Document of this system description. See extra PDF-document
"DTC-List EMR3" in DEUTZ-GLOBAL-SIS.
The error memory of EMR3-ECUs can save only a limited size number of errors. If the
error memory is full, the saved error with low priority will be replaced with the new
appeared error with high priority.

EMR3 48
1.6 Technical data

In the following you will find a list of technical data for the engine control unit of the EMR3
system.
EMR3-EDC16 EMR3-EDC7
12 V DC and 24 V DC,
Supply voltage, working area 8 - 32 V DC, 9 - 32 V DC,
enginestart from 6 V on
protected against polarity reversal, if Ubat+ is protected as described in DIN 8820
Electrical protection short circuit protection of any Pins against Ubat+ or Ubat–, if Ubat+ is protected as
described in DIN 8820
10 m @ harness environment 12 m @ harness environment temperature 85
Max. distance between ECU and temperature 85 °C and if power-supply is °C
engine wired parallel with and if power-supply is wired parallel with
diameter 3 x 2,5 mm². diameter 4 x 2,5 mm².
clamp 15 is OFF clamp 15 is OFF
I < 35 mA at 12 V / 24 V I < 7,5 mA at 12 V / 24 V
Current consumption without load clamp 15 is ON clamp 15 is ON
I < 260 mA at 12 V, I < 180 mA at 24V I < 350 mA at 12 V, I < 260 mA at 24 V
IRMS = 2 A IRMS = 7,5 A
Electrical grounding chassis is connected via RC-Network with internal electric-ground-potential.

with connected injection system: ca. 8 W with connected injection system: ca. 12,5 W
Max. power consumption
with connected external loads: ca. 15 W with connected external loads:: ca. 12,5 W
Max permissible temperature range -40°C to +85°C
Max permissible storing

-40°C to +40°C (10 years), +40° to + 70°C (2000h)
temperature range
Dimensions without plug 203 mm x 167 mm x 38 mm 260 mm x 218 mm x 70 mm

Dimensions with not connected
203 mm x 254 mm x 38 mm 260 mm x 218 mm x ca.150 mm
plug
Weight 0,7 kg without plug 1,6 kg without plug
Mounting cabin mounted (not engine mounted), cooling via air convection
Data memory data-conservation < 10 years
Humidity < 95% (at +40°C), Standard: DIN-IEC 60068-2-2
Environment protection IP 69K, Standard: DIN 40050

acceleration: < 1000 m/s² @ 6 ms (max. 3 times),
Internal strength against shock
Standards: DIN IEC 60068-2-27, DIN 40046
Internal strength against shock < 1,6 mm at 10...25 Hz, < 12,00 g [m/s2] at 100 Hz, < 6,00 g [m/s2] at 400 Hz
Chemical resistance Resistant against substances, that are used for engines
ECU housing Aluminum, diescasting, not varnished
Diagnosis interface ISO 9141 K-Line
Data interface 2 x CAN-Bus, SAE-J1939

engine side: 1x 36-polig, 1 x 16-polig, engine side 1x 60-polig,
Plug connection
vehicle side: 1x 89-polig vehicle side:: 1x 94-polig
EMC-terms of reference EU 89/336/EWG,
EMC ISO 11541, ISO 11542, ENV 50204, EN 61000-4-3
up to 100 V/m ISO 7637, EN 61000, VDE 0879
salt atomized spray: according to DIN EN 60068-2-11
Environment resistance industrial environment DIN EN 60068-2-38 / -2
temperature variation: DIN EN 60068-2-14


EMR3 50
Dimension of ECU EMR3-EDC7

Dimension of ECU EMR3-EDC16

EMR3 52
Installation instructions
(Excerpt. For complete binding specification on fastening and installation position, among other
things, see DEUTZ installation guideline)
It must be ensured that no water can get into the control unit through the pipes.
The pressure compensation (DAE) element and the sealing area may not be immersed in
water.
The control unit may not bounce in the vehicle.
The cable harnesses must be secured mechanically in the area in which the control unit is
installed (distance < 150 mm). It must be ensured that the cable harnesses are excited
with equal phase to the control unit (e.g. by fastening to the screw point of the control
unit).

1.7 Glossary
DCR®
DEUTZ Common Rail. Injection system with central high pressure generation and pressure
storage (in the rail).
DMV
DEUTZ solenoid valve: Injection system with high pressure generation per cylinder according to
the pump-line nozzle principle.

EMR3 54
2 ChangeHistory
Version Date Chapter Description Revised by
1.2.4 16.01.2008 Diagnosis plug Pinning (A,B) changed Fi
1.3.1 10.03.2008 all Text revised and error correction Ko
Text revised and error correction,
1.4.1 21.04.2008 all Fi
Chapter 1.5 was deleted.

Index 56
Keywords EMC 48
EMR3-EDC16 22, 48
EMR3-EDC7 27, 48
engine control system 3
-A- engine control unit 3

engine torque 10
environment resistance 48
alternator pin D+ 20 error list 47
application data 3 error memory 43
application interface 14 errormemory 44
-B- errormemory 1 44
errormemory 2 44
errormemory 2 access 44
basic system function 3 errormemory window 47
Baud-Rate 16 external torque 10
Blink-Code 13, 43
-C- -F-
FMI-Codes 47
cable cross section 22, 27 function 3
CAN-Bus 13, 14, 16
CAN-Bus error monitoring 16 -H-
CAN-Bus interface 16
change history 54 hardware 3
circuit diagram 14, 33 heater flange 12
cleaning job 1
complete dataset 3 -I-
control unit 11
Crimp connection 18 injection system 11
current consumption 48 Installation Guideline 1
customer wiring 1 Installation guideline electronics 14
-D- installation instruction 48

ISO-9141-Bus 14
DCR 3, 53 -K-
DEUTZ ROAD-MAP 3
diagnosis 13 K-Line 13
Diagnosis button 14, 43 KWP 2000 16
Diagnosis circuit diagram 18 KWP2000-Protocol 13
diagnosis interface 14
Diagnosis socket 14, 18 -M-
Diagnosis tool 42
dimension 48 main relay 20
main software (BSW) 3
-E-
-P-
early detection of error 12
EDC 7 27 partial dataset 3
EDC16 22 pin assignment 22, 27
electrical welding 1 PLD 3, 53

power supply 1
priority 16
priority of the error 47
protection class 1
-R-
Receive Message 16
-S-
SAE J 1939 16
sensor 12
SerDia2000 18, 42
software-combination 11
source address 16
SPN 47
storing temperature 48
supply voltage 48
-T-
Transmit Message 16
-W-
warning 12
warning stratergy 12
weight 48
WILBÄR 42
wiring 14, 18
working temperature 48
workshop manuals 1

DEUTZ AG
Application Engineering
Ottostr. 1
51149 KÖLN
Phone: +49 (0) 2 21 - 822 - 0
Fax: +49 (0) 2 21 - 822 - 5358
Internet: www.deutz.com
Email: application.de@deutz.com
Printed in Germany
All rights reserved
1. Edition, 01/2008
Copyright.: 0312 1985

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EMR3 System Description

EMR3 System Description

Copyright © 2008 DEUTZ AG

Copyright 0312 1985

Responsible for the content

Copyright © 2008 DEUTZ AG V.1.4.1

Thank you in advance for your kind support.

Thank you in advance for your kind support.

Copyright © 2008 DEUTZ AG V.1.4.1

1.1 Important Notes

V.1.4.1 Copyright © 2008 DEUTZ AG

Work on the electrical system

Copyright © 2008 DEUTZ AG V.1.4.1

1.2 System components

* Installation and wiring by customer

Engine control unit

V.1.4.1 Copyright © 2008 DEUTZ AG

DEUTZ ROAD-MAP for EMR3-Systems

Copyright © 2008 DEUTZ AG V.1.4.1

In general, the EMR3-ECU contains different kinds of data:

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

V.1.4.1 Copyright © 2008 DEUTZ AG

Basic System Functions

Copyright © 2008 DEUTZ AG V.1.4.1

DEUTZ-Labeling EMR3-EDC7 EMR3-EDC16

V.1.4.1 Copyright © 2008 DEUTZ AG

Copyright © 2008 DEUTZ AG V.1.4.1

Engine with DMV

V.1.4.1 Copyright © 2008 DEUTZ AG

1.2.1 Control and regulation functions

Regulation of the engine torque

Copyright © 2008 DEUTZ AG V.1.4.1

1.3 System functions

Four software combinations

TN ASAP TN BSW Name BSW TN EStG Name EStG

V.1.4.1 Copyright © 2008 DEUTZ AG

1.3.1 Monitoring functions

Early detection of errors:

Copyright © 2008 DEUTZ AG V.1.4.1

1.3.2 Diagnosis functions

V.1.4.1 Copyright © 2008 DEUTZ AG

Application interface engine - control unit

Application interface vehicle - control unit

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

Copyright © 2008 DEUTZ AG V.1.4.1

V.1.4.1 Copyright © 2008 DEUTZ AG

Example for a CAN-Standard-Function 3100

CAN Code No. 3100Engine Type: Don't care

The CAN - BUS has got the following adjustments:

Copyright © 2008 DEUTZ AG V.1.4.1

V.1.4.1 Copyright © 2008 DEUTZ AG

Manufacturing of the wiring

1.4.2.1 Diagnostic plug

Copyright © 2008 DEUTZ AG V.1.4.1

Circuit diagram (excerpt from the engine wiring diagram)

V.1.4.1 Copyright © 2008 DEUTZ AG

1.4.2.2 Main relay

Technical requests for the main relay:

Connection the system with alternator pin D+

Copyright © 2008 DEUTZ AG V.1.4.1

V.1.4.1 Copyright © 2008 DEUTZ AG

1.4.2.3 Control Unit EMR3-EDC16

Max. cable cross section: 2,5 mm², 1,5mm², 0,75 mm²

Pinout for EMR3-EDC16