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Technical Documentation
System Description
ADEC and SAM connection interface
Series 2000 unit-pump system, Series 4000
Application: Genset (SAM “advanced”)
System Description
E532304/00E
Printed in Germany
© 2010 Copyright MTU Friedrichshafen GmbH
This Publication is protected by copyright and may not be used in any way whether in whole or in part without the prior
written permission of MTU Friedrichshafen GmbH. This restriction also applies to copyright, distribution, translation,
microfilming and storage or processing on electronic systems including data bases and online services.
This handbook is provided for use by maintenance and operating personnel in order to avoid malfunctions or damage
during operation.
Subject to alterations and amendments.
Commissioning Note
Important
Please complete and return the “Commissioning Note” card below to MTU Friedrichshafen GmbH.
The Commissioning Note information serves as a basis for the contractually agreed logistic support
(warranty, spare parts, etc.).
Postcard
Motortyp: Inbetriebnahmedatum:
Engine model: Date put into operation:
Type du moteur: Mise en service le:
Tipo de motor: Fecha de puesta en servicio:
Motore tipo: Messa in servizio il:
Tipo do motor: Data da colocação em serviço:
Endabnehmer/Anschrift:
End user`s address:
Adresse du client final:
Dirección del cliente final:
Indirizzo del cliente finale:
Usuário final/endereço:
Bemerkung:
Remarks:
Remarques:
Observaciones:
Commento:
Observações:
Table of Contents 5
1 Functional Description 7
4 Appendix A 203
5 Appendix B 213
1 Functional Description
1.1 Purpose, Options and Features
1.1.1 Use
Functions
Features
• Electronic engine management and control.
• Monitoring of inadmissible engine operating states.
• Display of fault messages and fault codes.
• Connecting cable for power supply to Engine Control Unit.
• Connecting cable for connection to a higher-level genset control system.
• Hardware interfaces to a higher-level control system (option).
• Inputs for customer sensors (option).
• Engine safety features including engine shutdown.
• Integral fault diagnostic system ITS.
• Integral load profile recorder.
• Speed droop switching possible with engine running.
• Straightforward Engine Control Unit replacement.
• Engine data and interface data are saved in the SAM.
• Complete automatic software download following connection of a new, unprogrammed Engine Control
Unit.
• ECMS — Engine Side Condition Management System
Automatic engine power reduction as a function of:
• Intake air temperature
• Operating site (e.g. altitude above sea level)
• Other parameters
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1 Monitoring and Control System MCS-5 3 Engine Control System ECS-5 5 External control
(DIS 10/PowerView option) 4 Interface for external control
2 CAN bus between ECS-5 and MCS-5
The design of the overall system comprising the ECS-5 and MCS-5 subsystems depends on customer requirements
and the higher-level control system.
1 Module cassette, slots for additional I/ 4 Keys for minidialog 7 Interface for dialog unit
O PIM cards (CCB2 for CANopen and 5 Diagnostic lamp 8 Connector with spring design
J1939, option) 6 Ethernet (with protective cap)
2 Compact flash memory card
3 Display for fault code and minidialog
Functions
SAM functions
• Display of fault codes from Engine Control Unit and SAM (3).
• Backup function, engine life data are stored
• every hour,
• after every engine stop
• after every emergency engine stop.
• Interface for dialog unit.
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Diagnosis
• Straightforward diagnosis by fault code display.
• Self-diagnosis by diagnostic lamp (5):
• Steady = SAM is in order.
• Flashing = SAM is faulty, contact Service.
• Dark = Supply voltage missing.
Customer interface
• 24 binary outputs
• 3 PWM outputs
• 8 display outputs
• 28 channel binary input
• 10 analog inputs (e.g. PT100, 4–20 mA, 0-10 V, etc.)
• 4 frequency inputs
• 1 dialog interface
• Extendable with MCS-5 PIM I/O cards
CANopen and J1939
A CANopen and J1939 interface is available as an option. A CCB2-type (1) board is inserted in slot 3 of the SAM for
this purpose.
CF card
CF card structure on software delivery
diasys.dat
• Dialog file to establish communication with the MTU dialog system (DiaSys).
SAM.dat
• Configuration file for basic setting of the SAM BDM function. This file can be changed via the configuration menu.
Interface MAU
Use
Connector for dialog unit, junction box for dialog unit on local control panel LOP.
Design
• Printed circuit board with soldered connectors
• Housing for top-hat rail mounting
Function
• Diagnostic connector for notebook with MTU DiaSys software
• Adaptation to the redundant CAN bus
• 24V supply for connected devices, e.g. CAN dialog interface converter
Data connections
Data transmission
The devices are equipped with a CAN bus for transmitting data between the individual subsystems. This CAN bus is
redundant in design.
The CAN bus is a standard field bus for automation technology which allows communication between the various
systems and devices providing that they are equipped with a CAN bus interface.
CAN bus
Tasks:
• Receiving customer signals (specified speed) and commands from higher-level control systems.
• Output of all measured values/limit values for the Monitoring and Control System.
• Output of alarms for signaling and evaluation in the Monitoring and Control System.
• Output of signals relevant to engine management.
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Grounding
Grounding
Both the engine and the generator are connected to ground (8) via equipotential bonding strips (7, 9, 10) on the
mounting frame (11).
EMC
EMC design of the overall system is based on a two-pole ungrounded power supply. This is particularly relevant to
CE labeling as per EMC directive.
Ground connection
The ground of the power supply (battery negative) and all electronic devices (-) should not be connected to ground
(8). The entire electronic system is electrically isolated from ground. This also applies to the sensors (5). All sensor
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signal lines and/or supply lines are not connected with the housing of the sensor concerned.
Signal-to-noise ratio
Electrical isolation of mechanical and electronic components significantly enhances the signal-to-noise ratio. This high
signal-to-noise ratio on all electrical lines is necessary for satisfactory transmission of all data on the CAN bus and
also all analog and binary sensor signals.
The display complies with ISO standard 9001 (quality assurance in design, development, production, installation and
service).
Furthermore, the equipment provides CE conformity according to the following guidelines:
• Directive 89/336/EEC – Directive on electromagnetic compatibility – dated May 3, 1989 with amendment dated
April 28, 1992 (guideline 92/31/EEC)
• Directive 73/23/EEC – Low voltage guideline – dated February 19, 1973 with amendment dated July 22, 1993
(directive 93/68/EEC)
The plug-in connections are accessible from the rear side of the unit. The battery compartment and the memory
module (MEM) are arranged under a cover at the back side of the unit.
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The display complies with ISO standard 9001 (quality assurance in design, development, production, installation and
service).
Furthermore, the equipment provides CE compliance according to the following guidelines:
• Directive 89/336/EEC – Directive on electromagnetic compatibility- dated May 3, 1989 with amendment dated
April 28, 1992 (guideline 92/31/EEC)
• Directive 73/23/EEC – Low voltage guideline – dated February 19, 1973 with amendment dated July 22, 1993
(directive 93/68/EEC)
The plug-in connections are accessible from the rear side of the unit. The battery compartment and the memory
module MEM are located under a cover on the back side of the unit.
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temperature
TI3 Rail fuel temperature - B33 2
TI6 Intercooler coolant - B26 2
temperature
Settings
To program a starting sequence, the following functions must be set:
• Saved or non-stored start
• Type of stop
• Monitoring of coolant temperature
• Oil priming
• Binary output for starter
• Permissible time until starter speed is reached
• Permissible time until release speed is reached
• Permissible time until idle speed is reached
• Start locking time
• Manual turning
The engine can be started via binary input DI_7 (ECU) "Engine start" or via the external CAN bus interfaces.
Activation starts the automatic start sequence for the engine (internal starting sequence in the Engine Control Unit).
Starter ON
The starting sequence is started by the Engine Control Unit when the start conditions are fulfilled.
The starter is activated by the TOP 4 output.
This diagram (status diagram) shows the conditions under which the Engine Control Unit assumes the states S1 to
S9:
• S0 Status engine running
• S1 Status engine stationary
• S2 Status priming
• S3 Status waiting for start
• S4 Status starting
• S5 Status starter speed
• S6 Status starting attempts
• S7 Status starter disengagement speed
• S8 Status idle speed
• S9 Status start termination
These conditions and their setting options are explained briefly in the following section.
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A start request may also be made by an appropriate CAN telegram. Different process variables are available for start
request from the genset, Local Operating Panel or monitoring and control system.
Non-stored start
In the case of a "non-stored start", the start signal (e.g. a signal from a pushbutton) must be applied until the engine
has reached disengagement speed. The disengagement speed (engine speed) has been reached when the starter
disengages and the engine runs up to idling speed of its own accord.
Parameter 2.1090.101
Stored start
In the case of a "stored start", the start signal (e.g. a signal from a pushbutton) only has to be applied for a short time.
Following this, the engine runs up autonomously until it reaches idle speed.
Oil priming
If the "Priming" option is switched on, oil priming is initiated in both cases by a brief button signal. Upon completion
of priming, the engine starting sequence is implemented via a second button signal as described above.
Stop request
If an external or internal stop request is pending, the starting sequence is terminated. In the event of a start termination,
restart is only possible after the start lock time (adjustable using parameter 2.1090.138) has elapsed. The start lock
time can be reset by applying an external stop signal. A prerequisite for this is that parameter 2.1090.102 is set.
Coolant temperature
An engine start when temperature is too low can result in engine damage. In any case, it will cause disproportionately
high wear.
To prevent the engine being started when the coolant temperature is too low, the coolant temperature is monitored.
If one of the two limit values is undershot (LO T-preheating for the first limit value and SS T-preheating for the 2nd
limit value), a corresponding alarm is issued. If the second limit value is undershot, a stop request is generated and
the starting sequence is terminated.
Prerequisites for start termination:
• Parameter Preheat L2 Aborts Start 2.1090.307 is set
• and no override is pending or
• parameter T-Preheat L2 Override Possible 2.1090.308 is not set
This query is also made even if no internal starting sequence is programmed (parameter 2.1090.100 is not set). This
prevents an engine start in all cases when the coolant temperature is too low (exception: Override).
In most cases, an alarm is not desired when the engine is stationary. The parameter coolant alarm suppression/engine
stationary 2.1090.106 can be set for this purpose. This means that coolant temperature monitoring is not started until
after a start request. The subsequent reaction of the Engine Control Unit then corresponds once again to the case
described above. When the respective limit values (plus hysteresis value) are reached, the corresponding alarms are
reset and their displays are deleted. Limits and hysteresis values are specified via the four parameters 2.1090.303,
2.1090.304, 2.1090.305 and 2.1090.306 (refer also to the table below).
Start priming (S2, S3)
Priming prior to starting (S2, S3) is not used for standard gensets
Parameter 2.1090.103 is used to specify that priming is to be carried out (prerequisite: Lube-oil priming pump
available). Priming can either be carried out automatically or manually (by setting parameter 2.1090.104). In this case,
a binary input can be assigned the function "Manual priming".
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If the (adjustable) limit value (parameter 2.1090.151) is exceeded, the lube-oil priming pump is switched off and, for
actual engine start, the Engine Control Unit waits for a new start signal via the start button (or a CAN telegram). The
length of time the Engine Control Unit waits for this signal is set in parameter 2.1090.143. If there is no start request
within this time, the Engine Control Unit switches to status "Start termination". Parameter 2.1090.150 is used to specify
how long the engine can wait after successful priming until it has to be primed again. If this time is set to 0 s, priming
takes place during every engine start. If the oil pressure does not reach the (adjustable) limit value (parameter
2.1090.151) within the specified time (parameter 2.1090.142), the starting procedure will be terminated.
Starting (S4)
The starter is either activated via the TOP4 output of the Engine Control Unit or by the plant (the appropriate “Starter
ON” bit is transmitted by a CAN telegram). When this instruction has been issued, the Engine Control Unit waits for
feedback confirming that the starter speed has been reached.
Starter speed (S5, S6)
Parameter 2.1090.132 is used to specify the time within which the engine has to reach starter speed. If this speed is
not reached, a corresponding fault message is issued. A new starting attempt can only be carried after a pause, the
length of which is determined by parameter 2.1090.133 (this time is necessary to allow the starter to cool down). At
the same time, the number of starting attempts until idle speed is reached is counted. The maximum number of starting
attempts is specified in parameter 2.1090.134.
IMPORTANT: The number must be set to at least 1. Otherwise, the engine can not be started. If the number of possible
starting attempts has been made and the engine is not running, the engine start is aborted. If the engine reaches
starter speed, the Engine Control Unit waits for feedback confirming that the starter release speed has been reached.
Starter release speed (S7)
Parameter 2.1090.136 is used to specify the time within which the engine has to reach starter release speed. If this
speed is not reached, engine start is canceled and a corresponding fault message is issued. In the case of a non-
stored start, the start signal can now be canceled (release button). The start button now has no effect and the
corresponding indicator lamp goes out. At this time, the starter is released and the Engine Control Unit waits for
feedback confirming that idle speed has been reached.
Idle speed (S8)
Parameter 2.1090.137 is used to specify the time within which the engine has to reach idle speed. If this speed is not
reached, engine start is canceled and a corresponding fault message is issued. The memory for the number of starting
attempts is now deleted.
Start termination (S9)
The starting procedure is terminated under the following conditions:
• Priming limit value not reached within the specified time and no override active
• Start request is not issued within the maximum waiting time after priming
• Number of possible starting attempts is exceeded
• Starter speed not reached within specified time
• Release speed not reached within specified time
• Idle speed not reached within specified time
In the event of a start termination, restart is only possible after the start lock time (adjustable using parameter
2.1090.138) has elapsed. The start lock time can be reset by applying an external stop signal. A prerequisite for this
is that parameter 2.1090.102 is set.
In order that the engine can switch to the status "Engine stationary", the following conditions must be fulfilled:
• Engine is at standstill
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• No start request
• No request for manual turning
• No buttons pressed
If all conditions are fulfilled, the alarms will be deleted. Only the memory for the number of starting attempts remains
unchanged. It is not deleted until start is successful.
Setting parameters
SAM parameters
ECU parameters
The following table specifies the numbers of all parameters belonging to the internal starting procedure. The order-
specific settings for genset applications can be entered.
Alarm parameters
The following listed parameters are assigned to the starting sequence. They comprise alarms which may be signaled
during a starting sequence. The table specifies the default settings for these alarms.
SAM parameter
SAM parameter
ECU parameter
SAM parameter
ECU parameter
"95 - AL Prelubrication Fault" is output at the same time in order to signal that intermittent oil priming is affected by
the failure of the lube-oil pressure sensor and that intermittent oil priming consequently cannot be executed.
The interval period continues running following a sensor failure, i.e. the 2-minute safety interval still applies when the
sensor fault has been rectified, but lubrication may take place immediately thereafter, depending on the duration of
the sensor failure, and not only once the tInterval phase has expired.
tVS Priming period tAlarm Time for configurable limit value pVS Target oil pressure
tmax Maximum priming time tPause Interval period pAlarm Alarm pressure
Parameters
Sample ECU parameter settings
Process variables
SAM parameters
Output
Outputs
SAM parameter
Outputs
REL3 FAN 1 on
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BT_OUT8 FAN 2 on
REL4 Shutter Open Output
SAM parameters
Outputs
SAM parameters
Louver control
(→ Page 44)
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Circulating pump
SAM Transistor output BT_OUT18 activates the circulating pump of the coolant circuit.
SAM parameter 210 enables pump activation.
The pump is automatically deactivated by the “Engine Running” signal (from the Engine Control Unit).
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Output
SAM parameters
SAM parameter
SAM parameter
SAM parameter
SAM parameter
SAM parameter
Outputs
SAM parameters
4 ECU The speed demand value is set directly at the Engine Control Engine Control Unit
analogue Unit by analog inputs. settings may be
relative = 4 necessary!
(PV 844 =
1024)
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ECU parameter
* Important:
The settings for the four ECU parameters 2.1060.150 to 153 listed in the table are only valid when “ECU def. Data
setting = 7“ is set in the SAM minidialog. We recommend making identical settings for these four ECU parameters!
Setting examples
CAN Interface
DI8 Safety system override
SAM parameter
1.2.21 Speed reduction (“Idle Mode“ / “Setpoint speed limitation“ / Fixed speed)
The engine speed can be limited to a value which can be adjusted in the Engine Control Unit with this function.
The signal can be activated via a binary input at the Engine Control Unit or via SAE J1939 CAN bus interface, and is
then transmitted to the Engine Control Unit via CAN. The Engine Control Unit reduces from synchronizing speed to
a speed of 800 rpm.
ECU input
ECU parameter
SAM parameter
SAM parameter
ECU parameters
Output
1.2.23 Overspeed
ECU overspeed
The overspeed limit of the engine is specified by MTU and can be set via a parameter. The overspeed alarm can be
output via binary outputs at the ECU or as a CAN signal.
Output
CAN Interface
Overspeed lamp
When the overspeed limit of the engine is reached this is displayed via the BT_OUT1 SAM transistor output. The
output is activated as soon as a certain engine speed is exceeded which can be set via parameters in the ADEC.
The function is monitored and controlled by the Engine Control Unit. The SAM output supplies the CAN signal (PV
001 003) to the binary output. The message can be bypassed with the help of “Override” (→ Page 60) (“Override” by
parameter in the Engine Control Unit).
Furthermore, the output is activated (if set) via the binary output test function (→ Page 91).
SAM parameter
Output
Inputs
Overspeed test
Activating this input reduces the overspeed limit value. The engine is stopped by an overspeed shutdown if the engine
speed reaches this (lower) value or if it is already above this value when this input is switched on. An alarm is signaled
simultaneously via the corresponding alarm output and on DIS 10 (if applicable). The alarm is stored in the SAM fault
memory.
The function is monitored and controlled by the Engine Control Unit.
Inputs
CANopen ???
SAM parameter
Outputs
SAM parameters
SAM parameter
SAM parameters
Bedia probes are negatively switched, i.e. B_IN7 SAM input is connected to a +24V continuous voltage at the HIGH
input and to a sensor signal output at the LOW input.
Outputs
SAM parameter
SAM parameter
1 Temperature instrument 0-120 °C 2 Pressure instrument 0-10 bar 3 Speed instrument 0-3000 rpm
Output
SAM parameters
SAM parameter
SAM parameter
SAM parameters
P-Intercooler (instrument 5)
This output has a DC voltage which is proportional to intercooler charge-air pressure.
Output
V_OUT5 P-Intercooler
SAM parameter
SAM parameters
Output
SAM parameter
SAM parameters
PR 139 (2D) 200 °C T- Generator winding 2 Scale full-scale value in °C: 0 ... 10V
instrument curve
PR 140 (2D) 200 °C T- Generator winding 3 Scale full-scale value in °C: 0 ... 10V
instrument curve
Outputs
3 - Red alarm
4 - Red alarm with emergency stop
PR 302 700 °C Level T-Exhaust_A HI Level for HI alarm
PR 303 10 °C Hysteresis T-Exhaust_A HI 0-800
SAM parameter
SAM parameter
SAM parameter
Rating SAE J1939 Corresponds to Rating 1 from Corresponds to Rating 2 from ECU Rating after evaluation
PGN 64971 - CANopen - CANopen
SPN 2882 - SAM BIN 19 - SAM BIN 20
Rating switch 1 to ECU (PV Rating switch 2 to ECU (PV
001 905) 001 905)
0 0 0 No limit
1 0 1 Plant DBR Rating 1 (as per PR
2.1060.180)
2 1 0 Plant DBR Rating 2 (as per PR
2.1060.181)
3 1 1 Plant DBR Rating 3 (as per PR
2.1060.182)
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Outputs
Outputs
3 = Red alarm,
4 = Emergency stop
PR 342 140 °C Level T-Winding 1 HI 0-200°C
SAM parameter
SAM parameters
SAM parameters
Parameters
Required settings:
• Activate function
• Time
Outputs
SAM parameter
Outputs
SAM parameters
PR135 Scale Level Holding Tank % 100 Sampling point for scale end value (100%) in %
PR136 Scale Exhaust Temp. A °C 800 Sampling point for scale end value (100%) in °C
PR137 Scale Exhaust Temp. B °C 800 Sampling point for scale end value (100%) in °C
PR138 Scale Winding °C 200 Sampling point for scale end value (100%) in °C
Temperature 1
PR264 Day Tank Level LOLO Tank % 5 Day tank level for LOLO alarm
Empty Red alarm optionally with or without engine stop
PR265 Day Tank LOLO Eng. Stop Binar 0 0 - No engine stop in case of red alarm
enable y 1 - Engine stops in case of red alarm
Exhaust_B l 1 - Message
2 - Yellow alarm
3 - Red alarm
4 - Red alarm with emergency stop
PR340 Winding Temp. 1 Binar 0 0 - Winding temp. monitoring and alarm OFF
Monitoring ON y 1 - Winding temp. monitoring and alarm ON
OFF
PR501 Speed Setting Limit Mode Digita 0 0 - Default dataset ECU
l 1 - Speed setting limit signal via CAN active
PR994 FDH On/Off Binar 1 Field data handling On/Off - storage of ECU data on the
y CF card
PR9091 Delay MD-CAN Alarms s 5 Timeout for MD CAN alarms on starting the SAM module.
Case 1/2
Case 3
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Case 4
Case 5
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Case 6
Case 7
Coding methods
The alarm can only be canceled by entering an enabling code.
This code is determined by a secret method involving a coding algorithm on the basis of the engine number and the
ECU-7 serial number. The user must read off the two numbers on the SAM display and communicate them to MTU.
The received enabling code is entered in the SAM display and transmitted to the ECU-7. The ECU-7 then decodes
using the same algorithm and signals to the user that enabling has been successful or not.
Parameter
the disengagement speed has been reached. Pressing the start button has no effect from this point on and only takes
effect again when the engine has come to a standstill. The “SS Starter Speed Not Reached” alarm is set if the
disengagement speed is not reached within a set time and “terminate start” is activated. Starting is also terminated if
the starting signal is no longer received.
Engine start with Override (“emergency start”)
Various configurable start interlock criteria are bypassed when override is active on starting the engine:
Engine stop
An engine stop is tripped by interrupting the 24V supply at the binary input of the engine governor or by the engine
protection system. Fuel is no longer injected as injector activation is disrupted.
Any starting procedure which has been initiated is interrupted.
Override (safety system bypass)
The “Override” feature is used to bypass safety functions tripped by limit value violations or sensor faults and to bypass
start interlocks (see above).
Operating states which would normally lead to engine shutdown are ignored when the “Override” function is activated.
The following operational data can be configured to trip engine shutdown in case of limit value violation even in
Override mode:
• Coolant level
• Coolant temperature
• Coolant pressure
• Charge air coolant level
• Lube oil pressure
• Lube oil temperature
50 Hz/60 Hz switching on bifrequency engines
To increase the genset application scope the network frequency can be adjusted prior to engine start. The nominal
speed is set as follows:
• Network frequency 50 Hz: Nominal speed 1500 rpm
• Network frequency 60 Hz: Nominal speed 1800 rpm
Caution!
Switching is only possible when the engine is at a standstill! Switching requires programming of corresponding
performance maps and parameters in the governor and appropriate engine hardware.
Monitoring functions
The engine management system fulfils the following monitoring tasks:
• Control of analog instruments;
• Engine lube oil pressure
• Engine coolant temperature
• Transmission of all measurands, warnings and alarms to monitoring system via CAN bus.
• Automatic shutdown in case of limit value violations.
Refer to the measuring-point list for order-specific configuration data.
Engine monitoring can basically be divided into two different areas:
• Engine protection system, monitors the engine during operation,
• Safety system, generates automatic engine shutdown in case of limit value violation.
These two functional areas are constantly monitored by the internal “Integral Test System (ITS)” to ensure operational
availability.
Oil priming pump option
An optional oil priming pump may be integrated in the system. The pump is activated manually via a binary input on
the SAM.
• Speed regulation
• Injection control with mapped commencement of injection.
• Two adjustable speed droops.
• Setpoint speed regulation
• Analog or binary speed demand on CAN bus, CANopen and SDE J1939
• Analog speed setting 0 V to 10 VDC / 0 V to 5 VDC / 4 mA to 20 mA.
• Binary speed demand via Up/Down signal
• Frequency speed setting.
• HP fuel governor.
• Torque control
Speed - injection control
Functions of the closed-loop engine speed control integrated in the engine governor:
• Maintaining the desired engine speed under changing load conditions.
• Adjusting the engine speed when the setting is changed by the operator.
Fuel quantity control during engine start
The quantity of fuel injected during engine start increases along a time ramp from a set initial value to a specified
value. This ensures that the engine starts reliably. This fuel quantity control is effective until idling speed has been
reached.
seconds.
Speed droop
Speed droop calculation
Speed droop influences the effective setpoint speed depending on engine power. Maximum, speed-dependent engine
power is limited by the MCR curve. The setpoint speed is not influenced by speed droop at 100% power. The effective
setpoint speed increases at lower power. This allows power to be balanced when operating a number of engines in
a network.
Switchable speed droop
Two different speed droop settings can be selected at the engine governor.
The speed droop is selected by a binary input at the engine governor.
Speed droop is required to balance the load of coupled prime movers. Speed droop can be adjusted to meet plant
requirements via the dialog unit.
Quantity limitations
Dynamic quantity limitation
Dynamic quantity limits protect the engine against overloading and optimize exhaust emission values. The engine
governor determines the maximum injection quantity based on preset and stored engine performance maps.
Fuel quantity is limited as a function of speed (DBR).
Fixed quantity limitation
Fixed quantity limitations are used for power limitation and power reduction to protect the engine from sustained
overload sustained overload.
The engine governor incorporates an integral engine protection system. It monitors the operational data of the engine.
Tasks of the engine protection system are:
• Safeguarding the engine from critical operating states
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form of a combined alarm and, if possible, to a higher-level monitoring system (if applicable) via the CAN bus.
ECMS — Engine Side Condition Management System
• Automatic engine power reduction as a function of:
• Intake air temperature
• Operating site (e.g. altitude above sea level)
• Other parameters
OST Set injection quantity calculated by the governor during the starting sequence, i.e. until idling speed is
reached.
QLL Set injection quantity calculated by the idling speed governor when it is active.
QED Set injection quantity calculated by the maximum speed governor when it is active.
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Qfüll Injection quantity set by the plant in the form of a voltage or current setting (analog input IUE1).
NRampe Runup ramp (setpoint speed during engine start)
Nist Present actual engine speed
Speed droop
Speed droop calculation
Speed droop influences the effective setpoint speed depending on engine power. Maximum, speed-dependent engine
power is limited by the DBR curve. The setpoint speed is not influenced by speed droop at 100% power. The effective
setpoint speed increases at lower power. This allows power to be balanced when operating a number of engines in
a network.
p Load, pzero zero load n Speed, nnom nominal speed, nzero P Speed droop
idling speed at zero load, nset set
speed, ncorr resultant speed at load
L1
Two different speed droop settings can be selected at the engine governor. Which speed droop should be active
depends on whether the genset is operated in “isolation” (i.e. the genset runs alone), or in conjunction with other
gensets in a parallel network supplying a common busbar.
The speed droop is selected by a binary input (BE 4) at the engine governor.
The figure below shows the principle control range of the engine governor and the effects of adjustable speed droop
(load-dependent change in nominal speed).
Speed droop is required to balance the load of coupled prime movers. Speed droop can be modified to meet plant
requirements via the dialog unit.
Definiert ist der P-Grad als relative Drehzahländerung bei Entlastung des Motors. Speed droop is referenced to rated
speed (= maximum speed at maximum power output). Every point in the operating range is influenced by a change
in load.
TIM ID: 0000009430 - 001
Speed droop is calculated by dividing the maximum speed (zero load) nZero minus nominal speed nnom by the nominal
speed nnom and multiplying the result by 100 %.
Note: Sudden changes in speed when speed droop is switched over are prevented by the “Switch constant speed”
function .
(depending on the set network frequency) in this case as well. Briefly activating the corresponding optocoupler
input for less than 0.3 s increases or decreases the setpoint speed by 1 rpm. If the input is activated for more
than 0.3 s, the setpoint speed is automatically adjusted at a configurable rate (e.g. at approx. 10 rpm per second).
Safety functions
Safety shutdowns
Safety shutdowns are initiated by the engine protection system in case of
The “coolant temperature alarm” output is activated if the coolant temperature exceeds a limit value TLimit2 and a “red
combined alarm” is tripped.
Note: The switchgear controller must open the generator breaker via the “red combined alarm” (order configuration).
The engine can now cool down over a defined (configurable) period. The engine is shut down when this period has
expired. The temperature is also monitored for any steady increase in temperature during the cooling phase. The
engine is shut down immediately if a (configurable) difference in temperature is exceeded.
The “red combined alarm” output is activated in case of sensor fault. The cooling phase then starts and the engine is
subsequently shut down.
The engine is immediately shut down if the coolant temperature exceeds a limit value TLimit2.
Engine signals
TIM ID: 0000009430 - 001
Sensors
The following engine signals are acquired by the engine governor of the engine management system ADEC for
stationary genset engines:
Sensors on engine
Note:
Speed sensors
Temperature sensors
Pressure sensors
Monitor
This page is only activated when fuel consumption data are actually transmitted on the CAN bus (see also Fuel
consumption data).
Extension Page
This page is only activated when one of these measuring points has been activated (see also Engine exhaust gas
temperature / Generator bearing temperature).
TIM ID: 0000016535 - 002
Brightness Page
System Page
Service Page
TIM ID: 0000016535 - 002
BDM Page
Alarm Page
1.3.2 SAM
Use/application
• Installation in enclosed control cabinets.
• Suitable for mounting on mounting rails (rail installation) or for installation with screws on the rear wall of the
cabinet (fixed installation).
• Suitable for connection wires or litz wires up to AWG16 (US) (1.5 mm2).
Technical data
Term Unit Value
Installation position As desired, ensuring that the installed fault display is legible.
Operating voltage VDC 24 nominal value (-30 %; +30 %, temporary -50 %)
Power consumption W Below 7 (0.25 A at 24 V) without additional loads.
TIM ID: 0000008286 - 001
Note: The values listed above can be limited if MCS 5 extension modules are used.
Standard Test
EN 55011 (Conducted emission) 10 kHz – 30 MHz, class A
EN 55011 (Radiated emission) 30 MHz – 1 GHz
IEC-60533:1999 (Conducted emission) 10 kHz – 30 MHz (type test)
EC-60533:1999 (Radiated emission) 150 kHz – 2 GHz (type test)
EN 61000-4-2 (ESD interference immunity) ±8 kV
EN 61000-4-3 (Radiated interference immunity) 80 MHz – 2 GHz
EN 61000-4-4 (Burst interference immunity) ±2 kV
EN 61000-4-5 (Surge interference immunity) ±1 kV/±2 kV
EN 50155 (Surge interference immunity) ±1.8 kV
EN 61000-4-17 (LF line-related interference) 0.03 – 10 kHz / 3 Veff
EN 61000-4-29 (Line fluctuations / STANAG 1008)
IEC 60092-504 (Dielectric strength) 550 VAC / 10 mA
EN 50155 (Isolation) 500 V / 10 MOhm
TIM ID: 0000008286 - 001
The following measures are required to comply with the EMI/EMC limit values:
• The SAM housing must be connected to the housing ground e.g. with a cable with a minimum cross-section of
2.5 mm2. The length of the cable shall not exceed 10 cm.
• Only twisted cables may be used to connect sensors and actuators. The maximum length of unshielded cables
is 5 m, of shielded cables 50 m (provided wiring harness resistance allows for this).
Electrical requirements
Term Unit Value
Operating voltage: V 24, -30 % to +30 % (+16.8 – +32)
Permissible residual ripple below 5 % according to STANAG
1008.
Note: The processor is automatically reset if the voltage falls
below 7 V.
Power supply: W Below 7 W.
Without activated loads at the SAM outputs
Additional total output power amperage of positive or negative
line may not exceed 10 A DC.
Power connection terminals: mm 5.08 terminals (spring-type terminals)
• A wire diameter of AWG14 (US) or 2.5 mm2 is
recommended.
Electrical isolation: V • Supply ground is the common ground for the entire SAM
electronics.
This applies to the entire I/O area, with the exception of
some electrically isolated channels.
• The SAM electronics ground is not connected to the
housing ground.
• If signal cable shields are used, they must be connected
to the housing ground.
• If not specified otherwise, the maximum direct current
isolation voltage is 500.
Mechanical design
Term Unit Value
Installation position: • Horizontal (to ensure visibility of the fault display and
labels on the SAM housing).
• For installation of the SAM in control cabinets, note that
sufficient space is required for cabling at the connection
points at the top and bottom.
• The entire device is heated due to power loss from the
SAM. Heat from the SAM is dissipated through the rear
panel.
Ensure that heat can be transferred from the rear SAM
panel to the assembly frame. Avoid any additional
heating of the SAM by neighboring devices.
Signal connections
The SAM module is easy to replace. The input and output signal cables have modular connectors. Common function
TIM ID: 0000008286 - 001
Terminals
Term Unit Value
Terminal strip modules: WAGO spring terminals
Current-carrying capacity (at 70 °C): A 10 per contact
Rated voltage: V 250
Rated surge voltage: V 2500
Wire cross-sections: mm2 Up to 1.5 or AWG15
Terminal range: mm2 0.08 – 1.5 or AWG15
Other terminals (RM 5.08) are used for power supply and CAN bus connections.
OPERATING CONDITIONS
humidity, non-condensing
SAFETY
Operating conditions
Safety
2 Operating Instructions
2.1 Troubleshooting
2.1.1 Fault displays on display SAM
SAM display
• The node number of the affected device is displayed for SE, DL and RL.
• Second line
The fault message is displayed as running text.
Proceed to the next alarm by pressing key (↓ ↑).
The display can be configured via SAM parameters PR001 and PR002 (→ Functional Description).
IMPORTANT NOTE:
The information provided in the columns “Meaning” and “Action” applies to the standard default state of the genset
on delivery. Differing system responses requiring different action may result when settings are changed by the OEM.
The OEM is responsible for documenting any changes and defining appropriate counteraction.
The table below lists possible fault codes:
Engine Control Unit fault codes
See PR 2.8008.100 for an explanation of alarm configuration parameters.
23 LO Coolant Level Coolant level too low (limit value 1). Check coolant level in 2.0152.921
expansion tank.
25 HI P-Diff. Lube Oil Differential oil pressure at oil filter too high Contact Service. 2.0154.931
(limit value 1).
necessary.
233 SD ETC Speed 2 Speed sensor of secondary turbocharger Check sensor and wiring 1.3011.129
faulty. Short circuit or wire break. (B44.2), replace as
necessary.
305 AL Timing Cylinder Time-of-flight measuring fault injector Replace injector solenoid 1.8004.504
A5 cylinder A5 Time-of-flight measured value valve if this occurs
extremely low or extremely high. frequently.
engine is restarted.
detected.
404 AL Open Load Line disruption at digital input 5. Cabling Check cabling. Check 2.8006.629
Digital Input 5 faulty or no resistance through the switch. resistance via switch.
Contact Service if no
malfunction can be
detected.
417 SD Level Water Sensor for water level in fuel prefilter Check sensor and cabling, 1.8004.594
Fuel Prefilter faulty. Short circuit or wire break replace as necessary.
419 SD T-Coolant Coolant inlet temperature sensor faulty. Check sensor and cabling 1.8004.604
b.Engine Short circuit or wire break. (B3), replace as
necessary.
483 SD T-Exhaust D Exhaust temperature sensor on A side Check sensor and cabling 1.8004.597
faulty. Short circuit or wire break. (B4.24), replace as
necessary.
484 HI T-Exhaust C Exhaust gas temperature (C side) too high Contact Service. 2.0133.931
(limit value 1).
508 AL Wrong POM-ID POM sends a different ID number than Check POM wiring 1.4500.908
expected. harness.
510 AL Override applied Override activated. Contact Service. 2.7002.010
Procedure
Determining the required data
Note: The Web feature of the Engine Control Unit can be used to access and view basic information
on the Engine Control Unit. It is not possible to modify values. That is why this function does not
replace the “DiaSys” dialog system.
Note: The SAM does not yet have an IP address if the address displayed is 0.0.0.0. If the address is
127.0.0.1 (loop back), no external access to the device is possible.
4. Contact MTU Service in both cases. The Web feature is not available.
Connecting
Material
Designation / Use Part No. Qty.
Isopropyl alcohol 46181 1
Procedure
Engine wiring – Check
1. Check securing screws of cable clamps on the engine and tighten loose screw connections.
2. Make sure that cables the are secured properly and cannot move freely.
3. Check that cable clamps are firm, tighten loose clamps.
4. Replace faulty cable clamps.
5. Check electrical components visually for damage:
• connector housing;
• contacts;
• sockets;
• cables and terminals;
• plug-in contacts.
6. If cable cores are damaged (→ contact Service. )
7. Clean soiled connector housing, sockets and contacts with isopropyl alcohol.
8. Make sure that all connectors for the sensors are plugged in correctly.
Procedure
Self-test implementation
Electrical voltage.
Risk of serious injury - danger to life!
DANGER • Make certain that the power supply to the engine is switched off before starting to
work. Ensure that the power supply cannot be switched on unintentionally!
Procedure
Self-testing
Node numbers
Each node number can only be assigned to a bus once.
Procedure
Starting DiaSys and preparation
1. Establish connection between notebook and SAM (connect CAN interface of notebook with 9-pole SUB-D
cable on circular connector to X4 on SAM)
2. Plug in the dongle (hardware key) at the appropriate interface (USB port or parallel interface)
3. Start the “DiaSys” program.
4. Set the language:
4.1 Open the “Tools” menu in the “DiaSys” program.
4.2 Set the user interface language of the program and the language of the parameters under the
“Language” option.
4.3 Close the “DiaSys” program and restart.
Result: The selected languages are used.
5. Log on as “Customer” or “Service” depending on the dongle used.
6. Select the device to be programmed (“ECU 7” for the governor or “MCS-5/RCS-5” for SAM).
7. Save the “DIASYS.DAT” file (device description, stored on CF card) in a directory of your choice.
8. Read the device description “DIASYS.DAT”:
8.1 Select “File open”
8.2 Select and confirm the directory
9. Create a new engine number (enter the engine number where the devices to be programmed are installed).
Enter a random number if the number is not known.
10. Include the engine governor in the “project”.
Note: The parameters are written into different types of memory depending on the device concerned.
The following applies:
• Active: Parameters are written into the device RAM. This means that these parameters are
only used in currently running operations, the original values are restored when the device
is switched off.
• Start value: The data is written into the read-only memory and loaded on switching off and
back on again.
• Backup: Some devices have a second read-only memory for redundant parameter storage.
Data in the second read-only memory (backup memory) may vary from the data in the first
read-only memory in this case. Data must therefore be saved separately.
Pushbuttons
The following functions are always valid for the SAM buttons
• With the “ENTER” (4) button:
• You can navigate to a submenu of the menu item (if available).
• You can navigate back to the alarm page (if the menu item does not have a submenu).
• For settings, you can confirm the setting shown.
• With the ”↑” (2) and “↓” (1) buttons:
• You can scroll through the menu items in the main menu.
• You can scroll through the menu items in the submenus (if available).
• For settings, you can scroll through various settings.
• With the “ESC” (3) button:
• You can navigate from the submenu back to the main menu.
• For settings, you can exit the settings without saving the settings shown.
TIM ID: 0000016412 - 001
The menu
TIM ID: 0000016412 - 001
Engine Type
Serial no. Value(s) Name
1 68051272 Eng. type not defined
2 67829956 12 V 2000 G 25
3 67846340 12 V 2000 G 45
4 67854532 12 V 2000 G 65
5 67870916 12 V 2000 G 85
6 67830020 16 V 2000 G 25
7 67846404 16 V 2000 G 45
8 67854596 16 V 2000 G 65
9 67870980 16 V 2000 G 85
10 67854628 18 V 2000 G 65
11 67871012 18 V 2000 G 85
12 67657928 12 V 4000 G 23
13 67789000 12 V 4000 G 43
14 67920072 12 V 4000 G 63
15 68051144 12 V 4000 G 83
16 67657992 16 V 4000 G 23
17 67789064 16 V 4000 G 43
18 67920136 16 V 4000 G 63
19 68051208 16 V 4000 G 83
20 67658056 20 V 4000 G 23
21 67789128 20 V 4000 G 43
22 67920200 20 V 4000 G 63
23 67920200 20 V 4000 G 63 L
TIM ID: 0000016412 - 001
24 68051272 20 V 4000 G 83
25 68051272 20 V 4000 G 83 L
3 Workshop Manual
3.1 Repair Work
3.1.1 SAM – Replacement
Preconditions
• Engine shut down and starting disabled.
• Operating voltage is not applied.
Spare parts
Designation / Use Part No. Qty.
SAM X00E50200176 1
Procedure
Removing SAM (top-hat rail assembly)
5. If applicable, insert cassettes with printed circuit boards (1) in the new SAM.
6. Activate the power supply.
7. Check that download was successful.
8. If required, confirm the application of the modification of parameters on the CF card.
Note: The SAM may also be fastened to a mounting plate using four screws. The screws are in the
recesses of the SAM housing.
1. Unplug all connectors (coded and with designation strips) on the SAM.
2. Undo and remove the screws.
3. Place the new SAM on the mounting plate.
4. Establish a connection to ground via cable or assembly surface.
5. Fasten SAM with screws.
Spare parts
Designation / Use Part No. Qty.
Fuse 15 A 0015319186 2
Procedure
Locating a fuse
1 SAM
2 F2 for SAM supply –
3 F1 for SAM supply +
Spare parts
Designation / Use Part No. Qty.
Display DIS 10
Cable ties
Procedure
Removing a defective display
10. Extract module MEM (4) and store it for further use.
TIM ID: 0000008778 - 001
Spare parts
Designation / Use Part No. Qty.
New DIS 11 display
Procedure
Removing a defective display
4 Appendix A
4.1 Abbreviations
Abbreviatio Meaning Explanation
n
ADEC Advanced Diesel Engine Control Engine governor
AL Alarm General alarm
ANSI American National Standards Institute Association of American standardization organizations
app Amplitude peak to peak Double displacement of amplitude
ATL Abgasturbolader Exhaust turbocharger
BR Baureihe Series
BV Betriebsstoffvorschrift Fluids and Lubricants Specifications, MTU Publication No.
A01061/..
CAN Controller Area Network Data bus system, bus standard
CPP Controllable Pitch Propeller
D- Differential component of governor
component
DBR Drehzahlbegrenzung Maximum Continuous Rating
DIN Deutsches Institut für Normung e. V. German Standardization Organization, at the same time
identifier of German standards ("Deutsche Industrie-
Norm")
DIS Display unit
DL Default Lost Alarm: Default CAN bus failure
DTS Depot Test System
ECS Engine Control System
ECU Engine Control Unit
EEPROM Electrically Erasable and Programmable
Read Only Memory
EPROM Electrically Programmable Read Only
Memory
EDM Engine Data Module
EGS Engine Governing System
EMU Engine Monitoring Unit
ETK Ersatzteilkatalog Spare parts catalog
TIM ID: 0000002052 - 002
Area
Unit A multiplied by factor = Unit B
in2 645.16 = mm2
ft2 0.0929 = m2
yd2 0.8361 = m2
stat. mile2 2.5889 = km2
Volume
Unit A multiplied by factor = Unit B
in3 16387 = mm2
TIM ID: 0000002173 - 003
ft3 0.02832 = m2
yd3 0.7646 = m2
gallon (U.S.) 3.787 = dm3
gallon (Brit.) 4.546 = dm3
Velocity
Unit A multiplied by factor = Unit B
ft/s 0.3048 = m/s
stat. mile/h (mph) 1.609 = km/h
knot (Brit.) 1.852 = km/h
Mass
Unit A multiplied by factor = Unit B
lb 0.4536 = kg
oz 28.35 =g
ton 1.016 =t
Force
Unit A multiplied by factor = Unit B
lb 0.4536 = kp
lb 4.4483 =N
TIM ID: 0000002173 - 003
Density
Unit A multiplied by factor = Unit B
lb s2/ft4 515.4 = m2
Torque
Unit A multiplied by factor = Unit B
ft lb 1.3563 = Nm
Pressure
Unit A multiplied by factor = Unit B
lb/sq in (psi) 703.1 = kp/m2 (mm water column)
lb/sq in (psi) 0.06895 = bar
lb/sq ft 47.883 = Pa
in QS 0.03386 = bar
in QS 345.3 = kp/m2
Energy
Unit A multiplied by factor = Unit B
ft lb 1.356 =J
kcal 4186.8 =J
BTU 1055 =J
CHU 1899 =J
Power
Unit A multiplied by factor = Unit B
PS 0.7355 = kW
HP 0.7457 = kW
BTU/s 1.055 = kW
kcal/h 1.163 =W
HP 550 = ft lb/s
Temperature
Celsius Kelvin Fahrenheit Réaumur
x °C = x + 273.15 K = 9/5x + 32 °F = (4/5x) °R
xK = x − 273, 15 °C = 9/5(x − 273.15) + 32 °F = 4/5(x − 273.15) °R
TIM ID: 0000002173 - 003
Fuel consumption
Unit A multiplied by factor = Unit B
mile/gal (U.S.) 0.4251 = km/l
gal/mile (U.S.) 2.3527 = l/km
5 Appendix B
5.1 Consumables
Designation / Use Part No. Qty. Used in
Isopropyl alcohol 46181 1 2.3.1 Engine wiring – Check (→ Page 184)
5.3 Index
A G
Abbreviations 203 Generator exciter boosting on 89
ADEC – Functions 115 Generator monitoring: DE and NDE bearing 84
Alarm reset 72 temperatures
Analog display instruments 149 Generator monitoring: Winding temperatures 86
Analog outputs 74 1 to 3 and BT_OUT15
Generator ready for load acceptance 88
B Generator voltage on 90
Binary output test 91
H
C HI charge-air temperature lamp 52
CAN interfaces 129 HI coolant temperature lamp 50
CAN node configuration 187 HIHI charge-air temperature lamp 53
CCB 2 – Technical data 148 HIHI coolant temperature lamp 51
Channel assignment – Overview 25
I
Conversion tables 206
Coolant heating 47 Intermittent oil priming 39
Coolant level sensors -F33 and -F57 54
L
Cylinder cutout deactivated (Engine Control 73
Unit) LO lube-oil pressure lamp 43
LO P-Fuel pressure lamp 68
D
M
Display DIS 10 – Replacement 198
Display DIS 10 – Structure 19 Manual turning 42
Display DIS 10 – Technical data 150 Mode switch 50/60Hz (reserved) 81
Display DIS 11 – Replacement 201 MTU contact person / service partner 211
Display DIS 11 – Structure 22 MTU display pages 132
Display DIS 11 – Technical data 152
O
E Overspeed 63
ECS-5 – Use of ADEC 18
P
ECU – Self-test implementation 185
Engine Control Unit – Web feature 181 Parameters – Setting with dialog unit 188
Engine cranking without starting (Engine 37 Parameter switching 82
Control Unit)
Engine governor 142
R
Engine lamp"Preheating temperature not 49 Rating 1 and 2 83
reached" Red alarm lamp 71
Engine start (Engine Control Unit) and starter 30 Room/ambient temperature 93
on
Engine stop 38 S
Engine wiring – Check 184 Safety system override 60
Exhaust gas temperature A-side and B-side 79 SAM 144
SAM fuse – Replacement 197
F
SAM minidialog 190
Fan control (binary activation) 44 SAM parameters (overview) 94
Fan control (PWM activation) 46 SAM – Replacement 195
Fault displays 155 SAM – Self-test 186
Field Data Handling 107
U
Use 7