Engine Protection 11158976

Dokumentnamn/Name of document Utgåva/Version Sida/Page
Volvo Construction Equipment Group Engine Protection P01 1 (16)

Företagsnamn/Company name Reg nr/Reg No Datum/Date Ersätter/Replaces
Volvo Construction Equipment Components AB 2005-09-05

Utfärdat av (enhet, namn, tel, sign)/Issued by (dept, name, phone, sign.)- Infoklass/Info class Bilaga/Appendix Flik/Insert
TUM-1 Lennart Johansson +46 16 541 5406

Ärende/Subject Fastställd/Approved
Engine Protection
Mottagare/Receivers
Table of Contents
TABLE OF CONTENTS......................................................................................................................................................1
1 GLOSSARY OF TERMS............................................................................................................................................2
2 SCOPE..........................................................................................................................................................................3
3 INTRODUCTION.......................................................................................................................................................3
4 FUNCTIONAL DESCRIPTION................................................................................................................................4
4.1 WARNING LIGHTS.................................................................................................................................................4
4.2 ENGINE DERATE........................................................................................................................................... 4
4.2.1 Common..........................................................................................................................................................4
4.2.2 Low oil pressure, High oil temperature, High coolant temperature, Low coolant level, High crankcase
pressure, High boost temp, High boost pressure..........................................................................................................4
4.2.3 EGR system, Failure crank speed sensor.......................................................................................................6
4.3 FORCED IDLE............................................................................................................................................... 6
4.4 ENGINE SHUTDOWN..................................................................................................................................... 7
4.5 VEHICLE AND ENGINE SPEED LIMITS............................................................................................................ 7
4.6 ENGINE PROTECTION LOGGING..................................................................................................................... 7
4.7 LEVELS OF ENGINE PROTECTION................................................................................................................... 7
5 ENGINE PROTECTION SETTINGS......................................................................................................................8
5.1 OIL PRESSURE.............................................................................................................................................. 8
5.2 OIL TEMPERATURE........................................................................................................................................ 9
5.3 COOLANT TEMPERATURE............................................................................................................................ 10
5.4 COOLANT LEVEL........................................................................................................................................ 11
5.5 CRANKCASE PRESSURE............................................................................................................................... 12
5.6 HIGH BOOST TEMPERATURE........................................................................................................................ 13
5.7 HIGH BOOST PRESSURE............................................................................................................................... 14
5.8 EGR SYSTEM.............................................................................................................................................. 14
5.9 COMMON RAIL SYSTEM.............................................................................................................................. 15
5.9.1 Rail Pressure.................................................................................................................................................15
5.9.2 Injector Common Rail..................................................................................................................................15
5.9.3 CR Fuel Control Unit (FCU)........................................................................................................................15
5.9.4 Pressure Release Valve (PRV)......................................................................................................................15
5.9.5 Rail Pressure System....................................................................................................................................15
5.9.6 Effective torque common rail.......................................................................................................................15
6 Electrical faults, sensors..............................................................................................................................................16
/conversion/tmp/scratch/409723869.doc


Engine Protection
Mottagare/Receivers
1 Glossary of Terms
EGR Exhaust Gas Recirculation
EMS Engine Management System, engine ECU
VECU Vehicle Electrical Control Unit
PRV Pressure Release Valve
FCU Fuel Control Unit
HP High Pressure


Engine Protection
Mottagare/Receivers
2 Scope
This document describes the engine protection.
3 Introduction
The engine control unit contains functionality designed to protect the engine from
damage and minimize the repair cost due to problems in different engine systems.
The parameters that activate the engine protection system are:
 Low oil pressure

 High oil temperature
 High coolant temperature
 Low coolant level
 High crankcase pressure
 High boost temp
 High boost pressure
 EGR system
 Failure crank speed sensor
 Common Rail system
Various protection actions as driver warning lights, engine torque reduction, engine
speed limitations and vehicle speed limitation can be taken when the parameters
above reach dangerous levels. Examples of the levels of the above parameters where
protection actions are taken and which actions are taken at those levels are
described in chapter 4.
In order to always allow the driver to move a vehicle away from an unsafe situation
there is a possibility to activate a delay from that the engine is started before the
protective actions forced idle and forced shutdown will be enabled. The delay period
is set in the dataset. If the engine has been forced to shutdown or forced to idle due
to an active engine protection function, the EMS has to be powered down in order
to receive another set of delay (the EMS is powered down by the VECU after that
the ignition key has been in its off-position for approximately 6 seconds).


Engine Protection
Mottagare/Receivers
4 Functional Description
All application values in this document are examples of settings. The correct values
for application settings are presented in separate settings specifications.
4.1 Warning Lights

There are two levels of warnings, a “yellow” caution and a “red” stop. The “yellow
lamp” is indicating a warning situation and the “red lamp” is indicating that the
engine shall be stopped.
4.2 Engine Derate
4.2.1 Common
The engine torque can be limited (engine derate) by the engine protection function.
The purpose with this function is to minimize damage and repair cost of the engine if
the driver don’t care about the warning lights
4.2.2 Low oil pressure, High oil temperature, High coolant temperature, Low coolant level, High
crankcase pressure, High boost temp, High boost pressure
There are two speed-torque curves involved in the engine derate function. First
there is the normal fulload torque curve and secondly there is an “engine protection
torque curve”. Examples of these curves are shown in Figure 1. The same engine
protection curve is used for every engine protection function described in this
chapter.
There are two different ways to derate the engine:
 Direct full derate.
This way is used for low oil pressure, high boost pressure, high crank case
pressure, EGR and coolant level. This because either the sensor is a switch or
the fault is critical and a direct derate is needed.
 Gradual derate.
This way is used for the temperature parameters. By using a gradual derate the loads
on the cooling systems will be reduced. This benefit will reduce the stress on the
engine and the driver can continue to run the vehicle with gradually reduced
performance until the “red lamp” will tell the driver to shut off the engine.
This gradually derate will give the driver a greater possibility to move the vehicle to
a safe position or finish a critical job than if “Direct full derate” is used.


Engine Protection
Mottagare/Receivers
EMBED Excel.Chart.8 \s
2000
1800
1600
1400
1200
1000
800
600 Normal fulload curve
400
Engine Protection curve: Full derate
200
0
600 800 1000 1200 1400 1600 1800 2000
Engine speed [ Nm]
Figure 1: An example of an engine fulload curve and the corresponding engine protection
curve.
The amount to derate the engine is expressed as a percentage value. The torque limit
is calculated as follows; a torque reduction with x percent means that the torque
limit will be below the fulload torque curve with x percent of the difference between
the fulload and the engine protection curve. This can also be expressed as that the
torque will be limited to a curve that shifted x percent from the fulload towards the
engine protection curve. This also implies that a torque reduction with 50% means
that the torque will be limited to a curve that is in the middle between the fulload
and the engine protection curves (see Figure 2). A torque reduction with 100%
means that the torque will be limited to the engine protection curve.


Engine Protection
Mottagare/Receivers
2000
1800
1600
1400
Engine Torque [Nm]
1200
1000
Normal fulload curve
800
Engine Protection curve: Full derate
600
400 Engine protection: 50 % derate
200
0
600 800 1000 1200 1400 1600 1800 2000
Engine speed [Nm ]
Figure 2: An example of an engine fulload curve, the corresponding engine protection curve
and the actual torque at 50 % derate.
The derate is active until the parameter has reached a safe level or until the EMS is
powered down.
4.2.3 EGR system, Failure crank speed sensor

For a failure in the EGR system the max performance will be reduced with x %
(different reduction for different engine speeds is possible).
For a failure in the crank speed sensor the max performance will be reduced with y
% (same reduction for all speeds).
4.3 Forced Idle

The engine can be forced to idle speed by the engine protection function. The forced
idle is active until the active parameter is safe again or the EMS is powered down.


Engine Protection
Mottagare/Receivers
4.4 Engine Shutdown

The engine can be forced to shut down after a parameter has reached a dangerous
level and the vehicle speed is below a specified value.
4.5 Vehicle and Engine Speed Limits

The engine protection function can limit the speed of the vehicle and/or the engine.
4.6 Engine Protection Logging
4.7 Levels of Engine Protection

By using sub datasets, it is possible to have different levels of engine protection;
basic protection, extended protection and no protection.
With no protection settings, only warning lights will be lit to warn the driver about a
problem but no actions will be taken by the EMS to protect the engine.
The difference between basic and extended engine protection is that no active
actions such as forced idle and forced shutdown will be taken in basic engine
protection (with the exception of crankcase pressure that will cause shutdown for
both variants). Warnings will be given to the driver regardless of engine protection
level.


Engine Protection
Mottagare/Receivers
5 Engine protection settings
5.1 Oil Pressure

Because it takes some time before the oil pressure builds up, there is a delay after
that the engine has started running before the oil pressure diagnosis is performed.
Since the oil pressure is dependent on the engine speed there is no fixed limit where
the engine protection function becomes active. Instead the oil pressure is compared
to the pressure given in a graph such as the one in Figure 3 below.
PID 100, FMI 1 is sent when engine protection is active due to low oil pressure.
350
300
Pressure [kPa]
250
200
150
100
50
0
0 500 1000 1500 2000 2500
Engine Speed [rpm]
Figure 3: An example of oil pressure limit.
Table 1: Examples of different actions taken in the three different levels of engine protection for oil
pressure.
Input No Engine Basic Engine Protection Extended Engine Protection
Protection
Oil Red lamp is Red lamp is lit and the Red lamp is lit and the engine is
Pressure lit. engine is derated 100 %. derated 100 %.
The engine is forced to idle

speed.
The engine is shut down.


Engine Protection
Mottagare/Receivers
5.2 Oil Temperature

PID 175, FMI 0 is sent by the EMS when engine protection is active due to high oil
temperature.
100
80
Derate [%]
60
40
20
0
122 124 126 128 130 132
Oil Temperature [deg C]
Figure 4: An example of engine derate as a function of oil temperature.
Table 2: Examples of different actions taken in the three different levels of engine protection for oil
temperature.
Input No Engine Basic Engine Extended Engine
Protection Protection Protection
Oil Yellow lamp is lit. Yellow lamp is lit. Yellow lamp is lit.
Temperature
Red lamp is lit. Red lamp is lit and the Red lamp is lit and the
engine is derated engine is derated
according to fig. 4. according to fig 4.
The engine is forced

to idle speed.
The engine is shut

down.


Engine Protection
Mottagare/Receivers
5.3 Coolant Temperature

Since the coolant boiling temperature is dependent on the ambient pressure
(altitude) there is no fixed limit where the engine protection function becomes
active. Instead the coolant temperature is compared to the temperature given in a
graph such as the one in Figure 5 below.
PID 110, FMI 0 is sent by the EMS when engine protection is active due to high
coolant temperature.
Figure 5: An example of coolant temperature limit.
100
80
Derate [%]
60
40
20
0
100 102 104 106 108 110
Coolant Temperature [deg C]
Figure 6: An example of engine derate as a function of coolant fluid temperature.


Engine Protection
Mottagare/Receivers
Table 3 Examples of different actions taken in the three different levels of engine protection for coolant
temperature.
Coolant Yellow lamp is lit. Yellow lamp is lit. Yellow lamp is lit.
Temperature
according to fig 5. according to fig 5.

to idle speed.
The engine is shut

down.
5.4 Coolant Level

PID 111, FMI 1 is sent by the EMS when engine protection is active due to low
coolant level.
Table 4: Examples of different actions taken in the three different levels of engine protection for coolant
level.
Coolant Red lamp is lit. Red lamp is lit. Red lamp is lit.
Level
to idle speed.
The engine is shut

down.


Engine Protection
Mottagare/Receivers
5.5 Crankcase Pressure

This function measure and handle the crank case pressure in a special way.
Independent of the ambient pressure (altitude) the function evaluates the crank case
pressure increase gradient by comparing the unfiltered pressure with a filtrated
pressure. The filter is set in a way so a sudden pressure rise due to a seized piston
will be detected. A slow pressure rise due to normal wear will not be detected.
PID 153, FMI 0 is sent out by the EMS when engine protection is active due to this
function.
Table 5: Examples of different actions taken in the three different levels of engine protection for
crankcase pressure.
Crankcase Red lamp is lit. Red lamp is lit, Red lamp is lit, vehicle
pressure and vehicle speed is speed is limited and
ambient limited and the engine the engine is derated
pressure is derated 100 %. 100 %.
The engine is forced The engine is forced

to idle speed. to idle speed.
The engine is shut The engine is shut

down. down.


Engine Protection
Mottagare/Receivers
5.6 High Boost temperature
boost temperature.
Figure 7: An example of engine derate as a function of boost temperature.
Table 6: Examples of different actions taken in the three different levels of engine protection for high
boost temperature.
High boost Yellow lamp is lit. Yellow lamp is lit. Yellow lamp is lit.
temperature
according to fig 6. according to fig 6.

to idle speed.
The engine is shut

down.


Engine Protection
Mottagare/Receivers
5.7 High boost pressure

boost pressure.
Table 7: Examples of different actions taken in the three different levels of engine protection for high
boost pressure.
High boost Yellow lamp is lit. Yellow lamp is lit. Yellow lamp is lit.
pressure
5.8 EGR system

PPID 19, FMI 7 is sent by the EMS when engine protection is active due to a
mechanical fault in the EGR system.
When the EMS activates the EGR function the boost pressure will be changed in a
known way. If this change in boost pressure doesn’t occur (due to mechanical
problems in the magnetic valve or in the actuators) the engine will be derated to
protect the turbo charger from over speeding. Also for electrical faults on the
actuator the engine will be derated to protect the turbo charger.
Table 8: Examples of different actions taken in the three different levels of engine protection for the EGR
system.
EGR fault Yellow lamp is lit. Yellow lamp is lit. Yellow lamp is lit.
detection
(mechanical The engine is derated The engine is derated The engine is derated
and electrical) with xx Nm with xx Nm with xx Nm
5.9 Common Rail system

There are several possible faults in the common rail system that will activate the
engine protection.


Engine Protection
Mottagare/Receivers
5.9.1 Rail Pressure

PID 164, FMI 0, 1, 2, 4 or 5 is sent by the EMS when engine protection is active
due to a fault in the sensors or the harness in the common rail system. The engine
speed will be limited and an estimated rail pressure with dependency to fuel quality
will be used.
5.9.2 Injector Common Rail

SID 1-6, FMI 7 or 14 is sent by the EMS when the engine protection is active due
to Low or high flow injector/bad compression. The rail pressure, engine speed and
engine torque is limited in case of low fuel flow.
5.9.3 CR Fuel Control Unit (FCU)

SID 42, FMI 3, 4, 5, 6 or 13 is sent by the EMS when the engine protection is active
due to a fault in the Fuel Control Unit (FCU). This causes no Mprop current supply
and limp home with PRV opened. PSID 97 FMI 14 will also be raised.
5.9.4 Pressure Release Valve (PRV)

PSID 97, FMI 0, 7, 11 or 14 is sent by the EMS when the engine protection is active
due to a fault in the PRV. The engine speed is limited and the torque is reduced.
5.9.5 Rail Pressure System

PSID 96, FMI 0, 1, 4, 7 or 12 is sent by the EMS when the engine protection is
active due to a fault in the rail pressure system. Engine speed and rail pressure will
be limited and torque is reduced. PSID 96, FMI 0 will also raise PSID 97 FMI 14.
5.9.6 Effective torque common rail

PPID 435, FMI 0 is sent by the EMS when the engine protection is active due to too
high torque. This could be caused for example by a HP leakage on the injector or
injectors stuck open. Engine speed and rail pressure will be limited and torque is
reduced.
PPID 435, FMI 1 is sent by the EMS when the engine protection is active due to too
low torque. This could be caused for example by a leakage on the HP line between
rail and injector or injectors stuck closed. Engine speed and rail pressure will be
limited and torque is reduced.


Engine Protection
Mottagare/Receivers
6 Electrical faults, sensors.

If an electrical fault in a sensor will occur a warning (yellow lamp) for that electrical
fault will be sent out from EMS.
Instead of a measured value a default value for the sensor will be used. No engine
protection is possible to perform if measured values are missing.
If the crank speed sensor will fail the performance also can be reduced, see 4.2.3.

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Dokumentnamn/Name of document Utgåva/Version Sida/Page

Volvo Construction Equipment Group Engine Protection P01 1 (16)

Volvo Construction Equipment Components AB 2005-09-05

TUM-1 Lennart Johansson +46 16 541 5406

Volvo Construction Equipment Components AB 2005-09-05

TUM-1 Lennart Johansson +46 16 541 5406

Volvo Construction Equipment Components AB 2005-09-05

TUM-1 Lennart Johansson +46 16 541 5406

 Low oil pressure

Volvo Construction Equipment Components AB 2005-09-05

TUM-1 Lennart Johansson +46 16 541 5406

4.1 Warning Lights

4.2 Engine Derate

Volvo Construction Equipment Components AB 2005-09-05

TUM-1 Lennart Johansson +46 16 541 5406

600 Normal fulload curve

Engine speed [ Nm]

Volvo Construction Equipment Components AB 2005-09-05

TUM-1 Lennart Johansson +46 16 541 5406

400 Engine protection: 50 % derate

4.2.3 EGR system, Failure crank speed sensor

4.3 Forced Idle

Volvo Construction Equipment Components AB 2005-09-05

TUM-1 Lennart Johansson +46 16 541 5406

4.4 Engine Shutdown

4.5 Vehicle and Engine Speed Limits

4.6 Engine Protection Logging

4.7 Levels of Engine Protection

Volvo Construction Equipment Components AB 2005-09-05

TUM-1 Lennart Johansson +46 16 541 5406

5 Engine protection settings

5.1 Oil Pressure

Figure 3: An example of oil pressure limit.

The engine is forced to idle

The engine is shut down.

Volvo Construction Equipment Components AB 2005-09-05

TUM-1 Lennart Johansson +46 16 541 5406

5.2 Oil Temperature

Figure 4: An example of engine derate as a function of oil temperature.

The engine is forced

The engine is shut

Volvo Construction Equipment Components AB 2005-09-05

TUM-1 Lennart Johansson +46 16 541 5406

5.3 Coolant Temperature

Figure 5: An example of coolant temperature limit.

Figure 6: An example of engine derate as a function of coolant fluid temperature.

Volvo Construction Equipment Components AB 2005-09-05

TUM-1 Lennart Johansson +46 16 541 5406

The engine is forced

The engine is shut

5.4 Coolant Level

The engine is shut

Volvo Construction Equipment Components AB 2005-09-05

TUM-1 Lennart Johansson +46 16 541 5406

5.5 Crankcase Pressure

The engine is forced The engine is forced

The engine is shut The engine is shut

Volvo Construction Equipment Components AB 2005-09-05

TUM-1 Lennart Johansson +46 16 541 5406

5.6 High Boost temperature

Figure 7: An example of engine derate as a function of boost temperature.

The engine is forced

The engine is shut