DARDANOS EFI Controllers

Transcription

Heinzmann GmbH & Co. KG
Engine & Turbine Controls
Am Haselbach 1
D-79677 Schönau / Germany
Phone:
+49 7673 8208-0
Fax:
+49 7673 8208-188
[email protected]
E-mail:
www.heinzmann.com
V.A.T. No.:
DE145551926
HEINZMANN
Magnetic Valve Control
(MVC)
DARDANOS
Basic Information
for
Electronically Controlled Injection Systems
PPN – PNU – CR
Level 6
Copyright 2011 by Heinzmann GmbH & Co. KG. All rights reserved.
This publication may not be reproduced by any means whatsoever or passed on to any third parties.
5740
Manual MV 09 001-e / 06-11
The appropriate manuals must be thoroughly studied before installation, initial start-up and maintenance.
All instructions pertaining to the system and safety must be followed in
full. Non-observance of the instructions may lead to injury to persons
and/or material damage.
HEINZMANN shall not be held liable for any damage caused through
non-observance of instructions.
Independent tests and inspections are of particular importance for all
applications in which a malfunction could result in injury to persons or
material damage.
All examples and data, as well as all other information in this manual
are there solely for the purpose of instruction and they may not be used
for special application without the operator running independent tests
and inspections beforehand.
HEINZMANN does not guarantee, neither expressly nor tacitly, that
the examples, data or other information in this manual is free from error, complies with industrial standards or fulfils the requirements of
any special application.
To avoid any injury to persons and damage to systems, the following
monitoring and protective systems must be provided:
 Overspeed protection independent of the rpm controller
HEINZMANN shall not be held liable for any damage caused through
missing or insufficiently rated overspeed protection.
 thermal overload protection
The following must also be provided for alternator systems:
 Overcurrent protection
 Protection against faulty synchronisation for excessively-large frequency, voltage or phase difference
 Directional contactor
The reasons for overspeeding may be:
 Failure of positioning device, control unit or its auxiliary devices
 Linkage sluggishness and jamming
The following must be observed before an installation:
 Always disconnect the electrical mains supply before any interventions to the system.
 Only use cable screening and mains supply connections that correspond with the European Union EMC Directive
 Check the function of all installed protection and monitoring systems
Basic Information DARDANOS
Please observe the following for electronically controlled injection
(MVC):
 For common rail systems each injector line must be equipped with a
separate mechanical flow-rate limiter
 For unit pump (PLD) and pump-injector unit (PDE) systems, the
fuel enable is first made possible by the solenoid valve’s control
plunger motion. This means that in the event of the control plunger
sticking, the fuel supply to the injection valve is stopped.
As soon as the positioning device receives power, it can actuate the
controller output shaft automatically at any given time. The range of
the controller shaft or control linkage must therefore be secured against
unauthorised access.
HEINZMANN expressly rejects any implied guarantee pertaining to
any marketability or suitability for a special purpose, including in the
event that HEINZMANN was notified of such a special purpose or the
manual contains a reference to such a special purpose.
HEINZMANN shall not be held liable for any indirect and direct damage nor for any incidental and consequential damage that results from
application of any of the examples, data or miscellaneous information
as given in this manual.
HEINZMANN shall not provide any guarantee for the design and planning
of the overall technical system. This is a matter of the operator its planners
and its specialist engineers. They are also responsible for checking whether
the performances of our devices match the intended purpose. The operator is
also responsible for a correct initial start-up of the overall system.
Table of contents
Table of contents
Page
1 Safety instructions and related symbols..........................Fehler! Textmarke nicht definiert.
1.1 Basic safety measures for normal operation............Fehler! Textmarke nicht definiert.
1.2 Basic safety measures for servicing and maintenanceFehler! Textmarke nicht definiert.
1.3 Before putting an installation back in operation after maintenance and repairsFehler! Textmarke nicht def
2 General ................................................................................................................................... 4
2.1 General system description.............................................................................................. 4
2.2 Further information ......................................................................................................... 5
2.3 Control systems ............................................................................................................... 6
2.3.1 PPN System (Pump-Pipe-Nozzle) ........................................................................... 6
2.3.2 PNU System (Pump-Nozzle-Unit)........................................................................... 7
2.3.3 CR system (Common rail) ....................................................................................... 8
2.4 pecification of MVC 01 - 10/20 ...................................................................................... 9
2.4.1 General..................................................................................................................... 9
2.4.2 Inputs and Outputs ................................................................................................. 10
2.4.3 Communication...................................................................................................... 10
2.4.4 Functional Block Diagram of Inputs and Outputs ................................................. 11
2.4.5 Dimensional Drawing ............................................................................................ 12
2.5 Specification of control unit DARDANOS MVC03-8 ................................................. 13
2.5.1 General................................................................................................................... 13
2.5.2 Inputs and outputs.................................................................................................. 14
2.5.3 Communication...................................................................................................... 15
2.5.4 Functional block diagram of inputs and outputs.................................................... 16
2.5.5 Dimensional drawing............................................................................................. 17
2.6 Specification of control unit DARDANOS MVC04-6 ................................................. 18
2.6.1 General................................................................................................................... 18
2.6.2 Inputs and outputs.................................................................................................. 18
2.6.3 Board specification and pin assignment ................................................................ 20
2.6.4 Communication...................................................................................................... 21
2.6.5 Functional block diagram of inputs and outputs.................................................... 21
2.6.6 Dimensional drawing............................................................................................. 22
2.7 Terminal 15 ................................................................................................................... 23
2.8 Conventions................................................................................................................... 24
2.9 Parameter lists ............................................................................................................... 25
2.10 Level ............................................................................................................................ 27
Table of contents
3 Parameterization of HEINZMANN digital controls........................................................ 28
3.1 Possibilities of parameterization ................................................................................... 28
3.2 Saving Data ................................................................................................................... 29
3.3 DcDesk 2000 ................................................................................................................. 29
3.4 Injection parameters ...................................................................................................... 30
3.5 Parameter value ranges.................................................................................................. 30
3.6 Activation of functions .................................................................................................. 31
3.7 Parameterization characteristics .................................................................................... 32
3.8 Parameterization of maps .............................................................................................. 32
3.9 Examples of parameterization ....................................................................................... 33
3.10 Reset of control unit .................................................................................................... 34
4 Starting the engine .............................................................................................................. 35
5 Starting quantity limitation................................................................................................ 38
5.1 Fixed starting quantity limitation .................................................................................. 39
5.2 Variable starting quantity limitation.............................................................................. 40
5.3 Temperature dependent starting quantity limitation ..................................................... 42
5.4 Starting sequence with starting speed ramp .................................................................. 44
6 Speed sensing ....................................................................................................................... 46
6.1 Speed values .................................................................................................................. 46
6.2 Speed sensing ................................................................................................................ 47
6.3 Speed pickup monitoring............................................................................................... 47
6.3.1 Monitoring mode of pickups during engine start .................................................. 48
6.3.2 Failure monitoring of pickups when engine is running ......................................... 49
6.3.3 Failure monitoring of camshaft index adjuster during engine start....................... 49
6.3.4 Failure monitoring of camshaft index adjuster when engine is running ............... 49
6.3.5 Monitoring of mounting direction ......................................................................... 49
6.3.6 Monitoring of excessive frequency ....................................................................... 50
6.4 Overspeed monitoring ................................................................................................... 50
6.5 Speed switching points .................................................................................................. 50
7 Determination of speed setpoints ....................................................................................... 52
7.1 Application-specific determination of speed setpoints ................................................. 53
7.1.1 General application................................................................................................ 53
7.1.2 Vehicle operation................................................................................................... 57
7.1.3 Locomotive operation ............................................................................................ 59
7.1.3.1 Digital notch switches.................................................................................... 60
7.1.3.2 Digital potentiometer ..................................................................................... 60
7.1.4 Generator operation ............................................................................................... 62
7.1.5 Marine application ................................................................................................. 64
7.1.5.1 Digital potentiometer ..................................................................................... 66
7.1.5.2 Temperature dependent idle speed................................................................. 67
Table of contents
7.2 Speed ramp .................................................................................................................... 68
7.2.1 Fixed speed ramp ................................................................................................... 68
7.2.2 Sectional speed ramp ............................................................................................. 69
7.3 Droop............................................................................................................................. 71
8 Optimizing control circuit stability ................................................................................... 74
8.1 Adjustment of PID parameters ...................................................................................... 74
8.2 PID map......................................................................................................................... 75
8.2.1 Speed dependent correction of PID parameters..................................................... 76
8.2.2 Injection Quantity Dependent Correction of PID Parameters ............................... 77
8.2.3 Stability Map ......................................................................................................... 78
8.3 Temperature dependent correction of stability.............................................................. 79
8.4 Correction of PID Parameters for Static Operation....................................................... 80
8.5 Load jump regulation in generator systems (DT1 factor) ............................................. 81
8.6 Load shedding in generator systems.............................................................................. 83
9 Limiting functions ............................................................................................................... 84
9.1 Speed dependent injection quantity limitation .............................................................. 85
9.2 Reduction of speed dependent injection quantity limitation ......................................... 87
9.2.1 Coolant temperature dependent reduction ............................................................. 88
9.2.2 Charge air dependent reduction ............................................................................. 89
9.2.3 Fuel temperature dependent reduction................................................................... 89
9.2.4 Ambient pressure dependent reduction ................................................................. 89
9.3 Boost pressure dependent fuel limitation ...................................................................... 90
9.4 Forced limitation ........................................................................................................... 91
9.4.1 Fixed limit.............................................................................................................. 91
9.4.2 Variable limit ......................................................................................................... 92
10 Warning and emergency shutdown functions ................................................................ 93
10.1 General monitoring of sensor values........................................................................... 94
10.2 Oil temperature monitoring ......................................................................................... 95
10.3 Coolant temperature monitoring.................................................................................. 97
10.4 Charge air temperature monitoring ............................................................................. 97
10.5 Exhaust gas temperature monitoring ........................................................................... 98
10.6 Fuel temperature monitoring ....................................................................................... 99
10.7 Rail pressure monitoring ............................................................................................. 99
10.8 Turbocharger oil temperature monitoring ................................................................. 100
10.9 Fuel pressure monitoring........................................................................................... 101
10.10 Oil level monitoring ................................................................................................ 102
10.11 Transmission oil pressure monitoring ..................................................................... 103
10.12 Speed dependent oil pressure monitoring................................................................ 103
10.13 Speed dependent coolant pressure monitoring ........................................................ 105
10.14 Forced idle speed..................................................................................................... 107
Table of contents
11 Vehicle operation............................................................................................................. 108
11.1 Idle/maximum speed governor .................................................................................. 108
11.1.1 Fuel setpoint....................................................................................................... 109
11.1.2 Speed map.......................................................................................................... 109
11.1.3 Controlling idle and maximum speeds .............................................................. 109
11.1.4 On-load idle speed ............................................................................................. 111
11.1.5 Fuel Ramp.......................................................................................................... 111
12 Locomotive application................................................................................................... 112
12.1 Speed notches ............................................................................................................ 112
12.2 Generator excitation .................................................................................................. 115
12.2.1 Excitation control............................................................................................... 115
12.2.1.1 Fuel quantity offset .................................................................................... 116
12.2.1.2 Excitation ramp .......................................................................................... 117
12.2.1.3 Determination of excitation characteristics ............................................... 117
12.2.2 Excitation governing.......................................................................................... 119
12.2.2.1 Fuel quantity offset .................................................................................... 120
12.2.2.2 Ramps for fuel quantity setpoint................................................................ 120
12.2.2.3 Adjustment of PID parameters................................................................... 120
12.2.2.4 Determination of excitation characteristic ................................................. 121
12.2.3 Power limitation................................................................................................. 121
12.2.3.1 Externally activated power limitation ........................................................ 122
12.2.3.2 Temperature dependent power reduction................................................... 123
12.2.3.3 Boost pressure dependent power limitation ............................................... 123
12.2.3.4 Speed-dependent power limitation............................................................. 124
12.3 Low idle speed........................................................................................................... 124
12.4 Slide protection.......................................................................................................... 124
12.4.1 Reduction of excitation by digital slide signal .................................................. 125
12.4.2 Reduction of excitation by analogue slide signal .............................................. 126
12.4.3 Speed reduction by digital slide signal .............................................................. 126
12.4.4 Speed reduction by analogue slide signal.......................................................... 127
13 Generator operation........................................................................................................ 129
13.1 Synchronization......................................................................................................... 129
13.1.1 Digital synchronization...................................................................................... 130
13.1.2 Synchronization using the HEINZMANN synchronization unit SyG 02 ......... 131
13.2 Load control............................................................................................................... 132
13.2.1 Load control using the HEINZMANN load control unit LMG 10.................... 133
13.2.2 Load control by preset value.............................................................................. 134
13.2.2.1 Analogue setpoint adjustment.................................................................... 135
13.2.2.2 Digital setpoint adjustment ........................................................................ 136
13.2.3 Integrated power governor................................................................................. 137
13.2.3.1 Reduced power caused by knocking.......................................................... 138
Table of contents
13.3 Digital generator management THESEUS................................................................ 139
13.4 Automatic or manual operation ................................................................................. 140
14 Marine application .......................................................................................................... 142
14.1 Master-slave operation .............................................................................................. 142
15 Additional functions........................................................................................................ 145
15.1 Fuel temperature compensation................................................................................. 145
15.2 Engine data ................................................................................................................ 145
15.2.1 Fuel consumption............................................................................................... 145
15.2.2 Engine start counter ........................................................................................... 145
15.2.3 Engine operating hours counter ......................................................................... 146
15.3 Start request ............................................................................................................... 146
15.4 Alternator monitoring................................................................................................ 147
15.5 Cylinder equalization by means of exhaust gas temperature .................................... 147
16 Measuring methods for determining crankshaft angle ............................................... 148
16.1 Measuring accuracy and design of the pickup wheel................................................ 148
16.2 Measuring methods ................................................................................................... 149
16.3 Synchronization Gap ................................................................................................. 153
16.4 Synchronization by tooth gap.................................................................................... 153
16.5 Failure of camshaft index sensor............................................................................... 154
16.6 Verification of sensor positions................................................................................. 155
16.7 Verification of preferred sensor direction ................................................................. 155
17 Control of the magnetic valves....................................................................................... 156
17.1 Configuration of ignition sequence ........................................................................... 156
17.2 Actuation of control magnets .................................................................................... 157
17.3 BIP detection and measurement of fly time .............................................................. 159
17.4 Measurement of rise time .......................................................................................... 161
17.4.1 Checking actuation by click test ........................................................................ 161
17.4.2 Single cylinder skipping .................................................................................... 162
17.5 Detection of control valve errors............................................................................... 163
18 Injection control of cam driven systems........................................................................ 167
18.1 Delivery begin ........................................................................................................... 167
18.1.1 Delivery begin map for engine start .................................................................. 170
18.1.2 Correction of delivery begin .............................................................................. 170
18.1.2.1 Absolute maximum values for delivery begin correction.......................... 171
18.1.2.2 Delivery begin correction by means of coolant temperature ..................... 171
18.1.2.3 Delivery begin correction by means of charge air temperature ................. 173
18.1.2.4 Delivery begin correction by means of fuel temperature........................... 173
18.1.2.5 Delivery begin correction by means of ambient pressure.......................... 173
18.1.3 Correction of delivery begin for single cylinders .............................................. 173
Table of contents
18.2 Delivery period.......................................................................................................... 176
18.2.1 Default characteristic for delivery period .......................................................... 180
18.2.2 Correction of delivery period for single cylinders............................................. 181
19 Injection control of common rail systems ..................................................................... 184
19.1 Delivery begin ........................................................................................................... 184
19.1.1 Delivery begin map for engine start .................................................................. 187
19.1.2 Correction of delivery begin .............................................................................. 188
19.1.2.1 Absolute maximum values for delivery begin correction.......................... 188
19.1.2.2 Delivery begin correction by means of coolant temperature ..................... 190
19.1.2.3 Delivery begin correction by means of charge air temperature ................. 190
19.1.2.4 Delivery begin correction by means of fuel temperature........................... 190
19.1.2.5 Delivery begin correction by means of ambient pressure.......................... 190
19.1.3 Correction of delivery begin for single cylinders .............................................. 191
19.2 Delivery period.......................................................................................................... 194
19.2.1 Default characteristic for delivery period .......................................................... 197
19.2.2 Correction of delivery period for single cylinders............................................. 198
19.3 Pre-injection .............................................................................................................. 200
19.3.1 Delivery begin values of pre-injection .............................................................. 204
19.3.2 Delivery time of pre-injection ........................................................................... 206
19.4 Pre-pre-injection ........................................................................................................ 207
19.4.1 Delivery begin values of pre-pre-injection ........................................................ 210
19.4.2 Delivery time of pre-pre-injection ..................................................................... 212
19.5 Post-injection............................................................................................................. 214
19.5.1 Delivery begin of post-injection ........................................................................ 217
19.5.2 Delivery duration of post-injection.................................................................... 219
19.6 Post-post-injection..................................................................................................... 221
19.6.1 Delivery begin of post-post-injection ................................................................ 223
19.6.2 Delivery duration of post-post-injection............................................................ 226
20 Rail pressure control with common rail systems ......................................................... 229
20.1 Configuration of rail and rail pressure sensors.......................................................... 230
20.1.1 One rail, one high-pressure pump, one high-pressure sensor............................ 230
20.1.2 One rail, one high-pressure pump, two high-pressure sensors .......................... 230
20.1.3 One rail, two high-pressure pumps, one high-pressure sensor .......................... 231
20.1.4 One rail, two high-pressure pumps, two high-pressure sensors ........................ 231
20.1.5 Two rails, two high-pressure pumps, two high-pressure sensors ...................... 231
20.2 Determination of rail pressure setpoint ..................................................................... 232
20.3 Correction of rail pressure setpoint ........................................................................... 234
20.3.1 Rail pressure setpoint correction by means of coolant temperature .................. 235
20.3.2 Rail pressure setpoint correction by means or charge air temperature.............. 235
20.3.3 Rail pressure setpoint correction by means of fuel temperature........................ 235
20.3.4 Rail pressure setpoint correction by means of ambient pressure....................... 237
Table of contents
20.4 Rail pressure control by means of interphase transformer high-pressure pump ....... 237
20.4.1 Current regulation for pressure control valve high-pressure pumps ................. 238
20.4.2 Engine start ........................................................................................................ 239
20.4.3 Error recognition for pressure control valve high-pressure pumps ................... 240
20.5 Rail pressure control by means of high-pressure injection ....................................... 242
20.5.1 Engine start ........................................................................................................ 244
20.5.2 Actuation of the control magnets of high-pressure injectors............................. 244
20.5.3 Detection of errors in control magnets for high-pressure injectors ................... 245
21 Sensors.............................................................................................................................. 247
21.1 Sensor overview ........................................................................................................ 247
21.2 Derived sensors ......................................................................................................... 248
21.2.1 Relative boost pressure ...................................................................................... 248
21.2.2 Altitude over mean sea level.............................................................................. 249
21.3 Configuration of sensors............................................................................................ 249
21.4 Assigning inputs to sensors and setpoint adjusters ................................................... 250
21.5 Measuring ranges of sensors ..................................................................................... 251
21.6 Modifying reactions to sensor errors......................................................................... 252
22 Switching functions ......................................................................................................... 255
22.1 Complete overview of all switching functions.......................................................... 255
22.1.1 Engine stop ........................................................................................................ 257
22.2 Assignment of digital inputs...................................................................................... 258
22.2.1 HZM-CAN periphery module ........................................................................... 259
22.3 Assignment of communication modules ................................................................... 259
22.4 Value of a switching function.................................................................................... 260
23 Inputs and outputs .......................................................................................................... 262
23.1 Configuration of the channels for selectable inputs and outputs............................... 262
23.2 DARDANOS MVC01-20.......................................................................................... 262
23.2.1 Digital Inputs ..................................................................................................... 262
23.2.2 Analogue Inputs................................................................................................. 263
23.2.2.1 Units of the Analogue Inputs ..................................................................... 263
23.2.2.2 Calibration of the Analogue Inputs............................................................ 264
23.2.2.3 Filtering of Analogue Inputs ...................................................................... 266
23.2.2.4 Error Detection for Analogue Inputs ......................................................... 267
23.2.2.5 Overview of the Parameters Associated with Analogue Inputs................. 268
23.2.3 PWM Input ........................................................................................................ 269
23.2.3.1 Error Detection at the PWM Input............................................................. 270
23.2.4 Digital Outputs................................................................................................... 271
23.2.5 PWM Outputs .................................................................................................... 272
23.2.5.1 Assignment of Output Parameters to PWM Outputs ................................. 272
23.2.5.2 Value Range of Output Parameters............................................................ 273
Table of contents
23.2.5.3 Value Range of PWM Outputs .................................................................. 274
23.2.6 Analogue Outputs .............................................................................................. 275
23.2.6.1 Assignment of Output Parameters to Analogue Outputs ........................... 275
23.2.6.2 Value Range of Output Parameters............................................................ 276
23.2.6.3 Value Range of Analogue Outputs ............................................................ 277
23.3 DARDANOS MVC03-8............................................................................................ 278
23.3.1 Digital inputs ..................................................................................................... 278
23.3.2 Analogue inputs ................................................................................................. 279
23.3.3 PWM inputs ....................................................................................................... 280
23.3.4 Digital and PWM outputs .................................................................................. 280
23.3.5 Frequency output ............................................................................................... 282
23.3.5.1 Error monitoring at frequency output ........................................................ 282
23.4 DARDANOS MVC04-6............................................................................................ 283
23.4.1 Digital inputs ..................................................................................................... 283
23.4.2 Analogue inputs ................................................................................................. 284
23.4.3 Digital and PWM outputs .................................................................................. 285
24 Parameterizing the control’s inputs and outputs ......................................................... 288
24.1 Digital inputs ............................................................................................................. 288
24.2 Analogue inputs......................................................................................................... 288
24.2.1 Calibration of analogue inputs........................................................................... 288
24.2.2 Linearization of temperature inputs................................................................... 288
24.2.3 Filtering of analogue inputs ............................................................................... 291
24.2.4 Error detection for analogue inputs ................................................................... 291
24.2.5 Overview of the parameters associated with analogue inputs ........................... 294
24.3 PWM inputs............................................................................................................... 294
24.3.1 Error detection at PWM inputs .......................................................................... 295
24.4 PWM outputs............................................................................................................. 295
24.4.1 PWM output frequency...................................................................................... 296
24.4.2 Assignment of output parameters to PWM outputs........................................... 296
24.4.3 Value Range of output parameters..................................................................... 297
24.4.4 Value range of PWM outputs ............................................................................ 298
24.4.5 Error monitoring of PWM outputs..................................................................... 298
24.5 Digital outputs ........................................................................................................... 301
24.5.1 Simple allocation ............................................................................................... 301
24.5.2 Multiple allocation............................................................................................. 302
24.5.2.1 Logical operators........................................................................................ 302
24.5.2.2 Blinking signals.......................................................................................... 303
24.5.2.3 Blinking and continuous light .................................................................... 303
24.5.3 Error monitoring of digital outputs.................................................................... 304
Table of contents
25 Pin assignment ................................................................................................................. 306
25.1 Pin assignment for MVC01-20.................................................................................. 306
25.2 Pin assignment for MVC03-8.................................................................................... 312
25.3 Pin assignment for MVC04-6.................................................................................... 316
26 Bus protocols.................................................................................................................... 320
26.1 CAN protocol HZM-CAN......................................................................................... 320
26.1.1 Configuration of the HEINZMANN CAN Bus ................................................. 321
26.1.2 Monitoring the CAN communication ................................................................ 322
26.1.3 Generator control THESEUS............................................................................. 325
26.1.4 Periphery module............................................................................................... 325
26.1.4.1 Command transmission.............................................................................. 325
26.1.4.2 Actuator...................................................................................................... 326
26.1.4.3 Sensors ....................................................................................................... 326
26.1.4.4 Digital inputs.............................................................................................. 326
26.1.4.5 Digital outputs............................................................................................ 326
26.1.4.6 Analogue outputs ....................................................................................... 327
26.1.4.7 PWM outputs ............................................................................................. 327
26.1.5 Customer module............................................................................................... 328
26.2 CAN protocol CANopen ........................................................................................... 328
26.3 CAN protocol DeviceNet .......................................................................................... 328
26.4 CAN protocol SAE J1939 ......................................................................................... 329
27 Data management............................................................................................................ 330
27.1 Serial number of control unit..................................................................................... 330
27.2 Identification of control............................................................................................. 330
27.3 Identification number of PC-programme / handheld programmer............................ 330
28 Error Handling................................................................................................................ 331
28.1 General ...................................................................................................................... 331
28.2 Seven Segment Display............................................................................................. 333
28.3 Configuration errors .................................................................................................. 335
28.4 Error memories .......................................................................................................... 337
28.5 Error parameter list.................................................................................................... 338
28.5.1 Speed sensors..................................................................................................... 340
28.5.2 Camshaft index sensor ....................................................................................... 341
28.5.3 Overspeed .......................................................................................................... 342
28.5.4 Setpoint adjusters and sensors ........................................................................... 343
28.5.5 Injection ............................................................................................................. 345
28.5.6 Synchronization ................................................................................................. 346
28.5.7 Injector supply voltage ...................................................................................... 348
28.5.8 Integrated power governor................................................................................. 348
28.5.9 Injectors ............................................................................................................. 349
Table of contents
28.5.10 CAN bus .......................................................................................................... 350
28.5.11 CAN communication ....................................................................................... 351
28.5.12 Internal temperature measurement................................................................... 352
28.5.13 Supply voltage ................................................................................................. 352
28.5.14 Data memory.................................................................................................... 354
28.5.15 Engine-specific errors...................................................................................... 355
28.5.16 Configuration ................................................................................................... 355
28.5.17 Internal computing error .................................................................................. 356
28.5.18 Digital and PWM outputs ................................................................................ 357
28.5.19 Common rail high-pressure pumps outputs ..................................................... 359
28.5.20 Frequency output ............................................................................................. 360
28.6 Bootloader ................................................................................................................. 361
28.6.1 Bootloader start tests.......................................................................................... 361
28.6.2 Bootloader status indication at DARDANOS MVC03-8 und MVC04-6 ......... 362
28.6.3 Bootloader status indication at DARDANOS MVC01-20 ................................ 363
28.6.4 Bootloader Communication at DARDANOS MVC01-20 ................................ 364
28.6.5 Bootloader communication with DcDesk 2000................................................. 365
29 Parameter description .................................................................................................... 369
29.1 Synoptical table ......................................................................................................... 369
29.2 List 1: Parameters ...................................................................................................... 372
29.3 List 2: Measuring values ........................................................................................... 419
30.1 List 3: Functions ........................................................................................................ 459
30.2 List 4: Characteristics and maps................................................................................ 493
31 Index ................................................................................................................................. 510
1 Safety Instructions and Related Symbols
This publication offers wherever necessary practical safety instructions to indicate inevitable
residual risks when operating the engine. These residual risks imply dangers to
- Personnel
- Product and machine
- The environment
The primary aim of the safety instructions is to prevent personal injury!
The signal words used in this publication are specifically designed to direct your attention to possible damage extent!
DANGER indicates a hazardous situation the consequence of which could
be fatal or severe injuries if it is not prevented.
WARNING indicates a hazardous situation which could lead to fatal injury or severe injuries if it is not prevented.
CAUTION indicates a hazardous situation which could lead to minor injuries if it is not prevented.
NOTICE indicates possible material damage.
Safety instructions are not only denoted by a signal word but also by hazard warning triangles. Hazard warning triangles can contain different
symbols to illustrate the danger. However, the symbol used is no substitute
for the actual text of the safety instructions. The text must therefore always be read in full!
This symbol does not refer to any safety instructions but offers important
notes for better understanding the functions that are being discussed.
They should by all means be observed and practiced.
1
1.1 Basic Safety Measures for Normal Operation

The installation may be operated only by authorized persons who have been duly
trained and who are fully acquainted with the operating instructions so that they are
capable of working in accordance with them.

Before turning the installation on please verify and make sure that
- only authorized persons are present within the working range of the engine;
- nobody will be in danger of suffering injuries by starting the engine.

Before starting the engine always check the installation for visible damages and make
sure it is not put into operation unless it is in perfect condition. On detecting any faults
please inform your superior immediately!

Before starting the engine remove any unnecessary material and/or objects from the
working range of the installation/engine.

Before starting the engine check and make sure that all safety devices are working properly!
1.2 Basic Safety Measures for Servicing and Maintenance
2

Before performing any maintenance or repair work make sure the working area of the
engine has been closed to unauthorized persons. Put on a sign warning that maintenance or repair work is being done.

Before performing any maintenance or repair work switch off the master switch of the
power supply and secure it by a padlock! The key must be kept by the person performing the maintenance and repair works.

Before performing any maintenance and repair work make sure that all parts of engine
to be touched have cooled down to ambient temperature and are dead!

Refasten loose connections!

Replace at once any damaged lines and/or cables!

Keep the cabinet always closed. Access should be permitted only to authorized persons having a key or tools.

Never use a water hose to clean cabinets or other casings of electric equipment!
1.3 Before Putting an Installation into Service after Maintenance and Repair
Works

Check on all slackened screw connections to have been tightened again!

Make sure the control linkage has been reattached and all cables have been reconnected.
Make sure all safety devices of the installation are in perfect order and are working properly!
3
2 General
2 General
2.1 General system description
The HEINZMANN digital controls of the DARDANOS series are designed as universal
speed controls for diesel engines with electronically controlled injection systems. In addition to their basic purpose of controlling speed, these controls are capable of performing a
multitude of other tasks and functions.
The types of applicable injection systems are: Pump-Nozzle-Unit (PNU), Pump-PipeNozzle (PPN) and Common Rail (CR) using commercially available magnetic valves (solenoid valves).
The version DARDANOS MVC01-20 is capable of controlling engines with max. 20 cylinders, while DARDANOS MVC03-8 is conceived for engines with max. 8 cylinders and
DARDANOS MVC04-6 for engines with max. 6 cylinders.
For common rail applications, the control of a cylinder can be subdivided in up to 5 injections, in chronological order

pre-pre-injection,

pre-injection,

main injection,

post-injection and

post-post-injection.
The control system consists of the control unit, the control solenoids, the sensors and the
connection cables.
The control unit contains the control electronics. At the core of the control unit is a very
fast and powerful 32 bit microprocessor. The controller programme with which the microprocessor operates is permanently stored in a FLASH-EPROM.
Actual engine speed as well as crankshaft and camshaft positions are sensed by up to three
magnetic speed pickups on the gear rims of the crankshaft and of the camshaft. To determine the exact positions of the crankshaft and of the individual cylinders, various sensing
methods are provided using different locations of the angle sensors.
Engine speed is set by one or more setpoint adjusters. These setpoints may be analogue or
digital and can be preset directly or via CAN bus. Further digital inputs permit to switch on
functions or to change over to other functions.
Various sensors are provided to transmit to the control any data needed to adjust the engine's operating state. As an example, it is possible to have several temperature and pressure signals transmitted from the engine.
4
2 General
Fuel quantity and injection begin are being controlled by activating and de-activating the
control solenoids of the injection pumps or nozzles. The control solenoids can be supplied
by HEINZMANN or by the manufacturers of the injection systems.
The control unit generates analogue and digital signals which are used to indicate the engine's operating states but can also serve other purposes and functions. Communication
with other units is established via a serial interface and CAN bus protocols.
Through a second CAN interface the system communicates with other control systems as
well as with diagnostics and monitoring systems. The combination of electronic regulation,
governing and monitoring provided by the above components permits to create an engine
management system which allows further optimization of the system as a whole.
2.2 Further information
This publication contains but a brief presentation of the different injection systems and a
basic description of the individual adjustment parameters and characteristics. Error handling will be discussed in detail.
Besides that detailed descriptions of the functionality of speed control in general, the specifications and connections of the control electronics, sensors, setpoint adjusters and control
solenoids are given.
A description of the functioning mode of the communication programme DcDesk 2000 is
available in the manual
Programming HEINZMANN Digital Controls, manual No. DG 95 110-e
and in the online help of the programme.
The electronically controlled injection system is shipped tailored to customer requirements
and has been configured at the factory as far as possible. To properly execute an order
therefore it is absolutely necessary that the customer completes and returns to
HEINZMANN the form
Ordering Information for Electronically Controlled Injection SystemsDARDANOS.
5
2 General
2.3 Control systems
The HEINZMANN system DARDANOS is capable of controlling injection systems of
various types, such as Pump-Pipe-Nozzle (PPN), Pump-Nozzle-Unit (PNU) and Common
Rail (CR) equipped with commercially available magnetic valves.
For common rail systems, the design provides additional control of one or two highpressure pumps for regulating injection pressure.
Depending on the configuration of the control unit, it is possible to use solenoids that are
driven either by 24, 48, 58 or 90 V. The control unit DARDANOS MVC01-20 allows to
drive a maximum of 20 solenoids, DARDANOS MVC03-8 a maximum of 8 and DARDANOS MVC04-6 a maximum of 6 solenoids. Each divided into two banks holding half
the solenoids each. During operation, the solenoids of one bank may be selected only one
after another, i.e., selection is not allowed to overlap. There will, however, be no problem
in simultaneously selecting one valve of bank A and of another of bank B.
The grouping of solenoids in two banks makes it possible to keep up emergency operation
with half the number of solenoids / cylinders in case of failure of one bank.
2.3.1 PPN System (Pump-Pipe-Nozzle)
Nozzle
Pipe
Solenoid
Pump
Figure 1: PPN system
In contrast to conventional Diesel injection systems using individual pumps, in the PPN
system fuel quantity control through control rack and helical slot has been replaced by a
control solenoid determining delivery begin and delivery end. When energized, the control solenoid closes a waste valve and opens it again when de-energized, thus determining the quantity of fuel injected. The operational principle is illustrated by the following
diagram.
6
2 General
Injection pipe
Injection nozzle
Throttle
Fuel filter
Injection pump
Fuel pump
Camshaft
Fuel tank
Figure 2: Operating principle of PPN system
2.3.2 PNU System (Pump-Nozzle-Unit)
In the PNU system, pump and nozzle have been combined into a single unit. The pump
is driven by an overhead camshaft and valve lifters or, as shown in the below figure, by
additional rockers and push rods. It operates in practically the same way as the PPN systems.
Solenoid
Pump- NozzleUnit
Figure 3: PNU system
7
2 General
2.3.3 CR system (Common rail)
In the CR system, fuel is fed into an accumulator (pressure tank) by a high-pressure
pump. The fuel manifold (common rail) and the fuel pipes to the injection nozzles (injectors) serve as an accumulator. The injectors are equipped with solenoid valves enabling injection when energized.
The high-pressure pump is governed by the control unit with the pressure being set independently of engine speed and engine load.
The great advantage of the common rail system is that it allows injection pressure to be
freely chosen and constantly available regardless of the cam position. Due to this, the
system is ideally predestined for pre-injection and post-injection and will allow to adjust the engine's operating performance to any given conditions.
Pressure Sensor
Fuel Rail (Common Rail)
Pressure Relief
Valve
Injectors
Filter and Feed Pump
High-Pressure Pump
Figure 4: Common rail system
8
2 General
2.4 pecification of MVC 01 - 10/20
2.4.1 General
Rated voltage
24 V DC
Minimum voltage
18 V DC
Maximum voltage
32 V DC
Output voltage for solenoids
24 V DC
or optionally
48 V DC or 90 V DC
Current consumption
maximum 0.5 A / cylinder
Storage temperature
-55 °C to +105 °C
Ambient temperature
-40 °C to +80 °C
Air humidity
up to 98 % at 55 °C, condensing
Contamination
resistant against substances usually
present in engine environment
Vibration
2 mm maximum at 10 to 20 Hz,
0,24 m/s maximum at 21 to 64 Hz
9 g maximum at 64 to 2000 Hz
Shock
30 g, 11 ms- half sine
Protection grade
IP 65
Isolation resistance
> 1 MOhm at 48 V DC
Weight
ca. 8,5 kg
CE
EN 61000-6-2, EN 61000-6-4
9
2 General
2.4.2 Inputs and Outputs
All inputs and outputs are reverse polarity protected and short-circuit-proof against battery plus and minus.
3 Speed inputs
for Hall sensors with
fi = 25 ... 8000 Hz,
Uref = 12 V AC, Iref = 40 mA
1 Frequency input
for inductive sensors with
fi = 25..8000 Hz
5 Temperature inputs
various types PTC or NTC possible
Standard : Pt1000
Ui = 0..5 V, Ri = 1 k
4 Analogue inputs
Voltage inputs:
Ui = 0..5 V, Ri = 47.5 k,
Uref = 5 V ± 35 mV, Iref < 15 mA
Current inputs:
Ii = 0..25 mA, Ri = 200 ,
Uref = Ubat, Iref < 30 mA
11 Digital inputs, pull down
U0 < 2 V, U1 > 6,5 V, Rpu = 5 k
2 Analogue outputs
Voltage output:
Ui = 0 ... 5 V, Imax < 20 mA
Current output:
I = 0 ... 37 mA
6 Digital outputs
high-side switching:
Isource < 3 A
20 Control magnet drivers
Ihold max. < 6 A, Iboost max. < 25 A,
24 V DC, 48 V DC or 90 V DC,
current controlled
2.4.3 Communication
10
1 Serial communication
ISO 9141
2 CAN-communications
ISO/DIS 11898, standard/extended
identifier, Baud rate up to 1 MBit/s
2 General
2.4.4 Functional Block Diagram of Inputs and Outputs
MVC 01-10/20
Plant
24 V DC Supply
+
_
Engine
DC
DC
Speed pickup 1,2
Pickup camshaft index
Digital inputs 1..9
Analogue inputs 2..4
(Voltage/Current)
Frequency input
(available also on engine side)
Analogue input 1
(Voltage/Current)
Digital outputs 1,2
Reset
activated
Digital outputs 3,4
Reset
activated
Analogue outputs 1,2
Microcontroller Motorola 68332
Temperature inputs 1..5
PWM outputs 1,2
Digital outputs 5,6
Reset
deactivates
Digital inputs 10,11
Solenoid valves 1...20
Reset
deactivates
Reset
Flash
EPROM
Programme/
Parameters
5VMonitoring
Watchdog
Dialogue/Diagnosis
ISO9141
RAM
System Communications
Variables
System
2 x CAN
Fig. 1: Functional Block Diagram of Inputs and Outputs for DARDANOS MVC01-20
11
2 General
2.4.5 Dimensional Drawing
Fig. 2: Dimensional Drawing of Control Unit MVC01-20
12
2 General
2.5 Specification of control unit DARDANOS MVC03-8
2.5.1 General
Rated voltage
24 V DC
Min. voltage
12 V DC
Max. voltage
32 V DC
48 V DC
or optionally 58 V DC
Current consumption
max. 1.5 A / cylinder
Storage temperature
-55°C to +120°C
Ambient temperature
-40°C to +80°C
-40°C to +120°C with intercooler
Air humidity
up to 95% at 55°C
Contamination
Vibration
0.24 m/s maximum at 24 to 64 Hz
Shock
Protection grade
IP 69K (with counter plug)
> 1 MOhm at 48 V DC
Weight
approx. 10 kg
EMI
EMI directives:
89/336/EEC, 95/54/EEC
Construction machines
EN13309
Earth moving machinery
ISO13766
Road vehicles,
resistance to electrical
disturbances:
ISO 11452-2, -5
Road vehicles, impulses:
ISO 7637-2, ISO 7637-3
EC:
EN 61000-6-2, EN 61000-6-4
13
2 General
2.5.2 Inputs and outputs
3 speed inputs
fi = 25..8000 Hz,
Uref = 12 V, Iref = 40 mA
2 frequency inputs
for inductive sensors with
fi = 10..10000 Hz
4 temperature inputs
PT1000/NTC Ui = 0..5V, Ri = 1,2 k
1 temperature input
NTC Ui = 0..5 V, Ri = 22,1 k
11 analogue inputs
1 voltage input
Ui = 0.. 36 V, Ri = 72 k
1 voltage / current input
Ii = 0..25 mA fg = 15 Hz, Ri = 200 
or Ui = 0..5 V, Ri = 100 k
1 current input
Ii = 0..25 mA fg = 15 Hz, Ri = 200 ,
Uref = U bat, Iref < 100 mA
8 voltage inputs
Ui = 0..5 V, Uref = 5 V  125 mV,
Iref < 20 mA, Ri = 100 k
1 terminal 15
U0 < 3.5 V, U1 > 6 V Rpd = 4.7 k
2 digital inputs
k
variable switching threshold, Rpu = 9,1
Rpd = 22,1 k
14
3 digital inputs, pull down
k
variable switching threshold, Rpd = 4.7
U0 < 1.5 V, U1 > 6 V, Rpd = 4.7 k
1 frequency output
fi = 25..10000 Hz, Isource < 500 mA
5 digital outputs high-side switching:
Isource < 2,5 A, fi = 50..300 Hz
4 digital outputs high-side switching:
Isource < 2,5 A, fi = 50..500 Hz
1 digital output
high-side switching:
Isource < 12 A
3 digital outputs
low-side switching:
Isink < 500 mA
2 General
2 high-pressure pumps
Isource < 2,5 A, fi = 50..300 Hz
8 solenoids
Ihold, max < 14 A, Iboost, max < 28 A,
48V DC or 58 V DC,
current controlled
2.5.3 Communication
1 DcDesk 2000 for diagnosis
RS 232 up to 57600 baud
1 CAN communication
identifier, max. baud rate 1 MBit/s
1 CAN communication ISO/DIS
11898, standard/extended
electrically isolated
15
2 General
2.5.4 Functional block diagram of inputs and outputs
Elektronics supply
+
-
Engine
MVC 03 - 8
Installation side
DC
Speed input 1..2
Camshaft index
DC
Power supply
+
-
DC
Analogue input 3..8
DC
Temperature input 2..5
Digital input 2..7
Terminal 15
Digital input 1,8..9
Frequency input 1..2
Microcontroller MPC 565
Analogue input 9
Analogue input 10
Analogue input 11
Digital output 7..9, 13
High pressure pump 1..2
Solenoid valve 1..8
Analogue input 1..2
Temperature input 1
Frequency output
Digital output 1..6, 10..12
Diagnosis DcDesk 2000
CAN-BUS 1..2
LSB-BUS
System
EEPROM
Watchdog
Figure 5: Functional block diagram of inputs and outputs for DARDANOS MVC03-8
16
2 General
2.5.5 Dimensional drawing
Figure
6: Dimensional drawing of MVC03-8
17
2 General
2.6 Specification of control unit DARDANOS MVC04-6
2.6.1 General
Rated voltage
24 V DC
Min. voltage
12 V DC
Max. voltage
32 V DC
48 V DC
or optionally 58 V DC
Current consumption
max. 1 A / cylinder
Storage temperature
-55°C to +120°C
Ambient temperature
-40°C to +80°C
Air humidity
up to 95% at 55°C
Contamination
Vibration
0.24 m/s maximum at 24 to 64 Hz
Shock
Protection grade
IP 66
> 1 MOhm at 48 V DC
Weight
approx. 2.8 kg
EMI
EMI directives:
89/336/EEC, 95/54/EEC
Road vehicles, resistance
to electrical disturbances
ISO 11452-2, -5
Road vehicles, impulses
ISO 7637-2, ISO 7637-3
EC:
EN 61000-6-2, EN 61000-6-4
2.6.2 Inputs and outputs
3 speed inputs
fi = 25..8000 Hz,
Uref = 12 V, Iref = 40 mA
5 temperature inputs (TI1 – TI5)
18
PT1000/NTC Ui = 0..5V, Ri = 1,2 k
2 General
11 analogue inputs
1 voltage input
Ui = 0.. 36 V, Ri = 72 k
10 voltage inputs
Ui = 0..5 V, Uref = 5 V  125 mV,
Iref < 40 mA, Ri = 100 k
U0 < 3.5 V, U1 > 6 V Rpd = 4.7 k
1 terminal 15
U0 < 1.5 V, U1 > 6 V, Rpd = 4.7 k
(DI1 - DI17
1 digital output (DOE)
high-side switching
Isource < 0.5 A
low-side switching
Isink < 0.5 A
4 digital power outputs (DO1 – DO4)
low-side switching
Isink < 2 A
4 digital outputs (DO5 – DO8)
low-side switching
2 high-pressure pumps
Isink < 500 mA, status monitoring on/off
Isource < 2.5 A, current monitoring
fi = 50 ... 300 Hz
6 solenoids (INJ1 – INJ6)
Ihold, max < 12 A, Iboost, max < 20 A,
48V DC or 58 V DC,
Boost current controlled, Hold1, Hold2
1 (2) reference voltage
(sensor supply REF1)
4 (8) reference voltage
(sensor supply REF2 – REF5)
3 speed reference
Uref = 5 V ± 2%
Iref < 120 mA
Uref = 5 V ± 0.5%
Iref < 50 mA
Uspeed ref = 12 V ± 0.5%
19
2 General
2.6.3 Board specification and pin assignment
Function
PIN
Number
Current
Voltage supply
PS2
1
2A
PS2GND
1
2A
PS1
2
12 A
PGND
2
Reference (5 V)
REF
8
50 mA
Reference (5 V)
REF1
2
120 mA
Serial power (Ubat)
SER_PS
1
100 mA
Reference (12 V)
Speed_PS, Index_PS, Vehicle_PS
3
50 mA
Speed, Index, Vehicle
3
Input digital
DI1 … DI17
17
Terminal 15
KL15
1
TI1 … TI5
5
Output analogue (voltage)
AI1 … AI10
10
Input analogue (0 … 36 V)
AI11
1
Injector output A
INJ1 & INJA … INJ3 & INJA
6
(25 A peak)
Injector output B
INJ4 & INJA … INJ6 & INJA
6
(25 A peak)
Output low side (0.5 A)
DOL5 … DOL8
4
0.7 A
Output high side (2 A)
DOH1 … DOH4
4
2A
Error output
DOE
1
0.7 mA
High pressure pump
HPR
4
2A
CAN-BUS interface
CAN
4
HZM- interface
HZM
2
Ground
GND
17
Shield
SHLD
13
Ground
Voltage supply; power output
Ground; power output
Speed pick-up
Temperature input
Total
20
120
2 General
2.6.4 Communication
1 DcDesk 2000 for diagnosis
HZM interface, max. 57600 baud
1 serial communication
ISO9141, max. 57600 baud
2 CAN communications
(Terminator 120  required)
2.6.5 Functional block diagram of inputs and outputs
MVC 04-6
Electronics supply
Power supply
+
+
-
-
DC
DC
Speed input 1
Camshaft index
DC
Speed input 2 /
vehicle speed input
DC
Temperature input 1..4
Terminal 15
Digital input 1..9
Analogue input 5..10
High pressure pump 1..2
Microcontroller MPC 565
Analogue input 1..4
Analogue input 10..11
Digital output 5..8,10
Solenoid valve 1..6
Digital output 1..4
Diagnosis DcDesk 2000
Digital input 10..17
ISO 9141
Digital output 9
CAN-Bus 1,2 System
EEPROM
Watchdog
Figure 7: Functional block diagram of inputs and outputs for DARDANOS MVC04-6
21
2 General
2.6.6 Dimensional drawing
Figure 8: Dimensional drawing of MVC04-6
22
2 General
2.7 Terminal 15
The controls DARDANOS MVC03-8 and DARDANOS MVC04-6 are equipped with a
so-called "terminal 15" functionality. (In automotive electrics the terminal number represents an aid to simplify wiring. In Germany, terminal names are standardized according to
DIN 72552).
The control DARDANOS MVC01-20 does not provide “terminal 15”.
"Terminal 15" is a switched plus used to switch on the control device. Even when power
components and electronic components are powered, the control unit cannot be switched
on without this contact.
If terminal 15 is extracted, the control unit is not de-activated automatically but enters a socalled tracking circuit, which stops the engine immediately and then goes on to complete
other tasks, such as the saving of the operating hours count. Only after these tasks have
been completed the control unit switches itself off automatically.
The state of terminal 15 is indicated by parameter 3790 IgnitionOn. When this value is
equal to zero and the control unit is not switched off yet, it is in tracking circuit.
Note
It is recommended at all costs to use terminal 15 to switch off the control unit.
A direct switching-off of the power components and the electronic components
prevents completion of the tracking circuit and therefore should be used only
as emergency shutdown in exceptional cases.
23
2 General
2.8 Conventions
Throughout this manual the following typographic conventions have been adopted:
100 Gain
Parameter names are italicized. There is no difference
made between the four lists.
 100 Gain
An arrow preceding a parameter name is to signal that this
parameter is explained in detail in some other section. A
short description of the parameter is provided in  29
Parameter description. In this chapter you will also find
references to the pages containing a detailed discussion of
the respective parameter.
<100>
In diagrams, numbers enclosed by pointed brackets are
used to indicate that the position thus specified corresponds to a parameter number.
3001 ErrPickUp1[0,1]
For parameters indicating an error state, the error number
is indicated in square brackets (also see  28 Error Handling).
[500..501]
There are certain parameters for which the limits of their
respective value ranges cannot be specified explicitly in
the chapter  29 Parameter description, but have to be
communicated to the control as values of specific parameters. For any such parameters with variable value ranges,
the parameter numbers defining their specific range limits
are enclosed in square brackets.
Note
 7.3 Droop
24
Italicized text introduced by the word Note contains important information on the functions being discussed.
An arrow followed by italicized text refers to a chapter
where the respective function is described in more detail.
2 General
2.9 Parameter lists
In developing the HEINZMANN digital controls, top priority was given to provide a combination of universal applicability and high-grade functionality. As several adjustable parameters had to be provided for each individual function, some system was needed to conveniently organize the great number of parameters that would inevitably result from the
numerous functions to be implemented. For the sake of clarity and easy access, the parameters have therefore been grouped into four lists.
1. Parameters
Parameters used for adjusting the control and the engine
(parameter numbers 1..1999, 10000..11999, 20000..21999)
2. Measurements Parameters for indicating the actual states of the control
and the engine
3. Functions
Parameters used for activating and switching functions over
4. Curves
Parameters used for parameterization of characteristics and maps
Each parameter has been assigned a number and an identifier (abbreviated parameter
name). The parameter number also indicates which list the parameter belongs to. Within
these lists, the parameters are arranged by groups to facilitate identification and reference
for more detailed information.
The present manual contains explanations of all functions that can be performed by the
DARDANOS control units. For specific applications, however, part of these functions will
be of no relevance and may be ignored. In such cases, the parameters associated with these
functions will also be omitted. The varying hardware requirements of specific devices
mean that some functions could not be integrated due to the number or required inputs and
outputs. Some of the described functions are implemented in the firmware only on request.
All such exceptions are indicated in the text.
Furthermore, customer specific applications may contain new or extended functions which
will be documented in separate brochures.
The following overview is repeated in section  29 Parameter description where each single parameter will be included.
25
2 General
Parameter
No. Designation
Measurements
Functions
Curves
No. Designation
Speed pickup/
2000
Speed
Stability/droop
2100
idle/maximum speed
No. Designation
Speed pickup/
4000
Speed
Stability/droop
4100
idle/maximum speed
2200
4200 Ramp
6200
2300 Injection
4300 Injection
6300
2400 CAN bus
4400 CAN bus
6400
2500
4500
600 Excitation Control
6600
700 Limitations
2700 Limitations
4700 Limitations
6700
1 Number of teeth/speed
Stability/droop
100
idle/maximum speed
Ramp/start
200
300
400
500
Injection
CAN bus
Oil pressure, boost pressure, temperatures
800 Digital switch functions
900
1000
1200
1350
Setpoint adjusters, sensors
Error handling
Generator
Locomotive
2800 Digital switch functions
2900
3000
3200
3350
Current errors
Generator
Locomotive
1500 Analogue inputs
3500 Analogue inputs
1600 PWM outputs
3600
1800
Status
1900 Magnetic valves
4800
4900
5000
5200
5350
5500
Oil pressure, boost pressure, temperatures
Configuration of digital
input/output channels
Error handling
Generator
Locomotive
Configuration of analogue input channels
6000
6100 Stability map
6500
6800
6900
Stability map
(correction values)
Boost pressure dependent fuel limitation
Oil pressure monitoring,
coolant pressure monitoring
Excitation control
Speed-dependent fuel
limitation 1
Speed-dependent fuel
limitation 2
Notches, speed dependent load Limitation
Internal measurements
feedback digital outputs
3800 Status
3900 Status magnetic valves
5800
5900
7800 Temperature sensors
Magnetic valves
7900 Temperature sensors
8800 Digital outputs
16000 Delivery begin
17000 Delivery period
13000 Current errors
PWM outputs
11100
Digital outputs
11250 Current outputs
PWM outputs
Digital outputs
15250 Current outputs
15100
Correction of cylinder17500 specific delivery begin
and period
Effective rail pressure
18000
setpoint
Pre-pre-injection
Pre-injection
26000
Post-Injection
Post-post-injection
20000 Rail pressure
22000 Rail pressure
24000 Rail pressure
20100 Rail pressure regulator
20200 Current regulator
Pre-pre-injection
Pre-injection
20300
Post-Injection
Post-post-injection
Communication switch
20800
functions
Pre-pre-injection
Pre-injection
22300
Post-injection
Post-post-injection
Pre-pre-injection
Pre-injection
24300
Post-injection
Post-post-injection
Communication switch
24800
functions
21750 CANopen
21850 DeviceNet
21900 SAE J1939
HZM-CAN
21950
Customer module
No. Designation
23000
23700
23750
23850
23900
Current errors
Bit collections
CANopen
DeviceNet
SAE J1939
25750 CANopen
25850 DeviceNet
25900 SAE J1939
HZM-CAN
25950
Customer module
29000 CANopen
29400 DeviceNet
29600 SAE J1939
HZM-CAN
29800
Customer module
29900 Bit collections
Table 1: Overview of parameter grouping
26
2 General
2.10 Level
As it is the digital control's primary function to control the operational behaviour of the
engine with regard to speed, power, etc., parameterizing should remain entrusted exclusively to the engine manufacturer. However, to let also the end customer participate in the
advantages of the digital control, the parameters of the HEINZMANN digital control have
been classified according to seven levels.
 Level 1: Level for the end customer
On this level, it is possible to have the basic operational values (e.g., set values and current values of speed and injection quantity) and errors displayed. This level, however,
does not allow any manipulation of control data or engine data.
 Level 2: Level for the device manufacturer
The device manufacturer can set speeds within the permissible ranges. Besides, the control's dynamic parameters and the dynamics map may be modified and power output reduced.
 Level 3: Level for servicing
Except for the most significant engine specific parameters, such as engine output and
boundaries of various characteristic diagrams, all types of modifications are permitted
on this level.
 Level 4: Level for the engine manufacturer
On this level, all parameters are accessible that are needed to adjust the engine's operational performance.
 Level 5: Level for manufacturers of engines with specific software
This level includes parameters that are required for customer specific software modifications or expansions.
 Level 6: Level for the control unit manufacturer
On this level, the control functions may be manipulated directly. Therefore, access remains reserved to HEINZMANN.
 Level 7: Level for development
This level remains reserved to the HEINZMANN development department.
As can be seen from this survey, every superior level is a proper superset of the level below. For each individual parameter the respective level is listed in the section  29
Parameter description. The maximum level is determined by the diagnostics device used
(PC or handheld programmer) and cannot be changed. However, the option of reducing the
currently valid level by means of a special menu item of the PC-programme or via parameter  1800 Level is provided, thus allowing to reduce the number of visible parameters and
functions at any given time.
27
3 Parameterization of HEINZMANN digital controls
The following chapters describe the functions of HEINZMANN digital controls and their
adjustment. Certain functions will work only in combination with others or can be affected by
other functions (e.g,  5.2 Variable starting quantity limitation with  5.4 Starting sequence
with starting speed ramp). When parameterizing or optimizing any such function, it will frequently be advisable to de-activate other functions so that the effect of the specific function
can be examined by itself. How these functions are to be adjusted will be described in the
respective chapters.
3.1 Possibilities of parameterization
There are various ways to set the parameters for HEINZMANN digital controls. For testing and initial commissioning HEINZMANN recommend to use the PC software  3.3
DcDesk 2000 as a tool for diagnostics and parameterization. DcDesk 2000 should be used
for servicing too, but the handheld programmers PG 02 and HP 03 may be used also. The
remote connection programme DcDesk 2000/Saturn is another important aid for servicing.
The below list gives an overview of all available options of parameterization:
 Parameterization by HEINZMANN
During final inspection at the factory, the functionality of the control is checked by
means of a test programme. If customer specific operational data is available, the test
programme is executed using those data. When mounted on the engine, only the dynamic values and, if necessary, the fuel quantity limitations and the sensors remain to be
calibrated.
 Parameterization with a handheld programmer
Depending on the level, parameterization can be completely conducted using the handheld programmers PG 2 or HP 03. These handy devices are particularly suited for maintenance and servicing.
 Parameterization using DcDesk 2000 or DcDesk 2000/Saturn
The PC programme DcDesk 2000 allows to continuously display several parameters
and have them accessible for modification. Besides, the PC programme is capable of
graphically displaying limitation curves, characteristics, etc., and of adjusting them easily and quickly. The control data can be stored by the PC or downloaded from the PC to
the control. A further advantage of the PC programme is its ability to visualize in highresolution measured values (such as speed, injection quantity) as functions of time or as
functions of each other (e.g., injection quantity versus speed).
 Downloading data sets
Once all parameters have been set for a specific engine type and its application, the data
set can be stored within the handheld programmer or on the PC. For future applications
of the same type, any such data sets can be downloaded to the new controls.
28
 Check-out parameterization
This type of parameterization is performed by the engine manufacturer during the final
bench tests of the engine. During these tests, the control unit is adjusted to the requirements of the engine’s applicative context. With a command line call from DcDesk 2000
both the control’s software and a delivery data record during trailer may be programmed without operator intervention.
3.2 Saving Data
On principle, the above mentioned communication programmes and -devices will modify
parameters only in the volatile memory of the control unit. Although the control unit will
immediately operate using the new values these modifications will get lost as soon as the
voltage supply is switched off. In order to permanently save the parameter adjustments in
the control unit a storing command must be given. To execute this command, DcDesk
2000 uses the function key F6, whereas the handheld programmers use the key or menu
item "Save Parameter", and it is this operation that is meant whenever it is required in this
manual that the parameters be saved.
3.3 DcDesk 2000
The HEINZMANN PC programme DcDesk 2000 serves for adjustment and transmission
of operating data for all digital HEINZMANN systems, and, in particular, for the systems
described in this manual.
The connection between PC and control unit can be established using a serial interface or
the CAN bus with the HEINZMANN-CAN protocol. The remote communication variant
allows access via internet, intranet or a direct modem connection.
Designed as a Windows programme, it offers all numerical and graphical features required
for testing, initial commissioning and servicing, and helps with preparing the respective
documentations.
DcDesk 2000 also allows to produce hardcopy printouts of its screens and of its data records. The data is recorded in a standard text format for further processing and for incorporation into reports, etc.
The data set of any connected control unit can be processed, and, at the same time, the responses to parameter changes can be observed. Even without a control unit connected, it
will be possible to process a parameter set and evaluate the recorded data. Any parameter
set generated that way can later on be downloaded to the control unit.
Any adjustment can be made by directly accessing the respective parameter numbers. Special windows simplify the adjustment of specific functions, in particular the configuration
of the system and the parameter setting of characteristics and maps.
Actual measurement data is displayed numerically and/or graphically. In a separate window, up to ten freely selectable measuring values can be displayed simultaneously as funcBasic Information DARDANOS
29
tions of time. There is a further window that permits to have nine measurements represented in dependence of a tenth. All of these records can be logged to be evaluated later on
and eventually printed out.
Any of the characteristics and maps available within the control unit can be displayed twoor three-dimensionally in separate windows. By this, the profile and shape of any specific
characteristic or map can immediately be viewed. The actual point within the characteristic
or map at which the system is currently operating will be displayed online. To make an adjustment it is not necessary to know the precise interrelation between the parameter numbers and the points of the characteristic or map since a special input section has been provided offering assistance with regard to the peculiarities of parameterizing characteristics
and maps. This feature will prove very helpful to avoid erroneous inputs.
For the DARDANOS system, a special window is provided for visualizing injection timing
and injection period.
DcDesk 2000 is being continuously updated and enhanced by additional functions. The latest version is available for download from the HEINZMANN homepage
www.heinzmann.com.
HEINZMANN recommend the use of DcDesk 2000 for testing and initial commissioning.
Similarly, when servicing the system, DcDesk 2000 will prove a decisive advantage for diagnosis and trouble shooting.
3.4 Injection parameters
Any parameters relating to injection are always referred to crankshaft angle regardless of
whether the angle sensors are located on the crankshaft or on the camshaft ( 16
Measuring methods for determining crankshaft angle).
For these parameters, a distinction is made between absolute and relative values. Current
delivery period 2300 DeliveryPeriod specified by °crank will, for example, represent an
absolute value whereas relative values such as current delivery begin 2310 DeliveryBegin
are related to degrees crankshaft before TDC of the respective cylinder. The unit used in
this case is °BTDC (Before Top Dead Center).
3.5 Parameter value ranges
To each parameter a certain range of values is associated. Since there is a multitude of parameters and functions, there also exist a great number of value ranges. In chapter  29
Parameter description, the value ranges are listed for each individual parameter. Besides,
the parameter value ranges are indicated also by DcDesk 2000 and by the handheld programmer ( 3.1 Possibilities of parameterization).
For speed parameters, however, a common value range is provided. As a standard, it covers the range from 0 to 4000 rpm and allows to run engines up to maximum speeds of
approx. 3500 - 3600 rpm (There must be some reserve for  6.4 Overspeed monitoring).
30
Throughout this manual, the standard value ranges will be 0..4000 rpm for speed parameters and 0..500 mm3/str for injection quantity parameters. Note that selection of any other
value range will imply changes of the range limits. These changes and how to effect them
will be explained in chapter  29 Parameter description which should be carefully followed.
For certain parameters the value ranges cannot be explicitly specified in advance, but must
be communicated to the control by the user. This applies to all parameters indicating
physical measurements such as readings from pressure or temperature sensors.
Some parameters have a value range that is capable of two states only, viz. 0 and 1. This
type of parameter is used to activate or switch over particular functions or to indicate error
conditions or states of external switches, etc. Parameters with this value range are confined
to lists 2 (measurements) and 3 (functions) ( 29 Parameter description).
Regardless of whether the respective switching function is high-active or low-active, the
setting "1" will always signify that the function is active, and "0" that it is inactive.
The parameter names of change-over switches as well as those of parameters provided for
selection between two functions always include an „Or" (e.g., 2812 SwitchDroop2Or1).
The function preceding Or in the parameter name will be active when the value of the parameter is 1 (in the above example, Droop 2) whilst the function after Or will be active
when the value of the parameter is 0 (in the example, Droop 1).
3.6 Activation of functions
As regards activation of functions, the following alternatives are provided:
 permanently active:
These functions cannot be turned off (e.g.,  6.4 Overspeed monitoring).
 Parameter
Parameters contained in list 3 ( 30.1 List 3: Functions) enable functions that on being
selected by the user will remain permanently active (e.g.,  9.1 Speed dependent injection quantity limitation).
 Switch functions
By means of external switches ( 22 Switching functions) the control can be instructed
to adopt certain requested operational states that are subject to frequent changes during
operation (e.g., change-over  7.3 Droop). The states of the external switches can be
viewed by the parameters that have been assigned the numbers from 2800 on upward.
Note
The digital controls of the DARDANOS series are equipped with several inputs
that can be configured at the user's option. The number of functions that can be
activated by external switches is, however, considerably larger than the number of inputs. Therefore, depending on the device version and on customer de-
31
mands, the digital inputs can be assigned to different functions. In the following chapters, it is presumed that with regard to any function that is to be activated or switched over by external switches, the respective switch has been accordingly implemented and/or activated via a communication module.
3.7 Parameterization characteristics
Parameterization of characteristics is done by one and the same procedure. The number of
pairs of variates, however, will be different for each function. A pair of variates consists of
one x-value and one y-value both with the same index. Intermediary values between adjacent pairs of variates will be interpolated by the control.
When parameterizing a characteristic, the following instructions must be observed:
 The characteristics must always begin with the pair of values indexed 0.
 The x-values must be sorted in ascending order.
 Each x-value may occur only once.
 For unused pairs at the end of the characteristic, the x-variate must be set to the smallest
possible value.
Parameterization of any characteristic does not require all pairs of variates to be assigned a
value. It will suffice to assign values only to as many parameters (beginning with index 0)
as will be needed. Similarly, it will not be necessary that the distances between the base
points are the same.
When the current x-value of any characteristic is below the first supporting point, the value
of the characteristic will be set to the y-value of the first supporting point (base point), and
when it is beyond the last supporting point, the y-value of this supporting point will be
used. In other words, the first and last of the y-values will be retained in case the current xvalue is outside the characteristic's domain. DcDesk 2000’s graphic display shows this.
3.8 Parameterization of maps
Parameterization of characteristics will always follow the same procedure. The number of
base points, however, will be different for different functions. A supporting point consists
of one x-value and one y-value and the associated z-value. Intermediary values between
adjacent pairs of variates will be interpolated by the control.
When parameterizing a map, the following instructions must be observed:
 The x- and y-values must always begin with index 0.
 The x- and y-values must be arranged by ascending order.
 Each x- and y-value may occur only once.
32
 For unused base points at the end of the map, the x- and y-variates must each be assigned their respective smallest possible values.
Parameterization of any map does not require all pairs of variates to be assigned a value. It
will suffice to assign values only to as many parameters (beginning with index 0 for the xand y-values) as will be needed. Similarly, it will not be necessary that the distances between the base points be the same.
As an illustration of how parameter indexes are assigned to a map, the following example
shows a map table with a domain of 5 times 5 base points:
y-values
y index 0
y index 1
y index 2
y index 3
y index 4
x index 0
z index 0
z index 5
z index 10
z index 15
z index 20
x index 1
z index 1
z index 6
z index 11
z index 16
z index 21
x-values
x index 2
z index 2
z index 7
z index 12
z index 17
z index 22
x index 3
z index 3
z index 8
z index 13
z index 18
z index 23
x index 4
z index 4
z index 9
z index 14
z index 19
z index 24
Table 2: Map structure
If the current values in direction of the x- and/or y-axes are outside the domain of the map
as defined by the base points, the respective border value of the map will be used instead.
DcDesk 2000’s graphic display shows this.
If it should prove necessary to restrict dependence to only one direction this can be
achieved by setting the base points for the other direction to their minimum value. In other
words, if there is functional dependence only in direction of the y-axis, all x index values
are to be set to minimum value. The base points for z will then be those of the series with
x-index 0.
HEINZMANN recommend to use  3.3 DcDesk 2000 for parameterizing maps and characteristics as this programme will takes care of all particulars to be paid attention to and
will simplify parameterization considerably. Thus, the above table is included in DcDesk
2000 in identical form and offers easy access to any of the base points. Furthermore, the
characteristics and maps can be represented graphically by the programme.
3.9 Examples of parameterization
For the majority of functions, an example has been provided of how parameterization is to
be conducted. These examples will include all the parameters needed for the function being discussed. The values, however, will be different ones for different engines and applications and must be understood to be adduced merely as examples. When adjusting any
function, it will, therefore, be necessary to use reasonable values suiting the engine and the
application.
33
3.10 Reset of control unit
A reset is tantamount to powering down the control and restarting it. This can be achieved
by shortly turning off the power supply or else by a specific command from DcDesk 2000
or from the handheld programmer HP 03.
Note
A reset will clear any data that has not been saved in the control's permanent
memory. It is, therefore, imperative that before executing a reset all data be transferred to the control's permanent memory if this data is to be preserved ( 3.2
Saving Data).
Certain functions of the control unit require a reset for activation. These are mostly functions that serve the purpose to put the control into some other operating state, or parameters that for safety reasons cannot be modified during operation. The parameters and functions belonging to this category will be explained in detail in the respective chapters.
Since during each reset the control is de-energized for a short time, a reset
may be executed only when the engine is not running!
Warning
34
4 Starting the engine
On first commissioning the control on the engine, the following instructions should be strictly
followed. This is the only way to ensure that the engine can be started without any problems.
These instructions, however, can give only some brief information on how to commission the
governor. For more detailed information, please refer to the respective chapters or manuals.
The instructions cover all parameters that must be adjusted to start the engine. It should be
noted, however, that the parameter values used in these instructions are adduced only by way
of example. For actual operation they must be replaced by appropriate values suiting the engine and the specific application.
1. Adjust distance of speed pickup
The distance between the pickups and the top of the teeth or the sensing pin should be
approx. 0.5 to 2.0 mm. For more detailed information see the publication "Control Systems
for Electronically Controlled Injection Systems" no. MV 99 002-e
With Hall sensors, the sensor's preferred direction must be observed.
2. Check cabling
-  22 Switching functions and  24.1 Digital inputs.
On actuating any switch, the respective indication parameter should reflect the change.
If several switches are provided this check must be conducted for all of them.
-  21 Sensors and  24.2 Analogue inputs
On first commissioning the engine, it is only the setpoint adjusters that are needed since
the functions operating by signals from the analogue inputs (such as boost pressure dependent quantity limitation, speed dependent oil pressure monitoring, etc.) must not yet
be activated. Nevertheless, all analogue inputs should be checked.
With common rail applications, first commissioning will in addition require control of
rail pressure.
Example: Let us assume setpoint adjuster 1 is connected to analogue input 1. When altering the set value, parameter 3511 AnalogIn1_Value is expected to change
accordingly. If there is no change, the cabling of the setpoint adjuster must be
at fault. Together with 3511 AnalogIn1_Value, the parameter 3510 AnalogIn1
and the specific setpoint adjuster parameter 2900 Setpoint1Extern are also
bound to change from 0 to 100 % when the setpoint adjuster is turned from
minimum to maximum position. If this is not the case, the input needs to be
normalized ( 24.2.1 Calibration of analogue inputs).
- Click Test to check the cabling to the magnetic valves (see  17.4.1 Checking actuation
by click test)
35
3. Parameterizing the most significant parameters
- Begin by programming the minimum and maximum speeds and overspeeds
( 7 Determination of speed setpoints)
Number Parameter
Value
10 SpeedMin1
12 SpeedMax1
21 SpeedOver
700
2100
2500
Unit
rpm
rpm
rpm
- Preset the PID values ( 8.1 Adjustment of PID parameters):
Number Parameter
Value
100 Gain
101 Stability
102 Derivative
15
10
0
Unit
%
%
%
- Parameterize the absolute injection quantity limitation:
Number Parameter
Value
711 FuelLimitMaxAbsolute
220
Unit
mm3/str
- Parameterize starting quantity (type 1) ( 5.1 Fixed starting quantity limitation):
Number Parameter
250
251
255
256
260
Value
StartType
LimitsDelay
StartSpeed1
StartSpeed2
StartFuel1
1
3
10
400
160
Unit
s
rpm
rpm
mm3/str
- Save the values to the control device and restart with a  3.10 Reset of control unit.
4. Check speed pickup and determine starter speed
Caution! Before starting the engine, take great
care to ensure separate overspeed protection.
- Operate starter and check the measured speed as indicated by 2000 Speed. At this point,
the parameter should indicate cranking speed.
- Check starter speed, i.e. the minimum speed at which the governor recognizes that the
engine has started (256 StartSpeed2). This speed must be above cranking speed.
36
5. Start the engine and adjust control circuit stability ( 8.1 Adjustment of PID parameters)
- Start the engine and run it up to rated speed using the setpoint adjuster.
- Optimize the PID values.
Increase Gain (P-factor) 100 Gain until the engine becomes unstable, then reduce it until stability is restored.
Increase Stability (I-factor) 101 Stability until the engine becomes unstable, then reduce
it until Stability is restored.
Increase Derivative (D-factor) 102 Derivative until the engine becomes unstable, then
reduce it until stability is restored.
With this adjustment, disturb engine speed shortly and observe the transient response.
6. Perform this checking procedure for the entire speed range
If for minimum and maximum speeds this checking procedure results in values differing
from the programmed ones, the setpoint adjuster needs to be calibrated ( 24.2.1
Calibration of analogue inputs). The parameter 2031 SpeedSetp will indicate whether the
value has been set correctly.
7. Perform speed and/or quantity dependent correction of the PID parameters for the entire
speed range ( 8 Optimizing control circuit stability).
8. Adjust the remaining functions, such as speed ramps, speed dependent quantity limitation,
etc.
9. Save the data thus determined by storing it in the control ( 3.2 Saving Data).
37
5 Starting quantity limitation
To start properly, naturally aspirated diesel engines and engines with low pressure charging
need to be fed an excess quantity of fuel; in other words, for start-up a larger amount of fuel
must be injected than for full load.
Diesel engines fitted with more powerful turbochargers will operate during start-up by a reduced starting fuel quantity to prevent smoke bursts.
The HEINZMANN DARDANOS digital controls comply with these requirements by deactivating any other of the control's limiting functions during start-up. To do so, three options
are available that can be selected by the parameter 250 StartType as follows:
250 StartType = 1:
fixed starting fuel limitation
250 StartType = 2:
variable starting fuel limitation
250 StartType = 3:
temperature dependent starting fuel limitation
The different phases of the starting procedure and of the speed control are indicated by the
parameter 3830 Phase:
0:
1:
2:
3:
4:
5:
6:
7:
8:
waiting for engine start
starting phase 1
starting phase 2
starting phase 3
speed control enabled, limiting functions disabled
speed control enabled, limiting functions enabled
speed control enabled, lower limit enabled
speed control enabled, upper limit enabled
click test active (see  17.4.1 Checking actuation by click test).
Each engine start is counted in 2250 EngineStartCounter. Operating hours of the running engine are recorded in 3871 OperatingHourMeter and 3872 OperatingSecondMeter.
The current engine states are indicated by the following parameters:
2007 SynchronToGap
synchronous to tooth gap of measuring wheel
3800 EmergencyAlarm
fatal error
3802 EngineStopRequest
a request for stopping the engine is being applied,
the running engine stops, engine start is not possible
3803 EngineStopped
engine stopped
3804 EngineStarting
engine is being started
3805 EngineRunning
engine is running
3806 EngineInjectReleased
injection enabled
Injection will be enabled if there is no engine stop request and no fatal error and only after
performing synchronization with the tooth gap of the sensing gear ( 16.4 Synchronization by
38
tooth gap). With common rail systems, in addition there must be a certain minimum injection
pressure ( 20 Rail pressure control with common rail systems) to start the engine.
5.1 Fixed starting quantity limitation
On reaching speed as set by 255 StartSpeed1, the control recognizes that the engine is being cranked and will try to determine the exact crankshaft and camshaft positions ( 16
Measuring methods for determining crankshaft angle). After successful synchronization,
the starting quantity as set by 260 StartFuel1 is enabled, and set speed is raised from 0 rpm
to minimum speed 10 SpeedMin1.
SPEED
[rpm]
Maximum speed
<12>
Engine
speed range
Speed setpoint 1
<2031>
Set speed
Minimum speed
<10>
Starting speed 2
<256>
Current speed
Starting speed 1
<255>
TIME [s]
QUANTITY
[mm³/stroke]
Starting quantity 1
<260>
TIME [s]
Phase
<3830>
0
3
4
5,6,7
Delay time <251>
Starting quantity adjustment active
Limiting functions active
Figure 9:Fixed starting quantity limitation
On reaching speed as set by 256 StartSpeed2, the control recognizes that the engine is running. At this point, there is a change-over to the externally applied speed setpoint 2031
SpeedSetp. Starting quantity limitation 260 StartFuel1 is, however, maintained for the duBasic Information DARDANOS
39
ration set by 251 LimitsDelay. After that, the control passes over to using the governor's
normal limiting functions.
The successive stages of the speed setpointduring start-up can be viewed by the parameter
2031 SpeedSetp (see  Figure 9). Below starting speed 1, the setpoint is set to 0. During
cranking (with the speed ranging between starting speeds 1 and 2), control is to idle speed.
It is only after the engine is running (i.e., at speeds higher then starting speed 2) that the
actually preset setpoint will be active.
Parameterizing Example:
The engine is supposed to start using a pre-defined maximum fixed starting quantity of 160
mm3/str. Furthermore, on reaching a speed of 10 rpm the engine is to be recognized as being cranked, and at 400 rpm as being running. Once the engine has started off, starting
quantity limitation is supposed to be active for 5 more seconds.
Number Parameter
250
251
255
256
260
Value
StartType
LimitsDelay
StartSpeed1
StartSpeed2
StartFuel1
1
5
10
400
160
Unit
s
rpm
rpm
mm3/str
5.2 Variable starting quantity limitation
Variable starting fuel limitation is mainly used with diesel engines of little or medium
power output. In these cases, two starting fuel quantities are provided. The first quantity
260 StartFuel1 is set to the value by which the warm engine will start properly, whilst the
second 261 StartFuel2 is set to the value the cold engine is sure to start with even at extremely low temperatures.
In case a temperature sensor is provided, it is recommended to use  5.3
Temperature dependent starting quantity limitation.
Note
the starting quantity as set by 260 StartFuel1 is enabled, and set speed is raised from 0 rpm
to minimum speed 10 SpeedMin1.
If within the time defined by 265 StartDuration1 the engine should not start off with starting fuel set to 260 StartFuel1, the control will increase the fuel quantity to 261 StartFuel2
for the time defined in 266 StartDuration2. This fuel quantity is sustained until the engine
starts off or cranking is aborted.
40
On reaching speed as set by 256 StartSpeed2, the control recognizes that the engine is running. At this point, there is a change-over to the externally applied speed setpoint 2031
SpeedSetp. The fuel quantity, however, with which the engine had started off is sustained
as a fuel quantity limitation for the time interval set by 251 LimitsDelay. After that, the
control passes over to using the governor's normal limiting functions.
SPEED
[rpm]
Maximum speed
<12>
Engine
speed range
Speed setpoint 1
<2031>
Set speed
Minimum speed
<10>
Starting speed 2
<256>
Current speed
Starting speed 1
<255>
TIME [s]
QUANTITY
[mm³/stroke]
Starting quantity 2
<261>
Starting quantity 1
<260>
TIME [s]
Phase
<3830>
0 1
2
3
4
5,6,7
Delay time <251>
Start duration 1 <265>
Start duration 2 <266>
Figure 10: Variable starting quantity limitation
41
The engine is supposed to start using the initially pre-defined maximum starting quantity
of
120 mm3/str. At speeds of 10 rpm and higher the engine is to be recognized as being
cranked, and at a speed of 400 rpm as being running. If after 3 seconds the engine has not
yet started running the starting quantity limitation is to be raised until after another 7 seconds a maximum starting amount of 220 mm3/str is enabled. In case the engine still does
not start off, fuel limitation is to remain set to this value. Once the engine has started off,
starting quantity limitation is supposed to be active for 5 more seconds.
Number Parameter
250
251
255
256
260
261
265
266
StartType
LimitsDelay
StartSpeed1
StartSpeed2
StartFuel1
StartFuel2
StartDuration1
StartDuration2
Value
2
5
10
400
120
200
3
7
Unit
s
rpm
rpm
mm3/str
mm3/str
s
s
5.3 Temperature dependent starting quantity limitation
START QUANTITY
[mm 3/stroke]
Start quantity 2
<261>
Start quantity 1
<260>
Starting temperature
with cold engine
<271>
Starting temperature
with warm engine
<270>
TEMPERATURE [°C]
Figure 11: Temperature dependent starting fuel
With this mode of starting quantity adjustment, starting quantity is adjusted in dependence
of temperature. By means of a temperature sensor engine temperature is determined via
coolant temperature ( 2907 CoolantTemp) and used by the control to determine the most
adequate starting quantity for this temperature. Apart from this, the cranking procedure is
the same as with fixed starting quantity adjustment except for fixed starting quantity being
derived from current engine temperature.
42
As long as the cold engine's temperature is below 271 StartTempCold the starting fuel
quantity 261 StartFuel2 is released. With engine temperature rising, starting quantity is reduced until with the temperature at 270 StartTempWarm the starting quantity 260 StartFuel1 is attained.
SPEED
[rpm]
Maximum speed
<12>
Engine
speed range
Speed setpoint 1
<2031>
Set speed
Minimum speed
<10>
Starting speed 2
<256>
Current speed
Starting speed 1
<255>
TIME [s]
QUANTITY
[mm³/stroke]
Starting quantity 2
<261>
Range of temperature dependent
starting fuel quantity adjustment
Starting quantity 1
<260>
TIME [s]
Phase
<3830>
0
3
4
5,6,7
Delay time <251>
Figure 12: Temperature dependent starting quantity limitation
43
On attaining 255 StartSpeed1 the control will, as before, recognize that the engine is being
cranked, and on reaching 256 StartSpeed2 that the engine is running. At this point, there is
a change-over to the externally applied speed setpoint 2031 SpeedSetp. The fuel quantity,
however, with which the engine had started off is sustained as a fuel quantity limitation for
the time interval set by 251 LimitsDelay. After that, the control passes over to using the
normal limiting functions.
The engine is to start at an engine temperature of -10 °C with temperature dependent maximum starting injection quantity of 210 mm3/str. If engine temperature is higher during
start-up, the starting injection quantity is to be reduced accordingly. If, however, engine
temperature has already risen above 40°C, starting fuel quantity is no longer to be reduced,
but to be held at the value of 150 mm3/str. Furthermore, on reaching a speed of 10 rpm the
engine is to be recognized as being cranked, and at 400 rpm as being running. Once the
engine has started off, starting quantity limitation is supposed to be active for 5 more seconds.
Number Parameter
250
251
255
256
260
261
270
271
StartType
LimitsDelay
StartSpeed1
StartSpeed2
StartFuel1
StartFuel2
StartTempWarm
StartTempCold
Value
3
5
10
400
150
210
40
-10
Unit
s
rpm
rpm
mm3/str
mm3/str
°C
°C
5.4 Starting sequence with starting speed ramp
Once the engine has started, it may be desirable to have it ramp up slowly to its ultimate
speed value. This helps to protect the engine from premature wear and to avoid overshooting. This function is activated by the parameter 4240 StartSpeedRampOn.
the speed setpoint is raised from 0 rpm to speed 257 StartSpeed3. This speed must have
been parameterized to range between minimum speed 10 SpeedMin1 and the speed 256
StartSpeed2 at which the engine is recognized to be running. If engine start-off is detected
the speed setpoint is increased by the ramping rate as pre-defined by 240 StartSpeedRampUp until the externally applied speed setpoint is attained. Actual speed will follow these
changes of set speed.
The starting is independent of the normal  7.2 Speed ramp. It is only used to start the engine, and its priority is superior to that of the normal speed ramp. If both the starting speed
44
ramp and the normal speed ramp are enabled, the normal set speed ramp will remain inactive until after engine start the set speed has been reached via the starting speed ramp.
SPEED
[rpm]
Engine
speed range
Maximum speed
<12>
Speed setpoint 1
<2031>
Set speed
Minimum speed
<10>
Range for
starting speed 3
<257>
Starting speed 3
<257>
Starting speed 2
<256>
Actual speed
Starting speed 1
<255>
TIME [s]
Figure 13: Starting behaviour with starting speed ramp enabled
In addition to any of the preceding examples, the speed setpoint is to ramp up after start-off
from 600 rpm to the externally applied setpoint by a ramping rate of 100 rpmps (rpm per
second). To achieve this, the following parameters must be additionally programmed:
Number Parameter
240 StartSpeedRampUp
257 StartSpeed3
4240 StartSpeedRampOn
Value
100
600
1
Unit
rpmps
rpm
45
6 Speed sensing
6 Speed sensing
6.1 Speed values
The following parameters are provided to indicate actual speeds:
2000 Speed
current engine speed.
2001 SpeedPickUp1
speed as read by speed pickup 1
2002 SpeedPickUp2
speed as read by speed pickup 2
2003 SpeedPickUp1Value
speed as read by speed pickup 1 unfiltered.
2004 SpeedPickUp2Value
speed as read by speed pickup 2 unfiltered.
2005 ActivePickUp
indication of active pickup
2009 SpeedCamIndex
speed measured by the camshaft index sensor
Depending on which speed pickup is active, actual speed 2000 Speed will coincide with either 2001 SpeedPickUp1 or 2002 SpeedPickUp2. If a special emergency tooth wheel on
the camshaft is used (see  16.2 Measuring methods) current speed may also be measured
by the camshaft adjuster 2009 SpeedCamIndex.
This speed value is used by other functions like speed control, fuel limitations, etc. The unfiltered speed serves only for information. The unfiltered speed of pickup 2 can be determined accurately only if this pickup is working as active pickup, i.e. when pickup 1 is out
of order. The filtered speed is determined correctly in all cases.
The pickup active at the moment is also the one responsible for registering angular position
and therefore for injection.
All speeds refer to engine speed (i.e. crankshaft speed), even if the speed pickups are
mounted on the camshaft ( 16 Measuring methods for determining crankshaft angle).
Speed is being filtered by a special procedure to eliminate engine speed variations due to the coefficient of cyclic variation.
Note
46
6 Speed sensing
6.2 Speed sensing
For safe operation, an independent second speed pickup can be connected to the
HEINZMANN control to take over sensing engine speed in case the first pickup should
fail. Speed pickup 1 is always the one to be used under normal operation whereas the second serves as a backup speed probe only. The pickup on the emergency camshaft wheel
similarly serves as redundant safety pickup.
With electronically controlled injection systems, sensing of speeds and angles is done using special sensing gears. The design of the sensing gears (measuring wheels) and the way
speed pickups are mounted on the sensing gears must be coordinated with HEINZMANN
( 16 Measuring methods for determining crankshaft angle).
When parametrizing, in parameter 1 TeethPickUp1 and parameter 2 TeethPickUp2, the
number of teeth the respective pickup sees during one complete revolution of the engine is
to be entered.
The measurement frequency resulting from teeth number and maximum speed / overspeed
may not exceed 8000 Hz. The control device monitors this and sends out a configuration
error message ( 28.3 Configuration errors) in case of error. In addition, 3004 ErrOverSpeed[0,1] is activated in order to prevent that the engine can be started.
Number Parameter
1 TeethPickUp1
2 TeethPickUp2
Value
Unit
60
60
Activation:
4002 PickUp2On
Note
1
The second speed pickup must be activated separately. These parameters
will be active only after the data is memorized in the control unit ( 3.2
Saving Data) followed by a  3.10 Reset of control unit.
6.3 Speed pickup monitoring
For either speed pickup on the crankshaft, identical monitoring functions for wrong mounting direction, fault and excessive signal frequency have been implemented independently.
The camshaft index adjustor is monitored for fault and wrong mounting direction. With the
exception of the mounting direction the monitoring functions are always active and cannot
be switched off.
47
6 Speed sensing
Failure of a speed pickup is indicated by these parameters:
3001 ErrPickUp1
speed pickup 1 at fault
3002 ErrPickUp2
speed pickup 2 at fault
3003 ErrPickUpIndex
camshaft index adjuster at fault
Note
A pickup error can be cleared only when the engine has stopped. If speed
pickup 1 is at fault and the engine is operating by speed pickup 2 any attempt
at clearing the error would result in switching back to pickup 1. Before it is
again recognized to be at fault, this will take a short time during which speed
cannot be controlled and may lead to undesirable speed and load variations.
If an emergency camshaft wheel is mounted, the camshaft index adjuster may be used as a
replacement when one pickup or both pickups are at fault. If a camshaft wheel with a single mark is used, the registered speed is only indicated. For control functions and as a starting value for injection it is not precise enough, since only one value is measured each two
crankshaft revolutions.
If a redundant pickup is used, either pickup 2 or the camshaft index adjuster on the emergency camshaft wheel, in case of error the determination of speed and angular position is
continued with the correctly working pickup. If only one speed pickup is connected, an
emergency engine shutdown will immediately be executed in case of its failure.
The active pickup, i.e. the one currently used by the control, is indicated in the following
parameter:
2005 ActivePickUp = 0
pickup 1 relevant
pickup 2 relevant
camshaft index adjuster relevant
6.3.1 Monitoring mode of pickups during engine start
If on starting the engine one of the speed pickups is sensing some speed above the starting speed 255 StartSpeed1 the other pickup must detect a speed greater than zero within
0.5 seconds. Otherwise, this pickup will be assumed to be at fault. When commissioning
the engine, care should be taken to preset 255 StartSpeed1 in such a way that both speed
pickups will be able supply a reliable signal for this speed. This monitoring mode requires implementation of two speed pickups.
In addition, both pickups are monitored by the camshaft index adjuster. If the camshaft
adjuster delivers the information that a camshaft revolution has already been registered,
during the same time the pickups must report a correspondent signal. If not, they are at
fault.
Should both speed pickups and the index adjuster be faulty before the engine is started,
the control unit will not be able to detect any fault. In this case it will not be possible to
48
6 Speed sensing
start the engine since no speed is being sensed and synchronization is therefore not possible.
6.3.2 Failure monitoring of pickups when engine is running
Pickup monitoring with running engine starts when starting speed 256 StartSpeed2 is
exceeded and ends when speed falls below the same value. The pickups are no longer
monitored when an engine stop signal (3810 EngineStopRequest = 1) is set.
Failure of a speed pickup is reported if for a certain time period depending on the number of teeth and on the current speed there is no measuring pulse received from the
pickup.
6.3.3 Failure monitoring of camshaft index adjuster during engine start
The failure of the camshaft index adjuster during engine start is recognized when the
pickups register the third gap on the crankshaft measuring wheel but no signal is transmitted by the camshaft index adjuster. This means that speed can be measured but the
crankshaft position cannot be determined with accuracy. In such an event, the control
unit uses the first gap found for initialization, in the hope that this is the right one. In the
engine doesn’t start, the injection is wrong by exactly 360°. In this case, abort engine
start and try again.
Since a common rail system builds up sufficient fuel pressure for injection even in this
wrong position and an injection in this position is not desired, engine start with missing
camshaft index sensor may be inhibited – in this case the control should not enable injection. This mode is selected by the parameters:
4008 TryToFindGapOn = 0
no cranking attempt when index sensor is missing
cranking attempt with missing index sensor is
allowed
6.3.4 Failure monitoring of camshaft index adjuster when engine is running
When the index sensor fails while the engine is running, only an error message is output
and the engine continues to run, except when the index adjuster on the emergency camshaft wheel is used for speed control due to a previous fault of a pickup. In this case the
engine must be switched off.
6.3.5 Monitoring of mounting direction
The pickups must be mounted in a specific direction to register the correct signal edge.
Pickup mounting direction is therefore monitored during engine start if parameter 4015
CheckPickUpDirection = 1. In like manner, the mounting direction of the camshaft index adjuster is monitored if 4016 CheckIndexDirection is set.
49
6 Speed sensing
6.3.6 Monitoring of excessive frequency
Both pickups on the crankshaft measuring wheel are monitored for excessive signal frequency. When the signal frequency is too high, the respective pickup is turned off, in
order to avoid disturbing the system with false impulses. Speed control is continued
with the measuring values of the redundant pickup.
6.4 Overspeed monitoring
Overspeed is set with parameter 21 SpeedOver. This value will be valid for speed pickup 1
as well as for speed pickup 2 even though their speed signals are monitored independently
of each other.
Regardless of which speed pickup is currently active, exceeding overspeed will always
trigger a fatal error and cause an emergency engine shutdown.
An overspeed error of the camshaft index adjuster is also considered a fatal error in all systems with emergency camshaft wheel (see  16 Measuring methods for determining
crankshaft angle). In systems with a synchronizing pulse on the camshaft an accurate
speed measurement is not possible and for these systems therefore an overspeed error leads
only to an error message without engine shutdown.
Parameter 3004 ErrOverSpeed is charged with the information coming from the triggering
pickup. To restart the engine, it will be necessary to clear the error and to execute a reset or
to turn the supply voltage off.
Overspeed monitoring cannot be disabled.
6.5 Speed switching points
HEINZMANN digital controls offer the possibility of signalling via digital outputs that
certain speeds have been attained.
For this purpose three speed switching points are provided which can be parameterized:
90
SpeedSwitch
speed switching point 1
91
SpeedSwitch2
92
SpeedSwitch3
If the respective speed is exceeded a signal is triggered.
2090
SpeedSwitchActive
1 = switching point speed 1 is reached
2091
SpeedSwitch2Active
2092
SpeedSwitch3Active
The signal is deactivated if speed is lower than 90% of switching point speed.
These signals can be assigned to digital outputs ( 24.5 Digital outputs) and evaluated by
an external control, e.g. the starter may be de-activated when cranking speed is reached or
50
6 Speed sensing
synchronization activated when generator frequency is reached. The digital control itself
does not require these signals.
Dual systems in marine applications use 90 SpeedSwitch to signal that coupling speed has been reached ( 14.1 Master-slave operation).
Note
51
7 Determination of speed setpoints
HEINZMANN digital controls may be configured for a wide variety of different applications. Any such configuration will make specific functions available for the respective application, but will also require that determination of the speed setpoints be conducted in a suitable manner. Presently, the following applications are provided:
Application
Mode
General application
0
Vehicle application
1
Locomotive application
2
Generator application
3
Marine application
4
Table 3: Applications
The application number has to be entered in the parameter 1810 OperationMode. If this parameter is not provided, the parameter 3810 OperationMode will display the permanently
preset application mode of the firmware version actually used.
Once the application specific speed setpoint has been determined, it may additionally be delayed by a speed ramp and modified by droop. The following chapters will begin by explaining application-specific determination of speed setpoints and then deal with applicationindependent speed setpoint functions such as speed ramps, droop and temperature dependent
raising of idle speed.
Note
52
Before reading the chapter dealing with setpoint determination for the particular
application, it is recommended to work through the chapter on general application as this chapter describes the influences that can affect setpoint determination
and may therefore be of importance for the various applications.
7.1 Application-specific determination of speed setpoints
7.1.1 General application
For general application, the parameter 1810 OperationMode must be set to "0" resp. the
parameter 3810 OperationMode must display "0".
Setpoints may be pre-defined by means of analogue setpoint adjusters (potentiometers,
foot throttle, current signal, etc., see  21 Sensors or external switches for fixed speed
values  22 Switching functions. Switching functions that have not been assigned an external switch will always enter into determination of speed setpoints with value "0" or
"no" respectively. The following switching functionsare provided for general determination of speed setpoints:
Indication parameter
Meaning
2810 SwitchEngineStop
1 = engine stop
2811 SwitchIdleSpeed
1 = idle speed active
2812 SwitchDroop2Or1
0 = droop 1 active
1 = droop 2 active
2814 SwitchSpeedRange2Or1
0 = speed range 1 active
2815 SwitchSpeedFix1
1 = fixed speed 1 active
2827 SwitchSetpoint2Or1
0 = setpoint 1 active
1 = setpoint 2 active
Table 4: Speed setpoint switching functions 1
Note
To facilitate commissioning, it is possible to directly pre-define a setpoint
by means of a PC or handheld programmer without having to modify the
inputs that have already been parameterized. This function is activated by
the parameter 4020 SpeedSetpPCOn, and the setpoint is adjusted by means
of the parameter 20 SpeedSetpPC. This function is non-latching, i.e., it will
not store that value. Following a  3.10 Reset of control unit, the original
value will be active again.
As the control may see several signals coming in at the same time, the signal sources
have been assigned different priorities with respect to the determination of setpoints.
For applications in general, the determination of the speed setpoint 2031 SpeedSetp is
illustrated by the below diagram.
53
yes
Setpoint
=0
Engine
stop?
yes
Setpoint
from PC
no
no
Setpoint
from PC?
yes
Idling
speed?
Setpoint
= Idling
speed
yes
no
Fixed
speed 1?
no
yes
Setpoint
= Fix 1
Fixed
speed 2?
1
Setpoint
= Fix 2
Setpoint
adjuster 1
no
Setpoint
selection
2
Setpoint
adjuster 2
Range
limitation
< 2033 >
yes
Ramp?
no
Setpoint
ramp
< 2032 >
yes
Droop?
no
Droop
< 2031 >
Speed
governor
Figure 14: Speed setpoint determination for general purposes
54
Strictly speaking, the function "Engine stop" (zero speed) does not represent a setpoint
adjustment; it is, however, assigned higher priority than any of the other functions. The
parameter 4810 StopImpulsOrSwitch permits to decide by way of configuration whether
the stop command is to be in effect for the period the command is being applied via the
switch or whether a pulse will suffice to activate the command until the engine comes to
a standstill.
4810 StopImpulseOrSwitch = 0
engine stop is active only as long as the stop
command is coming in
4810 StopImpulseOrSwitch = 1
engine stop is activated by a single switching
pulse until the engine stops
The parameter 3802 EngineStopRequest serves to indicate that the engine is being
stopped by some internal or external stop command. External engine stop is executed by
means of the switch 2810 EngineStop while for an internal engine stop the shutdown
command is issued by the control itself (e.g., in case of overspeed). The parameter 3803
EngineStopped is provided to indicate that the engine has stopped.
Setpoint adjustment by analogue adjusters(2900 Setpoint1Extern and 2901 Setpoint2Extern) is possible only if there is no setpoint coming in from the PC and if none of the
switches for fixed speed values has been actuated. Otherwise, the control will operate
according to the speed setpoint selected among 20 SpeedSetpPC, 10 SpeedMin1, 17
SpeedFix1 and 18 SpeedFix2.
In other words, though setpoint adjustment by the PC hat topmost priority it is used
only during commissioning. Therefore, it is the switching function for idle speed that
has highest priority in normal operation and is followed by the switching function for
fixed speed 1 which, in turn, ranks before fixed speed 2 and the setpoint adjusters.
The setpoint 2033 SpeedSetpSelect thus determined can be delayed by activated ramp
functions ( 7.2 Speed ramp) before droop is applied. The intermediary value attained
after ramping can be read from the parameter 2032 SpeedSetpRamp. The final setpoint
by which the control will operate can be viewed by the parameter 2031 SpeedSetp.
Note
The parameter 2031 SpeedSetp is equal to zero when the engine is at a
standstill or is to be shut down. On starting the engine, control is first by
idle speed. The actual setpoint will be active only when the engine has
started off and is running ( 5 Starting quantity limitation).
To adjust to the engine's operating conditions, two different speed rangesmay be preset, e.g., one for driving and one for stationary operation. For driving operation the
speed range is normally defined with regard to the requirements of the prime mover,
and for stationary operation with regard to those of the working machine.
These speed ranges are parameterized by means of the following parameters. These
limit values apply to all speed setpoint adjustments except for droop.
55
10 SpeedMin1
minimum speed for range 1
12 SpeedMax1
maximum speed for range 1
11 SpeedMin2
minimum speed for range 2
13 SpeedMax2
maximum speed for range 2
Speed range is assumed to be from 700 rpm to 2,100 rpm for driving operation,
and from 1000 rpm to 1,800 rpm for stationary operation. Besides, there are fixed
speeds to be provided for stationary operation at 1,200 rpm and at 1,500 rpm.
Number Parameter
10
11
12
13
17
18
SpeedMin1
SpeedMin2
SpeedMax1
SpeedMax2
SpeedFix1
SpeedFix2
Value
700
1000
2100
1800
1200
1500
Unit
rpm
rpm
rpm
rpm
rpm
rpm
The speed range switch as defined by the selector switch function 2814 SwitchSpeedRange2Or1 serves to select the speed range by which the control is supposed to
operate.
2814 SwitchSpeedRange2Or1 = 0 Control is operating by speed range 1
2814 SwitchSpeedRange2Or1 = 1 Control is operating by speed range 2
If no selector switch is provided (814 FunctSpeedRange2Or1= 0 and CommSpeedRange2Or1 = 0 or both parameters not available) the control will always operate
using speed range 1.
When the speed range is changed while the engine is running it may happen that the old
set value – and the current speed along with it – lies out of range of the new speed
range.. In such a case, the engine runs up to the new setpoint inside the new speed range
using the speed ramp ( 7.2 Speed ramp), if the latter is active.
Minimum and maximum speeds can be increased by  7.3 Droop.
Note
For variable operating conditions, it is in general possible to make use of two different
setpoint adjusters. The selector switch defined by the switching function 2827 SwitchSetpoint2Or1 is provided to select by which setpoint adjuster the control is going to operate.
56
2827 SwitchSetpoint2Or1 = 0
control is operating with setpoint adjuster 1
control is operating with setpoint adjuster 2
If no selector switch is provided (827 FunctSetpoint2Or1= 0 and 20827 CommSetpoint2Or1 = 0 or both parameters not available) the control will always operate using
setpoint adjuster 1.
The setpoint values of the setpoint adjusters are indicated by the parameters
2900 Setpoint1Extern
setpoint adjuster 1
setpoint adjuster 2
7.1.2 Vehicle operation
For vehicle operation the value of the parameter 1810 OperationMode must have been
set to "1" resp. the parameter 3810 OperationMode must display "1".
For particular vehicle applications, it may be desirable to freeze the current speed setpoint via a switch and to continue operation using this setpoint (variable fixed speed).
The assignment of the switches for storing the two setpoints is made by means of the
parameters 2829 SwitchFreezeSetp1 and 2830 SwitchFreezeSetp2.
2829 SwitchFreezeSetp1 = 1
value of setpoint 1 has been frozen
The setpoint coming in when the function is activated will be frozen. As long as the
function is active, the current setpoint will be compared with the stored setpoint. If the
set value coming from the setpoint adjuster exceeds the frozen value, operation will
continue using the current value of the setpoint adjuster; otherwise the frozen value is
used. The frozen setpoint, however, will be abandoned only when the switch is opened.
The speed setpoint resulting from this method of speed setpoint determination can be
read from the parameter 2033 SpeedSetpSelect.
Vehicle operation provides the additional option of having the control unit configured
as an  11.1 Idle/maximum speed governor. In this operating mode, the determination
of speed setpoints will define only idle and maximum speeds and possibly required intermediary speeds.
57
yes
Setpoint
=0
Engine stop?
yes
Setpoint
from PC
no
Setpoint
from PC?
yes
Setpoint
= Idling
no
Idle speed?
yes
Setpoint
= Fix 1
no
Fixed
speed 1?
yes
no
Fixed
speed 2?
no
1
Setpoint
= Fix 2
yes
>
yes
Setp 1
frozen.
value
Setpoint
frozen?
Setpoint
selection
2
no
just like
Setpoint
adjuster 1
no
Setpoint
adjuster 1
Frozen
value
Range
limitation
< 2033 >
Ramp?
no
Setpoint
ramp
< 2032 >
yes
Droop?
no
Droop
< 2031 >
Speed
governor
Figure 15: Determination of speed setpoints for vehicle operation
58
7.1.3 Locomotive operation
yes
Setpoint
=0
Engine stop?
yes
no
Setpoint
from PC?
yes
Setpoint
from PC
Setpoint
= Idling speed
no
Idle speed?
yes
Setpoint
= Fix 1
no
Fixed
speed 1?
yes
no
Fixed
speed 2?
2
Setpoint
= Fix 2
Setpoint 2
no
Setpoint
selection
0
(analogue)
1
Setpoint
mode
2
1
Speed notch
Fahrstufen
switches
Setpoint
adjuster 1
(analogue)
Digital
pot
Range
limitation
< 2033 >
yes
Ramp?
no
Setpoint
ramp
< 2032 >
yes
Droop?
no
Droop
< 2031 >
Speed
governor
Figure 16: Determination of speed setpoints for locomotive operation
59
For locomotive operation the value of the parameter 1810 OperationMode must have
been set to "2" resp. the parameter 3810 OperationMode must display "2".
In locomotive operation, setpoint 1 can be determined either via the analogue setpoint
adjuster 1 or via digital speed notch switches or via up/down keys serving as a digital
potentiometer. Selection of setpoint adjuster 1 is made by software using the parameter
5350 LocoSetpoint1Mode = 0
digital speed notch switches
setpoint adjuster
digital potentiometer.
It is also possible to switch over to setpoint 2 using the switch 2827 SwitchSetp2Or1.
Setpoint 2, however, will always be a setpoint adjuster.
7.1.3.1 Digital notch switches
For operation by speed notch switches the parameter 5350 LocoSetpoint1Mode must
be set to 0. The chapter  12.1 Speed notches contains a description of how to determine the actual speed notch (velocity stage) 3350 Notch by means of the speed notch
switches.
The speeds pertaining to the different running notches must be entered in the parameters 6900 through 6915 LocoSpeedLevel(x) with the index indicating the respective speed notch.
Using setpoint 1, the speeds for a locomotive are to be set from 500 rpm to 1200
rpm by means of 3 notch switches.
Number Parameter
5350
6900
6901
6902
6903
6904
6905
6906
6907
LocoSetpoint1Mode
LocoSpeedLevel(0)
LocoSpeedLevel(1)
LocoSpeedLevel(2)
LocoSpeedLevel(3)
LocoSpeedLevel(4)
LocoSpeedLevel(5)
LocoSpeedLevel(6)
LocoSpeedLevel(7)
Value
0
500
600
700
800
900
1000
1100
1200
Unit
rpm
rpm
rpm
rpm
rpm
rpm
rpm
rpm
7.1.3.2 Digital potentiometer
Setpoint 1 can also be implemented as a digital potentiometer so that setpoint adjustment can be made by push-buttons (Speed Up/Speed Down). To do so, the parameter 5350 LocoSetpoint1Mode must be set to the value "2". In contrast to generator operation, the digital potentiometer will not be additive in locomotive operation,
i.e., it will be the only operative setpoint adjuster.
60
The states of the switching functions of the digital potentiometer can be viewed by
the parameters
2825 SwitchSpeedInc = 0
no increase of the speed setpoint
increase of the speed setpoint
2826 SwitchSpeedDec = 0
no decrease of the speed setpoint
decrease of the speed setpoint
There will be no changes of the setpoint unless the two parameters read different values, i.e., if only one of the two functions is active. The ramping rate for the digital
potentiometer is set by means of the parameter 1210 DigitalPotSpeedRamp. If the
signals for changing the setpoint consist of pulses, these pulses must have a duration
of at least 10 ms in order to be detected by the control circuit. The control electronics
will respond to pulses for changing the setpoint only when the engine is running.
Setpoint changes will be possible until either maximum or minimum speed is attained. Furthermore, speed will be increased only if fuel quantity has not yet attained
maximum limitation, and likewise decreased only, when fuel quantity has not yet attained minimum limitation. With the engine standing, the accumulated offset will be
cleared.
When there is a change-over to the digital potentiometer (de-activation of fixed
speed or change-over from setpoint 2 to setpoint 1) the currently set speed is used as
an initial value for adjustment by the digital potentiometer. This avoids unwanted
setpoint skips.
Speed is to be adjusted using the digital potentiometer. Speed change is supposed
to be 25 rpmps throughout.
Number Parameter
1210 DigitalPotSpeedRamp
5350 LocoSetpoint1Mode
Value
25
2
Unit
rpmps
61
7.1.4 Generator operation
yes
Setpoint
=0
Engine
stop?
yes
Setpoint
from PC
no
Setpoint
from PC?
yes
no
Idling
speed?
Setpoint
= Idling
speed
yes
no
Fixed
speed 1?
yes
Setpoint
= Fix 1
no
Fixed
speed 2?
no
1
Setpoint
= Fix 2
Setpoint
selection
Setpoint
adjuster 1
2
Setpoint
adjuster
2
automatcal automatic/
manual ?
Range
limitationg
manual
< 2033 >
yes
Ramp?
no
analogue
Synchronization?
digital
manual
Digital
pot
SyG 02
automatic
no
no
Setpoint
ramps
Load
control?
Analogue
pot
LMG 03
Digital
pot
+
< 2032 >
yes
Droop?
no
Droop
< 2031 >
Speed
control
Figure 17: Determination of speed setpoints for generator sets
62
For generator operation the value of the parameter 1810 OperationMode must have
been set to "3" resp. the parameter 3810 OperationMode must display "3".
For parallel generator operation, various devices are required to perform synchronization and real load sharing in isolated parallel operation or real load control when paralleled to the mains ( 13 Generator operation). All of these devices will affect the speed
setpoint. For this reason, a setpoint value for synchronizing and another setpoint value
for load control are added to the delayed setpoint value as determined by the speed setting. This signed offset is indicated by 2042 GenSetOffset.
In most cases, generator operation will not require variable speed setting as the engine
is run at rated speed only. Starting from this condition, synchronization and load control
can then be conducted.
For configuring speed setting it is therefore recommended to assign rated speed to fixed
speed 1 and to preset this switching function inverted with respect to engine stop.
Number Parameter
10
17
810
815
SpeedMin1
SpeedFix1
FunctEngineStop
FunctSpeedFix1
Value
700
1500
1
-1
Unit
rpm
rpm
Due to the priorities of setpoint determination fixed speed 1 will always be active when
there is no engine stop ( 7.1.1 General application).
During cranking the engine, however, speed will automatically set to minimum speed
( 5 Starting quantity limitation). If after engine start rated speed is to be run up to via a
 7.2 Speed ramp it will suffice to parameterize and activate this ramp.
Number Parameter
230 SpeedRampUp
231 SpeedRampDown
4230 SpeedRampOn
Value
50
50
1
Unit
rpmps
rpmps
When the engine is supposed to run at idle speed for a certain time to warm up after
start-up or to cool down before being stopped it will be necessary to use a specific
switching function for changing over between idle speed and fixed speed besides the
switching function for engine stop. The following example illustrates this change-over,
but it is equally possible to use two separate inputs for the two switching functions. In
this case, idle speed will have priority when both are simultaneously active.
63
Number Parameter
10
17
810
811
815
SpeedMin1
SpeedFix1
FunctEngineStop
FunctIdleSpeed
FunctSpeedFix1
Value
700
1500
1
-2
2
Unit
rpm
rpm
Even when the engine is running at rated speed only, the minimum and maximum
speeds must have been set to reasonable values since by synchronization and load control a speed offset will be generated and added to rated speed.
As an orientation, minimum and maximum speeds should differ from rated speed by at
least 5 % as in the following example:
Number Parameter
Value
10 SpeedMin1
12 SpeedMax1
17 SpeedFix1
1425
1575
1500
Unit
rpm
rpm
rpm
7.1.5 Marine application
For marine operation the value of the parameter 1810 OperationMode must have been
set to "4" resp. the parameter 3810 OperationMode must display "4".
In marine operation, the speed setpoint is usually set by the bridge (remote operation)
using a 4..20 mA current signal. This signal is sent to an analogue input and assigned to
setpoint 1 by the parameter 900 AssignIn_Setp1Ext ( 21.4 Assigning inputs to sensors
and setpoint adjusters). Adjustment by setpoint 2 is provided for manual or emergency
operation to be conducted from the enginge room (local operation). The setpoint selector switch is defined by the switching function:
setpoint 1 active
setpoint 2 active
Setpoint 1 is always analogue and is indicated by the parameter 2900 Setpoint1Extern.
Setpoint 2 can be configured alternatively as an analogue setpoint adjuster (indicated by
parameter 2901 Setpoint2Extern) or as a digital potentiometer. The type of setpoint adjuster 2 is selected by means of the parameter
64
5250 ShipSetp2DigiOrAna = 0
setpoint 2 = setpoint adjuster
5250 ShipSetp2DigiOrAna = 1
setpoint 2 = digital potentiometer.
yes
Setpoint
=0
Engine
stop?
yes
Setpoint
from PC
no
Setpoint
from PC?
yes
Setpoint
=Idling
speed
no
Idling
speed?
yes
Setpoint
= Fix 1
no
Fixed
speed 1?
yes
no
Fixed
speed 2?
1
Setpoint
= Fix 2
Setpoint 1
no
Setpoint
selection
analog
(Bridge)
2
analog
digital
digital
(by software)
Setpoint 2
(Engine room)
Digital
pot
Range
limitation
< 2033 >
yes
Ramp?
no
Setpoint
ramp
< 2032 >
yes
Droop?
no
Droop
< 2031 >
Speed
governor
Figure 18: Determination of setpoints for marine operation
65
7.1.5.1 Digital potentiometer
If setpoint 2 has been configured as a digital potentiometer, setpoint adjustment is
made by push-buttons (Speed Up/Speed Down). In contrast to generator operation,
the digital potentiometer will not be additive in marine operation, i.e., it will operate
as the sole setpoint adjuster. If, e.g., the switch for fixed speed 1 is set, this speed
will be directly run up to without any offset, and the digital potentiometer will be inactive.
The digital potentiometer is defined by the two switching functions 2825 SwitchSpeedInc and 2826 SwitchSpeedDec:
no increase of speed setpoint
increase of speed setpoint
decrease of the speed setpoint
There will be changes of the setpoint only if the two parameters read different values, i.e., if only one of the two functions is active. The ramping rate for the digital
potentiometer is set by means of the parameter 1210 DigitalPotSpeedRamp. If the
signals for changing the setpoint consist of pulses, these pulses must have a duration
of at least 10 ms in order to be detected by the control circuit. The control electronics
will respond to pulses for changing the setpoint only when the engine is running.
Setpoint changes will be possible until either maximum or minimum speed is attained. Furthermore, speed will be increased only if fuel quantity has not yet attained
maximum limitation, and likewise decreased only, when fuel quantity has not yet attained minimum limitation. The current offset value of the digital pot can be viewed
by the parameter 2041 DigitalPotOffset. With the engine standing, the accumulated
offset will be cleared.
When there is a change-over to the digital potentiometer (de-activation of fixed
speed or change-over from setpoint 1 to setpoint 2) the currently set speed is used as
an initial value for the adjustment by the digital potentiometer.
If in marine operation there is a failure of speed adjustment by setpoint 1 the digital
potentiometer is automatically activated to ensure that speed changes will still be
possible for emergency operation. Additional information is to be found in the chapter  21.6 Modifying reactions to sensor errors.
66
7.1.5.2 Temperature dependent idle speed
When the engine is cold idle speed can be increased in dependence of temperature.
Engine temperature ( 2907 CoolantTemp) is sensed by a temperature sensor. If engine temperature falls below 62 SpeedMinTempHigh, idle speed is increased linearly
until, with the engine at temperature 61 SpeedMinTempLow, it reaches the value 60
SpeedMinAtTempLow.
Temperature dependent raising of idle speed will also be in effect during engine start
if idle speed is pre-defined as speed setpoint. This does not depend on the selected
start type.
Temperature dependent idle speed is activated by the parameter 4060 SpeedMinTempOn = 1.
Number Parameter
10
60
61
62
SpeedMin1
SpeedMinAtTempLow
SpeedMinTempLow
SpeedMinTempHigh
Value
Unit
700
950
-20
10
rpm
rpm
°C
°C
Activation:
4060 SpeedMinTempOn
1
IDLING SPEED
Idling speed for
cold engine
<60>
Idling speed
<10>
Cold engine
<61>
Warm engine
TEMPERATURE [°C]
<62>
Figure 19: Temperature dependent idle speed
67
7.2 Speed ramp
For prime movers of ships, locomotives and certain types of vehicles, it will be frequently
desirable to have the speed not change abruptly when the set value is altered, but to make it
attain the new setpoint smoothly.
To achieve this, the control provides ramps to retard acceleration. The delay rate of increasing or decreasing the set value can be adjusted separately in either direction. Furthermore, it is possible to decide on the type of speed ramp by means of the parameter
4232 SectionalOrFixedRamp = 0 fixed speed ramp
4232 SectionalOrFixedRamp = 1 sectional speed ramp
The ramp functions are activated by the parameter 4230 SpeedRampOn.
7.2.1 Fixed speed ramp
With the fixed speed ramp, the rate by which the setpoint is delayed will be the same for
the entire speed range. The ramp rates for ramping upward and downward can be separately set by means of the parameters
230 SpeedRampUp
ramping rate for upward ramp
231 SpeedRampDown
ramping rate for downward ramp
The unit of these parameters is again given by speed increase or -speed decrease per
second. Both ramps are enabled through the parameter 4230 SpeedRampOn. For the
fixed speed ramp, the parameter 4232 SectionalOrFixedRamp must in addition have
been set to "0". If ramping is desired in one direction only, the maximum value (4000
rpmps) is to be entered for the other direction.
The speed setpoint as delayed by the ramp can be viewed by the parameter 2032 SpeedSetpRamp. The parameter 2033 SpeedSetpSelect represents the speed setpoint that the
ramp is supposed to ramp to.
Speed is supposed to rise from 1,000 rpm to 1,500 rpm in the course of 20 seconds. This is equivalent to increasing speed by 500 rpm within 20 seconds or by
25 rpm per second. Deceleration is to work without a ramp.
Number Parameter
230 SpeedRampUp
231 SpeedRampDown
Value
25
4000
Unit
rpmps
rpmps
Activation:
4230 SpeedRampOn
4232 SectionalOrFixedRamp
68
1
0
7.2.2 Sectional speed ramp
For certain applications, such as asynchronous generators or ship maneuvering operation, it is desirable that the ramping rate be not the same over the entire speed range. To
achieve this, the control offers the option to split the full speed range up into 3 sections
and to set different ramping rates for each respective section. This also implies that the
ramping rate will depend on the current setpoint value 2031 SpeedSetp.
The switch points where the ramping rate is to change are determined by these parameters
236 SpeedSwitchToRamp2
Rate change from section 1 to section 2
237 SpeedSwitchToRamp3
Rate change from section 2 to section 3
The various ramping rates by which the setpoint is to be delayed within the respective
sections are set by means of the following parameters:
230 SpeedRampUp
ramp rate for ramping up in section 1
231 SpeedRampDown
ramp rate for ramping down in section 1
232 SpeedRampUp2
233 SpeedRampDown2
234 SpeedRampUp3
235 SpeedRampDown3
The unit of these parameters is again given by speed increase or -speed decrease per
second. The ramps are enabled via the parameter 4230 SpeedRampOn, selection of the
sectional speed ramp is made by setting 4232 SectionalOrFixedRamp = 1.
When only two ramp sections are to be used then switch point 2, i.e. parameter 237
SpeedSwitchToRamp3 must be set to maximum speed value.
The speed setpoint as delayed by the ramp can be viewed by the parameter 2032 SpeedSetpRamp. The parameter 2033 SpeedSetpSelect represents the speed setpoint that the
ramp is supposed to ramp to.
69
SPEED
[rpm]
Maximum speed
<12>
Range 3 for
ramp rates
<234>,<235>
Switch point 2
<237>
Range 2 for
ramp rates
<232>,<233>
Switch point 1
<236>
Range 1 for
ramp rates
<230>,<231>
Mimimum speed
<10>
TIME [s]
Figure 20: Speed profile of sectional speed ramp
The upward ramping rate between minimum speed and 800 rpm is supposed to be
100 rpmps, and speed reduction to be performed as fast as possible. The upward
ramping rate between 800 rpm and 1200 rpm is to be 50 rpmps, the downward
ramping rate 40 rpmps. Between 1200 rpm and maximum speed both the upward
and downward rates shall be 20 rpmps.
Number Parameter
230
231
232
233
234
235
236
237
SpeedRampUp
SpeedRampDown
SpeedRampUp2
SpeedRampDown2
SpeedRampUp3
SpeedRampDown3
SpeedSwitchToRamp2
SpeedSwitchToRamp3
Value
100
4000
50
40
20
20
800
1200
Unit
rpmps
rpmps
rpmps
rpmps
rpmps
rpmps
rpm
rpm
Activation:
4230 SpeedRampOn
4232 SectionalOrFixedRamp
70
1
1
7.3 Droop
The droop (also called proportional band)of an engine is defined as the permanent speed
drop when the engine takes on load. It is desirable that droop and, hence, speed drop be
zero (isochronous operation). For certain applications, however, droop will be required,
e.g. for
 vehicle operation
 isolated and mains parallel operation of generator sets, when no accessory units by
HEINZMANN are being used
 special load sharing modes, e.g.,. parallel operation with mechanical governors
The settings explained in the following section refer to variable speed operation. For vehicle operation by  11.1 Idle/maximum speed governor, droop can independently be adjusted for idle and maximum speed control.
In isochronous operation without droop, any fuel quantity may be set with a pre-defined
fixed speed setpoint. When using droop, however, there is a close interrelation between
speed and fuel quantity. In this case, the pre-defined speed setpoint corresponds to that for
full load. Depending on current load, droop is used to calculate an offset which after being
added to the given speed setpoint will yield the actual speed setpoint for the control unit.
Activation of droop is achieved by setting the parameter 4120 DroopOn = 1. To accommodate droop to the current operating state of the controlled engine, the possibility of
choosing between two droops has been provided. A switching function 2812 SwitchDroop2Or1 is provided to select the droop by which the control is supposed to operate.
The respective selection is indicated by:
2812 SwitchDroop2Or1 = 0
control is operating by droop 1 (120 Droop1)
2812 SwitchDroop2Or1 = 1
control is operating by droop 2 (125 Droop2)
If measured power is available in 2918 MeasuredPower and 4121 DroopLoadOrFuel is
active, droop is calculated on load-basis. 1232 RatedPower shows the value for 100 %
load. If measured power is not available or the sensor is down, droop is calculated on the
basis of the actuator reference values for zero load and full load – these should therefore
always be parameterized even if they are not used during normal operation.
71
100
Full load quantity
Droop
Zero load speed
Rated speed
Figure 21: Droop
The following section only explains the adjustment of droop 1, since the adjustment of
droop 2 is identical. Frequently only one switch position with droop is used, while the
other is assigned a value of 0%.
The following relation holds:
XP 
n0  nV
 100 %
nV
XP
Droop in %
nV
Reference speed at full-load
n0
Speed at zero-load
Example:
full-load speed:
1500 rpm
zero-load speed:
1560 rp,
Droop 
1560  1500
*100%  4%
1500
Any adjustment of droop refers to the reference speed as set by 123
Droop1SpeedRef (or 128 Droop2SpeedRef respectively for droop 2). Thus, e.g., for a reference speed of 123 Droop1SpeedRef = 1500 rpm, a droop of 120 Droop1 = 4 % will yield
a speed change of 60 rpm.
72
This speed change, however, will apply only to the working range between full-load and
zero-load. As reference values the measurements of 2918 MeasuredPower with 1232 RatedPower for full-load and 0 % (resp. 0 kW) for zero-load are used. If no load measurement
data are available, the reference points of fuel quantities 122 Droop1RefHighand 121
Droop1RefLow are used. For correct adjustment therefore the full-load fuel quantity 122
Droop1RefHigh and the zero-load fuel quantity 121 Droop1RefLow (resp. respectively 127
Droop2RefHigh and 126 Droop2RefLow for droop 2) must be known for the respective
reference speed.
The droop offset will be the same over the entire speed range. Using the values of the
above example, the offset for idle speed 700 rpm will also be 60 rpm between zero load
and full load. The relative droop, however, as relating to the current speed setpoint will
change within the speed range. In the example, it will be 8.6 % at 700 rpm, 4 % at reference speed 500 rpm and, accordingly, 2.9% at maximum speed 2100 rpm, each time calculated from the fixed offset of 60 rpm.
The current relative droop as relating to the current speed setpoint is indicated by the parameter 2120 DroopPresent. The speed offset as calculated from droop can be viewed by
the parameter 2040 DroopOffset. This offset is added to the speed setpoint value after the
ramp 2032 SpeedSetpRamp thus yielding the speed setpoint 2031 SpeedSetp for the control
unit.
Number Parameter
10
12
120
121
122
123
SpeedMin1
SpeedMax1
Droop1
Droop1RefLow
Droop1RefHigh
Droop1SpeedRef
Value
700
2100
4
10
230
1500
Unit
rpm
rpm
%
mm3/str
mm3/st
rpm
Indication at minimum speed and zero-load quantity:
2031
2032
2033
2040
2120
2812
SpeedSetp
SpeedSetpRamp
SpeedSetpSelect
DroopOffset
DroopPresent
SwitchDroop2Or1
760
700
700
60
8,6
0
rpm
rpm
rpm
rpm
%
(independent of quantity)
(independent of quantity)
Activation:
4120 DroopOn
Note
1
Since droop is added to the set speed the value range of minimum and maximum speed will be valid only for the full-load reference points when using
droop. Below these fuel quantities, droop will increase minimum and maximum speeds.
73
8 Optimizing control circuit stability
Once the engine is running, the first step should always be to optimize control circuit stability. With diesel engines operating permanently at constant speeds (e.g., genset operation), a
basic adjustment of the PID parameters will do. For other applications, it may prove necessary to correct the PID parameters in dependence of speed or injection quantity. This may
particularly be required for engines with large ranges of speed variation. The following chapters cover the adjustment of the PID parameters as well as the speed and quantity dependent
correction of the PID values.
8.1 Adjustment of PID parameters
Adjustment of the PID parameters will always be the first step to be taken. The values defined at this stage will serve as a basis for all subsequent corrections. During adjustment,
any other functions affecting control circuit stability must be de-activated.
When optimizing the PID parameters, the initial values are to be set as follows:
Number Parameter
100 Gain
101 Stability
102 Derivative
Value
15
10
0
Unit
%
%
%
Caution! Before starting the engine, take care to
ensure separate overspeed protection!
With these values set, the engine is started and run up to the working point for which the
adjustment is to be made. As a rule, this working point will be at rated speed and off-load.
For optimization of the PID parameters, proceed by the following steps:

Increase the P-factor 100 Gain until the engine tends to become unstable. Then, decrease the P-factor again until the speed oscillations disappear or are reduced to a
moderate level.

Increase the I-factor 101 Stability until the engine passes over to long-waved speed
oscillations.

Increase the D-factor 102 Derivative until the speed oscillations disappear. If the oscillations cannot be eliminated by the D-factor, the I-factor will have to be reduced.
With these values set, disturb engine speed for a short moment (e.g., by shortly operating
the engine stop switch) and observe the transient response. Continue to modify the PID parameters until the transient response is satisfactory.
The fuel setpoint value as determined by the control circuit is indicated by the parameter
2110 FuelSetpSpeedGov. This value is limited by the  9 Limiting functions to yield the
fuel setpoint 2350 FuelQuantity.
74
8.2 PID map
As speed goes up, the engine's kinetic energy is equally bound to increase. With regard to
the governor, this implies that its characteristic dynamics values (PID) may also have to be
increased. When the engine takes on load, the remaining free engine acceleration is reduced which in turn may admit of another increase of the dynamic parameters.
Normally, the PID parameters are set at rated speed and off-load. As a consequence, it may
be desirable to reduce the PID values for minimum speed and to increase the PID values
for load. The PID parameters as set for rated speed and off-load ( 8.1 Adjustment of PID
parameters) will serve as a basis for correction. Setting the correction value to 100 % the
will leave the PID parameters unaltered. Starting from this value, correction can be made
in upward direction (maximum 400 %, which will be equivalent to increasing the PID parameters four times) as well as in downward direction (though 0 % is the minimum possible value, values below 10 % should never be entered).
The values for the stability mapare stored under the following parameter numbers:
6100 PIDMap:n(x)
speed values for stability map
6150 PIDMap:f(x)
fuel quantity values for stability map
6200 PIDMap:Corr(x)
correction values for stability map.
In gensets, if a measured power value can be made available in 2918 MeasuredPower it is
advisable to use the speed- and load-dependent PID map
6100 PIDMap:n(x)
speed values for stability map
6350 PIDMap:P(x)
load values for stability map
6200 PIDMap:Corr(x)
correction values for stability map.
In case of general activation of the map with 4100 PIDMapOn = 1, the map type is selected by
4101 PIDMapPowOrFuel = 0
dependent on speed and fuel quantity
4101 PIDMapPowOrFuel = 1
dependent on rotational speed and load.
10 base points each are available for correction. which implies that there exists a maximum
number of 100 correction values. A base point consists of a speed value and a fuel quantity/. load value and of the respective correction value. For adjacent correction values the
intermediary values are interpolated by the control. If PID correction is performed in dependence of either speed or fuel quantity/load alone, any unused values must be set to zero
( 3.8 Parameterization of maps).
If the current working point of the engine lies outside the map as specified by the mapping
parameters, the control will calculate the value which is located on the border of the map
and take this as the associated correction value.
75
The actual correction value which is being used to correct the PID parameters with regard
to the current working point can be viewed by the parameter 2100 PID_CorrFactor. The
stability map is activated by means of the parameter 4100 PIDMapOn.
In the below examples, correction of PID parameters will be explained using two correction values for each case and correspondingly four values for the characteristic map
Note
The HEINZMANN PC programme  3.3 DcDesk 2000 provides an easy and
comfortable way of adjusting the map as it allows to have the map displayed
three-dimensionally and to view the adjustment values listed in tables.
8.2.1 Speed dependent correction of PID parameters
PID CORRECTION
VALUES
Setting of PID values
(Correction value = 100)
PID value without
correction
Correction of
the values
<6201>
Correction value
<6200>
Minimum speed
Maximum speed
<6100>
<6101>
SPEED
Figure 22: Speed dependent correction
The PID values are entered for maximum speed, and on commissioning the engine they
are accordingly adjusted at zero load. For minimum speed, a downward correction is
entered and suitably adjusted on the engine.
Number Parameter
6100
6101
6102
:
6109
PIDMap:n(0)
PIDMap:n(1)
PIDMap:n(2)
:
PIDMap:n(9)
700
2100
0
:
0
6150 PIDMap:Q(0)
: :
6159 PIDMap:Q(9)
0
:
0
6200 PIDMap:Corr(0)
6201 PIDMap:Corr(1)
76
Value
60
100
Unit
rpm
rpm
rpm
rpm
mm3/str
mm3/str
%
%
Activation:
4100 PIDMapOn
1
8.2.2 Injection Quantity Dependent Correction of PID Parameters
PID CORRECTION VALUES
Adjustment of PID values
(Correction value = 100)
Correction value
<6201>
Correction
of the values
PID value without correction
<6200>
Zero-load
Full load
<6150>
<6151>
INJECTION QUANTITY
Figure 23: Injection-dependent correction
Input of the values and adjustment with the engine running is done off-load. For fullload, an upward correction is provided.
Number Parameter
6100 PIDMap:n(0)
: :
6109 PIDMap:n(9)
6150
6151
6152
:
6159
PIDMap:Q(0)
PIDMap:Q(1)
PIDMap:Q(2)
:
PIDMap:Q(9)
6200 PIDMap:Corr(0)
6210 PIDMap:Corr(10)
Value
0
:
0
Unit
rpm
rpm
60
230
0
:
0
mm3/str
mm3/str
mm3/str
100
150
%
%
mm3/str
Activation:
4100 PIDMapOn
1
77
8.2.3 Stability Map
By setting the PID parameters of the stability map, the parameters will be subject to
modification in dependence on both speed and injection quantity. This may be required,
e.g., for engines with large ranges of speed variation.
3 <6211>
(L
oa
d)
PID VALUES
Q
ua
nt
ity
(+)
io
n
(-)
2 (-) correction value at minimum speed and off-load
In
je
ct
4 <6210>
<6151>
3 (+) correction at maximum
speed and full-load
1 <6201>
(-)
1 setting the PID values at maximum speed and off- load
2 <6200>
<6150>
4 (-) correction at minimum
speed and full-load
<6100>
<6101>
SPEED
Figure 24: Stability map
The basic setting is done at rated speed and off-load (point 1). Then the first correction
(point 2) is made at minimum speed and off-load. The next correction (point 3) is carried out at rated speed and full load, and finally the last correction (point 4) is made at
minimum speed and with the respective load.
Number Parameter
6100
6101
6102
:
6109
6150
6151
6152
:
6159
6200
6201
6210
6211
PIDMap:n(0)
PIDMap:n(1)
PIDMap:n(2)
:
PIDMap:n(9)
PIDMap:f(0)
PIDMap:f(1)
PIDMap:f(2)
:
PIDMap:f(9)
PIDMap:Corr(0)
PIDMap:Corr(1)
PIDMap:Corr(10)
PIDMap:Corr(11)
Value
700
2100
0
:
0
60
230
0
:
0
60
100
90
150
Unit
rpm
rpm
rpm
rpm
mm3/str
mm3/str
mm3/str
mm3/str
%
%
%
%
(point 2)
(point 1)
(point 4)
(point 3)
Activation:
4100 PIDMapOn
78
1
8.3 Temperature dependent correction of stability
While the engine is still cold, it may show a tendency towards speed oscillations in spite of
the stability map. In this event, the stability map can be corrected in dependence of temperature. Depending on the engine, the map is corrected in upward or downward direction.
PID CORRECTION
VALUE
PID value without correction
equivalent to 100 %
Correction of
the values
Correction value
<160>
High temperature TEMPERATURE
Low temperature
<161>
<162>
Figure 25: Temperature dependent correction of stability
Engine temperature ( 2907 CoolantTemp) is sensed by a temperature sensor. If engine
temperature falls below the high value for the cold engine 162 PID_CorrTempHigh the entire characteristic map is corrected by the value calculated by the control in accordance
with the above figure. If engine temperature falls below the low value for the cold engine
161 PID_CorrTempLow the characteristic map is corrected by the value given by 160
PID_ColdCorr.
This function is enabled by setting the parameter 4160 PIDTempOn = 1.
Number Parameter
160 PID_ColdCorr
161 PID_CorrTempLow
162 PID_CorrTempHigh
Value
60
-20
10
Unit
%
°C
°C
Activation:
4160 PIDTempOn
1
79
8.4 Correction of PID Parameters for Static Operation
When running engines with small load flywheel effects, load changes may result in considerable speed drops or speed rises. This is caused mainly by the fact that the control's Pfactor (gain) required for the engine to run smoothly in steady-state operation is rather
small. As a countermeasure, the HEINZMANN digital controls offer the option to adjust
the PID values for dynamic operation and to reduce them for static (steady-state) operation. By this, it can be ensured that the engine runs properly after having attained steadystate operation and that the governor still remains capable of reacting quickly to load
changes.
If the speed deviation between actual and set speed is within the range of 111 StaticCorrRange the PID parameters will be corrected by the value given by 110 StaticCorrFactor. Outside twice this range, the normal parameters will be valid. If speed deviation is
somewhere in between, there will be interpolation to ensure smooth transition. This function is enabled by the parameter 4110 StaticCorrOn = 1.
The value of 110 StaticCorrFactor should be set to 40-70 %.
PID CORRECTION VALUE
PID values without correction
corresponding to 100 %
Correction
of the values
Correction value
<110>
StaticCorrRange
2 * StaticCorrRange
SPEED DEVIATION
Figure 26: Correction for static operation
Number Parameter
110 StaticCorrFactor
111 StaticCorrRange
Value
50
20
Unit
%
rpm
Activation:
4110 StaticCorrOn
80
1
8.5 Load jump regulation in generator systems (DT1 factor)
In additions to the factors P, I and D it is possible to pre-set a DT1 factor for the speed
control circuit which allows to correct load jumps faster and better. To this purpose either a
load jump detector or a speed jump detector is required.
For load jump detection, information on current load must be available in 2918 MeasuredPower. If current load is not measured, a load jump can alternatively be identified by a
speed jump. Added load causes speed overshooting and dropped load causes speed undershooting. The function to use (load jump detection or speed jump detection) can be selected separately.
The reaction to load jumps must be observed at the engine, in order to derive the threshold
values and the DT1 factor. Time is the reduction of the speed overshooting/undershooting
and the shortening of control time. The control circuit takes the DT1-factor into account
only if the respective function is active.
It doesn’t make sense to activate both functions at the same time, for this can result in an
undesired amplification of speed deviation in the opposite direction. But it may be useful
to test both variants in order to be identify the variant that is better suited. Depending on
the load measurement unit used, it is possible that load jump recognition from load change
takes longer than from speed change – and this is a matter where quick reaction is of crucial importance. The DT1-factor can be activated in addition to rapid power cut-off ( 8.6
Load shedding in generator systems).
Load and speed jump monitoring by principle becomes active only above the speed threshold 28 DT1SpeedThreshold, which should be set far enough below rated speed to enable
the registering of speed undershooting. Both the speed setpoint 2031 SpeedSetp and actual
speed 2000 Speed must be above this threshold.
To prevent a false interpretation of speed setpoint jumps, an additional maximum admissible speed setpoint difference should be set in 29 DT1SpeedSpDiffThresh. This condition
becomes active only if load jump recognition by speed jump is active. Only if the speed
setpoint changes by less than 29 DT1SpeedSpDiffThresh the speed jump is reacted on in
the sense of a load jump. It does not make sense to enter the value 0 since especially in
generator systems the speed setpoint is changed continually for adjustment to the load.
Load gradient (load change rate) 2029 LoadGradientDT1 is determined on the basis of
2918 MeasuredPower through the filter 35 PowerGradDT1Filter and speed gradient
(speed change rate) 2028 SpeedGradientDT1 is calculated from 2000 Speed through the
filter 33 SpeedGradDT1Filter.
A load jump is recognized and indicated in 2122 LoadJumpActive if the value of the load
gradient 2029 LoadGradientDT1 is higher than 34 LoadGradDT1Thresh. A speed jump is
recognized and indicated in 2121 SpeedJumpActive if the value of the speed gradient 2028
SpeedGradientDT1 exceeds 32 SpeedGradDT1Thresh.
81
To the load gradient the amplification factor 104 LoadDT1 is added and transmitted as additive factor to the PID control circuit if the function has been activated with 4029
LoadGradientDT1On = 1. To the speed gradient the DT1-factor 103 SpeedDT1 is added
and transmitted to the PID control circuit as new factor, if the function has been activated
with 4028 SpeedGradientDT1On = 1.
The load jump or the resulting Speed jump are regarded as compensated when the Speed
2000 Speed stays within the range +/- 30 DT1SpeedDiffMax around the current Speed setpoint for the duration of 31 DT1SpeedDiffTime.
Parameterizing Example 1:
It is wished that the DT1 factor shall become effective above 1350 rpm. Intervention shall occur when load gradient rises or falls by more than 10%. Filtering of
load gradient shall occur on basis of 2918 MeasuredPower with a time constant of
0.12 s. DTI factor shall be 25%. The load jump shall be considered corrected
when deviation from set speed and measured speed is less than 10 rpm for 3 s.
Number Parameter
28
30
31
34
35
104
2029
2122
2918
DT1SpeedThreshold
DT1SpeedDiffMax
DT1SpeedDiffTime
LoadGradDT1Thresh
LoadGradDT1Filter
LoadDT1
LoadGradientDT1
LoadJumpActive
MeasuredPower
Value
1350
10
3
10
0,12
25
150
0/1
70
Unit
rpm
rpm
s
%/s
s
%
%/s
%
Activation:
4029 LoadGradientDT1On
1
Parameterizing Example 2:
It is wished that the DT1 factor becomes effective above 1350 rpm, but only if set
speed has not changed by more than 25 rpm. Intervention shall occur when load
gradient rises or falls by more than 20 rpmps. Speed filtering for calculation of
speed gradient shall use a time constant of 0.12 s. DTI factor shall be 30%. The
load jump shall be considered corrected when deviation from set speed and measured speed is less than 10 rpm for 3 s.
Number Parameter
28
29
30
31
32
82
DT1SpeedThreshold
DT1SpeedSpDiffThresh
DT1SpeedDiffMax
DT1SpeedDiffTime
SpeedGradDT1Thresh
Value
1350
25
10
3
20
Unit
rpm
rpm
rpm
s
rpmps
33
103
2000
2028
2121
SpeedGradDT1Filter
SpeedDT1
Speed
SpeedGradientDT1
SpeedJumpActive
0,12
30
1495
300
0/1
s
%
rpm
rpmps
Activation:
4028 SpeedGradientDT1On
1
8.6 Load shedding in generator systems
Opening the generator contactor under load (e.g. during power failure) may lead to great
speed overshoots. In order to react quickly in such cases and to minimize the overshoot,
the opening of the contactor can be used to reduce the speed control immediately to zeroload fuel quantity. To do so, the generator contactor must be connected to the switch function 2846 SwitchGenBreaker. Zero-load fuel quantity is set in 352 FuelAtZeroLoad. In addition, the control unit continually determines the effective value of minimal fuel quantity,
which can be lower than the value of the parameter.
83
9 Limiting functions
For optimum engine performance, it is necessary that the control provide various limitations
of fuel injection quantity. The following figure gives an overview of the most significant limiting functions.
INJECTION QUANTITY
[mm3/str]
Boost dependent
quantity limitation
Speed dependent
quantity limitation
300
Maximum injection
quantity value
(absolute limitation)
270
240
210
Load limitation
180
150
120
90
Minimum speed
60
Maximum speed
30
500
1000
1500
2000
2500
SPEED [rpm]
Figure 27: Important limiting functions
If different limiting functions are operable the one yielding the smallest injection quantity
value will override all others. The currently valid injection quantity is indicated by parameter
2350 FuelQuantity. In addition, unlimited fuel quantity is transmitted by parameter 2361 FuelQuantityUnlimit.
The parameter 711 FuelLimitMaxAbsolute can be used to define a fixed maximum injection
limit. This limit value will always be active.
During start-up, the speed and boost pressure dependent fuel limitations are disabled ( 5 Starting quantity limitation).
Note
The parameters 2700 through 2720 are provided to indicate the maximum injection quantity
admissible under the current operating conditions (speed, boost pressure) and to display
which limiting function is presently active. These parameters are listed and described in the
below table.
84
Indication parameters
Meaning
2701 FuelLimitMax
currently admissible maximum injection
quantity
2702 FuelLimitStart
currently admissible maximum starting injection quantity
2703 FuelLimitSpeed
currently valid speed dependent limit value
for injection
2704 FuelLimitBoost
currently valid boost dependent limit value
for injection
2705 FuelLimitForced
momentarily valid injection limit as resulting
from externally activated forced limitation
2706 FuelRedCoolantTemp
fuel limitation due to coolant temperature
2707 FuelRedChargeAirTemp
fuel limitation due to charge air temperature
2708 FuelRedFuelTemp
fuel limitation due to fuel temperature
2709 FuelRedAmbientPress
fuel limitation due to ambient pressure
2923 FuelLimitExtern
externally forced limitation
2710 FuelLimitMinActive
1 = for lower limit
2711 FuelLimitMaxActive
1 = for upper limit
2712 StartLimitActive
1 = for starting quantity limitation
2713 SpeedLimitActive
1 = for speed dependent limitation
2714 BoostLimitActive
1 = for boost pressure dependent limitation
2715 ForcedLimitActive
1 = for external forced limitation
2716 CoolantTempRedActive
1 = fuel limitation due to coolant temperature
is active
2717 ChAirTempRedActive
1 = fuel limitation due to charge air temperature is active
2718 FuelTempRedActive
1 = fuel limitation due to fuel temperature is
active
2719 AmbPressTempRedActive
1 = fuel limitation due to ambient pressure is
active
2720 FuelLimitExtActive
1 = for forced limitation is active
Table 5: Limiting functions
9.1 Speed dependent injection quantity limitation
The speed dependent full-load limiting characteristic determines the maximum admissible
amount of fuel (injection quantity, i.e. torque) the engine may be supplied at the respective
speed.
85
300
270
240
210
180
150
120
90
60
30
500
1000
1500
2000
2500
Figure 28: Speed dependent injection quantity limitation
For adaptation to engine operating conditions, two different speed dependent limiting functions can be provided as alternatives, e.g., one for driving operation and one for stationary
operation. For driving operation, limitation is normally defined with regard to the requirements of the prime mover, for stationary operation, however, with regard to the working
machine.
A switching function 2817 SwitchSpeedLimit2Or1 serving as a selector switch between the
two speed dependent limiting functions is provided to select the limiting function by which
the control is supposed to operate. The currently active function is indicated by:
2817 SwitchSpeedLimit2Or1 = 0
limiting function 1 is active.
2817 SwitchSpeedLimit2Or1 = 1
limiting function 2 is active.
The values defining the full-load characteristics are stored at the following parameter positions:
6700 to 6729 SpeedLimit1:n(x)
speed values for full-load curve 1
6750 to 6779 SpeedLimit1:f(x)
injection quantities for full-load curve 1.
6800 to 6829 SpeedLimit2:n(x)
speed values for full-load curve 2
6850 to 6879 SpeedLimit2:f(x)
injection quantities for full-load curve 2.
Parameterization is to be performed as described in  3.7 Parameterization characteristics. There are up to 30 pairs of programmable values available. The characteristics are enabled by setting the parameter 4700 SpeedLimitOn = 1.
86
Parameterization is to be made for a full-load characteristic consisting of 6 pairs:
Number Parameter
6700
6701
6702
6703
6704
6705
6706
:
6729
Value Unit
SpeedLimit1:n(0)
SpeedLimit1:n(1)
SpeedLimit1:n(2)
SpeedLimit1:n(3)
SpeedLimit1:n(4)
SpeedLimit1:n(5)
SpeedLimit1:n(6)
:
SpeedLimit1:n(29)
500
700
1100
1500
2100
2500
0
:
0
rpm
rpm
rpm
rpm
rpm
rpm
rpm
rpm
Number Parameter
6750
6751
6752
6753
6754
6755
6756
:
6779
SpeedLimit1:f(0)
SpeedLimit1:f(1)
SpeedLimit1:f(2)
SpeedLimit1:f(3)
SpeedLimit1:f(4)
SpeedLimit1:f(5)
SpeedLimit1:f(6)
:
SpeedLimit1:f(29)
Value Unit
180
210
240
258
246
225
0
:
0
mm3/str
mm3/str
mm3/st
mm3/st
mm3/st
mm3/st
mm3/st
mm3/st
Activation:
4700 SpeedLimitOn
1
For speeds below the first of the parameterized speed values, the control will limit injection quantity to the first of the programmed fuel values. Thus in the above example, injection quantity is limited to 180 mm3/str for the range from 0 to 500 rpm. Likewise, for
speeds beyond the last of the programmed speed values (in the above example 2500 rpm)
injection quantity will remain limited to the last programmed fuel value (in the above example 225 mm3/str).
If the latter is not desirable, an additional pair of values should be programmed with the injection quantity value set to 0 mm3/str. This will be a counterpart to the absolute limit line
as known from other governors (dashed line in  Figure 28).
Number Parameter
Value Unit
6706 SpeedLimit1:n(6) 2510 rpm
Number Parameter
6756 SpeedLimit1:f(6)
Value Unit
0 mm3/st
The parameter
2713 SpeedLimitActive = 0
forced limitation currently disabled
2713 SpeedLimitActive = 1
forced limitation currently enabled
permits to check upon whether or not forced limitation of injection quantity is currently in
effect. The actual limiting value is indicated by the parameter 2703 FuelLimitSpeed. This
value contains the resulting limitation and takes into account possible limitations due to
ambient conditions ( 9.2 Reduction of speed dependent injection quantity limitation).
9.2 Reduction of speed dependent injection quantity limitation
To protect the engine from damage, the full-load characteristic may reduced due to changing ambient conditions. Such reduction may be effected in dependence of coolant temperature, charge air temperature, fuel temperature or ambient pressure. Each of these speed reductions may be activated either separately or in combination with others.
87
Among the temperature-dependent speed reductions only the one having the greatest effect
is used, i.e. the one resulting in the smallest limit. The reduction dependent on ambient
pressure acts as an additional reduction independent of these functions.
If and which speed reductions are active may be seen in parameter numbers 2716 to 2719.
2716 CoolantTempRedActive
1 = fuel limitation due to fuel temperature is active
2717 ChAirTempRedActive
1 = fuel limitation due to charge air temperature is
active
2718 FuelTempRedActive
1 = fuel limitation due to fuel temperature is active
2719 AmbPressTempRedActive
1 = fuel limitation due to ambient pressure is active
9.2.1 Coolant temperature dependent reduction
Coolant temperature ( 2907 CoolantTemp) is sensed by a temperature sensor. If temperature is too high, the full-load characteristic may be reduced. A characteristic with 8
base points is provided for this purpose.
REDUCTION
[%]
12
Lowered by
12 %
Low temperature
of hot engine
High temperature
of hot engine
TEMPERATURE [°C]
Figure 29: Temperature dependent reduction of the full-load characteristic
The values defining the characteristic are stored at the following parameter positions:
7100 to 7107 CoolTempReduce:T(x)
coolant temperature values of reduction
7110 to 7117 CoolTempReduce:F(x)
percentage of reduction
On the basis of coolant temperature a factor is derived from this characteristic, which is
used to reduce the value of speed-dependent limitation. The value resulting from limitation and reduction is indicated in parameter 2706 FuelRedCoolantTemp. If fuel limitation is based on this value, this is indicated by parameter 2716 CoolantTempRedActive.
This function is activated by parameter 4706 FuelRedCoolTempOn.
Number Parameter
88
Value
Unit
7100
7101
7110
7111
CoolTempReduce:T(0)
CoolTempReduce:T(1)
CoolTempReduce:F(0)
CoolTempReduce:F(1)
90.0
110.0
0.0
12.0
°C
°C
%
%
Activation:
4706 FuelRedCoolTempOn
1
9.2.2 Charge air dependent reduction
Charge air temperature ( 2908 ChargeAirTemp) is sensed by the charge air temperature sensor. If temperature is too high, the full-load characteristic may be reduced. A
characteristic with 8 base points is provided for this purpose.
7120 to 7127 ChAirTempReduce:T(x)
charge air temperature values of reduction
7130 to 7137 ChAirTempReduce:T(x)
With this characteristic, a factor is derived on the basis of charge air temperature, which
is used to reduce the value of speed-dependent limitation. The value resulting from limitation and reduction is indicated in parameter 2707 FuelRedChargeAirTemp. If fuel
limitation is based on this value, this is indicated by parameter 2717 ChAirTempRedActive.
This function is activated by parameter 4707 FuelRedChAirTempOn.
9.2.3 Fuel temperature dependent reduction
Fuel temperature ( 2910 FuelTemp) is sensed by a temperature sensor. If temperature
is too high, the full-load characteristic may be reduced. A characteristic with 8 base
points is provided for this purpose.
7140 to 7147 FuelTempReduce:T(x)
fuel temperature values of reduction
7150 to 7157 FuelTempReduce:F(x)
On the basis of fuel temperature a factor is derived from this characteristic, which is
used to reduce the value of speed-dependent limitation. The value resulting from limitation and reduction is indicated in parameter 2708 FuelRedFuelTemp. If fuel limitation is
based on this value, this is indicated by parameter 2718 FuelTempRedActive.
This function is activated by parameter 4708 FuelRedFuelTempOn.
9.2.4 Ambient pressure dependent reduction
Ambient pressure ( 2906 AmbientPressure) is measured by an ambient pressure sensor. When ambient pressure is too low, the full-load characteristic can be reduced in dependenco of speed and ambient pressure. A map with 8x8 base points is provided for
this purpose.
89
The values for the map are stored at the following parameter positions:
7000 to 7007 AmbPressRedMap:n(x)
speed values of reduction
7010 to 7017 AmbPressRedMap:p(x)
ambient pressure values of reduction
7020 to 7083 AmbPressRedMap:F(x)
On the basis of speed and ambient pressure a factor is derived from this map, which is
then used to reduce the value of speed-dependent limitation. The value resulting from
limitation and reduction is indicated in parameter 2709 FuelRedAmbientPress. If fuel
limitation is based on this value, this is indicated by parameter 2719 AmbPressRedActive.
This function is activated by parameter 4709 FuelRedAmbPressOn.
9.3 Boost pressure dependent fuel limitation
The boost pressure dependent limit characteristic determines the maximum admissible
amount of fuel (injection quantity and hence torque) the engine may be supplied for a specific boost pressure and a specific speed. Current relative boost pressure ( 2940 BoostPressureRelative) is determined by a boost pressure sensor (see also  21.2.1 Relative
boost pressure) and the respective maximum admissible injection quantity is calculated
based on the map.
6400 to 6407 BoostLimit:n(x)
speed values for boost pressure map
6410 to 6417 BoostLimit:p_rel(x) boost pressure values for boost pressure map
6420 to 6483 BoostLimit:f(x)
injection quantity values for boost pressure map
A map with 8x8 base points is provided for setting the parameters of boost pressure dependent limitation of injection quantity. The map is activated with the parameter 4710
BoostLimitOn = 1.
The parameter
2714 BoostLimitActive = 0
injection quantity limitation currently disabled
2714 BoostLimitActive = 1
injection quantity limitation currently enabled
permits to check upon whether or not this limitation is currently in effect. The current limiting value is indicated by the parameter 2704 FuelLimitBoost.
90
Injection Quantity
Ladedruck
Boost pressure
Speed
Drehzahl
Figure 30: Boost pressure dependent fuel limitation
9.4 Forced limitation
Regardless of speed and boost pressure dependent limitation, actuator travel can be restricted to a externally pre-set value. Two possibilities are provided to this purpose. Either
a fixed value is set for use as a limiting value in specific conditions, or a variable limiting
value is used.
9.4.1 Fixed limit
In parameter 715 FuelLimitForced a constant maximum injection quantity is defined.
This function is enabled by activating the switching function 2813 SwitchForcedLimit.
Again, the rule holds that the least limitation value enabled will override any other limitation. The parameter
2715 ForcedLimitActive = 0
forced limitation currently not enabled
2715 ForcedLimitActive = 1
forced limitation currently enabled
therefore shows whether the fixed value indicated in 2705 FuelLimitForced is currently
responsible for the resulting fuel limitation.
91
INJECTION QUANTITY
[mm³/stroke]
300
270
240
210
180
Full-load characteristic
150
120
90
60
30
500
1000
1500
2000
2500
SPEED [rpm]
Figure 31: Power limitation
On closing the switch assigned to digital input 4 injection quantity is to be limited
to 230 mm3/str maximum.
Number Parameter
715 FuelLimitForced
813 FunctForcedLimit
Value
230
4
Unit
mm3/str
9.4.2 Variable limit
The variable limitation pre-set is derived from sensor 2923 FuelLimitExtern. This value
may be connected directly to an analogue or PWM input, as usually the case for sensors, or received via communication modules. For example, the telegram TSC1 of SAE
J1939-CAN communication may be used to transmit this limit.
The value 2720 FuelLimitExtActive = 1 indicates that the externally pre-set limit is currently responsible for the actual fuel limitation.
Note
92
Especially in case of connection to an analogue input, it must be ensured
that 2923 FuelLimitExtern reaches maximum value when this limit is not
active.
10 Warning and emergency shutdown functions
For most  21 Sensors it is easy to parameterize monitoring of the sensor value. If a pre-set
threshold is surpassed by excess or by default, a warning message is generated or the engine
is stopped. The resulting warning or emergency shutdown can be transmitted to a digital output.
The variable assignment of digital outputs is dealt with in chapter  24.5 Digital
outputs.
Note
Monitoring of sensor values is usually done on the basis of fixed threshold values and can be
adjusted to upper and lower thresholds according to specific requirements. For specific cases
of monitoring, e.g., oil pressure, characteristics for determining threshold values are provided.
The following table contains an overview of the sensors that may be monitored.
Sensor
Error parameter
Meaning
2905 OilPressure
3010 ErrOilPressure
Oil pressure
2907 CoolantTemp
3012 ErrCoolantTemp
Coolant temperature
2908 ChargeAirTemp
3013 ErrChargeAirTemp
Charge air temperature
2909 OilTemp
3014 ErrOilTemp
Oil temperature
2910 FuelTemp
3015 ErrFuelTemp
Fuel temperature
2911 ExhaustTemp
3016 ErrExhaustTemp
Exhaust gas temperature
2912 RailPressure1
3017 ErrRailPress1
Rail pressure 1
2913 RailPressure2
3018 ErrRailPress2
Rail pressure 2
2916 CoolantPressure
3021 ErrCoolantPressure
Coolant pressure
2920 TurboOilTemp
3025 ErrTurboOilTemp
Turbocharger oil temperature
2921 FuelPressure
3026 ErrFuelPress
Fuel pressure
2922 OilLevel
3027 ErrOilLevel
Oil level
2924 TransmissionOilPress
3029 ErrTransOilPressure
Transmission oil pressure
Table 6: Monitorable sensors
93
10.1 General monitoring of sensor values
Sensor value monitoring must always be activated with a parameter. Basically, two threshold values are provided for monitoring of the sensor value. Both threshold values may be
used independently from each other for as upper or lower limit for monitoring. In the same
way, a warning message or emergency shutdown may be assigned to a threshold independently from each other.
For each threshold there is a delay time, so that the warning message or the emergency
shutdown is not triggered immediately when a threshold is surpassed. Warnings are
cleared with a hysteresis, in case of an emergency shutdown the error message must be
cleared by cancelling the error ( 28 Error Handling).
These resources make it possible for example to monitor a value with a warning threshold
and an emergency shutdown threshold. In addition, a range monitoring is possible, by configuring one threshold as lower and the other as upper limit for the range.
The parameters for sensor value monitoring are stored under numbers 500 to 599, the respective functions in the range from 4500 to 4599. The warning or emergency shutdown
message is indicated in the respective error parameter of the sensor ( Table 7) with the
following error messages:
Error
Meaning
5
Threshold 1 surpassed in excess or by default
- The sensor value is higher or lower that the threshold value 1 and the respective
delay time has expired.
 Warning message or emergency shutdown, depending on the configuration of
monitoring.
6
Threshold 2 surpassed in excess or by default
monitoring.
14
Warning
- At least one error in this group has triggered off a warning.
 only indicated
15
Emergency shutdown
- At least one error in this group has triggered off an emergency shutdown.
 The engine is stopped / cannot be started.
Table 7: Possible sensor errors
94
Since sensor monitoring usually follows the same scheme, the setting of parameters will be
described using the example of oil temperature monitoring. For all other sensor value
monitoring only the relevant parameters will be indicated.
Sensor value monitoring that depart from the general scheme will be dealt with in separate
chapters.
10.2 Oil temperature monitoring
Oil temperature monitoring is activated with parameter 4560 OilTempSupviseOn.
The first threshold value to be monitored must be entered in parameter 561 OilTempLimit1. The configuration whether oil temperature is to be monitored for being higher or
lower than this threshold is set with parameter 4561 OilTLim1RiseOrFall, whereby 4561
OilTLim1RiseOrFall = 1 means that monitoring relates to values higher than the threshold
and 4561 OilTLim1RiseOrFall = 0 to values lower than the threshold. If current oil temperature 2909 OilTemp is higher/lower than this threshold for an interval longer than the
delay time 562 OilTempDelay1, the error message 3014 ErrOilTemp[5] is output. If this
threshold was configured as a warning threshold by setting parameter 4562 OilTLim1EcyOrWarn = 0, the additional error message 3014 ErrOilTemp[14] is generated.
This warning is reset with hysteresis 560 OilTempHysteresis.
If this threshold was configured as a emergency shutdown threshold by setting parameter
4562 OilTLim1EcyOrWarn = 1, the additional error message 3014 ErrOilTemp[15] is generated and the engine is stopped. Such an emergency shutdown message may be reset only
by cancelling the error ( 28 Error Handling).
The second threshold value to be monitored must be entered in parameter 563 OilTempLimit2. The configuration whether oil temperature is to be monitored for being higher or
lower than this threshold is set with parameter 4563 OilTLim2RiseOrFall, whereby 4563
OilTLim2RiseOrFall = 1 means that monitoring relates to values higher than the threshold
and 4561 OilTLim2RiseOrFall = 0 to values lower than the threshold. If current oil temperature 2909 OilTemp is higher/lower than this threshold for an interval longer than the
delay time 564 OilTempDelay2, the error message 3014 ErrOilTemp[6] is output. If this
threshold was configured as a warning threshold in parameter 4564 OilTLim2EcyOrWarn
= 0, the additional error message 3014 ErrOilTemp[14] is generated. This warning is reset
with hysteresis 560 OilTempHysteresis.
If this threshold was configured as a emergency shutdown threshold by setting parameter
4564 OilTLim2EcyOrWarn = 1, the additional error message 3014 ErrOilTemp[15] is generated and the engine is stopped. Such an emergency shutdown message may be reset only
by cancelling the error ( 28 Error Handling).
Note
The assignment of an error message to the second monitoring threshold 3014 ErrOilTemp[6] may be combined with an automatic request of  10.14 Forced idle
speed.
95
The following list gives an overview of the relevant parameters.
560 OilTempHysteresis
Hysteresis for error reset
561 OilTempLimit1
threshold 1
562 OilTempDelay1
delay time for message that value is higher/ lower
than threshold 1
563 OilTempLimit2
threshold 2
564 OilTempDelay2
than threshold 2
2909 OilTemp
current oil temperature
3014 ErrOilTemp
error parameter of sensor
4560 OilTempSupviseOn
activation of monitoring
4561 OilTLim1RiseOrFall
configuration whether threshold 1 is monitored for
excess (=1) or default (=0)
4562 OilTLim1EcyOrWarn
configuration whether threshold 1 triggers off emergency shutdown (=1) or warning (=0)
4563 OilTLim2RiseOrFall
4564 OilTLim2EcyOrWarn
Number Parameter
560
561
562
563
564
OilTempHysteresis
OilTempLimit1
OilTempDelay1
OilTempLimi2
OilTempDelay2
Value
Unit
5.0
85.0
10.0
95.0
2.0
°C
°C
s
°C
s
87.8
0x4010
°C
Indication:
2909 OilTemp
3014 ErrOilTemp
Activation:
4560
4561
4562
4563
4564
96
OilTempSupviseOn
OilTLim1RiseOrFall
OilTLim1EcyOrWarn
OilTLim2RiseOrFall
OilTLim2EcyOrWarn
1
0
1
1
1
10.3 Coolant temperature monitoring
The parameters for coolant temperature monitoring are located at the following numbers:
550 CoolTempHysteresis
hysteresis for error reset
551 CoolTempLimit1
threshold 1
552 CoolTempDelay1
than threshold 1
553 CoolTempLimit2
threshold 2
554 CoolTempDelay2
than threshold 2
2907 CoolantTemp
current coolant temperature
3012 ErrCoolTemp
4550 CoolantTempSupviseOn
4551 CoolTLim1RiseOrFall
4552 CoolTLim1EcyOrWarn
4553 CoolTLim2RiseOrFall
4554 CoolTLim2EcyOrWarn
Note
The assignment of an error message to the second monitoring threshold 3012 ErrOilTemp[6] may be combined with an automatic request of  10.14 Forced idle
speed.
10.4 Charge air temperature monitoring
The setting values for charge air temperature monitoring are stored at the following parameter positions:
555 ChAirTempHysteresis
556 ChAirTempLimit1
threshold 1
557 ChAirTempDelay1
than threshold 1
558 ChAirTempLimit2
threshold 2
97
559 ChAirTempDelay2
than threshold 2
2908 ChargeAirTemp
current charge air temperature
4555 ChAirTempSupviseOn
4556 ChAirTLim1RiseOrFall
4557 ChAirTLim1EcyOrWarn
4558 ChAirTLim2RiseOrFall
4559 ChAirTLim2EcyOrWarn
10.5 Exhaust gas temperature monitoring
Exhaust gas temperature monitoring is set by means of the following parameters:
98
570 ExhaustTempHysteres
571 ExhaustTempLimit1
threshold 1
572 ExhaustTempDelay1
than threshold 1
573 ExhaustTempLimit2
threshold 2
574 ExhaustTempDelay2
than threshold 2
2911 ExhaustTemp
current exhaust gas temperature
3016 ErrExhaustTemp
4570 ExhTempSupviseOn
4571 ExhTLim1RiseOrFall
4572 ExhTLim1EcyOrWarn
4573 ExhTLim2RiseOrFall
4574 ExhTLim2EcyOrWarn
10.6 Fuel temperature monitoring
The parameters for fuel temperature monitoring are located at the following numbers:
565 FuelTempHysteresis
566 FuelTempLimit1
threshold 1
567 FuelTempDelay1
than threshold 1
568 FuelTempLimit2
threshold 2
569 FuelTempDelay2
than threshold 2
2910 FuelTemp
current fuel temperature
3015 ErrFuelTemp
4565 FuelTempSupviseOn
4566 FuelTLim1RiseOrFall
4567 FuelTLim1EcyOrWarn
4568 FuelTLim2RiseOrFall
4569 FuelTLim2EcyOrWarn
10.7 Rail pressure monitoring
To determine rail pressure, two sensors are available ( 20.1 Configuration of rail and rail
pressure sensors). Both sensor values may be monitored independently from each other.
The values for monitoring of rail pressure 1 are stored at the following parameter positions:
520 RailPress1Hysteresis
521 RailPress1Limit1
threshold 1
522 RailPress1Delay1
than threshold 1
threshold 2
than threshold 2
2912 RailPressure1
current rail pressure 1
99
3017 ErrRailPress1
4520 RailPress1SupviseOn
4521 RailP1Lim1RiseOrFall
4522 RailP1Lim1EcyOrWarn
The values for monitoring of rail pressure 2 are stored at the following parameter positions:
525 RailPress2Hysteresis
threshold 1
than threshold 1
threshold 2
than threshold 2
2913 RailPressure2
current rail pressure 2
3018 ErrRailPress2
4525 RailPress2SupviseOn
10.8 Turbocharger oil temperature monitoring
The setting values for turbocharger oil temperature monitoring are stored at the following
parameter positions:
575 TurboOilTempHysteres
100
576 TurboOilTempLimit1
threshold 1
577 TurboOilTempDelay1
than threshold 1
578 TurboOilTempLimit2
threshold 2
579 TurboOilTempDelay2
than threshold 2
2920 TurboOilTemp
current turbocharger oil temperature
4575 TurbOilTempSupviseOn
4576 TuOilTLim1RiseOrFall
4577 TuOilTLim1EcyOrWarn
4578 TuOilTLim2RiseOrFall
4579 TuOilTLim2EcyOrWarn
10.9 Fuel pressure monitoring
The settings for monitoring of fuel pressure are stored at the following parameter positions:
580 FuelPressHysteresis
581 FuelPressLimit1
threshold 1
582 FuelPressDelay1
than threshold 1
583 FuelPressLimit2
threshold 2
584 FuelPressDelay2
than threshold 2
2921 FuelPressure
current fuel pressure
3026 ErrFuelPress
4580 FuelPressSupviseOn
4581 FuelPrLim1RiseOrFall
4582 FuelPrLim1EcyOrWarn
101
4583 FuelPrLim2RiseOrFall
4584 FuelPrLim2EcyOrWarn
10.10 Oil level monitoring
Oil level monitoring is set by means of the following parameters:
102
585 OilLevelHysteresis
586 OilLevelLimit1
threshold 1
587 OilLevelDelay1
than threshold 1
588 OilLevelLimit2
threshold 2
589 OilLevelDelay2
than threshold 2
2922 OilLevel
current oil level
3027 ErrOilLevel
4585 OilLevelSupviseOn
4586 OilLevLim1RiseOrFall
4587 OilLevLim1EcyOrWarn
4588 OilLevLim2RiseOrFall
4589 OilLevLim2EcyOrWarn
10.11 Transmission oil pressure monitoring
The parameters for transmission oil pressure monitoring are located at the following numbers:
590 TrOilPressHysteresis
591 TrOilPressLimit1
threshold 1
592 TrOilPressDelay1
than threshold 1
593 TrOilPressLimit2
threshold 2
594 TrOilPressDelay2
than threshold 2
current transmission oil pressure
4590 TrOilPressSupviseOn
4591 TrOilPLim1RiseOrFall
4592 TrOilPLim1EcyOrWarn
4593 TrOilPLim2RiseOrFall
4594 TrOilPLim2EcyOrWarn
10.12 Speed dependent oil pressure monitoring
With rising speed the engine will need higher oil pressure. For monitoring oil pressure, two
characteristics are provided. Actual oil pressure ( 2905 OilPressure) is determined by a
pressure sensor.
After starting the engine, a certain time will have elapsed before oil pressure builds up.
This can be taken account of by delaying the beginning of oil pressure monitoring after
engine start by means of the parameter 500 OilPressStartDelay.
If oil pressure remains below the oil pressure warning characteristic for a period longer
than defined in 501 OilPressWarnDelay, a warning message will be output by parameter
3010 ErrOilPressure[5,14]. This oil pressure warning is automatically cleared as soon as
oil pressure returns to a value above the oil pressure warning characteristic.
If oil pressure remains below the emergency stop characteristic for a period longer than set
in 502 OilPressEcyDelay, an emergency shutdown will be executed and indicated by the
parameter 3010 ErrOilPressure[6,15].
103
Once the engine has stopped, the errors are cleared with a time delay of approximately one
second to enable the engine to be restarted. If after restarting the engine oil pressure should
again be outside its normal working range, another warning is output if necessary or another emergency shutdown is executed.
The messages issued by the control are displayed by the following parameters:
3010 ErrOilPressure[5,14]
0 = oil pressure above warning characteristic
1 = oil pressure below warning characteristic
3010 ErrOilPressure[6,15]
0 = oil pressure above emergency stop characteristic
1 = oil pressure below emergency stop characteristic
engine shutdown has been executed.
The values for the oil pressure characteristics are stored at these parameter positions
6500 to 6509 OilPressWarn:n(x): speed values for oil pressure warning curve
6520 to 6529 OilPressWarn:p(x): oil pressure values for oil pressure warning curve
6550 to 6559 OilPressEcy:n(x):
speed values for oil pressure emergency stop curve
6570 to 6579 OilPressEcy:p(x):
oil pressure values for oil pressure emergency stop
curve.
Figure 32: Oil pressure characteristics
Parameterization is to be performed as described in  3.7 Parameterization characteristics. To parameterize the characteristics, 10 pairs of values are available for each.
The characteristics are activated by setting the following parameters:
4500 OilPressWarnCurveOn = 1
104
for the oil pressure warning characteristic
4501 OilPressEcyCurveOn = 1
for the oil pressure emergency stop characteristic.
An oil pressure warning characteristic and an oil pressure emergency stop characteristic are to be parameterized using 3 pairs of values for each. No monitoring is
provided below minimum speed of 700 rpm. This is achieved by setting the first
values of both characteristics to 0 bar. For values beyond the last parameterized
speed value (in this example index 3) the oil pressure value associated with this
last value shall be retained. Oil pressure monitoring is supposed to become active
after a time delay of 45 seconds. When pressure has been below the oil warning
characteristic for more than 3 seconds a warning is to be issued. If pressure remains below the oil pressure emergency stop characteristic for more than 1 second, an emergency shutdown is to be executed.
Number Parameter
500
501
502
503
OilPressStartDelay
OilPressWarnDelay
OilPressEcyDelay
OilPressHysteresis
Number Parameter
6500
6501
6502
6503
6504
6550
6551
6552
6553
6554
Value
Value Unit
OilPressWarn:n(0) 699
OilPressWarn:n(4)
0
OilPressEcy:n(0) 699
OilPressEcy:n(4)
0
rpm
rpm
rpm
rpm
rpm
rpm
rpm
rpm
rpm
rpm
45.0
3.0
1.0
0.0
Unit
s
s
s
bar
Number Parameter
6520
6521
6522
6523
6524
6570
6571
6572
6573
6574
OilPressWarn:p(0)
OilPressWarn:p(1)
OilPressWarn:p(2)
OilPressWarn:p(3)
OilPressWarn:p(4)
OilPressEcy:p(0)
OilPressEcy:p(1)
OilPressEcy:p(2)
OilPressEcy:p(3)
OilPressEcy:p(4)
Value Unit
0
1.8
3.3
4.5
0
0
1.5
2.5
4.0
0
bar
bar
bar
bar
bar
bar
bar
bar
bar
bar
Activation:
4500 OilPressWarnCurveOn
4501 OilPressEcyCurveOn
1
1
10.13 Speed dependent coolant pressure monitoring
With rising speed the water-cooled engine will need higher coolant pressure. For monitoring oil pressure, two characteristics are provided. Actual coolant pressure ( 2916 CoolantPressure) is checked by a pressure sensor.
This function is activated by parameter 4505 CoolPressSupviseOn.
After starting the engine, a certain time will have to elapse for coolant pressure to build up.
This can be taken account of by delaying the beginning of coolant pressure monitoring after engine start by means of the parameter 505 CoolPressStartDelay.
105
Coolant pressure monitoring conforms to the procedure outlined for  10.1 General monitoring of sensor values (see also detailed description in  10.2 Oil temperature monitoring), with the difference that the thresholds are determined in dependence of speed by
means of characteristics. Parameterization is to be performed as described in  3.7
Parameterization characteristics. To parameterize the characteristics, 10 pairs of values
are available for each.
The following list gives an overview of the relevant parameters.
505 CoolPressStartDelay
delay time for monitoring after engine start
506 CoolPressDelay1
than threshold 1
507 CoolPressDelay2
than threshold 2
508 CoolPressHysteresis
current coolant pressure
4505 CoolPressSupviseOn
4506 CoolPLim1RiseOrFall
4507 CoolPLim1EcyOrWarn
4508 CoolPLim2RiseOrFall
4509 CoolPLim2EcyOrWarn
6530 to 6539 CoolPressLimit1:n(x): speed values for characteristic 1
6540 to 6549 CoolPressLimit1:p(x): coolant pressure values for characteristic 1
6580 to 6589 CoolPressLimit2:n(x): speed values for characteristic 2
6590 to 6599 CoolPressLimit2:p(x): coolant pressure values for characteristic 2
Note
106
The assignment of an error message to the second monitoring threshold 3021 ErrCoolantPressure[6] may be combined with an automatic request of  10.14
Forced idle speed.
Figure 33: Coolant pressure characteristics
10.14 Forced idle speed
Specific monitoring functions ( 10.2 Oil temperature monitoring,  10.3 Coolant temperature monitoring,  10.13 Speed dependent coolant pressure monitoring) may be set to
trigger off forced idle speed. Whenever an error message resulting for monitoring is output, the engine will automatically be brought to idle speed, independently of any other
speed setpoint. The engine stays in idle speed regimen as long as the error message remains active. After the error is cleared, the normal speed setpoint becomes active again.
The trigger for forced idle speed is always an error message of the second threshold (see 
10.1 General monitoring of sensor values, error no. 6).
Forced idle speed is used mainly for  12 Locomotive application. If during forced idle
speed the conditions for low idle speed are satisfied ( 12.3 Low idle speed), the lowest
possible idle speed will be used in this case too.
The following parameters activate forced idle speed:
5360 CoolantTmpWarnIdleOn
activation of forced idle speed resulting from coolant
temperature monitoring
5361 OilTempWarnIdleOn
activation of forced idle speed resulting from oil
5362 CoolPressWarnIdleOn
activation of forced idle speed resulting from coolant
pressure monitoring
107
11 Vehicle operation
HEINZMANN digital controls may be used as idle/maximum speed controls in the operative
mode vehicle application (see  7.1.2 Vehicle operation), i.e., it is possible to switch between
the operation modes of variable speed control and idle/maximum speed control (e.g., for applications with stationary and driving operation).
11.1 Idle/maximum speed governor
The control unit may be operated by standard as an idle/maximum speed control. This
mode is selected by the parameters:
Number Parameter
1810/3810 OperationMode
Value
Unit
1
Activation:
4130 IMGovernorOn
1
This parameter 4130 IMGovernorOn (IM = Idle/Maximum) applies when only
idle/maximum speed control is required or when idle/maximum speed operation at fixed
intermediary speeds via external switches (fixed speeds or idle speed) is envisaged.
If, however, change-over between operation as an idle/maximum speed control and variable speed control with variable speed setting (e.g., by foot throttle) is desired the switching function 2831 SwitchIMOrAllSpeed is to be used:
2831 SwitchIMOrAllSpeed = 0
variable speed control
2831 SwitchIMOrAllSpeed = 1
idle/maximum speed control
The control unit will operate in idle/maximum speed control mode only if there is no need
for intermediary speeds. The parameter 2141 IMOrAllSpeedGov is provided to check in
which mode the control is currently operating:
2141 IMOrAllSpeedGov = 0
variable speed control
2141 IMOrAllSpeedGov = 1
idle/maximum speed control.
At idle and at maximum speeds the control unit's performance is the same as that of the
variable speed control. Between idle speed and absolute maximum speed (maximum speed
limit line), the fuel setpoint is determined by the active setpoint adjuster (2900 Setpoint1Extern and and 2901 Setpoint2Extern respectively).
108
11.1.1 Fuel setpoint
The fuel setpoint is determined by 2900 Setpoint1Extern or 2901 Setpoint1Extern respectively, depending on the position of 2827 SwitchSetpoint2Or1.
In addition, there is the option to freeze the fuel setpoint via a switch and to continue
operation using the frozen setpoint. This is indicated by the parameter
value of setpoint 2 has been frozen.
The setpoint coming in when the function is activated will be frozen. As long as the
function is active, the current setpoint will be compared with the stored setpoint. If the
set value coming from the setpoint adjuster exceeds the frozen value, operation will
continue using the current value of the setpoint adjuster; otherwise the frozen value is
used. The frozen setpoint, however, will be abandoned only when the switch is opened.
The chosen fuel setpoint is indicated by 2132 IMFuelSetpExtern. This value may be
used directly as fuel setpoint or else the fuel setpoint is derived from a fuel setpoint and
speed-dependent map – the speed map. In any case, the resulting fuel setpoint for the
idle/maximum governor is indicated by parameter 2131 IMFuelSetp.
11.1.2 Speed map
The drive map allows to interpret the accelerator pedal position at different speeds so as
to achieve optimal injection quantity for the required torque.
The value coming from the setpoint adjuster used for the speed map is indicated by
2133 IMFuelSetpExtern. The resulting fuel setpoint is indicated by parameter 2131 IMFuelSetp. The drive map is activated by parameter 4132 IMDriveMapOn.
8100 IMDriveMap:n(x)
speed values for speed map
8110 IMDriveMap:Setp(x)
setpoints for drive map
8120 IMDriveMap:f(x)
fuel values for speed map
The drive map can be adjusted with up to 10 speed values and setpoints. Intermediary
values between adjacent pairs of variates will be interpolated by the control ( 3.8
Parameterization of maps).
11.1.3 Controlling idle and maximum speeds
For the idle/maximum speed control, idle speed is determined by the parameters 10
SpeedMin1 and 11 SpeedMin2 ( 7 Determination of speed setpoints). With low temperatures, this value can be raised by  7.1.5.2 Temperature dependent idle speed.
Likewise, maximum speed is given by the parameters 12 SpeedMax1 and 13 SpeedMax2, respectively.
109
Raising of idling speed
<150>
speed dependent
quantity limitation
Injection quantity
[mm³/str]
Reference point at
full load <143>
Droop
<140>
Setpoint <2131>
Reference point at
zero load <142>
Droop
<141>
Speed [rpm]
Idling speed
<10,11>
Maximum speed
<12,13>
Figure 34: Idle/maximum speed governor
When in idle/maximum speed control mode, the speed control will be on-line all the
time using either idle speed or maximum speed as a target speed. Which speed the control unit is operating at can be read from the parameter 2140 GoverningAtMaxOrIdle:
2140 GovernorAtMaxOrIdle = 0
idle speed control
2140 GovernorAtMaxOrIdle = 1
maximum speed control.
Independently of  7.3 Droop for the variable speed control, there exists a separate
droop for the idle/maximum speed control. Droop for idle speed control is defined by
140 IMIdleDroop and for maximum speed limitation by 141 IMMaximumDroop. The
reference point for zero-load and full-load is to be entered via the parameter 142 IMDroopRefLow and that for full-load via 143 IMDroopRefHigh.
The speed reference point is in each case given by the minimum speed resp. maximum
speed respectively:
110
140 IMIdleDroop
droop for idle speed control
141 IMMaximumDroop
droop for maximum speed limit
142 IMDroopRefLow
reference point for zero-load
143 IMDroopRefHigh
reference point for full-load
11.1.4 On-load idle speed
When the control is operating in idle/maximum speed control mode, in the majority of
cases it will not be desirable to keep idle speed constant. Instead, with the setpoints being set to higher values idle speed is expected to increase, too. This can be achieved
through the parameter 150 IMSpeedIncrease, which indicates the relative increase of
idle speed for 100 % fuel quantity.
NumberParameter
150 IMSpeedIncrease
Value
100
Unit
rpm
11.1.5 Fuel Ramp
When operating in idle/maximum speed control mode, it may be necessary to delay increase injection quantity, e.g., in order to reduce free acceleration. This can be achieved
by activating a fuel ramp.
The rate of the delay can be adjusted for setpoint increase and setpoint decrease independently of one another.
130 IMRampUp
for upward ramps
131 IMRampDown
for downward ramps
The unit for these parameters is speed increase/decrease per second. Both ramps are enabled by the parameter 4131 IMFuelRampOn. If ramping is to be selected for one direction only, the maximum value must be entered for the other direction.
The fuel quantity setpoint as delayed by the ramp can be read from the parameter 2131
IMFuelSetp. The parameter 2132 IMFuelSetpSelect represents the fuel quantity setpoint
the ramp is to arrive at.
Number Parameter
130 IMRampUp
131 IMRampDown
Value
400.0
700.0
Unit
mm³/str/s
mm³/str/s
Activation:
4131 IMFuelRampOn
1
This fuel ramp may be used only when the control is operating in idle/maximum speed
control mode. For variable speed control mode, a  7.2 Speed ramp is provided to
achieve smooth speed changes for this mode of operation, too.
111
12 Locomotive application
For locomotive applications several special functions are provided. Part of them relate to determination of speed setpoints ( 7.1.3 Locomotive operation), others to manipulation of generator excitation with diesel-electric applications. Furthermore,  10.14 Forced idle speed, as
it is normally used in locomotive applications on exceeding or dropping below certain sensor
values can be implemented as well as slide protection functions.
If any of the special locomotive functions are to be used, the operation mode Locomotive Application must be set to 1810/3810 OperationMode = 2.
12.1 Speed notches
Up to four switching functions are available to configure the speed notch switches. With
these four switches 16 speed notches (velocity stages) can be determined. If 8 speed
notches are used, the switching functions 2820 SwitchNotch2 through 2822 SwitchNotch0
will be utilized, if only 4 speed notches are needed, the switching functions 2821 SwitchNotch1 and 2822 SwitchNotch0 will be used.
The states of the speed notch switches can be read from these parameters:
2819 SwitchNotch3
speed notch switch 3
2820 SwitchNotch2
2821 SwitchNotch1
2822 SwitchNotch0
The four available speed notch switches allow to set exactly the 16 binary values of 0…15.
The following table shows how these binary values can be determined.
Using only three speed notch switches 2820 SwitchNotch2..2822 SwitchNotch0 will yield
the binary values 0..7 (first eight rows of above table), using but two speed notch switches
2821 SwitchNotch1 and 2822 SwitchNotch0 the binary values 0..3 (first four rows of above
table).
In locomotive application, the speed notches may either be directly the same as the binary
value resulting from the switching functions (see first column of above table), or it may be
necessary to determine the speed notch indirectly from another table via the binary value.
Whether or not direct assignment can be made, will depend on whether it is possible to realize the above binary table with the speed notch switches that are available. Possibly,
some of the signals must be inverted before assigning them to the respective speed notch
switch ( 22.2 Assignment of digital inputs). If this is not feasible - particularly with retrofit applications - there is a further possibility to determine the speed notches by means of a
second table.
In this case, for each binary value the respective speed notch must be entered in the array
6880 LocoNotchAssign. The assignment array consists of 16 components 6880 LocoNot112
chAssign(0) to 6895 LocoNotchAssign(15) whose indexes are equal to the binary values. In
each component the associated speed notch must be entered.
2819
2820
2821
2822
SwitchNotch3
SwitchNotch2
SwitchNotch1
SwitchNotch0
0
0
0
0
0
1
0
0
0
1
2
0
0
1
0
3
0
0
1
1
4
0
1
0
0
5
0
1
0
1
6
0
1
1
0
7
0
1
1
1
8
1
0
0
0
9
1
0
0
1
10
1
0
1
0
11
1
0
1
1
12
1
1
0
0
13
1
1
0
1
14
1
1
1
0
15
1
1
1
1
Binary value
Table 8: Speed notches from switch notches
If a specific binary value is intended to lead to an engine stop, instead of the speed notch
the value 255 should be entered. This engine stop is equivalent to any other engine stop request for any other reason ( 2810 SwitchEngineStop or emergency shutdown error  28
Error Handling). If there is no speed notch associated with a specific binary value 0 will
have to be entered. Should one of these combinations occur during operation, then the last
value determined will be retained as speed notch value.
Note
The speed notches are always numbered from 0 to 15. But since in the table
LocoNotchAssign the value 0 means that no speed notch can be assigned, in
this specific table (and only here) the speed notches must be entered in the
range from 1 to 16.
113
The selection of whether the speed notches are to correspond directly to the binary value as
derived from the switching functions or whether they are to be determined via another table must be communicated to the control by 5353 NotchAssignOrBinary.
5353 NotchAssignOrBinary = 0
speed notch = binary value
5353 NotchAssignOrBinary = 1
speed notch = LocoNotchAssign (binary value)
In either case the result is indicated by 3350 Notch.
Based on four switching functions the speed notches 0..7 are defined according to
the table below (the speed notch value is to be stored in the parameters increased
by one). The combination of 0-0-0-1 is supposed to trigger an engine stop. The
other seven binary combination do not occur or will not change the speed notch.
Hence they are assigned the value 0.
Notch
2819
2820
2821
2822
SwitchNotch3 SwitchNotch2 SwitchNotch1 SwitchNotch0
Stop
0
1
2
3
4
5
6
7
0
0
1
0
1
0
1
0
1
0
0
0
0
0
1
1
1
1
0
0
0
1
1
1
1
1
1
1
0
0
0
0
1
1
0
0
Binary
value
1
0
8
2
10
7
15
6
14
Table 9: Extended notch table
Number Parameter
5350
5353
6880
6881
6882
6883
6884
6885
6886
6887
6888
6889
6890
6891
6892
6893
114
LocoSetpoint1Mode
NotchAssignOrBinary
LocoNotchAssign(0)
LocoNotchAssign(1)
LocoNotchAssign(2)
LocoNotchAssign(3)
LocoNotchAssign(4)
LocoNotchAssign(5)
LocoNotchAssign(6)
LocoNotchAssign(7)
LocoNotchAssign(8)
LocoNotchAssign(9)
LocoNotchAssign(10)
LocoNotchAssign(11)
LocoNotchAssign(12)
LocoNotchAssign(13)
Value
Unit
0
1
1
255
3
0
0
0
7
5
2
0
4
0
0
0
6894 LocoNotchAssign(14)
6895 LocoNotchAssign(15)
8
6
12.2 Generator excitation
In diesel-electric locomotive operation the digital control can influence generator excitation in dependence of current speed and fuel quantity. For this purpose, an excitation signal
(correction value) is determined and output via an analogue output.
The excitation signal can be determined either by means of two characteristics and a correction factor or by a closed loop fuel quantity circuit. The first method is called excitation
control, the latter excitation governing.
Generally, determination of the excitation signal is enabled with 4600 ExcitationControlOn = 1. Selection of excitation control or excitation governing is made by
4601 ExcitGovOrControl = 0
excitation control
4601 ExcitGovOrControl = 1
excitation governing.
Selection is made during the phase of parameterization. Hence it cannot be modified while
the engine is running. This will also explain why certain parameters that are required for
both methods have been assigned identical addresses (parameter numbers).
Calculation of an excitation signal can be conducted only when the engine is neither at a
standstill nor being stopped. In addition, the switching function 2840 SwitchExcitationOn
has been provided. It allows to enable or disable the excitation signal by external intervention.
2840 SwitchExcitationOn = 1
excitation signal enabled
2840 SwitchExcitationOn = 0
excitation signal disabled
If the associated parameter 840 FunctExcitationOn has not been assigned a digital output
( 22 Switching functions) the signal will always be enabled when the engine is running
and cannot be affected by external intervention.
Note
In the course of time, parameter names for generator excitation in locomotive
operation have been modified to read "Excitation..." instead of "Power...". This
does not imply, however, any changes with respect to their meaning.
12.2.1 Excitation control
The excitation signal 2600 ExcitationSetpoint is a function of current speed 2000 Speed,
of current fuel quantity 2350 FuelQuantity and of the amplification factor 600 ExcitCntrlFactor. This means that for each speed there is a specific excitation signal
value. If there is any difference between actual and programmed fuel quantity, there
will be a reaction by varying the excitation signal via a P-controller.
115
For parameterizing the characteristic, there are up to 16 triples of values available for
each. This implies that on using speed notches each speed notch can be assigned its own
value. This is not obligatory, though.
One triple of values consists of a speed value, a fuel value and an excitation value, all
with the same index. Intermediary values between two adjacent triples of values will be
computed by the control. The characteristics are evaluated based on current speed 2000
Speed ( 3.7 Parameterization characteristics).
The values of the characteristics are stored at the following parameter positions:
6600 to 6615 ExcitControl:n(x) :
speed values for power characteristic and excitation signal characteristic
6620 to 6635 ExcitControl:f(x) :
fuel quantity setpoint
6640 to 6655 ExcitControl:E(x) : excitation signal characteristic
The control will calculate the correction value with the following formula:
correction value = (current fuel - fuel value (speed)) 
weighting factor
+ excitation signal value (speed)
100%
This means that the speed dependent fuel quantity derived from characteristic 6620 ExcitControl:f(x) is subtracted from the current fuel quantity (EMS) 2350 FuelQuantity
and the difference is multiplied by the weighting factor 600 ExcitCntrlFactor. Adding
the speed dependent excitation signal value 6640..6655 ExcitControl:E(x) will yield the
excitation control correction value 2600 ExcitationSetpoint.
Hence when current fuel quantity coincides with the fuel quantity characteristic it is exclusively the excitation signal characteristic that will have an effect.
When current fuel quantity, however, does not coincide with the characteristic it is possible to choose whether the excitation signal is to be increased or decreased by modifying the weighting factor. With a negative weighting factor, a value smaller than the excitation signal value will be output whenever the current injection quantity is above the
injection quantity characteristic value, whereas with a positive weighting factor a value
larger than the excitation signal value will be output in the same case (generator deexcitation or generator excitation).
12.2.1.1 Fuel quantity offset
The value derived from the fuel quantity characteristic can be modified by 636 ExcitFuelOffset. This allows parallel shifting of the fuel quantity characteristic as might
be necessary when calibration of one engine is to be transferred to another engine in
case the profile of the characteristic is basically identical for both. If no such shifting
is required the offset parameter must be set to 0.
116
12.2.1.2 Excitation ramp
Running up to the calculated excitation signal can be delayed by ramps. The ramp is
to be adjusted and activated by means of the following parameters:
610 ExcitCntrlRampUp
upward ramp rate
611 ExcitCntrlRampDown
downward ramp rate
4610 ExcitControlRampOn
activation of the ramps
12.2.1.3 Determination of excitation characteristics
For plotting the two characteristics, 600 ExcitCntrlFactor must be set to 0%. This
means that it is exclusively the signal characteristic that will be relevant. Furthermore, it must be ensured that no fuel quantity limitation whatsoever is active, i.e.,
that all of the fuel quantity limitation functions are disabled.
Then, the speed points for which certain power outputs have been defined should be
run up to. At each speed supporting point the excitation signal is to be adjusted
manually until the desired power output is obtained. The resulting fuel quantity can
then be read from 2350 FuelQuantity.
Measuring and indicating current power output will require using an external device.
Note
The most convenient way of defining the speed setpoints as well as of adjusting the
excitation signal is by using the PC. To do so, the parameters 4020 SpeedSetpPCOn
and 4635 ExcitationSetpPCOn are to be set to 1. Speed setting is made using the parameter 20 SpeedSetpPC, input of the excitation signal is achieved using the parameter 635 ExcitationSetpPC.
First, the supporting points for speed will have to be entered as x-values in the characteristic 6600..6615 ExcitControl:n(x) ( 3.7 Parameterization characteristics).
Next, the excitation signal value associated with each speed supporting point is to be
entered in the characteristic 6640..6655 ExcitControl:E(x). The fuel quantity 2350
FuelQuantity thus established is then to be entered in 6620..6635 ExcitControl:f(x)
under the same index as the speed value.
Once the characteristics have been plotted, power control via fuel quantity can be
enabled by setting the factor 600 ExcitCntrlFactor. The greater this factor is chosen
the greater an amplification of the control circuit will result. The values are determined by running up to all speeds on-load; at each point control should be as fast as
possible without becoming unstable.
20 SpeedSetpPC
setpoint adjustment via PC
600 ExcitCntrlFactor
weighting factor
635 ExcitationSetpPC
adjustment of excitation signal by PC
117
4020 SpeedSetpPCOn
activate speed adjustment via PC
4635 ExcitationSetpPCOn
activate adjustment of excitation signal via PC
6600..6615 ExcitControl:n(x)
speed values for the characteristics
6620..6635 ExcitControl:f(x)
fuel quantity values for the fuel setpoint characteristic
6640..6656 ExcitControl:E(x)
excitation signal values for the excitation characteristic
INJECTION
QUANTITY
[mm³/str]
2000
1800
1600
1400
1200
1000
800
600
400
200
0
SPEED [rpm]
EXCITATION SIGNAL
[%]
100
90
80
70
60
50
40
30
20
10
0
500
1000
1500
2000
2500 SPEED [rpm]
Figure 35: Excitation control
With diesel-electric locomotive operation, generator excitation is supposed to be
controlled in such a way that in steady state operation the diesel engine follows a
characteristic within the range of optimum consumption.
If the driving system is operating in accordance with the fuel quantity setpoint
characteristic it is the value of the excitation characteristic that will be output. If
above the fuel quantity setpoint characteristic, the signal is reduced to some lower
118
value which implies that generator excitation is also reduced until the system is
working again in accordance with the characteristic.
Let us suppose, e.g., that with a speed of 1,900 rpm actual actuator travel amounts
to 70 %, and that for this speed the value of the fuel quantity setpoint characteristic is 60 %. Now, instead of the excitation characteristic value of 50 % an excitation signal of 37.5 % is to be output in order to reduce actuator travel to 60 %.
Since the weighting factor 600 ExcitCntrlFactor has been set to 0%, this characteristic will not take account of load. By entering in the above formula the desired
influence of load upon the excitation signal, the weighting factor can be derived
from it:
37.5 % = 10 % 
weighting factor
+ 50 %
100 %
This yields a weighting factor of –125% by which the entire excitation characteristic will be shifted in parallel.
Number Parameter
600 ExcitCntrlFactor
Value
-125
Unit
%
Activation:
4600 ExcitationControlOn
4601 ExcitGovOrControl
1
0
12.2.2 Excitation governing
With excitation governing, 2600 ExcitationSetpoint constitutes the output signal of a
fuel control circuit into which a desired fuel quantity value (reference value) and an actual fuel quantity value will enter. In contrast to excitation control, there exists no adjustable interrelation between speed and excitation signal basing on some characteristic.
The reference value for the excitation control circuit is derived from a single excitation
characteristic ( 3.7 Parameterization characteristics) where in dependence on speed
the fuel quantities are stored that corresponds to the required generator output.
speed values for excitation characteristic
fuel values for the excitation characteristic
Starting from current speed 2000 Speed the characteristic is evaluated, and the fuel
quantity setpoint thus determined is indicated by 2602 ExcitFuelSetpoint, after it has
been acted upon by any offsets, ramps or limitations.
The actual values of the excitation control circuit corresponds to the current, possibly
limited fuel quantity setpoint 2350 FuelQuantity as derived from the speed control circuit.
119
The output value of the excitation control circuit is 2600 ExcitationSetpoint. This value
can in addition be filtered by setting 633 ExcitationSetpFilter to a value not equal to 0.
12.2.2.1 Fuel quantity offset
The fuel quantity setpoint value derived from the power characteristic can be modified by 636 ExcitFuelOffset. This will allow parallel shifting of the fuel quantity
characteristic as might be necessary when calibration of one engine is to be transferred to another engine in case the profile of the characteristic is basically identical
for both. If no such shifting is required the offset parameter must be set to 0.
12.2.2.2 Ramps for fuel quantity setpoint
The fuel quantity setpoint value as derived from the characteristic and possibly limited can be delayed by ramps. The ramp is to be adjusted and activated by means of
the following parameters:
640 ExcitGovFuelRampUp
upward ramp for fuel quantity setpoint
641 ExcitGovFuelRampDown
downward ramp for fuel quantity setpoint
4640 ExcitGovFuelRampOn
activation of both ramps
12.2.2.3 Adjustment of PID parameters
The setpoint value of the fuel quantity 2602 ExcitFuelSetpoint and the actual value
2350 FuelQuantity enter into a control circuit whose PID parameters are to be entered in
630 ExcitGovGain
631 ExcitGovStability
632 ExcitGovDerivative
The result is 2600 ExcitationSetpoint. While determining the control circuit parameters, all limiting functions should be de-activated.
To accommodate the control circuit to different operating conditions the values of
630 ExcitGovGain and 631 ExcitGovStability can be corrected in dependence on injection quantity. For unstable working points (e.g., due to non-linear interrelations
between actuator travel and injection quantity or between excitation signal and generator output, or, with two cycle diesel engines, when operating within the turbocharger's range of transition from mechanical to exhaust gas drive) some decrease
may be necessary whereas full load may under certain circumstances require an increase. The correction factor is to be entered in the following characteristics ( 3.7
Parameterization characteristics).
6660 to 6675 ExcitGovPI:f(x)
injection values for PI correction
6680 to 6695 ExcitGovPI:Corr(x) correction values for P and I
120
Correction of the PI values is activated by means of 4630 ExcitGovPICurveOn. The
currently determined correction value is indicated by 2630 ExcitPI_CorrFactor.
12.2.2.4 Determination of excitation characteristic
When plotting the excitation characteristic, it should be ensured that during this adjustment phase none of the fuel quantity limitations is active, i.e., all fuel quantity
limiting functions must be disabled.
Then, the speed points for which certain outputs have been defined should be run up
to one after another. At each speed supporting point the excitation signal is to be adjusted manually until the desired power output is obtained. The resulting fuel quantity can then be read from 2350 FuelQuantity.
Measuring and indicating current power output will require using an external device.
Note
The most convenient way of defining the speed setpoints as well as of adjusting the
excitation signal is by using the PC. To do so, the parameters 4020 SpeedSetpPCOn
and 4635 ExcitationSetpPCOn are to be set to 1. Speed setting is made using the parameter 20 SpeedSetpPC, input of the excitation signal is achieved using the parameter 635 ExcitationSetpPC.
First, the supporting points for speed will have to be entered as x-values in the characteristic 6600..6615 ExcitControl:n(x) ( 3.7 Parameterization characteristics).
The fuel quantity thus established is then to be entered in 6620..6635 ExcitControl:f(x) under the same index as the speed value.
20 SpeedSetpPC
setpoint adjustment via PC
635 ExcitationSetpPC
adjustment of excitation signal by PC
4020 SpeedSetpPCOn
activate speed adjustment via PC
4635 ExcitationlSetpPCOn
activate adjustment of excitation signal via PC
speed values for excitation characteristic
fuel quantity values for excitation characteristic
12.2.3 Power limitation
The excitation signal 2600 ExcitationSetpoint that is either determined by excitation
control or excitation governing can be limited by various factors.
In the case of excitation control, it is the excitation signal 2600 ExcitationSetpoint itself
that will be subject to limitation. The currently applied limit is indicated by 2601 ExcitControlLimit.
121
Indicated value
2640 ExcitLimitMaxActive
2641 ExcitFuelLimActive
2642 ExcitForceLim1Active
2643 ExcitForceLim2Active
2644 ExcitSlideLimActive
2645 ExcitTempLimActive
2646 ExcitBoostLimActive
2647 ExcitSpeedLimActive
Reason
Reference
One of the following power limitations is active:
Speed or boost pressure  9.1 Speed dependent injecdependent fuel quantity
tion quantity limitation
limitation
 9.3 Boost pressure dependent fuel limitation
Power limitation selected  12.2.3.1 Externally actiby switching function
vated power limitation
Power limitation by ac 12.4 Slide protection
tive slide protection
Temperature-dependent  12.2.3.2 Temperature depower reduction
pendent power reduction
Boost pressure dependent  12.2.3.3 Boost pressure
power limitation
dependent power limitation
Speed-dependent power  12.2.3.4 Speed-dependent
Limitation
power limitation
Table 10: Excitation signal limitation
With excitation governing, the excitation signal is indirectly limited by limiting the fuel
quantity setpoint for the control circuit.
The parameter 2640 ExcitLimitMaxActive is used to indicate whether any limitation is
active. The values of 2641 ExcitFuelLimActive through 2647 ExcitSpeedLimActive offer
more detailed information about the causes of limitation. The different causes are described below.
12.2.3.1 Externally activated power limitation
Activation of the switch functions 2823 SwitchExcitLimit1and 2824 SwitchExcitLimit2 respectively offers the possibility of limiting the excitation signal to two
previously defined maximum values.
When using excitation control, the excitation signal 2600 ExcitationSetpoint itself
will be limited to 605 ExcitLimitForced1 or 606 ExcitLimitForced2 respectively.
When using excitation governing, however, the fuel quantity setpoint is limited to
637 ExcitFuelLimForced1 or 638 ExcitFuelLimForced2 respectively, and the excitation signal is affected via the control circuit.
The parameters 2642 ExcitForceLim1Active and 2643 ExcitForceLim2Active respectively indicate whether limitation is due to externally activated power limitation.
122
12.2.3.2 Temperature dependent power reduction
In the event that engine temperature 2907 CoolantTemp exceeds the value of 651
ExcitLimitTempLow the entire excitation characteristic is lowered in dependence of
temperature. The lowering value is linearly interpolated between reduction by 0 % at
651 ExcitLimitTempLow and reduction by 650 ExcitLimitTempDec at 652 ExcitLimitTempHigh. If current temperature exceeds the value of 652 ExcitLimitTempHigh, there will be continuous reduction by the value of 650 ExcitLimitTempDec.
This function is operative only with excitation governing and is to be activated by
the parameter 4650 ExcitTempLimitOn. The actual maximum value of the fuel quantity setpoint thus obtained is indicated by 2650 ExcitFuelLimitTemp. Whether this
value has caused limitation can be seen from 2645 ExcitTempLimActive.
On exceeding a coolant temperature limit independent of this function, it is also possible to activate forced idle speed ( 10.14 Forced idle speed).
12.2.3.3 Boost pressure dependent power limitation
This function is provided to take into account that atmospheric pressure is reduced
when operating in high altitudes. By lowering the excitation signal generator output
is reduced and automatically also diesel injection quantity. In diesel-electric operation this function should be preferred to boost pressure dependent fuel quantity limitation ( 9.3 Boost pressure dependent fuel limitation) where injection quantity is reduced without reduction of load. This may lead to speed drops and engine overload.
By means of a boost pressure sensor the current boost pressure 2904 BoostPressure
is measured and then a characteristic is used to determine the associated maximum
fuel quantity. The values of the characteristics are stored at the following parameter
positions:
6380 to 6389 ExcitBoostLimit:p(x) boost pressure values for limitation curve
6390 to 6399 ExcitBoostLimit:f(x) fuel quantity values for limitation curve
For parameterizing the boost pressure dependent limit characteristic, up to 10 pairs
of values are available. Each pair of values consists of one boost pressure value and
one actuator position, both with the same index. Intermediary values between adjacent pairs of variates will be interpolated by the control ( 3.7 Parameterization
characteristics).
the parameter 4655 ExcitBoostLimitOn. The actual maximum value of the fuel quantity setpoint thus obtained is indicated by 2655 ExcitFuelLimitBoost. The parameter
2646 ExcitBoostLimActive will indicate whether there is limitation caused by this
value.
123
12.2.3.4 Speed-dependent power limitation
Based on current speed the related maximum excitation signal is determined via a
characteristic.
The values of the characteristics are stored at the following parameter positions:
6966 to 6981 ExcitSpeedLim:n(x) speed values for limitation curve
6982 to 6997 ExcitSpeedLim:E(x) excitation values for limitation curve
For parameterizing the boost pressure dependent limit characteristic, there are up to
16 pairs of values available. Each pair of values consists of one speed value and one
excitation value, both with the same index. Intermediary values between adjacent
pairs of variates will be interpolated by the control ( 3.7 Parameterization characteristics).
the parameter 4656 ExcitSpeedLimitOn. The resulting actual maximum value for excitation is indicated by 2656 ExcitationLimitSpeed. The parameter 2647 ExcitSpeedLimActive will indicate whether there exists limitation caused by this value.
12.3 Low idle speed
The function "Low Idle Speed" is offered to save fuel. It allows to set idle speed to a specific level if no excitation signal has been requested for a pre-set minimum time.
The lowest possible idle speed is indicated in 24 SpeedMinAbsolute. If after activation of
signal 2841 SwitchLowIdleOn no excitation signal is triggered for the duration of 242
SpeedMinAbsDelay (2600 ExcitationSetpoint = 0), the speed setpoint is progressively lowered with ramp value 241 SpeedMinAbsRampDown towards 24 SpeedMinAbsolute. As
soon as the switching function is disabled or the excitation signal is triggered again, the
engine returns to the previous operating mode using the normal ramp.
If pre-set temperatures are exceeded, it is possible to protect the engine by letting it run at
forced idle speed ( 10.14 Forced idle speed). If conditions for low idle speed are given, in
this case too the lowest possible idle speed will be used.
12.4 Slide protection
When skidding wheels are detected the control will continuously reduce the excitation signal until the wheels have a firm grip again. A separate electronic device is required to detect sliding of the wheels and to transmit a specific signal to the control. If modification of
the excitation signal is insufficient or impossible the speed setpoint can be modified instead.
124
12.4.1 Reduction of excitation by digital slide signal
The switch function 2818 SwitchSlide is used to inform the control about the currently
valid status of slide protection:
2818 SwitchSlide = 0
no slide signal coming in
slide signal received
The same switch can also initiate influencing the speed setpoint ( 12.4.3 Speed reduction by digital slide signal). When the control recognizes the slide signal for the first
time, the current excitation signal 2600 ExcitationSetpoint is frozen and reduced by 620
ExcitSlideDec. This new excitation signal is held for the time defined by 621 ExcitSlideDuration. If there is still a slide signal coming in after that, the excitation signal will be
reduced once again. Reduction will be repeated until the slide signals cease to come in,
i.e., until the wheels are gripping again.
SLIDE SIGNAL
<2818>
1
0
t [s]
EXCITATION SIGNAL
[%]
Correction value
<2600>
Excitation decrease
<620>
Excitation ramp
Excitation decrease
<620>
t [s]
Waiting time Waiting time
<621>
<621>
Figure 36: Slide protection
125
After that the currently calculated excitation signal is activated again and run up to via
the power ramp in case this ramp has been activated.
This digital slide protection function is to be activated by the parameter 4620 DigSlideExcitCntrlOn. The parameter 2644 ExcitSlideLimActive will indicate whether power
limitation is active due to slide protection.
12.4.2 Reduction of excitation by analogue slide signal
Instead of a digital slide protection signal and a fixed reduction of the excitation value
during a predefined period of time ( 12.4.1 Reduction of excitation by digital slide signal) there exists also the possibility of having the reduction value defined by the evaluating electronics directly via a sensor input, viz. 2914 SlideExcitReduction ( 21.1
Sensor overview).
Whenever 2914 SlideExcitReduction yields a value not equal to zero for the first time,
the current excitation signal 2600 ExcitationSetpoint will be frozen. Up to the time
when 2914 SlideExcitReduction returns to zero, its actual value is subtracted from the
frozen value. The new excitation signal 2600 ExcitationSetpoint will result from the
smaller value obtained by the reduction as just described and from the excitation signal
value depending on current speed and fuel quantity. This means that the calculations via
excitation control / excitation governing will continue but will only be applied if they
define an excitation signal value even smaller than the one determined by the reduced
value.
This slide protection function can be activated by 4621 AnaSlideExcitCntrlOn. Again
2644 ExcitSlideLimActive will indicate whether power limitation is active due to slide
protection.
Note
Special care should be taken when determining the reference values at the
analogue input for 2914 SlideExcitReduction so that a value greater than
zero will be measured only if any slide protection measure is supposed to
take effect.
12.4.3 Speed reduction by digital slide signal
The same switch function 2818 SwitchSlide that initiates affection of the excitation signal ( 12.4.1 Reduction of excitation by digital slide signal) serves to inform the control
about the state of slide protection that is currently active.
126
no slide signal coming in
slide signal received
SLIDING SIGNAL
<2818>
SPEED
[rpm]
speed setpoint
<2031>
speed decrease
<1350>
speed ramp
speed decrease
<1350>
Figure 37: Slide protection
Whenever the control recognizes the slide signal, set speed will be reduced by 1350
DigSlideSpeedDec. This new excitation signal is held for the time defined by 1355
DigSlideDuration. If after that there is still a slide signal coming in, the set value will be
reduced once again. Reduction will be repeated until the slide signals cease to come in,
i.e., until the wheels are gripping again. After that, the previous setpoint is restored and
is slowly run up to via the  7.2 Speed ramp if a speed ramp is being used.
This slide protection function is activated with parameter 5351 DigSlideSpeedSetpOn.
12.4.4 Speed reduction by analogue slide signal
Instead of a digital slide protection signal and a fixed reduction of the excitation value
for a predefined period of time ( 12.4.3 Speed reduction by digital slide signal) there
exists also the possibility of having the reduction value defined by the evaluating electronics directly via a sensor input, viz. 2915 SlideSpeedReduction ( 21.1 Sensor overview).
Whenever 2915 SlideSpeedReduction yields a value not equal zero for the first time, the
current excitation signal will be frozen. Up to the time when 2915 SlideSpeedReduction
127
returns to zero again, its value is subtracted from the frozen value and care is taken that
the resulting speed setpoint will never drop below 1356 AnaSlideSpeedMin.
This slide protection function can be activated by 5352 AnaSlideExcitCntrlOn.
Note
128
Special care should be taken when determining the reference values at the
analogue input for 2915 SlideSpedReduction so that a value greater than
zero will be measured only if any slide protection measure is supposed to
take effect.
13 Generator operation
For parallel generator operation, various devices are required to perform synchronization, real
load sharing in isolated parallel operation or real load control when paralleled to the mains.
All of these devices will affect speed setpoint. It is for this reason that a setpoint offset for
synchronization and a setpoint offset for load control are added to the setpoint value as determined from the pre-defined setpoint (refer to determination of speed setpoints  7.1.4
Generator operation).
If no additional load control device is provided then droop (proportional band) can be used
instead though with certain restrictions in case of isolated parallel operation. In mains parallel
operation droop can be employed for setting the desired load. In isolated parallel operation
droop is made use of to obtain homogeneous load sharing.
To use the specific generator functions the parameter 1810 / 3810 OperationMode to be set to
3.
Note
The following descriptions of synchronizing and power control are valid for
closed loop (automatic) operation only. For manual operation and for the conditios of switching over between automatic and manual operation refer to  13.4
Automatic or manual operation.
13.1 Synchronization
Synchronization can be performed analogously using the HEINZMANN synchronization
unit or digitally by presetting synchronization values. Selection is made by the parameter
5210 SyncAnalogOrDigital = 0
Digital synchronization
5210 SyncAnalogOrDigital = 1
Synchronization using the synchronization unit
The following switch functions serve to inform the control unit that synchronization is enabled:
2834 SwitchSyncEnable = 0
Synchronization not enabled
2834 SwitchSyncEnable = 1
Synchronization enabled
Note
If no external switch is assigned to the switching function, the function synchronization will always be active. When assigning digital inputs to the switching functions for enabling synchronization and load control the same input can
be assigned inverted which will allow to easily change over between the two
operating modes.
The setpoint change resulting from synchronization and load control is indicated by the parameter 2042 GenSetOffset.
129
13.1.1 Digital synchronization
With digital synchronization two switching functions are provided for determining
whether the setpoint is to be increased or decreased. The states of the switching functions can be read from the parameters
no increase of speed setpoint
increase of speed setpoint
decrease of the speed setpoint.
There will be changes of the setpoint only if the two parameters read different values,
i.e., if only one of the two functions is active. The scope of the change can be defined
by means of the parameter 1210 DigitalPotSpeedRamp with speed change per second as
a unit. Setpoint changes can be conducted until either maximum or minimum speed is
attained. If the signals for changing the setpoint consist of pulses, these pulses must
have a duration of at least 10 ms in order to be detected by the control circuit. The control electronics will respond to pulses for changing the setpoint only when the engine is
running.
The setpoint change by the digital potentiometer is added as an offset to the value of
2033 SpeedSetpSelect as resulting from the preceding setpoint determination after the
ramp. This modification of the speed setpoint is executed with the given step size and
direction until either maximum (or minimum) speed is attained or the states of both
functions are identical (0 or 1). The offset remains in effect even if there is a changeover to some other setpoint value or if an adjustment of the analogue potentiometer occurs. The minimum or maximum speeds, however, can never be exceeded (except for
droop). The offset can be read from the parameter 2041 DigitalPotOffset. With the engine standing, the accumulated offset will be cleared.
If an offset is applied to the analogue setpoint, minimum or maximum speed will be attained before the potentiometer is turned to its end position. When the potentiometer is
further turned into its stop position, the offset will be decreased again. In other words, if
there has been a digital modification of the setpoint and the potentiometer is then turned
on full-scale, the resulting offset will have disappeared.
Number Parameter
1210
1810/3810
5210
DigitalPotSpeedRamp
OperationMode
SyncAnalogOrDigital
Value
5
3
0
Unit
rpmps
Indication:
2825 SwitchSpeedInc
2826 SwitchSpeedDec
130
0/1
0/1
Note
If fuel quantity reaches at the high fuel quantity limit (2711 FuelLimitMaxActive = 1) there will be no further increase of speed. This will prevent increasing the set speed when the engine is operating in overload blocking
mode (i.e., when the engine is operating at its power range limit and if there
is an additional speed drop due to load).
Similarly, the speed setpoint cannot be reduced if fuel quantity has reached
the low fuel quantity limit (2710 FuelLimitMinActive = 1).
13.1.2 Synchronization using the HEINZMANN synchronization unit SyG 02
With analogue synchronization, the control unit will receive the actual output value of
the HEINZMANN synchronization unit SyG 02 as an analogue input. This is provided
by setting the parameter 5210 SyncAnalogOrDigital to "1". In order to use the switching
function 2834 SwitchSyncEnable this function must be active. Furthermore, when using
the switching function 2836 SwitchAutoOrManual it must have been set to automatic
operation ( 13.4 Automatic or manual operation).
Note
Prior to adjusting the synchronization unit, the voltages of the generators
should be set to equal values. Besides, reactive load distribution has to be
ensured, e.g., by paralleling the generator brushes. If necessary, the generator manufacturers will provide information on this subject.
To adapt the setpoint input to the synchronization unit the following steps must be
taken:
Danger!
High
Voltage
Before switching on for the first time, it must be checked whether the voltage across the mains breaker is approximately 0 Volts at all three phases.
This is to ensure that there is no phase rotation at the mains breaker.
Caution: high voltage!

With bridges between the terminals 14 and 15 and the terminals 17 and 18 of the
synchronization unit the generator set is to be started and voltage to be applied to
the synchronization unit. The parameter 1220 SynchronFactor is to be set to 0 %,
and then the engine to synchronous speed,. e.g., 50 Hz.

Since the control value from the synchronization unit can completely cover the analogue input range of 0..5V, the reference values should be set to the minimum and
maximum values ( 24.2.1 Calibration of analogue inputs,  24.2.4 Error detection
for analogue inputs).

The signal coming in from the synchronization unit is read out via the parameter
2903 SyncInput and then entered in the parameter 1221 SyncInput as a reference
value. Reference should be about 50 %.
131

As soon as frequencies, phase positions and voltages of both generators are equal
the relay of the synchronization unit will operate after a delay time that can be adjusted from 0.5 to 5 seconds. With the terminals 17 and 18 bridged, there will be no
action of the relay to actuate the generator contactor so this bridge will have to remain connected while adjustments are being made.

Synchronization is then activated by removing the bridge between terminals 14 and
15. To optimize the dynamic behaviour of synchronization the amplification of the
synchronization signal may be modified by means of the parameter 1220 SynchronFactor starting with 2%.

The value range of the amplification factor is defined as follows: Given a signal difference of 10% between 2903 SyncInput and 1221 SynchronReference and an amplification factor 1220 SynchronFactor of 10%, a speed change of +10 rpm will be
achieved.

When synchronization is operating satisfactorily, the bridge between terminals 17
and 18 is to be removed to enable closing of the generator contactor.
For further information on the synchronization unit, please refer to the
manual Synchronization Unit SyG 02 no. E 82 001-e.
Note
13.2 Load control
Load control can be performed analogously using the HEINZMANN Load Control Unit
or an external setpoint potentiometer or – on request – with an integrated power governor.
Selection is made by the parameter
5233 PowerGovernorOrLMG = 1 integrated power governor
5233 PowerGovernorOrLMG = 0 HEINZMANN Load Control Unit or potentiometer
5230 LoadControlOrPot = 0
External potentiometer
5230 LoadControlOrPot = 1
HEINZMANN load control unit
Note
Parameter 5233 PowerGovernorOrLMG is available only if the integrated
load control is implemented in the firmware. Otherwise only parameter 5230
LoadControlOrPot is valid for the selection.
The following switch functions, normally connected to generator contactor or mains
breaker, serve to inform the control unit that load control is enabled:
2835 SwitchLoadEnable = 0
Load control not enabled
2835 SwitchLoadEnable = 1
Load control enabled.
If no external switch is assigned to the switching function, the load control
function will always be active. When assigning digital inputs to the switching
132 Note
functions for enabling synchronization and load control the same input can be
assigned inverted which will allow to easily change over between the two operating modes.
The setpoint change resulting from synchronization and load control is indicated by the parameter 2042 GenSetOffset.
13.2.1 Load control using the HEINZMANN load control unit LMG 10
Load control by means of the HEINZMANN load control unit LMG 10 is based on
evaluation of the output signal that is coming from the load control unit and has been
connected to one of the control unit's analogue inputs. This signal can be generated also
by the generator management system THESEUS. In this case the following statements
apply similarly, except that THESEUS has operates in the direction opposite to that of
the load control unit, therefore the amplification factor must be entered in positive.
To connect the load control unit 5233 PowerGovernorOrLMG must be set to 0 and
5230 LoadControlOrPot must be set to 1. Besides, when using the switching function
2835 SwitchLoadEnable this function must have been activated. Furthermore, when using the switching function 2836 SwitchAutoOrManual it must have been set to automatic operation ( 13.4 Automatic or manual operation). To adapt the setpoint input to
the load control unit the following procedure must be followed:

The load control unit must have been completely connected, the engine must be running, and operating voltage must be applied.

The generator breaker must be open so that there is no power output from the generator.

Since the control value from the load control unit can completely cover the analogue
input range of 0..5V the reference and error limit values for the respective analogue
input should be set to the minimum and maximum values ( 24.2.1 Calibration of
analogue inputs,  24.2.4 Error detection for analogue inputs).

The parameter 1230 LoadControlFactor is to be set to 0.

The signal from the load control unit is read out via the parameter 2902 LoadCtrlInputand entered in parameter 1231 LoadControlReference as a reference value. Reference should be about 30 %.

With the generator on load the setting is conducted at full load. To optimize the dynamic behaviour of the power control, the amplification of the power setpoint signal
sent to the governor may be modified by means of the parameter 1230 LoadControlFactor starting with -2%.

The value range of the amplification factor is defined as follows: A signal difference of 10% between 2902 LoadControlInput and 1231 LoadControlReference and
an amplification factor 1230 LoadControlFactor of –10% will yield a speed change
of +10 rpm.
133
Note
The working direction of the HEINZMANN Load Control Unit LMG 10
is inverted, i.e., decreasing the control value will increase speed and vice
versa. Therefore, the values to be entered for 1230 LoadControlFactor
must be negative ones when using the LMG 10.
If the HEINZMANN Load Control Unit or the  13.3 Digital generator
management THESEUS is used,  7.3 Droop will be automatically deactivated by the control unit as this operating mode does not permit the
use of droop. For more detailed information on the Load Control Unit,
please refer to the manual Load Control Unit LMG 10-1 no. E 02 001-e.
13.2.2 Load control by preset value
The power output to be produced by the engine in generator operation may also be directly set by a setpoint within the range of 0..100%. This mode requires the parameter
5230 LoadControlOrPot to be set to "0". In this case, there is actually no power control
but fuel quantity is set according to the given power setpoint assuming output to be linearly depending on fuel quantity.
In pure mains parallel operation , there will be no problem in using droop. Since in this
case actual speed must not change when the generator set is coupled to the mains alteration of the setpoint can be used to change fuel quantity and by this engine load. Droop is
required to set a stable load point for the engine, for without droop the engine would
slowly tend either to minimum fuel quantity or maximum fuel quantity as resulting from
the  9 Limiting functions, because without droop there exists no well-defined relation
between speed and fuel quantity. Hence is would be impossible to obtain a stable point.
This is why for this application case a droop of normally 4 % is preset which allows to
obtain stable adjustment of load. With droop below 4 %, there exists a certain risk of
load variations since no stable load point can be found.
In island parallel operation, droop can be used to achieve that all installations that have
been coupled together across the busbar take over the same percentage of load. This
mode of operation, however, has the disadvantage that due to droop load sharing will
result in speed changes, i.e., depending on load different speeds will be attained.
If this is not desirable and load distribution at identical speeds is required (so-called
isochronous operation), load sharing has to be performed by means of an additional
control device , e.g., by employing  13.2.1 Load control using the HEINZMANN load
control unit or by using the  13.3 Digital generator management THESEUS.
In island parallel operation with droop all sets have been coupled across a busbar. This
implies that all sets are working at identical actual speeds. Since a well-defined relation
between speed and load is given by droop all sets will produce the same percentage of
power output provided droop has been correctly set.
134
For correct adjustment of droop, the reference speeds 123 Droop1SpeedRef and 128
Droop2SpeedRef respectively as well as the droops 120 Droop1 and 125 Droop2 respectively must be identical for all sets.
Zero-load fuel quantity 121 Droop1RefLow and full-load fuel quantity 122
Droop1RefHigh (or 126 Droop2RefLow and 127 Droop2RefHigh respectively) are to be
determined and parameterized separately for each engine.
Fuel reference values must be parameterized for correct functioning even if
droop is calculated from measured power ( 7.3 Droop).
Note
13.2.2.1 Analogue setpoint adjustment
To activate this function, the parameter 5230 LoadControlOrPot is to be set to "0".
Furthermore,  7.3 Droop must have been activated as it is absolutely necessary for
correct operation.
Presetting power output is achieved by means of the input for the load setpoint 2902
LoadCtrlInput. Using preset power output current load is adjusted via the fuel quantity reference values for droop 121 Droop1RefLow and 122 Droop1RefHigh or respectively 126 Droop2RefLow and 127 Droop2RefHigh for droop 2. In other words,
with 2902 LoadCtrlInput set to 0 % fuel quantity will correspond to 121
Droop1RefLow, and similarly with 2902 LoadCtrlInput = 100 % fuel quantity will
correspond to 122 Droop1RefHigh. Intermediary values will be accordingly interpolated.
Number Parameter
120
121
122
123
2040
2042
2902
4120
5230
Droop1
Droop1RefLow
Droop1RefHigh
Droop1SpeedRef
DroopOffset
GenSetOffset
LoadCtrlInput
DroopOn
LoadControlOrPot
Value
4
10
230
1500
0..60
-60..0
0..100
1
0
Unit
%
mm³/str
mm³/str
rpm
rpm
rpm
%
In this example, the engine is running at rated speed 1500 rpm and 4% droop.
Fuel reference value for zero load is 10 mm³/str and 230 mm³/str for full load.
Now, the desired output can be adjusted within the range from 0% to 100% by
means of the load setpoint.
Due to droop, there is a speed setpoint offset of 60 rpm at zero load (4% of 1500
rpm) and of 0 rpm at full load as indicated by the parameter 2040 DroopOffset.
135
The load setpoint generates an opposite offset in order to return in combination
with droop to the total setpoint value of 1500 rpm. This means, the 0 % load setpoint will correspond to an offset of –60 rpm and 100% load setpoint to an offset
of 0 rpm.
Injection quantity
[mm³/str]
Load setpoint
Full-load quantity
Zero-load quantity
Rated speed
(1500 rpm)
Speed
[rpm]
Figure 38: Load control by preset value
Given a load setpoint of 2902 LoadCtrlInput = 40%, this will result in calculating
a speed offset of –36 rpm. Fuel quantity will now continue to be altered via droop
until droop arrives at the fuel quantity of 40 % and with this calculates an offset of
+36 rpm which yields a speed setpoint of 1500 rpm - 36 rpm + 36 rpm = 1500
rpm.
So, by load adjustment a speed setpoint offset is formed which corresponds to the
droop offset as mirrored with respect to rated speed thus yielding eventually a total offset of 0 rpm.
13.2.2.2 Digital setpoint adjustment
If synchronization and load control are performed exclusively via digital potentiometers it is recommended to configure load control for power adjustment by setpoint
definition with 5230 LoadControlOrPot = 0 but to leave the load setpoint 5230
LoadCtrlInput unassigned by setting 902 AssignIn_LoadCtrlInp = 0 ( 21.4
Assigning inputs to sensors and setpoint adjusters). Due to this, the load setpoint will
always yield 2902 LoadCtrlInput = 0 % which will result in an exactly opposite
droop offset at zero load. This will cause the engine to run exactly at rated speed after start-up. Afterwards, synchronization can be performed via the digital potentiometer and load accordingly controlled.
136
This will, however, presuppose droop to have been accurately parameterized. Since
in this case neither the switch 2836 SwitchAutoOrManual will be needed nor activation by 2834 SwitchSyncEnable and 2835 SwitchLoadEnable required, they may not
have been configured.
13.2.3 Integrated power governor
If both a setpoint and and an actual power signal are available, the control unit can take
over load control if the integrated power governor has been implemented in the firmware by request. In this case the internal, higher-ranking power governor calculates a
speed setpoint offset for the speed governor or, for mains operation, even the fuel setpoint for the engine, bypassing the speed control circuit.
To activate the integrated power governor 5233 PowerGovernorOrLMG must be set to
1.
The power setpoint is transmitted in 2919 PowerSetpoint. For testing and commissioning, instead of this value a pre-set PC value 1243 PowerSetpointPC may be used if 5243
PowerSetpPCOn is set to 1. This function cannot be saved, i.e. after a reset of the control device the external value 2919 PowerSetpoint is active again.
If required, the setpoint can be approached by ramp, with 1241 PowerSetpRampUp denoting increasing adjustment speed and 1242 PowerSetpRampDown decreasing adjustment speed. Both ramp directions are activated together with 5241 PowerSetpRampOn.
If ramping is to be in one direction only, the other parameter must be set to its maximum value.
The resulting effective power setpoint is indicated in 3233 PowerSetpEffective
angezeigt. In addition, measured power 2918 MeasuredPower is indicated in relation to
rated power 1232 RatedPower in 3232 RelativePower.
Power control is effective only when the engine is running (3830 Phase > 4), when the
values for measured power and power setpoint are available without errors (3023 ErrMeasuredPower = 0 and 3024 ErrPowerSetpoint = 0), when there is no engine stop request (3802 EngineStopRequest = 0) and the contactor is closed (2835 SwitchLoadEnable = 1).
3234 GovernorPowerOrSpeed = 1 indicates whether the power governor is active or
not. Otherwise only speed is controlled. The error situation arising when power control
fails while the contactor is closed, because measured power or power setpoint register a
sensor error should be provided for by always parametrizing the droop mode.
Settings for the power control circuit are made in:
1233 PowerGovGain
proportional factor of power governor
137
1234 PowerGovStability
integral factor of power governor
1235 PowerGovDerivative
derivative factor of power governor
The P-factor and I-factor can be subjected to power-dependent variation by activating a
characteristic with 5235 PIDCurvePowerOn = 1.
6300 PIDCrvPowGov:P
power supporting points
6310 PIDCrvPowGov:Corr
correction factors
3235 PowerPIDCorrFactor
current correction factor for P and I
5234 FuelOrSpeedOffsMode allows to decide wether power governor output acts as
modification of the speed setpoint or directly on fuel quantity. Fuel offset is used in
mains operation and speed setpoint offset in island operation. If a system is to work in
both operational modes the modification of the speed setpoint must be parametrized.
5234 FuelOrSpeedOffsMode = 0
speed setpoint offset
5234 FuelOrSpeedOffsMode = 1
fuel offset
2042 GenSetOffset
current speed setpoint offset
2111 FuelGenSetOffset
current fuel offset
If fuel offset is enabled, 2835 SwitchLoadEnable should be connected with the mais
breaker, if speed setpoint offset is used it should be connected with the generator contactor. When the integrated power governor works with fuel offset in mains operation,
this is indicated by 3200 GenCtrlMainsOrIsland = 1.
The results of power control can be monitored for deviations if in 1239 MaxPowerDifference a maximum admissible deviation for the duration of 1240 MaxPowerDiffMaxTime is set and the function has been enabled with 5239 SupvisePowerDiffOn. Deviations from the set values are indicated in 3048 ErrPowerGovernor[0].
13.2.3.1 Reduced power caused by knocking
The switch function 2818 SwitchKnock is used to inform the control about the presence of knocking.
2818 SwitchKnock = 0
no knocking
2818 SwitchKnock = 1
engine knocks
When the power governor recognizes the knock signal for the first time, the current
power setpoint 3233 PowerSetpEffective is frozen and reduced by 1245 KnockPowerReduction. This new power setpoint is mantained for the duration of 1246 KnockDuration. If after that there is still a knock signal coming in, the power setpoint will
be reduced further. The reduction continues until the knock signal ends.
After that the currently pre-set power setpoint is activated again and run up to via the
power ramp if this ramp has been activated.
138
This engine protection function is enabled by means of the parameter 5245 KnockControlOn. 3245 KnockPowerRedActive shows whether a power reduction is active.
13.3 Digital generator management THESEUS
THESEUS digital generator management is an accessory device for generator operation
that is capable of executing all synchronization and power control functions. This HEINZMANN device has been designed for optimum cooperation with HEINZMANN speed
governors. The preferred type of connection is via the CAN bus. Chapter  26.1 CAN protocol HZM-CAN offers a description of how to configure the CAN bus system for this purpose. But it is also possible to connect THESEUS to the speed governor using an analogue
input. This value is used in the same way as for the load control unit and is described in 
13.2.1 Load control using the HEINZMANN load control unit.
For operation with THESEUS, droop will be de-activated automatically, yet for the eventuality of a change-over to manual operation ( 13.4 Automatic or manual operation)
droop should always be parameterized. Any further adjustment for synchronization and
load control will performed on the part of THESEUS.
Operation using THESEUS offers the possibility of disabling synchronization and load
control in case of failure or of changing over to manual operation by means of a digital potentiometer. For this purpose, the switching function
2836 SwitchAutoOrManual = 0
Manual operation by digital potentiometer
Automatic operation
is available. If this switching function is not parameterized, no external change-over to
manual operation will be possible. When THESEUS has been switched over to manual operation, the control unit will be switched over to manual operation as well. There will also
be manual operation in case CAN communication with THESEUS is no longer available.
Operation mode can be checked by the parameter 3201 GenCtrlAutoOrManual.
In manual operation, the control signals received from THESEUS unit will not be evaluated, and it is only the switch inputs for the digital potentiometer that will be active. The
inputs and parameters used in this case are the same as for  13.1.1 Digital synchronization. In case manual operation is also to be used for load control, this will in addition require to activate droop. On switching over to manual operation, the current offset values
will be taken over for the digital potentiometer to avoid speed and load jumps. When
switching back to automatic operation this will not always be possible since the offset values of the digital potentiometer are cleared and the signals from THESEUS have to be used
(see also  13.4 Automatic or manual operation).
For further information about the adjustment and operation of THESEUS,
please refer to the manual Basic Information THESEUS, ord. no. DG 01 015-e
Note
139
13.4 Automatic or manual operation
Generator operation offers the additional option to disable synchronization and load control in case of failure and to switch over to manual operation using a digital potentiometer.
For this purpose, the switching function
Manual operation by digital potentiometer
Automatic operation
is available. If the switching function has not been parameterized ( 22 Switching functions) the system behaves always as in automatic operation.
In manual operation, the control signals received via the analogue inputs or from the THESEUS unit ( 13.3 Digital generator management THESEUS) will not be evaluated, and it
is only the switch inputs for the digital potentiometer that will be active. The inputs and
parameters used in this case are the same as for  13.1.1 Digital synchronization. The
switch functions 2834 SwitchSyncEnable and 2835 SwitchLoadEnable for enabling synchronization and power control, however, will be ignored.
In case manual operation is also to be used for load control, this will in addition require to
activate droop. This is achieved by assigning the same digital input which is used to
change over to manual operation to the switch for changing over between droop 1 and
droop 2 812 FunctDroop2Or1 ( 22.2 Assignment of digital inputs).
On switching over to manual operation, the current offset values will be taken over for the
digital potentiometer to avoid speed and load jumps. When switching back to automatic
operation this will not always be possible since when using, e.g., the synchronization and
load measuring devices the offset values of the digital potentiometer will be cleared and
the input signals used.
Whether the control unit is operating in automatic or manual mode can be read from the
parameter 3201 GenCtrlAutoOrManual.
Note
140
If the engine is started by manual operation it will run by set speed plus droop.
On switching over to automatic operation droop will be deactivated thus clearing also the offset resulting from droop. The engine will then be running at
pre-set speed. When returning to manual operation droop will be activated, but
in such a way as to retain the currently set speed, and on switching back again
to automatic operation the set speed will no longer undergo alteration. This is
motivated by the wish to avoid load jumps when switching over under load after attaining a stabilized state. In automatic operation, the set will be running
in isochronous mode, i.e., there will be no speed change across load. Therefore, this speed must be sustained on switching over to manual operation, as in
manual operation the actual set speed can be altered by droop and by this possibly cause a speed or load jump when switching back to automatic operation.
By using the  7.2 Speed ramp ramp any such speed jump and hence load jump
can be retarded by a ramp.
Synchronization is to be enabled with switch input 4 opened and load with switch
input 4 closed. Switch input 5 serves for changing between automatic and manual
operation. In addition, droop of 4 % is to be provided for manual operation.
Number Parameter
120
125
812
834
835
836
4120
Droop1
Droop2
FunctDroop2Or1
FunctSyncEnable
FunctLoadEnable
FunctAutoOrManual
DroopOn
Value
4
0
5
-4
4
5
1
Unit
%
%
Indication when synchronizing in manual mode:
2812
2834
2835
2836
3201
SwitchDroop2Or1
SwitchSyncEnable
SwitchLoadEnable
SwitchAutoOrManual
GenCtrlAutoOrManual
0
1
0
0
0
Indication when load controlling in automatic mode:
2812
2834
2835
2836
3201
SwitchDroop2Or1
SwitchSyncEnable
SwitchLoadEnable
SwitchAutoOrManual
GenCtrlAutoOrManual
1
0
1
1
1
141
14 Marine application
14.1 Master-slave operation
For ships with two engines on a single shaft the option Double-Engine-System is available
on request.
The switch function 2841 SwitchMasterOrSlave tells both control devices which engine is
master and which is slave. It is convenient to use a single switch and to connect it to both
control devices. In one device the digital input is assigned positive, in the other negative (
22.2 Assignment of digital inputs). In this way, both get the same information, but in inverted form.
The switch functions 2843 SwitchClutch, 2842 SwitchLoadTransfer and, if required, 2844
SwitchAsymLoadEnable must be connected to both control devices, for the selection master/slave is dynamic. The effective elaboration in the control device depends on the assigned engine type.
The two control units are connected with the HZM-CAN-Bus ( 26.1 CAN protocol HZMCAN). The bus transmits the fuel setpoint for the slave. Besides, the two control units continually exchange information about the operative state of the engines. This allow a quick
reaction when errors require both engines to go in droop.
Parameter 3250 TwinEnginePhase shows the different phases of engaging, load pick-up
and disengaged.
0:
engine runs by itself, not engaged, has not reached engagement speed yet
1:
engagement speed reached, engine waits for engagement
master stays in this phase
slave proceeds to phase 2 after engagement
2:
engaged slave, ramp running after clutch is closed
3:
engaged slave, load pick-up active
4:
engaged slave, load pick-up deactivated, ramp to minimum load
5:
engaged slave, disengagement load reached, engine waits for disengaging
As soon as engagement speed 90 SpeedSwitch is reached, the value of 3251 CloseClutchPossible switches from 0 to 1 and engaging becomes possible. If the value changes from 1
to 0, disengaging is possible because the slave engine has reached the disengagement load
1252 SlaveLoadForDeClutch. If parameter number 3251 is assigned to a digital output and
therefore to a lamp, the lamp is off when the engine starts and lights up when engagement
speed is reached; it stays on as long as load pick-up is required and goes out when load
pick-up is over and disengaging load has been reached.
The disengagement request by switch function 2843 SwitchClutch = 1 is accepted by the
slave engine only if 3251 CloseClutchPossible has been enabled from 0 to 1 – or differently put, when 3250 TwinEnginePhase = 1.
142
After engaging, the slave runs up to load 1252 SlaveLoadForDeClutch, until load pick-up
is requested by 2842 SwitchLoadTransfer = 1. From then on, the slave runs along the
ramps 1253 SlaveLoadRampUp or 1254 SlaveLoadRampDown to the position pre-set by
the master.
2842 SwitchLoadTransfer = 0 ends the load pick-up. The slave goes automatically to the
disengagement load 1252 SlaveLoadForDeClutch and signals it with 3251 CloseClutchPossible = 0.
The disengagement request operated by switch function 2843 SwitchClutch = 0 is accepted
by the slave engine only if the disengagement load has been reached and 3251 CloseClutchPossible has been disabled from 1 to 0 – or differently put, when 3250 TwinEnginePhase = 5.
3252 PositionerOrGovernor indicates whether the respective control unit is an active
speed governor or the slave is in positioning mode.
3252 PositionerOrGovernor = 0
speed governor
3252 PositionerOrGovernor = 1
slave in positioning mode
The transmission of the setpoint from master to slave is in form of load value. To this purpose it is necessary to define the respective actuator positioning values for zero-load and
full-load on both control units.
1250 FuelAtZeroLoad
fuel reference value at zero load
1251 FuelAtFullLoad
fuel reference value at full load
The resulting own load setpoint is indicated in 3253 MyLoadSetpoint, the load setpoint of
the other engine in 3254 OtherLoadSetpoint. The slave derives its own fuel setpoint from
the received load setpoint and the to actuator positions and indicates it in 3255 SlaveFuelSetpoint.
The fuel setpoint can be limited both in master and slave. This is indicated by the following parameters:
2711 FuelLimitMaxActive
fuel for this engine is limited
2716 AsymLoadLimitActive
slave limit for asymmetrical load is active
3256 Slave&MasterLimited
fuel for both engines is limited
While fuel limitation in the master, i.e. in the speed governor, may be either speeddependent or boost pressure dependent, in the slave it is determined exclusively by the
asymmetrical load value received as sensor value 2917 AsymmetricLoad. The value of
2917 AsymmetricLoad is used continually, except when the switch function 2844 SwitchAsymLoadEnable is connected but not active. The current limiting value is indicated by
the parameter 2706 FuelLimitAsymLoad.
For the CAN connection between the two control units the following parameters must be
set ( 26.1.1 Configuration of the HEINZMANN CAN Bus).
143
400 CanStartTimeOutDelay
delay after switching on the control until messages
are expected from the other engine
401 CanMyNodeNumber
node number of this engine
402 CanDCNodeNumber
node number of the other engine
The node numbers of the two control devices must be parameterized crosswise.
2405 CanOnline indicates whether the CAN connection is established. If one of the CAN
errors 3070 ErrCanBus or 3071 ErrCanComm is indicated, menaning that the connection
is disturbed, 3049 ErrTwinEngine is output and both engines go into single operation with
droop ( 7.3 Droop). The droop parameters for this situation are:
129 TwinEcyDroop
droop
130 TwinEcyDroopRefLow
fuel value for zero load
131 TwinEcyDroopRefHigh
fuel value for full-load
132 TwinEcyDroopSpeedRef
nominal speed
These droop parameters are used whenever errors occur in twin-engine systems. They do
not depend on droop being generally enabled and on how the droop values are set in parameters 120 ff and 125 ff. The parameters 129 TwinEcyDroop and 132 TwinEcyDroopSpeedRef must be identical in both control units.
The function twin-engine system is enabled by setting 5251 TwinEngineEnable to 1.
144
15 Additional functions
15.1 Fuel temperature compensation
Current injection quantity may be corrected in dependence of fuel temperature. To this
purpose, the limited injection quantity 2360 FuelQuantityLimited derived from the control
is corrected in dependence of fuel temperature and used as current injection quantity 2350
FuelQuantity.
The correction procedure can be outlined as follows: On the basis of current speed and injection quantity the maximum value of the correction is determined with a map. This value
represents the maximum possible correction at a specific point of operation. From a fuel
temperature characteristic a percentage is derived, which is then used to derive the current
correction value from the maximal possible correction value.
The following parameters apply to fuel temperature correction:
2750 FuelTempCorrOffset
current correction value
2751 FuelTempCorrMap
current maximum value of correction
4750 FuelTempCorrOn
activation of correction
7500 FuelCorr:n
speed base points for maximum value map
7508 FuelCorr:f
fuel base points for maximum value map
7516 FuelCorr:df
maximum value of correction
7580 FuelCorr:T
fuel temperature base points for correction factor characteristic
7590 FuelCorrFact:x
correction factor values for correction factor
characteristic
15.2 Engine data
15.2.1 Fuel consumption
Current injection quantity is indicated in parameter 2350 FuelQuantity in cubic millimeters per stroke (mm3/str). On the basis of this value, the control calculates current
fuel consumption in litres per hour (l/h) and indicates it in 2380 FuelConsumption.
15.2.2 Engine start counter
Every successful engine start is counted by 2250 EngineStartCounter. The counter does
not distinguish engine starts achieved by means of  15.3 Start request or by an external
cranking procedure. An engine start is considered successful if parameter 3805 EngineRunning is set.
145
The engine start counter can be reset only by means of the special function "Clear operating data" in  3.3 DcDesk 2000.
This function is not implemented in DARDANOS MVC01-20
Note
15.2.3 Engine operating hours counter
Operating hours of the running engine are recorded in 3871 OperatingHourMeter and
3872 OperatingSecondMeter. An engine is considered running when parameter 3805
EngineRunning is set.
The engine operating hours counter is used for  28.4 Error memories, in order to save
each error with the time of its first and last occurrence.
The engine operating hours counter can be reset only by means of the special function
"Clear operating data" in  3.3 DcDesk 2000.
This function is not implemented in DARDANOS MVC01-20
Note
15.3 Start request
The control is able to start the engine automatically. To this purpose a start request must be
transmitted to the control with the switching function 2849 SwitchStartEngine while the
engine is still. If this occurs, parameter 3808 EngineStarter is set. This parameter must be
connected to a starter via one of the  24.5 Digital outputs.
The control DARDANOS MVC03-8 features a special digital output which allows direct
connection to the starter ( 23.3.4 Digital and PWM outputs). If the controls DARDANOS
MVC01-20 or MVC 04-6 are used, the starter must be driven by a relay.
On reaching speed as set by 256 StartSpeed2, the control recognizes that the engine is running. This is also indicated by parameter 3805 EngineRunning (also see  5 Starting quantity limitation).
At this moment, parameter 3808 EngineStarter is set back and the starter correspondingly
de-activated. The starter is addressed at most for the time 280 StarterCrankTimeMax and
as long as switching function 2849 SwitchStartEngine is active. If the engine does not start
within this time, the starter is de-activated. After the delay 281 StarterInterlockTime a further cranking attempt is undertaken. The maximum number of cranking attempts is set in
282 StarterCrankAttempts.
Should the engine not have started after the max. number of cranking attempts, error message 3091 ErrEngine[1] is output and the starting request is terminated. A repetition of
146
cranking attempts is possible by setting the starting request again with 2849 SwitchStartEngine.
15.4 Alternator monitoring
It may be monitored whether the alternator is charging the battery. To this purpose, signal
D+ / terminal 61 of the alternator must be connected to the switching function 2847 SwitchAlternator.
If this signal is not set within 290 AlternatorStartDelay after engine start, the error message 3091 ErrEngine[0] is output.
15.5 Cylinder equalization by means of exhaust gas temperature
On request, equalization of single cylinders by means of exhaust gas temperature may be
implemented. Exhaust gas temperature is here used as an indicator for cylinder power.
Equalization of cylinder temperatures aims at equalizing cylinder power output.
To this purpose, the exhaust gas temperature of each cylinder must be reported to the control via a communication module ( 21.3 Configuration of sensors).
Exhaust gas temperatures are indicated by the parameters following 2960 ExhaustTempCyl1. From the temperature values of all cylinders the average temperature 12570 ExhaustTempAverage is derived. Cylinder injection time is varied with an I control until the
temperature of the cylinder corresponds to the average. The I factor of the control must be
entered in parameter 10550 ExhTempCorrStability.
The maximum admissible correction may be determined with parameter 10551 ExhaustTempCorrMax. Current correction values are indicated in the parameters starting from
12550 ExhTempCorrCyl1. This value is added to the injection period for main injection
and indicated as total injection period for the cylinder from parameter 3960 DeliveryPeriod1 onward.
Since it is not intended to change actual injection quantity by cylinder equalization, the average value of all corrections shall always add up to zero. This may lead to the situation
where the correction value of a cylinder is no longer modified, although it has not reached
the maximum correction value yet.
This function is activated with parameter 14550 ExhaustTempCorrOn.
147
16 Measuring methods for determining crankshaft angle
It is the position of the piston that is decisive for the correct injection timing for each cylinder.
In order to determine the exact position of the crankshaft and hence of the individual cylinder
piston, several different measuring methods based on different mounting locations are provided.
In general, it is a sensing gear (pickup wheel) with synchronization gap that is needed as a
basis for the complete injection timing control. If the sensing wheel is mounted on the crankshaft, an additional sensing pin is required on the camshaft to determine whether the engine is
in the working stroke.
A list of all the data HEINZMANN needs to tailor the system to the requirements of any specific engine is to be found in the publication Ordering Information for Electronically Controlled Injection Systems ( 2.2 Further information) and the list should be completed with
utmost care.
16.1 Measuring accuracy and design of the pickup wheel
As accuracy of crankshaft angle determination is crucial for injection accuracy, information on the angle should be updated for every 6 degrees crankshaft. This means that at least
60 teeth will be required when the sensor is mounted to the crankshaft, and 120 teeth when
mounted to the camshaft. By preference, the teeth should be twice these numbers to obtain
an accuracy of 3 degrees crankshaft.
For determining angular position a special measuring wheel with rectangular tooth profile
should be used if possible.
Preferably, Hall sensors should be used as angle sensors. In contrast to inductive sensors,
they offer the advantage of supplying very accurate signals independently of speed. With
inductive sensors, the amplitude of the signal varies with speed which will result in speed
dependent phase shifts between measuring tooth and sensing signal that are bound to adversely affect sensing accuracy.
The pickup wheel must be made of magnetic material. The top width of the tooth should be
3 mm minimum, the width and depth of the gap at least 4 mm. The sensing wheel should
have a width of at least 10 mm. Tooth width and gap width should be identical, if possible.
When mounting the pickup wheel, attention should be paid to its radial and axial runout.
Significant runout can lead to loss of synchonization. For this reason runout of mount
pickup wheel in radial and axial directions should be as little as possible and not exceed
0.5 mm.
The distance between speed pickup and sensing wheel must range between .5 and 2 mm.
When mounting the speed pickup, attention should be paid to the fact that the
HEINZMANN Hall sensors have a preferred direction of magnetization. This preferred
direction is engraved on the pickup and must correspond to the pickup's sense of rotation.
If on mounting the pickup it should have been twisted by 90°, it will supply no signal at
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all, and though with a twist of 180° some signal might be generated, its edge would be
very inaccurate. The correct direction of magnetization for the Hall sensors can be
checked.
Figure 39: Construction of the measuring wheel
Note
HEINZMANN recommend to use a pickup wheel with rectangular tooth profile and 90 teeth mounted on the crankshaft. It is also recommended to utilize
Hall sensors from HEINZMANN as these sensors have been specifically developed for determination of angular position.
For further information on pickup wheels, sensor mounting and specification of
HEINZMANN Hall sensors, please refer to the brochure Control Systems for Electronically Controlled Injection Systems ( 2.2 Further information).
16.2 Measuring methods
To determine speed and angular position up to two speed inputs and one measuring pin input (phase sensor) will be provided.
The speed sensors can be mounted to either the crankshaft or the camshaft. Crankshaft
mounting should be preferred since there will be a greater number of teeth the sensor sees
during one revolution thus enhancing accuracy of angular measurement.
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The following figure offers an overview of the various measuring methods that can be applied:
Measuring Method 1
Measuring Method 2
Measuring Method 3
Figure 40: Measuring methods
The standard measuring method (measuring method 1) uses one speed sensor on the crankshaft with a tooth gap and a measuring pin on the camshaft serving as a phase sensor. As a
safety backup, a second crankshaft sensor can be provided.
With measuring method 2, both sensors are mounted on the camshaft, so there will be no
longer any need of the phase sensor. But as the number of teeth to be sensed per revolution
will mostly be smaller on the camshaft and as the camshaft is rotating at only half the
speed of the crankshaft measuring accuracy will in most cases be impaired.
On request, an additional measurement method 3 can be implemented. In this method, the
number of teeth on the camshaft wheel corresponds to the number of engine cylinders plus
a synchronizing tooth. This allow emergency operation in case of crankshaft sensor failure.
The synchronizing tooth in this measurement method has the function of the measuring pin
in the standard measurement method. The distance of the synchronizing tooth to the next
adjacent tooth amounts to 15° for engines with up to 6 cylinders, otherwise to 12°. The
camshaft sensor wheel must rotate in such a direction that the sensor first measures the
short distance (i.e. 15° in a 6 cylinder engine) and then the longer distance (45° in a 6 cylinder engine).
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HEINZMANN recommend using measuring method 1.
Note
The configuration of the mounting place for the speed pickups is done with the following
parameters:
4001 PickUp1AtCamOrCrank = 0 pickup 1 on crankshaft
4001 PickUp1AtCamOrCrank = 1 pickup 1 on camshaft
4003 PickUp2AtCamOrCrank = 0 pickup 2 on crankshaft
4003 PickUp2AtCamOrCrank = 1 pickup 2 on camshaft
For the speed adjusters, parameter 4000 MeasWheelBoreOrTeeth allows to select whether
the measuring wheel has teeth or bores.
4000 MeasWheelBoreOrTeeth = 0 measuring wheel with teeth
4000 MeasWheelBoreOrTeeth = 1 measuring wheel with bores
The position of the tooth gap and of the sensing pin must be accurately determined as these
values are crucial for the angular accuracy of timing control. As a reference point the ignition TDC of the cylinder that is selected first (cylinder A1, TDC being equivalent to crankshaft angle 0°) is to be used.
All distances are specified by degrees crankshaft before TDC of cylinder A1
(even when referring to tooth gaps or sensing pins on the camshaft).
Note
The distance (by degrees crankshaft) between angle sensor 1 and angle sensor 2 may be
chosen at option, and so may the distance between the angle sensors and the synchronization gap. Likewise, there is no restriction to selecting the distance between the measuring
pin and the ignition TDC for the phase sensor on the camshaft.
Note
Provisions should be made, however, to prevent simultaneity of any angle sensor detecting the gap and of the phase sensor sensing the measuring pin.
Therefore, the angular distance between the angle sensor and the phase sensor
should amount to at least 20° crankshaft. HEINZMANN recommend to provide a distance of 180° between the angle and phase sensors.
151
Ignition TDC of cylinder A1
Rotational direction of engine
Distance
sensor – gap
Distance
sensor - gap
Sensor
Sensor
Distance
sensor – sensing pin
Sensor
Figure 41: Distance to measuring gap / pin
To determine the distance, the crankshaft is rotated into a position where cylinder A1 is
exactly at TDC (ignition TDC). With the engine in this position, the distance between the
centre of the sensor and the beginning of the first tooth (or bore) after the gap is measured
by degrees crankshaft starting from the sensor in direction of engine rotation. In like manner, the phase sensor distance is to be determined.
The values found are to be entered in the following parameters:
3 SensorToGapPickUp1
distance from pickup 1 to gap
4 SensorToGapPickUp2
distance from pickup 2 to gap
5 SensorToCamIndex
distance from index adjuster to gap
The parameterized distance may be checked with the measuring value 2010 GapToCamIndex while the engine is running (see also  16.6 Verification of sensor positions).
The phase sensor on the camshaft must be activated separately with the parameter 4005
CamIndexOn. In addition, parameter 4006 CamIndexBoreOrTeeth allows to select whether
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the camshaft wheel consists of a tooth (4006 CamIndexBoreOrTeeth = 0) or a bore (4006
CamIndexBoreOrTeeth = 1).
16.3 Synchronization Gap
The pickup wheel is of crucial importance for injection timing control. In order to obtain
precise information on the position of the crankshaft the pickup wheel has a synchronization gap which is checked by the control unit with every revolution and used to synchronize to.
The synchronization gap can have the size of one or two missing teeth.
Note
HEINZMANN recommend using a pickup wheel with a gap of one tooth. Systems with two missing teeth are possible on request.
16.4 Synchronization by tooth gap
Once the engine is recognized to be running, the control electronics will try to detect the
tooth gap on the sensing gear. The control unit is able to recognize the synchronization gap
at very low frequencies. The parameter 2007 SynchronToGap is provided to indicate
whether the tooth gap has been detected, and the parameter 2006 PMMErrorCode to give
detailed information about the synchronization process. Indication is by hexadecimal numbers with the two high digits indicating a status and the two low digits indicating the current tooth. The first tooth after the gap has number 00Hex, the gap itself number FFHex. The
following status values can occur:
00Hex
- Synchronization with gap successful
E0Hex
- gap detected, but tooth expected
- gap detected, but wrong position
- too little teeth until gap were detected
80Hex
- tooth detected, but gap expected
- too many teeth without gap were detected
C0Hex
- frequency too low for gap detection
- too much time between two teeth
With the engine standing, the value C0xxHex is displayed, and after successful synchronization the value 00FFHex. The latter is an equivalent of parameter 2007 SynchronToGap = 1.
If the gap is not be in the right place, a value like, e.g., 8036Hex will be displayed indicating
that the gap was detected at tooth no. 36Hex = 54. This is also indicated by error 3019 ErrSynchronization[2].
It is only after detecting the gap that injection will be released (3806 EngineReleased = 1,
see  5 Starting quantity limitation). Common rail systems will besides require that there
be a certain injection pressure available before injection can be enabled ( 20 Rail pressure control with common rail systems).
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If loss of synchronization occurs during engine operation, the parameter 2007 SynchronToGap is set to 0, injection is inhibited and the system will attempt to resynchronize. If this
attempt is successful the engine will continue to operate, otherwise it is shut down.
To detect the gap, the currently measured time between two teeth is compared by the control electronics with the time measured last. If current time exceeds last measured time by
a certain factor, this will indicate the position where the gap is to be found. This factor can
be preset via the parameter 6 GapRatio whose value ranges, however, are different for different numbers of gaps.
[0 ÷ 1.99]
Value range for single gap
[0 ÷ 3.98]
Value range for twin gap
It is only values above 1.2 and slightly below maximum value that are reasonable. By standard, the value is preset to 1.25.
Whenever synchronization is not successful within 10 seconds after a speed was detected,
the error 3036 ErrSynchronization[3] is generated.
16.5 Failure of camshaft index sensor
In case of failure of the camshaft index sensor, the camshaft position cannot be determined
accurately during engine start. In such an event, the control unit uses the first gap found for
initialization, in the hope that this is the right one. In the engine doesn’t start, the injection
is wrong by exactly 360°. In this case, abort engine start and try again.
Failure of camshaft index sensor is indicated by parameter 3003 ErrPickupIndex[0].
Since a common rail system builds up sufficient fuel pressure for injection even in this
wrong position and an injection in this position is not desired, engine start with missing
camshaft index sensor may be inhibited – in this case the control should not enable injection. This mode is selected by the parameters:
no cranking attempt when index sensor is missing
cranking attempt with missing index sensor is allowed
When the index sensor fails while the engine is running, only an error message is output
and the engine continues to run.
When an emergency camshaft wheel for measuring method 2 ( 16.2 Measuring methods)
is used, it will be additionally checked whether the correct number of teeth are registered
between two synchronization teeth. If this is not the case, error message 3036 ErrSynchronization[4] is generated.
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16.6 Verification of sensor positions
The digital control is able to determine the distance between synchronizing gap and camshaft index. The measured angle is shown in parameter 2010 GapToCamIndex. The angle
is measured from the synchronizing gap to the camshaft index. If therefore the index were
20° before the gap, a value of 700° would be indicated.
The value of parameter 2010 GapToCamIndex should correspond to the following values
when the engine is running:
2010 GapToCamIndex = 3 SensorToGapPickUp1 – 5 SensorToCamIndex
or
2010 GapToCamIndex = 4 SensorToGapPickUp2 – 5 SensorToCamIndex
whereby the sensor distance of the respectively active pickup must be used. When the engine is not running, the distance setpoint is indicated with the formula above. This indication value allows to verify whether the parameter settings correspond to the effective situation of the engine.
A verification of absolute sensor positions is possible only when an external signal is available to serve as a clue for TDC (e.g., cylinder pressure). An oscilloscope can then register
this signal and the speed signal and therefore determine the position of the sensor.
There is the possibility to monitor the distance between synchronizing gap and camshaft
index and to generate an error if this distance is excessive. To this purpose, the monitoring
function must be enabled in parameter 4007 CheckGapToIndexDist and the value of admissible variation must be entered in parameter 7 GapToCamIndexMax. Monitoring is active only during engine start, since the distance does not change. If the admissible distance
is exceeded, error 3036 ErrSynchronization[1] is set.
It must be taken into account that the distance can be measured with accuracy only if the
speed is constant. During dynamic operation the measuring value may differ from the actual distance. The maximum admissible value should therefore not be too small.
16.7 Verification of preferred sensor direction
Hall sensors have a preferred direction, i.e. the sensors should be mounted in the indicated
direction, which is also inscribed on the sensor. Correct direction of mounting can be verified by enabling the function with parameter 4015 CheckPickUpDirection for speed pickups and with 4016 CheckIndexDirection for the camshaft index adjuster. Whenever the
wrong direction is detected during engine start, the error 3001 ErrPickUp1[4], 3002
ErrPickUp2[4] or 3003 ErrPickUpIndex[4] is output.
Monitoring of the preferred direction is possible only if the Hall sensor is able to approximately reproduce the tooth form.
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17 Control of the magnetic valves
The digital control DARDANOS MVC01-20 is capable of driving up to 20 magnetic valves (or
injectors or cylinders), DARDANOS MVC03-8 up to 8 and DARDANOS MVC04-6 up to 6.
Both control devices are equipped with two independent magnetic valve amplifiers, controlling half of the valves each. In case of failure of one amplifier, this allows emergency operation with half the cylinders.
A valve on amplifier bank A and another one on amplifier bank B may be addressed at the
same time, while two valve on the same bank cannot be addressed simultaneously. When operating with (multiple) pre-injection and post-injection, with long activation times and extreme correction values for delivery begin and delivery period, injection overlapping may
occur even with correct valve subdivision. Therefore, the activation times will continuously
be checked upon by the control circuit whether energizing a cylinder might possibly begin
before energizing the previous cylinder on the same bank has terminated. In the event of such
overlapping, this is signalled by the parameter 3035 ErrInjection [1,2], injection is inhibited
and the engine stopped. In this case, all injection parameters such as delivery begin, delivery
period, correction of delivery begin and duration, pre-injection and post-injection, etc., will
have to be checked. Restarting the engine will be possible only after the error has been
cleared.
17.1 Configuration of ignition sequence
The digital controls DARDANOS MVC01-20, DARDANOS MVC03-8 and DARDANOS
MVC04-6 support the most varied ignition sequences and cylinder numbers. The configuration of cylinder number and ignition sequence is done with parameter 9 EngineConfiguration. The following table provides an overview for example:
Setting
Number of cylinders
Ignition sequence
0
4
1-3-4-2
1
6
1-5-3-6-2-4
2
8
1-4-2-6-8-5-7-3
3
8
1-5-4-2-6-3-7-8
4
8
1-7-5-3-8-2-4-6
Table 11: Configuration of ignition sequence
The assignment of cylinders to the two magnetic valve amplifiers is such that the cylinders
are controlled alternatively from amplifier A and amplifier B. The control sequence is
MVA1 - MVB1 - MVA2 - MVB2 - MVA3 - MVB3 - …, of course only for the configured
number of cylinders. For configuration 1 in the above table, the assignation therefore is as
follows: MVA1 - MVB1 - MVA2 - MVB2 - MVA3 - MVB3.
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The table may be extended for other engines and ignition sequences, or customised.
Whenever a digital control does not support a specific engine configuration, configuration
error 1010 is generated (see  28.3 Configuration errors) and the digital control is initialized with setting 0. This may happen, for instance, if DARDANOS MVC04-6, which is
able to lead a maximum of 6 valves, is configured for a 8 cylinder engine.
Parameter 9 EngineConfiguration becomes active only after a  3.2 Saving
Data and a  3.10 Reset of control unit.
Note
17.2 Actuation of control magnets
The control units are capable of driving various types of control magnets with different
characteristics. For common rail systems rapid valves are required to effect the short actuation times for pre-, main and post-injection. For this reason the control units DARDANOS
MVC03-8 and MVC04-6 can be configured for magnets with 48V or 58V. The parameter
5960 HighVoltage58VOr48V= 0
magnet actuation with 48V
5960 HighVoltage58VOr48V= 1
magnet actuation with 58V
allows to select actuation voltage.
Depending on version the control unit DARDANOS MVC01-20 can be configured for
magnets with just 24 V, or optionally 24 V and 48 V or optionally 24 V and 90 V.
In only 24 V versions of control unit MVC01-20 parameter 5960 does not exist at all!
In the both extended versions it is named and used as follows:
5960 InjVoltage48VOr24V= 0
magnet actuation with 24 V
Actuation voltage is independent from the voltage supply of electronic components, i.e. the actuation voltage remains even in case of voltage drops of the battery (e.g. during engine start).
Actuation voltage may be set only to the value indicated by the magnet / injector manufacturer.
Note
The current actuation voltage is indicated in measuring value 3610 InjectorSupply. In addition, it is monitored whether values are within a specified range. If measured actuation
voltage differs by +/- 10 V from voltage setpoint, this is indicated by error 3037 ErrInjecBasic Information DARDANOS
157
torSupply [5,6]. This error is only a warning, for the control unit continues to try to address the injectors.
Since there are considerable differences among the available magnets, quite a number of
parameters are provided to adapt to the specific properties of the magnets. These are the
parameters that are required for adjusting the energizing profile:
1950 BoostTime
duration of energizing by boost current
1951 MeasWindowTime
duration of freewheeling phase
1952 FlyTimeDefault
standard value for fly time
1953 FlyTimeFilter
filter constant for measured fly time
1960 BoostCurrent
boost current
1961 HoldCurrent
hold current
1962 BipThreshold
threshold for BIP recognition
The figure below offers an general outline of the current path when a magnet is energized:
14
Boost current
Current [A]
12
10
BIP
Hold current
8
Boost time
6
Energizing time
4
Measuring window
Flying time
2
Rising time
0
0
0,2
0,4
0,6
0,8
1
1,2
1,4
1,6 Time [ms] 1,8
2
Figure 42: Energizing control magnets
Energizing of the control magnets subdivides into three sections. First, current as set by
1960 BoostCurrentBankA is applied to the magnets for the duration of 1950 BoostTime.
The high current there will be maximum acceleration of the magnetic valves. This first
phase is followed by the freewheeling phase which is active for the time set in 1951
MeasWindowTime. During this interval the instant of impact will occur which the digital
control can detect by means of specific magnets ( 17.3 BIP detection and measurement of
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fly time). During this phase, there is a decrease of current which will then be set to the
value of 1961 HoldCurrent. Hold current is lower than boost current since the magnetic
valve must only be held in its position. The hold current phase is upheld until the delivery
period has elapsed.
1952 FlyTimeDefault is used only for initialization. During operation, rise time and fly
time are measured. This is indicated by the following parameters:
3920 RiseTime1
:
3940 FlyTime1
rise time of cylinder 1
:
fly time of cylinder 1
17.3 BIP detection and measurement of fly time
To determine injection begin as accurately as possible, the DARDANOS system has the
capability of recognizing the instant of impact of each single magnetic valve. This on condition that magnetic valves are used that make this possible.
This instant is regarded as delivery begin and will be termed BIP (Begin of Injection
Point) in the following text. The time between energizing begin and instant of impact is
called fly time. BIP however is rather a clue than an accurate definition of injection begin.
Therefore it might be required to set negative injection durations in the delivery period
map ( 18.2 Delivery period or  19.2 Delivery period), since it is possible for a certain
amount of fuel to be injected before BIP.
Due to mechanical tolerances, BIP may vary considerably for different valves. As a compensation for these tolerances, the measured BIP will be used as a lead for the subsequent
injection of the same cylinder.
These are the parameters that are used to detect BIP detection and to determine flying
time:
1950 BoostTime
duration of energizing by boost current
1951 MeasWindowTime
duration of freewheeling phase
1952 FlyTimeDefault
default fly time value (for engine start and in case
BIP detection is not active)
1953 FlyTimeFilter
filter constant for measuring fly time
1962 BipThreshold
threshold for BIP detection
5950 BipCorrectionOn
activation of BIP detection and fly time measurement
5951 BipSupervisingOn
monitoring of BIP detection
3940 FlyTime1
current fly time cylinder 1
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To detect a BIP, the current change speed is evaluated. This evaluation is done only after
the end of the boost phase, when no current is added and the system is in its freewheeling
phase. The measurement window (duration of measurement) is defined by parameter 1951
MeasWindowTime. The measurement window should not be long enough for the system to
be in hold current control at the end of measuring. The maximum length of the measuring
window is 400 µs.
The magnet's point of impact is characterized by a strong current change. In case of a very
definite BIP (as in  Figure 43) the current change is so strong that the direction of the
current is inverted, i.e. the current increases for a short instant.
70
12
50
Current [A]
14
10
30
Current gradient
Current gradient [A/ms]
The moment when the current changes direction and therefore no current modification occurs is defined as the point of impact. In this case the current modification is 0 A/ms. To be
able to recognize a BIP safely, the threshold for detection therefore should not be set to exactly 0 A/ms, in order to be able to identify a less definite BIP.
BIP threshold
8
10
6
-10
4
-30
2
-50
Flying time
0
-70
0
0,2
0,4
0,6
0,8
1
1,2
1,4
1,6 Time [ms] 1,8
2
Figure 43: BIP detection
The threshold for BIP detection must be entered in parameter 1962 BipThreshold. Attention must be paid to the fact that this value must be seen as inverted to the actual current
modification. If the value of 3.0 A/ms is entered, this corresponds to the instant when current modification has exceeded the value of –3.0 A/ms.
The valuation of BIP can occur only if the magnet’s energizing duration is greater that the
sum of boost time and measuring time, i.e. longer than fly time. For shorter injection times
the preceding measuring value is therefore kept.
160
The control unit is able to energize two magnets at the same time. Since the BIP detection
can be carried out for only one magnet at the time, BIP detection is done alternatively on
bank A and B. The BIP of a cylinder therefore is checked on each second injection.
Since BIP may change slightly from one injection to the next (of the same cylinder) there
is the possibility to filter the measured value for fly time. To this purpose the filter constant
can be entered in the parameter 1953 FlyTimeFilter. This value corresponds to a low-pass
filtering across the number of registered injections. A value of 1 corresponds to no filtering.
In certain cases, it will not be possible to achieve unambiguity of BIP detection. This is the
case especially for common rail systems, since here often magnets are used that produce no
definite change of current path or the BIP may even be as early in the boost phase. On the
other hand, the fly time tolerances will be considerably reduced due to actuation the control with higher voltage, which will allow to do without corrections of fly time. Another
critical aspect is the length of the cables between control unit and control valves as BIP detection cannot be safeguarded when cables are too long.
In all these cases, BIP detection should be disabled with the parameter 5950 BipCorrectionOn = 0. Fly time will then be as defined by the parameter 1952 FlyTimeDefault for all
cylinders. This value corresponds to the time interval between energizing begin until injection begin. This value is also used when monitoring of BIP detection is suppressed by disabling 5951 BipSupervisingOn because the measured fly time cannot be used without
monitoring.
17.4 Measurement of rise time
The rise time reflects the time required by the current to reach the pre-set boost current
value. It is therefore practically possible to determine the current rise speed ( Figure 42).
Current must reach boost current level with boost time, otherwise the error 3050ff ErrCylinderX [8] is set. This can result either from a parameter error (boost time set too short) or
a magnetic valve error. The error ErrCylinderX [8] therefore covers the range between no
current (3050ff ErrCylinderX [0]) and overcurrent (3050ff ErrCylinderX[1,2,3]), i.e. when
current is flowing but does not reach boost current.
The error message 3050ff ErrCylinderX[7] is used to monitor the control and measurement procedure, for a feedback by means of control time measurement must always be
present. In such a case it is likely that all cylinders report an amplifier bank error because
the amplifier is faulty. No cylinder belonging to this band is addressed.
17.4.1 Checking actuation by click test
Firing order and correctness of cabling can be checked by means of the click test. In doing so, all magnetic valves are addressed shortly (ca. 10 ms) in the order cylinder 1, cylinder 2 and so on with an interval of 1.5 seconds, until the click test is stopped manually
161
or until speed is recognized and the click test stops automatically. Energizing is done
with the set current profile ( 17.2 Actuation of control magnets).
The click test can be started and stopped with  3.3 DcDesk 2000. It can be activated
only when the engine is still, and no emergency shutdown error may have happened.
Furthermore, rail pressure must be below 20005 CR_PressMaxAtClickT for common
rail systems to prevent fuel from being injected by the click test. DcDesk 2000 will
automatically check whether activation of the click test is permissible and a running
click test is immediately aborted as soon as the necessary conditions are no longer satisfied.
Activation of the click test is indicated by the parameter 3902 ClickTestActive and 3830
Phase = 8.
17.4.2 Single cylinder skipping
In normal operation, all magnetic valves will be energized thus enabling injection for all
available cylinders. For testing purposes, however, (e.g. for measuring cylinder pressure) injection can be de-activated for single cylinders. Cylinder skipping is enabled
with parameter 5900 CylinderMaskOn, the cylinders to skip must be entered in parameter 1900 CylinderMaskBank.
These parameters are structured by bits with bit 0 corresponding to cylinder 1 and 7 to
cylinder 8. For a currently active cylinder the respective bit must be set. This can also
be done by simply adding the hexadecimal values of the below table for the cylinders
that are to be active:
Cyl 8
80
Cyl 7
40
Cyl 6
20
Cyl 5
10
Cyl 4
08
Cyl 3
04
Cyl 2
02
Cyl 1
01
Table 12: Cylinder skipping
In an 8 cylinder engine, the cylinders 2, 4, 6, 8 and 10 are to be de-activated. Hence, the
values of the other cylinders must be added
Cylindermask = 40Hex + 20Hex + 10Hex + 04Hex + 01Hex = 75Hex
Number Parameter
1900 CylinderMask
5900 CylinderMaskOn
Value
75
1
Unit
Hex
The PC programme  3.3 DcDesk 2000 allows to set cylinder skipping much
more comfortably in a special window.
Note
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17.5 Detection of control valve errors
As regards possible errors of the control magnets, two categories can be distinguished. One
category comprises errors due to BIP detection and rise time measurement (errors 4 to 8 in
 Table 13), the other errors caused by faulty cabling and erroneous activation (errors 0 to
3 in  Table 13). The errors are indicated by the following parameters:
3050 ErrCylinder1
:
3058 ErrCylinder8
error of cylinder 1
:
error of cylinder 8
The following table provides an overview of possible errors:
Error
Meaning
0
Current < (ca.) 1 A
- During the whole time the main injection was addressed, current never exceeded ca. 1 A. This means that no current reached the valve (broken cable).
 only error message
 Check cabling and injector.
1
Overcurrent low-side transistor
- The hardware has recognized an overcurrent on the low-side transistor and
turned off the power supply.
2
Overcurrent high-side on PWM transistor
- The hardware has recognized an overcurrent on the high-side PWM transistor
and switched off the power supply.
3
Overcurrent high-side on FREEWHEEL transistor
- The hardware has recognized an overcurrent on the high-side freewheel transistor and switched off the power supply.
4
No fly time was registered
- No fly time was registered
 Check parameters of fly time measurement.
5
Fly time too short
- The registered fly time lies outside the admissible range.
- Monitored only if the function 5951 BipSupervisingOn is active.
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Error
Meaning
6
Flytime too long
7
No rise time was registered
- No rise time was registered.
 Check parameters of magnetic valve power supply..
8
Rise time too long
- Current has not reached pre-set boost current during boost phase.
Table 13: Possible control magnet errors
When such an error occurs, it is attempted to continue to energize the valve where the error
has occurred to keep the engine running as long as possible. Depending on the error therefore it may be that a cylinder or even all cylinders of an amplifier bank have failed and the
engine continues to run on the remaining functioning cylinders.
Since in case of short circuit the overcurrent error is recognized within a few microseconds
and the hardware switches off the power, there is no danger of damaging hardware of magnetic valve and therefore attempts at energizing are kept up.
When a short circuit happens, it may be that all injectors of a bank report an error. The
short circuit low-side to mass can be recognized only by analysing the interval of time between energizing begin and the moment when boost current is reached (rise time). On the
basis of the combination of these specific errors the error cause may be determined. For
this reason, in addition to the single errors common errors are generated and indicated in
the error parameter 3035 ErrInjection.
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The following table provides an overview:
Error
Meaning
0
Cylinder error
- More than 1920 CylinderFaultEcy cylinders report an error.
- Monitored only if function 5920 CylinderFaultEcyOn is active
 Emergency shutdown.
1
Overlapping of injection at amplifier A
- At amplifier A, the injection for the current cylinder starts before the end of
injection of cylinder before.
 Check injection begin and injection time.
 Check pre- and post-injection.
2
Overlapping of injection at amplifier B
- At amplifier B, the injection for the current cylinder starts before the end of
3
Short circuit high-side to earth at amplifier A
- All injectors of amplifier A register overcurrent high-side PWM
 Error message, further control attempts are made
4
Short circuit high-side to earth at amplifier B
- All injectors of amplifier B register overcurrent high-side PWM
Check cabling and injector.
5
Short circuit high-side to supply voltage at bank A
- All injectors on bank A register overcurrent high-side free wheel
6
Short circuit high-side to supply voltage at bank B
7
Short circuit low-side to earth at amplifier A
- At least one injector of amplifier A registers a rise time which is too great or not
measurable.
165
Error
Meaning
8
Short circuit low-side to earth at amplifier B
- At least one injector of amplifier B registers a rise time which is too great or not
measurable.
9
Short circuit low-side to supply voltage at bank A
- One injector on bank A registers overcurrent low-side
- All other injectors on this bank register: overcurrent high-side free wheel
10
Short circuit low-side to supply voltage at bank B
- One injector on bank B registers overcurrent low-side
Table 14: Possible injection errors
Normally, the control unit will try to maintain engine operation in spite of any of these errors. When a cylinder is faulty, the speed governor automatically reacts by increasing injection times. To prevent overload however, the system offers the additional option of
stopping the engine when a certain number of cylinders is at fault. For this purpose, the
following parameters are provided:
1920 CylinderFaultEcyNo
minimum number of faulty cylinders
5920 CylinderFaultEcyOn
activation of emergency shutdown
When at least as many cylinders as defined by 1920 CylinderFaultEcyNo are at fault and
the function is active, the engine will be shut down. The error is indicated in 3035 ErrInjection [0].
Note
166
The injection system must be equipped with a device to prevent continued injection in case of any defect of the magnets, valves or injectors (e.g., separate
mechanical flow limiters for every injector pipe).
18 Injection control of cam driven systems
The HEINZMANN system DARDANOS is available in a version capable of controlling injection systems such as the  2.3.1 PPN System (Pump-Pipe-Nozzle) or the  2.3.2 PNU System (Pump-Nozzle-Unit) with commercially available magnetic valves.
Delivery begin may be varied by means of a map in dependence of speed and load. Determination of delivery period for main injection, however, requires a pump map, which will have
to be provided by the manufacturer of the injection system. From the pump map, injection
period is derived in dependence of injection begin, speed and injection quantity.
Besides, the system provides the possibility of correcting delivery begin and delivery period
separately for each individual cylinder.
Note
The PC program  3.3 DcDesk 2000 offers many utilities to simplify map parameterizing. Among other things, all injections may be visualized graphically with the
values relating to each delivery begin and duration. This window allows to parameterize injectios easily.
18.1 Delivery begin
To optimize engine performance delivery begin can be varied. For this purpose, a map
with a domain of 15 x 15 base points (supporting points) and another one with a domain of
5 x 5 base points for engine start are provided. They allow to adapt delivery begin to the
current working point in dependence of speed and load. The current map is selected with
switch function 2848 SwitchDelMaps2Or1. Depending on the specific requirements, it will
thus be possible to achieve optimum engine performance with regard to fuel consumption
or emissions.
An overview for delivery begin determination is provided in  Figure 44.
The delivery begin map is activated with parameter 4310 DeliveryBeginMapOn. When the
map is not active, injection operates independently of speed and load, with a constant delivery begin as defined by parameter 310 DeliveryBeginSetp. This function is primarily intended to facilitate adjustment of delivery begin map on the engine test bench. This is done
by running the engine up to a specific load and speed point and by subsequently varying
delivery begin until optimum performance is attained. The procedure must be repeated for
all base points. Any base points that cannot be run up to by the specific engine must be set
to reasonable extrapolated values.
The current delivery begin derived from the maps 2311 DelBegBaseMap may be adapted
to ambient conditions  18.1.2 Correction of delivery begin by means of 2312 DelBegOffset.
167
168
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
Y
Y
Z
Y
DB: Map 1
Z
DB: Map 2
Z
X
X
X
DB: Map for engine start
X: 16000
Y: 16015
Z: 16030
X: 16255
Y: 16270
Z: 16285
X: 16510
Y: 16515
Z: 16520
2848 SwitchDelMaps2Or1
0
1
4315 BaseMapForStartOn
3805 EngineRunning
&
0
1
2312 DelBegOffset
2311 DelBegBaseMap
+
4310 DeliveryBeginMapOn
310 DeliveryBeginSetp
0
1
2310 DeliveryBegin
Figure 44: Sequence of operations for determiningdelivery begin
The resulting delivery begin is indicated by parameter 2310 DeliveryBegin. This value will
equal either the current value as deduced from the map or the value as set for constant delivery begin in 310 DeliveryBeginSetp. It is valid for all cylinders and represents the initial
value for  18.1.3 Correction of delivery begin for single cylinders.
Delivery begin is specified by degrees crankshaft before TDC (unit: °BTDC)
and can be set within a range from –20° to +50° with –20° signifying 20°
crank after TDC and +50° signifying 50° before TDC.
Note
The parameters relating to delivery begin have the following numbers:
310
DeliveryBeginSetp
delivery begin with de-activated map
2310 DeliveryBegin
current delivery begin
common selection of delivery begin maps
general activation of delivery begin maps
16000 DelBegin1:n(x)
speed base points of delivery begin map 1
16015 DelBegin1:f(x)
quantity base points of delivery begin map 1
16030 DelBeginMap1:DB(x)
delivery begin values of delivery begin map 1
4
2 Delivery begin at maximum
speed and off-load
3
In
je
ct
io
n
qu
an
tit
y
(L
oa
d)
1 Delivery begin at minimum
speed and off-load
speed and full-load
2
1
speed and full-load
Speed [rpm]
Figure 45: Delivery begin map
Delivery begin is to be parameterized as variable in dependence of speed and load
using two speed base points and two quantity base points each:
169
Number Parameter
16000
16001
16002
:
16014
16015
16016
16017
:
16029
16030
16031
16045
16046
DelBegin1:n(0)
DelBegin1:n(1)
DelBegin1:n(2)
:
DelBegin1:n(14)
DelBegin1:f(0)
DelBegin1:f(1)
DelBegin1:f(2)
:
DelBegin1:f(14)
DelBeginMap1:DB(0)
DelBeginMap1:DB(1)
DelBeginMap1:DB(15)
DelBeginMap1:DB(16)
Value
800
2000
0
:
0
0
500
0
:
0
10
15
12
20
Unit
rpm
rpm
:
rpm
mm3/str
mm3/str
mm3/str
:
mm3/str
°BTDC
°BTDC
°BTDC
°BTDC
point 1
point 2
point 3
point 4
Activation:
1
18.1.1 Delivery begin map for engine start
A separate delivery begin map may be used to optimize engine start. The delivery begin
map described above in this case will be used only for ordinary engine operation.
The engine start delivery begin map is used only if the delivery begin maps
have been generally activated with parameter 4310 DeliveryBeginMapOn.
Note
The parameters for the engine start delivery begin map are:
4315 DBBaseMapForStartOn
activation of delivery begin map for engine
start
16510 DBStart:n(x)
speed base points of engine start delivery begin
map
16515 DBStart:f(x)
quantity base points of engine start delivery
begin map
16520 DBStartMap:DB(x)
delivery begin values of engine start delivery
begin map
The engine start delivery begin map will be operative as long as parameter 3813 EngineRunning = 0, i.e. as long as the engine is in its starting-up phase.
18.1.2 Correction of delivery begin
Delivery begin can be corrected in function of ambient conditions. According to the circumstances, the delivery begin may be corrected through coolant temperature, charge
air temperature, fuel temperature or ambient pressure.
170
The correction procedure always follows an identical scheme. As a first step, a maximum correction value is determined in dependance of current speed and delivery quantity from a map. This value represents the maximum possible correction at a specific
point of operation. On the basis of a characteristic for the respective influencing variable (coolant temperature, charge air temperature, fuel temperature or ambient pressure)
a percentage is calculated, which, together with the maximum correction value, determines the actual correction value. This percentage value is signed, allowing either an
anticipation or a delay of delivery begin.
From all current corrections the one is determined which allows the greatest correction
(2313 DelBegOffUnLimited). This value is limited with the absolute maximum admissible correction 2314 DelBegOffsetMax ( 18.1.2.1 Absolute maximum values for delivery begin correction) and used as delivery begin correction 2312 DelBegOffset.
The diagram in  Figure 46 shows an overview of the sequence of operations for delivery begin correction.
The speed and fuel base points of the maps for the determination of the maximum correction values are identical for all corrections. But the maximum value can be indicated
separately for each correction.
The following parameters apply to delivery begin correction in general:
2312 DelBegOffset
current correction value for delivery begin
2313 DelBegOffUnLimited
unlimited correction value for delivery begin
2314 DelBegOffsetMax
maximum correction value for delivery begin
16550 DBCorr:n
16558 DBCorr:f
18.1.2.1 Absolute maximum values for delivery begin correction
16566 DBCorrMax:DB
absolute maximum values of correction
18.1.2.2 Delivery begin correction by means of coolant temperature
2316 DelBegOffCoolantTemp
4316 DBCorrCoolantTempOn
activation of this correction
16630 DBCorrCoolTmp:DB
maximum values for this correction
16886 DBCorrCoolant:T
coolant temperature base points for correction
factor characteristic
16894 DBCorrCoolant:x
correction factors of correction factor characteristic
171
172
2906 AmbientPressure
2350 FuelQuantity
2000 Speed
2910 FuelTemp
2350 FuelQuantity
2000 Speed
2908 ChargeAirTemp
2350 FuelQuantity
2000 Speed
2907 CoolantTemp
2350 FuelQuantity
2000 Speed
Y
X
X: 16550
Y: 16558
Z: 16630
X
X: 16886
Y: 16894
Y
X
X: 16550
Y: 16558
Z: 16694
X
X: 16902
Y: 16910
Y
X
X: 16550
Y: 16558
Z: 16758
X
X: 16918
Y: 16926
Y
X
X: 16550
Y: 16558
Z: 16822
Y
X
X: 16934
Y: 16952
DB: Ambient pressure dependent
correction
Z
DB: Maximum values for ambient
pressure dependent correction
Y
DB: Fuel temperature dependent
correction
Z
DB: Maximum values for fuel temp.
dependent correction
Y
DB: Charge air temperature
Z
DB: Maximum values for charge air
temp. dependent correction
Y
DB: Coolant temperature dependent
correction
Z
DB: Maximum values for coolant
0
0
0
1
0
1
0
0
4319 DBCorrAmbPressOn
X
4318 DBCorrFuelTempOn
X
0
1
0
1
4317 DBCorrChargeAirTempOn
X
X
2319 DelBegOffAmbPress
2318 DelBegOffFuelTemp
2317 DelBegOffChargeAirT
2350 FuelQuantity
2000 Speed
x4
x3
x2
x1
x4
x3
x2
x1
-1
min
max
u2
u1
x1
x2
x1
0/1
= x2
Z
Y
X
X: 16550
Y: 16558
Z: 16566
DB: Absolute maximum values for
correction
X
Offset with highest absolute value
0
1
-1
X
x2
x1
max
Limitation
u1
x2
x1
min
u2
2312 DelBegOffset
Figure 46: Sequence of operations for delivery begin determination
18.1.2.3 Delivery begin correction by means of charge air temperature
4317 DBCorrChargeAirTmpOn activation of this correction
16694 DBCorrCharTmp:DB
16902 DBCorrChargeAir:T
charge air base point for correction factor characteristic
16910 DBCorrChargeAir:x
18.1.2.4 Delivery begin correction by means of fuel temperature
16758 DBCorrFuelTmp:DB
16918 DBCorrFuelTemp:T
16926 DBCorrFuelTemp:x
correction factors for correction factor characteristic
18.1.2.5 Delivery begin correction by means of ambient pressure
16822 DBCorrAmbPress:DB
16934 DBCorrAmbPress:p
ambient pressure base points for correction
16942 DBCorrAmbPress:x
correction factors for correction factor characteristic
18.1.3 Correction of delivery begin for single cylinders
To compensate for tolerances of the injection system, there exists the possibility of correcting delivery begin for each single cylinder with a specific map. The map consists of
two base points for speed and two for injection quantity. These base points are effective
both for correction of delivery begin and  18.2.2 Correction of delivery period for single cylinders. Furthermore, these base points are the same for all cylinders, i.e., they
cannot be selected separately for each cylinders. The four correction values of the map,
however, may be set for each single cylinder independently of the others.
173
174
4311 DBCorrCylinderOn
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
Y
Y
Y
Y
Y
Y
Y
Z
Y
DB: Correction Cyl. 8
Z
Z
Z
Z
Z
Z
Z
X
X
X
X
X
X
X
X
X: 17500
Y: 17505
Z: 17538
X: 17500
Y: 17505
Z: 17534
X: 17500
Y: 17505
Z: 17530
X: 17500
Y: 17505
Z: 17526
X: 17500
Y: 17505
Z: 17522
X: 17500
Y: 17505
Z: 17518
X: 17500
Y: 17505
Z: 17514
X: 17500
Y: 17505
Z: 17510
0
0
0
0
0
0
0
0
0
1
0
1
0
1
0
1
0
1
0
1
0
1
0
1
2310 DeliveryBegin
2310 DeliveryBegin
2310 DeliveryBegin
2310 DeliveryBegin
2310 DeliveryBegin
2310 DeliveryBegin
2310 DeliveryBegin
2310 DeliveryBegin
+
+
+
+
+
+
+
+
3987 DeliveryBegin8
3986 DeliveryBegin7
3985 DeliveryBegin6
3984 DeliveryBegin5
3983 DeliveryBegin4
3982 DeliveryBegin3
3981 DeliveryBegin2
3980 DeliveryBegin1
Note
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
The correction value allows to shift effective delivery begin 2310 DeliveryBegin by ±5°
degrees crankshaft.
When activating the cylinder-specific correction function it should be kept
in mind that this correction affects all cylinders. Before activating it, all
map values must therefore be set to defined values that make sense.
Figure 47: Sequence of operatins for cylinder-specific delivery begin correction
The parameters for delivery begin correction are located at the following positions:
activation of correction of delivery begin
17500 DelBegPerCorr:n
speed base points for correction of delivery period and delivery begin
17505 DelBegPerCorr:f
injection quantity base points for correction of
delivery period and delivery begin
17510 DelBegCorr1:DB
correction values for delivery begin of cylinder
1
2
:
:
8
The resulting delivery begin values can be read from the measurement numbers:
3980 DeliveryBegin1
resulting delivery begin for cylinder 1 [in
°BTDC].
:
:
3987 DeliveryBegin8
°BTDC].
The delivery begin values of the individual cylinders should not differ too
much from each other, as this might cause irregularities of speed.
(L
oa
d)
Note
In
je
ct
io
n
qu
an
t it
y
1 Correction value at minimum
speed and off-load
3
4
2 Correction value at maximum
speed and off-load
speed and full-load
2
1
Speed [rpm]
speed and full-load
Figure 48: Cylinder-specific delivery begin correction PPN/PNU
Injection to cylinder 5 is to begin earlier by 2° crank at maximum speed 2000 rpm and
off-load.
175
For the other cylinders delivery begin is to remain uncorrected:
Number Parameter
17500
17501
17505
17506
17510
…
17525
17526
17527
17528
17529
17530
…
17541
Value
Unit
DelBegPerCorr:n(0)
DelBegPerCorr:n(1)
DelBegPerCorr:f(0)
DelBegPerCorr:f(1)
DelBegCorr1:DB(0)
800
2000
0
500
0
rpm
rpm
mm3/str
mm3/str
°crank
DelBegCorr4:DB(3)
DelBegCorr5:DB(0)
DelBegCorr5:DB(1)
DelBegCorr5:DB(2)
DelBegCorr5:DB(3)
DelBegCorr6:DB(0)
0
0
2.0
0
0
0
°crank
°crank
°crank
°crank
°crank
°crank
DelBegCorr8:DB(3)
0
°crank
point 1
point 2
point 3
point 4
Activation:
1
18.2 Delivery period
The delivery period required for fuel metering is determined from an injection pump map
with respect to the desired quantity as calculated by the control. The pump map represents
the relation between the required injection quantity and the delivery period at a certain
speed and for a certain delivery begin.
In
je
ct
io
n
qu
an
tit
y
(L
oa
d)
Injection period
[°crankshaft]
Speed [rpm]
Figure 49: Delivery period map
To take account of these dependencies, there exists for each of four different delivery begin values one speed and quantity dependent map of 10 x 10 base points. Between these
176
maps, there will be linear interpolation with respect to delivery begin thus yielding in altogether a four-dimensional map with 400 base points. The output quantity of the map represents the final delivery period by °crank (i.e., crankshaft angle).
An overview of the procedure for determining delivery time is provided in  Figure 50.
Delivery Period: Map
2000 Speed
Z
W: 17010
X: 17020
Y: 17030
Z: 17100
2350 FuelQuantity
2310 DeliveryBegin
Y
X
1
2300 DeliveryPeriod
0
Delivery Period: Alternative
characteristic
Y
X: 17000
Y: 17005
2350 FuelQuantity
X
4300 DeliveryPeriodMapOn
Figure 50: Sequence of operations for delivery period determination
The delivery period map is provided by the manufacturer of the injectors. It is there that
each single point can be precisely run up to on a pump test stand and that the respective delivery period can be measured. For this purpose, the base points will first be defined (i.e.,
four instances of delivery begin and ten speed and quantity values for each) which must
correspond to the engine's operating range. The first speed point should be within the range
of cranking speed, the last slightly above maximum speed. The lowest point for injection
quantity must be 0 mm3/str, since maps cannot be extrapolated beyond their limits but will
retain the boundary values so it is not be possible to provide injection quantities smaller
than that of the lowest quantity base point. Then all 400 points of the map will be run up to
and injection quantity registered by degrees crankshaft. The brochure Ordering Information for Electronically Controlled Injection Systems ( 2.2 Further information) provides a
form for specification of the pump map.
Note
The magnetic valve's instant of impact is interpreted as injection begin ( 17.3
BIP detection and measurement of fly time). However, since BIP is no more
than clue to but no accurate definition for injection begin, it may occur that,
particularly with small injection amounts, a certain amount has already been
injected at that moment. Therefore, negative delivery periods are used for
smaller quantities. Though injection takes place under these circumstances,
energizing of the valve will terminate before the occurrence of BIP, which
means that the valve must not be completely opened to obtain the required injection quantity.
Should current injection quantity 2350 FuelQuantity as set by the control unit be 0 mm3/str
(e.g., due to load shedding or speed jumps) injection will be completely de-activated, i.e.,
the valves will not be energized.
177
Due to the difference of the properties of the pump testing stand and the engine, the injection quantities calculated by the control may differ from those measured by an independent
system. If it is required that the correct values are indicated by the control, it will be necessary to correct the map on the engine test stand. For determination of the correction it is
recommended to utilize the  18.2.1 Default characteristic for delivery period and to disable all of the limiting functions. After that, each single map point must be selected and,
with injection begin and speed adjusted to one of the map's base points, load is to be varied
until the injection quantity measured by the independent system corresponds to that of the
base point. The delivery period indicated by the control is then to be entered in the respective map point. This procedure must be conducted for all of the map points. For map points
that cannot be run up to by the engine (e.g., below idle speed) reasonably extrapolated values should be entered.
The parameters relating to delivery period are stored under these numbers:
318
DeliveryPeriodAbsMin
absolute minimum delivery period
319
DeliveryPeriodAbsMax
absolute maximum delivery period
2300 DeliveryPeriod
current delivery period in °crank
2301 DeliveryTime
current delivery time by ms
activation of delivery period map
17010 DelPeriod:DB
delivery begin base points for delivery period map
17020 DelPeriod:n
speed base points for delivery period map
17030 DelPeriod:f
quantity base points for delivery period map
17100 DelPeriod[0]:DP
delivery period values for delivery begin 1
For a specific injection system the relationship between speed and delivery period as
well as the relationship between injection quantity and delivery period is supposed to be
linear, hence two map base points will suffice for either relationship. Delivery duration
is ranging between 6° crank and 22° crank over the entire working range. Dependence
of delivery period on delivery begin is strongly non-linear so all of the four base will
have to be used to minimize possible errors.
178
Figure 51: Delivery period map
Delivery begin 1
Delivery begin 4
1 Delivery period at minimum
and off-load
speed and off-load
speed
2 Delivery period at maximum
and off-load
speed and off-load
speed
and full-load
speed and full-load
speed
and full-load
speed and full-load
speed
Number Parameter
17010 DelPeriod:DB(0)
17020 DelPeriod:n(0)
: :
17030 DelPeriod:f(0)
: :
17100 DelPeriod[0]:DP(0)
: :
Value
6
12
18
22
800
2000
0
0
0
0
500
0
0
0
2
1
0
20
Unit
°crank
°crank
°crank
°crank
rpm
rpm
rpm
rpm
rpm
mm3/str
mm3/str
mm3/str
mm3/str
mm3/str
°crank
°crank
°crank
°crank
point 1
point 2
point 3
179
17111
:
17200
17201
:
17210
17211
:
17300
17301
:
17310
17311
:
17400
17401
:
17410
17411
DelPeriod[0]:DP(11)
:
DelPeriod[1]:DP(0)
DelPeriod[1]:DP(1)
:
DelPeriod[1]:DP(10)
DelPeriod[1]:DP(11)
:
DelPeriod[2]:DP(0)
DelPeriod[2]:DP(1)
:
DelPeriod[2]:DP(10)
DelPeriod[2]:DP(11)
:
DelPeriod[3]:DP(0)
DelPeriod[3]:DP(1)
:
DelPeriod[3]:DP(10)
DelPeriod[3]:DP(11)
30
0
3.5
3
0
23
32
0
4
3
0
25
34
0
5
4
0
28
36
°crank
°crank
°crank
°crank
°crank
°crank
°crank
°crank
°crank
°crank
°crank
°crank
°crank
°crank
°crank
°crank
°crank
°crank
°crank
point 4
point 5
point 6
point 7
point 8
Activation:
1
18.2.1 Default characteristic for delivery period
In case no details are known about the characteristic of the injection system, operation
will be possible using a default characteristic for the injection period. In this case, the
relationship between the required quantity and the injection period is assumed to be linear, and injection begin and speed are not taken into account. The default characteristic
will prove especially helpful when the injection map is to be determined on the engine
test stand.
Injection period
[°crank]
lt
fau
De
ic
rist
cte
a
r
cha
Quantity setpoint [mm3/stroke]
Figure 52: Default characteristic for delivery period
The parameters for the default characteristic are stored under these numbers:
180
4300 DeliveryPeriodMapOn = 1 activation of injection map
4300 DeliveryPeriodMapOn = 0 default characteristic active, if map deactivated
17000 DelPeriodAlt:f
quantity values of default characteristic
17005 DelPeriodAlt:DP
delivery period values of default characteristic.
Note
The default characteristic will be used whenever the injection map is deactivated. Since negative injection periods must be expected to occur, the
injection period for 0 mm3/str must be negative. HEINZMANN therefore
recommend to define the default characteristic for the entire value range (0
mm3/str corresponds to 20° crank and 500 mm3/str to 50° crank).
Since the default characteristic represents a compensating straight line across the delivery period map, the required quantity as calculated by the control in this mode of operation will differ from the actual injection quantity due to the inherent error of the default
characteristic. This deviation will be of minor relevance with regard to the engine's controllability. As to the limiting functions, however, this deviation will be of considerable
importance since all limitations are bound to affect the calculated value.
18.2.2 Correction of delivery period for single cylinders
To compensate for tolerances of the injection system, there exists the possibility of correcting the delivery period for each individual cylinder by a specific map in a way similar to the one used for  18.1.3 Correction of delivery begin for single cylinders. The
map consists of two base points for speed and two for injection quantity. These base
points are effective both for correction of delivery begin and for correction of delivery
period. Note that these base points are the same for all cylinders, i.e., they cannot be selected separately for each cylinders. The four correction values of the map, however,
may be set for each single cylinder independently of the others.
The correction value allows to shift effective delivery period by ±5° degrees crankshaft.
This correction value is added to the basic delivery begin as provided by 2300 DeliveryPeriod.
Note
When activating the correction function it should be kept in mind that correction will take effect for all cylinders. Therefore, all map parameters must
have been defined and set to reasonable values.
181
182
:
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
Y
Y
Y
Y
Y
Y
Y
Z
Y
DP: Correction Cyl. 8
Z
Z
Z
Z
Z
Z
Z
X
X
X
X
X
X
X
X
X: 17500
Y: 17505
Z: 17618
X: 17500
Y: 17505
Z: 17614
X: 17500
Y: 17505
Z: 17610
X: 17500
Y: 17505
Z: 17606
X: 17500
Y: 17505
Z: 17602
X: 17500
Y: 17505
Z: 17598
X: 17500
Y: 17505
Z: 17594
X: 17500
Y: 17505
Z: 17590
4301 DPCorrCylinderOn
0
0
0
0
0
0
0
0
0
1
0
1
0
1
0
1
0
1
0
1
0
1
0
1
2300 DeliveryPeriod
2300 DeliveryPeriod
2300 DeliveryPeriod
2300 DeliveryPeriod
2300 DeliveryPeriod
2300 DeliveryPeriod
2300 DeliveryPeriod
2300 DeliveryPeriod
+
+
+
+
+
+
+
+
3967 DeliveryPeriod8
Figure 53: Sequence of operations for cylinder-specific delivery begin correction
The parameters for delivery period correction are stored under these numbers:
4301 DeliveryPeriodCorrOn
activation of delivery period correction for individual cylinders
17500 DelBegPerCorr:n
speed base points for correction of delivery period and delivery begin
17505 DelBegPerCorr:f
17590 DelPerCorr1:DB
correction value for delivery period cylinder 1
:
The resulting delivery period values can be read from the measurement numbers:
:
resulting delivery period cylinder 1 [in °crank].
:
There must not be too great a difference between the delivery period values
of the individual cylinders as this might cause irregularities of speed.
Note
183
19 Injection control of common rail systems
The HEINZMANN DARDANOS system offers the option of splitting magnet actuation into
pre-injection, main injection and post-injection. On request, the DARDANOS system is also
available with additional pre- and post-injection, so that a total of five injections are possible
for each cylinder. Pre-injection and post-injection, however, will make sense only if there is
still sufficient injection pressure available at the moment of injection. This applies particularly to common rail systems. Pre-injection and post-injection may be executed in continuation with or in separation from main injection.
Delivery begin of main injection may be varied via a map in dependence of speed and load.
Determination of delivery period for main injection, however, requires a pump map which
will have to be provided by the manufacturer of the injection system.
Besides, the system provides the possibility of correcting delivery begin and delivery period
separately for each individual cylinder.
Note
The PC program  3.3 DcDesk 2000 offers many utilities to simplify map parameterizing. Among other things, all injections may be visualized graphically with the
values for each delivery begin and duration. This window allows to parameterize
pre- and post-injections easily.
19.1 Delivery begin
To optimize engine performance, delivery begin may be varied. For this purpose, a map
with a domain of 15 x 15 base points (supporting points) is provided, along with a second
one with a domain of 5 x 5 base points reserved for engine start. They allow to adapt delivery begin to the current working point in dependence of speed and load. The current map is
selected with switch function 2848 SwitchDelMaps2Or1. This switch function allows to
change over together all delivery begin maps, including the ones for pre-pre-, pre-, postand post-post-injection. Depending on the specific requirements, it will thus be possible to
achieve an optimal engine performance with regard to fuel consumption or emissions.
An overview for delivery begin determination is provided in  Figure 54.
The delivery begin map is activated by the parameter 4310 DeliveryBeginMapOn. When
the map is not active, injection operates independent of speed and load, with a constant delivery begin as defined by the parameter 310 DeliveryBeginSetp. This function is primarily
intended for facilitating adjustment of the delivery begin map on the engine test bench.
This is done by running the engine up to a specific load and speed point and by subsequently varying delivery begin until optimum performance is attained. This procedure
must be repeated for all base points. Any base points that cannot be run up to by the specific engine must be set to reasonable extrapolated values.
184
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
Y
Y
Z
Y
DB: Map 1
Z
DB: Map 2
Z
X
X
X
DB: Map for engine start
X: 16000
Y: 16015
Z: 16030
X: 16255
Y: 16270
Z: 16285
X: 16510
Y: 16515
Z: 16520
0
1
4315 BaseMapForStartOn
3805 EngineRunning
&
0
1
2312 DelBegOffset
2311 DelBegBaseMap
+
310 DeliveryBeginSetp
0
1
2310 DeliveryBegin
Figure 54: Sequence of operations for determining delivery begin
185
The current delivery begin derived from the maps 2311 DelBegBaseMap may be adapted
to ambient conditions by means of  19.1.2 Correction of delivery begin 2312 DelBegOffset.
The resulting delivery begin is indicated by parameter 2310 DeliveryBegin. This value will
equal either the current value as deduced from the map or the value as set for constant delivery begin in 310 DeliveryBeginSetp. It is valid for all cylinders and represents the initial
value for  19.1.3 Correction of delivery begin for single cylinders.
Delivery begin is specified by degrees crankshaft before TDC (unit: °BTDC)
and can be set within a range from –20° to +50° with –20° signifying 20°
crank after TDC and +50° signifying 50° before TDC.
Note
The parameters relating to delivery begin have the following numbers:
DeliveryBeginSetp
310
delivery begin with map de-activated
2310 DeliveryBegin
current delivery begin
common selection of delivery begin maps
general activation of delivery begin maps
speed and off-load
3
In
je
ct
io
n
qu
an
tit
y
(L
oa
d)
speed and off-load
speed and full-load
2
1
speed and full-load
Speed [rpm]
186
Figure 55: Delivery begin map
Delivery begin is to be parameterized as variable in dependence of speed and load
using two speed base points and two quantity base points each:
Number Parameter
16000
16001
16002
:
16014
16015
16016
16017
:
16029
16030
16031
16045
16046
DelBegin1:n(0)
DelBegin1:n(1)
DelBegin1:n(2)
:
DelBegin1:n(14)
DelBegin1:f(0)
DelBegin1:f(1)
DelBegin1:f(2)
:
DelBegin1:f(14)
DelBeginMap1:DB(0)
DelBeginMap1:DB(1)
DelBeginMap1:DB(15)
DelBeginMap1:DB(16)
Value
800
2000
0
:
0
0
1000
0
:
0
10
15
12
20
Unit
rpm
rpm
:
rpm
mm3/str
mm3/str
mm3/str
:
mm3/str
°BTDC
°BTDC
°BTDC
°BTDC
point 1
point 2
point 3
point 4
Activation:
1
19.1.1 Delivery begin map for engine start
For engine start a separate delivery begin map may be used to optimize start-up. The delivery begin map described above in this case will be used only for ordinary engine operation.
The engine start delivery begin map is used only if the delivery begin maps
have been generally activated with parameter 4310 DeliveryBeginMapOn.
Note
The parameters for the engine start delivery begin map are:
4315 DBBaseMapForStartOn
Activation of delivery begin map for engine
start
16510 DBStart:n(x)
Speed base points of engine start delivery begin map
16515 DBStart:f(x)
Quantity base points of engine start delivery
begin map
16520 DBStartMap:DB(x)
Delivery begin values of engine start delivery
begin map
The engine start delivery begin map will be operative as long as parameter 3805 EngineRunning = 0, i.e. as long as the engine is in its starting-up phase.
187
19.1.2 Correction of delivery begin
Delivery begin can be corrected in function of ambient conditions. According to the circumstances, the delivery begin may be corrected through coolant temperature, charge
air temperature, fuel temperature or ambient pressure.
The correction procedure always follows an identical scheme. As a first step, a maximum correction value is determined in dependence of current speed and delivery quantity from a map. This value represents the maximum possible correction at a specific
point of operation. On the basis of a characteristic for the respective influencing variable (coolant temperature, charge air temperature, fuel temperature or ambient pressure)
a percentage is calculated, which, together with the maximum correction value, determines the actual correction value. This percentage value is signed, allowing either an
anticipation or a delay of delivery begin.
From all current corrections the one is determined which allows the greatest correction
(2313 DelBegOffUnLimited). This value is limited with the absolute maximum admissible correction 2314 DelBegOffsetMax ( 19.1.2.1 Absolute maximum values for delivery begin correction) and used as delivery begin correction 2312 DelBegOffset.
The diagram in  Figure 56 shows an overview of the sequence of operations for delivery begin correction.
The speed and fuel base points of the maps for the determination of the maximum correction values are identical for all corrections. But the maximum value can be indicated
separately for each correction.
The following parameters apply to delivery begin correction in general:
2312 DelBegOffset
current correction value for delivery begin
unlimited correction value for delivery begin
16550 DBCorr:n
16558 DBCorr:f
19.1.2.1 Absolute maximum values for delivery begin correction
188
16566 DBCorrMax:DB
absolute maximum values of correction
2350 FuelQuantity
2000 Speed
2910 FuelTemp
2350 FuelQuantity
2000 Speed
2908 ChargeAirTemp
2350 FuelQuantity
2000 Speed
2907 CoolantTemp
2350 FuelQuantity
2000 Speed
Y
X
X: 16550
Y: 16558
Z: 16630
X
X: 16886
Y: 16894
Y
X
X: 16550
Y: 16558
Z: 16694
X
X: 16902
Y: 16910
Y
X
X: 16550
Y: 16558
Z: 16758
X
X: 16918
Y: 16926
Y
X
X: 16550
Y: 16558
Z: 16822
Y
X
X: 16934
Y: 16952
DB: Ambient pressure dependent
correction
Z
DB: Maximum values for ambient
Y
DB: Fuel temperature dependent
correction
Z
DB: Maximum values for fuel temp.
Y
DB: Charge air temperature
Z
DB: Maximum values for charge air
Y
DB: Coolant temperature dependent
correction
Z
DB: Maximum values for coolant
0
0
0
1
0
1
0
0
X
X
0
1
0
1
4317 DBCorrChargeAirTempOn
X
X
2350 FuelQuantity
2000 Speed
x4
x3
x2
x1
x4
x3
x2
x1
-1
min
max
u2
u1
x1
x2
x1
=
0/1
x2
Z
Y
X
X: 16550
Y: 16558
Z: 16566
DB: Absolute maximum values for
correction
X
Offset with highest absolute value
0
1
-1
X
x2
x1
max
Limitation
u1
x2
x1
min
u2
2312 DelBegOffset
Figure 56: Sequence of operations for determining delivery begin
189
19.1.2.2 Delivery begin correction by means of coolant temperature
16630 DBCorrCoolTmp:DB
16886 DBCorrCoolant:T
16894 DBCorrCoolant:x
19.1.2.3 Delivery begin correction by means of charge air temperature
4317 DBCorrChargeAirTmpOn activation of this correction
16694 DBCorrCharTmp:DB
16902 DBCorrChargeAir:T
16910 DBCorrChargeAir:x
19.1.2.4 Delivery begin correction by means of fuel temperature
16758 DBCorrFuelTmp:DB
16918 DBCorrFuelTemp:T
16926 DBCorrFuelTemp:x
19.1.2.5 Delivery begin correction by means of ambient pressure
190
16822 DBCorrAmbPress:DB
16934 DBCorrAmbPress:p
16942 DBCorrAmbPress:x
19.1.3 Correction of delivery begin for single cylinders
To compensate for tolerances of the injection system, there exists the possibility of correcting delivery begin for each single cylinder with a specific map. The map consists of
two base points for rail pressure and two for injection quantity. These base points are effective both for correction of delivery begin and  19.2.2 Correction of delivery period
for single cylinders, as well as for the correction of single cylinders relating to  19.3
Pre-injection,  19.4 Pre-pre-injection,  19.5 Post-injection and  19.6 Post-postinjection. Furthermore, these base points are the same for all cylinders, i.e., they cannot
be selected separately for each cylinder. The four correction values of the map, however, may be set for each single cylinder independently of the others.
Since with common rail systems speed does not affect delivery begin the correction is
specified by injection time. The correction value allows to shift the actual delivery begin by +/–1 ms injection time. The correction value is converted to degrees crankshaft
and added to the basic delivery begin as given by 2310 DeliveryBegin.
Note
in mind that this correction affects all cylinders. Before activation therefore,
all map values must be set to defined values that make sense.
The parameters for delivery begin correction are located at the following positions:
activation of correction of delivery begin
17500 DelBegTimeCorr:p
rail pressure base points for correction of delivery period and delivery begin
17505 DelBegTimeCorr:f
1
2
:
:
8
The resulting delivery begin values can be read from the measurement numbers:
3980 DeliveryBegin1
:
3987 DeliveryBegin8
°BTDC].
:
°BTDC].
191
192
2365 FuelQuantityMainInj
22100 RailPressure
22100 RailPressure
22100 RailPressure
22100 RailPressure
22100 RailPressure
22100 RailPressure
22100 RailPressure
22100 RailPressure
Y
Y
Y
Y
Y
Y
Y
Z
Y
Z
Z
Z
Z
Z
Z
Z
X
X
X
X
X
X
X
X
X: 17500
Y: 17505
Z: 17538
X: 17500
Y: 17505
Z: 17534
X: 17500
Y: 17505
Z: 17530
X: 17500
Y: 17505
Z: 17526
X: 17500
Y: 17505
Z: 17522
X: 17500
Y: 17505
Z: 17518
X: 17500
Y: 17505
Z: 17514
X: 17500
Y: 17505
Z: 17510
0
0
0
0
0
0
0
0
0
1
0
1
0
1
0
1
0
1
0
1
0
1
0
1
2310 DeliveryBegin
2310 DeliveryBegin
2310 DeliveryBegin
2310 DeliveryBegin
2310 DeliveryBegin
2310 DeliveryBegin
2310 DeliveryBegin
2310 DeliveryBegin
+
+
+
+
+
+
+
+
3987 DeliveryBegin8
3986 DeliveryBegin7
3985 DeliveryBegin6
3984 DeliveryBegin5
3983 DeliveryBegin4
3982 DeliveryBegin3
3981 DeliveryBegin2
3980 DeliveryBegin1
The delivery begin values of the individual cylinders should not differ too
much from each other, as this might cause irregularities of speed.
Note
These correction maps also apply to  19.3 Pre-injection,  19.4 Pre-pre-injection, 
19.5 Post-injection and  19.6 Post-post-injection, if the respective injection type and
single cylinder correction have been enabled. As injection quantity for the correction
maps the current injection quantity of the respective injection is used.
Figure 57: Sequence of operations for cylinder-specific delivery begin correction
rail pressure and off-load
rail pressure and off-load
rail pressure and full-load
rail pressure and full-load
Figure 58: Cylinder-specific delivery begin correction CR
Parameterizing example:
Injection to cylinder 5 is to begin .2 ms later at maximum pressure of 1400 bar
and full-load.
For the other cylinders delivery begin is to remain uncorrected:
NumberParameter
17500
17501
17505
17506
17510
…
17525
17526
17527
17528
17529
17530
…
17541
DelBegTimeCorr:p(0)
DelBegTimeCorr:p(1)
DelBegTimeCorr:f(0)
DelBegTimeCorr:f(1)
DelBegCorr1:DB(0)
Value
600
1400
0
500
0
Unit
bar
bar
mm3/str
mm3/str
ms
DelBegCorr4:DB(3)
DelBegCorr5:DB(0)
DelBegCorr5:DB(1)
DelBegCorr5:DB(2)
DelBegCorr5:DB(3)
DelBegCorr6:DB(0)
0
0
0
0
-0.2
0
ms
ms
ms
ms
ms
ms
DelBegCorr8:DB(3)
0
ms
point 1
point 2
point 3
point 4
Activation:
1
193
19.2 Delivery period
X
X: 17000
Y: 17005
X
22361 PostPostFuelQuantity
+
22341 PostInjFuelQuantity
2350 FuelQuantity
-1
+
Y
characteristic
X
Z
Y
22100 RailPressure
X
-1
22321 PreInjFuelQuantity
+
22301 PrePreFuelQuantity
4300 DeliveryTimeMapOn
0
X: 17020
Y: 17030
Z: 17050
1
2301 DeliveryTime
The delivery period required for fuel metering is determined from an injection pump map
with respect to the desired quantity as calculated by the control. Injection quantity of main
injection 2365 FuelQuantityMainInj is determined by the injection quantity 2350 FuelQuantity of speed governor minus the injection quantities of the currently active pre- and
post-injection(s) 22301 PrePreFuelQuantity, 22321 PreInjFuelQuantity, 22341 PostInjFuelQuantity and 22361 PostPostFuelQuantity. An overview of the determination of delivery time for main injection is provided in  Figure 59.
Figure 59: Diagram showing delivery time determination for main injection
194
The pump map represents the relation between the required injection quantity and the delivery period for a certain injection pressure. Speed and delivery begin have no effect with
CR systems.
To take account of these dependencies, there exists a rail pressure and quantity dependent
map with a domain of 10 x 10 base points. The output quantity of the map represents the
final delivery period 2301 DeliveryTime by milliseconds. This delivery period is additionally converted to degrees crankshaft and can be viewed in the parameter 2300 DeliveryPeriod.
As absolute limits for injection time for main injection serve the two parameters 318
DelTimeMainInjAbsMin and 319 DelTimeMainInjAbsMax.
If the engine is equipped with two completely independent rails with separate pressure sensors (see also  20.1 Configuration of rail and rail pressure sensors), injection time and
duration for each rail will be calculated separately and indicated in parameters 2300 DeliveryPeriodA / 2302 DeliveryPeriodB and 2301 DeliveryTimeA / 2303 DeliveryTimeB.
Figure 60: Delivery time map for common rail
The delivery period map is provided by the manufacturer of the injectors. It is there that
each single point can be precisely run up to on a pump test stand and that the respective injection time can be measured. For this purpose, the base points are defined first (i.e., ten
rail pressure values and ten quantity values) which must correspond to the engine's operating range. The lowest point for injection quantity must be 0 mm3/str because maps cannot
be extrapolated beyond their limits but will retain the boundary values so it is not be possible to provide injection quantities smaller than that of the lowest quantity base point. Then
all points of the map will be run up to and injection time registered by milliseconds. The
brochure Ordering Information for Electronically Controlled Injection Systems ( 2.2
Further information) provides a form for specification of the pump map.
195
Note
The magnetic valve's instant of impact is interpreted as injection begin ( 17.3
BIP detection and measurement of fly time). However, since BIP is no more
than clue to but no accurate definition for injection begin, it may occur that,
particularly with small injection amounts, a certain amount has already been
injected at that moment. Therefore, negative delivery periods are used for
smaller quantities. Though injection takes place under these circumstances,
energizing of the valve will terminate before the occurrence of BIP, which
means that the valve must not be completely opened to obtain the required injection quantity.
Should current injection quantity 2350 FuelQuantity as set by the control unit be 0 mm3/str
(e.g., due to load shedding or speed jumps) injection will be completely de-activated, i.e.,
the valves will not be energized.
Due to the difference of the properties of the pump testing stand and the engine, the injection quantities calculated by the control may differ from those measured by an independent
system. If it is required that the correct values are indicated by the control, it will be necessary to correct the map on the engine test stand. For determination of the correction it is
recommended to utilize the  19.2.1 Default characteristic for delivery period and to disable all of the limiting functions. After that, each single map point must be selected and,
with rail pressure adjusted to one of the map's base points, load must be varied until the injection quantity measured by the independent system corresponds to that of the base point.
The delivery period indicated in milliseconds by the control is then to be entered in the respective map point. This procedure must be conducted for all of the map points. For map
points that cannot be run up by the engine reasonably extrapolated values should be entered.
The parameters relating to delivery period are stored under these numbers:
318
DelTimeMainInjAbsMin
absolute minimum addressing time
319
DelTimeMainInjAbsMax
absolute maximum addressing time
2300 DeliveryPeriod
current delivery period in °crank
2301 DeliveryTime
current delivery time by ms
activation of delivery period map
17020 DelTime:p
rail pressure base points for delivery period map
17030 DelTime:f
quantity base points for delivery period map
17050 DelTime:DT
delivery period values
For a given injection system the relation between rail pressure and delivery period
as well as the relation between injection quantity and delivery period is supposed
to be linear, hence two map base points will suffice for either relation.
196
NumberParameter
17020
17021
17022
:
17029
17030
17031
17032
:
17039
17050
17051
:
17060
17061
:
17149
DelTime:p(0)
DelTime:p(1)
DelTime:p(2)
:
DelTime:p(9)
DelTime:f(0)
DelTime:f(1)
DelTime:f(2)
:
DelTime:f(9)
DelTime:t(0)
DelTime:t(1)
:
DelTime:t(10)
DelTime:t(11)
:
DelTime:t(99)
Value
800
1400
0
:
0
0
500
0
:
0
0.5
0.3
0
6.0
4.5
0
0
Unit
bar
bar
bar
:
bar
mm3/str
mm3/str
mm3/str
:
mm3/str
ms point 1
ms point 2
ms
ms point 3
ms point 4
ms
ms
Activation:
1
Besides the main injection, the delivery time map is also used for all other injection types,
i.e. for  19.3 Pre-injection,  19.4 Pre-pre-injection,  19.5 Post-injection and  19.6
Post-post-injection. The respective injection quantity of each injection type represents the
input for the map.
19.2.1 Default characteristic for delivery period
In case no details are known about the characteristic of the injection system, operation
will be possible using a default characteristic for the injection period. In this case, the
relationship between the required quantity and the injection period is assumed to be linear, and no account is taken of rail pressure. The default characteristic will prove especially helpful when the injection map is to be determined on the engine test stand.
Injection period
[°crank]
tic
eris
act
r
a
h
lt c
fau
De
Quantity setpoint [mm3/stroke]
Figure 61: Default characteristic for the delivery period
197
The parameters for the default characteristic are stored under these numbers:
4300 DelTimeMapOn = 1
activation of injection map
4300 DelTimeMapOn = 0
default characteristic active, for map is deactivated
17000 DelTimeAlt:f
quantity values of default characteristic
17005 DelTimeAlt:DT
delivery period values of default characteristic.
Note
The default characteristic will be used whenever the injection map is deactivated. Since negative injection periods must be expected to occur, the
injection period for 0 mm3/str must be negative. Therefore HEINZMANN
recommends to use the whole value range for the default characteristic.
Since the default characteristic represents a compensating straight line across the delivery period map, the required quantity as calculated by the control in this mode of operation will differ from the actual injection quantity due to the inherent error of the default
characteristic. This deviation will be of minor relevance with regard to the engine's controllability. As to the limiting functions, however, this deviation will be of considerable
importance since all limitations are bound to affect the calculated value.
19.2.2 Correction of delivery period for single cylinders
To compensate for tolerances of the injection system, there exists the possibility of correcting the delivery period for each individual cylinder by a specific map in a way similar to the one used for  19.1.3 Correction of delivery begin for single cylinders. The
map consists of two base points for rail pressure and two for injection quantity. These
base points are effective for delivery begin, delivery period correction and cylinderspecific correction of  19.3 Pre-injection,  19.4 Pre-pre-injection,  19.5 Postinjection and  19.6 Post-post-injection. Furthermore, these base points are the same for
all cylinders, i.e., they cannot be selected separately for each cylinder. The four correction values of the map, however, may be set for each single cylinder independently of
the others.
The correction value allows to shift effective delivery period by ±1 ms injection time.
This correction value is added to the basic delivery period as provided by 2301 DeliveryTime.
Note
in mind that this correction affects all cylinders. Before activating it therefore, all map values must be set to defined values that make sense.
The parameters for delivery period correction are stored under these numbers:
198
22100 RailPressure
22100 RailPressure
22100 RailPressure
Y
Y
Y
Y
Y
Y
Z
Y
Z
Z
Z
Z
Z
Z
X
X
X
X
X
X
X
X
X: 17500
Y: 17505
Z: 17618
X: 17500
Y: 17505
Z: 17614
X: 17500
Y: 17505
Z: 17610
X: 17500
Y: 17505
Z: 17606
X: 17500
Y: 17505
Z: 17602
X: 17500
Y: 17505
Z: 17598
X: 17500
Y: 17505
Z: 17594
X: 17500
Y: 17505
Z: 17590
0
0
0
0
0
0
0
0
0
1
0
1
0
1
0
1
0
1
0
1
0
1
0
1
2301 DeliveryTime
2301 DeliveryTime
2301 DeliveryTime
2301 DeliveryTime
2301 DeliveryTime
2301 DeliveryTime
2301 DeliveryTime
2301 DeliveryTime
2000 Speed
+
2000 Speed
+
2000 Speed
+
2000 Speed
+
2000 Speed
+
2000 Speed
+
2000 Speed
+
2000 Speed
+
Y
Z
:
22100 RailPressure
22100 RailPressure
22100 RailPressure
22100 RailPressure
22100 RailPressure
activation of delivery period correction for individual cylinders
17500 DelBegTimeCorr:p
rail pressure base points for correction of delivery period and delivery begin
17505 DelBegTimeCorr:f
:
Figure 62: Correction of delivery period for single cylinders
199
The resulting delivery period values can be read from the measurement numbers:
:
:
Note
The difference between the delivery period values of the individual cylinders
should not differ too much, as this might cause irregularities of speed.
These correction maps also apply to  19.3 Pre-injection,  19.4 Pre-pre-injection, 
19.5 Post-injection and  19.6 Post-post-injection, if the respective injection type and
single cylinder correction have been enabled. As injection quantity for the correction
maps the current injection quantity of the respective injection is used.
19.3 Pre-injection
In addition to the main injection, the HEINZMANN system DARDANOS offers the option of activating pre-injection. Pre-injection, however, will make sense only when there is
still sufficient injection pressure available at the moment of injection. This applies particularly to common rail systems.
The main benefit of pre-injection consists in reduction of combustion noise, particularly on
low load levels. Pre-injection can, furthermore, help to reduce the NOx emission rate but
will also increase smoke emission. Smoke emission, however, can be reduced by postinjection.
Needle lift
Pre-injection can directly merge with main injection or be separated from it. Using merging pre-injection will allow of shaping the injection pattern to a certain extent, as the injector needle is being lifted only partially by pre-injection but completely only by the subsequent main injection.
Time
Figure 63: Schematic needle lift pattern with merging pre-injection
200
Needle lift
In contrast to merging pre-injection there is also separate pre-injection with the injector
needle closing before main injection sets in. The control unit will energize the magnetic
valves in such a way as to automatically produce merging or separate pre-injection.
Time
Figure 64: Schematic needle lift pattern with separate pre-injection
The parameters for pre-injection are stored under these numbers:
20321 PreInjBeginSetp
delivery begin for operation without map
20324 PreInjTimeSetpPC
direct setting of delivery time for testing purposes
20325 PreInjFuelSetp
delivery quantity for operation without map
20326 PreInjSpeedMin
minimum speed for enabling injection
20327 PreInjFuelMin
minimum fuel quantity for enabling injection
20328 PreInjDelTimeAbsMin
20329 PreInjDelTimeAbsMax
22320 PreInjectionActive
indication of pre-injection state (active/inactive)
22321 PreInjFuelQuantity
current pre-injection quantity
22322 PreInjDeliveryBegin
current pre-injection period in °BTDC
22323 PreInjDeliveryTime
current pre-injection period by ms
22325 PreInjDelPeriod
current duration of pre-injection in °crank
22327 PreInjDBBaseMap
pre-injection begin from map
22328 PreInjDBToMainInj
distance of pre-injection to main injection
22329 PreInjDBOffsetCoolT
correction offset from coolant temperature dependent delivery begin correction
22330 PreInjFuelQBaseMap
injection quantity from map
22331 PreInjFuelQCoolTCorr
correction offset from coolant temperature dependent delivery quantity correction
22440 DelPerPreInj1
indication of current injection period for cylinder 1
:
:
:
201
202
22447 DelPerPreInj8
22460 DelBegPreInj1
indication of current injection begin for cylinder 1
:
:
:
22467 DelBegPreInj8
24320 PreInjectionOn
activation of pre-injection
24321 PreInjBeginMapOn
activation of delivery begin maps
24322 PreInjDBCorrCylOn
activation of correction of delivery begin for specific
cylinders
24323 PreInjDBOffsetCoolTOn
activation of coolant temperature dependent correction of delivery begin
24324 PreInjDTSetpPCOn
activation of direct setting of addressing time
24325 PreInjDQMapOn
activation of delivery quantity maps
24326 PreInjDQCorrCylOn
activation of delivery begin correction for specific
cylinders
24327 PreInjDQCorrCoolTOn
activation of coolant temperature dependent delivery
begin correction
26600 PreInjection:n
speed base points of pre-injection maps
26610 PreInjection:f
quantity base points of pre-injection maps
26620 PreInjDBMap1:DB
delivery begin values for map 1
26720 PreInjDQMap1:DB
delivery quantity values for map 1
26820 PreInjDBMap2:DB
26920 PreInjDQMap2:DB
27020 PreInjCorrCoolT:n
speed base points of coolant temperature dependent
delivery begin and delivery quantity correction
27030 PreInjCorrCoolT:f
quantity base points of coolant temperature dependent delivery begin and delivery quantity correction
27040 PreInjCTMap:DB
maximum values of delivery begin correction
27105 PreInjCTMap:DQ
maximum values of delivery quantity correction
27170 PreInjCorrCoolT:T
temperature base points of coolant temperature dependent delivery begin and delivery quantity correction
27180 PreInjDBCorrCT:x
factors of coolant temperature dependent delivery
begin correction
27190 PreInjDQCorrCT:x
quantity correction
Pre-injection is comprehensively activated by means of the parameter 24320 PreInjectionOn. In addition, current speed must be higher than 20326 PreInjSpeedMin and current delivery quantity higher than 20327 PreInjFuelMin, otherwise pre-injection will be automatically disabled. Whether or not pre-injection is active can be seen from the parameter
22320 PreInjectionActive.
Similarly to main injection, the fly time of the magnetic valve will precede injection begin
of pre-injection. For energizing the magnetic valves, the same values will be used as for
main injection ( 17.2 Actuation of control magnets).
Pre-injection begin
Delivery period
Delivery begin
Flying time
Pre-injection period
TDC
Figure 65: Definition of pre-injection begin and pre-injection period
The control circuit is capable of triggering main injection 100 µs after termination of preinjection. The magnet, however, has fly times that are considerably longer than these activation times, which must be taken account of when adjusting the settings. If long activation times are chosen for pre-injection such that pre-injection would terminate after the beginning of main injection, pre-injection will be aborted and the interval between the end of
pre-injection and the beginning of main injection set to 100 µs.
The minimum admissible distance between two injections must be derived from
the injectors’ data sheets.
Note
203
19.3.1 Delivery begin values of pre-injection
For adjusting pre-injection begin, two speed and quantity dependent maps with a domain of 10 x 10 base points each have been provided. The base points are the same for
both maps and identical to those for pre-injection quantity. The input variables for the
maps are current speed 2000 Speed and total fuel quantity 2350 FuelQuantity.
The delivery begin map must be activated with parameter 24321 PreInjBeginMapOn,
otherwise the fixed pre-set of 20321 PreInjBeginSetp will be used.
The current map is selected with switch function 2848 SwitchDelMaps2Or1. This
switch function relates to both delivery begin map and delivery quantity map. Depending on the specific requirements, it will thus be possible to achieve optimum engine performance with regard to fuel consumption or emissions. Current delivery begin of preinjection is indicated in parameter 22327 PreInjDBBaseMap.
If required, delivery begin of pre-injection may also be corrected by means of coolant
temperature. This type of correction is activated by means of parameter 24323 PreInjDBCorrCoolTOn.
Based on current speed and fuel quantity, the maximum correction value is determined
by means of a map. This value represents the maximum possible correction at a specific
point of operation. From a coolant temperature characteristic a percentage quota is derived, which is used to determine the current correction value 22329 PreInjDBOffsetCoolT from the maximal possible correction value.
The pre-injection value resulting from 22327 PreInjDBBaseMap and the correction
value 22329 PreInjDBOffsetCoolT is indicated in parameter 22328 PreInjDBToMainInj.
Delivery begin of pre-injection 22328 PreInjDBToMainInj is specified in degrees
crankshaft (°crank) before delivery begin of main injection. This allows to modify the
delivery begin map of main injection without having to adjust delivery begin of preinjection. The parameter 22322 PreInjDeliveryBegin indicates the absolute delivery begin of pre-injection in reference to the particular cylinder's top dead centre (°BTDC).
204
2907 CoolantTemp
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
Y
X
Y
X
X: 26600
Y: 26610
Z: 26620
X: 26600
Y: 26610
Z: 26820
Y
X
X: 27020
Y: 27030
Z: 27040
Y
X
X: 27170
Y: 27180
Pre Inj: DB - coolant temperature
Z
Pre Inj: DB - max. values for coolant
Z
Pre Injection: DB - Map 1
Z
Pre Injection: DB - Map 2
0
24323 PreInjDBCorrCoolTOn
X
0
1
0
1
0
1
20327 PreInjFuelMin
2350 FuelQuantity
20326 PreInjSpeedMin
2000 Speed
x2
x1
x1
x2
x1
x1
0/1
> x2
0/1
> x2
22327 PreInjDBBaseMap
24320 PreInjectionOn
22329 PreInjDBOffsetCoolT
24321 PreInjBeginMapOn
20321 PreInjBeginSetp
+
&
+
22320 PreInjectionActive
2310 DeliveryBegin
22328 PreInjDBToMainInj
0
0
1
22322 PreInjDeliveryBegin
Figure 66: Sequence of operations for pre-injection delivery begin determination
205
For pre-injection too, delivery begin correction for specific cylinders may be activated
with parameter 24322 PreInjDBCorrCylOn. This correction uses the same maps as the
main injection ( 19.1.3 Correction of delivery begin for single cylinders), the injection
quantity for pre-injection 22321 PreInjFuelQuantity will, however, enter into the maps.
Current delivery begin of pre-injection is indicated for each single cylinder in the parameter starting from 22460 DelBegPreInj1.
19.3.2 Delivery time of pre-injection
To determine pre-injection delivery quantity, two speed and quantity dependent maps
with a domain of 10 x 10 base points have been provided. The base points are the same
for both maps and identical to those for pre-injection begin. The input variables for the
The delivery quantity map must be activated with parameter 24325 PreInjDQMapOn,
otherwise the fixed pre-set of 20325 PreInjFuelSetp will be used.
If pre-injection is not desirable for certain speed and/or load ranges the respective point
of the injection quantity map will have to be set to 0 mm3/str. This will cause the control
unit to automatically de-activate pre-injection for this range. Whether or not preinjection is active can be seen from the parameter 22320 PreInjectionActive.
switch function relates to both delivery begin map and delivery quantity map. Depending on the specific requirements, it will thus be possible to achieve optimum engine performance with regard to fuel consumption or emissions. Current delivery begin of preinjection is indicated in parameter 22330 PreInjFuelQBaseMap.
If required, delivery quantity of pre-injection may also be corrected by means of coolant
temperature. This type of correction is activated by means of parameter 24327 PreInjDQCorrCoolTOn.
On the basis of current speed and injection quantity the maximum value of the correction is determined with a map. This value represents the maximum possible correction
at a specific point of operation. From a coolant temperature characteristic a percentual
quota is derived, which is used to determine the current correction value 22331 PreInjFuelQCTCorr from the maximal possible correction value.
The resulting value of pre-injection derived from 22330 PreInjFuelQBaseMap and the
correction offset 22331 PreInjFuelQCTCorr is indicated in parameter 22321 PreInjFuelQuantity.
The delivery period of pre-injection is calculated with this setpoint on the basis of the
delivery period map ( 19.2 Delivery period) and indicated in parameters 22323 PreInjDeliveryTime and 22325 PreInjDelPeriod respectively.
206
For testing purposes, injection time for pre-injection may also be set directly with parameter 20324 PreInjTimeSetpPC. This function must be activated with parameter
24324 PreInjDTSetpPCOn.
The two parameters 20328 PreInjDelTimeAbsMin and 20329 PreInjDelTimeAbsMax
serve as absolute limits of injection time for pre-injection.
For pre-injection too, delivery period correction for specific cylinders may be activated
with parameter 24326 PreInjDQCorrCylOn. This correction uses the same maps as the
quantity for pre-injection 22321 PreInjFuelQuantity will, however, enter into the maps.
Current delivery period of pre-injection is indicated for each single cylinder in the parameters starting from 22440 DelPerPreInj1.
19.4 Pre-pre-injection
In addition to pre-injection, the HEINZMANN system DARDANOS offers the option of
activating a second pre-injection, the so-called pre-pre-injection. In order of time, pre-preinjection occurs before pre-injection. It is implemented only on request.
The parameters for pre-pre-injection are stored at the following numbers:
20301 PrePreInjBeginSetp
20304 PrePreInjTimeSetpPC
20305 PrePreInjFuelSetp
20306 PrePreInjSpeedMin
20307 PrePreInjFuelMin
minimum quantity for enabling injection
20308 PrePreDelTimeAbsMin
20309 PrePreDelTimeAbsMax
22300 PrePreInjectActive
indication of status of pre-pre-injection (active/inactive)
current pre-pre-injection fuel quantity
22302 PrePreDeliveryBegin
current pre-pre-injection delivery begin in °BTDC
22303 PrePreDeliveryTime
current pre-pre-injection period in ms
22305 PrePreDelPeriod
current pre-pre-injection period in °crank
22307 PrePreDBBaseMap
pre-pre-injection begin from map
22308 PrePreDBToMainInj
distance of pre-pre-injection to main injection
22309 PrePreDBOffsetCoolT
correction offset from coolant temperature dependent correction of delivery begin
22310 PrePreFuelQBaseMap
207
208
22311 PrePreFuelQCoolTCorr
22400 DelPerPrePreInj1
:
:
:
22407 DelPerPrePreInj8
22420 DelBegPrePreInj1
:
:
:
22427 DelBegPrePreInj8
24300 PrePreInjectionOn
Activation of pre-pre-injection
24301 PrePreBeginMapOn
24302 PrePreDBCorrCylOn
cylinders
activation of coolant temperature dependent correction of delivery begin
24304 PrePreDTSetpPCOn
24305 PrePreDQMapOn
24306 PrePreDQCorrCylOn
cylinders
24307 PrePreDQCorrCoolTOn
begin correction
26000 PrePreInjection:n
speed base points of pre-pre-injection maps
26010 PrePreInjection:f
quantity base points of pre-pre-injection maps
26020 PrePreDBMap1:DB
26120 PrePreDQMap1:DB
26220 PrePreDBMap2:DB
26320 PrePreDQMap2:DB
27020 PrePreCorrCoolT:n
26430 PrePreCorrCoolT:f
26440 PrePreCTMap:DB
26505 PrePreCTMap:DQ
26570 PrePreCorrCoolT:T
26580 PrePreDBCorrCT:x
begin correction
26590 PrePreDQCorrCT:x
quantity correction
Pre-pre-injection is comprehensively activated by means of parameter 24300 PrePreInjectionOn. In addition, current speed must be higher than 20306 PrePreInjSpeedMin and current delivery quantity higher than 20307 PrePreInjFuelMin, otherwise pre-pre-injection
will be automatically disabled. Whether pre-pre-injection is active or not can be seen in parameter 22300 PrePreInjectActive.
Similarly to main injection, the flying time of the magnetic valve will precede injection
begin of pre-pre-injection. For energizing the magnetic valves, the same values will be
used as for main injection ( 17.2 Actuation of control magnets).
Figure 67: Definition of pre-pre-injection begin and duration
The control circuit is capable of triggering pre-injection 100 µs after termination of prepre-injection. The magnet, however, has fly times that are considerably longer than these
activation times, which must be taken account of when adjusting the settings. If long activation times are chosen for pre-pre-injection such that pre-pre-injection would terminate
after the beginning of pre-injection, pre-pre-injection will be aborted and the interval between the end of pre-pre-injection and the beginning of pre-injection set to 100 µs.
Note
209
19.4.1 Delivery begin values of pre-pre-injection
For adjusting pre-pre-injection begin, two speed and quantity dependent maps with a
domain of 10 x 10 base points each have been provided. The base points are the same
for both maps and identical to those for pre-pre-injection quantity. The input variables
for the maps are current speed 2000 Speed and total fuel quantity 2350 FuelQuantity.
The delivery begin map must be activated with parameter 24301 PrePreBeginMapOn,
otherwise the fixed pre-set of 20301 PrePreInjBeginSetp will be used.
switch function relates to both delivery begin map and delivery quantity map. Depending on the specific requirements, it will thus be possible to achieve optimum engine performance with regard to fuel consumption or emissions. Current delivery begin of prepre-injection is indicated in parameter 22307 PrePreDBBaseMap.
If required, delivery begin of pre-pre-injection may also be corrected by means of coolant temperature. This type of correction is activated by means of parameter 24303
PrePreDBCorrCoolTOn.
point of operation. From a coolant temperature characteristic, a percentual quota is derived, which is used to determine the current correction value 22309 PrePreDBOffsetCoolT from the maximal possible correction value.
The value of pre-pre-injection resulting from 22307 PrePreDBBaseMap and the correction offset 22309 PrePreDBOffsetCoolT is indicated in parameter 22308 PrePreDBToMainInj.
Delivery begin of pre-pre-injection 22308 PrePreDBToMainInj is specified in degrees
crankshaft (°crank) before delivery begin of main injection. This allows to modify the
delivery begin map of main injection without having to adjust delivery begin of pre-preinjection. The parameter 22302 PrePreDeliveryBegin indicates the absolute delivery
begin of pre-pre-injection in reference to the particular cylinder's top dead center
(°BTDC).
For pre-pre-injection too, delivery begin correction for specific cylinders may be activated with a parameter, the parameter 24302 PrePreDBCorrCylOn. This correction
uses the same maps as the main injection ( 19.1.3 Correction of delivery begin for single cylinders), the injection quantity for pre-pre-injection 22301 PrePreFuelQuantity
will, however, enter into the maps.
Current delivery begin of pre-pre-injection is indicated for each single cylinder in the
parameter starting from 22420 DelBegPrePreInj1.
210
2907 CoolantTemp
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
Y
X
X: 26000
Y: 26010
Z: 26220
Y
X
X: 26000
Y: 26010
Z: 26020
Y
X
X: 26420
Y: 26430
Z: 26440
Y
X
X: 26570
Y: 26580
PrePre Inj: DB - coolant temp.
Z
PrePre Inj: DB - max. values for
coolant temp. dependent correction
Z
PrePre Injection: DB - Map 1
Z
PrePre Injection: DB - Map 2
0
24303 PrePreDBCorrCoolTOn
X
0
1
0
1
0
1
2350 FuelQuantity
2000 Speed
x2
x1
x1
x2
x1
x1
0/1
> x2
0/1
> x2
22307 PrePreDBBaseMap
24301 PrePreBeginMapOn
20301 PrePreInjBeginSetp
+
&
+
2310 DeliveryBegin
22308 PrePreDBToMainInj
0
0
1
22302 PrePreDeliveryBegin
Figure 68: Sequence of operations for pre-pre-injection delivery begin determination
211
19.4.2 Delivery time of pre-pre-injection
To determine pre-pre-injection delivery quantity, two speed and quantity dependent
maps with a domain of 10 x 10 base points each have been provided. The base points
are the same for both maps and identical to those for pre-pre-injection begin. The input
variables for the maps are current speed 2000 Speed and total fuel quantity 2350 FuelQuantity.
The delivery quantity map must be activated with parameter 24305 PrePreDQMapOn,
otherwise the fixed pre-set of 20305 PrePreInjFuelSetp will be used.
If pre-pre-injection is not desired for certain speed and/or load ranges, the respective
point of the injection quantity map will have to be set to 0 mm3/str. This will cause the
control unit to automatically de-activate pre-pre-injection for this range. Whether prepre-injection is active or not can be seen in parameter 22300 PrePreInjectActive.
switch function relates to both delivery begin map and delivery quantity map. Depending on the specific requirements, it will thus be possible to achieve optimum engine performance with regard to fuel consumption or emissions. Current delivery begin of prepre-injection is indicated in parameter 22310 PrePreFuelQBaseMap.
If required, delivery quantity of pre-pre-injection may also be corrected by means of
coolant temperature. This type of correction is activated by means of parameter 24307
PrePreDQCorrCoolTOn.
at a specific point of operation. From a coolant temperature characteristic, a percentual
quota is derived, which is used to determine the current correction value 22311 PrePreFuelQCTCorr from the maximal possible correction value.
The resulting value of pre-pre-injection derived from 22310 PrePreFuelQBaseMap and
the correction offset 22311 PrePreFuelQCTCorr is indicated in parameter 22301 PrePreFuelQuantity.
The delivery period of pre-pre-injection is calculated with this setpoint on the basis of
the delivery period map ( 19.2 Delivery period) and indicated in parameters 22303
PrePreDeliveryTime and 22305 PrePreDelPeriod respectively.
For testing purposes, pre-pre-injection time may be set directly with the parameter
20304 PrePreInjTimeSetpPC. This function must be activated with parameter 24304
PrePreDTSetpPCOn.
The two parameters 20308 PrePreDelTimeAbsMin and 20309 PrePreDelTimeAbsMax
serve as absolute limits of injection time for pre-pre-injection.
212
2907 CoolantTemp
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
Y
X
X: 26000
Y: 26010
Z: 26320
Y
X
X: 26000
Y: 26010
Z: 26120
Y
X
X: 26420
Y: 26430
Z: 26505
X
X: 26570
Y: 26590
24304 PrePreDTSetpPCOn
20304 PrePreInjTimeSetPC
Y
0
1
PrePre Inj: FQ - coolant temperature
Z
PrePre Inj: FQ - max. values for
Z
PrePre Injection: FQ - Map 1
Z
PrePre Injection: FQ - Map 2
0
0
1
max
u1
2350 FuelQuantity
2000 Speed
x2
x1
22311 PrePreFuelQCoolTCorr
24305 PrePreDQMapOn
20305 PrePreInjFuelSetp
20308 PrePreDelTimeAbsMin
24307 PrePreDQCorrCoolTOn
X
0
1
Figure 69: Sequence of operations for determining pre-pre-injection delivery begin and duration
213
x2
x1
x1
x2
x1
x1
0
1
0/1
> x2
0/1
> x2
20309 PrePreDelTimeAbsMax
22310 PrePreFuelQBaseMap
x2
x1
&
+
u2
0
min
0
1
Y
X
X: 17020
Y: 17030
Z: 17050
Y
22303 PrePreDeliveryTime
X
X: 17000
Y: 17005
characteristic
Z
22101 RailPressureB
22100 RailPressureA/
0
1
For pre-pre-injection too, delivery period correction for specific cylinders may be activated with parameter 24306 PrePreDQCorrCylOn. This correction uses the same maps
as the main injection ( 19.1.3 Correction of delivery begin for single cylinders), the injection quantity for pre-pre-injection 22301 PrePreFuelQuantity will, however, enter
into the maps.
Current delivery period of pre-pre-injection is indicated for each single cylinder in the
parameters starting from 22420 DelPerPrePreInj1.
19.5 Post-injection
In addition to pre-injection and main injection, the HEINZMANN DARDANOS system
offers the option to activate post-injection. Post-injection, however, will make sense only
when there is still sufficient injection pressure available at the moment of injection. This
will especially be true of common rail systems, but also with cam-driven systems, provided
they are suitably accommodated.
The main benefit of post-injection consists in drastically reducing smoke emission without
increasing fuel consumption.
Similarly to  19.3 Pre-injection, post-injection can directly merge with main injection or
be separated from it, and the control unit will again energize the magnetic valves in such a
manner as to automatically produce either merging or separate post-injection in accordance
with the pre-defined distance between main injection and post-injection.
The parameters for post-injection are stored by the following numbers:
214
20341 PostInjBeginSetp
20344 PostInjTimeSetpPC
20345 PostInjFuelSetp
20346 PostInjSpeedMin
20347 PostInjFuelMin
20348 PostInjDelTimeAbsMin
20349 PostInjDelTimeAbsMax
22340 PostInjectionActive
indication of status of post-injection (active/inactive)
current post-injection quantity
22342 PostInjDeliveryBegin
current post-injection begin in °BTDC
22343 PostInjDeliveryTime
current post-injection period in ms
22345 PostInjDelPeriod
current post-injection period in °crank
22347 PostInjDBBaseMap
post-injection begin from map
22348 PostInjDBToMainInj
distance of post-injection from main injection
22349 PostInjDBOffsetCoolT
22350 PostInjFuelQBaseMap
22351 PostInjFuelQCoolTCorr
22480 DelPerPostInj1
:
:
:
22487 DelPerPostInj8
22500 DelBegPostInj1
:
:
:
22507 DelBegPostInj8
24340 PostInjectionOn
activation of post-injection
24341 PostInjBeginMapOn
24342 PostInjDBCorrCylOn
cylinders
24343 PostInjDBOffsetCoolTOn activation of coolant temperature dependent correction of delivery begin
24344 PostInjDTSetpPCOn
24345 PostInjDQMapOn
24346 PostInjDQCorrCylOn
cylinders
24347 PostInjDQCorrCoolTOn
begin correction
27200 PostInjection:n
speed base points of post-injection maps
27210 PostInjection:f
quantity base points of post-injection maps
27220 PostInjDBMap1:DB
27320 PostInjDQMap1:DB
27420 PostInjDBMap2:DB
27520 PostInjDQMap2:DB
27620 PostInjCorrCoolT:n
27630 PostInjCorrCoolT:f
27640 PostInjCTMap:DB
215
27705 PostInjCTMap:DQ
27770 PostInjCorrCoolT:T
27780 PostInjDBCorrCT:x
begin correction
27790 PostInjDQCorrCT:x
quantity correction
Post-injection is activated by means of the parameter 24340 PostInjectionOn. In addition,
current speed must be higher than 20346 PostInjSpeedMin and current delivery quantity
higher than 20347 PostInjFuelMin, otherwise post-injection will automatically be disabled.
Whether or not post-injection is active can be seen from the parameter 22340 PostInjectActive.
of post-injection. For energizing the magnetic valves, the same values will be used as for
main injection ( 17.2 Actuation of control magnets).
Figure 70: Definition of post-injection begin and duration
The control circuit is capable of triggering post-injection 100 µs after termination of main
injection. The magnet, however, has fly times that are considerably longer than these activation times, which must be taken account of when adjusting the settings. If long activation times are chosen for main injection such that main injection would end after the beginning of post-injection, post-injection will be aborted and the interval between the end of
main injection and the beginning of post-injection set to 100 µs.
Note
216
19.5.1 Delivery begin of post-injection
For adjusting post-injection begin, two speed and quantity dependent maps with a domain of 10 x 10 base points each have been provided. The base points are the same for
both maps and identical to those for post-injection quantity. The input variables for the
The delivery begin map must be activated with parameter 24341 PostInjBeginMapOn,
otherwise the fixed pre-set of 20341 PostInjBeginSetp will be used.
switch function relates to both delivery begin map and delivery quantity map. Depending on the specific requirements, it will thus be possible to achieve optimum engine performance with regard to fuel consumption or emissions. Actual delivery begin of postinjection is indicated by parameter 22347 PostInjDBBaseMap.
If required, delivery begin of post-injection may also be corrected by means of coolant
temperature. This type of correction is activated by means of parameter 24343
PostInjDBCorrCoolTOn.
point of operation. From a coolant temperature characteristic a percentual quota is derived, which is used to determine the current correction value 22349 PostInjDBOffsetCoolT from the maximal possible correction value.
Actual delivery begin of post-injection resulting from 22347 PostInjDBBaseMap and
the correction offset 22349 PostInjDBOffsetCoolT is indicated by parameter 22347
PostInjDBBaseMap.
Delivery begin of post-injection 22348 PostInjDBToMainInj is specified in degrees
crankshaft (°crank) after begin of main injection. This allows to modify the delivery begin map of main injection without having to adjust delivery begin of post-injection. The
parameter 22342 PostInjDeliveryBegin indicates the absolute delivery begin of postinjection in reference to the particular cylinder's top dead centre (°BTDC).
For post-injection too, delivery begin correction for specific cylinders may be activated
with parameter 24342 PostInjDBCorrCylOn. This correction uses the same maps as the
quantity for post-injection 22341 PostInjFuelQuantity will, however, enter into the
maps.
Current delivery begin of post-injection is indicated for each single cylinder in the parameters starting from 22500 DelBegPostInj1.
217
218
2907 CoolantTemp
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
Y
X
X: 27200
Y: 27210
Z: 27420
Y
X
X: 27200
Y: 27210
Z: 27220
Y
X
X: 27620
Y: 27630
Z: 27640
Y
X
X: 27770
Y: 27780
Post Inj: DB - coolant temperature
Z
Post Inj: DB - max. values for
Z
Post Injection: DB - Map 1
Z
Post Injection: DB - Map 2
0
24343 PostInjDBCorrCoolTOn
X
0
1
0
1
0
1
2350 FuelQuantity
2000 Speed
x2
x1
x1
x2
x1
x1
0/1
> x2
0/1
> x2
22347 PostInjDBBaseMap
22349 PostInjDBOffsetCoolT
24341 PostInjBeginMapOn
20341 PostInjBeginSetp
+
&
+
X
22340 PostInjectActive
2310 DeliveryBegin
22348 PostInjDBToMainInj
-1
0
0
1
22342 PostInjDeliveryBegin
Figure 71: Sequence of operations for determining post-injection delivery begin
19.5.2 Delivery duration of post-injection
To determine post-injection delivery quantity, two speed and quantity dependent maps
with a domain of 10 x 10 base points each have been provided. The base points are the
same for both maps and identical to those for post-injection begin. The input variables
The delivery quantity map must be activated with parameter 24345 PostInjDQMapOn,
otherwise the fixed pre-set of 20345 PostInjFuelSetp will be used.
If post-injection is not desirable for certain speed and/or load ranges the respective point
of the injection quantity map will have to be set to 0 mm3/str. This will cause the control
unit to automatically de-activate post-injection for this range. Whether or not postinjection is active can be seen from the parameter 22340 PostInjectionActive.
switch function relates to both delivery begin map and delivery quantity map. Depending on the specific requirements, it will thus be possible to achieve optimum engine performance with regard to fuel consumption or emissions. Actual delivery begin of postinjection is indicated by parameter 22350 PostInjFuelQBaseMap.
If required, delivery quantity of post-injection may also be corrected by means of coolant temperature. This type of correction is activated by means of parameter 24347
PostInjDQCorrCoolTOn.
quota is derived, which is used to determine the current correction value 22351 PostInjFuelQCTCorr from the maximal possible correction value.
The resulting value of post-injection derived from 22350 PostInjFuelQBaseMap and the
correction offset 22351 PostInjFuelQCTCorr is indicated by parameter 22341 PostInjFuelQuantity.
The delivery period of post-injection is calculated with this setpoint on the basis of the
delivery period map ( 19.2 Delivery period) and indicated in parameters 22343 PostInjDeliveryTime and 22345 PostInjDelPeriod respectively.
For testing purposes, injection duration for post-injection may also be set directly with
parameter 20344 PostInjTimeSetpPC. This function must be activated with parameter
24344 PostInjDTSetpPCOn.
The parameters 20348 PostInjDelTimeAbsMin and 20349 PostInjDelTimeAbsMax serve
as absolute limits of injection duration for post-injection.
219
220
2907 CoolantTemp
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
Y
X
X: 27200
Y: 27210
Z: 27520
Y
X
X: 27200
Y: 27210
Z: 27320
Y
X
X: 27620
Y: 27630
Z: 27705
X
X: 27770
Y: 27790
24344 PostInjDTSetpPCOn
20344 PostInjTimeSetpPC
Y
Post Inj: FQ - coolant temperature
Z
0
1
Post Inj: FQ - max. values for
Z
Post Injection: FQ - Map 1
Z
Post Injection: FQ - Map 2
0
0
1
max
u1
2350 FuelQuantity
2000 Speed
x2
x1
22351 PostInjFuelQCTCorr
24345 PostInjDQMapOn
20345 PostInjFuelSetp
20348 PostInjDelTimeAbsMin
24347 PostInjDQCorrCoolTOn
X
0
1
Figure 72: Sequence of operations for determining post-injection delivery begin and duration
x2
x1
x1
x2
x1
x1
0
1
0/1
> x2
0/1
> x2
20349 PostInjDelTimeAbsMax
22350 PostInjFuelQBaseMap
x2
x1
&
+
u2
0
22340 PostInjectionActive
min
0
1
Y
X
X: 17020
Y: 17030
Z: 17050
Y
22343 PostInjDeliveryTime
X
X: 17000
Y: 17005
characteristic
Z
22101 RailPressureB
0
1
For post-injection too, delivery period correction for specific cylinders may be activated
with parameter 24346 PostInjDQCorrCylOn. This correction uses the same maps as the
quantity for post-injection 22341 PostInjFuelQuantity will, however, enter into the
maps.
Current delivery period of post-injection is indicated for each single cylinder in the parameters starting from 22480 DelPerPostInj1.
19.6 Post-post-injection
In addition to post-injection, the HEINZMANN system DARDANOS offers the option of
activating a second post-injection, the so-called post-post-injection. In chronologic order,
post-post-injection occurs after post-injection. It is implemented only on request.
The parameters for post-post-injection are stored by the following numbers:
20361 PostPostInjBeginSetp
20364 PostPostTimeSetpPC
20365 PostPostInjFuelSetp
20366 PostPostSpeedMin
20367 PostPostFuelMin
20368 PostPstDelTimeAbsMin
20369 PostPstDelTimeAbsMax
22360 PostPostInjectActive
indication of post-post-injection state (active/inactive)
current post-post-injection fuel quantity
22362 PostPostDeliveryBeg
current post-post-injection begin in °BTDC
22363 PostPostDelTime
current post-post-injection period in ms
22365 PostPostDelPeriod
current post-post-injection period in °crank
22367 PostPostDBBaseMap
post-post-injection begin from map
22368 PostPostDBToMainInj
distance of post-post-injection from main injection
22369 PostPostDBOffsetCT
22370 PostPostFuelQBaseMap
22371 PostPostFuelQCTCorr
22520 DelPerPostPostInj1
:
:
:
221
22527 DelPerPostPostInj8
22540 DelBegPostPostInj1
:
:
:
22547 DelBegPostPostInj8
24360 PostPostInjectionOn
activation of post-post-injection
24361 PostPostBeginMapOn
24362 PostPostDBCorrCylOn
cylinders
24363 PostPstDBOffsetCoolTOn activation of coolant temperature dependent correction of delivery begin
222
24364 PostPostDTSetpPCOn
24365 PostPostDQMapOn
24366 PostPostDQCorrCylOn
cylinders
24367 PostPstDQCorrCoolTOn
begin correction
27800 PostPostInjection:n
speed base points of post-post-injection maps
27810 PostPostInjection:f
quantity base points of post-post-injection maps
27820 PostPostInjDBMap1:DB
27920 PostPostInjDQMap1:DB
28020 PostPostInjDBMap2:DB
28120 PostPostInjDQMap2:DB
28220 PostPostInjCorrCoolT:n
28230 PostPostInjCorrCoolT:f
28240 PostPostInjCTMap:DB
28305 PostPostInjCTMap:DQ
28370 PostPostInjCorrCoolT:T
28380 PostPostInjDBCorrCT:x
begin correction
28390 PostPostInjDQCorrCT:x
quantity correction
Post-post-injection is activated by means of the parameter 24360 PostPostInjectionOn. In
addition, current speed must be higher than 20366 PostPostSpeedMin and current delivery
quantity higher than 20367 PostPostFuelMin, otherwise post-post-injection will automatically be disabled. Whether post-post-injection is active or not may be seen in parameter
22360 PostPostInjectActive.
of post-post-injection. For energizing the magnetic valves, the same values will be used as
for main injection ( 17.2 Actuation of control magnets).
Figure 73: Definition of post-post-injection begin and duration
The control is able to activate post-post-injection 100 µs after the end of post-injection.
The magnet, however, has fly times that are considerably longer than these activation
times, which must be taken account of when adjusting the settings. If long activation times
are chosen for post-injection such that post-injection would end after the beginning of
post-post-injection, post-post-injection will be aborted and the interval between the end of
post-injection and the beginning of post-post-injection set to 100 µs.
Note
19.6.1 Delivery begin of post-post-injection
For adjusting post-post-injection begin, two speed and quantity dependent maps with a
domain of 10 x 10 base points each have been provided. The base points are the same
for both maps and identical to those for post-post-injection quantity. The input variables
223
The delivery begin map must be activated with parameter 24361 PostPostBeginMapOn,
otherwise the fixed pre-set of 20361 PostPostBeginSetp will be used.
switch function relates to both delivery begin map and delivery quantity map. Depending on the specific requirements, it will thus be possible to achieve optimum engine performance with regard to fuel consumption or emissions. Current delivery begin of postpost-injection is shown in parameter 22367 PostPostDBBaseMap.
If required, delivery begin of post-post-injection may also be corrected by means of
PostPstDBCorrCoolTOn.
point of operation. From a coolant temperature characteristic a percentual quota is derived, which is used to determine the current correction value 22369 PostPostInjDBOffsetCT from the maximal possible correction value.
The resulting value of post-post-injection derived from 22367 PostPostDBBaseMap and
the correction offset 22369 PostPostDBOffsetCT is shown in parameter 22368 PostPostDBToMainInj.
Delivery begin of post-post-injection 22368 PostPostDBToMainInj is specified in degrees crankshaft (°crank) after begin of main injection. This allows to modify the delivery begin map of main injection without having to adjust delivery begin of post-postinjection. The parameter 22362 PostPostDeliveryBeg indicates absolute delivery begin
of post-post-injection in reference to the particular cylinder's top dead centre (°BTDC).
For post-post-injection too, delivery begin correction for specific cylinders may be activated with a specific parameter, 24362 PostPostDBCorrCylOn . This correction uses
the same maps as the main injection ( 19.1.3 Correction of delivery begin for single
cylinders), the injection quantity for post-post-injection 22361 PostPostFuelQuantity
will, however, enter into the maps.
Current delivery begin of post-post-injection is indicated for each single cylinder in the
parameters starting from 22540 DelBegPostPostInj1.
224
2907 CoolantTemp
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
Y
X
X: 27800
Y: 27810
Z: 28020
Y
X
X: 27800
Y: 27810
Z: 27820
Y
X
X: 28220
Y: 28230
Z: 28240
Y
X
X: 28370
Y: 28380
PostPost Inj: DB - coolant temp.
Z
PostPost Inj: DB - max. values for
Z
PostPost Injection: DB - Map 1
Z
PostPost Injection: DB - Map 2
0
24363 PostPstDBCorrCoolTOn
X
0
1
0
1
0
1
2350 FuelQuantity
2000 Speed
x2
x1
x1
x2
x1
x1
0/1
> x2
0/1
> x2
22367 PostPostDBBaseMap
22369 PostPostDBOffsetCT
24361 PostPostBeginMapOn
20361 PostPostInjBeginSetp
+
&
+
X
22340 PostInjectActive
2310 DeliveryBegin
22368 PostPostDBToMainInj
-1
0
0
1
22362 PostPostDeliveryBeg
Figure 74: Sequence of operations for determining post-post-injection delivery begin
225
19.6.2 Delivery duration of post-post-injection
To determine post-post-injection delivery quantity, two speed and quantity dependent
maps with a domain of 10 x 10 base points each have been provided. The base points
are the same for both maps and identical to those for post-post-injection begin. The input variables for the maps are current speed 2000 Speed and total fuel quantity 2350
FuelQuantity.
The delivery quantity map must be activated with parameter 24365 PostPostDQMapOn,
otherwise the fixed pre-set of 20365 PostPostInjFuelSetp will be used.
If post-post-injection is not desired for certain speed and/or load ranges the respective
point of the injection quantity map will have to be set to 0 mm3/str. This will cause the
control unit to automatically de-activate post-post-injection for this range. Whether
post-post-injection is active or not may be seen in parameter 22360 PostPostInjectActive.
switch function relates to both delivery begin map and delivery quantity map. Depending on the specific requirements, it will thus be possible to achieve optimum engine performance with regard to fuel consumption or emissions. Current delivery quantity of
post-post-injection is shown in parameter 22370 PostPostFuelQBaseMap.
If required, delivery quantity of post-post-injection may also be corrected by means of
PostPstDQCorrCoolTOn.
quota is derived, which is used to determine the current correction value 22371 PostPostFuelQCTCorr from the maximal possible correction value.
The resulting value of post-post-injection derived from 22370 PostPostFuelQBaseMap
and the correction offset 22371 PostPostFuelQCTCorr is shown in parameter 22361
PostPostFuelQuantity.
The delivery period of post-post-injection is calculated with this setpoint on the basis of
the delivery period map ( 19.2 Delivery period) and indicated in parameters 22363
PostPostDelTime and 22345 PostPostDelPeriod respectively.
226
2907 CoolantTemp
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
2350 FuelQuantity
2000 Speed
Y
X
X: 27800
Y: 27810
Z: 28120
Y
X
X: 27800
Y: 27810
Z: 27920
Y
X
X: 28220
Y: 28230
Z: 28305
X
X: 28370
Y: 28390
24364 PostPostDTSetpPCOn
20364 PostPostTimeSetpPC
Y
0
1
PostPost Inj: FQ - coolant
temperature dependent correction
Z
PostPost Inj: FQ - max. values for
cool. temp. dependent correction
Z
PostPost Injection: FQ - Map 1
Z
PostPost Injection: FQ - Map 2
0
0
1
0
1
max
u1
2350 FuelQuantity
2000 Speed
x2
x1
22371 PostPostFuelQCTCorr
Figure 75: Sequence of operations for determining post-post-injection delivery begin and duration
227
x2
x1
x1
x2
x1
x1
24365 PostPostDQMapOn
20365 PostPostInjFuelSetp
20368 PostPstDelTimeAbsMin
24367 PostPstDQCorrCoolTOn
X
0
1
0/1
> x2
0/1
> x2
20369 PostPstDelTimeAbsMax
22370 PostPostFuelQBaseMap
x2
x1
&
+
u2
0
0
1
22360 PostPostInjectActive
min
Y
X
X: 17020
Y: 17030
Z: 17050
Y
22363 PostPostDelTime
X
X: 17000
Y: 17005
characteristic
Z
22101 RailPressureB
0
1
For testing purposes, the duration of injection for post-post-injection may also be set directly with the parameter 20364 PostPostTimeSetpPC. This function must be activated
with parameter 24364 PostPostDTSetpPCOn.
The two parameters 20368 PostPstDelTimeAbsMin and 20369 PostPstDelTimeAbsMax
serve as absolute limits for injection duration of post-post-injection.
For post-post-injection too, delivery period correction for specific cylinders may be activated by means of a specific parameter, in this case 24366 PostPostDQCorrCylOn.
This correction uses the same maps as the main injection ( 19.1.3 Correction of delivery begin for single cylinders), the injection quantity for post-post-injection 22361 PostPostFuelQuantity will, however, enter into the maps.
Current delivery period of post-post-injection is indicated for each single cylinder in the
parameters starting from 22520 DelPerPostPostInj1.
228
20 Rail pressure control with common rail systems
With common rail systems, injection pressure can be chosen independently of speed and load.
After comparing the preset pressure value with the measured rail pressure, the high-pressure
pump is regulated via a PID circuit in such a way as to supply the desired pressure. The rail
pressure regulator is conceived as an independent control circuit and is assigned PID parameters in like manner as the speed control.
The high-pressure pump is usually controlled by means of an interphase reactor. The control
device DARDANOS MVC04-6 in addition is available in a variant allowing fuel to be injected into the rail by means of injectors (so-called high pressure injection).
Fixed Setpoint
Rail Pressure
Map
Setpoint Ramp
Pressure Regulator
Injection Quantity
PID
Software Switch
Current Output
Fuel Pressure
Speed Calculation
Engine Speed
n=
d
dt
or
High-Pressure Pump
Pressure Sensor
Common Rail
Measuring Wheel
Camshaft
Injectors
Engine
Measuring Wheel
Crankshaft
Figure 76: Functional block diagram of common rail pressure regulator
229
20.1 Configuration of rail and rail pressure sensors
The digital controls DARDANOS are conceived for the connection of up to two rail pressure sensors and up to two high-pressure pumps. This allows the most varied rail configurations. Since the use of two independent rails is limited to exceptional cases, this configuration is obtainable only on request. The parameters for configuration of two rails 24110
NumberOfRail2Or1 and the rail pressure indication values 22100 RailPressureA and
22101 RailPressureB therefore are normally not visible.
These two rail pressure values can be read from the parameters 2912 RailPressure1 and
2913 RailPressure2. The rail pressure value used for rail pressure control ( 20.4 Rail
pressure control by means of interphase transformer high-pressure pump or  20.5 Rail
pressure control by means of high-pressure injection) and single cylinder correction (
19.1.3 Correction of delivery begin for single cylinders,  19.2.2 Correction of delivery
period for single cylinders) is indicated in parameter 22100 RailPressure (one rail) and in
22100 RailPressureA and 22101 RailPressureB (two rails) respectively. In case of two
rails, the values of parameters 22100 RailPressureA and 22101 RailPressureB are identical
to the measured values 2912 RailPressure1 and 2913 RailPressure2. For a single rail, the
value of 22100 RailPressure normally corresponds to the value of 2912 RailPressure1.
When the rail pressure sensor is faulty and if a second redundant sensor is available, the
value of the second rail pressure sensor 2913 RailPressure2 is used instead.
20.1.1 One rail, one high-pressure pump, one high-pressure sensor
This arrangement represents the minimum configuration.
24110 NumberOfRail2Or1 = 0
single rail
24200 CurrOut1_On = 1
high-pressure pump 1 active
high-pressure pump 2 non active
912
AssignIn_RailPress1  0
rail pressure sensor 1 active
913
AssignIn_RailPress2 = 0
rail pressure sensor 2 not active
For systems with high-pressure injection the names of the parameters are
24200 HighPressurePump1_On and 24201 HighPressurePump2_On.
Note
20.1.2 One rail, one high-pressure pump, two high-pressure sensors
This arrangement corresponds to the previous configuration, with the second pressure
sensor used as redundant sensor. The measurement values of the second pressure sensor
are used in case of error of the first pressure sensor.
230
single rail
high-pressure pump 2 not active
912
913
20.1.3 One rail, two high-pressure pumps, one high-pressure sensor
When larger rails are used it might be necessary to employ two high-pressure pumps to
deliver the required fuel quantity to the rail.
single rail
912
913
AssignIn_RailPress2 = 0
rail pressure sensor 2 not active
20.1.4 One rail, two high-pressure pumps, two high-pressure sensors
This arrangement corresponds to the previous configuration, with the second pressure
sensor used as redundant sensor. The measurement values of the second pressure sensor
are used in case of error of the first pressure sensor.
single rail
912
913
20.1.5 Two rails, two high-pressure pumps, two high-pressure sensors
When two completely separated rails are used, the disposition must be such that each
rail has a separate high-pressure pump with a separate rail pressure sensor. Both the rail
pressure control circuit and the high-pressure pump control in this case are completely
independent from each other.
It must be ensured that rail 1 supplies the first half of the cylinders and rail 2 the second
half.
231
Rail 1
Rail 2
6 cylinder engine
Cylinders 1…3
Cylinders 4…6
8 cylinder engine
Cylinders 1…4
Cylinders 5…8
Table 15: Configuration of two independent rails
20.2 Determination of rail pressure setpoint
A general overview of the determination of rail pressure setpoint is illustrated in the diagram in  Figure 77.
Normally, setpoint definition for rail pressure is conducted using a speed and quantity dependent map. The map is activated with the parameter 24000 CR_PressBaseMapOn. Otherwise the pressure setpoint of parameter 20000 CR_PressSetp is used, which might be
useful for testing purposes and commissioning.
The pressure setpoint 22002 CR_PressSetpBaseMap can be adapted to environmental conditions with  20.3 Correction of rail pressure setpoint 22003 CR_PressCorr. During engine start-up the maximum pressure setpoint is limited to the value of parameter 20001
CR_PressMaxAtStart to avoid rail pressure overshooting. The resulting rail pressure is indicated in 22001 CR_PressSetpSelect.
The selected pressure setpoint may be delayed by a ramp in order to accommodate the setpoint adjustment to the dynamic conditions of the rail pressure control system. Thus, for
small quantities and on reducing the pressure setpoint it will be necessary to use a very
slow ramp as in extreme cases pressure reduction will only be possible by leakage. Therefore, separate ramps have been provided for pressure increase and pressure decrease. The
ramps for the rail pressure setpoint are activated by the parameter 24010
CR_PressRampUpOn or 24011 CR_PressRampDownOn. Both have been configured as a
characteristic based on quantity dependent base points. The base points are identical for
pressure rise and pressure drop, whereas the ramp values may differ from each other. Due
to this, it will be possible to achieve an optimum adjustment of the setpoint change rate to
the current injection quantity.
The resulting effective rail setpoint used by the rail pressure control is indicated in parameter 22000 CR_PressSetpoint.
232
20000 CR_PressSetp
2350 FuelQuantity
2000 Speed
Z
Y
x2
x1
x1
RPS: Map
>
t0
NV: nominal value
AV
NV
AV: actual value
t
X: 18476
Y: 18484
24010 CR_PressRampUpOn
0/1
x2
0
1
24000 CR_PressBaseMapOn
RPS: ramp upwards
X
X: 18000
Y: 18008
Z: 18016
&
0
1
22003 CR_PressSetpCorr
22002 CR_PressSetpBaseMap
+
x1
x2
x1
<
AV: actual value
t
0/1
x2
min
u2
X: 18476
Y: 18492
&
3804 EngineStarting
x2
24011 CR_PressRampDownOn
t0
NV: nominal value
NV
AV
RPS: ramp downwards
20001 CR_PressMaxAtStart
x1
0
1
0
1
3802 EngineStopRequest
3803 EngineStopped
>=1
0
22001 CR_PressSetpSelect
3804 EngineStarting
0
1
0
1
22000 CR_PressSetpoint
Figure 77: Operational sequence for the determination of rail pressure setpoint
233
The following list gives an overview of the parameters used to determine the rail pressure
setpoint:
20000 CR_PressSetp
rail pressure setpoint for operation without map
20001 CR_ PressMaxAtStart
maximum rail pressure setpoint at engine start-up
22000 CR_PressSetpoint
effective rail pressure setpoint
22001 CR_PressSetpSelect
selected rail pressure setpoint before ramp
22002 CR_PressSetpBaseMap
selected rail pressure setpoint from map
correction value for rail pressure setpoint
24000 CR_PressBaseMapOn
activation of map
24010 CR_PressRampUpOn
activation of upward ramp
24011 CR_PressRampDownOn
activation of downward ramp
18000 CR_PressSetp:n
speed base points for rail pressure map
18008 CR_PressSetp:f
quantity base points for rail pressure map
18016 CR_PressSetp:p
pressure setpoint values for rail pressure map.
18476 CR_PressRamp:f
quantity base point for rail pressure setpoint ramps
18484 CR_PressRampUp:p
ramping speed for pressure rise
18492 CR_PressRampDwn:p
ramping speed for pressure decrease
20.3 Correction of rail pressure setpoint
The rail pressure setpoint can be corrected in function of ambient conditions. According to
the circumstances, the rail pressure setpoint may be corrected through coolant temperature,
charge air temperature, fuel temperature or ambient pressure.
The correction procedure always follows an identical scheme. On the basis of current
speed and injection quantity the maximum value of the correction is determined with a
map. This value represents the maximum possible correction at a specific point of operation. On the basis of a characteristic for the respective influencing variable (coolant temperature, charge air temperature, fuel temperature or ambient pressure) a percentage is calculated, which, together with the maximum correction value, determines the actual correction value.
From all active corrections, the one is chosen which yields the greatest correction effect
and used as rail pressure setpoint correction 22003 CR_PressSetpCorr.
The diagram in  Figure 78 shows an overview of the sequence of operations for rail pressure setpoint correction.
234
The speed and fuel base points of the maps for the determination of the maximum correction values are identical for all corrections. But the maximum value can be indicated separately for each correction.
The following parameters apply to rail pressure setpoint correction in general:
correction value for rail pressure setpoint
18080 CR_PressCorr:n
18088 CR_PressCorr:f
20.3.1 Rail pressure setpoint correction by means of coolant temperature
22004 CR_PressCoolTCorr
24004 CR_PressCorrCoolTOn
18096 CR_CoolTCorr:p
18400 CR_CorrCoolant:T
18408 CR_CorrCoolant:x
correction factor base points for correction factor characteristic
20.3.2 Rail pressure setpoint correction by means or charge air temperature
22005 CR_PressChargTCorr
24005 CR_PressCorrChargTOn activation of correction
18160 CR_ChAirTCorr:p
18420 CR_CorrChargAir:T
18428 CR_CorrChargAir:x
20.3.3 Rail pressure setpoint correction by means of fuel temperature
22006 CR_PressFuelTCorr
24006 CR_PressCorrFuelTOn
18224 CR_FuelTCorr:p
18440 CR_CorrFuelTemp:T
18448 CR_CorrFuelTemp:x
235
236
2350 FuelQuantity
2000 Speed
2910 FuelTemp
2350 FuelQuantity
2000 Speed
2908 ChargeAirTemp
2350 FuelQuantity
2000 Speed
2907 CoolantTemp
2350 FuelQuantity
2000 Speed
Y
X
X: 18080
Y: 18088
Z: 18096
X
X: 18400
Y: 18408
Y
X
X: 18080
Y: 18088
Z: 18160
X
X: 18420
Y: 18428
Y
X
X: 18080
Y: 18088
Z: 18224
X
X: 18440
Y: 18448
Y
X
X: 18080
Y: 18088
Z: 18288
Y
X
X: 18460
Y: 18468
RPS: Ambient pressure dependent
correction
Z
RPS: Maximum values for ambient
Y
RPS: Fuel temperature dependent
correction
Z
RPS Maximum values for fuel temp.
Y
RPS: Charge air temperature
Z
RPS: Maximum values for charge
air temp. dependent correction
Y
RPS: Coolant temperature
Z
RPS: Maximum values for coolant
0
0
0
0
24007 CR_PressCorrAmbPOn
X
24006 CR_PressCorrFuelTOn
X
0
1
0
1
0
1
0
1
24005 CR_PressCorrChargTOn
X
24004 CR_PressCorrCoolTOn
X
22007 CR_PressAmbPCorr
22006 CR_PressFuelTCorr
22005 CR_PressChargTCorr
22004 CR_PressCoolTCorr
x4
x3
x2
x1
x4
x3
x2
x1
min
max
u2
u1
-1
X
x1
x2
x1
0/1
= x2
0
1
Figure 78: Operational sequence for determining rail pressure setpoint correction
20.3.4 Rail pressure setpoint correction by means of ambient pressure
22007 CR_PressAmbPCorr
24007 CR_PressCorrAmbPOn
18288 CR_ AmbPCorr:p
18460 CR_CorrAmbPress:T
18468 CR_CorrAmbPress:x
20.4 Rail pressure control by means of interphase transformer high-pressure
pump
The rail pressure regulator uses the input variable current rail pressure 22100 RailPressure
and rail pressure setpoint 22000 CR_PressSetpoint. Based on these variables, nominal current 22200 CurrOut1_Setp for the pressure control valve high-pressure pump are calculated by the PID control algorithm. Rail pressure control – and pressure control valve control along with it – begins with the start-up procedure, i.e. with the recognition of a speed
value. It ends when the engine has stopped and the rail pressure is below the value of
20004 CR_PressMinAtStop.
The parameters used by the rail pressure control are the following
20100 CR_PressGov:Gain
gain
20101 CR_PressGov:Stab
stability
20102 CR_PressGov:Deriv
derivative
When two high-pressure pumps are used with one rail, nominal current of the second highpressure pump 22201 CurrOut2_Setp corresponds to the nominal current of the first highpressure pump 22200 CurrOut1_Setp.
When two rails are used, the pressure for both rails 22100 RailPressureA and 22101 RailPressureB are adjusted independently from each other to the common rail pressure setpoint
22000 CR_PressSetpoint. This leads to different values of nominal current 22200 CurrOut1_Setp and 22201 CurrOut2_Setp.
Maximum admissible current is pre-set with 11252 CO1_CurrentMax and 11262
CO2_CurrentMax respectively (see  20.4.3 Error recognition for pressure control valve
high-pressure pumps). During engine start, maximum current is set to another value
(11258 CO1_CurrMaxAtStart / 11268 CO2_CurrMaxAtStart). This reduces pressure overshooting during engine start-up.
237
20.4.1 Current regulation for pressure control valve high-pressure pumps
(Function is not implemented in DARDANOS MVC01-20).
Current for high-pressure pumps is regulated with a PID control algorithm. The actual
current value for high-pressure pumps is indicated in parameters 22201 CurrOut1_ActualValue and 22211 CurrOut2_ActualValue. The following parameters are
used for the current governor
20200 Curr_Gov1:Gain
gain for current governor 1
20201 Curr_Gov1:Stability
stability for current governor 1
20202 Curr_Gov1:Derivative
derivative for current governor 1
20203 Curr_Gov1:DeviatMax
maximum admissible deviation
20210 Curr_Gov2:Gain
gain for current governor 2
20211 Curr_Gov2:Stability
stability for current governor 2
20212 Curr_Gov2:Derivative
derivative for current governor 2
maximum admissible deviation
In addition to the PID variables the current governors offer the possibility to limit regulating deviation (difference between nominal and measured current) with the parameters
20203 Curr_Gov1:DeviatMax and 20213 Curr_Gov2:DeviatMax respectively. This enhances governing in case of major setpoint jumps.
The actual current value for high-pressure pumps is a PWM ratio and is indicated in parameters 22202 CurrOut1_PWM and 22212 CurrOut2_PWM. This PWM ratio is compensated with the controls’ power supply 22203 CurrOut1_PWMComp and 22213 CurrOut2_PWMComp and transmitted to the pressure control valves.
Maximum admissible PWM ratio is pre-set with 11256 CO1_PWMMax and 11266
CO2_PWMMax respectively (see  20.4.3 Error recognition for pressure control valve
high-pressure pumps). During engine start, maximum PWM ratio is set to another value
(11259 CO1_PWMMaxAtStart / 11269 CO2_PWMMaxAtStart). This reduces pressure
overshooting during engine start-up.
The control frequency for the pressure control valves must be set in parameters 20260
CurrOut1_Frequency and 20261 CurrOut2_Frequency. It must be taken from the pressure control valve data-sheet.
For commissioning of the pressure control valves there is the possibility to directly preset the current setpoint. This function can be enabled with parameter 24250 CurrOut_PCSetpOn, current setpoint must be entered in 20250 CurrOut_PCSetp. This can
be activated only when the engine is stopped, while the engine is running it is always
the rail pressure governor to determine the current setpoint.
The following table gives an overview of the parameters.
238
Current governor for high-pressure pump 1
11256 CO1_PWMMax
maximum admissible PWM ratio
11259 CO1_PWMMaxAtStart
maximum admissible PWM ratio during engine start
maximum admissible control deviation
20250 CurrOut_ PCSetp
current setpoint during direct pre-set
20260 CurrOut1_Frequency
control frequency
22202 CurrOut1_PWM
current PWM ratio
22203 CurrOut1_PWMComp
current PWM ratio (voltage-compensated)
24250 CurrOut_PCSetpOn
activation of direct current pre-set
Current governor for high-pressure pump 2
11266 CO2_PWMMax
maximum admissible PWM ratio
11269 CO2_PWMMaxAtStart
maximum admissible PWM ratio during engine start
20250 CurrOut_ PCSetp
current setpoint during direct pre-set
20261 CurrOut2_Frequency
control frequency
22212 CurrOut2_PWM
current PWM ratio
22213 CurrOut2_PWMComp
current PWM ratio (voltage-compensated)
24250 CurrOut_PCSetpOn
activation of direct current pre-set
20.4.2 Engine start
For starting the engine in common rail systems the rail must first be filled with fuel before the fuel can be injected into the cylinders. In order to achieve this as rapidly as possible, the injection is enabled only when rail pressure has exceeded the value 20002
CR_PressMinForStart. This value must be reached within the time 20003
CR_PressStartTimeout after begin of the start-up, otherwise the error message 3091 ErrEngine [2] is produced.
When the engine starts, it is important that rail pressure is adjusted rapidly to the desired pressure setpoint. This is the reason why several functions are provided that are
active only during engine start. These functions are the following:


limitation of pressure setpoint to the value 20001 CR_PressMaxAtStart
limitation of current for pressure control valves to 11258 CO1_CurrMaxAtStart /
11268 CO2_CurrMaxAtStart
239

limitation of PWM ratio for pressure control
CO1_PWMMaxAtStart / 11269 CO2_PWMMaxAtStart
valves
to
11259
These functions allow an optimum build-up of rail pressure after engine start. By this,
rail pressure will build up faster and injection will be well-defined from the very beginning.
20.4.3 Error recognition for pressure control valve high-pressure pumps
(Function is not implemented in DARDANOS MVC01-20).
Note
Current outputs for common rail high-pressure governing are monitored only if the outputs themselves have been enabled.
The outputs are hardware-monitored for overcurrent. This supervision can be enabled
with the parameters
15250 CROut1_SupviseOn
monitoring of output 1
15260 CROut2_SupviseOn
monitoring of output 2
An error message is triggered when the hardware reports overcurrent for at least the
time of the following parameters.
11250 CO1_ DelayTime
delay time until error message
11260 CO2_ DelayTime
The thresholds for hardware overcurrent recognition are set at ca. 5A, which is why the
output is immediately disabled when this error message appears, in order to protect the
hardware and the connected load from destruction. For this reason this monitoring
should always be active and the delay time should not be too long. When such an error
appears, it is attempted to continue to energize the engine to keep it running as long as
possible.
The admissible current for the normal governing range is determined by the following
parameters:
11252 CO1_CurrentMax
maximum admissible current for output 1
11262 CO2_CurrentMax
maximum admissible current for output 2
This maximum current determines the maximum admissible current setpoint of the current governor and in addition can be monitored for excess by measured current. The parameters for minimum current serve exclusively for monitoring measured current and
are not used for current setpoint limitation.
11251 CO1_CurrentMin
240
minimum current for output 1
11261 CO2_CurrentMin
minimum current for output 2
This supervision can be enabled with the parameters
15252 CROut1_SupCurrMinOn
monitoring of minimum current at output 1
15253 CROut1_SupCurrMaxOn
monitoring of maximum current at output 1
15262 CROut2_SupCurrMinOn
monitoring of minimum current at output 2
15263 CROut2_SupCurrMaxOn
monitoring of maximum current at output 2
An error message is generated when current is higher or lower than the respective
thresholds for a period longer than the following parameter.
11253 CO1_CurrentDelay
11263 CO2_CurrentDelay
When monitoring of minimum current is active, it is also monitored whether current is
higher than admissible minimum current in not energized outputs. If this is the case for
the time 112x3 CROutx_CurrentDelay, an according error message is generated.
In addition it is possible to monitor the admissible difference between nominal current
and measured current, whereby different error messages are generated according to the
direction of deviation. This error message too is generated only after a delay time.
15255 CROut1_SupDeviatOn
activation of monitoring for admissible control
deviation output 1
11254 CO1_DeviationMax
admissible control deviation output 1
11255 CO1_DeviationDelay
delay time until error message output 1
15265 CROut2_SupDeviatOn
activation of monitoring for admissible governing deviation output 2
11264 CO2_DeviationMax
admissible control deviation output 2
11265 CO2_DeviationDelay
delay time until error message output 2
In addition the maximum admissible PWM ratio for the current outputs may be pre-set
and monitored. This PWM ratio is voltage-compensated (and therefore independent
from supply voltage) and represents the reference value for a supply voltage of 24V.
11256 CO1_PWMMax
maximum PWM ratio for output 1
11266 CO2_PWMMax
maximum PWM ratio for output 2
Note
This value is also used as maximum limit of PWM ratio for output ( 20.4.1
Current regulation for pressure control valve high-pressure pumps).
An error message is generated when monitoring is enabled and the PWM ratio maintains maximum PWM ratio for at least the time of the following parameter. For this error there is the possibility to disable the output completely when the error happens.
241
11257 CO1_PWMMaxDelayTime delay time until error message
15257 CROut1_SupPWMMaxOn activation of monitoring
15258 CROut1_PWMMaxEcyOn output switched off in case of PWMMax error
11267 CO2_PWMMaxDelayTime delay time until error message
15267 CROut2_SupPWMMaxOn activation of monitoring
15268 CROut2_PWMMaxEcyOn output switched off in case of PWMMax error
The PWM ratio is a clue for the actual flowing current. When the actual current setpoint
cannot be adjusted, PWM is increased to the maximum. This may be the case, when the
measured current does not flow completely through the load but is lost as leakage current due to an incomplete short circuit or a short circuit low side to earth. In this case no
hardware overcurrent recognition is triggered off, since the current measured at the load
does not correspond to the whole of the flowing current but only to a part thereof. If this
partial current is weak enough to allow the current governor to adjust to it within the set
deviation limits, no further error message such as control deviation or current threshold
infraction is generated, and this particular error occurrence may be identified only by
means of PWM monitoring.
An overview of the error messages generated during monitoring of current outputs for
common rail high-pressure governing is shown in
Table 68 : “Possible errors: Common rail high-pressure pumps outputs”.
 28.5.19 Common rail high-pressure pumps outputs
The parameter
15251 CROut1_HoldOrReset
hold or reset error message
15261 CROut2_HoldOrReset
allows to configure whether the error message is to be reset when the error state is no
longer present. With the exception of hardware overcurrent monitoring this is valid for
all other error messages.
20.5 Rail pressure control by means of high-pressure injection
The control device DARDANOS MVC04-6 is available in a variant which allows fuel to
be injected into the rail by injectors (so-called high pressure injection). For each camshaft
revolution three injections into the rail are made.
The rail pressure regulator uses the input variable current rail pressure 22100 RailPressure
and rail pressure setpoint 22000 CR_PressSetpoint. Based on these variables, the injection
period 22200 HPR1_DelPeriod is calculated with the PID control algorithm. Rail pressure
242
control – and along with it, high-pressure injection – begins with the start-up, i.e. with the
recognition of a speed value. High-pressure injection in addition requires a synchronized
control unit ( 16.4 Synchronization by tooth gap). It ends when the engine has stopped
and the rail pressure is below the value of 20004 CR_PressMinAtStop or synchronization
is lost.
The parameters used by the rail pressure control are the following
20100 CR_PressGov:Gain
gain
20101 CR_PressGov:Stab
stability
20102 CR_PressGov:Deriv
derivative
When two high-pressure pumps are used with one rail, the injection period of the second
high-pressure injection 22210 HPR2_DelPeriod corresponds to injection period of the second high-pressure injection 22200 HPR1_DelPeriod.
When two rails are used, the pressure for both rails 22100 RailPressureA and 22101 RailPressureB are adjusted independently from each other to the common rail pressure setpoint
22000 CR_PressSetpoint. This leads to different values of injection period 22200
HPR1_DelPeriod and 22210 HPR2_DelPeriod.
The maximum admissible injection period is pre-set with 20200 HPR_DelPeriodMax.
During engine start, maximum injection period is set to another value (20201
HPR_DelPerMaxAtStart). This reduces pressure overshooting during engine start-up.
During high-pressure injection the end of injection is determined by a speed and fuel dependent map. This map is activated by parameter 24250 HPR_DeliveryEndMapOn. If it is
not enabled, the end of injection may also be set with 20250 HPR_DeliveryEndSetp. The
current value of injection end is indicated by the parameters 22203 HPR1_DeliveryEnd
and 22213 HPR2_DeliveryEnd respectively.
As a reference point for the injection into the cylinders, the control unit uses the top dead
centre of cylinder 1. This reference point is also valid for high-pressure injection, which is
why the injection end may be adjusted to the requirements of high-pressure injection with
parameter 20251 HPR_DelEndOffest.
The current injection period 22200 HPR1_DelPeriod / 22210 HPR2_DelPeriod determines
the begin of high-pressure injection 22202 HPR1_DeliveryBegin / 22212
HPR2_DeliveryBegin.
The following table gives an overview of the parameters.
18600 DelEnd:p
rail pressure values for delivery end map
18610 DelEnd:f
injection quantity base points for delivery end map
18620 DelEnd:DE
delivery end values for delivery end map
20200 HPR_ DelPeriodMax
maximum delivery period
20201 HPR_ DelPeriodMax
maximum delivery period during engine start
243
20250 HPR_ DeliveryEndSetp
delivery end when map is disabled
20251 HPR_ DelEndOffest
general offset for delivery end
22200 HPR1_DelPeriod
current delivery period for high-pressure pump 1
22202 HPR1_ DeliveryBegin
current delivery begin for high-pressure pump 1
22203 HPR1_ DeliveryEnd
current delivery end for high-pressure pump 1
22210 HPR2_DelPeriod
current delivery period for high-pressure pump 2
22212 HPR2_ DeliveryBegin
current delivery begin for high-pressure pump 2
22213 HPR2_ DeliveryEnd
current delivery end for high-pressure pump 2
24250 HPR_ DeliveryEndMapOn Activation of map for delivery end
20.5.1 Engine start
For starting the engine in common rail systems the rail must first be filled with fuel before the fuel can be injected into the cylinders. In order to achieve this as rapidly as possible, the injection is enabled only when rail pressure has exceeded the value 20002
CR_PressMinForStart. This value must be reached within the time 20003
CR_PressStartTimeout after begin of the start-up, otherwise the error message 3091 ErrEngine[2] is produced.
When the engine starts, it is important that rail pressure is adjusted rapidly to the desired pressure setpoint. This is the reason why there are several functions that are active
only during engine start. These functions are the following:

limitation of pressure setpoint to the value 20001 CR_PressMaxAtStart

limitation of maximum injection period to 20201 HPR_DelPerMaxAtStart
These functions allow an optimum build-up of rail pressure after engine start. By this,
rail pressure will build up faster and injection will be well-defined from the very beginning.
20.5.2 Actuation of the control magnets of high-pressure injectors
The control current of the control magnets for the high-pressure injectors must be entered in parameter
20260 HPR_Current
control current for high-pressure injectors
The control magnets for the high-pressure injectors on principle differ considerably
from the control magnets for the injectors for cylinder-injection ( 17 Control of the
magnetic valves). For this reason no boost current is required and non BIP measurement
is possible.
244
The rise time reflects the time required by the current to reach the pre-set control current set in 20260 HPR_Current. It is therefore practically possible to determine the current rise speed. Actual rise time is indicated by the following parameters:
22260 HPR1_RiseTime
rise time high-pressure injector 1
22261 HPR2_RiseTime
rise time high-pressure injector 2
The rise time can be filtered if needed, in this case the filter constant must be entered in
parameter 20262 HPR_RiseTimeFilter.
The maximum value for the rise time 20261 HPR_RiseTimeMax is used for error monitoring.
20.5.3 Detection of errors in control magnets for high-pressure injectors
The errors of control magnets for high-pressure injectors are shown in the following parameters:
13025 ErrHPRInject1
Error of high-pressure injector 1
13026 ErrHPRInject2
Error of high-pressure injector 2
Error
Meaning
0
Current < (ca.) 1 A
- During the whole time the main injection was addressed, current never exceeded ca. 1 A. This means that no current reached the valve (broken cable).
1
2
3
- The hardware has recognized an overcurrent on the high-side FreeWheel transistor and switched off the power supply.
245
Error
Meaning
7
- No rise time was registered.
 Check parameters of magnetic valve power supply.
8
Rise time too long
Table 16: Possible errors of control magnets for high-pressure injectors
When such an error occurs, it is attempted to continue to energize the valve where the
error has occurred to keep the engine running as long as possible. Since in case of short
circuit the overcurrent error is recognized within a few microseconds and the hardware
switches off the power, there is no danger of damaging hardware of magnetic valve and
therefore attempts at energizing are kept up.
Current must reach control current set in 20260 HPR_Current within the time 20261
HPR_RiseTimeMax, otherwise the error 13025ff ErrHPRInjectX [8] is generated. This
can result either from a parameter error (maximum rise time set too short) or a magnetic
valve error. The error ErrHPRInjectX [8] therefore covers the range between no current
(13025ff ErrHPRInjectX [0]) and overcurrent (13025ff ErrHPRInjectX[1,2,3]), i.e.
when current is flowing but does not reach boost current.
The error message 13025ff ErrHPRInjectX[7] is used to monitor the control and measurement procedure, for a feedback by means of control time measurement must always
be present. In such a case it is likely that the amplifier is faulty and therefore no injection is happening.
246
21 Sensors
21 Sensors
With HEINZMANN controls a strict distinction is made between analogue inputs and sensors. This means that engine or application control is determined by the current values read by
sensors, but where those sensors take their values from is configured separately.
21.1 Sensor overview
Sensors are needed to measure set values, pressures, temperatures, etc., and to execute
functions depending on these quantities. The following table provides an overview:
Parameter
2902 LoadControlInput
2903 SyncInput
Meaning
Setpoint adjuster 1
Setpoint adjuster 2
Input value from load
control unit
Input value from synchronization unit
2904 BoostPressure
Boost pressure
2905 OilPressure
Oil pressure
Ambient pressure
2907 CoolantTemp
Coolant temperature
2908 ChargeAirTemp
2909 OilTemp
Oil temperature
2910 FuelTemp
Fuel temperature
Usage
Setpoint input
Setpoint input
Load control in generator operation
Synchronization in generator operation
Boost pressure dependent limitation of
injection quantity
Oil pressure monitoring
Boost pressure dependent fuel limitation,
adaptation of injection begin, adaptation
of rail pressure setpoint
Temperature dependent idle speed and
starting fuel adjustment, PID correction,
reduction of speed dependent limitation
of fuel quantity, forced idle speed, correction of injection quantity, adaptation
of injection begin, adaptation of rail
pressure setpoint
Charge air temperature warning, adaptation of delivery begin
Oil temperature warning, forced idle
speed
Correction of injection quantity, adaptation of delivery begin
2912 RailPressure1
Rail pressure 1
2913 RailPressure2
Rail pressure 2
Common rail
2914 SlideExcitReduction
Reduction value of
Slide protection in locomotive operation
2911 ExhaustTemp
Exhaust gas temperature warning
Common rail
247
21 Sensors
Parameter
Meaning
excitation signal
Reduction value of
2915 SlideSpeedReduction
speed setpoint
Coolant pressure
2917 AsymmetricLoad
Asymmetrical load
2918 MeasuredPower
Measured power
2919 PowerSetpoint
Load setpoint
Fuel pressure
Oil level
External fuel limitation
2920 TurboOilTemp
2921 FuelPressure
2922 OilLevel
2923 FuelLimitExtern
Usage
Slide protection in locomotive operation
Coolant pressure monitoring, forced idle
speed
Twin-engine propulsion in marine applications
Misfire monitoring, DT1-factor speed
governor, integrated load control
Integrated power governor
Turbocharger oil temperature monitoring
Fuel pressure monitoring
Oil level monitoring
Fuel limitation
Transmission oil pressure monitoring
Table 17: Sensors
21.2 Derived sensors
Measuring values calculated from two or more sensors are called derived sensors. Error
monitoring and reaction to sensor errors are configured for the actual sensors.
21.2.1 Relative boost pressure
One of the derived sensors used in the system DARDANOS MVC03-8 is relative boost
pressure 2940 BoostPressRelative, which is derived from the difference between absolute boost pressure 2904 BoostPressure and ambient pressure 2906 AmbientPressure.
This difference is required only when the boost pressure sensor is executed as absolute
pressure adjuster. In this case, the following parameter must be configured as follows:
4940 RelOrAbsBoostSensor = 0 absolute boost pressure sensor, the value for
2940 BoostPressRelative is calculated as difference between 2904 BoostPressure and 2906
AmbientPressure
4940 RelOrAbsBoostSensor =1 relative boost pressure sensor, the value for
2940 BoostPressRelative corresponds to 2904
BoostPressure
248
21 Sensors
The calculation of relative boost pressure is possible only when both sensors are available.
21.2.2 Altitude over mean sea level
Ambient pressure allows to calculate altitude over mean sea level. To calculate altitude,
the international barometric altitude formula is used. It assumes an ambient pressure of
1013,25 mbar and a temperature of 15°C at sea level and a temperature gradient of 0,65
K per 100 m.
The current altitude over mean sea level is indicated in parameter 2941 AbsoluteAltitude.
It must be noted that the accuracy of this value is limited, since for the calculation an
average atmosphere is used instead of the actual atmospheric state.
21.3 Configuration of sensors
Sensors and setpoint adjusters supply either an analogue signal (current or voltage) or a
PWM signal (refer to  24 Parameterizing the control’s inputs and outputs). It is also possible to measure this signal somewhere else and to have it transmitted to the control via the
communication modules ( 26 Bus protocols).
The sensors available from HEINZMANN are described in detail in the manuals of the
basic systems as well as in the brochure „Product Overview Sensors No. E 99 001-e".
In the system DARDANOS MVC03-8 the ambient pressure sensor is directly integrated in
the control. In this case only the indication parameter for the sensor value 2906 AmbientPressure exists, the configuration parameter is not required and therefore not provided.
Selection and configuration of the sensors as analogue, PWM or "communication" sensors
is done with the parameters starting from 4900 ChanTyp... where one of the following values must be entered:
ChanTyp
0
1
2
3
4
5
6
7
8
9
Sensor source
analogue signal (current or voltage)
PWM signal
HZM-CAN periphery module
custom defined CAN protocol
CANopen protocol
DeviceNet-CAN protocol
Modbus protocol
SAE J1939-CAN protocol
HZM-CAN Customer module
HZM-CAN second control device of the same type (twin system)
Table 18: Sensor source
249
21 Sensors
The signal for setpoint adjuster 1 is received from an analogue potentiometer, and
setpoint adjuster 2 is operating by a PWM signal. Boost pressure is received from
a periphery module via the HZM-CAN bus:
Number Parameter
4900 ChanTypSetp1Ext
4901 ChanTypSetp2Ext
4904 ChanTypBoostPress
Value
Unit
0
1
2
21.4 Assigning inputs to sensors and setpoint adjusters
Assignment of inputs to sensors and setpoint adjusters is made by entering the desired
channel number of the analogue or PWM input channels or the channel number of the
communication module in the assigning parameters from 900 AssignIn.. onward. The
channel numbers will run from 1 up to the maximum number depending on the control
unit/communication module used.
Note
If the HEINZMANN Load Measuring Unit is connected to 2902 LoadCtrlInput, the hardware of the 0..5 V analogue input of the control unit must first be
adapted accordingly.
Entering the number 0 in the assignment parameter will signify that the respective sensor
has neither been connected nor activated. Consequently, the input will not be subject to
monitoring. Therefore, the assignment parameters of any sensors not needed should be set
to 0. The sensor value during operation will then constantly be equal to the minimum
value.
Double assignments will not be intercepted.
Note
Setpoint adjuster 1 (indication parameter 2900) is to be connected to analogue input 1, setpoint adjuster 2 (indication parameter 2901) to PWM input 1, and the
boost pressure sensor (indication parameter 2904) to HZM-CAN periphery module input 3. For the other sensors remaining unused the value 0 is to be entered.
Number Parameter
900 AssignIn_Setp1Ext
901 AssignIn_Setp2Ext
904 AssignIn_BoostPress
250
Value
Unit
1
1
3
21 Sensors
21.5 Measuring ranges of sensors
In HEINZMANN controls, all sensor parameters and all relating values are provided with
the maximum possible value range. Thus, temperature sensors can be utilized for a range
from –100 to +1,000 °C, boost pressure and coolant pressure sensors cover a maximum
range from 0 to 5 bar, and oil pressure sensors are working with a maximum range from 0
to 10 (resp. 20) bar. Indication for sensors without physical ranges (setpoint adjuster) is by
per cent.
Since there exist pressure sensors with different measuring ranges, the control unit must be
informed about the particular value ranges which may differ from the maximum possible
physical value range. These ranges are defined as the physical values corresponding to
minimum and maximum input values such as 0.5 to 4.5 Volts or 4 to 20 mA for analogue
inputs or 10 % and 90 % for PWM inputs.
As temperature sensors show non-linear behaviour, suitable linearization characteristics for
the various types of temperature sensors are already implemented at the factory so there
will be no need to specify physical measuring ranges for these sensors ( 24.2.2
Linearization of temperature inputs).
Sensor
Coolant pressure
Oil pressure
Boost pressure
Ambient pressure
Rail pressure sensor 1
Rail pressure sensor 2
Reduction speed setpoint
Measured power
Power setpoint
Fuel pressure
Minimum measuring value
978 CoolPressSensorLow
980 OilPressSensorLow
982 BoostPressSensorLow
984 AmbPressSensorLow
986 RailPress1SensorLow
988 RailPress2SensorLow
0
992 MeasPowerSensorLow
994 PowerSetpSensorLow
996 FuelPressSensorLow
998 TrOilPressSensorLow
Maximum measuring value
979 CoolPressSensorHigh
981 OilPressSensorHigh
983 BoostPressSensorHigh
985 AmbPressSensorHigh
987 RailPress1SensorHigh
989 RailPress2SensorHigh
991 SpeedRedSensorHigh
993 MeasPowerSensorHigh
995 PowerSetpSensorHigh
997 FuelPressSensorHigh
999 TrOilPressSensorHigh
Table 19: Sensor measuring ranges
A boost pressure sensor with a measuring range from 0.5 to 3.5 bar is to be used.
Number Parameter
982 BoostPressSensorLow
983 BoostPressSensorHigh
Value
0,5
3,5
Unit
bar
bar
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21 Sensors
21.6 Modifying reactions to sensor errors
Setpoint adjusters and sensors are being monitored with regard to their valid measuring
ranges. On exceeding these ranges in either direction, a sensor error is detected ( 24.2.4
Error detection for analogue inputs). For any detected error, the respective response to this
error can be modified by appropriate configuration which will allow to adjust the control's
behaviour to the specific application and mode of operation in case of failure.
Substitute (default) values may be set for setpoint adjusters and sensors by means of the
parameters 1000 Subst... This will permit the control to continue operation should the respective sensor fail. There also exists the possibility of reverting to the last valid value before the failure occurred rather than to maintain operation by resorting to a default value.
The parameters 5000 SubstOrLast... are used to decide by which value the control is to
continue operation in case the setpoint adjuster or the sensor is at fault. If the respective
parameter is set to "1" the substitute value will be used as defined, if set to "0" the last
valid value will be used. This method of error handling will in most cases permit to maintain safe emergency operation of the installation.
The following table  Table 20 contains a list of the parameters where the substitute values
are registered and of the associated parameters provided to select operation by substitute or
last valid value.
252
Substitute value
Selection of substitute value
Substitute value for
1000 SubstSetp1Ext
5000 SubstOrLastSetp1Ext
Setpoint 1
1001 SubstSetp2Ext
5001 SubstOrLastSetp2Ext
Setpoint 2
1002 SubstLoadCtrlInput
5002 SubstOrLastLoadCtrIn
Value from Load Measuring Unit
1003 SubstSyncInput
5003 SubstOrLastSyncInput
Synchronizing
1004 SubstBoostPressure
5004 SubstOrLastBoostPres
Boost pressure
1005 SubstOilPressure
5005 SubstOrLastOilPress
Oil pressure
1006 SubstAmbientPressure
5006 SubstOrLastAmbPress
Ambient pressure
1007 SubstCoolantTemp
5007 SubstOrLastCoolTemp
Coolant temperature
1008 SubstChargeAirTemp
5008 SubstOrLastChAirTemp
1009 SubstOilTemp
5009 SubstOrLastOilTemp
Oil temperature
1010 SubstFuelTemp
5010 SubstOrLastFuelTemp
Fuel temperature
1011 SubstExhaustTemp
5011 SubstOrLastExhstTemp
1012 SubstRailPressure1
5012 SubstOrLastRailPres1
Rail pressure 1
1013 SubstRailPressure2
5013 SubstOrLastRailPres2
Rail pressure 2
fixed 0 %
5014 SubstOrLastExcitRed
Slide protection signal
fixed 0 rpm
5015 SubstOrLastSpeedRed
21 Sensors
Substitute value
Selection of substitute value
Substitute value for
1016 SubstCoolPressure
5016 SubstOrLastCoolPress
Coolant pressure
1017 SubstAsymmetricLoad
5017 SubstOrLastAsymmLoad
Asymmetrical load
1018 SubstMeasuredPower
5018 SubstOrLastMeasPower
Measured power
1019 SubstPowerSetpoint
5019 SubstOrLastPowerSetp
1020 SubstTurboOilTemp
5020 SubstOrLastTuOilTemp
Load setpoint
1021 SubstFuelPressure
5021 SubstOrLastFuelPress
Fuel pressure
1022 SubstOilLevel
5022 SubstOrLastOilLevel
Oil level
1023 SubstFuelLimitExtern
5023 SubstOrLastFuelLimEx
1024 SubstTransmOilPress
5024 SubstOrLastTransOilP
Table 20: Sensor default values in case of error
Note
If in marine operation there is a failure of speed adjustment by setpoint 1
(normally bridge, 4..20 mA), the digital potentiometer will be automatically
activated to enable adjustment of speed by emergency operation. In this
case, it is always the last valid speed setpoint that will be used as an initial
value for the digital potentiometer ( 7.1.5 Marine application).
In common rail applications, the selection of the active rail pressure sensors is done as described in section  20.1 Configuration of rail and rail
pressure sensors.
For setpoint and sensor inputs, the parameters 5040 HoldOrReset… offer the option to decide how the control is to react if an error clears itself (e.g., loose contact in wiring). If the
respective parameter is set to "1" the error will be regarded to be latching. Therefore, there
will be no reaction by the control when the sensor measurement is back within the valid
range. If the parameter is set to "0" the error will be reset and operation continues using the
signal coming from the sensor.
253
21 Sensors
Parameter
5040 HoldOrResetSetp1Ext
Reaction to error at
Setpoint 1
5041 HoldOrResetSetp2Ext
Setpoint 2
5042 HoldOrResetLoadCtrIn
Value from Load Measuring
Unit
5043 HoldOrResetSyncInput
Synchronizing
5044 HoldOrResetBoostPress
Boost pressure
5045 HoldOrResetOilPress
Oil pressure
5046 HoldOrResetAmbPress
Ambient pressure
5047 HoldOrResetCoolTemp
Coolant temperature
5048 HoldOrResetChAirTemp
5049 HoldOrResetOilTemp
Oil temperature
5050 HoldOrResetFuelTemp
Fuel temperature
5051 HoldOrResetExhstTemp
5052 HoldOrResetRailPressure1
Rail pressure 1
5053 HoldOrResetRailPressure2
Rail pressure 2
5054 HoldOrResetExcitRed
5055 HoldOrResetSpeedRed
5056 HoldOrResetCoolPress
Coolant pressure
5057 HoldOrResetAsymmLoad
Asymmetrical load
5058 HoldOrResetMeasPower
Measured power
5059 HoldOrResetPowerSetp
Load setpoint
5060 HoldOrResetTuOilTemp
5061 HoldOrResetFuelPress
Fuel pressure
5062 HoldOrResetOilLevel
Oil level
5063 HoldOrResetFuelLimEx
5064 HoldOrResetTransOilP
Table 21: Sensor errors
254
22 Switching functions
With HEINZMANN controls a strict distinction is made between external switches and internal switching functions. This means that engine or application control is being determined
by the current values read by switching functions but where those switching functions take
their values from is configured separately.
Usually they are influenced by the digital inputs ( 23.3.1 Digital inputs or  23.4.1 Digital
inputs), but in specific applications they can be assigned their values by serial or CAN protocols. This is why it will be necessary to configure the switching functions and to specify the
sources they are receiving their actual states from.
For each switching function there are up to four parameters defining the external source and
the current value. The last three digits of the parameter numbers are identical for all switching
functions.
Note
If the currently used firmware does not implement a communications module or
only the HZM-CAN periphery module is used, the parameters starting from 20810
Comm... and 24810 ChanTyp... are not used.
Parameter
Meaning
810 Funct...
Assigning a digital input number (own hardware of HZM-CAN periphery module)
2810 Switch...
Indication of current value of switching function
20810 Comm...
Assigning an input number to a communication module
24810 ChanTyp... Assigning a channel type to the external source
Table 22: Switching function parameters
22.1 Complete overview of all switching functions
Switching functions may be defined as on-off switches or as selector switches. The name
of a switching function will suggest what its meaning is. The names of selector switches
always include the characterization Or where the expression preceding Or will be valid
when the value of the switching function is 1 and where the expression following Or will
be valid when the switching function has the value 0. With on-off switches the name is
equivalent to the signification On. State 1 will always define On and state 0 Off.
For each of the switching functions, there exists a parameter to indicate whether the function is active. "1" always means that the function is active, "0" that it is not active.
A complete overview of all existing switching functions is given in the below table. For
explanations of the individual functions and switch priorities, please refer to the respective
chapters.
255
Note
The firmware for the controls is prepared in function of the specific application. Depending on the application therefore only a part of the listed switching
functions is required and indicated.
Switch function
Meaning
1 = engine stop
2811 SwitchIdleSpeed
1 = idle speed active
2812 SwitchDroop2Or1
0 = droop 1 active
1 = droop 2 active
2813 SwitchForcedLimit
1 = fixed fuel limitation active
2814 SwitchSpeedRange2Or1
1 = Fixed speed 2 active
2817 SwitchSpeedLimit2Or1
0 = speed-dep. fuel limitation 1 active
1 = speed-dep. fuel limitation 2 active
2818 SwitchSlide/SwitchKnock 1 = slide/knock signal coming in
2819 SwitchNotch3
1 = speed notch switch 3
2820 SwitchNotch2
2821 SwitchNotch1
2822 SwitchNotch0
2823 SwitchExcitLimit1
1 = first limitation of excitation signal
2824 SwitchExcitLimit2
1 = second limitation of excitation signal
2825 SwitchSpeedInc
1 = speed increase
2826 SwitchSpeedDec
1 = speed decrease
2827 SwitchSetpoint2Or1
0 = setpoint adjuster 1 active, 1 = setpoint adjuster 2
active
2828 SwitchErrorReset
01 = current errors cleared
2829 SwitchFreezeSetp1
1 = freeze setpoint 1
2830 SwitchFreezeSetp2
1 = freeze setpoint 2
2831 SwitchIMOrAllSpeed
0 = variable speed control
1 = idle/maximum speed control
2834 SwitchSyncEnable
1 = synchronizing enabled
2835 SwitchLoadEnable
1 = load control enabled
256
Switch function
Meaning
2836 SwitchAutoOrManual
0 = manual generator operation 1 = automatic generator operation
2840 SwitchExcitationOn
1 = excitation signal enabled
2841 SwitchLowIdleOn
1 = low idle speed requested (locomotive operation)
2841 SwitchMasterOrSlave
1 = master, 0 = slave in twin-engine systems (marine
operation)
2842 SwitchLoadTransfer
1 = load pick-up requested
2843 SwitchClutch
1 = clutch closed
2844 SwitchAsymLoadEnable
1 = asymmetrical load input enabled
2846 SwitchGenBreaker
1 = breaker closed
2847 SwitchAlternator
1 = battery charging by alternator is active
2849 SwitchStartEngine
0 = delivery begin and injection maps 1 are active
1 = delivery begin and injection maps 2 are active
1 = engine start
Table 23: Switching functions
22.1.1 Engine stop
With regard to the engine stop switch, parameter 2810 StopImpulseOrSwitch will permit
to decide by way of configuration whether the stop command is to be in effect for the
period the engine stop switch is activated (4810 StopImpulseOrSwitch = 0) or whether a
single pulse will suffice to activate engine stop (4810 StopImpulseOrSwitch = 1). In the
latter case, the engine stop request will end only when the engine has completely
stopped, i.e. when speed 0 is recognized.
In specific situations it might be necessary to uphold the engine stop request even
longer, for example when the engine turns backwards after a very quick stop. In such a
case, the electronic control recognizes new impulses from the pick-up and erroneously
interprets them as engine start. In extreme cases this can lead to a pick-up error ( 6.3.2
Failure monitoring of pickups when engine is running) of the speed pickups while the
engine is running). In order to avoid this situation, the engine stop request can be prolonged by the duration of 809 EngineStopExtraTime after speed 0 is recognized.
Note
For safety reasons, HEINZMANN recommend to always connect the engine
stop directly, regardless of a possible additional transmission via a communication module.
257
22.2 Assignment of digital inputs
A digital input can be readily assigned to some switching function by entering the number
of the switch input as value of the assignment parameter of the respective function. The
numbers of digital inputs always run from 1 to the maximum number of the particular control device.
In the parameters starting from 810 Funct... therefore the number of the respective digital
input must be entered. These assignment parameters are parallel to the indication parameters for switching functions that start from 2810 Switch....
Assignment of 0 means that the respective switching function has not been allocated to a
digital input. Such a switching function will always have the value 0, except when it is received via a communications module ( 22.3 Assignment of communication modules).
The digital inputs can be configured as high-active, i.e., active with the switch closed, or
low-active, i.e., active with the switch open. High-active inputs are designated by positive
digital input numbers, low-active ones with negative digital input numbers.
One single switch may simultaneously activate or change over several functions. In this
case, the functions involved will have to be assigned the same switch number, possibly
with the activity inverted.
If a switching function is required that is permanently active (e.g. when the engine is running exclusively by active fixed speed 2815 SpeedFix1 in generator operation), any unused
(not connected) input may be utilized to activate this function by assigning the negative
number of the switch input to the switching function.
Note
Switching pulses must have a duration of at least 10 ms in order to be recognized by the control electronics. Any switching function will be active only for
the time the switch input is active (with the exception of  22.1.1 Engine stop).
By closing the switch of input no. 1 you want the engine to stop. When the switch is open
on input 2 you want the engine to run at fixed speed 1. By closing the switch on input 2
you want to disable fixed speed 1 and at the same time enable the fixed fuel limitation.
Number Parameter
810 FunctEngineStop
813 FuncForcedLimit
815 FunctSpeedFix1
Indication:
2813 SwitchForcedLimit
258
Value
Unit
1
2
-2
Switch open
0
0
1
Switch closed
1
1
0
22.2.1 HZM-CAN periphery module
The digital inputs of periphery modules connected with HZM-CAN protocol are considered extensions of the digital inputs on the own hardware. The digital inputs of the
periphery module are therefore added to the already available digital inputs.
If the system contains several periphery modules, the number of digital inputs increases
by the number of inputs on all periphery modules, whereby the node numbers of the periphery modules determine the sequence. The maximum number is limited to 32.
If, for instance, a Type 1 periphery module (DC 6-07 with max. 5 digital inputs, node
no. 1) and a Type 0 module (PE 2-01 with max. 8 digital inputs, node no.2) are connected, the resulting number of available digital inputs is 21: numbers from 1 to 8 on
your own hardware, numbers 9 to 13 on the DC 6-07 periphery module and numbers 14
to 21 on the PE 2-01.
22.3 Assignment of communication modules
A switching function may also obtain its current value from a communication module, e.g.
a CAN protocol like DeviceNet or a serial protocol like Modbus.
Which switching functions are addressed by which bit of the communications telegrams is
determined by the manufacturer of the sending module and must be agreed with him. The
switching functions received from the communications module are then simply numbered
from 1 onwards and the respective number is entered in the assignment parameters starting
from 20810 Comm.... These assignment parameters are parallel to the indication parameters for switching functions that start from 2810 Switch....
Assignment of 0 means that the respective switching function is not addressed by a communications module (but possibly by a digital input, see  22.2 Assignment of digital inputs). For communication purposes, such a switching function will always have the value 0.
For safety reasons, a function must be activated consciously via a communications module.
For this reason, the switching functions addressed by communications modules can be only
high-active, i.e. become active on receipt of a "1", as opposed to digital inputs ( 22.2
Assignment of digital inputs). When the connection to the communication module is interrupted, the switching function automatically adopts the value 0.
Since there are different types of communication modules, the type must be indicated in
24810 ChanTyp... These assignment parameters are parallel to the indication parameters
for switching functions that start from 2810 Switch....
ChanTyp
Switch function source
0
Digital input (own hardware) or HZM-CAN periphery module
3
custom defined CAN protocol
259
4
CANopen protocol
5
DeviceNet-CAN protocol
6
Modbus protocol
7
SAE J1939-CAN protocol
8
HZM-CAN Customer Module
9
HZM-CAN second control device of the same type (twin system)
Table 24: Switch function sources
22.4 Value of a switching function
With on-off switches the name is equivalent to the signification On. State 1 of the switching function will always define On and state 0 Off. The identifiers of change-over switches
or of parameters selecting between two functions always include an "Or", where the expression preceding "Or" will be valid when the value of the switching function is 1 and
where the expression following "Or" will be valid when the switching function has the
value 0.
If no communication module is enabled in the current firmware, the value of the switching
function is determined exclusively by digital input. The parameters starting from 20810
Comm... and 24810 ChanTyp... do not exist.
If, on the other hand, a communication module must be taken into account, then each
switching function can be addressed either by a digital input or by the communications
module or even by both.
260
1.
Digital input only
Parameter 24810 ChanTyp... must be set to 0.
If 810 Funct... = 0, then the switching function always has the value 0, otherwise
it has the current value of the digital input (possibly with inverted activity).
2.
Communication module only
Parameter 810 Funct... must be set to 0 and 24810 ChanTyp... >= 3.
If 20810 Comm... = 0, then the switching function always has the value 0, otherwise it has the current value of the received telegram. When the connection to the
communication module is interrupted, the switching function automatically adopts
the value 0.
3.
Both digital input and communication module
Parameter 810 Funct... is not equal 0, 20810 Comm... > 0 and 24810 ChanTyp...
>= 3.
The current value from the digital input (possibly inverted) and from the communications module are combined with OR. The switching function will therefore be
= 0 only if both sources send the value 0; it will be = 1 if at least one source sends
the value 1. When the connection to the communication module is interrupted, the
switching function automatically adopts the value 0 for this transmission path. In
this case, the digital input alone decides on the overall value.
Note
For safety reasons, HEINZMANN recommend to always connect the engine
stop directly, regardless of a possible additional transmission via a communication module. On the other hand, HEINZMANN advises never to connect
change-over switches that select between two functions (with OR in their identifier) with two signal paths.
261
23 Inputs and outputs
23.1 Configuration of the channels for selectable inputs and outputs
In all basic control systems certain connections are freely configurable. This will affect the
number of available digital or PWM inputs and outputs. This must be taken into account
during the configuration of sensors ( 21.4 Assigning inputs to sensors and setpoint adjusters), the configuration of switching functions ( 22 Switching functions) and the configuration of PWM and digital outputs ( 24.4 PWM outputs or  24.5 Digital outputs).
Even if the number of available inputs and outputs might vary, the number or the respective connection stays the same.
Note
The assignments of the channels cannot be altered during operation. It will
therefore be necessary to save the data ( 3.2 Saving Data) and restart the
governor by a  3.10 Reset of control unit after configuration.
23.2 DARDANOS MVC01-20
23.2.1 Digital Inputs
The HEINZMANN DARDANOS MVC01-20 Digital Control provides eleven digital
inputs that can be used as on-off-switches or as change-over switches for functions.
The below table explains the relations between the inputs and the control's connector pins:
Input No.
Connector / Pin
Digital input 1
Digital input 2
Digital input 3
Digital input 4
Digital input 5
Digital input 6
Digital input 7
Digital input 8
Digital input 9
Digital input 10
Digital input 11
X05 / A
X05 / B
X05 / C
X05 / D
X05 / E
X05 / F
X05 / G
X05 / P
X05 / R
X03 / E
X03 / F
Since the input signals are being debounced by the control circuit it is necessary that
they be applied for at least 100 ms to be detected.
262
23.2.2 Analogue Inputs
The HEINZMANN DARDANOS MVC01-20 Digital Control are equipped with nine analogue inputs. Four of them can universally be used as setpoint inputs and pressure inputs,
the other five as temperature inputs. The universal inputs can be configured as current inputs of 4..20 mA or as voltage inputs of 0..5 V. The temperature inputs are by standard
configured for PT 1000 sensors but may be accommodated to PTC-/NTC sensors.
The details of the implementation of the desired inputs should be discussed with
HEINZMANN where they will be configured at the factory according to customer requests.
The software denotations and the connections of the analogue inputs are listed in the below table.
Input No.
Denotation
Connector / Pin
Analogue input 1
Analogue input 2
Analogue input 3
Analogue input 4
Analogue input 5
Analogue input 6
Analogue input 7
Analogue input 8
Analogue input 9
3510 AnalogIn1
3520 AnalogIn2
3530 AnalogIn3
3540 AnalogIn4
3550 TempIn1
3560 TempIn2
3570 TempIn3
3580 TempIn4
3590 TempIn5
X04 / D
X02 / F
X02 / D
X03 / J
X02 / C
X02 / V
X03 / C
X03 / D
X03 / G
The analogue input 1 is provided for an analogue signal from the application and is by
standard used for the speed setpoint. The analogue inputs 2 to 4 are provided for engine
signals and are by standard used for boost pressure, oil pressure and rail pressure.
23.2.2.1 Units of the Analogue Inputs
Any of the four setpoint or pressure inputs can be configured at the factory either as a current input or as a voltage input. In order to be able to display these inputs with their respective current or voltage units the control must be given information on the configuration of
the input. This is achieved by means the parameters 5510 AnalogIn1_Type through 5540
AnalogIn4_Type. The signification of the value to be entered will be:
0 = indication without unit (by digits only)
1 = indication by volts
2 = indication by mA
263
It is only the indication of the measuring value associated with the respective
input that is affected by these parameters. They have no effect upon the hardware implementation as a current or voltage input. These parameters will be
activated only following a reset.
Note
23.2.2.2 Calibration of the Analogue Inputs
Sensors convert physical quantities (e.g., pressure) to electric quantities (voltage,
current). The control unit measures the voltages or currents and displays them using
the units previously selected ( 23.2.2.1 Units of the Analogue Inputs). To enable the
control to operate using the physical value transmitted by the sensor, it is necessary
that the control be provided information on the relation between the electrically
measured values and the actual physical quantities. This relation is established by
two reference values which are represented by the sensor output values associated
with the minimum and maximum measuring values described in the previous chapter. With this information, the control is capable of normalizing the measured values
and of displaying them specified in per cent of the sensor range or directly in terms
of their physical values.
Each of the four analogue inputs is associated with a low reference value (parameters
1510, 1520, 1530, and 1540 AnalogInx_RefLow) and a high reference value (parameters 1511, 1521, 1531, and 1541 AnalogInx_RefHigh).
[V]
[bar]
[bar]
Error threshold
64000
63100
3,5
3,5
4,8
0,5
1,0
0,5
18700
BOOST PRESSURE
SENSOR
VOLTAGE
Error threshold
16000
CONTROL
MEASUREMENT
BOOST PRESSURE
VALUE
Fig. 3: Measuring Procedure
A boost pressure sensor has been connected to input 3. Its measuring range is supposed to
be from 0.5 bar to 3.5 bar and is to be converted into voltages ranging from 1.0 V to 4.8 V.
264
The parameter 3530 AnalogIn3 will display the voltage as measured, and the parameter
2904 BoostPressure will read the converted measuring value by bar.
Number Parameter
904
982
983
1530
1531
4904
5530
AssignIn_BoostPress
BoostPressSensorLow
BoostPressSensorHigh
AnalogIn3_RefLow
AnalogIn3_RefHigh
ChanType_BoostPress
AnalogIn3_Type
Value
Unit
3
0,5
3,5
1,0
4,8
0
1
bar
bar
V
V
Due to the non-linear behaviour of temperature sensor signals, two reference values
will not suffice to precisely determine temperature. For this reason, linearization
characteristics must be introduced. By standard, the following two curves have been
pre-defined at the factory:
Characteristic 1 is by standard configured for type PT 1000 sensors and is stored at
the parameter numbers from 7900 TempIn1:digit(0) through 7909 TempIn1:digit(9)
and 7920 TempIn1:T(0) through 7929 TempIn1:T(9).
Characteristic 2 is by standard configured for type PT 200 sensors and is stored at the
parameter numbers from 7940 TempIn2:digit(0) through 7949 TempIn2:digit(9) and
7960 TempIn2:T(0) through 7969 TempIn2:T(9).
By means of the parameters 5550, 5560, 5570, 5580, and 5590 TempInx_SensorType
it is decided by which characteristic the respective sensor is to be scaled.
5550 TempIn1_SensorType = X
Linearization characteristic
X
Characteristic
0
1
2
3
4
Pt1000
Ni1000
Pt100
Pt200
NTC 2 kOhm
Since these linearization characteristics are represented by normal parameters of the
control they can any time be adapted to other passive sensor types.
265
23.2.2.3 Filtering of Analogue Inputs
The measured value of an analogue input can be filtered through a digital filter. The
following table gives an overview of the filter parameters:
Input No.
Parameter
1514 AnalogIn1_Filter
1554 TempIn1_Filter
1564 TempIn2_Filter
1574 TempIn3_Filter
1584 TempIn4_Filter
1594 TempIn5_Filter
1
2
3
4
5
6
7
8
9
Each of these parameters is to hold a filter value ranging from 1 to 255. The value 1
signifies that there will be no filtering. The filter values are used to calculate the time
constant by the following formula:

=
Filter value
[s]
64
For normally fast sensor changes filter value 8 will be best suited. For measuring
quantities changing more slowly, such as temperatures, a filter value of about 50 can
be used. The filtering time constant should correspond approximately to the sensor's
time constant.
Example of Parameterization:
Number Parameter
Value
Unit
8
Time constant:

266
=
8
[s] = 0,125 s
64
23.2.2.4 Error Detection for Analogue Inputs
On failure of a sensor (e.g., by short circuit or cable break), the control will read
voltages or currents that are outside the normal measuring range. These irregular
measuring values can be used to define error limits and inadmissible operating
ranges by which the control can recognize that the sensor is at fault.
For the analogue inputs 1 to 4, the error limits are set using the unit selected for the
sensor ( 23.2.2.1 Units of the Analogue Inputs). The error limits for temperature
sensors must be specified in digits.
The parameters 1512, 1522, 1532, 1542, 1552, 1562, 1572, 1582, and 1592 AnalogInx_ErrorLow or TempInx_ErrorLow define the low error limits.
The parameters 1513, 1523, 1533, 1543, 1553, 1563, 1573, 1583, and 1593 AnalogInx_ErrorHigh or TempInx_ErrorHigh determine the high error limits.
The boost pressure sensor connected to analog input 3 and operating within a normal
voltage range of 1.0 V to 4.8 V is assumed to supply a voltage of 5 V in case of cable
break and a voltage of 0 V in case of a short circuit. The ranges below 0.6 V and
above 4.9 V are defined as inadmissible by the following parameters:
Number Parameter
904
1530
1531
1532
1533
4904
5530
AssignIn_BoostPress
AnalogIn3_RefLow
AnalogIn3_RefHigh
AnalogIn3_ErrorLow
AnalogIn3_ErrorHigh
ChanType_BoostPress
AnalogIn3_Type
Value
3
1,0
4,8
0,6
4,9
0
1
Unit
V
V
V
V
These error limits should not be chosen too close to the minimum and maximum values in order to prevent natural fluctuations of the values measured by the sensors
from being mistaken as errors. On the other hand, it must be ensured that short circuits or cable breaks are unambiguously recognized as such.
Once an error is detected, the error parameter (error flag) associated with the analogue input is set. The actions to be taken when any such error occurs will be explained in the
chapter  28 Error Handling. If an analogue input is not used due to not being assigned to
a sensor it will not be monitored for errors.
267
23.2.2.5 Overview of the Parameters Associated with Analogue Inputs
For setpoint or pressure inputs, the following parameters are provided (with x representing the inputs 1..4):
15x0 AnalogInx_RefLow
low reference value
15x1 AnalogInx_RefHigh
high reference value
15x2 AnalogInx_ErrLow
low error limit
15x3 AnalogInx_ErrHigh
high error limit
15x4 AnalogInx_Filter
filter value
35x0 AnalogInx
actual measuring value in per cent in relation to the
reference values 1510 and 1511 (to be displayed
only if this channel is assigned to any sensor)
35x1 AnalogInx_Value
actual measuring value of the input displayed by the
selected unit (digits, current or voltage)
55x0 AnalogInx_Type
selection of the unit to be used for indication of the
actual measurement
For a temperature sensor, there exist the following parameters (with y representing
the inputs 1..5 and x standing for y+4 = 5..9):
15x2 TempIny_ErrorLow
low error limit
15x3 TempIny_ErrorHigh
high error limit
15x4 TempIny_Filter
filter value
35x0 TempIny
actual measuring value by degrees Celsius
35x1 TempIny_Value
current measuring value by digits
55x0 TempIny_SensorType
selection of the linearization characteristic for the
respective type of temperature sensor
Any inputs that have not been assigned a sensor will not be monitored for errors, and
it is only the measuring value 35x1 AnalogInx_Value or respectively TempIny_Value
that will be indicated.
268
23.2.3 PWM Input
The DARDANOS MVC01-20 Digital Control provides one PWM input that may be
used as a setpoint input or as a sensor input. This input is available via two plugs as
shown in the below table.
Input No.
Connector / Pin
PWM 1
PWM 1
X03 / H
X04 / H
The connector X03 comprises mainly sensors of the engine whereas the connector X04
is provided for signals from the installation. Depending on the application, the PWM
signal may be assigned to either of the two pins, but both inputs must never be used simultaneously.
Transmission of the PWM signal is typically using a range from 5 % PWM to 95 %
PWM. To normalize the measuring range, the low reference value is to be entered in parameter 1500 PWMIn_RefLow and the high reference value in parameter 1501
PWMIn_RefHigh.
The measuring parameter 3500 PWMIn will display the PWM ratio by per cent, and the
measuring parameter 3501 FrequencyIn the PWM frequency.
Selection as a PWM sensor is made as described in chapter  21.1 Sensor overview,
and assignment to the sensor as explained in chapter  21.4 Assigning inputs to sensors and setpoint adjusters
Assignment of Inputs to Sensors and Setpoint Adjusters.
The setpoint adjuster 2 is to set speed by means of a PWM ratio of between 5% and 95%.
Number Parameter
901
1500
1501
4901
AssignIn_Setp2Ext
PWMIn_RefLow
PWMIn_RefHigh
ChanTyp_Setp2Ext
Value
1
5
95
1
Unit
%
%
269
23.2.3.1 Error Detection at the PWM Input
The following failure causes will be detected at the PWM input and indicated as errors of the assigned sensor:
- PWM signal is missing
- Frequency exceeds the maximum admissible frequency of 1000 Hz by 25%. In this
case, the PWM input is switched off in order to minimize interrupt stress for the
control.
- The PWM ratio is less than half the difference between 0% and the reference parameter 1500 PWMIn_RefLow or greater than half the difference between zwischen
1501 PWMIn_RefHigh and 100 %.
270
23.2.4 Digital Outputs
The DARDANOS MVC01-20 Digital Control provides up to six digital outputs. Besides
for other purposes, they are used to indicate errors and overspeed. Optionally, two of the
outputs can also be utilized as PWM outputs (23.2.5 PWM Outputs).
The connector/pin assignment can be seen from the below table
Output No.
Connector / Pin
Digital output 1
Digital output 2
Digital output 3
Digital output 4
Digital output 5
Digital output 6
X05 / K
X05 / J
X05 / H
X05 / S
X06 / G
X07 / G
Digital output 7
X06 / F (optional)
Digital output 8
X07 / F (optional)
Every digital measurement (display value = 0 or 1) contained in the list of the measuring
parameters (parameters 2000 through 3999) can be assigned to a digital output. Assignment is made by means of the parameters 880x DigitalOutx:Assign or 880x DigitalOutx:Param.
If output is to be by inverted measurings, the number of the measuring parameter must be
entered negative in sign.
The values currently output can be displayed by the parameters 2851 DigitalOut1 through
2856 DigitalOut8.
It should be noted that for the outputs 7 and 8 the parameters 4805
PWMOut1OrDigitalOut7 and respectively 4806 PWMOut2OrDigitalOut8 must additionally be set to 0 to make sure that these outputs are configured as digital outputs.
Output 1 is to indicate „Synchronized with tooth gap“ (2007 SynchronToGap), output 2
„No alarm“ (3801 CommonAlarm) and output 5 „Engine stop“ (3803 EngineStopped):
Number Parameter
851
852
855
4805
DigitalOut1_Assign
DigitalOut2_Assign
DigitalOut5_Assign
PWMOut1OrDigitalOut7
Value
Unit
2007
-3801
3803
0
The parameters 4805 PWMOut1OrDigitalOut7 and 4806 PWMOut2OrDigitalOut8 will be activated only following a  3.10 Reset of control unit.
Note
271
23.2.5 PWM Outputs
These outputs are available optionally. They are not acquired with the supplemental
90 V extension.
The digital outputs 7 and 8 ( 23.2.4 Digital Outputs) may also be utilized as PWM outputs. This is achieved by setting the parameters 4805 PWMOut1OrDigitalOut7 or 4806
PWMOut2OrDigitalOut8 respectively to 1.
These outputs are low-side switching. They can be used to drive power output stages,
e.g., for the common rail high-pressure pump or for signal transmission. When used as a
power output stage load may be directly connected. Using it as a signal output will require a pull-up resistor to be provided between the signal and the 24V output.
Output No.
PWM output 1
PWM output 2
Connector / Pin
(signal)
(signal)
X06 / F
X07 / F
23.2.5.1 Assignment of Output Parameters to PWM Outputs
Any of the control's measurements (parameters 2000 through 3999) can be output via
the PWM outputs. This is again accomplished by assigning the parameter number of
the measurement to the desired output. For PWM output 1, the parameter number of
the measuring value is to be entered as value of the parameter 1600
PWMOut1_Assign. The same procedure applies to PWM output 2 and parameter
1605 PWMOut2_Assign
PWM output 1 is to be used to read out speed (indication parameter 2000 Speed), and
output 2 to read out injection quantity (indication parameter 2350 FuelQuantity).
Number Parameter
1600
1605
4805
4806
Note
272
PWMOut1_Assign
PWMOut2_Assign
Value
Unit
-2000
-2350
1
1
Signal output can be inverted (e.g., small PWM ratio for high speeds) by entering the parameter numbers negative in sign. This will particularly be
necessary when it is used as a signal output since the outputs are low-side
switching. The effect of the parameter number being negative will be that
there is a long low-phase for small output values and a short low-phase for
large ones.
23.2.5.2 Value Range of Output Parameters
When values are to be read out, it will sometimes not be the entire range that is of interest but only a restricted one. This can be taken account of by adapting output to
the desired range by means of the parameters 1603 PWMOut1_ValueMin and 1604
PWMOut1_ValueMax and, respectively, 1608 PWMOut2_ValueMin and 1609
PWMOut2_ValueMax. As there are a great many different value ranges, these parameters are to be set to the required low and high output values specified in per cent
of the value range of the respective output parameter.
If the entire value range is required, the minimum value is to be set to 0 % and the
maximum value to 100 %.
Actual speed 2000 Speed is to be read out via a PWM output but with the output
range restricted to 500 rpm through 1500 rpm. With this restriction, 500 rpm will
correspond to 5 % and 1500 rpm to 95 %. As the values of this parameter have a
range from 0 to 4000 rpm, output will have to be adapted:
SPEED
[ rpm ]
output parameter
Value range of
1500
500
0
5
95
PWM-RATIO
[%]
Value range of
PWM output
Fig. 4: Reading Out a Parameter via a PWM Output
273
PWMOut1_ValueMin =
500
*100%  12,5%
4000
PWMOut1_ValueMax =
1500
*100%  37,5%
4000
Number Parameter
1600
1603
1604
4805
PWMOut1_Assign
PWMOut1_ValueMin
PWMOut1_ValueMax
Value
2000
12,5
37,5
1
Unit
%
%
23.2.5.3 Value Range of PWM Outputs
Normally, a PWM ratio between 5 % and 95 % will be required only.
Adaptation of the output range is achieved by means of the parameters 1601
PWMOut1_RefLow and 1602 PWMOut1_RefHigh and the parameters 1606
PWMOut2_RefLow and 1607 PWMOut2_RefHigh respectively. The limit values may
be entered specified directly in per cent PWM ratio.
The frequency of the PWM signals can be adjusted from 128 Hz to 500 Hz by means
of the parameter 1625 PWMOut1Frequency , 1626 PWMOut2Frequency.
Actual speed 2000 Speed is to be read out via the PWM output 1 by a pulse-pause ratio of 5 %..95 %. The range is to be restricted to 500 rpm through 1500 rpm, i.e.,
500 rpm will correspond to 5 % and 1500 rpm to 95 % PWM ratio. The PWM frequency is to be 500 Hz:
Number Parameter
1600
1601
1602
1603
1604
1625
4805
Note
274
PWMOut1_Assign
PWMOut1_RefLow
PWMOut1_RefHigh
PWMOut1_ValueMin
PWMOut1_ValueMax
PWMOut1Frequency
Value
2000
5
95
12,5
37,5
500
1
Unit
%
%
%
%
Hz
The parameters 4805 PWMOut1OrDigitalOut7 and 4806 PWMOut2OrDigitalOut8 will become active only following a  3.10 Reset of control
unit
23.2.6 Analogue Outputs
The DARDANOS MVC01-20 Digital Control has two analogue outputs that may be
utilized for indicating speed or injection quantity or as setpoint outputs to other units.
The analogue outputs are configured at the factory as current outputs of 4..20 mA or as
voltage outputs of 0..5 V.
The connector / pin assignment can be seen from the below table..
Note
Output No.
Connector / Pin
Analogue output 1
Analogue output 2
X04 / F
X04 / G
All adjustments concerning the analogue outputs can be made very comfortably by means of  3.3 DcDesk 2000 as this programme provides a
special window for parameterizing the analogue outputs taking account of
all aspects thus facilitating parameterization considerably.
23.2.6.1 Assignment of Output Parameters to Analogue Outputs
Every measurement of the control (parameters 2000 through 3999) can be read out
via the analogue outputs. This is achieved by entering the parameter number of the
measuring value that is to be output in the desired output parameter. For the analogue
output 1 the respective measuring parameter number is to be entered in the parameter
1640 AnalogOut1_Assign. Similarly for analogue output 2, the measuring parameter
number will have to be entered as value of the parameter 1645 AnalogOut2_Assign.
Speed (indication parameter 2000) is to be read out via analogue output 1 and injection quantity (indication parameter 2350) via analogue output 2.
Number Parameter
1640 AnalogOut1_Assign
Value
Unit
2000
2350
Signal output can be inverted (e.g., low current for high speeds) by entering
the parameter numbers negative in sign.
Note
275
23.2.6.2 Value Range of Output Parameters
When values are to be read out, it will sometimes not be the entire range that is of interest but only a restricted one. This can be taken account of by adapting output to
the desired range by means of the parameters 1643 AnalogOut1_ValueMin and 1644
AnalogOut2_ValueMax and, respectively, 1648 AnalogOut2_ValueMin and 1649
AnalogOut2_ValueMax. As there are a great many different value ranges, these parameters are to be set to the required low and high output values specified in per cent
of the value range of the respective output parameter.
Current speed 2000 Speed is to be read out via a current output of 4..20 mA, but
should be restricted to the range from 500 rpm to 1500 rpm. Given this restriction,
500 rpm will correspond to 4 mA and 1500 rpm to 20 mA. As the values for this parameter are ranging from 0 to 4000 rpm, output has to be adjusted accordingly:
SPEED
[ rpm ]
output parameter
Value range of
1500
500
0
4
20 CURRENT [mA]
Value range of
analogue output
Fig. 5: Reading Out a Parameter via an Analogue Output
276
1643 AnalogOut1_ValueMin =
500
*100%  12,5%
4000
1644 AnalogOut1_ValueMax =
1500
* 100%  37,5%
4000
Number Parameter
1643 AnalogOut1_ValueMin
1644 AnalogOut1_ValueMax
Value
2000
12,5
37,5
Unit
%
%
23.2.6.3 Value Range of Analogue Outputs
The analogue outputs can be hardware configured as current outputs with ranges of 0
to 25 mA or as voltage outputs with ranges of 0 to 5 V. Configuration is made at the
factory according to customer request.
In the majority of cases, particularly with current outputs, the standard output range of
4..20 mA will be desired rather than the maximum output range of approx. 0 ... 25 mA.
Adaptation of the output ranges is achieved through the parameters 1641
AnalogOut1_RefLow and 1642 AnalogOut1_RefHigh resp. through the parameters
1646 AnalogOut2_RefLow and 1647 AnalogOut2_RefHigh. The values to be entered
refer to the maximum output value and should be specified in per cent.
Current speed 2000 Speed is to be output out via a current output of 4..20 mA, but
with the range restricted to 500 rpm to 1500 rpm. With this restriction, 500 rpm will
correspond to 4 mA and 1500 rpm to 20 mA.
1641 AnalogOut1_RefLow =
4
*100%  16%
25
1642 AnalogOut1_RefHigh =
20
*100%  80%
25
Number Parameter
1640
1641
1642
1643
1644
AnalogOut1_Assign
AnalogOut1_RefLow
AnaloOut1_RefHigh
AnalogOut1_ValueMin
AnalogOut1_ValueMax
Value
2000
10,8
54,0
12,5
37,5
Unit
%
%
%
%
Due to tolerances of the components, the output ranges for identical parameter values may vary for different controls. To ensure accuracy of output,
Note
the output ranges should be measured and the parameters accordingly adjusted.
277
Pin assignment for the various in- and outputs is dealt with in a chapter  25.2 Pin assignment for MVC03-8. The specification of in- and outputs is described in a chapter  2.5
Specification of control unit DARDANOS MVC03-8
23.3.1 Digital inputs
The control DARDANOS MVC03-8 has nine digital inputs that mey be used as on-offswitches or as change-over switches for functions.
Four inputs for the determination of digital inputs 6 to 9 are executed as binary-only inputs. For inputs 1 to 5 it is possible to have the applied voltage indicated in parameters
3605 BinaryIn1Voltage to 3609 BinaryIn5Voltage.
Note
The digital inputs 2 and 3 are provided with a pull-up, so that here voltage
is indicated even when the input is open. This must be taken into account
during connection, i.e. for inputs 2 and 3 GND must be applied, for all other
inputs supply voltage.
Assignment of the digital inputs to switching function has been described in chapter 
22 Switching functions. The following table provides an overview of the digital inputs:
Input
Measurement values
Type
Digital input 1
3605 BinaryIn1Voltage
pull-down
Digital input 2
pull-up
Digital input 3
pull-up
Digital input 4
pull-down
Digital input 5
pull-down
Digital input 6
-
pull-down
Digital input 7
-
pull-down
Digital input 8
-
pull-down
Digital input 9
-
pull-down
Table 25: DARDANOS MVC03-8 digital inputs
Since the input signals are being debounced by the control circuit it is necessary that
278
23.3.2 Analogue inputs
The control DARDANOS MVC03-8 features 16 analogue inputs. Eleven of them can
universally be used as setpoint inputs and pressure inputs, the other five as temperature
inputs.
The universal input 9 may be configured as voltage input with 0…5 V or as current input with 0..25 mA. This function is enabled by the following parameter:
5550 AI9VoltOrCurrent = 0
current input
5550 AI9VoltOrCurrent = 1
voltage input
Using the voltage inputs 1 to 8, the connected sensors or setpoint adjusters may be powered by the control with a voltage of 5 V. This must be communicated to the control
with parameter
55xx AIxWithSensorSupply = 1
sensor on voltage input x is powered with 5V
by the control
In this case, the sensor voltage measured at the input is not used as an absolute value
but referred to the respective reference voltage and a relative measurement is carried
out. The control offers four independent 5V reference voltage sources, so that two sensors may be powered by the same reference voltage. The value of the voltage references
is indicated by the following parameters:
3512 SensorSupplyAI12
voltage reference for analogue input 1 and 2
If a sensor is connected to such a reference, the corresponding reference tension is
monitored and, in case of error, indicated in the sensor error status (refer to  28.5.4
Setpoint adjusters and sensors). The reaction to error is the same as for a sensor error (
21.6 Modifying reactions to sensor errors).
The temperature input 2 is provided for NTC temperature sensors with a resistance of
approx. R25 = 10 k at 25°C. Only these sensors may be used, since the temperature
measurements are very inaccurate if other sensors are connected.
Index
Input
Designation
Type
1
Analogue input 1
3511 AnalogIn1_Value
0..5 V
2
Analogue input 2
0..5 V
3
Analogue input 3
0..5 V
4
Analogue input 4
0..5 V
5
Analogue input 5
0..5 V
279
6
Analogue input 6
0..5 V
7
Analogue input 7
0..5 V
8
Analogue input 8
0..5 V
9
Analogue input 9
0..5 V/0..25 mA
10
Analogue input 10
0..25 mA
11
Analogue input 11
0..36 V
12
Temperature input 1
3571 TempIn1_Value
PT1000 / NTC2 k
13
Temperature input 2
3576 TempIn2_Value
NTC10 k
14
Temperature input 3
3581 TempIn3_Value
PT1000 / NTC2 k
15
Temperature input 4
3586 TempIn4_Value
PT1000 / NTC2 k
16
Temperature input 5
3591 TempIn5_Value
PT1000 / NTC2 k
Table 26: DARDANOS MVC03-8 analogue inputs
The temperature input 1,3,4 and 5 are provided for Ni1000, PT1000 or NTC temperature sensors with a resistance of ca. R25 = 2 k at 25°C. If necessary, PT100 or PT200
sensors may be connected in exceptional cases, whereby it should be noted that thermic
measurement is not very accurate when this types of sensor are connected.
For temperature measurement an internal 5V voltage reference is used.
3592 SensorSupplyTemp
voltage reference for temperature inputs
The reference voltage is monitored and any error that occurs is indicated in the error
state of the respective sensor (refer to  28.5.4 Setpoint adjusters and sensors). The reaction to error is the same as for a sensor error ( 21.6 Modifying reactions to sensor
errors).
 Table 26 gives an overview of the analogue inputs. The index in the first columns is
to be used for parametrizing  24.2 Analogue inputs.
23.3.3 PWM inputs
The control DARDANOS MVC03-8 features two PWM inputs that may be used as setpoint and pressure inputs.
Parameterizing of PWM inputs is described in chapter  24.3 PWM inputs.
23.3.4 Digital and PWM outputs
The control device DARDANOS MVC03-8 features a total of 13 freely configurable
digital outputs, the first eight of which may also be used as PWM outputs. In addition,
two special current outputs are available that may be used to address the pressure con280
trol valve for common rail high-pressure control. Parameter setting for these outputs is
described in a chapter  20.4 Rail pressure control by means of interphase transformer
high-pressure pump.
In addition, the control features a frequency output that allows to output the signal of
speed pickup 1 (refer to  23.3.5 Frequency output).
Digital output 9 is provided for direct addressing of the starter (refer to  15.3 Start request). Digital output 10 should be used to connect an error lamp. If this output is required for another purpose, it should be noted that this output is used for  28.6.2
Bootloader status indication, i.e. when the control is in bootloader mode, this output is
addressed according to state. All other digital and PWM outputs may be used freely.
Outputs 1 to 8 may be used as digital or PWM outputs. To this purpose the corresponding configuration parameter must be set accordingly:
4801 DigChannel1PWMOrDO
output configuration output 1
The following table provides an overview of digital and PWM outputs:
Type
Power
(max.)
Frequency
range
Current
measurement
D/PWM output 1
high-side
2.5 A
50..300 Hz
-
D/PWM output 2
high-side
2.5 A
50..300 Hz
-
D/PWM output 3
high-side
2.5 A
50..300 Hz
-
D/PWM output 4
high-side
2.5 A
50..300 Hz
-
D/PWM output 5
high-side
2.5 A
50..500 Hz

D/PWM output 6
high-side
2.5 A
50..500 Hz

D/PWM output 7
high-side
2.5 A
50..500 Hz

D/PWM output 8
high-side
2.5 A
50..500 Hz

Output No.
281
Digital output 9
high-side
12 A
-
-
Digital output 10
low-side
0.5 A
-
-
Digital output 11
low-side
0.5 A
-
-
Digital output 12
low-side
0.5 A
-
-
Digital output 13
high-side
2.5 A
-
-
0.5 A
10..10000 Hz
-
2.5 A
50..300 Hz

2.5 A
50..300 Hz

Frequency output
CR current output 1
high-side
low-side
CR current output 2
high-side
low-side
Table 27: DARDANOS MVC03-8 digital and PWM outputs
For outputs 5 to 8 the currently flowing current is measured and indicated in parameters
3615 DigOut5Feedback
actual current at output 5
23.3.5 Frequency output
The control DARDANOS MVC03-8 offers the possibility to output the signal of speed
pickup 1 from a frequency output. The signal is output only if speed pickup 1 shows no
error and speed is within the range set by parameters
40 FreqOutSpeedMin
minimum speed at speed pickup 1, starting
from which the speed signal is output
41 FreqOutSpeedMax
maximum speed at speed pickup 1, up to which
the speed signal is output
Otherwise the output has operating voltage.
23.3.5.1 Error monitoring at frequency output
The frequency output can be monitored for short circuit. To this purpose, monitoring
is to be set with parameter
15240 FreqOut_SupviseOn
activation of monitoring at frequency output
Monitoring occurs only when the speed signal is looped through and output frequency is between 100 Hz and 2000 Hz.
282
Error
Meaning
0
Short circuit to earth or broken cable
- Governor has detected a short circuit to earth or a broken cable.
 Check wiring and connected loads.
1
Short circuit to supply voltage
- Governor has detected a short circuit to supply voltage.
Table 28: Possible errors of frequency output
The error message may be delayed by means of the parameter
11240 FreqOut_DelayTime
This means that the error state must remain active for at least the time set in this parameter before an error message is generated. The following error messages may be
output:
13025 ErrFrequencyOut
error number of frequency output
The parameter
15241 FreqOut_HoldOrReset
longer present.
Pin assignment for the various in- and outputs is dealt with in a chapter  25.3 Pin assignment for MVC04-6. The specification of in- and outputs is described in a chapter  2.6
Specification of control unit DARDANOS MVC04-6.
23.4.1 Digital inputs
The control DARDANOS MVC04-6 has 17 digital inputs that may be used as on-offswitches or as change-over switches for functions. All inputs feature a pull-down, i.e. it
is not necessary to provide supply voltage.
Assignment of the digital inputs to switching function has been described in chapter 
22 Switching functions.
Since the input signals are being debounced by the control circuit, it is necessary that
283
23.4.2 Analogue inputs
The control DARDANOS MVC04-6 provides 16 analogue inputs. Twelve of these may
be used as setpoint and pressure inputs and four as temperature inputs.
Using the voltage inputs 1 to 10, the connected sensors or setpoint adjusters may be
powered by the control with a voltage of 5 V. This must be communicated to the control
with parameter
by the control
out. The control offers five independent 5V reference voltage sources, so that two sensors each may be powered by the same reference voltage. The value of the voltage references is indicated by the following parameters:
If a sensor is connected to such a reference, the corresponding reference tension is
monitored and, in case of error, indicated in the sensor error status (refer to  28.5.4
Setpoint adjusters and sensors). The reaction to error is the same as for a sensor error (
21.6 Modifying reactions to sensor errors).
284
Index
Input
Designation
Type
1
Analogue input 1
0..5 V
2
Analogue input 2
0..5 V
3
Analogue input 3
0..5 V
4
Analogue input 4
0..5 V
5
Analogue input 5
0..5 V
6
Analogue input 6
0..5 V
7
Analogue input 7
0..5 V
8
Analogue input 8
0..5 V
9
Analogue input 9
0..5 V
10
Analogue input 10
0..5 V
11
Analogue input 11
0..36 V
12
Analogue input 12
0..36 V
13
Temperature input 1
3571 TempIn1_Value
PT1000 / NTC2 k
14
Temperature input 2
3576 TempIn2_Value
PT1000 / NTC2 k
15
Temperature input 3
3581 TempIn3_Value
PT1000 / NTC2 k
16
Temperature input 4
3586 TempIn4_Value
PT1000 / NTC2 k
Table 29: DARDANOS MVC04-6 analogue inputs
The temperature input are conceived for Ni1000, PT1000 or NTC temperature sensors
with a resistance of ca. R25 = 2 k at 25°C. If necessary, PT100 or PT200 sensors may
be connected in exceptional cases, whereby it should be noted that with this types of
sensors thermic measurement is not very accurate.
For temperature measurement an internal 5V voltage reference is used.
3592 SensorSupplyTemp
voltage reference for temperature inputs
The reference voltage is monitored and any error that occurs is indicated in the error
state of the respective sensor (refer to  28.5.4 Setpoint adjusters and sensors). The reaction to error is the same as for a sensor error ( 21.6 Modifying reactions to sensor
errors).
 Table 29 gives an overview of the analogue inputs. The index in the first columns is
to be used for parametrizing  24.2 Analogue inputs.
The control device DARDANOS MVC04-6 features a total of 10 freely configurable
digital outputs, the first nine of which may also be used as PWM outputs. In addition,
two special current outputs are available that may be used to address the pressure control valve (suction valve) for common rail high-pressure control. Parameter setting for
these outputs is described in a chapter  20.4 Rail pressure control by means of interphase transformer high-pressure pump.
The control device DARDANOS MVC04-6 in addition is available in a variant allowing fuel to be injected into the rail by means of injectors (so called high-pressure injection). Parameterizing of high-pressure injection is described in chapter  20.5 Rail pressure control by means of high-pressure injection.
Digital output 10 should be used to connect an error lamp. If this output is required for
another purpose, it should be noted that this output is used for  28.6.2 Bootloader
status indication, i.e. when the control is in bootloader mode, this output is addressed
according to state. All other digital and PWM outputs may be used freely.
Outputs 1 to 9 may be used as digital or PWM outputs. To this purpose, the corresponding configuration parameter must be set accordingly:
285
The following table provides an overview of digital and PWM outputs:
Type
Power
(max.)
Frequency
range
Current
measurement
D/PWM output 1
low-side
3A
50..300 Hz

D/PWM output 2
low-side
3A
50..300 Hz

D/PWM output 3
low-side
3A
50..300 Hz

D/PWM output 4
low-side
3A
50..300 Hz

D/PWM output 5
low-side
0.5 A
50..300 Hz
-
D/PWM output 6
low-side
0.5 A
50..300 Hz
-
D/PWM output 7
low-side
0.5 A
50..300 Hz
-
D/PWM output 8
low-side
0.5 A
50..300 Hz
-
0.5 A
50..300 Hz
-
0.5 A
-
-
CR current output 1 high-side
(pressure control valve)
low-side
2A
50..300 Hz

(pressure control valve)
low-side
2A
50..300 Hz

(high-pressure injection)
low-side
10 A
-
-
(high-pressure injection)
low-side
10 A
-
-
Output No.
D/PWM output 9
high-side
low-side
Digital output 10
low-side
Table 30: DARDANOS MVC04-6 digital and PWM outputs
286
For outputs 1 to 4, the currently flowing current is measured and indicated in parameters
Note
If an inductive load is connected to one of the PWM outputs 5 to 8, for this
output an external recovery diode must be provided.
287
24 Parameterizing the control’s inputs and outputs
24.1 Digital inputs
Parameterizing of digital inputs is described in detail in chapter  22 Switching functions.
24.2 Analogue inputs
24.2.1 Calibration of analogue inputs
Sensors convert physical quantities (e.g., pressure) into electric quantities (voltage, current). The control measures voltage or current. To enable the control to operate with the
physical value transmitted by the sensor, it is necessary to provide the control with two
reference values that inform it about the relation between the electrically measured values and the actual physical quantities. The two reference values are the sensor output
values associated with the minimum and maximum measuring values described in the
previous chapter  21.5 Measuring ranges of sensors. With this information, the control
is capable of standardizing the measured values and of displaying them specified in per
cent of the sensor range or directly in terms of their physical values.
Each of the voltage/current inputs is associated with a low reference value (parameters
15xx AnalogInx_RefLow) and a high reference value (parameters 15xx AnalogInx_RefHigh).
A boost pressure sensor has been connected to input 3. Its measuring range is supposed
to be from 0.5 bar to 3.5 bar and is to be converted into voltages ranging from 0.5 V to
4.5 V. The parameter 3520 AnalogIn3 will display the voltage as measured, and the parameter 2904 BoostPressure will read the converted measuring value by bar.
Number Parameter
904
982
983
1520
1521
Value
AssignIn_BoostPress
BoostPressSensorLow
AnalogIn3_RefLow
AnalogIn3_RefHigh
3
0.5
3.5
0.5
4.5
Unit
bar
bar
V
V
24.2.2 Linearization of temperature inputs
Due to the non-linear behaviour of temperature sensor signals, two reference values will
not suffice to determine temperature with accuracy. For this reason, linearization characteristics are provided and stored in the software. Parameters 55xx
TempInx_SensorType allow to configure which sensor type is used and, accordingly,
which characteristic is to be employed, by entering an index.
288
Linearization characteristics are normally provided for the following sensors:
Characteristic index
Sensor
0
PT1000
1
Ni1000
2
PT100
3
PT200
4
NTC2 k
Table 31: Index for temperature linearization
If other types of sensor are used, the characteristics may be adapted accordingly. This
applies in particular to NTC sensors, since their characteristic is not standardized, but
may change according to the sensor used.
Temperature (°C)
PT1000 ()
Ni1000 ()
-50
803.1
742.6
-30
882.2
841.5
-15
941.2
919.2
0
1000.0
1000.0
10
1039.0
1055.5
20
1077.9
1112.4
30
1116.7
1170.6
40
1155.4
1230.1
50
1194.0
1291.1
60
1232.4
1353.4
75
1289.8
1449.7
90
1347.0
1549.4
105
1403.9
1652.7
120
1460.6
1759.8
150
1573.1
1986.6
Table 32: Linearization characteristic for PT1000 and Ni1000
The values defining temperature linearization are stored at the parameter positions following 7800 TempLin1:Ohm(0) and 7820 TempLin1:T(0). To parameterize the characteristics up to 15 pairs of values are available for each.
289
 Table 32 gives an overview of the linearization characteristics for PT1000 and
Ni1000 sensors.
The following table gives an overview of the linearization characteristics for PT100 and
PT200 sensors.
Temperature (°C)
PT100 ()
PT200 ()
-40
84.3
169.2
0
100.0
200.0
100
138.5
275.4
200
176.2
348.5
300
213.7
419.2
350
231.5
453.7
400
249.8
487.6
450
268.0
520.9
500
286.2
553.6
550
304.5
585.7
600
322.8
617.3
650
341.2
648.3
700
359.8
678.7
800
397.4
737.7
1000
475.5
848.7
Table 33: Linearization characteristic for PT100 and PT200
The following table shows the linearization characteristics for an NTC2 k sensor. It
should be noted that this characteristic applies only to a specific NTC sensor. According
to the sensor used, the characteristic will have to be verified and, if necessary, adapted.
290
Temperature (°C)
NTC2 k ()
-40
48153.0
-30
26854.0
-20
15614.0
-10
9426.0
0
5887.0
15
3074.9
30
1715.4
Temperature (°C)
NTC2 k ()
45
1008.6
60
612.3
75
382.9
90
246.2
100
186.0
110
142.1
120
109.7
130
85.5
Table 34: Linearization characteristic for NTC2 k
It is wished to linearize the temperature sensor at temperature input 1 by means of characteristic 3.
Number Parameter
Value
5570 TempIn1_SensorType
Unit
3
24.2.3 Filtering of analogue inputs
The measured value of an analogue input can be filtered through a digital filter. The respective parameters are stored at the numbers 15xx AnalogInx_Filter.
In these parameters the time constant is entered in seconds. A value of 0.00 s corresponds to no filtering. For normally fast sensor changes, a filter value 0.10 s will be appropriate. For measuring quantities that change more slowly, such as temperatures, a filter value of about 1.00 s may be used. The filtering time constant should correspond approximately to the sensor's time constant.
For measuring values requiring quick control (e.g. rail pressure) no filtering is allowed.
Number Parameter
Value
0,10
Unit
s
24.2.4 Error detection for analogue inputs
If a sensor fails (e.g., by short circuit or cable break), the control will read voltages or
currents lying outside the normal measuring range. These irregular measuring values
can be used to define inadmissible operating ranges by which the control can recognize
that the sensor is at fault.
291
For analogue inputs, the error limits are entered in the respective electric unit. The error
limits for temperature sensors must be specified in ohm.
The parameters 15xx AnalogInx_ErrorLow and TempInx_ErrorLow define the lower error limits.
The parameters 15xx AnalogInx_ErrorHigh and TempInx_ErrorHigh determine the upper error limits.
The boost pressure sensor connected to analogue input 3 and operating within a normal
voltage range of 0.5 V to 4.5 V is assumed to supply a voltage of 5 V in case of cable
break and a voltage of 0 V in case of a short circuit. The ranges below 0.3 V and above
4.7 V are defined as inadmissible by the following parameters:
Number Parameter
909
1520
1521
1522
1523
AssignIn_BoostPress
AnalogIn3_RefLow
AnalogIn3_RefHigh
AnalogIn3_ErrorLow
AnalogIn3_ErrorHigh
Value
3
0.50
4.50
0.30
4.70
Unit
V
V
V
V
These error limits should not be chosen too close to the minimum and maximum values
in order to prevent natural fluctuations of the values measured by the sensors from being mistaken as errors. On the other hand, it must be ensured that short circuits or cable
breaks are unambiguously recognized as such.
For most of the voltage sensors there is the possibility to supply the connected sensors
and setpoint adjusters with a 5V voltage from the control unit (refer to  23.3.2
Analogue inputs and  23.4.2 Analogue inputs). This must be communicated to the control with parameter
by the control
out. The control offers several independent 5V reference voltage sources, so that two
sensors may be powered by the same reference voltage.
When a sensor is connected to such a reference, the respective reference voltage is
monitored.
Once an error is detected, the error parameter associated with the analogue input and
with the respective sensor is set. For the actions to be taken in the event that any such
error occurs, please refer to the chapter  21.6 Modifying reactions to sensor errors. If
292
an analogue input is not used due to not being assigned to a sensor it will not be monitored for errors.
Error
Meaning
0
Signal short circuit to earth
- The measuring value of the respective input value is below the lower error
threshold.
 Reaction according to the configuration of sensor error handling.
 Check sensor cable.
 Check sensor.
 Check parameters for error thresholds.
1
Signal short circuit to supply voltage
- The measuring value of the respective input value is below the upper error
threshold.
 Check sensor.
2
Sensor supply voltage, cable break or short circuit to earth
- The measured value of the respective reference voltage is below 4.5 V.
- Monitoring active only with temperature input or if sensor referencing is active.
 Check sensor.
3
Sensor supply voltage, short circuit to supply voltage
- The measured value of the respective reference voltage is greater than 5.5 V.
 Check sensor.
Table 35: Error detection for analogue inputs
293
24.2.5 Overview of the parameters associated with analogue inputs
For inputs relating to setpoints and pressure the following parameters are provided:
Parameter
Meaning
15x0/5 AnalogInx_RefLow
lower reference value
15x1/6 AnalogInx_RefHigh
upper reference value
15x2/7 AnalogInx_ErrLow
lower error limit
15x3/8 AnalogInx_ErrHigh
upper error limit
15x4/9 AnalogInx_Filter
filtering constant
35x0/5 AnalogInx
current measuring value in electric unit
Table 36: Parameters for analogue inputs
For temperature inputs the following parameters are provided:
Parameter
Meaning
15x2/7 TempIny_ErrorLow
lower error limit
15x3/8 TempIny_ErrorHigh
upper error limit
15x4/9 TempIny_Filter
filtering constant
35x0/5 TempIny_Value
current measuring value in ohm
55x0 TempIny_SensorType
selection of the linearization characteristic for
the temperature sensor
7800 TempLin1:Ohm(x) ff
linearization characteristics
Table 37: Parameters for temperature inputs
Any inputs that have not been assigned a sensor will not be monitored for errors, and it
is only the measuring value 35xx AnalogInx_Value or respectively TempIny_Value that
will be indicated.
24.3 PWM inputs
Transmission of the PWM signal is typically using a range from 5 % PWM to 95 % PWM.
To standardize the measuring range, the lower reference value is to be entered in the parameters 150x PWMInx_RefLow and the upper reference value in the parameters 15x
PWMInx_RefHigh.
The measuring parameters starting from 3500 PWMInx will indicate the PWM ratio, and
the measuring parameters starting from 3501 FrequencyInx the PWM frequency.
294
Selection as a PWM sensor is made as described in chapter  21.3 Configuration of sensors. Assignment to the sensors is to be conducted as explained in chapter  21.4
Assigning inputs to sensors and setpoint adjusters.
The setpoint adjuster 2 is to set speed by means of a PWM ratio of between 5%
and 95%.
Number Parameter
901
1500
1501
4901
AssignIn_Setp2Ext
PWMIn1_RefLow
PWMIn1_RefHigh
ChanTyp_Setp2Ext
Value
1
5
95
1
Unit
%
%
24.3.1 Error detection at PWM inputs
The following failure causes will be detected at the PWM input and indicated as errors
of the assigned sensor:
- PWM signal is missing.
- Frequency exceeds the maximum admissible frequency of 1000 Hz by 25%. In this
case, the PWM input is switched off in order to minimize interrupt stress for the
control.
- The PWM ratio lies outside the error limits, that are equivalent to half the lower
reference parameter (starting from 150x PWMIn1_RefLow) and the average between the higher reference parameter (starting from 150x PWMIn1_RefHigh) and
100%.
24.4 PWM outputs
The controls DARDANOS MVC03-8 and DARDANOS MVC04-6 feature several PWM
outputs that may be used to output different types of values. The characteristics of the
PWM outputs and the admissible frequency range are described in chapter  23.3.4 Digital
and PWM outputs and  23.4.3 Digital and PWM outputs. As an example for parameter
setting of a PWM output here output 1 is used: Parameterizing of the other outputs follows
the same procedure.
Note
The HEINZMANN PC programme  3.3 DcDesk 2000 provides an easy and
comfortable utility to parameterize PWM outputs. All parameters required for
configuration are visualized together is a dedicated window.
295
24.4.1 PWM output frequency
According to their type, PWM outputs have a different frequency (refer to chapter 
23.3.4 Digital and PWM outputs and  23.4.3 Digital and PWM outputs).This function
is enabled by the following parameters:
1651 PWMOut1_Frequency
output frequency for PWM output 1
24.4.2 Assignment of output parameters to PWM outputs
Every parameter of the control unit can be read out via PWM outputs. To this purpose,
all you have to do is to assign its parameter number to the desired output in 1600
PWMOut1_Assign. This makes sense only for measurement or indication values with a
value range greater than [0,1], but in the control itself no limitations are implemented.
Signal output can be inverted (e.g., small PWM ratio for high speeds) by entering the
parameter numbers negative in sign. The effect of the parameter number being entered
with a negative sign will be that there is a long high-phase for small output values and a
short high-phase for large ones.
PWM output 1 is to be used to read out speed (indication parameter 2000 Speed), and
output 2 to read out injection quantity (indication parameter 2350 FuelQuantity).
Number Parameter
1600 PWMOut1_Assign
1605 PWMOut2_Assign
296
Value
Unit
2000
2350
24.4.3 Value Range of output parameters
When values are to be read out, it will sometimes not be the entire range that is of interest but only a restricted one. Therefore, output via the first PWM output can be adapted
to the desired range by means of the 1603 PWMOut1_ValueMin and 1604
PWMOut1_ValueMax. As there are a great many different value ranges, these parameters are to be set to the required low and high output values specified in per cent of the
value range of the respective output parameter.
SPEED
[ rpm ]
output parameter
Value range of
1500
500
0
5
95
PWM-RATIO
[%]
Value range of
PWM output
Figure 79: Reading out a parameter via a PWM output
Note
The HEINZMANN PC programme  3.3 DcDesk 2000 features a special window
for PWM outputs, where the value ranges of the output parameters are listed with
their physical values and the respective percentage values are calculated.
Actual speed 2000 Speed is to be read out via a PWM output but the range is to be restricted to 500 rpm - 1500 rpm, i.e., 500 rpm will correspond to 5 % and 1500 rpm to 95
%. As the values of this parameter have a range from 0 to 4000 rpm, output will have to
be adapted:
297
PWMOut1_ValueMin =
500
* 100%  12.5%
4000
PWMOut1_ValueMax =
1500
* 100%  37.5%
4000
Number Parameter
Value
1600 PWMOut1_Assign
1603 PWMOut1_ValueMin
1604 PWMOut1_ValueMax
2000
12.5
37.5
Unit
%
%
24.4.4 Value range of PWM outputs
Normally, only a PWM ratio between 5 % and 95 % will be required.
To adapt the output range of the first PWM output the parameters 1601
PWMOut1_RefLow and 1602 PWMOut1_RefHigh are to be used. The limit values may
be specified directly in per cent PWM ratio.
Actual speed 2000 Speed is to be read out via the PWM output 1 by a pulse-pause ratio
of 5 %..95 %. The range is to be restricted to 500 rpm - 1500 rpm, i.e., 500 rpm will
correspond to 5 % and 1500 rpm to 95 % PWM ratio.
Number Parameter
1600
1601
1602
1603
1604
Value
PWMOut1_Assign
PWMOut1_RefLow
PWMOut1_RefHigh
PWMOut1_ValueMin
PWMOut1_ValueMax
2000
5
95
12.5
37.5
Unit
%
%
%
%
24.4.5 Error monitoring of PWM outputs
PWM outputs are monitored for cable break, short circuit and overcurrent. For outputs
with current feedback measuring, it is additionally possible to monitor current limit infraction, and for controlled current outputs to monitor a control deviation. Monitoring
and parameterizing of PWM outputs is heavily dependent on the electric characteristics
of the connected load.
Monitoring of cable break, short circuit and overcurrent is activated with the parameters
151x0 DOPWMx_SupviseOn
activates monitoring of output x
The error message may be delayed by means of the parameter
111x0 DOPWMx_DelayTime
This means that the error state must remain active for at least the time set in this parameter before an error message is generated.
298
Note
Monitoring is possible only when both the high-phase and the low-phase of
the PWM signal are greater than 150 µs. Delay time must be adjusted to
output frequency since at 50 Hz a period is 20 ms long and the delay time
therefore must in any case be longer than this value.
In addition, the hardware at PWM outputs is monitored for plausibility. In case of
unlikely signals an error message is read out, which may point out a faulty transistor.
For outputs with current feedback measurement there is the additional possibility to
monitor whether the current flowing at any one moment is within an admissible range.
This supervision can be enabled with the parameters
151x2 DOPWMx_SupCurrMinOn activation of monitoring whether current is
lower than lower current limit
151x3 DOPWMx_SupCurrMaxOn activation of monitoring whether current is
higher than upper current limit
These thresholds are set with the parameters
111x2 DOPWMx_CurrentMin
lower current threshold
111x3 DOPWMx_CurrentMax
upper current threshold
An error message is generated when current is higher or lower than the respective
thresholds for a period longer than the following parameter. Monitoring the lower
threshold might be useful for eventualities like a cable break.
111x4 DOPWMx_CurrentDelay
When monitoring of minimum current is active, it is also monitored whether current is
higher than the admissible minimum current in not energized outputs (0% PWM). If this
is the case for the time 111x4 CROutx_CurrentDelay, the according error message is
generated.
In addition, it is possible to monitor the admissible difference between nominal current
and measured current, whereby different error messages are generated according to the
direction of deviation. This error message too is generated only after a delay time.
151x5 DOPWMx_SupDeviatOn
activation of monitoring for admissible governing deviation
111x5 DOPWMx_DeviationMax
111x6 DOPWMx_DeviationDelay delay time until error message
299
Error
300
Meaning
0
Cable broken (only for low-side outputs)
1
Cable broken (only for high-side outputs)
- Governor has detected a short circuit to supply voltage or a broken cable.
2
Transistor error
- The control has detected an error in the transistor of the respective output.
3
Control deviation is negative
- The difference between measured power and set power is higher than a set
value for a set interval of time.
- Monitored only if the function is active.
4
Control deviation is positive
5
Threshold infraction while switched off
- Although the output should not be energized, a current stronger than a parameterized threshold is flowing.
6
Threshold infraction minimum value
- Current is lower than admissible minimum value for a set interval of time.
7
Threshold infraction maximum value
- Current is higher than admissible maximum value for a set interval of time.
Error
Meaning
Table 38: Possible errors for PWM outputs
The parameter
152x1 DOPWMx_HoldOrReset
longer present. This applies comprehensively to all error messages on the respective
output.
24.5 Digital outputs
A digital output may be assigned to each measurement or indication value with value range
[0,1] in parameter list 2. In addition, for the output of error parameters it is possible to read
out single errors of an error state. To this purpose, single bits of an error state are selected
by means of a mask parameter to determine the specific errors. If more than one error bit is
selected, the output becomes active as soon as at least one error bit is set.
Two output variants are possible, only one of which is implemented in any specific firmware version of the control unit. Either each digital output is assigned exactly one output
value (so called simple allocation) or several values may be assigned to each digital output
(so called multiple allocation).
The values currently output are displayed by parameter 2851 DigitalOut1 and subsequent
parameters.
Note
The parameter settings described in the following sections – in particular multiple allocation – can be achieved in an easy and comfortable way using a
dedicated window of  3.3 DcDesk 2000.
24.5.1 Simple allocation
Assignment is made by means of the parameters starting from 8801 DigitalOut1:Assign.
The parameter numbers of the required measurement and indications values must be entered here. If inverted output of the measurement is desired, the number of the measuring parameter is to be entered negative in sign.
To mask the error state parameters, the parameters starting from 8960 DigitalOut1:Mask are provided.
301
Output 1 is to indicate "Fuel quantity limited by boost pressure" ( 2714
BoostLimitActive) and output 2 to indicate "Oil pressure warning" ( 3010 ErrOilPressWarn – error bit 5). You wish output 3 to be active as long as engine
start has not been enabled (i.e., as long as  3806 EngineRelease has not been activated).
Number Parameter
8801
8802
8803
8960
8970
8980
DigitalOut1_Assign
DigitalOut2_Assign
DigitalOut3_Assign
DigitalOut1:Mask
DigitalOut2:Mask
DigitalOut3:Mask
Value
Unit
2714
3010
-3806
0000
0020
0000
Hex
Hex
Hex
24.5.2 Multiple allocation
Using multiple allocation, up to 8 output values may be assigned to each digital output.
The maximum amount is defined in the firmware and cannot be augmented. But it is
possible to use less values that the maximum.
This type of allocation makes sense whenever it is necessary to visualize a number of
error parameters greater than the number of available digital outputs. The related parameter numbers must be entered in the parameter fields starting from 8800 DigitalOut1:Param(0)..(7). If you wish to negate an allocation parameter, its parameter number must be entered with negative sign.
The current values of these single output parameter now may either be linked by logic
operator for output on the digital output or configured to produce different blinking
codes. The preferred alternative may be chosen separately for each digital output.
To do this, indicate the logical link you wish to use or the value 80 Hex if your prefer a
blinking code in the parameters starting from 4851 DigitalOut1:Logic Enter the value 0
if only one parameter was assigned to the output.
24.5.2.1 Logical operators
The value for the logical operation in 4851 DigitalOut1:Logic consists of single bits.
Bit value 0 corresponds to the logic operator AND and bit value 1 to the logic operator OR. The lowest bit represents the operator between the allocation parameters 1
and 2, the following bit between assignment parameters 2 and 3 and so forth. With a
maximum of eight allocation parameters this allows a maximum of seven operators,
equivalent to a value between 0 and 7F Hex. The processing sequence is from the
lowest to the highest allocation parameter. Bracketing is not possible.
302
24.5.2.2 Blinking signals
If, instead of a logical operation the value 80 Hex was entered in 4851 DigitalOut1:Logic, the digital output visualizes blinking signals. If the first allocation parameter is active, the output emits the following blinking signal:
2* short, 1* long, 2* short
for the second allocation parameter
for the third
and so on. In between signals there is a pause to better distinguish the single errors.
If, for instance, both the first and the third allocation parameters are active, the resulting blinking signal is as follows:
2x short
1x long
2x short
pause
2x short
3x long
2x short
Figure 80: Blinking signal
By counting along with the long blinks it is possible to determine which parameter is
active. The operator of the system must be informed about the meaning of the blink
signals.
24.5.2.3 Blinking and continuous light
Operators frequently wish to visualize error messages in form of blinking signals,
and to allocate a continuous light to one or more specific errors of particular importance. The parameters starting from 4880 DigitalOut1:Prior can be used for this purpose.
Each set bit means that the active state of the related parameter in 8800 DigitalOut1:Param(0)..(7) is to generate a continuous light on the digital output. All other
values with a 0 in the priority bit continue to generate blinking signals – please note
that these are visible only if no value of higher priority is active.
It is recommended to start the allocation of parameter numbers to the digital output
from the blinking signals and to put the ones with high priority at the end of the field.
The control unit allows to indicate up to four parameters for each digital output.
 output 1 is to
blink once if oil pressure is low (3010 ErrOilPressure – error bit 5),
blink twice if coolant temperature is high (3012 ErrCoolantTemp – error bit
5),
303
blink thrice if exhaust gas temperature is high (3016 ErrExhaustTemp – error
bit 5),
be lit continuously if oil pressure is so low that engine had to be stopped (3010
ErrOilPress – error bit 15)

output 2 is to
indicate pickup errors (3001 ErrPickUp1 or 3002 ErrPickUp2, all error bits
for each)

output 3 is to be
active as long as engine start has not been enabled (i.e., as long as 3806 EngineRelease has not been activated).
Number Parameter
4851
4852
4853
4880
8800
8801
8802
8803
8810
8811
8820
8960
8961
8962
8963
8970
8971
8980
Value
Unit
80
01
00
08
3010
3012
3016
3010
3001
3002
-3806
0020
0020
0020
8000
FFFF
FFFF
0000
Hex
Hex
Hex
Hex
DigitalOut1:Logic
DigitalOut2:Logic
DigitalOut3:Logic
DigitalOut1:Prior
DigitalOut1:Param(0)
DigitalOut1:Mask(0)
DigitalOut1:Mask(1)
DigitalOut1:Mask(2)
DigitalOut1:Mask(3)
DigitalOut2:Mask(0)
DigitalOut2:Mask(1)
DigitalOut3:Mask(0)
(blinking)
(logical OR)
(single parameter)
(4. par. continuous output)
Hex
Hex
Hex
Hex
Hex
Hex
Hex
24.5.3 Error monitoring of digital outputs
Digital outputs are monitored for cable break, short circuit and overcurrent. For outputs
with current feedback measurement it is additionally possible to use the flowing current
for error assessment. Monitoring and parameterizing of digital outputs is heavily dependent on the electric characteristics of the connected loads.
Monitoring is activated with the parameter
151x0 DOPWMy_SupviseOn
monitoring of output
The electrical characteristics of the connected load require a short interruption of output
monitoring whenever output level changes. This delay time is set with the following parameter:
111x0 DOPWMy_DelayTime
304
delay time after edge change
For outputs with current feedback measurement there is the additional possibility to
monitor whether the current flowing at any one moment is within the admissible range.
If output level is "high", flowing current must be higher than
111x2 DOPWMy_CurrentMin
lower current threshold
otherwise an error message is generated.
This type of monitoring may also be useful to recognize a cable break.
In addition, the hardware is monitored for plausibility. In case of unlikely signals an error message is read out, which may point out a faulty transistor.
Error
Meaning
0
1
2
Transistor error
- The control has detected an error in the transistor of the respective output.
Table 39: Possible digital sensor errors
The parameter
151x1 DOPWMy_HoldOrReset
longer present. This applies in common to all error messages.
305
25 Pin assignment
25 Pin assignment
The assignment of all connectors/pins is shown in the tables below. A (+) signifies the supply
for the respective sensor which is not necessarily identical to the supply of the control unit.
25.1 Pin assignment for MVC01-20
Connector X01 - MVC01-20
306
25 Pin assignment
Connector X02 – MVC01-20
307
25 Pin assignment
308
25 Pin assignment
309
25 Pin assignment
Connector X01: Dialogue/Diagnosis
Pin Type Assignment
3
(K) TxD
2
(L) RxD
4
(+)
5
(-)
1
n.c.
Connector X03: Sensors
Pin Type Assignment
A
(+)
J Signal Analogue Input 4
K
(-)
C Signal Temperature Input 3
B
(-)
D Signal Temperature Input 4
Connector X02: Sensors
Pin Type Assignment
L
(+)
K Signal Speed / position sensor 1
U
(-)
J
(+)
H Signal Speed / position sensor 2
T
(-)
A
(+)
M Signal Camshaft index adjuster
N
(-)
G
(+)
F Signal Analogue Input 2
S
(-)
E
(+)
D Signal Analogue Input 3
R
(-)
C Signal Temperature Input 1
B
(-)
V Signal Temperature Input 2
P
(-)
L
G
N
E
F
M
H
I
Temperature Input 5
Digital Input 10
Digital Input 11
PWM-/Frequency Intput
Connector X04: System signals
Pin Type Assignment
E
(+)
D Signal Analogue Input 1
M
(-)
F Signal Analogue Output 1
G Signal Analogue Output 2
N
(-)
H Signal PWM-/Frequency Input
I
(-)
A
(H)
J
(L) CAN-bus 1
K
(-)
C
B
L
310
(-)
Signal
(-)
Signal
Signal
(+)
Signal
(-)
(H)
(L)
(-)
CAN-bus 2
25 Pin assignment
Connector X05: System signals
Pin Type Assignment
L
(+)
M
(+)
Voltage supply
T
(-)
N
(-)
A Signal Digital Input 1
B Signal Digital Input 2
C Signal Digital Input 3
D Signal Digital Input 4
E Signal Digital Input 5
F Signal Digital Input 6
G Signal Digital Input 7
P Signal Digital Input 8
R Signal Digital Input 9
K Signal Digital Output 1
J Signal Digital Output 2
H Signal Digital Output 3
S Signal Digital Output 4
Connector X07: Magnetic valves Bank B
Pin Type Assignment
A Signal Magnetic valve MVB1
B Signal Magnetic valve MVB2
C Signal Magnetic valve MVB3
D Signal Magnetic valve MVB4
E Signal Magnetic valve MVB5
P
(+) Supply MVB1 … MVB5
M Signal Magnetic valve MVB6
L Signal Magnetic valve MVB7
K Signal Magnetic valve MVB8
J Signal Magnetic valve MVB9
H Signal Magnetic valve MVB10
T
(+) Supply MVB6 … MVB10
G Signal Digital Output 6
F
PWM Output 2 / Digital Output
8 (optional)
N
S
R
n.c.
optional bank amplifier 2,
current controled
Connector X06: Magnetic valves Bank A
Pin Type Assignment
A Signal Magnetic valve MVA1
B Signal Magnetic valve MVA2
C Signal Magnetic valve MVA3
D Signal Magnetic valve MVA4
E Signal Magnetic valve MVA5
P
(+) Supply MVA1 … MVA5
M Signal Magnetic valve MVA6
L Signal Magnetic valve MVA7
K Signal Magnetic valve MVA8
J Signal Magnetic valve MVA9
H Signal Magnetic valve MVA10
T
(+) Supply MVA6 … MVA10
F
PWM Output 1 / Digital Output
7 (optional)
G Signal Digital Output 5
N
n.c.
S
optional bank amplifier 1,
R
current controled
311
25 Pin assignment
312
25 Pin assignment
Connector D
Pin
Type
1
2
15
16
Connector D
Assignment
Pin
Type
Assignment
(+)
(+)
Gnd
Gnd
Voltage supply
power side
7
6
5
Ref
Signal
Gnd
Analogue input 1
4
3
(+)
Gnd
Voltage supply
electronics
21
20
19
Ref
Signal
Gnd
Analogue input 2
68
Signal
Terminal 15
8
45
9
40
10
54
(H)
(H)
(L)
(L)
Gnd
35
34
33
(+)
Signal
Gnd
Analogue input 9
49
48
47
(+)
Signal
Gnd
Analogue input 10
63
62
61
(+)
Signal
Gnd
Analogue input 11
60
46
Signal
Gnd
Temperature input 1
64
65
66
67
69
70
Signal
Signal
Signal
Signal
Signal
Signal
Digital input 2
Digital input 3
Digital input 4
Digital input 5
Digital input 6
Digital input 7
53
39
25
11
14
28
42
Signal
Signal
Signal
Signal
Signal
Signal
Signal
Digital output 1
Digital output 2
Digital output 3
Digital output 4
Digital output 10 (LS)
56
Signal
Speed signal output
CAN bus 1
120 
22
59
23
41
24
55
(H)
(H)
(L)
(L)
Gnd
120 
36
37
38
TxD
RxD
Gnd
Dialogue/Diagnosis
50
51
52
(+)
Signal
Gnd
LSB
13
12
Signal
Gnd
Digital output 5
27
26
Signal
Gnd
Digital output 6
CAN bus 2
313
25 Pin assignment
Connector C
Connector C
Pin
Type
Assignment
Pin
Type
Assignment
22
8
(H)
(L)
Magnetic valve MVA 1
24
23
Signal
Gnd
Frequency input 1
18
4
(H)
(L)
Magnetic valve MVB 1
25
26
Signal
Gnd
Frequency input 2
21
7
(H)
(L)
(H)
(L)
Ref
Signal
Gnd
Analogue input 3
17
3
63
49
35
20
6
(H)
(L)
62
48
34
Ref
Signal
Gnd
Analogue input 4
16
2
(H)
(L)
(H)
(L)
Ref
Signal
Gnd
Analogue input 5
19
5
61
47
33
15
1
(H)
(L)
60
46
32
Ref
Signal
Gnd
Analogue input 6
9
10
(H)
(L)
Current output /
High pressure pump 1
(H)
(L)
Current output /
Ref
Signal
Gnd
Analogue input 7
11
12
59
45
31
69
55
41
(+)
Signal
Gnd
Ref
Signal
Gnd
Analogue input 8
Speed / position sensor 1
58
44
30
(+)
Signal
Gnd
Signal
Gnd
Temperature input 2
68
54
40
50
36
Speed / position sensor 2
51
37
Signal
Gnd
Temperature input 3
70
56
42
(+)
Signal
Gnd
Camshaft index adjuster
52
38
Signal
Gnd
Temperature input 4
(+)
(+)
Supply output
Supply output
Signal
Gnd
Temperature input 5
43
57
53
39
314
25 Pin assignment
Connector C
Pin
Type
Assignment
64
65
66
Signal
Signal
Signal
Digital input 1
Digital input 8
Digital input 9
29
67
Signal
Signal
Digital output 9
Digital output 13
13
27
Signal
Gnd
Digital output 7
14
28
Signal
Gnd
Digital output 8
315
25 Pin assignment
Pin
1
10
18
2
11
19
3
12
20
28
4
13
21
5
14
22
6
15
23
31
7
16
24
8
17
25
9
25
34
27
30
33
26
18
29
20
32
23
316
Connector X1-L
Type
Assignment
Ref +5V
Analog input 1
Signal
Gnd
Ref +5V
Analog input 2
Signal
Gnd
Ref +5V
Analog input 3
Signal
Gnd
SHLD
Shield
Ref +5V
Analog input 4
Signal
Gnd
Ref +5V
Analog input 5
Signal
Gnd
Ref +5V
Analog input 6
Signal
Gnd
SHLD
Shield
Ref +5V
Analog input 7
Signal
Gnd
Ref +5V
Analog input 8
Signal
Gnd
Signal
Analog input 11 (0..36V)
Gnd
SHLD
Shield
Signal
Digital input 1
Signal
Digital input 2
Signal
Digital input 3
Signal
Temperature input 1
Gnd
Signal
Temperature input 2
Gnd
Signal
Temperature input 3
Gnd
Pin
6
12
7
13
18
19
26
1
8
14
2
9
15
3
4
10
16
17
5
11
16
17
24
21
23
22
23
20
25
Type
(+)
(+)
Gnd
Gnd
(+)
Gnd
Signal
(L)
(H)
Gnd
(L)
(H)
Gnd
SHLD
(K)
(L)
(+ Ubat)
Gnd
(K)
(L)
(+ Ubat)
Gnd
SHLD
Signal
Gnd
Signal
Gnd
SHLD
Signal
Connector X1-R
Assignment
Voltage supply power side
Voltage supply electronics
Terminal 15
CAN bus 1
CAN bus 2
Shield
ISO 9141 / HZM
Dialogue/Diagnosis
HZM
Shield
Temperature input 4
Temperature input 5
Shield
Digital output 9 (DOE; Low 0,7A)
25 Pin assignment
Connector X1-L – MVC04-6
Connector X1-R – MVC04-6
317
25 Pin assignment
X2-L
Pin
2
11
19
4
13
21
3
12
20
27
6
15
23
5
14
22
28
9
17
25
34
8
16
24
7
29
1
10
18
26
33
32
31
30
318
Type
+12V
Signal
Gnd
+12V
Signal
Gnd
+12V
Signal
Gnd
SHLD
Ref +5V
Signal
Gnd
Ref +5V
Signal
Gnd
SHLD
Signal
Signal
Signal
Signal
Signal
Signal
Signal
Signal
SHLD
Signal
Signal
Signal
Signal
Signal
Signal
Signal
Signal
Assignment
Speed/position sensor 1
Speed/position sensor 2
Camshaft index sensor
Shield
Analog input 9
Analog input 10
Shield
Digital input 4
Digital input 5
Digital input 6
Digital input 7
Digital input 8
Digital input 9
Digital input 10
Digital input 11
Shield
Digital output 1 (High 2A max)
Digital output 5 (Low 0,7A max)
Pin
7
6
5
10
13
12
3
16
19
18
2
4
11
1
8
14
20
9
21
22
23
15
24
25
26
17
Type
(H)
(L)
(H)
(L)
(H)
(L)
(H)
(L)
(H)
(L)
(H)
(L)
SHLD
(H)
(L)
(H)
(L)
SHLD
Signal
Signal
Signal
SHLD
Signal
Signal
Signal
SHLD
X2-R
Assignment
Shield
Current output /
Current output /
Shield
Digital input 12
Digital input 13
Digital input 14
Shield
Digital input 15
Digital input 16
Digital input 17
Shield
25 Pin assignment
Connector X2-L – MVC04-6
Connector X2-R – MVC04-6
319
26 Bus protocols
26 Bus protocols
On request, one of the following bus protocols can be implemented in the firmware.
Bus system
Protocol
Notes
CAN bus
29-bit-identifier
HZM-CAN
available for all digital HEINZMANN devices
SAE J1939
standard for automotive applications
CAN bus
11-bit-identifier
CANopen
slave in predefined master-/slave connection set
12 additional TPDOs
DeviceNet
Slave in predefined master-/ slave connection set
Table 40: Bus protocols
The components of the series DARDANOS MVC03-8 and DARDANOS MVC04-6 feature
two CAN components each, so that up to two different CAN protocols are possible. The first
CAN bus is reserved for the  26.1 CAN protocol HZM-CAN. On the second CAN bus, either
HZM-CAN or one of the CAN protocols described below may be implemented.
26.1 CAN protocol HZM-CAN
The HEINZMANN-CAN protocol is based on the CAN specification 2.0B with a 29-bit
identifier. Transmission is on point-to-point, i.e. the telegrams are normally sent from exactly one unit to exactly one other unit. Beside the command code, the telegram identifier
therefore contains information about sender and receiver. The maximum 8 data bytes are
therefore available completely for operative data.
Sender and receiver can be any digital HEINZMANN devices or an external device linked
to the HEINZMANN CAN protocol by a customer (so called customer module). The devices are categorized as follows:
Device identifier
Device type
DC
Speed governor (conventional or direct injection)
GC
Generator management THESEUS
PE
Periphery module
CM
Customer module
PC
DcDesk 2000/CAN or ARGOS/CAN or HP 03/CAN
Table 41: Device types HZM-CAN
It is possible to have up to 31 devices connected to the network. Their maximum number
will in most cases depend on the network's capacity of utilization. Each device of the same
type is assigned a different node number. The device identifier (DC, GC…) appears in all
related parameter names.
320
26 Bus protocols
It is possible to link devices in varying combinations. In twin engine systems for marine
applications, for instance, it is possible to link together two speed governors (DC 
DC).
In generator applications, each THESEUS is linked to its speed governor (GC  DC),
while the THESEUS devices take care of the load ripartition between themselves (GC
 GC).
Periphery modules allow to increase the number of available input and output ports and
therefore of assignable sensors, switching functions and indicators (DC  PE). But
mainly they provide a second actuator for V-engines or a gas actuator for dual fuel engines.
Note
The HEINZMANN diagnosis devices connected to this CAN bus, such as
DcDesk 2000/CAN, allow very comfortable access to all control devices connected to the bus for parameterizing and diagnosis. If in a control, the HZMCAN protocol is implemented both on CAN bus 1 and on CAN bus 2, the communication with a HEINZMANN diagnosis device is possible on one bus only.
26.1.1 Configuration of the HEINZMANN CAN Bus
Any user/device linked to a HEINZMANN CAN bus will be precisely identified by
device type and node number. The device type is pre-determined by the type of the control device and cannot be changed. The node number, however, can be freely selected
but must not recur repeatedly for a specific device type.
The CAN network node number of the control unit is to be entered in the parameter 401
CanMyNodeNumber. Each control unit will receive only the messages that are addressed to it.
In generator systems, the node number of the generator control must be identical with
the one of the related speed governor. For both devices therefore the same entry is required in 400 CanMyNodeNumber. The units are differentiated by the device type, DC
or GC respectively. Node numbers of all other devices are assigned separately:
402 CanDCNodeNumber
node number 2 speed governor (twin system)
403 CanCMNodeNumber
node number of customer module
404 CanPENodeNumber
node number of periphery module
407 CanPENodeType
type of periphery module
The function parameter 4416 CanSegmentOrBaudrate determines whether to work with
the baud rate 416 CanBaudrate (4416 CanSegmentOrBaudrate = 0) or with the segment
settings in the parameters 410 CanPrescaler to 415 CanPropSegment (4416 CanSegmentOrBaudrate = 1).
In 416 CanBaudrate only the four indicated values are admissible as baud rates, for
every other entry 250 kBaud will be used. To these four values the segment settings
321
26 Bus protocols
listed in the following tables are stably assigned. If another baud rate should be necessary or the segment settings have to be changed because of the sampling moment or the
cable length, you will have to work with the segment settings (4416 CanSegmentOrBaudrate = 1).
All network participants must have configured to identical baud rates.
Parameter
125 kBaud
250 kBaud
500 kBaud
1 MBaud
410
Can1Prescaler
420 Can2Prescaler
27
13
6
6
411
Can1SyncJumpWidth
421 Can2SyncJumpWidth
2
2
2
0
412
Can1SamplingMode
422 Can2SamplingMode
0
0
0
0
413
Can1PhaseSegment1
423 Can2PhaseSegment1
2
2
2
0
414
Can1PhaseSegment2
424 Can2PhaseSegment2
3
3
3
1
415
Can1PropSegment
425 Can2PropSegment
7
7
7
3
416
Can1Baudrate
426 Can2Baudrate
125
250
500
1000
4416
Can1SegmentOrBaud
4426 Can2SegmentOrBaud
0/1
0/1
0/1
0/1
Table 42: Baudrate
CAN communication to another device is established only if both the sending device
type and the receiving device type are enabled with all nodes required. Connections to
one of the diagnosis devices (device type PC) on the other hand are ready to receive at
all times.
4400 CanCommDCOn = 1
device type speed governor enabled
4401 CanCommGCOn = 1
device type THESEUS enabled
4402 CanCommPEOn = 1
device type periphery module enabled
4406 CanCommCMOn = 1
device type customer module enabled
These configuration parameters will become active only after a  3.2 Saving Data to the
control and a  3.10 Reset of control unit.
26.1.2 Monitoring the CAN communication
Communication is constantly monitored. After the control device is switched on, the
amount of time determined in 400 CanStartTimeOutDelay may pass before an error
message is originated, in order to take account of the different start-up times of the con322
26 Bus protocols
trol units. All participants of the CAN network should have been parameterized for one
and the same time delay. During this interval, the complete network must have been
supplied power to prevent error messages from being output on powering the system up.
The parameters
2412 CanGCNodeState31to16
and/or:
2413 CanGCNodeState15to01
2414 CanPENodeState31to16
and/or:
2415 CanPENodeState15to01
2422 CanCMNodeState31to16
and/or:
2423 CanCMNodeState15to01
2424 CanPCNodeState31to16
and/or:
2425 CanPCNodeState15to01
indicate whether a connection is established between the control unit and one of the
connected modules. In doing so, the bit is activated that corresponds to the node number
of the module.
The following common error messages can be generated:
3070 ErrCanBus1
error of CAN bus 1
3071 ErrCanComm1
error of CAN Communications 1
3072 ErrCanBus2
error of CAN bus 2
3073 ErrCanComm2
error of CAN Communications 2
In case of a CAN bus error, the CAN controller outputs error messages such as BusOff.
In spite of resetting the controller, it may sometimes not be possible to clear the errors
permanently. In most cases, this will be due to wrong cabling, missing termination or
different Baud rates of single network participants. The control unit will then attempt to
establish an error-free communication status by repeatedly resetting the CAN controller.
The following table provides an overview of the assignment of error state for CAN bus
errors:
Error
Code
0
0x0001
Meaning
CAN bus error
CAN controller is in BusOff state.
Table 43: Possible errors CAN bus
The CAN communication errors 3071 ErrCanComm1 and 3073 ErrCanComm2 are, by
contrast, network errors with respect to content, i.e., there is no physical fault and communication is in principle possible. Information on the communication errors concerning the HEINZMANN CAN bus can be obtained from the following parameters:
2401 CanTxBufferState
status of transmitter buffer
2402 CanRxBufferState
status of receiver buffer
2403 CanRxTimeout
status of reception timeout monitoring
2404 CanTypeMismatch
status of device number
323
26 Bus protocols
The values of the parameters 2401 through 2404 are in binary code with the bit number
corresponding to the device ID. Any indication by these parameters will activate the error 3071 ErrCanComm1 or 3073 ErrCanComm2.
The transmitter and receiver buffers are monitored for overrun for each device type and
indicated by the parameters 2401 CanTxBufferState and 2402 CanRxBufferState. The
messages must be received within a certain time window, otherwise the error 2403
CanRxTimeout will be set. The error 2404 CanTypeMismatch signals a configuration
fault due to a second participant with identical device number and identical device type
being connected to the network. In this case, the command disables CAN communication until the configuration error is corrected by a modification of the node number.
If there is overrun of the transmitter or receiver buffer, only this error will be indicated
and communication continue though one message or more might not have been sent or
received. If some messages could not be transmitted due to a transmitter buffer overrun,
the opposite station will signal the timeout error.
Generally, the error 2403 CanRxTimeout will be set whenever there is no answer from
the opposite station. Though in this event messages will continue to be transmitted to
the opposite station there will a change-over to certain emergency operations with regard to content.
Whether the control device is generally ready to communicate via CAN is indicated by
parameter 2405 CanOnline.
The following table provides an overview of the assignment of error state for CAN
communication errors:
Error
Code
0
0x0001
Meaning
Receipt time was exceeded
Parameter 2403 CanRxTimeout shows on what device type the timeout has occurred.
1
0x0002
Overflow of receipt buffer
The receipt buffer has overflown. Some messages could not be received. Parameter 2402 CanRxBufferState shows on what device type
the receipt buffer has overflown.
2
0x0004
Overflow of send buffer
The send buffer has overflown. Some messages could not be sent.
Parameter 2401 CanTxBufferState shows on what device type the
send buffer has overflown.
3
0x0008
Erroneous device configuration
Two devices with the same device number and of the same device
type are connected to the CAN network. CAN communication is disabled.
324
26 Bus protocols
Table 44: Possible errors in CAN communication
26.1.3 Generator control THESEUS
In generator systems, the node number of the generator control must be identical with
the one of the related speed governor. For both devices therefore the same entry is required in 400 CanMyNodeNumber. The connection is activated with 4401 CanCommGCOn = 1. One of the parameters 2412 CanGCNodeState31to16 or 2413
CanGCNodeState15to01 respectively indicates whether the connection is established.
The bit with the node number of THESEUS is set during active communication.
THESEUS sends the values of 2042 GenSetOffset, 2111 FuelGenSetOffset and 3200
GenCtrlMainsOrIsland to the speed governor. The related functions are described in 
13 Generator operation.
26.1.4 Periphery module
A periphery module is used when more inputs or outputs than the ones available on the
control device are required. In particular, it is necessary for dual fuel systems, where a
second actuator is required for gas positioning.
The node number of periphery module must be entered in 404 CanPENodeNumber. In
parameter 407 CanPENodeType the type of periphery module used must be entered.
Type
Module
Maximum amount (partly by choice)
AD/Tmp/PWM
Digital
inputs
Digital
outputs
Analogue
outputs
PWMoutputs
Actuators
Sensors
0
PE 2-01
10 (4/2/4)
8
5
4
5
1
1
DC 6-07
7 (3/1/3)
5
2
2
2
1
2
ELEKTRA
fixed
0
0
0
0
1
3
PE 1-03
9 (5/2/2)
12
3
2
3
1
4
PE 1-04
11 (8/2/1)
11
5
2
3
3
Table 45: Periphery modules
One of the parameters 2414 CanPENodeState31to16 or 2415 CanPENodeState15to01
respectively indicates whether the connection is established. The bit with the node number is set during active communication.
26.1.4.1 Command transmission
Some commands originating from the speed governor and transmitted by the CAN
bus can be addressed to the periphery module and immediately put into practice
there. This refers to error clearance and automatic reset of the speed governor. It
325
26 Bus protocols
does not matter whether the function was output by the speed governor via a communication unit such as DcDesk 2000 or the handheld programmer or by the switching function 2828 SwitchErrorReset. Whether the related function is to be transmitted to the periphery module is set in
4444 PEErrorResetOn = 1
forward error clearing command
4445 PEAutoResetOn = 1
forward control reset command
Especially during commissioning it makes sense to carry out the automatic reset at
the same time for speed governor and periphery module, for in this way both control
units boot at the same time and find each other over the CAN bus.
26.1.4.2 Actuator
The fuel setpoint for control of the actuator on the periphery module side is provided
by the control device in 2355 PEFuelQuantity. If an adjustment of fuel setpoint to
position values is required, for instance when a non-linear throttle valve is addressed,
then this must be done on the side of the periphery module. The set values for the actuators are fed back by the periphery module to the speed governor and indicated in
2355 PEActPos.
A "0" should be entered in parameter 440 PEActPosSetpSendRate responsible for the
telegram sending rate, in order for the actuator position to be transmitted as often as
possible. Telegram transmission is enabled with 4440 PEActPosSetpointOn = 1.
Automatic matching of the periphery module actuator must occur directly at the periphery module.
26.1.4.3 Sensors
The maximum number of sensors of a periphery module results from the maximum
number of available analogue inputs (current/voltage), temperature inputs and PWM
inputs. Numbering of sensors is in this sequence, starting from 1.
Allocation to the sensors of the control device is done in parameters 900 AssignIn_...
as described in  21 Sensors). As channel type the value 2 must be entered in 4900
ChanTyp...
26.1.4.4 Digital inputs
The allocation of digital inputs of the periphery module to switching functions is described in detail in  22.2 Assignment of digital inputs.
26.1.4.5 Digital outputs
For allocation of the digital outputs of the control device, the two variants described
in detail in  24.5 Digital outputs are possible
326
26 Bus protocols
The respective parameter numbers are the ones starting from 450 PEDigOut1_Assign
for simple allocation and starting from 4460 PEDigOut1:Logic, 4480
PEDigOut1:Prior and 9000 PEDigOut1:Param for multiple allocation
Current values of digital outputs are indicated in the parameters starting from 2470
PEDigitalOut...
441 PEDigOutSendRate defines how frequently the telegram with the digital output
values will be sent. A value of 0 means that the telegram will be sent only if there is
a state change in at least one digital output. If the telegram is to be sent at all is determined by setting parameter 4441 PEDigOutOn = 1.
26.1.4.6 Analogue outputs
Parameter setting for analogue outputs of the periphery module is identical to the parameter setting of  24.4 PWM outputs for your own hardware. The only difference
consists in the physical value range of the analogue output (e.g. 4..20 mA), which
must be set on the side of the periphery module. In the control device only the value
assigned to the output is indicated ( 24.4.3 Value Range of output parameters) and
whether there are limits to the value range.
The parameters for the analogue outputs of the periphery module are determined
starting from 480 PECurrOut... (resp. 480 PEAnaOut...).
480 PECurrOut1_Assign
483 PECurrOut1_ValueMin
484 PECurrOut1_ValueMax
The currently transmitted values are indicated in 2480 PECurrOut...
442 PEAnalogOutSendRate defines how frequently the telegram with the analogue
output values will be sent. A value of 0 means that the telegram will be sent only if
there is a state change in at least one analogue output. If the telegram is to be sent at
all is determined by setting parameter 4442 PEAnalogOutOn = 1.
26.1.4.7 PWM outputs
Parameter setting for  24.4 PWM outputs of the periphery module is identical to parameter setting for your own hardware. The only difference consists in the utilized
range of the PWM transmission (e.g. 10..90 %), which must be set on the side of the
periphery module. In the control device only the value assigned to the output is indicated ( 24.4.3 Value Range of output parameters) and whether there are limits to
the value range. The parameters for the PWM outputs of the periphery module are
determined starting from 455 PEPWMOut...
455 PEPWMOut1_Assign
458 PEPWMOut1_ValueMin
459 PEPWMOut1_ValueMax
327
26 Bus protocols
The currently transmitted values are indicated in 2475 PEPWMOut...
443 PEPWMOutSendRate defines how frequently the telegram with the PWM output
values will be sent. A value of 0 means that the telegram will be sent only if there is
a state change in at least one PWM output. If the telegram is to be sent at all is determined by setting parameter 4443 PEPWMOutOn = 1.
26.1.5 Customer module
The use of a freely selectable customer device as customer module and its connection to
the HEINZMANN-CAN bus protocol in this device are described in detail in the manual HEINZMANN CAN Customer-Modul, publication No. DG 05007-e. This manual
also describes all parameters that require setting in the control device itself. The channel
type required for sensors and switching functions received by the customer module
must be set to the value 8.
26.2 CAN protocol CANopen
The CANopen protocol is an open protocol with general validity for the most different applications. It defines the way data is transmitted but not the contents of the resulting communication. Data transmission therefore must be agreed between the users on both sides.
The HEINZMANN devices are conceived as slaves in the Predefined Master/Slave Connection Set In addition to the standard four TPDOs, additional 12 TPDOs are available.
The HEINZMANN control device allows to parameterize all values to receive and send.
As channel type for sensors and switching functions, the value 4 must be entered. This is
described extensively in the manual CANopen Implementation, publication N° DG 06 002e.
26.3 CAN protocol DeviceNet
The DeviceNet protocol is an open protocol with general validity for the most different applications. It defines the way data is transmitted but not the contents of the resulting communication. The HEINZMANN control device allows to parameterize all values to receive and send.
The HEINZMANN devices support only a part of the complete protocol, the so called
Predefined Master/Slave Connection Set. This establishes a master/slave connection,
whereby all HEINZMANN devices act as slaves. The respective messages are exclusively
Group 2 Messages, i.e. the HEINZMANN devices support only Group 2 Only Messages.
Setting of parameters for DeviceNet connections to HEINZMANN control devices is described in detail in the DeviceNet manual, publication DG 06 003-e. As channel type for
sensors and switching functions, the value 5 must be entered.
328
26 Bus protocols
26.4 CAN protocol SAE J1939
The SAE J1939 protocol is a standardized protocol used primarily in automotive applications. It describes both the way data is transmitted as the content of the data. In general, it
is the firmware of the control device that decides which data can be received and sent. The
single telegrams may be enabled and disabled with parameter settings. Each telegram
source and transmission rate may be parameterized separately. As channel type for sensors
and switching functions, the value 7 must be entered. The SAE J1939 connection to
HEINZMANN control devices is described extensively in the manual SAE J1939, publication N° DG 06 004-e.
329
27 Data management
27 Data management
The control provides various parameters for information on governor type, software version, hardware version, etc.
27.1 Serial number of control unit
Each individual control unit is unambiguously identified by a serial number. The first 4
digits identify the year of production and the month of delivery. The remaining digits represent the serial production number. The serial number is to be found on the
HEINZMANN type plate or can be viewed in the following parameters:
3844 SerialDate
year and month of production
3845 SerialNumber
serial production number
27.2 Identification of control
The application-dependent functionality of a control is unambiguously defined by the software, which runs only on exactly one specific type of hardware.
3840 HardwareVersion
version number of control hardware
3842 SoftwareVersion
version number of control software
3843 BootSoftwareVersion
version number of bootloader software
The software version identifier consists of a unique two to four digit customer number defined by HEINZMANN, by a one to two digit variant number and by a two digit revision
index. DcDesk2000 and the Hand Programmers will permit the customer access only to
control devices including software with a specific customer number. The variants serve to
define different implementations, e.g., for different engines of a manufacturer or for different applications of a certain type engine. Due to software extensions there can exist different revision stages for the same variant with every higher ranking revision index including
the next lower one and replacing it completely.
27.3 Identification number of PC-programme / handheld programmer
Each HEINZMANN PC programme and each HEINZMANN handheld programmer (
3.1 Possibilities of parameterization) has a specific identification number that is passed on
to the control. The current identification number of the PC programme or handheld programmer is displayed by the parameter 3850 Identifier. The identification number of the
PC programme or handheld programmer which was utilized last for storing parameter
changes in the control can be viewed by the parameter 3851 LastIdentifier. The user of this
identifier is responsible for the setting of parameters.
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28 Error Handling
28 Error Handling
28.1 General
The HEINZMANN control devices DARDANOS MVC03-8 and DARDANOS MVC04-6
include an integrated error monitoring system by which errors caused by sensors, speed
pickups, etc., may be detected and reported. It is also possible to use digital outputs ( 24.5
Digital outputs) for external indication of the errors by visual or audible signals or to send
the error messages to a higher-level system by way of communication modules.
The various errors may be viewed at the parameters 3000..3099, 13000..13099 and
23000..23099. A currently set error parameter will read the value "1", otherwise the value
"0".
Generally, the following errors types can be distinguished:
 Errors in configuring the control and adjusting the parameters of the control device
These errors are caused by erroneous input on the part of the user and cannot be intercepted by either the PC or the handheld programmer. They do not occur in series
fabricated controls.
 Errors occurring during operation
These errors are the most significant when using governors produced in series. Errors
such as failures of speed pickups, setpoint adjusters, pressure and temperature sensor, or logical errors such as excessive temperatures or low boost pressure are typical
of this category.
 Internal computational errors of the control
These errors may be due to defective components or other inadmissible operating
conditions. Under normal circumstances, they are not likely to occur.
To cancel any error one should first eliminate its cause before clearing any of the current
errors. Some errors are cleared automatically as soon as the failure cause has been eliminated (see also  28.5 Error parameter list). Errors can be cleared by means of the PC, by
the handheld programmer or, if configured accordingly, by a digital input ( 22 Switching
functions). Fatal errors leading to an emergency shutdown can be cleared only when the
engine has stopped. If the system does not stop reporting an error, the search for its cause
must go on.
On principle, the control starts operating on the assumption that there is no error and will
only then begin to check for possible occurrences of errors. This implies that the control
can be put into an error free state by a  3.10 Reset of control unit, but will immediately
begin to report any errors that are currently active.
Basically, all errors may be subdivided into three categories. The first category consists or
mere warnings, meaning that the control device has not recognized an actual error but, for
example, a sensor value is out of its admissible range. Such warnings are generated mainly
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28 Error Handling
by the sensor value monitoring functions  10 Warning and emergency shutdown functions, such as the  10.12 Speed dependent oil pressure monitoring.
Besides there are errors which allow the engine to continue to run, albeit possibly with
limited functionality (e.g., a sensor has failed).
The last category consists of what are called fatal errors that will lead to an emergency
shutdown of the engine (e.g. overspeeding, failure of both speed pickups).
These error categories are signalled by the following three parameters:
3799 CommonWarning
only warnings
3800 EmergencyAlarm
emergency alarm
3801 CommonAlarm
common alarm
Parameter 3799 CommonWarning is set exclusively when there are only warnings. The parameter 3801 CommonAlarm will be set on the occurrence of any error, 3800 EmergencyAlarm only for fatal errors. Thus, 3799 CommonWarning and 3800 EmergencyAlarm will
never occur alone by themselves.
Normally, these two alarm parameters are assigned to  24.5 Digital outputs in order to be
able to signal the error condition. The emergency alarm is usually output in inverted form
(low-active) and interpreted as the signal "Governor ready" which would also signal a fatal error in case of missing power supply.
With this assignment, the outputs are to be interpreted as follows:
Status "Common alarm"
not active
not active
active
active
Status "Governor ready"
not active
active
not active
active
Meaning
no power supply
no error
emergency alarm
common alarm
Table 46: Alarms
The "Governor ready" output, i.e., the inverted emergency alarm signal, is usually used to
activate the overspeed protection device.
Note
Both in the system DARDANOS MVC03-8 and in the system DARDANOS
MVC04-6 the digital output 10 is used for common alarm. The  28.6
Bootloader uses this output for the indication of state (see  28.6.2 Bootloader
status indication).
As to the common alarm, there also exists the option to make the output blink at a frequency of 1 Hz to denote a warning (e.g., for  10.12 Speed dependent oil pressure monitoring). For this purpose, the parameter 5101 CommAlarmWarnFlashOn is to be set to "1".
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28 Error Handling
As soon as at least one true error (no warning) comes in, the common alarm will be continuously active.
The common alarm output can also be configured in such a way that the output is reset for
0.5 seconds on the occurrence of any new error. An PLC connected to the output will thus
be able to detect the new error. For this configuration, the parameter 5102 CommonAlarmResetOn should be set to "1" and the above function disabled (5101 CommAlarmWarnFlashOn = 0).
28.2 Seven Segment Display
The circuit board includes two 7-segment displays. If any error occurs, it will display the
parameter number of the current error. Since the first two digits always read 30, it will suffice to have but the last two digits displayed. If several errors have occurred at the same
time, they will in turn be displayed one after another for one second and then again from
the beginning. When no error is active, the number “00” is displayed.
The values displayed here can also be viewed by means of the parameter
3820 SevenSegmentDisplay
In contrast to any other errors, failures of the individual cylinders will no be displayed by
their error number but by their respective cylinder number, in other words, the error number 3058 is not indicated by 58 but by A9. For the cylinder bank B the lower-case letter b
will be used to prevent confusion with the digit 8. Indication for cylinder number 10 will
be by 0 so that b0, e.g., will indicate an error of cylinder B10
The two points provided by the display are used to signal detection of speed by speed
pickup 1 and respectively by speed pickup 2. When the engine is at standstill, a point will
light up on the bottom right of either of the display's digits. As soon as the control unit detects any speed these points are switched off, the left point for pickup 1 and the right one
for pickup 2. If both pickups are at fault before engine start, both points will be visible during the attempt to start the engine.
Whenever an exception error occurs the value of the exception error parameter (3095
through 3099 will be indicated by the display. Depending on the error type, it may happen
that communication with the control unit is interrupted. In such a case, the seven-segment
display can still serve as a diagnostics tool.
E plus one dash will be followed by a number corresponding to the parameter
3095 ExceptionNumber.
E plus two dashes will be followed by four numbers corresponding to the parameters 3096 ExceptionAddr1High and 3097 ExceptionAddr1Low.
E plus three dashes will be followed by four numbers corresponding to the parameters 3098 ExceptionAddr2High and 3099 ExceptionAddr2Low.
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28 Error Handling
This indication is periodically repeated in turn.
When in  0 Supplementary Information
Note
 23.3.5.1 Error monitoring at frequency output
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28 Error Handling
mode, the seven-segment display will serve to output other information.
28.3 Configuration errors
If the configuration of the control device is faulty, this will be indicated in 3092 ErrConfiguration. A faulty configuration may result for instance if during parameter setting for
inputs and outputs the channel type was not indicated.
In addition to 3092 ErrConfiguration an error code is output in 3000 ConfigurationError,
which gives information about the type of error occurred. The message displayed in 3000
ConfigurationErrorchanges every second and shows all currently present configuration errors.
The communication programme  3.3 DcDesk 2000 displays the error message for configuration errors in the window "Current errors".
Note
A configuration error cannot simply be cleared with the command "clear error"; the cause
of the error must be corrected first. Most configuration errors are checked only when the
control device starts. Therefore a reset will be necessary after the parameters have been
changed and saved in the control device.
The following tables give an overview of the error codes and their meaning. It depends on
the version of the control device software whether one of the mentioned communications
protocols is supported or less. In other words, not all the errors mentioned here will occurr
in a specific control unit.
Configuration errors – switching functions allocation
800
Channel type was assigned to a switching function not supported by the software
804
Channel number too high for customer protocol switching function
805
Channel number too high for CANopen switching function
806
Channel number too high for DeviceNet switching function
807
Channel number too high for Modbus switching function
808
Channel number too high for SAE J1939 sensor input.
809
Channel number too high for HZM-CAN customer module switching function
810
Channel number too high for HZM-CAN twin-module switching function
854
Customer protocol inactive or not supportive of switching functions
855
CANOpen inactive or not supportive of switching functions
856
DeviceNet inactive or not supportive of switching functions
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28 Error Handling
857
Modbus inactive or not supportive of switching functions
858
SAE J1939 switching input inactive or features no digital inputs
859
HZM-CAN customer module inactive or not supportive of switching functions
860
HZM-CAN twin-module inactive or not supportive of switching functions
Configuration errors - sensor allocation
900
Channel type was assigned to sensor not supported by the software
901
Channel number too high for analogue sensor input
902
Channel number too high for PWM sensor input
903
Channel number too high for HZM-CAN-PE module sensor input
904
Channel number too high for customer protocol sensor input
905
Channel number too high for CANopen sensor input
906
Channel number too high for DeviceNet sensor input
907
Channel number too high for Modbus sensor input
908
Channel number too high for SAE J1939 sensor input.
909
Channel number too high for HZM-CAN customer module sensor input
910
Channel number too high for HZM-CAN twin-module sensor input
Configuration error – speed range
1000 Frequency resulting from teeth number and maximum required speed is too high.
Configuration error engine/injection pump
1010
Engine configuration not possible with this control device (e.g., 8 cylinder engine
with MVC04)
1011
Configuration of high-pressure pump injection not possible with this control device
(e.g., 8 cylinder engine with MVC04)
Communication protocol CANopen
21750 CANopen not active, but values from it have been requested
Communication protocol Modbus
21800 Modbus not active, but values from it have been requested
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28 Error Handling
Communication protocol DeviceNet
21850 DeviceNet not active, but values from it have been requested
21851 A DeviceNet sensor that is not transmitted was allocated
Communication protocol SAE J1939
21900 SAE J1939 not active, but values from it have been requested
Communication protocol HZM-CAN CM
21950 HZM-CAN CM not active, but values from it have been requested
Table 47: Configuration errors
28.4 Error memories
When the control is powered down it will lose any existing information on actual errors. In
order to be able to check upon which errors have occurred, a permanent error memory has
been incorporated in the control. Any errors that have occurred at least once will be stored
there,
For each error registered since the error memory was last cleared, an error count and the
time of first and last occurrence are registered. The times are indicated in form of operating
hours of the engine, i.e. the hours the engine has been running. The error count is increased
only if the engine operating hours counter has changed by at least one second since the last
occurrence of the error.
In addition, for each error up to four data about the circumstances of its occurrence may be
registered, e.g., speed, fuel quantity, coolant temperature for the last occurrence. The relevant environment information is defined via DcDesk 2000.
The values stored in the error memory are treated by the control merely as monitor values
and are not any further taken account of. In other words, it is only the errors occurring during operation that the control will respond to.
The permanent error memory can be cleared by means of the PC or the handheld programmer only. After clearance, the control will revert to accumulating any occurring errors
in the empty error memory.
Note
When the parameter 5100 NoStoreSerrOn is set to "1" and the error memory is
then cleared, no errors will be stored in the error memory before the next 
3.10 Reset of control unit. This feature is meant to provide the possibility of
shipping a control with customer specific data in an error-free state without
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28 Error Handling
having to stimulate the inputs with the correct values. The parameter 5100 itself cannot be stored.
28.5 Error parameter list
The error parameter list of the main program listed below contains descriptions of the
causes of each single error and of the control's response. Furthermore, it lists the appropriate actions to be taken to eliminate the respective error.
Errors are grouped in ascending order with the numbers 3001..3099, 13000..13099,
23000..23099 Each number corresponds to a group of errors of up to 14 single error states
and two additional informations. Error states are structured in bits (see  Table 48). If several errors belonging to the same group are set at the same time, the respective combination of error bits is shown in hexadecimal format. In DcDesk 2000 there is a special window indicating the current errors, in which each single error state and a short description
are indicated.
At least one of the errors from 0 to 13 (0x0001..0x2000) of each error group has a meaning, which is described in the following section.
Error 14 is set (0x4000) when all other active errors of this error group are only warnings.
Error 15 means that at least one of the errors 0…13 of this error group has led to an emergency shutdown (0x8000).
Errors which have not been used are not described.
The following table shows an overview of the single errors of an error group, together with
the respective code and a description ot the two errors 14 and 15, which exist in each error
group. The two errors 14 and 15 are not mentioned again in the following description of
the single error groups.
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28 Error Handling
Error
Code
Meaning
0
0x0001
1
0x0002
2
0x0004
3
0x0008
4
0x0010
5
0x0020
6
0x0040
7
0x0080
8
0x0100
9
0x0200
10
0x0400
11
0x0800
12
0x1000
13
0x2000
14
0x4000
Warning
- At least one error in this group has triggered off a warning.
 only indicated
15
0x8000
Emergency shutdown
- At least one error in this group has triggered off an emergency
shutdown.
 The engine is stopped / cannot be started.
Table 48: General error status
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28 Error Handling
28.5.1 Speed sensors
3001 ErrPickUp1
3002 ErrPickUp2
Error
Meaning
0
Speed pickup has failed or cable of speed pickup is faulty
- For a certain interval of time no signal is measured (monitoring only when 2000
Speed > 256 StartSpeed2).
- The camshaft index sensor has measured a revolution and the speed pickup
transmits no signal.
- The emergency operation camshaft index sensor is already synchronized and
the speed pickup transmits no signal.
 The speed pickup is disbled and its tasks are taken over by a redundant pickup
(if available).
 Check distance between speed pickup and gear rim.
 Check cable to pickup.
 Check pickup, replace if necessary.
1
Speed pickup does not start or is too far away from gear rim
- The speed pickup delivers no signal although the redundant pickup already registers a speed. Only for redundant speed pickups 1 and 2.
(if available).
 Check distance between speed pickup and gear rim.
 Check cable to pickup.
3
Speed pickup transmits a frequency which is too high
- The interrupt difference over several periods is shorter than 500 µs, meaning
that the input frequency is too high.
(if available).
4
Speed pickup has been mounted in wrong direction of magnetization
- Monitored only if function 4015 CheckPickUpDirection is active
 Only error message
 Check preferred direction of speed pickup.
 Check configuration of preferred direction.
Table 49: Possible errors: Speed pickups
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28 Error Handling
Supplementary Information
 6.3.1 Monitoring mode of pickups during engine start
 6.3.2 Failure monitoring of pickups when engine is running
 6.3.6 Monitoring of excessive frequency
 16.7 Verification of preferred sensor direction
28.5.2 Camshaft index sensor
3003 ErrPickUpIndex
Error
Meaning
0
Camshaft index sensor has failed or cable to camshaft index sensor is faulty
- For a certain interval of time no signal is measured (monitoring only when 2000
Speed > 256 StartSpeed2).
- Crankshaft gap has been detected but camshaft index sensor transmits no signal.
 On engine start: emergency shutdown, if test procedure is not allowed, otherwise attempt to synchronize.
 With running engine: only error message
 Check distance between camshaft index sensor and gear rim.
 Check cable to camshaft index sensor.
 Check camshaft index sensor, replace if necessary.
4
Camshaft index sensor has been mounted in wrong direction of magnetization
- Monitored only if function 4016 CheckPickUpDirection is active.
 Check preferred direction of camshaft index sensor.
 Check configuration of preferred direction.
Table 50: Possible errors: Camshaft index sensor
 6.3.3 Failure monitoring of camshaft index adjuster during engine start
 6.3.4 Failure monitoring of camshaft index adjuster when engine is running
 6.3.5 Monitoring of mounting direction
 16.5 Failure of camshaft index sensor
 16.7 Verification of preferred sensor direction
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28 Error Handling
28.5.3 Overspeed
3004 ErrOverSpeed
Error
Meaning
0
Overspeed pickup 1
- Engine speed as registered by pickup 1 was/is exceeding overspeed.
- A combination between teeth number of pickup 1 and maximum
speed/overspeed results in a measuring frequency higher than allowed.
 Emergency shutdown
 Check overspeed parameter (21 SpeedOver).
 Check adjustment of set speed.
 Check PID adjustment.
 Check whether overspeeding was due to thrust operation.
1
Overspeed pickup 2
- Engine speed as registered by pickup 2 was/is exceeding overspeed.
- A combination between teeth number of pickup 2 and maximum
speed/overspeed results in a measuring frequency higher than allowed.
2
Overspeed camshaft index sensor
- Speed of camshaft index sensor was/is exceeding overspeed.
 For emergency camshaft wheel: emergency shutdown
 For camshaft measuring pin: only error message
Table 51: Possible errors: Overspeed
 6.4 Overspeed monitoring
 6.2 Speed sensing
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28 Error Handling
28.5.4 Setpoint adjusters and sensors
3005 ErrSetpoint1Extern
3006 ErrSetpoint2Extern
3007 ErrLoadInput
3008 ErrSyncInput
3009 ErrBoostPressure
3010 ErrOilPressure
3011 ErrAmbientPressure
3012 ErrCoolantTemp
3014 ErrOilTemp
3015 ErrFuelTemp
3016 ErrExhaustTemp
3017 ErrRailPress1
3018 ErrRailPress2
3019 ErrExcitReduct
3020 ErrSpeedReduct
3023 ErrMeasuredPower
3024 ErrPowerSetpoint
3026 ErrFuelPress
3027 ErrOilLevel
3028 ErrFuelLimitExtern
13040 ErrExhaustTempCyl1
Error
Meaning
0
- The measuring value of the respective input value is below the lower error
threshold.
 Check sensor.
1
Signal short circuit to supply voltage
- The measuring value of the respective input value is below the upper error
threshold.
 Check sensor.
2
Sensor supply voltage, cable break or short circuit to earth
- The measured value of the respective reference voltage is below 4.5 V.
343
28 Error Handling
Error
Meaning
 Check sensor.
3
Sensor supply voltage, short circuit to supply voltage
- The measured value of the respective reference voltage is greater than 5.5 V.
 Check sensor.
4
Error via communication module
- The connection to the communication module has dropped.
- The communication module delivers an erroneous sensor value.
 Check the connection to the communication module.
 Check sensor.
5
Threshold 1 surpassed in excess or in default
monitoring.
6
Threshold 2 surpassed in excess or in default
monitoring.
Table 52: Possible errors: Setpoint adjusters and sensors
 21.6 Modifying reactions to sensor errors
 24.2.4 Error detection for analogue inputs
 10.1 General monitoring of sensor values
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28 Error Handling
28.5.5 Injection
3035 ErrInjection
Error
Meaning
0
Cylinder error
- More than 1920 CylinderFaultEcy cylinders report an error.
- Monitored only if function 5920 CylinderFaultEcyOn is active
1
Overlapping of injection at amplifier A
- At amplifier A, the injection for the current cylinder starts before the end of
2
Overlapping of injection at amplifier B
- At amplifier B, the injection for the current cylinder starts before the end of
3
Short circuit high-side to earth at amplifier A
- All injectors of amplifier A register overcurrent high-side PWM
4
Short circuit high-side to earth at amplifier B
- All injectors of amplifier B register overcurrent high-side PWM
Check cabling and injector.
5
Short circuit high-side to supply voltage at bank A
6
Short circuit high-side to supply voltage at bank B
7
Short circuit low-side to earth at amplifier A
- At least one injector of amplifier A registers a rise time which is too great or not
measurable.
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28 Error Handling
Error
Meaning
8
Short circuit low-side to earth at amplifier B
- At least one injector of amplifier B registers a rise time which is too great or not
measurable.
9
Short circuit low-side to supply voltage at bank A
- One injector on bank A registers low-side overcurrent
10
Short circuit low-side to supply voltage at bank B
- One injector on bank B registers overcurrent low-side
Table 53: Possible errors: Injection
 17.5 Detection of control valve errors
28.5.6 Synchronization
3036 ErrSynchronisation
Error
346
Meaning
0
Synchronizing lost with running engine
- Monitoning only as long as 2000 Speed > 256 StartSpeed2
 injection is turned off, attempt at renewed synchronization
 Check distance of pickup from sensing wheel.
 Check sensing wheel.
 Check speed pickup
 Check parameter 6 GapRatio.
1
Distance between gap and index sensor is too great
- Monitoring only during engine start.
- Monitored only if function 4007 CheckGapToIndexDist is active.
 Check configuration of sensor positions.
28 Error Handling
Error
Meaning
2
Wrong number of teeth on active crankshaft impulse transmitter
- The number of measured teeth between two gaps following one after the other
does not correspond to the pre-set number of teeth.
 Injection is turned off, attempt at renewed synchronization
 Check speed pickup.
3
Synchronization not possible
- Synchronization was not successful within 10 seconds after attempted engine
start.
4
Wrong number of teeth on emergency camshaft wheel
- The additional tooth of the emergency camshaft wheel is not registered where
expected.
 during emergency operation: emergency shutdown
 otherwise: only error message
 Check distance of pickup from camshaft wheel.
 Check camshaft wheel.
Table 54: Possible errors: Synchronization
 16.4 Synchronization by tooth gap
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28 Error Handling
28.5.7 Injector supply voltage
3037 ErrInjectorSupply
Error
Meaning
5
Injector supply voltage is too low
- The injector supply voltage is too low by more than 10 V for over 1 second.
 warning
6
Injector supply voltage is too high
- The injector supply voltage is too high by more than 10 V for over 1 second.
 warning
Table 55: Possible errors: Injector supply voltage
 17.2 Actuation of control magnets
28.5.8 Integrated power governor
3048 ErrPowerGovernor
Error
Meaning
0
Power control deviation too great
Table 56: Possible errors: Integrated power governor
 13.2.3 Integrated power governor
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28 Error Handling
28.5.9 Injectors
3050 ErrCylinder1
3051 ErrCylinder2
3052 ErrCylinder3
3053 ErrCylinder4
3054 ErrCylinder5
3055 ErrCylinder6
3056 ErrCylinder7
3057 ErrCylinder8
13025 ErrHPRInject1
13026 ErrHPRInject2
Error
Meaning
0
Current < (ca.) 1 A
- During the whole time the main injection was addressed, current never surpassed ca. 1 A. This means that no current reached the valve (broken cable).
1
switched off the power supply.
2
3
- The hardware has recognized an overcurrent on the high-side FreeWheel transistor and switched off the power supply.
4
No fly time was registered
- No fly time was registered.
5
Fly time too short
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28 Error Handling
Error
Meaning
6
Flytime too long
7
- No fly time was registered.
8
Rise time too long
Table 57: Possible errors: Injectors
 17.5 Detection of control valve errors
 20.5.3 Detection of errors in control magnets for high-pressure injectors
28.5.10 CAN bus
3070 ErrCanBus1
Error
0
3072 ErrCanBus2
Meaning
BusOff was reported
- The CAN controller reports BusOff.
 CAN telegrams can no longer be sent or received.
 Check CAN cabling.
 Check CAN terminator.
 Check baud rate.
Table 58: Possible errors: CAN bus
 26.1.2 Monitoring the CAN communication
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28 Error Handling
28.5.11 CAN communication
3071 ErrCanComm1
3072 ErrCanComm2
Error
Meaning
0
Receipt time was exceeded
- Parameter 2403 CanRxTimeout shows on what device type the timeout has occurred.
 Reaction depends on device type.
1
Overflow of receipt buffer
- The receipt buffer has overflown. Some messages could not be received. Parameter 2402 CanRxBufferState shows on what device type the receipt buffer
has overflown.
2
Overflow of send buffer
- The send buffer has overflown. Some messages could not be sent. Parameter
2401 CanTxBufferState shows on what device type the send buffer has overflown.
3
Erroneous device configuration
- Two devices with the same device number and of the same device type are connected to the CAN network. CAN communication is disabled.
 No CAN telegrams are send or received.
 Assign a unique device number in the respective parameter.
Table 59: Possible errors: CAN communication
 26.1.2 Monitoring the CAN communication
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28 Error Handling
28.5.12 Internal temperature measurement
3079 ErrInternTemperature
Error
Meaning
5
Internal temperature is too high
- Internal temperature is higher that 100 °C for more than 1 second.
 warning
6
Internal temperature is extremely high
- Internal temperature is higher that 110 °C for more than 1 second.
 warning
Table 60: Possible errors: Internal temperature measurement
28.5.13 Supply voltage
3085 ErrPowerSupply
Error
352
Meaning
0
Supply voltage too low
- Supply voltage for the control device is lower than 9 V.
 Check supply voltage.
1
Supply voltage is too high
- Supply voltage for the control device is higher than 33 V.
 Check supply voltage.
2
Short circuit supply voltage
- At one high-side digital output or at the high-pressure pump control there is a
short circuit.
- Control device is powered through short circuit.
 Check wiring
3
Error on transistor for enabling power outputs
- power outputs cannot be activated or switched off
 Check wiring
4
Error of supply voltage of power electronics
- The power component of the electronics is not powered.
- Broken cable or short circuit to earth.
28 Error Handling
Error
Meaning
 Check wiring
5
Error of 12V reference Voltage too low
- Reference voltage for pickup supply is lower than 10 V.
 Check wiring
6
Error of 12V reference Voltage too high
- Reference voltage for pickup supply is higher than 14 V.
 Check wiring
7
Error of 7.5V reference Voltage too low (only DARDANOS MVC04-6)
- Internal 7.5V reference voltage is too low.
8
Error of 7.5V reference Voltage too high (only DARDANOS MVC04-6)
- Internal 7.5V reference voltage is too high.
9
10
11
12
Table 61: Possible errors: Supply voltage
353
28 Error Handling
28.5.14 Data memory
3087 ErrEEPROM
Error
Meaning
0
Error during EEPROM access
- Data could not be read or written.
 Reading error: emergency shutdown, standard program parameters are used
(this error can happen only during control device start-up).
 Writing error: only error message, data cannot be saved.
1
Parameter memory is faulty
- The data sectors reserved for memorizing parameters are faulty.
(this error can happen only during control device start-up)
 emergency shutdown, standard program parameters are used
2
Parameter memory not valid
- EEPROM is unreadable (see error 0).
(this error can happen only during control device start-up)
- First control device start-up after program download.
 emergency shutdown, standard program parameters are used instead.
3
ECU page is faulty
- The data sectors reserved for control device identification are faulty.
 only error message, data are used on.
4
NMI page is faulty
- The data sectors reserved for NMI data (e.g., seconds of operation) is faulty.
 only error message, data are used on.
5
Workdata page is faulty
- The data sectors reserved for operational data are faulty.
 error memory is cleared, other data is used on.
Table 62: Possible errors: Data memory
354
28 Error Handling
28.5.15 Engine-specific errors
3091 ErrEngine
Error
Meaning
0
Charge control alternator
- Battery is not charged by alternator.
 Check cabling between alternator and battery.
1
Starter
- Starter is not able to start engine.
2
Rail pressure for engine start
- The rail pressure required to start the engine cannot be built up.
Table 63: Possible errors: Engine-specific errors
 20.4.2 Engine start
 20.5.1 Engine start
 15.3 Start request
 15.4 Alternator monitoring
28.5.16 Configuration
3092 ErrConfiguration
Error
0
Meaning
Configuration error
- At least one configuration of the control device is faulty.
 The configuration error is shown in parameter 3000 ConfigurationError.
 Check and correct faulty configuration.
Table 64: Possible errors: Configuration
 28.3 Configuration errors
355
28 Error Handling
28.5.17 Internal computing error
3094 ErrIntern
Error
Meaning
0
Stack overflow
- The memory reserved for the stack is full.
 Write down parameters 3195 to 3199.
 Restart governor by a reset.and inform HEINZMANN.
1
Exception error
- The control device reports an internal computing error.
2
Error in cyclical program test
- Checksum calculated by the program does not correspond to the memorized
checksum.
3
Error in cyclical RAM test
- The cyclical RAM test reports an error.
4
Overflow of error memory
- The memory space reserved for errors is full.
 new errors are no longer memorized in the error memory.
 The error memory must be cleared.
5
Error index too great
- Attempt to set an error whose parameter does not exist.
Table 65: Possible errors: Internal computing error
356
28 Error Handling
13000 ErrDigitalOut1
Error
Meaning
0
1
2
Transistor error
- Governor has detected an error in the transistor of the respective output.
3
4
5
357
28 Error Handling
Error
Meaning
6
7
Table 66: Possible errors: Digital and PWM outputs
 24.4.5 Error monitoring of PWM outputs
 24.5.3 Error monitoring of digital outputs
358
28 Error Handling
28.5.19 Common rail high-pressure pumps outputs
Function is not implemented in DARDANOS MVC01-20.
Note
13020 ErrCurrentOut1
13021 ErrCurrentOut2
Error
Meaning
3
4
5
6
7
8
359
28 Error Handling
Error
Meaning
9
Overcurrent high-side transistor
- The hardware has recognized an overcurrent on the high-side transistor and
interrupted the power supply.
10
PWM at maximum
- The PWM ratio reaches maximum value for a set interval of time.
 output is switched off if parameter 152x8 CROutx_PWMMaxEcyOn is set.
Table 67: Possible errors: Common rail high-pressure pumps outputs
 20.4.3 Error recognition for pressure control valve high-pressure pumps
28.5.20 Frequency output
13025 ErrFrequencyOut
Error
Meaning
0
Short circuit to earth or broken cable
1
- Governor has detected a short circuit to supply voltage.
Table 68: Possible errors: Frequency output
 23.3.5.1 Error monitoring at frequency output
360
28 Error Handling
28.6 Bootloader
The HEINZMANN digital controls include what is called a bootloader. This programme
section is stored at a specific location of the read-only memory and is programmed once
for all at the factory. The bootloader cannot be erased.
On starting the control programme by powering it up or by a reset, the bootloader programme is always executed first. This programme performs various relevant tests telling
whether the actual control programme is or is not operable. Based on these tests the bootloader decides whether further programme execution can be handed on to the control programme or whether execution must remain confined to the bootloader to preclude any risk
of personal injury or damage to the engine. As long as the programme is in bootloader
mode the engine cannot be started.
The entire bootloader tests and the subsequent initialization of the main programme will take about. 150-200 ms.
Note
28.6.1 Bootloader start tests
The following section describes which tests are performed by the bootloader and which
measures may have to be taken. As long as these tests are running, there will be no
communication with the device, especially when due to some fatal error the programme
is caught in an infinite loop.

Test of internal watchdog
This is to check whether the watchdog integrated into the processor is operable. This
is to ensure that in case of some undefined programme execution the control will go
into a safe state after a pre-defined time.
If the test is not interrupted by the internal watchdog, the error message 3087 ErrMissingIntWatchdg is triggered.
If both watchdog tests yield a negative result (internal and external watchdog  double fault), the bootloader program remains in an endless loop for safety reasons and
no communication with DcDesk 2000 is possible.
 Test of external watchdog
This test checks whether the external watchdog situated on the printed circuit board
is functional. This is to ensure that in case of some undefined programme execution
the control will go into a safe state after a pre-defined time.
If the test is not interrupted by the external watchdog, the error message 3086 ErrMissingExtWatchdg is triggered.
If both watchdog tests yield a negative result (internal and external watchdog  double fault), the bootloader program remains in an endless loop for safety reasons and
no communication with DcDesk 2000 is possible.
361
28 Error Handling
 RAM test
During this test, various binary patterns are written into the internal processor RAM
memory and read out again. If at least one cell does not contain the expected code it
is checked whether this RAM sector is used by the bootloader program itself. If so,
the bootloader program enters an endless loop and no communication with DcDesk
2000 is possible. If not, the communication to DcDesk 2000 becomes active and the
faulty RAM cell is indicated.
 EEPROM test
This test checks existence of an EEPROM. If EEPROM could not be detected
DcDesk reports error 3011 ErrEEPROM and any further access to EEPROM will be
blocked.
 Bootloader programme test
By this test, a check-sum is calculated for the memory area containing the bootloader
programme and compared with the check-sum that has been pre-programmed at the
factory. If the sums do not match, the bootloader programme will remain in an endless loop, and no communication with DcDesk 2000 is possible.
 Main program test
By this test, a check-sum is calculated over the memory area containing the main
programme and compared with the check-sum pre-programmed at the factory. If the
sums do not match, the bootloader will go into a state which is indicated by the error
3087 ErrMainCheckSum via DcDesk 2000.
 Watchdog triggering while main program is running
The bootloader passes into a state which is indicated in DcDesk 2000 as 3092 ErrExternWatchdog or 3093 ErrInternWatchdog, as the case may be.
28.6.2 Bootloader status indication at DARDANOS MVC03-8 und MVC04-6
As long as the control device is in bootloader mode, the bootloader signals its status by
way of a blinking code on digital output 10  23.3.4 Digital and PWM outputs and
 23.4.3 Digital and PWM outputs . During normal operation this never happens. The
only exceptions are an update of the firmware, which is effected through the bootloader,
or an aborted  28.6.1 Bootloader start tests.
In these cases the status of the bootloader is indicated as follows:
362
Indication
Meaning
quick blinking
(100 ms each)
Checksum over bootloader area is inconsistent,
communication with DcDesk 2000 is not possible.
2 x blink then pause
RAM-memory space reserved for bootloader is
28 Error Handling
Indication
Meaning
(2x 100 ms, then 400 ms off)
inconsistent, communication with DcDesk 2000
is not possible.
2 x slow blink then pause
System is in bootloader, communication with
DcDesk 2000 for firmware update or diagnosis
is possible.
(2x 400 ms, then 2 ms off)
lght stays on
slow blinking on
(1 s on, 200 ms off)
slow blinking off
(200 ms on, 1 s off)
regular blinking
(200 ms on, 200 s off)
Firmware is being updated.
EEPROM could not be cleared for firmware
update.
FLASH could not be cleared for firmware update.
EEPROM could not be programmed for firmware update.
Table 69: Bootloader status indication
28.6.3 Bootloader status indication at DARDANOS MVC01-20
 Watchdog Test
Indication:
This is to check whether the watchdog integrated into the processor is operable. This
is to ensure that in case of some undefined programme execution the control will go
into a safe state after a pre-defined time. If the outcome of the watchdog test is negative, the bootloader programme will remain in an endless loop, and the indication
will not change.
 External RAM-Test
Indication:
During this test, various binary patterns are written to the external RAM memory on
the control circuit board and read out again. If at least one storage location does not
contain the expected code, the bootloader programme enters into an endless loop,
and the above indication is retained.
 Internal RAM Test
Indication:
363
28 Error Handling
During this test, various binary patterns are written into the internal RAM memory of
the processor and read out again. If at least one cell does not contain the expected
code, the bootloader programme enters into an endless loop, and the above indication
is retained.
 Bootloader Programme Test
Indication:
By this test, a check-sum is calculated for the memory area containing the bootloader
programme and compared with the check-sum that has been pre-programmed at the
factory. If there is no match, the bootloader programme will remain in an endless
loop, and the above indication will be retained.
 Control Programme Test
Indication:
By this test, a check-sum is calculated for the memory area containing the control
programme and compared with the pre-programmed check-sum. If they do not
match, the bootloader will go into a state which is indicated by the error
3087 ErrMainCheckSum via serial communication (PC programme or Hand Programmer).
 Watchdog Triggering
Indication:
The bootloader passes into a state which is indicated as the watchdog error
3089 ErrWatchdog via serial communication (PC programme or Hand Programmer).
28.6.4 Bootloader Communication at DARDANOS MVC01-20
Serial communication with the bootloader can be entered into when the
seven-segment display reads “FE” or “Ud”.
FE : Bootloader is active, no errors reports, control programme not loaded yet.
Ud : See above “Watchdog Triggering”
On the one hand, errors will in this state be reported, on the other hand, this state will
serve as a starting point for downloading a new control programme. By principle, this
procedure will always have to be carried out by the bootloader.
For re-programming the control programme, the following codes will be used:
Clear ROM
364
28 Error Handling
Programme ROM, (while download proceeds segments of the display
are lighted alternating moving around)
Programming finished
Error due to clearing or programming
28.6.5 Bootloader communication with DcDesk 2000
Whenever the bootloader recognizes a situation that does not allow to start the main
program – either because there is no main program available or because a hardware
memory error has happened – it is possible to establish a connection from DcDesk 2000
and to read out the cause of the error. The only exceptions are when neither the internal
nor the external watchdog respond (that would be a double fault), when the RAM required by the bootloader is faulty or when the bootloader program itself is inconsistent
(fails checksum test). In this case the program stays in an endless loop and a connection
is not possible. The following table shows the meaning of each indicated value:
The following parameters are not visible in the main program, only in the
bootloader.
Note
MVC03-8 and MVC04-6
Indicated value
Meaning
3076 ErrEEPROM
EEPROM not available or bootpage unreadable or
bootpage inconsistent or error in EEPROM programming cycle.
3077 ErrEEPROMBootPage
Bootpage not consistent.
3078 ErrRAMTest
RAM is faulty in area outside the one required by
the bootloader, the faulty address and its content are
indicated in 3200 ErrRAMAddressHigh to 3225
ErrTPURAMValueLow
3086 ErrMissingExtWatchdg
Test of external watchdog has failed.
3087 ErrMissingIntWatchdg
Test of internal watchdog has failed.
3089 ErrMainEmpty
no
main
programm
available
entry address in Flash has been deleted or program
length or program checksum in EEPROM bootpage
have been deleted.
365
28 Error Handling
MVC03-8 and MVC04-6
Indicated value
Meaning
Main program is inconsistent.
3090 ErrMainCheckSum
Checksum over program in flash does not correspond to checksum memorized in bootpage.
Unknown reset origin:
3091 ErrResetSource
Neither Power On nor Autoreset nor external / internal watchdog.
3092 ErrExternWatchdog
Reset by external watchdog monitoring.
3093 ErrInternWatchdog
Reset by internal watchdog monitoring.
3094 ErrIntern
An exception error has happened, it is shown in
3095 ExceptionNumber to 3099 ExceptionInfoLow
3195 ExceptionNumber
Exception code
3196 ExceptionAddrHigh
Address where exception has happened, high part.
3197 ExceptionAddrLow
Address where exception has happened, low part.
3198 ExceptionInfoHigh
Information about exception, high part.
3199 ExceptionInfoLow
Information about exception, low part.
3200 ErrRAMAddressHigh
Faulty address in SRAM, high part.
3201 ErrRAMAddressLow
Faulty address in SRAM, low part.
3202 ErrRAMTestValHigh
SRAM test value, high part
3203 ErrRAMTestValLow
SRAM test value, low part
3204 ErrRAMValueHigh
SRAM value, high part
3205 ErrRAMValueLow
SRAM value, low part
3210 ErrDECRAMAddressHigh Faulty address in DECRAM, high part.
3211 ErrDECRAMAddressLow Faulty address in DECRAM, low part.
3212 ErrDECRAMTestValHigh DECRAM test value, high part.
3213 ErrDECRAMTestValLow
DECRAM test value, low part.
3214 ErrDECRAMValueHigh
DECRAM value, high part.
3215 ErrDECRAMValueLow
DECRAM value, low part.
3220 ErrTPURAMAddressHigh Faulty address in TPURAM, high part.
3221 ErrTPURAMAddressLow
Faulty address in TPURAM, low part.
3222 ErrTPURAMTestValHigh TPURAM test value, high part.
3223 ErrTPURAMTestValLow
366
TPURAM test value, low part.
28 Error Handling
MVC03-8 and MVC04-6
Indicated value
Meaning
3224 ErrTPURAMValueHigh
TPURAM value, high part.
3225 ErrTPURAMValueLow
TPURAM value, low part.
3300 ResetSource
Content of Reset Status Register
3847 DownloadCounter
Number of main program downloads.
Hardware version of bootloader
3841 AddHardwareVersion
Additional hardware version of bootloader
Software version of bootloader
3843 DBootSoftwareVersion
Developer version of bootloader software.
3848 Identifier
Identifier of DcDesk 2000 dongle.
3851 LastIdentifier
3870 Timer
No meaning, are required by DcDesk 2000 for compatibility reasons.
Table 70: Parameters of bootlader MVC03-8 and MVC04-6
MVC01-20
Indicated value
Meaning
3070 ErrCanBus
Error CAN bus1.
3071 ErrCanComm
Error CAN communication via CAN bus1.
3072 ErrCanBus2
Error CAN bus2.
3073 ErrCanComm2
Error CAN communication via CAN bus2.
3075 ErrClearFlash
Error reseting flash
3076 ErrProgFlash
Error programming flash
3087 ErrMainCheckSum
Error of control programme checksum
3089 ErrWatchdog
Watchdog error.
3094 ErrIntern
Internal software error.
3095 ExceptionMumber
Error code for software error.
3096 ExceptionAddr1High
Error code 1 for software error, high part.
3097 ExceptionAddr1Low
Error code 1 for software error, low part.
3098 ExceptionAddr2High
Error code 2 for software error, high part.
367
28 Error Handling
MVC01-20
Indicated value
Meaning
3099 ExceptionAddr2Low
Error code 2 for software error, low part.
MVC hardware serial number.
Software version number.
3843 BootSoftwareVersion
Bootloader version number.
3870 Timer
Internal millisecond-timer
Table 71: Parameters of bootlader MVC01-20
368
29 Parameter description
29.1 Synoptical table
 Table 72 shows all groups of parameters. This table gives an overview as to which numeric ranges correspond to which functions. The following four parameter tables ( 29.2
List 1: Parameters,  29.3 List 2: Measuring values,  30.1 List 3: Functions,  30.2 List
4: Characteristics and maps) list every single parameter along with a short description and
a link to the relative chapter in the manual.
These four parameter lists explain all parameters that can possibly be defined in the control
units. Not all of these parameters will be used in any one specific firmware, basically because of varying hardware requirements, differences between the implemented applications and customized implementation of functions. Only the present parameters are therefore decisive for the functionality of a control unit. The list below does not entitle to a
claim to specific functions contained in the list below.
For each parameter the defined level is indicated. On a servicing tool like DcDesk 2000 or
a handheld programmer only such parameters will be visible whose level is not higher than
the one of the tool.
If some parameters are valid only for a specific basic system (DARDANOS MVC03-8,
DARDANOS MVC04-6), this is indicated in bold script beside the parameter name.
In the same place references to other manuals are indicated, if they contain a full description of the respective parameter.
For characteristic curves and maps only the first field parameter is included and the parameter numbers are indicated with the complement "ff" (and following).
Groups of parameters with the same name and subsequent numbering like 1510
AnalogIn1_RefLow, 1520 AnalogIn2_RefLow,... (lower reference for the respective analogue input) are listed only under the first number, with the complement "ff". The number
in the parameter name is substituted with "x" or "y".
In a few rare cases, the same parameter number has been assigned to different functions
within different applications. Such numbers are listed more than once, with indication of
the application. To differentiate between different injection systems the following abbreviations are used:
CR
Common Rail
PPN
Pump-Pipe-Nozzle
HPI
High Pressure Injection
369
Parameter
No. Designation
Measurements
No. Designation
Functions
Curves
No. Designation
No. Designation
Speed Pickup/
2000
Speed
Stability/Droop
2100
Idle/Maximum Speed
Speed Pickup/
4000
Speed
Stability/Droop
4100
Idle/Maximum Speed
2200
4200 Ramp
6200
2300 Injection
4300 Injection
6300
2400 CAN bus
4400 CAN bus
6400
2500
4500
6600
700 Limitations
2700 Limitations
4700 Limitations
6700
800 Digital Switch Functions
2800 Digital Switch Functions
4800
1 Number of Teeth/Speed
100
200
300
400
500
Stability/Droop
Idle/Maximum Speed
Ramp/Start
Injection
CAN bus
Oil PressureBoost PressureTemperatures
Setpoint AdjustersSensors
1000 Error Handling
1200 Generator
1350 Locomotive
900
3000 Actual Errors
3200 Generator
3350 Locomotive
2900
1500 Analogue Inputs
3500 Analogue Inputs
1600 PWM-Outputs
3600
1800
Status
1900 Magnetic Valves
4900
5000
5200
5350
5500
Oil PressureBoost PressureTemperatures
Configuration of Digital
Input/Output Channels
Error Handling
Generator
Locomotive
Configuration of Analogue Input Channels
3800 Status
5800
6500
6800
6900
Stability Map
(correction values)
Load-dependent Fuel
Limitation
Oil Pressure MonitoringCoolant Pressure Monitoring
Excitation Control
Speed-dependent Fuel
Limitation 1
Speed-dependent Fuel
Limitation 2
NotchesSpeed dependent
Load Limitation
3900 Status Magnetic Valves
5900
7800 Temperature Sensors
Magnetic Valves
7900 Temperature Sensors
8800 Digital Outputs
16000 Delivery Begin
17000 Delivery Period
13000 Actual Errors
PWM-Outputs
Digital Outputs
15250 Current Outputs
15100
Correction of Cylinder17500 specific Delivery Begin
and Period
Effective rail pressure
18000
setpoint
Pre-Pre-Injection
Pre Injection
26000
Post-Injection Map
Post-Post-Injection
20000 Rail pressure
22000 Rail pressure
24000 Rail pressure
20100 Rail Pressure Regulator
20200 Current Regulator
Pre-Pre-Injection
Pre Injection
20300
Post-Injection
Post-Post-Injection
Communication Switch
20800
Functions
Pre-Pre-Injection
Pre Injection
22300
Post-Injection
Post-Post-Injection
Pre-Pre-Injection
Pre-Injection
24300
Post-Injection
Post-Post-Injection
Communication Switch
24800
Functions
370
6100 Stability Map
Internal Measurements
Feedback Digital Outputs
PWM-Outputs
11100
Digital Outputs
11250 Current Outputs
21750 CANopen
21850 DeviceNet
21900 SAE J1939
HZM-CAN
21950
Customer Module
6000
23000
23700
23750
23850
23900
Actual Errors
Bit Collections
CANopen
DeviceNet
SAE J1939
25750 CANopen
25850 DeviceNet
25900 SAE J1939
HZM-CAN
25950
Customer Module
Parameter
No. Designation
Measurements
No. Designation
Functions
No. Designation
Curves
No.
29000
29400
29600
Designation
CANopen
DeviceNet
SAE J1939
HZM-CAN
29800
Customer Module
29900 Bit Collections
Table 72: Parameter groups
371
29.2 List 1: Parameters
1
2
3
4
5
6
7
f
9
10
11
12
13
372
TeethPickUp1
Level:
6
Range:
30..255
Page(s):
47
TeethPickUp2
Level:
6
Range:
30..255
Page(s):
47
SensorToGapPickUp1
Level:
6
Range:
0..720 °BTDC
Page(s):
152, 155
SensorToGapPickUp2
Level:
6
Range:
0..720 °BTDC
Page(s):
152, 155
SensorToCamIndex
Level:
6
Range:
0..720 °BTDC
Page(s):
152, 155, 93
GapRatio
Level:
6
0..1,99 resp. 0..3,98
Range:
Page(s):
154, 346
GapToCamIndexMax
Level:
6
Range:
0..720 °crank
Page(s):
155
EngineConfiguration
Level:
6
Range:
0..4
Page(s):
156
SpeedMin1
Level:
2
Range:
0..4000 rpm
Page(s):
39, 40, 44, 55, 109
SpeedMin2
Level:
2
Range:
0..4000 rpm
Page(s):
56, 10956109
SpeedMax1
Level:
2
Range:
0..4000 rpm
Page(s):
56, 109
SpeedMax2
Level:
2
Range:
0..4000 rpm
Page(s):
56, 109
Number of teeth pickup 1
Number of teeth pickup 2
Distance of pickup 1 sensor to the mark on the crankshaft wheel
Distance of pickup 2 sensor to the mark on the crankshaft wheel
Distance of camshaft index sensor to the mark on the
camshaft wheel
Ratio for determination of the synchronizing mark
– multiplier for the time between two teeth
Allowed distance to camshaft index
Configuration of cylinder number and firing sequence
Minimum speed for speed range 1
Minimum speed for speed range 2
Maximum speed for speed range 1
Maximum speed for speed range 2
17
18
20
21
24
28
29
30
31
32
33
34
SpeedFix1
Level:
2
Range:
0..4000 rpm
Page(s):
55
SpeedFix2
Level:
2
Range:
0..4000 rpm
Page(s):
55
SpeedSetpPC
Level:
2
Range:
0..4000 rpm
Page(s):
53, 55, 117, 121
SpeedOver
Level:
4
Range:
0..4000 rpm
Page(s):
50, 93, 342
SpeedMinAbsolute
Level:
2
Range:
0..4000 rpm
Page(s):
124
DT1SpeedThreshold
Level:
2
Range:
0..4000 rpm
Page(s):
81, 94
Fixed speed 1
Fixed speed 2
Speed setpoint set by PC
Speed threshold for emergency stop in case of overspeed
Minimum idle speed for lowering during zero load locomotive operation
Speed threshold above which speed increase/decrease is
monitored
DT1SpSetpDiffThresh
Level:
2
Range:
0..4000 rpm
Page(s):
81
Speed setpoint jump thresholdspeed increase/decrease is
monitored only if lower.
DT1SpeedDiffMax
Level:
2
Range:
0..4000 rpm
Page(s):
82
Speed range around speed setpoint for recognition load
or speed jump has been compensated.
DT1SpeedDiffTime
Level:
Range:
Page(s):
Time for recognition if load or speed jump has been
compensated.
2
1..1000 s
82
SpeedGradDT1Thresh
Level:
2
Range:
0..2000 rpmps
Page(s):
81
SpeedGradDT1Filter
Level:
2
Range:
0..2,55 s
Resp. 1..255
Page(s):
81
PowerGradDT1Thresh
Level:
2
Range:
0..50 %/s
Page(s):
81
Threshold for speed gradientis calculated outside DT1factor
Filter for determination of speed gradient
Threshold for power gradientis calculated outside DT1factor
373
35
40
41
60
61
62
90
91
92
100
101
102
374
PowerGradDT1Filter
Level:
2
Range:
0..2,55 s
resp. 1..255
Page(s):
81
FreqOutSpeedMin
Level:
6
Range:
0..4000 rpm
Page(s):
282
FreqOutSpeedMax
Level:
6
Range:
0..4000 rpm
Page(s):
282
SpeedMinAtTempLow
Level:
3
Range:
0..4000 rpm
Page(s):
67
SpeedMinTempLow
Level:
3
Range:
-100..+1000 °C
Page(s):
67
SpeedMinTempHigh
Level:
3
Range:
-100..+1000 °C
Page(s):
67
SpeedSwitch
Level:
3
Range:
0..4000 rpm
Page(s):
50, 142
Filter for determination of power gradient
DARDANOS MVC03-8
Lower limit of the speed range within which the frequency output is enabled
DARDANOS MVC03-8
Upper limit of the speed range within which the frequency output is enabled
Idle speed for cold engine
Low temperature limit for temperature dependent idle
speed
High temperature limit for temperature dependent idle
speed
Switch 1 Speed
SpeedSwitch2
Level:
Range:
Page(s):
3
0..4000 rpm
50
Switch 2 Speed
SpeedSwitch3
Level:
Range:
Page(s):
3
0..4000 rpm
50
Switch 3 Speed
Gain
Level:
Range:
Page(s):
Stability
Level:
Range:
Page(s):
Derivative
Level:
Range:
Page(s):
2
0..100 %
74
Gain for speed governor
2
0..100 %
74
Stability for speed governor
2
0..100 %
74
Derivative for speed governor
103
104
105
106
107
110
111
120
121
122
123
125
SpeedDT1
Level:
Range:
Page(s):
2
0..100 %
82
DT1-factor for speed gradient
PowerDT1
Level:
Range:
Page(s):
2
0..100 %
82
DT1-factor for power gradient
Gain2
Level:
Range:
Page(s):
2
0..100 %
Stability2
Level:
Range:
Page(s):
2
0..100 %
Derivative2
Level:
Range:
Page(s):
2
0..100 %
StaticCorrFactor
Level:
2
Range:
0..100 %
Page(s):
80
StaticCorrRange
Level:
2
Range:
0..4000 rpm
Page(s):
80
Droop1
Level:
2
Range:
0..100 %
Page(s):
71, 135
Droop1RefLow
Level:
2
Range:
0..500 mm³/str
Page(s):
73, 135
Droop1RefHigh
Level:
2
Range:
0..500 mm³/str
Page(s):
73, 135
Droop1SpeedRef
Level:
2
Range:
0..4000 rpm
Page(s):
72, 135
Droop2
Level:
2
Range:
0..100 %
Page(s):
71, 135
Correction factor of PID values in static operation
Speed range for correction factor
Droop 1
Fuel quantity reference point off-load for droop 1
Fuel quantity reference point full-load for droop 1
Speed reference point for droop 1
Droop 2
375
126
127
128
129
130
130
131
131
132
140
141
142
376
Droop2RefLow
Level:
2
Range:
0..500 mm³/str
Page(s):
73, 135
Droop2RefHigh
Level:
2
Range:
0..500 mm³/str
Page(s):
73, 135
Droop2SpeedRef
Level:
2
Range:
0..4000 rpm
Page(s):
72, 135
TwinEcyDroop
Level:
2
Range:
0..4000 min-1
Page(s):
IMRampUp
Level:
2
Range:
0..800 mm³/str/s
Page(s):
111, 144
TwinEcyDroopRefLow
Level:
2
Range:
0..500 mm³/str/s
Page(s):
IMRampDown
Level:
2
Range:
0..800 mm³/str/s
Page(s):
111, 144
TwinEcyDroopRefHigh
Level:
2
Range:
0..500 mm³/str/s
Page(s):
TwinEcyDroopSpeedref
Level:
2
Range:
0..4000 min-1
Page(s):
IMIdleDroop
Level:
2
Range:
0..100 %
Page(s):
110
IMMaximumDroop
Level:
2
Range:
0..100 %
Page(s):
110
IMDroopRefLow
Level:
2
Range:
0..500 mm³/str
Page(s):
110
Fuel quantity reference point off-load for droop 2
Fuel quantity reference point full-load for droop 2
Speed reference point for droop 2
Marine Operation Twin Engine
Droop for emergency operation in master-/slave-sets
Fuel ramp upward at idle / maximum speed governor
Fuel quantity reference point off-load for droop at
emergency operation in master-/slave-sets
Fuel ramp downward for idle/maximum speed governor
Fuel quantity reference point full load for droop at
emergency operation in master-/slave-sets
Speed reference point for droop at emergency operation
in master-/slave-sets
Droop for idle speed control
Droop for maximum speed limit
Reference point at zero load for droop of idle/maximum
speed control
143
150
160
161
162
230
231
232
233
234
235
236
237
IMDroopRefHigh
Level:
2
Range:
0..500 mm³/str
Page(s):
110
IMSpeedIncrease
Level:
2
Range:
0..4000 rpm
Page(s):
111
PID_ColdCorr
Level:
3
Range:
0..400 %
Page(s):
79
PID_CorrTempLow
Level:
3
Range:
-100..+1000 °C
Page(s):
79
PID_CorrTempHigh
Level:
3
Range:
-100..+1000 °C
Page(s):
79
SpeedRampUp
Level:
2
Range:
0..4000 rpmps
Page(s):
68
SpeedRampDown
Level:
2
Range:
0..4000 rpmps
Page(s):
68
SpeedRampUp2
Level:
2
Range:
0..4000 rpmps
Page(s):
69
SpeedRampDown2
Level:
2
Range:
0..4000 rpmps
Page(s):
69
SpeedRampUp3
Level:
2
Range:
0..4000 rpmps
Page(s):
69
SpeedRampDown3
Level:
2
Range:
0..4000 rpmps
Page(s):
69
SpeedSwitchToRamp2
Level:
2
Range:
0..4000 rpm
Page(s):
69
SpeedSwitchToRamp3
Level:
2
Range:
0..4000 rpm
Page(s):
69
Reference point at full load for droop of idle/maximum
speed control
Speed increase for loaded idle speed
PID correction factor for cold engine
Low temperature limit for temperature dependent PID
correction
High temperature limit for temperature dependent PID
correction
Change rate for upward speed ramp
(speed increase per second))
Change rate for downward speed ramp
(speed decrease per second)
Change rate for second upward speed ramp
(speed increase per second)
Change rate for second downward speed ramp (speed
decrease per second)
Change rate for third upward speed ramp
(speed increase per second))
Change rate for third downward speed ramp
(speed decrease per second)
Speed when to switch to second speed ramp
Speed when to switch to third speed ramp
377
240
241
242
250
251
255
256
257
260
261
265
266
378
StartSpeedRampUp
Level:
3
Range:
0..4000 rpmps
Page(s):
44
SpeedMinAbsRampDown
Level:
2
Range:
0..4000 rpmps
Page(s):
124
SpeedMinAbsDelay
Level:
2
Range:
0..600 s
resp. 0..1000 s
Page(s):
124
StartType
Level:
3
Range:
1..3
Page(s):
38
LimitsDelay
Level:
3
Range:
0..100 s
Page(s):
40, 44
StartSpeed1
Level:
3
Range:
0..4000 rpm
Page(s):
39, 40, 44, 48
StartSpeed2
Level:
3
Range:
0..4000 rpm
Page(s): 39, 44, 49, 146, 340, 346
StartSpeed3
Level:
3
Range:
0..4000 rpm
Page(s):
44
StartFuel1
Level:
3
Range:
0..500 mm³/str
Page(s):
39, 40, 43
StartFuel2
Level:
3
Range:
0..500 mm³/str
Page(s):
40, 43
StartDuration1
Level:
3
Range:
0..100 s
Page(s):
40
StartDuration2
Level:
3
Range:
0..100 s
Page(s):
40
Change rate for speed increase during start-up (speed
increase per second)
Change rate for speed decrease during speed lowering
in locomotive operation (speed decrease per second)
Delay until lowering begin of idle speed in locomotive
operation
Type of starting fuel adjustment:
1: Fixed starting fuel limitation
2: Variable starting fuel limitation
3: Temperature dependent starting fuel limitation
Delay time for activation of boundary functions. This
time starts running when the governor detects engine
start-off
Minimum speed above which the engine is recognized
as being cranked (beginning of starting phase 1)
Minimum speed above which engine is recognized to be
running.
With the speed ramp function enabledthe speed governor will start the engine with speed as set by StartSpeed3 and then ramp up to set speed.
Start fuel 1
Start fuel 2
(required only for start types 2 and 3)
Holding time for operation by starting fuel 1 (needed
only for start type 2)
Time during which fuel is linearly increased from 260
StartFuel1 to 261 StartFuel2
(required only for start type 2)
270
271
280
281
282
290
310
318
319
352
StartTempWarm
Level:
3
Range:
-100..+1000 °C
Page(s):
43
StartTempCold
Level:
3
Range:
-100..+1000 °C
Page(s):
43
StarterCrankTimeMax
Level:
4
Range:
0..600 s
resp. 0..1000 s
146
Page(s)
StarterInterlockTime
Level:
4
Range:
0..600 s
resp. 0..1000 s
Page(s):
146
StarterCrankAttempts
Level:
4
Range:
1..255
Page(s):
146
AlternatorStartDelay
Level:
4
Range:
0..600 s
resp. 0..1000 s
Page(s):
147
DeliveryBeginSetp
Level:
4
-20..+50 °BTDC
Range:
Page(s):
167, 184
DelTimeMainInjAbsMin
DeliveryPeriodMinAbs
Level:
4
Range:
-8.192..8.192 ms
resp. -15,624..15,624 ms
-20..50 °crank
Page(s):
178, 195
DelTimeMainInjAbsMax
DeliveryPeriodMaxAbs
Level:
4
Range:
-8.192..8.192 ms
resp. -15,624..15,624 ms
-20..50 °crank
Page(s):
178, 195
FuelAtZeroLoad
Level:
3
Range:
0..500 mm³/str
Page(s):
83
Temperature of warm engine at which the engine is
started with 260 StartFuel1
Temperature of cold engine at which the engine is
started with 261 StartFuel2
Maximum cranking activation time
Interlocking time for starter
Number of cranking attempts
Delay time for monitoring of
alternator tension after engine start
Delivery begin if map is disabled (4310 DeliveryBeginMapOn = 0)
CR
PPN
Lower limit for delivery period of injection
CR
PPN
Upper limit for delivery period of injection
Zero-load fuel for rapid reaction during load shedding.
379
397
398
399
400
401
402
403
PartnerDCNodeNumber
Level:
Range:
Page(s):
ThirdDCNodeNumber
Level:
Range:
Page(s):
FourthDCNodeNumber
Level:
Range:
Page(s):
3
0..31
3
0..31
3
0..31
CanStartTimeOutDelay
Level:
6
Range:
0..100 s
Page(s):
144, 321, 325
CanMyNodeNumber
Level:
6
Range:
1..31
Page(s):
144, 321
CanOtherNodeNumber
CanDCNodeNumber
Level:
6
Range:
1..31
Page(s):
144, 321
CanCMNodeNumber
Level:
Range:
Page(s):
6
1..31
321
Marine Operation Multiengine
Node number further engine at the same control lever
Node number first engine at the same control lever
Node number second engine at the second control lever
Delay of HZM-CAN-connection monitoring after reset.
Own node numbers in HZM-CAN network
Node number of other customer module in HZM-CAN
network
Node number of customer module in HZM-CAN network
404
ff
CanPENodeNumber(x)
Level:
6
Range:
1..31
Page(s):
321, 325
Node numbers of periphery modules in HZM-CAN
network
407
ff
CanPENodeType(x)
Level:
Range:
Page(s):
Node numbers of periphery modules in HZM-CAN
network
410
Can1Prescaler
Level:
Range:
411
380
6
0..4
321, 325
6
0..255
resp. 0..63
Page(s):
321
Can1SyncJumpWidth
Level:
6
Range:
0..3
Page(s):
322
Prescaler for CAN Baud rate
when 4416 Can1SegmentOrBaudrate = 1
Synchronizing jump width for CAN Baud rate
412
413
Can1SamplingMode
Level:
Range:
Page(s):
Can1PhaseSegment1
Level:
Range:
Page(s):
414
415
416
420
421
422
423
424
425
Can1PhaseSegment2
Level:
Range:
Page(s):
6
0..1
322
Sampling mode for CAN Baud rate
6
0..7
resp. 0..15
322
Phase segment 1 of CAN baudrate
6
0..7
322
Can1PropSegment
Level:
6
Range:
0..7
Page(s):
321
Can1Baudrate
Level:
4
Range: 125,250,500,1000 kBaud
Page(s):
321
Can2Prescaler
Level:
Range:
6
0..255
resp. 0..63
Page(s):
322
Can2SyncJumpWidth
Level:
6
Range:
0..3
Page(s):
322
Can2SamplingMode
Level:
6
Range:
0..1
Page(s):
322
Can2PhaseSegment1
Level:
6
Range:
0..7
resp. 0..15
Page(s):
322
Phase segment for CAN baud rate when 4416
Can1SegmentOrBaudrate = 1
CAN baudrate
Prescaler for CAN Baud rate
Synchronizing jump width for CAN Baud rate
Sampling mode for CAN Baud rate
Can2PhaseSegment2
Level:
Range:
Page(s):
6
0..7
322
Can2PropSegment
Level:
Range:
Page(s):
6
0..7
322
Phase segment for CAN baud rate when 4417
Can2SegmentOrBaudrate = 1
381
426
440
441
442
443
447
Can2Baudrate
Level:
4
Range: 125,250,500,1000 kBaud
Page(s):
322
CAN baudrate
PEFuelSetpSendRate
Level:
Range:
Page(s)
6
0..100 s
326
Sending rate of fuel setpoint to HZM-CAN periphery
module
PEDigOutSendRate
Level:
Range:
Page(s)
6
0..100 s
327
Transmission rate of digital output values to the HZMCAN periphery module
PEAnalogOutSendRate
Level:
6
Range:
0..100 s
Page(s)
327
Transmission rate of analogue output values to the
PEPWMOutSendRate
Level:
6
Range:
0..100 s
Page(s)
328
Transmission rate of PWM output values to the HZMCAN periphery module
PEMeasureSendRate
Level:
Range:
Page(s):
Transmission rate of measured values to the HZM-CAN
periphery module
6
0..100 s
450
ff
PEDigOutx_Assign
Level:
6
Range:
-29999..29999
Pages(s):
327
455
ff
PEPWMOutx_Assign
Level:
4
Range:
-29999..29999
Page(s)::
327
458
ff
PEPWMOutx_ValueMin
Level:
4
Range:
0..100 %
Page(s):
327
459
ff
PEPWMOutx_ValueMax
Level:
4
Range:
0..100 %
Pages(s):
327
475
PEPowerOutx_Assign
Level:
4
Range:
-29999..29999
Page(s):
382
Assignation of a parameter to the digital output x of the
(x  PE1-03: 1..3PE1-04: 1..5PE2-01: 1..4
PE6-07: 1..2)
Assignation of a parameter to the PWM output x of the
(x  PE1-03: 1..3PE1-04: 1..3PE2-01: 1..4
PE6-07: 1..2)
Minimum value at PWM output x of HZM-CAN periphery module by per cent of value range of output
parameter
(x: see 455 PEPWMOutx_Assign)
Maximum value at PWM output x of HZM-CAN periphery module by per cent of value range of output
parameter
(x: see 455 PEPWMOutx_Assign)
Assignation of a parameter to the PWM power output
of the HZM-CAN periphery module PE 2-01
478
479
480
ff
483
ff
484
ff
500
501
502
503
505
506
PEPowerOutx_ValueMin
Level:
4
Range:
0..100 %
Page(s):
Minimum value at PWM power output of HZM-CAN
periphery module PE 2-01 by per cent of value range
PEPowerOutx_ValueMax
Level:
4
Range:
0..100 %
Page(s):
Maximum value at PWM power output of HZM-CAN
periphery module PE 2-01 by per cent of value range
PEAnaOutx_Assign
PECurrOutx_Assign
PEVoltOutx_Assign
Level:
4
Range:
-29999..29999
327
Pages(s):
PE1-03PE1-04
PE2-01PE6-07
PE2-01
Assignation of a parameter to the analogue output x of
the HZM-CAN periphery module
(x  PE1-03: 1..2PE1-04: 1..2PE2-01: 1..4
PE6-07: 1..2)
PEAnaOutx_ValueMin
PECurrOutx_ValueMin
PEVoltOutx_ValueMin
Level:
4
Range:
0..100 %
Pages(s):
327
PE1-03PE1-04
PE2-01PE6-07
PE2-01
Minimum value at analogue output x of HZM-CAN
periphery module by per cent of value range
(x: see 480 PEAnaOutx_Assign)
PEAnaOutx_ValueMax
PECurrOutx_ValueMax
PEVoltOutx_ValueMax
Level:
4
Range:
0..100 %
Pages(s):
327
PE1-03PE1-04
PE2-01PE6-07
PE2-01
Maximum value at analogue output x of HZM-CAN
periphery module by per cent of value range
(x: see 480 PEAnaOutx_Assign)
OilPressStartDelay
Level:
Range:
Page(s):
OilPressWarnDelay
Level:
Range:
Page(s):
OilPressEcyDelay
Level:
Range:
Page(s):
OilPressHysteresis
Level:
Range:
Page(s):
CoolPressStartDelay
Level:
Range:
Page(s):
CoolPressDelay1
Level:
Range:
Page(s):
4
0..600 s
103
Starting delay for speed dependent oil pressure monitoring
4
0..600 s
103
Time delay before signalling oil pressure warning
4
0..600 s
103
Time delay before executing oil pressure emergency
shutdown
4
0..10 bar
105
Hysteresis for error reset for speed-dependent oil pressure monitoring
4
0..600 s
105
Starting delay of coolant pressure monitoring
4
0..600 s
106
Time delay for limit 1 error message of coolant pressure
monitoring
383
507
508
520
521
522
523
524
525
526
527
528
529
530
384
CoolPressDelay2
Level:
4
Range:
0..600 s
Page(s):
106
CoolPressHysteresis
Level:
4
Range:
0..5 bar
Page(s):
106
RailPress1Hysteresis
Level:
4
Range:
0..2000 bar
Page(s):
99
RailPress1Limit1
Level:
4
Range:
0..2000 bar
Page(s):
99
RailPress1Delay1
Level:
4
Range:
0..600 s
Page(s):
99
RailPress1Limit2
Level:
4
Range:
0..2000 bar
Page(s):
99
RailPress1Delay2
Level:
4
Range:
0..600 s
Page(s):
99
RailPress2Hysteresis
Level:
4
Range:
0..2000 bar
Page(s):
100
RailPress2Limit1
Level:
4
Range:
0..2000 bar
Page(s):
100
RailPress2Delay1
Level:
4
Range:
0..600 s
Page(s):
100
RailPress2Limit2
Level:
4
Range:
0..2000 bar
Page(s):
100
RailPress2Delay2
Level:
4
Range:
0..600 s
Page(s):
100
RailPressLeakLimit
Level:
4
Range:
0..2000 bar
Page(s):
Time delay for limit 2 error message of coolant pressure
monitoring
Hysteresis for error reset of coolant pressure monitoring
CR
Hysteresis for error reset of rail pressure 1 monitoring
CR
Limit 1 for rail pressure 1 monitoring
CR
Time delay for limit 1 error message of rail pressure 1
monitoring
CR
CR
monitoring
CR
Hysteresis for error reset of rail pressure 2 monitoring
CR
CR
monitoring
CR
CR
monitoring
CR
Limitation of rail pressure when rail leakage is detected
550
551
552
553
554
555
556
557
558
559
560
561
562
CoolTempHysteresis
Level:
4
Range:
0..150 °C
Page(s):
97
CoolTempLimit1
Level:
4
Range:
-100..+1000 °C
Page(s):
97
CoolTempDelay1
Level:
4
Range:
0..600 s
Page(s):
97
CoolTempLimit2
Level:
4
Range:
-100..+1000 °C
Page(s):
97
CoolTempDelay2
Level:
4
Range:
0..600 s
Page(s):
97
ChAirTempHysteresis
Level:
4
Range:
0..150 °C
Page(s):
97
ChAirTempLimit1
Level:
4
Range:
-100..+1000 °C
Page(s):
97
ChAirTempDelay1
Level:
4
Range:
0..600 s
Page(s):
97
ChAirTempLimit2
Level:
4
Range:
-100..+1000 °C
Page(s):
97
ChAirTempDelay2
Level:
4
Range:
0..600 s
Page(s):
98
OilTempHysteresis
Level:
4
Range:
0..150 °C
Page(s):
95
OilTempLimit1
Level:
4
Range:
-100..+1000 °C
Page(s):
95
OilTempDelay1
Level:
4
Range:
0..600 s
Page(s):
95
Hysteresis for error reset of coolant temperature monitoring
Limit 1 for coolant temperature monitoring
Time delay for limit 1 error message of coolant temperature monitoring
Limit 2 for coolant temperature monitoring
Time delay for limit 2 error message of coolant temperature monitoring
Hysteresis for error reset of charge air temperature
monitoring
Limit 1 for charge air temperature monitoring
Time delay for limit 1 error message of charge air temperature monitoring
Limit 2 for charge air temperature monitoring
Time delay for limit 2 error message of charge air temperature monitoring
Hysteresis for error reset of oil temperature monitoring
Limit 1 for oil temperature monitoring
Time delay for limit 1 error message of oil temperature
monitoring
385
563
564
565
566
567
568
569
570
571
572
573
574
575
386
OilTempLimit2
Level:
4
Range:
-100..+1000 °C
Page(s):
95
OilTempDelay2
Level:
4
Range:
0..600 s
Page(s):
95
FuelTempHysteresis
Level:
4
Range:
0..150 °C
Page(s):
99
FuelTempLimit1
Level:
4
Range:
-100..+1000 °C
Page(s):
99
FuelTempDelay1
Level:
4
Range:
0..600 s
Page(s):
99
FuelTempLimit2
Level:
4
Range:
-100..+1000 °C
Page(s):
99
FuelTempDelay2
Level:
4
Range:
0..600 s
Page(s):
99
ExhaustTempHysteres
Level:
4
Range:
0..150 °C
Page(s):
98
ExhaustTempLimit1
Level:
4
Range:
-100..+1000 °C
Page(s):
98
ExhaustTempDelay1
Level:
4
Range:
0..600 s
Page(s):
98
ExhaustTempLimit2
Level:
4
Range:
-100..+1000 °C
Page(s):
98
ExhaustTempDelay2
Level:
4
Range:
0..600 s
Page(s):
98
TurboOilTempHysteres
Level:
4
Range:
0..150 °C
Page(s):
100
Limit 2 for oil temperature monitoring
Time delay for limit 2 error message of oil temperature
monitoring
Hysteresis for error reset of fuel temperature monitoring
Limit 1 for fuel temperature monitoring
Time delay for limit 1 error message of fuel temperature
monitoring
Limit 2 for fuel temperature monitoring
Time delay for limit 2 error message for fuel temperature monitoring
Hysteresis for error reset of exhaust gas temperature
monitoring
Limit 1 for exhaust gas temperature monitoring
Time delay for limit 1 error message of exhaust gas
Limit 2 for exhaust gas temperature monitoring
Time delay for limit 2 error message of exhaust gas
Hysteresis for error reset of turbocharger oil temperature monitoring
576
577
578
579
580
581
582
583
584
585
586
587
588
TurboOilTempLimit1
Level:
4
Range:
-100..+1000 °C
Page(s):
101
TurboOilTempDelay1
Level:
4
Range:
0..600 s
Page(s):
101
TurboOilTempLimit2
Level:
4
Range:
-100..+1000 °C
Page(s):
101
TurboOilTempDelay2
Level:
4
Range:
0..600 s
Page(s):
101
FuelPressHysteresis
Level:
4
Range:
0..6 bar
Page(s):
101
FuelPressLimit1
Level:
4
Range:
0..6 bar
Page(s):
101
FuelPressDelay1
Level:
4
Range:
0..600 s
Page(s):
101
FuelPressLimit2
Level:
4
Range:
0..6 bar
Page(s):
101
FuelPressDelay2
Level:
4
Range:
0..600 s
Page(s):
101
OilLevelHysteres
Level:
4
Range:
0..100 %
Page(s):
102
OilLevelLimit1
Level:
4
Range:
0..100 %
Page(s):
102
OilLevelDelay1
Level:
4
Range:
0..600 s
Page(s):
102
OilLevelLimit2
Level:
4
Range:
0..100 %
Page(s):
102
Limit 1 for turbocharger oil temperature monitoring
Time delay for limit 1 error message of turbocharger oil
Limit 2 for turbocharger oil temperature monitoring
Time delay for limit 2 error message of turbocharger oil
Hysteresis for error reset of fuel pressure monitoring
Limit 1 for fuel pressure monitoring
Time delay for limit 1 error message of fuel pressure
monitoring
Limit 2 for fuel pressure monitoring
Time delay for limit 2 error message of fuel pressure
monitoring
Hysteresis for error reset of oil level monitoring
Limit 1 for oil level monitoring
Time delay for limit 1 error message of oil level monitoring
Limit 2 for oil level monitoring
387
589
590
591
592
593
594
600
605
606
610
611
620
621
388
OilLevelDelay2
Level:
4
Range:
0..600 s
Page(s):
102
TrOilPressHysteresis
Level:
4
Range:
0..6 bar
Page(s):
103
TrOilPressLimit1
Level:
4
Range:
0..6 bar
Page(s):
103
TrOilPressDelay1
Level:
4
Range:
0..600 s
Page(s):
103
TrOilPressLimit2
Level:
4
Range:
0..6 bar
Page(s):
103
TrOilPressDelay2
Level:
4
Range:
0..600 s
Page(s):
103
ExcitCntrlFactor
Level:
2
Range:
-400..400 %
Page(s):
115, 117
ExcitLimitForced1
Level:
2
Range:
0..100 %
Page(s):
122
ExcitLimitForced2
Level:
2
Range:
0..100 %
Page(s):
122
ExcitCntrlRampUp
Level:
2
Range:
0..800 %/s
Page(s):
117
ExcitCntrlRampDown
Level:
2
Range:
0..800 %/s
Page(s):
117
ExcitSlideDec
Level:
2
Range:
-50..50 %
Page(s):
125
ExcitSlideDuration
Level:
2
Range:
0..100 s
Page(s):
125
Time delay for limit 2 error message of oil level monitoring
Hysteresis for error reset of transmission oil pressure
monitoring
Limit 1 for transmission oil pressure monitoring
Time delay for limit 1 error message of transmission oil
pressure monitoring
Limit 2 for transmission oil pressure monitoring
Time delay for limit 2 error message of transmission oil
pressure monitoring
Amplification factor for excitation control in locomotive operation
First limitation of excitation signal at activated excitation signal limitation in locomotive operation
Second limitation of excitation signal at activated excitation signal limitation in locomotive operation
Factor for upward ramp for excitation control in locomotive operation (in percent per second)
Factor for downward ramp for excitation control in
locomotive operation (in percent per second)
Reduction value for decreasing power control signal in
locomotive operation in case of sliding wheels
Waiting time after decreasing power control signal in
locomotive operation in case of sliding wheels
630
631
632
633
635
636
637
638
640
641
650
651
ExcitGovGain
Level:
2
Range:
0..100 %
Page(s):
120
ExcitGovStability
Level:
2
Range:
0..100 %
Page(s):
120
ExcitGovDerivative
Level:
2
Range:
0..100 %
Page(s):
120
ExcitationSetpFilter
Level:
2
Range:
0,01..2,55 s
resp. 1..255
Page(s):
120
ExcitationSetpPC
Level:
2
Range:
0..100 %
Page(s):
117, 121
ExcitFuelOffset
Level:
2
Range:
-50..50 %
Page(s):
116, 120
ExcitFuelLimForced1
Level:
2
Range:
0..100 %
Page(s):
122
ExcitFuelLimForced2
Level:
2
Range:
0..100 %
Page(s):
122
ExcitGovFuelRampUp
Level:
2
Range:
0..800 %/s
Page(s):
120
ExcitGovFuelRampDown
Level:
2
Range:
0..800 %/s
Page(s):
120
ExcitLimitTempDec
Level:
2
Range:
0..500 mm³/str
Page(s):
123
ExcitLimitTempLow
Level:
2
Range:
-100..+1000 °C
Page(s):
123
Gain factor of load governor in locomotive operation
Stability factor of load governor in locomotive operation
Derivative factor of load governor in locomotive operation
Filter value of excitation signal in locomotive operation
Excitation signal setpoint with PC in locomotive operation
Offset of fuel value from load characteristic in locomotive operation
Excitation signal limitation at activated load limitation
in locomotive operation
Excitation signal limitation at activated load limitation
Ramping rate upward for fuel quantity in locomotive
operation (in percent per second)
Ramping rate downward for fuel quantity in locomotive
operation (in percent per second)
Reduction of fuel quantity for temperature dependent
lowering of the fuel setpoint characteristic during excitation governing with warm engine
Lower limit for temperature dependent lowering of the
fuel setpoint characteristic during excitation governing
389
652
711
715
809
810
811
812
813
814
815
816
390
ExcitLimitTempHigh
Level:
2
Range:
-100..+1000 °C
Page(s):
123
FuelLimitMaxAbsolute
Level:
4
Range:
0..500 mm³/str
Page(s):
84
FuelLimitForced
Level:
4
Range:
0..500 mm³/str
Page(s):
91
EngineStopExtraTime
Level:
4
Range:
0..100 s
Page(s):
257
FunctEngineStop
Level:
6
Range:
-x..x
Page(s):
255, 258, 260
FunctIdleSpeed
Level:
Range:
Page(s):
FunctDroop2Or1
Level:
Range:
Page(s):
FunctForcedLimit
Level:
Range:
Page(s):
Upper limit for temperature dependent lowering of the
fuel setpoint characteristic during excitation governing
Absolute injection quantity limitation
Injection quantity limitation when forced limitation is
active
Extra time for engine stop request
Switch assignment to function "Engine stop"
(x  DARDANOS MVC03-8: 9, DARDANOS
MVC04-6: 17, with HZM-CAN periphery module up to
32)
6
-x..x
255
Switch assignment to function "Idle speed"
32)
6
-x..x
140, 255
Switch assignment to function "Droop 1/2"
32)
6
-x..x
255
Switch assignment to function "Forced Limitation"
32)
FunctSpeedRange2Or1
Level:
6
Range:
-x..x
Page(s):
56, 255
Switch assignment to function "Speed range ½"
32)
FunctSpeedFix1
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Fixed speed 1"
32)
FunctSpeedFix2
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Fixed speed 2"
32)
817
818
818
819
820
821
822
823
824
FunctSpeedLimit2Or1
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Speed limitation 1/2"
32)
FunctSlide
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Slide protection" in
locomotive operation
32)
FunctKnock
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Knocking" in generator
operation
32)
FunctNotch3
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Speed notch 3"
32)
FunctNotch2
Level:
Range:
Page(s):
6
-x..x
255
32)
FunctNotch1
Level:
Range:
Page(s):
6
-x..x
255
32)
FunctNotch0
Level:
Range:
Page(s):
6
-x..x
255
32)
FunctExcitLimit1
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "First excitation signal
limitation" in locomotive operation
32)
FunctExcitLimit2
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Second excitation signal limitation" in locomotive operation
32)
391
825
826
827
828
829
830
831
832
834
835
392
FunctSpeedInc
Level:
Range:
Page(s):
FunctSpeedDec
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Speed increase"
(x  DARDANOS MVC03-8: 9, DARDANOS MVC046: 17, with HZM-CAN periphery module up to 32)
6
-x..x
255
Switch assignment to function "Speed decrease"
32)
6
-x..x
57, 255
Switch assignment to function "Setpoint adjuster 1/2"
32)
FunctErrorReset
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Reset error"
32)
FunctFreezeSetp1
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Freeze Setpoint 1"
32)
FunctFreezeSetp2
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Freeze Setpoint 2"
32)
FunctIMOrAllSpeedGov
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Governor mode"
32)
FunctCruiseControl
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Cruise control"
32)
FunctSyncEnable
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Synchronizing enable"
32)
FunctLoadEnable
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Load control enable"
32)
FunctSetpoint2Or1
Level:
Range:
Page(s):
836
840
841
841
842
842
842
843
843
844
FunctAutoOrManual
Level:
Range:
Page(s):
FunctExcitationOn
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Change Over Generator
Operation"
6
-x..x
115, 255
Switch assignment to function "Excitation signal"
32)
FunctLowIdleOn
Level:
Range:
Page(s):
6
-x..x
255
Locomotive Operation
Switch assignment to function "Low idle speed"
32)
FunctMasterOrSlave
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Master oder Slave"
MVC03-8: 9, DARDANOS MVC04-6: 17, with HZMCAN periphery module up to 32)
FunctPID2Or1
Level:
Range:
Page(s):
6
-x..x
255
FunctLoadTransfer
Level:
Range:
Page(s):
6
-x..x
255
FunctCommand
Level:
Range:
Page(s):
6
-x..x
255
FunctClutch
Level:
Range:
Page(s):
6
-x..x
255
FunctSynchro
Level:
Range:
Page(s):
6
-x..x
255
FunctAsymLoadEnable
Level:
Range:
Page(s):
6
-x..x
255
Generator
Switch assignment to function "PID parameter set 2 or
1"
Switch assignment to function "Load Transfer"
Switch assignment to function "Command"
Switch assignment to function "Clutch"
Switch assignment to function "Synchro"
Switch assignment to function "Asymmetrical Load"
393
845
846
847
848
849
900
901
902
903
904
905
394
FunctRailLeakDetect
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Rail-Leakage"
FunctGenBreaker
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Contactor"
32)
FunctAlternator
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Alternator tension"
32)
FunctDelMaps2Or1
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Characteristi map 1/2
for delivery begin and quantity for pre- and postinjection“
FunctStartEngine
Level:
Range:
Page(s):
6
-x..x
255
Switch assignment to function "Engine Start Request“
AssignIn_Setp1Ext
Level:
6
Range:
0..16
Page(s):
64, 250, 326
AssignIn_Setp2Ext
Level:
6
Range:
0..16
Page(s):
250
AssignIn_LoadCtrlInp
Level:
6
Range:
0..16
Page(s):
136, 250
AssignIn_SyncInput
Level:
6
Range:
0..16
Page(s):
250
AssignIn_BoostPress
Level:
6
Range:
0..16
Page(s):
250
AssignIn_OilPress
Level:
6
Range:
0..16
Page(s):
250
Assignment of input channel to speed setpoint 1
Assignment of input channel to speed setpoint 2
Assignment of input channel to load setpoint
Assignment of input channel to speed setpoint from
synchronizing unit
Assignment of input channel to boost pressure
Assignment of input channel to oil pressure
906
907
908
909
910
911
912
913
914
915
916
917
AssignIn_AmbPress
Level:
6
Range:
0..16
Page(s):
250
AssignIn_CoolantTemp
Level:
6
Range:
0..16
Page(s):
250
AssignIn_ChAirTemp
Level:
6
Range:
0..16
Page(s):
250
AssignIn_OilTemp
Level:
6
Range:
0..16
Page(s):
250
AssignIn_FuelTemp
Level:
6
Range:
0..16
Page(s):
250
AssignIn_ExhaustTemp
Level:
6
Range:
0..16
Page(s):
250
AssignIn_RailPress1
Level:
6
Range:
0..16
Page(s):
230, 250
AssignIn_RailPress2
Level:
6
Range:
0..16
Page(s):
230, 250
AssignIn_ExcitReduct
Level:
6
Range:
0..16
Page(s):
250
DARDANOS MVC04-6
Assignment of input channel to ambient pressure
Assignment of input channel to coolant temperature
Assignment of input channel to charge air temperature
Assignment of input channel to oil temperature
Assignment of input channel to fuel temperature
Assignment of input channel to exhaust gas temperature
CR
Assignment of input channel to rail pressure 1
CR
Assignment of input channel to rail pressure 2
Assignment of input channel to the reduced value of
excitation signal for slide protection
AssignIn_SpeedReduct
Level:
Range:
Page(s):
6
0..16
250
Assignment of input channel to the reduced value of
speed setpoint for slide protection
AssignIn_CoolPress
Level:
Range:
Page(s):
6
0..16
250
Assignment of input channel to coolant pressure
AssignIn_AsymmLoad
Level:
Range:
Page(s):
6
0..16
250
Assignment of input channel to asymmetrical load
395
918
919
920
921
922
923
924
925
976
977
978
979
396
AssignIn_MeasPower
Level:
Range:
Page(s):
6
0..16
250
Assignment of input channel to measured power
AssignIn_PowerSetp
Level:
Range:
Page(s):
6
0..16
250
Assignment of input channel to power setpoint
AssignIn_TurbOilTemp
Level:
Range:
Page(s):
6
0..16
250
Assignment of input channel to Turbocharger oil temperature
AssignIn_FuelPress
Level:
Range:
Page(s):
6
0..16
250
Assignment of input channel to fuel pressure
AssignIn_OilLevel
Level:
Range:
Page(s):
6
0..16
250
Assignment of input channel to oil level
AssignIn_FuelLimExt
Level:
Range:
Page(s):
6
0..16
250
Assignment of input channel to external fuel quantity
limitation
AssignIn_TransmOilPr
Level:
Range:
Page(s):
6
0..16
250
Assignment of input channel to transmission oil pressure
AssignIn_AirMass
Level:
Range:
Page(s):
6
0..16
250
Assignment of input channel to air mass
SensorSwitchLow
Level:
Range:
Page(s):
4
0..100 %
0-threshold for switching functions via analogue input
SensorSwitchHigh
Level:
Range:
Page(s):
4
0..100 %
1- threshold for switching functions via analogue input
CoolPressSensorLow
Level:
Range:
Page(s):
4
0..5 bar
251
Minimum value of coolant pressure sensor
CoolPressSensorHigh
Level:
Range:
Page(s):
4
0..5 bar
251
Maximum value of coolant pressure sensor
980
981
982
983
984
985
986
987
988
989
991
992
OilPressSensorLow
Level:
Range:
Page(s):
4
0..10 bar
251
OilPressSensorHigh
Level:
4
Range:
0..10 bar
Page(s):
251
BoostPressSensorLow
Level:
4
Range:
0..5 bar
Page(s):
251
Level:
4
Range:
0..5 bar
Page(s):
251
AmbPressSensorLow
Level:
4
Range:
0..2000 mbar
Page(s):
251
AmbPressSensorHigh
Level:
4
Range:
0..2000 mbar
Page(s):
251
RailPress1SensorLow
Level:
4
Range:
0..2000 bar
Page(s):
251
RailPress1SensorHigh
Level:
4
Range:
0..2000 bar
Page(s):
251
RailPress2SensorLow
Level:
4
Range:
0..2000 bar
Page(s):
251
RailPress2SensorHigh
Level:
4
Range:
0..2000 bar
Page(s):
251
SpeedRedSensorHigh
Level:
4
Range:
0..4000 rpm
Page(s):
251
MeasPowerSensorLow
Level:
4
Range:
0..2500 kW
Page(s):
251
Minimum value of oil pressure sensor
Maximum value of oil pressure sensor
Minimum value of boost pressure sensor
Maximum value of boost pressure sensor
DARDANOS MVC04-6
Minimum value of ambient pressure sensor
DARDANOS MVC04-6
Maximum value of ambient pressure sensor
CR
Minimum value of rail pressure sensor 1
CR
Maximum value of rail pressure sensor 1
CR
Minimum value of rail pressure sensor 2
CR
Maximum value of rail pressure sensor 2
Maximum value of sensor for speed reduction for slide
protection in locomotive operation
Minimum value of measured power sensor
397
993
994
995
996
997
998
999
1000
1001
1002
1003
1004
398
MeasPowerSensorHigh
Level:
4
Range:
0..2500 kW
Page(s):
251
PowerSetpSensorLow
Level:
4
Range:
0..2500 kW
Page(s):
251
PowerSetpSensorHigh
Level:
4
Range:
0..2500 kW
Page(s):
251
Maximum value of measured power sensor
Minimum value of power setpoint sensor
Maximum value of power setpoint sensor
FuelPressSensorLow
Level:
Range:
Page(s):
4
0..6 bar
251
Minimum value of fuel pressure sensor
FuelPressSensorHigh
Level:
Range:
Page(s):
4
0..6 bar
251
Maximum value of fuel pressure sensor
TrOilPressSensorLow
Level:
4
Range:
0..40 bar
Page(s):
251
TrOilPressSensorHigh
Level:
4
Range:
0..40 bar
Page(s):
251
SubstSetp1Ext
Level:
Range:
Page(s):
SubstSetp2Ext
Level:
Range:
Page(s):
SubstLoadCtrlInput
Level:
Range:
Page(s)
SubstSyncInput
Level:
Range:
Page(s):
SubstBoostPressure
Level:
Range:
Page(s):
Minimum value of transmission oil pressure sensor
Maximum value of transmission oil pressure sensor
4
0..100 %
252
Substitute value for speed setpoint1 in case of error
4
0..100 %
252
Substitute value for speed setpoint2 in case of error
4
0..100 %
252
Substitute value for power setpoint in case of error
4
0..100 %
252
Substitute value for synchronizing signal in case of
error
4
0..5 bar
252
Substitute value for boost pressure in case of error
1005
1006
1007
1008
1009
1010
1011
1012
1013
1016
1017
1018
SubstOilPressure
Level:
4
Range:
0..10 bar
Page(s):
252
SubstAmbientPressure
Level:
4
Range:
0..2000 mbar
Page(s):
252
SubstCoolantTemp
Level:
4
Range:
-100..+1000 °C
Page(s):
252
SubstChargeAirTemp
Level:
4
Range:
-100..+1000 °C
Page(s):
252252
SubstOilTemp
Level:
4
Range:
-100..+1000 °C
Page(s):
252
SubstFuelTemp
Level:
4
Range:
-100..+1000 °C
Page(s):
252
SubstExhaustTemp
Level:
4
Range:
-100..+1000 °C
Page(s):
252
SubstRailPressure1
Level:
4
Range:
0..2000 bar
Page(s):
252
SubstRailPressure2
Level:
4
Range:
0..2000 bar
Page(s):
252
SubstCoolPressure
Level:
4
Range:
0..5 bar
Page(s):
253
SubstAsymmetricLoad
Level:
4
Range:
0..100 %
Page(s):
253
SubstMeasuredPower
Level:
4
Range:
0..100%
rsp. 0..2500 kW
Page(s):
253
Substitute value for oil pressure in case of error
Substitute value for ambient pressure in case of error
Substitute value for coolant temperature in case of error
Substitute value for charge air temperature in case of
error
Substitute value for oil temperature in case of error
Substitute value for fuel temperature in case of error
Substitute value for exhaust gas temperature in case of
error
CR
Substitute value for rail pressure 1 in case of error
CR
Substitute value for rail pressure 2 in case of error
Substitute value for coolant pressure in case of error
Default value for asymmetrical load in case of error
Substitute value for measured power in case of error
399
1019
1020
1021
1022
1023
1024
1025
1210
1220
1221
1230
1231
400
SubstPowerSetpoint
Level:
4
Range:
0..100%
rsp. 0..2500 kW
Page(s):
253
SubstTurboOilTemp
Level:
4
Range:
-100..+1000 °C
Page(s):
253
SubstFuelPressure
Level:
Range:
Page(s):
SubstOilLevel
Level:
Range:
Page(s):
4
0..6 bar
253
4
0..100 %
253
Substitute value for power setpoint in case of error
Substitute value for turbocharger oil temperature in case
of error
Substitute value for fuel pressure in case of error
Substitute value for oil level in case of error
SubstFuelLimitExtern
Level:
4
Range:
0..500 mm³/str
Page(s):
253
Substitute value for external fuel limitation in case of
error
SubstTransmOilPress
Level:
4
Range:
0..40 bar
Page(s):
253
Substitute value for transmission oil pressure in case of
error
SubstAirMass
Level:
Range:
Page(s):
4
0..1000 kg/h
253
DigitalPotSpeedRamp
Level:
2
Range:
0..4000 rpm/s
Page(s):
61, 66, 130
SynchronFactor
Level:
2
Range:
-100..+100 %
Page(s):
131
SynchronReference
Level:
2
Range:
0..100 %
Page(s):
132
LoadControlFactor
Level:
2
Range:
-100..+100 %
Page(s):
133
LoadControlReference
Level:
2
Range:
0..100 %
Page(s):
133
Default value for air mass in case of error
Change rate (gradient) of speed setpoint when switch
speed increas/decrease is used
Amplification factor of synchronization signal for analogue setpoint modification
Reference value for synchronization signal
Amplification factor of load setpoint signal for analogue setpoint modification
Reference value for load control signal
1232
RatedPower
Level:
Range:
Page(s):
1233
1234
1235
1239
1240
1241
1242
1243
1245
1246
2
0..100%
rsp. 0..2500 kW
71, 137
Rated power
PowerGovGain
Level:
Range:
Page(s):
2
0..100 %
137
Gain for integrated load governor
PowerGovStability
Level:
Range:
Page(s):
2
0..100 %
138
Stability factor for integrated load governor
PowerGovDerivative
Level:
Range:
Page(s):
2
0..100 %
138
Derivative factor for integrated load governor
MaxPowerDifference
Level:
2
Range:
0..100 %
Page(s):
138
Maximum admissible difference between rated and
measured power for integrated load governor
MaxPowerDiffMaxTime
Level:
2
Range:
0..600 s
resp. 0..1000 s
Page(s):
138
Maximum admissible time span for maximum admissible difference between rated and measured power for
integrated load governor
PowerSetpRampUp
Level:
2
Range:
0..800 %/s
rsp. 0..20000 kW/s
Page(s):
137
PowerSetpRampDown
Level:
2
Range:
0..800 %/s
rsp. 0..20000 kW/s
Page(s):
137
PowerSetpointPC
Level:
2
Range:
0..100%
rsp. 0..2500 kW
Page(s):
137
KnockPowerReduction
Level:
2
Range:
0..100 %
Page(s):
138138
KnockDuration
Level:
Range:
Page(s):
2
0..100 s
138
Step width for upward load ramp for integrated load
governor (power increase per second)
Step width for downward load ramp for integrated load
governor (power decrease per second)
Power setpoint by PC for integrated load governor
Reduced value for power reduction in case of engine
knocking (integrated power governor)
Waiting time after power setpoint was reduced after
recognition of engine knocking (integrated power governor)
401
1250
FuelAtZeroLoad
Level:
4
Range:
0..500 mm³/str
Page(s):
1250
PositionIUpperRef
Level:
Range:
Page(s):
Fuel quantity value at zero load in master-/slave operation
4
0..100 %
High reference value of contro lever in position 1
(vessel setpoint with information of sense of rotation)
1251
FuelAtFullLoad
Level:
4
Range:
0..500 mm³/str
Page(s):
Fuel quantity value at full load in master/slave operation
1251
Position0UpperRef
Level:
Range:
Page(s):
4
0..100 %
1252
SlaveLoadForDeClutch
Level:
4
Range:
0..100 %
Page(s):
1252
PositionIIILowerRef
Level:
Range:
Page(s):
High reference value of contro lever in position 0
Load setpoint in master/slave operation
4
0..100 %
Lower reference value of control lever in position III
1253
SlaveLoadRampUp
Level:
4
Range:
0..800 %/s
Page(s):
Load setpoint of other control unit in master/slave operation
1253
PositionIRange
Level:
Range:
Page(s):
4
0..100 %
Range of control lever in position I
1254
SlaveLoadRampDown
Level:
4
Range:
0..800 %/s
Page(s):
Setpoint fuel quantity for slave in master/slave operation
1254
Position0Range
Level:
Range:
Page(s):
4
0..100 %
1255
LowerSpeedClutchIn
Level:
4
Range:
0..4000 min-1
Page(s):
1255
PositionIIIRange
Level:
Range:
Page(s):
402
4
0..100 %
Range of control lever in position 0
Min. speed to engage clutch
Range of control lever in position III
Max. speed to engage clutch
1256
UpperSpeedClutchIn
Level:
4
-1
Range:
0..4000 min
Page(s):
1256
PositionISpeedInc
Level:
4
Range:
0..4000 min-1
Page(s):
Speed increase when engaging clutch in position I
PositionIIISpeedInc
Level:
4
Range:
0..4000 min-1
Page(s):
Speed increase when engaging clutch in position III
1257
1258
1259
1350
1355
1356
PositionIDelay
Level:
Range:
Page(s):
4
0..100 s
Delay for setpoint definition when engaging clutch in
position I
PositionIIIDelay
Level:
Range:
Page(s):
4
0..100 s
Delay for setpoint definition when engaging clutch in
position III
DigSlideSpeedDec
Level:
2
Range:
0..4000 rpm
Page(s):
127
DigSlideDuration
Level:
Range:
Page(s):
2
0..100 s
127
Speed reduction in case of sliding wheels
Waiting time during slide protection after reduction of
setpoint 1356 AnaSlideSpeedMin
AnaSlideSpeedMin
Level:
2
Range:
0..4000 rpm
Page(s):
128
Absolute minimum speed during reduction through
analogue slide protection
1500
ff
PWMInx_RefLow
Level:
Range:
Page(s):
4
0..100 %
DARDANOS MVC01-20/03-8
Lower reference of PWM-Input x
DARDANOS MVC01-20:
1
DARDANOS MVC03-8:
2
1501
ff
PWMInx_RefHigh
Level:
Range:
Page(s):
4
0..100 %
Upper reference of PWM-Input x
DARDANOS MVC01-20:
1
DARDANOS MVC03-8:
2
1510
ff
AnalogInx_RefLow
Level:
Range:
Page(s):
4
0..5 V
0..36 V
0..25 mA
resp. 0..65535
288
Lower reference value for analogue input x
403
1511
ff
1512
ff
1513
ff
1514
ff
1552
1572
ff
1553
1573
ff
1554
1574
ff
1600
ff
1601
ff
404
AnalogInx_RefHigh
Level:
Range:
4
0..5 V
0..36 V
0..25 mA
resp. 0..65535
Page(s):
288
AnalogInx_ErrorLow
Level:
4
Range:
0..5 V
0..36 V
0..25 mA
resp. 0..65535
Page(s):
292
AnalogInx_ErrorHigh
Level:
4
Range:
0..5 V
0..36 V
0..25 mA
resp. 0..65535
Page(s):
292
AnalogInx_Filter
Level:
6
Range:
0..100 s
resp. 1..255
Page(s):
291
TempInx_ErrorLow
Upper reference value for analogue input x
Level:
4
Range:
0..60000 Ohm
Page(s):
292
TempInx_ErrorHigh
Lower error limit of temperature input x
Level:
4
Range:
0..60000 Ohm
Page(s):
292
TempInx_Filter
Upper error limit of temperature input x
Level:
4
Range:
0..100 s
Page(s):
291
PWMOutx_Assign
Level:
4
Range:
-29999..+29999
Page(s):
296
PWMOutx_RefLow
Level:
4
Range:
0..100 %
Page(s):
298
Filter value of temperature input x
Lower error limit for analogue input x
Upper error limit for analogue input x
Filter value of analogue input x
Function assignment to PWM output x
Minimum value of PWM output x
1602
ff
1603
ff
1604
ff
1625
ff
1640
ff
1641
ff
1642
ff
1643
ff
1644
ff
1651
ff
1800
1810
PWMOutx_RefHigh
Level:
4
Range:
0..100 %
Page(s):
298
PWMOutx_ValueMin
Level:
4
Range:
0..100 %
Page(s):
297
PWMOutx_ValueMax
Level:
4
Range:
0..100 %
Page(s):
297
PWMOutx_Frequency
Level:
6
Range:
128..500 Hz
Page(s):
AnalogOutx_Assign
Level:
4
Range:
-29999..+29999
Page(s):
AnalogOutx_RefLow
Level:
4
Range:
0 100 %
Page(s):
AnalogOutx_RefHigh
Level:
4
Range:
0 100 %
Page(s):
AnalogOutx_ValueMin
Level:
4
Range:
0 100 %
Page(s):
AnalogOutx_ValueMax
Level:
4
0 100 %
Range:
Page(s):
PWMOutx_Frequency
Level:
6
Range:
50..300 Hz
rsp. 50..500 Hz
Page(s):
296
Level
Level:
1
Range:
1..7
Page(s):
27
OperationMode
Level:
6
Range:
0..4
Page(s):
52, 57, 60, 63, 64
Maximum value of PWM outputs x
Minimum value of PWM output x in per cent of the
value range of output parameter
Maximum value of PWM output x in per cent of the
DARDANOS MVC01-20
Frequency ofPWM output x
DARDANOS MVC01-20
Function assignment to analogue output x
DARDANOS MVC01-20
Minimum value of analogue output x
DARDANOS MVC01-20
Maximum value of analogue output x
DARDANOS MVC01-20
Minimum value of analogue output x in per cent of the
DARDANOS MVC01-20
Maximum value of analogue output x in per cent of the
Frequency of PWM output x
User level
Operation mode
0 = standard
1 = vehicle
2 = locomotive
3 = generator set
4 = marine
405
1876
1900
1901
1905
1920
1950
1951
1952
1953
1960
1961
1962
ValueStep
Level:
2
Range:
0..65535
Page(s):
CylinderMask
Level:
6
Range:
00.. xx Hex
Page(s):
162
CylinderMask20to17
Level:
6
Range:
00..000F Hex
Page(s):
ClickTestCylinder
Level:
2
Range:
0..x
Page(s):
CylinderFaultEcy
Level:
4
Range:
1..x
Page(s):
165, 166, 345
BoostTime
Level:
6
Range:
0..4 ms
Page(s):
158, 159
MeasWindowTime
Level:
6
Range:
0..4 ms
Page(s):
158, 159
FlyTimeDefault
Level:
6
Range:
0..4 ms
Page(s):
158, 159, 161
FlyTimeFilter
Level:
Range:
Page(s):
BoostCurrent
Level:
Range:
Page(s):
HoldCurrent
Level:
Range:
Page(s):
BipThreshold
Level:
Range:
Page(s):
406
6
1..255
158, 161
Step width for value modifications
(only handheld programmer)
Mask of active cylinders
(xx  DARDANOS MVC03-8: FF, DARDANOS
MVC04-6: 3F)
DARDANOS MVC01-20
Mask of active cylinders
Selection of cylinder for click test
MVC03-8: 8, DARDANOS MVC04-6: 6)
Number of admissible faulty cylinders before engine is
switched off
MVC04-6: 6)
Energizing time by boost current
(1960 BoostCurrent)
Time window for detection of closing point (BIP)
Default flying time of the magnetic valves
Filter constant for measuring the flying time of the
magnetic valves
6
0..x A
resp. 0..15
158
Boost current
(x  DARDANOS MVC03-8: 33.33, DARDANOS
MVC04-6: 25)
6
0..x A
resp. 0..15
158
Hold current
MVC04-6: 25)
6
0..x A/ms
resp. 0..31
158, 160
Threshold for detecting closing point (BIP)
MVC04-6: 25)
10550
10551
10900
ff
11000
ff
11110
ff
11110
ff
11112
ff
11113
ff
11114
ff
11115
ff
11116
ff
11190
ff
ExhTempCorrStability
Level:
6
Range:
0..100 %
Page(s):
147
ExhaustTempCorrMax
Level:
6
Range:
0..1 ms
rsp. 0..5 °crank
Page(s):
147
AssignIn_ExhTempCylx
Level:
6
Range:
0..16
Page(s):
SubstExhaustTempCylx
Level:
4
Range:
0..100 %
Page(s):
252
DOx_DelayTime
Level:
6
Range:
0..2,55 s
Page(s):
DOPWMx_DelayTime
Level:
6
Range:
0..2,55 s
Page(s):
298
DOPWMx_CurrentMin
Level:
6
Range:
0..z A
299
Page(s):
DOPWMx_CurrentMax
Level:
6
Range:
0..z A
Page(s):
299
DOPWMx_CurrentDelay
Level:
6
Range:
0..100 s
Page(s):
299
DOPWMx_DeviationMax
Level:
6
Range:
0..z A
Page(s):
299
DOPWMx_DeviatDelay
6
Level:
Range:
0..100 s
Page(s):
299
DOx_DelayTime
Level:
6
Range:
0..2,55 s
Page(s):
298
Stability for cylinder temperature correction
Maximum correction value for cylinder temperature
correction.
Assignment of input channel to cylinder temperature
sensor x
Substitute value for cylinder temperature sensor x
DARDANOS MVC01-20
Delay for error indication at digital output x
Delay for error indication at PWM/digital output x
Minimaler zulässiger Strom am PWM/digital output x
(z  DARDANOS MVC03-8: 3, DARDANOS
MVC04-6: 11)
Maximum admissible current on PWM/digital output x
MVC04-6: 11)
Delay time for excess of current limit at PWM/digital
output x
Maximum admissible current deviation at PWM/digital
output x
MVC04-6: 11)
Delay for indication of deviation error at PWM/digital
output x
Delay for error indication at digital output x
407
11240
11250
11260
11251
11261
11252
11262
11253
11263
11254
11264
11255
11265
11256
11266
11257
11267
11258
11268
11259
11269
20000
408
FreqOut_DelayTime
Level:
6
Range:
0..2,55 s
Page(s):
283
COx_DelayTime
Level:
6
Range:
0..0,5 s
Page(s):
COx_CurrentMin
Level:
6
Range:
0..2,5 A
Page(s):
240
COx_CurrentMax
Level:
6
Range:
0..2,5 A
resp. 0..100 %
Page(s):
237, 240
COx_CurrentDelay
Level:
6
Range:
0..100 s
Page(s):
241
COx_DeviationMax
Level:
6
Range:
0..2,5 A
Page(s):
241241
COx_DeviationDelay
Level:
6
Range:
0..100 s
Page(s):
241
COx_PWMMax
Level:
6
Range:
0..100 %
238, 241
Page(s):
COx_PWMMaxDelayTime
Level:
6
Range:
0..2,55 s
Page(s):
242
COx_CurrMaxAtStart
Level:
6
Range:
0..2,5 A
Page(s):
237, 239
COx_PWMMaxAtStart
Level:
6
Range:
0..100 %
Page(s):
238
CR_PressSetp
Level:
4
Range:
0..2000 bar
Page(s):
232, 234
DARDANOS MVC03-8
Delay for error indication at frequency output
CR
Delay for error indication at regulated current output x
CR
Minimum admissible current at regulated current output
x
CR
Maximum admissible current at regulated current output x
CR
Delay for indication of excess of current limit at regulated current output x
CR
Maximum admissible current deviation at regulated
current output x
CR
Delay of indication of deviation error at regulated current output x
CR
Maximum PWM ratio at regulated current output x
CR
Delay of indication in case PWM ratio is at maximum
CR
Setpoint limit for current regulator of current output x at
engine start
CR
Output value limit of current output x at engine start
CR
Rail pressure setpoint when characteristic map is not
active(24000 CR_PressBaseMapOn = 0)
20001
20002
20003
20004
20005
20100
20101
20102
20200
20210
20200
20201
20211
20201
20202
20212
CR_PressMaxAtStart
Level:
4
Range:
0..2000 bar
Page(s):
232, 239, 244
CR_PressMinForStart
Level:
4
Range:
0..2000 bar
Page(s):
239, 244
CR_PressStartTimeout
Level:
4
Range:
0..100 s
Page(s):
239, 244
CR_PressMinAtStop
Level:
4
Range:
0..2000 bar
Page(s):
237, 243
CR_PressMaxAtClickT
Level:
4
Range:
0..2000 bar
Page(s):
162
CR_PressGov:Gain
Level:
4
Range:
0..100 %
Page(s):
237, 243
CR_PressGov:Stab
Level:
4
Range:
0..100 %
Page(s):
237, 243
CR_PressGov:Deriv
Level:
4
Range:
0..100 %
Page(s):
237, 243
Curr_Govx:Gain
Level:
4
Range:
0..100 %
Page(s):
238
HPR_DelPeriodMax
Level:
4
Range:
0..180 °crank
Page(s):
243
Curr_Govx:Stability
Level:
4
Range:
0..100 %
Page(s):
238
HPR_DelPerMaxAtStart
Level:
4
Range:
0..180 °crank
Page(s):
243
Curr_Govx:Derivative
Level:
4
Range:
0..100 %
Page(s):
238
CR
Maximum admissible rail pressure setpoint at engine
start
CR
Minimum rail pressure for injection to be enabled at
engine start
CR
Time within which rail pressure for engine start must be
built up
CR
Minimal rail pressure - when engine has stoppedbelow
this limit energizing of high pressure pump is disabled
CR
Maximum rail pressure for click test enabling
CR
Gain factor of rail pressure control circuit
CR
Stability factor of rail pressure control circuit
CR
Derivative factor of rail pressure control circuit
CR
Gain factor of current control circuit x (regulated current output high-pressure pump)
DARDANOS MVC04-6 + CR + HPI
Upper limit for delivery period of high-pressure pump
CR
Stability factor of current control circuit x (regulated
current output high-pressure pump)
Maximum admissible delivery period of high-pressure
pump at engine start
CR
Derivative factor of current control circuit x. (regulated
current output high-pressure pump)
409
20205
20215
20250
20250
20251
20260
20261
20260
20261
20262
20301
20304
20305
20306
410
Curr_Govx:DeviatMax
Level:
6
Range:
0..2,5 A
Page(s):
238
CurrOut_PCSetp
Level:
4
Range:
0..2,5 A
resp. 0..100 %
Page(s):
238
HPR_DeliveryEndSetp
Level:
4
Range:
-100..100 °BTDC
Page(s):
238, 243
HPR_DeliveryEndOffset
Level:
4
Range:
-360..360 °crank
Page(s):
243
CurrOutx_Frequency
Level:
4
Range:
50..300 Hz
238, 244, 246
Page(s):
HPR_Current
Level:
6
Range:
0..10 A
Page(s):
244
HPR_RiseTimeMax
Level:
6
Range:
0..16,384 ms
resp. 0..15,624 ms
Page(s):
238, 245
HPR_RiseTimeFilter
Level:
6
Range:
1..255
Page(s):
245
PrePreInjBeginSetp
Level:
4
Range:
-20..50 °crank
Page(s):
207, 210
PrePreInjTimeSetpPC
Level:
4
Range:
-8,192..8,192 ms
resp. -15,624..15,624 ms
Page(s):
207, 212
PrePreInjFuelSetp
Level:
4
Range:
0..500 mm³/str
Page(s):
207, 212
PrePreInjSpeedMin
Level:
4
Range:
0..4000 rpm
Page(s):
207, 209
CR
Maximum admissible deviation
CR
Current setpoint for current outputs and high-pressure
pumps via DcDesk 2000 (highest priority)
Setpoint for delivery end of high-pressure pumpif without characteristic map
Offset of delivery end in relation to OT of first cylinder
CR
Control frequency for current output x
Control current for high-pressure pump
Maximum admissible current rise time for magnetic
valves of high-pressure pump
Filter constant for rise time of magnetic valves of highpressure pump
CR
Pre-pre-injection begin when characteristic map is not
enabled (24301 PrePreBeginMapOn = 0)
CR
Pre-pre-injection time when direct setpoint is enabled
(24304 PrePreDTSetpPCOn = 1)
CR
Pre-pre-injection quantity when characteristic map is
not enabled (24305 PrePreDQMapOn = 0)
CR
Minimum speed for enabling pre-pre-injection
20307
20308
20309
20321
20324
20325
20326
20327
20328
20329
20341
PrePreInjFuelMin
Level:
4
Range:
0..500 mm³/str
Page(s):
207, 209
PrePreDelTimeAbsMin
Level:
4
Range:
-8,192..8,192 ms
resp. -15,624..15,624 ms
Page(s):
207, 212
PrePreDelTimeAbsMax
Level:
4
Range:
-8,192..8,192 ms
resp. -15,624..15,624 ms
Page(s):
207, 212
PreInjBeginSetp
Level:
4
Range:
-20..50 °crank
Page(s):
201, 204
PreInjTimeSetpPC
Level:
4
Range:
-8,192..8,192 ms
resp. -15,624..15,624 ms
Page(s):
201, 207
PreInjFuelSetp
Level:
4
Range:
0..500 mm³/str
Page(s):
201, 206
PreInjSpeedMin
Level:
4
Range:
0..4000 rpm
Page(s):
201
PreInjFuelMin
Level:
4
Range:
0..500 mm³/str
Page(s):
201
PreInjDelTimeAbsMin
Level:
4
Range:
-8,192..8,192 ms
resp. -15,624..15,624 ms
Page(s):
201, 207
PreInjDelTimeAbsMax
Level:
4
Range:
-8,192..8,192 ms
resp. -15,624..15,624 ms
Page(s):
201, 207
PostInjBeginSetp
Level:
4
Range:
-20..50 °crank
Page(s):
214, 217
CR
Minimum injection quantity for enabling pre-preinjection
CR
Lower limit for delivery time of pre-pre-injection
CR
Upper limit for delivery time of pre-pre-injection
CR
Pre-injection beginif characteristic map is not enabled
(24321 PreIngBeginMapOn = 0)
CR
Pre-injection time setpointif direct setpoint is enabled
(24324 PreInjDTSetpPCOn = 0)
CR
Pre-injection fuel setpointif characteristic map is not
enabled
(24325 PreIngDQMapOn = 0)
CR
Minimum speed to enable pre-injection
CR
Minimum fuel quantity to enable pre-injection
CR
Lower limit for delivery time of pre-injection
CR
Upper limit for delivery time of pre-injection
CR
Post-injection begin when characteristic map is not
enabled (24341 PostIngBeginMapOn = 0)
411
20344
20345
20346
20347
20348
20349
20361
20364
20365
20366
20367
20368
412
PostInjTimeSetpPC
Level:
4
Range:
-8,192..8,192 ms
resp. -15,624..15,624 ms
Page(s):
214, 219
PostInjFuelSetp
Level:
4
Range:
0..500 mm³/str
Page(s):
214, 219
PostInjSpeedMin
Level:
4
Range:
0..4000 rpm
Page(s):
214, 216
PostInjFuelMin
Level:
4
Range:
0..500 mm³/str
Page(s):
214, 216
PostInjDelTimeAbsMin
Level:
4
Range:
-8,192..8,192 ms
resp. -15,624..15,624 ms
Page(s):
214, 219
PostInjDelTimeAbsMax
Level:
4
Range:
-8,192..8,192 ms
resp. -15,624..15,624 ms
Page(s):
214, 219
PostPostInjBeginSetp
Level:
4
Range:
-20..50 °crank
Page(s):
221, 224
PostPostTimeSetpPC
Level:
4
Range:
-8,192..8,192 ms
resp. -15,624..15,624 ms
Page(s):
221, 228
PostPostInjFuelSetp
Level:
4
Range:
0..500 mm³/str
Page(s):
221, 226
PostPostSpeedMin
Level:
4
Range:
0..4000 rpm
Page(s):
221, 223
PostPostFuelMin
Level:
4
Range:
0..500 mm³/str
Page(s):
221, 223
PostPstDelTimeAbsMin
Level:
4
Range:
-8,192..8,192 ms
resp. -15,624..15,624 ms
Page(s):
221, 228
CR
Post-injection time when direct setpoint is enabled
(24344 PostInjDTSetpPCOn = 0)
CR
Post-injection fuel quantity when characteristic map is
not enabled (24345 PostInjDQMapOn = 0)
CR
Minimale Speed to enable post-injection
CR
Minimum fuel quantity to enable post-injection
CR
Lower limit for delivery time of post-injection
CR
Upper limit for delivery time of post-injection
CR
Post-post-injection beginif characteristic map is not
enabled (24361 PostPostBeginMapOn = 0)
CR
Post-post-injection time when direct setpoint is enabled
(24364 PostPostDTSetpPCOn = 0)
CR
Post-post-injection quantity when characteristic map is
not enabled (24365 PostPostDQMapOn = 0)
CR
Minimum speed to enable post-post-injection
CR
Minimum fuel quantity to enable post-post-injection
CR
Lower limit for delivery time of post-post-injection
20369
20810
20811
20812
20813
20814
20815
20816
20817
20818
20818
20819
PostPstDelTimeAbsMax
Level:
4
Range:
-8,192..8,192 ms
resp. -15,624..15,624 ms
Page(s):
221, 228
CommEngineStop
Level:
6
Range:
0..16
Page(s):
255, 259, 260
CR
Upper limit for delivery time of post-post-injection
Switch assignment to function "Engine stop" via communication modules
CommIdleSpeed
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "Idle speed" via communication modules
CommDroop2Or1
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "Droop 1/2" via communication modules
CommForcedLimit
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "Forced Limitation" via
communication modules
CommSpeedRange2Or1
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "Speed range 1/2" via
CommSpeedFix1
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "Fixed speed 1" via
CommSpeedFix2
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "Fixed speed 2" via
CommSpeedLimit2Or1
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "Speed limit 1/2" via
CommSlide
Level:
Range:
Page(s):
6
0..16
255, 259, 260
Switch assignment to function "Slide Protection" in
locomotive operation via communication modules
CommKnock
Level:
Range:
Page(s):
6
0..16
255, 259, 260
Switch assignment to function "Knocking" in generator
operation via communication modules
CommNotch3
Level:
Range:
Page(s):
6
0..16
255, 259, 260
Switch assignment to function "Speed notch 3" in locomotive operation via communication modules
413
20820
20821
20822
20823
20824
20825
20826
20827
20828
20829
20830
20831
414
CommNotch2
Level:
Range:
Page(s):
6
0..16
255, 259, 260
CommNotch1
Level:
Range:
Page(s):
6
0..16
255, 259, 260
CommNotch0
Level:
Range:
Page(s):
6
0..16
255, 259, 260
CommExcitLimit1
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "First excitation signal
limitation" in locomotive operation via communication
modules
CommExcitLimit2
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "Second excitation signal limitation" in locomotive operation via communication modules
CommSpeedInc
Level:
Range:
Page(s):
6
0..16
255, 259, 260
Switch assignment to function "Speed increase" via
CommSpeedDec
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "Speed decrease" via
CommSetpoint2Or1
Level:
6
Range:
0..16
Page(s):
57, 255, 259, 260
Switch assignment to function "Setpoint adjuster 1/2"
via communication modules
CommErrorReset
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "Reset error" via communication modules
CommFreezeSetp1
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "Freeze Setpoint 1" via
CommFreezeSetp2
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "Freeze Setpoint 2" via
CommIMOrAllSpeedGov
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "Governor mode" via
20832
20834
20835
20836
20840
20841
20841
20842
20842
20842
20843
CommCruiseControl
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "Cruise control" via
CommSyncEnable
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "synchronization" via
CommLoadEnable
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "Load control enable"
CommAutoOrManual
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "Change Over Generator
Operation" via communication modules
CommExcitationOn
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "Excitation signal" via
CommLowIdleOn
Level:
6
Range:
0..16
Page(s):
255, 259, 260
Switch assignment to function "Low idle speed" via
CommMasterOrSlave
Level:
Range:
Page(s):
6
0..16
Switch assignment to function "master or slave" via
CommPID2Or1
Level:
Range:
Page(s):
6
0..16
Generator
Switch assignment to function "PID parameter set 2 or
1" via communication modules
CommLoadTransfer
Level:
Range:
Page(s):
6
0..16
Switch assignment to function "load transfer” via communication modules
CommCommand
Level:
Range:
Page(s):
6
0..16
Switch assignment to function "command” via communication modules
6
0..16
Switch assignment to function "clutch” via communication modules
CommClutch
Level:
Range:
Page(s):
415
20843
CommSynchro
Level:
Range:
Page(s):
6
0..16
20844
CommAsymLoadEnable
Level:
6
Range:
0..16
Page(s):
20845
CommRailLeakDetect
Level:
Range:
Page(s):
20846
20848
20849
6
0..16
CommGenBreaker
Level:
6
Range:
0..16
Page(s):
255, 259, 260
CommDelMaps2Or1
Level:
6
Range:
0..16
Page(s):
255, 259, 260
CommStartEngine
Level:
Range:
Page(s):
6
0..16
Switch assignment to function "synchro” via communication modules
Switch assignment to function "asymmetrical load” via
Switch assignment to function "rail leakage” via communication modules
Switch assignment to function "Contactor" via communication modules
Switch assignment to function "Characteristic map 1/2
for delivery begin and delivery quantity pre- / postinjection“ via communication modules
Switch assignment to function " Engine Start Request “
21700
WAGO:Baudrate
Level:
4
Range: 125,250,500,1000 kBaud
see WAGO
Baudrate of WAGO-CANopen-network
21701
WAGO:SlaveID
Level:
Range:
see WAGO
Node number of slave in WAGO-CANopen-netzwork
4
1..127
21702
WAGO:ModulSendRate
Level:
4
Range:
0..50 s
resp. 0..100 s
see WAGO
Receiving interval of WAGO-module for messages
21750
CanOp:Baudrate
Level:
4
Range: 125,250,500,1000 kBaud
see CANopen Manual DG 06 002-d
Baudrate of CANopen network
21751
CanOp:MyNodeNo
Level:
Range:
Personal node number in CANopen network
4
1..127
21752
CanOp:PartnerNodeNo
Level:
4
Range:
0..127
Master and partner node number in CANopen network
21753
CanOp:TimeOutDelay
Level:
Range:
Duration of timeout delay for receiving telegram after
start-up of control device
416
4
0..127
21754
CanOp:HBeatConsTime
Level:
4
Range:
0..100 s
Receiving interval for life signal (heartbeat)
21755
CanOp:HBeatProdTime
Level:
4
Range:
0..100 s
Sending interval for life signal (heartbeat)
21756
CanOp:GuardingTime
Level:
Range:
Receiving interval for life signal (node guarding)
4
0..100
21757
CanOp:LifeTimeFactor
Level:
4
Range:
0..255
Factor for receving interval of life signal (node guarding)
21760
CanOp:ID_SYNCCons
Level:
Range:
Identifier of SYNC receiving telegram
4
0..255
21761
CanOp:ID_EMCYProd
Level:
4
Range:
0..255
Identifier of EMCY sending telegram
Warning: 21751 CanOp:MyNodeNo is added
21762
CanOp:ID_HBeatCons
Level:
Range:
Identifier of life guarding or heartbeat receiving telegram
LifeGuarding: 21751 CanOp:MyNodeNo is added
Heartbeat: 21752 CanOp:PartnerNodeNo is added
21763
21764
21765
4
0..255
CanOp:ID_HBeatProd
Level:
Range:
4
0..255
Identifier of heartbeat sending telegram
CanOp:ID_ClientSDO
Level:
Range:
4
0..255
Identifier of SDO receiving telegram
CanOp:ID_ServerSDO
Level:
Range:
4
0..255
Identifier of SDO sending telegram
21770
ff
CanOp:RPDOID(x)
Level:
Range:
21774
ff
CanOp:TPDOID(x)
Level:
Range:
21850
DNet:BaudRate
Level:
4
Range:
125250500 kBaud
4
0..255
4
0..255
Identifier of RPDOs
x = 0..4
Identifier of TPDOs
Warning: 21751 CanOp:MyNodeNo is added to the
first four standard TPDOs
x = 0..15
see DeviceNet Manual DG 06 003-d
Baudrate of DeviceNet systems
417
21851
21852
DNet:MacId
Level:
Range:
4
0..63
DNet:NoOfRxBytes
Level:
Range:
4
0..32
Personal identifier in DeviceNet system
Number of expectet bytes via polled messageStandard:
2 byte switch functions15 words sensors
21900
J1939:Baudrate
Level:
4
Range:
125250 kBaud
see SAE J1939 Manual DG 06 004-d
Baudrate in SAE J1939 bus system
21901
J1939:MyNodeNumber
Level:
Range:
Personal node number in SAE J1939 bus system
4
1..31
21902
J1939:StartTOutDelay
Level:
4
Range:
0..100 s
Duration of timeout delay for receiving telegram after
start-up of control device
21910
J1939:RefEngTorque
Level:
4
Range:
0..64255 Nm
Maximum torque of engine
21911
J1939:FuelRefMin
Level:
Range:
Fuel at zero load
21912
4
0..100 %
J1939:FuelRefMax
Level:
Range:
4
0..100 %
21950
ff
CMRxTelxTimeout
Level:
Range:
4
0..100 s
21960
CMTxTelxSendRate
ff
Level:
Range:
418
4
0..100 s
Fuel at full load
HZM CAN Customer-Module Manual DG 05007-d
Timeout of receiving telegram x
see HEINZMANN CAN Customer-ModuleManual DG
05007-d
Sending rate of sending telegram x
29.3 List 2: Measuring values
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Speed
Level:
1
Range:
0..4000 rpm
Page(s): 46, 81, 115, 119, 204,
206, 210, 212, 217, 219, 223, 226,
296, 298, 340, 346
SpeedPickUp1
Level:
1
Range:
0..4000 rpm
Page(s):
46
SpeedPickUp2
Level:
1
Range:
0..4000 rpm
Page(s):
46
SpeedPickUp1Value
Level:
4
Range:
0..4000 rpm
Page(s):
46
SpeedPickUp2Value
Level:
4
Range:
0..4000 rpm
Page(s):
46
ActivePickUp
Level:
1
Range:
0..2
Page(s):
46, 48
PMMErrorCode
Level:
6
Range:
0000..FFFF Hex
Page(s):
153
SynchronToGap
Level:
1
Range:
0..1
Page(s):
38, 153
TryToFindGap
Level:
1
Range:
0..1
Page(s):
46
SpeedCamIndex
Level:
1
Range:
0..4000 rpm
Page(s):
46
GapToCamIndex
Level:
4
Range:
0..720 °crank
Page(s):
152, 155
Current speed
Current speed as read by speed pickup 1
Current speed as read by speed pickup 2
Unfiltered speed as read by speed pickup 1
Unfiltered speed as read by speed pickup 2
Active pickup check
0 = pickup 1 active
1 = pickup 2 active
2 = index adjuster active
Error code relating to recognition of tooth gap
Message showing that tooth gap was recognized
Message indicating that tooth gap is searched for
(in case of lost camshaft index sensor signal)
Current speed value from camshaft index sensor
Distance by degrees crankshaft angle between synchronization gap and camshaft index
419
2011
2022
2023
2024
2025
2028
2029
2031
2032
2033
2035
2040
2041
420
GapToCamIndexValue
Level:
4
Range:
0..720 °crank
Page(s):
SpeedGradientPickUp1
Level:
4
Range:
-4000..4000 rpm/s
Page(s):
SpeedGradientPickUp2
Level:
4
Range:
-4000..4000 rpm/s
Page(s):
SpeedGradientCam
Level:
4
Range:
-4000..4000 rpm/s
Page(s):
SpeedGradient
Level:
4
Range:
-4000..+4000 rpm/s
Page(s):
SpeedGradientDT1
Level:
4
Range:
-2000..+2000 rpm/s
Page(s):
81
PowerGradientDT1
Level:
4
Range:
-1250..+1250 kW/s
Page(s):
81
SpeedSetp
Level:
1
Range:
0..4000 rpm
Page(s): 39, 44, 53, 55, 69, 73, 81
SpeedSetpRamp
Level:
1
Range:
0..4000 rpm
Page(s):
55, 68, 73
SpeedSetpointSelect
Level:
1
Range:
0..4000 rpm
Page(s):
55, 57, 68, 130
SpeedSetpLimit
Level:
1
-1
Range:
0..4000 min
Page(s):
DroopOffset
Level:
1
-2000..+2000 rpm
Range:
Page(s):
73
DigitalPotOffset
Level:
1
Range:
-4000..+4000 rpm
Page(s):
66, 130
Unfiltered distance by degrees crankshaft angle between synchronization gap and camshaft index
Current rate of speed change per second from pickup 1
Current rate of speed change per second from pickup 2
Current rate of speed change per second from index
adjuster
Current rate of speed change per second
Speed gradient
Power gradient
Speed setpoint with droop as measured
Speed setpoint after speed ramp as determined
Speed setpoint as adjusted by setpoint adjuster or
switche.g.idle speed or fixed speed
see SAE J1939, manual DG 06 004-d
Maximum speed
Speed offset due to droop
Speed offset caused by digital potentiometer
2042
2090
2091
2092
2100
2110
2111
2120
2121
2122
2131
2132
GenSetOffset
Level:
1
-4000..+4000 rpm
Range:
Page(s): 63, 129, 133, 138, 325
SpeedSwitchActive
Level:
1
Range:
0..1
Page(s):
50
Speed offset caused by synchronization and load control in generator mode
Code indicating that speed threshold 90 SpeedSwitch
was exceeded
SpeedSwitch2Active
Level:
Range:
Page(s):
1
0..1
50
Code indicating that speed threshold 91 SpeedSwitch2
was exceeded
SpeedSwitch3Active
Level:
Range:
Page(s):
1
0..1
50
Code indicating that speed threshold 92 SpeedSwitch3
was exceeded
PID_CorrFactor
Level:
1
Range:
0..400 %
Page(s):
76
FuelSetpSpeedGov
Level:
3
Range:
0..500 mm³/str
Page(s):
74
FuelGenSetOffset
Level:
3
Range:
0..500 mm³/str
Page(s):
138, 325
DroopPresent
Level:
1
Range:
-100..+100 %
Page(s):
73
SpeedJumpActive
Level:
1
Range:
0..1
Page(s):
81
PowerJumpActive
Level:
Range:
Page(s):
IMFuelSetp
Level:
Range:
Page(s):
1
0..1
81
1
0..500 mm³/str
109, 111
IMFuelSetpSelect
Level:
1
Range:
0..500 mm³/str
Page(s):
109, 111
PID correction factor as determined
Injection quantity calculated by speed governor
Offset for fuel quantity setpoint
Current droop by which the governor is presently operating
Speed jump was recognized
Power jump was recognized
Current fuel setpoint due to idle/maximum speed control
Current fuel setpoint due to idle/maximum speed control before ramp
421
2140
2141
2250
2300
ff
2301
ff
2305
2310
2311
2312
2313
2314
2316
422
GoverningAtMaxOrIdle
Level:
1
Range:
0..1
Page(s):
110
IMOrAllSpeedGov
Level:
1
Range:
0..1
Page(s):
108
EngineStartCounter
Level:
1
Range:
0..1
Page(s):
38, 145
DeliveryPeriod
Level:
1
Range:
-100..+100 °crank
Page(s):
30, 178, 181, 195
DeliveryTime
Level:
1
Range:
-8,192..8,192 ms
resp. -15,624..15,624 ms
Page(s):
178, 195, 198
PEActPos
Level:
1
Range:
0..100 %
Page(s):
DeliveryBegin
Level:
1
Range:
-100..+100 °BTDC
Page(s): 30, 169, 174, 186, 191
DelBegBaseMap
Level:
1
Range:
-100..100 °BTDC
Page(s):
167, 186
DelBegOffset
Level:
1
Range:
-100..100 °crank
Page(s):
167, 171, 186, 188
DelBegOffUnLimited
Level:
1
Range:
-100..100 °crank
Page(s):
171, 188
DelBegOffsetMax
Level:
1
Range:
-100..100 °crank
Page(s):
171, 188
DelBegOffCoolantTemp
Level:
1
Range:
-100..100 °crank
Page(s):
171, 190
Indication whether speed control is by maximum speed
or idle speed
Indication whether idle/maximum speed control or variable speed control is active
Number of engine starts since counder was cleared last
Current injection duration by degrees crankshaft
Current injection duration by milliseconds
HZM-CAN periphery module:
Current actuator position
Current injection begin
Delivery begin from currently active delivery begin
map
Offset for delivery begin correction
Unlimited offset for delivery begin correction
Maximum admissible offset for delivery begin correction
Coolant temperature dependent delivery begin correction
2317
2318
2319
2320
2350
2355
ff
2360
2361
2365
2380
2401
2402
DelBegOffChargeAirT
Level:
1
Range:
-100..100 °crank
Page(s):
173, 190
DelBegOffFuelTemp
Level:
1
Range:
-100..100 °crank
Page(s):
173, 190
DelBegOffAmbPress
Level:
1
Range:
-100..100 °crank
Page(s):
173, 190
PEActuatorOn
Level:
1
Range:
0/1
Page(s):
FuelQuantity
Level:
1
Range:
0..500 mm³/str
Page(s):74, 84, 115, 117, 119, 145,
177, 194, 196, 204, 206, 210, 212,
217, 219, 223, 226, 296
PEFuelQuantity
Level:
1
Range:
0..100 %
Page(s):
326
FuelQuantityLimited
Level:
1
Range:
0..500 mm³/str
Page(s):
145
FuelQuantityUnlimit
Level:
1
Range:
0..500 mm³/str
Page(s):
84
FuelQuantityMainInj
Level:
1
Range:
0..500 mm³/str
Page(s):
194
FuelConsumption
Level:
1
Range:
0..500 l/h
Page(s):
145
CanTxBufferState
Level:
1
Range:
0..FF Hex
Page(s):
323, 351
CanRxBufferState
Level:
1
Range:
0..FF Hex
Page(s):
323, 351
Charge air temperature dependent delivery begin correction
Fuel temperature dependent delivery begin correction
Ambient pressure dependent delivery begin correction
Code indication about actuators activation
(corresp. 5910 ActuatorOn in periphery module)
Current injection quantity
injection quantity setpoint (for actuator x)
Limited injection quantity
Unlimited injection quantity
CR
Effective injection quantity of main injection
Current fuel consumption
State of CAN source buffer
State of CAN destination buffer
423
2403
2404
2405
2407
2406
2408
2410
2411
2412
2413
2414
2415
2422
2423
424
CanRxTimeout
Level:
1
Range:
0..FF Hex
Page(s):
323, 351
CanTypeMismatch
Level:
1
Range:
0..FF Hex
Page(s):
323
CanxOnline
Level:
1
Range:
0..1
Page(s):
144, 324
CanxState
Level:
1
Range:
0..FF
Page(s):
CANDCNodeState31to16
Level:
1
Range:
0..FFFF Hex
Page(s):
State of CAN destination timeout monitoring
State of CAN device numbers
General state of CAN controller x
General state of CAN controller x
HZM-CAN:
Indication of activity for speed governor with node
number 16..31
CANDCNodeState15to01
Level:
1
Range:
0..FFFF Hex
Page(s):
HZM-CAN:
Indication of activity for speed governor with node
number 1..15
CanGCNodeState31to16
Level:
1
Range:
0..FFFF Hex
Page(s):
323, 325
HZM-CAN THESEUS:
Indication of activity for THESEUS with node number
16..31
CanGCNodeState15to01
Level:
1
Range:
0..FFFF Hex
Page(s):
323, 325
HZM-CAN THESEUS:
Indication of activity for THESEUS with node number
1..15
CanPENodeState31to16
Level:
1
Range:
0..FFFF Hex
Page(s):
323, 325
Indication of activity for periphery module with node
number 16..31
CanPENodeState15to01
Level:
1
Range:
0..FFFF Hex
Page(s):
323, 325
Indication of activity for periphery module with node
number 1..15
CanCMNodeState31to16
Level:
1
Range:
0..FFFF Hex
Page(s):
323
HZM-CAN Customer-Modul:
Indication of activity for customer module with node
number 16..31
CanCMNodeState15to01
Level:
1
Range:
0..FFFF Hex
Page(s):
323
HZM-CAN Customer-Modul:
Indication of activity for customer module with node
number 1..15
2424
CanPCNodeState31to16
Level:
1
Range:
0..FFFF Hex
Page(s):
323323
HZM-CAN Dialog/Diagnose:
Indication of activity for PC with node number 16..31
CanPCNodeState15to01
Level:
1
Range:
0..FFFF Hex
Page(s):
323
HZM-CAN Dialog/Diagnose:
Indication of activity for PC with node number 1..15
2470
ff
PEDigitalOutx
Level:
Range:
Page(s):
1
0..1
327
Indication of current values for digital outputs
2475
ff
PEPWMOutx
Level:
Range:
Page(s):
1
0..100 %
328
Indication of current values for PWM outputs
2480
ff
PEAnaOutx
Level:
Range:
Page(s):
1
0..100 %
327
Indication of current values for analogue outputs
2489
PEModulesMax
Level:
Range:
Page(s):
1
0..3
Indication of max. number of HZM-CAN periphery
modules defined in this firmware
2490
ff
PEModulesMaxType(x)
Level:
Range:
Page(s):
1
0..3
Indication of max. number of HZM-CAN periphery
modules per module type in this firmware
x = 0..11
0: PE 2-01
5: APOLLON
1: PE 6-07
6: PE MVC 01
2: ELEKTRA
7: Analogue input module
3: PE 1-03
8: ARIADNE
4: PE 1-04
11: Digital I/O module
Only modul types inequal 0 may be assigned as PEmodules starting with 407 CanPENodeType
2600
ExcitationSetpoint
Level:
1
0..100 %
Range:
Page(s): 115, 119, 121, 122, 124
2425
2601
2602
ExcitControlLimit
Level:
Range:
Page(s):
1
0..100 %
121
ExcitFuelSetpoint
Level:
1
Range:
0..500 mm³/str
Page(s):
119
Current excitation signal in locomotive operation
Current limitation of excitation signal in locomotive
operation
Current fuel setpoint for excitation signal calculation in
locomotive operation
425
2630
2640
2641
2642
2643
2644
2645
2646
2647
2650
2655
2656
426
ExcitPI_CorrFactor
Level:
Range:
Page(s):
1
0..400 %
121
Calculated PI-correction factor for controlling of excitation signal in locomotive operation
ExcitLimitMaxActive
Level:
1
Range:
0..1
Page(s):
122, 122
Indication whether excitation signal in locomotive operation is limited
ExcitFuelLimActive
Level:
Range:
Page(s):
Indication whether current fuel for calculation of excitation signal in locomotive operation is limited
1
0..1
122, 122
ExcitForceLim1Active
Level:
1
Range:
0..1
Page(s):
122, 122
Indication whether excitation signal is limited by switch
function "First excitation signal limitation" in locomotive operation
ExcitForceLim2Active
Level:
1
Range:
0..1
Page(s):
122, 122
Indication whether excitation signal is limited by switch
function "Second excitation signal limitation" in locomotive operation
ExcitSlideLimActive
Level:
1
Range:
0..1
Page(s):
122, 126, 126
Indication whether excitation signal is limited by slide
ExcitTempLimActive
Level:
Range:
Page(s):
Indication whether excitation signal is limited by temperature in locomotive operation
1
0..1
122
ExcitBoostLimActive
Level:
1
Range:
0..1
Page(s):
122, 123
Indication whether excitation signal is limited by boost
pressure in locomotive operation
ExcitSpeedLimActive
Level:
1
Range:
0..1
Page(s):
122, 124
Indication whether excitation signal is limited in dependence of speed in locomotive operation
ExcitFuelLimitTemp
Level:
1
0..500 mm³/str
Range:
Page(s):
123
Current fuel setpoint for excitation signal by temperature dependent fuel lowering in locomotive operation
ExcitFuelLimitBoost
Level:
1
0..500 mm³/str
Range:
Page(s):
123
Current fuel setpoint for excitation signal by boost pressure dependent fuel lowering in locomotive operation
ExcitFuelLimitSpeed
Level:
1
Range:
0..500 mm³/str
Page(s):
124
Current fuel setpoint for excitation signal by speed dependent fuel lowering in locomotive operation
2701
2702
2703
2704
2705
2706
2707
2708
2709
2710
2711
2712
2713
FuelLimitMax
Level:
1
Range:
0..500 mm³/str
Page(s):
85
FuelLimitStart
Level:
1
Range:
0..500 mm³/str
Page(s):
85
FuelLimitSpeed
Level:
1
0..500 mm³/str
Range:
Page(s):
85, 87
FuelLimitBoost
Level:
1
0..500 mm³/str
Range:
Page(s):
85, 90
FuelLimitForced
Level:
1
Range:
0..500 mm³/str
Page(s):
85, 91
FuelRedCoolantTemp
Level:
1
0..500 mm³/str
Range:
Page(s):
85, 88, 143
FuelRedChargeAirTemp
Level:
1
0..500 mm³/str
Range:
Page(s):
85, 89
FuelRedFuelTemp
Level:
1
0..500 mm³/str
Range:
Page(s):
85, 89
FuelRedAmbientPress
Level:
1
0..500 mm³/str
Range:
Page(s):
85, 90
FuelLimitMinActive
Level:
1
Range:
0..1
Page(s):
85, 131
FuelLimitMaxActive
Level:
1
Range:
0..1
Page(s):
85, 131, 143
StartLimitActive
Level:
1
Range:
0..1
Page(s):
85
SpeedLimitActive
Level:
1
Range:
0..1
Page(s):
85, 87
Current maximum fuel quantity limit
Fuel limit as determined by starting fuel limitation
Fuel limit as determined by speed dependent fuel limitation
Fuel limit as determined by boost pressure dependent
fuel limitation
Fuel limit as determined by forced limitation
Coolant temperature dependent reduction value of fuel
quantity only if 4706 FuelRedCoolTempOn = 1
Charge air temperature dependent reduction value of
fuel quantity only if 4707 FuelRedChAirTempOn = 1
Fuel temperature dependent reduction value of fuel
quantity only if 4708 FuelRedFuelTempOn = 1
Ambient temperature dependent reduction value of fuel
quantity only if 4709 FuelRedAmbPressOn = 1
Indication that actuator position is at lower limit
Indication that actuator position is at upper limit
Indication that actuator travel is limited by starting fuel
limitation
Indication that actuator travel is limited by speed dependent fuel limitation
427
2714
2715
2716
2717
2718
2719
2720
2721
2722
2730
2750
2751
2810
428
BoostLimitActive
Level:
1
Range:
0..1
Page(s):
85, 90, 302
ForcedLimitActive
Level:
1
Range:
0..1
Page(s):
85, 91
CoolantTempRedActive
Level:
1
0..1
Range:
Page(s):
85, 88, 143
ChAirTempRedActive
Level:
1
0..1
Range:
Page(s):
85, 88
FuelTempRedActive
Level:
1
0..1
Range:
Page(s):
85, 88, 89
AmbPressRedActive
Level:
1
0..1
Range:
Page(s):
85, 88, 90
FuelLimitExtActive
Level:
1
Range:
0..1
Page(s):
85, 92
AsymmLoadLimitActive
Level:
1
Range:
0..1
Page(s):
FuelLimitAsymmLoad
Level:
1
Range:
0..500 mm³/str
Page(s):
SetpLimitExtActive
Level:
1
Range:
0..1
Page(s):
FuelTempCorrOffset
Level:
4
-250..250 mm³/str
Range:
Page(s):
145
FuelTempCorrMap
Level:
4
-250..250 mm³/str
Range:
Page(s):
145
SwitchEngineStop
Level:
1
Range:
0..1
Page(s):53, 55, 113, 255, 257, 259
Indication that actuator travel is limited by boost pressure dependent fuel limitation
Indication that actuator travel is limited by forced limitation
Indication that coolant temperature dependent fuel limitation is active
Indication that charge air temperature dependent fuel
limitation is active
Indication that fuel temperature dependent fuel limitation is active
Indication that ambient temperature dependent fuel
limitation is active
Indication whether external fuel limitation is active
Indication whether fuel injection is limited by asymmetrical load
Current maximum injection quantity caused ba limitation of asymmetrical load
Indication whether external limitation of speed setpoint
is active
Fuel temperature dependent fuel correction offset (map
value corrected by factor from curve)
Fuel temperature dependent fuel correction value from
map
Switch position "Engine stop"
2811
2812
2813
2814
2815
2816
2817
2818
2818
2819
2820
2821
2822
SwitchIdleSpeed
Level:
1
Range:
0..1
Page(s):
53, 256
SwitchDroop2Or1
Level:
1
Range:
0..1
Page(s):
53, 71, 256
SwitchForcedLimit
Level:
1
Range:
0..1
Page(s):
91, 256
SwitchSpeedRange2Or1
Level:
1
Range:
0..1
Page(s):
53, 56, 256
SwitchSpeedFix1
Level:
1
Range:
0..1
Page(s):
53, 256, 258
SwitchSpeedFix2
Level:
1
Range:
0..1
Page(s):
53, 256
SwitchSpeedLimit2Or1
Level:
1
Range:
0..1
Page(s):
86, 256
SwitchSlide
Level:
1
Range:
0..1
Page(s):
125, 126, 138, 256
SwitchKnock
Level:
1
Range:
0..1
Page(s):
SwitchNotch3
Level:
Range:
Page(s):
SwitchNotch2
Level:
Range:
Page(s):
SwitchNotch1
Level:
Range:
Page(s):
SwitchNotch0
Level:
Range:
Page(s):
Switch position "Idle speed"
Switch position "Droop 1/2"
Switch position "Forced limitation"
Switch position "Speed range 1/2"
Switch position "Fixed speed 1"
Switch position "Fixed speed 2"
Switch position "Speed limit 1/2"
Switch position "Sliding wheels"
Switch position "Knocking" in generator operation
1
0..1
112, 256
Switch position "Speed notch3"
1
0..1
112, 256
1
0..1
112, 256
1
0..1
112, 256
429
2823
2824
2825
2826
2827
2828
2829
2830
2831
2832
2834
2835
430
SwitchExcitLimit1
Level:
Range:
Page(s):
1
0..1
122, 256
Switch position "First excitation signal limitation"
SwitchExcitLimit2
Level:
Range:
Page(s):
1
0..1
122, 256
Switch position "Second excitation signal limitation"
SwitchSpeedInc
Level:
1
Range:
0..1
Page(s):
61, 66, 130, 256
SwitchSpeedDec
Level:
1
Range:
0..1
Page(s):
61, 66, 130,
2566166130256
SwitchSetpoint2Or1
Level:
1
Range:
0..1
Page(s): 53, 56, 60, 64, 109, 256
SwitchErrorReset
Level:
1
Range:
0..1
Page(s):
256, 326
SwitchFreezeSetp1
Level:
1
Range:
0..1
Page(s):
57, 109, 256
SwitchFreezeSetp2
Level:
1
Range:
0..1
Page(s):
57, 109, 256
SwitchIMOrAllSpeed
Level:
1
Range:
0..1
Page(s):
108, 256
SwitchCruiseControl
Level:
1
Range:
0..1
Page(s):
SwitchSyncEnable
Level:
1
Range:
0..1
Page(s): 129, 131, 137, 140, 256
SwitchLoadEnable
Level:
1
Range:
0..1
Page(s):
132, 137, 140, 256
Switch position "Speed increase"
Switch position "Speed decrease"
Switch position "Speed setpoint adjuster 1/2"
Switch position "Reset error"
Switch position "Freeze Setpoint 1"
Switch position "Freeze Setpoint 2"
Switch position "Governor mode"
Switch position "Cruise control"
Switch position "Enable synchronization"
Switch position "Enable load control"
2836
2840
2841
SwitchAutoOrManual
Level:
1
Range:
0..1
Page(s): 131, 133, 137, 139, 257
SwitchExcitationOn
Level:
1
Range:
0..1
Page(s):
115, 257
SwitchLowIdleOn
Level:
Range:
Page(s):
1
0..1
124, 257
Switch position function "Change over generator operation auto or manual"
Switch position function "Excitation signal"
Switch position "Low idle speed"
2841
SwitchMasterOrSlave
Level:
1
Range:
0..1
Page(s):
124, 257
Switch position function "Master or Slave"
2842
SwitchPID2Or1
Level:
Range:
Page(s):
1
0..1
124, 257
Generator
Switch position function "PID parameter set 2 or 1"
SwitchLoadTransfer
Level:
Range:
Page(s):
1
0..1
124, 257
SwitchCommand
Level:
Range:
Page(s):
1
0..1
124, 257
SwitchClutch
Level:
Range:
Page(s):
1
0..1
124, 257
SwitchSynchro
Level:
Range:
Page(s):
1
0..1
124, 257
2842
2842
2843
2843
2844
SwitchAsymLoadEnable
Level:
1
Range:
0..1
Page(s):
124, 257
2845
SwitchRailLeakDetect
Level:
1
Range:
0..1
Page(s):
124, 257
2846
SwitchGenBreaker
Level:
Range:
Page(s):
1
0..1
83, 257
Switch position function "Load transfer"
Switch position function "Command"
Switch position function "Clutch"
Switch position function "Synchro"
Switch position function "Asymmetrical load"
Switch position function "Rail Leakage"
Switch position function "Contactor"
431
2847
2848
2849
2851
ff
2900
2901
2902
2903
2904
2905
2906
2907
432
SwitchAlternator
Level:
Range:
Page(s):
1
0..1
147, 257
SwitchDelMaps2Or1
Level:
1
Range:
0..1
Page(s): 167, 169, 184, 186, 204,
206, 210, 212, 217, 219, 224, 226,
SwitchStartEngine
Level:
1
Range:
0..1
Page(s):
DigitalOutx
Level:
1
Range:
0..1
Page(s):
301
Setpoint1Extern
Level:
1
Range:
0..100 %
Page(s):
55, 57, 64, 108, 247
Setpoint2Extern
Level:
1
Range:
0..100 %
Page(s):
55, 57, 64, 108, 247
LoadControlInput
Level:
1
Range:
0..100 %
Page(s): 133, 135, 136, 247, 250
SyncInput
Level:
1
Range:
0..100 %
Page(s):
131, 247
BoostPressure
Level:
1
Range:
0..5 bar
Page(s):
123, 247, 288
OilPressure
Level:
1
Range:
0..10 bar
Page(s):
247, 103, 93
AmbientPressure
Level:
1
Range:
0..5 bar
Page(s):
89, 247, 249
CoolantTemp
Level:
1
Range:
-100..+1000 °C
Page(s): 42, 67, 79, 88, 93, 97,
123, 247
Switch position function "Alternator tension"
Switch position function "Characteristic map 1/2 for
delivery begin and delivery quantity for pre- / postinjection“
Switch position "Engine Start Request"
State of digital output x
Current value of speed setpoint adjuster 1
Current value of speed setpoint adjuster 2
Current value of load control signal / load control setpoint
Current value of synchronization signal
Current value of boost pressure
Current value of oil pressure
Current value of ambient pressure
Current value of coolant temperature
2908
2909
2910
2911
2912
2913
2914
2915
2916
2917
2918
ChargeAirTemp
Level:
1
Range:
-100..+1000 °C
Page(s):
89, 93, 98, 247
OilTemp
Level:
1
Range:
-100..+1000 °C
Page(s):
93, 95, 247
FuelTemp
Level:
1
Range:
-100..+1000 °C
Page(s):
89, 93, 99, 247
ExhaustTemp
Level:
1
Range:
-100..+1000 °C
Page(s):
93, 98, 247
RailPressure1
Level:
1
Range:
0..2000 bar
Page(s):
93, 99, 230, 247
RailPressure2
Level:
1
Range:
0..2000 bar
Page(s):
93, 100, 230, 247
SlideExcitReduction
Level:
1
Range:
0..100 %
Page(s):
126, 247
SlideSpeedReduction
Level:
1
Range:
0..4000 rpm
Page(s):
248
CoolantPressure
Level:
Range:
Page(s):
AsymmetricLoad
Level:
Range:
Page(s):
1
0..100%
MeasuredPower
Level:
Range:
Page(s):
2919
1
0..5 bar
93, 105, 248
1
0..100%
rsp. 0..2500 kW
71, 75, 81, 137, 248
PowerSetpoint
Level:
Range:
Page(s):
1
0..100%
rsp. 0..2500 kW
137, 248
Current value of charge air temperature
Current value of oil temperature
Current value of fuel temperature
Current value of exhaust gas temperature
CR
Current value of rail pressure 1
CR
Current value of rail pressure 2
Current value for the reduction of excitation signal for
slide protection in locomotive operation
Current value for speed setpoint reduction for slide
Current value of coolant pressure
Current value of asymmetrical load
Current value of measured power signal
Current value of power setpoint signal
433
2920
2921
2922
2923
2924
2925
2940
2941
3000
3001
3002
3003
434
TurboOilTemp
Level:
1
Range:
-100..+1000 °C
Page(s):
93, 101, 248
FuelPressure
Level:
1
Range:
0..6 bar
Page(s):
93, 101, 248
OilLevel
Level:
Range:
Page(s):
1
0..100%
93, 102, 248
FuelLimitExtern
Level:
1
Range:
0..500 mm³/str
Page(s):
85, 92, 248
TransmissionOilPress
Level:
1
Range:
0..40 bar
Page(s):
93, 103, 248
AirMass
Level:
Range:
Page(s):
1
0..1000 kg/h
248
BoostPressRelative
Level:
1
0..5 bar
Range:
Page(s):
90, 248
AbsoluteAltitude
Level:
1
Range:
0..5000 m
Page(s):
249
ConfigurationError
Level:
1
Range:
0000..FFFF Hex
Page(s):
335, 355
ErrPickup1
Level:
1
Range:
0000..FFFF Hex
Page(s):
48, 155, 304, 340
ErrPickup2
Level:
1
Range:
0000..FFFF Hex
Page(s):
48, 304, 340
ErrPickupIndex
Level:
1
Range:
0000..FFFF Hex
Page(s):
48, 154, 341
Current value of turbocharger oil temperature
Current value of fuel pressure
Current value of oil level
Current value of external fuel limitation
Current value of transmission oil pressure
Current value of air mass
Current value of relative boost pressure (boost pressure
in relation to ambient air pressure)
Current value of absolute altitude
Indication of configuration errors
Error indication of speed pickup 1
Error indication of speed pickup 2
Error indication of camshaft index pickup
3004
3005
3006
3007
3008
3009
3010
3011
3012
3013
3014
3015
3016
ErrOverSpeed
Level:
1
Range:
0000..FFFF Hex
Page(s):
47, 50, 342
ErrSetpoint1Extern
Level:
1
Range:
0000..FFFF Hex
Page(s):
343
ErrSetpoint2Extern
Level:
1
Range:
0000..FFFF Hex
Page(s):
343
ErrLoadInput
Level:
1
Range:
0000..FFFF Hex
Page(s):
343
ErrSyncInput
Level:
1
Range:
0000..FFFF Hex
Page(s):
343
ErrBoostPressure
Level:
1
Range:
0000..FFFF Hex
Page(s):
343
ErrOilPressure
Level:
1
Range:
0000..FFFF Hex
Page(s):
103, 302, 303, 343
ErrAmbientPressure
Level:
1
Range:
0000..FFFF Hex
Page(s):
343
ErrCoolantTemp
Level:
1
Range:
0000..FFFF Hex
Page(s):
93, 97, 303, 343
ErrChargeAirTemp
Level:
1
Range:
0000..FFFF Hex
Page(s):
93, 98, 343
ErrOilTemp
Level:
1
Range:
0000..FFFF Hex
Page(s):
93, 95, 343
ErrFuelTemp
Level:
1
Range:
0000..FFFF Hex
Page(s):
93, 99, 343
ErrExhaustTemp
Level:
1
Range:
0000..FFFF Hex
Page(s):
93, 98, 304, 343
Error indication of overspeed
Error indication of speed setpoint adjuster 1
Error indication of speed setpoint adjuster 2
Error indication of load control signal / load setpoint
Error indication of synchronization signal
Error indication of boost pressure value
Error indication of oil pressure value
Error indication of ambient pressure value
Error indication of coolant temperature value
Error indication of charge air temperature value
Error indication of oil temperature value
Error indication of fuel temperature value
Error indication of exhaust gas temperature value
435
3017
3018
3019
3020
3021
3023
3024
3025
3026
3027
3028
3029
436
ErrRailPress1
Level:
1
Range:
0000..FFFF Hex
Page(s):
93, 100, 343
ErrRailPress2
Level:
1
Range:
0000..FFFF Hex
Page(s):
93, 100, 343
ErrExcitReduct
Level:
1
Range:
0000..FFFF Hex
Page(s):
153, 343
ErrSpeedReduct
Level:
1
Range:
0000..FFFF Hex
Page(s):
343
ErrCoolantPressure
Level:
1
Range:
0000..FFFF Hex
Page(s):
93, 106, 343
ErrMeasuredPower
Level:
1
Range:
0000..FFFF Hex
Page(s):
137, 343
ErrPowerSetpoint
Level:
1
Range:
0000..FFFF Hex
Page(s):
137, 343
ErrTurboOilTemp
Level:
1
Range:
0000..FFFF Hex
Page(s):
93, 101, 343
CR
Error indication of rail pressure value 1
CR
Error indication of rail pressure value 2
Error indication of reduction value for excitation signal
for slide protection in locomotive operation
Error indication of reduction value for speed setpoint
for slide protection in locomotive operation
Error indication of coolant pressure value
Error indication of measured powers signal
Error indication of power setpoint signal
Error indication of turbocharger oil temperature value
ErrFuelPress
Level:
Range:
Page(s):
1
0000..FFFF Hex
93, 101, 343
Error indication of fuel pressure value
ErrOilLevel
Level:
Range:
Page(s):
1
0000..FFFF Hex
93, 102, 343
Error indication of oil level value
ErrFuelLimitExtern
Level:
1
Range:
0000..FFFF Hex
Page(s):
343
ErrTransOilPressure
Level:
1
Range:
0000..FFFF Hex
Page(s):
93, 103, 343
Error indication of external fuel limitation value
Error indication of transmission oil pressure value
3035
3036
3037
3045
3048
3048
3050
ff
3070
3071
3072
3073
3079
3085
ErrInjection
Level:
1
Range:
0000..FFFF Hex
Page(s):
156, 164, 345
ErrSynchronisation
Level:
1
Range:
0000..FFFF Hex
Page(s):
154, 346
ErrInjectorSupply
Level:
1
Range:
0000..FFFF Hex
Page(s):
157, 348
ErrRail
Level:
1
Range:
0000..FFFF Hex
Page(s):
ErrTwinEngine
Level:
1
Range:
0000..FFFF Hex
Page(s):
ErrPowerGovernor
Level:
1
Range:
0000..FFFF Hex
Page(s):
ErrCylinderx
Level:
1
Range:
0000..FFFF Hex
Page(s):
163, 349
ErrCanBus1
Level:
1
Range:
0000..FFFF Hex
Page(s):
144, 323, 350
ErrCanComm1
Level:
1
Range:
0000..FFFF Hex
Page(s):
144, 323, 351
ErrCanBus2
Level:
1
Range:
0000..FFFF Hex
Page(s):
323, 350
ErrCanComm2
Level:
1
Range:
0000..FFFF Hex
Page(s):
323
ErrInternTemperature
Level:
1
Range:
0000..FFFF Hex
Page(s):
352
ErrPowerSupply
Level:
1
Range:
0000..FFFF Hex
Page(s):
352
Injection error
Synchronization error
Error indication of injector power supply
Error indication of rail
Error indication in Master / Slave operation
Error indication of integrated load governor
Error indication of cylinder x
Error indication of CAN bus 1
Error indication of CAN communication via CAN bus 1
Error indication of CAN bus 2
Error indication of CAN communication vai CAN bus 2
Error indication of internal temperature measurement
Error indication of power supply
437
3087
3087
3091
3092
3094
3095
3096
3097
3098
3099
3101
ff
3195
3196
438
ErrFlash
Level:
1
Range:
0000..FFFF Hex
Page(s):
354
ErrEEPROM
Level:
1
Range:
0000..FFFF Hex
Page(s):
354
ErrEngine
Level:
1
Range:
0000..FFFF Hex
Page(s): 146, 239, 244, 355, 366
ErrConfiguration
Level:
1
Range:
0000..FFFF Hex
Page(s):
335, 355, 362, 366
ErrIntern
Level:
1
Range:
0000..FFFF Hex
Page(s):
356, 366
ExceptionNumber
Level:
1
Range:
0..255 Hex
Page(s):
ExceptionAddr1High
Level:
1
Range:
0000..FFFF Hex
Page(s):
ExceptionAddr1Low
Level:
1
Range:
0000..FFFF Hex
Page(s):
ExceptionAddr2High
Level:
1
Range:
0000..FFFF Hex
Page(s):
ExceptionAddr2Low
Level:
1
Range:
0000..FFFF Hex
Page(s):
SErr…
Level:
1
Range:
0000..FFFF Hex
Page(s):
ExceptionNumber
Level:
1
Range:
0000..FFFF Hex
Page(s):
366
ExceptionAddrHigh
Level:
1
Range:
0000..FFFF Hex
Page(s):
366
DARDANOS MVC01-20
Error indication of Flash
Error indication of EEPROM
Error indication for engine errors
Configuration error
Internal error of control device
DARDANOS MVC01-20
Error number for software error
DARDANOS MVC01-20
Upper extended error number 1 for software error
DARDANOS MVC01-20
Lower extended error number 1 for software error
DARDANOS MVC01-20
Upper extended error number 2 for software error
DARDANOS MVC01-20
Lower extended error number 2 for software error
DARDANOS MVC01-20
Error mark
Belonging current errors see 3001 ff
Indication of the last memorized exception error:
exception number
address where exception has happened (high)
3197
3198
3199
3200
3201
3232
ExceptionAddrLow
Level:
1
Range:
0000..FFFF Hex
Page(s):
366
ExceptionInfoHigh
Level:
1
Range:
0000..FFFF Hex
Page(s):
366
ExceptionInfoLow
Level:
1
Range:
0000..FFFF Hex
Page(s):
366
GenCtrlMainsOrIsland
Level:
1
Range:
0..1
Page(s):
138, 325, 365
GenCtrlAutoOrManual
Level:
1
Range:
0..1
Page(s):
140, 366
RelativePower
Level:
Range:
Page(s):
3233
3234
3235
3245
3250
1
0..2500kW
rsp. 0..200 %
137
PowerSetpEffective
Level:
Range:
Page(s):
1
0..100 %
137
GovernorPowerOrSpeed
Level:
Range:
Page(s):
1
0..1
137
PowerPIDCorrFactor
Level:
1
Range:
0..400 %
Page(s):
138
KnockPowerRedActive
Level:
Range:
Page(s):
TwinEnginePhase
Level:
Range:
Page(s):
1
0..1
139
1
0..5
address where exception has happened (low)
information about the exception (high)
information about the exception (low)
Indication whether in generator operation by THESEUS
the station is working in mains or in isolated operation
0: isolated operation
1: mains operation
Indication whether generator operation is manual or
automatic
0: manual operation
1: automatic operation
Relative power as related to rated power
Effective power setpoint
Load governor is active (1) or not active (0)
PID correction factor for integrated load governor
Power reduction for knocking is active
Phase of engagement of master / slave operation
439
3250
3251
3251
3252
3252
3253
3253
3254
3254
3255
3255
3256
440
LeverSetpoint
Level:
Range:
Page(s):
1
0..100 %
Setpoint after evaluation of sense of rotation
CloseClutchPossible
Level:
Range:
Page(s):
1
0..1
01: clutch engagement possible
10: clutch disengagement possible
SetpointNeutralPos
Level:
Range:
Page(s):
1
0..1
0: Control lever not in neutral position
1: Control lever in neutral position
PositionerOrGovernor
Level:
Range:
Page(s):
1
0..1
0: Speed governor
1: Slave in positioner mode
SetpBackwOrForw
Level:
Range:
Page(s):
1
0..1
MyLoadSetpoint
Level:
Range:
Page(s):
1
0..100 %
GearShiftingOff
Level:
Range:
Page(s):
1
0..1
OtherLoadSetpoint
Level:
Range:
Page(s):
SetpointPositionI
Level:
Range:
Page(s):
1
0..100 %
1
0..1
SlaveFuelSetpoint
Level:
Range:
Page(s):
1
0..100 %
SetpointPosition0
Level:
Range:
Page(s):
1
0..1
Slave&MasterLimited
Level:
Range:
Page(s):
1
0..1
0: Control lever in forward direction
1: Control lever in reverse direction,
if not in neutral position
Current load setpoint
1: Cluch deactivated
Load setpoint of second engine
Control lever in position 1
(engaging clutch forward gear)
Fuel setpoint of slave
Control lever in position 0 (neutral)
Slave and master at fuel limitation
3256
3257
3258
3259
SetpointPositionIII
Level:
Range:
Page(s):
1
0..1
SetpointCommandActiv
Level:
Range:
Page(s):
1
0..1
SetpointSynchroActive
Level:
Range:
Page(s):
1
0..1
SetpointActive
Level:
Range:
Page(s):
1
0..1
Control lever in position III
(engaging clutch reverse gear)
COMMAND button pushed at this control lever
SYNCHRO button pushed at this control lever
Control lever sets setpoint for several engines
(active reference input)
Setpoint of control lever X after evaluation of sense of
rotation
X = 2..4, see 3251 SetpointNeutralPos
3260
ff
CanSetpXSetpoint
Level:
Range:
Page(s):
3261
ff
CanSetpXNeutralPos
Level:
Range:
Page(s):
1
0..1
0: Control lever not in neutral position
1: Control lever in neutral position
X = 2..4, see 3251 SetpointNeutralPos
3262
ff
CanSetpXBackwOrForw
Level:
Range:
Page(s):
1
0..1
0: Control lever in forward direction
1: Control lever in reverse direction,
if not in neutral position, X = 2..4, see 3252
3263
ff
CanSetpXGearShiftOff
Level:
Range:
Page(s):
1
0..1
3264
ff
CanSetpXPositionI
Level:
Range:
Page(s):
1
0..1
3265
ff
CanSetpXPosition0
Level:
Range:
Page(s):
1
0..1
3266
ff
CanSetpXPositionIII
Level:
Range:
Page(s):
1
0..1
3267
ff
CanSetpXCommandActiv
Level:
1
Range:
0..1
Page(s):
1
0..100 %
1: Cluch deactivated at control lever X
X = 2..4, see 2353 GearShiftingOff
Control lever X in position 1
(engaging clutch forward gear)
X = 2..4, see3254 SetpointPositionI
Control lever X in position 0 (neutral)
X = 2..4, see 3256 SetpointPosition0
Control lever X in position III
(engaging clutch reverse gear)
X = 2..4, see 3256 SetpointPositionIII
COMMAND button pushed at control lever X
X = 2..4, sie 3257 SetpointCommandActiv
441
SYNCHRO button pushed at control lever X
X = 2..4, see 3258 SetpointSynchroActiv
3268
ff
CanSetpXSynchroActiv
Level:
Range:
Page(s):
1
0..1
3269
ff
CanSetpXActive
Level:
Range:
Page(s):
1
0..1
3290
CommonLeverSetpoint
Level:
1
Range:
0..100 %
Page(s):
Resulting setpoint
3291
CommandLED
Level:
Range:
Page(s):
1
0..1
Status of COMMAND-LED at control lever
SynchroLED
Level:
Range:
Page(s):
1
0..1
ForwardGearValve
Level:
Range:
Page(s):
1
0..1
Forward gear
BackwardGearValve
Level:
Range:
Page(s):
1
0..1
Reverse gear
3292
3295
3296
3301
3303
3305
3306
3307
442
ThermalPower
Level:
Range:
Page(s):
LambdaSetpoint
Level:
Range:
Page(s):
GasThrottlePos
Level:
Range:
Page(s):
GasTemp
Level:
Range:
Page(s):
GasPressure
Level:
Range:
Page(s):
1
0..10000 kWth
1
0..2,5
1
0..100 %
1
-100..1000 °C
1
0..5 bar
Control lever X sets setpoint for several engines
(active reference input)
X = 2..4, see 3259 SetpointActive
Status of SYNCHRO-LED at control lever
see KRONOS 30 M, Manual DG 01 005-d
Current thermal engine power
Lambda setpoint
Current postion of throttle valve
Current gas temperature
Absolute gas pressure at inlet of Gas Metering Unit
ELEKTRA
3308
GasDeltaPressure
Level:
1
Range:
0..5000 mbar
Page(s):
Gas delta pressure at Gas Metering Unit ELEKTRA
3309
GasFlow
Level:
Range:
Page(s):
Current gas flow
1
0..5000 Nm3/h
3315
ThroatlDeltaPressure
Level:
1
Range:
0..5000 mbar
Page(s):
Gas delta pressure at mixer 1 between air inlet and Venturi insert
3316
AirPressure1
Level:
Range:
Page(s):
Absolute air pressure at inlet of mixer 1
1
0..5 bar
3322
VentlDeltaPressure
Level:
1
Range:
0..5000 mbar
Page(s):
Gas delta pressure at mixer 1 between air inlet and gas
inlet
3325
Throat2DeltaPressure
Level:
1
Range:
0..5000 mbar
Page(s):
Gas delta pressure at mixer 2 between air inlet and Venturi insert
3326
AirPressure2
Level:
Range:
Page(s):
Absolute air pressure at inlet of mixer 2
1
0..5 bar
3332
Vent2DeltaPressure
Level:
1
Range:
0..5000 mbar
Page(s):
Gas delta pressure at mixer 2 between air inlet and gas
inlet
3334
AirTemp
Level:
Range:
Page(s):
Current air temperature
3335
3336
3337
1
-100..1000 °C
AirFlow
Level:
Range:
Page(s):
1
3
0..60000 Nm /h
MixFlow
Level:
Range:
Page(s):
1
0..60000 Nm3/h
AirFuelRatio
Level:
Range:
Page(s):
1
3
0..40 Nm /Nm3
Current air pressure
Current mixture flow
Current air fuel ratio
443
3339
3340
Lambda
Level:
Range:
Page(s):
1
0..2,5
ClosedLoopActive
Level:
Range:
Page(s):
1
0..1
Current lambda value
Closed loop air fuel ratio control algorithm is activ
3342
ClosedLoopGasFlow
Level:
1
3
Range:
0..5000 Nm /h
Page(s):
Calculated gas flow, resulting from engine power for
closed loop AFR control
3343
ClosedLoopAirFlow
Level:
1
Range:
0..60000 Nm3/h
Page(s):
Calculated air flow for closed loop AFR control
3344
ClosedLoopAirFuelRat
Level:
1
3
Range:
0..40 Nm /Nm3
Page(s):
Calculated air fuel ratio for closed loop AFR control
3345
ClosedLoopLambda
Level:
Range:
Page(s):
Calculated lambda value for closed loop AFR control
1
0..2,5
3346
ClosedLoopLambdaTrim
Level:
1
Range:
-1,25..1,25
Page(s):
3350
Notch
Level:
Range:
Page(s):
PWMInx
Level:
Range:
Page(s):
3500
3502
3501
3503
FrequencyInx
Level:
Range:
Page(s):
3510
ff
AnalogInx
Level:
Range:
Page(s):
AnalogInx_Value
Level:
Range:
3511
ff
Page(s):
444
1
0..15
60, 114
1
0..100 %
294
1
0..5000 Hz
294
Lamda setpoint correction from closed loop AFR control
Current speed notch in locomotive operation
DARDANOS MVC03-8
Current value of PWM input x
DARDANOS MVC03-8
Current frequency of PWM input x
1
0..100 %
279, 288
Normalized value of analogue input x
1
0..5 V
rsp. 0..25 mA
rsp. 0..36 V
279, 284
Normalized value of analogue input x
3512
ff
3550
ff
3551
ff
3570
ff
3571
ff
3592
3600
3601
3602
3603
3603
3604
3604
SensorSupplyAIxy
Level:
1
Range:
0..10 V
Page(s):
284, 279
TempInx
Level:
1
Range:
-100..+1000 °C
Page(s):
TempInx_Value
Level:
1
Range:
0..60000 Ohm
Page(s):
TempInx
Level:
1
Range:
-100..+1000 °C
Page(s):
280, 285
TempInx_Value
Level:
1
Range:
0..60000 Ohm
Page(s):
280, 285
SensorSupplyTemp
Level:
1
Range:
0..10 V
Page(s):
280, 285
PowerSupply
Level:
1
Range:
0..55 V
Page(s):
InternTemperature
Level:
1
Range:
-100..+1000 °C
Page(s):
Reference12V
Level:
4
Range:
0..20 V
Page(s):
SensorSupply1
Level:
1
Range:
0..10 V
Page(s):
Reference2.6V
Level:
4
Range:
0..5 V
Page(s):
SensorSupply2
Level:
1
Range:
0..10 V
Page(s):
Reference3.3V
Level:
1
Range:
0..5 V
Page(s):
Current value of sensor power supply for analogue inputs x and y
DARDANOS MVC01-20
Normalized value of temperature input x
DARDANOS MVC01-20
Unnormalized value of temperature input 1
Normalized value of temperature input x
Unnormalized value of temperature input 1
Current value of of sensor power supply for temperature
inputs
Current value of power supply of power electronics
Current value of internal temperature (printed board)
Current value of internal 12 V supply
DARDANOS MVC01-20
DARDANOS MVC04-6
Current value of internal 2.6 V supply
DARDANOS MVC01-20
DARDANOS MVC04-6
445
3605
3605
ff
3605
ff
3605
ff
3610
3611
ff
3790
3799
3800
3801
3802
3803
446
Reference7.5V
Level:
Range:
Page(s):
AnOutxFeedback
Level:
Range:
Page(s):
BinaryInxVoltage
Level:
Range:
Page(s):
BinaryInxVoltage
Level:
Range:
Page(s):
InjectorSupply
Level:
Range:
Page(s):
DigOutxFeedback
Level:
Range:
Page(s):
IgnitionOn
Level:
Range:
Page(s):
CommonWarning
Level:
Range:
Page(s):
EmergencyAlarm
Level:
Range:
Page(s):
4
0..10 V
278
4
0..10 V
1
0..36 V
278
1
0..36 V
278
DARDANOS MVC01-20
Current value of analogue output x
DARDANOS MVC03-8
Aktuelle Spannung an Binäreingang x
DARDANOS MVC03-8
Current voltage at binary input x
1
0..105 V
157
Current value of supply voltage of magnetic valves
4
0..3 A
rsp. 0..11A
282
Currently flowing current on digital/PWM output x
1
0..1
23
Current binary value at terminal 15
1
0..1
332
Code indicating that all present errors are only warnings
1
0..1
38, 332
CommonAlarm
Level:
1
Range:
0..1
Page(s):
332
EngineStopRequest
Level:
1
Range:
0..1
Page(s):
38, 55, 137
EngineStopped
Level:
Range:
Page(s):
DARDANOS MVC04-6
1
0..1
38, 55
Indication of emergency alarm
Indication of common alarm
Indication that engine is stopped by internally or externally applied engine stop command
Indication that engine has stopped
3804
3805
3806
3808
3810
3830
3840
3842
3843
3844
3845
3847
EngineStarting
Level:
1
Range:
0..1
Page(s):
38
EngineRunning
Level:
1
Range:
0..1
Page(s):
38, 145, 187
EngineInjectReleased
Level:
1
Range:
0..1
Page(s):
38, 153, 302, 304
EngineStarter
Level:
1
Range:
0..1
Page(s):
146
OperationMode
Level:
6
Range:
0..4
Page(s): 49, 52, 57, 60, 63, 64,
112, 129
Phase
Level:
1
Range:
0..9
Page(s):
38, 137, 162
HardwareVersion
Level:
1
Range:
00.00..99.99
Page(s):
330
SoftwareVersion
Level:
1
Range:
00.0.00..65.5.35
oder
00.00.00..6553.99.99
Page(s):
330
BootSoftwareVersion
Level:
1
Range:
00.00.00 .. 65.5.35
Page(s):
330
SerialDate
Level:
1
Range:
0..9912
Page(s):
330
SerialNumber
Level:
1
Range:
0..65535
Page(s):
330
DownloadCounter
Level:
1
Range:
0..65535
Page(s):
Indication that engine is starting
Indication that engine is running
Indication that injection is released
Indication of starter state
Operation mode
0 = standard
1 = vehicle
2 = locomotive
3 = generator set
4 = marine
Current phase of speed governor
Version number of control device hardware
Version number of software (Firmware)
30 places customer ID, 1 place variant, 2 places revision index
or
4 places customer ID, 2 places variant, 2 places revision
index
Version number of bootloader software
Serial date of control device hardware
Serial number of control device hardware
Count of firmware download to control device
447
3850
3851
3865
3870
3871
3872
3895
3896
3897
3900
3901
3902
3911
448
Identifier
Level:
1
Range:
0..65535
Page(s):
330
LastIdentifier
Level:
1
Range:
0..65535
Page(s):
330
CalculationTime
Level:
1
Range:
0..18,724 ms
Page(s):
Timer
Level:
1
Range:
0..65.535 ms
Page(s):
OperatingHourMeter
Level:
1
Range:
0..65535 h
Page(s):
38, 146
OperatingSecondMeter
Level:
1
Range:
0..3599 s
Page(s):
38, 146
RAMTestAddrHigh
Level:
6
Range:
0000..FFFF Hex
Page(s):
RAMTestAddrLow
Level:
6
Range:
0000..FFFF Hex
Page(s):
StackTestFreeBytes
Level:
6
Range:
0000..FFFF Hex
Page(s):
CylinderNumber
Level:
1
Range:
0..10
Page(s):
CurrentCylinder
Level:
1
Range:
0..xx
Page(s):
ClickTestActive
Level:
1
Range:
0..1
Page(s):
162
ActiveCylinder
Level:
1
Range:
0..1
Page(s):
Identifier number of PC programme\handheld device
programme
Identifier number of PC programme\handheld device
programme of last memorized parameter modification
Required calculation time of main processor
Internal milliseconds timer
Operating hour meter for running engine
Operating seconds meter for running engine until next
full operating hour
DARDANOS MVC01-20
Upper value of current tested memory adress
DARDANOS MVC01-20
Lower value of current tested memory adress
Indication of free bytes in stack
Number of cylinders
Currently driven cylinders
(xx  DARDANOS MVC01-20: 20, DARDANOS
Indication that clicktest is active
Currently active cylinders
3911
3912
3913
3920
ff
3940
ff
3960
ff
3980
ff
12550
ff
12570
12900
ff
13000
ff
13020
ff
ActiveCylinder16to1
Level:
4
Range:
00..FFFF Hex
Page(s):
ActiveCylinder20to17
Level:
4
Range:
00..000F Hex
Page(s):
ActiveCylinderNumber
Level:
1
Range:
0..xx Hex
Page(s):
RiseTimeX
Level:
3
Range:
0..16,384 ms
Page(s):
159
FlyTimeX
Level:
3
Range:
0..16,384 ms
Page(s):
159
DeliveryPeriodX
Level:
3
Range:
-100..100 °crank
Page(s):
147, 183, 200
DeliveryBeginX
Level:
3
-100..100 °BTDC
Range:
Page(s):
175, 191
ExhTempCorrCylX:DT
ExhTempCorrCylX:DP
Level:
1
Range:
-1..1 ms
-5..5 °crank
Page(s):
147
ExhaustTempAverage
Level:
1
Range:
-100..+1000 °C
Page(s):
147
ExhaustTempCylX
Level:
1
Range:
-100..+1000 °C
Page(s):
147
ErrDigitalOutX
1
Level:
Range:
0000..FFFF Hex
Page(s):
357
ErrCurrentOutX
Level:
1
Range:
0000..FFFF Hex
Page(s):
359
DARDANOS MVC01-20
DARDANOS MVC01-20
DARDANOS MVC01-20
Number of currently active cylinders
(xx  DARDANOS MVC01-20: 20, DARDANOS
Rise time of magnetic valve at cylinder X
Flying time of magnetic valve at cylinder X
Delivery period at cylinder X in °KW
Delivery begin at cylinder X in °KW before top dead
center
CR
PLD
Cylinder temperature dependent delivery time correction
Average cylinder temperature
Current value of exhaust gas temperature at cylinder X
Error of digital output X
CR
Error of regulated current output X
449
13025
13025
13026
13040
ff
13060
13100
ff
22000
22001
22002
22003
22004
22005
22006
22007
450
ErrFrequencyOut
Level:
1
Range:
0000..FFFF Hex
Page(s):
283, 360
ErrHPRInjectx
Level:
1
Range:
0000..FFFF Hex
Page(s):
245, 349
ErrExhaustTempCylX
Level:
1
Range:
0000..FFFF Hex
Page(s):
343
ErrAirMass
Level:
1
Range:
0000..FFFF Hex
Page(s):
SErr…
Level:
1
Range:
0000..FFFF Hex
Page(s):
CR_PressSetpoint
Level:
1
Range:
0..2000 bar
Page(s):
232, 234, 237, 242
CR_PressSetpSelect
Level:
1
Range:
0..2000 bar
Page(s):
232, 234
CR_PressSetpBaseMap
Level:
1
Range:
0..2000 bar
Page(s):
232, 234
CR_PressSetpCorr
Level:
1
Range:
0..2000 bar
Page(s):
232, 234
CR_PressCoolTCorr
Level:
1
0..2000 bar
Range:
Page(s):
235
CR_PressChargTCorr
Level:
1
Range:
0..2000 bar
Page(s):
235
CR_PressFuelTCorr
Level:
1
Range:
0..2000 bar
Page(s):
235
CR_PressAmbPCorr
Level:
1
Range:
0..2000 bar
Page(s):
237
DARDANOS MVC03-8
Error state of frequency output
Error state of high-pressure pump control
Error temperature sensor of cylinder X
Error of air mass sensor
DARDANOS MVC01-20
Error mark
belonging current errors see 13000 ff
CR
Effective rail pressure setpoint after ramping
CR
Corrected rail pressure setpoint
CR
Rail pressure setpoint from base map resp. from
20000 RailPressSetp when map is not enabled
24000 CR_PressBaseMapOn = 0
CR
Current rail pressure setpoint correction value
CR
Offset from coolant temperature dependent correction
of rail pressure setpoint when 24004
CR_PressCorrCoolTOn = 1
CR
Offset from charge air temperature dependent
correction of rail pressure setpoint when 24005
CR_PressCorrChargTOn = 1
CR
Offset from fuel temperature dependent
CR_PressCorrFuelTOn = 1
CR
Offset from ambient pressure dependent
CR_PressCorrAmbPOn = 1
22100
22100
22101
22200
22210
22200
22210
22201
22211
22202
22212
22202
22212
22203
22213
22203
22213
22260
22270
22300
RailPressure
Level:
Range:
Page(s):
RailPressureA
Level:
Range:
Page(s):
RailPressureB
Level:
Range:
Page(s):
CurrOutx_Setp
Level:
Range:
1
0..2000 bar
230, 237, 242
1
0..2000 bar
230, 237, 242
1
0..2000 bar
230, 237, 243
1
0..5 A
resp. 0..100 %
237
Page(s):
HPRx_DelPeriod
Level:
1
Range:
0..180 °crank
Page(s):
243
CurrOutx_ActualValue
Level:
1
0..5 A
Range:
Page(s):
237, 238
CurrOutx_PWM
Level:
1
Range:
0..100 %
Page(s):
238
HPRx_DeliveryBegin
1
Level:
Range:
-360..360 °crank
Page(s):
243
CurrOutx_PWMComp
Level:
1
0..100 %
Range:
Page(s):
238
HPRx_DeliveryEnd
Level:
1
Range:
-360..360 °crank
Page(s):
243
HPRx_RiseTime
Level:
1
Range:
0..16,384 ms
Page(s):
245
PrePreInjectActive
Level:
1
Range:
0..1
Page(s):
207, 209, 212
CR
Current rail pressure
CR
Current rail pressure of rail A
(only systems with two independent rails)
CR
Current rail pressure of rail B
(only systems with two independent rails)
DARDANOS MVC01-20/03-8 + CR
Current setpoint for regulated current output x
Delivery period of high-pressure pump x
DARDANOS MVC03-8 + CR
Current feedback measurement of regulated current
output x
DARDANOS MVC03-8 + CR
PWM ratio of regulated current output x
Delivery begin of high-pressure pump x
CR
Power supply compensated PWM ratio to regulated
current output x
Delivery end of high-pressure pump x
Rise time of high-pressure pump x
CR
Indication that pre-pre-injection is active
451
22301
22302
22303
ff
22305
ff
22307
22308
22309
22310
22311
22320
22321
22322
452
PrePreFuelQuantity
Level:
1
Range:
0..500 mm³/str
Page(s): 194, 207, 210, 212, 214
PrePreDeliveryBegin
Level:
1
Range:
-100..100 °BTDC
Page(s):
207, 210
PrePreDeliveryTime
Level:
1
-8,192..8,192 ms
Range:
resp. -15,624..15,624 ms
Page(s):
207, 212
PrePreDelPeriod
Level:
1
Range:
-100..100 °crank
Page(s):
207, 212
PrePreDBBaseMap
Level:
1
Range:
-100..100 °crank
Page(s):
207, 210
PrePreDBToMainInj
Level:
1
-100..100 °crank
Range:
Page(s):
207, 210
PrePreDBOffsetCoolT
Level:
1
-100..100 °crank
Range:
Page(s):
207, 210
PrePreFuelQBaseMap
Level:
1
Range:
0..500 mm³/str
Page(s):
207, 212
PrePreFuelQCoolTCorr
Level:
1
0..500 mm³/str
Range:
Page(s):
208, 212
PreInjectionActive
Level:
1
Range:
0..1
Page(s):
201, 203, 206
PreInjFuelQuantity
Level:
1
Range:
0..500 mm³/str
Page(s):
194, 201, 206
PreInjDeliveryBegin
Level:
1
Range:
-100..100 °BTDC
Page(s):
201, 204
CR
Current pre-pre-injection fuel quantity
CR
Current pre-pre-injection begin in °BTDC
CR
Current pre-pre-injection delivery period in ms
CR
Current pre-pre-injection delivery period in °crank
CR
Pre-pre-injection begin from base map
CR
Resulting distance of pre-pre-injection begin to main
injection
CR
Offset of pre-pre-injection begin resulting from correction of coolant temperature
CR
Pre-pre-injection fuel quantity from base map
CR
Offset of pre-pre-injection fuel quantity taken from
correction of coolant temperature
CR
Indication that pre-injection is active
CR
Current pre-injection fuel quantity
CR
Current pre-injection begin in °BTDC
22323
ff
22325
ff
22327
22328
22329
22330
22331
22340
22341
22342
22343
ff
22345
ff
PreInjDeliveryTime
Level:
1
-8,192..8,192 ms
Range:
resp. -15,624..15,624 ms
Page(s):
201, 206
PreInjDelPeriod
Level:
1
Range:
-100..100 °crank
Page(s):
201, 206
PreInjDBBaseMap
Level:
1
Range:
-100..100 °crank
Page(s):
201, 204
PreInjDBToMainInj
Level:
1
-100..100 °crank
Range:
Page(s):
201, 204
PreInjDBOffsetCoolT
Level:
1
-100..100 °crank
Range:
Page(s):
201, 204
PreInjFuelQBaseMap
Level:
1
Range:
0..500 mm³/str
Page(s):
201, 206
PreInjFuelQCoolTCorr
Level:
1
0..500 mm³/str
Range:
Page(s):
201, 206
PostInjectionActive
Level:
1
Range:
0..1
Page(s):
214, 216, 219
PostInjFuelQuantity
Level:
1
Range:
0..500 mm³/str
Page(s): 194, 214, 217, 219, 221
PostInjDeliveryBegin
Level:
1
Range:
-100..100 °BTDC
Page(s):
214, 217
PostInjDeliveryTime
Level:
1
-8,192..8,192 ms
Range:
resp. -15,624..15,624 ms
Page(s):
214, 219
PostInjDelPeriod
Level:
1
Range:
-100..100 °crank
Page(s):
214, 219, 226
CR
Current pre-injection delivery period in ms
CR
Current pre-injection delivery period in °crank
CR
Pre-injection begin from base map
CR
Resulting distance of pre-injection begin to main injection
CR
Offset of pre-injection begin from correction of coolant
temperature
CR
Pre-injection fuel quantity from base map
CR
Offset of pre-injection fuel quantity from correction of
coolant temperature
CR
Indication that post-injection is active
CR
Current post-injection fuel quantity
CR
Current post-injection begin in °BTDC
CR
Current post-injection delivery period in ms
CR
Current post-injection delivery period in °crank
453
22347
22348
22349
22350
22351
22360
22361
22362
22363
ff
22365
ff
22367
22368
454
PostInjDBBaseMap
Level:
1
Range:
-100..100 °crank
Page(s):
214, 217
PostInjDBToMainInj
Level:
1
-100..100 °crank
Range:
Page(s):
214, 217
PostInjDBOffsetCoolT
Level:
1
-100..100 °crank
Range:
Page(s):
215, 217
PostInjFuelQBaseMap
Level:
1
Range:
0..500 mm³/str
Page(s):
215, 219
PostInjFuelQCTCorr
Level:
1
0..500 mm³/str
Range:
Page(s):
215, 219
PostPostInjectActive
Level:
1
Range:
0..1
Page(s):
221, 223, 226
PostPostFuelQuantity
Level:
1
Range:
0..500 mm³/str
Page(s):
194, 221, 224, 226
PostPostDeliveryBeg
Level:
1
Range:
-100..100 °BTDC
Page(s):
221, 224
PostPostDelTime
Level:
1
-8,192..8,192 ms
Range:
resp. -15,624..15,624 ms
Page(s):
221, 226
PostPostDelPeriod
Level:
1
Range:
-100..100 °crank
Page(s):
221
PostPostDBBaseMap
Level:
1
Range:
-100..100 °crank
Page(s):
221, 224
PostPostDBToMainInj
Level:
1
-100..100 °crank
Range:
Page(s):
221, 224
CR
Post-injection begin from base map
CR
Resulting distance of post-injection begin from main
injection
CR
Offset of post-injection begin from correction of coolant temperature
CR
Post-injection fuel quantity from base map
CR
Offset der post-injection fuel quantity from correction
of coolant temperature
CR
Indication that post-post-injection is active
CR
Current post-post-injection fuel quantity
CR
Current post-post-injection in °BTDC
CR
Current post-post-injection delivery period in ms
CR
Current post-post-injection delivery period in °crank
CR
Post-post-injection from base map
CR
Resulting distance of post-post-injection to main injection
22369
22370
22371
22400
ff
22420
ff
22440
ff
22460
ff
22480
ff
22500
ff
22520
ff
22540
ff
23700
ff
PostPostDBOffsetCT
Level:
1
-100..100 °crank
Range:
Page(s):
221, 224
PostPostFuelQBaseMap
Level:
1
Range:
0..500 mm³/str
Page(s):
221, 226
PostPostFuelQCTCorr
Level:
1
0..500 mm³/str
Range:
Page(s):
221, 226
DelPerPrePreInjX
Level:
3
Range:
-100..100 °crank
Page(s):
201, 207, 208
DelBegPrePreInjX
Level:
3
Range:
-100..100 °BTDC
Page(s):
208, 210, 214
DelPerPreInjX
Level:
3
Range:
-100..100 °crank
Page(s):
202, 207
DelBegPreInjX
Level:
3
Range:
-100..100 °BTDC
Page(s):
202, 206
DelPerPostInjX
Level:
3
Range:
-100..100 °crank
Page(s):
215, 221
DelBegPostInjX
Level:
3
Range:
-100..100 °BTDC
Page(s):
215, 217
DelPerPostPostInjX
Level:
3
Range:
-100..100 °crank
Page(s):
221
DelBegPostPostInjX
Level:
3
Range:
-100..100 °BTDC
Page(s):
222, 224
ErrorState(x)
Level:
Range:
Page(s):
1
0..FFFF Hex
CR
Offset of post-post-injections from correction of coolant
temperature
CR
Post-post-injection fuel quantity from base map
CR
Offset of post-post-injection fuel quantity from correction of coolant temperature
CR
Delivery period of pre-pre-injection at cylinder X
CR
Delivery begin of pre-pre-injection at cylinder X
CR
Delivery period of pre-injection at cylinder X
CR
Delivery begin of pre-injection at cylinder X
CR
Delivery period of post-injection at cylinder X
CR
Delivery begin of post-injection at cylinder X
CR
Delivery period of post-post-injection at cylinder X
CR
Delivery begin of post-post-injection at cylinder X
HZM CAN Customer Module Manual DG 05007-d
DeviceNet Manual DG 06 003-d
Modbus Manual DG 05 002-d
Collection of error bits from 3001 to 30951300 to
1309523000 to 23095
455
23720
ff
BitCollection(x)
Level:
Range:
Page(s):
23750
23751
23752
23753
23754
23755
23756
23757
1
0..FFFF Hex
CanOp:Init
Level:
Range:
1
0..1
CanOp: PreOperational
Level:
Range:
CanOp: Operational
Level:
Range:
1
0..1
1
0..1
CanOp: Stopped
Level:
Range:
1
0..1
CanOp:HBeatConsumer
Level:
Range:
1
0..1
CanOp:HBeatProducer
Level:
Range:
1
0..1
CanOp:LifeGuarding
Level:
Range:
1
0..1
CanOp:ErrLifeSign
Level:
Range:
1
0..1
CANopen Manual DG 06 002-d
Device NetManual DG 06 003-d
Modbus Manual DG 05 002-d
Collection of bit states according to definition in
29900ff BitCollParamSet(x)
CANopen state: init
CANopen state: preoperational
CANopen state: operational
CANopen state: stopped
Heartbeat consumer activated
Heartbeat producer is enabled
Life guarding is enabled
Life sign error
23758
CanOp:ErrRPDOTimeOut
Level:
1
Range:
0..1
At least one RPDO has timed out
23759
CanOp:RxIRCount
Level:
Range:
Counter of receive interrupts (receive telegrams)
23760
ff
456
1
0..65535
CanOp:SwitchMask(x)
Level:
4
Range:
0..FF Hex
Mask for receipt of switch functions as assigned in
20810ff Comm.. and 24810 ChanTyp..
x = 0: switch functions 8..1
23764
ff
CanOp:SensorMask(x)
Level:
4
Range:
0..FF Hex
Mask for receipt of sensorsas assigned in 900ff Assign..
and 4900 ChanTyp..
x = 0: sensors 8..1
x = 1: sensors 12..9
23770
ff
CanOp:RPDOTelLen(x)
Level:
Range:
4
0..8
Expected telegram length of RPDOs
x = 0..3
23774
ff
CanOp:TPDOTelLen(x)
Level:
Range:
4
0..8
Expected telegram length of TPDOs
x = 0..15
23850
DNet:LED_Green
Level:
Range:
1
0..1
DNet:LED_Red
Level:
Range:
1
0..1
23851
23852
23853
23860
23861
DNet:Flag
Level:
Range:
DNet:Status
Level:
Range:
1
0..FF Hex
1
0..FF Hex
DNet:NoOfPollParams
Level:
Range:
DNet:Baudrate
Level:
Range:
4
0..100
4
125,250,500
23862
ff
DNet:RxBinary(x)
Level:
Range:
4
0..FF Hex
23864
ff
DNet:RxSensor(x)
Level:
Range:
4
0..65535
23900
J1939:Online
Level:
Range:
23903
23904
1
0..1
J1939:TSC1RxBufOvfl
Level:
Range:
1
0..1
J1939:RxBufOvfl
Level:
Range:
1
0..1
Current value of green LED
Current value of red LED
State flag
Indication of state
Number of sending parameters via polled message
Current baud rate
Received values for switching functions
Received sensor values
SAE J1939 Manual DG 06 004-d
General state SAE J1939
Overflow of receiving buffer for TSC1 messages
Overflow of general receiving buffer
457
23905
J1939:TxBufOvfl
Level:
Range:
1
0..1
Overflow of source buffer
23906
J1939:RxTimeout
Level:
1
Range:
0..FFFF Hex
Indication of timed out receipt telegrams
23907
J1939:MsgStatus
Level:
Range:
Indication of receipt telegrams in ok state
23910
1
0..FFFF Hex
J1939:TorqueMode
Level:
Range:
4
0..15
Torque mode
23911
J1939:TorqueSetpoint
Level:
4
Range:
0..100 %
Current torque setpoint related to the maximum value of
torque limitation
23912
J1939:TorqueLimitMax
Level:
4
Range:
0..100 %
Current torque related to the maximum value of torque
limitation
23913
J1939:PercentLoad
Level:
Range:
Load in percent at current speedl
4
0..100 %
23914
J1939:TorqueFriction
Level:
4
Range:
0..100 %
Nominal torque friction
23920
J1939:RxTSC1Status
Level:
Range:
Activity state of TSC1 telegrams
23921
J1939:RxTSC1GovMode
Level:
Range:
4
0..0F
4
0..1
Governor mode resulting from TSC1 telegrams
23922
J1939:RxTSC1SpeedSet
Level:
4
Range:
0..100 %
Speed setpoint resulting from TSC1 telegrams
23923
J1939:RxTSC1SpeedLim
Level:
4
Range:
0..100 %
Speed limitation resulting from TSC1 telegrams
23924
J1939:RxTSC1FuelLim
Level:
4
Range:
0..100 %
Fuel limitation resulting from TSC1 telegrams
458
30.1 List 3: Functions
4000
4001
4002
4003
4005
4006
4007
4008
4015
4016
4020
4028
MeasWheelBoreOrTeeth
Level:
4
Range:
0..1
Page(s):
151
PickUp1AtCamOrCrank
Level:
4
Range:
0..1
Page(s):
151
PickUp2On
Level:
4
Range:
0..1
Page(s):
47
PickUp2AtCamOrCrank
Level:
4
Range:
0..1
Page(s):
151
CamIndexOn
Level:
4
Range:
0..1
152
Page(s):
CamIndexBoreOrTeeth
Level:
4
Range:
0..1
Page(s):
152
CheckGapToIndexDist
Level:
4
Range:
0..1
Page(s):
155, 346
TryToFindGapOn
Level:
4
Range:
0..1
Page(s):
49, 154
CheckPickUpDirection
Level:
4
Range:
0..1
Page(s):
49, 155, 340
CheckIndexDirection
Level:
4
Range:
0..1
Page(s):
49, 155, 341
SpeedSetpPCOn
Level:
2
Range:
0..1
Page(s):
53, 117, 121
SpeedGradientDT1On
Level:
2
Range:
0..1
82
Page(s):
Sensing gear (pickup wheel) with bores and teeth
Pickup 1 at camshaft or crankshaft
Activation of pickup 2
Pickup 2 at camshaft or crankshaft
Activation of camshaft index sensor
Camshaft index sensor with bore or pin
Activation of monitoring of distance between crankshaft synchronizing mark to camshaft index sensor
Activation of test procedure in case of failure of camshaft index sensor
Activation of monitoring of the preferred direction of
magnetization for the pickups
Activation of monitoring of the preferred direction of
magnetization for camshaft index sensor
Activation of speed setpoint via PC
Activation of DT1 factor for speed jump recognition
459
4029
4060
4100
4101
4110
4120
4121
4130
4131
4132
4160
4230
4232
460
PowerGradientDT1On
Level:
Range:
Page(s):
SpeedMinTempOn
Level:
Range:
Page(s):
PIDMapOn
Level:
Range:
Page(s):
PIDMapSpGovPowOrFuel
Level:
Range:
Page(s):
2
0..1
82
Activation of DT1 factor for load jump recognition
2
0..1
67
Activation of temperature dependent idle speed
3
0..1
75
Activation of PID-map
3
0..1
75
Stability map of speed governor
0: speed and fuel quantity dependant
1: speed and power dependant
StaticCorrOn
Level:
2
Range:
0..1
Page(s):
80
DroopOn
Level:
2
Range:
0..1
Page(s):
71
DroopPowerOrFuel
Level:
2
Range:
0..1
Page(s):
71
IMGovernorOn
Level:
2
Range:
0..1
Page(s):
108
IMFuelRampOn
Level:
2
Range:
0..1
Page(s):
111
IMDriveMapOn
Level:
2
Range:
0..1
Page(s):
109
PIDTempOn
Level:
3
Range:
0..1
Page(s):
79
SpeedRampOn
Level:
2
Range:
0..1
Page(s):
68, 69
SectionalOrFixedRamp
Level:
2
Range:
0..1
Page(s):
68, 69
Activation of PID correction for static operation
Activation of droop
Calculation of droop on the basis of power measurement (1) or fuel reference (0)
Activation of idle/maximum speed control
Activation fuel ramp for idle/maximum speed control
Activation of speed map
Activation of temperature dependent PID correction
Activation of speed ramp
Selection of speed ramp
0 = simple speed ramp
1 = sectional speed ramp
4240
4300
4301
4310
4311
4315
4316
4317
4318
4319
4400
4401
StartSpeedRampOn
Level:
3
Range:
0..1
Page(s):
44
DeliveryTimeMapOn
DeliveryPeriodMapOn
Level:
4
Range:
0..1
Page(s):
178, 181, 196, 198
DPCorrCylinderOn
Level:
4
Range:
0..1
Page(s):
182, 199
DeliveryBeginMapOn
Level:
4
Range:
0..1
Page(s):
167, 170, 184, 187
DBCorrCylinderOn
Level:
4
Range:
0..1
Page(s):
191, 174191
DBBaseMapForStartOn
Level:
4
Range:
0..1
Page(s):
170, 187
DBCorrCoolantTempOn
Level:
4
Range:
0..1
Page(s):
171, 190
DBCorrChargeAirTmpOn
Level:
4
Range:
0..1
Page(s):
173, 190
DBCorrFuelTempOn
Level:
4
Range:
0..1
Page(s):
173, 190
DBCorrAmbPressOn
Level:
4
Range:
0..1
Page(s):
173, 190
CanCommDCOn
Level:
6
Range:
0..1
Page(s):
322
CanCommGCOn
Level:
Range:
Page(s):
6
0..1
322, 325
Activation of additional speed ramp for engine start
CR
PLD
Activation of delivery time map
Activation of delivery period correction for individual
cylinders
Activation of delivery begin map
Activation of delivery begin correction for individual
cylinders
Activation of delivery begin map for engine start
Activation of coolant temperature dependent delivery
begin correction
Activation of charge air temperature dependent delivery
begin correction
Activation of fuel temperature dependent delivery begin
correction
Activation of ambient pressure dependent delivery begin correction
HZM-CAN: activation of node type DC
HZM-CAN: activation of node type GC
461
4402
CanCommPEOn
Level:
Range:
Page(s):
6
0..1
322
HZM-CAN: activation of node type PE
CanCommCMOn
Level:
Range:
Page(s):
6
0..1
322
HZM-CAN: activation of node type CM
4416
4417
CanxSegmentOrBaud
Level:
Range:
Page(s):
6
0..1
321
HZM-CAN x: selection of baud rate parameterization
0: directly set baud rate
1: baud rate set via segment settings
4440
4450
4490
PEActPosSetpointOn
Level:
Range:
Page(s):
6
0..1
326
HZM-CAN: telegram sending rate for transmission of
actuators setpoint to the periphery module
4441
4451
4491
PEDigOutOn
Level:
Range:
Page(s):
6
0..1
327
digital output values to the periphery module
4442
4452
4492
PEAnalogOutOn
Level:
Range:
Page(s):
6
0..1
327
analogue output values to the periphery module
4443
4453
4493
PEPWMOutOn
Level:
Range:
Page(s):
6
0..1
328
PWM output values to the periphery module
4444
4454
4494
PEErrorResetOn
Level:
Range:
Page(s):
6
0..1
326
HZM-CAN: activation of transmission of error clearing
commands to the periphery module
4445
4455
4495
PEAutoResetOn
Level:
Range:
Page(s):
6
0..1
326
HZM-CAN: activation of transmission of
auto-reset commands to the periphery module
4447
4457
4497
PEMeasurementsOn
Level:
Range:
Page(s):
4
0..1
HZM-CAN: activation of transmission of
measured values to the periphery module
4460
ff
PEDigOutx:Logic
Level:
Range:
Page(s):
4406
462
6
0..FF Hex
327
HZM-CAN: logical link for multiple assignment to
digital outputs of periphery module
4480
ff
PEDigOutx:Prior
Level:
Range:
Page(s):
4500
OilPressWarnCurveOn
Level:
Range:
Page(s):
OilPressEcyCurveOn
Level:
Range:
Page(s):
CoolPressSupviseOn
Level:
Range:
Page(s):
4501
4505
4506
4507
4508
4509
4520
4521
4522
4523
6
0..7F Hex
327
CoolP1Lim1RiseOrFall
Level:
Range:
Page(s):
CoolP1Lim1EcyOrWarn
Level:
Range:
Page(s):
CoolP1Lim2RiseOrFall
Level:
Range:
Page(s):
CoolP1Lim2EcyOrWarn
Level:
Range:
Page(s):
RailPress1SupviseOn
Level:
Range:
Page(s):
RailP1Lim1RiseOrFall
Level:
Range:
Page(s):
RailP1Lim1EcyOrWarn
Level:
Range:
Page(s):
Level:
Range:
Page(s):
HZM-CAN: priority for multiple assignment to digital
outputs of periphery module
4
0..1
104
Activation of oil pressure monitoring curve with oil
pressure warning
4
0..1
105
Activation of oil pressure monitoring curve with engine
stop
4
0..1
105
Activation of coolant pressure monitoring
4
0..1
106
Rising or falling monitoring of limit 1 for coolant pressure monitoring
4
0..1
106
Emergency shutdown or warning when pressure rises
above or falls below limit 1 of coolant pressure monitoring
4
0..1
106
Rising or falling monitoring of limit 2 for coolant pressure monitoring
4
0..1
106
above or falls below limit 2 of coolant pressure monitoring
CR
Activation of supervision of rail pressure sensor 1
4
0..1
100
4
0..1
100
4
0..1
100
4
0..1
100
CR
Rising or falling monitoring of limit 1 of rail pressure1Überwachung
CR
above or falls below limit 1 of rail pressure 1 monitoring
CR
Rising or falling monitoring of limit 2 of rail pressure 1
monitoring
463
4524
4525
4526
4527
4528
4529
4530
4550
4551
4552
4553
4554
4555
464
RailP1Lim2EcyOrWarn
Level:
Range:
Page(s):
RailPress2SupviseOn
Level:
Range:
Page(s):
Level:
Range:
Page(s):
RailP2Lim1EcyOrWarn
Level:
Range:
Page(s):
Level:
Range:
Page(s):
RailP2Lim2EcyOrWarn
Level:
Range:
Page(s):
RailLeakageDetectOn
Level:
Range:
Page(s):
CoolantTempSupviseOn
Level:
Range:
Page(s):
CoolTLim1RiseOrFall
Level:
Range:
Page(s):
CoolTLim1EcyOrWarn
Level:
Range:
Page(s):
CoolTLim2RiseOrFall
Level:
Range:
Page(s):
CoolTLim2EcyOrWarn
Level:
Range:
Page(s):
ChAirTempSupviseOn
Level:
Range:
Page(s):
4
0..1
100
4
0..1
100
4
0..1
100
4
0..1
100
4
0..1
100
4
0..1
100
CR
CR
Activation of supervision of rail pressure sensor 2
CR
monitoring
CR
CR
monitoring
CR
4
0..1
Activation of rail leakage detection monitoring
4
0..1
97
Activation of coolant temperature monitoring
4
0..1
97
Rising or falling monitoring of limit 1 for coolant temperature monitoring
4
0..1
97
above or falls below limit 1 for coolant temperature
monitoring
4
0..1
97
Rising or falling monitoring of limit 2 for coolant temperature monitoring
4
0..1
97
above or falls below limit 2 for coolant temperature
monitoring
4
0..1
98
Activation of charge air temperature monitoring
4556
4557
4558
4559
4560
4561
4562
4563
4564
4565
4566
4567
4568
ChAirTLim1RiseOrFall
Level:
Range:
Page(s):
ChAirTLim1EcyOrWarn
Level:
Range:
Page(s):
ChAirTLim2RiseOrFall
Level:
Range:
Page(s):
ChAirTLim2EcyOrWarn
Level:
Range:
Page(s):
OilTempSupviseOn
Level:
Range:
Page(s):
OilTLim1RiseOrFall
Level:
Range:
Page(s):
OilTLim1EcyOrWarn
Level:
Range:
Page(s):
OilTLim2RiseOrFall
Level:
Range:
Page(s):
OilTLim2EcyOrWarn
Level:
Range:
Page(s):
FuelTempSupviseOn
Level:
Range:
Page(s):
FuelTLim1RiseOrFall
Level:
Range:
Page(s):
FuelTLim1EcyOrWarn
Level:
Range:
Page(s):
FuelTLim2RiseOrFall
Level:
Range:
Page(s):
4
0..1
98
Rising or falling monitoring of limit 1 of charge air
4
0..1
98
above or falls below limit 1 of charge air temperature
monitoring
4
0..1
98
Rising or falling monitoring of limit 2 of charge air
4
0..1
98
above or falls below limit 2 of charge air temperature
monitoring
4
0..1
95
Activation of oil temperature monitoring
4
0..1
95
Rising or falling monitoring of limit 1 of oil temperature monitoring
4
0..1
95
above or falls below limit 1 of oil temperature monitoring
4
0..1
95
Rising or falling monitoring of limit 2 of oil temperature monitoring
4
0..1
95
above or falls below limit 2 of oil temperature monitoring
4
0..1
99
Activation of fuel temperature monitoring
4
0..1
99
Rising or falling monitoring of limit 1 of fuel temperature monitoring
4
0..1
99
above or falls below limit 1 of fuel temperature monitoring
4
0..1
99
Rising or falling monitoring of limit 2 of fuel temperature monitoring
465
4569
4570
4571
4572
4573
4574
4575
4576
4577
4578
4579
4580
4581
466
FuelTLim2EcyOrWarn
Level:
Range:
Page(s):
ExhTempSupviseOn
Level:
Range:
Page(s):
ExhTLim1RiseOrFall
Level:
Range:
Page(s):
ExhTLim1EcyOrWarn
Level:
Range:
Page(s):
ExhTLim2RiseOrFall
Level:
Range:
Page(s):
ExhTLim2EcyOrWarn
Level:
Range:
Page(s):
TurbOilTempSupviseOn
Level:
Range:
Page(s):
TuOilTLim1RiseOrFall
Level:
Range:
Page(s):
TuOilTLim1EcyOrWarn
Level:
Range:
Page(s):
TuOilTLim2RiseOrFall
Level:
Range:
Page(s):
TuOilTLim2EcyOrWarn
Level:
Range:
Page(s):
FuelPressSupviseOn
Level:
Range:
Page(s):
FuelPLim1RiseOrFall
Level:
Range:
Page(s):
4
0..1
99
above or falls below limit 2 of fuel temperature monitoring
4
0..1
98
Activation of exhaust gas temperature monitoring
4
0..1
98
Rising or falling monitoring of limit 1 of exhaust gas
4
0..1
98
above or falls below limit 1 of exhaust gas temperature
monitoring
4
0..1
98
Rising or falling monitoring of limit 2 of exhaust gas
4
0..1
98
above or falls below limit 2 of exhaust gas temperature
monitoring
4
0..1
101
Activation of turbocharger oil temperature monitoring
4
0..1
101
Rising or falling monitoring of limit 1 of turbocharger
oil temperature monitoring
4
0..1
101
above or falls below limit 1 of turbocharger oil temperature monitoring
4
0..1
101
Rising or falling monitoring of limit 2 of turbocharger
oil temperature monitoring
4
0..1
101
above or falls below limit 2 of turbocharger oil temperature monitoring
4
0..1
101
Activation of monitoring of fuel pressure
4
0..1
101
Rising or falling monitoring of limit 1 of fuel pressure
monitoring
4582
4583
4584
4585
4586
4587
4588
4589
4590
4591
4592
4593
4594
FuelPLim1EcyOrWarn
Level:
Range:
Page(s):
FuelPLim2RiseOrFall
Level:
Range:
Page(s):
FuelPLim2EcyOrWarn
Level:
Range:
Page(s):
OilLevelSupviseOn
Level:
Range:
Page(s):
OilLevLim1RiseOrFall
Level:
Range:
Page(s):
OilLevLim1EcyOrWarn
Level:
Range:
Page(s):
OilLevLim2RiseOrFall
Level:
Range:
Page(s):
OilLevLim2EcyOrWarn
Level:
Range:
Page(s):
TrOilPressSupviseOn
Level:
Range:
Page(s):
TrOilPLim1RiseOrFall
Level:
Range:
Page(s):
TrOilPLim1EcyOrWarn
Level:
Range:
Page(s):
TrOilPLim2RiseOrFall
Level:
Range:
Page(s):
TrOilPLim2EcyOrWarn
Level:
Range:
Page(s):
4
0..1
101
above or falls below limit 1 of fuel pressure monitoring
4
0..1
102
Rising or falling monitoring of limit 2 of fuel pressure
monitoring
4
0..1
102
above or falls below limit 2 of fuel pressure monitoring
4
0..1
102
Activation of oil level monitoring
4
0..1
102
Rising or falling monitoring of limit 1 of oil level monitoring
4
0..1
102
Emergency shutdown or warning when level rises above or falls below limit 1 of oil level monitoring
4
0..1
102
Rising or falling monitoring of limit 2 of oil level monitoring
4
0..1
102
above or falls below limit 2 of oil level monitoring
4
0..1
103
Activation of transmission oil pressure monitoring
4
0..1
103
Rising or falling monitoring of limit 1 of transmission
oil pressure monitoring
4
0..1
103
above or falls below limit 1 of transmission oil pressure
monitoring
4
0..1
103
Rising or falling monitoring of limit 2 of transmission
oil pressure monitoring
4
0..1
103
above or falls below limit 2 of transmission oil pressure
monitoring
467
4600
4601
4610
4620
4621
4630
4635
4640
4650
4655
4656
4700
468
ExcitationControlOn
Level:
Range:
Page(s):
ExcitGovOrControl
Level:
Range:
Page(s):
2
0..1
115
Activation of excitation control in locomotive operation
2
0..1
115
Selection between excitation control/excitation governing
0 = excitation control
1 = excitation governing
ExcitControlRampOn
Level:
2
Range:
0..1
117
Page(s):
DigSlideExcitCntrlOn
Level:
2
Range:
0..1
Page(s):
126
AnaSlideExcitCntrlOn
Level:
2
Range:
0..1
Page(s):
126
ExcitGovPICurveOn
Level:
2
Range:
0..1
Page(s):
121
ExcitationSetpPCOn
Level:
2
Range:
0..1
Page(s):
117, 121
ExcitGovFuelRampOn
Level:
2
Range:
0..1
Page(s):
120
ExcitTempLimitOn
Level:
2
Range:
0..1
Page(s):
123
ExcitBoostLimitOn
Level:
2
Range:
0..1
Page(s):
123
ExcitSpeedLimitOn
Level:
2
Range:
0..1
Page(s):
124
SpeedLimitOn
Level:
4
Range:
0..1
86
Page(s):
Activation of ramp for excitation control in locomotive
operation
Activation of slide protection via excitation control by
digital sliding signal in locomotive operation
Activation of slide protection via excitation control by
analogue sliding signal in locomotive operation
Activation of PI-curve for excitation governing in locomotive operation
Activation of excitation setpoint via PC in locomotive
operation
Activation of fuel ramp in locomotive operation
Activation of temperature dependent lowering of fuel
setpoint in locomotive operation
Activation of boost pressure dependent limitation of
fuel setpoint in locomotive operation
Activation of speed dependent limitation of fuel setpoint in locomotive operation
Activation of speed dependent fuel limitation
4706
4707
4708
4709
4710
4750
4801
ff
4805
ff
4810
4849
4851
ff
4880
ff
FuelRedCoolTempOn
Level:
4
Range:
0..1
Page(s):
88
FuelRedChAirTempOn
Level:
4
Range:
0..1
Page(s):
89
FuelRedFuelTempOn
Level:
4
Range:
0..1
Page(s):
89
FuelRedAmbPressOn
Level:
4
Range:
0..1
Page(s):
90
BoostLimitOn
Level:
4
Range:
0..1
Page(s):
90
FuelTempCorrOn
Level:
4
Range:
0..1
Page(s):
145
DigChannelXPWMOrDO
Level:
6
Range:
0..1
Page(s):
281, 286
PWMOutXOrDigital OurY
Level:
6
Range:
0..1
Page(s):
StopImpulseOrSwitch
Level:
2
Range:
0..1
Page(s):
55, 25755257
StartImpulseOrSwitch
Level:
Range:
Page(s):
2
0..1
DigitalOutX_Logic
Level:
6
Range:
00..7F Hex
Page(s):
302302
DigitalOutx:Prior
Level:
6
Range:
0..7F Hex
Page(s):
303303
Activation of coolant temperature dependent fuel reduction
Activation of charge air temperature dependent fuel
reduction
Activation of fuel temperature dependent fuel reduction
Activation of ambient pressure dependent fuel reduction
Activation of boost pressure dependent fuel limitation
Activation of fuel temperature dependent fuel correction
Use digital output X as PWM output or digital output
DARDANOS MVC01-20
Configuration of PWMX/DOY-output
0 = digital output
1 = PWM output
Selection of type of engine stop switch:
0 = Stop active only while stop command is applied
1 = Stop active by one single switch pulse until engine
stops
Selection of type of engine start switch
Auswahl der Wirkungsweise des Motorstartschalters:
0 = Start active only while start command is appllied
1 = Start active by one single switch pulse until
engine is running
Logical link for multiple assignment zu digital outputs
Priority for multiple assignment to digital outputs
469
4900
4901
4902
4903
4904
4905
4906
4907
4908
4909
4910
470
ChanTypSetpoint1Ext
Level:
6
Range:
0..2
Page(s):
326, 249326
Configuration of input channel type for setpoint adjuster 1
ChanTypSetpoint2Ext
Level:
Range:
Page(s):
6
0..2
326
Configuration of input channel type for setpoint adjuster 2
ChanTypLoadCtrlInput
Level:
Range:
Page(s):
6
0..2
326
Configuration of input channel type for load setpoint
ChanTypSyncInput
Level:
Range:
Page(s):
6
0..2
326
Configuration of input channel type for synchronization
signal
ChanTypBoostPress
Level:
Range:
Page(s):
6
0..2
326
Selection of input channel type for boost pressure sensor
ChanTypOilPress
Level:
Range:
Page(s):
6
0..2
326
Configuration of input channel type for oil pressure
sensor
ChanTypAmbPress
Level:
Range:
Page(s):
6
0..2
326
ChanTypCoolantTemp
Level:
Range:
Page(s):
6
0..2
326
Configuration of input channel type for coolant sensor
ChanTypChAirTemp
Level:
Range:
Page(s):
6
0..2
326
Configuration of input channel type for charge air temperature sensor
ChanTypOilTemp
Level:
Range:
Page(s):
6
0..2
326
Configuration of input channel type for oil temperature
sensor
ChanTypFuelTemp
Level:
Range:
Page(s):
6
0..2
326
Configuration of input channel type for fuel temperature sensor
DARDANOS MVC04-6
Configuration of input channel type for ambient pressure sensor
4911
4914
4915
4916
4917
4918
4919
4920
4921
4922
4923
ChanTypExhaustTemp
Level:
Range:
Page(s):
6
0..2
326
Configuration of input channel type for exhaust gas
temperature sensor
ChanTypExcitReduct
Level:
Range:
Page(s):
6
0..2
326
Configuration of input channel type for reduction of
excitation signal for slide protection
ChanTypSpeedReduct
Level:
Range:
Page(s):
6
0..2
326
Configuration of input channel type for reduction of
speed setpoint for slide protection
ChanTypCoolPress
Level:
Range:
Page(s):
6
0..2
326
Configuration of input channel type for coolant pressure
sensor
6
0..2
Configuration of input channel type for asymmetric
load
ChanTypMeasPower
Level:
Range:
Page(s):
6
0..2
326
Configuration of input channel type for measured power
ChanTypPowerSetp
Level:
Range:
Page(s):
6
0..2
326
Configuration of input channel type for power setpoint
ChanTypTurboOilTemp
Level:
Range:
Page(s):
6
0..2
326
Configuration of input channel type for turbocharger oil
temperature
ChanTypFuelPress
Level:
Range:
Page(s):
6
0..2
326
Configuration of input channel type for fuel pressure
ChanTypOilLevel
Level:
Range:
Page(s):
6
0..2
326
Configuration of input channel type for oil level
ChanTypFuelLimExterm
Level:
Range:
Page(s):
6
0..2
326
Configuration of input channel type for external injection quantity limitation
ChanTypAsymmLoad
Level:
Range:
Page(s):
471
4924
4925
4940
4950
4951
4952
4953
4954
4955
4956
4957
472
ChanTypTransOilPress
Level:
Range:
Page(s):
ChanTypAirMass
Level:
Range:
Page(s):
6
0..2
326
Configuration of input channel type for transmission oil
pressure
6
0..2
Configuration of input channel type for charge air mass
sensor
RelOrAbsBoostSensor
Level:
1
Range:
0..1
Page(s):
248248
Selection of boost pressure sensor type
(0 = absolute, 1 = relative)
PEIxSetpoint1Ext
Level:
Range:
Page(s):
6
0..4
Configuration of HZM-CAN periphery module index
for setpoint adjuster 1
PEIxSetpoint2Ext
Level:
Range:
Page(s):
6
0..4
for setpoint adjuster 2
PEIxLoadCtrlInput
Level:
Range:
Page(s):
6
0..4
for load setpoint signal
PEIxSyncInput
Level:
Range:
Page(s):
6
0..4
for synchronization signal
PEIxBoostPress
Level:
Range:
Page(s):
6
0..4
for boost pressure sensor
PEIxOilPress
Level:
Range:
Page(s):
6
0..4
for oil pressure sensor
PEIxAmbPress
Level:
Range:
Page(s):
6
0..4
DARDANOS MVC04-6
for ambient pressure sensor
PEIxCoolantTemp
Level:
Range:
Page(s):
6
0..4
for coolant temperature sensor
4958
4959
4960
4961
4964
4965
4966
4967
4968
4969
4970
PEIxChAirTemp
Level:
Range:
Page(s):
6
0..4
for charge air temperature sensor
PEIxOilTemp
Level:
Range:
Page(s):
6
0..4
for oil temperature sensor
PEIxFuelTemp
Level:
Range:
Page(s):
6
0..4
for fuel temperature sensor
PEIxExhaustTemp
Level:
Range:
Page(s):
6
0..4
for exhaust gas temperature sensor
PEIxExcitReduct
Level:
Range:
Page(s):
6
0..4
for reduction of excitation signal for slide protection
PEIxSpeedReduct
Level:
Range:
Page(s):
6
0..4
for reduction of speed setpoint for slide protection
PEIxCoolPress
Level:
Range:
Page(s):
6
0..4
for coolant pressure sensor
PEIxAsymmLoad
Level:
Range:
Page(s):
6
0..4
for asymmetric load
PEIxMeasPower
Level:
Range:
Page(s):
6
0..4
for measured power
PEIxPowerSetp
Level:
Range:
Page(s):
6
0..4
for power setpoint
PEIxTurbOilTemp
Level:
Range:
Page(s):
6
0..4
for turbocharger oil temperature
473
4971
4972
4973
4974
5000
5001
5002
5003
5004
5005
5006
5007
474
PEIxFuelPress
Level:
Range:
Page(s):
6
0..4
for fuel pressure
PEIxOilLevel
Level:
Range:
Page(s):
6
0..4
for oil level
PEIxFuelLimExtern
Level:
Range:
Page(s):
6
0..4
for external fuel limitation
PEIxTransOilPress
Level:
Range:
Page(s):
6
0..4
for transmission oil pressure
SubstOrLastSetp1Ext
Level:
Range:
Page(s):
4
0..1
252
Selection of substitute value for setpoint adjuster 1 in
case of error
(0 = last valid value, 1 = substitute value)
SubstOrLastSetp2Ext
Level:
Range:
Page(s):
4
0..1
252
Selection of substitute value for setpoint adjuster 2 in
case of error
SubstOrLastLoadInput
Level:
Range:
Page(s):
4
0..1
252
Selection of substitute value for load setpoint signal in
case of error
SubstOrLastSyncInput
Level:
Range:
Page(s):
4
0..1
252
Selection of substitute value for synchronizing signal in
case of error
SubstOrLastBoostPres
Level:
Range:
Page(s):
4
0..1
252
Selection of substitute value for boost pressure sensor in
case of error
SubstOrLastOilPress
Level:
Range:
Page(s):
4
0..1
252
Selection of substitute value for oil pressure sensor in
case of error
SubstOrLastAmbPress
Level:
Range:
Page(s):
4
0..1
252
Selection of substitute value for ambient pressure sensor in case of error
SubstOrLastCoolTemp
Level:
Range:
Page(s):
4
0..1
252
Selection of substitute value for coolant temperature
sensor in case of error
5008
5009
5010
5011
5012
5013
5014
5015
5016
5017
5018
5019
SubstOrLastChAirTemp
Level:
Range:
Page(s):
4
0..1
252
Selection of substitute value for charge air temperature
sensor in case of error
SubstOrLastOilTemp
Level:
Range:
Page(s):
4
0..1
252
Selection of substitute value for oil temperature sensor
in case of error
SubstOrLastFuelTemp
Level:
Range:
Page(s):
4
0..1
252
Selection of substitute value for fuel temperature sensor
in case of error
SubstOrLastExhstTemp
Level:
Range:
Page(s):
4
0..1
252
SubstOrLastRailPres1
Level:
Range:
Page(s):
4
0..1
252
4
0..1
252
Selection of substitute value for exhaust gas temperature sensor in case of error
CR
Selection of substitute value for rail pressure sensor 1 in
case of error
CR
Selection of substitute value for rail pressure sensor 2 in
case of error
4
0..1
252
Selection of substitute value for excitation signal reduction for slide protection in case of error
(0 = last valid value, 1 = substitute value fixed 0 %)
SubstOrLastSpeedRed
Level:
Range:
Page(s):
4
0..1
252
Selection of substitute value for speed setpoint reduction for slide protection in case of error
(0 = last valid value, 1 = substitute value fixed 0 rpm)
SubstOrLastCoolPress
Level:
Range:
Page(s):
4
0..1
253
Selection of substitute value for coolant pressure sensor
in case of error
4
0..1
Selection of substitute value for asymmetric load in
case of error
SubstOrLastMeasPower
Level:
Range:
Page(s):
4
0..1
253
Selection of substitute value for measured power in case
of error
SubstOrLastPowerSetp
Level:
Range:
Page(s):
4
0..1
253
Selection of substitute value for power setpoint in case
of error
SubstOrLastRailPres2
Level:
Range:
Page(s):
SubstOrLastExcitRed
Level:
Range:
Page(s):
SubstOrLastAsymmLoad
Level:
Range:
Page(s):
475
5020
5021
5022
5023
5024
5025
5040
5041
5042
5043
5044
5045
476
SubstOrLastTuOilTemp
Level:
Range:
Page(s):
4
0..1
253
Selection of substitute value for turbocharger oil temperature in case of error
SubstOrLastFuelPress
Level:
Range:
Page(s):
4
0..1
253
Selection of substitute value for fuel pressure in case of
error
4
0..1
253
Selection of substitute value for oil level in case of error
4
0..1
253
Selection of substitute value for external injection quantity limitation in case of error
4
0..1
253
Selection of substitute value for transmission oil pressure in case of error
4
0..1
253
Selection of substitute value for air mass in case of error
4
0..1
253
Selection whether error of setpoint adjuster 1 is to be
held or automatically reset
(0 = automatic reset, 1 = error is held)
HoldOrResetSetp2Ext
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of setpoint adjuster 2 is to be
HoldOrResetLoadInput
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of load setpoint is to be held or
automatically reset
HoldOrResetSyncInput
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of synchronizing signal is to be
HoldOrResetBoostPres
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of boost pressure sensor is to be
HoldOrResetOilPress
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of oil pressure sensor is to be
SubstOrLastOilLevel
Level:
Range:
Page(s):
SubstOrLastFuelLimEx
Level:
Range:
Page(s):
SubstOrLastTransOilP
Level:
Range:
Page(s):
SubstOrLastAirMass
Level:
Range:
Page(s):
HoldOrResetSetp1Ext
Level:
Range:
Page(s):
5046
5047
5048
5049
5050
5051
5052
5053
5054
5055
5056
5057
HoldOrResetAmbPress
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of ambient pressure sensor is to
be held or automatically reset
HoldOrResetCoolTemp
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of coolant temperature sensor is
to be held or automatically reset
HoldOrResetChAirTemp
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of charge air temperature sensor
is to be held or automatically reset
HoldOrResetOilTemp
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of oil temperature sensor is to
HoldOrResetFuelTemp
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of fuel temperature sensor is to
HoldOrResetExhstTemp
Level:
Range:
Page(s):
4
0..1
254
HoldOrResetRailPres1
Level:
Range:
Page(s):
4
0..1
254
HoldOrResetRailPres2
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of exhaust gas temperature sensor is to be held or automatically reset
CR
Selection whether error of rail pressure sensor 1 is to be
CR
Selection whether error of rail pressure sensor 2 is to be
HoldOrResetExcitRed
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of reduction value of excitation
signal is to be held or automatically reset
HoldOrResetSpeedRed
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of reduction value for speed
setpoint is to be held or automatically reset
HoldOrResetCoolPress
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of coolant pressure sensor is to
HoldOrResetAsymmLoad
4
Level:
Range:
0..1
Page(s):
Selection whether error of asymmetric load is to be held
or automatically reset
477
5058
5059
5060
5061
5062
5063
5064
5065
5100
5101
5102
5103
478
HoldOrResetMeasPower
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of measured power is to be held
HoldOrResetPowerSetp
Level:
Range:
Page(s):
4
0..1
254
Selection whether error at power setpoint is to be held
HoldOrResetTuOilTemp
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of turbocharger oil temperature
value is to be held or automatically reset
HoldOrResetFuelPress
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of fuel pressure value is to be
HoldOrResetOilLevel
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of oil level value is to be held
HoldOrResetFuelLimEx
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of external injection fuel limitation value is to be held or automatically reset
HoldOrResetTransOilP
Level:
Range:
Page(s):
4
0..1
254
Selection whether error of transmission oil pressure
value is to be held or automatically reset
4
0..1
Selection whether error of air mass value is to be held
HoldOrResetAirMass
Level:
Range:
Page(s):
NoStoreSErrOn
Level:
6
Range:
0..1
Page(s):
337
CommAlarmWarnFlashOn
Level:
2
Range:
0..1
Page(s):
332
CommonAlarmResetOn
2
Level:
Range:
0..1
Page(s):
333
CommonAlarmResetBoth
Level:
2
Range:
0..1
Page(s):
Error saving is disabled until next reset
Selection whether common alarm flash shall be on if
there are only warnings
Selection of whether the common alarm indicator is to
be reset briefly (edge change) if some new error occurrs
Selection of whether slope is changed (5102 CommonAlarmResetOn = 1), even when an error is deleted
(generally with any error)
5210
5230
5233
5234
5235
5239
5241
5243
5245
5250
5251
5252
SyncAnalogOrDigital
Level:
2
Range:
0..1
Page(s):
129, 131
Selection of synchronization
0 = with digital potentiometer
1 = with analogue signal (e.g. SyG 02)
LoadControlOrPot
2
Level:
Range:
0..1
Page(s):
132, 134, 136
Selection of load control
0 = with potentiometer
1 = with analogue signal (e.g. LMG 10)
PowerGovernorOrLMG
Level:
2
Range:
0..1
Page(s):
132, 137
Selection of load control mode
0 = selection according to 5230 LoadControlOrPot
1 = integrated power governor
FuelOrSpeedOffsMode
Level:
Range:
Page(s):
2
0..1
138
Selection of intervention type for integrated power governor
0 = speed offset for speed governor (isolated operation)
1 = fuel offset (mains operation)
PIDCurvePowerOn
Level:
Range:
Page(s):
2
0..1
138
Activation of PID-curve for integrated load governor
SupvisePowerDiffOn
Level:
Range:
Page(s):
2
0..1
138
Activation of power difference monitoring in integrated
load governor
PowerSetpRampOn
Level:
Range:
Page(s):
2
0..1
137
Activation of power setpoint ramp in integrated load
governor
PowerSetpPCOn
Level:
Range:
Page(s):
2
0..1
137
Activation of power setpoint for integrated load governor via PC
KnockControlOn
Level:
Range:
Page(s):
2
0..1
139
Activation of reduced power in integrated load governor caused by knocking
ShipSetp2DigiOrAna
Level:
Range:
Page(s):
2
0..1
64
Selection of setpoint adjuster 2 for marine operation
0 = analogue signal
Activation of master / slave mode in marine operation
TwinEngineEnable
Level:
Range:
Page(s):
NoDigPotAtSetp1Err
Level:
Range:
Page(s):
2
0..1
2
0..1
Deactivation of digital potentiometers automatic selection while error of setpoint 1 occurs for marine operation
479
5253
5350
5351
5352
5353
5360
5361
5362
5510
ff
5510
ff
5550
5550
ff
480
ShipSetp1LeverOrPot
Level:
Range:
Page(s):
LocoSetpoint1Mode
Level:
Range:
Page(s):
DigSlideSpeedSetpOn
Level:
Range:
Page(s):
AnaSlideSpeedSetpOn
Level:
Range:
Page(s):
NotchAssignOrBinary
Level:
Range:
Page(s):
CoolantTmpWarnIdleOn
Level:
Range:
Page(s):
OilTempWarnIdleOn
Level:
Range:
Page(s):
CoolPressWarnIdleOn
Level:
Range:
Page(s):
AnalogInX_Type
Level:
Range:
Page(s):
2
0..1
Selection of setpoint adjuster 1 for marine operation
1 = without assignment of direction (standard)
0 = with assignment of direction
2
0..2
60
Selection of setpoint adjuster 1 for locomotive operation
0 = speed notch
1 = analogue signal
2
0..1
127
Activation of slide protection on speed setpoint
2
0..1
128
Activation of slide protection by analogue slide signal
2
0..1
114
Selection whether speed notch corresponds directly to
binary value or is derived from a table.
2
0..1
107
Activation of forced idle speed by coolant temperature
monitoring
2
0..1
107
Activation of forced idle speed by oil temperature
monitoring
2
0..1
107
Activation of forced idle speed by coolant pressure
monitoring
6
0..1
AIxWithSensorSupply
4
Level:
Range:
0..1
Page(s):
279, 284
AI9VoltOrCurrent
Level:
4
Range:
0..1
Page(s):
279
TempInX_SensorType
Level:
4
Range:
0..4
Page(s):
294
DARDANOS MVC01-20
Configuration of analogue input as voltage or current
input
Configuration whether power supply to analogue input
uses supply voltage of the respective sensor
DARDANOS MVC03-8
Configuration of analogue input 9 as voltage or current
input
Selection of linearization curve for temperature sensor
at temperature input X
5600
ff
5900
5905
5920
5950
5951
5960
14550
14900
14950
15000
15040
AIX_SensorType
Level:
4
Range:
0..4
Page(s):
CylinderMaskOn
Level:
4
Range:
0..1
Page(s):
162
ClickTestForceCylOn
Level:
2
Range:
0..1
Page(s):
CylinderFaultEcyOn
Level:
4
Range:
0..1
Page(s):
165, 166, 345
BipCorrectionOn
Level:
6
Range:
0..1
Page(s):
159, 161
BipSupervisingOn
Level:
6
Range:
0..1
Page(s):
159, 161, 163, 349
HighVoltage58VOr48V
Level:
6
Range:
0..1
Page(s):
157
ExhaustTempCorrOn
Level:
6
Range:
0..1
Page(s):
147
ChanTypExhTempCylX
Level:
6
Range:
0..2
Page(s):
Selection of linearization curve for air mass sensor at
analogue input X
Activation of cylinder shutdown mask 1900 CylinderMask via PC
Selection of cylinder for click test
Emergency shutdown in case of error at several cylinders
Activation of use of measured fly time for BIP correction (only if 5951 BipSupervisingOn = 1)
Activation of fly time monitoring
Selection of control voltage
Activation of cylinder correction via cylinder temperature
Configuration of input channel type for cylinder temperature sensor X
PEIxExhTempCylX
Level:
Range:
Page(s):
6
0..4
Configuration of HZM-CAN periphery modul index for
cylinder temperature sensor X
SubstOrLastExTmpCylX
Level:
Range:
Page(s):
4
0..1
Selection of substitute value for cylinder temperature
sensor X in case of error
(0 = last valid value, 1 = substitute value
HoldOrResetExTmpCylX
Level:
4
Range:
0..1
Page(s):
254
Selection whether error of cylinder temperature sensor
X is to be held or automatically reset
481
15110
ff
15110
ff
15111
ff
DOx_SupviseOn
Level:
6
Range:
0..1
Page(s):
304
DOPWMx_SupviseOn
Level:
6
Range:
0..1
Page(s):
298, 304
DOx_HoldOrReset
Level:
6
Range:
0..1
Page(s):
305
15111
ff
DOPWMx_HoldOrReset
Level:
Range:
Page(s):
15112
ff
DOPWMx_SupCurrMinOn
6
Level:
Range:
0..1
Page(s):
299
DOPWMx_SupCurrMaxOn
Level:
6
Range:
0..1
Page(s):
299
DOPWMx_SupDeviatOn
Level:
6
Range:
0..1
Page(s):
299
DOx_SupviseOn
Level:
6
Range:
0..1
Page(s):
298
DOx_HoldOrReset
Level:
6
Range:
0..1
Page(s):
305
15113
ff
15115
ff
15190
ff
15191
ff
15240
15241
15250
15260
482
FreqOut_SupviseOn
Level:
Range:
Page(s):
FreqOut_HoldOrReset
Level:
Range:
Page(s):
CROutx_SupviseOn
Level:
Range:
Page(s):
6
0..1
305
6
0..1
282
6
0..1
283
6
0..1
240
DARDANOS MVC01-20
Activation of supervision of digital output x
Activation of supervision of PWM or digital output x
DARDANOS MVC01-20
Selection whether error of digital output x is to be held
Selection whether error of PWM or digital output x is to
Activation of supervision of minimum admissible current at PWM or digital output x
Activation of supervision of maximum admissible current at PWM or digital output x
Activation of supervision of maximum current deviation at PWM or digital output x
Activation of supervision of digital output x
Selection whether error of digital output x is to be held
DARDANOS MVC03-8
Activation of supervision of frequency output
DARDANOS MVC03-8
Selection whether error of frequency output is to be
CR
Activation of supervision of current output x
15251
15261
CROutx_HoldOrReset
Level:
Range:
Page(s):
15252
15262
CROutx_SupCurrMinOn
6
Level:
Range:
0..1
Page(s):
241
CROutx_SupCurrMaxOn
Level:
6
Range:
0..1
Page(s):
241
CROutx_SupDeviatOn
Level:
6
Range:
0..1
Page(s):
241
CROutx_SupPWMMaxOn
Level:
6
Range:
0..1
Page(s):
242
CROutx_PWMMaxEcyOn
Level:
6
Range:
0..1
Page(s):
242
CR_PressBaseMapOn
Level:
4
Range:
0..1
Page(s):
232, 234
CR_PressCorrCoolTOn
Level:
4
Range:
0..1
Page(s):
235
CR_PressCorrChargTOn
Level:
4
Range:
0..1
Page(s):
235
CR_PressCorrFuelTOn
Level:
4
Range:
0..1
Page(s):
235
CR_PressCorrAmbPOn
Level:
4
Range:
0..1
Page(s):
237
CR_PressRampUpOn
Level:
4
Range:
0..1
Page(s):
232, 234
CR_PressRampDownOn
Level:
4
Range:
0..1
Page(s):
232, 234
15253
15263
15255
15265
15257
15267
15258
15268
24000
24004
24005
24006
24007
24010
24011
6
0..1
242
CR
Selection whether error of current output x is to be held
CR
Activation of supervision of minimum admissible current at current output x
CR
Activation of supervision of maximum admissible current at current output x
CR
Activation of supervision of maximum admissible current deviation at current output x
CR
Activation of supervision of maximum PWM ratio at
current output x
CR
Disable output in case of error due to PWM excess at
current output x
CR
Activation of base map to determine rail pressure setpoint
CR
Activation of coolant temperature dependent correction
CR
Activation of charge air temperature dependent correction
CR
Activation of fuel temperature dependent correction
CR
Activation of ambient pressure dependent correction
CR
Activation of upward ramp
CR
Activation of downward ramp
483
24110
24200
24210
24200
24210
24250
24250
24300
24301
24302
24303
24304
24305
24306
24307
484
NumberOfRail2Or1
Level:
4
Range:
0..1
Page(s):
230
CurrOutx_On
Level:
4
Range:
0..1
Page(s):
230
HighPressurePumpx_On
Level:
4
Range:
0..1
Page(s):
240
CurrOut_PCSetpOn
Level:
4
Range:
0..1
Page(s):
238
HPR_DeliveryEndMapOn
Level:
4
Range:
0..1
Page(s):
243
PrePreInjectionOn
Level:
4
Range:
0..1
Page(s):
208
PrePreBeginMapOn
Level:
4
Range:
0..1
Page(s):
208, 210
PrePreDBCorrCylOn
Level:
4
Range:
0..1
208, 210
Page(s):
PrePreDBCorrCoolTOn
Level:
4
Range:
0..1
208, 210
Page(s):
PrePreDTSetpPCOn
Level:
4
Range:
0..1
208, 212
Page(s):
PrePreDQMapOn
Level:
4
Range:
0..1
208, 212
Page(s):
PrePreDQCorrCylOn
Level:
4
Range:
0..1
208, 214
Page(s):
PrePreDQCorrCoolTOn
Level:
4
Range:
0..1
208, 212
Page(s):
CR
Configuration indicating whether engine is equipped
with one rail or two separate and independent rails
CR
Aktivierung of regulated current output x
Activation of control of high-pressure pump x
CR
Activation of current setpoint via PC
Activation of delivery end map for high-pressure pump
control
CR
Activation of pre-pre-injection
CR
Activation of delivery begin map for pre-pre-injection
CR
Activation of delivery begin correction for pre-preinjection
CR
Activation of speed and fueldependent map for coolant
temperature dependent correction of pre-pre-injection
begin
CR
Activation of delivery period setpoint for pre-preinjection via PC
CR
Activation of speed and fuel dependent delivery quantity map for pre-pre-injection
CR
Activation of delivery quantity correction of pre-preinjection for each single cylinder
CR
Activation of speed and fuel dependent map for coolant
temperature dependent correction of pre-pre-injection
quantity
24320
24321
24322
24323
24324
24325
24326
24327
24340
24341
24342
24343
24344
PreInjectionOn
Level:
4
Range:
0..1
Page(s):
202
PreInjBeginMapOn
Level:
4
Range:
0..1
202, 204
Page(s):
PreInjDBCorrCylOn
Level:
4
Range:
0..1
202, 206
Page(s):
PreInjDBCorrCoolTOn
Level:
4
Range:
0..1
202, 204
Page(s):
PreInjDTSetpPCOn
Level:
4
Range:
0..1
202, 207
Page(s):
PreInjDQMapOn
Level:
4
Range:
0..1
202, 206
Page(s):
PreInjDQCorrCylOn
Level:
4
Range:
0..1
202, 207
Page(s):
PreInjDQCorrCoolTOn
Level:
4
Range:
0..1
Page(s):
202, 206
PostInjectionOn
Level:
4
Range:
0..1
Page(s):
215
PostInjBeginMapOn
Level:
4
Range:
0..1
Page(s):
215, 217
PostInjDBCorrCylOn
Level:
4
Range:
0..1
Page(s):
215, 217
PostInjDBCorrCoolTOn
Level:
4
Range:
0..1
Page(s):
215, 217
PostInjDTSetpPCOn
Level:
4
Range:
0..1
Page(s):
215, 219
CR
Activation of pre-injection
CR
Activation of delivery begin map of pre-injection
CR
Activation of cylinder-specific correction of preinjection delivery begin
CR
temperature dependent correction of pre-injection begin
CR
Activation of pre-injection delivery period setpoint via
PC
CR
Activation of speed and fuel dependent delivery quantity map for pre-injection
CR
Activation of cylinder-specific correction of preinjection fuel quantity
CR
temperature dependent correction of pre-injection delivery quantity
CR
Activation of post-injection
CR
Activation of delivery begin map for post-injection
CR
Activation of cylinder-specific correction of postinjection delivery begin
CR
temperature dependent correction post-injection begin
CR
Activation of post-injection delivery period setpoint via
PC
485
24345
24346
24347
24360
24361
24362
24363
24364
24365
24366
24367
24810
486
PostInjDQMapOn
Level:
4
Range:
0..1
Page(s):
215, 219
PostInjDQCorrCylOn
Level:
4
Range:
0..1
Page(s):
215, 221
PostInjDQCorrCoolTOn
Level:
4
Range:
0..1
Page(s):
215, 219
PostPostInjectionOn
Level:
4
Range:
0..1
Page(s):
222
PostPostBeginMapOn
Level:
4
Range:
0..1
Page(s):
222
PostPostDBCorrCylOn
Level:
4
Range:
0..1
Page(s):
222, 224
PostPstDBCorrCoolTOn
Level:
4
Range:
0..1
Page(s):
222, 224
PostPostDTSetpPCOn
Level:
4
Range:
0..1
Page(s):
222, 228
PostPostDQMapOn
Level:
4
Range:
0..1
Page(s):
222, 226
PostPostDQCorrCylOn
Level:
4
Range:
0..1
Page(s):
222, 228
PostPstDQCorrCoolTOn
Level:
4
Range:
0..1
Page(s):
222, 226
ChanTypEngineStop
Level:
6
Range:
0..9
255, 259, 260
Page(s):
CR
Activation of speed and fuel dependent delivery quantity map for post-injection
CR
Activation of cylinder-specific correction of postinjection fuel quantity
CR
temperature dependent correction of post-injection
CR
Activation of post-post-injection
CR
Activation of post-post-injection delivery begin map
CR
Activation of cylinder-specific correction of post-postinjection delivery begin
CR
temperature dependent correction of post-post-injection
CR
Activation of post-post-injection delivery period setpoint via PC
CR
Activation of speed and fuel dependent delivery quantity map for post-post-injection
CR
Activation of cylinder-specific correction of post-postinjection fuel quantity
CR
temperature dependent correction of post-post-injection
Configuration of module type for switching function
"Engine stop" via communication modules
(0..2: not used3 = customer CAN protocol4 = CANopen5 = DeviceNet6 = Modbus7 = SAE J19398 =
HZM-CAN Customer Module9 = HZM-CAN double
module)
24811
24812
24813
24814
24815
24816
24817
24818
24818
24819
ff
ChanTypIdleSpeed
Level:
6
Range:
0..9
Page(s):
255, 259, 260
Configuration of module type for switch function "Idle
speed" via communication modules
(assignment see 24810 ChanTypEngineStop)
ChanTypDroop2Or1
Level:
6
Range:
0..9
Page(s):
255, 259, 260
Configuration of module type for switch function
"Droop 1/2" via communication modules
ChanTypForcedLimit
Level:
Range:
Page(s):
6
0..9
255
"Forced limitation" via communication modules
ChanTypSpeedRange2Or1
Level:
6
Range:
0..9
Page(s):
255, 259, 260
"Speed range 1/2" via communication modules
ChanTypSpeedFix1
Level:
6
Range:
0..9
Page(s):
255, 259, 260
Configuration of module type for switch function "Fixed speed 1" via communication modules
ChanTypSpeedFix2
Level:
Range:
Page(s):
Configuration of module type for switch function "Fixed speed 2" via communication modules
6
0..9
255, 259
ChanTypSpeedLimit2Or1
Level:
6
Range:
0..9
Page(s):
255, 259, 260
ChanTypSlide
Level:
Range:
Page(s):
ChanTypKnock
Level:
Range:
Page(s):
"Speed limitation 1/2" via communication modules
6
0..9
255, 259, 260
Lokomotivbetrieb
Configuration of module type for switch function "Slide
Protection" in locomotive operation via communication
modules
6
0..9
255, 259, 260
Generatorbetrieb
"Knocking" in generator operation via communication
modules
ChanTypNotchx
Level:
6
Range:
0..9
Page(s):
255, 259, 260
"Speed notch x" via communication modules
x = 3..0
487
24823
24824
24825
24826
24827
24828
ChanTypExcitLimit1
Level:
6
Range:
0..9
Page(s):
255, 259, 260
ChanTypExcitLimit2
Level:
6
Range:
0..9
Page(s):
255, 259, 260
"Speed increase" via communication modules
ChanTypSpeedDec
Level:
6
Range:
0..9
Page(s):
255, 259, 260
"Speed decrease" via communication modules
ChanTypSetpoint2Or1
Level:
6
Range:
0..9
Page(s):
255, 259
Configuration of module type for switch function "Setpoint adjuster 1/2" via communication modules
ChanTypErrorReset
Level:
Range:
Page(s):
Configuration of module type for switch function "Reset error" via communication modules
6
0..9
255, 259
ChanTypFreezeSetpx
Level:
6
Range:
0..9
Page(s):
255, 259, 260
24831
ChanTypIMOrAllSpeed
Level:
6
Range:
0..9
Page(s):
255, 259, 260
24834
24835
488
Configuration of module type for switch function "Second excitation signal limitation" via communication
modules
ChanTypSpeedInc
Level:
6
Range:
0..9
Page(s):
255, 259, 260
24829
ff
24832
Configuration of module type for switch function "First
excitation signal limitation" via communication modules
ChanTypCruiseControl
Level:
1
Range:
0..9
Page(s):
255, 259
ChanTypSyncEnable
Level:
6
Range:
0..9
Page(s):
255, 259, 260
ChanTypLoadEnable
Level:
6
Range:
0..9
Page(s):
255, 259, 260
"Freeze setpoint x" via communication modules
x = 1..2
Configuration of module type for switch function "Governor mode" via communication modules
"Cruise control" via communication modules
Configuration of module type for switch function "Synchronization" via communication modules
Configuration of module type for switch function "Load
control enable" via communication modules
24836
24840
ChanTypAutoOrManual
Level:
6
Range:
0..9
Page(s):
255, 259, 260
"Change over generator operation" via communication
modules
ChanTypExcitationOn
Level:
6
Range:
0..9
Page(s):
255, 259, 260
Configuration of module type for switch function "Excitation signal" via communication modules
24841
ChanTypLowIdleOn
Level:
6
Range:
0..9
Page(s):
255, 259, 260255259
Locomotive operation
Configuration of module type for switch function "Low
idle speed" via communication modules
24841
ChanTypMasterOrSlave
Level:
6
Range:
0..9
Page(s):
255, 259
Marine Operation Twin Engin
Configuration of module type for switch function "Master or Slave" via communication modules
24842
ChanTypPID2Or1
Level:
Range:
Page(s):
Generator
Configuration of module type for switch function "PID
parameter set 2 or 1" via communication modules
6
0..9
255, 259
24842
ChanTypLoadTransfer
Level:
6
Range:
0..9
Page(s):
255, 259
Configuration of module type for switch function "Load
Transfer" via communication modules
24842
ChanTypCommand
Level:
Range:
Page(s):
6
0..9
255, 259
"Command" via communication modules
6
0..9
255, 259
"Clutch" via communication modules
6
0..9
255, 259
Configuration of module type for switch function "Synchro" via communication modules
24843
24843
ChanTypClutch
Level:
Range:
Page(s):
ChanTypSynchro
Level:
Range:
Page(s):
24844
ChanTypAsymLoadEnabl
Level:
6
Range:
0..9
Page(s):
255, 259
"Asymmetric Load" via communication modules
24845
ChanTypRailLeakDetec
Level:
6
Range:
0..9
Page(s):
255, 259
Configuration of module type for switch function "Rail
Leakage" via communication modules
489
24846
24848
24849
25700
25750
25753
ChanTypGenBreaker
Level:
6
Range:
0..9
Page(s):
255, 259, 260
ChanTypDelMaps2Or1
Level:
1
Range:
0..9
Page(s):
255, 259, 260
ChanTypStartEngine
Level:
6
Range:
0..9
Page(s):
255, 259
WagoCommOn
Level:
Range:
4
0..1
CanOpenOn
Level:
Range:
4
0..1
Configuration of module type for switch function "Contactor" via communication modules
Configuration of module type for switch function "Map
1/2 for delivery begin and delivery quantity for pre- /
post-injection“ via communication modules (assignment see 24810 ChanTypEngineStop)
Configuration of module type for switch function “Engine Start Request“ via communication modules (assignment see 24810 ChanTypEngineStop)
see WAGO
Activation of WAGO communication
Activation of CANopen communication
Activation of EMCY telegram sending
CanOp:EMCYOn
Level:
Range:
4
0..1
25770
ff
CanOp:RPDOxOn
Level:
Range:
4
0..1
Activation of RPDO telegrams
x = 1..4
25774
ff
CanOp:TPDOxOn
Level:
Range:
4
0..1
Activation of TPDO telegrams
x = 1..16
25850
DeviceNetOn
Level:
Range:
4
0..1
SAE_J1939On
Level:
Range:
4
0..1
25900
Activation of DeviceNet communication
Activation of SAE J1939 communication
Activation of received telegram „Torque/Speed Control
#1: TSC1“
x = 1..4
25901
ff
J1939:RxMsgTSC1_xOn
Level:
Range:
25905
J1939:RxMsgEngTempOn
Level:
4
Range:
0..1
Activation of received telegrams „Engine Temperature“
25906
J1939:RxMsgEngFlOn
Level:
Range:
4
0..1
Activation of received telegrams „Engine Fluid Level/Pressure“
J1939:RxMsgTFluidsOn
Level:
Range:
4
0..1
25907
490
4
0..1
Activation of received telegrams „Transmission Fluids“
25908
25915
25930
25931
25932
J1939:RxMsgInlExhOn
Level:
Range:
4
0..1
J1939:RxMsgRequestOn
Level:
Range:
4
0..1
Activation of received telegrams „Inlet/Exhaust Conditions“
Activation of message request
4
0..1
Activation of send telegrams „Electronic Engine Controller #1: EEC1“
J1939:TxMsgEEC2On
Level:
Range:
4
0..1
J1939:TxMsgEEC3On
Level:
Range:
4
0..1
J1939:TxMsgEEC1On
Level:
Range:
25933
J1939:TxMsgEngTempOn
Level:
4
Range:
0..1
Activation of send telegrams „Engine Temperature“
25934
J1939:TxMsgFlLevelOn
Level:
Range:
Activation of send telegrams „Engine Fluid Level/Pressure“
25935
25936
25937
4
0..1
J1939:TxMsgTFluidsOn
Level:
Range:
4
0..1
J1939:TxMsgAmbientOn
Level:
Range:
4
0..1
J1939:TxMsgInlExhOn
Level:
Range:
4
0..1
Activation of send telegrams „Transmission Fluids“
Activation of send telegrams „Ambient Conditions“
Activation of send telegrams „Inlet/Exhaust Conditions“
25938
J1939:TxMsgCCVehSpOn
Level:
4
Range:
0..1
Activation of send telegrams „Cruise Control/Vehicle
Speed“
25939
J1939:TxMsgEngConfOn
Level:
Range:
Activation of send telegrams „Engine Configuration“
25940
J1939:TxMsgFuelEcoOn
Level:
Range:
4
0..1
4
0..1
see SAE J1939, Manual DG 06 004-d
Activation of send telegrams „Fuel Economy“
25945
J1939:TxMsgEngHourOn
Level:
4
Range:
0..1
Activation of send telegrams „Engine HoursRevolutions“
25946
J1939:TxMsgSoftwIdOn
Level:
Range:
Activation of send telegrams „Software Identification“
4
0..1
491
25947
25948
25949
25960
ff
492
J1939:TxMsgDM1On
Level:
Range:
4
0..1
Activation of send telegrams „Active Diagnostic Trouble Codes DM1“
J1939:TxMsgDM2On
Level:
Range:
4
0..1
Activation of send telegrams „Previously Active Diagnostic Trouble Codes DM2“
J1939:TxMsgDM4On
Level:
Range:
4
0..1
Activation of send telegrams „Freeze Frame Parameters
DM4“
CMTxTelxOn
Level:
Range:
4
0..1
Activation of send telegrams x
x = 20..52
30.2 List 4: Characteristics and maps
6100
ff
6150
ff
6200
ff
6300
ff
PIDMap:n(x)
PIDMapSpGov:n(x)
2
Level:
Range:
0..4000 rpm
Page(s):
75
PIDMap:f(x)
PIDMapSpGov:f(x)
Level:
2
Range:
0..500 mm³/str
Page(s):
75
PIDMap:Corr(x)
PIDMapSpGov:Corr(x)
2
Level:
Range:
0..400 %
Page(s):
75
PIDCrvPowGov:P(x)
Level:
4
Range:
0..100 %
Page(s):
138
When integrated power governor is available
Speed supporting points for stability map of speed governors
Fuel supporting points for stability map of speed governor
Correction values of stability maps of speed governor
Power supporting points for PID curve of integrated
load governor
6310
ff
PIDCrvPowGov:Corr(x)
Level:
4
Range:
0..400 %
Page(s):
138
Correction values for PID curve of integrated load governor
6350
PIDMap:P(x)
PIDMapSpGov:P(x)
Level:
4
Range:
0..100 %
rsp. 0..2500 kW
Page(s):
75
Power supporting points for stability maps of speed
governor
ff
6380
ff
ExcitBoostLimit:p(x)
Level:
Range:
Page(s):
2
0..5 bar
123
Boost pressure supporting points for boost pressure
dependent setpoint limitation in excitation control circuit
6390
ff
ExcitBoostLimit:f(x)
Level:
2
Range:
0..500 mm³/str
Page(s):
123
Fuel quantity values for boost pressure dependent setpoint limitation in the excitation control circuit
6400
ff
BoostLimit:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
9090
BoostLimit:p_rel(x)
Level:
4
Range:
0..5 bar
Page(s):
90
6410
ff
Boost pressure support points for boost pressure dependent fuel limitation
Boost pressure support points for boost pressure dependent fuel limitation
493
6420
ff
6500
ff
6520
ff
6530
6580
ff
6540
6590
ff
6550
ff
6570
ff
6600
ff
6620
ff
6640
ff
6660
ff
6680
ff
494
BoostLimit:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
90
OilPressWarn:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
104
OilPressWarn:p(x)
Level:
4
Range:
0..10 bar
Page(s):
104
CoolPressLimity:n(x)
Level:
4
Range:
0..4000 rpm
106
Page(s):
CoolPressLimity:p(x)
Level:
4
Range:
0..5 bar
Page(s):
106
OilPressEcy:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
104
OilPressEcy:p(x)
Level:
4
Range:
0..10 bar
Page(s):
104
ExcitControl:n(x)
Level:
2
Range:
0..4000 rpm
Page(s):
116, 118, 119, 121
ExcitControl:f(x)
Level:
2
Range:
0..500 mm³/str
Page(s):
116, 117, 119, 121
ExcitControl:E(x)
Level:
2
Range:
0..100 %
Page(s):
116, 117
ExcitGovPI:f(x)
Level:
2
Range:
0..500 mm³/str
Page(s):
120
ExcitGovPI:Corr(x)
Level:
2
Range:
0..400 %
Page(s):
120
Fuel quantity values for boost pressure dependent fuel
limitation
Speed support points for oil pressure warning curve
Oil pressure values for oil pressure warning curve
Speed support points for coolant warning curve y
Coolant pressure values for coolant warning curve y
Speed support points for oil pressure emergency shutdown curve
Öldruckwerte für die oil pressure emergency shutdown
curve
Speed support points for excitation control
Fuel values for excitation control
Excitation signal setpoints for excitation control
Fuel values for stability curve of excitation governing
Correction values for stability characteristic of excitation governing in locomotive operation
6700
ff
6750
ff
6800
ff
6850
ff
6880
ff
6900
ff
6966
ff
6982
ff
7000
ff
7010
ff
7020
ff
7100
ff
7110
ff
SpeedLimit1:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
86
SpeedLimit1:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
86
SpeedLimit2:n(x)
Level:
4
Range:
0..4000 rpm
86
Page(s):
SpeedLimit2:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
86
LocoNotchAssign(x)
Level:
2
Range:
0..255
Page(s):
112
LocoSpeedLevel(x)
Level:
2
Range:
0..4000 rpm
Page(s):
60
ExcitSpeedLim:n(x)
Level:
2
Range:
0..4000 rpm
Page(s):
124
ExcitSpeedLim:E(x)
Level:
2
Range:
0..100 %
Page(s):
124
AmbPressRedMap:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
90
AmbPressRedMap:p(x)
Level:
4
Range:
0..2000 mbar
Page(s):
90
AmbPressRedMap:F(x)
Level:
4
Range:
0..100 %
Page(s):
90
CoolTempReduce:T(x)
Level:
4
Range:
-100..+1000 °C
Page(s):
88
CoolTempReduce:F(x)
Level:
4
Range:
0..100 %
Page(s):
88
Speed support points for speed dependent fuel limitation characteristic 1
Fuel quantity values for speed dependent fuel limitation
characteristic 1
Speed support points for speed dependent fuel limitation characteristic 2
Fuel quantity values for speed dependent fuel limitation
characteristic 2
Notch values per bit combination
Speed values for locomotive operation
(selection by way of speed notches)
Speed support points for speed dependent fuel limitation setpoint in the excitation control circuit
Speed dependent limitation of excitation signal setpoint
Speed support points for characteristic map for speed
and ambient pressure dependent fuel quantity reduction
Ambient pressure support points of characteristic map
for speed and ambient pressure dependent fuel quantity
reduction
Factors z of fuel quantity reduction for characteristic
map of speed and ambient pressure dependent fuel
quantity reduction (reduction by z %)
Coolant temperature support points of characteristic
map for coolant temperature dependent fuel quantity
reduction
Y-factors of characteristic map for coolant temperature
dependent fuel quantity reduction (reduction by y %)
495
7120
ff
7130
ff
7140
ff
7150
ff
7500
ff
7508
ff
7516
ff
7580
ff
7590
ff
7700
ff
7720
ff
7800
ff
7820
ff
496
ChAirTempReduce:T(x)
Level:
4
Range:
-100..+1000 °C
Page(s):
89
ChAirTempReduce:F(x)
Level:
4
Range:
0..100 %
Page(s):
89
FuelTempReduce:T(x)
Level:
4
Range:
-100..+1000 °C
Page(s):
89
FuelTempReduce:F(x)
Level:
4
Range:
0..100 %
Page(s):
89
FuelCorr:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
145
FuelCorr:f(x)
Level:
4
Range:
0..500 mm³/str
145
Page(s):
FuelCorr:df(x)
Level:
4
Range:
0..250 mm³/str
145
Page(s):
FuelCorr:T(x)
Level:
4
Range:
-100..+1000 °C
145
Page(s):
FuelCorrFact:x(x)
Level:
4
Range:
-100..100 %
145
Page(s):
AirMassLin:Volt(x)
Level:
4
Range:
0..5 V
Page(s):
AirMassLin:kg/h(x)
Level:
4
Range:
0..1000 kg/h
Page(s):
TempLiny:Ohm(x)
Level:
4
Range:
0..60000 Ohm
289, 294
Page(s):
TempLiny:T(x)
Level:
4
Range:
-100..+1000 °C
289
Page(s):
Charge air temperature support points of characteristic
map for charge air temperature dependent fuel quantity
reduction
Y-factors of characteristic map for charge air temperature dependent fuel quantity reduction (reduction by y
%)
Fuel temperature support points of characteristic map
for fuel temperature dependent fuel quantity reduction
Y-factors of characteristic map for fuel temperature
dependent fuel quantity reduction (reduction by y %)
Speed support points for characteristic map for speed
and fuel dependent correction der injection quantity
Fuel quantity support points for characteristic map for
speed and fuel dependent correction der injection quantity
Fuel offset values for characteristic map for speed and
fuel dependent correction of injection quantity
for fuel temperature dependent correction of injection
quantity
X-factors of characteristic map for fuel temperature
dependent correction of injection quantitythe offset is
determined by x% of 7516 FuelCorr:dQ
Voltage value for air mass linearization curve
Air mass value for air mass linearization curve
Resistence values for temperature linearization curve y
Temperature values for temperature linearization curve
y
8100
ff
8110
ff
8120
ff
8800
ff
8801
ff
8960
ff
9120
ff
9200
ff
9700
ff
9900
ff
16000
ff
16015
ff
IMDriveMap:n(x)
Level:
2
Range:
0..4000 rpm
109
Page(s):
IMDriveMap:Setp(x)
Level:
2
Range:
0..100 %
109
Page(s):
IMDriveMap:f(x)
Level:
2
Range:
0..500 mm³/str
109
Page(s):
DigOuty:Param(x)
Level:
6
Range:
-29999..29999
Page(s):
302
DigitalOuty:Assign
Level:
6
Range:
-29999..29999
Page(s):
DigOuty:Mask(x)
Level:
6
Range:
0000..FFFF Hex
Page(s):
301
PEDigOuty:Param(x)
Level:
6
Range:
-29999..29999
Page(s):
PEDigOuty:Mask(x)
Level:
6
Range:
0000..FFFF Hex
Page(s):
PEFuelOut:Assign
Level:
6
Range:
-29999..29999
Page(s):
PIMap2:Corr
PIMapSpGov2:Corr
Level:
2
Range:
0..4000
Page(s):
DelBegin1:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
169, 186
DelBegin1:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
169, 186
Speed support points for drive map
Setpoint support points (accelerator pedal request) for
drive map
Fuel values from drive map
Function assignment for multiple assignment to digital
output y
Function assignment to digital output y
Masks for the selection of parameter value bits to assign
to the digital output y
HZM-CAN: function assignment for multiple assignment to the digital output y of the periphery module
HZM-CAN: masks for the selection of parameter value
bits to assign to the digital output y
HZM-CAN: assignment of fuel quantity setpoint of the
periphery module
If equipped with integrated load governor
Correction value of second stability map of speed governor, x- and y-values see 6100/6150, selection with
2842 SwitchPID2Or1
Speed support points of speed and fuel dependent delivery begin base map 1
Fuel support points of speed and fuel dependent delivery begin base map 1
497
16030
ff
16255
ff
16270
ff
16285
ff
16510
ff
16515
ff
16520
ff
16550
ff
16558
ff
16566
ff
16630
ff
16694
ff
16758
ff
498
DelBeginMap1:DB(x)
Level:
4
Range:
-20..50 °BTDC
Page(s):
169, 186
DelBegin2:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
169, 186
DelBegin2:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
169, 186
DelBeginMap2:DB(x)
Level:
4
Range:
-20..50 °BTDC
Page(s):
169, 186
DBStart:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
170, 187
DBStart:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
170, 187
DBStartMap:DB(x)
Level:
4
Range:
-20..50 °BTDC
Page(s):
170, 187
DBCorr:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
171, 188
DBCorr:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
171, 188
DBCorrMax:DB(x)
Level:
4
Range:
0..5 °crank
Page(s):
171, 188
DBCorrCoolTmp:DB(x)
Level:
4
Range:
0..5 °crank
Page(s):
171, 190
DBCorrCharTmp:DB(x)
Level:
4
Range:
0..5 °crank
Page(s):
173, 190
DBCorrFuelTmp:DB(x)
Level:
4
Range:
0..5 °crank
Page(s):
173, 190
Delivery begin values of speed and fuel dependent delivery begin base map 1
Speed support points of speed and fuel dependent delivery begin base map 2
Fuel support points of speed and fuel dependent delivery begin base map 2
Delivery begin values of speed and fuel dependent delivery begin base map 2
Speed support points of speed and fuel dependent delivery begin map for engine start
Fuel support points of speed and fuel dependent delivery begin map for engine start
Delivery begin values of speed and fuel dependent delivery begin map for engine start
Speed support points of speed and fuel dependent delivery begin correction maps
Fuel support points der speed and fuel dependent delivery begin correction maps
Maximum admissible speed and fuel dependent offset
value for delivery begin correction
Offset value for speed and fuel dependent delivery begin correction under coolant temperature influence
Offset value for speed and fuel dependent delivery begin correction under charge air temperature influence
Offset value for speed and fuel dependent delivery begin correction under fuel temperature influence
16822
ff
16886
ff
16894
ff
16902
ff
16910
ff
16918
ff
16926
ff
16934
ff
16942
ff
17000
ff
17005
ff
17010
ff
DBCorrAmbPres:DB(x)
Level:
4
Range:
0..5 °crank
Page(s):
173, 190
DBCorrCoolant:T(x)
Level:
4
Range:
-100..+1000 °C
Page(s):
190, 171
DBCorrCoolant:x(x)
Level:
4
Range:
-100..100 %
Page(s):
190, 171
DBCorrChargeAir:T(x)
Level:
4
Range:
-100..+1000 °C
Page(s):
190, 173
DBCorrChargeAir:x(x)
Level:
4
Range:
-100..100 %
Page(s):
190, 173
DBCorrFuelTemp:T(x)
Level:
4
Range:
-100..+1000 °C
Page(s):
190, 173
DBCorrFuelTemp:x(x)
Level:
4
Range:
-100..100 %
Page(s):
190, 173
DBCorrAmbPress:p(x)
Level:
4
Range:
0..2000 mbar
Page(s):
190, 173
DBCorrAmbPress:x(x)
Level:
4
Range:
-100..100 %
Page(s):
190, 173
DelTimeAlt:f(x)
DelPeriodAlt:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
181, 198
DelTimeAlt:DT(x)
DelPeriodAlt:DP(x)
Level:
4
Range:
-2..8 ms
-20..50 °crank
Page(s):
181, 198
DelPeriod:DB(x)
Level:
4
Range:
-20..50 °BTDC
Page(s):
178
Offset value for speed and fuel dependent delivery begin correction under ambient pressure influence
map for coolant temperature dependent correction of
offset value from 16630 DBCorrCoolTmp:DB
X-factors of characteristic map for coolant temperature
dependent correction of offset value from 16630
DBCorrCoolTmp:DB
map for charge air temperature dependent correction of
offset value from 16694 DBCorrCharTmp:DB
X-factors of characteristic map for charge air temperature dependent correction of offset value from 16694
DBCorrCharTmp:DB
for fuel temperature dependent correction of offset
value from 16758 DBCorrFuelTmp:DB
DBCorrFuelTmp:DB
for ambient pressure dependent correction of offset
value from 16822 DBCorrAmbPres:DB
X-factors of characteristic map for ambient pressure
DBCorrAmbPres:DB
CR
PLD
Injection quantity support points for determining injection timewhen working without map
CR
PLD
Injection time values for determining injection time
when working without map
PLD
Delivery begin support points for delivery beginspeed
and fuel dependent delivery time map
499
17020
ff
DelTime:p(x)
Level:
Range:
Page(s):
17020
ff
DelPeriod:n(x)
4
Level:
Range:
0..4000 rpm
Page(s):
178, 196
DelTime:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
178, 196
DelPeriod:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
178
DelTime:DT(x)
Level:
4
Range:
-2..8 ms
Page(s):
196
DelPeriod1[y]:DP(x)
Level:
4
Range:
-20..50 °crank
Page(s):
178
DelBegTimeCorr:p(x)
DelBegPerCorr:n(x)
Level:
4
Range:
0..2000 bar
0..4000 rpm
Page(s):
175, 182, 191, 199
DelBegTimeCorr:f(x)
DelBegPerCorr:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
175, 182, 191, 199
DelBegCorrY:DB(x)
Level:
4
Range:
-5..5 °crank
Page(s):
175, 191
DelTimeCorrY:DT(x)
DelPerCorrY:DP(x)
Level:
4
Range:
-1..1 ms
-5..5 °crank
Page(s):
182, 199
CR_PressSetp:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
234
17030
ff
17030
ff
17050
ff
17100
ff
17500
ff
17505
ff
17510
ff
17590
ff
18000
ff
500
4
0..2000 bar
178, 196
CR
Rail pressure support points of fuel and rail pressure
dependent delivery time base maps
PLD
Speed support points of delivery beginspeed and fuel
dependent delivery time map
CR
Fuel support points of fuel and rail pressure dependent
delivery time base maps
PLD
Fuel support points of delivery beginspeed and fuel
dependent delivery time map
CR
Delivery time values of fuel and rail pressure dependent
delivery time base map
PLD
Delivery time values of delivery beginspeed and fuel
dependent delivery time map y
CR
PLD
Rail pressure(CR)/speed (PLD) setpoint support points
of characteristic maps for cylinder-specific delivery
begin and delivery time correction
CR
PLD
Fuel support points of characteristic maps for cylinderspecific delivery begin and delivery time correction
Offset values of characteristic map for delivery begin
correction at cylinder Y
CR
PLD
Offset values of characteristic map for delivery time
correction at cylinder Y
CR
Speed support points of speed and fuel dependent rail
pressure setpoint map
18008
ff
18016
ff
18080
ff
18088
ff
18096
ff
18160
ff
18224
ff
18288
ff
18400
ff
18408
ff
18420
ff
18428
ff
18440
ff
CR_PressSetp:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
234
CR_PressSetp:p(x)
Level:
4
Range:
0..2000 bar
Page(s):
234
CR_PressCorr:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
235
CR_PressCorr:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
235
CR_CoolTCorr:p(x)
Level:
4
Range:
0..1000 bar
Page(s):
235
CR_ChAirTCorr:p(x)
Level:
4
Range:
0..1000 bar
Page(s):
235
CR_FuelTCorr:p(x)
Level:
4
Range:
0..1000 bar
235
Page(s):
CR_AmbPCorr:p(x)
Level:
4
Range:
0..1000 bar
Page(s):
237
CR_CorrCoolant:T(x)
Level:
4
Range:
-100..+1000 °C
Page(s):
235
CR_CorrCoolant:x(x)
Level:
4
Range:
-100..100 %
Page(s):
235
CR_CorrChargAir:T(x)
Level:
4
Range:
-100..+1000 °C
Page(s):
235
CR_CorrChargAir:x(x)
Level:
4
Range:
-100..100 %
Page(s):
235
CR_CorrFuelTemp:T(x)
Level:
4
Range:
-100..+1000 °C
Page(s):
235
CR
Fuel support points of speed and fuel dependent rail
CR
Rail pressure setpoints of speed and fuel dependent rail
CR
Speed support points of speed and fuel dependent rail
pressure setpoint correction maps
CR
Fuel support points of speed and fuel dependent rail
pressure setpoint correction maps
CR
Offset value for speed and fuel dependent rail pressure
setpoint correction under coolant temperature influence
CR
setpoint correction under charge air temperature influence
CR
setpoint correction under fuel temperature influence
CR
setpoint correction under ambient pressure influence
CR
offset value from 18096 CR_CoolTCorr:p
CR
CR_CoolTCorr:p
CR
map for charge air temperature dependent correction of
offset value from 18160 CR_ChAirTCorr:p
CR
X-factors of characteristic map for charge air temperature dependent correction of offset value from 18160
CR_ChAirTCorr:p
CR
for fuel temperature dependent correction of offset value from 18224 CR_FuelTCorr:p
501
18448
ff
18460
ff
18468
ff
18476
ff
18484
ff
18492
ff
18600
ff
18610
ff
18620
ff
26000
ff
26010
ff
26020
ff
26120
ff
502
CR_CorrFuelTemp:x(x)
Level:
4
Range:
-100..100 %
Page(s):
235
CR_CorrAmbPress:p(x)
Level:
4
Range:
0..2000 mbar
Page(s):
237
CR_CorrAmbPress:x(x)
Level:
4
Range:
-100..100 %
Page(s):
237
CR_PressRamp:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
234
CR_PressRampUp:p(x)
Level:
4
Range:
0..2000 bar/s
Page(s):
234
CR_PressRampDwn:p(x)
Level:
4
Range:
0..2000 bar/s
Page(s):
234
DelEnd:p(x)
Level:
4
Range:
0..2000 bar/s
Page(s):
243
DelEnd:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
243
DelEndMap:DE(x)
Level:
4
Range:
-20..50 °BTDC
243
Page(s):
PrePreInjection:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
208
PrePreInjection:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
208
PrePreDBMap1:DB(x)
Level:
4
Range:
-20..50 °crank
Page(s):
208
PrePreDQMap1:DQ(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
208
CR
CR_FuelTCorr:p
CR
for ambient pressure dependent correction of offset
value from 18288 CR_AmbPCorr:p
CR
X-factors of characteristic map for ambient pressure
CR_AmbPCorr:p
CR
Fuel support points for determining ramp steepness of
rail pressure setpoint
CR
Upward ramp values for determining ramp steepness of
rail pressure setpoint
CR
Downward ramp values for determining ramp steepness
of rail pressure setpoint
Rail pressure support points of fuel and rail pressure
dependent delivery end map for control of the highpressure pump
Quantity support points of fuel and rail pressure dependent delivery end map for control of the highpressure pump
Delivery end values of fuel and rail pressure dependent
delivery end map for control of the high-pressure pump
CR
Speed support points for speed and fuel dependent delivery begin and fuel quantity maps for pre-preinjection
CR
Fuel support points der speed and fuel dependent delivery begin and fuel quantity maps for pre-pre-injection
CR
Pre-pre-injection delivery begin values of speed and
fuel dependent delivery begin map 1 for pre-preinjection
CR
Pre-pre-injection fuel values of speed and fuel dependent delivery quantity map 1 for pre-pre-injection
26220
ff
26320
ff
26420
ff
26430
ff
26440
ff
26505
ff
26570
ff
26580
ff
26590
ff
26600
ff
26610
ff
26620
ff
PrePreDBMap2:DB(x)
Level:
4
Range:
-20..50 °crank
Page(s):
208
PrePreDQMap2:DQ(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
208
PrePreCorrCoolT:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
208
PrePreCorrCoolT:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
208
PrePreCTMap:DB(x)
Level:
4
Range:
-5..5 °crank
Page(s):
208
PrePreCTMap:DQ(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
208
PrePreCorrCoolT:T(x)
Level:
4
Range:
-100..+1000 °C
Page(s):
209
PrePreDBCorrCT:x(x)
Level:
4
Range:
-100..100 %
Page(s):
209
PrePreDQCorrCT:x(x)
Level:
4
Range:
-100..100 %
Page(s):
209
PreInjection:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
202
PreInjection:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
202
PreInjDBMap1:DB(x)
Level:
4
Range:
-20..50 °crank
Page(s):
202
CR
Pre-pre-injection delivery begin values of speed and
fuel dependent delivery begin map 2 for pre-preinjection
CR
Pre-pre-injection delivery quantity values of speed and
fuel dependent delivery quantity map 2 for pre-preinjection
CR
Speed support points for speed and fuel dependent map
for coolant temperature dependent correction des prepre-injection delivery begin
CR
Fuel support points for speed and fuel dependent map
for coolant temperature dependent correction of prepre-injection delivery begin
CR
Offset values for speed and fuel dependent map for
coolant temperature dependent correction of pre-preinjection delivery begin
CR
coolant temperature dependent correction of pre-preinjection delivery quantity
CR
offset value from 26440 PrePreCTMap:DB26505 PrePreCTMap:DQ
CR
dependent correction of offset value from 26440 PrePreCTMap:DB
CR
dependent correction of offset value from 26505 PrePreCTMap:DQ
CR
Speed support points of speed and fuel dependent delivery begin and delivery quantity maps for preinjection
CR
Fuel support points of speed and fuel dependent delivery begin and delivery quantity maps for pre-injection
Pre-injection delivery begin values of speed and fuel
dependent delivery begin map 1 for pre-injection
503
26720
ff
26820
ff
26920
ff
27020
ff
27030
ff
27040
ff
27105
ff
27170
ff
27180
ff
27190
ff
27200
ff
27210
ff
504
PreInjDQMap1:DQ(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
202
PreInjDBMap2:DB(x)
Level:
4
Range:
-20..50 °crank
Page(s):
202
PreInjDQMap2:DQ(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
202
PreInjCorrCoolT:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
202, 208
PreInjCorrCoolT:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
202
PreInjCTMap:DB(x)
Level:
4
Range:
-5..5 °crank
Page(s):
202
PreInjCTMap:DQ(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
202
PreInjCorrCoolT:T(x)
Level:
4
Range:
-100..+1000 °C
Page(s):
202
PreInjDBCorrCT:x(x)
Level:
4
Range:
-100..100 %
Page(s):
202
PreInjDQCorrCT:x(x)
Level:
4
Range:
-100..100 %
Page(s):
203
PostInjection:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
215
PostInjection:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
215
CR
Pre-injection delivery quantity of speed and fuel dependent delivery quantity map 1 for pre-injection
CR
Pre-injection delivery begin values of speed and fuel
dependent delivery begin map 2 for pre-injection
CR
Pre-injection delivery quantity of speed and fuel dependent delivery quantity map 2 for pre-injection
CR
for coolant temperature dependent correction of preinjection delivery begin
CR
for coolant temperature dependent correction of preinjection delivery begin
CR
coolant temperature dependent correction of preinjection delivery begin
CR
coolant temperature dependent correction of preinjection delivery quantity
CR
offset value from 27040 PreInjCTMap:DB27105 PreInjCTMap:DQ
CR
dependent correction of offset value from 27040 PreInjCTMap:DB
CR
dependent correction of offset value from 27105 PreInjCTMap:DQ
CR
Speed support points for speed and fuel dependent delivery begin and delivery quantity maps for postinjection
CR
Fuel support points for speed and fuel dependent delivery begin and delivery quantity maps for post-injection
27220
ff
27320
ff
27420
ff
27520
ff
27620
ff
27630
ff
27640
ff
27705
ff
27770
ff
27780
ff
27790
ff
27800
ff
PostInjDBMap1:DB(x)
Level:
4
Range:
-20..50 °crank
215
Page(s):
PostInjDQMap1:DQ(x)
Level:
4
Range:
0..500 mm³/str
215
Page(s):
PostInjDBMap2:DB(x)
Level:
4
Range:
-20..50 °crank
Page(s):
215
PostInjDQMap2:DQ(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
215
PostInjCorrCT:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
215
PostInjCorrCT:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
215
PostInjCTMap:DB(x)
Level:
4
Range:
-5..5 °crank
Page(s):
215
PostInjCTMap:DQ(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
216
PostInjCorrCT:T(x)
Level:
4
Range:
-100..+1000 °C
Page(s):
216
PostInjDBCorrCT:x(x)
Level:
4
Range:
-100..100 %
Page(s):
216
PostInjDQCorrCT:x(x)
Level:
4
Range:
-100..100 %
Page(s):
216
PostPostInj:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
222
CR
Post-injection delivery begin values of speed and fuel
dependent delivery begin map 1 for post-injection
CR
Post-injection delivery quantity of speed and fuel dependent delivery quantity map 1 for post-injection
CR
Post-injection delivery begin values of speed and fuel
dependent delivery begin map 2 for post-injection
CR
Post-injection delivery quantity of speed and fuel dependent delivery quantity map 2 for post-injection
CR
for coolant temperature dependent correction of postinjection delivery begin
CR
for coolant temperature dependent correction of postinjection delivery begin
CR
coolant temperature dependent correction of postinjection delivery begin
CR
coolant temperature dependent correction of postinjection delivery quantity
CR
offset value from 27640 PostInjCTMap:DB27705
PostInjCTMap:DQ
CR
PostInjCTMap:DB
CR
PostInjCTMap:DQ
CR
Speed support points of speed and fuel dependent delivery begin and delivery quantity maps for post-postinjection
505
27810
ff
27820
ff
27920
ff
28020
ff
28120
ff
28220
ff
28230
ff
28240
ff
28305
ff
28370
ff
28380
ff
28390
ff
506
PostPostInj:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
222
PostPstDBMap1:DB(x)
Level:
4
Range:
-20..50 °crank
Page(s):
222
PostPstDQMap1:DQ(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
222
PostPstDBMap2:DB(x)
Level:
4
Range:
-20..50 °crank
Page(s):
222
PostPstDQMap2:DQ(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
222
PostPostCorrCT:n(x)
Level:
4
Range:
0..4000 rpm
Page(s):
222
PostPostCorrCT:f(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
222
PostPostCTMap:DB(x)
Level:
4
Range:
-5..5 °crank
Page(s):
222
PostPostCTMap:DQ(x)
Level:
4
Range:
0..500 mm³/str
Page(s):
222
PostPostCorrCT:T(x)
Level:
4
Range:
-100..+1000 °C
Page(s):
222
PostPstDBCorrCT:x(x)
Level:
4
Range:
-100..100 %
Page(s):
222
PostPstDQCorrCT:x(x)
Level:
4
Range:
-100..100 %
Page(s):
223
CR
Fuel support points der speed and fuel dependent delivery begin and delivery quantity maps for post-postinjection
CR
Post-post-injection delivery begin values of speed and
fuel dependent delivery begin map 1 for post-postinjection
CR
Post-post-injection delivery quantity of speed and fuel
dependent delivery quantity map 1 for post-postinjection
CR
Post-post-injection delivery begin values of speed and
fuel dependent delivery begin map 2 for post-postinjection
CR
Post-post-injection delivery quantity of speed and fuel
dependent delivery quantity map 2 for post-postinjection
CR
for coolant temperature dependent correction of postpost-injection delivery begin
CR
for coolant temperature dependent correction of postpost-injection delivery begin
CR
coolant temperature dependent correction of post-postinjection delivery begin
CR
coolant temperature dependent correction of post-postinjection delivery quantity
CR
offset value from 28240 PostPostCTMap:DB28305
PostPostCTMap:DQ
CR
dependent correction of offset value from 28240 PostPostCTMap:DB
CR
dependent correction of offset value from 28305 PostPostCTMap:DQ
29000
ff
CanOp:RPDOEvtTim(x)
Level:
6
Range:
0..50 s
Event time of RPDOs
29004
ff
CanOp:TPDOTxType(x)
Level:
6
Range:
0..255
Transmission type of TPDOs
29020
ff
CanOp:TPDOEvtTim(x)
Level:
6
Range:
0..50 s
Event time of TPDOs
29036
ff
CanOp:TPDOInhTim(x)
Level:
6
Range:
0..50 s
Inhibit time of TPDOs
29052
ff
CanOp:TPDOyAssign(x)
Level:
6
Range:
0..29999
Assignment of sending parameters to TPDOs
y = 1..16
29116
ff
CanOp:TPDOyHyst(x)
Level:
6
Range:
0..100 %
Assignment of hysteresis values to sending parameters
of TPDOs
y = 1..16
29400
ff
DNet:TxParamSet(x)
Level:
6
Range:
0..29999
Assignment of sending parameters to polled message
29600
ff
J1939:RxTSC1_y:Src(x)
Level:
4
Range:
0..255
Sender of receipt telegrams „Torque/Speed Control #1:
TSC1“
y = 1..4
29601
ff
J1939:RxTSC1_y:Scan
Level:
4
Range:
0..10 s
Receiving rate of receipt telegrams „Torque/Speed Control #1: TSC1“
y = 1..4
29608
J1939:RxEngTemp:Src
Level:
4
Range:
0..255
Sender of receipt telegram „Engine Temperature“
29609
J1939:RxEngTemp:Scan
Level:
4
Range:
0..10 s
Receiving rate of receipt telegram „Engine Temperature“
29610
J1939:RxFlLevel:Src
Level:
Range:
4
0..255
Sender of receipt telegram „Engine Fluid Level/Pressure“
J1939:RxFlLevel:Scan
Level:
Range:
4
0..255
Receiving rate of receipt telegram „Engine Fluid Level/Pressure“
29611
29612
J1939:RxTFluids:Src
Level:
Range:
4
0..255
Sender of receipt telegram „Transmission Fluids“
507
29613
29614
29615
29630
29631
29632
J1939:RxTFluids:Scan
Level:
Range:
4
0..10 s
J1939:RxInltExh:Src
Level:
Range:
4
0..255
Receiving rate of receipt telegram „Transmission Fluids“
Sender of receipt telegram „Inlet/Exhaust Conditions“
J1939:RxInltExh:Scan
Level:
Range:
4
0..10 s
Receiving rate of receipt telegram „Inlet/Exhaust Conditions“
J1939:TxEEC1:Send
Level:
Range:
4
0.. 10 s
Sending rate of send telegrams „Electronic Engine Controller #1: EEC1“
J1939:TxEEC2:Send
Level:
Range:
4
0..10 s
J1939:TxEEC3:Send
Level:
Range:
4
0.. 10 s
29633
J1939:TxEngTemp:Send
Level:
4
0.. 10 s
Range:
Sending rate of send telegrams „Engine Temperature“
29634
J1939:TxFlLevel:Send
Level:
4
Range:
0.. 10 s
Sending rate of send telegrams „Engine Fluid Level/Pressure“
29635
J1939:TxTFluids:Send
Level:
4
Range:
0.. 10 s
Sending rate of send telegrams „Transmission Fluids“
29636
J1939:TxAmbCond:Send
Level:
4
Range:
0.. 10 s
Sending rate of send telegrams „Ambient Conditions“
29637
J1939:TxInlExh:Send
Level:
Range:
Sending rate of send telegrams „Inlet/Exhaust Conditions“
4
0.. 10 s
29638
J1939:TxCCVehSp:Send
Level:
4
Range:
0..10 s
Sending rate of send telegrams „Cruise Control/Vehicle
Speed“
29639
J1939:TxEngConf:Send
Level:
4
Range:
0..FFFF Hex
Sending rate of send telegrams „Engine Configuration“
29640
J1939:TxFuelEco:Send
Level:
4
Range:
0..10 s
see SAE J1939, Manual DG 06 004-d
Sending rate of send telegrams „Fuel Economy“
29645
J1939:TxEngHour:Send
Level:
4
Range:
0.. 10 s
Sending rate of send telegrams „Engine HoursRevolutions“
508
29646
29647
29648
29649
J1939:TxSwId:Send
Level:
Range:
4
0..10 s
Sending rate of send telegrams „Software Identification“
J1939:TxDM1:Send
Level:
Range:
4
0.. 10 s
Sending rate of send telegrams „Active Diagnostic
Trouble Codes DM1“
4
0.. 10 s
4
0..10 s
J1939:TxDM2:Send
Level:
Range:
J1939:TxDM4:Send
Level:
Range:
29745
J1939:TorqFMap:n
Level:
4
Range:
0..4000 rpm
Speed support points of nominal friction value map
29755
J1939:TorqFMap:T
Level:
4
Range:
-100..1000 °C
Coolant temperature support points of nominal friction
value map
29760
J1939:TorqFMap:f
Level:
Range:
Nominal friction values of nominal friction value map
4
0..100 %
29800
ff
CMTel50ParamSet(x)
Level:
4
Range:
0..29999
Assignment of sending parameters to send telegram 50
of HZM-CAN Customer Module
29805
ff
CMTel51ParamSet(x)
Level:
4
Range:
0..29999
29810
ff
CMTel52ParamSet(x)
Level:
4
Range:
0..29999
29900
BitCollParamSet(x)
ff
Level:
Range:
4
-29999..29999
CANopen GatewayManual DG 04 005-d
DeviceNetManual DG 06 003-d
ModbusManual DG 05 002-d
Assignment of bit parameters for compressed transmission through the respective communication module
29950
ff
ArgosLEDParamSet
Level:
4
Range:
-29999..29999
Assignment of bit parameters to LEDs of ARGOS display module
509
31 Index
31 Index
Activation of Functions
Actual Errors
Adjustment of PID parameters
31
CANopen
328
337
DeviceNet
328
74
HZM-CAN
320
SAE J1939
329
Analogue inputs
Calibration
288
Error detection
291
Filtering
291
CANopen protocol
Reference values
288
Characteristic dynamics values
75
263
Charge air temperature monitoring
97
Analogue Inputs
CAN-Bus
THESEUS
139
328
Assignment
see Sensors
Calibration
264
Commissioning the Control
Error Detection
267
Common Alarm
Filtering
266
Common rail system
Reference Values
264
Units
263
Analogue Outputs
275
Assignment
275
Value Range
35, 38, 161
35
332
8, 39, 153, 184
Rail pressure
229
Configuration
Hardware connections
262
Control circuit stability
74
Control Magnets
156
52
Click test
161
General application
53
Current Path
156, 157
Generator operation
62
Error Detection
163, 245
59
Single Cylinder Skipping
Vehicle operation
57
Automatic Operation
140
Identification
BIP
159
Reset
Detection
159
Serial number
Error Detection
163
Application
276, 277
Click test
90
162
Control unit
330
34
330
Conventions
24
Coolant pressure monitoring
105
Bootloader
361
Coolant temperature monitoring
97
Bus protocols
320
Correction of PID parameters
75
Cam driven systems
167
Current Output
Camshaft index sensor
154
Data management
CAN bus protocol
510
Data Storage
see Analogue Outputs
330
29
31 Index
5, 29
DcDesk 2000
Excitation control
115
Delivery Begin
167, 184
Excitation characteristics
117
Correction
173, 191
Excitation ramp
117
Delivery Period
176, 194
Fuel quantity offset
Correction
181, 198
Fuel ramps
120
Default characteristic
180, 197
PID parameters
120
Excitation governing
119
DeviceNet protocol
328
Digital Generator Management
139
Digital Inputs
262
Assignment
see Switching functions
Digital output
280
Digital Output
Simple Allocation
Digital Outputs
Excitation characteristic
Exhaust gas temperature monitoring
Flash-ROM
Forced limitation
Fuel pressure monitoring
301
Digital outputs
Multiple allocation
Fuel quantity limitation
4
91
101
84
302
Boost pressure dependent
90
271
85
Speed dependent
85
130
60
Marine operation
66
Fuel temperature monitoring
71
Functions
Emergency Alarm
98
84
Generator Operation
offset
121
absolute
Digital potentiometer
Droop
116, 120
73
332
Engine
current state
38, 55
engine start
Fuel reduction
Coolant temperature dependent reduction
Activation
88
99
31
Generator
131
Generator Operation
129
Analogue Setpoint Adjustment
135
39
Automatic or Manual
140
Engine stop
55
Digital Setpoint Adjustment
136
Error Handling
331
Digital Synchronization
130
Clearing Error Memory
337
DT1-factor
Common Alarm
332
Integrated Power Governor
137
Configuration errors
335
Island Parallel Operation
134
Emergency Alarm
332
Knocking
138
Error Memory
337
Load Control
132
Error Parameter List
338
Load Control Enabled
132
333
Load Measuring Unit LMG 10
133
Exception
81
511
31 Index
Mains Parallel Operation
134
Controlling
109
Manual Operation
139
Fuel ramp
111
Fuel setpoint
109
On-load idle speed
111
Speed map
109
Rapid power-off
83
Real Load Control
133, 134
Real Load Sharing
132
Setpoint determination
62
Injection
156
Synchronization
129
Accuracy
148
THESEUS
139
Cam driven systems
167
see Speed Pickup
Common rail system
184
Correction of delivery begin
173
Correction of delivery period
181
Correction of Delivery Period
198
Hall Sensor
Hardware connections
Configuration
262
Hardware Inputs
Analogue Inputs
263
Delivery begin
167
Digital Inputs
262
Delivery Begin
184
PWM Input
269
Delivery Begin Correction
191
Hardware outputs
Digital outputs
Delivery Period
280
Hardware Outputs
176, 194
Enable
38
Injection begin
see BIP
Analogue Outputs
275
Overlapping
156
Digital Outputs
271
Post-Injection
214
PWM Outputs
272
Post-post-injection
221
Pre-Injection
200
Pre-pre-injection
207
Single Cylinder Skipping
162
High-pressure pump
8
HZM-CAN
Configuration
321
Customer module
328
Integrated Power Governor
137
Monitoring
322
Island Parallel Operation
134
Periphery module
325
Knocking
138
THESEUS
325
Level
320
Limiting functions
HZM-CAN protocol
Identification
27
44, 84
Absolute limit
84
Communication programme
330
90
Control unit
330
Coolant temperature dependent reduction
88
Serial number
330
Forced limitation
91
85
Speed dependent injection limitation
85
Idle speed
Idle/maximum speed governor
512
67
57, 108
31 Index
Starting quantity adjustment
38
Fuel pressure
Time delay on starting the engine
40
Fuel temperature
Load jumps
101
99
Oil level
102
103
DT1 factor
81
oil pressure
Rapid power-off
83
Oil temperature
95
Rail pressure
99
Load Measuring Unit LMG 10
133
103
100
Analogue slide signal
126, 127
Digital notch switches
60
Notch switches
60
Oil level monitoring
102
Oil pressure monitoring
103
Digital slide signal
125, 126
60
Excitation control
115
Oil temperature monitoring
95
Excitation governing
119
Overspeed monitoring
50
Generator excitation
115
P band
Low idle speed
124
Parameter
Notch switches
60
Power limitation
121
Parameterdescription
Speed notches
112
Parameterization
Speed setpoint determination
Magnetic Valves
59
see Control Magnets
Overview
see Droop
369
369
Characteristics
32
Check-Out
29
Mains Parallel Operation
134
DcDesk 2000
28
ManualOperation
140
EOL
29
Marine application
142
handheld programmer
28
Maps
32
Pre-Setting
28
66
Father-son operation
142
Master-slave operation
142
two engines on a single shaft
142
Measurement of Fly Time
Measuring methods for determining angle
Microprocessor
see BIP
148
4
Monitoring functions
Coolant pressure monitoring
97
105
Coolant temperature
97
98
Parameters
25
Injection
30
Level
27
Overview
25
Storage
29
Value Range
30
Phase
Pickup Wheel
38
148
Pickups
Failure of camshaft index sensor
154
513
31 Index
Monitoring
48, 49, 257, 341
Verification of sensor positions
155
PID parameters
Assignment
272
Value Range
273, 274
74
Rail pressure
Adjustment of PID parameters
74
Rail pressure monitoring
99
Correction for static operation
80
Rapid power-off
83
Correction of PID parameters
75
Reset
34
DT1 factor in load jumps
81
ROM
4
Load-dependent correction
77
SAE J1939 protocol
PID Map
75
Safety instructions
Speed dependent correction
76
Normal operation
2
Stability map
78
Servicing and maintenance
2
Temperature-dependent correction
79
Pin assignment
306
PNU-System
7, 167
229
329
1
Sectional speed ramp
69
Sensors
247
Assignment
250
Post-Injection
214
Configuration
249
Post-post-injection
221
Measuring ranges
251
Overview
247
Sensor errors
252
Power limitation
Boost pressure dependent limitation
123
externally activated
122
Serial number
Generator excitation
121
Set speed
Speed-dependent limitation
124
Setpoint adjusters
Temperature-dependent reduction
123
Seven Segment Display
333
PPN-System
6, 167
Seven-segment-display
49
Pre-Injection
200
Pre-pre-injection
207
46
Publications
5
Overspeed monitoring
50
PWM Input
269
Assignment
Error Detection
see Sensors
270
PWM inputs
Error detection
295
PWM outputs
see Speed setpoint
56
Speed
Pickup monitoring
48, 49, 257, 341
52
Speed ramp for engine start
44
Speed sensing
47
Speed switching point
50
Speed dependent coolant pressure monitoring 105
Assignment
296
Value range
297, 298, 327
PWM Outputs
272
514
330
Speed Dependent Injection Quantity Limitation 85
Speed dependent oil pressure monitoring
103
Speed map
109
31 Index
Speed notches
Determination
Speed pickup
Monitoring
Mounting
Speed ramp
112
112
35, 340
47
148
Starting quantity adjustment
38
Fixed
39
Speed ramp
44
Temperature dependent
40, 42
Variable
40
68
Starting the engine
35
Fixed speed ramp
68
Switching functions
255
69
Speed setpoint
Assignment
258
Communication modules
259
Adjustment via PC
53
Overview
255
Determination
52
Periphery module
259
Droop
71
Value determination
260
Engine Start
40
Synchronization
Freezing the setpoint
57
Tooth Gap
General application
53
Synchronizing Unit SyG 02
Generator operation
62
Temperature dependent idle speed
67
59
Temperature-dependent correction of stability
79
Maximum speed
56
THESEUS
139
Minimum speed
56
Transmission oil pressure monitoring
103
Parameters
55
Turbocharger oil temperature monitoring
100
69
Value Range
Setpoint adjuster
55
Vehicle operation
Speed ramp
68
Freezing the setpoint
Speed ranges
55
Idle/maximum speed governor
Switching functions
53
Temperature dependent idle speed
67
Speed map
Vehicle operation
57
Stability map
75, 78
Voltage Output
Watchdog
38, 148, 153
131
30
108
57
108
57
109
see Analogue Outputs
363
515

DARDANOS EFI Controllers

Transcription

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