The accelerator pedal consists of a housing screwed onto the pedal unit and a ready-assembled accelerator pedal. Inside the accelerator pedal, there are two springs for generating the accelerator pedal forces: one plastic spring and a rubber buffer for the kickdown range.
Feedback of the accelerator pedal position is by means of two non-contact sensors (Hall sensors). Two internal electronic circuits convert the analogue signals into two PWM signals. The output PWM signals indicate the current accelerator pedal position. In idle position, one PWM signal delivers a high mark-to-space ratio which becomes lower as the pedal is moved towards the full-load position. In idle position, the second PWM signal delivers a low mark-to-space ratio which becomes higher as the pedal is moved towards the full-load position. The electrical signal control is redundant.
Installation position, accelerator pedal unit - without cover
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The accelerator pedal (1) is a ready-assembled unit which is screwed onto the pedal unit.
Connector pin assignment
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Connector: 6-pin / red / code B-C
Pin Line no. Line colour Assignment 1 31000 Brown Ground Earthing point (behind instrument panel) (X1642) 2 60145 Yellow Input, PWM1 signal FFR (A403 pin X2/11) 3 31000 White Ground Earthing point (behind instrument panel) (X1642) 4 60146 Green Input, PWM2 signal FFR (A403 pin X2/18) 5 15014 Red Voltage supply, terminal 15 Fuse, engine control, terminal 15 (F236) 6 60028 Purple Voltage supply, terminal 15 Fuse, FFR (terminal 15), switches/sensors (F583)
Technical data Supply voltage: 10 - 32V
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Overvoltage: 36V for max. 1 hour
Undervoltage: < 10V for max. 0.6 msec A voltage UBat = 24V (in the range 10 - 32V) is supposed to be measured between A410 pin 1 (ground) and A410 pin 5 (voltage supply, terminal 15) - supply PWM1 and between A410 pin 3 (ground) and A410 pin 6 (voltage supply, terminal 15) - supply PWM2.
Check the signal lines (PWM1 signal: A410 pin 2 and PWM2 signal: A410 pin 4) to the vehicle management computer (A403).
The PWM signals are displayed graphically on the MAN-cats® screen.
All inputs and outputs as well as the PWM signal lines are short-circuit-proof and protected against polarity reversal.
Overview of accelerator pedal unit
A100 Central electrical system F583 Fuse, vehicle management computer (terminal A403 Vehicle management computer 15), switches/sensors A410 Accelerator pedal unit X1642 Earthing point, cab behind instrument panel F236 Fuse, engine control, terminal 15 X1827 Crimped connector, line 31000 X1832 Crimped connector, line 60028
Operating ranges of accelerator pedal unit
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Idling speed stop PWM2 Pedal angle 0° PWM 18 - 29 % mark-to-space ratio Limit stop PWM1 Pedal angle 20° PWM 32 - 15 % mark-to-space ratio Limit stop PWM2 Pedal angle 20° PWM 68 - 85 % mark-to-space ratio Adjustment range: 20° +2°/-1° 52 % mark-to-space ratio (nominal value) Full load (load point): 5° before limit stop 13 % mark-to-space ratio before (parameterised in FFR) limit stop Kickdown force increase: 3,25° +0.25°/-0.5° before limit stop Measurement of kickdown force 1.6° before limit stop 4.16 % mark-to-space ratio before (controller-side kickdown evaluation) limit stop
Two springs are fitted in the accelerator pedal:
One plastic spring and One rubber buffer for the kickdown range Important: The accelerator can only be fully depressed by forcefully pressing the accelerator pedal and reaching a hard mechanical limit stop (including kick-down).
Description of accelerator pedal unit
The PWM values of the mechanical stops are stored as parameters in the EEPROM of the vehicle management computer (A403) – this applies to both PWM signals. The accelerator pedal position is standardised between the mechanical stops based on PWM1. In the event of a fault, PWM2 is used.
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The accelerator pedal is calibrated using MAN-cats® II.
If an accelerator pedal fault occurs, it is possible to activate a parameterisable engine speed and torque limiter.
In conjunction with the current engine speed, the accelerator pedal map is used to determine the accelerator pedal torque specification between idling-speed position and full-load position.
The "idling speed" and "kickdown" signals are determined based on the standardised accelerator pedal position. If the accelerator pedal position is below the closed-throttle (idle) threshold, active idling is detected. If it is above the threshold, the accelerator pedal torque is output. This reaches 100% at the parameterised full-load point. If the accelerator pedal is pressed beyond this point and exceeds the threshold for kickdown, the kickdown function is activated. This threshold has a hysteresis. The function is deactivated as soon as the accelerator pedal position is below the full-load threshold.
The accelerator pedal position is checked for plausibility in conjunction with the brake pedal information. If the accelerator pedal position is above the idling speed point when the brakes are applied, the current accelerator pedal position is taken as the idling value. As soon as the accelerator pedal position falls back below this value, the idling value is corrected so that it is once again equal to the calibrated value in the vehicle management computer EEPROM.
In order to enable the brakes to be applied when starting off on a hill, for example, the inquiry is only made if the accelerator pedal is pressed before the brake pedal. However, a fault is only entered in the vehicle management computer's fault memory if the closed-throttle (idle) position is not reached on 5 occasions.
Note: For accelerator pedal SPN fault code list, see "Diagnosis" section.
