E532304_00E_ADEC and SAM Connection Interfase

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MTU_

Value

Service

Tech ni cal Doc umenta ti on

System Description

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Printed in Germany

This Publication is protected by copyright and may not be used in any way whether in whole or in part without the prior written permission of MTU Friedrichshafen GmbH. This restriction also applies to copyright, distribution, translation, microfilming and storage or processing on electronic systems including data bases and online services.

This handbook is provided for use by maintenance and operating personnel in order to avoid malfunctions or damage during operation.

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Important

Please complete and return the “Commissioning Note” card below to MTU Friedrichshafen GmbH. Please complete and return the “Commissioning Note” card below to MTU Friedrichshafen GmbH.

The Commissioning Note information serves as a basis for the contractually agreed logistic support (warranty, spare parts, etc.).

Postcard

MTU Friedrichshafen GmbH Technical Information Management Dept. AST

Commissioning Note

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Please use block capitals!

Engine No.: MTU works order No.:

Engine model: Date put into operation:

Installation site: Vessel/type/class / Shipyard:

End user`s address:

Remarks: Commission-ing Note ing Note

Commissioning Note

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1.1.1 Use 7 1.1.2 ECS-5 Use ADEC– of 18

1.1.3 Display DIS 10 Structure– 19

1.1.4 Design– DIS 11 22

1.2.1 Channel assignment – Overview 25 1.2.2 Engine start (Engine Control Unit) and starter on 30 1.2.3 “Engine running” lamp 36 1.2.4 Engine cranking without starting (Engine Control Unit) 37

1.2.5 Engine stop 38

1.2.6 Intermittent oil priming 39

1.2.7 Manual turning 42

1.2.8 LO lube-oil pressure lamp 43 1.2.9 Fan control (binary activation) 44 1.2.10 Fan control (PWM activation) 46

1.2.11C oolant heating 47

1.2.12 Engine lamp"Preheating temperature not reached" 49 1.2.13 HI coolant temperature lamp 50 1.2.14 HIHI coolant temperature lamp 51 1.2.15 HI charge-air temperature lamp 52 1.2.16 HIHI charge-air temperature lamp 53 1.2.17 Coolant level sensors -F33 and -F57 54 1.2.18 Speed demand source 55

1.2.19 Speed demand 57

1.2.20 Safety system override 60 1.2.21 Speed reduction (“Idle Mode“ / “Setpoint speed limitation“ / Fixed speed) 61 1.2.22 Speed droop Activation– 2 62

1.2.23 Overspeed 63

1.2.24 Tank fill level (day tank/storage tank) 65 1.2.25 LO P-Fuel pressure lamp 68 1.2.26 Water in fuel prefilter 69

1.2.27 Yellow alarm lamp 70

1.2.28 Red alarm lamp 71

1.2.29 Alarm reset 72

1.2.30 Cylinder cutout deactivated (Engine Control Unit) 73

1.2.31 Analog outputs 74

1.2.32 Exhaust gas temperature A-side and B-side 79 1.2.33 Switch 50/60Hz (reserved) 81

1.2.34 Parameter switching 82

1.2.35 Rating and 21 83

1.2.36 Generator monitoring: DE and NDE bearing temperatures 84 5 Table of Contents

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1.2.43 SAM parameters (overview) 94 1.2.44 Field Data Handling 107

1.2.45 CAN interfaces 115

1.2.46 MTU display pages 118 1.2.47 Self-diagnosis (ITS) 127

1.3.1 Engine governor 128

1.3.2 SAM 130

1.3.3 CCB Technical – 2 data 134 1.3.4 Analog display instruments 135 1.3.5 Display DIS 10 – Technical data 136 1.3.6 DIS 11 Technical – data 138

2.1.1 Fault displays on display SAM 141

2.2.1 Engine Control Unit – Web feature 166

2.3.1 Engine cabling Check– 169 2.3.2 ECU – Self-test implementation 170

2.3.3 SAM Self-test– 171

2.3.4 CAN node configuration 172 2.3.5 Parameters – Setting with dialog unit 173

2.3.6 SAM minidialog 175

3.1.1 SAM Replacement– 181

3.1.2 SAM fuse Replacement– 183 3.1.3 Display DIS 10 – Replacement 184 3.1.4 Display DIS 11 – Replacement 187

6 _{Table of Contents}

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• Control of the engine. • Monitoring of operating states.

• Closed-loop control of fuel injection and engine speed (depending on operating state). • Indication of faulty operating states (display SAM).

3 8 8 0 0 3 7 Functional Description

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CC Customer Controller — System I/O Terminal block (OEM) for inputs and

outputs

SAM Service and Automation Module (SAM)

P Plant E Engine ADEC Engine Control Unit

G Battery-charging gen erator M Starter T I M I D : 0 0 0 0 0 1 7 3 8 8 0 0 3 8 _{Functional Description}

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• Electronic engine management and control. • Monitoring of inadmissible engine operating states. • Display of fault messages and fault codes.

• Connecting cable for power supply to Engine Control Unit.

• Connecting cable for connection to a higher-level genset control system. • Hardware interfaces to a higher-level control system (option).

• Inputs for customer sensors (option).

• Engine safety features including engine shutdown. • Integral fault diagnostic system ITS.

• Integral load profile recorder.

• Speed droop switching possible with engine running. • Straightforward Engine Control Unit replacement.

• Engine data and interface data are saved in the SAM.

• Complete automatic software download following connection of a new, unprogrammed Engine Control Unit.

• ECMS — Engine Side Condition Management System Automatic engine power reduction as a function of:

• Intake air temperature

• Operating site (e.g. altitude above sea level) • Other parameters 3 8 8 0 0 3 9 Functional Description

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1 Monitoring and Control System MCS-5 (DIS 10/PowerView option) 2 CAN bus between ECS-5 and MCS-5

3 Engine Control System ECS-5

4 Interface for external control 5 External control

The design of the overall system comprising the ECS-5 and MCS-5 subsystems depends on customer requirements and the higher-level control system.

The Engine Control System comprises the following devices: • Engine Control Unit

• Sensors on the engine • Actuators on the engine • Injectors on the engine • Wiring harnesses on the engine

T I M I D : 0 0 0 0 0 1 7 3 8 8 0 0 3 10 _{Functional Description}

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1 Module cassette, slots for additional I/ O PIM cards (CCB2 for CANopen and J1939, option)

2 Compact flash memory card 3 Display for fault code and minidialog

4 Keys for minidialog 5 Diagnostic lamp

6 Ethernet (with protective cap)

7 Interface for dialog unit 8 Connector with spring design

• Display of fault codes from Engine Control Unit and SAM (3). • Backup function, engine life data are stored

• every hour,

• after every engine stop,

• after every emergency engine stop. • Interface for dialog unit.

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• 24 binary outputs • 3 PWM outputs • 8 display outputs • 28 channel binary input

• 10 analog inputs (e.g. PT100, 4–20 mA, 0-10 V, etc.) • 4 frequency inputs

• 1 dialog interface

• Extendable with MCS-5 PIM I/O cards

A CANopen and J1939 interface is available as an option. A CCB2-type (1) board is inserted in slot 3 of the SAM for this purpose. T I M I D : 0 0 0 0 0 1 7 3 8 8 0 0 3 12 _{Functional Description}

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• Contain all parameter modifications which deviate from the default settings (D = binary; A = analog ). • Currently: No D Params.dat

• Contains the node numbers of the components and other system information.

• Contains the process variables and their names (also contains fault messages which appear without text in the SAM minidisplay).

• Contains the SAM parameters and their settings.

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Connector for dialog unit, junction box for dialog unit on local control panel LOP.

• Printed circuit board with soldered connectors • Housing for top-hat rail mounting

• Diagnostic connector for notebook with MTU DiaSys software • Adaptation to the redundant CAN bus

• 24V supply for connected devices, e.g. CAN dialog interface converter

Display instruments are used to indicate the following engine operating data: • Engine speed

• Oil temperature • Oil pressure • Coolant temperature

Three different VDO display instruments are used. They all feature white numbers on a black background and are illuminated from behind (backlit/red). The speed instrument comes from the Ø85 mm series, the other three come from the Ø52 mm series.

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1 Temperature gage to 0 120 °C 2 Pressure gage 10 to bar 0 3 Tachometer 3000 to 0 rpm 3 8 8 0 0 3 15 Functional Description

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GCS Generator Control System

The devices are equipped with a CAN bus for transmitting data between the individual subsystems. This CAN bus is redundant in design.

The CAN bus is a standard field bus for automation technology which allows communication between the various systems and devices providing that they are equipped with a CAN bus interface.

Tasks:

• Receiving plant signals (desired speed) and commands from higher-level control systems. • Output of all measured values/limit values for the Monitoring and Control System. • Output of alarms for sig naling and evaluation in the Monitoring and Control System. • Output of signals relevant to engine management.

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1 DIS 10 (option) 2 SAM

3 Engine Control Unit 4 Battery 5 To engine sensors

6 Genset

7 Equipotential bonding strip 8 Grounding

9 Equipotential bonding strip 10 Equipotential bonding strip

11 Base skid 12 GND (-) 13 +24 VDC (+)

Both the engine and the generator are connected to ground (8) via equipotential bonding strips (7, 9, 10) on the mounting frame (11).

EMC design of the overall system is based on a two-pole ungrounded power supply. This is particularly relevant to CE labeling as per EMC directive.

The ground of the power supply (battery negative) and all electronic devices (-) should not be connected to ground (8). The entire electronic system is electrically isolated from ground. This also applies to the sensors (5). All sensor signal lines and/or supply lines are not connected with the housing of the sensor concerned.

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Central control and monitoring device for the engine

• Communication with other devices and higher-level systems via CAN bus. • Control of in jection system.

• Up to 20 injectors can be controlled.

• Acquisition and evaluation of engine operating states. • Monitoring of limit values.

• Self-monitoring and diagnostics, • Integral status/fault display • Fault memory

• Extensive I/O features:

• Customer side 14 inputs, 7 outputs, 2 serial interfaces, • Engine side 39 inputs, 28 outputs, 1 serial interface • Engine and plant related settings in Flash memory

• Initiation of power reduction, engine stop or emergency engine stop can be configured for cautionary states conditions and limit value violations.

• Diagnostics via CAN interface (default CAN1, connection facility for dialog unit). Software structure:

• One data record for engine software • One data record for plant software

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1 Display

2 Function keys F1 to F5 3 Housing upper section4 Opening for connectors 5 Housing lower section6 Stud M4

The display complies with ISO standard 9001 (quality assurance in design, development, production, installation and service).

Furthermore, the equipment provides CE conformity according to the following guidelines:

• Directive 89/336/EEC – Directive on electromagnetic compatibility – dated May 3, 1989 with amendment dated April 28, 1992 (guideline 92/31/EEC)

• Directive 73/23/EEC – Low voltage guideline – dated February 19, 1973 with amendment dated July 22, 1993 (directive 93/68/EEC)

The plug-in connections are accessible from the rear side of the unit. The battery compartment and the memory module (MEM) are arranged under a cover at the back side of the unit.

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1 Terminal block ST 1 2 Terminal block CAN 2 3 Terminal block CAN 1

4 Sub-D-Multiple-pin Connector COM 1 (25-pin) , RS232/RS422 5 Sub-D-Multiple-pin Connector COM

1 (9-pin) , RS232/RS422 6 Memory module (MEM)

7 Battery

Three terminal blocks (1), (2) and (3) as well as the two D-Sub multiple pin connectors (4) and (5) are located on the rear side of the display.

• Terminal block ST 1 (1) for op erating voltage connection (+24 V DC), floating relay output for horn • Terminal block CAN 2 (2) for CAN 2 (redundant bus) connection

• Terminal block CAN 1 (3) for CAN 1 (default bus) connection

• Sub-D multiple pin connectors (4), RS 422 interface for connection of modem (for remote diganosis) or of a cable for a direct connection to a service PC

• Sub-D multiple pin connectors (5) 9-pole RS 232 interface for connection of modem (for remote diganosis) or of a cable for a direct connection to a service PC

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1 Housing lower section 2 Gasket

3 Printed circuit board IDB

4 Adapter plate 5 Display 5.7` 6 Gasket

7 Housing upper section

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1 Display

2 Function keys F1 to F5 3 Housing upper section4 Housing lower section 5 Cable glands6 M4 stud

The display complies with ISO standard 9001 (quality assurance in design, development, production, installation and service).

Furthermore, the equipment provides CE compliance according to the following guidelines:

• Directive 89/336/EEC – Directive on electromagnetic compatibility- dated May 3, 1989 with amendment dated April 28, 1992 (guideline 92/31/EEC)

• Directive 73/23/EEC - Low voltage directive - dated February 19, 1973 with amendment dated July 22, 1993 (directive 93/68/EEC)

The plug-in connections are accessible from the rear side of the unit. The battery compartment and the memory module MEM are located under a cover on the back side of the unit.

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1 Terminal block ST 1 2 Terminal block CAN 2 3 Terminal block CAN 1

4 Sub-D pin connector COM 1 (25– pole) , RS 232 / RS 422 5 Sub-D pin connector COM 1 (9–

pole) , RS 232 / RS 422 6 Battery

7 MEM module

Three terminal blocks (1), (2) and (3) as well as the two D-Sub multiple pin connectors (4) and (5) are located on the rear side of the display.

• Terminal block ST 1 (1) fo r supply voltage connection (+24 V DC), floating relay output for horn • Terminal block CAN 2 (2) for CAN 2 (redundant bus) connection

• Terminal block CAN 1 (3) for CAN 1 (default bus) connection

• Sub-D multiple pin con nectors (4), RS 422 interf ace for connection of modem or of a cable for a direct connec tion to a service PC

• Sub-D multiple pin connectors (5) 9-pole, RS 232 interface for connection of modem or of a cable for a direct connection to a service PC 6 3 5 0 0 2 23 Functional Description

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1 Blanking plug 2 Cable gland

3 Housing for cable entries 4 Sintered filter

5 Housing lower section 6 Seal

7 Printed circuit board IDB 8 Adapter plate

9 Display 10 Washer

11 Housing upper section

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A_IN1 PT100 measuring input A AIN T-Exhaust A (→ Page 79) PV006010 1 A_IN2 PT100 measuring input A AIN T-Exhaust B (→ Page 79) PV006020 2 A_IN3 PT100 measuring input A

AIN Temp. Bearing Generator DE

(→ Page 84) PV006030 3 A_IN4 PT100 measuring input A

AIN Temp. Bearing Generator NDE

(→ Page 84) PV006050 4 A_IN5 PT100 measuring input A AIN T-Winding 1 (→ Page 86) PV006070 5 A_IN6 PT100 measuring input A AIN T-Winding 2 (→ Page 86) PV006080 6 A_IN7 PT100 measuring input A AIN T-Winding 3 (→ Page 86) PV006090 7 A_IN8 PT100 measuring input A AIN T-Ambient (→ Page 44) PV006100 8 A_IN_ISO1 0-10V input, isolated A Level Day-Tank Volt (→ Page 65) PV005355 9 A_IN_ISO3 0-20mA input, isolated A Level Day-Tank mA (→ Page 65) PV005350

10 (→ Page 65)

A_IN_ISO2 0-10V input, isolated A

Level Storage-Tank Volt

(→ Page 65) PV005365 11 A_IN_ISO4 0-20mA input, isolated A

Level Storage-Tank mA

(→ Page 65) PV005360 12 B_IN1 Floating input B

Disable Cylinder Cut Out 1

(→ Page 73) PV005001 21 B_IN2 Floating input B Binary Output Test (→ Page 91) PV005020 22 B_IN3 Floating input B Test Overspeed (→ Page 63) PV005040 23 B_IN4 Floating input B

Intermittent Oil Priming

Mode Switch 50/60Hz (optional)

Water In Fuel Prefilter 1

Water In Fuel Prefilter 2

(→ Page 69) PV006120 28 4 9 0 0 0 2 25 Functional Description

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B_IN11 Floating input B

Gov. Para. Set Selection

(→ Page 82) PV005050 31 B_IN12 Floating input B Droop 2 (→ Page 62) PV005052 32 B_IN19 Floating input B Rating Switch 1 (→ Page 83) PV005070 39 B_IN20 Floating input B Rating Switch 2 (→ Page 83) PV005080 40

P_IN4 Non-floating input B Fuel Pump enabled via Input(→ Page 65) PV005312 44 P_IN7 Non-floating input B Manual Turning (→ Page 37) PV005090 47 BT_OUT1 Transistor output HI B Overspeed Alarm (→ Page 63) PV005100 49 BT_OUT2 Transistor output HI B T-Coolant Warning (→ Page 50) PV005110 51 BT_OUT3 Transistor output HI B T-Coolant Stop (→ Page 51) PV005120 53 BT_OUT4 Transistor output HI B

T-Charge Air Warning

(→ Page 52) PV005130 55 BT_OUT5 Transistor output HI B T-Charge Air Stop (→ Page 53) PV005140 57 BT_OUT6 Transistor output HI B

Level CW Intercooler Stop

(→ Page 54) PV005150 59 BT_OUT7 Transistor output HI B

Level Coolant Water Stop

(→ Page 54) PV005160 61 BT_OUT8 Transistor output HI B FAN 2 on (→ Page 44) PV005170 63 BT_OUT9 Transistor output HI B

T-Preheat Not Reached

(→ Page 49) PV005180 65 BT_OUT10 Transistor output HI B P-Lube Oil Warning (→ Page 43) PV005190 67 BT_OUT11 Transistor output HI B Engine Running (→ Page 36) PV005200 69 BT_OUT12 Transistor output HI B Fuel Pressure Alarm (→ Page 68) PV005210 71 BT_OUT13 Transistor output HI B

Load Assumption Ready

P-Priming Not Reached

T-Generator Warning

(→ Page 84) PV005240 77 BT_OUT16 Transistor output HI B Subsidiary Excitation On(→ Page 89) PV005250 79 BT_OUT17 Transistor output HI B Generator Voltage (→ Page 90) PV005260 81 BT_OUT18 Transistor output HI B Circulating Pump On (→ Page 47) PV005270 83 BT_OUT19 Transistor output HI B

Downtime Heating On (→ Page 47) PV005280 85 T I M I D : 0 0 0 0 0 1 6 4 9 0 0 0 2 26 _{Functional Description}

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BT_OUT20 Transistor output HI B Day-Tank Level LO (→ Page 65) PV005290 87 REL1 Relay output B Priming Pump On (→ Page 39) PV005300 89 REL2 Relay output B Fuel Pump On (→ Page 65) PV005310 91 REL3 Relay output B FAN 1 on (→ Page 44) PV005320 93 REL4 Relay output B Shutter Open Output (→ Page 44) PV005330 95 PWM Out 1 PWM output –

Fan Control Fan 3 OUT

(→ Page 46) PV005340 97 A_OUT1 0-10V output A

Instrument 1 Engine Speed

Instrument 2 T- Coolant

Instrument 3 P- Lube Oil

Instrument 4 P- Fuel after filter

Instrument 5 P- Charge Air

(→ Page 74) PV007050 109

A_OUT6 0-10V output A

Instrument 6 T- Charge Air

(→ Page 74) PV007060 111 A_OUT7 0-10V output A Instrument 7 T- Fuel (→ Page 74) PV007070 113 A_OUT8 0-10V output A

Instrument 8 Fan Control 3

(→ Page 74) PV007080 115

IGI Emergency stop (via IGI switch-off) DI1 Engine stop (→ Page 38)

DI2 Speed droop 2 (→ Page 62) DI3 Fixed speed (→ Page 61) DI4 Alarm reset (→ Page 72) DI5 Speed increase (→ Page 57)

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AI1 Speed setting current/voltage (→ Page 57) FIP Speed setting frequency (→ Page 57) TOP1 Yellow alarm (→ Page 70)

TOP2 Red alarm (→ Page 71)

TOP3 Shutdown due to low lube-oil pressure

TOP4 Configurable: “Engine running” or “Speed window” AO1 Coolant temperature

AO2 Lube-oil pressure

LSI1 Coolant level F33 F33 7

LSI3 Intercooler coolant level

- F57 7

TI1 Coolant temperatureB 6 B6 2 TI2 Charge-air tempera‐

ture

B9 B9 2

TI3 Low-pressure fuel temperature

B33 - 2

TI3 Rail fuel temperature - B33 2 TI6 Intercooler coolant

temperature - B26 2 T I M I D : 0 0 0 0 0 1 6 4 9 0 0 0 2 28 _{Functional Description}

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TI7 Lube-oil temperature B7 B7 2 PI2 Crankcase * pressure - B50

PI3 Fuel pressure after fil‐ ter

- B34 4

PI4 High-pressure fuel - B48 6 PI5 Lube-oil pressure B5 B5 3 PI7 Charge-air pressure B10 B10 5 PI9 * Oil pressure for refill

pump

- B54 3

ASI1 Crankshaft speed B13 B13 1

ASI2 Camshaft speed B1 B1 1

PWM_CM1 Common Rail pump IO1...20 Injectors 4 9 0 0 0 2 29 Functional Description

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The starting sequence which is controlled internally by the Engine Control Unit is used for genset applications and others.

To activate the starting sequence for these applications, parameter no. 2.1090.100 "Enable Starting Procedure", which activates an external starting sequence (see also 1D parameters) must not be set (do not set "X").

To program a starting sequence, the following functions must be set: • Saved or non-stored start

• Type of stop

• Monitoring of coolant temperature • Oil priming

• Binary output for starter

• Permissible time until starter speed is reached • Permissible time until release speed is reached • Permissible time until idle speed is reached • Start locking time

• Manual turning

The engine can be started via binary input DI_7 (ECU) "Engine start" or via the external CAN bus interfaces. Activation starts the automatic start sequence for the engine (internal starting sequence in the Engine Control Unit).

The starting sequence is started by the Engine Control Unit when the start conditions are fulfilled. The starter is activated by the TOP 4 output.

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* Priming prior to starting is not used for standard gensets

This diagram (status diagram) shows the conditions under which the Engine Control Unit assumes the states S1 to S9:

• S0 Status engine running • S1 Status engine stationary • S2 Status priming • S3 Status waiting for start • S4 Status starting • S5 Status starter speed • S6 Status starting attempts

• S7 Status starter disengagement speed • S8 Status idle speed

• S9 Status start termination

These conditions and their setting options are explained briefly in the following section.

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A start request may also be made by an appropriate CAN telegram. Different process variables are available for start request from the genset, Local Operating Panel or monitoring and control system.

In the case of a "non-stored start", the start signal (e.g. a signal from a pushbutton) must be applied until the engine has reached disengagement speed. The disengagement speed (engine speed) has been reached when the starter disengages and the engine runs up to idling speed of its own accord.

Parameter 2.1090.101

In the case of a "stored start", the start signal (e.g. a signal from a pushbutton) only has to be applied for a short time. Following this, the engine runs up autonomously until it reaches idle speed.

If the "Priming" option is switched on, oil priming is initiated in both cases by a brief button signal. Upon completion of priming, the engine starting sequence is implemented via a second button signal as described above.

If an external or internal stop request is pending, the starting sequence is terminated. In the event of a start termination, restart is only possible after the start lock time (adjustable using parameter 2.1090.138) has elapsed. The start lock time can be reset by applying an external stop signal. A prerequisite for this is that parameter 2.1090.102 is set.

An engine start when temperature is too low can result in engine damage. In any case, it will cause disproportionately high wear.

To prevent the engine being started when the coolant temperature is too low, the coolant temperature is monitored. If one of the two limit values is undershot (LO T-preheating for the first limit value and SS T-preheating for the 2nd limit value), a corresponding alarm is issued. If the second limit value is undershot, a stop request is generated and the starting sequence is terminated.

Prerequisites for start termination:

• Parameter Preheat L2 Aborts Start 2.1090.307 is set • and no override is pending or

• parameter T-Preheat L2 Override Possible 2.1090.308 is not set

This query is also made even if no internal starting sequence is programmed (parameter 2.1090.100 is not set). This prevents an engine start in all cases when the coolant temperature is too low (exception: Override).

In most cases, an alarm is not desired when the engine is stationary. The parameter coolant alarm suppression/engine stationary 2.1090.106 can be set for this purpose. This means that coolant temperature monitoring is not started until after a start request. The subsequent reaction of the Engine Control Unit then corresponds once again to the case described above. When the respective limit values (plus hysteresis value) are reached, the corresponding alarms are reset and their displays are deleted. Limits and hysteresis values are specified via the four parameters 2.1090.303, 2.1090.304, 2.1090.305 and 2.1090.306 (refer also to the table below).

Priming prior to starting (S2, S3) is not used for standard gensets

Parameter 2.1090.103 is used to specify that priming is to be carried out (prerequisite: Lube-oil priming pump avail‐ able). Priming can either be carried out automatically or manually (by setting parameter 2.1090.104). In this case, a binary input can be assigned the function "Manual priming".

The lube-oil priming pump can be activated in two different ways: • via the plant by sending a corresponding CAN telegram • via an Engine Control Unit output

One of the Engine Control Unit outputs must be assigned accordingly in this case; an output would have to be assigned with 2.1090.014 (the corresponding CAN telegram is also sent in this case, although it does not need to be evaluated by the plant).

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If the (adjustable) limit value (parameter 2.1090.151) is exceeded, the lube-oil priming pump is switched off and, for actual engine start, the Engine Control Unit waits for a new start signal via the start button (or a CAN telegram). The length of time the Engine Control Unit waits for this signal is set in parameter 2.1090.143. If there is no start request within this time, the Engine Control Unit switches to status "Start termination". Parameter 2.1090.150 is used to specify how long the engine can wait after successful priming until it has to be primed again. If this time is set to 0 s, priming takes place during every engine start. If the oil pressure does not reach the (adjustable) limit value (parameter 2.1090.151) within the specified time (parameter 2.1090.142), the starting procedure will be terminated.

The starter is either activated via the TOP4 output of the Engine Control Unit or by the plant (the appropriate “Starter ON” bit is transmitted by a CAN telegram). When this instruction has been issued, the Engine Control Unit waits for feedback confirming that the starter speed has been reached.

Parameter 2.1090.132 is used to specify the time within which the engine has to reach starter speed. If this speed is not reached, a corresponding fault message is issued. A new starting attempt can only be carried after a pause, the length of which is determined by parameter 2.1090.133 (this time is necessary to allow the starter to cool down). At the same time, the number of starting attempts until idle speed is reached is counted. The maximum number of starting attempts is specified in parameter 2.1090.134.

IMPORTANT: The number must be set to at least 1. Otherwise, the engine can not be started. If the number of possible starting attempts has been made and the engine is not running, the engine start is aborted. If the engine reaches starter speed, the Engine Control Unit waits for feedback confirming that the starter release speed has been reached.

Parameter 2.1090.136 is used to specify the time within which the engine has to reach starter release speed. If this speed is not reached, engine start is canceled and a corresponding fault message is issued. In the case of a non-stored start, the start signal can now be canceled (release button). The start button now has no effect and the corre‐ sponding indicator lamp goes out. At this time, the starter is released and the Engine Control Unit waits for feedback confirming that idle speed has been reached.

Parameter 2.1090.137 is used to specify the time within which the engine has to reach idle speed. If this speed is not reached, engine start is canceled and a corresponding fault message is issued. The memory for the number of starting attempts is now deleted.

The starting procedure is terminated under the following conditions:

• Priming limit value not reached within the specified time and no override active • Start request is not issued within the maximum waiting time after priming • Number of possible starting attempts is exceeded

• Starter speed not reached within specified time • Release speed not reached within specified time • Idle speed not reached within specified time

In the event of a start termination, restart is only possible after the start lock time (adjustable using parameter 2.1090.138) has elapsed. The start lock time can be reset by applying an external stop signal. A prerequisite for this is that parameter 2.1090.102 is set.

In order that the engine can switch to the status "Engine stationary", the following conditions must be fulfilled: • Engine is at standstill • No start request 4 9 1 0 0 2 33 Functional Description

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PR530 0 Binary Engine Start Signal Mode 0 - Start via external CAN deacti‐ vated

1 - Start via external CAN possible

The following table specifies the numbers of all parameters belonging to the internal starting procedure. The order-specific settings for genset applications can be entered.

2.1090.100 Using internal start procedure S1

2.1090.101 Stored start S1

2.1090.102 Stop deletes start locking time S1 2.1090.103 Priming during engine start S2 2.1090.104 Manual priming S2 2.1090.105 Enable manual turning S1 2.1090.106 Coolant alarm suppression/engine is stationary -2.1090.131 Starter speed to be reached S6 2.1090.132 Time up to starter speed S6

2.1090.133 Starter pause S6

2.1090.134 Number of starting attempts S6 2.1090.135 Starter release speed S7 2.1090.136 Time up to release speed S7 2.1090.137 Time up to idle speed S8 2.1090.138 Restarting locking time after engine stop S9 2.1090.303 T-preheating L1 limit value -2.1090.304 T-preheating L1 hysteresis -2.1090.305 T-preheating L2 limit value -2.1090.306 T-preheating L2 hysteresis -2.1090.307 T-preheating L2 start termination -2.1090.308 T-preheating L2 override possible

-The following listed parameters are assigned to the starting sequence. -They comprise alarms which may be signaled during a starting sequence. The table specifies the default settings for these alarms.

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2.1090.921 LO T-Preheat S1

2.1090.922 SS T-Preheat S1

2.1090.923 SS Starter Speed Not Reached S6 2.1090.924 SS Release Speed Not Reached S7 2.1090.925 SS Idle Speed Not Reached S8 2.1090.926 AL Starter Not Engaged

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The “engine running” message is displayed via the BT_OUT11 SAM transistor output when the engine speed exceeds 300 rpm.

This function is monitored and controlled by the Engine Control Unit. The required settings must therefore be made in the Engine Control Unit.

The SAM output supplies the CAN signal (PV 001 068) to the binary output.

Furthermore, the output is activated (if set) via the binary output test function (→ Page 91).

BT_OUT11 Engine running

PR60 0 Binary BIN_OUT_TEST Engine Running 0 - BIN OUT Test not activated 1 - BIN OUT Test active

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The engine can be cranked via the P_IN7 SAM binary input. Fuel injection is suppressed. The signal is transmitted directly to the Engine Control Unit. The function is executed and controlled by the Engine Control Unit.

This function can be activated via the SAM parameter 546. Prerequisites for cranking the engine are:

• Engine is at standstill • Start timeout has expired

During engine cranking a check is made to ensure that the starter speed is reached within a specified period. Otherwise engine cranking is stopped. The maximum duration of this operation is specified in an ADEC parameter (to avoid overheating of the starter). When this time has expired, engine cranking is automatically stopped, if the CAN signal has not already been terminated.

The function is monitored and controlled by the Engine Control Unit. The required settings must therefore be made in the Engine Control Unit.

P_IN7 Crank engine without starting

PR546 0 Binary Manual cranking active 0 - Crank engine without starting not possible

1 - Crank engine without starting possible

PR 2.1090.105

Depends on ordered engine

Binary Enable Manual Turning Binary

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An engine stop is executed via the binary input DI_1 at the Engine Control Unit, the external SAE J1939 CAN bus interface, when inadmissible states occur or when limit values are violated.

An engine stop can also be executed depending on the settings of the following SAM monitoring functions: • Alarm LOLO Day Tank Stop

• Exhaust gas temperature • T-Bearing Geno • T-Winding Geno • T-Ambient

• Water in fuel prefilter

The binary input is inverted, i.e. 24V must be applied to the input when the engine is running. The engine stops automatically when the voltage is not present.

The function is executed and controlled by the Engine Control Unit.

ECU DI 1 Engine stop CANopen

CAN J1939

PR 531 0 Binary Engine Stop Signal Mode 0 - ECU default

1 - Additional stop signal via CAN active

PR 2.7001.009

Depends on ordered engine

Binary Start Signal Stored

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Intermittent oil priming involves cyclical lubrication of the engine when at standstill by repeatedly activating the elec‐ trical lube-oil priming pump (prelube pump) for a certain period. Intermittent oil priming can only be set when a starting sequence is configured as it is otherwise not possible to ensure that the lube-oil priming pump and the starter are not activated simultaneously. Too much power is used if the lube-oil priming pump and the starter are switched on at the same time.

The lube-oil priming pump is activated with the engine at a standstill on expiry of the configurable interval tInterval or following a manual request via a binary input (writing at 2.1090.055 Prelubrication Request) or the CAN receipt object (index 878) 2.1090.204 CAN Intermittent Oil Priming.

When the oil pressure reaches the priming target value pPriming, the pump continues running for the period tPriming. This prevents excessive lubrication of the engine.

Cold oil is more viscous than warm oil and is therefore less compressible. The desired pressure can thus be attained quicker with cold oil. Pressure build-up may take longer than the maximum priming time tmax with warm oil. Priming is then over before the target oil pressure pPriming is reached.

The lube-oil priming pump is switched off when the priming time tPriming or the maximum priming time tmax expires and the interval period starts again. The priming sequence recommences when the interval is over.

The lube-oil priming pump can be activated via a binary output of ECU-7. The bit 2.1090.014 Prelubrication Pump ON can be set at any random output with the BinOut configuration. The bit is also transmitted as bit 4 of the transmit object Index 21 Engine Starting States via the CAN. This is then evaluated by the SAM which in turn operates the pump. A safety interval of 2 min. between any two priming cycles is programmed in the software to prevent pump overload.

This also means that two consecutive manual priming sequences cannot follow directly and no manual priming sequence can be activated directly after a time-controlled sequence.

The lube-oil priming pump is monitored to ensure that the required oil pressure is reached within a certain time regardless of the priming sequence itself.

Alarm "95 - AL Prelubrication Fault" is output if the measured oil pressure value fails to reach the configurable limit value p Alarm within the configurable period t Alarm, based on the assumption that the pump is faulty.

It is possible that the alarm pressure p Alarm is not reached before t Alarm if the oil is warm. For this reason the fault message is only output when the oil temperature TOil is below T Alarm. The pump keeps running until the maximum priming time tmax has been reached.

Both oil pressure limit values pPriming and p Alarm are differential values of the oil pressure pOil just before the lube-oil priming pump is switched on.

Intermittent oil priming is interrupted by a start instruction (2.1090.024 Engine Start Instruction), a request for manual cranking (2.1090.061 Manual Turning Request) or external engine start (1.2500.031 Engine is stopped). The priming cycle is reactivated commencing with the priming interval as soon as these conditions no longer apply and the engine is at a standstill.

Priming is always terminated in case of lube-oil pressure sensor failure to avoid overlubricating the engine. The alarm "95 - AL Prelubrication Fault" is output at the same time in order to signal that intermittent oil priming is affected by

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tVS Priming period

tmax Maximum priming time tPause Interval periodtAlarm Time for configurable limit value pAlarm Alarm pressurepVS Target oil pressure

2.1090.142 Prelubrication Period s 20.000 2.1090.150 Prelubrication Interval min 30 2.1090.151 P-LubeOil Prelubrication Limit bar 0.80000 2.1090.155 P-LubeOil PreLube Alarm Limit bar 0.20000 2.1090.156 Time to PreLube Alarm Pressure s 99.000 2.1090.157 T-LubeOil PreLube Alarm Limit °C 70.00 2.1090.159 Maximum Prelubrication Period s 100.000

2.1090.107 Enable Intermittent Oil Priming Binary 1 T I M I D : 0 0 0 0 0 1 6 4 9 5 0 0 2 40 _{Functional Description}

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1.0100.001 P-Lube Oil After Filter p Oil 1.0125.001 T-Lube Oil T Oil 2.1090.055 Request priming Priming request 2.1090.024 Engine start instruction Start instruction 2.1090.061 Request for manual turning TURNING 1.2500.031 Engine at standstill Engine stationary

The lube-oil priming pump is controlled via the BR_OUT1 binary SAM output. It can be switched on manually via SAM input B_IN4 or via the external CAN bus.

The “Lube-oil priming pump on” signal is then transmitted as a message via the SAE J1939 CAN bus interface. The function is monitored and controlled by the Engine Control Unit. The required settings must therefore be made in the Engine Control Unit.

The “oil priming pressure not reached” message is displayed via the BT_OUT14 SAM transistor output. Furthermore, the output is activated (if set) via the binary output test function (→ Page 91).

B_IN4 Lube-oil priming pump “manual switch on”

PR 63 1 Binary BIN_OUT_TEST Warn. P-Priming 0 - Output not active for test 1 - Output active for test PR 70 0 Binary BIN_OUT_TEST Priming Pump

ON

0 - Output not active for test 1 - Output active for test PR544 1 Digital Priming Pump On Signal Mode = 0 - Priming Pump On not Active;

= 1 - Priming Pump On Signal via Binary Input Active;

= 2 - Priming Pump On Signal via CAN Active;

= 3 - Priming Pump On Signal via CAN or Binary Input Active

BR_OUT1 Lube-oil priming pump “on”

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"Manual turning" (or barring) means that the engine is being turned with the help of the starter, although it does not start. The fuel injection is suppressed when doing this. Parameter 2.1090.105 must be set. If this parameter is set, the turning procedure can be tripped by a corresponding CAN telegram.

Prerequisites are: • Engine at standstill • Start timeout has expired

A check is carried out during the turning procedure to determine whether the starter speed is reached within the specified time (parameter 2.1090.132). Otherwise engine turning is stopped. The maximum duration of the procedure is defined by parameter 2.1090.144 (this avoids overheating of the starter). Turning ends automatically after this time if the CAN telegram is not canceled beforehand.

DI_7 (ECU) Engine start CANopen Binary message XXX

SAE J1939 SPN 0, PGN 65325 Engine Start (PV009080)

TOP 4 (ECU) Starter ON

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The “LO lube-oil pressure” warning is displayed via the BT_OUT10 SAM transistor output.

This output is activated if the pressure falls below the first lube-oil pressure limit (set in the Engine Control Unit). The function is monitored and controlled by the Engine Control Unit. The required settings must therefore be made in the Engine Control Unit.

The SAM output supplies the CAN signal to the binary output.

The message can be bypassed with the help of “Safety System Override” (→ Page 60) (“Override” by parameter in Engine Control Unit).

BT_OUT10 LO P Lube Oil Warning

PR 59 1 Binary BIN_OUT_TEST P-Lube-Oil Warn. 0 - Output not active for test 1 - Output active for test

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The ambient temperature (→ Page 93) is acquired via SAM analog input A_IN8 using a PT 100 (optional). The measurement is used to control fan 1 and the louvers.

Fan 1 is activated via SAM relay output REL_OUT3.

Measurables for activation are the ambient temperature (→ Page 93), which is acquired by the analog SAM input A_IN8 and the engine coolant temperature.

Ambient temperature: The switching thresholds are set by SAM parameters 154 and 156. A default temperature of 0°C is set if analog input measuring is not available or if the sensor signal fails.

Engine coolant temperature: Control via the ambient temperature (→ Page 93) is deactivated by the Engine Running signal (received from the Engine Control Unit).

Fan 1 now responds like fan 2.

The fan is also switched on with the “Manual fan on“ switch.

Fan 2 is activated via SAM transistor output BT_OUT8.

The only measurable serving activation is the engine coolant temperature which is acquired by the Engine Control Unit.

The switching threshold is set by SAM parameter 157. The fan is also switched on

• with the “Manual fan on“ switch,

• automatically by the “Engine Running” signal (received from the Engine Control Unit) on expiry of an adjustable timeout (SAM parameter 152).

The louvers are activated via SAM relay output REL_OUT4.

The only measurable serving activation is the ambient temperature (→ Page 93) which is acquired by SAM input A_IN8.

The switching thresholds (opening/closing) are set via SAM parameters 153 and 155. The louvers are also activated by

• the Manual Fan On signal at the SAM binary input, • the Manual Fan On signal from the external CAN bus, • the Engine Running signal (from the Engine Control Unit).

B_IN10 FAN Control Manual On SAE J1939 CANopen FAN Control Manual On

A_IN8 AIN T-Ambient Air

REL3 on 1 FAN

BT_OUT8 onFAN 2

REL4 Shutter Open Output T I M I D : 0 0 0 0 0 1 6 4 9 7 0 0 2 44 _{Functional Description}

(45)

PR 150 0 Binary Fan Control Activation 0 - Fan control deactivated 1 - Fan control activated PR 151 0 Binary Fan Control Mode Select 0 - Fan 1 + louvers controlled,

1 - Fans 1 and 2 + louvers controlled PR 152 120 sec Fan Control Delay Time 0 - 600 seconds

PR 153 28 °C Fan Control TemperatureLevel 1 0-100°C PR 154 32 °C

Fan Control Temperature

Level 2 0-100°C PR 155 3 °C

Fan Control Temp. Hysteresis

1 1-50°C

PR 156 3 °C

Fan Control Temp. Hysteresis

2 1-50°C

PR 157 °C Fan Control T-Coolant Level

PR 543 1 Binary Manual Fan On Signal Mode 0 - No fan activation 1 - Binary fan activation 2 - CAN bus fan activation

3 - Binary and CAN bus fan activation

(46)

The Engine Control Unit provides an analog signal to activate a fan clutch.

Fan 3 is activated via SAM PMW output PWM1 (pulse-width modulation). This function is activated via ECU parameter 2.2700.001 Enable Cooler Fan Control.

CAN PCS 5 PV 223 Fan Speed 0- 100 %

PWM1 Fan Control Fan OUT3

PR 040 3 Digital Config PWM_OUT1 0 - Output is deactivated 1 - PWM output 2 -Binary output 3 - PWM current output

PR 041 250 Hz Frequency PWM_OUT1 Frequency PWM_OUT1 in Hz, (0-1000 Hz)

PR 160 0-100% = 10-1200

mA Fan control curve fan 3 Curve: Conversion of fan signal (IN: 0-100%; OUT 0-1500 mA) PR 161 10 sec Timeout fan control fan 3 Line disruption detection timeout fan 3

(0-30sec.) PR162 0 Binary PWM output FAN 3 ON

0 - PWM output fan 3 deactivated 1 - PWM output fan 3 activated PR 163 0-100% =

200-10%

% WB Fan detection Limit Differential current in % for line disrup‐ tion detection based on present current setting.

PR 2.2700.001 Depends on ordered engine

Analog Enable Cooler Fan Control -Table 1: ECU parameter

(→ Page 44) T I M I D : 0 0 0 0 0 1 6 4 9 8 0 0 3 46 _{Functional Description}

(47)

The function is activated by SAM parameter 211.

SAM transistor output BT_OUT19 activates coolant circuit heating.

The measurable serving activation is the engine coolant temperature which is acquired by the Engine Control Unit. Heating thresholds are set with the SAM parameters 212 and 213.

SAM Transistor output BT_OUT18 activates the circulating pump of the coolant circuit. SAM parameter 210 enables pump activation.

The pump is automatically deactivated by the “Engine Running” signal (from the Engine Control Unit).

(48)

BT_OUT18 Circulating Pump On BT_OUT19 Downtime Heating On

PR210 0 Binary Circulation Pump Function ON 0 - Circulating pump deactivated 1 - Circulating pump activated PR211 0 Binary Downtime Heating Function

ON

0 - Downtime heating deactivated; 1 - Downtime heating activated PR212 40 °C Downtime Heating Temp. ON Coolant temperature level to switch on

downtime heating

PR213 45 °C Downtime Heating Temp. OFF Coolant temperature level to switch off downtime heating T I M I D : 0 0 0 0 0 1 6 4 9 9 0 0 1 48 _{Functional Description}

(49)

The “Engine cold” condition is displayed via the BT_OUT9 SAM transistor output.

This is activated when the upper or lower limit values of several measuring channels which are set by parameters in the Engine Control Unit have been violated.

The SAM output supplies the CAN signal (PV 001 089) to the binary output. The message can be bypassed with the help of “Override” (→ Page 60) (“Override” by parameter in Engine Control Unit).

BT_OUT9 Preheat Temperature not reached

PR 58 1 Binary BIN_OUT_TEST T-Preheat N.Reach

0 - Output not active for test. 1 - Output active for test.

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The “HI coolant temperature” warning is displayed via the BT_OUT2 SAM transistor output.

This output is activated if the first coolant temperature limit is exceeded (set in the Engine Control Unit).

The message can be bypassed with the help of “Override” (→ Page 60) (“Override” by parameter in Engine Control Unit).

BT_OUT2 HI Coolant Temperature

PR51 1 Binary BIN_OUT_TEST T-Coolant Warn‐ ing

0 - Output not active for test 1 - Output active for test

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The “HIHI coolant temperature” alarm is displayed via the BT_OUT3 SAM transistor output. This output is activated if the second coolant temperature limit is exceeded (set in the Engine Control Unit).

BT_OUT3 HiHi coolant temperature

PR52 1 Binary BIN_OUT_TEST T-Coolant Stop 0 - Output not active for test 1 - Output active for test

(52)

The “HI Charge-air temperature” warning is displayed via the BT_OUT4 SAM transistor output.

This output is activated if the first charge-air temperature limit is exceeded (set in the Engine Control Unit). The function is monitored and controlled by the Engine Control Unit. The required settings must therefore be made in the Engine Control Unit.

BT_OUT4 Hi Charge-air temperature

PR53 1 Binary BIN_OUT_TEST T-Charge Air Warn

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The “HIHI charge-air temperature” alarm is displayed via the BT_OUT5 SAM transistor output.

This output is activated if the second charge-air temperature limit is exceeded (set in the Engine Control Unit). The function is monitored and controlled by the Engine Control Unit. The required settings must therefore be made in the Engine Control Unit.

The SAM output supplies the CAN signal (PV 001168) to the binary output.

BT_OUT5 HiHi charge-air temperature

PR54 1 Binary BIN_OUT_TEST T-Charge Air Stop 0 - Output not active for test 1 - Output active for test

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Two level sensors (F33 and F57) monitor the coolant level in the coolant expansion tanks. The signal output of the sensor changes when the coolant level falls below the sensor probe.

The signals are acquired by the Engine Control Unit.

The system transmits a message via the CAN bus when a timeout has expired. A message also appears on the display.

The coolant level alarms are displayed via SAM transistor outputs BT_OUT6 and 7.

The SAM outputs supply the CAN signal (PV 001055 and 001 099) to the binary output. Furthermore, the outputs are activated (if set) via the binary output test function (→ Page 91).

ADEC LSI 1 Level Coolant

ADEC LSI 3 Level Coolant Intercooler

BT_OUT6 Level CW Intercooler Stop BT_OUT7 Level Coolant WaterStop

PR55 1 Binary BIN_OUT_TEST Level Charge-Air Coolant Alarm

0 - Output not active for test 1 - Output active for test PR56 1 Binary BIN_OUT_TEST Level

Charge-Air Coolant Alarm

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Speed demand options / Speed demand source

The (external) device which serves as the speed demand source is set via the SAM minidialog (→ Page 175). The set value (0 / 1 / 2 / 4) is transmitted to the Engine Control Unit by means of a process variable (PV 844) via CAN bus (PCS 5).

The value takes effect in the Engine Control Unit and also applies to SAM functions. Both devices thus have the information with which the speed is adjusted.

“ECU default data Setting“ is preset. In previous versions of the software (SAM Basic or SAM Plus) this setting is made by a SAM parameter (500).

7 ECU def. Data setting = 7 0 CAN analogue = 0 1 ECU direct up / down = 1 2 CAN up down / = 2

4 ECU analogue relative = 4 6 ext.CAN speed dem. select. =6

0 CAN _{logue = 0}ana‐ (PV 844 = 0)

The speed demand value (unit: rpm) is transmitted from the SAM to the Engine Control Unit by CAN bus. The speed demand information must be received by the external CAN bus (CANopen or SAE J1939).

1 ECU direct up / down = 1 (PV 844 = 256)

The speed demand (up/down) is set directly at the Engine Control Unit via binary inputs. Settings can be adapted by Engine Control Unit parameters as necessary.

Engine Control Unit settings may be necessary! 2 CAN up / down = 2 (PV 844 = 512)

The speed demand (up/down) is transmitted from the SAM to the Engine Control Unit by CAN bus. The speed demand information must be received by the external CAN bus (CAN‐ open or SAE J1939). 4 ECU ana‐ logue relative = 4 (PV 844 = 1024)

The speed demand value is set directly at the Engine Control Unit by analog inputs.

Engine Control Unit settings may be necessary! 5 0 6 0 0 2 55 Functional Description

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6 ext.CAN speed dem. select. =6

The value from the speed demand source is transmitted via the SAM to the Engine Control Unit by external CAN bus (CANopen or SAE J1939).

Attention: The SAM only receives the values 0; 1; 2 or 4 ! Refer to the "Set value" column in this table for details of the various numbers.

Advantage of this setting: Speed demand can be set by a number of sources – the source is switched externally by a CAN message without any manual reprogramming in the SAM.

The information is only processed when the correct protocol is set (see CCB 2 board – Activation (→ Page 115)). 7 ECU def. Data

setting = 7 (Default in minidialog) (PV 844 = -1)

No information about the speed demand source is transmitted to the Engine Control Unit with this setting. The Engine Con‐ trol Unit responds with the speed demand settings program‐ med in the ECU parameters.

Engine Control Unit settings: See speed demand (→ Page 57) T I M I D : 0 0 0 0 0 1 6 5 0 6 0 0 2 56 _{Functional Description}

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Various types of source are available for analog speed demand: Hard-wired at the Engine Control Unit (current, voltage) or via external CAN bus.

Either a current signal (4-20mA) or a voltage signal (0-10V) at analog input AI1 can be used for speed demand at the Engine Control Unit. The type of signal is selected by the choice of speed demand source and ECU parameters. The current input is monitored for wire break (sensor fault).

The information is received at the SAM from the external CAN bus.

The information is only processed when the CAN interface (CCB 2 board (→ Page 115)) is activated.

The measuring point is monitored for missing data. An MD CAN Speed Demand message is generated if the signal fails.

Depending on what is set in the Engine Control Unit, the engine responds by storing the last setpoint speed received or using a substitute speed value (default).

Settings at the devices:

SAM minidialog (→ Page 175): CAN analog = 0 ECU: No settings required.

The speed is increased or decreased in stages or along a ramp using binary inputs DI 5 and DI 6 at the Engine Control Unit.

SAM minidialog (→ Page 175): ECU direct up / down ECU: No settings required.

CAN up/down is received at the SAM from the external CAN bus. The signals are transmitted to the Engine Control Unit via CAN bus (PCS 5): PV 808 Speed Increase; PV 809 Speed Decrease.

The information is only processed when the correct protocol is set. See CCB 2 board – Activation. (→ Page 115) The measuring point is monitored for missing data. An MD CAN Speed Increase/Decrease message is generated if the signal fails.

SAM minidialog (→ Page 175): ECU CAN up / down ECU: No settings required.

The speed is increased or decreased using analog inputs AI 1 at the Engine Control Unit. Required settings for 0-10 volt:

SAM minidialog (→ Page 175): ECU analogue relative ECU: Setting of signal type used for control. Required settings for 4-20 mA:

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ECU DI 5 Binary input speed increase ECU DI 6 Binary input speed decrease

SAM CAN interface

PR 2.1060.150* Depends on ordered engine

Analog Local Normal Demand Switch Default

- analogue CAN

- up / Down Button ECU direct - up / Down CAN

- analogue absolute ECU direct - analogue relative ECU direct - notch Position (for railway application) PR 2.1060.151* Depends on

ordered engine

Analog Local Emergency Demand Switch default

- analogue CAN - up / Down Button ECU direct

- up / Down CAN

ordered engine

Analog Remote Normal Demand Switch default

- analogue CAN

- up / Down Button ECU direct - up / Down CAN

ordered engine

Analog Remote Emergency Demand Switch default

- analogue CAN

- up / Down Button ECU direct - up / Down CAN - analogue absolute ECU direct

- analogue relative ECU direct - notch Position (for railway application) PR 2.9900.001 0 digit ECU7 AI1 Current

Mode

0 - Voltage speed demand wired to Engine Control Unit analog input AI1 1 - Current speed demand wired to Engine Control Unit analog input AI1 PR 2.9901.200 Depends on

ordered engine

digit Sensortype Input AI1 -1 - No valid sensor (no sensor fault detection)

24 - Sensor type speed demand voltage 25 - Sensor type speed demand current PR 2.1060.012 1000 rpm Alternative speed Default: Substitute speed value T I M

I D : 0 0 0 0 0 1 6 5 0 7 0 0 2 58 _{Functional Description}

(59)

PR 2.1060.013 - rpm Parameter to store last speed demand value

-The settings for the four ECU parameters 2.1060.150 to 153 listed in the table are only valid when “ECU def. Data setting = 7“ is set in the SAM minidialog. We recommend making identical settings for these four ECU parameters!

0-10V ECU direct ECU analogue relative volt‐ age = 4

24 (default) 0 (default) 4-20 mA ECU direct def. Data set ECU = 7 25 1

ECU Up/Down ECU direct up/down = 1 24 (default) 0 (default) CAN Analogue CAN analogue = 0 24 (default) 0 (default) CAN Up/Down CAN up/down = 2 24 (default) 0 (default) CAN speed demand selec‐

tion

Ext. CAN speed demand selection = 6 24 (default) 0 (default) 5 0 7 0 0 2 59 Functional Description

(60)

The “Override” function is used to bypass safety features which would normally lead to automatic engine shutdown in case of violation, or to disable start interlocks. Internal performance maps cannot, however, be circumvented. Operating states which would normally lead to engine shutdown are ignored when the “Override” function is switched on (exception: Overspeed always leads to engine shutdown). The occurrence of safety-relevant alarms is still logged when the “Override” input has been activated. The signal for switching off the safety functions can be activated via a SAM binary input or via SAE J1939 CAN bus interface, and is then transmitted to the Engine Control Unit via CAN. Parameters in the Engine Control Unit can be set to determine which alarms are to be observed in override mode. Default:

• Coolant level • Coolant temperature

• Coolant pressure charge-air coolant • Charge-air coolant level

• Lube-oil pressure • Lube-oil temperature Optional:

• Overspeed • Engine speed low • Power stage failure • Charge-air temperature • Charge-air coolant temperature • Intake air temperature • Fuel temp

• Reduction due to coolant temp. • Reduction due to coolant pressure • Reduction due to coolant oil temp. • Coolant pressure

• Crankcase pressure • 24 Volt power supply • Preheat temperature

Activation is effected via Engine Control Unit input DI8 or SAE J1939 CAN bus interface (signal SPN1237 / PGN 65265).

CAN Interface

DI8 Safety system override

PR534 0 Binary Override Signal Mode 0 - ECU default

1 - Additional override signal via CAN active

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The engine speed can be limited to a value which can be adjusted in the Engine Control Unit with this function. The signal can be activated via a binary input at the Engine Control Unit or via SAE J1939 CAN bus interface, and is then transmitted to the Engine Control Unit via CAN. The Engine Control Unit reduces from synchronizing speed to a speed of 800 rpm.

ECU DI 3 Binary input fixed speed

CAN Interface

PR 1.8009.006 800 rpm Speed limit idle operation

-PR501 0 Digital Speed Setting Limit Mode 0 - Default Dataset ECU

1 - Speed Setting Limit Signal via CAN Active

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Speed droop 2 can be activated via CANopen / CAN SAE J1939 / B_IN12 (Ch32) or directly via a binary input at the Engine Control Unit.

SAM B_IN12 Speed droop 2 activation ECU DI2 Speed droop 2 activation J1939 SPN 2881 PGN 64971 CANopen

PR 537 0 Binary Droop 2 Signal Mode 0 - ECU default

1- Droop 2 signal active via CAN

PR 2.1060.202 4 % Droop PR 2.1060.204 0 % Droop 2

PR 2.1060.217 1 Binary Droop Switch active 0 - Ext. speed droop switch not active

1 - Ext. speed droop switch active

CAN PCS5 Interface to Engine Control Unit

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The overspeed limit of the engine is specified by MTU and set by means of a parameter. The overspeed alarm can be output via binary outputs at the ECU or as a CAN signal.

CAN Interface

When the overspeed limit of the engine is reached this is displayed via the BT_OUT1 SAM transistor output. The output is activated as soon as a certain engine speed is exceeded which can be set via parameters in the ADEC. The function is monitored and controlled by the Engine Control Unit. The SAM output supplies the CAN signal (PV 001 003) to the binary output. The message can be bypassed with the help of “Override” (→ Page 60) (“Override” by parameter in the Engine Control Unit).

PR 50 1 Binary BIN_OUT_TEST Overspeed Alarm

0 - ECU default

1- Droop 2 signal active via CAN

BT_OUT1 Overspeed alarm

SAM B_IN3 Overspeed test

J1939 SPN proprietary

CAN

Activating this input reduces the overspeed limit value. The engine is stopped by an overspeed shutdown if the engine speed reaches this (lower) value or if it is already above this value when this input is switched on. An alarm is signaled simultaneously via the corresponding alarm output and on DIS 10 (if applicable). The alarm is stored in the SAM fault memory.

The function is monitored and controlled by the Engine Control Unit.

SAM B_IN3 Activate overspeed test

J1939 SPN proprietary CANopen 5 1 2 0 0 2 63 Functional Description

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PR 542 1 Binary Test Overspeed Signal Mode 0 - ECU default

1 - Test Overspeed Signal via binary input active

2 - Test Overspeed Signal via CAN active

3 - Test Overspeed Signal via CAN or binary input active