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Technical Publication

Engine management system


ECS 183/1
Railway applications

Documentation Part 1
S Structure and function

E 531 637 / 01 E

DaimlerChrysler Off-Highway
MTU assuring you:
 ISO 9001 certification
Quality assurance in design/development, production, installation and service
 CE conformity
– Guideline 73/23/EEC – Low voltage guideline –
dated February 19, 1973 with amendment dated July 22, 1993
(guideline 93/68/EEC)
– Guideline 89/336/EEC – Guideline on electromagnetic compatibility –
dated May 3, 1989 with amendment dated April 28, 1992
(guideline 92/31/EEC)
CE conformity is influenced if the product is installed incorrectly, an assembly or system is misused
and/or genuine MTU components are not used.

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Printed in Germany
E 2002 Copyright MTU Friedrichshafen GmbH
This Publication is protected by copyright and may not be used in any way whether in whole or in part without the prior written permission of
MTU Friedrichshafen GmbH. This restriction also applies to copyright, distribution, translation, microfilming and storage or processing on
electronic systems including data bases and online services.
This handbook is provided for use by maintenance and operating personnel in order to avoid malfunctions or damage during operation.
Subject to alterations and amendments.

Imprimé en Allemagne
E 2002 Copyright MTU Friedrichshafen GmbH
Tout droit réservé pour cet ouvrage dans son intégralité. Toute utilisation ou exploitation requiert au préalable l’accord écrit de MTU
Friedrichshafen GmbH. Ceci s’applique notamment à la reproduction, la diffusion, la modification, la traduction, l’archivage sur microfiches,
la mémorisation et / ou le traitement sur des systèmes électroniques, y compris les bases de données et les services en ligne.
Le manuel devra être observé en vue d’éviter des incidents ou des endommagements pendant le service. Aussi recommandons-nous à
l’exploitant de le mettre à la disposition du personnel chargé de l’entretien et de la conduite.
Modifications réservées.

Impreso en Alemania
E 2002 Copyright MTU Friedrichshafen GmbH
Esta publicación se encuentra protegida, en toda su extensión, por los derechos de autor. Cualquier utilización de la misma, así como su
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El manual debe tenerse presente para evitar fallos o daños durante el servicio, y, por dicho motivo, el usario debe ponerlo a disposición del
personal de mantenimiento y de servicio.
Nos reservamos el derecho de introducir modificaciones.

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E 2002 Copyright MTU Friedrichshafen GmbH
Questa pubblicazione è protetta dal diritto d’autore in tutte le sue parti. Ciascun impiego od utilizzo, con particolare riguardo alla
riproduzione, alla diffusione, alla modifica, alla traduzione, all’archiviazione in microfilm ed alla memorizzazione od all’elaborazione in
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GmbH.
II manuale va consultato per evitare anomalie o guasti durante il servizio, per cui va messo a disposizione dall’ utente al personale addetto
alla manutenzione e alla condotta.
Con riserva di modifiche.
Guide Page I
FRIEDRICHSHAFEN

Table of contents

Table of contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IV
General information about documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VI

1 Use and structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

1.1 Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

1.2 Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

1.2.1 Structure of the engine governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

1.2.2 Structure of the connector interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

1.2.3 Structure of the filter module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

1.3 Cabling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

2 Tasks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

2.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

2.2 Tasks of the engine governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

2.2.1 Electronic engine governing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11


2.2.1.1 Governor operating modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.2.1.2 Engine speed governing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.2.1.3 Feeding limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

2.2.2 Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.2.2.1 Engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.2.2.2 Engine stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

2.2.3 Operating value monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

2.2.4 Engine protection (safety system) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

2.2.5 Monitoring of electronic assemblies (ITS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

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Table of contents (cont.)

2.3 Tasks of the connector interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

2.3.1 Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

2.3.2 Reading-in binary signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

2.3.3 Binary signal output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

2.3.4 Analog signal output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

2.3.5 Fault code display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

2.4 Dialog unit (option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

3 Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

3.1 Interface between ECS 183/1 and diesel engine . . . . . . . . . . . . . . . . . . . . . . 24

3.2 Interface between ECS 183/1 and railcar controller . . . . . . . . . . . . . . . . . . . . 25

3.3 Interface between ECS 183/1 and operator panel . . . . . . . . . . . . . . . . . . . . . 26

3.4 Interface between engine governor and connector interface . . . . . . . . . . . . 27

3.5 Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

4 Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

4.1 General functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

4.1.1 Engine stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

4.1.2 Engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

4.1.3 Forced engine idling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

4.1.4 Coolant level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

4.1.5 Set value assignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

4.1.6 Braking speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

4.1.7 CAN interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

4.1.8 Lamp test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

4.1.9 Alarm reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

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Table of contents (cont.)

4.2 Additional functions for diesel-electric drive . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

4.2.1 Engine load signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

4.2.2 Drive curve overshot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

4.3 Additional functions for diesel-hydraulic drives . . . . . . . . . . . . . . . . . . . . . . . . 36

4.3.1 Set value limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

4.3.2 Anti-skid protection (option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

5 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

5.1 Technical data of the engine governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

5.2 Technical data of the connector interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

5.3 Technical data of FIM 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

5.4 EMC specifications for the connector interface and the filter module . . . . . 41

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Abbreviations

oC Degrees Celsius

A Ampere

BR Baureihe, series

CRT Control Rack Travel

DBR Drehzahlabhängige Füllungsbegrenzung, speed-dependent feeding limitation


DIN Deutsches Institut für Normung, German National Standards Institute

ECS Engine Control System


EMC Electromagnetic compatibility

f Frequency
f(…) Function of …
FET Field Effect Transistor

I/O Input/Output
IP Degree of protection against contact, dust and humidity according
to DIN 40 050
ITS Integral Test System of the ECS

kg Kilogram

LED Light Emitting Diode

mA Milliampere
max. maximum
min Minute
mm Millimeter

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Guide Page V
FRIEDRICHSHAFEN

Abbreviations (cont.)

n Speed
nAct Actual engine speed
nETC ETC speed
nIdle Engine idling speed
nNom Nominal engine speed
nSet Set engine speed

OKE Optokopplereingang, optocoupler input

p Pressure
PID Proportional Integral Differential (controller)
PIM Peripheral Interface Module

rpm Revolutions per minute


PWM Pulse Width Modulation

s Second
s Travel
Sisy Sicherheitssystem, safety system

t Time
T Temperature

U Voltage

VDC Voltage Direct Current


VDE Verband deutscher Elektrotechniker, Association of German Electrotechnical
Engineers

ZA Zylinderabschaltung, cylinder cutout

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General information about documentation

Documentation structure

Documentation Title/contents Target group


Part
1 Structure and function Operating personnel, plant personnel

2 Operation Operating personnel

3 Maintenance and Operating personnel, plant personnel


repair
(Plant personnel)
4 Maintenance and Electronics service personnel
repair familiar with the plant
(Service personnel)
5 Illustrated Operating, service and logistics personnel
parts catalog
6 Order-specific Electronics service personnel
adaptation
7 Installation Electromechanical specialists

Hinweis: Nicht zu jedem Produkt werden alle Dokumentationsteile erstellt!

Required knowledge
To understand each part of the documentation, we recommend reading the preceding
parts, if applicable.

Reference numbers and reference lines


Details in figures are provided with reference numbers and reference lines if necessary.
If reference is made in the text to a detail provided with a reference number, the figure
number and, separated by an oblique, the reference number of the detail are written in
brackets. Example: (5/2) means fig. 5, reference number 2.
A point at the end of the reference line means that the detail is visible in the
figure.
An arrow at the end of the reference line indicates that the detail cannot be
seen in the figure.

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Chapter 1
Use and structure
FRIEDRICHSHAFEN Page 1

Chapter 1

Use and structure

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Chapter 1
Use and structure
Page 2 FRIEDRICHSHAFEN

1 Use and structure

1.1 Use

Engine management system ECS 183/1 is used to control, monitor and regulate series
183 TC13 and series 183 TD13 diesel engines.

Engine management system ECS 183/1 comprises an engine governor, a connector inter-
face and a filter module.

The engine governor incorporates an integral test and safety system resulting in a high
degree of reliability for the governor and those assemblies connected to it.

Controls and display instruments on the operator panel are connected to the connector
interface. The connector interface is also equipped with a fault code display to indicate any
malfunctions which occur during engine operation.

The filter module smooths the operating voltage and protects the connector interface from
spurious pulses superimposed on the operating voltage.

Railcar control Operator panel (control station)

Engine management system ECS 183/1

Engine governor Connector interface

Regulation I/O functions


Control Fault display
CAN
Monitoring Start sequence
Integral test system
Safety system

ETB
Diesel engine Dialog unit (service)

Fig. 1: Engine management system ECS 183/1 for railcars

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Chapter 1
Use and structure
FRIEDRICHSHAFEN Page 3

1.2 Structure

1.2.1 Structure of the engine governor

The electronic assemblies of the engine governor are housed in a sturdy diecast alumi-
nium case with a removable cover. A connector plate with connectors X01 to X04 is loca-
ted at the bottom of the housing.

Cover fixing screws Cover fixing screws

Connector plate

Connectors

Fig. 2: Engine governor (closed)

The governor can be mounted in the electronics cabinet of the railcar by means of four
screws after removing the cover.

The electronic components of the engine governor are located inside the housing (see
fig. 3).

The 7-segment display and the LEDs are used to display status and fault messages. The
meaning of the LEDs and the messages on the 7-segment display are explained on the
inscription plate.

The governor can be reset and restarted by pressing the reset key.

The rotary switch is used to select special governor functions.


It is only possible to activate special functions and modify governor parameters after a
reset for reasons of safety, such activities shall be performed by authorized personnel
only.

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Memory module Status LEDs

Housing mounting Housing mounting


bore bore

Printed circuit board


with electronic com- 7-segment display
ponents
Reset key
Inscription plate Rotary switch

Housing mounting Housing mounting


bore bore

Fig. 3: Engine governor (open)

1.2.2 Structure of the connector interface

The connector interface comprises a basic module with screw terminal strips, module
cassette 1 and module cassette 2.

The electrical connections of the connector interface are established by screw terminal
strips.

Module cassette 1 Screw terminal strip

Fault code display

Module cassette 2

Basic module
Screw terminal strip

Fig. 4: Structure of the connector interface

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Chapter 1
Use and structure
FRIEDRICHSHAFEN Page 5

The following printed circuit boards are installed in module cassette 1:


 MPU 23
MPU 23 is the microprocessor board and includes main and data memories. It
realizes communication with the engine governor and connector interface 2 via
the CAN interface.
 FCB 1
Fault messages from the engine governor and connector interface are dis-
played on the 4-digit 7-segment display of FCB 1. The operating hours counter
is controlled by a relay output on FCB 1.

The following printed circuit boards are installed in module cassette 2:


 IIB 1
IIB 1 has inputs for reading-in binary signals (acquisition of the signals from the
“Lamp test”, “Engine start” and “Alarm reset” pushbuttons) and analog outputs
to control the display instruments.
 BOB 2
BOB 2 has transistor output stages to control signal lamps and relays.

MPU 23 IIB 1

FCB 1 BOB 2

Fig. 5: Slots in the connection interface

Electrical connection between the terminal strips and the printed circuit boards is
established via the COB 3 connection board in the basic module.

A serial EEPROM is located on connection board COB 3. The configuration data of the
connector interface is stored in this EEPROM.

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EEPROM COB 3

Fig. 6: EEPROM in the connector interface (module cassettes removed)

The connector interface is installed in the electronics cabinet of the railcar. The connector
interface can be installed in the following ways:
 Top-hat rail mounting as per DIN EN 500 22-35
 Screw mounting

1.2.3 Structure of the filter module

FIM 1 comprises a basic module with integral filter.

The operating voltage (filter input) is supplied via terminals 101 to 116. The filtered opera-
ting voltage is available at terminals 201 to 216 (filter output).

Screw terminal strip

Basic module
Screw terminal strip

Fig. 7: Structure of the filter module

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Use and structure
FRIEDRICHSHAFEN Page 7

1.3 Cabling

The following connecting cables and plugs are used to connect up engine management
system ECS 183/1:
 MOT1 Cable with plug X01
 CCS1 Cable with plug X02
 CCS2 Cable with plug X03
 MMI Cable with plug X04

Note: Pre-cut cabling is available on request.

Railcar control Operator panel


CCS1

CCS2

X01

MMI Connector interface


X02 X03 X04

Engine governor
Electronics cabinet
MOT1

Sensors/actuators
on engine
K

Engine Terminal Box ETB Cable entry


Diesel engine

Fig. 8: Cabling of ECS 183/1

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Chapter 2
Tasks
FRIEDRICHSHAFEN Page 9

Chapter 2

Tasks

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Chapter 2
Tasks
Page 10 FRIEDRICHSHAFEN

2 Tasks

2.1 Overview

ECS 183/1 has the following tasks:


 Operating value regulation
– Engine speed
– Feeding
 Control
– Start/stop sequence
– Forced idling
– Fixed speed
– Anti-skid protection
– Set value limitation
– Excitation setting
 Operating value monitoring
– Temperatures
– Pressures
– Speeds
– Feeding
– Coolant level
 Operating value display
– Engine speed
– Coolant temperature
– Lube oil pressure
– Engine operating hours
 Monitoring (Integral Test System) of
– Sensors
– Actuators
– Electronics
 Engine protection (safety system) against
– Overheating (coolant and charge air temperature)
– Low water
– Low oil pressure
– Overspeeding
 Provision of a CAN interface

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Chapter 2
Tasks
FRIEDRICHSHAFEN Page 11

2.2 Tasks of the engine governor

2.2.1 Electronic engine governing

2.2.1.1 Governor operating modes

The engine governor of ECS 183/1 can be used as an all-speed or idling/limit speed
governor. The respective operating mode is set by a parameter.

All-speed governor

In all-speed mode, the speed is governed over the entire speed range from idling to nomi-
nal speed (max. speed). The set value is set as a speed. Speed droop remains constant
over the entire speed range.

All-speed mode is used on diesel-hydraulic plants (converter – converter – gear) and


diesel-electric plants (traction generator).

Idling/limit speed governor

The speed is only governed in the idling and nominal speed (max. speed) ranges in idling/
limit speed mode. Different speed droops can be set for these speed settings. The gover-
nor only regulates feeding in the speed range between idling and nominal speed. The set
value is merely interpreted as a control rack setting for this reason.

Idling/limit speed mode is used for diesel-hydraulic plants (converter – clutch – gear).

2.2.1.2 Engine speed governing

Engine speed governing has the following tasks:


 Of keeping the desired engine speed constant under varying load conditions
 Adjusting engine speed when the operator changes the setting

Other tasks of the engine governor affecting speed regulation are:


 Making a defined start feeding setting for engine starting
 Stopping the engine in case of safety shutdowns
 Optimizing operation, exhaust emission values and fuel consumption
 Protecting the engine against overloading

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Speed setting Control rack travel


(nSet )
Travel sensor
Speed governor Feeding Feeding
PID limitation governor
Linear Injection
PID
Limit value magnet Control rack pump
selection
Actuator

Parameter
Speed adaptation
droop Limit = f(charge air pressure)
Function of:
 System deviation
 Set feeding value Limit = f(engine speed)

etc.

Actual speed (nAct ) Speed filter

Engine speed sensors

ECS 183/1 engine governor Diesel engine

Fig. 9: Electronic engine speed governing principle (example depicts all-speed governor)

The control circuit for engine speed regulation is in two stages. It comprises a super-
ordinate speed governor and a feeding governor.

The engine speed setting (nSet ) comes from the railcar controller.

The engine speed sensor measures the current engine speed and a speed filter suppres-
ses superimposed interference. The filtered actual speed is compared with the set speed
and represents the input variable for the speed governor.

Two redundant speed sensors are available for speed measuring.

The speed governor involves PID characteristics (Proportional Integral Differential).

Characteristic values of the speed governor are dynamically adapted to match the opera-
ting state by parameter adaptation.

The subsequent feeding governor also involves PID characteristics and sets the control
rack position by means of a linear magnet. The set position represents the minimum resul-
ting from feeding limitation and the speed governor output variable. The feeding governor
receives feedback on the actual control rack position from a travel sensor.

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Tasks
FRIEDRICHSHAFEN Page 13

The position of the control rack determines the amount of fuel injected by the pumps and
thus feeding of the diesel engine.

Fig. 10 shows the principle control range of the engine governor and the effect of adjust-
able speed droop (load-dependent variation of the nominal speed value).

Speed droop is used to compensate for loading on coupled drives.

The speed droop is adjusted (0 % … 10 %) depending on the plant and can be modified
using the dialog unit.

Speed droop is defined as the relative change in speed on unloading the engine. Speed
droop is referenced to the maximum speed at maximum power output (= nominal speed).
Every point in the operating range is influenced by a change in loading.

Speed droop is calculated as follows:

Maximum speed (zero load) nZero – Nominal speed nNom


Speed droop = x 100 %
Nominal speed nNom

The speed droop gradient thus remains constant over the entire speed range.

Torque

DBR curve

Zero load
n/rpm
0 nIdle nV1 nV2 nNom nZero

nNom Nominal speed


nZero Max. speed at zero load
nV1,2 Speed settings
nIdle Idling speed

Fig. 10 : Graphic representation of the speed adjusting range and speed droop

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2.2.1.3 Feeding limitations


Feeding limitations are used to protect the engine against overloading and to minimize
smoke emissions. The engine governor determines the maximum amount of fuel injected
(feeding) via control rack travel within the limits defined by pre-set and stored characteri-
stic engine curves. The maximum limit is selected if several limit conditions are fulfilled
simultaneously.

Speed-dependent feeding limitation (DBR)


The DBR curve is a speed-dependent feeding limitation curve adapted to this series of
engines.

Start feeding
Start feeding is the feeding setting which applies from the starting phase until idling speed
has been reached. It is automatically adapted to suit applicable conditions.

Feeding limitation as a function of coolant temperature (option)


Current feeding is reduced to a preset value if the max. coolant temperature is exceeded
(power reduction).

Feeding limitation as a function of charge air temperature (option)


Current feeding is reduced to a preset value if the max. admissible charge air temperature
is exceeded (power reduction).
This limitation remains active until the supply voltage of the engine governor is switched
off.

Feeding limitation as a function of charge air pressure

Feeding is limited depending on the current charge air pressure to prevent clouds of black
smoke in case of great, rapid increases in loading and on accelerating.

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2.2.2 Control

2.2.2.1 Engine start

The starting procedure is initiated by pressing the “Engine start” pushbutton.


Start feeding is only enabled when the actual speed has reached a certain value within a
certain time. Engine starting is otherwise terminated.

2.2.2.2 Engine stop

Engine stopping is tripped by:


 Automatic stop
An automatic engine stop is tripped by the safety system if e.g. limit values are
violated.
 Manual stop
The manual engine stop is initiated by pressing the stop pushbutton which acti-
vates the appropriate optocoupler input on the engine governor.
Once active, the signal is stored until the engine comes to a standstill.

2.2.3 Operating value monitoring

The engine governor monitors measuring points on the engine for limit value violation.
Limit value violations are acquired by the engine governor, transmitted to the connector
interface, stored and signalled to the operator.

If necessary, the engine governor automatically takes action to maintain operability or pro-
tect the engine.

The following engine measuring points are monitored:


 Temperature
– Coolant temperature
– Charge air temperature (option)
 Pressure
– Lube oil pressure (speed-dependent)
– Charge air pressure
 Speed
– Engine speed
 Control rack travel
 Coolant level (external signal from the level switch in the expansion tank of the
cooling system)

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2.2.4 Engine protection (safety system)

The safety system has the following tasks in case of limit value violation:
 Protection of the engine against critical operating states
 Alarm signalling for operating personnel
 Adaptation of engine operation to the remaining possibilities

Sensors Actuators

Engine

Safety system

ECS

Fig. 11 : Integral safety system

Each fault generates:


 A combined alarm
An output to which an alarm signal lamp can be connected is activated each
time an alarm occurs.
 A detailed fault message
The detailed fault messages are transmitted in the form of a CAN telegram on
the CAN bus which can be read-off at the fault code display of the connector
interface.

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The safety system reponds to faults as follows:

Fault Response Comment


Overspeeding Engine stop The engine cannot be restarted after
shutdown.
Fault can only be acknowledged by
switching ECS 183/1 off/on.
Low oil pressure Engine stop Restarting is possible after engine shut-
down.
The engine is stopped once more if the
oil pressure does not reach the specified
value within 12 s.
Oil pressure sensor faulty Yellow alarm Engine is not shut down.
Coolant temperature stage 1 Feeding limitation Engine is not shut down.
(to a fixed value)
Coolant temperature stage 2 Engine stop Restarting is possible after engine shut-
down.
The engine runs at idling speed.
The engine is stopped once more if the
temperature does not reach the specified
value within 30 s.
Coolant temperature sensor Feeding limitation *) Engine is not shut down.
faulty
au y (to a fixed value)
Engine stop *) Continued operation not possible as the
engine is shut down once more after
30 s.
Coolant level too low Engine stop Starting is not possible as long as the
signal is active.
Charge air pressure sensor Feeding limitation Engine is not shut down.
faulty
Charge air temperature too Feeding limitation (to a fixed Engine is not shut down.
high value) and output of a yellow
alarm
Charge air temperature sensor Feeding limitation Engine is not shut down.
faulty (to a fixed value)
Actuator faulty Engine stop Restarting is not possible.
ECS faulty Engine stop Restarting is not possible.
Speed sensor system 1 and Engine stop Restarting is not possible.
system 2 faulty
Speed sensor system 1 or Engine keeps running and a Engine is not shut down.
system 2 faulty yellow alarm is output Restarting is possible.
Set value fault Engine runs at idling speed

*) Response is configurable.

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2.2.5 Monitoring of electronic assemblies (ITS)

The Integral Test System (ITS) monitors the sensors and actuators on the engine, the
internal engine governor electronics and the connections to external electronic compo-
nents. Any faults which occur are signalled to the operator.

Integral Test System (ITS)

Sensors on the engine Actuators on the engine Electronics


 Pressure sensors  Final control element  Internal electronics
 Temperature sensors  Connections to
 Engine speed sensors external electronic
components
 Control rack travel sensor

Sensors Actuators

Engine

Dialog unit
Integral Test System (option)

ECS

Fig. 12 : Integral Test System

Automatic tests
 EPROM test
– Carried out during initialization
– Carried out periodically during the program run
 RAM test
– Carried out during initialization
 EEPROM test
– Carried out during initialization as data are only read-out during initialization.
Original data is copied from the EPROM in case of fault.

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 A/D converter test


Periodic testing of final value and zero point for each measuring channel
 Sensor monitoring (continuous)
– Pressure/temperature/control rack travel sensor are monitored for failure of
their output signals.
– Speed sensor is monitored by comparison with the redundant system and
plausibility check.
 Process monitoring (continuous by clock program)
– Cyclical processing of processes and functions is monitored.

2.3 Tasks of the connector interface

2.3.1 Communication
The connector interface is the link between the engine governor and the operator panel of
the railcar. Data is transmitted between the engine governor and the connector interface
via a CAN bus.
Information (e.g. alarms, warnings etc.) are transmitted to the connector interface via the
CAN bus, stored as necessary and output (e.g. activation of signal lamps, display instru-
ments etc.).

2.3.2 Reading-in binary signals


Pushbuttons for engine starting, lamp test and alarm memory reset (alarm reset) are provi-
ded on the operator panel of the railcar. The pushbuttons are directly connected to the
connector interface.

2.3.3 Binary signal output


Binary signals are output by printed circuit boards FCB 1 and BOB 2 in the connector
interface.
The relay output of FCB 1 is used to activate the operating hours counter.
The transistor outputs of BOB 2 activate signal lamps on the operator panel and relays of
the railcar controller.
The following signal lamps are activated on the operator panel:
 Coolant temperature warning
 Coolant temperature alarm
 Coolant level alarm
 Lube oil pressure alarm
 Yellow alarm (minor fault)
 Red alarm (major fault)
 Starting temperature reached
 Skid active (option)

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The following relays are activated by the railcar controller:


 Relay K01 (speed switching point 1)
 Relay K02 (speed switching point 2)
 Relay K03 (starter on)

Note: Relays K01 and K02 are reserved for special applications. The speed switching
points are configurable.

2.3.4 Analog signal output

Three DC voltage outputs (0 V … 10 V) of the connector interface are used to control


analog instruments.

The following instruments on the operator panel are controlled by the analog outputs:
 Engine speed (0 rpm … 2500 rpm)
 Lube oil pressure (0 bar … 10 bar)
 Coolant temperature (0 °C … 150 °C)

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2.3.5 Fault code display

The fault code display is a 4-digit 7-segment display integrated in the connector interface.

The fault code display of the connector interface is used to indicate faults and malfunc-
tions signalled by the safety system and the integral test system of the engine governor.

Fault code display

Fig. 13 : Fault code display on the connector interface

The fault code display indicates fault messages from the engine governor and the connec-
tor interface. The fault messages are stored in the connector interface over a period of 13
engine operating hours. No data is lost in case of power failure.

Each of the fault messages indicated on the fault code display comprises a letter (the so-
called group) and a three-digit fault message number. The group indicates the period of
time in which the fault has occurred.

The fault message numbers of any given group are displayed in ascending order for 3
seconds respectively.

The display is interrupted (display: – – – –) for 3 seconds on changing between groups.

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Group categories:

Fault message number


Current fault

Faults which have occurred within


the last hour

Faults which have occurred over a


period ranging between 1 hour and
4 hours

Faults which have occurred over a


period ranging between 4 and 12
Group
hours

Fig. 14 : Fault message on the fault code


display

The assignment of fault message numbers of the engine governor to their respective
causes is listed in the following manual: Engine management system ECS 183/1, railway
applications, Part 4.

Fault message number 48 is generated and displayed by the connector interface in addi-
tion to the engine governor fault message numbers. This fault message number means
that communication with the engine governor is disrupted.

2.4 Dialog unit (option)

The dialog unit is used to display and evaluate data measured during operation and to
modify diesel engine parameters.
Engine parameters shall be modified by MTU service personnel only.

Communication between engine governor and dialog unit is realized via an RS232 inter-
face.

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3 Interfaces

3.1 Interface between ECS 183/1 and diesel engine

Connection to the diesel engine is established via connector X01 of the engine governor.

Sensor/actuator Type Description


 Coolant temperature Analog input See “Locomotive wiring”
(NTC) diagram
 Charge air temperature, optional Analog input See “Locomotive wiring”
(Ni 1000) diagram
 Charge air pressure Analog input See “Locomotive wiring”
(0 VDC … 5 VDC) diagram
 Lube oil pressure Analog input See “Locomotive wiring”
(4 mA … 20 mA) diagram
 Engine speed (system 1 and 2) Analog input See “Locomotive wiring”
(AC voltage) diagram
 Control rack travel of the final Analog input See “Locomotive wiring”
control element (0 VDC … 5 VDC) diagram
 Linear magnet of the final control Digital output See “Locomotive wiring”
element (PWM signal) diagram

Note: Order-specific functions are detailed in the “Locomotive wiring” diagram.


Functions are enabled depending on order requirements.

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3.2 Interface between ECS 183/1 and railcar controller

The railcar controller is connected via connector X02 and X03 of the engine governor and
via binary outputs (FET outputs) of the connector interface.

Signal Type Circuit Use


 Set speed
− Analog signal (4 mA … 20 mA) Analog input See page 28 (fig. 18) See chap. 4.1.5
− Engine speed UP/DOWN Optocoupler input See page 27 (fig. 16) See chap. 4.1.5
− Propulsion stages (max. 16) Optocoupler input See page 27 (fig. 16) See chap. 4.1.5
− Forced engine idling Optocoupler input See page 27 (fig. 16) See chap. 4.1.3
 Gear signals
− Set speed limitation Optocoupler input See page 27 (fig. 16) See chap. 4.3.1
 Braking speed Optocoupler input See page 27 (fig. 16) See chap. 4.1.6
 Skid protection (option) Optocoupler input See page 27 (fig. 16) See chap. 4.3.2
 Engine stop Optocoupler input See page 27 (fig. 16) See chap. 4.1.1
 Coolant level Optocoupler input See page 27 (fig. 16) See chap. 4.1.4
 Speed switching point 1 reached FET output See page 27 (fig. 15) Control of relay K01
 Speed switching point 2 reached FET output See page 27 (fig. 15) Control of relay K02
 Starter on FET output See page 27 (fig. 15) Control of relay K03
 Engine load signal Analog output See page 28 (fig. 20) See chap. 4.2.1

Note: Order-specific functions are detailed in the “Locomotive wiring” diagram.


Functions are enabled depending on order requirements.

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3.3 Interface between ECS 183/1 and operator panel

The signal lamps, display instruments and pushbuttons on the operator panel are connec-
ted via the I/O assemblies of the connector interface.

Note: Order-specific functions are detailed in the “Locomotive wiring” diagram.


Functions are enabled depending on order requirements.

Signal Type Circuit Use


 Engine start Optocoupler input See page 27 (fig. 17) See chap. 4.1.2
 Lamp test Optocoupler input See page 27 (fig. 17) See chap. 4.1.8
 Alarm reset Optocoupler input See page 27 (fig. 17) See chap. 4.1.9

Output signals

Signal Type Circuit Use


 Warning FET output See page 27 (fig. 15) Signal lamp control,
“Coolant temperature too high” +24 VDC
 Alarm FET output See page 27 (fig. 15) Signal lamp control,
“Coolant temperature too high” +24 VDC
 Alarm FET output See page 27 (fig. 15) Signal lamp control,
“Coolant level too low” +24 VDC
 Yellow alarm FET output See page 27 (fig. 15) Signal lamp control,
(alarm is output in case of a +24 VDC
minor fault)
 Red alarm FET output See page 27 (fig. 15) Signal lamp control,
(alarm is output in case of a +24 VDC
major fault)
 Starting temperature reached FET output See page 27 (fig. 15) Signal lamp control,
+24 VDC
 Skid active FET output See page 27 (fig. 15) Signal lamp control,
+24 VDC
 Engine speed Analog output See page 28 (fig. 20) Display instrument con-
trol, 0 VDC … 10 VDC
corresponding to
0 rpm … 2500 rpm
 Lube oil pressure Analog output See page 28 (fig. 20) Display instrument con-
trol, 0 VDC … 10 VDC
corresponding to
0 bar … 10 bar
 Coolant temperature Analog output See page 28 (fig. 20) Display instrument con-
trol, 0 VDC … 10 VDC
corresponding to
0 °C … 150 °C
 Operating hours counter on Relay output See page 28 (fig. 19) Operating hours
counter control

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3.4 Interface between engine governor and connector interface

The engine governor communicates with the connector interface via the CAN bus

Signal Type Use


 CAN interface CAN See chap. 4.1.7

3.5 Circuits

FET output (type 1)


+24 VDC
referenced to 24 VDC
3.15 A
Fusible
cutout U  24 VDC
I  0.15 A

Fig. 15 : FET output

Optocoupler input
(referenced to governor ground)

ULow = 0 VDC … 2 VDC (I  5 mA)


UHigh = 8 VDC … 24 VDC (I  5 mA)

Fig. 16 : Optocoupler input

Optocoupler input (floating)

ULow = 0 VDC
UHigh = 8 VDC … 24 VDC (I = 4 mA)

Fig. 17 : Optocoupler input (floating)

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Analog input (referenced to governor


system ground)

IIN = 4 mA … 20 mA (Ri = 234 )


UIN = 0 VDC … 5 VDC (Ri  50 k)

Electrical isolation in external system


Fig. 18 : Analog input (railcar controller) necessary!

Relay output (floating)

U  24 VDC
3.15 A
I2A

Fusible cutout

Fig. 19 : Relay output (floating)

Analog output
(referenced to power supply)

UOUT = 0 VDC … 10 VDC,


UOUT
I  5 mA

Fig. 20 : Analog output

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4 Functions

4.1 General functions

4.1.1 Engine stop

The Engine stop is activated by switching off the +24 VDC at the appropriate optocoupler
input and the signal is stored until the engine has come to a standstill.

An engine stop can also be tripped by the safety system of ECS 183/1 (see chap. 2.2.2.2)

4.1.2 Engine start

The Engine start is activated by pressing the “Engine start” pushbutton.


A transistor output of the connector interface activates relay K03 when the pushbutton is
pressed. Relay K03 then switches start-repeat relay K04 which in turn switches on the
starter.

Start feeding is enabled when the engine reaches a defined speed within a specified time
whereupon relay K03 drops.

4.1.3 Forced engine idling

Forced engine idling is activated by switching off the +24 VDC at the appropriate opto-
coupler input. The engine speed is reduced to idling speed irrespective of the set value.
This type of set value has priority over all others.

This function is used to reduce the speed of the diesel engine to idling in case of a fault in
the drive system (e.g. converter, driving engines).

4.1.4 Coolant level

The Coolant level too low function is activated by switching off the +24 VDC at the appro-
priate optocoupler input.
The optocoupler is activated by an external level switch located in the expansion tank of
the cooling system.

The engine is shut down after a delay when the coolant level is too low.

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4.1.5 Set value assignment

Set value assignment depends on the governor operating mode.

All-speed governor

The speed of the engine serves as a set value for the all-speed governor (idling to nomi-
nal speed).

The value can be set by:


 Binary signals UP/DOWN
The engine speed can be adjusted between idling speed and nominal speed
(max. engine speed).
The set speed is increased or decreased according to the set speed ramps
(acceleration or deceleration ramps) when the optocoupler inputs for the binary
signals UP/DOWN are activated.
 Analog signal 4 mA … 20 mA
The engine speed can be adjusted between idling speed and nominal speed
(max. engine speed).
The set speed can be adjusted variably by this analog signal whereby 4 mA
corresponds to idling speed and 20 mA to nominal speed.
The change in speed owing to a sudden increase in the set speed is made by
the programmed set speed ramps (acceleration or deceleration ramps).
 Propulsion stages
A maximum of 16 propulsion stages can be set by four optocoupler inputs.
The assignment of the propulsion stages to the corresponding engine speeds is
programmable.
The change in engine speed from one stage to another is made via program-
mable set speed ramps (acceleration or deceleration ramps).

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Idling speed/top speed governor

Feeding establishes the set value for the idling speed/top speed governor. The signal is
normalized to 0 % to 100 %. 0 % corresponds to the control rack travel at idling speed and
100 % to the maximum admissible control rack travel.

The value can be set by:


 Binary signals UP/DOWN
The set value is increased or decreased according to the set value ramps
(acceleration or deceleration ramps) when the appropriate optocoupler inputs
for the binary signals UP/DOWN are activated.
 Analog signal 4 mA … 20 mA
The value can be set variably with this analog signal.
4 mA correspond to the normalized control rack travel of 0 % and 20 mA to the
normalized control rack travel of 100 %.
When the engine is actually in operation, the effective control rack travel is limi-
ted by idling feeding and feeding at nominal load. The engine-specific values
are detailed in the brake record.
Sudden set value changes are made by the programmed set value ramps
(acceleration or deceleration ramps).
 Propulsion stages
A maximum of 16 propulsion stages can be set by the four optocoupler inputs.
The assignment of the propulsion stages to the corresponding set values is
programmable.
The change in set value from one stage to another is made via programmable
set value ramps (acceleration or deceleration ramps).

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4.1.6 Braking speed

The Braking speed function is activated by applying +24 VDC to the appropriate opto-
coupler input.

The engine speed is increased to braking speed if the current set speed is below braking
speed.
The current set speed is maintained if it is above braking speed.

The braking speed and braking speed ramp values are programmable.

The function is used e.g.


 For diesel-electric drives
– To ensure that the minimum voltage supplied by the generator is available
to excite the driving engines in braking mode
– To ensure adequate cooling of the driving engines and braking resistors by
the fans driven by the diesel engine
 For diesel-hydraulic drives
– To increase the engine speed and the associated increase in engine
coolant flow to dissipate the heat generated in the retarder on braking. This
requires the oil heat exchanger of the retarder to be integrated in the engine
coolant circuit.

4.1.7 CAN interface

The CAN interface conforms with the ISO 11 898 standard. The CAN bus facilitates com-
munication between the engine governor and the connector interface.

Fault code display

MTU connector interface


CAN PIM

Signal lamps
ECS 183/1 Instruments
Pushbuttons

Fig. 21 : Connection of the MTU connector interface to the CAN interface

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4.1.8 Lamp test

The Lamp test function is activated by pressing the “Lamp test” pushbutton on the opera-
tor panel.

All signal lamps and display instruments connected to the connector interface are activa-
ted during the lamp test.

4.1.9 Alarm reset

The Alarm reset function is activated by pressing the “Alarm reset” pushbutton on the
operator panel.

The alarm memory in the connector interface is reset by an alarm reset.


However, only those alarms which no longer apply are cleared.

4.2 Additional functions for diesel-electric drive

4.2.1 Engine load signal

The Engine load signal is only used in all-speed governor mode. It is a control variable
output by the connector interface. The engine load signal is a DC voltage signal ranging
between 0 VDC and 10 VDC.

The control variable is defined as follows:


 Engine loading on the drive curve (U  5 VDC)
 Engine loading above the drive curve (1 VDC  U  5 VDC)
 Engine loading below the drive curve (5 VDC  U  9 VDC)
An engine load signal below 1 VDC is interpreted as an interruption and an engine load
signal above 9 VDC as an inadmissible value (e.g. sensor fault).

The drive curve represents the desired set loading (auxiliary power and traction power) of
the diesel engine. The drive curve is characterized by optimum consumption unless other-
wise specified by the customer.

The Engine load signal also takes account of dynamic engine response, e.g. speed
increase or decrease.

The Engine load signal may be used e.g. for generator regulation.
Generator regulation has the task of exciting the traction generator such that the Engine
load signal value is 5 VDC (the engine is then operating on the drive curve).

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Power

5 VDC

n/rpm
nIdle n1 nNom

Fig. 22 : Engine load signal referenced to the drive curve

4.2.2 Drive curve overshot

The Drive curve overshot signal is only used in all-speed governor mode. It is active when
the drive curve is overshot.

This signal can be used to control excitation of the traction generator in much the same
way as the engine load signal.

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4.3 Additional functions for diesel-hydraulic drives

4.3.1 Set value limitation

The Set value limitation function is activated by applying +24 VDC to the appropriate opto-
coupler input.
Engine speed and feeding are thus limited to a certain value (irrespective of the set
value). The set value limit is programmable.

This function is used e.g. to limit the dissipation of heat in the converter (hydrodynamic
reversing gear) which occurs during reversing.

4.3.2 Anti-skid protection (option)


The engine speed is reduced by an adjustable amount (∆n) as quickly as possible by the
anti-skid device by applying +24 VDC to the appropriate optocoupler input. This rapid
speed decrease does not depend on the current engine speed.
The rapid speed decrease is cancelled when the signal becomes inactive at the optocoup-
ler input after an adjustable delay (∆t). If the optocoupler input is still active when the delay
time (∆t) has expired, the engine speed is reduced via a ramp (with an adjustable
gradient) until the speed at the optocoupler input becomes inactive. The previously set
engine speed is subsequently approached once more using a (1–e–t) function (program-
mable).

Feeding is adjusted in the same way instead of engine speed in idling/top speed governor
mode.

n/rpm
(1–e–t)

∆n ∆n Speed reduction
∆t Delay time
∆t n
Gradient
n t
t
t

OKE

24 VDC

0 VDC t

Fig. 23 : Anti-skid protection

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Chapter 5

Technical data

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5 Technical data

5.1 Technical data of the engine governor

Housing Diecast aluminium


with screw-fitted cover and
flange plate for connectors
Dimensions (H x W x D) 260 mm x 195 mm x 92 mm
Mass 3.5 kg
Connectors 4 x screw connector, coded by contact
insert angle
X01 – 24-pole
X02 – 19-pole
X03 – 19-pole
X04 – 10-pole
Microprocessors Multiprocessor system (type 68332)
Operating voltage +24 VDC, +30 % … –20 %
for cold start: U  12 V for 3 s
Max. heterodyning 10 % nominal voltage, fAC < 100 Hz
(Heterodyning must not violate the
tolerated operating voltage range!)
Overvoltage 58 V/2 ms
700 V/1 µs (STANAG 1008)
Power consumption 6 A typ. incl. actuators
Max. 16 A for max. 100 ms
Protection (DIN 40 050) IP 55
Ambient temperature –40 oC … +70 oC
Storage temperature –40 oC … +85 oC
Rel. humidity < 95 %
Shock 50 g/11 ms (semi-sinusoidal)
Vibration  1 g, < 300 Hz
EMC EN 50 082, parts 1 and 2
Installation location Control cabinet
Installation position As desired

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5.2 Technical data of the connector interface

Dimensions (H x W x D) 75 mm x 140 mm x 90 mm
Number of terminals 64
Weight Approx. 0.6 kg (equipped)
Installation position As desired
Operating voltage 24 VDC, –50 % to +30 %
Residual ripple < 5 %, as per STANAG 1008
Power consumption Typ. 0.5 A
Max. 3.0 A
Microprocessor Single-chip processor (68HC11E1)
Connector cross-section Max. 2 x 1.5 mm2
(strand with sleeve as per DIN 64 228)
Protection IP 20 as per DIN 40 050
Shock 10 g, 11 ms
Vibrostability
Top-hat rail mounting 2 Hz … 12.8 Hz: Xpp = 2 mm
12.8 Hz … 100 Hz: a = ±1 g
Screw mounting 2 Hz … 25 Hz: Xpp = 3.22 mm
25 Hz … 100 Hz: a = ±4 g
Ambient temperature –30 °C … +70 °C
Storage temperature –35 °C … +85 °C
Rel. humidity 0 % … 97 %, non-condensing
Colour Blue (RAL 5015)
Material Fibre-glass reinforced polycarbonate

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5.3 Technical data of FIM 1

Dimensions (H x W x D) 60 mm x 70 mm x 90 mm
Weight 0.3 kg
Installation position As desired
Input voltage 12 VDC … 36 VDC
Output current  6 A at an ambient temperature up to 45 °C
 4 A at an ambient temperature up to 70 °C
Filter power consumption < 0.05 A (at 24 VDC)
Connector cross-section Max. 2 x 2.5 mm2 solid or
Max. 2 x 1.5 mm2
(strand with sleeve as per DIN 64 228)
Protection IP 20 as per DIN 40 050
Shock 10 g, 11 ms
Vibrostability
Top-hat rail mounting 2 Hz … 12.8 Hz: Xpp = 2 mm
12.8 Hz … 100 Hz: a = ±1 g
Screw mounting 2 Hz … 25 Hz: Xpp = 3.2 mm
25 Hz … 100 Hz: a = ±4 g
Ambient temperature –30 °C … +70 °C
Storage temperature –35 °C … +70 °C
Rel. humidity 0 % … 97 %, non-condensing
Colour Blue (RAL 5015)
Material Fibre-glass reinforced polycarbonate
Number of terminals 32
Reverse-battery protection Yes
Overcurrent protection Yes (self-restoring fuses)

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Technical data
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5.4 EMC specifications for the connector interface and the filter module

EMC protection as per EN 50 081-2 and EN 50 082-02


Electromagnetic radiation as per EN 55 022
Radiation Class A
Supply lines Class B
Electromagnetic fields as per ICE 1000-4-3
80 MHz … 1 GHz 10 V/m
Electrostatic discharge as per ICE 1000-4-2
Indirect 8 kV
Transient bursts as per ICE 1000-4-4
Supply lines 2 kV
Data line (shielded) 2 kV
Signal lines (unshielded) 1 kV
Signal lines (shielded or with ferrite) 2 kV
Transient pulses on supply lines as per ICE 1000-4-5
Symmetrical (2 ) 0.5 kV
Asymmetrical (12 ) 0.5 kV
Symmetrical (42 ) 1 kV
Asymmetrical (42 ) 2 kV
Compatibility of line-related interference as per ICE 1000-4-6
150 kHz … 80 MHz 10 V

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