MTU_Value Service Tech ni cal Doc umenta ti on
System Description
System documentation
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 including data bases and online services. This handbook is provided for use by maintenance and operating personnel in order to avoid malfunctions or damage during operation. 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 Dept. AST 88040 Friedrichshafen GERMANY
Commissioning Note
Please use block capitals!
Engine No.:
MTU works order No.: Commissioning Note
Engine model:
Date put into operation:
Installation site:
Vessel/type/class / Shipyard:
End user`s address:
Remarks:
Table of Contents
5
1.1.1 Use 1.1.2 ECS-5 Use ADEC –of 1.1.3 Display DIS 10 Structure – 1.1.4 Design –DIS 11
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1.2.1
Channel assignment Overview –
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 1.2.11C 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
Engine start(Engine 30 “Engine running” lamp ControlUnit)andstarteron 36 Enginecrankingwithoutstarting(EngineControlUnit) 37 Engine stop 38 Intermittent oil priming 39 Manual turning 42 LO lube-oil pressure lamp 43 Fan control (binary activation) 44 Fan control (PWM activation) 46 oolant heating 47 Enginelamp"Preheatingtemperaturenotreached" 49 HI coolant temperature lamp 50 HIHI coolant temperaturelamp 51 HIcharge-airtemperaturelamp 52 HIHIcharge-airtemperaturelamp 53 Coolantlevelsensors-F33and-F57 54 Speed demand source 55 Speed demand 57 Safety system override 60 Speed reduction (“Idle Mode“ / “Setpoint speed limitation“ / Fixed speed) 61 Speed droop Activation –2 62 Overspeed 63 Tankfilllevel(daytank/storagetank) 65 LO P-Fuel pressure lamp 68 Water fuel inprefilter 69 Yellow alarm lamp 70 Red alarm lamp 71 Alarm reset 72 Cylindercutoutdeactivated(EngineControlUnit) 73 Analog outputs 74 ExhaustgastemperatureA-sideandB-side 79 Switch 50/60Hz (reserved) 81 Parameter switching 82 Rating and 21 83 Generator monitoring: DE and NDE bearing temperatures 84 Generator monitoring: Winding temperatures 1 to 3 and BT_OUT15 86 Generatorreadyforloadacceptance 88 Generator exciter boosting on 89 Generator voltage on 90 Binary output test 91 Room/ambient temperature 93
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Table of Contents
6
1.2.43 1.2.44 1.2.45 1.2.46 1.2.47
SAM parameters (overview) Field Data Handling CAN interfaces MTU display pages Self-diagnosis (ITS)
94 107 115 118 127
1.3.1 1.3.2 1.3.3 1.3.4 1.3.5 1.3.6
Engine governor SAM CCB Technical –2 data Analog display instruments DisplayDIS10–Technicaldata DIS 11 Technical – data
128 130
2.1.1
Fault displays on display SAM
141
2.2.1
EngineControlUnit–Webfeature
166
2.3.1 2.3.2 2.3.3 2.3.4 2.3.5
Engine cabling Check – ECU–Self-testimplementation SAM Self-test – CAN node configuration Parameters–Settingwithdialogunit
169 170 171 172 173
2.3.6
SAM minidialog
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 –
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175
181 183 184 187
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Functional Description
• • • •
7
Control of the engine. Monitoring of operating states. Closed-loop control of fuel injection and engine speed (depending on operating state). Indication of faulty operating states (display SAM).
3 0 0 8 8 3 7 1 0 0 0 0 0 : ID IM T
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CC Customer Controller — System I/O Terminal block (OEM) for inputs and outputs SAM Service and Automation Module (SAM)
P Plant E Engine ADEC Engine Control Unit
G Battery-charging gen erator M Starter
3 0 0 8 8 3 7 1 0 0 0 0 0 : ID IM T
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• • • • • • • • •
9
Electronic engine management and control. Monitoring of inadmissible engine operating states. Display of fault messages and fault codes. Connecting cable for power supply to Engine Control Unit. Connecting cable for connection to a higher-level genset control system. Hardware interfaces to a higher-level control system (option). Inputs for customer sensors (option). Engine safety features including engine shutdown. Integral fault diagnostic system ITS.
•• Integral load profile recorder. Speed droop switching possible with engine running. • Straightforward Engine Control Unit replacement. • Engine data and interface data are saved in the SAM. • Complete automatic software download following connection of a new, unprogrammed Engine Control Unit. • ECMS — Engine Side Condition Management System Automatic engine power reduction as a function of: • Intake air temperature • Operating site (e.g. altitude above sea level) • Other parameters
3 0 0 8 8 3 7 1 0 0 0 0 0 : ID IM T
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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 3 0 0 8 8 3 7 1 0 0 0 0 0 : ID IM T
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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
3 0 0 8 8 3 7 1 0 0 0 0 0 : ID IM T
11
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.
3 0 0 8 8 3 7 1 0 0 0 0 0 : ID IM T
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• Contain all parameter modifications which deviate from the default settings (D = binary; A = analog ). • Currently: No D Params.dat
• Contains the node numbers of the components and other system information.
• Contains the process variables and their names (also contains fault messages which appear without text in the SAM minidisplay).
3 0 0 8 8 3 7 1 0 0 0 0 0 : ID IM T
• 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 display instruments are used. They all feature white numbers on a black background and are illuminated from behind (backlit/red). The speed instrument comes from the Ø85 mm series, the other three come from the Ø52 mm series.
3 0 0 8 8 3 7 1 0 0 0 0 0 : ID IM T
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1
Temperature gage
2
Pressure gage
3
Tachometer
to 0 120 °C 10 to bar 0 3000 to0 rpm
3 0 0 8 8 3 7 1 0 0 0 0 0 : ID IM T
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GCS Generator Control System
The devices are equipped with a CAN bus for transmitting data between the individual subsystems. This CAN bus is redundant in design. The CAN bus is a standard field bus for automation technology which allows communication between the various systems and devices providing that they are equipped with a CAN bus interface.
Tasks: • Receiving plant signals (desired speed) and commands from higher-level control systems. • Output of all measured values/limit values for the Monitoring and Control System. • Output of alarms for sig naling and evaluation in the Monitoring and Control System. • Output of signals relevant to engine management.
3 0 0 8 8 3 7 1 0 0 0 0 0 : ID IM T
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1 2 3 4 5
DIS 10 (option) SAM Engine Control Unit Battery To engine sensors
17
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.
3 0 0 8 8 3 7 1 0 0 0 0 0 : ID
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.
IM T
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 signals.
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Central control and monitoring device for the engine • Communication with other devices and higher-level systems via CAN bus. • Control of in jection system. • Up to 20 injectors can be controlled. • Acquisition and evaluation of engine operating states. • Monitoring of limit values. • Self-monitoring and diagnostics, • Integral status/fault display • Fault memory • Extensive I/O features: • Customer side 14 inputs, 7 outputs, 2 serial interfaces, • Engine side 39 inputs, 28 outputs, 1 serial interface • Engine and plant related settings in Flash memory • Initiation of power reduction, engine stop or emergency engine stop can be configured for cautionary states conditions and limit value violations. • Diagnostics via CAN interface (default CAN1, connection facility for dialog unit). Software structure: • One data record for engine software • One data record for plant software
1 0 0 7 7 3 7 1 0 0 0 0 0 : ID IM T
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1 Display 2 Function keys F1 to F5
19
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 side of the unit. The battery compartment and the memory module (MEM) are arranged under a cover at the back side of the unit. 2 0 0 5 6 7 8 0 0 0 0 0 0 : ID IM T
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1 Terminal block ST 1 2 Terminal block CAN 2 3 Terminal block CAN 1
4 Sub-D-Multiple-pin Connector COM 1 (25-pin) , RS232/RS422 5 Sub-D-Multiple-pin Connector COM 1 (9-pin) , RS232/RS422 6 Memory module (MEM)
7 Battery
Three terminal blocks (1), (2) and (3) as well as the two D-Sub multiple pin connectors (4) and (5) are located on the rear side of the display. • Terminal block ST 1 (1) for op erating voltage connection (+24 V DC), floating relay output for horn • Terminal block CAN 2 (2) for CAN 2 (redundant bus) connection • Terminal block CAN 1 (3) for CAN 1 (default bus) connection • Sub-D multiple pin connectors (4), RS 422 interface for connection of modem (for remote diganosis) or of a cable for a direct connection to a service PC • Sub-D multiple pin connectors (5) 9-pole RS 232 interface for connection of modem (for remote diganosis) or of a cable for a direct connection to a service PC
2 0 0 5 6 7 8 0 0 0 0 0 0 : ID IM T
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Functional Description
1 Housing lower section 2 Gasket 3 Printed circuit board IDB
21
4 Adapter plate 5 Display 5.7` 6 Gasket
7 Housing upper section
2 0 0 5 6 7 8 0 0 0 0 0 0 : ID IM T
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1 Display 2 Function keys F1 to F5
3 Housing upper section 4 Housing lower section
5 Cable glands 6 M4 stud
The display complies with ISO standard 9001 (quality assurance in design, development, production, installation and service). Furthermore, the equipment provides CE compliance according to the following guidelines: • Directive 89/336/EEC – Directive on electromagnetic compatibility- dated May 3, 1989 with amendment dated April 28, 1992 (guideline 92/31/EEC) • Directive 73/23/EEC - Low voltage directive - dated February 19, 1973 with amendment dated July 22, 1993 (directive 93/68/EEC) The plug-in connections are accessible from the rear side of the unit. The battery compartment and the memory module MEM are located under a cover on the back side of the unit. 2 0 0 5 3 6 8 0 0 0 0 0 0 : ID IM T
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Functional Description
1 Terminal block ST 1 2 Terminal block CAN 2 3 Terminal block CAN 1
23
4 Sub-D pin connector COM 1 (25– pole) , RS 232 / RS 422 5 Sub-D pin connector COM 1 (9– pole) , RS 232 / RS 422 6 Battery
7 MEM module
Three terminal blocks (1), (2) and (3) as well as the two D-Sub multiple pin connectors (4) and (5) are located on the rear side of the display. • Terminal block ST 1 (1) fo r supply voltage connection (+24 V DC), floating relay output for horn • Terminal block CAN 2 (2) for CAN 2 (redundant bus) connection • Terminal block CAN 1 (3) for CAN 1 (default bus) connection • Sub-D multiple pin con nectors (4), RS 422 interf ace for connection of modem or of a cable for a direct connec tion to a service PC • Sub-D multiple pin connectors (5) 9-pole, RS 232 interface for connection of modem or of a cable for a direct 2 0 0 5 3 6 8 0 0 0 0 0 0 : ID
connection to a service PC
IM T
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1 2 3 4
Blanking plug Cable gland Housing for cable entries Sintered filter
5 6 7 8
Housing lower section Seal Printed circuit board IDB Adapter plate
9 Display 10 Washer 11 Housing upper section
2 0 0 5 3 6 8 0 0 0 0 0 0 : ID IM T
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A_IN1
PT100 measuring input
A
A_IN2
PT100 measuring input
A
A_IN3
PT100 measuring input
AIN T-Exhaust A (→ Page 79)
PV006010
1
AIN T-Exhaust B (→ Page 79)
PV006020
2
A
AIN Temp. Bearing Generator DE (→Page84) PV006030
3
AIN Temp. Bearing Generator NDE (→Page84) PV006050
4
A_IN4
PT100 measuring input
A
A_IN5
PT100 measuring input
A
AIN T-Winding 1 (→ Page 86)
PV006070
5
A_IN6
PT100 measuring input
A
AIN T-Winding 2 (→ Page 86)
PV006080
6
A_IN7
PT100 measuring input
A
AIN T-Winding 3 (→ Page 86)
PV006090
7
A_IN8
PT100 measuring input
A
AIN T-Ambient (→ Page 44)
PV006100
8
A_IN_ISO1
0-10V input, isolated
A
Level Day-Tank Volt (→ Page 65)
PV005355
9
A_IN_ISO3
0-20mA input, isolated
A
Level Day-Tank mA (→ Page 65)
10 PV005350 (→ Page 65)
A_IN_ISO2
0-10V input, isolated
A
Level Storage-Tank Volt
A_IN_ISO4
A
Disable Cylinder Cut Out 1 (→Page73)
PV005365
11
PV005360
12
B_IN1
Floatinginput
B
B_IN2
Floatinginput
B
BinaryOutputTest(→Page91)
PV005020
22
B_IN3
Floatinginput
B
TestOverspeed(→Page63)
PV005040
23
B_IN4 B_IN5
2 0 0 0 9 4 6 1 0 0 0 0 0 : ID
0-20mA input, isolated
(→Page65) Level Storage-Tank mA (→Page65)
Floatinginput Floatinginput
B B
Intermittent Oil Priming (→Page39)
PV005060
24 25
B_IN7
Floatinginput
B
B_IN8
Floatinginput
B
Water In Fuel Prefilter 2 (→Page69)
B_IN9
Floatinginput
B
B_IN10
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Floatinginput
B
21
Mode Switch 50/60Hz (optional) (→Page81) PV005065 Water In Fuel Prefilter 1 (→Page69)
IM T
PV005001
Alarmreset(→Page72) FAN Control Manual On (→Page44)
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PV006110
27
PV006120
28
PV005026 PV005030
29 30
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Functional Description
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Gov. Para. Set Selection (→Page82)
B_IN11
Floatinginput
B
B_IN12
Floatinginput
B
Droop2(→Page62)
B_IN19
Floatinginput
B
RatingSwitch1(→Page83)
PV005070
39
B_IN20
Floatinginput
B
RatingSwitch2(→Page83)
PV005080
40
P_IN4
Non-floatinginput
B
Fuel Pump enabled via Input (→Page65)
P_IN7
Non-floatinginput
B
ManualTurning(→Page37)
PV005090
47
BT_OUT1
Transistor output HI
B
Overspeed Alarm (→ Page 63)
PV005100
49
BT_OUT2
Transistor output HI
B
T-Coolant Warning (→ Page 50)
PV005110
51
BT_OUT3
TransistoroutputHI
B
T-CoolantStop(→Page51)
PV005120
53
BT_OUT4
Transistor output HI
B
T-Charge Air Warning (→Page52)
BT_OUT5
Transistor output HI
B
BT_OUT6
Transistor output HI
B
Level CW Intercooler Stop (→Page54)
PV005150
59
BT_OUT7
Transistor output HI
B
Level Coolant Water Stop (→Page54)
PV005160
61
BT_OUT8
TransistoroutputHI
B
FAN2on(→Page44)
T-Charge Air Stop (→ Page 53)
T-Preheat Not Reached (→Page49)
PV005050 PV005052
31 32
PV005312
44
PV005130 PV005140
PV005170 PV005180
55 57
63
BT_OUT9
Transistor output HI
B
65
BT_OUT10
Transistor output HI
B
BT_OUT11
Transistoroutput HI
BT_OUT12
Transistor output HI
BT_OUT13
Transistor output HI
B
Load Assumption Ready (→Page88)
PV005220
73
BT_OUT14
Transistor output HI
B
P-Priming Not Reached (→Page39)
PV005230
75
PV005240
77
P-Lube Oil Warning (→ Page 43)
PV005190
67
B
EngineRunning(→Page 36)
PV005200
69
B
Fuel Pressure Alarm (→ Page 68)
PV005210
71
BT_OUT15
Transistor output HI
B
T-Generator Warning (→Page84)
BT_OUT16
Transistor output HI
B
Subsidiary Excitation On (→Page89)
PV005250
79
BT_OUT17
Transistor output HI
B
Generator Voltage (→ Page 90)
PV005260
81
BT_OUT18
Transistor output HI
B
Circulating Pump On (→ Page 47)
PV005270
83
BT_OUT19
Transistor output HI
B
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85
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BT_OUT20
Transistor output HI
B
REL1
Relayoutput
B
PrimingPumpOn(→Page39)
REL2
Relayoutput
B
FuelPumpOn(→Page65)
REL3
Relayoutput
B
REL4
Relayoutput
B
PWMOut1 A_OUT1 A_OUT2
PWMoutput
0-10V output
FAN1on(→Page44)
PV005290
87
PV005300
89
PV005310 PV005320
ShutterOpenOutput(→Page44)
91 93
PV005330
95
Fan Control Fan 3 OUT (→Page46)
PV005340
97
A
Instrument 1 Engine Speed (→Page74)
PV007010
101
A
Instrument 2 T- Coolant (→Page74)
PV007020
103
PV007030
105
–
0-10V output
Day-Tank Level LO (→ Page 65)
A_OUT3
0-10V output
A
Instrument 3 P- Lube Oil (→Page74)
A_OUT4
0-10V output
A
Instrument 4 P- Fuel after filter (→Page74)
PV007040
107
A_OUT5
0-10V output
A
Instrument 5 P- Charge Air (→Page74)
PV007050
109
Instrument 6 T- Charge Air
2 0 0 0 9 4 6 1 0 0 0 0 0 : ID IM T
A_OUT6 A_OUT7
0-10V output 0-10V output
A A
A_OUT8
0-10V output
A
IGI
Emergency stop (via IGI switch-off)
DI1
Enginestop(→Page38)
DI2
Speeddroop2(→Page62)
DI3
Fixedspeed(→Page61)
DI4 DI5
Alarmreset(→Page72) Speedincrease(→ Page57)
DI6
Speeddecrease(→ Page57)
DI7
Enginestart(→Page30)
DI8
Override(→Page60)
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(→Page74) PV007060 Instrument 7 T- Fuel (→ Page 74) PV007070 Instrument 8 Fan Control 3 (→Page74)
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AI1
Speed setting current/voltage (→ Page 57)
FIP
Speed setting frequency (→ Page 57)
TOP1
Yellow alarm (→ Page 70)
TOP2
Red alarm (→ Page 71)
TOP3
Shutdown due to low lube-oil pressure
TOP4
Configurable: “Engine running” or “Speed window”
AO1
Coolant temperature
AO2
Lube-oil pressure
LSI1
Coolant level
F33
F33
LSI3
Intercoolercoolant level
TI1
Coolant temperatureB
TI2
Charge-airtempera‐ ture
B9
B9
2
TI3
Low-pressurefuel temperature
B33
-
2
TI3
Rail fuel temperature -
TI6
Intercoolercoolant temperature
-
7
F57
6
7
B6
B33
2
2 0 0 0 9 4 6 1 0 0 0 0 0 : ID
2
IM T
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TI7
Lube-oil temperature
B7
B7
2
PI2
Crankcase * pressure -
PI3
Fuelpressureafterfil‐ ter
PI4
High-pressure fuel
-
B48
6
PI5
Lube-oil pressure
B5
B5
3
PI7
Charge-air pressure
B10
B10
5
PI9
*Oilpressureforrefill pump
-
B54
3
ASI1
Crankshaft speed
B13
B13
1
ASI2
Camshaft speed
B1
B1
1
B50 -
B34
PWM_CM1
CommonRailpump
IO1...20
Injectors
4
2 0 0 0 9 4 6 1 0 0 0 0 0 : ID IM 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: •• Saved non-stored start Type ofor stop • Monitoring of coolant temperature • Oil priming • Binary output for starter • Permissible time until starter speed is reached • Permissible time until release speed is reached • Permissible time until idle speed is reached • Start locking time • Manual turning The engine can be started via binary input DI_7 (ECU) "Engine start" or via the external CAN bus interfaces. Activation starts the automatic start sequence for the engine (internal starting sequence in the Engine Control Unit).
The starting sequence is started by the Engine Control Unit when the start conditions are fulfilled. The starter is activated by the TOP 4 output.
2 0 0 1 9 4 6 1 0 0 0 0 0 : ID IM T
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* Priming prior to starting is not used for standard gensets
This diagram (status diagram) shows the conditions under which the Engine Control Unit assumes the states S1 to S9: • S0 Status engine running • S1 Status engine stationary • S2 Status priming • S3 Status waiting for start • S4 Status starting • S5 Status starter speed • S6 Status starting attempts • S7 Status starter disengagement speed • S8 Status idle speed • S9 Status start termination 2 0 0 1 9 4 6 1 0 0 0 0 0 : ID IM T
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-stored start • as a stored start 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 coolant temperature is monitored. If one of the two limit values is undershot (LO T-preheating for the first limit value and SS T-preheating for the 2nd limit value), a corresponding alarm is issued. If the second limit value is undershot, a stop request is generated and the starting sequence is terminated. Prerequisites for start termination: • Parameter Preheat L2 Aborts Start 2.1090.307 is set • and no override is pending or • parameter T-Preheat L2 Override Possible 2.1090.308 is not set This query is also made even if no internal starting sequence is programmed (parameter 2.1090.100 is not set). This prevents an engine start in all cases when the coolant temperature is too low (exception: Override). In most cases, an alarm is not desired when the engine is stationary. The parameter coolant alarm suppression/engine stationary 2.1090.106 can be set for this purpose. This means that coolant temperature monitoring is not started until after a start request. The subsequent reaction of the Engine Control Unit then corresponds once again to the case described above. When the respective limit values (plus hysteresis value) are reached, the corresponding alarms are reset and their displays are deleted. Limits and hysteresis values are specified via the four parameters 2.1090.303, 2.1090.304, 2.1090.305 and 2.1090.306 (refer also to the table below).
Priming prior to starting (S2, S3) is not used for standard gensets Parameter 2.1090.103 is used to specify that priming is to be carried out (prerequisite: Lube-oil priming pump avail‐ able). Priming can either be carried out automatically or manually (by setting parameter 2.1090.104). In this case, a binary input can be assigned the function "Manual priming". The lube-oil priming pump can be activated in two different ways: • via the plant by sending a corresponding CAN telegram • via an Engine Control Unit output One of the Engine Control Unit outputs must be assigned accordingly in this case; an output would have to be assigned with 2.1090.014 (the corresponding CAN telegram is also sent in this case, although it does not need to be evaluated by the plant).
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Functional Description
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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 corre‐ sponding indicator lamp goes out. At this time, the starter is released and the Engine Control Unit waits for feedback confirming that idle speed has been reached.
Parameter 2.1090.137 is used to specify the time within which the engine has to reach idle speed. If this speed is not reached, engine start is canceled and a corresponding fault message is issued. The memory for the number of starting attempts is now deleted.
The starting procedure is terminated under the following conditions: • Priming limit value not reached within the specified time and no override active • Start request is not issued within the maximum waiting time after priming • Number of possible starting attempts is exceeded • Starter speed not reached within specified time • Release speed not reached within specified time • Idle speed not reached within specified time In the event of a start termination, restart is only possible after the start lock time (adjustable using parameter 2.1090.138) has elapsed. The start lock time can be reset by applying an external stop signal. A prerequisite for this is that parameter 2.1090.102 is set. 2 0 0 1 9 4 6 1 0 0 0 0 0 : ID IM T
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
EngineStartSignalMode
0-StartviaexternalCANdeacti‐ vated 1 - Start via external CAN possible
The following table the numbers of be all entered. parameters belonging to the internal starting procedure. The orderspecific settings for specifies genset applications can
2.1090.100
Usinginternalstartprocedure
S1
2.1090.101
Stored start
2.1090.102
Stopdeletesstartlockingtime
S1
2.1090.103
Primingduringenginestart
S2
2.1090.104
Manual priming
2.1090.105
Enable manualturning
2.1090.106
Coolant alarm suppression/engine is stationary
2.1090.131
Starterspeedtobereached
2.1090.132
Timeuptostarterspeed
2.1090.133
Starter pause
2.1090.134
Numberofstartingattempts
2.1090.135
Starter release speed
2.1090.136
Timeuptoreleasespeed
2.1090.137
Time up to idle speed
2.1090.138
Restartinglockingtimeafterenginestop
S9
2.1090.303
T-preheatingL1limitvalue
-
2.1090.304
T-preheatingL1hysteresis
2.1090.305
T-preheatingL2limitvalue
2.1090.306
T-preheatingL2hysteresis
-
2.1090.307
T-preheatingL2starttermination
-
2.1090.308
T-preheatingL2overridepossible
-
S1
S2 S1 S6 S6 S6 S6 S7 S7 S8
-
2 0 0 1 9 4 6 1 0 0 0 0 0 : ID
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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Functional Description
35
2.1090.921
LO T-Preheat
S1
2.1090.922
SS T-Preheat
2.1090.923
SSStarterSpeedNotReached
2.1090.924
SSReleaseSpeedNotReached
2.1090.925
SSIdleSpeedNotReached
S8
2.1090.926
ALStarter Not Engaged
-
S1 S6 S7
2 0 0 1 9 4 6 1 0 0 0 0 0 : ID IM 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 : ID IM T
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The engine can be cranked via the P_IN7 SAM binary input. Fuel injection is suppressed. The signal is transmitted directly to the Engine Control Unit. The function is executed and controlled by the Engine Control Unit. This function can be activated via the SAM parameter 546. Prerequisites for cranking the engine are: • Engine is at standstill • Start timeout has expired During engine cranking a check is made to ensure that the starter speed is reached within a specified period. Otherwise engine cranking is stopped. The maximum duration of this operation is specified in an ADEC parameter (to avoid overheating of the starter). When this time has expired, engine cranking is automatically stopped, if the CAN signal has not already been terminated. The function is monitored and controlled by the Engine Control Unit. The required settings must therefore be made in the Engine Control Unit.
P_IN7
PR546
Crank engine without starting
0
Binary
Manualcrankingactive
0-Crankenginewithoutstarting not possible 1 - Crank engine without starting possible
PR 2.1090.105
Depends on Binary ordered engine
Enable Manual Turning Binary
-
2 0 0 3 9 4 6 1 0 0 0 0 0 : ID IM T
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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.
ECUDI1
Enginestop
CANopen CAN J1939
PR531
0
Binary
EngineStopSignalMode 0-ECUdefault 1 - Additional stop signal via CAN active
PR 2.7001.009
Depends on Binary ordered engine
StartSignalStored
-
3 0 0 4 9 4 6 1 0 0 0 0 0 : ID IM T
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Intermittent oil priming involves cyclical lubrication of the engine when at standstill by repeatedly activating the elec‐ trical lube-oil priming pump (prelube pump) for a certain period. Intermittent oil priming can only be set when a starting sequence is configured as it is otherwise not possible to ensure that the lube-oil priming pump and the starter are not activated simultaneously. Too much power is used if the lube-oil priming pump and the starter are switched on at the same time. The lube-oil priming pump is activated with the engine at a standstill on expiry of the configurable interval 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)oil2.1090.204 CAN Intermittent Oiltarget Priming. When the pressure reaches the priming 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 pPriming is reached. The lube-oil priming pump is switched off when the priming time tPriming 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 time regardless of the priming sequence itself. Alarm "95 - AL Prelubrication Fault" is output if the measured oil pressure value fails to reach the configurable limit value pAlarm within the configurable period t Alarm, based on the assumption that the pump is faulty. It is possible that the alarm pressure pAlarm 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 TAlarm. The pump keeps running until the maximum priming time tmax has been reached.
Both oil pressure limit values pPriming and pAlarm are differential values of the oil pressure pOil just before the lube-oil priming pump is switched on.
Intermittent oil priming is interrupted by a start instruction (2.1090.024 Engine Start Instruction), a request for manual cranking (2.1090.061 Manual Turning Request) or external engine start (1.2500.031 Engine is stopped). The priming cycle is reactivated commencing with the priming interval as soon as these conditions no longer apply and the engine is at a standstill.
2 0 0 5 9 4 6 1 0 0 0 0 0 : ID IM 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 tInterval phase has expired.
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tVS Priming period tmax Maximum priming time
tAlarm Time for configurable limit value tPause Interval period
2.1090.142
PrelubricationPeriod
2.1090.150
PrelubricationInterval
min
30
2.1090.151
P-LubeOilPrelubricationLimit
bar
0.80000
2.1090.155
P-LubeOilPreLubeAlarmLimit
2.1090.156
TimetoPreLubeAlarmPressure
2.1090.157
T-LubeOilPreLubeAlarmLimit
2.1090.159
MaximumPrelubricationPeriod
2.1090.107
EnableIntermittentOilPriming
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s
pVS Target oil pressure pAlarm Alarm pressure
2010-09
bar s
20.000
0.20000 99.000
°C s Binary
70.00
2 0 0 5 9 4 6 1 0 0 0 0 0 : ID
100.000 1
IM T
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1.0100.001
P-LubeOilAfterFilter
p
1.0125.001
T-Lube Oil
2.1090.055
Requestpriming
Primingrequest
2.1090.024
Enginestartinstruction
Startinstruction
2.1090.061
Requestformanualturning
1.2500.031
Engineatstandstill
Oil
T
Oil
TURNING Enginestationary
The lube-oil priming pump is controlled via the BR_OUT1 binary SAM output. It can be switched on manually via SAM input B_IN4 or via the external CAN bus. The “Lube-oil priming pump on” signal is then transmitted as a message via the SAE J1939 CAN bus interface. The function is monitored and controlled by the Engine Control Unit. The required settings must therefore be made in the Engine Control Unit. The “oil priming pressure not reached” message is displayed via the BT_OUT14 SAM transistor output. Furthermore, the output is activated (if set) via the binary output test function (→ Page 91).
B_IN4
Lube-oil priming pump “manual switch on”
PR 63
1
Binary
BIN_OUT_TEST Warn. P-Priming
0 - Output not active for test
PR70
0
Binary
BIN_OUT_TESTPrimingPump ON
0 - Output not active for test
Priming Pump On Signal Mode
= 0 - Priming Pump On not Active;
1 - Output active for test
PR544 1
Digital
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
2 0 0 5 9 4 6 1 0 0 0 0 0 : ID IM T
BR_OUT1
Lube-oil primingpump “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 2 3 4 9 1 0 0 0 0 0 : ID IM T
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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 : ID IM 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 louvers.
Fan 1 is activated via SAM relay output REL_OUT3. Measurables for activation are the ambient temperature (→ Page 93), which is acquired by the analog SAM input A_IN8 and the engine coolant temperature. Ambient temperature: The switching thresholds are set by SAM parameters 154 and 156. A default temperature of 0°C is set if analog input measuring is not available or if the sensor signal fails. Engine coolant temperature: Control via the ambient temperature (→ Page 93) is deactivated by the Engine Running signal (received from the Engine Control Unit). Fan 1 now responds like fan 2. The fan is also switched on with the “Manual fan on“ switch.
Fan 2 is activated via SAM transistor output BT_OUT8. The only measurable serving activation is the engine coolant temperature which is acquired by the Engine Control Unit. The switching threshold is set by SAM parameter 157. The fan is also switched on • with the “Manual fan on“ switch, • automatically by the “Engine Running” signal (received from the Engine Control Unit) on expiry of an adjustable timeout (SAM parameter 152).
The louvers are activated via SAM relay output REL_OUT4. The only measurable serving activation is the ambient temperature (→ Page 93) which is acquired by SAM input A_IN8. The switching thresholds (opening/closing) are set via SAM parameters 153 and 155. The louvers are also activated by • the Manual Fan On signal at the SAM binary input, • the Manual Fan On signal from the external CAN bus, • the Engine Running signal (from the Engine Control Unit).
B_IN10 SAEJ1939CANopen A_IN8
REL3 BT_OUT8 REL4
© MTU Friedrichshafen GmbH
FAN Control Manual On FANControlManualOn AIN T-Ambient Air
2 0 0 7 9 4 6 1 0 0 0 0 0 : ID
on 1FAN on FAN 2 Shutter Open Output
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PR150
45
0
Binary
FanControlActivation
0-Fancontroldeactivated 1 - Fan control activated
PR151
0
Binary
FanControlModeSelect
PR152
120
sec
FanControlDelayTime
0-Fan1+louverscontrolled, 1 - Fans 1 and 2 + louvers controlled 0-600seconds
PR 153
28
°C
Fan Level 1Control Temperature
0-100°C
PR 154
32
°C
Fan Control Temperature Level 2
0-100°C
PR 155
3
°C
Fan Control Temp. Hysteresis 1 1-50°C
PR 156
3
°C
Fan Control Temp. Hysteresis 2 1-50°C
PR157 PR543
1
°C
FanControlT-CoolantLevel
Binary
ManualFanOnSignalMode
0-Nofanactivation 1 - Binary fan activation 2 - CAN bus fan activation 3 - Binary and CAN bus fan activation
2 0 0 7 9 4 6 1 0 0 0 0 0 : ID IM T
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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 0100 %
PWM1
PR040
Fan Control Fan OUT 3
3
Digital
ConfigPWM_OUT1
0-Outputisdeactivated 1 - PWM output 2 -Binary output 3 - PWM current output
PR041
250
Hz
FrequencyPWM_OUT1
FrequencyPWM_OUT1inHz,(0-1000 Hz)
PR160
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 PR163
0 0-100%= 200-10%
PR 2.2700.001
Binary
PWMoutputFAN3ON
%
WB Fan detection Limit
Depends on ordered engine
Analog
1 - PWM output fan 3 activated Differential current in % for line disrup‐ tion detection based on present current setting.
Enable Cooler Fan Control
-
Table 1: ECU parameter
(→ Page 44) 3 0 0 8 9 4 6 1 0 0 0 0 0 : ID IM 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).
1 0 0 9 9 4 6 1 0 0 0 0 0 : ID IM T
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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
DowntimeHeatingFunction ON
0 - Downtime heating deactivated;
PR212
40
°C
Downtime Heating Temp. ON
PR213
45
°C
Downtime Heating Temp. OFF Coolant temperature level to switch off downtime heating
1 - Downtime heating activated Coolant temperature level to switch on downtime heating
1 0 0 9 9 4 6 1 0 0 0 0 0 : ID IM 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
PR58
1
PreheatTemperaturenotreached
Binary
BIN_OUT_TESTT-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 : ID IM 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 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 001 129) 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_TESTT-CoolantWarn‐ ing
0 - Output not active for test 1 - Output active for test
1 0 0 1 0 5 6 1 0 0 0 0 0 : ID IM 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
HiHicoolanttemperature
1
Binary
BIN_OUT_TEST T-Coolant Stop
0 - Output not active for test 1 - Output active for test
1 0 0 2 0 5 6 1 0 0 0 0 0 : ID IM 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 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 001 133) 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
HiCharge-airtemperature
1
Binary
BIN_OUT_TESTT-ChargeAir Warn
0 - Output not active for test 1 - Output active for test
1 0 0 3 0 5 6 1 0 0 0 0 0 : ID IM 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
HiHicharge-airtemperature
1
Binary
BIN_OUT_TESTT-ChargeAirStop 0 - Output not active for test 1 - Output active for test
1 0 0 4 0 5 6 1 0 0 0 0 0 : ID IM T
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Functional Description
54
Two level sensors (F33 and F57) monitor the coolant level in the coolant expansion tanks. The signal output of the sensor changes when the coolant level falls below the sensor probe. The signals are acquired by the Engine Control Unit. The system transmits a message via the CAN bus when a timeout has expired. A message also appears on the display. The coolant level alarms are displayed via SAM transistor outputs BT_OUT6 and 7. The function is monitored and controlled by the Engine Control Unit. The required settings must therefore be made in the Engine Control Unit. The SAM (if outputs supply the CAN signal 001055 001 099) to the binary output. Furthermore, the outputs are activated set) via the binary output test(PV function (→ and Page 91).
ADEC LSI 1
Level Coolant
ADEC LSI 3
Level Coolant Intercooler
BT_OUT6
LevelCWIntercooler Stop
BT_OUT7
Level Coolant WaterStop
PR55
1
Binary
PR56
1
Binary
BIN_OUT_TESTLevel
0 - Output not active for test
Charge-Air Coolant Alarm
1 - Output active for test
BIN_OUT_TESTLevel Charge-Air Coolant Alarm
0 - Output not active for test 1 - Output active for test
1 0 0 5 0 5 6 1 0 0 0 0 0 : ID IM T
© MTU Friedrichshafen GmbH
2010-09
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Functional Description
55
Speed demand options / Speed demand source The (external) device which serves as the speed demand source is set via the SAM minidialog (→ Page 175). The set value (0 / 1 / 2 / 4) is transmitted to the Engine Control Unit by means of a process variable (PV 844) via CAN bus (PCS 5). The value takes effect in the Engine Control Unit and also applies to SAM functions. Both devices thus have the information with which the speed is adjusted. “ECU default data Setting“ is preset. In previous versions of the software (SAM Basic or SAM Plus) this setting is made by a SAM parameter (500).
0
7
ECUdef.Datasetting=7
0
CANanalogue=0
1
ECUdirectup/down=1
2
CANup down / =2
4
ECUanaloguerelative=4
6
ext.CANspeeddem.select.=6
CANana‐ logue = 0 (PV 844 = 0)
1
ECUdirect up / down = 1 (PV 844 = 256)
2
4
CANup/ 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 (CAN‐ open or SAE J1939).
ECUana‐ logue 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 : ID IM T
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Functional Description
56
6
ext.CAN speed dem. select. =6
The value from the speed demand source is transmitted via the SAM to the Engine Control Unit by external CAN bus (CANopen or SAE J1939). Attention: The SAM only receives the values 0; 1; 2 or 4 ! Refer to the "Set value" column in this table for details of the various numbers. Advantage of this setting: Speed demand can be set by a number of sources – the source is switched externally by a CAN message without any manual reprogramming in the SAM. The information is only processed when the correct protocol is set (see CCB 2 board – Activation (→ Page 115)).
7
ECUdef.Data setting = 7 (Default in minidialog) (PV 844 = -1)
No information about the speed demand source is transmitted to the Engine Control Unit with this setting. The Engine Con‐ trol Unit responds with the speed demand settings program‐ med in the ECU parameters. Engine Control Unit settings: See speed demand (→ Page 57)
2 0 0 6 0 5 6 1 0 0 0 0 0 : ID IM T
© MTU Friedrichshafen GmbH
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Functional Description
57
Various types of source are available for analog speed demand: Hard-wired at the Engine Control Unit (current, voltage) or via external CAN bus. Either a current signal (4-20mA) or a voltage signal (0-10V) at analog input AI1 can be used for speed demand at the Engine Control Unit. The type of signal is selected by the choice of speed demand source and ECU parameters. The current input is monitored for wire break (sensor fault).
The information is received at the SAM from the external CAN bus. The information is only processed when the CAN interface (CCB 2 board (→ Page 115)) is activated. The measuring point is monitored for missing data. An MD CAN Speed Demand message is generated if the signal fails. Depending on what is set in the Engine Control Unit, the engine responds by storing the last setpoint speed received or using a substitute speed value (default). 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 175): CAN analog = 0 ECU: No settings required.
The speed is increased or decreased in stages or along a ramp using binary inputs DI 5 and DI 6 at the Engine Control Unit. 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 175): ECU direct up / down ECU: No settings required.
CAN up/down is received at the SAM from the external CAN bus. The signals are transmitted to the Engine Control Unit via CAN bus (PCS 5): PV 808 Speed Increase; PV 809 Speed Decrease. The information is only processed when the correct protocol is set. See CCB 2 board – Activation. (→ Page 115) The measuring point is monitored for missing data. An MD CAN Speed Increase/Decrease message is generated if the signal fails. Settings at the devices: SAM minidialog (→ Page 175): ECU CAN up / down ECU: No settings required.
The speed is increased or decreased using analog inputs AI 1 at the Engine Control Unit. Required settings for 0-10 volt: 2 0 0 7 0 5 6 1 0 0 0 0 0 : ID IM T
SAM minidialog (→ Page 175): ECU analogue relative ECU: Setting of signal type used for control. Required settings for 4-20 mA: SAM minidialog (→ Page 175): ECU analogue relative ECU: Setting of signal type used for control.
ECU AI 1
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Analog input speed demand
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© MTU Friedrichshafen GmbH
Functional Description
58
ECUDI5
Binaryinputspeedincrease
ECUDI6
Binaryinputspeeddecrease
SAM
PR 2.1060.150*
CAN interface
Depends on ordered engine
Analog
Local Normal Demand Switch Default
- analogue CAN - up / Down Button ECU direct - up / Down CAN - analogue absolute ECU direct - analogue relative ECU direct - notch Position (for railway application)
PR 2.1060.151*
Depends on ordered engine
Analog
Local Emergency Demand Switch default
- analogue CAN - up / Down Button ECU direct - up / Down CAN - analogue absolute ECU direct - analogue relative ECU direct - notch Position (for railway application)
PR 2.1060.152*
Depends on ordered engine
Analog
Remote 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 2.1060.153*
Depends on ordered engine
Analog
Remote Emergency Demand Switch default
- analogue CAN - up / Down Button ECU direct - up / Down CAN - analogue absolute ECU direct - analogue relative ECU direct - notch Position (for railway application)
PR2.9900.001
0
digit
ECU7AI1Current Mode
0 - Voltage speed demand wired to Engine Control Unit analog input AI1 1 - Current speed demand wired to Engine Control Unit analog input AI1
PR 2.9901.200
Depends on ordered engine
digit
Sensortype Input AI1 -1 - No valid sensor (no sensor fault detection) 24 - Sensor type speed demand voltage 25 - Sensor type speed demand current
PR 2.1060.012
1000
© MTU Friedrichshafen GmbH
rpm
Alternative speed
2010-09
Default: Substitute speed value
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2 0 0 7 0 5 6 1 0 0 0 0 0 : ID IM T
Functional Description
PR2.1060.013
-
59
rpm
Parametertostore 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 4-20mAECUdirect
ECU analogue relative volt‐ age = 4 def.DatasetECU=7
24(default)
25
0(default) 1
ECUUp/Down
ECUdirectup/down=1
24(default)
0(default)
CANAnalogue
CANanalogue=0
24(default)
0(default)
CANUp/Down
CANup/down=2
24(default)
0(default)
CAN speed demand selec‐ Ext. CAN speed demand tion selection = 6
24(default)
0(default)
2 0 0 7 0 5 6 1 0 0 0 0 0 : ID IM T
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Functional Description
60
The “Override” function is used to bypass safety features which would normally lead to automatic engine shutdown in case of violation, or to disable start interlocks. Internal performance maps cannot, however, be circumvented. Operating states which would normally lead to engine shutdown are ignored when the “Override” function is switched on (exception: Overspeed always leads to engine shutdown). The occurrence of safety-relevant alarms is still logged when the “Override” input has been activated. The signal for switching off the safety functions can be activated via a SAM binary input or via SAE J1939 CAN bus interface, and is then transmitted to the Engine Control Unit via CAN. Parameters in the Engine Control Unit can be set to determine which alarms are to be observed in override mode. Default: • Coolant level • Coolant temperature • Coolant pressure charge-air coolant • Charge-air coolant level • Lube-oil pressure • Lube-oil temperature Optional: • Overspeed • Engine speed low • Power stage failure • Charge-air temperature • Charge-air coolant temperature • Intake air temperature • Fuel temp • Reduction due to coolant temp. • Reduction due to coolant pressure • Reduction due to coolant oil temp. • Coolant pressure • Crankcase pressure • 24 Volt power supply • Preheat temperature Activation is effected via Engine Control Unit input DI8 or SAE J1939 CAN bus interface (signal SPN1237 / PGN 65265). 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
OverrideSignalMode
0-ECUdefault 1 - Additional override signal via CAN active
1 0 0 9 0 5 6 1 0 0 0 0 0 : ID IM T
© MTU Friedrichshafen GmbH
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Functional Description
61
The engine speed can be limited to a value which can be adjusted in the Engine Control Unit with this function. The signal can be activated via a binary input at the Engine Control Unit or via SAE J1939 CAN bus interface, and is then transmitted to the Engine Control Unit via CAN. The Engine Control Unit reduces from synchronizing speed to a speed of 800 rpm.
ECU DI 3
Binary input fixed speed
CAN
PR1.8009.006
PR501
Interface
800
0
rpm
Digital
Speedlimitidleoperation
SpeedSettingLimitMode
-
0-DefaultDatasetECU 1 - Speed Setting Limit Signal via CAN Active
2 0 0 0 1 5 6 1 0 0 0 0 0 : ID IM T
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Functional Description
62
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.
SAMB_IN12
Speeddroop2activation
ECU DI2
Speed droop activation 2
J1939
SPN 2881 PGN 64971
CANopen
PR537
0
Binary
Droop2SignalMode
0-ECUdefault 1- Droop 2 signal active via CAN
PR 2.1060.202
4
%
Droop
PR 2.1060.204
0
%
Droop 2
PR2.1060.217
1
Binary
DroopSwitchactive
0-Ext.speeddroopswitchnot active 1 - Ext. speed droop switch active
CANPCS5
InterfacetoEngineControlUnit
1 0 0 1 1 5 6 1 0 0 0 0 0 : ID IM T
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Functional Description
63
The overspeed limit of the engine is specified by MTU and set by means of a parameter. The overspeed alarm can be output via binary outputs at the ECU or as a CAN signal.
CAN
Interface
When the overspeed limit of the engine is reached this is displayed via the BT_OUT1 SAM transistor output. The output is activated as soon as a certain engine speed is exceeded which can be set via parameters in the ADEC. The function is monitored and controlled by the Engine Control Unit. The SAM output supplies the CAN signal (PV 001 003) to the binary output. The message can be bypassed with the help of “Override” (→ Page 60) (“Override” by parameter in the Engine Control Unit). Furthermore, the output is activated (if set) via the binary output test function (→ Page 91).
PR50
BT_OUT1
SAM B_IN3 J1939
1
Binary
BIN_OUT_TESTOverspeed Alarm
0 - ECU default 1- Droop 2 signal active via CAN
Overspeed alarm
Overspeed test SPN proprietary
CAN
Activating this input reduces the overspeed limit value. The engine is stopped by an overspeed shutdown if the engine speed reaches this (lower) value or if it is already above this value when this input is switched on. An alarm is signaled simultaneously via the corresponding alarm output and on DIS 10 (if applicable). The alarm is stored in the SAM fault memory. The function is monitored and controlled by the Engine Control Unit.
SAMB_IN3 2 0 0 2 1 5 6 1 0 0 0 0 0 : ID
J1939 CANopen
Activateoverspeedtest SPN proprietary
IM T
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Functional Description
64
PR542
1
Binary
TestOverspeedSignalMode
0-ECUdefault 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
2 0 0 2 1 5 6 1 0 0 0 0 0 : ID IM T
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Functional Description
65
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 if 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 deac‐ tivated 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 auto‐ matic 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
PR249
1 0 0 3 1 5 6 1 0 0 0 0 0 : ID
Day-Tank Level LO
0
Binary
FuelPumpon manually ena‐ bled
0 = The fuel pump is activated automatically when P_IN4 is active and the fuel level falls below level 2 1 = Input P_IN4 activates the fuel pump manually and independently of the level in the day tank
PR250
0-100=0-100
PR251
0
%
IM T
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Binary
CurveDay Tank DayTankCon‐ trol Active
2010-09
Grid Points for Day Tank Level Calculation 1 - Day Tank Monitoring Active 0 - Day Tank Monitoring Inactive
© MTU Friedrichshafen GmbH
Functional Description
66
PR 252
95
PR 253
%
0-100% = 0-1000 liters
Liter
Day Tank Level HIHI Calcul. Day Tank
0-100 % Tank Level For Alarm HIHI (second level / yellow alarm) Tank level conversion, value corresponds to 100 % (percent), adjustable from 0 to 5,000 liters
PR 254
90
%
Day Tank Level HI
Tank Level For Fuel Pump OFF, adjustable from 0 to 100%
PR 255
60
%
Day Tank Level LO
Tank Level For Fuel Pump ON, adjustable from 0 to 100%
PR 256
40
%
Day Tank Level LOLO
Tank Level For Alarm LOLO, adjustable from 0 to 100%
PR 257
2
%
Day Tank Level Hyst
Tank Level Hysteresis For Alarm Off, adjustable 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
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 Delay Time for Falling Levels LO-Level
PR 262
20
s
Day Tank LOLO DelTime Risen
0-30 s Delay Time for Rising Levels at LOLO Level
PR 263
20
S
Day Tank LOLO DelTime Fallen
Delay Time for Falling Levels at LOLO-Level
PR 264
5
%
Day Tank Level LOLO Tank Empty
0-100%
0 = No engine stop in case of red alarm
Day Tank Level for Alarm LOLO Red alarm (optionally with or without engine stop, see PR 265)
PR 265
0
Binary
Day Tank LOLO Eng. Stop enable
PR266
0
Binary
SelectionAna‐ 0 = 0-10 Volt log Input mA / V 1 = 4-20 mA
PR270
0-100=0-100
© MTU Friedrichshafen GmbH
%
CurveHolding Tank
2010-09
1 = Engine stops in case of red alarm
Grid Points for Holding Tank Level Calculation
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1 0 0 3 1 5 6 1 0 0 0 0 0 : ID IM T
Functional Description
67
PR271
0
Binary
HoldingTank Control Active
1 - Reserve Tank Monitoring Active
PR 272
95
%
Holding Tank Level HI
Holding Tank Level HI Alarm, adjustable from 0 to 100%
Liter
Calcul. Holding Tank
Tank level conversion,
PR273
0-100= 0-1000
0 - Reserve Tank Monitoring Inactive
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, adjusta‐ ble 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 : ID IM T
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Functional Description
68
The “LO fuel pressure” warning is displayed via the BT_OUT12 SAM transistor output. This output is activated if the pressure falls below the fuel 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 (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
PR61
LO fuel pressure
1
Binary
BIN_OUT_TESTP-Fuel Alarm
0 - Output not active for test 1 - Output active for test
1 0 0 4 1 5 6 1 0 0 0 0 0 : ID IM T
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Functional Description
69
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 is default setting). If a safety stop (→ Page 38) is set, the alarm is only canceled when reset via the Acknowledge key on the MTU display or by the “Alarm reset“ (→ Page 72) inputs.
SAMB_IN7
Waterinfuelprefilter1
SAMB_IN8
Waterinfuelprefilter2
PR 380
1
Binary
Water Fuel Filter 1 Monitor ON
1=Monitoringofwaterinprefilter1 and alarm active 0= Monitoring of water in prefilter 1 and alarm inactive
PR381
2
Digital
Sel.AlarmWaterFuelFilter1
0=Noresponse 1 = Message 2 = Yellow alarm 3 = Red alarm
PR384
2
sec
DelayTimeW.FuelFilter1ON
4 = Red alarm and safety stop AlarmONdelay
PR385
2
sec
DelayTimeWFuelFilter1OFF
AlarmOFFdelay
PR 390
1
Binary
Water Fuel Filter 1 Monitor ON
1=Monitoringofwaterinprefilter2 and alarm active 0= Monitoring of water in prefilter 2 and alarm inactive
PR391
2
Digital
Sel.AlarmWaterFuelFilter2
0=Noresponse 1 = Message 2 = Yellow alarm 3 = Red alarm 4 = Red alarm and safety stop
2 0 0 5 1 5 6 1 0 0 0 0 0 : ID
PR394
2
sec
DelayTimeW.FuelFilter2ON
AlarmONdelay
PR395
2
sec
DelayTimeWFuelFilter2OFF
AlarmOFFdelay
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.
IM T
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Functional Description
70
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 : ID IM T
© MTU Friedrichshafen GmbH
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71
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 : ID IM T
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Functional Description
72
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 and 0 PGN 65325
CANopen
ECU TOP 1
Yellow alarm
ECU TOP 2
PR532
Red alarm
0
Binary
AlarmResetMode
0-Alarmresetviaext.CANinactive 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
PR35
8192
digits
SEFailureswitchoff
Settingvalue Valueconvertedintoabinarynumber corresponds to system fault number Example: 8192 = Binary fault 14 (CAN Bus 3 Error) suppressed
2 0 0 7 1 5 6 1 0 0 0 0 0 : ID IM T
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Functional Description
73
The following criteria must be fulfilled for cylinder cutout: • Injection quantity is less tha n 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.
SAMB_IN1
Suppresscylindercutout
CAN J1939
Interface
CANopen
PR 540
Interface
1
digits
DisableCyl.CutOutMode 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 : ID IM T
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Functional Description
74
The figures shows the 0-10V display instruments, 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
V_OUT1
1 0 0 9 1 5 6 1 0 0 0 0 0 : ID
Engine speed
IM T
© MTU Friedrichshafen GmbH
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Functional Description
PR101
0
75
Digital
Selectionofdisplayvalue 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
PR112(2D)
Instrument speed curve
0-3000 scale full-scale value (at 0-10V)
Coolant temperature
120
°C
Tcoolantinstrumentcurve
0...t
max,
Standard: 0 ... 10V
max,
Standard: 0 ... 10V
This output provides a DC voltage which is proportional to lube-oil temperature.
V_OUT3
PR113(2D)
Lube-oil temperature
120
°C
Tlube-oilinstrumentcurve
0...t
This output has a DC voltage which is 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 : ID
V_OUT4
Fuel pressure after filter
IM T
PR120(2D)
E532304/00E
5
bar
Pfuelinstrumentcurve
2010-09
0...p
max,
Standard: 0 ... 10 bar
© MTU Friedrichshafen GmbH
Functional Description
76
PR121(2D)
120
°C
DEtemperatureinstrument curve
PR136(2D)
800
°C
T-ExhaustAinstrument curve
PR104
0
Digital
Selectionofdisplayvalue 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
PR114(2D)
P-Intercooler
5
bar
Pcharge-airinstrument 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
PR106
0
Digital
Selectionofdisplayvalue V_Out_6
0 - Charge-air temperature 1 - Intercooler coolant
This output provides a DC voltage which is 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
© MTU Friedrichshafen GmbH
1 0 0 9 1 5 6 1 0 0 0 0 0 : ID
Fuel temperature
2010-09
IM T
E532304/00E
Functional Description
PR116(2D)
120
77
°C
Tfuelinstrumentcurve
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
PR122(2D)
1 0 0 9 1 5 6 1 0 0 0 0 0 : ID IM T
Fan speed
120
°C
NDEtemperatureinstru‐ ment curve
Scale full-scale value in °C: 0 ... 10V
PR130(2D)
100
%
Fanactuationcurve
PR131(2D)
100
%
Enginepowerreserve instrument curve
Scale full-scale value in %: 0 ... 10V
PR132(2D)
100
%
Currentinjectionquantity instrument curve
Scale full-scale value in %: 0 ... 10V
PR133(2D)
10000
kW
Ratedpowerinstrument curve
Scale full-scale value in kW: 0 ... 10V
PR134(2D)
100
%
Daytanklevelinstrument curve
Scale full-scale value in %: 0 ... 10V
PR135(2D)
100
%
Storagetanklevelinstru‐ ment curve
Scale full-scale value in %: 0 ... 10V
PR137(2D)
800
°C
T-ExhaustBinstrument curve
Scale full-scale value in °C: 0 ... 10V
PR138(2D)
200
°C
T-instrument Generatorwinding curve 1
Scale full-scale value in °C: 0 ... 10V
PR139(2D)
200
°C
T-Generatorwinding2 instrument curve
Scale full-scale value in °C: 0 ... 10V
PR140(2D)
200
°C
T-Generatorwinding3 instrument curve
Scale full-scale value in °C: 0 ... 10V
E532304/00E
2010-09
Full-scalevaluein%:0...10V
© MTU Friedrichshafen GmbH
Functional Description
78
PR108
0
Digital
Selectionofdisplayvalue 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 : ID IM T
© MTU Friedrichshafen GmbH
2010-09
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Functional Description
79
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 118) (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)
PR136
800
°C
ScaleExhaustTemp.A
0-800
PR137
800
°C
ScaleExhaustTemp.B
0-800
PR300
0
T-Exhaust_Amonitoringon
1-Exhaustgastemp.Monitoringand alarm 0 - Exhaust gas temp. Monitoring and alarm off
PR301
2
Digital
SelectorAlarmT-Exhaust_A
0-Nomonitoring 1 - Message 2 - Yellow alarm
1 0 0 0 2 5 6 1 0 0 0 0 0 : ID
3 - Red alarm 4 - Red alarm with emergency stop
IM T
PR302
700
°C
LevelT-Exhaust_AHI
LevelforHIalarm
PR303
10
°C
HysteresisT-Exhaust_AHI
0-800
E532304/00E
2010-09
© MTU Friedrichshafen GmbH
Functional Description
80
PR 304
2
sec
PR 305
2
sec
PR310
0
Timeout T-Exhaust_A HI Rising Delay HI Level 0-30 sec. Timeout T-Exhaust_AHIFalling Delay Undershoot HI Level 0-30 sec. T-Exhaust_Bmonitoringon
1-Exhaustgastemp.Monitoringand alarm 0 - Exhaust gas temp. Monitoring and alarm off
PR311
2
Digital
SelectalarmT-Exhaust_B
0-Nomonitoring 1 - Message 2 - Yellow alarm 3 - Red alarm 4 - Red alarm with emergency stop
PR312
700
°C
LevelT-Exhaust_BHI
LevelforHIalarm
PR313
10
°C
HysteresisT-Exhaust_BHI
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_BHIFalling Delay Undershoot HI Level 0-30 sec.
1 0 0 0 2 5 6 1 0 0 0 0 0 : ID IM T
© MTU Friedrichshafen GmbH
2010-09
E532304/00E
Functional Description
81
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 : ID IM T
E532304/00E
2010-09
© MTU Friedrichshafen GmbH
Functional Description
82
(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
PR533
1
Digital
Gov.Para.SetSignal 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 : ID IM T
© MTU Friedrichshafen GmbH
2010-09
E532304/00E
Functional Description
83
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 SAM B_IN20
Rating Switch 1 Rating Switch 2
CANopen
Binary Rating Switch 1 Rating Switch 2
SAE J1939
Rating Switch 1 Rating Switch 2
PR511 1
Digital
Gov.Para.SetSignal Mode
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
1
0
1
Plant DBR Rating (as per PR 1 2.1060.180)
2
1
0
Plant DBR Rating (as per PR 2 2.1060.181)
3
1
1
Plant DBR Rating (as per PR 3 2.1060.182)
limit No
2 0 0 4 2 5 6 1 0 0 0 0 0 : ID IM T
E532304/00E
2010-09
© MTU Friedrichshafen GmbH
Functional Description
84
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 118). A_IN3
AIN T-Geno DE
A_IN4
AIN T-Geno NDE
SAM V_OUT4
TGeno DE*
SAM V_OUT8
TGeno NDE*
SAMBT_OUT15
Generatorsummaryalarm
ADEC TOP1
Summary alarm yellow
ADEC TOP2
Summary alarm, red
CANopen
TBearing Geno DE T- Bearing Geno NDE HI T Geno DE (Binary Signal / Status 2) HI T Geno NDE (Binary Signal / Status 2)
SAEJ1939
AlternatorBearing1Temperature Alternator Bearing 2 Temperature HI T Geno DE HI T Geno NDE
* Depending on programming (see function of analog outputs) (→ Page 74)
PR121
120
°C
ScaleTemperatureDE
Scalefull-scalevalueatDIS10and instrument (0-10V)
PR122
120
°C
ScaleTemperatureNDE
Scalefull-scalevalueatDIS10and instrument (0-10V)
PR320
0
Binary
FunctionTemp.DEMonitoringon
2 0 0 5 2 5 6 1 0 0 0 0 0 : ID IM T
© MTU Friedrichshafen GmbH
2010-09
E532304/00E
Functional Description
PR 321
2
85
Digital
Selector Alarm Temperature NDE 0 - No response, 1 - Message, 2 - -Yellow, 3 - Red, 4 - SS
PR322
90
°C
LevelTemperatureDEHI
0-500°C
PR323
5
°C
HysteresisTemperature1HI
0-100°C
PR324
2
sec
DelayTemperatureDEHIRise
0-30sec
PR325
2
sec
DelayTemperatureDEHIFall
0-30sec
PR330
0
Binary
FunctionTemp.NDEMonitoring on
PR331
2
SelectorAlarmTemperatureNDE 0-Noresponse, 1 - Message, 2 - Yellow, 3 - Red, 4 - SS
PR332
90
°C
LevelTemperatureNDEHI
0-500°C
PR333
5
°C
HysteresisTemperature2HI
0-100°C
PR334
2
sec
DelayTemperatureNDEHIRise
0-30sec
PR335
2
sec
DelayTemperatureNDEHIFall
0-30sec
2 0 0 5 2 5 6 1 0 0 0 0 0 : ID IM T
E532304/00E
2010-09
© MTU Friedrichshafen GmbH
Functional Description
86
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
SAMV_OUT8
T-Winding1-3*optional
SAMBT_OUT15
Generatorsummaryalarm
ADEC TOP1
Summary alarm, yellow
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)
PR340
0
PR341
2
Winding Temp.1 Monitoring on SelectorAlarmT-Winding1
0=Noresponse 1 = Message 2 = Yellow alarm
3 0 0 6 2 5 6 1 0 0 0 0 0 : ID
3 = Red alarm 4 = Emergency stop
IM T
PR342
140
°C
LevelT-Winding1HI
PR343
5
°C
HysteresisT-Winding1HI
© MTU Friedrichshafen GmbH
2010-09
0-200°C 0-200°C
E532304/00E
Functional Description
87
PR344
2
sec
DelayTimeT-Winding1Rise 0-30sec
PR345
2
sec
DelayTimeT-Winding1Fall
PR350
0
PR351
2
0-30sec
Winding Temp.1 Monitoring on SelectorAlarmT-Winding2
0=Noresponse 1 = Message 2 = Yellow alarm 3 = Red alarm 4 = Emergency stop
PR352
140
°C
LevelT-Winding2HI
PR353
5
°C
HysteresisT-Winding2HI
PR354
2
sec
DelayTimeT-Winding2Rise 0-30sec
PR355
2
sec
DelayTimeT-Winding2Fall
PR360
0
PR361
2
0-200°C 0-200°C
0-30sec
Winding Temp.3 Monitoring on SelectorAlarmT-Winding3
0=Noresponse 1 = Message 2 = Yellow alarm 3 = Red alarm 4 = Emergency stop
PR362
140
°C
LevelT-Winding3HI
0-200°C
PR363
5
°C
HysteresisT-Winding3HI
PR364
2
sec
DelayTimeT-Winding3Rise 0-30sec
PR365
2
sec
DelayTimeT-Winding3Fall
0-200°C
0-30sec
3 0 0 6 2 5 6 1 0 0 0 0 0 : ID IM T
E532304/00E
2010-09
© MTU Friedrichshafen GmbH
Functional Description
88
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
PR62
Generator ready for load acceptance
0
Binary
BIN_OUT_TESTLoad 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 : ID IM T
© MTU Friedrichshafen GmbH
2010-09
E532304/00E
Functional Description
89
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
PR65
PR201
Exciter boosting on
0
0
Binary
Binary
BIN_OUT_TESTSubsidiary Exi.On
0 = BIN OUT Test inactive
SubsidiaryExcitationFunction ON
0 = Function deactivated
1 = BIN OUT Test active
1 = Function activated
PR202
600
rpm
SubsidiaryExcitationLevelON 0-2000
PR203
1480
rpm
SubsidiaryExcitationLevel OFF
0-2000
1 0 0 8 2 5 6 1 0 0 0 0 0 : ID IM T
E532304/00E
2010-09
© MTU Friedrichshafen GmbH
Functional Description
90
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
PR206
20
sec
GeneratorVoltageTimeOFF
0-30
PR207
300
rpm
GeneratorVoltageLevelON
0-2000
Required settings: • Activate function • Time
1 0 0 9 2 5 6 1 0 0 0 0 0 : ID IM T
© MTU Friedrichshafen GmbH
2010-09
E532304/00E
Functional Description
91
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
BT_OUT1
Overspeed Alarm
Yes
50
BT_OUT2
T-Coolant Warning
Yes
51
BT_OUT3
T-Coolant Stop
BT_OUT4
T-ChargeAir Warning
BT_OUT5
T-Charge Air Stop
BT_OUT6
LevelCWIntercoolerStop
Yes
55
BT_OUT7
LevelCoolantWaterStop
Yes
56
BT_OUT8 BT_OUT9
2 0 0 0 3 5 6 1 0 0 0 0 0 : ID IM T
Binary Output Test
Yes
52
Yes
53
Yes
54
on FAN 2 No T-PreheatNotReached Yes
57
BT_OUT10
P-Lube Oil Warning
BT_OUT11
Engine Running
BT_OUT12
Fuel Pressure Alarm
Yes
61
BT_OUT13
LoadAssumptionReady
No
62
BT_OUT14
P-PrimingNotReached
Yes
63
BT_OUT15
T-GeneratorWarning
BT_OUT16
SubsidiaryExcitationOn
BT_OUT17
Generator Voltage
BT_OUT18
Circulating Pump On
No
67
BT_OUT19 BT_OUT20
Downtime Heating On Day-Tank Level LO
No Yes
68 69
REL1
Priming Pump On
REL2 REL3 REL4
E532304/00E
Yes
58
Shutter Open Output
60
Yes
64
Yes
65
No
66
No
Fuel Pump On on 1 FAN
59
No
70
No No
71 72
No
2010-09
73
© MTU Friedrichshafen GmbH
Functional Description
92
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 envis‐ aged 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 : ID IM T
© MTU Friedrichshafen GmbH
2010-09
E532304/00E
Functional Description
93
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
Summary alarm, yellow
ADEC TOP2
Summary alarm, red
CANopen
PV006100 AIN T-Ambient
SAEJ1939
SPN171,PGN65269AmbientAirTemperature
PR 370
0
Temp.Ambient Moni‐ toring on
PR 371
2
Selector Alarm TAmbient
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 HI
0-200°C
PR 374
2
sec
Delay Time TAmbi‐ ent Rise
0-30sec
PR 375
2
sec
Delay Time TAmbi‐
0-30sec
ent Fall
1 0 0 1 3 5 6 1 0 0 0 0 0 : ID IM T
E532304/00E
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© MTU Friedrichshafen GmbH
Functional Description
94
PR001
Conf. SAM Alarm Page Line1
Digi‐ tal
1
Conf. SAM Alarm Page Line2
Digi‐ tal
2
Bit-codedvalue: Bit 0: =1 suppresses 2nd line on Initial Page Bit 1: =1 suppresses 2nd line on Service Page
PR002
Bit-codedvalue: 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
Select Initial Page
PR004
Select Change to Service Page
PR005
Time Back to Initial Page
PR006
Time Back to Alarm Auto Disp
PR007
TimeNextAlarm
PR008
Time Next Alarm After Scroll
PR009
ClearAlarmPage
Digi‐ tal
2
=2, Error Page
Digi‐ tal s
2
=1,pressESC =2, press ESC & ENTER (5 s)
300 s
s
=1,AlarmPage
300 3
Time to Initial Page in seconds Time to alarm auto display in seconds Timetonextalarminseconds
s
1
Time to next alarm in seconds after scrolling screen
Digi‐ tal
2
Bit-coded variable: Bit 0: =1 "Clear Alarm Page" available Bit 1: =1 “Clear Alarm Page” in restricted area
PR020
Channel Switch Off C1-16
Digi‐ tal
0
PR021
Channel Switch Off C17-32 Digi‐ tal
0
Channel Switch Off C33-48 Digi‐ tal
0
PR023
Channel Switch Off C49-64 Digi‐ tal
0
PR024
Channel Switch Off C65-80 Digi‐ tal
0
Channel Switch Off C81-96 Digi‐ tal
0
Channel Switch Off C97-112
0
PR022
PR025
PR026
© MTU Friedrichshafen GmbH
Digi‐ tal
Bit-coded value which deactivates SAM channels 1..16. Setting the bits inverts current channel deactivation. Bit-coded value which deactivates SAM channels 17..32. Setting the bits inverts current channel deactivation. Bit-coded value which deactivates SAM channels 33..48. Setting the bits inverts current channel deactivation. Bit-coded value which deactivates SAM channels 49..64. Setting the bits inverts current channel deactivation. Bit-coded value which deactivates SAM channels 65..80. Setting the bits inverts current channel deactivation. Bit-coded value which deactivates SAM channels 81..96. Setting the bits inverts current channel deactivation. Bit-coded value which deactivates SAM channels 97..112. Setting the bits inverts current channel deactivation.
2010-09
E532304/00E
1 0 0 2 3 5 6 1 0 0 0 0 0 : ID IM T
Functional Description
PR027
Channel Switch Off C113-116
95
Digi‐ tal
0
Bit-coded value which deactivates SAM channels 113..116. Setting the bits inverts current channel deactivation.
PR028
Slot 1 Channel Switch Off
Digi‐ tal
0
PR029
Slot 2 Channel Switch Off
Digi‐ tal
0
PR030
Slot 3 Channel Switch Off
Digi‐ tal
0
Digi‐ tal
18
Digi‐ tal
0
PR031
NMT Switch Off N1-N16
Bit-coded value which deactivates channels 1..16 of slot 1. Setting the bits inverts current channel deactivation. Bit-coded value which deactivates channels 1..16 of slot 2. Setting the bits inverts current channel deactivation. Bit-coded value which deactivates channels 1..16 of slot 3. Setting the bits inverts current channel deactivation. Node management, 16-bit word Bit=0 - Node monitored Bit=1 - Node not monitored
PR032
NMT Switch Off N17-N32
Node management, 16-bit word Bit=0 - Node monitored Bit=1 - Node not monitored
PR033
ECU Demand Monitored Nodes
Digi‐ tal
0
Node management, 16-bit word Bit=0 - Node monitored Bit=1 - Node not monitored
PR035
SE-Failure Switch Off
Digi‐
8192
SE fault, 16-bit word
tal PR039
Config PWM_OUT2
Digi‐ tal
Bit=0 - Failure is deactivated Bit=1 - Failure is activated 2
0 - Output is deactivated 1 - PWM output 2 -Binary output 3 - PWM current output
PR040
Config PWM_OUT1
Digi‐ tal
3
0 - Output is deactivated 1 - PWM output 2 -Binary output 3 - PWM current output
1 0 0 2 3 5 6 1 0 0 0 0 0 : ID IM T
PR041
Frequency PWM_OUT1
Hz
250
Frequency PWM_OUT1 in Hz
PR042
Trolling Gov Para 1 PWM_OUT1
Digi‐ tal
8
Trolling parameter image at PV900052
PR043
Trolling Gov Para 2 PWM_OUT1
Digi‐ tal
8
Trolling parameter
PR044
Trolling Gov Para 3 PWM_OUT1
Digi‐ tal
100000
Trolling pa rameter
E532304/00E
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© MTU Friedrichshafen GmbH
Functional Description
96
PR045
ConfigBT_OUT7
Digi‐ tal
4
0 - Output is deactivated 1 - PWM output 2 - No function 3 - No function 4 -Transistor low side 5 - Transistor high side
PR046
ConfigBT_OUT8
Digi‐ tal
4
0 - Output is deactivated 1 - PWM Output 2 - No function 3 - No function 4 -Transistor low side 5 - Transistor High Side
PR050
Binar 1 y
0 - Output not active for test
PR051
BIN_OUT_TEST T-Coolant Binar 1 Warning y
0 - Output not active for test
PR052
BIN_OUT_TEST T-Coolant Binar 1 Stop y
0 - Output not active for test
BIN_OUT_TEST T-Charge Air Warn
Binar 1 y
0 - Output not active for test
PR054
BIN_OUT_TEST T-Charge Air Stop
Binar 1 y
0 - Output not active for test
PR055
BIN_OUT_TEST Level Charge-Air Coolant Alarm
Binar 1 y
0 - Output not active for test
PR056
BIN_OUT_TEST C oolant Lev. Stop
Binar 1 y
0 - Output not active for test
PR057
BIN_OUT_TEST Fan 2 On
Binar y
0 - Output not active for test
PR053
PR058
BIN_OUT_TEST Over‐ speed Alarm
0
1 - Output active for test
1 - Output active for test
1 - Output active for test
1 - Output active for test
1 - Output active for test
1 - Output active for test
1 - Output active for test
1 - Output active for test
BIN_OUT_TEST T-Preheat Binar 1 N.Reach y
0 - Output not active for test
PR059
BIN_OUT_TEST P -LubeOil Warn.
Binar 1 y
0 - Output not active for test
PR060
BIN_OUT_TEST Engine Running
Binar 0 y
0 - Output not active for test
BIN_OUT_TEST P-Fuel Alarm
Binar 1 y
0 - Output not active for test
BIN_OUT_TEST Load Assumpt. Rdy
Binar 0 y
0 - Output not active for test
PR061
PR062
© MTU Friedrichshafen GmbH
1 - Output active for test
1 - Output active for test 1 0 0 2 3 5 6 1 0 0 0 0 0 : ID
1 - Output active for test
IM T
1 - Output active for test
1 - Output active for test
2010-09
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Functional Description
97
PR063
BIN_OUT_TEST Warn. PPriming
Binar 1 y
0 - Output not active for test
PR064
BIN_OUT_TEST T-Gener‐ ator Warn.
Binar 1 y
0 - Output not active for test
BIN_OUT_TEST Su bsid‐ iary Exci.On
Binar 0 y
0 - Output not active for test
PR066
BIN_OUT_TEST Generator Binar 0 Voltage y
0 - Output not active for test 1 - Output active for test
PR067
BIN_OUT_TEST Circulat. Pump On
Binar 0 y
0 - Output not active for test
PR068
BIN_OUT_TEST Downtime Binar 0 Heat. ON y
0 - Output not active for test
PR069
BIN_OUT_TEST Day Tank Min Al.
Binar 1 y
0 - Output not active for test
PR070
BIN_OUT_TEST Priming Pump ON
Binar 0 y
0 - Output not active for test
PR071
BIN_OUT_TEST Fuel Pump ON
Binar 0 y
0 - Output not active for test
BIN_OUT_TEST Fan 1 On
Binar y
0 - Output not active for test
PR065
PR072
0
1 - Output active for test
1 - Output active for test
1 - Output active for test
1 - Output active for test
1 - Output active for test
1 - Output active for test
1 - Output active for test
1 - Output active for test
1 - Output active for test
PR073
BIN_OUT_TEST Sh utter Open
Binar 0 y
0 - Output not active for test
PR074
BIN_OUT_TEST Sys. Breakdown ECU
Binar 0 y
0 - Output not active for test
PR080
Display Acknowledge Con‐ Digi‐ fig tal
0
PR081
Display Node Configuration Digi‐ tal
38
1 - Output active for test
1 - Output active for test 0 - All alarms are acknowledged 1- Individual alarm acknowledgment 32-bitword Bit=1 - Node monitored Bit=0 - Node not monitored
PR090
Delay SAM Ready for Start s
PR101
Selection Instrument 1
3
Digi‐ tal
1 0 0 2 3 5 6 1 0 0 0 0 0 : ID
Timeout for SAM start 0
0-Enginespeed 1 - Rated speed 2 - Nominal speed setting feedback 3 - Effective nominal speed setting feedback 4 - Crankshaft speed
IM T
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Functional Description
98
PR104
Selection Instrument 4
Digi‐ tal
0
Digi‐ tal
0
Digi‐ tal
0
0 - Fuel pressure after filter 1 - Bearing temperature genset DE 2 - Exhaust gas temperature, A side
PR106
PR108
Selection Instrument 6
Selection Instrument 8
0 - Charge-air temperature 1 - Intercooler coolant 0-Fanspeed 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
Scale Instrument Output 2
°C
120
Sampling point for scale end value (100%) in °C
PR113
Scale Instrument Output 3
°C
120
Sampling point for scale end value (100%) in °C
PR114 PR115
Scale Instrument Output 5 Scale Instrument Output 6
bar °C
5 120
Sampling point for scale end value (100%) in bar Sampling point for scale end value (100%) in °C
PR116
Scale Instrument Output 7
°C
120
Sampling point for scale end value (100%) in °C
PR120
Scale P-Fuel After Filter
bar
15
Sampling point for scale end value (100%) in bar
PR121
Scale Temperature DE
°C
120
Sampling point for scale end value (100%) in °C
PR122
Scale Temperature NDE
°C
120
Sampling point for scale end value (100%) in °C
PR130
Scale Fan Control
%
100
Sampling point for scale end value (100%) in %
PR131
Scale Engine Power Reserve
%
100
Sampling point for scale end value (100%) in %
PR132
Scale Inject. Quant. Act.DBR %
%
100
Sampling point for scale end value (100%) in %
PR133
Scale Nominal Power
kW
10000
Sampling point for scale end value (100%) in kW
PR134
Scale Level Day Tank
%
100
Sampling point for scale end value (100%) in %
PR135
Scale Level Holding Tank
%
100
Sampling point for scale end value (100%) in %
PR136
Scale Exhaust Temp. A
°C
800
Sampling point for scale end value (100%) in °C
PR137
Scale Exhaust Temp. B
°C
800
Sampling point for scale end value (100%) in °C
PR138
Scale Winding Tempera‐ ture 1
1 0 0 2 3 5 6 1 0 0 0 0 0 : ID IM T
© MTU Friedrichshafen GmbH
°C
200
Sampling point for scale end value (100%) in °C
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Functional Description
99
PR139
Scale Winding Tempera‐ ture 2
°C
200
Sampling point for scale end value (100%) in °C
PR140
Scale Winding Tempera‐ ture 3
°C
200
Sampling point for scale end value (100%) in °C
PR150
Fan Control A ctivation
Binar y
0
0 - Fan control deactivated
PR151
Fan Control Mode Select
Binar y
0
1 - Fan control activated 0 - Fan 1 + louvers controlled 1 - Fans 1 and 2 + louvers controlled
PR152
Fan Control Delay Time
120
Fan control timeout after engine start in seconds
PR153
Fan Control Temperature Level 1
s °C
28
Fan control temperature level to open louvers
PR154
Fan Control Temperature Level 2
°C
32
Fan control temperature level to activate fan 1
PR155
Fan Control Temp. Hyste‐ resis 1
°C
3
Fan control temp. hysteresis to close louvers
PR156
Fan Control Temp. Hyste‐ resis 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 : ID IM T
PR161
T-Delay WB Fan Control Fan 3
PR162
PWM Output FAN 3 ON
PR163
WB Fan Detection Limit
PR201
Subsidiary Ex citation Funct. ON
s Binar y -
10
Line disruption detection timeout fan 3
0
0 - PWM output fan 3 deactivated 1 - PWM output fan 3 activated
-
Differential current in % for line disruption detection based on present current setting
Binar 0 y
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 Func‐ tion 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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1 - Generator voltage function is activated
2010-09
© MTU Friedrichshafen GmbH
Functional Description
100
PR210
Circulation Pump Function ON
Binar 0 y
0 - Circulating pump deactivated
PR211
Downtime Heating Func‐ tion 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
PR250
CurveDayTank
-
PR251
Day Tank Control Active
Binar y
PR252
DayTankLevelHIHI
PR253
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
-
Curvefordaytanklevelcalculation 0
0 - Day tank monitoring deactivated 1 - Day tank monitoring activated
%
95
Tanklevel forHI alarm
Calcul. Day Tank
-
-
PR254
DayTankLevelHI
%
90
Tanklevel forfuelpumpOFF
PR255
DayTankLevelLO
%
60
Tanklevel forfuelpumpON
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
s
20
Timeout for falling level at LOLO level
5
Day tank level for LOLOalarm
Tank level conversion, value corresponds to 100 % (per‐ cent)
Fallen PR264
Day Tank Level LOLO Tank % Empty
PR265
Day Tank LOLO Eng. Stop enable
© MTU Friedrichshafen GmbH
Binar 0 y
Red alarm optionally with or without engine stop
IM T
0 - No engine stop in case of red alarm 1 - Engine stops in case of red alarm
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Functional Description
101
PR266
Selection Analog Input mA / Binar 1 V y
PR270
Curve Holding Tank
PR271
Holding Tank Control Active
PR272
Holding Tank Level HI
%
95
Storage tank level for HI alarm
PR273
Calcul. Holding Tank
-
-
Tank level conversion, value corresponds to 100 % (per‐ cent)
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
PR279
Hold-Tank HI Del-Time Fall s
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
PR301
Selector Alarm TExhaust_A
Digi‐ tal
0-Noresponse
-
-
0=0-10Volt 1 = 4-20 mA Curve for storage tank level calculation
Binar 0 y
0 - Reserve Tank Monitoring Inactive 1 - Reserve Tank Monitoring Active
0
Timeout for rising level at HI level
20
Timeout for falling level at HI level
2
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 : ID
PR302
Level T-Exhaust_A HI
PR303 PR304
°C
700
Safety level for HI alarm
Hysteresis T-Exhaust_A HI °C
10
Hysteresis for HI alarm safety level
Delay Time T-Exhaust_A HI s Rise
2
TimeoutHIlevel
PR305
Delay Time T-Exhaust_A HI s Fall
2
TimeoutHIlevelundershot
PR310
T_Exhaust_B Monitoring ON
Binar 0 y
0 - Exhaust gas temp. Monitoring and alarm off
PR311
Selector Alarm TExhaust_B
Digi‐ tal
0-Noresponse
2
1 - Exhaust gas temp. Monitoring and alarm
1 - Message 2 - Yellow alarm
IM T
3 - Red alarm 4 - Red alarm with emergency stop
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© MTU Friedrichshafen GmbH
Functional Description
102
PR312
Level T-Exhaust_B HI
PR313 PR314
°C
700
Level for HI alarm
Hysteresis T-Exhaust_B HI °C
10
Hysteresis for HI alarm safety level
Delay Time T-Exhaust_B HI s Rise
2
TimeoutHIlevel
PR315
Delay Time T-Exhaust_B HI s Fall
2
TimeoutHIlevelundershot
PR320
Temperature DE Monitor‐ ing ON
Binar 0 y
0 - Temperature DE monitoring and alarm OFF 1 - Temperature DE monitoring and alarm ON
PR321
Selector Alarm Tempera‐ ture DE
Digi‐ tal
0-Noresponse
2
1 - Message 2 - Yellow alarm 3 - Red alarm 4 - Red alarm with safety stop
PR322
Level Temperature DE HI
PR323
Hysteresis Temperature 1 HI
°C
5
Hysteresis HI alarm safety level
PR324
Delay Temperature DE HI Rise
s
2
TimeoutHIlevelovershot
PR325
Delay Temperature DE HI Fall
s
2
Timeout until HI level undershot
PR330
Temperature NDE Monitor‐ Binar 0 ing ON y
0 - Temperature NDE monitoring and alarm OFF
Selector Alarm Tempera‐ ture NDE
0-Noresponse
PR331
°C
Digi‐ tal
90
2
HI safety limit
1 - Temperature NDE monitoring and alarm ON
1 - Message 2 - Yellow alarm 3 - Red alarm 4 - Red alarm with safety stop
PR332
Level Temperature NDE HI °C
90
Safety level for HI alarm
PR333
Hysteresis Pressure 2 HI
5
Hysteresis for HI alarm safety level
PR334
Delay Temperature NDE HI s Rise
2
Timeout until HI level overshot
PR335
Delay Temperature NDE HI s
2
Timeout HI level temperature undershot
PR340
Fall Winding Temp. 1 Monitor‐ ing ON
°C
Binar 0 y
1 0 0 2 3 5 6 1 0 0 0 0 0 : ID
0 - Winding temp. monitoring and alarm OFF 1 - Winding temp. monitoring and alarm ON
IM T
© MTU Friedrichshafen GmbH
2010-09
E532304/00E
Functional Description
PR341
103
Selector Alarm T-Winding 1 Digi‐ tal
2
0-Noresponse 1 - Message 2 - Yellow alarm 3 - Red alarm 4 - Red alarm with safety stop
PR342
Level T-Winding 1 HI
°C
140
Safety level for HI alarm
PR343
Hysteresis T-Winding 1 HI
°C
5
Hysteresis for HI alarm safety level
PR344
Delay Time T-Winding 1 HI Rise
s
2
TimeoutforHIlevelovershot
PR345
Delay Time T-Winding 1 HI Fall
s
2
Timeout for HI level undershot
PR350
Winding Temp. 2 Monitor‐ ing ON
Binar 0 y
PR351
Selector Alarm T-Winding 2 Digi‐ tal
2
0 - Winding temp. monitoring and alarm OFF 1 - Winding temp. monitoring and alarm ON 0-Noresponse 1 - Message 2 - Yellow alarm 3 - Red alarm 4 - Red alarm with safety stop
PR352
Level T-Winding 2 HI
°C
140
Safety level for HI alarm
PR353 PR354
Hysteresis T-Winding 2 HI °C Delay Time T-Winding 2 HI s Rise
5 2
Hysteresis for HI alarm safety level TimeoutforHIlevelovershot
PR355
Delay Time T-Winding 2 HI Fall
s
PR360
Winding Temp. 3 Monitor‐ ing ON
Binar 0 y
PR361
Selector Alarm T-Winding 3 Digi‐ tal
2
2
Timeout for HI level undershot 0 - Winding temp. monitoring and alarm OFF 1 - Winding temp. monitoring and alarm ON 0-Noresponse 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 : ID IM T
PR362
Level T-Winding 3 HI
°C
140
Safety level for HI alarm
PR363
Hysteresis T-Winding 3 HI
°C
5
Hysteresis for HI alarm safety level
PR364
Delay Time T-Winding 3 HI Rise
s
2
TimeoutforHIlevelovershot
PR365
Delay Time T-Winding 3 HI Fall
s
2
Timeout for HI level undershot
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© MTU Friedrichshafen GmbH
Functional Description
104
PR370
T-Ambient Monitoring ON
Binar y
0
PR371
Selector Alarm T-Ambient
Digi‐ tal
2
0 - Winding temp. monitoring and alarm OFF 1 - Winding temp. monitoring and alarm ON 0-Noresponse 1 - Message 2 - Yellow alarm 3 - Red alarm 4 - Red alarm with safety stop
PR372
Level T-Ambient HI
°C
70
Safety level for HI alarm
PR373
Hysteresis T-Ambient HI
°C
5
Hysteresis for HI alarm safety level
PR374
Delay Time T-Ambient HI Rise
s
2
Timeout forHI level overshot
PR375
Delay Time T-Ambient HI Fall
s
2
Timeout for HI level undershot
PR380
Water Fuel Filter 1 Monitor ON
Binar 1 y
PR381
Sel. Alarm Water Fuel Filter Digi‐ 1 tal
2
0 - Monitoring of water in prefilter 1 and alarm inactive 1 - Monitoring of water in prefilter 1 and alarm active 0-Noresponse 1 - Message 2 - Yellow alarm 3 - Red alarm
PR384
Delay Time W. Fuel Filter 1 s ON
2
4 - Red alarm with safety stop TimeoutforalarmON
PR385
Delay Time W Fuel Filter 1 OFF
s
2
TimeoutforalarmOFF
PR390
Water Fuel Filter 2 Monitor ON
Binar 1 y
PR391
Sel. Alarm Water Fuel Filter Digi‐ 2 tal
2
0 - Monitoring of water in prefilter 2 and alarm inactive 1 - Monitoring of water in prefilter 2 and alarm active 0-Noresponse 1 - Message 2 - Yellow alarm 3 - Red alarm 4 - Red alarm with safety stop
PR394
Delay Time W. Fuel Filter 2 s ON
2
TimeoutforalarmON
PR395
Delay Time W Fuel Filter 2 OFF
s
2
TimeoutforalarmOFF
PR501
Speed Setting Limit Mode
Digi‐ tal
0
0 - Default dataset ECU
© MTU Friedrichshafen GmbH
1 0 0 2 3 5 6 1 0 0 0 0 0 : ID IM T
1 - Speed setting limit signal via CAN active
2010-09
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Functional Description
PR510
Torque Demand Signal Mode
PR511
Rating Switch Mode
105
Digi‐ tal Digi‐ tal
0
0 - Default dataset ECU 1 - Torque demand via CAN active
1
0 - Rating switch inactive 1 - Rating switch via binary input active 2 - Rating switch via CAN active
PR520
LoadSignalMode
Digi‐ tal
0
0 - Load signal inactive 1 - Load Signal via CAN active
PR530
Engine Start Signal Mode
Digi‐ tal
0
PR531
Engine Stop Signal Mode
Digi‐ tal
0
0 - Default dataset ECU 1 - Additional start signal via CAN active 0-ECUdefault 1 - Additional stop signal via CAN active
PR532
AlarmResetMode
Digi‐ tal
0
PR533
Gov. Para. Set Signal Mode Digi‐ tal
1
0 - Alarm reset via ext. CAN inactive 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
Override Signal Mode
Digi‐
0
0-ECUdefault
PR535
Switch 50/60Hz Mode
tal Digi‐ tal
0
1 - Additional override signal via CAN active 0 - 50/60Hz switching inactive 1 - 50/60Hz switching via binary input 2 - 50/60Hz switching via ext. CAN
PR536
Monitored Nodes Signal Mode
PR537
Droop 2 Signal Mode
PR538
Digi‐ tal
0
1- Demand monitored nodes signal via CAN active
Digi‐ tal
0
Digi‐ tal
1
Disable Cyl. Cut Out Mode Digi‐ tal
1
Mode Switch Mode
0 - Default dataset ECU
0-ECUdefault 1- Droop 2 signal active via CAN 0 - Mode switch inactive 1 - Mode switch via binary input active 2 - Mode switch via CAN active
PR540
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 : ID
3 - Cylinder cutout disable signal via binary input or CAN active
IM T
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Functional Description
106
PR542
Test Overspeed Signal Mode
Digi‐ tal
1
0-ECUdefault 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
Digi‐ tal
1
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
Priming Pump On Signal Mode
Digi‐ tal
1
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
Digi‐ tal
1
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
Digi‐ tal
PR900
EOS Fuel Consumption l/h l/h
PR990
CANopen Error Switch Off
1
0 - Manual turning inactive 1 - Manual turning via binary input active
0
Full scale value for the fuel consumption bar graphs in dis‐ play. Used when 0
Digi‐ tal
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
Digi‐ tal
0
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
Digi‐ tal
0
Normal = 0. Each bit corresponds to the associated fault code. (This parameter is XOR'ed with the fault code of the CCB gateway)
PR993
LifeDataOn/Off
Binar
1
LifeDataOn/Off
PR994
FDHOn/Off
y Binar y
1
Field data handling On/Off - storage of ECU data on the CF card
s
5
Timeout for MD CAN alarms on starting the SAM module.
PR9091 Delay MD-CAN Alarms
© MTU Friedrichshafen GmbH
2010-09
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Functional Description
107
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 code 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).
3
SAM records Engine Control Unit data for the first time.
SAM empty and ECU full (firmware 1.2 or 1.3)
Normal case during commissioning (no action required by operator or startup personnel). 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
SAMfullandECUempty
6
Switching off “AL Call MTU Field Data Service”
7
Replacement with a pool engine or Engine Control Unit replacement
Normalcasewhenreplacingastocked(unrecorded) Engine Control Unit. Normal case after replacing a stocked (unrecorded) Engine Control Unit. Normal case when replacing an entire engine or Engine Control Unit which has already been in use (recorded).
3 0 0 3 3 5 6 1 0 0 0 0 0 : ID IM T
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Functional Description
108
3 0 0 3 3 5 6 1 0 0 0 0 0 : ID IM T
© MTU Friedrichshafen GmbH
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Functional Description
109
3 0 0 3 3 5 6 1 0 0 0 0 0 : ID IM T
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Functional Description
110
3 0 0 3 3 5 6 1 0 0 0 0 0 : ID IM T
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Functional Description
111
3 0 0 3 3 5 6 1 0 0 0 0 0 : ID IM T
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Functional Description
112
3 0 0 3 3 5 6 1 0 0 0 0 0 : ID IM T
© MTU Friedrichshafen GmbH
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Functional Description
113
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 special 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. 3 0 0 3 3 5 6 1 0 0 0 0 0 : ID IM 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.
E532304/00E
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© MTU Friedrichshafen GmbH
Functional Description
114
ADEC parameter 2.4000.001
1
bool
LifedataFunction
0-Lifedatafunction not activated 1 - Life data function activated
3 0 0 3 3 5 6 1 0 0 0 0 0 : ID IM T
© MTU Friedrichshafen GmbH
2010-09
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Functional Description
115
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 175) 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. Important: 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
SpeedDemand Options
0-Default DatasetADEC 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
Speed Setting Limit Mode
0 - Default Dataset ADEC 1 - Speed Setting Limit Signal via CAN Active
PR510
0
Digital
TorqueDemandSignalMode 0 - Default Dataset ADEC
PR511
1
Digital
RatingSwitchMode
1 - Torque Demand via CAN Active 0-RatingSwitchesnotActive 1 - Rating Switches via Binary Input Active 2 - Rating Switches via CAN Active 3 0 0 4 3 5 6 1 0 0 0 0 0 : ID
PR520
0
Digital
LoadSignalMode
0-LoadSignalnotActive 1 - Load Signal via CAN Active
PR530
0
Digital
Engine Start Signal Mode
0 - Default Dataset ADEC
PR531
0
Digital
Engine Stop Signal Mode
0 - Default Dataset ADEC
1 - Additional Start Signal via CAN Active
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1 - Additional Stop Signal via CAN Active
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Functional Description
116
PR532
0
Digital
AlarmResetMode
0-DefaultDatasetADEC 1 - Additional Alarm Reset Signal via CAN Active
PR533
1
Digital
Gov. Para. Set Signal Mode
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
OverrideSignalMode
0-DefaultDatasetADEC 1 - Additional Override Signal via CAN Active
PR536
PR537
0
0
Digital
Digital
MonitoredNodesSignal Mode
Droop2SignalMode
0 - Default Dataset ADEC 1 - Demand Monitored Nodes Signal via CAN Active 0-DefaultDatasetADEC 1 - Droop 2 Signal via CAN Active
PR538
1
Digital
ModeSwitchMode
0-ModeSwitchnotActive
PR540
1
Digital
Disable Cyl. Cut Out Mode
0 - Disable Cylinder Cut Out not Active
1 - Mode Switch via Binary Input Active
1 - Disable Input ActiveCylinder Cut Out Signal via Binary 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
3 0 0 4 3 5 6 1 0 0 0 0 0 : ID IM T
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Functional Description
PR544
1
117
Digital
PrimingPumpOnSignal Mode
0 - Priming Pump ON not Active 1 - Priming Pump ON Signal via Binary Input Active 2 - Priming Pump ON Signal via CAN Active 3 - Priming Pump ON Signal via CAN or Binary Input Active
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
Normal0.Eachbitcorrespondswiththerelated fault code. This parameter is XOR'ed with the fault code of the CCB gateway.
PR992
0
Digital
CCB Error Switch Off
Normal0.Eachbitcorrespondswiththerelated fault code. This parameter is XOR'ed with the fault code of the CCB gateway.
3 0 0 4 3 5 6 1 0 0 0 0 0 : ID IM T
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3 0 0 5 3 5 6 1 0 0 0 0 0 : ID IM T
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119
3 0 0 5 3 5 6 1 0 0 0 0 0 : ID IM 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). 3 0 0 5 3 5 6 1 0 0 0 0 0 : ID IM T
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121
3 0 0 5 3 5 6 1 0 0 0 0 0 : ID IM T
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Functional Description
122
3 0 0 5 3 5 6 1 0 0 0 0 0 : ID IM T
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Functional Description
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3 0 0 5 3 5 6 1 0 0 0 0 0 : ID IM T
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Functional Description
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3 0 0 5 3 5 6 1 0 0 0 0 0 : ID IM T
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125
3 0 0 5 3 5 6 1 0 0 0 0 0 : ID IM T
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126
3 0 0 5 3 5 6 1 0 0 0 0 0 : ID IM T
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127
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.
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Functional Description
128
Dimensions (width x height x depth) mm
360 x 314 x 65 Draw-out clearance: +135
Weight Operatingvoltage
kg VDC
5.5 Ratedvoltage:24 Continuous voltage: 20 to 32 Temporarily restricted operation:
1 0 0 2 1 5 8 0 0 0 0 0 0 : ID
16.8 to 20 Interactive mode: 11 to 16.8 Powerconsumption Heat loss
© MTU Friedrichshafen GmbH
A W
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Max.24 Max. 35
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Functional Description
Operatingtemperaturerange
129
°C
–40 t o+75
Storagetemperaturerange
°C
–40 to+85
Max.housingtemperature
°C
105
Relativeairhumidity
%condens‐ ing
Degreeofprotection Shock Vibration
0 to 95 condensing IP69K(DIN40050)
g/ms
15/11semi-sinusoidalshock 31.5Hzto150Hz:a=±3.7g 5 Hz: 0.00057 g2/Hz 31.5 Hz: 0.06 g2/Hz 150 Hz: 0.06 g2/Hz 1000 Hz: 0.00057 g2/Hz 1500 Hz: 0.00057 g2/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 2 1 5 8 0 0 0 0 0 0 : ID IM T
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Functional Description
130
• Installation in en closed 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 mm 2).
Installation position
As desired, ensuring that the installed fault display is legible.
Operating voltage
VDC
Power consumption
W
Degreeofprotection:
24 nominal value (-30 %; +30 %, temporary -50 %) Below 7 (0.25 A at 24 V) without additional loads.
1 0 0 6 8 2 8 0 0 0 0 0 0 : ID
IP40accordingtoDIN40050
Joint:
IM T
Railinstallation
10g,11ms
Fixedinstallation
30g,11ms
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Functional Description
131
Vibrations: Railinstallation
Hz
2–12.8:Xpp set value; DBR reduction, Check wiring of HP fuel injection start delayed; HP fuel control control block. Contact block or wiring faulty. Service if no malfunction can be detected.
2.0104.931
83
LO P-Fuel (Com‐ mon 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 mal‐ function can be detected.
85
HI T-Recirculation
Charge-air temperature before recircula‐ tion valve too high (limit value 1).
Contact Service.
2.0128.931
86
SS T-Recirculation
Charge-air temperature before recircula‐ tion valve too high (limit value 2).
Contact Service.
2.0128.932
89
SS Engine Speed too Low
Engine stalls. In normal operation the Check for additional mes‐ 2.2500.030 engine speed has fallen below the limit sages. value in parameter 2.2500.027 “speed limit for stalling” and no engine stop signal is present. If this happens, the engine is stopped for safety reasons.
90
SS No Idling Speed Idling speed was not reached. Start termi‐ nated.
Check for additional mes‐ 2.1090.925 sages.
91
SS No Runup Speed
Check for additional mes‐ 2.1090.924 sages.
Runup speed was not reached. Start ter‐ minated.
2 0 0 3 6 5 8 1 0 0 0 0 0 : ID IM T
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Operating Instructions
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147
92
SS No Starter Speed
Starter speed not reached. Start termi‐ nated. Starter does not turn or turns slowly.
Check for additional mes‐ 2.1090.923 sages. Recharge battery. Engine under load: Check fuel supply. Contact Serv‐ ice if no malfunction can be detected.
93
SS T-Preheat
Preheating temperature too low (limit value 2). Coolant temperature too low for engine start. Engine start interlock.
Engine start interlock is 2.1090.922 active as coolant temper‐ ature is too low for engine start, preheating neces‐ sary.
94
LO T-Preheat
Preheating temperature too low (limit value 1). Coolant temperature too low for engine start.
Engine start interlock is 2.1090.921 active as coolant temper‐ ature is too low for engine start, preheating neces‐ sary.
95
ALPrimingFault
102
AL Consumption Meter Faulty
Consumption meter faulty.
Replace Engine Control Unit at next opportunity.
1.8004.624
104
AL Eng Hours Counter Defect
Hourmeterfaulty.
ReplaceEngineControl Unit at next opportunity.
1.8004.623
118
LO ECU Supply Voltage
Supply voltage too low (limit value 1).
Check tor. batteries/genera‐
2.0140.921
119
LOLO ECU Supply Voltage
Supply voltage too low (limit value 2).
Check batteries/genera‐ tor.
2.0140.922
120
HI ECU Supply Volt‐ age
Supply voltage too high (limit value 1).
Check batteries/genera‐ tor.
2.0140.931
121
HIHI ECU Supply Voltage
Supply voltage too high (limit value 2).
Check batteries/genera‐ tor.
2.0140.932
122
HI T-ECU
Electronics temperature too high (limit value 1).
Check engine room venti‐ 2.0132.921 lation.
141
AL Power Too High The alarm is triggered if the average power of the last 24 hours exceeded the maxi‐ mum value set in PR1.1088.001.
142
176
Oilprimingfault.
ContactService.
2.1090.920
Contact Service.
1.1088.007
AL MCR exceeded
The alarm is triggered if the MCR has been Contact Service.
1.1088.006
1 hour
exceeded for more than 1 hour within the last 12 hours.
AL LifeData Not Avail
No (suitable) LifeData backup system Contact Service. available, backup system has no LifeData function when timeout following ECU reset expires or CAN bus to backup system is disrupted.
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2.4000.004
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Operating Instructions
148
177
AL LifeData Restore This fault message is generated when a Contact Service. Incomplete CRC is faulty (stated for each module) or upload is incomplete during a restore data upload process (into ADEC).
2.4000.006
180
AL CAN1 Node Lost Connection to a node on CAN bus 1 failed. Check devices connected to CAN.
2.0500.680
181
AL CAN2 Node Lost Connection to a node on CAN bus 2 failed. Check devices connected to CAN.
2.0500.681
182
AL CAN Incorrect Configuration
Incorrect parameter values entered in data Contact Service. record.
2.0500.682
183
AL CAN No PUData
The selected CAN mode initializes com‐ Check devices connected 2.0500.683 munication by means of the PU data mod‐ to CAN. ule. 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. Contact Service. Automatic switch over to CAN2. Possible causes may be, e.g. short circuit, massive faults or baud rate incompatibility.
2.0500.686
187
AL CAN1 Error Pas‐ sive
CAN controller 1 has signaled a warning. Contact Service. Possible causes may be, e.g. missing node, minor faults or temporary bus over‐ load.
2.0500.687
188
AL CAN2 Bus Off
CAN controller 2 is in "Bus-Off" status. Contact Service. Automatic switch over to CAN 1. Possible causes may be, e.g. short circuit, massive faults or baud rate incompatibility.
2.0500.688
189
AL CAN2 Error Pas‐ sive
CAN controller 2 has signaled a warning. Contact Service. Possible causes may be, e.g. missing node, minor faults or temporary bus over‐ load.
2.0500.689
190
AL EMU Parameter Not Supported
EMU parameters are not supported. Incompatibility.
Contact Service.
2.0500.690
201
SD T-Coolant
Coolant temperature sensor faulty. Short circuit or wire break.
Check sensor and wiring (B6), replace as neces‐ sary.
1.8004.570
Fuel temperature sensor faulty. Short cir‐ cuit or wire break.
Check sensor and wiring (B33), replace as neces‐ sary.
1.8004.572
202
SD T-Fuel
© MTU Friedrichshafen GmbH
2010-09
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Operating Instructions
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149
203
SD T-Charge Air
Charge-air temperature sensor faulty. Short circuit or wire break.
Check sensor and wiring (B9), replace as neces‐ sary.
1.8004.571
204
SD Level Lube Oil
Lube oil level sensor faulty. Short circuit or wire break.
Check sensor and wiring, replace as necessary.
1.8004.602
205
SD T-Coolant Inter‐
Intercooler coolant temperature sensor
Check sensor and wiring
1.8004.574
cooler
faulty. Short circuit or wire break.
(B26), replace as neces‐ sary.
206
SD T-Exhaust A
Exhaust temperature sensor on A side faulty. Short circuit or wire break.
Check sensor and wiring 1.8004.576 (B4.21), replace as neces‐ sary.
207
SD T-Exhaust B
Exhaust temperature sensor on B side faulty. Short circuit or wire break.
Check sensor and wiring 1.8004.577 (B4.22), replace as neces‐ sary.
208
SD P-Charge Air
Charge-air pressure sensor faulty. Short circuit or wire break.
Check sensor and wiring (B10), replace as neces‐ sary.
1.8004.566
211
SD P-Lube Oil
Lube oil pressure sensor faulty. Short cir‐ cuit or wire break.
Check sensor and wiring (B5), replace as neces‐ sary.
1.8004.563
212
SD P-Coolant
Coolant pressure sensor faulty. Short cir‐ cuit or wire break.
Check sensor and wiring (B16), replace as neces‐ sary.
1.8004.564
213
SD P-Coolant Inter‐ cooler
Intercooler coolant pressure sensor faulty. Check sensor and wiring Short circuit or wire break. (B43), replace as neces‐ sary.
1.8004.569
214
SD P-Crankcase
Crankcase pressure sensor faulty. Short circuit or wire break.
Check sensor and wiring (B50), replace as neces‐ sary.
1.8004.568
215
SD P-HD
Rail pressure sensor faulty. High pressure Check sensor and wiring regulator emergency operation. Short cir‐ (B48), replace as neces‐ cuit or wire break. sary.
1.8004.567
216
SD T-Lube Oil
Lube oil temperature sensor faulty. Short circuit or wire break.
Check sensor and wiring (B7), replace as neces‐ sary.
1.8004.575
219
SD T-Intake Air
Intake air temperature sensor faulty. Short circuit or wire break.
Check sensor and wiring (B3), replace as neces‐ sary.
1.8004.573
220
SD Coolant Level
Coolant level sensor faulty. Short circuit or wire break.
Check sensor and wiring (F33), replace as neces‐ sary.
1.8004.584
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150
221
SD P-Diff Lube Oil
Lube oil differential pressure sensor faulty. Short circuit or wire break.
Check sensor and wiring (F25), replace as neces‐ sary.
1.8004.585
222
SD Level Leakage Fuel
Leak-off fuel level sensor faulty. Short cir‐ Check sensor and wiring cuit or wire break. (F46), replace as neces‐ sary.
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 neces‐ sary.
1.8004.583
227
SD P-Oil bef. Filter
Sensor for lube-oil pressure before filter faulty. Short circuit or wire break.
Check sensor and wiring (B5.3), replace as neces‐ sary.
1.8004.620
228
SD P-Fuel before Filter
Fuel pressure sensor faulty. Short circuit or wire break.
Check sensor and wiring (B5.3), replace as neces‐ sary.
1.8004.595
229
AL Stop Camshaft Sensor Defect
Engine stop due to camshaft sensor fault Check sensor and wiring 1.8004.562 (and a previous crankshaft sensor fault in to B1 connector, replace the same operating cycle). as necessary. Fault is rec‐ tified when engine is restarted.
230
SD Crankshaft
Crankshaft sensor faulty. Short circuit or
Check sensor and wiring
Speed
wire break.
(B13),Fault replace as neces‐ sary. is rectified when engine is restarted.
231
SD Camshaft Speed
Camshaft sensor faulty. Short circuit or wire break.
Check sensor and wiring (B1), replace as neces‐ sary. Fault is rectified when engine is restarted.
232
SD ETC Speed 1
Speed sensor of primary turbocharger faulty. Short circuit or wire break.
Check sensor and wiring 1.3011.128 (B44.1), replace as neces‐ sary.
233
SD ETC Speed 2
Speed sensor of secondary turbocharger faulty. Short circuit or wire break.
Check sensor and wiring 1.3011.129 (B44.2), replace as neces‐ sary.
239
SD P-Diff Fuel
Fuel differential pressure sensor faulty. Contact Service. Only occurs in combination with the “Fuel
240
SD P-Fuel
241
SD T-Recirculation
© MTU Friedrichshafen GmbH
before filter” or “Fuel after filter” SD alarms. Fuel pressure sensor faulty. Short circuit Check sensor and wiring or wire break. (B34), replace as neces‐ sary. Recirculation temperature sensor faulty. Short circuit or wire break.
2010-09
Check sensor and wiring (F49), replace as neces‐ sary.
1.8004.498
1.8004.499
1.8004.598
1.8004.565
1.8004.581
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Operating Instructions
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151
242
SD T-Coolant (R)
Redundant coolant temperature sensor faulty. Short circuit or wire break.
Check sensor and wiring, replace as necessary.
1.8004.622
244
SD P-Lube Oil ( R)
Redundant lube oil pressure sensor faulty; Short circuit or wire break.
Check sensor and wiring, replace as necessary.
1.8004.621
245
SD ECU Supply Voltage
Internal ECU fault. Electronics faulty.
Replace Engine Control Unit.
2.8006.589
266
SD Speed Demand
Analog nominal speed setting faulty. Short circuit or wire break.
Check nominal speed transmitter, replace as necessary.
2.8006.586
268
SD Spinning Value
Analog wheel slip signal faulty. Short cir‐ cuit or wire break.
Contact Service.
2.8006.591
269
SD Loadp. Analog Filt.
Filtered analog signal for load pulse 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 break.
Contact Service.
2.8006.590
301
AL Timing Cylinder A1
Time-of-flight measuring fault injector cyl‐ Replace injector solenoid inder A1: Time-of-flight measured value valve if this occurs fre‐ extremely low or extremely high. quently.
1.8004.500
302
AL Timing Cylinder A2
Time-of-flight measuring fault injector cyl‐ Replace injector solenoid inder A2 Time-of-flight measured value valve if this occurs fre‐
1.8004.501
303
AL Timing Cylinder A3
extremely low or extremely high. Time-of-flight measuring fault injector cyl‐ inder A3: Time-of-flight measured value extremely low or extremely high.
304
AL Timing Cylinder A4
Time-of-flight measuring fault injector cyl‐ Replace injector solenoid inder A4 Time-of-flight measured value valve if this occurs fre‐ extremely low or extremely high. quently.
1.8004.503
305
AL Timing Cylinder A5
Time-of-flight measuring fault injector cyl‐ Replace injector solenoid inder A5 Time-of-flight measured value valve if this occurs fre‐ extremely low or extremely high. quently.
1.8004.504
306
AL Timing Cylinder A6
Time-of-flight measuring fault injector cyl‐ Replace injector solenoid inder A6 Time-of-flight measured value valve if this occurs fre‐ extremely low or extremely high. quently.
1.8004.505
307
AL Timing Cylinder A7
Time-of-flight measuring fault injector cyl‐ Replace injector solenoid inder A7 Time-of-flight measured value valve if this occurs fre‐ extremely low or extremely high. quently.
1.8004.506
308
AL Timing Cylinder A8
Time-of-flight measuring fault injector cyl‐ Replace injector solenoid inder A8 Time-of-flight measured value valve if this occurs fre‐ extremely low or extremely high. quently.
1.8004.507
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quently. Replace injector solenoid valve if this occurs fre‐ quently.
1.8004.502
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Operating Instructions
152
309
AL Timing Cylinder A9
Time-of-flight measuring fault injector cyl‐ Replace injector solenoid inder A9 Time-of-flight measured value valve if this occurs fre‐ extremely low or extremely high. quently.
1.8004.508
310
AL Timing Cylinder A10
Time-of-flight measuring fault injector cyl‐ Replace injector solenoid inder A10: Time-of-flight measured value valve if this occurs fre‐ extremely low or extremely high. quently.
1.8004.509
311
AL Timing Cylinder B1
Time-of-flight measuring fault injector cyl‐ Replace injector solenoid inder B1: Time-of-flight measured value valve if this occurs fre‐ extremely low or extremely high. quently.
1.8004.510
312
AL Timing Cylinder B2
Time-of-flight measuring fault injector cyl‐ Replace injector solenoid inder B2: Time-of-flight measured value valve if this occurs fre‐ extremely low or extremely high. quently.
1.8004.511
313
AL Timing Cylinder B3
Time-of-flight measuring fault injector cyl‐ Replace injector solenoid inder B3: Time-of-flight measured value valve if this occurs fre‐ extremely low or extremely high. quently.
1.8004.512
314
AL Timing Cylinder B4
Time-of-flight measuring fault injector cyl‐ Replace injector solenoid inder B4: Time-of-flight measured value valve if this occurs fre‐ extremely low or extremely high. quently.
1.8004.513
315
AL Timing Cylinder B5
Time-of-flight measuring fault injector cyl‐ Replace injector solenoid inder B5: Time-of-flight measured value valve if this occurs fre‐ extremely low or extremely high. quently.
1.8004.514
316
AL Timing Cylinder B6
Time-of-flight measuring fault injector cyl‐ Replace injector solenoid inder B6: Time-of-flight measured value valve if this occurs fre‐ extremely low or extremely high. quently.
1.8004.515
317
AL Timing Cylinder B7
Time-of-flight measuring fault injector cyl‐ Replace injector solenoid inder B7: Time-of-flight measured value valve if this occurs fre‐ extremely low or extremely high. quently.
1.8004.516
318
AL Timing Cylinder B8
Time-of-flight measuring fault injector cyl‐ Replace injector solenoid inder B8: Time-of-flight measured value valve if this occurs fre‐ extremely low or extremely high. quently.
1.8004.517
319
AL Timing Cylinder B9
Time-of-flight measuring fault injector cyl‐ Replace injector solenoid inder B9: Time-of-flight measured value valve if this occurs fre‐ extremely low or extremely high. quently.
1.8004.518
320
AL Timing Cylinder B10
Time-of-flight measuring fault injector cyl‐ Replace injector solenoid inder B10: Time-of-flight measured value valve if this occurs fre‐ extremely low or extremely high. quently.
1.8004.519
321
AL Wiring Cylinder A1
Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.520 A10. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When engine is restarted.
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153
322
AL Wiring Cylinder A2
Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.521 A2. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When engine is restarted.
323
AL Wiring Cylinder A3
Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.522 A3. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When engine is restarted.
324
AL Wiring Cylinder A4
Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.523 A4. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When engine is restarted.
325
AL Wiring Cylinder A5
Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.524 A5. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When
326
AL Wiring Cylinder A6
Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.525 A6. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When engine is restarted.
327
AL Wiring Cylinder A7
Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.526 A7. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When engine is restarted.
328
AL Wiring Cylinder A8
Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.527 A8. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When engine is restarted.
engine is restarted.
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329
AL Wiring Cylinder A9
Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.528 A9. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When engine is restarted.
330
AL Wiring Cylinder A10
Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.529 A10. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When engine is restarted.
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
AL Wiring Cylinder B2
Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.531 B2. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When
333
AL Wiring Cylinder B3
Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.532 B3. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When engine is restarted.
334
AL Wiring Cylinder B4
Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.533 B4. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When engine is restarted.
335
AL Wiring Cylinder B5
Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.534 B5. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When engine is restarted.
engine is restarted.
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336
AL Wiring Cylinder B6
Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.535 B6. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When engine is restarted.
337
AL Wiring Cylinder B7
Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.536 B7. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When engine is restarted.
338
AL Wiring Cylinder B8
Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.537 B8. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When engine is restarted.
339
AL Wiring Cylinder B9
Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.538 B9. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When
340
AL Wiring Cylinder B10
Short circuit fault in injector wiring cylinder Rectify injector solenoid 1.8004.539 B10. Result: Misfiring. valve short circuit (positive to negative) (e.g. by exchanging injectors). Fault rectification: When engine is restarted.
341
AL Open Load Cyl‐ inder A1
Disruption fault in injector wiring to cylinder Check injector wiring for 1.8004.540 A1. Result: Misfiring. disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification: After each working cycle.
342
AL Open Load Cyl‐ inder A2
Disruption fault in injector wiring cylinder A2. Result: Misfiring.
engine is restarted.
2 0 0 3 6 5 8 1 0 0 0 0 0 : ID
Check injector wiring for 1.8004.541 disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification: After each working cycle.
IM T
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Operating Instructions
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343
AL Open Load Cyl‐ inder A3
Disruption fault in injector wiring cylinder A3. Result: Misfiring.
Check injector wiring for 1.8004.542 disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification: After each working cycle.
344
AL Open Load Cyl‐ inder A4
Disruption fault in injector wiring cylinder A4. Result: Misfiring.
Check injector wiring for 1.8004.543 disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification: After each working cycle.
345
AL Open Load Cyl‐ inder A5
Disruption fault in injector wiring cylinder A5. Result: Misfiring.
Check injector wiring for 1.8004.544 disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification: After each working cycle.
346
AL Open Load Cyl‐ inder A6
Disruption fault in injector wiring cylinder A6. Result: Misfiring.
Check injector wiring for 1.8004.545 disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification:
347
AL Open Load Cyl‐ inder A7
Disruption fault in injector wiring cylinder A7. Result: Misfiring.
Check injector wiring for 1.8004.546 disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification: After each working cycle.
348
AL Open Load Cyl‐ inder A8
Disruption fault in injector wiring cylinder A8. Result: Misfiring.
Check injector wiring for 1.8004.547 disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification: After each working cycle.
349
AL Open Load Cyl‐ inder A9
Disruption fault in injector wiring cylinder A9. Result: Misfiring.
Check injector wiring for 1.8004.548 disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification: After each working cycle.
After each working cycle.
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350
AL Open Load Cyl‐ inder A10
Disruption fault in injector wiring to cylinder Check injector wiring for 1.8004.549 A10. Result: Misfiring. disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification: After each working cycle.
351
AL Open Load Cyl‐ inder B1
Disruption fault in injector wiring cylinder B1. Result: Misfiring.
Check injector wiring for 1.8004.550 disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification: After each working cycle.
352
AL Open Load Cyl‐ inder B2
Disruption fault in injector wiring cylinder B2. Result: Misfiring.
Check injector wiring for 1.8004.551 disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification: After each working cycle.
353
AL Open Load Cyl‐ inder B3
Disruption fault in injector wiring cylinder B3. Result: Misfiring.
Check injector wiring for 1.8004.552 disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification:
354
AL Open Load Cyl‐ inder B4
Disruption fault in injector wiring cylinder B4. Result: Misfiring.
Check injector wiring for 1.8004.553 disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification: After each working cycle.
355
AL Open Load Cyl‐ inder B5
Disruption fault in injector wiring cylinder B5. Result: Misfiring.
Check injector wiring for 1.8004.554 disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification: After each working cycle.
356
AL Open Load Cyl‐ inder B6
Disruption fault in injector wiring cylinder B6. Result: Misfiring.
Check injector wiring for 1.8004.555 disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification: After each working cycle.
After each working cycle.
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357
AL Open Load Cyl‐ inder B7
Disruption fault in injector wiring cylinder B7. Result: Misfiring.
Check injector wiring for 1.8004.556 disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification: After each working cycle.
358
AL Open Load Cyl‐ inder B8
Disruption fault in injector wiring cylinder B8. Result: Misfiring.
Check injector wiring for 1.8004.557 disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification: After each working cycle.
359
AL Open Load Cyl‐ inder B9
Disruption fault in injector wiring cylinder B9. Result: Misfiring.
Check injector wiring for 1.8004.558 disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification: After each working cycle.
360
AL Open Load Cyl‐ inder B10
Disruption fault in injector wiring cylinder B10. Result: Misfiring.
Check injector wiring for 1.8004.559 disruption or exclude pos‐ sible solenoid valve fault (e.g. by exchanging injec‐ tors). Fault rectification:
361
AL Power Stage Low
Internal electronic fault. Electronics possi‐ bly faulty. If bit "1.1020.021" (Power Stage Failure: Stop Engine) is set, an engine stop will also occur.
Start ITS. Check addi‐ 1.8004.496 tional messages if ITS indicates diagnosis "Elec‐ tronics OK" (e.g. wiring faulty).
362
AL Power Stage high
Internal electronic fault. Electronics possi‐ bly faulty. If bit "1.1020.021" (Power Stage Failure: Stop Engine) is set, an engine stop will also occur.
Start ITS. Check addi‐ 1.8004.497 tional messages if ITS indicates diagnosis "Elec‐ tronics OK" (e.g. wiring faulty).
363
AL Stop Power Stage
Internal electronic fault. Electronics possi‐ bly faulty. If bit “1.1020.021” (Power Stage Failure: Stop Engine) is set, an engine stop will also occur.
Start ITS. Check addi‐ 1.8004.560 tional messages if ITS indicates diagnosis "Elec‐ tronics OK" (e.g. wiring faulty).
After each working cycle.
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Operating Instructions
365
AL Stop MV-Wiring Ground
159
Injector wiring fault. If bit "1.1020.021" Check wiring, replace wir‐ 1.8004.561 (Power Stage Failure: Stop Engine) is set, ing harness as necessary. an engine stop will also occur. Possible causes: 1. Short circuit of injector positive connection to ground of one or more injectors. 2.
2 0 0 3 6 5 8 1 0 0 0 0 0 : ID IM T
Short circuitor of of theone negative injector connection or more injec‐ tors to ground.
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
Short circuit or wire break on transistor output 2 (TO 2).
Contact Service.
1.8004.635
373
AL Wiring TO 3
Short circuit or wire break on transistor output 3 (TO 3).
Contact Service.
1.8004.636
374
AL Wiring TO 4
Short circuit or wire break on transistor output 4 (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
Short circuit or wire break on transistor
Contact Service.
2.8006.639
383
AL Wiring TOP 3
output 2, plant-side (TOP 2). Short circuit or wire break on transistor output 3, plant-side (TOP 3).
Contact Service.
2.8006.640
384
AL Wiring TOP 4
Short circuit or wire break on transistor output 4, plant-side (TOP 4).
Contact Service.
2.8006.641
390
AL MCR Exceeded
DBR/MCR function: MCR (maximum con‐ tinuous rate) was exceeded.
None.
1.1085.009
392
HI T-Coolant Red
Redundant coolant temperature too high (limit value 1).
Check coolant circuit.
2.0480.197
393
SS T-Coolant Red
Redundant coolant temperature too high (limit value 2).
Check coolant circuit.
2.0480.199
394
LO P-Lube Oil Red
Redundant lube oil pressure too low (limit 1).
Contact Service.
2.0480.297
395
SS P-Lube Oil Red
Redundant lube oil pressure too low (limit 2).
Contact Service.
2.0480.299
396
TD T-Coolant Sens. Maximum coolant sensor deviation. Dev.
Contact Service.
1.0480.193
397
TD P-Oil Sensor Deviation
Contact Service.
1.0480.293
E532304/00E
Maximum P oil sensor deviation.
2010-09
© MTU Friedrichshafen GmbH
Operating Instructions
160
400
AL Open Load Digi‐ tal Input 1
Line disruption at digital input 1. Wiring faulty or no resistance via switch.
Check wiring. Check 2.8006.625 resistance via switch. Contact Service if no mal‐ function can be detected.
401
AL Open Load Digi‐ tal Input 2
Line disruption at digital input 2. Wiring faulty or no resistance via switch.
Check wiring. Check 2.8006.626 resistance via switch. Contact Service if no mal‐ function can be detected.
402
AL Open Load Digi‐ tal Input 3
Line disruption at digital input 3. Wiring Check wiring. Check 2.8006.627 faulty or no resistance through the switch. resistance via switch. Contact Service if no mal‐ function can be detected.
403
AL Open Load Digi‐ tal Input 4
Line disruption at digital input 4. Wiring faulty or no resistance via switch.
404
AL Open Load Digi‐ tal Input 5
Line disruption at digital input 5. Wiring Check wiring. Check 2.8006.629 faulty or no resistance through the switch. resistance via switch. Contact Service if no mal‐ function can be detected.
405
AL Open Load Digi‐ tal Input 6
Line disruption at digital input 6. Wiring Check wiring. Check faulty or no resistance through the switch. resistance via switch.
Check wiring. Check 2.8006.628 resistance via switch. Contact Service if no mal‐ function can be detected.
2.8006.630
Contact Service if no mal‐ function can be detected. 406
AL Open Load Digi‐ tal Input 7
Line disruption at digital input 7. Wiring Check wiring. Check 2.8006.631 faulty or no resistance through the switch. resistance via switch. Contact Service if no mal‐ function can be detected.
407
AL Open Load Digi‐ tal Input 8
Line disruption at digital input 8. Wiring Check wiring. Check 2.8006.632 faulty or no resistance through the switch. resistance via switch. Contact Service if no mal‐ function can be detected.
408
AL Open Load Emerg. Stop Input ESI
Open circuit at input for emergency stop. Check wiring. Check 2.8006.633 Wiring faulty or no resistance through the resistance via switch. switch. Contact Service if no mal‐ function can be detected.
410
LO U-PDU
Injector voltage too low (limit value 1).
Execute ECU self-test,
2.0141.921
replace ECU in case of fault. 411
LOLO U-PDU
© MTU Friedrichshafen GmbH
Injector voltage too low (limit value 2).
2010-09
Execute ECU self-test, replace ECU in case of fault.
2.0141.922
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161
412
HI U-PDU
Injector voltage too high (limit value 1).
Execute ECU self-test, replace ECU in case of fault.
2.0141.931
413
HIHI U-PDU
Injector voltage too high (limit value 2).
Execute ECU self-test, replace ECU in case of fault.
2.0141.932
414
HI Water Level Fuel Prefilter
Water level in fuel prefilter too high (limit value 1)
Drain fuel prefilter.
2.0156.931
415
LO P-Coolant Inter‐ cooler
Coolant pressure in intercooler too low (limit 1).
Contact Service.
2.0107.921
416
SS P-Coolant Inter‐ cooler
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
Check sensor and wiring, replace as necessary.
1.8004.594
419
SD T-Coolant b.Engine
Coolant inlet temperature sensor faulty. Short circuit or wire break.
Check sensor and wiring (B3), replace as neces‐ sary.
1.8004.604
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
Contact Service.
2.0160.922
428
AL L1 T-Aux 1
value 2. Temperature signal from Aux 1 has vio‐ lated limit value 1.
Contact Service.
2.0130.921
430
LO P-Coolant before Engine
Coolant pressure too low (limit value 1).
Check coolant circuit.
2.0168.921
431
SS P-Coolant before Engine
Coolant pressure too low (limit value 2).
Check coolant circuit.
2.0168.922
434
HI T-Coolant before Engine
Coolant temperature too high (limit value 1).
Check coolant circuit.
2.0173.931
435
SS T-Coolant before Engine
Coolant temperature too high (limit value 2).
Check coolant circuit.
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 limit value 2. from Aux 1 has violated
Contact Service.
2.0110.931
444
SD U-PDU
Sensor of injector output stage faulty. Internal fault in ECU7.
Replace ECU7.
1.8004.578
445
SD P-Ambient Air
Ambient air pressure sensor faulty.
448
HI P-Charge Air
Charge-air pressure too high (limit value 1).
E532304/00E
2010-09
Contact Service. Contact Service.
1.8004.580 2.0103.931
© MTU Friedrichshafen GmbH
Operating Instructions
162
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 recti‐ fied when engine is restarted.
2.8006.592
454
SS Power Limitation Powerreductionactivated. Active
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 value 1).
Contact Service.
2.8006.653
462
HI T-Coolant EMU
Coolant temperature of EMU has violated limit 1.
Contact Service.
2.8006.654
464
SD P-AUX 1
Analog input signal for pressure Aux 1
Check pressure sensor
1.8004.589
faulty. Short circuit or wire break.
and wiring, replace as necessary. Contact Service.
None.
2.7000.011
467
AL L2 T-Aux1
Temperature signal from Aux 1 has vio‐ lated limit value 2.
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 circuit or wire break.
Check signal transmitter and wiring, replace as necessary.
1.8004.590
470
SD T-ECU
Temperature sensor for ECU faulty. Short circuit or wire break.
Check sensor and wiring, replace as necessary.
1.8004.587
471
SD Coil Current
Actuation of HP fuel control block faulty. Short circuit or wire break.
Check sensor and wiring, replace as necessary.
1.8004.592
472
AL Stop SD
Engine stop, as shutdown channels detect “sensor defect”.
Contact Service.
2.8006.593
473
AL Wiring PWM_CM2
Wire break or short circuit on channel PWM_CM2.
Contact Service.
1.8004.593
474
AL Wiring FO
© MTU Friedrichshafen GmbH
Wire break or short circuit on channel FO. Contact Service.
2010-09
2.0130.922
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163
475
AL CR Trigger Engine Stop
Tripped by crash recorder triggering due to engine shutdown.
Replace Engine Control Unit at next opportunity.
1.8010.009
476
AL Crash Rec. Init. Error
Initialization error of crash recorder.
Contact Service.
1.8010.007
478
AL Comb. Alarm Yel (Plant)
YELLOW summary alarm from 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 Pro‐ tection
External engine protection function active. Contact Service.
482
SD T-Exhaust C
Exhaust temperature sensor on A side faulty. Short circuit or wire break.
Check sensor and wiring 1.8004.596 (B4.23), replace as neces‐ sary.
483
SD T-Exhaust D
Exhaust temperature sensor on A side faulty. Short circuit or wire break.
Check sensor and wiring 1.8004.597 (B4.24), replace as neces‐ sary.
484
HI T-Exhaust C
Exhaust gas temperature (C side) too high (limit value 1).
Contact Service.
2.0133.931
485
SS T-Exhaust C
Exhaust gas temperature (C side) too high (limit value 2).
Contact Service.
2.0133.932
486
HI T-Exhaust D
Exhaust gas temperature (D side) too high (limit value 1).
Contact Service.
2.0134.931
487
SS T-Exhaust D
Exhaust gas temperature (D side) too high (limit value 2).
Contact Service.
2.0134.932
488
HI ETC3 Overspeed Speed of 2nd secondary turbocharger too high (limit value 1).
Contact Service.
2.3014.931
489
SS ETC3 Over‐ speed
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 too high (limit value 1).
491
2.0291.921
Contact Service.
2.3015.931
SS ETC4 Over‐ speed
Speed of the 3rd secondary turbocharger Contact Service. too high (limit value 2).
2.3015.932
492
AL ETC4 Cutin Fail‐
ETC4failedtocutin.
ContactService.
1.8004.202
493
ure AL ETC3 Cutin Fail‐ ure
ETC3failedtocutin.
ContactService.
1.8004.203
500
AL Wiring POM Starter 1
E532304/00E
A wiring 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.
2010-09
© MTU Friedrichshafen GmbH
Operating Instructions
164
501
AL Wiring POM Starter 2
A wiring 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 Alternator
A line disruption was detected at the bat‐ tery-charging connection for the POM.
503
AL Battery Not Charging
Battery is not charged by battery-charging Check battery-charging generator. generator and cabling.
1.4500.903
504
AL CAN POM Node Lost
POM missing on CAN bus.
1.4500.904
506
AL Low Starter Volt‐ age
The battery voltage is too low for the start‐ Check starter battery and ing process. cabling.
507
ALPOMError
508
AL Wrong POM-ID
510
ALOverrideapplied Overrideactivated.
515
AL Starter Not Engaged
519
Oillevel Calibration Error
Start Attempts has been reached. Error writing calibration value into flash or Contact Service. SD of level sensor.
521
SS P-Lube Oil Mid Val
P-Oil mean value from 3 sources, pres‐ sure too low (limit value 1).
Contact Service.
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 Over‐ speed 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. Short circuit or wire break.
Check sensor and wiring, replace as necessary.
1.8004.638
526
SD T-Coolant (R2)
Redundant coolant temperature sensor faulty. Short circuit or wire break.
Check sensor and wiring, replace as necessary.
1.8004.639
527
TD Engine Speed. Sensor Deviation
Maximum speed sensor deviation.
528
SD Engine Speed 3. Sensor
Redundant crankshaft sensor faulty. Short Check sensor and wiring, 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.
© MTU Friedrichshafen GmbH
AgeneralPOMfaultoccurred.
Check connection 1.4500.902 between POM and starter.
Check connection and POM.
ReplacePOM.
POM sends a different ID number than expected.
1.4500.907
Check POM wiring har‐ ness. ContactService.
Starter on CPM / POM could not be engaged. Repeat start. Starting is termi‐ nated if the number of automatic start attempts from PR 2.1090.134 Number of
2010-09
1.4500.906
1.4500.908 2.7002.010
Check CPM, starter and wiring.
Contact Service.
2.1090.926
1.0158.921
1.0480.093 1.2500.102 2.0480.195
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Operating Instructions
165
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 which the system configuration has been
Contact Service.
2.0555.003
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 6 5 8 1 0 0 0 0 0 : ID IM T
549
AL Power Cut-Off detected
This is an alarm from the emergency stop Contact Service. counting feature. ECU operating voltage was switched off while the engine was run‐ ning. This may lead to overpressure in the HP system which can damage the engine.
2.7001.952
550
SS Engine Over‐ speed Red2
Redundant engine overspeed (limit value Contact Service. 2).
2.0480.095
551
SS Engine over‐ speed NW
Engine overspeed, camshaft (limit value 2).
Contact Service.
2.2510.933
555
AL Call MTU Field
This fault becomes active if a maintenance Contact Service.
2.0555.001
Data Service
case has processed the ECU Field Databeen Handling (FDH)by feature that results in a change of engine parameters. This fault remains active, even after switching off and back on, until a valid ena‐ bling code is entered via the SAM display and key controls. This enabling code can be requested via the internet using a spe‐ cial procedure.
576
AL ESCM Override
Violation of corrected MCR or DBR/MCR curve. Engine overload!
Contact Service.
1.1075.083
577
SD T-Lube Oil in Oil Pan
Oil pan temperature sensor faulty. Short circuit or wire break.
Check sensor and wiring, replace as necessary.
1.0137.900
578
AL L1 T-Lube Oil Oil Pan
L1 T-Lube oil in oil pan violated limit 1.
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
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Contact Service.
Contact Service.
2.0137.921
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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 ca ses. 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 soft‐ ware 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 dynami‐ cally they can be updated using the browser's “Reload” button.
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1
PV001212 ECU Info Text
2
PV001075 Actual Failure Codes
Digital
3
PV001115 ECU Operating Hours
h
4
PV001801 Speed Demand Analog
rpm
5
PV001844SpeedDemandSwitches
Digital
6
PV001017EffectiveEngineSpeedDemand
7
PV001012 Speed DemandSource
Digital
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
13
PV001137 T-Coolant Intercooler
14
PV001131 T-Charge Air
15
PV001046 P-Fuel
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
PV001216InjectionQuantityAct.DBR%
%
22
PV001119ActualFuelConsumption
l/h
23
PV001120 Daily Fuel Consumption
l
24
PV001121 Total Fuel Consumption
l
25
PV001198MeanTripFuelConsumption
26
PV001169 T-ECU
27
PV001227CAN1MonitoredNodes
28
PV001228 CAN1 Lost Nodes
29
PV001193CAN2MonitoredNodes
30
PV001194 CAN2 Lost Nodes
Digital
rpm
°C °C °C bar
l/h °C Digital Digital Digital Digital
IM T
Table 5: Values
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169
Engine shut down and starting disabled.
Isopropyl alcohol
46181
1
1. Check securing screws of cable clamps on the engine and tighten loose screw connections. 2. Make certain that cables are securely seated in retainers and cannot move freely. 3. Check that cable ties are secure, tighten loose ties. 4. Replace faulty cable ties. 5. Visually inspect the following electrical connection components for damage: • Connector housing • Contacts • Sockets • Cables and connection terminals • Terminal contacts 6. (→ Contact Service) if cable conductors are damaged. 7. Clean dirty connector housings, sockets and contacts with isopropyl alcohol. 8. Ensure that all connecting plugs of the sensors are correctly engaged.
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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 diag‐ nostic lamp (1) changes to continuous illumi‐ nation within 30 seconds after power has been switched on. • If the diagnostic lamp (1) flashes after 30 sec‐ onds, 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 gover‐ nor. 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 engine is switched off before starting to work. Ensure that the the power power supply supply to 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 DIS (option) 10
5 4
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173
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) avail‐ able 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 “Lan‐ guage” 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.).
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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 srcinal 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 seco nd 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, if 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 0 0 2 1 4 6 1 0 0 0 0 0 : ID IM T
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1
Value1
PV001115 ECU OperatingHours
0
h
2
Value2
PV001205 Actual Droop
0
%
3
Value3
PV001012SpeedDemandSource
0
digit
4
Value4
PV001074 Cylinder Cutout
0
5
Value5
PV001017EffectiveEngineSpeedDemand
0
rpm
6
Value6
PV001002 Engine Speed
0
rpm
7
Value7
PV001219 Nominal Power
0
kW
8
Value8
PV001216InjectionQuantityAct.DBR%
0
%
9
Value9
PV001026 P-Lube Oil
0
bar
10
Value10
PV001126 T-Coolant
11
Value11
12
Value12
© MTU Friedrichshafen GmbH
0
degC
PV001137T-CoolantIntercooler
0
degC
PV001046 P-Fuel
0
bar
2010-09
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Operating Instructions
13
Value13
14 15
1 0 0 2 1 4 6 1 0 0 0 0 0 : ID
179
PV001049 P-Charge Air
0.5
bar
Value14
PV001131 T-Charge Air
0
degC
Value15
PV001848GovernorParameterSetSelect.
0
digit
1
68051272
2
67829956
Eng. type not defined 2000 12 V25 G
3
67846340
2000 12 V45 G
4
67854532
2000 12 V65 G
5
67870916
2000 12 V85 G
6
67830020
2000 16 V25 G
7
67846404
2000 16 V45 G
8
67854596
2000 16 V65 G
9
67870980
2000 16 V85 G
10
67854628
2000 18 V65 G
11
67871012
2000 18 V85 G
12
67657928
4000 12 V23 G
13
67789000
4000 12 V43 G
14
67920072
4000 12 V63 G
15
68051144
4000 12 V83 G
16
67657992
4000 16 V23 G
17
67789064
4000 16 V43 G
18
67920136
4000 16 V63 G
19
68051208
4000 16 V83 G
20
67658056
4000 20 V23 G
21
67789128
4000 20 V43 G
22
67920200
4000 20 V63 G
23
67920200
4000 20 V 63 G L
24
68051272
4000 20 V83 G
25
68051272
4000 20 V 83 G L
IM T
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181
Engine shut down and starting disabled. Operating voltage is not applied.
SAM
X00E50200176
1
1. Unplug all connectors (3, coded and with designa‐ tion strips) on the SAM (6). 2. Push the two levers (5) to the side in the direction indicated by the arrow to release the lock. 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 cir‐ cuit boards (1) from the SAM (note installation posi‐ tions).
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). 4. Insert the CF card (2). 1 0 0 4 0 6 8 0 0 0 0 0 0 : ID
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.
IM T
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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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183
Engine is shut down. Operating voltage is not applied.
AFuse 15
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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• •
Engine shut down and starting disabled. No operating voltage applied.
Display DIS 10 Cable tie
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.
1 2 3 4 5 6 7
Panel front Grounding cable Screw Nut Bracket Nut Washer
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5. Undo securing screws of connectors (1). 6. Remove cable tie (2) if required. 7. Note down connector assignment. 8. Disconnect connector (1).
1 Connector 2 Cable tie 3 Cable
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.
1 2 3 4
Screw Battery compartment cover Battery MEM module
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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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187
Engine shut down and starting disabled. No operating voltage applied.
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.
1 2 3 4 5 6 7
Panel front Grounding cable Nut Screw Bracket Nut Washer
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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 screws (1) and remove. 6. Remove housing cover (2). 7. Note down connector assignment. 8. Undo securing screws on connectors (3). 9. Disconnect connectors. 10. Remove front section of display.
1 Screw 2 Housing cover 3 Connector
1. Remove housing cover (2) from the new display. 2. Fit this housing cover on the defective display.
1. Install module MEM. 2. Insert connectors (3) in the sockets in the front sec‐ tion of the new display. 3. Tighten securing screws on connectors (3). 4. Place housing cover (2) on the front section of the display. 5. Tighten screws (1). Tighten screws successively and crosswise. 6. Insert the display through the console front panel. 7. Secure display (with/without bracket, depending on version). 8. For versions without bracket: Secure grounding cable to one of the studs. 2 0 0 3 8 7 8 0 0 0 0 0 0 : ID IM T
© MTU Friedrichshafen GmbH
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Appendix A
2 0 0 2 5 0 2 0 0 0 0 0 0 : ID IM T
189
ADEC
Advanced Diesel Engine Control
Engine governor
AL
Alarm
General alarm
ANSI
American National Standards Institute
Association of American standardization organizations
app
Amplitude peak to peak
Double displacement of amplitude
ATL
Abgasturbolader
Exhaust turbocharger
BR
Baureihe
Series
BV
Betriebsstoffvorschrift
FluidsandLubricantsSpecifications,MTUPublicationNo. A01061/..
CAN
ControllerAreaNetwork
CPP
Controllable Pitch Propeller
D-compo‐ nent
Differential component of governor
DBR
Drehzahlbegrenzung
DIN
Deutsches Institut für Normung e. V.
DIS
Displayunit
DL
DefaultLost
DTS
Depot Test System
ECS
Engine Control System
ECU
Engine Control Unit
EEPROM
Electrically Erasable and Programmable Read Only Memory
EPROM
Electrically Programmable Read 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
Data bussystem,busstandard
MaximumContinuousRating German Standardization Organization, at the same time identifier of German standards ("Deutsche IndustrieNorm")
Alarm:DefaultCANbusfailure
Sparepartscatalog
2010-09
© MTU Friedrichshafen GmbH
Appendix A
190
h
Hour
HI
High
HIHI
HighHigh
HMI
Human Machine Interface
HT
HighTemperature
Hz I-compo‐ nent
Hertz Integral component of governor
IEC
International Electrotechnical Commission
ICFN
ISO - Continuous rating - Fuel stop power - Net
IDM
Interface Data Module
IMO
International Maritime Organisation
IP
InternationalProtection
ISO
International Organization for Standardiza‐ International umbrella organization for all national stand‐ tion ardization institutes
ITS
Integrated Test System
kg
Kilogram
kΩ
Kiloohm
KGS
Kraftgegenseite
EnginefreeendinaccordancewithDINISO1204
KS
Kraftseite
EnginedrivingendinaccordancewithDINISO1204
LAM
Load Anticipation Module
LCD
Liquid Crystal Display, Liquid Crystal Device
LCU
LocalControlUnit
LED
Light Emitting Diode
LMU
LocalMonitoringUnit
LO
Low
LOLO
LowLow
LOP LOS
Local Operating Panel Local Operating Station
MCR
Maximum Continuous Rate
MCS
Monitoring and Control System
MG
Message
mm
Millimeter
© MTU Friedrichshafen GmbH
Alarm:Measuredvalueexceeds1stmaximumlimit Alarm:Measuredvalueexceeds2ndmaximumlimitvalue
Power specification in accordance with DIN-ISO 3046-7
(DIN40050)
Module for detecting and connecting load changes
LOPsubassembly
LOPsubassembly Alarm:Measuredvaluelowerthan1stminimumlimitvalue Alarm:Measuredvaluelowerthan2ndminimumlimit value 2 0 0 2 5 0 2 0 0 0 0 0 0 : ID
Speed-dependent control rack travel limitation
IM T
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Appendix A
191
MTU
Motoren- und Turbinen-Union
MΩ
Megaohm
MPU
Microprocessor Unit
OT
ObererTotpunkt
P-compo‐ nent
Proportional component of governor
P-xyz
Pressure-xyz
PAN
Panel
PCU
Propeller Control Unit
PID
Proportional Integral Differential
PIM
Peripheral Interface Module
RCS
Remote Control System
RL
RedundancyLost
Alarm:RedundantCANbusfailure
SAE
Society of Automotive Engineers
U.S. standardization organization
SD
SensorDefect
Alarm:Sensorfailure
SDAF
ShutDownAirFlap(s)
Emergencyair-shutoffflap(s)
SE
SensorError
SS
SafetySystem
SSK
Schnellschlussklappe(n)
Emergency air-shutoff flap(s)
T-xyz
Temperature-xyz
Temperature measuring point, xyz indicates measuring point designation
TD
TransmitterDeviation
Alarm:Sensorcomparisonfault
UT
UntererTotpunkt
Bottomdeadcenter
VS
VoithSchneider
Propulsionsystem
WJ
Waterjet
Propulsion system
WZK
Werkzeugkatalog
Toolcatalog
ZKP
Zugehörigkeit-Kategorie-Parameter
Numbering scheme for the signals of the ADEC engine governor
Topdeadcenter
Pressure measuring point,xyzindicatesmeasuringpoint designation
Safetysystemalarm
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Appendix A
192
in
25.4
ft
0.3048
yd stat. mile
0.9144 1.609
mm
=
m
=
m
=
km=
nm
1.852
yd
3
km
=
yd
36
mm
0.03937
m
3.281
km
0.6215
stat. mile =
in2
645.16
mm =
ft2
0.0929
m=
2
yd2
0.8361
m=
2
stat. mile2
2.5889
km=
mm2
0.00155
in=
2 2
ft
= in
=
in
=
ft
=
2
2
m2
10.7643
ft =
m2
1.1960
yd=
km2
0.3863
in3
16387
ft3
0.02832
m=
2
yd3
0.7646
m=
2
2
stat. mile
IM T
3.787
dm =
3
gallon (Brit.)
4.546
dm =
3
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7 0 0 3 7 1 2 0 0 0 0 0 0 : ID
2
mm =
gallon (U.S.)
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2
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Appendix A
cm3
3
ft =
3
35.31
dm3
0.2642
= gallon (U.S.)
dm3
0.22
gallon = (Brit.)
ft/s
0.3048
knot (Brit.)
IM T
in=
0.06102
m3
stat. mile/h (mph)
7 0 0 3 7 1 2 0 0 0 0 0 0 : ID
193
m/s=
1.609
km/h =
1.852
km/h =
m/s
3.281
km/h
0.6215
km/h
0.54
lb
0.4536
oz
28.35
g
=
ton
1.016
t
=
g
0.03527
kg
2.205
t
0.9843
ton =
lb
0.4536
kp
lb
4.4483
N
=
kp
2.205
lb
=
N
0.101972
kp
9.80665
E532304/00E
ft/s = stat. = mile/h (mph) knot (Brit.) =
kg
oz lb
=
= =
=
kp = N
2010-09
=
© MTU Friedrichshafen GmbH
Appendix A
194
lb s2/ft4
515.4
kg/m3
0.00194
lb ft
Nm
m =
slb=
1.3563
2/ft4
Nm=
0.7373
lb ft
lb/sq (psi) in
703.1
lb/sq (psi) in
0.06895
bar =
47.883
Pa=
QS in
0.03386
bar=
QSin
345.3
lb/sq ft
2
=
kp/m =
2
(mm water column)
2
kp/m =
atm
760
atm
1.0133
bar =
atm
10332
kp/m =
atm
1.0332
kp/cm =
atm
14.696
lb/sq in=
bar
14.503
lb/sq in=
ft lb s2
1.3563
m kg=
2
kg m2
0.7373
slbft=
2
© MTU Friedrichshafen GmbH
QSmm =
2010-09
2
(mm water column) 2
(at)
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E532304/00E
Appendix A
lb
195
ft
1.356
BTU
1055
J
=
CHU
1899
J
=
J
0.7376
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
lb/s ft
=
kW
1.36
PS
=
kW
1.341
kW
0.9479
BTU/s =
W
0.8598
kcal/h =
xK
+ 273.15 = x K
lb
= 5/9(x−32)°C
x°R
=5/4x°C
=
ft
=
HP
=
HP=
= 9/5x + 32 °F
=x−273.15°C
x°F
E532304/00E
J
0.0018
°C x
IM T
=
4186.8
lb/sft
7 0 0 3 7 1 2 0 0 0 0 0 0 : ID
J
kcal
= (4/5x) °R
=9/5(x−273.15)+32°F = 5/9(x−32)+273.15 K =(5/4x)+273.15K
=4/5(x−273.15)°R = 4/9(x − 32) °R
=(9/4x)+32°F
2010-09
© MTU Friedrichshafen GmbH
Appendix A
196
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.)
7 0 0 3 7 1 2 0 0 0 0 0 0 : ID IM T
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2010-09
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Appendix A
197
Our worldwide sales network with its subsidiaries, sales offices, representatives and customer service centers ensures fast and direct support on site and the high availability of our products.
Experienced and qualified specialists place their knowledge and expertise at your disposal. For locally available support, go to the MTU internet site: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 at Headquarters:
[email protected]
Fast, simple and correct identification of spare parts for your drive system 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 depot at Headquarters, as well as decentralized depots among our subsidiaries, representatives and con‐ tractual workshops. Your contact at Headquarters: E-mail:
[email protected] Tel.: +49 7541 908555 Fax.: +49 7541 908121
4 0 0 3 7 8 0 0 0 0 0 0 0 : ID IM T
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© MTU Friedrichshafen GmbH
Appendix A
198
© MTU Friedrichshafen GmbH
2010-09
E532304/00E
Appendix B
Isopropylalcohol
E532304/00E
199
46181
1
2.3.1Enginecabling–Check(→Page169)
2010-09
© MTU Friedrichshafen GmbH
Appendix B
200
SAM Fuse15A
X00E50200176 0015319186
DisplayDIS10 Cabletie NewDIS11display
© MTU Friedrichshafen GmbH
1 2
3.1.1SAM–Replacement(→Page181) 3.1.2SAMfuse–Replacement(→Page183) 3.1.3DisplayDIS10–Replacement(→Page184) 3.1.3DisplayDIS10–Replacement(→Page184) 3.1.4DisplayDIS11–Replacement(→Page187)
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Appendix B
201
Abbreviations Alarm reset Analog display instruments Analog outputs
Binary output test
189 72 135 74
91
CAN interfaces 115 CANnodeconfiguration 172 CCB2–Technicaldata 134 Channelassignment–Overview 25 Contact partners 197 Conversion tables 192 Coolant heating 47 Coolant level sensors -F33 and -F57 54 Cylinder cutout deactivated (Engine Control 73 Unit)
DIS Design 11 – DIS11–Technicaldata DisplayDIS10–Replacement DisplayDIS10–Structure DisplayDIS10–Technicaldata DisplayDIS11–Replacement
22 138 184 19 136 187
Generatorexciterboostingon Generator monitoring: DE and NDE bearing temperatures Generator monitoring: Winding temperatures 1 to 3 and BT_OUT15 Generator ready for load acceptance Generatorvoltageon
88 90
HIcharge-airtemperaturelamp HIcoolanttemperaturelamp HIHIcharge-airtemperaturelamp HIHIcoolanttemperaturelamp
52 50 53 51
Intermittentoilpriming
39
LOlube-oilpressurelamp LOP-Fuelpressurelamp
89 84 86
43 68
Manual turning
42
Modeswitch50/60Hz(reserved) MTUcontactpartners MTU display pages
81 197 118
Overspeed ECS-5 Use – of ADEC 18 ECU–Self-testimplementation 170 Enginecabling–Check 169 Engine Control Unit – Web feature 166 Engine cranking without starting (Engine Con‐ 37 trol Unit) Engine governor 128 Engine lamp"Preheating temperature not 49 reached" Engine start (Engine Control Unit) and starter 30 on Engine stop Exhaust gas temperature A-side and B-side
Fancontrol(binaryactivation) Fancontrol(PWMactivation) Fault displays FieldDataHandling E532304/00E
38 79
44 46 141 107
63
Parameters – Setting with dialog unit Parameterswitching
Rating and 1 2 Red alarm lamp Room/ambienttemperature
Safetysystemoverride SAM SAMfuse–Replacement SAM minidialog SAMparameters(overview) SAM Replacement – SAM Self-test –
2010-09
173 82
83 71 93
60 130 183 175 94 181 171
© MTU Friedrichshafen GmbH
Appendix B
202
Self-diagnosis(ITS) Service partners Speed demand Speeddemandsource Speeddroop2–Activation Speed reduction (“Idle Mode“ / “Setpoint speed limitation“ / Fixed speed)
127 197 57 55 62 61
Waterinfuelprefilter
69
Yellow alarm lamp
70
“Enginerunning”lamp Tank fill level (day tank/storage tank)
Use
© MTU Friedrichshafen GmbH
36
65
7
2010-09
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