Perkins 4000 Series TRS

Gas Engine Control Systems

Gas Engine Control Systems Manual. TPD1707E, Issue 2

© Proprietary information of Perkins Engines Company Limited, all rights reserved
The information is correct at the time of print
Published in March 2016 by Technical Publications
Perkins Engines Company Limited, Peterborough, PE1 5FQ, England.

This document has been printed from SPI2. NOT FOR RESALE
 Introduction

This manual is intended to be used as a reference document for Operators and

OEM’s alike who have daily exposure to 4000 Series TRS gas engines.

The manual is not intended to be a comprehensive document with details of the in

depth mapping and set up processes required for each component.

The intention is that this document is used to help users adjust and maintain their
engines to the correct operating conditions

Title: Description: Section:

Pre support checklist Engine / operating details 1
(Complete TRS range)

Digital Electronic Governor Heinzmann Pandaros Digital governor 2

(Complete TRS range)

Kronos 20 AFR Control System Heinzmann Kronos 20 Digital 3

Closed loop AFR
(4006/08 TRS)

Elektra AFR Control System Heinzmann Elektra Digital 4

Closed loop AFR control
(4016 TRS)

Detcon 20 Knock Detection Motortech Detcon 20 digital knock 5

detection and control system
(Complete TRS range)

Altronic DISN Ignition Unit Altronic DISN 800 digital ignition system 6
(4006/08 TRS)

MIC530 Ignition Controller Motortech MIC530 digital ignition system 7

(4016 TRS)

LKG01 Load sensor Heinzmann LKG01 load sensor 8

(Complete TRS range)

This document has been printed from SPI2. NOT FOR RESALE
 Section 1: Pre-support Request Checklist

Perkins 4000 Series TRS gas engines

Before making a request for support to Perkins engines with regard to a 4000 Series
gas engine, please ensure you have the following information available where
appropriate. This information is important for a rapid diagnosis and will assist with
the resolution of the issue.

All issues
- Engine type, serial number and application
- Engine operating hours, history and approximate load profile
- Gas type and LCV
- Gas pressure to engine (at inlet to ZPR or Elektra)
- Ignition timing
- Throttle position at full load
- Exhaust emissions measurements (O2 and NOx) at 0%, 50% and 100% load
- Exhaust temperatures (turbine inlet/outlet and individual ports where
available)
- Ambient temperature, inlet manifold temperature and pressure
- Confirmation that harness connectors have been checked
- Labelled photos and screen shots for specific issues

Governing issues
- Copy of Pandaros .hzc file*
- Copy of Kronos or Elektra .hzc file*
- Trace of speed, actual throttle position and desired throttle position (both
banks for 4012/4016)
- For Kronos 20: Trace of speed, stepper position, stepper position setpoint,
measured power, inlet manifold pressure, and inlet manifold temperature†
- For Elektra: Trace of speed, actuator position, desired actuator position,
measured power, gas pressure, venturi pressure drop, and air temperature†
- Screenshot of detonation levels from Detcon 20
- Water temperatures (jacket and charge cooler, inlet and outlet)
- Behaviour of 4-20mA signal between Detcon and ignition system

Ignition issues
- Copy of Detcon parameter file*
- Screenshot of detonation levels from Detcon 20
- Condition of spark plugs, leads and coils
- Screenshot of IC program showing status (4012/4016 only)

* All parameter files should be taken directly from the relevant control unit,
rather than from stored copies which may have been altered. Encrypted files
3

This document has been printed from SPI2. NOT FOR RESALE
 (.hzc rather than .hzm) are required; these show parameters at all access
levels
†
All traces should be taken from DC Desk and should show the issue being
reported

This document has been printed from SPI2. NOT FOR RESALE
 Section 2: Digital Electronic Governor

Introduction

Perkins 4000 series gas engines are fitted with Heinzmann Pandaros digital speed
governors. This document gives an overview of the governor system and details of
customer interface requirements.

The components of the governor system are

• 4000 TRS in-line have a single Pandaros controller in an engine mounted
IP55 housing
• 4000 TRS Vee have two Pandaros controllers mounted in an off engine
control cabinet, one controller acts as master governor the other as a
positioner, replicating the position of the master. Communication between the
two is via a CAN link.

Each Pandaros controller drives a combined throttle actuator.

Engine speed is measured by a passive magnetic pickup mounted in the flywheel
housing over the starter ring gear, this is connected to the master controller on the
Vee engines.
The DC Desk service tool should be used to configure the master controller, there
are no parameters in the slave control that require adjustment.

This document has been printed from SPI2. NOT FOR RESALE
 Outline of System

24 Volt supply
Accessories
Inputs Speed Throttle
Outputs Pickup Actuator
CAN Link

WARNING

AN AUTHORISED PERKINS REPRESENTATIVE EQUIPPED WITH THE

NECESSARY PROGRAMMER MAY ONLY MAKE ADJUSTMENTS TO THIS
CONTROL UNIT.
THERE ARE NO USER ADJUSTMENTS INSIDE THE BOX.

Description of System

The control unit compares the actual engine speed as measured by a magnetic
pickup on the flywheel with the desired speed. On detection of a difference between
the desired and the measured engine speed the controller drives the throttle actuator
to a position where the actual engine speed matches the desired engine speed.

Additional inputs are available for connection of load sharing and synchronising
equipment.

This document has been printed from SPI2. NOT FOR RESALE
 A PC programme (DC Desk) with special interface cable and software key (Dongle)
is used for setting the governor parameters, system optimisation and fault finding.

A CAN bus is available for connection to digital load sharing and synchronising
equipment.

If the speed pick up or the actuator is faulty, an alarm is issued and the engine will
shutdown. Internal errors that are detected will be stored as all other failures. All
faults or errors can be viewed with a PC or laptop computer.

To optimise the operating point dynamics, the engine stability is corrected by means
of a gain map. Proportional, Integral and Derivative gain values can be modified
using the service tool.

An overspeed point is programmed into the governor. If this point is exceeded, the
governor will issue an alarm and the engine will stop.

Note: An external overspeed protection device must always be used in addition to

the internal overspeed.

Specification of Governor system

Supply voltage 24 V DC

Min. voltage 9 V DC

Max. voltage 33 V DC

Max. ripple voltage max. 10 % @ 100 Hz

Current consumption max. 11 A for max. 60 Seconds

Permissible voltage dip at maximum current consumption max. 10 % at control unit

Fuse protection of governor 16 A

Current consumption of whole governor:

In steady state condition approx. 1 A

On change of load approx. 3 - 4 A
Max. current approx. 4.5 A
In current limitation approx. 2.5 A

All inputs and outputs are protected against reverse-voltage and short circuit to
battery plus and minus.
7

This document has been printed from SPI2. NOT FOR RESALE
 Analogue inputs may be set to 0-5volts, 0-10volts or 4-20mA in software

Digital input engine stop U0 < 2 V, U1 > 6.0 V,

Digital output failure lamp Isink < 0.3 A

This document has been printed from SPI2. NOT FOR RESALE
 Feedback Setting

For the governor to operate correctly, it is necessary for the control box to
establish the feedback parameters which correspond to 0% and 100% actuator
position. Whenever an actuator has been replaced, it is necessary to carry out a
feedback calibration procedure.

As 12 and 16 cylinder 'Vee' engines are installed with enhanced feedback

actuators the ‘Automatic Actuator Adjust’ must not be used.

Feedback settings in the controller are factory set and can only be re-set with an
encrypted file or with level 6 dongle access.

The actuators are factory calibrated and feedback in the controller does not
require re-setting if an actuator or controller is changed.

The DC Desk service tool software can automatically carry out a calibration
procedure to establish these parameters.

1. Connect PC to Controller

Service Tool

2. Power up governor

3. Start the DC Desk service tool

For information on using DC Desk, refer to the Service Tool Manual

This document has been printed from SPI2. NOT FOR RESALE
 4. From the DC Desk ‘Governor’ menu, select ‘Start communication’. The
service tool will then load the data from the governor

5. From the ‘Control Unit’ menu, select ‘Automatic actuator adjust’

6. The system will go through its automatic calibration procedure and when
complete, the box shown below appears giving details of the values
established.

Click the OK button to accept the settings and OK to store the values into
the governor. Actuator calibration is now complete

10

This document has been printed from SPI2. NOT FOR RESALE
 7. Turn off 24 volt power supply and disconnect the PC cable.

11

This document has been printed from SPI2. NOT FOR RESALE
 Feedback Setting without Service Tool

If an actuator has to be replaced and the Service Tool is not available, feedback
setting can be accomplished as follows:

1. Remove the lid of the Pandaros box.

2. Connect the cable from the control box to the actuator and apply 24 volts to
the governor.

3. Locate the feedback setting pushbutton as shown in the picture below.

4. Press the button and the system will automatically calibrate the feedback.

5. Wait 15 seconds then remove the 24 V supply and replace the covers.

12

This document has been printed from SPI2. NOT FOR RESALE
 Single generator fixed speed

The default configuration is for an engine to operate in single generator mode i.e. not
paralleled with any other generator. This mode has no provision for external speed
control, speed will be fixed at 1500rpm

Single generator variable speed

This mode allows the synchronizer input to be used with an external 5K

potentiometer for manual speed setting control. Note in this configuration, an
external speed setting control MUST be connected to enable the engine to run.

Parallel generator, Heinzmann LSU/Sync

This provides for connection to standard Heinzmann analogue load sharing and
synchronizing units and the connections for this are designated A3, B3 and E3 as
detailed below.

A3 Common connection
B3 Synchronizer input
E3 Load sharer input

In this configuration, the necessary load sharing/synchronizing inputs MUST be

connected to allow the engine to run.

Parallel generator other LSU/Sync

This configuration will be determined from discussion with the genset builder. The
inputs may be 0 –5V, 0 –10V or 4-20mA for speed/load control.

NOTE. Any configuration changes require the use of the Service Tool and
special communications cable.

13

This document has been printed from SPI2. NOT FOR RESALE
 Changing the governor configuration

In order to change the engine governor configuration, it is necessary to use DC Desk

and the special communications cable and dongle. The various parameter settings
for the above engine modes are detailed below.

NOTE: After changing some parameters, it is necessary to ‘Store parameters in

governor’ and then power the governor down and power up again before the
changes take effect.

Speed

For single speed 1500 rev/min operation, parameter number 17 SpeedFix1 is used
to set the engine speed

Droop

To turn droop on, change parameter 4120 DroopOn to 1. To turn droop off change
parameter 4120 DroopOn to 0.

When operating in droop mode, the following parameters must be set:

120 Droop Set to required percentage droop

121 DroopRefLo
To set this parameter, with the governor powered up and the engine running
at no load, read parameter 2300 ActPos and enter this value into parameter
121 DroopRefLo.

122 DroopRefHi
To set this parameter, with the governor powered up and the engine running
at full load, read parameter 2300 ActPos and enter this value into parameter
122 DroopRefHi.

Setting DroopRefLo and DroopRefHi in this way ensures that the percentage
droop set in parameter 120 is accurate.

123 DroopSpeedRef
Set this parameter to the nominal running speed of the engine 1500 rev/min.

14

This document has been printed from SPI2. NOT FOR RESALE
 Parallel generator, Heinzmann LSU/Sync

1810 Operation Mode

In order to enable the load sharing and synchronising inputs, this parameter
should be set to 3.

902 AssignIn_LoadInput
Analogue input 1 will be used for load control so set this parameter to 1

903 AssignIn_SyncInput Analogue input 2 will be used for synchronising so

set this parameters value to 2

5211 SyncOrHZM_SyG
Set this parameter to 0, this selects the correct values for the Heinzmann
analogue load sharing unit

5231 LoadControlOrHZM_LMG
Set this parameter to 0, this selects the correct values for the Heinzmann
analogue synchroniser.

Parallel generator other LSU/Sync

There are many possible variations of load sharing and synchroniser unit input
requirements, some may only require one input whereas others may require two
inputs. This section therefore simply details the inputs available and the possible
settings.

1810 Operation Mode

In order to enable the external speed control, this parameter should be set to
3.

902 AssignIn_LoadInput
If analogue input 1 is to be used, set this parameter to 1 otherwise set it to 0.

903 AssignIn_SyncInput
If analogue input 2 is to be used, set this parameters value to 2, otherwise set
it to 0.

15

This document has been printed from SPI2. NOT FOR RESALE
 5211 SyncOrHZM_SyG
If analogue input 2 is being used, set this parameter to 1

5231 LoadControlOrHZM_LMG
If analogue input 1 is being used, set this parameter to 1

5510 AnalogIn1_Type
This parameter enables selection of the type of input required to analogue
input 1. The settings are :

1 For 0-5 volt input

2 For 4 to 20 mA input

3 For 0 to 10 volt input

5520 AnalogIn2_Type
This parameter enables selection of the type of input required to analogue
input 2. The settings are:

1 For 0-5 volt input

2 For 4 to 20 mA input

3 For 0 to 10 volt input

1510 AnalogIn1_RefLo
This sets the lowest value the analogue input 1 will accept as a valid input.

1511 AnalogIn1_RefHi
This sets the highest value the analogue input 1 will accept as a valid input.

1512 AnalogIn1_ErrorLo
This sets the low value at which the analogue 1 input signal will give an error,
e.g. if 1510 AnalogueIn1_RefLo was set at 0.5 volt, 1512 AnalogIn1_ErrorLo
could be set at 0.3 volt. This enables detection of an open circuit or faulty
input signal
.
1513 AnalogIn1_ErrorHi
This sets the high value at which the analogue 1 input signal will give an error,
e.g. if 1511 AnalogueIn1_RefHi was set at 4.5 volt, 1513 AnalogIn1_ErrorHi
could be set at 4.7 volt. This enables detection of a faulty input signal.

1520 AnalogIn2_RefLo
This sets the lowest value the analogue input 2 will accept as a valid input.

16

This document has been printed from SPI2. NOT FOR RESALE
 1521 AnalogIn2_RefHi
This sets the highest value the analogue input will accept as a valid input

1522 AnalogIn2_ErrorLo
This sets the low value at which the analogue 2 input signal will give an error,
e.g. if 1520 AnalogueIn2_RefLo was set at 0.5 volt, 1522 AnalogIn2_ErrorLo
could be set at 0.3 volt. This enables detection of an open circuit or faulty
input signal
.
1523 AnalogIn2_ErrorHi
This sets the high value at which the analogue 2 input signal will give an error,
e.g. if 1521 AnalogueIn2_RefHi was set at 4.5 volt, 1523 AnalogIn2_ErrorHi
could be set at 4.7 volt. This enables detection of a faulty input signal.

1220 SynchronFactor 1221SynchronReference

If using analogue input 2, these two parameters set the range of the external
speed control and the reference % for nominal speed i.e. if 1500 rev/min is
the nominal running speed and speed variation of +/- 5% speed variation is
required, set parameter 1220 at 10% and parameter 1221 at 50%

1230 LoadControlFactor 1231LoadControlReference

If using analogue input 1, these two parameters set the range of the external
speed control and the reference % for nominal speed i.e. if 1500 rev/min is
the nominal running speed and speed variation of +/- 5% speed variation is
required, set parameter 1230 at 10% and parameter 1231 at 50%

Note : The range of the external speed control may be limited by parameters
10 SpeedMin and 12 SpeedMax

Additional Programmable Parameters

This section details other parameters available and gives an explanation of the
parameter function and, where applicable, setting procedure.

Any other parameters available in the service tool not detailed below, should
not be changed.

10 SpeedMin
This sets the minimum speed which the engine can be run at.

12 SpeedMax
This sets the maximum speed the engine can run at.

17

This document has been printed from SPI2. NOT FOR RESALE
 4810 StopImpulseOrSwitch
If this parameter = 0, engine stop is active only as long as the stop command
is coming in else if this parameter = 1, engine stop is active by a single
switching pulse until the engine stops.

4811 StopOpenOrClosed
If this parameter = 1 then opening the stop switch will stop the engine. If this
parameter = 0 then closing the stop switch will stop the engine.

Adjustment of PID parameters

The engine is supplied with default PID parameters which will give stable
operation with the majority of engine-alternator combinations. If any instability
occurs with a particular engine-alternator combination, it will be necessary to
change the governor PID values as described below.

To set these parameters, the engine is started and run up to the working point for
which the adjustment is to be made. As a rule, this working point will be at rated
speed and at the load where the speed stability requires adjustment. For
optimization of the PID parameters, proceed by the following steps:

• Increase the P-factor 100 Gain until the engine tends to become unstable.
Then, decrease the P-factor again until the speed oscillations disappear or
are reduced to a moderate level.
• Increase the I-factor 101 Stability until the engine passes over to long-waved
speed oscillations.
• Increase the D-factor 102 Derivative until the speed oscillations disappear. If
the oscillations cannot be eliminated by the D-factor, the I-factor will have to
be reduced.

With these values set, disturb engine speed for a short moment and observe the
transient response. Continue to modify the PID parameters until the transient
response is satisfactory.

18

This document has been printed from SPI2. NOT FOR RESALE
 Alternative Connections for Speed Setting Inputs

Single Generator Variable Speed

Connect 0V and 5V to the potentiometer and the wiper of the potentiometer to

E3.

SCN 0V E3 5V

5k 10 turn
potentiometer

Parallel generator, Heinzmann LSU/Sync

Connect A3, B3 and E3 wires as shown.

A3 B3 E3

17 16A 15D 16 14

SyG-02 and LMG 10-01

19

This document has been printed from SPI2. NOT FOR RESALE
 Connections to the analogue Theseus AT-01

A3 B3 E3

5 35 6D

Thesius AT-01

Parallel generator other LSU/Sync

A3 B3

- +
To external
speed setting
voltage/current

20

This document has been printed from SPI2. NOT FOR RESALE
 Fault Tracing

Note : The faults detailed below only relate to governor system problems, not engine
mechanical problems.

Governor does not open No signal from magnetic pickup

when cranking engine Excessive pickup gap > 0.5 to 0.8 mm
Check resistance (Approx 52 ohm) at
control unit A2/B2 plug.
Check pickup voltage at cranking speed
(Approx 1.5V AC) at control unit A2/B2 plug
Wiring fault or magnetic pickup defective
No DC voltage at control unit
Check fuse in supply line
Check wiring
Supply voltage inadequate or polarity reversed
Shutdown switch in Stop position
Actuator travel restricted
Actuator defective
Check resistance at actuator terminals B/C
(Approx 2 ohm)
New control box not programmed
Control unit defective

Governor moves to Wiring fault

maximum position when Faults in pickup cable
power supply is switched on Check shielding
Control unit defective

Engine goes to overspeed Speed setting parameters in control box wrong

After startup Excessive pickup gap : only a proportion of teeth
counted
Intermittent pickup cable fault
Engine actuator jammed
Actuator or control box defective

21

This document has been printed from SPI2. NOT FOR RESALE
 Governor not stable Faults in pickup cable
Check shielding
Faults in external speed setting control
Check wiring and shielding
Load fluctuations
Inadequate supply voltage
Poor electrical connections / contacts
Play or friction in throttle
Governor gains incorrectly set

Speed droops under load Governor is set up for droop operation

Actuator is at maximum fuelling position – engine
is overloaded
Stability is incorrectly adjusted
Fault in control unit

22

This document has been printed from SPI2. NOT FOR RESALE
 Error Codes

The controller continuously monitors the system. If a fault is detected, the controller
registers the fault, turns the alarm lamp on (If fitted) and if necessary, stops the
engine.

The following table lists the common fault codes.

Code Name Value Description

3000 ConfigurationError 0 Configuration file error
3001 ErrPickUp 0 Speed sensor error
3004 ErrOverSpeed 0 Engine overspeed
3007 ErrLoadInput 0 Load sharer input error
3008 ErrSyncInput 0 Synchroniser input error
3009 ErrBoostPressure 0 Boost pressure sensor error
3050 ErrFeedback 0 Actuator feedback signal error
3053 ErrActuatorDiff 0 Too great a difference between set value and
actual value of actuator
3056 ErrFeedbackRef 0 Error on reference value of actuator feedback
3059 ErrFeedbackAdjust 0 Error during auto calibration of actuator
3076 ErrParamStore 0 Error on storing parameters
3077 ErrProgramTest 0 Error on programming checksum
3078 ErrRAMTest 0 Error during RAM test
3081 Err5V_Ref 0 Error on 5 volt reference
3085 ErrVoltage 0 Error on voltage supply
3090 ErrData 0 Error on data block
3092 ErrConfiguration 0 Configuration error
3093 ErrStack 0 Error of internal parameter management
3094 ErrIntern 0 Internal software fault
3101 SErrPickUp 0 Sentinel for Speed sensor error
3104 SErrOverSpeed 0 Sentinel for Engine overspeed
3107 SErrLoadInput 0 Sentinel for Load sharer input error
3108 SErrSyncInput 0 Sentinel for Synchroniser input error
3109 SErrBoostPressure 0 Sentinel for Boost pressure sensor error
3150 SErrFeedback 1 Sentinel for Actuator feedback signal error
3153 SErrActuatorDiff 0 Sentinel for Too great a difference between set
value and actual value of actuator
3156 SErrFeedbackRef 0 Sentinel for Error on reference value of
actuator feedback
3159 SErrFeedbackAdjust 0 Sentinel for Error during auto calibration of
actuator
3176 SErrParamStore 0 Sentinel for Error on storing parameters
3177 SErrProgramTest 0 Sentinel for Error on programming checksum
3178 SErrRAMTest 0 Error during RAM test
3181 SErr5V_Ref 0 Sentinel for Error on 5 volt reference
3185 SErrVoltage 0 Sentinel for Error on voltage supply
3190 SErrData 0 Sentinel for Error on data block
3192 SErrConfiguration 0 Sentinel for Configuration error
3193 SErrStack 0 Sentinel for Error of internal parameter
management
3194 SErrIntern 0 Sentinel for Internal software fault
3195 SExceptionNumber 0 Sentinel for Exception number
3196 SExceptionAddrLow 0000Hex Sentinel for Software fault
3197 SExceptionAddrHigh 0000Hex Sentinel for Software fault
3198 SExceptionFlag 0000Hex Sentinel for Software fault

23

This document has been printed from SPI2. NOT FOR RESALE
 Section 3: Kronos 20 AFR Control System
System Description

The basic components of the fuel system on the 4006-23TRS and 4008-30TRS gas
engines are the zero pressure regulator (ZPR), the main adjusting screw (MAS) and
the carburettor, or venturi. The actual air fuel ratio (AFR) is primarily determined by
the carburettor, and AFR will remain constant providing that the outlet pressure of
the ZPR is equal to the air inlet pressure of the venturi, with the area of the gas holes
in the venturi determining the gas flow. With the K20 system, the MAS is
electronically controlled in order to provide adjustability of the gas flow. The system
monitors several engine operating parameters, and uses built-in calculations and
maps in order to determine the required gas flow, and position the MAS accordingly.
The key components of the K20 system itself are the electronic MAS, the K20 closed
loop control box, a speed pickup, an inlet manifold temperature/pressure sensor, and
the accompanying wiring. A load sensor is an optional offering for customers unable
to take a load signal from their control panel.

In order to set the MAS to the correct position, the K20 system monitors:
- Engine speed
- Inlet manifold pressure
- Inlet manifold temperature
- Generator electrical power (for closed loop operation)

In addition to this, the K20 system has been pre-loaded with various engine
geometry and fuel parameters (cylinder displacement, rated power, venturi
dimensions, gas energy content etc). The system has also been programmed with
maps to characterise the engine’s volumetric and mechanical efficiency. Finally, a
lambda map has been programmed to ensure that the correct AFR is obtained over
the engine’s operating range. This map also assists with cold start performance.

Initial Setup

Install the K20 control box in a suitable location free from vibration, and make the
necessary connections as detailed in the wiring diagram (see Appendix 1). Ensure
the speed sensor is correctly installed in the flywheel housing, and that there is a
0.5-0.8mm clearance to the flywheel teeth. Before making adjustments to the K20
system, ensure that the engine is equipped with adequate protection from overspeed
and detonation. The zero pressure regulator (ZPR) should have been set with the
engine warm and at zero load to give exhaust oxygen emissions in the range 5 –
5.5%.

A PC installed with DC Desk software is required for adjustment and monitoring of

the K20 system. Connect the PC to the K20 control unit (a software key will be
required).
24

This document has been printed from SPI2. NOT FOR RESALE
 If the K20 system has not been supplied with the engine, or if a replacement control
box has been fitted, a parameter file will need to be installed in order to program the
control unit with the correct parameters. This parameter file is specific to an engine
type; there is a file for the 4006-23TRS and a file for the 4008-30TRS. These files
are available on PTMI. If the K20 system has been supplied with the engine, this
process will already have been carried out and the parameter file is already installed.

For all units (including K20 systems supplied with engines) the K20 will require the
input and configuration of a load signal before the engine can run in closed loop
mode. Please follow the instructions below titled “Power sensor calibration”.

Power Sensor Calibration

1. This instruction assumes that a 4-20mA signal is being used. For other types
of signal (e.g. 0-5V), please contact Applications Engineering at Perkins
Stafford.
2. Please read the instructions provided by the power sensor manufacturer.
3. Ensure parameter 5400 (ClosedOrOpenLoop) is set to 0 to operate the
engine in open loop mode.
4. Run the engine off load, and monitor measurement 3531 (AnalogIn3Value) in
DC Desk.
5. Adjust the power sensor according to the manufacturer’s instructions until
measurement 3531 is approximately 4mA.
6. Enter the exact measured value (e.g. 4.02) into parameter 1530
(AnalogIn3RefLow).
7. Run the engine at full load, and adjust the power sensor until measurement
3531 is approximately 20mA.
8. Enter the exact value (e.g. 19.97mA) into parameter 1531
(AnalogIn3RefHigh).
9. Check that measurement 2914 (MeasuredPower) corresponds to the load at
which the engine is being run
10. Run the engine at zero load, and check again that the measured power in DC
Desk verifies this load.
11. Switch on the closed loop mode by changing function 5400
(ClosedOrOpenLoop) from 0 to 1.

Adjustment of Emissions

During normal use, the K20 system will maintain the AFR to give exhaust emissions
to TA Luft (NOx) of around 500mg/Nm3. These emissions levels should be achieved
from around 50 to 100% load. Below this, AFR will be reduced to provide a richer
gas/air mixture to assist with load acceptance.

25

This document has been printed from SPI2. NOT FOR RESALE
 There may occasionally be a need to adjust the AFR, particularly if a sensor or valve
has been changed. Under these circumstances:

1. Run the engine at full load. Monitor exhaust emissions

2. Adjust parameter 1462 (RichLeanCorrection). Increasing the value gives a
richer mixture; decreasing the value gives a leaner mixture.
3. Monitor exhaust emissions. Repeat steps 1, 2 and 3 until the correct
emissions are achieved. Be sure to give the system time to adjust the AFR;
emissions control is at least 25 times slower than speed control.

If the gas composition changes, and there is no opportunity to re-map the system, a
different adjustment is to be made. Follow the procedure above, but adjust
parameter 1424 (VenturiEfficiency) instead of 1462.

Parameter Files

There are two types of parameter files which may be supplied for the K20 system.
These either have the suffix “.hzm”, or “.hzc” in the file name. There are also two
types of software key (dongle) in circulation: Level 2 and Level 6. If you have a Level
2 dongle, installing a “.hzm” file will only update level 2 parameters; and all Level 6
parameters will remain unchanged. To update Level 6 parameters would require
either a Level 6 dongle or a “.hzc” parameter file. As a result, customers with Level 2
dongles wishing to install new parameter files must ensure that the parameter file
they are dealing with has the “.hzc” suffix.

Troubleshooting

In the event of problems with the K20 system, first check the error log within
DCDesk. For error codes and solutions, see the appendix. If no errors are showing,
refer to the flow chart.

26

This document has been printed from SPI2. NOT FOR RESALE
 Appendix

Wiring Diagram for K20 (Closed Loop)

27

This document has been printed from SPI2. NOT FOR RESALE
 Appendix
Troubleshooting flow chart

28

This document has been printed from SPI2. NOT FOR RESALE
 Error codes

3001 ErrPickUp 3101 SerrPickUp

Cause: - Speed pickup is at fault.

- Distance between speed pickup and gear teeth is too large.
- Speed pickup is supplying faulty redundant pulses.
- Faulty cable from speed pickup.
- Speed pickup wrongly mounted.

Response: - Error message: emergency alarm by a fatal error.

- Emergency operation with substitute value for valve position.

Action: - Check distance between speed pickup and gear rim.

- Check preferred direction of speed pickup.
- Check cable to speed pickup.
- Check speed pickup, replace if necessary.

3004 ErrOverSpeed 3104 SerrOverSpeed

Cause: - Engine speed was/is exceeding overspeed.

Response: - Error message: emergency alarm by a fatal error.

- Emergency operation with substitute value for valve position.

Action: - Check overspeed parameter (21 SpeedOver).

- Check speed sensor.
Check parameter 1 TeethPickUp for number of teeth.

3017 ErrManifoldPressure 3117 SerrManifoldPressure

Cause: - Short circuit or cable break at sensor input for manifold pressure.

Response: - Error message: Common alarm.

- Emergency operation in Open-Loop mode.
- Emergency operation with substitute value or last valid sensor value depending on chosen
response mode.
- Error is cleared automatically when sensor values are within tolerances, depending on
chosen response mode.

Action: - Check sensor cable for short circuit or cable break.

- Check manifold pressure sensor and replace if required.
- Check tolerance values for manifold pressure sensor.

29

This document has been printed from SPI2. NOT FOR RESALE
 3018 ErrManifoldTemp 3118 SerrManifoldTemp

Cause: - Short circuit or cable break at sensor input for manifold temperature.

Response: - Error message: Common alarm.

- Emergency operation with substitute value or last valid sensor value depending on
chosen response mode
- Error is cleared automatically when sensor values are within tolerances, depending
on chosen response mode.

Action: - Check sensor cable for short circuit or cable break.

- Check manifold temperature sensor and replace if required.
- Check tolerance values for manifold temperature sensor.

3019 ErrMeasuredPower 3119 SerrMeasuredPower

Cause: - Short circuit or cable break at sensor input for measured power.

Response: - Error message: Common alarm.

- Emergency operation with substitute value or last valid sensor value depending on
chosen response mode.
- Operation mode Open-Loop for emergency operation only if the substitute value for
measured power is lower than the switch level for Closed-Loop mode.
- Error is cleared automatically when sensor values are within tolerances, depending
on chosen response mode.

Action: - Check sensor cable for short circuit or cable break.

- Check power sensor and replace if required.
- Check tolerance values for power sensor.

3020 ErrLambda 3120 SerrLambda

Cause: - Short circuit or cable break at sensor input for lambda sensor.

Response: - Error message: Common alarm.

- Emergency operation in Open-Loop mode.
- Emergency operation with substitute value or last valid sensor value
depending on chosen response mode.
- Error is cleared automatically when sensor values are within tolerances,
depending on chosen response mode.

Action: - Check sensor cable for short circuit or cable break.

- Check lambda sensor and replace if required.
- Check tolerance values for lambda sensor.

30

This document has been printed from SPI2. NOT FOR RESALE
 3021 ErrCH4Content 3121 SErrCH4Content

Cause: - Short circuit or cable break at sensor input for CH4-content.

Response: - Error message: Common alarm.

- Emergency operation with substitute value or last valid sensor value depending on
chosen response mode.
- Error is cleared automatically when sensor values are within tolerances, depending
on chosen response mode.

Action: - Check sensor cable for short circuit or cable break.

- Check CH4-sensor and replace if required.
- Check tolerance values for CH4-sensor.

3046 ErrMisfireWarn 3146 SerrMisfireWarn

Cause: - Speed variance has exceeded the power dependent warning curve for monitoring
of misfiring.

Response: - Error message: Common alarm as warning.

- Error is cleared automatically when speed variance are within warning curve.

Action: - Engine check, particularly the spark plugs.

- Check parameters of warning curve for misfire monitoring.

3047 ErrMisfireEcy 3147 SerrMisfireEcy

Cause: - Speed variance has exceeded the power dependent emergency curve for
monitoring of misfiring.

Response: - Error message: Common alarm.

- Emergency operation in Open-Loop mode

Action: - Engine check, particularly the spark plugs.

- Check parameters of emergency curve for misfire monitoring.

3048 ErrPowerSupplyWarn 3148 SerrPowerSupplyWarn

Cause: - Supply voltage is lower than the minimum voltage for stepper motor control of the
E-LES.
Response: - Error message: Common alarm as warning.
- No control of stepper motor and valve position because of possibility of
stepping errors.
- Error is cleared automatically when supply voltage is above minimum voltage.

Action: - Check supply voltage.

31

This document has been printed from SPI2. NOT FOR RESALE
 - Check measured value 3600 PowerSupply of the supply voltage.

3061 ErrDigitalOutput1 3161 SErrDigitalOutput1

Cause: - Short circuit or cable break of the E-LES stepper motor wiring harness on digital
output 1.

Response: - Error message: Emergency alarm by fatal error.

- No control of stepper motor and valve position.

Action: - Check cable harness to E-LES stepper motor control for short circuit and cable
break.

3062 ErrDigitalOutput2 3162 SErrDigitalOutput2

Cause: - Short circuit or cable break of the E-LES stepper motor wiring harness on digital
output 2.

Response: - Error message: Emergency alarm by fatal error.

- No control of stepper motor and valve position.

Action: - Check cable harness to E-LES stepper motor control for short circuit and cable
break.

3076 ErrParamStore 3176 SerrParamStore

Cause: - Occurrence of an error on parameter programming of E2PROM.

Response: - Error message: Emergency alarm by fatal error.

- Emergency operation possible with substitute value for valve position but not
advisable.

Action: - Restart governor by a reset.

- Notify the factory.

3077 ErrProgramTest 3177 SerrProgramTest

Cause: - Current monitoring of the programme memory reports an error.

Response: - Error message: Emergency alarm by fatal error.

- Emergency operation possible with substitute value for valve position but not
advisable.

Action: - Restart governor by a reset.

- Notify the factory.

32

This document has been printed from SPI2. NOT FOR RESALE
 3078 ErrRAMTest 3178 SErrRAMTest

Cause: - Current monitoring of the working memory reports an error.

Response: - Error message: Emergency alarm by fatal error.

- Emergency operation possible with substitute value for valve position but not advisable.

Action: - Note down the values of the parameters 3895 RAMTestAddr and 3896 RAMTestPattern as
an extended error description.
- Restart governor by a reset.
- Notify PERKINS.

3080 ErrDisplay 3180 SerrDisplay

Cause: - Error in display control.

Response: - Error message: Common alarm.

- No communication with keyboard and disply on control unit.

Action: - Restart governor by a reset.

- Notify the factory.
Note: - Only applicable to systems with keyboards and displays.

3081 Err5V_Ref 3181 SErr5V_Ref

Cause: - The internal reference voltage 5 V is not within the permissible range

Response: - Error message: Common alarm.

Action: - Restart governor by a reset.

- Notify the factory.

3085 ErrVoltage 3185 SerrVoltage

Cause: - The supply voltage for the governor is not within the permissible range.

Response: - Error message: Common alarm.

Action: - Restart governor by a reset.

- Notify the factory.
- Check voltage supply.
-

33

This document has been printed from SPI2. NOT FOR RESALE
 3090 ErrData 3190 SerrData

Cause: - No data found or check sum over data is wrong oder read access E2PROM reports
an error.

Response: - Error message: Emergency alarm by fatal error.

- Governor is operating by default parameters.
- Engine should not be started.

Action: - Note down the values of the parameter 3099 EEPROMErrorCode

- Check data for correct setting, save parameters and restart control unit by a reset.
- Notify the factory.

Note: - This error will occur only after restart by switching on the supply voltage or
when resetting.

3092 ErrConfiguration 3192 SerrConfiguration

Cause: - Configuration of the programmed parameters are not plausible.

Response: - Error message: Emergency alarm by fatal error.

- Emergency operation possible with substitute value for valve position but not
advisable.

Action: - Write down the values of the parameter 3000 ConfigurationError.

- Check data for correct setting, save parameters and restart control unit by a reset.
- Notify the factory.

Note: - This error will occur only after restart by switching on the supply voltage or
when resetting.

3093 ErrStack 3193 SerrStack

Cause: - Internal programming or computing error, “stack-overflow”.

Response: - Error message: Emergency alarm by fatal error.

- Emergency operation possible with substitute value for valve position but not
advisable.

Action: - Write down the values of parameters 3897 CstackTestFreeBytes and 3898
IstackTestFreeBytes.
- Restart governor by a reset
- Notify the factory.

34

This document has been printed from SPI2. NOT FOR RESALE
 3094 ErrIntern 3194 SerrIntern

Cause: - Internal programming or computing error, so-called "EXCEPTION" error.

Response: - Error message: Emergency alarm by fatal error.

- Emergency operation possible with substitute value for valve position but not
advisable.

Action: - Write down the values of the parameters 3195 SExceptionNumber, 3196
SExceptionAddrLow, 3197 SExceptionAddrHigh and 3198 SExceptionFlag
- Restart governor by a reset
- Notify the factory.

35

This document has been printed from SPI2. NOT FOR RESALE
 Section 4: Elektra AFR Control System

System Description

The primary components of the fuel system on the 4016-61TRS gas engine are the
carburettors (venturi) and the Elektra valve. Unlike a traditional AFR control system
(such as the K20), the actual air fuel ratio (AFR) is not significantly determined by the
venturi sizing, but by the Elektra valve. Here, the venturi sizing is important to create
an air pressure drop which the Elektra can detect. This full-authority system adjusts
the incoming gas pressure to the venturi rapidly, in accordance with changing engine
speeds and loads. A zero pressure regulator (ZPR) is not required with this system
because the gas pressure control is fully achieved with the Elektra (providing the gas
inlet pressure to the Elektra is stable and between 5-25kPa).

The system monitors several engine operating parameters, and uses built-in
calculations in order to determine the required gas flow. The required position of the
Elektra valve is then set. The key components of the system are the Elektra valve
(which has an integral control unit), air pressure and temperature sensors, and an
optional load sensor (this may be used if the customer elects to take a load signal
from their panel).

Under normal operation, the Elektra system monitors the following parameters in
order to determine the required gas flow and set the valve accordingly.

- Engine speed
- Inlet air temperature
- Air pressure drop over both venturi
- Inlet gas pressure
- Gas pressure drop over the Elektra valve
- Generator electrical power

This information is used to calculate the current engine load condition and airflow.
Current gas flow is calculated from the gas pressure drop measurement. From a pre-
programmed lambda curve, the desired gas flow is calculated. The Elektra is then
set to the necessary position using the gas flow information. If the engine speed
drops below a pre-set level, the Elektra will interpret this as being a load application,
and fuelling will be quickly increased to assist with load acceptance (obviously this
feature is only applicable in island mode operation).

During prolonged engine cranking (whilst attempting a cold engine start, for
example) the Elektra will slowly adjust the gas flow in an attempt to create the
correct AFR for starting. Once the engine begins firing and the speed increases,
normal operation of the system will begin.

36

This document has been printed from SPI2. NOT FOR RESALE
 The Elektra system has been pre-loaded with various engine geometry and fuel
parameters (cylinder displacement, rated power, venturi dimensions, gas energy
content etc.). The system has also been programmed with data to characterise the
engine’s volumetric and mechanical efficiency. A lambda curve has been
programmed to ensure that the correct AFR is obtained over the engine’s operating
range.

Initial Setup
Ensure the speed sensor is correctly installed in the flywheel housing, and that there
is a 0.5-0.8mm clearance to the flywheel teeth. Before making any adjustments to
the system, ensure that the engine is equipped with adequate protection from
overspeed and detonation.

A PC installed with DC Desk software (version 5.13 onwards) is required for

adjustment and monitoring of the Elektra system. Connect the PC to the control unit
(a software key (dongle) will be required) via the connector in the off-engine control
box.

Elektra units which have been supplied with an engine will have been pre-
programmed at the factory, and will only require setup of the load signal (no
parameter file needs to be installed). If a replacement Elektra has been fitted, a
parameter file will need to be installed in order to program the control unit with the
correct parameters. This parameter file is specific to an engine and valve type; there
is a file for the 4016-61TRS with a 50mm valve; and a file for the 85mm valve. These
files are available on PTMI.

For all units (including systems supplied with an engine) the Elektra will require the
input and configuration of a load signal before the engine can run in closed loop
mode. Please follow the instructions below titled “Power sensor calibration”.

Power Sensor Calibration

12. This instruction assumes that a 4-20mA signal is being used. For other types
of signal (e.g. 0-5V), please contact Applications Engineering at Perkins
Stafford.
13. Please read the instructions provided by the power sensor manufacturer.
14. Ensure parameter 5340 (AFRClosedOrOpenLoop) is set to 0 to operate the
engine in open loop mode.
15. Run the engine off load, and monitor measurement 3511 (AnalogIn1Value) in
DC Desk.
16. Adjust the power sensor according to the manufacturer’s instructions until
measurement 3511 is approximately 4mA.
17. Enter the exact measured value (e.g. 4.02) into parameter 1510
(AnalogIn1_RefLow).
18. Run the engine at full load, and adjust the power sensor until measurement
3511 is approximately 20mA.
37

This document has been printed from SPI2. NOT FOR RESALE
 19. Enter the exact value (e.g. 19.97mA) into parameter 1511
(AnalogIn1_RefHigh).
20. Check that measurement 3510 (AnalogIn1) corresponds to the percentage
load at which the engine is being run
21. Run the engine at zero load, and check again that the measured power in DC
Desk verifies this load.
22. Switch on the closed loop mode by changing function 5340
(AFRClosedOrOpenLoop) from 0 to 1.
23. Save all parameters using F6.

Adjustment of Emissions
During normal use, the Elektra system will maintain the AFR to give exhaust
emissions to TA Luft (NOx) of around 500mg/Nm3. These emissions levels should
be achieved from around 50 to 100% load. Below this, AFR will be reduced to
provide a richer gas/air mixture to assist with load acceptance.

There may occasionally be a need to adjust the AFR, particularly if a sensor or valve
has been changed. Under these circumstances:

4. Run the engine at full load.

5. Monitor exhaust emissions
6. Adjust parameter 1302 (LambdaSetpointCorrPC). Increasing the value gives
a leaner mixture; decreasing the value gives a richer mixture. Take great care
during this process as small changes to the parameter make large changes to
the exhaust emissions, and changes are made rapidly.
7. Monitor exhaust emissions.
8. Repeat steps 1 to 4 until the correct emissions are achieved.

Parameter Files
There are two types of parameter files which may be supplied for the Elektra system.
These either have the suffix “.hzm”, or “.hzc” in the file name. There are also two
types of software key (dongle) in circulation: Level 2 and Level 6. If you have a Level
2 dongle, installing a “.hzm” file will only update level 2 parameters; and all Level 6
parameters will remain unchanged. To update Level 6 parameters would require
either a Level 6 dongle or a “.hzc” parameter file. As a result, customers with Level 2
dongles wishing to install new parameter files must ensure that the parameter file
they are dealing with has the “.hzc” suffix.

Variable Start Fuelling

The Elektra system contains a function which will adjust the AFR if the engine is
difficult to start. To disable this feature, set Function 250 (StartType) to 0.
Closed Loop Operation
To toggle closed loop operation on and off, switch Function 5340
(AFRClosedOrOpenLoop). 0 is open loop mode, 1 is closed loop.

38

This document has been printed from SPI2. NOT FOR RESALE
 Troubleshooting

In the event of problems with the Elektra system, first check the error log within
DCDesk. For error codes and solutions, see the Appendix.

39

This document has been printed from SPI2. NOT FOR RESALE
 Appendix – Error Codes

3001 ErrPickUp 3101 SErrPickUp

Cause: - Speed pickup is at fault.
- Distance between speed pickup and gear rim is too large.
- Speed pickup is supplying faulty redundant pulses.
- Interruption of cable from speed pickup.
- Speed pickup wrongly mounted.
Response: - Error message: Emergency alarm due to fatal error.
- fale-safe operation with substitute value of valve position.
Action: - Check distance between speed pickup and gear rim.
- Check preferred direction of speed pickup.
- Check cable to speed pickup.
- Check speed pickup, replace if necessary.

3004 ErrOverSpeed 3104 SErrOverSpeed

Cause: - Engine speed was/is exceeding overspeed.
Response: - Error message: Emergency alarm due to fatal error.
- Fale-safe operation with substitute value of valve position.
Action: - Check overspeed parameter (21 SpeedOver).
- Check pickup, possibly it sends wrong speed data.
- Check numbers of teeth (1 TeethPickUp).

3005 ErrSetpointExtern 3105 SErrSetpointExtern

3011 ErrAirPress1 3111 SerrAirPress1
3012 ErrAirPress2 3112 SerrAirPress2
3013 ErrAirTemp 3113 SErrAirTemp
3015 ErrGasTemp 3115 SErrGasTemp
Cause: - Some error has been detected for the respective sensor input (e.g., short
circuit or cable break).
Response: - Error message: Common alarm.
- Fale-safe operation with substitute value or with last valid sensor
depending on the parametrization.
- Depending on the selection, the error may disappear automatically when
the values measured by the control are back within the error limits.
Action: - Check sensor cable for short circuit or cable break.
- Check the respective sensor, replace if necessary.
- Check error limits for this sensor.

3019 ErrGasPress 3119 SErrGasPress

3020 ErrGasDeltaPress 3120 SErrGasDeltaPress
3021 ErrVent1DeltaPress 3121 SErrVent1DeltaPress
3022 ErrVent2DeltaPress 3122 SErrVent2DeltaPress
Cause: - Some error has been detected for the respective sensor input (e.g., short
circuit, cable break or leak at the connection hose).
Response: - Emergency shut down
40

This document has been printed from SPI2. NOT FOR RESALE
 Action: - Check tightness of corresponding connection hose between measuring
place and sensor box
- Check corresponding sensor cable between senor box and control unit for
short circuit or cable break.
- Check error limits for this sensor.
- Check corresponding sensor, replace PCB in sensor box, if necessary.
- Restart governor by reset.

3023 ErrMeasPower 3123 SErrMeasPower

Cause: - Some error has been detected for the respective sensor input (e.g., short
circuit or cable break).
Response: - Closed loop operation will be disactivated.
Action: - Check sensor cable for short circuit or cable break.
- Check corresponding sensor, replace if necessary.
- Check error limits for this sensor.

3029 ErrMeasGasQuality 3129 SErrMeasGasQuality

Cause: - Some error has been detected for the respective sensor input (e.g., short
circuit or cable break).
Response: - Closed loop operation will be disactivated.
Action: - Check sensor cable for short circuit or cable break.
- Check corresponding sensor, replace if necessary.
- Check error limits for this sensor.

3030 ErrZeroGasDeltaP 3130 SErrZeroGasDeltaP

Cause: - Refer to chapter on gas flow control or chapter on lambda
control. The gas delta pressure at the trottle valve drops under a
determined limitation value when engine is running.
Response: - Refer to chapter on gas flow control or chapter on lambda
control.
Action: - Check of gas supply or change of pressure limitation.

3031 ErrLowGasDeltaP 3131 SErrLowGasDeltaP

Cause: - Refer to chapter on gas flow control or chapter on lambda
control. The gas delta pressure at the trottle valve drops under a
determined limitation value when engine is running.
Response: - Refer to chapter on gas flow control or chapter on lambda
control.
Action: - Check of gas supply or change of pressure limitation.

3032 ErrHighGasDeltaP 3132 SErrHighGasDeltaP

Cause: - Refer to chapter 14.2.5.3 (gas flow control) or chapter on lambda
control. The gas delta pressure at the trottle valve raises over a determined
limitation value when engine is running.
Response: - Refer to chapter on gas flow control or chapter on lambda
control.
41

This document has been printed from SPI2. NOT FOR RESALE
 Action: - Check of gas supply or change of pressure limitation.

3033 ErrLowGasPress 3133 SErrLowGasPress

Cause: - Refer to chapter on gas flow control or chapter on lambda
control. The gas pressure before the trottle valve drops under a determined
limitation value.
Response: - Refer to chapter on gas flow control or chapter on lambda
control.
Action: - Check of gas supply or change of pressure limitation.

3034 ErrHighGasPress 3134 SErrHighGasPress

Cause: - Refer to chapter on gas flow control or chapter on lambda
control. The gas pressure before the trottle valve raises over a determined
limitation value.
Response: - Refer to chapter on gas flow control or chapter on lambda
control.
Action: - Check of gas supply or change of pressure limitation.

3035 ErrLowGasTemp 3135 SErrLowGasTemp

Cause: - Refer to chapter on gas flow control or chapter on lambda
control. The gas temperature before the trottle valve drops under a
determined limitation value.
Response: - Refer to chapter on gas flow control or chapter on lambda
control.
Action: - Check of gas supply and temperature sensor or change of temperature
limitation

3036 ErrHighGasTemp 3136 SErrHighGasTemp

Cause: - Refer to chapter on gas flow control or chapter on lambda
control. The gas temperature before the trottle valve raises over a
determined limitation value.
Response: - Refer to chapter on gas flow control or chapter on lambda
control.
Action: - Check of gas supply and temperature sensor or change of temperature
limitation

3037 ErrLowPowerSupply 3137 SErrLowPowerSupply

Cause: - The supply voltage drops under a determined limitation value.
Response: - Error message
Action: - Check of voltage supply

3038 ErrHighPowerSupply 3138 SErrHighPowerSupply

Cause: - The supply voltage raises over a determined limitation value.
Response: - Error message
Action: - Check of voltage supply

42

This document has been printed from SPI2. NOT FOR RESALE
 3039 ErrGasFlowDeviation 3139 SErrGasFlowDeviation
Cause: - Only with gas flow control. Too large deviation between gas flow setpoint
and current gas flow.
Response: - Emergency shut down
Action: - Check of actuator and throttle valve movability
- Check of feedback
- Check of gas supply and gas pressure before throttle valve
- Restart governor by a reset.

3050 ErrFeedback 3150 SerrFeedback

Cause: - Error in feedback system of actuator, actuator not connected.
Response: - Governor cannot be put into operation.
- Emergency shutdown.
Actions: - Check feedback cable to actuator.
- Check actuator, replace if necessary.
- Check error limits for feedback:
1952 FeedbackErrorLow / 1953 FeedbackErrorHigh
- Restart governor by a reset.

3053 ErrActuatorDiff 3153 SerrActuatorDiff

Cause: - The difference between the actuator travel set and the actual actuator travel
has exceeded 10 % of the total actuator travel for more than one second.
This error occurs if the injection pump or the actuator are jamming or are
not connected.
Response: - Error message.
- Error will be cleared automatically, as soon as the difference is again
below 10 %.
Actions: - Check injection pump resp. throttle valve, replace if necessary.
- Check mechanical parts (linkage).
- Check cables to actuator.
- Check actuator, replace if necessary.

3060 ErrAmplifier 3160 SErrAmplifier

Cause: - Overload, overtemperature at amplifier.
Response: - Error message.
Actions: - Restart governor by reset.
- Notify HEINZMANN.

3070 ErrCanBus 3170 SErrCanBus

Cause: - The CAN controller makes errors like BusStatus, ErrorStatus or
DataOverrun. In spite of reinitialization of controller it is not possible to
clear the errors permanently.
Response: - Depending on application
Action: - Check CAN module
- Check CAN connection.

43

This document has been printed from SPI2. NOT FOR RESALE
 3071 ErrCanComm 3171 SErrCanComm
Cause: - There is an overrun in the destination buffer or a message cannot be fed
into CAN bus.
Response: - Depending on the application.
Action: - Check CAN module.
- Check CAN connection.

3076 ErrParamStore 3176 SErrParamStore

Cause: - Occurrence of an error on programming the control's flash memory.
Response: - Control cannot be put into operation.
- Emergency shutdown.
Action: - Restart governor by a reset.
- Notify HEINZMANN.

3077 ErrProgramTest 3177 SErrProgramTest

Cause: - Current monitoring of the programme memory reports an error.
Response: - Engine cannot be started.
- Emergency shutdown.
Action: - Restart governor by a reset.
- Notify HEINZMANN.

3078 ErrRAMTest 3178 SErrRAMTest

Cause: - Current monitoring of the working memory reports an error.
Response: - Engine cannot be started.
- Emergency shutdown.
Action: - Note down the values of the parameters 3895 RAMTestAddrHigh and
3896 RAMTestAddrLow.
- Restart governor by a reset.
- Notify HEINZMANN.

3081 Err5V_Ref 3181 SErr5V_Ref

Cause: - The 5 V sensor reference voltage 3603 5V_Ref is not within the
permissible range of 4.5 to 5.5 V.
Response: - Error message.
- Error is cleared automatically as soon as the voltage is back within the
normal range.
Action: - Sensorversorgung überprüfen.

3085 ErrVoltage 3185 SErrVoltage

Cause: - The supply voltage for the governor is not within the permissible range of
18 to 33 V.
Response: - Error message.
- Error is cleared automatically as soon as the voltage is back within the
normal range.
Action: - Check voltage supply.

44

This document has been printed from SPI2. NOT FOR RESALE
 3089 ErrMasterFatal 3189 SErrMasterFatal
Cause: - Fatal error in HELENOS (only at KRONOS 30 M)
Response: - Emergency shut down.
Action: - Check of errors in HELENOS
- Restart governor by a reset.

3090 ErrData 3190 SErrData

Cause: - No data found, or check sum over data is wrong.
Response: - Engine cannot be started.
- Governor is operating by default parameters.
Action: - Check data for correct setting, save parameters and restart control unit by a
reset.
Note: This error will occur only when adjusting and saving parameters.

3092 ErrConfiguration 3192 SErrConfiguration

Cause: - Configuration error
Response: - Engine cannot be started.
- Control unit is operating with default parameters.
Action: - Check data for correct setting,
- Restart control by a reset.

3093 ErrStack 3193 SErrStack

Cause: - Internal programming or computing error, “stack-overflow”.
Response: - Control cannot be started.
- Emergency shutdown.
Action: - Write down the value of parameter 3897 StackTestFreeBytes and notify
HEINZMANN
- Restart control by a reset.

3094 ErrIntern 3194 SErrIntern

Cause: Internal programming or computing error, so-called "EXCEPTION" error.
Response: - Control cannot be started.
- Emergency shutdown.
Action: - Notify HEINZMANN.
- Restart control by a reset.

45

This document has been printed from SPI2. NOT FOR RESALE
 Section 5: Detcon 20 Knock Detection

General guidelines
This manual describes the Detcon 20 detonation monitoring system and its software
utility DenEdit.

This manual is intended to give an overview of the system, operation and

maintenance of the detonation system.

Conformity declaration
Following described machine complies with the appropriate basic safety and health
requirement of the EC Low Voltage Directive No: 73/23 / EEC and EC
Electromagnetic Compatibility Directive 89/336 / EEC based on its design and type,
as brought into circulation by us.

46

This document has been printed from SPI2. NOT FOR RESALE
 General description

Terminals and Dimensions

Electronic unit

47

This document has been printed from SPI2. NOT FOR RESALE
 Terminal Layout

Caution: The wiring of the detonation sensors has to be in the firing order of the
engine.

For more wiring information, see the full engine wiring diagram.

48

This document has been printed from SPI2. NOT FOR RESALE
 Detonation sensor

The max. Torque for the Sensor bolt is 30Nm.

Caution! The position of the detonation sensors directly influences the function of the
complete detonation detection system.

Installation with no direct connection to the engine (e.g. by gaskets) is not suitable.

The detonation sensors are installed on the engine as shown below :

When wiring the detonation sensors make sure that the firing order is kept:

49

This document has been printed from SPI2. NOT FOR RESALE
 Principle of Detonation Detection

During detonation, combustion vibrations are generated. Their frequency is typical

for a specific engine type. The detonation detector measures vibration energy in a
narrow frequency band, where detonation is expected. This energy corresponds to
detonation level. Measurement is executed only during a specific section of the
engine cycle, where detonating combustion is possible. This increases sensitivity
and improves immunity against random noise.
Control Function:

Detonation detector device has three binary outputs:

TRIP
ENGINE KNOCKING
LOAD REDUCTION

and two analog outputs for TIMING REDUCTION:

0 – 5 V voltage output
and 4 – 20 mA current loop

Both analog outputs work concurrently. For the 4000 TRS series engines, the 4-
20mA output is used.

Measured detonation energy in every working cycle is compared against a preset

limit – Ignition reduction limit. If the factory set limit is reached, output ENGINE
KNOCKING is activated. At the same time the analogue output retards the timing.
When detonation energy falls under the limit, the value of the analogue output
advances the timing at the factory set rate.

If full scale of the analogue outputs is reached and engine is still detonating, LOAD
REDUCTION output is activated.

NOTE: Perkins recommend that the LOAD REDUCTION output is used to shutdown
the engine.

The binary output TRIP is activated when the detonation energy is greater than the
Immediate stop limit. It should only be used as an emergency stop signal.

NOTE: If the shutdown TRIP is to be used, a time delay of 2 seconds is

recommended to avoid spurious shutdown on large load transients. This is not
connected as standard by Perkins.

50

This document has been printed from SPI2. NOT FOR RESALE
 Description of function

The controller device analyses individual cylinder combustion on all Perkins 4000
series gas engines. The detonation detector device can work in three basic modes.

• Measuring mode
• Interface diagnostic mode
• Detonation detection mode

Measuring mode
The decoded detonation signal is sent to a PC via a USB cable. The detonation
sensor being measured is selected on the PC.

Interface diagnostic mode

Values adjusted in the Diagnose window are copied to the analog and binary outputs
of the detonation detector device. Detonation protection is disabled.

NOTE: The diagnose mode MUST be disabled before the engine is put into normal
operation. This is a test only facility, serious damage may occur if Diagnose mode is
left enabled. The diagnose mode is automatically disabled when the power is cycled.

List of basic SW functional blocks in Detonation detection mode

• Timing – synchronization of detection process
• Detonation sensor signal processing.
• Generating of analog outputs, binary outputs
• Detection of faulty detonation sensor
• Controlling of LED indicators of detonation sensors and ignition timing
• Communication with PC
• Communication via CAN bus

51

This document has been printed from SPI2. NOT FOR RESALE
 Inputs, Outputs and Indications
Inputs

Timing input

The ignition timing of cylinder No.1 is used in the timing input function. The passive
inductive sensor ISU is used. See the engine wiring diagram for details of the
connections.

Detonation sensors inputs

20 analog inputs are provided to sense the detonation signals of cylinders to

recognize and evaluate the respective detonation.
3 x Binary Outputs

• Common K5 Pin 4
• Knocking (Timing reduction) K5 Pin 5
• Trip K5 Pin 6
• Load Reduction K5 Pin 7

1 x 4 - 20 mA Analog Output

Selectable
• 4 – 20mA 4012 46TRS and 4016 61TRS all ratings
• 20 – 4mA 4006 23TRS and 4008 31TRS all ratings

52

This document has been printed from SPI2. NOT FOR RESALE
 Terminal Strip K5 connection detail

1 2 3 4 5 6 7 8 9 10 11 12

24V DC supply
Knocking
+ 24V

Common
- 24V

Trip

To Ignition System
Load Reduction

Indications 4-20mA
• 20 LEDs at individual inputs for detonation sensors - controlled by software
• LED indication of supply
• LED indication of synchronization pulses – controlled by software
• 3 x LED indicators of closed binary output
• 1 x LED indicator of analog output level
• LED indicator of data transmission on CAN bus

Communication links
• CAN Open, galvanic separation, 1 CAN connector
• USB – minimal required speed 90 kB/s (44.1 kHz, 16 bit), type of connector B.

53

This document has been printed from SPI2. NOT FOR RESALE
 PC software supporting the Detcon20 (DenEdit)

The DenEdit software is intended to display the parameters of the detonation

detector device, to display actual values and to maintain setpoint-files in off-line
operation.
DenEdit is applicable in Windows 2000/XP etc. operational systems.
First steps
Before a PC can communicate with the Detcon20, it is necessary to install the
application (DenEdit) and a driver to enable communication via a USB port.

The PC communicates with the detonation detector device logically via COM port but
physically via a USB port. In order to do this it is necessary to install a Virtual COM
Port (VCP) mapped to USB..

The simplest way to do this is to run the CDM_Setup.exe programme. This will
automatically install the necessary drivers onto the PC.

Having done this, it is necessary to establish the communications port which has
been allocated by the PC for this application. To do this, open ‘Settings, Control
Panel, System, Hardware, Device Manager’. Click on the ‘Plus’ sign next to ‘Ports
(Com & LPT) and a list of com ports will appear and note which com port has been
allocated to the USB/Serial adaptor.

Now run the Denedit software and click on the Connection menu and select Setup.

Communication port setting

The correct communication port of PC as previously determined, should now be

selected.

The check-box Open connection after startup defines the requirement to connect
the detonation detector on-line automatically immediately after startup of this
supporting software.

54

This document has been printed from SPI2. NOT FOR RESALE
 Next it is possible to select the page which will be activated in the main window by
clicking on the required radio button.

Main window of program

2
4

1 – Main menu
2 – Toolbar
3 – Regulation and Detonation intensity graphic displays
4 – Fault and status signalization LEDs
5 – Cards for settings and monitoring of the process
6 – Status bar
Menu icons in main window

Connection
• Connect USB Connect detonation detector device to PC
• Disconnect Disconnect detonation detector device from PC
• Open file … Open file of previously saved setpoints of
detonation detector Device
• Save as … Save the setpoint archive which name is defined
by user
• Setup … Setup of communication (see above)
• Exit Program termination

55

This document has been printed from SPI2. NOT FOR RESALE
 Controller
• Enter Password Enter password to enable changes of setpoints value
• Deactivate password Disable setpoint access
• Change password Change of password
• Get encrypted password Support of forgotten password recognition
• Reset peak Reset of detected peak of detonation shown in the card
Detonation history
Help
• About Information about application and software version
Regulation output and detonation intensity

• Detonation detector Normalised analog Output

• Displays actual value of analogue output
• The value is expressed in % of output range.

• Knocking intensity
• Displays actual value of detonation in % of maximum value. The channel with the
highest detonation intensity is selected automatically. Its detonation value and
channel number are shown in the right upper corner
• It is possible to select which value is to be displayed on the card Mode:
- Maximum value of detonation
- Minimum value of detonation
- Chosen measuring channel
Indicators
• STATUS
The STATUS indication group mirrors detonation detector device binary outputs

• ENGINE KNOCKING
Detonation indication. Actual value of detonation intensity of each cylinder is
indicated on the card Actual detonation values. While the detonation level Ignition
reduction limit is exceeded, the text ENGINE KNOCKING becomes blue. Selecting
the text switches to the Actual detonation card.

• LOAD REDUCTION
Normalised analogue output reached Maximum output value

56

This document has been printed from SPI2. NOT FOR RESALE
 • TRIP
Immediate shut down limit reached

Errors

The ERRORS indication group displays results of device’s internal diagnostics

• LOW RPM
• NO ISU PULSES No impulses are detected on the TIMING INPUT. The genset is
stopped or sensor and/or cable is disconnected.
• SPURIOUS PULSE The TIMING INPUT signal on the connections K1 rear Pins 1 & 2
is erratic. Timing sensor is faulty or the timing sensor jumper
setting is incorrect.
Note. During normal running this indicator will randomly flash.
• EEPROM FAULT Setpoints are damaged. Refer to the factory.
• BAD SENSOR Faulty sensors can be identified on the screen Actual detonation
values. If the sensor is faulty, the text BAD SENSOR becomes
blue. Clicking on the text switches to the display of Actual
detonation screen. The bad sensor’s identification number is
diplayed in red on the screen Actual detonation values.

57

This document has been printed from SPI2. NOT FOR RESALE
 Typical Displays
Normal Operation

Engine Detonating

58

This document has been printed from SPI2. NOT FOR RESALE
 Actual detonation values

• Ιndividual sensor status indication:

• Active sensor – green
• Passive (not used) sensor – grey
• Bad (faulty) sensor – red
• Graphical display of actual detonation values of individual channels. The
green, yellow and red areas show the detonation intensity. Boundaries g-y-r
are defined by Ignition reduction limit and Immediate stop limit in Output
options screen

The column along left side:

• Minimum, maximum and average detonation value from all channels
• Peak value of detonation (yellow triangle)

Detonation history
• Detonation history from active sensors in last 1 minute
• Maximum detonation value (yellow dashed line)
• Active channel selection via click on legend (same as on Mode screen)

59

This document has been printed from SPI2. NOT FOR RESALE
 Can parameters

Setpoints for communication via CAN bus.

Settings

The system is pre-programmed to suit the engine type and the settings are password
protected.

There are no user adjustments required.

If the engine is to be run on gasses other than originally specified then a timing
change may be necessary. Contact Perkins Applications Department

60

This document has been printed from SPI2. NOT FOR RESALE
 Technical data
Electronic unit

61

This document has been printed from SPI2. NOT FOR RESALE
 Detonation sensor

ISU Ignition Sensor

Wiring Diagrams

The following wiring diagrams are available from Perkins

4006 Z13592
4008 Z13591
4012 Z13630
4016 Z13612

62

This document has been printed from SPI2. NOT FOR RESALE
 Section 6: Altronic DISN800C Ignition Units

4006 23TRS and 4008 31TRS gas engines are fitted with an Altronic DISN 800C
ignition unit.

The ignition system consists of the following

• An Altronic DISN800C unit

• A hall effect pickup
• Timing trigger magnets (number of cylinders + 1 reset) mounted in the
camshaft gear
• Wiring integral with the engine harness and wiring rail
• 1 coil per cylinder

The unit is factory adjusted and requires no further adjustment in the field.

If a replacement unit is fitted ensure the switch positions match the unit being
replaced, no adjustments should be necessary. If timing adjustment is required it is
adjusted using the ‘Maximum output value’ under the ‘Output options’ tab in the
DetCon knock control programme ‘DenEdit’.

There are three LED indicators on the front of the unit, three connectors and two
adjustment switches on the sides.

LED indicators

Power Applied Power Applied

Indicator LED
Engine Stopped Engine Rotating
Power ON ON

Pickup ON* OFF

Application OFF OFF**

* No signal generated due to zero rotation

** Flashes briefly as rotation commences then turns off

Troubleshooting using the LED indicators

If the engine will not start or run correctly check the indicators on the front of the unit
while the engine is cranking (ensure the fuel is turned OFF)

63

This document has been printed from SPI2. NOT FOR RESALE
 If the POWER LED is OFF

• Check the voltage at terminals E(+) and F(-) on the 6 pin connector. If voltage
is present then check the pins and sockets in the connector and mating part
for damage. If connections are sound then replace the unit.

If the PICKUP LED is ON and the engine is rotating

• Check the cable and connections between the pickup and the DISN unit.
Connect, repair or replace if necessary.
• The hall effect pickup may be faulty. To test the pickup connect a 5 to 8 volt
DC supply to pins B(+) and C(-) measure the voltage across pins A and B as
the north pole of a magnet is passed over the end of the pickup. If the voltage
rises to close to the supply voltage then the hall effect pickup is working
• Check the pickup gap is 1.0mm +/- 0.25mm gap and correct if required.

WARNING Refer to the appropriate manual before adjusting the pickup. Incorrect
adjustment may damage the magnets mounted in the camshaft gear.

• If the checks are OK replace the DISN unit

If the APPLICATION LED is ON and the engine is rotating

• Check the switch setting is correct for the engine application

• 4006 23TRS position ‘C’
• 4008 31TRS position ‘D’
• If the switch setting is correct replace the DISN unit

Connectors

There are three connectors on the unit

• 19 pin Ignition output connections to the coils

• 6 pin power and hall effect pickup
• 5 pin 4-20mA timing adjustment and timing adjustment enable links

Adjustment Switches

There are two rotary switches on the unit

• 16 position timing selection (0 to 15)

• 8 position application selector (A to H)
64

This document has been printed from SPI2. NOT FOR RESALE
 Note: The timing selection switch is disabled when the 4–20mA 5 pin connector and
links are fitted.

Wiring diagrams

• 4006 23TRS Diagram Z13592

• 4008 31TRS Diagram Z13591

65

This document has been printed from SPI2. NOT FOR RESALE
 Section 7: MIC500 Ignition Controller

Model MIC530
Perkins P/N 705/125

66

This document has been printed from SPI2. NOT FOR RESALE
 WARNING
Read this entire manual and all other publications pertaining to the work to be
performed before installing, operating, or servicing this equipment. Practice all plant
and safety instructions and precautions. Failure to follow instructions can cause
personal injury and/or property damage.

The engine should be equipped with an overspeed shutdown device to protect

against runaway or damage to the engine with possible personal injury or loss of
life, or property damage

CAUTION

To prevent damage to a control system that uses an alternator or battery-charging

device, make sure the charging device is turned off before disconnecting the
battery from the system.

Electronic controls contain static-sensitive parts. Observe the

following precautions to prevent damage to these parts.
Discharge body static before handling the control (with power to the
control turned off, contact a grounded surface and maintain contact
while handling the control).

IMPORTANT DEFINITIONS

WARNING—indicates a potentially hazardous situation which, if not

avoided, could result in death or serious injury.

CAUTION—indicates a potentially hazardous situation which, if not

avoided, could result in damage to equipment.

NOTE—provides other helpful information that does not fall under

the warning or caution categories.

67

This document has been printed from SPI2. NOT FOR RESALE
 Electrostatic Discharge Awareness

All electronic equipment is static-sensitive, some components more than others.

To protect these components from static damage, you must take special
precautions to minimize or eliminate electrostatic discharges.

68

This document has been printed from SPI2. NOT FOR RESALE
 General Information

Introduction

The MIC500 series is a microprocessor-controlled, capacitive discharge ignition

system capable of supplying ignition energy for two to sixteen cylinders

The number of cylinders and the corresponding firing pattern, as well as the trigger
disc configuration, are programmed individually.

Integral to the MIC500 series is one timing adjustment potentiometer. This has a
programmable ignition span of maximum 38° crankshaft degrees. Additional
methods of adjustment are by means of an integral speed curve and a linear 4-20
ma analog signal. A two-stage adjustment is also possible with the aid of the analog
signal and the use of an external potentiometer.

A camshaft trigger disc is used to provide relative position reference. This

information is sent to a microprocessor that controls the ignition timing. Thus, the
system is alerted whenever a new cycle has begun.

The MIC500 series is CSA certified for use in hazardous locations.

ClassI, Div2, Group

C,D
Operational Features

In order to ensure perfect operation of the ignition control system, observe the
maintenance instructions given in Chapter 4.

The MIC500 series has several functional features to ensure correct operation:
• Trigger signal check
• Input signal fault recognition
• Shutdown
• Manual ignition timing adjustment

69

This document has been printed from SPI2. NOT FOR RESALE
 Limitations

The MIC500 series ignition control system provides ignition energy for 2 to 16-
cylinder gas engines.

Disposal of the Ignition Control System

The MIC500 series is comprised of only a small amount of surplus refuse that may
be disposed of in the usual manner as industrial waste.

70

This document has been printed from SPI2. NOT FOR RESALE
 Safety
The operator of the equipment must ensure:
• That all persons concerned with the installation, maintenance, and repair of the
MIC500 series ignition control system have entirely read and completely
understood this operating manual.
• That all persons authorised to operate the gas engine have received detailed
instruction and have been warned about possible dangers.
WARNING
In no case should the following parts of the ignition control system be
touched, removed, or disconnected while the engine is running:
• Ignition coils and boots
• High-tension leads
• Low-voltage circuit leads
• Harness connectors
The MIC500 series ignition control system design conforms to high technology
principles and is operationally safe. The equipment may suffer damage or pose the
threat of injury if the following safety precautions are not observed. Only trained and
authorized personnel must operate the gas engine.
• Before commencing any work involving the installation, operation, resetting,
matching, maintenance, or repair of the ignition control system, the equipment
must be disconnected from the power supply and safeguarded against switching
on the power.
• The harness must be removed.
• Safety devices must not be disassembled or inactivated.
• Avoid all work that might impair the function of the ignition control system.
• Only operate the ignition control system provided if it is in perfect condition, and
inform all concerned personnel of any modifications which have been made to
the gas engine or the ignition control system.
• Ensure that you observe all the rules and regulations pertaining to your
equipment, including those that are not explicitly stated here.
• Always ensure that the engine room is properly ventilated!
• Ensure that you maintain a safe distance from the gas engine and the ignition
control system.

71

This document has been printed from SPI2. NOT FOR RESALE
 WARNING
Switch off the engine; disconnect the power supply, and lock out both
before commencing any installation work.

Make sure that the system was programmed for your engine before
attempting to operate the MIC500 series ignition system. An
improperly installed or programmed system may lead to engine
damage and could pose threat of personal injury to operators.
Ensure that ignition timing is set to engine manufactures
recommendation and that is actually checked with a timing light.

72

This document has been printed from SPI2. NOT FOR RESALE
 Technical Data

MIC500 series Dimensions of the Ignition Control Module

(Ø8)

RS- 232
(142mm) 5,59''
(178mm) 7,00''
(159mm) 6,25''

(196mm) 7,71''
(217,5mm) 8,56'' (77mm) 3,03''
(223,5mm) 8,79''

MIC530

Input 10 pin Output 19 pole socket

73

This document has been printed from SPI2. NOT FOR RESALE
 MIC500 series Electrical Data

WARNING
The MIC500series accepts 12 V to 24 VDC and automatically recognizes
the selected supply voltage. The supply voltage must be maintained
within the following limits:
10 VDC minimum
32 VDC maximum
A supply voltage below 10 VDC will impair the operation of the ignition
control module. Voltages above 32 VDC could damage the ignition
control module.

• Outputs for engines with 2 – 16 cylinders

• Two selectable ignition timings

• 24 VDC supply voltage

• 20 A peak current

• 3.5 A average current consumption

• 100 – 300 V primary voltage (Programmable energy)

• Max. 50 KV secondary voltage

• Max. 600 msec spark duration at 20 KV (depends on selected coil)

• Negative ground

• Temperature range:
• Control module: - 40° F to 158° F - 40° C to
70° C
• Ignition coils: - 40° F to 212° F - 40° C to
100° C

74

This document has been printed from SPI2. NOT FOR RESALE
 Installation
Ignition Control Module

Considerations for MIC500 series mounting location:

• Specified environmental limits

Temperature
Vibration
• Cable length to
Power supply
The distance between the ignition control module and the pickup unit should not
exceed 30 ft / 10 m.
Away from high voltage or high current devices or high electromagnetic radiation
RFI/EMC sources
Clearance for cables

CAUTION

Never do any welding work on the engine or chassis when the ignition
control module is mounted on the engine or connected to the chassis. This
could destroy the ignition control module.

75

This document has been printed from SPI2. NOT FOR RESALE
 Camshaft Pickup

• The camshaft pickup generates a square wave signal.

• This gap is best achieved by following these steps:
• Screw in the pickup until it just makes contact with the trigger disc.
• Unscrew the pickup by a 1/2 turn counter clockwise direction.
• Now tighten the lock nut, taking care to ensure that the pickup does not
rotate at the same time.

NOTE: Tightening torque for the camshaft pickup: max. 15 N m (11 lb-ft)

76

This document has been printed from SPI2. NOT FOR RESALE
 Wiring Requirements
General

NOTE
Wire exposed beyond the shield must be as short as possible.

MIC500 series CD Ignition System Electrical Connections and Pin

Functionality

WARNING
The engine power supply must be disconnected and safeguarded
against switching on before beginning any work on the MIC500
series. Do not make any power supply connections into live power
circuits.

Never switch on the ignition control module without the output leads
connected to the unit.
An improperly installed ignition system may lead to engine damage and
could pose threat of personal injury to operators.
All components (ignition control module, ignition coils, and all lead screens)
must be grounded to ensure electromagnetic compatibility.

NOTE:
Emergency shutdown of the MIC500 series is achieved by switching
off the input power.

77

This document has been printed from SPI2. NOT FOR RESALE
 RS-232 Port

The MIC500 series is programmed via RS-232 using a null modem cable.
Any fault indications will be transmitted to a PC or Laptop through the RS-
232 link.

3.7.3 MIC530 WIRING CHART

Input 10 pin Output 19 pole socket

Harness
Harness Pole Function
Pole Function colour code
colour code
A Output Cylinder 1 in firing order Red
A + 24Volt supply Red B Output Cylinder 2 in firing order Yellow
B - Ground Black C Output Cylinder 3 in firing order Green
C (+) 4 - 20 mA Green D Output Cylinder 4 in firing order Brown
E (-) 4 - 20 mA Brown E Output Cylinder 5 in firing order Blue
F Loop Power (24 VDC) White F Output Cylinder 6 in firing order Orange
Contact A/B or G Output Cylinder 7 in firing order Purple
D White 1,5mm²
START / STOP K Output Cylinder 8 in firing order Grey
G (+) Pick Up Signal Black L Output Cylinder 9 in firing order Pink
H MPU Power Brown M Output Cylinder 10 in firing order White/Red
I (-) Pick Up Signal Blue N Output Cylinder 11 in firing order White/Yellow
J GO / NOGO Contact Brown 1,5mm² P Output Cylinder 12 in firing order White/Green
R Output Cylinder 13 in firing order White/Black
S Output Cylinder 14 in firing order White/Violet
T Output Cylinder 15 in firing order White/Orange
U Output Cylinder 16 in firing order White/Blue
Shutdown lead or Panel Output
H White
Power.Max. 20 mA at 300V Primary
J Ground Black

78

This document has been printed from SPI2. NOT FOR RESALE
 Ignition Timing Adjustment

The MIC500 series features two stages of variable timing adjustment:

• Manual adjustment (potentiometer) +/- Degrees
• 4–20 mA analogue signal controlled by DETCON 20

Manual Adjustment

CAUTION
An incorrect timing setting may lead to engine damage.

The desired timing may be precisely set by manually rotating the

potentiometer.
Manual timing adjustment is possible with the engine running.
• Do not apply voltage to terminals C, D, or E of the harness.
• The desired timing setting may be obtained by rotating the
potentiometer.
• The span between the extreme CW and CCW position is max. 8°
• The potentiometer has no STOP position

3.8 Manual Timing Adjustment

Manual
Timing
adjustment

CAUTION
When choosing the correct timing setting, it is essential to
strictly adhere to the values specified by the engine
manufacturer.

79

This document has been printed from SPI2. NOT FOR RESALE
 Additional functions

Ignition Energy Levels

Depending on the gas quality and the application, it is possible to vary the
available ignition energy.
You may set any value between 15 – 100 % (155V-300V). Energy levels may
be increased over the life of a spark plug to allow for a growing gap.
Increasing the energy level with new spark plugs may reduce the service life.
Excessive energy level settings will reduce spark plug life.
Fast burning gases like propane require relatively small energy, whereas slow
burning gases like sewage gas require high energy and long spark duration.

To change the preset values proceed as follows:

Press "E"
Press "F1"
Enter new value
Press "Enter"
Press "F5" to save changes

Primary Voltage to Coil vs Energy (%)

15% = 155V
20% = 160V
30% = 180V
40% = 200V
50% = 220V
60% = 240V
70% = 255V
80% = 275V
90% = 290V
100% = 300V

80

This document has been printed from SPI2. NOT FOR RESALE
 Start-Up Procedure:

Before starting the engine recheck all wire and plug connections.

Correct ignition can be verified by cranking the engine with the fuel valve
closed.

Apply input power to the ignition control module and verify correct firing by
checking each spark plug lead with an inductive timing light.

Once satisfied that the ignition system is functioning correctly, follow the normal
engine starting procedure.

Start the engine with the fuel valve open, increase to rated speed, and set
ignition timing to exact position.

Shutdown Procedure

After shutdown, ensure that the MIC500 series is disconnected from the power
supply before unplugging any harness connector.

Trigger Signal Check:

The ignition control module compares the trigger-timing signal with the pin
count and the firing patterns pre-programmed. Should any discrepancy occur,
the ignition control module will shut down following one further complete
revolution of the camshaft

Input Signal Fault Recognition:

If a fault is detected in the pickup circuit during operation, the MIC500 series
automatically shuts down. The cause of the fault must be corrected before the
engine can be restarted.

81

This document has been printed from SPI2. NOT FOR RESALE
 Maintenance and Troubleshooting

Maintenance

WARNING
Switch off the engine and disconnect the power supply before
commencing any installation work! An incorrectly installed
ignition system may lead to engine damage and could pose threat
of personal injury to operators.

The MIC500 series ignition control module is designed as maintenance-free unit

with a long service life. The remaining parts of the ignition control system
should be serviced as follows:

All control system cables should be carefully examined for signs of damage and
replaced if necessary.

All plug connections should be checked to ensure that they are in a serviceable
condition.

The spark plugs should be serviced according to the specifications of the spark
plug and engine manufacturer.

82

This document has been printed from SPI2. NOT FOR RESALE
 Faults, Causes and Remedial Action
The MIC500 series includes an LED, which indicates faults by flashing once or
several times.

How to interprete the LED flashes:

Flashing System Status Possible Problem

Continuous flashing: normal operation with

Ignition firing none

(1x) One flash: normal READY mode, 0 RPM none

(1x) One flash: no pickup signal

or ignition not released defective pickup, incorrect
wiring of pickup or ignition
has not been released

(2x) Two flashes: bad pickup signal pickup failure, sequence no.
does not match timing disk or
improperly machined
or damaged timing disk

(3x) Three flashes: engine speed too slow too slow cranking speed /
check sequence number
and timing disk contact D
has not been opened

(4x) Four flashes: engine overspeed overspeed limit exceeded

(5x) Five flashes: low supply voltage defective supply/battery

or undersized wire

(6x) Six flashes: programming mode ignition in programming mode

when engine was cranked
or Misfire rate exceeded

(6x) Six flashes: configuration error incorrect parameters

programmed, bad data
identified in non-volatile
memory, bad pickup signal at
> 200 RPM or security

83

This document has been printed from SPI2. NOT FOR RESALE
 NOTE: After an automatic engine shutdown caused by a fault the power
supply to the MIC500 series has to be disconnected and reconnected.
The LED will flash one time only. This is normal, the engine can be
restarted.

Troubleshooting

The ignition system comprises of the following components, which have to be

taken into consideration when searching for faults:

Ignition control module

Harness
Ignition coils
High-tension leads
Ground leads
Spark plugs
Shutdown equipment

Most ignition system failures occur outside the ignition control module. The
cause may lie in any one of the above components or in the connections
between them.

The following troubleshooting guide is divided into three sections:

Input fault diagnosis

Troubleshooting in low or high voltage circuits
Ignition control module self-test function

Input Fault Diagnosis:

If a fault is detected in the inputs to the MIC500 series, the ignition control
module will automatically shut down the ignition. Input faults, which might cause
shutdown, are:

Open circuit or short-circuit to ground in the input power circuit

Open circuit or short-circuit to ground in the engine starting circuit

Loss of input power or supply voltage too low

84

This document has been printed from SPI2. NOT FOR RESALE
 Power Supply Circuit:

WARNING
Supply voltages below the specified values will impair the operation of
the ignition control module and may cause the engine to stall. Supply
voltages above the specified values could damage the ignition control
module.

The following minimum and maximum input voltages must be maintained:

10 / 32 VDC supply voltage

Minimum 10 VDC

Maximum 32 VDC

WARNING
Input voltages outside these values may damage the MIC500 series.

If damping of the supply voltage is suspected, verify with a voltmeter.

Check the START/STOP circuit for any opens, shorts or accidental
connections to ground.

Faulty Pickup Signal:

If a timing signal fault is detected during operation, the ignition control module
automatically shuts down the ignition. Such a fault could result from the failure
of a pickup, an open, short-circuited or grounded connection to a pickup, or a
physical change in the characteristics of a pickup.

Proceed as follows:

Crank the engine with the fuel valve closed and check (using the IC.exe
software) that the MIC500 is receiving a signal from the camshaft pickup
(Engine speed will be displayed and status will initially indicate ‘Too slow’).

If no signal is seen then check the output of the Hall effect pickup

Check the cable and connections between the pickup and the DISN unit.
Connect, repair or replace if necessary.

To test the pickup connect a 12 volt DC supply to pins B(+) and C(-) measure
the voltage across pins A and C as the north pole of a magnet is passed over
the end of the pickup. If the voltage rises to close to the supply voltage then the
hall effect pickup is working.

85

This document has been printed from SPI2. NOT FOR RESALE
 Self-test Function

WARNING
Do not crank the engine while the self-test is active.

The ignition control module features a unique self-diagnostic test function which
allows verification of the input, output, primary harness / ground circuits, and
ignition coil integrity for all cylinders. This test can be performed "on engine".
The test will only indicate faults in the ignition, wiring and coils, it will not detect
faulty spark plugs.

Performance of Self-test:

Switch on the power supply.

Connect the hand-held programmer / laptop to the MIC500 series via the
RS232 interface using a nul modem cable.
Start the program.
Key [S] or [shift s] will start the self-test. Pressing key [S] or [shift s] once more
will stop the self-test.

All pre-selected outputs will be fired one after the other within 1/10-second
intervals. On connector pin H you can measure the output voltage on the
primary side and the waveform. Output harness and ignition circuit can be
checked by measuring voltage on the output terminals.

The diplay reads firing order left to right 1A-1B-3A-3B-7A-7B-5A-5B-8A-8B-

6A-6B-2A-2B-4A-4B, a fault is indicated in cylinder number 9 in the firing
order (cyl. 8A, left hand bank) by indicating ‘0’, all other circuits and coils are
serviceable and indicate ‘1’

Check high-tension leads with a timing light. Constant flashing frequency

indicates proper function.

86

This document has been printed from SPI2. NOT FOR RESALE
 Additional Functions:

[Shift] + [E] energy (15 % - 100 %):

[Shift] + [H] operating hours Date: op. hours:
[Shift] + S self test
[Shift] + M misfirings / sec
[Shift] + R reset error

_________________________ _______________________________________
Date Signature

Primary Voltage to Coil vs Energy level programmed

15% = 155V
20% = 160V
30% = 180V
40% = 200V
50% = 220V
60% = 240V
70% = 255V
80% = 275V
90% = 290V
100% = 300V

87

This document has been printed from SPI2. NOT FOR RESALE
 Section 8: LKG01 Load Sensor
System Description
The load sensor is for use with the Kronos 20 and Elektra systems in order to
provide closed loop control. While both systems require a load signal for full
closed loop operation, some customers will elect to use a load signal from
their panel. As a result the Load Sensor is supplied an option.

Setup
1. Mount the load sensor in a suitable location, free from excessive
vibration
2. Wire the unit into the alternator as shown in wiring diagram 1. Take
care to ensure the correct connections of the phases and the level of
the voltages (110 or 415). If using 110VAC phase to phase, the broken
lines on the wiring diagram must be used instead of the solid lines
3. Connect the unit to the K20/Elektra as shown in wiring diagram 2
4. Connect a 24V power supply as shown in wiring diagram 2

Units supplied with engines should be pre-configured for 5A input and 4-20mA
output, but to check these follow instructions 5 and 6.

5. Check that links 1, 2 and 3 are all be soldered across (this configures
the unit for use with 5A CTs)
6. Check that jumper 7 is connected across pins A and B (this configures
the unit for 4-20mA output)

Jumpers 4, 5 & 6

Jumper 7
Links 1, 2 & 3

88

This document has been printed from SPI2. NOT FOR RESALE
 Links LK1, LK2, LK3 all soldered across Jumper link LK7 set to
lower position (across
pins A and B)

7. When running the engine for the first time, if any of the “reverse power”
LEDs are illuminated, this means that the wires from the CTs have
been connected incorrectly, or the CT is installed backwards. Use the
jumpers 4, 5 or 6 to reverse the polarities or reverse the CT as
necessary.
8. Use the relevant manual for instructions on load sensor calibration. The
zero load and full load currents are set using the zero and span
potentiometers. These are marked “kW I O/P 4mA” and “kW I O/P
20mA” respectively.

89

This document has been printed from SPI2. NOT FOR RESALE
 Wiring Diagrams

Wiring diagram

©2016 Perkins Engines Company Limited

All Rights Reserved

90

This document has been printed from SPI2. NOT FOR RESALE