Professional Documents
Culture Documents
Installation and Commissioning Instructions: Electronic Control System Engine Interface (EIM) Application: Marine
Installation and Commissioning Instructions: Electronic Control System Engine Interface (EIM) Application: Marine
Instructions
Electronic control system
Engine interface (EIM)
Application: Marine
E532784/01E
© 2015 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 consent of MTU Friedrichshafen GmbH. This particularly applies to its reproduction, distribution, editing, transla-
tion, microfilming and storage or processing in electronic systems including databases and online services.
All information in this publication was the latest information available at the time of going to print. MTU Friedrichshafen
GmbH reserves the right to change, delete or supplement the information provided as and when required.
Table of Contents
1 Safety 7.2 Software version 65
7.3 Diagnosis and Programming 67
1.1 Important provisions for all products 4 7.3.1 Diagnostic tools 67
1.2 Personnel and organizational requirements 6 7.3.2 Tools, test equipment and consumables 68
1.3 Safety regulations for startup and operation 7 7.3.3 Diagnostic features on EIM 69
1.4 Safety regulations for maintenance and
7.4 Settings 72
repair work 9
7.4.1 Description of EIM parameters 72
1.5 Standards for safety notices in the text 12 7.4.2 Battery-charging generator monitoring –
Parameters 79
2 System Layout 7.4.3 Speed demand source – Parameters 81
7.4.4 Emergency-air shutoff flaps – Parameters 82
2.1 System – Overview 13 7.4.5 Starter control – Parameters 83
2.2 Engine Interface Module EIM – Structure 16 7.4.6 Intermittent oil priming – Parameters 86
7.5 Evaluation 87
3 Interfaces
7.5.1 EIM – Process variables (PV) 87
3.1 Plant interface 18 7.5.2 EIM status words 90
3.2 Engine interface 21
8 Maintenance
4 Voltage supply
8.1 Troubleshooting during startup 96
4.1 Power supply concept 25 8.2 Maintenance tasks on EIM 100
8.3 Interface module EIM plug connections –
5 Technical Data Check 101
8.4 Engine Interface Module EIM – Removal
5.1 EIM – Technical data 28 and installation 102
7 Initial Operation
7.1 EIM – Initial operation and operation 64
DCL-ID: 0000019614 - 002
General information
This product may pose a risk of injury or damage in the following cases:
• Incorrect use
• Operation, maintenance and repair by unqualified personnel
• Modifications or conversions
• Noncompliance with the safety instructions and warning notices
Correct use
The product is intended for use in accordance with its contractually-defined purpose as described in the
relevant technical documents only.
Intended use entails operation:
• Within the permissible operating parameters in accordance with the (→ Technical data)
• With fluids and lubricants approved by the manufacturer in accordance with the (→ Fluids and Lubri-
cants Specifications of the manufacturer)
• With spare parts approved by the manufacturer in accordance with the (→ Spare Parts Catalog/MTU
contact/Service partner)
• In the original as-delivered configuration or in a configuration approved by the manufacturer in writ-
ing (including engine control/parameters)
• In compliance with all safety regulations and in adherence with all warning notices in this manual
• With maintenance work performed in accordance with the (→ Maintenance Schedule) throughout the
useful life of the product
• In compliance with the maintenance and repair instructions contained in this manual, in particular
with regard to the specified tightening torques
• With the exclusive use of technical personnel trained in commissioning, operation, maintenance and
repair
• By contracting only workshops authorized by the manufacturer to carry out repair and overhaul
Any other use is considered improper use. Such improper use increases the risk of injury and damage
when working with the product. The manufacturer shall not be held liable for any damage resulting from
improper, non-intended use.
TIM-ID: 0000040530 - 006
Modifications or conversions
Unauthorized changes to the product represent a contravention of its intended use and compromise
safety.
Changes or modifications shall only be considered to comply with the intended use when expressly au-
thorized by the manufacturer. The manufacturer shall not be held liable for any damage resulting from
unauthorized changes or modifications.
Personnel requirements
All work on the product shall be carried out by trained and qualified personnel only:
• Training at the Training Center of the manufacturer
• Technical personnel from the areas mechanical engineering, plant construction and electrical engi-
neering
The operator must define the responsibilities of the personnel involved in operation, maintenance, re-
pair and transport.
Personnel must not be under the influence of alcohol, drugs or strong medication.
Operation
Do not remain in the operating room when the product is running for any longer than absolutely neces-
sary.
Keep a safe distance away from the product if possible. Do not touch the product unless expressly in-
TIM-ID: 0000040533 - 010
Make sure components or assemblies are placed on stable surfaces. Adopt suitable measures to avoid
that components/tools fall down . Use the specified lifting equipment for all components.
Never use the product as a climbing aid.
When working high on the equipment, always use suitable ladders and work platforms. Never work on
engines or components that are held in place by lifting equipment.
Keep fuel injection lines and connections clean.
Carry out appropriate cleaning procedures to clean and inspect components requiring special cleanness
(e.g. components carrying oil, fuel, or air).
Welding work
Welding operations on the product or mounted units are not permitted. Cover the product when welding
in its vicinity.
Before starting welding work:
• Switch off the power supply master switch.
• Disconnect the battery.
• Separate the electrical ground of electronic equipment from the ground of the unit.
No other maintenance or repair work must be carried out in the vicinity of the product while welding is
going on. Risk of explosion or fire due to oil vapors and highly flammable process materials.
Do not use product as ground terminal.
Never position the welding power supply cable adjacent to, or crossing wiring harnesses of the product.
The welding current may otherwise induce an interference voltage in the wiring harnesses which could
conceivably damage the electrical system.
Remove components (e.g. exhaust pipe) from the product before performing necessary welding work .
Check satisfactory function and safe operating condition of tools, jigs and fixtures to be used. Use only
the specified jigs and fixtures for hydraulic removal/installation procedures.
Observe the max. permissible force-on pressure specified for the jig/fixture.
Do not attempt to bend or exert force on HP lines.
Before starting work, pay attention to the following:
• Vent the installation/removal device, the pumps and the pipework at the relevant designated points.
• During the installation procedure, screw on device with plunger extended.
• During the removal procedure, screw on device with plunger retracted.
Laser devices must be equipped with protective devices in accordance with their class and usage to
ensure safe operation.
WARNING
In the event of a situation involving potential danger.
Consequences: Death, serious or permanent injury!
• Remedial action.
CAUTION
In the event of a situation involving potential danger.
Consequences: Minor or moderate injuries!
• Remedial action.
NOTICE
In the event of a situation involving potentially adverse effects on the product.
Consequences: Material damage!
• Remedial action.
• Additional product information.
Safety notices
1. This manual with all safety instructions and safety notices must be issued to all personnel involved in
operation, maintenance, repair or transportation.
2. The higher level warning notice is used if several hazards apply at the same time. Warnings related to
personal injury shall be considered to include a warning of potential damage.
1 Tyco plant connector X51 9 Engine wiring harness CoolCoolant level, optional
2 Tyco engine connector 10 Plant cable EMU Engine Monitoring Unit
X52 EIM Engine Interface Module Anl.
Starter
3 Default supply SDAF Emergency-air shutoff PPC Priming Pump Controller
4 Redundant supply flaps (option) (option, only in conjunc-
5 Electric starter terminals Air P-Start-Air tion with MTU Monitoring
TIM-ID: 0000037567 - 002
The EIM comprises a metal housing suitable for mounting directly on the engine.
Connection to the engine is established via connector X52. No other connecting work is necessary
(with the exception of the starter) at the engine. Furthermore, the connectors for the two sensors F33
and B19 must be plugged in (if applicable). The connectors are already preassembled.
TIM-ID: 0000060880 - 001
pin no. Serial pin no. Signal name Device / source as-
X51 plant interface signment
ECU signals
36 1 UREF_AI RCS
40 2 Speed demand I RCS
32 3 GND_AI (ISO) RCS
27 4 Engine speed 0...10V RCS
31 5 Engine load 0...10V RCS
28 6 GND_AO RCS
42 7 ECU_Stop MCS
38 8 Full engine Shipyard
43 9 GND_DI1_2_3 EIM
34 10 Speed up RCS
30 11 Speed down RCS
26 12 Speed Demand Switch RCS
35 13 GND_DI5_6_8 RCS
Emergency stop for plant
TIM-ID: 0000037981 - 002
12 14 +24V_Emergency_Stop
11 15 EMERGENCY_STOP_IN
Redundant field bus + 3. CAN on EIM and ECU
52 16 CAN1 H (MCS5)
51 17 CAN1 L
48 18 CAN1 GND (ISO)
46 19 CAN2 H (MCS5 red.)
50 20 CAN2 L
ECU signals
ECU7: AI1_I (X1/46)
42 Speed demand
ECU9: AI1_I (X1/45)
ECU7: UREF_AI1_2 (X1/44)
41 UREF_AI
ECU9: UREF_AI1_2 (X1/41)
ECU7: AI1_2_GND (X1/29)
45 GND_AI
ECU9: AI1_2_GND (X1/42)
9 Free pin
31 Free pin
27 Free pin
54 Free pin (electr. isolation)
SDAF feedback (optional)
30 +24V_FB_SDAF1_2 EIM: Emergency stop circuit
26 GND_FB_SDAF1_2 EIM: Emergency stop circuit
The EIM can be supplied by two separated voltage sources. This redundant supply enables the system
to remain ready for operation should one of the supply voltages fail. The two power supply inputs are
each monitored separately for failure.
The redundant supply voltage must always be connected for this reason.
The two negative battery terminals must be connected to ground to protect the internal EIM connec-
tions from circulating currents.
The EIM and all devices connected to it are switched on by a key switch which can be connected to the
EIM.
TIM-ID: 0000037565 - 002
1 Default system battery X51 Plant interface EIM Engine Interface Module
2 Redundant system battery X52 Engine interface EIM
3 Key switch X1 Plug-in connection ECU 9 ECU Engine Control Unit
4 Basic supply (plant, dis- X3 Plug-in connection ECU 7 EMU Engine Monitoring Unit
play, (max. 6 A) X11 Plug-in connection
5 Engine wiring harness
The various supply voltages for the individual devices and EIM-internal functions are provided by the
main supply from the batteries by means of an internal matrix. Protection is afforded by electronic fuses
(monitored PROFET fuses). The PROFET is switched off to limit the current in case of an inadmissible
current increase. The figure depicts the principle distribution of voltages.
Standard
Just one matching cable connector for connector X51 on EIM:
• The shipyard must connect a cable in the connector. Resistors provided in the connector must not be
removed.
• Connection of the MTU Priming Pump Controller PPC is only possible with option 3 and not in the
standard version.
Option 1
Connector with open cable end W51:
• The cable can be cut to the appropriate length and fully connected to a terminal block provided by
the shipyard. Cable connections can then be established from here.
TIM-ID: 0000037568 - 002
Option 3
Cable with four already connected DEUTSCH connectors X51.1, X51.3, X51.4 and X51.5.
The following MTU and third-party systems can be directly connected to appropriate DEUTSCH mating
connectors here:
• MTU Priming Pump Controller PPC to X51.1
• Remote control system to X51.5
• Monitoring system to X51.4
• J1939 bus to X51.3
TIM-ID: 0000037568 - 002
Only when an
MTU
6 0.5
MCS/RCS is
used
Only when an
MTU
39 0.5
MCS/RCS is
used
Shie
61 Shielding
ld
Function
The Engine Interface Module has an interface for an open CAN protocol (SAE J1939 or CANopen):
• Standard: ISO 11898 (High Speed CAN)
• Specification: Version 2.0A/B (simple format with 11 bit identifier and extended format with 29 bit
identifier)
• Data rate: up to 1 Mbit/s
• Short-circuit rating for voltages ranging between -3 V and +32 V
• Transmitter output current > 25 mA
• Max. bus length (as per CAN in automation CIA DS-102):
– 500 m at 125 kBit/s
– 250 m at 250 kBit/s
TIM-ID: 0000037991 - 002
Function
The emergency stop feature is a class-relevant safety facility. Special directives apply to such facilities.
The following functions are implemented to this end:
• Safety devices are designed as simply as possible and have an unavoidable effect.
• Designed with conventional technology (hard-wired)
• Monitored load current principle
• Power supply is monitored, failure leads to alarm signaling
• Faults (e.g. power failure or disrupted wiring) do not lead to hazardous states; Their occurrence re-
sults in alarm signaling.
• Tripping the safety device leads to alarm signaling.
The principle element of the emergency stop circuit is the emergency stop signal route which couples
all inputs and outputs together. When an emergency stop is triggered at one of the emergency stop
inputs, the emergency stop signal path is activated and is self-retaining.
The source of an emergency stop may be either one of the devices (ECU and EMU), or one of the emer-
gency stop pushbuttons.
The emergency stop pushbuttons are monitored for wire break by parallel-connected resistors. As a
current always flows in the emergency stop pushbutton circuit, wire break is detected by the change in
current flow or the change in voltage at the measuring resistor. The objective of an emergency stop is
to shut down the engine. The ECU (engine governor) must receive an active ECU_ESI (Emergency Stop
Input) signal for this purpose or, if a cable is disrupted, the supply voltage of the ECU must be switched
off.
As the ECU 4 has neither an ESI input nor an FB_OL output, the supply voltage is always switched off in
this case.
The emergency stop signal sequence is monitored and, in the event of an emergency stop event, "Dis-
engage for RCS“ is output to disengage the gearbox. Otherwise the engine could be dragged by the
propellers.
If the engine is equipped with emergency-air shutoff flaps (SDAFs), these are tripped by a PROFET con-
nected to the emergency stop signal path. The SDAFs have a limited activation period and must there-
fore be shut down after a timeout. When the SDAFs close as intended, a limit switch outputs a feedback
signal ensuring that activation is switched off. The feedback signal is evaluated and an engine stop mes-
sage is transmitted to the ECU via the CAN. This is necessary in case one or both SDAF(s) was (were)
tripped by a mechanical fault. The SDAFs remain closed until they are returned to their original position
manually.
TIM-ID: 0000037991 - 002
Function
A signal applied at this input prevents engine starting provided that parameter ZKP 10.2000.005 is de-
activated.
Wiring diagram function range MCS-2 with use of internal supply voltage 24 V
Wiring diagram function range MCS-2 with use of external supply voltage 24 V
The following figure illustrates supply of the inputs by an external (Yard) power source. Note that the
ground of this external power source must be connected to the ground GND_ECU_DI1_2.
TIM-ID: 0000037993 - 002
Purpose
For smaller, straightforward plants the Engine Interface Module incorporates a basic supply for higher
level plant components. For this purpose, four pins (2 pcs. +24 V and 2 pcs. GND) are led through with
supply voltage. The current is limited to 6 A. Higher-level plant components must be supplied separately
if they require more current.
Output specification
• Output voltage: 0 to +UBATT minus max. 0.35 V @ 1 A
• Short-circuit current: Overcurrent cutout (temperature-dependent)
• Max. rated current: minimum 6 A
• Settling time: —
• Electrical isolation: None
• Open-line monitoring: No
• Switched by key switch
Function
A signal applied to this input trips an automatic engine start. The status “Local/Remote mode” is disre-
garded in this case.
Function
A normal engine stop is tripped when a signal is applied to this input. The status “Local/Remote mode”
is disregarded in this case.
Function
The EIM and all devices supplied by it can be switched on and off by means of a key switch. Evaluation
of the key switch is realized by hardware as the microcontroller is also switched off when the supply is
discontinued.
Only the key switch logic is still supplied when the device is switched off. A transistor circuit realizes
the evaluation.
• A broken wire does not lead to switching off.
• The ON signal has priority over the OFF signal.
• The ON signal can be used to switch on and off if the OFF signal is constantly energized (however, a
broken SS_ON wire then leads to switch off).
• The engine is stopped in accordance with the normal stop routine if the key switch is switched to the
off position when the engine is running. Only then is the supply disconnected.
The diode in the input circuit ensures that the supply voltage output for the key switch is protected
from reverse voltage. The key switch switches this voltage between the ON pin (SS_ON) and the OFF
pin (SS_OFF) alternately.
Note
TIM-ID: 0000037993 - 002
The following causes may prevent the plant being switched on via the key switch:
• Wire break SS_ON
• Wire break +Ub_SS
• Failure of fuse (e.g. due to short circuit to ground); is monitored by SILA
The following causes may prevent the plant being switched off via the key switch:
Function
The engine governor prevents cylinder cutout when a signal is applied to this input (also referred to as
“full engine”).
Function
This output is activated by the following events:
• LOS in local control mode
Function
An analog signal (current) applied at this input is evaluated as a speed demand. Scaling (i.e. the correla-
tion between electrical value and speed value) must be set with the dialog system DiaSys.
Function
The engine load signal is an analog output signal (between 0 VDC and 10 VDC) which is defined as fol-
lows:
• 0 VDC: No engine load
• U = 10 VDC: Engine load at 120%
Function
A DC voltage signal is pending at this output, the value of which is proportional to the engine speed.
The following applies:
• 0 V: 0 rpm
• 10 V: Max. speed
Function
The “Speed demand switching” signal must be active at DI8 to allow these two inputs to be evaluated.
A signal briefly applied to these inputs increases (DI5) or decreases (DI6) the present engine speed by a
certain value. The speed increases or decreases along a defined ramp if the signal is applied for a lon-
ger period.
TIM-ID: 0000037990 - 002
Input specification (signals looped through to ECU – DI5 -“Speed UP” and DI6-“Speed DOWN”)
• Switches: External voltage or +UBATT
• Input voltage 0 to 32 VDC
• Low detection: Uin <4 V
• HIGH detection: Uin >8 V
• Input impedance: 12.1 kΩ
• Input filter: f <19 Hz
• Electrical isolation: up to 50 VDC
• Open-line monitoring: Current monitoring with ROL = 33 kΩ ±10% (see Fig.)
Function
A signal at this input makes the two inputs DI5 and DI6 “live”.
Function
This output is activated by the following events:
• Engine start is activated
• Emergency stop is activated
• Engine stop is activated
• Emergency shutdown due to low speed is activated
A connected remote control system must evaluate this signal and disengage with active signal
T_OUT_DISENG.
Priming functions
The oil priming sequence depends on the engine series. In Series 1163, a pressure monitoring system
is integrated. In Series 2000 and 4000, the oil priming pump is activated for a configurable time tmax.
before the starter is actuated.
Start priming
If Start priming is configured, the oil priming pump is activated before every engine start.
If a fault is detected during oil priming, priming is ended. Faults may be reported due to a missing feed-
back signal from the oil priming pump, or else there is an actual fault in the oil priming pump. Oil pri-
ming can be canceled by the connected automation via the signal "Ext. Stop Priming". The engine is
started without priming on repeating within a configurable time frame which is set by the “Restart
Time“ tmax parameter.
The pump runs on until the maximum priming period has expired.
The ”AL P-Priming Pump Low” alarm is output if the oil pressure fails to reach the configurable limit
value pAlarm within the configurable time tAlarm, (reason: pump is faulty, too little oil, leakage, too hot,…).
No alarm is signaled if the oil pressure lies between pAlarm and pOP (pAlarm < pLube Oil < pOP). The “AL P-
Priming Pump Low” signal is not set if the lube oil temperature TOil is > TAlarm.
A functional sensor is not detected automatically after repair or replacement. The system must be reset
for this reason (switched off and back on).
Four M6 (4,5,6,7) stud bolts are provided for connection at the EIM. The batteries are connected here.
Procedure:
1. Remove screws (2) with washer at cable clamps.
2. Remove screws 10 pcs. (1) with washers from cover (3).
3. Remove covers (3).
4. Route cable between batteries and EIM.
5. Fit the cable rings M6 (4 to 7) pulled over the grommets on the EIM side.
TIM-ID: 0000037569 - 003
6. Connect cables to the appropriate stud bolts and fit one washer and screw on the nut respectively:
• (7): Main battery + terminal
• (6): Main battery: – terminal
• (5): Backup battery: – terminal
• (4): Backup battery: + terminal
7. Tighten nuts to 4 Nm.
Connection at EIM 2-02 when starter battery is used as a redundant system battery TIM-ID: 0000037569 - 003
Connection at EIM 2-03 when starter battery is used as a redundant system battery
TIM-ID: 0000037569 - 003
Four M6 (6, 7, 8, 9) stud bolts are provided for connection at the EIM. The batteries are connected
here.
Connecting starter
TIM-ID: 0000037569 - 003
Procedure:
1. Insert grommets (1 to 4) pulled over the cable lug.
2. Place cables on correct stud bolts. Place a washer over them and screw on nuts to specified torque:
• (1) M6: 4 Nm
• (2) M5: 3 Nm
• (3) and (4) M4: 2 Nm
Both starters are connected in series on engines with two starters. Both starters must be connected
directly to the starter battery. Note that there must be no metal jumper between starter and starter
relay on the starter connected to the +terminal (1) of the battery.
Correlation
EIM-FSW version – DiaSys.dat files (in [installation directory]\Doku\EIM)
The plants are also saved on the FTP server. Path for, e.g. plant 5000/A3: Ftp_Server\Out\Transfer
\Contract\A00\50\005000\A3\Dialogue_File\DiaSys.dat
The Diasys.dat files belonging to the EIM-FSW are also made available on the FTP server.
If the EIM software version is to be determined, you have to proceed as described above.
Tools
• Diagonal cutting pliers 160 mm
• Cable stripper
• Allen wrench set,
• Actuator tool for spring connectors
Test equipment
• Digital multimeter with test leads, test clips and test prods
• Ethernet cable with RS45 connector
• Notebook with standard browser
Note: The Ethernet cable and the notebook are needed to open the website and the PowerLine Automa-
tion Suite.
Consumables
• Cleaning agent for plastics
• Cleaning agent for painted metallic surfaces
• Cleaning cloths
• Self-adhesive insulating tape
• Cable ties in various lengths
This is also integrated in the housing of the Engine Interface Module. It indicates the status of the fuses.
An orange LED is provided to allow diagnosis of a "tripped fuse" fault directly at the unit as it is often
difficult to pinpoint a fault in the field without cabling diagrams.
This LED is activated by the controller.
Functions of fuse lamp SILA
SILA dark Normal operating state
SILA flashes orange One or more fuses have tripped.
EIM parameters
ZKP no. Designation Description
Engine parameters:
10.0100.001 EMU EMU yes/no:
0: No EMU
1: EMU
10.0100.002 Series 1163: Series 1163
1600: Series 1600
2000: Series 2000
4000: Series 4000
10.0100.003 Number of cylinders Number of cylinders: 8, 12, 16, 20
10.0100.004 Individual exhaust monitoring Individual exhaust monitoring yes/no:
0: No individual exhaust monitoring
1: Individual exhaust monitoring
10.0100.005 Number of turbochargers Number of turbochargers 1, 2, 3, 4
10.0100.006 Marine application "Disengage for RCS" output: (connector X51
pins 29, 33)
0 - Genset: "Disengage for RCS" output is not
activated when "Engine Start" button is actuat-
ed.
1 - Marine: "Disengage for RCS" output is acti-
vated when "Engine Start" button is actuated
10.0100.007 Engine configuration 1 The engine configuration can be predefined via
10.0100.008 Engine configuration 2 these PRs. These PRs are not required with the
ECU 9; with the ECU 7, for FSWs<1.20.
TIM-ID: 0000038010 - 002
10.0800.004 EIM temperature hysteresis EIM temperature hysteresis: (L1L T_EIM - Hys-
teresis) > T_EIM, alarm is then deactivated
10.0800.005 SD Low Temperature EIM EIM temperature < Lower Limit for SD alarm
signaling (Sensor Defect)
10.0800.006 SD High Temperature EIM EIM temperature < Upper Limit for SD alarm
signaling (Sensor Defect)
10.0810.001 24V-Bat L1L 1 24V_Bat lower limit
10.0810.002 24V-Bat L1L delay Timeout for alarm signaling 24V_Bat < L1L 24V-
Bat
Explanation:
Old project means:
The PV → SPN, PGN-assignments correspond to
those of the previous SmartLine applications.
New project means:
PV→SPN, PGN assignments found to be faulty
in SmartLine applications were redefined
2 - CanOpen
engine is running and the battery-charging generator is operating correctly, the latter supplies a
corresponding voltage to terminal D+ and no current flows between B+ and D+. In case of fault (bat-
tery-charging generator failure), a current flows as the corresponding voltage at terminal D+ is miss-
ing. Voltage is applied. This fault is signaled with a delay of 60 s.
2. ZKP parameter 10.0610.001 activated (1):
Battery charging is monitored when the engine is running and at standstill when this parameter is
set, and an appropriate alarm signal is generated in case of fault.
The nibble chosen as the speed demand source depends on “Local” or “Remote” mode and hardware
input DI8 at the ECU.
• Nibble 1: “Local” and DI8 = 0 (Normal mode)
• Nibble 2: “Local” and DI8 = 1 (Emergency mode)
• Nibble 3: “Remote“ und DI8 = 0 (Normal Mode)
• Nibble 4: “Remote“ und DI8 = 1 (Emergency Mode)
TIM-ID: 0000038015 - 002
Parameter Description
10.0900.001 Emerg.-air shutoff flap (SDAF)
10.0900.002 Time SDAF Reset
10.0900.003 Pulse Time SDAF On
10.0900.004 Pulse Time SDAF Off
Parameter Description
10.0600.008 Maximum Starter On Time
10.0600.009 Starter Cooling Down Ratio
10.0600.010 Maximum Starter On Time Hysteresis
21 Start interlock: Starter not ready Start interlock as the starter is not ready for oper-
ation (fault in el. or pn. starter, start interlock, …)
22 MD Gear Not Neutral PV “Gear not Neutral” not received
23 Turning Turning
24 El. Starter Ready El. starter selected (parameterized) and without
fault.
25 Pn. Starter ready Pn. starter selected (parameterized) and without
fault.
faulty
2 +5 V ref. for emergency stop supply EIM: +5 V ref. for emergency stop supply BM faulty
BM faulty
3 - -
4 Emergency stop pushbutton cabling Emergency stop pushbutton cabling damage (plant
damage (plant side) side)
Damage to the cabling can be responsible for faults that occur. Therefore suitable test methods should
be used in order to exclude such sources of faults.
tive
14 No engine priming. EIM has not detected an Using DiaSys® reset detection of
oil priming pump. PPC and restart (→ Page 29).
Maintenance tasks
The maintenance intervals are adjusted to the engine maintenance system and are shown in the engine
Maintenance Schedule.
All tasks listed below shall be performed at the relevant intervals:
Downloading software
1. The new EIM still does not have appropriate FSW and parameter/descriptor module (the diagnostic
lamp (DILA) indicates flashing code 4 when the power supply is connected, (→ Page 69)).
2. The FSW and the parameter/descriptor module must first be downloaded from the central database
(CDB) based on the relevant engine number using the DiaSys software tool, and then loaded in the EIM.
Area
Unit A multiplied by factor = Unit B
in2 645.16 = mm2
ft2 0.0929 = m2
yd2 0.8361 = m2
stat. mile2 2.59 = km2
Volume
Unit A multiplied by factor = Unit B
in 3 16387 = mm3
ft3 0.02832 = m3
yd3 0.7646 = m3
gallon (U.S.) 3.785 = dm3
TIM-ID: 0000002173 - 016
Velocity
Unit A multiplied by factor = Unit B
ft/s 0.3048 = m/s
stat. mile/h (mph) 1.609 = km/h
knot (UK) 1.852 = km/h
Mass
Unit A multiplied by factor = Unit B
lb 0.4536 = kg
oz 28.35 =g
ton (imp.) 1.016 =t
Force
Unit A multiplied by factor = Unit B
lbf 0.4536 = kp
lbf 4.4482 =N
TIM-ID: 0000002173 - 016
kp 9.80665 =N
Torque
Unit A multiplied by factor = Unit B
lbf ft 1.3558 = Nm
Pressure
Unit A multiplied by factor = Unit B
2
lbf/in (psi) 703.1 = kp/m2 (mmH2O)
lbf/in2 (psi) 0.06895 = bar
2
lbf/ft (psf) 47.88 = Pa
inHg 0.03386 = bar
inHg 345.3 = kp/m2 (mmH2O)
Energy
Unit A multiplied by factor = Unit B
lbf ft 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 1.054 = kW
kcal/h 1.163 =W
HP 550 = lbf ft/s
Temperature
Celsius Kelvin
x °C - = x + 273.15 K
xK = x − 273.15 °C -
x °F = 5/9(x − 32) °C = 5/9(x − 32) + 273.15 K
x °R = 5/4x °C = (5/4x) + 273.15 K
Fahrenheit Réaumur
x °C = 9/5x + 32 °F = (4/5x) °R
xK = 9/5(x − 273.15) + 32 °F = 4/5(x − 273.15) °R
x °F - = 4/9(x − 32) °R
x °R = (9/4x) + 32 °F -
Fuel consumption
Unit A multiplied by factor = Unit B
mile/gal (US) 0.4251 = km/l
TIM-ID: 0000002173 - 016
Local support
Experienced and qualified specialists place their knowledge and expertise at your disposal.
For locally available support, go to the MTU Internet site: http://www.mtu-online.com
24h hotline
With our 24h hotline and the outstanding flexibility of our service staff, we are always ready to assist
you – either during operation, for preventive maintenance, corrective work in case of malfunction or
changed operating conditions, or for spare parts supply.
Your contact person in our Customer Assistance Center:
E-mail: info@mtu-online.com
Tel.: +49 7541 9077777
Fax: +49 7541 9077778
Asia/Pacific: +65 6100 2688
North and Latin America: +1 248 560 8000
A I
Abbreviations 103 Interface module EIM
– Check 101
B Interfaces
Battery-charging generator monitoring – Engine room 13
– Parameters 79 – Third-party systems 13
Intermittent oil priming
C – Parameters 86
Connection
– EIM 29 M
Connector X51 18, 29 Maintenance work
– Signals 32 – Tools, test equipment, consumables 68
Connector X52 21 MTU contact persons 112
Contact persons 112
Conversion tables 108 O
Coolant level sensor 53 Oil priming pump PPC
– Connection 51
D Overview 13
Diagnostic features
– On EIM 69 P
Diagnostic lamp (DILA) Plant connector X51
– On EIM 69 – Function range MCS-1 39
Diagnostics 67 – Function range MCS-2 43
– Function range RCS 48
E – Oil priming pump connection 51
EIM Plant interface
– Connection – Connector X51 18
– Starter 55 Plug connections
– Initial operation 64 – Check 101
– Maintenance 100
– Operation 64 R
– Parameters 72 Repair work
– Process variables 87 – Tools, test equipment, consumables 68
– Replacement 55
– Status words 90 S
Emergency-air shutoff flaps Safety notices, standards 12
– Parameters 82 Safety regulations
Engine interface – Important provisions 4
DCL-ID: 0000019614 - 002
T
Technical data
– EIM 28
Troubleshooting 96