Installation And Commissioning Procedures For The 3600 Marine Monitoring System{1901} Caterpillar

Engines:

3606 (S/N: 8RB1-UP)

3608 (S/N: 6MC1-UP)

3612 (S/N: 9RC1-UP)

3616 (S/N: 1PD1-UP)

Introduction

This Special Instruction contains general information on the installation and commissioning procedures for the 3600 Diesel Marine Monitoring System (MMS). This Special Instruction is a supplement to the Operation And Maintenance Manual, SEBU7134, "3600 Diesel Marine Monitoring System".

Glossary

CB - Circuit Breaker

TB - Terminal Block

ECS - Engine Control Switch

FCS - Fuel Control Switch

MECP - Marine Engine Control Panel

MMS - Marine Monitoring System

PLC - Programmable Logic Control

PSS - Prelube/Start Switch

RJWDA - Jacket Water Detector Alarm Relay

Installation Drawings

Use the following illustrations for the standard configuration of the Marine Monitoring System (MMS). If the MMS or other engine features have been customized, the location of the Engine Mounted Junction Box and the size of the Marine Engine Control Panel (MECP) may be different.

MECP Size And Mounting Holes

Illustration 1	g00454391
(A) These holes are used for lifting the MECP without the mounting brackets.

The Recommended Installation Height Of The MECP

Illustration 2	g00454243
The height is determined by the location of the PC display on the MECP.

In-line Engine Junction Box Location

Illustration 3	g00454425
(A) Top View (B) Front View (C) Left Side View

Illustration 4	g00467032
(A) Top View (B) Right Side View (C) Front View

Illustration 3 is for mounting junction box on the left side. The junction box is mounted on the left side on all engines that are serviced on the right side. Illustration 4 is for mounting the junction box on the right side. The junction box is mounted on the right side on all engines that are serviced on the left side.

Vee Engine Junction Box Location

Illustration 5	g00454399
(A) Top View (B) Right Side View (C) Front View (02) Reference to the rear face on the crankshaft adapter

Illustration 6	g00466914
(A) Top View (B) Front View (C) Left Side View (02) Reference to the rear face on the crankshaft adapter

Illustration 5 is for mounting the junction box on the right side. The junction box is mounted on the right side on all engines that are serviced on the left side. Illustration 6 is for mounting the junction box on the left side. The junction box is mounted on the left side on all engines that are serviced on the right side.

Ambient Capabilities

The ventilation system of the engine room must provide enough air in order to dissipate the heat of the Marine Engine Control Panel (MECP). The Marine Engine Control Panel contains the Programmable Logic Control (PLC), the PC Display, and the backup relays. The MECP can withstand an ambient temperature of 50°C (122°F).

The MECP meets the requirements of the Unmanned Marine Society's protection system.

If the ambient temperature raises above 50°C (122°F), an 157-1946 Air and Temperature Control Group should be added to the engine. A Custom Quote Request should be submitted at the time of ordering for the cooler.

Heat Rejection

The Marine Engine Control Panel emits approximately 100 watts of heat.

There should be good air flow around the MECP. This will ensure that the components in the MMS will have the optimum lifetime.

MECP Enclosure

The MECP enclosure meets the IP65 classification and the NEMA 4 classification.

Requirements For The Power Supply

The MECP requires a 24 volt DC power supply. The MECP contains two 10 ampere circuit breakers.

The power supply should be sized in order to handle 10 amperes on a continuous basis. The power supply should be able to handle up to 25 inrush amps.

The MMS and the governor are integrated as an Energize-To-Shutdown system. If the power supply is ever lost, the engine will still run. However, the engine protection is also lost. Follow the marine classification society's guidelines for providing backup power.

Grounding

The components of the MECP are grounded to the neutral side of the power supply.

Electromagnetic Compatibility (EMC)

The PLC that is inside the Marine Monitoring System meets the following EMC standards:

European Standard (Norm):

• EN 50081-2EMC Generic Emission Standard Part 2 - Industrial Environment

• EN 50082-2EMC Generic Immunity Standard Part 2 - Industrial Environment

United States:

• NEMA Standard ICS 2-230 For Noise Immunity

Interfacing With A Shipyard

Refer to the Operation And Maintenance Manual, SEBU7134, "3600 Diesel Marine Monitoring System", "Interfacing With A Shipyard". This section covers all of the inputs and outputs of the Marine Monitoring System. This section includes the description of the computer protocol output.

Interconnection Wiring

Refer to the 146-3761 Electrical Schematic for the correct number of interconnection wires. This illustration is found in the Operation And Maintenance Manual, SEBU7134, "3600 Diesel Marine Monitoring System". This listing of cables should only be used as a guideline.

Refer to the specific electrical diagram if a system that is not standard is ordered.

Cabling Guideline

Cable 1 - This cable supplies power to the junction box, the air shutoff solenoid, the air start solenoid valve, and four spare conductors. (8 conductors, 16 AWG, 1.31 mm²)

Cable 2 - This cable is for all of the contactors. (16 conductors, shielded, 18 AWG, 0.821 mm²)

Cable 3 - This cable is for the oil mist detector, the start air pressure gauge, and five spare conductors. (10 conductors, shielded, 18 AWG, 0.821 mm²)

Cable 4 - This cable is for the jacket water, the aftercooler water, the air inlet manifold, and the RTD'S. (15 conductors, three conductors per shield, 18 AWG, 0.821 mm²)

Cable 5 - This cable is for the pressure transducers, the magnetic speed pickups, and two spare conductors. (24 conductors, 2 conductors per shield, 18 AWG, 0.821 mm²)

Thermocouple Wiring - K type thermocouples, two conductors within one shield

• 3606: 16 thermocouple conductors (8 sensors)

• 3608: 20 thermocouple conductors (10 sensors)

• 3612: 32 thermocouple conductors (16 sensors)

• 3616: 40 thermocouple conductors (20 sensors)

Other cabling that is needed:

• Governor Shielded Wiring

• Wiring To Optional Sensors That Are Added To The MMS

The wiring that is between the MECP and the ship's alarm system is considered input wiring. The wiring that is between the MECP and the propulsion controls is considered output wiring. The input wiring and the output wiring are not included in the previous listing of cabling. The input wiring and the output wiring can be minimized if the MODBUS computer protocol is utilized. By using a 6 AWG conductor cable, all of the sensors, alarms, and shutdown information can be sent to the ship's alarm system. Refer to the 146-3761 Electrical Schematic in the Operation And Maintenance Manual, SEBU7134, "3600 Diesel Marine Monitoring System" for additional information.

Diagnostic Tools

Recommended Tools

1. 163-0096 Diagnostic and Calibration Tool

   This meter performs all of the functions that are listed in the ""Alternative Tools" " section.

2. Attachments

• 4C-6095 Plug

• 6V-9131 Thermocouple Probe (K Type)

• 7X-7481 Wire (K Type)

• Power Supply (230 VAC)

Alternative Tools

1. Omega CL-309 Milliampere Loop Simulator And Tester

2. Omega CL-308 RTD Simulator And Tester

3. Omega CL-477 Thermocouple Simulator And Tester

4. Omega CL-26 RTD/Thermocouple Simulator And Tester

5. The 8T-5200 Signal Generator Group checks the calibration of the speed switch and simulates engine speed for the PLC.

6. Multimeters (Amperes, Volts, Ohms):
   • 9U-7330 Multimeter

   • 6V-7070 Digital Multimeter

7. Calibrator Attachments:
   • Thermocouple Module 80TK (for reading thermocouples)

   • Immersion Probe 80PK2A (used with self-sealing adapters)

General Diagnostic Tools For 3600 Engines

Engine Commissioning and Diagnostic Tooling Kit

Reference: Engine News Article October

1. 1U-5470 Engine Pressure Group

2. 6V-9130 Temperature Adapter

3. Self-sealing adapters for the installation test ports in the piping. The sizes and quantities depend on the amount of test ports that are needed:
   • 5P-2725 Probe Seal Adapter

   • 5P-3591 Probe Adapter Group

   • 4C-4545 Probe Adapter Group

4. 123-6700 Laser Infrared Thermometer

5. 139-2788 Crimping Tool

6. Carrier-Oehler Calibration Pump for the alarm setup and shutdown setup (0-500 kPa)
   Carrier-Oehler Company
   P.O. Box 40
   16965 S. Vincennes
   South Holland, Illinois USA 60473
   ph: (708) 339-8200fax: (708) 339-9830

References

• Operation And Maintenance Manual, SEBU7134, "3600 Diesel Marine Monitoring System"

• Service Manual, RENR1266, "AB SLC-500 Modular Style Installation And Operation"

• Service Manual, RENR1267, "AB SLC-5/03 & 5/04 Modular Processor Installation Instructions"

• Service Manual, RENR1268, "AB SLC-500 Discrete Modular Installation Instructions"

• Service Manual, RENR1269, "AB SLC-500 Modular Style Chassis Installation Instructions"

• Service Manual, RENR2450, "AB SLC-500 Power Supply Installation Instructions"

• Service Manual, RENR2451, "AB SLC-500 RTD Input Module User Manual"

• Service Manual, RENR2452, "AB SLC-500 Thermocouple Input Module User Manual"

• Service Manual, RENR2453, "AB SLC-500 Analog Module User Manual"

Commissioning Procedure

This procedure may be used for the on-site checkout of the MMS on a 3600 Marine Engine. The MMS panel was tested with the engine in the factory.

Testing The Interconnection Wiring

The procedure is used to verify that the engine wiring between the junction box and the MECP Enclosure is correct. The following procedure should be performed after all of the wiring has been completed. Refer to the 146-3761 Electrical Schematic in the Operation And Maintenance Manual, SEBU7134, "3600 Diesel Marine Monitoring System" for additional information.

Pre-Powerup Check

1. Visually inspect all of the wiring for loose connections or incorrect connections.

2. Measure the resistance between "1A" and "2" in the MMS panel. Measure the resistance between "1B" and "2" in the MMS panel. Measure the resistance between "1C" and "2" in the MMS panel. All of the measurements should be at least 30 ohms.

3. Verify the power supply's polarity. Connect the 24 VDC to "TB-1". Connect the common ground to "TB-2".

4. The Engine Control Switch should be in the OFF/RESET position. The Fuel Control Switch should be in the OFF position. The Prelube/Start Switch should be in the RUN position.

Powerup Check

1. Close circuit breaker 3. The Programmable Logic Controller should power up.

2. Close circuit breaker 2. The Marine Monitoring System's computer should power up.

3. Close circuit breaker 1. The speed switch and miscellaneous circuits should power up.

4. Check the resistance between the following points:
   • "TB-13C" and "TB-13B" (Crankcase Pressure)

   • "TB-15C" and "TB-15B" (Lube Oil Pressure)

   • "TB-14C" and "TB-14B" (Engine Overspeed Shutdown)

   • "TB-19C" and "TB-19B" (Gear Oil Pressure)

   • "TB-20C" and "TB-20B" (Engine Fault Signal)

   • "TB-30C" and "TB-30A" (Circuit Breaker Trip Alarm)

   • "TB-82C" and "TB-82A" (Crankcase Pressure)

   Note: All of the measurements should be very close to zero. These contacts provide the alarms and the shutdown signal for the ship's central alarm system.

5. Ensure that the PC is communicating with the Programmable Logic Computer. The status of the PLC can be checked by selecting the "Auxiliary Gauges & Status Outputs" on the PC display's main menu. The status of the PLC should be displayed.

Prelube Test

1. Turn the Engine Control System to the LOCAL position.

2. Temporarily disconnect the wiring to the prelube pump from the MECP. The wires should be disconnected from terminals "TB-73A" and "TB-73C".

3. Turn the Prelube/Start Switch to the PRELUBE position.

4. Ensure that the contact between "TB-73A" and "TB-73C" is closed.

   Note: The resistance for the connection should be less than 30 ohms.

5. Connect a jumper wire between "TB-71" and "TB-72" in the junction box. The prelube light should be on.

6. Remove the wire from the Air Start Solenoid at the "TB-75" terminal in the junction box.

7. Turn the PSS to the START position. Ensure that there is 24 VDC at "TB-75" in the junction box.

8. The 24 VDC indicates a start command. Remove the jumper wire that is between the "TB-71" terminal and the "TB-72" terminal in the junction box. The 24 VDC at "TB-75" should go away.

9. Place the PSS in the RUN position. Replace the wires for the Air Start Solenoid Valve and the Prelube Pump at the "TB-73A" terminal, the "TB-73C" terminal, and the "TB-75" terminal.

Local Emergency Stop Test

1. Push the "E-Stop" button on the MECP.

2. Check the monitor in order to verify that an emergency stop has been activated. Ensure that the Summary Shutdown light has been illuminated.

3. Check the connections at both "TB-85" and "TB-82" for 24 VDC. This is done in order to verify that both the Air Shutoff Solenoid and the fuel control relay have been energized.

4. Ensure that there is an open circuit between "TB-20B" and "TB-20C".

5. Turn the Engine Control Switch to the OFF/RESET position. Release the "E-Stop". The shutdown indicator should disappear.

Remote Emergency Stop Test

1. Connect a jumper wire between "TB-1" and "TB-84".

2. Check the monitor in order to verify that an emergency stop has been activated. Ensure that the Summary Shutdown light has been illuminated.

3. Check the connections at both "TB-85" and "TB-82" for 24 VDC. This is done in order to verify that the Air Shutoff Solenoid and the fuel control relay have been energized.

4. Check for an open circuit between "TB-20B" and "TB-20C".

5. Turn the Engine Control Switch to the OFF/RESET position. Remove the jumper wire. The shutdown indicator should disappear.

Jacket Water Detector Alarm Test

1. Connect a jumper wire between "TB-1A" and "TB-90".

2. Turn the Engine Control Switch to the LOCAL position. Turn the Prelube/Start Switch to the RUN position. Turn the Fuel Control Switch to the ON position.

3. Connect a jumper wire between "TB-66" and "TB-2" in the junction box. The RJWDA should energize.

4. Ensure that the PC screen shows the alarm.

5. Ensure that the summary alarm lamp is on.

6. Turn the FCS to the OFF position. Turn the ECS to the OFF/RESET position.

7. Remove the jumper wire. The light should turn off.

Oil Mist Detector Alarm Test

1. Turn the Engine Control Switch to the LOCAL position. Turn the Prelube/Start Switch to the RUN position. Turn the Fuel Control Switch to the ON position.

2. Connect a jumper wire between "TB-1A" and "TB-48".

3. Ensure that the MMS activates the alarm.

4. Ensure that the summary lamp is on.

5. Turn the FCS to the OFF position. Turn the ECS to the OFF/RESET position.

6. Remove the jumper wire. The summary light should turn off.

Overspeed Shutdown Test

The MMS is equipped with two parallel engine overspeed devices. The two devices are the engine speed switch and the Programmable Logic Computer. The overspeed setpoint is 113 percent of the rated speed of the engine. For example, an engine that has a 900 rpm rating will have an overspeed setpoint of 1017 rpm. A magnetic pickup sensor is used in order to send a signal to the engine speed switch and the PLC. The frequency of the magnetic pickup sensor is based on the number of flywheel teeth. The equivalent frequency at 1017 rpm is 4322 Hz.

Note: On-site testing of the maximum approved engine overspeed is not recommended due to the use of non-Caterpillar input devices. Therefore, the engine overspeed should NOT be tested above 1050 rpm. The engine design has been approved by Marine classification societies. A demonstration of the engine overspeed's capability should not be required on-site.

Note: When you are simulating the engine speed in the following procedures, ensure that the fuel control switch on the MECP is in the ON position. After reaching the overspeed condition, the air shutoff will close. The air shutoff must be moved back to the normal operating position. The engine will not start when the air shutoff is closed. After an overspeed condition occurs, the "OFF/RESET" switch must also be switched to the RESET position before the engine will start.

Overspeed Test With The Engine's Rated Speed At 925 RPM Or Less

1. Test the engine speed switch at 75 percent of the overspeed setting.

   1. While the engine is running, increase the engine speed above 75 percent of the overspeed setting. Alternately connect a signal generator to the engine speed switch in order to simulate engine speed. See Table 1 and Table 2 for speeds and frequencies.

   2. Press the 75 percent verify button of the engine speed switch. The engine will shut down. The overspeed's red light on the engine speed switch will turn on.

   3. Press the "RESET" button on the engine speed switch in order to allow the engine to start again.

2. Test the engine speed switch and the PLC at the overspeed setting.

   1. While the engine is running, increase the engine speed to the overspeed setting. Once the engine is within 25 rpm of the overspeed setting, slowly raise the engine speed. This is done in order to determine the engine speed at shutdown. The PLC and the engine speed switch work in parallel. Either the PLC or the engine speed switch will shut down the engine in this test.

      Alternately connect a signal generator to the engine speed switch in order to simulate the engine speed. See Table 1 and Table 2 for speeds and frequencies.

   2. If the engine speed switch shuts down the engine due to an overspeed condition, the red light on the engine speed switch will illuminate.

      If this happens, press the "RESET" button on the engine speed switch in order to allow the engine to start again.

3. Simulate the PLC overspeed test.

   1. Connect a frequency generator to the 115-7954 Transmitter at "TB301" and "TB302". As an alternative, you can also connect a 4-20 mA signal generator to the PLC analog input card 5 at the screw terminal "0+" and at terminal "1A" in order to simulate the engine speed. See Table 1 and Table 2 for speeds and frequencies.

   2. Increase the frequency or the signal generator's amperage until the overspeed setting is reached.

Overspeed Test With The Engine's Rated Speed At 926 RPM And Above

1. Test the engine speed switch at 75 percent of the overspeed setting.

   1. While the engine is running, increase the engine speed above 75 percent of the overspeed setting. Alternately connect a signal generator to the engine speed switch in order to simulate engine speed. See Table 1 and Table 2 for speeds and frequencies.

   2. Press the 75 percent verify button of the engine speed switch. The engine will shut down. The overspeed's red light on the engine speed switch will turn on.

   3. Press the "RESET" button on the engine speed switch in order to allow the engine to start again.

2. Simulate the PLC overspeed test.

   1. Connect a frequency generator to the 115-7954 Transmitter at "TB301" and "TB302". As an alternative, you can also connect a 4-20 mA signal generator to the PLC analog input card 5 at the screw terminal "0+" and at terminal "1A" in order to simulate the engine speed. See Table 1 and Table 2 for speeds and frequencies.

   2. Increase the frequency or the signal generator's amperage until the overspeed setting is reached.

Table 1

Rated Speed RPM	Overspeed Setting RPM	Overspeed Setting Frequency	75 Percent Of Overspeed Setting RPM	75 Percent Of Overspeed Setting Frequency
720	814	3458	610	2593
750	848	3602	636	2701
800	904	3842	678	2882
825	932	3962	699	2972
850	961	4082	720	3062
900	1017	4322	763	3242
950	1074	4562	805	3422
1000	1130	4803	848	3602

Table 2

Conversion Table
mA	Hz	RPM
4.00	0	0
4.33	106	25
4.67	213	50
5.00	319	75
5.33	425	100
5.67	531	125
6.00	638	150
6.33	744	175
6.67	850	200
7.00	956	225
7.33	1063	250
7.67	1169	275
8.00	1275	300
8.33	1381	325
8.67	1488	350
9.00	1594	375
9.33	1700	400
9.67	1806	425
10.00	1913	450
10.33	2019	475
10.67	2125	500
11.00	2231	525
11.33	2338	550
11.67	2444	575
12.00	2550	600
12.33	2656	625
12.67	2763	650
13.00	2869	675
13.33	2975	700
13.67	3081	725
14.00	3188	750
14.33	3294	775
14.67	3400	800
15.00	3506	825
15.33	3613	850
15.67	3719	875
16.00	3825	900
16.33	3931	925
16.67	4038	950
17.00	4144	975
17.33	4250	1000
17.67	4356	1025
18.00	4463	1050
18.33	4569	1075
18.67	4675	1100
19.00	4781	1125
19.33	4888	1150
19.67	4994	1175
20.00	5100	1200

Contactors

1. Verify that there are no failures in the contactors' sensors on the display screen. This includes the oil pressure contactors and the crankcase pressure contactor.

2. If any problems occur with the contactors, check all of the wiring from the MECP to the contactor. This check will find the majority of the problems that would exist. The most common problem is the interchanging of leads.

Thermocouples

1. Verify that there are no failures in the thermocouples on the status screen of the PC display. Valid temperatures should be displayed for each exhaust port on the status screen. Select the button on the bottom right side of the status screen in order to display the exhaust manifold temperature and the stack temperature.

2. Disconnect the exhaust manifold thermocouples one at a time. Verify that this creates a failure for the appropriate sensor. This verifies that the proper thermocouple is wired to the corresponding terminal block.

3. If any problems occur with the thermocouples, check all of the wiring from the MECP to the sensor. This check will find the majority of the problems that would exist. The most common problem is the interchanging of leads.

Use the following checklist in order to check each thermocouple:

• Thermocouple For Exhaust Port 1

• Thermocouple For Exhaust Port 2

• Thermocouple For Exhaust Port 3

• Thermocouple For Exhaust Port 4

• Thermocouple For Exhaust Port 5

• Thermocouple For Exhaust Port 6

• Thermocouple For Exhaust Port 7

• Thermocouple For Exhaust Port 8

• Thermocouple For Exhaust Port 9

• Thermocouple For Exhaust Port 10

• Thermocouple For Exhaust Port 11

• Thermocouple For Exhaust Port 12

• Thermocouple For Exhaust Port 13

• Thermocouple For Exhaust Port 14

• Thermocouple For Exhaust Port 15

• Thermocouple For Exhaust Port 16

• Thermocouple For The Left Exhaust Manifold

• Thermocouple For The Right Exhaust Manifold

• Thermocouple For The Left Exhaust Stack

• Thermocouple For The Right Exhaust Stack

Resistive Temperature Device (RTD)

1. Verify that there are no failures in the RTD'S on the status screen of the PC display. Valid temperatures should be displayed for each RTD on the appropriate screens. Each RTD that follows should be displayed: Lube Oil Temperature, Inlet Manifold Air Temperature, Jacket Water Temperature 1, Jacket Water Temperature 2 and Aftercooler and Oil Cooler Water Temperature.

2. Disconnect each RTD one at a time. Verify that this creates a failure for the appropriate sensor. This verifies that the proper RTD is wired to the corresponding terminal block.

3. If any problems occur with the thermocouples, check all of the wiring from the MECP to the sensor. This check will find the majority of the problems that would exist. The most common problem is the interchanging of leads.

Use the following checklist in order to check each RTD:

• RTD For The Lube Oil Temperature

• RTD For The Inlet Manifold Air Temperature

• RTD For The Jacket Water Temperature 1

• RTD For The Jacket Water Temperature 2

• RTD For The Aftercooler and Oil Cooler Water Temperature

Transducers

1. Verify that there are no failures in the transducers on the status screen of the PC display. Valid pressures and engine speeds will not be displayed when the engine is not running. The pressures and speeds need to be measured while the engine is running. If this is not possible, there should be no failures for the 4-20 mA transducer sensors. However, small amounts of pressure may be indicated. If a pressure indication is present, it is fairly safe to assume that the transducers are operational. While the engine is running, valid pressures should be indicated on the PC display. Each of the pressures that follow should be verified:
   • Lube Oil To Engine

   • Lube Oil To Filter

   • Fuel To Engine

   • Fuel To Filter

   • Jacket Water

   • Aftercooler and Oil Cooler Water Pump

   • Sea Water

   • Starting Air Pressure

   • Check the engine speed for a valid signal on both the PC display and the gauge on the panel.

2. The pressures should be able to be checked without removing the sensors in order to provide failures. A careful inspection of the transducers should provide a verification of the parameters. The parameters may be checked by looking at the engine overview, the cooling water piping diagram, the lube oil piping diagram, the air gauge, and the fuel gauge.

3. If any problems occur with the transducers, check all of the wiring from the MECP to the sensor. This check will find the majority of the problems that would exist.

Use the following checklist in order to check each transducer:

• Lube Oil To Engine

• Lube Oil To Filter

• Air Inlet Manifold

• Fuel To Engine

• Fuel To Filter

• Jacket Water (Optional - Replaces the standard contactor)

• Aftercooler And Oil Cooler Pump (Optional - Replaces the standard contactor)

• Sea Water (Optional - Additional)

• Starting Air Pressure (Optional - Replaces the standard contactor)

Performance Testing

This procedure is used in order to verify the protection of the engine and the functionality of the engine.

Prelube/Start Test

1. Turn the Engine Control Switch to the LOCAL position.

2. Turn the Prelube/Start Switch to the PRELUBE position.

3. The Prelube light should illuminate.

4. Start the engine.

Local Emergency Stop Test

1. Push the "E-Stop" button on the Marine Engine Control Panel.

2. Check the PC display in order to verify that an Emergency Stop has been annunciated. The summary shutdown light should be illuminated. The engine should be shut down.

3. Disengage the "E-Stop" switch. Turn the Engine Control Switch to the OFF/RESET position. The shutdown indicator should disappear.

Remote Emergency Stop Test

1. While the engine is running, push the remote "E-Stop" button. The button is typically located on the vessel's bridge.

2. Check the PC display in order to verify that an Emergency Stop has been annunciated. The summary shutdown light should be illuminated. The engine should be shut down.

3. Remove the jumper wire. Turn the Engine Control Switch to the OFF/RESET position. The shutdown indicator should disappear.

Contactor Shutdown

1. While the engine is running at idle speed, simulate low oil pressure at contactor 1. This should initiate a shutdown to the Marine Monitoring System. This should also activate the Low Oil Pressure Shutdown.

   Note: As another option, you can simulate running the engine by using a frequency generator. Refer to the ""Diagnostic Tools" " section for the recommendation.

   Note: You can simulate low oil pressure by shutting off the oil supply to the lube oil contactor on the 142-5916 Engine Protection Device or the 146-9438 Engine Protection Device . The Engine Protection Device is located on the front of the engine. The isolation valve can then be turned off. The drain cock can be opened in order to bleed off the oil.

2. While the engine is running at rated speed, simulate low oil pressure at contactor 2. This should initiate a shutdown to the Marine Monitoring System. This should also activate the Low Oil Pressure Shutdown.

3. While the engine is running, simulate low oil pressure to the crankcase contactor. This can be done by removing the hose from the dipstick port. Then blow into the hose. This should initiate a shutdown to the Marine Monitoring System. This should also activate the Low Oil Pressure Shutdown.

Programmable Logic Control Shutdowns

1. While the engine is running at rated speed, simulate low oil pressure to the lube oil pressure transducer. This should initiate a shutdown to the Marine Monitoring System. This should also activate the Low Oil Pressure Shutdown.

2. While the engine is running, simulate high temperature at the second RTD for the Jacket Water Temperature by heating the RTD in a hot water bath. This should initiate a shutdown to the Marine Monitoring System. This should also activate the High Jacket Water Temperature Alarm.

Programmable Logic Control Alarms

PLC alarms may be simulated by forcing the specific sensor into an alarm condition. For the oil pressure alarms, simulate a low pressure to the transducer. For the RTD'S or the Thermocouples, the sensor must be heated above the alarm's setpoint.

Redundant Backup System

1. Repeat Step 1 in the ""Contactor Shutdowns" " section with both the PLC and the PC powered down. This will demonstrate the ability of the system to maintain minimal shutdown protection in the event of a PLC failure. The remaining Steps of the ""Contactor Shutdowns" " section may be completed if necessary.

2. Repeat any of the previous performance tests while the PC is powered down in order to demonstrate the ability of the system to remain fully operational in the event of a PC failure. The only function of the PC is monitoring the activity, the status, and the data within the PLC. The loss of the PC only obstructs the viewing of the engine data.