Hello. I have two questions. How to get rid of this error. Well, there is a hebel from the FH-12. It is in the negative way that there are left (some - I don't know) brown negative wires connected to the negative terminal. Some of them are well connected, i.e. behind the plane. As a result, the tacho burned down on the turned off plane (or during assembly) and the second one is installed, and the negative wires of connector A are bridged, a relay was added on the power supply of connector A so that the current would not enter the ZBR module in the opposite direction (i.e. reverse polarity - I threw it out), the central lubrication has zware to D + inside the ZBR module in a random way, it does not see viscose in a constant way, a few sensors, etc. ECAS throws an unrealistic DTC and does not see the leveling sensor, i.e. damaged. A 230V timer has been added to delay the disconnection of the plane by a few seconds. Some of the wires by the tacho are torn from the ankles together with the pins and I do not know, for example, where 172 goes. And I do not know what the white wire signed SERTACHO is for added / cut off ?? There is such a guerrilla fighter that hey. 3/4 of the breakdowns have already been removed, because they towed the MAN right after the purchase for the service on the blocked automatic transmission. There was a litany of inconceivable errors, and I unlocked the sliders by hand. Faulty electrics. There are no minus wires from the tachograph and I suspect that they were removed as burnt, because they are not there at all, and in return, the mass was released in an incomprehensible way through the left cable to the ZBR cassette. Therefore, the second question is whether anyone has patterns for this situation.
Added after 5 [minutes]:
Something as specific as this would be salvation click on the link I have a request to the column @svavecone to think about the matter in his spare time, because you need to be sure that this cobweb will be repaired-thrown out. I once asked on the electrode what is it with this double mass in MAN. At the moment, I can only finish the repair by comparing it to the original, but it is not, because determining all the effects of reversing this polarity on the basis of substitution from the second MAN or something is extremely difficult. In addition, the method of hiding the damage complicates the remaining 1/4 so that it will not start without the required schematics.
Hello. The main disconnect switch or "Hebel" in manach is in the plus, not in the minus. The brown wires are ground wires that are to be permanently connected to the minus. The tachograph power supply is permanently connected to the plus and not through the main disconnect. From this I would start cleaning up the installation because many drivers can be damaged by disconnecting only part of the ground cables.
And this ZBR error number is it not 2987-03 by any chance? Mistake is 2087-03 really there?
Well, that's it. After a night I wrote and did not see. So I have to program something or what? I see you have an idea, tell me what's going to go wrong. Because I already knew about this tachograph a long time ago, and I found out when it was too late. An electrician subconsciously will never disconnect the power supply minus in the first place, because he knows what the risk is, but it was not an electrician, but rather a mechanic. He burned a tacho, so I explained what he did wrong. It turned out that disconnecting the brown ones from the clamp may burn the tachograph, because something is wrong with the original installation. It is definitely a higher technique, because I have that TDCO burned out and clearly two completely independent circuits were created, but I still don't know why. Something like a negative voltage supply, but I do not think to risk throwing a thousand down the drain to check if my reasoning is good. Probably someone has a schematic of this system, the only question is whether it is a secret or to be omitted in an efficient installation.
ZBR 2987 = The parameter set in ZBR2 or the chassis number in the tachograph does not match the vehicle. So if the tachograph has correct data, the ZBR should be parameterized because it is possible that it has vin from some other vehicle. Try to read it from the ZBR driver with the diagnostic computer and check if it is correct. Also check if vin in the tacho has no typo. I will ask people for schematics, when I find it, I will drop it.
Today I was finally able to find the cause of the failure. It was the uncleaned "eyelet" clamp of the brown bundle at the minus terminal, or actually at the crimp of that volvo's electronic plane. Overheating of the joint and welding the remaining two terminals directly below it. And now you can finally show it with your finger. I found it during the insertion of the original plus switch, because despite the guesswork, the peasant in the hospital died and there was no trace. It's good that it can finally be considered a repair, but I still can't see it on the detailed diagram to dispel my doubts about this factory defect in my opinion, because this time I will not let go. One of the brown ones has been cut out completely, and it's probably the tacho one. I found three more relays from this plane in the cabin, one of which disconnected the ignition circuit. Normally some total absurdity. Currently, TCU throws 3117-00 and 3155-00 on the route, and I am mainly interested in whether it is due to a defect or only the operational effect.
You know what makes me wonder. This tractor was driven for the first time with a tanker and, more importantly, without partitions, what was loaded. He simply had to go to base this way. Before the bug, these errors were absent. I know Volva have problems with that. Maybe that's it?
After everything has been restored, he continues to throw 3117-00 passive at times. Oddly, this is an occasional firing after it cools down, and the bug is from 1985. Ie. the red mode lights up only when it beats from zero after the night - something in this pattern that does not. In addition, yesterday as I finished in it everything threw 3192-00 blocked eeprom access. It happened once just before everything was finished. The car was standing stick knows how much. I have not seen such a MAN before. The previous owner did not look at the controls and was honest with me that the drive was ahead, he gave up transport and sold the fleet. The left rear actuator was loosened in a deliberate manner to drive down to the merchant's base, because the pads were supported, the manual sensor had rotten pins and it was 6.5 bar on the released hand, the P light was constantly on and as a result the target fired completely in several places. He sucked four-way and stuff like that out of complete neglect. APPLY PARKING BRAKE message on the released manual, door opening microswitch damaged.
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ps. The question is - is it possible to bypass the detection of a semi-trailer that does not have ABS, only ordinary brakes, because if you connect the lights, ABS1 is on, or should you give up?
In addition to these two from the gearbox and the tachograph, there are now no errors in the car. My suspicion of TCU driver fault.