Installation and Commissioning Instructions: Electronic Control System Engine Interface (EIM) Application: Marine

Installation and Commissioning
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
6 Connections, Cabling 9 Appendix A

6.1 Connection variants 29 9.1 Abbreviations 103
6.2 Signal – Overview 32 9.2 Conversion tables 108
6.3 MCS -1 function range 39 9.3 MTU contact persons/service partners 112
6.4 MCS -2 function range 43
6.5 RCS function range 48
10 Appendix B
6.6 MTU oil priming pump (PPC) 51
6.7 External sensors 53 10.1 Index 113
6.8 EIM battery supply 55
6.9 Starter battery to starter 62
7 Initial Operation
7.1 EIM – Initial operation and operation 64
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1 Safety
1.1 Important provisions for all products
Nameplate
The product is identified by nameplate, model designation or serial number and must match with the
information on the title page of this manual.
Nameplate, model designation or serial number can be found on the product.
All EU-certified engines delivered by MTU come with a second nameplate. When operating the machine
in the EU: The second nameplate must be affixed in a prominent position as described in the accompa-
nying specifications.
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.
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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.
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Emission regulations and emission labels
Responsibility for compliance with emission regulations
Modification or removal of any mechanical/electronic components or the installation of additional com-
ponents including the execution of calibration processes that might affect the emission characteristics
of the product are prohibited by emission regulations. Emission control units/systems may only be
maintained, exchanged or repaired if the components used for this purpose are approved by the manu-
facturer.
Noncompliance with these regulations will invalidate the design type approval issued by the emissions
regulation authorities. The manufacturer does not accept any liability for violations of the emission reg-
ulations. The maintenance schedules of the manufacturer must be observed over the entire life cycle of
the product.
Replacing components with emission labels

Emission labels are attached to all MTU engines. These must remain on the engine throughout its op-
erational life.
Engines used exclusively in land-based, military applications other than by US government agencies are
excepted from this proviso.
Please note the following when replacing components with emission labels:
• Appropriate emission labels must be affixed on spare parts.
• Emission labels may not be transferred from old components to new ones.
• Emission labels on old components must be removed and destroyed.
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1.2 Personnel and organizational requirements
Organizational measures of the user/manufacturer
This manual must be issued to all personnel involved in operation, maintenance, repair or transporta-
tion.
Keep this manual handy in the vicinity of the product such that it is accessible to operating, mainte-
nance, repair and transport personnel at all times.
Personnel must receive instruction on product handling and maintenance on the basis of this manual
with a special emphasis on safety requirements and warnings.
This is particularly important in the case of personnel who only occasionally perform work on or around
the product. This personnel must be instructed repeatedly.
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.
Work clothing and personal protective equipment

When working, always wear the necessary personal protective equipment (e.g. safety shoes, ear protec-
tors, protective gloves, goggles, breathing protection). Observe the information on personal protective
equipment in the respective activity description.
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1.3 Safety regulations for startup and operation
Safety regulations for startup
Install the product correctly and carry out acceptance in accordance with the manufacturer's specifica-
tions before putting the product into service. All necessary approvals must be granted by the relevant
authorities and all requirements for initial startup must be fulfilled.
When putting the product into operation, always ensure that
• All personnel is clear of the danger zone surrounding moving parts of the machine.
Electrically-actuated linkages may be set in motion when the Engine Control Unit (governor) is
switched on.
• All maintenance and repair work has been completed.
• All loose parts have been removed from rotating machine components.
• All safety equipment is in place.
• No persons wearing pacemakers or any other technical body aids are present.
• The service room is adequately ventilated.
• Keep clear of the service room during the first operating hours. Hazardous gases may occur as a re-
sult of the combustion of paints or oils.
• The exhaust system is leak-tight and that the gases are vented to atmosphere.
• Protect battery terminals, generator terminals or cables against accidental contact.
• Check that all connections have been correctly allocated (e.g. +/- polarity, direction).
Immediately after putting the product into operation, make sure that all control and display instruments
as well as the monitoring, signaling and alarm systems are working properly.
Smoking is prohibited in the area of the product.
Safety regulations during operation

The operator must be familiar with the controls and displays.
The operator must be familiar with the consequences of any operations performed.
During operation, the display instruments and monitoring units must be permanently observed with re-
gard to present operating status, violation of limit values and warning or alarm messages.
Malfunctions and emergency stop

The procedures for emergencies, in particular, emergency stop, must be practiced regularly.
The following steps must be taken if a malfunction of the system is detected or reported by the system:
• Inform supervisor(s) in charge.
• Analyze the message.
• Respond to the emergency appropriately, e.g. execute an emergency stop.
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-
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structed to do so following a written procedure.

Do not inhale the exhaust gases of the product.
The following requirements must be fulfilled before the product is started:
• Wear ear protectors.
• Mop up any leaked or spilled fluids and lubricants immediately or soak up with a suitable binder
agent.
Operation of electrical equipment

During operation of electrical devices, certain elements of these devices are live/under high voltage.
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Observe the warning information applicable to the devices.
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1.4 Safety regulations for maintenance and repair work
Safety regulations prior to maintenance and repair work
Have maintenance or repair work carried out by qualified and authorized personnel only.
Allow the product to cool down to less than 50 °C (risk of explosion for oil vapors, fluids and lubricants,
risk of burning).
Relieve pressure in fluid and lubricant systems and compressed-air lines which are to be opened. Use
suitable collecting vessels of adequate capacity to catch fluids and lubricants.
When changing the oil or working on the fuel system, ensure that the service room is adequately venti-
lated.
Never carry out maintenance and repair work with the product in operation, unless:
• It is expressly permitted to do so following a written procedure.
• The product is running in the low load range and only for as long as absolutely necessary.
Lock-out the product to preclude undesired starting, e.g.
• Start interlock
• Key switch
• With hydraulic starting system: shut off supply line.
Attach “Do not operate” sign in the operating area or to control equipment.
Disconnect the battery. Lock out circuit breakers.
Close the main valve on the compressed-air system and vent the compressed-air line when pneumatic
starters are fitted.
Disconnect the control equipment from the product.
Use special tools if they are specified for the relevant work.
Elastomer components (e.g. engine mounts, damping elements, couplings and V-belts) must not be
painted. They may only be installed after painting the engine or must be covered before painting work is
carried out.
The following applies to starters with copper-beryllium alloy pinions:
• Wear a respirator mask (filter class P3). Do not blow out the interior of the flywheel housing or the
starter with compressed air. Clean the flywheel housing inside with a class H dust extraction device.
• Observe the safety data sheet.
Safety regulations during maintenance and repair work

Take special care when removing ventilation or plug screws from the product. Cover the screw or plug
with a rag to prevent fluids escaping under pressure.
Take care when draining hot fluids and lubricants (risk of burning).
Use only proper and calibrated tools. Observe the specified tightening torques during assembly or dis-
assembly.
Carry out work only on assemblies or plants which are properly secured.
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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).
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Always seal connections with caps or covers if a line is removed or opened.
Fit new seals when re-installing lines.
Never bend lines and avoid damaging lines, particularly the fuel lines.
Ensure that all retainers and dampers are installed correctly.
Ensure that O-rings are not installed ina slanted/twisted condition.
Ensure that all fuel injection and pressurized oil lines are installed with enough clearance to prevent
contact with other components. Do not place fuel or oil lines near hot components.
Do not touch elastomeric seals (e.g. Viton sealing rings) with your bare hands if they have a carbonized
or resinous appearance.
Note cooling time for components which are heated for installation or removal (risk of burning).
Pay particular attention to cleanliness at all times.
Remove any condensate from components which were chilled before assembly. If necessary, coat the
components with a suitable corrosion inhibitor.
Safety regulations following maintenance and repair work

Before barring, make sure that nobody is standing in the danger zone of the product.
Check that all access ports/apertures which have been opened to facilitate working are closed again.
Check that all safety equipment has been installed and that all tools and loose parts have been re-
moved (especially the barring gear).
Ensure that no unattached parts have been left in/on the product (e.g. including rags and cable straps).
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 .
Hydraulic installation and removal

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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.
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For a hydraulic installation/removal device with central expansion pressure supply, screw spindle into
shaft end until correct sealing is established.
During hydraulic installation/removal of components, ensure that no persons are in the direct vicinity of
the component being pressed on.
Working with batteries

Observe the safety instructions of the battery manufacturer when working with batteries.
Gases released from the battery are explosive. Avoid sparks and naked flames.
Do not allow electrolyte to come into contact with skin or clothing.
Wear protective clothing, goggles and protective gloves.
Do not place tools on the battery.
Before connecting the cable to the battery, check the battery polarity. Battery pole reversal may lead to
injury through the sudden discharge of acid or bursting of the battery body.
Working on electrical and electronic assemblies

Always obtain the permission of the person in charge before commencing maintenance and repair work
or switching off any part of the electronic system required to do so.
De-energize the appropriate areas prior to working on assemblies.
Do not damage cabling during removal work. When reconnecting, ensure that cabling cannot be dam-
aged during operation by:
• Contact with sharp edges
• Chafing on components
• Contact with hot surfaces.
Do not secure cables on lines carrying fluids.
Do not use cable straps to secure cables.
Always use connector pliers to tighten union nuts on connectors.
Subject the device as well as the product to a functional testing on completion of all repair work. In
particular, check the function of the engine emergency stop feature.
Store spare parts properly prior to replacement, i.e. protect them against moisture in particular. Pack-
age faulty electronic components or assemblies properly before dispatching for repair:
• Moisture-proof
• Shock-proof
• Wrapped in antistatic foil if necessary.
Working with laser devices

Laser work must only be performed by authorized and trained personnel. When working with laser
equipment, always observe the safety instructions in the manufacturer's Operating Instructions.
When working with laser equipment, always wear special laser-protection goggles (hazard due to heavi-
ly focused radiation).
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Laser devices must be equipped with protective devices in accordance with their class and usage to
ensure safe operation.
Measuring deviations on components

At a reference temperature of 20 °C, workpieces, components and measuring instrument are within the
specified tolerances.
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1.5 Standards for safety notices in the text
DANGER
In the event of immediate danger.
Consequences: Death, serious or permanent injury!
• Remedial action.
WARNING
In the event of a situation involving potential danger.
Consequences: Death, serious or permanent injury!
CAUTION
In the event of a situation involving potential danger.
Consequences: Minor or moderate injuries!
NOTICE
In the event of a situation involving potentially adverse effects on the product.
Consequences: Material damage!
• 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.
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2 System Layout
2.1 System – Overview
Interfaces – Engine room and MTU automation, MTU and third-party systems
This manual describes the connection between all available interfaces on the engine and an MTU auto-
mation system or a system supplied by third-party manufacturers.
The following connections must be established:

• Plant connector X51 on Engine Interface Module (EIM)
• Power supply for EIM
• Power supply(supplies) for the starter(s) (for electric starting only)
• If applicable: External starting air pressure sensor (for air starting only)
• If applicable: External coolant level sensor (for external expansion tank only)
Installation locations of the various interfaces

Presentation of individual interfaces and all other MTU devices installed on the engine.
Example or Series 4000 work boat
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1 Connector XD1 – Dialog 4 Engine Interface Module 7 Engine Monitoring Unit

unit (EIM): Interface module (EMU): Auxiliary engine
2 Starter with plant connector X51 monitoring device; for
3 Fuse F2 (integrated in wir- 5 Connector XB19 for exter- classifiable systems only
ing harness) nal starting air pressure 8 Engine Control Unit (ECU):
sensor (for air starting on- Engine Control Unit
ly)
6 Connector XF33 for con-
nection of F33 for external
expansion tank
E532784/01E 2015-05 | System Layout | 13
System overview / subsystems
The engine room monitoring system can be designed as a classifiable marine automation system. The
maximum scope features several subsystems:
• Higher-level automation system, including but not restricted to:
– Remote Control System (RCS)
– Monitoring- and Control System (MCS)
The minimum scope of an engine, however, only includes:
• the Engine Control Unit (ECU) (governor)
• the starter(s)
• the battery-charging generator (option)
• the Engine Interface Module (EIM)
• and the barring device (Barring Gear) - depending on engine series
System overview with EIM
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
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6 Redundant system battery BG Barring gear and Control System)

7 Default system battery Lima. Battery-charging genera- VSP Oil priming pump
8 DiaSys dialog connector tor, option D Diagnostic lamp
ECU Engine Control Unit F Fuse lamp
MTU provides a defined interface with all the necessary connection assemblies (connectors or optional
cables) for such applications to allow customer plants to be adapted to the engine components.
The Engine Interface Module (EIM) is the central connection box on the engine. Covers the entire mini-
mum scope of a marine engine. It has no controls or parts requiring maintenance.
All signals are integrated in the engine wiring harness.
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The following functions are realized by the interface:
• Starter control (start repetition, tooth alignment, starter protection)
• Generator monitoring
• Open bus interface to the plant (SAE J1939)
• Emergency stop function with line break monitoring
• Redundant supply voltage feed
• Optional control of emergency-air shutoff flaps
• Key switch logic
• Interface to ECU and EMU
• Interface for MCS-5 dialog
• Control of an MTU oil priming pump (power components in separate MTU PPC Box)
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2.2 Engine Interface Module EIM – Structure
Housing, EIM 2-02
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Housing, EIM 2-03
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.
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3 Interfaces
3.1 Plant interface
Tyco connector X51, 62-pin:
• Basic supply (24 V/6 A) for higher-level MTU automation
• Combined plant signals from the ECU (connector X51) plus additional signals for:
– RCS: Disengagement for RCS
– MCS: Engine Start signal and FB Local Active
• CAN interface (3-fold)
• Redundant gearbox monitoring
• Priming pump control
• Emergency stop interface
• Key switch
• On-board current supply PIM
• Spare supply
• Serial RS422 interface for diagnosis
• Jumper to detect BDM server functionality for MTU automation systems
Details of the plant interface (Tyco connector):
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
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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
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56 22 CAN3 H (J1939)
55 23 CAN3 L
45 25 CAN3 L Out (external termination resistor)
41 26 CAN3 H Out (external termination resistor)
Binary plant signals (MCS)
49 27 Engine start
39 28 D_In_Spare
53 29 Local Active
Binary plant signals (RCS)
29 30 Disengage for RCS
33 31 GND
Redundant gearbox monitoring
24 32 +24V_Gearbox EIM
23 33 P-Gear Lube Oil Switch
22 34 P-Gear Ctrl Oil Switch
EIM switch on/off
16 35 24V_Key_Switch
15 36 Key switch On
14 37 Key switch Off
Basic supply for plant
57 38 +24V_Plant_Basic_Supply MCS
60 39 +24V_Plant_Basic_Supply MCS
59 40 GND_Plant_Basic_Supply MCS
62 41 GND_Plant_Basic_Supply MCS
PIM
21 42 +U_PIM EIM
25 43 GND EIM
Spare
44 44 +24V_Spare EIM
Can be cut in for engines with ECU 9 output (e.g.
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for activating priming support, Series 1163)

37 45 GND_Spare EIM
Serial interface (TCP/IP via RS422)
1 46 TX+
2 47 TX-
5 48 RX+
6 49 RX-
3 50 GND
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Priming pump control
20 51 +24V_Priming_Pump_Control
19 52 GND_Priming_Pump_Control
13 53 CMD Priming On
17 54 Priming fault
18 55 FB Priming On
BDM Server Jumper
4 56 +U_BDM EIM
8 57 BDM_IN EIM
Free pins
58 58 Free pin
10 59 Free pin (electr. isolation)
Shield
61 62 Shield
Table 1: Plant interface X51
High current contacts (M threaded pin)

• Supply Main positive
• Supply Main negative
• Supply Backup positive
• Supply Backup negative
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3.2 Engine interface
The engine interface is divided into two parts. The first part is integrated via a Tyco connector in the
engine wiring harness. The second part are the signals for which a higher current flows. These signals
are routed out via M threaded pins and are also integrated in the engine wiring harness.
Tyco connector X52, 62-pin

• ECU supply
• EMU supply
• Plant signals (ECU 7 / ECU 9 - connector X1)
• Bus interface (2 pcs. MCS-5 CAN)
• CAN dialog output (1 pc. MCS-5 CAN)
• Emergency stop EMU and ECU
• Electric starter
– Terminal 45 starter A/B (engaged)
• Pneumatic starter
– Start air pressure valve
– Start air pressure sensor
• Barring device (Barring Gear 1 and 2)
• Battery-charging generator (with exciter control)
• Optional emergency-air shutoff flaps
– Control signals to SDAF 1 and 2
– Feedback signals from SDAF 1 and 2
Details of the engine interface (Tyco connector):
Pin no. Signal name Device / source assignment

X52 engine interface (signals)
ECU Power
ECU7: +24V (X3/3)
58 +U_ECU
ECU9: +24V (X1/58)
ECU7: +24V (X3/6)
59 +U_ECU
ECU9: +24V (X1/59)
ECU7: +24V (X3/9)
62 +U_ECU
ECU9: +24V (X1/62)
ECU7: GND (X3/4)
57 GND_ECU
ECU9: +24V (X1/57)
ECU7: GND (X3/7)
60 GND_ECU
ECU9: +24V (X1/60)
ECU7: GND (X3/10)
61 GND_ECU
ECU9: +24V (X1/61)
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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)
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ECU7: AO1 (X1/7)
50 Engine speed 0 to 10V
ECU9: AO1 (X1/40)
ECU7: AO2 (X1/6)
46 Engine load 0 to 10V
ECU9: AO2 (X1/45)
ECU7: AO1_2_GND (X1/5)
49 GND_AO_FIP
ECU9: AO1_2_GND (X1/35)
ECU7: DI1_H ( X1/43)
36 + ECU_Stop
ECU9: DI1_H ( X1/10)
ECU7: DI1_L ( X1/28)
35 - ECU_Stop
ECU9: DI1_L ( X1/9)
ECU7: DI2_H ( X1/42)
40 + Full engine
ECU9: DI2_H ( X1/14)
ECU7: DI2_L ( X1/27)
39 - Full engine
ECU9: DI2_L ( X1/13)
ECU7: DI5_H ( X1/39)
44 + Speed increase
ECU9: DI5_H ( X1/26)
ECU7: DI5_L ( X1/24)
43 - Speed increase
ECU9: DI5_L ( X1/25)
ECU7: DI6_H ( X1/38)
48 + Speed decrease
ECU9: DI6_H ( X1/30)
ECU7: DI6_L ( X1/23)
47 - Speed decrease
ECU9: DI6_L ( X1/29)
ECU7: DI8_H ( X1/36)
52 + Speed demand switch
ECU9: DI8_H ( X1/38)
ECU7: DI8_L ( X1/21)
51 - Speed demand switch
ECU9: DI8_L ( X1/37)
ECU7: TOP1 (X1/14)
34 ECU Emergency Stop
ECU9: TOP1 (X1/12)
ECU7: TOP2 (X1/13)
33 Feedback wire break signal “ECU_ESI“
ECU9: TOP2 (X1/11)
ECU7: TOP1_2_GND (X1/12)
37 GND_TOP
ECU9: TOP1_2_GND (X1/15)
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ECU7: ESI (X1/4)

38 Signal “ECU_ESI“
ECU9: ESI (X1/36)
ECU7: CAN1_H (X1/19)
1 CAN1 H (MCS5)
ECU9: CAN1_H (X1/1)
ECU7: CAN1_L (X1/35)
2 CAN1 L
ECU9: CAN1_L (X1/2)
22 | Interfaces | E532784/01E 2015-05

ECU7: CAN1_GND (X1/20)
5 CAN1 GND (ISO)
ECU7: CAN2_H (X1/33)
3 CAN2 H (MCS5 red.)
ECU9: CAN2_H (X1/3)
ECU7: CAN2_L (X1/18)
4 CAN2 L
ECU9: CAN2_L (X1/4)
8 CAN2 GND (ISO)
CAN Dialog
7 CAN1 H (MCS5) EIM
6 CAN1 L EIM
10 CAN1 GND (ISO) EIM
EMU
16 +U_EMU EMU
12 GND_EMU EMU
11 EMU Emergency stop EMU
Barring device (Barring Gear) 1&2
29 +U_Barring gear Barring gear
25 Barring device (Limit Switch Barring Gear) Barring gear
Start air pressure sensor
13 +U_Starting-air pressure Starting-air pressure
14 P-Starting-air pressure_IN Starting-air pressure
15 GND_Starting-air pressure Starting-air pressure
Electric starter
53 Tl. 45 Engaged Starter A starter
Pneumat. starter
21 Tl. 50_Pneumatic_Starter starter
17 GND_Pneumatic_Starter starter
Battery-charging generator
56 Battery-charging generator D+ Generator
55 Battery-charging generator B+ Generator
Free
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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
E532784/01E 2015-05 | Interfaces | 23

18 SDAF1_Feedback EIM: Emergency stop circuit
22 SDAF2_Feedback EIM: Emergency stop circuit
Emergency-air shutoff flaps (optional)
32 +24V_SDAF1
28 GND_SDAF1
24 +24V_SDAF2
20 GND_SDAF2
Emergency stop engine side
23 +24V_Emergency_Stop
19 EMERGENCY_STOP_IN
Table 2: Engine interface X52
High current contacts (M threaded pin)

• Starter terminal 30 positive
• Starter terminal 31 negative
• Terminal 50/1 engagement relay starter A
• Terminal 50/2 engagement relay starter B
Connection to the plant is established via connector X51.

A suitable plant connector is delivered together with the EIM.
A cable with plug and open end or a prefabricated cable are available on an optional basis.
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24 | Interfaces | E532784/01E 2015-05

4 Voltage supply
4.1 Power supply concept
Batteries
1 Default system battery (main bat-
tery)
2 Redundant system battery (backup
battery)
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.
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E532784/01E 2015-05 | Voltage supply | 25

Internal power distribution
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.
Supplied devices and protection

The following devices are supplied from the Engine Interface Module:
• ECU supply with max. 30 A
• EMU supply with max. 6 A
• Control system supply with max. 6 A
The starter circuit is supplied directly by the starter battery. The Engine Interface Module does not sup-
ply the starter circuit with current, it merely activates the output for the engagement signal.
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• Starter with max. 60 A

The EIM also provides the following supplies as required:
• Pneumatic starter with max. 1 A
• 2 pcs. Emergency-air shutoff flaps (SDAF) each with max. 6 A
26 | Voltage supply | E532784/01E 2015-05

Furthermore, the following outputs are separately supplied, protected and monitored by the Engine In-
terface Module:
• Barring device supply with max. 1 A
• Starting air pressure sensor supply with max. 1 A
• Emergency stop input supply (plant-side) with max. 1 A
• Key switch supply with max. 1 A
• Supply for SDAF 1 and 2 feedback with max. 1 A
• PIM supply with max. 1 A
• Spare supply with max. 1 A
To protect the electronics and cables against thermal overload and short circuits, the outputs are fused.
All fuses have an electronic design. If a device fuse trips, the fuse does not switch on again automatical-
ly. Reset must be initiated in order to reset fuses. Tripping of device fuses is monitored and signaled
with an alarm.
If the power was switched off due to an impermissible increase, this is displayed by an LED and sig-
naled by means of a CAN message.
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E532784/01E 2015-05 | Voltage supply | 27

5 Technical Data
5.1 EIM – Technical data
Term Unit Value
Dimensions
LxWxH mm 254 x 193 x 103
Draw-out clearance upwards mm 157
Draw-out clearance in longitudi- mm Max. 100
nal direction
Weight kg 4.4
Power consumption A 0.12 to 40
(without starter)
Heat dissipation W Max. 25
Operating voltage VDC 16 to 32 (operation) (STANAG 1008, Ed. 9 : 2004) (Marine,
on-board genset)
16 to 32 (operation) (DIN EN 50155 : 2004) (Rail)
12 to 16.8 (dialog)
Supply impedance Ω 0.15
Ri(power source) + Rcable
Grounding Required, via grounding strip
EMC protection IEC 60533: 1999 (Marine)
DIN EN 50121-3-2 : 2007 (Rail)
DIN EN 50155 : 2004 (Rail)
DIN EN 61000-6-2 : 2006 (CE classification industrial/
immunity)
DIN EN 61000-6-4 : 2007 (CE classification industrial/
emissions)
Insulation resistance IEC 60092-504 : 2001
Ri > 10 MΩ (IEC 60092-504
Utest = 50 VDC
Operational ambient temperature °C -30 to +85
Storage temperature °C -40 to +85
Relative air humidity % 0 to 95, condensing
Shock resistance 15g / 11 ms (half-sine shock pulse)
Vibrostability
5 to 25 Hz xpp = ± 1.6 mm
25 to 100 Hz a = ±4 g
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Degree of protection EIM 2-02: IP 10 as per IEC 60529 / DIN 40050

EIM 2-03: IP 55 as per IEC 60529 / DIN 40050
Installation position As desired
MTBF h 20,000 (at 75°C ambient temperature)
Table 3: EIM – Technical data
28 | Technical Data | E532784/01E 2015-05

6 Connections, Cabling
6.1 Connection variants
Standard and options 1 to 3 for connection of third-party systems
If an MTU automation system is used, the plant-side cables are included in the automation scope of
delivery and are described there.
if third-party automation systems are used, MTU offers one standard and three different connection op-
tions (option 1 to 3) for various configuration levels.
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.
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E532784/01E 2015-05 | Connections, Cabling | 29

Option 2
Cable with already connected DEUTSCH connectors X51.3, X51.4 and X51.5
• The following third-party systems can be directly connected to appropriate DEUTSCH mating connec-
tors here:
– Remote control system to X51.5
– Monitoring system to X51.4
– J1939 bus to X51.3
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
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30 | Connections, Cabling | E532784/01E 2015-05

Oil priming pump is detected automatically. A reset is possible via DiaSys®.
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6.2 Signal – Overview
The following table shows the signal distribution at plant connector X51, the distribution to the cores of
cable W51 and the DEUTSCH connector for options 2 and 3.
Explanation of the column designations

Column designation Explanation
FR Function range
X51 Pin no. of connector X51
CS Required core cross-section when cable is supplied by the Yard
I/O Input signal or output signal (viewed on MTU-side)
Signal function What is controlled?
W51 Wire number of MTU cable W51 (option 1)
X Connector number of DEUTSCH connector for options 2 and 3
No. Pin no. of DEUTSCH connectors for options 2 and 3
Note Further information
Table 4: Column designations
Signal overview X51

Cable with connectors fitted at both ends:
• X51 on one side and
• X51.1 to 3 (for third-party systems) or
• X51.1 to 5 (for MTU systems)
Connector with pigtail cable (open end)
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Signal func-
FR X51 CS I/O Signal name W51 X No. Note
tion
CAN-Low of
55 0.5 I/O J1939 inter- CAN_ J1939_L 13 1
face
CAN High of
56 0.5 I/O J1939 inter- CAN_ J1939_H 14 2
face
Ground of CAN CAN_
54 0.5 - 15 3
bus J1939 J1939_GND
Ground of CAN CAN_
54 0.5 - 16 4
bus J1939 J1939_GND
CAN Low of Connection is in-
45 0.5 I/O J1939 inter- CAN_ J1939_L 17 5 tended for 120 Ω
face terminator
MCS -1 CAN High of X51.3 Connection is in-

41 0.5 I/O J1939 inter- CAN_ J1939_H 18 6 tended for 120 Ω
face terminator
Power supply
for emergency +Ub_ EMERG_
12 0.5 O 19 7 Max. current 1 A
stop pushbut- STOP
ton
Emergency Input is monitored
11 0.5 I DI_EMERG STOP 20 8
stop input for wire break
A High signal
on this input DI_START INTER- Input is monitored
23 0.5 I 51 9
activates start LOCK for wire break
interlock
Power supply Maximum current
24 0.5 O +Ub 52 10
+24 V DC A
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Signal func-
tion
57 0.5 O Power supply +Ub_MCS 1 1
for MCS func- Includes current
60 0.5 O tions and devi- +Ub_MCS 2 2 monitoring allow-
ces ing cabling dam-
59 0.5 - Ground for GND_MCS 3 3 age to be detect-
supply voltage ed. Maximum cur-
62 0.5 - at wires 1 and GND_MCS 4 4 rent 6 A
2
Engine start
49 0.5 I DI_START 5 5 Signal stored
signal
Supply voltage
16 0.5 O +Ub_SS 6 6 Max. current 1 A
for key switch
Input for key Supply static sig-
15 0.5 I SS_ON 7 7
MCS -2 switch “ON” X51.4 nal
Input for key Supply static sig-
14 0.5 I SS_OFF 8 8
switch “OFF” nal
Engine stop
42 0.5 I ECU_DI1_ STOP 9 9 Stored
signal
Deactivated
cylinder cutout ECU_DI2_ CY-
38 0.5 I 10 10
(also called LCUTOUT OFF
“full engine”)
Corresponding Electrical isolation
ground for GND_ECU_ between the
43 0.5 - 11 11
both signals at DI1_2 grounds at wires
wires 9 and 10 11 and 30
53 0.5 O Reserve 12 12 No function
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Signal func-
tion
Reference volt-
age for the an- Output with 5 V
36 0.5 O ECU_UREF_ AI 21 1
alog input at (do not use)
wire 22
Speed demand
ECU_AI1_
40 0.5 I signal 4 to 20 22 2 Current supply
SPEED_DEM
mA
Ground for
Ground is electri-
32 0.5 - speed demand ECU_GND_ AI1 23 3
cally isolated
signal
Ground for the
analog outputs Ground is electri-
28 0.5 - ECU_GND_ AO 24 4
at wires 25 cally isolated
and 26
Engine load Engine load signal
ECU_AO2_ ENG-
31 0.5 O signal 0 to 25 5 at 0.5 V
LOAD
10 V Load is on DBR
Engine speed
ECU_AO1_ ENG-
27 0.5 O signal 0 to 26 6
SPEED
RCS 10 V X51.5
Speed in- ECU_DI5_
34 0.5 I 27 7
crease input SPEEDUP
Speed de- ECU_DI6_
30 0.5 I 28 8
crease input SPEEDDWN
Selection of
speed demand
using buttons
(speed change
Select speed ECU_DI8_ with signals at
26 0.5 I 29 9
demand SW_SPD_ DEM wires 27 and 28)
Analog speed set-
ting
(current at wire
22)
Combined ground
Corresponding for speed demand
ground for sig- ECU_GND_ via button signals
35 0.5 - 30 10
nals at wires DI5_6_8 (led out separate-
27, 28 and 29 ly for safety rea-
sons)
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Signal func-
tion
Maximum load
1A
Is open-load
monitored, which
is why min. load
Disengage-
29 0.5 O T_OUT_ DISENG 31 11 is required
ment request
(resistance must
be less than 2 Ω)
RCS X51.5 Pin (mating point)
<U switching
threshold) / 1 mA
Mating point input
Corresponding must be el. isolat-
33 0.5 - ground for wire GND_T_OUT 32 12 ed
31 (prevents circulat-
ing current)
20 0.5 33 1
19 0.5 34 2
Only when an No function when
13 0.5 MTU Priming 35 3 a third-party pri-
PPC - X51.1
18 0.5 Pump Control- 36 4 ming pump con-
ler is used troller is used
17 0.5 37 5
38 6
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Signal func-
tion
7 0.5 Not assigned
9 0.5 Not assigned
10 0.5 Not assigned
58 0.5 Not assigned
Only when an
MTU
4 0.5
MCS/RCS is
used
Only when an
MTU
8 0.5
MCS/RCS is
used
Only when an
MTU
22 0.5
MCS/RCS is
used
Only when an
MTU
37 0.5
MCS/RCS is
used
Only when an
MTU
44 0.5
MCS/RCS is
used
Only when an
MTU
1 0.5
MCS/RCS is
used
Only when an
MTU
2 0.5
MCS/RCS is
used
Only when an
MTU
3 0.5
MCS/RCS is
used
Only when an
MTU
5 0.5
MCS/RCS is
used
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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
Table 5: Signal overview X51 E532784/01E 2015-05 | Connections, Cabling | 37

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6.3 MCS -1 function range
Yard connection
Note that the connection has to be either directly at connector X51, at cable W51 or at the DEUTSCH
connectors. This depends on whether the default or one of the options 1 to 3 is used.
CAN 3 bus – SAE J1939
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
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• El. isolation: 50 VDC galvanic isolation

• Bus line: Sym. signal transmission via two wire line with common return line, alternatively twisted or
shielded
• Line impedance: Typ. 120 Ω
• Bus termination: Terminating resistor in each case 120 Ω at the end of the bus line (*)
Note: Only one resistor may be connected, which must be at the end of the bus.

Emergency stop signal input – DI_EMERG_STOP
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.
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Input specification NS_IN
• Input voltage range: 0 to 32 V
• LOW detection: Uin <10 V
• High detection: Uin >12 V
• Max. number of emergency stop pushbuttons: 8 pcs.
• Input impedance: 1.1 kΩ
• Electrical isolation: None
• Input filter: f <123 Hz
• Reverse-polarity protection: -UBATT
• Open-line monitoring:
– One resistor respectively connected in parallel to the switching contact: 33.2 kΩ ± 1%
– Pushbutton detection switching thresholds:
– 0 pushbutton: >68.9 kΩ
– 1 pushbutton: 68.9 to 22.66 kΩ
– 2 pushbuttons: 22.66 to 13.57 kΩ
Schematic circuit diagram (e.g. EIM with ECU 7)

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1 Emergency stop button

(Up to 8 pcs., in each case 33.2 kΩ parallel to contact)
The emergency stop interface incorporates the following signals both to the plant and the engine (paral-
lel):

• +24 V_emergency stop (output, fuse-protected)
• Emergency stop input (D_IN), wire-break monitoring
• Parallel connection of max. 8 emergency stop pushbuttons possible
• Furthermore, the following engine signals are incorporated in the emergency stop circuit:
– EMU_Emergency Stop (EIM input)
– ECU_Emergency Stop (EIM input)
– ECU_ESI (EIM output)
– ECU_FB_OpenLoad (EIM input)
– Option: Activation of SDAF 1 (EIM output)
– Option: Activation of SDAF 2 (EIM output)
– Option: FB SDAF 1 closed (EIM input)
– Option: FB SDAF 2 closed (EIM input)
Signal input ext. start interlock DI_EXT.STARTINTERLOC
Function
A signal applied at this input prevents engine starting provided that parameter ZKP 10.2000.005 is de-
activated.
Input specification D_IN

• Switches +UBATT
• Low detection UIN <4 V
• Input impedance: 3.5 to 4.6 kΩ
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6.4 MCS -2 function range
Yard connection
In this example the internal operating voltage is used to activate the inputs.
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.
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Output for higher-level automation system, supply voltage (+Ub_MCS, GND_MCS)
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: —
• Open-line monitoring: No
• Switched by key switch
Engine start signal input (DI_START)

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Function
A signal applied to this input trips an automatic engine start. The status “Local/Remote mode” is disre-
garded in this case.

Input specification D_IN
• Switches: +UBATT
• Low detection: UIN < 4 V
• High detection: UIN > 8 V
• Input impedance: 3.5 to 4.6 kΩ
Stop signal input (ECU_DI1_STOP)
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.
Input specification (signal looped through to ECU–DI1)

• Switches: External voltage or +UBATT
• Input voltage 0 to 32 VDC
• Low detection: Uin < 4 V
• High detection: Uin > 8 V
• Electrical isolation: up to 50 VDC
Key switch signal input (+Ub_SS, SS_ON, SS_OFF)
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
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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:

• Short circuit of key switch fuse:
– Stop engine
– Switch off plant (by disconnecting the battery)
– Eliminate fault; the fuse is reset automatically the next time the plant is switched on
– Important: The plant can not be switched back on after disconnecting the battery if the fault is not
rectified.
Schematic circuit diagram
1 Key switch 2 Output signal “ON”
Deactivate cylinder cutout signal input (ECU_DI2_CYLCUTOUTOFF)
Function
The engine governor prevents cylinder cutout when a signal is applied to this input (also referred to as
“full engine”).

• Low detection: Uin < 4 V
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• High detection: Uin > 8 V

Signal output Local (T_OUT_LOCAL)
Function
This output is activated by the following events:
• LOS in local control mode

When the plant is operated in local control mode, the plant is controlled exclusively via the LOS. Control
signals from RCS, regardless of whether they are hardwired or CAN signal, are disregarded.
Output specification T_OUT

• Short-circuit current: Overcurrent cutout, temperature-dependent
• Open-line monitoring: No
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6.5 RCS function range
Yard connection
RCS function range wiring diagram
Speed demand signal input (ECU_AI1_SPEED_DEM)
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.
Input specification (signal looped in at ECU–A I1)

• Current sources
• Sensor supply: 5 VDC ±3%, max. 25 mA (ECU_UREF_AI)
• Current: 0 to 20 mA nom.; 0 to 25 mA max.; compliance voltage 4.5 V at 20 mA
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• Electrical isolation: 50 VDC

• Fault detection current input: I <4 mA; I >20 mA
• Power supply protection: Short circuit to GND, overvoltage 36 VDC
Engine load signal output (ECU_AO2_ENGLOAD)
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%

Output specification (signal looped through from ECU–AO2)
• Control of:
– Display instruments
– Analog inputs
• Channel specification
– Output voltage: 0 to 10 V
– Output voltage without load: approx. 0 V
– Short-circuit current: 17 mA
– Imax: 0 to 8 mA at 10 V
– Settling time: 45 ms
– Electrical isolation: None
– Open-line monitoring: No
– Overvoltage protection: 36 VDC
Engine speed signal output (ECU_AO1_ENGSPEED)
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
Output specification (signal looped through from ECU–AO1)

• Control of:
– Display instruments
– Analog inputs
• Channel specification
– Output voltage: 0 to 10 V
– Output voltage without load: approx. 0 V
– Short-circuit current: 17 mA
– Imax: 0 to 8 mA at 10 V
– Settling time: 45 ms
– Electrical isolation: None
– Open-line monitoring: No
– Overvoltage protection: 36 VDC
Speed UP and Speed DOWN signal inputs (ECU_DI5_SPEEDUP,

ECU_DI6_SPEEDDWN)
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”)
• Low detection: Uin <4 V
• HIGH detection: Uin >8 V
• Open-line monitoring: Current monitoring with ROL = 33 kΩ ±10% (see Fig.)

Speed demand switching signal input (ECU_DI8_SW_SPD_DEM)
Function
A signal at this input makes the two inputs DI5 and DI6 “live”.

• Low detection: Uin <4 V
• Open-line monitoring: Current monitoring with ROL = 33 kΩ ±10% (see Fig.)
The switching function must be checked manually at regular intervals.
Disengage signal output (T_OUT_DISENG)
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.
Output specification T_OUT

• Short-circuit current: Overcurrent cutout (temperature-dependent)
• Open-line monitoring: Configurable (monitoring current flows when configured)
If an RCS is to be connected here that is not supplied from the same battery and therefore does not
have the same reference ground, it is essential that this signal is electrically isolated on the plant side.
This prevents circulating current via the signal ground.
The function must be monitored by the customer if wire break monitoring is not configured.
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6.6 MTU oil priming pump (PPC)
Suitable cables are delivered for connection of the MTU oil priming pump (PPC). They are not inter-
changeable are connected to the DEUTSCH connector X51.1 and the oil priming pump.
Manual wiring is not necessary.
A connected oil priming pump is detected automatically and detection is stored internally. Automatic
priming takes place in accordance with the configuration when an oil priming pump has been detected.
To deactivate a detected oil priming pump once again, the oil priming pump must be reset using the
DiaSys®.
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.
Intermittent oil priming

Intermittent oil priming involves periodic lubrication of the engine at standstill by repeatedly activating
the electric oil priming pump for a certain time.
Oil priming is started at engine standstill after the configurable pause tPause. The oil priming pump is
switched off again on reaching the oil pressure limit pOP or when the max. priming time tmax expires.
When the oil pressure limit pVS for oil priming has been reached, oil priming is ended. Via the tVS param-
eter, you can set how long the pump is to continue running after the target oil pressure is reached. This
prevents overlubrication of the engine. Priming stops immediately if tOP = 0. Priming stops on expiry of
the max. priming time tmax even when the target oil pressure pOP has not been reached. When the oil
priming time tVS or maximum priming time tmax has elapsed (continuous operation is also possible), the
oil priming pump is switched off and pause time tPause starts running again. The priming sequence starts
again after the interval. After successful oil priming, in the event of a repeated engine start within the
configurable time (priming derivative time tPause) no further oil priming is carried out. If the per data re-
cord is set to 0, priming takes place with every startup.
Pressure monitoring and alarm signaling

The oil pressure reached by the oil priming pump is monitored after a certain time independently of the
priming sequence itself.
TIM-ID: 0000057968 - 001
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.
Operation via the oil priming pump controller PPC

Operation of the priming pump using the Priming Pump Controller PPC is described in a separate Quick
Reference Guide.

Priming pump detection
The EIM features automatic priming pump detection. When the oil priming pump is activated for the first
time (start priming on activating engine start, intermittent oil priming on expiry of the priming interval)
the “CMD Priming On” command is compared with the “Priming pump On” feedback signal. If a change
of state from 0 to 1 takes place in the feedback signal, the EIM sets the internal “Priming pump” param-
eter, i.e. an oil priming pump is connected.
If no status change is to take place, the internal parameter "Oil priming pump" is not set, i.e. no oil
priming pump is connected.
If the EIM incorrectly detected the oil priming pump, e.g. due to feedback signal cabling damage, the
dialog program "Diasys®" can be used to reset the "Oil priming pump" parameter back to its original
state "MD". Priming pump detection can then be repeated after rectifying the fault.
Procedure for resetting the internal “Priming Pump” parameter

Link up the PC/Laptop with the “DiaSys®” dialog program and the EIM via the PCS5-CAN Bus (CAN1).
Start the “DiaSys®” dialog program:
1. “Select User Group“ window:
Select: “Service” (a hardware key with adequate user rights must be connected: ECU 7 or ECU 9
training (Level 1B) or "Developer" (Level 2)).
2. “Select device type” window:
Select device type “EIM”
3. “Device Description“ window:
Create or open EIM device description.
4. "Available Functions EIM" window:
Establish connection to device (CAN connection dialog program "DiaSys®" - EIM).
5. “Extras“ button:
Select “Reset Priming Pump” button
"Execute delete function?" Yes - No
6. "Yes" confirms the resetting of the internal parameter "Oil priming pump".
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6.7 External sensors
Starting air pressure sensor B19
The cable connector XB19 for the starting air pressure sensor on work boat engines in the Series
40000 is located on engine wiring harness W2 directly next to the engine governor ECU 7.
Plug in the cable with the appropriate mating connector and open end here. Connect the sensor at the
open end as shown in the following illustration.
The sensor must meet the following electrical specifications:

• Signal 4 to 20 mA
• Standard range 0 to 50 bar (changeable)
Establish the connection as follows:
1. Route the cable along the engine to starting air pressure sensor B19 and secure at suitable points
using cable ties.
2. Wire number 1: Signal +U_STAIR at sensor B10 pin +
3. Wire number 2: Signal P_IN_STAIR at sensor B10 pin -
The channel is switched off for safety reasons (protection) if a sensor current exceeding 24 mA is meas-
ured. The sensor value is then displayed as “SD”.
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A functional sensor is not detected automatically after repair or replacement. The system must be reset
for this reason (switched off and back on).
Coolant level sensor F33

The coolant level sensor F33 must only be connected by the shipyard when an external expansion tank
is installed. Otherwise, the sensor is already wired by MTU.
Cable connector XF33 for the coolant level sensor is located on engine wiring harness W2 in the imme-
diate vicinity of the ECU.

The cable with the appropriate mating connector and suitable connector for the coolant level sensor is
connected here when an external expansion tank is installed:
1. Plug in connector XF33 on engine wiring harness XF33 and secure it.
2. Route cable to sensor F33.
3. Plug in connector F33 at the sensor and secure it.
If a current higher than 24 mA is measured at this input, the load resistor inside the EIM is switched off.
At the same time, a switch is made to "Voltage measurement" mode. This results in the detection of a
"Sensor defect". Following repair of the sensor, a system reset must be carried out (switch off and then
back on again) in order that the functioning sensor is detected.
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6.8 EIM battery supply
General information about battery wiring
Various battery wiring applications are possible.
One system battery and one starter battery are always provided for each engine. The starter battery is
generally used as a redundant supply. The other starter battery is generally used as a redundant system
battery in order to prevent significant voltage dips during starting:
• Starter battery motor 1 is the redundant system battery for motor 2
• Starter battery motor 2 is the redundant system battery for motor 1
A second redundant system battery may also be provided in some cases.
The negative terminals of the two batteries must be connected to the protect internal circuitry against
circulating currents and grounding.
To connect the EIM to the system batteries (default and redundant), a cable cross-section of 6 mm2 is
recommended (with a max. cable length of 20 m). The fuses used are standard types (F3 and F4).
The cable from the starter battery to the starter (Tl. 30, Tl. 31) is solid (short-circuit resistant) and is not
necessarily fuse-protected. Fuse protection, should, however be provided by the shipyard. The rating of
this fuse must be determined by the shipyard depending on the following factors:
• Starter (power/current)
• Battery (internal resistance)
• Cable length (cross-section/line resistance)
A fuse is provided directly at the starter (integrated in the wiring harness) owing to the tapering cross-
section as an engine cable with a smaller cross-section runs from the starter to the Engine Interface
Module.
If one of the batteries is disconnected, the disconnection must be unipolar via the positive lead or bipo-
lar. With this arrangement, the unipolar cut-off of the negative pole would have no direct effect because
an alternative current path is available via the internal connection of default and redundant, the two
grounds of the negative pole and via the jumpers. However, the alternative current path is not designed
to withstand loading by the starter.
TIM-ID: 0000037569 - 003

Version with default system battery with redundant system battery and starter
battery
1 Redundant system battery 5 Starter 9 Default system battery

2 Redundant supply 6 Starter battery (system EMU EMU supply
3 Terminals to starter battery) ECU ECU supply
4 Engine wiring harness 7 Connector for EMU, ECU, PS Pneumatic starter
PS
8 Default supply
Connection to EIM 2-02 TIM-ID: 0000037569 - 003

Four M6 (4,5,6,7) stud bolts are provided for connection at the EIM. The batteries are connected here.
Procedure:
1. Remove screw (2) with washer at the cable clamp.
2. Remove screws 4 pcs. (1) with washers from cover (3).
3. Remove covers (3).
4. Route cable between batteries and EIM.
5. Fit cable rings (4 pcs. M6) on cables on the EIM side.
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.
Use of, or conversion of EIM 2-03

For conversion of the EIM 2-02 to the EIM 2-03, follow the conversion instructions at the end of this
chapter.
Connection to EIM 2-03
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.
3. Remove covers (3).
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

Version with default system battery with starter battery as redundant system
battery
1 Redundant supply 5 Starter 9 Default system battery

2 Jumpers 6 Starter battery (system EMU EMU supply
3 Terminals to starter battery) ECU ECU supply
4 Engine wiring harness 7 Connector for EMU, ECU, PS Pneumatic starter
PS
8 Default supply
Connection at EIM 2-02 when starter battery is used as a redundant system battery TIM-ID: 0000037569 - 003

Four M6 (9, 10, 11, 12) stud bolts are provided for connection at the EIM. The batteries are connected
here.
Procedure:
3. Remove covers.
5. Fit cable rings (2 pcs. M6) on cables on the EIM side as follows:
9. Remove nuts and washers from starter wiring Tl.30 (14) and Tl.31 (4).
10. Place jumpers (8) and (13) on correct stud bolts and place a washer over them:
• from redundant supply +terminal (10) to Tl.30 (14)
• from redundant supply -terminal (9) to Tl.30 (4)
11. Tighten all nuts to the following torque:
• (9), (10) and (14) to 4 Nm
• (4) to 3 Nm
12. Bolt on covers (3) and (7) and cable clamps back on in reverse sequence.
Use of, or conversion of EIM 2-03

For conversion of the EIM 2-02 to the EIM 2-03, follow the conversion instructions at the end of this
chapter.
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.

Procedure:
1. Remove screws (2) with washers at cable clamps.
3. Remove cover.
5. Fit the cable rings M6 (6 to 9) pulled over the grommets on the EIM side.
6. Fit cable rings (2 pcs. M6) on cables on the EIM side as follows:
8. Remove nuts and washers from starter wiring Tl.30 (11) and Tl.31 (4).
9. Place jumpers (5) and (10) on correct stud bolts and place a washer over them:
• from redundant supply +terminal (7) to Tl.30 (11)
• from redundant supply -terminal (6) to Tl.30 (4)
10. Tighten all nuts to the following torque:
• (6), (7) and (11) to 4 Nm
• (4) to 3 Nm
11. Bolt cover (3) and cable clamps back on in reverse sequence.
Special characteristic when using a starter battery as a redundant battery

The jumpers on the EIM must have a minimum cross-section of 6 mm2.
Conversion of EIM 2-02 to the EIM 2-03
Removal of the old EIM 2-02

Procedure:
1. Remove screws with washers at cable clamps.
2. Release locks of male connectors.
3. Remove all male connectors.
4. Unscrew power and starter cables.
5. Unscrew securing screws from EIM.
6. Remove old EIM.
Installation of new EIM 2-03

Procedure:
1. Bolt on new EIM with the securing screws.
2. Cut cable grommets for connection of the starter cables to size according to the cable cross-sec-
tion.
3. Use pointed pliers to push over wires as far as possible into the grommet. Spray the wires with
ethanol if necessary.
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Cutting of cable grommet
Item Cable cross-section (mm²) Outside diameter (mm)

1 6 5 ±0.3
2 10 6.5 ±0.5
3 16 8.1 ±0.5
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

6.9 Starter battery to starter
The starter battery/batteries has to/have to be connected on the yard-side to the starter/starters.
Minimum cable cross-sections have to be observed depending on the distance from the starter battery
to the starter.
Connection on engines with one starter
1 Terminal 30: Starter+ 3 Terminal 31: Starter–

2 Starter battery F1 Fuse
Establish the connection as follows:
1. Undo nuts at terminal 31 (ground) and 30 (supply) and remove together with the washers.
2. Route cable between battery and starter.
3. Fit M12 cable rings for the ground cable and M12 for the supply cables on the EIM side.
4. Connect cables to the appropriate stud bolts and fit one washer over them and screw on the nut:
• (1): Starter battery + terminal
• (2): Starter battery – terminal
5. Tighten nuts to 29.8 Nm countering the stud bolt (starter side) when doing this.
Connection on engines with two starters

TIM-ID: 0000037996 - 002
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.

1 to 4 Starter without jumper be- 3 Starter 1: Terminal 30+ 7 Starter 2: Terminal 31:
tween terminals 45 and 4 Starter 1: Terminal 31: Apply to battery negative
30b Apply to battery negative 8 Starter 2: Engine supply
6 to 8 Starter with jumper be- (connection not shown) + /starter relay output
tween terminals 45 and 5 Starter battery F1 Fuse
30b 6 Starter 2: Terminal 30+
1 Starter 1: Engine supply+
2 Starter 1: Starter relay
output
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7 Initial Operation
7.1 EIM – Initial operation and operation
Initial operation
The Engine Interface Module (EIM) is a device that is installed on the engine when delivered. Functional
software (FSW) and an associated parameter set are already installed on the EIM.
The EIM is ready for operation when the voltage supplies are applied.
The diagnostics lamp (D) must light up continuously.
The fuse lamp (F) must not light up.
The engine can then be controlled by MTU or third-party automation.
Engine operation with third-party automation system

The communication between engine and automation is via the CAN interface (SAE J1939) in the plant
connector of the EIM.
For operation with third-party automation, the EIM is the BDM server for the devices connected at the
PCS5 bus (ECU and EMU). To distinguish whether an EIM is in BDM server mode or not, a jumper is
evaluated in plant connector X51 (no jumper between pin 4 and 8 in plant connector X51 means: EIM is
BDM server). BDM server means that the EIM provides the corresponding communication data required
for communication with the connected devices for downloading.
TIM-ID: 0000038005 - 002
64 | Initial Operation | E532784/01E 2015-05

7.2 Software version
Reading out EIM software version
If the EIM functions as a BDM server and if the PVs are to be recorded with DiaSys, the DiaSys.dat file
belonging to the EIM-FSW is required.
For the plants SmartLine, BlueLine and BlueVision (except for BlueVision_New Generation), the EIM is
not a BDM server.
The software version of the EIM can be read out of the CCS Info of the EIM using DiaSys.
Link up the PC/Laptop with the DiaSys software tool and the EIM via the PCS5-CAN Bus (CAN1) to read
out the EIM software version.
Starting the DiaSys software tool:
1. “Select User Group“ window: Select: "Customer service" (with ECU 7 or ECU 9 training (1B)) or "De-
veloper" (2).
2. “Select device type” window: Select device type “EIM”.
3. “Device Description“ window: Create or open EIM device description.
4. “Available Functions EIM” window: Establish connection to device (establish DiaSys - EIM CAN con-
nection).
5. “Extras“ button: Select "Show CCS tree" button.
6. Load the CCS info from EIM and display.
7. Element “FSW EIM FSW…”, sub-element “File Text FSW Info…”: The "Info" shows the software ver-
sion "FSW_ID=2_1007_...." and the item number (X00E….) of the EIM (see Fig.: with black border).
TIM-ID: 0000038006 - 002
e.g.: FSW Edition 1_3_0

Using DiaSys-Setup, the DiaSys.dat files belong to the FSW_ID were saved in the following directory:
the installation directory is usually C:\DiaSys (also C:\DiaSys\Doku\EIM).
Correlation
EIM-FSW version – DiaSys.dat files (in [installation directory]\Doku\EIM)
E532784/01E 2015-05 | Initial Operation | 65

EIM 2-02 (B00E50201528/S0001) with third-party automation (FRCS)
FSW version (item number) Plant
2_1007_10_1_1_0 (X00E50207671) Plant_5000_A3_diasys.dat
2_1007_10_1_2_0 (X00E50207671/S0001) Plant_5000_A4_diasys.dat
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
EIM 2-02 (B00E50201528/S0002) with MTU automation BlueVision_New

Generation or third-party automation (FRCS)
Further EIM-FSW versions

Future EIM-FSW versions are as follows:

2_1007_10_2_0_0 (X000E50209115) 5000/A201
2_1007_10_10_4_0 (X000E50209829) 5000/A302
The Diasys.dat files belonging to the EIM-FSW are also made available on the FTP server.
Engine operation with MTU automation system

If MTU automation of the plants SmartLine, BlueLine and BlueVision (except for BlueVision_New Gener-
ation) is connected to the engine, a bridge must be provided in the cable (at plant connector X51) be-
tween pin 4 and 8. In this case, the EIM BDM Client and the PU data for the devices EIM, ECU or EMU
are downloaded by the BDM servers (SAM, MPU29, …) in the plant.
Successful downloading of the relevant project configuration data is indicated by the PV values of the
EIM (third-part systems: PV No. 900xxx; MTU automation plant-specific, e.g..114xxx, 118xxx) by means
of a DiaSys recording.
A prerequisite for recording the PVs by means of Diasys is the Diasys.dat file that belongs to the order.
If the PVs have valid values, the download was successful; if not (→ Page 102)
TIM-ID: 0000038006 - 002
If the EIM software version is to be determined, you have to proceed as described above.

7.3 Diagnosis and Programming
7.3.1 Diagnostic tools
1 Laptop 2 CD with DiaSys® software

2.40 SP1 or higher
For more detailed fault diagnostics of the electronic system, the dialog system DiaSys®, consisting of a
laptop with the program DiaSys® 2.40 SP1 or higher, a user dongle and a CAN interface can be deliv-
ered.
TIM-ID: 0000058039 - 001

7.3.2 Tools, test equipment and consumables
The manufacturer recommends the following tools, test equipment and consumables for carrying out
maintenance and repair work in the field or in the depot:
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
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7.3.3 Diagnostic features on EIM
Diagnostic lamp (DILA)
A diagnostic lamp (LED, blue) is integrated in the housing of the Engine Interface Module (EIM).
It indicates the operating status of the EIM.
Functions of diagnostic lamp DILA
DILA lights Engine Interface Module (EIM) is OK.
DILA dark EIM supply voltage missing or diagnostic lamp activation is faulty.
DILA flashes Hardware or software fault in the Engine Interface Module.
The diagnostic lamp (DILA) signals the following states:
1 Time in seconds 4 Application loader active 7 No firmware

2 Timing: 1/8 s 5 External RAM faulty 8 Application crashed
3 Ready for operation 6 External FLASH faulty
Fuse lamp (SILA)

A second indicator is the fuse lamp.
TIM-ID: 0000038009 - 004
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.
The fuse lamp (SILA) signals the following states:

1 Preamble 6 VSP current path failed 11 ES pushbutton current
2 ECU current path failed (S5) path failed – 24 V external
(S1) 7 SLD current path failed (S10)
3 MCS current path failed (S6) 12 Key switch current path
(S2) 8 DDV current path failed failed (S11)
4 EMU current path failed (S7) 13 SDAF 1 and 2 current path
(S3) 9 Gear monitoring current failed (S12)
5 Starter voltage: Terminal path failed (S8) 14 PIM current path failed
30, 31 not connected and 10 Emergency stop current (S13)
PR 10.0600.001 has value path failed – 24 V internal 15 Spare current path failed
1 or 2 (S4) (S9) (S14) (only for EIM with
ECU 7)
The failed current paths are signaled consecutively following the preamble (1) (LED on for 4 seconds).
There is a pause lasting 4 seconds in between.
TIM-ID: 0000038009 - 004

Sample flashing sequences
A Fuse S5 failure (1/2 sec- B Fuse S1 and fuse S4 fail-

ond steps) ure (1/2 second steps)
Note:
These bit patterns are continuously transmitted.
The CAN message "Status of internal power supply" also contains information on the current path
states of the EIM.
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7.4 Settings
7.4.1 Description of EIM parameters
The EIM can be parameterized using DiaSys (version 2.54 and higher).
Link up the PC/Laptop with the DiaSys software tool and the EIM via the PCS5-CAN Bus (CAN1) to
change the EIM parameters.
Calling up software tool Diasys

1. “Select User Group“ window: Select: "Customer service" (with ECU 7 or ECU 9 training (1B)) or "De-
veloper" (2).
2. “Select device type” window: Select device type “EIM”.
3. “Device Description“ window: Create or open EIM device description.
4. "Available Functions EIM" window
5. "Edit single parameters" window
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
10.0100.009 Engine configuration 3

10.0120.001 T-Coolant Only with Series 1163 with ECU 9:
Coolant temperature for cold-start function
10.0120.002 T-Coolant reaction time Only with Series 1163 with ECU 9:
Reaction for cold-start function
10.0500.001 MCS5 node number EIM MCS-5 node number EIM: 31
10.0500.002 J1939 baud rate J1939 baud rate: 250 kBaud
10.0500.003 J1939 node number EIM J1939 node number EIM: 0
10.0500.004 CANopen baud rate CANopen baud rate

10.0500.005 CANopen node number CANopen node number
10.0600.001 Number of electric starters 0 - no el. starter
1 - 1 el. starter
2 - 2 el. starter
10.0600.002 Pneumatic starter 0 - no pneumatic starter
1 - pneumatic starter
10.0600.003 L1L U-Starter Lower limit 1:
U-Starter < L1L U-Starter: “AL U-Starter” alarm
is signaled.
10.0600.004 “Time U-Starter L1L” delay Timeout for alarm signaling of 1st lower limit
10.0600.005 Hysteresis U-Starter L1L Hysteresis U-Starter L1L
10.0600.006 L2L U-Starter Lower limit 2:
U-Starter < L2L U-Starter: The CAN message
"MG U-Starter" is transmitted when a start re-
quest is made (e.g. by pressing "Engine Start"
pushbutton on the LOS)
10.0600.008 Max. Starter On Time (→ Page 83)
10.0600.009 Starter Cooling Down Ratio (→ Page 83)
10.0600.010 Hysteresis for max. Starter On Time (→ Page 83)
10.0610.001 Battery-charging generator monitoring (→ Page 79)
0: Battery-charging generator is only monitored
when the engine is running.
1: Extended monitoring: Battery-charging gen-
erator is monitored when the engine is turning
and at a standstill
10.0650.001 Max. "Turn" duration Max. “Turn” duration ( < Max. Starter On Time!)
10.0700.001 Min. “Disengage Active” time Pulse prolongation “Disengage for RCS”:output:
(connector X51 Pin 29, 33):
If the output is activated by a pulse, this pulse
is prolonged by the time set for “Min. Time Dis-
engage active”.
10.0700.002 "Disengage for RCS" output monitor- "Disengage for RCS" output: (connector X51
ing: Pin 29, 33):
0: Output is not monitored for wire break
1: Output is monitored for wire break
10.0800.001 EIM U1L temperature Upper limit 1: EIM temperature
10.0800.002 EIM U2L temperature Upper limit 2: EIM temperature
10.0800.003 EIM temperature timeout Timeout for alarm signaling in case of tempera-
ture limit violation
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

10.0810.003 24V-Bat L1L hysteresis 24V-Bat L1L hysteresis: Alarm is canceled
again
10.0810.004 24V-Bat U1L 1 24V_Bat upper limit
10.0810.005 24V-Bat U1L delay Timeout for alarm signaling 24V_Bat > U1L
24V_Bat
10.0810.006 24V-Bat U1L hysteresis U1L 24V-Bat hysteresis: 24V_Bat < (24V_Bat -
hysteresis) alarm is canceled again
10.0810.007 SD High 24V-Bat 24V_Bat > High 24V_Bat then SD (Sensor De-
fect)
10.0820.001 Main Power L1L Main Power lower limit 1
10.0820.002 Main Power L1L delay Timeout for alarm signaling “LO Main Power
Fail” (U_main < L1L)
10.0820.003 Main Power L1L hysteresis L1L + (Main Power L1L hysteresis): The “HI
Main Power Fail” alarm is canceled again if this
limit is violated once more
10.0820.004 Main Power U1L Main Power upper limit 1
10.0820.005 Main Power U1L timeout Timeout for alarm signaling “HI Main Power
Fail” (U_main > U1L)
10.0820.006 Main Power U1L hysteresis U1L – (Main Power U1L hysteresis): The “HI
Main Power” alarm is canceled again if this limit
is violated once more
10.0830.001 Redundant Power L1L Redundant Power lower limit 1
10.0830.002 Red. Power L1L timeout Timeout for alarm signaling “LO Red Power Fail”
(U_main < L1L)
10.0830.003 Red. Power L1L hysteresis L1L + (Red Power L1L hysteresis): The “HI Red
Power Fail” alarm is canceled again if this limit
is violated once more
10.0830.004 Redundant Power U1L Redundant Power upper limit 1
10.0830.005 Red Power U1L timeout Timeout for alarm signaling “HI Red Power Fail”
(U_red > U1L)
10.0830.006 Red Power U1L hysteresis U1L – (Red Power U1L hysteresis) The “HI Red
Power” alarm is canceled again if this limit is
violated once more
10.0900.001 Emergency-air shutoff flap (SDAF) (→ Page 82)
10.0900.002 SDAF Reset time (→ Page 82)
10.0900.003 SDAF On pulse time (→ Page 82)
10.0900.004 SDAF Off pulse time (→ Page 82)
TIM-ID: 0000038010 - 002
10.1062.001 T_Max_Ansaughilfe Only with Series 1163 with ECU 9:

Max. time for activation of the priming support
10.1090.001 Starter release speed Only with Series 1163 with ECU 9:
At this speed, the starter activation is ended
(starter disengaged)
10.1090.002 Start pilot Only Series 1163 with ECU 9:
0 - no start pilot
1 - start pilot (connected at terminal 50/1)

10.1090.002 Engine cold start, automatic Only Series 1163 with ECU 9:
Cold start without actuating Engine Start a sec-
ond time
10.1090.012 Zeitverzögerung_Vorschmieren_Start- Only Series 1163 with ECU 9:
en Time that priming continues after priming pres-
sure (10.1900.005) is reached before the start-
er is activated.
10.1900.001 No intermittent oil priming 0 - intermittent oil priming
1 - start of oil priming
10.1900.002 Priming setup time t_Pause (→ Page 86)
10.1900.003 P-Oil priming limit value p_Op (Int) (→ Page 86)
10.1900.004 Priming time t_Op (Int) (→ Page 86)
10.1900.005 P-Oil alarm priming limit value p_Al (→ Page 86)
(Int)
10.1900.006 Time to priming pressure alarm (→ Page 86)
10.1900.007 T-Oil alarm priming limit value (Int) The “LO P-Priming” alarm is not signaled if this
limit value is violated.
10.1900.008 Max. priming time t_max Start priming: Maximum priming period
10.1900.009 Time window for start without priming Priming is only repeated on restarting the en-
(Start) gine when this period has already expired
10.1900.010 Priming fault timeout Timeout for “Priming Pump Fail” alarm
10.1900.011 External priming stop is admissible 0 - Priming can not be stopped by a higher-level
MTU system or a third-party system via J1939
1 - Priming can be stopped by a higher-level
MTU system or a third-party system via J1939
Plant parameters:
10.2000.001 Mon. P-Gear-Lube-Oil-Switch (rpm) Mon. P-Gear-Lube-Oil-Switch:
Engine speed > Mon. P-Gear-Lube-Oil-Switch
(rpm), the signal “P-Gear_Lube_Oil Switch” is
monitored
10.2000.002 Time P-Gear-Lube-Oil-Switch Time the signal “P-Gear-Lube-Oil-Switch” must
be “high” until alarm is signaled.
10.2000.003 Mon. P-Gear-Ctrl-Oil-Switch (rpm) Monitoring P-Gear-Ctrl-Oil-Switch (rpm):
Engine speed > Mon. P-Gear-Ctrl-Oil-Switch
(rpm) , the signal “P-Gear-Ctrl-Oil Switch” is
monitored
10.2000.004 Time P-Gear-Ctrl-Oil-Switch Time the signal “P-Gear-Ctrl-Oil-Switch” must
be “high” until alarm is signaled.
TIM-ID: 0000038010 - 002
10.2000.005 Monitoring P_Gear_Lube_Oil_Switch Monitoring P_Gear_Lube_Oil_Switch:

F - no Monitoring P_Gear_Lube_Oil_Switch
T - Monitoring P_Gear_Lube_Oil_Switch
Parameter “F”: Instead of the signal
P_Gear_Lube_Oil_Switch this input can be
used to connect an “external start interlock”
switch.
10.2000.006 Monitoring P_Gear_Ctrl_Oil_Switch Monitoring P_Gear_Ctrl_Oil_Switch:
F - no Monitoring P_Gear_Ctrl_Oil_Switch
T - Monitoring P_Gear_Ctrl_Oil_Switch

10.2000.008 P_Gear_Lube_Oil_Sw_ac- P_Gear_Lube_Oil_Switch_active_ECU_Stop:
tive_ECU_Stop Parameter is T: Alarm “SS P_Gear_Lube_Oil”
actuates an ECU Stop (SS Security Shutdown)
F - no ECU Stop
T - ECU Stop
10.2000.009 P_Gear_Ctrl_Oil_Sw_ac- P_Gear_Ctrl_Oil_Switch_active_ECU_Stop:
tive_ECU_Stop Parameter is T: Alarm “SS P_Gear_Ctrl_Oil” ac-
tuates an ECU Stop (SS Security Shutdown)
F - no ECU Stop
T - ECU Stop
10.2000.010 Override_active P_Gear_Switches_Override_active:
F - Function of the P_Gear_Switches deactivat-
ed
T - Function of the P_Gear_Switches activated
10.2100.001 Number of emergency stop pushbut- The number of connected emergency stop
tons pushbuttons with a parallel resistance of R =
33K1 ohm must be stated here
10.2100.002 Plant starting sequence Starting sequence is either generated in EIM or
in the plant (e.g.
0 - EIM
1 - plant
10.2100.003 Overspeed test active 0 - overspeed test not active
1 - overspeed test active
10.2100.004 J1939 alarms not saved 0 - J1939 alarms (DM1) are stored when they
occur and are only deleted following acknowl-
edgment (MCS5)
1 - J1939 alarms (DM1) are only displayed as
long as they are applied (J1939 specification)
10.2100.005 Barring gear monitoring 0 - Barring gear is not monitored when the en-
gine is running
1 - Barring gear is monitored when the engine is
running
10.2100.006 Configuration of speed setpoint (→ Page 86)
source 4 Nibbles with following possible settings.
0 - CAN analog
1 - Up/Down Buttons
2 - Up/Down CAN
3 - Analog absolute
4 - Analog relative
5 - Frequency
6 - Notch position
TIM-ID: 0000038010 - 002

10.2100.007 Node configuration MMS interface Note MCS 29; RCS 30:
Bit 0
0 - Learning function activated
1 - Learning function deactivated
Bit 1
0 - Node 29 is default, not to be monitored. If
the learning function (see below) is active, mon-
itoring can be switched on automatically.
1 - Node 29 is available and is to be monitored.
Bit 2
0 - Node 30 is default, not to be monitored. If
the learning function (see below) is active, mon-
itoring can be switched on automatically.
1 - Node 30 is available and is to be monitored.
Reset learned data by setting parameter to -1.
Description of learning function:
With BlueVision_New Generation, the EIM re-
ceives from:
Node 30 (RCS): PV 110801
Node 29 (MCS): PV 990174
Using these PVs, if there is no MD, the EIM can
learn, for example, that node 29 is available af-
ter all, although this node is no longer config-
ured at the PR. Through the receipt of a valid
value of PV 990174, the presence of node 29
and the fact that it has to be monitored is
saved in the flash of the EIM. The EIM only does
this if bit 0 = 0 in the PR.
Rule: If a node is configured out in ZKP-PR
10.2100.007, with the learning function (bit 0)
activated the presence of a node can still be
detected in spite of this using the value of the
respective PV and can be saved in the flash of
the EIM. If ZKP-PR 10.2100.007 Node Config
MMS Interface has the value 6 or 7, both nodes
(RCS and MCS) are always present.
The learned data can be reset again by entering
the value -1 for the ZKP-PR 10.2100.007 Node
Config MMS Interface by means of Diasys.
10.2400.001 Torque limitation Limit 3 Torque limitation Limit 3. Different PVs can be
used to effect a torque limitation in the ECU.
We use PV “CAN-Torque-Limit 3”
10.2500.001 Communication protocol (CAN3) Communication protocol (EIM CAN3):
0 - J1939 old project
1 - J1939 new project
TIM-ID: 0000038010 - 002
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

10.2600.001 Limit L1L P-Start Air Lower Limit 1: P-Start-Air
Start P-Start Air < L1L P-Start Air: The “LO P-
Start Air” alarm is signaled
10.2600.002 Limit L2L P-Start Air Lower Limit 2: P-Start-Air
Start P-Start Air < L2L P-Start Air: The “LOLO P-
Start Air” alarm is signaled
10.2600.003 LO P-Start Air timeout Timeout for the “LO P Start Air” alarm signal
10.2600.004 LO P-Start Air hysteresis Hysteresis for the “LO P-Start Air” alarm
10.2600.005 P-Start Air end of measuring range End of measuring range for P-Start Air (max. 50
bar)
10.2600.006 T_max_Start_Air Maximum length of time for which the pneu-
matic starter can be activated
10.2700.001 Short circuit monitoring Tl. 50.1/2 ac- Short circuit monitoring Tl. 50.1/2 active:
tive 0 - Short circuit monitoring not active
1 - Short circuit monitoring active
Short circuit monitoring active = 1: The CAN
message “Engine Stop” is transmitted to the
ECU on detecting a short circuit.
Table 6: EIM parameters

The EIM contains a parameter set (engine and plant parameters) prepared by MTU. Plant parameters
are parameters that depend on the application and which may still have to be adapted at the custom-
er's during commissioning (e.g. parameter ZKP 10.2100.001 Number of emergency-stop buttons).
TIM-ID: 0000038010 - 002

7.4.2 Battery-charging generator monitoring – Parameters
ZKP parameter 10.0610.001: Battery-charging generator monitoring
0 - Battery-charging generator is only monitored when the engine is running.
1 - Extended monitoring: Battery-charging generator is monitored when the engine is turning and at a
standstill.
The EIM features a charging check circuit to monitor the battery-charging generator and basic excita-
tion of the battery-charging generator. The battery-charging generator is always connected with two
separate lines for D+ and B+.
As the battery-charging generator does not necessarily have to be connected to the supply voltage po-
tential, the charging check circuit is electrically isolated (500 V) from the rest of the electronic system.
L Battery-charging generator R Basic excitation LK Charging check

Bat Battery (180 Ω / 0.8 W) M Microcontroller
gT Electrical isolation
Functional description of charging check

1. ZKP parameter 10.0610.001 deactivated (0):
Battery charging is only monitored in the standard setting when the engine is running. When the
TIM-ID: 0000061265 - 001
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.

Functional description of basic excitation
For battery-charging generators with no self-excitation, basic excitation is generated by an ohm resis-
tive load (180 Ω/0.8 W). Basic excitation of the battery-charging generator is controlled by the micro-
processor. It is switched on as soon as the engine is running (PV 110068 “Engine running” is 1). Basic
excitation is switched off again after 5 s.
Switching off basic excitation after 5 s prevents overloading of the ohm resistive load. Basic excitation
has no effect on the functionality of self-excited battery-charging generators.
Basic excitation specifications:

• Basic excitation resistance: 182 Ω ±1%
• Basic excitation power (power loss at resistor): 0.8 W @ 12 V
• Basic excitation current (max.): 66 mA @ 12 V
Charging check specifications:

• Battery charging generator voltage (max.) between B+ and D+: UBD,max =35 V
• Charging check:
– Charging: UBD <4.5 V (up to max. 11 V)
– Charging error: UBD >12 V
TIM-ID: 0000061265 - 001

7.4.3 Speed demand source – Parameters
ZKP parameter 10.2100.006: Speed Demand Config
The ECU is notified via this parameter of the selection of the speed demand sources. Observe the fol-
lowing when configuring the speed demand sources:
The value is composed of four nibbles.
Each nibble can be set as follows:
• 0 - CAN analog
• 1 - Up/Down Buttons
• 2 - Up/Down CAN
• 3 - Analog absolute
• 4 - Analog relative
• 5 - Frequency
• 6 - Notch position
Example: Value = 0x 1520 (hexadecimal). This is composed as follows:
• Nibble 4 = 1 Up/Down Buttons
• Nibble 3 = 5 Frequency
• Nibble 2 = 2 Up/Down CAN
• Nibble 1 = 0 Analog CAN
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

7.4.4 Emergency-air shutoff flaps – Parameters
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
Table 7: Emergency-air shutoff flap parameters

ZKP parameter 10.0900.001:
0 means that there is no monitoring of the SDAF 1- or SDAF 2- feedback and no analog reading in or
supply voltage for SDAF1 or SDAF 2 for cable break detection.
ZKP parameters 10.0900.002, 10.0900.003, 10.0900.004:
The SDAFs must close when an emergency stop is tripped. This is detected via the SDAF 1- and SDAF
2- feedback.
• If feedback indicates that the SDAFs have closed, activation of the SDAF is interrupted (implemented
by the hardware).
• If there is no feedback, the CAN message “AL SDAF Fail“ and a yellow alarm are sent and, after a
defined time (Parameter “Time SDAF Reset“), the output “SDAF Reset“ is activated. This means that
activation of the SDAF is interrupted. Now the system switches to pulse operation (Parameter “Pulse-
Time SDAF On“, “Pulse-Time SDAF Off“). If the SDAFs fail during as a result of pulse operation, pulse
mode is ended; otherwise it is activated until the power supply is switched off.
TIM-ID: 0000038014 - 002

7.4.5 Starter control – Parameters
Example for engines in Series 2000 and 4000
The figures below illustrate the main parameters for engine starting.
Parameter Description
10.0600.008 Maximum Starter On Time
10.0600.009 Starter Cooling Down Ratio
10.0600.010 Maximum Starter On Time Hysteresis
Table 8: Starter control parameters
Starter engagement sequence diagram
1 Engagement attempts: 2 Engagement was success- 3 Start termination:

(activation term. 50) and ful: After the max. Starter On
check whether engaged (speed above 10 rpm). En- Time (the complete Starter
based on speed. Engage- ergization of starter up to On Time incl. engagement
ment was successful if speed 300 rpm, or to Max- attempts is added up). Be-
speed is above 10 rpm. imum Starter On Time ginning of the Cooling
TIM-ID: 0000038013 - 002
(15 s) has elapsed. For the Down period.

Max. Starter On Time, the
complete time during
which the starter was
energized, e.g. with en-
gagement attempts, is
added up.

Cooling down sequence diagram
1 Start termination: 2 Cooling down time: 3 Restarting is possible

Through expiration of the During the cooling down when the Cooling Down
max. Starter On Time. Be- time (except in Override time has expired.
ginning of the Cooling mode), starting is not pos-
Down period. sible. Cooling Down Ratio
1:4, i.e. starting was for
15 s followed by a wait
time of 60 s.
TIM-ID: 0000038013 - 002

Maximum Starter On Time hysteresis diagram
1 Starter ON SR Starter ready Max 1 Max. Starter on Time

2 Starter OFF SNR Starter not ready Max 2 Max. Starter On Time Hys-
3 Starter ON SOR Starter On Ratio teresis
4 Start terminated CDR Cooling Down Ratio
TIM-ID: 0000038013 - 002

7.4.6 Intermittent oil priming – Parameters
Example for Series 2000 and 4000
Intermittent oil priming and the associated parameters are represented graphically in the table below
for the sake of clarity.
Parameter Description From* Value To* Unit

10.1900.002 Priming setup time t_Pause 0 1800 3600 S
10.1900.003 P-Oil priming limit value p_Vs 0 0.4 1 bar
10.1900.004 Oil priming time t_Vs 0 0 180 S
10.1900.005 P-Oil alarm priming limit value 0 0.2 1 bar
10.1900.006 Time to priming pressure alarm 0 100 180 S
10.1900.007 T-Oil alarm priming limit value 0 120 150 degC
10.1900.008 Max. priming time t_max 0 100 900 S
10.1900.009 Time frame for start without priming 0 300 900 S
10.1900.010 Priming fault timeout 0 2 60 S
Table 9: Intermittent priming parameters

* Option for customer service: "1B" dongle free
TIM-ID: 0000038012 - 002

7.5 Evaluation
7.5.1 EIM – Process variables (PV)
The EIM process variables listed below can be recorded with the DiaSys software tool on the CAN bus.
A prerequisite for this is the Diasys dat file belonging to the plant (→ Page 67). The specified PV num-
bers are examples only valid for the plants 5000/Ax without MTU automation. Not all PV numbers are
needed for plants with MTU automation systems. This depends on the selection made by the project
engineer. The PV number assignment can also be freely selected by the project engineer (e.g. 114.xxx
or 118xxx). For all other plants, all PV numbers do not have to be available. The device ID can also be
different (e.g. 114.xxx or 118.XXX).
Process variable Description/function

PV900006 FB Priming Pump
PV900007 Command Priming On
PV900009 Disengage Command for RCS (EIM)
PV900023 P-Gear Lube Oil Switch
PV900024 P-Gear Ctrl Oil Switch
PV900042 P-Start Air
PV900055 AL Main Power Fail
PV900056 AL red. Power Fail
PV900057 LO U-Starter Battery
PV900058 MG Starter Battery Voltage
PV900059 AL SDAF Fail
PV900061 AL Internal Power Supply Fail
PV900062 AL Battery Charge Fail
PV900063 Status Battery Charge Fail
PV900064 Status SDAF Fail
PV900065 SS SDAF closed
PV900066 Status Int. Power Supply Fail
PV900067 Status Emerg. Stop Circuit Fail
PV900068 AL Emerg. Stop Circuit Fail
PV900069 SS Overspeed ECU (EIM)
PV900070 SS Emergency Stop
PV900071 AL Priming Pump Fail
PV900072 AL pn. Starter Fail
PV900073 Status Starter Fail
TIM-ID: 0000038019 - 002
PV900074 AL el. Starter Fail

PV900075 LO P-Start Air
PV900076 LOLO P-Start Air
PV900078 AL Wiring Disengage
PV900080 Status Priming Pump Fail
PV900081 MG Priming Manual
PV900083 AL Start Pilot Fail

PV900084 AL Start terminated
PV900088 Status Startprocedure
PV900089 U_EIM
PV900092 MG Cold Start Required
PV900093 LO Required Oil Pressure
PV900098 L1L P-Start Air
PV900099 L2L P-Start Air
PV900102 MG Not Ready for Operat (EIM)
PV900103 MG Ext Start Interlock (EIM)
PV900104 MG SDAF closed (EIM)
PV900105 MG Gear not Neutral
PV900106 MG Barring Gear Engaged
PV900107 AL Barring Gear Engaged
PV900114 BDM
PV900120 SS P-Gear Lube Oil
PV900121 SS P-Gear Control Oil
PV900123 SS Security Shutdown
PV900124 SS Overspeed EMU (EIM)
PV900125 AL Override Activated
PV900130 EIM Configuration
PV900133 Unack AL MCS5
PV900134 Horn State MCS5
PV900136 Para. Priming Pump
PV900140 LO P-Priming
PV900145 AL EIM defect
PV900146 Status EIM defect
PV900152 MG Starter Not Ready
PV900153 Start Interlock
PV900179 Ready for Start
PV900194 AL Priming Pump Overcurrent
PV900212 Acknowledge J1939
PV900215 Acknowledge BM
PV900216 Starter active
TIM-ID: 0000038019 - 002
PV900217 Status Ready For Operation

PV900250 HI Main Power Fail
PV900251 LO Main Power Fail
PV900252 HI Red Power Fail
PV900253 LO Red Power Fail
PV900300 AL Power Limitation Active
PV900301 ETC 1 Running

PV900302 Engine Stop Active
PV900303 P-Oil Refill Pump
PV900304 LO P-Oil Refill Pump (ECU/EMU)
PV900305 LM LO P-Oil Refill Pump
PV900500 Half Scale Engine Speed
PV900501 Max Scale Engine Speed
PV900502 Engine Speed %
PV900503 UL Engine Speed %
PV900504 Select Engine Symbol
PV900506 Display Acknowledged
PV900507 Display Acknowledged Button
PV900508 Trip Reset Countdown
PV900509 Max. Scale Fuel Consumpt.l/h
PV900510 Actual Fuel Cons. %/l
PV900511 Mean Trip Fuel Cons. %/l
PV900520 MMS Configuration 1
PV900524 ECU Security Shutdown
PV900910 DIS Page Config.
PV900915 Node Config.
Table 10: EIM process variables

TIM-ID: 0000038019 - 002

7.5.2 EIM status words
Various status words provide information about the state of the Engine Interface Module.
Start procedure status

Engine operation with third-party automation system: PV 900088 (PCS-5 bus) or SPN 520241, PGN
65367 (J1939).
Engine operation with MTU automation system: Configuration-dependent, read from the order.
Bit Status bit designation Description

0 Start activated Starting has been activated
1 Oil priming pump Switch on via “CMD VSP On”
2 Starter ON Starters switched on
3 Start interlock active One of the start interlocks Bit 13 – 21 is active
4 Cool down sequence active ?
5 Engine ready for start Engine is ready for starting, start interlocks not
applied
6 Starter engaged Engine speed > 0 rpm
7 n > 300 Engagement speed reached information bit
8
9 Start terminated Information bit that start is canceled
10 MD Engine Running PV “Engine running” not received
11 Override active
12 Emergency start Prerequisite: PCS5 message “Engine running” is
MD (Missing Data)
Action: Press “Start” pushbutton on LOS until dis-
engagement speed has been reached
13 Start interlock: Engine Running Start interlock, as engine is already running
14 Start interlock: Ext. start interlock Start interlock, as an external start interlock is
applied
15 Start interlock: Gear not neutral Start interlock as the gearbox is not in neutral
16 Start interlock: Not ready for opera- Start interlock as “Ready for Operation” is not ac-
tion tivated
17 Start interlock: Barring gear Start interlock as barring gear is activated
18 Start interlock: SDAF Start interlock as emergency-air shutoff flaps are
activated
19 Start interlock: Emergency stop Start interlock as an “Emergency Stop” is applied
20 Start interlock: Engine stop Start interlock as an “Engine Stop” is applied
TIM-ID: 0000038021 - 002
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.

Bit Status bit designation Description
26 Cold start Feedback that cold-start function is active.
27 Priming support Feedback that priming support is activated.
28 Activate start pilot Feedback that start pilot is active.
Table 11: Status words
Example of an engine which is ready for start with el. starter:

The Startprocedure status word has the decimal value 16777248. This value comprises the following:
Bit 5 and bit 24 are set → 224 +25 = 16777248 (binary: 1 0000 0000 0000 0000 0010 0000)
Battery charging fault status

65362 (J1939).
Bit Designation Description

0 Fault in battery-charging generator Prerequisite: Turning engine.
or cabling damage Fault in battery-charging generator or supply cabling
damage.
1 Short circuit from D+ to B+ or ca- Prerequisite: Stationary engine.
bling damage at D+ or B+ D+ is shorting to B+ or the supply cabling is damaged
at D+ or B+.
Table 12: Battery charging fault status
Internal power supply fault status

This status indicates which supply voltage has failed. Engine operation with third-party automation sys-
tem: PV 900066 (PCS-5 bus) or SPN 520219, PGN 65362 (J1939).

0 ECU supply ECU power supply failure
1 EMU supply EMU power supply failure
2 Plant supply Failure of power supply to plant
3 Barring gear supply Failure of barring gear power supply
4 Starting air pressure sensor supply Failure of starting air pressure sensor power supply
5 Gearbox monitoring supply Failure of gearbox monitoring power supply
6 Key switch supply Failure of key switch power supply
7 Priming pump controller supply Failure of priming pump controller power supply
TIM-ID: 0000038021 - 002
8 SDAF1+2 feedback supply Failure of emergency-air shutoff flap feedback pow-

er supply
9 PIM supply Failure of PIM power supply

10 Spare supply For engines with ECU 9: Bit 10 signals a short cir-
cuit in the transistor output X51 pin 44 (e.g. for ac-
tivation of a priming support in the Series 1163).
For engines with ECU 7: Failure of the voltage sup-
ply for Spare.
11 Starter supply (Tl. 30) Failure of voltage supply of starters (term. 30)
Table 13: Power supply fault status
Starter fault status

65367 (J1939).

0 Cabling damage Tl. 50.1 El. starter: Cabling damage Tl. 50.1
1 Cabling damage Tl. 50.2 El. starter: Cabling damage Tl. 50.2
2 Short circuit to 24V or GND Tl. 50.1 El. starter: Short circuit to 24V or GND Tl. 50.1
3 Short circuit to 24V or GND Tl. 50.2 El. starter: Short circuit to 24V or GND Tl. 50.2
4 Short circuit to GND Tl. 50.1 El. starter: Short circuit to GND Tl. 50.1
5 Short circuit to GND Tl. 50.2 El. starter: Short circuit to GND Tl. 50.2
6 Transistors Tl. 50.1 not tripped El. starter: Transistors Tl. 50.1 not tripped
7 Transistors Tl. 50.2 not tripped El. starter: Transistors Tl. 50.2 not tripped
8 Overtemperature or short circuit to Pneumatic starter: Overtemperature or short circuit
GND pneumatic starter to GND in supply line.
9 Cabling damage of short circuit to Pneumatic starter: Cabling damage or short circuit
24 V pneumatic starter to 24 V in supply lines
10 Overload P Start Air Sensor P Start Air supplies more than 25 mA
Table 14: Starter fault status
Emergency stop circuit fault status

65368 (J1939).

0 Internal emergency stop supply faulty EIM: Internal emergency stop supply faulty
1 Emergency stop pushbutton supply EIM: Emergency stop pushbutton supply faulty
TIM-ID: 0000038021 - 002
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)

5 Emergency stop pushbutton difference Bit set (value =1): If in parameter 10.21000.001 the
sign value is lower than the number of connected emer-
gency-stop buttons(with parallel resistance for ca-
ble break detection).
The bit is not set otherwise (value = 0)
6 Number difference emergency stop Note about troubleshooting:
pushbutton bit 1 (LSB) This bit is set if 1, 3, 7 emergency stop pushbuttons
more or less than parameterized are detected.
pushbutton bit 2 This bit is set if 2, 6, 7 emergency stop pushbuttons
pushbutton bit 3 This bit is set if 4, 5, 6, 7 emergency stop pushbut-
tons more or less than parameterized are detected.
pushbutton bit 4 (MSB) This bit is set if 8 emergency stop pushbuttons
10 Cabling damage ECU ESI (ECU fault Cabling damage in the line in the cable harness be-
code 408) tween EIM connector X52 pin 38 and ECU connec-
tor X1 pin 4
11 AL EMU TransOut2 OpenLoad Cabling damage in the wiring harness between EIM
connector X52 pin 11 and EMU connector X11 pin
14 or EIM connector X52 pin 12 and EMU connec-
tor X11 pin 1 or 2
Table 15: Emergency stop circuit fault status
Emergency-air shutoff flap fault status

65362 (J1939).

0 Control of SDAF1 SDAF1: Cabling damage or short circuit to 24V in supply lines
1 Control of SDAF2 SDAF2: Cabling damage or short circuit to 24V in supply lines
2 FB SDAF1 SDAF1: Cabling damage in feedback signal supply line
3 FB SDAF2 SDAF2: Cabling damage in feedback signal supply line
4 SDAF1 not closed SDAF1: Not closed
5 SDAF2 not closed SDAF2: Not closed
TIM-ID: 0000038021 - 002
Table 16: Emergency-air shutoff flap fault status
Oil priming pump fault status

65367 (J1939).

0 Cabling damage oil priming pump con- Cabling from EIM connector X51 pin 13 to PPC
trol: (Priming Pump Controller) damaged.
1 Fault 1: Signal Fail VSP VSP (EIM connector X51 pin 17) is activated al-
though PPC is not activated.
2 Overload fuse Q001 (Manual mode) Overload fuse Q001 in Manual mode in PPC is trip-
ped.
3 Fault: Signal FB VSP FB VSP signal (EIM connector X51 pin 18) is acti-
vated although PPC is not activated.
4 Fault 2: Signal Fail VSP Fault: Fail VSP signal (EIM connector X51 pin 17)
and FB VSP signal (EIM connector X51 pin 18) are
activated if PPC is activated.
5 Cable fault 1: CMD VSP signal CMD VSP signal (EIM connector X51 pin 13) is ac-
tivated, however no FB VSP feedback signal (EIM
connector X51 pin 18), or FAIL VSP signal (EIM
connector X51 pin 17) is activated.
6 Cable fault 2: CMD VSP signal CMD VSP signal (EIM connector X51 pin 13) is ac-
tivated, EIM detects an internal fault (transistor for
Priming Pump Controller).
7 Overload fuse Q001 (Automatic mode) PPC is activated by EIM and FAIL VSP signal (EIM
X51 pin 17) is activated (value =1) indicating that
the overload fuse Q001 in the PPC has been trip-
ped.
8 Double fault Double fault: At least 2 faults apply.
Table 17: Oil priming pump fault status
EIM defect status

65368 (J1939).

0 Internal transistor main power failure EIM: Transistor main power failure
1 Internal transistor red. power failure EIM: Transistor red. power failure
2 Internal transistor Tl. 50.1 faulty EIM: Transistor Tl. 50.1 faulty
3 Internal transistor Tl. 50.2 faulty EIM: Transistor Tl. 50.2 faulty
4 Internal supply emergency stop faulty (24 V Emergency stop supply faulty (24 V emergen-
emergency stop) cy stop)
5 Internal supply emergency stop button faulty Emergency stop button supply faulty (24 V
TIM-ID: 0000038021 - 002
(24 V emergency stop) emergency stop)
Table 18: EIM defect status
EIM configuration status

The following information can be retrieved with the “EIM configuration” status word:
• EIM parameter settings
• Sensor system connected to the EIM
Engine operation with third-party automation system: PV 900130 (PCS-5 bus).

0 0 (empty) -
1 El. starter Electric starter parameterized.
2 Pn. starter Pneumatic starter parameterized.
3 Starting-air pressure sensor instal- Starting-air pressure sensor connected and pn. starter
led parameterized.
4 Generator “Monitoring Generator” parameter (ZKP 10.0610.001)
set.
5 PPC (oil priming pump) installed Priming Pump Controller detected.
6 P-Gear Lube Oil Switch Gear lube oil pressure switch not SD (Sensor Defect)
and “Monitoring P Gear Lube Oil Switch” parameter acti-
vated or configuration PV set via MTU automation sys-
tem.
7 P-Gear Ctrl Oil Switch Gear lube oil pressure switch not SD (Sensor Defect)
and “Monitoring P Gear CTRL Oil Switch” parameter ac-
tivated or configuration PV set via MTU automation sys-
tem.
8 Start pilot Only in applications for the Series 1163 (with ECU 9):
Start pilot available at engine, yes/no (ZKP parameter
10.1090.002)
Table 19: EIM configuration status

TIM-ID: 0000038021 - 002

8 Maintenance
8.1 Troubleshooting during startup
NOTICE
Cables routed incorrectly during plant commissioning.
Cabling and adjoining assemblies may be damaged!
• Check direction of cable routing. Check lettering on connectors and cable ends.
• Select cable cross-sections such that they match the spring terminals.
• Observe admissible bending radii when routing cables.
• Do not route cables over sharp edges. Fit edge protectors or anti-kink protectors for the cables.
• Secure all cables at suitable points with e.g. cable clamps or cable ties.
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.
Engine operation with MTU automation system

No. Symptom Failure cause Maintenance tasks
1 Diagnostics lamp (D) flashes EIM has no FSW Download FSW + parameter by
(status application loader ac- means of Diasys from the central
tive) (→ Page 69). database (CDB) and load the EIM.
2 Diagnostics lamp (D) flashes, Hardware fault Remove device and replace.
status external RAM defec-
tive, external flash defective)
(→ Page 69).
3 Fuse lamp (F) flashing (but Short circuit in current path Determine current path based on
not four times for starter to a device supplied by EIM flashing code of fuse lamp (F).
voltage terminal 30/31). Switch off EIM, check current path
and rectify short circuit. Switch EIM
back on.
4 Fuse lamp (F) flashes four No starter voltage is con- Supply terminal 30 and 31 at starter
times (terminal 30/31 start- nected and ZKP-PR (starter voltage) with voltage.
er voltage). 10.0600.001 is not equal
to 0. TIM-ID: 0000038022 - 002
96 | Maintenance | E532784/01E 2015-05

5 Start motor activated but Fault in starter cabling Check starter cabling.
starters (starter relays) are Engine not ready to start Record and evaluate PV values of
not activated. because start interlocks are the EIM (plant-specific, e.g.. 114xxx,
active (status word “Status 118xxx) by means of Diasys. From
Startprocedure“ does not the status word “Status Startproce-
have the value 16777248 dure“, it must be possible to detect
(for electric starter - EIM and eliminate the start interlock.
with ECU 7)).
Engine not ready to start Record and evaluate PV values of
because status word “Sta- the EIM (plant-specific, e.g.. 114xxx,
tus Startprocedure“ has the 118xxx) by means of Diasys. If the
value MD. status word “Status Startproce-
dure“ has the value MD, the EIM has
not unloaded valid PU data from the
BDM server (only possible in opera-
tion with MTU automation
(→ Page 55)). The PU data has to
downloaded again from the BDM
server by means of "Forced Down-
load“ (→ BDM server).
If, in spite of a “Forced Download“,
the status word still has no valid val-
ue, unplug the connection to the
ECU (connector X52), switch off de-
vices once again and repeat the pro-
cedure.
Should this also prove unsuccessful,
reset to factory default settings us-
ing DiaSys EIM and download FSW
and parameter record from the cen-
tral database once more.
6 “AL EIM defect“ is generated. Hardware fault Trace hardware fault in the “Status
EIM defect” status word and replace
device.
7 “AL Battery Charge Fail- Battery-charging generator Trace fault in the “Status Battery
ure“ is generated. failure Charge Fail" status word and elimi-
nate fault.
8 “AL Internal Power Supply Short circuit in current path Trace the fault in the “Status Inter-
Fail“ is generated. to a device supplied by EIM nal Power Supply Fail” status word.
Switch off EIM, check current path
back on.
9 “AL SDAF Fail“ is generated. Emergency-air shutoff flap Trace fault from the “Status SDAF
TIM-ID: 0000038022 - 002
failure or cabling fault Fail“ status word and, where possi-

ble, eliminate fault (check SDAFs
and their wiring).
10 “AL el. Starter Fail“ is gener- Fault in el. starter Trace the fault from the “Status
ated. Starter Fail” status word and rectify
if possible.
11 “AL pn. Starter Fail“ is gener- Fault in pn. starter Trace the fault in the “Status Starter
ated. Fail” status word and rectify if possi-
ble.
E532784/01E 2015-05 | Maintenance | 97

12 “Al Emergency Stop Circuit Fault in emergency stop cir- Trace fault from “Status Emergency
Fail” is generated. cuit Stop Circuit Fail“ status word and
rectify fault if possible (Check pa-
rameter “Number of emergency-
stop buttons“).
13 “AL Priming Pump Fail“ is Oil priming pump failure Trace the fault from the “Status Pri-
generated. (activation, cabling or feed- ming Pump Fail” status word and
back) rectify if possible.
14 No engine priming. Oil priming pump or wiring Check PPC.
to oil priming pump defec- Check cabling to PPC.
tive
15 No engine priming. EIM has not detected an oil Using DiaSys® reset detection of
priming pump. PPC and restart (→ Page 29).
Table 20: Troubleshooting during startup with MTU automation systems
Engine operation with third-party automation system

1 Diagnostics lamp (D) flashes EIM has no FSW Download FSW by means of Diasys
(status application loader ac- from the central database (CDB)
tive (→ Page 69)). and load the EIM.
2 Diagnostics lamp (D) flashes Hardware fault Remove device and replace.
(status external RAM defec-
tive, external flash defective)
(→ Page 69).
3 Fuse lamp (F) flashing (but Short circuit in current Determine current path based on
not four times for current path to a device supplied flashing code of fuse lamp (F).
path for starter voltage). by EIM Switch off EIM, check current path
back on.
4 Fuse lamp (F) flashes four No starter voltage con- Supply terminal 30 and 31 (starter
times (current path for starter nected. voltage) with voltage.
voltage).
5 Start motor activated but Fault in starter cabling Check starter cabling.
starters (starter relays) are Engine not ready to start Read out status word at SAE J1939
not activated. because start interlocks CAN bus.
are applied. From the status word “Status
(Status word “MEC5/ En- MEC5 / Engine Status of Startpro-
gine Status of Startproce- cedure“ (SPN520241, PGN65367),
dure“ (SPN520241, it must be possible to detect and
PGN65367) does not have eliminate the start interlock.
TIM-ID: 0000038022 - 002
the value 16777248 (for

electric starter - EIM with
ECU 7)).
6 “MTU Engine Interface Mod- Hardware fault Read out status word at SAE J1939
ule-Bad Device or Compo- CAN bus.
nent“(SPN522197, FMI 12) is Trace hardware faults from the sta-
generated (DM1 message) tus word “MEC6/MTU_EIM defect
State“ (SPN522197, PGN 65368)
and replace device.
98 | Maintenance | E532784/01E 2015-05

7 “Battery Charge Fail Sta- Battery-charging generator Read out status word at SAE J1939
tus“ (SPN 520211, FMI31) is failure CAN bus.
generated (DM1 message) Trace fault from status word
“MEC3/ Battery Charge Fail Sta-
tus“ (SPN 520211, PGN 65362)
and rectify it.
8 “Internal Power Supply Sta- Short circuit in current Read out status word at SAE J1939
tus“ (SPN 520219, FMI 31) is path to a device supplied CAN bus.
generated (DM1 message) by EIM Trace fault from status word
“MEC3/Status Internal Power Sup-
ply Fail“ (SPN 520219, PGN
65362). Switch off EIM, check cur-
rent path and rectify short circuit.
Switch EIM back on.
9 “SDAF Fail Status“(SPN Emergency-air shutoff flap Read out status word at SAE J1939
520212, FMI 31) is generated failure or cabling fault CAN bus.
(DM1 message). Trace fault from the status word
“MEC3/ SDAF Fail Sta-
tus“ (SPN520212, PGN65362) and
rectify if possible (Check SDAFs
and their cabling).
10 “Starter Fail Status“ (SPN Fault in el. starter Read out status word at SAE J1939
520240, FMI31) is generated CAN bus.
(DM1 message) Trace fault from the status word
“MEC3/ Starter Fail Status“ (SPN
520240, PGN65362) and rectify if
possible.
11 “Emergency Stop Fail Status” Fault in emergency stop Read out status word at SAE J1939
(SPN 520231, FMI31) is gen- circuit CAN bus.
erated (DM1 message) Trace fault from the status word
“MEC&/ Emergency Stop Fail Sta-
tus“ (SPN520231, PGN 65368) and
rectify if possible (check parameter
“Number of emergency-stop but-
tons“).
12 “Priming Pump Fail Sta- Oil priming pump failure Read out status word at SAE J1939
tus“ (SPN 520264, 31) is gen- (activation, cabling or feed- CAN bus.
erated (DM1 message) back) Trace fault from the status word
“MEC5/ Priming Pump Fail Sta-
tus“ (SPN 520264, PGN 65367)
and rectify if possible.
13 No engine priming. Oil priming pump or wiring Check PPC.
to oil priming pump defec- Check cabling to PPC.
TIM-ID: 0000038022 - 002
tive
14 No engine priming. EIM has not detected an Using DiaSys® reset detection of
oil priming pump. PPC and restart (→ Page 29).
Table 21: Troubleshooting during startup with third-party automation
E532784/01E 2015-05 | Maintenance | 99

8.2 Maintenance tasks on EIM
General information
Strict adherence to the instructions and intervals for performing maintenance tasks ensures constant
availability and reliability of the entire system. The preventive maintenance tasks listed below shall
therefore be performed conscientiously and without fail.
Maintenance work on the Engine Interface Module (EIM) primarily consists of visual inspection to detect
mechanical damage, loose connections or screws. Faulty or damaged assemblies must be repaired or
replaced immediately.
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:
Assembly/test point Task Measure

Engine Interface Module Security in installation position Retighten securing screws if nec-
(EIM) essary,
Security of connectors (Tyco connec- Retighten securing screws if nec-
tors) essary.
Security of power supplies Retighten securing screws of cable
rings if necessary
Security of starter wiring Retighten securing screws if nec-
essary.
Mechanical damage that can result in Replace assembly immediately.
impaired operation.
TIM-ID: 0000038007 - 002
100 | Maintenance | E532784/01E 2015-05

8.3 Interface module EIM plug connections – Check
Preconditions
☑Engine is stopped and starting disabled.
Checking EIM plug connections

1. Check both Tyco plugs (62-pole) (2) on EIM
for firm seating. Ensure that clips (3) are
engaged.
2. Check screws (1) of cable clamps on EIM
for firm seating. Ensure that cable clamps
are not faulty.
TIM-ID: 0000017034 - 004
E532784/01E 2015-05 | Maintenance | 101

8.4 Engine Interface Module EIM – Removal and installation
Preconditions
☑Engine is stopped and starting disabled.
Removing EIM from the engine

1. Note or mark assignment of cables and
connectors.
2. Unscrew all screws (1).
3. Undo clips (2) on connectors.
4. Disconnect all connectors.
5. Unscrew power and starter cable.
6. Remove screws (3).
7. Take off EIM.
Installing EIM on the engine

1. Install in reverse order. When doing so, observe correct assignment between cables and plugs.
2. Check seal before installing.
Result: Replace seal if porous or defective.
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.
TIM-ID: 0000017035 - 005
102 | Maintenance | E532784/01E 2015-05

9 Appendix A
9.1 Abbreviations
Abbrevia- Meaning Explanation
tion
ACC Auxiliary Control Console
A/D Analog/Digital converter Converts sensor voltages into numeric values
ADEC Advanced Diesel Engine Control Engine governor
AGR Abgasrückführung Exhaust gas recirculation (EGR)
AL Alarm General alarm
ANSI American National Standards Institute Association of American standardization organiza-
tions
AOP Operator Panel
ATL Abgasturbolader Exhaust turbocharger (ETC)
BDM Backup Data Module Data storage module
BID Bus Interface Device Interface
BR Baureihe Series
BS Base Station
BV Betriebsstoffvorschrift Fluids and Lubricants Specifications, MTU Publication
No. A01061/..
CAN Controller Area Network Data bus system, bus standard
CCP Central Connecting Plate Mounting plate
CCS Compatibility Check System
CCTV Closed Circuit Television Video monitoring
CCU Central Control Unit Central control unit of the SmartLine system
CDC Calibration Drift Compensation Drift compensation setting in the Engine Control Unit
using DiaSys
CMPS Compass
COS Centralized Operator Station Central operating station
CPP Controllable Pitch Propeller
CU Control Unit Central connection unit for the joystick system
°C Degrees Celsius
DAS Duty Alarm System
DBGI DeBuG Interface
DCC Damage Control Console
TIM-ID: 0000002053 - 016
DDV Diagnose Daten Verbindung Diagnostic data connection

DGU Diesel Generator Unit
DILA Diagnostic lamp
DIN Deutsches Institut für Normung e. V. German Standardization Organization, at the same
time identifier of German standards (“Deutsche In-
dustrie-Norm”)
DIS Display Unit Display panel
DL Default Lost Alarm: CAN bus failure
E532784/01E 2015-05 | Appendix A | 103

tion
DMC Data Matrix Code
DMC dec. Data Matrix Code decoded
DOC Diesel Oxidation Catalyst Oxidation catalyst upstream of diesel particulate filter
DPF Diesel Particulate Filter
DTS Depot Test System
DU Display Unit
ECI Engine Control Interface
ECS Engine Control System Engine management system
ECU Engine Control Unit Engine governor
EDM Engine Data Module Memory module for engine data
EEPROM Electrically Erasable and Programma- Memory module
ble Read Only Memory
EIL Engine Identification Label Electronic nameplate which identifies the engine
EIM Engine Interface Module Engine interface
EMU Engine Monitoring Unit
EPC Electronic Pump Control Pump control unit
EPCC Electric Plant Control Console
EPMS Electrical Power Management System
EPROM Electrically Programmable Read Only Memory module
Memory
ESD Electrostatic Device Component susceptible to electrostatic discharge
ESI Emergency Stop Input Emergency stop input at the engine governor
ETC Electronic Transmission Controller J1939 message
ETK Ersatzteilkatalog Spare Parts Catalog
FAL Field Automation Level
FCU Flap Control Unit Exhaust flap control unit
FDH Field Data Handling
FPP Fixed Pitch Propeller
FW Firmware
FSW Firm software
GCU Gear Control Unit Gearbox control unit
GMU Gear Monitoring Unit Gearbox monitoring unit
h Hour
HE Haupteinspritzung Main injection
TIM-ID: 0000002053 - 016
HI High Alarm: Measured value exceeds 1st maximum limit

value
HIHI High High Alarm: Measured value exceeds 2nd maximum limit
value
HRC Human Readable Code
HT High Temperature
Hz Hertz
ICFN ISO – Continuous rating – Fuel stop Engine power rating as per DIN-ISO 3046-7
power – Net
104 | Appendix A | E532784/01E 2015-05

tion
IDM Interface Data Module Memory module for interface data
IMO International Maritime Organisation
IP International Protection Degree of protection against accidental contact, dust
and moisture as per DIN 40050
ISO International Organization for Stand- International umbrella organization of all national in-
ardization stitutes of standardization
JSK Joystick
KBP Kraftstoff-Booster Pumpe Fuel booster pump
kg Kilogram
kΩ Kilo ohm
KGS Kraftgegenseite Engine free end as per DIN ISO 1204
KJ Key switch
KS Kraftseite Engine driving end as per DIN ISO 1204
LCD Liquid Crystal Display, Liquid Crystal
Device
LCU Local Control Unit LOP subassembly
LED Light Emitting Diode
LL Low Limit Lower limit value
L1L Low 1 Limit First lower limit value
L2L Low 2 Limit Second lower limit value
LMU Local Monitoring Unit LOP subassembly
LO Low Alarm: Measured value lower than 1st minimum limit
value
LOLO Low Low Alarm: Measured value lower than 2nd minimum limit
value
LOP Local Operating Panel Local control panel
LOS Local Operating Station Local control unit
LPU Lubricating oil Pump control Unit
MAU Medium Attachment Unit
MCD Marine Control Drive Remotely-controllable and regulated fluid coupling
MCR Machinery Control Room
MCS Monitoring and Control System
MCU Management Computer Unit
MD Missing Data No data available
MEU Monitoring Extension Unit Extended engine and gearbox monitoring
TIM-ID: 0000002053 - 016
MFD Multifunction Display

MG Message
MPC MTU Personal Computer
MPU Microprocessor Unit, Microprocessing
Unit
mm Millimeter
MTU Motoren- und Turbinen-Union
MΩ Mega ohm
ms Millisecond
E532784/01E 2015-05 | Appendix A | 105

tion
ND Niedrigdruck Low pressure
NE Nacheinspritzung Post-injection
NOx Collective term for gaseous oxides of
nitrogen
sNE späte Nacheinspritzung Late post-injection
NT Niedrigtemperatur Low temperature
OS Operator Station Operating station
OT Oberer Totpunkt Top dead center
PROFET Protected FET
P-xyz Pressure-xyz Pressure measuring point, xyz specifies the measur-
ing point designation
PAN Panel Control panel
PCC Propulsion Control Console
PCD Programmable Controller Device
PCMU Propeller Control and Monitoring Unit
PCS Process Control System
PCU Propeller Control Unit Control section in the Propeller Control and Monitor-
ing Unit PCMU
PGN Parameter Group Number J1939 message
PIM Peripheral Interface Module
PIU Process bus Interface Unit Communication interface
PMU Propeller Monitoring Unit Monitoring section in the Propeller Control and Moni-
toring Unit PCMU
POU Portable Operating Unit Laptop
PPC Priming Pump Controller Oil priming pump control unit
PPS Programmable Process Station
PS Portside Port
PSU Power Supply Unit Voltage supply voltage transformer
PVC Polyvinyl chloride
RAM Random Access Memory
RCS Remote Control System
RL Redundancy Lost Alarm: Redundant CAN bus failure
RMD Remote Maintenance and Diagnosis
System
RP Rudder Propeller
TIM-ID: 0000002053 - 016
SAE Society of Automotive Engineers U.S. standardization organization

SAM Service and Automation Module
SB Starboard
SD Sensor Defect Alarm: Sensor failure
SDAF Shut Down Air Flaps Emergency air-shutoff flap(s)
SE System Error Operating system error
SILA Sicherheitslampe Safety lamp
SLD Second Level Domain
106 | Appendix A | E532784/01E 2015-05

tion
SMU Shaft Speed Monitoring Unit Shaft speed acquisition
SPN Suspect Parameter Number J1939 message
SS Safety System Safety system alarm
SSK Schnellschlussklappe(n) Emergency air-shutoff flap(s)
SUE-FS Steuerungs- und Überwachungseinrich- Control and monitoring device for flame start device
tung Flammstarteinrichtung
SUE-VSP Steuerungs- und Überwachungseinrich- Control and monitoring device for oil priming pump
tung Vorschmierpumpe
T-xyz Temperature-xyz Temperature measuring point, xyz specifies the
measuring point designation
TD Transmitter Deviation Alarm: Deviation in transmitter values
TFT Thin Film Transistor
TH Thruster Box Thruster control unit
UL Upper Limit Upper limit value
U1L Upper 1 Limit First upper limit value
U2L Upper 2 Limit Second upper limit value
UT Unterer Totpunkt Bottom Dead Center
VE Voreinspritzung Pilot injection
VS Voith Schneider Voith Schneider drive
VSP Voith Schneider Propeller
WJ Waterjet Waterjet drive
WZK Werkzeugkatalog Tool Catalog
ZKP Zugehörigkeit-Kategorie-Parameter Assignment category parameter. Numbering scheme
for the signals of the ADEC engine governor
TIM-ID: 0000002053 - 016
E532784/01E 2015-05 | Appendix A | 107

9.2 Conversion tables
Length
Unit A multiplied by factor = Unit B
in 25.4 = mm
ft 0.3048 =m
yd 0.9144 =m
stat. mile 1.609 = km
Nm 1.852 = km
yd 3 = ft
yd 36 = in
Unit B multiplied by factor = Unit A

mm 0.03937 = in
m 3.281 = ft
km 0.6215 = stat. mile
Area
in2 645.16 = mm2
ft2 0.0929 = m2
yd2 0.8361 = m2
stat. mile2 2.59 = km2
Unit B multiplied by factor Unit A

mm 2 0.00155 = in2
m2 10.764 = ft2
m2 1.1960 = yd2
km2 0.3861 = stat. mile2
Volume
in 3 16387 = mm3
ft3 0.02832 = m3
yd3 0.7646 = m3
gallon (U.S.) 3.785 = dm3
TIM-ID: 0000002173 - 016
gallon (UK) 4.546 = dm3

cm 3 0.06102 = in3
m3 35.31 = ft3
dm3 0.2642 = gallon (U.S.)
dm3 0.22 = gallon (UK)
108 | Appendix A | E532784/01E 2015-05

Volumetric flow
gal/min (GPM, U.S.) 3.79 = l/min
gal/min (GPM, U.S.) 0.134 = ft3/min (cfm)
ft3/min (cfm) 1.70 = m3/h

l/min 0.264 = gal/min (U.S.)
3
ft /min (cfm) 7.48 = gal/min (U.S.)
m3/h 0.589 = ft3/min (cfm)
Velocity
ft/s 0.3048 = m/s
stat. mile/h (mph) 1.609 = km/h
knot (UK) 1.852 = km/h
Unit B multiplied by factor = Unit B

m/s 3.281 = ft/s
km/h 0.6214 = stat. mile/h (mph)
km/h 0.54 = knot (UK)
Mass
lb 0.4536 = kg
oz 28.35 =g
ton (imp.) 1.016 =t

g 0.03527 = oz
kg 2.205 = lb
t 0.9842 = ton (imp.)
Force
lbf 0.4536 = kp
lbf 4.4482 =N
TIM-ID: 0000002173 - 016
kp 9.80665 =N

kp 2.205 = lbf
N 0.10197 = kp
N 0.2248 = lbf
E532784/01E 2015-05 | Appendix A | 109

Density
slug/ft 3 515.4 = kg/m3

kg/m 3 0.00194 = slug/ft3
Torque
lbf ft 1.3558 = Nm

Nm 0.7376 = lbf ft
Pressure
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)

atm 760 = mmHg
atm 1.0133 = bar
atm 10332 = kp/m2 (mmH2O)
atm 1.0332 = kp/cm2 (at)
atm 14.696 = lbf/in2 (psi)
bar 14.504 = lbf/in2 (psi)
Pa 0.0209 = lbf/ft2 (psf)
2nd moment of mass

slug ft 2 1.3558 = kg m2

kg m 2 0.7376 = slug ft2
TIM-ID: 0000002173 - 016
Energy
lbf ft 1.356 =J
kcal 4186.8 =J
BTU 1055 =J
CHU 1899 =J
110 | Appendix A | E532784/01E 2015-05

J 0.7376 = lbf ft
J 0.0002388 = kcal
J 0.0009478 = BTU
J 0.00052656 = CHU
Power
PS 0.7355 = kW
HP 0.7457 = kW
BTU/s 1.054 = kW
kcal/h 1.163 =W
HP 550 = lbf ft/s

kW 1.36 = PS
kW 1.341 = HP
kW 0.9487 = BTU/s
W 0.8598 = kcal/h
lbf ft/s 0.0018 = HP
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
mile/gal (US) 0.4251 = km/l
TIM-ID: 0000002173 - 016
gal/mile (US) 2.3527 = l/km

km/l 2.3527 = mile/gal (US)
l/km 0.4251 = gal/mile (US)
E532784/01E 2015-05 | Appendix A | 111

9.3 MTU contact persons/service partners
Our worldwide sales network with its subsidiaries, sales offices, representatives and customer service
centers ensures fast and direct support on site and the high availability of our products.
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
Spare parts service

Fast, simple and correct identification of spare parts for your drive system or vehicle fleet. The right
spare part at the right time at the right place.
With this aim in mind, we can call on a globally networked spares logistics system, a central warehouse
at headquarters and on-site stores at our subsidiary companies, agencies and service workshops.
Your contact at Headquarters:
E-mail: spare.parts@mtu-online.com
Tel.: +49 7541 908555
Fax: +49 7541 908121
TIM-ID: 0000000873 - 015
112 | Appendix A | E532784/01E 2015-05

10 Appendix B
10.1 Index
EIM H
– High-current connections 62 Hotline 112
A I
Abbreviations 103 Interface module EIM
– Check 101
B Interfaces
Battery-charging generator monitoring – Engine room 13
– Parameters 79 – Third-party systems 13
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
– Connector X52 21 – Maintenance work 9

Engine Interface Module (EIM) – Operation 7
– Structure 16 – Organizational requirements 6
Engine Interface Module EIM – Personnel requirements 6
– Removal and installation 102 – Repair work 9
– Startup 7
F Safety requirements
Fuse lamp (SILA) – Safety notices, standards 12
– On EIM 69 Sensors 53
Service partners 112
Software version 65
E532784/01E 2015-05 | Appendix B | 113

Spare parts service 112
Speed demand source
– Parameters 81
Starter
– Connection
– To EIM 55
Starter battery
– Connection
– At starter 62
Starter control
– Parameters 83
Starting air pressure sensor 53
Startup
– Troubleshooting 96
Supply voltage 25
T
Technical data
– EIM 28
Troubleshooting 96
DCL-ID: 0000019614 - 002
114 | Appendix B | E532784/01E 2015-05

Installation and Commissioning Instructions: Electronic Control System Engine Interface (EIM) Application: Marine

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Installation and Commissioning Instructions: Electronic Control System Engine Interface (EIM) Application: Marine

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Installation and Commissioning

6 Connections, Cabling 9 Appendix A

E532784/01E 2015-05 | Table of Contents | 3

4 | Safety | E532784/01E 2015-05

Replacing components with emission labels

E532784/01E 2015-05 | Safety | 5

Work clothing and personal protective equipment

TIM-ID: 0000040531 - 006

6 | Safety | E532784/01E 2015-05

Safety regulations during operation

Malfunctions and emergency stop

structed to do so following a written procedure.

Operation of electrical equipment

E532784/01E 2015-05 | Safety | 7

TIM-ID: 0000040533 - 010

8 | Safety | E532784/01E 2015-05

Safety regulations during maintenance and repair work

E532784/01E 2015-05 | Safety | 9

Safety regulations following maintenance and repair work

Hydraulic installation and removal

10 | Safety | E532784/01E 2015-05

Working with batteries

Working on electrical and electronic assemblies

Working with laser devices

Measuring deviations on components

E532784/01E 2015-05 | Safety | 11

TIM-ID: 0000040578 - 004

12 | Safety | E532784/01E 2015-05

The following connections must be established:

Installation locations of the various interfaces

1 Connector XD1 – Dialog 4 Engine Interface Module 7 Engine Monitoring Unit

System overview with EIM

6 Redundant system battery BG Barring gear and Control System)

14 | System Layout | E532784/01E 2015-05

E532784/01E 2015-05 | System Layout | 15

TIM-ID: 0000060880 - 001

16 | System Layout | E532784/01E 2015-05

E532784/01E 2015-05 | System Layout | 17

18 | Interfaces | E532784/01E 2015-05

for activating priming support, Series 1163)

E532784/01E 2015-05 | Interfaces | 19

Table 1: Plant interface X51

High current contacts (M threaded pin)

TIM-ID: 0000037981 - 002

20 | Interfaces | E532784/01E 2015-05

Tyco connector X52, 62-pin

Pin no. Signal name Device / source assignment

E532784/01E 2015-05 | Interfaces | 21

ECU7: ESI (X1/4)

22 | Interfaces | E532784/01E 2015-05

E532784/01E 2015-05 | Interfaces | 23

Table 2: Engine interface X52

High current contacts (M threaded pin)

Connection to the plant is established via connector X51.

TIM-ID: 0000037982 - 002

24 | Interfaces | E532784/01E 2015-05

E532784/01E 2015-05 | Voltage supply | 25

Supplied devices and protection

• Starter with max. 60 A

26 | Voltage supply | E532784/01E 2015-05

E532784/01E 2015-05 | Voltage supply | 27

Degree of protection EIM 2-02: IP 10 as per IEC 60529 / DIN 40050

Table 3: EIM – Technical data