Mtu Sam & Adec e532304_00e

MTU_ Value V alue Se Servi rvi ce Techni ch nica call Documenta oc umentati tion on

System Description

System Description

Printed in Germany © 2010 Copyright MTU Friedrichshafen GmbH 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 i ncluding 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. Subject to alterations and amendments.

Commissioning Note

Important 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 Management 88040 Friedrichshafen GERMANY



Commissioning Note

Please use block capitals!

Motornr.: Engine No.: o N du moteur: o N de motor: Motore N.: No. do motor:

Auftragsnr.: MTU works order No.: N°de commande: N°de pedido: N. commessa: No. do edido:

Motortyp: Engine model: Type du moteur: Tipo de motor: Motore tipo: Tipo do motor:

Inbetriebnahmedatum: Date put into operation: Mise en service le: Fecha de puesta en servicio: Messa in servizio il: Data da colocação em serviço:

Eingebaut in: Installation site: Lieu de montage: Lugar de montaje: Installato: Incorporado em:

Schiffstyp / Schiffshersteller: Schiffshersteller: Vessel/type/class Vessel/type/class / Shipyard: Type du bateau / Constructeur: Tipo de buque / Constructor: Tipo di barca / Costruttore Tipo de embarcação/estaleiro embarcação/estaleiro naval:

Endabnehmer/Anschrift: End user`s address: Adresse du client final: Dirección del cliente final: Indirizzo del cliente finale: Usuário final/endereço: Bemerkung: Remarks: Remarques: Observaciones: Commento: Observações:

Commissioning Note

5

Table of Contents

E532304/00E

1.1.1 1.1.2 1.1.3 1.1.4

Use ECS-5 – Use of ADEC Display DIS 10 – Structure Display DIS 11 – Structure

7 18 19 22

1.2.1 1.2.2 1.2.3 1.2.4 1.2.5 1.2.6 1.2.7 1.2.8 1.2.9 1.2.10 1.2.11 1.2.12 1.2.13 1.2.14 1.2.15 1.2.16 1.2.17 1.2.18 1.2.19 1.2.20 1.2.21 1.2.22 1.2.23 1.2.24 1.2.25 1.2.26 1.2.27 1.2.28 1.2.29 1.2.30 1.2.31 1.2.32 1.2.33 1.2.34 1.2.35 1.2.36 1.2.37 1.2.38 1.2.39 1.2.40 1.2.41 1.2.42

Channel assignment – Overview Engine start (Engine Control Unit) and starter on “Engine running” lamp Engine cranking without starting (Engine Control Unit) Engine stop Intermittent oil priming Manual turning LO lube-oil pressure lamp Fan control (binary activation) Fan control (PWM activation) Coolant heating Engine lamp"Preheating temperature not reached" HI coolant temperature lamp HIHI coolant temperature lamp HI charge-air temperature lamp HIHI charge-air temperature lamp Coolant level sensors -F33 and -F57 Speed demand source Speed demand Safety system override Speed reduction (“Idle Mode“ / “Setpoint speed limitation“ / Fixed speed) Speed droop 2 – Activation Overspeed Tank fill level (day tank/storage tank) LO P-Fuel pressure lamp Water in fuel prefilter Yellow alarm lamp Red alarm lamp Alarm reset Cylinder cutout deactivated (Engine Control Unit) Analog outputs Exhaust gas temperature A-side and B-side Switch 50/60Hz (reserved) Parameter switching Rating 1 and 2 Generator monitoring: DE and NDE bearing temperatures Generator monitoring: Winding temperatures 1 to 3 and BT_OUT15 Generator ready for load acceptance Generator exciter boosting on Generator voltage on Binary output test Room/ambient temperature

25 30 36 37 38 39 42 43 44 46 47 49 50 51 52 53 54 55 57 60 61 62 63 65 68 69 70 71 72 73 74 79 81 82 83 84 86 88 89 90 91 93

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Table of Contents

1.2.43 1.2.44 1.2.45 1.2.46 1.2.47 1.2.48

SAM parameters (overview) Field Data Handling ADEC – Functions CAN interfaces MTU display pages Self-diagnosis (ITS)

94 107 115 129 132 141

1.3.1 1.3.2 1.3.3 1.3.4 1.3.5 1.3.6

Engine governor SAM CCB 2 – Technical data Analog display instruments Display DIS 10 – Technical data Display DIS 11 – Technical data

142 144 148 149 150 152

2.1.1

Fault displays on display SAM

155

2.2.1

Engine Control Unit – Web feature

181

2.3.1 2.3.2 2.3.3 2.3.4 2.3.5 2.3.6

Engine wiring – Check ECU – Self-test implementation SAM – Self-test CAN node configuration Parameters – Setting with dialog unit SAM minidialog

184 185 186 187 188 190

3.1.1 3.1.2 3.1.3 3.1.4

SAM – Replacement SAM fuse – Replacement Display DIS 10 – Replacement Display DIS 11 – Replacement

195 197 198 201


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Functional Description

• • • •

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).

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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 generator M Starter

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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

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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

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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

2 0 0

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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.

• Straightforward diagnosis by fault code display. • Self-diagnosis by diagnostic lamp (5): • Steady = SAM is in order. • Flashing = SAM is faulty, contact Service. • Dark = Supply voltage missing.

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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.

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

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• Contains the SAM parameters and their settings.

• Dialog file to establish communication with the MTU dialog system (DiaSys).

• Configuration file for basic setting of the SAM BDM function. This file can be changed via the configuration menu.

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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 pointer 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.

2 0 0

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1

Temperature gage

0 to 120 °C

2

Pressure gage

0 to 10 bar

3

Tachometer

0 to 3000 rpm

2 0 0

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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 customer signals (specified 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 signaling and evaluation in the Monitoring and Control System. • Output of signals relevant to engine management. 2 0 0

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1 2 3 4 5

DIS 10 (option) SAM Engine Control Unit Battery To engine sensors

6 7 8 9 10

Genset Equipotential bonding strip Grounding Equipotential bonding strip 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.

2 0 0

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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.

Electrical isolation of mechanical and electronic components significantly enhances the signal-to-noise ratio. This high signal-to-noise ratio on all electrical lines is necessary for satisfactory transmission of all data on the CAN bus and also all analog and binary sensor s ignals.

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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 injection 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

1 0 0

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1 Display 2 Function keys F1 to F5

3 Housing upper section 4 Opening for connectors

5 Housing lower section 6 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 si de of the unit. The battery compartment and the memory module (MEM) are arranged under a cover at the back side of the unit. 1 0 0

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1 Term Termin inal al blo block ck ST ST 1 2 Term Termin inal al blo block ck CAN CAN 2 3 Term Termin inal al blo block ck CAN CAN 1

4 Sub-D-Multi Sub-D-Multiple-p ple-pin in Connector Connector COM 1 (25-pin) , RS232/RS422 5 Sub-D-Multi Sub-D-Multiple-p ple-pin in Connector Connector COM 1 (9-pin) , RS232/RS422 6 Memo Memory ry mod modul ule e (MEM (MEM))

7 Batter tery

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 Terminal block ST 1 (1) for operati operating ng voltage voltage connection connection (+24 (+24 V DC), floating floating relay output output for horn horn • Terminal Terminal block block CAN CAN 2 (2) (2) for CAN CAN 2 (redun (redundant dant bus) conne connection ction • Terminal Terminal block block CAN CAN 1 (3) (3) for CAN CAN 1 (defau (default lt bus) bus) connectio connection n • Sub-D multiple pin connectors (4), (4), RS 422 interface for connection connection of modem modem or of of a cable for for a direct connection connection to a service PC • Sub-D multipl multiple e pin connectors connectors (5) 9-pole, 9-pole, RS 232 232 interface interface for connection connection of modem modem or of a cable for for a direct connection to a service PC 1 0 0 5 6 7 8 0 0 0 0 0 0 : D I M I T


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1 Housin Housing g lowe lowerr sect section ion 2 Gasket 3 Printe Printed d circu circuit it board board IDB

4 Adap Adapte terr plat plate e 5 Disp Displa lay y 5.7 5.7`` 6 Gasket

7 Housin Housing g uppe upperr secti section on

1 0 0 5 6 7 8 0 0 0 0 0 0 : D I M I T

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1 Display 2 Func Functi tion on key keys s F1 to to F5

3 Housin Housing g uppe upperr sect section ion 4 Housin Housing g lowe lowerr secti section on

5 Cabl Cable e entr entrie ies s 6 Stud M4

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 89/336/EEC – Directive on electromagnetic electromagnetic compatibilitycompatibility- dated May 3, 1989 with with amendment amendment dated dated April 28, 1992 (guideline 92/31/EEC) • Directive 73/23/EEC 73/23/EEC – Low Low voltage guideline – dated February February 19, 1973 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. 1 0 0 5 3 6 8 0 0 0 0 0 0 : D I M I T


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1 Termi Termina nall bloc block k ST 1 2 Termi Termina nall bloc block k CAN CAN 2 3 Termi Termina nall bloc block k CAN CAN 1

4 Sub-D Sub-D pin pin connec connector tor COM COM 1 (25– (25– pole) , RS 232 / RS 422 5 Sub-D Sub-D pin pin connec connector tor COM COM 1 (9– (9– pole) , RS 232 / RS 422 6 Batter tery

7 ME MEM M mod modul ule e

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 Terminal block ST 1 (1) for for power supply supply connection connection (+24 (+24 VDC), floating floating relay relay output output for horn • Terminal Terminal block block CAN 2 (2) (2) for CAN CAN 2 CAN CAN bus (redun (redundant dant bus) bus) connecti connection on • Terminal Terminal block block CAN 1 (3) (3) for CAN CAN 1 CAN CAN bus (defaul (defaultt bus) connec connection tion • Sub-D multiple pin connectors (4), RS 422 interface for connection connection of modem modem or of a cable for a direct connection to a service PC • Sub-D Sub-D multiple multiple pin connectors connectors (5) 9-pole, 9-pole, RS 232 interfa interface ce for connection connection of of modem or of a cable cable for a direct connection to a service PC 1 0 0 5 3 6 8 0 0 0 0 0 0 : D I M I T

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1 2 3 4

Blanking plug Cable entry Housing for cable entries Sintered filter

5 6 7 8

Housing lower section Gasket Printed circuit board IDB Adapter plate

9 Display 10 Window 11 Housing upper section

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A_IN1

PT100 measuring input

A

AIN T-Exhaust A (→ Page 79)

PV006010

1

A_IN2


A

AIN T-Exhaust B (→ Page 79)

PV006020

2

A

AIN Temp. Bearing Generator DE (→ Page 84)

PV006030

3

PV006050

4

A_IN3 A_IN4


A

AIN Temp. Bearing Generator NDE (→ Page 84)

A_IN5


A

AIN T-Winding 1 (→ Page 86)

PV006070

5

A_IN6


A


PV006080

6

A_IN7


A


PV006090

7

A_IN8


A

AIN T-Ambient (→ Page 44)

PV006100

8

A_IN_ISO1

0-10V input, isolated

A

Level Day-Tank Volt (→ Page 65)

PV005355

9

10 PV005350 (→ Page 65)

A_IN_ISO3

0-20mA input, isolated

A

Level Day-Tank mA (→ Page 65)

A_IN_ISO2

0-10V input, isolated

A

Level Storage-Tank Volt (→ Page 65)

PV005365

11

A

Level Storage-Tank mA (→ Page 65)

PV005360

12

PV005001

21

A_IN_ISO4 B_IN1

Floating input

B

B_IN2

Floating input

B

Binary Output Test (→ Page 91)

PV005020

22

B_IN3

Floating input

B

Test Overspeed (→ Page 63)

PV005040

23

B

Intermittent Oil Priming (→ Page 39)

PV005060

24

B

Mode Switch 50/60Hz (optional) (→ Page 81)

PV005065

25

B

Water In Fuel Prefilter 1 (→ Page 69)

PV006110

27

PV006120

28

B_IN5 B_IN7 0 9 4 6 1 0 0 0 0 0 : D I

0-20mA input, isolated

Disable Cylinder Cut Out 1 (→ Page 73)

B_IN4

2 0 0


Floating input Floating input Floating input

B_IN8

Floating input

B

Water In Fuel Prefilter 2 (→ Page 69)

B_IN9

Floating input

B

Alarm reset (→ Page 72)

PV005026

29

B

FAN Control Manual On (→ Page 44)

PV005030

30

M I T

B_IN10

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B_IN11

Floating input

B

Gov. Para. Set Selection (→ Page 82)

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

PV005312

44

PV005050

31

P_IN4

Non-floating input

B

Fuel Pump enabled via Input (→ Page 65)

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


B

T-Coolant Warning (→ Page 50)

PV005110

51

BT_OUT3


B

T-Coolant Stop (→ Page 51)

PV005120

53

PV005130

55

BT_OUT4


B

T-Charge Air Warning (→ Page 52)

BT_OUT5


B

T-Charge Air Stop (→ Page 53)

PV005140

57

B

Level CW Intercooler Stop (→ Page 54)

PV005150

59

PV005160

61

BT_OUT6


BT_OUT7


B

Level Coolant Water Stop (→ Page 54)

BT_OUT8


B

FAN 2 on (→ Page 44)

PV005170

63

PV005180

65

BT_OUT9


B

T-Preheat Not Reached (→ Page 49)

BT_OUT10


B

P-Lube Oil Warning (→ Page 43)

PV005190

67

BT_OUT11


B

Engine Running (→ Page 36)

PV005200

69

BT_OUT12


B

Fuel Pressure Alarm (→ Page 68)

PV005210

71

B

Load Assumption Ready (→ Page 88)

PV005220

73

B

P-Priming Not Reached (→ Page 39)

PV005230

75

B

T-Generator Warning (→ Page 84)

PV005240

77

PV005250

79

BT_OUT13 BT_OUT14 BT_OUT15

Transistor output HI Transistor output HI Transistor output HI

BT_OUT16


B

Subsidiary Excitation On (→ Page 89)

BT_OUT17


B

Generator Voltage (→ Page 90)

PV005260

81

BT_OUT18


B

Circulating Pump On (→ Page 47)

PV005270

83

B

Downtime Heating On (→ Page 47)

PV005280

85

BT_OUT19



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BT_OUT20


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

Fan Control Fan 3 OUT (→ Page 46)

PV005340

97

A

Instrument 1 Engine Speed (→ Page 74)

PV007010

101

A

Instrument 2 T- Coolant (→ Page 74)

PV007020

103

A

Instrument 3 P- Lube Oil (→ Page 74)

PV007030

105

PV007040

107

PWM Out 1 A_OUT1 A_OUT2 A_OUT3

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0-10V output 0-10V output 0-10V output

–

A_OUT4

0-10V output

A

Instrument 4 P- Fuel after filter (→ Page 74)

A_OUT5

0-10V output

A

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

Instrument 8 Fan Control 3 (→ Page 74)

PV007080

115

A_OUT8

2 0 0

PWM output

0-10V output

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)

DI6

Speed decrease (→ Page 57)

DI7

Engine start (→ Page 30)

DI8

Override (→ Page 60)

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AI1

Speed setting current/voltage 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 temperature

AO2

Lube-oil pressure

LSI1

Coolant level

F33

F33

7

LSI3

Intercooler coolant level

-

F57

7

TI1

Coolant temperature

B6 B6

B6

2

TI2

Charge-air temperature

B9

B9

2

TI3

Low-pressure fuel temperature

B33

-

2

TI3

Rail fuel temperature -

B33

2

TI6

Intercooler coolant temperature

B26

2


-

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TI7

Lube-oil temperature

B7

B7

PI2

* Crankcase pressure -

B50

PI3

Fuel pressure after filter

-

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

2

2 0 0 0 9 4 6 1 0 0 0 0 0 : D I M I T

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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: • Save Saved d or or nonnon-st stor ored ed sta start rt • Type of stop • Monito Monitorin ring g of coolan coolantt tempe temperat rature ure • Oil pr priming • Bina Binary ry out outpu putt for for star starte ter r • Permissible Permissible time until starter starter speed speed is reached reached • Permissible Permissible time until release release speed speed is reached reached • Permis Permissib sible le time time until until idle idle speed speed is reach reached ed • Star Startt loc locki king ng time time • Manua anuall tur turni nin ng The engine can be started via binary input DI_7 (ECU) "Engine start" or via the external CAN bus interfaces. Activation starts the automatic automatic start sequence for the the engine (internal starting sequence sequence in the Engine 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 Priming prior prior to starting starting is not used used for standard gensets

2 0 0 1 9 4 6 1 0 0 0 0 0 : D I M I T

This diagram (status diagram) shows the conditions under which the Engine Control Unit assumes the states S1 to S9: • S0 Stat Status us eng engin ine e runn runnin ing g • S1 Status Status engine engine statio stationar nary y • S2 Stat Status us prim primin ing g • S3 Sta Statu tus s wait waitin ing g for for star startt • S4 Stat Status us star starti ting ng • S5 Stat Status us star starte terr spee speed d • S6 Status Status startin starting g atte attempt mpts s • S7 Statu Status s starte starterr disenga disengagem gement ent spee speed d • S8 Stat Status us idle idle spe speed ed • S9 Sta Statu tus s start start term termin inat atio ion n These conditions and their setting options are explained briefly in the following section.

There are two different ways of requesting an engine start: • as a non non-s -sto tore red d sta start rt • as a stor stored ed star startt The start request can be made by a pushbutton connected to a binary input of the Engine Control Unit. PV 2.1090.151 must be routed to the appropriate ECU input, e.g. DI7.

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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 c oolant 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 available). 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 nonstored start, the start signal can now be canceled (release button). The start button now has no effect and the corresponding 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.

2 0 0

1 9 4 6 1 0 0 0 0 0 : D I M I T

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 • No request for manual turning • No buttons pressed If all conditions are fulfilled, the alarms will be deleted. Only the memory for the number of starting attempts remains unchanged. It is not deleted until start is successful.

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PR530


0

Binary

Engine Start Signal Mode

0 - Start via external CAN deactivated 1 - Start via external CAN possible

The following table specifies the numbers of all parameters belonging to the internal starting procedure. The orderspecific 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

-

2 0 0

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

-

2 0 0

1 9 4 6 1 0 0 0 0 0 : D I M I T

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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

PR60

0

Engine running

Binary

BIN_OUT_TEST Engine Running

0 - BIN OUT Test not activated 1 - BIN OUT Test active

1 0 0

2 9 4 6 1 0 0 0 0 0 : D I M I T


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The engine can be cranked via the P_IN7 SAM binary i nput. Fuel injection is suppressed. The signal i s 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 s pecified in an ADEC parameter (to avoid overheating of the starter). When this time has expired, engine cranking i s 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

PR546

Crank engine without starting

0

Binary

Manual cranking active

0 - Crank engine without starting not possible 1 - Crank engine without starting possible

PR 2.1090.105

Depends on Binary ordered engine

Enable Manual Turning Binary

-

2 0 0

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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

-

2 0 0

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Intermittent oil priming involves cyclical lubrication of the engine when at standstill by repeatedly activating the electrical 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 t Interval 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 t Priming. 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 t max with warm oil. Priming is then over before the target oil pressure p Priming is reached. The lube-oil priming pump is switched off when the priming time t Priming or the maximum priming time t max 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 ti me 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 T Oil is below T Alarm. The pump keeps running until the maximum priming time t max has been reached.

Both oil pressure limit values pPriming and p Alarm are differential values of the oil pressure p Oil 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 s tart (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.

2 0 0

5 9 4 6 1 0 0 0 0 0 : D I M I T

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 the failure of the lube-oil pressure sensor and that intermittent oil priming consequently cannot be executed. The interval period continues running following a sensor failure, i.e. the 2-minute safety interval still applies when the sensor fault has been rectified, but lubrication may take place immediately thereafter, depending on the duration of the sensor failure, and not only once the t Interval phase has expired.

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tVS Priming period tmax Maximum priming time

tAlarm Time for configurable limit value tPause Interval period

pVS Target oil pressure pAlarm Alarm 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


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1.0100.001

P-Lube Oil After Filter

pOil

1.0125.001

T-Lube Oil

TOil

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

PR 63

Lube-oil priming pump “manual switch on”

1

Binary

BIN_OUT_TEST Warn. P-Priming 0 - Output not active for test 1 - Output active for test

PR 70

0

PR544 1

Binary

Digital

BIN_OUT_TEST Priming Pump ON

0 - Output not active for test

Priming Pump On Signal Mode

= 0 - Priming Pump On not Active;

1 - Output active for test

= 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

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BR_OUT1

Lube-oil priming pump “on”

BT_OUT14

Oil priming pressure not reached

CAN

Interface

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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

1 0 0

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

BT_OUT10

PR 59

1

LO P Lube Oil Warning

Binary

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

1 0 0

6 9 4 6 1 0 0 0 0 0 : D I M I T

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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 l ouvers.

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

FAN 1 on

BT_OUT8

FAN 2 on

REL4

Shutter Open Output


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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 0-100°C 0-100°C

PR 153

28

°C

Fan Control Temperature Level 1

PR 154

32

°C


°C

Fan Control Temp. Hysteresis 1 1-50°C

°C

Fan Control Temp. Hysteresis 2 1-50°C

°C

Fan Control T-Coolant Level

Binary

Manual Fan On Signal Mode

PR 155 PR 156

3 3

PR 157 PR 543

1

0 - No fan activation 1 - Binary fan activation 2 - CAN bus fan activation 3 - Binary and CAN bus fan activation

2 0 0

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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 3 OUT

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.) 0 - PWM output fan 3 deactivated;

PR162

0

Binary

PWM output FAN 3 ON

1 - PWM output fan 3 activated;

PR 163

0-100% = 200-10%

%

WB Fan detection Limit

Differential current in % for line disruption detection based on present current setting.

PR 2.2700.001


Analog

Enable Cooler Fan Control

-

Table 1: ECU parameter

(→ Page 44) 2 0 0

8 9 4 6 1 0 0 0 0 0 : D I M I T


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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).

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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;

Coolant temperature level to switch on downtime heating

1 - Downtime heating activated

PR212

40

°C

Downtime Heating Temp. ON

PR213

45

°C

Downtime Heating Temp. OFF Coolant temperature level to switch off downtime heating

1 0 0

9 9 4 6 1 0 0 0 0 0 : D I M I T


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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 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 001 089) to the binary output. The message can be bypassed with the help of “Override” (→ Page 60) (“Override” by parameter in Engine Control Unit). Furthermore, the output is activated (if set) via the binary output test function (→ Page 91).

BT_OUT9

PR 58

Preheat Temperature not reached

1

Binary

BIN_OUT_TEST T-Preheat N.Reach

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

1 0 0

0 0 5 6 1 0 0 0 0 0 : D I M I T

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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 i n 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 001 129) to the binary output. The message can be bypassed with the help of “Override” (→ Page 60) (“Override” by parameter in Engine Control Unit). Furthermore, the output is activated (if set) via the binary output test function (→ Page 91).

BT_OUT2

PR51

HI Coolant Temperature

1

Binary

BIN_OUT_TEST T-Coolant Warning

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

1 0 0

1 0 5 6 1 0 0 0 0 0 : D I M I T


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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). 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 001 0130) to the binary output. The message can be bypassed with the help of “Override” (→ Page 60) (“Override” by parameter in Engine Control Unit). Furthermore, the output is activated (if set) via the binary output test function (→ Page 91).

BT_OUT3

PR52

HiHi coolant temperature

1

Binary

BIN_OUT_TEST T-Coolant Stop


1 0 0

2 0 5 6 1 0 0 0 0 0 : D I M I T

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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 i n 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 001 133) to the binary output. The message can be bypassed with the help of “Override” (→ Page 60) (“Override” by parameter in Engine Control Unit). Furthermore, the output is activated (if set) via the binary output test function (→ Page 91).

BT_OUT4

PR53

Hi Charge-air temperature

1

Binary

BIN_OUT_TEST T-Charge Air Warn


1 0 0

3 0 5 6 1 0 0 0 0 0 : D I M I T


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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. The message can be bypassed with the help of “Override” (→ Page 60) (“Override” by parameter in Engine Control Unit). Furthermore, the output is activated (if set) via the binary output test function (→ Page 91).

BT_OUT5

PR54

HiHi charge-air temperature

1

Binary

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

1 0 0

4 0 5 6 1 0 0 0 0 0 : D I M I T

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Two level sensors (F33 and F57) monitor the coolant level in the coolant expansion tanks. The s ignal 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 vi a SAM transistor outputs BT_OUT6 and 7. 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 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

PR56

1

1

Binary

Binary

BIN_OUT_TEST Level Charge-Air Coolant Alarm






1 0 0

5 0 5 6 1 0 0 0 0 0 : D I M I T


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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 190). 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 i s made by a SAM parameter (500).

0

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

CAN analogue = 0 (PV 844 = 0)

1

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

2

4

CAN up / down = 2

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). 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!

(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 (CANopen or SAE J1939).

ECU analogue relative = 4

The speed demand value is set directly at the Engine Control Engine Control Unit Unit by analog inputs. settings may be necessary!

(PV 844 = 1024)

2 0 0

6 0 5 6 1 0 0 0 0 0 : D I M I T

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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 129)).

7

ECU def. Data No information about the speed demand source is transmitted setting = 7 to the Engine Control Unit with this setting. The Engine Control Unit responds with the speed demand settings (Default in programmed in the ECU parameters. minidialog) (PV 844 = -1)

Engine Control Unit settings: See speed demand (→ Page 57)

2 0 0

6 0 5 6 1 0 0 0 0 0 : D I M I T


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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 129)) is activated. The measuring point is monitored for missing data. An MD CAN Speed Demand message is generated if the si gnal 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). The function is monitored and controlled by the Engine Control Unit. The required settings must therefore be made in the Engine Control Unit. Settings at the devices: SAM minidialog (→ Page 190): 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. The function is monitored and controlled by the Engine Control Unit. The required settings must therefore be made in the Engine Control Unit. Settings at the devices: SAM minidialog (→ Page 190): 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 i s set. See CCB 2 board – Activation. (→ Page 129) The measuring point is monitored for missing data. An MD CAN Speed Increase/Decrease message is generated if the signal fails. Settings at the devices: SAM minidialog (→ Page 190): ECU CAN up / down ECU: No settings required.

2 0 0

7 0 5 6 1 0 0 0 0 0 : D I M I T

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 190): ECU analogue relative ECU: Setting of signal type used for control. Required settings for 4-20 mA: SAM minidialog (→ Page 190): ECU analogue relative ECU: Setting of signal type used for control.

ECU AI 1

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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*


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*


Analog

Local Emergency Demand Switch default


PR 2.1060.152*


Analog

Remote Normal Demand Switch default


PR 2.1060.153*


Analog

Remote Emergency Demand Switch default


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


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

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Default: Substitute speed value

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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 voltage = 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 selection

Ext. CAN speed demand selection = 6

24 (default)

0 (default)

2 0 0

7 0 5 6 1 0 0 0 0 0 : D I M I T

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

CAN

Interface

DI8

Safety system override

PR534

0

Binary

Override Signal Mode

0 - ECU default 1 - Additional override signal via CAN active

1 0 0

9 0 5 6 1 0 0 0 0 0 : D I M I T


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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 s peed 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

2 0 0

0 1 5 6 1 0 0 0 0 0 : D I M I T

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

1 0 0

1 1 5 6 1 0 0 0 0 0 : D I M I T


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The overspeed limit of the engine is specified by MTU and can be set via 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). Furthermore, the output is activated (if set) via the binary output test function (→ Page 91).

PR 50

1

Binary

BIN_OUT_TEST Overspeed Alarm

BT_OUT1

Overspeed alarm

SAM B_IN3

Overspeed test

J1939 ???

SPN proprietary ???

0 - ECU default 1- Droop 2 signal active via CAN

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.

1 0 0

2 1 5 6 1 0 0 0 0 0 : D I

SAM B_IN3

Activate overspeed test

J1939 ???

SPN proprietary ???

CANopen ???

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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

1 0 0

2 1 5 6 1 0 0 0 0 0 : D I M I T


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This function records the level of the day tank and storage tank. The type of sensor can be selected via the inputs, which can be set with the parameters. The 0-10V input is used in the default setting. This function shows the level using a curve (default 0-100% = 0 - 10V). The tank curve can be set with the SAM parameters. This function is activated with parameters 251 and 271. Further parameters can be used to set warning or alarm i f the limits are exceeded or undershot. The levels of the warnings, alarms and responses are programmable: • Alarm for exceeding maximum level • Switch-off fuel transfer pump when level is exceeded • Switch-on fuel transfer pump when level is undershot • Alarm for undershooting minimum level, engine stop (→ Page 38)

The function controls a fuel transfer pump which delivers fuel from the storage tank to the day tank. This function is enabled via SAM binary input P_IN4. Output BR_OUT2 is activated if the level in the day tank falls below Limit 2 (default 60%). Output BR_OUT2 is deactivated once the level in the day tank has risen above Limit 3 (default 90%). SAM parameter 249 determines (switches) whether the active SAM binary input P_IN4 enables the function for automatic control of the fuel transfer pump or whether the pump is controlled manually.

P_IN4

Fuel Pump enabled via Input

A_IN_ISO1

Level Day Tank Voltage

A_IN_ISO2

Level Day Tank Current

A_IN_ISO3

Level Holding Tank Voltage

A_IN_ISO4

Level Holding Tank Current

SAM BR_OUT2

Fuel Pump

ECU TOP1

Yellow alarm

ECU TOP2

Red alarm

BT_OUT20

Day-Tank Level LO

PR 249

0

Binary

Fuel Pump on manually enabled

1 = Input P_IN4 activates the fuel pump manually and independently of the level in the day tank

1 0 0

3 1 5 6 1 0 0 0 0 0 : D I

0 = The fuel pump is activated automatically when P_IN4 is active and the fuel level falls below level 2

PR 250

0-100 = 0-100

%

Curve Day Tank

Grid Points for Day Tank Level Calculation

PR 251

0

Binary

Day Tank Control Active

1 - Day Tank Monitoring Active

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0 - Day Tank Monitoring Inactive


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PR 252

95

%

Day Tank Level 0-100 % Tank Level For Alarm HIHI (second level / HIHI yellow alarm)

PR 253

0-100% = 0-1000 liters

Liter

Calcul. Day Tank

PR 254

90

%

Day Tank Level Tank Level For Fuel Pump OFF, adjustable from HI 0 to 100%

PR 255

60

%

Day Tank Level Tank Level For Fuel Pump ON, adjustable from 0 LO to 100%

PR 256

40

%

Day Tank Level Tank Level For Alarm LOLO, adjustable from 0 to LOLO 100%

PR 257

2

%

Day Tank Level Tank Level Hysteresis For Alarm Off, adjustable Hyst from 0 to 100%

PR 258

0

s

Day Tank HIHI 0-30 s Del-Time Risen Delay Time for Rising Levels at HIHI Level

PR 259

20

s

Day Tank HIHI Del-Time Fallen

Tank level conversion, value corresponds to 100 % (percent), adjustable from 0 to 5,000 liters

0-30 s Delay Time for Falling Levels at HIHI-Level

PR 260

0

s

Day Tank HI 0-30 s Del-Time Risen Delay Time for Rising Levels at HI Level

PR 261

20

s

Day Tank LO Del-Time Fallen

0-30 s

Day Tank LOLO DelTime Risen

0-30 s

Delay Time for Falling Levels at LOLO-Level

PR 262

20

s

Delay Time for Falling Levels LO-Level

Delay Time for Rising Levels at LOLO Level

PR 263

20

S

Day Tank LOLO DelTime Fallen

PR 264

5

%

Day Tank Level 0-100% LOLO Tank Day Tank Level for Alarm LOLO Empty Red alarm (optionally with or without engine stop, see PR 265)

PR 265

0

Binary

Day Tank LOLO Eng. Stop enable

PR 266

PR 270

0

0-100 = 0-100


Binary

%

0 = No engine stop in case of red alarm 1 = Engine stops in case of red alarm 1 0 0

3 1 5 6 1 0 0 0 0 0 : D I

Selection Analog Input mA / V

0 = 0-10 Volt

Curve Holding Tank

Grid Points for Holding Tank Level Calculation

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1 = 4-20 mA

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PR 271

0

Binary

Holding Tank Control Active

1 - Reserve Tank Monitoring Active

Holding Tank Level HI Alarm, adjustable from 0 to 100%

0 - Reserve Tank Monitoring Inactive

PR 272

95

%

Holding Tank Level HI

PR 273

0-100 = 0-1000

Liter

Calcul. Holding Tank level conversion, Tank value corresponds to 100 % (percent), adjustable from 0 to 50,000 liters

PR 274

40

%

Holding Tank Level LO

Tank Level For Alarm LO, adjustable from 0 to 100%

PR 275

2

%

Holding Tank Level Hyst

Tank Level Hysteresis For Alarm LO Off, adjustable from 0 to 100%

PR 278

0

s

Hold-Tank HI Delay Time for Rising Levels at HI Level Del-Time Risen

PR 279

20

s

Hold-Tank HI Del-Time Fall

PR 280

20

s

Hold-Tank LO Delay Time for Rising Levels at LO Level Del-Time Risen

PR 281

20

s

Hold-Tank LO Del-Time Fall

Delay Time for Falling Levels at HI-Level

Delay Time for Falling Levels LO-Level

1 0 0

3 1 5 6 1 0 0 0 0 0 : D I M I T

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The “LO fuel pressure” warning is displayed via the BT_OUT12 SAM transistor output. This output is activated i f the pressure falls below the fuel pressure li mit (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 001 047) to the binary output. The message can be bypassed with the help of “Override” (→ Page 60) (“Override” by parameter in Engine Control Unit). Furthermore, the output is activated (if set) via the binary output test function (→ Page 91).

BT_OUT12

PR 61

LO fuel pressure

1

Binary

BIN_OUT_TEST P-Fuel Alarm


1 0 0

4 1 5 6 1 0 0 0 0 0 : D I M I T


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Two Bedia probes (F70.1. and F70.2) monitor the water level in the fuel prefilters. If the water level in the filter reaches the Bedia probe, the signal output of the probe changes from inactive to active. The signal is acquired at SAM binary inputs B_IN7 and B_IN8. After a delayed time of 2 s, the system reports a yellow alarm. A message is displayed. SAM parameters 381 and 391 determine the alarm response on detecting water in the prefilter (yellow alarm i s default setting). If a safety stop (→ Page 38) is set, the alarm is only canceled when reset vi a the Acknowledge key on the MTU display or by the “Alarm reset“ (→ Page 72) inputs.

SAM B_IN7

Water in fuel prefilter1

SAM B_IN8

Water in fuel prefilter2

PR 380

1

Binary

Water Fuel Filter 1 Monitor ON

1= Monitoring of water in prefilter 1 and alarm active 0= Monitoring of water in prefilter 1 and alarm inactive

PR 381

2

Digital

Sel. Alarm Water Fuel Filter 1

0 = No response 1 = Message 2 = Yellow alarm 3 = Red alarm 4 = Red alarm and safety stop

PR 384

2

sec

Delay Time W. Fuel Filter 1 ON

Alarm ON delay

PR 385

2

sec

Delay Time W Fuel Filter 1 OFF

Alarm OFF delay

PR 390

1

Binary

Water Fuel Filter 1 Monitor ON

1= Monitoring of water in prefilter 2 and alarm active 0= Monitoring of water in prefilter 2 and alarm inactive

PR 391

2

Digital

Sel. Alarm Water Fuel Filter 2

0 = No response 1 = message 2 = Yellow alarm 3 = Red alarm 4 = Red alarm and safety stop

1 0 0

5 1 5 6 1 0 0 0 0 0 : D I

PR 394

2

sec

Delay Time W. Fuel Filter 2 ON

Alarm ON delay

PR 395

2

sec

Delay Time W Fuel Filter 2 OFF

Alarm OFF delay

Bedia probes are negatively switched, i.e. B_IN7 SAM input is connected to a +24V continuous voltage at the HIGH input and to a sensor signal output at the LOW input.

M I T

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The ECU transistor output TOP 1 is activated when a "Yellow summary alarm" appears at the system. When a yellow alarm is detected at the SAM it is transmitted to the Engine Control Unit via MTU CAN.

ECU TOP1

Yellow alarm

1 0 0

6 1 5 6 1 0 0 0 0 0 : D I M I T


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The ECU transistor output TOP2 is activated when a "Red summary alarm" appears at the system. When a red alarm is detected at the SAM it is transmitted to the Engine Control Unit via MTU CAN.

ECU TOP2

Red alarm

1 0 0

8 3 5 6 1 0 0 0 0 0 : D I M I T

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Alarms appear if • limit values at SAM or Engine Control Unit are overshot, • limit values at SAM or Engine Control Unit are undershot, • binary inputs with an assigned alarm response are active, • a fault is detected etc. by system monitoring. These alarms are displayed on the MTU display (option). An alarm is reset by • the Alarm Reset key on the MTU display, • SAM binary input B_IN9, • ECU binary input DI4 or • the external CAN bus interface. All current alarms, the cause of which is no longer present, are deleted on the display. Resetting via external CAN bus is only possible when SAM Parameter 532 is activated.

SAM B_IN9

Alarm reset

ECU DI4

Alarm reset

CAN J1939

SPN 0 and PGN 65325

CANopen

ECU TOP 1

Yellow alarm

ECU TOP 2

Red alarm

PR 532

0

Binary

Alarm Reset Mode

0 - Alarm reset via ext. CAN inactive 1 - Additional alarm reset via ext. CAN active

This function allows system faults to be suppressed should a certain component constellation inevitably lead to an undesired system fault alarm.

No.

Default

Unit

Designation

Setting value

PR 35

8192

digits

SE Failure switch off

Value converted into a binary number corresponds to system fault number Example: 8192 = Binary fault 14 (CAN Bus 3 Error) suppressed

1 0 0

7 1 5 6 1 0 0 0 0 0 : D I M I T


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The following criteria must be fulfilled for cylinder cutout: • Injection quantity is less than the injection quantity for operation with cylinder cutout. • The plant signal “Cylinder cutout off” is not active.

Only half of the injectors (alternating between sides) are activated by the Engine Control Unit when cylinder cutout is active. It is used to prevent white smoke. When • SAM binary input B_IN1 is actuated or • “Cylinder cutout” signal is received via external CAN bus interface the request for cylinder cutout at the Engine Control Unit is suppressed. The setting is made via SAM parameter 540 (default deactivate “Cylinder cutout“ via binary input). The function is monitored and controlled by the Engine Control Unit. The required settings must therefore be made in the Engine Control Unit.

SAM B_IN1

Suppress cylinder cutout

CAN J1939

Interface

CANopen

Interface

PR 540

1

digits

Disable Cyl. Cut Out Mode 0 - Disable Cylinder Cut Out not Active 1 - Disable Cylinder Cut Out Signal via Binary Input Active 2 - Disable Cylinder Cut Out Signal via CAN Active 3 - Disable Cylinder Cut Out Signal via Binary Input or CAN is Active

1 0 0

8 1 5 6 1 0 0 0 0 0 : D I M I T

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The figures shows the 0-10V display i nstruments, used at the analog outputs. All analog outputs are described below.

1 Temperature instrument 0-120 °C

2 Pressure instrument 0-10 bar

3 Speed instrument 0-3000 rpm

Overview of default assignment: A_OUT1*

0-10V output

Instrument 1 Engine Speed (→ Page 74)

PV007010

A_OUT2

0-10V output

Instrument 2 T- Coolant (→ Page 75)

PV007020

A_OUT3

0-10V output

Instrument 3 T- Lube Oil (→ Page 75)

PV007030

A_OUT4*

0-10V output

Instrument 4 P- Fuel after filter (→ Page 75)

PV007040

A_OUT5

0-10V output

Instrument 5 P- Charge Air (→ Page 76)

PV007050

A_OUT6

0-10V output

Instrument 6 T- Charge Air (→ Page 76)

PV007060

A_OUT7

0-10V output

Instrument 7 T- Fuel (→ Page 76)

PV007070

A_OUT8*

0-10V output

Instrument 8 Fan Control 3 (→ Page 77)

PV007080

* This output can be assigned various measuring points

This output has a DC voltage which is proportional to engine speed (default). Other values can also be displayed as an alternative (see below). Choices for other measurements with MTU DiaSys dialog system: • Speeds • Speed demand 1 0 0

V_OUT1

9 1 5 6 1 0 0 0 0 0 : D I

Engine speed

M I T


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PR 101

0

Digital

Selection of display value V_Out1

0 - Engine speed 1 - Rated speed 2 - Nominal speed setting feedback 3 - Effective nominal speed setting feedback 4 - Crankshaft speed

PR 111 (2D)

2000

rpm

V_OUT2

PR 112 (2D)

Instrument speed curve

0-3000 scale full-scale value (at 0-10V)

Coolant temperature

120

°C

T coolant instrument curve

0 ... t max, Standard: 0 ... 10V

This output provides a DC voltage which is proportional to lube-oil temperature.

V_OUT3

PR 113 (2D)

Lube-oil temperature

120

°C

T lube-oil instrument curve

0 ... t max, Standard: 0 ... 10V

This output has a DC voltage which i s proportional to fuel pressure (after filter). Other values can also be displayed as an alternative (see below). Choices for other measurements with MTU DiaSys dialog system: • Generator bearing temperature • Exhaust-gas temperature • Fuel pressure

1 0 0

9 1 5 6 1 0 0 0 0 0 : D I

V_OUT4


M I T

PR 120 (2D)

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bar

P fuel instrument curve

2010-09

0 ... p max, Standard: 0 ... 10 bar


76


PR 121 (2D)

120

°C

DE temperature instrument curve

PR 136 (2D)

800

°C

T- Exhaust A instrument curve

PR 104

0

Digital

Selection of display value V_Out_4

0 - Fuel pressure after filter 1 - Bearing temperature genset DE 2 - Exhaust gas temperature, A side

This output has a DC voltage which is proportional to intercooler charge-air pressure.

V_OUT5

PR 114 (2D)

P-Intercooler

5

bar

P charge-air instrument curve

0 ... pmax, Standard: 0 ... 10 bar

This output has a DC voltage which is proportional to charge-air temperature (default).

V_OUT6

Intercooler temperature

PR 115 (2D)

2D parameter

°C

T Intercooler instrument curve

0 ... tmax, Standard: 0 ... °C

PR 106

0

Digital

Selection of display value V_Out_6

0 - Charge-air temperature 1 - Intercooler coolant

This output provides a DC voltage which i s proportional to fuel temperature. Alternatively, lube-oil temperature can be displayed. Choices for other measurements with MTU DiaSys dialog system: • Fuel temperature • Lube-oil temperature

V_OUT7


Fuel temperature

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1 0 0

9 1 5 6 1 0 0 0 0 0 : D I M I T

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PR 116 (2D)

120

°C

T fuel instrument curve

0 ... t max, Standard: 0 ... °C

This output has a direct voltage for a fan control (default) with one fan. The voltage is inversely proportional to the fan power required. Alternatively, measurements can be displayed with the analog instrument (see below). The analog output is assigned to the relevant measurable by SAM parameter 108. Choices for other measurements with MTU DiaSys dialog system: • Fan speed activation (default) • Engine power reserve display • Injection quantity display • Nominal power display • Day tank/storage tank level display • Generator temperature display

V_OUT8

Fan speed

PR 122 (2D)

120

°C

NDE temperature instrument curve

Scale full-scale value in °C: 0 ... 10V

PR 130 (2D)

100

%

Fan actuation curve

Full-scale value in %: 0 ... 10V

PR 131 (2D)

100

%

Engine power reserve instrument curve

Scale full-scale value in %: 0 ... 10V

PR 132 (2D)

100

%

Current injection quantity instrument curve


PR 133 (2D)

10000

kW

Rated power instrument curve

Scale full-scale value in kW: 0 ... 10V

PR 134 (2D)

100

%

Day tank level instrument curve


PR 135 (2D)

100

%

Storage tank level instrument curve


PR 137 (2D)

800

°C

T- Exhaust B instrument curve


PR 138 (2D)

200

°C

T- Generator winding 1 instrument curve


PR 139 (2D)

200

°C



PR 140 (2D)

200

°C



1 0 0

9 1 5 6 1 0 0 0 0 0 : D I M I T

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PR 108


0

Digital

Selection of display value V_Out8

0 - Fan speed 1 - Engine power reserve 2 - Current injection quantity 3 - Rated power 4 - Day tank level 5 - Storage tank level 6 - T- Bearing generator NDE 7 - T-Exhaust B 8 - T- Generator winding 1 9 - T- Generator winding 2 10 - T- Generator winding 3

1 0 0

9 1 5 6 1 0 0 0 0 0 : D I M I T


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The exhaust gas temperatures of the A- and B-sides of the engine can be acquired with this function using two PT100 exhaust gas sensors (optional). The sensor signals are supplied to SAM analog inputs A_IN1 and A_IN2. This function is activated with parameters 300 and 310. The temperatures which trigger warnings, alarms or engine responses are programmable: • Message on violating upper exhaust gas temperature limit • Alarm on violating upper exhaust gas temperature limit • Alarm and emergency stop (→ Page 38) on violating upper exhaust gas temperature limit Temperatures and warnings are transmitted via external CAN bus. The temperatures and limits appear on the MTU display (→ Page 132) (option).

A_IN1

AIN T-Exhaust A

PV006010

A_IN2

AIN T-Exhaust B

PV006020

SAM V_OUT4

T- Exhaust A*

SAM V_OUT8

T- Exhaust B*

ADEC TOP1

Summary alarm, yellow

ADEC TOP2

Summary alarm, red

CANopen

PV006010 AIN T-Exhaust A PV006020 AIN T-Exhaust B

SAE J1939

SPN 2434, PGN 65031 Engine Exhaust Gas Temperature - Left Manifold (A) SPN 2433, PGN65031 Engine Exhaust Gas Temperature - Right Manifold (B)

* Depending on programming (see function of all analog outputs) (→ Page 74)

PR 136

800

°C

Scale Exhaust Temp. A

0-800

PR 137

800

°C

Scale Exhaust Temp. B

0-800

PR 300

0

T-Exhaust_A monitoring on

1 - Exhaust gas temp. Monitoring and alarm 0 - Exhaust gas temp. Monitoring and alarm off

PR 301

2

Digital

Selector Alarm T-Exhaust_A

0 - No monitoring 1 - Message 2 - Yellow alarm

1 0 0

0 2 5 6 1 0 0 0 0 0 : D I

3 - Red alarm 4 - Red alarm with emergency stop

M I T

PR 302

700

°C

Level T-Exhaust_A HI

Level for HI alarm

PR 303

10

°C

Hysteresis T-Exhaust_A HI

0-800

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PR 304

2

sec

Timeout T-Exhaust_A HI Rising Delay HI Level 0-30 sec.

PR 305

2

sec

Timeout T-Exhaust_A HI Falling Delay Undershoot HI Level 0-30 sec.

PR 310

0

T-Exhaust_B monitoring on

1 - Exhaust gas temp. Monitoring and alarm 0 - Exhaust gas temp. Monitoring and alarm off

PR 311

2

Digital

Select alarm T-Exhaust_B

0 - No monitoring 1 - Message 2 - Yellow alarm 3 - Red alarm 4 - Red alarm with emergency stop

PR 312

700

°C

Level T-Exhaust_B HI

Level for HI alarm

PR 313

10

°C

Hysteresis T-Exhaust_B HI

0-800

PR 314

2

sec

Timeout T-Exhaust_B HI Rising Delay HI Level 0-30 sec.

PR 315

2

sec

Timeout T-Exhaust_B HI Falling Delay Undershoot HI Level 0-30 sec.

1 0 0

0 2 5 6 1 0 0 0 0 0 : D I M I T


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The speed or frequency can be switched from 50 to 60 Hz with this function. Attention: This function is only possible with certain engine models (option). The switching method is set by SAM parameter 535. SAM parameter 535 = 1 switching by SAM binary input B_IN5. Switching via CAN bus is possible when an external CAN interface is activated and SAM parameter 535 = 2.

B_IN5

BIN Mode Switch 50/60Hz

CANopen J1939

PR 535

0

Digital

Switch 50/60Hz Mode 0 - 50/60Hz switching inactive 1 - 50/60Hz switching via binary input 2 - 50/60Hz switching via ext. CAN

2 0 0

1 2 5 6 1 0 0 0 0 0 : D I M I T

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(BIN Gov. Para. Set Signal Mode Switch 005 050) PID governor parameters can be switched with this function. The switching method is set by SAM parameter 533. SAM parameter 533 = 1 : Switching by SAM binary input B_IN11. Switching via CAN bus is possible when an external CAN interface is activated and SAM parameter 533 = 2. Switching via CAN bus and via SAM binary input B_IN11 is possible when an external CAN interface is activated and SAM parameter 533 = 3.

B_IN11

ECU Parameter Selection

CANopen J1939

PR 533

1

Digital

Gov. Para. Set Signal Mode

0 - Parameter switching inactive 1 - Parameter switching via binary input 2 - Parameter switching via ext. CAN 3 - Parameter switching via binary input and ext. CAN

2 0 0

3 2 5 6 1 0 0 0 0 0 : D I M I T


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Various engine ratings can be set with this function. The output stages can be switched via binary SAM inputs or via the external CAN bus. The switching method is set by SAM parameter 511. SAM parameter 511 = 1: Switching via SAM binary input B_IN19 and SAM binary input B_IN20. Switching via CAN bus is possible when an external CAN interface is activated and SAM parameter 511 = 2. The information is transmitted by MTU CAN bus to the Engine Control Unit where it is evaluated.

SAM B_IN19

Rating Switch 1

SAM B_IN20

Rating Switch 2

CANopen

Binary Rating Switch 1 Rating Switch 2

SAE J1939

Rating Switch 1 Rating Switch 2

PR 511 1

Digital


1 - Rating Mode via binary input 2 - Rating Mode via ext. CAN

Rating SAE J1939

Corresponds to Rating 1 from Corresponds to Rating 2 from ECU Rating after evaluation

PGN 64971

- CANopen

- CANopen

SPN 2882

- SAM BIN 19

- SAM BIN 20

Rating switch 1 to ECU (PV 001 905)

Rating switch 2 to ECU (PV 001 905)

0

0

0

No limit

1

0

1

Plant DBR Rating 1 (as per PR 2.1060.180)

2

1

0


3

1

1


2 0 0

4 2 5 6 1 0 0 0 0 0 : D I M I T

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Bearing temperatures at the DE and NDE end of the generator are acquired with this function. Two temperature sensors (PT 100 installed in generator) are connected to SAM analog inputs A_IN3 and A_IN4. This function is activated with parameters 320 and 330. The temperatures which trigger warnings, alarms or engine responses are programmable: • Message on violating upper bearing temperature limit • Alarm on violating upper bearing temperature limit • Alarm and emergency stop (→ Page 38) on violating upper bearing temperature limit Temperatures and warnings are transmitted via external CAN bus. The temperatures and limits appear on the MTU display (→ Page 132).

A_IN3

AIN T-Geno DE

A_IN4

AIN T-Geno NDE

SAM V_OUT4

T- Geno DE*

SAM V_OUT8

T- Geno NDE*

SAM BT_OUT15

Generator summary alarm

ADEC TOP1

Summary alarm yellow

ADEC TOP2

Summary alarm, red

CANopen

T- Bearing Geno DE T- Bearing Geno NDE HI T Geno DE (Binary Signal / Status 2) HI T Geno NDE (Binary Signal / Status 2)

SAE J1939

Alternator Bearing 1 Temperature Alternator Bearing 2 Temperature HI T Geno DE HI T Geno NDE

* Depending on programming (see function of analog outputs) (→ Page 74)

PR 121

120

°C

Scale Temperature DE

Scale full-scale value at DIS 10 and instrument (0-10V)

PR 122

120

°C

Scale Temperature NDE

Scale full-scale value at DIS 10 and instrument (0-10V)

PR 320

0

Binary

Function Temp. DE Monitoring on

2 0 0

5 2 5 6 1 0 0 0 0 0 : D I M I T


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PR 321

2

Digital

Selector Alarm Temperature NDE 0 - No response, 1 - Message, 2 - -Yellow, 3 - Red, 4 - SS

PR 322

90

°C

Level Temperature DE HI

0-500°C

PR 323

5

°C

Hysteresis Temperature 1 HI

0-100 °C

PR 324

2

sec

Delay Temperature DE HI Rise

0-30sec

PR 325

2

sec

Delay Temperature DE HI Fall

0-30sec

PR 330

0

Binary

Function Temp. NDE Monitoring on

PR 331

2

Selector Alarm Temperature NDE 0 - No response, 1 - Message, 2 - Yellow, 3 - Red, 4 - SS

PR 332

90

°C

Level Temperature NDE HI

0-500 °C

PR 333

5

°C


0-100 °C

PR 334

2

sec

Delay Temperature NDE HI Rise

0-30sec

PR 335

2

sec

Delay Temperature NDE HI Fall

0-30sec

2 0 0

5 2 5 6 1 0 0 0 0 0 : D I M I T

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The three winding temperatures of the generator can acquired by this function. Three temperature sensors (PT 100 installed in generator) can be connected to SAM analog inputs A_IN5, A_IN6 and A_IN7. This function is activated with parameters 340, 350 and 360. Further parameters can be used to set warning or alarm when an upper temperature limit is violated. The temperatures which trigger warnings, alarms or engine responses are programmable: • Message on violating upper bearing temperature limit • Alarm on violating upper bearing temperature limit • Alarm and emergency stop (→ Page 38) on violating upper bearing temperature limit Temperatures and warnings are transmitted via external CAN bus.

A_IN5

AIN T-Winding 1

A_IN6

AIN T-Winding 2

A_IN7

AIN T-Winding 3

SAM V_OUT8

T- Winding 1-3* optional

SAM BT_OUT15

Generator summary alarm

ADEC TOP1


ADEC TOP2

Summary alarm, red

CANopen

Winding 1 Winding 2 Winding 3

SAE J1939

Winding 1 Winding 2 Winding 3

* Depending on programming (see function of analog outputs) (→ Page 74)

PR 340

0

PR 341

2

Winding Temp.1 Monitoring on Selector Alarm TWinding 1

0 = No response, 1 = Message, 2 = Yellow alarm,

2 0 0

6 2 5 6 1 0 0 0 0 0 : D I

3 = Red alarm, 4 = Emergency stop

M I T

PR 342

140

°C


Level T-Winding 1 HI

0-200°C

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PR 343 PR 344

5 2

PR 345

2

PR 350

0

PR 351

2

°C

Hysteresis T-Winding 1 HI 0-200°C

sec

Delay Time T-Winding 1 Rise 0-30sec

sec

Delay Time T-Winding 1 Fall 0-30sec Winding Temp.1 Monitoring on Selector Alarm TWinding 2

0 = No response, 1 = Message, 2 = Yellow alarm, 3 = Red alarm, 4 = Emergency stop

PR 352

140

°C


PR 353

5

°C


sec


sec

Delay Time T-Winding 2 Fall 0-30sec

PR 354 PR 355

2 2

PR 360

0

PR 361

2

0-200°C

Winding Temp.3 Monitoring on Selector Alarm TWinding 3

0 = No response, 1 = Message, 2 = Yellow alarm, 3 = Red alarm, 4 = Emergency stop

PR 362 PR 363 PR 364 PR 365

140 5 2 2

°C


0-200°C

°C


sec


sec

Delay Time T-Winding 3 Fall 0-30sec

2 0 0

6 2 5 6 1 0 0 0 0 0 : D I M I T

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The “load acceptance” message is displayed via the BT_OUT13 SAM transistor output. This message is only possible when speed droop is 0%. The function is monitored and controlled by the Engine Control Unit. The required settings must therefore be made in the Engine Control Unit.

BT_OUT13

PR 62

Generator ready for load acceptance

0

Binary

BIN_OUT_TEST Load Assumpt. Rdy

0 = BIN OUT Test inactive 1 = BIN OUT Test active

2 0 0

7 2 5 6 1 0 0 0 0 0 : D I M I T


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Exciter boosting can be activated via SAM transistor output BT_OUT16. The function is activated by SAM parameter 201. SAM parameters 202 and 203 define the activation range (default 600-1480 rpm) The output is only activated • as long as the engine speed is in the speed window, • once after engine starting. Reactivation is only possible following the next engine stop once the engine speed is outside the speed window. Furthermore, the output is activated (if set) via the binary output test function (→ Page 91).

BT_OUT16

PR 65

PR 201

Exciter boosting on

0

0

Binary

Binary

BIN_OUT_TEST Subsidiary Exi.On

0 = BIN OUT Test inactive

Subsidiary Excitation Function ON

0 = Function deactivated

1 = BIN OUT Test active

1 = Function activated

PR 202

600

rpm

Subsidiary Excitation Level ON 0-2000

PR 203

1480

rpm

Subsidiary Excitation Level OFF

0-2000

1 0 0

8 2 5 6 1 0 0 0 0 0 : D I M I T

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Generator voltage can be activated via SAM transistor output BT_OUT16. The function is activated by SAM parameter 205. The activation speed is defined by SAM parameter 207 (default 300 rpm). The output is activated for the period defined in parameter 206 on reaching the engine speed defined in parameter 207. The output is deactivated again when the period has expired or the engine has come to a standstill. Furthermore, the output is activated (if set) via the binary output test function (→ Page 91).

BT_OUT17

PR 66

0

Generator voltage

Binary

BIN_OUT_TEST Generator Voltage 0 = BIN OUT Test inactive 1 = BIN OUT Test active

PR 205

0

Binary

Generator Voltage Function ON

0 = Function deactivated 1 = Function activated

PR 206

20

sec

Generator Voltage Time OFF

0-30

PR 207

300

rpm

Generator Voltage Level ON

0-2000

Required settings: • Activate function • Time

1 0 0

9 2 5 6 1 0 0 0 0 0 : D I M I T


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All the binary outputs of the SAM can be tested with this function. The function is activated via parameter 545 which also defines the input signals (controlled by SAM binary input B_IN2 only at present). The output channels are switched on and off individually via parameters 50 to 73. When the output is activated it is triggered when B_IN2 is energized. All programmed outputs with displays/indicators are triggered for testing purposes when SAM binary input B_IN2 is energized. Prerequisite: Engine at a standstill. The binary output test signal is transmitted to the Engine Control Unit independently of SAM parameter 440. The parameters of the Engine Control Unit outputs can be adjusted separately on the controller for the binary output test.

B_IN2

2 0 0

0 3 5 6 1 0 0 0 0 0 : D I M I T

Binary Output Test

BT_OUT1

Overspeed Alarm

Yes

50

BT_OUT2

T-Coolant Warning

Yes

51

BT_OUT3

T-Coolant Stop

Yes

52

BT_OUT4

T-Charge Air Warning

Yes

53

BT_OUT5

T-Charge Air Stop

Yes

54

BT_OUT6

Level CW Intercooler Stop

Yes

55

BT_OUT7

Level Coolant Water Stop

Yes

56

BT_OUT8

FAN 2 on

No

57

BT_OUT9

T-Preheat Not Reached

Yes

58

BT_OUT10

P-Lube Oil Warning

Yes

59

BT_OUT11

Engine Running

No

60

BT_OUT12

Fuel Pressure Alarm

Yes

61

BT_OUT13

Load Assumption Ready

No

62

BT_OUT14

P-Priming Not Reached

Yes

63

BT_OUT15

T-Generator Warning

Yes

64

BT_OUT16

Subsidiary Excitation On

Yes

65

BT_OUT17

Generator Voltage

No

66

BT_OUT18

Circulating Pump On

No

67

BT_OUT19

Downtime Heating On

No

68

BT_OUT20

Day-Tank Level LO

Yes

69

REL1

Priming Pump On

No

70

REL2

Fuel Pump On

No

71

REL3

FAN 1 on

No

72

REL4

Shutter Open Output

No

73

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PR 545


1

Digital

Binary_Out Test Signal Mode

0 = BIN OUT Test inactive 1 = BIN OUT Test active via binary input 2 = BIN OUT Test active via CAN (not envisaged at present) 3 = BIN OUT Test active via binary input and CAN (not envisaged at present)

2 0 0

0 3 5 6 1 0 0 0 0 0 : D I M I T


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This function allows the ambient temperature of the genset to be acquired. A PT100 temperature sensor (optional) is connected to SAM analog input A_IN8. The function is activated via parameter 370. Further parameters can be used to set warning or alarm when an upper temperature limit is violated. The temperatures which trigger warnings, alarms or engine responses are programmable: • Message on violating upper ambient temperature limit • Alarm on violating upper ambient temperature limit • and emergency stop (→ Page 38) on violating upper bearing temperature limit Temperatures and warnings are transmitted via external CAN. The ambient temperature is also used to control the fans (see binary fan control) (→ Page 44).

A_IN8

AIN T-Ambient

PV006100

ADEC TOP1


ADEC TOP2

Summary alarm, red

CANopen

PV006100 AIN T-Ambient

SAE J1939

SPN 171, PGN 65269 Ambient Air Temperature

PR 370

0

Temp.Ambient Monitoring on

PR 371

2

Selector Alarm T Ambient

0 = No response 1 = Message 2 = Yellow alarm 3 = Red alarm 4 = Emergency stop

PR 372

70

°C

Level T-Ambient HI

0-200°C

PR 373

5

°C

Hysteresis T-Ambient 0-200°C HI

PR 374

2

sec

Delay Time T Ambient Rise

0-30sec

PR 375

2

sec

Delay Time T Ambient Fall

0-30sec

1 0 0

1 3 5 6 1 0 0 0 0 0 : D I M I T

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PR001


Conf. SAM Alarm Page Line1

Digita 1 l

Bit-coded value: Bit 0: =1 suppresses 2nd line on Initial Page Bit 1: =1 suppresses 2nd line on Service Page

PR002

Conf. SAM Alarm Page Line2

Digita 2 l

Bit-coded value: Bit 0: =1 suppresses 2nd line on Initial Page Bit 1: =1 suppresses 2nd line on Service Page Bit 2: =1 suppresses ECU fault code text on Initial Page Bit 3: =1 suppresses ECU fault code text on Service Page Bit 4: =1 suppresses Al Prio on Initial Page Bit 5: =1 suppresses Al Prio Service

PR003

Digita 2 l

=1, Alarm Page

Select Change to Service Page

Digita 2 l

=1, press ESC

PR005

Time Back to Initial Page

s

300

Time to Initial Page in seconds

PR006

Time Back to Alarm Auto Disp

s

300

Time to alarm auto display in seconds

PR007

Time Next Alarm

s

3

Time to next alarm in seconds

PR008

Time Next Alarm After Scroll

s

1

Time to next alarm in seconds after scrolling screen

PR009

Clear Alarm Page

Digita 2 l

PR004

Select Initial Page

=2, Error Page

=2, press ESC & ENTER (5 s)

Bit-coded variable: Bit 0: =1 "Clear Alarm Page" available Bit 1: =1 “Clear Alarm Page” in restricted area

PR020

PR021

PR022

PR023

PR024

PR025

PR026

Channel Switch Off C1-16

Digita 0 l

Bit-coded value which deactivates SAM channels 1..16. Setting the bits inverts current channel deactivation.

Channel Switch Off C17-32 Digita 0 l

Bit-coded value which deactivates SAM channels 17..32.












Digita 0 l

Setting the bits inverts current channel deactivation.






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2 3 5 6 1 0 0 0 0 0 : D I M I T

95


PR027


Digita 0 l

Bit-coded value which deactivates SAM channels 113..116. Setting the bits inverts current channel deactivation.

PR028

PR029

PR030

PR031

Slot 1 Channel Switch Off



NMT Switch Off N1-N16

Digita 0 l

Bit-coded value which deactivates channels 1..16 of slot 1.

Digita 0 l


Digita 0 l


Digita 18 l

Node management, 16-bit word




Bit=0 - Node monitored Bit=1 - Node not monitored

PR032

NMT Switch Off N17-N32

Digita 0 l

Node management, 16-bit word Bit=0 - Node monitored Bit=1 - Node not monitored

PR033

ECU Demand Monitored Nodes

Digita 0 l

Node management, 16-bit word Bit=0 - Node monitored Bit=1 - Node not monitored

PR035

SE-Failure Switch Off

Digita 8192 l

SE fault, 16-bit word Bit=0 - Failure is deactivated Bit=1 - Failure is activated

PR039

Config PWM_OUT2

Digita 2 l

0 - Output is deactivated 1 - PWM output 2 -Binary output 3 - PWM current output

PR040

Config PWM_OUT1

Digita 3 l

0 - Output is deactivated 1 - PWM output 2 -Binary output 3 - PWM current output

PR041

Frequency PWM_OUT1

Hz

PR042

Trolling Gov Para 1 PWM_OUT1

Digita 8 l

Trolling parameter image at PV900052

PR043


Digita 8 l

Trolling parameter

PR044


Digita 100000 l

Trolling parameter

1 0 0

2 3 5 6 1 0 0 0 0 0 : D I M I T

E532304/00E

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Frequency PWM_OUT1 in Hz

2010-09


96

PR045


Config BT_OUT7

Digita 4 l

0 - Output is deactivated 1 - PWM output 2 - No function 3 - No function 4 -Transistor low side 5 - Transistor high side

PR046

Config BT_OUT8

Digita 4 l

0 - Output is deactivated 1 - PWM Output 2 - No function 3 - No function 4 -Transistor low side 5 - Transistor High Side

PR050

PR051

PR052

PR053

PR054

PR055

PR056

PR057

PR058

PR059

PR060

PR061

PR062

BIN_OUT_TEST Overspeed Alarm

Binar 1 y


BIN_OUT_TEST T-Coolant Binar 1 Warning y


BIN_OUT_TEST T-Coolant Binar 1 Stop y


BIN_OUT_TEST T-Charge Binar 1 Air Warn y


BIN_OUT_TEST T-Charge Binar 1 Air Stop y



Binar 1 y


BIN_OUT_TEST Coolant Lev. Stop

Binar 1 y


BIN_OUT_TEST Fan 2 On

Binar 0 y


BIN_OUT_TEST T-Preheat Binar 1 N.Reach y


BIN_OUT_TEST P-LubeOil Warn.

Binar 1 y


BIN_OUT_TEST Engine Running

Binar 0 y


BIN_OUT_TEST P-Fuel Alarm

Binar 1 y


BIN_OUT_TEST Load Assumpt. Rdy

Binar 0 y












1 - Output active for test 1 0 0

2 3 5 6 1 0 0 0 0 0 : D I


M I T



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PR063

PR064

PR065

PR066

PR067

PR068

PR069

PR070

PR071

PR072

PR073

PR074

PR080

PR081

BIN_OUT_TEST Warn. PPriming

Binar 1 y


BIN_OUT_TEST TGenerator Warn.

Binar 1 y


BIN_OUT_TEST Subsidiary Exci.On

Binar 0 y


BIN_OUT_TEST Generator Binar 0 Voltage y


BIN_OUT_TEST Circulat. Pump On

Binar 0 y


BIN_OUT_TEST Downtime Binar 0 Heat. ON y


BIN_OUT_TEST Day Tank Binar 1 Min Al. y


BIN_OUT_TEST Priming Pump ON

Binar 0 y


BIN_OUT_TEST Fuel Pump ON

Binar 0 y


BIN_OUT_TEST Fan 1 On

Binar 0 y


BIN_OUT_TEST Shutter Open

Binar 0 y


BIN_OUT_TEST Sys. Breakdown ECU

Binar 0 y


Display Acknowledge Config

Digita 0 l

0 - All alarms are acknowledged

Display Node Configuration Digita 38 l













1- Individual alarm acknowledgment 32-bit word Bit=1 - Node monitored Bit=0 - Node not monitored

PR090

Delay SAM Ready for Start s

PR101

Selection Instrument 1

1 0 0

2 3 5 6 1 0 0 0 0 0 : D I

3

Digita 0 l

Timeout for SAM start 0 - Engine speed 1 - Rated speed 2 - Nominal speed setting feedback 3 - Effective nominal speed setting feedback 4 - Crankshaft speed

M I T

E532304/00E

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98

PR104



Digita 0 l

0 - Fuel pressure after filter 1 - Bearing temperature genset DE 2 - Exhaust gas temperature, A side

PR106

PR108



Digita 0 l

0 - Charge-air temperature

Digita 0 l

0 - Fan speed

1 - Intercooler coolant

1 - Engine Power Reserve 2 - Injection quantity actual DBR 3 - Nominal power 4 - Day tank level 5 - Storage tank level 6 - T-Bearing Gen. NDE 7 - T-Exhaust B 8 - T-Winding_1 9 - T-Winding_2 10 - T-Winding_3

PR111

Scale Instrument Output 1

rpm

2000

Sampling point for scale end value (100%) in rpm

PR112


°C

120

Sampling point for scale end value (100%) in °C

PR113


°C

120


PR114


bar

5

Sampling point for scale end value (100%) in bar

PR115


°C

120


PR116


°C

120


PR120

Scale P-Fuel After Filter

bar

15

Sampling point for scale end value (100%) in bar

PR121

Scale Temperature DE

°C

120


PR122

Scale Temperature NDE

°C

120


PR130

Scale Fan Control

%

100

Sampling point for scale end value (100%) in %

PR131

Scale Engine Power Reserve

%

100


PR132

Scale Inject. Quant. Act.DBR %

%

100


PR133

Scale Nominal Power

kW

10000

Sampling point for scale end value (100%) in kW

PR134

Scale Level Day Tank

%

100


PR135

Scale Level Holding Tank

%

100


PR136

Scale Exhaust Temp. A

°C

800


PR137

Scale Exhaust Temp. B

°C

800


PR138

Scale Winding Temperature 1

°C

200



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2 3 5 6 1 0 0 0 0 0 : D I M I T

99


PR139


°C

200


PR140


°C

200


PR150

Fan Control Activation

Binar 0 y

0 - Fan control deactivated

Binar 0 y

0 - Fan 1 + louvers controlled

PR151

Fan Control Mode Select

1 - Fan control activated

1 - Fans 1 and 2 + louvers controlled

PR152

Fan Control Delay Time

s

120

Fan control timeout after engine start in seconds

PR153


°C

28

Fan control temperature level to open louvers

PR154


°C

32

Fan control temperature level to activate fan 1

PR155

Fan Control Temp. Hysteresis 1

°C

3

Fan control temp. hysteresis to close louvers

PR156

Fan Control Temp. Hysteresis 2

°C

3

Fan control temp. hysteresis to deactivate fan 1

PR157

Fan Control T-Coolant Level

°C

85

T-Coolant level to deactivate the fan after engine start

PR160

Curve Fan Control Fan 3

-

-

Curve: Conversion of fan signal IN: 0-100%; OUT 0-1500mA

1 0 0

2 3 5 6 1 0 0 0 0 0 : D I M I T

PR161

T-Delay WB Fan Control Fan 3

s

10

PR162

PWM Output FAN 3 ON

Binar 0 y

0 - PWM output fan 3 deactivated

Differential current in % for line disruption detection based on present current setting

PR163

WB Fan Detection Limit

-

-

PR201

Subsidiary Excitation Funct. ON

Binar 0 y

Line disruption detection timeout fan 3

1 - PWM output fan 3 activated

0 - Exciter boosting is deactivated 1 - Exciter boosting is activated

PR202

Subsidiary Excitation Level rpm ON

600

Engine speed for exciter boosting on

PR203

Subsidiary Excitation Level rpm OFF

1480

Engine speed for exciter boosting off

PR205

Generator Voltage Function ON

Binar 0 y

0 - Generator voltage function is deactivated

PR206

Generator Voltage Time OFF

s

20

Time to switch off generator voltage function

PR207

Generator Voltage Level ON

rpm

300

Engine speed to switch on generator voltage

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PR210


Circulation Pump Function ON

Binar 0 y

0 - Circulating pump deactivated

Downtime Heating Function ON

Binar 0 y

0 - Downtime heating deactivated

PR212

Downtime Heating Temp. ON

°C

40

Coolant temperature level to switch on downtime heating

PR213

Downtime Heating Temp. OFF

°C

45

Coolant temperature level to switch off downtime heating

PR249

Fuel Pump on manually enabled

Binar 0 y

PR211

1 - Circulating pump activated

1 - Downtime heating activated

0 - The fuel pump is activated when P_IN4 is active and the fuel level falls below level 2 1 - P_IN4 also activates the fuel pump manually

PR250

Curve Day Tank

-

-

Curve for day tank level calculation

PR251

Day Tank Control Active

Binar 0 y

0 - Day tank monitoring deactivated 1 - Day tank monitoring activated

PR252

Day Tank Level HIHI

%

95

Tank level for HI alarm

PR253

Calcul. Day Tank

-

-

Tank level conversion, value corresponds to 100 % (percent)

PR254

Day Tank Level HI

%

90

Tank level for fuel pump OFF

PR255

Day Tank Level LO

%

60

Tank level for fuel pump ON

PR256

Day Tank Level LOLO

%

40

Tank level for LOLO alarm

PR257

Day Tank Level Hyst

%

2

Tank level hysteresis for OFF alarm

PR258

Day Tank HIHI Del-Time Risen

s

0

Timeout for rising level at HIHI level

PR259

Day Tank HIHI Del-Time Fallen

s

20

Timeout for falling level at HIHI level

PR260

Day Tank HI Del-Time Risen

s

0

Timeout for rising level at HI level

PR261

Day Tank LO Del-Time Fallen

s

20

Timeout for falling level at LO level

PR262

Day Tank LOLO Del-Time Risen

s

20

Timeout for rising level at LOLO level

PR263

Day Tank LOLO Del-Time Fallen

s

20

Timeout for falling level at LOLO level 1 0 0

PR264

PR265

Day Tank Level LOLO Tank % Empty

5

Day Tank LOLO Eng. Stop Binar 0 enable y


Day tank level for LOLO alarm Red alarm optionally with or without engine stop

M I T

0 - No engine stop in case of red alarm 1 - Engine stops in case of red alarm

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PR266

Selection Analog Input mA / Binar 1 V y

0 = 0-10 Volt

PR270

Curve Holding Tank

-

Curve for storage tank level calculation

PR271

Holding Tank Control Active

Binar 0 y

0 - Reserve Tank Monitoring Inactive

PR272

Holding Tank Level HI

%

95

Storage tank level for HI alarm

PR273

Calcul. Holding Tank

-

-

Tank level conversion, value corresponds to 100 % (percent)

PR274

Holding Tank Level LO

%

40

Tank level for LO alarm

PR275

Holding Tank Level Hyst

%

2

Tank level hysteresis for LO STOP alarm

PR278

Hold-Tank HI Del-Time Risen

s

0

Timeout for rising level at HI level

PR279

Hold-Tank HI Del-Time Fall s

20

Timeout for falling level at HI level

PR280

Hold-Tank LO Del-Time Risen

s

20

Timeout for rising level at LO level

PR281

Hold-Tank LO Del-Time Fall

s

20

Timeout for falling level at LO level

PR300

T-Exhaust_A Monitoring ON

Binar 0 y

0 - Exhaust gas temp. Monitoring and alarm off

Selector Alarm TExhaust_A

Digita 2 l

0 - No response

PR301

-

1 = 4-20 mA

1 - Reserve Tank Monitoring Active

1 - Exhaust gas temp. Monitoring and alarm

1 - Message 2 - Yellow alarm 3 - Red alarm 4 - Red alarm with emergency stop

1 0 0

2 3 5 6 1 0 0 0 0 0 : D I

PR302

Level T-Exhaust_A HI

PR303

700

Safety level for HI alarm

Hysteresis T-Exhaust_A HI °C

10

Hysteresis for HI alarm safety level

PR304

Delay Time T-Exhaust_A HI s Rise

2

Timeout HI level

PR305

Delay Time T-Exhaust_A HI s Fall

2

Timeout HI level undershot

PR310

T_Exhaust_B Monitoring ON

Binar 0 y

0 - Exhaust gas temp. Monitoring and alarm off

Selector Alarm TExhaust_B

Digita 2 l

0 - No response

PR311

°C

1 - Exhaust gas temp. Monitoring and alarm

1 - Message 2 - Yellow alarm

M I T

3 - Red alarm 4 - Red alarm with emergency stop

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PR312

Level T-Exhaust_B HI

PR313

700

Level for HI alarm

Hysteresis T-Exhaust_B HI °C

10


PR314

Delay Time T-Exhaust_B HI s Rise

2

Timeout HI level

PR315

Delay Time T-Exhaust_B HI s Fall

2

Timeout HI level undershot

PR320

Temperature DE Monitoring ON

Binar 0 y

0 - Temperature DE monitoring and alarm OFF

Selector Alarm Temperature DE

Digita 2 l

0 - No response

PR321

°C

1 - Temperature DE monitoring and alarm ON

1 - Message 2 - Yellow alarm 3 - Red alarm 4 - Red alarm with safety stop

PR322

Level Temperature DE HI

°C

90

HI safety limit

PR323


°C

5

Hysteresis HI alarm safety level

PR324

Delay Temperature DE HI Rise

s

2

Timeout HI level overshot

PR325

Delay Temperature DE HI Fall

s

2

Timeout until HI level undershot

PR330

Temperature NDE Monitoring ON

Binar 0 y

0 - Temperature NDE monitoring and alarm OFF

Selector Alarm Temperature NDE

Digita 2 l

0 - No response

PR331

1 - Temperature NDE monitoring and alarm ON


PR332

Level Temperature NDE HI °C

90


PR333

Hysteresis Pressure 2 HI

5


PR334

Delay Temperature NDE HI s Rise

2

Timeout until HI level overshot

PR335

Delay Temperature NDE HI s Fall

2

Timeout HI level temperature undershot

PR340

Winding Temp. 1 Monitoring ON

°C

Binar 0 y

0 - Winding temp. monitoring and alarm OFF 1 - Winding temp. monitoring and alarm ON

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PR341

Selector Alarm T-Winding 1 Digita 2 l

0 - No response 1 - Message 2 - Yellow alarm 3 - Red alarm 4 - Red alarm with safety stop

PR342


°C

140


PR343

Hysteresis T-Winding 1 HI

°C

5


PR344

Delay Time T-Winding 1 HI s Rise

2

Timeout for HI level overshot

PR345

Delay Time T-Winding 1 HI s Fall

2

Timeout for HI level undershot

PR350


PR351

Binar 0 y


0 - Winding temp. monitoring and alarm OFF 1 - Winding temp. monitoring and alarm ON 0 - No response 1 - Message 2 - Yellow alarm 3 - Red alarm 4 - Red alarm with safety stop

PR352


°C

140


PR353


°C

5


PR354


2


PR355


2


PR360


PR361

Binar 0 y


0 - Winding temp. monitoring and alarm OFF 1 - Winding temp. monitoring and alarm ON 0 - No response 1 - Message 2 - Yellow alarm 3 - Red alarm 4 - Red alarm with safety stop

1 0 0

2 3 5 6 1 0 0 0 0 0 : D I M I T

PR362


°C

140


PR363


°C

5


PR364


2


PR365


2


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PR370

PR371


T-Ambient Monitoring ON

Selector Alarm T-Ambient

Binar 0 y

0 - Winding temp. monitoring and alarm OFF

Digita 2 l

0 - No response

1 - Winding temp. monitoring and alarm ON


PR372

Level T-Ambient HI

°C

70


PR373

Hysteresis T-Ambient HI

°C

5


PR374

Delay Time T-Ambient HI Rise

s

2


PR375

Delay Time T-Ambient HI Fall

s

2


PR380

Water Fuel Filter 1 Monitor Binar 1 ON y

0 - Monitoring of water in prefilter 1 and alarm inactive

Sel. Alarm Water Fuel Filter Digita 2 1 l

0 - No response

PR381

1 - Monitoring of water in prefilter 1 and alarm active


PR384

Delay Time W. Fuel Filter 1 s ON

2

Timeout for alarm ON

PR385

Delay Time W Fuel Filter 1 s OFF

2

Timeout for alarm OFF

PR390

Water Fuel Filter 2 Monitor Binar 1 ON y

0 - Monitoring of water in prefilter 2 and alarm inactive

Sel. Alarm Water Fuel Filter Digita 2 2 l

0 - No response

PR391

1 - Monitoring of water in prefilter 2 and alarm active


PR394

Delay Time W. Fuel Filter 2 s ON

2

Timeout for alarm ON

PR395

Delay Time W Fuel Filter 2 s OFF

2

Timeout for alarm OFF

PR501



Digita 0 l

1 0 0

2 3 5 6 1 0 0 0 0 0 : D I

0 - Default dataset ECU

M I T

1 - Speed setting limit signal via CAN active

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PR510

PR511

Torque Demand Signal Mode

Digita 0 l


Rating Switch Mode

Digita 1 l

0 - Rating switch inactive

1 - Torque demand via CAN active

1 - Rating switch via binary input active 2 - Rating switch via CAN active

PR520

PR530

PR531

PR532

PR533

Load Signal Mode


Engine Stop Signal Mode

Alarm Reset Mode

Digita 0 l

0 - Load signal inactive

Digita 0 l


Digita 0 l

0 - ECU default

Digita 0 l

0 - Alarm reset via ext. CAN inactive

Gov. Para. Set Signal Mode Digita 1 l

1 - Load Signal via CAN active

1 - Additional start signal via CAN active

1 - Additional stop signal via CAN active

1 - Additional alarm reset via ext. CAN active 0 - Default dataset ECU 1 - ECU parameter record selection via binary input active 2 - ECU parameter record selection via CAN active 3 - ECU parameter record selection via CAN or binary input active

PR534

PR535


Switch 50/60Hz Mode

Digita 0 l

0 - ECU default

Digita 0 l

0 - 50/60Hz switching inactive

1 - Additional override signal via CAN active

1 - 50/60Hz switching via binary input 2 - 50/60Hz switching via ext. CAN

PR536

PR537

PR538

Monitored Nodes Signal Mode

Digita 0 l


Droop 2 Signal Mode

Digita 0 l

0 - ECU default

Digita 1 l

0 - Mode switch inactive

Mode Switch Mode

1- Demand monitored nodes signal via CAN active

1- Droop 2 signal active via CAN

1 - Mode switch via binary input active 2 - Mode switch via CAN active

PR540

Disable Cyl. Cut Out Mode Digita 1 l

0 - Cylinder cutout disable inactive 1 - Cylinder cutout disable signal via binary input active 2 - Cylinder cutout disable signal via CAN active

1 0 0

2 3 5 6 1 0 0 0 0 0 : D I

3 - Cylinder cutout disable signal via binary input or CAN active

M I T

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PR542


Test Overspeed Signal Mode

Digita 1 l

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

PR543

Manual Fan On Signal Mode

Digita 1 l

0 - Manual fan on inactive 1 - Manual fan on signal via binary input active 2 - Manual fan on signal via CAN active 3 - Manual fan on signal via CAN or binary input active

PR544


Digita 1 l

0 - Lube-oil priming pump on inactive 1 - Lube-oil priming pump on signal via binary input active 2 - Lube-oil priming pump on signal via CAN active 3 - Lube-oil priming pump on signal via CAN or binary input active

PR545

Binary Out Test Signal Mode

Digita 1 l

0 - Output test inactive 1 - Output test via binary input active 2 - Output test via CAN active 3 - Output test via binary input or CAN active

PR546

Manual Turning Signal Mode

Digita 1 l

PR900

EOS Fuel Consumption l/h l/h

PR990

CANopen Error Switch Off

0

Digita 0 l

0 - Manual turning inactive 1 - Manual turning via binary input active Full scale value for the fuel consumption bar graphs in display. Used when <> 0 Normal = 0. Each bit corresponds to the associated fault code. (This parameter is XOR'ed with the fault code of the CCB gateway)

PR991

J1939 Error Switch Off

Digita 0 l

Normal = 0. Each bit corresponds to the associated fault code. (This parameter is XOR'ed with the fault code of the CCB gateway)

PR992

CCB Error Switch Off

Digita 0 l

Normal = 0. Each bit corresponds to the associated fault code. (This parameter is XOR'ed with the fault code of the CCB gateway)

PR993

LifeData On/Off

Binar 1 y

LifeData On/Off

PR994

FDH On/Off

Binar 1 y

Field data handling On/Off - storage of ECU data on the CF card

s

Timeout for MD CAN alarms on starting the SAM module.

PR9091 Delay MD-CAN Alarms


5

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Field Data Handling is for backing up data of the currently installed Engine Control Unit (ADEC only). In case of a total loss of software or hardware, the user can retrieve data when replacing the Engine Control Unit. The data stored on the CF card in the SAM are transmitted to the new device via CAN bus. Copying Engine Control Units is prevented by generating a system alarm which can only be reset by entering an activation code. The code is requested from Region 1 product support for the time being. In future, the user or service personnel shall be able to retrieve the c ode from the MTU homepage using a tool. Returning data after replacing ECU hardware or the entire engine only takes a few minutes.

1

SAM on and ECU off or ECU without FDH function (SAM has not yet received command 51 from the ECU)

Older hardware and software versions of SAM and Engine Control Unit installed in the plant.

2

SAM on and ECU on (SAM has received command 51 with the “Service Complete“ parameter from the ECU)

Normal case during commissioning (no action required by operator or startup personnel).

SAM empty and ECU full (firmware 1.2 or 1.3)

Normal case during commissioning (no action required by operator or startup personnel).

3

SAM records Engine Control Unit data for the first time.

SAM records Engine Control Unit data for the first time. 4

SAM full and ECU empty (firmware 1.4)

Normal case when replacing a stocked (unrecorded) Engine Control Unit.

5

SAM full and ECU empty

Normal case when replacing a stocked (unrecorded) Engine Control Unit.

6

Switching off “AL Call MTU Field Data Service”

Normal case after replacing a stocked (unrecorded) Engine Control Unit.

7

Replacement with a pool engine or Engine Control Unit replacement

Normal case when replacing an entire engine or Engine Control Unit which has already been in use (recorded).

2 0 0

3 3 5 6 1 0 0 0 0 0 : D I M I T

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3 3 5 6 1 0 0 0 0 0 : D I M I T


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2 0 0

3 3 5 6 1 0 0 0 0 0 : D I M I T

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2 0 0

3 3 5 6 1 0 0 0 0 0 : D I M I T


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2 0 0

3 3 5 6 1 0 0 0 0 0 : D I M I T

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2 0 0

3 3 5 6 1 0 0 0 0 0 : D I M I T


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This fault becomes active when a maintenance case involving modification of engine parameters is handled by the ECU Field Data Handling (FDH) function. This fault remains active, even after switching off and back on, until a valid enabling code is entered via the SAM display and key controls. This enabling code can be requested (via the internet) using a s pecial procedure.

This fault becomes active in cases in which the system configuration has been changed, e.g. due to replacement of an ECU or a SAM. The fault remains active until changes are revoked or data have been transferred by active maintenance. The fault is then automatically cleared. 2 0 0

3 3 5 6 1 0 0 0 0 0 : D I M I T

The alarm can only be canceled by entering an enabling code. This code is determined by a secret method involving a coding algorithm on the basis of the engine number and the ECU-7 serial number. The user must read off the two numbers on the SAM display and communicate them to MTU. The received enabling code is entered in the SAM display and transmitted to the ECU-7. The ECU-7 then decodes using the same algorithm and signals to the user that enabling has been successful or not.

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ADEC parameter 2.4000.001


1

bool

LifedataFunction

0 - Life data function not activated 1 - Life data function activated

2 0 0

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Following engine functions are controlled: • Engine start • Engine stop • Sequences when “Override” feature is activated (safety system override), engine start with start interlock interrogation deactivated (“emergency start”). • Nominal speed switching between two set values (optional operation as 50 Hz or 60 Hz genset). • Injection quantity as a function of engine loading and speed. • Torque regulation

The starting sequence is controlled by the software integrated in the engine governor as follows.

The SAM takes a few seconds to boot up. It signals operational availability on the CAN bus by an appropriate PV. Only then may starting be initialized. Under normal operating conditions bothe the SAM and the engine governor are constantly switched on (standby mode).

The engine is started by a so-called “non-stored start”, i.e. the start si gnal must be applied until the engine has reached idling speed. The actual starting sequence itself is executed automatically. Furthermore, starting can be requested via the CAN bus. There are correspondingly three CAN receive variables. The start requests are OR operations.

Starting is terminated if an external (manual) or internal (automatic) stop request from another part of the software is received. A stop request resets the start interlock time thus allowing immediate restarting in case of internal s tart termination providing that the engine is at a standstill and no other start request was active.

The engine may suffer mechanical damage if started at too low a temperature. The coolant temperature is used to determine the engine temperature. Excessively low coolant temperature is indicated by a lamp. Indication by the lamp is independent of any alarm signal. Usually the alarms “LO T-Preheat” (for the first limit value) or “SS T-Preheat” (for the second l imit value) are tripped when the corresponding limits are violated; even when the engine is at a standstill. When the second limit value is violated the internal “Stop starting sequence” signal is set providing that Override is not active. This trips a stop and the engine does not start. The alarm is reset again when the coolant l imit value is reached (plus hysteresis).

1 0 0

0 3 4 9 0 0 0 0 0 0 : D I M I T

The starter is activated via engine governor binary output TOP 4. The engine runs up to starting speed on the starter within a configurable period. If this is not the case starting is terminated and the “SS Starter Speed Not Reached” alarm is output. The starter disengages and a new starting sequence is automatically attempted after a configurable pause. The starter disengages when the disengagement speed (300 rpm) is reached. The start button may be released once the disengagement speed has been reached. Pressing the start button has no effect from this point on and only takes effect again when the engine has come to a standstill. The “SS Starter Speed Not Reached” alarm is set if the disengagement speed is not reached within a set time and “terminate start” i s activated. Starting is also terminated if the starting signal is no longer received.

Various configurable start interlock criteria are bypassed when override is active on starting the engine:

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An engine stop is tripped by interrupting the 24V supply at the binary input of the engine governor or by the engine protection system. Fuel is no longer injected as injector activation is disrupted. Any starting procedure which has been initiated is interrupted.

The “Override” feature is used to bypass safety functions tripped by limit value violations or sensor faults and to bypass start interlocks (see above). Operating states which would normally lead to engine shutdown are ignored when the “Override” function is activated. The following operational data can be configured to trip engine shutdown in case of limit value violation even in Override mode: • Coolant level • Coolant temperature • Coolant pressure • Charge air coolant level • Lube oil pressure • Lube oil temperature

To increase the genset application scope the network frequency can be adjusted prior to engine start. The nominal speed is set as follows: • Network frequency 50 Hz: Nominal speed 1500 rpm • Network frequency 60 Hz: Nominal speed 1800 rpm

Switching is only possible when the engine i s at a standstill! Switching requires programming of corresponding performance maps and parameters in the governor and appropriate engine hardware.

The engine management system fulfils the following monitoring tasks: • Control of analog instruments; • Engine lube oil pressure • Engine coolant temperature • Transmission of all measurands, warnings and alarms to monitoring system via CAN bus. • Automatic shutdown in case of limit value violations. Refer to the measuring-point list for order-specific configuration data. Engine monitoring can basically be divided into two different areas: • Engine protection system, monitors the engine during operation, • Safety system, generates automatic engine shutdown in case of limit value violation. These two functional areas are constantly monitored by the internal “Integral Test System (ITS)” to ensure operational availability.

An optional oil priming pump may be integrated in the system. The pump is activated manually via a binary input on the SAM. 1 0 0

0 3 4 9 0 0 0 0 0 0 : D I

Closed-loop engine control functions:

M I T


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• • • •

Speed regulation Injection control with mapped commencement of injection. Two adjustable speed droops. Setpoint speed regulation • Analog or binary speed demand on CAN bus, CANopen and SDE J1939 • Analog speed setting 0 V to 10 VDC / 0 V to 5 VDC / 4 mA to 20 mA. • Binary speed demand via Up/Down signal • Frequency speed setting. • HP fuel governor. • Torque control

Functions of the closed-loop engine speed control integrated in the engine governor: • Maintaining the desired engine speed under changing load conditions. • Adjusting the engine speed when the setting is changed by the operator.

The quantity of fuel injected during engine start increases along a time ramp from a set initial value to a specified value. This ensures that the engine starts reliably. This fuel quantity control is effective until idling speed has been reached.

1 0 0

0 3 4 9 0 0 0 0 0 0 : D I

The desired speed is the command variable for the engine speed control loop. Providing that speed demand is set by Up/Down signals, the engine runs up to an internally programmed nominal speed when started (for 50 Hz network frequency: 1500 rpm, for 60 Hz network frequency: 1800 rpm). The engine runs up to the set value in case of analog speed demand. The starting sequence is completed when idling speed has been reached (“open-loop control” mode) and switching over to “closed-loop control” mode is effected. The following speed setting variants are possible: • Desired speed setting via an analog input: The setpoint speed may be adjusted within a (configurable) range around the preset synchronous speed (depending on the set network frequency) (relative speed control, the voltage/current or frequency controls the speed window only). Absolute speed control is also possible (the voltage/current or frequency can cover the entire speed range). The internal setpoint speed follows the applied speed setting value along a configurable acceleration/ deceleration curve (speed ramp). The setting value last applied is maintained or the engine is set to a default speed should the applied signal fail. The response can be configured as desired: • Speed setting via CAN bus. • Speed setting via an analog speed setting input (0 V to 10 V). • Speed setting via an analog speed setting input (4 mA to 20 mA). • Frequency input. • Setpoint processing via binary inputs “Setpoint speed up”/“Setpoint speed down”: The setpoint speed can be adjusted within a (configurable) range around the preset synchronous speed (depending on the set network frequency). Briefly actuating the appropriate optocoupler input for less than 0.3 s increases or decreases the setpoint speed by 1 rpm. The setpoint speed is automatically adjusted at a configurable rate if the input is activated for longer than 0.3 seconds.

M I T

Speed droop influences the effective setpoint speed depending on engine power. Maximum, speed-dependent engine power is limited by the MCR curve. The setpoint speed is not influenced by speed droop at 100% power. The effective

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setpoint speed increases at lower power. This allows power to be balanced when operating a number of engines in a network.

Two different speed droop settings can be selected at the engine governor. The speed droop is selected by a binary input at the engine governor. Speed droop is required to balance the load of coupled prime movers. Speed droop can be adjusted to meet plant requirements via the dialog unit.

Dynamic quantity limits protect the engine against overloading and optimize exhaust emission values. The engine governor determines the maximum injection quantity based on preset and stored engine performance maps. Fuel quantity is limited as a function of speed (DBR).

Fixed quantity limitations are used for power li mitation and power reduction to protect the engine from sustained overload sustained overload.

M Engine MS Engine protection system G Engine governor

S Sensors A Actuators SW Set-point value

+Ub Power supply

The engine governor incorporates an integral engine protection system. It monitors the operational data of the engine. Tasks of the engine protection system are: • Safeguarding the engine from critical operating states • Signaling alarms to operating personnel • Restricting engine operation to remain within admissible operating values Action is taken such as warning, start interlock, power reduction or engine shutdown by reducing fuel feeding depending on the values measured.

Shutdowns are initiated by the engine protection system in case of:


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• Limit value violations signalled by engine governor monitoring features, e.g. • Engine speed/overspeed • Coolant level (configurable) • Sensor faults (depending on individual configuration) signalled by the ITS. This applies to the following measuring points: • Coolant temperature (configurable) • Charge-air temperature (configurable) • Engine lube oil temperature (configurable) • Engine lube oil pressure (configurable) • Fuel pressure (configurable) All safety shutdowns can be suppressed by activating the “Override” input. The occurrence of safety-relevant alarms is still logged when the “Override” input has been activated.

The ITS executes a wide range of internal tests when the supply voltage is switched on. It monitors all important functions of the engine governor and connected electrical components: • Electronics inside the engine governor itself • Sensors • Actuators • Bus communication • Power supply The ITS detects any faults which occur, pinpoints them and s ignals accordingly by combined alarms. Furthermore, a fault message is output via the CAN bus to a higher-level monitoring system (if applicable) and can visualized there for the operator.

Fault messages are stored in two memories: • Chronological memory The fault message numbers are stored in a ring memory in chronological order of their occurrence or cancellation together with the hour meter reading. The ring memory stores the last 80 setting and cancellation procedures. • Statistical memory Fault message occurrences are counted in a statistical memory. A counter counting up to max. 10 000 is set up for each fault message number .

Activating this input lowers the overspeed threshold such that the engine shuts down at any speed. This makes it possible to check that the overspeed shutdown function operates correctly.

The various sensor and actuator channels of the engine governor system are designed to tolerate faults to a large extent (e.g. short-circuit withstandability). Faults such as broken wires, short circuit etc. are detected by plausibility checking (configurable) and are output to a higher-level monitoring system (if applicable) or external system i n the form of a combined alarm.

1 0 0

0 3 4 9 0 0 0 0 0 0 : D I M I T

Bus communication is monitored by plausibility checking and timeout monitoring. Detected faults are output in the form of a combined alarm and, if possible, to a higher-level monitoring system (if applicable) via the CAN bus.

• Automatic engine power reduction as a function of: • Intake air temperature • Operating site (e.g. altitude above sea level) • Other parameters

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Depending on the current operating state the regulating section of the engine governor operates as: • Variable-speed governor (after engine start only) • Idling speed governor • Feeding governor • Maximum-speed governor After engine starting, the speed runs up along a (programmed) speed ramp (variable-speed governor), when the feeding quantity Q Input set at IUE1 is less than the feeding quantity Q Spdgov calculated by the governor. When the feeding quantity QSpdgov is greater than QInput, QInput is active. Note: If the engine is started in the absence of a signal at IUE1 switching to idling speed governor is initially effected after the engine speed has ramped up. If the feeding quantity Q Input set at IUE 1 exceeds the sum total of the feeding quantity Q Spdgov calculated by the idling speed governor and a hysteresis quantity Hyst Idling gov, the engine governor automatically switches over to feeding governor operation whereby feeding Q is equal to Q Input . If the actual speed n ACT exceeds the effective maximum speed in operation (maximum speed + speed droop), the regulating section of the engine governor changes to a maximum-speed governor. If the feeding quantity Q Input preset at IUE 1 decreases in maximum speed governor mode to a value below the difference between the calculated feeding quantity Q Spdgov and a hysteresis quantity Hyst Maxgov, the engine governor automatically switches back to operation as a feeding governor whereby feeding Q i s equal to Q Input. Now if the actual speed n ACT falls below the effective idling speed (idling speed + speed droop) in operation, the regulating section of the engine governor changes to an idling speed governor and regulates the idling speed. Note: The transitions between the various governing modes are automatic when the generator is running and c annot be influenced. Presetting criteria are set via measuring point 178: • Idling speed for 50 Hz operation • Idling speed for 60 Hz operation • Maximum speed for 50 Hz operation • Maximum speed for 60 Hz operation • Idling – Maximum-speed governor activation Measuring point 179 can indicate which operating mode is presently active.

1 0 0

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ES Engine start

ST OK Engine start completed

Customer setting parameters 2D curves: • 2.0401.027: “Fuel Input Idle/End” = Voltage [digits] <=> Set injection quantity [%] • 2.0401.026: “Fuel Input Idle/End” = Current [digits] <=> Set injection quantity [%] Customer display parameters: • 2.1010.001: “Idle/End-Governor Active” = Indication of present governor operating mode: • 1 Idling speed governor mode • 2 Feeding governor mode • 3 Maximum-speed governor mode

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OST

Set injection quantity calculated by the governor during the starting sequence, i.e. until idling speed is reached.

QLL

Set injection quantity calculated by the idling speed governor when it is active.

QED

Set injection quantity calculated by the maximum speed governor when it is active.

Qfüll

Injection quantity set by the plant in the form of a voltage or current setting (analog input IUE1).

NRampe

Runup ramp (setpoint speed during engine start)

Nist

Present actual engine speed

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Nleer

Idling speed • 50 Hz: Mp 178.00 “Idle Speed 50 Hz” • 60 Hz: Mp 178.01 “Idle Speed 60 Hz”

Nend

Maximum speed • 50 Hz: Mp 178.02 “End Speed 50 Hz” • 60 Hz: Mp 178.03 “End Speed 60 Hz”

Hyst1

Injection quantity hysteresis (transition from idling speed governor → feeding setting) Mp 208.00 “Hyst. Idle Governor”

Hyst2

Injection quantity hysteresis (transition from maximum speed governor → feeding setting) Mp 208.00 “Hyst. Idle Governor”

The governor compares the speed setting with the current engine speed. In case of deviation it adapts its output signal (set injection quantity) in accordance with the difference. PID characteristics ensure a rapid response to any changes a precise speed adjustment. Operating point dependent dynamic quantity limitation protects the engine from overloading. The set quantity after quantity limitation is the input signal for the map-controlled injection start/injection end governor. The power electronics control the injectors of the individual cylinders in accordance with these settings. The engine governor also regulates the injection pressure of the Common Rail system.

Q Feeding

P P-Grad

n Speed, ndelta speed deviation, nset setpoint speed

Speed droop influences the effective setpoint speed depending on engine power. Maximum, speed-dependent engine power is limited by the DBR curve. The setpoint speed is not influenced by speed droop at 100% power. The effective setpoint speed increases at lower power. This allows power to be balanced when operating a number of engines in a network.


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p Load, pzero zero load

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n Speed, nnom nominal speed, nzero idling speed at zero load, nset set speed, ncorr resultant speed at load L1

P Speed droop

Two different speed droop settings can be selected at the engine governor. Which s peed droop should be active depends on whether the genset is operated in “isolation” (i.e. the genset runs alone), or in conjunction with other gensets in a parallel network supplying a common busbar. The speed droop is selected by a binary input (BE 4) at the engine governor. The figure below shows the principle control range of the engine governor and the effects of adjustable speed droop (load-dependent change in nominal speed). Speed droop is required to balance the load of coupled prime movers. Speed droop can be modified to meet plant requirements via the dialog unit. Definiert ist der P-Grad als relative Drehzahländerung bei Entlastung des Motors. Speed droop is referenced to rated speed (= maximum speed at maximum power output). Every point in the operating range is i nfluenced by a change in load. Speed droop is calculated by dividing the maximum speed (zero load) n Zero minus nominal speed n nom by the nominal speed nnom and multiplying the result by 100 %. Note: Sudden changes in speed when speed droop is switched over are prevented by the “Switch constant speed” function .

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Dynamic quantity limitations, i.e variable fuel injection limitations, protect the engine from overloading and optimize exhaust emission values. The engine governor determines the maximum injection quantity based on preset and stored engine performance maps. Following limits are applied: • Speed-sensitive fuel quantity limitation (DBR) • Fuel quantity limitation as a function of fuel temperature

Fixed quantity limitations are used for power li mitation and power reduction to protect the engine in case of • Electronic fault • Supply voltage out of tolerance

The quantity of fuel injected during engine start increases along a time ramp from a set initial value to a specified value. This value is calculated by the function q inject = f (speed). This limits the quantity of fuel injected as a function of speed. This fuel quantity limitation is effective until idling speed has been reached for the fi rst time.

Only half of the injectors are activated when cylinder cutout is active. The other half of the injectors are activated on expiry of a switchover time. This prevents white smoke being emitted when the engine is running.

The speed demand (= desired speed) is the command variable for the engine speed control circuit. When the engine is started it runs up to an internally programmed desired speed (for 50 Hz network frequency: 1500 rpm, for 60 Hz network frequency: 1800 rpm). Switching to an external speed setting takes place automatically once the nominal speed has been reached. The following speed setting variants are possible: • Desired speed setting via an analog input: The setpoint speed can be adjusted within a (configurable) range around the preset synchronous speed (depending on the set network frequency). The voltage can thereby either control the speed window only (e.g. 0 V to 10 V changes the speed between 1400 rpm and 1600 rpm) or cover the entire s peed range (e.g. 0 V to 10 V would c hange the speed between 800 rpm and 2000 rpm, however, in this case all values which would lead to speeds below the lower limit or above the upper limit are ignored, i.e. in this case the speed is changed between 1400 rpm and 1600 rpm by a 5.0 V and 6.66 V voltage). The internal setpoint speed follows the applied speed setting value along a configurable acceleration/ deceleration curve (speed ramp). The setting value last applied is maintained or the engine is throttled back to idling speed should the applied signal fail. The response can be configured as desired. • Speed setting via CAN bus • Speed setting via an analog speed setting input (0 V ... 10 V), (0 ... 5 V) • Speed setting via an analog speed setting input (4 mA ... 20 mA). • Frequency input • Setpoint processing via binary inputs “Setpoint speed up” (BE 5)/ “Setpoint speed down” (BE 6): The setpoint speed can be adjusted within a (configurable) range around the preset synchronous speed (depending on the set network frequency) in this case as well. Briefly activating the corresponding optocoupler input for less than 0.3 s increases or decreases the setpoint speed by 1 rpm. If the input is activated for more than 0.3 s, the setpoint speed is automatically adjusted at a configurable rate (e.g. at approx. 10 rpm per second).

1 0 0

0 3 4 9 0 0 0 0 0 0 : D I M I T

Safety shutdowns are initiated by the engine protection system in case of


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• Limit value violations • Sensor faults (depending of specific configuration) This applies to the following measuring points: • Engine speed/overspeed (configurable) • Engine lube oil pressure (configurable) • Coolant level (configurable) • Charge-air coolant temperature (configurable) • Coolant temperature (configurable) • Charge-air temperature (configurable) • Lube oil temperature (configurable) The scope of measuring points may vary from the standard settings for specific orders. Note: All safety shutdowns can be suppressed by activating the “Override” input. The occurrence of safety-relevant alarms is still logged when the “Override” input has been activated.

t Time R Red alarm

S Red alarm with immediate shutdown Sn Shutdown with rundown time

tn Rundown time ΔT Temperature difference

The “coolant temperature alarm” output is activated if the coolant temperature exceeds a limit value T Limit2 and a “red combined alarm” is tripped. Note: The switchgear controller must open the generator breaker via the “red combined alarm” (order configuration). The engine can now cool down over a defined (configurable) period. The engine is shut down when this period has expired. The temperature is also monitored for any steady increase in temperature during the cooling phase. The engine is shut down immediately if a ( configurable) difference in temperature is exceeded. The “red combined alarm” output is activated in case of sensor fault. The cooling phase then starts and the engine is subsequently shut down. The engine is immediately shut down if the c oolant temperature exceeds a limit value T Limit2. 1 0 0

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The following engine signals are acquired by the engine governor of the engine management system ADEC for stationary genset engines:

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B1

Camshaft speed

x

x

B5

Lube oil pressure

x

x

B6

Coolant temperature

x

x

B7

Lube oil temperature

x

x

B9


x

x

B10

Charge-air pressure

x

x

B13

Crankshaft speed

x

x

B26

Intercooler coolant temperature

—

x

B34

Fuel pressure LP side

—

x

F57

Intercooler coolant level

—

x

B33

Fuel temperature HP side

x

x

B48

Fuel pressure HP side

—

x

F33

Engine coolant level

x

x

1

2

1

2 1 0 0

Engine B6 at TE1 coolant temperatur e

B6 at TE1


Temperatu 97 °C re

102 °C

97 °C

99 °C

2

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1

Charge-air B9 at TE2 temperatur e

B9 at TE2

Intercooler — coolant temperatur e

1

2

****

71 °C

73 °C

2

B26 at TE6 Temperatu — re

—

70 °C

—

2

Lube oil B7 at TE7 temperatur e

B7 at TE7

108 °C

97 °C

—

2

Lowpressure fuel

—

B34 at DE3 Pressure

—

—

***

—

4

Lube oil pressure

B5 at DE5

B5 at DE5

5.5 bar*

5.0 bar*

3.5 to 3.9 bar*

3.2 to 3.6 bar*

3

Charge-air B10 at DE7 B10 at DE7 Pressure pressure

—

—

—

—

5

Intercooler — coolant level

—

—

—

—

—

Fuel B33 at TE6 B33 at TE3 Temperatu — temperatur re e

—

—

—

2

Fuel high pressure

—

B48 at DEH

Pressure

—

—

—

—

6

Engine coolant level

F33 at NSE1

F33 at NSE1

Level

—

—

—

—

7

Crankshaft B13 at speed KW1

B13 at KW1

Speed

**

**

**

**

1

B1 at NW1 B1 at NW1 Speed

**

**

**

**

1

Camshaft speed

F57 at NSE2

Temperatu **** re

2

Temperatu 103 °C re

Pressure

Level

Note:

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*

Speed-dependent, see oil pressure monitoring curve 17.

**

Limit values:

BR2000 50 Hz: Limit value 2 at 1800 rpm BR2000 60 Hz: Limit value 2 at 2100 rpm BR4000 50 Hz: Limit value 2 at 1800 rpm

M I T

BR4000 60 Hz: Limit value 2 at 2100 rpm ***

Speed-dependent, see curve 15

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****


at 1500 rpm limit value 1 at 70 °C; fuel-optimized limit value 1 at 75 °C, limit value 2 at 80 °C

Camshaft speed

Type 1

80 - 2800 rpm

0 - 80 V pp AC

1

Crankshaft speed

Type 1

80 - 2800 rpm

0 - 80 V pp AC

1

Coolant temperature

Type 1

-40 °C to +150 °C

PT 1000

1


Type 1

-40 °C to +150 °C

PT 1000

1

Lube oil temperature

Type 1

-40 °C to +150 °C

PT 1000

1

Fuel temperature

Type 1

-40 °C to +150 °C

PT 1000

1

Lube oil pressure

Type 1

0 - 10 bar relative

0.5 - 4.5 VDC

1

Charge-air pressure

Type 2

0.5 - 4.5 bar absolute 0.5 - 4.5 VDC

1


Type 4

0 - 15 bar relative

0.5 - 4.5 VDC

1

Fuel high pressure

Type 6

0 - 1600 bar relative

0.5 - 4.5 VDC

1

Fuel high pressure

Type 6

0 - 2000 bar relative

0.5 - 4.5 VDC

1

Coolant level

Type 3

—

Binary (/ GND)

1

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The external CAN interface for connecting to other systems is realized by an addition printed circuit board (CCB 2) in SAM slot 3.

Refer to Interface configuration in minidialog (→ Page 190) for information about activation of the CAN interface. SAE J1939 nodes: • SAM node 128 • Station node 1

SAE J1939 engine operating hours: The engine operating hours are only displayed upon request. The request can be sent by a so-called broadcast (when several stations are connected to the bus), or by a specific inquiry e.g. from SAM node 128. Attention: CAN bus measuring points (CANopen / SAE J1939) are listed in MTU documentation E532 246!

SAM node 6 is set fixed in the application engineering environment.

A termination resistor with a rating of 120 Ω must be installed at each end of the CAN bus.

PR500

0

Digital

Speed Demand Options

0 - Default Dataset ADEC 1 - ADEC Increase/Decrease Input 2 - CAN Increase/Decrease Input 3 - ADEC Analog Absolute 4 - ADEC Analog Relative 5 - ADEC Frequency Input 6 - CAN Analog 7 - CAN Speed Demand Switch

PR501

0

Digital


0 - Default Dataset ADEC 1 - Speed Setting Limit Signal via CAN Active

PR510

0

Digital

Torque Demand Signal Mode 0 - Default Dataset ADEC 1 - Torque Demand via CAN Active

PR511

1

Digital

Rating Switch Mode

0 - Rating Switches not Active 1 - Rating Switches via Binary Input Active 2 - Rating Switches via CAN Active

PR520

0

Digital

Load Signal Mode

2 0 0

4 3 5 6 1 0 0 0 0 0 : D I

0 - Load Signal not Active 1 - Load Signal via CAN Active

PR530

0

Digital


0 - Default Dataset ADEC 1 - Additional Start Signal via CAN Active

M I T

PR531

0

Digital

Engine Stop Signal Mode

0 - Default Dataset ADEC 1 - Additional Stop Signal via CAN Active

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PR532


0

Digital

Alarm Reset Mode

0 - Default Dataset ADEC 1 - Additional Alarm Reset Signal via CAN Active

PR533

1

Digital


0 - Default Dataset ADEC 1 - Governor Parameter Set Selection via Binary Input Active 2 - Governor Parameter Set Selection via CAN Active 3 - Governor Parameter Set Selection via CAN or Binary Input Active

PR534

0

Digital


0 - Default Dataset ADEC 1 - Additional Override Signal via CAN Active

PR536

PR537

0

0

Digital

Digital

Monitored Nodes Signal Mode

0 - Default Dataset ADEC 1 - Demand Monitored Nodes Signal via CAN Active

Droop 2 Signal Mode

0 - Default Dataset ADEC 1 - Droop 2 Signal via CAN Active

PR538

1

Digital

Mode Switch Mode

0 - Mode Switch not Active 1 - Mode Switch via Binary Input Active

PR540

1

Digital

Disable Cyl. Cut Out Mode

0 - Disable Cylinder Cut Out not Active 1 - Disable Cylinder Cut Out Signal via Binary Input Active 2 - Disable Cylinder Cut Out Signal via CAN Active 3 - Disable Cylinder Cut Out Signal via Binary Input or CAN is Active

PR542

1

Digital

Test Overspeed Signal Mode 0 - Default Dataset ADEC 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

PR543

1

Digital

Manual Fan On Signal Mode 0 - Manual Fan ON not Active 1 - Manual Fan ON Signal via Binary Input Active 2 - Manual Fan ON Signal via CAN Active 3 - Manual Fan ON Signal via CAN or Binary Input Active

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PR544

1

Digital


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

PR545

1

Digital

Binary Out Test Signal Mode 0 - Output Test not Active 1 - Output Test via Binary Output Active 2 - Output Test via CAN Active 3 - Output Test via Binary Output or CAN Active

PR546

1

Digital

Manual Turning Signal Mode 0 - Manual Turning not Active 1 - Manual Turning via Binary Output Active

PR990

0

Digital

CANopen Error Switch Off

Normal 0. Each bit corresponds with the related fault code. This parameter is XOR'ed with the fault code of the CCB gateway

PR991

0

Digital

J1939 Error Switch Off


PR992

0

Digital

CCB Error Switch Off


2 0 0

4 3 5 6 1 0 0 0 0 0 : D I M I T

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This page is only activated when fuel consumption data are actually transmitted on the CAN bus (see also Fuel consumption data).

This page is only activated when one of these measuring points has been activated (see also Engine exhaust gas temperature / Generator bearing temperature). 2 0 0

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2 0 0

5 3 5 6 1 0 0 0 0 0 : D I M I T

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2 0 0

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2 0 0

5 3 5 6 1 0 0 0 0 0 : D I M I T

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2 0 0

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2 0 0

5 3 5 6 1 0 0 0 0 0 : D I M I T

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The SAM features self-monitoring where appropriate from the technical viewpoint. The following tests are carried out during initialization after the unit has been switched on: • RAM memory (R/W) • Flash memory (CRC) • Peripheral interface tests • Communication link tests

The SAM is equipped with a DILA (diagnosis lamp), an LED which indicates the status of the SAM. • • Steady — SAM in order • • Flashing — SAM faulty • • Dark — SAM power supply missing The function of this LED is the same as the DILA in ECU 7.

1 0 0

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Dimensions (width x height x depth) mm

360 x 314 x 65 Draw-out clearance: +135

Weight

kg

5.5

Operating voltage

VDC

Rated voltage: 24 Continuous voltage: 20 to 32

1 0 0

Temporarily restricted operation:

2 1 5 8 0 0 0 0 0 0 : D I

16.8 to 20 Interactive mode: 11 to 16.8 Power consumption

A

Max. 24

Heat loss

W

Max. 35


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Operating temperature range

°C

–40 to +75

Storage temperature range

°C

–40 to +85

Max. housing temperature

°C

105

Relative air humidity

% condensing

0 to 95 condensing

Degree of protection Shock Vibration

IP 69K (DIN 40 050) g/ms

15/11 semi-sinusoidal shock 31.5 Hz to 150 Hz: a= ±3.7 g 5 Hz: 0.00057 g 2/Hz 31.5 Hz: 0.06 g 2/Hz 150 Hz: 0.06 g 2/Hz 1000 Hz: 0.00057 g 2/Hz 1500 Hz: 0.00057 g 2/Hz

EMC

EN 61000-6-2: 2002 EN 61000-6-4: 2004 IEC 60533: 1999 EN 50121-3-2: 2001 EN 50155: 2004 EN 55025: 2003 DIN-ISO 7637-2: 2002 DIN-ISO 7637-3-1995 EN 13309: 2000

1 0 0

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• Installation in enclosed control cabinets. • Suitable for mounting on mounting rails (rail installation) or for installation with screws on the rear wall of the cabinet (fixed installation). • Suitable for connection wires or litz wires up to AWG16 (US) (1.5 mm2).

Installation position

As desired, ensuring that the installed fault display is legible.

Operating voltage

VDC

24 nominal value (-30 %; +30 %, temporary -50 %)

Power consumption

W

Below 7 (0.25 A at 24 V) without additional loads.

Degree of protection:

1 0 0

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IP 40 according to DIN 40 050

Joint: Rail installation

10 g, 11 ms

Fixed installation

30 g, 11 ms


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Vibrations: Rail installation

Hz

2 – 12.8: Xpp < ± 3 mm 12.8 – 1000: a < 1g [rms]

Fixed installation

Hz

2 – 12.8: Xpp < ± 3 mm 12.8 – 100: a < 4 g [rms]

Ambient temperature:

°C

-40 – +70 with circulating ambient air.

Storage temperature:

°C

-40 – +100

Relative humidity:

%

5 – 97, no condensation.

Color:

Blue (RAL5015)

Material:

%

Polycarbonate, reinforced with 10 % fiberglass.

Dimensions:

mm

L x W x H (295 x 151 x 75)

Weight:

kg

Approx. 1.6

Note: The values listed above can be li mited if MCS 5 extension modules are used.

The SAM was tested according to the following standards and complies with the corresponding limit values:

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EN 55011

(Conducted emission) 10 kHz – 30 MHz, class A

EN 55011

(Radiated emission) 30 MHz – 1 GHz

IEC-60533:1999

(Conducted emission) 10 kHz – 30 MHz (type test)

EC-60533:1999

(Radiated emission) 150 kHz – 2 GHz (type test)

EN 61000-4-2

(ESD interference immunity) ±8 kV

EN 61000-4-3

(Radiated interference immunity) 80 MHz – 2 GHz

EN 61000-4-4

(Burst interference immunity) ±2 kV

EN 61000-4-5

(Surge interference immunity) ±1 kV/±2 kV

EN 50155

(Surge interference immunity) ±1.8 kV

EN 61000-4-17

(LF line-related interference) 0.03 – 10 kHz / 3 Veff

EN 61000-4-29

(Line fluctuations / STANAG 1008)

IEC 60092-504

(Dielectric strength) 550 VAC / 10 mA

EN 50155

(Isolation) 500 V / 10 MOhm

The following measures are required to comply with the EMI/EMC limit values: • The SAM housing must be connected to the housing ground e.g. with a cable with a minimum cross-section of 2.5 mm2. The length of the cable shall not exceed 10 cm. • Only twisted cables may be used to connect sensors and actuators. The maximum length of unshielded cables is 5 m, of shielded cables 50 m (provided wiring harness resistance allows for this).

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Operating voltage:


V

24, -30 % to +30 % (+16.8 – +32) Permissible residual ripple below 5 % according to STANAG 1008. Note: The processor is automatically reset if the voltage falls below 7 V.

Power supply:

W

Below 7 W. Without activated loads at the SAM outputs Additional total output power amperage of positive or negative line may not exceed 10 A DC.

Power connection terminals:

mm

Electrical isolation:

V

5.08 terminals (spring-type terminals) • A wire diameter of AWG14 (US) or 2.5 mm2 is recommended. •

• • •

Installation position:

• •

•

Supply ground is the common ground for the entire SAM electronics. This applies to the entire I/O area, with the exception of some electrically isolated channels. The SAM electronics ground is not connected to the housing ground. If signal cable shields are used, they must be connected to the housing ground. If not specified otherwise, the maximum direct current isolation voltage is 500.

Horizontal (to ensure visibility of the fault display and labels on the SAM housing). For installation of the SAM in control cabinets, note that sufficient space is required for cabling at the connection points at the top and bottom. The entire device is heated due to power loss from the SAM. Heat from the SAM is dissipated through the rear panel. Ensure that heat can be transferred from the rear SAM panel to the assembly frame. Avoid any additional heating of the SAM by neighboring devices.

The SAM module is easy to replace. The input and output signal cables have modular connectors. Common function channels are grouped together. The wires are connected using spring terminals. It is possible to connect two wires to one terminal if the wires are connected in a double core s leeve using crimp technology. Phoenix AL-TWIN 2* 0.75-10 can be used, for example. The connector modules are connected by clicking them in place. The connector modules have code pins to prevent polarity reversal.


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Terminal strip modules:

WAGO spring terminals

Current-carrying capacity (at 70 °C): A

10 per contact

Rated voltage:

V

250

Rated surge voltage:

V

2500

Wire cross-sections:

mm2

Up to 1.5 or AWG15

Terminal range:

mm2

0.08 – 1.5 or AWG15

Other terminals (RM 5.08) are used for power supply and CAN bus connections.

If additional boards are used in the SAM, the technical data that apply to these boards must be taken into account.

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Input voltage


VDC

+5 (–5 %, +3 %) from SAM +24 V (±5 %) from SAM

Power consumption

mA

at 5 VDC < 600 at 24 VDC < 60

Power loss

W

Approx. 4

Table 2: CCB 2 – Technical data

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Dimensions (diameter x D)

mm

Speed instrument: 105 x 71 Pressure and temperature instruments: 62 x 60

Operating voltage illumination

VDC

24, -25 %/+30 %

Power consumption

mA

4 to 20 (pressure and temperature)

Speed instrument

V

Input 0 to 10

Operating temperature range

°C

-20 to +70

Storage temperature range

°C

-30 to +85

Installation position

°

0 to 90 as desired, preferably horizontal

Relative air humidity

%

5 to 98 at 55 °C, condensation admissible

Degree of protection

Front IP 65 DIN 40 050

Color

Black

1 0 0

0 4 4 9 0 0 0 0 0 0 : D I M I T

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Width (front panel)

mm

222

Height (front panel)

mm

224

Depth

mm

81

Installation depth behind front panel mm

110

Installation clearance required behind front panel

mm

Approx. 125

Installation opening

mm x mm

195 x 218

Bore diameter

mm

5

Bore distance

mm x mm

209 x 198

Weight

kg

1.9

Operating voltage

VDC

24

Operating voltage, residual ripple

%

max. 5

Operating voltage, min.

V

10.5

Operating voltage, max.

V

32

Operating temperature, min.

°C

-25*

Operating temperature, max.

°C

+70

Background illumination is switched °C off at

-15

Current consumption at 24 VDC, approx.

mA

600

Storage temperature, min.

°C

-25

Storage temperature, max.

°C

+70

Shock resistance

g / ms

15 / 11

Vibrostability at 2 to 13 Hz

mm

±1.5


g

±1

Ambient conditions, relative air humidity, non-condensing

%

0 to 97

1 0 0

6 6 7 8 0 0 0 0 0 0 : D I

* Backlight does not operate immediately


M I T

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E532304/00E

151


Degree of protection acc. to DIN 40050, front side

IP65

Degree of protection acc. to DIN 40050, rear side

IP10

Insulation resistance (under laboratory conditions); IEC 92–504

MΩ

>10 (50VDC)

Dielectric strength (under laboratory VAC conditions); IEC 92–504, housing front panel to electronic ground

Min. 550/1 min

EMC protection

EN 61000–6–4

Compliance with the EMC limit values of the above-mentioned standard is based on the following prerequisites: • Only shielded bus cables are used. The internal shielding must be connected to Pin 3 of the bus connectors, the external shielding must be connected to the ship's ground. • The grounding cable length must not exceed 30 cm. The minimum cable section is 2.5 mm 2.

1 0 0

6 6 7 8 0 0 0 0 0 0 : D I M I T

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152


Width (front plate)

mm

222

Height (front plate)

mm

224

Depth

mm

161

Installation depth behind front plate mm

151

Installation clearance required behind front plate

mm

Approx. 250

Installation opening

mm x mm

195 x 218

Bore diameter

mm

5

Bore distance

mm x mm

209 x 198

Weight

kg

3.1

Operating voltage

VDC

24

Operating voltage, residual ripple

%

max. 5

Operating voltage, min.

V

10.5

Operating voltage, max.

V

32

Operating temperature, min.

°C

-25*

Operating temperature, max.

°C

+70

Background illumination is switched °C off at

-15

Current consumption, approx.

mA

600

Storage temperature, min.

°C

-25

Storage temperature, max.

°C

+70

Shock resistance

g

15, duration 11 ms


mm

±1.5


g

±1

Ambient conditions, rel. humidity, no % dew formation

97

* Backlight does not operate immediately 1 0 0

Protection acc. to DIN 40050, front side

IP66

Protection acc. to DIN 40050, rear side

IP65


6 9 6 8 0 0 0 0 0 0 : D I M I T

2010-09

E532304/00E

153


Insulation resistance (under laboratory conditions); IEC 92–504

MΩ

>10 (50 VDC)

Dielectric strength (under laboratory VAC conditions); IEC 92–504, housing front panel to electronic ground

min. 500/1 min

EMC protection

EN 61000–6–4

The compliance with the EMC limit values of above-mentioned standard is based on the following prerequisites: • Only shielded bus cables are used. The internal shielding must be connected to Pin 3 of the bus connectors, the external shielding must be connected to the ship's ground. • The grounding cable length must not exceed 30 cm. The minimum cable section is 2.5 mm 2.

1 0 0

6 9 6 8 0 0 0 0 0 0 : D I M I T

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154


1 0 0

6 9 6 8 0 0 0 0 0 0 : D I M I T


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155

Operating Instructions

1 Time indicator for alarms/faults 2 Fault type

1 0 0

3 6 5 8 1 0 0 0 0 0 : D I M I T

3 Fault code 4 Node number

The display is structured as follows: • First line 1. Time indicator for alarms/faults (1) • A = Currently active alarms, • B = Alarm was active during the last hour, • C = Alarm was active during the last four hours, • C = Alarm was active during the last four to twelve hours, • Node number at which the malfunction occurred (e.g. nd05). 2. Fault type (2) • SE - System Error • DL - Standard bus lost • RL - Redundant bus lost • AL - Alarm • EC - Engine Control Unit fault code 3. Fault code display (3) when: • SE - fault code, displays up to 2 digits. (→ Table 3) • AL - fault PV, 6 digits. • EC - ECU fault code, up to 3 digits. (→ Page 158) 4. Display of node numbers (4) • The node number of the affected device is displayed for SE, DL and RL. • Second line The fault message is displayed as running text. Proceed to the next alarm by pressing key (↓ ↑). The display can be configured via SAM parameters PR001 and PR002 (→ Functional Description).

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156


1

Sensor Temperature Defect

2

Temperature Failure

3

Sensor Voltage Defect

4

Voltage Failure

5

CAN Bus- 1 Error/Bus Defect

6

CAN Bus- 1 Overrun

7


8

CAN Bus- 2 Overrun

9

Temperature Compensation Error

10

I/O-Module Slot2 Defect

11


12


13

Serial Connection Lost

14


15

CAN Bus- 3 Overrun

16

S/A Bus Faulty

17

PAN 1 Defect

18

PAN 2 Defect

19

PAN 3 Defect

20

PAN 4 Defect

21

PAN 5 Defect

22

PAN 6 Defect

23


24


25


26


27


28

Download Server Collision

29

not projected node

1 0 0

3 6 5 8 1 0 0 0 0 0 : D I

Table 3: Fault type – fault message text

M I T

100

Own node found

101

Missing flash card


2010-09

Install CompactFlash card

E532304/00E

157


102

ECU Service required

103

Project data error

104

Unable to handle FDH (firmware version)

Possibility 1: Deactivate FDH (dialog)

105

Silence mode is active

Delete SILENCE.SYS file in root directory of CompactFlash card.

106

Systemtest mode is active

Delete SYSTEST.SYS file in root directory of CompactFlash card.

107

RS422 Bus mode (firmware version) Change firmware (≥ Ed_3_06)

108

CF PreConf data error

Possibility 2: Change firmware (≥ Ed_2_01)

Correct CF /PreConf files

Table 4: Other system faults

Yellow alarm: The engine can still be operated providing that automatic engine shutdown to protect the engine has not been configured or is not tripped. Contact Service immediately/start fault rectification. Red alarm: Caution, the engine is running at its limits. Shut down manually without further delay if the engine does not shut itself down immediately after a red alarm is signaled.

The fault code numbers are generated by the Engine Control Unit and transmitted to the display.

1 0 0

3 6 5 8 1 0 0 0 0 0 : D I M I T

The fault code (1) comprises three digits. Fault messages can also be caused by faulty sensors/actuators. Contact Service to have sensors/actuators checked and replaced as necessary if the troubleshooting measures listed in the table below prove unsuccessful.

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158


IMPORTANT NOTE: The information provided in the columns “Meaning” and “Action” applies to the standard default state of the genset on delivery. Differing system responses requiring different action may result when settings are changed by the OEM. The OEM is responsible for documenting any changes and defining appropriate counteraction. The table below lists possible fault codes:

See PR 2.8008.100 for an explanation of alarm configuration parameters.

3

HI T-Fuel

Fuel temperature too high (limit value 1).

Check tank temperature. Contact Service if no malfunction can be detected.

2.0122.931

4

SS T-Fuel

Fuel temperature too high (limit value 2).

Check tank temperature. Contact Service if no malfunction can be detected.

2.0122.932

5

HI T-Charge Air

Charge-air temperature too high (limit value 1).

Check intercooler.

2.0121.931

6

SS T-Charge Air

Charge-air temperature too high (limit value 2).

Check intercooler.

2.0121.932

9

HI T-Coolant Intercooler

Coolant pressure in intercooler too high (limit value 1).

Check return cooler. Contact Service if no malfunction can be detected.

2.0124.931

10

SS T-Coolant Intercooler

Coolant pressure in intercooler too high (limit value 2).

Check return cooler. Contact Service if no malfunction can be detected.

2.0124.932

15

LO P-Lube Oil

Lube-oil pressure too low (limit value 1).

Contact Service.

2.0100.921

16

SS P-Lube Oil

Lube-oil pressure too low (limit value 2).

Contact Service.

2.0100.922

19

HI T-Exhaust A

Exhaust temperature (A side) too high (limit value 1).

Contact Service.

2.0126.931

20

SS T-Exhaust A

Exhaust temperature (A side) too high (limit value 2).

Contact Service.

2.0126.932

21

HI T-Exhaust B

Exhaust temperature (B side) too high (limit value 1).

Contact Service.

2.0127.931

22

SS T-Exhaust B

Exhaust temperature (B side) too high (limit value 2).

Contact Service.

2.0127.932

Coolant level too low (limit value 1).

Check coolant level in expansion tank.

23 25

LO Coolant Level HI P-Diff. Lube Oil


Differential oil pressure at oil filter too high Contact Service. (limit value 1).

2010-09

2.0152.921

1 0 0

3 6 5 8 1 0 0 0 0 0 : D I M I T

2.0154.931

E532304/00E

159


26

HI P-Diff. Lube Oil

Differential oil pressure at oil filter too high Contact Service. (limit value 2).

2.0154.932

27

HI Level Leakage Fuel

Leak-off fuel level too high (limit value 1). Contact Service.

2.0151.931

29

HI ETC Idle Speed Too High

Idling speed of one of the secondary turbochargers is too high.

Contact Service.

1.8004.206

30

SS Engine Overspeed

Engine overspeed (limit value 2).

Contact Service.

2.2510.932

31

HI ETC1 Overspeed Speed of primary turbocharger too high (limit value 1).

Contact Service.

2.3011.931

32

SS ETC1 Overspeed

Speed of primary turbocharger too high (limit value 2).

Contact Service.

2.3012.932

33

HI P-Diff-Fuel

Differential oil pressure at fuel filter too high (limit value 1).

Contact Service.

2.0114.931

34

SS P-Diff-Fuel

Differential oil pressure at fuel filter too high (limit value 2).

Contact Service.

2.0114.932

36

HI ETC2 Overspeed Speed of 1st secondary turbocharger too high (limit value 1).

Contact Service.

2.3013.931

37

SS ETC2 Overspeed

Speed of 1st secondary turbocharger too high (limit value 2).

Contact Service.

2.3013.912

38

AL ETC Speed Deviation

Synchro fault between primary turbocharger and one of the secondary turbochargers.

Contact Service.

1.8004.205

39

AL ETC2 Cut-in Fault

ETC2 failed to cut in.

Contact Service.

1.8004.204

44

LO Coolant Level Intercooler

Coolant level of intercooler too low (limit value 1).

Contact Service.

2.0153.921

51

HI T-Lube Oil

Lube-oil temperature too high (limit value 1).

Contact Service.

2.0125.931

52

SS T-Lube Oil

Lube-oil temperature too high (limit value 2).

Contact Service.

2.0125.932

57

LO P-Coolant

Coolant pressure too low (limit value 1).

Check coolant circuit.

2.0101.921

58

SS P-Coolant

Coolant pressure too low (limit value 2). Engine stop or reduced fuel injection quantity.


2.0101.922

59

SS T-Coolant L3

Coolant temperature too high/low (limit value 3).

Contact Service.

2.0120.933

60

SS T-Coolant L4

Coolant temperature too high/low (limit value 4).

Contact Service.

2.0120.934

1 0 0

3 6 5 8 1 0 0 0 0 0 : D I M I T

E532304/00E

2010-09


160


63

HI P-Crankcase

Crankcase pressure too high (limit value 1).

Contact Service.

2.0106.931

64

SS P-Crankcase

Crankcase pressure too high (limit value 2).

Contact Service.

2.0106.932

65

LO P-Fuel

Fuel supply pressure too low (limit value 1).

Check filter, fuel lowpressure side.

2.0102.921

66

SS P-Fuel

Fuel supply pressure too low (limit value 2).

Check filter (low-pressure 2.0102.922 side).

67

HI T-Coolant

Coolant temperature too high (limit value 1).


2.0120.931

68

SS T-Coolant



2.0120.932

81

AL Rail Leakage

Pressure gradient in rail is too low during engine start or too high when engine stops (high-pressure system leaks, air in system).

On stopping: Seal system. 1.8004.046 Contact Service. On starting: Check engine for leakage, if none found, attempt restarting as per operating instructions (air in system).

82

HI P-Fuel (Common Rail pressure > set value; DBR reduction, Check wiring of HP fuel Rail) injection start delayed; HP fuel control control block. Contact block or cabling faulty. Service if no malfunction can be detected.

2.0104.931

83

LO P-Fuel (Common Rail)

Rail pressure < set value, DBR reduction Check wiring of HP fuel 2.0104.921 (HP fuel control block faulty or leak in high- control block. Check highpressure system). pressure system for leaks. Contact Service if no malfunction can be detected.

85

HI T-Recirculation

Charge-air temperature before Contact Service. recirculation valve too high (limit value 1).

2.0128.931

86

SS T-Recirculation

Charge-air temperature before Contact Service. recirculation valve too high (limit value 2).

2.0128.932

89

SS Engine Speed too Low

Engine stalls. In normal operation the Check for additional engine speed is below the limit set in messages. parameter 2.2500.027 Engine stall speed limit and no engine stop is applied. If this happens, the engine is stopped for safety reasons.

2.2500.030

1 0 0

90

SS No Idling Speed Idling speed was not attained. Start terminated.

Check for additional messages.

2.1090.925

91

SS No Runup Speed

Check for additional messages.

2.1090.924


Runup speed was not attained. Start terminated.

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E532304/00E

3 6 5 8 1 0 0 0 0 0 : D I M I T

161


1 0 0

3 6 5 8 1 0 0 0 0 0 : D I

92

SS No Starter Speed

Starter speed not reached Start terminated. Starter does not turn or turns slowly.

Check for additional messages. Recharge battery. Engine under load: Check fuel supply. Contact Service if no malfunction can be detected.

93

SS T-Preheat

Preheating temperature too low (limit Engine start interlock is 2.1090.922 value 2). Coolant temperature too low for active as coolant engine start. Engine start interlock. temperature is too low for engine start, preheating necessary.

94

LO T-Preheat

Preheating temperature too low (limit Engine start interlock is 2.1090.921 value 1). Coolant temperature too low for active as coolant engine start. temperature is too low for engine start, preheating necessary.

95

AL Priming Fault

Oil priming fault.

Contact Service.

2.1090.920

102

AL Fuel Cons. Counter Defect

Consumption meter faulty.

Replace Engine Control Unit at next opportunity.

1.8004.624

104

AL Eng Hours Counter Defect

Hour meter faulty.


1.8004.623

118

LO ECU Supply Voltage

Supply voltage too low (limit value 1).

Check batteries/ generator.

2.0140.921

119

LOLO ECU Supply Voltage

Supply voltage too low (limit value 2).


2.0140.922

120

HI ECU Supply Voltage

Supply voltage too high (limit value 1).


2.0140.931

121

HIHI ECU Supply Voltage

Supply voltage too high (limit value 2).


2.0140.932

122

HI T-ECU

Electronics temperature too high (limit value 1).

Check engine room ventilation.

2.0132.921

141

AL Power Too High Alarm is triggered if the mean value of the Contact Service. power has exceeded the maximum value stipulated by PR1.1088.001 within the last 24 hours.

1.1088.007

142

AL MCR exceeded 1 hour

1.1088.006

The alarm is triggered if the MCR has been Contact Service. exceeded for more than 1 hour within the last 12 hours.

2.1090.923

M I T

E532304/00E

2010-09


162


176

AL LifeData Not Avail

177

AL LifeData Restore The fault is generated if a CRC is faulty Incomplete (specified for each module) during the restoration data upload (into ADEC) or if the upload is incomplete.

180

AL CAN1 Node Lost Connection to a node on CAN bus 1 failed. Check devices connected 2.0500.680 to CAN.

181

AL CAN2 Node Lost Connection to a node on CAN bus 2 failed. Check devices connected 2.0500.681 to CAN.

182

AL CAN Wrong Parameters

Incorrect parameter values entered in data Contact Service. record.

183

AL CAN No PUData

The selected CAN mode initializes Check devices connected 2.0500.683 communication by means of the PU data to CAN. module. However, the necessary PU data module is not present or is invalid.

184

AL CAN PU-Data Flash Error

A programming error occurred when attempting to copy a received PU data module into the Flash module.

Contact Service.

2.0500.684

186

AL CAN1 Bus Off

CAN controller 1 is in "Bus-Off" status. Automatic switch over to CAN2. Some reasons are, for example, short circuit, major malfunctions or Baud rate incompatibilities.

Contact Service.

2.0500.686

187

AL CAN1 Error Passive

CAN controller 1 has indicated a warning. Contact Service. Some reasons are, for example, no corresponding node, minor malfunctions or temporary bus overload.

2.0500.687

188

AL CAN2 Bus Off

CAN controller 2 is in "Bus-Off" status. Automatic switch over to CAN1. Some reasons are, for example, short circuit, major malfunctions or Baud rate incompatibilities.

Contact Service.

2.0500.688

189

AL CAN2 Error Passive

CAN controller 2 has indicated a warning. Contact Service. Some reasons are, for example, no corresponding node, minor malfunctions or temporary bus overload.

2.0500.689

190

No (appropriate) LifeData Backup System Contact Service. present, after a waiting time after ECU reset. Backup system has no LifeData function or CAN bus connection to backup system is interrupted.

AL EMU Parameter EMU parameters are not supported. Not Supported Incompatibility.


2010-09

Contact Service.

Contact Service.

2.4000.004

2.4000.006

2.0500.682

1 0 0

2.0500.690

E532304/00E

3 6 5 8 1 0 0 0 0 0 : D I M I T

163


201

SD T-Coolant

Coolant temperature sensor faulty. Short circuit or wire break.

Check sensor and wiring (B6), replace as necessary.

1.8004.570

202

SD T-Fuel

Fuel temperature sensor faulty. Short circuit or wire break.


1.8004.572

203

SD T-Charge Air

Charge-air temperature sensor faulty. Short circuit or wire break.


1.8004.571

204

SD Level Lube Oil

Lube-oil level sensor faulty. Short circuit or Check sensor and cabling, 1.8004.602 wire break. replace as necessary.

205

SD T-Coolant Intercooler

Coolant pressure sensor of intercooler faulty. Short circuit or wire break.

Check sensor and cabling 1.8004.574 (B26), replace as necessary.

206

SD T-Exhaust A

Exhaust temperature sensor on A side faulty. Short circuit or wire break.

Check sensor and cabling 1.8004.576 (B4.21), replace as necessary.

207

SD T-Exhaust B

Exhaust temperature sensor on B-side faulty. Short circuit or wire break.


208

SD P-Charge Air

Charge-air pressure sensor faulty. Short circuit or wire break.


1.8004.566

211

SD P-Lube Oil

Lube-oil pressure sensor faulty. Short circuit or wire break.


1.8004.563

212

SD P-Coolant

Coolant pressure sensor faulty. Short circuit or wire break.


1.8004.564

213

SD P-Coolant Intercooler

Intercooler coolant pressure sensor faulty. Check sensor and wiring Short circuit or wire break. (B43), replace as necessary.

1.8004.569

214

SD P-Crankcase

Crankcase pressure sensor faulty. Short circuit or wire break.


1.8004.568

215

SD P-HD

Rail pressure sensor faulty. High pressure Check sensor and wiring regulator emergency operation. Short (B48), replace as circuit or wire break. necessary.

1.8004.567

216

SD T-Lube Oil

Lube-oil temperature sensor faulty. Short circuit or wire break.

1.8004.575

1 0 0

3 6 5 8 1 0 0 0 0 0 : D I M I T

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2010-09



164


219

SD T-Intake Air

Intake air temperature sensor faulty. Short Check sensor and cabling 1.8004.573 circuit or wire break. (B3), replace as necessary.

220

SD Coolant Level

Coolant level sensor faulty. Short circuit or Check sensor and wiring wire break. (F33), replace as necessary.

1.8004.584

221

SD P-Diff Lube Oil

Lube-oil differential pressure sensor faulty. Short circuit or wire break.

Check sensor and wiring (F25), replace as necessary.

1.8004.585

222

SD Level Leakage Fuel

Leak-off fuel level sensor faulty. Short circuit or wire break.


1.8004.582

223

SD Level Coolant Intercooler

Sensor for intercooler coolant level faulty. Check sensor and wiring Short circuit or wire break. (F57), replace as necessary.

1.8004.583

227

SD P-Oil bef. Filter

Sensor for lube-oil pressure before filter faulty. Short circuit or wire break.


228

SD P-Fuel before Filter

Fuel pressure sensor faulty. Short circuit or wire break.


229

AL Stop Camshaft Sensor Defect

Engine stop due to camshaft sensor fault Check sensor and wiring (and a previous crankshaft sensor fault in to B1 connector, replace the same operating cycle). as necessary. Fault is rectified when engine is restarted.

1.8004.562

230

SD Crankshaft Speed

Crankshaft sensor faulty. Short circuit or wire break.

Check sensor and wiring (B13), replace as necessary. Fault is rectified when engine is restarted.

1.8004.498

231

SD Camshaft Speed

Camshaft sensor faulty. Short circuit or wire break.

Check sensor and wiring (B1), replace as necessary. Fault is rectified when engine is restarted.

1.8004.499

232

SD ETC Speed 1

Speed sensor of primary turbocharger faulty. Short circuit or wire break.

Check sensor and wiring (B44.1), replace as necessary.

1.3011.128

Speed sensor of secondary turbocharger Check sensor and wiring faulty. Short circuit or wire break. (B44.2), replace as necessary.

1.3011.129

233

SD ETC Speed 2


2010-09

1 0 0

3 6 5 8 1 0 0 0 0 0 : D I M I T

E532304/00E

165


239

SD P-Diff Fuel

Fuel differential pressure sensor faulty. Contact Service. Only occurs in combination with the “Fuel before filter” or “Fuel after filter” SD alarms.

1.8004.598

240

SD P-Fuel

Fuel pressure sensor faulty. Short circuit or wire break.


1.8004.565

241

SD T-Recirculation

Recirculation temperature sensor faulty. Short circuit or wire break.


1.8004.581

242

SD T-Coolant (R)

Redundant coolant temperature sensor faulty. Short circuit or wire break.

Check sensor and cabling, 1.8004.622 replace as necessary.

244

SD P-Lube Oil (R)

Redundant lube-oil pressure sensor faulty. Check sensor and cabling, 1.8004.621 Short circuit or wire break. replace as necessary.

245

SD ECU Supply Voltage

Internal ECU fault. Electronics faulty.

266

SD Speed Demand

Analog nominal speed setting faulty. Short Check nominal speed circuit or wire break. transmitter, replace as necessary.

2.8006.586

268

SD Spinning Value

Analog skid signal faulty. Short circuit or wire break.

Contact Service.

2.8006.591

269

SD Loadp.Analog filt.

The filtered analog signal from the load pulse is not present. Short circuit or wire break.

Check wiring, replace as necessary.

2.8006.588

270

SD Frequency Input Frequency input faulty. Short circuit or wire Contact Service. break.

2.8006.590

301

AL Timing Cylinder Time-of-flight measuring fault injector Replace injector solenoid A1 cylinder A1: Time-of-flight measured value valve if this occurs extremely low or extremely high. frequently.

1.8004.500

302

AL Timing Cylinder Time-of-flight measuring fault injector Replace injector solenoid A2 cylinder A2 Time-of-flight measured value valve if this occurs extremely low or extremely high. frequently.

1.8004.501

303

AL Timing Cylinder Time-of-flight measuring fault injector Replace injector solenoid A3 cylinder A3: Time-of-flight measured value valve if this occurs extremely low or extremely high. frequently.

1.8004.502

304


1.8004.503

305


1.8004.504

1 0 0

3 6 5 8 1 0 0 0 0 0 : D I M I T

E532304/00E

2010-09

Replace Engine Control Unit.

2.8006.589


166


306


1.8004.505

307


1.8004.506

308


1.8004.507

309


1.8004.508

310

AL Timing Cylinder Time-of-flight measuring fault injector A10 cylinder A10: Time-of-flight measured value extremely low or extremely high.

Replace injector solenoid valve if this occurs frequently.

1.8004.509

311

AL Timing Cylinder Time-of-flight measuring fault injector Replace injector solenoid B1 cylinder B1: Time-of-flight measured value valve if this occurs extremely low or extremely high. frequently.

1.8004.510

312


1.8004.511

313


1.8004.512

314


1.8004.513

315


1.8004.514

316


1.8004.515

317


1.8004.516

318


1.8004.517


1.8004.518

319


2010-09

E532304/00E

1 0 0

3 6 5 8 1 0 0 0 0 0 : D I M I T

167


1 0 0

3 6 5 8 1 0 0 0 0 0 : D I M I T

320

AL Timing Cylinder Time-of-flight measuring fault injector B10 cylinder B10: Time-of-flight measured value extremely low or extremely high.

321

AL Wiring Cylinder Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.520 A1 A10. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When engine is restarted.

322


323


324


325


326


327


E532304/00E

2010-09

Replace injector solenoid valve if this occurs frequently.

1.8004.519


168


328


329


330


331

AL Wiring Cylinder B1

Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.530 B1. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When engine is restarted.

332



333



334



1 0 0

3 6 5 8 1 0 0 0 0 0 : D I M I T


2010-09

E532304/00E

169


335

AL Wiring Cylinder Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.534 B5 B5. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When engine is restarted.

336


337


338


339


340


341

AL Open Load Cylinder A1

1 0 0

3 6 5 8 1 0 0 0 0 0 : D I

Disruption fault in injector wiring to cylinder Check injector wiring for A1. Result: Misfiring. disruption or rule out any discontinuity in the solenoid valve (e.g. by replacing the injector). Fault rectification: After each working cycle.

1.8004.540

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170


342


Disruption fault in injector wiring cyli nder Check injector wiring for A2. Result: Misfiring. disruption or rule out any discontinuity in the solenoid valve (e.g. by replacing the injector). Fault rectification: After each working cycle.

1.8004.541

343



1.8004.542

344



1.8004.543

345



1.8004.544

346



1.8004.545

347



1.8004.546

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348


Disruption fault in injector wiring cylinder A8. Result: Misfiring.

Check injector wiring for disruption or rule out any discontinuity in the solenoid valve (e.g. by replacing the injector). Fault rectification: After each working cycle.

1.8004.547

349


Disruption fault in injector wiring cylinder A9. Result: Misfiring.


1.8004.548

350


Disruption fault in injector wiring to cylinder Check injector wiring for A10. Result: Misfiring. disruption or rule out any discontinuity in the solenoid valve (e.g. by replacing the injector). Fault rectification: After each working cycle.

1.8004.549

351

AL Open Load Cylinder B1

Disruption fault in injector wiring cylinder B1. Result: Misfiring.


1.8004.550

352




1.8004.551

353




1.8004.552

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354


Disruption fault in injector wiring cyli nder Check injector wiring for B4. Result: Misfiring. disruption or rule out any discontinuity in the solenoid valve (e.g. by replacing the injector). Fault rectification: After each working cycle.

1.8004.553

355



1.8004.554

356



1.8004.555

357



1.8004.556

358



1.8004.557

359



1.8004.558

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361

AL Power Stage Low

Internal electronic fault. Electronics possibly faulty. If bit "1.1020.021" (Power Stage Failure: Stop Engine) is set, an engine stop will also occur.

Start ITS. Check 1.8004.496 additional messages if ITS indicates diagnosis "Electronics OK" (e.g. cabling faulty).

362

AL Power Stage high

Internal electronic fault. Electronics possibly faulty. If bit "1.1020.021" (Power Stage Failure: Stop Engine) is set, an engine stop will also occur.


363

AL Stop Power Stage

Internal electronic fault. Electronics faulty. If the “1.1020.021” bit (Power Stage Failure: Stop Engine) is set, an engine stop will also occur.


365

AL Stop MV-Wiring Ground

Injector cabling fault. If bit "1.1020.021" Check wiring, replace (Power Stage Failure: Stop Engine) is set, wiring harness as an engine stop will also occur. Possible necessary. causes: 1. Short circuit of injector positive connection to ground of one or more injectors. 2. Short circuit of the negative injector connection or of one or more injectors to ground.

1.8004.561

371

AL Wiring TO 1

Short circuit or wire break on transistor output 1 (TO 1).

Contact Service.

1.8004.634

372

AL Wiring TO 2


Contact Service.

1.8004.635

373

AL Wiring TO 3


Contact Service.

1.8004.636

374

AL Wiring TO 4


Contact Service.

1.8004.637

381

AL Wiring TOP 1

Short circuit or wire break on transistor output 1, plant-side (TOP 1).

Contact Service.

2.8006.638

382

AL Wiring TOP 2


Contact Service.

2.8006.639

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383

AL Wiring TOP 3


Contact Service.

2.8006.640

384

AL Wiring TOP 4


Contact Service.

2.8006.641

390

AL MCR Exceeded

DBR/MCR function: MCR (continuous maximum rate) was exceeded.

None.

1.1085.009

392

HI T-Coolant Red

Redundant coolant temperature too high (limit value 1)


2.0480.197

393

SS T-Coolant Red

Redundant coolant temperature too high (limit value 2)


2.0480.199

394

LO P-Lube Oil Red

Redundant lube-oil pressure too low (limit Contact Service. 1).

2.0480.297

395

SS P-Lube Oil Red

Redundant lube-oil pressure too low (limit Contact Service. 2).

2.0480.299

396

TD T-Coolant Sens. Maximum coolant sensor deviation. Dev.

Contact Service.

1.0480.193

397

TD P-Oil Sensor Deviation

Maximum P oil sensor deviation.

Contact Service.

1.0480.293

400

AL Open Load Digital Input 1

Line disruption at digital input 1. Wiring faulty or no resistance via switch.

Check cabling. Check resistance via switch. Contact Service if no malfunction can be detected.

2.8006.625

401




2.8006.626

402


Line disruption at digital input 3. Cabling Check cabling. Check faulty or no resistance through the switch. resistance via switch. Contact Service if no malfunction can be detected.

2.8006.627

403




2.8006.628


2.8006.629

404



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405



2.8006.630

406



2.8006.631

407



2.8006.632

408

AL Open Load Emerg. Stop Input ESI

Open circuit at input for emergency stop. Check cabling. Check Cabling faulty or no resistance over switch resistance via switch. Contact Service if no malfunction can be detected.

2.8006.633

410

LO U-PDU

Injector voltage too low (limit value 1).

Execute ECU self-test, replace ECU in case of fault.

2.0141.921

411

LOLO U-PDU

Injector voltage too low (limit value 2).


2.0141.922

412

HI U-PDU

Injector voltage too high (limit value 1).


2.0141.931

413

HIHI U-PDU

Injector voltage too high (limit value 2).


2.0141.932

414

HI Water Level Fuel Water level in fuel prefilter too high (limit Prefilter value 1)

Drain fuel prefilter.

2.0156.931

415

LO P-Coolant Intercooler

Coolant pressure in intercooler too low (limit 1).

Contact Service.

2.0107.921

416

SS P-Coolant Intercooler

Coolant pressure in intercooler too low (limit 2).

Contact Service.

2.0107.922

417

SD Level Water Fuel Prefilter

Sensor for water level in fuel prefilter faulty. Short circuit or wire break


419

SD T-Coolant b.Engine

Coolant inlet temperature sensor faulty. Short circuit or wire break.

Check sensor and cabling 1.8004.604 (B3), replace as necessary.

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420

AL L1 Aux 1

Input signal from Aux 1 has violated limit value 1.

Contact Service.

2.0160.921

421

AL L2 Aux1

Input signal from Aux 1 has violated limit value 2.

Contact Service.

2.0160.922

428

AL L1 T-Aux 1

Temperature signal from Aux 1 has violated limit value 1.

Contact Service.

2.0130.921

430

LO P-Coolant before Engine



2.0168.921

431

SS P-Coolant before Engine



2.0168.922

434

HI T-Coolant before Coolant temperature too high (limit value Engine 1).


2.0173.931

435

SS T-Coolant before Engine



2.0173.932

440

AL L1 P-Aux 1

Pressure signal from Aux 1 has violated limit value 1.

Contact Service.

2.0110.921

442

AL L2 P-Aux1

Pressure signal from Aux 1 has violated limit value 2.

Contact Service.

2.0110.931

444

SD U-PDU

Sensor of injector output stage faulty. Internal fault in ECU-7.

Replace ECU-7.

1.8004.578

445

SD P-Ambient Air

Ambient air pressure sensor faulty.

Contact Service.

1.8004.580

448

HI P-Charge Air

Charge-air pressure too high (limit value 1).

Contact Service.

2.0103.931

449

SS P-Charge Air

Charge-air pressure too high (limit value 2).

Contact Service.

2.0103.932

450

SD Injection Signal Percent

Input signal for start/end torque faulty. Short circuit or wire break.

Check signal transmitter and wiring, replace as necessary. Fault is rectified when engine is restarted.

2.8006.592

454

SS Power Limitation Power reduction activated. Active

None.

2.7000.011

455

AL L1 Aux1 Plant

Input signal from Aux 1 (plant side) has violated limit value 1.

Contact Service.

2.8006.650

456

AL L2 Aux1 Plant

Input signal from Aux 1 (plant side) has violated limit value 2.

Contact Service.

2.8006.651

460

HI T-Exhaust EMU

Exhaust temperature of EMU too high (limit 1).

Contact Service.

2.8006.652

461

LO T-Exhaust EMU Exhaust temperature of EMU too low (limit Contact Service. value 1).


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462

HI T-Coolant EMU

Coolant temperature of EMU has violated Contact Service. limit 1.

2.8006.654

464

SD P-AUX 1

Analog input signal for pressure Aux 1 faulty. Short circuit or wire break.

Check pressure sensor and wiring, replace as necessary.

1.8004.589

467

AL L2 T-Aux1

Temperature signal from Aux 1 has violated limit value 2.

Contact Service.

2.0130.922

468

SD T-AUX 1

Analog input for temperature Aux 1 faulty. Check signal transmitter and wiring, replace as necessary.

1.8004.579

469

SD AUX 1

Analog input signal for Aux 1 faulty. Short Check signal transmitter circuit or wire break. and wiring, replace as necessary.

1.8004.590

470

SD T-ECU

Temperature sensor for ECU faulty. Short Check sensor and cabling, 1.8004.587 circuit or wire break. replace as necessary.

471

SD Coil Current

Actuation of HP fuel control block faulty. Short circuit or wire break.

472

AL Stop SD

Engine stop, as shutdown channels detect Contact Service. “sensor defect".

2.8006.593

473

AL Wiring PWM_CM2

Cable break or short circuit on channel PWM_CM2.

Contact Service.

1.8004.593

474

AL Wiring FO

Cable break or short circuit on channel FO. Contact Service.

2.8006.655

475

AL CR Trigger Engine Stop

Tripped by crash recorder triggering due to engine shutdown.


1.8010.009

476

AL Crash Rec. Init. Error

Initialization error of crash recorder.

Contact Service.

1.8010.007

478

AL Comb. Alarm Yel YELLOW summary alarm from plant. (Plant)

Contact Service.

2.8006.001

479

AL Comb. Alarm Red (Plant)

RED summary alarm from plant.

Contact Service.

2.8006.002

480

AL Ext. Engine Protection

External engine protection function active. Contact Service.

2.0291.921

482

SD T-Exhaust C



483

SD T-Exhaust D



484

HI T-Exhaust C

Exhaust gas temperature (C side) too high Contact Service. (limit value 1).

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2.0133.931


178


485

SS T-Exhaust C

Exhaust gas temperature (C side) too high Contact Service. (limit value 2).

2.0133.932

486

HI T-Exhaust D

Exhaust gas temperature (D side) too high Contact Service. (limit value 1).

2.0134.931

487

SS T-Exhaust D

Exhaust gas temperature (D side) too high Contact Service. (limit value 2).

2.0134.932

488

HI ETC3 Overspeed Speed of 2nd secondary turbocharger too Contact Service. high (limit value 1).

2.3014.931

489

SS ETC3 Overspeed

Speed of 2nd secondary turbocharger too Contact Service. high (limit value 2).

2.3014.932

490

HI ETC4 Overspeed Speed of the 3rd secondary turbocharger Contact Service. too high (limit value 1).

2.3015.931

491

SS ETC4 Overspeed

Speed of the 3rd secondary turbocharger Contact Service. too high (limit value 2).

2.3015.932

492

AL ETC4 Cutin Failure


Contact Service.

1.8004.202

493

AL ETC3 Cutin Failure


Contact Service.

1.8004.203

500

AL Wiring POM Starter 1

A cabling fault in connection of starter 1 of Check connection 1.4500.900 CPM has been detected. This may be due between POM and starter. to a missing consumer, wire break or a short circuit.

501

AL Wiring POM Starter 2

A cabling fault in connection of starter 2 of Check connection 1.4500.901 CPM has been detected. This may be due between POM and starter. to a missing consumer, wire break or a short circuit.

502

AL Open Load POM A line disruption was detected at the Check connection 1.4500.902 Alternator battery-charging connection for the POM. between POM and starter.

503

AL Battery Not Charging

504

AL CAN POM Node POM missing on CAN bus. Lost

Check connection and POM.

1.4500.904

506

AL Low Starter Voltage

The battery voltage is too low for the starting process.

Check starter battery and cabling.

1.4500.906

507

AL POM Error

A general POM fault occurred.

Replace POM.

1.4500.907

508

AL Wrong POM-ID

POM sends a different ID number than expected.

Check POM wiring harness.

1.4500.908

510

AL Override applied Override activated.

Contact Service.

2.7002.010


Battery is not charged by battery-charging Check battery-charging generator. generator and cabling.

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515

AL Starter Not Engaged

Starter on CPM / POM could not be engaged. Repeat start. If the number of automatic start attempts from PR 2.1090.134 Number of Start Attempts is used up then start is canceled.

519

Oillevel Calibration Error

Error writing calibration value into flash or Contact Service. SD of level sensor.

1.0158.921

521

SS P-Lube Oil Mid Val

P-oil mean value from 3 sources, pressure Contact Service. too low (limit value 1).

2.0480.289

523

SS T-Coolant Red Mid Val

T-coolant mean value from 3 sources, temperature too high (limit value 2).

Contact Service.

2.0480.189

524

SS Engine Overspeed Mid Val

Engine overspeed mean value from 3 sources, speed too high (limit value 2).

Contact Service.

2.0480.089

525

SD P-Lube Oil (R2) Redundant lube-oil pressure sensor faulty. Check sensor and cabling, 1.8004.638 Short circuit or wire break. replace as necessary.

526

SD T-Coolant (R2)

Redundant coolant temperature sensor faulty. Short circuit or wire break.


527

TD Engine Speed. Sensor Deviation

Maximum speed sensor deviation.

Contact Service.

528

SD Engine Speed 3. Redundant crankshaft sensor faulty. Short Check sensor and cabling, 1.2500.102 Sensor circuit or wire break. replace as necessary.

529

SS T-Coolant Red2 2nd redundant coolant temperature too Check coolant circuit. high (limit value 2). Check coolant circuit.

2.0480.195

530

SS P-Lube Oil Red2 2nd redundant lube-oil pressure too low (limit value 2).

Contact Service.

2.0480.295

543

AL Multiple FDH Slaves

There is more than one device activated as backup medium for FDH.

Contact Service.

2.0555.005

544

AL Configuration Changed

This fault becomes active in cases in Contact Service. which the system configuration has been changed, e.g. due to replacement of an ECU or a SAM. Fault remains active until changes are revoked or data have been transferred by active maintenance. Fault is then automatically cleared.

2.0555.003

549

AL Power Cut-Off detected

This is an alarm from the emergency stop Contact Service. counter function. ECU operating voltage was switched off while the engine was running. This may lead to overpressure in the HP system which can damage the engine.

2.7001.952

550

SS Engine Overspeed Red2

Redundant engine overspeed (limit value 2).

2.0480.095

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Check CPM, starter and cabling.

Contact Service.

2.1090.926

1.0480.093


180


551

SS Engine Overspeed Camshaft

Engine overspeed, camshaft (limit value 2).

Contact Service.

2.2510.933

555

AL Call MTU Field Data Service

This fault becomes active if a maintenance Contact Service. case has been processed by the ECU Field Data Handling (FDH) feature that results in a change of engine parameters. This fault remains active even after switching off and back on until a valid enabling code is entered via the SAM display and key controls. This enabling code can be requested via the internet using a special procedure.

2.0555.001

576

AL ESCM Override

Violation of corrected MCR or DBR/MCR curve. Engine overload!

1.1075.083

577

SD T-Lube Oil in Oil Oil pan temperature sensor faulty. Short Pan circuit or wire break.


578

AL L1 T-Lube Oil in Oil Pan

Contact Service.

2.0137.921

579

AL MD CAN MD forced idle, node failure (node 3, 4 or Contact Service. Request Idle Speed 5).

2.1063.511

580

AL MD CAN Speed Limitation

MD request speed limit, node failure (node Contact Service. 3, 4 or 5).

2.1063.513

581

AL MD Stop CAN

MD stop CAN, node failure (node 3, 4 or 5).

2.1063.515

L1 T-Lube oil in oil pan violated limit 1.

Contact Service.

Contact Service.

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• • •

Connected SAM incorporates software version Var_1 Ed_1_24 or higher. Crossed Ethernet CAT5 network cable available. PC/notebook with MS Windows Explorer © Web browser and Ethernet network interface available.

The Web feature of the Engine Control Unit can be used to access and view basic information on the Engine Control Unit. It is not possible to modify values. That is why this function does not replace the “DiaSys” dialog system. 1. Open the “View Config. Page” in the minidialog on the SAM. 2. Scroll through the page with the “↓” and “↑” keys until the IP address is displayed. 3. Make a note of the IP address now displayed; e.g. “130.20.50.200”. The SAM does not yet have an IP address if the address displayed is 0.0.0.0. If the address is 127.0.0.1 (loop back), no external access to the device is possible. 4. Contact MTU Service in both cases. The Web feature is not available.

1. Remove the connector cap on SAM connector X5. 2. Plug in the network cable. 3. Plug the network cable into the PC/notebook network interface.

1. Start Windows Explorer ©. 2. Enter the following text in the command line: “http:///vfs/adec1.cgi”, using the address determined in step (→ Step 3.) in place of the . In the example the text would read: “http://130.20.50.200/vfs/ adec1.cgi” Result: The Web page with the transmitted information is displayed.

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The top of the page shows engine/ plant-specific information and the software versions of the corresponding function software for the engine (FSW-M) and plant (FSW A). Not all information is transmitted for some software versions; the affected fields indicate “—MD—”. The Web feature is not programmed at all if all fields show “—MD—”. It is then not possible to display measuring points/values. Application engineering defines which measuring points are displayed at the bottom. The display cannot be changed. 3. If the measured values are not updated dynamically they can be updated using the browser's “Reload” button.

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1

PV001212 ECU Info Text

Digital

2

PV001075 Actual Failure Codes

Digital

3

PV001115 ECU Operating Hours

h

4

PV001801 Speed Demand Analog

5

PV001844 Speed Demand Switches

6

PV001017 Effective Engine Speed Demand

7

PV001012 Speed Demand Source

8

PV001002 Engine Speed

rpm

9

PV001162 Engine Overspeed Limit

rpm

10

PV001026 P-Lube Oil

bar

11

PV001140 T-Lube Oil

°C

12

PV001126 T-Coolant

°C

13

PV001137 T-Coolant Intercooler

°C

14

PV001131 T-Charge Air

°C

15

PV001046 P-Fuel

bar

16

PV001049 P-Charge Air

bar

17

PV001205 Actual Droop

%

18

PV001074 Cylinder Cutout

19

PV001007 Engine Power Reserve

%

20

PV001219 Nominal Power

kW

21

PV001216 Injection Quantity Act.DBR %

%

22

PV001119 Actual Fuel Consumption

l/h

23

PV001120 Daily Fuel Consumption

l

24

PV001121 Total Fuel Consumption

l

25

PV001198 Mean Trip Fuel Consumption

l/h

26

PV001169 T-ECU

°C

27

PV001227 CAN1 Monitored Nodes

Digital

28

PV001228 CAN1 Lost Nodes

Digital

29

PV001193 CAN2 Monitored Nodes

Digital

30

PV001194 CAN2 Lost Nodes

Digital

rpm Digital rpm Digital

Table 5: Values

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•


Engine is stopped and starting disabled.

Isopropyl alcohol

46181

1

1. Check securing screws of cable clamps on the engine and tighten loose screw connections. 2. Make sure that cables the are secured properly and cannot move freely. 3. Check that cable clamps are firm, tighten loose clamps. 4. Replace faulty cable clamps. 5. Check electrical components visually for damage: • connector housing; • contacts; • sockets; • cables and terminals; • plug-in contacts. 6. If cable cores are damaged (→ contact Service. ) 7. Clean soiled connector housing, sockets and contacts with isopropyl alcohol. 8. Make sure that all connectors for the sensors are plugged in correctly.

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Electrical voltage. • Make certain that the power supply to the engine is switched off before starting to work. Ensure that the power supply cannot be switched on unintentionally!

1. Switch off power supply to system. 2. Remove connectors X1, X2 and X4 from the engine governor. 2.1 Release lock (3) of connectors (2). 2.2 Withdraw connectors (2). 3. Switch on power supply. Result: • The engine governor is operable if the diagnostic lamp (1) changes to continuous illumination within 30 seconds after power has been switched on. • If the diagnostic lamp (1) flashes after 30 seconds, replace engine governor (→ Contact Service). • If the diagnostic lamp stays dark, check power supply. 4. Switch off power supply. 5. Refit connectors X1, X2 and X4 on engine governor. 5.1 Plug in connector (2). 5.2 Lock connectors.

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Electrical voltage. • Make certain that the power supply to the engine is switched off before starting to work. Ensure that the power supply cannot be switched on unintentionally! Electrical voltage. • Make certain that the power supply to the engine is switched off before starting to work. Ensure that the power supply cannot be switched on unintentionally!

1. De-energize the plant. 2. Disconnect all connectors on the SAM except for X13. 2.1 Undo screws. 2.2 Disconnect connectors. 3. Switch on supply voltage Result: • SAM is in order when the diagnostic lamp assumes a “steady lit” state within 30 seconds of switching on. • Replace SAM if the diagnostic lamp (1) flashes when 30 seconds have passed. • Check the power supply if the diagnostic lamp remains dark. 4. Switch off supply voltage. 5. Connect all connectors to SAM. 5.1 Plug in connectors. 5.2 Tighten the screws.

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The following devices are equipped with a CAN interface and are therefore defined by a CAN node: • Engine Control Unit • SAM • DIS 10 (if applicable)

Each node number can only be assigned to a bus once.

Engine Control Unit

2

SAM

5

DIS 10 (option)

4

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• • • • • •


Notebook with “DiaSys” software, version 2.41 or higher installed CAN interface available on PC (USB to CAN2 or PCMCIA card TIN-CAN 161 with accessories) Dongle (hardware key) for USB port or parallel interface available Connecting cable between PC CAN interface and SAM, X4 connector (9-pin SUB-D on circular connector) available Current “ECU7INFO.DAT” file available “DIASYS.DAT” file available

1. Establish connection between notebook and SAM (connect CAN interface of notebook with 9-pole SUB-D cable on circular connector to X4 on SAM) 2. Plug in the dongle (hardware key) at the appropriate interface (USB port or parallel interface) 3. Start the “DiaSys” program. 4. Set the language: 4.1 Open the “Tools” menu in the “DiaSys” program. 4.2 Set the user interface language of the program and the language of the parameters under the “Language” option. 4.3 Close the “DiaSys” program and restart. Result: The selected languages are used. 5. Log on as “Customer” or “Service” depending on the dongle used. 6. Select the device to be programmed (“ECU 7” for the governor or “MCS-5/RCS-5” for SAM). 7. Save the “DIASYS.DAT” file (device description, stored on CF card) in a directory of your choice. 8. Read the device description “DIASYS.DAT”: 8.1 Select “File open” 8.2 Select and confirm the directory 9. Create a new engine number (enter the engine number where the devices to be programmed are installed). Enter a random number if the number is not known. 10. Include the engine governor in the “project”.

1. Establish connection to CAN bus. 2. Select device. 3. Select parameters from the list and transfer to the editing list. 4. Edit parameters as specified (application, connection, requirement profile etc.). 1 0 0

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The parameters are written into different types of memory depending on the device concerned. The following applies: • Active: Parameters are written into the device RAM. This means that these parameters are only used in currently running operations, the original values are restored when the device is switched off. • Start value: The data is written into the read-only memory and loaded on switching off and back on again. • Backup: Some devices have a second read-only memory for redundant parameter storage. Data in the second read-only memory (backup memory) may vary from the data in the first read-only memory in this case. Data must therefore be saved separately. 1. For engine governor: Send data to engine governor. Result: All parameters are updated. 2. For SAM: 2.1 Send data SAM. Result: All parameters go to the device. 2.2 Accept data as: “Active” Result: All parameters are written into the RAM. 2.3 Accept data as: “Start value”. Result: All parameters are written into the read-only memory. 2.4 Accept data as: “Backup”. Result: All parameters are written into the second read-only memory (backup memory).

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Different types of system information can be called up on the Service and Application Module (SAM) display. In addition, the engine type and several options must be set, i f required.

The Alarm page appears after switching on. To start the minidialog press the “ESC” and “Enter” buttons at the same time and hold for 5 seconds. The first menu item: “Select Initial Page” of the main menu appears.

The following functions are always valid for the SAM buttons • With the “ENTER” (4) button: • You can navigate to a submenu of the menu item (if available). • You can navigate back to the alarm page (if the menu item does not have a submenu). • For settings, you can confirm the setting shown. • With the ”↑” (2) and “↓” (1) buttons: • You can scroll through the menu items in the main menu. • You can scroll through the menu items in the submenus (if available). • For settings, you can scroll through various settings. • With the “ESC” (3) button: • You can navigate from the submenu back to the main menu. • For settings, you can exit the settings without saving the settings shown.

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1

Value1

PV001115 ECU Operating Hours

0

h

2

Value2

PV001205 Actual Droop

0

%

3

Value3

PV001012 Speed Demand Source

0

digit

4

Value4

PV001074 Cylinder Cutout

0

5

Value5

PV001017 Effective Engine Speed Demand

0

rpm

6

Value6

PV001002 Engine Speed

0

rpm

7

Value7

PV001219 Nominal Power

0

kW

8

Value8

PV001216 Injection Quantity Act.DBR %

0

%

9

Value9

PV001026 P-Lube Oil

0

bar

10

Value10

PV001126 T-Coolant

0

degC

11

Value11

PV001137 T-Coolant Intercooler

0

degC

12

Value12

PV001046 P-Fuel

0

bar

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13

Value13

PV001049 P-Charge Air

0.5

14

Value14

PV001131 T-Charge Air

0

degC

15

Value15

PV001848 Governor Parameter Set Select.

0

digit

1

68051272

Eng. type not defined

2

67829956

12 V 2000 G 25

3

67846340

12 V 2000 G 45

4

67854532

12 V 2000 G 65

5

67870916

12 V 2000 G 85

6

67830020

16 V 2000 G 25

7

67846404

16 V 2000 G 45

8

67854596

16 V 2000 G 65

9

67870980

16 V 2000 G 85

10

67854628

18 V 2000 G 65

11

67871012

18 V 2000 G 85

12

67657928

12 V 4000 G 23

13

67789000

12 V 4000 G 43

14

67920072

12 V 4000 G 63

15

68051144

12 V 4000 G 83

16

67657992

16 V 4000 G 23

17

67789064

16 V 4000 G 43

18

67920136

16 V 4000 G 63

19

68051208

16 V 4000 G 83

20

67658056

20 V 4000 G 23

21

67789128

20 V 4000 G 43

22

67920200

20 V 4000 G 63

23

67920200

20 V 4000 G 63 L

bar

1 0 0

24

68051272

20 V 4000 G 83

25

68051272

20 V 4000 G 83 L

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Workshop Manual

• •

Engine shut down and starting disabled. Operating voltage is not applied.

SAM

X00E50200176

1

1. Unplug all connectors (3, coded and with designation strips) on the SAM (6). 2. Push the two levers (5) to the side in the direction indicated by the arrow to release the l ock. 3. Remove SAM from the top-hat rail (4). 4. Remove the CF board (2) from the SAM. 5. As required. Remove the cassettes with printed circuit boards (1) from the SAM (note installation positions).

1. Place the new SAM on the top-hat rail (4). 2. Push the two levers (5) to the side to engage the lock (position shown in fig.). 3. Connect all cables to the SAM (6). 1 0 0

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4. Insert the CF card (2). 5. If applicable, insert cassettes with printed circuit boards (1) in the new SAM. 6. Activate the power supply. 7. Check that download was successful. 8. If required, confirm the application of the modification of parameters on the CF card.

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The SAM may also be fastened to a mounting plate using four screws. The screws are in the recesses of the SAM housing. 1. Unplug all connectors (coded and with designation strips) on the SAM. 2. Undo and remove the screws. 3. Place the new SAM on the mounting plate. 4. Establish a connection to ground via cable or assembly surface. 5. Fasten SAM with screws.

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Workshop Manual

• •

Engine is shut down. Operating voltage is not applied.

Fuse 15 A

0015319186

2

1. Locate appropriate fuse and replace both fuses if necessary. 2. Grasp the faulty fuse(s) between finger and thumb and pull out. 3. Determine cause of fuse tripping and remedy.

1 SAM 2 F2 for SAM supply – 3 F1 for SAM supply +

1. Carefully place new fuse(s) onto the plug-in socket(s). 2. Press fuse(s) with finger to the stop in their sockets.

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• •

Workshop Manual

Engine is stopped and starting disabled. Operating voltage is not present.

Display DIS 10 Cable ties

1. Undo nuts (6) and remove washers (7). 2. If display is mounted with bracket: 2.1 Slide bracket (5) from stud. 2.2 Do not remove grounding cable (2) from bracket. 3. If display is mounted without bracket: 3.1 Remove the nuts securing the display in the front panel of the console (1). 3.2 Remove grounding cable from stud. 4. Push display through the console opening.

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5. Undo securing screws of connectors (1). 6. Remove cable tie (2) if required. 7. Note down connector assignment. 8. Remove connector (1).

9. Move battery compartment cover (2) to the side. The module MEM is not included in the scope of supply of the display. 10. Extract module MEM (4) and store it for further use.

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Workshop Manual

1. Move battery compartment cover (2) to the side. 2. Install module MEM (4).

3. Connect connectors (1) according to the notes made earlier. 4. Tighten securing screws on connectors (1). 5. Insert display through the console front panel. 6. Secure display (with/without bracket, depending on version). 7. Secure cable (3) with cable tie (2) if required. 8. For versions without bracket: Secure grounding cable to one of the studs.

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Workshop Manual

• •

Engine is stopped and starting disabled. Operating voltage is not present.

New DIS 11 display

The removal procedure is analogous for open control stands. 1. Undo nuts (6) and remove washers (7). 2. If display is mounted with bracket: 2.1 Slide bracket (5) from stud. 2.2 Do not remove grounding cable (2) from bracket. 3. If display is mounted without bracket: 3.1 Remove the nuts securing the display in the front panel of the console (1). 3.2 Remove grounding cable from stud. 4. Push out the display through the console opening.

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The module MEM is not included in the scope of supply of the display. Extract module MEM and store it for further use. 5. Undo Undo screws screws (1) (1) and remo remove. ve. 6. Remove Remove hous housing ing cove coverr (2). 7. Take down connector connector assignment assignment.. 8. Undo securing securing screws screws on on connector connectors s (3). 9. Withdr Withdraw aw conn connect ectors ors.. 10. Remove Remove front front section section of display. display.

1. Remove Remove housing housing cover cover (2) from from the the new display. display. 2. Fit this this housing housing cover cover on the defect defective ive display. display.

1. Instal Installl m modu odule le MEM MEM.. 2. Insert Insert connector connectors s (3) in the the sockets sockets in the front section of the new display. 3. Tighten Tighten securing securing screws screws on conne connectors ctors (3). (3). 4. Place housin housing g cover (2) (2) on the front front section section of the display. 5. Tighten Tighten screws screws (1). Tighten Tighten screws screws successive successively ly and crosswise. 6. Insert Insert the display display through through the console console front front panel. panel. 7. Secure Secure display display (with/withou (with/withoutt bracket, bracket, depending depending on version). 8. For versions versions without without bracket bracket:: Secure Secure grounding grounding cable to one of the studs.

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Appendix A

2 0 0 2 5 0 2 0 0 0 0 0 0 : D I M I T

ADEC

Advanced Diesel Engine Engine Control

Engine governor

AL

Alarm

General alarm

ANSI

American National Standards Standards Institute

Association of American standardization standardization organizations

app

Amplitude peak to peak

Double displacement of amplitude

ATL

Abgasturbolader

Exhaust turbocharger

BR

Baureihe

Series

BV

Betriebsstoffvorschrift

Fluids and Lubricants Specifications, MTU Publication No. A01061/..

CAN

Controller Area Network

Data bus system, bus standard

CPP

Controllable Pitch Propeller

Dcomponent

Differential component of governor

DBR

Drehzahlbegrenzung

Maximum Continuous Rating

DIN

Deutsches Institut für Normung e. V.

German Standardization Organization, at the same time identifier of German standards ("Deutsche IndustrieNorm")

DIS

Display unit

DL

Default Lost

DTS

Depot Test System

ECS

Engine Control System

ECU

Engine Control Unit

EEPR EE PROM OM

Elec Electr tric ical ally ly Era Erasa sabl ble e and and Prog Progra ramm mmab able le Read Only Memory

EPROM ROM

Elect lectri rica call lly y Pro Prog gram rammable able Read ead On Only Memory

EDM

Engine Data Module

EGS

Engine Governing System

EMU

Engine Monitoring Unit

ETK

Ersatzteilkatalog

FPP

Fixed Pitch Propeller

GAC

Governors America Corporation

GCU

Gear Control Unit

GMU

Gear Monitoring Unit

E532304/00E

Alarm: Default CAN bus failure

Spare parts catalog

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204

Appendix A

h

Hour

HI

High

Alarm: Measured value exceeds 1st maximum limit

HIHI

High High

Alarm: Measured value exceeds 2nd maximum limit value

HMI

Human Machine Interface

HT

High Temperature

Hz

Hertz

Icomponent

Integral component of governor

IEC

International Electrotechnical Commission

ICFN

ISO - Continuous ra rating - Fu Fuel st stop po power Power specification in accordance with DIN-ISO 3046-7 - Net

IDM

Interface Data Module

IMO

International Maritime Organisation

IP

International Protection

(DIN 40 050)

ISO

International Organization for Standardization

International umbrella organization for all national standardization institutes

ITS

Integrated Test System

kg

Kilogram

kΩ

Kiloohm

KGS

Kraftgegenseite

Engine free end in accordance with DIN ISO 1204

KS

Kraftseite

Engine driving end in accordance with DIN ISO 1204

LAM

Load Anticipation Module

Module for detecting and connecting load changes

LCD

Liquid Crystal Di Display, Liquid Crystal Device

LCU

Local Control Unit

LED

Light Emitting Diode

LMU

Local Monitoring Unit

LOP subassembly

LO

Low

Alarm: Measured value lower than 1st minimum limit value

LOLO

Low Low

Alarm: Measured value lower than 2nd minimum limit value

LOP

Local Operating Panel

LOS

Local Operating Station

MCR

Maximum Continuous Rate

MCS

Monitoring and Control System

MG

Message

mm

Millimeter


LOP subassembly

Speed-dependent control rack travel limitation

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205

Appendix A

MTU

Motoren- und Turbinen-Union

MΩ

Megaohm

MPU

Microprocessor Unit

OT

Oberer Totpunkt

Pcomponent

Proportional component of governor

P-xyz

Pressure-xyz

PAN

Panel

PCU

Propeller Control Unit

PID

Proportional Integral Di Differential

PIM

Peripheral Interface Module

RCS

Remote Control System

RL

Redundancy Lost

Alarm: Redundant CAN bus failure

SAE

Society of Automotive Engineers

U.S. standardization organization

SD

Sensor Defect

Alarm: Sensor failure

SDAF

Shut Down Air Flap(s)

Emergency air-shutoff flap(s)

SE

Sensor Error

SS

Safety System

Safety system alarm

SSK

Schnellschlussklappe(n)

Emergency air-shutoff flap(s)

T-xyz

Temperature-xyz

Temperature measuring point, xyz indicates measuring point designation

TD

Transmitter Deviation

Alarm: Sensor comparison fault

UT

Unterer Totpunkt

Bottom dead center

VS

Voith Schneider

Propulsion system

WJ

Waterjet

Propulsion system

WZK

Werkzeugkatalog

Tool catalog

ZKP

Zugehörigkeit-Kategorie-Parameter

Numbering scheme for the signals of the ADEC engine governor

Top dead center

Pressure measuring point, xyz indicates measuring point designation

2 0 0 2 5 0 2 0 0 0 0 0 0 : D I M I T

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Appendix A

in

25.4

= mm

ft

0.3048

=m

yd

0.9144

=m

stat. mile

1.609

= km

nm

1.852

= km

yd

3

= ft

yd

36

= in

mm

0.03937

= in

m

3.281

= ft

km

0.6215

= stat. mile

in2

645.16

= mm2

ft2

0.0929

= m2

yd2

0.8361

= m2

stat. mile2

2.5889

= km2

mm2

0.00155

= in2

m2

10.7643

= ft2

m2

1.1960

= yd2

km2

0.3863

stat. mile2

in3

16387

= mm2

ft3

0.02832

= m2

yd3

0.7646

= m2

gallon (U.S.)

3.787

= dm3

gallon (Brit.)

4.546

= dm3


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Appendix A

cm3

0.06102

= in3

m3

35.31

= ft3

dm3

0.2642

= gallon (U.S.)

dm3

0.22

= gallon (Brit.)

ft/s

0.3048

= m/s

stat. mile/h (mph)

1.609

= km/h

knot (Brit.)

1.852

= km/h

m/s

3.281

= ft/s

km/h

0.6215

= stat. mile/h (mph)

km/h

0.54

= knot (Brit.)

lb

0.4536

= kg

oz

28.35

=g

ton

1.016

=t

g

0.03527

= oz

kg

2.205

= lb

t

0.9843

= ton

lb

0.4536

= kp

lb

4.4483

=N

kp

2.205

= lb

N

0.101972

= kp

kp

9.80665

=N

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Appendix A

lb s2/ft4

515.4

= m2

kg/m3

0.00194

= lb s2/ft4

ft l b

1.3563

= Nm

Nm

0.7373

= ft lb

lb/sq in (psi)

703.1

= kp/m2 (mm water column)

lb/sq in (psi)

0.06895

= bar

lb/sq ft

47.883

= Pa

in QS

0.03386

= bar

in QS

345.3

= kp/m2

atm

760

= mm QS

atm

1.0133

= bar

atm

10332

= kp/m2 (mm water column)

atm

1.0332

= kp/cm2 (at)

atm

14.696

= lb/sq in

bar

14.503

= lb/sq in

ft lb s2

1.3563

= kg m2

kg m2

0.7373

= ft lb s2


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Appendix A

ft lb

1.356

=J

kcal

4186.8

=J

BTU

1055

=J

CHU

1899

=J

J

0.7376

= ft lb

J

0.0002389

= kcal

J

0.0009479

= BTU

J

0.00052656

= CHU

PS

0.7355

= kW

HP

0.7457

= kW

BTU/s

1.055

= kW

kcal/h

1.163

=W

HP

550

= ft lb/s

kW

1.36

= PS

kW

1.341

= HP

kW

0.9479

= BTU/s

W

0.8598

= kcal/h

ft lb/s

0.0018

= HP

x °C 3 0 0 3 7 1 2 0 0 0 0 0 0 : D I M I T

= x + 273.15 K

xK

= x − 273, 15 °C

x °F

= 5/9(x − 32) °C

= 5/9(x − 32) + 273.15 K

x °R

= 5/4x °C

= (5/4x) + 273.15 K

E532304/00E

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= 9/5x + 32 °F

= (4/5x) °R

= 9/5(x − 273.15) + 32 °F

= 4/5(x − 273.15) °R = 4/9(x − 32) °R

= (9/4x) + 32 °F


210

Appendix A

mile/gal (U.S.)

0.4251

= km/l

gal/mile (U.S.)

2.3527

= l/km

km/l

2.3527

= mile/gal (U.S.)

l/km

0.4251

= gal/mile (U.S.)

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Appendix A

We provide immediate attention through fast and direct access to our worldwide sales and service network.

Skilled product experts will assist you with knowledge and experience and thus contribute to your business success. For further information on our on-site service, visit: http://www.mtu-online.com http://www.mtu-online.com

With our 24h hotline and the outstanding flexibility of our service staff, we are always ready to assist you - either during operation, for preventive maintenance, corrective work in case of malfunction or changed operating conditions, or for spare parts supply. Your contact in our headquarters: [email protected]

Fast, straightforward and accurate identification of spare parts for your drive plant or vehicle fleet. The right spare part at the right time, at the right place. With this aim in mind, we can call on a globally networked spares logistics system, - a central warehouse at headquarters and on-site stores at our subsidiary companies, agencies and service workshops. Your contact in our headquarters: E-mail: [email protected] [email protected] m Phone: +49 7541 908555 Fax: +49 7541 908121

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Appendix A

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Appendix B

Isopropyl alcohol

E532304/00E

46181

1

2.3.1 Engine wiring – Check (→ Page 184)

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214

Appendix B

SAM

X00E50200176

1

3.1.1 SAM – Replacement (→ Page 195)

Fuse 15 A

0015319186

2

3.1.2 SAM fuse – Replacement (→ Page 197)

Display DIS 10

3.1.3 Display DIS 10 – Replacement (→ Page 198)

Cable ties


New DIS 11 display



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Appendix B

Abbreviations ADEC – Functions Alarm reset Analog display instruments Analog outputs

Binary output test

203 115 72 149 74

Generator exciter boosting on Generator monitoring: DE and NDE bearing temperatures Generator monitoring: Winding temperatures 1 to 3 and BT_OUT15 Generator ready for load acceptance Generator voltage on

89 84

HI charge-air temperature lamp HI coolant temperature lamp HIHI charge-air temperature lamp HIHI coolant temperature lamp

52 50 53 51

Intermittent oil priming

39

LO lube-oil pressure lamp LO P-Fuel pressure lamp

43 68

88 90

91

CAN interfaces CAN node configuration CCB 2 – Technical data Channel assignment – Overview Conversion tables Coolant heating Coolant level sensors -F33 and -F57 Cylinder cutout deactivated (Engine Control Unit)

129 187 148 25 206 47 54 73

Display DIS 10 – Replacement Display DIS 10 – Structure Display DIS 10 – Technical data Display DIS 11 – Replacement Display DIS 11 – Structure Display DIS 11 – Technical data

198 19 150 201 22 152

Manual turning Mode switch 50/60Hz (reserved) MTU contact person / service partner MTU display pages

Overspeed ECS-5 – Use of ADEC ECU – Self-test implementation Engine Control Unit – Web feature Engine cranking without starting (Engine Control Unit) Engine governor Engine lamp"Preheating temperature not reached" Engine start (Engine Control Unit) and starter on Engine stop Engine wiring – Check Exhaust gas temperature A-side and B-side

18 185 181 37

Fan control (binary activation) Fan control (PWM activation) Fault displays Field Data Handling

44 46 155 107

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142 49 30 38 184 79

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42 81 211 132

63

Parameters – Setting with dialog unit Parameter switching

188 82

Rating 1 and 2 Red alarm lamp Room/ambient temperature

83 71 93

Safety system override SAM SAM fuse – Replacement SAM minidialog SAM parameters (overview) SAM – Replacement SAM – Self-test

60 144 197 190 94 195 186


Mtu Sam & Adec e532304_00e

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