Volvo Penta TAD1242GE, TAD1240GE, TAD1241VE, TAD1241GE, TAD1242VE Technical Description
...
VOLVO PENTA GENSET ENGINE
TAD1242GE
1500 rpm, 387 kW (526 hp) – 1800 rpm, 430 kW (585 hp)
The TAD1242GE 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 operation with low noise level.
To maintain a controlled working temperature 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 durability 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 combustion and low fuel consumption.
The TAD1242GE complies with EU
Stage 2 and TA-Luft -50% exhaust emission regulations.
Easy service & maintenance
Easily accessible service and maintenance 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 torsional
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 water-
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
– Efficient cooling with accurate coolant con-
trol through a water distribution duct in the
cylinder block. Reliable sleeve thermostat
with minimum pressure drop
Features
– Maintained performance, air temp 40°C
– 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
– Gear driven, maintenance-free coolant pump
with high degree of efficiency
– Coolant filter as standard
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.
TAD1242GE
Technical Data
General
Engine designation ........................................................................ TAD1242GE
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
kW (hp) 1500 rpm 1800 rpm
Prime Power 352 (479) 391 (532)
Max Standby Power 387 (526) 430 (585)
Lubrication system
Oil consumption, liter/h (US gal/h) 1500 rpm 1800 rpm
Prime Power 0.12 (0.032) 0.14 (0.037)
Max Standby Power 0.14 (0.037) 0.15 (0.040)
Oil system capacity incl filters, liter ...............................................................35
Oil change intervals at specification
VDS-2, h ........................................................................................................... 600
VDS, ACEA E3, h ............................................................................................400
ACEA E1, E2, API CD, CF, CF-4, CG-4, h ...............................................200
Fuel system
Specific fuel consumption at
Prime Power, g/kWh (lb/hph) 1500 rpm 1800 rpm
25 % 216 (0.350) 231 (0.374)
50 % 199 (0.323) 208 (0.330)
75 % 195 (0.316) 200 (0.324)
100 % 198 (0.321) 202 (0.327)
Max Standby Power, g/kWh (lb/hph) 1500 rpm 1800 rpm
25 % 211 (0.347) 225 (0.365)
50 % 197 (0.319) 203 (0.329)
75 % 195 (0.316) 200 (0.324)
100 % 199 (0.323) 203 (0.329)
Intake and exhaust system
Air consumption at 27°C, m³/min (cfm) 1500 rpm 1800 rpm
Prime Power 23.5 (830) 28.0 (989)
Max Standby Power 25.0 (883) 29.0 (1024)
Max allowable air intake restriction, kPa (In wc) ............................... 5 (20.1)
Heat rejection to exhaust,
kW (BTU/min) 1500 rpm 1800 rpm
Prime Power 250 (14217) 272(15468)
Max Standby Power 276 (15696) 306 (17402)
Exhaust gas temperature after turbine,
°C (°F) 1500 rpm 1800 rpm
Prime Power 490 (914) 465 (869)
Max Standby Power 505 (941) 490 (914)
Max allowable back-pressure in exhaust line, kPa (In wc) ........... 10 (40.2)
Exhaust gas flow, m³/min (cfm) 1500 rpm 1800 rpm
Prime power 58 (2048) 66 (2331)
Max Standby Power 63 (2225) 72 (2543)
Cooling system
Heat rejection radiation from engine,
kW (BTU/min) 1500 rpm 1800 rpm
Prime Power 17 (967) 18 (1024)
Max Standby Power 18 (1024) 20 (1137)
Heat rejection to coolant kW (BTU/min)
Prime Power 123 (6995) 139 (7905)
Max Standby Power 125 (7109) 143 (8132)
Fan power consumption, kW (hp) 9 (12) 15 (20)
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.
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 commercially 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 Generating Set Engines Sales Guide.
Standard equipment Engine Gen Pac
Engine
Automatic belt tensioner
• •
Lift eyelets • •
Flywheel
Flywheel housing with conn. acc. to SAE 1
• •
Flywheel for 14” flex. plate and flexible coupling • •
Vibration dampers • •
Engine suspension
Fixed front suspension
• •
Lubrication system
Oil dipstick
• •
Full-flow oil filter of spin-on type • •
By-pass oil filter of spin-on type • •
Oil cooler, side mounted • •
Low noise oil sump • •
Fuel system
Fuel filters of disposable type
• •
Electronic unit injectors • •
Pre-filter with water separator • •
Intake and exhaust system
Air filter with replaceable paper insert
• •
Air restriction indicator • •
Air cooled exhaust manifold • •
Connecting flange for exhaust pipe • •
Exhaust flange with v-clamp • •
Turbo charger, low right side • •
Crankcase ventilation • •
Cooling system
Radiator incl intercooler
•¹) •
Gear driven coolant pump • •
Fan hub • •
Thrust fan •¹) •
Fan guard − •
Belt guard − •
Control system
Engine Management System (EMS) with
• •
CAN-bus interface SAE J1939 and stand alone
interface
Alternator
Alternator 60A / 24 V
• •
Starting system
Starter motor, 6.0kW, 24 V
• •
Connection facility for extra starter motor • •
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
• •
Dimensions TAD1242GE
Not for installation
A* = 1587 mm / 62.5 in
B* = 1120 mm / 44.1 in
C* = 1976 mm / 77.8 in
D = 2296 mm / 90.5 in (During transport)
D = Max 3311 mm / 130.5 in
*Incl. radiator and intercooler
http://www.brizmotors.ru/equipment/ctm/
v400/
English 02 -2009. © 2009 AB Volvo Penta
Group 23 EDC III Design and operation
Design and operation
System description EDC III
EDC III, ”Electronic Diesel Control”, is an electronic system with CAN communication for diesel engine management. The system is developed by Volvo Penta and covers fuel management, diagnostic function, etc. The system 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.
Control module
The EDC III system processor is located in the control module, protected from moisture and vibrations.
The processor continually receives information regarding:
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 processor 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 controlled completely electronically via fuel valves on the
unit injectors.
This means that the engine always receives the correct 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 injectors so that the correct amount of fuel is injected into
each cylinder. It calculates and sets the injection angle. 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’ electromagnetically 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 channel. 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 injector. 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 injector 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.
12
Group 23 EDC III Design and operation
Calculation of fuel quantity
The amount of fuel injected into a cylinder is calculated by the control module. The calculation gives the
amount of time the fuel valve is closed (as fuel is injected into the cylinder when the fuel valve is closed).
The parameters that determine the amount of fuel injected are:
Requested RPM
•
Engine protection functions
•
Temperature
•
Charge air pressure
•
Cylinder balance
When idling, the control module can provide the cylinders 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 function that makes it possible to detect faults in the engine and sensor.
The role of the diagnostic function is to detect and localize disruptions 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. The diagnostic function can be
read out via the display using the PC diagnostics program.
Idle adjustment (low idle)
Idle can be adjusted to a value between 600 and
1200 RPM.
13
Group 23 EDC III Design and operation
Component description
The digits after the headings refer to ”Component diagram and location”.
Water monitor, fuel pre-filter (19)
The monitor is located on the bottom of the fuel prefilter.
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 water in the fuel, a warning signal is sent to the control
module.
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 camshaft 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 temperature increases. The pressure signal is a voltage signal
proportional to the pressure. The reference voltage for
the sensor is 5 Volts.
14
Group 23 EDC III Design and operation
Tachometer sensor, flywheel (18)
This sensor is located on the left-hand side of the flywheel 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 injection angle and amount of fuel.
Charge air pressure/temperature
sensor (6)
Charge air pressure and charge air temperature are
measured with a combined sensor located on the intake 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 proportional 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 nonlinear resistor whose resistance depends on the temperature of the resistor body. Resistance decreases
as temperature increases.
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 coolant 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. Resistance decreases as temperature increases.
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).
15
Group 23 EDC III Design and operation
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 consists 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.
Electronic Control Unit (ECU) (11)
The control module (EMS) checks and controls the
unit injectors so that the correct amount of fuel is injected into each cylinder. It calculates and sets the injection 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 control unit, protected from moisture and vibrations.
The processor continually receives information regarding:
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 processor to calculate the correct amount of fuel, check the
condition of the engine, etc.
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 communication 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 requests and forwards them to the engine. It also controls 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.
16
Group 23 EDC III Design and operation
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 controlled 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 exhaust 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 positive and negative poles of the batteries. The voltage regulator then compensates for any voltage drop in the
lines between the generator and the battery by increasing 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 starter motor solenoid.
1
17
Group 23 EDC III Design and operation
Component diagram and location
20
3
64512
7
15
16
17
18
911128
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
10
13
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)
19
14
* Inside the Cover
18
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.
19
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
20
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
3.0
Charge air
pressure
2.5
2.0
bar
1.5
1.0
0
rpm
21
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.
22
Group 23 EDC III Repair instructions
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.
23
Group 23 EDC III Repair instructions
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 explosion 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 absolutely 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 attempt.
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!
24
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.
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Group 23 EDC III Fault detection
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 information” before starting to work.
Symptoms and possible causes
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
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
27. Interruption, cable ”Pot+” to
28. High oil temperature
29. High charge-air temperature
exhaust system
pedal
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19. Air in coolant system
Group 23 EDC III Diagnostic function
Diagnostic function
Diagnostic function
The diagnostic function checks that the EDC III system 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 operator 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.
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Group 23 EDC III Diagnostic function
NOTE: If the warning lamps and other instruments
show normal function and the control is working normally, the operator can choose to continue operating
and remedy the disturbance later. If the engine is switched off, certain error codes could disappear.
Reading out error codes
If the diagnosis button 2 is depressed and then released, an error code blinks out (1).
The error code consists of two groups of blinks separated 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.
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