Operating Instructions: Engine Control Computer (MFR)

Operating Instructions
Engine control computer (MFR)
“Translation of the original instruction”

Information and Copyright
Subject to technical alterations in the interests of further development.

The reprinting, reproduction and translation of this document, even in part, is forbidden without the express
written agreement of MAN. All rights under copyright law are expressly reserved by MAN.
© 2011
MAN Truck & Bus AG
Vogelweiherstraße 33
90441 Nürnberg
Germany
Tel.: +49 911 / 420-1745
Fax: +49 911 / 420-1930
Email: engines.components@de.man-mn.com
Internet: www.man-engines.com
Editorial: EMDGG, Technical Status: 09.2011
Carefully read the Operating Instructions before starting any work!

This is especially valid for the chapter on General Safety Instructions
2 and the safety instructions in each of the chapters.
Content
Information and Copyright . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1 Construction and function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

1.1 Construction of the MFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.2 Control of the engine with the MFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.2.1 Via digital and analog inputs on the MFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.2.2 Via the customer CAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.2.3 Via the MFR display - Optional (se page 9) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.3 Construction of the MFR display (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2 Installation - engine control computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

2.1 System construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.2 Method of installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.2.1 Fixing of the MFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.2.2 Wiring of the MFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.3 Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.3.1 Power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.3.2 CAN network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.3.3 Digital switch summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.3.4 Analog acquisition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.3.5 Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2.4 On and Off switching behaviour of the MFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.4.1 Switch-on behaviour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.4.2 Switch-off behaviour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.4.3 Long term shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.5 Function description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.5.1 Engine start and stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.5.2 Speed preselection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.5.3 Speed fine adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.5.4 Torque preselection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
2.5.5 Speed and torque limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2.5.6 Preselection of the Idle speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
2.5.7 Preselection of engine control parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
2.5.8 Request for engine brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
2.5.9 Start blocking (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
2.5.10 Bank switch off (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
2.5.11 MFR internal time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
2.5.12 Immobiliser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
2.5.13 Monitoring of the MFR and fault reactions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
2.6 Diagnosis/fault display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
2.6.1 On board diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
2.6.2 Off board diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

and the safety instructions in each of the chapters. 3
Content
3 Installation - MFR display (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

3.1 System construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
3.2 Method of installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
3.3 Connection of the display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
3.3.1 Plug connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
3.3.2 CAN interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
3.3.3 On / Off switching behaviour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
3.4 Engine start / stop via the display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
3.5 Function description of the display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
3.5.1 display of the EDC and MFR faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
3.5.2 Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
3.5.3 Engine settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
3.5.4 Time / Date setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
3.5.5 System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
3.5.6 Language setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
3.5.7 Contrast adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

Design and Function
1 Construction and function
1.1 Construction of the MFR

View of the MFR:
The MFR has three connector chambers, in one of these there are no pins (3). In the connector chamber
(1) the pins are prominent, however, not connected internally in the MFR. On delivery of the MFR this
connector chamber is closed with a cover flap.
Only connector chamber (2), is used, and it is here that the plug from the cable harness is plugged in.
1.2 Control of the engine with the MFR

The MFR intervenes through appropriate set value preselections in the control and regulatory functions of
the engine electronics.
It provides the possibility of operating the engine in various ways and thereby works as a central coordina
tor, which processes the requirements for the various functions.
In the MFR a monitoring system for the important engine values is also integrated and it can here (in
addition to the EDC) connect and monitor additional sensor systems.
By monitoring the status of the outputs of the MFR the option exists for the provision of a visual fault dis
play.
With the aid of the MFR the engine can be operated in the following three different modes – to some extent
a combination of these operating versions is possible:
1.2.1 Via digital and analog inputs on the MFR

An overview of the inputs provided on the MFR can be obtained from the circuit diagram.
Details, of how the inputs are used in detail are presented in the respective sub-sections.

Design and Function
1.2.2 Via the customer CAN

It is possible to make preselections on the engine by means of the following „KSM message“.
Transmission repetition rate: 50 ms

Data length: 8 bytes
Default priority: 3
Parameter group number: 0
Identifier: 0x0CEF27FD
Construction of the message: Byte 1: Selection of Speed / Torque Mode

Byte 2, 3: Desired speed
Byte 4: Desired quantity limitation
Byte 5: Desired P-Grad (Speed droop) for the speed go
vernor of the EDC
Byte 6: Selection of EDC parameter sets
Byte 7: Selection of EDC parameter sets and engine
start / engine stop requirement
Byte 8: Not used - assigned with 0xFF
For the complete construction of the message, see the document „Overview of CAN message customer
CAN“.
In addition, diverse information from the MFR can be received on the customer CAN, in which the most
varied MFR and engine parameters are communicated.
NOTE!
This possibility of operation id blocked by default (unless explicitly ordered). However, the
functionality can be activated and blocked at any time via the MFR display.
If the reception of the KSM message is activated and this is received by the MFR, then the
preselection can be treated with the highest priority and other preselections overwritten.
1.2.3 Via the MFR display - Optional (see Page 7)

By this means the engine can be started and stopped, specific engine regulation parameters can be set
and engine values, such as temperatures and pressures can be displayed, which are available on the cu
stomer CAN.
A detailed fault display is also integrated here.

Design and Function
1.3 Construction of the MFR display (Optional)

Front view of the MFR display:
(1) LCD (6) DOWN

(2) EDC fault (7) ENTER
(3) Engine run (8) MENU/BACK
(4) MFR fault (9) UP
(5) Engine STOP (10) Engine START
The display has the following operating and display elements:
- Two buttons on the side, left Engine Start (10) and right Engine Stop (5)
- 4 buttons below (Up, Menu/Back, Enter and Down) with the following functionalities:
- „Up“ button (9): Change up within a menu
- „Menu/Back“ button (8): Change up one menu level
- „Enter“ button (7): Change down one menu level, and input
- „Down“ button (6): Change up within a menu
- In the upper part of the display there are 3 LED’s:
- A red fault LED left (2), which is switched on when there are active faults on the EDC (Master
and/or Slave)
- A second fault LED right (4), which is switched on when there are active faults on the MFR
- A green LED (engine running) in the centre (3), which is switched on, when the engine is running

Design and Function
- One LCD in the centre (1)

- After the run up of the display a basic page appears on this LCD:
On this page the current engine speed and the time are faded in.
You can return to the main menu by pressing the „Menu/Back“ button.
After 3 minutes in a sub-menu there is an automatic change back to the basic page, when actions
are no longer being taken in the sub-menu.
The basic page is automatically vacated, when a new EDC or MFR fault occurs.
The page with the new fault is automatically faded in.

Installation and Commissioning
2 Installation - Engine control computer (MFR)
2.1 System design

Block diagram of the engine electronics
Electronics structure of the plant equipment engine with connected MFR display (Option) and customer
host computer:
The MFR display is, as shown, either hardwired to the system, or connected via the OBD connector as a
“mobile Servicetool”.

2.2 Method of installation
2.2.1 Fixing of the MFR

The MFR can be attached via the four side bolt holes (unthreaded).
2.2.2 Wiring of the MFR

The MFR has to be wired as shown on the circuit diagram supplied.
The scope of items, which the customer must then connect via the customer connector (designated as X2
in the circuit diagram), depends on the manner in which he wishes to control the engine.
The MFR is specified for the following mechanical, electrical and climatic conditions:
Protection class: IP 52
Installed location: Control cabinet
A non−insulated (isolated?) mounting of the control unit is recom-
mended
Installed position: see housing drawing
Plug connector: see housing drawing
Operating temperature: - 40 °C ... + 80 °C
Voltage supply: The MFR is designed for operation in 12V and 24V systems
Minimum supply voltage (Terminal 30): 8 V
Maximum supply voltage (Terminal 30): 32 V
When the value of the voltage at terminal 15 drops below 8 Volt,
the MFR is switched off
Ignition (Terminal 15) off (< 2 V): < 4.5 mA
Current consumption:
Ignition (Terminal 15) on (> 8 V): < 100 mA (all outputs inactive)
The insulation resistance between the connection terminal 31 and the metal housing is at least 10 MOhm.

2.3 Interfaces
2.3.1 Power supply

The MFR has the following connections for the power supply:
Terminal 30:
Description: Voltage supply from the battery
Signal type: Analog voltage
The connection of the battery voltage PLUS (Terminal 30) to the MFR takes place via an 8A fuse.
Terminal 15:
Description: Ignition switch
Signal type: Analog voltage
The connection of the battery voltage PLUS to the MFR takes place via the ignition switch via a 10A fuse.
Terminal 31:
Description: Earth, battery
Signal type: Earth, analog voltage
2.3.2 CAN network

See also system construction
CAN interfaces
The device communicates with its environment via a total of three CAN interfaces:
Engine CAN to the EDC
Customer CAN to the customer host computer and to the MFR display
CAN 3 Diagnostic interface for the connection of the MAN Tester MAN cats
All three CAN interfaces operate in accordance with the Standard 2.0B (29 bit identifier), each with a trans
fer speed of 250 kbit/s.
A terminating resistor (120 Ω) for the customer CAN is integrated in the MFR control unit and can be optio
nally connected in by connecting the corresponding terminals on the customer plug connector.
A further terminating resistor must be installed on the other end of the CAN data bus.
The maximum length of data line between the 2 terminating resistors must not exceed 40 m. When using
stub lines, these must not be longer than 1m. If many stub lines are used, the distance between the indivi
dual nodes must be at least 10 cm. The nodes in the stub lines should be ultrasonically welded; plug
connections should be avoided unconditionally, due to the contact resistance.
The data line should take the form of unshielded two-core twisted pair cable, with a cross-section of 1 mm²
and a stroke rate of approx. 30/m.
IMPORTANT!
Component damage
A terminating resistor is integrated in the MFR display.
For this reason:
S Consider a fixed, integrated terminating resistor when using an MFR display in a network
with a “customer host computer”!

CAN messages on the customer CAN

The messages on the customer CAN predominantly satisfy the standard J1939.
The possibility also exists to read out a large amount of information on the current engine operating state.
The error messages are also read out via the CAN in the form of DM1 messages.
The customer can set up the requirements for the engine via the KSM message described earlier.
It is also possible to read out the error memory of the control units (EDC(en) and MFR) by DM4 Request.
2.3.3 Digital switch summary

The following applies for all switches:
- Input voltage, minimum: 0V
- Input voltage, maximum: 32 V
- Minimum high level: 8V
- Maximum low level: 2V
The inputs are protected in respect of short-circuiting to Terminal 30 and GND.
Engine Start button / Terminal 50

The Engine Start button / Terminal 50 from the ignition lock is connected to the input for the engine start
request:
Engine Start:
Description: Engine start request
Signal type: Binary signal to Terminal 30
Engine Stop button

The Engine Stop button is connected to the engine stop request at the input:
Engine Stop:
Description: Engine start request
Switch for intermediate speed request

For the selection of the desired intermediate speed through the binary code combination of two switches,
these have to be connected to the two inputs:
ZDR 1:
Description: Switch 1 for intermediate speed request
ZDR 2:
Description: Switch 2 for intermediate speed request

Button for the request Set+ / Set

A constant speed requested as an intermediate speed can be finely adjusted via the two buttons. For this
purpose these have to be connected to the two inputs.
Set +:
Description: Increase intermediate speed by 1 1/min
Set :
Description: Reduce intermediate speed by 1 1/min
Switch Quantity / Speed limitation

The switch Quantity / Speed limitation is connected to the input, to provide for the request of a Speed
permanently stored in the MFR and Quantity limitation:
Quantity /
Speed limitation:
Description: Request Speed and / or Quantity limitation
Switch Quantity / Preselected Speed

The Switch Quantity /Prescribed Speed is connected to the input in order to change over from prescribing
the speed to prescribing the injection quantity:
Changeover Speed /
Prescribed Quantity:
Description: Request prescribed quantity (closed = prescribed quan
tity; open = prescribed speed)
NOTE!
A prescribed value of the injection quantity through the MFR to the EDC is not provided for!
(except via customer CAN)
The engine does not go into idle on actuating the switch.
Start locking switch

The start locking switch is connected to the input for acknowledgement of the gearbox neutral position as a
condition to be checked (e.g. for start enable or switching off the bank):
Start locking:
Description: Acknowledgement of gearbox neutral position

2.3.4 Analog acquisition

All inputs are protected in respect of short-circuiting to Terminal 30 and GND.
Sensor for coolant level in the expansion tank

The coolant level sensor (MAN Part – Item number 51.27421-0257) for monitoring the coolant level in the
expansion tank must be connected to the inputs:
Coolant level_signal:
Description: Coolant level sensor signal
Signal type: Analog signal
Coolant level_GND:
Description: Coolant level sensor earth
NOTE!
With a MAN solution with wiring harness the sensor is connected directly to the engine wi
ring harness that is supplied.
Information on the sensor supplied by MAN:
Voltage supply: 24V UBatt – the supply is provided directly via the wiring harness
Sensor message delay: 7 seconds
Temperature resistance: 30 to +125 °C
Sensor installed position:
The sensor is to be installed in the expansion tank in the position at which the coolant level has its lower limit.
Since the sensor measures the level on the basis of the capacitive method, between the tip of the sensor and
the sensor housing, its positioning in the expansion tank should be in accordance with the following:
In plastic containers the sensor must not be installed from above, because otherwise the sensor housing has
no contact with the medium.
Information on the analog input of the MFR:
Maximum MFR input voltage: 32 V

Maximum MFR input voltage: 0V
The input voltage at the analog input is reduced by a voltage divider, so that the input voltage at the microcon
troller has the following value:
UMFR_intern = ( 18 / 118 ) * USensor

Sensor water level in the fuel pre-filter

The water level sensor for monitoring the water level in the fuel pre-filter must be connected at the inputs:
Water level_Signal:
Description: Water level sensor Signal
Water level_GND:
Description: Water level sensor Earth
NOTE!
The MFR input and the logic behind it is designed to monitor a fuel pre-filter from
Mann&Hummel, PreLine Types PL 270 and PreLine Types PL 420.
Information on the sensor:
Sensor message delay: Depending on the soiling of the electrodes, 1 to 60 seconds.
Connection: Single conductor 3 core 0.5 mm² with connector DIN 72585 A1
3.1 AG
Installed location of the Fuel pre-filter:
The exact determination of where and how to install the fuel pre-filter, is given in the installation instructions.

Intake depression sensor (optional)

The intake depression sensor (MAN Part – Item number 51.274210237 ) for monitoring the intake air filter
must be connected to the inputs:
Intake depression_Signal:
Description: Intake depression sensor Signal
Intake depression_GND:
Description: Intake depression sensor Earth
NOTE!
Information on the sensor:
Sensor message delay: < 4ms
Connection: Bajonet connector plug DIN 72585 A1 3.1 Sn
Measurable pressure range: 0.5 to 0.5 Bar
Installed position of the intake depression sensor:
The exact determination of where and how to install the sensor, is given in the installation instructions.
Information on the analog input of the MFR:
The sensor is connected via a galvanically isolated analog input (4 to 20mA).
Maximum input current: 25 mA

Minimal input current: 2 mA
Resolution: ≤ 90μA in the input range 4...20mA

Pedal travel sensor (optional)

The pedal travel sensor (MAN Part – Item number 81.25970-6093) for accelerator pedal sensing is connec
ted to the inputs:
PWG +:
Description: Pedal travel sensor supply voltage ( 5V ) from the MFR
PWG Signal:
Description: Pedal travel sensor signal
PWG GND:
Description: Pedal travel sensor GND
Signal type: Earth, analog input
PWG LGS:
Description: Pedal travel sensor idle-speed switch
The interfaces PWG +, PWG signal, PWG GND and PWG LGS are intended for the connection of an ana
log, passive pedal travel sensor.
The PWG is supplied from the MFR with 5V and earth. The pedal “position is derived from the fed back,
analog signal ”PWG signal .
An idle-speed switch PWG LGS is used for plausibility monitoring.
The switch point of the idle-speed switch lies at 569...976 mV (typically 800 mV).
The evaluation takes place at fixed voltage limits based on a pedal travel sensor supply of 5.00 V:
PWG Signal [V] Pedal Position Idle-speed switch Remarks
< 0.15 snv fault

0.4 ... 3.372 0 ... 100 % (linear)
> 4.50 snv fault
<= 0.5 open If not open: Plausibility Error

(Monitoring blocked by default)
>= 1.1 closed if not closed: Plausibility Error
(Monitoring blocked by default)
NOTE!
This PWG can be reproduced by a simple potentiometer. (For the fine speed adjustment
functionality with PWG, or potentiometer)
However, during operation the MIN and MAX voltage limits described above should be re
tained, since the MFR will otherwise detect a fault and continue to operate internally with
the pedal position of 0 %.
(The monitoring of the LGS is deactivated in the MFR by default.)
Replacement circuit diagram for the pedal travel sensor:

2.3.5 Outputs
Warning lamps
The MFR has eight digital outputs, which are provided for the triggering of lamps:
- Engine running
- MFR fault (display of an active MFR fault)
- MFR fault (display of an active EDC fault)
- Overspeed
- Oil pressure fault
- Coolant temperature too high
- Water level in the fuel pre-filter too high
- Coolant level in the expansion tank too low
The outputs are switched active, when the respective attachment requirement is met.
Electrical information on the digital outputs of the MFR:

When the output is active the following applies:
Maximum output current: 300 mA
Maximum output voltage: UBat – 0.2 V
Minimum output voltage: UBat – 1.0 V
(UBat is the supply voltage at Terminal 30.)
All output are short-circuit protected.
TDS Signal
The unit has a frequency output.
The output frequency represents the current speed (TDS Signal). The frequency is converted into a speed
as follows:
Current speed ( U/min ) = output frequency ( Hz ) * 10
Electrical information on the digital outputs of the MFR:

When the output is active the following applies:
Minimum output frequency: 4 Hz
Maximum output frequency: 3 kHz
Accuracy of the output frequency: < ± 0.5 %
Duty cycle of the output frequency: typical 50 %, min. 45 %, max. 55 %
Maximum voltage at the output: UBat - 1.0V at 0.4 mA load current
Minimal voltage at the output: <1V at 0.8 mA load current
Maximum current at the output: 4 mA
The output is achieved with a low side switch. A series resistor of 1.17k Ohm is provided in the MFR for
this purpose and after it a Pull up resistor of 1.17k Ohm.
The frequency output is short-circuit protected.

2.4 On and Off switching behaviour of the MFR
2.4.1 Switch-on behaviour

The control unit is supplied from Terminal 30 and Terminal 15. When the voltage exceeds 8 Volt at Termi
nal 15, the unit is switched on. The initialisation of the unit then follows.
After a waiting period of 5 seconds all parameterized CAN messages are monitored for time-out and known
faults on system components are saved in the fault memory.
2.4.2 Switch-off behaviour

If the voltage at Terminal 15 drops below the 8 Volt again, then Terminal 15 is detected as = OFF. The
after-running of the control unit then follows.
During the after-running the following data are saved in the E2PROM of the MFR:
- The existing faults
- The operating hours counter reading
- The control parameters changed as per the MFR display
During the after-running no new faults are saved; any engine start signal that has been set and also a
requested ZDR are withdrawn.
Prerequisites for the eventual switch-off of the MFR are:

- Engine shutdown and
- the EDC must have switched-off and
- the after-running period of the MFR itself must have ended.
2.4.3 Long term shutdown

Fundamentally, the control unit after-running must have finished before the battery (Terminal 30) can be
disconnected from the control units.
The following should be noted:
The MFR has an internal real time clock.
This is also supplied on ignition by the battery voltage. An internal supply buffer is provided to bridge across
any failures of the supply voltage.
However, if the MFR is separated from the battery voltage for too long (over 10 days), this real time clock
loses the current time.
The MFR time can be set via the MFR display (Optional).
This also has to be carried out!

2.5 Function description
2.5.1 Engine start and stop

In order to be able to operate the engine, the ignition (Terminal 15) must always be switched on!
The engine can then be started / stopped by various options:
Via the ignition lock (engine start input), via the customer CAN (KSM message) or from the MFR display.
The engine start functionality is not conceived as a 'key' functionality, i.e. the start command is only output
to the engine for so long as the operator outputs the start command. If the operator terminates the start
command too early, then no engine start takes place.
(In the EDC the provided protective mechanisms for the starter remain active!)
The same also applies to the engine stop.
NOTE!
These three represented variants of the engine starting / stopping procedure are always
simultaneously available,
i.e. if the engine start signal is normally provided via the customer CAN, the engine can also
be started via the ignition lock (engine start input) or the MFR display.
Likewise, this applies to stopping the engine - this can always take place from all three
stated positions.
After the engine start the engine goes into idle, unless it is immediately intentionally brought
to an intermediate speed.
Request via digital inputs

The starting of the engine takes place here by applying voltage to the input engine start.
If an ignition lock is damaged or obstructed, then this should be wired in correspondingly.
The engine can be stopped either via the “Engine Stop” button (corresponds to an “external engine stop”),
or by switching off the ignition.
In the latter case, in addition to the engine, the complete engine electronics system is also switched off
(EDC / MFR / MFR display / CAN interface to the customer / installed sensor system).

Request via the customer CAN

Through the following assignment of the appropriate bits of byte 7 in the “KSM message” it is possible to
start and stop the engine via the customer CAN:
Byte 7: Bit 1, 2: Request engine start
00 bin no start request

01 bin Request engine start
1x bin invalid, interpretation as 00
Bit 3, 4: Request engine stop

00 bin normal quantity set value formation
01 bin Request engine stop
1x bin invalid, interpretation as 00
A successful engine start can be achieved via the customer CAN as follows:
The EDC sends the following status information, which is passed by the MFR in the message EEC1
(Identifier: 0x0CF00400) to the customer CAN:
Byte 7: Bit 6 - 8: Start Status EDC
000 bin not defined

001 bin Normal, VOR_START
010 bin Normal, START
011 bin not defined
100 bin Normal, NACH_START
101 bin NACHLAUF (AFTER RUN)
110 bin EDC in the after run (stand alone operation)
111 bin ABSCHALTEN (SWITCH OFF)
After a successful engine start the status bits change to 100 bin (Normal, NACH_START).
Request via MFR display (Optional)

By actuating the Start / Stop Buttons on the MFR display.

2.5.2 Speed preset

The speed can be prescribed either via the customer CAN or via the hardware inputs ZDR1 and ZDR2.
Via the hardware inputs, fixed programmed speeds can now be requested only in the MFR, so-called in
termediate speeds.
A free specification of the speed is only possible via CAN.
If, by default, the speed is now specified via the KSM message, there is the option, however, to specify the
speed via the digital inputs in the event of a failure of the customer CAN.
Request for an intermediate speed via the digital inputs

A total of three constant speeds that are fixed programmed in the MFR can be requested via the two input
pins ZDR1 and ZDR2:
(For this the voltage must be applied continuously on the pins – one signal is inadequate!)
ZDR1:
The selection takes place through the application of voltage at the “intermediate speed 1” (ZDR 1) input.
(By default the MFR then requires from the EDC an intermediate speed of 1500 1/min.)
ZDR2:
The selection takes place through the application of voltage at the “intermediate speed 2” (ZDR 2) input.
(By default the MFR then requires from the EDC an intermediate speed of 1800 1/min.)
ZDR3:
The selection takes place through the application of voltage at both inputs, “intermediate speed 1” (ZDR 1)
and “intermediate speed 2” (ZDR 2) simultaneously.
(By default this intermediate speed is blocked! The engine goes into idle.)
NOTE!
General:
S If at these inputs a 'non-permissible' combination is applied, then the engine goes into
idle.
S If the voltage is again removed from the inputs of the MFR and nothing is requested via
the customer CAN, then the engine goes into idle.
S If, when switching on the MFR a ZDR is immediately requested, then this is also imme
diately output to the EDC.
NOTE!
Behaviour on switching over to preselection by CAN :
S If engine management via CAN is requested and selected in the KSM message quantity
or preselected speed, all intermediate speeds are blocked.
An already active ZDR is taken back.
S If engine management is deactivated via CAN and it was previously specified via the KSM
message quantity or preselected speed, a ZDR must then be set again, before this is ac
cepted by the MFR. (The engine meanwhile goes into idle.).

Speed preselected via the customer CAN

The following bytes of the “KSM message” must be used as represented:
Byte 1: Bit 1, 2: Selection of the speed / Torque Mode
00bin no preselection
01bin Speed preselection
10bin Quantity preselection
11bin Speed / quantity limitation
Here the bit combination 01bin is to be sent.
Thus the values of the MFR described in the following are recognised as the desired engine speed and the
maximum permissible percentage injection quantity.
Byte 2, 3: Desired speed (Byte 2 of the message = LSB)
Resolution: 0.125 1/min per bit

Offset: 0 1/min
Range: 0 1/min up to 8031.875 1/min
Here the desired speed is to be sent in the stated resolution.
Resolution: 1 % per bit

Offset: 125 %
Range: 125 % up to 125 %
Here, by default, 100% is to be sent, since otherwise the EDC is limited to this sent value.
NOTE!
S If the speed is preselected via the KSM message, then it is no longer possible to
preselect a speed via the digital inputs, since generally the CAN preselection is assigned
a higher priority.
S With this variant of the speed preselection a currently desired fine adjustment of the
speed must be taken into account as well as the preselected speed.
The previously mentioned options regarding fine speed adjustment do not function with
the CAN preselection.

2.5.3 Fine adjustment of speed

When preselecting a constant speed via the ZDR inputs the following options for speed fine adjustment are
available:
Via the Set+/- inputs, the pedal travel sensor and via the MFR display (Optional).
With the MFR display the basic value of a ZDR can be adjusted. This change is also saved in the MFR.
With the potentiometer and the Set+/Set- buttons the operator is also able to adjust a variable part, which
is additionally taken into account on the output of the ZDR to the EDC.
This variable part is always equally effective simultaneously at all intermediate speeds.
Speed fine adjustment via the Set+ / Set-inputs

By actuating the Set+ / Set- inputs the selected intermediate speed can be finely adjusted in steps of one
1/min, in a specified range.
In this way, these Set+ / Set- inputs function as buttons, i.e. for each rising edge (tap) at the input, the
speed is always adjusted upward or downward by 1 rpm.
The speed offset requested via the Set+ / Set- inputs is always effective at all intermediate speeds and is
also not automatically taken away on leaving a ZDR.
On switching on the MFR the required adjustment value is initialised at zero.
Speed fine adjustment via the PWG / potentiometer

This possibility of the speed fine adjustment is blocked by default, but can be activated via the MFR dis
play.
On switching off the MFR the release of the PWG is saved in the MFR and is active again on the next en
gine start.
If the PWG / the potentiometer for the speed fine adjustment is released, by this means a selected interme
diate speed can be finely adjusted by actuation of the pedal in a certain range.
For this purpose the pedal travel sensor / potentiometer setting 0 to 100 % is provided linearly over the
possible speed adjustment range.
If then the intermediate speed selected by the ZDR input is passed on one to one to the EDC, the pedal
travel sensor / the potentiometer must remain in the middle.
Speed fine adjustment via the MFR display (Optional)

On the MFR display in the corresponding sub-menu the basic values of the three intermediate speeds can
be finely adjusted in a certain range with a step width of one 1/min.
This change is saved in the MFR in the after-running and is reset again after a restart.

2.5.4 Preselected torque

The preselection of a torque on the engine is only possible via the customer CAN (KSM message).
“Torque preselection” via digital input
NOTE!
A preselection of the injection quantity is not provided!
With the request “Quantity preselection” via the corresponding switch on the MFR, the en
gine goes into idle.
Preselection via the customer CAN

The following bits of the “KSM message” must be used as represented:
Here the bit combination 10bin has to be sent.
Thus the values of the MFR described in the following are recognised as the desired percentage injection
quantity and the maximum permissible engine speed.
Byte 2, 3: Desired speed (Byte 2 of the message = LSB)
Resolution: 0.125 1/min per bit

Offset: 0 1/min
Range: 0 1/min up to 8031.875 1/min
Here, by default, 4000 1/min is to be sent, since otherwise the EDC limits the speed to the value sent here.

Offset: 125 %
Range: 125 % up to 125 %
Here the desired torque is to be sent in the stated resolution.
NOTE!
The current injection quantity of the EDC in milligrams can be sent as follows from the cur
rent torque sent from the EDC:
Current injection quantity = Actual engine torque x conversion factor

The current torque is obtained by the operator from the message EEC1 (Identifier: 0x0CF00400):
Byte 3: Actual engine torque

Offset: 125 % Offset
Range: 125 % up to 125 %
The conversion factor required for this from the message EEC2 (Identifier: 0x0CF00300):
Byte 5, 6: Conversion factor for the torques in injection quantity sent on the
CAN.
Resolution: 0.01 mg /stoke per bit

Offset: 0 mg/Hub Offset
Range: 0 mg/Hub ... 650.23 mg/stroke
Via this method of calculation the operator can preselect a targeted injection quantity, in that he converts
this into a torque, as described and preselects this on the MFR per KSM message.
(Note possible active limitations in the EDC!)

2.5.5 Speed and torque limitation

In addition to the preselection of a speed or of a torque on the EDC, the MFR also always simultaneously
preselects a speed and quantity limitation on the EDC.
If one of the two limitations is active, the EDC prevents the engine from exceeding this limit.
If the MFR operates normally (no faults) and no limitation is preselected from outside, then in this case no
limitations are preselected.
(The MFR outputs 4000 1/min as the speed limitation and 100 % as the quantity limitation.)
NOTE!
In addition to the preselection of a limitation at the EDC it is also possible, that the EDC
itself will limit the injection quantity or the speed, due to a fault.
This is then communicated to the customer CAN in the corresponding message, and can
also be read off on the MFR display.
Speed and torque limitation via digital input

By actuating the digital input “quantity /speed limitation” two of the limitation characteristics permanently
saved in the MFR are requested. One for a speed limitation, and a second for a quantity limitation.
These characteristics have, respectively, six grid points via which on the one hand the speed and on the
other hand the injection quantity can be limited, depending on the current speed.
(Both characteristics are always active.)
NOTE!
In the default case this function is deactivated in the MFR.
If a limitation is desired here, then this should be discussed with MAN when purchasing the
system.

Speed and torque limitation with preselection via customer CAN

If the MFR is triggered via the KSM message, a limitation desired by the customer should be directly taken
account of in this preselection.
The following bits of the “KSM message” can be used as represented:
³ The MFR does not evaluate the Speed and Quantity preselection.

³ Speed preselection / quantity limitation

³ Quantity preselection / speed limitation
If here 11bin is preselected, then the speed sent by the customer in bytes 2 and 3 as a speed limitation and
the quantity sent in byte 4 as the quantity limitation are passed to the EDC.
The preselected speed must then be requested via the ZDR inputs, since otherwise the engine remains at
idle.
Thus the engine can be run via a ZDR and, simultaneously the injection quantity limited to a specified va
lue.
Speed and torque limitation in the event of a fault

For each possible MFR fault a Speed and quantity limitation is defined, which are permanently saved in the
control unit.
These are output to the EDC, if the fault occurs.
(The fault reaction could even lead to the engine stopping.)
When purchasing the engine, which reaction a fault should have, should be discussed with MAN.
Details of which faults are possible on the MFR and which consequences these should have, are then
made available in the SPN List of the MFR, to suit the respective application.

2.5.6 Preselection of the Idle speed

If the engine is at idle, then in the EDC a so-called idle speed governor is active. This regulates the engine
speed to the idle speed, at which the necessary injection quantity is determined.
It is possible here to preselect an idle speed at the EDC (within certain limits).
(The parameter set for the EDC idle speed governor can be set in parallel).
In the default case the MFR preselects for the EDC an idle speed of 600 1/min.
With the MFR display the operator can change this within a certain range. On switching off the MFR this
new value for the idle speed is saved in the MFR and at the next engine start this is again output.
2.5.7 Preselection of engine control parameters

These cannot be set via hardware inputs, but rather only via the customer CAN and / or via the MFR dis
play.
If the KSM message is sent to the MFR, then the parameters requested there have validity! MFR internal
values, as well as requests of the MFR display are overwritten.
Feedback factor
If the engine is running in a speed Mode (Speed preselection and quantity limitation), then in the EDC a
so-called intermediate speed governor is active. This attempts to regulate the requested engine speed and
determines the injection quantity required for this..
If the engine speed differs now from the set value, due to an additional loading or unloading of the engine,
the intermediate speed governor attempts to correct for this “error”.
This is where the feedback factor comes into play. This determines, how sharp the governor response
should be in correcting the speed.
A small feedback factor (zero) means that the governor on an already minimal deviation from the set speed
reacts by a correspondingly strong change in the injection quantity. (On overshooting the set speed, it
immediately pulls back the quantity; on undershooting it very quickly applies maximum quantity.)
The actual speed is thus very accurately, but “roughly” controlled.
If, on the other hand, the feedback factor is selected with a larger value, then a certain deviation of the ac
tual speed from the set speed is permitted and the system no longer reacts so “aggressively” to speed
changes.
The achievement of the requested speed is achieved by a similar process, but never exactly attained and
instead oscillates steadily, always slightly below the requested speed.
NOTE!
In order to be able to generally prescribe the feedback factor from outside, this must be ap
proved in the EDC data set. This should be discussed with MAN when purchasing the en
gine.

Preselection via CAN

Through the following assignment of byte 5 in the “KSM message” it is possible to preselect the feedback
factor at the EDC:
Byte 5: Desired feedback factor for the speed governor of the EDC
Resolution: 0.03 1/min/mg/stroke / bit

Offset: 0 1/min/mg/stroke
Range: 0 1/min/mg/stroke up to 7.5 1/min/mg/stroke
Preselection via the MFR display (Optional)

On the MFR display the feedback factor can be adjusted in a certain range in the corresponding sub-menu.
On switching off the MFR this new value for the feedback factor is saved in the MFR and is output at the
next engine start.
Selection of the ZDR Parameter set

If the engine is running in a speed Mode (Speed preselection and quantity limitation), then in the EDC a
so-called intermediate speed governor is active. This attempts to regulate the requested engine speed and
determines the injection quantity required for this.
Deposited in the EDC are a total of eight parameter sets (designated as zero to seven) for the intermediate
speed governor. the EDC operates by default with the parameter set 0. However, another parameter set
can also be requested from outside.
With which data the parameter sets are to be provided in detail should be discussed with MAN when
purchasing the engine.

Through the following assignment of byte 6, bit 6 to 8 in the “KSM message”, it is possible to preselect the
ZDR parameter set at the EDC:
Byte 6: Bit 6 - 8: Selection of ZDR parameter set
000bin ZDR Parameter set 0

... up to

The ZDR parameter set can be selected on the MFR display in the corresponding sub-menu.
On switching off the MFR this new value for the ZDR parameter set is saved in the MFR and is output at
the next engine start.

Selection of the LLR Parameter set

If the engine is at idle, then in the EDC a so-called idle speed governor is active. This regulates the engine
speed to the idle speed, at which the necessary injection quantity is determined.
Deposited in the EDC are a total of three parameter sets (designated as zero to two) for the idle speed
speed governor. the EDC operates by default with the parameter set 0. However, another parameter set
can also be requested from outside.
With which data these are provided should be discussed with MAN when purchasing the engine.
A preselection is only possible via the KSM message.

Through the following assignment of byte 6, bits 1 and 2 in the “KSM message”, it is possible to preselect
the LLR parameter set at the EDC:
Byte 6: Bit 1, 2: Selection of LLR Parameter set
00bin LLR Parameter set 0

11bin invalid, interpretation as 00
Selection of the EDR Parameter set

The engine speed is limited by the EDC to a maximum - the final limited speed. This limitation is activated
by the so-called speed limiter. It determines the behaviour of the engine on reaching the final limited speed.
There is a total of six parameter sets in the EDC (designated as zero to five) for the final speed limiter. By
default the EDC operates with the parameter set 0. However, externally, another parameter set can be ac
tivated.
A preselection is only possible via the KSM message.

Through the following assignment of byte 6, bit 3 to 5 in the “KSM message”, it is possible to preselect the
EDR parameter set at the EDC:
Byte 6: Bit 3 - 5: Selection of EDR parameter set
000bin EDR Parameter set 0

... up to
11xbin Invalid, interpretation as 00

Selection of the smoke characteristic field

The “Smoke Limitation” prevents the engine from emitting black smoke.
The maximum combustible fuel quantity depends on the available air mass in the cylinder.
This limitation is determined via a smoke characteristic diagram, which provides the current injection quan
tity limitation dependant on the input parameters for boost (or charge) pressure and speed.
This limitation is effective in the lower speed range.
Up to three characteristic fields can be stored in the EDC (designated as characteristic fields 1 to 3). The
EDC operates in the default condition with characteristic field 1, but a different characteristic field can be
selected.

Through the following assignment of byte 7, bit 5 and 6 in the “KSM message”, it is possible to preselect
the smoke characteristic field at the EDC:
Byte 7: Bit 5, 6: Selection of smoke characteristic field
00bin Characteristic field 1


The smoke characteristic diagram can be selected on the MFR display in the corresponding sub-menu.
On switching off the MFR this new value for the smoke characteristic diagram is saved in the MFR and is
output at the next engine start.

2.5.8 Request for engine brake

If the customer has installed an engine brake (blocking flap) on the engine, then he can signal the EDC with
“Engine brake request” that this should remove the injection fuel quantity in the case of an active customer
engine brake.
The EDC then injects only as much fuel, as is prescribed by the idle governor, or as is necessary for coo
ling the injectors.
A request for the engine brake is only possible via the KSM message.

Through the following assignment of byte 7, bits 7 and 8 in the “KSM message”, it is possible to request the
engine brake.
Byte 7: Bit 7, 8: Zero quantity requirement due to engine brake
00bin normal quantity set value formation

01bin Zero quantity due to engine brake
2.5.9 Start blocking (optional)

This optional function offers the possibility of achieving an engine start request, depending on the “Start
blocking” digital input.
If this function is active, then an engine start request is only available at the EDC, when the start blocking
digital input is actuated (voltage applied).
The functionality offers the possibility of connecting a switch from a gearbox to the input, which gives the
feedback “Gearbox in neutral position”.
The engine can then only be started, when the gearbox is in the neutral position.
The release of this functionality must be permanently programmed in the MFR dataset. If this is desired, it
should be agreed with MAN.

2.5.10 Bank switch off (optional)

In order to reduce a build up of white smoke on V engines in idle and poor operation under load, the EDC
can switch off a complete engine bank.
This problem exists only with a cold engine, therefore the function in the EDC is principally only active when
the coolant temperature is not higher than a specific threshold (approx. 45 °C).
The release of the bank switch off in the EDC takes place through the MFR.
By default this functionality is blocked in the MFR.
The possibility also exists in the MFR to either generally give this release, or as a function of the “Start
blocking” digital input.
If the bank switch off is released as a function of the “Start blocking” digital input, then the release of the
bank switch off takes place when the start blocking digital input is activated (voltage applied).
The release of this functionality must be permanently programmed in the MFR dataset. If this is desired, it
should be agreed with MAN.
2.5.11 MFR internal time

The MFR has a real time clock RTC).
This is supplied directly via terminal 30, i.e. even with terminal 15 switched off. An energy buffer is additio
nally provided in the MFR to guard against the failure of terminal 30 and provides protection for a certain
amount of time.
Accuracy: max. 1 minute deviation per month
Buffering on failure of terminal 30: min. 10 days
While the MFR is not connected to terminal 30 and the real time clock is supplied with energy from the
energy buffer, the MFR must only be exposed to temperatures from -20 °C to +70 °C in order to achieve
the stated buffer time.
The real time clock has no automatic Summer /Winter time switchover. Leap years are not automatically
accounted for.
After a failure of the real time clock, the time can be reset via the MFR display.
NOTE!
In the event of a failure the time, this has to be reset using the MFR display!
The time is required in the fault memory on filing the fault, in order to record the fault se
quence.

2.5.12 Immobiliser
In order to protect against simple control unit replacement, match the EDC and MFR identification numbers
after switch on. Only when the EDC receives the correct identification number from the MFR can the en
gine be started (Pairing).
For this purpose the EDC sends an immobiliser identification to the MFR directly after “terminal 15 is on”.
This compares this identification with the pairing verification number it has stored.
If both values are in agreement, a code is calculated by the MFR and returned to the EDC.
It is therefore important, that EDC and MFR are switched on simultaneously through terminal 15 = On, or
otherwise this comparison cannot take place and the EDC blocks the injection quantity until the next “Igni
tion On”.
2.5.13 Monitoring of the MFR and fault reactions

By default the MFR is set in such a way, that a known fault from the MFR leads to no speed , or quantity
reduction for the EDC.
In the concrete application case of the MFR, however, differences may occur and the customer may even
explicitly require a different solution. This should be discussed with MAN when purchasing the engine.
The limitations applicable to the application case are then to be obtained from the SPN List of the MFR.
Nevertheless, the customer has the responsibility to react in an appropriate way to a fault that occurs and
to eliminate it.
(In the fault memory the faults are recorded for later evaluation.)
Battery voltage
The battery voltage is monitored by the MFR for adherence to the voltage range permissible for the MFR
(8 to 32 Volt).
If the fault is recognised by the MFR, then a fault memory entry takes place, the output “MFR fault” is ac
tivated and the corresponding SPN is output in the DM1 message on the customer CAN.
NOTE!
If the EDC is designed for a 24 Volt application, then the Minimum Alarm (at 9 Volt) of the
MFR comes too late!
Monitoring for overspeed

The MFR monitors the engine speed sent from the EDC for overspeed.
It an “Overspeed” is recognised by the MFR, then a fault memory entry takes place, the general output
“MFR fault” is activated and the corresponding SPN is output in the DM1 message on the customer CAN.
In addition, the separate output “Overspeed” is connected.
From which speed the MFR “Overspeed” is detected, should be discussed with MAN when purchasing the
system.

Monitoring EDC measurement parameters

The MFR monitors the oil pressure, in parallel with the EDC and the coolant temperature for electrical faults
(EDC signals sensor defect), and physical faults (e.g. oil pressure fault).
Always, if the MFR detects an electrical fault, then a fault memory entry takes place, the output “MFR fault”
is activated and the corresponding SPN is output in the DM1 message on the customer CAN.
If, on the other hand, the MFR detects a physical fault, then likewise a fault memory entry takes place, the
output “MFR fault” is activated and the corresponding SPN is output in the DM1 message on the customer
CAN.
In addition, here the special output for the respective fault is activated on the MFR.
NOTE!
S In parallel with the MFR the EDC itself monitors these parameters, and there the limits
are set somewhat wider. However, if the EDC itself detects a fault, this is always linked
with a reduction in power (Speed and/or quantity reduction).
Thus the customer can use the detected fault of the MFR as a preliminary alarm, in order
then to react to it “at an early stage”, before the status in the EDC is classified as critical
and the power starts to reduce.
S If requests are made to the engine via the customer CAN, then, as before the customer
can carry out and interpret his own monitoring of these parameters on his host computer
and react as appropriate.
S If the EDC detects a fault, then on the MFR the output
“EDC fault” is activated and the corresponding SPN in the DM1 message of the EDC is
sent on the customer CAN.
Oil pressure of EDC

Here the MFR monitors the oil pressure detected by the EDC.
The monitoring checks, that the oil pressure does not drop below a speed-dependent minimum value.
In the fault case the output “Oil pressure fault” on the MFR is additionally used for visualisation.
Oil pressure of EDC Slave (optional)

Here the MFR can monitor a second oil pressure sensor, which on V engines can be optionally added to
the EDC Slave control unit.
Monitoring takes place to check that the oil pressure measured by this second sensor does not fall below a
speed-dependent minimum value.
In the fault case the output “Oil pressure fault” on the MFR is likewise used for visualisation.
Coolant temperature from EDC

Here the MFR monitors the coolant temperature detected by the EDC.
Monitoring takes place, to check that the coolant temperature does not exceed a maximum value.
In the fault case the output “Coolant temperature too high” on the MFR is additionally used for visualisation.

Monitoring of the sensor system connected to the MFR

The MFR monitors the attached sensor system, insofar that this is included in the delivery on purchasing
the system, on the one hand an electrical check (e.g. cable breakage) and on the other hand a physical
check (e.g. coolant level too low).
Always when an electrical fault is detected by the MFR, a fault memory entry takes place, the output “MFR
fault” is activated and the corresponding SPN in the DM1 message is output on the customer CAN.
Coolant level sensor in the expansion tank

This sensor monitors the coolant level in the expansion tank.
If by the MFR the physical fault “coolant level to low” is detected, then a fault memory entry is made, the
general output “MFR fault” is activated and the corresponding SPN in the DM1 message is output on the
customer CAN.
Additionally the separate output “Coolant level in the expansion tank too low” is used.
Sensor: Water level in the fuel pre-filter

This sensor monitors the fuel pre-filter, to check whether the water level is too high.
If by the MFR the physical fault “water level too high” is detected, then a fault memory entry is made, the
general output “MFR fault” is activated and the corresponding SPN in the DM1 message is output on the
customer CAN.
Additionally the separate output “Water level in the fuel prefilter too high” is used.
Intake depression sensor (optional)

This optional sensor monitors the intake depression of the engine.
If the intake depression measured by the MFR is less than the value of -120 mBar, then the MFR detects
the physical fault “intake depression too high”, thus a fault memory input takes place, the general output
“MFR fault” is activated and the corresponding SPN in the DM1 message is output on the customer CAN.
Pedal travel sensor, or potentiometer

If the functionality “Speed fine adjustment with PWG/Potentiometer” is released, irrespective of whether
from the start, or subsequently activated via the MFR display, the MFR monitors this analog input for the
maintenance of specified voltage limits.
If the voltage value measured by the MFR exits the permissible range, then the PWG is classified as defec
tive by the MFR. A fault memory entry takes place, the general output “MFR fault” is activated and the cor
responding SPN in the DM1 message is output on the customer CAN.
(The MFR continues to operate internally with the substitute value “PWG setting” equal to 0 %.)

2.6 Diagnosis/fault display
2.6.1 On board diagnosis
Via hardware outputs

The MFR has eight digital outputs, which are actively switched, when the respective switch-on condition is
satisfied:
- Engine running
- MFR fault (active MFR fault existing)
- EDC fault (active EDC and/or EDC Slave – fault exists)
- Overspeed
- Oil pressure fault
- Coolant temperature too high
- Water level in the fuel pre-filter too high
- Coolant level in the expansion tank too low
Through the connection of lamps to the respective outputs the customer has the option of optically display
ing such faults and status indications.
The warning lamps should be set up in the line of sight of the engine operator.
Via the customer CAN

The MFR passes the DM1 messages from the EDC (Single, Master and Slave) from the engine CAN to the
customer CAN.
It also sends its own DM1 messages.
These can be received by a customer host computer and evaluated.
Extended diagnosis is possible via the customer CAN per DM4 request. In this way the fault memories of
the available control units can be read out.
The customer then obtains via the customer CAN all the faults deposited in the fault memories, active as
well as passive, with environmental conditions.
Request via MFR display (Optional)

On the MFR display, in the corresponding sub-menus the EDC (if necessary also the EDC Slave) and MFR
faults are displayed.
The MFR display also has the DM4 Request Functionality, whereby all faults from the fault memories, ac
tive as well as passive, can be displayed with the environmental conditions.
2.6.2 Off board diagnosis

For the off board diagnosis, as standard the 16 pin, trapezoidal diagnostic socket HD OBD (X200) is installed
on the wiring harness in accordance with ISO 15031 3 OBD.
The pin assignment of the plug connector is shown on the circuit diagram.
Here the K cable (DIN ISO 14230) to the EDC control units and the UDS CAN (DIN ISO 14229) is brought
out to the MFR. By this means the MAN diagnostic tool MAN cats can be connected to the system.

3 Installation - MFR display (Optional)
3.1 System design

Block diagram of the engine electronics
Electronics structure of the plant equipment engine with connected MFR display and customer host compu
ter:
The MFR display is, as shown, either hardwired to the system, or connected via the OBD connector as a
“mobile Servicetool”.
If the display is hard wired, then the voltage supply is via terminals 15 and 31 and is connected to customer
CAN high and low.

3.2 Method of installation

The MFR display is specified for the following mechanical, electrical, electro-mechanical and climatic con
ditions:
IP65 front
Protection class:
IP54 rear
Installed location: It can be built in as a front-mounted device
(e.g. control cabinet door).
Alternatively it can be used as a mobile service tool.
With a fixed installation in a housing a cutout of 148 x 97mm is
required.
The display is pushed in from the front into the cutout.
Installation On the rear of the installation frame the four “fixing bolts” are in
serted into the display from the side and braced against the in
stallation frame by means of screws.
The display has its own rubber seal.
Dimensions: see housing drawing
LCD:
Application: - 20 °C ... + 70 °C
Storage: - 30 °C ... + 80 °C
Operating temperature: Functionalities for the engine (Start/Stop/“Fail” LED):
- 40 °C ... + 85 °C
Damage to the LCD’s is possible if the display is loaded above the
storage temperature.
Voltage supply: The MFR display is designed for operation in 12 V and 24 V sys
tems (protected against reverse polarity)
Maximum supply voltage: 32 V
Minimum supply voltage: 8.5 V
3.3 Connection of the display
3.3.1 Plug connection

On its rear the display has a four pin “Lumberg” connector Type RSC 5/7 with the following pin assignment:
1 NC
2 Terminal 15 Ignition
3 Terminal 31 GND
4 CAN High
5 CAN Low
A protective cover is supplied for the “Lumberg” connector is supplied with each unit.

3.3.2 CAN interface

The display is connected with the MFR via the customer CAN.
See also system construction.
The connection length between the MFR and the MFR display is a maximum 15 m.
The data line should take the form of unshielded two-core twisted pair cable, with a cross-section of 1 mm²
and a (stroke rate) of approx. 30/m.
The CAN interface operates in accordance with the Standard 2.0B (29 bit identifier), with a transfer speed
of 250 kbit/s.
A terminating resistor (120 Ω) is integrated on the display for the customer CAN.
This should be noted during the use of the display in a CAN Network, where in addition to the MFR and the
display other stations hang on the customer CAN.
A further terminating resistor must be installed on the other end of the CAN data bus.
3.3.3 On / Off switching behaviour
Switch on
In order to be able to operate the engine and also switch on the display, the ignition must always be swit
ched on at the ignition lock!
During run up the display initialises with the MFR.
During the run up phase the MAN logo appears on the LCD and that of the software version on the display.
During the run up all three LED’s are lit (= Lamps test).
The display then changes to the basic presentation.
If the display connection to the CAN Bus is lost, then it changes automatically to the basic page and dis
plays the message “CAN not responding” on the line where otherwise the engine speed is output.
After the display has made contact again with the CAN Bus, it initialises again with the MFR.
Switch off
If terminal 15 is switched off, the display also switches off, without delay.

3.4 Engine start / stop via the display

By actuating the Start and Stop buttons on the display the user can start and stop a connected engine.
The buttons then do not have a type key functionality, i.e. the start command is output to the engine only
for as long as the user actuates the Start Button.
So that if the user takes the start command away too early, the engine will not start.
(In the EDC the provided protective mechanisms for the starter remain active!)
The same also applies to the engine stop.
The basic condition for the engine start, is that the whole system must be supplied via terminal 15 (Igni
tion).
The engine can, in general, be started and stopped by means of the following three different options:
Via the ignition lock, via CAN or from the display.
These three versions for engine start / stop are always simultaneously available; i. e. if a customer normally
uses the engine start signal via the display, he can still start the engine via the ignition lock or the CAN.
The same applies to stopping the engine – - this can always take place by all three named means.
After the engine start the engine goes into idle, unless it is immediately intentionally brought to an interme
diate speed.

3.5 Function description of the display

The functions described in the following can be called up by the user from the main menu.
To return to the main menu press the “Menu/Back” button on the basic page.
The following sub-menus are then available:
EDC fault
³ MFR fault
Monitoring
Engine settings
Contrast
Time / Date
Languag
e
System
With the “Up” and „Down“ keys the various sub-menus can be selected and called up by actuating the
“Enter” Button.
An arrow on the left side indicates to the user which menu item he is currently viewing.
In this main menu, if the user presses the “Menu/Back” button a second time, then he returns to the basic
image.

3.5.1 Display of the EDC and MFR faults

If the sub-menus “EDC Fault” or “MFR Fault” are selected, then first all active faults on the control units are
displayed without environmental conditions.
Through the evaluation of the DM1 messages from EDC, MFR on the customer CAN.
The SPN of the active faults are displayed.
Additionally then their FMI (in plain text), the priority (Prio) and the frequency counter (Occ).
In order to decode the SPN the user requires a separate assignment list SPN in plain text – see item
“Other documents”.
If a new fault occurs, then the display automatically blends in the corresponding fault page.
Each new fault that occurs must be “seen” once by the user, i.e. the user switches from the sub-menu and
further active faults are apparent, which he has not yet seen, so the display automatically jumps back into
the sub-menu and shows the next active fault, which has yet to be output on the LCD.
The faults (EDC and MFR) are sorted within the fault pages in terms of priority, i.e. high priority faults are
blended in before those with lower priority.
Paging up and down is achieved via the “Up” and “Down” buttons.
At the end of the active faults a page is blended in with the question “Display fault details”.
If there are no active faults for the called up control unit, then on entering the sub-menu, this page is imme
diately blended in.
Now confirmation is made either with “Yes” (Actuation of the “Menu” button), or with “No” (Actuation of the
“Enter” button).
With the “Up” button one can return to the active faults.
By selecting “No” the display returns to the main menu.
By confirming with “Yes” the fault memory of the EDC, or of the MFR is displayed.
Thus then all the faults entered in the fault memory of the control unit are displayed, both active and
passive.
To the already known information, additional information is displayed, as follows:
- Date and time when the fault has occurred and
- two additional environmental conditions (E SPN) of the fault.
In order to be able to decode the E SPN the user likewise requires the separate assignment list E SPN in
plain text – see item “Other documents”.
NOTE!
In the EDC fault pages the EDC Master and EDC Slave are displayed automatically.
Correspondingly both fault memories are read out on the enquiry “display further details”.
Erasing the fault memory is not possible!
If the display is used on an FFR, then in the sub-menu MFR faults the faults of the FFR are
displayed.

3.5.2 Monitoring
In the Monitoring sub-menu values can be read from the customer CAN and displayed to the user in the
selected language.
No information is available on the connected customer CAN, on individual monitoring values, so these va
lues are blended out on the corresponding pages.
If a control unit categorises a sensor as having a defect, then the note “Sensor fault” is output.
The following values are represented in detail on the pages:
Additionally, on each of the seven pages the current speed is blended in right at the top.
Page 1: Cooling water temperature

Cooling water pressure
Cooling water level in the expansion tank
Charge air pressure (boost)
Charge air temperature
Page 2: Oil pressure

Oil pressure 2 (value from the EDC Slave, if available)
Oil temperature
Oil level
Page 3: Fuel temperature

Fuel supply pressure 1
Fuel supply pressure 2 (value from the EDC Slave, if available)
Water level in the fuel pre-filter
Battery voltage measured by the EDC
Page 4: Current engine torque from the EDC

Torque set value requested by the MFR
Engine load (relative)
Fuel consumption
Engine operating hours
Page 5: Speed Set value from the MFR

MFR Speed Mode, in which it is currently to be found
Active speed limitation from the MFR
Active torque limitation from the MFR
Position of the pedal travel sensor and potentiometer detected by the MFR
Page 6: Feedback “Override request” from MFR

Feedback “Engine Stop request” from MFR
Feedback “Engine Stop request” from MFR
Temperature of the temperature sensor connected to the MFR
Pressure of the pressure sensor (intake depression) connected to the MFR
Page 7: Exhaust temperature 1

Exhaust temperature 2 (Value from the EDC Slave, if available)
Paging between the monitoring pages is achieved using the “Up” and “Down” buttons, and the sub-menu is
vacated by actuating the “Menu/Back” button.

3.5.3 Engine settings

In the sub-menu “Engine settings” engine-specific data can be viewed and changed.
NOTE!
In order to switch to the sub-menu the display must have initialised successfully with the
MFR.
Initialisation of the display is active again every time the engine runs up and after a failure
of the CAN communication with the MFR.
If this initialisation does not take place, this is indicated in the main menu, where only points
appear in place of the arrows when the cursor is positioned on this sub-menu. If an attempt
is then made to switch around in this sub-menu a fault message appears (“Failure In
itialising with MFR”).
When using the display together with an FFR this sub-menu thus remains blocked!
The following functionalities are available here:

With the function buttons “Up” and “Down” the various sub-menus can be selected and called up by actua
ting the “Enter” button. An arrow on the left side shows the user the menu point he is currently accessing.
Intermediate
speed
Parameter set ZDR gover
nor
³ Feedback factor
Release of engine manage
ment
Fine speed adjust
ment
Selection of smoke
characteristic field
Idle speed
Reset changes?

The following parameters can be changed in the respective sub-menus:
Intermediate speed Fine adjustment of the intermediate speeds [ZDR1, ZDR2, ZDR3]
(in a given range)
Parameter set ZDR governor Selection of the Intermediate Speed Parameter set used by the EDC
Feedback factor Setting the EDC feedback factor
Release of engine manage Activation of the KSM message –
ment Preselection on the MFR via KSM message activate/block
Fine speed adjustment Activation / blocking of the PWG for the speed fine adjustment
Selection of smoke characteri Selection of the smoke quantity characteristic field used by the EDC
stic field
Idle speed Fine adjustment of the idle speed (in a given range)
Reset changes? Reset of all values to those with which the display has initialised after run up.
The adjustment of the individual values in the sub-menu is carried out with the function buttons “Up” and
“Down”.
After pressing the “Enter” button a communication is sent to the MFR, that the desired value is to be
changed. The MFR then immediately accepts this new value and uses it in further processing.
In the after-run control of the MFR the adjusted values are then saved n the E2PROM of the MFR’.
If a user has changed a value, but then does not want to accept it, he simply activates the Menu/Back but
ton. This causes the sub-menu to be vacated without accepting the changed value.
If the release for the adjustment of a parameter is not set, the respective sub-menu can nevertheless be
called up and the basic setting communicated by the MFR can be viewed. The value can now be adjusted.
The user outputs an instruction, that the setting appearing on the display is blocked.
The individual sub-menus are described in the following points.

Setting the intermediate speed

In this sub-menu the three intermediate speeds permanently saved in the MFR can be finely adjusted up
and down within a given range.
In order to activate the preselection of the respective intermediate speed on the engine a voltage has to be
applied to the corresponding MFR input pins.
In total there are three possibilities of finely adjusting the intermediate speed:
- via the “Set+”, “Set ” button
- via the PWG / Potentiometer
- via the display
The basic value of the individual intermediate speeds is finely adjusted on the display. However, what fi
nally is preselected on the engine depends on whether another offset has been entered via the other
adjustment options.
In order to be able to change an intermediate speed with the “Up”, “Down” and “Enter” buttons the following
steps are necessary:
First the desired ZDR is selected with the arrow, which can be moved ahead of the ZDR1 up to 3 lines,
backward and forward (“Up” and “Down” buttons).
Then the desired ZDR must be selected by actuating the “Enter” button.
A designation of the ZDR then follows. Asterisks appear in front of the intermediate speed, instead of the
arrow.
The value can now be changed with the “Up”, “Down” and “Enter” buttons.
The adjustment takes place in the following steps:
Button press: The adjustment is made in 1 1/min steps

Ramp: The adjustment is made in 10 1/min steps
(actuation for a longer period stops the button)
If a ZDR is not released to be changed, then the arrow can be used to select the ZDR, however the advice
“Adjustment not released” appears for 3 seconds on actuating the “Enter” button.

Selection of the ZDR Parameter set

The ZDR parameter set, which is preselected on the EDC, can be selected in this sub-menu.
The ZDR Parameter set can be selected in the sub-menu using the “Up” and “Down” buttons, provided it is
released, and confirmed by actuating the “Enter” button.
The sub-menu is vacated with the Menu/Back button.
Setting the EDC feedback factor

The feedback factor preselected on the EDC can be changed in this sub-menu.
The page layout is identical to that of the ZDR Parameter set.
Button press: The adjustment is made in steps of 0.03 1/min / mg/stroke

Ramp: The adjustment takes place in steps of 0.3 1/min / mg/stroke
Activation of “Engine Management” via CAN

In this sub-menu the engine management functionality can be released via CAN.
On activating this function the MFR evaluates the KSM message on the customer CAN.
Thus in this way preselections can be made via CAN on the MFR and thus on to the EDC.
Identifier: 0x0CEF27FD
Transmission repetition rate: 50 ms
On the other hand in the same way this preselection can also be blocked again.
The selection CAN blocked / CAN released takes place with the “Up” and “Down” buttons, the activation /
deactivation through the “Enter” button and break-off from the selection is possible with the “Menu/Back”
button.
NOTE!
If this function is released, the MFR immediately anticipates, that it will receive the KSM
message via the customer CAN.
If the customer does not yet send this message on releasing the function, then a fault is
immediately entered in the MFR fault memory.

Fine adjustment of speed

The speed fine adjustment functionality can be released in this sub-menu with PWG or potentiometer.
The page layout and the navigation in this menu are identical to that of the “Release engine Management”
page.
If the PWG / the potentiometer for the speed fine adjustment is released, by actuation of this means the
selected intermediate speed can be finely adjusted in a given range.
For this purpose the pedal travel sensor / potentiometer setting 0 to 100 % is represented linearly over the
possible adjustment range.
If then the intermediate speed selected by the ZDR input is passed on one to one to the EDC, the pedal
travel sensor must remain in the middle.
In order to activate the preselection of the respective intermediate speed on the engine a voltage has to be
applied to the corresponding MFR input pins.
In total there are three possibilities of finely adjusting the intermediate speed:
- via the “Set+”, “Set ” button
- via the PWG / Potentiometer
- via the display
What is finally preselected on the engine depends on whether via the other adjustment options a wider
offset has been assigned.
The speed offset requested via the potentiometer is effective at all intermediate speeds.
Directly via ZDR1 a speed of 1500 1/min is requested and the user adjusts this speed upwards with the
potentiometer by 10 1/min.
If the user then selects the ZDR2 (e.g. 1800 1/min), without changing anything on the potentiometer
setting, in this case the 10 1/min is added again.
If the speed fine adjustment is switched to active with the pedal travel sensor,
- but no PWG is yet connected, then there follows a fault memory input, since the PWG / the po
tentiometer is electrically monitored.
- the PWG is not activated, so from the selected intermediate speed immediately the maximum down
ward adjustable speed is deducted.

Selection of the smoke characteristic field

The smoke characteristic diagram, which is preselected at the EDC, can be selected in this sub-menu.
The page layout and the navigation in this menu are identical to those of the “ZDR Parameter set” page.
Adjustment of the Idle speed

In this sub-menu the idle speed preselected on the EDC can be adjusted within a given range (by default
600 1/min is preselected here).
The value for the Idle speed can be changed with the “Up”, “Down” and “Enter” buttons.
Button press: The adjustment is made in 1 1/min steps

Ramp: The adjustment is made in 10 1/min steps
Reset of adjusted values

In this sub-menu all changes can be reversed, which have been made by the user within a “display On Cy
cle”.
This function can thus be used only to reverse the changes, which the user has made since the last time
the display was switched on.
If the display is switched off, or disconnected from the customer CAN, i.e. re-initialisation has taken place,
this sub-function can only be used to reset to these re-initialised values.
The function thus does not have the functionality “Reset to factory settings”.
Always reset are all changes, which have been undertaken, even in the case of doubt, including the desired
ones!
By actuating the “Menu/Back” button, the changes are reversed.
A feedback message “executed”, appears before the display automatically resets to the main menu.
By actuating the “Enter” button the sub-menu is vacated without changes.

3.5.4 Time / Date setting

In the “Time / Date” menu the MFR internal Time and Date stamp can be adjusted and saved.
Sequence of the adjustment of Date and Time:

In this menu first the current time and date are displayed – the time continues to run as normal.
(1) 13:45:21 09 / 19 / 2007
If the user now wishes to carry out a change, he must first actuate the “Enter” button.
The current time and the date are frozen and the seconds value set to 00. An underline appears under the
hours, which indicates, that this can now be adjusted.
(2) 13:45:00 09 / 19 / 2007
With the “Up” and “Down” buttons the hours setting can now be adjusted.
By actuating the „Enter“ button the new hours value is marked and the display jumps back to the minutes
display.
(3) 21:45:00 09 / 19 / 2007
Thus all values can be adjusted, except the seconds.
When the adjustment through the Years figure setting is completed by actuating the “Enter” button, the dis
play sends the release for the MFR to accept the updated values.
A short „waiting period follows“ (approx. 2 seconds), in order to ensure that the MFR has accepted the
changed values and has already output them again.
The current time is then faded in again.
NOTE!
Once the user has commenced the adjustment of the values, the setting process can be
interrupted in the middle using the “Menu/Back” button.
The current time is again faded in.

3.5.5 System
In the Menu “System” system information from the EDC, if necessary from the EDC Slave control unit, and
also from the MFR, can be interrogated.
The software version of the display is also indicated.
In the event of missing information on the CAN, or non-available control units, the respective system values
are faded out.
3.5.6 Language setting

The language can be set in this sub-menu.
Ex Works the set language is English.
With the “Up” and “Down” buttons the various languages can be selected and called up by actuating the
“Enter” Button.
An arrow on the left side indicates to the user which language is currently set.
3.5.7 Contrast adjustment

In this sub-menu the contrast of the LCD’s can be adjusted with the “Up” and “Down” buttons.


MAN Truck & Bus AG
Vogelweiherstraße 33
90441 Nürnberg
Germany
A company in the MAN Group
Printed in Germany

Operating Instructions: Engine Control Computer (MFR)

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Operating Instructions: Engine Control Computer (MFR)

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Operating Instructions

Engine control computer (MFR)

“Translation of the original instruction”

Subject to technical alterations in the interests of further development.

Editorial: EMDGG, Technical Status: 09.2011

Carefully read the Operating Instructions before starting any work!

Information and Copyright . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

1 Construction and function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

2 Installation - engine control computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Carefully read the Operating Instructions before starting any work!

3 Installation - MFR display (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

Carefully read the Operating Instructions before starting any work!

1 Construction and function

1.1 Construction of the MFR

1.2 Control of the engine with the MFR

1.2.1 Via digital and analog inputs on the MFR

Carefully read the Operating Instructions before starting any work!

1.2.2 Via the customer CAN

Transmission repetition rate: 50 ms

Construction of the message: Byte 1: Selection of Speed / Torque Mode

1.2.3 Via the MFR display - Optional (see Page 7)

Carefully read the Operating Instructions before starting any work!

1.3 Construction of the MFR display (Optional)

(1) LCD (6) DOWN

Carefully read the Operating Instructions before starting any work!

- One LCD in the centre (1)

Carefully read the Operating Instructions before starting any work!

2 Installation - Engine control computer (MFR)

2.1 System design

Carefully read the Operating Instructions before starting any work!

2.2 Method of installation

2.2.1 Fixing of the MFR

2.2.2 Wiring of the MFR

Carefully read the Operating Instructions before starting any work!

2.3.1 Power supply

2.3.2 CAN network

Carefully read the Operating Instructions before starting any work!

CAN messages on the customer CAN

2.3.3 Digital switch summary

Engine Start button / Terminal 50

Engine Stop button

Switch for intermediate speed request

Carefully read the Operating Instructions before starting any work!

Button for the request Set+ / Set

Switch Quantity / Speed limitation

Switch Quantity / Preselected Speed

Start locking switch

Carefully read the Operating Instructions before starting any work!

2.3.4 Analog acquisition

Sensor for coolant level in the expansion tank

Information on the sensor supplied by MAN:

Information on the analog input of the MFR:

Maximum MFR input voltage: 32 V

Carefully read the Operating Instructions before starting any work!

Sensor water level in the fuel pre-filter

Information on the sensor:

Carefully read the Operating Instructions before starting any work!

Intake depression sensor (optional)

Information on the sensor:

Information on the analog input of the MFR:

The sensor is connected via a galvanically isolated analog input (4 to 20mA).

Maximum input current: 25 mA

Carefully read the Operating Instructions before starting any work!