REHS0531 July 2000
Special Instruction Driven Equipment Delay Time ......................... 7 Engine Prelubrication Timeout Period ............. 7 Crank Terminate Speed .................... ............................... ............... .... 7 Engine Purge Cycle Time ................................ 7 Cycle Crank Time ............................................ 7 Overcrank Time ..................... ............................... .................... ................ ...... 7 Example Setting ................... .............................. ..................... ................ ...... 7 Engine Cooldown Duration .............................. 8 Engine Speed Drop Time ................................ 8 Initial Start-Up Procedure ....................................... 8 Procedure To Check Emissions ............................ 13 Using Fuels That Vary In Quality .......................... 13
i0114 3436
Initial Start-Up Procedure For G3516B Engines SMCS Code: 1000
Engines: G3516B (S/N: 7EZ1-Up)
Table of Contents Introduction .................... .............................. .................... .................... ..................... ........... 1 Electronic Control System Parameters ................... 3 Parameters Parameters For Information .................... ............................... ............. .. 4 Engine Serial Number .................... .............................. ................. ....... 4 Equipment ID ..................... ............................... .................... .................... .......... 4 Customer Password Password 1 .................... .............................. ................. ....... 4 Customer Password Password 2 .................... .............................. ................. ....... 4 Total Tattletale .................................................. 4 Timing Control Parameters .................... ............................... ............. .. 4 Desired Timing Parameter ............................... 4 First Desired Timing .................... .............................. .................... .......... 4 Second Desired Timing ................................... 4 Air/Fuel Ratio Parameters ................................... 4 Fuel Quality ................... .............................. ..................... .................... ............. ... 4 Specific Gravity of the Fuel Gas ...................... 5 Desired Oxygen at Full Load ........................... 5 Oxygen Sensor Override ................................. 5 Oxygen Feedback Enabled Status .................. 5 Air/Fuel Ratio Proportional Gain ...................... 5 Air/Fuel Ratio Integral Gain ............................. 5 Speed Control Parameters .................................. 5 High/Low Idle Speed .................... ............................... ................... ........ 5 Minimum Engine High Idle Speed ................... 5 Maximum Engine High Idle Speed .................. 5 Speed Selection .................... .............................. .................... ................ ...... 6 Rate of Acceleration ........................................ 6 Desired Speed Input Configuration ................. 6 Engine Overspeed Setpoint ............................. 6 Governor Type Type Setting .................... .............................. ................. ....... 6 Engine Speed Droop ....................................... 6 Governor Proportional Gain ................... ............................. .......... 6 Governor Integral Gain .................................... 6 Governor Derivative Gain ................................ 6 Auxiliary Proportional Gain .............................. 6 Auxiliary Integral Gain .................... .............................. ................. ....... 7 Auxiliary Derivative Gain .................... .............................. .............. .... 7 Start/Stop Control Parameters ............................ 7
Introduction T h is S p e c ia l In stru c tio n p ro vid e s th e sta rt-u p p roce d ure ure for the G 351 6B E ng ines (7E Z 1-U 1-U p). p). Th e too ls tha t are are req uired for this p roc ed ure ure are are listed in Tab le 1. Th e p rog ram m ing p aram aram eter eters s tha t a re n ec e ssa ry to to set se t u p th e e n g in e ’ s e le c tro n ic c o n tro l syste syste m a re d iscu sc u sse d . F in a lly, th e sta rt-up p ro c e d u re is liste d .
Unburned gas in the inlet manifold and/or in the exhaust manifold can ignite when the engine is started. Personal injury and/or property damage can result. Use this procedure to clear the engine and the exhaust system of unburned gas: Before starting an engine that was stopped by by terminating minating the ignition ignition system, system, turn the gas supply supply OFF. Crank the engine for approximately 15 seconds in order to clear any unburned gas from the engine and the exhaust system.
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Table 1
Required Tools Tool N/A
IBM compatible Personal Computer (PC) (2)
Description
A(1)
B(1)
Intel 486 33 MHz processor 16 MB RAM 70 MB free hard drive space CD-ROM drive 3.5" disk drive Windows NT or Windows 95 RS232 port with 16550AF UART VGA monitor or display
1
1
JERD2124
Software
Single user license for the ET
1
1
JERD2129
Software
Data subscription for all engines
1
1
7X-1414
Adapter Cable
This cable connects the ECM to the 160-0133 Data Link Cable or to the 139-4166 Data Link Cable.
1
1
Communication Adapter II (3) (4)
The communication adapter is connected between the PC (ET) and the ECM.
1
171-4401
160-0141
Adapter Cable (CAT Data Link) (3)
This cable connects the PC to the 171-4401 Communication Adapter II.
1
160-0133
Adapter Cable (CAT Data Link) (3)
This cable connects the 171-4401 Communication Adapter II to the 7X-1414 Adapter Cable.
1
Communication Adapter (4) (5)
The communication adapter is connected between the PC (ET) and the ECM.
1
7X-1425
Data Link Cable (RS-232)
This cable connects the PC (ET) to the 7X-1701 Communication Adapter II.
1
139-4166
Data Link Cable (ATA or CAT)
This cable connects the 7X-1701 Communication Adapter II to the 7X-1414 Adapter Cable.
1
7X-1701
C
6V-2197
Magnetic Transducer
The transducer is a magnetic speed sensor that is used for timing calibration.
1
6V-3093
Transducer Adapter
This adapter allows the magnetic transducer to be installed in the flywheel housing.
1
7X-1695
Cable
This cable is the wiring harness for the timing calibration.
1
N/A
Timing Light
The timing light is used to verify that the timing calibration is correct.
1
9S-9082
Engine Turning Tool
This tool enables the flywheel to be turned by hand.
156-1070
Emissions Analyzer
This tool is used to measure exhaust emissions.
or
D
1
156-1060
(1) (2) (3) (4) (5)
Either Tooling (A) or Tooling (B) is required. This PC configuration has the minimum requirements. This tool is part of the 171-4400 Communication Adapter Gp (ET to ECM Interface). Either the 171-4400 Communication Adapter Gp or the 7X-1700 Communication Adapter Gp can be used. However, the 7X-1700 Communication Adapter Gp is no longer serviced. This tool is part of the 7X-1700 Communication Adapter Gp.
2
E
1
Illustration 1
g00712853
Illustration 2
g00712855
This illustration shows the setup of the 171-4400 Communication Adapter Group.
This illustration shows the setup of the 7X-1700 Communication Adapter Group.
(1) PC (2) 160-0141 Adapter Cable (3) 171-4401 Communication Adapter II (4) 160-0133 Adapter Cable (CAT Data Link) (5) 7X-1414 Adapter Cable (6) ECM
(1) PC (5) 7X-1414 Adapter Cable (6) ECM (7) 7X-1425 Data Link Cable (8) 7X-1701 Communication Adapter (9) 139-4166 Data Link Cable (ATA or CAT)
Electronic Control System Parameters Th is se ction p rovid es an ove rview of the p aram eters tha t are used for id entification and controlof the en g ine . N ot all of the p aram eters w ill ne ed to b e p rog ram m e d .
NOTICE Unless otherwise indicated, parameters must ONLY be changed while the engine is STOPPED.
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Parameters For Information
First Desired Timing
Engine Serial Number
The First D esired Tim ing is d eterm ined w ith the m e than e nu m b er of the p rim a ry fue lthat is u sed . U se the E ng ine P erform a nce S he et, “ FuelU sage G uid e ” . Th e g uid e is fou nd in the TM I system . The E C M selec ts the First D esired Tim ing w hen the sw itch for the se lection of the tim ing is in the op en p osition.
Th e en g ine serial nu m b er is p rog ram m ed into the E C M at the factory. The num b er is stam p ed on the E ng ine Inform a tion P late.
Equipment ID The custom er can assig n a n “ E q uip m ent ID ”for the p urp ose of id entification.
Second Desired Timing Th e S ec on d D esired Tim ing is d eterm ine d w ith the m etha ne nu m b er of the alterna te fue ltha t is u sed an d the E ng ine P erform an ce S hee t, “ FuelU sage G uid e ” .T he ga s engine ’ s E C M selects the Se con d D esired Tim ing w hen the tim ing se lection sw itch is in the closed p osition. If an alternate fue lis not use d , en ter the sam e tim ing tha t w as en tered for the “ First D esired Tim ing ” .
Customer Password 1 Th is is a p rog ram m ab le p aram eter that ca n b e used to p rotect certain config uration p aram e ters from un au tho rized cha ng es.
Customer Password 2 Th is is a p rog ram m ab le p aram eter that ca n b e used to p rotect certain config uration p aram e ters from un au tho rized cha ng es.
Air/Fuel Ratio Parameters
Total Tattletale
Th is p aram eter is p rog ram m e d to the Lo w er H ea ting Value (LH V ) of the p rim ary fue l. The air/fue l ratio controlof the E C M w ill co m p ensate for som e ina cc urac y in this setting . Th e E C M assu m es a co rrec ted value tha t is e q ua l to the custom er p rog ram m e d “ Fuel E nerg y C ontent”that is m ultip lied b y the “ Fu el C orrec tion Fa ctor” . Th is factor is d isplayed on the E T sc ree n. A n even tc od e is g en erated if the Fu el C orrec tion Fa ctor exc ee d s a lim it tha t is p rog ram m e d at the fac tory. Th e eve nt cod e w illind icate the ne ed to rep rog ram this value .
Fuel Quality
Th is item d isp lays the num b er of ch an g es tha t have b ee n m a d e to the co nfig uration p aram eters. Th e follow ing p rog ram m ing p aram eters are for the g as e ng ine ’ s elec tronic control system .
Timing Control Parameters Desired Timing Parameter Th e D esired Tim ing P aram eter allow s the cu stom er to electronically p rog ram the tim ing of the ig nition sp ark in ord er to m ee t the ne ed s for sp ec ific ap p lications and sp ecific installations. The D esired Tim ing is p rog ram m e d w ith the E T. Th e d esired tim ing value ca n b e ch an g ed w hile the en g ine is run ning or w hile the en g ine is stop p ed . Th e value that is entered for the D esired Tim ing is the ig nition tim ing w hen the en g ine is o p erating at rated sp ee d an d at full loa d .
Th e E C M reverts to the custom er prog ram m e d Fu el E ne rg y C on ten t d uring start-up . Th e E C M also reverts to the cu stom er p rog ram m e d Fu el E ne rg y C onten t w hen a p rob lem is d etec ted in the oxyg en sensor’ s circu it. Th erefore, an ac cu rate cu stom er p rog ram m ed value of the Fuel E nerg y C ontent is req uired . In ord er to d eterm ine the value , a lab oratory ana lysis is rec om m en d ed . The Fuel Q uality p aram eter can b e used to chan g e the air/fue lratio w he n the en g ine is not op erating in O xygen Fee d b ack m o d e. D uring op eration, the O xyge n Feed ba ck should be enab led at 25 p erce nt load . D uring unload ing , the O xyge n Fee db ack sho uld b e d isabled at 25 p ercent load . Th e eng ine w illn ot op erate in O xygen Fe ed b ac k m od e w hen the O xyge n Feed bac k Ena bled Status p aram eter is “ D isa b led ” . The op eration of the en g ine w illn ot ch an g e if the Fu el Q uality p aram eter is cha ng ed and the O xygen Feed ba ck E nab led S tatus is “ E na b led ” . Th e Fu el C orrec tion Fa ctor w ill autom a tically com p en sate.
Note: The actualig nition tim ing at a g iven instan ce m ay vary from the D esired Tim ing value . Th is varian ce is d ue to variation s in the en g ine sp ee d or the d eton ation . Th e ran g e for p rog ram m ing the D esired Tim ing is 0 to 40 d eg ree s b efore the top ce nter (TC ) p osition .
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Th e Fu el Q ua lity p aram eter m ust b e ad justed in ord er to ob tain ac ce p tab le em ission s in closed loo p m od e. A d justm ent of the Fue l Q ua lity p aram eter w ill lean the air/fuel m ixture. A d justm ent of the FuelQ uality p aram e ter ca n also richen the air/fuel m ixture. A n em ission s an alyzer m u st b e use d in ord er to verify the correct em ission leve ls.
Specific Gravity of the Fuel Gas Th e fue l co ntrol valve req uires an inp ut for the sp ecific g ravity in ord er to m e ter the air/fuelratio. Th e sp ec ific g ravity c an also b e ob taine d from a lab oratory a na lysis of the fue lg as.
Desired Oxygen at Full Load Air/Fuel Ratio Proportional Gain P rog ram the D esired O xyg en at FullLoa d p aram eter to the p ercen t of exha ust oxyg en that is stated in the E ng ine P erform an ce S he et for you r ap p lica tion . Th is p aram eter is use d to trim the oxyg en m a p tha t is p rep rog ram m e d in the g as en g ine ’ s EC M at the factory. If the N O X em ission s in the m ea sured exha ust oxyg en are not co rrec t, inc rea se the D esired O xyg en at FullLo ad ” .Th is is d on e in ord er “ to lea n the fue lm ixture. You ca n also d ec rea se the D esired O xyge n at Fu llL oa d ”p aram eter in ord er “ to richen the fuelm ixture.
Th e A ir/Fu el R atio P rop ortion al G a in d eterm ine s the resp onse of the fuel control valve in relation to the m ag nitud e of error for the air/fue l ratio. The fac tory d efault setting is 0 . This value should not req uire ad justm e nt. If p rob lem s occur, this is o ne of the last p aram e ters tha t sho uld b e ad justed . Th e ad justab le rang e is − 50 to + 50 . N eg ative value s red uc e the m a g nitud e an d p ositive value s inc rea se the m a g nitud e.
Air/Fuel Ratio Integral Gain Oxygen Sensor Override The A ir/Fu el R atio Integ ral G ain d eterm ines the resp onse of the fuelcontrolvalve in relation to the error that is acc um ulated over tim e for the air/fuel ratio. The factory d efault setting is 0. This value shou ld no t req uire ad justm e nt. If p rob lem s o cc ur, this is on e of the last p aram eters tha t sho uld b e ad justed . Th e ad justab le ran g e is − 50 to + 50. N eg ative value s red uc e the m a g nitud e an d p ositive value s inc rea se the m a g nitud e.
Th is fea ture allow s the oxyg en b uffer a nd the oxyg en sen sor to b e en erg ized w hile the en g ine is n ot run ning . A fter the exha ust oxyg en senso r is ca lib rated , the C onfig uration screen shou ld b e review ed and the O xyge n S enso r O verrid e p aram eter shou ld b e turned O N . Th e S tatus screen should b e ch ang ed to “ G rou p 9 ” .The oxygen sensor m ust be on. The A ctualO xygen pa ram eter should b eg in to ch an g e. Th e rea d ing shou ld stab ilize after ap p roxim ately 3 0 sec on d s. Th e rea d ing is 2 0.95 p erce nt ± 0.05 p erce nt for a suc ce ssful ca lib ration .
Speed Control Parameters High/Low Idle Speed
Note: The oxygen sensor should b e rem oved from the exh au st stac k a nd p lac ed in am b ien t co nd ition s d uring ca lib ration . C on ne ct the senso r p rior to calib ration . Verify that the oxyg en sensor read ing is b etw een 20 .95 p erce nt ± 0.05 p erce nt. C han g e the en g ine co nfig uration scree n. N ow rese t the O xyg en S en sor O verrid e p aram eter to “ O FF ” .
Th e H ig h/Lo w Id le S p ee d p aram e ter shou ld b e set to the d esired hig h/low id le rp m . The hig h/low id le rpm can be p rog ram m ed from 500 to 11 00 rp m .
Minimum Engine High Idle Speed P rog ram this p aram eter to the d esired m inim um hig h id le rp m . S ca ling of the ac tua l hig h id le sp eed is p rovid ed b y the d esired spe ed inp ut. The scaling is linea r. A scaling of 0 p ercent results in the m inim um hig h id le rp m an d a sc aling of 10 0 p erce nt resu lts in the m a xim u m hig h id le rp m .
Oxygen Feedback Enabled Status The O xygen Feed ba ck E nab led Status can be set to “ E nab led ”or “ D isa b led ” . This feature allow s the Fu el C orrec tion Fa ctor system to b e d isab led for troub lesho oting p urp oses. Fo r exam p le, O xyge n Fe ed b ack ca n b e d isab led in ord er to d eterm ine if the FuelC orrection S ystem is causing instab ility.
Maximum Engine High Idle Speed P rog ram this p aram eter to the d esired m a xim u m hig h id le rp m . S ca ling of the ac tua l hig h id le sp eed is p rovid ed b y the d esired spe ed inp ut. The scaling is linea r. A scaling of 0 p ercent results in the m inim um hig h id le rp m an d a sc aling of 10 0 p erce nt resu lts in the m a xim u m hig h id le rp m .
If an exh au st oxyg en sen sor fails, this p aram eter can b e set to “ D isa b led ”in ord er to allow the eng ine to run in the op en loo p m od e untila new senso r is ob tained .
Note: D o no t op erate an en g ine tha t is un attend ed in the op en loop m od e if the fuel has an LH V tha t is ch ang ing . Th e eng ine risks a shutd ow n d ue to lean m isfire or d etonation.
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Speed Selection
Governor Proportional Gain
The d esired spee d op erates at one of these tw o sp ee d setting s: low id le sp ee d an d ac tua lh ig h id le spe ed . O ne of the tw o spee d s is selected b y the p osition of the id le/rated sw itch and b y the status of the w arning for oil p ressure. If the sw itch is in the id le p osition, the E C M w illalw ays select the low id le sp eed . If the oilp ressu re is less than the setp oint for the low oilp ressure w arning , the E C M w illalw ays select low id le sp eed . If the oilp ressu re is g rea ter tha n the setp oint for the low oilp ressure w arning and the sw itch is in the rated p osition, the E C M w illse lec t the ac tua lhig h id le sp ee d .
This p aram e ter d eterm ines the throttle resp onse of the g ove rno r to the m ag nitud e of the error in en g ine sp eed . This p aram e ter is b ased on a p rop ortion al m u ltip lier. The p aram eter chang es the rea ction of the g overnor w hen the G rid S tatus p aram eter (from E ng ine S tatus S creen , G roup 7) is “ O FF ” . If this g ain is ad justed an d the G rid S tatus is “ O N ” , the stab ility is not affected . To ch an g e this p aram eter, use the “ G rap h ”feature on the “ G ove rno r G ain ”screen . Th e g rap h p rovid es the b est m etho d for ob serving the effec ts o f the ad justm ent on en g ine stab ility.If ch ang ing this g ain ca use s n o effec t, ch ec k the G rid S tatus in ord er to m ake sure tha t the status is “ O FF ” .
Rate of Acceleration Th is p aram eter co ntrols the rate for en g ine resp on se to a cha ng e in the de sired eng ine spee d . For exam p le, the eng ine can b e p rog ram m ed to acc elerate at a rate of 50 rp m p er second w hen the Id le/R ated ”sw itch is turned to the “ R ated ”p osition. “
Governor Integral Gain This p aram e ter d eterm ines the throttle resp onse of the g ove rno r to the error of en g ine sp ee d tha t is ac cu m u lated ove r tim e . Th is p aram eter is b ase d on an integ ralm u ltip lier. This p aram e ter chan g es the rea ction of the g ove rno r w hen the G rid S tatus p aram eter ( from E ng ine S tatus S cree n, G roup 7) is O FF ” . If this g ain is ad justed and the G rid S tatus is “ O N ” , the stab ility is not affected . “
Desired Speed Input Configuration Th e D esired S p ee d Inp ut C onfig uration p aram eter d eterm ine s the typ e of sp ee d inp ut sig na l(D esired E ng ine rp m ) tha t is read b y the E C M . This inp ut sig na lm a y b e on e of the follow ing item s:
To ch an g e this p aram eter, use the “ G rap h ”feature on the “ G ove rno r G ain ”screen . Th e g rap h p rovid es the b est m etho d for ob serving the effec ts o f the ad justm ent on en g ine stab ility.If ch ang ing this g ain ca use s n o effec t, ch ec k the G rid S tatus in ord er to m ake sure tha t the status is “ O FF ” .
•an an alog p oten tiom eter inp ut of 0 to 5 volts D C •a P W M input of4 m A to 20 m A Engine Overspeed Setpoint Th is p aram eter is set at the fac tory.The p aram eter can only b e c han g ed b y a factory p assw ord . The E C M w illshu t d ow n the en g ine if the eng ine sp eed increases b eyond this setting . A typ ical setting is 118 p ercen t of rated spee d for ge nerator set ap p lications.
Governor Derivative Gain Th is p aram eter cha ng es the g overnor ’ s reaction. This p aram eter is b ased on a d erivative m ultip lier w he n the G rid S tatus p aram eter ( from E ng ine S tatus S cree n, G roup 7) is “ O FF ” . If this g ain is c ha ng ed an d the G rid S tatus sho w s “ O N ” , the stab ility of the en g ine w illn ot ch an g e. Th is p aram eter sho uld b e chan g ed on the screen for G overnor G ain. The g rap h on this scree n ca n b e view ed in ord er to d eterm ine the effec ts of the ad justm e nt on the en g ine ’ s stab ility.
Governor Type Setting Th e G ove rno r Type S etting p aram e ter ca n b e set to D roop O p eration ”or to “ Isoch ron ou s M o d e ” . Th is “ setting is d ep en d en t up on the ap p lica tion of the en g ine .
Auxiliary Proportional Gain Engine Speed Droop Th is p aram eter cha ng es the g overnor ’ s reaction. This p aram e ter is b ased on a p rop ortiona lm ultip lier w hen the G rid S tatus p aram eter ( from E ng ine S tatus S cree n, G rou p 7) is “ O N ” . If this g ain is ch an g ed an d the G rid S tatus is “ O FF ” , the stab ility of the en g ine w ill not ch an g e. Th is p aram e ter should b e chan g ed on the screen for G overnor G ain. The g rap h on this screen ca n b e view ed in ord er to d eterm ine the effec ts of the ad justm en t on the en g ine ’ s stab ility.
The En g ine S pe ed D roop is a p rog ram m ab le p aram eter w hich allow s p rec ise co ntrol of the d roo p for ap p lica tion s su ch as loa d sharing , if the G ove rno r Type S etting p aram eter is se t to “ D roop ” . The d roop can b e p rog ram m ed to a value b etw een 0 and 10 pe rcent.
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Auxiliary Integral Gain
Engine Purge Cycle Time
Th is p aram e ter chan g es the g overno r’ s reaction. This p aram eter is b ased on an integ ralm u ltip lier w he n the G rid S tatus p aram eter ( from E ng ine S tatus S creen, G roup 7) is “ O N ” . If this g ain is c ha ng ed an d the G rid S tatus sho w s “ O FF ” , the stab ility of the en g ine w illn ot ch an g e. Th is p aram eter sho uld b e chan g ed on the screen for G overnor G ain. The g rap h on this sc ree n ca n b e view ed in ord er to d eterm ine the effec ts of the ad justm e nt on the en g ine ’ s stab ility.
Th e E ng ine P urg e C ycle Tim e is the d uration of tim e for the en g ine to cran k w itho ut fue lb efore the cran k cycle. Th e E ng ine P urg e C ycle Tim e allow s any un b urne d fue lto exit throu g h the exh au st b efore the eng ine is allow ed to fire.
Cycle Crank Time Th e “ C ycle C ran k Tim e ”is the am ou nt of tim e for activation of the starting m o tor and the g as shutoff valve for start-up . If the eng ine d oes no t start w ithin the sp ec ified tim e, the attem p t to startis susp end ed for a R est C ycle tha t is eq ua lto the C ycle C ran k Tim e.
Auxiliary Derivative Gain Th is p aram e ter chan g es the g overno r’ s reaction. This p aram eter is b ased on a d erivative m ultip lier w hen the G rid S tatus p aram eter ( from E ng ine S tatus S cree n, G rou p 7) is “ O N ” . If this g ain is changed and the “ G rid S tatus ”show s “ O FF ” , the stab ility of the en g ine w ill no t ch an g e. Th is p aram e ter shou ld b e cha ng ed on the screen for G overnor G ain. The g rap h on this screen can b e view ed in ord er to d eterm ine the effects of the ad justm en t on the en g ine ’ s stab ility.
Overcrank Time Th e “ O ve rcran k Tim e ”d eterm ine s the len g th of tim e for the E C M to attem p t to start the en g ine . A n O vercrank E vent is g ene rated if the eng ine d oes not start w ithin this p eriod of tim e.
Example Setting Table 2
Start/Stop Control Parameters
Examples of the Settings for Start-up
Driven Equipment Delay Time
Parameter
Th e E C M p rovid es a D riven E q uip m e nt S w itch Inp ut in ord er to d elay the eng ine start-up untilthe d riven eq uip m e nt is rea d y. The E C M w ill not attem p t to startthe en g ine un tilthe D riven E q uip m en t S w itch Inp ut close s to g rou nd an d the p relub rica tion is c om p lete. A d riven eq uip m en t even t co d e is g en erated ifthe p rog ram m e d d riven eq uip m e nt tim e elap ses w itho ut the closure of the D riven E q uip m en t S w itch Inp ut. Th e d riven eq uip m e nt tim e m u st b e p rog ram m ed to 0 in ord er to d isab le this feature.
Time
“Purge Cycle Time”
10 seconds
“Cycle Crank Time”
30 seconds
“Overcrank Time”
280 second
Th e follow ing seq ue nc e w illo cc ur if the p aram eters are p rog ram m e d ac co rd ing to the exa m p le in Tab le 2:
1. The fue lan d the ig nition are O FF. Th e en g ine
w illc ran k for 10 seco nd s in ord er to p urg e g as from the system .
Engine Prelubrication Timeout Period The E C M can energ ize a p relub e p um p p rior to cranking the en g ine . The E C M can also m on itor the en g ine for an ac ce p tab le oilp ressure w ith the P relub rica tion S w itch Inp ut. The E C M m onitors the en g ine oilp ressu re sen sor. Th e E C M d eterm ine s the status of the p relub rica tion . W he n the E C M d oe s no t d etec t the ac tua tion of the p relub e sw itch w ithin the eng ine p relub rication tim e out p eriod , an even t cod e is g en erated . The starting seq ue nc e is term inated if there is n o p relub rication.
2. Th e fue land the ig nition are en ab led .T he en g ine w illc on tinu e to cran k for 30 sec on d s.
3. If the en g ine d oe s no t start, the ig nition , the fuel, an d the starting m otor are d isab led for a 30 second R estC ycle. W ith this e xam p le, a co m p lete cycle is 7 0 seco nd s: a pu rge cycle of 10 seconds, a cycle crank o f 30 seconds,and a restcycle of 30 seconds.The O vercrank Tim e of 280 seco nd s allow s a m a xim u m of fou r cran k cyc les.
Crank Terminate Speed Th e E C M d iseng ag es the starting m o tor w hen the eng ine spe ed exceed s the p rog ram m ed “ C rank Term ina te S p ee d ” . The d efault value of 250 rp m sh ould b e su fficient for allap p lications.
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Engine Cooldown Duration Th e en g ine w ill co ntinu e to run in the C oold ow n M o d e for the p rog ram m e d cooldo w n pe riod w hen the E C M rec eives a S top req ue st. Th e C oo ld ow n M o d e is e xited ea rly if an em erg en cy stop req ue st is rec eived b y the E C M . If the E ng ine C oold ow n D uration is p rog ram m ed to zero, the en g ine w ill im m ed iately shut d ow n w hen the E C M rec eives a S top ”req uest. “
Engine Speed Drop Time Th e E C M shuts off the g as shutoff valve after the co old ow n p eriod ha s elap sed . Th e ig nition co ntinue s u ntilthe en g ine spe ed d rop s b elow 40 rp m .If the e ng ine rp m d oes no t d rop at least 100 rp m w ithin the p rog ram m e d D rop Tim e , the E C M term ina tes the ig nition an d the E C M issues an em erg ency stop .
Initial Start-Up Procedure Note: A n em issions an alyzer shou ld b e used d uring initial eng ine setup .The follow ing exhaustem ission s sho uld b e m o nitored :
•ExhaustO 2 •N O x em issions 1. C onn ec t the E T ac co rd ing to Illustration 1 or 2. 2. R efer to Illustration 3. U se the follow ing step s to set up Too ling (C ) for the tim ing calib ration.
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g00713824
Illustration 3 This illustration shows the setup for the Speed/Timing Sensor calibration.
a. Turn the E ng ine C ontrol S w itch (E C S) to the
b. M ake sure tha t the ho le in the flyw heel
O F F p osition . R em ove the tim ing ca lib ration p lug from eithe r the left sid e or the rig ht sid e of the flyw he elho using . Installthe 6V-3093 Tran sdu ce r A d ap ter into the hole.
ho using for the tran sd uc er is no t alig ne d w ith the tim ing hole in the flyw heel. R em ove the p rotec tive en d ca p from the 6V-2197 M ag ne tic Tran sd uc er. Inse rt the tran sd uc er into the ad ap ter un tilthe tran sd uc er co ntac ts the surfac e of the flyw he el. M o ve the transd uce r 1 m m (0.04 inc h) aw ay from the surfac e of the flyw he el. Tig hten the nu t on the ad ap ter in ord er to sec ure the tran sd uc er in p lac e.
NOTICE The timing hole in the flywheel must not be aligned with the hole for the transducer. The transducer will be damaged on engine start-up if the transducer is installed through both holes. Rotate the flywheel for more than 10 degrees before or after the TC position in order to move the flywheel hole away from the hole for the transducer. Always confirm that the holes are not aligned.
c. C onnect the one end of the 7X-1695 C a b le to the tran sdu ce r. C onn ec t the othe r end of the ca b le to co nn ec tor P 50 insid e the term ina l box.
d. Turn the E C S to the S TO P p osition . e. S tart the E T.
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D iag nostic Tests ” . c. S elec t “
3. S et up all p rog ram m ab le p aram e ters on the E lectron ic Technician (E T) C onfig uration screen. Fo r the p aram eter value s tha t are ne ce ssary, refer to the ap p lica b le E ng ine P erform anc e D ata S heet. The E ng ine P erform an ce D ata S hee t can b e fou nd in the TM I system .
O verrid e P aram eters ” . d. S elec t “
e. W hile the O xygen S en sor is rem ove d from the exhaust stack, chec k the A ctual O xygen rea d ing . The A ctua lO xyg en rea d ing shou ld b e 2 0.95 p erce nt ± 0.05 p erce nt.
S ervice ”d rop -d ow n m enu . a. Selec t the “ C o nfig uration ” . b. S elec t “
Note: If the A ctua l O xyge n rea d ing is no t in the p rop er rang e, use “ D iag nostics ”to che ck for any
c. C he ck the follow ing p aram eters. If ne ce ssary,
d iag nostic cod es. C heck the O xyge n S ensor and the O xygen B uffer. If co d es are p rese nt, m ake the ne ce ssary rep airs. R ec alib rate the O xyg en S en sor an d ch ec k calib ration . P erform the p roc ed ure if co d es a re p rese nt. A lso p erform the p roc ed ure if cod es are not present.
p rog ram the follow ing p aram e ters:
•First D esired Tim ing •S ec on d D esired Tim ing •D esired Tim ing P aram e ter
f. Install the O xyge n S en sor in the exh au st stack.
•Fuel Q u ality 5. S tartthe en g ine . O perate the en g ine at low id le.
•S p ec ific G ravity of the Fu el G a s
Verify p rop er en g ine oilp ressure.
•D esired O xyge n at Fu llL oa d
6. E nsu re tha t the re are no fluid lea ks or fue lg as leaks.
•H ig h/Lo w Id le S p ee d 7. Inc rea se en g ine sp ee d from low id le to hig h id le.
•M inim u m E ng ine H ig h Id le S p ee d
8. U se the follow ing step s in ord er to p erform the
•M axim um E ng ine H ig h Id le S p eed
S p ee d /Tim ing S en sor C alib ration .
•R ate of A cc eleration
Note: The E T uses a tw o-step p roc ess in ord er to calib rate the sig nalfor the sp ee d /tim ing sensor. The new tim ing reference is calculated first. Th e referen ce is b ase d on the sig na ls from the tran sd uc er an d the sp ee d /tim ing sen sor. N ext, the new tim ing referenc e is p rog ram m ed into the pe rm ane nt m em ory of the EC M .
•D esired S p ee d Inp ut C onfig uration •G overno r Type S etting •En gine Sp eed D roop •D riven E q uip m en t D elay Tim e
S ervice ”d rop -d ow n m enu in the a. S elec t the “ E T.
•E ng ine P relub e Tim e ou t P eriod C alib rations ” . b. S elec t “
•E ng ine P urg e C ycle Tim e
Tim ing C a lib ration ”from the sub -m e nu . c. S elec t “
•C ycle C ran k Tim e
d. U se eithe r of the follow ing m etho d s in ord er
•O ve rcran k Tim e
to initiate the calculation of the new tim ing reference:
•E ng ine C oo ld ow n D uration
•P ress the spa ce b ar on the keyboa rd of the
•E ng ine S p eed D rop Tim e
PC .
•C lick the left m o use b utton on the
4. C alib rate the O xyg en S en sor.
C o ntinue ”b utton in the low e r left co rne r of “ the E T scree n.
a. R em ove the O xygen S ensor from the exhaust stac k. Th e O xyge n S en sor m ust b e c alib rated w hile the O xyge n S en sor is o ut of the d irec t flow of air. D iag nostics ”d rop -do w n m enu . b. Selec t the “
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Th e E T scree n w ill ind ica te “ P lea se w ait...C alculating the new Tim ing R eference ” . A fter a few m o m e nts, the scree n w ill d isp lay “ Th e E C M ha s c alcu lated the Tim ing R eferen ce ”an d “ C hoose the C ontinu e b utton to p rog ram the Tim ing R eferen ce ” .
Note: Fo r g en erator sets in p arallel op eration , the P rim ary G o vernor G a in ”w illonly b e used w hile the “ en g ine is n ot synchron ized an d un loa d ed . A fter the eng ine is syn chron ized w ith the g rid , on ly the “ S econ d ary G overnor G ain ”ne ed s to b e a d justed . S ervice P roc ed ures ”from the “ S ervice ” 12. S elec t “ d rop -d ow n m en u. S elect “ A ir Fu el R atio Tuning ”
e. U se eithe r of the follow ing m etho d s in ord er to p rog ram the ne w tim ing referen ce :
from the sub-m enu. Set the O xygen Feed bac k E na b led S tatus to “ D isa b led ” .
•P ress the spac e b ar on the keyboa rd of the PC .
Note: The eng ine is n ow op erating in op en loop m ode.
•C lick the left m ouse b utton on the C o ntinue ”b utton in the low e r left co rne r of “ the E T screen .
Inform ation ”drop -d ow n m enu . 13. S elect the “ R eview the E T S tatus S cree n G rou p value s. Ve rify tha t the co oling system p um p s a re on . Ve rify tha t the co oling system tem p eratures an d the cooling system p ressu res are w ithin the correct op erating ran g es.
f. A fter a few m om ents, the E T sho uld d isp lay C ALIB R ATIO N SU C C ES SFU L ” . “ Note: If the calib ration failed in the first step , verify tha t the en g ine rp m w as stab le d uring the calib ration (± 50 rp m ). Verify that there are no active d iag no stic co d es w hich ca n p reve nt the ca lib ration . R ep ea t the ca lib ration p roc ed ure.
14. S low ly ram p to 25 p erce nt loa d . A llow the jac ket w ater tem p erature to rea ch 85 C (185 F).
15. Verify eng ine stab ility. R eview the E T S tatus S creen G rou p values. If ne cessa ry, ad just the G overnor G ains.Ifn ece ssa ry ,ad justthe A uxiliary G ove rno r G ains.
If the calib ration is stillunsuccessful, check the installation of the tools and che ck the op eration of the too ls. C hec k the 7X-1695 C a b le for co ntinu ity. Verify that the tran sd uce r is no t b en t,o p en ,or sho rted interna lly.R ep ea t the calib ration p roced ure.
Note: If ad justm en t of the G o verno r G ain is necessary,then the Integ ralG ain and the D erivative G ain w illp rob ab ly b e d ec rea sed . Th e D erivative G a in m ust b e less tha n -35 . If the D erivative G a in is no t less tha n -35 the n the en g ine p ow er w ill p rob ab ly failto inc rea se ab ove 25 p erce nt loa d .
E xcessive b acklash in the g ear train w illcause inconsistent tim ing . R efer to D isasse m b ly an d A ssem b ly for id en tifying an d rep airing a g ea r train p rob lem .
16. S low ly ram p to 50 p erce nt loa d . A llow the jac ket w ater tem p erature to rea ch 92 C (198 F).
g. U se a tim ing lig ht in ord er to verify correct tim ing calib ration.U se the transform er p rim ary sig na lw ire of the nu m b er on e cylind er. Th is w ire is the J011-R D . U se the w ire for the ig nition sig nal.
17. Verify eng ine stab ility. R eview the E T S tatus
S creen G rou p values. If ne cessa ry, ad just the G ove rno r G ains. Ifne ce ssary,ad justthe A uxiliary G ove rno r G ains. A llow the en g ine to rea ch op erating tem p erature. This step w illverify that the co oling system is o p eration al an d stab le.
9. S et the H ydrax ac tua tor pressure to 138 0 kPa (200 p si).
18. S low ly ram p to 75 p erce nt loa d . 10. If ne ce ssary, ad just the G overnor G ain. 19. Verify eng ine stab ility. R eview the E T S tatus
Note: Fo r m ore inform ation on G overnor G a in, refer to this S p ecial Instruction, “ S p eed C ontrol P aram eters ” .
S creen G rou p value s . If nec essary, ad just the G ove rno r G ains. Ifne ce ssary,ad justthe A uxiliary G ove rno r G ains.
S ervice ”d rop -d ow n m enu . a. Selec t the “
20. S low ly ram p to 10 0 p erce nt loa d .
S ervice P roc ed ures ” . b. S elec t “
Note: W atch the Fu el Valve P osition (E T S tatus S cree n, G rou p 9) an d the Th rottle P osition (E T S tatus S cree n, G rou p 7). If eithe r the Fu el Va lve P osition or the Th rottle P osition rea ches 100 p erce nt, red uc e the loa d at lea st 5 p erce nt. P erform the follow ing step s b efore p roc ee d ing to ad d loa d .
c. S elec t “ G overno r G a in ”from the sub -m en u. 11. Fo r g en erator sets tha t are in p arallel op eration , syn chronize the eng ines w ith the utility g rid . C lose the b reaker.
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•The E T S tatus S cree n, G rou p 7 w illsho w 10 0
a. If the Th rottle P osition ha s rea ch ed 10 0 p erce nt, ad just the w asteg ate IN in ord er to d ecrease the throttle an g le.
p ercent op en throttle.
26. R eset load to 100 p ercen t load . b. If the Fu el Va lve P osition ha s rea ch ed 10 0 p erce nt, a fue l sup p ly p rob lem exists. C onsid er the follow ing con d itions as p otential p rob lem s:
27. Verify the throttle ang le.
•Th e throttle an g le ne ed le m u st sho w 60 open to 70 open.
•Th e low er he ating value (LH V ) of the fue l m ay b e too low . If the LH V is too low , the fue lsystem w ill no t b e ab le to sup p ly en ou g h fue lfor the rating .
•The E T S tatus S creen, G roup 7 should show 75 p ercent throttle to 85 p ercent throttle.
28. C he ck the em issions level.
•Th e fue lp ressure to the fue lco ntrol valve m ay be too low .
29. If ne ce ssary,a d just the Fu el Q u ality p aram eter. U se the p roc ed ure in S tep 22 in ord er to ob tain
In ord er to d eterm ine the sou rce of the p rob lem , ob serve the fue lsup p ly p ressu re an d review the fue lch em istry. If the LH V of the fuel is insufficien t, the eng ine m u st b e set up for a low er loa d . If the fue lp ressure is insufficient, the p ressure m ust b e increased . If inc rea sing the fue lp ressure is no t p ossib le, then the eng ine m ust be set up for a low er loa d .
the req uired em issions.
30. O nce the co rrec t em ission s are ob taine d , review the D esired O xyge n an d A ctua lO xyg en value s. Th ese value s a re d isp laye d on the E T S tatus S cree n, G rou p 9. Th e en g ine m ust stillb e in the open loop m ode.
31. If the A ctua lO xyg en is hig he r tha n the D esired O xyg en , use the follow ing eq ua tion . Th is eq ua tion is used in ord er to rese t the D esired O xygen at Full Load pa ram eter on the ET C on fig uration sc reen:
21. A fter an y fuel p rob lem s ha ve b een resolved , con tinu e to ram p up to 100 p ercen t loa d . S ervice ”drop -d ow n m e nu, select 22. From the “ C o nfig uration ” .A d just the Fu elQ ua lity p aram eter “
Table 3
in ord er to ob tain the req uired em issions value.
Equation for the Calculation of a New Setpoint for Desired 0 2 at Full Load
•To m ake the air/fuelratio m ore lean, increa se
(A - D) + C = N
the FuelQ u ality p aram eter.
A is the Actual Oxygen. D is the Desired Oxygen. C is the Current Desired Oxygen at Full Load set point. N is the New Desired Oxygen at Full Load set point.
•To m ake the air/fuelratio m ore rich, d ecrease the FuelQ u ality p aram eter. U se an em ission s an alyzer in ord er to verify tha t the em issions value m eets the site req uirem ents.
32. If the A ctua lO xyg en is low er tha n the D esired O xyg en , use the follow ing eq ua tion in ord er to rese tthe D esired O xyg en at Fu llLo ad p aram eter:
23. Inc rea se e ng ine loa d to 1 05 p erce nt loa d . 24. Verify tha tthe en g ine is o p erating at 10 5 p erce nt
Table 4
loa d . M ea sure this value b y on e of the follow ing m e tho d s:
Equation for the Calculation of a New Setpoint for Desired 02 at Full Load
•U se the g ene rator p ow er m eter from a m eter
C - (D - A) = N
that is installed at the site.
A is the Actual Oxygen. D is the Desired Oxygen. C is the Current Desired Oxygen at Full Load set point. N is the New Desired Oxygen at Full Load set point.
•U se the C om b ined H eat and Pow er (C H P) Pa ckage pan el.
25. A t 105 p ercen t load , ad just the w asteg ate so that the throttle is w id e op en. D eterm ine the w id e op en throttle p osition b y using on e of the follow ing m ethod s:
33. A fter the new D esired O xygen at Fu ll Lo ad
•The throttle ang le need le w illshow 90 .
34. R eview the E T S tatus S creen , G roup 9. E nsure
p aram eter is c alcu lated , reset this p aram eter on the E T C onfig uration screen .
that the D esired O xyge n and the A ctual O xyge n are the sam e value .
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S ervice ”from the m ain m en u of the E T. 35. S elec t “ S elec t “ S ervice P roc ed ures ”an d “ A ir Fu el R atio Tuning ” . Set the O xygen Feedb ack E nabled S tatus to “ E na b led ” .
5. Inc rea se the loa d from 50 p erce nt to 10 0 p erce nt. Inc rea se the loa d in 10 p erce nt inc rem en ts. R ec ord the d ata. R efer to S tep 1. Verify that the em issions rem a in less than the lim it of the site . If ne ce ssary, ad just the D esired O xyg en at Fu llL oad p aram eter. If ne ce ssary, rep ea t the p roced ure untilthe system is fine tuned . P erform this step no m ore than tw o tim es.
Note: The en g ine is n ow op erating in close d loo p m ode.
36. E ng ine op eration shou ld rem ain sam e in closed loo p m od e. If the en g ine op eration ch ang es, then chang e the O xygen Feed ba ck E nab led S tatus to “ D isa b led ”an d p erform the ne ce ssary troub leshooting step s.
Note: The p roc ed ure w hich is d escrib ed ab ove assu m e s tha t the em ission s are hig he r tha n the lim it of the site . If the em issions are sig nificantly low e r tha n the lim it of the site, p erform the sam e p roc ed ure w ith on e exc ep tion . D ec rea se the D esired O xyge n at Fu ll Lo ad p aram eter un til em issions of the site are m et.
Note: W hen the en g ine is run ning in closed loo p m o d e, the Fu el C orrec tion Fa ctor w illn o lon g er b e 10 0 p erce nt. Th e Fu el C orrec tion Fa ctor w illa d just in ord er to co m p en sate for the offset b etw een the req uired O xyg en value for the site an d the D esired O xygen value tha t is p rog ram m ed in the en g ine co ntrol m a p .
Note: A rich air/fuel ratio w illp rovid e increase d p rotection from lean m isfire. A lean air/fuelratio w ill p rovid e p rotection from d etonation .
Using Fuels That Vary In Quality
Procedure To Check Emissions
W hen fuel q uality is not con stant, the follow ing rec om m e nd ation s w illhe lp en sure tha t the en g ine is running p rop erly.
P erform the follow ing step s in ord er to verify that the em ission s of the en g ine loa d cyc le m e et the site req uirem ents.
1. S et the eng ine for the d ifferent q uality o f fuels
1. C hang e the eng ine load in 10 p ercen t
w hich w ill b e use d :
inc rem en ts. C hang e from 100 p erce nt load to 50 p erce nt loa d .U se a n em ission s a na lyzer in ord er to ve rify thatthe em issions m eetthe req uirem ents of the site . N o furthe r ad justm e nts are ne ed ed if b oth of the follow ing req uirem ents are m et:
a. S et the en g ine for the hig he st q ua lity of fue l w hich w ill b e use d .
b. S et the en g ine for the low est q ua lity of fue l w hich w ill b e use d .
•Th e em ission s level rem ains less tha n the req uirem en t of the site .
2. R ecord the follow ing values for each fuel:
•Th e air/fue lratio d oe s n ot b ec om e too lea n.
a. D esired O xygen at Fu llL oad
2. If the em ission s o f the en g ine b ec om e g rea ter
b. Fuel Q uality
than the req uirem e nts of the site, return the eng ine to the p revious load setting . P erform the follow ing ad justm ents.
c. G a s S p ecific G ravity d. First D esired Tim ing
3. R ecord the D esired O xyge n at Full Loa d p aram eter on the E T C onfig uration scree n. Inc rea se the D esired O xyge n at Fu ll Lo ad p aram eter un tilthe em ission s req uirem en t of the site is m et. R ec ord the ne w value tha t is u sed for the D esired O xyg en at Fu llL oa d p aram eter.
3. U se a p rog ram m ab le log ic co ntroller (P LC ) to interp olate value s b etw ee n the tw o en d p oints for the b len d ed fue l. U se a C ustom er C om m un ica tion M od ule (C C M ) to w rite the resulting value s to the G as E ng ine C ontrol M od ule (G E C M ).
4. A d just the en g ine loa d to the ne xt affec ted loa d step .R eview the em ission s.Ifthe em ission s m ee t the req uirem en ts o f the site, d o no t ch an g e the new value of the D esired O xygen at Fu llL oad .
This m ethod w illcontinually op tim ize the se tting s in the eng ine for the m o st satisfactory o p eration .
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