INSTRUCTION

MANUAL
 © Regulateurs Europa Ltd 2007

The contents of this document are the exclusive property

of Regulateurs Europa Ltd

They must not be copied or reproduced without the written

authorisation of the Company
FOREWORD

These instructions have been compiled to assist personnel responsible for the operation and
maintenance of equipment manufactured by Regulateurs Europa Ltd.

Care has been taken to ensure that the equipment has been accurately represented, but it should
be appreciated that, with the continued progress of design and the diversity of application, certain
items may differ in detail.

It should be noted that these instructions are issued for general information and do not constitute
a specification of the equipment.

Whilst reserving the right to make any alteration in design which they may consider advisable the
manufacturers absolve themselves from making any such alteration retrospective.

In addition to the information given herein, practical advice and assistance are always available
from our Service Department.
INSTALLATION NOTE

WARNING

The prime mover should be equipped with a separate overspeed shutdown device, to protect
against runaway or damage to the prime mover, with possible personal injury or loss of life,
should the governor/actuator fail.
SAFETY

Equipment supplied or manufactured by Regulateurs Europa Ltd may contain one or more of the
following:

i) Rotating parts
ii) High pressure oil
iii) Compressed air
iv) High voltages
v) Preloaded springs
vi) PCB’s
vii) Microprocessors

All of the above items represent a potential danger or hazard to operating personnel, therefore the
operator should be aware of the working principles and safety procedures involved with the
equipment being used. Before working on the equipment, the following points should be observed:

1. Consult the Instruction Manual

2. Ensure that the overall operator-in-charge is informed of the nature of work being
carried out

3. Display and secure warning notices at both local and remote control positions

4. Isolate all electrical and pneumatic supplies at their source

5. Ensure that the equipment cannot be activated in any way from a remote position.
(In the case of keys operated equipment, all keys must be in the operators
possession.)

Finally, before the equipment is released for operation, ensure that relevant supplies are
reconnected, safety guards and all tools removed.
SAFETY OF PERSONNEL OPERATING & MAINTAINING EQUIPMENT MANUFACTURED BY
REGULATEURS EUROPA LTD

Before carrying out any repairs, adjustments or maintenance to any equipment by Regulateurs
Europa Ltd, it is essential the following safety precautions be observed:

1. General

The equipment may contain one or more of the following:

i) High voltages
ii) Rotating parts
iii) High pressure oil
iv) Compressed air
v) Preloaded springs
vi) PCB’s
vii) Microprocessors

All of the above items represent a potential danger or hazard to operating personnel and the
operator should take care to make himself thoroughly familiar with the operating principles,
methods of adjustment and the dismantling and assembly procedures (where applicable)
concerning the equipment in his care.

1.1 Before carrying out any repairs, adjustments or maintenance to the equipment or unit, the
operator should ensure that any such unit or equipment cannot be activated from a remote
position. To achieve this condition, he should ensure that all electrical/pneumatic supplies to
the prime mover starter system are isolated at their incoming source and that all electrical
supplies to control systems are isolated by the withdrawal of the relevant fuses or by
disconnecting the incoming electrical supply at the control board. In addition to these
precautions, visual-warning notices should be prominently displayed by the equipment or unit
and also at any remote control positions. Where control cabinets and consoles are secured
with keys, all such keys should be in the possession of the operator carrying out the work.
Information regarding position, level and type of work to be carried out should also be made
available to the ‘Engineer in Charge’ of the installation to prevent attempted use of the
equipment or unit during breakdown.

1.2 In the case of electrical/electronic control systems, the operator should make careful
reference to the Instruction manual to ensure that he is aware of any special safety
precautions which are peculiar to that particular equipment or unit.

1.3 Before the equipment or unit is finally released for operation, operating personnel should
ensure that all tools and repair equipment has been removed and that all safety guards are
securely replaced (where applicable). All fuses should be replaced and operating mediums
(electrical and pneumatic supplies) should be opened or reconnected.
ELECTROSTATIC PRECAUTIONS

WARNING

This equipment contains components that are electrostatic sensitive. Electrostatic damage can
cause immediate failure or shortening of useful life.

Servicing PCBs at component level should be done at an electrostatic free workstation. If site work
cannot be avoided, the following precautions must be taken:

a) All tool tips must be earthed.

b) Personal wrist or ankle earth straps must be worn. To protect against personal
hazard, the resistance of the earth strap should be approximately 250k ohms.

c) PCBs or components should be transported in static free packaging and when

removed from packaging laid on static free surface after or prior to assembly.

Electrical Interference

To avoid possible malfunction of the equipment or infringement of Electrical Interference

Regulations, the following precautions must be taken:

a) All cable screens to be terminated and earthed at the entry to the equipment

b) The equipment to have a low impedance earth

c) All doors and covers etc to be firmly secured.

SERVICE FACILITIES

To ensure prompt and satisfactory attention to customer’s enquiries, all communications should refer
to the UNIT TYPE and SERIAL NUMBER, as stamped on the nameplate.

In order to obtain the most efficient service it is recommended that all enquiries for service or spare
parts to be addressed to the manufacturer of the equipment to which the unit is fitted.

Customer training can be provided either in Colchester or Roden or on site. Contact below for
further details.

Regulateurs Europa Ltd

Port Lane
COLCHESTER ESSEX
C01 2NX ENGLAND

Tel: 44 (0)1206 799556 Fax: 44 (0)1206 792685

Regulateurs Europa b v
1e Energieweg 8
9301 LK
RODEN NETHERLANDS

Tel: 31 5050 19888 Fax: 31 5050 13618

 INSTRUCTION MANUAL

FOR THE

OPERATION AND MAINTENANCE

OF

RK280 ENGINE CONTROL UNIT [TYPE 3]

Publication No. : 3580

Contract No. : RS 67164 / 67171

Issue Date Description Initials Sign

01 22.03.07 Original issue RJN
 Pub. 3580

Abbreviations

Various abbreviations are used within this document and are listed below:

BCM. Viking Bank Control Module. Mounted on the inside of the ICAM
panel.

CANBUS Control Area Network specifically for high speed

communications.

CoCoS-EDS Computer Controlled Surveillance – Engine Diagnostic System,

communicating to all main engine ECU’s. Independent of the
SCS.

DI Controller. Data Interface V25 Controller. Mounted in the ECU panel.

ECU. Engine Control Unit. Bulkhead mounted panel.

EFI Controller. Electronic Fuel Injection V25 Controller. Mounted in the ICAM
panel.

HMI Human Machine Interface. Graphical or text display

communicating to an intelligent device.

ICAM Integrated Control And Monitoring. Engine mounted panel.

MAA Controller Monitoring And Alarm V25 Controller. Mounted in the ICAM
panel.

MCC Motor Control Centre.

MODBUS Standard communication protocol developed by Modicon.

RS232 Standard point to point serial communication network.

RS485 Standard multiple address serial communication network.

SCS. Ships Control System.

V25 Viking 25 family of digital controllers manufactured by

Regulateurs Europa Ltd.

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INDEX

1 GENERAL DESCRIPTION...................................................................................... 6
1.1 Introduction ................................................................................................ 6
1.2 Engine Control Unit ................................................................................... 8
1.2.1 General Features ......................................................................................... 8
1.2.2 Panel Mounting Equipment.......................................................................... 8
1.2.3 Internal Equipment..................................................................................... 10
1.3 Integrated Control And Monitoring Enclosure ...................................... 11
1.3.1 General Features ....................................................................................... 11
1.3.2 Panel Mounted Equipment......................................................................... 11
1.3.3 Internal Equipment..................................................................................... 11

2 SETTING TO WORK............................................................................................. 14
2.1 Speed Switch............................................................................................ 14
2.1.1 General ...................................................................................................... 14
2.1.2 Layout ........................................................................................................ 15
2.2 ECU Multi-function Modules ................................................................... 16
2.3 Shutdown Module .................................................................................... 16
2.4 Shaft Speed Sensing Module.................................................................. 17
2.5 High H.T Water Temperature Trip Module ............................................. 17
2.6 Signal Conditioning Modules.................................................................. 18

3 SYSTEM OPERATION.......................................................................................... 20
3.1 Speed Sensing ......................................................................................... 20
3.2 Engine priming ......................................................................................... 20
3.3 Engine starting ......................................................................................... 21
3.4 Engine stopping ....................................................................................... 22
3.5 Engine Protections .................................................................................. 22
3.6 Engine Slowdowns .................................................................................. 25
3.7 Speed Setting ........................................................................................... 27
3.8 Control Transfer ....................................................................................... 28
3.9 Boost Bypass Valve Control ................................................................... 28
3.10 AVLOS Pump Control .............................................................................. 28
3.11 Fuel Module Pump Control ..................................................................... 28
3.12 Clutch Control .......................................................................................... 29
3.13 Oil Mist Temperature ............................................................................... 29
3.14 Shaft Speed Sensing ............................................................................... 29
3.15 Data Network ............................................................................................ 30
3.15.1 EFI/BCM CANBUS ...................................................................................... 30
3.15.2 EFI/MAA RS485......................................................................................... 30
3.15.3 EFI RS232.................................................................................................. 30
3.15.4 MAA/DI CANBUS....................................................................................... 30
3.15.5 MAA RS232 ............................................................................................... 30
3.15.6 DI/SCS RS485 ........................................................................................... 31
3.15.7 DI/SCS RS485 ........................................................................................... 31
3.16 Monitoring And Alarm ............................................................................. 33

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4 CONTROLLER FAILURES................................................................................... 35
4.1 V25 EFI Controller .................................................................................... 35
4.1.1 RS232 Operator Display Communication Link Failure. ............................. 35
4.1.2 BCM CANBUS Communication Link Failure. ............................................ 35
4.1.3 MAA RS485 Communication Link Failure. ................................................ 35
4.1.4 Controller Failure. ...................................................................................... 35
4.2 V25 DI Controller Failure ......................................................................... 35
4.2.1 SCS optional monitoring RS485 Communication Link Failure. ................. 35
4.2.2 SCS RS485 Communication Link Failure................................................. 35
4.2.3 MAA CANBUS Communication Link Failure ............................................. 36
4.2.4 Controller Failure. ...................................................................................... 36
4.3 V25 MAA Controller Failure..................................................................... 36
4.3.1 RS232 Operator Display Communication Link Failure. ............................. 36
4.3.2 DI CANBUS Communication Link Failure.................................................. 36
4.3.3 Controller Failure. ...................................................................................... 36
4.4 V25 Operator Interface............................................................................. 36
4.5 Back-up Mode........................................................................................... 38

5 MONITORING AND ALARM................................................................................. 39

5.1 General...................................................................................................... 39
5.2 Sensor Listing .......................................................................................... 40

6 GRAPHICAL DISPLAY......................................................................................... 46
6.1 Home Page................................................................................................ 46
6.2 Exhaust Menu........................................................................................... 48
6.3 Services Menu .......................................................................................... 49
6.4 Gearbox Menu .......................................................................................... 50
6.5 Bearings Menu ......................................................................................... 51
6.6 EFI Menu ................................................................................................... 52
6.7 Display Menu ............................................................................................ 53
6.8 Alarm Display ........................................................................................... 54

7 ROUTINE MAINTENANCE ................................................................................... 56

8 FAULT FINDING ................................................................................................... 57

8.1 General...................................................................................................... 57
8.2 Sensors ..................................................................................................... 57
8.3 V25 Operator Interface............................................................................. 59
8.3.1 General ...................................................................................................... 59
8.3.2 Alarm Mode................................................................................................ 59
8.3.3 Display Mode ............................................................................................. 60
8.4 Shutdown Module Wire Break Detection ............................................... 62
8.5 Temperature Sensor Look-up Tables..................................................... 64
8.5.1 Pt600 Resistance/Temperature Relationship ............................................ 64
8.5.2 Pt1000 Resistance/Temperature Relationship .......................................... 64
8.5.3 Type K Thermocouple/Temperature Relationship ..................................... 65

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9 DRAWINGS........................................................................................................... 66

10 ASSOCIATED LITERATURE ............................................................................... 67

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1 GENERAL DESCRIPTION

1.1 Introduction

The equipment supplied by Regulateurs Europa Ltd. is designed to control and

monitor a MAN B&W Diesel Ltd. RK280 engine.

The scope of supply consists of the following main items:

1 off Engine Control Unit [ECU]. This is a bulkhead mounted panel with three
compartments containing the electronic Viking 25 Data Interface Digital
Controller, power supply distribution, signal conditioning modules and external
connection terminals. Access to the internal components is by two upper side
hinged doors and a lower lift off panel. Devices for operator interface are
provided on both doors. A gland plate and terminals enable connection of the
ships wiring and the engine mounted ICAM panel.

ENGINE SPEED
OPERATOR DISPLAY
Operator Interface
EFI OFF MAA

CONTROL STATION ENGINE SPEED MANUAL ALARM EMERGENCY

COMMISSION OVERRIDE
LOCAL REMOTE LOWER RAISE OFF ON

EMERGENCY STOP

CLUTCH CLUTCH
IN OUT PB3 START STOP

Regulateurs
Europa

Fig 1.1: ECU Panel

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 Pub. 3580

1 off Integrated Control And Monitoring [ICAM] enclosure. This is mounted on the
engine oil cooler and contains the signal conditioning modules, two Viking
Bank Control Modules, Viking 25 EFI and Monitoring And Alarm Digital
Controllers. Access to the internal components is by three lift off covers
opening upwards. Connections to the ECU and engine sensor rails are either
on the internal terminal rail or directly to the signal conditioning modules.

DO NOT STAND DO NOT STAND DO NOT STAND

ON THIS SURFACE ON THIS SURFACE ON THIS SURFACE

Fig 1.2: ICAM Panel

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1.2 Engine Control Unit

1.2.1 General Features

This panel has three compartments, constructed in 2.5mm aluminium suitable

for bulkhead mounting, 1600mm wide x 975mm high x 200mm deep and
finished colour is RAL 7001 Silver Grey semi-gloss. Weight is approximately
95 Kg and the panel is supplied with four anti vibration mounts. All doors and
gland plates are fitted with EMC gaskets.

The left hand side hinged door has a Viking 25 Operator Interface [membrane
keypad with integral 4 line message display], engine rpm indicator, hours run
recorder and operator interface controls. The right hand side hinged door is
fitted with an HMI display with touch screen controls, status indications and
push-button controls. The lower door is lift off and retained by six captive
fasteners. The hinged doors allow access to all internal components and are
fitted with door stays to hold them open.

A gland plate and terminals enable connection of the ships wiring, gearbox,
optional starter panel and the on engine ICAM enclosure. The panel
environmental rating is to a minimum of IP54.

This panel provides the central point of the control system. It enables the
engine and gearbox to be controlled locally by the operator using the controls
provided on the panel or remotely by the ships systems. The Viking HMI on
the left hand door enables the operator to interrogate either the EFI or MAA
controllers and view faults, display status information and modify system
parameters. The Graphical HMI display on the right hand door enables the
operator to view current alarms, status information and channel data from the
MAA system.

Internally are fitted the Viking 25 DI controller, shaft speed switch, signal
conditioning modules, interface relays and terminals.

1.2.2 Panel Mounting Equipment

Left Hand Door

Viking HMI:
Four line, 20 characters per line Vacuum Fluorescent display.
Membrane overlay with 12 buttons and four “hidden till lit” text panels.
RS232 serial communications link to the selected Viking 25 Digital
Controller.
To display any software detected faults and allow program variables to
be modified.

Instruments:
Hours Run recorder
Engine rpm indicator: 0-1200 rpm

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Control Pushbuttons:
HMI RESET [black]

Control Switches:
OPERATOR DISPLAY EFI/OFF/MAA [rotary – three position]

Right Hand Door

Graphical HMI with touch screen for the display of parameter values and
alarm status indication. The display is available providing the EFI controller is
selected to the operator display.

Indicators:
REMOTE CONTROL [white]
REMOTE CONTROL NOT ACCEPTED [yellow]
BACK-UP MODE [yellow]
ENGINE RUNNING [green]
ALARM ACTIVE [amber]

Control Pushbuttons:
EMERGENCY STOP [twist to release]
START ENGINE [green]
STOP ENGINE [red]
PROTECTION RESET [red - illuminated]
TEST LAMPS [yellow]
ALARM MUTE [white]
ALARM RESET [black]
CLUTCH IN [white - illuminated]
CLUTCH OUT [white - illuminated]
EFI CONTROLLER RESET [amber - illuminated]
EMERGENCY OVERRIDE ENABLED [amber – illuminated]

Control Switches:
Control station LOCAL/REMOTE [key operated]
Engine speed LOWER/N/RAISE [centre biased]
Manual alarm commission OFF/ON

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1.2.3 Internal Equipment

Left Hand Compartment

Viking 25 DI Controller with the following functions:

Monitor off engine fuel module sensors for MAA controller.
Monitor gearbox sensors for the MAA controller.
Monitor ECU status for MAA controller.

Shaft RPM output [4-20mA]

Engine RPM outputs [4-20mA]
Fuel/load position output [4-20mA]

CANBUS serial communication link to the MAA controller [local

monitoring].
RS485 serial communication link to the optional monitoring system
[remote monitoring].
RS485 serial communication link to the ships monitoring system [remote
monitoring].

Speed switch module:

Monitors gearbox mounted perception head and provides 4-20mA output
to the DI controller.

Analogue Interface Module:

Provides signal conditioning for the Viking 25 DI Controller.

Analogue Expansion Module:

Provides gearbox signal conditioning for the Viking 25 DI Controller.

Digital Expansion Module:

Provides gearbox and starter panel signal conditioning for the Viking 25
DI Controller.

Serial Changeover Module:

Provides signal switching of the RS232 serial communication links from
the EFI and MAA controllers to the door mounted Viking or Graphical
operator displays and to the SCS. Also indicates to the MAA controller
that Modbus protocol is required for the graphical HMI communications.

Select DI controller Port 1 Viking Vision protocol toggle switch.

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Right Hand Compartment

MCB for normal 24v DC input supply.

MCB for standby 24v DC input supply.
MCB for EFI equipment supply.
Monitoring and control relays.
Supply filters.
Voltage monitor.
Bridge rectifiers.

Set of fuses for DC distribution.

As required – interface relays and multiple function timers.

Lower Compartment

External terminals.

1.3 Integrated Control And Monitoring Enclosure

1.3.1 General Features

This panel has a single compartment, constructed in 3.0mm aluminium

suitable for on engine mounting, 1770mm wide x 565mm high x 220mm deep
and finished colour is RAL 7001 Silver Grey semi-gloss. Weight is
approximately 31 Kg and the enclosure is fitted with four wire rope anti-
vibration mounts. Three lift off panels are fitted with EMC gaskets and allow
access to all internal components.

Gland plates are provided for cabling to the engine sensors and the ECU. The
panel environmental rating is to a minimum of IP54.

The main functions of the panel are to provide a central point on the engine for
interconnecting the engine sensor rails, condition the monitoring signals for
the internal MAA Controller, house the EFI Controls [BCM’s and EFI
Controller] and interface the engine with the ECU.

1.3.2 Panel Mounted Equipment

None fitted.

1.3.3 Internal Equipment

Two BCM’s.
These control the individual cylinder fuel pump solenoids and also
provide emergency back-up speed governing.

Speed switch module:

Monitors engine mounted perception head and provides four adjustable
levels with LED indications for channel operated and supplies healthy.

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Analogue Interface Modules:

Two off 16 channel signal conditioning modules for the MAA Controller.
Mixed thermocouple, 4-20mA or digital inputs.
Two off 16 channel signal condition modules for the MAA controller.
Mixed RTD and 4-20mA inputs.
One off 16 channel signal conditioning module for the EFI controller.
Mixed RTD and 4-20mA.

Pt1000 Trip Amplifier Module:

Monitors the H.T water temperature [Pt1000 sensor] and provides a
contact to initiate engine shutdown. Out of range detection is also
provided. Should the sensor become disconnected, the healthy channel
de-energises to initiate a wire break alarm and inhibit the high level from
operating.

Viking 25 EFI Controller with the following functions:

Monitor the engine perception heads and control the BCM’s.
Monitor engine boost pressure to prevent over fuelling.
Mapping of fuel quantity and start of injection.
Control the lub oil priming sequence.
Control the start sequence.
Control the stop sequence.
Digital speed control.
Analogue speed control.
Commission protections and speed level outputs.
Clutch engagement interlock.
Start interlocks.
Air boost bypass valve control.
AVLOS pump control.
Fuel module pump control.
Initiate engine slowdown [with wire break detection] for:
MAA generated slowdown [jacket water high temperature and if
not selected as a shutdown, high
main bearing temperature].
Low H.T water pressure.
High H.T water temperature [if shutdown is not selected].
High crankcase pressure.
High oil splash temperature.
Metal particles detected.
SCS initiated slowdown.
Initiate shutdown [two from three slowdowns/faults], comprising, high oil
splash temperature, metal particles detected and high crankcase
pressure.
CANBUS serial communication link to the BCM’s [control].
RS485 serial communication link to the MAA controller [monitoring].
RS232 serial communication link to the ECU Operator display.

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 Pub. 3580

Viking 25 MAA Controller with the following functions:

Monitor engine parameters [temperature, pressure, level etc].
Initiate alarms.
Provide outputs to the ECU for unit healthy, alarm active and audible
alarm and to the EFI controller for MAA generated slowdown or
shutdown requests.
Accept inputs for accept, reset and commission alarms.

CANBUS serial communication link to the DI controller [monitoring].

RS485 serial communication link to the EFI controller [monitoring].
RS232 serial communication link to the ECU Operator display.

Shutdown Protection Module:

10 channels provided.
Selectable wire break detection on each channel.
Close on fault initiating contacts.
Contact for common protection operated indication on the ECU.
Individual shutdown and module healthy multiplexing interface for MAA
monitoring.
Back-up speed switch failure detection [engine running, no speed switch
50rpm level detection]. 50rpm level repeated to EFI Controller to
independently detect failure in normal operating mode.

Channels provided for:

Emergency stop push-button applied [ECU or SCS]

Emergency stop push-button applied [engine]
Low oil pressure [low speed]
Low oil pressure [high speed]
Over-speed
High main bearing temperature [if not selected as a slowdown in the
MAA].
Two from three slowdowns initiated shutdown.
High H.T water temperature [if slowdown is not selected].
Gearbox low [clutch or lub] oil pressure.
Fire detected.

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2 SETTING TO WORK

2.1 Speed Switch

2.1.1 General

The speed sensing module in the ICAM is a four channel level sensing unit
with 4-20mA tachometer drive. The speed switch monitors the signal from a
perception head that is mounted above the engine starter ring [304 teeth] or
gearbox output shaft gearwheel. The head may be either a passive or active
[powered] type and is set on links 1, 2, 7 and 8.

The speed switch module has additional links to select the full scale deflection
frequency range, 0-20 or 4-20 mA output, mA output power source and to
enable over speed test. The module detects the pulses from the perception
head input and converts them into an analogue speed reference signal. This
speed signal is used to drive a proportional mA output [for instrumentation]
and as a reference for four independently adjustable speed sensitive switches.
Each level switch is capable of being set within the range 5 to 105% of
tachometer FSD and operates when the reference signal exceeds the
channels set level.

A small toggle switch is mounted on the module for over speed testing and is
enable by link 5 being set to the A position. When operated, it has the effect of
lowering the level at which the over speed level [channel 2] operates by
approximately 50%. The purpose of this switch is to allow a simulated over
speed condition [approximately 575 rpm] without over stressing the engine to
ensure that the engine is shutdown.

To use the test switch, start the engine in LOCAL control. Place the toggle
switch in the TEST position [TEST LED4 is illuminated]. Raise the engine
speed using the control switch on the ECU and ensure that the OVER SPEED
alarm is initiated at the set level. Clear the ECU alarm and place the toggle
switch back in the NORMAL position.

The frequency range [scale] of the output is set by links 3 and 4 and is
calculated by:

Full scale frequency = Full scale engine rpm x flywheel teeth

60

Link Settings

Link Position Function

1 B
2 B Passive type head
7 B
8 B
3 D Frequency range
4 D 4.0 – 6.0 kHz
5 A Test over speed enabled
6 B 4 – 20 mA output
9 B mA output
10 B Internally powered

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 Pub. 3580

Adjustments

VR1 Calibration of speed switch.

[With no frequency input, set TP1 to 0v w.r.t TP8]
VR2 Set level 1 [over-speed] 1100 rpm /5573 Hz
VR3 Set level 2 [engine running] 50 rpm/253 Hz
VR4 Set level 3 [not used]
VR5 Set level 4 [not used]
VR6 Set 4-20mA output offset 1200 rpm/6080 Hz
VR7 Set 4-20mA output gain

2.1.2 Layout

LED1 24v dc supply healthy

LED2 12v dc supply rail healthy
LED3 Perception head connected
LED4 Over-speed test switch ON
LED5 Level 1 operated [over-speed]
LED6 Level 2 operated [running]
LED7 Level 3 operated [not used]
LED8 Level 4 operated [not used]

Fig 2.1: M7030 Speed-switch module

Specialised equipment must be used before adjustments

are made to recalibrate the speed switch. Failure to
comply may leave the engine unprotected.

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2.2 ECU Multi-function Modules

Ref. Description Factory Setting

GCT Gearbox low clutch oil pressure shutdown Type E – 10 sec

GPT Gearbox low Lub. oil pressure shutdown Type E – 10 sec

VM1 Low voltage level 18 volts

2.3 Shutdown Module

Wire break monitoring, disabling channel blocking on selected channels and module
address are selected by jumpers mounted on the module as follows:

Link Position Description Mode

1 A Emergency stop wire break ON
2 A Emergency stop [engine] wire break ON
3 A Low oil pressure [high speed] wire break ON
4 A Low oil pressure [low speed] wire break ON
5 A Gearbox low oil pressure wire break ON
6 A High H.T water temperature wire break ON
7 A High main bearing temperature wire break ON
8 B 2 from 3 slowdown initiated wire break OFF
9 B Over-speed OFF
10 B Not used OFF
11 A Fire detected wire break ON
12 A Speed switch wire break ON
13 A EFI shutdown relay wire break ON
14 A EFI shutdown relay channel polarity sensing -ve
15 A
16 B Not used OFF
17 A Link 16 polarity sensing -ve
18 A
19 A Low oil pressure [high speed] block override OFF
20 A Low oil pressure [low speed] block override OFF
21 B Gearbox low oil pressure block override ON
22 A High H.T water temperature block override OFF
23 A Board address
24 A
25 A 12v pull up ON
26 A Power rail ON
27 A Fire detected [channel 11] selected as a shutdown ON
28 A Fire detected [channel 11] latched ON
29 B Fire detected [channel 11] ON
30 B contact 3 to terminals 62 & 63 ON

Notes: The block override links, if fitted, select the shutdown channel to be active at
all times [i.e. is not inhibited while the engine is stationary].

High H.T water temperature can be selected either as a shutdown or

slowdown by the configuration of the system, depending on the classification
requirements. When selected as a slowdown, link 6 should be set to B [off].

High main bearing temperature can be selected either as a shutdown or

slowdown in the MAA controller depending on the classification requirements.

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2.4 Shaft Speed Sensing Module

The speed sensing module in the ECU has a 4-20mA tachometer drive and monitors
the signal from a perception head that is mounted on the gearbox. The head is an
active [powered] type and the number of teeth being monitored will depend on the
type of gearbox.

The unit is programmed using a PC based software package. No manual adjustments

are provided.

2.5 High H.T Water Temperature Trip Module

The protection circuit for the H.T water temperature is monitored by a Pt1000 sensor
and this is converted by the module into 4-20mA representing 0 – 150°C. The
conditioned signal is then compared to out of range limits [3>mA>22] and an
adjustable trip level.

If the signal is out of range, or the power supply fails, relay 2 will de-energise. This will
disconnect a 15K resistor in the trip circuit causing a wire break alarm and the trip
output is inhibited.

Providing the out of range check is healthy [relay 2 energised], relay 1 will energise if
the sensor value exceeds the set trip level and close a contact to initiate engine
shutdown.

There are no link settings.

LED 1 [amber] - Trip level exceeded [relay 1 energised].

LED 2 [amber] - Sensor healthy [relay 2 energised].
LED 3 [green] - Power supply healthy.

VR1 - Sensor calibration [to give 4.96v at 150°C measuring TP3 w.r.t TP2].
VR2 - Set to illuminate LED1 at required trip level [95°C rising].

Fig 2.2: M7257 Pt1000 Trip Amplifier module

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2.6 Signal Conditioning Modules

There are two types of 16 channel signal conditioning modules fitted in the ICAM.
One is for Pt600/Pt1000 sensors [depending on build] and the other is for
thermocouples. It is also possible, on both types of module depending on the link
configuration, to set a channel to monitor either 4-20mA or digital signals. The digital
signal may also be fitted with a 15K resistor across its contact for wire break
detection.

To enable the module to function correctly on the multiplexing network, each is

allocated a unique address that is set by the appropriate links on the board.

Potentiometers are provided for each Pt/thermocouple channel for calibration

purposes. When calibrating these particular types of inputs on the module the
potentiometers must be used in conjunction with a decade box [Pt sensor] or millivolt
source [thermocouple] to simulate the signal. The calibrated value can be displayed
on the panel operator/graphical displays. One potentiometer is provided for gain on
the Pt600/1000 module [the 0°C reference is not adjustable], and two for gain and
offset on the thermocouple module.

Module channel scaling, address and link positions are listed on the appropriate
sheets of drawing L5473. Refer to section 9 of this manual.

LED 1 [green] - PSU1 12v +ve power supply output healthy

LED 2 [green] - PSU1 12v -ve power supply output healthy
LED 3 [green] - PSU2 12v +ve power supply output healthy
LED 4 [green] - PSU2 12v +ve power supply output healthy

Fig 2.3: M7252 Pt600/1000 Signal Conditioning module

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 Pub. 3580

Fig 2.4: M7251 Thermocouple Signal Conditioning module

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 Pub. 3580

3 SYSTEM OPERATION

3.1 Speed Sensing

Two perception heads are used by the EFI controller in the ICAM enclosure to
monitor 304 teeth on the engine flywheel. One head is active, the other acts as a
stand-by. If the active head should fail while the engine is running, an output is de-
energised that will illuminate the EFI CONTROLLER RESET push-button on the ECU
and the EFI controller will automatically switch to the standby head. The MAA
controller will detect the fault [via the communication links], provide an audible alarm
contact and make the information available to the ECU HMI and ships monitoring
systems via the DI controller communication links. If both perception head inputs fail
while the engine is running [without a stop initiated], an additional output will be de-
energised that will illuminate the BACK-UP MODE indicator and allow the BCM’s to
take direct control.

The EFI CONTROLLER RESET push-button must be operated to reset the fault.
Note that terminals are provided to permit a remote reset push-button to be
connected.

There is an analogue electronic speed switch mounted in the ICAM panel that in the
event of an engine over-speed will initiate a shutdown sequence independently of the
EFI digital controller.

3.2 Engine priming

Continuous or pre-start priming is selectable by a software parameter. In both cases,

if the FIRE DETECTED contact from the shutdown module is closed the priming
sequence is inhibited.

For continuous priming, the lube oil pump will be run continuously to maintain the
engine in a primed state whenever the engine is stationary. Once priming pressure
has been achieved for a set time, or the engine had been running in the last set
minutes, the engine is considered available to start.

For pre-start prime the lube oil pump will only run when the engine start sequence is
initiated. Once priming pressure has been achieved for a set time the start sequence
will continue. Also, whenever the engine is stopped, the lube oil pump will start and
run for a set time.

If priming pressure is not achieved within a preset time, an output is de-energised to

illuminate the EFI CONTROLLER RESET push-button, a start block is applied and
the priming pump is stopped. The MAA controller will detect the FAIL TO PRIME fault
[via the communication links], provide an audible alarm contact and make the
information available to the ECU HMI and ships monitoring systems via the DI
controller. The EFI controller must be reset before another prime sequence is
enabled.

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 Pub. 3580

3.3 Engine starting

Start Interlocks

The EFI controller monitors the start request signal from the station in control and the
following start block conditions:

i. Engine running.
ii. Stop sequence applied or timing out.
iii. Shutdown protection channel operated.
iv. Analogue speed setting above idle. Only applies if in REMOTE control,
signal healthy and digital speed control not selected.
v. Gearbox out of neutral.
vi. EFI pick-ups failed.
vii. Not primed [fail to prime if pre-start priming is selected].
viii. Barring gear engaged.
ix. Gearbox interlock [depending on gearbox type]

Providing that no start block is applied, on sensing a start request from the station in
control, the EFI controller will energise an output to start the fuel module pumps and
initiate a start sequence.

If continuous priming is selected It will immediately de-energise the fuel shut-off

solenoid and engage the starter motor. If pre-start priming is selected then priming
pressure has to be detected for a preset time. If engine running is not detected within
a set time, an output is de-energised to illuminate the EFI CONTROLLER RESET
push-button, the starter motor is disengaged and the fuel module pump start output is
de-energised. The MAA controller will detect the FAIL TO START fault [via the
communication links], provide an audible alarm contact and make the information
available to the ECU HMI and ships monitoring systems via the DI controller.

If the engine accelerates above firing speed within the set time, the start sequence is
cancelled and after a delay has expired, to enable engine pressures to stabilise, the
COMMISSION ALARMS output is energised. The commission alarms output will:

i. De-energise the Jacket Water circulating pump and heater run

demand.
ii. Energise the crankcase extraction fan start demand.
iii. Maintain fuel module circulating and supply pumps run demands.
iv. Enable clutch controls.
v. Remove the alarm inhibit from the MAA controller.
vi. Remove slowdown alarm inhibit [selected channels].
vii. Remove shutdown alarm inhibit [selected channels].
viii. Illuminate ECU ENGINE RUNNING indicator and energise the hours
run recorder.
ix. Close the SCS engine running contact.

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 Pub. 3580

3.4 Engine stopping

The EFI controller monitors the stop request signal from the station in control and the
shutdown module in the ECU. At the station in control, momentary operation of the
STOP push-button will latch the engine stop sequence in the EFI controller. A
permanent stop will be applied if a protection channel has operated, irrespective of
the control selector switch position.

When a stop sequence is initiated, the EFI controller will energise the fuel shut-off
valve solenoid and signal the BCM’s, via a communications link, that a stop is
applied. The stop signal will be latched for a preset time [to allow the engine to
become stationary] before resetting and permitting the engine to be restarted. If the
stop was initiated by a shutdown protection, the power supply to the EFI solenoids
will be isolated until the shutdown channel has been reset. The EFI controller will also
de-energise the fuel module pump start output once speed drops below engine
running rpm and cancel the COMMISSION ALARM output that will:

i. Energise the Jacket Water circulating pump and heater run demand.
ii. De-energise the crankcase extraction fan start demand.
iii. Remove fuel module circulating and supply pumps run overrides.
iv. Apply clutch trip demand and disable ECU and SCS controls.
v. Apply the alarm inhibit to the MAA controller.
vi. Apply slowdown alarm inhibit [selected channels].
vii. Apply shutdown alarm inhibit [selected channels].
viii. Extinguish ECU ENGINE RUNNING indicator and de-energise the
hours recorder.
ix. Open the SCS engine running contact.

3.5 Engine Protections

Various shutdown protections are hardwired, the logic for which is housed in the
ICAM. The fault switches close to initiate shutdown with wire break detection fitted to
the following engine protection channels:

i. Emergency stop applied [engine].

ii. Emergency stop applied [SCS].
iii. Low Lube Oil pressure [low speed]
iv. Low Lube Oil pressure [high speed].
v. Over-speed switch [inhibited if the EFI controller is healthy].
vi. High H.T Water temperature. Note that this is a Pt1000 sensor
processed by a trip amplifier.
vii. High main bearing temperature [if set in the MAA controller].
viii. Fire detected.
ix. ECU initiated gearbox low oil pressure [combined clutch and lub oil].
x. EFI shutdown relay.

There are individual LED indicators on the module to identify the channel at fault and
a group wire break signal [module healthy] that is monitored by the MAA controller
multiplexing interface. In the event of a wire break or power supply failure an alarm is
given and the engine remains running but will be without the protection of the failed
channel. The MAA controller will continue to give a warning of a deteriorating
condition [1st stage fault].

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 Pub. 3580

When a shutdown initiating contact closes, the following actions occur:

i. The fault channel is latched.

ii. The PROTECTION RESET push-button on the ECU is illuminated.
iii. The channel is monitored by the MAA controller multiplexing interface.
iv. Shutdown signal given to the BCM’s [disable back-up controls].
v. Shutdown signal given to the EFI controller [initiate stop sequence].
vi. Energise the EFI shutdown relay [isolates solenoid supplies].

To clear the fault, the initiating contact must be reset or inhibited if the engine is
stationary. The illuminated PROTECTION RESET push-button on the ECU can then
be momentarily operated to release the latch. This is confirmed once the push-button
indication is extinguished. The engine can then be restarted providing that other
interlocks are satisfied.

i. Emergency Stop [engine]

This input is active at all times. It is initiated by momentary operation of either

emergency stop push-button on the engine, irrespective of which station is in
command.

ii. Emergency Stop [SCS/ECU]

This input is active at all times. It is initiated by momentary operation of either

the emergency stop push-button on the ECU or the SCS, irrespective of which
station is in command.

iii. Engine Low Oil Pressure [low speed]

This input is inhibited if the engine is stationary and is only enabled by the EFI
controller after the engine has been running for a preset time or by the
operator using the MANUAL ALARM COMMISSION switch on the ECU in
LOCAL control. Activated by engine mounted pressure switch.

iv. Engine Low Oil Pressure [high speed]

This input is inhibited if the engine is stationary and is only enabled by the EFI
controller when the engine is running above a set speed level. Activated by
engine mounted pressure switch.

v. Gearbox Low [clutch/lub] Oil Pressure Shutdown

The clutch oil pressure input is inhibited if the gearbox is at neutral and the lub
oil pressure input is inhibited if the engine is stationary. Both are activated by
gearbox mounted pressure switches and have individual delays to avoid
transient conditions initiating false shutdowns.

vi. Over-speed

The over-speed input is active at all times and is initiated by the electronic
speed switch in the ICAM.

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 Pub. 3580

A 50rpm level from the speed switch is used for checking correct operation. If
the EFI controller is healthy and senses that the engine is running and the
50rpm level from the speed switch is not present, then it will send a
discrepancy message to the MAA controller via the serial communication link
to initiate an alarm.

As a back up the shutdown module will also compare the 50rpm level to the
COMMISSION ALARMS status. If the alarms are commissioned and there is
no 50rpm level from the speed switch, a wire break alarm will be given. An
LED indicator on the module will illuminate to identify the fault and a group
wire break contact [module healthy] will open. This contact is monitored by the
MAA controller multiplexing interface to initiate an alarm.

vii. High Main Bearing Temperature

This input is active at all times and is initiated by the MAA controller.

It is possible to set main bearing temperature to either a slowdown or a

shutdown in the MAA controller depending on the classification society
requirements.

viii. Any 2 From 3 Slowdowns

This input is active at all times and is initiated by the EFI controller if any two
of the following channels are valid:

a. High crankcase pressure.

b. Metal particles detected.
c. High oil splash temperature detected.

ix. High HT Water Temperature Shutdown

This input is inhibited if the engine is stationary and is only enabled by the EFI
controller after the engine has been running for a preset time or by the
operator using the MANUAL ALARM COMMISSION switch on the ECU in
LOCAL control. Activated by engine mounted Pt1000 temperature sensor that
is processed by a trip amplifier mounted in the ICAM panel.

The trip amplifier provides outputs for high level exceeded [activates the
shutdown channel], and for module healthy [wire break alarm]. If the healthy
output is de-energised [power supply or sensor failure], it will inhibit the high
level output and initiate a wire break alarm by disconnecting an internal 15k
resistor.

x. Fire Detected

This input is active at all times and is initiated by a contact from the SCS.

When activated it will also close a contact to the EFI controller to inhibit the
lube oil pump from running.

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 Pub. 3580

3.6 Engine Slowdowns

Various parameters are monitored by the EFI controller in the ICAM that will initiate a
engine slowdown. These are either analogue transducers or fault switches that close
to initiate slowdown. Wire break detection is fitted to the following engine protection
channels:

i. MAA generated slowdown [high HT water engine outlet temperature,

high exhaust temperatures and if not selected as a shutdown, high
main bearing temperature].
ii. Low H.T water pressure.
iii. High crankcase pressure.
iv. Metal particles detected.
v. High oil splash temperature.
vi. SCS initiated slowdown.
vii. ECU initiated slowdown [not used].

In the event of a wire break [contact disconnected or transducer out of range], the
engine remains running but will be without the protection of the failed channel.

When a slowdown occurs [initiating contact closes or measured value exceeds set
level], the fault channel is latched, the EFI CONTROLLER RESET push-button is
illuminated and the fault is sent via the communications link to the MAA controller to
initiate an alarm.

It is possible for the operator to use the ENABLE/DISABLE EMERGENCY

OVERRIDE push-button, either locally or remotely according to the control station
selected, to instruct the EFI controller to bypass the trip to idle demand and permit
the full speed range to be used. The ECU push-button is momentarily operated once
to latch and again to unlatch. It will illuminate when the override is applied and will be
alarmed by the MAA. An input and contact to indicate the override is active are
provided for the SCS.

To clear the fault, the condition must have returned to a healthy state or be inhibited if
the engine is stationary. The illuminated EFI CONTROLLER RESET push-button on
the ECU can then be momentarily operated to release the latch. This is confirmed
once the push-button indication is extinguished. The hold at idle interlock will be
removed and will enable the engine speed to be controlled over its full range.

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 Pub. 3580

In addition, the EFI controller will initiate a shutdown demand if two of the following
conditions are satisfied:

a. High crankcase pressure slowdown.

b. Metal particles detected slowdown.
c. High oil splash temperature deviation slowdown.

i. MAA Generated Slowdown

This input is active at all times. Initiated by the MAA controller and consists of
high H.T water engine outlet temperature [menu enabled], high exhaust
temperatures and if not selected as a shutdown, high main bearing
temperature. These inputs are inhibited if the engine is stationary and are only
enabled by the EFI controller after the engine has been running for a preset
time or by the operator using the MANUAL ALARM COMMISSION switch on
the ECU in LOCAL control.

ii. Low H.T water pressure

This input is inhibited if the engine is stationary and is only enabled by the EFI
controller after the engine has been running for a preset time. The alarm level
is two stage and dependant on engine speed. Activated by engine mounted
pressure transducer.

iii. High crankcase pressure

This input is inhibited if the engine is stationary and is only enabled by the EFI
controller after the engine has been running for a preset time. Activated by
engine mounted pressure switch.

iv. Metal particles detected

This input is active at all times and is initiated by an output from a grid switch
sensor on the engine.

v. High oil splash temperature deviation

The bearing oil splash temperatures are monitored and is only enabled by the
EFI controller after the engine has been running for a preset time. Activated by
any individual channel exceeding the average temperature of all other healthy
channels by a set level.

vi. SCS Initiated

This input is active at all times and is initiated by a signal from the ships
control system.

vii. ECU Initiated

This input is active at all times and is initiated by a signal from the ECU control
system. This is currently not used.

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 Pub. 3580

3.7 Speed Setting

When selected to LOCAL control, speed is controlled using the LOWER/RAISE

switch on the ECU. These signals are wired directly to the EFI controller that will set
the engine speed.

When selected to REMOTE control, speed may be controlled either by a 4-20 mA

analogue reference representing idle to rated speed, providing the FAULT – GO TO
IDLE input is OFF, or by digital controls from the SCS. Note that the state of the
FAULT – GO TO IDLE input for the healthy condition can be selected in the software
[normally open or closed]. The digital controls are hardwired to the EFI controller and
are selected when the BACK-UP ON input from the SCS is ON. The BACK-UP ON
input will override the FAULT – GO TO IDLE input and will cause bump-less transfer
if selected while the analogue reference is being used. The analogue signal is also
hardwired to the EFI controller.

The analogue speed demand from the SCS is continually monitored by the EFI
controller to ensure that it is within the expected 4-20mA range. Should it fall outside
these limits and the FAULT – GO TO IDLE input is OFF, an output is de-energised to
illuminate the EFI CONTROLLER RESET push-button and the EFI controller will go
idle. The MAA controller will detect the SPEED TRANSDUCER FAILED fault [via the
communication links], provide an audible alarm contact and make the information
available to the ECU HMI and ships monitoring systems via the DI controller. This
does not effect digital speed control that may be selected by the SCS as a back-up
control. The EFI CONTROLLER RESET push-button must be operated to reset the
fault before analogue control can be reinstated. The alarm will not be given but the
engine will be instructed to go to idle if the FAULT- GO TO IDLE input is ON.

The EFI controller will switch an output ON whenever the engine is running and within
an idle speed band. This is provided for a clutch engagement interlock.

In the event of a serious fault with the EFI controller the BCM’s revert to back-up
mode. In this condition the engine will go to idle, the BACK-UP MODE indicator on
the ECU is illuminated, the contact to the SCS is closed and the digital controls at the
station in control must be used. If in remote control, the analogue reference can no
longer be used and the digital back-up controls must be selected. In this mode the
BCM’s provide basic speed control only. To enable the clutch to be engaged when
running in back-up mode, hardwired interlocks will override the EFI Controller clutch
interlock if the engine is running below a set rpm level [speed switch output] and the
back-up indication is ON.

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 Pub. 3580

3.8 Control Transfer

When the ECU is switched to LOCAL control, the current speed setting will be
maintained for bump-less transfer and the digital speed controls on the ECU will be
enabled allowing adjustments to be made.

When first switched to REMOTE control on the ECU, a CONTROL STATION

DISCREPANCY contact to the SCS will close and the ECU REMOTE CONTROL
NOT ACCEPTED indicator is illuminated to provide local indication that a control
transfer is taking place. The SCS will be unable to accept control until the speed
settings at the two control stations are matched and this is indicated when the TAKE
CONTROL [MATCHED] contact to the SCS is closed. If the REMOTE DIGITAL
SPEED CONTROL input from the SCS is OFF, this will occur when the SCS speed
setting is positioned to closely match the local ECU speed setting. If the REMOTE
DIGITAL SPEED CONTROL input from the SCS is ON, then the MATCHED contact
will be permanently closed since the current digitally controlled reference will be used.
When the matched contact is closed, the SCS can accept control by momentary
closure of the TAKE CONTROL input. The ECU REMOTE CONTROL NOT
ACCEPTED indicator will extinguish and the REMOTE CONTROL indicator
illuminated. For the SCS, the REMOTE CONTROL contact will close and the
CONTROL STATION DISCREPANCY contact will open.

If the TAKE CONTROL input is linked out, and the matched band is set to maximum,
then transfer of control will be immediate.

3.9 Boost Bypass Valve Control

The EFI controller provides a 24v dc signal to open the boost bypass valve when the
engine speed is within a preset speed band. Speed levels are menu adjustable.
Hysteresis is provided to prevent spurious switching.

3.10 AVLOS Pump Control

The EFI controller will energise an output to run the AVLOS pump when the engine
speed is above a preset level and the gearbox is not at neutral. Speed level is menu
adjustable. Hysteresis is provided to prevent spurious switching.

3.11 Fuel Module Pump Control

The EFI controller will energise an output to run the fuel module circulating and
supply pumps whenever an engine start sequence is initiated or while the engine is
above running rpm and no stop sequence is applied.

Once the engine is running, the pump run demand is maintained by a hardwired
contact of the commission alarms relay. This ensures that in the event of an EFI
controller failure, the engine will continue to receive fuel.

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 Pub. 3580

3.12 Clutch Control

Whenever the engine is stopped or stationary, the gearbox control valve will be
moved to the dis-engaged position by energising the clutch out solenoid. Only after
the engine has been started and the alarms commissioned can the gearbox be
clutched in from the selected control station. If at any time the engine is stopped,
either by a manual request or by a fault shutdown protection channel, the clutch out
signal is reapplied and operator controls are disabled.

Interlocks are provided to ensure that the gearbox can only be clutched in or out in a
controlled manner. A clutch in request is dependant on a permission signal from the
EFI controller [engine is running in the idle speed band] and the SCS [closes to block
engagement. When running in back-up mode [EFI Controller off-line], an output from
the speed switch provides the idle speed interlock.

The gearbox may be clutched in, providing the engine is running in the idle speed
band and the SCS interlock is healthy, by momentarily operating the appropriate
push-button at the selected control station. This will energise the clutch in solenoid on
the gearbox control valve. On the ECP, the CLUTCH OUT push-button will be
extinguished providing the gearbox control valve moves to the clutch in position. The
CLUTCH IN push-button will illuminate once full pressure has been applied to the
clutch.

The gearbox may be clutched out at any time by momentarily operating the
appropriate push-button at the selected control station. This will energise the clutch
out solenoid on the gearbox control valve. The CLUTCH OUT push-button will
illuminate to confirm the control valve has returned to the correct position and the
CLUTCH IN push-button will extinguished once pressure has been removed from the
clutch.

3.13 Oil Mist Temperature

The EFI controller monitors the oil splash sensors mounted on the engine [one for
each crank space] and can initiate an alarm [sensor fault] or a slowdown [high oil
splash temperature deviation].

3.14 Shaft Speed Sensing

A speed switch is mounted in the ECU panel to monitor a gearbox mounted

perception head. The speed switch converts the pulses from the head into a 4-20mA
signal that is monitored by the DI controller. The DI controller makes the shaft speed
information available on the SCS communication link and provides a 4-20mA repeater
output for a remote instrument.

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 Pub. 3580

3.15 Data Network

A number of separate communication networks are used to pass information between

the controllers, BCM’s, operator displays and ships system. Their main functions are
described below:

3.15.1 EFI/BCM CANBUS

High speed link that enables data to be exchanged between the two BCM’s
and the EFI controller. A connector is provided on the EFI Controller in the
ICAM enclosure that enables the connection of a laptop for monitoring
purposes.

3.15.2 EFI/MAA RS485

Point to point link between the EFI and MAA controllers. Enables the MAA
controller to receive status information on the EFI and BCM units.

3.15.3 EFI RS232

Point to point link between the EFI controller and the ECU. This allows either
the panel mounted Viking HMI, or a laptop using the port provided inside the
ECU, to be connected. These can then access information or view/edit
parameters in the controller.

3.15.4 MAA/DI CANBUS

High speed link that enables data to be exchanged between the MAA and DI
controllers. A connector is provided on the MAA controller in the ICAM
enclosure that enables connection of a laptop for monitoring purposes. The
MAA reads off engine status information from the DI controller. This is
combined with engine parameters monitored by its own I/O modules and data
obtained from the EFI controller, processed and repeated back to the DI
controller. The DI controller enables the SCS to view this information.

3.15.5 MAA RS232

Point to point link that enables an ECU panel mounted HMI device [Viking HMI
or graphical display] to be used to interrogate the MAA controller. The
graphical interface will display alarm information providing the Operator
Interface switch is selected to EFI. In this mode the graphical display requests
information from the MAA using MODBUS protocol. In the event that the
graphical display is not operational, or changes to the MAA configuration are
required, the ECU Viking HMI can be selected [operator interface switch to
MAA position] and the protocol mode automatically changes to support this
device. When the Operator Interface is selected to OFF, the SCS has access
to both the EFI and MAA controllers.

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 Pub. 3580

3.15.6 DI/SCS RS485

Point to point link between the DI controller and the ships management
system that enables monitoring data to be exchanged using MODBUS
protocol.

3.15.7 DI/SCS RS485

Point to point link between the DI controller and an optional monitoring system
that enables monitoring data to be exchanged using MODBUS protocol.

Refer to figure 3.1: Network Communication Diagram, for details.

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 Pub. 3580

O PTIO NAL
SHIPS
M ONITORIN G
SYSTEM REM O TE VIKIN G
SYSTEM
VISION C ONNE CTION S

EF I M AA
RS485 RS485
[R S232] [RS2 32]

VIKIN G 25
DI
CON TRO LLER

SERIAL
C ANBUS RS23 2 CH ANGEOVER RS232
724901

R S232 R S232

VIKING GRAPH IC AL
HM I HMI

ENGINE CONTROL UNIT

VIKIN G 25 VIKIN G 25
M AA R S485 EF I
CON TRO LLER CO N TROLLER

CAN BUS CA NBUS

BC M BCM
'A' 'B'
BANK BANK

ICAM ENCLOSURE
[ENGINE MOUNTED]

Fig 3.1: Communication Network Diagram.

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 Pub. 3580

3.16 Monitoring And Alarm

The MAA controller processes data monitored by its own input conditioning modules
with that received on the CANBUS [DI controller] and RS485 [EFI controller]
communication links. A listing of the signals monitored is detailed in section 5 of this
document.

The MAA will process each signal individually using parameters held in its menu
system. These parameters can define high, low or deviation, operating level, delay,
block etc., according to the input being processed.

A block alarm input will close to inhibit specific channels from alarming when the
engine is stationary.

An audible alarm output will switch OFF and a changeover contact is provided to the
SCS whenever a new alarm has occurred.

An output will switch OFF to illuminate the ALARM ACTIVE indicator on the ECU and
a changeover contact provided to the SCS.

An ALARM MUTE push-button is provided to cancel the audible alarm output and an
ALARM RESET push-button to clear the fault providing the input has returned to a
healthy state.

The alarm can also be accepted or reset by the SCS over the serial communication
network.

Outputs will also switch ON to initiate a slowdown [high HT water engine outlet
temperature, high exhaust temperatures and if not selected as a shutdown, high main
bearing temperature] or shutdown [high main bearing temperature if not selected as a
slowdown]. Selection of high main bearing temperature as a slowdown or shutdown is
set in the MAA menu system.

Channel values and fault conditions are made available on the communication
networks for local and remote displays.

Refer to figure 3.2: Data Flow Diagram, for details.

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 Pub. 3580

OPT IO NAL
SH IPS
M O NITORING
SYSTEM
SYSTEM

PROCES SED P RO CESSED

DATA DATA

O FF EN GINE
ANALOG U E VIKI NG 25
EXPANSI ON DI
MO DUL E C ONTRO LLE R
H ARDW I RED ECU
SIG NALS
D IGITAL
EXPANSI ON
MO DUL E
RAW DATA FROM
BC M'S & EFI
R AW DA TA CO NTR OLLER

VIK ING 25
EFI
CO NTR OLLER

PRO C ESSED
D ATA

H ARDW I RED
SIG NALS PR OCESSED DAT A
VIKI NG 25
CON DIT IONING G R APHICAL
MAA
MO DU LE 1 H MI
C ONTRO LLE R

CON DIT IONING

MO DU LE 2
CON FIGU RATIO N
AC CEPT /RES ET

SETTINGS/
ALAR M BLO C K

PRO C ESSED DATA

CON DIT IONING
MO DU LE 3 VI KI NG
AUDIBLE

HMI

MODIFI ED
CON DIT IONING
C O NFI GUR ATIO N
MO DU LE 4
PARAM ETERS

SH UTDO W N
MO DU LE 5

Figure 3.2: Data Flow Diagram

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 Pub. 3580

4 CONTROLLER FAILURES

4.1 V25 EFI Controller

The main functions of the EFI controller are to start/stop the engine, control the
engine speed, limit fuel demands and receive status information by a serial
communications link with the BCM’s and forward status information to the MAA
controller via a serial communication link.

4.1.1 RS232 Operator Display Communication Link Failure.

i. ECU Viking operator display cannot be used when selected.

ii. ECU Viking Vision port cannot be used when selected.

4.1.2 BCM CANBUS Communication Link Failure.

i. EFI CONTROLLER RESET indicator illuminated.

ii. BACK-UP MODE indicator illuminated.
iii. Link failure alarm sent to the MAA controller.
iv. BCM’s revert to back-up control mode using digital speed control
inputs.

4.1.3 MAA RS485 Communication Link Failure.

i. MAA controller initiates link failure alarm and cannot update EFI/BCM
data.

4.1.4 Controller Failure.

i. EFI CONTROLLER RESET indicator illuminated.

ii. ALARM ACTIVE indicator illuminated and audible alarm given.
iii. BCM’s revert to back-up control mode using digital speed control
inputs.

4.2 V25 DI Controller Failure

The main functions of the DI controller are to collect ECU, off-engine fuel module and
starter panel status and forward this data onto the MAA for alarm processing.
Receive alarm information from the MAA and permit the SCS access to this
information.

4.2.1 SCS optional monitoring RS485 Communication Link Failure.

i. Loss of communications displayed on the SCS optional monitoring

graphic screens.

4.2.2 SCS RS485 Communication Link Failure.

i. Loss of communications displayed on the SCS graphic screens.

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4.2.3 MAA CANBUS Communication Link Failure

i. MAA controller generates an alarm.

ii. Loss of communications displayed on the SCS graphic screens.
iii. Loss of communications displayed on the SCS optional monitoring
graphic screens.
iv. ECU Viking and Graphical operator displays can be used to display
engine parameters. Data from the DI controller is not available.

4.2.4 Controller Failure.

i. ALARM ACTIVE indicator illuminated and audible alarm given.

v. MAA controller is aware the DI controller is off-line and does not
generate a communication link failure alarm.
vi. SCS registers loss of communications.

4.3 V25 MAA Controller Failure

The main functions of the MAA controller are to monitor the on-engine sensors,
combine this with data received on a communications link from the EFI [includes
BCM’s] and DI controllers. Process the raw data to provide scaled values, generate
alarms and allow any HMI [direct] and SCS [via the DI controller], access to this
information.

4.3.1 RS232 Operator Display Communication Link Failure.

i. ECU Viking HMI cannot be used when selected.

ii. ECU graphical display will display communication failure.

4.3.2 DI CANBUS Communication Link Failure.

i. ALARM ACTIVE indicator illuminated and audible alarm given.

ii. ECU status not available.

4.3.3 Controller Failure.

i. ALARM ACTIVE indicator illuminated and audible alarm given. Audible

cannot be accepted.
ii. ECU graphical display and SCS register loss of communications.

4.4 V25 Operator Interface

The EFI and MAA controllers generate a number of faults that are detected by the
software. A specific message for the failed sensor will be displayed on the ECU LCD
display [providing the ALARM menu LED is illuminated]. They are caused by the
system failing to sense a switch or analogue signal input, or not getting the expected
feedback to a control output. Two menus are available to aid fault finding which that
enable the operator to monitor inputs or switch outputs ON/OFF by means of the
keyboard.

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The display is selected to the appropriate controller using the switch provided. To re-
establish communications the HMI RESET push-button on the ECU must be
momentarily operated.

Operator Interface

MENU RESET
SELECT ALARM
ALARM

EDIT CANCEL
DATA EDIT

SAVE FINISH
DATA EDIT

PRESET
ACCESS
DATA

To display current alarms, press the MENU SELECT key to cycle the display until the
ALARM LED is illuminated then use the UP and DOWN keys to move through the
alarm list.

Alarms will be displayed in the following format:

Fail To Prime
Alarm 01 of 01
19:37:31 04/03/07
S 0RPM L –33.3%

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4.5 Back-up Mode

The BACK-UP MODE indicator on the ECU is illuminated, and the two SCS contacts
closed, when the engine is running in BCM control. This can occur when a fault has
occurred with the EFI controller.

This is a basic governing mode where the BCM’s control the engine speed and
respond to the digital speed inputs from the station in control. Maximum running
speed will be limited to 80% of full speed in this mode. The engine may be started
[on-engine], protections commissioned [manually on the ECU using the switch
provided and LOCAL control is selected] and stopped [emergency stop].

Prior to starting it may be necessary to manually start the fuel module circulating and
supply pumps unless a sufficient head of fuel is available. Once the engine is
running, and the protections are commissioned, the pump run signals will be
maintained by the ECU until the engine is stopped.

Terminals are provided to enable the EFI controller to be reset remotely by the SCS,
providing the initiating fault has returned to a healthy condition, to restore normal
control.

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5 MONITORING AND ALARM

5.1 General

The tables in section 5.2 list the sensors monitored and alarmed by the MAA
controller. Channels 1 to 56 are off engine inputs collected by the DI controller [ECU,
gearbox, optional starter panel and off engine sensors] and passed over the CAN
communications network to the MAA for processing. Channels 57 to 160 are direct
inputs from the engine to the MAA that are wired in the ICAM enclosure.

A full listing for the 20RK280 is given in section 5.2. For 12 and 16 cylinder versions,
the number of exhaust cylinder and bearing temperatures being monitored will be
reduced accordingly.

Parameters for scaling, units, alarm levels, delays etc. for the inputs are held in the
MAA controller. These may be edited using the panel mounted [ECU] Operator
display or by a laptop running Viking Vision software.

Processed values and alarm information is made available to the SCS and optional
monitoring system by RS485 Modbus RTU interfaces [via the DI controller] and to
either the V25 Operator Display or graphical HMI via a RS232 interface.

Internally generated software faults [signal/control failures] are not listed but are
processed and available on the communication links.

Locally on the ECU, operator controls consist of ALARM MUTE and ALARM RESET
push-buttons together with a ALARM ACTIVE indication. These functions are also
accessible by the SCS on the Modbus communication link. Clean changeover
contacts are provided in the ECU for AUDIBLE ALARM ACTIVE and ALARM ACTIVE
[MAA fault] for hardwired interfacing if required.

The display unit that is communicating with the MAA controller and actively updating
its information, is determined by the OPERATOR DISPLAY switch position on the
ECU as follows:

EFI - V25 Operator display communicating with the EFI Controller, graphical
HMI communicating with the MAA controller.

REMOTE – There are no communications to either the V25 Operator display or the
graphical HMI. EFI and MAA Controller Viking Vision interface is
switched to permit remote monitoring by the SCS.

MAA - V25 Operator display communicating with the MAA Controller, there are
no communications with the graphical HMI.

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5.2 Sensor Listing

Ch. Tag Low High Alarm

Description Sensor Range Units Block
No. No. Level Level Delay
1
2
3
4
5 TE53 Fuel Temperature After Fuel Cooler Pt1000 0-150 °C 40
6
7
8

9
10
11
12
13
14
15
16

17 24v dc Normal Supply Failed DIG

18 24v dc UPS Supply Failed DIG
19 24v dc EFI Supply Failed DIG
20 24v dc Panel Control Voltage DIG
21 MAA Controller Fault DIG
22 Emergency Override Enabled DIG
23 EFI Controller Fault DIG
24 DIG

25 Jacket Water Heater Circulating Pump Tripped DIG

26 Jacket Water Heater Tripped DIG
27 Lub. Oil Priming Pump Tripped DIG
28 AVLOS Pump Tripped DIG
29 Crankcase Extraction Fan Tripped DIG
30 Fuel Circulating Pump Tripped DIG
31 Fuel Supply Pump Tripped DIG
32 Main AC Supply Failed DIG

33 Standby AC Supply Failed DIG

34 Jacket Water Heater Circulating Pump On DIG
35 Jacket Water Heater On DIG
36 Lub. Oil Priming Pump On DIG
37 AVLOS Pump On DIG
38 Crankcase Extraction Fan On DIG
39 Fuel Circulating Pump On DIG
40 Fuel Supply Pump On DIG

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Ch. Tag Description Sensor Range Units Block Low High Alarm
No. No. Level Level Delay
41 Gearbox Clutch Oil Pressure 4-20mA 0-40 Bar @ 17 10
neutral
42 Gearbox Lub Oil Pressure 4-20mA 0-10 Bar Yes 0.4
43 Gearbox Oil Temperature Pt1000 0-150 °C Yes 95
44
45
46 Shaft Speed 4-20mA 0-600 rpm
47
48

49 Gearbox Low Oil Level DIG 10

50 Gearbox Filter Blocked DIG
51 Gearbox Engaged status DIG
52 No Gearbox SCS Engagement Block Applied DIG
status
53 No Gearbox Engage Demand status DIG
54 DIG
55 DIG
56 DIG

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Ch. Tag Low High Alarm

Description Sensor Range Units Block
No. No. Level Level Delay
57 Shutdown Channel Wire Break DIG
58 ECU/SCS Emergency Stop DIG
59 XS2/3 Engine Emergency Stop Applied DIG
60 PS25 Low L.O Pressure Shutdown [high speed] DIG
61 PS26 Low L.O Pressure Shutdown [low speed] DIG
62 Gearbox Low Oil Pressure Shutdown DIG
63 TE56 High H.T water Temperature Shutdown DIG
64 High Main Bearing Temperature Shutdown DIG

65 2 From 3 Slowdowns EFI Initiated Shutdown DIG

66 ST08 Over-Speed DIG
67 Fire Detected Shutdown DIG
68 DIG
69 DIG
70 DIG
71 DIG
72 DIG

73 TE16 Exhaust Cylinder A1 Temperature K t/c 0-800 °C 600

74 TE17 Exhaust Cylinder A2 Temperature K t/c 0-800 °C 600
75 TE18 Exhaust Cylinder A3 Temperature K t/c 0-800 °C 600
76 TE19 Exhaust Cylinder A4 Temperature K t/c 0-800 °C 600
77 TE20 Exhaust Cylinder A5 Temperature K t/c 0-800 °C 600
78 TE21 Exhaust Cylinder A6 Temperature K t/c 0-800 °C 600
79 TE22 Exhaust Cylinder A7 Temperature K t/c 0-800 °C 600
80 TE23 Exhaust Cylinder A8 Temperature K t/c 0-800 °C 600

81 TE24 Exhaust Cylinder A9 Temperature K t/c 0-800 °C 600

82 TE25 Exhaust Cylinder A10 Temperature K t/c 0-800 °C 600
83 TE04 A-Bank Turbo Charger Inlet Temperature K t/c 0-800 °C 650
84 TE05 A-Bank Turbo Charger Outlet Temperature K t/c 0-800 °C 580
85 TE01 Charge Air Temperature - T/C Out A-Bank K t/c 0-350 °C 225
86 PT09 Start Air Pressure 4-20mA 0-40 Bar 25 20
87 LS01 Fuel Leakage 4-20mA <4mA >12mA
88 LS02a Sump Oil Level Low 4-20mA <4mA >12mA

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Ch. Tag Description Sensor Range Units Block Low High Alarm
No. No. Level Level Delay
89 TE03 Charge Air Inlet Temperature Pt1000 0-150 °C 65
90 TE11 L.T Water L.O Cooler Inlet Temperature Pt1000 0-150 °C 59
91 TE54 Air Intake Temperature [A-Bank] Pt1000 0-150 °C 45
92 TE55 Air Intake Temperature [B-Bank] Pt1000 0-150 °C 45
93 TE08 L.T Jacket Water Inlet Temperature [pump Pt1000 0-150 °C 89
inlet]
94 TE09 H.T Water C.A Cooler Inlet Temperature Pt1000 0-150 °C 89
95 TE12 LTW LO Cooler Out Temperature Pt1000 0-150 °C 60
96 TE51 L.T Water Inlet Temperature [pump outlet] Pt1000 0-150 °C 45

97 TE15 Fuel Oil Temperature - Supply Rail Pt1000 0-150 °C 45

98 TE52 Fuel Temperature Before Fuel Cooler Pt1000 0-150 °C 50
99 TE10 H.T Water C.A Cooler Outlet Temperature Pt1000 0-150 °C 92/95
100 PT04 H.T Water Pressure [pump outlet] 4-20mA 0-4 Bar 0.9
101 PT06 L.T Water Pressure [pump outlet] 4-20mA 0-4 Bar 0.8
102 PT16 Fuel Pressure Before Filter 4-20mA 0-10 Bar 0.7
103 PT08 Fuel Pressure Engine Supply Rail 4-20mA 0-10 Bar 7.0
104 PT24 Air Manifold Pressure 4-20mA 0-4 Bar 3.7

Note:

Fuel filter blocked is detected by pressure difference between PT16 and PT08

105 TE26 Exhaust Cylinder B1 Temperature K t/c 0-800 °C 600

106 TE27 Exhaust Cylinder B2 Temperature K t/c 0-800 °C 600
107 TE28 Exhaust Cylinder B3 Temperature K t/c 0-800 °C 600
108 TE29 Exhaust Cylinder B4 Temperature K t/c 0-800 °C 600
109 TE30 Exhaust Cylinder B5 Temperature K t/c 0-800 °C 600
110 TE31 Exhaust Cylinder B6 Temperature K t/c 0-800 °C 600
111 TE32 Exhaust Cylinder B7 Temperature K t/c 0-800 °C 600
112 TE33 Exhaust Cylinder B8 Temperature K t/c 0-800 °C 600

113 TE34 Exhaust Cylinder B9 Temperature K t/c 0-800 °C 600

114 TE35 Exhaust Cylinder B10 Temperature K t/c 0-800 °C 600
115 TE06 B-Bank Turbo Charger Inlet Temperature K t/c 0-800 °C 650
116 TE07 B-Bank Turbo Charger Outlet Temperature K t/c 0-800 °C 650
117 TE02 Charge Air Temperature - T/C Out B-Bank K t/c 0-350 °C 580
118 LS2b Sump Oil Level High 4-20mA <4mA >12mA
119 XS04 Boost Bypass Valve Open 4-20mA <4mA >12mA
120 PT22 Fuel Oil Pressure [Inlet] 4-20mA 0-10 Bar 1.0

121 TE39 Main Bearing No.1 Temperature Pt1000 0-150 °C 110

122 TE40 Main Bearing No.2 Temperature Pt1000 0-150 °C 110
123 TE41 Main Bearing No.3 Temperature Pt1000 0-150 °C 110
124 TE42 Main Bearing No.4 Temperature Pt1000 0-150 °C 110
125 TE43 Main Bearing No.5 Temperature Pt1000 0-150 °C 110
126 TE44 Main Bearing No.6 Temperature Pt1000 0-150 °C 110
127 TE45 Main Bearing No.7 Temperature Pt1000 0-150 °C 110
128 TE46 Main Bearing No.8 Temperature Pt1000 0-150 °C 110

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Ch. Tag Description Sensor Range Units Block Low High Alarm
No. No. Level Level Delay
129 TE47 Main Bearing No.9 Temperature Pt1000 0-150 °C 110
130 TE48 Main Bearing No.10 Temperature Pt1000 0-150 °C 110
131 TE49 Main Bearing No.11 Temperature Pt1000 0-150 °C 110
132 PT01 Charge Air Pressure - T/C Out A-Bank 4-20mA 0-4 Bar 3.8
133 PT02 Charge Air Pressure - T/C Out B-Bank 4-20mA 0-4 Bar 3.8
134 PT11 L.T Water Pressure [L.O cooler outlet] 4-20mA 0-4 Bar 0.8/1.2
135 PT10 H.T Water Pressure [I/C outlet] 4-20mA 0-4 Bar 0.9/2.0
136 PT34 Sea Water Pressure 4-20mA 0-6 Bar 0.5/1.5

137
138
139 TE13 L.O Cooler Inlet Temperature Pt1000 0-150 °C
140 TE14 L.O Engine Inlet Temperature Pt1000 0-150 °C 78
141 PT14 Filter Inlet Lub Oil Pressure 4-20mA 0-10 Bar 1.0
142 PT15 Control Air Pressure 4-20mA 0-10 Bar 6.5 8.5
143 PT23 Lub. Oil Pressure [engine inlet] 4-20mA 0-10 Bar Yes 2/3.5
144 PT05 Lub. Oil Pressure [pump outlet] 4-20mA 0-10 Bar 9.0

145 ST06 T/C A speed pulse 0-40k rpm

146 ST07 T/C B speed pulse 0-40k rpm
147
148
149
150
151
152

153 DI Communications Failed s/w

154 EFI Controller Communications Failed s/w
155
156
157
158
159
160

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Ch. Tag Description Sensor Range Units Block Low High Alarm
No. No. Level Level Delay
161 ST01 Speed Pick-up 1 Failed Pulse
162 ST02 Speed Pick-up 2 Failed Pulse
163 A Bank BCM communications Failed
164 B Bank BCM communications Failed
165
166 Speed Switch Failure
167 Fail To Prime
168 Speed Demand Input Failed
169 Fail To Start
170 Overload
171
172 PT12 Air manifold sensor fault
173 PT27 HT water pressure sensor fault
174 PT07 Lube oil pressure sensor fault
175
176

177 PT12 Charge air manifold pressure 4-20mA 0-4 Bar

178 PT27 Low H.T Water Pressure Slowdown 4-20mA 0-4 Bar Yes 0.85
179
180
181 PT07 Lube oil pressure 4-20mA 0-10 Bar
182
183
184

185 TE60 Crankcase Oil Splash No.1 Pt600 0-120 °C >xx

186 TE61 Crankcase Oil Splash No.2 Pt600 0-120 °C >xx
187 TE62 Crankcase Oil Splash No.3 Pt600 0-120 °C >xx
188 TE63 Crankcase Oil Splash No.4 Pt600 0-120 °C >xx
189 TE64 Crankcase Oil Splash No.5 Pt600 0-120 °C >xx
190 TE65 Crankcase Oil Splash No.6 Pt600 0-120 °C >xx
191 TE66 Crankcase Oil Splash No.7 Pt600 0-120 °C >xx
192 TE67 Crankcase Oil Splash No.8 Pt600 0-120 °C >xx

193 TE68 Crankcase Oil Splash No.9 Pt1000 0-120 °C

194 TE69 Crankcase Oil Splash No.10 Pt1000 0-120 °C
195
196 SCS Initiated Slowdown DIG
197 SCS Initiated Slowdown [reserved] DIG
198 PS30 High Crankcase Pressure Slowdown DIG
199 MPD1 Metal Particle Detected Slowdown DIG
200 MAA Initiated Slowdown [High bearing if DIG
enabled/water temperature]

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6 GRAPHICAL DISPLAY

6.1 Home Page

When the unit is powered up, or if the HOME key is pressed to return from a sub-
menu, the main home page graphic is displayed. Refer to figure 6.1.1. For
communications to operate correctly the operator display switch on the ECU must be
in the EFI position.

Fig 6.1.1: Home Page

Touch screen controls allow the operator to navigate the graphic pages and the latest
alarm status is displayed.

1. Touch screen button to display the EXHAUST graphic sub-menu pages

that include exhaust values, exhaust bar graphs and turbo-charger
exhaust/air parameters. Refer to section 6.2.
2. Touch screen button to display the SERVICES graphic sub-menu pages
that include Lube oil, fuel oil, H.T water, L.T water and air systems.
Refer to section 6.3.
3. Touch screen button to display the GEARBOX graphic sub-menu page.
Refer to section 6.4.
4. Touch screen button to display the BEARINGS graphic sub-menu pages
that include temperature values and bar graphs. Refer to section 6.5.
5. Touch screen button to display the EFI graphic sub-menu pages that
include injectors, V25 controllers, Bank Control Modules, start interlocks
and EFI status pages. Refer to section 6.6.
6. Touch screen button to display the DISPLAY graphic sub-menu pages
that include time, date and contrast adjustments. Refer to section 6.7.
7. Animated alarm window with touch screen button to display the alarm
page. Refer to section 6.8.

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Note: The graphic pages shown in this section are for a 20 cylinder engine display.
The format of the 12 and 16 cylinder engines are the same except they only
show the relevant number of cylinders or bearings are displayed.

HOME
page

EXH AUST SERVICES GEAR BO X BEARI NGS EFI D ISPLAY

Gearb ox
Status
[DEFAU LT]

Gauges Term inal System

Diagnost ics
[DEF AULT] C loc k Monitor

St art
EFI Status EFI Solenoid
V2 5 St at us B CM Stat us Int erloc k
[ DEF AULT] St atus
Statu s

Bearing Bearing O il S plas h

Oil Splas h
Temperatures Temperatures Tem perat ures
Temp eratu res
[ DEF AULT] [bar graph] [ bar graph]

Lub. Oil W ater W ater

Fuel Oil Air St arter Panel
Systems System Syst em
Sys tem Sys tem [if supplied]
[D EFAU LT] [H T] [LT ]

Exhaust Exhaust T urb o- Turbo-

Tem peratures Tem perat ures C harger charger
[D EFAU LT] [ Bargraph] [ Air] [ Exhaust]

Fig 6.1.2: Graphic Pages Menu Structure

For clarity, alarm lists are not shown although they can be accessed from all graphic
pages.

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6.2 Exhaust Menu

This is selected from the home page.

Fig 6.2: Exhaust Page

Touch screen controls allow the operator to navigate the graphic pages and the latest
alarm is displayed.

1. Parameter values.
2. Touch screen buttons to select alternative graphic pages i.e. bar graph
or turbo-charger. Depressed button indicates the selected page.
3. Touch screen button to HOME page.
4. Animated alarm window with touch screen button to display the alarm
page.

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6.3 Services Menu

This is selected from the home page.

Fig 6.3: Services Page

Touch screen controls allow the operator to navigate the graphic pages and the latest
alarm is displayed.

1. Animation that changes state when the parameter is in alarm. Text will
be black and background will go yellow [warning] or red [trip/shutdown] if
the alarm is activated.
2. Touch screen buttons to select alternative graphic pages i.e. fuel oil,
H.T/L.T water or air systems. Depressed button indicates the selected
page.
3. Parameter value.
4. Touch screen button to HOME page.
5. Animated alarm window with touch screen button to display the alarm
page.

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6.4 Gearbox Menu

This is selected from the home page and will only be shown if gearbox monitoring is
provided by the ECU and is also determined by the make and model of gearbox.

Fig 6.4: Gearbox Page

Touch screen controls allow the operator to navigate the graphic pages and the latest
alarm is displayed.

1. Animation that changes state when the parameter is in alarm. Text will
be black and background will go yellow [warning] or red [trip/shutdown] if
the alarm is activated.
2. Touch screen buttons to select alternative graphic pages. Not currently
used.
3. Parameter value.
4. Touch screen button to HOME page.
5. Animated alarm window with touch screen button to display the alarm
page.

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6.5 Bearings Menu

This is selected from the home page.

Fig 6.5: Bearings Page

Touch screen controls allow the operator to navigate the graphic pages and the latest
alarm is displayed.

1. Parameter value.
2. Touch screen buttons to select alternative graphic pages i.e. value or
bar graph. Depressed button indicates the selected page.
3. Touch screen button to HOME page.
4. Animated alarm window with touch screen button to display the alarm
page.

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6.6 EFI Menu

This is selected from the home page.

Fig 6.6: EFI Page

Touch screen controls allow the operator to navigate the graphic pages and the latest
alarm is displayed.

1. Parameter value.
2. Animation that will change state when the parameter is healthy or in
alarm. For a fault indication the background will go yellow [warning]. For
a status indication the background will go green [healthy].
3. Touch screen buttons to select alternative graphic pages i.e. injectors,
V25 controllers, Bank Control Modules or Start Interlocks status.
Depressed button indicates the selected page.
4. Touch screen button to HOME page.
5. Animated alarm window with touch screen button to display the alarm
page.

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6.7 Display Menu

This is selected from the home page.

Fig 6.7: Gauge Page

Touch screen controls allow the operator to navigate the graphic pages and the latest
alarm is displayed.

1. Animation that will indicate a parameter valve.

2. Touch screen buttons to select alternative graphic pages i.e. clock,
system monitor and diagnostics. Depressed button indicates the
selected page.
3. Parameter value.
4. Touch screen button to HOME page.
5. Animated alarm window with touch screen button to display the alarm
page.

Password Protection

The time/date adjustment on the clock page, and the monitor/diagnostic buttons, are
password protected and when touched will display an alphabetical keypad. RK280
must be entered and acceptance will be displayed for a short time on the screen. The
required action can then be carried out. The password allowance will automatically
cancel after a delay has expired.

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6.8 Alarm Display

The last four alarm events are displayed in the alarm window at the bottom of all
graphic pages.

Fig 6.8.1: Alarm Window

Alarms or events appearing in the window [item 1] are colour coded as follows:

Yellow Alarm active

Red Shutdown active

The format of each line is as follows:

08:54:01 Time the event occurred.

PT08 Tag number.
F.O Pressure Low Alarm text.

Touching on the alarm window on any graphic screen will display the alarm overview
page as follows:

Fig 6.8.2: Alarm Page

Touch screen controls allow the operator to filter or page through the alarm list.

1. 24 line alarm list.

2. Touch screen buttons to select optional graphic pages i.e. all alarms, warning
faults only, trip faults only, next page, previous page and return. Depressed
button indicates the selected page.

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Note that this is an information screen only. All alarms are accepted through the
Ships Control Link communication link [if enabled] or from the ECU using the push-
button provided.

Button functions are as follows:

Buttons to page up or down through

the alarm list.

Buttons to filter the alarms.

Button to return to previous page.

Button to return to HOME page.

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7 ROUTINE MAINTENANCE

The best assurance against serious failures occurring is for regular inspection of the
equipment. This should include regular exercise of the control system [i.e. starting,
speed control and stopping of the engine] in all modes of control.

DANGEROUS VOLTAGES MAY EXIST WITHIN THE PANEL.

ISOLATE EQUIPMENT OR TAKE SUITABLE PRECAUTIONS
IF WORKING ON "LIVE" EQUIPMENT.

The following routine checks are also suggested:

i) That equipment is securely fitted and/or retained.

ii) Check all connections and terminations for tightness.

iii) There is no sign of components overheating.

iv) That all indications illuminate using the test facilities provided.

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8 FAULT FINDING

8.1 General

Because of the nature of the equipment it is not possible to give a comprehensive

fault finding guide. Listed below are some of the possible symptoms and suggested
checks to identify the specific fault.

DANGEROUS VOLTAGES MAY EXIST WITHIN THE PANEL.

ISOLATE EQUIPMENT OR TAKE SUITABLE PRECAUTIONS
IF WORKING ON "LIVE" EQUIPMENT.

Any fault finding should be tackled in a methodical manner and taking suitable
precautions if working on live equipment.

The approach to tackling problems is to first identify whether the fault exists internal
or external to the panel. Cage clamp terminals are provided in each panel on printed
circuit boards, modules and connection to the ships wiring. These provide a
convenient location to disconnect wiring to isolate signals and/or for connecting a
multi-meter.

Modules, fuses and relays are fitted with LED indicators to aid fault finding. LED’s
fitted to fuse holders will illuminate if the fuse has blown. Those fitted on relays will
illuminate when there is a supply on the coil. On each module a GREEN LED will
illuminate to indicate the supply is healthy.

8.2 Sensors

A sensor failure will generally be detected and displayed by the monitoring system or
ECU.

There are generally five types of sensor used. A different method has to be employed
for each type.

i). Switch: Either open or closed, the continuity of which can be

checked using a multi-meter set to ohm's. In many instances
the switch can be manually operated. Alternatively, the
terminals can be linked to bypass external wiring [closed] or
disconnected [open]. This will enable the operation of relays
and/or indications within the panel to be checked.

ii). Thermocouple: The sensor will generate a mV reference proportional to the

heat applied to it. These are used for high temperature
ranges [i.e. cylinder exhausts]. Disconnect and measure
using a multi-meter set to suitable voltage range to check
continuity. By applying a link across the terminals the
monitoring display will indicate ambient temperature if
operating correctly. To simulate the sensor a mV source will
be required where 0mV=0 °C and 20.64mV=500 °C without
ambient compensation.

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iii). PT1000: This is a 1000 ohm resistance probe that will change its
resistive properties in response to the heat applied to its
junction. This is generally used for low temperature ranges
[i.e. water coolant]. Disconnect and measure using a multi-
meter set to ohm's range for continuity. To simulate the
sensor, connect a potentiometer or decade box across the
panel terminals where 1000R=0 °C and 1385R=100 °C. The
sensor is converted to 4-20mA on the module it is connected
to and will be fused before being processed.

iv). 4-20mA: These are output from electronic equipment that are
generally monitoring pressure [i.e. lub oil] or position [i.e.
speed demand]. They are usually powered from the panel
[with the exception of the ships speed setting demand] and
are fused on the module it is connected to before being
processed. When powered from the equipment, check for an
energising supply by measuring the output and return
terminal voltage with reference to the supply 0v. The multi-
meter must be set to a dc voltage range and a lower voltage
would be expected on the return. To check the current loop
disconnect one terminal and wire the multi-meter selected to
a mA range in series between the terminal and disconnected
wire. To simulate the sensor, either a mA source [unpowered
transmitter] or potentiometer [powered transmitter] will be
required.

v). Perception Head: This may be a passive type [magnetic pick up] or active [24v
dc supplied] which will give an output when a metallic object
passes [i.e. starter ring teeth]. Check that no swarth has
collected on the head and that is set to the required gap
between head and teeth. For a passive type, disconnect the
panel terminals and check continuity with a multi-meter set to
ohms range. For an active type, check that the energising
supply is present. To simulate the sensor, an oscillator and
counter will be required.

- 58 -
 Pub. 3580

8.3 V25 Operator Interface

8.3.1 General

Alarms are detected by the EFI or MAA software generated and consist of a
number of fault conditions. In normal operation these will be displayed on the
graphical display and are caused by the system failing to sense a switch or
analogue signal input, or not getting the expected feedback to a control output.

As an aid to fault finding, the V25 Operator Display can be used. The display
is selected to the appropriate controller using the switch provided on the
panel. To establish communications to the selected controller the HMI RESET
push-button must be momentarily operated. Note that if any position other
than EFI is selected, the graphical interface communications will fail.

Three menus are available to aid fault finding that enable the operator to
monitor inputs [display], switch outputs ON/OFF or modify parameters by
means of the keyboard [edit] and view active faults [alarm]. Comprehensive
details on how to select and navigate these menus are given in the Viking
User Manual in section 10 of this publication.

8.3.2 Alarm Mode

To display current alarms on the selected controller, press the MENU SELECT
key to cycle the display until the ALARM LED is illuminated then use the UP
and DOWN keys to move through the alarm list.

Operator Interface

MENU RESET
SELECT ALARM
ALARM

EDIT CANCEL
DATA EDIT

SAVE FINISH
DATA EDIT

PRESET
ACCESS
DATA

- 59 -
 Pub. 3580

Alarms will be displayed in the following format:

Fail To Prime
Alarm 01 of 01
19:37:31 04/03/07
S 0RPM L –33.3%

8.3.3 Display Mode

To display the status of the digital and analogue hardware inputs and outputs,
press the MENU SELECT key to cycle the display until the DISPLAY LED is
illuminated. The arrowed keys can then be used to navigate through the menu
system to display the required channel as detailed in figure 8.1.

Operator Interface

M ENU DISPLAY RESET

SELECT ALARM

EDIT CANCEL
DATA EDIT

SAVE FINISH
DATA EDIT

PRESET
ACCESS
DATA

- 60 -
 Pub. 3580

DISPLAY m enu LED

illuminated

us e UP key for top

of m enu s trut ure.

Selec t HARD W ARE

use U P k ey t o m ov e
m enu us ing up one menu.
left /right arrow keys .

Enter HAR DW ARE

menu using DOW N
k ey.

S elect D IGI TAL or

ANALOGU E m enu use U P k ey t o m ov e
using left/ right up one menu.
arrow k ey s.

Ent er select ed
menu using DOW N
k ey.

Select INPU T or
OUTPU T m enu use U P k ey t o m ov e
using left/ right up one menu.
arrow k ey s.

Ent er select ed
menu using DOW N
k ey.

Enter VALU E m en u use U P k ey t o m ov e

using DOW N key. up one menu.

Selec t required
channel u sing
left/right arrow k eys .

Fig 8.1: Input/Output Monitoring

- 61 -
 Pub. 3580

8.4 Shutdown Module Wire Break Detection

The module provides fourteen wire break detection channels selected using jumper
settings. Settings are listed in section 2 of this manual. The wire break circuitry
monitors the voltage on the positive side of the shutdown circuit relay to check the
continuity of the wiring from the engine. The circuit monitoring the engine mounted
switches requires a 15K bridging resistor across its contacts. When two switches are
connected in parallel [for example, engine emergency stop input], each must have a
33K bridging resistor across its contacts. If the switch becomes disconnected the
feedback voltage falls to zero, the green healthy LED is extinguished and a contact
opens to initiate an alarm via the multiplexing interface to the MAA controller.

On the shutdown module, the continuity of the EFI shutdown relay is also checked. A
small current is passed through the coil and the voltage drop across it monitored. If
the coil becomes disconnected the voltage will rise to 24v, the green healthy LED is
extinguished and a contact opens to initiate an alarm via the multiplexing interface to
the MAA controller.

LED's are provided to indicate the status of individual wire break monitored channels
and are listed in table 1. DIP switches are provided for each wire break channel that
can be used to test the wire break detection circuit. This will not effect the state of the
shutdown circuit being tested.

A speed switch failed circuit is incorporated into the wire break alarm. If the engine
protections are commissioned and there is no running output from the speed switch,
the green healthy LED is extinguished and a contact opens to initiate an alarm via the
multiplexing interface to the MAA controller. Warning of speed switch failure is very
important as this provides the only over-speed protection for the engine.

LED Location

- 62 -
 Pub. 3580

LED Colour Description

1 Red Emergency stop [SCS] wire break
2 Red Emergency stop [engine] wire break
3 Red Low oil pressure [high speed] wire break
4 Red Low oil pressure [low speed] wire break
5 Red Gearbox low oil pressure wire break
6 Red High H.T water temperature [if selected] wire break
7 Red High main bearing temperature [if selected] wire break
8 Red 2 from 3 slowdown [not enabled]
9 Red Not used
10 Red Not used
11 Red Fire Detected wire break
12 Red Speed switch wire break
13 Red EFI shutdown circuit wire break
14 Red Not used
15 Green All channels healthy

Table 1 – Shutdown module LED indications

In the event of a wire break alarm, determine the sensor from the list above. For
engine equipment ensure that the sensor is not unplugged and that connections are
terminated correctly [both on the device and in the ICAM]. For the SCS emergency
stop and fire detected inputs, check cabling from the ICAM to the ECU and the ships
wiring to the ECU.

For speed switch failure, if the rpm indicator on the panel is functioning, check that
the module idle speed LED6 is illuminated. If not then the speed switch has a fault. If
the indicator is not functioning, ensure that the speed switch module power supply is
healthy [green LED2 is ON] and that the engine mounted perception head is plugged
in.

WARNING
The wire break condition must be rectified as soon
as possible. Whilst this alarm is present, the engine
is not fully protected and could be seriously damaged
in the event of a deteriorating or major fault
condition.

- 63 -
 Pub. 3580

8.5 Temperature Sensor Look-up Tables

8.5.1 Pt600 Resistance/Temperature Relationship

ohm's

°C[t90] 0 1 2 3 4 5 6 7 8 9 °C[t90]
0 600.0 602.3 604.6 607.0 609.3 611.7 614.0 616.4 618.7 621.0 0
10 623.4 625.7 628.0 630.4 632.8 635.1 637.4 639.8 642.1 644.4 10
20 646.7 649.1 651.4 653.8 656.1 658.4 660.7 663.0 665.4 667.7 20
30 670.0 672.4 674.7 677.0 679.3 681.7 684.0 686.3 688.6 690.9 30
40 693.2 695.6 697.9 700.2 702.5 704.8 707.2 709.5 711.8 714.0 40
50 716.4 718.7 721.0 723.3 725.6 727.9 730.3 732.5 734.8 737.2 50
60 739.4 741.8 744.1 746.3 748.7 751.0 753.2 755.6 757.9 760.1 60
70 762.5 764.8 767.0 769.3 771.7 774.0 776.2 778.5 780.8 783.1 70
80 785.4 787.7 790.0 792.2 794.5 796.8 799.1 801.4 803.7 806.0 80
90 808.3 810.5 812.8 815.1 817.4 819.7 821.9 824.2 826.5 828.8 90
100 831.0 830.3 835.6 837.8 840.1 842.4 844.7 847.0 849.2 851.5 100
110 853.7 856.0 858.3 860.6 862.8 865.1 867.4 869.6 871.9 874.1 110
120 876.4 878.6 880.9 883.2 885.4 887.7 890.0 892.2 894.5 896.8 120
130 899.0 901.3 903.5 905.8 908.0 910.3 912.5 914.8 917.0 919.3 130
140 921.5 923.8 926.0 928.3 930.5 932.8 935.0 937.2 939.5 941.7 140
150 944.0 946.3 948.4 950.7 952.9 955.1 957.4 959.6 961.9 964.0 150

8.5.2 Pt1000 Resistance/Temperature Relationship

ohm's

°C[t90] 0 1 2 3 4 5 6 7 8 9 °C[t90]
0 1000.0 1003.9 1007.8 1011.7 1015.6 1019.5 1023.4 1027.3 1031.2 1035.1 0
10 1039.0 1042.9 1046.8 1050.7 1054.6 1058.5 1062.4 1066.3 1070.2 1074.0 10
20 1077.9 1081.8 1085.7 1089.6 1093.5 1097.3 1101.2 1105.1 1109.0 1112.9 20
30 1116.7 1120.6 1124.5 1128.3 1132.2 1136.1 1140.0 1143.8 1147.7 1151.5 30
40 1155.4 1159.3 1163.1 1167.0 1170.8 1174.7 1178.6 1182.4 1186.3 1190.1 40
50 1194.0 1197.8 1201.7 1205.5 1209.4 1213.2 1217.1 1220.9 1224.7 1228.6 50
60 1232.4 1236.3 1240.1 1243.9 1247.8 1251.6 1255.4 1259.3 1263.1 1266.9 60
70 1270.8 1274.6 1278.4 1282.2 1286.1 1289.9 1293.7 1297.5 1301.3 1305.2 70
80 1309.0 1312.8 1316.6 1320.4 1324.2 1328.0 1331.8 1335.7 1339.5 1343.3 80
90 1347.1 1350.9 1354.7 1358.5 1362.3 1366.1 1369.9 1373.7 1377.5 1381.3 90
100 1385.1 1383.8 1392.6 1396.4 1400.2 1404.0 1407.8 1411.6 1415.4 1419.1 100
110 1422.9 1426.7 1430.5 1434.3 1438.0 1441.8 1445.6 1449.4 1453.1 1456.9 110
120 1460.7 1464.4 1468.2 1472.0 1475.7 1479.5 1483.3 1487.0 1490.8 1494.6 120
130 1498.3 1502.1 1505.8 1509.6 1513.3 1517.1 1520.8 1524.6 1528.3 1532.1 130
140 1535.8 1539.6 1543.3 1547.1 1550.8 1554.6 1558.3 1562.0 1565.8 1569.5 140
150 1573.3 1577.0 1580.7 1584.5 1588.2 1591.9 1595.6 1599.4 1603.1 1606.8 150

°C/°F CONVERSION TABLE

Conversion method

°C = (°F - 32)
1.8

°F = 1.8°C + 32

- 64 -
 Pub. 3580

8.5.3 Type K Thermocouple/Temperature Relationship

emf/mV

°C[t90] 0 1 2 3 4 5 6 7 8 9 °C[t90]
0 0 39 79 119 158 198 238 277 317 357 0
10 397 437 477 517 557 597 637 677 718 758 10
20 798 838 879 919 960 1000 1041 1081 1122 1163 20
30 1203 1244 1285 1326 1366 1407 1448 1489 1530 1571 30
40 1612 1653 1694 1735 1776 1817 1858 1899 1941 1982 40
50 2023 2064 2106 2147 2188 2230 2271 2312 2354 2395 50
60 2436 2478 2519 2561 2602 2644 2685 2727 2768 2810 60
70 2851 2893 2934 2976 3017 3059 3100 3142 3184 3225 70
80 3267 3308 3350 3391 3433 3474 3516 3557 3539 3640 80
90 3682 3723 3765 3806 3848 3889 3931 3972 4013 4055 90
100 4096 4138 4179 4220 4262 4303 4344 4385 4427 4468 100
110 4509 4550 4591 4633 4674 4715 4756 4797 4838 4879 110
120 4920 4961 5002 5043 5084 5124 5165 5206 5247 5288 120
130 5323 5369 5410 5450 5491 5532 5572 5613 5653 5694 110
140 5735 5775 5815 5856 5896 5937 5977 6017 6058 6098 140
150 6138 6179 6219 6259 6299 6339 6380 6420 6460 6500 150
160 6540 6580 6620 6660 6701 6741 6781 6821 6861 6901 160
170 6941 6981 7021 7060 7100 7140 7180 7220 7260 7300 170
180 7340 7380 7420 7460 7500 7540 7579 7619 7659 7699 180
190 7739 7779 7819 7859 7899 7939 7979 8019 8059 8099 190
200 8138 8178 8218 8258 8298 8338 8378 8418 8458 8499 200
210 8539 8579 8619 8659 8699 8739 8779 8819 8860 8900 210
220 8940 8980 9020 9061 9101 9141 9181 9222 9262 9302 220
230 9343 9383 9423 9464 9504 9545 9585 9626 9666 9707 230
240 9747 9788 9828 9869 9909 9950 9991 10031 10072 10113 240
250 10153 10194 10235 10276 10316 10357 10393 10439 10480 10520 250
260 10561 10602 10643 10684 10725 10766 10807 10848 10889 10930 260
270 10971 11012 11053 11094 11135 11176 11217 11259 11300 11341 270
280 11382 11423 11465 11506 11547 11588 11630 11671 11712 11753 280
290 11795 11836 11877 11919 11960 12001 12043 12084 12126 12167 290
300 12209 12250 12291 12333 12374 12416 12457 12499 12540 12582 300
310 12624 12665 12707 12748 12790 12831 12873 12915 12956 12998 310
320 13040 13081 13123 13165 13206 13248 13290 13331 13373 13415 320
330 13457 13498 13540 13582 13624 13665 13707 13749 13791 13833 330
340 13874 13916 13958 14000 14042 14084 14126 14167 14209 14251 340
350 14293 14335 14377 14419 14461 14503 14545 14587 14629 14671 350
360 14713 14755 14797 14839 14881 14923 14965 15007 15049 15091 360
370 15133 15175 15217 15259 15301 15343 15385 15427 15469 15511 370
380 15554 15596 15638 15680 15722 15764 15806 15849 15891 15933 380
390 15975 16017 16059 16102 16144 16186 16228 16270 16313 16355 390
400 16397 16439 16482 16524 16566 16608 16651 16693 16735 16778 400
410 16820 16862 16904 16947 16989 17031 17074 17116 17158 17201 410
420 17243 17285 17328 17370 17413 17455 17497 17540 17582 17624 420
430 17667 17709 17752 17794 17837 17879 17921 17964 18006 18049 430
440 18091 18134 18176 18218 18261 18303 18346 18388 18431 18473 440
450 18516 18558 18601 18643 18686 18728 18771 18813 18856 18898 450
460 18941 18983 19026 19068 19111 19154 19196 19239 19281 19324 460
470 19366 19409 19451 19494 19537 19579 19622 19664 19707 19750 470
480 19792 19835 19877 19920 19962 20005 20048 20090 20133 20175 480
490 20218 20261 20303 20346 20389 20431 20474 20516 20559 20602 490
500 20644 20687 20730 20772 20815 20857 20900 20943 20985 21028 500
510 21071 21113 21156 21199 21241 21284 21326 21369 21412 21454 510
520 21497 21540 21582 21625 21668 21710 21753 21796 21838 21881 520
530 21924 21966 22009 22052 22094 22137 22179 22222 22265 22307 530
540 22350 22393 22435 22478 22521 22563 22606 22649 22691 22734 540
550 22776 22819 22862 22904 22947 22990 23032 23075 23117 23160 550
560 23203 23245 23288 23331 23373 23416 23458 23501 23544 23586 560
570 23629 23671 23714 23757 23799 23842 23884 23927 23970 24012 570
580 24055 24097 24140 24182 24225 24267 24310 24353 24395 24438 580
590 24480 24523 24565 24608 24650 24693 24735 24778 24820 24863 590
600 24905 24948 24990 25033 25075 25118 25160 25203 25245 25288 600
610 25330 25373 25415 25458 25500 25543 25585 25627 25670 25712 610
620 25755 25797 25840 25882 25924 25967 26009 26052 26094 26136 620
630 26179 26221 26263 26306 26348 26390 26433 26475 26517 26560 630
640 26602 26644 26687 26729 26771 26814 26856 26898 26940 26983 640
650 27025 27067 27109 21152 27194 27236 27278 27320 27363 27405 650
660 27447 27489 27531 27574 27616 27658 27700 27742 27784 27826 660
670 27869 27911 27953 27995 28037 28079 28121 28163 28205 28247 670
680 28289 28332 28374 28416 28458 28500 28542 28584 28626 28668 680
690 28710 28752 28794 28835 28877 28919 28961 29003 29045 29087 690
700 29129 29171 29213 29255 29297 29338 29380 29422 29464 29506 700
710 29548 29589 29631 29673 29715 29757 29798 29840 29882 29924 710
720 29965 30007 30049 30090 30132 30174 30216 30257 30299 30341 720
730 30382 30424 30466 30507 30549 30590 30632 30674 30715 30757 730
740 30798 30840 30881 30923 30964 31006 31047 31089 31130 31172 740
750 31213 31255 31296 31338 31379 31421 31462 31504 31545 31586 750
760 31628 31669 31710 31752 31793 31834 31876 31917 31958 32000 760
770 32041 32082 32124 32165 32206 32247 32289 32330 32371 32412 770
780 32453 32495 32536 32577 32618 32659 32700 32742 32783 32824 780
790 32865 32906 32947 32988 33029 33070 33111 33152 33193 33234 790
800 33275 33316 33357 33398 33439 33480 33521 33562 33603 33644 800

Absolute thermocouple e.m.f in micro-volts with the reference junction at 0°C.

- 65 -
 Pub. 3580

9 DRAWINGS

Drawing No. Title

AE 6550 Engine Control Unit General Arrangement

AE 6552 ICAM Enclosure General Arrangement

L 5471 Engine Control Unit Schematic

L 5472 Engine Control Unit External connections

L 5473 ICAM Schematic

L 5474 ICAM External Connections

- 66 -
 1 2 3 4 5 6 7 8 9 10
C
L
DRG. 'X'
No. AE6550 SHT1 975
90 200
875
SPACER PIECES PANEL FIXING CENTRES WITH NO AV MOUNTS FITTED
SUPPLIED LOOSE 40
[FITTED IF CUSTOMER CHOOSES 805
A NOT TO USE AV MOUNTS SUPPLIED] AV MOUNT FIXING CENTRES

16 40 41

9 40 41

177 179 181

13 40 41
4 4 4

15 40 41

174 178 179 181 LP2

14 40 41
2 4 2
7

102 20 42
100 LP6 LP9 LP1 LP8

B 82.5 21 42

31 42 43 PB5

1 ENGINE SPEED
6 111
OPERATOR DISPLAY
Operator Interface
2 HOLES EFI OFF MAA
PB6
DIA 11
22 43
SW4 LPB1

25 40 41 42
1 HOLE - 56mm DIA REQUIRED LPB3

IN CUSTOMER MOUNTING BRACKETS PB7

24 40 41 43
FOR INSTALLATION OF TOP MOUNTS

NOMINAL TIGHTENING TORQUE FOR 29 43

M12 BOLT = 40 Nm

MOUNTS TO BE INSTALLED IN 5 32 42
C ORIENTATION SHOWN ON SHEET 3 CONTROL STATION
LOCAL REMOTE
ENGINE SPEED
LOWER RAISE
MANUAL ALARM

OFF
COMMISSION
ON
EMERGENCY
OVERRIDE 2

28 33 40 41 42
ENCLOSURE LPB4

M12 STAINLESS BRACKET

SW1 SW2 SW3 30 42
STEEL BOLT
EMERGENCY STOP

WASHER
CENTERING 18 42
C/L FIXING HOLES NO AV MOUNTS

CLUTCH CLUTCH
WASHER IN OUT PB3 START STOP
C/L FIXING HOLES NO AV MOUNTS

LPB5 LPB6 PB1 PB2

19 42

CUSTOMER
1600

34 35 36
AV MOUNT MOUNTING PB4
1560

BRACKET
27 40 41 42
1518

WASHER

NYLOC NUT REBOUND

WASHER 26 40 41 42

23 42
D
NOTE :- SHEET No.1 GIVES LATEST ISSUE
NUMBER FOR DRAWING.
INDIVIDUAL SHEET ISSUE NUMBERS
AS GIVEN BELOW.
ISSUE No.
SHEET No.1 1 2
" No.2 1 2
" No.3 1 1
" No.4 1 2
" No.5 1 1
1
ALL DIMENSIONS IN MILLIMETRES

APPROXIMATE WEIGHT - 100 KG

E PAINT FINISH - RAL 7001 SILVER GREY - SEMI GLOSS

LAYER 3 MASKED

4 C
3
77
4 77 C
78 4
4 78
79 4 Regulateurs C
4 79
4 Europa C

170 2 C 20.02.07 AS BUILT

F
140 173 176 179 180 1 C 23.05.06 ORIGINAL ISSUE
2 2 2

M12 FIXINGS FOR SECURING PANEL DATE AND

ISSUE ALTERATION FILMED
TO ANTI VIBRATION MOUNTS. COPYRIGHT C
[BRACKETS NOT RE SUPPLY]
M6 CUSTOMER
EARTHING POINT SCALE 1:4 CONTRACT :-

UNDRILLED GLAND PLATE DRAWN SCS

2 HOLES -
'X' FOR CUSTOMER CABLE ENTRY RK280 - ECU TYPE 3
0

DIA 14
11

CHECKED
ø

TITLE
MOUNTS TO BE INSTALLED IN
ORIENTATION SHOWN ON SHEET 3 100
G ENGINE CONTROL UNIT
190
55 865 55
GENERAL ARRANGEMENT
INSTALLATION NOTE:
BASE MOUNTS ARE DESIGNED TO TAKE THE FULL LOAD OF C/L MOUNTING HOLE FIXING CENTRES
THE PANEL. APPROVED DRAWING No.
ON INSTALLATION THE PANEL SHOULD THEREFORE BE SECURED
ON THE BASE MOUNTS FIRST. THE TOP CUSTOMER MOUNTING
DESIGN PRODUCTION
AE6550
BRACKETS CAN THEN BE FIXED IN THEIR FINAL LOCATION.
SHEET 1 OF 5 SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged ,copied or reproduced without written authorisation of the company. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-20
 1 2 3 4 5 6 7 8 9 10
DRG.
No. AE6550 SHT2

*
71 72 73 37 38 46 47
A 14 14 2 2

TRUNKING 25 X 60

ER10

ER11
*ER1
*ER2
*ER3
*ER4
*ER5
*ER6
*ER7
*ER8
*ER9
*MH
*ME

*MA
*AA
*PT
46 47 1 5 9 13 17 21 4 8 12 16 20 23 25 29 32 28 33
TRUNKING 43 X 60 6 6
3 7 11 15 19 2 6 10 14 18 22 24 27 30 26 31

B 50 51
5 5

13-14
[1-4]

[5-8]

9-12
ITEM 54 - FUSED TERMINAL

RC

RC

RD

5-8
CP

CP

CP

RS
TC

LS
45
BLOCK LAYOUT
53
1
WIRE BREAK RESISTOR
62 63

TRUNKING 43 X 60
5mm LOCAL TRUNKING 43 X 60 ACROSS GPT CONTACT
DIN PORT 1
2
EARTH POINT PROTOCOL
MODBUS

V25 VISION

87 82 D10 & D11

2

GCT
GPT
GN

GE

EG
EB

EP
TRUNKING 25 X 60
VIKING 25 - DIN TRUNKING 25 X 60
CONTROLLER
62 63
97 98 117 14 1
C TRUNKING 25 X 60

121
121
121
122
122
122
123
123
127
167
168
438
2 SERIAL PORT 1 CANBUS
CH1 CH2 CH3 CH4 CH5 CH6 CH7 CH8 CH1 CH2 CH3 CH4 CH5 CH6 CH7 CH8
86 87 88
ACTUATOR DIGITAL DIGITAL
SERIAL PORT 2 OUTPUTS INPUTS
OUTPUT

D1-9

DIGITA L OUT P UTS

5 4 1

C H9 -1 6
ENGINE SPEED
& ALARMS
VIKING 25 ALARM LEGEND
SEE MANUAL FOR RELEVANT
STORING
PARAMETERS 147
ALARM CODES
D

DIGITA L INP UTS

C H9 -1 6
PROCESSOR
HEALTHY
54 55 69
33 2
Viking 25 TRUNKING 25 X 60
NOTE:
24V
POWER SUPPLY
REGULATEURS EUROPA FUSEHOLDERS TO BE MOUNTED SO
0V
ANALOGUE
OUTPUTS
ANALOGUE
INPUTS
SPEED
INPUTS
THAT HINGE UPWARDS
CH1 CH2 CH3 CH4 CH5 CH6 CH7 CH8 CH1 CH2 CH3 CH4 CH5 CH6 CH7 CH7 CH8 CH1 CH2

ITEM 62 - INTERCONNECTING TERMINAL

1 5 9 13 17 21 4 8 12 16 20 23 25 29 32 28 33 BLOCK LAYOUT

TRUNKING 43 X 60
3 7 11 15 19 2 6 10 14 18 22 24 27 30 26 31

108 93
TRUNKING 25 X 60
D TRUNKING 25 X 60

M722802
ANALOGUE 232
TRUNKING 43 X 60

OK
COND.

SF2
VM * * * SF1
PCB 1 A B C

SHAFT SPEED
90 105 SWITCH
TRUNKING 25 X 60
139
TRUNKING 25 X 60

M724901 M724502 M724601 138

C/OVER ANALOGUE DI
MODULE INPUT MODULE DB
37 38
1
MODULE MCB MCB MCB
1 2 3 3 3
91 102 114 115 141
DB
2
E 2

142
125

143
LAYER 3 MASKED
123 TRUNKING 60 X 60 2

150 151 C
4
TB1 TB2 TB3 TB4 140 136 SEE NOTE
5mm LOCAL TB5 C
EARTH POINTS 2

1-60 1-86 1-68 1-80 C

153 154
4 C
64 65 70
2 C 20.02.07 AS BUILT
F
1 C 23.05.06 ORIGINAL ISSUE

DATE AND
ISSUE ALTERATION FILMED
COPYRIGHT C

SCALE 1:4 CONTRACT :-

DRAWN SCS
RK280 - ECU TYPE 3
CHECKED

VIEW ON FRONT TITLE

SECTION 'X-X'
ENGINE CONTROL UNIT
G
NOTES;
GENERAL ARRANGEMENT
A 29MM SQ PAD OF SILICONE THERMAL TRANSFER MATERIAL
[RE PART No.04-02/01] IS TO BE FITTED BETWEEN EACH OF THE
BRIDGE RECTIFIERS AND THE HEAT SINK APPROVED DRAWING No.
DESIGN PRODUCTION
AE6550
SHEET 2 OF 5 SHEETS

This document is the exclusive property of Regulateurs Europa Ltd and is strictly confidential. C Regulateurs Europa Ltd 2006 REGULATEURS EUROPA FORM No
It must not be divulged ,copied or reproduced without written authorisation of the company. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-20
 1 2 3 4 5 6 7 8 9 10
DRG.
No. AE6550 SHT3

INSTALLATION VIEW ON BASE OF PANEL

ORIENTATION SHOWING AV MOUNT ORIENTATION

E
LAYER 3 MASKED

C
F
1 C 23.05.06 ORIGINAL ISSUE

DATE AND
ISSUE ALTERATION FILMED
COPYRIGHT C

SCALE 1:4 CONTRACT :-

DRAWN SCS
RK280 - ECU TYPE 3
CHECKED

TITLE

ENGINE CONTROL UNIT

G
GENERAL ARRANGEMENT
APPROVED DRAWING No.
DESIGN PRODUCTION
AE6550
SHEET 3 OF 5 SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-10
 1 2 3 4 5 6 7 8 9 10
DRG.
No. AE6550 SHT4

ITEM CIRCUIT PART No. DESCRIPTION No. OFF REMARKS LEGEND ITEM CIRCUIT PART No. DESCRIPTION No. OFF REMARKS LEGEND
A No. REF. No. REF.
1 ENCLOSURE 1 71 94-218/01 TOGGLE SWITCH 1 DIN PORT 1 : MODBUS/VIKING VISION
2 72 AE6509 SWITCH LEGEND 1
3 92 G 34 NAMEPLATE 1 73 AE6510 SWITCH MOUNTING PLATE 1
4 62 G 23B SERIAL NUMBER PLATE 1 74
5 97-041/01/02 HOURS RECORDER AND GASKET 1 75 92-281/58 M4 x 10 S.S SCREW 4
6 02-079/05 HMI 1 76 92-281/62 M5 x 10 S.S SCREW 110
7 06-006/01 INSTRUMENT : 0-1200 rpm 1 77 92-281/65 M2.5 x 12 S.S SCREW 8
8 78 92-281/67 M2.5 S.S SHAKEPROOF WASHER 8
9 LP6 83-245/35 INDICATOR - YELLOW 1 HIGHLAND - TYPE 04 ALARM ACTIVE 79 92-281/68 M2.5 FULL NUT 8
10 80 92-281/69 M5 x 20 S.S SCREW 6
11 81
12 82
B 13 LP9 83-245/35 INDICATOR - YELLOW 1 HIGHLAND - TYPE 04 REMOTE CONTROL NOT ACCEPTED 83
14 LP8 83-245/36 INDICATOR - GREEN 1 '' '' '' '' ENGINE RUNNING 84
15 LP1 83-245/38 INDICATOR - WHITE 1 '' '' '' '' REMOTE CONTROL 85
16 LP2 83-245/35 INDICATOR - YELLOW 1 '' '' '' '' BACK-UP MODE 86 DG1-5 94-172/52 SINGLE DECK TERMINAL : 4 CONDUCTOR 5 FITTED WITH 2 X IN4007 DIODE
17 87 DG6-9 94-172/53 SINGLE DECK TERMINAL : 4 CONDUCTOR 6 FITTED WITH 1 X IN4007 DIODE
18 PB2 83-245/39 PUSH BUTTON - RED 1 '' '' '' '' STOP 88 94-172/54 END PLATE 2
19 PB1 83-245/41 PUSH BUTTON - GREEN 1 '' '' '' '' START 89
20 PB5 83-245/43 PUSH BUTTON - WHITE 1 '' '' '' '' ALARM MUTE 90 EC416 FREE PART SOCKET SET 1 ANALOGUE CONDITIONING MODULE
21 PB6 83-245/43 PUSH BUTTON - WHITE 1 FITTED WITH BLACK DIFFUSER AE4541P24B ALARM RESET 91 EC417 FREE PART SOCKET SET 1 SERIAL CHANGEOVER MODULE
22 PB7 83-245/43 PUSH BUTTON - WHITE 1 FITTED WITH BLACK DIFFUSER AE4541P101B HMI RESET 92 EC418 FREE PART SOCKET SET 2 SLOWDOWN/SHUTDOWN MODULE
23 PB4 83-245/40 PUSH BUTTON - YELLOW 1 '' '' '' '' TEST LAMPS 93 EC419 FREE PART SOCKET SET 1 SPEEDSWITCH MODULE

C 24 LPB3 83-245/63 PUSH-BUTTON [ILLUM] : RED 1 '' '' '' '' PROTECTION RESET 94 EC420 FREE PART SOCKET SET 2 SERIAL CONNECTION PCB
25 LPB1 83-245/64 PUSH-BUTTON [ILLUM] :AMBER 1 '' '' '' '' EFI CONTROLLER RESET 95 EC421 FREE PART SOCKET SET 2 V25
26 LPB5 83-245/67 PUSH-BUTTON [ILLUM] :WHITE 1 '' '' '' '' CLUTCH IN 96
27 LPB6 83-245/67 PUSH-BUTTON [ILLUM] :WHITE 1 '' '' '' '' CLUTCH OUT 97 2500G061P2 VIKING 25 DIN 1
28 LPB4 83-245/64 PUSH-BUTTON [ILLUM] :AMBER 1 '' '' '' '' EMERGENCY OVERRIDE 98
29 SW1 83-245/100 LEVER OPERATED SWITCH 1 HIGHLAND TYPE 04 - OFF/ON CONTROL STATION LOCAL REMOTE 99
30 SW3 83-245/100 LEVER OPERATED SWITCH 1 HIGHLAND TYPE 04 - OFF/ON MANUAL ALARM COMMISSION 100 2500G024 OPERATOR DISPLAY 1
31 SW4 83-245/108 LEVER OPERATED SWITCH 1 HIGHLAND TYPE 04 - 3 POSITION VIKING INTERFACE SELECTION 101 ANALOGUE MULTIPLEXING MODULE 1
32 SW2 83-245/110 LEVER OPERATED SWITCH 1 HIGHLAND TYPE 04 - CENTRE BIASED ENGINE SPEED LOWER / RAISE 102 EC(M)724901 SERIAL CHANGEOVER MODULE 1
33 83-245/82 PROTECTIVE FLAP 1 HIGHLAND - TYPE 04 103
34 PB3 83-245/106 EMERGENCY STOP PUSHBUTTON 1 HIGHLAND TYPE 04 - TWIST TO RELEASE EMERGENCY STOP 104
35 83-245/107 EMERGENCY STOP PUSHBUTTON SHROUD 1 HIGHLAND - TYPE 04 105 EC(M)722802 ANALOGUE CONDITIONING 1
D 36 83-245/72 CONTACT BLOCK : 2 N/O [BUTT ACTION] 1 '' '' '' '' 106
37 ER1,2,3,4,5,6,7,8&9 97-040/07 RELAY 2P C/O 17 107
A,B,C,ME,MH,
38 MA,AA,PT 97-040/08 RELAY BASE 17 108 05-033/01 SPEEDSWITCH 1
39 109
40 97-219/01 LED : WHITE MBC 10 110
41 83-245/45 DIODE BLOCK 10 111 2500G022P05 HARNESS [GRAPHICAL HMI - SERIAL C/O MODULE] 1
42 83-245/21 CONTACT BLOCK : 2 N/O 13 HIGHLAND - TYPE 04 112 2500G022P06 HARNESS [APP CONT. - ANALOGUE COND. PCB] 1
43 83-245/23 CONTACT BLOCK : 1 N/O, 1N/C 4 '' '' '' '' 113 2500G022P07 HARNESS [APP CONT. - SERIAL C/O MODULE] 1
44 114 2500G022P08 HARNESS [SERIAL C/O MODULE - OP. DISPLAY] 1
45 EG 97-040/06 RELAY : BISTABLE 2P C/O 1 115 2500G022P09 HARNESS [SERIAL C/O MODULE - VIKING VISION PORT] 2
46 TC,RC1-4,RC5-8 97-040/02 RELAY : 24v dc 4P C/O 10 116 2500G022P10 RIBBON CABLE [DIN CONT. - ANALOGUE COND. PCB] 2
ER10,ER11,CP5-8,
47 97-040/04 RELAY BASE : 4P C/O 11 117 2500G022P15 RIBBON CABLE [I/O EXPANDER - SHUTDOWN MODULE] 5
E CP9-12, RD,GN,GE
48 118 2500G022P16 RIBBON CABLE [SHUTDOWN - SLOWDOWN MODULE] 3
49 97-040/05 RELAY CLIP 33 SUPPLIED AS PAIRS 119
50 LS,RS,CP, 97-040/01 RELAY : 24v dc 2P C/O 5 120 2500G022P18 HARNESS [APP CONT. - ANALOGUE COND. PCB] 1
EB,EP
51 97-040/03 RELAY BASE : 2p C/O 5 121
52 122
53 GPT,GCT 94-212/05 MULTI-FUNCTION TIMER : 1P C/O 2 123 EC[M]724601 DIGITAL INPUT MODULE 1
54 FS1-33 94-175/17 FUSEHOLDER : 5 X 20mm FUSE 33 WITH FUSE BLOWN INDICATION 124
55 94-175/09 END PLATE 2 125 EC[M]724502 ANALOGUE INPUT MODULE 1
56 94-175/11 ADJACENT JUMPER 16 126
57 FS7-10,15,16,25-29 94-030/05 FUSELINK : 1A 11 127
58 FS1-4,11,12,17,18,21,22 94-030/08 FUSELINK : 2A 6 128

F 59 FS5,6,13,14,19,20,23,24 94-030/09 FUSELINK : 3A 8 129

60 FS30-33 96-183/07 FUSELINK : 6.3A ANTI-SURGE 4 130
61 94-172/50 END STOP 20
62 94-172/21 SINGLE DECK TERMINAL : 4 CONDUCTOR 14
63 94-172/22 SINGLE DECK TERMINAL : 4 CONDUCTOR END PLATE 1
C SCALE 1:4 CONTRACT :-
64 94-172/48 SINGLE DECK TERMINAL : 3 CONDUCTOR 134
65 94-172/49 SINGLE DECK TERMINAL : 3 CONDUCTOR END PLATE 4 ORANGE C DRAWN SCS
66
RK280 - ECU TYPE 3
C CHECKED
67 94-172/15 ADJACENT JUMPER 6
68 94-172/16 ALTERNATE JUMPER 10 C TITLE
69 02-122/10 MARKING TAG : 1 - 50 1
G C ENGINE CONTROL UNIT
70 02-122/19 MARKING TAG : 1 - 100 ODD/EVEN 8

2 C 20.02.07 AS BUILT
GENERAL ARRANGEMENT
1 C 23.05.06 ORIGINAL ISSUE APPROVED DRAWING No.

DATE AND
DESIGN PRODUCTION
AE6550
ISSUE ALTERATION FILMED
COPYRIGHT C SHEET 4 OF 5 SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged ,copied or reproduced without written authorisation of the company. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-05
 1 2 3 4 5 6 7 8 9 10
DRG.
No. AE6550 SHT5

ITEM CIRCUIT PART No. DESCRIPTION No. OFF REMARKS LEGEND

A No. REF.
131
132
133
134
135
136 01-014/03 HEATSINK 1
137
138 SF1 91-187/03 DC FILTER 1
139 SF2 91-187/06 DC FILTER 1
140 DB1 DB2 02-066/01 BRIDGE RECTIFIER 2
141 VM1 92-258 VOLTAGE MONITOR 1
142 MCB3 94-091/06 MCB : 16A dc 1
B 143 MCB1 & 2 94-091/08 MCB : 25A dc 2
144 3
145 3
146
147 D 94-011/01 HD RELAY : 2P C/O 1
148
149
150 94-172/32 SINGLE DECK TERMINAL : 2 CONDUCTOR 10mm 4
151 94-172/33 END PLATE 1
152 94-172/34 ADJACENT JUMPER 2
153 94-172/46 SINGLE DECK TERMINAL : 2 CONDUCTOR 16mm 4

C 154 94-172/47 END PLATE 1

155
156
157
158
159
160 97-020/02 RIBBON CABLE CLAMP 2
161 98-020/02 TRUNKING 30 X 60mm
162 98-020/03 TRUNKING 43 X 60mm
163 98-020/05 TRUNKING 60 X 60mm
164 97-055/01 LOW TOXICITY WIRE - 1.23mm GREY
165 97-055/03 LOW TOXICITY WIRE - 2.5mm GREY
D 166
167 97-055/05 TWISTED PAIR + SCREEN
168 02-002/02 TWISTED PAIR + SCREEN
169
170
171
172
173 91-017/01 AV MOUNT - BASE FIXING 2 V MOUNTING - 5018
174 91-017/03 AV MOUNT - REAR FIXING 2 VI-CONE-VS 4702
175
176 92-281/14 M12 x 35 SS SET SCREW 2
177 92-281/15 M12 x 40 SS SET SCREW 4
E
178 92-281/21 M12 x 100 SS SET BOLT 2
179 92-281/22 M12 SS FLAT WASHER 10
180 92-281/25 M12 SS SHAKEPROOF WASHER 2
181 92-281/26 M12 SS LOCKNUT 6
182
183
184
185
186
187
188

F 189
190
191
192
193
C SCALE 1:4 CONTRACT :-
194
195 C DRAWN SCS
196
RK280 - ECU TYPE 3
C CHECKED
197
198 C TITLE
199
G C ENGINE CONTROL UNIT
200

C
GENERAL ARRANGEMENT
1 C 23.05.06 ORIGINAL ISSUE APPROVED DRAWING No.

DATE AND
DESIGN PRODUCTION
AE6550
ISSUE ALTERATION FILMED
COPYRIGHT C SHEET 5 OF 5 SHEETS

This document is the exclusive property of Regulateurs Europa Ltd.and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged ,copied or reproduced without written authorisation of the company. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-05
 1 2 3 4 5 6 7 8 9 10
AE6552 sht 1
DRG.
No. 4 OFF 1360 x 190 x 18 INSULATION 127
SLOTTED LATCHES HEAT SHIELD FIXED IN 6 PLACES
WITH M6 SCREWS. 114.3 43

14.2
PER DOOR
EACH FIXING TO HAVE 2 OFF
WASHERS AND A 15mm
LG SPACER
A

48
63
52 53 54 8 9
3

DIA 4
6 12 6
1620 AE6551P11

50 1360 100 8 9 55 57
6 6 4

190

18
OIL COOLER

60
DETAIL OF WIRE ROPE
ANTI-VIBRATION MOUNT

70
(ITEM 70)

18.5

9.5
132
B

12
415
BEFORE POWER
ENSURE SKIRT

IS APPLIED
IS FITTED
665

WA R N I N G
28.528.5

!
DO NOT STAND DO NOT STAND DO NOT STAND
ON THIS SURFACE ON THIS SURFACE ON THIS SURFACE 57.15 57.15

DETAIL OF WIRE ROPE

ANTI-VIBRATION MOUNT

65
SPACER
C (ITEM 69)
AE6551P13

111
9 8
6 6

3 OFF 2 OFF
1 LIFT OFF SIDE
DOORS MOUNTING
1770 PLATES
(1 OFF 55 57
EACH SIDE) 4

PLAN VIEW END VIEW

D 7 8 9 10 8 9 2 4 5 6 11 8 9
9 9 9 9 4 4 4 10 10

A BANK Regulateurs B BANK

Europa
ENCLOSURE 3 4 5 6
SKIRT WARNI NG ENSURE SKIRT
4 4 4
(AROUND BOTH IS FITTED

BANKS & F.W.E.)

! BEFORE POW ER
IS APPLIED

95
E

5
41 50
4 6
57 56
42 51
9 4 12
43 15
8 12
46 44 16 47
8 12
45
1070 350

8
8
4 OFF 1016 x 635 mm 49 48
3 OFF 8 CENTRE LINE
MOUNTING 9 WIRE ROPE SHEET OF OF ENGINE
PLATES 8 ANTI-VIBRATION 25 x 25 x 2 mm
MOUNTS STAINLESS STEEL
NOTE :- SHEET No.1 GIVES LATEST ISSUE
WELD MESH NUMBER FOR DRAWING.
FIXED TO BOTTOM INDIVIDUAL SHEET ISSUE NUMBERS
F OF ENCLOSURE AS GIVEN BELOW.

ON 6 OFF M8 x 30 LG mm STUDS ISSUE No.

SHEET No.1 1 2
AND 6 OFF M8 MOUNTING RAIL FIXINGS
" No.2 1 2
" No.3 1 2

SIDE VIEW SCALE 1:5

C CONTRACT :-

NOTES: C DRAWN S.N.G.

1. WIRE ROPE ANTI-VIBRATION MOUNT SPACERS TO BE FITTED C CHECKED

TO OIL COOLER FIRST, (USING 05-040/23). THE MOUNTS SHOULD THEN BE FITTED
TO THE SPACERS, (USING 05-019/12) AND THEN THE ICAM ENCLOSURE SHOULD BE
C TITLE
RK280
FIXED TO THE MOUNTS, (USING 05-019/14, 92-281/37 & 92-281/41). INTEGRATED CONTROL
G 2. ALL DIMENSIONS IN MILLIMETRES UNLESS STATED OTHERWISE.
C AND MONITORING ENCLOSURE
(ICAM) - TYPE 3
2 C 19.02.07 AS BUILT
3. APPROXIMATE WEIGHT - 100kg LAYOUT/INSTALLATION
4. PAINT FINISH RAL 7001 SILVER GREY - SEMI GLOSS. 1 C 04.07.06 ORIGINAL ISSUE APPROVED DRAWING No.

5. WELD MESH FIXINGS SECURED WITH LOCTITE 225. DATE AND

DESIGN PRODUCTION
AE6552
ISSUE ALTERATION FILMED
COPYRIGHT C SHEET 1 OF 3 SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-25
 1 2 3 4 5 6 7 8 9 10
AE6552 sht 2
DRG.
No.

CABLE SADDLES ALONG

58 67 68 58 67 68
67 LENGTH OF SIDE PLATE
18 FOR CUSTMER WIRING
3 4 2 3
A EFI CONTROLLER 23 27 64 65
4 4

SKT1

MODULE 1 MODULE 4 26
SIGNAL CONDITIONING [16 CHANNELS] ACT UAT OR
SERIAL PORT 1 CANBUS
C H1 C H2 C H3 C H4
DIGITAL
C H5 C H6 C H7 C H8 C H1 C H2 C H3 C H4
DIGITAL
C H5 C H6 C H7 C H8
SIGNAL CONDITIONING [16 CHANNELS]
SERIAL PORT 2 OUT PUTS INPUTS

74
OUTPUT

D I GITAL OUTPUTS
C H9 - 1 6
ENGINE SPEED
& ALARMS STORING
VIKING 25 ALARM LEGEND PARAMETERS
SEE MANUAL FOR RELEVANT
ALARM CODES
67

D IGITAL INPUTS
C H9 - 1 6
26 PROCESSOR
16
HEALTHY

MODULE 2 Viking 25 MODULE 5

CONTROL MODULE

CONTROL MODULE
SIGNAL CONDITIONING [16 CHANNELS] REGULATEURS EUROPA SIGNAL CONDITIONING [16 CHANNELS] 13 14 15 16 17 18 19 20 21 22
22 21 20 19 18 17 16 15 14 13
24V

POWER SUPPLY
0V
ANALOGUE ANALOGUE SPEED
OUT PUTS INPUTS INPUTS

40 40 3 3 3
C H1 C H2 C H3 C H4 C H5 C H6 C H7 C H8 C H1 C H2 C H3 C H4 C H5 C H6 C H7 C H7 C H8 C H1 C H2

3 3 3 40 40

A BANK

B BANK
B 25

SKT1

MODULE 3 MODULE 9
25 SIGNAL CONDITIONING [16 CHANNELS] SERIAL PORT 1 CANBUS SHUTDOWN PROTECTIONS 29
C H1 C H2 C H3 C H4 C H5 C H6 C H7 C H8 C H1 C H2 C H3 C H4 C H5 C H6 C H7 C H8

ACT UAT OR DIGITAL DIGITAL

SERIAL PORT 2 OUT PUTS INPUTS
OUTPUT

D I GITAL OUTPUTS
C H9 - 1 6
ENGINE SPEED
& ALARMS STORING
VIKING 25 ALARM LEGEND PARAMETERS
SEE MANUAL FOR RELEVANT
ALARM CODES

D IGITAL INPUTS
C H9 - 1 6
PROCESSOR
HEALTHY
12

MOD. MODULE
MODULE
8
7 6 Viking 25
RTD MAA 24V
REGULATEURS EUROPA
SPEED POWER SUPPLY

TRIP SIGNAL
0V

ECU TERMINALS 1 - 80
ANALOGUE ANALOGUE SPEED

SWITCH C H1 C H2 C H3 C H4
OUT PUTS
C H5 C H6 C H7 C H8 C H1 C H2 C H3 C H4
INPUTS
C H5 C H6 C H7 C H7 C H8
INPUTS
C H1 C H2

AMP. CONDITION
TERMINALS
X01 - 16 25 x 60 TRUNKING

C
31 32 33 34 35 36 37 38 39 40 30 72 28 MAA CONTROLLER 24 64 65 73 31 32 33 34 35 36 37 38 39 40 12
4 4

CABLE SADDLES ALONG

67 LENGTH OF SIDE PLATE
18 FOR CUSTMER WIRING

INTERNAL LAYOUT IDENTIFYING THE MAIN CABLING ROUTES CROSS SECTION VIEW IDENTIFYING
INTERNAL SIDE WALL CABLE ROUTES

GLAND PLATES ON UNDER SIDE A BANK 62 B BANK GLAND PLATE ON UNDER SIDE
OF ICAM PANEL FOR ENGINE OF ICAM PANEL FOR ENGINE
WIRING HARNESSES. WIRING HARNESSES.
D 59
B-EXH
B BANK EXHAUST
SKT1

MODULE 1 MODULE 4
SOT SIGNAL CONDITIONING [16 CHANNELS] ACT UAT OR
OUTPUT
SERIAL PORT 1

SERIAL PORT 2
CANBUS
C H1 C H2 C H3 C H4
DIGITAL
OUT PUTS
C H5 C H6 C H7 C H8 C H1 C H2 C H3 C H4
DIGITAL
INPUTS
C H5 C H6 C H7 C H8

SIGNAL CONDITIONING [16 CHANNELS]

D I G ITAL OUTPUTS
OIL SPLASH

C H9 - 1 6
ENGINE SPEED
& ALARMS STORING
VIKING 25 ALARM LEGEND PARAMETERS
SEE MANUAL FOR RELEVANT
ALARM CODES

D IGITAL INPUTS
MBT

C H9 - 1 6
PROCESSOR
HEALTHY
MAIN BEARING

MODULE 2
Viking 25 MODULE 5 B-EFI
SIGNAL CONDITIONING [16 CHANNELS]
24V
POWER SUPPLY
0V
ANALOGUE
REGULATEURS EUROPA
ANALOGUE SPEED
SIGNAL CONDITIONING [16 CHANNELS] B BANK SOLENOIDS
OUT PUTS INPUTS INPUTS
C H1 C H2 C H3 C H4 C H5 C H6 C H7 C H8 C H1 C H2 C H3 C H4 C H5 C H6 C H7 C H7 C H8 C H1 C H2

A-EXH B-FWE-PRES
A BANK EXHAUST
ASSORTED SIGNALS

A-FWE-SEN SKT1

B-FWE-SEN
E ASSORTED SIGNALS MODULE 3 MODULE 9 PICK-UPS
SIGNAL CONDITIONING [16 CHANNELS] ACT UAT OR
SERIAL PORT 1

SERIAL PORT 2
CANBUS
C H1 C H2 C H3 C H4
DIGITAL
C H5 C H6 C H7 C H8 C H1 C H2 C H3 C H4
DIGITAL
C H5 C H6 C H7 C H8
SHUTDOWN PROTECTIONS
OUTPUT OUT PUTS INPUTS
D I G ITAL OUTPUTS

B-FE-PRES
C H9 - 1 6

A-FE-TEMP ENGINE SPEED

& ALARMS ASSORTED SIGNALS
ASSORTED SIGNALS
STORING
VIKING 25 ALARM LEGEND PARAMETERS
SEE MANUAL FOR RELEVANT
ALARM CODES
D IGITAL INPUTS
C H9 - 1 6

ECU TERMINALS 1 - 80 OE-PROT

ECU [CABLE 3 - CONTROL]
PROCESSOR
HEALTHY

A-EFI
A BANK SOLENOIDS MODULE MOD.
MODULE 6 Viking 25
8 7
MAA SIGNAL REGULATEURS EUROPA
OE-EFI
RTD
ECU [CABLE 2 - CONTROL]
24V

SPEED COND. POWER SUPPLY

0V

TRIP RTD/4-20mA
ANALOGUE
OUT PUTS
ANALOGUE
INPUTS
SPEED
INPUTS

SWITCH
C H1 C H2 C H3 C H4 C H5 C H6 C H7 C H8 C H1 C H2 C H3 C H4 C H5 C H6 C H7 C H7 C H8 C H1 C H2

AMP.
TERMINALS OE-COMM
X01 - 16 ECU [CABLE 1 - SIGNAL]

60
61
GLAND PLATE ON UNDER SIDE
F OF ICAM PANEL FOR ECU
INTERNAL LAYOUT IDENTIFYING THE MAIN CUSTOMER CABLING ROUTES WIRING HARNESSES.
W.R.T. EXTERNAL CONNECTIONS

C SCALE 1:5 CONTRACT :-

C DRAWN S.N.G.

C CHECKED

C TITLE
RK280
INTEGRATED CONTROL
G C AND MONITORING ENCLOSURE
(ICAM) - TYPE 3
2 C 19.02.07 AS BUILT
LAYOUT/INSTALLATION
1 C 04.07.06 ORIGINAL ISSUE APPROVED DRAWING No.

DATE AND
DESIGN PRODUCTION
AE6552
ISSUE ALTERATION FILMED
COPYRIGHT C SHEET 2 OF 3 SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-25
 1 2 3 4 5 6 7 8 9 10
AE6552 sht 3
DRG.
No.

ITEM CIRCUIT PART No. DESCRIPTION No. OFF REMARKS LEGEND

No. REF.
A 1 AE6551P1Q2 ENCLOSURE 1
2 92 G 34 A NAMEPLATE 1
3 62 G 22 SERIAL NUMBER PLATE 1
4 92-281/65 M2.5 X 12 STAINLESS STEEL PAN HEAD POZI SCREW 8
5 92-281/66 M2.5 STAINLESS STEEL PLAIN WASHER 8
6 92-281/68 M2.5 STAINLESS STEEL NUT 8 USE 92-281/67 SPRING WASHER
7 AE6551P2 MOUNTING PLATE 'A' 1
8 92-281/37 M6 STAINLESS STEEL PLAIN WASHER 60
9 92-281/41 M6 STAINLESS STEEL NYLOC NUT 46
10 AE6551P3 MOUNTING PLATE 'B' 1
11 AE6551P4 MOUNTING PLATE 'C' 1
12 01-053/06 21 x 23 mm FLEXIBLE TRUNKING 6
13 02-070 VIKING BANK CONTROL MODULE (BCM) 2 ('A' & 'B' BANK)
B
14 04-040/27 M8 x 20 STAINLESS STEEL SET SCREW 6
15 92-281/02 M8 STAINLESS STEEL PLAIN WASHER 18
16 92-281/03 M8 STAINLESS STEEL SPRING WASHER 18
17 AE6463P01 BCM CONNECTOR CLAMP SCREWS (LARGE) 2
18 AE6463P02 BCM CONNECTOR CLAMP SCREWS (SMALL) 2
19 BCM SKT A 02-061/02 40 WAY PLUG WITH SIZE 20 SOCKET STYLE TERMINALS 2 DEUTSCH DRC SERIES
20 BCM SKT B 02-061/01 40 WAY PLUG WITH SIZE 16 SOCKET STYLE TERMINALS 2 DEUTSCH DRC SERIES
21 02-061/04 SIZE 20 SOCKET STYLE SOLID CONTACT (GOLD) 80
22 02-061/03 SIZE 16 SOCKET STYLE SOLID CONTACT (GOLD) 80
23 2500G061P1 VIKING 25 ASSEMBLY 1 VIKING 2 - ELECTRONIC FUEL INJECTION (EFI)
24 2500G061P1 VIKING 25 ASSEMBLY 1 VIKING 1 - MONITORING AND ALARM (MAA)
C 25 EC(M)725203 PT1000 ANALOGUE CONDITIONING MODULE 2
26 EC(M)725101 T/C ANALOGUE CONDITIONING MODULE 2
27 EC(P)725301 ANALOGUE CONDITIONING PCB 1 EFI
28 EC(M)722802 ANALOGUE CONDITIONING MODULE 1 MAA
29 EC(M)724402 SHUTDOWN MODULE 1
30 EC(M)723003 SPEEDSWITCH MODULE 1
31 94-172/50 END STOP 8
32 94-172/51 GROUP MARKER CARRIER 3
33 94-172/53 SINGLE DECK TERMINAL: 4 CONDUCTOR 1 X IN4007 2
34 94-172/54 END PLATE 1
35 94-172/55 DISCONNECT TERMINAL BLOCK: 2 CONDUCTOR 2
36 94-172/56 END PLATE FOR 94-172/55 (ITEM 35) 1
D 37 94-172/57 SINGLE DECK TERMINAL: 3 CONDUCTOR 2.5mm 110
38 94-172/58 END PLATE FOR 94-172/57 (ITEM 37) 3
39 94-172/59 2 WAY JUMPER BAR FOR 94-172/57 (ITEM 37) 6
40 94-172/60 4 WAY JUMPER BAR FOR 94-172/57 (ITEM 37) 2
41 04-026/01 ANTI-VIBRATION MOUNTS 4 CURRENTLY WIRE ROPE ISOLATORS (TO BE OPTIMISED)
42 AE6427 ANTI-VIBRATION MOUNT SPACERS 4
43 05-040/23 M8 X 20 STAINLESS STEEL SOCKET SCREW 8
44 05-019/12 M6 X 20 STAINLESS STEEL SOCKET SCREW 8
45 05-019/14 M6 X 30 STAINLESS STEEL SOCKET SCREW 8
46 AE6542P03 ICAM INSULATION 1 TO BE FIXED USING CLEAR RTV
47 AE6542P04 ICAM INSULATION 1 TO BE FIXED USING CLEAR RTV

E 48 AE6393P03 ICAM INSULATION 1 REFLECTIVE SIDE TO FACE AWAY FROM PANEL

49 AE6551P12 WELD MESH SHEET 1 1016 x 635 [LATER SETS 916 x 635]
50 92-281/08 M8 X 30 STAINLESS STEEL SET SCREW 6
51 92-281/04 M8 STAINLESS STEEL FULL NUT 12
52 AE6406 ICAM INSULATION HEAT SHIELD 1
53 AE6393P01 ICAM INSULATION 1
54 92-281/32 M6 X 30 STAINLESS STEEL SET SCREW 6
55 AE6551P9 PART 'A' OF SKIRT 2
56 AE6551P10 PART 'B' OF SKIRT 1
57 04-020/01 M6 X 12 PATCH SCREW 17
58 94-006/18 M6 x 25MM F-F SPACER 5 USE 92-281/38 & 70 M6 x 10 WASHER & SCREW
59 AE6551P5 GLAND PLATE 'A' 1
F 60 AE6551P6 GLAND PLATE 'B' 1
61 AE6551P7 GLAND PLATE 'C' 1
62 AE6551P8 GLAND PLATE 'D' 1
63 AE6414P01 "DO NOT STAND ON THIS SURFACE" LABEL 3 SELF ADHESIVE
64 92-281/71 M5 x 16 STAINLESS STEEL PAN HEAD SCREW 8
C SCALE 1:5 CONTRACT :-
65 92-281/72 M5 STAINLESS STEEL SPRING WASHER 8
66 C DRAWN S.N.G.

67 96-148/02 CABLE SADDLE SECURE USING 92-281/58 M4 x 10 SCREWS

C CHECKED
68 06-007/01 ALUMINIUM TERMINAL RAIL 7 SECURE USING 92-281/62, M5 x 10 SCREWS
69 73-259/06 25-WAY BUSBAR 2 C TITLE
RK280
70 97-055/01 EQUIPMENT WIRE 19/0.287mm (1.23mm) 100m RAYCHEM LOW TOXICITY/LOW SMOKE
INTEGRATED CONTROL
G C AND MONITORING ENCLOSURE
71 02-002/02 THREE CORE WITH OVERALL SCREEN COMMUNICATIONSS CABLE 5m USED FOR CAN, RS232 AND RS485 CIRCUITS
(ICAM) - TYPE 3
72 EC(M)725701 PT100 TRIP AMPLIFIER MODULE 1 2 C 19.02.07 AS BUILT
LAYOUT/INSTALLATION
73 EC(P)722601 CONNECTION PCB 1
1 C 04.07.06 ORIGINAL ISSUE APPROVED DRAWING No.
74 EC(M)725202 PT600 ANALOGUE CONDITIONING MODULE 1
75 97-055/07 EQUIPMENT WIRE 0.62mm) 100m RAYCHEM LOW TOXICITY/LOW SMOKE DATE AND
DESIGN PRODUCTION
AE6552
ISSUE ALTERATION FILMED
COPYRIGHT C SHEET 3 OF 3 SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-25
 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5471 Sht 1
LINE No.

100

A
101

102 FS1-2A
109 109 117 121
109 +in +out
109 FILTER VIKING 25 DATA INTERFACE CONTROLLER
MCB1 109 FS2-2A LINE 218
110 110 SF1 118 122
103 25A 110 -in -out
DB1 110
101 1 2 105 110 2.5mm FS3-2A
+ TB5/1 8 123
NORMAL SUPPLY 110, s
+ -
VIKING 25 EFI CONTROLLER
104 24Vdc (18-32V) 102 3 4 106 A FS4-2A
- TB5/2 124 LINE 400
1

105
FS5-3A
109 125

B 106
110
FS6-3A
126
SHUTDOWN PROTECTIONS
LINE 600
MCB2
25A 2.5mm
107 DB2 FS7-1A
103 1 2 107 127
+ TB5/3 8 4mm
UPS SUPPLY + - CONTROLS
111, s B FS8-1A LINE 500
24Vdc (18-32V) 104 3 4 108 128
108 - TB5/4 1
4mm 4mm FS9-1A
129
121
109 COMMON INDICATIONS
FS10-1A LINE 750
104 130
3 4 309 24V DC NORMAL
A-1 SUPPLY HEALTHY
110 FS11-2A
107 131
3 4 310 24V DC UPS
DI SOLENOIDS
B-1 SUPPLY HEALTHY FS12-2A
CONTROLLER 132 LINE 600
111 124 LINE 314
C 3
C-1
4 311 EFI EQUIPMENT CONTROL
SUPPLY HEALTHY FS13-3A
133
312 PANEL CONTROL
112 12 CLUTCH CONTROL
11 VOLTAGE HEALTHY FS14-3A
134 LINE 868
14
1 VOLTS
113 MONITOR FS15-1A
3 VM1 135
GEARBOX SUPPLY
FS16-1A LINE 868
FS17-2A 136
114 165
TB2/81
FS18-2A NOT USED
166
TB2/82
115

FS19-3A
116
D FS20-3A NOT USED

117

ICAM [ON ENGINE]

118 FS21-2A 2.5mm TERMINALS
167
TB4/1 51
VIKING 25 MAA
FS22-2A POWER SUPPLY
119 168
TB4/2 52

167
LINE 629
120
168
LINE 626

121 MCB3
16A 2.5mm
FS23-3A
E 109 1 2 141
+in +out
145 2.5mm 153
TB4/3 13 'A' BANK CONTROL 24v
FILTER
122 FS24-3A
110 3 4 142 SF2 146 154
-in -out TB4/4 23 'B' BANK CONTROL 24v
FS25-1A
155
123 TB4/5 01 SENSOR 1 SET 24v
FS26-1A
156
8 1 TB4/6 05 SENSOR 1 SET 0v
C
124 FS27-1A C
2.5mm 157
TB4/7 07 SENSOR 2 24v
EFI EQUIPMENT CONTROL
FS28-1A C
SUPPLY STATUS 158
125 112, S TB4/8 11 SENSOR 2 SET 0v
FS29-1A C
159 BCM BACK-UP CONTROLS
LINE 322
126 601 601 FS30-6.3A
12 11 31 32 147 160 C
TB4/10 14 'A' BANK SOLENOID SUPPLY
D-1 D-2
F FS31-6.3A
161 2 C 21.02.07 ICAM INTERCONNECTING NUMBERS ADDED
127 TB4/11 16 'A' BANK 0V
FS32-6.3A 1 C 07.06.06 ORIGINAL
162
TB4/12 24 'B' BANK SOLENOID SUPPLY
128 FS33-6.3A DATE AND
163 ISSUE ALTERATION FILMED
TB4/13 26 'B' BANK 0V COPYRIGHT C
2.5mm
129 DRAWN RJN CONTRACT :-

CHECKED RK280 - ECU TYPE 3

130 ISSUE No.
SHEET No.1 1 2
" No.2 1 2 TITLE
ENGINE CONTROL PANEL
" No.3 1 2
131 NOTE :- SHEET No.1 GIVES LATEST ISSUE
NUMBER FOR DRAWING. " No.4 1 2
NOTES:
SCHEMATIC
G INDIVIDUAL SHEET ISSUE NUMBERS " No.5 1 2
1. ENGINE SHOWN STATIONARY AND ALL RELAY DE-ENERGISED.
2. ALL WIRING TO BE LOW SMOKE AND FLAME, 1.23mm GREY UNLESS IDENTIED OTHERWISE DC DISTRIBUTION
AS GIVEN BELOW. " No.6 1 2
132 3. SPARE WIRE NUMBERS : 100, 111-116, 119-120, 137-140, 143-144, 148-152, 164, 169-190, 195-199
" No.7 1 2
" No.8 1 2 APPROVED DRAWING No.
" No.9 1 2
DESIGN PRODUCTION L 5471
" No.10 1 2

SHEET 1 OF 10SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-EL
 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5471 Sht 2

LINE NO.

A 200
VIKING 25 DIN
201
EC[P]720501
88
89 SPEED
INPUT
90 CH1
202

NOT USED

203 91
92 SPEED
INPUT
93 CH2
204

HARNESS HARNESS
ANALOGUE
ANALOGUE 2500G022P10 2500G022P19 CONDITIONING
205
CONDITIONING
B EC[M]722802 64 + 42
SHIPS CONTROL SYSTEM
251 + SHAFT SPEED
206 26 ANALOGUE ANALOGUE 3 TB1/9
65 - 41 FS1 4 -20 mA
INPUT OUTPUT 2 REFER TO
CH1 CH1 252
27 66 0V 40 1 TB1/10 SHEET 10
207
67 + 45
201 253 +
TB1/19 29 +ve -ve ANALOGUE ANALOGUE 6 TB1/7 ENGINE SPEED
68 - 44 FS2

EC[P]722601

EC[P]722601
208 FS10 INPUT OUTPUT 5 4 -20 mA =
202 CH2 CH2 254 0 - 1200 RPM
TB1/20 30 69 0V 43 4 TB1/8

209 70 + 48
255
203 Pt1000/4-20mA ANALOGUE ANALOGUE 9 TB1/3
TB1/21 33 CONVERTOR 71 - 47 FS3 ENGINE SPEED
204 INPUT OUTPUT 8
TB1/22 32 [0-150°C] CH3 CH3 256 4-20mA=0-1200rpm
210 72 0V 46 7 TB1/4

FOR CLIENTS USE

C 73 + 51
257
211 Pt1000/4-20mA PL2 ANALOGUE ANALOGUE PL1 12 TB1/5 ENGINE FUEL/LOAD
36 CONVERTOR 74 - 50 FS4 4-20mA=0-100% or
INPUT OUTPUT 11 V25 CONTROL UNIT
35 [0-150°C] CH4 CH4 258 4-20mA=0-110%
75 0V 49 10 TB1/6 LINK SETTINGS
212 LINK LINK LINK
No. POSITION No. POSITION No. POSITION
FUEL SYSTEM 76 + 54
1 A 31 B
207 Pt1000/4-20mA ANALOGUE ANALOGUE 15 L722802 ANALOGUE COND. MODULE
213 TB2/7 39 CONVERTOR 77 - 53 2 A 32 B
FUEL OIL TEMPERATURE 208 INPUT OUTPUT 14 LINK SETTINGS
AFTER COOLER - TE53 TB2/8 38 [0-150°C] CH5 CH5 3 B 33 B
78 0V 52 13 LINK SETTING DESCRIPTION 4 B 34 B 64 B
A B No.
214 5 B 35 B 65 B
79 + 57 1 CH.8 O/S TEST SWITCH DISABLED
ANALOGUE 36 B 66 B
40 INPUT ANALOGUE 18 2
80 - 56 7 A 37 B 67 A
CH6 OUTPUT 17 3
215 CH6 8 A 38 B 68 B
41 0V 55 16 4 CH.3 RTD INPUT SELECTED
81 9 NO 39 B 69 A
5
10 NO 40 B 70 A
D 82 + 60 6
11 NC 71 A
216 44 ANALOGUE 21 7
83 INPUT ANALOGUE - 59 12 NC 72 A
CH7 OUTPUT 20 8
CH7 13 NO 43 B 73 A
43 84 0V 58 19 9 CH.4 RTD INPUT SELECTED
217 14 NO 74 A
10
15 NO 75 A
85 + 63 11
16 NO 76 A
ANALOGUE ANALOGUE 24 12
218 86 - 62 17 A 47 A 77 A
INPUT OUTPUT 23 13
FS1 FS2 CH8 CH8 18 B 48 A 78 A
87 0V 61 22 14 CH.5 RTD INPUT SELECTED
19 B 49 A 79 A
15
219 20 A 50 A 80 A
121

122

16
21 B 51 A
17 CH.8 O/S TEST SWITCH DISABLED
22 A 52 B
1 18
220 CH.6 EXTERNAL LOOP POWER 23 A 53 B
4 19
H 104 24 B 54 B
PL8 20
PL5 L 105 CH.7 INTERNAL LOOP POWER 25 B 55 B
E 221 SERIAL PORT COM 106
21
26 B
CH3 3 27 B
CAN BN 361
121 H 107 28 B
37 +24v B 362 TO VIKING 25 MAA CONTROLLER
222 PWR PL6 L 108 LINE 330 29 B
122 COM 109 30 B
38 0v
3 3
243
121

122

223
A 98 TB1/15 RS485 MODBUS
244
PL3 B 99 TB1/16 COMMUNICATION
245 TO SHIP C
SERIAL PORT COM 100 TB1/17
224 CH2 TB1/18
RS485 C
A 101
PL4 B 102
C
COM 103
225 SG
LINE 301 4
C
3 W 239
RS485 MODBUS
SERIAL PORT TB1/11
F 226 CH1 PL1 2
R
BK
240
241
TB1/12 COMMUNICATION
TO OPTIONAL
2 C 21.02.07 ANALOGUE COND. PART No. AMENDED
RS232 TB1/13 MONITORING SYSTEM
5
TB1/14 1 C 07.06.06 ORIGINAL
227 SERIAL
CONECTION ISSUE
DATE AND
ALTERATION FILMED
COPYRIGHT C
EC[M]723101
228 GRAPHICAL HMI
DISPLAY DRAWN RJN CONTRACT :-

229 LINE 503 RS232 CHECKED RK280 - ECU TYPE 3

HARNESS
230 2500G022P05
TITLE
ENGINE CONTROL PANEL
3 SCHEMATIC
G 231
2
1
24V DC
DI CONTROLLER INTERFACE
NOTES:
232 APPROVED DRAWING No.
1. ENGINE SHOWN STATIONARY AND ALL RELAY DE-ENERGISED.
2. SPARE WIRE NUMBERS : 200, 205-206, 209-238, 242, 246-250, 259-290, 294, 297-299 DESIGN PRODUCTION L 5471
3. USE CABLE PART No. 02-002/02
4. USE CABLE PART No. 03-013/01 SHEET 2 OF 10SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-EL
 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5471 Sht 3
LINE No.

300

A 24V DC - LINE 225

VIKING 25 DIN
301
EC[P]720501

121

122
302 20 DI 0v
TB2/41 4
NOT USED 301 DO-1
TB2/42 21 DI-1 5
303 6
SPARE DO-2
23 DI-2 7
I/P
8
304 SPARE DO-3
25 DI-3 9
PORT 1 I/P
MODBUS PROTOCOL 10
304 DO-4
27 DI-4 11
305 SW5
12
SPARE DO-5
29 DI-5 13
I/P
TB2/83 14
NOT USED DO-6
B 306 TB2/84
306
31 DI-6 15
16
SPARE DO-7
33 DI-7 17
307 I/P
18
SPARE DO-8
35 DI-8 19
I/P
308

122
309 2500G022P23
ANALOGUE PL6 PL1
STATUS INPUTS LINE 804

2500G022P22
V25 I/O
310 DIG I/P MODULE PL6
STATUS INPUTS LINE 907
PL8 EXPANDER
EC[P]722201
ANALOGUE PL4 2500G022P33
311 CONTROL LINES LINE 805 PL2
C DIGITAL PL5
CONTROL LINES LINE 909
312
DIGITAL DIGITAL
COMMON CONNECTION CONNECTION
313 EC[P]722501 EC[P]722501
24V DC NORMAL 309
SUPPLY HEALTHY 110 DI-9 127
DO-9 119
24V DC UPS 310
314 LINE 111 111 DI-10
SUPPLY HEALTHY
DO-10 120
EFI EQUIPMENT CONTROL 311
112 DI-11
SUPPLY HEALTHY
315 DO-11 121
PANEL CONTROL 312
113 DI-12
VOLTAGE HEALTHY
627 DO-12 122
6 5 313
316 MAA CONTROLLER HEALTHY 114 DI-13
MH-2
DO-13 123
D EMERGENCY OVERRIDE ENABLED
10
410
2 314
115 DI-14
ER11-2
317 407 DO-14 124
6 5 315
EFI CONTROLLER HEALTHY 116 DI-15
ER8-2 DO-15 125
SPARE 117 DI-16
318 I/P
DO-16 126
118
319

320
121

122

321

E
322 LINE 812
FS29

323 ICAM
159

502
4 12 8 [ON-ENGINE]
503
8 357 12 359 LS-2 TERMINALS
324 159
506 RS-2 8 TB4/15 33 +VE SUPPLY C
12
13 L R 14 352
4 358
RC-8 TB4/16 34 LOWER SPEED C
325
353
TB4/17 35 RAISE SPEED C
23 24 SW2
LINE 401 354
326 TB4/18 36 START C
13 14
PB1
F LINE 406
13 14
355
TB4/19 37 STOP 2 C 21.02.07 ICAM INTERCONNECTING NUMBERS ADDED
327 PB2
DG6

DG7

DG8

DG9

LINE 404
4

356
TB4/20 39 CHECK LOCAL PANEL 1 C 07.06.06 ORIGINAL

328 DATE AND

1

ISSUE ALTERATION FILMED

COPYRIGHT C
MAA
329 3 CONTROLLER DRAWN RJN
361 CONTRACT :-
TO DI CONTROLLER TB1/47 CAN +
CANBUS COMMUNICATIONS 362
107
CHECKED RK280 - ECU TYPE 3
330 LINE 222 TB1/48 108 CAN -

TB1/49 CAN SCREEN

TITLE
ENGINE CONTROL PANEL
331
SCHEMATIC
G NOTES: DI CONTROLLER INTERFACE
332 1. ENGINE SHOWN STATIONARY AND ALL RELAY DE-ENERGISED.
2. SPARE WIRE NUMBERS : 300, 302-303, 305, 307-308, 316-350, 360, 363-390, 395-398
3. USE CABLE PART No. 02-002/02 APPROVED DRAWING No.

DESIGN PRODUCTION L 5471

SHEET 3 OF 10SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-EL
 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5471 Sht 4

LINE NO. FS3 FS4

A 400
ICAM [ON-ENGINE]

123

124
TERMINALS TERMINALS
123 124
TB4/21 41 42 TB4/38
401 EFI 0v
5 401 CONTROLLER
REMOTE CONTROL 507 TB4/22 43 451 8 ER 1 START FUEL PUMPS
9 LINE 326 DO-09 119 TB4/39 520, 523
1
1 410 13 14 411 1 4 402
402 LOWER SPEED TB4/27 111 DI-10
RC-1 412 2 452 8 1
ER CONTROL STATIONS MATCHED
DG1 DO-10 120 TB4/40
2 715, 506
403 413 1 4 403
RAISE SPEED 43 44 TB4/28 112 DI-11 453 8 ER 1 RUNNING AT IDLE
L R SW2 414 2 DO-11 121 TB4/41
DG2
3 861, s
LINE 327
404 13 14 415 1 4 404 454 8 ER 1 START L.O PUMP
STOP TB4/26 110 DI-09 DO-12 122 TB4/42
416 2 4 525, s
PB2
LINE 764 DG3
455 8 ER 1 STOP
405 ENABLE/DISABLE 13 14 417 1 4 405 D0-13 123 TB4/43
TB4/23 44 5 604, 614
EMERGENCY OVERIDE
B LINE 326
LPB4
418 2
DG4
456 8 ER 1
DO-14 124 TB4/44 COMMISSION ALARMS
419 1 4 406 6 614, s
406 START TB4/30 114 DI-13
PB1 420 2
DG5 457 8 ER 1 EFI CONTROLLER FAULT
502 D0-15 125 TB4/45
7 762, s
9 5
407
503 LS-1 458 8 ER 1 EFI CONTROLLER ON-LINE
DO-16 126 TB4/46
9 5 8 608, 317
408 RS-1
459 8 ER 1
47 TB4/47 START AVLOS PUMP
9
527, s
SHIPS CONTROL
409 SYSTEM 460 14 ER 13
48 TB4/48 IN GOVERNOR MODE
TB3/49 TB3/50 10
761, 718, 861, 712
TB3/51 461 14 ER 13
410 49 TB4/49 EMERGENCY OVERRIDE ENABLED
11
TB3/52 764, 317, 721, s
C
411
WATER JET
FAULT - GO TO IDLE/RAMP RATE 431
SELECT [SOFTWARE SELECTABLE] TB3/1 TB3/2 TB4/25 46
412
508
10 6 432
REMOTE DIGITAL SPEED TB4/24 45
CONTROL RD-2 LINE 762
413
13 14 433
EFI CONTROLLER RESET TB4/29 113 DI-12
LPB1
414
WATER JET
TB3/25 TB3/26
415
853
D GEARBOX AT NEUTRAL
9
GN-1
5 434
TB4/31 115 DI-14
416
GEARBOX START RELEASE DETERMINED BY GEARBOX 435
TB2/73 REFER TO SHEET 10 TB2/74 TB4/32 116 DI-15

417

418 SHIPS CONTROL ANALOGUE

SYSTEM INPUT MODULE
M725202
15K 436
APPLY SLOWDOWN TB3/55 TB3/56 TB4/35 36
419

APPLY SLOWDOWN 437

[RESERVED] TB2/85 TB2/86 TB4/36 39
420 15K
438
TB4/34 35

E 421

EFI
SHIPS CONTROL SYSTEM CONTROLLER
422 SET ENGINE + 441
TB1/1 TB1/43 14
SPEED
4-20mA= 442
IDLE-1000rpm TB1/2 TB1/44 13
423
C

424 C

C
425
C

F 426 2 C 21.02.07 ICAM INTERCONNECTING NUMBERS ADDED

1 C 07.06.06 ORIGINAL
427
DATE AND
ISSUE ALTERATION FILMED
COPYRIGHT C
428
DRAWN RJN CONTRACT :-

429 CHECKED RK280 - ECU TYPE 3

430
TITLE
ENGINE CONTROL PANEL
SCHEMATIC
G 431 EFI CONTROLLER INTERFACE
NOTES:
1. ENGINE SHOWN STATIONARY AND ALL RELAY DE-ENERGISED.
432 APPROVED DRAWING No.
2. SPARE WIRE NUMBERS : 400, 407-409, 421-430, 439-440, 443-450, 462-490, 493-499
3. USE CABLE PART No. 02-002/02 DESIGN PRODUCTION L 5471
SHEET 4 OF 10SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-EL
 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5471 Sht 5
LINE NO.

500
A
FS7 FS8

501
127

128
502 WATER JET
TB3/5 TB3/6
501 14
LS
13 LOWER SPEED SERIAL CHANGEOVER
407, 324 EC[M]724901
503 502 14 13 RAISE SPEED GRAPHICAL HMI DISPLAY
TB3/7 RS PL5
407, 324 SERIAL PORT
LINE 229

504 504 14 13 REMOTE CONTROL NOT ACCEPTED

TC PL4
LOCAL 765, 722, s, s
2
REMOTE 506
SW1 503 10
505 PL2
13 14 RC-2 6 RL3
SHIPS CONTROL
B LINE 613
SYSTEM 505 6
402
5 506 14 13
PL3
VIKING HMI L724901 SERIAL C/O MODULE - LINK SETTINGS
506 TB3/47 TB3/48 RC REMOTE CONTROL [1-4] RL2
ER2-2 401, 505, s, 760 HARNESS 2500G024
TAKE CONTROL LINE 517 2500G022P08
508 LINK SETTING DESCRIPTION
PL1 PL6
507 9 5 14 13 REMOTE CONTROL [5-8] A B No.
RC 863, 717, 710, 324 RL1
RD-1 1
WATER JET GRAPHICAL DISPLAY CROSSOVER CONNECTION
2
508 507 14 13 BACK-UP ON SW1 NOT USED
TB3/3 TB3/4 RD
[DIGITAL SPEED CONTROL] LED1 MODBUS COMMUNICATION PROTOCOL SELECTED
507, 412, s, s
HMI RESET PL7
509 508 127 1 508
1 24v
PB7 128
2 0v
EFI 128 2 PL7
510 DISPLAY REMOTE 6
MAA

7
C 511 13 14
SW4
509 4 RL
1 8
510 5 RL RL3
512 2
23 24
RL
LINE 632 3
513

ICAM
514 [ON-ENGINE]
PL1
3
W 552
515 3 TB1/51 3 RS232 Tx
R 551
EFI 2 TB1/52 2 RS232 Rx EFI
BK 553 CONT'R
5 TB1/53 5 RS232 COM
D 516
TB1/54 RS232 SCREEN
SERIAL
CHANGEOVER
517 MODULE
LINE 506 3
W 555
3 TB1/55 3 RS232 Tx
518 R 554
MAA 2 TB1/56 2 RS232 Rx MAA
BK 556 CONT'R
5 TB1/57 5 RS232 COM
519 TB1/58 RS232 SCREEN
PL3

520 401
3 4

621 ER1-1 TB2/10

521 9 5 521
E CP-5
TB2/11
START FUEL CIRCULATING PUMP
621 TB2/12
522 10 6 522
TB2/13
CP-6 START FUEL SUPPLY PUMP
401
6 5 TB2/14
523 ER1-2

11
621
3 523
STARTER
TB2/15 PANEL START JACKET WATER HEATER
CP-7 C
524 CIRCULATING PUMP
403 TB2/16
3 4 524 C
TB2/17
ER4-1
525 START LUBE OIL PRIME PUMP
TB2/18 C
525
TB2/19
START C/CASE EXTRACTION FAN C
526 TB2/20
408
F 3 4 526
TB2/21
2 C 21.02.07 ANALOGUE COND. PART No. AMENDED
ER9-1 START AVLOS PUMP
527 TB2/22 1 C 07.06.06 ORIGINAL
127

128

DATE AND
528 ISSUE ALTERATION FILMED
COPYRIGHT C

DRAWN RJN CONTRACT :-

529 GEARBOX INTERFACE
LINE 850
CHECKED RK280 - ECU TYPE 3
530
NOTES:
TITLE
ENGINE CONTROL PANEL
531
1. ENGINE SHOWN STATIONARY, CLUTCH DIS-ENGAGED
AND ALL RELAYS DE-ENERGISED. SCHEMATIC
G 2. SPARE WIRE NUMBERS : 500, 511-520, 527-550, 557-590, 594-595, 599 COMMON INTERFACE
3. USE CABLE PART No. 03-013/01
532
APPROVED DRAWING No.

DESIGN PRODUCTION L 5471

533
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 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5471 SHT 6
LINE NO.

600 FS5 FS11 FS12 FS6 650

A HD
601 13 14 601 A1 A2 EFI SHUTDOWN 651
D
ISOLATE SOLENOID SUPPLY
125

131

132

126
23 24 602
126, 126

602 PB3 652

EMERGENCY STOP

603 405 653

3 4 603 FUEL SHUT-OFF VALVE
TB2/1 TB2/2
ER5-1 SOLENOID
SOV4
604 654

605 655

ICAM [ON ENGINE]

B 606
131
TERMINALS 656
TB4/51 59 SOLENOID +VE SUPPLY

607 132 657

TB4/52 60 SOLENOID -VE SUPPLY
407 50 RPM
3 2 604
TB4/53 61
608 ER8-1 ANY SHUTDOWN 658
603
TB4/54 62

609 602 659

TB4/55 63 ECP/REMOTE E.STOP APPLIED
SHIPS CONTROL
SYSTEM 601
610 TB3/41 TB3/42 TB4/56 64 ENGINE E.STOP CONTACT 660

15K
TB3/43 TB3/44
611 661
C EMERGENCY STOP
15K 610
TB3/45 TB3/46 TB4/57 65 FIRE DETECTED
612 662

EMERGENCY
LINE 505 PROTECTION
COMMISSION
613 663
21 L R 22 13OFF-ON 14 612
TB4/58 66 COMMISSION LATCH
SW1 611 SW3

614 406 405 664

3 4 6 7 613
TB4/59 67 COMMISSION
ER6-1 ER5-2

615 LINE 757 665

21 22 614
TB4/60 68 PROTECTION RESET
LPB3
15K PROTECTION
616 856 RESET 666
D 15 18 615
TB4/61 69
GEARBOX LOW [CLUTCH/LUB]
OIL PRESSURE SHUTDOWN
GCT-1 857
617 15 18 667
GPT-1
125
TB4/62 70 PROTECTION +VE SUPPLY
618 668
8 1 616
ME TB4/63 71 MAX. ENGAGE [450 RPM]
861, s
619 669

126
TB4/64 72 PROTECTION -VE SUPPLY
620 670
- SLAVE [13-14] 13 14
CP
856, 709
621 671
- SLAVE [9-12] 13 14
E s, 719, 630, 758
CP

622 672
- SLAVE [5-8] 13 14 617
CP TB4/65 73 COMMISSION PROTECTIONS
521, 522, 524, 864
623 673
1 8 618
723, 757 PT TB4/66 74 PROTECTION TRIPPED

624 674 C
621
TB1/41 79
TO ENGINE SPEED INDICATOR
4 - 20 mA = 0 - 1200 RPM C
625 622 675
LINE 770 TB1/42 80
C
24V DC SUPPLY -VE
626 LINE 120 676 C
1 8 624
UNIT HEALTHY MH TB4/71 53
F s, 316
1 8 625
2 C 21.02.07 ICAM INTERCONNECTING NUMBERS ADDED
627 ALARM ACTIVE MA TB4/72 54 677
763, 701 1 C 07.06.06 ORIGINAL
1 8 626
AUDIBLE AA TB4/73 55
628 s, 703 678 DATE AND
ISSUE ALTERATION FILMED
COPYRIGHT C
24V DC SUPPLY +VE MAA
LINEV 120 CONTROLLER
629 13 14 628 679 DRAWN RJN
ALARM RESET TB4/75 21 DI-1 CONTRACT :-
PB6
CHECKED RK280 - ECU TYPE 3
630 11 622 3 629 680
ALARM BLOCK TB4/76 23 DI-2
CP-11

ALARM MUTE
13 14 630
TB4/77 25 DI-3
TITLE
ENGINE CONTROL PANEL
631 PB5
LINE 513
681
SCHEMATIC
G NOTES: SHUTDOWN PROTECTIONS
2/13 2/14 631
632 SELECT MODBUS TB4/78 29 DI-5 682 1. ENGINE SHOWN STATIONARY AND ALL RELAYS DE-ENERGISED.
PROTOCOL SW4
2. SPARE WIRE No.'s : 600, 605-610, 618-620, 632-699
APPROVED DRAWING No.

DESIGN PRODUCTION L 5471

SHEET 6 OF 10SHEETS

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 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5471 Sht 7
LINE NO.
LINE NO.
750
700
A FS9 FS10
5 701 751
TB3/63
701 6 627

129

130
7 702
TB3/64 ALARM ACTIVE
MA-2 752
702 703
TB3/65

5 704 753
TB3/66
703 6 628
7 705
TB3/67 AUDIBLE ALARM
AA-2 754
704 706
TB3/68
854
10 6 707 755
TB3/13
705 GE-2 13 14 752
ENGAGED
708 PB4
TB3/14
B 10
853
6 709
756 TEST LAMPS
706 TB3/15
GN-2 LPB3
DISENGAGED 623 RED
710 757 6 5 753 PROTECTION OPERATED
TB3/16
707 PT-2 X2 X1 RESET PUSH-BUTTON
860
12 8 711 LP8
TB3/17 622 GREEN
EP-2 758 12 8 754
ENGINE AT IDLE SPEED ENGINE RUNNING
708 712 CP-12 X2 X1
TB3/18
+
621 hr HOURS RUN
12 4 713 WATER JET 759
TB3/19 LP1
709 CP-14
ENGINE STOPPED 506 WHITE
714 12 8 755
TB3/20 REMOTE CONTROL
760 RC-4 X2 X1
507
710 11 7 715 LP2
TB3/21 409 AMBER
RC-7 9 1 756
REMOTE CONTROL BACK-UP MODE
716 761 ER10-1 X2 X1
C 711 409
TB3/22
407
LPB1
12 4 717 3 2 757 AMBER
TB3/23 EFI CONTROLLER RESET
ER10-4 762 ER7-1 X2 X1
IN BACK-UP MODE
712 718 LP6
TB3/24 627 AMBER
3 2 758
ALARM ACTIVE
763 MA-1 X2 X1

713 LPB4
410 AMBER
9 5 759
EMERGENCY OVERRIDE ENABLED
764 ER11-1 X2 X1

714 721 LP9

TB3/31 504 AMBER
TAKE CONTROL 9 5 760
402 REMOTE CONTROL NOT ACCEPTED
3 4 722 (MATCHED) 765 TC-1 X2 X1
TB3/32
715 ER2-1 LPB5
854 WHITE
9 5 761
CLUTCH IN
766 GE-1 X2 X1

D 716
10
507
6 725 12
853
8 762
LPB6
WHITE
TB3/33 CLUTCH OUT
RC-6 767 GN-4 X2 X1
REMOTE CONTROL
717 726
TB3/34
409
10 2 727 768
TB3/35 DIODES MOUNTED ON REAR
718 ER10-2 ENGINE RPM
IN BACK-UP MODE [DIGITAL DISPLAY] OF LAMPHOLDER
728
TB3/36
769 129 130
622 SHIPS 9 10
719 10 6 729
TB3/37 CONTROL
CP-10 621
ENGINE RUNNING SYSTEM 1 ENGINE RPM
730 770
TB3/38 4-20mA=0-1200 RPM
720 622 LINE 624
410 2
11 7 731
TB3/39
ER11-3 EMERGENCY OVERRIDE 771
721 732 ENABLED
E 504
TB3/40

10 6 733 772
TB3/53 CONTROL STATION
722 TC-2
DISCREPANCY
734 ALARM
TB3/54
623 773
723 3 4 735
TB3/59
PT-1 PROTECTION TRIP
736 [ANY SHUTDOWN]
TB3/60 774 C
724 854
12 8 737
TB3/61 C
EG-4 775
GEARBOX ENGAGED
725 738
TB3/62 C

776 C
726
F 2 C 21.02.07 EG4 AND RPM INDICATOR DETAILS ADDED
777
727 1 C 07.06.06 ORIGINAL

778 DATE AND

728 ISSUE ALTERATION FILMED
COPYRIGHT C

779 DRAWN RJN CONTRACT :-

729
CHECKED RK280 - ECU TYPE 3
780
730
TITLE
ENGINE CONTROL PANEL
731
781
SCHEMATIC
G TRIP TO IDLE PROTECTIONS
782
732 NOTES:
1. ENGINE SHOWN STATIONARY, CLUTCH DIS-ENGAGED APPROVED DRAWING No.
AND ALL RELAYS DE-ENERGISED.
DESIGN PRODUCTION L 5471
733 2. SPARE WIRE NUMBERS : 700, 719-720, 723-724, 739-751, 763-799

SHEET 7 OF 10SHEETS

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 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5471 Sht 8
LINE NO.
LINE NO.
850
LINE 628
800 ANALOGUE INPUT
A MODULE
851

127

128
801
EC[M]724502
ADDRESS LINKS 25 & 26 = A
ALL OTHERS = A
852
802 801
TB2/47 1 +ve -ve
FS1 AICH1 851 14 13 GEARBOX AT NEUTRAL
802 853 TB2/65 GN
TB2/48 2 415, 706, 855, 767
803 TB2/66

803 854
TB2/49 4 +ve -ve 852 14 13 GEARBOX ENGAGED
804 GEARBOX TB2/67 GE
FS2 AICH2 766, 705, 904, 725
REFER TO SHEET 10 TB2/50
804
5 TB2/68
2500G022P23 PL1 855 GEARBOX
805 PL6 LINE 308 853 GEARBOX LOW CLUTCH
805 Pt1000/4-20mA
REFER TO SHEET 10 TB2/69
853 11 3 854 A1
GC A2 OIL PRESSURE SHUTDOWN
TB2/45 19 CONVERTOR GN-3 T TYPE E-10sec
B TB2/46
806
20
[0-150°C] AICH7
2500G022P33 PL2
856 TB2/70 616
806 FS7 PL4 LINE 311 621
20 855 9 5 856 A1 A2 GEARBOX LOW LUB
TB2/71 GP OIL PRESSURE SHUTDOWN
857 CP-13 T
Pt1000/4-20mA TYPE E-10sec
807 22 TB2/72 617
CONVERTOR PL7
[0-150°C] AICH8
23 FS8 858
808

PL5
859
809 7 S.C.S
SPARE INPUT 857 14 13 ENABLE GEARBOX ENGAGEMENT
AICH3 TB3/57 TB3/58 EB
8 863, 905
860
810 403
3 4 858 14 13 ENGINE AT IDLE, ENGAGEMENT PERMITTED
EP
813 ER3-1 863, 707
12 861
C 811 814
FS4 AICH4 11
409
3 3
618
2 WATER JET
11 24V DC 859
LINE 320 ER10-3 ME-1 TB3/9 TB3/10
862
25 121 862
812 TB3/11 TB3/12 D10
13 28 122
SPARE INPUT AICH5 PL3 863 5 LPB5 861 860
860 9 507 864 9 5 865 9 5 866
813 14
621 8 EP-1 EB-1 14 13
RC-5 1
12 CLUTCH IN
864 LPB6 EG CLUTCH IN/OUT
814 16 CP-8 863 [LATCHING RELAY]
4
SPARE INPUT AICH6 871, 906
CLUTCH OUT 867 12 9
17 865
815

866 D11
D 816

867
817
SPEEDSWITCH
813 868
-I MODULE
818 T401 FS15 FS16 FS13 FS14
814
+I
869
3
819 R 815 121
TB2/51 +V +24V
GEARBOX W 816 122
TB2/52 SIGN 0V
REFER TO SHEET 10 TB2/53
BK 817
0VS 870 TB2/75
135

820 PE 136
sh TB2/76
LINE 913
GEARBOX 869 5 864
871 TB2/77
821
REFER TO SHEET 10 10 133

E TB2/79
870 1
EG-1
SHAFT SPEED MONITORING 872 TB2/78
134

822

873
823

874
824
C
875
825 C

876 C
826
F 2 C 21.02.07 ANALOGUE COND. PART No. AMENDED
877
827 1 C 07.06.06 ORIGINAL

878 DATE AND

828 ISSUE ALTERATION FILMED
COPYRIGHT C

879 DRAWN RJN CONTRACT :-

829
CHECKED RK280 - ECU TYPE 3
880
830
TITLE
ENGINE CONTROL PANEL
831
881
SCHEMATIC
G GEARBOX CONTROL
882
NOTES:
832
1. ENGINE SHOWN STATIONARY, CLUTCH DIS-ENGAGED APPROVED DRAWING No.
AND ALL RELAYS DE-ENERGISED.
2. SPARE WIRE NUMBERS : 800, 808-812, 818-850, 858, 861, 868, 871-890, 895-899 DESIGN PRODUCTION L 5471
833 3. USE CABLE PART No. 03-013/01
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 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5471 SHT 9
LINE No.
DIGITAL INPUT
900 MODULE 950

A EC[M]724601
ADDRESS LINKS 1 TO 4 =B
901 951

901
TB2/54 33
902 900 952
TB2/55 34 DICH25
902
GEARBOX TB2/56 35

903
REFER TO SHEET 10 903 953
TB2/59 1
904 DICH1
TB2/60 3
854
904 11 7 905 954
G/B ENGAGED 4
GE-3 DICH2

905 860 955

SCS G/B 12 8 906
ENGAGE BLOCK 5
EB-2 DICH3

B 906 G/B ENGAGE 11

864
4 907
6
956
DEMAND EG-2 DICH4 2500G022P24
PL6 PL8
907 LINE 310 957
7
DICH5 PL4
908 958
OPTIONAL STARTER PANEL 8
INTERFACE DICH6 PL7

909 919 959

TB2/24 17 2500G022P33
920 PL5 PL2
J.W HEATER CIRC. TB2/25 9 DICH7 LINE 311
PUMP TRIPPED
910 921 960
J.W HEATER TRIPPED TB2/26 10
DICH8

911 961
C LUBE OIL PRIMING
PUMP TRIPPED
TB2/27
922
11
DICH9

912 923 962

AVLOS TB2/28 12
PUMP TRIPPED DICH10 24V DC
LINE 819
913 924 963
CRANKCASE EXT. TB2/29 13
FAN TRIPPED DICH11 42 121
39 122
914 925 964
PL3
FUEL CIRCULATING TB2/30 14
PUMP TRIPPED DICH12

915 926 965

FUEL SUPPLY PUMP TB2/31 19
TRIPPED DICH13

916 927 966

MAIN A.C SUPPLY
D FAILED
TB2/32 20
DICH14

917 928 967

STANDBY A.C SUPPLY TB2/33 21
FAILED DICH15

918 929 968

J.W HEATER CIRC. TB2/34 22
PUMP ON DICH16

919 930 969

J.W HEATER ON TB2/35 23
DICH17

920 931 970

LUBE OIL PRIMING TB2/36 24
PUMP ON DICH18

921 932 971

AVLOS TB2/37 25
PUMP ON
E DICH19

922 933 972

CRANKCASE EXT. TB2/38 26
FAN ON DICH20

923 934 973

FUEL CIRCULATING TB2/39 27
PUMP ON DICH21

924 935 974 C

FUEL SUPPLY PUMP TB2/40 28
ON DICH22
C
925 975
29
DICH23 C
NOTE:
926 CONTACTS OPEN ON FAULT 976 C
OR CLOSE FOR STATUS
30 DICH24
F 2 C 21.02.07 RIBBON CABLE PL5 CORRECTED
927 977
36 1 C 07.06.06 ORIGINAL

928 37 978
DICH26 DATE AND
ISSUE ALTERATION FILMED
38 COPYRIGHT C

929 979 DRAWN RJN CONTRACT :-

CHECKED RK280 - ECU TYPE 3

930 980
NOTES:
1. ENGINE SHOWN STATIONARY AND ALL RELAYS DE-ENERGISED.
TITLE
ENGINE CONTROL PANEL
931 981 2. SPARE WIRE No.'s : 910-918, 936-990, 995-999 SCHEMATIC
G GEARBOX/STARTER MONITORING
932 982

APPROVED DRAWING No.

DESIGN PRODUCTION L 5471

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 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5471 SHT 10

1000
TYPE P01 GEARBOX INTERFACE
A
1001 CLUTCH OIL + 801
PRESSURE TB2/47 BLOCK ALARM
0-40BAR IF ENGAGE DEMAND
ALARM <17BAR 802 INPUT 4 IS ON
1002 TB2/48

LUBE OIL + 803

PRESSURE TB2/49
BLOCK ALARM IF
1003 0-10BAR ENGINE IS NOT RUNNING
ALARM <0.4BAR 804
TB2/50

805
1004 LUBE OIL TB2/45
TEMPERATURE BLOCK ALARM IF
ALARM >95°C 806 ENGINE IS NOT RUNNING
[PT1000] TB2/46
1005

+ 815
TB2/51
SIG
B 1006 SHAFT SPEED
-
TB2/52
816
817
TB2/53

1007
901
+ TB2/54
LOW LUBE OIL 900
LEVEL S- TB2/55
902
1008 - TB256

903
1009 FILTER BLOCKED TB2/59
904
TB2/60

1010

851
1011 TB2/65
C AT NEUTRAL 127
+VE
TB2/66

1012
852
TB2/67
ENGAGED
TB2/68
1013

LOW CLUTCH OIL 853

TB2/69
PRESSURE
1014 SHUTDOWN TB2/70

LOW LUB OIL 855

TB2/71
1015 PRESSURE
SHUTDOWN TB2/72

123
1016 TB2/73
CLOSE FOR START
D RELEASE TB2/74
435

1017 135
+ TB2/75 FS15-1A
24V DC SUPPLY FOR
136
SENSORS - TB2/76 FS16-1A
1018 869
CLUTCH IN TB2/77
134
TB2/78
1019 870
CLUTCH OUT TB2/79

1020

1021

E
1022

1023

1024 C

C
1025
C

1026 C

F 2 C 21.02.07 WIRE NUMBER CORRECTED

1027
1 C 07.06.06 ORIGINAL

1028 DATE AND

ISSUE ALTERATION FILMED
COPYRIGHT C

1029 DRAWN RJN CONTRACT :-

CHECKED RK280 - ECU TYPE 3

1030 NOTES:
1. ENGINE SHOWN STATIONARY AND ALL RELAYS DE-ENERGISED.
TITLE
ENGINE CONTROL PANEL
1031
SCHEMATIC
G GEARBOX MONITORING/CONTROL
1032

APPROVED DRAWING No.

DESIGN PRODUCTION L 5471

SHEET 10 OF 10SHEETS

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 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5472 sht 1
THE FOLLOWING RECOMMENDATIONS MUST BE APPLIED WHEN WIRING THE EQUIPMENT TO REDUCE THE POSSIBILITY
OF ELECTRICAL INTERFERENCE. THESE SHOULD BE APPLIED IN ADDITION TO GOOD STANDARD WIRING PRACTICES
REGARDING SEGREGATION OF CABLES, SAFETY, GLANDING, TERMINATION, IDENTIFICATION etc.

A 1. ALL CONTACTS ARE SHOWN WITH THE ENGINE COLD, STATIONARY AND ISOLATED,
BARRING GEAR AND GEARBOX DISENGAGED.
2. ALL SIGNAL CABLES ARE TO HAVE AN OVERALL SCREEN AROUND ITS CORES FOR SHIELDING. THIS
SCREEN MUST HAVE AN OUTER INSULATING SHEATH.
THE LOW LEVEL SENSITIVE SIGNAL CABLES TERMINATED IN TB1 MUST HAVE
TWISTED PAIRS, AN INDIVIDUAL SCREEN AND OUTER INSULATING SHEATH.

3. TO MINIMIZE THE EFFECT OF ELECTRICAL NOISE, SCREENS MUST BE EARTHED AS SHOWN AT THE
ENGINE CONTROL UNIT ONLY. THIS SHOULD BE BY THE USE OF SUITABLE CABLE GLANDS
THAT TERMINATE THE SCREEN TO ITS BODY GIVING 360 DEGREE GROUNDING TO THE GLAND PLATE.
ON NO ACCOUNT ARE SCREENS TO BE TAKEN INTO THE PANEL COMPARTMENTS FOR TERMINATION.

4. WHEN CONNECTING TO EXTERNAL EQUIPMENT, THE CABLE SCREEN MUST BE TERMINATED AS SHOWN.
HOWEVER, IN CERTAIN INSTANCES IT MAY NOT BE POSSIBLE TO TERMINATE THE SCREEN IN
A PARKING TERMINAL. IF THIS IS THE CASE, THE SCREEN MUST BE PROTECTED WITH AN APPROPRIATE
INSULATING SLEEVE TO PREVENT IT COMING INTO CONTACT WITH GROUND AND DEGRADING THE SHIELDING.
IT IS ESSENTIAL THAT THE EXTERNAL SCREENING OF SENSITIVE CABLING CONNECTED TO THE LEFT HAND SIDE
FOR PERCEPTION HEADS AND SPEED REFERENCES, IS CARRIED THROUGH USING
THE TERMINALS PROVIDED IN THE EXTERNAL PANELS AND ENGINE TERMINAL BOX.

5. CABLES TO THE PANEL SHOULD NOT BE RUN IN PARALLEL WITH OTHER SHIPS CABLING CARRYING
B HIGH VOLTAGES OR HIGH CURRENTS. WHERE THESE CABLE RUNS MUST CROSS, THEY SHOULD DO
SO AT RIGHT ANGLES TO MINIMIZE THE EFFECT OF ELECTRICAL INTERFERENCE.

C
ENGINE CONTROL UNIT
[E.C.U]

TB1
SCREENS TO BE EARTHED ON GLAND PLATE UNLESS SHOWN OTHERWISE

FUTURE

FUTURE
4-20mA

SPARE

SPARE
SPARE

SPARE

SPARE
INPUT

INPUT

SPARE
RTD

TB5
+

41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58

59
60
10

12
13
14

15
16
17
18

19
20
21
22

23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
11
1
2

3
4
5
6

7
8

9
1
2

3
4

D
ENGINE FUEL/LOAD
ENGINE SPEED

OE-COMM
6mm

CONTINUED ON
SHEET 4

OE-COMM/01
OE-COMM/02
OE-COMM/03
OE-COMM/04

OE-COMM/05
OE-COMM/06

OE-COMM/07
OE-COMM/08
OE-COMM/09

OE-COMM/10

OE-COMM/12
OE-COMM/11
SIGNALS FOR
CLIENTS USE
ADDITIONAL
+
-

+
-

79
80

E
24v 30A dc UPS SUPPLY

+
24v 30A dc NORMAL SUPPLY

107
108
14
13
COM

COM

Rx 3
Tx 2
COM 5

Rx 3
Tx 2
COM 5
A
B

A
B

[DIRECT TO EFI CONTROLLER]

CAN+
CAN-
+
-

IDLE-RATED RPM 4-20 mA

IDLE-RATED RPM 4-20 mA

MONITORING SYSTEM
NOTE: FOR USE WITH

ENGINE RPM 4-20 mA

FOR ECP INDICATION
RS485 MODBUS LINK
RS485 MODBUS LINK

CONTROLLER PL1]

CONTROLLER PL1]
OPTIONAL COCOS

[DIRECT TO MAA

[DIRECT TO MAA
SPEED SETTING

[DIRECT TO EFI

6 C 20.02.07 REFER TO SHEETS 3 & 4

SPEED SETTING

CONTROLLER]
ENGINE RPM

SHAFT RPM

5 C 22.09.06 ECU CABLE CORE DETAILS ADDED

CANBUS

RS232

RS232

4 C 08.08.06 REFER TO SHEET 4

W.J/ 3 C 28.07.06 ICAM INTERFACE UPDATED

SHIPS CONTROL SYSTEM ICAM [ON ENGINE]
CPP
F 2 C 13.07.06 ICAM INTERFACE UPDATED

NOTE : 1 C 12.06.06 ORIGINAL

WATER JET OR
CPP SYSTEM TO DATE AND
SUPPLY LOOP POWER ISSUE ALTERATION FILMED
COPYRIGHT C
NOTE :- SHEET No.1 GIVES LATEST ISSUE
NUMBER FOR DRAWING. DRAWN RJN CONTRACT :-
INDIVIDUAL SHEET ISSUE NUMBERS
AS GIVEN BELOW. CHECKED RK280 - ECU TYPE 3
ISSUE No.
SHEET No.1 1 2 3 4 5 6 TITLE
1 2 2 2 2 2
" No.2
" No.3 1 1 1 1 1 2
ENGINE CONTROL UNIT
G " No.4 1 2 3 4 5 6 EXTERNAL CONNECTIONS
" No.5 1 2 2 2 2 2

APPROVED DRAWING No.

DESIGN PRODUCTION L 5472

SHEET 1 OF 5 SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-EL
 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5472 sht 2

C
ENGINE CONTROL UNIT
[E.C.U]

TB2

FUTURE
DIG. I/P
SPARE

SPARE

SPARE

SPARE
SPARE

81
82
83
84
85
86
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
10

12
13
14
15
16
17
18
19
20
11
1
2
3
4
5
6
7
8

D
GEARBOX INTERFACE
REFER TO SHEET 5 FOR
CONNECTION DETAILS

TERMINATION NUMBERS ONLY

APPLY IF THE STARTER PANEL
35

36

32

33

34
31

40
41
42
43
44
45
46
47
49
48
51
52
53
54
55
56
57

IS SUPPLIED BY REGULATEURS
EUROPA Ltd.
E
FUEL SUPPLY PUMP TRIPPED
FUEL CIRC. PUMP TRIPPED
J.W CIRC. PUMP & HEATER

C/CASE EXT. FAN TRIPPED

L.O PRIME PUMP TRIPPED
FUEL CIRCULATING PUMP

J.W CIRC. PUMP TRIPPED

MAIN A.C SUPPLY FAILED

S/BY A.C SUPPLY FAILED

FUEL SUPPLY PUMP ON

AVLOS PUMP TRIPPED
AFTER COOLER - TE53

J.W HEATER TRIPPED

FUEL CIRC. PUMP ON

C/CASE EXT. FAN ON
L.O PRIME PUMP ON
FUEL SUPPLY PUMP

J.W CIRC. PUMP ON

L.O PRIMING PUMP

C
SOLENOID - SOV4

CRANKCASE FAN

AVLOS PUMP ON
FUEL SHUT-OFF

J.W HEATER ON
TEMPERATURE

COMMON -VE
AVLOS PUMP

C
FUEL OIL

C
FUEL SYSTEM STARTER PANEL
F 2 C 13.07.06 F.O TEMPERATURE SENSOR NOW 2 WIRE

1 C 12.06.06 ORIGINAL

DATE AND
ISSUE ALTERATION FILMED
COPYRIGHT C

DRAWN RJN CONTRACT :-

CHECKED RK280 - ECU TYPE 3

TITLE
ENGINE CONTROL UNIT
G EXTERNAL CONNECTIONS

APPROVED DRAWING No.

DESIGN PRODUCTION L 5472

SHEET 2 OF 5 SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-EL
 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5472 sht 3

C
ENGINE CONTROL UNIT
[E.C.U]

TB3
SPARE

SPARE

SPARE
10

12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30

31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62

63
64
65
66
67
68
67
68
11
1
2
3
4
5
6
7
8
9

AUDIBLE ALARM/
ALARM ACTIVE

NEW ALARM
E
*
*

*
CONTROL SYSTEM RESET
[SOFTWARE SELECTABLE]
FAULT - GO TO IDLE/RAMP

CONTROL DISCREPANCY
EMERGENCY OVERRIDE

EMERGENCY OVERRIDE
[LINK OUT IF NOT USED]
REMOTE CONTROL IND.
ENGINE @ IDLE SPEED

PROTECTION TRIPPED
[MOMENTARY OFF/ON]
IN REMOTE CONTROL

GEARBOX ENGAGED
MATCHED CONTROL

EMERGENCY STOP

ENABLE GEARBOX
IN BACK-UP MODE

IN BACK-UP MODE
ENGINE STOPPED

ENGINE RUNNING

[ANY SHUTDOWN]
SPEED CONTROL
SELECT DIGITAL

FIRE DETECTED

INITATE ENGINE

C
TAKE CONTROL
LOWER SPEED

ENGAGEMENT
DISENGAGED
RATE SELECT

RAISE SPEED

CLUTCH OUT

SLOWDOWN
CLUTCH IN

ENGAGED

C
ENABLED

START
STOP

WATER JET OR CPP CONTROLS SHIPS CONTROL SYSTEM C

F 2 C 20.02.07 TB3/671&62 AND WIRE BREAK NOTE ADDED

* FIT 15K RESISTOR IN PARALLEL
WITH CONTACT FOR WIRE BREAK DETECTION
1 C 12.06.06 ORIGINAL

DATE AND
ISSUE ALTERATION FILMED
COPYRIGHT C

DRAWN RJN CONTRACT :-

CHECKED RK280 - ECU TYPE 3

TITLE
ENGINE CONTROL UNIT
G EXTERNAL CONNECTIONS

APPROVED DRAWING No.

DESIGN PRODUCTION L 5472

SHEET 3 OF 5 SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-EL
 E

F
B

D
A

G
No.
DRG.

OE-COMM
FROM SHEET 1
1

2.5mm
1.5mm
OE-PROT/01
51 1
MAA POWER SUPPLY OE-PROT/02
52 2
OE-EFI/01
'A' BANK CONTROL 24v 13 3
OE-EFI/02
'B' BANK CONTROL 24v 23 4
OE-EFI/03
SENSOR 1 SET 24v 1 5
OE-EFI/04
SENSOR 1 SET 0v 5 6
OE-EFI/05
SENSOR 2 24v 7 7
OE-EFI/06
SENSOR 2 SET 0v 11 8
9 SPARE
OE-EFI/07
'A' BANK SOLENOID SUPPLY 14 10
OE-EFI/08
L 5472 sht 4

'A' BANK 0V 16 11
OE-EFI/09
'B' BANK SOLENOID SUPPLY 24 12
OE-EFI/10
'B' BANK 0V 26 13
14 SPARE
OE-EFI/11
2

BACK-UP COMMON +VE 33 15

OE-EFI/12
BACK-UP LOWER SPEED 34 16
OE-EFI/13
BACK-UP RAISE SPEED 35 17
OE-EFI/14
BACK-UP START 36 18
OE-EFI/15
BACK-UP STOP 37 19
OE-EFI/16
BACK-UP CHECK CONTROLS 39 20
OE-EFI/17
EFI CONTROLLER +VE 41 21
OE-EFI/18
REMOTE CONTROL 43 22
OE-EFI/19
EN/DISABLE EMERG. O/R 44 23
OE-EFI/20
DIGITAL CONTROL 45 24
OE-EFI/21
FAULT - GO TO IDLE 46 25
OE-COMM/13
STOP 110 26
OE-COMM/14
LOWER SPEED 111 27
OE-COMM/15
DIRECT RAISE SPEED 112 28
TO EFI OE-COMM/16
RESET 113 29
CONTROLLER OE-COMM/17
START 114 30
3

OE-COMM/18
GEARBOX AT NEUTRAL 115 31
OE-COMM/19
GEARBOX START RELEASE 116 32
33 SPARE
OE-COMM/20
DIRECT SLOWDOWN COMMON 35 34
OE-COMM/21
TO EFI APPLY SLOWDOWN [SCS] 36 35
I/O MODULE OE-COMM/22
APPLY SLOWDOWN [FUTURE] 39 36
37 SPARE
OE-EFI/22
EFI CONTROLLER -VE 42 38
OE-COMM/23
START FUEL PUMPS 119 39
OE-COMM/24
STATIONS MATCHED 120 40
OE-COMM/25
RUNNING AT IDLE 121 41
TB4

OE-COMM/26

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential.
DIRECT START L.O PUMP 122 42
TO EFI OE-COMM/27
CONTROLLER STOP 123 43
OE-COMM/28

It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd.
COMMISSION ALARMS 124 44

ICAM [ON ENGINE]

OE-COMM/29
EFI CONTROLLER FAULT 125 45
OE-COMM/30
4

EFI CONTROLLER ON LINE 126 46

OE-EFI/23
START AVLOS PUMP 47 47
OE-EFI/24
IN GOVERNOR MODE 48 48
OE-EFI/25
EMERGENCY O/R ENABLED 49 49
50 SPARE
OE-PROT/03
SOLENOID +VE SUPPLY 59 51
OE-PROT/04
SOLENOID -VE SUPPLY 60 52
OE-PROT/05
ENGINE NOT RUNNING 61 53
OE-PROT/06
ANY SHUTDOWN 62 54
OE-PROT/07
ECP/REMOTE STOP APPLIED 63 55
OE-PROT/08
[E.C.U]

ENGINE E.STOP CONTACT 64 56

OE-PROT/09
FIRE DETECTED 65 57
OE-PROT/10
COMMISSION LATCH 66 58
OE-PROT/11
COMMISSION PROTECTIONS 67 59
OE-PROT/12
PROTECTION RESET 68 60
OE-PROT/13
G/B L.O.P SHUTDOWN 69 61
OE-PROT/14

C
PROTECTION +VE 70 62
5

OE-PROT/15
450RPM LEVEL 71 63
OE-PROT/16
PROTECTION -VE 72 64
ENGINE CONTROL UNIT

OE-PROT/17
COMMISSIONED 73 65
OE-PROT/18
PROTECTION TRIPPED 74 66
67
68
69 SPARE
70
OE-PROT/19
MAA HEALTHY 53 71
OE-PROT/20

Regulateurs Europa Ltd. 2006

ALARM ACTIVE 54 72
OE-PROT/21
AUDIBLE 55 73
74 SPARE
OE-COMM/31
ALARM RESET 21 75
DIRECT OE-COMM/32
COMMISSION ALARMS 23 76
TO MAA OE-COMM/33
CONTROLLER ALARM MUTE 25 77
OE-COMM/34
6

SELECT MODBUS PROTOCOL 29 78

79
SPARE
80
OE-EFI

OE-PROT
OE-COMM
7

CABLE CORES TO BE A

SPECIFIED OTHERWISE.
MINIMUM OF 0.75mm UNLESS

OVERALL CABLE SCREENS ARE TO

BE EARTHED AT THE ECU END ONLY.
8

REGULATEURS EUROPA Ltd.

PORT LANE, COLCHESTER. CO1 2NX. UK.
1
2
3
4
5
6

ISSUE

DESIGN
TITLE
C
C
C
C
C
C

DRAWN

CHECKED
DATE AND

APPROVED
08.08.06
9

28.07.06
22.09.06

12.06.06
13.07.06
20.02.07

RJN

PRODUCTION
COPYRIGHT C

CONTRACT :-

DRAWING No.
ORIGINAL

ALTERATION
CORE SIZES UPDATED

ICAM INTERFACE UPDATED

TB4/36 NOW TO EFI TERMINAL 39

ECU CABLE CORE NUMBERS ADDED

ICAM TERMINATION DETAILS UPDATED

SHEET 4 OF
L 5472
10

ENGINE CONTROL UNIT

EXTERNAL CONNECTIONS
RK280 - ECU TYPE 3

FORM No
A1SHT-EL
5 SHEETS
FILMED
 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5472 sht 5

TB2
A 45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60

64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
B
+

+
s

s
-

+
-
CLUTCH OIL PRESSURE

PRESSURE SHUTDOWN

PRESSURE SHUTDOWN
LUB OIL TEMPERATURE

TRANSDUCER SUPPLY
LUBE OIL PRESSURE

LOW LUB OIL LEVEL

LOW CLUTCH OIL

FILTER BLOCKED

START RELEASE
SHAFT SPEED

CLUTCH OUT
LOW LUB OIL
AT NEUTRAL

CLUTCH IN
ENGAGED
[PT1000]

24V DC

C
GEARBOX

TYPE P01 GEARBOX INTERFACE

F 2 C 13.07.06 GEARBOX INTERFACE UPDATED

1 C 12.06.06 ORIGINAL

DATE AND
ISSUE ALTERATION FILMED
COPYRIGHT C

DRAWN RJN CONTRACT :-

CHECKED RK280 - ECU TYPE 3

TITLE
ENGINE CONTROL UNIT
G EXTERNAL CONNECTIONS

APPROVED DRAWING No.

DESIGN PRODUCTION L 5472

SHEET 5 OF 5 SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-EL
 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5473 Sht 1
LINE No.

100

A
101 ECU
FS25
155
TB4/5
102 SENSOR 1 SET FS26
24V DC SUPPLY 156
TB4/6

103
FS27
157
TB4/7
104 SENSOR 2 SET FS28
24V DC SUPPLY 158
TB4/8

105

B 106

01
107 + 02
191
CRANK SHAFT POSITIONER S- 03 CRANK SENSOR 1
CCM A BANK 192
108 ST3 CAM SENSOR 1
- A BANK CONTROL MODULE
04 193 LINE 530
CRANK SENSOR 2
05
109 194
CAM SENSOR 2
+

CAM SHAFT POSITIONER S- 06

110 CCM [INNER]
ST5 191
CRANK SENSOR 1
-
192
111 CAM SENSOR 1
07
C + 08
193
CRANK SENSOR 2
B BANK CONTROL MODULE
LINE 580
194
112 CRANK SHAFT POSITIONER S- 09 CAM SENSOR 2
CCM B BANK
ST4
- 10
113 11

+
114
CAM SHAFT POSITIONER S- 12
CCM [OUTER]
ST10
115 -

116
D
117

118

119

120

121

E
122

123

124 C

C
125
C

126 C

F 2 C 20.02.07 ECU INTERCONNECTING NUMBERS ADDED

127
1 C 19.06.06 ORIGINAL

128 DATE AND

ISSUE ALTERATION FILMED
COPYRIGHT C

129 DRAWN RJN CONTRACT :-

CHECKED RK280 - ECU TYPE 3

130 ISSUE No.
SHEET No.1 1 2
" No.2 1 2 TITLE
INTEGRATED CONTROL &
" No.3 1 2
131 NOTE :- SHEET No.1 GIVES LATEST ISSUE
NUMBER FOR DRAWING. " No.4 1 2
NOTES:
MONITORING PANEL [ICAM]
G INDIVIDUAL SHEET ISSUE NUMBERS " No.5 1 2
1. ENGINE SHOWN STATIONARY AND ALL RELAY DE-ENERGISED.
2. ALL WIRING TO BE LOW SMOKE AND FLAME, 1.23mm GREY UNLESS IDENTIED OTHERWISE SCHEMATIC
AS GIVEN BELOW. " No.6 1 2
132
" No.7 1 2
" No.8 1 2 APPROVED DRAWING No.
" No.9 1 2
DESIGN PRODUCTION L 5473
" No.10 1 2

SHEET 1 OF 10SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-EL
 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5473 Sht 2

LINE NO.

A 200

PERCEPTION
VIKING 25 EFI
201
HEADS EC[P]720501
90
ST1 - 88 SPEED
INPUT
SIG 89 CH1
202
FLYWHEEL
304 TEETH 93
ST2 - 91 SPEED
203 INPUT
SIG 92 CH2

204

ANALOGUE
205 CONDITIONING
B +
EC[P]725301
64 + 42
1 +ve -ve
206 AIR MANIFOLD PRESSURE [AFTER I/C] 65 ANALOGUE ANALOGUE - 41
PT12 FS1 INPUT OUTPUT
[0-4Bar=4-20mA] 2 66 CH1 CH1 0V 40
207
+ 67 + 45
3 +ve -ve
HT WATER PRESSURE [I/C OUTLET] 68 ANALOGUE ANALOGUE - 44
208 PT27 FS2 INPUT OUTPUT
[0-4Bar=4-20mA] 4 69 CH2 CH2 0V 43

209 70 + 48
6
SPARE 71 ANALOGUE ANALOGUE - 47
INPUT FS3 INPUT OUTPUT
5 72 CH3 CH3 0V 46
210

C 73 + 51
211 8 ANALOGUE ANALOGUE
74 - 50
SPARE INPUT OUTPUT V25 CONTROL UNIT
INPUT FS4 CH4 CH4
75 0V 49 LINK SETTINGS
7
212 LINK LINK LINK
No. POSITION No. POSITION No. POSITION
+ 76 + 54
9 +ve -ve 1 A 31 B
LUB OIL PRESSURE 77 ANALOGUE ANALOGUE - 53
L725301 ANALOGUE COND. MODULE 2 A 32 B
213 INPUT OUTPUT LINK SETTINGS
PT07 FS5 3 B 33 B
[0-10Bar=4-20mA] 10 78 CH5 CH5 0V 52 LINK SETTING DESCRIPTION 4 B 34 B 64 B
A B No.
214 5 B 35 B 65 B
79 + 57 1
12 ANALOGUE CH.1 INTERNAL LOOP POWER 36 B 66 B
INPUT ANALOGUE 2
SPARE 80 - 56 7 A 37 B 67 A
INPUT FS6 CH6 OUTPUT 3
215 CH6 CH.2 INTERNAL LOOP POWER 8 A 38 B 68 A
11 0V 55 4
ECU 81 9 NO 39 B 69 A
5
10 NO 40 B 70 A
D + 14
82 + 60 6
CH.3 EXTERNAL LOOP POWER
11 NO 71 A
216 ANALOGUE 7
SPEED SETTING 83 INPUT ANALOGUE - 59 CH.4 EXTERNAL LOOP POWER 12 NO 72 A
DEMAND 4-20mA FS7 CH7 OUTPUT 8
CH7 13 NO 43 B 73 A
- 13 84 0V 58 9
217 CH.5 INTERNAL LOOP POWER 14 NO 74 A
10
15 NO 75 A
85 + 63 11
16 CH.6 EXTERNAL LOOP POWER 16 NO 76 A
ANALOGUE ANALOGUE 12
SPARE 86 - 62 17 B 47 A 77 A
218 INPUT OUTPUT 13
INPUT FS8
CH8 CH8 CH.7 EXTERNAL LOOP POWER 18 B 48 A 78 A
15 87 0V 61 14
19 B 49 A 79 A
15
219 CH.8 EXTERNAL LOOP POWER 20 A 50 A 80 A
16
21 B 51 A
FS3
FS9 22 A 52 B
TB4/21 41 1
220 23 B 53 B
FS4 4
H 104 2 24 B 54 B
TB4/38 42 PL4 BN 295
PL5 L 105 TO VIKING BCM - A BANK 25 B 55 B
E 221 SERIAL PORT COM 106
B 296
LINE 524 26 B
CH3 2 27 B
CAN BN 295
123 H 107 TO VIKING BCM - B BANK 28 B
36 +24v B 296
LINE 574
222 PL6 L 108 29 B
37 +24v
PWR COM 109 30 B
124 2
38 0v BN 291
223
A 98 RS485 MODBUS
39 0v B 292 COMMUNICATION
123

124

PL3 B 99
BK 293 TO MAA CONTROLLER C
COM 100
SERIAL PORT LINE 623
224 CH2
RS485 C
A 101
PL4 B 102
C
COM 103
225 SG
LINE 301 C
3 RS232 MODBUS
SERIAL PORT
F 226 CH1 PL1 2
COMMUNICATION
TO ECU
2 C 20.02.07 ECU INTERCONNECTING NUMBERS ADDED
RS232
5
1 C 07.06.06 ORIGINAL
227 SERIAL
CONECTION ISSUE
DATE AND
ALTERATION FILMED
COPYRIGHT C
228 EC[M]723101
DRAWN RJN CONTRACT :-

229 CHECKED RK280 - ECU TYPE 3

230
TITLE
INTEGRATED CONTROL &
MONITORING PANEL [ICAM]
G 231 SCHEMATIC

232 NOTES: APPROVED DRAWING No.

1. ENGINE SHOWN STATIONARY AND ALL RELAY DE-ENERGISED. DESIGN PRODUCTION L 5473
2. USE CABLE PART No. 02-002/02
SHEET 2 OF 10SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-EL
 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5473 Sht 3
LINE No.

300 24V DC - LINE 225

A VIKING 25 EFI

123

124
301
X01
EC[P]720501
BARRING GEAR DIS-ENGAGED
XS6
302 X02 20 DI 0v
4 START SOLENOID
391 DO-1
21 DI-1 5 LINE 1052
303 ECU
6 BOOST BYPASS VALVE SOLENOID
401 DO-2
REMOTE CONTROL TB4/22 43 23 DI-2 7 LINE 1052
LINE 1007 8 2 FROM 3 SLOWDOWNS
304 29 30 392 DO-3 LINE 1028
SPEEDSWITCH >50 RPM 25 DI-3 9
LINE 1032 10 ENABLE L.O.P HI SPEED SHUTDOWN
62 63 393 DO-4 LINE 1031 ECU
FIRE DETECTED 27 DI-4 11
305 459
LINE 1029 12 47 TB4/47 START AVLOS PUMP
55 56 394 DO-5
SHUTDOWN OPERATED 29 DI-5 13 399
SHUTDOWN
MODULE 14 DISENGAGE BACKUP MODE LINES 529/579
DO-6
B 306 ENABLE/DISABLE O/R TB4/23 44
405
31 DI-6 15
159
+VE LINE 526
460
16 48 TB4/48 IN GOVERNOR MODE
431 DO-7
33 DI-7 17
307 461
18 49 TB4/49 EMERG. O/R ENABLED
REMOTE DIGITAL 432 DO-8
TB4/24 45 35 DI-8 19
SPEED CONTROL
308 FAULT-GO TO IDLE/ TB4/25 46

124
RAMP RATE SELECT

309 2500G022P30
ANALOGUE PL10 PL1
STATUS INPUTS LINE 405
V25 I/O
310 PL8 EXPANDER
EC[P]722201
ANALOGUE PL8 2500G022P28 123
311 PL2
CONTROL LINES LINE 406
C
312
DIGITAL DIGITAL
CONNECTION CONNECTION
313 EC[P]722501 EC[P]722501
STOP TB4/26 110 DI-9 127
DO-9 119 TB4/39 START FUEL PUMPS
314 LOWER SPEED TB4/27 111 DI-10
DO-10 120 TB4/40 CONTROL STATIONS MATCHED
RAISE SPEED TB4/28 112 DI-11
315 DO-11 121 TB4/41 RUUNING AT IDLE SPEED
RESET TB4/29 113 DI-12
DO-12 122 TB4/42 START LUB OIL PUMP
316 START TB4/30 114 DI-13
DO-13 123
D GEARBOX AT NEUTRAL TB4/31 115 DI-14
TB4/43 STOP APPLIED

317 DO-14 124 TB4/44 COMMISSION ALARMS

GEARBOX START RELEASE TB4/32 116 DI-15
DO-15 125 TB4/45 CONTROLLER FAULT
SPARE 117 DI-16
318 INPUT
DO-16 126 TB4/46 ON-LINE
118
319

320

321
123

124

E
322
LINE 412

323

324 C

C
325
C

326 C

F 2 C 20.02.07 ECU INTERCONNECTING NUMBERS ADDED

327
1 C 19.06.06 ORIGINAL

328 DATE AND

ISSUE ALTERATION FILMED
COPYRIGHT C

329 DRAWN RJN CONTRACT :-

CHECKED RK280 - ECU TYPE 3

330

TITLE
INTEGRATED CONTROL &
331
MONITORING PANEL [ICAM]
G NOTES: SCHEMATIC
332 1. ENGINE SHOWN STATIONARY AND ALL RELAY DE-ENERGISED.

APPROVED DRAWING No.

DESIGN PRODUCTION L 5473

SHEET 3 OF 10SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-EL
 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5473 Sht 4 L725202 ANALOGUE INPUT MODULE
LINE NO. LINK SETTINGS
LINE NO.
450 LINK SET FUNCTION
400 10 C
A ANALOGUE INPUT 11 B
ADDRESS SETTING
MODULE 1 12 A CONTROL LINE SUPPLY
451
401
EC[M]725202
CH CHANNEL LINK SETTING
452 No. 1 2 3 4 5 6 7 8
402 Pt600/4-20mA 1 A A A A A A A A
2
1 CONVERTOR 2 A A A A A A A A
CRANKCASE OIL SPLASH No.1 [0-120°C] AICH1
1 3 A A A A A A A A
TE60 2 453
403 4 A A A A A A A A
5 A A A A A A A A
Pt600/4-20mA 454 6 A A A A A A A A
2
4 CONVERTOR 7 A A A A A A A A
404 [0-120°C] AICH2
CRANKCASE OIL SPLASH No.2 1 8 A A A A A A A A
TE61 5
455 9 A A A A A A A A
2500G022P30 PL1
405 PL10 LINE 309 10 A A A A A A A A
Pt600/4-20mA 11 A A A A A A A A
2
7 CONVERTOR
B CRANKCASE OIL SPLASH No.3
TE62 1
[0-120°C] AICH3
2500G022P28 PL2
456 12
13
B
B
B C B B B B A
B C B B B B A
406 8 PL8 LINE 311 14 B B C B B B B A
457 15 B B C B B B B A
407 Pt600/4-20mA 16 B B C B B B B A
2
10 CONVERTOR PL9
CRANKCASE OIL SPLASH No.4 [0-120°C] AICH4
1
TE63 11 458
408

Pt600/4-20mA PL7
2 459
13 CONVERTOR
409 [0-120°C] AICH5
CRANKCASE OIL SPLASH No.5 1
TE64 14
460
410
Pt600/4-20mA
2
16 CONVERTOR
[0-120°C] AICH6 461
C 411
CRANKCASE OIL SPLASH No.6
TE65
1
17 24V DC
LINE 322
FS2 3 123 462
412 Pt600/4-20mA
2
CONVERTOR 1 124
19
CRANKCASE OIL SPLASH No.7 [0-120°C] AICH7 PL11
1
TE66 20 463
413

Pt600/4-20mA 464
2
22 CONVERTOR
414 [0-120°C] AICH8
CRANKCASE OIL SPLASH No.8 1
TE67 23
465
415
Pt600/4-20mA
2
25 CONVERTOR
[0-120°C] AICH9 466
CRANKCASE OIL SPLASH No.9
D 416 TE68
1
26

467
417 Pt600/4-20mA
2
28 CONVERTOR
CRANKCASE OIL SPLASH No.10 [0-120°C] AICH10
1
TE69 29 468
418

Pt600/4-20mA 469
31 CONVERTOR
419 [0-120°C] AICH11
32
470
420
ECU FS1L
TB4/34 35 +
AICH12 471
421 15K -
E APPLY SLOWDOWN TB4/35 36
[SCS]
472
422 FS1M
38 +
AICH13
15K - 473
APPLY SLOWDOWN
423 [RESERVED] TB4/36 39
15K
FS1N 474
41 +
424 AICH14
HIGH CRANKCASE -
PRESSURE SLOWDOWN C
PS30 42 475
425 15K C
FS1O
44 +
METAL PARTICLE AICH15 476 C
426 DETECTED SLOWDOWN -

F MPD1
15K
45 2 C 20.02.07 ECU INTERCONNECTING NUMBERS ADDED
477
703 FS1P
427 4 5 491 1 C 19.06.06 ORIGINAL
47 +
MAA/DO-1 AICH16
MAA INITIATED SLOWDOWN -
LINE 703 478 DATE AND
492 ISSUE ALTERATION FILMED
428 48 COPYRIGHT C

479 DRAWN RJN CONTRACT :-

429
CHECKED RK280 - ECU TYPE 3
480
430
TITLE
INTEGRATED CONTROL &
431
481
MONITORING PANEL [ICAM]
G SCHEMATIC
482
NOTES:
432
1. ENGINE SHOWN STATIONARY, COLD, CLUTCH DIS-ENGAGED APPROVED DRAWING No.
AND ALL RELAYS DE-ENERGISED.
DESIGN PRODUCTION L 5473
433
SHEET 4 OF 10SHEETS

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 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5473 Sht 5
LINE NO. BANK CONTROL MODULE LINE NO. BANK CONTROL MODULE
[A BANK] [B BANK]
500 550
A
SKTB SKTB
501 + 551 +
1 1
C1 PUMP C1 PUMP
11 11
502 552

+ +
2 2
503 C2 PUMP 553 C2 PUMP
12 12

504 + 554 +
3 3
C3 PUMP C3 PUMP
13 13
505 555
+ +
4 4
B C4 PUMP
14
C4 PUMP
14
506 556

+ +
5 5
507 C5 PUMP 557 C5 PUMP
15 15

508 + 558 +
25 25
C6 PUMP C6 PUMP
35 35
509 559
+ +
24 24
C7 PUMP C7 PUMP
510 34 560 34

+ +
C 511 C8 PUMP
23
561 C8 PUMP
23

33 33

512 + 562 +
22 22
C9 PUMP C9 PUMP
32 32
513 563
+ +
21 21
C10 PUMP C10 PUMP
514 31 564 31

515 565
SKTA SKTA
ECU ECU
FS23 153 FS24 154
2 2
D 516
TB4/3 13 153
MODULE 24V 566
TB4/4 23 154
MODULE 24V

12 MODULE 24V 12 MODULE 24V

FS30 160 FS32 162
517 1 SOLENOID SUPPLY 567 1 SOLENOID SUPPLY
TB4/10 14 160 TB4/12 24 162
11 SOLENOID SUPPLY 11 SOLENOID SUPPLY
160 162
518 15 21 SOLENOID SUPPLY 568 25 21 SOLENOID SUPPLY
FS31 161 FS33 163
31 0V 31 0V
TB4/11 16 161 TB4/13 26 163 NOTES:
519 32 0V 569 32 0V 1. ENGINE SHOWN STATIONARY, COLD, CLUTCH DIS-ENGAGED
161 163 AND ALL RELAYS DE-ENERGISED.
33 0V 33 0V
17 27 2. USE CABLE PART No. 03-013/01
161 163
520 34 0V 570 34 0V 3.MOLEX CONNECTOR WITH TERMINATION RESISTOR.
161 163 REMOVABLE FOR TEST PURPOSES.
19 No. OF CYLINDERS ID1 19 No. OF CYLINDERS ID1 LINK FITTED TO ALIGN THE CONNECTOR.
18 161 28 163 4. LINKS FITTED TO SELECT OPERATING MODE AS FOLLOWS:
521 20 FUEL SYSTEM ID2 571 20 FUEL SYSTEM ID2
E 161
40 BCM ID2
163
30 BCM ID1
12 CYL = T19 to T22, T29 to T32
16 CYL = T19 to T21, T29 to T31
19 161 591 29 163 596 20 CYL = DEFAULT [T21, T22, T31 & T32 NOT CONNECTED]
522 20 10 FUEL SYSTEM ID1 572 30 10 FUEL SYSTEM ID1
592 597 CCW ROTATION = T19 to T20, T29 to 30
4 21 29 No. OF CYLINDERS ID2 4 31 29 No. OF CYLINDERS ID2 CW ROTATION = DEFAULT [T20 & T30 NOT CONNECTED]
593 598
523 22 39 No. OF CYLINDERS ID3 573 32 39 No. OF CYLINDERS ID3
BN 295 BN 295
4 CAN H 4 CAN H
CANBUS TO EFI CONTROLLER CANBUS TO EFI CONTROLLER
LINE 221 B 296 LINE 222 B 296 C
524 5 CAN L 574 5 CAN L

LINE 1031 3 CAN SCN 3 3 CAN SCN C

59 60 120R 120R 2039
14 CAN H BN 14 CAN H
525 575
159

SHUTDOWN MODULE B C
2040
FS29 ECU 15 CAN L 15 CAN L
TB4/15 33 C
526 LINE 306 13 CAN SCN 576 13 CAN SCN
a a
F DECREASE SPEED TB4/16 34
352
28 DECREASE SPEED
352
28 DECREASE SPEED 2 C 20.02.07 ECU INTERCONNECTING NUMBERS ADDED
b 353 b 353
527 INCREASE SPEED TB4/17 35 18 INCREASE SPEED 577 18 INCREASE SPEED
c c 1 C 19.06.06 ORIGINAL
354 354
START TB4/18 36 8 START 8 START
d 355 d 355 DATE AND
528 STOP TB4/19 37 38 STOP 578 38 STOP ISSUE ALTERATION FILMED
COPYRIGHT C
38 e 356 e 356
9 CHECK LOCAL PANEL 9 CHECK LOCAL PANEL
CHECK LOCAL PANEL TB4/20 39
399 399 DRAWN RJN CONTRACT :-
529 LINE 306 37 DISENGAGE BACK-UP 579 LINE 306 37 DISENGAGE BACK-UP
191
6 CRANK SENSOR 1
191
6 CRANK SENSOR 1 CHECKED RK280 - ECU TYPE 3
192 192
530 16 CAM SENSOR 1 580 16 CAM SENSOR 1
LINE 108 193
7 CRANK SENSOR 2
LINE 111 193
7 CRANK SENSOR 2
TITLE
INTEGRATED CONTROL &
531
194
17 CAM SENSOR 2 581
194
17 CAM SENSOR 2 MONITORING PANEL [ICAM]
G SCHEMATIC
532 0.62mm 582 0.62mm
APPROVED DRAWING No.

DESIGN PRODUCTION L 5473

533 583
SHEET 5 OF 10SHEETS

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 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5473 Sht 6

LINE NO.

A 600
VIKING 25 MAA
601
PERCEPTION
HEADS
EC[P]720501
90
ST6 88 SPEED
A BANK INPUT
TURBO- 89 CH1
602 CHARGER

603 93
ST7 91 SPEED
B BANK INPUT
92 CH2
TURBO-
604 CHARGER

HARNESS
ANALOGUE
ANALOGUE 2500G022P27 CONDITIONING
605
CONDITIONING
B EC[M]722801 64 + 42
+
606 26 +ve -ve ANALOGUE ANALOGUE 3
LUB OIL PRESSURE FILTER INLET 65 - 41
PT14 FS9 INPUT OUTPUT 2
[0-10Bar=4-20mA] 27 66 CH1 CH1 0V 40 1
607
67 + 45
29 +ve -ve ANALOGUE ANALOGUE 6
68 - 44

EC[P]722601
SPARE INPUT OUTPUT 5
608 INPUT FS10
30 69 CH2 CH2 0V 43 4

609
2 70 + 48
33
Pt1000/4-20mA ANALOGUE ANALOGUE 9
CONVERTOR 71 - 47
L.O COOLER INLET INPUT OUTPUT 8
TE13 1 [0-150°C] CH3 CH3
610 32 72 0V 46 7

C 2
36
73 + 51
611 Pt1000/4-20mA PL2 ANALOGUE ANALOGUE PL1 12
L.O ENGINE INLET CONVERTOR 74 - 50
INPUT OUTPUT 11 V25 CONTROL UNIT
TE14 1 [0-150°C]
35 75 CH4 CH4 0V 49 10 LINK SETTINGS
612 LINK LINK LINK
No. POSITION No. POSITION No. POSITION
76 + 54
38 1 A 31 B
ANALOGUE ANALOGUE 15 L722801 ANALOGUE COND. MODULE
613 SPARE 77 - 53 2 A 32 B
FS13 INPUT OUTPUT 14 LINK SETTINGS
INPUT CH5 CH5 3 B 33 B
39 78 0V 52 13 LINK SETTING DESCRIPTION 4 B 34 B 64 B
A B No.
614 5 B 35 B 65 B
+ 79 + 57 1 CH.8 O/S TEST SWITCH DISABLED
40 +ve -ve ANALOGUE 36 B 66 B
INPUT ANALOGUE 18 2
CONTROL AIR PRESSURE 80 - 56 7 A 37 B 67 A
PT15 FS14 CH6 OUTPUT 17 3
615 CH6 8 A 38 B 68 A
[0-10Bar=4-20mA] 41 0V 55 16 4 CH.3 RTD INPUT SELECTED
81 9 NO 39 B 69 A
5
10 NO 40 B 70 A
D + 82 + 60 6
11 NO 71 A
616 44 +ve -ve ANALOGUE 21 7
LUB OIL PRESSURE [ENGINE INLET] 83 INPUT ANALOGUE - 59 12 NO 72 A
PT23 FS15 CH7 OUTPUT 20 8
[0-10Bar=4-20mA] CH7 13 NO 43 B 73 A
45 84 0V 58 19 9 CH.4 RTD INPUT SELECTED
617 14 NO 74 A
10
15 NO 75 A
+ 85 + 63 11
46 +ve -ve 16 NO 76 A
LUB OIL PRESSURE [PUMP OUTLET] ANALOGUE ANALOGUE 24 12
618 PT05 86 - 62 17 B 47 A 77 A
FS16 INPUT OUTPUT 23 13
[0-10Bar=4-20mA] CH8 CH8 18 B 48 A 78 A
48 87 0V 61 22 14 CH.5 RTD INPUT NOT SELECTED
19 B 49 A 79 A
15
619 20 A 50 A 80 A
16
21 A 51 A
17 CH.8 O/S TEST SWITCH DISABLED
22 A 52 B
1 18
620 ECU CH.6 EXTERNAL LOOP POWER 23 B 53 B
4 19
FS21 H 104 24 B 54 B
PL8 20
TB4/1 51 PL5 L 105 CH.7 INTERNAL LOOP POWER 25 B 55 B
E 621 FS22 SERIAL PORT COM 106
21
26 B
TB4/2 52 CH3 27 B
CAN BN
167 H 107 CANBUS COMMUNICATION 28 B
36 +24v B
TO ECU [DI CONTROLLER]
622 PL6 L 108 29 B
37 +24v
PWR COM 109 30 B
168 2
38 0v BN 291
623
A 98 RS485 MODBUS
39 0v B 292 COMMUNICATION
PL3 B 99
BK 293 TO EFI CONTROLLER C
167

168

COM 100
SERIAL PORT LINE 223
624 CH2
RS485 C
A 101
PL4 B 102
C
COM 103
625 SG
LINE 701 C
3 BN
RS485 MODBUS/RS232 VIKING 25
SERIAL PORT
F 626 CH1 PL1 2
B
BK
COMMUNICATION
TO ECU
2 C 20.02.07 ECU INTERCONNECTING NUMBERS ADDED
RS232
5
1 C 19.06.06 ORIGINAL
627 SERIAL
CONECTION ISSUE
DATE AND
ALTERATION FILMED
COPYRIGHT C
628 EC[M]723101
DRAWN RJN CONTRACT :-

629 CHECKED RK280 - ECU TYPE 3

630
TITLE
INTEGRATED CONTROL &
MONITORING PANEL [ICAM]
G 631 SCHEMATIC

632 NOTES: APPROVED DRAWING No.

1. ENGINE SHOWN STATIONARY AND ALL RELAY DE-ENERGISED. DESIGN PRODUCTION L 5473
2. USE CABLE PART No. 02-002/02
SHEET 6 OF 10SHEETS

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 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5473 Sht 7
LINE No.

700

A 24V DC - LINE 625

VIKING 25 MAA
701
EC[P]720501

167

168
702 20 DI 0v
ECU 4 SLOWDOWN DEMAND TO EFI CONTROLLER ECU
DO-1
ALARM RESET TB4/75 21 DI-1 5 LINE 428 -VE
703 6
DO-2 625
ALARM BLOCK TB4/76 23 DI-2 7 54 TB4/72 ALARM ACTIVE
8
704 DO-3 624
ALARM MUTE TB4/77 25 DI-3 9 53 TB4/71 HEALTHY
10
SPARE DO-4 626
SELECT MODBUS TB4/78 27 DI-4 11 55 TB4/73 AUDIBLE
705 I/P
12 H.M.B.T SHUTDOWN
DO-5
29 DI-5 13 LINE 1027
14
DO-6
B 706 SPARE
I/P
31 DI-6 15
16
SPARE DO-7
33 DI-7 17
707 I/P
18
SPARE DO-8
35 DI-8 19
I/P
708

168
709 2500G022P35
ANALOGUE PL10 PL1
STATUS INPUTS LINE 955

2500G022P34
V25 I/O
710 DIGITAL PL13
STATUS INPUTS LINE 1021
PL8 EXPANDER
EC[P]722201
SHUTDOWN PL11 2500G022P29
711 CONTROL LINES LINE 1024 PL2
C ANALOGUE PL8
CONTROL LINES LINE 956
712
DIGITAL DIGITAL
CONNECTION CONNECTION
713 EC[P]722501 EC[P]722501
110 DI-9 127
DO-9 119
714 111 DI-10
DO-10 120
112 DI-11
715 DO-11 121
113 DI-12
SPARE DO-12 122
I/P's
716 114 DI-13
DO-13 123
D 115 DI-14
717 DO-14 124
116 DI-15
DO-15 125
718 117 DI-16
DO-16 126
118
719

720

721

E
167

168

722

LINE 810
723

724 C

C
725
C

726 C

F 2 C 20.02.07 ECU INTERCONNECTING NUMBERS ADDED

727
1 C 19.06.06 ORIGINAL

728 DATE AND

ISSUE ALTERATION FILMED
COPYRIGHT C

729 DRAWN RJN CONTRACT :-

CHECKED RK280 - ECU TYPE 3

730

TITLE
INTEGRATED CONTROL &
731
MONITORING PANEL [ICAM]
G NOTES: SCHEMATIC
732 1. ENGINE SHOWN STATIONARY AND ALL RELAY DE-ENERGISED.

APPROVED DRAWING No.

DESIGN PRODUCTION L 5473

SHEET 7 OF 10SHEETS

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 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5473 Sht 8
LINE NO.
LINE NO. L725101 ANALOGUE INPUT MODULE
850 LINK SETTINGS
800 ANALOGUE INPUT ANALOGUE INPUT
A MODULE 2 MODULE 3
LINK SET FUNCTION
851 10 C
EC[M]725101 EC[M]725203 ADDRESS SETTING
801 11 B
12 A CONTROL LINE SUPPLY
852
802 TC/6-20mA Pt1000/4-20mA CH LINK SETTING
1 2
1 CONVERTOR 1 CONVERTOR No. 1 2 3 4 5 6 7 8
EXHAUST CYLINDER A1 [0-800°C] AICH1 [0-150°C] AICH1
TE16 2 CHARGE AIR - ENGINE INLET 1 1 A A A B A A A A
2 853 2
TE03
803 2 A A A B A A A A
3 A A A B A A A A
TC/6-20mA 854 Pt1000/4-20mA 4 A A A B A A A A
1 2
4 CONVERTOR 4 CONVERTOR 5 A A A B A A A A
804 EXHAUST CYLINDER A2 [0-800°C] AICH2 [0-150°C] AICH2
TE17 2 L.T WATER L.O COOLER INLET 1 6 A A A B A A A A
5 TE11 5
855 7 A A A B A A A A
2500G022P37 PL11
805 PL11 LINE 905 PL10 8 A A A B A A A A
TC/6-20mA Pt1000/4-20mA 9 A A A B A A A A
1 2
7 CONVERTOR 7 CONVERTOR
B EXHAUST CYLINDER A3 2
[0-800°C] AICH3
2500G022P36 PL9
856
AIR INTAKE [A BANK] 1
[0-150°C] AICH3
10
11
A
A
A A B A A
A A B A A
A
A
A
A
806 TE18 8 PL9 8 PL8
LINE 906 TE54
12 A A A B A A A A
857 13 A A A B A A A A
807 TC/6-20mA Pt1000/4-20mA 14 B B B A B A B B
1 2500G022P32 2
10 CONVERTOR PL10 a 10 CONVERTOR PL9 15 A A B B B A B B
EXHAUST CYLINDER A4 [0-800°C] AICH4 [0-150°C] AICH4
TE19 2 AIR INTAKE [B BANK] 1 16 A A B B B A B B
11 858 11 a
TE55
808
2500G022P31 L725203 ANALOGUE INPUT MODULE
TC/6-20mA PL8 b Pt1000/4-20mA PL7 LINK SETTINGS
1 859 2
13 CONVERTOR 13 CONVERTOR b
809 EXHAUST CYLINDER A5 [0-800°C] AICH5 [0-150°C] AICH5
2 H.T JACKET WATER [PUMP INLET] 1
TE20 14 14 LINK SET FUNCTION
TE08
860 10 A
ADDRESS SETTING
810 11 D
TC/6-20mA 24V DC Pt1000/4-20mA 12 A CONTROL LINE SUPPLY
1
CONVERTOR LINE 722 2
CONVERTOR
16 861 16
[0-800°C] AICH6 [0-150°C] AICH6
C 811
EXHAUST CYLINDER A6
TE21
2
17
FS2 3 167
H.T WATER C.A COOLER INLET
TE09
1
17
FS2 3 891 CH LINK SETTING
1 168 1 892 No. 1 2 3 4 5 6 7 8
PL13 862 PL12 1 A A A A A A A A
812 TC/6-20mA Pt1000/4-20mA 2 A A A A A A A A
1 2
19 CONVERTOR 19 CONVERTOR 3 A A A A A A A A
EXHAUST CYLINDER A7 [0-800°C] AICH7 [0-150°C] AICH7
2 L.T WATER L.O COOLER OUTLET 1 4 A A A A A A A A
TE22 20 3 891 863 20 3 893
TE12
813 5 A A A A A A A A
1 892 1 894
6 A A A A A A A A
PL12 PL11
1 TC/6-20mA 864 Pt1000/4-20mA 7 A A A A A A A A
2
22 CONVERTOR 22 CONVERTOR 8 A A A A A A A A
814 EXHAUST CYLINDER A8 [0-800°C] AICH8 [0-150°C] AICH8 LINE 910
2 L.T WATER INTLET 1
TE23 9 A A A A A A A A
23 TE51 23
865 10 A A A A A A A A
815 11 A A A A A A A A
1 TC/6-20mA Pt1000/4-20mA 12 B A B C B B B A
2
25 CONVERTOR 25 CONVERTOR 13 B A B C B B B A
EXHAUST CYLINDER A9 [0-800°C] AICH9 866 FUEL OIL SUPPLY RAIL [0-150°C] AICH9
2
TEMPERATURE
D 816 TE24
26 TE15
1
26
14
15
B
B
A B C B B
A B C B B
B
B
A
A
867 16 B A B C B B B A
817 1 TC/6-20mA Pt1000/4-20mA
2
28 CONVERTOR 28 CONVERTOR
EXHAUST CYLINDER A10 [0-800°C] AICH10 FUEL OIL RETURN RAIL [0-150°C] AICH10
2 1
TE25 868 TEMPERATURE
29 TE52 29
818

1 TC/6-20mA 869 2 Pt1000/4-20mA

31 CONVERTOR 31 CONVERTOR
819 TURBOCHARGER INLET A BANK [0-800°C] AICH11 [0-150°C] AICH11
2 H.T WATER ENGINE OUTLET 1
TE04 32 32
TE10
870
820
1 TC/6-20mA FS1L
CONVERTOR +
34 871 HT WATER PRESSURE [PUMP OUTLET] 35 +
TURBOCHARGER OUTLET A BANK 2 [0-800°C] AICH12 AICH12
821 TE05 PT04 -
E 35 [0-6Bar=4-20mA]
36
872
822 TC/6-20mA FS1M
1 +
37 CONVERTOR 38 +
[0-800°C] AICH13 LT WATER PRESSURE [PUMP OUTLET] AICH13
CHARGE AIR - T/C OUTLET A BANK -
2
873 PT06
TE01 38 [0-6Bar=4-20mA]
823 39

+
FS1N 874 FS1N
40 + +
824 AICH14 FUEL PRESSURE BEFORE FILTER 41 +
FUEL LEAKAGE - - PT16 AICH14
41 -
LS01 [0-10Bar=4-20mA] C
SIG
42 875 42
825 C
+
FS1O +
FS1O
43 + 876 44 +
SUMP LEVEL HIGH FUEL OIL PRESSURE ENGINE SUPPLY RAIL AICH15 C
826 - AICH15 PT08 -
LS02a
F 44
[0-10Bar=4-20mA] 45 2 C 20.02.07 ECU INTERCONNECTING NUMBERS ADDED
877
827 FS1P FS1P 1
+ + C 19.06.06 ORIGINAL
START AIR PRESSURE 46 + AIR MANIFOLD PRESSURE [AFTER I/C] 47 +
AICH16
PT09 - AICH16 878 PT24 -
[0-40Bar=4-20mA] [0-4Bar=4-20mA] DATE AND
828 47 48 ISSUE ALTERATION FILMED
COPYRIGHT C

879 DRAWN RJN CONTRACT :-

829
CHECKED RK280 - ECU TYPE 3
880
830
TITLE
INTEGRATED CONTROL &
831
881
MONITORING PANEL [ICAM]
G NOTES: SCHEMATIC
1. ENGINE SHOWN STATIONARY, COLD, TANKS EMPTY 882
832 AND ALL RELAYS DE-ENERGISED.
APPROVED DRAWING No.

DESIGN PRODUCTION L 5473

833
SHEET 8 OF 10SHEETS

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It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-EL
 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5473 Sht 9
LINE NO.
LINE NO.
L725101 ANALOGUE INPUT MODULE
LINK SETTINGS
950
900 ANALOGUE INPUT ANALOGUE INPUT
A MODULE 4 MODULE 5
LINK SET FUNCTION
10 D
951 ADDRESS SETTING
901
EC[M]725101 EC[M]725203 11 A
12 A CONTROL LINE SUPPLY

952
TC/6-20mA Pt1000/4-20mA CH LINK SETTING
902 1 2
EXHAUST CYLINDER B1 1 CONVERTOR 1 CONVERTOR No. 1 2 3 4 5 6 7 8
TE26 2 [0-800°C] AICH1 1 [0-150°C] AICH1
MAIN BEARING No.1 1 A A A B A A A A
2 953 2
TE39 2 A A A B A A A A
903
3 A A A B A A A A
TC/6-20mA Pt1000/4-20mA 4 A A A B A A A A
1 954 2
4 CONVERTOR 4 CONVERTOR 5 A A A B A A A A
904 EXHAUST CYLINDER B2 AICH2 AICH2
2 [0-800°C] 1 [0-150°C] 6 A A A B A A A A
TE27 MAIN BEARING No.2
5 5
TE40 7 A A A B A A A A
2500G022P37 PL11 955 2500G022P35 PL1
PL11 PL10 8 A A A B A A A A
905 LINE 805 LINE 709
TC/6-20mA Pt1000/4-20mA 9 A A A B A A A A
1 2
EXHAUST CYLINDER B3 7 CONVERTOR 7 CONVERTOR 10 A A A B A A A A
B TE28 2 [0-800°C] AICH3
2500G022P36 PL9
956
MAIN BEARING No.3 1 [0-150°C] AICH3
2500G022P29 PL2 11 A A A B A A A A
906 8 PL9 8 PL8
LINE 806 TE41 LINE 711 12 A A A B A A A A
13 A A A B A A A A
957
TC/6-20mA Pt1000/4-20mA 14 A A B B B A B B
907 1 2
10 CONVERTOR PL10 2500G022P32 10 CONVERTOR PL9 15 A A B B B A B B
EXHAUST CYLINDER B4 a
2 [0-800°C] AICH4 1 [0-150°C] AICH4
TE29 MAIN BEARING No.4 16 B B B B B A B B
11 958 11 a
TE42
908
2500G022P31
L725203 ANALOGUE INPUT MODULE
PL8 b PL7 LINK SETTINGS
1 TC/6-20mA 2 Pt1000/4-20mA
13 959 13
CONVERTOR CONVERTOR b
909 EXHAUST CYLINDER B5 2 [0-800°C] AICH5 1 [0-150°C] AICH5
14 MAIN BEARING No.5 14 LINK SET FUNCTION
TE30 TE43
10 B
960 ADDRESS SETTING
11 C
910
TC/6-20mA 24V DC Pt1000/4-20mA 12 A CONTROL LINE SUPPLY
1 2
16 CONVERTOR LINE 864 16 CONVERTOR
EXHAUST CYLINDER B6 AICH6 961 AICH6
[0-800°C] [0-150°C]
C 911
TE31 2
17
FS2 3 893
MAIN BEARING No.6
TE44
1
17
FS2 3 991 CH LINK SETTING
1 894 1 992 No. 1 2 3 4 5 6 7 8
PL13 PL12 1 A A A A A A A A
962
TC/6-20mA Pt1000/4-20mA 2 A A A A A A A A
912 1 2
19 CONVERTOR 19 CONVERTOR 3 A A A A A A A A
EXHAUST CYLINDER B7 AICH7 AICH7
2 [0-800°C] 1 [0-150°C] 4 A A A A A A A A
TE32 MAIN BEARING No.7
20 3 991 963 20 3 993
TE45 5 A A A A A A A A
913 1 992 1 994 6 A A A A A A A A
PL12 PL11 7 A A A A A A A A
1 TC/6-20mA 964 2 Pt1000/4-20mA
22 CONVERTOR 22 CONVERTOR 8 A A A A A A A A
914 EXHAUST CYLINDER B8 2 [0-800°C] AICH8 [0-150°C] AICH8 LINE 1018
MAIN BEARING No.8 1 9 A A A A A A A A
TE33 23 23
TE46 10 A A A A A A A A
965
11 A A A A A A A A
915
1 TC/6-20mA Pt1000/4-20mA 12 B A B C B B B A
2
25 CONVERTOR 25 CONVERTOR 13 B A B C B B B A
EXHAUST CYLINDER B9 AICH9 966 AICH9
2 [0-800°C] MAIN BEARING No.9 1 [0-150°C] 14 B A B C B B B A
TE34
D 916 26 TE47 26
15 B A B C B B B A
16 B A B C B B B A
967
917
1 TC/6-20mA 2 Pt1000/4-20mA
28 CONVERTOR 28 CONVERTOR
EXHAUST CYLINDER B10 AICH10 AICH10
2 [0-800°C] MAIN BEARING No.10 1 [0-150°C]
TE35
29 968 TE48 29
918

1 TC/6-20mA 969
2 Pt1000/4-20mA
31 CONVERTOR 31 CONVERTOR
919 TURBOCHARGER INLET A BANK 2 [0-800°C] AICH11 1 [0-150°C] AICH11
32 MAIN BEARING No.11 32
TE06 TE49
970
920
1 TC/6-20mA +
FS1L
34 CONVERTOR 35 +
TURBOCHARGER OUTLET B BANK AICH12 971 CHARGE AIR PRESSURE [T/C OUT A BANK] AICH12
2 [0-800°C] -
TE07 PT01
921 35
E [0-4Bar=4-20mA] 36
972
922 1 TC/6-20mA +
FS1M
37 CONVERTOR 38 +
[0-800°C] AICH13 CHARGE AIR PRESSURE [T/C OUT B BANK] AICH13
CHARGE AIR - T/C OUTLET B BANK 2 -
38 973 PT02
TE02
[0-4Bar=4-20mA] 39
923

+
FS1N 974 +
FS1N
40 + 41 +
924 FUEL PRESSURE ENGINE RETURN RAIL AICH14 LT WATER PRESSURE [L.O COOLER OUTLET] AICH14
- PT11 -
PT22 C
[0-10Bar=4-20mA] [0-4Bar=4-20mA] 42
41 975
925 C
+
FS1O +
FS1O
43 + HT WATER PRESSURE [I/C OUTLET] 44 +
AICH15 976 AICH15 C
SUMP LEVEL LOW - PT10 -
926 [0-4Bar=4-20mA]
LS02b
F 44 45
2 C 20.02.07 ECU INTERCONNECTING NUMBERS ADDED
977
927 FS1P +
FS1P
46 + 47 + 1 C 19.06.06 ORIGINAL
AICH16 SEA WATER PRESSURE [PUMP OUTLET] AICH16
BOOST BYPASS VALVE OPEN - PT34 -
978 DATE AND
XS04 [0-6Bar=4-20mA]
928 48 48 ISSUE ALTERATION FILMED
COPYRIGHT C

979 DRAWN RJN CONTRACT :-

929
CHECKED RK280 - ECU TYPE 3
980
930
TITLE
INTEGRATED CONTROL &
931
981
MONITORING PANEL [ICAM]
G SCHEMATIC
982 NOTES:
932 1. ENGINE SHOWN STATIONARY, COLD, TANKS EMPTY
AND ALL RELAYS DE-ENERGISED. APPROVED DRAWING No.

DESIGN PRODUCTION L 5473

933
SHEET 9 OF 10SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-EL
 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5473 SHT 10
LINE NO.
ECU
FS11 DIODES MOUNTED INSIDE TERMINAL
1000 131 1050 131
SOL +VE SUPPLY TB4/51 59
FS12
A SOL -VE SUPPLY TB4/52 60
132 132

1001 604 1051 X13 X13

50 RPM TB4/53 61 303 SOV1
4 5 1011
603 X11 X14 START SOLENOID
ANY SHUTDOWN TB4/54 62 EFI/DO-1
1002 602 1052 X15 X15
ECP/REMOTE E.STOP APPLIED TB4/55 63 304 SOV2
6 7 1012
601 X12 X16 BOOST BYPASS VALVE
ENGINE E.STOP CONTACT TB4/56 64 EFI/DO2 SOLENOID
1003 1053
ENGINE SHUTDOWN PT1000 TRIP AMP. MODULE 7
MODULE 9 EC[M]725701
1004 EC[M]724402 1054 FS1
125

125

126
1
67 126
31 2
1005 1055
RS-2 32
RL1 3 NOT
132
68 USED
4
B 1006 1056
HIGH H.T WATER
2
9
TEMPERATURE RL2 15K
SHUTDOWN 1 125
1007 1002 1057 TE56 10 RL1 5 INPUT
b 33 HS 123 HIGH
29 SPEEDSWITCH 1006
LINE 1061 RS-3 RUNNING LEVEL 6 LINE 1025
1001 392
a 34 RS 30 304
1008 1058

131 41
X03 6 SPEEDSWITCH 125
1009 1059 1
ENGINE
601 43 MODULE 8
X04 SR1-4 126
EMERGENCY 33K 125
7 SD-1 EC[M]723003 4
STOP X05 8 SR2-4 44
1010 PUSH-BUTTON
XS2
1003 45
1060 ECU
X06 SR3-4 616
9 SD-4 MAX. ENGAGE [450 RPM] TB4/63 71 18 CH3 MAX. ENGAGE [450 RPM/2280Hz]
46
SR4-4 1001
1011 1061 17
C ENGINE
EMERGENCY SR5-4
47
LINE 1007
a CH2 RUNNING [50 RPM/253.3Hz]
33K 601 1002
STOP 25 CH 13 WIRE BREAK 48 b 16 CH1 OVERSPEED [1150 RPM/5807Hz]
1012 PUSH-BUTTON SR6-4 1062
XS3 26 CH 14 WIRE BREAK 49
SR7-4 621
50 TB4/41 79 12
1013 SR8-4 1063 ENGINE SPEED
125 4 - 20 mA = 0 - 1200 RPM 622
1 51 TB4/42 80 13
SR9-4
ECU 51
1014 612 SR11-4 1064
LATCH COMMISSION TB4/58 66 5
FS5 52
125 CP-4 SD-5
+VE SUPPLY TB4/62 70
1015 FS6 53 1065
126 WB-2 FLYWHEEL 10
-VE SUPPLY TB4/64 72 3
304 TEETH 8 FSD = 6080 Hz [1200 RPM]
617
COMMISSION PROTECTIONS TB4/65 73 10 9
1016 1066 ST8
613
D COMMISSION TB4/59 67 11
SD-2

1017 614 CP 1067

RESET TB4/60 68 24

L723003 SPEEDSWITCH MODULE - LINK SETTINGS

1003 LINK SETTING
1018 13 SR 1068
615 1 DESCRIPTION SENSING
GEARBOX LOW [CLUTCH/LUB] TB4/61 69 24V DC A B No.
OIL PRESSURE SHUTDOWN LINE 964 1
610 PERCEPTION HEAD PASSIVE
1019 FIRE DETECTED TB4/57 65 SR 993 1069 2
14 35 +
2 994 A
40 - B
LOW L.O 15K 3&4 FREQUENCY RANGE 4-6 KHz
1020 125 1070 C NOTES:
PRESSURE X07
SHUTDOWN D
1004 1. ENGINE SHOWN STATIONARY AND ALL RELAYS DE-ENERGISED.
Hi SPEED X08 15 SR 2500G022P34 5 TEST IDLE ENABLED
PS25 CH-1 3 PL13 STATUS INPUTS PL8 2. SPARE WIRE NUMBERS: 1000, 1010, 1013-1099
1021 15K LINE 710 1071 6 OUTPUT 4-20 mA
LOW L.O 125 LK19 7
X09
E PRESSURE
SHUTDOWN 1005
SR PL11 8
PERCEPTION HEAD PASSIVE

Lo SPEED X10 16 9
1022 CP-1 4 1072 OUTPUT POWER SOURCE INTERNAL
PS26 10
LK20 PL12
L724402 SHUTDOWN MODULE - LINK SETTINGS
1023 SR 1073 LINK SETTING LED
17 DESCRIPTION
CP-2 5 A B No. SENSING No. COLOUR
2500G022P29 CONTROL LINES PL2
LK21 PL10 1 ON EMERGENCY STOP 1 RED
LINE 711
1024 1074 2 ON EMERGENCY STOP [ENGINE] 2 RED C
HIGH H.T WATER 125
TEMPERATURE 13 3 ON LOW OIL PRESSURE - Hi SPEED 3 RED
SHUTDOWN 1006 SR 4 ON LOW OIL PRESSURE - Lo SPEED 4 RED C
18 6 14
1025 LINE 1057 CP-3 SPARE INPUTS 1075 5 ON GEARBOX LOW OIL PRESSURE 5 RED
15
LK22 16 6 ON HIGH H.T WATER TEMPERATURE 6 RED C
7 ON HIGH MAIN BEARING TEMPERATURE 7 RED
1026 1007 SR 1076 8 OFF 2 FROM 3 SLOWDOWN INITIATED S/D 8 RED C
19 7
9 OFF OVERSPEED 9 RED
F 15K
705
10 OFF NOT USED 10 RED 2 C 20.02.07 ECU INTERCONNECTING NUMBERS ADDED
1027 HIGH MAIN BEARING 12 13 1008 SR 1077 11 ON FIRE DETECTED 11 RED
TEMPERATURE 20 8
[IF SELECTED IN MAA] MAA/DO-5 12 ON SPEEDSWITCH 12 RED 1 C 19.06.06 ORIGINAL
13 ON EFI SHUTDOWN CIRCUIT 13 RED
1028 304 1078 14 ON - - DATE AND
2 FROM 3 SLOWDOWNS 8 9 SR CHANNEL 13 -VE WIRE BREAK ISSUE ALTERATION FILMED
INITIATED SHUTDOWN 21 9 123 15 ON - - COPYRIGHT C
EFI/DO-03 56 ANY SHUTDOWN
+ 394 LINE 305 16 OFF NOT USED 14 RED
1029 HS-1 55 1079
SD-3 ECU 17 ON
CHANNEL 14 -VE WIRE BREAK
- - DRAWN RJN CONTRACT :-
618
ANY Ch.
OPERATED
SD 58 74 TB4/66 PROTECTION TRIPPED
-
18
-
ON
- WIRE BREAK CIRCUIT HEALTHY
-
15
-
GREEN CHECKED
RK280 - ECU TYPE 3
125
1030 57 1080 19 OFF COMMISSION OVERRIDE - -
SD-6
LK28 SR 355 20 OFF COMMISSION OVERRIDE - -
23
11 60
159
ANY SHUTDOWN TO BCM
LINE 525 21 ON COMMISSION OVERRIDE - -
TITLE
INTEGRATED CONTROL &
1031
ENABLE HI SPEED
305 SD-7
59 1081 22 OFF COMMISSION OVERRIDE - - MONITORING PANEL [ICAM]
G LOW L.O PRESSURE
10
EFI/DO-04
11 1009
12 CH 62
123
FIRE DETECTED TO EFI CONTROLLER
A
A
23
24
-
-
BOARD ADDRESS
BOARD ADDRESS
-
-
-
- SCHEMATIC
SHUTDOWN
1032 DISABLE 393 LINE 304 1082 25 ON 12V PULL UP - -
SPEED SWITCH 61 63
SR11-3 26 ON POWER RAIL - -
CHECK APPROVED DRAWING No.
[NOT USED] 27 ON SR11 SELECTED AS SHUTDOWN - -
28 ON SR11 LATCHED - - DESIGN PRODUCTION L 5473
29 ON - -
125

126

FIRE DETECTED SR11-3 CONTACT

30 ON TO TERMINALS T62 & T63 - - SHEET 10 OF 10SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-EL
 E

F
B

G
A

111
No.

119
118
117
116
115
114
113
112
110

132
131
130
129
128
127
126
125
124
123
122
121
120
109
108
107
106
105
104
103
102
101
100
DRG.

LINE No.
1

CABLES

" No.3
" No.2
SOT

A-EFI
A-EXH

EARTH BAR FOR

IS +VE w.r.t CORE 2.

1 2
1 2
SHEET No.1 1 2
ON-ENGINE SENSOR

IS THE +VE SUPPLY.

A-FE-TEMP
A-FWE-SEN

AS GIVEN BELOW.
L 5474 Sht 1

A BANK
GLAND PLATE

NUMBER FOR DRAWING.

BAR
EARTH

ISSUE No.

CORE 1 ON PRESSURE TRANSMITTERS

CORE 1 ON THERMOCOUPLE SENSORS

2

INDIVIDUAL SHEET ISSUE NUMBERS

NOTE :- SHEET No.1 GIVES LATEST ISSUE
XS06/01
BARRING GEAR X01
XS06/2
DISENGAGED XS6 X02
XS03/1
X03 XS02/1
XS03/2

LOOSE WITH THE PANEL

TE03/1 TE16/1 TE60/1

40 WAY CONNECTOR AND

X04 XS02/2 1 CHARGE AIR - ENGINE 1 1 CRANKCASE OIL
ENGINE EMERGENCY TE03/2 TE16/2 EXHAUST CYLINDER TE60/2
STOP PUSH-BUTTON XS03/3 2 INLET TE03 2 A1 TE16 2 SPLASH No.1 TE60
3

TE17/1

CRIMP SOCKETS ARE SUPPLIED

XS2/3 X05 XS02/3 4
TE11/1 TE17/2 EXHAUST CYLINDER TE61/1
XS03/4 SKTB 4 L.T WATER L.O 5 A2 TE17 4
TE11/2 TE18/1 TE61/2 CRANKCASE OIL
X06 XS02/4 5 COOLER INLET TE11 7 5 SPLASH No.2 TE61
FPS01/1 TE18/2 EXHAUST CYLINDER
PS25/1 1 + 8
LOW L.O PRESSURE FPS01/2 C1 PUMP A3 TE18
X07 11 - TE54/1 TE62/1
SHUTDOWN PS25 PS25/2 7 AIR INTAKE [A BANK] 7
X08 TE54/2 TE19/1 TE62/2 CRANKCASE OIL
PS26/1 8 TE54 10 8 SPLASH No.3 TE62
X09 FPS02/1 TE55/1 TE19/2 EXHAUST CYLINDER TE63/1
LOW L.O PRESSURE PS26/2 2 + 10 11 10
SHUTDOWN PS26 FPS02/2 C2 PUMP AIR INTAKE [B BANK] A4 TE19 CRANKCASE OIL
X10 12 - TE55/2 TE20/1 TE63/2
SOV1/1 11 TE55 13 EXHAUST CYLINDER 11 SPLASH No.4 TE63
X11 TE08/1 TE20/2 TE64/1
SOV2/1 13 H.T JACKET WATER 14 A5 TE20 13
X12 FPS03/1 TE08/2 TE21/1 TE64/2 CRANKCASE OIL
3 + 14 [PUMP INLET] TE08 16 14
START SOLENOID FPS03/2 C3 PUMP EXHAUST CYLINDER SPLASH No.5 TE64
X13 13 - TE21/2
SOV1 S0V1/2 17 A6 TE21
X14 TE09/1 TE65/1

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential.
FPS04/1 16 H.T WATER C.A 16
BOOST BYPASS VALVE X15 TE09/2 TE22/1 TE65/2 CRANKCASE OIL
S0V2/2 4 + 17 COOLER I/L TE09 19 17
SOLENOID SOV2 FPS04/2 C4 PUMP EXHAUST CYLINDER SPLASH No.6 TE65
X16 14 - TE12/1 TE22/2 TE66/1
A7 TE22

It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd.
19 L.T WATER L.O 20 19
TE12/2 TE23/1 TE66/2 CRANKCASE OIL
20 COOLER O/L TE12 22 EXHAUST CYLINDER 20 SPLASH No.7 TE66
FPS05/1 TE51/1 TE23/2 TE67/1
5 + A8 TE23
4

FPS05/2 C5 PUMP 22 L.T WATER INTLET 23 22

15 - TE51/2 TE24/1 TE67/2 CRANKCASE OIL
23 TE51 25 EXHAUST CYLINDER 23 SPLASH No.8 TE67
ST08/1 TE15/1 TE24/2 TE68/1
8 25 FUEL OIL SUPPLY RAIL 26 A9 TE24 25 CRANKCASE OIL
ST08/2 FPS06/1 TE15/2 TE68/2
9 25 + 26 TEMPERATURE TE15 26 SPLASH No.9 TE68
FPS06/2

OVER
C6 PUMP

SPEED
TE52/1 TE25/1

SWITCH
35 - 28 FUEL OIL RETURN RAIL 28 TE69/1 28

[A BANK]
EXHAUST CYLINDER CRANKCASE OIL

MODULE 8
TE52/2 TEMPERATURE TE52 TE25/2 TE69/2
29 29 A10 TE25 29 SPLASH No.10 TE69
FPS07/1 TE04/1
24 + 31
FPS07/2 C7 PUMP TURBOCHARGER I/L
34 - TE10/1 TE04/2
31 H.T WATER C.A 32 A BANK TE04 31
TE10/2 TE05/1
TE56/1 32 COOLER O/L TE10 34 TURBOCHARGER O/L 32
9 FPS08/1 TE05/2
TE56/2 23 + 35 A BANK TE05
10 FPS08/2 C8 PUMP PT04/1 OE-COMM/20

TRIP
33 - 35 35
HT WATER PRESSURE APPLY SLOWDOWN
PT04/2 TE01/1 OE-COMM/21

MODULE 7
AMPLIFIER
H.J.W.T S/D
36 [PUMP OUTLET] PT04 37 CHARGE AIR - T/C O/L 36 [SCS]
FPS09/1 PT06/1 TE01/2
22 + 38 38 A BANK TE01 38 APPLY SLOWDOWN
FPS09/2 C9 PUMP LT WATER PRESSURE
32 - PT06/2 OE-COMM/22 [RESERVED]
39 [PUMP OUTLET] PT06 39
PT16/1 LS01/+ PS30/1
FPS10/1 41 FUEL PRESSURE 40 41 HIGH CRANKCASE
INJECTOR BANK CONTROL MODULE

PT14/1 21 + PT16/2 BEFORE FILTER PT16 LS01/- FUEL LEAKAGE PS30/2 PRESSURE PS30
L.I FILTER I/L 26 FPS10/2 C10 PUMP 42 41 42
PT14/2 PT08/1 LS01/s LS01 MPD1/1

C
PRESSURE PT14 27 31 - 44 FUEL OIL PRESSURE 42 44
5

PT08/2 MPD1/2 METAL PARTICLE

29 45 ENGINE RAIL PT08 45 DETECTED MPD1
PT24/1 LS02A/1
30 47 AIR MANIFOLD PRESS. 43 SUMP LEVEL HIGH 47 MAA INITIATED
TE13/1 PT24/2 LS02A/2
L.O COOLER I/L 32 48 [AFTER I/C] PT24 44 LS02a 48 SLOWDOWN
TEMPERATURE TE13 TE13/2 PT09/1
33 46
TE14/1 PT09/2 START AIR PRESSURE
L.O ENGINE I/L 35 47 PT09
TE14/2
TEMPERATURE TE14 36

38
39

Regulateurs Europa Ltd. 2006

40 PT15/1
CONTROL AIR
PRESSURE PT15 41 PT15/2
44 PT23/1
L.O ENGINE I/L
PT23/2

MAA CONTROLLER INTERFACE

PRESSURE PT23 45

SIGNAL CONDITIONING MODULE 6

46 PT05/1
L.O PUMP O/L
PRESSURE PT05 48 PT05/2
INTERNAL WIRING
6

EFI CONTROLLER INTERFACE

MAA CONTROLLER INTERFACE

MAA CONTROLLER INTERFACE
A BANK SIGNAL CONDITIONING MODULE 2
A BANK SIGNAL CONDITIONING MODULE 1

A BANK SIGNAL CONDITIONING MODULE 3

7

OE-COMM

A-FE-TEMP
B-FE-PRES

B-FWE-PRES
B-FWE-SEN

SHEET 2
SHEET 2
SHEET 2
SHEET 2
SHEET 2

CONTINUED ON
CONTINUED ON
CONTINUED ON
CONTINUED ON
CONTINUED ON
8

REGULATEURS EUROPA Ltd.

PORT LANE, COLCHESTER. CO1 2NX. UK.
1
2

ISSUE

DESIGN
TITLE
C
C
C
C

DRAWN

CHECKED
DATE AND
COPYRIGHT

RJN
C 27.07.06
C 20.02.07
9

APPROVED

PRODUCTION
C

CONTRACT :-

DRAWING No.
ORIGINAL

ALTERATION

SHEET 1 OF
PT14 NOW CONNECTED TO 26/27 [WAS 38/39]
10

INTEGRATED CONTROL &

MONITORING PANEL [ICAM]

L 5474
RK280 - ECU TYPE 3

FORM No
A1SHT-EL
EXTERNAL CONNECTIONS - A BANK

3 SHEETS
FILMED
 1 2 3 4 5 6 7 8 9 10
DRG.
No. L 5474 Sht 2
LINE No.

OE-COMM/07

OE-COMM/08

OE-COMM/09
200
A
201

BN

BK
B
202

5
203

20
21
23
25
27
29
31
33
35

10

12
13
14
15
16
17
18
19
11
4
5
6
7
8
9
OE-COMM

COMMUNICATION
FROM

RS232 MODBUS
204 SHEET 1
OE-COMM/23
119
OE-COMM/24
120
205 OE-COMM/25
121

PL1
OE-COMM/26
122
OE-COMM/27
123
B 206 124
OE-COMM/28
OE-COMM/29
125
OE-COMM/30
126
207 127 INTERNAL WIRING
OE-COMM/13
EFI CONTROLLER 110
OE-COMM/14
111
208 OE-COMM/15

AIR MANIFOLD PRESSURE PT12

112
OE-COMM/16

H.T WATER PRESSURE PT27

113
OE-COMM/17

LUBE OIL PRESSURE PT07

REMOTE SPEED SETTING

114
209 OE-COMM/18
115
OE-COMM/19

PERCEPTION

PERCEPTION
116

HEAD ST01

HEAD ST02
FLYWHEEL

FLYWHEEL
117
210 118

C 211

88
89
90
91
92
93
212

10

12

13
14
15
16
11
1
2
3
4
5
6
7
8

9
213

OE-COMM/04
OE-COMM/03
214

PT12/1
PT12/2
PT27/1
PT27/2

PT07/1
PT07/2

ST01/1
ST01/2

ST02/1
ST02/2
B-FWE-SEN CONTINUED ON
215 SHEET 3

B-FE-PRES CONTINUED ON
216 SHEET 3
D B-FWE-PRES CONTINUED ON
SHEET 3
217

FROM
B-FWE-SEN OE-COMM CONTINUED ON
218 SHEET 1 SHEET 3
OE-COMM/10

OE-COMM/12

OE-COMM/05
OE-COMM/06
OE-COMM/11

FROM
B-FE-PRES
SHEET 1
INTERNAL

219
OE-COMM/31 WIRING

220
OE-COMM/32
OE-COMM/33

OE-COMM/34
BN

BK
B

221
107
108

E
3

222
20
21
23
25
27
29
31
33
35

10

12
13
14
15
16
17
18
19
11
4
5
6
7
8
9
COMMUNICATION
RS232 MODBUS

223 110
111
112
PL1

224 C
113
114
C
115
225 116
C
A-FE-TEMP 117
FROM
SHEET 1 118
C
226
MAA CONTROLLER 119

F 120
121
2 C 20.02.07 EFI CONT. T110-127 POSITION CORRECTED
B-FWE-PRES
227 FROM 122
SHEET 1 1 C 27.07.06 ORIGINAL
123
124
228 DATE AND
PERCEPTION

PERCEPTION

125 ISSUE ALTERATION FILMED

COPYRIGHT C
HEAD ST06

HEAD ST07

126
127
DRAWN RJN
T/C B
T/C A

229 CONTRACT :-

CHECKED RK280 - ECU TYPE 3

88
89
90
91
92
93

230
TITLE
INTEGRATED CONTROL &
231 MONITORING PANEL [ICAM]
ST06/1
ST06/2

ST07/1
ST07/2

G EXTERNAL CONNECTIONS - CENTRE

232
APPROVED DRAWING No.

DESIGN PRODUCTION L 5474

SHEET 2 OF 3 SHEETS

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential. C Regulateurs Europa Ltd. 2006 REGULATEURS EUROPA Ltd. FORM No
It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd. PORT LANE, COLCHESTER. CO1 2NX. UK. A1SHT-EL
 E

F
B

G
A
No.

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DRG.

LINE No.
1

FROM
FROM
FROM
FROM

SHEET 2
SHEET 2
SHEET 2
SHEET 2
OE-EFI/03
1
ST3/+
2
ST3/s
L 5474 Sht 3

3
ST3/-
4

OE-COMM
OE-EFI/04 ST5/+

B-FE-PRES
5

B-FWE-SEN
ST5/s

B-FWE-PRES
6
OE-EFI/05 ST5/-
7
ST4/+
2

8
ST4/s
9
ST4/-
10
OE-EFI/06 ST10/+
11
ST10/s
12
OE-EFI/01 ST10/-
13
OE-EFI/07
14
15
OE-EFI/08
16
17
18
19
20
XS04/2
21 BOOST BYPASS 48
PT34/2 XS04/1
22 SEA WATER PRESS. 48 VALVE OPEN XS04 46
OE-EFI/02 PT34/1 LS02B/2
23 [PUMP OUTLET] PT34 47 SUMP LEVEL LOW 44
3

OE-EFI/09 PT10/2 LS02B/1

LOOSE WITH THE PANEL

LS02b

40 WAY CONNECTOR AND

24 HT WATER PRESS. 45 43
PT10/1
25 SKTB [I/C OUTLET] PT10 44
OE-EFI/10 PT11/2
26 42

CRIMP SOCKETS ARE SUPPLIED

FPS11/1 LT WATER PRESS. [L.O
1 + PT11/1 PT22/2
27 COOLER OUTLET] PT11 41 FUEL PRESS. ENGINE 41
FPS11/2 C1 PUMP PT02/2 PT22/1
28 11 - 39 RETURN RAIL PT22 40
CHARGE AIR PRESS.
PT02/1
29 [T/C OUT B BANK] PT02 38
FPS12/1 PT01/2 TE02/2
30 2 + 36 38
FPS12/2 C2 PUMP CHARGE AIR PRESS. CHARGE AIR - T/C O/L
12 - PT01/1 TE02/1
31 [T/C OUT A BANK] PT01 35 B BANK TE02 37
32 FPS13/1
OE-EFI/11 3 + TE49/2 TE07/2
33 FPS13/2 C3 PUMP MAIN BEARING No.11 32 TURBOCHARGER O/L 35
OE-EFI/12 13 - TE49/1 TE07/1
34 TE49 31 B BANK TE07 34
OE-EFI/13 TE06/2

This document is the exclusive property of Regulateurs Europa Ltd. and is strictly confidential.
35 FPS14/1 TURBOCHARGER I/L 32
OE-EFI/14 4 + TE48/2 TE06/1
36 MAIN BEARING No.10 29 A BANK TE06 31
OE-EFI/15 FPS14/2 C4 PUMP TE48/1 TE35/2
14 - TE48

It must not be divulged, copied or reproduced without written authorisation of Regulateurs Europa Ltd.
37 28 EXHAUST CYLINDER 29
TE47/2 TE35/1
38 MAIN BEARING No.9 26 B10 TE35 28
OE-EFI/16 FPS15/1 TE47/1
5 + TE47
4

39 FPS15/2 C5 PUMP 25
15 - TE46/2 TE34/2
40 MAIN BEARING No.8 23 EXHAUST CYLINDER 26
OE-EFI/17 TE46/1 TE34/1
41 TE46 22 B9 TE34 25
OE-EFI/22 FPS16/1 TE45/2 TE33/2
42 25 + 20 23
FPS16/2 C6 PUMP MAIN BEARING No.7 EXHAUST CYLINDER
OE-EFI/18 35 - TE45/1 TE33/1
43 TE45 19 B8 TE33 22

[B BANK]
OE-EFI/19 TE44/2 TE32/2
44 FPS17/1 MAIN BEARING No.6 17 EXHAUST CYLINDER 20
OE-EFI/20 24 + TE44/1 TE32/1
45 TE44 16 B7 TE32 19
OE-EFI/21 FPS17/2 C7 PUMP
46 34 -
OE-EFI/23 TE44/2 TE31/2
47 FPS18/1 MAIN BEARING No.5 14 EXHAUST CYLINDER 17
OE-EFI/24 23 + TE44/1 TE31/1
48 TE43 13 B6 TE31 16
OE-EFI/25 FPS18/2 C8 PUMP TE43/2 TE30/2
49 33 - 11 14
MAIN BEARING No.4 EXHAUST CYLINDER
TE43/1 TE30/1
50 TE42 10 B5 TE30 13
OE-PROT/01 FPS19/1 TE42/2 TE29/2
51 22 + 8 11
FPS19/2 C9 PUMP MAIN BEARING No.3 EXHAUST CYLINDER
OE-PROT/02 32 - TE41/1 TE29/1
52 TE41 7 B4 TE29 10
OE-PROT/19
53 FPS20/1
INJECTOR BANK CONTROL MODULE

OE-PROT/20 21 + TE40/2 TE28/2

54 FPS20/2 C10 PUMP MAIN BEARING No.2 5 EXHAUST CYLINDER 8
OE-PROT/21 TE40/1 TE28/1

C
55 31 - TE40 4 B3 TE28 7
5

TE27/2
56 EXHAUST CYLINDER 5
TE39/2 TE27/1
57 MAIN BEARING No.1 2 B2 TE27 4
TE39/1 TE26/2
58 TE39 1 EXHAUST CYLINDER 2
OE-PROT/03 TE26/1
59 B1 TE26 1
OE-PROT/04
60
OE-PROT/05
61
OE-PROT/06
62
OE-PROT/07
63
OE-PROT/08
64
OE-PROT/09

Regulateurs Europa Ltd. 2006

65
OE-PROT/10
66
OE-PROT/11
67
OE-PROT/12
68
OE-PROT/13
69
OE-PROT/14
70
OE-PROT/15
6

71
OE-PROT/16
72
OE-PROT/17
73
OE-PROT/18
74
75
76
77
78
MAA CONTROLLER INTERFACE
MAA CONTROLLER INTERFACE

OE-COMM/01
79
OE-COMM/02
80
B BANK SIGNAL CONDITIONING MODULE 5
B BANK SIGNAL CONDITIONING MODULE 4
7

BAR
EARTH
B BANK
GLAND PLATE

CABLES
EARTH BAR FOR
ON-ENGINE SENSOR
8

OE-EFI
OE-COMM
B-FE-PRES

B-FWE-PRES
B-FWE-SEN
B-EXH

OE-PROT
MBT

B-EFI

REGULATEURS EUROPA Ltd.

PORT LANE, COLCHESTER. CO1 2NX. UK.
1
2

ISSUE

DESIGN
TITLE
C
C
C
C

DRAWN

CHECKED
DATE AND
COPYRIGHT

RJN
C 20.02.07

C 27.07.06
9

APPROVED

PRODUCTION
C

CONTRACT :-

DRAWING No.
ORIGINAL

ALTERATION
XS04 CONNECTION UPDATED

SHEET 3 OF
10

INTEGRATED CONTROL &

MONITORING PANEL [ICAM]

L 5474
RK280 - ECU TYPE 3

FORM No
A1SHT-EL
EXTERNAL CONNECTIONS - B BANK

3 SHEETS
FILMED
 Pub. 3580

10 ASSOCIATED LITERATURE

User Manual Description

MEA-3874-001PD. Mecel 3874 MK-IV Bank Controller.

T401 V2.01 Jaquet T401 Speed Sensing Module

RE Pub No. Description

3508 Viking HMI user guide

3582 Viking user manual – EFI Controller

3583 Viking user manual – MAA Controller

3584 Viking user manual – DI Controller

VMM07-EU. Specification for Regulateurs Europa Viking Marine

ModBus Communications Protocol.

- 67 -
INSTRUCTION

MANUAL
 © Regulateurs Europa Ltd 2007

The contents of this document are the exclusive property

of Regulateurs Europa Ltd

They must not be copied or reproduced without the written

authorisation of the Company
FOREWORD

These instructions have been compiled to assist personnel responsible for the operation and
maintenance of equipment manufactured by Regulateurs Europa Ltd.

Care has been taken to ensure that the equipment has been accurately represented, but it should
be appreciated that, with the continued progress of design and the diversity of application, certain
items may differ in detail.

It should be noted that these instructions are issued for general information and do not constitute
a specification of the equipment.

Whilst reserving the right to make any alteration in design which they may consider advisable the
manufacturers absolve themselves from making any such alteration retrospective.

In addition to the information given herein, practical advice and assistance are always available
from our Service Department.
INSTALLATION NOTE

WARNING

The prime mover should be equipped with a separate overspeed shutdown device, to protect
against runaway or damage to the prime mover, with possible personal injury or loss of life,
should the governor/actuator fail.
SAFETY

Equipment supplied or manufactured by Regulateurs Europa Ltd may contain one or more of the
following:

i) Rotating parts
ii) High pressure oil
iii) Compressed air
iv) High voltages
v) Preloaded springs
vi) PCB’s
vii) Microprocessors

All of the above items represent a potential danger or hazard to operating personnel, therefore the
operator should be aware of the working principles and safety procedures involved with the
equipment being used. Before working on the equipment, the following points should be observed:

1. Consult the Instruction Manual

2. Ensure that the overall operator-in-charge is informed of the nature of work being
carried out

3. Display and secure warning notices at both local and remote control positions

4. Isolate all electrical and pneumatic supplies at their source

5. Ensure that the equipment cannot be activated in any way from a remote position.
(In the case of keys operated equipment, all keys must be in the operators
possession.)

Finally, before the equipment is released for operation, ensure that relevant supplies are
reconnected, safety guards and all tools removed.
SAFETY OF PERSONNEL OPERATING & MAINTAINING EQUIPMENT MANUFACTURED BY
REGULATEURS EUROPA LTD

Before carrying out any repairs, adjustments or maintenance to any equipment by Regulateurs
Europa Ltd, it is essential the following safety precautions be observed:

1. General

The equipment may contain one or more of the following:

i) High voltages
ii) Rotating parts
iii) High pressure oil
iv) Compressed air
v) Preloaded springs
vi) PCB’s
vii) Microprocessors

All of the above items represent a potential danger or hazard to operating personnel and the
operator should take care to make himself thoroughly familiar with the operating principles,
methods of adjustment and the dismantling and assembly procedures (where applicable)
concerning the equipment in his care.

1.1 Before carrying out any repairs, adjustments or maintenance to the equipment or unit, the
operator should ensure that any such unit or equipment cannot be activated from a remote
position. To achieve this condition, he should ensure that all electrical/pneumatic supplies to
the prime mover starter system are isolated at their incoming source and that all electrical
supplies to control systems are isolated by the withdrawal of the relevant fuses or by
disconnecting the incoming electrical supply at the control board. In addition to these
precautions, visual-warning notices should be prominently displayed by the equipment or unit
and also at any remote control positions. Where control cabinets and consoles are secured
with keys, all such keys should be in the possession of the operator carrying out the work.
Information regarding position, level and type of work to be carried out should also be made
available to the ‘Engineer in Charge’ of the installation to prevent attempted use of the
equipment or unit during breakdown.

1.2 In the case of electrical/electronic control systems, the operator should make careful
reference to the Instruction manual to ensure that he is aware of any special safety
precautions which are peculiar to that particular equipment or unit.

1.3 Before the equipment or unit is finally released for operation, operating personnel should
ensure that all tools and repair equipment has been removed and that all safety guards are
securely replaced (where applicable). All fuses should be replaced and operating mediums
(electrical and pneumatic supplies) should be opened or reconnected.
ELECTROSTATIC PRECAUTIONS

WARNING

This equipment contains components that are electrostatic sensitive. Electrostatic damage can
cause immediate failure or shortening of useful life.

Servicing PCBs at component level should be done at an electrostatic free workstation. If site work
cannot be avoided, the following precautions must be taken:

a) All tool tips must be earthed.

b) Personal wrist or ankle earth straps must be worn. To protect against personal
hazard, the resistance of the earth strap should be approximately 250k ohms.

c) PCBs or components should be transported in static free packaging and when

removed from packaging laid on static free surface after or prior to assembly.

Electrical Interference

To avoid possible malfunction of the equipment or infringement of Electrical Interference

Regulations, the following precautions must be taken:

a) All cable screens to be terminated and earthed at the entry to the equipment

b) The equipment to have a low impedance earth

c) All doors and covers etc to be firmly secured.

SERVICE FACILITIES

To ensure prompt and satisfactory attention to customer’s enquiries, all communications should refer
to the UNIT TYPE and SERIAL NUMBER, as stamped on the nameplate.

In order to obtain the most efficient service it is recommended that all enquiries for service or spare
parts to be addressed to the manufacturer of the equipment to which the unit is fitted.

Customer training can be provided either in Colchester or Roden or on site. Contact below for
further details.

Regulateurs Europa Ltd

Port Lane
COLCHESTER ESSEX
C01 2NX ENGLAND

Tel: 44 (0)1206 799556 Fax: 44 (0)1206 792685

Regulateurs Europa b v
1e Energieweg 8
9301 LK
RODEN NETHERLANDS

Tel: 31 5050 19888 Fax: 31 5050 13618

VIKING 25 INSTALLATION GUIDE

This guide contains general instructions for the installation of a Viking 25 Digital
Governor Control Unit. Considerations include power supply requirements,
environmental precautions and location to determine the best position for the Control
Unit. The guide also covers connections, cabling and procedures for use in
electro-magnetically noisy environments. As with all electronic equipment, attention
to good practice at the installation stage is essential for reliable operation.

Viking 25 is designed to be housed in an enclosure suitable for the environment. The

enclosure should be such as to ensure that the Viking 25 remains within its operating
parameters as defined in “Technical Data”.

Avoid electrically noisy environments. Where this cannot be done EMC precautions
must be taken, as detailed in the wiring recommendations.

An external connection diagram is supplied for each application of the Viking 25, as
the use of the Input/ Output capacity may be unique to that application. Always refer
to this drawing.

WARNING

IMPORTANT
READ THIS AND ALL OTHER DOCUMENTS AND ASSOCIATED
PUBLICATIONS CONCERNING INSTALLATION, OPERATION & SERVICING
OF THIS EQUIPMENT CAREFULLY.
FAILURE TO FOLLOW INSTRUCTIONS COULD CAUSE PERSONAL INJURY
AND/OR DAMAGE TO THE PRIME MOVER.

WARNING

IT IS ESSENTIAL THAT THE PRIME MOVER IS EQUIPPED WITH AN

INDEPENDENT OVERSPEED TRIP & OTHER ESSENTIAL SHUTDOWN
PROTECTION.

THE CONTROL UNIT MAY HAVE OVERSPEED AND OTHER PROTECTION

FUNCTIONS INCLUDED IN THE SOFTWARE, BUT THIS MUST NOT BE USED
AS THE PRINCIPAL MEANS OF PROTECTING AGAINST DAMAGE SHOULD
AN OVERSPEED OCCUR.
 CAUTION

TO PREVENT DAMAGE TO THE CONTROL UNIT, MAKE SURE ALL

POWER SUPPLIES OR CHARGING CIRCUITS ARE ISOLATED
BEFORE ATTEMPTING CONNECTION OR DISCONNECTION
OF THE UNIT.

CAUTION

THE INPUT IMPEDANCE OF THE INTEGRATED CIRCUITS ON THE PCBS

ARE VERY HIGH (SEVERAL MEGOHMS) SO CONTAMINATION OF THE
BOARD AND COMPONENT SURFACES BY SOLVENTS, OIL, METAL
PROBES, PENCILS ETC MUST BE AVOIDED, SO AS NOT TO DEGRADE
PERFORMANCE.

CAUTION

IF THE OPERATING ENVIRONMENT IS ELECTRICALLY OR

MAGNETICALLY NOISY, FOR EXAMPLE THERE ARE MOBILE RADIO
LINKS, SWITCH GEAR ETC; PLANT SHOULD NOT BE RUN UNLESS THE
DOOR ON THE PANEL HOUSING THE CONTROL UNIT IS CLOSED AND
SECURED.
PRECAUTIONS FOR STATIC SENSITIVE DEVICES

CAUTION

THE CONTROL UNIT CONTAINS STATIC SENSITIVE DEVICES AND

SHOULD NOT BE OPENED WITHOUT OBSERVING STATIC FREE
CONDITIONS. CARE MUST BE TAKEN AGAINST STATIC
DISCHARGE FROM HANDS OR CLOTHING ONTO THE
PRINTED CIRCUIT BOARDS WHEN THE ENCLOSURE IS OPEN.

Components are not necessarily protected against electrostatic discharge when they
are mounted on boards. When boards are removed from their protective packaging
prior to assembly or for servicing, they should be laid on conductive anti-static mats.
Metallic surfaces must be avoided and components should not be touched. To
prevent damage to these parts observe the following precautions:

1 Discharge personal static before handling. Use an anti-static wrist strap.

2 Do not touch the PCB inside the control unit with hands or conductive
devices. If it is necessary to remove the PCB, handle it only by its edges.

3 Avoid all materials around the Control Unit that can store and/or generate
static charges (for example plastics, vinyl, styrofoam etc).

ELECTRO MAGNETIC COMPATIBILITY

The Viking has various features that are designed to minimise EMC (Electro
Magnetic Compatibility) problems. It is important that these should be maintained for
the life of the product.

i) The schematic or wiring drawing shows where cables must be screened

and how the screens are earthed.

ii) If the equipment is mounted in an enclosure with conductive gaskets,

these should be regularly examined and renewed if damaged.
WIRING RECOMMENDATIONS

CAUTION

CARE AND ATTENTION TO EXTERNAL WIRING IS ESSENTIAL FOR

TROUBLE FREE OPERATION. ERRORS WHEN CONNECTING EQUIPMENT
CAN RESULT IN MALFUNCTION AND/OR DAMAGE TO THE GOVERNOR.
FAILURE TO CORRECTLY CONNECT SCREENS MAY CAUSE SPURIOUS
SIGNALS THAT CORRUPT THE NORMAL OPERATION.

IN COMMON WITH MOST PROCESSOR BASED EQUIPMENT, THE POSITION

FOR MOUNTING THE GOVERNOR AND FOR RUNNING EXTERNAL WIRING
SHOULD BE SELECTED CAREFULLY TO ENSURE THAT IT IS NOT
AFFECTED BY ELECTRICAL NOISE OR INDUCED VOLTAGE SPIKES FROM
HIGH VOLTAGE EQUIPMENT OR CABLES.

To protect against possible malfunction caused by electro-magnetic interference

(EMI), all cables should be screened and terminated at the entrance to the panel
housing the Control Unit with cable glands which connect the cable screen to the
case, which must be earthed. The screens should be made off around the entire
circumference of the glands.

Further considerations are required in most situations as it is unlikely that the

installation environment will be noise free:

1 Perception Head wiring must be shielded for normal use. Use 2 or 3 core
0.5mm CSA insulation, overall screened.

2 Analogue inputs (where used) should be shielded. Use 2 core 0.5mm

CSA insulated, overall screened.

3 The actuator driveline should be shielded, and have a capacity of not less
than 2 amps. Use 2 core 1mm CSA insulated, overall screened.

4 The power supply line should be shielded, and have a capacity of not less
than 2 amps. Use 2 core 1mm CSA insulated, overall screened.

NOTE: Supply plus actuator cable lengths should have a loop, resistance
of less then 2 ohms inclusive, e.g. a maximum loop length of 100
meters of 1mm CSA.

5 Governor communications cable must be a 102 ohm balanced line, wired

in a BUS topology, NOT star or graph. Use twin pair 7/0.203mm insulated,
overall screened, Belden 9729 UL type 2493 or similar.

6 Where outputs drive inductive loads, freewheeling diodes and snubber

networks must be added to the driven coils. Use multicore 0.5mm CSA
insulated, overall screened.

7 Inputs should be from clean contacts fed from the internal or clean supply.
Use multicore 0.5mm CSA insulated overall screened cable. Where there
are high noise levels, all inputs used should be capacitively coupled to
earth.
 NOTE: For some installations the minimum wiring CSA may be dictated
by the specification.

8 The Control Unit case must be connected to a clean exclusive earth point,
or at least an instrumentation earth point. The unit must not share an earth
with a high-energy device, such as a generator frame ground.

9 External cables must be sufficiently supported to prevent damage to the

Viking 25 terminals/pcb. The screens must only be made off at the Control
Unit end; DO NOT connect the screens to the prime mover chassis or any
other electrical point unless specifically recommended as part of an EMC
requirement. It is essential that the other end of the screen is not earthed
to prevent circulating current in the screen. This is particularly important
for the cables from the speed pick-ups (perception heads) near the
flywheel. Where screened cables pass through junction boxes the screen
must be continued through, but must NOT be connected to the box
ground.

10 External cables to the Control Unit should not be run alongside of, or in the
same conduit as high voltage/current cables or cables where voltage
spikes could cause spurious signals to be induced in the Control Unit
cables. Control Unit cables should be separated from other cables by
distance of at least 300mm. If these cables have to cross high
voltage/current cables they must cross at 90 degrees to minimise cross
talk.

NOTE: The indicated cable sizes are recommended for loop lengths up to
100 metres. For greater lengths, an intermediate run of larger
sizes to local junction boxes might be necessary to achieve less
than 2 ohms loop resistance.

CAREFULLY check the destination of ALL wires before connecting power to the
Control Unit. Putting the supply voltage onto some signal lines can disrupt the
calibration. CONNECTION OF SUPPLY LEVEL VOLTAGE TO THE ACTUATOR
CIRCUIT CAN CAUSE PERMANENT DAMAGE TO THE ACTUATOR.

SPEED PICK-UPS / PERCEPTION HEADS

The standard speed pick-up is an inductive perception head. A voltage is induced

when either teeth or markers on the flywheel pass close to the end of the perception
head. The gap necessary to achieve a satisfactory signal varies from engine to
engine, depending on the mass of the flywheel and the velocity of the teeth or
markers passing the head. A gap of 1.5mm is usually satisfactory, but it may be
between 1.5mm and 2.5mm. Active types of speed pick-up are also supported.

The minimum signal level required to trigger the governor is 400mV peak to peak.
This minimum signal must be generated at cranking speed otherwise the engine will
not start. In practice this level is easily exceeded and care must be taken that the
signal level is not so high that imperfections on the flywheel are seen as markers. If
using markers on the face of the flywheel, it is advisable to use studs of 10mm
diameter projecting at least 15mm from the face. This ensures that marks on the
flywheel are out of range of the perception head.

Pre-made leads for perception heads can be supplied by Regulateurs Europa Ltd.
SETTING TO WORK

CAUTION

WHEN STARTING ANY PRIME MOVER, BE PREPARED TO MAKE AN

EMERGENCY SHUTDOWN, SHOULD AN OVERSPEED OCCUR DUE TO A
FAILURE IN THE GOVERNOR ASSOCIATED FUEL SYSTEM. SHUTDOWN
SHOULD BE ACHIEVED BY MEANS OTHER THAN THE GOVERNOR, AS THE
FAULT CAUSING OVERSPEED MAY PREVENT SHUTDOWN FROM
OCCURRING. THIS IS PARTICULARLY ESSENTIAL WHEN STARTING A
PRIME MOVER WITH NEWLY INSTALLED OR REPAIRED EQUIPMENT.

Ensure that the Viking 25 governing system is installed according to this document
and wired as shown on the external connection drawing. Before applying power to
the controller the following checks should be carried out:-

1. Actuator

1.1 Check actuator oil is to sight glass level.

1.2 Check linkage and fuel racks are free from backlash and move smoothly.
Ensure fuel rack position corresponds to the following actuator calibration.

ACTUATOR OUTPUT SCALE 2 FULL SPEED/NO LOAD

ACTUATOR OUTPUT SCALE 8 FULL SPEED/FULL LOAD

CAUTION

THESE SETTINGS MUST BE STRICTLY ADHERED TO AS OTHER

PARAMETERS (I.E. BOOST FUEL LIMITATION) ARE CALIBRATED IN THE
CONTROL UNIT USING THESE VALUES AS DATUM POINTS.

1.3 Before switching the supply on, check the loop resistance of the actuator drive
cable between control unit terminals 3(+) and 2 is as follows:

WITH ACTUATOR COIL IN CIRCUIT 12 to 15 ohms

WITHOUT ACTUATOR COIL IN CIRCUIT 1000 ohms

(Control unit source impedance)

2. Speed Pick Up

2.1 Check pick up is securely mounted and gap is nominally 1.5mm.

2.2 Check loop resistance when disconnected from control unit terminals is 340
ohms ± 20%.

3. Control Unit

24V dc power can now be applied to the control unit. The specific input and output
connections to the controller should now be checked. Refer to the external
connection drawing for details.
VIKING 25
Engine Management System

The Regulateurs Europa Viking 25 engine management

system is designed to control all diesel engines in
propulsion, traction or generating systems and can
operate with a number of leading fuel injector systems.

It combines conventional inputs and outputs with CANbus

and two configurable communication ports.

The user friendly ‘Viking Vision’ Window  PC programming

package allows control and status parameters to be as
graphs, gauges and charts.

‘Viking Vision’ can be left running for simple monitoring. VIKING 25 Engine Management System

FEATURES
• Complete engine management system • Controls diesel, dual fuel and spark ignition engines

• Controls actuators or electronic fuel injection • Suitable for power generation, propulsion or traction
applications
• 2 ‘RS’ ports plus 3 CANbus ports supporting both
industry standard and project specific protocols • Parameters can be edited or displayed on a PC in
(Modbus, CANOpen, Device Net) real time as graphs, gauges and bar charts, for fast
service support.
• Easy configuration with ‘Viking Vision’ Windows 
PC software
VIKING 25
Engine Management System
SPECIFICATION

Dimensions Power Supply Analogue Outputs

PCB - 335mm (L) x 254mm 24Vdc nominal (18 to 36Vdc). 8 off, 10bit resolution 1500V Independently
(W) x 50mm (D) galvanically isolated.
Perception Head Inputs
Weight 2 off 1500V independently galvanically Power supply can be generated internally
3KG (approx.) isolated. Frequency range - 1Hz - 20KHz. Output ranges are selected as
i) 0 - 5V
Environmental Digital Inputs ii) 0 - 10V
Temperature, -20 to 70˚C operating 16 off 24V nominal input (18 - 36V), 1500V iii) 4 - 20mA (0 - 20mA)
ambient. independently galvanically isolated. LED
indicators will show the status of each Actuator Output
Humidity input. 1 off, 0 - 1A. Includes wire break detection.
0% to 97% Digital Outputs
8 off Volt free relay contacts, 2A @ 24Vdc, Communication Interfaces
IP Rating 24V independently galvanically isolated, 2 off RS232/485/422 Communication ports,
Enclosure dependent. selectable as N/O or N/C. 8 off opto 1500 V independently galvanically isolated.
outputs, 25mA @ 24Vdc, All channels are Termination resistors (120Ω) jumper
Vibration 1500V independently galvanically isolated. selectable.
5-25Hz. @ 1.6mm displacement LED indicators will show the status of each 3 off CANbus 2.0B Active port, 1500V
25-50Hz 4g when suitably mounted. output. Independently galvanically isolated.
Termination resistors (120Ω) jumper
Connections Analogue Inputs selectable.
All connections are via plug 8 off @ 10bits resolution, 1500V
connectors with either screw or cage independently galvanically isolated Input SYSTEM EXPANSION
clamp mechanism, or IDC ribbon ranges are selectable as. The Viking 25 has additional I/O expansion
cable connectors. i) 0 - 5V that gives a further 64 analogue inputs, 64
ii) 0 - 10V digital inputs or 64 digital outputs. The I/O
EMC iii) + 5V expansion enables the Viking 25 to offer
Viking 25 complies with the requirements iv) + 10V engine management, control and
of EN50081-2 and EN50082-2 when v) 4 - 20mA (0 - 20mA) monitoring.
packaged in a suitable enclosure.

Regulateurs Europa Regulateurs Europa BV

Port Lane, Colchester, Essex CO1 2NX, England 1e Energieweg 8, 9301 LK, Roden, Netherlands.
Telephone: +44 (0) 1206 799 556 Telephone: +31 (0) 5050 198 88
Email: sales@regulateurseuropa.com Email: sales@regulateurs-europa.com
Website: www.regulateurseuropa.com Website: www.regulateurseuropa.com
 RK280
VIKING 25 EFI
(MK3 SYSTEM)
INSTRUCTION MANUAL

Publication No: 3582

Software: A0047/005
Contract No: RS67164
Customer: MAN B&W Diesel Ltd

ISSUE DATE DESCRIPTION AUTHOR SIGNATURE

1 2.7.07 Original M.B.
 ENGINE PANEL

VIKING VIKING
BCM BCM TRICAN2
VIKING25 MAA (CANBUS)
(MONITORING
& ALARM)
BCMBUS
(CANBUS)

IVC2
VIKING25 (RS485)
EFI

PROPULSION PANEL

SHUTDOWN
PROTECTION

STATUS
OFF-ENGINE I/O
TRICAN2
VIKING25 DI (CANBUS)
(DATA
INTERFACE)

VMM07 VMM07
(MODBUS RS485) (MODBUS RS485)

SHIPS SHIPS
SYSTEM SYSTEM
(A) (B)
1. OVERVIEW OF SYSTEM

The controller has the following basic functions:

a) Speed governing of engine.

b) Speed sensing from flywheel starter ring.

c) Interfacing to Viking BCMs to send fuel quantity and injection timing demands and to receive
diagnostic status information relating to Viking BCM and solenoid operation.

d) Dual dynamics selected on speed pickup in use.

e) Detection of speed pickup faults.

f) Analogue or digital speed setting selected via menu item.

g) Two four-slope programmable speed ramps selected from digital input.

h) Load variable gain function applied to any combination of the proportional, integral and
derivative terms.

i) Two speed variable gain functions.

j) Fuel limiting from torque and boost pressure.

k) Selection of fuel limitation functions from Viking Vision menus.

l) Droop control with isochronous by setting droop % to zero.

m) Alarm indication via a digital output.

n) Start Fuel Limit.

o) Support of Viking HMI.

p) Engine operation with 12, 16 or 20 cylinders.

q) Slowdown functionality with emergency override.

r) Stations matching for speed demand.

s) Control of injection timing based on load/speed map.

t) Adjustment of fuelling and timing demands for individual cylinders.

u) Isolation of individual cylinders or complete engine bank.

v) Oil splash monitoring and slowdown functionality.

w) Boost bypass valve control.

x) Priming.

y) Fuel module control.

z) Start interlocks

aa) AVLOS control

2. CALIBRATION

On start up a ‘Use CCF Parameters’ and a ‘Save’ will need to be carried out to set all the preset
menu parameters. The save must be performed without perception head signals being present.
3. INPUTS

3.1 Dedicated Inputs

a) Nominal 24V dc. power supply.

b) Speed pickup inputs PH1 (master) and PH2 (slave).

3.2 Analogue Inputs

CHANNEL DESCRIPTION DIGITAL IP ‘ON’ DIGITAL IP ‘OFF’

A1 Charge air pressure PT12
A2 HT water pressure PT27
A3 Spare
A4 Spare
A5 Lub Oil Pressure PT07
A6 Spare
A7 Speed Demand
A8 Spare

CHANNEL DESCRIPTION DIGITAL IP ‘ON’ DIGITAL IP ‘OFF’

B1 Crankcase oil splash 1 TE60
B2 Crankcase oil splash 2 TE61
B3 Crankcase oil splash 3 TE62
B4 Crankcase oil splash 4 TE63
B5 Crankcase oil splash 5 TE64
B6 Crankcase oil splash 6 TE65
B7 Crankcase oil splash 7 TE66
B8 Crankcase oil splash 8 TE67
B9 Crankcase oil splash 9 TE68
B10 Crankcase oil splash 10 TE69
B11 Spare
B12 SCS slowdown
B13 Oil mist slowdown (optional)
High crankcase pressure
B14
slowdown
B15 Metal particle detected slowdown
B16 Viking25 MAA slowdown

3.3 Digital Inputs

CHANNEL ‘ON’ FUNCTION ‘OFF’ FUNCTION

1 Barring gear disengaged
2 Remote control Local control
3 Speedswitch > 50rpm
4 Fire detected
5 Fault Shutdown
6 Enable emergency override (toggle) Enable emergency override (toggle)
Fault go to idle /
7
ramp rate select
8 Remote digital speed control Remote analogue speed control
9 Stop
10 Lower speed
11 Raise speed
12 Reset
13 Start
14 Gearbox at neutral
15 Gearbox start release
16 Spare
3.4 Serial Inputs

Via BCMbus communications

DESCRIPTION
Operating mode
Internal temperature
Driver supply
Processor supply
Configuration
Panel fault diagnostics
Engine speed
Backup mode fuel quantity
Backup mode setspeed
Backup mode timing
Pump solenoid diagnostics
Cylinder status
Software version

Via IVC communications

DESCRIPTION
Start
Stop
Alarm reset
Set the date and time
Date and time
Fault shutdown
Speed switch fail
Clutch engaged
Viking25 DI healthy
Exhaust temperatures
Setspeed
4. OUTPUTS

4.1 Analogue Outputs

CHANNEL DESCRIPTION
1 Spare
2 Spare
3 Spare
4 Spare
5 Spare
6 Spare
7 Spare
8 Spare

4.2 Digital Outputs

CHANNEL ‘ON’ FUNCTION ‘OFF’ FUNCTION

1 Air start
2 Open boost bypass valve
3 2 from 3 slowdowns
4 Enable low LOP high speed shutdown
5 Start AVLOS pump
6 Disengage backup mode
7 In governor mode In Backup Mode
8 Emergency override enabled
9 Start fuel pumps
10 Control stations matched
11 Running at idle speed
12 Start lub oil pump
13 Stop
14 Commission alarms
15 Controller fault
16 Viking25 EFI unit healthy
4.3 Serial Outputs

Via BCMbus communications

DESCRIPTION
Fuel quantity demand
Pump start timing demand
Fuel quantity adjustment
Pump start timing adjustment
Exhaust temperatures
Engine Mode
Pump diagnostics acknowledge
Injector diagnostics acknowledge
Local panel fault acknowledge
Cam sensor fault acknowledge
Crank sensor fault acknowledge

Via IVC2 communications

DESCRIPTION
0% load fuel quantity
100% load fuel quantity
Fuel quantity demand
Timing demand
Charge air pressure
Fuel limited by
Maximum fuel allowed
Ramped setspeed
Demand setspeed
Engine speed
A bank BCM engine speed
B bank BCM engine speed
Engine status
EFI temperature
A Bank BCM software version
B Bank BCM software version
A bank BCM temperature
B bank BCM temperature
A bank BCM crank 1 sensor status
B bank BCM crank 1 sensor status
A bank BCM crank 2 sensor status
B bank BCM crank 2 sensor status
A bank BCM cam 1 sensor status
B bank BCM cam 1 sensor status
A bank BCM cam 2 sensor status
B bank BCM cam 2 sensor status
A bank BCM operating mode
B bank BCM operating mode
A bank BCM engine running status
B bank BCM engine running status
Solenoid status
Remote control selected
Remote digital speed control selected
Emergency override selected
Control stations matched
Stop enabled
Shutdown enabled
Continued
Go to idle enabled
BCM temperature alarm
EFI temperature alarm
BCM sensor fault
BCM supply fault
BCM comms failure
Solenoid fault alarm
EFI speed measure fail
EFI unit fail alarm
BCM configuration alarm
Fail to start
Boost pressure transducer fail
EFI configuration alarm
EFI pickup status
BCM supply status
BCM limitation status
Fail to stop
Fault go to idle enable
Backup governing selected
5. SPEED MEASURING

Speed measuring is by two speed pickups. The number of teeth / markers is dependent on the
selected engine type. The number of teeth / markers for any of the engine types can be set via
Viking Vision. The preset is for two high speed inputs using 304 teeth on the flywheel.

Note:- If any changes are made to the engine types or a new type is selected a full save,
followed by a power down, is required to allow these changes to be initialised prior to use.

a) The master speed pickup, number 1, is high frequency from the flywheel teeth.

b) The slave speed pickup, number 2, is high frequency from the flywheel teeth.

The primary speed pickup signal is from the master. If this fails then the slave is automatically
selected. The message No Signal will be displayed in the ‘Pickup 1’ alarm menu item and the
governor fault output will be energised.

If the slave speed pickup fails the message No Signal will be displayed in the Pickup 2 alarm
menu item and the governor fault output will be energised.

If both speed pickups fail then the message Pickups Failed will be displayed in the Pickup fault
alarm menu item, the governor fault output will be energised and the engine will revert to backup
mode governing.

If a difference in speed of greater than 2 rpm is measured between speed inputs, the software
automatically selects the highest measured speed as the one for use. In this instance the
message Warning will be displayed in the ‘Pickup Change’ alarm menu item and the governor
fault output will be energised. This functionality can be disabled via the ‘Change Over Enable’
menu item in the ‘Pickups’ menu. Setting this to ‘Disabled’ prevents a change of pickup on a 2
rpm speed difference. The pickups will also not change over below ‘Change Over Speed’ menu
item unless the active pickup fails.

Each speed pickup has a set of speed control gain parameters associated with it. The master
speed pickup uses the parameters in the Dynamics 1 menu and the slave uses the parameters
in the Dynamic 2 menu.

The Engine Status menu will display the messages ‘Pickup 1’ or ‘Pickup 2’ in the ‘Pickup In Use’
menu item to indicate the speed pickup in use.
6. START UP AND INITIAL RUN-UP

TAKE THE NECESSARY PRECAUTIONS PRIOR TO STARTING THE ENGINE. IF IN DOUBT

CONSULT THE HANDBOOK OR REGULATEURS EUROPA.

The engine can be started by energising the Start digital input or a comms based start request
via the IVC2 interface. In order for a start to be allowed, the following conditions must be met:

a) A perception head has not been detected (i.e. engine is stationary).

b) A stop is not active.
c) A shutdown is not active.
d) The speed setting signal is healthy and is at idle (according to configuration via ‘Start
Interlock’ menu item).
e) The gearbox is disengaged.
f) There are no pickup faults.
g) Priming has been achieved (see ‘Priming’ section of this document).
h) The barring gear is disengaged.
i) The gearbox interlock is healthy.
j) The BCMbus communications are healthy and the Viking BCMs are operating in remote
mode.
k) Fire is not detected.

If any one of the above conditions is not met then the start sequence will be inhibited.

If the start function proceeds, the Air Start output is energised. In order that an auto start cannot
occur if a speed signal is not present, a stop is activated as soon as the Air Start output is
applied. As soon as a perception head signal is detected, the stop is deactivated and the
fuelling is set to the ‘Start Fuel Limit’ level. This minimises the possibility of air still being applied
to the air start motor, whilst the engine is actively running (the speed being un-detected by the
electronics).

When the speed reaches ‘Running Speed’ the Air Start output is de-energised and locked out.

If the engine speed does not reach ‘Idle Speed’ within ‘Start Time’ and a perception head signal
has not been detected a ‘Pickups Failed’ message will be displayed in the Pickup Fault alarm
menu item, the Controller Fault output will be energised, the Stop output will be energised, the
Air Start output removed and the start sequence will be terminated. If perception head signals
had been detected then a warning will be displayed in the ‘Fail To Start’ alarm menu item, the
Controller Fault output will be energised, the Stop output will be energised, and the start
sequence will be terminated. A reset will be required to remove the ‘Fail To Start’ alarm.

When setspeed has been achieved, the start fuel limit function is released so that normal
governing can proceed.
7. SPEED SETTING

7.1 Speed Setting Initialisation

At switch on the set speed is initialised to the Idle Speed level.

7.2 Speed Setting Modes

According to the status of the Remote Control /Local Control digital input, the setspeed can be
adjusted either remotely or locally. Both analogue and digital speed setting modes are available
remotely, and digital speed setting mode locally:-

a) Remote Digital Speed Setting Mode

The speed is adjustable between the ‘Minimum Speed’ and ‘Maximum Speed’ range
(Digital Config. Menu) via the raise and lower digital inputs.

b) Remote Analogue Speed Setting Mode

The speed can be adjusted between ‘Minimum Speed’ and ‘Maximum Speed’ range
(Analogue Config. Menu) in this mode using the speed setting analogue input.

c) Local Digital Speed Setting Mode

The speed is adjustable between the ‘Minimum Speed’ and ‘Maximum Speed’ range
(Digital Config. Menu) via the raise and lower digital inputs.

It is possible to transfer from analogue to digital speed setting mode at any time as the setspeed
is frozen at the point of transfer. However in order to transfer from digital to analogue, the
analogue setspeed signal must first match the current engine speed so that the error between
them does not exceed +/- ‘Station Match Band’. When the error is less than this value and a
stop is not active and the engine is not running in cooldown mode, the Control Stations Matched
output will operate to indicate that it is possible to transfer mode. The hardware will then permit
transfer.

The ‘Engine Status’ menu will display whether local or remote control is active and also whether
the control is digital or analogue.

There is one further mode of operation – ‘backup mode’ which is used when the speed control
fails to backup mode. In this situation the setspeed is continuously set to the actual engine
speed in order to provide ‘bumpless’ switch back to normal governing mode when required.

7.3 Slowdown and Enable Emergency Override Functions

If a slowdown is active the set speed will ramp to the Idle Speed setting, the Governor Fault
output will be energised and a Go To Idle alarm will be displayed in the alarm menu.

If, however, the Emergency Override Enable input is operated then the go to idle function will be
inhibited.

Operation of the Emergency Override Enable digital input is on a toggle basis, i.e. the function is
enabled by energising and then de-energising the input. Energising and then de-energising the
input again then disables the function.

Note:- see later section for full description of slowdown functionality

7.4 Ramp Rates

The setspeed will be ramped to its new demand (either using digital inputs or analogue speed
setting input) using the adjustable curve shown below.

Speed

Maximum Speed Analogue

Maximum Speed
'Up 'Down
Ram p 2' Ram p 1'

R1/R2 Speed
Up 'Down
Ram p 1' Ram p 2'

Idle Speed
Minimum Speed

Time
t1 t2 t3 t4

Two sets of two upward and two downward ramp rates are provided to provide ramped speed
setting suited to the application.

Five adjustable parameters make up the core of the speed setting ramp rate function:

i) ‘Up Ramp1’ Upward Ramp rate in RPM/s indicated above

‘Up Ramp 1’ = ‘R1/R2 Speed’ - ‘Minimum Speed’

t1

ii) ‘Up Ramp2’ Upward Ramp rate in RPM/s indicated above

‘Up Ramp 1’ = ‘Minimum Speed’ - ‘R1/R2 Speed’

t2

iii) ‘Down Ramp1’ Downward Ramp rate in RPM/s indicated above

‘Down Ramp 1’ = ‘Minimum Speed’ - ‘R1/R2 Speed’

t3

iv) ‘Down Ramp2’ Downward Ramp rate in RPM/s indicated above

‘Down Ramp 2’ = ‘R1/R2 Speed’ - ‘Minimum Speed’

t4

v) ‘R1/R2 Speed’ Speed at which ramp rate changes from Ramp1 to Ramp2.
Via these parameters it is possible to vary the speed ramps independently and to alter the
speed at which the ramp changes from Ramp1 to Ramp2. It should be noted that the
programmed speed ramp is functional in all modes of speed setting.

If digital input 7 is configured as a Ramp Rate Select digital input and it is is energised then the
second set of ramp rates will be used (suffix ‘B’ in the menu), otherwise the first set (suffix ‘A’ in
the menu) will be used.

The ‘Engine Status’ menu will display which set of ramp rates are actively in use.
7.5 Cooldown Timer

If the engine speed is greater than ‘Running Speed’ and a normal stop is operated, the engine
speed will ramp down to idle where it will be held for a period of ‘Cooldown Time’. Once this time
has expired the engine will be stopped.

If a normal stop operates with the engine speed below ‘Running Rpm’, it will be treated as an
immediate stop signal.

If a shutdown is requested during the cooldown period, the engine will immediately shutdown.

7.6 Fault Go To Idle

If digital input 7 is configured to act as a fault – go to idle input via the menu parameter ‘Dig IP 7
Config’ in the Speed Setting menu, then when it is operated, the engines speed will be taken to
idle, but only if the engine is operating in remote analogue speed setting mode.

7.7 Speed Setting Transducer Fail

If the speed setting signal has fallen below 2mA or exceeds 21mA then the speed setting
transducer is assumed to have failed. The speed setting input will be set to 0%. A Set Speed
Trans. Fail alarm will be displayed in the ‘Transducer’ alarm menu and the governor fault output
will be energised. The signal fault has to be reset before the speed setting transducer input is
again available for use.
8. FUEL LIMITATION

8.1 Fuel Limit Activation

Boost pressure and torque fuel limitation functions can be enabled and disabled via the
individual menus enable items.

Note :- Setting all the data points of any fuel limitation function to Maximum Fuel Qty value, will
prevent any limitation even if Enabled is selected for that function.

If boost pressure or torque fuel limitation are limiting the available fuel then the’ Engine Status’
menu will indicate the fuel limitation in control.

8.2 Boost Pressure Fuel Limit

Boost pressure fuel limit is a control of fuelling as a function of boost pressure. The relationship
has been preset to give the supplied curve, but can be adjusted on a running engine by editing
Data Points 0-10. The parameters Maximum Boost mA and Minimum Boost mA are the
transducer current output representing maximum boost and no boost for scaling purposes.

10000

Fuel
Quantity
Parameters
(mm3/str)
Data Pt 0 to 10

Boost Pressure
0 100
(% of range)

8.3 Torque Fuel Limit

Torque fuel limit is a control of fuelling as a function of actual engine speed. The relationship
has been preset to give the supplied curve, but can be adjusted on a running engine by editing
Data Points 0-10. It should be noted that the Torque Limit speed range is determined by the
High RPM and Low RPM settings under the Torque Limit menu.

10000

Fuel
Quantity
Parameters
(mm3/str)
Data Pt 0 to 10

Low Engine Speed High

RPM (RPM) RPM
8.4 Start Fuel Limit

At start up the fuelling rate can be controlled to a level independent of the boost and torque
functions by programming start fuel limit in the Systems menu. When set speed is reached the
start fuel limit is unlatched.

8.5 Boost Pressure Transducer Fail

If the boost pressure fuel limit is enabled in the menu and the output of the boost transducer has
fallen below 2mA then the boost transducer is assumed to have failed. The boost input will be
set to 100% to prevent any limiting. A CAP PT12 Trans. Fail alarm will be displayed in the
‘Transducer’ alarm menu and the governor fault output will be energised. This fault has to be
reset before the boost pressure transducer input is again available for use.
9. LOAD VARIABLE GAIN

The load variable gain is a control of fuel as a function of engine load (actuator position). The
relationship has been preset to give the supplied curve, but can be adjusted on a running engine
by editing Data Points 0-10 in the Load Variable Gain menu.

The load variable gain can be applied to any combination of the proportional, integral and
derivative terms. This can be selected via the Proportional Enable, Integral Enable and
Derivative Enable menu items.

The modification acts as a multiplier to the Prop.Gain, Integ.Gain and Deriv.Gain items in the
currently selected Dynamics menu. Setting the data points to 100.0% will multiply these gains
by 1. Setting the data points to 50.0% will multiply the gains by 0.5.

100.0

Parameters
Gain Data Pt 0 to 10
Modifier

0 Actuator Position 10

Actuator positions below 0 will be treated the same as 0, actuator positions above 10 will be
treated the same as 10.

Note: the actuator position used to determine the gain modifiers is taken before any fuel limits
or fuel derates have been applied.
10. SPEED VARIABLE GAIN 1

The speed variable gain 1 is a control on fuel as a function of engine speed. The relationship
has been preset to give the supplied curve, but can be adjusted on a running engine by editing
Data Points 0-10.

The speed variable gain 1 can be applied to any combination of the proportional, integral and
derivative terms. This can be selected via the speed variable gain 1 menu.

The modification acts on the Prop.Gain, Integ.Gain and Deriv.Gain items in the currently
selected Dynamics menu. Setting the data points to 100.0% will multiply these gains by 1.
Setting the data points to 50.0% will multiply the gains by 0.5.

100.0

Modification
to selected
PID terms Parameters
(%) Data Pt 0 to 10

Low Engine Speed High

RPM (RPM) RPM
11. SPEED VARIABLE GAIN 2

The speed variable gain 2 is a control on fuel as a function of engine speed. The relationship
has been preset to give the supplied curve, but can be adjusted on a running engine by editing
Data Points 0-10.

The speed variable gain 2 can be applied to any combination of the proportional, integral and
derivative terms. This can be selected via the speed variable gain 2 menu.

The modification acts on the Prop.Gain, Integ.Gain and Deriv.Gain items in the currently
selected Dynamics menu. Setting the data points to 100.0% will multiply these gains by 1.
Setting the data points to 50.0% will multiply the gains by 0.5.

100.0

Modification
to selected
PID terms Parameters
(%) Data Pt 0 to 10

Low Engine Speed High

RPM (RPM) RPM
12. NON-LINEAR GAIN

The non-linear gain is a control on fuel as a function of the error between the set speed and the
actual speed. Above the first Error Range percentage speed error the control is linear. The
relationship has been preset to give the supplied curve, but can be adjusted on a running engine
by editing Data Points 0-10. The non-linear gain can be enabled via the non-linear gain menu.

If 0 ≤ speed error ≤ Error Range, the function will retrieve a value from the 11 point curve. This
value will directly replace the original speed error.

Note: If the Error Range is adjusted the data points will need to be scaled to match the new
value.

The Data Point 0 value is fixed at 0 and cannot be edited.

The Data Point 10 value should be set to the same value as the Error Range.

10

Parameters
New Speed Data Pt 0 to 10
Error

0
Speed Error
0 Error Range
(%)
13. SYSTEMS FUNCTIONS

13.1 Ready To Start

If the engine is available for a start then the 'Ready To Start' message will be given in the Engine
Status display menu. The conditions for this message are that the engine is not running, there
is no stop signal, the governor is healthy and no faults are present.

13.2 Pickup Fault Condition

A pickup fault is registered if the controller detects that a speed measurement, having previously
been present and above Running Speed, reduces below the speed pickup detection speed
without a stop having been initiated. This would occur if the pickup signal was lost whilst the
engine was running but could also be due to an engine stall. A Pickup Fault error will be
displayed in the alarm menu, the Governor Fault output will be energised and the engine will
revert to backup mode governing.

13.3 Stop

When a stop command is received, the cooldown function will operate after which the fuel
demand is driven to the stop position, the Governor Shutdown output is energised and the stop
timer is started.

13.4 Fault Shutdown

When the Fault Shutdown digital input is energised the fuel demand is driven to the stop
position, the Governor Shutdown output is energised, the set speed is taken to idle and a ‘Fault
Shutdown’ alarm will be displayed in the alarm menu. A reset is required with the engine
stationary to remove the shutdown condition.

13.5 Viking Vision Stop

When the stop button in the Viking Vision program is clicked the fuel demand is driven to the
stop position, the Governor Shutdown output is energised, the set speed is taken to idle and a
‘Vision Stop’ will be displayed in the alarm menu. A reset is required with the engine stationary
to remove the shutdown condition.

13.6 Fail To Stop

If a stop has been initiated and the engine is still running after a period of ‘Stop Time’ has
expired then the Controller Fault digital output will be energised, the stop is latched in and the
‘Fail To Stop’ alarm will be displayed in the Stops alarm menu.

A reset is required with the engine stationary to remove the stop and alarm condition.
13.7 Governor Healthy Digital Output

The Governor Healthy output is always energised via the software. If the Viking25 fails the
output will be de-energised.

13.8 Governor Fault Conditions

The Governor Fault output will be energised in the event of any alarm occurring. The alarm
menu will indicate the fault that has occurred.

13.9 Overload

If the global fuelling demand exceeds ‘Overload Level’ for a continuous period of time equal to
‘Overload Delay’ then the governor fault output will be energised and an ‘Overload’ alarm will be
displayed in the ‘General’ alarm menu.

A reset is required with the condition healthy to remove the fault.

13.10 External Alarm Commissioning

A digital output ‘Commission Alarms’ is provided to commission alarms external to the Viking25
EFI unit.

The output will energise when the engine speed has exceeded ‘Comms. Alarm Speed’ for a
continuous period of time equal to ‘Comms. Alarm Delay’. The output will de-energise when the
engine speed has fallen below (‘Comms. Alarm Speed’ – ‘Comms. Alarm Hyst’), or if a stop is
active.

13.11 Low LOP High Speed Shutdown Commissioning

A digital output ‘Enable low LOP high speed shutdown’ is provided to commission the Low LOP
high speed shutdown function external to the Viking25 EFI unit.

The output will energise when the engine speed has exceeded ‘HS LOP SD Speed’ and will de-
energise when the engine speed falls below ‘HS LOP SD Speed’ – ‘HS LOP SD Hyst.’

13.12 Idle Speed Indication

A digital output ‘Running at idle speed’ is provided. The output will de-energise when the engine
speed is below ‘Running at idle Lev.’ and energise when the speed falls below ‘Running at idle
Lev.’ – ‘Running At Idle Hyst’
14. BOOST BYPASS CONTROL

When the engine speed is between ‘Boost Bypass Low’ and ‘Boost Bypass High’ the Open
Boost Bypass Valve digital output will be energised. When the engine speed is outside of this
range the Open Boost Bypass Valve digital output will be de-energised.

A hysteresis band of ‘Boost Bypass Hyst’ is applied to the speed levels to prevent toggling of the
valve at the limits of the speed band.

The function can be disabled via the ‘Boost Bypass’ menu item. When the function is disabled
the Open Boost Bypass Valve digital output will be de-energised.

All parameters are adjustable from the ‘Boost Bypass Valve’ menu.

valve de-energised

valve de-energised

Boost
Bypass
Hyst
Boost Bypass High

INCREASING DECREASING
SPEED SPEED

valve energised

valve energised

Boost Bypass Low

Boost
Bypass
Hyst

valve de-energised

valve de-energised
15. AVLOS (AIR VALVE LUBRICATING OIL SYSTEM) PUMP CONTROL

When the engine speed is below ‘AVLOS Level’ – ‘AVLOS Hyst.’, or the Gearbox At Neutral
input is energised, the Start AVLOS Pump digital output will be de-energised to drain the oil.

When the engine speed is above ‘AVLOS Level’ and the Gearbox At Neutral input is de-
energised the Start AVLOS Pump digital output will be energised for lubrication.

All parameters are adjustable from the ‘AVLOS Pump ‘edit menu.
16 FUEL MODULE CONTROL DIGITAL OUTPUT

The Start Fuel Pumps digital output will be energised on initiation of a start attempt and will be
maintained at all times above firing speed.

The software will monitor the status of the engine speed after a time period equal to ‘Time
Delay’ from when the Air Start digital output is energised. If the engine has not achieved ‘Firing
Speed’ by the end of this delay then the Start Fuel Pumps digital output will be de-energised.

The value of firing speed (‘Firing Speed’) and the time delay to get firing speed (‘Time Delay’)
from start can be edited in the ‘Fuel Module’ edit menu.
17 ENGINE SLOWDOWNS

Engine slowdowns can be instigated by the following analogue and digital sources.

17.1 Commissioning Of Slowdowns

The slowdowns have their own commissioning function.

If the engine speed exceeds ‘Commission Speed’ for a continuous period of time exceeding
‘Commission Delay’ then the slowdowns are commissioned. If the engine speed falls below
‘Commission Speed’ – ‘Commission Hyst’ then the slowdowns are instantly decommissioned.

The status of the slowdown commissioning is displayed in each of the slowdown menus.

17.2 Oil Splash Temperature Slowdowns

Ten oil splash temperature inputs (PT600) are supported by the Viking25 EFI. The temperature
sensed by each is displayed in the Slowdowns > Oil Splash Temp. > Measured Value menu.

(Note:- Oil splash temperatures will continue to be displayed even when a transducer failure
alarm is active in order to assist with the calibration of signal conditioning.)

17.2.1 Channel Oil Splash Temperature Hardware Configuration

The hardware configuration for each sensor can be adjusted in the Slowdowns > Oil Splash
Temp. > Hardware edit menu. The range in terms of electrical and measured signal can be set.

17.2.2 Channel Oil Splash Temperature Slowdown Configuration

The slowdown configuration for each sensor can be adjusted in the Slowdowns > Oil Splash
Temp. > Slowdown Config. edit menu. Each sensor can either be set to ‘Disabled’ in which case
the temperature is displayed but slowdown or transducer error is inhibited, or it can be set to
‘Enabled’ in which case both slowdown and transducer error will be generated if conditions
arise.

17.2.3 Channel Oil Splash Temperature Slowdown

If a channel is active and has no transducer failure alarm then it will contribute towards the
average oil splash temperature reading displayed as ‘OS Mean’. Once slowdowns are
commissioned then if any channel deviates by more than ‘Channel SLD Dev.’ In a positive or
negative direction for a continuous period of time exceeding ‘Channel SLD Delay’ then the
channel will instigate an ‘OSx TE6X SLD’ alarm and the engine speed will be taken to idle.

A reset is required with the measured temperature in a healthy condition for the engine speed to
return to normal demand.

17.2.4 Oil Splash Temperature Transducer Fail

If a particular oil splash temperature signal has fallen below 2mA or exceeds 21mA and the
sensor is active, then the oil splash temperature transducer is assumed to have failed. The oil
splash temperature input will continue to display temperature, but the slowdown functionality
associated with it will be disabled. An ‘OSx TE6x Trans. Fail’ alarm will be displayed in the
‘Transducer’ alarm menu and the governor fault output will be energised. The signal fault has to
be reset before the oil splash temperature transducer input is again available for use.
17.3 Mean Oil Splash Temperature Slowdowns

17.3.1 Mean Oil Splash Temperature Slowdown Configuration

The mean temperature slowdown configuration can be adjusted in the Slowdowns > Oil Splash
Temp. > Slowdown Config. edit menu. The mean slowdown ‘Mean Config.’ menu item can either
be set to ‘Disabled’ in which case the temperature slowdown is inhibited, or it can be set to
‘Enabled’ in which case the slowdown will be generated if conditions arise.

17.3.2 Mean Oil Splash Temperature Slowdown

Once slowdowns are commissioned then if any channels are active and the mean oil splash
temperature exceeds ’Mean SLD Level’ for a continuous period of time exceeding ‘Mean SLD
Delay’ then an ‘OS Mean SLD’ alarm will be instigated and the engine speed will be taken to
idle.

A reset is required with the mean oil splash temperature in a healthy condition for the engine
speed to return to normal demand.
17.4 HT Water Pressure Slowdown

An HT water pressure sensor input is supported by the Viking25 EFI. The pressure sensed is
displayed in the Slowdowns > HT Water Pressure menu.

17.4.1 HT Water Pressure Hardware Configuration

The hardware configuration for the sensor can be adjusted in the Slowdowns > HT Water
Pressure > Hardware edit menu. The range in terms of electrical and measured signal can be
set.

17.4.2 HT Water Pressure Slowdown Configuration

The slowdown configuration can be adjusted in the Slowdowns > HT Water Pressure >
Slowdown Config. edit menu. The sensor can either be set to ‘Disabled’ in which case the
pressure is displayed but slowdown or transducer error is inhibited, or it can be set to ‘Enabled’
in which case both slowdown and transducer error will be generated if conditions arise.

17.4.3 HT Water Pressure Slowdown

A two-stage slowdown function is provided.

Once slowdowns are commissioned then if the HT water pressure channel is active and the HT
water pressure drops below ‘Lo HTWP LS PT27 Lev.’ for a continuous period of time exceeding
‘Lo HTWP Delay’, or the engine speed is above ‘Low HTWP HS Speed’ and the HT water
pressure drops below ‘Lo HTWP HS PT27 Lev.’ for a continuous period of time exceeding ‘Lo
HTWP Delay’, then a ‘Lo HTWP PT27 SLD’ alarm will be instigated and the engine speed will be
taken to idle.

A reset is required with the HT water pressure in a healthy condition for the engine speed to
return to normal demand.

17.4.4 HT Water Pressure Transducer Fail

If the HT water pressure signal has fallen below 2mA or exceeds 21mA and the sensor is active,
then the HT water pressure transducer is assumed to have failed. The HT water pressure input
will display maximum pressure, but the slowdown functionality associated with it will be disabled.
An ‘HTWP PT27 Trans. Fail’ alarm will be displayed in the ‘Transducer’ alarm menu and the
governor fault output will be energised. The signal fault has to be reset before the HT water
pressure transducer input is again available for use.
17.5 SCS Slowdown

An SCS Slowdown input is supported by the Viking25 EFI. Wirebreak detection is supported for
this input. The status of the input and the input’s wirebreak sensing are displayed in the
Slowdowns > Digitals menu.

17.5.1 SCS Slowdown Configuration

The slowdown configuration can be adjusted in the Slowdowns > Digitals > Slowdown Config.
edit menu. The sensor (‘SCS Config.’) can either be set to ‘Disabled’ in which case the
slowdown is inhibited, or it can be set to ‘Enabled’ in which case the slowdown will be generated
if conditions arise.

17.5.2 SCS Slowdown

If the SCS slowdown channel is active and the SCS Slowdown input is energised (> 2.45V) for a
period of time that exceeds ‘Digital SLD Delay’ then a ‘SCS SLD’ alarm will be instigated and the
engine speed will be taken to idle.

A reset is required with the SCS slowdown channel in a healthy condition for the engine speed
to return to normal demand.

17.5.3 SCS Wirebreak Configuration

The wirebreak configuration can be adjusted in the Slowdowns > Digitals > Wirebreak Config.
edit menu. The wirebreak sensing (‘SCS WB Config.’) can either be set to ‘Disabled’ in which
case the the wirebreak alarm is inhibited, or it can be set to ‘Enabled’ in which case the
wirebreak alarm will be generated if conditions arise.

17.5.4 SCS Wirebreak

If the SCS slowdown channel is active and the SCS Slowdown input is sensed as being open
circuit (< 0.5V) for a period of time that exceeds ‘Digital WB Delay’ then a ‘SCS SLD WB’ alarm
will be instigated.

A reset is required with the SCS slowdown channel in a connected condition for the wirebreak
alarm to be cleared.
17.6 Oil Mist Slowdown (Optional)

An Oil Mist Slowdown input is supported by the Viking25 EFI. Wirebreak detection is supported
for this input. The status of the input and the input’s wirebreak sensing are displayed in the
Slowdowns > Digitals menu.

17.6.1 Oil Mist Slowdown Configuration

The slowdown configuration can be adjusted in the Slowdowns > Digitals > Slowdown Config.
edit menu. The sensor (‘OMD1 Config.’) can either be set to ‘Disabled’ in which case the
slowdown is inhibited, or it can be set to ‘Enabled’ in which case the slowdown will be generated
if conditions arise.

17.6.2 Oil Mist Slowdown

If the oil mist slowdown channel is active and the Oil Mist Slowdown input is energised (> 2.45V)
for a period of time that exceeds ‘Digital SLD Delay’ then a ‘OMD1 SLD’ alarm will be instigated
and the engine speed will be taken to idle.

A reset is required with the Oil Mist slowdown channel in a healthy condition for the engine
speed to return to normal demand.

17.6.3 Oil Mist Wirebreak Configuration

The wirebreak configuration can be adjusted in the Slowdowns > Digitals > Wirebreak Config.
edit menu. The wirebreak sensing (‘OMD1 WB Config.’) can either be set to ‘Disabled’ in which
case the the wirebreak alarm is inhibited, or it can be set to ‘Enabled’ in which case the
wirebreak alarm will be generated if conditions arise.

17.6.4 Oil Mist Wirebreak

If the Oil Mist slowdown channel is active and the Oil Mist Slowdown input is sensed as being
open circuit (< 0.5V) for a period of time that exceeds ‘Digital WB Delay’ then a ‘OMD1 SLD WB’
alarm will be instigated.

A reset is required with the Oil Mist slowdown channel in a connected condition for the
wirebreak alarm to be cleared.
17.7 High Crankcase Pressure Slowdown

A High Crankcase Pressure Slowdown input is supported by the Viking25 EFI. Wirebreak
detection is supported for this input. The status of the input and the input’s wirebreak sensing
are displayed in the Slowdowns > Digitals menu.

17.7.1 High Crankcase Pressure Slowdown Configuration

The slowdown configuration can be adjusted in the Slowdowns > Digitals > Slowdown Config.
edit menu. The sensor (‘Hi CP PS30 Config.’) can either be set to ‘Disabled’ in which case the
slowdown is inhibited, or it can be set to ‘Enabled’ in which case the slowdown will be generated
if conditions arise.

17.7.2 High Crankcase Pressure Slowdown

Once slowdowns are commissioned then if the High Crankcase Pressure Slowdown channel is
active and the High Crankcase Pressure Slowdown input is energised (> 2.45V) for a period of
time that exceeds ‘Digital SLD Delay’ then a ‘Hi CP PS30 SLD’ alarm will be instigated and the
engine speed will be taken to idle.

A reset is required with the High Crankcase Pressure slowdown channel in a healthy condition
for the engine speed to return to normal demand.

17.7.3 High Crankcase Pressure Wirebreak Configuration

The wirebreak configuration can be adjusted in the Slowdowns > Digitals > Wirebreak Config.
edit menu. The wirebreak sensing (‘Hi CP PS30 WB Config.’) can either be set to ‘Disabled’ in
which case the the wirebreak alarm is inhibited, or it can be set to ‘Enabled’ in which case the
wirebreak alarm will be generated if conditions arise.

17.7.4 High Crankcase Pressure Wirebreak

If the High Crankcase Pressure Slowdown channel is active and the High Crankcase Pressure
Slowdown input is sensed as being open circuit (< 0.5V) for a period of time that exceeds ‘Digital
WB Delay’ then a ‘Hi CP PS30 SLD WB’ alarm will be instigated.

A reset is required with the High Crankcase Pressure Slowdown channel in a connected
condition for the wirebreak alarm to be cleared.
17.8 Metal Particles Detected Slowdown

A Metal Particles Detected Slowdown input is supported by the Viking25 EFI. Wirebreak
detection is supported for this input. The status of the input and the input’s wirebreak sensing
are displayed in the Slowdowns > Digitals menu.

17.8.1 Metal Particles Detected Slowdown Configuration

The slowdown configuration can be adjusted in the Slowdowns > Digitals > Slowdown Config.
edit menu. The sensor (‘MPD1 Config.’) can either be set to ‘Disabled’ in which case the
slowdown is inhibited, or it can be set to ‘Enabled’ in which case the slowdown will be generated
if conditions arise.

17.8.2 Metal Particles Detected Slowdown

If the Metal Particles Detected Slowdown channel is active and the Metal Particles Detected
Slowdown input is energised (> 2.45V) for a period of time that exceeds ‘Digital SLD Delay’ then
a ‘MPD1 SLD’ alarm will be instigated and the engine speed will be taken to idle.

A reset is required with the Metal Particles Detected Slowdown channel in a healthy condition
for the engine speed to return to normal demand.

17.8.3 Metal Particles Detected Wirebreak Configuration

The wirebreak configuration can be adjusted in the Slowdowns > Digitals > Wirebreak Config.
edit menu. The wirebreak sensing (‘MPD1 WB Config.’) can either be set to ‘Disabled’ in which
case the the wirebreak alarm is inhibited, or it can be set to ‘Enabled’ in which case the
wirebreak alarm will be generated if conditions arise.

17.8.4 Metal Particles Detected Wirebreak

If the Metal Particles Detected Slowdown channel is active and the Metal Particles Detected
Slowdown input is sensed as being open circuit (< 0.5V) for a period of time that exceeds ‘Digital
WB Delay’ then a ‘MPD1 SLD WB’ alarm will be instigated.

A reset is required with the Metal Particles Detected Slowdown channel in a connected condition
for the wirebreak alarm to be cleared.
17.9 Viking25 MAA Slowdown

A Viking25 MAA Slowdown input is supported by the Viking25 EFI. Wirebreak detection is
supported for this input. The status of the input and the input’s wirebreak sensing are displayed
in the Slowdowns > Digitals menu.

17.9.1 Viking25 MAA Slowdown Configuration

The slowdown configuration can be adjusted in the Slowdowns > Digitals > Slowdown Config.
edit menu. The sensor (‘MAA Config.’) can either be set to ‘Disabled’ in which case the
slowdown is inhibited, or it can be set to ‘Enabled’ in which case the slowdown will be generated
if conditions arise.

17.9.2 Viking25 MAA Slowdown

If the Viking25 MAA Slowdown channel is active and the Viking25 MAA Slowdown input is
energised (> 2.45V) for a period of time that exceeds ‘Digital SLD Delay’ then a ‘MAA SLD’
alarm will be instigated and the engine speed will be taken to idle.

Note:- A reset is not required for the engine speed to return to normal demand – this will
automatically occur as soon as the Viking25 MAA Slowdown channel becomes inactive.

17.9.3 Viking25 MAA Wirebreak Configuration

The wirebreak configuration can be adjusted in the Slowdowns > Digitals > Wirebreak Config.
edit menu. The wirebreak sensing (‘MAA WB Config.’) can either be set to ‘Disabled’ in which
case the the wirebreak alarm is inhibited, or it can be set to ‘Enabled’ in which case the
wirebreak alarm will be generated if conditions arise.

17.9.4 Viking25 MAA Wirebreak

If the Viking25 MAA Slowdown channel is active and the Viking25 MAA Slowdown input is
sensed as being open circuit (< 0.5V) for a period of time that exceeds ‘Digital WB Delay’ then a
‘MAA SLD WB’ alarm will be instigated.

A reset is required with the Viking25 MAA Slowdown channel in a connected condition for the
wirebreak alarm to be cleared.
17.10 2 From 3 Shutdown

If any two of the following conditions arise then a 2 From 3 shutdown will be instigated.

• High crankcase pressure slowdown

• Metal particles detected slowdown
• High oil splash temperature slowdown (individual cylinder deviation from average or mean
level) or oil mist detected (if applicable)

The 2 From 3 shutdown will self-reset when the trigger slowdowns are in a healthy condition.
18. PRIMING

The software supports both pre-start and continuous priming modes of operation, the selection
of which is via the ‘Prime Operation’ menu parameter in the Priming > General menu.

18.1 Pre-Start Priming

In this mode the software will enable the priming to take place when a start sequence is initiated.
An engine start will only follow if the priming cycle has been successful. For the rest of the time
when the engine is stationary the prime pump is de-energised.

However, there is an exception to this - if the engine has been running and then stops, the prime
pump will energise when the engine speed falls below ‘Pump On Speed’ and will continue to run
for a period of time (‘Post-Run Prime Time’) during which the engine can be immediately started
again (assuming prime pressure remains healthy). This enables a quick start without the
requirement for a further priming cycle to have been exercised first.

If the engine has been stationary for a period of time greater than ‘Post-Run Prime Time’, the
engine will be inhibited from starting, the ‘Prime Not Achieved’ menu parameter will show
‘active’, and the priming pump will be de-energised. When a start command is received and no
stops are active, the priming pump will be energised. If a healthy priming pressure (‘Prime
Healthy’) is then established for a continuous period of ‘Pre-Run Prime Time’, the engine will be
permitted to start and the ‘Prime Not Achieved’ menu parameter will change top show ‘inactive’.

The prime pump will remain energised until the engine speed exceeds ‘Pump Off Speed’ unless
one of the following situations arises:

a) If the priming pump is energised and the priming pressure falls below ‘Prime Healthy’ –
‘Prime Healthy Hyst’ for a period of time exceeding ‘Prime Fail Time’ then a Fail To Prime
alarm will be activated, the priming pump will be de-energised and the engine will be
inhibited from starting. The ‘Prime Not Achieved’ menu parameter will change to show
‘active’. This condition will remain until an alarm reset is operated at which point the priming
sequence will be reset to the point where the software is awaiting an engine start initiation.

b) If the engine is stationary and a new stop is operated or a fire is detected then the priming
sequence will be reset to the point where the software is awaiting an engine start initiation,
and the priming pump will be de-energised. The sequence will continue only when no fire is
detected and no new stop is active.
18.2 Continuous Priming

In this mode the software will enable the priming to take place whenever the engine is
stationary, but an engine start will still only follow if the priming is successful.

If the engine has been running and then stops, the prime pump will energise when the engine
speed falls below ‘Pump On Speed’ and will continue to run for a period of time (‘Post-Run
Prime Time’) during which the engine can be immediately started again (assuming prime
pressure remains healthy). This enables a quick start without the requirement for further priming
to have been exercised first.

If the engine has been stationary for a period of time greater than ‘Post-Run Time’, the engine
will be inhibited from starting and the ‘Prime Not Achieved’ menu parameter will show ‘active’. If
a healthy priming pressure (‘Prime Healthy’) is then established for a continuous period of
‘Prime Time’ and no stops are active, the engine will be permitted to start and the ‘Prime Not
Achieved’ menu parameter will change top show ‘inactive’.

The prime pump will remain energised until the engine speed exceeds ‘Pump Off Speed’ unless
one of the following situations arises:

a) If the priming pump is energised and the priming pressure falls below ‘Prime Healthy’ –
‘Prime Healthy Hyst’ for a period of time exceeding ‘Prime Fail Time’ then a Fail To Prime
alarm will be activated, the priming pump will be de-energised and the engine will be
inhibited from starting. The ‘Prime Not Achieved’ menu parameter will change to show
‘active’. This condition will remain until an alarm reset is operated at which point the priming
sequence will be reset to the point where the software is awaiting a healthy priming
pressure (‘Prime Healthy’) to be established for a continuous period of ‘Prime Time’.

b) If the engine is stationary and a new stop is operated or a fire is detected then the priming
sequence will be reset to the point where the software is awaiting a healthy priming
pressure (‘Prime Healthy’) to be established for a continuous period of ‘Prime Time’, and
that the priming pump will be de-energised. The sequence will continue only when no fire is
detected and no new stop is active.
19. ENGINE TYPE SELECTION

The engine type is selected and configured via the menu system.

With the exception of Flywheel Rotation (CCW or CW), the parameters within the Engine Types
menu are pre-configured for the RK280 range of engines and will not require adjustment.
20. DROOP / ISOCHRONOUS OPERATION

The unit will operate in droop mode. Setting the droop to 0% will enable isochronous operation.
21. TEMPERATURE LOGGING

21.1 Temperature Display Menu

The temperature of the board is constantly monitored and displayed in the ‘Temperature’ menu.
This also displays the maximum and minimum values since the last reset of the temperature
measuring function. The maximum and minimum values are stored in memory when changed
from previous values.

The ‘Status’ menu item shows the status of the saving operation. If the maximum and minimum
values have not changed ‘Not Required’ will be shown. If awaiting a save, due to the engine
running or the timer not having expired, ‘Awaiting Save’ will be shown. If a save is in progress
‘Saving’ will be shown.

21.2 Power Up

When the unit is powered up the stored values are read from memory. If these are corrupted
the maximum and minimum will be set to the current temperature, the ‘Calib. Memory Error’
alarm will be displayed in the alarm menu and the data will be logged to memory as soon as the
engine is not running. This alarm can be removed with a reset.

21.3 Reset Of Maximum And Minimum

When the ‘Reset’ menu item is saved and the ‘Save All Edited Data’ is saved the unit will reset
the maximum and minimum values to the current temperature and log the values to memory,
provided the engine is stopped.

21.4 Logging To Memory

If the maximum and minimum change, the ‘Reset’ menu item is activated or an error occurs
reading the memory at power up the maximum and minimum values are logged to memory.

NOTE :- During normal use, no reset and no errors, the logging to memory is prevented
from happening within 4 hours of the last save. In this circumstance the Status
display will show ‘Awaiting Save’.

The logging to memory will not occur when the engine is running. In this
circumstance the Status display will show ‘Awaiting Save’.

On power up logging of the values to memory can happen immediately the

engine is not running.
22. ELECTRONIC FUEL INJECTION

22.1 CANBUS - BCMBUS

22.1.1 Communications

The CAN communications between the Viking25 and the Viking Bank Control Modules (BCMs)
uses CAN 2.0B with a baud rate of 500 KBit/second running BCMbus protocol. The Viking25 is
designated to be the Master unit, the two Viking BCMs the slaves.

When the system is first powered up the Viking25 will de-energise the Disengage Backup Mode
digital output for at least 30ms prior to energising it. The BCMs will move out of backup mode
on the rising edge and start looking for the Master Message 1 transmission from the Viking25.
The communications will then proceed as specified in the BCMbus protocol definition document.

22.1.2 Failure Modes

If the Viking BCMs fail to see three consecutive Master Message 1 frames they will enter backup
mode and ignore any further Viking25 communications.

If the Viking25 fails to see three consecutive responses from any BCM it will stop
communications, the governor fault output will be energised, the Disengage Backup Mode digital
output will be de-energised and a ‘Communication Fail’ alarm will be displayed in the ‘CAN’
alarm menu.

A reset will be required to restore the communications. This will energise the Disengage
Backup Mode digital output to indicate to the BCMs to move out of backup mode.

Communications will also be stopped if the IVC comms has failed. In this instance IVC comms
must return to healthy before comms to the BCM can be re-established and transfer of
governing to the Viking occurs.

22.1.3 Backup Mode

When the Viking BCMs are in backup mode and the Viking25 has indicated a ‘Communication’
alarm the engine will be controlled by the BCMs to idle. The BCMs will now respond to raise /
lower digital inputs external to the Viking25.

The BCMs will require a start digital input signal prior to starting the engine to trigger the startup
fuelling sequence.

Note: In backup mode, the engine must be started manually.

22.1.4 Communications

It is possible to disable the communications from the Viking25 for test purposes. Setting the
‘CAN Communications’ menu item to ‘disable’ will suspend the communications.

The ‘Wrong Messages’ menu item is incremented each time a message frame is received that
was not expected from the BCMs. This can be used as a diagnostic feature in the event of
errors.

The ‘Communications’ display menu item in the ‘EFI General’ menu will show the status of the
communications. If the communications are disabled or an error occurs this will read ‘Halted’
otherwise it will read ‘Operating’.

Note:- The timing and mask registers for the CAN Port 1 menu should not be altered.
22.2 FUEL CONTROL

22.2.1 Calibration

It is possible to adjust the fuel demand values to allow for differences in performance between
engines by means of a fuelling compensation function. The fuelling volume in the ‘0% Load At’
menu item should be set to give full speed no load running conditions. The fuelling volume in the
‘100% Load At’ menu item should be set to give full speed full load running conditions.

22.2.2 Fuel Quantity Demand

The fuel quantity demand is transmitted on the CAN bus to all Viking BCM units. This defines
the global fuel quantity demand for fuel injection

The Maximum Fuel Qty value defines the maximum volume of fuel that can be demanded.

22.2.3 Fuel Pump Solenoid Timing Demand

The fuel pump solenoid timing demand is transmitted on the CAN bus to all Viking BCM units.
This defines the global timing demand for fuel injection.

The fuel pump solenoid timing demand is derived from the engine speed and load with the use
of a mapping table. The relationship has been preset to give the supplied surface, but can be
adjusted on a running engine by editing data points Speed 0-100% in the Load 0-100% data
tables.

+100.0

Fuel Pump
Solenoid
Timing
0
(from TDC)

-100.0
Parameters
High Load Data Pt 0 to 10
(Load 100%) En
gi
ne
Lo
ad
%

Low Load
(Load 0%)
Low Engine Speed % High
Speed Speed
(Speed 0%) (Speed 100%)
 The fuel pump solenoid timing speed range is determined by the Low Speed and High Speed
settings under the Configuration menu. The fuel pump solenoid timing demand load range is
determined by the Low Load and High Load settings under the Configuration menu.

A value of 100.0 degrees in the data table will result in a 100.0 degrees crankshaft angle offset
before TDC, a value of –100.0 degrees will result in a 100.0 degrees crankshaft angle offset
after TDC.

22.2.4 Fuel Demand Adjustments

It is possible to adjust the fuel quantity and pump start for each cylinder. This is achieved using
the ‘Fuel Adjustment’ menu. The values for each component can be changed between +/-
100%. The value is a multiplier against global demand. Therefore a value of 25% means that
the demand will be reduced by 75%.

22.2.5 Engine Bank Shut Down

Adjustment of the parameters "'A' Bank Running" and "'B' Bank Running" allows each engine
bank to be individually shutdown. A value of ‘Enable’ will operate the bank, a value of ‘Disable’
renders the bank shutdown.

WARNING: Due care and attention should be given to adjustment of these parameters. Only
authorised experienced personnel should change the settings.

22.2.6 Cylinder Shut Down

In the Cylinder Adjustment – Isolation menu, a menu parameter is provided for each cylinder to
allow it be independently shutdown. A value of ‘Enable’ will operate the cylinder, a value of
‘Disable’ renders the cylinder shutdown.

WARNING: Due care and attention should be given to adjustment of these parameters. Only
authorised experienced personnel should change the settings.

22.2.7 System Type

The EFI system is permanently configured to operate in UPS mode.

22.2.8 Sensor Position Adjustments

If the crank sensor is positioned incorrectly resulting in an offset of timing, correction can be
made using the ‘Timing Adjustment’ menu parameter. This parameter allows an offset of +/- 15
degrees to be made to the global solenoid start timing demands.

Note: this parameter should only be used to compensate for minor positional errors.

WARNING: Due care and attention should be given to adjustment of these parameters. Only
authorised experienced personnel should change the settings.

22.2.9 Blowover Mode

A menu parameter ‘Blowover Mode’ is provided to allow the engine to be turned with fuelling
inhibited. A value of ‘Enable’ will inhibit fuelling; a value of ‘Disable’ will permit normal fuelling.

.
22.3 BACKUP MODE

22.3.1 Normal Operation

When either the Viking BCMs have detected that CANbus communications have ceased or the
Viking25 does not see valid CANbus responses from both BCMs, each BCM will enter into
Backup Mode Operation. In this mode, each BCM will run independently in droop mode
controlling the engine speed.

If either of these conditions have occurred with the result being that the BCMs are in backup
mode, operating a Reset can restore remote mode operation (but only if the CANbus
communications can be established again and there is no active IVC comms failure alarm).

22.3.2 Forcing Backup Mode

For the purpose of testing, the BCMs can be forced into Backup Mode through disablement of
the CANbus communications via setting the parameter ‘BCM Communications’ to ‘disable’ in the
EFI/General menu.

In order to re-establish remote control of the BCMs again, the parameter ‘BCM Communications’
should be set to ‘enable’.

22.3.3 Backup Governing Monitoring

Each BCM unit will transmit via the CANbus its fuelling level, timing and setspeed for backup
governing. These can be found in the menu EFI/BCM/x Bank.

When communications are not healthy a value of zero is shown.

In addition to the display of individual fuel quantities per BCM, the average fuelling of both BCMs
is displayed in the EFI/General menu as ‘Average B.M. Fuelling’.
22.4 EFI / VIKING BCM DIAGNOSTICS

22.4.1 Solenoid Status

Each BCM will transmit via the CANbus diagnostic information about the characteristics of the
fuel pump solenoid. The information can be found in the EFI/Cylinder/Solenoid Diagnostics
menu.

The messages shown will be one of the following:

MESSAGE DISPLAYED STUCK OPEN SHORT COMMENT

‘Healthy’ No fault
‘Short’ √
‘Open’ √
‘Short+open’ √ √
‘Stuck’ √
‘Stuck+short’ √ √
‘Stuck+open’ √ √
‘All’ √ √ √

Where:

STUCK: the solenoid is stuck open or closed

OPEN: the solenoid circuit is open/discontinuous
SHORT: the solenoid circuit is shorted to 0V or 24V supply lines

When communications are not healthy ‘No comms’ is shown.

In the situation where a fault does arise, the Viking25 will latch the fault as an alarm, displaying it
in the EFI/Cylinder alarm menu. A reset will be required to clear the fault when the solenoid is
healthy.

The Viking25 sends information about the exhaust temperature for each cylinder to the Viking
BCMs in order to improve the BCMs ability to diagnose solenoid faults.

22.4.2 Sensor Status

Each BCM will transmit via the CANbus diagnostic information about the status of the cam and
crank sensor signals. This information is displayed in the EFI/BCM/x Bank menu. The display
will either show ‘Healthy’ or ‘Fault’ against the relevant sensor.
When communications are not healthy ‘No comms’ is shown.

In the situation where a fault does arise, the Viking25 will latch the fault as an alarm, displaying it
in the EFI/BCM alarm menu. A reset will be required to clear the fault when the sensor is
healthy.
22.4.3 Data Limiting Status

Each BCM will transmit via the CANbus diagnostic information about its limitation placed on
Viking25 demands. The information can be found in the EFI/Cylinder/Parameter Limitation
menu.

In certain circumstances, the BCM will limit the demand for fuel quantity and timing, which can
be seen in the menu.

The messages shown will be one of the following:

PUMP INJECTOR
FUEL
START START
MESSAGE DISPLAYED QUANTITY COMMENT
TIMING TIMING
LIMITED
LIMITED LIMITED
‘None’ No limitation
‘FQ’ √
‘P’ √
‘P+FQ’ √ √

Where:

FQ: the fuel quantity demand is being limited

P: the pump start timing demand is being limited

When communications are not healthy ‘No comms’ is shown.

22.4.4 BCM Power Supply Monitoring

Each BCM will transmit via the CANbus its power supply voltage level measurement of the
supply to the processor and to the driver stage circuitry. This can be seen in the EFI/BCM/x
Bank menus.
When communications are not healthy a value of zero is shown.

If either BCM transmits a processor supply voltage that falls below the menu parameter Proc
Sup Alarm Level in the EFI/General menu, the Viking25 will latch the fault as a Power Supply
alarm, displaying it in the EFI/BCM alarm menu. A reset will be required to clear the fault when
the voltage is healthy.

If either BCM transmits a solenoid supply voltage that falls below the menu parameter Sol Sup
Alarm Level in the EFI/General menu, the Viking25 will latch the fault as a Power Supply alarm,
displaying it in the EFI/BCM alarm menu. A reset will be required to clear the fault when the
voltage is healthy.

22.4.5 BCM Temperature Monitoring

Each BCM will transmit via the CANbus its temperature measurement at the processor. This can
be seen in the EFI/BCM/x Bank menus..
When communications are not healthy a value of zero is shown.

If either BCM transmits a temperature that exceeds the menu parameter Temp Alarm Level in
the EFI/General menu, the Viking25 will latch the fault as an x Bank Temperature alarm,
displaying it in the EFI/BCM alarm menu. A reset will be required to clear the fault when the
temperature is healthy.
22.4.6 BCM Configuration Monitoring

Each BCM will transmit via the CANbus information about its configuration regarding number of
cylinders, BCM position (A Bank or B Bank) and engine rotation. This can be seen in the
EFI/BCM/x Bank menus.

The Viking 25 will compare engine rotation and number of cylinder information from the BCMs
against its own engine configuration set in the menu. If the two sets of information do not agree
then the Viking25 will latch the fault as an x Bank Config alarm, displaying it in the EFI/BCM
alarm menu. The engine will also be prevented from running as a safety measure. A reset will
be required to clear the fault when configuration of the Viking25 and the Viking BCMs match.
22.5 MISCELLANEOUS FUNCTIONALITY

22.5.1 BCM Software Version

Each BCM will transmit via the CANbus its own embedded software version. This can be seen
in the EFI/BCM/x Bank menus..
When communications are not healthy a value of zero is shown.

22.5.2 BCM Speed Monitoring

Each BCM will transmit via the CANbus its own engine speed measurement. This can be found
in the menu EFI/BCM/x Bank.
When communications are not healthy a value of zero is shown.

22.5.3 BCM Operating Mode

Each BCM will transmit via the CANbus its own operating mode. This can be found in the menu
EFI/BCM/x Bank.

The mode displayed will be one of the following:

MODE DESCRIPTION
Local stop The BCM is in backup mode and stop is enabled.
Local crank The BCM is in backup mode and an instruction to start has been given to it
Local run The BCM is in backup mode and no stop is enabled.
Remote stop The BCM is responding to commands from the Viking25 and a stop is enabled.
Remote run The BCM is responding to commands from the Viking25 and no stop is enabled.
No comms There are no communications to the BCM.
23. VIKING HMI

The Viking HMI is used to display and reset alarms and edit or display the contract data. For
ease of access to the data three menus are used. The alarm menu holds any alarms that are
present in a list format. The display menu holds all of the display menu items and is in a tree
format. The edit menu holds all of the editable menu items and is in a tree format.

Example of the tree format used for part of the edit menu :-

Serial Actuator

RS Communications Setup Calibration

Port 1 Port 2 Force Mode 0.25 A Calibration

Type Type Force Output 0.75 A Calibration

Actuator Offset Calibration Enable

The current menu that is being displayed is shown by the lit MENU area text on the Viking HMI.

Refer to the HMI manual for detailed information.

24. IVC2 COMMANDS

The Viking25 EFI is able to respond from commands from an external system via the IVC2 interface.
Supported commands are:-

• Alarm reset
• Start the engine
• Stop the engine

In order to ensure that these signals are used safely, the facility to enable / disable their operation is
provided via the menu parameters “Allow IVC2 Reset’, ‘Allow IVC2Start’ and ‘Allow IVC2 Stop’ in the
systems menu.
25. DISPLAY MODULE ALARM MESSAGES

ALARM
DESCRIPTION
CODE
A1 CAP PT12 Trans. Fail
A2 Set Speed Trans.Fail
A3 OS1 TE60 Trans.Fail
A4 OS2 TE61 Trans.Fail
A5 OS3 TE62 Trans.Fail
A6 OS4 TE63 Trans.Fail
A7 OS5 TE64 Trans.Fail
A8 OS6 TE65 Trans.Fail
A9 OS7 TE66 Trans.Fail
A10 OS8 TE67 Trans.Fail
A11 OS9 TE68 Trans.Fail
A12 OS10 TE69 Trans.Fail
A13 HTWP PT27 Trans.Fail
A14 LOP PT7 Trans.Fail
A15 Error Status
A16 Last Error Code
A17 Communications Fail
A18 Pickup Fault
A19 Pickup 1 Fail
A20 Pickup 2 Fail
A21 Pickup Change
A22 Fail To Stop
A23 Viking Vision Stop
A24 Fault Shutdown
A25 2 From 3 Shutdown
A26
A27 External Flash Fail
A28 Speed Switch Failed
A29 Fail To Start
A30 Go To Idle
A31
A32 IVC_Comms_Fail
A33 Internal Temperature
A34 EFI Config
A35 Fail To Prime
A36 Overload
A37 A Bank Crank1 Fault
A38 A Bank Crank2 Fault
A39 A Bank Cam1 Fault
A40 A Bank Cam2 Fault
A41 B Bank Crank1 Fault
A42 B Bank Crank2 Fault
A43 B Bank Cam1 Fault
A44 B Bank Cam2 Fault
A45 A Bank Temperature
A46 B Bank Temperature
A47 Power Supply
A48 A Bank Cam2 Fault
A49 B Bank Crank1 Fault
A50 Cylinder A1 Fault
ALARM
DESCRIPTION
CODE
A51 Cylinder A2 Fault
A52 Cylinder A3 Fault
A53 Cylinder A4 Fault
A54 Cylinder A5 Fault
A55 Cylinder A6 Fault
A56 Cylinder A7 Fault
A57 Cylinder A8 Fault
A58 Cylinder A9 Fault
A59 Cylinder A10 Fault
A60 Cylinder B1 Fault
A61 Cylinder B2 Fault
A62 Cylinder B3 Fault
A63 Cylinder B4 Fault
A64 Cylinder B5 Fault
A65 Cylinder B6 Fault
A66 Cylinder B7 Fault
A67 Cylinder B8 Fault
A68 Cylinder B9 Fault
A69 Cylinder B10 Fault
A70 O.Splash 1 TE60 SLD
A71 O.Splash 2 TE61 SLD
A72 O.Splash 3 TE62 SLD
A73 O.Splash 4 TE63 SLD
A74 O.Splash 5 TE64 SLD
A75 O.Splash 6 TE65 SLD
A76 O.Splash 7 TE66 SLD
A77 O.Splash 8 TE67 SLD
A78 O.Splash 9 TE68 SLD
A79 O.Splash 10 TE69 SLD
A80 OS Mean SLD
A81 SCS SLD
A82 OMD1 SLD
A83 Hi CP PS30 SLD
A84 MPD1 SLD
A85 MAA SLD
A86 Lo HTWP PT27 SLD
A87 SCS SLD WB
A88 OMD1 SLD WB
A89 Hi CP PS30 SLD WB
A90 MPD1 SLD WB
A91 MAA SLD WB
A92
A93
A94
A95
A96
A97
A98
A99
26. VIKING VISION ALARM MESSAGES

Fault CAP PT12 Trans Fail Warning

Cause The signal from the boost pressure transducer has failed.

Fault Set Speed Trans Fail Warning

Cause The signal from the speed setting transducer has failed.

Fault OSx TE6x Trans Fail Warning

Cause The signal from the oil splash x temperature transducer has failed.

Fault HTWP PT27 Trans Fail Warning

Cause The signal from the HT water pressure transducer has failed.

Fault LOP PT07 Trans Fail Warning

Cause The signal from the lub oil pressure transducer has failed.

Fault Error Status CAN Error Warning

Cause The CAN chip error counter has reached an error warning level.

Fault Error Status CAN Bus Off

Cause The CAN device error counter has reached a Bus Off level and the communications will
be lost.

Fault Last Error Code Warning

Cause The Error Code from the CAN device has been activated due to a CAN Error Warning or
a CAN Bus Off error.

Fault Communications Fail Warning

Cause The CAN software has detected a protocol error and the BCMbus communications will
be stopped until a reset is performed.

Fault Pickup Fault PICKUPS FAILED

Cause The speed pickups have failed.

Fault Pickup 1 Fail No signal

Cause No signal from speed pickup 1.

Fault Pickup 1 Fail Init Error

Cause Speed pickup 1 initialisation has failed.

Fault Pickup 1 Fail Over Range

Cause Speed pickup 1 has detected a high frequency signal.

Fault Pickup 2 Fail No Signal

Cause No signal from speed pickup 2.

Fault Pickup 2 Fail Init Error

Cause Speed pickup 2 initialisation has failed.

Fault Pickup 2 Fail Over Range

Cause Speed pickup 2 has detected a high frequency signal.

Fault Pickup Change Warning

Cause The pickup in use has changed.

Fault Fail To Stop Warning

Cause The engine failed to stop after a stop has been executed.
Fault Vision Stop Shutdown
Cause The stop button in Viking Vision has been activated.

Fault Fault Shutdown Shutdown

Cause A shutdown has been activated. The individual alarms will indicate which shutdown
occurred.

Fault 2 From 3 Shutdown Shutdown

Cause A shutdown has been activated due to the 2 from 3 slowdown function.

Fault External Flash Fail Warning

Cause The external flash memory handling has failed.

Fault Fail To Start Shutdown

Cause The engine has failed to reach the set speed within the required time during a start
sequence.

Fault Go To Idle Warning

Cause The go to idle function has been activated.

Fault IVC Comms Fail Warning

Cause The Viking25 has detected a failure with the IVC2 communications link.

Fault Internal Temperature Warning

Cause A unit high temperature alarm has been activated.

Fault EFI Config. Warning

Cause The Viking25 has detected that it’s configuration does not match that of the BCMs.

Fault Fail To Prime Warning

Cause Priming has failed.

Fault Overload Warning

Cause The global fuelling demand has exceeded the alarm level.

Fault A Bank Crank 1 Fault Warning

Cause Viking BCM (A Bank) has sensed a fault with crank 1 sensor.

Fault A Bank Crank 2 Fault Warning

Cause Viking BCM (A Bank) has sensed a fault with crank 2 sensor.

Fault A Bank Cam 1 Fault Warning

Cause Viking BCM (A Bank) has sensed a fault with cam 1 sensor.

Fault A Bank Cam 2 Fault Warning

Cause Viking BCM (A Bank) has sensed a fault with cam 2 sensor.

Fault B Bank Crank 1 Fault Warning

Cause Viking BCM (B Bank) has sensed a fault with crank 1 sensor.

Fault B Bank Crank 2 Fault Warning

Cause Viking BCM (B Bank) has sensed a fault with crank 2 sensor.

Fault B Bank Cam 1 Fault Warning

Cause Viking BCM (B Bank) has sensed a fault with cam 1 sensor.

Fault B Bank Cam 2 Fault Warning

Cause Viking BCM (B Bank) has sensed a fault with cam 2 sensor.
Fault A Bank Temperature Warning
Cause The internal temperature of Viking BCM (A Bank) has exceeded the alarm level.

Fault B Bank Temperature Warning

Cause The internal temperature of Viking BCM (B Bank) has exceeded the alarm level.

Fault Power Supply Warning

Cause The power supply voltage levels sensed by either Viking BCM have fallen below the
alarm level.

Fault A Bank Config Warning

Cause The configuration of Viking BCM (A Bank) is different to that of the Viking25 EFI.

Fault B Bank Config Warning

Cause The configuration of Viking BCM (A Bank) is different to that of the Viking25 EFI.

Fault Cylinder xx Fault Warning

Cause A fuel pump solenoid cylinder xx fault has been sensed.

Fault OSx TE6x SLD Warning

Cause An oil splash temperature deviation slowdown from mean value (sensor OSx) has
occurred.

Fault OS Mean SLD Warning

Cause A mean oil splash temperature level has occurred.

Fault SCS SLD Warning

Cause An SCS initiated slowdown has occurred.

Fault OMD1 SLD Warning

Cause An oil mist detected slowdown has occurred.

Fault Hi CP PS30 SLD Warning

Cause A high crankcase pressure slowdown has occurred.

Fault MPD1 SLD Warning

Cause A metal particles detected slowdown has occurred.

Fault MAA SLD Warning

Cause A Viking25 MAA initiated slowdown has occurred.

Fault Lo HTWP PT27 SLD Warning

Cause A low HT water pressure slowdown has occurred.

Fault SCS SLD WB Warning

Cause An SCS initiated slowdown signal wirebreak has been sensed.

Fault OMD1 SLD WB Warning

Cause An oil mist detected slowdown signal wirebreak has been sensed.
Fault Hi CP PS30 SLD WB Warning
Cause A high crankcase pressure slowdown signal wirebreak has been sensed.

Fault MPD1 SLD WB Warning

Cause A metal particles detected slowdown signal wirebreak has been sensed.

Fault MAA SLD WB Warning

Cause A Viking25 MAA initiated slowdown signal wirebreak has been sensed.
27. MENU AND PARAMETER RECORD

Speed Setting > Analogue Config. Menu [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Maximum Speed 600 1300
Minimum Speed 150 1000
Maximum Speed 12.0 20.0
Minimum Speed 4.0 12.0

Speed Setting > Digital Config. Menu [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Maximum Speed 600 1300
Minimum Speed 150 1000

Speed Setting > Ramp Rates Menu [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Up Ramp1 (A) 1.0 100.0
Up Ramp2 (A) 1.0 100.0
Down Ramp1 (A) 1.0 100.0
Down Ramp2 (A) 1.0 100.0
R1 / R2 Speed (A) 200 1300
Up Ramp1 (B) 1.0 100.0
Up Ramp2 (B) 1.0 100.0
Down Ramp1 (B) 1.0 100.0
Down Ramp2 (B) 1.0 100.0
R1 / R2 Speed (B) 200 1300

Speed Setting > General Menu [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Blowover Mode
Idle Speed 150 1000
Running Speed 150 850
Nominal Speed 600 1300
Station Match Band 0 1300
Anal Fail To Dig.
Fault Go To Idle Cfg
Running At Idle Band 0 200
Running AT Idle Hyst. 0 50
Start Interlock

Dynamics 1 [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Droop 0 10.0
Droop Null -33 133
Prop. Gain 0 25.00
integ. Gain 0.01 15.00
Deriv. Gain 0 5.0000
Dynamics 2 [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Droop 0 10.0
Droop Null -33 133
Prop. Gain 0 25.00
Integ. Gain 0.01 15.00
Deriv. Gain 0 5.0000

Non-Linear Gain [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Data Point 0 0 10.0
Data Point 1 0 10.0
Data Point 2 0 10.0
Data Point 3 0 10.0
Data Point 4 0 10.0
Data Point 5 0 10.0
Data Point 6 0 10.0
Data Point 7 0 10.0
Data Point 8 0 10.0
Data Point 9 0 10.0
Data Point 10 0 10.0
Error Range 0 100.0
NLG Enable

Speed Variable Gain 1 [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Data Point 0 0 100.0
Data Point 1 0 100.0
Data Point 2 0 100.0
Data Point 3 0 100.0
Data Point 4 0 100.0
Data Point 5 0 100.0
Data Point 6 0 100.0
Data Point 7 0 100.0
Data Point 8 0 100.0
Data Point 9 0 100.0
Data Point 10 0 100.0
High RPM 650 1100
Low RPM 0 600
Proportional Enable
Integral Enable
Derivative Enable
Speed Variable Gain 2 [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Data Point 0 0 100.0
Data Point 1 0 100.0
Data Point 2 0 100.0
Data Point 3 0 100.0
Data Point 4 0 100.0
Data Point 5 0 100.0
Data Point 6 0 100.0
Data Point 7 0 100.0
Data Point 8 0 100.0
Data Point 9 0 100.0
Data Point 10 0 100.0
High RPM 650 1100
Low RPM 0 600
Proportional Enable
Integral Enable
Derivative Enable

Load Variable Gain [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Data Point 0 0 100.0
Data Point 1 0 100.0
Data Point 2 0 100.0
Data Point 3 0 100.0
Data Point 4 0 100.0
Data Point 5 0 100.0
Data Point 6 0 100.0
Data Point 7 0 100.0
Data Point 8 0 100.0
Data Point 9 0 100.0
Data Point 10 0 100.0
Proportional Enable
Integral Enable
Derivative Enable

Boost Menu [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Data Point 0 0 4000
Data Point 1 0 4000
Data Point 2 0 4000
Data Point 3 0 4000
Data Point 4 0 4000
Data Point 5 0 4000
Data Point 6 0 4000
Data Point 7 0 4000
Data Point 8 0 4000
Data Point 9 0 4000
Data Point 10 0 4000
Boost Limit Enable
Maximum Boost 12.0 20.0
Minimum Boost 4.0 12.0
Maximum Boost 0 10.0
Minimum Boost 0 10.0
Torque Menu [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Data Point 0 0 4000
Data Point 1 0 4000
Data Point 2 0 4000
Data Point 3 0 4000
Data Point 4 0 4000
Data Point 5 0 4000
Data Point 6 0 4000
Data Point 7 0 4000
Data Point 8 0 4000
Data Point 9 0 4000
Data Point 10 0 4000
High RPM 600 1300
Low RPM 150 600
Torque Limit Enable

Systems Menu [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Start Fuel Limit 0 4000
Start Time 0.0 300.0
Stop Time 0.0 300.0
Maximum Tacho Speed 300 2000
Mode Display
Cooldown Time 0 300.0
Comm. Alarms Speed 0 1000
Comm. Alarms Hyst. 0 200
Comm. Alarms Delay 0 300.0
HS LOP SD Speed 0 1000
HS LOP SD Hyst. 0 200
Overload Level 0 4000
Overload Delay 0 300.0
Allow IVC2 Reset
Allow IVC2 Start
Allow IVC2 Stop
Digital Inputs Configuration [ ]

Menu Item Factory PW

Preset
Force 1
Force Value 1
Force 2
Force Value 2
Force 3
Force Value 3
Force 4
Force Value 4
Force 5
Force Value 5
Force 6
Force Value 6
Force 7
Force Value 7
Force 8
Force Value 8
Force 9
Force Value 9
Force 10
Force Value 10
Force 11
Force Value 11
Force 12
Force Value 12
Force 13
Force Value 13
Force 14
Force Value 14
Force 15
Force Value 15
Force 16
Force Value 16
Digital Outputs Configuration [ ]

Menu Item Factory PW

Preset
Force 1
Force Value 1
Force 2
Force Value 2
Force 3
Force Value 3
Force 4
Force Value 4
Force 5
Force Value 5
Force 6
Force Value 6
Force 7
Force Value 7
Force 8
Force Value 8
Force 9
Force Val0ue 9
Force 10
Force Value 10
Force 11
Force Value 11
Force 12
Force Value 12
Force 13
Force Value 13
Force 14
Force Value 14
Force 15
Force Value 15
Force 16
Force Value 16

Serial Port 1 – VV [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Type 0 2

Serial Port 2 – IVC [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Type 0 2

CANbus – BCMbus [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Bit Timing 31296 0 32768
11 Bit Mask 0 0 2047
29 Bit Mask Upper 4095 0 8191
29 Bit Mask Lower 8608 0 65535
Mess. 15 Mask Upper 0 0 8191
Mess. 15 Mask Lower 0 0 65535
Actuator Setup [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Force Mode
Force Output 0 10.0
Actuator Offset -3.0 3.0

Analogue Inputs > Channel A (Standard) > Configuration [ ]

Menu Item Factory PW

Preset
Type 1
Type 2
Type 3
Type 4
Type 5
Type 6
Type 7
Type 8

Analogue Inputs > Channel A (Standard) > Force [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Enable 1
Value 1 0 100.0
Enable 2
Value 2 0 100.0
Enable 3
Value 3 0 100.0
Enable 4
Value 4 0 100.0
Enable 5
Value 5 0 100.0
Enable 6
Value 6 0 100.0
Enable 7
Value 7 0 100.0
Enable 8
Value 8 0 100.0
Analogue Inputs > Channel B (Expanded) > Configuration [ ]

Menu Item Factory PW

Preset
Type 1
Type 2
Type 3
Type 4
Type 5
Type 6
Type 7
Type 8
Type 9
Type 10
Type 11
Type 12
Type 13
Type 14
Type 15
Type 16

Analogue Inputs > Channel B (Expanded) > Force [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Enable 1
Value 1 0 100.0
Enable 2
Value 2 0 100.0
Enable 3
Value 3 0 100.0
Enable 4
Value 4 0 100.0
Enable 5
Value 5 0 100.0
Enable 6
Value 6 0 100.0
Enable 7
Value 7 0 100.0
Enable 8
Value 8 0 100.0
Enable 9
Value 9 0 100.0
Enable 10
Value 10 0 100.0
Enable 11
Value 11 0 100.0
Enable 12
Value 12 0 100.0
Enable 13
Value 13 0 100.0
Enable 14
Value 14 0 100.0
Enable 15
Value 15 0 100.0
Enable 16
Value 16 0 100.0
Analogue Outputs Configuration [ ]

Menu Item Factory Preset PW

Type 1
Type 2
Type 3
Type 4
Type 5
Type 6
Type 7
Type 8

Analogue Outputs Force [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Enable 1
Value 1 0 100.0
Enable 2
Value 2 0 100.0
Enable 3
Value 3 0 100.0
Enable 4
Value 4 0 100.0
Enable 5
Value 5 0 100.0
Enable 6
Value 6 0 100.0
Enable 7
Value 7 0 100.0
Enable 8
Value 8 0 100.0

Pickups [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Pickup 1 Enable
Pickup 2 Enable
Lowest RPM 10 100
Change Over Enable
Change Over RPM 80 500

Temperature [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Reset 0 0
Alarm Level 0 150

Memory [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
ERS Disable
Fuel Quantity [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Maximum Fuel Qty 0 4000

Timing – Map - Load 0% [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Speed 0% 11.0 11.0 11.0
Speed 10% 11.0 11.0 11.0
Speed 20% 11.0 11.0 11.0
Speed 30% 11.0 11.0 11.0
Speed 40% 11.0 11.0 11.0
Speed 50% 12.0 12.0 12.0
Speed 60% 13.0 13.0 13.0
Speed 70% 14.0 14.0 14.0
Speed 80% 15.0 15.0 15.0
Speed 90% 15.0 15.0 15.0
Speed 100% 15.0 15.0 15.0

Timing – Map - 10% [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Speed 0% 11.0 11.0 11.0
Speed 10% 11.0 11.0 11.0
Speed 20% 11.0 11.0 11.0
Speed 30% 11.0 11.0 11.0
Speed 40% 11.0 11.0 11.0
Speed 50% 12.0 12.0 12.0
Speed 60% 13.0 13.0 13.0
Speed 70% 14.0 14.0 14.0
Speed 80% 15.0 15.0 15.0
Speed 90% 15.0 15.0 15.0
Speed 100% 15.0 15.0 15.0

Timing – Map - 20% [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Speed 0% 11.0 11.0 11.0
Speed 10% 11.0 11.0 11.0
Speed 20% 11.0 11.0 11.0
Speed 30% 11.0 11.0 11.0
Speed 40% 11.0 11.0 11.0
Speed 50% 12.0 12.0 12.0
Speed 60% 13.0 13.0 13.0
Speed 70% 14.0 14.0 14.0
Speed 80% 15.0 15.0 15.0
Speed 90% 15.0 15.0 15.0
Speed 100% 15.0 15.0 15.0
Timing – Map - 30% [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Speed 0% 11.0 11.0 11.0
Speed 10% 11.0 11.0 11.0
Speed 20% 11.0 11.0 11.0
Speed 30% 11.0 11.0 11.0
Speed 40% 11.0 11.0 11.0
Speed 50% 12.0 12.0 12.0
Speed 60% 13.0 13.0 13.0
Speed 70% 13.0 13.0 13.0
Speed 80% 13.0 13.0 13.0
Speed 90% 13.0 13.0 13.0
Speed 100% 17.0 17.0 17.0

Timing – Map - 40% [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Speed 0% 11.0 11.0 11.0
Speed 10% 11.0 11.0 11.0
Speed 20% 11.0 11.0 11.0
Speed 30% 11.0 11.0 11.0
Speed 40% 11.0 11.0 11.0
Speed 50% 12.0 12.0 12.0
Speed 60% 13.0 13.0 13.0
Speed 70% 13.0 13.0 13.0
Speed 80% 13.0 13.0 13.0
Speed 90% 13.0 13.0 13.0
Speed 100% 17.0 17.0 17.0

Timing – Map - 50% [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Speed 0% 11.0 11.0 11.0
Speed 10% 11.0 11.0 11.0
Speed 20% 11.0 11.0 11.0
Speed 30% 11.0 11.0 11.0
Speed 40% 11.0 11.0 11.0
Speed 50% 12.0 12.0 12.0
Speed 60% 13.0 13.0 13.0
Speed 70% 13.0 13.0 13.0
Speed 80% 13.0 13.0 13.0
Speed 90% 13.0 13.0 13.0
Speed 100% 17.0 17.0 17.0
Timing – Map - 60% [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Speed 0% 11.0 11.0 11.0
Speed 10% 11.0 11.0 11.0
Speed 20% 11.0 11.0 11.0
Speed 30% 11.0 11.0 11.0
Speed 40% 11.0 11.0 11.0
Speed 50% 12.0 12.0 12.0
Speed 60% 13.0 13.0 13.0
Speed 70% 13.0 13.0 13.0
Speed 80% 13.0 13.0 13.0
Speed 90% 13.0 13.0 13.0
Speed 100% 17.0 17.0 17.0

Timing – Map - 70% [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Speed 0% 11.0 11.0 11.0
Speed 10% 11.0 11.0 11.0
Speed 20% 11.0 11.0 11.0
Speed 30% 11.0 11.0 11.0
Speed 40% 11.0 11.0 11.0
Speed 50% 12.0 12.0 12.0
Speed 60% 13.0 13.0 13.0
Speed 70% 13.5 13.5 13.5
Speed 80% 13.5 13.5 13.5
Speed 90% 13.5 13.5 13.5
Speed 100% 17.0 17.0 17.0

Timing – Map - 80% [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Speed 0% 11.0 11.0 11.0
Speed 10% 11.0 11.0 11.0
Speed 20% 11.0 11.0 11.0
Speed 30% 11.0 11.0 11.0
Speed 40% 11.0 11.0 11.0
Speed 50% 12.0 12.0 12.0
Speed 60% 13.0 13.0 13.0
Speed 70% 13.0 13.0 13.0
Speed 80% 13.0 13.0 13.0
Speed 90% 13.0 13.0 13.0
Speed 100% 17.0 17.0 17.0
Timing – Map - 90% [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Speed 0% 11.0 11.0 11.0
Speed 10% 11.0 11.0 11.0
Speed 20% 11.0 11.0 11.0
Speed 30% 11.0 11.0 11.0
Speed 40% 11.0 11.0 11.0
Speed 50% 12.0 12.0 12.0
Speed 60% 13.0 13.0 13.0
Speed 70% 15.0 15.0 15.0
Speed 80% 17.0 17.0 17.0
Speed 90% 17.0 17.0 17.0
Speed 100% 17.0 17.0 17.0

Timing – Map - 100% [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Speed 0% 11.0 11.0 11.0
Speed 10% 11.0 11.0 11.0
Speed 20% 11.0 11.0 11.0
Speed 30% 11.0 11.0 11.0
Speed 40% 11.0 11.0 11.0
Speed 50% 12.0 12.0 12.0
Speed 60% 13.0 13.0 13.0
Speed 70% 15.0 15.0 15.0
Speed 80% 17.0 17.0 17.0
Speed 90% 17.0 17.0 17.0
Speed 100% 17.0 17.0 17.0

Configuration [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Low Load 0 0
High Load 100 100
Low Speed 0 0
High Speed 1000 1000
EFI System Type UPS UPS
Timing Adjustment 0 0
Cylinder Adjustment - Quantity [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
A1 0 -100.0 100.0
A2 0 -100.0 100.0
A3 0 -100.0 100.0
A4 0 -100.0 100.0
A5 0 -100.0 100.0
A6 0 -100.0 100.0
A7 0 -100.0 100.0
A8 0 -100.0 100.0
A9 0 -100.0 100.0
A10 0 -100.0 100.0
B1 0 -100.0 100.0
B2 0 -100.0 100.0
B3 0 -100.0 100.0
B4 0 -100.0 100.0
B5 0 -100.0 100.0
B6 0 -100.0 100.0
B7 0 -100.0 100.0
B8 0 -100.0 100.0
B9 0 -100.0 100.0
B10 0 -100.0 100.0

Cylinder Adjustment - Timing [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
A1 0 -100.0 100.0
A2 0 -100.0 100.0
A3 0 -100.0 100.0
A4 0 -100.0 100.0
A5 0 -100.0 100.0
A6 0 -100.0 100.0
A7 0 -100.0 100.0
A8 0 -100.0 100.0
A9 0 -100.0 100.0
A10 0 -100.0 100.0
B1 0 -100.0 100.0
B2 0 -100.0 100.0
B3 0 -100.0 100.0
B4 0 -100.0 100.0
B5 0 -100.0 100.0
B6 0 -100.0 100.0
B7 0 -100.0 100.0
B8 0 -100.0 100.0
B9 0 -100.0 100.0
B10 0 -100.0 100.0
Cylinder Adjustment - Isolation [ ]

Menu Item Factory PW

Preset
A1 Enable
A2 Enable
A3 Enable
A4 Enable
A5 Enable
A6 Enable
A7 Enable
A8 Enable
A9 Enable
A10 Enable
B1 Enable
B2 Enable
B3 Enable
B4 Enable
B5 Enable
B6 Enable
B7 Enable
B8 Enable
B9 Enable
B10 Enable

Working Load Range [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
0% Load At 0 4000
100% Load AT 0 4000

Fuel Calib. Table [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
Data Point 16.0 -100.0 100.0
Data Point 15.7 -100.0 100.0
Data Point 14.9 -100.0 100.0
Data Point 14.2 -100.0 100.0
Data Point 10.6 -100.0 100.0
Data Point 7.3 -100.0 100.0
Data Point 4.0 -100.0 100.0
Data Point -0.7 -100.0 100.0
Data Point -1.4 -100.0 100.0
Data Point -1.4 -100.0 100.0
Data Point -1.4 -100.0 100.0
High Fuel 4000 0 4000
Low Fuel 0 0 4000
Calibration Enable Enable
General [ ]

Menu Item Factory Factory Factory PW

Preset Low Limit High Limit
BCM Communications Enable
‘A’ Bank Running Enable
‘B’ Bank Running Enable
Temp Alarm Level 80 0 150
Proc Sup Alarm Level 18.0 0 32.0
Sol Sup Alarm Level 18.0 0 32.0

Selection [ ]

Menu Item Factory PW

Preset
Engine Type

12RK280 [ ]

Menu Item Factory Preset Factory Low Factory High PW

Limit Limit
Cylinders 12
Markers 3 2 14
Teeth 304 3 400
Every Other Disabled
Pickup 1 Type High Freq
Pickup 1 Enabled
Pickup 2 Type High Freq
Pickup 2 Enabled
Actuator Mode Normal
Crankcase Offset 0 -3.0 3.0

16RK280 [ ]

Menu Item Factory Preset Factory Low Factory High PW

Limit Limit
Cylinders 16
Markers 4 2 14
Teeth 304 3 400
Every Other Disabled
Pickup 1 Type High Freq
Pickup 1 Enabled
Pickup 2 Type High Freq
Pickup 2 Enabled
Actuator Mode Normal
Crankcase Offset 0 -3.0 3.0
202RK280 [ ]

Menu Item Factory Preset Factory Low Factory High PW

Limit Limit
Cylinders 20
Markers 5 2 14
Teeth 304 3 400
Every Other Disabled
Pickup 1 Type High Freq
Pickup 1 Enabled
Pickup 2 Type High Freq
Pickup 2 Enabled
Actuator Mode Normal
Crankcase Offset 0 -3.0 3.0

Not Available (x13) [ ]

Menu Item Factory Preset Factory Low Factory High PW

Limit Limit
Cylinders 16
Markers 4 2 14
Teeth 304 3 400
Every Other Disabled
Pickup 1 Type High Freq
Pickup 1 Enabled
Pickup 2 Type High Freq
Pickup 2 Enabled
Actuator Mode Normal
Crankcase Offset 0 -3.0 3.0

General [ ]

Menu Item Factory Preset Factory Low Factory High PW

Limit Limit
Save All Edited Data Save

Priming > General [ ]

Menu Item Factory Preset Factory Low Factory High PW

Limit Limit
Prime Operation
Prime Fail Time 0 3000.0
Prime Healthy 0 12.0
Prime Healthy Hyst 0 12.0
Pump Off Speed 0 1000
Pump On Speed 0 1000
Maximum Pressure 0 12.0
Minimum Pressure 0 12.0
Maximum Pressure 12.0 20.0
Minimum Pressure 4.0 12.0

Priming > Pre Start Priming [ ]

Menu Item Factory Preset Factory Low Factory High PW

Limit Limit
Post-Run Prime Time 0 3000.0
Pre-Run Prime Time 0 3000.0
Priming > Time Cycle Priming [ ]

Menu Item Factory Preset Factory Low Factory High PW

Limit Limit
Post-Run Prime Time 0 3000.0
T1 Time 0 3000.0

Boost Bypass Valve [ ]

Menu Item Factory Preset Factory Low Factory High PW

Limit Limit
Boost Bypass Low 100 1000
Boost Bypass High 100 1000
Boost Bypass Hyst. 0 30
Boost Bypass

AVLOS Pump [ ]

Menu Item Factory Preset Factory Low Factory High PW

Limit Limit
AVLOS Level 100 1000
AVLOS Hyst. 0 30

Fuel Module [ ]

Menu Item Factory Preset Factory Low Factory High PW

Limit Limit
Time Delay 0 30.0
Firing Speed 100 1000

Slowdowns > Oil Splash Temp > Slowdown Config. [ ]

Menu Item Factory Preset Factory Low Factory High PW

Limit Limit
OS1 Config.
OS2 Config.
OS3 Config.
OS4 Config.
OS5 Config.
OS6 Config.
OS7 Config.
OS8 Config.
OS9 Config.
OS10 Config.
Channel SLD Dev. 0 150.0
Channel SLD Delay 0 30.0
Mean Config.
Mean SLD Level 0 150.0
Mean SLD Delay 0 30.0
Slowdowns > Oil Splash Temp > Slowdown Config. [ ]

Menu Item Factory Preset Factory Low Factory High PW

Limit Limit
OS1 Maximum 12.0 20.0
OS1 Minimum 4.0 12.0
OS1 Maximum 0 150.0
OS1 Minimum 0 150.0
OS2 Maximum 12.0 20.0
OS2 Minimum 4.0 12.0
OS2 Maximum 0 150.0
OS2 Minimum 0 150.0
OS3 Maximum 12.0 20.0
OS3 Minimum 4.0 12.0
OS3 Maximum 0 150.0
OS3 Minimum 0 150.0
OS4 Maximum 12.0 20.0
OS4 Minimum 4.0 12.0
OS4 Maximum 0 150.0
OS4 Minimum 0 150.0
OS5 Maximum 12.0 20.0
OS5 Minimum 4.0 12.0
OS5 Maximum 0 150.0
OS5 Minimum 0 150.0
OS6 Maximum 12.0 20.0
OS6 Minimum 4.0 12.0
OS6 Maximum 0 150.0
OS6 Minimum 0 150.0
OS7 Maximum 12.0 20.0
OS7 Minimum 4.0 12.0
OS7 Maximum 0 150.0
OS7 Minimum 0 150.0
OS8 Maximum 12.0 20.0
OS8 Minimum 4.0 12.0
OS8 Maximum 0 150.0
OS8 Minimum 0 150.0
OS9 Maximum 12.0 20.0
OS9 Minimum 4.0 12.0
OS9 Maximum 0 150.0
OS9 Minimum 0 150.0
OS10 Maximum 12.0 20.0
OS10 Minimum 4.0 12.0
OS10 Maximum 0 150.0
OS10 Minimum 0 150.0

Slowdowns > Digitals > Slowdown Config. [ ]

Menu Item Factory Preset Factory Low Factory High PW

Limit Limit
SCS Config.
OMD1 Config.
Hi CP PS30 Config.
MPD1 Config.
MAA Config.
Digital SLD Delay 0 30.0
Slowdowns > Digitals > Wirebreak Config. [ ]

Menu Item Factory Preset Factory Low Factory High PW

Limit Limit
SCS WB Config.
OMD1 WB Config.
Hi CP PS30 WB Config.
MPD1 WB Config.
MAA WB Config.
Digital WB Delay 0 30.0

Slowdowns > HT Water Pressure > Slowdown Config. [ ]

Menu Item Factory Preset Factory Low Factory High PW

Limit Limit
Lo HTWP PT27 Config.
Lo HTWP LS PT27 Lev. 0 6.00
Lo HTWP HS PT27 Lev. 0 15.00
Lo HTWP HS Speed 400 1000
Lo HTWP Delay 0 10.0

Slowdowns > HT Water Pressure > Hardware [ ]

Menu Item Factory Preset Factory Low Factory High PW

Limit Limit
Maximum Pressure 0 6.00
Minimum Pressure 0 6.00
Maximum Pressure 12.0 20.0
Minimum Pressure 4.0 12.0

Slowdowns > General > Slowdown Config [ ]

Menu Item Factory Preset Factory Low Factory High PW

Limit Limit
Commission Speed 100 1000
Commission Delay 0 300.0
Decommission Speed 100 1000
Appendix A

When engine speed is measured from markers on the flywheel in order to minimise cyclic
effects, the number used depends on :

1) Number of cylinders
2) V angle

In some instances the software should be set to read Every Other marker as ½ a marker is not
possible.

In Line 4 Stroke

No. Of No. Of Every Other

Cylinders Markers
1 1 Yes
2 1 No
3 3 Yes
4 2 No
5 5 Yes
6 3 No
7 7 Yes
8 4 No

V Angle 4 Stroke

No. Of V Angle No. Of Every Other

Cylinders Markers
2 All angles 1 No
4 180° 2 No
4 Other than 180° 1 No
6 120° 3 No
6 Other than 120° 3 Yes
8 90° 4 No
8 Other than 90° 2 No
9 All angles 9 Yes
10 72° 5 No
10 Other than 72° 5 Yes
12 60° 6 No
12 Other than 60° 3 No
14 51.4° 7 No
14 Other than 51.4° 7 No
16 45° 8 No
16 Other than 45° 4 No
18 All angles 9 Yes
20 All angles 5 No
Appendix B

Link Settings

PROCESSOR, MEMORY & PSU

LINK CONTRACT
POSITION (A) POSITION (B) POSITION
No.
1 Single chip mode A
2 Running mode Bootstrap loader mode A
4 N/A SRAM 5V B
Processor enabled flash Manual enabled flash
22 A
save save
54 Battery isolated Battery connected B
42 N/A N/A N/A

DIGITAL OUTPUTS
LINK CONTRACT
CHANNEL POSITION (NO) POSITION (NC) POSITION
No.
1 16 Normally open Normally closed x
2 15 Normally open Normally closed x
3 14 Normally open Normally closed x
4 13 Normally open Normally closed x
5 12 Normally open Normally closed x
6 11 Normally open Normally closed x
7 10 Normally open Normally closed x
8 9 Normally open Normally closed x

ANALOGUE INPUTS
LINK CONTRACT
CHANNEL POSITION (A) POSITION (B) POSITION
No.
79 0-5V range 0-10V range A
1
80 mA input mode Voltage input mode A
77 0-5V range 0-10V range A
2
78 mA input mode Voltage input mode A
75 0-5V range 0-10V range A
3
76 mA input mode Voltage input mode A
73 0-5V range 0-10V range A
4
74 mA input mode Voltage input mode A
71 0-5V range 0-10V range A
5
72 mA input mode Voltage input mode A
69 0-5V range 0-10V range A
6
70 mA input mode Voltage input mode A
67 0-5V range 0-10V range A
7
68 mA input mode Voltage input mode A
20 0-5V range 0-10V range A
8
21 mA input mode Voltage input mode A
Continued

ANALOGUE OUTPUTS
LINK CONTRACT
CHANNEL POSITION (A) POSITION (B) POSITION
No.
64 0-5V range 0-10V range B
1 65 Voltage output mode mA output mode B
66 Voltage output mode mA output mode B
38 0-5V range 0-10V range B
2 39 Voltage output mode mA output mode B
40 Voltage output mode mA output mode B
35 0-5V range 0-10V range B
3 36 Voltage output mode mA output mode B
37 Voltage output mode mA output mode B
32 0-5V range 0-10V range B
4 33 Voltage output mode mA output mode B
34 Voltage output mode mA output mode B
29 0-5V range 0-10V range B
5 30 Voltage output mode mA output mode B
31 Voltage output mode mA output mode B
26 0-5V range 0-10V range B
6 27 Voltage output mode mA output mode B
28 Voltage output mode mA output mode B
23 0-5V range 0-10V range B
7 24 Voltage output mode mA output mode B
25 Voltage output mode mA output mode B
17 0-5V range 0-10V range B
8 18 Voltage output mode mA output mode B
19 Voltage output mode mA output mode B

MEAN LOAD
LINK CONTRACT
POSITION (A) POSITION (B) POSITION
No.
47 Normal analogue mode Mean load mode A
48 Normal analogue mode Mean load mode A
49 Normal analogue mode Mean load mode A

SERIAL PORTS
LINK CONTRACT
CHANNEL POSITION (A) POSITION (B) POSITION
No.
RS485/422 mode
8 RS232 mode A
RS485/422 mode
50 RS232 mode A
1 RS485/422 mode
51 RS232 mode A
RS232 mode/not
43 RS485/422 terminated B
terminated
RS485/422 mode
52 RS232 mode B
RS485/422 mode
53 RS232 mode B
2 RS485/422 mode
55 RS232 mode B
RS232 mode/not
7 RS485/422 terminated A
terminated

CANBUS PORT
LINK CONTRACT
POSITION (A) POSITION (B) POSITION
No.
5 Terminated Unterminated B
28. FUSES

FS1

FS6 FS2 FS3 FS5 FS4

Fuse Value Purpose

FS1 3A quickblow Actuator 24 Volts
FS2 250mA quickblow + 12 Volts
FS3 2A quickblow + 5 Volts
FS4 250mA quickblow - 12 Volts
FS5 2A quickblow + 12 Volts
FS6 5A quickblow 24 Volts input
29. LEDs

NUMBER COLOUR PURPOSE

1 Red Digital Output 16
2 Red Digital Output 15
3 Red Digital Output 14
4 Red Digital Output 13
5 Red Digital Output 12
6 Red Digital Output 11
7 Red Digital Output 10
8 Red Digital Output 9
9 Red Digital Inputs 16
10 Red Digital Inputs 15
11 Red Digital Inputs 14
12 Red Digital Inputs 13
13 Red Digital Inputs 12
14 Red Digital Inputs 11
15 Red Digital Inputs 10
16 Red Digital Inputs 9
17 Red Digital Inputs 8
18 Red Digital Inputs 7
19 Red Digital Inputs 6
20 Red Digital Inputs 5
21 Red Digital Inputs 4
22 Red Digital Inputs 3
23 Red Digital Inputs 2
24 Red Digital Inputs 1
25 Red Digital Output 8
26 Red Digital Output 7
27 Red Digital Output 6
28 Red Digital Output 5
29 Red Digital Output 4
30 Red Digital Output 3
31 Red Digital Output 2
32 Green Normal operation of outputs
33 Red Digital Output 1
34 Red 24 volt input fuse blown
35 Red Supply +12 Volt fuse blown
36 Red Supply +5 Volt fuse blown
37 Red Supply -12 Volt fuse blown
38 Red Supply +12 Volt I/O fuse blown
39 Red 24 Volt input to actuator fuse blown
40 Green 24 Volt input OK
41 Green 24 Volt input to actuator OK
42 Green Supply +12 Volt I/O OK
43 Green Supply +5 Volt OK
44 Green Supply +12 Volt OK
Continued

NUMBER COLOUR PURPOSE

45 Green Supply -12 Volt OK
46 Red 24 Volt input reversed
47 Green Processor healthy
48 Yellow Flash memory programming in progress
49 Yellow Actuator wire break
50 Yellow CAN bus TX monitoring
51 Yellow Serial port 1 TX monitoring
52 Yellow Serial port 2 TX monitoring
53 Yellow CAN bus RX monitoring
54 Yellow Serial port 1 RX monitoring
55 Yellow Serial port 2 RX monitoring
 A0047 ALARM MENU STRUCTURE (SHEET 1 OF 2)

From Sheet 2 Transduc er CAN Pickups Stops General

CAP PT12 Trans Fail Error Status Pickup Fault Fail To Stop External Flash Fail

Set Speed Trans. Fail Last Error Code Pickup 1 Fail Vision Stop Speed Switch Failed

OS1 TE60 Trans Fail Communications Fail Pickup 2 Fail Fault Shutdown Fail To Start

OS2 TE61 Trans Fail Pickup Change 2 From 3 Shutdown Go To Idle

OS3 TE62 Trans Fail Overspeed

OS4 TE63 Trans Fail IVC2 Comms Fail

OS5 TE64 Trans Fail Internal Temperature

OS6 TE65 Trans Fail EFI Config.

OS7 TE66 Trans Fail Fail To Prime

OS8 TE67 Trans Fail Overload

OS9 TE68 Trans Fail

OS10 TE69 Trans Fail

HTWP PT27 Trans Fail

LOP PT07 Trans Fail

 A0047 ALARM MENU STRUCTURE (SHEET 1 OF 2)

EFI Slowdowns Return to Sheet 1

BCM Cylinder Oil Splash Temp Digitals General Digitals

A Bank Crank1 Fault Cylinder A1 Fault OS1 TE60 SLD SCS SLD Lo HTWP PT27 SLD SCS SLD WB

A Bank Crank2 Fault Cylinder A2 Fault OS2 TE61 SLD OMD1 SLD OMD1 SLD WB

A Bank Cam1 Fault Cylinder A3 Fault OS3 TE62 SLD Hi CP PS30 SLD Hi CP PS30 SLD WB

A Bank Cam2 Fault Cylinder A4 Fault OS4 TE63 SLD MPD1 SLD MPD1 SLD WB

B Bank Crank1 Fault Cylinder A5 Fault OS5 TE64 SLD MAA SLD MAA SLD WB

B Bank Crank2 Fault Cylinder A6 Fault OS6 TE65 SLD

B Bank Cam1 Fault Cylinder A7 Fault OS7 TE66 SLD

B Bank Cam2 Fault Cylinder A8 Fault OS6 TE67 SLD

A Bank Temperature Cylinder A9 Fault OS9 TE68 SLD

B Bank Temperature Cylinder A10 Fault OS10 TE69 SLD

Power Supply Cylinder B1 Fault OS Mean SLD

A Bank Config. Cylinder B2 Fault

B Bank Config Cylinder B3 Fault

Cylinder B4 Fault

Cylinder B5 Fault

Cylinder B6 Fault

Cylinder B7 Fault

Cylinder B8 Fault

Cylinder B9 Fault

Cylinder B10 Fault

 A0047 DISPLAY MENU STRUCTURE (SHEET 1 OF 6)

From Sheet 6 Control Dynamics Fuel Control Hardware

Droop Null Fuel Limits Last Saved Digital

Speed P Gain Boost Menu Torque Limit Menu Last Saved Date Inputs

Speed I Gain Boost PT12 Engine Speed Last Saved Month Value

Speed D Gain Boost PT12 Engine Load Last Saved Year Input 1

Last Saved Hour Input 2

Last Saved Minute Input 3

Last Saved Second Input 4

Last Saved Password Input 5

Program Version Input 6

Program Issue Input 7

Input 8

Input 9

Input 10

Input 11

Input 12

Input 13

Input 14

Input 15

Input 16
 A0047 DISPLAY MENU STRUCTURE (SHEET 2 OF 6)

Actuat or Analogue Clock

Outpu ts Setup Inputs Outpu ts Date

Value Output Channel A (Standard) Channel B (Expanded) Current Value Month

Output 1 Output Current Value Current Value Output 1 Year

Output 2 Input 1 Input 1 Output 2 Hour

Output 3 Input 2 Input 2 Output 3 Minute

Output 4 Input 3 Input 3 Output 4 Second

Output 5 Input 4 Input 4 Output 5

Output 6 Input 5 Input 5 Output 6

Output 7 Input 6 Input 6 Output 7

Output 8 Input 7 Input 7 Output 8

Output 9 Input 8 Input 8

Output 10 Input 9

Output 11 Input 10

Output 12 Input 11

Output 13 Input 12

Output 14 Input 13

Output 15 Input 14

Output 16 Input 15

Mean Load Line Input 16

 A0047 DISPLAY MENU STRUCTURE (SHEET 3 OF 6)

Engine Status EFI

Temperature Serial This Engine BCM

Actual CANbus - BCMbus RS485 - IVC2 Engine Speed A Bank B Bank

Maximum Wrong Messages IVC2 Comms Messages Fuel Quantity Speed Speed

IVC2 Comms Timeout

Minimum Protocol Enabled Engine Load Processor Supply Processor Supply
Err

Status IVC2 Comms CRC Err Demand Set Speed Processor Supply Processor Supply

Ramped Set Speed Solenoid Supply Solenoid Supply

Analogue Set Speed Solenoid Supply Solenoid Supply

Ramp Rate Set Operating Mode Operating Mode

Setspeed Mode Cam Sensor 1 Cam Sensor 1

Load Limit Cam Sensor 2 Cam Sensor 2

Limitation Crank Sensor 1 Crank Sensor 1

Pickup In Use Crank Sensor 2 Crank Sensor 2

Engine Status Temperature Temperature

Fuel Consumption Temperature Temperature

Start Interlocks Number of Cylinders Number of Cylinders

Rotation Config Rotation Config

Identity Identity

Unit Configuration Unit Configuration

S/W Major Version S/W Major Version

S/W Medium Version S/W Medium Version

S/W Minor Version S/W Minor Version

B.M. Fuel Quantity B.M. Fuel Quantity

B.M. Timing B.M. Timing

B.M. Setspeed B.M. Setspeed

 A0047 DISPLAY MENU STRUCTURE (SHEET 4 OF 6)

Configurat ion Start Interlocks

Cylinder General Engine Types General Engine Running

Solenoid Diagnostics Parameter limitation Glob. Fuel Quantity Selection Saving Status Stop Active

A1 Pump Diag. A1 Glob. Timing Engine Type Shutdown Active

A2 Pump Diag. A2 Timing Adjustment Flywheel Rotation Speed Setting

A3 Pump Diag. A3 Average BM. Fuelling Gearbox Engaged

A4 Pump Diag. A4 Fuelling Calibration Pickups Failed

A5 Pump Diag. A5 Prime Not Achieved

A6 Pump Diag. A6 Barring Gear

A7 Pump Diag. A7 Gearbox Interlock

A8 Pump Diag. A8 In Backup Mode

A9 Pump Diag. A9 Fire Detected

A10 Pump Diag. A10

B1 Pump Diag. B1

B2 Pump Diag. B2

B3 Pump Diag. B3

B4 Pump Diag. B4

B5 Pump Diag. B5

B6 Pump Diag. B6

B7 Pump Diag. B7

B8 Pump Diag. B8

B9 Pump Diag. B9

B10 Pump Diag. B10

A0047 DISPLAY MENU STRUCTURE (SHEET 5 OF 6)

Boost Bypass Valve AVLOS Pump Fuel Module Slowdowns

Boost Bypass Valve AVLOS Pump Fuel Pump Oil Splash Temp

Measured Value Status

OS1 TE60 OS1 TE60

OS2 TE61 OS2 TE61

OS3 TE62 OS3 TE62

OS4 TE63 OS4 TE63

OS5 TE64 OS5 TE64

OS6 TE65 OS6 TE65

OS7 TE66 OS7 TE66

OS8 TE67 OS8 TE67

OS9 TE68 OS9 TE68

OS10 TE69 OS10 TE69

OS Mean OS Mean

Slowdowns
A0047 DISPLAY MENU STRUCTURE (SHEET 6 OF 6)

Priming Return to Sheet 1

Digitals HT Water Pressure General LOP PT07

SCS SLD Lo HTWP PT27 Slowdowns

SCS SLD WB Lo HTWP PT27 2 From 3 Shutdown

OMD1 SLD Slowdowns

OMD1 SLD WB

Hi CP PS30 SLD

Hi CP PS30 SLD WB

MPD1 SLD

MPD1 SLD WB

MAA SLD

MAA SLD WB

Slowdowns
 A0047 EDIT MENU STRUCTURE (SHEET 1 of 14)

From Sheet 14 Speed Setting Control

Analogue Config Digital Config Ramp Rates General Control Gains

Maximum Speed Maximum Speed Up Ramp1 (A) Blowover Mode Dynamics 1

Minimum Speed Minimum Speed Up Ramp2 (A) Idle Speed Droop

Maximum Speed Down Ramp1 (A) Running Speed Droop Null

Minimum Speed Down Ramp2 (A) Nominal Speed Prop. Gain

R1 / R2 Speed (A ) Station Match Band Integ. Gain

Up Ramp1 (B) Anal. Fail To Dig. Deriv. Gain

Up Ramp2 (B) Dig. IP 7 Config

Down Ramp1 (B) Running At Idle Lev.

Down Ramp2 (B) Running At Idle Hyst

R1 / R2 Speed (B) Start Interlock

CL Trans Fail Delay

 A0047 EDIT MENU STRUCTURE (SHEET 2 of 14)

Fuel Control

Dynamics 2 Gain Modifiers Fuel Limits

Droop Non-Linear Gain Speed Variable Gain1 Speed Variable Gain2 Load Variable Gain Boost

Droop Null Data Point 0 Data Point 0 Data Point 0 Data Point 0 Data Point 0

Prop. Gain Data Point 1 Data Point 1 Data Point 1 Data Point 1 Data Point 1

Integ. Gain Data Point 2 Data Point 2 Data Point 2 Data Point 2 Data Point 2

Deriv. Gain Data Point 3 Data Point 3 Data Point 3 Data Point 3 Data Point 3

Data Point 4 Data Point 4 Data Point 4 Data Point 4 Data Point 4

Data Point 5 Data Point 5 Data Point 5 Data Point 5 Data Point 5

Data Point 6 Data Point 6 Data Point 6 Data Point 6 Data Point 6

Data Point 7 Data Point 7 Data Point 7 Data Point 7 Data Point 7

Data Point 8 Data Point 8 Data Point 8 Data Point 8 Data Point 8

Data Point 9 Data Point 9 Data Point 9 Data Point 9 Data Point 9

Data Point 10 Data Point 10 Data Point 10 Data Point 10 Data Point 10

Error Range High RPM High RPM Proportional Enable Boost Limit Enable

NLG Enable Low RPM Low RPM Integral Enable Maximum Boost (mA)

Proportional Enable Proportional Enable Derivative Enable Minimum Boost (mA)

Integral Enable Integral Enable Maximum Boost (Bar)

Derivative Enable Derivative Enable Minimum Boost (Bar)

 A0047 EDIT MENU STRUCTURE (SHEET 3 of 14)

System Hardware

Start Fuel Limit Digital

Start Time Inputs

Torque Stop Time Configurat ion

Data Point 0 Maximum Tacho Speed Force 1

Data Point 1 Mode Display Force Value 1

Data Point 2 Cooldown Time Force 2

Data Point 3 Comm Alarms Speed Force Value 2

Data Point 4 Comm Alarms Hyst Force 3

Data Point 5 Comm Alarms Delay Force Value 3

Data Point 6 HS LOP SD Speed Force 4

Data Point 7 HS LOP SD Hyst Force Value 4

Data Point 8 Overload Level Force 5

Data Point 9 Overload Delay Force Value 5

Data Point 10 Speed Switch Level Force 6

Force 11

High RPM Speed Switch Delay Force Value 6

Force Value 11

Low RPM Allow IVC2 Reset Force 7

Force 12

Torque Limit Enable Allow IVC2 Start Force Value 7

Force Value 12

Allow IVC2 Stop Force 8

Force 13

Force Value 8

Force Value 13

Force 9

Force 14

Force Value 9

Force Value 14

Force 10

Force 15

Force Value 10

Force Value 15

Force 16

Force Value 16
 A0047 EDIT MENU STRUCTURE (SHEET 4 of 14)

Serial Actuat or Analogue

Outpu ts RS Communications CANbus - BCMbus Setup Inputs

Configurat ion Port 1 - VV Port 2 - IVC Bit Timing Force Mode Channel A (standard)

Force 1 Type Type 11 Bit Mask Force Output Configurat ion

Force Value 1 29 Bit Mask Upper Actuator Offset Type 1

Force 2 29 Bit Mask Lower Type 2

Force Value 2 Mess. 15 Mask Upper Type 3

Force 3 Mess. 15 Mask Lower Type 4

Force Value 3 Type 5

Force 4 Type 6

Force Value 4 Type 7

Force 5 Type 8

Force Value 5

Force 6

Force Value 6

Force 12

Force 7

Force Value 12

Force Value 7

Force 13

Force 8

Force Value 13

Force Value 8

Force 14

Force 9

Force Value 14

Force Value 9

Force 15

Force 10

Force Value 15

Force Value 10

Force 16

Force 11

Force Value 16

Force Value 11
 A0047 EDIT MENU STRUCTURE (SHEET 5 of 14)

Outpu ts

Channel B (expanded) Configurat ion

Force Configurat ion Force Type 1

Enable 1 Type 1 Enable 1 Type 2

Value 1 Type 2 Value 1 Type 3

Enable 2 Type 3 Enable 2 Type 4

Value 2 Type 4 Value 2 Type 5

Enable 3 Type 5 Enable 3 Type 6

Value 3 Type 6 Value 3 Type 7

Enable 4 Type 7 Enable 4 Type 8

Value 4 Type 8 Value 4

Enable 5 Type 9 Enable 5

Value 10

Value 5 Type 10 Value 5

Enable 11

Enable 6 Type 11 Enable 6

Value 11

Value 6 Type 12 Value 6

Enable 12

Enable 7 Type 13 Enable 7

Value 12

Value 7 Type 14 Value 7

Enable 13

Enable 8 Type 15 Enable 8

Value 13

Value 8 Type 16 Value 8

Enable 14

Enable 9

Value 14

Value 9

Enable 15

Enable 10

Value 15

Enable 16

Value 16
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EFI

Pickups Temperature Memory Fuel

Pickup 1 Enable Reset ERS Quantity Timing

Force Pickup 2 Enable Alarm Level Maximum Fuel Qty Map

Enable 1 Lowest Load 0%

Value 1 Change Over Enable Speed 0%

Enable 2 Change Over Speed Speed 10%

Value 2 Speed 20%

Enable 3 Speed 30%

Value 3 Speed 40%

Enable 4 Speed 50%

Value 4 Speed 60%

Enable 5 Speed 70%

Value 5 Speed 80%

Enable 6 Speed 90%

Value 6 Speed 100%

Enable 7

Value 7

Enable 8

Value 8
 A0047 EDIT MENU STRUCTURE (SHEET 7 of 14)

Load 10% Load 20% Load 30% Load 40% Load 50% Load 60%

Speed 0% Speed 0% Speed 0% Speed 0% Speed 0% Speed 0%

Speed 10% Speed 10% Speed 10% Speed 10% Speed 10% Speed 10%

Speed 20% Speed 20% Speed 20% Speed 20% Speed 20% Speed 20%

Speed 30% Speed 30% Speed 30% Speed 30% Speed 30% Speed 30%

Speed 40% Speed 40% Speed 40% Speed 40% Speed 40% Speed 40%

Speed 50% Speed 50% Speed 50% Speed 50% Speed 50% Speed 50%

Speed 60% Speed 60% Speed 60% Speed 60% Speed 60% Speed 60%

Speed 70% Speed 70% Speed 70% Speed 70% Speed 70% Speed 70%

Speed 80% Speed 80% Speed 80% Speed 80% Speed 80% Speed 80%

Speed 90% Speed 90% Speed 90% Speed 90% Speed 90% Speed 90%

Speed 100% Speed 100% Speed 100% Speed 100% Speed 100% Speed 100%
 A0047 EDIT MENU STRUCTURE (SHEET 8 of 14)

Cylinder Adjustment

Configurat ion Quantity

Load 70% Load 80% Load 90% Load 100% Low Load A1

Speed 0% Speed 0% Speed 0% Speed 0% High Load A2

Speed 10% Speed 10% Speed 10% Speed 10% Low Speed A3

Speed 20% Speed 20% Speed 20% Speed 20% High Speed A4

Speed 30% Speed 30% Speed 30% Speed 30% EFI System Type A5

Speed 40% Speed 40% Speed 40% Speed 40% Timing Adjustment A6

Speed 50% Speed 50% Speed 50% Speed 50% A7

Speed 60% Speed 60% Speed 60% Speed 60% A8

Speed 70% Speed 70% Speed 70% Speed 70% A9

Speed 80% Speed 80% Speed 80% Speed 80% A10

Speed 90% Speed 90% Speed 90% Speed 90% B1

Speed 100% Speed 100% Speed 100% Speed 100% B2

B3

B4

B5

B6

B7

B8

B9

B10
 A0047 EDIT MENU STRUCTURE (SHEET 9 of 14)

Configurat ion

General Engine Types

Calibrati on BCM Communications Selection

Timing Isolation Working Load Range Fuel Calib. Table 'A' Bank Running Engine Type

A1 A1 0 % Load At Data Point 0 'B' Bank Running

A2 A2 100 % Load At Data Point 1 Temp. Alarm Level

A3 A3 Data Point 2 Proc Sup Alarm Level

A4 A4 Data Point 3 Sol Sup Alarm Level

A5 A5 Data Point 4

A6 A6 Data Point 5

A7 A7 Data Point 6

A8 A8 Data Point 7

A9 A9 Data Point 8

A10 A10 Data Point 9

B1 B1 Data Point 10

B2 B2 High Fuel

B3 B3 Low Fuel

B4 B4 Calibration Enable

B5 B5

B6 B6

B7 B7

B8 B8

B9 B9

B10 B10
 A0047 EDIT MENU STRUCTURE (SHEET 10 of 14)

12RK280 16RK280 20RK280 Not Available Not Available Not Available

Cylinders Cylinders Cylinders Cylinders Cylinders Cylinders

Markers Markers Markers Markers Markers Markers

Teeth Teeth Teeth Teeth Teeth Teeth

Every Other Every Other Every Other Every Other Every Other Every Other

Pickup 1 Type Pickup 1 Type Pickup 1 Type Pickup 1 Type Pickup 1 Type Pickup 1 Type

Pickup 1 Pickup 1 Pickup 1 Pickup 1 Pickup 1 Pickup 1

Pickup 2 Type Pickup 2 Type Pickup 2 Type Pickup 2 Type Pickup 2 Type Pickup 2 Type

Pickup 2 Pickup 2 Pickup 2 Pickup 2 Pickup 2 Pickup 2

Actuator Mode Actuator Mode Actuator Mode Actuator Mode Actuator Mode Actuator Mode

Crankcase Offset Crankcase Offset Crankcase Offset Crankcase Offset Crankcase Offset Crankcase Offset

Flywheel Rotation Flywheel Rotation Flywheel Rotation

 A0047 EDIT MENU STRUCTURE (SHEET 11 of 14)

Not Available Not Available Not Available Not Available Not Available Not Available

Cylinders Cylinders Cylinders Cylinders Cylinders Cylinders

Markers Markers Markers Markers Markers Markers

Teeth Teeth Teeth Teeth Teeth Teeth

Every Other Every Other Every Other Every Other Every Other Every Other

Pickup 1 Type Pickup 1 Type Pickup 1 Type Pickup 1 Type Pickup 1 Type Pickup 1 Type

Pickup 1 Pickup 1 Pickup 1 Pickup 1 Pickup 1 Pickup 1

Pickup 2 Type Pickup 2 Type Pickup 2 Type Pickup 2 Type Pickup 2 Type Pickup 2 Type

Pickup 2 Pickup 2 Pickup 2 Pickup 2 Pickup 2 Pickup 2

Actuator Mode Actuator Mode Actuator Mode Actuator Mode Actuator Mode Actuator Mode

Crankcase Offset Crankcase Offset Crankcase Offset Crankcase Offset Crankcase Offset Crankcase Offset
 A0047 EDIT MENU STRUCTURE (SHEET 12 of 14)

Priming

General General

Not Available Not Available Not Available Not Available Save All Edited Data Prime Operation

Cylinders Cylinders Cylinders Cylinders Prime Fail Time

Markers Markers Markers Markers Prime Healthy

Teeth Teeth Teeth Teeth Prime Healthy Hyst

Every Other Every Other Every Other Every Other Pump Off Speed

Pickup 1 Type Pickup 1 Type Pickup 1 Type Pickup 1 Type Pump On Speed

Pickup 1 Pickup 1 Pickup 1 Pickup 1 Maximum Pressure

Pickup 2 Type Pickup 2 Type Pickup 2 Type Pickup 2 Type Minimum Pressure

Pickup 2 Pickup 2 Pickup 2 Pickup 2 Maximum Pressure

Actuator Mode Actuator Mode Actuator Mode Actuator Mode Minimum Pressure

Crankcase Offset Crankcase Offset Crankcase Offset Crankcase Offset

 A0047 EDIT MENU STRUCTURE (SHEET 13 of 14)

Boost Bypass Valve AVLOS Pump Fuel Module Slowdowns

Pre Start Priming Continuous Priming Boost Bypass Low AVLOS Level Time Delay Oil Splash Temp

Post-Run Prime Time Post-Run Time Boost Bypass High AVLOS Hyst Firing Speed Slowdown Config

Pre-Run Prime Time T1 Time Boost Bypass Hyst OS1 Config

Boost Bypass OS2 Config

OS3 Config

OS4 Config

OS5 Config

OS6 Config

OS7 Config

OS8 Config

OS9 Config

OS10 Config

Channel SLD Dev

Channel SLD Delay

Mean Config

Mean SLD Level

Mean SLD Delay

 A0047 EDIT MENU STRUCTURE (SHEET 14 of 14)

Return to Sheet 1

Digitals HT Water Pressure General

Hardware Slowdown Config Wirebreak Config Slowdown Config Hardware Slowdown Config

OS1 Maximum SCS Config SCS WB Config Lo HTWP PT27 Config Maximum Pressure Commission Speed

OS1 Minimum OMD1 Config OMD1 WB Config Lo HTWP LS PT27 Lev Minimum Pressure Commission Delay

OS1 Maximum Hi CP PS30 Config Hi CP PS30 WB Config Lo HTWP HS PT27 Lev Maximum Pressure Commission Hyst

OS1 Minimum MPD1 Config MPD1 WB Config Lo HTWP HS Speed Minimum Pressure

OS2 Maximum MAA Config MAA WB Config Lo HTWP Delay

OS2 Minimum Digital SLD Delay Digital WB Delay

OS2 Maximum

OS2 Minimum

OS3 Maximum

OS3 Minimum

OS3 Maximum

OS3 Minimum

OS4 Maximum

OS8 Maximum
OS4 Minimum

OS6 Maximum OS8 Minimum

OS4 Maximum

OS6 Minimum OS9 Maximum

OS4 Minimum

OS7 Maximum OS9 Minimum

OS5 Maximum

OS7 Minimum OS9 Maximum

OS5 Minimum

OS7 Maximum OS9 Minimum

OS5 Maximum

OS7 Minimum OS10 Maximum

OS5 Minimum

OS8 Maximum OS10 Minimum

OS6 Maximum

OS8 Minimum OS10 Maximum

OS6 Minimum

OS10 Minimum