The ESS communicates with the following systems:
- Start/Stop/Prelube Logic
- Engine Monitoring And Protection
- Governing
- Air/Fuel Ratio
- Ignition Control
The control panel for the ESS is the center of control for the systems. The control panel for the ESS contains the control modules of each system.
The Engine Supervisory System consists of the following components:
- Control Panel For The Engine Supervisory System (ESS)
- Engine Mounted Junction Box
- Engine Mounted Sensors And Actuators
- Relays, Solenoids And Switches
- Harness
The Engine Supervisory System (ESS) is divided into the following three interactive systems:
Start/Stop/Prelube System - This system controls the starting of the engine, the stopping of the engine, and the prelube pump.
Engine Monitoring And Protection System - This system provides a display of parameters of engine operation. The system generates warnings when one or more parameters are outside acceptable limits. The system can stop the engine if the engine operation reaches a setpoint that is programmed for shutdown. The system can prevent the engine from starting if certain parameters are outside of acceptable limits.
Engine Control System - This system governs the engine. This system controls the air/fuel ratio, the ignition timing, and the limiting of power.
Note: Some of the components within the ESS perform more than one function. For example, the Engine Control Module (ECM) is involved with starting the engine, stopping the engine, monitoring the engine, and controlling the engine.
Engine Mounted Sensors
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| Illustration 1 | g00493440 |
Front View (1) CMS unfiltered engine oil pressure sensor. (2) SCM engine oil temperature sensor. (3) SCM filtered engine oil pressure sensor. (4) CMS filtered engine oil pressure sensor. | |
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| Illustration 2 | g00493641 |
Rear View (5) Air/Fuel pressure module. (6) RH inlet air restriction sensor. (7) LH inlet air restriction sensor. (8) Fuel actuator position sensor. (9) Fuel actuator. (10) Timing control speed sensor. (11) Engine control speed sensor. (12) Timing control crank angle sensor. (13) Fuel temperature sensor. | |
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| Illustration 3 | g00493722 |
Left Side View (14) Detonation sensors. (15) Air choke actuator position sensor. (16) Air choke actuator. (17) Cam position sensor. (18) Junction box for the combustion buffer and detonation sensor. (19) Starting air pressure sensor. | |
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| Illustration 4 | g00493729 |
Right Side View (9) Fuel actuator. (20) Wastegate actuator. (21) Wastegate actuator position sensor. (22) Junction box for the combustion buffer and detonation sensor. (23) Inlet air temperature sensor. (24) Crankcase pressure sensor. (25) Jacket water temperature sensor. (26) Prelube pressure switch. (27) Prelube oil pressure switch. (28) Detonation sensor. (29) Junction box for the oil level switch and water level switch. (30) Hydrax driver module box. | |
Control Panel For The Engine Supervisory System (ESS)
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| Illustration 5 | g00499923 |
Control Panel For The Engine Supervisory System (ESS) (1) LED Dial gauges. (2) Timing Control Module (TCM). (3) CMS Gauge panel. (4) Digital gauge readout. (5) Engine Control Module (ECM). (6) Fuel energy adjustment dial. (7) Exhaust pyrometer. (8) Engine speed adjustment dial. (9) Digital Diagnostic Tool (DDT) connection. (10) Mode control switch. (11) Prelube switch. (12) Emergency stop push button. (13) Sensor wiring to the engine. (14) Status Control Module (SCM). | |
This panel contains the control modules, the switches, and the potentiometers that are associated with the system.
- Engine Control Module (ECM) (System Coordination, Governing, Air/Fuel Ratio Control)
- Timing Control Module (TCM) (Ignition System Control)
- Status Control Module (SCM) (Start/Stop Control)
- Computerized Monitoring System (CMS) (Gauge Panel Display of System Parameters)
- Pyrometer Module (Display of Exhaust Temperatures)
- Mode Control Switch (MCS)
- Prelube Switch/Start Run Okay Lamp
- Emergency Stop Switch
- Fuel Energy Adjustment Potentiometer
- Desired Speed Adjustment Potentiometer
- "Gage Group Select" Switch
- "Gage Data Select" Switch
- "Display Select" Switch
- Dimmer Switch Diagnostics
Diagnostics
The Engine Supervisory System is self-diagnostic. Through lights and fault codes, the ESS directs the service technician to the system or the component that requires maintenance.
Mounting
The control panel for the ESS is a waterproof enclosure. The control panel is intended to be mounted at a remote location. The control panel can be mounted up to 30.5 m (100 ft) from the engine.
Hazardous Environments
The engine and the Engine Supervisory System have been Canadian Standards Association (CSA) certified for use in hazardous locations Class 1, Division 2, Group D.
Customer Interface Connections
Refer to Installation And Initial Start-up Procedures, SEHS9708, for information regarding customer input and output connection points.
RS232 Computer Interface
RS232 output of system data is available for customer monitoring and information systems. This output requires a ship loose converter module.
Start/Stop/Prelube System
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| Illustration 6 | g00314819 |
The system consists of the following components:
- The Control Panel For The Engine Supervisory System (ESS). The control panel consists of the following components:
- Mode Control Switch (MCS)
- Status Control Module (SCM)
- Engine Control Module (ECM)
- Prelube Switch/Lamp
- Speed Control Dial
- Fuel Energy Content Dial
- Emergency Stop Push Button
- Mode Control Switch (MCS)
- Gas Shutoff Valve (GSOV)
- Ignition System
- Fuel Actuator
- Prelube Pump System (Pump And Solenoid)
- Engine Cranking System (Starting Motors And Solenoids)
The controls for the Start/Stop/Prelube and the Status Control Module perform the automatic start/stop functions. The Status Control Module monitors certain engine functions that are required for operation. The Status Control Module monitors and provides an automatic shutdown of the engine under normal operating conditions.
The Speed Control Potentiometer will allow the operator the ability to select the engine speed that is needed for a particular application. Low idle speed is 550 rpm. Rated speed can be as high as 1000 rpm.
The Fuel Energy Content Potentiometer is used in order to adjust the setting for the Lower Heat Value of the fuel. The Fuel Energy Content Potentiometer setting should be adjusted in order to display a BTU value on the ECM that is equal to the Lower Heating Value of the fuel supply in terms of BTU/ft3. The Lower Heating Value BTU is based on the data from a fuel analysis that is input into the Caterpillar Methane Number Program, LEKQ4196.
The major functions of this system are controlled by the following components:
- Mode Control Switch (MCS)
- Prelube Push Button
The MCS has the following four positions and operations:
- "AUTO"
- "START"
- "STOP"
- "OFF/RESET"
"AUTO" - When the mode control switch is in the AUTO position, the system is configured for remote operation. When the remote start/stop initiate contact closes, the prelube system will operate and the engine will start. When the remote start/stop initiate contact opens, the engine will shut off. If the cool down cycle is programmed, the engine will operate for the cool down period before the engine stops. The cool down cycle can be programmed for a 0 to 30 minute period.
"START" - When the mode control switch is turned to the START position, the prelube system will operate. When the prelube pressure is sufficient, the engine will start. The engine will operate until the ESS receives a shut down signal.
"STOP" - When the mode control switch is turned to the STOP position, the engine will shut off. If the cool down cycle is programmed, the engine will operate for the cool down period before the engine stops. After the engine stops, a postlube cycle will operate. The power to the control panel is maintained when the mode control switch is in the STOP position. The "STOP" mode can be used to troubleshoot some problems without starting the engine.
"OFF/RESET" - When the mode control switch is turned to the OFF/RESET position, the engine is immediately shut off and the diagnostic lights of the status control module are reset. Power is removed from the control panel and the actuators after the engine completes the postlube cycle.
"MANUAL PRELUBE" button enables the operator to prelube the engine. All G3600 Family Enginesshould be lubricated before the crankshaft is rotated. This includes crankshaft rotation in order to service the engine. Rotating the crankshaft before prelube may cause damage to the crankshaft bearings if the surfaces of the bearings are dry.
All G3600 Family Engines require lubrication prior to start-up. The ESS will not permit the engine to start until sufficient prelube pressure has been achieved. The actuators will be powered up after the engine has been prelubed.
Note: The ECM is programmed to provide engine lubrication after the engine is shut off. The typical duration of the postlube is 60 seconds.
The "EMERGENCY STOP" push button immediately de-energizes the Gas Shutoff Valve and grounds the CIS in order to stop the engine (no cool down). The engine may not be restarted until the Status Control Module has been reset by turning the MCS to the "OFF/RESET" position. More than one "EMERGENCY STOP" push button may be used, depending on the engine installation.
| NOTICE |
|---|
The EMERGENCY STOP push button is not to be used for normal engine shutdown. To avoid possible engine damage, use the Mode Control Switch (or Start Initiate Contact for remote operation) for normal engine shutdown. |
These engines require a prelube cycle prior to start-up. The engine will not start until the Status Control Module tells the Engine Supervisory System that the minimum requirement for oil lubrication has been reached.
The Engine Control Module is programmed to provide a period of engine lubrication (postlube) after shutdown. The time that is required for postlube is typically 60 seconds.
Sequence Of Operation
The Mode Control Switch (MCS) of the remote control panel has four positions: AUTO, START, STOP, OFF/RESET. If the MCS is in the AUTO position and a signal to run is received from a remote initiate contact (IC), or when the MCS is placed in the START position, the engine will prelube, crank, terminate cranking and run. The engine may cycle crank if the feature for cycle crank is utilized. The engine will run until the signal to run is removed by either turning the Mode Control Switch (MCS) to STOP, OFF/RESET, or opening the remote initiate contact with the MCS in the AUTO position. Once the MCS is moved to the STOP position, or if in the AUTO position and the remote initiate contact opens, the engine will run for a short period of time in the cool down mode, if the cool down feature was utilized. If the cool down feature was not utilized the engine will shut down immediately. The engine will then start the postlube cycle. The engine is then capable of immediate restart.
Sequence Of Operation (Normal Start/Stop)
When the MCS is placed in the START position or the AUTO position and the remote initiate contact is closed:
- A signal is sent to the prelube relay.
- The prelube pump will run.
- The prelube switch will close to indicate that 6.9 kPa (1 psi) of oil pressure is at the switch.
- After a preprogrammed period of time (typically 30 seconds), the ECM will send a signal in order to energize the prelube pump switch relay. The green prelube light will turn on. CMS Gauge No. 5 will stop flashing. A start signal is sent to the SCM.
Upon receipt of a signal to start, the SCM will check in order to ensure that the following conditions are met:
- An emergency stop signal is not present.
- All faults have been reset.
- All sensors are connected and operating properly.
- No abnormal mode control switch signals are present.
- The engine is not already running.
- The SCM microprocessor is functioning properly.
- The SCM is not in the programming mode.
The SCM will not allow the start sequence to begin. The SCM will display the proper diagnostic code when applicable, if an above fault condition exists. However, once the SCM is satisfied that conditions are normal, the SCM will energize the Starting Motor Relay (SMR) and the Run Relay (RR). The SCM will also signal for fuel to be turned on by energizing the Fuel Control Relay (FCR) and the Run Relay (RR). The fuel actuator will begin to open at 50 rpm. The Ignition Shutoff Relay will be energized in order to begin the ignition system functioning.
If the feature for cycle crank is enabled, the SCM will automatically crank/rest/crank the engine for adjustable time periods. If the engine fails to start within the selected total crank time, the SCM will execute an overcrank fault. If a fault condition occurs while the engine is cranking, the SCM will terminate and lock out cranking. The SCM will display the applicable diagnostic code, or the SCM will light the appropriate LED.
After the engine starts and has achieved the crank termination speed (typically 250 rpm), the SCM will de-energize the starting motor by de-energizing the SMR. The SCM will energize the Crank Termination Relay (CTR). Once the correct low idle oil pressure is achieved, the SCM will signal for the ECM to accelerate the engine to rated speed, by energizing the speed control relay.
The engine will run if the operating conditions remain normal and a signal to run is being received by the SCM. The SCM will sequentially display each of the following for a two second period: the engine oil pressure, the oil temperature, the rpm, the service hours and the system DC volts. This is done via the digital display prior to or while the engine is operating. As well as monitor for any fault or abnormal conditions that may occur.
Upon loss of the run signal, the engine will continue to run for an adjustable cool down period if the cool down feature is utilized. However, if the cool down feature is not used or if the SCM receives an off/reset signal, the SCM will immediately de-energize the Run Relay. The fuel circuitry will be de-energized. If the signal to run returns before the engine stops, the SCM will immediately go back to the running state. This means, the fuel will be turned back on, but the starting motor will not energize. However, if a restart does not occur and the rpm continues to drop, then the SCM will initiate cranking upon reaching zero rpm. Assuming that the run signal does not return and the engine speed continues to diminish until zero rpm is reached, then the Crank Termination Relay (CTR) will be de-energized and the SCM will be ready for an instant restart. The Fuel Control Relay will be ready for an instant restart. The Fuel Control Relay (FCR) of the SCM will de-energize in two seconds after zero rpm.
Sequence Of Operation (Fault Conditions)
If a fault condition occurs prior to starting the engine, the SCM will:
- De-energize and lock out the starting motor circuit.
- Ensure that fuel is shut off.
- De-energize the Run Relay Circuit.
- Energize the fault shutdown circuitry (Engine Failure Relay).
If a fault condition occurs while the engine is running, then the SCM will respond in the following manner:
- Fuel control circuitry will be de-energized for energized to run engines.
- Ignition Shutoff Relay will be de-energized, for an overspeed, emergency stop, or diagnostic codes "01", "04", "06" or if all six LED's are on. The relay will also de-energize if the engine has not shut down within five seconds after the FCR commanded it to do so. This would be the result of a fault condition. The relay circuitry shall be re-energized for 10 to 15 seconds after the engine reaches zero rpm. The relay shuts off the ignition system.
- The Starting Motor Relay (SMR) circuitry shall be locked in the de-energized state.
- The Run Relay (RR) circuitry shall be de-energized.
- The Fault Shutdown Circuitry shall be energized, including the Engine Failure Relay (ENFR).
If a fault occurs before or after the engine starts, then the appropriate fault indicating LED shall flash at two Hz or a diagnostic code shall be displayed to indicate the nature of the problem. The indicators shall remain on. The SCM shall remain in the fault mode until it receives a reset signal.
Start Logic Flow Diagram
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| Illustration 7 | g00493800 |
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| Illustration 8 | g00504208 |
Prelube Logic | |
Stop Logic Flow Diagram
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| Illustration 9 | g00504207 |
Stop Logic | |
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| Illustration 10 | g00504209 |
Stop Logic | |
Engine Monitoring And Protection System
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| Illustration 11 | g00493804 |
The system provides engine protection and monitors engine systems for vital parameters. The system provides warnings and/or inhibits the engine from starting. The system shuts down the engine when the parameters are outside acceptable limits. Along with these features, the system provides display/indication of the engine operating parameters.
Engine Shutdown And Start Inhibiting Functions
The engine shutdown features provide engine protection by shutting down the engine when certain operating parameters are beyond acceptable limits. The engine shutdown features provide engine protection when the driven equipment sense a shutdown signal to the control panel for the ESS.
The start inhibiting features provide protection to the engine and the driven equipment by preventing the engine from cranking when the engine parameters are not within acceptable limits or the driven equipment has indicated that the driven equipment is not ready to start.
Engine shutdown and start inhibiting problems will be indicated by the CMS panel display, the Engine Control Module (ECM) or the Status Control Module (SCM). The CMS panel display will provide a diagnostic indication when the lights are ON. The ECM will display a FLASHING diagnostic code to indicate that engine shutdown due to a specific problem that was encountered. The ECM will display a SOLID diagnostic code in order to indicate that a warning condition has occurred due to a specific problem that was encountered. For additional information on troubleshooting the displayed information, refer to Troubleshooting, SENR6510.
Computerized Monitoring System (CMS)
The display consists of six small gauges (left side) and one larger gauge (center). The information that is displayed on the gauges is controlled by the "GAGE GROUP SELECT" switch and the "GAGE DATA SELECT" switch. The "GAGE GROUP SELECT" switch selects between two sets of parameters that are available for display on the six small gauges.
The "GAGE DATA SELECT" switch allows the data that is provided on each of the gauges to be viewed on the digital readout. The digital readout is located below the large center gauge. The upper number in the gauge display will indicate which parameter is being viewed. Each time that the "GAGE DATA SELECT" switch is toggled, the next gauge is selected. This is within the range of gauges currently selected by the "GAGE GROUP SELECT" switch.
If the "GAGE GROUP SELECT" switch is switched, then the digital gauge will change to the gauge for the corresponding gauge position. If gauge 2 coolant temperature was selected and the "GAGE GROUP SELECT" switch is moved the gauge data will switch to gauge 8, "Air Restriction Left".
Gauge Display
The film on the control panel for the ESS is either in English Units or Metric Units. Depending on the application, the readouts will be in either English Units or Metric Units. By setting the "GAGE GROUP SELECT" switch to the left, the following engine functions are displayed on the gauge and the digital readout.
Gauge 1 "AIR TEMPERATURE" - The temperature of the air inlet manifold is displayed in °C or °F. The temperature is displayed within one degree.
Gauge 2 "COOLANT TEMPERATURE" - Temperature is displayed in °C or °F. The temperature is displayed within one degree.
Gauge 3 "FUEL CORRECTION" - The display shows a percent value. This is a ratio of the difference between the adjusted setting of the fuel energy content BTU potentiometer and the BTU energy content of the fuel that the engine is burning.
Note: The fuel correction factor is fixed at 100 percent. The red limit bars on this gauge are turned off whenever the air/fuel ratio is not being automatically controlled. This is based on the in cylinder measured combustion burn time.
Gauge 4 "AIR INLET PRESSURE" - Air inlet manifold pressure (absolute) is displayed in kPa or psi/10.
Gauge 5 "ENGINE OIL PRESSURE" - Pressure is displayed (gauge) in kPa or psi.
Note: Prelube oil pressure is indicated by a bar around the display for the oil pressure gauge. A solid bar indicates that the prelube pressure is OKAY. A flashing bar indicates that the prelube pressure is NOT OKAY.
Gauge 6 "ENGINE LOAD" - Load is displayed as a percentage of the full rated power output of the engine. The calculation of the percentage is based on the following factors: flow of fuel, engine rpm and fuel energy content.
By setting the "GAGE GROUP SELECT" switch to the right, the following engine functions are displayed on the gauge and the digital readout.
Gauge 7 "OIL FILTER DIFFERENTIAL" - The amount of pressure drop between the inlet and the outlet of the oil filter housing is displayed in kPa or psi.
Gauge 8 "AIR RESTRICTION LEFT" - The amount of pressure drop between the inlet (unfiltered) and outlet (filtered) sides of the air cleaner, displayed in kPa/10 or inches of H2O/10.
Gauge 9 "CRANKCASE PRESSURE" - This gauge indicates the pressure that is inside the crankcase. This is displayed in kPa/10 or inches of H2O/10.
Gauge 10 "COOLANT OUTLET PRESSURE" - This gauge is not used.
Gauge 11 "AIR RESTRICTION RIGHT" - This gauge is not used with the G3600 Engines.
Gauge 12 "STARTING PRESSURE" - This gauge indicates the air pressure that is available for starting the engine. This is displayed in kPa or psi.
The large gauge (center) always indicates the engine speed.
Gauge 13 "ENGINE SPEED" - This gauge displays engine speed in rpm (within 10 rpm).
Fault Indicator Lights
The CMS has 12 lights that indicate that a fault condition has occurred. A fault is either a measured parameter outside a safe limit or a device that is malfunctioning. Each light indicates the system to look for in order to determine the exact problem.
"F1 CHECK GAUGES" - One or more gauges indicate that a parameter is outside of the normal operating range. Check gauges.
"F2 CHECK FLUID LEVELS" - One or more fluid levels are below an acceptable limit. Observe the diagnostic code(s). Refer to Troubleshooting, SENR6510.
"F3 AUXILIARY EQUIPMENT" - One or more problems exist in the interface for the driven equipment. Observe the diagnostic code(s). Refer to Troubleshooting, SENR6510.
"F4 FUEL SUPPLY SYSTEM" - One or more problems exist in the system that controls the fuel. Observe the diagnostic code(s). Refer to Troubleshooting, SENR6510.
"F5 AIR INLET SYSTEM" - One or more problems exist in the system that controls the inlet air. Observe the diagnostic code(s). Refer to Troubleshooting, SENR6510.
"F6 EXHAUST SYSTEM" - One or more problems exist in the exhaust system. Observe the diagnostic code(s). Refer to Troubleshooting, SENR6510.
"F7 MODULES/WIRING " - One or more problems exist with specific control modules and/or the wiring. Observe the diagnostic code(s). Refer to Troubleshooting, SENR6510.
"F8 COMBUSTION FEEDBACK SYSTEM" - One or more problems exist in the controls for the feedback from the combustion system. Observe the diagnostic code(s). Refer to Troubleshooting, SENR6510.
"F9 IGNITION SYSTEM" - One or more problems exist in the ignition system. Observe the diagnostic code(s). Refer to Troubleshooting, SENR6510.
"F10 SENSORS/DEVICES" - One or more problems exist on specific control devices. This includes sensors, actuators, etc. Observe the diagnostic code(s). Refer to Troubleshooting, SENR6510.
"F11 STARTING SYSTEM" - One or more problems exist in the engine starting system. Observe the diagnostic code(s). Refer to Troubleshooting, SENR6510.
"F12 DETONATION SYSTEM" - One or more problems exist in the system that detects detonation. Observe the diagnostic code(s). Refer to Troubleshooting, SENR6510.
Status Control Module (SCM)
The bottom of the control panel for the ESS contains the Status Control Module (SCM). This displays fault conditions and key engine parameters. The Status Control Module (SCM) accepts information from the operator, magnetic speed pickup (MPU), pressure/temperature module and the Engine Supervisory System (ESS). This information is used to determine the "on/off" state of the engine's fuel and ignition system.
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| Illustration 12 | g00314963 |
Status Control Module (SCM) (1) Liquid Crystal Display (LCD). (2) Switch (display hold switch). (3) "Low Oil Pressure" Light Emitting Diode (LED). (4) "Overcrank" LED. (5) "Overspeed" LED. (6) "High Oil Temperature" LED. (7) "Emergency stop" LED. (8) "Auxiliary" LED (shutdown). | |
The SCM receives a signal that instructs the SCM to start the engine. The SCM activates the fuel system and the starting motor. When the engine rpm reaches the crank termination speed, the starting motor is disengaged. When the SCM receives a signal to stop the engine, the fuel system is shut off.
The SCM has the following features:
"Cycle Crank" - The SCM can be programmed to crank-rest-crank for adjustable time periods.
"Speed Control" - When the engine oil pressure increases past the low oil pressure set point, the SCM will indicate to the ECM that the ECM should increase the engine speed from idle to rated.
"Cooldown" - After the SCM receives a signal to perform a normal shut down, the SCM will wait for a preprogrammed amount of time before shutting the engine off via the gas shutoff valve.
"Automatic Operation" - While in the automatic mode, the SCM can be started by a remote initiate signal. This signal is when the initiate contact (IC) closes. Upon the loss of the signal, the SCM will perform a normal shut down.
"Power Down" - The ESS system is designed to remove power when in the "off/reset" mode once the postlube cycle is complete. The SCM will not allow the engine to power down until the "Crank Termination Relay" and the "Fuel Control Relay" are both off. Both relays turn off two seconds after zero rpm.
"Fuel Solenoid Type" - The SCM can be programmed to work with either an Energize To Run (ETR) fuel system or an Energize To Shutdown (ETS) fuel system. In G3600 applications this must be an ETR system.
"LED Display" - Six LEDs are located on front of the SCM. The LEDs are used for the following conditions: annunciate overcrank shutdown, overspeed shutdown, low oil pressure shutdown, high oil temperature shutdown, emergency stop and auxiliary shutdown.
"Emergency Stop" - LED (7) will flash if the "Emergency Stop" button is used to stop the engine
"Pressure/Temperature Module Malfunction" - If the signal from the engine mounted oil pressure/temperature transducer module is lost or unreadable, the engine will be shut down via the fuel control. A diagnostic code will be displayed. The SCM can be programmed to ignore the malfunction of the transducer module.
"Speed Pickup Malfunction" - If the SCM loses the magnetic pickup signal, the engine will be shut down via the ignition system and the fuel control. A diagnostic code will be displayed.
"Overcrank Protection" - If the engine fails to start within a programmed amount of time, the SCM will cause the starting sequence to cease. LED (4) will flash. The mode control switch must be turned to the "Off/Reset" position before another attempt to start the engine can be made.
"Liquid Crystal Display " (1) - Service hours, engine speed, system battery voltage, engine oil pressure and engine oil temperature are sequentially displayed in either English or Metric Units. Pressing switch (2) on the front of the SCM will cause the display to lock (stop) on one of the engine parameters. Pressing the switch again will resume the display to normal sequencing. When a fault signal is detected, the display is also used to indicate diagnostic codes. This is to aid in troubleshooting. Refer to Systems Operation, Testing And Adjusting, Status Control Module (SCM), SENR6515, "Troubleshooting Section", "Diagnosed Problems".
Note: All diagnostic lights should turn on briefly when the panel is powered up. This is a light test.
"Overspeed Protection" - If the engine speed exceeds the set point for the overspeed, then the engine will be shut down via the ignition control and the fuel control. LED (5) will flash. The set point for the overspeed is lowered to 75 percent of the original value while the "Overspeed Verify" switch is depressed. This will allow the overspeed circuit to be tested while the engine is operating at rated speed.
"Low Oil Pressure Protection" - If the engine oil pressure drops below the low oil pressure set point, it will be shut down by means of the fuel control. LED (3) will flash. There are two set points for the low oil pressure. One set point is for when the engine speed is below the oil step speed. The another set point is for when the engine speed is above the oil step speed.
"High Oil Temperature Protection" - If the engine oil temperature exceeds the set point, the fuel will be shut off. LED (6) will flash. Refer to the Testing And Adjusting section of this manual for status control module service procedure for information about testing and programming of the SCM.
Note: If a fault occurs and the control for the fuel does not shut down the engine, the ignition is shut off five seconds after the fault has occurred.
Engine Control Module (ECM)
The ECM monitors the fuel energy content for the air/fuel ratio control and for limiting the power. The ECM also has the function of system coordinator. The personality module of the ECM contains many of the protection set points. The personality module controls much of the systems operation. The display on the ECM consists of eight characters and eight lights.
The lights indicate:
"STATUS (Green)" - When this light is on, this light is for status information. Status information is the desired engine speed, fuel energy (BTU) setting, etc.
"COMMUNICATION LINK 1 ACTIVE (Green)" - When this light is on, this light will indicate that the ECM is properly communicating with the Timing Control Module (TCM).
"COMMUNICATION LINK 2 ACTIVE (Green)" - When this light is on, this light will indicate that the ECM is properly communicating with the Computerized Monitoring System (CMS Gauges), the Digital Diagnostic Tool (DDT) ports, and the optional Customer Communication Module (CCM).
"CAUTION MODE (Yellow)" - One or more problems exist. The code that indicates the exact nature of the condition will be displayed.
"SENSOR FAULT (Red)" - A problem with one of the sensors has been detected. One or more problems exist. The code that indicates the exact nature of the condition will be displayed.
"ACTUATOR FAULT (Red)" - A problem with one of the actuators has been detected. The code that indicates the exact nature of the problem will be displayed.
"SYSTEM FAULT (Red)" - A problem with one of the control systems has been detected. The code that indicates the exact nature of the problem will be displayed.
"CONTROL MODULE FAULT (Red)" - A problem with one of the control modules has been detected. The code that indicates the exact nature of the problem will be displayed.
The "DISPLAY SELECT" switch that is located on the right hand side of the ESS control panel door will allow the operator to step through the data on the Engine Control Module display. Every time the switch is toggled, the display steps through to the next item. Items displayed are either status codes or diagnostic codes. These codes are differentiated by one of the lights.
Timing Control Module (TCM)
The Timing Control Module (TCM) maintains the ignition timing that is determined by the ECM. The TCM also protects the engine from unacceptable levels of detonation.
The TCM provides the ECM with information about detonation. The ECM sends a signal to the TCM for the engine timing that is desired. The signal can be retarded up to six crankshaft degrees if detonation is sensed. The engine will be shut down if high levels of detonation persist.
Pyrometer Module
The pyrometer module allows the read out in nine separate temperatures in °C. The module powers up and displays the reading on channel zero (exhaust stack temperature). In order to read the temperature values on the other eight channels, press the "Push To Advance" button on the front of the gauge.
The pyrometer continuously compares channel zero (exhaust stack temperature) to a set point. If the exhaust stack temperature ever exceeds the set point, a contact closes. The ECM shuts down the engine.
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| Illustration 13 | g00494063 |
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| Illustration 14 | g00494065 |
Engine Control System
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| Illustration 15 | g00314964 |
The Engine Control System consists of the following components:
- Engine Supervisory System (ESS) Control Panel
- Engine Control Module (ECM)
- Timing Control Module (TCM)
- Desired Speed Potentiometer
- Fuel Energy Content Potentiometer
- Engine Control Module (ECM)
- Engine Mounted Sensors
- Engine Mounted Actuators
- Fuel
- Wastegate
- Choke
- Fuel
Governor
The Electronic Control Module (ECM) performs the governing function. The governor resembles a diesel engine governor more than a typical gas engine governor. The G3600 Engine is governed by modulating the fuel valve that controls the fuel flow independent of the air flow. The command signal that is sent from the ECM to the fuel actuator is based on the difference between the actual engine speed (as measured by the ECM magnetic pickup) and the desired engine speed.
Droop
A setting from 0 to 10 percent speed droop can be selected by using the "Customer Selectable Parameter Screen", "Number 31", on the Digital Diagnostic Tool.
Switchable Governor Response
There must be two governor settings in order to provide a optimum engine response for the following applications.
- Generator set that operates in parallel with a utility
- Generator set that operates with other generator sets
The G3600 control system offers a dual dynamics governor. The "Governor Dynamics Switch" will select from either "Stand Alone" or "Paralleled" governor settings. Refer to Installation And Initial Start-up Procedures, SEHS9708, for information regarding switching from "OFF-GRID" to "ON-GRID" governor dynamics.
Desired Speed
Desired speed is controlled by an idle/rated switch. Open selects the idle speed of 550 rpm. Closed selects the speed set by the desired speed potentiometer. The desired speed input is typically the potentiometer on the front face of the ESS panel. The desired speed may be controlled by an external input to the ECM. Refer to Installation And Initial Start-up Procedures, SEHS9708, for information regarding customer input.
Fuel Limiting
The governor provides the limiting of power on the G3600 Engine. The governor calculates the fuel flow. The governor compares the fuel flow against the maximum allowed flow. The governor protects the engine against over power situations.
Transient Fuel Limiting
In order to prevent the engine from operating at an air/fuel ratio that is excessively rich, the command signal that is sent to the fuel actuator may be limited. This will limit the amount of fuel flow into the engine during engine starting, engine acceleration or variable load operating conditions.
Personality Module
The Engine Control System contains a Personality Module. The Personality Module provides the engine application control maps. The Personality Module attaches to the ECM and the Personality Module communicates with the ECM. The Personality Module receives input from the engine control system sensors. The Personality Module monitors and controls the engine according to the parameters that are within the Personality Module. The Personality Module contains application specific engine control maps, protection set points and customer defined settings.
Personality Module Programmable Features
| Fuel Parameters | ||
| Parameters | COSA Engines | Non COSA Engines |
| Feedback Load | 25 percent | 50 percent |
| Feedback Speed | 650 rpm | 650 rpm |
| Protection Setting | ||
| Parameters | Standard | Possible |
| Prelube Time | 30 sec | Any Time Value |
| Post Lube Time | 60 sec | Any Time Value |
| Driven Equipment Ready | 40 sec | Any Time Value |
| Driven Equipment Input | Shutdown | Not Used/Alarm/Shutdown |
| Exhaust Pyrometer Input | Shutdown | Not Used/Alarm/Shutdown |
| Low Coolant Level Input | Shutdown | Not Used/Alarm/Shutdown |
| Low Oil Level Input | Shutdown | Not Used/Alarm/Shutdown |
| Detonation Strategy Input | Shutdown | Not Used/Alarm/Shutdown |
| Air Temperature Settings | ||||
| Settings | 32C scac | 45C scac | 54C scac | 32-70C scac |
| Air Temp Shutdown< 50% Load | 75 | 80 | 85 | 90 |
| Air Temp Alarm >50% Load | 55 | 65 | 73 | 82 |
| Air Temp Shutdown >50% Load | 60 | 70 | 75 | 87 |
| Air Restriction Settings | ||
| Settings | Standard | Possible |
| Air Restriction Left/Right High Caution | 3.5 kPa | Any Value or Disabled |
| Air Restriction Left/Right Shutdown | 5.2 kPa | Any Value or Disabled |
| Crankcase Pressure Settings | ||
| Settings | Standard | Possible |
| Crankcase Pressure Caution | 0.6 kPa | Any Value or Disabled |
| Crankcase Pressure Shutdown | 1.0 kPa | Any Value or Disabled |
| Battery Voltage Settings | ||
| Settings | Standard | Possible |
| Battery Voltage Low Caution | 20V | Any Value or Disabled |
| Battery Voltage Low Shutdown | 18V | Any Value or Disabled |
| Differential Oil Pressure Settings | ||
| Settings | Standard | Possible |
| Differential Oil Pressure Caution | 70 kPa | Any Value or Disabled |
| Differential Oil Pressure Shutdown | 250 kPa | Any Value or Disabled |
| Jacket Water Settings | ||
| Settings | Standard | Possible |
| Jacket Water Temperature Low Caution | 25°C | Any Value or Disabled |
| Jacket Water Temperature High Caution | 92 to 107°C | Any Value or Disabled |
| Jacket Water Temperature High Shutdown | 98 to 110°C | Any Value or Disabled |
| Jacket Water Temperature Low Start Inhibit | no | no/yes |
| Jacket Water Outlet Pressure Low Caution (kPa) | Disabled | Any Value or Disabled |
| Jacket Water Outlet Pressure Low Shutdown (kPa) | Disabled | Any Value or Disabled |
| Diagnostic Settings | ||
| Settings | Enabled | Disabled/Enabled |
| Gas Shutoff | Enabled | Disabled/Enabled |
| DMC Protection | No | No/Yes |
| DMC Strategy | Shutdown | Shutdown/Alarm/Not Used |
| Core Parameters | ||
| Parameters | Enabled | Disabled/Enabled |
| Software Units | Metric | English/Metric |
| Choke | Yes | Yes/No |
| Landfill Module | No | Yes/No |
| Electric Starters | No | Yes/No |
| Actuators | 90 Degrees | 90 Degrees, 42 Degrees, Cat Hydrax |
Note: These values are for reference only. These values will vary depending on the application specific information, such as the separate circuit water temperature. Refer to the Personality Module drawing for the application specific alarm and shutdown levels.
Air/Fuel Ratio Control
The G3600 Engine does not have a carburetor. The air flow and the fuel flow are independently controlled. The governor has complete control of the fuel flow. This leaves the air flow as the only parameter for adjusting the air/fuel ratio. The air flow is controlled by the exhaust wastegate system in order to maintain the desired air/fuel ratio or the desired combustion burn time (BT).
Fuel Flow
The ECM will calculate the fuel flow by using the following inputs:
- measured fuel manifold pressure
- measured fuel manifold temperature
- measured air inlet manifold pressure
- measured air inlet manifold temperature
- engine speed
- BTU setting
Air Flow
The ECM calculates the air flow based on the measured inlet manifold air pressure, the measured inlet manifold temperature, and the engine speed.
Desired Air/Fuel Ratio
The desired air/fuel ratio varies depending on engine speed and load. These values are stored in application specific maps in the Personality Module. These maps were created to achieve optimum engine performance (efficiency and emissions) as the engine speed and load varies.
 | |
| Illustration 16 | g00314965 |
Example Air/Fuel Ratio Engine Control Map | |
Combustion Burn Time (BT)
Combustion Burn Time is the time measured for combustion flame propagation from the ignition spark in the precombustion chamber to the combustion sensing probe. The probe is mounted in the main combustion chamber.
 | |
| Illustration 17 | g00314967 |
Cylinder Ignition And Sensor (1) Combustion sensor. (2) Precombustion chamber. (3) Gas ignition spark plug. | |
In-cylinder combustion sensing for each cylinder, allows the engine to respond rapidly to changes in ambient conditions, fuel quality or speed and load changes. This results in a more precise control of the engine emissions and the fuel consumption. The combustion sensor is a nonconventional 14 mm (.55 inch) spark plug. The spark plug operates in conjunction with an electronic combustion buffer. This measures the actual time between the spark and the passage of the flame across the sensor. This information is averaged and compared with a desired map setting in the personality module. Corrections for variations in fuel quality, temperatures, etc. are made automatically as well as more quickly and accurately than manual adjustments.
 | |
| Illustration 18 | g00497861 |
Basic Combustion Probe System | |
The measured combustion burn time signals are sent to the ECM on two separate circuits. One circuit is dedicated to the Cylinder No. 1. Another circuit sends the signals for the remaining cylinders to the ECM. The signals are received by the ECM in the firing order sequence.
Air Flow Control
Once the ECM has determined a desired air flow, the ECM modulates the exhaust bypass valve by changing the position of the wastegate actuator.
When the engine is operating in a normal operation mode, at an engine load that is typically greater than 50 percent, the air/fuel ratio is automatically controlled based on the average Combustion Burn Time (BT).
The position command signal that is sent from the ECM to the wastegate actuator is based on the difference between the average BT that is measured from the cylinders and the desired BT that is programmed into the personality module. Maintaining the desired BT ensures optimum engine performance and stable engine operation even when the quality of the fuel changes or when ambient conditions change.
When the engine is operating in precombustion chamber calibration mode or at an engine load that is typically less than 50 percent, the position command signal is the difference between the measured air/fuel ratio and the desired air/fuel ratio. This signal is sent from the ECM to the wastegate actuator. The measured air/fuel ratio is a calculated value that is based on sensor inputs from the engine to the ECM. The inputs to the ECM that are required to calculate the air/fuel ratio are fuel manifold pressure, fuel manifold temperature, inlet manifold air pressure, inlet manifold air temperature, engine speed and fuel quality (Fuel Energy Content potentiometer setting). At start-up, the fuel energy content (BTU) is adjusted in order to agree with the fuel analysis by using the Fuel Energy Content potentiometer on the ESS control panel. When the engine is operating at greater than 50 percent load, the engine control overrides the manual fuel setting and provides fuel quality information. This is based upon the actual combustion burn time measurements that are taken during the combustion process. The manual setting of the BTU potentiometer will provide a starting point for the Air/Fuel Ratio Control system until the BT information is available from the combustion sensors.
Fuel Correction Factor
The fuel correction system will use the desired burn time along with the measured burn time in order to compute a fuel correction factor.
The percent fuel correction factor represents the difference in the actual energy content (BTU/ft3) and the setting of the "Fuel Energy Content" potentiometer. The potentiometer is located on the front control panel of the ESS.
For example: the engine air/fuel ratio had been properly adjusted using a BTU dial setting of 900 BTU. After the engine has been running for a period of time, the quality of the fuel that is supplied to the engine will change from 900 to 990 BTU/ft3. The result would be that the combustion flame would be faster. The ECM would slow down the combustion time by changing the air/fuel ratio to a leaner setting. The ECM would display a calculated fuel correction factor of 110 percent (990/900 times 100).