1602-05 EMS S6 Software Function Description [PDF]

Zitiervorschau

16:02-05 Issue 1

EMS S6 Software Function description

©Scania CV AB 2005-01:1

en-GB

Contents General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Alarm functions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 Oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 Coolant temperatur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 Coolant level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 Output curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 Optional curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 All speed governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 RQ governor (torque control) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 RQV governor (speed control) . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 Single speed governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14 Speed governing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 Starting cycle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 Overspeed protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 Droop value and adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 High idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 Low idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 Adjustment of idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 Limp home function and extra accelerator pedal . . . . . . . . . . . . . . . .22 Behaviour of the engine at different values of the limp home flag.22 PTO modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 PTO modes 0-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 PTO mode 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28 Flash diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29 Starting process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Engine tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31 Fall-down test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31 Compression test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31 Miscellanous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32 IdleCommand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32 Alternator control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33

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General This function description deals with the functionality of the software in the EMS S6. Also see the CAN protocol for further information.

Validity This documentation is valid for the basic program with part No. 1 721 428 (ver. 2262).

Reference document The following documents are also valid for this software. Fault codes S6: Flash codes

OPM for EMS engines WSM: 16:02-04

CAN specification - EMS S6

1 733 219

ECOM User Manual

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Alarm functions Oil pressure The alarm level is engine speed dependent: If: - engine speed< 1000 rpm and oil pressure< 700 hPa. or - engine speed > 1000 rpm and oil pressure < 2500 hPa during a period of more than 3 s and engine in the AFTER_START mode. the alarm comes on, and a fault code is generated. After an alarm situation the conditions must be OK for more than 1 s in order for the alarm to be reset. Before the engine starts, the lamp will light up if the pressure is below 700 hPa. Reaction on low oil pressure The reaction on low oil pressure can be chosen with an EEPROM parameter4) listed below: 1. Only alarm:(=0) The S6 will send a CAN message7) that the COO takes care of and lights the lamp. Fault code B000 is generated11).

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2. Torque reduction activated4): (=1) The fuel amount is reduced to 70 % of currently allowed fuel amount. Fault code B000 is generated11). 3. Engine stop activated: (=2) The engine is stopped. Engine stop can only be deactivated by reset (U15 – OFF) of the system. Fault code B001 is generated11). 4. Engine stop with override: (=6) The engine is stopped if override doesn’t come via CAN. Engine stop can only be deactivated by reset (U15-OFF) of the system. Fault code B001 is generated. A fault code (information code) B300 is generated if Engine Shutdown Override Switch is activated and that engine shut off criterias are complied with. 5. Defect oil pressure sensor: If the pressure sensor is defect, the engine will only react by generating a fault code and the error is sent by a CAN message12) for the oil pressure. Fault code 240x is generated11).

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EEPROM parameters 4)

[FCB7]

28E *)

01 02 03 04

0 = only alarm 1 = torque reduction activated 2 = engine stop activated 6 = engine stop with override

*) Optional in the order ref. list in DHB. Sent CAN messages 7) DLN2-propriarity, Low Engine Oil Pressure (YES / NO) 11) DLN2-propriarity, Test Engine Lamp (lamp ON / OFF) 12) Engine Fluid Level / Pressure, Engine Oil Pressure (value) Received CAN messages 8)

Cruise Control / Vehicle Speed - K, Engine Shutdown Override Switch (YES / NO)

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Coolant temperatur The coolant temperature alarm has two adjustable alarm levels, normally a lower limit T14) that optionally triggers the alarm and / or reduces the torque and a higher level T25) that optionally triggers the alarm, reduces the torque or stops the engine with override possibility. The temperature must be over the limit for 2 seconds in order activate the alarm and the temperature must be below the limits for 1 second in order to deactivate the alarm. Reaction on high coolant temperature The raction on high coolant temperature can be chosen with an EEPROM parameter6) listed below: 1. Only alarm (=0) If temperature >T1 or temperature >T2 S6 sends a CAN message8) that the COO takes care of and lights the lamp. Fault code E200 is generated10). 2. Torque reduction activated (=1) If temperature >T1 the S6 will send a CAN message8) och 9) that the COO takes care of and lights the lamp, the fuel amount is reduced to 70 % of currently allowed fuel amount. Fault code E200 is generated10).

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3. Engine stop activated (=2) If temperature >T2 the S6 will send a CAN message8) that the COO takes care of and lights the lamp. The engine is stopped. Engine stop can only be interrupted by reset (U15 - OFF) of the system. Irrespective of engine stop being activated or not, information will be sent by CAN15) that the stop limit has been exceeded. Fault code B200 coolant temperature shut off, is generated10). 4. Stop and torque reduction activated (=3) The same reaction as in point 2 and point 3, i.e. torque reduction if temperature >T1 and engine stop if temperature >T2. 5. Engine stop with override (=6) The same reaction as in point 3 if override signal does not come via CAN11). A fault code (information code) B300 is generated if Engine Shutdown Override Switch is activated and that the engine shut off criterias are complied with. 6. Stop and torque reduction activated, stop can be overridden (=7) The same reaction as in points 2 and 5. 7. Defect coolant temperature sensor If the coolant temperature sensor is defect, the engine will only react by generating a fault code and sending an error message by CAN14) for coolant temperature. Fault code 200x is generated10).

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EEPROM parameters 4)

[FCF3]

28D *)

5) 6)

[FCAF] [FCB6]

28C *) 28B *)

(95°) (105°)

- temperature limit for torque reduction - temperature limit for stop of engine 0 = only alarm 1 = torque reduction activated 2 = engine stop activated 3 = stop and torque reduction activated 6 = engine stop with override 7 = stop and torque reduction activated, stop can be overridden

*) Optional in the order ref. list in DHB

Sent CAN messages 8) 9)

DLN2-propriarity, High Engine Coolant Temp (YES / NO) DLN2-propriarity, Power Lost Due to High Temp (YES / NO)

10) DLN2-propriarity, Test Engine Lamp (lamp ON / OFF) 14) Engine Temperature, Engine Coolant Temperature (value) 15) DLN2-propriarity, Engine stop limit exceed (YES / NO) Received CAN messages 11) Cruise Control / Vehicle Speed - K, Engine Shutdown Override Switch (YES / NO)

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Coolant level The coolant level sensor is digital and connected either to the COO or diectly to the S6 input terminals EGR, EGR_0 och EGR_1 via a resistance module. Sensor types The function is activated by an EEPROM parameter4) that can have the following values: - 0 = no sensor connected - 1 = sensor connected to the COO - 2 = sensor of type Normally Closed (NC). - 3 = sensor of type Normally Open (NO). 1. Sensor connected to COO The COO sends information through CAN7) to the S6, low level (0%, coolant level) or normal level (100%, coolant level). If the level is low an alarm comes on after 7 seconds and this lights a lamp. When the level is OK again, the alarm is inactivated after 1 second. 2,3. Sensor connected to the S6 The voltage at the input terminal EGR on the S6 is evaluated: - If the voltage is out of range, too high (>4.5 V) or too low ( 20%. or - the idle switch is NOT affected and the accelerator value < 0.4%. a fault code 3106 is generated and the S6 computes the default value 0%. For accelerators without safety switch, the plausibility check can be switched off with an EEPROM parameter9). There are two types of all speed governor, RQ and RQV, that can be chosen by an EEPROM parameter8).

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RQ governor (torque control) An accelerator value is transformed directly into a fuel amount by a matrix1). Input to the matrix is engine speed and % accelerator, output is fuel amount. The matrix is normally calibrated so that the same accelerator value gives approx. the same power within a certain speed range. This works well at gear change with automatic transmissions.

RQV governor (speed control) An accelerator value is transformed into a engine speed set point that by a PI regulator and the actual speed value is calculated to a fuel amount. The set point value is calculated with a curve6) (speed as function of % accelerator position at zero fuel) and reduced with a droop function7) (speed reduction as function of actual fuel amount).

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EEPROM parameters 6b) [FCE3] 6a) [FCF9] 7b) [FCE5] 7a) [FCFB] 8) 9)

[FC8D] [FE63]

28A*) 28P*)

control point speed (480, 2500, 2500,2500 rpm) accelerator support points, speed function (0,100,100,100%) droop values(4.5, 4.5, 4.0, 0.5 rpm/mg/st) accelerator support points, droop function (0,20,80,100%) Flag to choose governor 1 = RQV, 0 = RQ If there is (=1) an idle switch or not (=0)

*) Optional in the order ref. list in DHB

Received CAN messages 10) DLN1-proprietary, Accelerator Pedal Position (0 - 100%)

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Single speed governor Single speed engines are normally controlled via CAN, (DLN1 and / or TSC proprietary) together with settings of EEPROM parameters. A request via TSC proprietary has higher priority than DLN1, se also the CAN specification. The following can be controlled by DLN1: - 12)choice between speed governing and torque control (the speed is in this case controlled by the outer mains) speed governing

torque control

13)

-

nominal speed

10)

offset from nominal speed

requested torque (0 - 100% load)

11)droop

-

14

/ isochronous

The function that can be controlled by TSC-proprietary is: - 16)nominal speed (limited by low and high idle20)) -

17)

-

18)

-

21)

-

22)

stiffnes of governor (normal / soft / stiff)

if the offset signal in DLN1 should be used or not adjustment of the droop value in EEPROM7)

request of droop value irrespective of value in EEPROM

There is also the possibility to control the engine without CAN by the analogue input terminal AUX_AN (0-5V) in order to get offset from the nominal speed. Nominal speed4) and droop value7) is then taken from EEPROM parameters. For use of the AUX_AN input terminal, see more under the heading LIMP HOME and EXTRA ACCELERATOR.

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Speed governing

Regulator

The set point speed to the governor increases / decreases from nominal speed through possible droop7). It is possible to change between droop and isochronous by CAN11). The choice of nominal speed is controlled by CAN13) (by grounding input terminals on the COO). The options are idle, 1500 rpm, 1800 rpm or to use the value in the EEPROM parameter4). Nominal speed can also be chosen, (with a resolution of 0.125 rpm/bit), via TSC-proprietary. The nominal speed is limited by low and high idle20). The load at which nominal speed is valid is chosen with an EEPROM parameter9). The set point speed increases / decreases with an offset of 0-100% via CAN10), (or AUX_AN). The size of the offset is controlled by the EEPROM parameters 2, 3.

The speed regulator is a PI regulator of standard type with window function with three optional8)17) stiffnesses.

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Torque control The torque can be controlled by CAN10) between 0 and 100% load. This implies that the speed is kept constant by the outer mains or that an external system controls the speed.

Starting cycle At start the speed is ramped up5) from idle to operating speed after an adjustable period of time6).

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The value in the EEPROM parameter7) can be adjusted through TSC-proprietary21) in accordance with the following: Every signal has to be sent in two consecutive messages. 1. Send "Droop Adjust Enabled", and keep sending.

Overspeed protection The overspeed protection is calculated with an offset14) from the chosen nominal speed. However, it is limited to between 1500 rpm and 2800 rpm.

Droop value and adjustment The droop value can either be the EEPROM parameter7) or a value directly requested in the TSC proprietary22). In both cases the value is limited between 0-25% with a resolution of 0.1%. Through DLN111) one can choose to run isochronously or with the EEPROM parameter7). This assumes that there is no request through the TSC-proprietary22) which always has higher priority.

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2. Send either "Droop Adjust Increase" or "Droop Adjust Decrease". The value is adjusted up or down with an offset in steps of 0.1%. 3. Stop sending "Droop Adjust Enabled". The offset value is saved in EEPROM and is by that valid permanently. The actual droop value is therefore: The EEPROM parameter7) + the adjusted offset. If the EEPROM parameter7) is changed with ECOM/SDP2, the offset will be set to zero and the new value on the EEPROM parameter7) will be the current droop value. The current droop value is sent continously on CAN24).

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EEPROM parameters 2) 3) 4)

[FD63] [FD65] [FCD1]

5) 6) 7) 8)

[FCD5] [FCD3] [FD67] [FCFD]

28K*) 28J*) 28H*) 28I*)

9) [FD61] 14) [FE69] 20) [FCB1]

offset from nominal speed at 0% (-120 rpm) offset from nominal speed at 100% (+120 rpm) operating speed, default value without CAN (sold speed) ramp from idle to operating speed (500rpm/s) time period after engine start to start of ramping (0 s) droop value (4%) choice of governor parameters 0 = normal stiffmess 1 = softer 2 = stiffer the load at which the nominal speed is valid (100%) offset of nominal speed for overspeed protection (20%) limitation of nominal speed

*) Optional in the order ref. list in DHB

Sent CAN messages 24) DLN2-proprietary, Single Speed Droop Value

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Received CAN messages 10) DLN1-proprietary, Nominal speed offset / Requested Torque 11) DLN1-proprietary, Droop enable 12) DLN1-proprietary, Torque enable 13) DLN1-proprietary, Nominal speed switch 1 and 2

16) 17) 18) 21)

TSC-proprietary, Requested Speed TSC-proprietary, Requested Governor TSC-proprietary, Requested Accelerator pedal TSC-proprietary, Droop Adjust Enable/Increase/Decrease 22) TSC-proprietary, Requested Droop

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0 - 100% YES/NO YES/NO 00 00 = value in EEPROM 4 01 00 = 1500 rpm 00 01 = 1800 rpm 01 01 = 0 rpm (low idle command)) optional speed normal / soft / stiff YES/NO

0-25% with resolution 0.1%

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Idle High and low idle are managed by two separate regulators

- The central monitoring logic can limit the high idle3) at a defect speed sensor.

High idle

- After start the high idle4) can be limited during a period of time that is dependent on the coolant temperature4)5). This limitation can be removed afterwards9).

For single speed engines there is no high idle but only an overspeed protection that is described under heading “Single speed governor”. However, the nominal speed is limited by the high idle parameter1). The high idle regulator limits the engine speed isochronously to the reference speed that can have different values in accordance with below: - The normal high idle1) is possible to change by the EEPROM parameter.

- It is also possible to limit the speed by a CAN message10), which is normally used by gear boxes. If the limit for overspeed protection is exceeded, a fault code 1000 is generated and the engine is stopped irreversibly i.e. until U15 has been shut off and turned on again. In addition a fault code 1001 is generated if the maximum system speed, 3276 rpm, has been exceeded.

- A gear box can temporarily request extra high idle2) through CAN8). OPC (Opticruise) for a truck uses this to release a gear during descent.

EEPROM parameters 1) 9)

[FCB1] [FD7D]

normal high idle deactivation of limit at start

Received CAN messages 8) ETC1 - "Momentary Engine Overspeed enable" (YES/NO) 10) TSC1-TE - "Speed Limit Control" - "Requested Speed Limit"

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Low idle The low idle regulator sees to that the speed does not drop below the reference value that can have different values according to below. The idle is ramped between the different values. - The normal idle speed can be adjusted by CAN or the EEPROM parameter, see further under Adjustment of low idle - If there is an accelerator fault or CAN interruption, the idle speed will be increased5) (see limp home) if that is allowed through the EEPROM parameter11).

- During the time period when the speed is limited or the torque is controlled by TSC1-TE13), (normal for gear boxes), the idle speed is reduced to 450 rpm. - During the time period when the speed is controlled by TSC1-TE14) or TSC1-KE15) (PTO mode 5), the idle speed12) is reduced to 450 rpm. The same applies when PTO mode 2 has been chosen through the COO16). See also under heading “PTO modes”.

EEPROM parameters 11) [FCB5]

- reaction at CAN or PV fault (1=raised idle)

Received CAN messages 13) 14) 15) 16)

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TSC1-TE - "Speed/Torque Limit Control" - "Requested Speed/Torque Limit" TSC1-TE - "Speed Control" - "Requested Speed" TSC1-KE - "Speed Control" - "Requested Speed" DLN1 - "Increased Idle speed switch 1 and 2"

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Adjustment of idle

Adjustments via CAN

The basic value for the normal idle is an EEPROM parameter that can be changed. However, the idle speed can be adjusted in two ways. Either by CAN or by changing the EEPROM parameter. The low idle is limited between 500-1050 rpm.

It is possible to adjust the idle speed through CAN9) if the coolant temp >50°C, if not running any PTO mode, CC button is in the ON9) position and that the enable flag8) in EEPROM is not set, (see above). The adjustment to be made is an offset from the basic value7).

Change of EEPROM parameters

Working order for adjustment via CAN

A new value7) can be entered. Any offset adjusted through CAN will however remain if the flag8) is not set to 1. The flag8) has two functions. Partly it sets any offset adjusted through CAN to zero and partly it closes the possibility for further adjustment through CAN. One way of using the flag is therefore to set it to 1 in order to set the offset to zero and then set it back to 0 in order to allow for further adjustment through CAN.

1. Depress the brake pedal and keep it down. 2. Press on RES for a minimum of 3 s. 3. Press on ACC to increase and on RET to decrease the speed value with 10 rpm each depression. 4. Press on RES for minimum 3 s. The adjusted value (offset value), is saved in EEPROM and is valid permanently. 5. Release the brake pedal.

EEPROM parameters 7)

[FE17]

8)

[FE21]

28K*) 1000/650 Basic value for low idle (single speed-1000 / all speed-650) 0 Check flag 1 = offset set to zero and adjustment through CAN not allowed 0 = adjustment through CAN allowed

*) Optional in the order ref. list in DHB Received CAN messages 9)

Cruise control/Vehicle Speed -K, Brake Switch och Cruise Control (ON/OFF, ACC, RET, RES) 10) DLN1 - "Increased Idle speed switch 1 and 2"

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Limp home function and extra accelerator pedal By the limp home function means what happens when there is a malfunction of the normal accelerator pedal (via CAN) or if the CAN communication (no accelerator information) is interrupted.

Behaviour of the engine at different values of the limp home flag

The reaction is controlled by how the limp home flag9) is set and if an extra accelerator is connected to the input terminal AUX_AN in the S6. The flag can have the following values

- CAN interruption The accelerator value is default = 0% and the engine runs at normal idle.

0 1 2 3 4 8

description NO_ACTION INCR_LOW_IDLE CAN_SHUT_OFF CAN_SHUT_OFF & INCR_LOW_IDLE AUX_AN_AS_REDUNDANT AUX_AN_ALLWAYS_ACTIVE

If the flag has got a value not allowed, a fault code B400 is generated resulting in an increased low idle. At an interruption of CAN fault codes3300-DLN1 timeout and 3303-CC/VS timeout are generated. At an accelerator error, fault codes 3106, 3107, FFB0 or FFB1 can be generated.

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1. Limp home flag9) = NO_ACTION

- Accelerator error The accelerator value is default = 0% and the engine runs at normal idle. 2. Limp home flag9) = INCR_LOW_IDLE - CAN interruption The accelerator value is default = 0% and the engine runs at increased idle. - Accelerator error The accelerator value is default = 0% and the engine runs at increased idle.

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3a.Limp home flagga9) = CAN_SHUT_OFF - CAN interruption The engine is shut off. - Accelerator error The accelerator value is default = 0% and the engine runs at normal idle.

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3b.Limp home flagga9) = CAN_SHUT_OFF & INCR_LOW_IDLE - CAN interruption The engine is shut off. - Accelerator error The accelerator value is default = 0% and the engine runs at increased idle.

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4.Limp home flag9) = AUX_AN_AS_REDUNDANT

5. Limp home flag9) = AUX_AN_ALWAYS_ACTIVE

The input terminal AUX_AN is checked against SRC_HIGH and SRC_LOW and also takes control of the accelerator logic if there is an error of the normal accelerator or if the CAN communication is interrupted. - CAN interruption or any accelerator error. The first time AUX_AN takes over the logic, the value must start from 0% of security reasons.

The input terminal is checked against SRC_HIGH or _LOW and also computes the accelerator value irrespective of if a valid value comes via CAN or not. Extra accelerator on terminal AUX_AN AUX_AN is an analogue input that can be used to connect a redundant extra accelerator pedal. If the limp home flag is set to AUX_AN:_AS_REDUNDANT or AUX_AN_ALWAYS_ACTIVE, the voltages are evaluated according to below: 4900 mV = SRC_HIGH The values 485 mV and 2693 mV can be changed with the EEPROM parameter10).

If the accelerator gets OK again, it takes back the logic after that the AUX_AN value has been turned down to 0%, and the accelerator value must also start from 0%. As long as the normal accelerator is faulty, a fault code is generated and the normal fault code (diagnostic) lamp lights up by a CAN message and it is also sent out via CAN11) that it is specifically the accelerator that is faulty. Output terminal AC_ACT is also activated: The CAN message or the output terminal can be used for igniting the special accelerator fault lamp.

EEPROM parameters 9) [FCB5] 10) [FD77]

28K*)

reaction at CAN or PV error %PV sfa mV curve for accelerator value as function of voltage

*) Optional in the order ref. list in DHB Sent CAN messages 11) EEC2, AcceleratorPedalPosition (0xFE = error indicator) Received CAN messages 12) DLN1-proprietary, Accelerator Pedal Position (0 - 100 %)

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PTO modes There are four different hand throttle modes that can be chosen. They are called PTO mode 0-3 (PowerTakeOff modes). The functions of the different modes are described below, but in principle the respective mode is activated by grounding a pin on the COO and the speed is governed by the CruiseControl buttons on the COO. The COO communicates with the S6 by CAN messages. For the respective mode it is also possible to limit the speed and the torque by E2 parameters.

If the speed is controlled by CAN messages TSC1-TE or TSC1-KE, PTO mode 5 is being used.

PTO modes 0-3 In order for the PTO modes 0-3 to work, the following information must be available and faultless.

Information

CAN-message

Vehicle speed

TCO119) "Tachograph Vehicle Speed" also "Not Available" is allowed. Cruise Control/Vehicle Speed13) "Cruise Control (ON/OFF, ACC, RET, RES)” Cruise Control/Vehicle Speed17) "Brake Switch” Cruise Control/Vehicle Speed18) "Clutch Switch”

CC-buttons Brake pedal Clutch pedal

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Requested for mode 0,1 och 3 0,1 och 2 0,1 och 3 0,1 och 3

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Mode 0 - Normal hand throttle

Mode 1 - Limited hand throttle

Activated when ACC or RET button is depressed. Speed is changed with ACC or RET resp. between low idle and 2450 rpm. A short push increases / decreases the speed by 20 rpm, a long push will ramp the speed. The set speed is stored with a RES push > 3s. Retrieved after deactivation with a short depression of RES. The mode is deactivated with the OFF button, the brake pedal or the clutch pedal.

Activated by grounding PTO mode 1 switch on the COO. The same as “Normal hand throttle” and it is also possible to state whether or not it should be possible to overrev using the accelerator pedal11). The mode is deactivated by removing the switch grounding, the brake pedal or the clutch pedal.

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Mode 2 - Temporarily adjusted idle

Mode 3 - Fixed speed

Activated by grounding PTO mode 2 switch on the COO. The speed can be adjusted and saved between 450 - 1050 rpm. The mode is deactivated only by removing the switch grounding. The brake pedal, clutch pedal or speed will not deactivate the mode.

Activated by grounding PTO mode 1 and mode 2 switches on the COO. The fixed speed6) cannot be changed neither with the CC buttons nor with the accelerator pedal. The mode is deactivated by removing the switch grounding and also with the brake pedal and the clutch pedal. Miscellaneous It is also possible to choose14) if the PTO modes 0-3 are to be deactivated if a gear is engaged or not.

EEPROM parameters 3) 4) 5)

[FC81] [FC82] [FC83]

2450 rpm 2450 rpm 2450 rpm

Max speed mode 0 Max speed mode 1 Max speed mode 3

6) 7) 8) 9) 10) 11)

[FC80] [FD09] [FD0B] [FD0D] [FD0F] [FCA1]

1500 rpm max Nm max Nm max Nm max Nm ON/OFF

Locked speed mode 3 Max torque mode 0 Max torque mode 1 Max torque mode 2 Max torque mode 3 Deactivate accelerator pedal in mode 1 Deactivate PTO if gear not in neutral

14) [FE28]

ON/OFF

Received CAN messages 12) 13) 17) 18) 19)

DLN1-proprietary, Increased Idle Speed Switch 1 och 2 (IISSW 1 och 2) Cruise Control/Vehicle Speed K, Cruise Control Switches (Enable, Acc, Dec, Res) Cruise Control/Vehicle Speed K, Brake Switch Cruise Control/Vehicle Speed K, Clutch Switch TCO1, Tachograph Vehicle Speed

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PTO mode 5 The speed is controlled by CAN messages 3) TSC1-TE or TSC1-KE. The speed is optional with a resolution of 0.125 rpm/bit, limited by low or high idle. The low idle is decreased to 450 rpm as long as PTO mode 5 is active.

The speed request becomes the set point for the same governor as for the other PTO modes. This governor has two stiffnesses that also can be chosen in the same CAN message4). It is also possible to choose5) if it should be possible to overrev using the accelerator pedal or not.

EEPROM parameters 2)

[FCB1]

- normal high idle

Received CAN messages 3) 4) 5)

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TSC1-KE/TE - "Speed Control" - "Requested Speed" TSC1-KE/TE - "Requested Speed Control Conditions" TSC1-KE/TE - "Override Control Mode Priority"

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Flash diagnosis When the control unit discovers a fault and generates a fault code, the diagnostic lamp is lit as long as the fault is active. The lamp is also illuminated for 1 s at start up (U15 -> ON) and also at shut down (U15 -> OFF) as long as the control unit is functioning, ( the speed has fallen to 0 and EEPROM writing is finished). By depressing a button10) , it is possble to have the lamp to flash out a flash code that describes what is wrong6). The codes are flashed out with a long flash for units of ten and a short flash for units of one. E. g. one long flash and four short flashes mean flash code 14. This applies for all stored faults, even for the faults that are not active. If there is no fault, the lamp will be on for a time period of 4 s5).

It is possible erase the flash code memory by depressing the diagnostic button and at the same time turning on U15 to start up the system. It’s only the flash codes that are erased, the fault codes are still stored in the memory. The button should be depressed 2.5 s minimum and be released within 10 s maximum. A flash code can consist of several fault codes. For instance flash code 14 tells that there is something wrong with the coolant temp. sensor but not if it’s a shortcut to earth, BAT+, signal missing or if the value is not plausible. Each of the these faults will generate a separate fault code, but only one flash code. The diagnostic button depressing is received in a CAN message10) and the flashing is sent in a CAN message14).

Sent CAN messages 14) DLN2, TestEngineLamp

- Active faults and flash diagnosis

Received CAN messages 10) CruiseControl/VehicleSpeed, Engine Test mode switch

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Starting process The start mode can have three different status They are: - STRT_BEFORE when the voltage (U15) is turned on and the speed is < 50 rpm.

Control of starter motor

- STRT_ACTIVE when the speed is > 50 rpm. - STRT_AFTER when the speed is above the idle speed. As long as the status is STRT_ACTIVE, alpha is determined from a start alpha map and the fuel is controlled by the start logic independently of the accelerator pedal position. When the status is changed to STRT_AFTER, alpha and delta are controlled by the normal governors. The status is changed from STRT_AFTER to STRT_BEFORE when the speed has fallen under 200 rpm again. The fuel injection is delayed, at first a period of time dependent of the coolant temperature to warm up the cylinders a little before the fuel is injected. After that the fuel amount is determined from a coolant temp. and speed dependent map. If the engine has not started within a certain period of time, the fuel amount is ramped up to the maximum value. Output terminal AUX_ACT is activated when the status is STRT_AFTER. The output terminal can be used for indication of that the engine has started.

The starter motor can be controlled by the EMS via CAN or by other systems. If the starter motor is to be controlled by the EMS, the EEPROM parameter1) has to be set. Then the input is checked against no connection (error code 6600) and short cut (error code 6601). If the parameter is set, the EMS receives a start request on CAN2) and the starter logic controls the relay. If the engine speed has been 0 rpm for at least 0.2 s, the relay is activated for max 64 s. If the max time is reached, error code 6606 is generated. When the engine speed reaches 450 rpm, the relay is deactivated. A blind start control is also performed by checking the voltage drop. If a blind start is detected, a new start request is demanded. This is done a maximum of 5 times. After that error code 6605 is generated.

EEPROM parameters 1)

[FD1D]

25D*)

(0/1)

- CAN start ON/OFF

*) Optional in the order ref. list in DHB Received CAN messages 2)

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DLNI - proprietary, “Engine start”

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Engine tests There are two engine tests that can be started from an after sales tool type ECOM, Fall-down test and Compression test. The tests are meant to facilitate trouble shooting and hopefully they can point out a faulty injector or cylinder. See also ECOM, User Manual.

Fall-down test The fall-down test is used for the purpose of pointing out a faulty injector. The test is rather blunt and singles out faults of great magnitude. The test is performed in the following way. The engine is revved up to a specified speed. Then all of the injectors are shut off except one that continues to inject fuel. The speed will drop and the time between two determined speeds is measured. The procedure is repeated for every cylinder. The times can then be compared with one another in order to find out if any cylinder deviates from the others.

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Compression test An important requirement is that the engine has a starter motor that is controlled by the EMS. The engine is cranked with the starter motor without fuel and the time periods between optional holes in the flywheel around TDC are measured. The result is time periods for each cylinder that can be compared with one another in order to find out if any cylinder deviates from the others.

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Miscellanous IdleCommand The engine can be forced to low idle by sending IdleCommand via CAN3). This function is used by the RCB in a marine electrical system in order to see to that no one can speed up the engine from the command position if someone has set the RCB to Local in the engine compartment.

For safety reasons the engine is stopped if there should be a CAN interruption during the time when IdleCommand is requested. As long as IdleCommand is requested, output terminal EB_ACT is activated. The output terminal can be used to indicate that the RCB Local is activated.

Received CAN messages 3)

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DLN1 - Idle Command

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Alternator control The number of alternators controlled by the EMS is stated in EEPROM parameter1). It can have values 0,1 or 2. When the engine has started, the alternator (s) is activated via output ALT_u15:1 and ALT_u15:2. The charging signal from the alternator (s) is evaluated on input ALT 1-61 and ALT 2-61. The charging status is sent on CAN2). With two alternators the message “Generator not charging” is sent as soon as one of the alternators does not charge. - if alternator 1 is not charging despite that it’s activated, error code 6702 is generated. - if alternator 1 is charging despite that it’s deactivated, error code 6703 is generated. - if alternator 2 is not charging despite that it’s activated, error code 6802 is generated. - if alternator 2 is charging despite that it’s deactivated, error code 6803 is generated.

EEPROM parameters 1)

[FCE7]

25E*)

(0 / 1 / 2)

- Number of alternators

*) Optional in the order ref. list in DHB Sent CAN messages 2)

DLN2 - proprietary “Charge 61”

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