Engine Control Unit Type ECU 4/G: MTU/DDC Series 4000 Genset Applications

Engine Control Unit
Type ECU 4/G

MTU/DDC series 4000
Genset applications
Documentation Part 1
- Structure and function
E 531 711 / 00 E
assuring you
y certification:
Quality assurance in design/development,

production, installation and service
y conformity:
-- Guideline 73/23/EEC -- Low voltage guideline -- dated

February 19, 1973 with amendment dated July 22, 1993
(guideline 93/68/EEC)
-- Guideline 89/336/EEC -- Guideline on electromagnetic

compatibility -- dated May 3, 1989 with amendment
dated April 28, 1992 (guideline 92/31/EEC)
CE conformity is influenced if the product is installed incorrectly, an assembly or system is

misused and/or genuine MTU components are not used.
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Other than for this purpose, the handbook shall not be reproduced, used or disclosed to others without our prior consent.
Subject to alterations and amendments.
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Oikeudet muutoksiin pidätetään.
Ë 1998
MTU Motoren- und Turbinen-Union Friedrichshafen GmbH
88040 Friedrichshafen / Germany
Phone (0 75 41) 90 - 0 Telex 7 34 280 -- 50 mt d Telefax (0 75 41) 90 - 61 23
Guide Page I
FRIEDRICHSHAFEN
Table of contents
Table of contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . III
General information about documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VII
1 Use and structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.1 System integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.1.1 Integration of Engine Control Unit ECU 4/G in the control system . . . . . . . 2
1.1.2 Use of Engine Control Unit ECU 4/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.1.3 Communication and system integration via CAN bus . . . . . . . . . . . . . . . . . . 4
1.2 Structure of Engine Control Unit ECU 4/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.2.1 External structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.2.2 Internal structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.2.3 Engine Control Unit ECU 4/G mounting on the engine . . . . . . . . . . . . . . . . . 9
2 Functions of Engine Control Unit ECU 4/G . . . . . . . . . . . . . . . . . . . . . . . . 12
2.1 Engine control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.1.1 Engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.1.2 Emergency engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.1.3 Engine stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.1.4 Override . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.2 Engine governing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.2.1 Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.2.2 Speed/injection governing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.2.3 Common Rail injection system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2.2.4 Angle measurement/determining control timing . . . . . . . . . . . . . . . . . . . . . . . 18
2.2.5 Adjustable speed droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.2.6 Power limitation (fuel flow limitation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

2.2.6.1 Dynamic fuel flow limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
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FRIEDRICHSHAFEN
Table of contents (cont.)
2.2.6.2 Fixed fuel flow limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

2.2.6.3 Control of fuel flow during engine starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.2.7 Nominal speed value handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.2.8 50 Hz/60 Hz frequency switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.2.9 Load pulse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.3 Engine monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
2.3.1 Engine protection system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
2.3.2 Safety shutdowns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.3.3 Integral Test System (ITS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

2.3.3.1 Monitoring the electronics of Engine Control Unit ECU 4/G . . . . . . . . . . . . . 26
2.3.3.2 Monitoring the sensors/actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.3.3.3 Monitoring bus communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.3.4 Combined alarm signalling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2.3.5 Overspeed test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
3 Status and fault displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.1 Structure of the displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.2 Meaning of the numbers displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
4 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
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Guide Page III
FRIEDRICHSHAFEN
Abbreviations
a Acceleration
CAN Controller Area Network (bus designation)

CR Common Rail
DBR Drehzahlabhängige Füllungsbegrenzung, speed-dependent fuel flow

limitation
DDC Detroit Diesel Corporation
ECB Engine Control Board

ECS Engine Control System
ECU Engine Control Unit
EDM Engine Data Module
ETC Exhaust Turbocharger
EPROM Electrically Programmable ROM
f Formula for frequency

fL Limit frequency
g Acceleration due to gravity
I Formula for electrical current

IDM Interface Data Module
IEC International Electrotechnical Commission
IIn Input current
I/O Input/Output (equipment)
IP International Protection
KW Kurbelwelle, crankshaft
LED Light Emitting Diode
mA Milliampere
MCS Monitoring and Control System
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FRIEDRICHSHAFEN
Abbreviations (cont.)
MEM Memory Module

min Minute
mm Millimeter
MTU Motoren- und Turbinen-Union
mV Millivolt
n Speed
NW Nockenwelle, camshaft
p Pressure
PID Proportional/Integral/Differential (controller)
PIM Peripheral Interface Module
PWM Pulse Width Modulation
R Formula for electrical resistance

RAM Random Access Memory
RCS Remote Control System
rms Root mean square
rpm Revolutions per minute
RS422 Recommended Standard (interface standard)
ROM Read Only Memory
s Second
Sisy Sicherheitssystem, safety system
SP Spare Part
STn Connector designation
SV Solenoid Valve
T Temperature
U Voltage
UB Ship’s voltage (+24 V)
UIn Input voltage
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Guide Page V
FRIEDRICHSHAFEN
Abbreviations (cont.)
UOut Output voltage
V Volt
VCC Operating voltage
VDC Voltage Direct Current
Vpp Voltage value from peak to peak
xpp Vibration test deflection, peak -- peak value
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Page VI Guide
FRIEDRICHSHAFEN
General information about documentation
Documentation structure
Documentation Title/contents Target group

Part
1 Structure and function Operating personnel, plant personnel
2 Operation Operating personnel
3 Maintenance and Operating personnel, plant personnel

repair
(Plant personnel)
4 Maintenance and Electronics service personnel
repair familiar with the plant
(Service personnel)
5 Illustrated Operating, service and logistics personnel
parts catalog
6 Order-specific Electronics service personnel
adaptation
7 Installation Electromechanical specialists
Note: Not all documentation parts are written for every product!
Required knowledge
To understand each part of the documentation, we recommend reading the preceding
parts, if applicable.
Reference numbers and reference lines

Details in figures are provided with reference numbers and reference lines if necessary.
If reference is made in the text to a detail provided with a reference number, the figure
number and, separated by an oblique, the reference number of the detail are written in
brackets. Example: (5/2) means fig. 5, reference number 2.
A point at the end of the reference line means that the detail is visible in the
figure.
An arrow at the end of the reference line indicates that the detail cannot be
seen in the figure.
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Guide Page VII
FRIEDRICHSHAFEN
Symbols
Rectification of a fault marked with this symbol either requires the

customer’s service personnel or service personnel provided by MTU.
The affected assembly can be sent to MTU for repairs.
Such a fault cannot be repaired by ship’s personnel.
Further troubleshooting or fault rectification requires work to be performed

on the engine with reference to the engine documentation.
Further troubleshooting or fault rectification requires mechanical work to be per-

formed on other assemblies or equipment with reference to the relevant docu-
mentation.
Refer to other MTU manuals for more information.
Additional information provided for reasons of clarity (e.g. if an explanation is of

an exemplary nature only).
Fig. X Refer to fig. X for more information (cross reference to a figure).
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FRIEDRICHSHAFEN
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Chapter 1
Use and structure
FRIEDRICHSHAFEN Page 1
Chapter 1
Use and structure
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Chapter 1
Use and structure
Page 2 FRIEDRICHSHAFEN
1 Use and structure
1.1 System integration
1.1.1 Integration of Engine Control Unit ECU 4/G in the control system
Engine Control Unit ECU 4/G is the heart of the Monitoring and Control System for gen-
sets driven by an MTU/DDC series 4000 engine.
PIM type 1 PIM type 1

Fault Individual
code alarm
display outputs
(option) (option)
PIM 1 PIM 2
4000
Engine monitoring and control
Fig. 1: Engine Control Unit ECU integrated in the genset control and monitoring system
The genset control and monitoring system is available in a variety of configurations

tailored to meet customer requirements.
The standard scope of supply merely comprises Engine Control Unit ECU 4/G. Open sys-
tem architecture in conjunction with a Peripheral Interface Module, however, make it pos-
sible to realize fault code display (PIM 1 in fig. 1) and/or individual alarm signalling (via
separate binary outputs, PIM 2 in fig. 1). In this case, communication takes place via a
redundant CAN bus.
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Chapter 1
Use and structure
1.1.2 Use of Engine Control Unit ECU 4/G
The ECU 4/G assembly is a speed and injection governor for MTU/DDC series 4000
engines. It is mounted directly on the engine.
Fig. 2: Engine Control Unit ECU 4/G
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Chapter 1
Use and structure
Engine Control Unit ECU 4/G features:

y Control of mapped individual injection systems
y Up to 20 injection valves can be controlled
y Communication with other devices via CAN bus (e.g. for superordinate systems
such as the MTU Monitoring and Control System MCS-5)
y Self-monitoring and diagnosis
-- Integral status/fault indication
-- Fault memory
y Extensive I/O features:
-- Plant side 12 inputs, 10 outputs, 3 serial interfaces
-- Engine side 26 inputs, 26 outputs, 1 serial interface
y Engine and plant-related settings in pluggable memory modules
y Programming and configuration using a dialog unit connected via an RS232
interface
1.1.3 Communication and system integration via CAN bus
The CAN bus is a standard automation technology data bus which allows various sys-
tems, devices, sensors and actuators to communicate with each other.
Engine Control Unit ECU 4/G has two CAN bus interfaces in accordance with MTU speci-
fications.
Tasks of the CAN bus are:

y Receiving plant signals and commands from superordinate systems
y Output of all measured values/limit values to a monitoring system (e.g. MCS-5)
y Alarm output for signalling and evaluation by a monitoring system (e.g. MCS-5)
y Output of signals relevant to engine control (for display purposes)
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Chapter 1
Use and structure
1.2 Structure of Engine Control Unit ECU 4/G
1.2.1 External structure
Engine Control Unit ECU 4/G is installed in a diecast housing with a screw-fitted cover.
1 3
455
ca. 48 4
12
2
2
277
11
91 12
5 6 7 8 9 10
W003
W004
all dimensions in mm
Fig. 3: Mechanical structure
1 Cover 7 Connector plug for extended range of sensors

2 Cover screws 8 Power supply connector plug (plant)
3 Housing 9 Cable harness connector plug
4 Seals 10 Dialog unit connector plug
5 System connector plug 11 Mounting bracket
6 Cable harness connector plug 12 Mounting plate
Engine Control Unit ECU is installed on the mounting plate on the engine with four mount-
ing brackets. The cover is screwed onto the housing with 10 Phillips screws.
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Chapter 1
Use and structure
Cord packing between the cover and the bottom part of the housing is used to seal the
housing.
The connections for plant, power supply, dialog unit and the cable harnesses are marked
on the housing cover. Prefabricated system cables and cable harnesses are connected to
these connectors (X1 ... X6 -- see table below).
Electrical connections are established via bayonet connectors. A dust cap is used to pro-
tect connection X6 which is not used when the engine is in operation.
Dialog unit connector X6 is only used temporarily to connect the dialog unit for servicing.
Prefabricated cable harnesses with pluggable sensors and actuators serve as engine wir-
ing. The connectors are coded using different inserts to prevent misconnection. Connec-
tions of lines which are not used are insulated.
Connection Meaning
Connector X1 Connection for plant (system cable to plant)
System cable W003
Connector X2 Connection for engine side I cable harness for sensors/actuators
Cable harness W2
Connector X3 Connection for engine side II cable harness for sensors/actuators
Cable W3
Connector X4 Connection for solenoid valve cable harness;
Cable harness W4 the number of available solenoid valves depends on the number of
cylinders on the engine
Connector X5 Power supply connection
System cable W005 (system cable to plant)
Connector X6 Connection for dialog unit
Dialog cable
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Chapter 1
Use and structure
1.2.2 Internal structure
Printed circuit board Cord packing

ECB 4-01
Flat fuse
Housing
Connecting cable
Fig. 4: Internal structure of Engine Control Unit ECU 4/G (cover removed)
One ECB 4-01 printed circuit board is located inside the housing; it incorporates all the
electronic components (with the exception of the smoothing capacitor).
The replaceable flat fuse (30 A) protects the power supply of the entire Engine Control
Unit ECU 4/G.
Engine Control Unit ECU 4/G has no internal wiring with the exception of the capacitor
connection. This optimizes operational reliability and facilitates maintenance.
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Chapter 1
Use and structure
4 5 3 1 2 1 1 1
X1 X3 X2 X5 X4 X6
6 6 6 7 9 6 8
Fig. 5: Configuration of the electronic components on printed circuit board ECB 4-01
1 LED power supply (+24 VDC, +15 VDC, --15 VDC, +5 VDC)
2 LED RESET
3 Processor
4 Engine data and program memory module EDM (MEM 6)
5 Interface data module IDM
6 Engine cable harness and system connector
7 Power supply connector
8 Dialog unit connector
9 Fuse 30 A
The two data modules are installed in a snap-on mount. The data modules are coded and
cannot be interchanged.
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Chapter 1
Use and structure
1.2.3 Engine Control Unit ECU 4/G mounting on the engine
10
1
3
5
Fig. 6: Engine Control Unit ECU 4/G mounting on the engine
1 Engine Control Unit ECU 4/G

2 Upper adapter plate
3 Metal cable shock absorber
4 Upper mounting bracket
5 Connector
6 Connector sockets
7 Lower adapter plate
8 Lower mounting bracket
9 Lower hex head bolts (screwed into the housing from the back)
10 Upper hex head bolts (screwed into the housing from the back)
Engine Control Unit ECU 4/G has been purpose-built for engine mounting.
Fig. 6 illustrates mounting using 4 cable shock absorbers with 4 bolts on the engine
mounting brackets.
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Chapter 1
Use and structure
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Chapter 2
Functions
Chapter 2
Functions of Engine Control Unit ECU 4/G
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Chapter 2
Functions
2 Functions of Engine Control Unit ECU 4/G
2.1 Engine control
Engine Control Unit ECU 4/G features the following engine governing and control func-
tions:
y Start sequence control
y Speed governing
y Injection control by solenoid valves with mapped injection start
y Adjustable speed droop
y Nominal speed setting by
-- Analog speed setting CAN bus
-- Analog speed setting 0 V ... 10 VDC (configurable)
-- Binary speed setting by up/down signal
y Control of injected fuel as a function of engine loading and speed
y Acquisition of a load pulse signal (analog or binary) for preparation of load con-
nection
y High-pressure fuel regulator
y Nominal speed switching between two settings (e.g. to allow operation as a
50 Hz or 60 Hz genset)
Engine Control Unit ECU 4/G also performs the following monitoring tasks:
y Control of analog indicators (option) for
-- Engine speed
-- Engine lube oil pressure
-- Engine coolant temperature
y Transmission of all measured values, warnings and alarms to the Monitoring
and Control System via CAN bus
y Automatic shutdown in case of limit value violation
Refer to the measuring point list for details of order-specific configuration data.
Communication with other assemblies is realized via serial interfaces:

y 2 x CAN bus interface (redundant CAN bus) for communication with the
(optional) Peripheral Interface Modules PIM
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Chapter 2
Functions
2.1.1 Engine start
The start sequence is controlled by the software integrated in Engine Control Unit
ECU 4/G.
START button
t>t6
Start aborted start interlock
time
Start aborted
fault message tcoolant<T
“Preheat temperature low”
Starter ON
Start aborted Speed

fault message n>n1 reached
“Start speed low” within t1
Start inj. volume
Start aborted Speed

fault message n>300 rpm reached
“Runup speed low” within t2
Starter OFF
Start aborted Idling speed

fault message reached
“Idle speed low” within t3
Engine running
Fig. 7: Start sequence flow chart
Engine Control Unit ECU 4/G commences injection as soon as the starter has run the
engine up to a defined speed threshold and no stop command has been received from the
plant.
Engine starting can be activated by the appropriate input on Engine Control Unit ECU 4/G.
2.1.2 Emergency engine start
Starting the engine when override (emergency start) is active leads to bypassing of the
start interlock for low coolant temperatures.
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Chapter 2
Functions
2.1.3 Engine stop
The engine is stopped by activating the appropriate binary input on Engine Control Unit
ECU or by the engine protection system. The injection valves are deactivated and no
more fuel is injected.
Starting is interrupted if initiated.
2.1.4 Override
The “Override” function bypasses safety features (see chap. 2.3.2) and start interlocks
(see chap. 2.1.2).
Operating states which would normally lead to the engine being shut down are ignored
when this input is activated (exception: overspeeding always leads to engine shutdown).
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Chapter 2
Functions
2.2 Engine governing
2.2.1 Software
The software (program) is loaded into Engine Control Unit ECU 4/G via the dialog unit
interface when the engine is installed or on commissioning of the electrical system.
Limit values and parameters for engine control, governing and monitoring are finalized
during the project implementation or engine trial phases and loaded into Engine Control
Unit ECU 4/G of MTU/DDC series 4000 during the test run. These values can be edited
with the dialog unit.
The use of pluggable data modules has the advantage of making it possible to use an
Engine Control Unit ECU 4/G on a wide range of engines in a wide variety of applications
by simply transferring the software modules in case of replacement.
Fig. 8 illustrates the distribution of the software over the two data modules:
Engine data Interface data

Program
memory
Backup Backup engine

interface data data
EDM Flash EPROM
Engine data module Interface data module IDM

MEM 6
Fig. 8: Software modules
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Chapter 2
Functions
2.2.2 Speed/injection governing
The engine speed governor integrated in Engine Control Unit ECU 4/G has the following
functions:
y Maintaining the desired engine speed under varying load conditions
y Adjusting the engine speed when settings are changed by the operator
Other tasks of Engine Control Unit ECU 4/G with regard to speed governing are:
y Setting a defined amount of fuel for injection on starting the engine
y Engine safety shutdown
y Optimizing performance characteristics, exhaust emission values and fuel con-
sumption
y Protecting the engine against overloading
Engine governing incorporates protective functions for the engine, e.g. power limitation by
limiting the amount of fuel injected depending on certain operating values and conditions.
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Chapter 2
Functions
2.2.3 Common Rail injection system
Unlimited Nominal Firing

Nominal Speed governor nominal Fuel flow limitation Characteristic maps Inj. start/end gov.
fuel flow order
speed fuel flow
PI(DT1)
Injection start SV closing/

Max. fuel flow Injection flow Actuating opening
M = f (speed) pulses point
Injection duration
M = f (charging pressure)
Fuel pressure Power electronics
M = f (fuel temperature)
etc.
Current engine speed
Pressure regulator Nom. fuel pressure Fuel
PI(DT1) Fuel pressure

Common Rail
Power electronics Injection valves
PWM
High--pressure pump
Speed Crankshaft Camshaft gear
calculation angle
Crankshaft gear
Engine
Fig. 9: Control loop
The speed governor compares the speed setting with the current engine speed. If the two
values deviate, it adapts its output signal (nominal fuel flow) to the difference. The PID
characteristics ensure rapid response to changes and precise speed setting.
Dynamic fuel flow limitation (operating point dependent) protects the engine against over-
loading.
The nominal fuel flow after limitation is the input signal for the injection start/injection end
governor (controlled by map). The power electronics activate the injection valves of the
individual cylinders according to its settings. Engine Control Unit ECU 4/G also regulates
the injection pressure on the Common Rail system.
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Chapter 2
Functions
2.2.4 Angle measurement/determining control timing
Control times are generated in the electronics on the basis of information from the angle
measuring sensors on two measuring gears. One measuring gear is mechanically coupled
to the crankshaft and one to the camshaft.
During normal operation, the crankshaft sensor determines the precise angle of the
crankshaft to determine the control times for injection and derive the engine speed.
During normal operation, the camshaft sensor makes the differentiation between intake
and ignition cycle.
Crankshaft:
The measuring gear on the crankshaft turns at the speed of the engine. Each tooth on the
measuring gear generates a pulse in the inductive sensor (channel KW1). The crankshaft
angle is determined by evaluating the number of pulses from the sensor. Counting is syn-
chronized by a tooth space (i.e. sensor pulse is omitted) at a defined angle position.
Camshaft:
The measuring gear on the camshaft turns at half the engine speed. Only the tooth space
is evaluated by Engine Control Unit ECU 4/G during normal operation.
This tooth space enables the electronics to differentiate between the intake and ignition
cycles of cylinder A1.
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Chapter 2
Functions
2.2.5 Adjustable speed droop
Two different speed droop settings are available for selection on Engine Control Unit
ECU 4/G for genset applications. Selecting which speed droop setting is to be active at
any one time depends on whether the genset is running on its own or whether it is supply-
ing power to a common bus bar together with other gensets.
A binary input on Engine Control Unit ECU 4/G is used to select the speed droop setting.
Fig. 10 shows the principle control range of the engine governor and the effect of adjust-
able speed droop (load-dependent change of nominal speed value).
Speed droop is required to compensate for loading on coupled drives. The speed droop is
set specifically for the plant and can be changed using the dialog unit.
Load
DBR curve
Resultant
speed at
load L1
L1
Zero load
nL Idling speed
Speed setting value
Speed droop
nnom Nominal speed Engine
speed
nzero Maximum speed at zero load
Fig. 10 : Graphic representation of the speed adjustment range and speed droop
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Chapter 2
Functions
Speed droop is defined as a relative change in speed when the engine is unloaded. The
speed droop is referenced to the nominal speed (= maximum speed at maximum power
output). Every point in the operating range is influenced when the load changes.
Maximum speed (zero load) nzero -- Nominal speed nnom

Speed droop = x 100 %
Nominal speed nnom
2.2.6 Power limitation (fuel flow limitation)
2.2.6.1 Dynamic fuel flow limitation
Dynamic fuel flow limits, i.e. variable fuel injection limits, protect the engine against over-
loading and optimize exhaust emission values. Engine Control Unit ECU 4/G determines
the maximum injection fuel flow on the basis of preset and stored engine characteristic
maps.
The result is:

y Speed-dependent fuel flow limitation (DBR)
y Fuel flow limitation depending on fuel temperature
y Fuel flow limitation in case of charger overspeeding
2.2.6.2 Fixed fuel flow limitation
Fixed fuel flow limits used for power limitation and reduction protect the engine in case of
y Electronic faults
y Supply voltage out of range
2.2.6.3 Control of fuel flow during engine starting
The fuel flow injected on starting the engine is increased from a preset initial value over a
time ramp to a specified value. This value is calculated by the function finjection = f(speed).
The fuel flow injected is thus limitated as a function of speed in this way. This fuel flow limit
applies until idling speed has been reached for the first time.
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Chapter 2
Functions
2.2.7 Nominal speed value handling
The speed setting (= nominal speed value) is the reference variable for the engine speed
control loop.
An internally-programmed nominal speed value is used when the engine is started

(1500 rpm for a frequency of 50 Hz, 1800 rpm for a frequency of 60 Hz).
When the nominal speed has been reached, an external speed setting is switched to auto-
matically.
The following nominal speed setting variants are available:

y Nominal speed value setting via an analog input:
The nominal speed can be adjusted within a (configurable) range around the
set synchronizing speed (depending on the set frequency).
The voltage can either control the speed window only (e.g. 1 V ... 9 V changes
the speed between 1400 rpm and 1600 rpm) or it may cover the entire speed
range (e.g. 1 V ... 9 V changes the speed between 800 rpm and 2000 rpm. In
this case, however, all values which would lead to a speed below the lower limit
or above the upper limit are ignored, i.e. the speed is changed between
1400 rpm and 1600 rpm by a voltage of 5.0 V and 5.33 V).
The internal nominal speed follows the set speed value applied via a configur-
able acceleration or deceleration curve (speed ramp). Should the signal fail, the
set value which was previously applied is maintained or the engine throttled
back to idling speed.
The response can be configured as required.
-- Nominal speed value setting via CAN bus
-- Nominal speed value setting via a nominal speed setting analog input
(0 V ... 10 V)
y Nominal value processing via the “Nominal speed up” (BE 5)/“Nominal speed
down” (BE 6) binary inputs:
The nominal speed can also be adjusted within a (configurable) range around
the set synchronizing speed (depending on the set frequency). Briefly activating
the appropriate optocoupler input for less than 1 s increases or decreases the
nominal speed by 1 rpm.
When the input is activated for more than 1 s, the nominal speed is adjusted
automatically at a configurable rate (e.g. approx. 50 rpm per second).
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Chapter 2
Functions
2.2.8 50 Hz/60 Hz frequency switching
The frequency can be changed prior to engine starting to extend the range of applications
of the genset. The nominal speed is set as follows:
y Frequency of 50 Hz: Nominal speed 1500 rpm
y Frequency of 60 Hz: Nominal speed 1800 rpm
Switching is only possible with the engine at a standstill!

The relevant maps and parameters for switching must have been
programmed in the governor.
CAUTION
2.2.9 Load pulse
A “load pulse” signal can be acquired and evaluated to improve dynamic speed response
in the case of sudden, high loading.
This signal changes the amount of fuel injected when loading changes rapidly before the
speed changes due to higher loading.
The “load pulse” signal can be set either as a binary signal (in this case the amount of fuel
injected is increased constantly irrespective of the degree of loading) or as an analog sig-
nal (the amount of fuel is increased proportionally to the change in loading with the aid of
a 0 mA ... 20 mA signal).
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Chapter 2
Functions
2.3 Engine monitoring
Engine monitoring can basically be divided into two different areas:

y An engine protection system which monitors the engine during operation
y A safety system which shuts the engine down in case of limit value violation
These two functions are constantly monitored by the internal “Integral Test System (ITS)”
to ensure readiness for operation.
2.3.1 Engine protection system
Engine
Sensors Final control elements
Engine protection
system
Governor
Nominal value Power supply
Fig. 11 : Governor and engine protection system
Engine Control Unit ECU incorporates an integral engine protection system which moni-
tors engine operating values.
Tasks of the engine protection system are:

y To protect the engine from assuming critical operating states
y To warn operating personnel
y To restrict engine operation to admissible operating values
Depending on the values which are measured, warnings, start interlocks, power reduction
or engine shutdown by reducing fuel flow take place.
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Chapter 2
Functions
Possible activities of the engine protection system are:

y Output of a fault message number via a Peripheral Interface Module PIM
(optional)
y Output of combined alarms (RED or YELLOW) and individual alarms
y Dynamic fuel flow limitation
y Engine stop by fuel flow reduction
2.3.2 Safety shutdowns
Safety shutdowns are initiated by the engine protection system in case of

y Limit value violation
y Sensor faults
This applies to the following measuring points:
y Engine speed/overspeeding
y Engine lube oil pressure
y Crankcase pressure
y Coolant level (configurable)
y Charge air coolant temperature
y Coolant temperature (configurable)
y Charge air temperature
The range of measuring points may vary from standard depending on the order con-
cerned.
All safety shutdowns (except in case of overspeeding) can be suppressed by

activating the “Override” input.
Safety-relevant alarms are still logged when the “Override” input is active.
Response of Engine Control Unit ECU to high coolant temperature
The “coolant temperature alarm” output is activated and a “combined red alarm” is output
if the coolant temperature exceeds the TLimit1 value.
The switchgear controller must open the generator switch with the “Combined
red alarm” (order-specific configuration).
The engine can now be allowed to cool down for a certain (configurable) period. The
engine is shut down when this time has expired. Furthermore, the temperature is moni-
tored during the cooling-down phase to detect any increase in temperature. The engine is
shut down immediately if a (configurable) difference in temperature is exceeded.
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Chapter 2
Functions
The “combined red alarm” output is activated if a sensor fails. The cooling-down phase
starts and the engine is subsequently shut down.
Cooling-down phase
f(t)
TLimit2
Difference in temperature
TLimit1
Red Immediate Shutdown t

alarm shutdown after
cooling-down phase
Fig. 12 : Response of Engine Control Unit ECU to high coolant temperature
2.3.3 Integral Test System (ITS)
The Integral Test System ITS monitors all important functions of Engine Control Unit
ECU 4/G and the connected electrical and electronic components:
y Electronics of the actual engine governor inside Engine Control Unit ECU 4/G
y Sensors
y Actuators
y Bus communication
y Power supply
The ITS detects any faults as they occur, determines their location and signals them by
combined alarms. Furthermore, any fault messages are output via the CAN bus to a
superordinate monitoring system (if applicable) where they can be displayed to the
operator.
Any faults which occur are saved for evaluation at a later date. They can be read out with
the dialog unit.
E 531 711 / 00 E -- 03.98 --

Chapter 2
Functions
Fault messages are stored in two memories:

y Chronological memory
The fault messages are stored in chronological order of their occurrance or
cancellation together with the operating hours counter reading in a ring
memory. The ring memory saves the last 80 setting/resetting procedures.
y Statistical memory
The occurrance of fault messages is registered in a statistical memory.
Each fault message number can be registered up to a maximum of 10000
times.
2.3.3.1 Monitoring the electronics of Engine Control Unit ECU 4/G
The hardware and software of Engine Control Unit ECU 4/G has been designed to detect
faults in the electronic system to allow the operator to respond to these faults in a suitable
manner. Fault signals can also be transmitted.
The internal temperature in the housing of Engine Control Unit ECU 4/G is monitored.
Should it rise above a limit value, the fault is signalled via the combined alarm output to a
superordinate monitoring system (if applicable) on the CAN bus.
2.3.3.2 Monitoring the sensors/actuators
The sensor and actuator channels of the Engine Control System are designed to tolerate
faults as far as possible (e.g. short-circuit proof).
Faults such as line interruption, short-circuit etc. are detected by a plausibility check and
signalled to a superordinate monitoring system (if applicable) by the combined alarm.
2.3.3.3 Monitoring bus communication
Bus communication is monitored by a plausibility and time overrun check. Any faults which
are detected are indicated by a combined alarm and output to a superordinate monitoring
system (if applicable) on the CAN bus if possible.
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Chapter 2
Functions
2.3.4 Combined alarm signalling
Depending on the engine operating states, two different combined alarms are generated
and output (on the CAN bus and via one transistor output respectively on Engine Control
Unit ECU 4/G):
y Combined YELLOW alarm
This signal is active when critical operating states are reached to alert the
operator.
Limited operation of the engine remains possible.
y Combined RED alarm
This signal is active when operating states which could seriously damage the
engine are reached; the engine is automatically shut down to prevent this.
Alarms leading to engine shutdown are stored. Appropriate messages to the binary out-
puts remain unaffected until reset by activating the “alarm reset” binary input.
A fault message is also output when the engine protection system detects failure of a sen-
sor signal. The type of fault message depends on which fault(s) has (have) occurred.
2.3.5 Overspeed test
Activating this input lowers the overspeed switching threshold to the extent that the engine
is shut down at any speed. It is possible to check that overspeed shutdown operates cor-
rectly in this way.
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Chapter 2
Functions
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Chapter 3
Status and fault displays
Chapter 3
E 531 711 / 00 E – 03.98 –

Chapter 3
3 Status and fault displays
3.1 Structure of the displays
Display
Fig. 13 : Display on printed circuit board FCB in a Peripheral Interface Module PIM
The fault codes are shown on the display of the (optional) PIM 1 (see fig. 1).
3.2 Meaning of the numbers displayed
The four-figure display (see fig. 13) displays status and fault codes. The table below
explains the meaning of the fault codes.
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Chapter 3
ÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
Fault code Fault text Meaning of fault text
ÁÁÁÁÁ
003 L1 T-FUEL
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
Limit value 1 high fuel temperature
004 L2 T-FUEL Limit value 2 high fuel temperature
005 L1 T-CHARGE AIR Limit value 1 high charge air temperature
006 L2 T-CHARGE AIR Limit value 2 high charge air temperature
007 L1 T-CHARGE AIR B Limit value 1 high charge air temperature B
008 L2 T-CHARGE AIR B Limit value 2 high charge air temperature B
009 L1 T-INTERCOOLER Limit value 1 high charge air intercooler temperature
010 L2 T-INTERCOOLER Limit value 2 high charge air intercooler temperature
011 L1 P-CHARGE AIR Limit value 1 low charge air pressure
012 L2 P-CHARGE AIR Limit value 2 low charge air pressure
013 L1 P-CHARGE AIR B Limit value 1 low charge air pressure B
ÁÁÁÁÁ
014 L2 P-CHARGE AIR B
Limit value 2 low charge air pressure B
ÁÁÁÁÁ
015 L1 P-LUBE OIL
Limit value 1 low oil pressure
016 L2 P-LUBE OIL Limit value 2 low oil pressure
ÁÁÁÁÁ
017 L1 P-RAIL FUEL
Limit value 1 low Common Rail fuel pressure
ÁÁÁÁÁ
018
019
L1 P-RAIL FUEL
L1 T-EXHAUST A
Limit value 2 low Common Rail fuel pressure
Limit value 1 high exhaust temperature engine side A
020 L2 T-EXHAUST A Limit value 2 high exhaust temperature engine side A
021 L1 T-EXHAUST B Limit value 1 high exhaust temperature engine side B
022 L2 T-EXHAUST B Limit value 2 high exhaust temperature engine side B
ÁÁÁÁÁ
023
L1 COOLANT LEVEL Limit value 1 low coolant level
ÁÁÁÁÁ
024
L2 COOLANT LEVEL Limit value 2 low coolant level
025 P1 P-OILFILTER DIFF. Limit value 1 high oil filter differential pressure
ÁÁÁÁÁ
026
P2 P-OILFILTER DIFF. Limit value 2 high oil filter differential pressure
ÁÁÁÁÁ
027
L1 LEVEL LEAKAGEFUEL Limit value 1 high leak fuel level
028 L2 LEVEL LEAKAGEFUEL Limit value 2 high leak fuel level
ÁÁÁÁÁ
030
ENGINE OVERSPEED
Engine has reached overspeed setting
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
Exhaust turbocharger 1 has reached overspeed setting
031 CHARGER1 OVERSPEED
>>
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Chapter 3
ÁÁÁÁÁ
>>
ÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ Exhaust turbocharger 2 has reached overspeed setting
032 CHARGER2 OVERSPEED
033 SPARE
ÁÁÁÁÁ034
L1 IUE2 Limit value 1 at universal input 1 (assignment configurable)
035 L1 IUE2 Limit value 2 at universal input 1 (assignment configurable)
036 L1 SPEED DEMAND AN. Limit value 1 analog speed demand
ÁÁÁÁÁ037
L2 SPEED DEMAND AN. Limit value 2 analog speed demand
038 L1 SP.DEM.TEST BENCH Limit value 1 test bench potentiometer
039 L2 SP.DEM.TEST BENCH Limit value 2 test bench potentiometer
ÁÁÁÁÁ040
L1 SPINOUT Spinout (limit value 1 violated)
041 L1 SPINOUT Spinout (limit value 2 violated)
042 L1 ANALOG LOAD PULSE Limit value 1 analog load acquisition
ÁÁÁÁÁ043
L2 ANALOG LOAD PULSE Limit value 2 analog load acquisition
044 L1 LEVEL INTERCOOLER Limit value 1 charge air intercooler level
ÁÁÁÁÁ045
046
L2 LEVEL INTERCOOLER
L1 BE5
Limit value 2 charge air intercooler level
Limit value 1 at binary input 5 (assignment configurable)
047 L1 BE6 Limit value 1 at binary input 6 (assignment configurable)
050 L1 COOLANT LEVEL EXT Limit value 1 low coolant level
051 L1 T-LUBE OIL Limit value 1 low lube oil temperature
052 L2 T-LUBE OIL Limit value 2 low lube oil temperature
053 L1 T-INTAKE AIR Limit value 1 high charge air temperature
054 L2 T-INTAKE AIR Limit value 2 high charge air temperature
055 L1 T-TE10 Limit value 1 violated at temperature input 10 (assignment

configurable)
056 L2 T-TE10 Limit value 2 violated at temperature input 10 (assignment

configurable)
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ Limit value 1 low coolant pressure
057 L1 P-COOLANT
>>
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Chapter 3
>>
ÁÁÁÁÁ
ÁÁÁÁÁ
058
L2 P-COOLANT Limit value 2 low coolant pressure
059 L1 P-INTERCOOLER Limit value 1 low pressure in charge air cooler
ÁÁÁÁÁ060
L2 P-INTERCOOLER Limit value 2 low pressure in charge air cooler
061 L1 T-INTAKE AIR Limit value 1 high intake air temperature
062 L2 T-INTAKE AIR Limit value 2 high intake air temperature
063 L1 P-CRANKCASE Limit value 1 high pressure in crankcase
064 L2 P-CRANKCASE Limit value 2 high pressure in crankcase
065 L1 P-FUEL Limit value 1 low fuel pressure
066 L2 P-FUEL Limit value 2 low fuel pressure
067 L1 T-COOLANT Limit value 1 high coolant temperature
068 L2 T-COOLANT Limit value 2 high coolant temperature
069 L1 T-EXTERN 1 Limit value 1 external temperature 1
073 L1 P-EXTERN 1 Limit value 1 external pressure 1 (assignment configurable)
077 L BIN-EXTERN 1 Fault at external binary input 1 (assignment configurable)
ÁÁÁÁÁ080
L BIN-EXTERN 4 Fault at external binary input 4 (assignment configurable)
ÁÁÁÁÁ081
RAIL LEAKAGE Common Rail leaking
099 LIMIT FAILURE Limit value fault
ÁÁÁÁÁ100
EDM NOT VALID CRC data EEPROM 1 faulty (engine data)
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ (redundant data faulty/engine monitoring remains operational)
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ >>
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Chapter 3
ÁÁÁÁÁ
>>
ÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ CRC data EEPROM 2 faulty (interface data)
101 IDM NOT VALID
(redundant data faulty/engine monitoring remains operational)
ÁÁÁÁÁ
ÁÁÁÁÁ
102 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ILLEGAL DATA EER1 Invalid data record (EEPROM 1)
ÁÁÁÁÁ103
ILLEGAL DATA EER2 Invalid data record (EEPROM 2)
ÁÁÁÁÁ
Operating hours counter in EEPROM 1 invalid
104 OP HOURS1 NOT VALID
105 OP HOURS2 NOT VALID Operating hours counter in EEPROM 2 invalid
ÁÁÁÁÁ106
ERR REC1 NOT VALID Fault recorder in EEPROM 1 invalid
ÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ (redundant data faulty/engine monitoring remains operational)
107 ERR REC2 NOT VALID Fault recorder in EEPROM 2 invalid
118 L1 SUPPLY VOLT. LOW Limit value 1 supply voltage too low
ÁÁÁÁÁ119
L2 SUPPLY VOLT. LOW Limit value 2 supply voltage too low
ÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ Limit value 1 operating voltage too high
120 L1 SUPPLY VOLT. HIGH
121 L2 SUPPLY VOLT. HIGH Limit value 2 operating voltage too high
ÁÁÁÁÁ122
L1 T-ELECTRONIC Limit value 1 temperature in housing
ÁÁÁÁÁ
ÁÁÁÁÁ
123
130
L2 T-ELECTRONIC
CURVE-ERROR
Limit value 2 temperature in housing
Load curve error
133 L1 15V POS SUPPLY Limit value 1 of internal +15 VDC voltage
134 15V POS ECU DEFECT Internal +15 VDC voltage failed
135 L1 15V NEG SUPPLY Limit value 1 of internal –15 VDC voltage
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Chapter 3
>>
136 15V NEG ECU DEFECT Internal –15 VDC voltage failed
137 L1 5V BUFFER TEST
138 SENSOR POWER DEFECT Sensor supply voltage failed
139 L1 TE BUFFER TEST
140 TE BUF. ECU DEFECT
141 L1 BANK1 TEST
142 BANK1 ECU DEFECT
143 L1 BANK2 TEST
144 BANK2 ECU DEFECT
145 15V_GOOD ECU DEFECT Power supply failed
ÁÁÁÁÁ146 L1 AD-TEST1 SUPPLY

ÁÁÁÁÁ147 AD-TEST1 ECU DEFECT
148 L1 AD-TEST2 SUPPLY
ÁÁÁÁÁ149 AD-TEST2 ECU DEFECT

ÁÁÁÁÁ150 L1 AD-TEST3 SUPPLY
151 AD-TEST3 ECU DEFECT
ÁÁÁÁÁ160 SPARE
–
ÁÁÁÁÁ161 SPARE
–
170 MI MODULE FAIL Module in maintenance indicator faulty
ÁÁÁÁÁ171 MI NOT ACTIVE

Maintenance indicator no longer active
ÁÁÁÁÁ172 TBO EXPIRED

173 MODULE WRITE LIMIT Maintenance indicator EEPROM write limit reached
180 CAN1 NODE LOST CAN 1 connection lost

(default bus PCS-5)
ÁÁÁÁÁ181
CAN2 NODE LOST CAN 2 connection lost (redundant bus PCS-5)
ÁÁÁÁÁ
ÁÁÁÁÁ
183
CAN NO PU-DATA No project data on CAN bus
184 CAN PU-DATA EE-FAIL Project data on CAN bus faulty
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Chapter 3
ÁÁÁÁÁ
>>
ÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ Insufficient number of receiving mailboxes on initializing CAN
185 CAN LESS MAILBOXES
controller
186 CAN1 BUS OFF CAN 1 in bus off state
ÁÁÁÁÁ187
CAN1 ERROR PASSIVE CAN 1 in error passive state
ÁÁÁÁÁ188
CAN2 BUS OFF CAN 2 in bus off state
189 CAN2 ERROR PASSIVE CAN 2 in error passive state
ÁÁÁÁÁ201
SD T-COOLANT Sensor fault coolant temperature
ÁÁÁÁÁ202
SD T-FUEL Sensor fault fuel temperature
203 SD T-CHARGE AIR Sensor fault charge air temperature
ÁÁÁÁÁ204
205
SD T-CHARGE AIR B
SD T-COOLANT INTERC.
Sensor fault charge air temperature B
Sensor fault temperature sensor charge air intercooler
206 SD T-EXHAUST A Sensor fault exhaust temperature engine side A
207 SD T-EXHAUST B Sensor fault exhaust temperature engine side B
208 SD P-CHARGE AIR Sensor fault charge air pressure
209 SPARE –
ÁÁÁÁÁ210 SD IUE2
Sensor at universal input 2
ÁÁÁÁÁ
ÁÁÁÁÁ
211 SD P-LUBE OIL
Sensor fault lube oil pressure
212 SD P-COOLANT Sensor fault coolant pressure
ÁÁÁÁÁ213 SD P-COOLANT INTERC.

Sensor fault coolant pressure intake side
ÁÁÁÁÁ
ÁÁÁÁÁ
214 SD P-CRANKCASE
Sensor fault pressure in crankcase
215 SD P-RAIL FUEL Sensor fault fuel pressure Common Rail
216 SD T-LUBE OIL Sensor fault lube oil temperature
Sensor fault at temperature input 10
217 SD T-TE10
219 SD T-INTAKE AIR Sensor fault intake air temperature
ÁÁÁÁÁ220
221
SD COOLANT LEVEL
SD P-OILFILTER DIFF.
Sensor fault coolant level 1
Sensor fault lube oil differential pressure fault
222 SD LEVEL LEAKAGEFUEL Sensor fault leakage fuel
ÁÁÁÁÁ223
SD LEVEL INTERCOOLER Sensor fault level in charge air cooler
>>
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Chapter 3
ÁÁÁÁÁ
>>
ÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ Sensor fault speed crankshaft angle
230 SD CRANKSHAFT SPEED
231 SD CAMSHAFT SPEED Sensor fault speed camshaft angle
ÁÁÁÁÁ232
233
SD CHARGER SPEED 1
SD CHARGER SPEED 2
Sensor fault charger speed 1
234 SD CHARGER SPEED 3 Sensor fault charger speed 3
ÁÁÁÁÁ235 SD CHARGER SPEED 4

236 SPARE –
240 SD P-FUEL Sensor fault fuel pressure
ÁÁÁÁÁ241 SPARE
–
242 SPARE –
ÁÁÁÁÁ245
246
SD POWER SUPPLY
SD T-ELECTRONIC
Sensor fault operating voltage
Temperature sensor for measuring electronic temperature
ÁÁÁÁÁ
ÁÁÁÁÁ249 SD CAN STOP
faulty
Sensor fault CAN
250 SD CAN SPEED DEMAND Sensor fault CAN nominal speed
ÁÁÁÁÁ251 SD CAN UP/DOWN

Sensor fault CAN nominal up/down
ÁÁÁÁÁ
ÁÁÁÁÁ
252 SD CAN NOTCH POS.
Sensor fault CAN power stages
253 SD CAN OVERRIDE Sensor fault CAN override
ÁÁÁÁÁ254 SD CAN TEST OVERSP

Sensor fault CAN test overspeed
ÁÁÁÁÁ
ÁÁÁÁÁ
255 SD CAN ENGAGE SIGNAL
Sensor fault CAN engagement signal
256 SD CAN CYL. CUTOUT Sensor fault CAN cylinder cutout
ÁÁÁÁÁ257 SD CAN LOCAL

Sensor fault CAN local
ÁÁÁÁÁ258 SD CAN RCS ENGAGE S.

Sensor fault CAN RCS engagement signal
ÁÁÁÁÁ
ÁÁÁÁÁ
259 SD CAN RCS CYL.CUT. ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
Sensor fault RCS cylinder cutout
260 SD 15V POS SUPPLY Sensor fault +15 VDC
261 SD 15V NEG SUPPLY Sensor fault –15 VDC
262 SD 5V BUFFER TEST
263 SD TE BUFFER TEST
>>
E 531 711 / 00 E – 03.98 –

Chapter 3
>>
264 SD BANK 1 TEST
265 SD BANK 2 TEST
266 SD SPEED DEMAND AN. External sensor for analog speed setting faulty
267 SD SP.DEM.TEST BENCH External sensor for analog test bench speed setting faulty
268 SD SPINOUT Sensor spinout faulty
269 SD LOAD PULSE ANALOG Sensor load pulse measuring faulty
270 SD SPEED DEMAND FI1
271 SD T-EXTERN 1 Temperature sensor 1 external faulty
272 SD T-EXTERN 2 Temperature sensor 2 external faulty
273 SD P-EXTERN 1 Pressure sensor 1 external faulty
274 SD P-EXTERN 2 Pressure sensor 2 external faulty
275 MIS-DATA BIN-EXT. 1 No data at external binary input 1
ÁÁÁÁÁ278
MIS-DATA BIN-EXT. 4 No data at external binary input 4
279 SD CAN RES TRIP FUEL
ÁÁÁÁÁ280
SD CAN ALARM RESET
ÁÁÁÁÁ281
SD AD-TEST1 SUPPLY
282 SD AD-TEST2 SUPPLY
ÁÁÁÁÁ283
SD AD-TEST3 SUPPLY
ÁÁÁÁÁ284
SD CAN LAMP TEST
301 TIMING BANK1 MV1 Timing bank 1 solenoid valve 1
: :
310 : Timing bank 1 solenoid valve 10
TIMING BANK1 MV10
: : :
– 03.98 – E 531 711 / 00 E

Chapter 3
ÁÁÁÁÁ
>>
321 WIRING BANK1 MV1 Wiring bank 1 solenoid valve 1
:
: :
Wiring bank 1 solenoid valve 10
330 WIRING BANK1 MV10
: : :
ÁÁÁÁÁ341
OPEN_LOAD BANK1 MV1 Open load bank 1 solenoid valve 1
ÁÁÁÁÁ
ÁÁÁÁÁ
:
350 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
:
OPEN_LOAD BANK1 MV10
:
Open load bank 1 solenoid valve 10
ÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ Open load bank 2 solenoid valve 1
351 OPEN_LOAD BANK2 MV1
: : :
ÁÁÁÁÁ360
OPEN_LOAD BANK2 MV10 Open load bank 2 solenoid valve 10
361 POWER STAGE FAIL 1 Power stage failure 1
ÁÁÁÁÁ362
363
POWER STAGE FAIL 2
STOP POWER STAGE 1

Power stage failure 2
Automatic engine stop due to missing power stage setting
364 STOP POWER STAGE 2 Automatic engine stop due to missing power stage setting
ÁÁÁÁÁ365 STOP MV-WIRING

Automatic engine stop due to solenoid valve wiring fault
ÁÁÁÁÁ
ÁÁÁÁÁ
371 TRAN.OUT1 ENGINE DEF
Binary transistor output engine 1 faulty
:
: : Binary transistor output engine 4 faulty
ÁÁÁÁÁ374 TRAN.OUT4 ENGINE DEF

ÁÁÁÁÁ
ÁÁÁÁÁ
381 TRAN.OUT1 PLANT DEF
Binary transistor output plant 1 faulty
: : :
386 TRAN.OUT6 PLANT DEF Binary transistor output plant 6 faulty
E 531 711 / 00 E – 03.98 –

Chapter 3
– 03.98 – E 531 711 / 00 E

Chapter 4
Technical data
Chapter 4
Technical data
E 531 711 / 00 E -- 03.98 --

Chapter 4
Technical data
4 Technical data
Type Engine Control Unit ECU 4/G
Dimensions (W x H x D) 455 mm x 277 mm x 91 mm

Height + approx. 230 mm for connector
Weight 7 kg
Housing Diecast aluminium housing
Colour/paint Same as engine
Installation position Plug connection from the side
Mounting 4 x hex head bolt M6 x 60

Tightening torque 4 Nm
Connection 6 x bayonet connector
Grounding Necessary (on engine)
Operating voltage
Continuous voltage 16.5 VDC ... 32 VDC
Temporarily restricted operation 11 VDC ... 36 VDC
Residual ripple Max. 8 Vpp
Power consumption 0.3 A ¤ 17 A
Power dissipation Max. 35 W
Fuse 30 A flat fuse
Max. housing temperature +75 oC
Relative humidity 0 %... 95 %, condensing
Protection according to DIN 40 050 IP 65
Shock 15 g, 11 ms semi-sinusoidal shock
Vibrostability
Frequency 2 Hz ... 25 Hz Travel amplitude xpp = á1.6 mm
Frequency 25 Hz ... 100 Hz Acceleration a = á4 g
Frequency 20 Hz ... 2000 Hz Smoke 1.3 g rms
-- 03.98 -- E 531 711 / 00 E

Chapter 4
Technical data
EMC protection DIN EN 50081-2 and DIN EN 50082-2

IEC1000-4-2
IEC1000-4-3
IEC1000-4-4
IEC1000-4-5
IEC1000-4-6
Inputs
Plant side 9 x binary input
1 x frequency input
2 x analog input voltage/current
Engine side 3 x level input
2 x crankshaft/camshaft speed
2 x speed input
10 x temperature input
9 x pressure input
Outputs
Plant side 4 x voltage output 0 V ... 10 V
6 x transistor output 0.3 A
Engine side 4 x transistor output 1.5 A
Max. 20 x injection valve solenoid output
2 x PDM
Serial interface In accordance with RS232 (for dialog unit)

2 x High Speed CAN (acc. to ISO 11898)
Diagnostic display 4-digit LED display,

visible with cover open
Status display 5 x LED,

visible with cover open
y Reset
y +5 VDC
y +15 VDC
y --15 VDC
y +24 VDC
Replaceable data modules IDM (interface data module)

MEM 6 (engine data and program memory
module, accessible with cover open)
Adjustable With dialog unit
E 531 711 / 00 E -- 03.98 --

Chapter 4
Technical data
-- 03.98 -- E 531 711 / 00 E

Appendix
Connections
Appendix
E 531 711 / 00 E -- 03.98 --

Appendix
Connections
Inputs/outputs of Engine Control Unit ECU 4/G
Inputs on the plant side
The following inputs are available on the plant side:
Signal Channel Designation in

connection diagram
Engine stop BE 1 OCIN 1
50 Hz/60 Hz switching BE 2 OCIN 2
Alarm reset BE 3 OCIN 4
Speed droop switching/nominal speed value setting BE 4 OCIN 5

switching
Speed up BE 5 OCIN 6
Speed down BE 6 OCIN 8
Test overspeed BE 7 OCIN 8
Override BE 8 OCIN 9
Engine stop BE 9 OCIN 9
Nominal speed (analog) IUE 1 IIN/UIN 1
Load pulse (analog) IUE 2 IIN/UIN 1
Inputs on the engine side
Engine operating values are acquired with the aid of appropriate inputs. Refer to the
order-specific MTU documents for details of assignment of the individual inputs.
The sensor scopes are defined in the standard scopes of supply of Engine Control Unit
ECU 4/G for MTU/DDC series 4000, genset applications.
-- 03.98 -- E 531 711 / 00 E

Appendix
Connections
Outputs on the plant side
The following signals are output in parallel to allow plant signals to be acquired without
using the CAN interface:
Signal Channel Designation in

connection diagram
Overspeed shutdown TAA 1 TRANOUT 1
Combined RED alarm/automatic engine stop TAA 2 TRANOUT 2
Combined YELLOW alarm TAA 3 TRANOUT 3
Coolant temperature TC > TLimit value 2 (shutdown) TAA 4 TRANOUT 4
Starter on TAA 5 TRANOUT 5
Lube oil pressure pOIL < pLimit value 2 TAA 6 TRANOUT 6
Engine speed UA 1 UOUT 1
Oil pressure UA 3 UOUT 3
Coolant temperature UA 4 UOUT 4
Outputs on the engine side
Final control elements on the engine are controlled with the aid of appropriate outputs.
Refer to the order-specific MTU documents for details of assignment of the individual out-
puts.
E 531 711 / 00 E -- 03.98 --

Appendix
Connections
Bus connections
y RS232 Interface for dialog unit

y CAN1 CAN bus interface 1
y CAN2 CAN bus interface 2
Serial interface RS232
Channel Function Target
RS232 Serial interface for the transmission of data between Dialog unit
the dialog unit and ECU 4/G
Connector XC6
RS232 RS232
TxD RxD
A
RxD TxD
Dialog B ECU 4/G
unit
GND GND
F
Dialog cable
Channel specification
Baud rate 9600 baud
Data format MTU format
Electrical isolation No
CAN bus interface
Channel Function Target
CAN1/ Bus connection to external systems E.g. superordinate Monitoring

CAN2 and Control Systems such as
MCS-5
-- 03.98 -- E 531 711 / 00 E

Appendix
Connections
Electrical isolation
CAN (H)
Terminator
CAN BUS CAN (L)
CAN (GND)
ECU 4/G
Cable
W004
Channel specification
Physical level ISO 11 898
CAN specification Version 2.0 A
Data format MTU-specific (field bus 1)
Terminator In connector
Burst resistance Acc. to IEC1000-4-4
Baud rate 125 Kbaud
Electrical isolation Yes
The CAN bus interfaces are operated independently of each other.
E 531 711 / 00 E -- 03.98 --

Appendix
Connections
-- 03.98 -- E 531 711 / 00 E

Engine Control Unit Type ECU 4/G: MTU/DDC Series 4000 Genset Applications

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Engine Control Unit Type ECU 4/G: MTU/DDC Series 4000 Genset Applications

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Engine Control Unit

Type ECU 4/G

- Structure and function

Quality assurance in design/development,

-- Guideline 73/23/EEC -- Low voltage guideline -- dated

-- Guideline 89/336/EEC -- Guideline on electromagnetic

CE conformity is influenced if the product is installed incorrectly, an assembly or system is

1 Use and structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

1.1 System integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

1.1.2 Use of Engine Control Unit ECU 4/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

1.1.3 Communication and system integration via CAN bus . . . . . . . . . . . . . . . . . . 4

1.2 Structure of Engine Control Unit ECU 4/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

1.2.1 External structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

1.2.2 Internal structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1.2.3 Engine Control Unit ECU 4/G mounting on the engine . . . . . . . . . . . . . . . . . 9

2 Functions of Engine Control Unit ECU 4/G . . . . . . . . . . . . . . . . . . . . . . . . 12

2.1 Engine control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

2.1.1 Engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

2.1.2 Emergency engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

2.1.3 Engine stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

2.2 Engine governing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

2.2.2 Speed/injection governing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

2.2.3 Common Rail injection system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

2.2.4 Angle measurement/determining control timing . . . . . . . . . . . . . . . . . . . . . . . 18

2.2.5 Adjustable speed droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

2.2.6 Power limitation (fuel flow limitation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

E 531 711 / 00 E -- 03.98 --

Table of contents (cont.)

2.2.6.2 Fixed fuel flow limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

2.2.7 Nominal speed value handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

2.2.8 50 Hz/60 Hz frequency switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

2.2.9 Load pulse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

2.3 Engine monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

2.3.1 Engine protection system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

2.3.2 Safety shutdowns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

2.3.3 Integral Test System (ITS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

2.3.4 Combined alarm signalling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

2.3.5 Overspeed test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

3 Status and fault displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

3.1 Structure of the displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

3.2 Meaning of the numbers displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

-- 03.98 -- E 531 711 / 00 E

CAN Controller Area Network (bus designation)

DBR Drehzahlabhängige Füllungsbegrenzung, speed-dependent fuel flow

ECB Engine Control Board

f Formula for frequency

g Acceleration due to gravity

I Formula for electrical current

LED Light Emitting Diode

E 531 711 / 00 E -- 03.98 --

MEM Memory Module

R Formula for electrical resistance

-- 03.98 -- E 531 711 / 00 E

UOut Output voltage

xpp Vibration test deflection, peak -- peak value

E 531 711 / 00 E -- 03.98 --

General information about documentation

Documentation Title/contents Target group

2 Operation Operating personnel

3 Maintenance and Operating personnel, plant personnel

Reference numbers and reference lines

-- 03.98 -- E 531 711 / 00 E

Rectification of a fault marked with this symbol either requires the

Fig. X Refer to fig. X for more information (cross reference to a figure).