Alarms, status and measurement table (read only) function code 04h.
Addr.
1020
EIc alarms
1024
EIC alarms, engine controller (DM1)
Section 75
2013-03-07
Content
Type
Bit 0 7570 EIC communication error
Bit 1 7580 EIC warning
Bit 2 7590 EIC shutdown
Bit 3 7600 EIC overspeed
Bit 4 7610 EIC coolant water temp. 1
Bit 5 7620 EIC coolant water temp. 2
Bit 6 7630 EIC oil pressure level 1
Bit 7 7640 EIC oil pressure level 2
Bit 8 7650 EIC oil temp. 1
Bit 9 7660 EIC oil temp. 2
Bit 10 7670 EIC coolant level 1
Bit 11 7680 EIC coolant level 2
Bit 0 EIC communication error
Bit 1 EIC yellow
Bit 2 EIC red
Bit 3 EIC protection
Bit 4 EIC malfunction
— 154 —
00-02-0878
9441073990 Rev B1
IEM-2020
Коды ошибок MTU
C-1
ПРИЛОЖЕНИЕ C • КОДЫ ОШИБОК MTU
Введение
Коды ошибок MTU IEM-2020 отображены в таблице С-1.
Таблица C-1. Коды ошибок MTU
Номер
кода
ошибки
Строка
Описание
3
HI T FUEL
Температура топлива выше допустимой (Значение 1).
4
SS T FUEL
Температура топлива выше допустимой (Значение 2).
5
HI T CHRG AIR
Температура воздуха выше допустимой (Значение 1).
6
SS T CHRG AIR
Температура воздуха выше допустимой (Значение 2).
9
HI T INTERCOOLER
Температура охладителя выше допустимой (Значение 1).
10
SS T INTERCOOLER
Температура охладителя выше допустимой (Значение 2).
15
LO P LUBE OIL
Давление масла выше допустимого (Значение 1).
16
SS P LUBE OIL
Давление масла выше допустимого (Значение 2).
19
HI T EXHAUST A
Температура выходящих газов (сторона А) выше допустимой
(предел 1).
20
SS T EXHAUST A
Температура выходящих газов (сторона А) выше допустимой
(предел 2).
21
HIT T EXHAUST B
Температура выходящих газов (сторона В) выше допустимой
(предел 1).
22
SS T EXHAUST B
Температура выходящих газов (сторона В) выше допустимой
(предел 2).
23
LO COOLANT LEVEL
Низкий уровень охладителя (Значение 1)
24
SS COOLANT LEVEL
Низкий уровень охладителя (Значение 2)
25
HI P DIFF LUBE OIL
Высокое магистральное давление в фильтре (Значение 1)
26
SS P DIFF LUBE OIL
Высокое магистральное давление в фильтре (Значение 2)
27
HI LEVEL LEAKAGE FUEL
Сильная утечка топлива (Значение 1)
29
HI ETC IDLE SPD TOO HI
Высокое число оборотов холостого хода генератора
30
SS ENGINE OVERSPEED
Заброс оборотов двигателя (Значение 2).
31
HI ETC1 OVERSPEED
Скорость вращения генератора выше допустимой (Значение 1).
32
SS ETC1 OVERSPEED
Скорость вращения генератора выше допустимой (Значение 2).
33
L1 P FUELFLT DIF
Высокий перепад давления в топливном фильтре (Значение 1).
36
HI ETC2 OVERSPEED
Высокое число оборотов генератора 1 (Значение 1).
37
SS ETC2 OVERSPEED
Высокое число оборотов генератора 1 (Значение 2).
38
AL ETC SPEED DEVIATION
Отклонение частоты вращения турбогенератора и одного из
генераторов
39
AL ETC2 CUTIN FAIL
Ошибка протокола ETC генератора.
44
LO LEVEL INTRCLR
Низкий уровень охладителя (Значение 1).
45
FAULT L2 LEVEL INTRCLR
Низкий уровень охладителя (Значение 2).
51
HI T LUBE OIL
Высокая температура масла (Значение 1).
52
SS T LUBE OIL
Высокая температура масла (Значение 2).
57
LO P COOLANT
Низкая температура масла (Значение 1).
58
SS P COOLANT
Низкая температура масла (Значение 2).
59
SS T COOLANT L3
Высокая/низкая температура масла (Значение 3).
60
SS T COOLANT L4
Высокая/низкая температура масла (Значение 4).
63
HI P CRANKCASE
Высокое давление газов в картере двигателя (Значение 1)
64
SS P CRANK CASE
Высокое давление газов в картере двигателя (Значение 2)
65
LO P FUEL
Низкое давление потребляемого топлива (Значение 1).
66
SS P FUEL
Низкое давление потребляемого топлива (Значение 2).
Mtu Smart Connect Alarms, status and measurement table (read only) function code 04h. Addr. Content Type Bit 0 7570 EIC communication error 1<strong>02</strong>0 EIc alarms 1<strong>02</strong>4 EIC alarms, engine controller (DM1) Bit 1 7580 EIC warning Bit 2 7590 EIC shutdown Bit 3 76<strong>00</strong> EIC overspeed Bit 4 7610 EIC coolant water temp. 1 Bit 5 7620 EIC coolant water temp. 2 Bit 6 7630 EIC oil pressure level 1 Bit 7 7640 EIC oil pressure level 2 Bit 8 7650 EIC oil temp. 1 Bit 9 7660 EIC oil temp. 2 Bit 10 7670 EIC coolant level 1 Bit 11 7680 EIC coolant level 2 Bit 0 EIC communication error Bit 1 EIC yellow Bit 2 EIC red Bit 3 EIC protection Bit 4 EIC malfunction Section 75 <strong>00</strong>-<strong>02</strong>-<strong>0878</strong> <strong>2013</strong>-<strong>03</strong>-07 — 154 —
MTU ADEC Alarm, status and measurement table (read only) function code 04h. Addr. Content Type Bit 0 EIC 7570 communication error 1<strong>02</strong>0 EIC alarms 1<strong>02</strong>2 EIC alarms, engine controller Bit 2 EIC 7590 shutdown Bit 3 EIC 76<strong>00</strong> overspeed Bit 4 EIC 7610 coolant water temperature 1 Bit 5 EIC 7620 coolant water temperature 2 Bit 6 EIC oil pressure 1 Bit 7 EIC 7640 oil pressure 2 Bit 8 EIC 7650 oil temp. 1 Bit 9 EIC 7660 oil temp. 2 Bit 10 EIC 7670 coolant level 1 Bit 11 EIC 7680 coolant level 2 Bit 0 EIC ECU power supp voltage LoLo Bit 1 EIC Fuel high temp Bit 2 EIC Exhaust A high temp Bit 3 EIC Exhaust B high temp Bit 4 EIC Pressure 1 high (Aux 1) Bit 5 EIC Pressure 2 high (Aux 2) Bit 6 EIC Day tank high level Bit 7 EIC Day tank low level Bit 8 EIC Run-up speed not reached Bit 9 EIC Idle speed not reached Section 75 <strong>00</strong>-<strong>02</strong>-<strong>0878</strong> <strong>2013</strong>-<strong>03</strong>-07 — 155 —
- Page 1 and 2:
Genset Controller Unit Model EMS -G
- Page 3 and 4:
Table of Contents About This Docume
- Page 5 and 6:
Differential Measurement ……….
- Page 7 and 8:
About This Document General Purpose
- Page 9 and 10:
Warnings and Notes Throughout this
- Page 11 and 12:
Push-Buttons Normal display: Scroll
- Page 13 and 14:
Menu The Menu can be viewed without
- Page 15 and 16:
Display The display indicates readi
- Page 17 and 18:
Condition Comment Note GB Trip Exte
- Page 19 and 20:
If there are no alarms, the Alarm L
- Page 21 and 22:
General Product Information Functio
- Page 23 and 24:
Single Phase System The single phas
- Page 25 and 26:
When the mains returns, the unit wi
- Page 27 and 28:
Test mode The test mode function is
- Page 29 and 30:
WARNING: You should take care to fo
- Page 31 and 32:
Flowcharts Using flowcharts, the pr
- Page 33 and 34:
MB Open Sequence Section 75 00-02-0
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Stop Sequence Section 75 00-02-0878
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MB Close Sequence Section 75 00-02-
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Load Takeover (LTO) Section 75 00-0
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Automatic Mains Failure (AMF) Secti
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Sequences The following contains in
- Page 45 and 46:
Start Sequence Conditions The start
- Page 47 and 48:
Running feedback Oil pressure setpo
- Page 49 and 50:
The stop sequence will be activated
- Page 51 and 52:
AMF MB Opening (Parameters 7060-706
- Page 53 and 54:
Display and Menu Structure Password
- Page 55 and 56:
Parameter Access To gain access to
- Page 57 and 58:
Digital Feedbacks If an external ru
- Page 59 and 60:
Oil Pressure The multi-inputs on te
- Page 61 and 62:
Breaker Feedback Whether breaker fe
- Page 63 and 64:
Island Mode Condition The diagram s
- Page 65 and 66:
Selections for Alarm Inhibit: Funct
- Page 67 and 68:
Run Status (parameter 6160) Alarms
- Page 69 and 70:
Command Timers The purpose of the c
- Page 71 and 72:
Idle Running The purpose of the idl
- Page 73 and 74:
Idle Speed, No Stopping In this exa
- Page 75 and 76:
Stop Section 75 00-02-0878 2013-03-
- Page 77 and 78:
Battery Test This function gives th
- Page 79 and 80:
Ventilation This function can be us
- Page 81 and 82:
Full to Fuel Fill Check The fuel pu
- Page 83 and 84:
Fail Class Configuration The fail c
- Page 85 and 86:
Wire Fail Detection If it is necess
- Page 87 and 88:
Functional Description—Input 1. S
- Page 89 and 90:
23. Temperature control This input
- Page 91 and 92:
Functional Description—Output 1.
- Page 93 and 94:
RMI Oil This RMI input is used for
- Page 95 and 96:
RMI Fuel This RMI input is used for
- Page 97 and 98:
Scaling Of 4-20 Ma Inputs The scali
- Page 99 and 100:
Save The Parameter File: After havi
- Page 101 and 102:
Condition Comment Note MAINS FAILUR
- Page 103 and 104:
The main purpose of M-Logic is to g
- Page 105 and 106:
Nominal Settings How to Change the
- Page 107 and 108:
Fan Logic EMS-GC10 is able to contr
- Page 109 and 110: The following start/stop curve will
- Page 111 and 112: The running hour can be reset by en
- Page 113 and 114: Protections General The protections
- Page 115 and 116: Appendix I —Can Bus Engine Interf
- Page 117 and 118: Communication System All these prot
- Page 119 and 120: Object EIC % load, c. speed EIC air
- Page 121 and 122: Configuration of the User View This
- Page 123 and 124: CLRALL: By pressing ENTER, the enti
- Page 125 and 126: Caterpillar/Perkins Caterpillar and
- Page 127 and 128: In both cases the droop function is
- Page 129 and 130: Write Commands to Engine Controller
- Page 131 and 132: Cummins After Treatment If Cummins
- Page 133 and 134: Write Commands to Engine Controller
- Page 135 and 136: John Deere JDEC (1939) Warnings and
- Page 137 and 138: • Intermittent Oil Priming Engage
- Page 139 and 140: Shutdown Below is a shutdown value
- Page 141 and 142: Write Commands to Engine Controller
- Page 143 and 144: Flash Code EMS-GC10 Displayed Text
- Page 145 and 146: Volvo Penta EMS 2 (J1939) EMS 2 and
- Page 147 and 148: The data refers to the common J1939
- Page 149 and 150: Diagnostic Codes To interpret an SP
- Page 151 and 152: Active Diagnostic Codes (DM2/SPN) A
- Page 153 and 154: Alarms Caterpillar/Perkins Alarm, s
- Page 155 and 156: DDEC — Detroit Engines Alarm, statu
- Page 157 and 158: Generic J1939 Alarm, status and mea
- Page 159: JDEC — John Deere Engines Alarm, st
- Page 163 and 164: MTU MDEC Series — 2000/4000 — Modul
- Page 165 and 166: Addr. Content Type Bit 0 EIC seal 1
- Page 167 and 168: Appendix II —M-Logic Introduction
- Page 169 and 170: Click the icon, and the following s
- Page 171 and 172: Events A, B, and C Note: For each e
- Page 173 and 174: Definitions NOTE: If a relay output
- Page 175 and 176: Power Up In a Specific Mode In the
- Page 177 and 178: Events Description Notes Events Log
- Page 179 and 180: Event Description Notes DPF Lamp OF
- Page 181 and 182: Output Description Notes Activate r
- Page 183: Section 75 00-02-0878 2013-03-07 —
MTU_ValueService Technical Documentation Electronic Engine Governor ECU8 Series 1600 Genset Functional Description E532291/01E
ECU8
2
Printed in Germany © 2011 Copyright MTU Friedrichshafen GmbH This publication, including all of its parts, is protected by copyright. All use requires the prior written approval of MTU Friedrichshafen GmbH. This applies, in particular, to any reproduction, dissemination, editing, translation, microfilming and storage and/or processing in electronic systems, including databases and online services. The instructions in the manual must be observed to prevent malfunctions or damage during operation. The operating company must therefore make the manual available to all maintenance and operating personnel involved. Subject to technical changes.
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1 …….. General information ……………………………………………………………………………………………………………………. 6 1.1
General requirements ……………………………………………………………………………………………………………………. 6
1.1.1 1.1.2 1.1.3 1.1.4
1.2
Safety requirements for maintenance and repair work ………………………………………………………………………. 7
1.2.1 1.2.2 1.2.3 1.2.4 1.2.5 1.2.6 1.2.7 1.2.8 1.2.9
1.3
General information ……………………………………………………………………………………………………………………………….. 6 Intended use …………………………………………………………………………………………………………………………………………. 6 Modification or conversion ………………………………………………………………………………………………………………………. 6 Spare parts …………………………………………………………………………………………………………………………………………… 6 Safety requirements for startup ……………………………………………………………………………………………………………….. 7 Safety requirements for operation ……………………………………………………………………………………………………………. 7 Engine operation …………………………………………………………………………………………………………………………………… 7 Maintenance and repair work ………………………………………………………………………………………………………………….. 7 Welding ……………………………………………………………………………………………………………………………………………….. 8 Force-fitting…………………………………………………………………………………………………………………………………………… 9 Working on electrical/electronic assemblies ………………………………………………………………………………………………. 9 Working with laser equipment………………………………………………………………………………………………………………….. 9 Operation of electrical equipment …………………………………………………………………………………………………………… 10
Engine side and cylinder designations …………………………………………………………………………………………… 11
2 …….. Overview …………………………………………………………………………………………………………………………………… 12 2.1
MTU Engine Control Unit ECU8 ……………………………………………………………………………………………………. 12
2.1.1 Overview ……………………………………………………………………………………………………………………………………………. 12 2.1.1.1 System devices ……………………………………………………………………………………………………………………………… 12 2.1.2 Design ……………………………………………………………………………………………………………………………………………….. 13
2.2
Scope of delivery ………………………………………………………………………………………………………………………… 14
2.2.1 Basic MTU equipment ………………………………………………………………………………………………………………………….. 14 2.2.1.1 Engine sensors/actuators ……………………………………………………………………………………………………………….. 14 2.2.1.2 Engine wiring + injector wiring …………………………………………………………………………………………………………. 14 2.2.1.3 Engine Control Unit ECU8 ………………………………………………………………………………………………………………. 14 2.2.1.4 Connecting cables between Engine Control Unit and system / power supply………………………………………….. 14 2.2.1.5 24V DC supply voltage …………………………………………………………………………………………………………………… 14 2.2.1.6 SmartConnect ……………………………………………………………………………………………………………………………….. 14 2.2.2 OEM parts ………………………………………………………………………………………………………………………………………….. 14 2.2.2.1 External sensors ……………………………………………………………………………………………………………………………. 14 2.2.2.2 Connecting cables for external sensors …………………………………………………………………………………………….. 14
2.3
Customer interface / user devices …………………………………………………………………………………………………. 15
2.3.1 System overview / customer interface …………………………………………………………………………………………………….. 15 2.3.1.1 Display instruments ……………………………………………………………………………………………………………………….. 15 2.3.2 Additional notes …………………………………………………………………………………………………………………………………… 16 2.3.2.1 Pushbuttons ………………………………………………………………………………………………………………………………….. 16 2.3.2.2 Alarm indicator lamps …………………………………………………………………………………………………………………….. 16 2.3.2.3 Indicator lamp ……………………………………………………………………………………………………………………………….. 16
2.4
Diagnosis and tools …………………………………………………………………………………………………………………….. 17
2.4.1 Self-diagnosis ……………………………………………………………………………………………………………………………………… 17 2.4.1.1 Flashing frequencies ………………………………………………………………………………………………………………………. 18 2.4.2 DiaSys ……………………………………………………………………………………………………………………………………………….. 19 2.4.3 SmartConnect……………………………………………………………………………………………………………………………………… 20 2.4.3.1 Functional description …………………………………………………………………………………………………………………….. 20 2.4.3.2 Description of SmartConnect hardware …………………………………………………………………………………………….. 20 2.4.3.3 Overview of interfaces ……………………………………………………………………………………………………………………. 21 2.4.3.4 Settings ………………………………………………………………………………………………………………………………………… 23 2.4.4 Engine Identification Label EIL ………………………………………………………………………………………………………………. 26
3 …….. Use and design …………………………………………………………………………………………………………………………. 27 3.1
Functions …………………………………………………………………………………………………………………………………… 27
3.2
Ignition (IGI) / emergency stop (ESI) function …………………………………………………………………………………. 28
3.2.1 3.2.2
3.3
Ignition Input (IGI TL15) ………………………………………………………………………………………………………………………… 28 Emergency Stop Input (ESI) ………………………………………………………………………………………………………………….. 28
Installation on the engine …………………………………………………………………………………………………………….. 29
3.3.1 3.3.2
Specification ……………………………………………………………………………………………………………………………………….. 29 Mechanical design / installation location ………………………………………………………………………………………………….. 29
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3.4
Technical data of ECU8……………………………………………………………………………………………………………….. 30
3.5
Connector plugs …………………………………………………………………………………………………………………………. 32
3.5.1 Connector X1 / connector to Engine Control Unit ECU8 ……………………………………………………………………………. 32 3.5.1.1 Connector pin assignment ………………………………………………………………………………………………………………. 32 3.5.2 Connector X2 / engine wiring harness …………………………………………………………………………………………………….. 35 3.5.2.1 Connector pin assignment ………………………………………………………………………………………………………………. 35
4 …….. Sensors ……………………………………………………………………………………………………………………………………. 39 4.1
Sensor installation locations …………………………………………………………………………………………………………. 39
4.1.1 Sensors on Series 1600 12V / Series 1600 10V engines …………………………………………………………………………… 39 4.1.1.1 Top (plan view) Series 1600 12V ……………………………………………………………………………………………………… 39 4.1.1.2 Driving end……………………………………………………………………………………………………………………………………. 40 4.1.1.3 Right engine side …………………………………………………………………………………………………………………………… 41 4.1.1.4 Top, seen diagonally from driving end ………………………………………………………………………………………………. 42
4.2
Sensors used……………………………………………………………………………………………………………………………… 43
4.2.1 Sensor types……………………………………………………………………………………………………………………………………….. 43 4.2.1.1 Pressure sensors …………………………………………………………………………………………………………………………… 43 4.2.1.2 Use ……………………………………………………………………………………………………………………………………………… 44 4.2.2 Speed sensors…………………………………………………………………………………………………………………………………….. 49 4.2.2.1 Use ……………………………………………………………………………………………………………………………………………… 49 4.2.3 Temperature sensors …………………………………………………………………………………………………………………………… 52 4.2.4 External sensors ………………………………………………………………………………………………………………………………….. 54
5 …….. Wiring……………………………………………………………………………………………………………………………………….. 55 5.1
Power supply ……………………………………………………………………………………………………………………………… 55
5.1.1 Power supply ………………………………………………………………………………………………………………………………………. 55 5.1.1.1 General information ……………………………………………………………………………………………………………………….. 55 5.1.1.2 Example for power supply configuration (recommendation) …………………………………………………………………. 57 5.1.1.3 Master switch ………………………………………………………………………………………………………………………………… 57 5.1.1.4 Power circuit breakers ……………………………………………………………………………………………………………………. 57 5.1.1.5 Pushbutton S003 …………………………………………………………………………………………………………………………… 57 5.1.1.6 Emergency stop …………………………………………………………………………………………………………………………….. 57 5.1.2 Grounding concept ………………………………………………………………………………………………………………………………. 58 5.1.2.1 Grounding concept ………………………………………………………………………………………………………………………… 58 5.1.3 CAN bus …………………………………………………………………………………………………………………………………………….. 59 5.1.3.1 General information ……………………………………………………………………………………………………………………….. 59 5.1.3.2 Cabling requirements ……………………………………………………………………………………………………………………… 59 5.1.3.3 Block diagram ……………………………………………………………………………………………………………………………….. 59
5.2
Engine wiring harnesses ……………………………………………………………………………………………………………… 61
5.2.1 Sensor wiring harness ………………………………………………………………………………………………………………………….. 61 5.2.1.1 RB1600 10V (ten cylinder V engine) and RB1600 12V (twelve cylinder V engine)…………………………………… 61 5.2.1.2 Connectors XY39A1 … XY39B2 ………………………………………………………………………………………………………. 62 5.2.1.3 62 5.2.1.4 Connectors M8.1 / M8.2………………………………………………………………………………………………………………….. 62 5.2.2 Injector wiring harness ………………………………………………………………………………………………………………………….. 63
5.3
System cables ……………………………………………………………………………………………………………………………. 64
5.3.1
System wiring harness …………………………………………………………………………………………………………………………. 64
6 …….. System inputs and outputs ……………………………………………………………………………………………………….. 65 6.1
Overview of channel assignment ………………………………………………………………………………………………….. 65
6.1.1
System side ………………………………………………………………………………………………………………………………………… 65
7 …….. Functions …………………………………………………………………………………………………………………………………. 66 7.1
ECU8 signals ……………………………………………………………………………………………………………………………… 66
7.1.1 Engine side – System side ……………………………………………………………………………………………………………………. 66 7.1.1.1 General information about the parameters ………………………………………………………………………………………… 66 7.1.1.2 Supply ………………………………………………………………………………………………………………………………………….. 66 7.1.1.3 Schematic circuit diagram ……………………………………………………………………………………………………………….. 66 7.1.1.4 Ignition input IGI…………………………………………………………………………………………………………………………….. 67 7.1.1.5 Schematic circuit diagram ……………………………………………………………………………………………………………….. 67 7.1.1.6 Emergency stop input …………………………………………………………………………………………………………………….. 68 7.1.1.7 Technical Data ………………………………………………………………………………………………………………………………. 68 7.1.1.8 Schematic circuit diagram ……………………………………………………………………………………………………………….. 68
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7.1.2 Binary inputs DI 1 … 8 ………………………………………………………………………………………………………………………….. 69 7.1.2.1 Technical data ………………………………………………………………………………………………………………………………. 69 7.1.2.2 Required settings …………………………………………………………………………………………………………………………… 69 7.1.2.3 Schematic circuit diagram ……………………………………………………………………………………………………………….. 69 7.1.2.4 DI1 — Engine stop …………………………………………………………………………………………………………………………… 69 7.1.2.5 DI 2 – Speed droop ………………………………………………………………………………………………………………………… 69 7.1.2.6 DI 3 – Increase idle speed / switch over frequency ……………………………………………………………………………… 70 7.1.2.7 DI 4 – Alarm reset ………………………………………………………………………………………………………………………….. 70 7.1.2.8 DI 5 – Engine speed increase (speed up) ………………………………………………………………………………………….. 70 7.1.2.9 DI 6 – Engine speed decrease (speed down) …………………………………………………………………………………….. 70 7.1.2.10 DI 7 – Engine start …………………………………………………………………………………………………………………………. 70 7.1.2.11 DI 8 – Override ……………………………………………………………………………………………………………………………… 70 7.1.3 Analog inputs AI 1 … 2 …………………………………………………………………………………………………………………………. 71 7.1.3.1 Technical data ………………………………………………………………………………………………………………………………. 71 7.1.3.2 Required settings …………………………………………………………………………………………………………………………… 71 7.1.3.3 Schematic circuit diagram ……………………………………………………………………………………………………………….. 71 7.1.3.4 AI 1 — Speed demand ……………………………………………………………………………………………………………………… 71 7.1.3.5 AI 2 – Torque request …………………………………………………………………………………………………………………….. 72 7.1.4 Frequency input FIP …………………………………………………………………………………………………………………………….. 72 7.1.4.1 Channel specification / technical data ……………………………………………………………………………………………….. 72 7.1.4.2 Required settings …………………………………………………………………………………………………………………………… 72 7.1.4.3 Schematic circuit diagram ……………………………………………………………………………………………………………….. 72 7.1.5 Transistor outputs TOP 1 … 4………………………………………………………………………………………………………………… 73 7.1.5.1 Channel specification / technical data ……………………………………………………………………………………………….. 73 7.1.5.2 Required settings …………………………………………………………………………………………………………………………… 73 7.1.5.3 Schematic circuit diagram ……………………………………………………………………………………………………………….. 73 7.1.5.4 TOP 1 — Yellow alarm ……………………………………………………………………………………………………………………… 73 7.1.5.5 TOP 2 — Red alarm …………………………………………………………………………………………………………………………. 73 7.1.5.6 TOP 3 – Oil pressure too low (lube oil stop) ………………………………………………………………………………………. 74 7.1.5.7 TOP 4 – Starter on …………………………………………………………………………………………………………………………. 74 7.1.6 Analog outputs AO 1 … 2 ……………………………………………………………………………………………………………………… 74 7.1.6.1 Channel specification / technical data ……………………………………………………………………………………………….. 74 7.1.6.2 Required settings …………………………………………………………………………………………………………………………… 74 7.1.6.3 Schematic circuit diagram ……………………………………………………………………………………………………………….. 74 7.1.6.4 AO 1 – Cooling temperature ……………………………………………………………………………………………………………. 74 7.1.6.5 AO 2 — Oil pressure ………………………………………………………………………………………………………………………… 75 7.1.7 CAN interfaces 1 … 2 …………………………………………………………………………………………………………………………… 75 7.1.7.1 Channel specification / technical data ……………………………………………………………………………………………….. 75 7.1.7.2 Required settings …………………………………………………………………………………………………………………………… 75 7.1.7.3 Schematic circuit diagram ……………………………………………………………………………………………………………….. 75 7.1.7.4 CAN 1 – PCS5 ………………………………………………………………………………………………………………………………. 75 7.1.7.5 CAN 2 – J1939 ……………………………………………………………………………………………………………………………… 76
8 …….. Fault message table ………………………………………………………………………………………………………………….. 77
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1 General information 1.1 General requirements 1.1.1
General information
In addition to the instructions in this publication, all relevant country-specific legislation and other compulsory regulations regarding accident prevention and environmental protection must be observed. This engine is a stateof-the-art product and conforms with all the relevant specifications and regulations. In spite of this, the engine can still constitute a danger to personnel and property in the event of:
• Incorrect use
• Operation, maintenance and repair by unqualified personnel
• Modification or conversion
• Noncompliance with safety instructions
1.1.2
Intended use
The engine is intended exclusively for the application specified in the contract or defined at the time of delivery. Any other use is considered improper use. The engine manufacturer shall not accept liability for any resultant damage. Responsibility shall be borne by the user alone in such instances. Intended use also includes observation of the operating instructions and compliance with the maintenance and repair specifications. 1.1.3
Modification or conversion
Unauthorized modification of the engine compromises safety. MTU shall accept no liability or warranty claims whatsoever for any damage caused by unauthorized modification or conversion. 1.1.4
Spare parts
Only genuine MTU spare parts may be used to replace components or assemblies. The engine manufacturer refuses to accept any liability or warranty claims whatsoever in the event of damage caused by the use of other spare parts.
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1.2 Safety requirements for maintenance and repair work 1.2.1
Safety requirements for startup
Before first using the product, it must be installed in accordance with the instructions and approved to MTU specifications.. Whenever the device or system is taken into operation
• All maintenance and repair work must have been completed
• Any loose parts must have been removed from rotating machine components
• All personnel must be clear of the danger zone represented by moving parts
Immediately after taking the device or system into operation, the control and display elements as well as the monitoring, signaling and alarm systems must be tested to ensure satisfactory operation. 1.2.2
Safety requirements for operation
The emergency procedures must be practiced on a regular basis. The operator must be familiar with the control and display elements. The operator must know the effects of any action he/she performs. The operator must proceed with the individual steps as specified in the documentation. During operation, the display elements and monitoring assemblies must be supervised with respect to current operating states, violation of limit values as well as warnings and alarm messages. If a fault in the system is detected or signaled by the system
• Report it to the person in charge
• Evaluate the message
• Take emergency action as required, e.g. emergency engine stop
1.2.3
Engine operation
Wear ear protectors when the engine is running! Ventilate the engine room adequately! Mop up any leaked or spilled fluids and lubricants immediately, or soak them up with a suitable bonding agent. Exhaust gases produced by combustion engines are toxic. Inhaling exhaust gases is harmful to health. Exhaust gas pipework must be leak-tight and routed to atmosphere. Do not touch battery or alternator terminals or cables when the engine is running! Inadequate protection of electrical components can lead to electric shocks and serious injuries. Never undo water, oil, fuel, compressed-air or hydraulic oil lines when the engine is running! 1.2.4
Maintenance and repair work
Strict adherence to maintenance and repair instructions is a significant safety factor. Never perform maintenance or repair work with the engine running unless expressly permitted to do so. Lock-out and tag-out the engine to preclude undesired starting. Disconnect the battery when electric starters are used. Close the main valve of the compressed air system and vent the compressed air line when pneumatic starters are used. Affix a “Do Not Start” sign in the operating room or attach one to the control facility! Keep bystanders out of the way! Never attempt to rectify faults or carry out repairs if you do not have the necessary experience or special tools required! Maintenance and repair work may only be carried out by authorized, qualified personnel. Only use adequate, calibrated tools. Never work on engines or components which are only suspended on lifting gear or cranes. Always support them adequately before commencing maintenance or repair work.
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Ensure that all personnel is clear of the danger zone before cranking the engine. Ensure that all safety guards are installed and all tools and loose parts have been removed from the engine after performing work. Escaping pressurized fluids can penetrate clothing and skin and cause serious injury. Depressurize fluid and lubricant systems and compressed air lines before commencing work! Never bend fuel injection lines or install lines which have been subsequently bent. Keep fuel injection lines and their connections scrupulously clean. Seal off all openings with caps and covers whenever lines are removed or opened. Avoid damaging fuel lines in the course of maintenance and repair work. When installing, tighten line unions to the specified tightening torques and ensure that all fixtures and dampers are fitted properly. Ensure that all fuel injection lines and pressurized oil lines have sufficient clearance to prevent contact with other components. Never route fuel or oil lines in the vicinity of hot parts unless explicitly intended for installation in such areas by design. Elastomers (e.g. Viton sealing rings) are generally safe under normal working conditions. However, when exposed to fire or temperatures exceeding 300 °C, the material decomposes. Hydrogen flouride vapors are released as a result. Acid produced in this way causes serious burning by skin contact. Never touch elastomer seals which appear to be charred or resinous with your bare hands! Always wear protective gloves! Beware of hot fluids in lines, pipes and chambers Risk of burning! Observe the cooling-down period for components which have been heated up to facilitate assembly or disassembly Risk of burning! Do not touch hot parts of the compressor and exhaust gas system Risk of burning! Take care when removing vent screws or plugs on the engine. Cover the screw or plug with a rag to prevent fluids escaping under pressure. The risk of accidents increases if the engine was only shut down a short time ago and the fluids are still hot. Take care when draining hot fluids and lubricants. Risk of scalding! Catch fluids and lubricants in a vessel, wipe up spilled fluids or use binder. Ventilate the engine room well when changing engine oil or working on the fuel system! Use safe stepladders and work platforms when working above head height. Ensure that engine components are set down safely! To avoid back injury, adults may only lift parts weighing between max. 10 kg and max. 30 kg depending on age and sex, therefore:
Use lifting gear or call for assistance.
Ensure that all chains, hooks, slings etc. are tested and approved, have adequate lifting capacity and that hooks are positioned correctly. Never subject lifting eyes to lateral pull.
Keep everything meticulously clean when performing maintenance and repair work on the machine. Ensure that no loose parts are left in/on the machine after completing maintenance and repair work. 1.2.5
Welding
Welding is not permitted on the engine or attached auxiliary equipment! Never use the engine as a ground terminal! This prevents the welding current passing through the engine and burning bearings, sliding surfaces and tooth flanks which can lead to seizure and damage. Never route welding cables over or near the wiring harnesses of MTU systems. The welding current can induce interfering voltages in the wiring harnesses which may damage the electrical system. The ground terminal of the welding equipment must not be connected further than 60 cm away from the welding point. Remove any parts (e.g. exhaust pipe) requiring welding from the engine beforehand.
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It is not necessary to disconnect plugs and connectors from the MTU electronic system in order to perform welding providing that the power supply master switch is set to “Off” and the battery cables are disconnected from the positive and negative terminals. 1.2.6
Force-fitting
Use only the jigs and fixtures specified in the work schedule and assembly instructions to force parts on and off. Never exceed the maximum admissible forcing pressure of the respective jig when forcing parts on and off. The HP lines used to force parts on and off hydraulically are tested to 3,800 bar. Never bend or use force on pressurized lines! Note the following points before commencing any forcing process:
Vent the forcing jig, pumps and pipework system at the relevant points of the system (e.g. open vent plugs, pump until bubble-free oil emerges, close vent plugs).
Screw the jig on with the piston retracted when forcing parts on.
Screw the jig on with the piston extended when forcing parts off.
Screw the spindle into the shaft end until sealed on forcing jigs featuring a central expansion pressure supply. Ensure that all personnel stands well clear when force-fitting and removing components hydraulically. There is a risk of the component suddenly freeing itself from the pressurized fixture when the system is still under pressure. Check all jigs and fixtures at regular intervals prior to use (crack testing). 1.2.7
Working on electrical/electronic assemblies
Always obtain permission from the person in charge before commencing maintenance and repair work and before switching off any parts of the electronic system required to conduct such work. Switch off the power supply of the affected areas before commencing work on any assembly. Any work requiring a power supply is explicitly described as such in the appropriate sections of the manual. Gases emanating from the battery are explosive. Avoid sparks and naked flames. Avoid skin and clothing contact with battery acid (electrolyte). Wear goggles. Never place tools on the battery. Check polarity before connecting the battery. Escaping acid or bursting battery cases may cause injury if battery polarity is reversed. Avoid damaging cabling when removing parts, and re-install avoiding any risk of damaging the cabling by sharp edges, friction or contact with hot surfaces when the engine is running. Never secure cabling to pipework bearing fluids! On completion of maintenance and repair work, any cables that have been disconnected must be reconnected properly and appropriately secured. Always test function and operation of devices and systems following repair. Checking repaired components in isolation without integrating them in the overall system is not sufficient. Secure cables with suitable cable clamps where contact with mechanical parts presents a risk of chafing! Do not use cable ties as these can be removed for purposes of maintenance and repair and then not replaced on completion. Store spare parts properly prior to replacement, i.e. protect them from moisture in particular. Package faulty electronic components and assemblies properly for transport, i.e. protect them from moisture and impact and wrap them in antistatic foil if necessary. 1.2.8
Working with laser equipment
Always wear special laser goggles when working with laser equipment! Laser equipment is capable of generating extremely intense beams of light by stimulated emission in the visible, infrared or ultraviolet spectral ranges. Laser beams may cause damage as a result of their photochemical, thermal or optomechanical effects. First and foremost is the risk of irreparable eye damage. Laser equipment must be equipped with safety features which ensure safe operation in accordance with their respective class and intended use. Only the following laser equipment may be used as a guide beam and for surveying work: E532291/01E
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Category 1, 2 or 3A laser equipment
Category 3B laser equipment operating in the visible wavelength range (400 nm to 700 nm) with a maximum output of 5 mW and with a beam axis or area aligned such as to preclude any risk of eye injury.
1.2.9
Operation of electrical equipment
Certain parts of the electrical equipment are live in operation. Noncompliance with the warning instructions given for this equipment may result in serious injury or damage to property.
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1.3 Engine side and cylinder designations The engine is always viewed from the driving end when designating its sides. Cylinders are designated (in accordance with DIN ISO 1204 ) A on the left side of the engine and B on the right side. The cylinders of each bank are numbered consecutively beginning with number 1 on the driving end of the engine. Consecutive numbers of other components also begin with number 1 at the driving end of the engine.
1 KGS = Free end 2 Right engine side
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3 KS = Driving end 4 Left engine side
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ECU8
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2 Overview 2.1 MTU Engine Control Unit ECU8 2.1.1
Overview
X1 X2 KV KR
System wiring harness Engine wiring harness Coolant inlet Coolant outlet
Engine Control Unit ECU8 has been especially developed for Series 1600 and may be used in conjunction with 6R, 8V, 10V and 12V engines. It is particularly suitable for use in offroad applications such as genset, C&I and rail. The injector output stage is only suitable for Common Rail systems. It has three adjustable power levels – Bootpeak/Boost/Hold Current. The housing is mounted directly on the engine by means of absorbers. A coolant circuit for water or fuel is provided in the housing for applications involving high ambient temperatures and heavy soiling. 2.1.1.1
System devices
Basic equipment for genset applications ECU8 SmartConnect Engine Control Unit ECU8 has been tailored for use in conjunction with the Common Rail technology used in Series 1600 engines. E532291/01E
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ECU8 2.1.2
13 Design
Inductors Sensors
Starter Alternator
Features: BATT SmartConnect X1 X2
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Battery ECU programming unit System wiring harness Engine wiring harness
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ECU8
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2.2 Scope of delivery 2.2.1
Basic MTU equipment
The following devices, assemblies and components are included in the basic scope: 2.2.1.1
Engine sensors/actuators
All sensors and actuators required to control the Engine Control Unit are mounted directly on the engine. 2.2.1.2
Engine wiring + injector wiring
Engine wiring harness to connect all sensors to Engine Control Unit ECU8 Connection of all injectors to Engine Control Unit ECU8 (via window gasket) 2.2.1.3
Engine Control Unit ECU8
Open-/closed-loop control and monitoring of the engine (mounted on the engine) 2.2.1.4
Connecting cables between Engine Control Unit and system / power supply
Connecting cable from connector X1 of Engine Control Unit ECU8 to a terminal strip. The connecting cable is open-ended and is available in the following lengths:
6m
10 m
15 m
25 m
2.2.1.5
24V DC supply voltage
24V DC power for the Engine Control Unit is supplied via the terminal block, connecting cable W1 and connector X1. The starter, battery-charging generator and other consumers must be supplied by external cable connections. 2.2.1.6
SmartConnect
This device allows a number of settings to be changed with having to use a DiaSys dialog unit. It also indicates ECU fault codes on a four-figure display. 2.2.2
OEM parts
The OEM must supply the following parts:
Instrumentation, e.g. indicator lamps, display instruments for:
Engine speed Lube oil pressure Lube oil temperature Coolant temperature Controls, e.g. pushbuttons for “Start”, “Stop”, “Override” etc.
Cabling for 24V DC power supply of starter, battery-charging generator etc.
2.2.2.1
External sensors
External sensors are available as an option for: Coolant probe Level switch “Water in fuel prefilter” Pressure sensor “Oil filter differential pressure” Lube oil temperature Signals from these sensors must be acquired and evaluated by the OEM. 2.2.2.2
Connecting cables for external sensors
Connection of all external sensors to the system shall be established by OEM connectors for connecting cables to external sensors E532291/01E
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2.3 Customer interface / user devices 2.3.1
System overview / customer interface
OEM Display instruments (AO1, AO2) Check lamps (TOP1 – TOP4) External controllers (DiaSys) Terminal block / control box (K1) Battery (BATT) Generator controller (GS)
MTU Series 1600 10V / 12V engine with ECU8 Wiring harnesses X1, X2 (internal engine wiring harness) SmartConnect
All the necessary devices/parts for monitoring and control of the engine required by the user to operate the system are part of the OEM scope of delivery. 2.3.1.1
Display instruments
2 outputs supplying engine operating values are provided for analog display instruments (AO1 / AO2). These may be used for the following instruments as desired:
Engine speed
Coolant temperature
Lube oil pressure
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ECU8 2.3.2
16 Additional notes
The number of control and display instruments depends on the application engineering and configuration of the OEM. This also applies to the inscriptions and colors used and the arrangement of the controls and display instruments. The functions of the controls and displays which may be connected are explained in the table below. 2.3.2.1
Pushbuttons
The following pushbuttons may be provided: Chan nel
Name
Type
PV
Description/function
DI1
ENGINE STOP
Pushbutton
2.7001.800
Pressing the pushbutton trips the stopping sequence without switching off the Engine Control Unit.
DI2
SWITCH SPEED DROOP
Switch
2.1060.830
Switches between two speed droop settings.
DI3
SWITCH 50/60HZ
Switch
2.7003.800
Switches between two generator frequencies 50Hz and 60Hz.
DI4
ALARM RESET
Pushbutton
2.8009.021
Pressing the pushbutton switches alarm signaling off. Pressing the pushbutton acknowledges the alarm.
DI5
SPEED UP
Pushbutton
2.1060.800
Pressing the pushbutton increases engine speed.
DI6
SPEED DOWN
Pushbutton
2.1060.810
Pressing the pushbutton decreases engine speed.
DI7
START
Pushbutton
2.1090.800
Pressing the pushbutton trips the automatic engine start sequence.
DI8
OVERRIDE
Pushbutton
2.7002.800
Pressing the pushbutton temporarily bypasses the safety system.
2.3.2.2
Alarm indicator lamps
The alarm indicator lamps provide information about the operating state of the engine. Channel
Color
Inscription
Meaning/function
TOP1
Yellow
YELLOW ALARM
Summary alarm indicator lamp, lights up when a so-called “yellow alarm” has been tripped, engine power may be reduced automatically.
TOP2
Red
RED ALARM
Summary alarm indicator lamp, lights up when a so-called “red alarm” has been tripped, engine may be shut down automatically.
2.3.2.3
Indicator lamp
The indicator lamp provides information about the starting state of the engine Channel Color
Inscription
Meaning/function
TOP3 TOP4
LUBE OIL STOP Starter ON
Oil pressure too low Activation of the starter
Red Green
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2.4 Diagnosis and tools 2.4.1
Self-diagnosis
ECU8 features a diagnosis lamp to indicate a system malfunction to the operator on location. Position of the diagnosis lamp on ECU8 (1)
1 Diagnosis lamp
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ECU8 2.4.1.1
1 2 3
18 Flashing frequencies
Governor is ready for operation Application loader is active Internal fault detected by ITS
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4 5 6 7
External RAM faulty External flash memory faulty No firmware Application failed
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ECU8 2.4.2
19 DiaSys
1 Laptop 2 CD-ROM with DiaSys 2.53 software (SP1 or higher)
The dialog system DiaSys® is available for more extensive fault diagnosis of the electronic system. It comprises a laptop with the program DiaSys® 2.53 SP1 (or higher), a user dongle (hardkey) and a CAN interface. The main purpose of the dialog system is to change ECU8 settings.
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ECU8 2.4.3 2.4.3.1
20 SmartConnect Functional description
SmartConnect features: 1 2 3
DIP switches to change speed demand, frequency and droop settings Four-figure display to indicate ECU fault numbers Interface to connect DiaSys
SmartConnect comprises a unit equipped with connectors and a display and includes pre-programmed software. 2.4.3.2
Description of SmartConnect hardware
SmartConnect visualizes faults from the connected ECU which are transmitted on CAN1. It also allows specific modes to be set for various applications using DIP switches. It is possible to connect dialog systems (CAN1 and CAN2) via the additional DIASYS connector with a 24V supply for dialog PCs. Software and parameters can be downloaded to the ECU via a USB flash stick (USB -> RS485). Note: The USB interface and RS485 to the ECU are not active in SC1-01. The figure below provides an overview of the interfaces and features of SmartConnect SC1-01. The housing is designed for installation on a DIN rail.
USB interface for memory sticks
DIASYS connector for dialog with MTU Service
4-figure display for fault indication DIP switches for system configuration setting
CAN2 (J1939) CAN1 (MTU internal) RS485 –fast data communication 24V supply
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The block circuit diagram shows the internal design of the SmartConnect. The main assembly is the NXP microcontroller which realizes all functions. The integral CAN repeater before the DiaSys interface means that the limitations presented by the approx. 1-2 m long connecting cable no longer apply. A significantly longer cable can be connected here (up to 50 m). Bus termination with the two 120 ohm resistors at the two CAN interfaces CAN1 and CAN2 can be configured, i.e. these termination resistors must be removed from the two connectors if additional devices featuring CAN interfaces are connected there. 2.4.3.3 2.4.3.3.1
Overview of interfaces Alarms
Alarm number
Zkp number
German designation
English designation
696
2.0560.900
AL SmartConnect USB Error
AL SmartConnect USB Error
697
2.0560.902
AL SmartConnect RS485 Error
AL SmartConnect RS485 Error
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ECU8 2.4.3.3.2
22 Connector assignment of SC1-01
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ECU8 2.4.3.3.3
23 System image SC ECU8
Switchgear cabinet
CAN terminating resistor depending on bus conf. In connector
System cable
Note: SmartConnect SC 1-01 must be protected by a 4 A fuse. 2.4.3.4 2.4.3.4.1
Settings Summary of DIP switch functions
The SmartConnect unit is equipped with 6 DIP switches which allow ECU8 to be configured (there are a total of eight switches, however the last two switches, 7 and 8, are only used internally by the SmartConnect). The switch settings on the SmartConnect are transmitted cyclically to the ECU once per second in a message on CAN1. Changes to the switch settings only take effect after restarting the ECU. The configurations which can be set with the switches are preset and cannot be changed. The figures below show the assignment of the switches. Switch no. 6 has no function in the present SmartConnect version as CANopen is not implemented as yet. In future, this switch will allow a choice between J1939 and CANopen for CAN2 as soon as CANopen is available. J1939 only is used on CAN2 at the current time.
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The figure below shows the assignment of the 8 DIP switches. Used by TKE
Speed demand is set as follows:
Speed demand The speed demand can be set using the three switches (i.e. 8 variants) Switch default settings: 000 = 0 = ECU parameter default settings = Speed demand up/down direct (variants 1 and 2 would thus be identical)
2.4.3.4.2
Summary of alarm display functions
The three-figure ECU fault numbers are shown on the display of the SmartConnect unit when it is running. The ECU fault numbers run as a banner on the display. This means that all active faults in the ECU are displayed consecutively at one-second intervals. “—-” appears on the display of the SmartConnect unit for one second when every active fault has been displayed once. This indicates that all faults have been displayed once and that the fault numbers now appear again from the beginning. “—-” remains steady on the display if not fault numbers have been received from the ECU. The ECU transmits the faults displayed on the SmartConnect unit via CAN1. Fault code “F000” is indicated on the display if the SmartConnect unit fails to detect ECU8 on CAN1 (e.g. as the cable has not been connected).
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The following two fault numbers are assigned to the SmartConnect unit:
Fault number 696 (USB faulty)
Fault number 697 (RS485 faulty)
These two faults also run as a banner on the display and are written in the ECU8 fault memory. Should these faults occur at the SmartConnect unit and no ECU8 is connected to CAN1, the SmartConnect displays fault number F050 instead of 696 in case of a USB fault and fault number F051 instead of 697. The table below lists all alarms: Alarm number on SC display when no ECU8 is detected on the CAN1 bus
Alarms on SC display when ECU8 is connected to CAN1 bus
Description
F000
This alarm appears on the SmartConnect display when no ECU8 is detected on the Can1 bus.
F050
696
AL SmartConnect USB Error This alarm is displayed when a fault has occurred at the USB interface of the SmartConnect unit. This alarm is transmitted to ECU8 when one is connected to the CAN1 bus. 696 then appears on the display. F050 appears on the display instead if ECU8 is not present.
697
AL SmartConnect RS485 Error. This alarm is displayed when a fault has occurred at the RS485 interface of the SmartConnect unit. This alarm is transmitted to ECU8 when one is connected to the CAN1 bus. 697 then appears on the display. F051 appears on the display instead if ECU8 is not present.
0001 – 0999
Three-figure fault code number from ECU8 depending on the faults signaled in ECU8.
F051
Currently free range of numbers for SmartConnect alarms when no ECU8 is present on the CAN1 bus. These alarms are not transmitted to the ECU.
F001 – F0049
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ECU8 2.4.4
26 Engine Identification Label EIL
The Engine Ident Label EIL is an electronic rating plate. It is attached to the engine, cannot be removed and is an absolute necessity to operate the engine. The EIL is connected to the ECU by a two-pin connector on the engine wiring harness. For trouble-free operation ensure that the wiring between EIL and ECU is connected properly. Check the wiring if the “616 AL EIL Error” fault message is signaled. Furthermore, the EIL must be inspected periodically for visible damage or manipulation.
The EIL ensures that only the data record specifically programmed for the engine concerned can be used. The engine is shut down after 15 minutes should it be necessary to use the ECU of another engine on the engine concerned. The “615 AL EIL Protection” yellow alarm and the “454 SS Power Reduction Active” red alarm are signaled during this period. This makes it possible to pinpoint or narrow down the cause of a fault by replacing with an ECU from another engine. In case of fault, a new ECU must be ordered from MTU including a valid data record for the engine concerned and then installed. Note:
Manipulation of the EIL renders the warranty null and void. Furthermore, normal engine operation is subsequently no longer possible.
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3 Use and design 3.1 Functions
Central open- and closed-loop control unit of the engine
Converts setpoint signals from the monitoring, control and remote control systems into signals to control the engine
Controls the injection system
Controls other actuators on the engine
Acquires sensor signals and evaluates engine operating states
Monitors limit values for violation, initiates engine stop in case of inadmissible states/limit value violations if necessary.
Transmits fault messages to monitoring and control systems
Downloads engine- and system-related configuration data.
Self-monitoring ITS
Diagnosis with dialog unit (laptop)
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3.2 Ignition (IGI) / emergency stop (ESI) function 3.2.1
Ignition Input (IGI TL15)
The IGI input can be used for two functions: 1. ECU on/off when power supply is applied to the unit (TL 30). 2. Emergency stop function working on the “closed-circuit principle” The input is connected to 24V (UBatt) if the function is not used. The user can switch the unit on/off with the IGI input as follows:
Input level = low to high — “wake” The ECU is activated, the microcontroller boots up, executes its “start up” routine and keeps the power stage “locked on”.
Input level = low to high — “power down” Deactivates the IOS (Injector Output Stage) for all cylinders. This state is stored and can only be reset by the software. All data and alarms saved “Data Storage”. Internal supply voltages switched off.
The response of the ECU can be configured by the application software when the ESI has been activated (CAN message, …) 3.2.2
Emergency Stop Input (ESI)
Completely de-energizing the Engine Control Unit in order to initiate an emergency engine stop is INADMISSIBLE! The ESI input is activated by a NO contact connected to UBatt (24V). The input is not connected if the function is not used. The ESI input immediately switches off the IOS (Injector Output Stage) by the hardware. The engine is stopped immediately in this way. Engine data and alarms are then stored in the external flash memory.
Input level = low -> The ECU detects this input state as a disruption when a 33kohm ±10% parallel resistor is connected. The function can be programmed in the software.
Input level = high -> Deactivates the IOS (Injector Output Stage) for all cylinders. This state is stored and can only be reset by the software. “Open-circuit principle”»
The response of the ECU can be configured by the software when the ESI has been activated (CAN message, …) Connection diagram and principle IGI / ESI function
ECU8 Engine Control Unit S1 A Additional units IGI B Battery ESI
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Master switch Ignition start Safety stop
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3.3 Installation on the engine 3.3.1
Specification
Engine Control Unit ECU8 (ADEC) has been designed in regard of mechanical and thermal stress for mounting directly on the engine (see technical data). Ambient temperature –40°C to +80°C Housing temperature range under extreme conditions with coolant flow (70°C media temperature) – 40°C to +120°C 3.3.2
Mechanical design / installation location
Engine Control Unit ECU8 is mounted securely on the top of the engine towards the driving end on 10V and 12 V engines and is easily accessible. Off-engine installation is not possible.
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3.4 Technical data of ECU8 Term
Unit
Housing material Dimensions (length x width x height)
Value AlSi10Mg
mm
298 x 272 x 93
Draw-out clearance (height) mm
74
Weight (without cable connection)
4.5
kg
Installation position Operating voltage
As desired VDC
16.8V …24V …32V (normal operation, injection w/o power reduction) 14.4V …16.8V (emergency operation, injection with power reduction)
Power consumption
A
0.2 … 18 (typ.) 33 max. at 24V (engine running) 10mA when IGI off (ignition off) 0.2A when IGI on (ignition on, engine off)
Thermal output
w
45
Grounding
Necessary, via grounding strip
EMC
DIN ISO 7637-2 : 2002 (C&I International (SAEJ1113-13:2000)) DIN ISO 7637-3 : 1995 (C&I International) DIN ISO11452-2 : 2000 (SAEJ1113-21 : 1998), (CE Classification) EN 55011 : 2000 Curve A (CE Classification (industrial)) EN 55011 : 2000 Curve A (CE Classification (industrial) CISPR 11) EN 55025 : 2003 (Vehicle, Marine (CISPR 11), SAEJ1113-41:2000) EN 50121-3-2 : 2001 (Rail Curve A + 10dB) EN 50155 (Rail) EN 55025 : 2003 (C&I International (CISPR 25)) EN 61000-4-2 : 2001 (IEC 61000-4-2), (Marine classified / Rail) EN 61000-4-4 : 2004 (IEC 61000-4-4), (Rail) EN 61000-4 : 2006 (IEC 61000-4-4), (Rail) EN 61000-4-5 : 2004 (IEC 61000-4-5), (Marine classified) EN 61000-4-6 : 2001 (IEC 61000-4-6), (Marine classified) EN 61000-4-17 : 2000 (Marine classified) EN 61000-6-2 (CE industrial) EN 13390 : 2000 (ISO13766), (C&I International) IEC 60533 : 1990 (Marine classified (CISPR 16)) IEC 60533 : 1999 (Marine classified (CISPR 16)) ISO 10605 : 2001 (C&I International (SAEJ1113-13:2000))
Dielectric strength
10 m (IEC 60092-504) Utest 50 VDC (ECU8 removed for testing) 500 VDC in accordance with EN 50155
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ECU8
31
Term
Unit
ESD
Value EN 61000-4-2 : 2001 (IEC 61000-4-2) EN 50121-3-2, EN50155 Rail IEC 60533 Civil Marine EN 61000-6-2 CE industrial ISO 10605 : 2001 (C&I International)
Operational ambient temperature
°C
— 40 … + 80 (up to 95°C max. 60 minutes, with air circulation at min. >2m/min)
Storage temperature range
°C
— 40 … + 85
Housing temperature
°C
+ 105 max. (cooling to below 75°C after 60 min)
Relative air humidity
%
0 … 95%, condensing
Degree of protection
Plugs connected IP69K (IEC 60529, DIN 40050) Open (plugs not connected) IP20 With connector caps IP54
Shock resistance
ICE 600-2-32 drop test ICE 68-2-27 (30g / 11ms)
Vibrostability
ICE 60068-2-6 (requirements for the x/y/z axis 5Hz 2000Hz)
Electrical noise, ECU housing
4.7 grms at 5Hz … 20Hz 4.7 grms at 20Hz … 150 Hz 4.7 grms at 150Hz … 300 Hz 4.7 grms at 300Hz … 1000 Hz 4.7 grms at 1000Hz … 2000 Hz
Resistance to chemical substances
EN 60271-1-3-5 (MTU requirements: EU standards, diesel fuel, biodiesel, oil, coolant)
MTBF
E532291/01E
h
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20000 (at an ambient temperature of 75°C
© MTU
ECU8
32
3.5 Connector plugs 3.5.1
Connector X1 / connector to Engine Control Unit ECU8
3.5.1.1
Connector pin assignment
Pin assignment X1 (system cable) 62 pole (6 x MCP2.8; 54 x MCP1.5)
Lock: Bayonet with multiple lugs
This connector is the interface to the system. The table below describes the connector pin assignment of connector X1. The brief specification states the most important characteristics of the channel concerned. Designation
Pin
Signal type
Brief specification
CAN1_P
1
CAN1_P_H
50V isolated
CAN1_P
2
CAN1_P_L
CAN1_P
5
CAN1_P_GND
CAN2_P
3
CAN2_P_H
CAN2_P
4
CAN2_P_L
CAN2_P
8
CAN2_P_GND
DI1
10
DI1_H
E532291/01E
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50V isolated
1.5mA) = high
© MTU
ECU8
33
Designation
Pin
Signal type
Brief specification
DI1
9
DI1_L
50V isolated
I2
14
DI2_H
1.5mA) = high
DI2
13
DI2_L
50V isolated
DI3
18
DI3_H
1.5mA) = high
DI3
17
DI3_L
50V isolated
DI4
22
DI4_H
1.5mA) = high
DI4
21
DI4_L
50V isolated
DI5
26
DI5_H
1.5mA) = high
DI5
25
DI5_L
50V isolated
DI6
30
DI6_H
1.5mA) = high
DI6
29
DI6_L
DI7
34
DI7_H
1.5mA) = high
DI7
33
DI7_L
50V isolated
DI8
38
DI8_H
1.5mA) = high
DI8
37
DI8_L
50V isolated
AI1_2
41
AI_2_5V
5V / 24° ± 50V isolated to other potential
AI1
48
Al_U
0…10V (not isolated to AI2)
Al1
45
Al1_l
0…23.7mA (not isolated to AI2)
AI2
50
AI2_U
0…10V (not isolated to AI1)
AI2
49
AI2_UI
0…23.7mA (not isolated to AI1)
AI1_2
42
AI1_2_GND
AI_GND ± 50V isolated to other potential
AO1
40
AO1_OUT
0…10V / 8mA
AO2
44
AO2_OUT
0…10V / 8mA
AOI_2_FIP
35
AOI1_2_FIP_GND GND
FIP
24
FIP_IN
0…5V or frequency input yV high I=?
TOP1
12
TOP1_OUT
24V / TOP1+…+TOP4 = 3A; max 1.5A source/sink
TOP2
11
TOP2_OUT
24V / TOP1+…+TOP4 = 3A; max 1.5A source/sink
TOP1_2
15
TOP1_2_GND
LGND (3A)
TOP3
20
TOP3_OUT
24V / TOP1+…+TOP4 = 3A; max 1.5A source/sink
TOP4
19
TOP4_OUT
24V / TOP1+…+TOP4 = 3A; max 1.5A source/sink
TOP3_4
16
TPO3_4_GND
LGND (3A)
FO
48
FO_OUT
24V / 1.5A sink to LGND / < 500Hz
28
NC
NC
28
NC
NC
28
NC
NC
IGI
32
IGI_24V
24V / 10mA (bridge to IGI_IN to disable IGI function)
IGI
31
IGI_IN
8V (4mA) = high
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ECU8
34
Designation
Pin
Signal type
Brief specification
ESI
36
ESI_IN
8V (4mA) = high
ITS_OFF
39
ITS_OFF
Connect this pin to FGND -> ITS disabled
ITS_OFF
43
FGND
6
NC
NC
7
NC
NC
47
NC
NC
51
NC
NC
52
NC
NC
53
NC
NC
54
NC
NC
55
NC
NC
56
NC
NC
POWER
59
+24V
24V / 30A
POWER
58
+24V
24V / 30A
POWER
62
+24V
24V / 30A
POWER
57
+24V
GND / 30A
POWER
61
+24V
GND / 30A
POWER
60
+24V
GND / 30A
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ECU8 3.5.2
35 Connector X2 / engine wiring harness
3.5.2.1
Connector pin assignment
Pin assignment of X2 (engine wiring harness) 92-pole (92 x MCP1.5)
Lock: Bayonet with multiple lugs
The engine sensors are connected to this connector. The table below shows the connector pin assignment of connector X2. The brief specification states the most important characteristics of the channel concerned. Designation
Pin
Signal type
ASI1
78
ASI1_H
ASI1
56
ASI1_L
ASI2
77
ASI2_H
ASI2
55
ASI2_L
CAN3_E
24
CAN3_E_GND
CAN3_E
1
CAN3_E_H
CAN3_E
2
CAN3_E_L
FI2
53
FI2_H
FI2
75
FI2_L
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Brief specification < 120mV = low / < 0mV = high < 120mV = low / < 0mV = high 50V isolated 586mV = high
© MTU
ECU8
36
Designation
Pin
Signal type
Brief specification
FI1
54
FI1_H
586mV = high
FI1
76
FI1_L
IO11
46
IO11_H
42V / 10A
IO11
23
IO11_L
Bank 1
IO12
45
IO12_H
42V / 10A
IO12
22
IO12_L
Bank 1
IO21
44
IO21_H
42V / 10A
IO21
21
IO21_L
Bank 2
IO22
43
IO22_H
42V / 10A
IO22
20
IO22_L
Bank 2
IO31
42
IO31_H
42V / 10A
IO31
19
IO31_L
Bank 3
IO32
41
IO32_H
42V / 10A
IO32
18
IO32_L
Bank 3
IO41
40
IO41_H
42V / 10A
IO41
17
IO41_L
Bank 4
IO42
39
IO42_H
42V / 10A
IO42
16
IO42_L
Bank 4
IO51
38
IO51_H
42V / 10A
IO51
15
IO51_L
Bank 5
IO52
37
IO52_H
42V / 10A
IO52
14
IO52_L
Bank 5
IO61
36
IO61_H
42V / 10A
IO61
13
IO61_L
Bank 6
IO62
35
IO62_H
42V / 10A
IO62
12
IO62_L
Bank 6
LSI1
31
LSI1_13V_5V_T8
Supply 13V / 5V for LSI1 max 12mA / channel tracker 8
LSI1
10
LSI1_IN
0…5V / internal 47k5 pull down PI / pull up 3k32 LSI
LSI2
32
LSI1_13V_5V_T9
Supply 13V / 5V for LSI1 max 12mA / channel tracker 9
LSI2
33
LSI2_IN
0…5V / internal 47k5 pull down PI / pull up 3k32 LSI (Data IN / OUT EI_module)
NSI1
11
NSI1_24V
24V / 0.5° / Rmin 16k for OL detection
NSI1
34
NSI1_IN
0…5V / internal 47k5 pull down PI / pull up LSI
NSI1
30
NSI1_GND
GND
PHI1
73
PHI1_5V_T1
5v / 12mA / tracker T1
PHI1
52
PHI1_GND
GND
PHI1
74
PHI1_IN
0…5V / internal 47k5 pull down
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ECU8
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Designation
Pin
Signal type
Brief specification
PHI2
71
PHI2_5V_T2
5v / 12mA / tracker T2
PHI2
51
PHI2_GND
GND
PHI2
72
PHI2_IN
0…5V / internal 47k5 pull down
PI1
49
PI1_5V_T3
5v / 12mA / tracker T3
PI1
50
PI1_GND
GND
PI1
70
PI1_IN
0…5V / internal 47k5 pull down
PI2
25
PI2_5V_T4
5v / 12mA / tracker T4
PI2
26
PI2_GND
GND
PI2
3
PI2_IN
0…5V / internal 47k5 pull down
PI3
4
PI3_5V_T5
5v / 12mA / tracker T5
PI3
27
PI3_GND
GND
PI3
5
PI3_IN
0…5V / internal 47k5 pull down
PI4
6
PI4_5V_T6
5v / 12mA / tracker T6
PI4
28
PI4_GND
GND
PI4
7
PI4_IN
0…5V / internal 47k5 pull down
PI5
8
PI5_5V_T3
5v / 12mA / tracker T7 for PI5..7 (48mA)
PI5
29
PI5_GND
GND
PI5
9
PI5_IN
0…5V / internal 47k5 pull down
PI6
47
PI6_IN
0…5V / internal 47k5 pull down
PI7
48
PI7_IN
0…5V / internal 47k5 pull down
PWM_CM1
91
PWM_CN1_GND
LGND (50m ohm)
PWM_CM1
92
PWM_CN1_OUT
24V / 3A with current measurement (CM)
PWM_CM2
68
PWM_CN2_GND
LGND (50m ohm)
PWM_CM2
69
PWM_CN2_OUT
24V / 3A / < 500Hz
PWM_CM3
67
PWM_CN3_GND
LGND (50m ohm)
PWM_CM3
90
PWM_CN3_OUT
24V / 3A / < 500Hz
PWM1
65
PWM1_GND
LGND
PWM1
88
PWM1_OUT
24V / 3A / < 500Hz
PWM2
66
PWM2_GND
LGND
PWM2
89
PWM2_OUT
24V / 3A / < 500Hz
TI1
64
TI1_GND
GND
TI1
87
TI1_IN
0…5V / internal 1k91 pull up to TI_BUF
TI2
63
TI2_GND
GND
TI2
86
TI2_IN
0…5V / internal 1k91 pull up to TI_BUF
DFI2
62
DFI2_IN
Internal 47k5 pull down / pull up 1.82k + diode -> 5V
TI3
85
TI3_IN
0…5V / internal 1k91 pull up to TI_BUF
DFI1
61
DFI1_IN
Internal 47k5 pull down / pull up 1.82k + diode -> 5V
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ECU8
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Designation
Pin
Signal type
Brief specification
TI4
84
TI4_IN
0…5V / internal 1k91 pull up to TI_BUF
DFI1_2
60
DFI1_2_12v
Supply for DFI1/2 (12V / 200mA)
TI5
83
TI5_IN
0…5V / internal 1k91 pull up to TI_BUF
TI6
82
TI6_IN
0…5V / internal 1k91 pull up to TI_BUF
TI7
81
TI7_IN
0…5V / internal 1k91 pull up to TI_BUF
TI8
59
TI8_IN
0…5V / internal 1k91 pull up to TI_BUF
PWM_CM4
58
PWM_CM4_GND
LGND (50m ohm)
PWM_CM4
80
PWM_CM4_OUT
24V / 3A / < 500Hz
TO1
57
TO1_GND
LGND
TO1
79
TO1_OUT
24V / 1.5A
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ECU8
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4 Sensors 4.1 Sensor installation locations 4.1.1
Sensors on Series 1600 12V / Series 1600 10V engines
4.1.1.1
Top (plan view) Series 1600 12V
XY39A1 XY39A2 XY39B1 XY39B2 X2 B1 B5
E532291/01E
Injector connection A side 1 Injector connection A side 2 Injector connection B side 1 Injector connection B side 2 ECU connector engine wiring harness Camshaft speed Lube oil pressure
11-04
B6 B9 B10 B13 B16 B48.1 B48.2
Coolant temperature Charge-air temperature Charge-air pressure Crankshaft speed Coolant pressure Fuel pressure A side Fuel pressure B side
© MTU
ECU8 4.1.1.2
40 Driving end
XY39A1 XY39B1 B1 B13 M8.1 M8.2
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Injector connection A side 1 Injector connection B side 1 Camshaft speed Crankshaft speed Fuel pump HPP A Fuel pump HPP B
11-04
© MTU
ECU8 4.1.1.3
41 Right engine side
XY39B1 B1 X2 B9 B10
E532291/01E
Injector connection B side 1 Camshaft speed ECU8 connector engine wiring harness Charge-air temperature Charge-air pressure
11-04
© MTU
ECU8 4.1.1.4
42 Top, seen diagonally from driving end
B1 B13 M8.1 M8.2 XY39A1 XY39A2 XY39B1 XY39B2 X1 X2
E532291/01E
Camshaft speed Crankshaft speed Fuel pump HPP A Fuel pump HPP B Injector connection A side 1 Injector connection A side 2 Injector connection B side 1 Injector connection B side 2 ECU8 system cable plug connection ECU8 engine wiring harness plug connection
11-04
© MTU
ECU8
43
4.2 Sensors used 4.2.1
Sensor types
Various sensors are used to acquire the engine operating data:
Pressure sensors
Temperature sensors
Speed sensors The following information is provided for each of the sensors in the various sub-chapters
Equipment identifier of the sensor (e.g. B5)
Mechanical design
Use (measurand)
Block diagram
Connector plug with pin assignment
4.2.1.1
Pressure sensors
Sensor B5, B16 (0 … 10 bar) mechanical design
Connections: 1 Supply voltage 2 Output voltage
E532291/01E
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3 4
Ventilation Ground
© MTU
ECU8
44
4.2.1.2
Use
The sensor is used for:
B5
Lube oil pressure
B16 Coolant pressure Block diagram
1 2 4
Supply voltage Output voltage Ground
Connector plug
B5 / B16 connector plug
Connector plug pin assignment Pin no.: 1 2 3 4
Signal: Supply voltage +Ub : 5 VDC Output voltage +Ua : 0.5 … 4.5 VDC for 0 … 10 bar Ventilation Ground / GND (not connected to the housing)
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ECU8
45
Sensor B10 (0 … 4.5 bar) mechanical design
1 2 3 4
Supply voltage Output voltage Ventilation Ground
Use The sensor is used for: B10 Charge-air pressure
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ECU8
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Block diagram
1 2 4
Supply voltage Output voltage Ground
Connector plug
B10
Connector plug
Connector plug pin assignment Pin no.: 1 2 3 4
Signal: Supply voltage +Ub : 5 VDC Output voltage +Ua : 0.5 … 4.5 VDC for 0 … 4.5 bar Ventilation Ground / GND (not connected to the housing)
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ECU8
47
Sensor B48.1, B48.2 (0 … 2000 bar) mechanical design
1 2 3
Ground / GND Output Supply voltage
Use The sensor is used for: B48.1 High fuel pressure B48.2 High fuel pressure
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ECU8
48
Block diagram
S ECU 1 2 3
Pressure sensor Engine Control Unit Ground Output voltage Supply voltage
Connector plug
Connector plug pin assignment Pin no.: 1 2 3 4
Signal: Ground / GND (not connected to the housing) Output voltage +Ua : 0.5 … 4.5 VDC for 0 … 2000 bar Supply voltage +Ub : 5 VDC Housing (ground)
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© MTU
ECU8 4.2.2
49 Speed sensors
Sensor B1, B13 (ASI angular input) mechanical design
1 2 4.2.2.1
Connection B Connection A Use
The sensor is used for:
B1
B13 Crankshaft speed
Camshaft speed
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ECU8
50
Block diagram
S ECU ITS A B
Sensor Engine Control Unit Fault detection OFFLINE Analog signal Analog signal
Connector plug
B1
Camshaft speed
Connector plug pin assignment Pin no.: 1 2
Signal: Black (analog signal) Red (analog signal)
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ECU8
51
Connector plug
B13
Crankshaft speed
Connector plug pin assignment Pin no.: 1 2
Signal: Black (analog signal) Red (analog signal)
E532291/01E
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ECU8 4.2.3
52 Temperature sensors
Sensor B6, B9 mechanical design
Use The sensor is used for: B6 B9
Coolant temperature Charge-air temperature
Block diagram
1 2
Input Ground / GND
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ECU8
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Connector plugs
B6
Coolant temperature
B9
Charge-air temperature
Connector plug pin assignment Pin no.: 1 2
Signal: Pt 1000: 0° C: 1000 … 100°C: 1385 Ground / GND
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© MTU
ECU8 4.2.4
54 External sensors
2 optional measuring points are provided for external measuring: LSI1 LSI2 Sensors
Water in fuel prefilter Coolant level
The sensors used are level monitors which switch to ground following a timeout on detecting violation of the defined upper or lower level limits. MTU can supply suitable sensors and connecting cables if desired.
E532291/01E
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© MTU
ECU8
55
5 Wiring 5.1 Power supply 5.1.1 5.1.1.1
Power supply General information
Configuration of the power supply including the start button is the responsibility of the OEM. This chapter therefore depicts straightforward power distribution wiring by way of recommendation only. The following basic factors concerning the supply of power must be observed:
Use a 2-pole master switch
Protect all units separately with power circuit breakers
Initiation of manual emergency stop, or by IGI, or by ESI (see chap. 7.1)
All these requirements are taken into consideration in the recommendations below. As a basic rule, all cable connections must be established and distributed by means of terminal blocks. The length of the supply cable from the battery to ECU8 must not exceed 25 m including the connection box. 6 pins (6×2.5mm2) are provided for the power supply in the connector (X1). The voltage drop between battery and ECU8 for the 24V+ and GND line is load-dependent. Ensure that ECU8 has a minimum continuous voltage of 20V+ at the supply pins. The average ECU8 current depends on the number of engine cylinders, the speed and the connected consumers. Note: Take the additional voltage drop into account when a terminal box is interposed.
E532291/01E
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© MTU
ECU8
56
Example: Voltage drop for various cable lengths (Rcu and fuse taken into consideration):
Power consumption of Engine Control Unit ECU8 = Max. 33 A
E532291/01E
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© MTU
ECU8 5.1.1.2
57 Example for power supply configuration (recommendation)
BATT ECU
5.1.1.3
Power supply F001-3 Engine Control Unit ECU8
Contactor GND
S1 Ground
Master switch S3
START
Master switch
The supply voltage for the entire electronic engine management system is switched on and off by master switch S001. 5.1.1.4
Power circuit breakers
Power circuit breakers are provided for the following areas: F001
6A
F002
25A Engine Control Unit supply voltage
F003
6A
5.1.1.5
Input IGI_IN at Engine Control Unit : Ignition on
Input DI. at Engine Control Unit
Pushbutton / START
Pushbutton S003
Pressing the pushbutton trips the start command. Input DI7. of the Engine Control Unit is connected to 24V DC. 5.1.1.6
Emergency stop
Completely de-energizing the Engine Control Unit in order to initiate an emergency engine stop is INADMISSIBLE. Note: The event is recorded in an internal memory (counter) should the engine be shut down in this way nevertheless. Alarm no. 549 “AL Power fail detected” is generated and written in the fault memory when the Engine Control Unit is switched back on.
E532291/01E
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© MTU
ECU8 5.1.2
58 Grounding concept
The grounding concept envisages total isolation of generator ground and supply voltage ground. 5.1.2.1
Grounding concept
W01 W02 ECU
System cable Engine wiring harness Engine Control Unit ECU8
M Engine G Generator BATT Battery
X1 X2 PE
System cable connector Engine wiring harness connector Ground connection
Warning: Supply voltage ground (- GND) must not be connected to generator ground at any point! The crossedout connection in the illustration must therefore never be established! The following ground connections must be established:
Cable -W01 / system connection: The shielding of the cable for connection to the system is connected on the ECU side to the housing of the Engine Control Unit via connector X1 (factory-connected). On the open end, the shielding must be connected to the housing in which the terminal block and the customer controller are located (switchgear cabinet) (to be ensured by OEM).
Cable -W02 / engine wiring harness: The shielding is connected to the housing of the Engine Control Unit via the connector plugs of the engine wiring harness (factory-connected).
The engine must be grounded by means of a ground strap (PE). Refer to the relevant MTN standard “Grounding engines and systems” for details of execution, cross-sections etc..
E532291/01E
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© MTU
ECU8 5.1.3
59 CAN bus
5.1.3.1
General information
The CAN bus must be laid and connected carefully according to specifications in order to achieve the highest possible signal-to-noise ratio and thus maximum reliability in operation. Note: Failure of the CAN bus inevitably leads to serious restrictions even to the extent of total engine failure. CAN bus execution is therefore central to ensuring reliability of the entire system! 5.1.3.2
Cabling requirements
The cabling used must have the following electrical properties at the least:
Impedance Z:
120 (± 10%)
Specific resistance rb:
Max 50 /m at 20°C
Specific signal delay tp:
5 ns/m
Specific capacity between conductors cb:
Max. 75 pF/m
Specific capacity of conductors to shielding cs:
Max. 110 pF/m
5.1.3.3
Block diagram
The figure is a schematic representation showing an example of CAN bus arrangement.
Terminal block OEM
SmartConnect
*
Resistors may only be used at the ends of the bus. Either at the terminal block or at the SmartConnect.
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ECU8
60
Pay attention to the following points when connecting the CAN bus:
Termination resistor: One CAN bus termination resistor (120 ) must be connected at each end of the CAN buses.
The shielding of the bus cable (at the switchgear cabinet) must be connected to the housing/cable entry of the switchgear cabinet. The (twisted) bus cable does not have to be shielded inside the switchgear cabinet.
CAN_GND connections: The connections must not be connected to the shielding, operating voltage ground or vehicle ground!
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ECU8
61
5.2 Engine wiring harnesses 5.2.1
Sensor wiring harness
5.2.1.1
RB1600 10V (ten cylinder V engine) and RB1600 12V (twelve cylinder V engine)
B1 B9 B16 M8.1 XY39A2 X2
E532291/01E
Camshaft speed Charge-air temperature Coolant pressure Fuel pump HPP A Injector connection A2 ECU8 governor connector
11-04
B5 B10 B48.1 M8.2 XY39B1
Lube oil pressure Charge-air pressure HP fuel A Fuel pump HPP B Injector connection B1
B6 Coolant temperature B13 Crankshaft speed B48.2 HP fuel B XY39A1 Injector connection A1 XY39B2 Injector connection B2
© MTU
ECU8 5.2.1.2
62 Connectors XY39A1 … XY39B2
The injector wiring harnesses are connected to connectors XY39A1 / XY39A2 / XY39B / 1XY39B2. The injector wiring harness connections are in “window gasket” designed and are located in the cylinder heads. 5.2.1.3 5.2.1.4
Connectors M8.1 / M8.2
These connectors are used to connect: M8.1 M8.2
Fuel pump HPP A Fuel pump HPP B
E532291/01E
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ECU8 5.2.2
63 Injector wiring harness
The wiring harness to connect the injectors is integrated in the cylinder heads (window gasket) and is installed in the factory.
E532291/01E
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ECU8
64
5.3 System cables 5.3.1
System wiring harness
Wiring harness W01 is provided to connect Engine Control Unit ECU8 to the higher-level controller and to the power supply (terminal block). Wiring harness W01 is equipped with a 62-pole connector plug (X1) at one end. The open end must be connected to a terminal block.
1
Connecting cable ECU8 W1
Cable W1 is assigned as follows: See chap. 3.2.1
E532291/01E
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ECU8
65
6 System inputs and outputs 6.1 Overview of channel assignment 6.1.1
System side
Engine Control Unit ECU8 is assigned as follows on the system side: Channel
Assignment
Default setting
POWER
Power supply / 3x +24V / 3x GND = voltage to switch on the system (emergency stop by switching off the voltage)
Yes
IGI
Ignition / Ubatt switch variant 1 emergency stop
Yes
ESI
Engine stop / emergency stop variant 2 emergency stop
Not used
DI1
Engine stop
Yes, ground switching
DI2
Speed droop
Yes
DI3
Idle / mode (fixed speed) or switching between 50/60Hz
Idle / mode (fixed speed)
DI4
Alarm reset
Yes
DI5
Speed up
Yes
DI6
Speed down
Yes
DI7
Start
Yes
DI8
Override
Yes
AI1
Speed demand (I) / Speed demand (U)
Standard
AI2
Engine Torque / Demand (LSG)
Standard
FIP
Speed demand
(5Hz/min-1) optional
AO1
Coolant temp.
Yes
AO2
Lube oil pressure
Yes
FO
—
—
TOP1
YELLOW alarm
Yes
TOP12
RED alarm
Yes
TOP3
Lube oil stop
Yes
TOP4
Starter ON
Yes
CAN_P1
PCS5
Yes
CAN_P2
J1939
Yes
E532291/01E
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ECU8
66
7 Functions 7.1 ECU8 signals 7.1.1
Engine side – System side
The channels of the various inputs and outputs on Engine Control Unit ECU8 are divided into 2 groups. Engine channels System channels All engine channels are connected to connector X2. All engine sensors and actuators are connected via this wiring harness which is installed on the engine in the factory. 7.1.1.1
General information about the parameters
System channels are described in the sections below including the functions and parameters associated with them. Parameters are set by creating a data record. 7.1.1.2
Supply
The supply is connected at connector X1 (system wiring harness) 7.1.1.3
’
Schematic circuit diagram
B +U RFS V X E -U
Battery Engine Control Unit operating voltage Indicator lamp “Ready for Start” Vehicle Battery master switch Emergency stop (NC contact) GND
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ECU8 7.1.1.4
67 Ignition input IGI
Technical data Control via: Supply + 24 V DC, +Ubat Channel specification: 7.1.1.5
Voltage: Current Electrical isolation:
0 – 36 V DC Approx. 4.8 mA at 24 V DC / ~5k ohm No
Schematic circuit diagram
+UBatt24 V DC operating voltage PD Power driver disable MPC MPC port DC/DC DC/DC converter IGI_24V Ignition / +Ubatt switch / emergency stop IGI_IN Ignition GND Ground DS Data memory (data storage algorithm)
To deactivate the ignition function: Insert a jumper between IGI_24V or +Ubat and IGI_IN. Switch on ECU8 with ignition input IGI 1. +Ubat (24 V) power supply must be connected to ECU8. 2. IGI input level 0V ( >9V DC/DC converter is activated > 11V blocked output stage can be enabled by the software. Switching off ECU8 (with ignition input IGI) The output amplifier for the injectors is switched off when the IGI input level is below the 4V threshold. Fuel is no longer injected and the engine stops immediately.
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ECU8
68
7.1.1.6
Emergency stop input
The channel makes it possible to trip an emergency stop. The ESI input is activated by a NO contact connected to UBatt (24V). The input is not connected if the function is not used. 7.1.1.7
Technical Data
Control via: Supply + 24 V DC, +Ubat Channel specification:
Voltage: Current Electrical isolation: Power disruption:
7.1.1.8
+Batt Rol ITS PD MPC DC/DC ESI_IN GND DS
0 – 36 V DC Approx. 4.8 mA at 24 V DC / ~5k ohm No Input voltage monitoring
Schematic circuit diagram
24 V DC operating voltage Input voltage monitoring (33kohm ± 10%) Fault detection (OFFLINE) Power driver disable MPC port DC/DC converter Ignition 4.8 mA at 24 V DC / ~ 5kohm ± 10% (12..32V at 33kohm ± 10%) Ground Data memory (data storage algorithm)
Detection of power disruption: A switch or electronic controller must supply a 0.4 mA current (12 … 32 V at 33kohm ± 10%) to ECU8 in order to detect line disruption. Emergency stop activation: Activation of an emergency stop (Uin > 8 V) switches off fuel injection immediately -> the engine is stopped.
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ECU8 7.1.2
69 Binary inputs DI 1 … 8
7.1.2.1
Technical data
Channel specification: Switches: External voltage or +Ubatt Input voltage 0 … 32 V DC Low detection: Uin < 4 V High detection: Uin > 8 V Input impedance: 12.1 k ohm Input filter (fg/-3dB): 19HZ Scanning frequency: < 1ms Electrical isolation: 50 V DC Wire break monitoring: Current monitoring with ROL = 33 k ohm ± 10% 7.1.2.2 7.1.2.3
Required settings Open line = Wire break monitoring active Logic: “Active High” or “Active Low” Schematic circuit diagram
1 Resistor for wire break monitoring 2 Optocoupler 3 Inductive load (a free-wheeling diode must be provided for inductive loads.) 4 Voltage source Note: Wire break monitoring is only possible when no load is connected in parallel to input DI1 ..8
7.1.2.4
DI1 — Engine stop
The engine stop signal is activated when this input is switched off. The signal is stored. until the engine has come to a standstill. Parameters:
Wire break monitoring engine stop: (2.7001.804)
Logic engine stop: (2.7001.805)
Stop: stored: (2.7001.009)
7.1.2.5
DI 2 – Speed droop
This input can be used to change between the 50 Hz / 60 Hz frequencies in “genset” applications. Parameters: E532291/01E
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© MTU
ECU8 7.1.2.6
70 Wire break monitoring speed droop (2.1060.834) Logic speed droop (2.1060.835) DI 3 – Increase idle speed / switch over frequency
Activating this input raises idling speed to a predefined (adjustable) value. Parameters: 7.1.2.7
Wire break monitoring idle speed increase: (2.1060.844) Logic idle speed increase: (2.1060.845) Line break monitoring frequency switching: (2.7003.804) Logic frequency switching: (2.7003.805) DI 4 – Alarm reset
Stored alarms are reset by activating this input. Alarms are stored in YELLOW or RED sectors. Signaling remains unchanged until canceled with the “Alarm reset” command. Parameters: 7.1.2.8
Line break monitoring alarm reset: (2.8009.804) Logic alarm reset: (2.8009.805) DI 5 – Engine speed increase (speed up)
The engine speed can be increased between idling speed and rated speed (max. speed) when this input is activated. Parameters: 7.1.2.9
Wire break monitoring idle speed increase: (2.1060.804) Logic engine speed increase: (2.1060.805) DI 6 – Engine speed decrease (speed down)
The engine speed can be decreased from rated speed (max. speed) to idling speed when this input is activated. Parameters:
Wire break monitoring idle speed decrease: (2.1060.814) Logic engine speed decrease: (2.1060.815)
7.1.2.10 DI 7 – Engine start Activating this input triggers the engine start program. The signal must be applied for the duration of the entire starting sequence. The starting sequence is aborted if the signal is canceled. Parameters:
Wire break monitoring engine start: (2.1090.804) Logic engine start: (2.1090.805)
7.1.2.11 DI 8 – Override The “Override” function is used to bypass a number of safety features. These would otherwise lead to power reduction or emergency engine stop in case of limit value violation. Note: Internal performance maps cannot be bypassed! Parameters:
Wire break monitoring override: (2.7002.804) Logic override: (2.7002.805)
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ECU8 7.1.3
71 Analog inputs AI 1 … 2
7.1.3.1
Technical data
Channel specification
Sensors: Current sources, voltage sources or potentiometers 1 … 5 k ohm Power supply: 5 V ± 3% max. 50 mA Voltage input: 0 … 10 V DC (max. 13 V), input impedance 100 k ohm, filter 200 Hz (fg/-3 dB) Current input: 0 … 25 mA ± 2% (max. 25 mA), compliance voltage 4.5 V at 20 mA Fault detection voltage input: U > 10 V Fault detection current input: I < 4 mA, I >20 mA (overcurrent shutdown ~ 40 mA) Electrical isolation: 50 V DC Dielectric strength 36 V DC
7.1.3.2
Required settings Configuration, voltage input / current input via connection Scaling Function
7.1.3.3
1. 2. 3. 4.
Schematic circuit diagram
Control via current source Control via resistance Control via voltage source Input amplifier Supply voltage via potentiometer connection
5. 7.1.3.4
AI 1 — Speed demand
The engine speed can be set between idling speed and rated speed (max. torque). This analog signal allows the speed demand to be set to a certain value. Whereby: 4 mA / 0 V = Idling speed to 20 mA / 10 V = Rated speed. Speed changes take place in stages along a speed ramp which can be programmed as an acceleration or deceleration ramp. Parameters:
Configuration: (2.0280.039) Curves: Voltage: (2.0401.010) Current: (2.0401.012) Frequency: (2.0401.014)
E532291/01E
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© MTU
ECU8 7.1.3.5
72 AI 2 – Torque request
This signal is the torque demand in torque-controlled systems. For a fuel injection governor this is equivalent to load demand in %. Parameters:
Configuration: (2.0287.039)
7.1.4
Frequency input FIP
7.1.4.1
Sensor: analog 0 …5 V DC Frequency input Input hysteresis: 2.2 V -> high / 0.6 V -> low Measuring range: 10 … 1000 Hz at 50% Pull-up resistor: 3.3 k ohm after 5 V (adjustable) Input filter (fg / -3 dB): 14.5 kHz Fault detection: OFFLINE (IST) yes / ONLINE wire break via input voltage monitoring. Overvoltage protection: ± 36 V (Warning: Inductive load (a free-wheeling diode must be provided for inductive loads.) 0 … 5 V DC input Input resistor: 47k5 PULL-DOWN (default setting) Measuring range: 0 V < U input / < 5 V absolute Measuring accuracy: ± 0.6% (0.4% absolute) / (without Sensor Worst Case / 95%) Input filter (fg / -3 dB): 19 Hz Resolution: 12 bit Electrical isolation: None Overvoltage protection: ± 36 V
7.1.4.2
Required settings PULL-UP resistor on / off
7.1.4.3
1. 2. 3. 4.
Channel specification / technical data
Schematic circuit diagram
Control via current source Control via switch Control via transistor switch: Filter with fg 14.5 kHz
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ECU8 7.1.5
Transistor outputs TOP 1 … 4
7.1.5.1
73
Channel specification / technical data
Control of: Lamps Relays Digital inputs Channel specification Loads: 24 V DC consumers, valves DC output current: 1.4 A at 24 V On Output voltage without load: ~ 5 V (high switch) ~ 0 V (low switch) Switching frequency: Max. 2 Hz Load: Max. 140 mH inductive Electrical isolation: None Short-circuit detection: Yes Wire break monitoring: Switched off, only with R_load < 25 k ohm Overvoltage protection: Up to 36 V (Warning: Inductive load (a free-wheeling diode must be provided for inductive loads.)
7.1.5.2 7.1.5.3
1. 2.
7.1.5.4
Required settings “Low Switch“ or “High Switch” Wire break monitoring on/off Schematic circuit diagram
Inductive load Ohmic load
TOP 1 — Yellow alarm
This output switches as soon as a yellow alarm occurs. The output is briefly switched off and back on again when a further alarm occurs. Parameters: 7.1.5.5
Active level: (2.1050.005) “Low Switch“ or “High Switch”: (2.1050.010) TOP 2 — Red alarm
This output switches as soon as a red alarm occurs. The output is briefly switched off and back on again when a further alarm occurs. Parameters:
Active level: (2.1050.006)
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© MTU
ECU8
74 “Low Switch“ or “High Switch”: (2.1050.011)
7.1.5.6
TOP 3 – Oil pressure too low (lube oil stop)
This output switches when the oil pressure falls below a minimum value (adjustable). Parameters:
Active level: (2.1050.007) “Low Switch“ or “High Switch”: (2.1050.012)
7.1.5.7
TOP 4 – Starter on
The output registers the internal starting sequence. The starter should engage with TOP4 is switched Parameters:
Active level: (2.1050.008) “Low Switch“ or “High Switch”: (2.1050.013)
7.1.6
Analog outputs AO 1 … 2
7.1.6.1
Channel specification / technical data
Control of: Display instruments Analog inputs Channel specification Output current: 0 … 8 mA at 10 V Output voltage: 0 … 10 V DC Output voltage without load: ~ 0 V Short-circuit current: ~ 18 mA Settling time: 11 ms at 0 … 8 mA Electrical isolation: None Wire break monitoring: No Overvoltage protection: Up to 36 V DC
7.1.6.2
Required settings
None 7.1.6.3
Schematic circuit diagram
7.1.6.4
AO 1 – Cooling temperature
This signal can be used to control a temperature gage and the cooling blower. E532291/01E
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© MTU
ECU8
75
Parameters:
Voltage output: Linear 0 … 100% (12 bit) — > * 0 … 9999 mV
7.1.6.5
AO 2 — Oil pressure
This signal can be used to control a pressure gage. 7.1.7
CAN interfaces 1 … 2
7.1.7.1
Channel specification / technical data
Channel type: Serial interface, Controller Area Network (CAN) Control of: CAN bus Analog inputs Channel specification High-Speed CAN compatible with ISO 11898 (24 V) CAN specification: Version 2.0B / 11/29 bit bus structure (PCS-5 protocol) Max. data rate: 1 Mbit/s Max. bus length: 250 m Termination resistor: 120 ohm (to be provided in cable) Short-circuit detection / line disruption: By the CAN controller Electrical isolation: 50 V DC to ECU-GND and to CAN_1 / CAN_2 Overvoltage protection: ± 36 V / 50 V DC / 12 kV ESD
Note: A 120 ohm termination resistor must by installed at both ends of the line! 7.1.7.2
Required settings
none 7.1.7.3
CAN GND ECU
7.1.7.4
Schematic circuit diagram
Controller Area Network Ground Engine governor
DC AC
Voltage direct current Voltage alternating current
CAN 1 – PCS5
This CAN interface is used to connect the Engine Control Unit to other MTU or OEM units via the CAN bus. This is the “redundant bus”. This interface can only transmit, i.e. receive objects cannot be evaluated on this bus. All objects transmitted on CAN 2 — J1939 (see below) are also transmitted here. E532291/01E
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© MTU
ECU8 7.1.7.5
76 CAN 2 – J1939
This CAN interface is also used to connect the Engine Control Unit to other MTU or OEM units via the CAN bus. This is the “default bus”. Transmitting and receiving are both possible at this interface. The interface definition of the transmission and receiving objects complies with the international SAE J1939 standard.
E532291/01E
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© MTU
ECU8
77
8 Fault message table No.
ZKP no.
5
2.0121.931
HI T-Charge Air
6
2.0121.932
SS T-Charge Air
15
2.0100.921
LO P-Lube Oil
16
2.0100.922
SS P-Lube Oil
30
2.2510.932
SS Engine Overspeed
31
2.3011.931
HI ETC1 Overspeed
32
2.3012.932
SS ETC1 Overspeed
36
2.3013.931
HI ATL2 Overspeed
37
2.3013.912
SS ATL2 Overspeed
57
2.0101.921
LO P-Coolant
58
2.0101.922
SS P-Coolant
59
2.0120.933
SS T-Coolant L3
60
2.0120.934
SS T-Coolant L4
67
2.0120.931
HI T-Coolant
68
2.0120.932
SS T-Coolant
81
1.8004.046
AL Rail Leakage
82
2.0104.931
HI P-Fuel (Common Rail)
83
2.0104.921
LO P-Fuel (Common Rail)
89
2.2500.030
SS Engine Speed too Low
90
2.1090.925
SS Idle Speed Not Reached
91
2.1090.924
SS Release Speed Not Reached
92
2.1090.923
SS Starter Speed Not Reached
93
2.1090.922
SS T-Preheat
94
2.1090.921
LO T-Preheat
95
2.1090.920
AL Prelubrication Fault
E532291/01E
Name
11-04
Description Charge-air temperature too high (limit 1) ==> Check intercooler (Alarm configuration parameter, see PR 2.8008.100 for details) Charge-air temperature too high (limit 2) ==> Check intercooler (Alarm configuration parameter, see PR 2.8008.100 for details) Lube oil pressure too low (limit value 1). (Alarm configuration parameter, see PR 2.8008.100 for details) Lube oil pressure too low (limit value 2). (Alarm configuration parameter, see PR 2.8008.100 for details) Engine overspeed (limit value 2). (Alarm configuration parameter, see PR 2.8008.100 for details) Primary turbocharger speed too high (limit value 1). (Alarm configuration parameter, see PR 2.8008.100 for details) Primary turbocharger speed too high (limit value 2). (Alarm configuration parameter, see PR 2.8008.100 for details) Speed of 1st secondary turbocharger too high (limit value 1). (Alarm configuration parameter, see PR 2.8008.100 for details) Speed of 1st secondary turbocharger too high (limit value 2). (Alarm configuration parameter, see PR 2.8008.100 for details) Coolant pressure too low (limit value 1) ==> Check coolant circuit Idling speed not reached ==> Start terminated ==> Check for additional messages (Alarm configuration parameter, see PR 2.8008.100 for details) Coolant pressure too low (limit 2) ==> Engine stop or limitation of injection quantity ==> check cooling circuit (Alarm configuration parameter, see PR 2.8008.100 for details) Coolant temperature too high/ too low (limit 3). (Alarm configuration parameter, see PR 2.8008.100 for details) Coolant temperature too high/ too low (limit 4). (Alarm configuration parameter, see PR 2.8008.100 for details) Coolant temperature too high (limit 1) ==> Check coolant circuit (Alarm configuration parameter, see PR 2.8008.100 for details) Coolant temperature too high (limit 2) ==> Check coolant circuit (Alarm configuration parameter, see PR 2.8008.100 for details) Rail pressure gradient too low for start or too high for stop (==> High-pressure system leaking, air in the system) (Alarm configuration parameter, see PR 2.8008.100 for details) Rail pressure > setpoint value => DBR reduction, shift of start of injection delayed (==> HP fuel control block stuck or wiring faulty) (Alarm configuration parameter, see PR 2.8008.100 for details) Rail pressure < setpoint value => DBR reduction (==> HP fuel control block faulty or leak in HP system) (Alarm configuration parameter, see PR 2.8008.100 for details) Engine is stalled. The engine speed has fallen below the limit set by parameter 2.2500.027 in normal operation Stalling in the absence of a stop request. Engine is stopped for safety reasons when this occurs. (Alarm configuration parameter, see PR 2.8008.100 for details) Idling speed not reached ==> Start terminated ==> Check for additional messages (Alarm configuration parameter, see PR 2.8008.100 for details) Runup speed not reached ==> Start terminated ==> Check for additional messages (Alarm configuration parameter, see PR 2.8008.100 for details) Starter speed not reached ==> Start terminated ==> Starter does not turn or turns too slowly (Alarm configuration parameter, see PR 2.8008.100 for details) Preheating temperature too low (limit 2) ==> Coolant temperature for engine start too low ==> Engine start interlock (Alarm configuration parameter, see PR 2.8008.100 for details) Preheating temperature too low (limit 1) ==> Coolant temperature for engine start too low (Alarm configuration parameter, see PR 2.8008.100 for details) Priming fault. (Alarm configuration parameter, see PR 2.8008.100 for details)
© MTU
ECU8
78
No.
ZKP no.
Name
102
1.8004.624
AL Fuel Cons. Counter Defect
104
1.8004.623
AL Eng Hours Counter Defect
118
2.0140.921
LO ECU Power Supply Voltage
119
2.0140.922
LOLO ECU Power Supply Voltage
120
2.0140.931
HI ECU Power Supply Voltage
121
2.0140.932
HIHI ECU Power Supply Voltage
122
2.0132.921
HI T-ECU
141
1.1088.007
AL Power too high
Description Consumption meter faulty.
142
1.1088.006
AL MCR exceeded 1 hour
180
2.0500.680
AL CAN1 Node Lost
181
2.0500.681
AL CAN2 Node Lost
182
2.0500.682
AL CAN Wrong Parameters
183
2.0500.683
AL CAN No PU-Data
184
2.0500.684
AL CAN PU-Data Flash Error
186
2.0500.686
AL CAN1 Bus Off
187
2.0500.687
AL CAN1 Error Passive
188
2.0500.688
AL CAN2 Bus Off
189
2.0500.689
AL CAN2 Error Passive
201
1.8004.570
SD T-Coolant
202
1.8004.572
SD T-Fuel
203
1.8004.571
SD T-Charge Air
208
1.8004.566
SD P-Charge Air
E532291/01E
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(Alarm configuration parameter, see PR 2.8008.100 for details) Hour meter faulty. (Alarm configuration parameter, see PR 2.8008.100 for details) S upply voltage too low (limit value 1) ==> Check batteries/generator (Alarm configuration parameter, see PR 2.8008.100 for details) Supply voltage too low (limit value 2) ==> Check batteries/generator (Alarm configuration parameter, see PR 2.8008.100 for details) Supply voltage too high (limit value 1) ==> Check batteries/generator (Alarm configuration parameter, see PR 2.8008.100 for details) Supply voltage too high (limit value 2) ==> Check batteries/generator (Alarm configuration parameter, see PR 2.8008.100 for details) Electronics temperature too high (limit value 1). (Alarm configuration parameter, see PR 2.8008.100 for details) This alarm is raised if the average engine power over the last 24 hours exceeded the value specified by PR1.1088.001. (Alarm configuration parameter, see PR 2.8008.100 for details) This alarm is raised if the MCR was exceeded for longer than 1 hour in the last 12 hours. (Alarm configuration parameter, see PR 2.8008.100 for details) Connection to a node on CAN bus 1 lost. ==> Check devices connected to CAN (Alarm configuration parameter, see PR 2.8008.100 for details) Connection to a node on CAN bus 2 lost. ==> Check devices connected to CAN (Alarm configuration parameter, see PR 2.8008.100 for details) Incorrect CAN parameter values have been entered. (Alarm configuration parameter, see PR 2.8008.100 for details) A CAN mode has been selected in which communication is initialized with the help of the PU data module. However, the required PU data module is not present or is not valid. ==> Check devices connected to CAN (Alarm configuration parameter, see PR 2.8008.100 for details) A programming fault occurred on attempting to copy a received PU data module to the flash module. ==> Electronic Service (Alarm configuration parameter, see PR 2.8008.100 for details) CAN controller 1 is in “Bus Off” state. => Automatic switching to CAN2. ==> Causes are e.g. short circuit, massive interference or baud rate incompatibility. (Alarm configuration parameter, see PR 2.8008.100 for details) CAN controller 1 has signaled a warning. ==> causes are e.g. lack of associated nodes, minor interference or temporary bus overload. (Alarm configuration parameter, see PR 2.8008.100 for details) CAN controller 2 is in “Bus Off” state. => Automatic switching to CAN 1. ==> Causes are e.g. short circuit, massive interference or baud rate incompatibility. (Alarm configuration parameter, see PR 2.8008.100 for details) CAN controller 2 has signaled a warning. ==> causes are e.g. lack of associated nodes, minor interference or temporary bus overload. (Alarm configuration parameter, see PR 2.8008.100 for details) Coolant temperature sensor faulty. ==> Short circuit or wiring damage ==> Check sensor and wiring (B6), replace as necessary. (Alarm configuration parameter, see PR 2.8008.100 for details) Fuel temperature sensor faulty. ==> Short circuit or wiring damage ==> Check sensor and wiring (B33), replace as necessary. (Alarm configuration parameter, see PR 2.8008.100 for details) Charge-air temperature sensor faulty. ==> Short circuit or wiring damage ==> Check sensor and wiring (B9), replace as necessary. (Alarm configuration parameter, see PR 2.8008.100 for details) Charge-air pressure sensor faulty. ==> Short circuit or wiring damage ==> Check sensor and wiring (B10), replace as necessary. (Alarm configuration parameter, see PR 2.8008.100 for details)
© MTU
ECU8
No.
79
ZKP no.
Name
211
1.8004.563
SD P-Lube Oil
212
1.8004.564
SD P-Coolant
215
1.8004.567
SD P-HD
216
1.8004.575
SD T-Lube Oil
219
1.8004.573
SD T-Intake Air
229
1.8004.562
AL Stop Camshaft Sensor Defect
230
1.8004.498
SD Crankshaft Speed
231
1.8004.499
SD Camshaft Speed
232
1.3011.128
SD Charger 1 Speed
245
2.8006.589
SD ECU Power Supply Voltage
266
2.8006.586
SD Speed Demand
269
2.8006.588
SD Loadp.Analog filt.
270
2.8006.590
SD Frequency Input
321
1.8004.520
AL Wiring Cylinder A1
322
1.8004.521
AL Wiring Cylinder A2
323
1.8004.522
AL Wiring Cylinder A3
324
1.8004.523
AL Wiring Cylinder A4
325
1.8004.524
AL Wiring Cylinder A5
E532291/01E
11-04
Description Lube oil sensor faulty. ==> Short circuit or wiring damage ==> Check sensor and wiring (B5), replace as necessary. (Alarm configuration parameter, see PR 2.8008.100 for details) Coolant pressure sensor faulty. ==> Short circuit or wiring damage ==> Check sensor and wiring (B16), replace as necessary. (Alarm configuration parameter, see PR 2.8008.100 for details) Rail pressure sensor faulty. ==> High-pressure controller emergency operation ==> Short circuit or wiring damage ==> Check sensor and wiring (B48), replace as necessary. (Alarm configuration parameter, see PR 2.8008.100 for details) Lube oil temperature sensor faulty. ==> Short circuit or wiring damage ==> Check sensor and wiring (B7), replace as necessary. (Alarm configuration parameter, see PR 2.8008.100 for details) Intake air temperature sensor faulty. ==> Short circuit or wiring damage ==> Check sensor and wiring (B3), replace as necessary. (Alarm configuration parameter, see PR 2.8008.100 for details) Engine stop due to faulty camshaft sensor (and, in the same operating cycle, prior failure of the crankshaft sensor). Check sensor and wiring to connector B1, replace as necessary. Fault is rectified following engine restart. (Alarm configuration parameter, see PR 2.8008.100 for details) Crankshaft sensor faulty. ==> Short circuit or wiring damage ==> Check sensor and wiring (B13), replace as necessary. Fault is rectified following engine restart. (Alarm configuration parameter, see PR 2.8008.100 for details) Camshaft sensor faulty. ==> Short-circuit or wiring damage ==> Check sensor and wiring (B1), replace as necessary. Fault is rectified following engine restart. (Alarm configuration parameter, see PR 2.8008.100 for details) Primary turbocharger speed sensor faulty. ==> Short circuit or wiring damage ==> Check sensor and wiring (B44.1), replace as necessary. (Alarm configuration parameter, see PR 2.8008.100 for details) Internal ECU faulty. ==> Electronic fault (Alarm configuration parameter, see PR 2.8008.100 for details) Analog nominal speed setting faulty. ==> Short circuit or wiring damage ==> Check nominal speed sensor and wiring, replace as necessary. (Alarm configuration parameter, see PR 2.8008.100 for details) Filtered analog load pulse signal not available. ==> Short circuit or wiring damage ==> Check wiring, replace as necessary. (Alarm configuration parameter, see PR 2.8008.100 for details) Frequency input faulty. ==> Short circuit or wiring damage (Alarm configuration parameter, see PR 2.8008.100 for details) Short-circuit in injector wiring of cylinder A1. Result: Misfiring. => Rectify injector solenoid valve short circuit (positive to negative) (e.g. by replacing injector). Fault rectification: Every time engine is restarted. (Alarm configuration parameter, see PR 2.8008.100 for details) Short-circuit in injector wiring of cylinder A2. Result: Misfiring. => Rectify injector solenoid valve short circuit (positive to negative) (e.g. by replacing injector). Fault rectification: Every time engine is restarted. (Alarm configuration parameter, see PR 2.8008.100 for details) Short-circuit in injector wiring of cylinder A3. Result: Misfiring. => Rectify injector solenoid valve short circuit (positive to negative) (e.g. by replacing injector). Fault rectification: Every time engine is restarted. (Alarm configuration parameter, see PR 2.8008.100 for details) Short-circuit in injector wiring of cylinder A4. Result: Misfiring. => Rectify injector solenoid valve short circuit (positive to negative) (e.g. by replacing injector). Fault rectification: Every time engine is restarted. (Alarm configuration parameter, see PR 2.8008.100 for details) Short-circuit in injector wiring of cylinder A5. Result: Misfiring. => Rectify injector solenoid valve short circuit (positive to negative) (e.g. by replacing injector). Fault rectification: Every time engine is restarted. (Alarm configuration parameter, see PR 2.8008.100 for details)
© MTU
ECU8
80
No.
ZKP no.
326
1.8004.525
AL Wiring Cylinder A6
331
1.8004.530
AL Wiring Cylinder B1
332
1.8004.531
AL Wiring Cylinder B2
333
1.8004.532
AL Wiring Cylinder B3
334
1.8004.533
AL Wiring Cylinder B4
335
1.8004.534
Name
AL Wiring Cylinder B5
Description Short-circuit in injector wiring of cylinder A6. Result: Misfiring. => Rectify injector solenoid valve short circuit (positive to negative) (e.g. by replacing injector). Fault rectification: Every time engine is restarted. (Alarm configuration parameter, see PR 2.8008.100 for details) Short-circuit in injector wiring of cylinder B1. Result: Misfiring. => Rectify injector solenoid valve short circuit (positive to negative) (e.g. by replacing injector). Fault rectification: Every time engine is restarted. (Alarm configuration parameter, see PR 2.8008.100 for details) Short-circuit in injector wiring of cylinder B2. Result: Misfiring. => Rectify injector solenoid valve short circuit (positive to negative) (e.g. by replacing injector). Fault rectification: Every time engine is restarted. (Alarm configuration parameter, see PR 2.8008.100 for details) Short-circuit in injector wiring of cylinder B3. Result: Misfiring. => Rectify injector solenoid valve short circuit (positive to negative) (e.g. by replacing injector). Fault rectification: Every time engine is restarted. (Alarm configuration parameter, see PR 2.8008.100 for details) Short-circuit in injector wiring of cylinder B4. Result: Misfiring. => Rectify injector solenoid valve short circuit (positive to negative) (e.g. by replacing injector). Fault rectification: Every time engine is restarted. (Alarm configuration parameter, see PR 2.8008.100 for details) Short-circuit in injector wiring of cylinder B5. Result: Misfiring. => Rectify injector solenoid valve short circuit (positive to negative) (e.g. by replacing injector). Fault rectification: Every time engine is restarted. (Alarm configuration parameter, see PR 2.8008.100 for details)
336
341
1.8004.535
1.8004.540
AL Wiring Cylinder B6
AL Open Load Cylinder A1
342
1.8004.541
AL Open Load Cylinder A2
343
1.8004.542
AL Open Load Cylinder A3
344
1.8004.543
AL Open Load Cylinder A4
345
1.8004.544
AL Open Load Cylinder A5
346
1.8004.545
AL Open Load Cylinder A6
E532291/01E
11-04
Short-circuit in injector wiring of cylinder B6. Result: Misfiring. => Rectify injector solenoid valve short circuit (positive to negative) (e.g. by replacing injector). Fault rectification: Every time engine is restarted. (Alarm configuration parameter, see PR 2.8008.100 for details) Disruption in injector wiring of cylinder A1. Result: Misfiring. => Check injector wiring for disruption or eliminate any disruption in the solenoid valve (e.g. by replacing injector). Fault rectification: After every working cycle. (Alarm configuration parameter, see PR 2.8008.100 for details) Disruption in injector wiring of cylinder A2. Result: Misfiring. => Check injector wiring for disruption or eliminate any disruption in the solenoid valve (e.g. by replacing injector). Fault rectification: After every working cycle. (Alarm configuration parameter, see PR 2.8008.100 for details) Disruption in injector wiring of cylinder A3. Result: Misfiring. => Check injector wiring for disruption or eliminate any disruption in the solenoid valve (e.g. by replacing injector). Fault rectification: After every working cycle. (Alarm configuration parameter, see PR 2.8008.100 for details) Disruption in injector wiring of cylinder A4. Result: Misfiring. => Check injector wiring for disruption or eliminate any disruption in the solenoid valve (e.g. by replacing injector). Fault rectification: After every working cycle. (Alarm configuration parameter, see PR 2.8008.100 for details) Disruption in injector wiring of cylinder A5. Result: Misfiring. => Check injector wiring for disruption or eliminate any disruption in the solenoid valve (e.g. by replacing injector). Fault rectification: After every working cycle. (Alarm configuration parameter, see PR 2.8008.100 for details) Disruption in injector wiring of cylinder A6. Result: Misfiring. => Check injector wiring for disruption or eliminate any disruption in the solenoid valve (e.g. by replacing injector). Fault rectification: After every working cycle. (Alarm configuration parameter, see PR 2.8008.100 for details)
© MTU
ECU8
No. 351
352
353
354
355
81
ZKP no. 1.8004.550
1.8004.551
1.8004.552
1.8004.553
1.8004.554
Name
Description
AL Open Load Cylinder B1
Disruption in injector wiring of cylinder B1. Result: Misfiring. => Check injector wiring for disruption or eliminate any disruption in the solenoid valve (e.g. by replacing injector). Fault rectification: After every working cycle. (Alarm configuration parameter, see PR 2.8008.100 for details)
AL Open Load Cylinder B2
Disruption in injector wiring of cylinder B2. Result: Misfiring. => Check injector wiring for disruption or eliminate any disruption in the solenoid valve (e.g. by replacing injector). Fault rectification: After every working cycle. (Alarm configuration parameter, see PR 2.8008.100 for details)
AL Open Load Cylinder B3
AL Open Load Cylinder B4
AL Open Load Cylinder B5
Disruption in injector wiring of cylinder B3. Result: Misfiring. => Check injector wiring for disruption or eliminate any disruption in the solenoid valve (e.g. by replacing injector). Fault rectification: After every working cycle. (Alarm configuration parameter, see PR 2.8008.100 for details) Disruption in injector wiring of cylinder B4. Result: Misfiring. => Check injector wiring for disruption or eliminate any disruption in the solenoid valve (e.g. by replacing injector). Fault rectification: After every working cycle. (Alarm configuration parameter, see PR 2.8008.100 for details) Disruption in injector wiring of cylinder B5. Result: Misfiring. => Check injector wiring for disruption or eliminate any disruption in the solenoid valve (e.g. by replacing injector). Fault rectification: After every working cycle. (Alarm configuration parameter, see PR 2.8008.100 for details)
356
1.8004.555
AL Open Load Cylinder B6
Disruption in injector wiring of cylinder B6. Result: Misfiring. => Check injector wiring for disruption or eliminate any disruption in the solenoid valve (e.g. by replacing injector). Fault rectification: After every working cycle. (Alarm configuration parameter, see PR 2.8008.100 for details)
361
1.8004.496
AL Power Stage Low
362
1.8004.497
AL Power Stage High
363
1.8004.560
AL Stop Power Stage
365
1.8004.561
AL Stop MV-Wiring Ground
371
1.8004.634
AL Wiring TO 1
381
2.8006.638
AL Wiring TOP 1
E532291/01E
11-04
Internal electronic fault (electronic defect possible -> Start ITS). If ITS diagnoses “Electronics OK”, check for additional fault messages (e.g. wiring faults). If bit “1.1020.021” (Power Stage Failure: Stop Engine) is set, the engine is also stopped in this case. (Alarm configuration parameter, see PR 2.8008.100 for details) Internal electronic fault (electronic defect possible -> Start ITS). If ITS diagnoses “Electronics OK”, check for additional fault messages (e.g. wiring faults). If bit “1.1020.021” (Power Stage Failure: Stop Engine) is set, the engine is also stopped in this case. (Alarm configuration parameter, see PR 2.8008.100 for details) Internal electronic fault (electronic defect possible -> Start ITS). If ITS diagnoses “Electronics OK”, check for additional fault messages (e.g. wiring faults). If bit “1.1020.021” (Power Stage Failure: Stop Engine) is set, the engine is also stopped in this case. (Alarm configuration parameter, see PR 2.8008.100 for details) Injector wiring fault. Engine stop possible via Protection Module. Possible causes: 1. Short circuit of injector positive connection of one or more injectors to ground. 2. Short circuit of injector negative connection of one or more injectors to ground. -> Check wiring, replace wiring harness as necessary. (Alarm configuration parameter, see PR 2.8008.100 for details) Short circuit or open load at transistor output 1 (TO 1). (Alarm configuration parameter, see PR 2.8008.100 for details) Short circuit or open load at transistor output 1, system side (TOP 1). (Alarm configuration parameter, see PR 2.8008.100 for details)
© MTU
ECU8
82
No.
ZKP no.
Name
Description
382
2.8006.639
AL Wiring TOP 2
Short circuit or open load at transistor output 2, system side (TOP 2). (Alarm configuration parameter, see PR 2.8008.100 for details)
383
2.8006.640
AL Wiring TOP 3
Short circuit or open load at transistor output 3, system side (TOP 3). (Alarm configuration parameter, see PR 2.8008.100 for details)
384
2.8006.641
AL Wiring TOP 4
Short circuit or open load at transistor output 4, system side (TOP 4). (Alarm configuration parameter, see PR 2.8008.100 for details) DBR/MCR function: MCR (Maximum Continuous Rate) exceeded.
390
1.1085.009
AL MCR exceeded
408
2.8006.633
AL Open Load Emerg. Stop Input ESI
410
2.0141.921
LO U-PDU
411
2.0141.922
LOLO U-PDU
412
2.0141.931
HI U-PDU
413
2.0141.932
HIHI U-PDU
438
2.0116.921
LO P-Fuel 2 (Common Rail)
439
2.0116.931
HI P-Fuel 2 (Common Rail)
441
1.8004.047
AL Rail 2 Leakage
444
1.8004.578
SD U-PDU
445
1.8004.580
SD P-Ambient Air
446
1.8004.599
SD P-HD2
448
2.0103.931
HI P-Charge Air
449
2.0103.932
SS P-Charge Air
450
2.8006.592
SD Idle/End-Torque Input [%]
454
2.7000.011
SS Power Reduction Active
470
1.8004.587
SD T-ECU
472
2.8006.593
AL Stop SD
474
2.8006.655
AL Wiring FO
476
1.8010.007
AL Crash Rec. Init. Error
478
2.8006.001
AL Comb. Alarm Yel (Plant)
479
2.8006.002
AL Comb. Alarm Red (Plant)
480
2.0291.921
AL Ext. Engine Protection
510
2.7002.010
AL Override applied
E532291/01E
11-04
(Alarm configuration parameter, see PR 2.8008.100 for details) Open load at emergency stop input. ==> Wiring faulty or nor resistance at switch (Alarm configuration parameter, see PR 2.8008.100 for details) Injector voltage too low (limit value 1). (Alarm configuration parameter, see PR 2.8008.100 for details) Injector voltage too low (limit value 2). (Alarm configuration parameter, see PR 2.8008.100 for details) Injector voltage too high (limit value 1). (Alarm configuration parameter, see PR 2.8008.100 for details) Injector voltage too high (limit value 2). (Alarm configuration parameter, see PR 2.8008.100 for details) Rail pressure < setpoint value => DBR reduction (==> HP fuel control block faulty or leak in HP system) (Alarm configuration parameter, see PR 2.8008.100 for details) Rail pressure > setpoint value => DBR reduction, shift of start of injection delayed (==> HP fuel control block stuck or wiring faulty) (Alarm configuration parameter, see PR 2.8008.100 for details) Rail pressure gradient too low for start or too high for stop (==> High-pressure system leaking, air in the system) (Alarm configuration parameter, see PR 2.8008.100 for details) Sensor fault at injector power driver unit. ==> Internal fault in ECU8. Replace ECU8. (Alarm configuration parameter, see PR 2.8008.100 for details) Ambient air pressure sensor faulty. (Alarm configuration parameter, see PR 2.8008.100 for details) Rail pressure sensor faulty. ==> High-pressure controller emergency operation ==> Short circuit or wiring damage ==> Check sensor and wiring (B48), replace as necessary. (Alarm configuration parameter, see PR 2.8008.100 for details) Charge-air pressure too high (limit value 1). (Alarm configuration parameter, see PR 2.8008.100 for details) Charge-air pressure too high (limit value 2). (Alarm configuration parameter, see PR 2.8008.100 for details) Input signal for idle/end torque faulty. ==> Short circuit or wiring damage ==> Check signal transmitter and wiring, replace as necessary. Fault is rectified following engine restart. (Alarm configuration parameter, see PR 2.8008.100 for details) Power reduction activated. (Alarm configuration parameter, see PR 2.8008.100 for details) Temperature sensor for ECU faulty. ==> Short circuit or wiring damage ==> Check sensor and wiring, replace as necessary. (Alarm configuration parameter, see PR 2.8008.100 for details) Engine stop as critical channels signal “Sensor Defect”. (Alarm configuration parameter, see PR 2.8008.100 for details) Open load or short circuit on frequency output (FO) channel. (Alarm configuration parameter, see PR 2.8008.100 for details) Crash recorder initialization error. (Alarm configuration parameter, see PR 2.8008.100 for details) Summary YELLOW alarm from the system. (Alarm configuration parameter, see PR 2.8008.100 for details) Summary RED alarm from the system. (Alarm configuration parameter, see PR 2.8008.100 for details) External engine protection function active. (Alarm configuration parameter, see PR 2.8008.100 for details) Override activated. (Alarm configuration parameter, see PR 2.8008.100 for details)
© MTU
ECU8
No. 515
83
ZKP no. 2.1090.926
Name AL Starter Not Engaged
AL Power Cut-Off 549
2.7001.952
detected
576
1.1075.083
AL ESCM Override
594 595 598 599
1.1301.900 1.1301.901 1.1302.900 1.1302.901
AL L1 PRV Defect AL L2 PRV Defect AL L1 PRV Defect AL L2 PRV Defect
610
1.1301.902
AL Wiring Suction Restrictor 1
611
1.1302.902
AL Wiring Suction Restrictor 2
612
1.1301.903
613
1.1302.903
615
2.0610.951
AL EIL Protection
616
10.610.952
AL EIL Error
692
2.7003.901
AL ECU power off/on required
696 697
2.0560.901 2.0560.903
AL SmartConnect USB Error AL SmartConnect RS485 Error
698
2.7001.904
AL SD Stop Button
700
2.1090.912
AL SD Start Button
701
2.1060.901
AL SD Up Button
702
2.1060.903
AL SD Down Button
703
2.1060.905
704
2.1060.907
705
2.1060.909
AL SD Binary Speed Limitation
706
2.1060.911
AL SD Droop 2 Switch
707
2.7003.903
AL SD Frequency Switch
709
2.7002.901
AL SD Override Button
710
2.8009.901
AL SD Alarm Reset
711
2.3000.901
AL SD Cylinder Cut Out
712
2.1050.901
AL SD Request BinOut Test
713
2.0291.901
AL SD Ext. Engine Protection
714
2.1090.914
AL SD Prelubrication Signal
715
2.1060.915
AL SD Ext. Increased Idle Bin
E532291/01E
AL Wiring Pressure Control Valve 1 AL Wiring Pressure Control Valve 2
AL SD Ext. Speed Demand Switch AL SD Speed Demand Increase
11-04
Description Starter could not be engaged at POM. => New start attempt. If the number of automatic starting attempts from PR 2.1090.134 Number of Starting Attempts has been executed, starting procedure is aborted. Check POM, starter and cabling. (Alarm configuration parameter, see PR 2.8008.100 for details) This is the alarm from the Emergency Stop Counter function. ECU power was disconnected while the engine was still running. This could lead to possible overpressure in the high pressure system which might damage the engine. (Alarm configuration parameter, see PR 2.8008.100 for details) Violation of the corrected MCR or DBR/MCR curve. Engine overload! (Alarm configuration parameter, see PR 2.8008.100 for details) Yellow alarm pressure relief valve first rail. Red alarm pressure relief valve first rail. Yellow alarm pressure relief valve second rail. Red alarm pressure relief valve second rail. Open load or short circuit on PWM HP fuel control block channel. (Alarm configuration parameter, see PR 2.8008.100 for details) Open load or short circuit on PWM HP fuel control block channel 2. (Alarm configuration parameter, see PR 2.8008.100 for details) Open load or short circuit on PWM pressure regulating valve channel. (Alarm configuration parameter, see PR 2.8008.100 for details) Open load or short circuit on PWM pressure regulating valve channel 2. (Alarm configuration parameter, see PR 2.8008.100 for details) Alarm for Protection Module in response to faulty or manipulated EIL. (Alarm configuration parameter, see PR 2.8008.100 for details) Alarm for faulty or manipulated EIL. (Alarm configuration parameter, see PR 2.8008.100 for details) ECU configuration changed, switch power off / on (Alarm configuration parameter, see PR 2.8008.100 for details) (Alarm configuration parameter, see PR 2.8008.100 for details) (Alarm configuration parameter, see PR 2.8008.100 for details) (Alarm configuration parameter, see PR 2.8008.100 for details) Channel signals open load or internal error (Alarm configuration parameter, see PR 2.8008.100 for details) Channel signals open load (Alarm configuration parameter, see PR 2.8008.100 for details) Channel signals open load (Alarm configuration parameter, see PR 2.8008.100 for details) (Alarm configuration parameter, see PR 2.8008.100 for details) Channel signals open load or internal error (Alarm configuration parameter, see PR 2.8008.100 for details) Channel signals open load (Alarm configuration parameter, see PR 2.8008.100 for details) Channel signals open load or internal error (Alarm configuration parameter, see PR 2.8008.100 for details) Channel signals open load or internal error (Alarm configuration parameter, see PR 2.8008.100 for details) Channel signals open load or internal error (Alarm configuration parameter, see PR 2.8008.100 for details) Channel signals open load or internal error (Alarm configuration parameter, see PR 2.8008.100 for details) Channel signals open load or internal error (Alarm configuration parameter, see PR 2.8008.100 for details) Channel signals open load or internal error (Alarm configuration parameter, see PR 2.8008.100 for details) Channel signals open load or internal error (Alarm configuration parameter, see PR 2.8008.100 for details) Channel signals open load or internal error (Alarm configuration parameter, see PR 2.8008.100 for details) Channel signals open load or internal error (Alarm configuration parameter, see PR 2.8008.100 for details) Channel signals open load (Alarm configuration parameter, see PR 2.8008.100 for details) Channel signals open load (Alarm configuration parameter, see PR 2.8008.100 for details)
© MTU
ECU8
No. 716 717
84
ZKP no. 2.1060.917 2.1080.901
E532291/01E
Name
Description
AL SD Ext.Increased Idle Bin(Brake)
Channel signals open load
(Alarm configuration parameter, see PR 2.8008.100 for details)
AL SD Request Plant DBR
Channel signals open load (Alarm configuration parameter, see PR 2.8008.100 for details)
11-04
© MTU
9400200990 Rev K
DGC-2020 Functional Description
3-7
Table 3-3. Diagnostic Information Obtained Over the CANbus Interface
Parameter
Transmission
Repetition Rate
Active diagnostic trouble code
1 s
Lamp status
1 s
Previously active diagnostic trouble code
On request
Request to clear active DTCs
On request
Request to clear previously active DTCs
On request
MTU Fault Codes
A DGC-2020 connected to a genset equipped with an MTU engine ECU tracks and displays the active
fault codes issued by the MTU engine ECU. Active MTU fault codes can be viewed through
BESTCOMSPlus by using the Metering Explorer to expand the MTU tree or through the front panel
display by navigating to METERING, ALARMS-STATUS, MTU FAULT CODES.
Each fault code is displayed with a fault description and the fault number. If the DGC-2020 does not have
descriptive information about a fault number that was received, the fault description will display as “NO
TEXT AVAILABLE”. For more detailed information, refer to your MTU documentation.
3, L1 T-FUEL
4, L2 T-FUEL
5, L1 T-CHRG AIR
6, L2 T-CHRG AIR
8, RAIL PRES LOW
9, L1 T-INTERCOOLER
10, L2 T-INTERCOOLER
15, L1 P-LUBE OIL
16, L2 P-LUBE OIL
19, L1 T-EXHAUST A
21, L1 T-EXHAUST B
23, L1 COOLANT LEVEL
24, L2 COOLANT LEVEL
30, ENGINE OVERSPEED
31, CHRGR1 OVERSPD 1
32, CHRGR1 OVERSPD 2
33, L1 P-FUELFLT DIF
44, L1 LEVEL INTRCLR
45, L2 LEVEL INTRCLR
51, L1 T-LUBE OIL
52, L2 T-LUBE OIL
57, L1 P-COOLANT
58, L2 P-COOLANT
63, L1 P-CRANKCASE
65, L1 P-FUEL
66, L2 P-FUEL
67, L1 T-COOLANT
68, L2 T-COOLANT
69, L1 T-EXTERN 1
70, L2 T-EXTERN 1
71, L1 T-EXTERN 2
72, L2 T-EXTERN 2
73, L1 P-EXTERN 1
74, L2 P-EXTERN 1
75, L1 P-EXTERN 2
76, L2 P-EXTERN 2
77, LIN EXT CLNT LEV
78, LIN INTERCLR LEV
79, L BIN-EXTERN 3
80, L BIN-EXTERN 4
81, RAIL LEAKAGE
82, RAIL PRES HI
89, ENG SPEED LOW
90, IDLE SPEED LOW
91, RUNUP SPEED LOW
92, START SPEED LOW
93, PREHT TMP. LIM 2
94, PREHT TMP. LIM 1
95, PRIMING FAULT
99, DUMMY FAULT
100, EDM NOT VALID
101, IDM NOT VALID
102, INVLD FUEL CNS 1
103, INVLD FUEL CNS 2
104, OP HRS1 INVALID
105, OP HRS2 INVALID
106, ERR REC1 INVALID
107, ERR REC2 INVALID
118, L1 SPPLY VOLT LO
119, L2 SPPLY VOLT LO
120, L1 SPPLY VOLT HI
121, L2 SPPLY VOLT HI
122, L1 T-ELECTRONIC
134, 15V POSECU DEFCT
136, 15V NEGECU DEFCT
137, L1 5V BUFFR TEST
138, SENSOR PWR DEFCT
139, L1 TE BUFFR TEST
140, TE BUF ECU DEFCT
142, BANK1ECU DEFECT
144, BANK2ECU DEFECT
145, 15V GOODECU DFCT
147, AD-TST1ECU DEFCT
149, AD-TST2ECU DEFCT
151, AD-TST3ECU DEFCT
163, SD AUX 2
170, MI MODULE FAIL
171, MI NOT ACTIVE
172, TBO EXPIRED
173, MODL WRITE LIMIT
176, AL LIFEDATA NA
177, AL LIFEDATA RI
180, CAN1 NODE LOST
181, CAN2 NODE LOST
182, CAN WRONG PARAMS
183, CAN NO PU-DATA
184, CAN PUDATA EE-FL
185, CAN LESS MAILBXS
186, CAN1 BUS OFF
187, CAN1 ERROR PASSV
188, CAN2 BUS OFF
189, CAN2 ERROR PASSV
201, SD T-COOLANT
202, SD T-FUEL
203, SD T-CHARGE AIR
205, SD T-CLNT INTERC
208, SD P-CHARGE AIR
211, SD P-LUBE OIL
214, SD P-CRANKCASE
215, SD P-RAIL FUEL
216, SD T-LUBE OIL
219, SD T-INTAKE AIR
220, SD COOLANT LEVEL
222, SD LVL LKG FUEL
223, SD LVL INTERCLR
229, SD ENG SPD SNSRS
230, SD CRANKSHFT SPD
231, SD CAMSHAFT SPD
240, SD P-FUEL
245, SD POWER SUPPLY
246, SD T-ELECTRONIC
249, SD CAN STOP
250, SD CAN SPD DEMND
251, SD CAN UP/DOWN
252, SD CAN NOTCH POS
253, SD CAN OVERRIDE
254, SD CAN TST OVRSP
260, SD 15V POS SPPLY
261, SD 15V NEG SPPLY
262, SD 5V BUFFR TEST
263, SD TE BUFFR TEST
264, SD BANK 1 TEST