Professional Documents
Culture Documents
Technical Documentation
Functional Description
E532291/01E
ECU8 2
Printed in Germany
© 2011 Copyright MTU Friedrichshafen GmbH
This publication, including all of its parts, is protected by copyright. All use requires the prior written approval of MTU
Friedrichshafen GmbH. This applies, in particular, to any reproduction, dissemination, editing, translation, microfilming and
storage and/or processing in electronic systems, including databases and online services. The instructions in the manual must
be observed to prevent malfunctions or damage during operation. The operating company must therefore make the manual
available to all maintenance and operating personnel involved.
Subject to technical changes.
1 General information
1.1 General requirements
1.1.1 General information
In addition to the instructions in this publication, all relevant country-specific legislation and other compulsory
regulations regarding accident prevention and environmental protection must be observed. This engine is a state-
of-the-art product and conforms with all the relevant specifications and regulations. In spite of this, the engine can
still constitute a danger to personnel and property in the event of:
• Incorrect use
• Operation, maintenance and repair by unqualified personnel
• Modification or conversion
• Noncompliance with safety instructions
1.1.2 Intended use
The engine is intended exclusively for the application specified in the contract or defined at the time of delivery. Any
other use is considered improper use. The engine manufacturer shall not accept liability for any resultant damage.
Responsibility shall be borne by the user alone in such instances.
Intended use also includes observation of the operating instructions and compliance with the maintenance and
repair specifications.
1.1.3 Modification or conversion
Unauthorized modification of the engine compromises safety.
MTU shall accept no liability or warranty claims whatsoever for any damage caused by unauthorized modification
or conversion.
1.1.4 Spare parts
Only genuine MTU spare parts may be used to replace components or assemblies.
The engine manufacturer refuses to accept any liability or warranty claims whatsoever in the event of damage
caused by the use of other spare parts.
Ensure that all personnel is clear of the danger zone before cranking the engine. Ensure that all safety guards are
installed and all tools and loose parts have been removed from the engine after performing work.
Escaping pressurized fluids can penetrate clothing and skin and cause serious injury. Depressurize fluid and
lubricant systems and compressed air lines before commencing work!
Never bend fuel injection lines or install lines which have been subsequently bent. Keep fuel injection lines and
their connections scrupulously clean. Seal off all openings with caps and covers whenever lines are removed or
opened.
Avoid damaging fuel lines in the course of maintenance and repair work. When installing, tighten line unions to the
specified tightening torques and ensure that all fixtures and dampers are fitted properly.
Ensure that all fuel injection lines and pressurized oil lines have sufficient clearance to prevent contact with other
components. Never route fuel or oil lines in the vicinity of hot parts unless explicitly intended for installation in such
areas by design.
Elastomers (e.g. Viton sealing rings) are generally safe under normal working conditions. However, when exposed
to fire or temperatures
exceeding 300 °C, the material decomposes. Hydrogen flouride vapors are released as a result. Acid produced in
this way causes serious burning by skin contact. Never touch elastomer seals which appear to be charred or
resinous with your bare hands! Always wear protective gloves!
Beware of hot fluids in lines, pipes and chambers Risk of burning!
Observe the cooling-down period for components which have been heated up to facilitate assembly or disassembly
Risk of burning!
Do not touch hot parts of the compressor and exhaust gas system Risk of burning!
Take care when removing vent screws or plugs on the engine. Cover the screw or plug with a rag to prevent fluids
escaping under pressure. The risk of accidents increases if the engine was only shut down a short time ago and
the fluids are still hot.
Take care when draining hot fluids and lubricants. Risk of scalding!
Catch fluids and lubricants in a vessel, wipe up spilled fluids or use binder.
Ventilate the engine room well when changing engine oil or working on the fuel system!
Use safe stepladders and work platforms when working above head height.
Ensure that engine components are set down safely!
To avoid back injury, adults may only lift parts weighing between max. 10 kg and max. 30 kg depending on age and
sex, therefore:
Use lifting gear or call for assistance.
Ensure that all chains, hooks, slings etc. are tested and approved, have adequate lifting
capacity and that hooks are positioned correctly. Never subject lifting eyes to lateral pull.
Keep everything meticulously clean when performing maintenance and repair work on the machine. Ensure that no
loose parts are left in/on the machine after completing maintenance and repair work.
1.2.5 Welding
Welding is not permitted on the engine or attached auxiliary equipment!
Never use the engine as a ground terminal! This prevents the welding current passing through the engine and
burning bearings, sliding surfaces and tooth flanks which can lead to seizure and damage.
Never route welding cables over or near the wiring harnesses of MTU systems. The welding current can induce
interfering voltages in the wiring harnesses which may damage the electrical system.
The ground terminal of the welding equipment must not be connected further than 60 cm away from the welding
point.
Remove any parts (e.g. exhaust pipe) requiring welding from the engine beforehand.
It is not necessary to disconnect plugs and connectors from the MTU electronic system in order to perform welding
providing that the power supply master switch is set to “Off” and the battery cables are disconnected from the
positive and negative terminals.
1.2.6 Force-fitting
Use only the jigs and fixtures specified in the work schedule and assembly instructions to force parts on and off.
Never exceed the maximum admissible forcing pressure of the respective jig when forcing parts on and off.
The HP lines used to force parts on and off hydraulically are tested to 3,800 bar.
Never bend or use force on pressurized lines!
Note the following points before commencing any forcing process:
Vent the forcing jig, pumps and pipework system at the relevant points of the system (e.g. open vent plugs,
pump until bubble-free oil emerges, close vent plugs).
Screw the jig on with the piston retracted when forcing parts on.
Screw the jig on with the piston extended when forcing parts off.
Screw the spindle into the shaft end until sealed on forcing jigs featuring a central expansion pressure supply.
Ensure that all personnel stands well clear when force-fitting and removing components hydraulically. There is a
risk of the component suddenly freeing itself from the pressurized fixture when the system is still under pressure.
Check all jigs and fixtures at regular intervals prior to use (crack testing).
1.2.7 Working on electrical/electronic assemblies
Always obtain permission from the person in charge before commencing maintenance and repair work and before
switching off any parts of the electronic system required to conduct such work.
Switch off the power supply of the affected areas before commencing work on any assembly. Any work requiring a
power supply is explicitly described as such in the appropriate sections of the manual.
Gases emanating from the battery are explosive. Avoid sparks and naked flames. Avoid skin and clothing contact
with battery acid (electrolyte). Wear goggles. Never place tools on the battery. Check polarity before connecting the
battery. Escaping acid or bursting battery cases may cause injury if battery polarity is reversed.
Avoid damaging cabling when removing parts, and re-install avoiding any risk of damaging the cabling by sharp
edges, friction or contact with hot surfaces when the engine is running.
Never secure cabling to pipework bearing fluids!
On completion of maintenance and repair work, any cables that have been disconnected must be reconnected
properly and appropriately secured.
Always test function and operation of devices and systems following repair. Checking repaired components in
isolation without integrating them in the overall system is not sufficient.
Secure cables with suitable cable clamps where contact with mechanical parts presents a risk of chafing!
Do not use cable ties as these can be removed for purposes of maintenance and repair and then not replaced on
completion.
Store spare parts properly prior to replacement, i.e. protect them from moisture in particular. Package faulty
electronic components and assemblies properly for transport, i.e. protect them from moisture and impact and wrap
them in antistatic foil if necessary.
1.2.8 Working with laser equipment
Always wear special laser goggles when working with laser equipment!
Laser equipment is capable of generating extremely intense beams of light by stimulated emission in the visible,
infrared or ultraviolet spectral ranges. Laser beams may cause damage as a result of their photochemical, thermal
or optomechanical effects. First and foremost is the risk of irreparable eye damage.
Laser equipment must be equipped with safety features which ensure safe operation in accordance with their
respective class and intended use.
Only the following laser equipment may be used as a guide beam and for surveying work:
2 Overview
2.1 MTU Engine Control Unit ECU8
2.1.1 Overview
Engine Control Unit ECU8 has been especially developed for Series 1600 and may be used in conjunction with 6R,
8V, 10V and 12V engines.
It is particularly suitable for use in offroad applications such as genset, C&I and rail.
The injector output stage is only suitable for Common Rail systems.
It has three adjustable power levels – Bootpeak/Boost/Hold Current.
The housing is mounted directly on the engine by means of absorbers.
A coolant circuit for water or fuel is provided in the housing for applications involving high ambient temperatures
and heavy soiling.
2.1.1.1 System devices
Basic equipment for genset applications
ECU8
SmartConnect
Engine Control Unit ECU8 has been tailored for use in conjunction with the Common Rail technology used in
Series 1600 engines.
2.1.2 Design
Inductors
Sensors
Starter
Alternator
Features:
BATT Battery
SmartConnect ECU programming unit
X1 System wiring harness
X2 Engine wiring harness
OEM MTU
Display instruments (AO1, AO2) Series 1600 10V / 12V engine with ECU8
Check lamps (TOP1 – TOP4) Wiring harnesses X1, X2 (internal engine wiring harness)
External controllers (DiaSys) SmartConnect
Terminal block / control box (K1)
Battery (BATT)
Generator controller (GS)
All the necessary devices/parts for monitoring and control of the engine required by the user to operate the system
are part of the OEM scope of delivery.
2.3.1.1 Display instruments
2 outputs supplying engine operating values are provided for analog display instruments (AO1 / AO2). These may
be used for the following instruments as desired:
Engine speed
Coolant temperature
Lube oil pressure
2.3.2.1 Pushbuttons
The following pushbuttons may be provided:
Chan Name Type PV Description/function
nel
DI1 ENGINE STOP Pushbutton 2.7001.800 Pressing the pushbutton trips the stopping sequence without switching off
the Engine Control Unit.
DI2 SWITCH SPEED Switch 2.1060.830 Switches between two speed droop settings.
DROOP
DI3 SWITCH 50/60HZ Switch 2.7003.800 Switches between two generator frequencies 50Hz and 60Hz.
DI4 ALARM RESET Pushbutton 2.8009.021 Pressing the pushbutton switches alarm signaling off. Pressing the
pushbutton acknowledges the alarm.
DI5 SPEED UP Pushbutton 2.1060.800 Pressing the pushbutton increases engine speed.
DI6 SPEED DOWN Pushbutton 2.1060.810 Pressing the pushbutton decreases engine speed.
DI7 START Pushbutton 2.1090.800 Pressing the pushbutton trips the automatic engine start sequence.
DI8 OVERRIDE Pushbutton 2.7002.800 Pressing the pushbutton temporarily bypasses the safety system.
1 Diagnosis lamp
2.4.2 DiaSys
1 Laptop
2 CD-ROM with DiaSys 2.53 software (SP1 or higher)
The dialog system DiaSys® is available for more extensive fault diagnosis of the electronic system. It comprises a
laptop with the program DiaSys® 2.53 SP1 (or higher), a user dongle (hardkey) and a CAN interface.
The main purpose of the dialog system is to change ECU8 settings.
2.4.3 SmartConnect
2.4.3.1 Functional description
SmartConnect features:
1 DIP switches to change speed demand, frequency and droop settings
2 Four-figure display to indicate ECU fault numbers
3 Interface to connect DiaSys
SmartConnect comprises a unit equipped with connectors and a display and includes pre-programmed software.
2.4.3.2 Description of SmartConnect hardware
SmartConnect visualizes faults from the connected ECU which are transmitted on CAN1. It also allows specific
modes to be set for various applications using DIP switches.
It is possible to connect dialog systems (CAN1 and CAN2) via the additional DIASYS connector with a 24V supply
for dialog PCs. Software and parameters can be downloaded to the ECU via a USB flash stick (USB -> RS485).
Note: The USB interface and RS485 to the ECU are not active in SC1-01.
The block circuit diagram shows the internal design of the SmartConnect. The main assembly is the NXP
microcontroller which realizes all functions.
The integral CAN repeater before the DiaSys interface means that the limitations presented by the approx. 1-2 m
long connecting cable no longer apply. A significantly longer cable can be connected here (up to 50 m).
Bus termination with the two 120 ohm resistors at the two CAN interfaces CAN1 and CAN2 can be configured, i.e.
these termination resistors must be removed from the two connectors if additional devices featuring CAN interfaces
are connected there.
Switchgear cabinet
System cable
2.4.3.4 Settings
2.4.3.4.1 Summary of DIP switch functions
The SmartConnect unit is equipped with 6 DIP switches which allow ECU8 to be configured (there are a total of
eight switches, however the last two switches, 7 and 8, are only used internally by the SmartConnect).
The switch settings on the SmartConnect are transmitted cyclically to the ECU once per second in a message on
CAN1.
Changes to the switch settings only take effect after restarting the ECU.
The configurations which can be set with the switches are preset and cannot be changed. The figures below show
the assignment of the switches. Switch no. 6 has no function in the present SmartConnect version as CANopen is
not implemented as yet. In future, this switch will allow a choice between J1939 and CANopen for CAN2 as soon
as CANopen is available. J1939 only is used on CAN2 at the current time.
Used by TKE
Speed demand
The speed demand can be set using the three switches (i.e. 8 variants)
Switch default settings:
000 = 0 = ECU parameter default settings = Speed demand up/down direct
(variants 1 and 2 would thus be identical)
The following two fault numbers are assigned to the SmartConnect unit:
Fault number 696 (USB faulty)
Fault number 697 (RS485 faulty)
These two faults also run as a banner on the display and are written in the ECU8 fault memory. Should these faults
occur at the SmartConnect unit and no ECU8 is connected to CAN1, the SmartConnect displays fault number F050
instead of 696 in case of a USB fault and fault number F051 instead of 697.
The table below lists all alarms:
Alarm number on SC Alarms on SC
display when no display when ECU8
Description
ECU8 is detected on is connected to
the CAN1 bus CAN1 bus
This alarm appears on the SmartConnect display when no ECU8
F000
is detected on the Can1 bus.
AL SmartConnect USB Error This alarm is displayed when a
fault has occurred at the USB interface of the SmartConnect
F050 696 unit. This alarm is transmitted to ECU8 when one is connected
to the CAN1 bus. 696 then appears on the display. F050
appears on the display instead if ECU8 is not present.
AL SmartConnect RS485 Error. This alarm is displayed when a
fault has occurred at the RS485 interface of the SmartConnect
F051 697 unit. This alarm is transmitted to ECU8 when one is connected
to the CAN1 bus. 697 then appears on the display. F051
appears on the display instead if ECU8 is not present.
Three-figure fault code number from ECU8 depending on the
0001 – 0999
faults signaled in ECU8.
Currently free range of numbers for SmartConnect alarms when
F001 – F0049 no ECU8 is present on the CAN1 bus. These alarms are not
transmitted to the ECU.
The EIL ensures that only the data record specifically programmed for the engine concerned can be used. The
engine is shut down after 15 minutes should it be necessary to use the ECU of another engine on the engine
concerned. The “615 AL EIL Protection” yellow alarm and the “454 SS Power Reduction Active” red alarm are
signaled during this period. This makes it possible to pinpoint or narrow down the cause of a fault by replacing with
an ECU from another engine.
In case of fault, a new ECU must be ordered from MTU including a valid data record for the engine concerned and
then installed.
Note: Manipulation of the EIL renders the warranty null and void. Furthermore, normal engine operation is
subsequently no longer possible.
Engine Control Unit ECU8 is mounted securely on the top of the engine towards the driving end on 10V and 12 V
engines and is easily accessible.
Off-engine installation is not possible.
4 Sensors
4.1 Sensor installation locations
4.1.1 Sensors on Series 1600 12V / Series 1600 10V engines
B1 Camshaft speed
B13 Crankshaft speed
M8.1 Fuel pump HPP A
M8.2 Fuel pump HPP B
XY39A1 Injector connection A side 1
XY39A2 Injector connection A side 2
XY39B1 Injector connection B side 1
XY39B2 Injector connection B side 2
X1 ECU8 system cable plug connection
X2 ECU8 engine wiring harness plug connection
Connections:
1 Supply voltage 3 Ventilation
2 Output voltage 4 Ground
4.2.1.2 Use
The sensor is used for:
B5 Lube oil pressure
B16 Coolant pressure
Block diagram
1 Supply voltage
2 Output voltage
4 Ground
Connector plug
1 Supply voltage
2 Output voltage
3 Ventilation
4 Ground
Use
The sensor is used for:
B10 Charge-air pressure
Block diagram
1 Supply voltage
2 Output voltage
4 Ground
Connector plug
1 Ground / GND
2 Output
3 Supply voltage
Use
The sensor is used for:
B48.1 High fuel pressure
B48.2 High fuel pressure
Block diagram
S Pressure sensor
ECU Engine Control Unit
1 Ground
2 Output voltage
3 Supply voltage
Connector plug
1 Connection B
2 Connection A
4.2.2.1 Use
The sensor is used for:
B1 Camshaft speed
B13 Crankshaft speed
Block diagram
S Sensor
ECU Engine Control Unit
ITS Fault detection OFFLINE
A Analog signal
B Analog signal
Connector plug
B1 Camshaft speed
Connector plug
Use
The sensor is used for:
B6 Coolant temperature
B9 Charge-air temperature
Block diagram
1 Input
2 Ground / GND
Connector plugs
B6 Coolant temperature
B9 Charge-air temperature
5 Wiring
5.1 Power supply
5.1.1 Power supply
5.1.1.1 General information
Configuration of the power supply including the start button is the responsibility of the OEM.
This chapter therefore depicts straightforward power distribution wiring by way of recommendation only.
The following basic factors concerning the supply of power must be observed:
Use a 2-pole master switch
Protect all units separately with power circuit breakers
Initiation of manual emergency stop, or by IGI, or by ESI (see chap. 7.1)
All these requirements are taken into consideration in the recommendations below. As a basic rule, all cable
connections must be established and distributed by means of terminal blocks.
The length of the supply cable from the battery to ECU8 must not exceed 25 m including the connection box.
6 pins (6x2.5mm2) are provided for the power supply in the connector (X1). The voltage drop between battery and
ECU8 for the 24V+ and GND line is load-dependent. Ensure that ECU8 has a minimum continuous voltage of 20V+
at the supply pins. The average ECU8 current depends on the number of engine cylinders, the speed and the
connected consumers.
Note: Take the additional voltage drop into account when a terminal box is interposed.
Example: Voltage drop for various cable lengths (Rcu and fuse taken into consideration):
Warning: Supply voltage ground (- GND) must not be connected to generator ground at any point! The crossed-
out connection in the illustration must therefore never be established!
Terminal
block
OEM
SmartConnect
Pay attention to the following points when connecting the CAN bus:
Termination resistor: One CAN bus termination resistor (120 ) must be connected at each end of the CAN
buses.
The shielding of the bus cable (at the switchgear cabinet) must be connected to the housing/cable entry of
the switchgear cabinet.
The (twisted) bus cable does not have to be shielded inside the switchgear cabinet.
CAN_GND connections: The connections must not be connected to the shielding, operating voltage ground
or vehicle ground!
The injector wiring harnesses are connected to connectors XY39A1 / XY39A2 / XY39B / 1XY39B2. The injector
wiring harness connections are in “window gasket” designed and are located in the cylinder heads.
5.2.1.3
5.2.1.4 Connectors M8.1 / M8.2
7 Functions
7.1 ECU8 signals
7.1.1 Engine side – System side
The channels of the various inputs and outputs on Engine Control Unit ECU8 are divided into 2 groups.
Engine channels
System channels
All engine channels are connected to connector X2. All engine sensors and actuators are connected via this wiring
harness which is installed on the engine in the factory.
7.1.1.1 General information about the parameters
System channels are described in the sections below including the functions and parameters associated with them.
Parameters are set by creating a data record.
7.1.1.2 Supply
The supply is connected at connector X1 (system wiring harness)
7.1.1.3 Schematic circuit diagram
B Battery
+U Engine Control Unit operating voltage
RFS Indicator lamp “Ready for Start”
’ V Vehicle
X Battery master switch
E Emergency stop (NC contact)
-U GND
Parameters:
7.1.2.11 DI 8 – Override
The “Override” function is used to bypass a number of safety features. These would otherwise lead to power
reduction or emergency engine stop in case of limit value violation. Note: Internal performance maps cannot be
bypassed!
Parameters:
Wire break monitoring override: (2.7002.804)
Logic override: (2.7002.805)
1. Inductive load
2. Ohmic load
Parameters:
Voltage output: Linear 0 ... 100% (12 bit) - > * 0 ... 9999 mV
7.1.6.5 AO 2 - Oil pressure
This signal can be used to control a pressure gage.
120 2.0140.931 HI ECU Power Supply Voltage Supply voltage too high (limit value 1) ==> Check batteries/generator
(Alarm configuration parameter, see PR 2.8008.100 for details)
HIHI ECU Power Supply
121 2.0140.932 Supply voltage too high (limit value 2) ==> Check batteries/generator
Voltage
(Alarm configuration parameter, see PR 2.8008.100 for details)
Electronics temperature too high (limit value 1).
122 2.0132.921 HI T-ECU
(Alarm configuration parameter, see PR 2.8008.100 for details)
This alarm is raised if the average engine power over the last 24 hours exceeded
the value specified by PR1.1088.001.
141 1.1088.007 AL Power too high
(Alarm configuration parameter, see PR 2.8008.100 for details)
This alarm is raised if the MCR was exceeded for longer than 1 hour in the last 12
142 1.1088.006 AL MCR exceeded 1 hour hours.
(Alarm configuration parameter, see PR 2.8008.100 for details)
Connection to a node on CAN bus 1 lost. ==> Check devices connected to CAN
180 2.0500.680 AL CAN1 Node Lost
(Alarm configuration parameter, see PR 2.8008.100 for details)
Connection to a node on CAN bus 2 lost. ==> Check devices connected to CAN
181 2.0500.681 AL CAN2 Node Lost
(Alarm configuration parameter, see PR 2.8008.100 for details)
Incorrect CAN parameter values have been entered.
182 2.0500.682 AL CAN Wrong Parameters
(Alarm configuration parameter, see PR 2.8008.100 for details)
A CAN mode has been selected in which communication is initialized with the help
of the PU data module. However, the required
183 2.0500.683 AL CAN No PU-Data PU data module is not present or is not valid.
==> Check devices connected to CAN
(Alarm configuration parameter, see PR 2.8008.100 for details)
A programming fault occurred on attempting to copy a received PU data module to
184 2.0500.684 AL CAN PU-Data Flash Error the flash module. ==> Electronic Service
(Alarm configuration parameter, see PR 2.8008.100 for details)
CAN controller 1 is in “Bus Off” state. => Automatic switching to CAN2.
==> Causes are e.g. short circuit, massive interference or baud rate
186 2.0500.686 AL CAN1 Bus Off
incompatibility.
(Alarm configuration parameter, see PR 2.8008.100 for details)
CAN controller 1 has signaled a warning. ==> causes are e.g. lack of associated
nodes, minor interference or
187 2.0500.687 AL CAN1 Error Passive
temporary bus overload.
(Alarm configuration parameter, see PR 2.8008.100 for details)
CAN controller 2 is in “Bus Off” state. => Automatic switching to CAN 1.
==> Causes are e.g. short circuit, massive interference or baud rate
188 2.0500.688 AL CAN2 Bus Off
incompatibility.
(Alarm configuration parameter, see PR 2.8008.100 for details)
CAN controller 2 has signaled a warning. ==> causes are e.g. lack of associated
nodes, minor interference or
189 2.0500.689 AL CAN2 Error Passive
temporary bus overload.
(Alarm configuration parameter, see PR 2.8008.100 for details)
Coolant temperature sensor faulty. ==> Short circuit or wiring damage
201 1.8004.570 SD T-Coolant ==> Check sensor and wiring (B6), replace as necessary.
(Alarm configuration parameter, see PR 2.8008.100 for details)
Fuel temperature sensor faulty. ==> Short circuit or wiring damage
202 1.8004.572 SD T-Fuel ==> Check sensor and wiring (B33), replace as necessary.
(Alarm configuration parameter, see PR 2.8008.100 for details)
Charge-air temperature sensor faulty. ==> Short circuit or wiring damage
203 1.8004.571 SD T-Charge Air ==> Check sensor and wiring (B9), replace as necessary.
(Alarm configuration parameter, see PR 2.8008.100 for details)
Charge-air pressure sensor faulty. ==> Short circuit or wiring damage
==> Check sensor and wiring (B10), replace as necessary.
208 1.8004.566 SD P-Charge Air
(Alarm configuration parameter, see PR 2.8008.100 for details)
Internal electronic fault (electronic defect possible -> Start ITS). If ITS diagnoses
“Electronics OK”, check
361 1.8004.496 AL Power Stage Low for additional fault messages (e.g. wiring faults).
If bit “1.1020.021” (Power Stage Failure: Stop Engine) is set, the engine is also
stopped in this case.
(Alarm configuration parameter, see PR 2.8008.100 for details)
Internal electronic fault (electronic defect possible -> Start ITS). If ITS diagnoses
“Electronics OK”, check
for additional fault messages (e.g. wiring faults).
362 1.8004.497 AL Power Stage High
If bit “1.1020.021” (Power Stage Failure: Stop Engine) is set, the engine is also
stopped in this case.
(Alarm configuration parameter, see PR 2.8008.100 for details)
Internal electronic fault (electronic defect possible -> Start ITS). If ITS diagnoses
“Electronics OK”, check
363 1.8004.560 AL Stop Power Stage for additional fault messages (e.g. wiring faults).
If bit “1.1020.021” (Power Stage Failure: Stop Engine) is set, the engine is also
stopped in this case.
(Alarm configuration parameter, see PR 2.8008.100 for details)
Injector wiring fault. Engine stop possible via Protection Module. Possible causes:
1. Short circuit of injector positive connection of one or more injectors to ground.
365 1.8004.561 AL Stop MV-Wiring Ground
2. Short circuit of injector negative connection of one or more injectors to ground.
-> Check wiring, replace wiring harness as necessary.
(Alarm configuration parameter, see PR 2.8008.100 for details)
Short circuit or open load at transistor output 1 (TO 1).
371 1.8004.634 AL Wiring TO 1
(Alarm configuration parameter, see PR 2.8008.100 for details)
Short circuit or open load at transistor output 1, system side (TOP 1).
381 2.8006.638 AL Wiring TOP 1 (Alarm configuration parameter, see PR 2.8008.100 for details)
383 2.8006.640 AL Wiring TOP 3 Short circuit or open load at transistor output 3, system side (TOP 3).
(Alarm configuration parameter, see PR 2.8008.100 for details)
Short circuit or open load at transistor output 4, system side (TOP 4).
384 2.8006.641 AL Wiring TOP 4
(Alarm configuration parameter, see PR 2.8008.100 for details)
DBR/MCR function: MCR (Maximum Continuous Rate) exceeded.
390 1.1085.009 AL MCR exceeded
(Alarm configuration parameter, see PR 2.8008.100 for details)
AL Open Load Emerg. Stop Open load at emergency stop input. ==> Wiring faulty or nor resistance at switch
408 2.8006.633
Input ESI (Alarm configuration parameter, see PR 2.8008.100 for details)
Injector voltage too low (limit value 1).
410 2.0141.921 LO U-PDU
(Alarm configuration parameter, see PR 2.8008.100 for details)
Injector voltage too low (limit value 2).
411 2.0141.922 LOLO U-PDU
(Alarm configuration parameter, see PR 2.8008.100 for details)
Injector voltage too high (limit value 1).
412 2.0141.931 HI U-PDU
(Alarm configuration parameter, see PR 2.8008.100 for details)
Injector voltage too high (limit value 2).
413 2.0141.932 HIHI U-PDU
(Alarm configuration parameter, see PR 2.8008.100 for details)
Rail pressure < setpoint value => DBR reduction
438 2.0116.921 LO P-Fuel 2 (Common Rail) (==> HP fuel control block faulty or leak in HP system)
(Alarm configuration parameter, see PR 2.8008.100 for details)
Rail pressure > setpoint value => DBR reduction, shift of start of injection delayed
439 2.0116.931 HI P-Fuel 2 (Common Rail) (==> HP fuel control block stuck or wiring faulty)
(Alarm configuration parameter, see PR 2.8008.100 for details)
Rail pressure gradient too low for start or too high for stop
441 1.8004.047 AL Rail 2 Leakage (==> High-pressure system leaking, air in the system)
(Alarm configuration parameter, see PR 2.8008.100 for details)
Sensor fault at injector power driver unit. ==> Internal fault in ECU8. Replace
444 1.8004.578 SD U-PDU ECU8.
(Alarm configuration parameter, see PR 2.8008.100 for details)
Ambient air pressure sensor faulty.
445 1.8004.580 SD P-Ambient Air
(Alarm configuration parameter, see PR 2.8008.100 for details)
Rail pressure sensor faulty. ==> High-pressure controller emergency operation
==> Short circuit or wiring damage
446 1.8004.599 SD P-HD2
==> Check sensor and wiring (B48), replace as necessary.
(Alarm configuration parameter, see PR 2.8008.100 for details)
Charge-air pressure too high (limit value 1).
448 2.0103.931 HI P-Charge Air
(Alarm configuration parameter, see PR 2.8008.100 for details)
Charge-air pressure too high (limit value 2).
449 2.0103.932 SS P-Charge Air
(Alarm configuration parameter, see PR 2.8008.100 for details)
Input signal for idle/end torque faulty. ==> Short circuit or wiring damage
==> Check signal transmitter and wiring, replace as necessary. Fault is rectified
450 2.8006.592 SD Idle/End-Torque Input [%]
following engine restart.
(Alarm configuration parameter, see PR 2.8008.100 for details)
Power reduction activated.
454 2.7000.011 SS Power Reduction Active
(Alarm configuration parameter, see PR 2.8008.100 for details)
Temperature sensor for ECU faulty. ==> Short circuit or wiring damage
470 1.8004.587 SD T-ECU ==> Check sensor and wiring, replace as necessary.
(Alarm configuration parameter, see PR 2.8008.100 for details)
Engine stop as critical channels signal “Sensor Defect”.
472 2.8006.593 AL Stop SD
(Alarm configuration parameter, see PR 2.8008.100 for details)
Open load or short circuit on frequency output (FO) channel.
474 2.8006.655 AL Wiring FO
(Alarm configuration parameter, see PR 2.8008.100 for details)
Crash recorder initialization error.
476 1.8010.007 AL Crash Rec. Init. Error
(Alarm configuration parameter, see PR 2.8008.100 for details)
Summary YELLOW alarm from the system.
478 2.8006.001 AL Comb. Alarm Yel (Plant)
(Alarm configuration parameter, see PR 2.8008.100 for details)
Summary RED alarm from the system.
479 2.8006.002 AL Comb. Alarm Red (Plant)
(Alarm configuration parameter, see PR 2.8008.100 for details)
External engine protection function active.
480 2.0291.921 AL Ext. Engine Protection
(Alarm configuration parameter, see PR 2.8008.100 for details)
Override activated.
510 2.7002.010 AL Override applied
(Alarm configuration parameter, see PR 2.8008.100 for details)