Appendix_B_Volvo_Generator_Engine_Operator_s_Manual.pdf

The TAD1241GE is a powerful, reliable and economical Generating Set Diesel Engine built on the dependable in-line six design.

Durability & low noise Designed for easiest, fastest and most economical installation. Well-balanced to produce smooth and vibration-free opera-tion with low noise level.

To maintain a controlled working tem-perature in cylinders and combustion chambers, the engine is equipped with piston cooling. The engine is also fitted with replaceable cylinder liners and valve seats/guides to ensure maximum durabil-ity and service life of the engine.

Low exhaust emission The state of the art, high-tech injection and charging system with low internal losses contributes to excellent combus-tion and low fuel consumption.

The TAD1241GE complies with EU Stage 2 and TA-Luft -50% exhaust emis-sion regulations.

Easy service & maintenance Easily accessible service and mainte-nance points contribute to the ease of service of the engine.

Technical description:

Engine and block

– Optimized cast iron cylinder block with opti-mum distribution of forces without the block being unnessarily heavy.

– Wet, replaceable cylinder liners

– Piston cooling for low piston temperature and reduced ring temperature

– Tapered connecting rods for reduce risk of piston cracking

– Crankshaft induction hardened bearing surfaces and fillets with seven bearings for moderate load on main and high-end bear-ings

– Case hardened and nitrocarburized trans-mission gears for heavy duty operation

– Keystone top compression rings for long service life

– Viscous type crankshaft vibration dampers to withstand single bearing alternator tor-sional vibrations

– Replaceable valve guides and valve seats

– Over head camshaft and four valves per cyl-inder

Lubrication system

– Full flow oil cooler

– Full flow disposable spin-on oil filter, for ex-tra high filtration

– The lubricating oil level can be measured during operation

– Gear type lubricating oil pump, gear driven by the transmission

Fuel system

– Non-return fuel valve

– Electronic Unit Injectors

– Fuel prefilter with water separator and wa-ter-in-fuel indicator / alarm

– Gear driven low-pressure fuel pump

– Fine fuel filter with manual feed pump and fuel pressure switch

– Fuel shut-off valve, electrically operated

Cooling system

– Air to air intercooler

– Coolant filter as standard

– Gear driven, maintenance-free coolant pump with high degree of efficiency

– Efficient cooling with accurate coolant con-trol through a water distribution duct in the cylinder block. Reliable sleeve thermostat with minimum pressure drop

Turbo charger

– Efficient and reliable turbo charger

– Extra oil filter for the turbo charger

Electrical system

– Electronical Diesel Control III (EDCIII), an electronically controlled processing system which optimizes engine performance. It also includes advanced facilities for diagnostics and fault tracing

– Three different ways for the customer to connect his controls and instrument to the engine. CAN SAE J1939 interface, CIU (Control interface unit) and Stand alone connections.

– Sensors for oil pressure, oil temp, boost pressure, boost temp, coolant temp, fuel temp, water in fuel, fuel pressure and two speed sensors.

Features

– Maintained performance, air temp 40°C

– Tropical cooling system (55°C)

– Fully electronic with Volvo Penta EDC III

– Dual frequency switch (between 1500 rpm and 1800 rpm)

– High power density

– Emission compliant

– Low noise levels

– Gen Pac configuration

VOLVO PENTA GENSET ENGINE

TAD1241GE

1500 rpm, 354 kW (481 hp) – 1800 rpm, 387 kW (526 hp)

Power Standards The engine performance corresponds to ISO 3046, BS 5514 and DIN 6271. The technical data applies to an engine without cooling fan and operating on a fuel with calorific value of 42.7 MJ /kg (18360 BTU/lb) and a density of 0.84 kg/liter (7.01 lb/US gal), also where this involves a deviation from the standards. Power output guaranteed within 0 to +2% att rated ambient conditions at delivery. Ratings are based on ISO 8528. Engine speed governing in accordance with ISO 3046/IV, class A1 and ISO 8528-5 class G3 Exhaust emissions The engine complies with EU stage 2 emission legislation according to the Non Road Directive EU 97/68/EEC. The engine also complies with TA-luft -50% exhaust emission regulations.

Rating Guidelines PRIME POWER rating corresponds to ISO Standard Power for continuous operation. It is applicable for supplying electrical power at variable load for an unlimited number of hours instead of com-mercially purchased power. A10 % overload capability for govering purpose is available for this rating.

MAXIMUM STANDBY POWER rating corresponds to ISO Standard Fuel Stop Power. It is applicable for supplying standby electrical power at variable load in areas with well established electrical networks in the event of normal utility power failure. No overload capability is available for this rating.

1 hp = 1 kW x 1.36 Information For more technical data and information, please look in the Gener-ating Set Engines Sales Guide.

http://www.brizmotors.ru/equipment/ctm/ v.375/

TAD1241GE

Technical Data General Engine designation......................................................................... TAD1241GE No. of cylinders and configuration........................................................ in-line 6 Method of operation................................................................................ 4-stroke Bore, mm (in.)...................................................................................... 131 (5.16) Stroke, mm (in.)................................................................................... 150 (5.91) Displacement, l (in3).................................................................... 12.13 (740.2) Compression ratio...................................................................................... 17.5:1 Dry weight, kg (lb)........................................................................... 1380 (3036) With Gen Pac, kg (lb).................................................................... 1645 (3627) Wet weight, kg (lb)......................................................................... 1455 (3201) With Gen Pac, kg (lb).................................................................... 1720 (3792)

Performance

Lubrication system

Oil system capacity incl filters, liter Oil change intervals at specification VDS-2, h VDS, ACEA E3, h ACEA E1, E2, API CD, CF, CF-4, CG-4, h

Fuel system Specific fuel consumption at

Intake and exhaust system

Max allowable air intake restriction, kPa (In wc)................................5 (20.1) Heat rejection to exhaust,

Exhaust gas temperature after turbine,

Max allowable back-pressure in exhaust line, kPa (In wc)............10 (40.2)

Cooling system Heat rejection radiation from engine,

Heat rejection to coolant kW (BTU/min)

Standard equipment Engine Gen Pac Engine

Flywheel

Engine suspension Fixed front suspension • • Lubrication system

Fuel system

Intake and exhaust system

Cooling system

Control system Engine Management System (EMS) with • • CAN-bus interface SAE J1939 and stand alone interface Alternator Alternator 60A / 24 V • • Starting system

Instruments and senders Temp.- and oil pressure for automatic • • stop/alarm 103°C Other equipment Expandable base frame – • Engine Packing Plastic warpping • • ¹)must be ordered, se order specification - optional equipment − optional equipment or not applicable

• included in standard specification

Note! Not all models, standard equipment and accessories are available in all countries.

All specifications are subject to change without notice.

The engine illustrated may not be entirely identical to production standard engines.

E ng lis h

-2

A B

V ol vo P en ta http://www.brizmotors.ru/equipment/ctm/v.375/

Group 23 EDC III Design and operation

Control module The EDC III system processor is located in the con-trol module, protected from moisture and vibrations.

The processor continually receives information regar-ding:

• Engine speed

• Charge air pressure

• Charge air temperature

• Coolant temperature

• Oil pressure

• Oil temperature

• Fuel alarm, combined alarm for ”water in fuel” and ”fuel pressure”

• Coolant level

This information is used to make exact determinations on current operating conditions and allows the proces-sor to calculate the correct amount of fuel, check the condition of the engine, etc.

Fuel management The engine’s fuel need is analyzed up to 100 times per second (depending on engine speed). The quantity and timing of fuel injection into the engine are control-led completely electronically via fuel valves on the unit injectors.

This means that the engine always receives the cor-rect amount of fuel under all operating conditions, providing benefits including improved fuel economy and minimized exhaust emissions.

The control module checks and controls the unit injec-tors so that the correct amount of fuel is injected into each cylinder. It calculates and sets the injection ang-

le. This control is done primarily with the help of the tachometer sensors and the combined sensor for charge air pressure/temperature.

The control module actuates the unit injectors via an electronic signal to the unit injectors’ electromagneti-cally controlled fuel valve, which can then be opened or closed.

When the fuel valve is open, fuel streams by, through the unit injector holes and out through the fuel chan-nel. Fuel is not injected into the cylinder at this stage.

When the fuel valve is closed, pressure is built up by the mechanically driven pump piston of the unit injec-tor. Once enough pressure is built up, fuel is injected into the cylinder via the injector portion.

The fuel valve is reopened and pressure in the unit in-jector sinks while fuel injection to the cylinder ceases.

To determine when the fuel valve should be opened or closed, the control module has access to signals from sensors and switches.

System description EDC III EDC III, ”Electronic Diesel Control”, is an electronic system with CAN communication for diesel engine manage-ment. The system is developed by Volvo Penta and covers fuel management, diagnostic function, etc. The sys-tem consists of a control module, six unit injectors, a number of sensors that provide information to the control module, and a data link connector for diagnostics and functionality checks. The EDC III system also has a ”stand alone” interface that can be linked directly to the engine control module on the engine. The engine can be linked to a ”CAN” interface and a ”Control Interface Unit” (CIU), which is an interface to the operator area.

Design and operation

Calculation of fuel quantity The amount of fuel injected into a cylinder is calcula-ted by the control module. The calculation gives the amount of time the fuel valve is closed (as fuel is in-jected into the cylinder when the fuel valve is closed).

The parameters that determine the amount of fuel in-jected are:

• Requested RPM

• Engine protection functions

• Temperature

• Charge air pressure

Cylinder balance When idling, the control module can provide the cylin-ders with different amounts of fuel. This makes the engine idle more evenly. At higher RPM, all cylinders receive an equal amount of fuel.

Diagnostic function The EDC III system has an internal diagnostic func-tion that makes it possible to detect faults in the engi-ne and sensor.

The role of the diagnostic function is to detect and lo-calize disruptions in the EDC III system, protect the engine and ensure that the machine remains in wor-king order during serious disturbances.

If a disturbance arises, the diagnostic indicator on the indicator panel begins blinking. When the diagnosis button is pressed, an error code is given as guidance for any fault detection. The diagnostic function can be read out via the display using the PC diagnostics pro-gram.

Idle adjustment (low idle) Idle can be adjusted to a value between 600 and

1200 RPM.

Component description

Tachometer sensor, camshaft (2) The tachometer sensor is located on the upper timing cover. The tachometer sensor, which is linked to the camshaft, is an inductive sensor. It reads a toothed wheel with seven pins. The impulses from the cams-haft sensor provide the control module information on which cylinder is next in line for injection and when it receives it.

Oil pressure/temperature sensor (10) Oil pressure and oil temperature are measured by a combined sensor that is located on the left-hand side of the engine, next to the control module.

The sensor is mounted in the engine block so that measurement is taken from the oil system’s main channel. The sensor consists of a non-linear resistor whose resistance is dependant on the temperature of the resistor body. Resistance decreases as tempera-ture increases. The pressure signal is a voltage signal proportional to the pressure. The reference voltage for the sensor is 5 Volts.

The digits after the headings refer to ”Component dia-gram and location”.

Water monitor, fuel pre-filter (19) The monitor is located on the bottom of the fuel pre-filter.

Its role is to guard against water in the fuel system.

The monitor consists of two copper pins between which resistance is measured. When resistance falls below the limit value, which indicates that there is wa-ter in the fuel, a warning signal is sent to the control module.

Coolant temperature sensor (15) The sensor is located on the left-hand rear portion of the cylinder head.

The sensor reads the temperature of the engine coo-lant and sends the information to the control module.

It consists of a non-linear resistor whose resistance depends on the temperature of the resistor body. Re-sistance decreases as temperature increases.

Charge air pressure/temperature sensor (6) Charge air pressure and charge air temperature are measured with a combined sensor located on the inta-ke manifold.

The charge air pressure sensor measures absolute pressure, which is the sum of the charge air pressure and atmospheric pressure. The sensor sends a signal to the control module in the form of voltage that is pro-portional to the absolute pressure. The sensor receives a reference voltage of 5 Volts from the control module.

The charge air temperature sensor consists of a non-linear resistor whose resistance depends on the tem-perature of the resistor body. Resistance decreases as temperature increases.

Tachometer sensor, flywheel (18) This sensor is located on the left-hand side of the fly-wheel housing.

The tachometer sensor on the flywheel is an inductive sensor. It reads the crankshaft position and engine speed using grooves in the flywheel. The signal is sent to the control module, which calculates the injec-tion angle and amount of fuel.

Fuel pressure monitor (12) The monitor is located on the left-hand side of the engine, mounted in the fuel filter bracket.

Its task is to detect if the fuel pressure falls below 29 psi (2 BAR). The monitor is set to shut off when pressure falls below 29 psi (2 BAR).

Electronic Control Unit (ECU) (11) The control module (EMS) checks and controls the unit injectors so that the correct amount of fuel is in-jected into each cylinder. It calculates and sets the in-jection angle. This control is done primarily with the help of the tachometer sensors and the combined sensor for charge air pressure/temperature.

The EDC III system processor is located in the con-trol unit, protected from moisture and vibrations.

The processor continually receives information regar-ding:

• engine speed

• charge air pressure

• charge air temperature

• coolant temperature

• oil pressure

• oil temperature

• fuel alarm, combined alarm for ”water in fuel” and ”fuel pressure”

• coolant level

This information is used to make exact determinations on current operating conditions and allows the proces-sor to calculate the correct amount of fuel, check the condition of the engine, etc.

Coolant level monitor (1) This monitor is located in the expansion tank.

Its task is to detect if the coolant level in the cooling system (expansion tank) is too low. The monitor con-sists of a contact that can be actuated magnetically.

A hull located around the monitor actuates the contact differently depending on the coolant level. An alarm signal is sent if the coolant level is too low.

Control Interface Unit (CIU) The CIU is a control unit that handles all interaction with the operator.

It communicates with the engine over two serial com-munication buses. J1939 is used for controlling and monitoring the engine. J1587 is used for diagnostics and backup.

The CIU loads a number of switches and speed re-quests and forwards them to the engine. It also con-trols four analogue instruments and up to nine warning lamps. Using a diagnosis button and diagnostic lamp, the operator can read out error codes from the system.

Unit injectors (20) The unit injectors are located under the valve cover, mounted in the cylinder head.

The engine’s fuel need is analyzed up to 100 times per second (depending on engine speed). The quantity and timing of fuel injection into the engine are control-led completely electronically via the unit injectors’ electromagnetically operated fuel valves. This means that the engine always receives the correct amount of fuel under all operating conditions, providing benefits including improved fuel economy and minimized ex-haust emissions.

Generator (8) The belt-driven generator is located on the left-hand front edge of the engine.

The voltage regulator of the generator is equipped with a sensor system. The sensor system compares the charging voltage between the generator connections, B+ and B-, with the actual voltage between the positi-ve and negative poles of the batteries. The voltage re-gulator then compensates for any voltage drop in the lines between the generator and the battery by increa-sing the charging voltage from the generator as needed.

Starter motor (16) The starter motor is mounted on the flywheel housing on the right-hand side of the engine.

When the motor is cut in, a gear on the armature shaft of the starter motor is moved along the axis so that it meshes with the gear ring of the engine’s flywheel.

The actuator solenoid of the starter motor controls both the axial movement of the gear and connection of the starter motor.

In turn, the actuator solenoid of the starter motor is cut in via the start relay, which is activated when the ignition key is turned to position III or the start button is depressed.

The starter motor relay (1) is mounted next to the star-ter motor solenoid.

Component diagram and location

64 51 2

9 11 128

13 14

1. Coolant level monitor

2. Tachometer sensor, camshaft

3. Connection, diagnostic tool*

4. Programming plug*

5. Charge air pressure/temperature sensor

6. Extra stop

7. Main relay*

8. Generator

9. Fuse 10A

10. Oil pressure/temperature sensor

11. Control unit (ECU)

12. Fuel pressure monitor

13. 8–pin connection (Data bus)

14. 23–pin connection (Stand alone)

15. Coolant temperature sensor

16. Starter motor

17. Starter motor relay

18. Tachometer sensor, flywheel

19. Water monitor, fuel filter

20. Unit injectors (one per cylinder)

* Inside the Cover

Group 23 EDC III Limit values

Limit values Limit values, electronic control unit (ECU) TAD1240GE, TAD1241-42GE/VE

Alarm values The maximum permissible values for charge air and coolant temperatures, for example, can be adjusted with the parameter setting tool and can thus vary within alarm limits.

If the alarm values are exceeded, the system reduces the amount of fuel until the value is once again within the permissible interval.

This function is a customer parameter that can be completely disengaged.

Alarm limits TAD1240–42GE/VE:

Coolant temperature: Alarm lamp lights Engine is switched off Engine output 50%

Standard value Volvo Penta 98°C / 208°F 100°C / 212°F Parameter setting (can be set by the customer) 95–101°C / 203-214°F +2°C / 36°F over the alarm value

NOTE: Engine protection can be switched off.

Coolant level:

Alarm lamp lights when the contact is activated and the engine is switched off

Alarm switch is activated

NOTE: Engine protection can be switched off.

Charge air temperature:

Standard value Volvo Penta 83°C / 181°F 85°C / 185°F

NOTE: Engine protection can be switched off.

Oil pressure:

Standard value Volvo Penta Idle: 0.7 bar (10,2 psi) For oil pressure 0.3 bar (4,4 psi) lower than alarm value

>1500 RPM: 2.5 bar For oil pressure 0.3 bar (4,4 psi) (36,3 psi) lower than alarm value

NOTE: Engine protection can be switched off.

Oil temperature:

Standard value Volvo Penta 125°C / 257°F 127°C / 261°F

Parameter setting (can be set by customer) 120–130°C / 248-266°F+2°C / 36°F over alarm value

NOTE: Engine protection can be switched off.

Fuel pressure:

Standard value Volvo Penta <2 bar (<29 psi) Engine not switched off

Monitor, water in fuel: Alarm lamp lights

RPM:

Standard value Volvo Penta Max. operational RPM + 20%

Activates upon operational RPM +15%.

Parameter setting (can be set by customer)

Max. operational RPM + 10–20%

NOTE: Engine protection is switched off as standard.

Group 23 EDC III Gränsvärden

Limit values, electronic control unit (ECU) TWD1240VE

Alarm limits:

Coolant temperature: Alarm lamp lights Engine is switched off Engine output 50% Standard value Volvo Penta 98°C / 208°F 100°C / 212°F

Parameter setting (can be set by the customer) 95–101°C / 203-214°F +2°C / 36°F over the alarm value

NOTE: Engine protection can be switched off.

Coolant level: Alarm lamp lights when the contact is activated and the engine is switched off

NOTE: Engine protection can be switched off.

Charge air temperature:

Standard value Volvo Penta 100°C / 212 °F 102°C / 216°F

NOTE: Engine protection can be switched off.

Oil pressure:

Standard value Volvo Penta Idle: 0.7 bar (10,2 psi) For oil pressure 0.3 bar (4,4 psi) lower than alarm value

>1500 RPM: 2.5 bar For oil pressure 0.3 bar (4,4 psi) (36,3 psi) lower than alarm value

* See diagram: ”Oil pressure” below.

NOTE: Engine protection can be switched off.

Oil temperature:

Standard value Volvo Penta 125°C / 257°F 127°C / 261°F

Parameter setting (can be set by the customer) 120–130°C / 248-266°F +2°C / 36°F over alarm value

NOTE: Engine protection can be switched off.

Fuel pressure:

Standard value Volvo Penta <2 bar (<29 psi) Engine not switched off

Monitor, water in fuel: Alarm lamp lights

*Oil pressure

Alarm limit

Engine is switched off rpm

Group 23 EDC III Limit values

Limp-home values (emergency control values) The control unit uses these bases value to be able to run the engine if a technical error arises in the system or its peripheral equipment, sensors, etc.

The following values (Limp-home values) are stored in the control unit:

Charge air temperature +45°C / 113°F

Coolant temperature -15°C / 5°F

Charge air pressure See diagram below

Engine speed:

TAD1240–42GE/VE RPM frozen

TWD1240VE Idle

Charge air pressure

3.0

2.5

2.0

1.5

1.0 b ar rpm

Group 23 EDC III Repair instructions

Repair instructions

When working with EDC III Follow the instructions below so as not to damage the control unit of the EDC system:

• Never cut off the main current when the engine is running.

• Never disconnect battery cables when the engine is running.

• When quick charging the batteries, the main switch must be turned off or the battery cables must be discon-nected.

During normal maintenance charging, the main switch does not need to be turned off.

• Only batteries should be used for jumping. Jumping devices may cause a surge and damage the control unit.

• Cut off power to the EDC III system before disconnecting the 2 x 36-pin cable glove from the control unit.

• If damage to the wiring harness is detected, the cable glove should be disconnected from the control unit.

IMPORTANT! The cable glove should be disconnected from the control unit when welding.

• When removing a connector from a sensor, be careful not to expose the contact pin to oil or any other fluid.

This could cause a contact problem or, if oil runs down to the pressure sensing membrane, the sensor could show an incorrect value.

Electronic Control unit (ECU), replacement

1. Cut off power to the engine.

2. Remove the fuel cooling coil and fuel line clamps from the control unit.

Bend aside the cooling coil.

3. Disconnect the cable glove from the control unit.

Press in the catch (1) and push the cable glove (2) upwards.

4. Remove the control unit.

5. Transfer the rubber cushions to the new control unit.

6. Fit the new control unit.

7. Connect the cable glove to the control unit.

When connecting the cable glove (2) to the control unit, make sure that the safety catch (1) is set.

8. Fit the cooling coil and fuel line clamps to the control unit.

NOTE: The retaining bolts of the fuel cooling coil are self-tapping as there are no threads in the control unit.

9. Start the engine and perform leakage and functionality checks.

Start with booster batteries

WARNING! Be sure to have good ventilation.

The batteries build oxyhydrogen gas, which is very flammable and explosive. A short-circuit, open flame or spark could cause an explosion.

WARNING! Never confuse the position of the cables on the battery. Confusing battery poles when jumpstarting with battery cables causes short-circuits and sparks, which can cause ex-plosion and greatly damage electrical engine components.

1. Check that the voltage of the booster battery is the same as the engine’s system voltage.

2. First connect the red (+) jumper cable to the positive pole (+) of the discharged batteries and then to the positive pole (+) of the booster battery.

3. Then connect the black (-) jumper cable to the negative pole (-) of the booster battery and a spot a bit away from the negative pole (-) of the discharged batteries, such as by the negative lead’s connection to the starter motor.

WARNING! The black (-) jumper cable must ab-solutely not come in contact with the positive lead’s connection to the starter motor.

4. Start the engine and run at high idle about 10 minutes to charge the batteries.

WARNING! Approaching or working on a running engine is a safety risk.

Beware of rotating parts and hot surfaces.

Do not touch the connections during the start at-tempt.

Risk of sparks.

Do not lean over any of the batteries.

5. Switch off the engine.

Remove the jumper cables in reverse order from fitting. One cable at a time!

Group 23 EDC III Functionality check

Functionality check

PC diagnostics program

• This program can read error codes that are stored in the engine control unit, check input and output signals, read current values from engine sensors and then store and print test results.

• The program enables service and workshop personnel to quickly localize and remedy errors in the EDC III system.

• A data link connector is used to connect to the engine control unit.

• User information is included in the program.

• Contact your Volvo Penta dealer to order software.

• The role of the diagnostic function is to detect and localize disturbances in the EDC III system, protect the engine and ensure that the machine remains in working order during serious disturbances.

• If a disturbance arises, the diagnostic indicator on the indicator panel begins blinking.

When the diagnosis button is pressed, an error code is given as guidance for any fault detection.

Group 23 EDC III Fault detection

A number of symptoms and possible causes for engine problems are described in the table below. Always contact your Volvo Penta dealer if problems occur that you are not able to solve on your own.

WARNING! Read through the safety instructions for maintenance and service work in the chapter ”Safety in-formation” before starting to work.

Fault detection

Diagnosis button’s indicator is blinking See the chapter ”Diagnostic function”

The engine cannot be stopped 2, 5

The starter motor does not rotate 1, 2, 3, 4, 5, 6, 7, 8, 25

The starter motor rotates slowly 1, 2

The starter motor rotates normally, but the engine does not start 9, 10, 11, 12, 13

The engine starts, but stops again 9, 10, 11, 12, 14

The engine does not reach the correct operating speed at full throttle 10, 11, 12, 13, 14, 22, 26, 27, 28, 29

The engine runs unevenly 11, 12,13

High fuel consumption 13, 14, 16, 26

Black exhaust smoke 13, 14

Blue or white exhaust smoke 15, 16, 23

Low oil pressure 17

High coolant temperature 18, 19, 20, 21

Low coolant temperature 21

No or poor charging 2, 24

1. Discharged batteries

2. Poor contact/interruption on electrical line

3. Main switch turned off

4. Fuse on wiring box blown

5. Faulty starter switch

6. Faulty main relay

7. Faulty starter motor relay

8. Faulty starter motor/solenoid

9. Fuel shortage:

– fuel cocks closed

– fuel tank empty/wrong tank connected

10. Clogged fuel fine filter/pre-filter (due to contaminates or paraffin deposits in the fuel at low temperature)

11. Air in fuel system

12. Water/contaminates in the fuel

13. Faulty unit injectors

14. Insufficient air supply to engine:

– clogged air filter

– air leak between turbo-charger and engine’s intake manifold

– fouled compressor in turbocharger

– faulty turbocharger

– poor engine compartment ventilation

15. High coolant temperature

16. Low coolant temperature

17. Low oil level

18. Low coolant level

19. Air in coolant system

Symptoms and possible causes

20. Faulty circulation pump

21. Defective thermostat

22. Clogged intercooler

23. High oil level

24. Generator drive belt is slipping

25. Water in engine

26. Great counterpressure in exhaust system

27. Interruption, cable ”Pot+” to pedal

28. High oil temperature

29. High charge-air temperature

Group 23 EDC III Diagnostic function

Diagnostic function

Diagnostic function The diagnostic function checks that the EDC III sys-tem is functioning normally.

The diagnostic function performs the following tasks:

• Detects and localizes disturbances

• Notifies when disturbances are detected

• Provides guidance for fault detection

• Protects the engine and ensures that the machine remains in working order when serious disturbances are detected.

Notification of disturbance If the diagnostic function detects a disturbance in the EDC III system, the opera-tor is notified by the diagnostic lamp (1), which begins to blink.

Guidance for fault detection If the diagnosis button

(2) is depressed and then released the diagnostic lamp

(1) blinks out an error code. The code is found in the error code list, with information on cause, response and corrective action.

The diagnostic function affects the engine in the following manner when:

1 The diagnostic function has detected a minor disturbance that will not damage the engine:

Response: The engine is not affected.

2. The diagnostic function has detected a serious disturbance that will not immediately damage the engine:

Response: TAD1240–42GE/VE: Engine is switched off.

TWD1240VE: Engine is switched off or engine torque is lowered until the value is normalized.

3. The diagnostic function has detected a serious disturbance that makes it impossible to control engine operation:

Response: TAD1240–42GE/VE: RPM maintained.

TWD1240VE: The engine goes to idle. Idle or freezing of RPM can be set using the Volvo Penta Parameter Tool.

If the diagnosis button’s indicator blinks

1. Reduce RPM to idle.

2. Press the diagnosis button (2) to acknowledge the message.

3. Release the diagnosis button and note the error code that blinks out. (1) See ”Reading out error codes”.

4. Look up the error code in the error code list and follow the recommended course of action.

NOTE: If the warning lamps and other instruments show normal function and the control is working nor-mally, the operator can choose to continue operating and remedy the disturbance later. If the engine is swit-ched off, certain error codes could disappear.

Reading out error codes If the diagnosis button 2 is depressed and then rele-ased, an error code blinks out (1).

The error code consists of two groups of blinks sepa-rated by a two-second pause. The error code is read by counting the number of blinks in each group.

Example: pause = Error code 2.4

The error code is stored and can be read as long as the disturbance remains. The error code list contains information on cause, response and corrective action.

Read out as follows:

1. Press in the diagnosis button (2)

2. Release the diagnosis button and note the error code that blinks out (1).

3. Repeat points 1–2. A new error code blinks out if more codes are stored. Repeat until the first error code reappears.

NOTE: When the first error code reappears all error codes have been read out.

Erasing error codes The error code memory of the diagnostic function is reset when power to the engine is cut off.

NOTE: The power must be completely disconnected.

When the power is turned on, the diagnostic function checks to see if there are any disturbances in the EDC III system. If disturbances are present, new error codes are set.

This means that:

1. Error codes for disturbances that have been corrected or that have disappeared are erased automatically.

2. Error codes for disturbances that have not been corrected must be acknowledged and read out every time the power is turned on.

If the diagnosis button is pushed after the error has been corrected and saved error codes are erased the code 1.1 (”No errors”) will blink out.

WARNING! Read the safety instructions for maintenance and service work in the chapter ”Safety informa-tion” before starting to work.

NOTE: The readout of the error codes below, such as 175 Code 2.1, means that 175 is read using the diagnostic tool.

2.1 is the blink code that is shown on the instrument box’s diagnostic lamp. See ”Reading out error codes”.

Error codes EDC III

18 Code 2.4

Cause: RPM sensor, flywheel. Abnormal frequency.

Response: The engine is extremely hard to start and runs unevenly if it does.

Corrective action:

• Check that the tachometer sensor connector is fit-ted correctly.

• Check that the wiring to the tachometer sensor is not damaged.

• Check that the tachometer sensor is correctly fit-ted in the flywheel housing.

• Check the function of the tachometer sensor.

101 Code 2.4

Cause: Tachometer sensor, flywheel. Intermittent signal.

Response: The engine is extremely hard to start and runs unevenly if it does.

Corrective action:

• Check that the tachometer sensor connector is fit-ted correctly.

• Check that the wiring to the tachometer sensor is not damaged.

• Check that the tachometer sensor is correctly fit-ted in the flywheel housing.

• Check the function of the tachometer sensor.

• Check the contact pressure in sleeves 30 and 31 in the black cable glove of the engine control unit

(ECU).

175 Code 2.1

Cause: Water in the fuel or low fuel pressure.

Response: Alarm lamp lights.

Corrective action:

• Check the fuel dehumidification filter (drain the fuel tank).

• Check if it is possible to increase the pressure using the hand pump.

• Check the fuel filter.

• Check the fuel pre-filter

191 Code 2.2

Cause: Low coolant level.

Response: Engine is switched off (if this protective feature has not been disabled by the parameter set-ting tool).

Alarm lamp lights.

Corrective action:

• Check the coolant level.

• Check the function of the coolant level monitor.

15 Code 2.4

Cause: Tachometer sensor, flywheel. No signal.

Response: The engine is extremely hard to start and runs unevenly if it does.

Corrective action:

• Check that the sensor connector is fitted correctly.

• Check that the wiring to the tachometer sensor is not damaged.

• Check that the tachometer sensor is correctly fit-ted in the flywheel housing.

• Check the function of the tachometer sensor.

• Check the contact pressure in sleeves 30 and 31 in the black cable glove of the engine control unit

(ECU).

102 Code 2.5

Cause: RPM sensor, camshaft. No signal.

Response: The engine takes longer than normal to start. The engine runs normally once underway.

Corrective action:

• Check that the tachometer sensor connector is fit-ted correctly.

• Check that the wiring to the tachometer sensor is not damaged.

• Check that the tachometer sensor is correctly fit-ted in the upper timing cover.

• Check the function of the tachometer sensor.

• Check the contact pressure in sleeves 7 and 18 in the black cable glove of the engine control unit

(ECU).

103 Code 2.5

Cause: RPM sensor, camshaft. Abnormal frequency.

Response: The engine takes longer than normal to start. The engine runs normally once underway.

Corrective action:

• Check that the tachometer sensor connector is fit-ted correctly.

• Check that the wiring to the tachometer sensor is not damaged.

• Check that the tachometer sensor is correctly fit-ted in the upper timing cover.

• Check the function of the tachometer sensor.

23 Code 2.7

Cause: RPM potentiometer connected to engine con-trol unit (ECU).

Interrupted or shorted to positive (+).

Response: The engine goes to idle. If the pedal is re-leased and then depressed again, the engine can ”limp home” using the idle contact.

Corrective action:

• Check the the control’s connector is fitted correctly.

• Check that the wiring to the sensor is not damaged.

• Check the function of the sensor.

• Check that the 23-pin connector is fitted correctly.

• Check pin C and sleeve C in the 23-pin connector.

• Check the contact pressure in sleeve 3 in the red cable glove of the engine control unit (ECU).

24 Code 2.7

Cause: RPM potentiometer connected to the engine control unit (ECU). Short to negative (-).

Response: The engine goes to idle. If the pedal is re-leased and then depressed again, the engine can ”limp home” using the idle contact.

Corrective action:

• Check that the potentiometer is connected cor-rectly.

• Check that the wiring to the potentiometer is not damaged.

• Check the function of the potentiometer.

21 Code 2.8

Cause: RPM potentiometer connected to CIU.

Short to negative (-).

Response: The engine goes to idle. If the pedal is re-leased and then depressed again, the engine can ”limp home” using the idle contact.

Corrective action:

• Check that the potentiometer is connected cor-rectly.

• Check that the wiring to the potentiometer is not damaged.

• Check the function of the potentiometer.

22 Code 2.8

Cause: RPM potentiometer connected to CIU.

Interrupted or shorted to positive (+).

Response: The engine goes to idle. If the pedal is re-leased and then depressed again, the engine can ”limp home” using the idle contact.

Corrective action:

• Check that the potentiometer is connected cor-rectly.

• Check that the wiring to the potentiometer is not damaged.

• Check the function of the potentiometer.

181 Code 3.1

Cause 1: Oil pressure sensor. Short to positive (+).

Response: None.

Corrective action:

• Check that the wiring to the oil pressure sensor is not damaged.

• Check that the oil pressure sensor is connected correctly.

182 Code 3.1

Cause: Oil pressure sensor. Interrupted or shorted to negative (-).

Response: None.

Corrective action:

• Check that the wiring to the oil pressure sensor is not damaged.

• Check that the oil pressure sensor is connected correctly.

• Check the contact pressure in sleeve 14 in the black cable glove of the engine control unit

(ECU).

25 Code 3.2

Cause: Charge air temperature sensor. Interrupted or shorted to positive (+).

Response: None.

Corrective action:

• Check that the connector of the charge air tempe-rature sensor is fitted correctly.

• Check that the wiring to the charge air temperature sensor is not damaged.

• Check that the charge air temperature sensor is fitted correctly.

• Check the function of the charge air temperature sensor.

• Check the contact pressure in sleeve 2 in the black cable glove of the engine control unit

(ECU).

26 Code 3.2

Cause: Charge air temperature sensor. Short to negative (-).

Response: None.

Corrective action:

• Check that the wiring to the charge air temperatu-re sensor is not damaged.

• Check that the charge air temperature sensor is fitted correctly.

• Check the function of the charge air temperature sensor.

27 Code 3.3

Cause: Coolant temperature sensor. Interrupted or shorted to positive (+).

Response: Preheating is activated even if the engine is warm.

Corrective action:

• Check that the connector of the coolant tempera-ture sensor is fitted correctly.

• Check that the wiring to the coolant temperature sensor is not damaged.

• Check that the coolant temperature sensor is fit-ted correctly.

• Check the function of the coolant temperature sensor.

28 Code 3.3

Cause 1: Coolant temperature sensor. Short to negati-ve (-).

Response: Preheating is activated even if the engine is warm.

Corrective action:

• Check that the wiring to the coolant temperature sensor is not damaged.

• Check that the coolant temperature sensor is fit-ted correctly.

• Check the function of the coolant temperature sensor.

67 Code 3.4

Cause: Charge air pressure sensor. Short to positive (+).

Response: The engine smokes more than it usually does when accelerating/under loading.

Corrective action:

• Check that the wiring to the charge air pressure sensor is not damaged.

• Check the function of the charge air pressure sen-sor.

68 Code 3.4

Cause 1: Charge air pressure sensor. Interrupted or shorted to negative (-).

Response: The engine smokes more than it usually does when accelerating/under loading.

Corrective action:

• Check that the connector of the charge air pressu-re sensor is fitted correctly.

• Check that the wiring to the charge air pressure sensor is not damaged.

• Check that the charge air pressure sensor is fitted correctly.

• Check the function of the charge air pressure sen-sor.

• Check the contact pressure in sleeve 3 in the black cable glove of the engine control unit

(ECU).

184 Code 3.7

Cause: Oil temperature sensor. Interrupted or shorted to positive (+).

Response: None.

Corrective action:

• Check that the wiring to the oil temperature sen-sor is not damaged.

• Check that the oil temperature sensor is correctly connected.

• Check the contact pressure in sleeve 1 in the black cable glove of the engine control unit

(ECU).

185 Code 3.7

Cause: Oil temperature sensor. Short to negative (-).

Response: None.

Corrective action:

• Check that the wiring to the oil temperature sen-sor is not damaged.

• Check that the oil temperature sensor is correctly connected.

200 Code 4.1

Cause: Oil pressure alarm, circuit interrupted.

Response: Alarm lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti-vated.

Corrective action:

• Check the alarm lamp.

• Check that the wiring to the alarm lamp is not da-maged.

• Check sleeve ”L” in the 23-pin connector.

• Check the contact pressure in sleeve 35 in the red cable glove of the engine control unit (ECU).

201 Code 4.1

Cause: Oil pressure alarm. Short to negative (-).

Response: Alarm lamp lights constantly

Corrective action:

• Check that the wiring and connection to the alarm lamp are not damaged.

202 Code 4.1

Cause: Oil pressure alarm. Short to positive (+).

Response: Alarm lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti-vated.

Corrective action:

• Check that the wiring and connection to the alarm lamp are not damaged.

35 Code 4.2

Cause: Alarm for high coolant temp. Linked to Stand Alone interface. Short to negative (-).

Response: Alarm lamp lights constantly.

Corrective action:

• Check that the wiring to the alarm lamp is not damaged.

• Check that the alarm lamp is fitted correctly.

36 Code 4.2

Cause: Alarm for high coolant temp. Linked to Stand Alone interface. Short to positive (+).

Response: Alarm lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti-vated.

Corrective action:

• Check that the wiring to the alarm lamp is not damaged.

• Check that the alarm lamp is fitted correctly.

226 Code 4.2

Cause: Alarm for high coolant temp. Circuit interrup-tion.

Response: Alarm lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti-vated.

Corrective action:

• Check the alarm lamp for high coolant temperature.

• Check that the wiring to the alarm lamp is not damaged.

• Check sleeve ”N” in the 23-pin connector.

• Check the contact pressure in sleeve 33 in the black cable glove of the engine control unit

(ECU).

220 Code 4.3

Cause: Lamp to indicate operation. Interruption

Response: Indicator lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti-vated.

Corrective action:

• Check the alarm lamp.

• Check that the wiring to the alarm lamp is not damaged.

• Check sleeve ”N” in the 23-pin connector.

• Check the contact pressure in sleeve 33 in the black connector of the engine control unit (ECU).

221 Code 4.3

Cause: Lamp to indicate operation. Short to negative (-).

Response: The indicator lamp shines constantly.

Corrective action:

• Check that the wiring and connection to the alarm lamp are not damaged.

222 Code 4.3

Cause: Lamp to indicate operation. Short to positive (+).

Response: Indicator lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti-vated.

Corrective action:

• Check that the wiring and connection to the alarm lamp are not damaged.

223 Code 4.4

Cause: Overspeed alarm. Circuit interruption.

Response: Alarm lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti-vated.

Corrective action:

• Check the alarm lamp.

• Check that the wiring to the alarm lamp is not da-maged.

• Check sleeve ”O” in the 23-pin connector.

• Check the contact pressure in sleeve 36 in the black cable glove of the engine control unit

(ECU).

224 Code 4.4

Cause: Overspeed alarm. Short to negative (-).

Response: Alarm lamp lights constantly.

Corrective action:

• Check that the wiring and connection to the alarm lamp are not damaged.

225 Code 4.4

Cause: Overspeed alarm. Short to positive (+).

Response: Alarm lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti-vated.

Corrective action:

• Check that the wiring and connection to the alarm lamp are not damaged.

203 Code 4.5

Cause: Low coolant alarm. Circuit interruption.

Response: Alarm lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti-vated.

Corrective action:

• Check the alarm lamp.

• Check that the wiring to the alarm lamp is not damaged.

• Check sleeve ”N” in the 23-pin connector.

• Checkthe contact pressure in sleeve 33 in the black cable glove of the engine control unit

(ECU).

204 Code 4.5

Cause: Low coolant alarm. Short to negative (-).

Response: Alarm lamp lights constantly.

Corrective action:

• Check that the wiring and connection to the alarm lamp are not damaged.

205 Code 4.5

Cause: Low coolant alarm. Short to positive (+).

Response: Alarm lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti-vated.

Corrective action:

• Check that the wiring and connection to the alarm lamp are not damaged.

41 Code 4.6

Cause: Start relay on starter motor.

Short to positive (+).

Response: Engine will not start.

Corrective action:

• Check that the wiring to the relay is not damaged.

• Check the function of the relay.

42 Code 4.6

Cause: Start relay on starter motor.

Short to negative (-).

Response: Engine will be started -> The starter motor engages, but no start request is made when the igni-tion is switched on.

Engine running -> The starter motor engages, but no start request is made.

Engine being started -> The starter motor does not di-sengage once the engine is started.

Corrective action:

• Check that the wiring to the relay is not damaged.

• Check the function of the relay.

107 Code 4.6

Cause: Starter motor relay. Circuit interruption.

Response: Engine will not start.

Corrective action:

• Check that the cable to the starter motor (yellow/ black) is correctly connected.

• Check that the cable to the starter motor (yellow/ black) is not damaged.

• Check that the relay on the starter motor is whole.

• Check the contact pressure in sleeve 31 in the red cable glove of the engine control unit (ECU).

108 Code 4.7

Cause: Start input, engine control unit (ECU).

Short to negative (-).

Response: Engine will not start.

Corrective action:

• Check that the wiring to the ignition key/start but-ton is not damaged.

• Check the contact pressure in sleeve ”E” in the 23-pin connector.

• Check the contact pressure in sleeve 17 in the connector on the engine.

109 Code 4.8

Cause: Stop input engine control unit (ECU).

Short to negative (-).

Response: The engine can only be stopped using the emergency stop on the engine.

Corrective action:

• Check that the wiring to the ignition key/start but-ton is not damaged.

• Check the contact pressure in sleeve ”H” in the 23-pin connector.

• Checkthe contact pressure in sleeve 6 in the con-nector on…