MTU_ValueService

Technical Documentation

Elektronics
Engine Interface Module EIM
OEM Connection

Functional Description
E532284/01E
Printed in Germany
© 2010 Copyright MTU Friedrichshafen GmbH
This Publication is protected by copyright and may not be used in any way whether in whole or in part without the
prior written permission of MTU Friedrichshafen GmbH. This restriction also applies to copyright, distribution,
translation, microfilming and storage or processing on electronic systems including data bases and online services.
This handbook is provided for use by maintenance and operating personnel in order to avoid malfunctions or
damage during operation.
Subject to alterations and amendments.
Table of Contents 01

1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03
1.1 Introduction ............................................................ 03
1.2 Engine Interface Module EIM – Design ....................................... 06
2 EIM in System Network ......................................................... 07
2.1 Power supply concept .................................................... 07
2.2 Diagnosis .............................................................. 10
3 Connection ................................................................... 13
3.1 Plant connector X51 ...................................................... 13
3.2 High current connections – EIM and starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.3 External sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
3.4 Index .................................................................. 39

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02 Table of Contents

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 Introduction 03

1 Introduction

1.1 Introduction

Engine room interfaces, MTU – Third-party systems

This manual describes the connection between all available interfaces on the engine and
systems supplied by third-party manufacturers.
The following connections must be established:
• Plant connector X51 on the Engine Interface Module
• Power supply for EIM
• Power supply(ies) for the starter(s) (for electric starting only)
• If applicable: External starting air pressure sensor (for air starting only)
• If applicable: External coolant level sensor (for external expansion tank only)

Installation locations of the various interfaces

The figure below shows the various interfaces and all other MTU devices installed on the engine.
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1 Connector XD1 – Dialog unit 4 Connector XF33 for connection of 6 EIM – Engine Interface Module:
2 ECU – Engine Control Unit: F33 for external expansion tank Interface module with plant
Engine governor 5 Connector XB19 for external connector X51
3 EMU – Engine Monitoring Unit: starting air pressure sensor (for 7 Starter
Auxiliary engine monitoring device; air starting only)
for classifiable systems only

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04 Introduction

Block circuit diagram

The work boat engine room monitoring system can be designed as a classifiable marine automation
system. The maximum scope features numerous elements:
• Higher-level automation system, including but not restricted to:
• Remote Control System RCS
• Monitoring and Control System MCS
• Local Operating Station LOS
• Engine Interface Module EIM
However, the minimum scope for one engine comprises only the Engine Control Unit ECU, the starter(s), the
battery-charging generator (option), the Engine interface Module EIM and the barring gear.
An extended monitoring component (the EMU) and a Local Operating Station (LOS) are required
for the classifiable applications mentioned above. These individual components are acquired and
controlled centrally by the Engine Module Interface EIM on the engine.
All wiring is realized in the engine wiring harness. A Local Operating Station is also
required for classified automation solutions.

1 Tyco plant connector X51 9

Plant cable Cool Coolant level, optional
2 Tyco engine connector X52 LOSLocal Operating Station EMU Engine Monitoring Unit
3 Default supply SSKEmergency air-shutoff flaps (option) PPC Priming Pump Controller (option,
4 Redundant supply Air
P-Start-Air only in conjunction with MTU
5 Electric starter terminals BGBarring gear Monitoring and Control System)
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6 Default system battery Lima.

Battery-charging generator, D Diagnostic lamp
7 DiaSys dialog connector optional F Fuse lamp
8 Engine wiring harness ECU Engine Control Unit

MTU provides a defined interface with all the necessary connection assemblies (connectors or optional cables)
for such applications to allow customer plants to be adapted to the engine components.
The Engine Interface Module EIM is the central connection box on the engine. It covers the entire minimum
scope of a marine engine. It does not feature any controls or maintainable parts.

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 Introduction 05

All engine signals are integrated in the engine wiring harness.

The following functions are realized by the interface:
• Starter control (start repeat, gear meshing, starter protection)
• Generator monitoring
• Open bus interface to the plant (SAE J1939)
• Emergency stop function with wire break monitoring
• Redundant power supply
• Optional control of emergency air-shutoff flaps
• Key switch logic
• Interface to ECU and EMU
• MCS5 dialog interface
• Control of an MTU oil priming pump (power component in a separate MTU-PPC box)
• Connection facility for an MTU Local Operating Station (LOS)
TIM ID: 0000037262 – 003

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06 Introduction

1.2 Engine Interface Module EIM – Design

Housing

The EIM comprises a metal housing suitable for mounting directly on the engine.
Connection to the engine is established via connector X52. No other connecting work is necessary (with
the exception of the starter) at the engine.Furthermore, the connectors for the two sensors F33 and B19
must be plugged in (if applicable). The connectors are already pre-assembled.
Connection to the plant is established via connector X51.
A suitable plant connector is delivered together with the EIM.
A cable with plug and open end or a prefabricated cable are available on an optional basis.

Plant interface
Tyco connector, 62-pole:
• Basic supply for higher-level MTU automation system
• combined plant signals from the ECU (connector X52) and additional signals
• For RCS: Disengagement for RCS
• For MCS: Engine Start signal and FB Local Active
• CAN interface (3-fold)
• Redundant gearbox monitoring
• Priming pump control
• Emergency stop interface
• Key switch
• On-board current supply PIM
• Spare supply
• Serial RS422 interface for diagnosis
• Jumper to detect BDM server functionality for MTU automation systems

High current contacts (M threaded pin)

• Default positive supply
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• Default negative supply

• Redundant positive supply
• Redundant negative supply

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 EIM in System Network 07

2 EIM in System Network

2.1 Power supply concept

Batteries

1 Default system battery (main battery)

2 Redundant system battery (backup battery)
The EIM can be supplied by two separated voltage sources. This redundant supply enables
the system to remain ready for operation should one of the supply voltages fail. The two power
supply inputs are each monitored separately for failure.
The redundant supply voltage must always be connected for this reason.
The two negative battery terminals must be connected to ground to protect the internal
EIM connections from circulating currents.
The EIM and all devices connected to it are switched on by a key switch which can be connected to the EIM.
TIM ID: 0000036013 – 003

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08 EIM in System Network

Internal power distribution

1 Default system battery 4 Basic supply (plant, display, X52 Engine interface
2 Redundant system battery (max. 6A)) X3 Plug-in connection
3 Key switch 5 Engine wiring harness X11 Plug-in connection
X51 Plant interface EIM Engine Interface Module EIM

The various supply voltages for the individual devices and EIM-internal functions are provided from the main
supply supplied by the batteries by means of an internal matrix. Protection is afforded by electronic fuses
(monitored PROFET fuses). The PROFET is switched off to limit the current in case of an inadmissible
current increase. The figure depicts the principle distribution of voltages.

Supplied devices and protection

The following devices are supplied from the Engine Interface Module:
• ECU supply with max. 30A
• EMU supply with max. 6A
• Control supply with max. 6A
The starter circuit is supplied directly by the starter battery. The Engine Interface Module does not supply
the starter circuit with current, it merely activates the output for the engagement signal.
• Starter with max. 60A
TIM ID: 0000036013 – 003

The EIM also provides the following supplies as required:

• Air starter with max. 1A
• 2 x emergency air-shutoff flap with max. 6A respectively
Furthermore, the following outputs are separately supplied, protected and monitored by the Engine Interface Module:
• Barring gear supply with max. 1A
• Starting air pressure sensor supply with max. 1A
• Emergency stop input supply (plant) with max. 1A
• Key switch supply with max. 1A

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 EIM in System Network 09

• SDAF1+2 feedback supply with max. 1A

• PIM supply with max. 1A
• Spare supply with max. 1A
The outputs are protected to safeguard the cabling against thermal overloading and short-circuit. All
fuses are electronic. The fuse does not restore itself once tripped. Fuses must be reset. Tripping
of device fuses is monitored and an alarm is signaled.
An LED indicates that the current was switched off due to an inadmissible increase
and a CAN message signals an alarm.
TIM ID: 0000036013 – 003

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10 EIM in System Network

2.2 Diagnosis

Diagnostic lamp
A diagnostic lamp (LED DILA, green) is integrated in the housing of the Engine Interface Module.
It indicates the operating status of the EIM.
The DILA has the following functions:
• Diagnostic lamp lit:
Engine Interface Module is OK
• Diagnostic lamp dark:
Engine Interface Module supply voltage missing or diagnostic lamp activation is faulty
• Diagnostic lamp flashes:
Hardware or software fault in the Engine Interface Module
The diagnostic lamp (DILA) signals the following states:

1 Time in seconds 4 Application loader active 7 No firmware

2 Timing: 1/8 s 5 External RAM faulty 8 Application crashed
3 Ready for operation 6 External FLASH faulty
TIM ID: 0000036010 – 003

Fuse lamp
A second indicator is the fuse lamp SILA
This is also integrated in the housing of the Engine Interface Module. It indicates the status of the fuses.
An orange LED is provided to allow diagnosis of a “tripped fuse” fault directly at the unit as it is
often difficult to pinpoint a fault in the field without cabling diagrams.
This LED is activated by the controller.

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 EIM in System Network 11

Brief description of SILA:

• SILA dark
Norma operating state
• SILA flashes orange
One or more fuses have tripped
The fuse lamp (SILA) signals the following states:

1 Preamble 7 SLD current path failed (S6) 11 ES pushbutton current path failed
2 ECU current path failed (S1) 8 DDV current path failed (S7) –24V external (S10)
3 MCS current path failed (S2) 9 Gear monitoring current path 12 Key switch current path failed (S11)
4 EMU current path failed (S3) failed (S8) 13 SDAF 1+2 current path failed (S12)
5 Starter current path failed (S4) 10 Emergency stop current path 14 PIM current path failed (S13)
6 VSP current path failed (S5) failed –24V internal (S9) 15 Spare current path failed (S14)

The failed current paths are signaled consecutively following the preamble (LED on for 4 seconds
(1)). There is a pause lasting 4 seconds in between.
TIM ID: 0000036010 – 003

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12 EIM in System Network

TIM ID: 0000036010 – 003

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 Connection 13

3 Connection

3.1 Plant connector X51

Connection variants
MTU offers 4 different connection options for various configuration levels and variants:
• Standard: Just one cable connector for connector X51 on EIM
The Yard must connect a cable in the connector. Resistors provided in the connector must not be removed.
Connection of the MTU Local Operating Station LOS and the MTU Priming Pump Controller PPC is
not possible in the standard configuration but only in Option 3 (see below).
• Option 1: Connector with open cable end W51
The cable can be cut to the appropriate length and fully connected to a terminal strip provided
by the Yard. Cable connections can then be established from here.
• Option 2: Cable with 3 connected DEUTSCH connectors X51.3, X51.4 and X51.5
The following third-party systems can be directly connected to appropriate DEUTSCH mating connectors here:
• Remote control system to X51.5
• Monitoring system to X51.4
• J1939 bus to X51.3
• Option 3: Cable with 5 connected DEUTSCH connectors X51.1...5
The following MTU and third-party systems can be directly connected to appropriate
DEUTSCH mating connectors here:
• MTU Local Operating Station LOS to X51.2
• MTU Priming Pump Controller PPC to X51.1
• Remote control system to X51.5
• Monitoring system to X51.4
• J1939 bus to X51.3
• Oil priming pump VSP is detected automatically, reset via DiaSys® is possible
TIM ID: 0000037266 – 003

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14 Connection

Cable for option 1

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 Connection 15

Cable for option 2

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16 Connection

Cable for option 3

Signal overview
The table below list signal distribution at plant connector X51 and distribution to:
• the wires in cable W51
• the DEUTSCH connectors of options 2 and 3
The columns provide the following information:
• FR: Function range
• X51: Pin no. of connector X51
• CS: Required cross-section when cable is supplied by the Yard
• I/O: Input signal or output signal (from the MTU perspective)
• Signal function: What is controlled?
• W51: Wire number of MTU cable W51 (option 1)
• X: Connector number of DEUTSCH connector for options 2 and 3
• No.: Pin no. of DEUTSCH connectors for options 2 and 3
TIM ID: 0000037266 – 003

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 Connection 17

• Comments: Additional information

Cable with connectors fitted at both ends: X51 at one end and X51.1 to 3
(for third-party systems) or X51.1 to 5 (for MTU systems)

Connector with pigtail cable (open end)

Comments
Connector only

Signal W
FR X51 CS I/O Signal function name 51 X No.

57 0,5 O Power supply for MCS +Ub_MCS 1 1

60 0,5 O functions and devices +Ub_MCS 2 2 Includes current monitoring

allowing cabling damage to be
59 0,5 - Ground for supply GND_MCS 3 3 detected. Max. current 6 A
62 0,5 - voltage at wires 1 and 2 GND_MCS 4 4

49 0,5 I Engine start signal DI_START 5 5 Signal stored

Supply voltage for key

16 0,5 O 6 6 Max. current: 1A
switch +Ub_SS

15 0,5 I Input for key switch “ON” SS_ON 7 7 Supply static signal
MCS Input for key switch X
2 14 0,5 I 8 51. 8 Supply static signal
“OFF” SS_OFF
4
ECU_DI1_
42 0,5 I Engine stop signal 9 9 Stored
STOP

Deactivated cylinder ECU_DI2_

38 0,5 I cutout (also called “full CYLCUT- 10 10
engine”) OUT OFF

Corresponding ground
Electrical isolation between the
43 0,5 - for both signals at wires GND_ECU_ 11 11
grounds at wires 11 and 30
9 and 10 DI1_2

Set when LOS is in T_OUT_ Max. current 1 A, line disruption

53 0,5 O 12 12
“LOCAL” mode LOCAL not detected

CAN-Low of J1939 CAN_

55 0,5 I/O 13 1
interface J1939_L

CAN-High of J1939 CAN_

56 0,5 I/O 14 2
interface J1939_H

Ground of CAN bus CAN_

54 0,5 - 15 3
J1939 J1939_GND

Ground of CAN bus CAN_ X

MCS 54 0,5 - 16 4
J1939 J1939_GND 51.
1
3
CAN-Low of J1939 CAN_ Connection is intended for 120
45 0,5 I/O 17 5
TIM ID: 0000037266 – 003

interface J1939_L ohm terminator

CAN-High of J1939 CAN_ Connection is intended for 120

41 0,5 I/O 18 6
interface J1939_H ohm terminator

Power supply for +Ub_

12 0,5 O emergency stop EMERG_ 19 7 Max. current: 1A
pushbutton STOP

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18 Connection

Cable with connectors fitted at both ends: X51 at one end and X51.1 to 3
(for third-party systems) or X51.1 to 5 (for MTU systems)

Connector with pigtail cable (open end)

Comments
Connector only

Signal W
FR X51 CS I/O Signal function name 51 X No.

DI_EMERG
11 0,5 I Emergency stop input 20 8 Input is monitored for wire break
STOP

A High signal on this DI_START

23 0.5 I input activtes start INTER- 51 9 Input is monitored for wire break
interlock LOCK

24 0,5 O Power supply + 24 V DC +Ub 52 10 Max. current: 1A

Reference voltage for

36 0,5 O the analog input at wire ECU_UREF_ 21 1 Output with 5V: Do not use
22 AI

Speed demand signal 4 ECU_AI1_

40 0,5 I 22 2 Current supply
... 20 mA SPEED_DEM

Ground for speed ECU_GND_

32 0,5 - 23 3 Ground is electrically isolated
demand signal AI1

Ground for the analog

28 0,5 - outputs at wires 25 and ECU_GND_ 24 4 Ground is electrically isolated
26 AO

Engine load signal ECU_AO2_ Engine load signal at 0.5V: Load

31 0,5 O 25 5
0...10V ENGLOAD is on DBR

Engine speed signal ECU_AO1_

27 0,5 O 26 6
0...10V ENGSPEED

ECU_DI5_ X 7
34 0,5 I Speed increase input 27
RCS SPEEDUP 51.
5
ECU_DI6_
30 0,5 I Speed decrease input 28 8
SPEEDDWN

Select between speed demand

via pushbutton (speed change
26 0,5 I Select speed demand ECU_DI8_ 29 9 by signals at wires 27 and 28) or
SW_SPD_ analog speed demand (current at
DEM wire 22)

Combined ground for speed

Corresponding ground
demand via pushbutton signals
35 0,5 - for signals at wires 27, 30 10
ECU_GND_ (routed out separately for reasons
28 and 29
DI5_6_8 of safety)

Max. load: 1A, monitored for

TIM ID: 0000037266 – 003

open-load, minimum load is

therefore necessary (resistance
29 0,5 O Disengagement request 31 11
must be less than 2 kohm).
T_OUT_ Rin(mating point) < U(switching
DISENG threshold) / 1mA

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 Connection 19

Cable with connectors fitted at both ends: X51 at one end and X51.1 to 3
(for third-party systems) or X51.1 to 5 (for MTU systems)

Connector with pigtail cable (open end)

Comments
Connector only

Signal W
FR X51 CS I/O Signal function name 51 X No.

Mating point input must be

Corresponding ground
33 0,5 - 32 12 electrically isolated to preclude
for wire 31
GND_T_OUT circulating currents.

20 0,5 33 1

19 0,5 34 2

13 0,5 Only when an MTU 35 X 3

- No function when a third-party
PPC Priming Pump Controller 51.
18 0,5 36 1 4 priming pump controller is used
is used
17 0,5 37 5

38 6

52 0,5 39 1

51 0,5 40 2

48 0,5 41 3

47 0,5 42 4

50 0,5 43 5

46 0,5 Only when an MTU 44 X 6

- No function when a third-party
LOS Local Operating Station 51.
21 0,5 45 2 7 local control system is used
LOS is used
25 0,5 46 8

12 0,5 47 9

11 0,5 48 10

0,5 49 11

0,5 50 12

7 0,5 Not assigned

9 0,5 Not assigned

10 0,5 Not assigned

58 0,5 Not assigned

Only when an MTU

TIM ID: 0000037266 – 003

4 0,5
MCS/RCS is used

Only when an MTU

8 0,5
MCS/RCS is used

Only when an MTU

22 0,5
MCS/RCS is used

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20 Connection

Cable with connectors fitted at both ends: X51 at one end and X51.1 to 3
(for third-party systems) or X51.1 to 5 (for MTU systems)

Connector with pigtail cable (open end)

Comments
Connector only

Signal W
FR X51 CS I/O Signal function name 51 X No.

Only when an MTU

37 0,5
MCS/RCS is used

Only when an MTU

44 0,5
MCS/RCS is used

Only when an MTU

1 0,5
MCS/RCS is used

Only when an MTU

2 0,5
MCS/RCS is used

Only when an MTU

3 0,5
MCS/RCS is used

Only when an MTU

5 0,5
MCS/RCS is used

Only when an MTU

6 0,5
MCS/RCS is used

Only when an MTU

39 0,5
MCS/RCS is used

61 Shielding Shield

MCS 2 function range

The figure below illustrates connection performed by the Yard. Note that connections must be
established either directly at connector X51, at cable W51 or at the DEUTSCH connectors depending
on which of the variants (standard or one of the options 1 to 3) is being realized. In this example
the internal operating voltage is used to activate the inputs.

TIM ID: 0000037266 – 003

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 Connection 21

In contrast to the figure above, the following figure illustrates supply of the inputs by an external (Yard) power source.
Note that the ground of this external power source must be connected to the ground GND_ECU_DI1_2.
TIM ID: 0000037266 – 003

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22 Connection

Output for higher-level automation system, supply voltage +Ub_MCS, GND_MCS

Purpose
For smaller, straightforward plants the Engine Interface Module incorporates a basic supply for higher level plant
components. 4 supply voltage pins (2x +24V, 2x GND) are routed out at the plant connector. The current is limited
to 6A. Higher-level plant components must be supplied separately if they require more current.
Output specification
• Output voltage: 0 ... +UBAT minus max. 0.35V @ 1A
• Short-circuit current: Overcurrent cutout (temperature-dependent)
• Max. rated current: Min. 6A
• Settling time: —
• Electrical isolation: None
• Wire break monitoring: No
• Switched by key switch
Engine start signal input – DI_START
Function
A signal applied to this input trips an automatic engine start. The status “Local/Remote
TIM ID: 0000037266 – 003

mode” is disregarded in this case.

Input specification D_IN
• Switches: +UBAT
• Input voltage range: 0..32V
• LOW detection: UIN < 4 V
• HIGH detection: UIN > 8 V
• Input impedance: 3.5 ... 4.6 kΩ
• Electrical isolation: None

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 Connection 23

• Input filter: f < 144 Hz

• Reverse-polarity protection: –UBATT
Stop signal input – ECU_DI1_STOP
Function
A normal engine stop is tripped when a signal is applied to this input. The status
“Local/Remote mode” is disregarded in this case.
Input specification (signal looped through to ECU 7 – DI1)
• Switches: External voltage or +Ubat
• Input voltage 0 ... 32 VDC
• LOW detection: UIN < 4 V
• HIGH detection: UIN > 8 V
• Input impedance: 12.1 kΩ
• Input filter: f < 19 Hz
• Electrical isolation: Up to 50 VDC
Key switch signal input – +Ub_SS, SS_ON, SS_OFF
Function
The EIM and all devices supplied by it can be switched on and off by means of a key switch. Evaluation of the key
switch is realized by hardware as the microcontroller is also switched off when the supply is discontinued.
Only the key switch logic is still supplied when the device is switched off. A transistor circuit realizes the evaluation.
• A broken wire does not lead to switching off.
• The ON signal has priority over the OFF signal.
• The ON signal can be used to switch on and off if the OFF signal is constantly high
(however, a broken SS_ON wire then leads to switch off).
• The engine is stopped in accordance with the normal stop routine if the key switch is switched to the
off position when the engine is running. Only then is the supply disconnected.
The diode in the input circuit ensures that the supply voltage output for the key switch is protected from reverse
voltage. The key switch switches this voltage between the ON pin (SS_ON) and the OFF pin (SS_OFF) alternately.
Note:
The following causes may prevent the plant being switched on via the key switch:
• Wire break SS_ON
• Wire break +Ub_SS
• Fuse failure (e.g. due to short circuit to ground); monitored by SILA
The following causes may prevent the plant being switched off via the key switch:
• Short circuit of key switch fuse:
• Stop engine
• Switch off plant (by disconnecting the battery)
• Rectify fault; the fuse is automatically reset the next time the plant is switched on
• IMPORTANT: The plant cannot be switched back on after disconnecting the battery if the fault is not rectified.
TIM ID: 0000037266 – 003

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24 Connection

Schematic circuit diagram

1 Key switch
2 Output signal “ON”

Deactivate cylinder cutout signal input – ECU_DI2_CYLCUTOUTOFF

Function
The Engine Control Unit prevents cylinder cutout when a signal is applied to this input (also referred to as “full engine”).
Input specification (signal looped through to ECU 7 – DI2)
• Switches: External voltage or +Ubat
• Input voltage 0 ... 32 VDC
• LOW detection: UIN < 4 V
• HIGH detection: UIN > 8 V
• Input impedance: 12.1 kΩ
• Input filter: f < 19 Hz
• Electrical isolation: Up to 50 VDC
Signal output Local — T_OUT_LOCAL
Function
This output is activated by the following events:
• LOS in local control mode
When the plant is operated in local control mode, the plant is controled exclusively via the LOS. Control signals
from RCS, regardless of whether they are hardwired or CAN signal, are disregarded.
Output specification T_OUT
• Output voltage: 0 ... +UBAT minus max. 0.35V @ 1A
• Short-circuit current: Overcurrent cutout, temperature-dependent
• Max. rated current: miniumum 1 A
• Settling time: —
• Electrical isolation: None
• Wire break monitoring: No

MCS 1 function range

TIM ID: 0000037266 – 003

The figure below illustrates connection performed by the Yard. Note that connections must be established
either directly at connector X51, at cable W51 or at the DEUTSCH connectors depending on which
of the variants (standard or one of the options 1 to 3) is being realized.

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 Connection 25

CAN 3 bus – SAE J1939

Function
The Engine Interface Module has an interface for an open CAN protocol (SAE J1939 or CANopen). SAEJ1939 is
generally envisaged as the open protocol. CANopen is also to be implemented in future for other cases.
• Standard: ISO 11898 (High Speed CAN)
• Specification: Version 2.0A/B (simple format with 11 bit identifier and extended format with 29 bit identifier)
• Data rate: Up to 1Mbit/s
• Short-circuit rating in voltage range between –3 and +32V
• Transmitter output current > 25mA
• Max. bus length (as per CAN in automation CIA DS-102):
• 500m at 125kbit/s
• 250m at 250kbit/s
• El. isolation: 50V DC electrical isolation
• Bus line: Sym. signal transmission via 2-wire line with common return line, alternatively twisted or shielded
• Line impedance: Typ. 120Ohm
• Bus termination: Termination resistor 120ohm at the end of the bus line (see figure*: ONLY ONE
RESISTOR MAY BE CONNECTED, it must be at the end of the bus).
Emergency stop signal input – DI_EMERG_STOP
TIM ID: 0000037266 – 003

Function
The emergency stop feature is a class-relevant safety facility. Special directives apply to such
facilities. The following functions are implemented to this end:
• Safety facilities are designed as simply as possible and take unavoidable effect
• Designed with conventional technology (hard-wired)
• Monitored load current principle
• Power supply is monitored, failure leads to alarm signaling

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26 Connection

• Potential faults (e.g. power failure or wire break) do not result in dangerous states;
their occurrence leads to alarm signaling
• Tripping the safety feature leads to alarm signaling
The principle element of the emergency stop circuit is the emergency stop root which couples all inputs
and outputs together. The emergency stop root is activated and maintains itself (self-holding) when an
emergency stop signal is applied to one of the emergency stop inputs, .
The source of an emergency stop may be either one of the devices (ECU and EMU), or
one of the emergency stop pushbuttons.
The emergency stop pushbuttons are monitored for wire break by parallel-connected resistors. As a current
always flows in the emergency stop pushbutton circuit, wire break is detected by the change in current flow
or the change in voltage at the measuring resistor. The objective of an emergency stop is to shut down the
engine. The ECU (engine governor) must receive an active ECU_ESI (Emergency Stop Input) signal for
this, or, if a cable is disrupted, the supply voltage of the ECU must be switched off.
As ECU4 has neither an ESI input nor an FB_OL output, the supply voltage is always switched off in this case.
The emergency stop root is monitored and a “Disengage for RCS” signal is output in the event of an emergency
stop in order to disengage the gear to prevent the engine being turned by a dragging propeller.
If the engine is equipped with emergency air-shutoff flaps (SDAFs) these are tripped by a PROFET connected
to the emergency stop root. The SDAFs have a limited activation period and must therefore be shut down
after a timeout. When the SDAFs close as intended a limit switch outputs a feedback signal ensuring that
activation is switched off. The feedback signal is evaluated and an engine stop message is transmitted to
the ECU via the CAN. This is necessary in case one or both SDAF(s) was (were) tripped by a mechanical
fault. The SDAFs remain closed until they are returned to their original position manually.
Input specification NS_IN
• Input voltage range: 0..32V
• LOW detection: UIN < 10 V
• HIGH detection: UIN > 12 V
• Max. number of emergency stop pushbuttons: 8 pcs.
• Input impedance: 1.1 kΩ
• Electrical isolation: None
• Input filter: f < 123 Hz
• Reverse-polarity protection: –UBATT
• Wire break monitoring:
• One resistor respectively connected in parallel to the switching contact: 33.2 kΩ ± 1%
• Pushbutton detection switching thresholds:
• 0 pushbutton: > 68.9 kΩ
• 1 pushbutton: 68.9 ... 22.66 kΩ
• 2 pushbuttons: 22.66 ... 13.57 kΩ
• 3 pushbuttons: 13.57 ... 9.68 kΩ
• 4 pushbuttons: 9.68 ... 7.53 kΩ
• 5 pushbuttons: 7.53 ... 6.16 kΩ
• 6 pushbuttons: 6.16 ... 5.21 kΩ
• 7 pushbuttons: 5.21 ... 4.52 kΩ
• 8 pushbuttons: 4.52 ... 3.99 kΩ TIM ID: 0000037266 – 003

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 Connection 27

Schematic circuit diagram

1 Emergency stop pushbutton – up

to 8 pcs., 33.2 kΩ respectively
parallel to contact

The emergency stop interface incorporates the following signals both to the plant and the engine (parallel):
• +24V_emergency stop (output, fuse-protected)
• Emergency stop input (D_IN), wire-break monitoring
• Parallel connection of max. 8 emergency stop pushbuttons possible
• Furthermore, the following engine signals are incorporated in the emergency stop circuit:
• EMU_Emergency Stop (EIM input)
• ECU_Emergency Stop (EIM input)
• ECU_ESI (EIM output)
• ECU_FB_OpenLoad (EIM input)
• Option: Control of emergency air-shutoff flap 1 (EIM output)
• Option: Control of emergency air-shutoff flap 2 (EIM output)
• Option: FB SDAF1 shut (EIM input)
• Option: FB SDAF1 shut (EIM input)

RCS function range

TIM ID: 0000037266 – 003

The figure below illustrates connection performed by the Yard. Note that connections must be established
either directly at connector X51, at cable W51 or at the DEUTSCH connectors depending on which
of the variants (standard or one of the options 1 to 3) is being realized.

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28 Connection

Speed demand signal input – ECU_AI1_SPPED_DEM

Function
An analog signal (current) applied at this input is evaluated as a speed demand. Scaling (i.e. the correlation
between electrical value and speed value) must be set with the dialog system DiaSys.
Input specification (signal looped through to ECU 7 – AI1)
• Current sources
• Sensor supply: 5 VDC ± 3%, max. 25mA (ECU_UREF_AI)
• Current: 0 ... 20 mA nom., 0 ... 25 mA max.; compliance voltage 4.5 V at 20 mA
• Electrical isolation: 50 VDC
• Fault detection current input: I < 4 mA, I > 20 mA
• Power supply protection: Short circuit to GND, overvoltage 36 VDC
Engine load signal output – ECU_AO2_ENGLOAD
Function
The engine load signal is an analog output signal (between 0 VDC and 10 VDC) which is defined as follows:
• 0 VDC: No engine load
• U = 10 VDC: Engine load at 120%
TIM ID: 0000037266 – 003

Output specification (signal looped through from ECU 7 – AO2)

• Control of:
• Display instruments
• Analog inputs
• Channel specification
• Output voltage: 0 ... 10 V
• Output voltage without load: Approx. 0V
• Short-circuit current: 17 mA

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 Connection 29

• Imax: 0 ... 8 mA at 10 V
• Settling time: 45 ms
• Electrical isolation: None
• Wire break monitoring: No
• Overvoltage protection: 36 VDC
Engine speed signal output – ECU_AO1_ENGSPEED
Function
A DC voltage signal the value of which is proportional to the engine speed is applied
to this output. The following applies:
• 0V: 0 rpm
• 10V: Max. speed
Output specification (signal looped through from ECU 7 – AO1)
• Control of:
• Display instruments
• Analog inputs
• Channel specification
• Output voltage: 0 ... 10 V
• Output voltage without load: Approx. 0V
• Short-circuit current: 17 mA
• Imax: 0 ... 8 mA at 10 V
• Settling time: 45 ms
• Electrical isolation: None
• Wire break monitoring: No
• Overvoltage protection: 36 VDC
Speed UP and Speed DOWN signal inputs – ECU_DI5_SPPEDUP, ECU_DI6_SPEEDDWN
Function
The “Speed demand switching” signal must be active at DI8 to allow these two inputs to be evaluated.
A signal briefly applied to these inputs increases (DI5) or decreases (DI6) the present engine speed by a certain
value. The speed increases or decreases along a defined ramp if the signal is applied for a longer period.
Input specification (signals looped through to ECU 7 – DI5 -“Speed UP” and DI6-“Speed DOWN”)
• Switches: External voltage or +Ubat
• Input voltage 0 ... 32 VDC
• LOW detection: UIN < 4 V
• HIGH detection: UIN > 8 V
• Input impedance: 12.1 kΩ
• Input filter: f < 19 Hz
• Electrical isolation: Up to 50 VDC
• Wire break monitoring: Current monitoring with ROL = 33 kΩ ± 10%, see figure
Speed demand switching signal input – ECU_DI8_SW_SPD_DEM
Function
A signal at this input makes the two inputs DI5 and DI6 “live”.
Input specification (signal looped through to ECU 7 – DI8)
• Switches: External voltage or +Ubat
• Input voltage 0 ... 32 VDC
• LOW detection: UIN < 4 V
• HIGH detection: UIN > 8 V
• Input impedance: 12.1 kΩ
TIM ID: 0000037266 – 003

• Input filter: f < 19 Hz

• Electrical isolation: Up to 50 VDC
• Wire break monitoring: Current monitoring with ROL = 33 kΩ ± 10%, see figure
The switching function must be checked manually at regular intervals.

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30 Connection

Disengage signal output – T_OUT_DISENG

Function
This output is activated by the following events:
• Engine start is activated
• Emergency stop is activated
• Engine stop is activated
• Emergency shutdown due to low speed is activated
Any connected remote control system MUST evaluate this signal and disengage
when the T_OUT_DISENG signal is active.
Output specification T_OUT
• Output voltage: 0 ... +UBAT minus max. 0.35V @ 1A
• Short-circuit current: Overcurrent cutout (temperature-dependent)
• Max. rated current: Min. 1A
• Settling time: —
• Electrical isolation: None
• Wire break monitoring: Configurable (monitoring current flows when configured)
This signal must be electrically isolated on the plant side to prevent circulating currents via signal ground if an RCS
is connected here which is not supplied by the same battery and thus does not have the same reference ground.
The function must be monitored by the customer if wire break monitoring is not configured.

MTU devices LOS and PPC

Suitable cables are delivered for connection of the two MTU devices LOS and PPC. The cables cannot be
interchanged and are connected to the two DEUTSCH connectors X51.1 and X51.2 and the two devices.
Manual wiring is not necessary.
A connected oil priming pump is detected automatically and detection is stored internally. Automatic priming
takes place in accordance with the configuration when a lube-oil priming pump has been detected.
To deactivate a lube-oil priming pump which has been detected the lube-oil priming pump
must be reset with the aid of DiaSys®.

TIM ID: 0000037266 – 003

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 Connection 31

3.2 High current connections – EIM and starter

Starter battery to starter

The starter battery must be connected to the starter by the Yard.
Minimum cable cross-sections apply depending on the distance between starter battery and starter.
The figure below illustrates connection for engines with one starter.

1 Terminal 30 – Starter + 3 Starter battery

2 Terminal 31 – Starter – F1 Fuse

Establish the connection as follows:

1. Undo nuts at terminals 31 (ground) and 30 (supply) and remove together with the washers.
2. Route cable between battery and starter.
3. Fit M12 cable rings for the ground cable and M12 for the supply cables on the EIM side.
4. Connect cables to the appropriate stud bolts and fit one washer and nut respectively:
• (1): Starter battery + terminal
• (2): Starter battery – terminal
5. Tighten nuts to 29.8 Nm countering the stud bolt (starter side) in so doing.
Both starters are connected in series on engines with 2 starters. Both starters must be connected
TIM ID: 0000037265 – 003

directly to the starter battery. The figure below is a schematic representation illustrating connection.
Note that no metal jumper may be installed between starter and starter relay at the starter connected
to the + terminal of the battery (starter 1 in the figure).

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32 Connection

1 to 4 Starter WITHOUT jumper between 3 Starter 1 – Terminal 31: Apply to 6 Starter 2 – Motor supply +/starter
terminals 45 and 30b battery negative (connection relay output
5 to 7 Starter WITH jumper between not shown) 7 Starter 2 – Terminal 31: Apply
terminals 45 and 30b 4 Starter 1– Starter relay output to battery negative
1 Starter 1 – Terminal 30 + 5 Starter 2 – Terminal 30 + 8 Starter battery
2 Starter 1 – Motor supply + F1 Fuse

Battery to EIM
General information about battery cabling
Various battery cabling applications are possible.
One system battery and one starter battery are always provided for each engine. The starter battery
is generally used as a redundant supply. The other starter battery is generally used as a redundant
system battery in order to prevent significant voltage dips during starting:
• Starter battery Motor 1 is the redundant system battery for Motor 2
• Starter battery Motor 2 is the redundant system battery for Motor 1
A second redundant system battery may also be provided in some cases.
The negative terminals of the two batteries must be connected to the protect internal circuitry
against circulating currents and grounding.
The cable from the starter battery to the starter (Tl. 30, Tl. 31) is solid (short-circuit resistant) and is
TIM ID: 0000037265 – 003

not necessarily fuse-protected. Fuse protection, should, however be provided by the yard. A fuse is
provided directly at the starter owing to the tapering cross-section as an engine cable with a smaller
cross-section runs from the starter to the Engine Interface Module.
When isolating one of the batteries disconnect either the positive line at one terminal or both terminals. In this
arrangement, disconnecting at just one negative terminal would have no direct effect as there is an alternative
current path via the internal connection of default and redundant, the two grounds of the negative terminals and
via the jumpers. The alternative current path is not designed to withstand loading by the starter.

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 Connection 33

Version with default system battery with redundant system battery and starter battery
Schematic circuit diagram

1 Redundant system battery 5 Starter battery (system battery) 9 Engine wiring harness
2 Redundant supply 6 Connector for EMU, ECU, PS EMU EMU - supply
3 Terminals to starter 7 Default supply ECU ECU - supply
4 Starter 8 Default system battery PS Pneumatic starter
TIM ID: 0000037265 – 003

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34 Connection

Connection to EIM

Four M6 stud bolts are provided for connection at the EIM. The batteries are connected here in
accordance with the diagrams above. Proceed as follows:
1. Undo nuts and remove together with the washers.
2. Remove covers.
3. Route cable between batteries and EIM.
4. Fit M6 cable rings to the cables on the EIM side.
5. Connect cables to the appropriate stud bolts and fit one washer and nut respectively:
• (1): Main battery + terminal
• (2): Main battery: – terminal
• (3): Backup battery: + terminal
• (4): Backup battery: – terminal
6. Tighten nuts to 4 Nm.
TIM ID: 0000037265 – 003

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 Connection 35

Version with default system battery with starter battery as redundant system battery
Schematic circuit diagram

1 Redundant supply 5 Starter battery (system battery) 9 Engine wiring harness

2 Terminals to starter 6 Connector for EMU, ECU, PS EMU EMU supply
3 Jumpers 7 Default supply ECU ECU supply
4 Starter 8 Default system battery PS Pneumatic starter
TIM ID: 0000037265 – 003

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36 Connection

Connection at EIM when starter battery is used as a redundant system battery.

Four M6 stud bolts are provided for connection at the EIM. The batteries are connected here in
accordance with the diagrams above. Proceed as follows:
1. Undo nuts and remove together with the washers.
2. Remove covers.
3. Route cable between battery and EIM.
4. Fit M6 cable rings to the cables on the EIM side.
5. Connect cables to the appropriate stud bolts and fit one washer and nut respectively:
• (1): Main battery: + terminal to (1)
• (2): Main battery: – terminal to (2)
• (3): Jumper terminal 30 to (1)
• (4) Jumper terminal 31 to (2)
6. Tighten nuts to 4 Nm.
Exception when using one starter battery as a redundant battery
The jumpers on the EIM must have a minimum cross-section of 6 mm2.
TIM ID: 0000037265 – 003

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 Connection 37

3.3 External sensors

Starting air pressure sensor B19

The connector XB19 for the starting air pressure sensor is located on engine wiring harness
W2 directly next to Engine Control Unit ECU 7.
Plug in the cable with the appropriate mating connector and open end here. The sensor
is connected to the open end as follows:

The sensor must meet the following electrical specifications:

• Signal 4 ... 20 mA
• Range 0 .... 50 bar (standard, may be changed on an optional basis)
Establish the connection as follows:
1. Route the cable along the engine to starting air pressure sensor B19 and secure at suitable points using cable ties.
2. Wire number 1: Signal +U_STAIR at sensor B10 pin +
3. Wire number 2: Signal P_IN_STAIR at sensor B10 pin -
The channel is switched off for safety reasons (protection) if a sensor current exceeding 24 mA
is measured. The sensor value is then displayed as “SD”.
TIM ID: 0000037264 – 003

A functional sensor is not detected automatically after repair or replacement. The system must
be RESET for this reason (switched off and back on).

Coolant level sensor F33

The coolant level sensor F33 must only be connected by the Yard when an external expansion tank
is installed. The sensor is already wired up by MTU in all other cases.

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38 Connection

Cable connector XF33 for the coolant level sensor is located on engine wiring harness
W2 in the immediate vicinity of the ECU.

The cable with the appropriate mating connector and suitable connector for the coolant level sensor
is connected here when an external expansion tank is installed:
1. Plug in connector XF33 on engine wiring harness XF33 and secure it.
2. Route cable to sensor F33.
3. Plug in connector F33 at the sensor and secure it.
If a current exceeding 24 mA is measured at this input the load resistor in the EIM is switched off and “voltage
measuring” mode is activated. This results in detection of a sensor failure. The system must be reset (switch
off and back on) following repair of the sensor so that the functioning sensor is detected as such. TIM ID: 0000037264 – 003

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 Connection 39

3.4 Index
D I
Diagnosis ............................ 10 Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . 03
E
Engine Interface Module EIM – Design . . . . . . 06 P
External sensors . . . . . . . . . . . . . . . . . . . . . . . 37 Plant connector X51 . . . . . . . . . . . . . . . . . . . . 13
Power supply concept . . . . . . . . . . . . . . . . . . . 07
H
High current connections – EIM and starter ... 31
TIM ID: 0000037264 – 003

E532284/01E 2010-03 © MTU