Man Ecm Dtc Truck Guide Manual (Actros Etc)

Full download: http://manualplace.com/download/man-ecm-dtc-truck-guide-manual-actros-etc/

Service Manual
Trucks
Group 28

Engine Control Module (ECM), Diagnostic Trouble Code

(DTC), Guide
2010 Emissions
CHU, CXU, GU, TD

PV776-88961816

This is the cut pages sample. Download all 98 page(s) at: ManualPlace.com
 Foreword
The descriptions and service procedures contained in this manual are based on designs and
methods studies carried out up to March 2010.

The products are under continuous development. Vehicles and components produced after the
above date may therefore have different specifications and repair methods. When this is believed
to have a significant bearing on this manual, supplementary service bulletins will be issued to cover
the changes.

The new edition of this manual will update the changes.

In service procedures where the title incorporates an operation number, this is a reference to a
Labor Code (Standard Time).

Service procedures which do not include an operation number in the title are for general information
and no reference is made to a Labor Code (Standard Time).

Each section of this manual contains specific safety information and warnings which must be
reviewed before performing any procedure. If a printed copy of a procedure is made, be sure to
also make a printed copy of the safety information and warnings that relate to that procedure. The
following levels of observations, cautions and warnings are used in this Service Documentation:

Note: Indicates a procedure, practice, or condition that must be followed in order to have the
vehicle or component function in the manner intended.

Caution: Indicates an unsafe practice where damage to the product could occur.

Warning: Indicates an unsafe practice where personal injury or severe damage to the product
could occur.

Danger: Indicates an unsafe practice where serious personal injury or death could occur.

Mack Trucks, Inc.

Greensboro, NC USA

Order number: PV776-88961816

Repl:

©2010 Mack Trucks, Inc., Greensboro, NC USA

All rights reserved. No part of this publication may be reproduced, stored in retrieval system,
or transmitted in any forms by any means, electronic, mechanical, photocopying, recording or
otherwise, without the prior written permission of Mack Trucks, Inc.

USA40713
 Contents
Design and Function.................................................................................................................... 3
Engine Control Module (ECM)...................................................................................................... 3
On Board Diagnostic (OBD) Monitors............................................................................................ 4

Troubleshooting .......................................................................................................................... 22
Engine Control Module (ECM) Diagnostic Trouble Codes (DTCs) ..................................................... 22

1
2
Group 28 Engine Control Module (ECM)

Design and Function

Engine Control Module (ECM)
The manufacturer scan tool is the preferred tool for Note: The use of a scan tool is necessary to perform diagnostic
performing diagnostic work. Contact your local dealer for work as well as clearing of any diagnostic trouble codes
more information or visit “www.premiumtechtool.com”. (DTCs). DTC(s) can no longer be cleared using the vehicles
instrument cluster digital display and stalk switch control.

System Overview
Six electronic control units (ECUs) are used; the engine control The use of a scan tool is necessary to perform diagnostic work
module (ECM), instrument control module (ICM), Vehicle as well as clearing of any diagnostic trouble codes (DTCs).
Electronic Control Unit (VECU), transmission control module DTC(s) can no longer be cleared using the vehicles instrument
(TCM), the gear selector control module (GSCM) and the cluster digital display and stalk switch control. Additional
aftertreatment control module (ACM). Together, these modules data and diagnostic tests are available when a scan tool is
operate and communicate through the SAE J1939 (CAN connected to the Serial Communication Port.
1) data link to control a variety of engine and vehicle cab
functions. The ECM controls such things as fuel timing and For diagnostic software, contact your local dealer.
delivery, fan operation, engine protection functions, engine The ECM is a microprocessor based controller programmed
brake operation, the exhaust gas recirculation (EGR) valve to perform fuel injection quantity and timing control, diagnostic
and the turbocharger nozzle. The VECU controls cruise fault logging, and to broadcast data to other ECUs. The fuel
control functions, accessory relay controls and idle shutdown quantity and injection timing to each cylinder is precisely
functions. The ICM primarily displays operational parameters controlled to obtain optimal fuel economy and reduced exhaust
and communicates these to the other ECUs. All have the emissions in all driving situations.
capability to communicate over the SAE J1587 data link
primarily for programming, diagnostics and data reporting. The ECM controls the operation of the injectors, engine brake
solenoid, EGR valve, turbocharger nozzle position, and cooling
In addition to their control functions, the modules have on fan clutch based on inputs from many sensors and information
board diagnostic (OBD) capabilities. The OBD is designed to received over the data links from other ECUs.
detect faults or abnormal conditions that are not within normal
operating parameters. When the system detects a fault or The VECU and ECM are dependent on each other to perform
abnormal condition, the fault will be logged in one or both of their specific control functions. In addition to switch and sensor
the modules’ memory, the vehicle operator will be advised that data, the broadcast of data between modules also includes
a fault has occurred by illumination a malfunction indicator various calculations and conclusions that each module has
lamp (MIL) and a message in the driver information display, developed, based on the input information it has received.
if equipped. The module may initiate the engine shutdown
procedure if the system determines that the fault could damage
the engine.

In some situations when a fault is detected, the system will

enter a "derate" mode. The derate mode allows continued
vehicle operation but the system may substitute a sensor
or signal value that may result in reduced performance. In
some instances, the system will continue to function but
engine power may be limited to protect the engine and vehicle.
Diagnostic trouble codes (DTCs) logged in the system memory
can later be read, to aid in diagnosing the problem using a
diagnostic computer or through the instrument cluster display,
if equipped. When diagnosing an intermittent DTC or condition,
it may be necessary to use a scan tool connected to the Serial
Communication Port.

3
Group 28 On Board Diagnostic (OBD) Monitors

On Board Diagnostic (OBD) Monitors

System Electronic Control Unit (ECU) Overview
The engine control module (ECM) monitors and models (using These ECUs all communicate with the ECM via data links. The
physical principles) engine parameters to monitor the engine VECU communicates across the SAE J1939 (CAN1) data link
system’s performance in real time. This is performed to aid the while the others use the SAE J1939-7 (CAN2) data link.
ECM with its self diagnostic capabilities. Many sensors are The OBD systems use SAE J1939 data link protocol for
used for input to the emission control system. communication with scan tools but, MACK trucks still are
capable of communicating via the SAE J1587 data link for
The system contains the following “emission critical” ECUs diagnostics. The use of a scan tool is necessary to perform
that are monitored; diagnostic work as well as clearing of any diagnostic trouble
• Engine Control Module (ECM) codes (DTCs). DTC(s) can no longer be cleared using the
• Vehicle Electronic Control Unit (VECU) vehicles instrument cluster digital display and stalk switch
control.
• Aftertreatment Control Module (ACM)
There are other ECUs such as the Instrument Control Module
• Aftertreatment Nitrogen Oxides (NOx) Sensors
(ICM), Transmission Control Module (TCM) and Anti-lock
• Engine Variable Geometry Turbocharger (VGT) Smart Brake System (ABS) Module that provide data to the emission
Remote Actuator (SRA) control system or the diagnostic system but are not “emission
critical”.

Malfunction Indicator Lamp (MIL), Description and Location

A MIL located in the instrument cluster. This amber colored
lamp is used to inform the driver that a “emission critical”
malfunction signal has occurred.
W2036007

4
Group 28 On Board Diagnostic (OBD) Monitors

Systems Monitoring Information

Section Content
• “Accelerator Pedal Position (APP) Sensor, Overview”, page • “Exhaust Gas Recirculation (EGR)”, page 8
6 • “Exhaust Gas Recirculation (EGR) Low Flow”, page 8
• “Active/intrusive Injection (Aftertreatment Hydrocarbon • “Exhaust Gas Recirculation (EGR) High Flow”, page 8
Doser Clogging)”, page 6
• “Exhaust Gas Recirculation (EGR) Slow Response”, page
• “Aftertreatment Diesel Exhaust Fluid (DEF) Feedback 9
Control”, page 6
• “Exhaust Gas Recirculation (EGR) Feedback Control”,
• “Aftertreatment Diesel Exhaust Fluid (DEF) Quality ”, page page 9
6
• “Exhaust Gas Recirculation (EGR) Cooler Performance”,
• “Aftertreatment Diesel Particulate Filter (DPF)”, page 6 page 9
• “Aftertreatment Diesel Particulate Filter (DPF) Regeneration • “Exotherm”, page 9
Frequency”, page 6
• “Filtering Performance”, page 9
• “Aftertreatment Diesel Particulate Filter (DPF) Incomplete
Regeneration ”, page 6 • “Fuel System”, page 9

• “Aftertreatment Diesel Particulate Filter (DPF) Regeneration • “Idle Speed, Rationality Monitors”, page 9
Feedback Control”, page 6 • “Intake Manifold Pressure (IMP) Control System”, page 9
• “Aftertreatment Fuel System, Rationality Monitors”, page 7 • “Misfire”, page 10
• “Aftertreatment Non-Methane Hydro Carbons (NMHC) • “Missing Substrate”, page 10
Catalyst”, page 7 • “Over-boost”, page 10
• “Aftertreatment Nitrogen Oxides (NOx) Sensor(s) • “Parking Brake Switch, Overview”, page 10
Overview”, page 7
• “Aftertreatment Selective Catalytic Reduction (SCR)”, page
• “Power Take-off (PTO) Enable Switch, Overview”, page 10

7 • “SAE J1939 (CAN1) Data Link, Overview”, page 10

• “Aftertreatment Selective Catalytic Reduction (SCR) • “Thermostat Monitor”, page 10

Conversion Efficiency”, page 7 • “Time/Date Overview”, page 10
• “Ambient Air Temperature (AAT) Sensor, Overview”, page • “Variable Geometry Turbocharger (VGT) Feedback
7 Control”, page 10
• “Charge Air Cooler (CAC)”, page 8 • “Vehicle Speed Sensor (VSS), Overview”, page 11
• “Combined Monitoring”, page 8 • “Under-boost”, page 11
• “Crankcase Ventilation”, page 8 • “Variable Geometry Turbocharger (VGT) Slow Response”,
• “Crankcase Ventilation Diagnostic Function”, page 8 page 11

• “Engine Control Module (ECM), Rationality Monitors”, page

8
• “Engine Coolant Temperature (ECT) Sensor Overview”,
page 8

5
Group 28 On Board Diagnostic (OBD) Monitors

Accelerator Pedal Position (APP) Sensor, Overview

The APP sensor input is an analog voltage signal proportional conditions (value of 0 - 100%), is directly proportional to the
to the pedal position that is read by the vehicle electronic pedal’s angular position. The physical accelerator assembly
control unit (VECU). The angular position of the pedal is also supports a digital DC voltage (On/Off) generated by an
divided in three different areas used for fault detection idle validation (IV) switch that is also powered by the same
and/or recovery. The value that is transmitted under normal regulated reference voltage source.

Active/intrusive Injection (Aftertreatment Hydrocarbon Doser Clogging)

This diagnostic is based on the checking the aftertreatment minimum regeneration temperature within a specified time
diesel particulate filter (DPF) intake temperature during then the aftertreatment hydrocarbon doser is considered to
aftertreatment DPF active parked regeneration cycles. If be clogged.
the aftertreatment DPF intake temperature does not reach a

Aftertreatment Diesel Exhaust Fluid (DEF) Feedback Control

The aftertreatment DEF control consists of a feedforward to obtain the demanded nitrogen oxides (NOx) conversion
control together with a feedback control. The feedforward efficiency. The feedback controls the ammonia (NH3) buffer in
control value is how much urea that must be injected in order the aftertreatment selective catalytic reduction (SCR).

Aftertreatment Diesel Exhaust Fluid (DEF) Quality

Aftertreatment DEF quality is evaluated and determined
through conversion efficiency. If the aftertreatment SCR
system efficiency is below the specified limit, a fault is reported.

Aftertreatment Diesel Particulate Filter (DPF)

The aftertreatment DPF collects particulate and soot in and to invoke an operating mode that enhances aftertreatment
a ceramic wall-flow substrate. The strategy to manage DPF passive regeneration when necessary. Aftertreatment
the accumulation of soot is to take advantage of natural DPF active regeneration is performed using an aftertreatment
aftertreatment DPF passive regeneration whenever possible, hydrocarbon doser.

Aftertreatment Diesel Particulate Filter (DPF) Regeneration Frequency

This function detects if the aftertreatment DPF regeneration requirements. If the number of aftertreatment DPF
frequency increases to a level that it would cause the regenerations are above the threshold at the end of the time
non-methane hydro carbon (NMHC) emissions to exceed period a fault is reported.
the legal limitation or if the frequency exceeds the design

Aftertreatment Diesel Particulate Filter (DPF) Incomplete Regeneration

The aftertreatment DPF regeneration strategy is to reduce the An interrupted parked aftertreatement DPF regeneration
soot level in the DPF using passive regeneration. However, is detected by this function. This is not a fault mode but
if the driving conditions do not enable enough exhaust heat handled by the aftertreatment system. If the ratio between
for passive regeneration to keep up with the soot loading an the uncompleted and completed regenerations is above the
active parked aftertreatment DPF regeneration will be required. specified limit, a fault is reported.

Aftertreatment Diesel Particulate Filter (DPF) Regeneration Feedback Control

This function monitors the particulate matter regeneration not be reached or if the actuator is saturated more than a given
feedback control and detects: percentage of the time.
• If the system fails to begin feedback control
• If a failure or deterioration causes open loop
• If the feedback control has used up all of the allowed
adjustment
When the aftertreatment hydrocarbon doser is used, the
feedback control is monitored for a saturated controller or a
saturated actuator. A saturated controller or actuator means
that all allowed adjustment has been used up. The monitors
detect a malfunction if the controller is saturated more than a
given percentage of the time and the target temperature can
6
Man Ecm Dtc Truck Guide Manual (Actros Etc)
Full download:
Group 28http://manualplace.com/download/man-ecm-dtc-truck-guide-manual-actros-etc/
On Board Diagnostic (OBD) Monitors

Aftertreatment Fuel System, Rationality Monitors

The aftertreatment fuel system consists of a aftertreatment fuel This action should increase system pressure. When the
shutoff valve, a separate aftertreatment hydrocarbon doser aftertreatment fuel shutoff valve is closed the system pressure
(injector), and an aftertreatment fuel pressure sensor. The should decrease since the valve has an internal drain pipe that
aftertreatment fuel shutoff valve diagnostic function look at the constantly depressurizes the system. For more information
aftertreatment fuel pressure when the valve is opened and about these components refer to “Aftertreatment Fuel Pressure
closed. When conditions are proper for the diagnostic, the Sensor, Circuit Monitors”, page 16, “Aftertreatment Fuel
function requests an opening of the aftertreatment fuel shutoff Shutoff Valve, Circuit Monitors”, page 16 or “Aftertreatment
valve in order to pressurize the aftertreatment fuel system. Hydrocarbon Doser, Circuit Monitors”, page 16.

Aftertreatment Non-Methane Hydro Carbons (NMHC) Catalyst

To detect when the hydrocarbon conversion fails in the injection rate (duty cycle) is monitored and used to calculate
aftertreatment diesel oxidation catalyst (DOC), the temperature whether there should be a corresponding heat reaction.
reaction at the aftertreatment DOC outlet is monitored when Once it has reached an acceptable accumulated duty cycle
fuel is injected in the exhaust. The amount of hydrocarbon the expected temperature difference can be calculated.
supplied by the aftertreatment hydrocarbon doser will This difference should then be above a certain limit if the
determine the expected increase in temperature after the hydrocarbon conversion was achieved.
aftertreatment DOC. The aftertreatment hydrocarbon doser

Aftertreatment Nitrogen Oxides (NOx) Sensor(s) Overview

The NOx sensors consist of: Aftertreatment NOx sensor diagnostics monitor the sensors
signal quality and performance. The purpose of this function is
• Housing holding the sensing element.
to detect the following,
• An electronic control unit (ECU), interfacing the sensor and • Bad signal quality
the engine control module (ECM).
• Removed sensor
• A wire, electrically connecting the sensing element with • Missing signal
the ECU.
Circuit integrity of the aftertreatment NOx sensor is checked
There are two aftertreatment NOx sensors, one before and by the sensor itself and the status is transmitted to the engine
one after the aftertreatment selective catalytic reduction (SCR) control module (ECM) over the CAN data link. The following
catalyst. The aftertreatment NOx sensor before and after SCR can be transmitted,
catalyst have unique CAN identification numbers hence can
not be swapped. The sensor before the SCR catalyst monitors
• open circuit
the engine out NOx level. The sensor after SCR monitors • high voltage
system out NOx level. • circuit low or high

Aftertreatment Selective Catalytic Reduction (SCR)

The aftertreatment SCR system is a catalyst system that is nitrogen oxide (NO) and water (H2O). The aftertreatment
used to reduce exhaust Nitrogen Oxides (NOx) emissions. control module (ACM) is used to control the aftertreatment
This reduction is performed by injecting diesel exhaust fluid SCR components and relays system information to the Engine
(DEF) (a urea solution) into the exhaust fumes prior to the Control Module (ECM). The ECM controls the overall system
aftertreatment SCR catalyst. A chemical process performed function.
by aftertreatment SCR catalyst and DEF, converts NOx to

Aftertreatment Selective Catalytic Reduction (SCR) Conversion Efficiency

The aftertreatment SCR catalyst diagnosis calculates the low This is based on the premise that a deteriorated catalyst can
temperature performance of the aftertreatment SCR system be considered as a catalyst with less volume. The volume
and compares it to the performance when the catalyst is is critical to reach the low temperature performance of the
warm enough to reach high nitrogen oxides (NOx) conversion. aftertreatment SCR system.

Ambient Air Temperature (AAT) Sensor, Overview

The AAT sensor is an analog input that is read by the the AAT value back on the SAE J1939 data link where it is
instrument cluster electronic control unit. The instrument received by the engine control module (ECM).
cluster processes the raw signal and transmits the AAT value
on the SAE J1939 data link. The vehicle electronic control unit
(VECU) receives the AAT value and based on certain vehicle
conditions the value is adjusted. The VECU then transmits
This is the cut pages sample. Download all 98 page(s) at: ManualPlace.com 7