waukesha 16v275gl esm

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ESM 16V275GL Engine System Manager Operation & Maintenance First Edition This document contains proprietary and trade secret information and is given to the receiver in confidence. The receiver by reception and retention of the document accepts the document in confidence and agrees that, except as with the prior expressed written permission of Dresser Waukesha, Dresser, Inc., it will (1) not use the document or any copy thereof or the confidential or trade secret information therein; (2) not copy or reproduce the document in whole, or in part, without the prior written approval of Dresser Waukesha, Inc.; and (3) not disclose to others either the document or the confidential or trade secret information contained therein. All sales and information herein supplied subject to Standard Terms of Sale, including limitation of liability. ATGL ® , CFR ® , ESM ® , EXTENDER SERIES ® , DRESSER ® , ENGINATOR ® , SERIES FOUR ® , VGF ® , VHP ® , WKI ® , and WAUKESHA ® are registered trademarks of Dresser, Inc. APG™ and DRESSER logo are trademarks of Dresser, Inc. All other trademarks, service marks, logos, slogans, and trade names (collectively “marks”) are the properties of their respective owners. Dresser, Inc., disclaims any proprietary interest in these marks owned by others. ® FORM 6331-1 Dresser Waukesha, Inc. Dresser, Inc. Waukesha, Wisconsin 53188 Printed in U.S.A. 04/09 © Copyright 2009, Dresser, Inc. All rights reserved. ®

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Page 1: waukesha  16V275GL ESM

ESM16V275GL

Engine System ManagerOperation & Maintenance

First EditionThis document contains proprietary and trade secret informationand is given to the receiver in confidence. The receiver byreception and retention of the document accepts the document inconfidence and agrees that, except as with the prior expressedwritten permission of Dresser Waukesha, Dresser, Inc., it will (1)not use the document or any copy thereof or the confidential ortrade secret information therein; (2) not copy or reproduce thedocument in whole, or in part, without the prior written approval ofDresser Waukesha, Inc.; and (3) not disclose to others either thedocument or the confidential or trade secret information containedtherein.

All sales and information herein supplied subject to StandardTerms of Sale, including limitation of liability.

ATGL®, CFR®, ESM®, EXTENDER SERIES®, DRESSER®,ENGINATOR®, SERIES FOUR®, VGF®, VHP®, WKI®, andWAUKESHA® are registered trademarks of Dresser, Inc. APG™and DRESSER logo are trademarks of Dresser, Inc. All othertrademarks, service marks, logos, slogans, and trade names(collectively “marks”) are the properties of their respective owners.Dresser, Inc., disclaims any proprietary interest in these marksowned by others.

®

FORM 6331-1Dresser Waukesha, Inc.Dresser, Inc.Waukesha, Wisconsin 53188Printed in U.S.A. 04/09© Copyright 2009, Dresser, Inc.All rights reserved.

®

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CONTENTS

How to Use This Manual

CHAPTER 1 – SAFETY AND GENERAL

Section 1.00 – SafetySafety Introduction .................................................1.00-1Safety Tags and Decals.........................................1.00-1Equipment Repair and Service ..............................1.00-1Electrical ................................................................1.00-2Fire Protection........................................................1.00-3Body Protection......................................................1.00-3Exhaust ..................................................................1.00-3Batteries.................................................................1.00-3Chemicals ..............................................................1.00-3Cleaning Solvents ..................................................1.00-3Emergency Shutdown............................................1.00-4Programming .........................................................1.00-4Handling Components ...........................................1.00-4Tools ......................................................................1.00-4

Electrical .........................................................1.00-4Pneumatic.......................................................1.00-4

Intoxicants and Narcotics.......................................1.00-4Protective Guards ..................................................1.00-4

Section 1.05 – General InformationWiring Requirements .............................................1.05-1ESP Programming Conventions ............................1.05-2Definitions ..............................................................1.05-3Acronyms ...............................................................1.05-8English/Metric Conversions ...................................1.05-9Torque Values......................................................1.05-10

Section 1.10 – Engine System Manager (ESM) Overview

ESM Components..................................................1.10-3Engine Control Unit (ECU)..............................1.10-3Power Distribution Junction Box .....................1.10-4Ignition Power Module with

Diagnostics (IPM-D).....................................1.10-4Air-Fuel Power Module (AFPM)......................1.10-4Stepper (AGR – Actuator, Gas Regulator) .....1.10-4Throttle Actuator .............................................1.10-5Wastegate Actuator ........................................1.10-5Bypass Actuator..............................................1.10-5

Engine System Manager Sensors .........................1.10-5Electronic Service Program (ESP).........................1.10-9

E-Help.............................................................1.10-9User Interface Panels ...................................1.10-10

ESM Diagnostics..................................................1.10-10Safety Shutdowns ................................................1.10-10Start-Stop Control ................................................1.10-11Ignition System ....................................................1.10-11Knock Detection...................................................1.10-11Air-Fuel Ratio Control ..........................................1.10-11ESM Turbocharger Control ..................................1.10-11ESM Speed Governing ........................................1.10-11

CHAPTER 2 – ESM OPERATION

Section 2.00 – System Power and WiringPower Supply Requirements................................. 2.00-1Battery Requirements............................................ 2.00-1

Power Supplied by Batteries .......................... 2.00-2Power Supplied by 24VDC Power Supply ..... 2.00-3

Power Distribution Junction Box............................ 2.00-4Recommended Wiring.................................... 2.00-4Connecting Ground and Power to

Power Distribution Junction Box.................. 2.00-5Customer Interface Harness ................................. 2.00-6

Required Connections.................................... 2.00-8Optional Connections................................... 2.00-10Local Control Option Harness ...................... 2.00-11

Section 2.05 – Start-Stop ControlStart-Stop Control Description............................... 2.05-1

Start Sequence .............................................. 2.05-1Normal Shutdown Sequence ......................... 2.05-2Emergency Shutdown Sequence................... 2.05-2Prelubing the Engine Without Starting ........... 2.05-5Cranking the Engine Over Without

Starting and Without Fuel............................ 2.05-5Air Starter .............................................................. 2.05-5

Fuel Valve ...................................................... 2.05-6

Section 2.10 – Ignition SystemIgnition Theory....................................................... 2.10-2Ignition Diagnostics ............................................... 2.10-3

Monitoring Ignition Energy Field..................... 2.10-3Monitoring Spark Reference Number............. 2.10-3

Section 2.15 – Knock DetectionKnock Theory ................................................. 2.15-1Knock Detection and Timing Control.............. 2.15-2Waukesha Knock Index (WKI) ....................... 2.15-3

Section 2.20 – Air-Fuel ControlDescription ............................................................ 2.20-1Components .......................................................... 2.20-1Operation............................................................... 2.20-1

Lean Burn Oxygen Sensor............................. 2.20-2Heater Block Assembly .................................. 2.20-3Stepper........................................................... 2.20-4System Wiring ................................................ 2.20-4Theory of Operation ....................................... 2.20-4User Settings.................................................. 2.20-5

Section 2.25 – ESM Turbocharger ControlESM Turbocharger Control Description ................ 2.25-2Bypass, Wastegate, and Throttle Reserve Maps.....2.25-2Resetting Learning Tables .................................... 2.25-2Turbocharger Surge .............................................. 2.25-3Throttle Reserve.................................................... 2.25-4Electronic vs. Mechanical Wastegate.................... 2.25-4

FORM 6331 First Edition i

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CONTENTS

Section 2.30 – ESM Speed GoverningESM Speed Governing.......................................... 2.30-1

Governing Theory........................................... 2.30-1Speed Governing Inputs and Calibrations...... 2.30-1Speed Governing Modes................................ 2.30-2

Rotating Moment of Inertia/Adjusting Gain............ 2.30-6

Section 2.35 – Emergency Safety Shutdowns

Overview................................................................ 2.35-1Individual Safety Shutdowns Descriptions ..... 2.35-1Emergency Stop (E-Stop) Switches ............... 2.35-1Low Oil Pressure ............................................ 2.35-1Engine Overspeed.......................................... 2.35-2Customer-Initiated Emergency Shutdown...... 2.35-2Engine Overload............................................. 2.35-2Uncontrollable Engine Knock ......................... 2.35-2High HT Jacket Water Coolant Temperature... 2.35-2Low HT Jacket Water Coolant Pressure ........ 2.35-2High Intake Manifold Air Temperature............ 2.35-2High Oil Temperature ..................................... 2.35-2Failure of Magnetic Pickup ............................. 2.35-2Overcrank....................................................... 2.35-2Engine Stall .................................................... 2.35-2ECU Internal Faults ........................................ 2.35-2Security Violation............................................ 2.35-2

Alarms ................................................................... 2.35-3

Section 2.40 – ESM CommunicationsMODBUS® (RS-485) Communications ................. 2.40-1

Wiring ............................................................. 2.40-1Protocol .......................................................... 2.40-2MODBUS® for PLC ........................................ 2.40-2Personal Computers....................................... 2.40-2Fault Code Behavior....................................... 2.40-2

Function Codes ..................................................... 2.40-3Reading MODBUS® Addresses..................... 2.40-3MODBUS® Exception Responses.................. 2.40-3Function Code Tables .................................... 2.40-4Additional Information on

MODBUS® Addresses 30038 – 30041 ....... 2.40-9Local Control Panel ............................................. 2.40-10

User Digital Inputs ........................................ 2.40-11

CHAPTER 3 – ELECTRONIC SERVICE PROGRAM (ESP)

Section 3.00 – Introduction to Electronic Service Program (ESP)

Recommended System Requirements.................. 3.00-1Installing ESP From Download.............................. 3.00-1Installing ESP From CD......................................... 3.00-3Connecting PC to ECU.......................................... 3.00-3Starting ESP.......................................................... 3.00-4

Connection Status .......................................... 3.00-4User Interface Panels ............................................ 3.00-4

Other ESP Windows ..............................................3.00-9Fault Log.........................................................3.00-9E-Help.............................................................3.00-9Version Details................................................3.00-9

Navigating ESP Panels........................................3.00-10Common Features ........................................3.00-10Display Fields ...............................................3.00-11

Button Bar ............................................................3.00-12Fault Log Description ...........................................3.00-13Using a Modem For Remote Monitoring ..............3.00-15

Setting Up Modem to ECU ...........................3.00-15Connecting Modem To ECU And PC ...........3.00-17Starting ESP For Modem Access .................3.00-17

Section 3.05 – ESP Panel and Field Descriptions

[F2] Engine Panel ..................................................3.05-1[F3] Start-Stop Panel .............................................3.05-2[F4] Governing Operating Status Panel .................3.05-3[F5] Ignition Operating Status panel ......................3.05-4[F8] AFR Setup Panel ............................................3.05-5[F10] System/Shutdown Status Panel ...................3.05-6[F11] Advanced Functions Panel ...........................3.05-7Field Descriptions ..................................................3.05-8

Section 3.10 – ESP ProgrammingInitial Engine Startup..............................................3.10-1Basic Programming in ESP....................................3.10-2Saving to Permanent Memory ...............................3.10-3

Exiting ESP Without Saving............................3.10-3Sending Calibrations to ECU .................................3.10-4Actuator Calibration ...............................................3.10-5Reset Status LEDs on ECU ...................................3.10-7Logging System Parameters..................................3.10-7

Create Text File ..............................................3.10-8Creating .TSV File ..........................................3.10-9

Changing Units – U.S. or Metric ..........................3.10-10Programming Remote ECU for Off-Site Personnel ..............................................3.10-11

Introduction ...................................................3.10-11Modem Setup ...............................................3.10-11

Programming Load Inertia ...................................3.10-14Programming Alarm and Shutdown Setpoints .....3.10-16IPM-D Programming ............................................3.10-17Air-Fuel Ratio Programming ................................3.10-17

Programming Fuel Type ...............................3.10-17AFR Setup ....................................................3.10-19Programming NOx Level ..............................3.10-20

ii FORM 6331 First Edition

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CONTENTS

CHAPTER 4 – TROUBLESHOOTING & MAINTENANCE

Section 4.00 – TroubleshootingWhere to Begin ......................................................4.00-1Additional Assistance.............................................4.00-1Determining Fault Code by Using ESP..................4.00-2Determining Fault Code by Reading ECU Status LEDs.................................................4.00-2

E-Help ....................................................................4.00-3Using E-Help...................................................4.00-3E-Help Window Description ............................4.00-4

ESM Fault Codes...................................................4.00-6Non-Code ESM Troubleshooting .........................4.00-10Power Distribution Junction Box ..........................4.00-11

Section 4.05 – ESM MaintenanceActuator Linkage ....................................................4.05-2Knock Sensors.......................................................4.05-2

Replacing Knock Sensors...............................4.05-2AGR (Stepper) Maintenance..................................4.05-2ESM System Wiring ...............................................4.05-3Battery Maintenance ..............................................4.05-4

External Inspection .........................................4.05-4Battery Indicated State of Charge...................4.05-4

APPENDIX A - INDEXAppendix A - Index..................................................... A-1

WARRANTY INFORMATIONExpress Limited Warranty Covering ProductsUsed in Continuous Duty Applications...................... W-1

Express Limited Warranty for GenuineWaukesha Service Parts and WaukeshaFactory Remanufactured Service Parts .................... W-2

Express Limited Warranty for ProductsOperated in Excess of Continuous Duty Ratings...... W-3

FORM 6331 First Edition iii

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CONTENTS

iv FORM 6331 First Edition

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HOW TO USE THIS MANUAL

Your purchase of a Dresser Waukesha engine withEngine System Manager (ESM) was a wise invest-ment. In the industrial engine field, the name DresserWaukesha, stands for quality and durability. With nor-mal care and maintenance, this equipment will providemany years of reliable service.

Before placing the ESM in service, read Chapter 1very carefully. This chapter covers Safety and GeneralInformation.

Section 1.00 – “Safety” – Provides a list of warningsand cautions to make you aware of the dangers pres-ent during operation and maintenance of the engine.READ THEM CAREFULLY AND FOLLOW THEMCOMPLETELY.

Section 1.05 – “General Information” – Provides wiringrequirements, programming conventions, definitions,acronyms, conversion tables, and torque values ofmetric and standard capscrews.

Section 1.10 – “Engine System Manager (ESM) Over-view” – Provides an overview of the engine controlsystem, component locations, sensor locations, andESP operation.

ALWAYS be alert for the special warnings withinthe manual text. These warnings precede informa-tion that is crucial to your safety as well as to thesafety of other personnel working on or near theengine. Cautions or notes in the manual containinformation that relates to possible damage to theproduct or its components during engine opera-tion or maintenance procedures.

This manual contains packager, operation, and main-tenance instructions for the ESM. There are four chap-ters within the manual, and each chapter contains twoor more sections. The title of each chapter or sectionappears at the top of each page. To locate informationon a specific topic, refer to the Table of Contents at thefront of the manual or the Index at the back of the man-ual.

Recommendations and data contained in the manualare the latest information available at the time of thisprinting and are subject to change without notice.Since engine accessories may vary due to customerspecifications, consult your local Dresser WaukeshaDistributor or Dresser Waukesha Service OperationsDepartment for any information on subjects beyondthe scope of this manual.

FORM 6331 First Edition v

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HOW TO USE THIS MANUAL

vi FORM 6331 First Edition

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SAFETY AND GENERAL

CONTENTS

SECTION 1.00 – SAFETY

SECTION 1.05 – GENERAL INFORMATION

SECTION 1.10 – ENGINE SYSTEM MANAGER (ESM) OVERVIEW

FORM 6331 First Edition

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SAFETY AND GENERAL

FORM 6331 First Edition

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SECTION 1.00

SAFETY

SAFETY INTRODUCTION

The following safety precautions are published for yourinformation. Dresser Waukesha, Inc., does not, by thepublication of these precautions, imply or in any wayrepresent that they are the sum of all dangers presentnear industrial engines or fuel rating test units. If youare installing, operating, or servicing a DresserWaukesha product, it is your responsibility to ensurefull compliance with all applicable safety codes andrequirements. All requirements of the Federal Occupa-tional Safety and Health Act must be met whenDresser Waukesha products are operated in areasthat are under the jurisdiction of the United States ofAmerica. Dresser Waukesha products operated inother countries must be installed, operated, and ser-viced in compliance with any and all applicable safetyrequirements of that country.

For details on safety rules and regulations in theUnited States, contact your local office of the Occupa-tional Safety and Health Administration (OSHA).

The words “danger,” “warning,” “caution,” and “note”are used throughout this manual to highlight importantinformation. Be certain that the meanings of thesealerts are known to all who work on or near the equip-ment.

DANGERThis symbol identifies information about immedi-ate hazards. Disregarding this information willresult in SEVERE PERSONAL INJURY OR DEATH.

WARNINGThis symbol identifies information about hazardsor unsafe practices. Disregarding this informationcould result in SEVERE PERSONAL INJURY ORDEATH.

This symbol identifiesinformation about haz-

ards or unsafe practices. Disregarding this infor-mation could result in PRODUCT DAMAGEAND/OR PERSONAL INJURY.

NOTE: This symbol identifies information that isNECESSARY TO THE PROPER OPERATION,MAINTENANCE, OR REPAIR OF THE EQUIPMENT.

SAFETY TAGS AND DECALS

WARNINGTo avoid severe personal injury or death, all warn-ing tags and decals must be visible and legible tothe operator while the equipment is operating.

EQUIPMENT REPAIR AND SERVICE

Proper maintenance, service, and repair are importantto the safe, reliable operation of the unit and relatedequipment. Do not use any procedure not recom-mended in the Dresser Waukesha manuals for thisequipment.

WARNINGTo prevent severe personal injury or death, alwaysstop the unit before cleaning, servicing, or repair-ing the unit or any driven equipment.

Place all controls in the OFF position and disconnector lock out starters to prevent accidental restarting. Ifpossible, lock all controls in the OFF position and takethe key. Put a sign on the control panel warning thatthe unit is being serviced.

Close all manual control valves. Disconnect and lockout all energy sources to the unit, including all fuel,electric, hydraulic, and pneumatic connections.

Disconnect or lock out driven equipment to prevent thepossibility of the driven equipment rotating the dis-abled engine.

CAUTION

FORM 6331 First Edition 1.00-1

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SAFETY

WARNINGTo avoid severe personal injury or death, ensurethat all tools and other objects are removed fromthe unit and any driven equipment before restart-ing the unit.

WARNINGAllow the engine to cool to room temperaturebefore cleaning, servicing, or repairing the unit.Hot components or fluids can cause severe per-sonal injury or death.

WARNINGSome engine components and fluids are extremelyhot even after the engine has been shut down.Allow sufficient time for all engine componentsand fluids to cool to room temperature beforeattempting any service procedure.

WARNINGNever set the high idle speed above the safe work-ing limit of the driven equipment. If the GOV-REMSP signal goes out of range or theGOVREMSEL signal is lost, then the engine willrun at the speed determined by the status ofGOVHL IDL and calibrated low or high idle speeds.Disregarding this information could cause severepersonal injury and/or product damage.

When using an elec-tric starter motor and a

start attempt fails, wait at least two minutes (or atime period per the starter manufacturer’s instruc-tions) before attempting an engine restart. Thestarter motor must cool down before enginerestart to prevent damage to the starter motor. Dis-regarding this information could result in productdamage and/or personal injury.

Always use “OXYGENSENSOR SAFE/NEU-

TRAL CURE” RTV gasket materials on engines withoxygen sensors. Disregarding this information willresult in reduced sensor life or sensor failure.

Always purchase ESMAFR oxygen sensors

(P/N 740107A or later) from Dresser Waukesha.Performance goals of the system cannot be metwithout Dresser Waukesha’s oxygen sensor speci-fications. Disregarding this information couldresult in product damage and/or personal injury.

Wire the supplied fuelgas shutoff valve so it

is controlled by the ESM. If the fuel valve is con-trolled independently of the ESM, fault codes willoccur when the fuel valve is not actuated insequence by the ESM. Disregarding this informa-tion could result in product damage and/or per-sonal injury.

Do not drop or mishan-dle knock sensor. If

knock sensor is dropped or mishandled, it must bereplaced. Disregarding this information couldresult in product damage and/or personal injury.

Do not over t ightencapscrew. Overtighten-

ing will cause damage to the knock sensor. Disre-garding this information could result in productdamage and/or personal injury.

ELECTRICAL

All inductive loads,such as a fuel valve

must have a suppression diode installed acrossthe valve coil as close to the valve as is practical.Disregarding this information could result in prod-uct damage and/or personal injury.

WARNINGAlways label “HIGH VOLTAGE” on engine-mountedequipment over 24 volts nominal. Failure to adhereto this warning could result in severe personalinjury or death.

WARNINGDo not install, set up, maintain, or operate anyelectrical components unless you are a technicallyqualified individual who is familiar with the electri-cal elements involved. Electrical shock can causesevere personal injury or death.

WARNINGDisconnect all electrical power supplies beforemaking any connections or servicing any part ofthe electrical system. Electrical shock can causesevere personal injury or death.

CAUTION

CAUTION

CAUTION

CAUTION

CAUTION

CAUTION

CAUTION

1.00-2 FORM 6331 First Edition

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SAFETY

Never attempt to powerthe engine using the

+24VFOR U wire in the Local Control Option Har-ness. The +24VFOR U wire is for customer use toprovide 24 VDC power to other equipment. Incor-rectly powering the engine using the +24VFOR Uwire could result in product damage and/or per-sonal injury.

All inductive loads,such as the fuel valve,

must have a suppression diode installed acrossthe valve coil as close to the valve as is practical.Disregarding this information could result in prod-uct damage and/or personal injury.

Disconnect all engineharnesses and elec-

tronically controlled devices before welding on ornear an engine. Failure to comply will void war-ranty. Failure to disconnect the harnesses andelectronically controlled devices could result inproduct damage and/or personal injury.

The electrical interfer-ence from solenoids

and other electrical switches will not be cyclic andcan be as high as several hundred volts. Thiscould cause faults within the ESM that may or maynot be indicated with diagnostics. Dresser Wauke-sha requires a “freewheeling” diode be addedacross the coils of relays and solenoids to sup-press high induced voltages that may occur whenequipment is turned off. Failure to comply will voidproduct warranty. Disregarding this informationcould result in personal injury and/or productdamage.

FIRE PROTECTION

WARNINGRefer to local and federal fire regulations forguidelines for proper site fire protection. Fires cancause severe personal injury or death.

BODY PROTECTION

WARNINGAlways wear OSHA approved body, sight, hearing,and respiratory system protection. Never wearloose clothing, jewelry, or long hair around anengine. The use of improper attire or failure to useprotective equipment may result in severe per-sonal injury or death.

EXHAUST

WARNINGDo not inhale engine exhaust gases. Exhaustgases are highly toxic and could cause severe per-sonal injury or death.

BATTERIES

WARNINGComply with the battery manufacturer’s recom-mendations for procedures concerning proper bat-tery use and maintenance. Improper maintenanceor misuse can cause severe personal injury ordeath.

WARNINGBatteries contain sulfuric acid and generate explo-sive mixtures of hydrogen and oxygen gases.Keep any device that may cause sparks or flamesaway from the battery to prevent explosion. Batter-ies can explode, causing severe personal injury ordeath.

WARNINGAlways wear protective glasses or goggles andprotective clothing when working with batteries.You must follow the battery manufacturer’sinstructions on safety, maintenance, and installa-tion procedures. Failure to follow the battery man-ufacturer’s instructions can cause severe personalinjury or death.

CHEMICALS

WARNINGAlways read and comply with safety labels on allcontainers. Do not remove or deface the containerlabels. Improper handling or misuse could resultin severe personal injury or death.

CLEANING SOLVENTS

WARNINGComply with the solvent manufacturer’s recom-mendations for proper use and handling of sol-vents. Improper handling or misuse could result insevere personal injury or death. Do not use gaso-line, paint thinners, or other highly volatile fluidsfor cleaning.

CAUTION

CAUTION

CAUTION

CAUTION

FORM 6331 First Edition 1.00-3

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SAFETY

EMERGENCY SHUTDOWN

WARNINGAn Emergency Shutdown must never be used for anormal engine shutdown. Doing so may result inunburned fuel in the exhaust manifold. Failure tocomply increases the risk of an exhaust explosion,which can result in severe personal injury ordeath.

PROGRAMMING

WARNINGNever set the high idle speed above the safe work-ing limit of the driven equipment. If the GOV-REMSP s ignal goes out o f range or theGOVREMSEL signal is lost, then the engine willrun at the speed determined by the status ofGOVHL IDL and calibrated low or high idle speeds.Disregarding this information could cause severepersonal injury and/or product damage.

Ensure that the cor-rect rotating moment

of inertia (load inertia) is programmed in ESP forthe engine’s driven equipment. Failure to programthe moment of inertia for the driven equipment onthe engine in ESP will lead to poor steady stateand transient speed stability. Disregarding thisinformation could result in product damage and/orpersonal injury.

Wire the supplied fuelgas shutoff valve (ESM

fuel valve) so it is controlled by the ESM. Disre-garding this information could result in productdamage and/or personal injury.

Failure to program themoment of inertia for

the driven equipment on the engine in ESP willlead to poor steady state and transient speed sta-bility. Disregarding this information could result inproduct damage and/or personal injury.

HANDLING COMPONENTS

Do not drop or mishan-dle knock sensor. If

knock sensor is dropped or mishandled, it must bereplaced. Disregarding this information couldresult in product damage and/or personal injury.

Do not over t ightencapscrew. Overtighten-

ing will cause damage to the knock sensor. Disre-garding this information could result in productdamage and/or personal injury.

TOOLS

ELECTRICAL

WARNINGDo not install, set up, maintain, or operate anyelectric tools unless you are a technically qualifiedindividual who is familiar with them. Electricaltools use electricity and, if used improperly, couldcause severe personal injury or death.

PNEUMATIC

WARNINGDo not install, set up, maintain, or operate anypneumatic tools unless you are a technically quali-fied individual who is familiar with them. Pneu-matic tools use pressurized air and, if usedimproperly, could cause severe personal injury ordeath.

INTOXICANTS AND NARCOTICS

WARNINGDo not allow anyone under the influence of intoxi-cants and/or narcotics to work in or around indus-trial engines. Workers under the influence ofintoxicants and/or narcotics are a hazard to boththemselves and other employees and can causesevere personal injury or death to themselves orothers.

PROTECTIVE GUARDS

WARNINGProvide guarding to protect persons or structuresfrom rotating or heated parts. Contact with rotat-ing or heated parts can result in severe personalinjury or death.

CAUTION

CAUTION

CAUTION

CAUTION

CAUTION

1.00-4 FORM 6331 First Edition

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SECTION 1.05

GENERAL INFORMATION

WIRING REQUIREMENTS

All electrical equipment and wiring shall comply withapplicable local codes. This standard defines addi-tional requirements for Dresser Waukesha engines.

WARNINGDo not install, set up, maintain, or operate anyelectrical components unless you are a technicallyqualified individual who is familiar with the electri-cal elements involved. Electrical shock can causesevere personal injury or death.

WARNINGDisconnect all electrical power supplies beforemaking any connections or servicing any part ofthe electrical system. Electrical shock can causesevere personal injury or death.

• Whenever two or more wires run together, theyshould be fastened together at no more than4 – 6 in. (10 – 15 cm) intervals, closer where neces-sary, with tie wraps or tape.

• All wires should be mounted off hot areas of theengine with insulated clips, at intervals of no morethan 12 in. (30 cm), closer where necessary. Wiresmust never be run closer than 6 in. (15 cm) toexhaust manifolds, turbochargers, or exhaust pipes.

• In cases where wires do not run over the engine,they should be fastened to rigid, non-moving bodieswith insulated clips when possible or tie wraps. Fas-teners should be spaced at no more than 12 in.(30 cm) intervals.

• When wires run through holes, rubber grommetsshould be installed in holes to protect the wires.Wires should never be run over rough surfaces orsharp edges without protection.

• Each end of flexible metal conduit must have aninsulating sleeve to protect wires from chafing.

Do not use non electri-ca l g rade RTV.

Non-electrical RTVs can emit corrosive gases thatcan damage electrical connectors. Disregardingthis information could result in product damageand/or personal injury.

• An electrical grade RTV should be applied aroundthe wires entering all electrical devices and is to beapplied immediately after wire installation.

• A small “drip loop” should be formed in all wiresbefore entering the electrical devices. This drip loopwill reduce the amount of moisture entering an elec-trical device via the wires if an electrical grade RTVdoes not seal completely.

• The following procedures should be followed forwires entering engine junction boxes:

– Bottom entrance is best, and side entrance issecond best.

– Insert grommet in opening to protect wires.

– Wires should contain “drip loop” before enter-ing box, except where bottom entrance isused.

– When installing flexible conduit, use straightconnector for side entrance. If top entrance isrequired, use elbow connector.

• If wire harness has a covering, clamp harness soopenings of covering are downward.

•• The routing of wires should be determined forreliability and appearance and not by shortestdistance.

•• Installation connection wire must be coiled andsecured to provide protection during shipment.

CAUTION

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WARNINGAlways label “HIGH VOLTAGE” on engine-mountedequipment over 24 volts nominal. Failure to adhereto this warning could result in severe personalinjury or death.

• All engine-mounted electrical equipment over24 volts nominal shall have “HIGH VOLTAGE” warn-ing decal. Decal is to be attached to all the equip-ment and junction boxes on visible surface (verticalsurface whenever possible).

• Wiring that is routed in rigid or flexible conduit shallhave all wire splices made only in junction boxes,outlet boxes, or equipment boxes. Wire splices shallnot be located in the run of any conduit.

ESP PROGRAMMING CONVENTIONS

The following is a list of conventions used in the ESPsoftware and documentation:

• All commands enclosed in brackets, [ ], are found onthe PC keyboard.

• Menu names and menu options are in bold type.

• Panel names and dialog box names begin withUppercase Letters.

• Field and button names begin with Uppercase Let-ters and are enclosed in “quotes”.

• The [Return] key is the same as the [Enter] key (onsome keyboards [Return] is used instead of [Enter]).

• The fields on the ESP user interface screens arecolor-coded. See Table 1.05-1 for color key.

Table 1.05-1 Color Key for ESP User Interface Panels

COLOR MEANINGGray Off (No Alarm)

Dark GreenReadings and Settings(General operating information such as temperature and pressure readings)

White Dials and Gauges

Light Green On or Normal System Operation

Pink Low, Warmup, or Idle Signal

Yellow Alarm or Sensor/Wiring Check

Red Warning or Shutdown

Blue User-Programmable

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GENERAL INFORMATION

DEFINITIONS

NOTE: The terms defined in this manual are definedas they apply to Dresser Waukesha’s Engine SystemManager ONLY. Definitions are not general definitionsapplicable to all situations.

Actuator Gas Regulator (AGR):An actuator is installed onto the regulator to adjust thefuel flow to the engine. Within the actuator resides astepper motor which adjusts the regulator setting byincreasing or decreasing the spring pressure acting onthe regulator diaphragm. In various documentation,the term “stepper” means the same as “actuator.”

Air-Fuel Power Module (AFPM):The Air-Fuel Power Module is an extension of theESM system that provides power to the O2 sensorblock heaters, as well as signal conditioning for the O2sensors themselves.

Air-Fuel Ratio:Air-fuel ratio is a term used to define the amount of air(in either weight or mass) in relation to a single amountof fuel.

• Rich Burn

– Catalyst Setting (Typical) 15.95: 1 AFR

– Stoichiometric Setting 16.09: 1 AFR

• Lean Burn

– 16V275GL (~11.2% O2) 32.00: 1 AFR

Alternate Dynamics:Setting used at low loads and speeds, which reducesthe throttle gains to provide better speed stability.

Analog Signals:A voltage or current signal proportional to a physicalquantity.

Baud Rate:The baud rate is the number of signaling elements thatoccur each second. The baud indicates the number ofbits per second (bps) that are transmitted.

Boost Pressure:Pressure of incoming air into throttle.

Bus:A collection of wires through which data is transmittedfrom one part of a computerized system to another. Abus is a common pathway, or channel, between multi-ple devices.

Bypass:The bypass directs air from the outlet of the turbo-charger compressor to the inlet of the turbochargerturbine. When at likely surge conditions (low speed orpartial load) opening the bypass will increase the flowthrough the compressor, which helps move the com-pressor away from the surge line and towards the peakefficiency island.

Calibration:The Engine System Manager is designed to work withvarious Dresser Waukesha engine families and config-urations. Each ECU is factory-calibrated to work with aspecific engine model. The ECU contains thousandsof calibrations such as the number of cylinders, timing,sensor default values, high/low limitations, and neces-sary filters.

CAN:Controller Area Network. A serial bus network ofmicrocontrollers that connects devices, sensors, andactuators in a system for real-time control applicationslike the ESM. Since messages in a CAN are sentthrough the network with unique identifiers (noaddressing scheme is used), it allows for uninterruptedtransmission if one signal error is detected.

CD-ROM:Compact Disk - Read Only Memory. A compact diskformat used to hold text, graphics, and audio. It is likean audio CD but uses a different format for recordingdata. The ESM ESP software (including E-Help) isavailable in CD-ROM format.

Closed-Loop Control:Closed-loop control is a method of controlling aprocess. It looks at the process’ output and adjusts theprocess’ inputs according to some preprogrammedinstructions. With Lean Burn AFR control, the oxygensensor provides “feedback” about the combustionprocess and “closes the loop.” This is an accurate formof process control.

Combustion Stability Limit:As engine load is reduced from manufacturer’s ratedload, combustion pressure within the engine dimin-ishes. Below some power output, combustion is nolonger stable, and exhaust oxygen is not a good indi-cator of air-fuel ratio. This is the combustion stabilitylimit. The actuator travel limits (rich and lean limits) areemployed at loads below this point to prevent drivingthe engine into either rich or lean misfire.

DB Connector:A family of plugs and sockets widely used in communi-cations and computer devices. DB connectors come in9, 15, 25, 37, and 50-pin sizes. The DB connectordefines the physical structure of the connector, not thepurpose of each line.

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Dead Band:This is the oxygen sensor target (setpoint) “tolerance”or control window within which the actuator positionremains constant. The dead band prevents excessivestepper travel under minor variations in conditions.

Detonation:See definition for “Knock”.

Digital Signals:Signals representing data in binary form that a com-puter can understand. The signal is 0 or 1 (off or on).

Droop:When a governor operates in droop mode, it meansthat the governor will allow the engine to slow downslightly under load. Droop is used to simulate the situ-ation with mechanical governors where the engine willrun at a slightly higher rpm than the setpoint when noload is placed on the engine.

E-Help: ESP-Help (E-Help) is the name of the electronic helpfile included with the ESP software. E-Help providesfault code troubleshooting information.

Electronic Service Program (ESP):ESP is the service program (software) that is the pri-mary means of obtaining information on ESM status.ESP provides a graphical (visual) interface and is themeans by which the information that the ECU logs canbe read. ESP can be installed on a PC with Microsoft®

Windows® XP operating system. A PC used to run theESP software connects to the ECU via an RS-232serial cable.

Engine Control Unit (ECU):The Engine Control Unit (ECU) is the central module,or “hub,” of the ESM. The entire ESM interfaces withthe ECU. All ESM components, the PC with ElectronicService Program software, and customer-supplieddata acquisition devices, connect to the ECU.

Fault:A fault is any condition detected by the ESM that isout-of-range, unusual, or outside normal operatingconditions. Included are the following:

• Scale High: A scale high fault indicates the value ofthe sensor is higher than its normal operating range.

• Scale Low: A scale low fault indicates the value ofthe sensor is lower than its normal operating range.

• Short or Open Circuit: A short or open circuit indi-cates sensor value is outside valid operating rangeand is most likely due to a damaged sensor or wir-ing.

Fault Log:The ECU records faults into the fault log as they occur.The fault log is viewed using the ESM ESP software.

Feedforward Control:Feedforward control, also referred to as load comingcontrol, is a governing feature that allows the engine toaccept larger load additions than would normally bepossible.

Freewheeling Diode:A freewheeling diode is added across the coils of arelay or solenoid to suppress the high induced volt-ages that may occur when equipment is turned off.

Function Keys:A set of keys on a computer keyboard that are num-bered F1 – F12 which perform special functions,depending on the application program in use.

Graphical User Interface (GUI):An interface that is considered user-friendly becausepictures (or icons) accompany the words on thescreen. The use of icons, pull-down menus, and themouse make software with a graphical user interfaceeasier to work with and learn.

Hard Drive:The primary computer storage medium normally inter-nally sealed inside a PC. Typically, software programsand files are installed on a PC’s hard drive for storage.Also referred to as the hard disk.

High Signal:A digital signal sent to the ECU that is between8.6 and 36 volts.

Home Position:Home position is where the stepper nut is in the fullyretracted position.

Icon:A small picture on a PC screen that represents a file orprogram. Files and programs open when the user dou-ble-clicks the icon.

Ignition Power Module with Diagnostic Capability(IPM-D):The IPM-D is a high energy, capacitor discharge, solidstate ignition module. The ECU directs the IPM-Dwhen to fire each spark plug. See Section 2.10 IgnitionSystem for more information on the IPM-D or theignition system.

IMAP:Intake Manifold Absolute Pressure. IMAP is the pres-sure of the downstream air from the throttle and isused to gauge the load on the engine.

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Isochronous:When the governor control is isochronous, it meansthat the governor will control at a constant enginespeed, regardless of load (steady state).

Knock:Knock is the autoignition of the unconsumed end gasafter the spark plug has fired during an engine’s com-bustion cycle. When this happens, the pressure in thechamber will spike, causing the structure of the engineto resonate, and an audible “ping” or “knock” is heard.

Knock Frequency:The unique vibration or frequency that an engineexhibits while in knock.

Knock Sensor:Converts engine vibration to an electrical signal to beused by the ECU to isolate the “knock” frequency.

Knock Threshold:The knock threshold is a self-calibrating limit to deter-mine if a cylinder is detonating. Once a cylinderexceeds the knock threshold, the ESM retards ignitiontiming for the cylinder in knock.

Lambda:Lambda is defined as the excess air-fuel ratio and iscalculated as: lambda = actual air-fuel ratio / stoichio-metric air-fuel ratio. The ESM air-fuel ratio routine con-trols engine air-fuel ratio by maintaining a lambda overvarious speed, load, fuel, and environmental condi-tions.

Lean Burn Air-Fuel Ratio:A control routine that uses feedback from the heatedlean burn O2 sensor in the exhaust stream to controlthe air-fuel ratio of the engine by adjusting fuel pres-sure via the stepper motor.

LED:Light Emitting Diode. Semiconductor that emits light.LEDs are used as power, alarm, and shutdown indica-tors located on the front of the ECU.

Load Coming:See definition for feedforward control.

Load Control:The ESM load control mode is used when an engine issynchronized to a grid and/or other units. In this casethe grid controls speed.

Load Inertia:Programming the load inertia or rotating mass momentof inertia of the driven equipment will set the governorgain correctly, aiding rapid setup of the engine. If thisfield is programmed correctly, there should be no needto program any of the gain adjustment fields. The rotat-ing mass moment of inertia must be known for eachpiece of driven equipment and then added together.

Log File Processor:A processing program that is loaded with the installa-tion of ESP to convert binary log files saved by theECU (extension .ACLOG) into either a Tab SeparatedValue file ( .TSV) or a text file ( .TXT).

Low Signal:A digital signal sent to the ECU that is less than3.3 volts.

Magnetic Pickup:A two-wire electrical device that produces a voltageand current flow as steel teeth or holes move by theface of the pickup.

Master-Slave Communications:Communications in which one side, called the “mas-ter,” initiates and controls the session. The “slave” isthe other side that responds to the master’s com-mands.

MODBUS®:MODBUS® is a protocol, or a set of rules governingthe format of messages that are exchanged betweencomputers, which is widely used to establish commu-nication between devices. MODBUS® defines themessage structure that the ESM and customer con-trollers will recognize and use, regardless of the typeof networks over which they communicate. The proto-col describes the process a controller uses to requestaccess to another device, how it will respond torequests from the other devices, and how errors will bedetected and reported. MODBUS® establishes a com-mon format for the layout and content of messages.

Modem:Modulator Demodulator. A device that converts datafrom digital computer signals to analog signals thatcan be sent over a telephone line. This is called modu-lation. The analog signals are then converted back intodigital data by the receiving modem. This is calleddemodulation.

NVRAM:Non-Volatile Random Access Memory. This is a typeof RAM memory that retains its contents when poweris turned off. When new values are saved in ESP, theyare permanently saved to NVRAM within the ECU.When values are saved to NVRAM, the information isnot lost when power to the ECU is removed. The usercan save unlimited times to ECU NVRAM (permanentmemory).

O2 Heater Block:The O2 sensor is packaged as an assembly consistingof a steel block with heater cartridges and a tempera-ture sensor. This block is threaded into the exhaustoutlet using a pipe nipple that allows some exhaustgas to flow across the sensor.

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Open Circuit:An open circuit indicates that the signal being receivedby the ECU is outside the valid operating range and ismost likely due to a damaged sensor or wiring.

Panel:ESP displays engine status and information on severalpanels: Engine, Start-Stop, Governor, Ignition, AFRSetup, Status, and Advanced. These panels displaysystem and component status, current pressure andtemperature readings, alarms, ignition status, gover-nor status, air-fuel control status, and programmableadjustments.

PC:Personal Computer. A PC used to run the ESP soft-ware connects to the ECU via an RS-232 serial cable.

PLC:Programmable Logic Controller. A microprocessorused in process control applications. PLC micropro-cessors are designed for high-speed, real-time, andrugged industrial environments.

PWM:Pulse Width Modulation. A technique employed to reg-ulate power by turning a signal ON and OFF (seesquare wave below). In the AFPM it is used to regulatethe voltage to the heater(s).

RAM:Random Access Memory. When a programmablevalue is edited in ESP, it is stored in the ECU’s tempo-rary memory, RAM. This allows the user to evaluatechanges made to the ECU before saving the values tothe ECU’s permanent memory, NVRAM. The contentsof RAM will be lost if ECU loses power, but are unaf-fected if the PC loses power or is disconnected fromthe ECU.

RS-232:Recommended Standard-232. One of a set of stan-dards from the Electronics Industries Association forhardware devices and their interfaces. RS-232 is awell-known standard for transmitting serial databetween computers and peripheral devices (modem,mouse, etc.). In the case of the ESM, an RS-232 cabletransmits data from the ECU to the PC and vice versa.

RS-485:Recommended Standard-485. One of a set of stan-dards from the Electronics Industries Association forhardware devices and their interfaces. RS-485 is usedfor multi-point communications lines and is a special-ized interface. The typical use for RS-485 is a singlePC connected to several addressable devices thatshare the same cable.

Sample Window:A predetermined start and end time in which each cyl-inder will be looked at for knock. The window is usedso that knock is looked for only during the combustionevent.

Scale High:A scale high fault indicates the value of the sensor ishigher than its normal operating range.

Scale Low:A scale low fault indicates the value of the sensor islower than its normal operating range.

Short Circuit:A short circuit indicates that the value of the sensor isoutside the valid operating range and is most likelydue to a damaged sensor or wiring.

Slave Communications:A computer or peripheral device controlled by anothercomputer. For example, since the ESM hasMODBUS® slave communications capability, one“master” computer or PLC could communicate withmultiple ESM MODBUS® slaves over the two-wireRS-485 network.

Speed Control:The ESM speed control mode allows the engine oper-ator to chose a setpoint speed, and the governor willcontrol the engine at that speed. The control can beeither fixed or variable.

Start Position:This is a programmable stepper (actuator) positionused to set gas/air at a value that is favorable for start-ing. Requires remote or manual initiation prior to start-ing. Start position is programmed on the [F8] AFRSetup Panel.

Step:One “step” of the stepper motor inside the actuatorequals 1/400 of 1 revolution of the stepper motor. Thissmall change in position results in 0.00025 inch of lin-ear travel of the adjusting nut within the actuator. Thisincreases or decreases the fuel regulator spring pres-sure and correspondingly changes the gas/air pres-sure to the carburetor.

Stepper Gain:Stepper gain influences how large a change is madeto the actuator position when the oxygen sensor signalis not within the specified tolerance of the sensortarget (setpoint). A larger gain will result in a largerchange.

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Stepper Lean Limit:The most “retracted” actuator position or lowest gas/airthat is programmed at which the engine can be safelyoperated. A more retracted actuator position allowsless fuel to pass to the engine. Thus, the “minimumfuel” position is called the “lean limit.” It is used to pre-vent under-fueling of the engine. Actuator operation isonly permitted between the rich and lean limits.

Stepper Rich Limit:The most “advanced” actuator position or highest gas/airthat is programmed at which the engine can be safelyoperated. Since a more extended actuator positionresults in more fuel being delivered to the engine, this isthe “maximum fuel” position or “rich limit.” The rich limit isprogrammable with a PC and is used to prevent rich mis-fire and detonation in the engine. Actuator operation ispermitted only between the rich and lean limits.

Stepper Motor:This specially designed electric motor that resides inthe actuator produces a precise “step-wise” rotation ofthe motor shaft instead of the “traditional” continuousrotation of most electric motors.

Synchronizer Control:Synchronizer control is governor dynamics used torapidly synchronize an engine generator to the electricpower grid.

Temperature Compensation:A setting which adjusts the wastegate and bypassvalve positions to compensate for changes in ambienttemperature. A compressor inlet temperature of 77° F(25° C) is the baseline point. At 77° F (25° C) there willbe no change in valve position regardless of what thetemperature compensation is. The change in desiredvalve positions increases as temperature increases ordecreases as temperature decreases.

Throttle Reserve:The static pressure drop across the main throttle valveand carburetor. The upstream pressure (Boost) ishigher than the downstream pressure (IMAP). Throttlereserve = Boost – IMAP. Also referred to as “differen-tial pressure” or as “delta P.”

Training Tool:A software program, separate from ESP, that is loadedon a PC during ESP installation and is for training useonly. An ECU cannot be programmed using the Train-ing Tool but allows the user to open ESP without anECU connected.

Turbocharger:An air charging device that uses exhaust gas energyto compress intake air. A turbocharger consists of acompressor wheel and a turbine wheel that are in indi-vidual housings, but are mounted on a common shaft.A center housing cools, lubricates, and supports theshaft. The turbocharger rotates when exhaust gasesflow through one side of the turbocharger (turbinehousing and wheel). Since the exhaust (turbine) wheeland intake (compressor) wheel are mounted on acommon shaft, the exhaust gases turn the exhaustwheel, which in turn, drives the compressor wheel,forcing air into the intake manifold.

Turbocharger Surge:Turbocharger surge is the “banging” or “swishing”heard occasionally in engine turbochargers. Turbo-charger surge typically occurs at partial load, when thevolume of air required by the engine is substantiallyless than what is required by the turbocharger to pre-vent flow reversal (surge). Frequent changes in tem-perature and pressure ratio requirements can alsotrigger turbocharger surge.

User Interface:The means by which a user interacts with a computer.The interface includes input devices such as a key-board or mouse, the computer screen and whatappears on it, and program/file icons.

Windowing:A technique that allows the ESM to look for knock onlyduring the combustion time when knock could be pres-ent.

Wastegate Valve: The wastegate valve proportions exhaust flow from theengine around the turbocharger turbine and directsexcess exhaust directly into the exhaust stack. Thewastegate valve is used to control throttle reserve inclosed-loop control.

WKI:Waukesha Knock Index. An analytical tool, developedby Dresser Waukesha, as a method for calculating theknock resistance of gaseous fuels. It is a calculatednumeric value used to determine the optimum enginesettings based on a specific site’s fuel gas composi-tion.

Workspace:The file containing ESP panels is called the work-space. The workspace file is saved to the hard driveupon installation of the software. When ESP isopened, the correct workspace for the engine is auto-matically opened.

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ACRONYMS

AC: Alternating Current

AFPM: Air-Fuel Power Module

AFR: Air-Fuel Ratio

ATDC: After Top Dead Center

bps: bits per second

CAN: Controller Area Network

CD-ROM: Compact Disk - Read Only Memory

CSA: Canadian Standards Association

E-Help: ESP-Help

ECU: Engine Control Unit

ECP: Electronic Control Panel

ESM: Engine System Manager

ESP: Electronic Service Program

GUI: Graphical User Interface

HSD: High Side Driver

IMAP: Intake Manifold Air Pressure

IMAT: Intake Manifold Air Temperature

IPM-D: Ignition Power Module with Diagnostic capa-bility

LED: Light Emitting Diode

MB: Megabyte

MHz: Megahertz

NVRAM: Non-Volatile Random Access Memory

OC: Open Circuit

PC: Personal Computer

PWM: Pulse Width Modulation

PLC: Programmable Logic Controller

RAM: Random Access Memory

rpm: revolutions per minute

RS: Recommended Standard

SC: Short Circuit

SH: Scale High

SL: Scale Low

TSV: Tab Separated Value

WKI: Waukesha Knock Index

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ENGLISH/METRIC CONVERSIONS

Table 1.05-2. English to Metric Formula Conversion

CONVERSION FORMULA EXAMPLE

Inches to Millimeters Inches and any fraction in decimal equivalent multiplied by 25.4 equals millimeters. 2-5/8 in. = 2.625 x 25.4 = 66.7 mm

Cubic Inches to Litres Cubic inches multiplied by 0.01639 equals litres. 9388 cu. in. = 9388 x 0.01639 = 153.9 L

Ounces to Grams Ounces multiplied by 28.35 equals grams. 21 oz. = 21 x 28.35 = 595 g

Pounds to Kilograms Pounds multiplied by 0.4536 equals kilograms. 22,550 lb. = 22,550 x 0.4536 = 10,229 kg

Inch Pounds to Newton-meters Inch pounds multiplied by 0.113 equals Newton-meters. 360 in-lb = 360 x 0.113 = 40.7 N·m

Foot Pounds to Newton-meters Foot pounds multiplied by 1.3558 equals Newton-meters. 145 ft-lb = 145 x 1.3558 = 197 N·m

Pounds per Square Inch to Bars Pounds per square inch multiplied by 0.0690 equals bars. 9933 psi = 9933 x 0.0690 = 685 bar

Pounds per Square Inch to Kilograms per Square Centimeter

Pounds per square inch multiplied by 0.0703 equals kilograms per square centimeter. 45 psi = 45 x 0.0703 = 3.2 kg/cm2

Pounds per Square Inch to Kilopascals

Pounds per square inch multiplied by 6.8947 equals kilopascals. 45 psi = 45 x 6.8947 = 310 kPa

Fluid Ounces to Cubic Centimeters Fluid ounces multiplied by 29.57 equals cubic centimeters. 8 oz. = 8 x 29.57 = 237 cc

U.S. Gallons to Litres U.S. Gallons multiplied by 3.7853 equals litres. 148 gal. = 148 x 3.7853 = 560 L

Degrees Fahrenheit to Degrees Centigrade

Degrees Fahrenheit minus 32 divided by 1.8 equals degrees Centigrade. 212° F – 32 ÷ 1.8 = 100° C

Table 1.05-3. Metric to English Formula Conversion

CONVERSION FORMULA EXAMPLE

Millimeters to Inches Millimeters multiplied by 0.03937 equals inches. 67 mm = 67 x 0.03937 = 2.6 in.

Litres to Cubic Inches Litres multiplied by 61.02 equals cubic inches. 153.8 L = 153.8 x 61.02 = 9385 cu. in.

Grams to Ounces Grams multiplied by 0.03527 equals ounces. 595 g = 595 x 0.03527 = 21.0 oz.

Kilograms to Pounds Kilograms multiplied by 2.205 equals pounds. 10,228 kg = 10,228 x 2.205 = 22,553 lb.

Newton-meters to Inch Pounds Newton-meters multiplied by 8.85 equals inch pounds. 40.7 N·m = 40.7 x 8.85 = 360 in-lb

Newton-meters to Foot Pounds Newton-meters multiplied by 0.7375 equals foot pounds. 197 N·m = 197 x 0.7375 = 145 ft-lb

Bars to Pounds per Square Inch Bars multiplied by 14.5 equals pounds per square inch. 685 bar = 685 x 14.5 = 9933 psi

Kilograms per Square Centimeter to Pounds per Square Inch (psi)

Kilograms per square centimeter multiplied by 14.22 equals pounds per square inch. 3.2 kg/cm2 = 3.2 x 14.22 = 46 psi

Kilopascals to Pounds per Square Inch (psi)

Kilopascals multiplied by 0.145 equals pounds per square inch. 310 kPa = 310 x 0.145 = 45.0 psi

Cubic Centimeters to Fluid Ounces Cubic centimeters multiplied by 0.0338 equals fluid ounces. 236 cc = 236 x 0.0338 = 7.98 oz.

Litres to U.S. Gallons Litres multiplied by 0.264 equals U.S. gallons. 560 L = 560 x 0.264 = 148 gal.

Degrees Centigrade to Degrees Fahrenheit

Degrees Centigrade multiplied by 1.8 plus 32 equals degrees Fahrenheit. 100° C = 100 x 1.8 + 32 = 212° F

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TORQUE VALUES

NOTE: Refer to the tables below only when a torque value is not explicitly stated in a given procedure.

Table 1.05-4 U.S. Standard Capscrew Torque Values

SAE GRADE

NUMBERGRADE 1 OR 2 GRADE 5 GRADE 8

TORQUEin-lb (N·m)

TORQUEin-lb (N·m)

TORQUEin-lb (N·m)

THREADS DRY OILED PLATED DRY OILED PLATED DRY OILED PLATED1/4–20 62 (7) 53 (6) 44 (5) 97 (11) 80 (9) 159 (18) 142 (16) 133 (15) 124 (14)

1/4–28 71 (8) 62 (7) 53 (6) 124 (14) 106 (12) 97 (11) 168 (19) 159 (18) 133 (15)

5/16–18 133 (15) 124 (14) 106 (12) 203 (23) 177 (20) 168 (19) 292 (33) 265 (30) 230 (26)

5/16–24 159 (18) 142 (16) 124 (14) 230 (26) 203 (23) 177 (20) 327 (37) 292 (33) 265 (30)

3/8–16 212 (24) 195 (22) 168 (19) 372 (42) 336 (38) 301 (34) 531 (60) 478 (54) 416 (47)

ft-lb (N·m) ft-lb (N·m) ft-lb (N·m)3/8–24 20 (27) 18 (24) 16 (22) 35 (47) 32 (43) 28 (38) 49 (66) 44 (60) 39 (53)

7/16–14 28 (38) 25 (34) 22 (30) 49 (56) 44 (60) 39 (53) 70 (95) 63 (85) 56 (76)

7/16–20 30 (41) 27 (37) 24 (33) 55 (75) 50 (68) 44 (60) 78 (106) 70 (95) 62 (84)

1/2–13 39 (53) 35 (47) 31 (42) 75 (102) 68 (92) 60 (81) 105 (142) 95 (129) 84 (114)

1/2–20 41 (56) 37 (50) 33 (45) 85 (115) 77 (104) 68 (92) 120 (163) 108 (146) 96 (130)

9/16–12 51 (69) 46 (62) 41 (56) 110 (149) 99 (134) 88 (119) 155 (210) 140 (190) 124 (168)

9/16–18 55 (75) 50 (68) 44 (60) 120 (163) 108 (146) 96 (130) 170 (230) 153 (207) 136 (184)

5/8–11 83 (113) 75 (102) 66 (89) 150 (203) 135 (183) 120 (163) 210 (285) 189 (256) 168 (228)

5/8–18 95 (129) 86 (117) 76 (103) 170 (230) 153 (207) 136 (184) 240 (325) 216 (293) 192 (260)

3/4–10 105 (142) 95 (130) 84 (114) 270 (366) 243 (329) 216 (293) 375 (508) 338 (458) 300 (407)

3/4–16 115 (156) 104 (141) 92 (125) 295 (400) 266 (361) 236 (320) 420 (569) 378 (513) 336 (456)

7/8–9 160 (217) 144 (195) 128 (174) 395 (535) 356 (483) 316 (428) 605 (820) 545 (739) 484 (656)

7/8–14 175 (237) 158 (214) 140 (190) 435 (590) 392 (531) 348 (472) 675 (915) 608 (824) 540 (732)

1.0–8 235 (319) 212 (287) 188 (255) 590 (800) 531 (720) 472 (640) 910 (1234) 819 (1110) 728 (987)

1.0–14 250 (339) 225 (305) 200 (271) 660 (895) 594 (805) 528 (716) 990 (1342) 891 (1208) 792 (1074)

NOTE: Dry torque values are based on the use of clean, dry threads.Oiled torque values have been reduced by 10% when engine oil is used as a lubricant.Plated torque values have been reduced by 20% for new plated capscrews.Capscrews that are threaded into aluminum may require a torque reduction of 30% or more.The conversion factor from ft-lb to in-lb is ft-lb x 12 equals in-lb.Oiled torque values should be reduced by 10% from dry when nickel-based anti-seize compound is used as a lubricant.Oiled torque values should be reduced by 16% from dry when copper-based anti-seize compound is used as a lubricant.

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GENERAL INFORMATION

Table 1.05-5. Metric Standard Capscrew Torque Values (Untreated Black Finish)

COARSE THREAD CAPSCREWS (UNTREATED BLACK FINISH)

ISO PROPERTY

CLASS

SIZETORQUE TORQUE TORQUE TORQUE

N·m in-lb N·m in-lb N·m in-lb N·m in-lbM3 0.6 5 1.37 12 1.92 17 2.3 20

M4 1.37 12 3.1 27 4.4 39 10.4 92

M5 2.7 24 10.5 93 15 133 18 159

M6 4.6 41 10.5 93 15 133 10.4 92

M7 7.6 67 17.5 155 25 221 29 257

M8 11 97 26 230 36 319 43 380

M10 22 195 51 451 72 637 87 770

N·m ft-lb N·m ft-lb N·m ft-lb N·m ft-lbM12 39 28 89 65 125 92 150 110

M14 62 45 141 103 198 146 240 177

M16 95 70 215 158 305 224 365 269

M18 130 95 295 217 420 309 500 368

M20 184 135 420 309 590 435 710 523

M22 250 184 570 420 800 590 960 708

M24 315 232 725 534 1020 752 1220 899

M27 470 346 1070 789 1519 1113 1810 1334

M30 635 468 1450 1069 2050 1511 2450 1806

M33 865 637 1970 1452 2770 2042 3330 2455

M36 1111 819 2530 1865 3560 2625 4280 3156

M39 1440 1062 3290 2426 4620 3407 5550 4093

FINE THREAD CAPSCREWS (UNTREATED BLACK FINISH)

ISO PROPERTY

CLASS

SIZETORQUE TORQUE TORQUE

N·m ft-lb N·m ft-lb N·m ft-lbM8 x 1 27 19 38 28 45 33

M10 x 1.25 52 38 73 53 88 64

M12 x 1.25 95 70 135 99 160 118

M14 x 1.5 150 110 210 154 250 184

M16 x 1.5 225 165 315 232 380 280

M18 x 1.5 325 239 460 339 550 405

M20 x 1.5 460 339 640 472 770 567

M22 x 1.5 610 449 860 634 1050 774

M24 x 2 780 575 1100 811 1300 958

NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb, and one ft-lb equals 1.355818 N·m.

5.6 8.8 10.9 12.9

8.8 10.9 12.9

FORM 6331 First Edition 1.05-11

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GENERAL INFORMATION

Table 1.05-6. Metric Standard Capscrew Torque Values (Electrically Zinc Plated)

COARSE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)

ISO PROPERTY

CLASS

SIZETORQUE TORQUE TORQUE TORQUE

N·m in-lb N·m in-lb N·m in-lb N·m in-lbM3 0.56 5 1.28 11 1.8 16 2.15 19

M4 1.28 11 2.9 26 4.1 36 4.95 44

M5 2.5 22 5.75 51 8.1 72 9.7 86

M6 4.3 38 9.9 88 14 124 16.5 146

M7 7.1 63 16.5 146 23 203 27 239

M8 10.5 93 24 212 34 301 40 354

M10 21 186 48 425 67 593 81 717

N·m ft-lb N·m ft-lb N·m ft-lb N·m ft-lbM12 36 26 83 61 117 86 140 103

M14 58 42 132 97 185 136 220 162

M16 88 64 200 147 285 210 340 250

M18 121 89 275 202 390 287 470 346

M20 171 126 390 287 550 405 660 486

M22 230 169 530 390 745 549 890 656

M24 295 217 675 497 960 708 1140 840

M27 435 320 995 733 1400 1032 1680 1239

M30 590 435 1350 995 1900 1401 2280 1681

M33 800 590 1830 1349 2580 1902 3090 2278

M36 1030 759 2360 1740 3310 2441 3980 2935

M39 1340 988 3050 2249 4290 3163 5150 3798

FINE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)

ISO PROPERTY CLASS

SIZETORQUE TORQUE TORQUE

N·m ft-lb N·m ft-lb N·m ft-lbM8 x 1 25 18 35 25 42 30

M10 x 1.25 49 36 68 50 82 60

M12 x 1.25 88 64 125 92 150 110

M14 x 1.5 140 103 195 143 235 173

M16 x 1.5 210 154 295 217 350 258

M18 x 1.5 305 224 425 313 510 376

M20 x 1.5 425 313 600 442 720 531

M22 x 1.5 570 420 800 590 960 708

M24 x 2 720 531 1000 737 1200 885

NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb, and one ft-lb equals 1.355818 N·m.

5.6 8.8 10.9 12.9

8.8 10.9 12.9

1.05-12 FORM 6331 First Edition

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SECTION 1.10

ENGINE SYSTEM MANAGER (ESM) OVERVIEW

The Dresser Waukesha Engine System Manager(ESM) is a system designed to optimize engine perfor-mance and maximize uptime. The ESM integratesspark timing control, speed governing, knock detec-tion, start-stop control, air-fuel control, diagnostictools, fault logging, and engine safeties.

In addition, the ESM has safety shutdowns such aslow oil pressure, engine overspeed, high intake mani-fold air temperature, high coolant outlet temperature,and uncontrolled knock.

See Figure 1.10-1 for a general overview of the ESMinputs and outputs.

It will be necessary as you go through this manual tofamiliarize yourself with the location of all the individualcomponents that comprise the ESM. See Table 1.10-1for component locations.

Figure 1.10-1. 16V275GL System Block Diagram

IgnitionCoils 24 VDC

Power Distribution

Junction Box

Ignition Power Module w/ Diagnostics

Remote Control Data Acquisition(SCADA or MMI)

Modem

PersonalComputer

Integrated Throttle Control

• Throttle Actuator• Throttle Position• Power Electronics

AIR / FUELPOWER MODULE

O2 Sensor/Heater Block

WastegateControl

AGR Stepper

BypassControl

Electronic Service Program

Modem

IntakeManifold

Pressure (2)

Camshaft &Crankshaft Magnetic Pickup

Barometric Pressure

Fuel Pressure

HT Coolant Pressure

Oil Pressure• Pre-Filter• Post-Filter

Knock Sensors

HT Water Temperature

Oil Temperature

Intake Manifold Temperature

Ambient Air Temperature

FORM 6331 First Edition 1.10-1

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ENGINE SYSTEM MANAGER (ESM) OVERVIEW

Table 1.10-1. Location of Components – Right Bank

Location Component Location Component

1 Emergency Stop Button (E-Stop) 3 Air-Fuel Power Module (AFPM)

2 Stepper Motor 4 Ignition Power Module-Diagnostic (IPM-D)

Table 1.10-2. Location of Components – Left Bank

Location Component Location Component

1 Emergency Stop Button (E-Stop) 3 Power Distribution Junction Box

2 Customer Harness Connection 4 Engine Control Unit (ECU)

34

2

1

1

3

2

4

1.10-2 FORM 6331 First Edition

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ENGINE SYSTEM MANAGER (ESM) OVERVIEW

ESM COMPONENTS

ENGINE CONTROL UNIT (ECU)

Figure 1.10-2. ESM Installed on 16V275GL Engine

The Engine Control Unit (ECU) is the central moduleor “hub” of the ESM. The ECU is the single entry pointof system control for easy interface and usability. Theentire ESM interfaces with the ECU. Based on systeminputs, the ECU logic and circuitry drive all the individ-ual subsystems.

The ECU is a sealed module with five connectionpoints. The ECU is CSA approved for Class I,Division 2, Groups A, B, C, and D (T4 temperature rat-ing), hazardous location requirements.

All ESM components, the customer-supplied PC withElectronic Service Program software, and cus-tomer-supplied data acquisition devices connect to theECU. Communication is available through:

• Status LEDs (light emitting diodes) that flash alarm/shutdown codes on the front of the ECU

• Analog and digital signals in/out to local panel orcustomer PLC

• RS-485 (MODBUS® secondary) communication tolocal panel or customer PLC (MODBUS® master)

• PC-based ESM Electronic Service Program via anRS-232 connection

O

Table 1.10-3. Location of Components – Top View

Location Component Location Component

1 Throttle Actuator 3 Bypass Actuator

2 Wastegate Actuator

2

1

3

1) ESM Engine Control Unit (ECU)

Figure 1.10-3.

1

FORM 6331 First Edition 1.10-3

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ENGINE SYSTEM MANAGER (ESM) OVERVIEW

POWER DISTRIBUTION JUNCTION BOX

The Power Distribution Junction Box is used to protectand distribute 24 VDC power to all the components onthe engine that require power, such as the ECU,IPM-D, and actuators; no other power connections arenecessary. It also triggers controlled devices such asthe prelube motor and fuel valve. The Power Distribu-tion Junction Box contains circuitry to clamp input volt-age spikes to a safe level before distribution. It willdisable individual output circuits from high currentevents such as a wire short. Also, LEDs inside thePower Distribution Junction Box aid in troubleshootingof the individual output circuits.

Figure 1.10-4. Power Distribution Junction Box

IGNITION POWER MODULE WITH DIAGNOSTICS (IPM-D)

The Ignition Power Module with Diagnostic capability(IPM-D) is used to fire the spark plug at the requiredvoltage (see Figure 1.10-5).

AIR-FUEL POWER MODULE (AFPM)

The Air-Fuel Power Module (AFPM) conditions theexhaust oxygen sensor signals, as well as controls thesensor heating elements, ensuring the temperaturesare high enough for correct operation of the oxygensensor. A programmed minimum temperature must beachieved before “closed-loop” control is enabled.

STEPPER (AGR – ACTUATOR, GAS REGULATOR)

A stepper motor is mounted on the gas regulator andis used to adjust the gas/air at the direction of the ESM(see Figure 1.10-7). The top cover has electronics builtin to communicate with ESM. The stepper motorassembly is also referred to as the “AGR” (actuator,gas regulator).

The stepper is controlled using signals transmitted overthe ESM CAN (Controller Area Network) communicationbus, which minimizes control wiring while maintaining acommunication scheme. Stepper diagnostic informationis relayed back to the ECU over the CAN bus.

1) Ignition Power Module With Diagnostics (IPM-D)

Figure 1.10-5.

1

1) Air-Fuel Power Module (AFPM)

Figure 1.10-6.

1) Stepper Actuator

Figure 1.10-7.

1

1

1.10-4 FORM 6331 First Edition

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ENGINE SYSTEM MANAGER (ESM) OVERVIEW

THROTTLE ACTUATOR

An electronic throttle actuator is used to adjust theamount of air-fuel delivered to the engine through thethrottle (see Figure 1.10-8).

WASTEGATE ACTUATOR

The wastegate actuator controls exhaust flow throughthe turbine side of the turbocharger. Its main functionis to maintain the pressure ratio across the compres-sor, by directing a portion of the exhaust flow aroundthe turbocharger (see Figure 1.10-8).

BYPASS ACTUATOR

The bypass valve controls air flow through the com-pressor side of the turbocharger. The bypass valve’smain function is to prevent turbocharger surge byincreasing the flow through the compressor, whichredirects air from the compressor outlet to the turbineinlet, which “bypasses” the engine (see Figure 1.10-8).Excess air is directed upstream of the turbine to main-tain turbocharger speed and air flow through the com-pressor without increasing air flow to the engine.

ENGINE SYSTEM MANAGER SENSORSA wide variety of sensors are used to provide criticaloperating information to the ECU. If a sensor providesa signal outside the normal range long enough, theECU will flag either an alarm or a shutdown, depend-ing on how great the value deviates from normal or ifthe values exceed the setpoints programmed in ESP.Sensors normally do not require maintenance oradjustments.

See Table 1.10-4 and Table 1.10-5 for sensor loca-tions, and Figure 1.10-9. through Figure 1.10-18. forpictures of each.

1) Throttle Actuator 3) Wastegate Actuator

2) Bypass Actuator

Figure 1.10-8.

1

2

3

Table 1.10-4. Location of Sensors – Top View

Location Component Location Component

1 Intake Manifold Temperature Sensor (IMAT) 5 Boost Pressure Sensor

2 Back Intake Manifold Pressure Sensor (IMAP) 6 Coolant Pressure Sensor

3 Front Intake Manifold Pressure Sensor (IMAP) 7 Coolant Temperature Sensor

4 Knock Sensors (One Per Cylinder)

1

6

2 3 54

7

FORM 6331 First Edition 1.10-5

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ENGINE SYSTEM MANAGER (ESM) OVERVIEW

Table 1.10-5. Location of Components – Front/Rear

Location Component Location Component

8 O2 Sensor 13 Oil Temperature Sensor

9 Ambient Air Temperature Sensor 14 Post-Filter Oil Pressure sensor

10 Fuel Pressure Sensor 15 Pre-Filter Oil Pressure Sensor

11 Barometric Pressure Sensor 16 Camshaft Magnetic Pickup

12 Crankshaft Magnetic Pickup Sensor

9

FRONT VIEW

11

8

10

13

14

15

12

16

REAR VIEW

1) Intake Manifold Temperature Sensor (IMAT)

2) Back Intake Manifold Pressure Sensor (IMAP)

Figure 1.10-9.

1

2

3) Front Intake Manifold Pressure Sensor (IMAP)

Figure 1.10-10.

3

1.10-6 FORM 6331 First Edition

Page 33: waukesha  16V275GL ESM

ENGINE SYSTEM MANAGER (ESM) OVERVIEW

4) Knock Sensor

Figure 1.10-11.

5) Boost Pressure Sensor

Figure 1.10-12.

6) Coolant Pressure Sensor 7) Coolant Temperature Sensor

Figure 1.10-13.

4

5

67

8) O2 Sensor

Figure 1.10-14.

9) Ambient Air Temperature Sensor

Figure 1.10-15.

10) Fuel Pressure Sensor

Figure 1.10-16.

8

9

10

FORM 6331 First Edition 1.10-7

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ENGINE SYSTEM MANAGER (ESM) OVERVIEW

11) Barometric Pressure Sensor

Figure 1.10-17.

12) Crankshaft Magnetic Pickup

Figure 1.10-18.

13) Pre-Filter Pressure 15) Post-Filter Pressure

14) Oil Temperature

Figure 1.10-19.

11

12

13

1514

16)Camshaft Magnetic Pickup

Figure 1.10-20.

16

1.10-8 FORM 6331 First Edition

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ENGINE SYSTEM MANAGER (ESM) OVERVIEW

ELECTRONIC SERVICE PROGRAM (ESP)

Figure 1.10-21. Electronic Service Program’s (ESP’s) Graphical User Interface

The PC-based Electronic Service Program (ESP) isthe primary means of obtaining information on systemstatus. ESP provides a user-friendly, graphical inter-face in a Microsoft® Windows® XP operating systemenvironment (see Figure 1.10-21). ESP also includesE-Help that provides fault code troubleshooting infor-mation.

ESP is a diagnostic tool and the means by which theinformation recorded to the ECU fault logs can beread. Minimal site-specific programming is required.

This is the ESP shortcut that appears onyour desktop after loading the softwareon your PC. To open the ESP software,double-click on the shortcut.

E-HELP

ESP contains a help file named E-Help, which pro-vides fault code troubleshooting information when aPC with the ESP software is used (see Figure 1.10-22for a sample screen). The user can quickly and easilymove around in E-Help through hypertext links fromsubject to subject. E-Help is automatically installedwhen the ESP software is installed. To access the helpfile anytime while using the ESP software, press the[F1] function key on the keyboard or select “Help” fromthe menu bar and choose “Help Contents...”.

See Section 4.00 Troubleshooting “E-Help” for moreinformation.

FORM 6331 First Edition 1.10-9

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ENGINE SYSTEM MANAGER (ESM) OVERVIEW

Figure 1.10-22. Sample E-Help Screen

USER INTERFACE PANELS

The ESM ESP software displays engine status andinformation on seven panels:

These panels display system and component status,current pressure and temperature readings, alarms,ignition status, governor status, air-fuel control status,and programmable adjustments.

Each of the panels is viewed by clicking the corre-sponding tab or by pressing the corresponding func-tion key ([F#]) on the keyboard.

ESM DIAGNOSTICS

The ESM performs self-diagnostics using the inputand output values from the ECU, the sensors, andengine performance. The ECU detects faulty sensorsand wires by checking for sensor readings that are outof programmed limits.

When a fault occurs, several actions may take place asa result. A fault can have both internal actions andexternal visible effects. Each fault detected will causeone or more of the following actions to occur:

• Alarm is logged by the ECU and appears in the ESPFault Log. See Section 3.00 Introduction to Elec-tronic Service Program (ESP) for more information.

• Yellow status LED on the front of the ECU lights andbegins to flash a fault code.

• Shutdown occurs and the red status LED on thefront of the ECU lights and flashes a code.

• Sensors and actuator switch into a “default state”where the actuator/sensors operate at expectednormal values or at values that place the engine in asafe state. When the default state takes control, analarm is signaled and the fault is logged but theengine keeps running (unless, as a result of thefault, a shutdown fault occurs).

• Alarm or shutdown signal is transmitted over thecustomer interface (RS-485 MODBUS® and digitaloutput).

SAFETY SHUTDOWNS

The ESM provides numerous engine safety shutdownsto protect the engine. These engine safety shutdownsinclude:

• Emergency Stop (E-Stop) switches on each side ofthe engine

• Low oil pressure

• Engine overspeed

•• 10% overspeed instantaneous

•• Factory-calibrated to run no more than ratedspeed

•• User-calibrated driven equipment overspeed

• Customer-initiated emergency shutdown

• Engine overload (based on percentage of enginetorque)

• Uncontrollable knock

• HT water coolant temperature

• HT water coolant pressure

• High intake manifold air temperature

• Overcrank

• Engine stall

• Security violation

• High oil temperature

• Failure of magnetic pickup

• Internal ECU

[F2] Engine Panel [F8] AFR Setup Panel

[F3] Start-Stop Panel [F10] Status Panel

[F4] Governor Panel [F11] Advanced Panel

[F5] Ignition Panel

1.10-10 FORM 6331 First Edition

Page 37: waukesha  16V275GL ESM

ENGINE SYSTEM MANAGER (ESM) OVERVIEW

START-STOP CONTROL

The ESM controls the start, normal stop, and emer-gency stop sequences of the engine, including pre-lube, postlube, exhaust vent, water heating/circulation,and gas train testing. The user is informed of any shut-downs or alarms via a series of flashing LEDs on theECU or by monitoring the ESM with ESP. SeeSection 2.05 Start-Stop Control for more information.

IGNITION SYSTEM

The ESM controls spark plug timing with a digitalcapacitive discharge ignition system. Together theECU and the IPM-D provide accurate and reliable igni-tion timing resulting in optimum engine operation. Formore information on the ignition system, seeSection 2.10 Ignition System.

KNOCK DETECTION

The ESM protects Dresser Waukesha spark-ignitedgas engines from damage using knock (detonation)detection. This is accomplished by monitoring vibra-tions at each cylinder with engine-mounted knock sen-sors.

For more information on knock detection, seeSection 2.15 Knock Detection and Timing Control.

AIR-FUEL RATIO CONTROL

The ESM Lean Burn AFR Control builds upon thebasic ESM configuration by adding the following:

• Exhaust oxygen sensor/heater block assembly

• Air/Fuel Power Module (AFPM)

• Heater block temperature sensor (RTD)

• Barometric pressure sensor

• Ambient temperature sensor

• AGR (Actuator, Gas Regulator) stepper for the gasregulator

In addition, other sensor inputs already available to theESM, such as the intake manifold pressure, are used.

ESM TURBOCHARGER CONTROL

The ESM Turbocharger Control is designed to controlflow rates through the compressor-side and tur-bine-side of the turbochargers to prevent surge andoverspeed, while maintaining proper throttle reserve.Flow through the compressor is controlled via thebypass, whereas flow through the turbine is controlledvia the wastegate.

The ESM Turbocharger Control consists of the ECUand two turbocharger control actuators that control theexhaust wastegate and bypass valves. The turbo-charger control monitors four areas on the engine todetermine wastegate and bypass valve position.

For more information on speed governing seeSection 2.25 ESM Turbocharger Control.

ESM SPEED GOVERNING

Speed governing is completely integrated into theESM; the ECU contains the governor electronics andsoftware that control the actuator. The ESM speedgoverning system allows the customer to make all con-trol adjustments in one place and at one panel. TheECU sends information to the bypass actuator andstepper motor to adjust the amount of air-fuel beingdelivered into the cylinders. This governing systemprovides the following benefits:

• Ability to respond to larger load transients

• Better engine stability

• Easier setup

• Integrated operation diagnostics

For more information on speed governing seeSection 2.30 ESM Speed Governing.

FORM 6331 First Edition 1.10-11

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ENGINE SYSTEM MANAGER (ESM) OVERVIEW

1.10-12 FORM 6331 First Edition

Page 39: waukesha  16V275GL ESM

ESM OPERATION

CONTENTS

SECTION 2.00 – SYSTEM POWER AND WIRING

SECTION 2.05 – START-STOP CONTROL

SECTION 2.10 – IGNITION SYSTEM

SECTION 2.15 – KNOCK DETECTION

SECTION 2.20 – AIR-FUEL CONTROL

SECTION 2.25 – ESM TURBOCHARGER CONTROL

SECTION 2.30 – ESM SPEED GOVERNING

SECTION 2.35 – EMERGENCY SAFETY SHUTDOWNS

SECTION 2.40 – ESM COMMUNICATIONS

FORM 6331 First Edition

Page 40: waukesha  16V275GL ESM

ESM OPERATION

FORM 6331 First Edition

Page 41: waukesha  16V275GL ESM

SECTION 2.00

SYSTEM POWER AND WIRING

POWER SUPPLY REQUIREMENTS

WARNINGDo not install, set up, maintain, or operate anyelectrical components unless you are a technicallyqualified individual who is familiar with the electri-cal elements involved. Electrical shock can causesevere personal injury or death.

WARNINGDisconnect all electrical power supplies beforemaking any connections or servicing any part ofthe electrical system. Electrical shock can causesevere personal injury or death.

Disconnect all engineharnesses and elec-

tronically controlled devices before welding on ornear an engine. Failure to comply will void war-ranty. Failure to disconnect the harnesses andelectronically controlled devices could result inproduct damage and/or personal injury.

The ESM requires 20 – 30 VDC. The peak-to-peakvoltage ripple must be less than 2 volts. The maxi-mum, or high end, voltage is 32 volts.

NOTE: The label on the ECU lists a voltagerequirement of 12 – 36 VDC. That range is the powerrequirement for the ECU only. For proper operation,the ESM requires 20 – 30 VDC.

The ESM will run on 20 – 30 VDC, but if the voltagedrops below 21 VDC, the ESM will trigger alarm“ALM454”. ALM454 is triggered when the battery volt-age is out of specification. ALM454 is a warning to theoperator that some action must be taken to preventpower loss and engine shutdown.

Batteries are the preferred method of supplying theESM with clean, stable power. In addition, batterieshave the advantage of continued engine operation ifthere is a disruption in the source of electric power.

Power can also be supplied to the ESM by connectinga DC power supply directly to the Power DistributionJunction Box. The disadvantage of a DC power supplyis that if the power is lost, the engine shuts downimmediately. In addition, power supplies do not providethe noise filtering capabilities of batteries. To remedythis, a more expensive power supply may be needed,or optional batteries can be used to provide noise fil-tering.

See “Connecting Ground and Power to Power Distribu-tion Junction Box” on page 2.00-5 for information onwiring power inside the Power Distribution JunctionBox.

BATTERY REQUIREMENTS

WARNINGComply with the battery manufacturer’s recom-mendations for procedures concerning proper bat-tery use and maintenance. Improper maintenanceor misuse can cause severe personal injury ordeath.

WARNINGBatteries contain sulfuric acid and generate explo-sive mixtures of hydrogen and oxygen gases.Keep any device that may cause sparks or flamesaway from the battery to prevent explosion. Batter-ies can explode, causing severe personal injury ordeath.

WARNINGAlways wear protective glasses or goggles andprotective clothing when working with batteries.You must follow the battery manufacturer’sinstructions on safety, maintenance and installa-tion procedures. Failure to follow the battery man-ufacturer’s instructions can cause severe personalinjury or death.

CAUTION

FORM 6331 First Edition 2.00-1

Page 42: waukesha  16V275GL ESM

SYSTEM POWER AND WIRING

The batteries must be maintained properly, in goodoperating condition, and at full charge. System voltagemust remain above 20 VDC even during cranking toensure proper operation.

Failure to properly maintain the charge of the batteriescauses sulfation of the battery plates, reducing andeventually destroying the ability of the battery to gener-ate power or dampen ripples. Failure to adequatelydampen ripples may lead to malfunction of battery

powered devices. See Section 4.05 ESM Maintenance“Battery Maintenance”.

Always turn the batterycharger off first, before

disconnecting the batteries. Then disconnect thebattery negative (-) cable before beginning anyrepair work. Failure to disconnect the battery char-ger first could result in product damage and/orpersonal injury and voids product warranty.

POWER SUPPLIED BY BATTERIES

Figure 2.00-1. Power Supplied by Batteries

CAUTION

POWERDISTRIBUTION

JUNCTION BOX

1/2 INCHGROUND STUD

ENGINE CRANKCASE

+ - + -

EARTH GROUND2/0 AWG MIN.

ANY CHARGING EQUIPMENT MUST BE CONNECTED DIRECTLY

TO THE BATTERIES

Size per Table 2.05-3 on page 2.05-2 Using Maximum

ESM Current Draw

POWER (+) NOT WIRED AT DRESSER WAUKESHA

GROUND (-) NOT WIRED AT DRESSER WAUKESHA

GROUND (-) WIRED AT DRESSER WAUKESHA

EARTH GROUND (-) NOT WIRED AT DRESSER WAUKESHA

+ -

CHARGINGEQUIPMENT

2.00-2 FORM 6331 First Edition

Page 43: waukesha  16V275GL ESM

SYSTEM POWER AND WIRING

POWER SUPPLIED BY 24VDC POWER SUPPLY

Figure 2.00-2. Power Supply by 24VDC Power Supply

POWERDISTRIBUTION

JUNCTION BOX

1/2 INCHGROUND STUD

ENGINE CRANKCASE

Size per Table 2.05-3 on page 2.05-2 Using Maximum

ESM Current Draw

POWER (+) NOT WIRED AT DRESSER WAUKESHA

GROUND (-) NOT WIRED AT DRESSER WAUKESHA

GROUND (-) WIRED AT DRESSER WAUKESHA

+ - + -

EARTH GROUND (-) NOT WIRED AT DRESSER WAUKESHA

EARTH GROUND2/0 AWG MIN.

+

-

Optional Batteries for Filtering

ANY CHARGING EQUIPMENT MUST BE CONNECTED DIRECTLY

TO THE BATTERIES

24VDCPOWER SUPPLY

FORM 6331 First Edition 2.00-3

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SYSTEM POWER AND WIRING

2.

POWER DISTRIBUTION JUNCTION BOX

WARNINGDo not install, set up, maintain, or operate anyelectrical components unless you are a technicallyqualified individual who is familiar with the electri-cal elements involved. Electrical shock couldresult in severe personal injury or death.

NOTE: The batteries should be wired directly to thePower Distribution Junction Box (use the largestdiameter cable that is practical; 00 AWG is the largestthe Power Distribution Junction Box canaccommodate).

The installer needs to supply 24 VDC power to thePower Distribution Junction Box. Table 2.00-1 lists thecurrent draw information for the ESM; always wire formaximum current draw.

NOTE: The current draw is variable depending on ifthe O2 block heaters are on or off. The heaters arecontrolled using pulse width modulation, so the currentwill vary.

RECOMMENDED WIRING

Depending on the distance from the batteries or powersupply, choose appropriate cable diameters for groundand power using Table 2.00-2 and Table 2.00-3.

Table 2.00-1. ESM Current Draw

ENGINE MODEL

AVERAGE CURRENT DRAW

(AMPS)

MAXIMUM CURRENT DRAW

(AMPS)16V275GL 20 nominal 40

These values do not include USER POWER 24V for U (5 Amps max)

Table 2.00-2. AWG, mm2, and Circular mils

AWG mm2 CIRCULAR MILS0000 107.2 211592

000 85.0 167800

00 67.5 133072

0 53.4 105531

1 42.4 83690

2 33.6 66369

3 26.7 52633

4 21.2 41740

6 13.3 26251

8 8.35 16509

10 5.27 10383

12 3.31 6529.8

14 2.08 4106.6

16 1.31 2582.7

Table 2.00-3. Recommended Wire Sizes (AWG) vs. Round Trip Length Between Battery and Power Distribution Junction Box

ROUND TRIP LENGTH OF CONDUCTOR MAXIMUM CURRENT (AMPS)

FT M 5 10 15 20 25 30 40 50 60 70 80 90 10010 3.0 18 18 16 14 12 12 10 10 10 8 8 8 6

15 4.6 18 16 14 12 12 10 10 8 8 6 6 6 6

20 6.1 18 14 12 10 10 10 8 6 6 6 6 4 4

25 7.6 16 12 12 10 10 8 6 6 6 4 4 4 4

30 9.1 16 12 10 10 8 8 6 6 4 4 4 2 2

40 12.2 14 10 10 8 6 6 6 4 4 2 2 2 2

50 15.2 12 10 8 6 6 6 4 4 2 2 2 1 1

60 18.3 12 10 8 6 6 4 4 2 2 1 1 0 0

70 21.3 12 8 6 6 4 4 2 2 1 1 0 0 2/0

80 24.4 10 8 6 6 4 4 2 2 1 0 0 2/0 2/0

90 27.4 10 8 6 4 4 2 2 1 0 0 2/0 2/0 3/0

100 30.5 10 6 6 4 4 2 2 1 0 2/0 2/0 3/0 3/0

110 33.5 10 6 6 4 2 2 1 0 0 2/0 3/0 3/0 4/0

120 36.6 10 6 4 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0

130 39.6 8 6 4 2 2 2 1 0 2/0 3/0 3/0 4/0 4/0

140 42.7 8 6 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0 –

150 45.7 8 6 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0 –

160 48.8 8 6 4 2 2 1 0 2/0 3/0 4/0 4/0 4/0 –

00-4 FORM 6331 First Edition

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SYSTEM POWER AND WIRING

CONNECTING GROUND AND POWER TO POWER DISTRIBUTION JUNCTION BOX

WARNINGDisconnect all electrical power supplies and bat-teries before making any connections or servicingany part of the electrical system. Electrical shockcan cause severe personal injury or death.

WARNINGDo not install, set up, maintain, or operate anyelectrical components unless you are a technicallyqualified individual who is familiar with the electri-cal elements involved. Electrical shock can causesevere personal injury or death.

Disconnect all engineharnesses and elec-

tronically controlled devices before welding on ornear an engine. Failure to comply will void war-ranty. Failure to disconnect the harnesses andelectronically controlled devices could result inproduct damage and/or personal injury.

1. Locate M12 ground stud on right bank of crank-case. The right rear ground stud has two groundcables attached to it from the Power Distribution Junc-tion Box. (see Figure 2.00-3).

2. Remove outer nut from stud. Do not loosen orremove the factory-installed ground cables locatedinside the Power Distribution Junction Box.

3. Attach ground cable to the ground stud using hard-ware as required.

4. Replace outer nut to ground stud.

5. Apply corrosion protection material such asKrylon® 1307 or K1308 Battery Protector (orequivalent) to ground connection.

6. Choose an appropriately sized sealing gland forthe +24 VDC power cable.

7. Feed the power cable through the POWER cordgrip.

8. Install an appropriately sized ring terminal on thepower cable.

9. Attach the power ring terminal to the positive3/8 inch stud located in the Power Distribution JunctionBox (see Figure 2.00-3).

10. Attach prelube motor solenoid contacts to correctlylabeled terminals (if customer supplied).

11. Attach fuel valve solenoid contact to correctlylabeled terminals.

CAUTION

1) Positive Battery Connection 2) Negative Battery Connection

Figure 2.00-3.

1

2

FORM 6331 First Edition 2.00-5

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SYSTEM POWER AND WIRING

CUSTOMER INTERFACE HARNESS

The electrical interfer-ence from solenoids

and other electrical switches will not be cyclic andcan be as high as several hundred volts. This couldcause faults within the ESM that may or may not beindicated with diagnostics. Dresser Waukesharequires a “freewheeling” diode be added acrossthe coils of relays and solenoids to suppress highinduced voltages that may occur when equipmentis turned off. Failure to comply will void productwarranty. Disregarding this information could resultin personal injury and/or product damage.

NOTE: The Customer Interface Harness must beproperly grounded to maintain CE compliance.

Customer electrical connections to the ECU are madethrough the Customer Interface Harness. The harnessis shipped loose with the engine and has a standardlength of 25 ft. (8 m). Optional harness lengths of 50 ft.(15 m) and 100 ft. (30 m) are available. The terminatedend of the harness connects to a bulkhead connectorbehind the Power Distribution Junction Box on thePower Distribution Junction Box bracket. The untermi-nated end of the harness connects to customer con-nections. Table 2.00-4 provides information on each ofthe unterminated wires in the Customer Interface Har-ness.

Some connections of the Customer Interface Harnessare required for ESM operation (see Table 2.00-5).For more information on optional connections, seeTable 2.00-6.

CAUTION

Table 2.00-4. Customer Interface Harness Loose Wire Identification (Part 1 of 3)

Circuit#

WIRE LABEL DESCRIPTION SIGNAL NAME SIGNAL

TYPEWIRE

COLORFROM

PINWIRESIZE

SOCKET SIZE

1110 GOVAUXGNDUsed for compatible load sharing input. Used for power generation applications only.

Aux. Input Ground Ground Black 29 20 20-24

1111 LOGIC GND Used as the negative connection point for 4 – 20 mA signals.

Customer Reference Ground Ground (See Note) Black 4 16 16-20

1137 GOVAUXSHD Used as shield for compatible load sharing input. Harness Shield Shield Silver 44 20 20-24

1145 RS 485SHDCustomer shield ground for RS485 twisted shielded pair wire.

RS-485 Shield — Silver 13 20 20-24

1305 RS 485A- RS485 MODBUS® RS485 A- Comms Green 2 20 20-24

1306 RS 485B+ RS485 MODBUS® RS485 B+ Comms Yellow 23 20 20-24

1600 PROG OP1A 4 – 20 mA output from the ECU that represents an engine operating parameter.

Average rpm 4 – 20 mA O/P+ (See Note)

Dark Green 9 20 20-24

1601 PROG OP2A 4 – 20 mA output from the ECU that represents an engine operating parameter.

Oil Pressure 4 – 20 mA O/P+ (See Note)

Dark Green 21 20 20-24

1602 PROG OP3A 4 – 20 mA output from the ECU that represents an engine operating parameter.

Coolant Temperature

4 – 20 mA O/P+ (See Note)

Dark Orange 3 20 20-24

1603 PROG OP4A 4 – 20 mA output from the ECU that represents an engine operating parameter.

Intake Manifold Absolute Pressure

4 – 20 mA O/P+ (See Note)

Dark Green 11 20 20-24

1604 ENG ALMA digital output from the ECU that indicates the ECU is in either alarm or shutdown mode.

Engine Alarm Digital HSD O/P White 14 20 20-24

1606 ESD

A digital input to the ECU from the local control that must be high for the engine to run. If ESD goes low, the engine performs an emergency shutdown.

Emergency Engine Shutdown Digital I/P Yellow 15 20 20-24

1607 ENG ESD

A digital output from the ECU that indicates the ECU is in shut-down mode. Output is NOT latched.

Emergency Shutdown Digital HSD O/P White 42 20 20-24

1608 GOVREMSEL

Digital input to the ECU that switches between remote speed setting input and high/low idle input. Must be used to enable remote speed input. Not typi-cally used for power generation.

Remote Speed Select Digital I/P Yellow 22 20 20-24

2.00-6 FORM 6331 First Edition

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SYSTEM POWER AND WIRING

1609 STARTMomentary digital input to the ECU that is used to begin the engine start cycle.

Start Engine Digital I/P Yellow 24 20 20-24

1611 RUN/STOP

A digital input to the ECU from the local control that must be high for the engine to run. If RUN/STOP goes low, the engine performs a normal shutdown.

High = OK to RunLow = Normal

ShutdownDigital I/P Yellow 25 20 20-24

1613 GOVREMSP-Input to the ECU that is used for remote speed setting using 4 – 20 mA signal.

Remote Speed Setting 4 – 20 mA

Signal -

4 – 20 mA I/P-Open circuit for 0.875 – 4.0 V

operation

Light Blue 27 20 20-24

1614 GOVREMSP+Input to the ECU that is used for remote speed setting using 4 – 20 mA signal.

Remote Speed Setting 4 – 20 mA

Signal +

4 – 20 mA I/P+Open circuit for 0.875 – 4.0 V

operation

Light Green 39 20 20-24

1615 GOVAUXSIGUsed for compatible load sharing input. Used for power generation applications only.

Aux. Input Signal ±2.5 V I/P Red 28 20 20-24

1616 GOVHL IDL

Digital input to the ECU that changes the operating rpm of the engine. Used for power genera-tion applications only. When using GOVREMSEL, the input status of GOVHL IDL must be checked. See information on set-ting this input to a “safe mode” in Table 2.00-5.

Rated Speed/Idle Speed Select Digital I/P Yellow 37 20 20-24

1617 KNK ALM

A digital output from the ECU that indicates the engine is knocking and will shut down immediately unless some action is taken to bring the engine out of knock.

Engine Knocking Digital HSD O/P White 47 20 20-24

1618 GOV 40

Used for remote speed voltage input setting. Fit “jumper” between GOV 40 and GOV 41 to use 4 – 20 mA remote speed input.

Remote Speed Setting Mode

Select

0.875 – 4.0 V I/P+Fit “jumper” between

40 and 41 for4 – 20 mA operation

Tan 40 20 20-24

1619 GOV 41

Used for remote speed voltage input setting. Fit “jumper” between GOV 40 and GOV 41 to use 4 – 20 mA remote speed input.

Remote Speed Setting Mode

Select

0.875 – 4.0 V I/P-Fit “jumper” between

40 and 41 for 4 – 20 mA operation

Tan 41 20 20-24

1620 GOVALTSYN

Alternate governor dynamics. Used for power generation appli-cations only to obtain a smooth idle for fast paralleling to the grid.

Alternate Governor Dynamics Digital I/P Yellow 10 20 20-24

1621 AVL LOAD%

A 4 – 20 mA output from the ECU that represents the avail-able percentage of rated torque the engine is capable of produc-ing.

Available Load + 4 – 20 mA O/P+ Dark Green 33 20 20-24

1622 WKI-

A 4 – 20 mA analog input to the ECU that represents the real-time WKI rating of the fuel. Use not necessary for most applications.

Fuel Quality (WKI) Signal - 4 – 20 mA I/P- Light

Blue 31 20 20-24

1623 WKI+

A 4 – 20 mA analog input to the ECU that represents the real-time WKI rating of the fuel. Use not necessary for most applications.

Fuel Quality (WKI) Signal + 4 – 20 mA I/P+ Light

Green 30 20 20-24

1624 ACT LOAD%

A 4 – 20 mA output from the ECU that represents the actual percentage of rated torque the engine is currently producing.

Engine Load + 4 – 20 mA O/P+ (See Note)

Dark Green 32 20 20-24

Table 2.00-4. Customer Interface Harness Loose Wire Identification (Continued), (Part 2 of 3)

Circuit#

WIRE LABEL DESCRIPTION SIGNAL NAME SIGNAL

TYPEWIRE

COLORFROM

PINWIRESIZE

SOCKET SIZE

FORM 6331 First Edition 2.00-7

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SYSTEM POWER AND WIRING

REQUIRED CONNECTIONS

Table 2.00-5 lists required connections of the untermi-nated wires of the Customer Interface Harness thatare necessary for the ESM to enable the ignition andfuel. All digital inputs and outputs are referenced tobattery negative. Digital High Side Driver (HSD) out-puts can drive a maximum of 1 amp. All4 – 20 milliamp inputs to the ECU are acrossan internal 200 Ω resistance.

The input source common must be connected to Cus-tomer Reference Ground for proper operation. Thisalso applies when a 0.875 – 4.0 volt input is used. All4 – 20 milliamp outputs from the ECU are internallypowered with a maximum drive voltage of 8 volts.

NOTE: A high signal is a digital signal sent to the ECUthat is between 8.6 and 36 volts. A low signal is adigital signal sent to the ECU that is less than3.3 volts.

All the 4 – 20 milliamp inputs have the ability to disableunder fault conditions. If the input current exceeds22 milliamps (or the output voltage exceeds 4.4 volts),the input is disabled to protect the ECU. When a cur-rent source becomes an open circuit, it typically out-puts a high voltage to try to keep the current flowing.This can lead to the situation where the ECU protec-tion circuit remains disabled because it is sensing ahigh voltage (greater than 4.4 volts).

In practice, this should occur only when a genuine faultdevelops, in which case the solution is to cycle theECU power after repairing the fault.

The input is also disabled when the ECU is not pow-ered. Therefore, if the current source is poweredbefore the ECU, it will initially output a high voltage totry to make the current flow. The 4 – 20 milliamp inputsare all enabled briefly when the ECU is powered. If theinput source continues to supply a high voltage(greater than 4.4 volts) for longer than500 microseconds, the ECU input will be disabledagain. The fault can be cleared by removing power toboth the ECU and the current source, then poweringthe ECU before the current source.

NOTE: It is recommended that the ECU remainpowered at all times if possible. If not, always restorepower to the ECU before powering the current source.

A Zener diode is required to prevent the ECU frombecoming disabled when a current source is poweredbefore the ECU. The Zener diode should be a 6.2 volt.,1.0 watt Zener diode from (+) to (-) across all 4 – 20mA input signals (see Figure 2.00-4). This diode maybe applied at the signal source, such as an output cardof a PLC, or at an intermediate junction box commonlyused where the Customer Interface Harness termi-nates.

1627 USER DIP1A digital input to the ECU that can be used to indicate a cus-tomer alarm.

User DefinedDigital Input 1 Digital I/P Yellow 16 20 20-24

1628 USER DIP2A digital input to the ECU that can be used to indicate a cus-tomer alarm.

User DefinedDigital Input 2 Digital I/P Yellow 17 20 20-24

1629 USER DIP3A digital input to the ECU that can be used to indicate a cus-tomer alarm.

User DefinedDigital Input 3 Digital I/P Yellow 18 20 20-24

1630 USER DIP4A digital input to the ECU that can be used to indicate a cus-tomer alarm.

User DefinedDigital Input 4 Digital I/P Yellow 19 20 20-24

1631 LRG LOAD

Digital input to the ECU that “kicks” the governor to help the engine accept large load addi-tions. Mainly useful for stand-alone power generation applications.

Load Coming Digital I/P Yellow 20 20 20-24

1636 KW TRANS+A 4 – 20 mA input to the ECU that represents the generator power output.

kW Transducer + 4 – 20 mA I/P+ Red 7 20 20-24

1637 KW TRANS–A 4 – 20 mA output to the ECU that represents the generator power output.

kW Transducer – 4 – 20 mA I/P– Black 8 20 20-24

NOTE: Use LOGIC GND “Customer Reference Ground” as the negative connection point for these 4 – 20 mA signals. Self-regulating solidstate logic can become high impedance during an overcurrent event. The overcurrent logic is rated for 1.1 A.

Table 2.00-4. Customer Interface Harness Loose Wire Identification (Continued), (Part 3 of 3)

Circuit#

WIRE LABEL DESCRIPTION SIGNAL NAME SIGNAL

TYPEWIRE

COLORFROM

PINWIRESIZE

SOCKET SIZE

2.00-8 FORM 6331 First Edition

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SYSTEM POWER AND WIRING

Figure 2.00-4. Zener Diode (4 – 20 mA Analog Inputs)

Table 2.00-5. Required Connection Descriptions

DESCRIPTION WIRELABEL PHYSICAL CONNECTION

Start Engine STARTMomentary (>1/2 second and <60 seconds) digital signal input to ECU to begin the starting process, must momentarily be connected to +24 VDC nominal (8.6 – 36 volts) for the ECU to start the engine.

Normal Shutdown(Run / Stop) RUN/STOP

A digital signal input to the ECU that must be connected to +24 VDC nominal (8.6 – 36 volts) for the engine to run. If RUN/STOP goes open circuit, the engine per-forms a normal shutdown.

Emergency Shutdown ESD

A digital signal input to the ECU that must be connected to +24 VDC nominal (8.6 – 36 volts) for the engine to run. If ESD goes open circuit, the engine performs an emergency shutdown. NOTE: Do not use this input for routine stopping of the engine. After a emergency shutdown and rpm is zero, ESD input should be raised to high to reset the ESM. If ESD input remains low, ESM reset will be delayed and engine may not start for up to 1 minute.

Rated Speed / Idle Speed(Fixed Speed Application) GOVHL IDL

Digital signal input to ECU, must be connected to +24 VDC nominal(8.6 – 36 volts) for rated speed, idle speed and remote speed setting enable (GOVREMSEL) must be open circuit. When using the Remote Speed/Load Setting, GOVHL IDL should be set to a safe mode. “Safe mode” means that if the wire that enables remote rpm operation (GOVREMSEL) fails, the speed setpoint will default to the GOVHL IDL idle value. Consider all process/driven equipment requirements when programming idle requirements.

Remote Speed / Load Setting(Variable Speed Application)

GOVREMSP-GOVREMSP+

Either 4 – 20 milliamp or 0.875 – 4.0 volt input to ECU. Inputs below 2 milliamps (0.45 volts) and above 22 milliamps (4.3 volts) are invalid. Input type can be changed by fitting a jumper across pins 40 and 41 to enable the 4 – 20 milliamp option. GOVREMSP- and GOVREMSP+ are used for the 4 – 20 milliamp input. For voltage, input pin 40 is the + voltage input and pin 41 is the – voltage input. Refer to Figure 2.00-4 for an example showing the user 4 – 20 mA analog inputs.

Remote Speed Setting Enable(Variable Speed Application) GOVREMSEL

Digital signal input to ECU must be connected to +24 VDC nominal(8.6 – 36 volts) to enable remote speed/load setting.NOTE: When programming Rated Speed/Idle Speed, GOVHL IDL must be set to safe mode.

CUSTOMER INTERFACE HARNESS

GOVREMSP+

GOVREMSP-

LOGIC GND

ISOLATED CURRENT

OUTPUT CARDMAIN

39

27

4 – 20 mA SIGNAL +

4 – 20 mA SIGNAL -

COMMON

TYPICAL PLC

POSITIVE

NEGATIVE

4

ZENERDIODE

FORM 6331 First Edition 2.00-9

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SYSTEM POWER AND WIRING

OPTIONAL CONNECTIONS

Table 2.00-6 lists optional connection descriptions of the unterminated wires of the Customer Interface Harness.

Table 2.00-6. Optional Connection Descriptions – Customer Interface Harness

DESCRIPTION WIRELABEL PHYSICAL CONNECTION

Current Operating Torque ACT LOAD% A 4 – 20 milliamp output from the ECU that represents the current engine torque output on a 0 – 125% of rated engine torque scale.

Desired Operating Torque AVL LOAD%A 4 – 20 milliamp output from the ECU that represents the desired operating torque of the engine. Always indicates 100% of rated engine torque unless there is an engine fault such as uncontrollable knock.

Engine Alarm ENG ALM

Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery voltage – 1 volt) when ECU detects engine problem. Output remains +24 VDC nominal while an alarm is active. As soon as alarm condition is resolved, digital signal returns to open circuit.

Engine OK / Emergency Shutdown ENG ESD Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery

voltage – 1 volt) when ECU performs an emergency shutdown.

Synchronizer Mode/Alternate Governor Dynamics GOVALTSYN

Digital signal input to the ECU when +24 VDC nominal (8.6 – 36 volts) allows syn-chronizer mode/alternate governor dynamics. User can program a small speed off-set to aid in synchronization.

Aux Speed InputGOVAUXSIG GOVAUXGNDGOVAUXSHD

A ±2.5 volt input to the ECU used for compatibility to Woodward™ generator con-trol products (or other comparable control products).

Uncontrolled Knock KNK ALM

Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery voltage – 1 volt) when ECU cannot control engine knock. Allows customer knock control strategy such as load reduction instead of the ECU shutting down the engine.

Load Coming LRG LOAD

Digital signal input to the ECU when +24 VDC nominal (8.6 – 36 volts) is applied, signals the ECU that a large load will be applied to the engine. This input can be used to aid in engine load acceptance. User can program delay time from receipt of digital signal to action by the ECU.

Four Analog OutputsPROG OP 1

through PROG OP 4

4 – 20 milliamp analog outputs from the ECU that can be used to read engine parameters such as oil pressure, coolant outlet temperature, engine speed, and intake manifold pressure.

MODBUS® RS 485A- RS 485B+RS485SHD

The ECU is a MODBUS® RTU slave operating from 1200 to 19,200 baud on “two-wire” RS-485 hardware. Current operating values such as oil pressure and fault information are available.

Four Digital InputsUSER DIP 1

throughUSER DIP 4

Four digital signal inputs to the ECU when +24 VDC nominal (8.6 – 36 volts) is applied allows user to wire alarm and/or shutdown digital outputs of the local con-trol into ESM. The purpose of these four digital inputs to the ECU is to aid in trou-bleshooting problems with the driven equipment.

WKI Value WKI+ WKI-

A 4 – 20 milliamp input to the ECU that allows the customer to change the input fuel quality (WKI) in real time. (4 mA = 20 WKI; 20 mA = 135 WKI)

2.00-10 FORM 6331 First Edition

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SYSTEM POWER AND WIRING

LOCAL CONTROL OPTION HARNESS

A Local Control Option harness is shipped loose with the engine and has a standard length of 25 ft. (8 m). Optionalharness lengths of 50 ft. (15 m) and 100 ft. (30 m) are available. The terminated end of the harness connects to thePower Distribution Junction Box. Customer optional connections are made with the unterminated wires in the har-ness. Table 2.00-7 provides information on each of the wires in the unterminated end of the Local Control OptionHarness.

Wastegate Connections

The wastegate actuator is always drawing power. Ifbattery-powered ignition is being used, power is beingdrawn from the battery even with the engine shutdown. To remedy this, the battery can be removedwhen not in use, or the battery can be placed inreduced power mode, limiting the amount of powerthat will be drawn from the battery. The GOVSD+24Vand WASTEGSD+ wires of the Local Control OptionHarness can be used as a way to reduce powerdemand from the battery.

Connecting GOVSD+24V and WASTEGSD+ with a10 kΩ resistor will put the actuator in a low currentdraw standby mode. NEVER connect GOVSD+24Vand WASTEGSD+ with a 10 kΩ resistor while theengine is operating.

+24VFOR U and GND FOR U

Never attempt to powerthe engine using the

+24VFOR U wire in the Local Control Option Har-ness. The +24VFOR U wire is for customer use toprovide 24 VDC power to other equipment. Incor-rectly powering the engine using the +24VFOR Uwire could result in product damage and/or per-sonal injury.

Power (24 VDC, 5 amps maximum) is available foritems such as a local control panel and panel meters.The 24 VDC wires are labeled +24VFOR U and GNDFOR U. DO NOT POWER THE ENGINE THROUGHTHIS CONNECTOR!

ESTOP SW

The wires labeled ESTOP SW can be used to com-plete a circuit to turn on a light or horn if either of thered emergency stop buttons on the sides of the engineis pushed in. Pushing either of the red emergency stopbuttons on the sides of the engine completes a circuitbetween the ESTOP SW wires. The contact ratings forESTOP SW are:

24 – 28 VDC = 2.5 A

28 – 600 VDC = 69 VA

Prelube Control

The wire labeled PREL CTRL requires 24V customerinput. This feature is used to activate engine prelube.Prelubing the engine ensures all moving parts areproperly lubricated before the engine is started. Post-lube function ensures that sufficient heat is removedfrom the engine after shutdown.

Table 2.00-7. Local Control Option Harness Loose Wire Identification

CIRCUIT # WIRE LABEL SIGNAL NAME SIGNAL TYPE WIRE COLOR

WIRESIZE

SOCKETSIZE

1020 +24VFOR U User Power +24 VDC nominal (5 amps maximum) Red 18 16

1120 GND FOR U User Ground Ground Black 18 16

1802 ESTOP SW Emergency Stop Switch,Normally Open

Depends on hardware wired to switch Tan 18 16

1804 ESTOP SW Emergency Stop Switch,Normally Open

Depends on hardware wired to switch Tan 18 16

1679 PREL CTRL Customer Prelube Control +24 VDC digital I/P Brown 18 16

1426 GOV SD+ Switch, Governor Actuator, G Shutdown input Purple 18 16

1010 GOVSD+24 Shutdown Switch Power +24 VDC nominal Red 18 16

1436 WASTEGSD+ Switch, Wastegate Actuator, G Shutdown Input Purple 20 16

CAUTION

FORM 6331 First Edition 2.00-11

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2.00-12 FORM 6331 First Edition

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SECTION 2.05

START-STOP CONTROL

START-STOP CONTROL DESCRIPTION

The ESM manages the start, normal stop, and emer-gency stop sequences of the engine, including pre-and postlube. Logic to start and stop the engine is builtinto the ECU, but the user/customer supplies the inter-face (user panel) (control panel buttons, switches,touch screen) to the ESM.

The ESM’s start-stop process is controlled by the fol-lowing digital inputs:

• Start Signal – a momentary “high” (8.6 – 36 volts)input to the ECU indicating the engine should bestarted. The minimum duration of the signal is1/2 second but should not exceed 1 minute.

• Run/Stop Signal – a continuous “high” (8.6 – 36 volts)input to the ECU indicating the engine should berunning. When this input goes “low” (less than3.3 volts), the ECU performs a normal shutdown.

• Emergency Stop Signal – a continuous “high”(8.6 – 36 volts) input to the ECU when the customerE-stop switch is pulled out (“Off position”). When theE-stop switch is pushed in (“On position”), the signalwill go “low” (less than 3.3 volts), causing an emer-gency shutdown.

START SEQUENCE

See Figure 2.05-2 for Start Flow Diagram.

During the start sequence, the ESM performs the fol-lowing steps:

• Prelubes engine (programmable from0 – 10,800 seconds from the Prelube Time fieldlocated on the [F3] Start-Stop Panel.

• Engages starter motor (programmable rpm rangeusing ESP software)

• Turns main fuel on (programmable above a certainrpm and after a user-calibrated purge time usingESP software)

• Turns prechamber fuel on (programmable above acertain rpm and after a user-calibrated purge timeusing ESP software)

• Turns ignition on (after a user-calibrated purge timeusing ESP software)

When the user initiates a start from the user panel, asignal is sent to the ECU to begin the start procedure.After receiving a start signal, and confirming the emer-gency stop and run/stop signals are high, the ECUprelubes the engine for a user-calibrated period oftime.

Once the prelube is complete, the starter is activated.The ignition is energized after the engine has rotatedthrough a minimum of two complete engine revolutionsand a user-calibrated purge timer has expired. Whenthe engine speed reaches an rpm determined byDresser Waukesha, the main fuel valve is energized.After the engine speed exceeds a slightly higher rpm,the prechamber fuel valve is energized. The enginethen increases speed until it reaches its governedrpm.

Once the starter is activated, a timing circuit begins. Ifthe engine does not reach a minimum rpm within acalibrated amount of time, the ECU will initiate a shut-down and de-energize the starter at an rpm calibratedby Dresser Waukesha, factoring in the value located in“Starter OFF RPM adj” field located on the [F3]Start-Stop Panel.

FORM 6331 First Edition 2.05-1

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START-STOP CONTROL

NORMAL SHUTDOWN SEQUENCE

See Figure 2.05-2 for Stop Flow Diagram.

During the normal shutdown sequence, the ESM per-forms the following steps:

• Begins cooldown period (programmable using ESPsoftware)

• Shuts off fuel

• Stops ignition when engine stops rotating

• Postlubes engine (programmable from 0 – 10,800seconds using the [F3] Start-Stop Panel)

NOTE: When performing a normal engine shutdown,the engine should be stopped by causing thenormal stop (or run/stop) input to go “low”. This turnsoff the fuel supply before ignition is halted, eliminatingunburned fuel. It runs the postlube proceduresupplying oil to vital engine components. Theemergency shutdown switch should be pulled out (“Offposition”) at all times, unless an emergency situationoccurs that requires the immediate shutdown of theengine.

When the run/stop digital input to the ECU goes low(less than 3.3 volts), and a user-calibrated cooldownperiod is met, the ECU stops the engine. This isaccomplished by first de-energizing the main fuelvalve and prechamber fuel valve and then, when theengine speed drops to zero, de-energizing the ignition.If the engine fails to stop in a preprogrammed period oftime (typically less than one minute) after the fuelvalve has been de-energized, the ignition isde-energized, forcing a shutdown.

Refer to Section 3 of Chapter 5 “Lubrication System”in the Installation of Waukesha Engines & EnginatorSystems manual (Form 1091-5) for lubrication require-ments in standby applications.

EMERGENCY SHUTDOWN SEQUENCE

IMPORTANT! The following critical ESDs will preventpostlube functionality from occurring:

• ESD222 CUST ESD

• ESD223 LOW OIL PRESS

• ESD313 LOCKOUT/IGNITION

• ESD532 COOLANT PRESS LOW

All other ESDs will allow the postlube to occur.

See Figure 2.05-4 for the Emergency Stop Flow dia-gram.

When an emergency stop (E-Stop) is activated(non-critical), the fuel valves are closed and the igni-tion is de-energized immediately, it is postlubed for auser-calibrated period of time.

After a Customer Emergency Shutdown ESD222CUST ESD is initiated (ESD pin 15 low), the Emer-gency Shutdown input ESD pin 15 should then beraised “high”. Raising ESD pin 15 high allows the ECUto go through a reboot. A subsequent start attemptmay fail if it is initiated less than 60 seconds after rais-ing ESD pin 15 high because the ECU is rebooting.

If the ESM detects a serious engine fault and shuts theengine down, it will energize a digital output from theECU so that the user knows the ESM shut down theengine. It is extremely important to not use ESD222CUST ESD for normal shutdowns as the postlube willnot occur and the risk of an exhaust explosionincreases.

If the ESM detects a fault with the engine or with theESM’s components that is not serious enough to shutthe engine down, a different digital output will be ener-gized so that the user knows of the alarm.

WARNINGThe Customer Emergency Shutdown must neverbe used for a normal engine shutdown. Doing somay result in fuel in the exhaust manifold. It willalso stop the postlube process that is beneficial toengine components. Failure to comply increasesthe risk of an exhaust explosion, which can resultin severe personal injury or death.

1) Emergency Stop Switch on Engine

Figure 2.05-1.

1

2.05-2 FORM 6331 First Edition

Page 55: waukesha  16V275GL ESM

START-STOP CONTROL

Figure 2.05-2. Start Flow Diagram

START > 8.6VFOR LONGER

THAN 1/2 SECOND

IS ESD > 8.6V?

IS RUN / STOP> 8.6V?

IS AN ESDACTIVE?

IS REDMANUAL SHUTDOWN

SWITCH(ES) ON SIDE OFENGINE PRESSED?

PMR = 24 VDC(PRELUBE MOTOR

TURNED ON)

ISPMR “ON” TIME

> ESP PRELUBE TIME ASPROGRAMMED ON [F3]

START-STOP PANELIN ESP?

ASV = 24 VDC(STARTER ENGAGED)

IS CRANK TIME> ESP PURGE TIME AS PROGRAMMED ON [F3]

START-STOP PANEL IN ESP?

IGNITION ENABLED

IS RPM > 40 + ESP FUEL ON RMP ADJ?

FUEL V = 24 VDC(FUEL VALVE TURNED ON)

IS RPM >200 RPM + ESP

STARTER OFF RPMPROGRAMMED ON [F3] START-STOP PANEL

IN ESP?

ASV = 0 VDC (STARTER DISENGAGED)

IS ENGINERUNNING?

SEQUENCE COMPLETE

NO

YES

NO

YES

YES

YES

NO

NO

PMR = 0 VDC(PRELUBE OFF)

YES

YES

YES

YES

YES

WIRE LABEL SHOWN IN BOLD

SEE FIGURE 2.05-4

NO

NO

NO

YES

YES

YES

NO

NO

NO

IS CRANK TIME> 20 SECONDS?

IS CRANK TIME> 20 SECONDS?

IS CRANK TIME> 20 SECONDS?

NO

PROCESS EMERGENCYSHUTDOWN DUE TO

ESD232 (ENGINE STALL)

PROCESS EMERGENCYSHUTDOWN DUE TO

ESD231 (OVERCRANK)

NO

YES

RPM > 300 RPM + ESP PRECHAMBER

(PRECHAMBER FUEL TURNED ON)

FORM 6331 First Edition 2.05-3

Page 56: waukesha  16V275GL ESM

START-STOP CONTROL

Figure 2.05-3. Stop Flow Diagram

HASCOOLDOWN

TIMER EXPIRED ASPROGRAMMED ON [F3]

START-STOP PANELIN ESP?

RUN/STOP GOES LOWER THAN 3.3V

PREGASSOL AND FUELV = 0 VDC(PRECHAMBER AND MAIN FUEL

VALVE TURNED OFF)

IS ENGINESPEED = 0 RPM?

ENG ALM GOESFROM OPEN CIRCUIT

TO 24 VDC

ECU RECORDSALM222

(MAIN FUEL VALVE)

IGNITION OFF

PMR = 24 VDC(POSTLUBE MOTOR

TURNED ON)

IS PMR“ON” TIME

> ESP POSTLUBE TIMEAS PROGRAMMED ON

[F3] START-STOPPANEL IN ESP?

SEQUENCE COMPLETE

WIRE LABEL SHOWN IN BOLD

NO

NO

YES

YES

NOHAS

30 SECONDTIMER EXPIRED?

PMR = 0 VDC(POSTLUBE MOTOR

TURNED OFF)

YES

NO

2.05-4 FORM 6331 First Edition

Page 57: waukesha  16V275GL ESM

START-STOP CONTROL

Figure 2.05-4. Emergency Stop Flow Diagram

PRELUBING THE ENGINE WITHOUT STARTING

NOTE: The engine can be prelubed without startingusing the local control harness. See Section 2.00System Power and Wiring for more information.

The following describes how to prelube the enginewithout starting the engine. Refer to Section 3.10 ESPProgramming “Basic Programming in ESP” for pro-gramming instructions.

1. Using ESP, program the “Pre Lube Time” field onthe [F3] Start-Stop Panel to the maximum time of10,800 seconds (180 minutes).

2. Begin the start sequence.

3. After the engine prelubes for a sufficient time andbefore the end of 180 minutes, perform a normal shut-down sequence to cancel the start attempt.

4. Reprogram the prelube time to the previous valueand save value to permanent memory.

CRANKING THE ENGINE OVER WITHOUT STARTING AND WITHOUT FUEL

The following describes how to crank the engine overwithout starting the engine and without fuel. Refer toSection 3.10 ESP Programming for programminginstructions.

1. Using ESP, program the “Purge Time” field on the[F3] Start-Stop Panel to the maximum time of1800 seconds (30 minutes).

2. Begin the start sequence.

3. The engine will crank until ESD231 Overcrankshutdown fault activates, at which time the engine willstop cranking.

4. Repeat steps 1 – 3 if necessary.

5. Reprogram the purge time to the previous valueand save to permanent memory.

AIR STARTER

When the ESM receives an engine start signal fromthe user’s panel, the ESM controls the entire start pro-cess, including the sequence of events shown inFigure 2.05-2. Part of the start process includesengaging the starter. When the solenoid on theair-start valve receives the electronic voltage signalfrom the ECU, the air-start valve allows air to flow tothe starter.

The air-start valve uses a 1.5 NPT 150# flange inlet.The system must be vented to meet applicable codes.Failure to interface through the air-start valve providedwill result in ESM fault codes.

ESD FAULT

ECU PERFORMS IMMEDIATE SHUTDOWN

IGNITION TURNED OFF

PREGASSOL AND FUELV GO FROM 24 VDC TO 0

ENG ESD GOES FROM OPEN CIRCUIT TO 24 VDC

ENG ALM GOES FROM OPEN CIRCUIT TO 24 VDC

FAULT RECORDED IN ECU

SEQUENCE COMPLETE

WIRE LABEL SHOWN IN BOLD

Postlube will not run if the following critical ESDs Occur:

ESD222 CUST ESDESD223 LOW OIL PRESSESD313 LOCKOUT/IGNITIONESD532 COOLANT PRESS LOW

FORM 6331 First Edition 2.05-5

Page 58: waukesha  16V275GL ESM

START-STOP CONTROL

FUEL VALVE

Wire the supplied fuelgas shutoff valve so it

is controlled by the ESM. If the fuel valve is con-trolled independently of the ESM, fault codes willoccur when the fuel valve is not actuated insequence by the ESM. Disregarding this informa-tion could result in product damage and/or per-sonal injury.

The customer must install the fuel gas shutoff valve(see Section 2.00 System Power and Wiring for wiringdiagram). If the fuel valve is controlled independentlyof the ESM, fault codes will occur when the fuel valveis not actuated in sequence by the ESM.

The Power Distribution Junction Box supplies up to 15amps to the valve using solid state circuitry with built-inshort circuit protection.

All induct ive loadssuch as a fuel valve

must have a suppression diode installed acrossthe valve coil as close to the valve as is practical.Disregarding this information could result in prod-uct damage and/or personal injury.

The fuel control valve is to be wired directly into thePower Distribution Junction Box, with the wires termi-nated at the terminal block shown in Figure 2.05-5.The position FUEL V SW is the (+) connection, andFUEL V GND is the (-) connection. Conduit, liquid tightflexible conduit, or other industry standard should beused along with the correct fittings as appropriate tomaintain resistance to liquid intrusion.

Figure 2.05-5. Power Distribution Junction Box

Refer to S-6656-23 (or current revision) “Natural GasPressure Limits to Engine-Mounted Regulator” in theWaukesha Technical Data Manual (General Volume)for minimum fuel pressure required for your applica-tion.

CAUTION

CAUTION

2.05-6 FORM 6331 First Edition

Page 59: waukesha  16V275GL ESM

SECTION 2.10

IGNITION SYSTEM

The ESM controls spark plug timing with a highenergy, digital capacitive discharge ignition system.The ignition system uses the capacitor discharge prin-ciple that provides a high variable energy, precision-timed spark, for maximum engine performance.

The ESM ignition system uses the ECU as its centralprocessor. Two magnetic pickups are used to inputinformation to the ECU. One pickup reads a magneton the camshaft, and the other pickup senses 36 refer-ence holes in the flywheel. See Figure 2.10-2 for theESM Ignition System Diagram.

The Ignition Power Module with Diagnostic capability(IPM-D) is needed to fire the spark plug at the requiredvoltage (see Figure 2.10-2). The IPM-D is CSAapproved for Class I, Division 2, Group D(T4 temperature rating), hazardous location require-ments.

Figure 2.10-2. ESM Ignition System Diagram

1) Ignition Power Module (IPM-D)

Figure 2.10-1. Ignition Power Module (IPM-D) Location

1

ECU

SPARK PLUGS

IPM-D IGNITIONCOILS

CAMSHAFT MAGNETIC PICKUP• POSITION OF CAMSHAFT

CRANKSHAFT MAGNETIC PICKUP• ANGULAR POSITION OF FLYWHEEL• ENGINE SPEED

FORM 6331 First Edition 2.10-1

Page 60: waukesha  16V275GL ESM

IGNITION SYSTEM

IGNITION THEORY

The ECU is calibrated to control spark timing. Timingcan vary with engine speed, intake manifold pressure,engine-mounted knock sensors, and several othervariables that optimize engine performance.

When a knock signal exceeds the knock threshold, theECU retards timing on an individual cylinder basis tokeep the engine out of knock. See Section 2.15 KnockDetection for more information.

Based on the calibration and readings, the ECU sendsan electronic signal to the IPM-D that energizes theignition coils to “fire” the spark plug. The IPM-D pro-vides automatically controlled dual voltage levelsdepending on the operating conditions. See “IgnitionDiagnostics” on page 2.10-3 for more information.

The IPM-D is a high energy, capacitor discharge solid-state ignition module. The power supply voltage isused to charge the energy storage capacitor. This volt-age is then stepped up by the ignition coils. A signalfrom the ECU triggers the IPM-D to release the energystored in the capacitor. When the IPM-D receives thesignal, the energy in the ignition coil is used to fire thespark plug.

ESM-equipped engines have an index disc mountedon the camshaft gear and a magnetic pickup mountedon the gear cover of the engine (see Figure 2.10-3).The index disc is always fixed at the same angularlocation for every engine with ESM. The index disc hasone magnet: the index magnet. The camshaft mag-netic pickup determines which part of the four-strokecycle the engine is in.

The crankshaft magnetic pickup is used to sense 36reference holes in the flywheel (see Figure 2.10-4).This magnetic pickup signals to the ECU the angularposition of the crankshaft and engine speed (rpm).

Since the camshaft disc rotates at half the enginespeed, the crankshaft must rotate twice for the enginecycle to end.

1)Camshaft Magnetic Pickup

Figure 2.10-3. Camshaft Pickup Location

2) Crankshaft Magnetic Pickup

Figure 2.10-4. Crankshaft Magnetic Pickup Location

1

2

2.10-2 FORM 6331 First Edition

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IGNITION SYSTEM

IGNITION DIAGNOSTICS

The IPM-D provides diagnostic information for both theprimary and secondary sides of the ignition coil. TheIPM-D detects shorted spark plugs and ignition leads,as well as spark plugs which require a boosted energylevel to fire or do not fire at all. The diagnostic informa-tion is provided through a Controller Area Network(CAN) between the ECU and IPM-D, and then to thecustomer’s local control panel via MODBUS®.

Four thresholds calibrated by Dresser Waukesha havebeen programmed into the ECU to trigger four differentlevels of alarm:

• Primary: Indicates a failed ignition coil or faulty igni-tion wiring.

NOTE: Another possible cause of a primary alarmwould be the activation of the red lockout or E-Stop(emergency stop) switch on the side of the enginewhile the engine is running.

• Low Voltage: Indicates a low voltage demand con-dition that may have resulted from a shorted coil orsecondary lead, deposit buildup, or a failed sparkplug (failure related to “balling” or shorting.)

• High Voltage: Indicates that a spark plug isbecoming worn and will need to be replaced. Whenthis limit is exceeded, the “Ignition Energy” is raisedto a level 2. See “Monitoring Ignition Energy Field”on page 2.10-3.

• No Spark: Indicates that a spark plug is worn andmust be replaced.

When the spark reference number reaches one of thefour programmed thresholds, an alarm is triggered.Three of these four thresholds (low voltage, high volt-age, and no spark) were designed to be adjustable sothe user can customize IPM-D predictive diagnosticsto fit the specific needs of each engine. Using the[F5] Ignition Panel in ESP, the user can adjust thefault’s alarm and shutdown points to compensate forsite conditions and minor variations in spark referencenumbers between individual coils.

See Section 3.10 ESP Programming IPM-D Program-ming for programming information.

NOTE: The IPM-D default values are appropriate forall engine applications.

NOTE: Improper use of these adjustments may limitthe effectiveness of IPM-D diagnostics.

MONITORING IGNITION ENERGY FIELD

The “Ignition Energy” field on the [F5] Ignition Panelindicates at what level of energy the IPM-D is firing thespark plugs: Level 1 (low) or Level 2 (high). The pink“Ignition Energy” field will signal the user whether theignition level is LEVEL 1 or LEVEL 2.

During normal engine operation, the IPM-D fires at aLevel 1 (normal) ignition energy. The IPM-D fires at aLevel 2 (high) ignition energy on engine startup or as aresult of spark plug wear. When sufficient spark plugwear is monitored, IPM-D raises the power level of theignition coil. If the ignition energy is raised to Level 2(except on startup), an alarm is triggered to alert theoperator.

Once Level 2 energy is applied, the spark referencenumber will decrease initially but the Fault Log willindicate the cylinder number of the spark plug that iswearing out.

MONITORING SPARK REFERENCE NUMBER

Predictive diagnostics based on a spark referencenumber for each cylinder is used to monitor eachspark plug’s life. The spark reference number is anarbitrary number based on relative voltage demand atthe spark plug and is calculated each time the cylinderfires. The spark reference number is displayed foreach cylinder on the [F5] Ignition Panel in ESP.

Spark reference numbers can be used to representspark plug electrode wear (gap) and can be monitored(for example, with MODBUS®) and trended to predictthe time of spark plug failure. The usefulness of thespark reference number lies in how much a numberchanges over time as a spark plug erodes. Based on athorough trend analysis of the spark reference num-bers, the user may want to adjust the high, low, or nospark voltage limits. It will take some testing andadjustment to obtain thresholds that optimize the useof these features. For maximum benefit, the spark ref-erence number for each cylinder should be recordedat normal operating load with new spark plugsinstalled and then monitored over a period of time forchanges.

The “Left Bank Spark Reference #” and “Right BankSpark Reference #” fields on the [F5] Ignition Paneldisplay the spark reference number for each cylinder.As the secondary voltage increases, the spark refer-ence number also increases. A gradual increase in thespark reference number is expected over time as thespark plug wears. The closer to end of spark plug life,the faster the spark reference number will increase.

FORM 6331 First Edition 2.10-3

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IGNITION SYSTEM

2.10-4 FORM 6331 First Edition

Page 63: waukesha  16V275GL ESM

SECTION 2.15

KNOCK DETECTION

The ESM includes knock detection and protectsDresser Waukesha spark-ignited gas engines fromdamage due to knock. Knock is the ignition of the endgas after spark ignition has occurred during normalcombustion.

Knock is caused by site conditions and/or engine mis-adjustment, not the engine. See “Knock Theory” onpage 2.15-1 for a definition of knock and examples ofknock promoters and reducers.

The ESM detects knock by monitoring vibrations ateach cylinder with engine-mounted knock sensors(see Figure 2.15-1). When a signal exceeds a knockthreshold, the ESM retards timing incrementally on anindividual cylinder basis to keep the engine, and eachcylinder, from “knocking.”

Figure 2.15-1. Knock Sensor

The following are the main features of the ESM knockdetection:

• The ESM monitors for knock during every combus-tion event.

• A per-event measure of the knock level is comparedto a reference level to determine if knock is present.

• Action taken by the ESM when knock is detected isproportional to the knock intensity identified.

• The ESM requires no calibration of the knock detec-tion system by on-site personnel. The ESM knockdetection system is self-calibrating.

• If a knock is detected and the engine is shut down,the ECU records in the fault log that knockingoccurred, even if a PC was not connected.

• When a PC is connected to the ECU and the ESPsoftware is active, the ESP software displays whenknock is occurring. If the engine is shut down due toknock, the shutdown and number of the knockingcylinders are recorded in the fault log.

KNOCK THEORY

During normal combustion, the forward boundary ofthe burning fuel is called the “flame-front.” Combustionin a gaseous air-fuel homogeneous mixture ignited bya spark is characterized by the rapid development of aflame that starts from the ignition point and spreadscontinually outward. When this spread continues to theend of the chamber without abrupt change in its speedor shape, combustion is called “normal.”

Knock is due to the ignition of the end gas after sparkignition has occurred. The end gas is the remainingair-fuel charge that has not yet been consumed in thenormal flame-front. When the end gas mixture beyondthe boundary of the flame-front is subjected to a com-bination of heat and pressure from normal combus-tion, knock will occur. If the knock has enough force,the pressure in the chamber will spike, causing thestructure of the engine to resonate, and an audible“ping” or “knock” will be heard.

Knock will depend on the humidity of intake air and thetemperature and pressure of the end gas in the com-bustion chamber. Any change in engine operatingcharacteristics that affects end gas temperature willdetermine whether knock will occur. The higher theend gas pressure and temperature rise and the time towhich it is exposed to this severe stress, the greaterthe tendency for the fuel to detonate.

FORM 6331 First Edition 2.15-1

Page 64: waukesha  16V275GL ESM

KNOCK DETECTION

Avoiding knock conditions is critical since knock is typ-ically destructive to engine components. Severe knockoften damages pistons, cylinder heads, valves, andpiston rings. Damage from knock will eventually leadto complete failure of the affected part. Knock can beprevented; however, the conditions that promote knockare extremely complex and many variables can pro-mote knock at any one time.

KNOCK DETECTION AND TIMING CONTROL

The ESM senses knock with a technique called “win-dowing.” This technique allows the ESM to look forknock only during the combustion time when knockcould be present.

The “window” opens shortly after the spark plug firesto eliminate the effects of ignition noise. This noise iscaused from the firing of the spark plug and subse-quent “ring-out” of coils. This “sample” window isclosed near the end of the combustion event at a pre-determined angle after top dead center (ATDC) incrankshaft degrees. See Figure 2.15-2.

During knock, a unique vibration called knock fre-quency is produced. Knock frequency is just one ofmany frequencies created in a cylinder during engineoperation. The knock sensors mounted at each cylin-der convert engine vibrations to electrical signals thatare routed to the ECU.

The ECU removes the electrical signals that are notassociated with knock using a built-in filter. When thefiltered signal exceeds a predetermined limit (knockthreshold), the ESM retards the ignition timing for thecylinder associated with that sensor by communicatinginternally with the ignition circuitry that controls theIPM-D. The amount the timing is retarded is directlyproportional to the knock intensity. So when the inten-sity (loudness) is high, the ignition timing is retardedmore than when the knock intensity is low.

Figure 2.15-2. Windowing Chart

The ESM controls timing between two limits: MaximumAdvanced Timing and Most Retarded Timing.

The maximum advanced timing is variable anddepends on rpm, load, and the WKI value. The mostretarded timing is a predetermined limit.

The maximum advanced timing value is used in twodifferent ways. First, under normal loads, the maxi-mum advanced timing is the timing limit. Second,when the engine is under light load and cannot beknocking, it is used as the timing for all cylinders.

In the event the ESM senses knock that exceeds theknock threshold, the ignition timing will be retarded atan amount proportional to the intensity of knocksensed. Ignition timing will then be retarded until eitherthe signal from the knock sensor falls below the knockthreshold or the most retarded timing position isreached. As soon as conditions permit, the ESM willadvance spark timing to the maximum setpoint at apredetermined rate.

If after a predetermined time, conditions do not permittiming to be advanced from the most retarded timingposition, the ECU will perform the following actions:

• ALM225 is logged, indicating the knocking cylin-der(s).

• The red status LED on the ECU will blink the knockfault code.

• The engine will shut down after a predeterminedtime, and ESD224 is logged.

Table 2.15-1. Knock Promoters and Reducers

PROMOTERS REDUCERSHigher Cylinder Temperature Lower Cylinder Temperatures

Lower WKI Fuels Higher WKI Fuels

More Advanced Spark Timing Less Advanced Spark Timing

Higher Compression Ratios Lower Compression Ratios

Higher Inlet Pressure Lower Inlet Pressure

Higher Coolant Temperatures Lower Coolant Temperatures

Higher Intake Manifold Air Temperatures

Lower Intake Manifold Air Temperatures

Lower Engine Speeds Higher Engine Speeds

Lower Atmospheric Humidity Higher Atmospheric Humidity

Higher Engine Load Lower Engine Load

Stoichiometric Air-Fuel Ratio(Rich Burn Engine)

Lean or Rich Air-Fuel Ratio (Without Engine Overload)

Rich Air-Fuel Ratio(Lean Burn Engine) Lean Air-Fuel Ratio

Cylinder Misfire onNeighboring Cylinders

PRESSURE, PSIA

OPEN SAMPLEWINDOW KNOCK

END OF SAMPLE WINDOW

TDC

IGNITION SPARK

2.15-2 FORM 6331 First Edition

Page 65: waukesha  16V275GL ESM

KNOCK DETECTION

WAUKESHA KNOCK INDEX (WKI)

The Waukesha Knock Index (WKI) is an analytical tool,developed by Dresser Waukesha, as a method for cal-culating the knock resistance of gaseous fuels. It is acalculated numeric value used to determine the opti-mum engine settings based on a specific site’s fuelgas composition.

The WKI value can be determined using the WKI com-puter program for the Microsoft® Windows® operatingsystem that is distributed to Waukesha Technical DataBook holders and is also available by contacting a Dis-tributor, Dresser Waukesha Sales Engineering Depart-ment, or downloading from WEDlink.

The WKI program will calculate the WKI value from acustomer’s gas analysis breakdown. Once the WKIvalue is known, it can be entered into the ECU usingthe ESP software. This is important since spark timingand engine derate curves are adjusted based on thevalue of the WKI value stored in the ECU.

For applications with changing fuel conditions, such asa wastewater treatment plant with natural gas backup,the ESM can be signaled about the fuel’s changingWKI value in real time using the two WKI analog inputwires in the Customer Interface Harness. The calibra-tion of the Customer Interface wires, WKI+ and WKI–,is shown in Table 2.15-2. An input less than 2 mA orgreater than 22 mA indicates a wiring fault, and thedefault WKI value is used instead.

Table 2.15-2. Calibration of Remote WKI Input

ANALOG USER INPUT 4 mA 20 mAWKI Fuel Quality Signal 20 WKI 135 WKI

FORM 6331 First Edition 2.15-3

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KNOCK DETECTION

2.15-4 FORM 6331 First Edition

Page 67: waukesha  16V275GL ESM

SECTION 2.20

AIR-FUEL CONTROL

DESCRIPTION

The ESM Lean Burn Air-Fuel Ratio Control (AFR) sys-tem is designed to control the air-fuel ratio of DresserWaukesha’s lean burn, gaseous fueled, industrialengines. An engine’s air-fuel ratio defines the amountof air in relation to a single amount of fuel supplied toan engine for combustion. By controlling an engine’sair-fuel ratio with ESM AFR Control, exhaust emis-sions are minimized while maintaining peak engineperformance. The AFR Control regulates the engine’sair-fuel ratio even with changes in engine load, fuelpressure, fuel quality, and environmental conditions.

The ESM Lean Burn AFR Control is completely inte-grated into the ESM, with all sensor inputs, control rou-tines, and output actions handled by the ECU. TheECU works with the Air/Fuel Power Module (AFPM),which provides power and signal conditioning for thelean burn oxygen sensor assembly.

COMPONENTS

The ESM Lean Burn AFR Control builds upon thebasic ESM configuration by adding the following:

• Exhaust oxygen sensor/heater block assembly

• Air/Fuel Power Module (AFPM)

• Heater block temperature sensor (RTD)

• Barometric pressure sensor

• Ambient temperature sensor

• AGR (Actuator, Gas Regulator) stepper for the gasregulator

In addition, other sensor inputs already available to theESM, such as the intake manifold pressure, are used.

OPERATION

The oxygen sensor continually reports the concentra-tion of oxygen in the exhaust to the Lean Burn AFRroutine in the ECU. Based on this signal, the AFRControl determines if a correction to the air-fuel ratio isrequired. If a change is needed, a command is sent tothe AGR actuator (installed on the fuel regulator),which adjusts the fuel flow to the engine. The heaterblock temperature sensor ensures that the tempera-ture of the exhaust sample that is measured by theoxygen sensor is high enough to permit correct systemoperation (see Figure 2.20-1and Figure 2.20-2).

Figure 2.20-1. AFR Control Inputs and Outputs

Exhaust Oxygen

User-Programmable Limits

Stepper Home Position

Intake Manifold Pressure

Barometric Pressure

Ambient Temperature

Heater Block Temperature

INPUTS OUTPUTS

Stepper PositionPOWER MODULEAIR / FUEL

FORM 6331 First Edition 2.20-1

Page 68: waukesha  16V275GL ESM

AIR-FUEL CONTROL

Figure 2.20-2. AFR Control Block Diagram

LEAN BURN OXYGEN SENSOR

All lean burn sensor applications are based on the lin-ear output characteristics of the lean burn oxygen sen-sor (see Figure 2.20-3).

Figure 2.20-3. Oxygen Sensor Response vs. Exhaust Oxygen Concentrations for Various Air-Fuel Ratios

The exhaust oxygen content of lean burn engines canbe used as an indicator of the air-fuel mixture suppliedto the engine for combustion. The signal from the leanburn oxygen sensor is fed into the AFPM module,which conditions it and forwards it to the ECU. Anymixture deviation is sensed and transmitted to theAFPM module in the form of an electrical signal. TheECU determines whether a correction is required andadjusts the actuator accordingly. Lean burn sensorshave an extended service life, typically lasting over10,000 hours. Oil additives, fuel contaminants, com-pounds released from certain RTV sealants, incor-rectly applied anti-seize, and overtemperature canattribute to shortened sensor life.

Always use “OXYGENSENSOR SAFE/NEU-

TRAL CURE” RTV gasket materials on engines withoxygen sensors. Disregarding this information willresult in reduced sensor life or sensor failure.

Always purchase ESMAFR oxygen sensors

(P/N 740107A or later) from Dresser Waukesha.Performance goals of the system cannot be metwithout Dresser Waukesha’s oxygen sensor speci-fications. Disregarding this information couldresult in product damage and/or personal injury.

Oxygen Sensor

POWER MODULEAIR / FUEL

Heater Block Assembly

Heater Cartridges

RTD Sensor

Intake Manifold Pressure

Transducer

Actuator

Pressure Snubber

Ambient Temperature

Sensor

BarometricPressure Sensor

2.50 V

O2 SETPOINTRICH LEAN

EXHAUST OXYGEN (DRY VOLUME PERCENT)

TYPICAL SETPOINT:

16V275GL @ 32:1 (11.2% O2)

INC

RE

AS

ING

AF

M S

EN

SO

R D

I SP

LA

Y

CAUTION

CAUTION

2.20-2 FORM 6331 First Edition

Page 69: waukesha  16V275GL ESM

AIR-FUEL CONTROL

HEATER BLOCK ASSEMBLY

The lean burn sensor is installed in the heater blockassembly, which consists of the following:

• O2 sensor

• Gasket

• Two heater cartridges

• RTD temperature sensor

• Sensor block

• Special pipe nipple

• Insulation

WARNINGAlways keep lean burn oxygen sensor assemblyinsulation installed over components. Lean burnsensing assembly components become extremelyhot in use. Failure to keep insulation installed overassembly could cause severe personal injury.

NOTE: Insulation MUST be installed around lean burnoxygen sensing assembly for correct sensor operation.

The assembly is installed in the exhaust elbow per thelatest edition of Form 6333, 16V275GL Operation andMaintenance manual. Exhaust supply tubing is alsorequired (see Figure 2.20-7).

1) Not Used 4) RTD Port

2) Sensor Mounting bolt 5) Sensor Port

3) Heater Port

Figure 2.20-4. Heater Block – Front View

1) Heater 4) Lean Burn Oxygen Sensor

2) Special Pipe Nipple 5) RTD Temperature Sensor

3) Gasket

Figure 2.20-5. Heater Block Assembly

5

2

3

2

1

34

2

3

4

5

1

1) Heater Block Assembly 2) Insulation

Figure 2.20-6. Heater Block Assembly Insulation

1) Exhaust Elbow 2) Exhaust Supply Tubing

Figure 2.20-7. Exhaust Supply Tubing

2

1

2

1

FORM 6331 First Edition 2.20-3

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AIR-FUEL CONTROL

STEPPER

A stepper motor is used to bias the output pressure ofthe gas regulator (see Figure 2.20-8). All electronicsare packaged with the stepper motor in an integralenclosure. The proximity switch is located inside thestepper housing to prevent accidental breakage, andno external wiring is added for the switch. The stepperis controlled using signals transmitted over the ESMCAN (Controller Area Network) communication bus.Stepper diagnostic information is relayed back to theECU over the CAN bus.

Figure 2.20-8. Stepper

SYSTEM WIRING

All wiring related to AFR Control and the AFPM is inte-grated into the ESM wiring harnesses. The RTD tem-perature sensor and lean burn oxygen sensor featurein-line connectors for ease of troubleshooting andreplacement. The AFPM features connectors similar tothat of the ECU.

THEORY OF OPERATION

The Lean Burn AFR system controls engine air-fuelratio and consists of three basic components: an oxy-gen sensor, actuator, and AFR Control routine in theESM. The AFR system is a closed-loop process thatlooks at system outputs and adjusts system inputsaccording to calibrated software routines.

The AFR Control functions by monitoring oxygen lev-els in the exhaust gases with an oxygen sensorlocated in the engine’s exhaust stream. The oxygenlevel, detected by the sensor, is then fed to the AFPMmodule through an electrical signal, where it is condi-tioned and then forwarded to the ECU. If the oxygenlevel detected by the sensor is different from the pro-grammed oxygen setpoint, the AFR Control directs theactuator to adjust the gas over air (gas/air) pressure ofthe fuel regulator.

The actuator adjusts the fuel regulator setting, withinprogrammed limits, by increasing or decreasing thespring pressure acting on the regulator diaphragm.The design gives very accurate positioning capability.The regulator adjustment richens or leans out the air-fuel ratio.

The desired oxygen setpoint is based on the lambdasetpoint of the engine, determined by the factory, toachieve the desired emissions output. Other factorssuch as environmental conditions, fuel type, fuel qual-ity, and engine operating conditions are used in con-junction with the desired lambda setpoint to determinethe corresponding exhaust oxygen setpoint to achieveemissions as conditions vary.

An RTD temperature sensor is used to ensure that thesampled exhaust temperatures are high enough forcorrect operation of the O2 sensor. A programmedminimum temperature must be achieved beforeclosed-loop control is enabled. A programmed maxi-mum temperature is also incorporated as a safety toshut down operation on high heater block temperatureconditions.

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AIR-FUEL CONTROL

USER SETTINGS

A minimum of user settings, done through the ESPinterface, are required to successfully set up the sys-tem.

While stepper movement is controlled by the ESMAFR Control routine, user-programmable limits mustbe programmed on the [F8] AFR Setup Panel in ESP(see Figure 2.20-9). This limits the stepper’s travelrange and triggers alarms if the system attempts towork outside of the range. The stepper position is indi-cated on the ESP panels as “steps.”

Another user setting required is that of the start posi-tion. This position is determined by an adjustment pro-cedure for correct air-fuel ratio during engine start, andthen is used to automatically set the stepper wheneverthe engine is being started. The stepper position willremain within the programmable limits after startupwhile the AFR Control is in automatic mode (see

Figure 2.20-10). If a limit is reached, an alarm will beraised. When in manual mode, the user can adjust thestepper position outside the programmable limits.

Figure 2.20-9. AFR Setup Panel

Figure 2.20-10. Air-Fuel Ratio and Stepper Limits vs. Load

ST

EP

PE

R P

OS

ITIO

N

Load or IMAP

AIR

-FU

EL

RA

TIO

Load (Air-Fuel Ratio can vary with load)

Rich Limit – max. travel permitted

Typical Stepper Position

Lean Limit – min. travel permitted

Stepper travel is trapped between twoprogrammable limits while in automatic mode

FORM 6331 First Edition 2.20-5

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AIR-FUEL CONTROL

2.20-6 FORM 6331 First Edition

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SECTION 2.25

ESM TURBOCHARGER CONTROL

The ESM Turbocharger Control is designed to controlflow rates through the compressor-side and turbine-side of the turbochargers to prevent surge and over-speed, while maintaining proper throttle reserve. Flowthrough the compressor is controlled via the bypass,whereas flow through the turbine is controlled via thewastegate.

The bypass valve controls air flow through the com-pressor side of the turbocharger. Its main function is toprevent turbocharger surge, which refers to the rever-sal of flow through the compressor side of the turbo-charger. This occurs if the compressor is supplying arelatively low flow of air to the engine while having apressure ratio (boost pressure/inlet pressure) that is

too high. To counteract this problem, the flow can beincreased through the compressor by opening thebypass valve, which redirects air from the compressoroutlet to the turbine inlet, which “bypasses” the engine(see Figure 2.25-1). Excess air is directed upstream ofthe turbine to maintain turbocharger speed and air flowthrough the compressor without increasing air flow tothe engine.

The wastegate valve controls exhaust flow through theturbine side of the turbocharger. Its main function is tomaintain the pressure ratio across the compressor bydirecting a portion of the exhaust flow around the tur-bocharger (see Figure 2.25-1).

Figure 2.25-1. ESM Turbocharger Wastegate And Bypass Valving

EXHAUST STACK AIR OUT

WASTEGATE VALVE

TURBINE

TURBOCHARGER

COMPRESSOR

AIR IN

BYPASS VALVE

INTERCOOLER

ENGINECYLINDER

THROTTLE

AIR TO ENGINEEXHAUST FLOW

FORM 6331 First Edition 2.25-1

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ESM TURBOCHARGER CONTROL

ESM TURBOCHARGER CONTROL DESCRIPTION

The ESM turbocharger control consists of the ECUand two turbocharger control actuators that control theexhaust wastegate and bypass valves. The turbo-charger control monitors four areas on the engine todetermine wastegate and bypass valve position. Thefirst area that it monitors is the pressure differential, orthrottle reserve, across the carburetor and throttleplate. Pressure differential is determined by the differ-ence in pressure between two points. The first point isreferred to as the Boost Pressure, which measures thepressure at the turbocharger’s compressor outlet. Theboost pressure sensor is located before the carburetor,upstream of the throttle.

The second area that the turbocharger control moni-tors is the intake manifold pressure, referred to asIMAP (Intake Manifold Absolute Pressure). The IMAPis calculated by taking the average of two sensorslocated in the intake manifold, downstream of thethrottle.

The third area that is monitored is the compressor inletair temperature. The cooler the air is, the more denseit becomes; the warmer the air, the less dense itbecomes. The bypass has a temperature compensa-tion routine that adjusts position to compensate forchanges in inlet temperature.

The fourth area monitored is engine operating speed,which is used for the bypass, wastegate, and throttlereserve maps.

BYPASS, WASTEGATE, AND THROTTLE RESERVE MAPS

The bypass valve position is controlled by a bypassmap. This bypass map represents the position thebypass valve should be at a given rpm and IMAP. Ateach different rpm value, a pressure and position ismapped.

The wastegate valve is controlled through both a pro-grammed wastegate position map and a programmedthrottle reserve map. The wastegate position map isused to provide an initial wastegate position, based onspeed and boost pressure. The throttle reserve maprepresents what the desired reserve pressure shouldbe at a given rpm and IMAP. If the throttle reserve thatresults from that initial wastegate position does notmatch the desired reserve from the throttle reservemap, the wastegate position will change until the mea-sured reserve matches the desired reserve. Thewastegate will open to lower reserve and close toincrease reserve. In order for the wastegate control tolearn a new position, the engine speed and throttlemust be stable.

Once the wastegate has learned the new position thatprovides proper throttle reserve for a given speed andboost pressure, that position is used as the new initialposition in the wastegate position map. This “learned”wastegate position map is stored in the ECU and ispreserved even if the engine is shut down andrestarted.

There is a 10% fixed limit that the wastegate positionis allowed to deviate from its initial, unlearned positionmap, while the engine is running. There is also a limitof 5% that the stored learned position map can deviatefrom the initial, unlearned position map.

There are certain conditions in which the learningfunctionality can learn an improper value. This canoccur if the engine is starved for fuel or in some condi-tion that causes the throttle to be wide open, whichwould cause the throttle reserve to drop. The waste-gate control would begin to close in order to increasereserve, and that wastegate position could thenbecome the learned value for that given speed andboost pressure. When the problem that caused thethrottle to go wide open is fixed, the map would have abad value in that particular spot. If the engine returnsto that value, it would become unstable and it could benecessary to reset the BYC Boost learning table. See“Resetting Learning Tables” in this section for moreinformation.

RESETTING LEARNING TABLES

1. Shut engine down.

2. In ESP go to the [F11] Advanced Panel.

Figure 2.25-2. Advanced Functions Panel

3. Click “Reset Wastegate Learning Table...” button tobring up the “Reset Learning Tables” pop-up window.

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ESM TURBOCHARGER CONTROL

Figure 2.25-3. Reset Learning Tables Window

4. Click the “Reset BYC Boost Table” button to resetthe learning table.

5. Restart the engine, and allow the control to relearnits positions.

TURBOCHARGER SURGE

The term turbocharger surge is used to describe the“banging” or “swishing” that can be heard from anengine's turbocharger. Turbocharger surge commonlyoccurs at partial load and low speed when the volumeof air required by the engine is substantially less thanthat required by the turbocharger to prevent flow rever-sal, which is what happens when a turbochargersurges.

The turbocharger compressor performs best when theengine operates along the line of peak efficiency

(see Figure 1.10-2). The peak efficiency line runsthrough the center of the compressor efficiencyislands. The turbocharger control maps are set up tokeep the operating point near the center of the effi-ciency island through the entire operating range of theengine to afford optimal performance and discourageturbocharger surge.

Frequent changes in inlet air temperature and pres-sure ratios can also trigger turbocharger surge. As theambient temperature decreases, the engine requiresless volumetric flow because the air is more dense.When this occurs, the engine operating point movesfrom the line of peak efficiency toward the surge line.As the engine operating point approaches the surgeline, the classic “banging” or “swishing” can be heard.Although not normally detrimental to engine compo-nents, turbocharger surge results in poor engine per-formance. Pressure ratios can drastically spike whenshedding engine load, due to the rapid closing of thethrottle to prevent the engine from overspeeding.When the throttle closes quickly, volume of airupstream of the throttle can experience a sharp rise inpressure, which can cause turbocharger surge.

The ESM turbocharger control is a flexible, electronicmethod of turbocharger control that is able to respondto these frequently changing conditions, resulting inimproved turbocharger efficiency and engine perfor-mance. The ESM turbocharger control allows for thebest match between the engine and the turbochargerunder a wide range of altitudes and changing ambientconditions by electronically controlling bypass andwastegate settings.

Figure 2.25-4. Turbocharger Peak Efficiency and Turbocharger Surge Graphs

PR

ES

SU

RE

RA

TIO

PR

ES

SU

RE

RA

TIO

FLOW CFM FLOW CFM

SURGE LINE

PEAK EFFICIENCYISLAND

PEAK EFFICIENCY LINE

A

LOWERTEMPERATURES

A

FORM 6331 First Edition 2.25-3

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ESM TURBOCHARGER CONTROL

THROTTLE RESERVE

The turbocharger control strategy controls the waste-gate position in a closed-loop control of throttle pres-sure drop (throttle reserve) as a function of enginespeed and boost pressure. ESM turbocharger controldoes not require remapping of the wastegate as afunction of changing environmental or operating condi-tions. It is responsive to changes in air-fuel ratio, baro-metric pressure, ambient temperature and humidity,altitude, air filter restriction, and engine mechanicalhealth.

There is a strong correlation between surge, enginepower, and the difference in pressures as measuredbefore and after the throttle. This pressure differentialis called throttle reserve. It has been shown that if thethrottle reserve is too low, the engine will not be able tosustain the desired power level. If the throttle reserveis too high, the engine can surge. The safe operatingregion lies between these two points (seeFigure 2.25-5).

Figure 2.25-5. Relationship Between Key Engine Parameters

Throttle reserve is the pressure drop measured acrossthe throttle valve and carburetor (see Figure 2.25-6).The upstream pressure (boost pressure) is higher thanthe downstream pressure (IMAP). The throttle reserveis calculated as the difference between the boost andIMAP (Throttle Reserve = Boost - IMAP).

Figure 2.25-6. Throttle Reserve Schematic

ELECTRONIC VS. MECHANICAL WASTEGATE

The electronic wastegate control has many advan-tages over a mechanical system of wastegates.

First, the ESM turbocharger control is a flexible systemsince setpoint at various loads and speeds are pre-cisely programmed. With a mechanical system, thewastegate is set at a single operation point (maximumload) that opens based on a spring rate as compressordischarge (boost) pressure increases. In addition, thedifferential pressure controller for the compressor isset at a single operating point. For the best turbo-charger/engine match, a flexible system like the ESMturbocharger control is required.

Second, on the ESM turbocharger control system, thebypass circuit routes air from the compressor dis-charge to the turbine inlet. On mechanical systems, itis common for the pressure differential valve to routeair from the compressor discharge to the atmosphere.The ESM system arrangement is better on the turbo-charger because mass flow is balanced between thecompressor and turbine, allowing the turbocharger tooperate within the design envelope on both sides. Theelectronic system design also allows more air flowincrease with minimal turbocharger speed increase.

Finally, ESM turbocharger control allows the waste-gate to be closed at high load-low speed, unlikemechanical systems. This improves the turndowncapability of the engine.

The wastegate and bypass valves are managed toimprove the throttle angle (controllability), reserve(throttle response), turbocharger performance, andengine economy trade-offs.

RE

SE

RV

E

ENGINE POWER

TURBOCHARGER SURGE ZONE

ThrottleReserve

Safe Zone

Max.

Min. Required

LOW POWERZONE

THROTTLEAIR FLOW

BOOST IMAP

BOOST - IMAP = THROTTLE RESERVE

2.25-4 FORM 6331 First Edition

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SECTION 2.30

ESM SPEED GOVERNING

ESM SPEED GOVERNING

The engine speed governing is completely integratedinto the ESM. Information is sent from the ECU to thethrottle actuator to adjust the amount of fuel and airbeing delivered into the cylinders.

The ESM ECU contains the governor electronics andsoftware that control the throttle actuator. The ECUcontrols engine speed (rpm) by controlling the amountof air-fuel mixture supplied to the engine. The ESMspeed governing system allows the customer to makeall control adjustments in one place and at one panel.

Integral ESM speed governing provides the followingbenefits:

• Better engine stability

• Easier setup

• Integrated operation diagnostics

GOVERNING THEORY

In order to control the engine speed, the ECU needs toknow the following:

• Current engine speed

• Desired engine speed

• Speed error

To determine current engine speed, the ECU uses thecrankshaft magnetic pickup that senses the 36 refer-ence holes in the flywheel. As the holes pass the endof the magnetic sensor, a signal wave is generated.The frequency of the signal is proportional to enginespeed.

The desired engine speed is set by means of calibra-tions and/or external inputs to the ECU. The ECU cal-culates the difference between the current speed andthe desired speed to determine the speed error.

An electronic actuator is used to convert the electricalsignal from the ECU into motion to change the amountof air and fuel delivered to the engine through thethrottle (see Figure 2.30-1).

SPEED GOVERNING INPUTS AND CALIBRATIONS

Figure 2.30-2 illustrates the types of inputs to the ESMfor speed governing control. The actual inputs requiredto the ECU depend on the governing control desired.

Required external inputs are programmed to the ECUvia the customer’s local control panel. These inputsinclude remote speed/load setting, remote speed set-ting enable, rated speed/idle speed, and an auxiliaryrpm input for load control. Using these customerinputs, the ESM speed governing system is set to runin either speed control mode or load control mode.

Governing control is further customized for locationrequirements through user-selectable parametersdescribing the driven load. Custom control adjust-ments to the ESM speed governing system are madewith ESP.

1) Throttle Actuator

Figure 2.30-1.

1

FORM 6331 First Edition 2.30-1

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ESM SPEED GOVERNING

The rotating moment of inertia of the driven equipmentmust be programmed in ESP. The correct governorgain depends on the rotating moment of inertia of theengine and driven equipment. Further gain calibra-tions may be made through ESP.

By inputting the rotating moment of inertia of thedriven equipment, the gain is preset correctly, savingtime during setup of the engine. The rotating momentof inertia of the engine and the driven equipment areused in predicting governor sensitivity. See “RotatingMoment of Inertia/Adjusting Gain” on page 2.30-6 formore information.

Figure 2.30-2. ESM Speed Governing System Inputs

SPEED GOVERNING MODES

Using inputs from the user’s panel or PLC, the ESM isset to run in one of two control modes:

• Speed Control Mode

– Fixed Speed

– Variable Speed

• Load Control Mode

Speed Control Mode

Speed control mode allows the engine operator tochoose a setpoint speed, and the ECU will run theengine at that speed. The control can be either fixedspeed or variable speed.

Fixed Speed

WARNINGNever set the high idle speed above the safe work-ing limit of the driven equipment. If the GOV-REMSP signal goes out of range or theGOVREMSEL signal is lost, then the engine willrun at the speed determined by the status ofGOVHL IDL and calibrated low or high idle speeds.Disregarding this information could cause severepersonal injury and/or product damage.

When fixed speed control is selected with the ESP, theECU will maintain a constant engine rpm regardless ofload (within the capacity of the engine).

ESM SPEEDGOVERNING SYSTEM

(INSIDE ECU)

ESP CALIBRATED INPUTS• LOAD INERTIA• LOW/HIGH IDLE SPEEDS• DROOP• GAIN ADJUSTMENTS• SYNCHRONIZATION SPEED• FEEDFORWARD ADJUSTMENTS

CUSTOMER INPUTS• REMOTE SPEED/LOAD SETTING• REMOTE SPEED SETTING ENABLE• IDLE/RATED SPEED SIGNAL• LOAD COMING SIGNAL• SYNCHRONIZER MODE SETTING

SENSOR INPUT• MAGNETIC PICKUP

ENGINE TORQUE MODIFICATION

NOTE: The actual inputs required to the ECU depend on the governing control desired.

2.30-2 FORM 6331 First Edition

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ESM SPEED GOVERNING

There are two fixed speeds available: low idle and highidle. Low idle speed is the default, and high idle isobtained by connecting a digital input to the ECU of+24 VDC nominal. Low idle speed is preset for eachengine family, but by using ESP, the low idle speed canbe offset lower or higher than the preset value. Highidle speed is also adjustable using ESP, but is con-strained to be higher than low idle speed and nohigher than the maximum rated speed of the engine.

The digital signal input to the ECU must be connectedto +24 VDC (8.6 – 36 volts) for rated speed, open cir-cuit for idle speed, and remote speed setting enable(GOVREMSEL) must be an open circuit. When usingthe Remote Speed/Load Setting, GOVHL IDL shouldbe set to a safe mode. “Safe mode” means that if thewire that enables remote rpm operation (GOVREM-SEL) fails, the speed setpoint will default to theGOVHL IDL idle value. Consider all process/drivenequipment requirements when programming idlerequirements.

Variable Speed

Variable speed is used to synchronize the output ofmultiple generator sets driving an isolated electricalgrid. The ECU will allow the engine to slow downslightly under load. Variable speed is used to simulatethe situation with mechanical governors where theengine will run at a slightly higher rpm than the set-point when no load is placed on the engine.

When operating an engine for variable speed applica-tions, user connections determine the rpm setpoint.When the Remote Speed Select input signal is high(8.6 – 36 volts), the “Remote RPM” field on the[F4] Governor Panel is green and displays “ON.”

Connecting the GOVREMSEL digital input to the ECUat +24 VDC enables variable speed mode. The speedsetpoint can then be varied with either a 4 – 20 mA ora 0.875 – 4.0 volt input.

The ESM checks for an out-of-range input that is lessthan 2 mA, greater than 22 mA, less than 0.45 volts, orgreater than 4.3 volts. If an out-of-range speed set-point is detected, the engine will then run at the speedindicated by the status of the high idle/low idle digitalinput. The engine speed setpoint range is already pre-adjusted to go from minimum to maximum enginespeed using the 4 – 20 mA or 0.875–4.0 VDC input(see Table 2.30-1).

Figure 2.30-3 Connection Options for Variable Speed Setting Input

Table 2.30-1. Engine Speed Range

SPEED RANGE(4 – 20 mA RANGE)

750 – 1005 rpm

4 – 20 mA SIGNAL +

4 – 20 mA SIGNAL -

JUMPERED

CUSTOMER INTERFACE HARNESS

CUSTOMER INTERFACE HARNESS

GOV REMSP +

GOV REMSP -

GOV 40

GOV 4141

0.875 – 4.0 V SIGNAL +

0.875 – 4.0 V SIGNAL -

NO CONNECTION

41

40

27

39

40

27

39

GOV REMSP +

GOV REMSP -

GOV 40

GOV 41

X

X

FORM 6331 First Edition 2.30-3

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ESM SPEED GOVERNING

Figure 2.30-4. Logic Diagram Showing Variable Speed

Figure 2.30-5. Logic Diagram Showing Fixed Speed

NOTE: If Remote Speed Selection Digital Input goes open circuit,then engine will run at Calibrated Low or High Idle rpm de-pending on status of Low/High Idle Digital Input.

TYPICAL APPLICATIONS = GAS COMPRESSIONAND MECHANICAL DRIVES

INITIALRPM

GOVREMSEL

MODIFIED RPM

CALIBRATED RAMP TIME

LIMIT THERPM VALUE

LIMIT (RAMP) RPM CHANGE

FINAL RPM VALUE TO BE USED IN GOVERNOR

CALCULATION

REMOTE SPEED SELECTION DIGITAL INPUT

REMOTE SPEED ANALOG INPUT

SEE NOTE

+ +

+GOV REMSP+GOV REMSP-

ORGOV 40GOV 41

RPM DROOP

TYPICAL APPLICATIONS = ELECTRIC POWER GENERATION ISLAND OR GRID

WOODWARD™ LOAD SHARING MODULE

P/N 9907-173

LOW/HIGH IDLE DIGITAL

INPUT

CALIBRATED LOW IDLE RPM

CALIBRATED HIGH IDLE RPM

ALTERNATE DYNAMICS DIGITAL INPUT

SYNC RPM

RAMPFUNCTION

GOVAUXSIGGOVAUXGND

INITIAL RPM

RPM DROOP

MODIFIED RPM

TARGET RPM

CALIBRATED RAMP TIME

LIMIT THERPM VALUE

LIMIT (RAMP) RPM CHANGE

FINAL RPM VALUE TO BE USED IN GOVERNOR

CALCULATION

+

+

+

+

+

GOVHL IDL

LRG

LOAD

+

+

2.30-4 FORM 6331 First Edition

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ESM SPEED GOVERNING

Load Control Mode

Load control mode is used when a generator set issynchronized to a grid. In this case, the grid controlsspeed, and the ESM speed governing system controlsthe engine load using signals from an external device.

The SYNC RPM is adjusted so that the actual enginespeed setpoint is approximately 0.2% higher than syn-chronous speed. For example, if the grid frequency is60 Hz (1200 rpm), the high idle is adjusted so that theengine speed setpoint is 1.002 times 1200 rpm, whichis 1202.4 rpm. This ensures that the electric phasingof the grid and the engine are different so that thephases will “slide” past each other. When an externalsynchronizer determines that the voltage and phase ofthe generator match the grid, the breaker is closed.

The load of the engine can now be controlled by anexternal load control such as the Woodward™ LoadSharing Module (Woodward™ P/N 9907-173) throughthe GOVAUXSIG and GOVAUXGND -2.5 to +2.5 voltinput of the ESM (see Figure 2.30-6).

The speed bias output of most load sharing devicescan be configured to match the -2.5 to +2.5 volt inputrange of the ESM GOVAUXSIG and GOVAUXGNDinputs. Refer to the load sharing device manual forinformation on how to configure the range and offset ofthe speed bias output of your load sharing device.Next, start the engine and adjust the Proportional andIntegral gains of the load sharing device to obtain sta-ble operation of the engine power output. Refer to theload sharing device manual for more information onhow to set the gains of the device.

Feedforward Control (Load Coming Control)

Feedforward control (or load coming) is a proactiverather than a reactive feature that allows the engine toaccept larger load additions than would normally beallowed. Feedforward works by immediately openingthe throttle by a user-calibrated amount when a digitalinput goes high (8.6 – 36 volts). For example, whenstarting a large electric motor that is operating inisland electric power generation mode, the momentthe electric motor is started, or a second or two before,the feedforward digital input is raised high, and theESM opens the throttle to produce more power. Unlikestandard governing, the ESM does not have to wait forthe engine speed to drop before opening the throttle.

NOTE: Feedforward Control is not currently used onthe 16V275GL engine.

Figure 2.30-6. External Load Control – Woodward™ Load Sharing Module

Alternate Dynamics (Synchronizer Control)

Alternate dynamics is a setting used at low loads andspeeds, which reduces the throttle gains to providebetter speed stability. Raising a high digital input (8.6 –36 volts) to the ECU puts the ESM speed governingsystem in alternate dynamics.

During the time the alternate dynamics input is high,the field is green and displays “ON”. During the timethe alternate dynamics input is low, the field is grayand displays “OFF”.

CUSTOMER INTERFACE HARNESS

USE SHIELDED TWISTED PAIR

CABLE

WOODWARD™ LOAD SHARING MODULE

OUTPUT

29 28 46

2019

GO

VA

UX

GN

D

GO

VA

UX

SIG

GO

VA

UX

SH

D

FORM 6331 First Edition 2.30-5

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ESM SPEED GOVERNING

ROTATING MOMENT OF INERTIA/ADJUSTING GAIN

Ensure that the cor-rect rotating moment

of inertia (load inertia) is programmed in ESP forthe engine’s driven equipment. Failure to programthe moment of inertia for the driven equipment onthe engine in ESP will lead to poor steady stateand transient speed stability. Disregarding thisinformation could result in product damage and/orpersonal injury.

The correct gains for an engine model are preloadedto the ECU. Having the gains preloaded greatlyreduces startup time.

To make this work, the ECU needs only one piece ofinformation from the customer: the rotating moment ofinertia or load inertia of the driven equipment.

The rotating moment of inertia is the difference in howeasy or difficult it will be to set any object in motionaround a defined axis of rotation. The higher themoment of inertia of an object, the more force will haveto be applied to set that object in a rotational motion.Conversely, the lower the moment of inertia, the lessforce needed to make the object rotate about an axis.

NOTE: Rotating moment of inertia is not the weight ormass of the driven equipment.

Once this information is available, the ECU calculatesthe actual load changes on the engine based onspeed changes. Rotating moment of inertia is neededfor all driven equipment.

Setting the rotating moment of inertia (or load inertia)with ESP is the first task when setting up an engineand must be done with the engine not rotating.

The rotating moment of inertia value is programmedon the [F4] Governor Panel in ESP.

Refer to Section 3.10 ESP Programming “Program-ming Load Inertia” for programming steps.

CAUTION

2.30-6 FORM 6331 First Edition

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SECTION 2.35

EMERGENCY SAFETY SHUTDOWNS

IMPORTANT! The following critical ESDs will preventpost-shutdown functionality from occurring:

• ESD222 CUST ESD

• ESD223 LOW OIL PRESS

• ESD313 LOCKOUT/IGNITION

• ESD532 COOLANT PRESS LOW

To clear a critical ESD (to allow a restart or enablerecirculation), you must cycle either of the E-Stopswitches at the engine.

OVERVIEW

The ESM provides numerous engine safety shutdownsto protect the engine. These engine safety shutdownsinclude:

• Emergency Stop (E-Stop) switches on each side ofthe engine

• Low oil pressure

• Engine overspeed

•• 10% overspeed instantaneous

•• Dresser Waukesha-calibrated to run no morethan rated speed

•• User-calibrated driven equipment overspeed

• Customer-initiated emergency shutdown

• Engine overload (based on percentage of enginetorque)

• Uncontrollable knock

• High HT jacket water coolant temperature

• Low HT jacket water coolant pressure

• High intake manifold air temperature

• Overcrank

• Engine stall

• Security violation

• High oil temperature

• Failure of magnetic pickup

• Internal ECU

When a safety shutdown occurs, several internalactions and external visible effects take place. Eachsafety shutdown will cause the following actions tooccur:

• Ignition spark stops instantaneously.

• Fuel delivery stops instantaneously.

• The digital output from the ECU to the customer ischanged to indicate to the customer’s driven equip-ment or PLC that the ESM has shut down theengine and something is not operating as expected.

• Red status LED on the front of the ECU flashes theshutdown fault code.

• Shutdown signal is transmitted over the customerinterface (RS-485 MODBUS® and digital output).

INDIVIDUAL SAFETY SHUTDOWNS DESCRIPTIONS

EMERGENCY STOP (E-STOP) SWITCHES

When an E-stop switch is pressed, the engine per-forms an emergency stop (see Section 2.05 Start-StopControl “Emergency Shutdown Sequence”).

LOW OIL PRESSURE

The ESM is calibrated by Dresser Waukesha to bothalarm and shut down on low oil pressure. The ESMuses several techniques to avoid falsely tripping on lowoil pressure when either starting or stopping theengine. The low oil pressure alarm and shutdown set-points are a function of engine speed. In addition, lowoil pressure alarm and shutdowns are inhibited for aperiod of time after engine start. The low oil pressurealarm and shutdown setpoints can be offset in the[F11] Advanced Panel. Setpoints can only be offset ina safe direction and cannot exceed factory limits.

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EMERGENCY SAFETY SHUTDOWNS

ENGINE OVERSPEED

The ESM is calibrated by Dresser Waukesha (not userprogrammable) to perform an immediate emergencyshutdown upon detection of engine speed greater than10% of rated rpm. For example, running a 1000 rpmengine at 1100 rpm or a 1200 rpm engine at 1320 rpmwill cause a shutdown.

In addition to the engine overspeed calibration, theuser has the option to program an overspeed shut-down to protect driven equipment for situations wherethe driven equipment is rated at a lower speed thanthe engine.

CUSTOMER-INITIATED EMERGENCY SHUTDOWN

If the customer emergency shutdown circuit opensbecause of a driven equipment problem, wiring, orpushing the E-Stop button, the system will perform anemergency shutdown.

ENGINE OVERLOAD

If the engine is operated above rated power by a per-cent specified by Dresser Waukesha, it will be shutdown after a period of time. The amount of time theengine is allowed to run at overload is determined byDresser Waukesha.

UNCONTROLLABLE ENGINE KNOCK

Uncontrollable engine knock will shut down the engineafter a period of time calibrated by Dresser Waukesha.A digital output from the ECU indicates that uncontrol-lable knock is occurring so that the customer can initi-ate some knock reduction strategy such as reducingengine load.

HIGH HT JACKET WATER COOLANT TEMPERATURE

The ESM is calibrated by Dresser Waukesha to bothalarm and shut down upon high coolant temperaturedetection. The coolant temperature alarm and shut-down setpoints can be offset in the [F11] AdvancedPanel. Setpoints can only be offset in a safe directionand cannot exceed factory limits.

LOW HT JACKET WATER COOLANT PRESSURE

The ESM is calibrated by Dresser Waukesha to bothalarm and shut down upon low coolant pressuredetection.

HIGH INTAKE MANIFOLD AIR TEMPERATURE

The ESM is calibrated by Dresser Waukesha to bothalarm and shut down upon high intake manifold tem-perature detection. High intake manifold temperaturealarm and shutdowns are inhibited for a period of timethat is calibrated by Dresser Waukesha after enginestart or stop. The high intake manifold temperaturealarm and shutdown setpoints can be offset in the[F11] Advanced Panel. Setpoints can only be offset ina safe direction and cannot exceed factory limits.

HIGH OIL TEMPERATURE

The ESM is calibrated by Dresser Waukesha to bothalarm and shut down on high oil temperature. Theamount of time the engine is allowed to run at the hightemperature is determined by Dresser Waukesha. Thehigh oil temperature alarm and shutdown setpointscan be offset in the [F11] Advanced Panel. Setpointscan only be offset in a safe direction and cannotexceed factory limits.

FAILURE OF MAGNETIC PICKUP

Failure of the camshaft or crankshaft magnetic pickupsor wiring will trigger an emergency engine shutdown.

OVERCRANK

If the engine is cranked longer than the time calibratedby Dresser Waukesha the starting attempt is termi-nated; the ignition and fuel are stopped; and thestarter motor is de-energized.

ENGINE STALL

If the engine stops rotating without the ECU receivinga shutdown signal from the customer’s equipment,then the ESM will perform an emergency shutdown.One reason for an engine stall would be failure of anupstream fuel valve starving the engine of fuel andcausing a shutdown. The ESM then shuts off the fuelvalve and stops ignition.

ECU INTERNAL FAULTS

Certain ECU internal faults will trigger an engine emer-gency shutdown.

SECURITY VIOLATION

The ECU is protected from unauthorized reprogram-ming. In addition, the calibrations programmed to theECU are engine specific. If the user attempts to cali-brate the ESM with the wrong engine information, asecurity fault will occur.

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ALARMS

The ESM may also trigger a number of alarms, noneof which will actively shut down the engine. A digitaloutput on the ECU will go from open circuit to+24 VDC nominal. The cause of the alarm can beseen with the flashing LED code, with ESP, andthrough MODBUS® (see Section 4.00 Troubleshootingfor a list of alarm and shutdown codes).

If the customer desires to shut down the enginebecause of a sensor/wiring alarm from the oil pressuresensor (ALM211) or coolant temperature sensor(ALM333), use a 4 – 20 mA analog output or the val-ues in MODBUS®. It is the customer’s responsibility tosupply a third party device (such as a PLC) toread either the oil pressure and/or coolant temperature4 – 20 mA signal or MODBUS® outputs and generatea shutdown signal.

NOTE: Some faults have both an alarm and ashutdown associated with them.

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SECTION 2.40

ESM COMMUNICATIONS

MODBUS® (RS-485) COMMUNICATIONS

MODBUS® is an industrial communications networkthat uses the master-slave topology. The standardallows for RS-485 (EIA/TIA-485 Standard) hardwareand multidrop networking.

RS-485 networks permits one MODBUS® master,such as a PC or PLC, on a network with up to 32devices.

The ECU is a MODBUS® slave device and will providedata to a MODBUS® master device at up to 19,200baud over the RS-485 communications link of theECU. The data that will be made available will includemost filtered analog input values and some derivedvalues. No control is done through MODBUS®.

The master controls all communication on the net-work, while the ECU operates as a slave and simplyresponds to requests issued by the master.

NOTE: The ECU will respond with exceptionresponses wherever applicable and possible. See“MODBUS® Exception Responses” on page 2.40-3 formore information.

The baud rate and the ECU identification number areuser programmable through the [F11] Advanced Panelin ESP. No other programming is required in ESP forMODBUS®. Refer to Section 3.10 ESP Programmingfor more information.

The user can assign an identification number (1 of 247unique addresses) to a particular ECU, allowing otherdevices such as PLCs to share the network even ifthey use the same data fields.

The baud rate can be changed to 1200, 2400, 9600, or19,200 baud. The lower baud rates are to accommo-date slower communications links such as radio ormicrowave modems.

In order for communication to work properly betweenunits, the communication parameters must beadjusted to match.

The ESM is configured at the factory as:

• 9600 baud

• 8 data bits

• parity none

• stop bit = 1

WIRING

The MODBUS® wiring consists of a two-wire, half-duplex RS-485 interface. Since half duplex mode doesnot allow simultaneous transmission and reception, itis required that the master controls the direction ofdata flow.

NOTE: It is possible to use a master with a full duplexRS-485 interface; however, it is necessary to connectthe two positive and negative signals together. So Tx-and Rx- become “A” and Tx+ and Rx+ become “B.”

Two MODBUS® wires are available at the end of theCustomer Interface Harness (loose wires). The twowires are gray and labeled RS 485A- and RS 485B+.See Section 2.00 System Power and Wiring for cus-tomer interface harness connections.

RS-485 networking needs termination resistors if longwire runs are used. Termination resistors of 120Ω areplaced across the RS-485 A- and B+ wires at thedevices at both ends of the network. For short dis-tances of 32 ft. (10 m) or less and with slower baudrates, termination resistors are not needed.

NOTE: Typically, short distances of 32 ft. (10 m) willnot require termination resistors. However, if youexperience communication errors, first verify that theprogrammed baud rate on the [F11] Advanced Panelis the same as the MODBUS® master. If the baud rateis programmed correctly, termination resistors may benecessary to resolve communication errors.

The communication network is susceptible to noisewhen no nodes are transmitting. Therefore, the net-work must be biased to ensure the receiver stays in aconstant state when no data signal is present. Thiscan be done by connecting one pair of resistors on the

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RS-485 balanced pair: a pull-up resistor to a 5V volt-age on the RS485A- circuit and a pull-down resistor tothe common circuit on the RS485B+ circuit. The resis-tor must be between 450Ω and 650Ω. This must beimplemented at one location for the whole serial bus.Alternatively, a Fail-Safe Bias Assembly is available(P/N P122048).

PROTOCOL

The MODBUS® protocol can be used in two differentmodes: RTU (Remote Terminal Unit) and ASCII (Ameri-can Standard Code of Information Interchange). TheESM works only in the RTU mode. In RTU mode, everyelement is represented by 8 bits (except data that canconsist of a variable number of successive bytes).

MODBUS® FOR PLC

MODBUS® is typically a secondary protocol for manyPLC manufacturers. Most PLC manufacturers usetheir own proprietary protocol, and MODBUS® iseither not supported or an option. However, third partysuppliers have made MODBUS® available for a widerange of PLCs.

PERSONAL COMPUTERS

RS-485 cards for PCs are available from manysources; however, not all RS-485 cards are the same.Two-wire RS-485 cannot transmit and receive at thesame time. Microsoft® Windows® does not turn off thetransmitter without special software or additional hard-ware on the RS-485 card. Before specifying PC soft-ware, make sure it has the ability to turn off theRS-485 transmitter or use a RS-485 card with specialhardware to turn off the transmitter when not in use.National Instruments™ makes one example of anRS-485 card with special hardware. To make theNational Instruments™ RS-485 card work with Look-out™ software, the serial port should be set for hard-wired with a receive gap of 30 bytes.

FAULT CODE BEHAVIOR

The MODBUS® fault codes behave exactly like theflashing LED codes. As soon as a fault is validated, itis latched and remains that way until either the engineis shut down and then restarted, or the fault codes arecleared using ESP.

NOTE: MODBUS® fault codes trigger when the LEDcodes cycle through the flashing code sequence. Sowhen a new fault occurs, neither the MODBUS® northe LEDs are updated until the current LED codeflashing sequence is finished. Due to this behavior,you may notice up to a 30-second delay from when afault occurs and when the fault is registered throughMODBUS®. The length of delay will depend on thenumber of faults and the size of the digits in the faultcode (for example, ALM211 will require less time toflash than ALM552).

The following example illustrates how MODBUS® val-ues change during an alarm event:

• An engine running for exactly 50 hours, with no prioralarm faults, would have the following MODBUS®

address values:

• If a coolant overtemperature alarm (ALM333) trig-gered, the MODBUS® values would change to:

• If the condition causing the alarm clears (in this sce-nario, the temperature decreases) the MODBUS®

values would change to:

NOTE: Only address 00006 has changed to indicatethat no alarm is currently active.

• If exactly 24 hours were to pass after ALM333, andthe battery voltage dropped below 21 volts causingALM454 to become active, the MODBUS® addressvalues would change to:

Address Value Definition

00006 0 Indicates a validated alarm is active

40007 0 Number of Alarm Faults

40008 0 Most recent fault code

40009 0 2nd most recent fault code

40023 0 Engine Operating Hours (in seconds) of Most recent fault 40024 0

40025 0 Engine Operating Hours (in seconds) of 2nd most recent fault40026 0

Address Value Definition

00006 1 Indicates a validated alarm is active

40007 1 Number of Alarm Faults

40008 333 Most recent fault code

40009 0 2nd most recent fault code

40023 2 Engine Operating Hours (in seconds) of Most recent fault 40024 48928

40025 0 Engine Operating Hours (in seconds) of 2nd most recent fault40026 0

Address Value Definition

00006 0 Indicates a validated alarm is active

40007 1 Number of Alarm Faults

40008 333 Most recent fault code

40009 0 2nd most recent fault code

40023 2 Engine Operating Hours (in seconds) of Most recent fault 40024 48928

40025 0 Engine Operating Hours (in seconds) of 2nd most recent fault40026 0

Address Value Definition

00006 1 Indicates a validated alarm is active

40007 2 Number of Alarm Faults

40008 333 Most recent fault code

40009 454 2nd most recent fault code

40023 2 Engine Operating Hours (in seconds) of Most recent fault 40024 48928

40025 4 Engine Operating Hours (in seconds) of 2nd most recent fault40026 4256

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FUNCTION CODES

The MODBUS® function codes supported are codes01 to 04. Table 2.40-1. lists the address IDs that areassociated with each function code.

Function code details are located in Table 2.40-3.through Table 2.40-6.

NOTE: When performing the device addressingprocedure, it is of great importance that there are nottwo devices with the same address. In such a case,the whole serial bus can behave in an abnormal way,with it being impossible for the master to communicatewith all present slaves on the bus.

READING MODBUS® ADDRESSES

All 16-bit addresses specified in this document are inMotorola format (most significant byte first). Similarly,when two 16-bit addresses are joined to form a 32-bitdouble address, the most significant word comes first.

The largest decimal value that a 16-bit address cancontain is 65,535, and when a value larger than this isrequired, a 32-bit double address will be used.

Example: The following is an example of two 16-bitaddresses that are joined to form a 32-bit value:

Current engine hours use MODBUS® address 40041and 40042. If the value of address 40041 = 3 and reg-ister 40042 = 5474, then the total engine hours in sec-onds is:

Figure 2.40-1. Example of Combining Two 16-Bit Addresses

MODBUS® EXCEPTION RESPONSES

When a master device sends a signal to a slavedevice, four possible situations can occur:

• If the slave device receives the signal error-free andcan handle the signal normally, a normal responseis returned.

• If the slave device does not receive an error-freesignal, no response is returned. The master devicewill eventually process a time-out condition for thesignal.

• If the slave device receives the signal but detects anerror, no response is returned. The master pro-gram will eventually process a time-out condition forthe signal.

• If the slave device receives the signal error-free butcannot handle it, the slave will return an exceptionresponse informing the master of the nature of theerror. See Table 2.40-2. for exception responses.

The ECU will respond with exception responses wher-ever applicable and possible.

Table 2.40-1. MODBUS® Function Codes

FUNCTION CODE

MODBUS®

NAMEADDRESS

ID01 Read Coil Status 0XXXX

02 Read Input Status 1XXXX

03 Read Holding Registers 4XXXX

04 Read Input Registers 3XXXX

3 x 65536 (Address 40041)+ 5474 (Address 40042) = 202082 seconds(or 56.13389 hours)

0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 13

Decimal Binary

= 0 0 0 1 0 1 0 1 0 1 1 0 0 0 0 15474

Decimal Binary

=

ADDRESS 40041 ADDRESS 40042

0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 1 0 1 0 1 0 1 1 0 0 0 0 1

Binary

202082

Decimal=

16-BIT ADDRESS 16-BIT ADDRESS

32-BIT ADDRESS

Table 2.40-2. MODBUS® Exception Responses

CODE NAME MEANING

01 ILLEGAL FUNCTION

The function code received in the signal is not an allowable action for the slave device.

02 ILLEGAL DATA ADDRESS

The data address received in the signal is not an allowable address for the slave device.

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FUNCTION CODE TABLES

Table 2.40-4. Function Code 02 (1XXXX Messages)

Table 2.40-3. Function Code 01 (0XXXX Messages)

MODBUS® ADDRESS NAME DESCRIPTION ENGINEERING UNITS

00001 Main Fuel Valve Status of the main fuel valve 1 = ON0 = OFF

00002 Pre-Chamber Fuel Valve Status of the prechamber fuel valve 1 = ON

0 = OFF

00003 Engine Running Whether the engine is running or not running 1 = RUNNING0 = OFF

00004 Starter Motor Whether the starter motor is engaged or not 1 = ENGAGED0 = OFF

00005 Pre/Post Lube Whether the pre/post lube pump is running 1 = RUNNING0 = OFF

00006 Engine Alarm Whether a validated alarm is active 1 = ON0 = OFF

00007 Engine Shutdown Whether the shutdown is active 1 = OK0 = SHUTDOWN

00008 Engine Knocking Whether the engine is in uncontrollable knock 1 = ON0 = OFF

00009 No Spark Whether the engine is experiencing ano-spark situation

1 = NO SPARK0 = OK

00010 Ignition Power Level Whether the ignition power level is high or low 1 = HIGH0 = LOW

00011 Ignition Enabled Whether the ignition is enabled or not 1 = ON0 = OFF

MODBUS® ADDRESS NAME DESCRIPTION ENGINEERING UNITS

10001 Start Engine Signal Whether the start engine signal is active 1 = Start Engine Signal High0 = Start Engine Signal Low

10002 Normal Shutdown Whether the normal shutdown signal is active

1 = Normal Shutdown0 = OK to Run

10003 Emergency Shutdown Whether the emergency shutdown signal is active

1 = Emergency Shutdown0 = OK to Run

10004 Remote rpm Select Whether the remote rpm analog input is active or inactive

1 = Remote rpm Select Active0 = Remote rpm Select Inactive

10005 Run High Idle Whether the run high-idle digital input is active

1 = Run Engine At High Idle0 = Run Engine At Low Idle

10006 Load Coming Whether the load coming digital input is active

1 = Load Coming Digital Input Active0 = Load Coming Digital Input Inactive

10007 Alternate Dynamics/Synchronizer Mode

Whether the alternate governor dynamics is active

1 = Alternate Gov Dynamics Is Active0 = Alternate Gov Dynamics Is Inactive

10008 Lockout Button/Ignition Module

Whether either the lockout button has been depressed or the IPM-D has failed, or is not powered

1 = Lockout Active0 = Lockout Inactive

10009 User Digital Input 1 Whether user digital input 1 is high 1 = User DIP 1 High0 = User DIP 1 Inactive

10010 User Digital Input 2 Whether user digital input 2 is high 1 = User DIP 2 High0 = User DIP 2 Inactive

10011 User Digital Input 3 Whether user digital input 3 is high 1 = User DIP 3 High0 = User DIP 3 Inactive

10012 User Digital Input 4 Whether user digital input 4 is high 1 = User DIP 4 High0 = User DIP 4 Inactive

10014 AFR Manual/Automatic Status (Left Bank)

Whether the air-fuel ratio control is in man-ual or automatic mode

1 = Automatic Mode0 = Manual Mode

10015 Reserved For Future Use

10016 Reserved For Future Use

10017 Reserved For Future Use

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Table 2.40-5. Function Code 03 (4XXXX Messages) (Part 1 of 2)

MODBUS® ADDRESS NAME ENGINEERING UNITS40001 Number of ESD fault codes 16-bit unsigned integer that goes from 0 to 5

40002 First ESD fault code to occur*16-bit unsigned integer that goes from 111 to 555, excluding any values that contain zeros (see Table 4.00-3 for ESD Fault Codes)

40003 Second ESD fault code to occur*16-bit unsigned integer that goes from 111 to 555, excluding any values that contain zeros (see Table 4.00-3 for ESD Fault Codes)

40004 Third ESD fault code to occur*16-bit unsigned integer that goes from 111 to 555, excluding any values that contain zeros (see Table 4.00-3 for ESD Fault Codes)

40005 Fourth ESD fault code to occur*16-bit unsigned integer that goes from 111 to 555, excluding any values that contain zeros (see Table 4.00-3 for ESD Fault Codes)

40006 Fifth ESD fault code to occur*16-bit unsigned integer that goes from 111 to 555, excluding any values that contain zeros (see Table 4.00-3 for ESD Fault Codes)

40007 Number of ALM fault codes 16-bit unsigned integer that goes from 0 to 5

40008 First ALM fault code to occur*16-bit unsigned integer that goes from 111 to 555, excluding any values that contain zeros (see Table 4.00-2 for ALM Fault Codes)

40009 Second ALM fault code to occur*16-bit unsigned integer that goes from 111 to 555, excluding any values that contain zeros (see Table 4.00-2 for ALM Fault Codes)

40010 Third ALM fault code to occur*16-bit unsigned integer that goes from 111 to 555, excluding any values that contain zeros (see Table 4.00-2 for ALM Fault Codes)

40011 Fourth ALM fault code to occur*16-bit unsigned integer that goes from 111 to 555, excluding any values that contain zeros (see Table 4.00-2 for ALM Fault Codes)

40012 Fifth ALM fault code to occur*16-bit unsigned integer that goes from 111 to 555, excluding any values that contain zeros (see Table 4.00-2 for ALM Fault Codes)

4001340014

Engine operating hours (in seconds) of most recent ESD fault code 32-bit unsigned integer – full range

4001540016

Engine operating hours (in seconds) of second most recent ESD fault code 32-bit unsigned integer – full range

4001740018

Engine operating hours (in seconds) of third most recent ESD fault code 32-bit unsigned integer – full range

4001940020

Engine operating hours (in seconds) of fourth most recent ESD fault code 32-bit unsigned integer – full range

4002140022

Engine operating hours (in seconds) of fifth most recent ESD fault code 32-bit unsigned integer – full range

4002340024

Engine operating hours (in seconds) of most recent ALM fault code 32-bit unsigned integer – full range

4002540026

Engine operating hours (in seconds) of second most recent ALM fault code 32-bit unsigned integer – full range

4002740028

Engine operating hours (in seconds) of third most recent ALM fault code 32-bit unsigned integer – full range

4002940030

Engine operating hours (in seconds) of fourth most recent ALM fault code 32-bit unsigned integer – full range

4003140032

Engine operating hours (in seconds) of fifth most recent ALM fault code 32-bit unsigned integer – full range

40033 Desired engine load 16-bit unsigned integer that goes from 0 to 2304 (0 to 112%)

40034 Actual engine load 16-bit unsigned integer that goes from 0 to 2560 (0 to 125%)

40035 Position of stepper motor 1 16-bit unsigned integer that goes from 0 to 20,000

40036 Reserved For Future Use

40037 Reserved For Future Use

40038 Reserved For Future Use

40039 Reserved For Future Use

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40040 Reserved For Future Use

4004140042 Current engine operating hours (in seconds) 32-bit unsigned integer – full range

40043 Rich stepper maximum motor limit of active fuel (left bank) 16-bit unsigned integer that goes from 0 to 20,000

40044 Lean stepper minimum motor limit of active fuel (left bank) 16-bit unsigned integer that goes from 0 to 20,000

40045 Reserved For Future Use

40046 Reserved For Future Use

40047 Reserved For Future Use

40048 Reserved For Future Use

40049 Reserved For Future Use

40050 Reserved For Future Use

40051 Countdown in seconds until engine starts once starter pressed 16-bit unsigned integer that goes from 0 to 20,000

Table 2.40-6. Function Code 04 (3XXXX Messages) (Part 1 of 4)

MODBUS® ADDRESS NAME SCALING ENGINEERING UNITS

30001 Average rpm Average engine rpm * 4 16-bit unsigned integer that goes from 0 to 8800 (0 to 2200 rpm)

30002 Oil pressure Oil pressure * 2 in units of kPa gauge 16-bit unsigned integer that goes from 0 to 2204 (0 to 1102 kPa)

30003 Intake manifold absolute pressure

Intake manifold pressure * 4 in units of kPa absolute

16-bit unsigned integer that goes from 0 to 2304 (0 to 576 kPa)

30004 Boost absolute pressure Boost pressure * 4 in units of kPa absolute 16-bit unsigned integer that goes from 0 to 2304 (0 to 576 kPa)

30005 Throttle position Throttle position in units of percent open * 20.48

16-bit unsigned integer that goes from 0 to 2048 (0 to 100%)

30006 Fuel control valve Fuel Control Valve position * 20.48 in units of percent open.

16-bit unsigned integer that goes from 0 to 2048 (0 to 100%)

30007 Bypass position Bypass position * 20.48 in units of percent open

16-bit unsigned integer that goes from 0 to 2048 (0 to 100%)

30008 Coolant outlet temperature (Coolant outlet temperature in C + 40) * 8 16-bit unsigned integer that goes from 0 to 1520 (-40 to 150° C)

30009 Spark timing 1 (Spark timing + 15) * 16 of 1st cylinder in the firing order

16-bit unsigned integer that goes from 0 to 960 (-15 to 45° BTDC)

30010 Spark timing 2 (Spark timing +15) * 16 of 2nd cylinder in the firing order

16-bit unsigned integer that goes from 0 to 960 (-15 to 45° BTDC)

30011 Spark timing 3 (Spark timing + 15) * 16 of 3rd cylinder in the firing order

16-bit unsigned integer that goes from 0 to 960 (-15 to 45° BTDC)

30012 Spark timing 4 (Spark timing + 15) * 16 of 4th cylinder in the firing order

16-bit unsigned integer that goes from 0 to 960 (-15 to 45° BTDC)

30013 Spark timing 5 (Spark timing + 15) * 16 of 5th cylinder in the firing order

16-bit unsigned integer that goes from 0 to 960 (-15 to 45° BTDC)

30014 Spark timing 6 (Spark timing + 15) * 16 of 6th cylinder in the firing order

16-bit unsigned integer that goes from 0 to 960 (-15 to 45° BTDC)

30015 Spark timing 7 (Spark timing + 15) * 16 of 7th cylinder in the firing order

16-bit unsigned integer that goes from 0 to 960 (-15 to 45° BTDC)

30016 Spark timing 8 (Spark timing + 15) * 16 of 8th cylinder in the firing order

16-bit unsigned integer that goes from 0 to 960 (-15 to 45° BTDC)

30017 Spark timing 9 (Spark timing + 15) * 16 of 9th cylinder in the firing order

16-bit unsigned integer that goes from 0 to 960 (-15 to 45° BTDC)

30018 Spark timing 10 (Spark timing + 15) * 16 of 10th cylinder in the firing order

16-bit unsigned integer that goes from 0 to 960 (-15 to 45° BTDC)

30019 Spark timing 11 (Spark timing + 15) * 16 of 11th cylinder in the firing order

16-bit unsigned integer that goes from 0 to 960 (-15 to 45° BTDC)

30020 Spark timing 12 (Spark timing + 15) * 16 of 12th cylinder in the firing order

16-bit unsigned integer that goes from 0 to 960 (-15 to 45° BTDC)

30021 Spark timing 13 (Spark timing + 15) * 16 of 13th cylinder in the firing order

16-bit unsigned integer that goes from 0 to 960 (-15 to 45° BTDC)

Table 2.40-5. Function Code 03 (4XXXX Messages) (Continued), (Part 2 of 2)

MODBUS® ADDRESS NAME ENGINEERING UNITS

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30022 Spark timing 14 (Spark timing + 15) * 16 of 14th cylinder in the firing order

16-bit unsigned integer that goes from 0 to 960 (-15 to 45° BTDC)

30023 Spark timing 15 (Spark timing + 15) * 16 of 15th cylinder in the firing order

16-bit unsigned integer that goes from 0 to 960 (-15 to 45° BTDC)

30024 Spark timing 16 (Spark timing + 15) * 16 of 16th cylinder in the firing order

16-bit unsigned integer that goes from 0 to 960 (-15 to 45° BTDC)

30025 Desired spark timing (Spark timing + 15) * 16 16-bit unsigned integer that goes from 0 to 960 (-15 to 45° BTDC)

30026 Battery voltage Battery voltage * 16 16-bit unsigned integer that goes from 0 to 640 (0 to 40 VDC)

30027 Intake manifold airtemperature (left bank)

(Intake manifold air temperature in C + 40) * 8

16-bit unsigned integer that goes from 0 to 1520 (-40 to 150° C)

30028 Oil temperature (Oil temperature in C + 40) * 8 16-bit unsigned integer that goes from 0 to 2048 (-40 to 216° C)

30029 Reserved For Future Use

30030 Reserved For Future Use

30031 Reserved For Future Use

30032 Reserved For Future Use

30033 Setpoint rpmSetpoint rpm * 4Example: If register 30033 = 4000,then 4000/4 = 1000 rpm

16-bit unsigned integer that goes from 0 to 8800 (0 to 2200 rpm)

30034 IMAP left bank/rear Intake manifold pressure * 4 in units of kPa absolute

16-bit unsigned integer that goes from 0 to 2304 (0 to 576 kPa)

30035 IMAP right bank/front Intake manifold pressure * 4 in units of kPa absolute

16-bit unsigned integer that goes from 0 to 2304 (0 to 576 kPa)

30036 Barometric pressure Barometric pressure * 16 in units of kPa 16-bit unsigned integer that goes from 800 to1680 (50 to 105 kPa)

30037 Ambient temperature (Ambient temp. in Centigrade + 40) * 8 16-bit unsigned integer that goes from 0 to 1120 (-40 to 100° C)

3003830039 Digital input values

A 32-bit number representing the status of all of the 1XXXX messagesNOTE: For more information on addresses30038–30039, see “Additional Information onMODBUS® Addresses 30038 – 30041” onpage 2.40-9.

32-bit unsigned integer – full range

3004030041 Digital output values

A 32-bit number representing the status of all of the 0XXXX messagesNOTE: For more information on addresses30040–30041, see “Additional Information onMODBUS® Addresses 30038 – 30041” onpage 2.40-9.

32-bit unsigned integer – full range

30042 Reserved For Future Use

30043 Reserved For Future Use

30044 Reserved For Future Use

30045 Reserved For Future Use

30046 Reserved For Future Use

30047 Engine power output Power * 2 in kW 16-bit unsigned integer that goes from 0 to 23704 (0 to 11852 kW)

30048 WKI value (WKI -16) *16 16-bit unsigned integer that goes from 0 to 2048 (16 to 144 WKI)

30049 Reserved For Future Use

30050 Actual O2 % %O2 * 200 16-bit unsigned integer that goes from 0 to 4200 (0 to 21% O2)

30051 Reserved For Future Use

30052 Reserved For Future Use

30053 O2 heater block temperature (Temperature in C + 40) * 2 16-bit unsigned integer that goes

from 0 to 1840 (-40 to 880° C)

30054 Reserved For Future Use

30055 Desired O2 % %O2 * 200 16-bit unsigned integer that goes from 0 to 4200 (0 to 21% O2)

Table 2.40-6. Function Code 04 (3XXXX Messages) (Continued), (Part 2 of 4)

MODBUS® ADDRESS NAME SCALING ENGINEERING UNITS

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30056 Reserved For Future Use

30057 Reserved For Future Use

30058 The ECU temperature (Temperature in Centigrade + 40) * 8 16-bit unsigned integer that goes from 0 to 1120 (-40 to 100° C)

30059 Reserved For Future Use

30060 Reserved For Future Use

30062 Engine torque % * 20.48 16-bit unsigned integer that goes from 0 to 2560 (0 to 125%)

30063 Rated torque % * 20.48 16-bit unsigned integer that goes from 0 to 2560 (0 to 125%)

30064 Spark reference number cyl. #1 in firing order Value * 1 16-bit unsigned integer that goes

from 0 to 255

30065 Spark reference number cyl. #2 in firing order Value * 1 16-bit unsigned integer that goes

from 0 to 255

30066 Spark reference number cyl. #3 in firing order Value * 1 16-bit unsigned integer that goes

from 0 to 255

30067 Spark reference number cyl. #4 in firing order Value * 1 16-bit unsigned integer that goes

from 0 to 255

30068 Spark reference number cyl. #5 in firing order Value * 1 16-bit unsigned integer that goes

from 0 to 255

30069 Spark reference number cyl. #6 in firing order Value * 1 16-bit unsigned integer that goes

from 0 to 255

30070 Spark reference number cyl. #7 in firing order Value * 1 16-bit unsigned integer that goes

from 0 to 255

30071 Spark reference number cyl. #8 in firing order Value * 1 16-bit unsigned integer that goes

from 0 to 255

30072 Spark reference number cyl. #9 in firing order Value * 1 16-bit unsigned integer that goes

from 0 to 255

30073 Spark reference number cyl. #10 in firing order Value * 1 16-bit unsigned integer that goes

from 0 to 255

30074 Spark reference number cyl. #11 in firing order Value * 1 16-bit unsigned integer that goes

from 0 to 255

30075 Spark reference number cyl. #12 in firing order Value * 1 16-bit unsigned integer that goes

from 0 to 255

30076 Spark reference number cyl. #13 in firing order Value * 1 16-bit unsigned integer that goes

from 0 to 255

30077 Spark reference number cyl. #14 in firing order Value * 1 16-bit unsigned integer that goes

from 0 to 255

30078 Spark reference number cyl. #15 in firing order Value * 1 16-bit unsigned integer that goes

from 0 to 255

30079 Spark reference number cyl. #16 in firing order Value * 1 16-bit unsigned integer that goes

from 0 to 255

30080 Reserved For Future Use

30081 Reserved For Future Use

30082 Reserved For Future Use

30083 Reserved For Future Use

30084 Oil temperature alarm limit (Oil temperature in C + 40) * 8 16-bit unsigned integer that goes from 0 to 2048 (-40 to 216 C)

30085 Oil temperature shutdown limit (Oil temperature in C + 40) * 8 16-bit unsigned integer that goes

from 0 to 2048 (-40 to 216 C)

30086 IMAT alarm limit (Intake manifold air temperature in C + 40) * 8

16-bit unsigned integer that goes from 0 to 1520 (-40 to 150 C)

30087 IMAT shutdown limit (Intake manifold air temperature in C + 40) * 8

16-bit unsigned integer that goes from 0 to 1520 (-40 to 150 C)

30088 Coolant temperature alarm limit (Coolant temperature in C + 40) * 8 16-bit unsigned integer that goes

from 0 to 1520 (-40 to 150 C)

30089 Coolant temperature shutdown limit (Coolant temperature in C + 40) * 8 16-bit unsigned integer that goes

from 0 to 1520 (-40 to 150 C)

30090 Gauge oil pressure alarm limit Oil pressure * 2 in units of kPa gauge 16-bit unsigned integer that goes

from 0 to 2204 (0 to 1102 kPa)

Table 2.40-6. Function Code 04 (3XXXX Messages) (Continued), (Part 3 of 4)

MODBUS® ADDRESS NAME SCALING ENGINEERING UNITS

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ADDITIONAL INFORMATION ON MODBUS® ADDRESSES 30038 – 30041

To save programming time, the value of MODBUS®

address 30039 can be converted to binary to deter-mine the state of MODBUS® addresses 10001through 10016, and the value of MODBUS® address30041 can be converted to binary to determine thestate of MODBUS® addresses 00001 through 00011.

Example 1

In this example, address 30039 has a value of 4105,and will be used to determine the status of MODBUS®

addresses 10001 through 10016.

• Convert 4105 to a binary number. In binary 4105 =1000000001001. The left-most digit in the binarynumber is known as the most significant digit. Theright-most digit is the least significant digit.

• Each 0 or 1 corresponds to the current value ofMODBUS® address 10001 through 10016 startingwith the least significant digit being 10001.

• Comparing the values with Table 2.40-4. onpage 2.40-4 in this section shows the following:

30091 Gauge oil pressure shutdown limit Oil pressure * 2 in units of kPa gauge 16-bit unsigned integer that goes

from 0 to 2204 (0 to 1102 kPa)

30092 HT coolant Pressure HT coolant pressure range * 2 units of kPa gauge

16-bit unsigned integer that goes from 0 to 2304 (0 to 1152 kPa)

30093 Fuel pressure Fuel coolant pressure range * 2 units of kPa gauge

16-bit unsigned integer that goes from 0 to 2304 (0 to 1152 kPa)

30094 Reserved For Future Use

30095 Gauge HT coolant Pressure HT coolant pressure gauge * 2 units of kPa gauge

16-bit unsigned integer that goes from 0 to 2204 (0 to 1102 kPa)

30096 Gauge coolant pressure HT coolant pressure range * 2 units of kPa gauge

16-bit unsigned integer that goes from 0 to 2304 (0 to 1152 kPa)

30097 Gauge fuel pressure Fuel coolant pressure range * 2 units of kPa gauge

16-bit unsigned integer that goes from 0 to 2304 (0 to 1152 kPa)

30098 Reserved For Future Use

30099 Oil filter differentialpressure

Oil filter differential pressure range * 2 units of kPa gauge

16-bit unsigned integer that goes from 0 to 2304 (0 to 1152 kPa)

Table 2.40-6. Function Code 04 (3XXXX Messages) (Continued), (Part 4 of 4)

MODBUS® ADDRESS NAME SCALING ENGINEERING UNITS

1 0 0 0 0 0 0 0 0 1 0 0

MOST SIGNIFICANT DIGIT

4105

DECIMAL BINARY

=

LEAST SIGNIFICANT DIGIT

ADDRESS VALUE DEFINITION10016 0 Reserved for future use

10015 0 Reserved for future use

10014 0 Manual Mode

10013 1 Alternator OK

10012 0 User DIP 4 Inactive

10011 0 User DIP 3 Inactive

10010 0 User DIP 2 Inactive

10009 0 User DIP 1 Inactive

10008 0 Lockout Inactive

10007 0 Alternate Gov Dynamics Inactive

10006 0 Load Coming Digital Input Inactive

10005 0 Run Engine at Low Idle

10004 1 Remote RPM Select Active

10003 0 OK to Run

10002 0 OK to Run

10001 1 Start Engine Signal Active

MODBUS® ADDRESSES

1000

1

1000

2

1000

3

1000

4

1000

5

0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 110

008

1001

0

1001

1

1001

2

1001

3

1001

4

1001

5

1001

610

006

1000

7

1000

9

LEAST SIGNIFICANT DIGIT

BINARY VALUE

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Example 2

In this example, address 30041 has a value of 5, andwill be used to determine the status of MODBUS®

addresses 00001 through 00011.

• Convert 5 to a binary number. In binary 5 = 101.The left-most digit in the binary number is known asthe most significant digit. The right-most digit is theleast significant digit.

• Each 0 or 1 corresponds to the current value ofMODBUS® address 10001 through 10016 startingwith the least significant digit being 10001.

• Comparing the values with Table 2.40-3. onpage 2.40-4 in this section shows the following:

LOCAL CONTROL PANEL

With the ESM, the packager may choose any compati-ble control panel.

The ESM has a number of 4 – 20 mA analog outputsthat can be either read into a PLC or read with a localdisplay (see Table 2.40-7). The displays can be usedfor locally mounted tachometer, oil pressure, coolanttemperature, or intake manifold pressure displays. Dis-plays are available in 24 VDC, AC, or loop powered,the latter requiring no external power source.

0 0 0 0 0 0 0 0 0 0 1 0 1

MOST SIGNIFICANT DIGIT

5

DECIMAL BINARY

=

LEAST SIGNIFICANT DIGIT

MODBUS® ADDRESSES

0000

1

0000

2

0000

3

0000

4

0000

5

0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 100

008

0001

0

0001

1

0001

2

0001

3

0001

4

0001

5

0001

6

0000

6

0000

7

0000

9

LEAST SIGNIFICANT DIGIT

BINARY VALUE

Address Value Definition

00011 0 Ignition Enabled

00010 0 Ignition Power Level = Low

00009 0 No Spark = OK

00008 0 Engine Uncontrollable Knock = Off

00007 0 Engine Is Not Shut down

00006 0 Engine Alarm Is Off

00005 0 Pre/Post Lube Pump Not Running

00004 0 Start Motor Is Disengaged

00003 1 Engine Is Running

00002 0 Prechamber Fuel Valve = Off

00001 1 Main Fuel Valve = On

Table 2.40-7 Calibration of Analog Outputs

ANALOG OUTPUT WIRE NAME 4 MA 20 MAAverage rpm PROG OP1 0 rpm 2016 rpm

Oil pressure PROG OP2 0 psig (0 kPa) 150 psig (1035 kPa)

Coolant temperature PROG OP3 32° F (0° C) 320° F (160° C)

Intake manifold absolute pressure PROG OP4 0 in-hg Abs. (0 kPa Abs.) 149 in-hg Abs. (504 kPa Abs.)

Percentage of rated torque the engine is producing ACT LOAD% 0% 125%

Available percentage of rated torque the engine is capable of producing AVL LOAD% 0% 125%

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ESM COMMUNICATIONS

USER DIGITAL INPUTS

The USER DIP inputs make it possible to wire externalsignals into the ESM to provide system diagnosticcapability for customer-supplied equipment.

There are four digital inputs: USER DIP 1, USER DIP2, USER DIP 3, and USER DIP 4 in the CustomerInterface Harness. When a +24 VDC signal is appliedto one of these inputs, ALM541 is activated by theESM. The alarm is recorded in the ESP Fault Log andthe yellow status LED on the front of the ECU flashesthe alarm code.

NOTE: Only an alarm signal is activated – no othercontrol action is taken by the ESM when one of theUSER DIPs goes high!

The following examples explain how the USER DIPinputs can be used in the field.

Example 1

An oil level alarm can be wired into the ESM using oneof the USER DIP inputs. This level sensor is of theNormally Open type, where the contacts are openwhen the oil is at proper level, and the contacts closeto complete a signal path when the oil level falls toolow (see Figure 2.40-2).

When the oil level is low, the contacts complete a+24 VDC signal into the USER DIP and ALM541 forUSER DIP 1 is activated. Also, the yellow status LEDon the ECU flashes the alarm code.

NOTE: The negative side of the 24 VDC supply mustbe connected to the customer reference ground wirelabeled LOGIC GND.

Figure 2.40-2. Example 1: User Digital Input Used with Oil Level Switch (Normally Open Type)

Example 2

If a solid state level sensor is used, a relay is used togenerate the correct signal. This example is shown inFigure 2.40-3.

When the oil level is normal, the fuel level sensor doesnot supply a ground to the relay, the relay contactremains open, and the USER DIP is low.

When the oil level becomes too low, the sensor com-pletes the circuit to ground, and the relay coil ener-gizes. This causes the contacts to close and +24 VDCis applied to the USER DIP and ALM541 is activated.Also, the yellow status LED on the ECU flashes thealarm code.

Figure 2.40-3. Example 2: User Digital Input Used with Solid State Level Sensor (Open Collector)

24 VDC

OILLEVEL

SWITCH

USER DIP 1

RELAY

ECU

( + ) ( – )

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Example 3

The oil level sensor can also be used to trigger anengine shutdown. Since the ESD digital input mustremain at +24 VDC for the engine to run, and openingthe circuit will cause a shutdown, a relay can be usedto properly manipulate the signal. This example isshown in Figure 2.40-4.

As in the previous example, when the oil levelbecomes low, the relay is energized, causing theUSER DIP to go high. At the same time, the ESD sig-nal goes low, resulting in an engine shutdown andESD222 shutdown code being logged. Also, the redstatus LED on the ECU flashes the shutdown code.

NOTE: The engine cannot be restarted until the faultcondition is corrected.

Figure 2.40-4. Example 3: ESD Digital Input Used to Trigger an Engine Shutdown

24 VDC

OILLEVEL

SWITCH

USER DIP 1

RELAY

ECU

( + ) ( – )

ESD

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ELECTRONIC SERVICE PROGRAM (ESP)

CONTENTS

SECTION 3.00 – INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

SECTION 3.05 – ESP PANEL AND FIELD DESCRIPTIONS

SECTION 3.10 – ESP PROGRAMMING

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SECTION 3.00

INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

The PC-based Electronic Service Program (ESP) isthe primary means of obtaining information on systemstatus. ESP provides a user-friendly, graphical inter-face in a Microsoft® Windows® XP operating systemenvironment. If the user needs troubleshooting infor-mation while using the ESP software, an electronichelp file is included.

ESP is also a diagnostic tool and is the means bywhich the information recorded to the ECU fault logscan be read.

RECOMMENDED SYSTEM REQUIREMENTS

ESP software with E-Help can be installed from aDresser Waukesha-supplied CD-ROM or can bedownloaded from WEDlink.

The minimum PC requirements are:

• 700 MHz processor

• 128 MB RAM

• 200 MB free hard disk space

• Microsoft® Windows® XP operating system

• Microsoft® Internet Explorer 5.0

• 1024 x 768 Color VGA Display

• RS-232 Serial Port

• CD-ROM Drive

• Mouse or other pointing device recommended butnot required

An RS-232 serial cable (P/N 740269) supplied byDresser Waukesha is used to connect the PC to theECU. See “Connecting PC to ECU” on page 3.00-3 formore information.

INSTALLING ESP FROM DOWNLOAD

NOTE: Before downloading the ESP fromWEDlink.net, verify you have administration rights onyour computer or have the IT department downloadand install the program.

1. Log on to www.WEDlink.net and select “Products”located on the left sidebar.

Figure 3.00-1. WEDlink Home Page

2. Select “Engine Controls” located on left sidebar.

Figure 3.00-2. WEDlink Products Page

About

Administration

Directory

Documents

Media Center

Products

Training & Registration

Training Information

CFR Products

Engine Controls

Engine Families

Product Applications

Product Support

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3. Select “ESM” located on left sidebar.

Figure 3.00-3. WEDlink Engine Control Page

NOTE: The ESM page contains the ESP download.

4. Scroll down until the “Current Version” of ESPavailable for download is located.

Figure 3.00-4. WEDlink ESM Page (Top)

Figure 3.00-5. WEDlink ESM Page (Bottom)

5. Right-click on the link and choose “Save TargetAs.”

6. Save program to a folder that allows easy access.For example, save the file to your desktop.

7. Save the file to your computer (download time maybe extensive depending on Internet speed).

8. After download is complete, double-click thezipped file.

9. In the window that opens, click “Extract all files” toopen the Extraction Wizard.

Figure 3.00-6. Extracting Files

10. Follow the procedures in the Extraction Wizard.

11. After file is unzipped, open the folder that wasunzipped and run the setup.exe program and followthe Installation Wizard to install ESP.

Figure 3.00-7. Setup.Exe File

ESM

AFM

DSM

IM

SCROLL DOWN

CURRENT VERSION OF ESPAVAILABLE FOR DOWNLOAD

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INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

INSTALLING ESP FROM CD

The ESP CD contains an installation program to auto-matically load ESP on the hard drive of your PC. Com-plete the steps that follow to load the ESP softwareusing the installation program.

1. Make sure your PC meets the system require-ments listed at the beginning of this section.

2. Start Microsoft® Windows® XP operating systemon your PC.

3. Close any other applications that may be open onyour PC’s desktop.

4. Insert the ESP CD into the CD drive of your PC.

• If Autorun is enabled on your PC system, installationstarts automatically approximately 30 seconds afterthe CD is inserted. Continue with Step 7.

• If installation doesn’t start automatically after 30seconds, continue with Step 5.

5. From the Start menu, select Run....

6. Type d:\setup.exe and click “OK” (if “d” is not theletter of your CD drive, type in the appropriate letter).

7. Complete installation by following the instructionsprovided by the Installation Wizard.

NOTE: By default, the ESP software is installed inC:\Program Files\ESM.

8. When installation is complete, four ESP shortcutswill appear on your desktop.

CONNECTING PC TO ECU

An RS-232 serial cable (P/N 740269) supplied byDresser Waukesha is used to connect the PC to theECU. This cable has a 9-pin RS-232 connection thatplugs into the PC and an 8-pin Deutsch® connectorthat plugs into the ECU (see Figure 3.00-8).

Figure 3.00-8. Serial Cable Connection

1. Locate the RS-232 serial cable supplied byDresser Waukesha.

2. Connect the 9-pin end of the RS-232 serial cableto the PC’s communication port. Typically, this is port 1(also referred to as COM 1, serial a, or serial 1).

3. Connect the 8-pin connector of the serial cable tothe “Service Interface” connection on the side of theECU (see Figure 3.00-8).

4. Verify all connections are secure.

NOTE: The PC can be connected to the ECU via amodem connection. See “Using a Modem For RemoteMonitoring” on page 3.00-15 for more information onmodem connections and ESP startup information.

NOTE: If the ESP software and associated workspacefiles are not saved to your PC’s hard drive, complete thesteps under the section “Installing ESP From CD” onpage 3.00-3 or “Installing ESP From Download” onpage 3.00-1.

Table 3.00-1. ESP Desktop Shortcuts

DESCRIPTION SHORTCUT

ESM ESP: Double-clicking this shortcut icon opens the standard ESP program.

ESM Training Tool: Double-clicking this shortcut icon opens a version of ESP that is used for train-ing only. This program runs even without an ECU connected.

ESP Modem Access: Double-clicking this short-cut icon opens a version of ESP that allows use of ESP with a modem and requires modem cables for use. (See “Using a Modem For Remote Moni-toring” on page 3.00-15).

Log File Processor: Double-clicking this shortcut icon opens a program that converts ESP log files into a usable file format. (See Section 3.10 ESP Programming “Logging System Parameters”).

“SERVICE INTERFACE” CONNECTION

9-PIN CONNECTOR

SERIAL CABLE (P/N 740269)

8-PIN DEUTSCH® CONNECTOR

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INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

STARTING ESP

Once the PC is connected to the ECU, ESP can bestarted on the PC.

1. Apply power to the ECU.

2. Start ESP by one of the following methods:

• Double-click the ESM ESP icon on your desktop.

• From the Windows® taskbar (lower-left corner ofyour desktop), click Start → All Programs →Waukesha Engine Controls → Engine SystemManager (ESM) → ESP.

3. If an ESP communication error occurs, checkserial cable connections to the PC and ECU. Click“Retry.”

Figure 3.00-9. Communication Error Dialog Box

4. If after checking serial cable and retrying connec-tion an error still occurs, click “Select COM Port.”

5. From the Communications Settings dialog box,select the communication port that you are using forcommunication to the ECU and click “OK.”

Figure 3.00-10. Communications Settings Dialog Box

CONNECTION STATUS

Once ESP is open, you can always verify you have agood connection between the ECU and PC by lookingat the “connection” icon on the top right corner of theESP screen.

NOTE: If the icon displayed indicates no connection,either there is no power to the ECU, the serial cable isnot connected properly to the ECU or PC, or the cableis defective.

USER INTERFACE PANELS

NOTE: Complete ESP user interface paneldescriptions are provided in Section 3.05 ESP Paneland Field Descriptions.

The ESM ESP software displays engine status andinformation on seven panels:

These panels display system and component status,current pressure and temperature readings, alarms,ignition status, governor status, air-fuel control status,and programmable adjustments.

Each of the panels is viewed by clicking the corre-sponding tab or by pressing the corresponding func-tion key ([F#]) on the keyboard.

NOTE: The [F1] function key displays ESP’selectronic help file called “E-Help.” E-Help providesfault code troubleshooting information. SeeSection 4.00 Troubleshooting “E-Help” for moreinformation. [F1] is not located on the PC screen as apanel; it is only a function key on the keyboard.

Table 3.00-2. Connection Status Icons

DESCRIPTION ICON

Searching: This icon indicates that ESP is currently searching for a connection between the ECU and ESP and your PC.

Connection: This icon indicates that there is a good connection between the ECU and ESP on your PC.

No Connection: This icon indicates that there is not a connection between the ECU and ESP on your PC. See Note below.

[F2] Engine Panel [F8] AFR Setup Panel

[F3] Start-Stop Panel [F10] Status Panel

[F4] Governor Panel [F11] Advanced Panel

[F5] Ignition Panel

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INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

[F2] ENGINE:

Figure 3.00-11. Engine Panel

Readings and Settings:

• Ambient Air Temperature

• Barometric Pressure

• BK Intake Manifold Pressure

• Boost Pressure

• Coolant Pressure

• Coolant Temperature

• Engine Setpoint

• Engine Speed

• Engine Status Bar

• Estimated Power

• FT Intake Manifold Pressure

• Fuel Pressure

• Intake Manifold Temperature

• Oil Pressure

• Oil Temperature

• Percent Rated Load

• Pre-Filter Oil Pressure

• Throttle Reserve

[F3] START-STOP:

Figure 3.00-12. Start-Stop Panel

User-Programmable Fields:

• Cool Down

• Main Fuel On RPM Adjustment

• Post Lube Time

• Prechamber Fuel On RPM Adjustment

• Prelube Time

• Purge Time

• Starter Off RPM Adjustment

Readings and Settings:• Boost Pressure

• Bypass Position %

• Coolant Temperature

• Driven Equipment ESD

• Engine Speed

• Ignition Enable

• Intake Manifold Pressure

• Intake Manifold Temperature

• Main Fuel On RPM

• Main Fuel Valve

• Oil Pressure

• Pre/Post Lube

• Prechamber Fuel On RPM

• Prechamber Fuel Valve

• Prelube Timer

• Starter

• Starter Off RPM

• Starting Signal

• Throttle Position %

• Throttle Reserve

• User ESD

• User RUN/STOP

• Wastegate Position %

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INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

[F4] GOVERNOR OPERATING STATUS:

Figure 3.00-13. Governor Operating Status Panel

User-Programmable Fields:

• Differential Gain Adjustment

• Droop

• High Idle

• Integral Gain Adjustment

• Load Inertia

• Low Idle Adjustment

• Proportional Gain Adjustment

• Proportional Sync

• Sync RPM

Readings and Settings:

• Alternate Dynamics

• Average Intake Manifold Pressure

• Bypass Position %

• Engine Setpoint

• Engine Speed

• Engine Speed (Gauge)

• Idle

• Low Idle

• Remote RPM

• Remote RPM Setpoint

• Throttle Error

• Throttle Feedback

• Throttle Position %

• Throttle Reserve

• Wastegate Position %

[F5] IGNITION OPERATING STATUS:

Figure 3.00-14. Ignition Operating Status Panel

User-Programmable Fields:

• High Voltage Adjustment

• Low Voltage Adjustment

• No Spark Adjustment

• NOx

• User WKI

Readings and Settings:

• Engine Speed

• High Voltage Limit

• Ignition Enable

• Ignition Energy

• Ignition Timing (Left Bank)

• Ignition Timing (Right Bank)

• Intake Manifold Pressure

• Knocking

• Low Voltage Limit

• Max Retard

• No Spark Limit

• Spark Reference # (Left Bank)

• Spark Reference # (Right Bank)

• User ESD

• User WKI in Use

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INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

[F8] AFR SETUP:

Figure 3.00-15. AFR Setup Panel

User-Programmable Fields:

• Ext O2 for Cal

• Fuel Composition

• Heated Power

• Lower Heating Value

• Manual Mode Check Box

• Start Position

• Stepper Motor Setup

• Stepper Position

Readings and Settings:

• Ambient Air Temperature

• Barometric Pressure

• Cal Conditions

• Calibrate O2 Sensors

• Engine Speed

• Engine Torque %

• Intake Manifold

• Lambda Setpoint

• Max./Min. Stepper Position

• Measure O2

• Min. Block Temp for Cal

• Min. IMAP for Cal

• O2 Block Temperature

• O2 Cal Accept

• O2 Cal Conditions

• O2 Setpoint

• O2 Sensor

[F10] SYSTEM/SHUTDOWN STATUS:

Figure 3.00-16. System/Shutdown Status Panel

Readings and Settings:

• Active Faults

• Alternate Dynamics

• Battery Voltage

• Cal Loaded

• ECU Hours

• ECU Temperature

• Engine Setpoint

• Engine Knocking

• Engine Speed

• Faults Loaded

• Idle

• Ignition Alarm

• Ignition Enable

• Ignition Energy

• Main Fuel Valve

• Max Retard

• Prechamber Fuel Valve

• Remote RPM

• Stats Loaded

• System

• User ESD

• User RUN/STOP

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INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

[F11] ADVANCED FUNCTIONS:

Figure 3.00-17. Advanced Functions Panel

User-Programmable Fields:

• Coolant Temperature Offset

• Intake Manifold Temperature Offset

• MODBUS® Baud Rate

• Oil Pressure Offset

• Oil Temperature Offset

• Slave ID

• Reset Wastegate Learning Table

Readings and Settings:

• Oil Pressure Alarm Setpoint

• Coolant Temperature Alarm Setpoint

• Intake Manifold Temperature Alarm Setpoint

• Oil Temperature Alarm Setpoint

• Oil Pressure Shutdown Setpoint

• Coolant Temperature Shutdown Setpoint

• Intake Manifold Temperature Shutdown Setpoint

• Oil Temperature Shutdown Setpoint

• ESP Fault Identifier

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INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

OTHER ESP WINDOWS

FAULT LOG

Figure 3.00-18. Fault Log Window

The ESM features extensive engine diagnostics capa-bility. The ECU records system faults as they occur. A“fault” is any condition that can be detected by theESM that is considered to be out-of-range, unusual, oroutside normal operating conditions. One method ofobtaining diagnostic information is by viewing the FaultLog in ESP (see Figure 3.00-18). ESP Fault Log dis-plays the data provided by the ECU.

The Fault Log can be viewed by selecting the “ViewFaults” button on the button bar. See “Fault LogDescription” on page 3.00-13 for more information.

E-HELP

Figure 3.00-19 E-Help Main Screen

ESP contains an electronic help file named E-Help(see Figure 3.00-19). E-Help provides fault code trou-bleshooting information when using ESP. The user canquickly and easily move around in E-Help throughhypertext links from subject to subject. E-Help is auto-matically installed when the ESP software is installed.

To access the help file anytime while using the ESPsoftware, press the [F1] function key on the keyboardor select Help Contents... from the Help menu. As anadditional aid in troubleshooting, double-clicking a faultlisted in the Fault Log will open E-Help directly to thetroubleshooting information for that fault. SeeSection 4.00 Troubleshooting “E-Help” for more infor-mation.

VERSION DETAILS

Figure 3.00-20. Version Details

The Version Details window displays serial numbers,calibration and software version, and other informationabout the current configuration of the ESM.

This information will be necessary to supply to DresserWaukesha if any problems should arise with the ECU.

To access version details, click “Version Details” buttonon the button bar in ESP.

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NAVIGATING ESP PANELS

ESP consists of panels grouped by common engine functionality. Each of the panels displays engine status andoperation information in color-coded text fields, gauges, and status bars. ESP panels can be set to display in eitherU.S. or metric measurement units.

COMMON FEATURES

Title BarThe ESP Title Bar lists the ESP version number,ECU serial number, engine serial number, andcalibration part number.

Menu BarThe ESP Menu Bar consists of the File and Helpmenus.

– File: Used for opening and closing of work-space files (training mode only), and for exitingthe ESP program.

– Help: Used for accessing E-Help and viewingthe “About” information.

Panel Tab BarClick on the tabs to display the different ESP pan-els or by pressing the corresponding function key[F#] on the keyboard.

Panel TitleShows the title of the current ESP panel beingdisplayed.

Engine AlarmThis field provides a general overview of alarmstatus. When no alarms are active, the field isgray. If an alarm occurs, the field turns yellow andsignals that “YES” at least one alarm is active.

Communication Icon Displays the communication status between ESPand the ECU. See “Connection Status” onpage 3.00-4.

Display Fields Color-coded text fields, status bars, gauges, andprogrammable edit boxes. See “Display Fields” onpage 3.00-11 for more information.

Button Bar All ESP panels share a common button bar thatallows for easy access to frequently used func-tions. See “Button Bar” on page 3.00-12 for moreinformation.

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DISPLAY FIELDS

ESP displays engine information in several types ofdisplay fields.

Text Field

This type of field displays an engine operation value.

Figure 3.00-21. Text Field

Text Field with Status Bar

This field displays an engine operation value with astatus bar underneath that displays alarm information.If a problem is detected, the status bar, under theaffected sensor, will change from green to yellow, anda message will appear in the status bar informing theuser that a problem with the associated field needscorrection for proper operation. Until the fault is cor-rected, the field will display a default value, not theactual value (see Figure 3.00-22).

Figure 3.00-22. Text Field with Status Bar

User-Programmable Field

These fields allow the user to adjust engine parame-ters or to set operational limits. See Section 3.10 ESPProgramming “Basic Programming in ESP” for moreinformation.

Figure 3.00-23. User-Programmable Field

Status Field

Status fields are used to identify the different statesthat an engine or ECU component is currently in. Thefields have a gray title bar on the bottom and a color-coded field above it displaying a short message aboutthe item’s current state.

Figure 3.00-24. Status Field

Gauges

Gauges use a needle to display an approximateengine value with the actual value displayed in the titlebelow.

Figure 3.00-25. Gauge

Edit Boxes

Edit box fields open a Quick Edit window that allowsthe user to enter multiple parameters in a data grid.The data grid can be viewed either on its horizontal orvertical axis. Displayed at the bottom of the Quick Editwindow are the unit of measurement, and the mini-mum and maximum programmable values.

Figure 3.00-26. Edit Box

NORMAL PROBLEM DETECTED

STATUS BAR

STATUS:

Color Meaning

Gray: Off (No Alarm)

Green: On or Normal

Pink: Low, Warmup, or Idle

Red: Warning or ShutdownTITLE BAR

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BUTTON BAR

The button bar is located on the bottom of every ESP engine panel and provides access to commonly used func-tions, or for items not specific to any one engine panel.

Figure 3.00-27. Button Bar

“View Faults”This button displays the Fault Log window. See“Fault Log Description” on page 3.00-13 for moreinformation.

“Manual Actuator Calibration”This button allows the user to manually calibratethe actuators. See Section 3.10 ESP Program-ming “Actuator Calibration” for more information.

“Reset Status LEDs”This button allows the user to reset the statusLEDs on the ECU. See Section 3.10 ESP Pro-gramming “Reset Status LEDs on ECU” for moreinformation.

“Version Details”This button allows the user to view the serial num-ber(s) and calibration number of the ECU andengine. This information is provided to verify thatthe ECU is calibrated correctly for the engine onwhich it is installed.

“Start Logging All” and “Stop Logging All”These buttons are used to log all active systemparameters during a user-determined period oftime. The file that is saved is a binary file(extension .ACLOG) that must be extracted into ausable file format. See Section 3.10 ESP Pro-gramming “Logging System Parameters” for moreinformation.

“Send Calibration to ECU”This button is used to send a calibration file to theECU.

“Change Units”This button allows the user to change all the ESPpanel fields to display in either U.S. units or inmetric measurement units. See Section 3.10 ESPProgramming “Changing Units – U.S. or Metric”for more information.

“Save to ECU”This button is used to save programmed values topermanent memory in the ECU. Changes savedto permanent memory will not be lost if power tothe ECU is removed. See Section 3.10 ESP Pro-gramming “Saving to Permanent Memory” formore information.

“Start Editing”“Stop Editing - Currently Editing”This button is used to toggle between editingmodes in ESP. When this button is clicked and thecaption reads “Stop Editing - Currently Editing,”the editing mode is active and the user is able toedit the programmable fields in ESP. When thisbutton is clicked and the caption reads “Start Edit-ing,” the editing mode is inactive and the user willbe unable to edit the programmable fields in ESP.See Section 3.10 ESP Programming “Basic Pro-gramming in ESP” for more information.

“Undo Last Change” and “Undo All Changes”These buttons allow the user to reset either thelast programming change or all programmingchanges made. You can only undo changes fromup until the last “Save to ECU.”

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FAULT LOG DESCRIPTION

One method of obtaining diagnostic information is byviewing the Fault Log in ESP. The Fault Log displaysthe data provided by the ECU and can be displayedeither to list only the active faults or to list the history ofall the faults that occurred in the lifetime of the ECU.

The Fault Log displays the name of the fault, the firsttime the fault occurred since the fault was reset (inECU hours:minutes:seconds), the last time the faultoccurred since reset, the number of times the faultoccurred since reset, and the total number of times thefault occurred in the lifetime of the ECU. All the fault

information is resettable except for the total number oftimes the fault occurred during the lifetime of the ECU.

The faults listed in the Fault Log can be sorted by click-ing on a column name. For example, clicking on “Fault”will sort alarms/shutdowns in numerical order basedon the fault code. Clicking on “First Occurrence” willsort alarms/shutdowns in order of occurrence.

NOTE: As an additional aid in troubleshooting,double-clicking a fault listed in the Fault Log will openE-Help directly to the troubleshooting information forthat fault.

Figure 3.00-28. Fault Log Window

“Fault” This field displays the fault code and descriptionfor the alarm or shutdown condition that exists.Alarm codes in ESP are identified with the letters“ALM” preceding a 3-digit alarm code. Emergencyshutdown codes are identified with the letters“ESD” preceding a 3-digit shutdown code.Double-clicking a fault listed in the Fault Log willopen E-Help directly to the troubleshootinginformation for that fault.

“First Occurrence” This field displays the first time the fault listedoccurred since the fault was reset (in ECUhours:minutes:seconds). This field is resettable.

“Last Occurrence” This field displays the last time the fault listedoccurred since the fault was reset (in ECUhours:minutes:seconds). This field is resettable.

“Total Since Reset” This field displays the number of times the faultoccurred since the fault was reset. This field isresettable.

“Lifetime Total” This field displays the total number of times thefault occurred in the lifetime of the ECU. This fieldis not resettable.

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Fault First Occurrence Last Occurrence Total Since Reset Lifetime Total

List ActiveFaults

List ActiveFaults

Total FaultHistory

ResetSelected

FaultFault Help Refresh

Copy ToClipboard Close

ALM212 IMAP LB/BK OC 8079:12:10 8164:09:25 20 20

This is the only “active” fault listed in the Fault Log. This alarm condition is indicated on the [F2] Engine Panel and with flashing LEDs on the ECU. To troubleshoot this alarm, the user would double-click the fault description.

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“List Active Faults” and “Total Fault History”These buttons allow the user to view either theactive fault listing or the total fault history. TheActive Fault Log only lists active faults indicatedby flashing status LEDs and alarm fields on theESP panels. The Total Fault History lists all thefaults that occurred in the lifetime of the ECU.

“Reset Selected Fault” This button resets the “First Occurrence,” “LastOccurrence,” and “Total Since Reset” back to zeroof the selected (or highlighted) fault listed in thelog.

“Fault Help” This button allows the user to open E-Help.

“Refresh” This button allows the user to update or refreshthe Fault Log. When the Fault Log is open, theinformation is not automatically refreshed. Forexample, if the Fault Log is displayed on screen,and a fault is corrected, the Fault Log will notrefresh itself to reflect the change in active faults.The user must refresh the Fault Log to view theupdated information.

“Copy To Clipboard” This button copies the Fault Log information to thePC’s clipboard. The information can then bepasted as text in a word processing or spread-sheet application.

NOTE: The copied text is tab delimited and will needto be formatted after being pasted into thespreadsheet or word processing program to aligncolumns and to display information as desired.

“Close” This button closes the Fault Log.

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USING A MODEM FOR REMOTE MONITORING

NOTE: For best modem communications, use a“matched” pair (same brand) of modems.

Temporary remote monitoring of an engine with theESM is possible through the use of a modem. Amodem is a device that enables a computer to transmitdata over telephone lines. Using ESP and a modem,you can “dial up” the ECU to monitor ESM status andmake programming changes remotely.

NOTE: High-speed cable and satellite modems willnot work with the ESM’s modem function.

IMPORTANT! This manual assumes that you arealready familiar with modem devices, modem initializa-tion strings, other modem concepts, and HyperTermi-

nal. If you need more information on these topics, referto the user’s manual provided with the modem or withthe modem manufacturer.

To remotely monitor an engine through a modem, thefollowing supplies are required:

• “Modem to ECU” Connection

•• RS-232 serial cable (P/N 740269A) availablefrom Dresser Waukesha

•• External Modem

• “PC to Modem” Connection

•• External/internal modem

•• RS-232 cable (if external modem is used, con-nects modem to PC)

Figure 3.00-29. Modem Connections From ECU to PC

SETTING UP MODEM TO ECU

NOTE: The following steps in this section do not needto be performed if using the modem in WaukeshaEngine’s Remote Programming Modem Tool Kit(P/N 489943), which comes preprogrammed from thefactory.

The modem connected to the ECU requires specialsetup programming so it will work with the ECU. Themodem must be set in “auto answer” mode, a modemfeature that accepts a telephone call and establishesthe connection, and must be set at 38,400 baud. Autoanswer mode and baud rate are programmed usingHyperTerminal. HyperTerminal is a terminal softwareprogram that enables the modem to connect properlyto the ECU. HyperTerminal is included as part ofMicrosoft® Windows® XP operating system.

Complete the following steps:

NOTE: Some modems may have dip switches (tinytoggle switches) that must be set to put the modem inauto answer mode. Refer to the user’s manualprovided with the modem or contact the modemmanufacturer. Set the dip switches as required andcontinue with Step 1.

1. Using a PC-to-modem cable, temporarily connecta PC to the external modem that will be connected tothe ECU.

2. Start HyperTerminal. From the Windows® taskbar,click Start → All Programs → Accessories →Communications → HyperTerminal.

NOTE: HyperTerminal is a terminal program includedwith Microsoft® Windows® XP operating system. IfHyperTerminal is not installed, install the programusing the Add/Remove Programs icon in the ControlPanel. You may need your original Microsoft®

Windows® CD-ROM for installation.

SERIAL CABLE (P/N 740269A)

EXTERNALMODEM

INTERNAL/EXTERNAL(SHOWN) MODEM

SERIALCABLE

NOTE: Serial cable (P/N 740269A) is available from Dresser Waukesha.Modems, PC-to-modem cable, and PC supplied by customer.

“SERVICE INTERFACE” CONNECTION

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3. Give the HyperTerminal session a name.

Figure 3.00-30. HyperTerminal – Connection Description Dialog Box

4. Select an icon.

5. Click “OK.”

6. Click the selection arrow on the “Connect using”drop-down menu and select the COM port yourmodem is connected to (not the modem name).

7. When you select the COM port, the other fields onthe dialog box are deactivated (grayed). Click “OK.”

Figure 3.00-31. HyperTerminal – “Connect To” Dialog Box

NOTE: To avoid resetting the baud rate, the modembeing set up must be a “dedicated” modem and usedonly with the ECU. If the modem is used with anotherdevice, the baud rate setting may be overwritten.

8. In the Properties dialog box, set the baud ratebetween the PC and the modem to 38,400 Bits persecond. Click “OK.”

Figure 3.00-32. HyperTerminal – “COM1 Properties” Window

9. After HyperTerminal window opens (allowing con-trol to the modem with commands) type “AT” andpress [Enter]. The modem should reply with “OK.”

Figure 3.00-33. HyperTerminal – Session Window

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NOTE: If unable to enter the AT command in theHyperTerminal session window, or the “OK” messagedoes not appear, there is a communication problembetween the PC and the modem. Verify that thecommunication port and settings are correct.

NOTE: In the following steps, type the number zero(“0”), not the letter “O.”

Turn auto answer mode on by typing: “ATS0=1” and press [Enter].

10. Save the change to NVRAM by typing “AT&W0”and press [Enter].

11. Turn the modem off and then on again.

12. Type “ATI4”.

13. The modem will respond with multiple lines thatlook similar to:Current Settings............B0 E1 L4 M1 N5 Q0 V1 X5&B1 &C1 &D2 &G0 &H3 &J0 &K4 &L0 &M0 &N0 &P0 &R1 &S0 &X &Y1*B0 *C0 *D0 *E0 *F0 *G0 *I0 *L0 *M0 *P9 *Q2 *S0

S00=001 S01=000 S02=043 S03=01 S04=010S05=008 S06=003 S07=060 S08=002 S09=006S10=007 S11=070 S12=000 S13=000 S14=002S15=002 S16=000 S17=018 S18=000 S19=000S20=002 S21=178 S22=000 S23=105 S24=138S25=000 S26=000 S27=156 S28=068 S29=000S30=000 S31=017 S32=019 S33=255 S34=030S35=032 S36=000 S37=000 S38=000 S39=032S40=000 S41=000 S42=000 S43=008 S44=000S45=100 S46=028 S47=064 S48=000 S49=134S50=000 S51=000 S52=000 S53=000 S54=000S55=000 S56=000 S57=000 S58=000 S59=000OK

14. Although the lines in Step 13 may not be exactlywhat is shown on your PC, make sure that the param-eter S00=001 is listed. Parameter S00=001 is theprogramming code to the modem that enables theauto answer mode.

15. Exit HyperTerminal.

16. Click “Yes” to disconnect.

Figure 3.00-34. Disconnect Warning Dialog Box

17. Click “Yes” to save the HyperTerminal session.

Figure 3.00-35. Save Session Dialog Box

18. Continue with “Connecting Modem To ECU AndPC.”

CONNECTING MODEM TO ECU AND PC

An RS-232 serial cable (P/N 740269A), available fromDresser Waukesha, is used to connect a modem tothe ECU. This cable has a 25-pin RS-232 connectionthat plugs into the modem and an 8-pin Deutsch® con-nector that plugs into the ECU.

Complete the following:

1. Obtain an RS-232 serial cable (P/N 740269A) fromDresser Waukesha for modem use.

2. Connect the 25-pin end of the RS-232 serial cableto the external modem (see Figure 3.00-29). Connectto the “dedicated” modem you set up for use with theECU following the steps in the section “Setting UpModem to ECU”.

3. Connect the 8-pin Deutsch® connector of theserial cable to the “Service Interface” connection onthe side of the ECU.

4. Connect PC to modem (see Figure 3.00-29 forsample setup).

STARTING ESP FOR MODEM ACCESS

1. Apply power to the ECU.

2. Turn on power to PC.

3. Start ESP for modem use by one of the followingmethods:

• Double-click the “ESP (Modem Access)” icon onyour desktop.

• From the Windows® taskbar (lower-left corner ofyour desktop), click Start → All Programs →Waukesha Engine Controls → Engine SystemManager (ESM) → ESP (Modem Access).

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4. On program startup, ESP will check for a modem.Once ESP finds the modem on the PC, a dialog boxappears asking to attempt a connection. Click “Yes.”

5. Enter the phone number for the engine modemyou wish to connect in the Modem Connection Wizarddialog box. Enter phone number without spaces ordashes.

Figure 3.00-36. Modem Connection Wizard

6. The modem wizard will attempt to “dial up” themodem. Note the following:

• If connection is successful, ESP will run, displayingthe engine panels. Setup is complete. Monitorengine operation or program ESP as necessary.

• If connection is unsuccessful, click “Retry.” If con-nection is still unsuccessful, continue with Step 7.

Figure 3.00-37. Unsuccessful Connection Dialog Box

7. Check the telephone number typed in the ModemConnection Wizard dialog box.

8. Retry connection. Click “Connect.”

9. Modem wizard will reattempt to “dial up” themodem. Note the following:

• If connection is successful, ESP will run, displayingthe engine panels. Installation is complete. Monitorengine operation or program ESP as necessary.

• If connection is unsuccessful, click “Cancel.” Con-tinue with Step 10.

10. If your modem dials but does not connect with theanswering modem, or if you have problems getting orstaying connected, you might need to adjust themodem initialization string. Click the “Advanced Set-tings” check box on the Modem Connection Wizarddialog box.

Figure 3.00-38. Modem Connection Wizard

NOTE: Always use CAPITAL letters (upper case) forthe modem initialization string in the “AdvancedSettings check box.”

11. Enter the modem’s initialization string (command)in CAPITAL letters (upper case). Most connectionproblems are resolved with the proper modem initial-ization string. The initialization string gives the modema set of instructions for how to operate during a call.Almost every modem brand and model has its ownvariation of “ATCommand Set” and “S-register” set-tings.

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NOTE: Detailed discussion of modem initializationstrings is beyond the scope of this manual. You canget an initialization string from the user’s manualprovided with the modem, from the modemmanufacturer, or from a variety of Internet web sites.

12. Click “Connect.”

13. The modem wizard will attempt to “dial up” themodem. Note the following:

• If connection is successful, ESP will run, displayingthe six engine panels. Installation is complete. Mon-itor engine operation or program ESP as necessary.

• If connection is unsuccessful, click “Retry.”

14. If connection continues to be unsuccessful, refer tothe user’s manual provided with the modem or contactthe modem manufacturer.

15. Make sure all connections are secure.

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SECTION 3.05

ESP PANEL AND FIELD DESCRIPTIONS

[F2] ENGINE PANEL

The [F2] Engine Panel contains the most common information needed while operating the engine.[F2]

# FIELD # FIELD # FIELD

18 Ambient Air Temperature 7 Engine Setpoint 5 Intake Manifold Temperature

17 Barometric Pressure 6 Engine Speed 13 Oil Pressure

2 BK Intake Manifold Pressure 10 Engine Status Bar 11 Oil Temperature

3 Boost Pressure 9 Estimated Power 8 Percent Rated Load

15 Coolant Pressure 1 FT Intake Manifold Pressure 12 Pre-Filter Oil Pressure

14 Coolant Temperature 16 Fuel Pressure 4 Throttle Reserve

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[F3] START-STOP PANEL

The [F3] Start-Stop Panel contains the fields that affect starting and stopping of the engine.[F3]

# FIELD # FIELD # FIELD

13 Average Intake Manifold Pressure 19 Main Fuel On RPM Adjustment 29 Purge Time

14 Boost Pressure 9 Main Fuel Valve 7 Starter

3 Bypass Position % 16 Oil Pressure 24 Starter Off RPM

26 Cool Down 25 Post Lube Time 23 Starter Off RPM Adjustment

27 Coolant Temperature 6 Pre/Post Lube 5 Starting Signal

28 Driven Equipment ESD 22 Prechamber Fuel On RPM 2 Throttle Position %

1 Engine Speed 21 Prechamber Fuel On RPM Adjust-ment 15 Throttle Reserve

8 Ignition Enable 10 Prechamber Fuel Valve 12 User ESD

30 Intake Manifold Temperature 17 Prelube Time 11 User RUN/STOP

20 Main Fuel On RPM 18 Prelube Timer 4 Wastegate Position %

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[F4] GOVERNING OPERATING STATUS PANEL

The [F4] Governor Operating Status Panel contains the fields that monitor or adjust parameters to ESM speed gov-erning.[F4]

# FIELD # FIELD # FIELD

12 Alternate Dynamics 14 High Idle 11 Remote RPM

5 Average Intake Manifold Pressure 13 Idle 3 Remote RPM Setpoint

9 Bypass Position % 21 Integral Gain Adjustment 18 Sync RPM

23 Differential Gain Adjustment 15 Load Inertia 4 Throttle Feedback

22 Droop 17 Low Idle 7 Throttle Position %

2 Engine Setpoint 16 Low Idle Adjustment 6 Throttle Reserve

1 Engine Speed 19 Proportional Gain Adjustment 10 Wastegate Position %

8 Engine Speed (Gauge) 20 Proportional Sync

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[F5] IGNITION OPERATING STATUS PANEL

The [F5] Ignition Operating Status Panel contains the fields necessary for adjusting and monitoring the ignition sys-tem. [F5]

# FIELD # FIELD # FIELD5 Average Intake Manifold Pressure 4 Ignition Timing (Right Bank) 18 NOx

6 Engine Speed 10 Knocking 2 Spark Reference # (Left Bank)

12 High Voltage Adjustment 14 Low Voltage Adjustment 3 Spark Reference # (Right Bank)

13 High Voltage Limit 15 Low Voltage Limit 11 User ESD

8 Ignition Enable 9 Max Retard 19 User WKI

7 Ignition Energy 16 No Spark Adjustment 20 User WKI in Use

1 Ignition Timing (Left Bank) 17 No Spark Limit

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[F8] AFR SETUP PANEL

The [F8] AFR Setup Panel contains the fields that monitor or adjust parameters to the engine’s air-fuel ratio.[F8]

# FIELD # FIELD # FIELD

7 Ambient Air Temperature 25 Fuel Composition 18 O2 Calibration Conditions

10 Average Intake Manifold Pressure 11 Heater Power 5 O2 Sensor

8 Barometric Pressure 3 Lambda Setpoint 4 O2 Setpoint

19 Cal Conditions 26 Lower Heating Value 2 Percent Rated Load

24 Cal Min Block Temp 12 Manual Mode Check Box 15 Start Position

23 Cal Min IMAP 13 Max/Min Stepper Position 14 Stepper Motor Setup

20 Calibrate O2 Sensor 6 Measured O2 17 Stepper Operating Mode

1 Engine Speed 9 O2 Block Temperature 16 Stepper Position

22 External O2 for Calibration 21 O2 Calibration Accept

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[F10] SYSTEM/SHUTDOWN STATUS PANEL

The [F10] System/Shutdown Status Panel displays the fields that affect the operation of the ECU.[F10]

# FIELD # FIELD # FIELD

7 Active Faults 5 Engine Speed 18 Prechamber Fuel Valve

13 Alternate Dynamics 11 Faults Loaded 14 Remote RPM

9 Battery Voltage 15 Idle 16 Starter

10 Cal Loaded 21 Ignition Alarm 12 Stats Loaded

4 ECU Hours 19 Ignition Enable 3 System

6 ECU Temperature 20 Ignition Energy 1 User ESD

23 Engine Knocking 17 Main Fuel Valve 2 User RUN/STOP

8 Engine Setpoint 22 Max Retard

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[F11] ADVANCED FUNCTIONS PANEL

The [F11] Advanced Functions Panel allows the user to adjust alarm and shutdown setpoints and displays a cylin-der chart for identifying the correct cylinder in certain fault code messages.[F11]

# FIELD # FIELD # FIELD

4 Alarm and Shutdown Setpoints 3 Reset Wastegate Learning Table 2 Slave ID

1 Baud Rate

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FIELD DESCRIPTIONS

Refer to the panel descriptions on page 3.05-1through page 3.05-7 for the location of each field.

“Active Faults”

• Panel: [F10]

Displays the number of active faults of the ECU. Viewthe fault log for a detailed list of active faults. SeeSection 3.00 Introduction to Electronic Service Pro-gram (ESP) “Fault Log Description” for more informa-tion.

Alarm and Shutdown Setpoints

• Panel: [F11]

These fields allow the user to adjust the alarm andshutdown setpoints of the oil pressure, coolant tem-perature, intake manifold temperature, and oil temper-ature. Adjusting these setpoints enables the user tofine-tune when an alarm or shutdown will occur or canbe used for testing. Setpoints are only adjustable in asafe direction from the factory settings. SeeSection 3.10 ESP Programming “Programming Alarmand Shutdown Setpoints” for more information on pro-gramming these fields.

“Alternate Dynamics”

• Panels: [F4], [F10]

This field signals when the Alternate GovernorDynamics digital input is high (8.6 – 36 volts) or low(< 3.3 volts). During the time the alternate dynamicsinput is high, the field is green and displays “ON”. Dur-ing the time the alternate dynamics input is low, thefield is gray and displays “OFF”. When AlternateDynamics is enabled, throttle gain is reduced, whichprovides better speed stability at low loads and speed.

“Ambient Air Temperature”

• Panels: [F2], [F8]

This field displays combustion inlet air temperature. Ifan ambient air temperature sensor or wiring faultoccurs, the status bar beneath this field turns yellowand displays a message to fix the sensor or wiring.

NOTE: When a sensor or wiring fault is detected, thefield displays a default value, not the actual value.

“Average Intake Manifold Pressure”

• Panels: [F3], [F4], [F5], [F8]

This field displays the average of the front and backintake manifold pressures. Units are kPa (in-Hg) abso-lute. If one of the intake manifold pressure sensorsfails, the field displays only the reading from the work-ing sensor. If both sensors fail, the field is unable todisplay the actual value and a default value is dis-played instead.

NOTE: When a sensor or wiring fault is detected, thefield displays a default value, not the actual value.

“Barometric Pressure”

• Panels: [F2], [F8]

Displays the engine’s ambient barometric pressure.Units are in kPa (in-Hg) absolute. If a barometric pres-sure sensor or wiring fault occurs, the status barbeneath this field turns yellow and displays a messageto fix the sensor or wiring.

NOTE: When a sensor or wiring fault is detected, thefield displays a default value, not the actual value.

“BK Intake Manifold Pressure”

• Panel: [F2]

This field displays the engine’s BacK intake manifoldpressure. Units are in kPa (in-Hg) absolute. If an intakemanifold pressure sensor or wiring fault occurs, thestatus bar beneath this field turns yellow and displaysa message to fix the sensor or wiring.

NOTE: When a sensor or wiring fault is detected, thefield displays a default value, not the actual value.

“Battery Voltage”

• Panel: [F10]

Displays the current battery voltage. If the battery volt-age goes below 21 VDC, the status bar beneath thefield will warn the user by turning yellow and displayingthe message “TOO LOW.” The “Battery Voltage” fielddoes not display the actual voltage if it falls outside theacceptable range of 21 – 32 volts. ALM454 willbecomes active if the battery voltage remains below21 VDC for longer than 30 seconds. If the battery volt-age falls below 18 VDC, the engine will shut down.See Section 4.05 ESM Maintenance “Battery Mainte-nance” for more information.

“Baud Rate”

• Panel: [F11]

This field allows the user to program MODBUS® baudrate to 1200, 2400, 9600, or 19,200 bps (bits per sec-ond). The baud rate to be programmed is determinedby the MODBUS® master.

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ESP PANEL AND FIELD DESCRIPTIONS

“Boost Pressure”

• Panels: [F2], [F3]

This field displays the boost pressure. If a boost pres-sure sensor or wiring fault occurs, the status barbeneath this field turns yellow and displays a messageto fix the sensor or wiring.

NOTE: When a sensor or wiring fault is detected, thefield displays a default value, not the actual value.

“Bypass Position %”

• Panels: [F3], [F4]

This field displays the percent the bypass valve is open.The main purpose of the bypass control is to preventturbocharger surge. The bypass control is nonadjust-able.

“Cal Conditions”

• Panel: [F8]

Displays a list of conditions that must be inactive to per-form an O2 sensor calibration. A condition that is grayindicates that a condition is inactive, while a conditionthat is yellow indicates that a condition is active. Allconditions must be inactive (gray) to ensure that a reli-able and accurate calibration takes place during stable,normal operating conditions with minimum values forload and heater block temperature achieved.

– “MISFIRING:”Misfire has been detected through the ignitionmodule.

– “KNOCKING”Engine knock has been detected.

– “LOAD TOO LOW”Minimum load has not been reached. It isdesired to calibrate the O2 sensor near theload at which the engine will typically run.

– “O2 SNSR UNSTABLE”The O2 sensor signal is fluctuating too muchfor a reliable calibration, possibly due to a loadchange or other external factor.

– “BLOCK TEMP OUT OF RANGE”The heater block temperature is not at thenominal operating value for a reliable O2 cali-bration.

– “O2 SNSR INVALID”A problem has been detected with the O2 sen-sor reading.

– “O2 TOO LOW”The O2 level must be near the desired operat-ing range of the engine, and within limits of thesensor specifications, before a reliable calibra-tion can take place.

“Cal Loaded”

• Panel: [F10]

Displays if the calibration is loaded for the ECU. The“Calibration Loaded” field should always be green anddisplay “OK.” If this field is red and displays “NO,” con-tact your local Dresser Waukesha Distributor for tech-nical support.

“Cal Min Block Temp”

• Panel: [F8]

Displays the minimum temperature at which the O2heater block can be at to ensure an accurate O2 read-ing before calibrating the O2 sensor.

“Cal Min. IMAP”

• Panel: [F8]

Displays the minimum load, as indicated by intakemanifold pressure, to ensure an accurate O2 readingbefore calibrating the O2 sensor.

“Calibrate O2 Sensor”

• Panel: [F8]

This button is used to enter an external O2 value intothe system to calibrate the ESM O2 sensor. Thisshould only be done when “OK to Calibrate” is lit. Acorrect value must then be entered into the “Ext O2 forCal” field. This external O2 value would likely beobtained from a piece of test equipment sampling fromthe exhaust stack.

“Cool Down”

• Panel: [F3]

This field allows the user to program engine cooldown.Cooldown is the amount of time that the engine willcontinue to run after a normal shutdown is activated.Cooldown can be programmed from 0 to 10,800seconds (0 to 180 minutes). Cooldown is bypassedwhen an emergency shutdown is performed.

“Coolant Pressure”

• Panel: [F2]

This field displays the engine’s coolant pressure. Unitsare kPa (psi). If a coolant pressure sensor or wiringfault occurs, the status bar beneath this field turns yel-low and displays a message to fix the sensor or wiring.

NOTE: When a sensor or wiring fault is detected, thefield displays a default value, not the actual value.

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ESP PANEL AND FIELD DESCRIPTIONS

“Coolant Temp”

• Panels: [F2], [F3]

Displays the engine’s coolant temperature at the outletof the engine. Units are °C (°F). If a coolant tempera-ture sensor or wiring fault occurs, the status barbeneath this field turns yellow and displays a messageto fix the sensor or wiring.

NOTE: When a sensor or wiring fault is detected, thefield displays a default value, not the actual value.

“Differential Gain Adj”This functionality is not active on the 16V275GL.

• Panel: [F4]

User-programmable field to adjust differential gain by amultiplier of 0 – 1.100. Differential gain is a correctionfunction to speed error that is based on direction andrate of change. When an error exists between actualengine speed and engine speed setpoint, a differentialgain calibrated by Dresser Waukesha is multiplied tothe derivative of the speed error. This is done toincrease or decrease throttle response to correct orreduce speed error. Although the user can programthe differential gain multiplier with this field to fine-tunethrottle response, it is typically not adjusted. “Propor-tional Gain Adj” and “Integral Gain Adj” are also usedto correct speed error.

“Driven Equipment ESD”

• Panel: [F3]

User-programmable field for setting an overspeedshutdown value to protect driven equipment. Drivenequipment overspeed can be programmed from 0 to2200 rpm. If programmed driven equipment overspeedexceeds engine overspeed, the engine overspeedvalue takes precedence.For example: a 1500 rpm engine will have a fac-tory-programmed engine overspeed trip point of1605 rpm. If the driven equipment overspeed is set to1700 rpm, and the engine speed exceeds 1605 rpm,the engine will be shut down. If the driven equipmentoverspeed is set to 1100 rpm, and the engine speedexceeds 1100 rpm but is less than 1605 rpm, theengine will be shut down.

“Droop (%)”

• Panel: [F4]

User-programmable field for adjusting the percent ofdroop. Droop allows steady-state speed to drop asload is applied. Droop is expressed as a percentage ofnormal average speed. Droop can be programmedfrom 0 to 5%.

“ECU Hours”

• Panel: [F10]

Displays the number of hours the currently connectedECU has been in operation.

NOTE: This value does not necessarily represent theamount of hours the engine has been in operation.

“ECU Temp”

• Panel: [F10]

Displays the internal temperature of the ECU. Unitsare °C (°F). If the ECU temperature is too high, thestatus bar beneath the field turns yellow and displaysthe message “HIGH.” If the ECU temperatureincreases beyond the maximum recommended oper-ating temperature, ALM455 will become active.

“Engine Knocking”

• Panel: [F10]

This field alerts the user when knock is present in acylinder when timing is fully retarded. When knock issensed with at least one cylinder, the field turns yellowand displays “YES.” The user can determine which cyl-inder(s) is knocking by looking at the individual cylin-der timings displayed on the [F5] Ignition Panel. If noknock is present, the field is gray and displays “NO.”

“Engine Setpoint RPM”

• Panels: [F2], [F4], [F10]

Displays the engine speed (rpm) setpoint. The enginespeed setpoint is determined by a user input, not inter-nal calibrations. See Section 2.30 ESM Speed Gov-erning for more information on engine setpoints.

“Engine Speed RPM”

• Panels: [F2], [F3], [F4], [F5], [F8], [F10]

This field displays current engine speed in rpm.

Engine Status Bar

• Panel: [F2]

This field signals the user that an emergency shut-down is in process. When the engine is operating or isoff, the field remains deactivated (gray). If the engineshuts down due to an emergency, this field will turn redand display a message indicating an emergency shut-down is in process. When the shutdown is complete,the field deactivates (turns gray) and the shutdown isrecorded in the fault log history. However, the fieldremains active (in shutdown mode) if any E-Stop(emergency stop) switch on the engine is pushed in, orif a customer-supplied emergency switch is activated.

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“Engine Torque %”

• Panel: [F8]

This field displays the engine output as a percentageof rated torque.

“Estimated Power”

• Panel: [F2]

This field displays an approximation (±5%) of actualengine power in kW (BHP). The approximation isbased on ECU inputs and assumes correct engineoperation.

“Ext O2 for Cal”

• Panel: [F8]

This field is to enter an externally measured O2 valueto be used in conjunction with the “Calibrate O2 Sen-sor” operation. This external O2 value would likely beobtained from a piece of test equipment sampling fromthe exhaust stack.

“Faults Loaded”

• Panel: [F10]

Status field displaying if ECU has faults loaded. The“Faults Loaded” field should always be green and dis-play “OK.” If this field is red and displays “NO”, contactyour local Dresser Waukesha Distributor for technicalsupport.

“FT Intake Manifold Pressure”

• Panel: [F2]

This field displays the engine’s FronT intake manifoldpressure. Units are in kPa (in-Hg) absolute. If an intakemanifold pressure sensor or wiring fault occurs, thestatus bar beneath this field turns yellow and displaysa message to fix the sensor or wiring.

NOTE: When a sensor or wiring fault is detected, thefield displays a default value, not the actual value.

Fuel Composition

• Panel: [F8]

This control allows the user to enter the type of fuelbeing used, either from a generally known assessmentof incoming fuel, or a calorimeter sample. This infor-mation is used by calculations in the AFR Control rou-tine for more accurate control. The “Fuel Type” buttonallows the user to chose a predetermined fuel compo-sition. If “other” is selected as a fuel choice, use the“Manual Entry” button to bring up the Quick Edit win-dow where the separate fuel constituents can beentered manually.

“Fuel Pressure”

• Panel: [F2]

This field displays the engine’s fuel rail pressure. Unitsare in kPa (in-Hg) absolute. If a fuel rail pressure sen-sor or wiring fault occurs, the status bar beneath thisfield turns yellow and displays a message to fix thesensor or wiring.

NOTE: When a sensor or wiring fault is detected, thefield displays a default value, not the actual value.

“Heater Power”

• Panel: [F8]

This drop down box is used to turn power to the O2heater block either “On” or “Off” while the engine is notrunning. If “On” is selected from the drop-down box,the heater block will remain powered even if theengine is not running. If “Off” is selected from thedrop-down box, the heater block power will be offwhen the engine is not running.

NOTE: O2 heater block power is always on when theengine is running.

“High Idle”

• Panel: [F4]

User-programmable field for adjusting the high idlerpm. The high idle setting is used when the ratedspeed/idle speed digital input is high (8.6 – 36 volts)and “Remote RPM” is OFF. The high idle rpm can beprogrammed from 800 to 2200 rpm (not to exceed apreprogrammed maximum speed). Internal calibra-tions prevent the engine from running faster than ratedspeed +10%.

NOTE: Although customer connections determine therpm setpoint in variable speed applications, the highidle setting must be programmed to a “safe” value incase an out-of-range speed setpoint is detected or ifthe wire that enables remote rpm operation fails.

“High Voltage Adj.” and “High Voltage Limit”

• Panel: [F5]

These fields allow the user to view and adjust the highvoltage alarm limit setting. See Section 2.10 IgnitionSystem “Ignition Diagnostics” and Section 3.10 ESPProgramming “IPM-D Programming” for more informa-tion.

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ESP PANEL AND FIELD DESCRIPTIONS

“Idle”

• Panels: [F4], [F10]

This field indicates whether low idle rpm or high idlerpm is active. Low or high idle rpm is determined by acustomer digital input. When the input is low(< 3.3 volts), the field will display “LOW”. When theinput is high (8.6 – 36 volts), the field will display“HIGH.” See “High Idle RPM” on page 3.05-11 and“Low Idle RPM” on page 3.05-13 for values of high andlow idle.

“Ignition Alarm”

• Panel: [F10]

This field displays if the currently connected ECU isreceiving an alarm from the IPM-D because of one ofthe following:

– One or both of the E-Stop (emergency stop)switches on the side of the engine areengaged.

– The IPM-D is not receiving 24 volts.

– The IPM-D is not working correctly.

When one of these conditions exists, the field will turnyellow and display “ALARM.” If no problems exist, thefield is gray and displays “OK.”

“Ignition Enable”

• Panels: [F3], [F5], [F10]

This field signals when the IPM-D is enabled and isready to receive a signal from the ECU to fire eachspark plug. During the time the IPM-D is enabled, thefield is green and displays “ON.” During the time theignition is disabled, the field is gray and displays “OFF.”

“Ignition Energy”

• Panels: [F5], [F10]

This field displays the level of energy the IPM-D is fir-ing the spark plugs. The ignition level will either be at“Level 1” (low/normal) or at “Level 2” (high). SeeSection 2.10 Ignition System “Monitoring IgnitionEnergy Field” for more information.

“IGN TIMING” (Left Bank)

• Panel: [F5]

These fields display individual cylinder timing indegrees before top dead center (°BTDC).

“IGN TIMING” (Right Bank)

• Panel: [F5]

These fields display individual cylinder timing indegrees before top dead center (°BTDC).

“Intake Mnfld Temp”

• Panels: [F2], [F3]

This field displays the engine’s intake manifold temper-ature. Units are in °C (°F). If an intake manifold tem-perature sensor or wiring fault occurs, the status barbeneath this field turns yellow and displays a messageto fix the sensor or wiring.

NOTE: When a sensor or wiring fault is detected, thefield displays a default value, not the actual value.

“Integral Gain Adj”

• Panel: [F4]

User-programmable field for adjusting the integral gainby a multiplier between 0 – 1.102. Integral gain is acorrection function to speed error that is based on theamount of time the error is present. When an errorexists between actual engine speed and engine speedsetpoint, an integral gain calibrated by DresserWaukesha is multiplied to the integral of the speederror. This is done to increase or decrease throttleresponse to correct or reduce speed error. Althoughthe user can program the integral gain multiplier withthis field to fine-tune injector response, it is typicallynot adjusted. “Proportional Gain Adj” and “DifferentialGain Adj” are also used to correct speed error. Seespeed error correction equation under the descriptionfor “Proportion Gain Adj.”

“Knocking”

• Panel: [F5]

See “Engine Knocking” on page 3.05-10.

“Lambda Setpoint”

• Panel: [F8]

This field displays the current lambda setpoint. Thelambda setpoint is determined by the air-fuel ratio con-trol routine, and is derived from a table in the calibra-tion that is adjusted by other environmental andperformance factors. This value then converted to anO2 setpoint.

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ESP PANEL AND FIELD DESCRIPTIONS

“Load Inertia”

• Panel: [F4]

User-programmable field for programming the loadinertia value. By programming the load inertia or rotat-ing mass moment of inertia of the driven equipment,the governor gain is preset correctly, aiding rapidstartup of the engine. If this field is programmed cor-rectly, there should be no need to program gain adjust-ments (“Proportional Gain Adj,” “Integral Gain Adj,”and “Differential Gain Adj”). The rotating massmoment of inertia must be known for each piece ofdriven equipment and then added together. SeeSection 3.10 ESP Programming “Programming LoadInertia” for more information.

NOTE: Rotating moment of inertia is not the weight ormass of the driven equipment. It is an inherentproperty of the driven equipment and does not changewith engine speed or load. Contact the coupling and/ordriven equipment manufacturer for the moment ofinertia value.

“Low Idle RPM” and “Low Idle Adj”

• Panel: [F4]

These fields allow the user to view and program thelow idle rpm setting. The low idle setting is used whenthe rated speed/idle speed digital input is low(< 3.3 volts) and “Remote RPM” is OFF. The “Low IdleRPM” field displays the actual programmed low idlerpm setting. The blue “Low Idle Adj” field allows theuser to adjust the actual setting by entering a valuefrom -50 to +100 rpm. When an adjustment is entered,the actual “Low Idle RPM” is updated to reflect theadjustment.

NOTE: The low idle rpm cannot be set above the highidle rpm.

NOTE: Although customer connections determine therpm setpoint in variable speed applications, the lowidle setting must be programmed to a “safe” value incase an out-of-range speed setpoint is detected or ifthe wire that enables remote rpm operation fails.

“Low Voltage Adj.” and “Low Voltage Limit”

• Panel: [F5]

These fields allow the user to view and adjust the highvoltage alarm limit setting. See Section 2.10 IgnitionSystem “Ignition Diagnostics” and Section 3.10 ESPProgramming “IPM-D Programming” for more informa-tion.

“Lower Heating Value”

• Panel: [F8]

User-programmable field for setting the lower heatingvalue. Units are in MJ/Nm3 (Btu/scf). The lower heat-ing value (LHV) should be obtained through fuel analy-sis. This information is used by calculations in theair-fuel ratio control routine for more accurate control.

“Main Fuel On RPM” and “Main Fuel On RPM Adj”

• Panel: [F3]

These fields allow the user to view and program therpm at which the fuel valve is turned on. The green“Fuel On RPM” field displays the actual programmedrpm setting. The blue “Fuel On RPM Adj” field allowsthe user to adjust the actual setting by entering a valuefrom -50 to +100 rpm. When an adjustment is entered,the actual “Fuel On RPM” is updated to reflect theadjustment.

“Main Fuel Valve”

• Panels: [F3], [F10]

This field signals when the main fuel valve is engagedby the ECU. During the time the main fuel valve isengaged, the field is green and displays “ON”. Duringthe time the main fuel valve is disengaged, the field isgray and displays “OFF”.

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ESP PANEL AND FIELD DESCRIPTIONS

“Manual Mode Check Box”

• Panel: [F8]

This field allows the user to change the air-fuel ratiosystem mode of operation from automatic to manualmode. The “Stepper Operating Mode” field will changeto reflect the current operating mode that has beenselected. Normally the air-fuel ratio system operates inautomatic mode; however, the user can change thesystem to manual mode by checking the check box.While the engine is running, manual mode allows theuser to adjust stepper position using the arrow buttonsunder the “Stepper Position” field. When changed intomanual mode, the AFR system will not make auto-matic stepper adjustments; it will only move stepperposition with user adjustment. When engine is not run-ning, “Start Position” is used to adjust the stepperposition.

“Max Retard”

• Panels: [F5], [F10]

This field alerts the user when any cylinder’s timinghas reached the maximum retard in timing allowed. Ifany cylinder is at maximum retard, the field turns yel-low and displays “YES.” The user can determine whichcylinder(s) is at maximum retard by looking for the low-est individual cylinder ignition timing displayed on the[F5] Ignition Panel. When none of the cylinders are atmaximum retard, the field is gray and displays “NO.”

“Max/Min Stepper Position”

• Panel: [F8]

This field allows the user to program maximum andminimum stepper positions at various levels of intakemanifold pressure. By clicking on the “Max…” or“Min…” button, a programming table is opened. TheAFR system adjusts the stepper motor between twoprogrammable limits to maintain the AFR. By definingthe stepper motor adjustment range, the user canmaintain stable engine operation and set limits fortroubleshooting.

“Measured O2”

• Panel: [F8]

This field displays the dry O2% value, derived from themeasured wet O2% value.

“No Spark Adj.” and “No Spark Limit”

• Panel: [F5]

These fields allow the user to view and adjust the highvoltage alarm limit setting. See Section 2.10 IgnitionSystem “Ignition Diagnostics” and Section 3.10 ESPProgramming “IPM-D Programming” for more informa-tion.

“NOx”

• Panel: [F5]

This field allows the user to set the desired NOxemissions level (engine out at the exhaust stack) atwhich the engine will run. The field displays theprogrammed NOx level, not the actual level. Units arein g/BHP-hr or g/nm3 (n) @ 0° C, 101.25 kPa, 5% O2.The range that NOx can be programmed is 0.7 – 2.0g/BHP-hr (0.3 – 0.8 g/nm3). See Section 3.10 ESPProgramming “Programming NOx Level” for moreinformation.

NOTE: To correct for differences in the actualengine-out NOx emissions and that of theprogrammed NOx level, the user input should beadjusted in the appropriate direction until the actualengine-out emissions meet the user’s desired level(e.g., the NOx field may require a value of 1.5g/BHP-hr [0.6 mg/m3] to achieve 1.0 g/BHP-hr[0.4 mg/m3] NOx emissions at the exhaust stack).

“O2 Block Temperature”

• Panel: [F8]

The temperature of the O2 heater block as measuredby an RTD located in the block itself.

“O2 Cal Accept”

• Panel: [F8]

This field alerts the user if the O2 calibration is notaccepted. If the O2 calibration fails, the field turns yel-low and displays “NOT OK.” If the O2 calibration hasbeen accepted, the field is green and displays “OK.”

“O2 Cal Conditions”

• Panel: [F8]

This field indicates if it is OK to attempt an O2 sensorcalibration using the “Calibrate O2 Sensor” button. Thefield will display “OK TO CALIBRATE” when none ofthe “CAL CONDITIONS” are lit. If it is not OK, review“CAL CONDITIONS” fields to determine which errorsare present.

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ESP PANEL AND FIELD DESCRIPTIONS

“O2 Sensor”

• Panel: [F8]

This field displays the raw O2 sensor voltage outputbefore it is converted to O2%, and is provided as adiagnostic aid.

“O2 Setpoint”

• Panel: [F8]

This is the dry O2% setpoint derived from the “LambdaSetpoint”, and is the value the air-fuel ratio routine willseek to match with the measured O2%.

“Oil Pressure”

• Panels: [F2], [F3]

This field displays the engine’s oil pressure in the mainoil header. Units are kPa (psi).

“Oil Pressure Pre-filter”

• Panel: [F2]

This field displays the engine’s pre-filter oil pressure.Units are in kPa (in-Hg) absolute. If a pre-filter oil pres-sure sensor or wiring fault occurs, the status barbeneath this field turns yellow and displays a messageto fix the sensor or wiring.

NOTE: When a sensor or wiring fault is detected, thefield displays a default value, not the actual value.

“Oil Temp”

• Panel: [F2]

This field displays the engine’s oil temperature in themain oil header. Units are °C (°F). If an oil temperaturesensor or wiring fault occurs, the status bar beneaththis field turns yellow and displays a message to fix thesensor or wiring.

NOTE: When a sensor or wiring fault is detected, thefield displays a default value, not the actual value.

Percent Rated Load

• Panels: [F2], [F8]

This field displays an approximation of percent ratedload (torque). The approximation is based on ECUinputs and engine operating factors.

“Post Lube Time”

• Panel: [F3]

This field allows the user to program engine postlubetiming. Units are in seconds. Postlube timing can be pro-grammed from 0 – 10,800 seconds (0 – 180 minutes).

“Pre/Post Lube”

• Panel: [F3]

This field signals when the oil pump is engaged and iseither in pre or postlube. During the time the prelubeoil pump is engaged, the field is green and displays“ON”. During the time the prelube oil pump is disen-gaged, the field is gray and displays “OFF”.

“PreCh Fuel On RPM” and “PreCh Fuel On RPMAdj”

• Panel: [F3]

These fields allow the user to view and program therpm at which the prechamber fuel valve is turned on.The green “PreCh Fuel On RPM” field displays theactual programmed rpm setting. The blue “PreCh OnRPM Adj” field allows the user to adjust the actual set-ting by entering a value from -50 to +300 rpm. Whenan adjustment is entered, the actual “Pre Ch On RPM”is updated to reflect the adjustment.

“Prechamber Fuel Valve”

• Panels: [F3], [F10]

This field signals when the prechamber fuel valve isturned on. During the time the prechamber fuel valveis engaged, the field is green and displays “ON”. Dur-ing the time the prechamber fuel valve is disengaged,the field is gray and displays “OFF”.

“PreLube Time” and “PreLube Timer”

• Panel: [F3]

The “PreLube Time” field allows the user to programengine prelube timing. Units are in seconds. Prelubetiming can be programmed from 0 – 10,800 seconds(0 – 180 minutes). The “PreLube Timer” field will dis-play the remaining time left for a prelube event.

For example: if 300 seconds has been entered inthe “PreLube Time” field, the “PreLube Timer”field will display zero until a start is requested.After the start request, the prelube timer will startcounting down from 300 seconds.

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ESP PANEL AND FIELD DESCRIPTIONS

“Proportion Gain Adj”

• Panel: [F4]

User-programmable field for adjusting the proportionalgain by a multiplier of 0.500 – 1.050. Proportional gainis a correction function to speed error that is propor-tional to the amount of error. When an error existsbetween actual engine speed and engine speed set-point, a proportional gain calibrated by DresserWaukesha is multiplied to the speed error. This is doneto increase or decrease throttle response to correctspeed error. Although the user can program the pro-portional gain multiplier with this field to fine-tuneinjector response, it is typically not adjusted. “IntegralGain Adj” and “Differential Gain Adj” are also used tocorrect speed error.

“Proportional Sync”

• Panel: [F4]

User-programmable field for adjusting proportionalsynchronous gain by a multiplier of 0.500 – 1.050. Pro-portional synchronous gain is a correction function tospeed error that is proportional to the amount of error.Proportional synchronous gain is a lower multiplierthan proportional gain because of the need to syn-chronize to the electric grid. When an error existsbetween actual engine speed and engine speed set-point, a Dresser Waukesha-calibrated proportionalsynchronous gain is multiplied to the speed error. Thisis done to increase or decrease throttle response tocorrect speed error. Although the user can programthe proportional synchronous gain multiplier with thisfield to fine-tune throttle response, it is typically notadjusted. “Integral Gain Adj” and “Differential Gain Adj”are also used to correct speed error.

“Purge Time”

• Panel: [F3]

This field allows the user to program the amount oftime after first engine rotation that must expire beforethe fuel valve and ignition are turned on. Units are inseconds.

NOTE: Although purge time can be programmed from0 to 1800 seconds (30 minutes), a purge time greaterthan 20 seconds will prevent the engine from starting.

“Remote RPM”

• Panels: [F4], [F10]

This field displays if remote rpm is currently active.Remote rpm is determined by a customer digital input.When the input is high (8.6 – 36 volts), remote rpm isactive, turning this field green and displaying “ON.”During the time the remote rpm input is low(< 3.3 volts), remote rpm is inactive, turning this fieldgray and displaying “OFF.” When remote rpm is inac-tive, engine speed is based on the current “Idle” stateand the corresponding values in “High Idle RPM” and“Low Idle RPM” fields.

“Remote RPM Setpoint”

• Panel: [F4]

This field displays the remote rpm setpoint if theremote rpm input 4 – 20 mA (0.875 – 4.0 V) is active.The setpoint is only displayed in mA.

“Reset Wastegate Learning Table”

• Panel: [F11]

This button opens a dialog box that allows the user toreset the BYC Boost tables.

“Slave ID”

• Panel: [F11]

This field allows the user to program a unique identifi-cation number for each ECU (up to 32) on a multi-ECUnetworked site. The identification number that can beprogrammed can range from 1 to 247. By program-ming an identification number, the user can communi-cate to a specific ECU through MODBUS® using asingle MODBUS® master when multiple ECUs are net-worked together.

“SPARK REF #”

• Panel: [F5]

These fields display the spark reference number foreach cylinder. The spark reference numbers can beused to represent spark plug electrode wear (gap) andcan be monitored and trended to predict the time ofspark plug failure. See Section 2.10 Ignition System“Ignition Diagnostics” for more information.

NOTE: When checking faults in ESP, the cylindernumber is in firing order. For example, if #5 cylindertriggers an alarm for having a worn-out spark plug, theuser should check the spark plug of the 5th cylinder inthe firing order. View the [F11] Advanced Panel forfiring order information.

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ESP PANEL AND FIELD DESCRIPTIONS

“Start Position”

• Panel: [F8]

User-programmable field for setting the AGR stepsduring starting.

“Starter”

• Panels: [F3], [F10]

This field signals when the starter motor is engaged.The starter motor is engaged based on “Starter OffRPM” and “Purge Time” settings. During the time thestarter motor is engaged, the field is green and dis-plays “ON.” During the time the starter motor is disen-gaged, the field is gray and displays “OFF.”

“Starter Off RPM Adj” and “Starter Off RPM”

• Panel: [F3]

These fields allow the user to view and program therpm at which the starter motor is turned off. The“Starter Off RPM” field displays the actual pro-grammed rpm setting. The blue “Starter Off RPM Adj”field allows the user to adjust the actual setting byentering a value from 0 to +100 rpm. When an adjust-ment is entered, the actual “Starter Off RPM” isupdated to reflect the adjustment.

“Starting Signal”

• Panel: [F3]

This field shows the current state of the digital startsignal, a digital input to the ECU. When the start signalis high (8.6 – 36 volts), this field is green and displays“ON.” When the start signal is low (<3.3 volts), this fieldis gray and displays “OFF.”

“Stats Loaded”

• Panel: [F10]

Status field displaying if ECU has statistics loaded.The “Stats Loaded” field should always be green anddisplay “OK.” If this field is red and displays “NO,” con-tact your local Dresser Waukesha Distributor for tech-nical support.

“Stepper Motor Setup”

• Panel: [F8]

This field allows the user to select the correct steppermotor for the regulator application. The correct steppershaft must be programmed so the air-fuel systemknows the stepper motor range. The short shaft step-per has 5,800 steps; the long shaft stepper has20,000 steps.

NOTE: The 16V275GL uses the short shaft steppermotor.

“Stepper Operating Mode”

• Panel: [F8]

“Start” – Indicates that the stepper is in the start posi-tion as set by the user for engine starting. When theengine goes from the starting to the running state, thisindicator will turn off. The stepper will remain at thestart position if in manual mode, or until the controllergoes closed loop in the automatic mode.

“Automatic” – Indicates that the control is in automaticmode (the “Manual Mode Check Box” is not checked),and the stepper will be active when closed looprequirements are met.

“Manual” – Indicates that the control is in manualmode (the “Manual Mode Check Box” is checked), andthe stepper will only move when the user requestsmovement using the stepper position movement but-tons. Manual mode will only function when the engineis running.

“Stepper Position”

• Panel: [F8]

This field displays the current position of the steppermotor. Located under this field are buttons used toadjust the stepper position while the engine is running.

“Sync RPM”

• Panel: [F4]

This field allows the user to program a synchronizedrpm to allow easier synchronization to the electric grid.The rpm programmed in this field is added to theengine setpoint rpm. The synchronous rpm can beprogrammed from 0 to 64 rpm.

1) Decrease Stepper Position by 200

4) Increase Stepper Position by 25

2) Decrease Stepper Position by 25

5) Increase Stepper Position by 200

3) Set Stepper to the Home Position

Figure 3.05-1. Stepper Position Adjustment Buttons

1

2

3

4

5

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ESP PANEL AND FIELD DESCRIPTIONS

“System”

• Panel: [F10]

This field alerts the user when the ESM activates ashutdown. During an ESM shutdown, the field turnsred and displays “E-SHUTDOWN.” When this fieldindicates E-SHUTDOWN, a 24 VDC signal to the cus-tomer is provided through the Customer Interface Har-ness. When the engine is not in an emergencyshutdown mode, the field is gray and displays “OK.”

“Throttle Feedback”

• Panel: [F4]

This field displays the throttle actuator’s position inmA. 4 mA = 0%; 20 mA = 100%.

“Throttle Position %”

• Panels: [F3], [F4]

This field displays throttle position in terms of the per-centage the throttle valve is open.

“Throttle Reserve”

• Panels: [F2], [F3], [F4]

This field displays the engine’s pressure differentialacross the carburetor and throttle plate. Units are inkPa (in-Hg) absolute.

“User ESD”

• Panels: [F3], [F5], [F10]

This field signals that an emergency shutdown is inprocess based on a customer input. During an emer-gency shutdown, the field is red and signals the userthat an emergency stop is active by displaying“E-STOP.” When “E-STOP” is displayed, the enginecannot be restarted. When the engine is not in anemergency shutdown mode, the field is gray and dis-plays “RUN.”

“User RUN/STOP”

• Panels: [F3], [F10]

This field signals that a normal shutdown is in processbased on customer input. During a normal shutdown,the field is red and displays “STOP.” When “STOP” isdisplayed, the engine cannot be restarted. When theengine is not in a shutdown mode, the field is gray anddisplays “RUN.”

“User WKI”

• Panel: [F5]

User-programmable field for entering the WaukeshaKnock Index (WKI) value of the fuel. This field must beprogrammed by the user for proper engine operation.See Section 2.15 Knock Detection “Waukesha KnockIndex (WKI)” for more information.

“User WKI in Use”

• Panel: [F5]

This field displays the Waukesha Knock Index (WKI)value and indicates whether WKI value used by theESM is based on the user-defined value programmedin “User WKI” or is remotely inputted to the ECU usinga 4 – 20 mA optional user input. When the WKI valueis programmed in ESP, the field indicates “User WKI inUse.” When the WKI value is being inputted in realtime through the optional analog user input, the fieldindicates “Remote WKI in Use.”

“Wastegate Position %”

• Panels: [F3], [F4]

This field displays the percentage that the wastegatevalve is open.

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SECTION 3.10

ESP PROGRAMMING

INITIAL ENGINE STARTUP

When an engine is being prepared for first-time use,the following programming procedure should be donein the order shown.

NOTE: Read and understand all information inSection 2.00 System Power and Wiring, Section 3.00Introduction to Electronic Service Program (ESP), andSection 3.05 ESP Panel and Field Descriptions beforebeginning initial engine startup.

WARNINGDo not install, set up, maintain, or operate anyelectrical components unless you are a technicallyqualified individual who is familiar with the electri-cal elements involved. Electrical shock can causesevere personal injury or death.

1. Visually inspect the ESM installation to be surethat all wiring conforms to the requirements of thismanual, local codes, and regulatory bodies. Refer toSection 2.00 System Power and Wiring for wiring andpower specifications.

2. Apply power to the ESM.

3. Using a digital voltmeter, measure the voltagebetween the power terminals in the Power DistributionJunction Box. Verify that the power supply voltage iswithin the specification provided in Section 2.00 Sys-tem Power and Wiring.

4. Install ESP to the PC that will be connected to theECU (Engine Control Unit). See Section 3.00 Introduc-tion to Electronic Service Program (ESP) “InstallingESP From CD”.

5. Connect PC to the ECU and start ESP. SeeSection 3.00 Introduction to Electronic Service Pro-gram (ESP) “Connecting PC to ECU”.

6. Start ESP and go through each ESP panel. Deter-mine what fields need to be programmed based onuser preference and engine performance (such as pre-postlube, high and low idle).

7. Program “User WKI” field on the [F5] IgnitionPanel. This field must be programmed for properengine operation. See Section 2.15 Knock Detection“Waukesha Knock Index (WKI)” for more information.

8. Program “Load Inertia” field on the [F4] GovernorPanel. This field must be programmed for properengine operation. See “Programming Load Inertia” onpage 3.10-14.

9. Program “NOx” level field on the [F5] IgnitionPanel. See Section 2.30 ESM Speed Governing formore information.

10. Program Alarm and Shutdown Setpoints on the[F11] Ignition Panel. See “Programming Alarm andShutdown Setpoints” on page 3.10-16.

11. Perform a manual actuator calibration. See “Actua-tor Calibration” on page 3.10-5.

12. Program the following fields on the [F4] GovernorPanel:

• “High Idle”

• “Low Idle”

NOTE: Not all fields may need to be programmeddepending on the speed governing mode. SeeSection 2.30 ESM Speed Governing for moreinformation on governing modes.

13. Program the following IPM-D diagnostic fields onthe [F5] Ignition Panel (see “IPM-D Programming” onpage 3.10-17):

• “High Voltage Adjustment”

• “Low Voltage Adjustment”

• “No Spark Adjustment”

14. Perform Air-Fuel Ratio setup. See “Air-Fuel RatioProgramming” on page 3.10-17.

15. Save values to permanent memory. If power isremoved without saving values, they will be deleted.See “Saving to Permanent Memory” on page 3.10-3.

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16. Start engine. Observe engine performance andmake changes as necessary. Refer to latest edition ofWaukesha 16V275GL Operation and MaintenanceManual for proper engine startup procedure.

17. Save all changes to permanent memory.

18. Take screen captures of all ESP panels and savefor future reference.

NOTE: Screen captures of the currently activewindow can be taken by pressing [ALT+[Print Screen]keys on your keyboard. This saves the image to theclipboard where it can be pasted into most imageediting software.

BASIC PROGRAMMING IN ESP

The ECU is designed to be used with various DresserWaukesha engine families and configurations. Conse-quently, it must be tailored to work with site-specificinformation. This is achieved by calibrating (program-ming) an ECU with information that is appropriate forthe engine and the site-specific application.

The ECU is programmed for the engine, using theESP software on a PC at the engine site. AlthoughESP is saved on a PC, all programmed information issaved to, and resides in, the ECU. You do not need tohave a PC connected with ESP running to operatean engine with ESM.

Programming in ESP is done by placing ESP into anediting mode. Once in the editing mode, the user isable to edit the programmable (blue) fields.

The following procedure details a typical editing ses-sion:

1. Click on the “Start Editing” button located on thebutton bar. While in editing mode, the button will read“Stop Editing – Currently Editing.”

Figure 3.10-1. Start Editing Button

2. Locate the programmable field to change anddouble-click the field or highlight the value to beedited.

3. Enter the new value. Note the following:

• Most fields are programmed by entering the desiredvalue within the highest/lowest allowable value forthat field. If the value entered exceeds the program-mable limits, the field will default to the highest/low-est allowable value for that field.

• Some fields are programmed by entering an adjust-ment value (±) to the default value. The bottom field(green) displays the actual programmed value. Thetop (blue) field allows the operator to adjust theactual value by entering a negative or positive off-set. When an adjustment is entered, the default fieldupdates to reflect the adjustment. If you want toreturn to the original default value, program theadjustment field to zero.

Figure 3.10-2. Example of Programming an Offset

NOTE: The contents of temporary memory are lostwhenever power to the ECU is removed or on engineshutdown.

NOTE: Since an entered value is active as soon as[Enter] is pressed, it is possible that you will notice abrief engine disruption as the engine adjusts to thenew value. If a new value could cause brief enginedisruption, a dialog box will appear requestingconfirmation that this is acceptable. If this isacceptable, click “OK” to continue. If a brief enginedisruption is not acceptable, click “Cancel” to return toESP with the field set back to the previous value.

Figure 3.10-3. WED Calibration Tool Dialog Box

View Faults Manual ActuatorCalibration

Reset Status LEDs

Version Details

Start Logging All

Stop Logging All

Send Calibration toECU

Change Units

Save to ECU

Start Editing

Undo Last Change

Undo All Changes

Start Editing

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4. Once the new value is entered, press [Enter].Once [Enter] is pressed, the new value becomes“active,” meaning the ECU is using the new value tooperate the ESM. The new value, however, is tempo-rarily saved in the ECU.

5. Edit other fields as necessary.

6. When all values are entered, click the “Stop Edit-ing” button. While the editing mode is OFF, the buttonwill read “Start Editing.”

Figure 3.10-4. Stop Editing - Currently Editing Button

7. Observe engine performance. Make modificationsas necessary.

8. Save changes to permanent memory if desired.See “Saving to Permanent Memory” for instructions.

SAVING TO PERMANENT MEMORY

Once all programming is done, it will be necessary tosave edited values to the ECU’s permanent memory.

The ECU contains both volatile (temporary) randomaccess memory (RAM) and non-volatile (permanent)random access memory (NVRAM).

When a programmable value is edited in ESP, it isstored in the ECU’s temporary memory. This allowsthe user to evaluate changes made to the ECU beforesaving the values to the ECU’s permanent memory.The contents of RAM will be lost if the ECU losespower, but are unaffected if the PC loses power or isdisconnected from the ECU.

To permanently save programmed values, the usermust initiate a “Save to ECU.” The new values are thensaved permanently to NVRAM. When values aresaved to NVRAM, the information is not lost whenpower to the ECU is removed. Once the values aresaved to permanent memory, the previous save to per-manent memory cannot be retrieved. The user cansave unlimited times to ECU NVRAM.

To save to permanent memory:

1. Click the “Save to ECU” button on the button bar.

Figure 3.10-5. Save to ECU Button

2. Select the appropriate response in the “Commit ToPermanent Memory” dialog box. Click “Yes” to save topermanent memory, or click “No” to return to ESPwithout saving to permanent memory.

Figure 3.10-6. Commit To Permanent Memory Dialog Box

EXITING ESP WITHOUT SAVING

If you exit ESP without saving to the ECU, the “Shut-ting Down ESP...” dialog box appears with four options:

• “Save Changes to ECU”

• “Keep Changes in Temporary Memory”

• “Discard All Changes Since Last Save”

• “Cancel”

Figure 3.10-7. Shutting Down ESP Dialog Box

Stop Editing -Currently Editing

View Faults Manual ActuatorCalibration

Reset Status LEDs

Version Details

Start Logging All

Stop Logging All

Send Calibration toECU

Change Units

Save to ECU

Stop Editing -Currently Editing

Undo Last Change

Undo All Changes

View Faults Manual ActuatorCalibration

Reset Status LEDs

Version Details

Start Logging All

Stop Logging All

Send Calibration toECU

Change Units

Save to ECU

Stop Editing -Currently Editing

Undo Last Change

Undo All Changes

Save to ECU

Commit To Permanent Memory

Yes No

Are you sure you want to save changes to permanent memory?

Shutting Down ESP....

Save Changes to ECU

Keep Changes in Temporary Memory

Discard All Changes Since Last Save

Cancel

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Save Changes to ECU

Click “Save Changes to ECU” button to save allchanges to permanent memory in the ECU before exit-ing. When asked if you want to “Commit To PermanentMemory,” click “Yes” if this the intended action; other-wise click “No” to return to ESP.

Figure 3.10-8. Commit To Permanent Memory Dialog Box

Keep Changes in Temporary Memory

Click “Keep Changes in Temporary Memory” button tosave all changes in temporary memory in the ECU.You will be able to close ESP and disconnect the PCfrom the ECU while keeping all changes; however,changes will be lost if power to the ECU is removed orthe engine is shut down. Read the information on thedialog box that appears and click “Continue” if this isthe intended action; otherwise click “Cancel” to returnto ESP.

Figure 3.10-9. IMPORTANT! Temporary Memory Warning Dialog Box

Discard All Changes Since Last Save

Click “Discard All Changes Since Last Save” button toreset the ECU to the programmed parameters thatwere last saved to permanent memory in the ECU.Since all the “active” values used by the ECU will bereset to those last saved, it is possible that you willnotice a brief engine disruption as the engine adjuststo the new values. When asked if you want to discardall changes, click “Continue” if this the intended action;otherwise click “Cancel” to return to ESP.

Figure 3.10-10. IMPORTANT! Discarding Changes Dialog Box

Cancel

Click the “Cancel” button to cancel exiting from ESP.Any values in temporary memory will remain in tempo-rary memory.

SENDING CALIBRATIONS TO ECU

1. Save the e-mailed calibration to the folder of thelocal hard drive on the computer used for ESP com-munication with the ECU.

2. Start ESP.

3. On the button bar click “Version Details”, and verifythat the Software Version and Engine Type match withthe information provided with the downloaded calibra-tion.

Figure 3.10-11. Version Details Button

IMPORTANT! If either of the provided version num-bers differs from the Version Details window, do notproceed any further and contact Dresser Waukesha toreceive the correct calibration for your engine. If theSoftware Version and Engine type of the calibration donot match, sending it to the ECU will result in a non-functional ECU. There is no undo with this procedureand the only way to correct the calibration is to get areplacement calibration from Dresser Waukesha thatis compatible with the ECU.

NOTE: It is recommended that a screen capture ofthe Version Details screen is saved prior to sending anew calibration to ECU.

Commit To Permanent Memory

Yes No

Are you sure you want to save changes to permanent memory?

Continue Cancel

Changes kept in temporary memory will re-set on engine shutdown. It is not recom-mended to keep changes in temporarymemory when the engine is running unat-tended. When temporary memory is reset,the values in ECU permanent memory areactivated.

IMPORTANT!

Continue Cancel

Discarding all changes could temporarilyaffect the operation of the engine

IMPORTANT!

View Faults Manual ActuatorCalibration

Reset Status LEDs

Version Details

Start Logging All

Stop Logging All

Send Calibration toECU

Change Units

Save to ECU

Stop Editing -Currently Editing

Undo Last Change

Undo All Changes

Version Details

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4. In the Title Bar (top of window), or in the VersionDetails screen, note the “Calibration Part Number” thatis currently being used for the ECU.

Figure 3.10-12. Version Details Screen

5. Close Version Details window and on the buttonbar, click “Send Calibration to ECU”.

6. Browse to the location where the new calibrationwas saved from Step 1. Click filename and select“open” to send the new calibration to the ECU.

7. Once the calibration is finished being sent, closeESP.

8. Restart ESP, and in the Title Bar (top of window),verify that the “Calibration Part Number” that is cur-rently being used for the ECU has been updated.

9. Check faults to ensure there are no new alarms orshutdowns activated.

ACTUATOR CALIBRATION

To work correctly, the ESM must know the fully closedand fully open end points of the throttle, wastegate,and bypass actuator movement. To establish the fullyclosed and fully open end points, the actuators mustbe calibrated.

NOTE: On initial engine startup, perform a manualcalibration of the actuators.

A manual calibration can be performed when theengine is not rotating and after postlube and theESM’s post-processing is complete. If an emergencyshutdown is active, a manual calibration cannot becompleted.

To perform a manual actuator calibration, complete thefollowing:

1. Shut down engine, but do not remove power fromthe ECU.

2. View each of the ESP panels. If any E-Stop fieldsor shutdown fields are active (shown in red), you willnot be able to perform a manual calibration until theyare corrected. Refer to Section 4.00 Troubleshootingfor information on how to troubleshoot the ESM.

3. View the [F4] Governor Panel in ESP.

Figure 3.10-13. [F4] Governor Panel

4. Click on the “Manual Actuator Calibration” buttonon the button bar.

Figure 3.10-14. Manual Actuator Calibration Button

5. Click “Yes” on the confirmation dialog box to beginthe auto calibration procedure.

View Faults Manual ActuatorCalibration

Reset Status LEDs

Version Details

Start Logging All

Stop Logging All

Send Calibration toECU

Change Units

Save to ECU

Start Editing

Undo Last Change

Undo All Changes

Manual ActuatorCalibration

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6. If the engine is stopped and has completed post-lube and post-processing, a dialog box appears, veri-fying the ESM is ready to perform the calibration. Click“OK.”

NOTE: If the engine has not stopped or is not ready toperform a manual calibration, a dialog box appears,providing the reason for not doing the manualcalibration. Click “OK.” Wait a few minutes beforeattempting manual calibration.

7. During the calibration process, several messagesappear, indicating that the actuators are being cali-brated.

NOTE: The “Bypass Position%” and “WastegatePosition %” gauges will not move on the screen duringautocal.

8. Observe the actuator lever and the actuator shaftas the “Throttle Position” field displays actuator move-ment.

What is observed on the engine and what is displayedin the field should match. You should observe theThrottle Position needle move from 0 to 100% in largesteps.

Note the following:

• If the actuator movement does not follow the needlemovement listed, troubleshoot the ESM by followingthe remedies provided in E-Help. Refer toSection 4.00 Troubleshooting for information on howto troubleshoot the ESM using E-Help.

• If your observations show no movement with eitherthe actuator or ESP, troubleshoot the ESM by follow-ing the remedies provided in E-Help. Refer toSection 4.00 Troubleshooting for information on howto troubleshoot the ESM using E-Help.

• If the needle in the “Throttle Position” field does notmove but the actuator on the engine does, the“Throttle Error” field on the [F4] Governor Panelshould be yellow and display “YES,” indicating anactuator error. Refer to Section 4.00 Troubleshoot-ing for information on how to troubleshoot the ESMusing E-Help.

• If the needle in the “Throttle Position” field doesmove but the actuator on the engine does not, itcould be an internal error in the ECU or a corruptESP. Contact your local Dresser Waukesha Distribu-tor for technical support.

NOTE: If the ESM detects a fault with the actuator, the“Throttle Error” field on the [F4] Governor Panel shouldbe yellow and display “YES,” indicating an actuatorerror. Refer to Section 4.00 Troubleshooting forinformation on how to troubleshoot the ESM usingE-Help.

9. Confirmation appears when the calibration is com-plete. Click the “OK” button to continue.

NOTE: When confirmation appears, it simply meansthat the ESM is done calibrating the actuator, but doesnot indicate whether or not the calibration wassuccessful. You must observe actual actuatormovement.

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RESET STATUS LEDS ON ECU

When an ESM fault is corrected, the fault disappearsfrom the ESP active fault log and the ESP screens willno longer indicate an alarm.

However, the yellow and/or red status LED(s) on theECU will remain flashing the fault code(s) even afterthe fault(s) is cleared.

The code will continue to flash on the ECU until one ofthe following actions is taken:

• Reset the LED(s) using ESP

• Restart the engine

To reset the LED(s) using ESP, click “Reset StatusLEDs” located on the button bar.

Figure 3.10-15. Reset Status LEDs Button

LOGGING SYSTEM PARAMETERS

All active system parameters can be logged usingESP for a user-determined period of time. The file thatis saved is a binary file (file extension .AClog) thatmust be converted or extracted into a usable file for-mat. Using the Log file Processor program installedwith ESP, the binary file can be converted into a TabSeparated Value File (.TSV) readable with Microsoft®

Excel or the file can be converted into a text file (.TXT).Once the data is readable as a .TSV or .TXT file, theuser can review, chart, and/or trend the data logged asdesired. Complete the following:

1. In ESP, click on the “Start Logging All” buttonlocated on the button bar. A file will automatically becreated on the PC’s hard drive with the engine databeing logged.

NOTE: The “Start Logging All” and the “Stop LoggingAll” buttons cannot be active at the same time. Whenone is active, the other becomes inactive.

Figure 3.10-16. Start Logging All Button

NOTE: Allow the engine to run while the data is beinglogged. It is recommended that 1– 2 hours be themaximum amount of time that is allowed to log data toavoid creating a file too large to open with applicationsthat have a minimum number of columns/rows, suchas Microsoft® Excel.

2. When you want to stop logging data, click the“Stop Logging All” button.

Figure 3.10-17. Stop Logging All Button

View Faults Manual ActuatorCalibration

Reset Status LEDs

Version Details

Start Logging All

Stop Logging All

Send Calibration toECU

Change Units

Save to ECU

Stop Editing -Currently Editing

Undo Last Change

Undo All Changes

Reset Status LEDs

View Faults Manual ActuatorCalibration

Reset Status LEDs

Version Details

Start Logging All Send Calibration toECU

Change Units

Save to ECU

Stop Editing -Currently Editing

Undo Last Change

Undo All Changes

Start Logging All

Stop Logging AllStop Logging All

Stop Logging AllStop Logging All

View Faults Manual ActuatorCalibration

Reset Status LEDs

Version Details

Send Calibration toECU

Change Units

Save to ECU

Stop Editing -Currently Editing

Undo Last Change

Undo All ChangesStop Logging All

Stop Logging All

Start Logging AllStart Logging All

Start Logging AllStart Logging All

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3. Start the ESP Log File Processor program by oneof the following methods.

• Double-click the Log File Processor shortcut onyour desktop. If ESP is open, you will need to mini-mize the screen to access the shortcut.

• From the Windows® taskbar, click Start → All Pro-grams → Waukesha Engine Controls → EngineSystem Manager (ESM) → Log File Processor.

4. Determine whether you would like to convert thefile into a .TXT file that can be opened in Microsoft®

Word or another word processing program, or if youwould like to extract the file into a .TSV file that can beopened and charted in Microsoft® Excel or anotherspreadsheet program.

• If you want to create a .TXT file, continue with “Cre-ate Text File.”

• If you want to create a .TSV file, continue with“Create .TSV File.”

CREATE TEXT FILE

The following steps explain how to extract a logged file(a file with the extension .AClog) into a .TXT file thatcan be opened in Microsoft® Word or another wordprocessing program.

1. Start the Log File Processor program and click the“Create Text File” button.

Figure 3.10-18. Log File Processor

2. Select the folder that contains the log file to con-vert and click the “Open” button.

NOTE: All log files are saved to a directory. Typically,this directory is located at C:\Program File\Esm\Logs.Within the directory “Logs” there is a subdirectory (orsubdirectories) named with the engine serial number.The log file is saved in the subdirectory of theappropriate engine.

Figure 3.10-19. Open File Dialog Box

3. Select the desired .AClog file to be converted andclick “Open.” This will begin the conversion process.

Figure 3.10-20. Open File Dialog Box

4. View the “Status Information” box and verify thatthe conversion was successful (see Figure 3.10-21).

ENGINE SERIAL NUMBER SUBDIRECTORY

.ACLOG FILE TO BE CONVERTED

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Figure 3.10-21. Log File Processor

5. Close the Log File Format Extractor dialog box byclicking “X” in the upper right corner. The Log File Pro-cessor program is now closed.

6. Using Microsoft® Word or another word processingprogram, open the .TXT file that has been created.The text file will be in the same subdirectory asthe .AClog file. Select the desired .TXT file to beopened and click “Open.”

NOTE: If the word processing program being useddoes not show the .TXT file, try changing the “Files oftype:” to read “All Files.”

7. Review logged data.

Figure 3.10-22. Sample Logged Data Text File

CREATING .TSV FILE

The following steps explain how to extract a logged file(a file with the extension .AClog) into a .TSV file thatcan be opened in Microsoft® Excel and charted.

1. Start the Log File Processor program and click the“Create Excel Column” button.

Figure 3.10-23. Log File Processor

2. Select the folder that contains the log file to con-vert and click the “Open” button.

NOTE: All log files are saved to a directory. Typically,this directory is located at C:\Program File\Esm\Logs.Within the directory “Logs” there is a subdirectory (orsubdirectories) named with the engine serial number.The log file is saved in the subdirectory of theappropriate engine.

Figure 3.10-24. Open File Dialog Box

3. Select the desired .AClog file to be converted andclick “Open.” This will begin the conversion process.

STATUS INFORMATION

ENGINE SERIAL NUMBER SUBDIRECTORY

FORM 6331 First Edition 3.10-9

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Figure 3.10-25. Open File Dialog Box

4. The Log File Processor program will extract thefiles. The Log File Format Extractor dialog box will indi-cate to you when the extraction is complete.

Figure 3.10-26. Log File Processor

5. Close the Log File Format Extractor dialog box byclicking “X” in the upper right corner. The Log File Pro-cessor program is now closed.

6. Using Microsoft® Excel or another spreadsheetsoftware program, open the .TSV file that was just cre-ated. The .TSV file will be in the same subdirectory asthe .AClog file. Select desired .TSV to be opened andclick “Open.”

NOTE: If the spreadsheet program being used doesnot show the .TSV file, try changing the “Files of type:”to read “All Files.”

Figure 3.10-27. Sample Logged Data .TSV File

7. Using Microsoft® Excel, you can then plot or chartthe logged parameters. Refer to Microsoft® Excel soft-ware documentation for instruction on creating chartsand graphs.

Figure 3.10-28. Sample of Charted Logged Data

CHANGING UNITS – U.S. OR METRIC

Units in ESP can be viewed in either U.S. or metricmeasurement units. To change units displayed on ESPpanels, complete the following:

1. In ESP, click on the “Change Units” button on thebutton bar.

Figure 3.10-29. Change Units Button

2. Select the unit type to be displayed in ESP: “Metric” or “US.”

.ACLOG FILE TO BE CONVERTED

STATUS INFORMATION

View Faults Manual ActuatorCalibration

Reset Status LEDs

Version Details

Start Logging All Send Calibration toECU

Change Units

Save to ECU

Stop Editing -Currently Editing

Undo Last Change

Undo All Changes

Change Units

Stop Logging AllStop Logging All

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Figure 3.10-30. Select Units Dialog Box

3. Click “OK.” All the field values on each panel willbe shown in the selected units.

PROGRAMMING REMOTE ECU FOR OFF-SITE PERSONNEL

INTRODUCTION

This procedure explains how to connect a modem toan ECU for remote programming at your site. DresserWaukesha’s Remote Programming Modem Tool Kit(P/N 489943) is required. The ECU is remotely pro-grammed using two modems: one modem at the fac-tory and one at your site. This procedure works foreither a blank (non-programmed) ECU or a previouslyprogrammed ECU. Once your connections are com-plete, the Dresser Waukesha Parts Department willdownload the program to the ECU.

MODEM SETUP

1. Remove modem from package.

2. Place modem in Auto Answer mode by setting dipswitches on back of modem as shown (seeFigure 3.10-31). Dip switches must be set so switches3 and 8 are ON (down) and all others are OFF (up).

Figure 3.10-31. Setting Dip Switches on Modem

NOTE: Refer to Figure 3.10-32 and Figure 3.10-33 forthe following steps.

3. Plug the circular connection on the ECU PowerCable (P/N 740299) into the connection named“Power/Outputs” on the side of the ECU.

4. Plug the other end of the ECU Power Cable into anoutlet. The ECU Power Cable can plug into a 100–240V, 50/60 Hz power source; however, a plug adaptermay be required.

5. Verify that the power LED on the front of the ECUis lit. If the LED on the ECU is not lit, make sure theECU Power Cable is connected correctly to the“Power/Outputs” connection on the side of the ECUand make sure the outlet has power.

6. Plug the 8-pin connector of the Modem Cable intothe connection named “Service Interface” on the sideof the ECU.

7. Plug the 25-pin connector of the Modem Cable intothe back of the modem.

8. Plug the modem’s power cord into the back of themodem. The modem’s power cord can plug into a 60Hz power source only. A converter and/or plug adapterwill be required for 50 Hz power sources.

9. Plug the modem’s power cord into an outlet.

Table 3.10-1. ESM Remote Programming P/N 489943

QTY DESCRIPTION P/N

1U.S. Robotics Modem Model 5686

with power cord and telephone cord (see Figure 3.10-33)

740299A

1 Modem Cable 740269A

1 ECU Power Cable 740299

Table 3.10-2. Equipment Not Provided in Kit

QTY DESCRIPTION

1 ESM ECU that requires programming or re-programming

2Phone lines: one analog line to connect modem for

downloading and one to call Dresser Waukesha when setup at your site is complete

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10. Plug the telephone cord into the back of themodem (see Figure 3.10-32.) Be sure telephone line isconnected to the correct port (port on the far left).

11. Plug the other end of the telephone cord into thephone jack on the wall.

NOTE: The phone jack must be an analog port.Digital lines will not function correctly.

12. Turn on modem.

13. Verify that the AA (“Auto Answer”), CS (“Clear toSend”), and TR (“Terminal Ready”) LEDs on themodem are lit (see Figure 3.10-33).

NOTE: If the correct LEDs on the modem are not lit,check all connections and LEDs. Connections must becorrect. If LEDs still do not light, contact DresserWaukesha Parts Department for assistance.

14. The connection is complete and you are ready tobegin downloading. Contact your Customer ServiceRepresentative at Dresser Waukesha to completeremote programming. Dresser Waukesha will downloadthe ECU Program from the factory to your site via amodem.

NOTE: After the Dresser Waukesha representativeestablishes connection with your modem but beforeactual downloading begins, the CD (“Carrier Detect”)and ARQ/FAX (“Fax Operations”) LEDs will be lit.

15. During download, the RD (“Received Data”), SD(“Send Data”), and TR (“Terminal Ready”) LEDs onthe modem will be flashing. The download will takeapproximately 5 – 10 minutes. When finished, theDresser Waukesha representative will verify downloadis complete and successful.

1) Telephone Line Cord 2) Modem Cable

3) Power Cord

Figure 3.10-32. Modem Rear View

1

2

3

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1) ON/OFF Switch 2) AA (Auto Answer Mode) LED 3) CD (Carrier Detect) LED

4) RD (Received Data) LED 5) SD (Send Data) LED 6) TR (Data Terminal Ready) LED

7) CS (Clear to Send) LED 8) ARQ/FAX (Fax Operations Data Mode) LED

Figure 3.10-33. Front of Modem

1) Modem 2) Modem Cable (P/N 740269A) 3) ESM ECU

4) ECU Power Cable (P/n 740299) 5) Outlet 6) Modem’s Power Cord

7) Phone Jack 8) Telephone Line Cord

Figure 3.10-34. ECU Remote Programming Schematic

2

3

45 6 7 8

1

1 2 3

46

7

8

5

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PROGRAMMING LOAD INERTIA

Normally, the “Load Inertia” field on the [F4] GovernorPanel in ESP is programmed by the operator forproper engine operation. By programming the loadinertia or rotating moment of inertia of the drivenequipment, the governor gain is preset correctly, aid-ing rapid startup of the engine.

The rotating moment of inertia must be known for eachpiece of driven equipment and then added together.Rotating moment of inertia is needed for all drivenequipment. Rotating moment of inertia is not theweight or mass of the driven equipment.

NOTE: The rotating moment of inertia of drivenequipment is an inherent property of the drivenequipment and does not change with engine speed orload. Contact the coupling or driven equipmentmanufacturer for the moment of inertia value.

Failure to program themoment of inertia for

the driven equipment on the engine in ESP willlead to poor steady state and transient speed sta-bility. Disregarding this information could result inproduct damage and/or personal injury.

To determine the rotating moment of inertia for ALLdriven equipment, you must determine the rotatingmoment of inertia for each piece of driven equipment(being consistent with U.S./English and Metric units).Once you have the value for each piece of drivenequipment, you sum all the values. The summed valueis what is programmed on the [F4] Governor Panel inESP.

NOTE: Verify driven equipment models prior toentering information into ESP. Additional model typesnot released at the time of this printing may be used inmanufacturing at Dresser Waukesha. For additionalinertia information not contained in these tables,please contact your local Dresser WaukeshaDistributor for technical support.

The procedure below describes how to program loadinertia.

1. Shut down engine but do not remove power fromthe ECU.

2. Determine the rotating moment of inertia for eachpiece of driven equipment. Refer to Table 3.10-3,Table 3.10-4, and Table 3.10-5.

3. Add together all the moment of inertia values ofthe driven equipment to determine the moment of iner-tia value to be programmed in ESP.

CAUTION

Table 3.10-3. Generator Manufacturer

GENERATOR MANUFACTURER

GENERATORMODEL

NUMBEROF

BEARINGS

SPEED(RPM)

TOTAL GENERATORINERTIA (kg-m2)

TOTAL GENERATORINERTIA (lb-in.-s2)

Baylor G842 UNT-533 2 900 206.9 1831

Baylor G855 PNT-502 2 900 425.9 3770

ABB AMG 560 S8 BAMC 2 900 186 1649

ABB AMG 560 M8 2 900 195.9 1734

AVK DSG 99 M1-6 2 1000 164.8 1459

Leroy Somer LSA 54 UL 105/6 2 1000 211.7 1874

Leroy Somer LSA 56 BM65 2 1000 357.7 3166

Kato 6P9-3400 2 1000 234.5 2076

Kato 6P10.5-3000 2 1000 289.9 2645

Kato 6P10.5-3300 2 1000 649.7 5750

Kato 6P10.5-3700 2 1000 358.4 3172

Kato 8P7-3300 2 900 263.7 2334

Kato 8P10.5-2700 2 900 331.6 2935

Kato 8P10.5-3800 2 900 448.8 3972

Kato 8P10.5-4200 2 900 560.2 4958

WEG SPW 710 2 900 810.3 7172

WEG SPW 710 (light rotor) 2 900 560.2 4959

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Example

The following example using values from Table 3.10-3and Table 3.10-5 shows the total moment of inertia fora generator using a coupling.

4. View the [F4] Governor Panel in ESP.

Figure 3.10-35. [F4] Governor Panel

Table 3.10-4. Compressor Manufacturer

COMPRESSOR MANUFACTURER

COMPRESSORMODEL

SPEED(RPM)

TOTAL COMPRESSORINERTIA (kg-m2)

TOTAL COMPRESSORINERTIA (lbf-in.-s2)

Ariel JGC/4 900 14.9 132

Ariel JGC/6 900 22.3.9 197

Ariel JGD/4 900 12.3 109

Cooper-Superior MH64 900 8.5 75

Cooper-Superior WH64 1000 8.8 78

Superior WH66 1000 9.8 87

Superior WG72 1000 12.2 108

Dresser-Rand HOS6 1000 35.6 315

Dresser-Rand 6HOS4 1000 31.9 283

Dresser-Rand 7HOS6 900 13.8 122

Table 3.10-5. Coupling Manufacturer

COUPLING MANUFACTURER

COUPLINGMODEL

TOTAL COUPLINGINERTIA (kg-m2)

TOTAL COUPLINGINERTIA (lbf-in.-s2)

Renold DCB GS645.5 27.6 245

Renold DCB 828 SM50 61.8 547

Renold DCB 828 SM70 61.2 541

Renold DCB 837.5 SM70 59.7 529

Renold DCB 845.5 SM60 16.9 149

Rexnord Thomas CMR 750 10.0 88

Rexnord Thomas CMR 850 23.4 208

Rexnord Thomas CMR 925 31.3 277

T.B. Woods FSH-70 10.8 95

T.B. Woods FSH-75 14.1 125

T.B. Woods FSH-80 19.2 170

T.B. Woods FSH-85 24.3 215

T.B. Woods FSH-92 35.9 318

Reich AC 10D 6.4 57

Reich AC 11D SN Grade Insert 24.4 216

Vulcan RATO 3318 G 65.3 578

NOTE: All couplings with 28.875 adapter

Engine Application: Compressor

Generator: Ariel JGC/4

Coupling: Renold DCB GS645.5

kg*m2 lbf-in.-s2

Compressor Moment of Inertia = 14.9 132

Coupling Moment of Inertia = 27.6 245

Total Rotating Moment of Inertia for Driven Equipment = 42.5 377

The total load inertia, 42.50 kg*m2 (377 lbf-in.-s2) is then programmed in the [F4] Governor Panel in ESP.

FORM 6331 First Edition 3.10-15

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5. Click on the “Start Editing” button. While in editingmode, the button will read “Stop Editing – CurrentlyEditing.”

6. Double-click the “Load Inertia” field or highlight thecurrently programmed load inertia value.

7. Enter the sum of the moment of inertia values of alldriven equipment.

8. Press [Enter]. Once [Enter] is pressed, the newvalue becomes “active,” meaning the ECU is using thenew value to operate the ESM. The changed value istemporarily saved to the ECU.

NOTE: The contents of RAM (temporary memory) arelost whenever power to the ECU is removed.

9. Click the “Stop Editing” button. While the editingmode is OFF, the button will read “Start Editing.”

10. Save value to permanent memory. Click the“Save to ECU” button.

11. When asked if you are sure you want to save to theECU, click “Yes.”

PROGRAMMING ALARM AND SHUTDOWN SETPOINTS

Complete the following steps to adjust the pro-grammed alarm and shutdown setpoints. The alarmand shutdown setpoints are factory set; however, theycan be adjusted, but only in a safe direction.

NOTE: The oil pressure alarm and shutdownsetpoints will read “zero” when the engine is notrunning.

NOTE: When testing alarms or shutdowns, alwaysrun engine at no load.

1. View the [F11] Advanced Functions Panel in ESP.

2. Enter editing mode if necessary.

3. Enter the offset values for each alarm/shutdown.Note the following:

• If the value entered exceeds the programmable lim-its, the field will default to the highest/lowest allow-able value for that field.

• Oil pressure offsets can be programmed between0 – 345 kPa (0 – 50 psi). Oil pressure alarm/shut-down values can never be less than what was set atthe factory.

• All three temperature offsets can be programmedbetween 0 and -30 °C (0 and -54 °F). Jacket watertemperature alarm/shutdown values can never begreater than what was set at the factory.

Figure 3.10-36. Example of Changing Alarm/Shutdown Offsets

NOTE: Once [Enter] is pressed for each new value, itbecomes “active,” meaning the ECU is using the newvalue to operate the ESM. The new value istemporarily saved to RAM in the ECU.

4. Once the new value is entered, press [Enter].

NOTE: The contents of RAM (temporary memory) arelost whenever power to the ECU is removed or onengine shutdown. This includes an engine that hasshut down while testing a safety shutdown setpoint.

5. If necessary, edit other fields.

6. When all values are entered, click the “Stop Edit-ing” button on the button bar.

7. Observe engine performance. Make modificationsas necessary.

OFFSET CHANGE: +5 -5 -5 -5

345 kPa

310 kPa

87.5 °C

93 °C

65.5 °C

68.25 °C

86 °C

92 °C

350 kPa

315 kPa

82.5 °C

88 °C

60.5 °C

63.25 °C

81 °C

87 °C

3.10-16 FORM 6331 First Edition

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IPM-D PROGRAMMING

Three settings are available on the [F5] Ignition Panel foradjusting when alarms will be triggered for the IPM-D:

See Section 2.10 Ignition System “Ignition Diagnos-tics” for detailed information on IPM-D diagnosticsfunctionality.

Each setting has a blue programmable field for adjust-ing the offset and a green “Limit” field that displays theadjusted value.

The green limit fields have a defined minimum andmaximum range that is factory set. If the user pro-grams a positive or negative offset that exceeds thisrange, the limit field will display only the maximum orminimum setting, even though the adjustment enteredmay calculate to be different (see Figure 3.10-38).

To determine the default value for a limit, set the offsetvalue to zero.

NOTE: Improper use of these adjustments may limitthe effectiveness of IPM-D diagnostics.

Figure 3.10-38. Example of Exceeding Preset Limit

AIR-FUEL RATIO PROGRAMMING

The ESM with Lean Burn AFR control comes prepro-grammed to maintain the proper air-fuel ratio to meetdesired emissions levels. However, review of user set-tings is recommended before startup. Also, some usersettings are required for more accurate AFR control.

PROGRAMMING FUEL TYPE

ESP contains the following fuel types with the constitu-ents predefined:

• HD5 Propane

• Field Gas

• Pipeline Gas

• Digester Gas

• Landfill Gas

See Table 3.10-7 for the constituents that make upthese fuel types and “Predefined Fuel Types” onpage 3.10-18 for programming information.

If a selection from this list does not meet your require-ments, see “Fuel Type Manual Entry” on page 3.10-18for programming information.

Table 3.10-6. IPM-D Programmable Fields

FIELD NAME OFFSET RANGE

High Voltage Adj. -30 to +30

Low Voltage Adj. -30 to +30

No Spark Adj. -25 to +25

1) HIGH VOLTAGEADJUSTMENT

2) LOW VOLTAGEADJUSTMENT

3) NO SPARK ADJUSTMENT

Figure 3.10-37. [F5] Ignition Panel

1

2

3

DEFAULT VALUE: 100

LOW VOLTAGE LIMIT:

MAXIMUM VALUE: 120

+30OFFSET

ADJUSTMENTS CAN NOT BE MADE TO EXCEED

PRESET LIMITS

Table 3.10-7. Constituents of Predefined Fuel Types

FUEL TYPEFUEL CONSTITUENTS

Methane Ethane Propane Butane CO2 Oxygen Nitrogen

HD5 Propane — 0.08 0.92 — — — —

Field Gas 0.85 0.11 0.02 0.005 0.015 — —

Pipeline Gas 0.95 0.025 — — 0.005 — 0.02

Digester Gas 0.65 — — — 0.33 0.04 0.02

Landfill Gas 0.45 — — — 0.36 0.04 0.15

FORM 6331 First Edition 3.10-17

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Predefined Fuel Types

1. In [F8] AFR Setup Panel, click the “Fuel Type” editbutton.

2. In the Quick Edit window, select the primary fueltype being used from the drop-down selection box(see Figure 3.10-40).

Figure 3.10-40. Fuel Type Quick Edit Window

NOTE: The secondary fuel type is not used at thistime and is reserved for future use.

3. In the “Lower Heating Value” field, enter the LHVbetween 5 – 120 MJ/Nm3 (127 – 3052 BTU/scf).

Fuel Type Manual Entry

If the “Fuel Type” selected in the [F8] AFR Setup Panelis “Other”, then the fuel type will need to be defined byits constituents. A list of fuel constituents may be sup-plied by the site or can be found by using a chromato-graph. Once these values are known, continue withthe following procedure:

1. In [F8] AFR Setup Panel, click the “Manual Entry...”edit button.

2. Enter each constituent value for the primary fueltype in the “Fuel Component” Quick Edit window.

NOTE: These values are mole fractions and all sevenconstituents added together must equal a valuebetween 0.97 and 1.03. If the total value of theconstituents fall outside this range, Alarm 535 “FUEL 1COMPOSITION” will be raised and the ESM willdefault to the Pipeline Gas fuel type.

Figure 3.10-41. Fuel Component Quick Edit Window

NOTE: The secondary fuel type is not used at thistime and is reserved for future use.

1) FUEL TYPE 2) MANUAL ENTRY

3) LOWER HEATING VALUE

Figure 3.10-39. [F8] AFR Setup Panel

2

3

1

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AFR SETUP

1. Using ESP, go to [F8] AFR Setup Panel and enterediting mode.

2. From the “Heater Power” (Item #2) drop-down boxselect either On or Off.

3. Verify Short Shaft Stepper is selected in “StepperMotor Setup” dropdown box (Item #5).

4. Verify “Start Position” (Item #6) is set to 1200 stepsand MAS valve is set to about 7 turns out from closed.For more information on the MAS valve refer to the lat-est edition of Form 6333, 16V275GL Operation andMaintenance manual.

5. Set stepper to manual mode by checking the“Check Box for Manual Mode” (Item #3).

6. Start engine and allow it to warm up and stabilize.“Stepper Operating Mode” (Item #8) Manual fieldshould now be green.

NOTE: The main gas regulator, controls the gas/airvia the AGR stepper to 4" +/- 1.5" H2O (101.6±38.1mm H2O). The regulator’s pilot spring (silvercolor with blue stripe) has a 0" – 20" H2O (0 – 508 mmH2O) gas/air capability. The AGR stepper is mountedto the regulator with a .25 in.(6.35 mm) spacer and twoactuator gaskets (one on each side of the spacer). Thespacer brings the stepper motor’s operating range inthe middle when operating at rated power with naturalgas fuel.

7. Bring engine to rated speed and load. Using arrowbuttons below “Stepper Position” field (Item #7), adjuststepper position to keep “O2 setpoint” (Item #1) nearthe O2 level as measured by exhaust analyzer. Whenat full load and speed, adjust MAS valve so gas/airreading is ~4 in. H2O within the stepper range (1000 –1500 steps).

1) O2 Setpoint 2) Heater Power 3) Check Box for Manual Mode

4) Stepper Position (Max/Min) 5) Stepper Motor Setup 6) Start Position

7) Stepper Position 8) STEPPER OPERATING MODE 9) O2 Cal Conditions

10) CAL CONDITIONS 11) Calibrate O2 Sensor 12) O2 Cal Accept

13) EXT O2 For Cal

Figure 3.10-42. [F8] AFR Setup Panel

2

8

9

3

4

5

11

6

10 12

13

7

1

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NOTE: Closing the MAS valve will increase thestepper position for a given running condition (%O2,load, and speed), whereas opening it will decrease theposition

8. Take exhaust O2 reading with exhaust analyzer.

9. Enter O2 reading into the “Ext O2 for Cal” field(Item #13).

NOTE: If “O2 Cal Conditions” field (Item #9) displaysthat it is Not Ok to calibrate remedy any “CALCONDITIONS” (item #9) fields that are lit.

10. If “O2 Cal Conditions” field (Item #9) is green anddisplays “OK TO CALIBRATE”, click “Calibrate O2Sensor” button (Item #11).

11. Verify that “O2 Cal Accept” field (Item #12) is greenand displays “OK”.

12. Set stepper to automatic mode by unchecking the“Check Box for Manual Mode” (Item #3). “StepperOperating Mode” (Item #8) Automatic field should nowbe green.

PROGRAMMING NOx LEVEL

Using ESP the user can program the desired NOxemissions level (engine out at the exhaust stack) atwhich the engine will run. The NOx field on the [F5]Ignition Panel in ESP displays the programmed NOxlevel, not the actual level.

Based on the programmed NOx level, the ESM systemwill adjust ignition timing and air-fuel ratio in anattempt to meet the programmed NOx level.

However, the actual NOx output of the engine will notalways match the programmed NOx level for severalreasons. First, the ESM system calculates NOx basedon a combination of sensor readings logged by theECU and Waukesha-calibrated values. Two examplesof Waukesha-calibrated values are humidity andexhaust oxygen since the ESM system does not mea-sure these variables. Also, the ESM system includes apreprogrammed correction factor to allow for statisticalvariations with the engine.

As a result, the engine in most cases will emit lessNOx than the actual programmed NOx level.

Complete the following steps to program the NOxlevel.

1. View the [F5] Ignition Panel in ESP.

Figure 3.10-43. [F5] Ignition Panel

2. From the button bar click on the “Start Editing” but-ton. While in editing mode, the button will display “StopEditing – Currently Editing.”

Figure 3.10-44. Start Editing Button

3. Double-click the “NOx” field or highlight the cur-rently programmed NOx level.

Figure 3.10-45. Start Editing Button

4. Enter the desired NOx emissions level. The NOxfield displays the programmed NOx level, not theactual level. The range that NOx can be programmedis 0.7 – 2.0 g/BHP-hr (0.3 – 0.8 g/nm3).

View Faults Manual ActuatorCalibration

Reset Status LEDs

Version Details

Start Logging All

Stop Logging All

Send Calibration toECU

Change Units

Save to ECU

Start Editing

Undo Last Change

Undo All Changes

Start Editing

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NOTE: The actual NOx output of the engine will notalways match the programmed NOx level. To correctfor differences in the actual engine-out NOx emissionsand that of the programmed NOx level, the user inputshould be adjusted in the appropriate direction untilthe actual engine-out emissions meet the user’sdesired level (e.g., the NOx field may require a value of1.5 g/BHP-hr [0.6 mg/m3] to achieve 1.0 g/BHP-hr[0.4 mg/m3] NOx emissions at the exhaust stack).Press [Enter]. Once [Enter] is pressed, the new valuebecomes “active,” meaning the ECU is using the newvalue to operate the ESM system. The changed valueis temporarily saved to the ECU.

5. From the button bar click the “Stop Editing” button.While the editing mode is OFF, the button will display“Start Editing.”

Figure 3.10-46. Stop Editing - Currently Editing Button

6. Save value to permanent memory. Click the “Saveto ECU” button.

Figure 3.10-47. Stop Editing - Currently Editing Button

NOTE: The contents of RAM (temporary memory)are lost whenever power to the ECU is removed.

7. When asked are you sure you want to save to theECU, click “Yes.

Stop Editing -Currently Editing

View Faults Manual ActuatorCalibration

Reset Status LEDs

Version Details

Start Logging All

Stop Logging All

Send Calibration toECU

Change Units

Save to ECU

Stop Editing -Currently Editing

Undo Last Change

Undo All Changes

View Faults Manual ActuatorCalibration

Reset Status LEDs

Version Details

Start Logging All

Stop Logging All

Send Calibration toECU

Change Units

Save to ECU

Stop Editing -Currently Editing

Undo Last Change

Undo All Changes

Save to ECU

FORM 6331 First Edition 3.10-21

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3.10-22 FORM 6331 First Edition

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TROUBLESHOOTING & MAINTENANCE

CONTENTS

SECTION 4.00 – TROUBLESHOOTING

SECTION 4.05 – ESM MAINTENANCE

FORM 6331 First Edition

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TROUBLESHOOTING & MAINTENANCE

FORM 6331 First Edition

Page 163: waukesha  16V275GL ESM

SECTION 4.00

TROUBLESHOOTING

The ESM provides extensive engine diagnostics thatallow rapid troubleshooting and repair of engines. If anengine alarm or shutdown condition is detected by theESM, the operator is informed of the fault by a seriesof flashing LEDs on the ECU, or by monitoring theESM with ESP.

• The operator is notified of an alarm or shutdown bythree status LEDs on the ECU.

• When running ESP on a PC connected to the ECU,the operator is notified of an alarm or shutdown onthe ESP panels, in addition to the status LEDs.

The primary means of obtaining information on systemstatus and diagnostic information is by using ESP. Thebutton bar located at the bottom of each screen pro-vides the option to view an active fault listing, as wellas a historical record of faults. ECU status LEDs are away of alerting the site technician that there is a prob-lem and what that problem is, even if a PC with ESP isunavailable.

WHERE TO BEGIN

To begin troubleshooting an engine due to an ESMalarm or shutdown, you must first determine the alarmor shutdown fault code(s). A code can be determinedfrom reading the status LEDs on the ECU or by view-ing the Fault Log accessed from the button bar in ESP.

All fault codes have a three-digit identifier, with eachdigit being a number from 1 to 5. There is a set ofcodes for alarms and a separate set of codes foremergency shutdowns.

To determine the fault code, continue with the section“Determining Fault Code by Reading ECU StatusLEDs” or “Determining Fault Code by Using ESP”.

See “ESM Fault Codes” on page 4.00-6 for a descrip-tion of each fault code.

ADDITIONAL ASSISTANCE

Dresser Waukesha’s worldwide distribution networkprovides customers with parts, service, and warrantysupport. Each distributor has a vast inventory of genu-ine Dresser Waukesha parts and factory-trained ser-vice representatives. Dresser Waukesha distributorsare on call 24 hours a day, with the parts and servicepersonnel to provide quick and responsive solutions tocustomer’s needs. Please contact your local DresserWaukesha Distributor for assistance.

Have the following information available:

1. Engine serial number.

2. ECU serial number.

3. ECU calibration part number (this is visible at thetop of the ESP screen when connected to an ECU).

4. ECU active and total fault history.

5. Detailed description of the problem.

6. List of what troubleshooting has been performedso far and the results of the troubleshooting.

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TROUBLESHOOTING

DETERMINING FAULT CODE BY USING ESP

When using ESP, you are notified of an alarm or shut-down fault on the ESP panels. Many fields in ESP willinform the operator of a fault. For a description of thefault, the fault log must be read.

To view the Fault Log, click the “View Faults” button onthe button bar (see Figure 4.00-1).

Figure 4.00-1. View Faults Button on Button Bar

NOTE: See Section 3.00 Introduction to ElectronicService Program (ESP) “Fault Log Description” forcomplete information on the fault log window.

Figure 4.00-2. Fault Log Window

Alarm codes in ESP fault log are identified with the let-ters “ALM” preceding the alarm code. EmergencyShutDown codes are identified with the letters “ESD”preceding the shutdown code.

The description of the fault briefly identifies the state ofthe fault that occurred. To define the fault as much aspossible, the description may include acronyms(see Table 4.00-1) and a number identifying the cylin-der and/or component affected. Figure 4.00-3 is anexample of a fault and its description:

Figure 4.00-3. Alarm Code Description

DETERMINING FAULT CODE BY READING ECU STATUS LEDS

The ECU has three status LEDs on the cover: green(power), yellow (alarm), and red (shutdown) (seeFigure 4.00-4). The green LED is on whenever poweris applied to the ECU. The yellow and red LEDs flashcodes when an alarm or shutdown occurs. A fault codeis determined by counting the sequence of flashes foreach color.

Figure 4.00-4. ECU Status LEDs

View Faults Manual ActuatorCalibration

Reset Status LEDs

Version Details

Start Logging All

Stop Logging All

Send Calibration toECU

Change Units

Save to ECU

Start Editing

Undo Last Change

Undo All Changes

View Faults

Table 4.00-1. Acronyms in Fault Log Descriptions

ACRONYM DEFINITIONBK Back

FLT Fault

FT Front

IGN Ignition

IMAP Intake Manifold Air Pressure

LB Left Bank

OC Open Circuit

RB Right Bank

SC Short Circuit

SH Scale High (sensor value higher than normal operating range)

SL Scale Low (sensor value lower than normal operating range)

FAULT TYPE

FAULT DESCRIPTION

OPEN CIRCUIT

ALM211 OIL PRESS OC

3-DIGIT CODE

STATUS LEDs

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TROUBLESHOOTING

At the start of the code sequence, both the red andyellow LEDs will flash three times simultaneously. Ifthere are any emergency shutdown faults, the red LEDwill flash a three-digit code for each shutdown faultthat occurred. Then, if there are any alarm faults, theyellow LED will flash a three-digit code for each alarmthat occurred.

Between each three-digit code, both yellow and redLEDs will flash once at the same time to indicate that anew code is starting. The fault codes display in theorder that they occur (with the oldest displayed codefirst and the most recent code displayed last).

NOTE: Once the fault is corrected, the status LEDson the ECU will remain flashing until either the LEDsare cleared using ESP or the engine is restarted.

Using Fault Codes for Troubleshooting

Once you have determined the fault code, you canbegin ESM troubleshooting. ESP features an elec-tronic help file named E-Help that has detailed trouble-shooting information for each fault. However, if you donot have access to a PC, Table 4.00-2 andTable 4.00-3 provide information on the ESM alarmand shutdown codes.

E-HELP

ESP contains a help file named E-Help that providesfault code troubleshooting information. Navigation inE-Help is done through hypertext links from subject tosubject. E-Help is automatically installed when theESP software is installed.

NOTE: Although E-Help is accessible through ESP,E-Help is its own program and opens in a new window,separate from ESP. To return to ESP and continuemonitoring, you need to minimize or close the E-Helpwindow.

USING E-HELP

To access E-Help while using ESP, press the[F1] function key on the keyboard or select“Help Contents...” from the Help menu. E-Help willopen the help file at the ESM E-Help welcome screen(see Figure 4.00-5).

Click on the “16V275GL” button and select either“Alarm Codes” or “Shutdown Codes” to display a faultcode list of that type.

NOTE: E-Help provides fault code troubleshooting forall ESM-equipped Dresser Waukesha engine models.Pay special attention as you navigate E-Help that youare diagnosing for the correct engine model.

Figure 4.00-5. E-Help Welcome Screen

E-Help can also be accessed and opened to a specificalarm or shutdown code through the fault log on the[F10] Status Panel.

To open E-Help to a specific fault code, view the FaultLog by clicking the “View Faults” button on the[F10] Status Panel. Then double-click on the faultdescription. E-Help will open to the specific fault’s trou-bleshooting procedure.

NOTE: Once open, the Fault Log does not refreshitself. If the Fault Log remains open, you mustoccasionally update or refresh the log by clicking the“Refresh” button.

Figure 4.00-6. E-Help Troubleshooting Informationfor ALM211

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TROUBLESHOOTING

E-HELP WINDOW DESCRIPTION

The E-Help window is divided into two panes. The left pane is the navigation pane; the right pane is the documentpane (see Figure 4.00-7). Above the panes is the command bar.

Using the Command Bar

The command bar has four buttons: “Hide/Show” but-ton, “Back” button, “Forward” button, and “Print” but-ton.

• “Hide/Show” button: You can hide the navigationpane if desired. When the navigation pane is closed,the document pane can be maximized to the size ofthe full screen.

•• To hide the navigation pane, click the “Hide” but-ton.

•• To view the navigation pane, click the “Show”button.

• “Back” and “Forward” buttons: E-Help includes“Back” and “Forward” buttons for navigating, just likeInternet browsing software.

•• To return to the previously viewed topic, click the“Back” button.

•• To go to the window that was displayed prior togoing back, click the “Forward” button.

• “Print” button: To print the information displayed inthe document pane, click the “Print” button. You canchose to print the selected topic (as seen in the doc-ument pane), or you can print the selected headingand all subtopics.

1) COMMAND BAR 2) NAVIGATION PANE 3) DOCUMENT PANE

Figure 4.00-7 E-Help Command Bar, Navigation Pane, and Document Pane

2

3

1

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Using the Navigation Pane

The navigation pane navigates the user throughE-Help. At the top of the navigation pane are threetabs. Clicking these tabs allows you to see a table ofcontents for E-Help, an index tool, and a glossary ofESM-related terms.

• “Contents” Tab: Click the “Contents” tab to scrollthrough the table of contents for E-Help. Double-clicking the closed book icons in the contents listingwill reveal all relevant topics. Double-clicking on anopen book icon will close the contents listing.

• “Index” Tab: Click the “Index” tab to search fortopics by using an index of help subjects. The“Index” tab is similar to an index at the back of abook. Type in a key word to find a word listed in theindex. Double-click an index entry to view that entryin the document pane.

• “Glossary” Tab: Click the “Glossary” tab to view aglossary of terms used in the ESM documentation.Click on a term to view its definition.

Using the Document Pane

Navigating through E-Help is done with links. Links areusually identifiable as underlined and/or blue text.When you move the cursor over a link, the cursorchanges from an arrow into a hand. When clicked, alink will jump you from one topic or window to anothertopic or window. Some links cause a pop-up window toappear, displaying additional information (seeFigure 4.00-8).

Figure 4.00-8. Sample of Pop-Up Window

FORM 6331 First Edition 4.00-5

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TROUBLESHOOTING

ESM FAULT CODES

Table 4.00-2 and Table 4.00-3 provide information on the ESM alarm and emergency shutdown codes. SeeTable 4.00-4 for identifying cylinders on Ignition, Knock, and Exhaust faults.

Table 4.00-2. ESM Alarm Codes (Part 1 of 2)

ALARM FAULT CODE

FAULT CONDITION DESCRIPTION

ALM211 OIL PRESS Oil pressure sensor/wiring fault

ALM212 IMAP LB/BK Intake manifold pressure sensor/wiring fault

ALM213 OIL TEMP Oil temperature sensor/wiring fault

ALM214 IMAP RB/FT Right bank intake manifold pressure sensor/wiring fault

ALM215 BOOST PRESS Boost Pressure sensor/wiring fault

ALM221 IMAT Intake manifold air temperature sensor/wiring fault

ALM222 MAIN FUEL VALVE Leaking fuel valve/engine failed to stop in a timely fashion

ALM223 LOW OIL PRESS Low oil pressure

ALM225 KNOCK SENS Knock fault ## (where ## is the cylinder number) in the firing order is either open circuit or short circuit *

ALM231 IGN 1ST CYL Individual ignition fault *

ALM232 IGN 2ND CYL Individual ignition fault *

ALM233 IGN 3RD CYL Individual ignition fault *

ALM234 IGN 4TH CYL Individual ignition fault *

ALM235 IGN 5TH CYL Individual ignition fault *

ALM241 IGN 6TH CYL Individual ignition fault *

ALM242 IGN 7TH CYL Individual ignition fault *

ALM243 IGN 8TH CYL Individual ignition fault *

ALM244 IGN 9TH CYL Individual ignition fault *

ALM245 IGN 10TH CYL Individual ignition fault *

ALM251 IGN 11TH CYL Individual ignition fault *

ALM252 IGN 12TH CYL Individual ignition fault *

ALM253 IGN 13TH CYL Individual ignition fault *

ALM254 IGN 14TH CYL Individual ignition fault *

ALM255 IGN 15TH CYL Individual ignition fault *

ALM311 IGN 16TH CYL Individual ignition fault *

ALM312 OVERLOAD Engine load above upper alarm limit

ALM313 IGN FLT Spark reference out of range

ALM315 HIGH INTAKE TEMP Intake manifold air temperature above upper alarm limit

ALM321 HEATER BLOCK O2 heater block temperature is out of acceptable range

ALM322 CALIBRATE ACT Manual calibration of actuators required

ALM323 STUCK THROT LINK Throttle linkage/binding

ALM324 STUCK WG LINK Wastegate linkage/binding

ALM325 STUCK BYP LINK Bypass actuator/linkage binding

ALM331 LBS BLOCK TEMP O2 heater block temperature sensor/wiring.

ALM332 IGN COM FAULT A communications problem exists between the IPM-D and the ECU

ALM333 HIGH COOLANT TEMP Engine coolant temperature above upper alarm limit

ALM334 WIDE OPEN THROTTLE The throttle has been at wide open too long

ALM335 HIGH OIL TEMP Engine oil temperature above upper alarm limit

ALM341 STEPPER Stepper home/not connected

ALM343 OXYGEN SENS Oxygen sensor/wiring fault

*NOTE: See Table 4.00-4 for cylinder identification.

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ALM352 FUEL RAIL PRESS Fuel rail pressure sensor/wiring fault

ALM353 HIGH IGN PWR Ignition energy level is at Level 2 (or highest level) – at least one spark plug on the engine is getting worn and should be replaced

ALM355 HT COOLANT PRESS High temperature coolant pressure sensor/wiring fault

ALM413 LEAN LIMIT Stepper has reached lean limit

ALM415 RICH LIMIT Stepper has reached rich limit

ALM422 COOLANT TEMP Coolant temperature sensor/wiring fault

ALM432 STEPPER COM FAULT Stepper communication fault

ALM433 OIL PREFILTER PRESS Oil prefilter pressure sensor/wiring fault

ALM435 CAN BUS ERROR Message transmission issue on the CANBUS

ALM441 THROTTLE ACTUATOR Throttle actuator/wiring fault

ALM443 WGATE ACTUATOR Wastegate actuator/wiring fault

ALM444 BAROMETRIC PRESS Barometric pressure sensor/wiring fault

ALM445 BYPASS ACTUATOR Bypass actuator/wiring fault

ALM451 REMOTE RPM Remote rpm analog input is outside of acceptable range; wiring fault

ALM454 BATT VOLT Battery voltage out of specification

ALM455 HIGH ECU TEMP ECU’s temperature above maximum recommended operating temperature

ALM511 HIGH OIL FILTER PRESS DIFFERENTIAL

Differential pressure between the oil header and prefilter oil sensors above upper limit

ALM512 HIGH FUEL PRESSURE Fuel pressure above upper limit

ALM532 COOLANT PRESS LOW Coolant pressure below its lower alarm limit

ALM533 CALIBRATE O2 NVFB Initial calibration of the lean burn oxygen sensors has not been completed.

ALM535 FUEL COMPOSITION Sum of fuel constituents is not between 97% and 103%

ALM541 USER DIP User digital input changed state

ALM542 START ON WITH RPM>0 Start engine signal remained on after engine started. Must be off while the engine is running; otherwise engine will immediately restart upon shutdown

ALM544 AMBIENT TEMP Ambient temperature sensor/wiring fault

ALM552 ENG BEING DRIVEN Engine is being rotated by the driven equipment; sparks and fuel have been cut by the ECU

ALM555 INTERNAL FAULT Internal error identified by ECU; contact your local Waukesha Distributor for technical support.

Table 4.00-2. ESM Alarm Codes (Continued), (Part 2 of 2)

ALARM FAULT CODE

FAULT CONDITION DESCRIPTION

*NOTE: See Table 4.00-4 for cylinder identification.

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TROUBLESHOOTING

IMPORTANT! The following critical ESDs (shown inbold in table above) will prevent post-shutdown func-tionality from occurring:

• ESD222 CUST ESD

• ESD223 LOW OIL PRESS

• ESD313 LOCKOUT/IGNITION

• ESD532 COOLANT PRESS LOW

To clear a critical ESD (to allow a restart or enablerecirculation), you must cycle either of the E-Stopswitches at the engine.

Table 4.00-3. ESM Shutdown Fault Codes

SHUTDOWN FAULT CODE

SHUTDOWN CONDITION DESCRIPTION

ESD212 CRANK MAG PICKUP ECU detects fewer crankshaft pulses between camshaft pulses than it was expecting

ESD214 CAM MAG PICKUP Too many crankshaft pulses are identified between cam magnetic pickup pulses (or no cam magnetic pickup pulses are detected)

ESD221 OVERSPEED ENGINE Engine overspeed; engine reached ESM upper limit

ESD222 CUST ESD Critical ESD – Shutdown has been triggered by an external action; by customer equipment

ESD223 LOW OIL PRESS Critical ESD – Oil pressure below lower shutdown limit

ESD224 KNOCK ### CYL Cylinder was at its maximum retard timing due to knock *

ESD231 OVERCRANK Time the engine has been cranking has exceeded a maximum crank time

ESD232 ENGINE STALL Engine stopped rotating independent of ECU which did not receive a signal to stop

ESD251 OVERSPEED DRIVE EQUIP Customer-set overspeed limit exceeded

ESD312 OVERLOAD Engine was overloaded

ESD313 LOCKOUT/IGNITION

Critical ESD – Lockout or E-Stop (emergency stop) button on the engine is “ON” or there is a power problem with the IPM-D module (either it is not powered up or the internal fuse is blown)

ESD315 HIGH IMAT Intake manifold air temperature above upper shutdown limit

ESD333 HIGH COOLANT TEMP Engine coolant temperature above upper shutdown limit

ESD335 KNOCK ABS THRESHOLD A knock sensor output value exceeded an absolute threshold programmed to ECU

ESD424 HIGH OIL TEMP Oil temperature above upper shutdown limit

ESD532 COOLANT PRESS LOW Critical ESD – Coolant pressure below lower limit

ESD551 UPDATE ERROR/FAULT Update error/fault

ESD553 SECURITY VIOLATION Engine type that is factory-coded in the ECU does not match with the downloaded calibration

ESD555 INTERNAL FAULTSerious internal error in ECU; call the factory; do not attempt to restart engine. Contact your local Waukesha Distributor for technical support.

*NOTE: See Table 4.00-4 for cylinder identification.

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Table 4.00-4. 16V275GL Cylinder Identifier (Firing Order)

16V275GL CYLINDER IDENTIFIER

FAULT DESCRIPTION CYLINDER LOCATION1ST CYLINDER 1R

2ND CYLINDER 1L

3RD CYLINDER 4R

4TH CYLINDER 4L

5TH CYLINDER 7R

6TH CYLINDER 7L

7TH CYLINDER 6R

8TH CYLINDER 6L

9TH CYLINDER 8R

10TH CYLINDER 8L

11TH CYLINDER 5R

12TH CYLINDER 5L

13TH CYLINDER 2R

14TH CYLINDER 2L

15TH CYLINDER 3R

16TH CYLINDER 3L

FORM 6331 First Edition 4.00-9

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TROUBLESHOOTING

NON-CODE ESM TROUBLESHOOTING

Table 4.00-5 provides non-code troubleshooting for the ESM. Non-code troubleshooting includes any system faultsthat do not have ALM or ESD alarm codes that are logged in the Fault Log in ESP.

NOTE: Prior to following non-code ESM troubleshooting procedures, resolve all active alarm and shutdown faultslisted in the fault log[F10] Status panel.

Table 4.00-5. Non-Code System Troubleshooting

IF THENEngine does not rotate when start is initiated.

a. View the [F10] Status Panel in ESP. and verify that the status fields are either gray or green toindicate that the ESM is OK or that there are NO shutdowns active. If there are any active shut-downs, correct the problem indicated in the Fault Log.

b. If the [F10] Status Panel in ESP indicates no shutdowns, view the [F3] Start-Stop Panel andverify that the “Starting Signal” field turns green when you press the start button. If the “StartingSignal” field does not turn green, check the wiring.

c. Verify that +24 VDC power is applied to the wires: ESD and RUN/STOP. Correct power supplyif necessary.

d. After an emergency shutdown and RPM is zero, ESD input should be raised to high to reset theESM. If ESD input remains low, ESM reset will be delayed and engine may not start for up to 1minute.

Engine is not running at desired speed. a. View the [F2] Engine Panel in ESP and verify that the “Engine Setpoint RPM” field and the“Engine Speed RPM” field are the same. Note the following:•If the “Engine Setpoint RPM” and “Engine Speed RPM” fields are the same, there is an electri-

cal problem. Continue with “b. Electrical Problem” below.•If the “Engine Setpoint RPM” and “Engine Speed RPM” fields are not the same, there is an

engine problem. Continue with “c. Engine Problem” below.

b. Electrical ProblemFixed Speed Mode

1.Verify the status of the high/low idle digital input. The GOVHL IDL must be at a nominal 24 VDC to be running at the high idle speed. Correct input as required.

2.Verify that the high idle speed on the [F4] Governor Panel is set correctly. Correct speed set-ting as required.

Variable Speed Mode1.Verify that the Remote Speed digital input of the ECU is at a nominal 24 VDC. See the

[F4] Governor Panel to verify the status of the Remote Speed digital input. Correct input as required.

2.Verify the value of the Remote RPM Setpoint in mA on the [F4] Governor Panel. If you areusing the Remote RPM speed input as either a voltage or milliamp input, the equivalent milli-amp value is shown in ESP. Should the equivalent milliamp value fall below 2 mA or above22 mA, the ESM system will assume there is a wiring problem and will run at either the highor low idle speed, depending on the status of the high/low idle digital input (GOVHL IDL).Check wiring.

3.If you are unable to reach the lowest speed the engine is allowed to run at, change the“Low Idle Adj” calibration on the [F4] Governor Panel to -50 rpm.

c. Engine Problem

1.If the engine speed is slower than the setpoint, there is an ignition, turbocharger, or fuel prob-lem; or the engine is overloaded. Correct as required.

2.If the engine speed is higher than the setpoint, the throttle linkage is probably misadjustedand is not allowing the throttle to close all the way. Correct as required.

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POWER DISTRIBUTION JUNCTION BOX

Table 4.00-6 lists possible solutions if you experience problems with the Power Distribution Junction Box.

Table 4.00-6. Power Distribution Junction Box Troubleshooting

IF THENPower Distribution Junction Box has no LED lights on when the cover is removed. Verify nominal 24 VDC input power across the positive and negative terminals.

Status LEDs inside Power Distribution Junction Box are very dim or flashing on and off.

Check input power to ensure there is a nominal 24 VDC. Check for loose, cor-roded, or damaged positive and negative terminals.

One of the Power Distribution Junction Box outputs is turned off. Cycle power to the Power Distribution Junction Box.

One or more LEDs turn off frequently, which turn off the associated output.

Disconnect power to Power Distribution Junction Box and inspect wiring and ter-minations for wire degradation and/or shorts.

Power Distribution Junction Box will not turn on, distribute power, or turn on status LEDs even with 24 VDC applied. Replace Power Distribution Junction Box.

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SECTION 4.05

ESM MAINTENANCE

Table 4.05-1 provides a list of the recommended main-tenance items and includes a description of the servicerequired, the service interval, and the page numberwhere specific maintenance information is found forthat item in this manual.

NOTE: Continue to perform standard enginemaintenance as provided in the engine’s operationand maintenance manual.

Table 4.05-1 Maintenance Chart for ESM Components

ITEM SERVICE INTERVAL INFORMATION PROVIDED ON PAGE

Actuator Linkage Inspect Every year page 4.05-2

Batteries Inspect Semiannual page 4.05-4

ESM Wiring Inspect Every year page 4.05-3

ESP Total Fault History Review Every month page 3.00-13

Knock Sensors Inspect Every year page 4.05-2

Stepper (AGR) Inspect, Clean, Lubricate, Test Every year page 4.05-2

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ACTUATOR LINKAGE

Every year, or as needed, the actuator linkages mustbe inspected, lubricated, and adjusted. To performmaintenance to the actuator linkages refer to the latestedition of Form 6333, 16V275GL Operation and Main-tenance manual.

KNOCK SENSORS

Every year each knock sensor must be inspected foran accumulation of dirt or grit, connector wear, andcorrosion. If a knock sensor has an accumulation ofdirt, carefully clean visible end of knock sensor andsurrounding area. If a knock sensor connector looksworn or if corrosion is evident, remove the knock sen-sor to clean or replace as necessary. To reinstall aknock sensor, complete the steps in “Replacing KnockSensors” in the next section. The knock sensors mustbe properly tightened and seated flat against themounting surface.

REPLACING KNOCK SENSORS

1. Knock sensors are installed on the upper deck ofthe cylinder heads (see Figure 4.05-1). Thoroughlyclean the knock sensor mounting hole located in thecapscrew.

Figure 4.05-1. Knock Sensor

Do not drop or mishan-dle knock sensor. If

knock sensor is dropped or mishandled, it must bereplaced. Disregarding this information couldresult in product damage and/or personal injury.

2. Verify that the cylinder head knock sensor contactarea is free of surface imperfections and polishedsmooth.

3. Apply a very thin coat of a blueing paste, such asPermatex® Prussian Blue (or equivalent), to seatingsurface of knock sensor (see Figure 4.05-2).

Figure 4.05-2. Knock Sensor Seating Surface

4. Install and remove knock sensor.

5. Examine imprint left by blueing agent on the crank-case and sensor seating surface.

• If the imprint on the crankcase and sensor seatingsurface is uniform, the sensor has full-face contactwith mounting surface.

• If the imprint on the crankcase and sensor seatingsurface is NOT uniform, the sensor does not havefull-face contact with mounting surface. The mount-ing hole will have to be plugged and re-tapped tomake the hole perpendicular to the mounting sur-face.

6. Place hex head screw through knock sensor andinstall into cylinder head deck.

Do not over t ightencapscrew. Overtighten-

ing will cause damage to the knock sensor. Disre-garding this information could result in productdamage and/or personal injury.

7. Tighten capscrew to 20 N·m (177 in-lb) dry.

8. Repeat this mounting procedure for each knocksensor.

AGR (STEPPER) MAINTENANCE

Every year the stepper must be inspected, cleaned,and lubricated. To perform yearly maintenance to thestepper, refer to and complete the following:

1. Remove power from ESM.

2. Disconnect harness from stepper.

3. Remove stepper from fuel regulator (seeFigure 4.05-3).

4. Lubricate stepper shaft with CITGO LithoplexGrease NLGI 2 (service temperature range: -7°– 121° C[20°– 250° F]).

CAUTION

CAUTION

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5. Lubricate washer on regulator’s diaphragm (wherespring makes contact) with CITGO Lithoplex GreaseNLGI 2.

6. Replace O-ring if required.

7. Install control spring and secure stepper into pilotbody with capscrews.

NOTE: If stepper harness does not have the length toconnect to the stepper after securing into the pilotbody, it may be necessary to adjust the stepperorientation with the use of additional o-rings.

8. Reconnect harness to stepper.

ESM SYSTEM WIRING

NOTE: The Customer Interface Harness must beproperly grounded to maintain CE compliance.

WARNINGDo not install, set up, maintain, or operate anyelectrical components unless you are a technicallyqualified individual who is familiar with the electri-cal elements involved. Electrical shock couldresult in severe personal injury or death.

WARNINGDisconnect all electrical power supplies beforemaking any connections or servicing any part ofthe electrical system. Electrical shock could resultin severe personal injury or death.

Disconnect all engineharnesses and elec-

tronically controlled devices before welding withan electric arc welder on or near an engine. Failureto disconnect the harnesses and electronicallycontrolled devices could result in product damageand/or personal injury.

Perform the following every year:

• Inspect all ESM wiring harnesses for damage andverify all connections are secure.

• Inspect all ground connections.

• Remove cover from the Power Distribution JunctionBox and verify all terminals are tight, secure, andcorrosion free.

• Verify connections in Power Distribution JunctionBox are secure.

• Verify incoming power is within specifications.

• Verify the bolts securing the Power DistributionJunction Box to the bracket and engine are tight.

For information on ESM wiring, harness connections,and power supply requirements, refer to Section 2.00System Power and Wiring.

1) O-Ring 4) Actuator

2) Spacer 5) Electrical Connector

3) Spring

Figure 4.05-3. Actuator, Gas Regulator (Stepper)

1

3

4

5

2

CAUTION

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BATTERY MAINTENANCE

WARNINGComply with the battery manufacturer’s recom-mendations for procedures concerning proper bat-tery use and maintenance. Disregarding thisinformation could result in severe personal injuryor death.

WARNINGBatteries contain sulfuric acid and generate explo-sive mixtures of hydrogen and oxygen gases.Keep any device that may cause sparks or flamesaway from the battery to prevent explosion. Batter-ies can explode, resulting in severe personalinjury or death.

WARNINGAlways wear protective glasses or goggles andprotective clothing when working with batteries.You must follow the battery manufacturer’sinstructions on safety, maintenance, and installa-tion procedures. Failure to follow the battery man-ufacturer’s instructions could result in severepersonal injury or death.

NOTE: Perform an external inspection of the batterybefore checking the indicated state of charge to verifythat the battery is in good physical condition.

EXTERNAL INSPECTION

Periodically inspect batteries and determine their con-dition. The cost of replacing other components, if theyhave been damaged by electrolyte corrosion, could bealarmingly high and accidental injuries could ensue.Any batteries that have cracks or holes in the container,cover, or vents, through which electrolyte will leak,should be replaced. Batteries contaminated with elec-trolyte (caused by over-topping with water) that havecorroded terminal posts or low electrolyte levels shouldbe cleaned or replaced if necessary.

1. Examine the battery externally.

2. Verify electrolyte levels are correct.

3. See Table 4.05-4 troubleshooting chart.

BATTERY INDICATED STATE OF CHARGE

NOTE: The battery must be fully charged for severalhours before testing. If batteries have been receiving acharge current within the previous few hours, theopen-circuit voltage may read misleadingly high. Thesurface charge must be removed before testing. Toremove surface charge, the battery must experience aload of 20 amps for 3-plus minutes.

1. Use a temperature-compensated hydrometer tomeasure the electrolyte specific gravity readings ineach cell. Record the readings.

2. Measure the open circuit voltage across the termi-nals. Record the reading.

3. Using the recorded values, determine the state ofcharge (see Table 4.05-2).

4. See Table 4.05-4 troubleshooting chart.

The state of charge listed is an approximation. Therelationship between state of charge and voltage variesby CCA rating and size. Voltage below 11.90 V maymean that the battery has a shorted cell or that theplates are sulfated and cannot accept a charge.

Table 4.05-2 Determining State of Charge

VOLTAGE STATE OF CHARGE

SPECIFIC GRAVITY

12.70 & Above 100% 0.280

12.50 75% 0.240

12.30 50% 0.200

12.10 25% 0.170

11.90 & Below Discharged 0.140

Table 4.05-3 Cranking Amps – Commercial Batteries

4D 8D

CCA @ -18° C (0° F) 1000 A 1300 A

CA @ 0° C (32° F) 1200 A 1560 A

RC minutes @ 25 A 320 min. 435 min.

CCA = Cold Cranking AmpsCA = Cranking AmpsRC = Reserve Capacity

4.05-4 FORM 6331 First Edition

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ESM MAINTENANCE

NOTE 1: Batteries which have low but uniform specific gravities in each cell and which clearly require an extended recharge mayhave become deeply discharged. This may be nothing more than a battery charger problem, but the system should bechecked out before the battery is returned to service.

NOTE 2: Batteries that have less than 75% state of charge need recharging before proceeding with any further tests. When thecharger is switched on, observe that the battery does accept a charging current, even though it may be small inamperes. The battery must be fully charged for several hours before testing. If batteries have been receiving a chargecurrent within the previous few hours, the open-circuit voltage may read misleadingly high. The surface charge must beremoved before testing. To remove surface charge, the battery must experience a load of 20 amps for 3-plus minutes.

NOTE 3: High-Rate Load Test – If the state-of-charge is 75% or higher, the battery should be given a high-rate load test.Typically, the high-rate load tester will discharge a battery through an adjustable carbon-pile resistance and indicate theterminal voltage as the discharge proceeds. After 15 seconds, the battery voltage will not drop below a specified value(typically 9.6 V) if the battery is in good condition and if the current is set at about 50% of the Cold Cranking Amps (CCA)(see Table 4.05-3). The minimum acceptable voltage reading will vary as battery temperature decreases. Read andfollow the manufacturer’s instructions for the tester.

NOTE 4: Overcharging – Batteries that have suffered as a result of considerable overcharging may show extremely lowelectrolyte levels, black deposits on the underside of the vent plugs, or black “tide-marks” on the inside walls of thecontainer from about 1 inch below the cover. If these signs are present, the battery charger setting must be checkedand reset according to the manufacturer’s instructions before a battery is returned to service; batteries in whichelectrolyte levels have to be adjusted frequently are clearly receiving too much charging current.

Table 4.05-4 Battery Troubleshooting

IF THEN

Battery Appearance

Has cracks or holes in the container or cover. Replace battery.Has corroded terminals posts.

Has black deposits on underside of vent plugs. Battery has been overcharged (see NOTE 4).

Verify battery charger is operating correctly and settings are correct.Has black “tide-marks” on inside walls about 1 inch below the cover.

Electrolyte LevelIs low. Fill electrolyte to correct level.

Is adjusted frequently. Battery is receiving too much charging current.Verify battery charger is operating correctly and settings are correct.

State of Charge

Is 75% or greater. Verify battery is good with a high rate load test (see NOTE 3).

Is between 25% and 75%. Recharge battery (see NOTE 2).

Is less than 25%.Replace battery.Measured open circuit voltage is lower

than value given in Table 4.05-2.

Specific Gravityof Cells

Odd cells with specific gravity readings 0.050 lower than other cells. Replace battery (internal short-circuit).

Is uniformly low. Verify battery charger is operating correctly and settings are correct, recharge battery (see NOTE 1).

FORM 6331 First Edition 4.05-5

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ESM MAINTENANCE

4.05-6 FORM 6331 First Edition

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APPENDIX A – INDEX

AAcronyms ............................................... 1.05-8

Actuator Linkage ..................................... 4.05-2

Adjusting Gain ........................................ 2.30-6

AFR Setup............................................ 3.10-19

AGR Maintenance................................... 4.05-2

AGR .................................................See StepperAir Starter ............................................... 2.05-5

Air-Fuel ControlComponents ....................................... 2.20-1Description ......................................... 2.20-1Operation ........................................... 2.20-1System Wiring ..................................... 2.20-4Theory of Operation.............................. 2.20-4User Settings ...................................... 2.20-5

Air-Fuel Power Module (AFPM)Overview............................................ 1.10-4

Air-Fuel Ratio Programming ................... 3.10-17

Alarm and Shutdown Setpoints................. 3.05-8Programming .................................... 3.10-16

Alarms.................................................... 2.35-3Fault Code List .................................... 4.00-6

Alternate DynamicsSynchronizer Control ............................ 2.30-5

BBack Intake Manifold Pressure ................. 3.05-8

BatteryExternal Inspection ............................... 4.05-4Maintenance ....................................... 4.05-4Requirements...................................... 2.00-1Wiring Diagram

Power Supplied by Batteries ................. 2.00-2Power Supply by Customer .................. 2.00-3

Button Bar ............................................ 3.00-12

Bypass Reserve Map .............................. 2.25-2

Bypass ValveOverview............................................ 1.10-5

CChanging Units – U.S. or Metric ............. 3.10-10

Component LocationLeft Bank............................................ 1.10-2Right Bank.......................................... 1.10-2Top View............................................ 1.10-3

Connection Status................................... 3.00-4

Conversions ........................................... 1.05-9

Cranking Engine Without Starting and Without Fuel ............................... 2.05-5

Customer Interface HarnessDescription ......................................... 2.00-6Loose Wire Identification Table ............... 2.00-6Optional Connections ......................... 2.00-10Required Connections .......................... 2.00-8

DDefinitions .............................................. 1.05-3

Actuator, Gas Regulator ........................ 1.05-3AGR.................................................. 1.05-3Air-Fuel Power Module.......................... 1.05-3Air-Fuel Ratio...................................... 1.05-3Alternate Dynamics .............................. 1.05-3Analog Signals .................................... 1.05-3Baud Rate .......................................... 1.05-3Boost Pressure.................................... 1.05-3Bus................................................... 1.05-3Bypass .............................................. 1.05-3Calibration.......................................... 1.05-3CAN.................................................. 1.05-3CD-ROM............................................ 1.05-3Closed-Loop Control............................. 1.05-3Combustion Stability Limit...................... 1.05-3DB Connector ..................................... 1.05-3Dead Band ......................................... 1.05-4Detonation.......................................... 1.05-4Digital Signals ..................................... 1.05-4Droop................................................ 1.05-4ECU.................................................. 1.05-4E-Help ............................................... 1.05-4Electronic Service Program.................... 1.05-4Engine Control Unit .............................. 1.05-4ESP .................................................. 1.05-4Fault ................................................. 1.05-4Fault Log............................................ 1.05-4Feedforward Control............................. 1.05-4Freewheeling Diode ............................. 1.05-4Function Keys ..................................... 1.05-4Graphical User Interface........................ 1.05-4Hard Drive.......................................... 1.05-4High Signal......................................... 1.05-4Home Position..................................... 1.05-4Icon .................................................. 1.05-4Ignition Power Module .......................... 1.05-4IMAP................................................. 1.05-4IPM-D................................................ 1.05-4Isochronous........................................ 1.05-5Knock................................................ 1.05-5Knock Frequency................................. 1.05-5Knock Sensor ..................................... 1.05-5

FORM 6331 First Edition A-1

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Lambda............................................. 1.05-5Lean Burn Air-Fuel Ratio....................... 1.05-5LED.................................................. 1.05-5Load Coming...................................... 1.05-5Load Control ...................................... 1.05-5Load Inertia........................................ 1.05-5Log File Processor............................... 1.05-5Low Signal ......................................... 1.05-5Magnetic Pickup.................................. 1.05-5Master-Slave Communications............... 1.05-5MODBUS .......................................... 1.05-5Modem.............................................. 1.05-5NVRAM............................................. 1.05-5O2 Heater Block.................................. 1.05-5Open Circuit ....................................... 1.05-6Panel ................................................ 1.05-6PC ................................................... 1.05-6PLC.................................................. 1.05-6Pulse Width Modulation ........................ 1.05-6PWM ................................................ 1.05-6RAM................................................. 1.05-6RS-232 ............................................. 1.05-6RS-485 ............................................. 1.05-6Sample Window.................................. 1.05-6Scale High ......................................... 1.05-6Scale Low.......................................... 1.05-6Short Circuit ....................................... 1.05-6Slave Communications ......................... 1.05-6Speed Control .................................... 1.05-6Start Position...................................... 1.05-6Step ................................................. 1.05-6Stepper Gain ...................................... 1.05-6Stepper Lean Limit .............................. 1.05-7Stepper Motor..................................... 1.05-7Stepper Rich Limit ............................... 1.05-7Synchronizer Control............................ 1.05-7Temperature Compensation .................. 1.05-7Throttle Reserve ................................. 1.05-7Training Tool ...................................... 1.05-7Turbocharger...................................... 1.05-7Turbocharger Surge............................. 1.05-7User Interface..................................... 1.05-7Wastegate Valve ................................. 1.05-7Windowing ......................................... 1.05-7WKI .................................................. 1.05-7Workspace......................................... 1.05-7

Determining Fault CodeUsing ECU Status LEDs ....................... 4.00-2Using ESP ......................................... 4.00-2

Display Fields ....................................... 3.00-11Edit Boxes ........................................ 3.00-11Gauges............................................ 3.00-11Status Field ...................................... 3.00-11Text Field ......................................... 3.00-11Text Field with Status Bar .................... 3.00-11User-Programmable Field .................... 3.00-11

EECU

Connecting To Modem........................ 3.00-17Connecting To PC................................ 3.00-3Internal Faults ..................................... 2.35-2Overview............................................ 1.10-3Resetting LEDs ................................... 3.10-7Status LEDs........................................ 4.00-2

Edit Boxes............................................ 3.00-11

E-Help.................................................... 4.00-3Command Bar ..................................... 4.00-4Description ......................................... 4.00-3Document Pane................................... 4.00-5Navigation Pane .................................. 4.00-5Overview............................................ 1.10-9.....................................................................3.00-9Window Description.............................. 4.00-4

Electronic Service ProgramOverview............................................ 1.10-9

Emergency Safety Shutdowns Overview... 2.35-1

Engine Control Unit (ECU) ................... See ECUEngine Stall ............................................ 2.35-2

English/Metric Conversions...................... 1.05-9

ESDFault Code List .................................... 4.00-8

ESMAlarm Code List ................................... 4.00-6Alarms............................................... 2.35-3Components ....................................... 1.10-3Diagnostics Overview ......................... 1.10-10E-Help ............................................... 1.10-9Fault Codes ........................................ 4.00-6Local Control Panel ............................ 2.40-10Safety Shutdowns .............................. 1.10-10Shutdown Code List ............................. 4.00-8

ESM Definitions ...................................... 1.05-3

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ESPBasic Programming .............................. 3.10-2Button Bar ........................................ 3.00-12Common Features.............................. 3.00-10Connection Status ................................ 3.00-4Display Fields.................................... 3.00-11Icon................................................... 1.10-9Installing ESP From CD......................... 3.00-3Modem Access .................................. 3.00-17Navigation ........................................ 3.00-10Recommended System Requirements...... 3.00-1Saving To Permanent Memory................ 3.10-3Starting .............................................. 3.00-4User Interface Panels Overview ............ 1.10-10.................................................................... 3.00-4

Exiting ESP Without Saving ..................... 3.10-3

F[F2] Engine Panel.................................... 3.05-1

[F3] Start-Stop ........................................ 3.05-2

[F4] Governing Operating Status .............. 3.05-3

[F5] Ignition Operating Status ................... 3.05-4

[F8] AFR Setup Panel.............................. 3.05-5

[F10] System/Shutdown Status................. 3.05-6

[F11] Advanced Functions........................ 3.05-7

FaultAlarm Codes ....................................... 4.00-6Definition ............................................ 1.05-4Shutdown Codes.................................. 4.00-8

Fault Codes ............................................ 4.00-6

Fault LogDefinition ............................................ 1.05-4Description ....................................... 3.00-13Overview............................................ 3.00-9

Feedforward ControlDescription ......................................... 2.30-5

Field Description ..................................... 3.05-8Active Faults ....................................... 3.05-8Alarm and Shutdown Setpoints ............... 3.05-8Alternate Dynamics .............................. 3.05-8Ambient Air Temperature ....................... 3.05-8Average Intake Manifold Pressure ........... 3.05-8Baro Pressure ..................................... 3.05-8Battery Voltage .................................... 3.05-8Baud Rate .......................................... 3.05-8Boost Pressure .................................... 3.05-9Bypass Position ................................... 3.05-9Cal Conditions ..................................... 3.05-9Cal Min. Block Temp............................. 3.05-9Cal Min. IMAP ..................................... 3.05-9

Calibrate O2 Sensors ........................... 3.05-9Calibration Loaded............................... 3.05-9Cool Down ......................................... 3.05-9Coolant Pressure ................................. 3.05-9Coolant Temperature.......................... 3.05-10Differential Gain Adj ........................... 3.05-10Driven Equipment ESD ....................... 3.05-10Droop(%) ......................................... 3.05-10ECU Hours ....................................... 3.05-10ECU Temp ....................................... 3.05-10Engine Knocking................................ 3.05-10Engine Setpoint RPM ......................... 3.05-10Engine Speed RPM............................ 3.05-10Engine Status Bar .............................. 3.05-10Engine Torque %............................... 3.05-11Estimated Power ............................... 3.05-11Ext O2 for Cal ................................... 3.05-11Faults Loaded ................................... 3.05-11Front Intake Manifold Pressure ............. 3.05-11Fuel Composition............................... 3.05-11Fuel Pressure ................................... 3.05-11Heated Power ................................... 3.05-11High Idle .......................................... 3.05-11High Voltage Adj. ............................... 3.05-11High Voltage Limit.............................. 3.05-11Idle ................................................. 3.05-12IGN TIMING (Left Bank) ...................... 3.05-12IGN TIMING (Right Bank) .................... 3.05-12Ignition Alarm.................................... 3.05-12Ignition Enable .................................. 3.05-12Ignition Energy .................................. 3.05-12Intake Mnfld Temp ............................. 3.05-12Integral Gain Adj................................ 3.05-12Knocking.......................................... 3.05-12Lambda Setpoint ............................... 3.05-12Load Inertia ...................................... 3.05-13Low Idle ........................................... 3.05-13Low Idle Adj...................................... 3.05-13Low Voltage Adj................................. 3.05-13Low Voltage Limit .............................. 3.05-13Lower Heating Value .......................... 3.05-13Main Fuel on RPM ............................. 3.05-13Main Fuel on RPM Adjustment ............. 3.05-13Main Fuel Valve................................. 3.05-13Manual Mode Check Box..................... 3.05-14Max Retard....................................... 3.05-14Max/Min Stepper Position .................... 3.05-14Measured O2.................................... 3.05-14No Spark Adjust ................................ 3.05-14No Spark Limit .................................. 3.05-14NOx ................................................ 3.05-14O2 Block Temperature ........................ 3.05-14O2 Cal Accept................................... 3.05-14

FORM 6331 First Edition A-3

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O2 Cal Conditions .............................. 3.05-14O2 Sensor ........................................ 3.05-15O2 Setpoint....................................... 3.05-15Oil Pressure ...................................... 3.05-15Oil Pressure Pre-filter .......................... 3.05-15Oil Temp .......................................... 3.05-15Percent Rated Load ............................ 3.05-15Post Lube Time.................................. 3.05-15Pre/Post Lube.................................... 3.05-15PreCh Fuel On RPM ........................... 3.05-15PreCh Fuel On RPM Adjust .................. 3.05-15Prechamber Fuel Valve ....................... 3.05-15Prelube Time..................................... 3.05-15Prelube Timer.................................... 3.05-15Proportion Gain Adj ............................ 3.05-16Proportional Sync ............................... 3.05-16Purge Time ....................................... 3.05-16Remote RPM..................................... 3.05-16Remote RPM Setpoint......................... 3.05-16Slave ID ........................................... 3.05-16SPARK REF # ................................... 3.05-16Start Position..................................... 3.05-17Starter.............................................. 3.05-17Starter Off RPM ................................. 3.05-17Starter Off RPM Adj ............................ 3.05-17Starting Signal ................................... 3.05-17Stats Loaded..................................... 3.05-17Stepper Motor Setup ........................... 3.05-17Stepper Operating Mode...................... 3.05-17Stepper Position................................. 3.05-17Sync RPM ........................................ 3.05-17System............................................. 3.05-18Throttle Feedback .............................. 3.05-18Throttle Position % ............................. 3.05-18Throttle Reserve %............................. 3.05-18User ESD ......................................... 3.05-18User RUN/STOP................................ 3.05-18User WKI.......................................... 3.05-18User WKI in Use ................................ 3.05-18Wastegate ........................................ 3.05-16Wastegate Position % ......................... 3.05-18

Fixed Speed .......................................... 2.30-2Logic Diagram .................................... 2.30-4

Fuel ValveDescription......................................... 2.05-6

Function Codes...................................... 2.40-3

GGauges ................................................ 3.00-11

Governing .............................................. 2.30-1Feedforward Control ............................. 2.30-5Inputs and Calibrations.......................... 2.30-1Synchronizer Control ............................ 2.30-5Theory ............................................... 2.30-1

HHeater Block Assembly............................ 2.20-3

How to Use This Manual.............................. 1-v

IIgnition

Diagnostics......................................... 2.10-3Level ................................................. 2.10-3Monitoring Ignition Energy Field .............. 2.10-3Monitoring Spark Reference Number ....... 2.10-3System Overview............................... 1.10-11Theory ............................................... 2.10-2

Initial Engine Startup ............................... 3.10-1

Installing ESP From Download ................. 3.00-1

IPM-DOverview............................................ 1.10-4Programming .................................... 3.10-17

KKnock .................................................... 2.35-2

Detection and Timing Control ................. 2.15-2Promoters And Reducers....................... 2.15-2Theory ............................................... 2.15-1

Knock DetectionOverview.......................................... 1.10-11

Knock Sensor ......................................... 4.05-2Definition............................................ 1.05-5

A-4 FORM 6331 First Edition

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APPENDIX A – INDEX

LLean Burn Oxygen Sensor ....................... 2.20-2

LEDsDetermining Fault Code......................... 4.00-2Resetting............................................ 3.10-7

Load Control Mode.................................. 2.30-5Definition ............................................ 1.05-5

Load Inertia .......................................... 3.10-14

Local Control Option Harness................. 2.00-11

Local Control PanelDescription ....................................... 2.40-10

Logging System Parameters .................... 3.10-7Create Text File ................................... 3.10-8Creating .TSV File ................................ 3.10-9

Low Oil Pressure..................................... 2.35-1

MMagnetic Pickup...................................... 2.10-2

Definition ............................................ 1.05-5Safety Shutdown.................................. 2.35-2

MaintenanceActuator Linkage.................................. 4.05-2Battery ............................................... 4.05-4Chart ................................................. 4.05-1Power Distribution Junction Box .............. 4.05-3Stepper .............................................. 4.05-2System Wiring ..................................... 4.05-3

MODBUS ............................................... 2.40-1Definition ............................................ 1.05-5Exception Responses ........................... 2.40-3Fault Code Behavior ............................. 2.40-2Function Code 01 Table ........................ 2.40-4Function Code 02 Table ........................ 2.40-4Function Code 03 Table ........................ 2.40-5Function Code 04 Table ........................ 2.40-6Protocol ............................................. 2.40-2Reading Address ................................. 2.40-3Use with PC........................................ 2.40-2Use with PLC ...................................... 2.40-2Wiring ................................................ 2.40-1

NNavigating ESP Panels.......................... 3.00-10

Non-Code Troubleshooting .................... 4.00-10

OOvercrank .............................................. 2.35-2

Overspeed ............................................. 2.35-2

PPanels ................................................. 1.10-10

Permanent MemorySaving............................................... 3.10-3

Power Distribution Junction Box ............... 2.00-4Connecting Ground .............................. 2.00-5Connecting Power................................ 2.00-5Overview............................................ 1.10-4Recommended Wiring .......................... 2.00-4Troubleshooting................................. 4.00-11

Power Supply Requirements.................... 2.00-1

Prelubing Engine Without Starting ............ 2.05-5

ProgrammingBasic Programming.............................. 3.10-2Conventions ....................................... 1.05-2Load Inertia ...................................... 3.10-14NOx Level ........................................ 3.10-20Panel Color Key .................................. 1.05-2Remote ECU .................................... 3.10-11Saving To Permanent Memory ............... 3.10-3Using A Modem For Remote Monitoring... 3.00-15

RReading MODBUS Addresses ................. 2.40-3

Remote Monitoring................................ 3.00-15Connecting Modem To ECU And PC ..... 3.00-17Setting Up Modem to ECU................... 3.00-15Starting ESP..................................... 3.00-17

Resetting Learning Tables ....................... 2.25-2

Resetting LEDs On ECU ......................... 3.10-7

Rotating Moment of InertiaAdjusting Gain..................................... 2.30-6

RS-232 .................................................. 1.05-6

RS-485 .................................................. 1.05-6

FORM 6331 First Edition A-5

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APPENDIX A – INDEX

SSafety

Batteries............................................ 1.00-3Body Protection .................................. 1.00-3Chemicals.......................................... 1.00-3Cleaning Solvents ............................... 1.00-3Electrical ........................................... 1.00-2Emergency Shutdown .......................... 1.00-4Equipment Repair And Service............... 1.00-1Exhaust............................................. 1.00-3Fire Protection .................................... 1.00-3Handling Components .......................... 1.00-4Intoxicants and Narcotics ...................... 1.00-4Programming...................................... 1.00-4Protective Guards................................ 1.00-4Safety Tags and Decals........................ 1.00-1Tools

Electrical ....................................... 1.00-4Pneumatic ..................................... 1.00-4

Safety Shutdowns .................................. 2.35-1Customer-Initiated Emergency Shutdown .. 2.35-2Description......................................... 2.35-1ECU Internal Faults ............................. 2.35-2Engine Overload ................................. 2.35-2Engine Overspeed............................... 2.35-2Engine Stall........................................ 2.35-2E-Stop Switches.................................. 2.35-1High HT Jacket Water

Coolant Temperature ................ 2.35-2High Intake Manifold Air Temperature...... 2.35-2High Oil Temperature ........................... 2.35-2Low HT Jacket Water Coolant Pressure ... 2.35-2Low Oil Pressure................................. 2.35-1Magnetic Pickups ................................ 2.35-2Overcrank.......................................... 2.35-2Overview .......................................... 1.10-10Security Violation ................................ 2.35-2Uncontrollable Engine Knock ................. 2.35-2

Security Violation ................................... 2.35-2

Sensor LocationFront/Rear View .................................. 1.10-6Top View ........................................... 1.10-5

ShutdownFault Codes ....................................... 4.00-8

Spark Reference Number........................ 2.10-3

Speed Control Mode ............................... 2.30-2Fixed Speed ....................................... 2.30-2Variable Speed.................................... 2.30-3

Speed Governing. ....................... See GoverningStarting ESP........................................... 3.00-4

Start-Stop ControlDescription ......................................... 2.05-1Emergency Shutdown Sequence............. 2.05-2Emergency Stop Flow Diagram............... 2.05-5Normal Shutdown Sequence .................. 2.05-2Overview.......................................... 1.10-11Start Flow Diagram............................... 2.05-3Start Sequence.................................... 2.05-1Stop Flow Diagram............................... 2.05-4

Status Field .......................................... 3.00-11

Stepper .................................................. 2.20-4Overview............................................ 1.10-4

Synchronizer ControlDescription ......................................... 2.30-5

System Block Diagram ............................ 1.10-1

System Requirements ............................. 3.00-1

TText Field ............................................. 3.00-11

Text Field with Status Bar ...................... 3.00-11

Throttle ActuatorOverview............................................ 1.10-5

Throttle Reserve ..................................... 2.25-4

Throttle Reserve Map.............................. 2.25-2

Torque Values ...................................... 1.05-10

TroubleshootingAdditional Assistance............................ 4.00-1Determining Fault Code......................... 4.00-2E-Help ............................................... 4.00-3Fault Codes ........................................ 4.00-6Non-Code Troubleshooting .................. 4.00-10Power Distribution Junction Box ............ 4.00-11Where to Begin.................................... 4.00-1

Turbocharger ControlDescription ......................................... 2.25-2

Turbocharger Surge ................................ 2.25-3

A-6 FORM 6331 First Edition

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APPENDIX A – INDEX

UUser Digital Inputs................................. 2.40-11

User Interface Panels ............................ 1.10-10[F10] System/Shutdown Status ............... 3.00-7[F11] Advanced Functions...................... 3.00-8[F2] Engine ......................................... 3.00-5[F3] Start-Stop ..................................... 3.00-5[F4] Governor Operating Status............... 3.00-6[F5] Ignition Status ............................... 3.00-6[F8] AFR Setup.................................... 3.00-7Definition ............................................ 1.05-7

User Interface Panels Overview ............... 3.00-4

User-Programmable Field ...................... 3.00-11

VVariable Speed ....................................... 2.30-3

Logic Diagram ..................................... 2.30-4

Version Details........................................ 3.00-9

WWastegate Actuator

Overview............................................ 1.10-5

Wastegate Reserve Map.......................... 2.25-2

Waukesha Knock Index (WKI).................. 2.15-3

WiringMaintenance ....................................... 4.05-3

Wiring Requirements ............................... 1.05-1

WKIDefinition ............................................ 1.05-7

FORM 6331 First Edition A-7

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A-8 FORM 6331 First Edition

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DRESSER WAUKESHA, INC. - EXPRESS LIMITED WARRANTY COVERINGPRODUCTS USED IN CONTINUOUS DUTY APPLICATIONS

INTRODUCTIONCONTINUOUS DUTY DEFINITION: The highest load and speed which can be applied, subject to Waukesha’s approved ratings in effect at time of sale.I. TERMS OF EXPRESS LIMITED WARRANTY

A. Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any Genuine Waukesha Service Part installed on an engine,or Enginator®, or product (hereinafter referred to as “Products”) manufactured by Waukesha, which proves to have had a defect in material or workman-ship.

B. Waukesha Engine further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha Product damaged asthe direct result of a warrantable defect in a Product during the term of coverage.

II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTYA. This coverage shall commence upon initial new Products start-up date and shall expire upon the earlier of the following:

1. 12 months after the initial new Products start-up date; or2. 24 months after the original shipment date of the covered Products by Waukesha Engine.

B. Notwithstanding the foregoing, Waukesha further warrants that the cylinder block casting, cylinder head castings, connecting rod forgings, and crankshaftforging will be free from defects in material or workmanship. This additional warranty only covers failures of the specific items noted within this subpara-graph.This coverage shall expire upon the earlier of the following:1. 60 months after the initial new Products start-up date; or2. 25,000 hours of operation of the covered Products; or3. 72 months after the original shipment date of the covered Products by Waukesha Engine.

NOTE: No damage from other sources, such as damage from the loss of a crankshaft bearing, shall be considered as a forging defect.III. WAUKESHA’S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY

Waukesha shall be responsible for:A. The repair or replacement, at Waukesha’s election, of covered defective parts and all reasonable labor required regarding a warranted failure during the

express limited warranty term. All such labor shall be provided by Waukesha’s authorized contractor or distributor.B. Reasonable and necessary travel and expenses incurred by Waukesha’s authorized contractor or distributor.C. Replacement of lubricating oil, coolant, filter elements, or other normal maintenance items that are contaminated and/or damaged as a direct result of a

warranted failure.IV. OWNER’S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY

Owner shall be responsible for:A. The operation and maintenance of the Products within the guidelines established by Waukesha.B. Making the Products available to Waukesha or Waukesha’s authorized contractors or distributors for any warranty repair, during normal business hours. C. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule.D. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repair.E. All administrative costs and expenses resulting from a warranted failure.F. Any costs of transportation, towing, repair facilities, or associated costs.G. All labor, travel, mileage, and other related costs and expenses associated with a claim made pursuant to subparagraph II (B) above.H. Loss of revenue and loss of/or damage to real and/or personal property.

V. LIMITATION OF WAUKESHA’S OBLIGATIONSThe obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, or maintenance

practice not in accordance with guidelines or specifications established by Waukesha; or B. Any failure resulting from unauthorized modifications or repairs of the Products; orC. Any failure resulting from overload, overspeed, overheat, accident, improper storage; orD. Failure of owner to promptly provide notice of a claimed defect; orE. Failure of Products for which Waukesha did not receive properly completed start-up reports; or F. Repairs of a covered failure performed with non-genuine Waukesha parts; orG. Repairs of a covered failure performed by non-authorized contractors or distributors; orH. Failure to make Products available to Waukesha or its authorized representatives; orI. Failure to supply documents such as drawings and specifications relating to the specific application of the Products.

VI. APPLICABILITY AND EXPIRATIONThe warranties set out above are extended to all owners in the original chain of distribution. The warranties and obligations of Waukesha shall expire and be ofno further effect upon the dates of expiration of the applicable warranty periods.

THE FOREGOING SETS FORTH WAUKESHA’S ONLY OBLIGATIONS AND OWNERS’ EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHERSUCH CLAIMS ARE BASED ON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THEFOREGOING IS EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT LIMITA-TION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.

Notwithstanding the preceding, in no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominatedin contract, tort strict liability, negligence, or other theories) arising out of this Agreement or the use of any Products provided under this Agreement.

Any action arising hereunder or relating hereto, whether based on breach of contract, tort (including negligence and strict liability), or other theoriesmust be commenced within two (2) years after the cause of action accrues or it shall be barred.

BINDING ARBITRATION(a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/or services pro-

vided hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party’s request fornegotiation, either party may initiate arbitration as herein after provided.

(b) Any dispute arising out of or related to this agreement or the products and/or services provided hereunder which has not been resolved by thenegotiation procedure described above, shall be settled by binding arbitration administered by the American Arbitration Association in accordancewith its Commercial Arbitration Rules and judgment on the award rendered by the arbitrator(s) may be entered in any court having jurisdictionthereof.

(c) Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall consist of three arbitrators. The arbitrator(s) shall have no authority toaward punitive or other damages not measured by the prevailing party’s actual damages and may not, in any event, make any ruling, finding oraward that does not conform to the terms and condition of this agreement. The law of Texas shall govern.

(d) The arbitration proceeding shall be conducted in English, in Dallas, Texas.

See form M464 for the most current warranty terms. Effective February 22, 2006

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INTRODUCTION

This warranty only applies to Genuine Waukesha Service Parts and Waukesha Factory Remanufactured Service Parts (to include assemblies and short blocks)(hereinafter referred to as “Service Parts”) sold by Waukesha Engine and used for repair, maintenance, or overhaul of Waukesha Products.

I. TERMS OF EXPRESS LIMITED WARRANTYA. Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any Genuine Waukesha Service Part installed on an engine,

or Enginator®, or product (hereinafter referred to as “Products”) manufactured by Waukesha, which proves to have had a defect in material or workmanship.B. Waukesha Engine Division further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha Product

damaged as the direct result of a warrantable defect in a Product during the term of coverage.

II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTY This coverage shall commence upon the date the Service Part is installed and shall expire upon the earlier of the following:A. 12 months after the date the part is installed; orB. 24 months after the purchase date from an authorized Waukesha Distributor.

III. WAUKESHA'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTYWaukesha shall be responsible for:A. The repair or replacement, at Waukesha's election, of covered defective Service Parts and progressive damage as explained in Paragraph 1B of this warranty.B. Labor time to repair or replace the defective part as established by the Waukesha Labor Guide Manual. All reimbursable labor costs shall be provided by

Waukesha’s authorized Distributor.C. The reimbursement of documented Distributor expenses covering Freight, Customs, Brokers Fees, and Import Duties to obtain the replacement Service

Part from Waukesha.

IV. OWNER'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTYOwner shall be responsible for:A. The operation and maintenance of the Products/Service Parts within the guidelines established by Waukesha.B. Making The Products/service Parts available to Waukesha or Waukesha's authorized Distributors for any warranty repair, during normal business hours.C. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule.D. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repairs.E. All administrative costs and expenses resulting from a warranted failure.F. Any costs of transportation, towing, repair facilities, or associated costs.G. All travel, mileage, and other related Distributor costs and expenses associated with repair under the terms of this Service Parts Warranty.H. All additional labor time in excess of Waukesha's Labor Guide for the warrantable repair.I. Loss of revenue and loss of/or damage to real and/or personal property.

V. Limitation Of Waukesha's ObligationsThe obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, maintenance, or

assembly practice not in accordance with guidelines or specifications established by Waukesha; orB. Any failure resulting from unauthorized modifications or repairs of the Products or Service Parts; orC. Any failure resulting from overload, overspeed, overheat, accident; orD. Failure of owner to promptly provide notice of a claimed defect; orE. Failure of Service Parts for which Waukesha did not receive proper documentation concerning the Service Parts purchase date from an authorized Wauke-

sha Engine Distributor; orF. Repairs of a covered failure performed with non-genuine Waukesha parts; orG. Repairs of a covered failure performed by non-authorized contractors or distributors; orH. Failure to make Products and Service Parts available to Waukesha or its authorized representative; orI. Failure to supply documents such as drawings and specifications relating to the specific application of the Products; orJ. Any failure of Service Parts resulting from misapplication or improper repair procedures; orK. Any failure or damage resulting from the improper or extended storage of a Service Part; orL. Freight, Customs, Broker Fees, and Import Duties if appropriate documentation is not provided; orM. Normal wear items or consumable parts such as belts, spark plugs, lubricating oil filters, air filters, etc. are not considered defective if in need of routine

replacement, rebuild, or maintenance during the term of the warranty.VI. APPLICABILITY AND EXPIRATION

The warranty set out above is extended to the original purchaser of the Genuine Waukesha Service Parts. The warranty and obligations of Waukesha shallexpire and be of no further effect upon the date of expiration of the applicable warranty period.

VII. WARRANTY ADMINISTRATION This warranty is administered exclusively by an authorized Waukesha Distributor. The invoice for the failed Service Parts must be provided to the distributor todetermine whether the warranty is applicable.Contact the nearest authorized Waukesha Distributor for assistance with warranty matters or questions. The location of the nearest authorized Distributor isavailable by contacting Waukesha Engine at (262) 547-3311.

THE FOREGOING SETS FORTH WAUKESHA'S ONLY OBLIGATIONS AND OWNERS' EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHERSUCH CLAIMS ARE BASED ON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THEFOREGOING IS EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT LIMITA-TION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.Notwithstanding the preceding, In no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominatedin contract, tort strict liability, negligence, or other theories) arising out of this Agreement or the use of any products provided under this Agreement.Any action arising hereunder or relating hereto, whether based on breach of contract, tort (including negligence and strict liability), or other theoriesmust be commenced within two (2) years after the cause of action accrues or it shall be barred.BINDING ARBITRATION(a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/or services pro-

vided hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party's request fornegotiation, either party may initiate arbitration as hereinafter provided.

(b) Any dispute arising out of or related to this agreement or the products and/or services provided hereunder which has not been resolved by thenegotiation procedure described above, shall be settled by binding arbitration administered by the American Arbitration Association in accordancewith its Commercial Arbitration Rules and judgment on the award rendered by the arbitrator(s) may be entered in any court having jurisdictionthereof.

(c) Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall consist of three arbitrators. The arbitrator(s) shall have no authority toaward punitive or other damages not measured by the prevailing party's actual damages and may not, in any event, make any ruling, finding oraward that does not conform to the terms and conditions of this agreement. The law of Texas shall govern.

(d) The arbitration proceeding shall be conducted in English, in Dallas, Texas.See Form M-463 for the most current warranty terms; effective February 22, 2006.

DRESSER WAUKESHA, INC. - EXPRESS LIMITED WARRANTY FORGENUINE WAUKESHA SERVICE PARTS AND WAUKESHA FACTORY REMANUFACTURED SERVICE PARTS

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INTRODUCTIONThis warranty only applies to engines which Waukesha Engine has approved to operate in excess of the continuous duty rating.

APPLICATIONS COVERED BY THIS WARRANTYStandby Service Applications: This rating applies to those systems used as a secondary or backup source of electrical power. This rating is the output the systemwill produce continuously (no overload), 24 hours per day for the duration of the prime power source outage.Intermittent Service Applications: This rating is the highest load and speed that can be applied in variable speed mechanical system applications only (i.e., blow-ers, pumps, compressors, etc.). Operation at this rating is limited to a maximum of 3500 hours/year. For continuous operation for any length of time between the con-tinuous and intermittent ratings, see the Peak Shaving Application rating procedure.Peak Shaving Applications: The rating for a peak shaving application is based on the number of horsepower-hours available per year at site specific conditions. Allapplications using a peak shaving rating require a signed Special Application Approval (SAA) from Waukesha's Application Engineering Department.

I. TERMS OF EXPRESS LIMITED WARRANTYA. Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any Genuine Waukesha Service Part installed on an engine,

or Enginator®, or product (hereinafter referred to as “Products”) manufactured by Waukesha, which proves to have had a defect in material or workmanship.B. Waukesha Engine Division further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha Product

damaged as the direct result of a warrantable defect in a Product during the term of coverage.II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTY

A. This coverage shall commence upon initial new Products start-up date and shall expire upon the earlier of the following:1. 60 months or 3500 hours, whichever occurs first, after the initial new Products start-up date; or2. 72 months after the original shipment date of the covered Products by Waukesha Engine.

B. Notwithstanding the foregoing, Waukesha further warrants that the cylinder block casting, cylinderhead castings, connecting rod forgings, and crankshaftforging will be free from defects in material or workmanship. This additional warranty only covers failure of the specific items noted within this subparagraph.This coverage shall expire upon the earlier of the following:1. 60 months after the initial new Products start-up date; or 2. 25,000 hours of operation of the covered Products; or3. 2 months after the original shipment date of the covered Products by Waukesha Engine.

NOTE: No damage from other sources, such as damage from the loss of a crankshaft bearing, shall be

III. WAUKESHA'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTYWaukesha shall be responsible for:A. The repair or replacement, at Waukesha's election, of covered defective parts and all reasonable labor required regarding a warranted failure during the

express limited warranty term. All such labor shall be provided by Waukesha's authorized contractor or distributor.B. Reasonable and necessary travel and expenses incurred by Waukesha's authorized contractors or distributor.C. Replacement of lubricating oil, coolant, filter elements, or other normal maintenance items that are contaminated and/or damaged as a direct result of a

warranted failure.NOTWITHSTANDING THE FOREGOING, WAUKESHA SHALL NOT BE RESPONSIBLE FOR LABOR COSTS ASSOCIATED WITH WARRANTY CLAIMSBROUGHT PURSUANT TO SUBPARAGRAPH II (B).

IV. OWNER'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTYOwner shall be responsible for:A. The operation of the Product within the allowable HP-HR/YR rating granted by the specific Special Application Approval for the Product.B. The operation and maintenance of the Products within the guidelines established by Waukesha.C. Making the Products available to Waukesha or Waukesha's authorized contractors or distributors for any warranty repair, during normal business hours.D. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule.E. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repair.F. All administrative costs and expenses resulting from a warranted failure.G. Any costs of transportation, towing, repair facilities, or associated costs.H. All labor, travel, mileage, and other related costs and expenses associated with a claim made pursuant to subparagraph II (B) above.I. Loss of revenue and loss of/or damage to real and/or personal property.

V. LIMITATION OF WAUKESHA'S OBLIGATIONSThe obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, or maintenance

practice not in accordance with guidelines or specifications established by Waukesha; orB. Any failure resulting from unauthorized modifications or repairs of the Products: orC. Any failure resulting from overload, overspeed, overheat, accident, improper storage; orD. Failure of owner to promptly provide notice of a claimed defect; orE. Failure of Products for which Waukesha did not receive properly completed start-up reports; orF. Repairs of a covered failure performed with non-genuine Waukesha parts; orG. Repairs of a covered failure performed by non-authorized contractors or distributors; orH. Failure to make Products available to Waukesha or its authorized representatives; orI. Failure to supply documents such as drawings and specifications relating to the specific application of the Products.

VI. APPLICABILITY AND EXPIRATIONThe warranties set out above are extended to all owners in the original chain of distribution. The warranties and obligations of Waukesha shall expire and be ofno further effect upon the dates of expiration of the applicable warranty periods.

THE FOREGOING SETS FORTH WAUKESHA'S ONLY OBLIGATIONS AND OWNERS' EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER SUCH CLAIMS ARE BASEDON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THE FOREGOING IS EXPRESSLY IN LIEU OF OTHER WAR-RANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT LIMITATION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR APARTICULAR PURPOSE.Notwithstanding the preceding, in no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominated in contract, tort strict lia-bility, negligence, or other theories) arising out of this Agreement or the use of any Products provided under this Agreement.Any action arising hereunder or relating hereto, whether based on breach of contract, tort (including negligence and strict liability), or other theories must be commenced withintwo (2) years after the cause of action accrues or it shall be barred.

BINDING ARBITRATION(a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/or services pro-

vided hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party's request fornegotiation, either party may initiate arbitration as herein after provided.

(b) Any dispute arising out of or related to this agreement or the products and/or services provided hereunder which has not been resolved by thenegotiation procedure described above, shall be settled by binding arbitration administered by the American Arbitration Association in accordancewith its Commercial Arbitration Rules and judgment on the award rendered by the arbitrator(s) may be entered in any court having jurisdictionthereof.

(c) Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall consist of three arbitrators. The arbitrator(s) shall have no authority toaward punitive or other damages not measured by the prevailing party's actual damages and may not, in any event, make any ruling, finding oraward that does not conform to the terms and condition of this agreement. The law of Texas shall govern.

(d) The arbitration proceeding shall be conducted in English, in Dallas, Texas.See Form 467 for the most current warranty terms, effective February 22, 2006.

DRESSER WAUKESHA, INC. EXPRESS LIMITED WARRANTYFOR PRODUCTS OPERATED IN EXCESS OF CONTINUOUS DUTY RATINGS