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Accelerator pedal unit (A410)

Accelerator pedal unit (A410)

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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1 Idling speed stop 3 Kickdown

2 Full load (load point) 4 Limit stop

Idling speed stop PWM1 Pedal angle 0° PWM 82 - 71 % mark-to-space ratio

Idling speed stop PWM2
Limit stop PWM1
Limit stop PWM2
Adjustment range:
Full load (load point):
(parameterised in FFR)
Kickdown force increase:
Measurement of kickdown force
(controller-side kickdown evaluation)
Pedal angle 0° PWM 18 - 29 % mark-to-space ratio
Pedal angle 20° PWM 32 - 15 % mark-to-space ratio
Pedal angle 20° PWM 68 - 85 % mark-to-space ratio
20° +2°/-1° 52 % mark-to-space ratio (nominal
value)
5° before limit stop 13 % mark-to-space ratio before
limit stop
3,25° +0.25°/-0.5° before limit stop
1.6° before limit stop 4.16 % mark-to-space ratio before
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.

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