waukesha apg2000-3000 esm

ESMAPG™2000/12V220GLAPG™3000/18V220GL

Engine System ManagerOperation & Maintenance

First EditionThis document contains proprietary and trade secret informationand is given to the receiver in confidence. The receiver byreception and retention of the document accepts the document inconfidence and agrees that, except as with the prior expressedwritten permission of Waukesha Engine, Dresser, Inc., it will (1) notuse the document or any copy thereof or the confidential or tradesecret information therein; (2) not copy or reproduce the documentin whole, or in part, without the prior written approval of WaukeshaEngine, Dresser, Inc.; and (3) not disclose to others either thedocument or the confidential or trade secret information containedtherein.

All sales and information herein supplied subject to StandardTerms of Sale, including limitation of liability.

ATGL®, CFR®, ESM®, EXTENDER SERIES®, DRESSER®,ENGINATOR®, SERIES FOUR®, VGF®, VHP®, WKI®, andWAUKESHA® are registered trademarks of Dresser, Inc. APG™and DRESSER logo are trademarks of Dresser, Inc. All othertrademarks, service marks, logos, slogans, and trade names(collectively “marks”) are the properties of their respective owners.Dresser, Inc., disclaims any proprietary interest in these marksowned by others.

®

FORM 6318Dresser Waukesha, Inc.Dresser, Inc.Waukesha, Wisconsin 53188Printed in U.S.A. 01/09© Copyright 2009, Dresser, Inc.All rights reserved.

®

CONTENTS

How To Use This Manual

CHAPTER 1 – SAFETY AND GENERAL

Section 1.00 – SafetySafety Introduction .................................................1.00-1Safety Tags and Decals.........................................1.00-1Equipment Repair and Service ..............................1.00-1Electrical ................................................................1.00-2Fire Protection........................................................1.00-2Body Protection......................................................1.00-2Exhaust ..................................................................1.00-2Batteries.................................................................1.00-3Chemicals ..............................................................1.00-3Cleaning Solvents ..................................................1.00-3Emergency Shutdown............................................1.00-3Programming .........................................................1.00-3Handling Components ...........................................1.00-4Tools ......................................................................1.00-4Intoxicants and Narcotics.......................................1.00-4Protective Guards ..................................................1.00-4

Section 1.05 – General InformationWiring Requirements .............................................1.05-1ESP Programming Conventions ............................1.05-2Harness and Sensor Labeling................................1.05-3Definitions ..............................................................1.05-5Acronyms ...............................................................1.05-9English/Metric Conversions .................................1.05-10Torque Values......................................................1.05-11

Section 1.10 – Engine System Manager (ESM) Overview

Engine Control System Overview ..........................1.10-112V220GL/APG2000 System Block Diagram.. 1.10-218V220GL/APG3000 System Block Diagram.. 1.10-3Engine System Manager (ESM) .....................1.10-5Auxiliary System Interface ..............................1.10-5Power Distribution JUnction Box ....................1.10-6Engine Control Panel (ECP) ...........................1.10-6

ESM Components..................................................1.10-6Engine Control Unit (ECU)..............................1.10-6Ignition Power Module with

Diagnostics (IPM-D).....................................1.10-7Injector Control Unit (ICU) ..............................1.10-7Electronic Wastegate Actuator .......................1.10-8Smart Temperature Unit (STU).......................1.10-8

Engine System Manager Sensors .........................1.10-9Electronic Service Program (ESP).......................1.10-13

E-Help...........................................................1.10-13User Interface Panels ...................................1.10-14

ESM Diagnostics..................................................1.10-14Safety Shutdowns ................................................1.10-15Start-Stop Control ................................................1.10-15Ignition System ....................................................1.10-15ESM Speed Governing and Air-Fuel Ratio Control .........................................1.10-15

Knock Detection...................................................1.10-15Active Cylinder Management ...............................1.10-16

Lower Heating Value (LHV) ..........................1.10-16

CHAPTER 2 – ESM OPERATION

Section 2.00 – System Power and WiringPower Supply Requirements................................. 2.00-1Battery Requirements............................................ 2.00-1Power Distribution Junction Box............................ 2.00-3

Recommended Wiring.................................... 2.00-3Connecting Ground and Power to

Power Distribution Junction Box.................. 2.00-4Customer Interface Harness ................................. 2.00-4Required Connections........................................... 2.00-7

Optional Connections..................................... 2.00-8kw Transducer....................................................... 2.00-9

CT and PT Requirements .............................. 2.00-9Scale Recommendations ............................... 2.00-9Wiring ............................................................. 2.00-9

Section 2.05 – Start-Stop ControlEngine Emergency Stop (E-Stop) ......................... 2.05-1Start-Stop Control Description............................... 2.05-2

Start Sequence .............................................. 2.05-2Normal Shutdown Sequence ......................... 2.05-2Emergency Shutdown Sequence................... 2.05-2

Prelubing the Engine Without Starting .................. 2.05-5Cranking the Engine Over Without Starting and Without Fuel.................................................. 2.05-5

Section 2.10 – Ignition SystemIgnition Theory....................................................... 2.10-2Ignition Diagnostics ............................................... 2.10-3

Monitoring Ignition Energy Field..................... 2.10-3Monitoring Spark Reference Number............. 2.10-3

Section 2.15 – Knock DetectionKnock Theory ................................................. 2.15-1Knock Detection and Timing Control.............. 2.15-2

Section 2.20 – Governing and Air-Fuel Control

ESM Speed Governing.......................................... 2.20-1Governing Theory .......................................... 2.20-1Speed Governing Inputs and Calibrations ..... 2.20-1Speed Governing Modes ............................... 2.20-2

Rotating Moment of Inertia/Adjusting Gain............ 2.20-4Air-Fuel Ratio Control ............................................ 2.20-4

Wastegate ...................................................... 2.20-5Duration Limiting ............................................ 2.20-5Exhaust Emission Setup ................................ 2.20-5ESM Blocking Fuel Valve............................... 2.20-5Waukesha Knock Index (WKI) ....................... 2.20-6

FORM 6318 First Edition i

CONTENTS

Section 2.25 – Emergency Safety Shutdowns

Overview................................................................ 2.25-1Individual Safety Shutdown Descriptions ....... 2.25-2Emergency Stop (E-Stop) Switches ............... 2.25-2Low Oil Pressure ............................................ 2.25-2Metal Particles in Oil....................................... 2.25-2Engine Overspeed.......................................... 2.25-2Customer-Initiated Emergency Shutdown...... 2.25-2Engine Overload............................................. 2.25-2High/Low Exhaust Temperature..................... 2.25-2Uncontrollable Engine Knock ......................... 2.25-2High HT Jacket Water Coolant Temperature... 2.25-2Low HT Jacket Water Coolant Pressure ........ 2.25-2High Intake Manifold Air Temperature............ 2.25-2High Oil Temperature ..................................... 2.25-3Loss of kW Transducer .................................. 2.25-3Failure of Magnetic Pickup ............................. 2.25-3Injection Disabled ........................................... 2.25-3Overcrank....................................................... 2.25-3Engine Stall .................................................... 2.25-3ECU Internal Faults ........................................ 2.25-3Security Violation............................................ 2.25-3Injection Control Unit ...................................... 2.25-3Smart Temperature Unit................................. 2.25-3

Alarms ................................................................... 2.25-3

CHAPTER 3 – ELECTRONIC SERVICE PROGRAM (ESP)

Section 3.00 – Introduction to Electronic Service Program (ESP)

Recommended System Requirements.................. 3.00-1Installing ESP from Download ............................... 3.00-1Installing ESP from CD.......................................... 3.00-3Connecting PC to ECU.......................................... 3.00-3Starting ESP.......................................................... 3.00-4

Connection Status .......................................... 3.00-4User Interface Panels ............................................ 3.00-4Other ESP Windows.............................................. 3.00-9

Fault Log ........................................................ 3.00-9E-Help ............................................................ 3.00-9Version Details ............................................... 3.00-9

Navigating ESP Panels ....................................... 3.00-10Common Features........................................ 3.00-10Display Fields ............................................... 3.00-11

Button Bar............................................................ 3.00-12Fault Log Description........................................... 3.00-13Using a Modem for Remote Monitoring............... 3.00-15

Setting Up Modem to ECU........................... 3.00-15Connecting Modem to ECU and PC............. 3.00-17Starting ESP for Modem Access .................. 3.00-17

Section 3.05 – ESP Panel and Field Descriptions

[F2] Engine Panel ..................................................3.05-1[F3] Start-Stop........................................................3.05-2[F4] Governing Operating Status ...........................3.05-3[F5] Ignition Operating Status Panel — 12V220GL/APG2000............................................3.05-4

[F5] Ignition Operating Status Panel — 18V220GL/APG3000............................................3.05-5

[F8] AFR Setup Panel ............................................3.05-6[F10] System/Shutdown Status..............................3.05-7[F11] Advanced Functions .....................................3.05-8Secondary ECU Panel (18V220GL/APG3000 Only) .................................3.05-9

Field Descriptions ................................................3.05-10

Section 3.10 – ESP ProgrammingInitial Engine Startup..............................................3.10-1Basic Programming in ESP....................................3.10-2Saving to Permanent Memory ...............................3.10-3

Exiting ESP Without Saving............................3.10-4Actuator Calibration ...............................................3.10-5Reset Status LEDs on ECU ...................................3.10-6Logging System Parameters..................................3.10-7

Create Text File ..............................................3.10-7Creating .TSV File ..........................................3.10-9

Changing Units – U.S. or Metric ..........................3.10-10Programming Remote ECU for Off-Site Personnel ..............................................3.10-10

Introduction ...................................................3.10-10Modem Setup ...............................................3.10-11

Programming Load Inertia ...................................3.10-13Programming Alarm and Shutdown Setpoints .....3.10-14IPM-D Programming ............................................3.10-15kW Air-Fuel Ratio Programming ..........................3.10-16

Programming Parasitic Load ........................3.10-16Generator Efficiency Table ...........................3.10-16Programming Fuel Type ...............................3.10-18Transducer Full Scale Adjustment................3.10-19Engine Percent O2 Adjustment.....................3.10-20

ii FORM 6318 First Edition

CONTENTS

CHAPTER 4 – TROUBLESHOOTING & MAINTENANCE

Section 4.00 – TroubleshootingWhere to Begin ......................................................4.00-1Determining Fault Code by Reading ECU Status LED’s ................................................4.00-1

Determining Fault Code by Using ESP..................4.00-2Using Fault Codes for Troubleshooting .................4.00-2E-Help ....................................................................4.00-3

Using E-Help...................................................4.00-3E-Help Window Description ............................4.00-4

ESM Fault Codes...................................................4.00-6Non-Code ESM Troubleshooting .........................4.00-10Power Distribution Junction Box ..........................4.00-11Additional Assistance...........................................4.00-11

Section 4.05 – ESM MaintenanceKnock Sensors.......................................................4.05-2

Installing Knock Sensors ................................4.05-2ESM Wiring ............................................................4.05-3Battery Maintenance ..............................................4.05-3

External Inspection .........................................4.05-3Battery Indicated State of Charge...................4.05-4

APPENDIX A - INDEXAppendix A - Index..................................................... A-1

WARRANTY INFORMATIONExpress Limited Warranty Covering ProductsUsed in Continuous Duty Applications...................... W-1

Express Limited Warranty for GenuineWaukesha Service Parts and WaukeshaFactory Remanufactured Service Parts .................... W-2

Express Limited Warranty for ProductsOperated in Excess of Continuous Duty Ratings...... W-3

FORM 6318 First Edition iii

CONTENTS

iv FORM 6318 First Edition

HOW TO USE THIS MANUAL

Your purchase of a Waukesha Engine with EngineSystem Manager (ESM) was a wise investment. In theindustrial engine field, the name Waukesha Enginestands for quality and durability. With normal care andmaintenance, this equipment will provide many yearsof reliable service.

Before placing the ESM in service, read Chapter 1very carefully. This chapter covers Safety and GeneralInformation.

Section 1.00 – “Safety” – Provides a list of warningsand cautions to make you aware of the dangerspresent during operation and maintenance of theengine. READ THEM CAREFULLY AND FOLLOWTHEM COMPLETELY.

Section 1.05 – “General Information” – Provides wiringrequirements, programming conventions, definitions,acronyms, conversion tables, and torque values ofmetric and standard capscrews.

Section 1.10 – “Engine System Manager (ESM) Over-view” – Provides an overview of the engine controlsystem, component locations, sensor locations, andESP operation.

ALWAYS be alert for the special warnings withinthe manual text. These warnings precede informa-tion that is crucial to your safety as well as to thesafety of other personnel working on or near theengine. Cautions or notes in the manual containinformation that relates to possible damage to theproduct or its components during engine opera-tion or maintenance procedures.

This manual contains packager, operation, and main-tenance instructions for the ESM. There are four chap-ters within the manual, and each chapter contains twoor more sections. The title of each chapter or sectionappears at the top of each page. To locate informationon a specific topic, refer to the Table of Contents at thefront of the manual or the Index at the back of the man-ual.

Recommendations and data contained in the manualare the latest information available at the time of thisprinting and are subject to change without notice.Since engine accessories may vary due to customerspecifications, consult your local Waukesha Distributoror Waukesha Engine Service Operations Departmentfor any information on subjects beyond the scope ofthis manual.

FORM 6318 First Edition v

HOW TO USE THIS MANUAL

vi FORM 6318 First Edition

SAFETY AND GENERAL

CONTENTS

SECTION 1.00 – SAFETY

SECTION 1.05 – GENERAL INFORMATION

SECTION 1.10 – ENGINE SYSTEM MANAGER (ESM) OVERVIEW

FORM 6318 First Edition

SAFETY AND GENERAL


SECTION 1.00

SAFETY

SAFETY INTRODUCTION

The following safety precautions are published for yourinformation. Waukesha Engine, Dresser, Inc., doesnot, by the publication of these precautions, imply or inany way represent that they are the sum of all dangerspresent near industrial engines or fuel rating test units.If you are installing, operating, or servicing a Wauke-sha product, it is your responsibility to ensure full com-pliance with all applicable safety codes andrequirements. All requirements of the Federal Occupa-tional Safety and Health Act must be met whenWaukesha products are operated in areas that areunder the jurisdiction of the United States of America.Waukesha products operated in other countries mustbe installed, operated, and serviced in compliancewith any and all applicable safety requirements of thatcountry.

For details on safety rules and regulations in theUnited States, contact your local office of the Occupa-tional Safety and Health Administration (OSHA).

The words “danger,” “warning,” “caution,” and “note”are used throughout this manual to highlight importantinformation. Be certain that the meanings of thesealerts are known to all who work on or near the equip-ment.

DANGERThis symbol identifies information about immedi-ate hazards. Disregarding this information willresult in SEVERE PERSONAL INJURY OR DEATH.

WARNINGThis symbol identifies information about hazardsor unsafe practices. Disregarding this informationcould result in SEVERE PERSONAL INJURY ORDEATH.

This symbol identifiesinformation about haz-

ards or unsafe practices. Disregarding this infor-mation could result in PRODUCT DAMAGEAND/OR PERSONAL INJURY.

NOTE: This symbol identifies information that isNECESSARY TO THE PROPER OPERATION,MAINTENANCE, OR REPAIR OF THE EQUIPMENT.

SAFETY TAGS AND DECALS

WARNINGTo avoid severe personal injury or death, all warn-ing tags and decals must be visible and legible tothe operator while the equipment is operating.

EQUIPMENT REPAIR AND SERVICE

Proper maintenance, service, and repair are importantto the safe, reliable operation of the unit and relatedequipment. Do not use any procedure not recom-mended in the Waukesha Engine manuals for thisequipment.

WARNINGTo prevent severe personal injury or death, alwaysstop the unit before cleaning, servicing, or repair-ing the unit or any driven equipment.

Place all controls in the OFF position and disconnector lock out starters to prevent accidental restarting. Ifpossible, lock all controls in the OFF position and takethe key. Put a sign on the control panel warning thatthe unit is being serviced.

Close all manual control valves. Disconnect and lockout all energy sources to the unit, including all fuel,electric, hydraulic, and pneumatic connections.

Disconnect or lock out driven equipment to prevent thepossibility of the driven equipment rotating the dis-abled engine.

CAUTION

FORM 6318 First Edition 1.00-1

SAFETY

WARNINGTo avoid severe personal injury or death, ensurethat all tools and other objects are removed fromthe unit and any driven equipment before restart-ing the unit.

WARNINGAllow the engine to cool to room temperaturebefore cleaning, servicing, or repairing the unit.Hot components or fluids can cause severe per-sonal injury or death.

WARNINGSome engine components and fluids are extremelyhot even after the engine has been shut down.Allow sufficient time for all engine componentsand fluids to cool to room temperature beforeattempting any service procedure.

ELECTRICAL

WARNINGAlways label “HIGH VOLTAGE” on engine-mountedequipment over 24 volts nominal. Failure to adhereto this warning could result in severe personalinjury or death.

WARNINGDo not install, set up, maintain, or operate anyelectrical components unless you are a technicallyqualified individual who is familiar with the electri-cal elements involved. Electrical shock can causesevere personal injury or death.

WARNINGDisconnect all electrical power supplies beforemaking any connections or servicing any part ofthe electrical system. Electrical shock can causesevere personal injury or death.

Al l induct ive loadssuch as the blocking

fuel valve, must have a suppression diodeinstalled across the valve coil as close to the valveas is practical. Disregarding this information couldresult in product damage and/or personal injury.

Disconnect all engineharnesses and elec-

tronically controlled devices before welding on ornear an engine. Failure to comply will void war-ranty. Failure to disconnect the harnesses andelectronically controlled devices could result inproduct damage and/or personal injury.

The electrical interfer-ence from solenoids

and other electrical switches will not be cyclic andcan be as high as several hundred volts. Thiscould cause faults within the ESM that may or maynot be indicated with diagnostics. WaukeshaEngine requires a “freewheeling” diode be addedacross the coils of relays and solenoids to sup-press high induced voltages that may occur whenequipment is turned off. Failure to comply will voidproduct warranty. Disregarding this informationcould result in personal injury and/or productdamage.

FIRE PROTECTION

WARNINGRefer to local and federal fire regulations forguidelines for proper site fire protection. Fires cancause severe personal injury or death.

BODY PROTECTION

WARNINGAlways wear OSHA approved body, sight, hearing,and respiratory system protection. Never wearloose clothing, jewelry, or long hair around anengine. The use of improper attire or failure to useprotective equipment may result in severe per-sonal injury or death.

EXHAUST

WARNINGDo not inhale engine exhaust gases. Exhaustgases are highly toxic and could cause severe per-sonal injury or death.CAUTION

CAUTION

CAUTION

1.00-2 FORM 6318 First Edition

SAFETY

BATTERIES

WARNINGComply with the battery manufacturer’s recom-mendations for procedures concerning proper bat-tery use and maintenance. Improper maintenanceor misuse can cause severe personal injury ordeath.

WARNINGBatteries contain sulfuric acid and generate explo-sive mixtures of hydrogen and oxygen gases.Keep any device that may cause sparks or flamesaway from the battery to prevent explosion. Batter-ies can explode, causing severe personal injury ordeath.

WARNINGAlways wear protective glasses or goggles andprotective clothing when working with batteries.You must follow the battery manufacturer’sinstructions on safety, maintenance, and installa-tion procedures. Failure to follow the battery man-ufacturer’s instructions can cause severe personalinjury or death.

CHEMICALS

WARNINGAlways read and comply with safety labels on allcontainers. Don not remove or deface the con-tainer labels. Improper handling or misuse couldresult in severe personal injury or death.

CLEANING SOLVENTS

WARNINGComply with the solvent manufacturer’s recom-mendations for proper use and handling of sol-vents. Improper handling or misuse could result insevere personal injury or death. Do not use gaso-line, paint thinners, or other highly volatile fluidsfor cleaning.

EMERGENCY SHUTDOWN

WARNINGAn Emergency Shutdown must never be used for anormal engine shutdown. Doing so may result inunburned fuel in the exhaust manifold. Failure tocomply increases the risk of an exhaust explosion,which can result in severe personal injury ordeath.

PROGRAMMING

WARNINGNever set the high idle speed above the safe work-ing l imi t o f the dr iven equipment . I f theGOVREMSP signal goes out of range or theGOVREMSEL signal is lost, then the engine willrun at the speed determined by the status ofGOVHL IDL and calibrated low or high idle speeds.Disregarding this information could cause severepersonal injury and/or product damage.

Ensure that the cor-rect rotating moment

of inertia (load inertia) is programmed in ESP forthe engine’s driven equipment. Failure to programthe moment of inertia for the driven equipment onthe engine in ESP will lead to poor steady stateand transient speed stability. Disregarding thisinformation could result in product damage and/orpersonal injury.

Wire the supplied fuelgas shutoff valve (ESM

blocking fuel valve) so it is controlled by the ESM.Disregarding this information could result in prod-uct damage and/or personal injury.

Failure to program themoment of inertia for

the driven equipment on the engine in ESP willlead to poor steady state and transient speed sta-bility. Disregarding this information could result inproduct damage and/or personal injury.

CAUTION

CAUTION

CAUTION


SAFETY

HANDLING COMPONENTS

Do not drop or mishan-dle knock sensor. If

knock sensor is dropped or mishandled, it must bereplaced. Disregarding this information couldresult in product damage and/or personal injury.

Do not over t ightencapscrew. Overtighten-

ing will cause damage to the knock sensor. Disre-garding this information could result in productdamage and/or personal injury.

TOOLS

ELECTRICAL

WARNINGDo not install, set up, maintain, or operate anyelectric tools unless you are a technically qualifiedindividual who is familiar with them. If usedimproperly, electric tools could cause severe per-sonal injury or death.

PNEUMATIC

WARNINGDo not install, set up, maintain, or operate anypneumatic tools unless you are a technically quali-fied individual who is familiar with them. Pneu-matic tools use pressurized air and, if usedimproperly, could cause severe personal injury ordeath.

INTOXICANTS AND NARCOTICS

WARNINGDo not allow anyone under the influence of intoxi-cants and/or narcotics to work in or around indus-trial engines. Workers under the influence ofintoxicants and/or narcotics are a hazard to boththemselves and other employees and can causesevere personal injury or death to themselves orothers.

PROTECTIVE GUARDS

WARNINGProvide guarding to protect persons or structuresfrom rotating or heated parts. Contact with rotat-ing or heated parts can result in severe personalinjury or death.

CAUTION

CAUTION


SECTION 1.05

GENERAL INFORMATION

WIRING REQUIREMENTS

All electrical equipment and wiring shall comply withapplicable local codes. This Waukesha Engine stan-dard defines additional requirements for Waukeshaengines.



• Whenever two or more wires run together, theyshould be fastened together at no more than4 – 6 in. (10 – 15 cm) intervals, closer where neces-sary, with tie wraps or tape.

• All wires should be mounted off hot areas of theengine with insulated clips, at intervals of no morethan 12 in. (30 cm), closer where necessary. Wiresmust never be run closer than 6 in. (15 cm) toexhaust manifolds, turbochargers, or exhaust pipes.

• In cases where wires do not run over the engine,they should be fastened to rigid, non-moving bodieswith insulated clips when possible or tie wraps. Fas-teners should be spaced at no more than 12 in.(30 cm) intervals.

• When wires run through holes, rubber grommetsshould be installed in holes to protect the wires.Wires should never be run over rough surfaces orsharp edges without protection.

• Each end of flexible metal conduit must have aninsulating sleeve to protect wires from chafing.

Do not use non electri-ca l g rade RTV.

Non-electrical RTVs can emit corrosive gases thatcan damage electrical connectors. Disregardingthis information could result in product damageand/or personal injury.

• An electrical grade RTV should be applied aroundthe wires entering all electrical devices and is to beapplied immediately after wire installation.

• A small “drip loop” should be formed in all wiresbefore entering the electrical devices. This drip loopwill reduce the amount of moisture entering an elec-trical device via the wires if an electrical grade RTVdoes not seal completely.

• The following procedures should be followed forwires entering engine junction boxes:

– Bottom entrance is best, and side entrance issecond best.

– Insert grommet in opening to protect wires.

– Wires should contain “drip loop” before enter-ing box, except where bottom entrance isused.

– When installing flexible conduit, use straightconnector for side entrance. If top entrance isrequired, use elbow connector.

• If wire harness has a covering, clamp harness soopenings of covering are downward.

CAUTION


GENERAL INFORMATION

• The routing of wires should be determined for reli-ability and appearance and not by shortest distance.

• Installation connection wire must be coiled andsecured to provide protection during shipment.

WARNINGAlways label “HIGH VOLTAGE” on engine-mountedequipment over 24 volts nominal. Failure to adhereto this warning could result in severe personalinjury or death.

• All engine-mounted electrical equipment over24 volts nominal shall have “HIGH VOLTAGE” warn-ing decal. Decal is to be attached to all the equip-ment and junction boxes on visible surface (verticalsurface whenever possible).

• Wiring that is routed in rigid or flexible conduit shallhave all wire splices made only in junction boxes,outlet boxes, or equipment boxes. Wire splices shallnot be located in the run of any conduit.

ESP PROGRAMMING CONVENTIONS

The following is a list of conventions used in the ESPsoftware and documentation:

• All commands enclosed in brackets, [ ], are foundon the PC keyboard.

• Menu names and menu options are in bold type.

• Panel names and dialog box names begin withUppercase Letters.

• Field and button names begin with Uppercase Let-ters and are enclosed in “quotes”.

• The [Return] key is the same as the [Enter] key (onsome keyboards [Return] is used instead of [Enter]).

• The fields on the ESP user interface screens arecolor-coded. See Table 1.05-1 for color key.

Table 1.05-1 Color Key for ESP User Interface Panels

COLOR MEANINGGray Off (No Alarm)

Dark GreenReadings and Settings(General operating information such as temperature and pressure readings)

White Dials and Gauges

Light Green On or Normal System Operation

Pink Low, Warmup, or Idle Signal

Yellow Alarm or Sensor/Wiring Check

Red Warning or Shutdown

Blue User-Programmable


GENERAL INFORMATION

HARNESS AND SENSOR LABELING

According to ISO 3511/1&2, the designation of certainengine instrumentation is included on the engine forassistance in diagnostics, troubleshooting, and overallunderstanding of sensor application. The designationswill be found on the engine harnesses at or near theconnection of the harness to the engine sensor (seeFigure 1.05-1). These designations are used else-where in this manual, as well as in the E-Help trouble-shooting that is part of the ESM control system.Additionally, this information is found on the unit’s pro-cess and instrumentation diagrams (P & ID) that areavailable through WED Link.

The coded designations are formed through a combi-nation of letters (always uppercase) and numbers. Let-ters are listed first and will always be followed by aseries of numbers. Each individual character in thecoded designation has a specific meaning (seeFigure 1.05-2).

NOTE: Customer connection locations on the P & IDdo not contain letters.

Figure 1.05-1. Harness Label

Figure 1.05-2. Example of Coded Designation for Oil Pressure Sensor

Letter Definitions

The first letter indicates the measured or initiating vari-able (see Table 1.05-2).

The second and any immediately succeeding lettersindicate the display or output function (seeTable 1.05-3).

SECTION OF OIL CIRCUIT P & ID

PT23-1PT23-2

06TE23

LHH

PATA PA

P T 2 3 - 1MULTIPLE DEVICES

SECOND NUMBER

FIRST NUMBER

SECOND LETTER

FIRST LETTER

Table 1.05-2. First Letter Definitions

FIRSTLETTER DEFINITION

E Electrical

F Flow/Flow Rate

L Level

P Pressure (Vacuum)

Q Quality (Analysis, Concentration, Conductivity)

S Speed (Frequency)

T Temperature

U* Multivariable

NOTE: *The U variable is used when a sensor has more than onemeasuring function, such as a knock sensor that could becategorized as an E or an S.

Table 1.05-3. Second and Succeeding Letter Definitions

LETTERS AFTER FIRST

DEFINITION

C Controller

E Sensing Element

I Indicating

S Switching

T Transmitting

V Valve (Damper, Louver, Actuating Element, Unspec-ified Correcting Unit)

W Unclassified Functions

Z Emergency (Safety Acting)


GENERAL INFORMATION

Number Definitions

Following the letters, a combination of numbers isused to describe the specific location of the device onthe engine. The first number is chosen based on thesystem location of the device in question. It will also bethe first variable for the customer connection locationson the P & ID drawings. The second number is chosenbased on the function of the sensor/device or cus-tomer connection in question. Additional numbers areadded after this if there are multiple sensors in thesame or similar location, or multiple sensors locatedaway from inlet and outlet connections. These num-bers will follow after a hyphen (“-”). For example, theremay be multiple oil pressure sensors in the oil circuitthat are located after the pump and not near an engineinlet or outlet connection. This would also apply ifthere are multiple customer connections for the samefunction, for example, multiple crankcase water drains.

The first number identifies which system is beinginstrumented or controlled (see Table 1.05-4).

The second number helps to identify the function ormore specific location of the device/sensor in question(see Table 1.05-5).

Many of these second numbers will not apply to typicalengine sensor locations. As a general rule, the num-bers 1 – 3 will apply to devices/sensors and numbers 1– 9 will apply to P & ID locations.

Subsequent numbers may be used if there are multi-ple devices in the same or similar locations. These willbe handled through the addition of a hyphen and thesubsequent number, for example -1, -2, and -3. Theusage of hyphens and sequential numbering willalways go in the direction of fluid flow of the circuit inquestion. For example, multiple oil pressure sensorswould be labeled -1, -2, and -3 in the direction of the oilflow within the engine (see Figure 1.05-2).

Application Examples

Table 1.05-6 is a sampling of how some of thedevices/sensors are labeled. Table 1.05-7 showsexamples of labeling of the customer connectionpoints on the P & ID drawings.

Table 1.05-4. First Number Definitions

FIRSTNUMBER DEFINITION

1 Electrical

2 Lube Oil

3 Low Temperature Water Circuit (LT, Auxiliary)

4 High Temperature Water Circuit (HT, Jacket)

5 Exhaust Gas

6 Combustion Air

7 Fuel Gas

8 Lifting or Mounting

9 Miscellaneous

Table 1.05-5. Second Number Definitions

SECONDNUMBER DEFINITION

1 Inlet Location or Connection

2 Outlet Location or Connection

3 Other/Intermediate/Misc. Location or Connection

4 Fill Location or Connection

5 Drain Location or Connection

6 Vent/Degassing Location or Connection

7 Expansion Location or Connection

8 Electrical Location or Connection

9 Not Used at This Time

Table 1.05-6. Device/Sensor Examples

DEVICE / SENSOR DEFINITION

EV98 Starter Solenoid

EW18 Ignition Primary

FCV53 Exhaust Wastegate

FCV73-1 Main Chamber Fuel Injector

LIS23-1 Oil Level Switch (Primary Contact)

PT23-1 Oil Pressure Sensor (Oil Filter Inlet)

PT23-2 Oil Pressure Sensor (Oil Filter Outlet)

PT23-3 Oil Pressure Sensor (Pre-Turbocharger)

PT63 Intake Manifold Pressure Sensor

QZ23 Metal Particle Detector in Oil Circuit

ST98-1 Engine Speed Sensor (ICU)

TE23 Oil Temperature Sensor

TE42 HT Water Temperature Sensor

UT93 Knock Sensor

Table 1.05-7. Connection Point Examples

CONNECTION POINT DEFINITION

18-1 ECU RS-232 Connection (For Service Laptop)

18-2 Engine-Mounted Power Distribution Box

23-1 Oil Dipstick

25-1 Oil Drain Valve

31 LT Water Inlet

36-1 LT Water Air Vent, Top of Internal Oil Cooler(If Equipped)

42 HT Water Outlet

46-1 HT Water Degassing (Top of Engine)

52-1 Exhaust Gas Outlet (“A” Bank)

61-2 Combustion Air Inlet to Turbocharger Compres-sor (“B” Bank)

71 Main Fuel Gas Inlet

83-1 Engine Only Lift Point

83-4 Enginator Lift Point

91 Air (Supply) Starter Inlet

92 Crankcase Ventilation Connection


GENERAL INFORMATION

DEFINITIONS

NOTE: The terms defined in this manual are definedas they apply to Waukesha’s Engine System ManagerONLY. Definitions are not general definitionsapplicable to all situations.

Adjusted Generator Power:Adjusted Generator Power is the calculation of the kWtransducer output, transducer full scale, generator effi-ciency, and generator rated power.

Air-Fuel Ratio:Air-fuel ratio is a term used to define the amount of air(in either weight or mass) in relation to a single amountof fuel.

Alternate Dynamics:See definition for “Synchronizer Control.”

Analog Signals:A voltage or current signal proportional to a physicalquantity.

Baud Rate:The baud rate is the number of signaling elements thatoccur each second. The baud indicates the number ofbits per second (bps) that are transmitted.

Bus:A collection of wires through which data is transmittedfrom one part of a computerized system to another. Abus is a common pathway, or channel, between multi-ple devices.

Calibration:The Engine System Manager is designed to work withvarious Waukesha engine families and configurations,and each ECU is factory-calibrated to work with a spe-cific engine model. The ECU contains thousands ofcalibrations such as the number of cylinders, timing,sensor default values, high/low limitations, and neces-sary filters.

CAN:Controller Area Network. A serial bus network ofmicrocontrollers that connects devices, sensors, andactuators in a system for real-time control applicationslike the ESM. Since messages in a CAN are sentthrough the network with unique identifiers (noaddressing scheme is used), it allows for uninterruptedtransmission if one signal error is detected.

CD-ROM:Compact Disk - Read Only Memory. A compact diskformat used to hold text, graphics, and audio. It is likean audio CD but uses a different format for recordingdata. The ESM ESP software (including E-Help) isavailable in CD-ROM format.

CT:The Current Transformer measures AC current andprovides a stepped down signal in proportion to it. ACT steps down the generator’s current to a value thepanel’s kW meter can read (5A).

DB Connector:A family of plugs and sockets widely used in communi-cations and computer devices. DB connectors come in9, 15, 25, 37, and 50-pin sizes. The DB connectordefines the physical structure of the connector, not thepurpose of each line.

Detonation:Detonation is the autoignition of the unconsumed endgas after the spark plug has fired during an engine’scombustion cycle. When this happens, the pressure inthe chamber will spike, causing the structure of theengine to resonate, and an audible “ping” or “knock” isheard.

Detonation Threshold:The detonation threshold is a self-calibrating limit todetermine if a cylinder is detonating. Once a cylinderexceeds the detonation threshold, the ESM retardsignition timing for the cylinder in detonation.

Digital Signals:Signals representing data in binary form that a com-puter can understand. The signal is 0 or 1 (off or on).

Droop:When a governor operates in droop mode, it meansthat the governor will allow the engine to slow downslightly under load. Droop is used to simulate the situ-ation with mechanical governors where the engine willrun at a slightly higher rpm than the setpoint when noload is placed on the engine.

E-Help: ESP-Help (E-Help) is the name of the electronic helpfile included with the ESP software. E-Help providesfault code troubleshooting information.

ESM Calculated Power An approximation (±5%) of actual engine power in kW(BHP) that is based on ECU inputs and correct engineoperation.

Electronic Service Program (ESP):ESP is the service program (software) that is the pri-mary means of obtaining information on ESM status.ESP provides a graphical (visual) interface and is themeans by which the information that the ECU logs canbe read. ESP comes installed on the Engine ControlPanel, or ESP can be installed on a PC withMicrosoft® Windows® XP operating system. A PCused to run the ESP software connects to the ECU viaan RS-232 serial cable.


GENERAL INFORMATION

Engine Control Unit (ECU):The Engine Control Unit (ECU) is the central module,or “hub,” of the ESM. The entire ESM interfaces withthe ECU. All ESM components, the PC with ElectronicService Program software, and customer-supplieddata acquisition devices, connect to the ECU. TheAPG2000/12V220GL is equipped with one ECU, andthe APG3000/18V220GL is equipped with two ECUs,the master and the secondary.

Fault:A fault is any condition detected by the ESM that isout-of-range, unusual, or outside normal operatingconditions. Included are the following:

• Scale High: A scale high fault indicates the value ofthe sensor is higher than its normal operating range.

• Scale Low: A scale low fault indicates the value ofthe sensor is lower than its normal operating range.

• Short or Open Circuit: A short or open circuit indi-cates sensor value is outside valid operating rangeand is most likely due to a damaged sensor or wir-ing.

Fault Log:The ECU records faults into the fault log as they occur.The fault log is viewed using the ESM ESP software.

Freewheeling Diode:A freewheeling diode is added across the coils of arelay or solenoid to suppress the high induced volt-ages that may occur when equipment is turned off.

Function Keys:A set of keys on a computer keyboard that are num-bered F1 – F12 which perform special functions,depending on the application program in use.

Graphical User Interface (GUI):An interface that is considered user-friendly becausepictures (or icons) accompany the words on thescreen. The use of icons, pull-down menus, and themouse make software with a graphical user interfaceeasier to work with and learn.

Hard Drive:The primary computer storage medium normally inter-nally sealed inside a PC. Typically, software programsand files are installed on a PC’s hard drive for storage.Also referred to as the hard disk.

High Signal:A digital signal sent to the ECU that is between8.6 and 36 volts.

Icon:A small picture on a PC screen that represents filesand programs. Files and programs open when theuser double-clicks the icon.

Ignition Power Module with Diagnostic Capability(IPM-D):The IPM-D is a high energy, capacitor discharge solidstate ignition module. The ECU directs the IPM-Dwhen to fire each spark plug. TheAPG2000/12V220GL is equipped with one IPM-D, andthe APG3000/18V220GL is equipped with twoIPM-Ds, the master and the secondary. SeeSection 2.10 Ignition System for more information onthe IPM-D or the ignition system.

Isochronous:When the governor control is isochronous, it meansthat the governor will control at a constant enginespeed, regardless of load (steady state).

Knock Frequency:The unique vibration or frequency that an engineexhibits while in detonation.

Knock:See definition for “Detonation.”

Knock Sensor:Converts engine vibration to an electrical signal to beused by the ECU to isolate the “knock” frequency.

kW Error:

kW error is the difference between the ESM calculatedpower output and adjusted generator power output innegative or positive errors. This error also takes para-sitic load and O2 adjust values into account.

• Positive error – If ESM calculated power is greaterthan the adjusted generator power output, thewastegate opens, richening the air-fuel mixture.

• Negative error – If ESM calculated power is lessthan the adjusted generator power output, thewastegate closes, leaning the air-fuel mixture.

kW Sensing:

ESM functionality to adjust the air-fuel ratio to maintainthe desired kW load output based on “kW error.”

kW Transducer mA:

Used on kW sensing engines, this value correspondsto the kilowatt transducers output of 4 – 20 mA.

Lambda:Lambda is defined as the excess air-fuel ratio and iscalculated as: lambda = actual air-fuel ratio / stoichio-metric air-fuel ratio. The ESM air-fuel ratio routine con-trols engine air-fuel ratio by maintaining a constantlambda over various speed, load, fuel, and environ-mental conditions.


GENERAL INFORMATION

LED:Light Emitting Diode. Semiconductors that emit light.LEDs are used as power, alarm, and shutdown indica-tors located on the front of the ECU.

Load Control:The ESM load control mode is used when an engine issynchronized to a grid and/or other units. In this casethe grid controls speed.

Load Inertia:Programming the load inertia or rotating mass momentof inertia of the driven equipment sets the governorgain correctly, aiding rapid setup of the engine. If thisfield is programmed correctly, there should be no needto program any of the gain adjustment fields. Therotating mass moment of inertia must be known foreach piece of driven equipment and then addedtogether.

Log File Processor:A processing program that is loaded with the installa-tion of ESP to convert binary log files saved by theECU (extension .ACLOG) into either a Tab SeparatedValue file ( .TSV) or a text file ( .TXT).

Low Signal:A digital signal sent to the ECU that is less than3.3 volts.

Magnetic Pickup:A two-wire electrical device that produces a voltageand current flow as steel teeth or holes move by theface of the pickup.

Master-Slave Communications:Communications in which one side, called the “mas-ter,” initiates and controls the session. The “slave” isthe other side that responds to the master’s com-mands.

MODBUS®:MODBUS® is a protocol, or a set of rules governingthe format of messages that are exchanged betweencomputers, which is widely used to establish commu-nication between devices. MODBUS® defines themessage structure that the ESM and customer con-trollers will recognize and use, regardless of the typeof networks over which they communicate. The proto-col describes the process a controller uses to requestaccess to another device, how it will respond torequests from the other devices, and how errors willbe detected and reported. MODBUS® establishes acommon format for the layout and content of mes-sages.

Modem:Modulator Demodulator. A device that converts datafrom digital computer signals to analog signals thatcan be sent over a telephone line. This is called modu-lation. The analog signals are then converted back intodigital data by the receiving modem. This is calleddemodulation.

NVRAM:Non-Volatile Random Access Memory. This is a typeof RAM memory that retains its contents when poweris turned off. When new values are saved in ESP, theyare permanently saved to NVRAM within the ECU.When values are saved to NVRAM, the information isnot lost when power to the ECU is removed. The usercan save unlimited times to ECU NVRAM (permanentmemory).

O2 Percent Adjust:Used on kW sensing engines, allows the user to per-form minor O2 percent adjustments and fine-tuneemissions.

Open Circuit:An open circuit indicates that the signal being receivedby the ECU is outside the valid operating range and ismost likely due to a damaged sensor or wiring.

Panel:ESP displays engine status and information on severalpanels: Engine, Start-Stop, Governor, Ignition, AFRSetup, Status, and Advanced. These panels displaysystem and component status, current pressure andtemperature readings, alarms, ignition status, gover-nor status, air-fuel control status, and programmableadjustments.

Parasitic Load Adjust:Used on kW sensing engines, allows user to adjust forparasitic loads (alternator, engine-driven pumps, etc.)on the engine.

PC:Personal Computer. Refers to the IBM-compatible PCthat can be used for monitoring and troubleshootingthe engine with the ESM ESP software. A PC used torun the ESP software connects to the ECU via anRS-232 serial cable.

PLC:Programmable Logic Controller. A microprocessorused in process control applications. PLC micropro-cessors are designed for high-speed, real-time, andrugged industrial environments.


GENERAL INFORMATION

PT:The Potential Transformer is a device that measuresAC voltage and provides a stepped down signal in pro-portion to it, also called a VT or Voltage Transformer.PTs allow the panel meters to read and display voltagefrom the generator, which has a higher voltage (poten-tial) than the meter is capable of handling without thepotential transformer. Potential transformers also sup-ply voltage to power the panel (usually 120 volts).

RAM:Random Access Memory. When a programmablevalue is edited in ESP, it is stored in the ECU’s tempo-rary memory, RAM. This allows the user to evaluatechanges made to the ECU before saving the values tothe ECU’s permanent memory, NVRAM. The contentsof RAM will be lost if ECU loses power, but are unaf-fected if the PC loses power or is disconnected fromthe ECU.

RS-232:Recommended Standard-232. One of a set of stan-dards from the Electronics Industries Association forhardware devices and their interfaces. RS-232 is awell-known standard for transmitting serial databetween computers and peripheral devices (modem,mouse, etc.). In the case of the ESM, an RS-232 cabletransmits data from the ECU to the PC and vice versa.

RS-485:Recommended Standard-485. One of a set of stan-dards from the Electronics Industries Association forhardware devices and their interfaces. RS-485 is usedfor multi-point communications lines and is a special-ized interface. The typical use for RS-485 is a singlePC connected to several addressable devices thatshare the same cable.

Sample Window:A predetermined start and end time in which each cyl-inder will be looked at for knock. The window is usedso that knock is looked for only during the combustionevent.

Scale High:A scale high fault indicates the value of the sensor ishigher than its normal operating range.

Scale Low:A scale low fault indicates the value of the sensor islower than its normal operating range.

Short Circuit:A short circuit indicates that the value of the sensor isoutside the valid operating range and is most likelydue to a damaged sensor or wiring.

Slave Communications:A computer or peripheral device controlled by anothercomputer. For example, since the ESM hasMODBUS® slave communications capability, one“master” computer or PLC could communicate withmultiple ESM MODBUS® slaves over the two-wireRS-485 network.

Speed Control:The ESM speed control mode allows the engine oper-ator to chose a setpoint speed, and the governor willcontrol the engine at that speed. The control can beeither fixed or variable.

Synchronizer Control:Synchronizer control is governor dynamics used torapidly synchronize an engine generator to the electricpower grid.

Training Tool:A software program, separate from ESP, that is loadedon a PC during ESP installation and is for training useonly. An ECU cannot be programmed using the Train-ing Tool but allows the user to open ESP without anECU connected.

User Interface:The means by which a user interacts with a computer.The interface includes input devices such as a key-board or mouse, the computer screen and whatappears on it, and program/file icons.

Windowing:A technique that allows the ESM to look for knock onlyduring the combustion time when knock could bepresent.

WKI:Waukesha Knock Index. An analytical tool, developedby Waukesha Engine, as a method for calculating theknock resistance of gaseous fuels. It is a calculatednumeric value used to determine the optimum enginesettings based on a specific site’s fuel gas composi-tion.

Workspace:The file containing ESP panels is called the work-space. The workspace file is saved to the hard driveupon installation of the software. When ESP isopened, the correct workspace for the engine is auto-matically opened.


GENERAL INFORMATION

ACRONYMS

AC: Alternating Current

AFR: Air-Fuel Ratio

ASI: Auxiliary System Interface

ATDC: After Top Dead Center

bps: bits per second

CAN: Controller Area Network

CD-ROM: Compact Disk - Read Only Memory

CSA: Canadian Standards Association

CT: Current Transformer

E-Help: ESP-Help

ECU: Engine Control Unit

ECP: Electronic Control Panel

ESM: Engine System Manager

ESP: Electronic Service Program

GUI: Graphical User Interface

HSD: High Side Driver

IMAP: Intake Manifold Air Pressure

IMAT: Intake Manifold Air Temperature

IPM-D: Ignition Power Module with Diagnostic capa-bility

kW: Kilowatt

LED: Light Emitting Diode

MB: Megabyte

MHz: Megahertz

NVRAM: Non-Volatile Random Access Memory

OC: Open Circuit

PC: Personal Computer

PLC: Programmable Logic Controller

PT: Potential Transformer

RAM: Random Access Memory

rpm: revolutions per minute

RS: Recommended Standard

SC: Short Circuit

SH: Scale High

SL: Scale Low

TSV: Tab Separated Value

WKI: Waukesha Knock Index


GENERAL INFORMATION

ENGLISH/METRIC CONVERSIONS

Table 1.05-8. English to Metric Formula Conversion

CONVERSION FORMULA EXAMPLE

Inches to Millimeters Inches and any fraction in decimal equivalent multiplied by 25.4 equals millimeters. 2-5/8 in. = 2.625 x 25.4 = 66.7 mm

Cubic Inches to Litres Cubic inches multiplied by 0.01639 equals litres. 9388 cu. in. = 9388 x 0.01639 = 153.9 L

Ounces to Grams Ounces multiplied by 28.35 equals grams. 21 oz. = 21 x 28.35 = 595 g

Pounds to Kilograms Pounds multiplied by 0.4536 equals kilograms. 22,550 lb. = 22,550 x 0.4536 = 10,229 kg

Inch Pounds to Newton-meters Inch pounds multiplied by 0.113 equals Newton-meters. 360 in-lb = 360 x 0.113 = 40.7 N·m

Foot Pounds to Newton-meters Foot pounds multiplied by 1.3558 equals Newton-meters. 145 ft-lb = 145 x 1.3558 = 197 N·m

Pounds per Square Inch to Bars Pounds per square inch multiplied by 0.0690 equals bars. 9933 psi = 9933 x 0.0690 = 685 bar

Pounds per Square Inch to Kilograms per Square Centimeter

Pounds per square inch multiplied by 0.0703 equals kilograms per square centimeter. 45 psi = 45 x 0.0703 = 3.2 kg/cm2

Pounds per Square Inch to Kilopascals

Pounds per square inch multiplied by 6.8947 equals kilopascals. 45 psi = 45 x 6.8947 = 310 kPa

Rotating Moment of Inertia (Force)Pounds force x inches x squared seconds mul-tiplied by 0.112985 equals kilograms x squared meters.

123.9 lbf x in. x sec2 = 123.9 x 0.112985 = 14 kg x m2

Rotating Moment of Inertia (Mass) Pounds mass x squared feet multiplied by 0.04215 equals kilograms x squared meters. 332.2 lbm x ft2 = 332.2 x 0.04215 = 14 kg x m2

Fluid Ounces to Cubic Centimeters Fluid ounces multiplied by 29.57 equals cubic centimeters. 8 oz. = 8 x 29.57 = 237 cc

US Gallons to Litres US Gallons multiplied by 3.7853 equals litres. 148 gal. = 148 x 3.7853 = 560 L

Degrees Fahrenheit to Degrees Centigrade

Degrees Fahrenheit minus 32 divided by 1.8 equals degrees Centigrade. 212° F – 32 ÷ 1.8 = 100° C

Table 1.05-9. Metric to English Formula Conversion

CONVERSION FORMULA EXAMPLE

Millimeters to Inches Millimeters multiplied by 0.03937 equals inches. 67 mm = 67 x 0.03937 = 2.6 in.

Litres to Cubic Inches Litres multiplied by 61.02 equals cubic inches. 153.8 L = 153.8 x 61.02 = 9385 cu. in.

Grams to Ounces Grams multiplied by 0.03527 equals ounces. 595 g = 595 x 0.03527 = 21.0 oz.

Kilograms to Pounds Kilograms multiplied by 2.205 equals pounds. 10,228 kg = 10,228 x 2.205 = 22,553 lb.

Newton-meters to Inch Pounds Newton-meters multiplied by 8.85 equals inch pounds. 40.7 N·m = 40.7 x 8.85 = 360 in-lb

Newton-meters to Foot Pounds Newton-meters multiplied by 0.7375 equals foot pounds. 197 N·m = 197 x 0.7375 = 145 ft-lb

Bars to Pounds per Square Inch Bars multiplied by 14.5 equals pounds per square inch. 685 bar = 685 x 14.5 = 9933 psi

Kilograms per Square Centimeter to Pounds per Square Inch (psi)

Kilograms per square centimeter multiplied by 14.22 equals pounds per square inch. 3.2 kg/cm2 = 3.2 x 14.22 = 46 psi

Kilopascals to Pounds per Square Inch (psi)

Kilopascals multiplied by 0.145 equals pounds per square inch. 310 kPa = 310 x 0.145 = 45.0 psi

Rotating Moment of Inertia (Force)Kilograms x squared meters multiplied by 8.85075 equals pounds force x inches x squared seconds.

14 kg x m2 = 14 x 8.85075 = 123.9 lbf x in. x sec2

Rotating Moment of Inertia (Mass) Kilograms x squared meters multiplied by 23.725 equals pounds mass x squared feet. 14 kg x m2 = 14 x 23.725 = 332.2 lbm x ft2

Cubic Centimeters to Fluid Ounces Cubic centimeters multiplied by 0.0338 equals fluid ounces. 236 cc = 236 x 0.0338 = 7.98 oz.

Litres to US Gallons Litres multiplied by 0.264 equals US gallons. 560 L = 560 x 0.264 = 148 gal.

Degrees Centigrade to Degrees Fahrenheit

Degrees Centigrade multiplied by 1.8 plus 32 equals degrees Fahrenheit. 100° C = 100 x 1.8 + 32 = 212° F


GENERAL INFORMATION

TORQUE VALUES

NOTE: Refer to the tables below only when a torque value is not explicitly stated in a given procedure.

Table 1.05-10 U.S. Standard Capscrew Torque Values

SAE GRADE

NUMBERGRADE 1 OR 2 GRADE 5 GRADE 8

TORQUEin-lb (N·m)

TORQUEin-lb (N·m)

TORQUEin-lb (N·m)

THREADS DRY OILED PLATED DRY OILED PLATED DRY OILED PLATED1/4–20 62 (7) 53 (6) 44 (5) 97 (11) 80 (9) 159 (18) 142 (16) 133 (15) 124 (14)

1/4–28 71 (8) 62 (7) 53 (6) 124 (14) 106 (12) 97 (11) 168 (19) 159 (18) 133 (15)

5/16–18 133 (15) 124 (14) 106 (12) 203 (23) 177 (20) 168 (19) 292 (33) 265 (30) 230 (26)

5/16–24 159 (18) 142 (16) 124 (14) 230 (26) 203 (23) 177 (20) 327 (37) 292 (33) 265 (30)

3/8–16 212 (24) 195 (22) 168 (19) 372 (42) 336 (38) 301 (34) 531 (60) 478 (54) 416 (47)

ft-lb (N·m) ft-lb (N·m) ft-lb (N·m)3/8–24 20 (27) 18 (24) 16 (22) 35 (47) 32 (43) 28 (38) 49 (66) 44 (60) 39 (53)

7/16–14 28 (38) 25 (34) 22 (30) 49 (56) 44 (60) 39 (53) 70 (95) 63 (85) 56 (76)

7/16–20 30 (41) 27 (37) 24 (33) 55 (75) 50 (68) 44 (60) 78 (106) 70 (95) 62 (84)

1/2–13 39 (53) 35 (47) 31 (42) 75 (102) 68 (92) 60 (81) 105 (142) 95 (129) 84 (114)

1/2–20 41 (56) 37 (50) 33 (45) 85 (115) 77 (104) 68 (92) 120 (163) 108 (146) 96 (130)

9/16–12 51 (69) 46 (62) 41 (56) 110 (149) 99 (134) 88 (119) 155 (210) 140 (190) 124 (168)

9/16–18 55 (75) 50 (68) 44 (60) 120 (163) 108 (146) 96 (130) 170 (230) 153 (207) 136 (184)

5/8–11 83 (113) 75 (102) 66 (89) 150 (203) 135 (183) 120 (163) 210 (285) 189 (256) 168 (228)

5/8–18 95 (129) 86 (117) 76 (103) 170 (230) 153 (207) 136 (184) 240 (325) 216 (293) 192 (260)

3/4–10 105 (142) 95 (130) 84 (114) 270 (366) 243 (329) 216 (293) 375 (508) 338 (458) 300 (407)

3/4–16 115 (156) 104 (141) 92 (125) 295 (400) 266 (361) 236 (320) 420 (569) 378 (513) 336 (456)

7/8–9 160 (217) 144 (195) 128 (174) 395 (535) 356 (483) 316 (428) 605 (820) 545 (739) 484 (656)

7/8–14 175 (237) 158 (214) 140 (190) 435 (590) 392 (531) 348 (472) 675 (915) 608 (824) 540 (732)

1.0–8 235 (319) 212 (287) 188 (255) 590 (800) 531 (720) 472 (640) 910 (1234) 819 (1110) 728 (987)

1.0–14 250 (339) 225 (305) 200 (271) 660 (895) 594 (805) 528 (716) 990 (1342) 891 (1208) 792 (1074)

NOTE: Dry torque values are based on the use of clean, dry threads.Oiled torque values have been reduced by 10% when engine oil is used as a lubricant.Plated torque values have been reduced by 20% for new plated capscrews.Capscrews that are threaded into aluminum may require a torque reduction of 30% or more.The conversion factor from ft-lb to in-lb is ft-lb x 12 equals in-lb.Oiled torque values should be reduced by 10% from dry when nickel-based anti-seize compound is used as a lubricant.Oiled torque values should be reduced by 16% from dry when copper-based anti-seize compound is used as a lubricant.


GENERAL INFORMATION

Table 1.05-11. Metric Standard Capscrew Torque Values (Untreated Black Finish)

COARSE THREAD CAPSCREWS (UNTREATED BLACK FINISH)

ISO PROPERTY

CLASS

SIZETORQUE TORQUE TORQUE TORQUE

N·m in-lb N·m in-lb N·m in-lb N·m in-lbM3 0.6 5 1.37 12 1.92 17 2.3 20

M4 1.37 12 3.1 27 4.4 39 10.4 92

M5 2.7 24 10.5 93 15 133 18 159

M6 4.6 41 10.5 93 15 133 10.4 92

M7 7.6 67 17.5 155 25 221 29 257

M8 11 97 26 230 36 319 43 380

M10 22 195 51 451 72 637 87 770

N·m ft-lb N·m ft-lb N·m ft-lb N·m ft-lbM12 39 28 89 65 125 92 150 110

M14 62 45 141 103 198 146 240 177

M16 95 70 215 158 305 224 365 269

M18 130 95 295 217 420 309 500 368

M20 184 135 420 309 590 435 710 523

M22 250 184 570 420 800 590 960 708

M24 315 232 725 534 1020 752 1220 899

M27 470 346 1070 789 1519 1113 1810 1334

M30 635 468 1450 1069 2050 1511 2450 1806

M33 865 637 1970 1452 2770 2042 3330 2455

M36 1111 819 2530 1865 3560 2625 4280 3156

M39 1440 1062 3290 2426 4620 3407 5550 4093

FINE THREAD CAPSCREWS (UNTREATED BLACK FINISH)

ISO PROPERTY

CLASS

SIZETORQUE TORQUE TORQUE

N·m ft-lb N·m ft-lb N·m ft-lbM8 x 1 27 19 38 28 45 33

M10 x 1.25 52 38 73 53 88 64

M12 x 1.25 95 70 135 99 160 118

M14 x 1.5 150 110 210 154 250 184

M16 x 1.5 225 165 315 232 380 280

M18 x 1.5 325 239 460 339 550 405

M20 x 1.5 460 339 640 472 770 567

M22 x 1.5 610 449 860 634 1050 774

M24 x 2 780 575 1100 811 1300 958

NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb, and one ft-lb equals 1.355818 N·m.

5.6 8.8 10.9 12.9

8.8 10.9 12.9


GENERAL INFORMATION

Table 1.05-12. Metric Standard Capscrew Torque Values (Electrically Zinc Plated)

COARSE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)

ISO PROPERTY

CLASS

SIZETORQUE TORQUE TORQUE TORQUE

N·m in-lb N·m in-lb N·m in-lb N·m in-lbM3 0.56 5 1.28 11 1.8 16 2.15 19

M4 1.28 11 2.9 26 4.1 36 4.95 44

M5 2.5 22 5.75 51 8.1 72 9.7 86

M6 4.3 38 9.9 88 14 124 16.5 146

M7 7.1 63 16.5 146 23 203 27 239

M8 10.5 93 24 212 34 301 40 354

M10 21 186 48 425 67 593 81 717

N·m ft-lb N·m ft-lb N·m ft-lb N·m ft-lbM12 36 26 83 61 117 86 140 103

M14 58 42 132 97 185 136 220 162

M16 88 64 200 147 285 210 340 250

M18 121 89 275 202 390 287 470 346

M20 171 126 390 287 550 405 660 486

M22 230 169 530 390 745 549 890 656

M24 295 217 675 497 960 708 1140 840

M27 435 320 995 733 1400 1032 1680 1239

M30 590 435 1350 995 1900 1401 2280 1681

M33 800 590 1830 1349 2580 1902 3090 2278

M36 1030 759 2360 1740 3310 2441 3980 2935

M39 1340 988 3050 2249 4290 3163 5150 3798

FINE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)

ISO PROPERTY CLASS

SIZETORQUE TORQUE TORQUE

N·m ft-lb N·m ft-lb N·m ft-lbM8 x 1 25 18 35 25 42 30

M10 x 1.25 49 36 68 50 82 60

M12 x 1.25 88 64 125 92 150 110

M14 x 1.5 140 103 195 143 235 173

M16 x 1.5 210 154 295 217 350 258

M18 x 1.5 305 224 425 313 510 376

M20 x 1.5 425 313 600 442 720 531

M22 x 1.5 570 420 800 590 960 708

M24 x 2 720 531 1000 737 1200 885

NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb, and one ft-lb equals 1.355818 N·m.

5.6 8.8 10.9 12.9

8.8 10.9 12.9


GENERAL INFORMATION


SECTION 1.10

ENGINE SYSTEM MANAGER (ESM) OVERVIEW

ENGINE CONTROL SYSTEM OVERVIEW

The engine control system is made of several devicesthat work in conjunction for complete engine control:

• Engine System Manager (ESM)

• Auxiliary System Interface

• Engine Control Panel (ECP)

• AC Junction Box

The ESM works together with the Auxiliary SystemInterface for start-stop control and communicatesengine data to the ECP. The entire ESM interfaceswith the Auxiliary System Interface and ECP throughthe Electronic Control Unit (ECU).

See Figure 1.10-1 and Figure 1.10-2 for a generaloverview of the ESM inputs and outputs.

It will be necessary as you go through this manual tofamiliarize yourself with the location of all the compo-nents of the engine control system as well as the indi-vidual components that comprise the ESM. SeeTable 1.10-1 and Table 1.10-2 for component loca-tions. The ESM is composed of the following:

• Engine Control Unit (ECU) (12V220GL one ECU,18V220GL two ECUs)

• Ignition Power Module with Diagnostics (IPM-D)(12V220GL one IPM-D, 18V220GL two IPM-Ds)

• Main Chamber Fuel Injectors (one per cylinder)

• Prechamber Fuel Injectors (one per cylinder)

• Electronic Wastegate Actuator

• Smart Temperature Unit (STU)

• Injector Control Unit (ICU) (two per engine)

• Power Distribution Junction Box



Figure 1.10-1. 12V220GL/APG2000 System Block Diagram

12V220GL/APG2000 SYSTEM BLOCK DIAGRAM

IgnitionCoils 24 VDC

Power Distribution

Junction Box

Ignition Power Module w/ Diagnostics

Smart Temperature

Unit

ICU MagneticPickup

WastegateControl

Main Chamber Fuel Injectors

Prechamber Fuel Injectors

InjectorControlUnits

AuxiliarySystemInterface

Electronic Control Panel with

Electronic Service Program

Remote Control Data Acquisition(SCADA or MMI)

Modem

Modem

IntakeManifold Pressure

Knock Sensors

Camshaft &Crankshaft Magnetic Pickup

Barometric Pressure

Main Chamber Fuel Pressure

HT Coolant Pressure

Oil Pressure• Pre-Filter• Post-Filter• Turbocharger

HT Water Temperature

Oil Temperature

Intake Manifold Temperature

Metal Particle Detector

Regulated Fuel Pressure

LT Engine Inlet Temperature

Fuel Supply Pressure

LT Pump Outlet Pressure

Fuel Temperature



Figure 1.10-2. 12V220GL/APG2000 System Block Diagram

AuxiliarySystemInterface

Power Distribution

Junction Box

Ignition Power Module w/ Diagnostics(‘B’ Bank)

IgnitionCoils

(‘B’-Bank)

24 VDC

WastegateControl

Electronic Control Panel with

Electronic Service Program

Modem

18V220GL/APG3000 SYSTEM BLOCK DIAGRAM

Remote Control Data Acquisition(SCADA or MMI)

MA

ST

ER

EC

US

EC

ON

DA

RY

EC

U

IgnitionCoils

(‘A’-Bank)

Knock Sensors(‘A’ Bank)


Ignition Power Module w/ Diagnostics(‘A’-Bank)

Regulated Fuel Pressure

LT Engine Inlet Temperature

Fuel Supply Pressure

LT Pump Outlet Pressure

Fuel Temperature

Knock Sensors

HT Water Temperature

Oil Temperature

Intake Manifold Temperature

Metal Particle Detector

IntakeManifold Pressure


Barometric Pressure

Main Chamber Fuel Pressure

HT Coolant Pressure

Oil Pressure• Pre-Filter• Post-Filter• Turbocharger

Smart Temperature

Unit

ICU MagneticPickup

Main Chamber Fuel Injectors

Prechamber Fuel Injectors

InjectorControlUnits

Modem



Table 1.10-1. Location of Components – A Bank (APG2000 Shown)

Location Component Location Component

1 MAIN CHAMBER FUEL INJECTORS 4 IGNITION POWER MODULE (APG3000/18V220GL)

2 PRECHAMBER FUEL INJECTORS (UNDER COVER) 5 EMERGENCY STOP BUTTON (E-STOP)

3 INJECTOR CONTROL UNITS 6 AC JUNCTION BOX

Table 1.10-2. Location of Components – B Bank (APG2000 Shown)

Location Component Location Component

1 SMART TEMPERATURE UNIT 5 POWER DISTRIBUTION BOX

2 EMERGENCY STOP BUTTON (E-STOP) 6 ENGINE CONTROL UNIT

3 ELECTRONIC WASTEGATE ACTUATOR 7 IGNITION POWER MODULE (IPM-D)

4 AUXILIARY SYSTEM INTERFACE 8 PROTECTIVE EARTH (PE) GROUND

1

6 5 4

3

2

1

2 3

4678 5



ENGINE SYSTEM MANAGER (ESM)

The Waukesha Engine System Manager is an enginemanagement system designed to optimize engine per-formance and maximize uptime. The ESM integratesspark timing control, fuel injection, speed governing,knock detection, start-stop control (with Auxiliary Sys-tem Interface), air-fuel control, diagnostic tools, faultlogging, and engine safeties. ESM automation andmonitoring provides:

• Better engine performance

• Extensive system diagnostics

• Rapid troubleshooting of engines

• Local and remote monitoring capability used totrend engine performance

• Easy integration into an extensive data acquisitionsystem

In addition, the ESM has safety shutdowns such aslow oil pressure, engine overspeed, high intake mani-fold air temperature, high coolant outlet temperature,and uncontrolled knock.

Figure 1.10-3. ESM Installed on 12V220GL Engine

Figure 1.10-4. ESM Installed on APG3000 Enginator

AUXILIARY SYSTEM INTERFACE

The Auxiliary System Interface is used in conjunctionwith the Engine System Manager (see Figure 1.10-5).A site-specific one-time setup is required at startup.Refer to Waukesha 12V/18V220GL Operation & Main-tenance Repair & Overhaul Manual, Form 6309, FirstEdition (or latest edition) for programming information.The Auxiliary System Interface provides:

• Control of the gas train system, prelube/postlube,HT preheat/circulation, exhaust ventilation, and gen-erator space heater.

• Additional input/output (I/O) capability (offered byWaukesha).

• Functionality to combine data from the ECU(s) andits additional I/O into one data stream that is relayedto the Engine Control Panel (ECP).

Figure 1.10-5. Auxiliary System Interface Box



POWER DISTRIBUTION JUNCTION BOX

The Power Distribution Junction Box is used to protectand distribute 24 VDC power to all the components onthe engine that require power, such as the ECU,IPM-D and actuators; no other power connections arenecessary. It also triggers controlled devices such asthe prelube motor and fuel valve. The Power Distribu-tion Junction Box contains circuitry to clamp input volt-age spikes to a safe level before distribution. It willdisable individual output circuits from high currentevents such as a wire short. Also, LEDs inside thePower Distribution Junction Box aid in troubleshootingof the individual output circuits.

ENGINE CONTROL PANEL (ECP)

NOTE: Refer to Waukesha 12V/18V220GL Operation& Maintenance Repair & Overhaul Manual, Form6309, First Edition (or latest edition) for completeEngine Control Panel instructions.

The ECP5000EW panel provides an interface to theESM, control of the engine-generator set, metering ofthe generator and bus, historical data logging, andreport generation. The optional Supervisory ControlAnd Data Acquisition (SCADA) feature includesremote access via a built-in web server, and e-mailingof warning and shutdown messages.

It is recommended that all information be accessedand programmed through the touch screen located onthe front of the control panel. (see Figure 1.10-7). TheECP screens display system information from ESM,Auxiliary System Interface, and other Enginatorparameters. The Electronic Service Program (ESP)can also be accessed through the ECP. (See “Elec-tronic Service Program (ESP)” on page 1.10-13.)

Figure 1.10-6. Engine Control Panel (ECP)

ESM COMPONENTS

ENGINE CONTROL UNIT (ECU)

The Engine Control Unit (ECU) is the central module,or “hub,” of the ESM. Based on system inputs, theECU logic and circuitry drive all the individual sub-systems.

On an 18V220GL/APG3000, two ECUs are used, withone as a master and the other as a secondary. Thesecondary ECU is mounted directly behind the masterECU on the engine. The master ECU is the main con-trol for the engine and receives most of the sensor andcontrol inputs. The secondary ECU is only responsiblefor the ignition timing and knock control for the 'A' bankunder the authority of the master ECU. Each ECU con-trols an IPM-D, which provides the ignition per bank.The ECUs communicate over a Controller Area Net-work (CAN). The the two ECUs are not interchange-able as a different calibration is required for each ECU.

1) ESM ENGINE CONTROL UNIT (ECU)

Figure 1.10-7.

1



IGNITION POWER MODULE WITH DIAGNOSTICS (IPM-D)

The Ignition Power Module with Diagnostic capability(IPM-D) is used to fire the spark plug at the requiredvoltage (see Figure 1.10-8).

NOTE: The 12V220GL/APG2000 is equipped withone IPM-D. The 18V220GL/APG3000 is equipped withtwo IPM-Ds.

INJECTOR CONTROL UNIT (ICU)

The ECU controls the timing and the duration of thefuel injection through the ICUs (see Figure 1.10-9).The ICUs control the main chamber fuel injectors andprechamber fuel injectors (see Figure 1.10-10 andFigure 1.10-11).

1) IGNITION POWER MODULE WITH DIAGNOSTICS (IPM-D)

Figure 1.10-8.

1) MASTER INJECTOR CONTROL UNIT

2) SECONDARY INJECTOR CONTROL UNIT

Figure 1.10-9.

1

1

2

1) MAIN CHAMBER FUEL INJECTOR

Figure 1.10-10.

1) PRECHAMBER FUEL INJECTOR

Figure 1.10-11.

1

1



ELECTRONIC WASTEGATE ACTUATOR

The wastegate actuator is controlled by the ECU inorder to modify the air-fuel mixture supplied to theengine (see Figure 1.10-12).

SMART TEMPERATURE UNIT (STU)

The STU reads and communicates the individual cylin-der exhaust temperatures to the ECU via the ICU. TheECU uses this information to adjust individual cylinderfuel injection and for misfire detection(see Figure 1.10-13).

1) ELECTRONIC WASTEGATE ACTUATOR

Figure 1.10-12.

1) SMART TEMPERATURE UNIT

Figure 1.10-13.

1

1



ENGINE SYSTEM MANAGER SENSORS

A wide variety of sensors are used to provide critical operating information to the ECU. If a sensor provides a signaloutside the normal range long enough, the ECU will flag either an alarm or a shutdown depending on how great thevalue deviates from normal, or if the values exceed the setpoints programmed in ESP. Sensors normally do notrequire maintenance or adjustments.

See Table 1.10-3 and Table 1.10-4 for sensor locations, and Figure 1.10-14. through Figure 1.10-26. for picturesof each.

Table 1.10-3. Location of Mounted Sensors – A Bank (APG2000 Shown)

Location Sensor Location Sensor

1 FUEL PRESSURE SENSOR 7 LT WATER TEMPERATURE SENSOR (OPTIONAL)

2 EXHAUST THERMOCOUPLES (ONE PER CYLINDER) 8 LT WATER PRESSURE SENSOR (OPTIONAL)

3 KNOCK SENSORS (ONE PER CYLINDER) 9 HT WATER TEMPERATURE SENSOR

4 TURBOCHARGER OIL PRESSURE SENSOR 10 CAMSHAFT MAGNETIC PICKUP

5 METAL PARTICLE DETECTOR 11 INJECTION CONTROL UNIT MAGNETIC PICKUP

6 HT WATER PRESSURE SENSOR

1234

7

8

6

5

9 10 11



Table 1.10-4. Location of Mounted Sensors – A Bank (APG2000 Shown)

Location Sensor Location Sensor

12 OIL TEMPERATURE SENSOR 16 BAROMETRIC PRESSURE SENSOR

13 POST-FILTER OIL PRESSURE SENSOR 17 INTAKE MANIFOLD PRESSURE SENSOR (IMAP)

14 PRE-FILTER OIL PRESSURE SENSOR 18 INTAKE MANIFOLD TEMPERATURE SENSOR (IMAT)

15 CRANKSHAFT MAGNETIC PICKUP SENSOR

(UNDER COVER)

12

1615 18

14 13

17

1) FUEL PRESSURE SENSOR

Figure 1.10-14.

1

2) EXHAUST THERMOCOUPLE (ONE PER CYLINDER)

Figure 1.10-15.

2



NOTE: The LT water temperature sensor and LT pressure sensorare optional engine sensors that connect directly to the Aux-iliary System Interface.

3) KNOCK SENSOR (ONE PER CYLINDER)

Figure 1.10-16.

4) TURBOCHARGER OIL PRESSURE SENSOR

Figure 1.10-17.

5) METAL PARTICLE DETECTOR

Figure 1.10-18.

3

4

5

6) HT WATER PRESSURE SENSOR

Figure 1.10-19.

7) LT WATER TEMPERATURE SENSOR

8) LT WATER PRESSURE SENSOR

Figure 1.10-20.

9) HT WATER TEMPERATURE SENSOR

Figure 1.10-21.

6

7

8

9



10) CAMSHAFT MAGNETIC PICKUP

11) ICU MAGNETIC PICKUP

Figure 1.10-22.

12) OIL TEMPERATURE 13) POST-FILTER PRESSURE

14) PRE-FILTER PRESSURE

Figure 1.10-23.

1110

12

14 13

15) CRANKSHAFT MAGNETIC PICKUP SENSOR (18-CYLINDER LOCATION)

15*)CRANKSHAFT MAGNETIC PICKUP SENSOR (12-CYLINDER LOCATION)

Figure 1.10-24.

16) BAROMETRIC PRESSURE SENSOR

Figure 1.10-25.

17) INTAKE MANIFOLD PRESSURE SENSOR (IMAP)

18) INTAKE MANIFOLD TEMPERATURE SENSOR (IMAT)

Figure 1.10-26.

15*

15

16

17

18



ELECTRONIC SERVICE PROGRAM (ESP)

Figure 1.10-27. Electronic Service Program’s (ESP’s) Graphical User Interface

The PC-based Electronic Service Program (ESP) isthe primary means of obtaining information on systemstatus. ESP provides a user-friendly, graphical inter-face in a Microsoft® Windows® XP operating systemenvironment (see Figure 1.10-27). If the user needsfault code troubleshooting information while using theESP software, an electronic help file is included.

ESP is a diagnostic tool and is the means by which theinformation recorded to the ECU fault logs can beread. Minimal site-specific programming is required.

This is the ESP shortcut that appears onyour desktop after loading the softwareon your PC. To open the ESP software,double-click on the shortcut.

E-HELP

ESP contains an electronic help file named E-Help(see Figure 1.10-28 for a sample screen). E-Help pro-vides fault code troubleshooting information when aPC with the ESP software is used. The user canquickly and easily move around in E-Help throughhypertext links from subject to subject. E-Help is auto-matically installed when the ESP software is installed.To access the help file anytime while using the ESPsoftware, press the [F1] function key on the keyboardor select “Help” from the menu bar and choose “HelpContents...”.

See Section 4.00 Troubleshooting “E-Help” for moreinformation.



Figure 1.10-28. Sample E-Help Screen

USER INTERFACE PANELS

The ESM ESP software displays engine status andinformation on eight panels:

These panels display system and component status,current pressure and temperature readings, alarms,ignition status, governor status, air-fuel control status,and programmable adjustments.

Each of the panels is viewed by clicking the corre-sponding tab or by pressing the corresponding func-tion key ([F#]) on the keyboard.

ESM DIAGNOSTICS

The ESM performs self-diagnostics using the inputand output values from the ECU, the sensors, andengine performance. The ECU detects faulty sensorsand wires by checking for sensor readings that are outof programmed limits.

When a fault occurs, several actions may take place asa result. A fault can have both internal actions andexternal visible effects. Each fault detected will causeone or more of the following actions to occur:

• Alarm is logged by the ECU and appears in the ESPFault Log. See Section 3.00 Introduction to Elec-tronic Service Program (ESP) for more information.

• Yellow status LED on the front of the ECU lights andbegins to flash a fault code.

• Shutdown occurs and the red status LED on thefront of the ECU lights and flashes a code.

• Sensors and actuator switch into a “default state”where the actuator/sensors operate at expectednormal values or at values that place the engine in asafe state. When the default state takes control, analarm is signaled and the fault is logged but theengine keeps running (unless, as a result of thefault, a shutdown fault occurs).

• Alarm or shutdown signal is transmitted over thecustomer interface (RS-485 MODBUS® and digitaloutput).

[F2] Engine panel [F8] AFR Setup panel

[F3] Start-Stop panel [F10] Status panel

[F4] Governor panel [F11] Advanced panel

[F5] Ignition panel Secondary ECU panel*

*The Secondary ECU panel is available only on18V220GL/APG3000 Engines.



SAFETY SHUTDOWNS

The ESM provides numerous engine safety shutdownsto protect the engine. These engine safety shutdownsinclude:

• Emergency Stop (E-Stop) switches on each side ofthe engine and one located on the ECP

• Low oil pressure

• Metal particles in oil or loss of metal particle sensor

• Engine overspeed

•• 7% overspeed instantaneous

•• Waukesha-calibrated to run no more than ratedspeed

•• User-calibrated driven equipment overspeed

• Customer-initiated emergency shutdown

• Engine overload (based on percentage of enginetorque)

• High exhaust temperature/Low exhaust temperature

• Uncontrollable knock

• HT water coolant temperature

• HT water coolant pressure

• High intake manifold air temperature

• Overcrank

• Engine stall

• Security violation

• High oil temperature

• Loss of kW transducer

• Failure of magnetic pickup

• Injection disabled

• Internal ECU, Injection Control Unit (ICU), andSmart Temperature Unit (STU) faults

START-STOP CONTROL

The engine control system manages the start, normalstop, and emergency stop sequences of the engine,including prelube, postlube, exhaust vent, water heat-ing/circulation, and gas train testing. The user isinformed of any shutdowns or alarms via the light onthe ECP and indicators on the ECP screen. SeeSection 2.05 Start-Stop Control for more information.

IGNITION SYSTEM

The ESM controls spark plug timing with a digitalcapacitive discharge ignition system. Together theECU and the IPM-D provide accurate and reliable igni-tion timing resulting in optimum engine operation. Formore information on the ignition system, seeSection 2.10 Ignition System.

ESM SPEED GOVERNING AND AIR-FUEL RATIO CONTROL

Speed governing is completely integrated into theESM; all actions are handled by the ECU by means offuel injection. The ECU sends information to the Injec-tion Control Unit (ICU) and the wastegate actuator toadjust the amount of fuel and air being delivered intothe cylinders. This injection governing system providesthe following benefits:

• More precise fuel metering

• Excellent transient response

• Improved load acceptance

• Easier setup

• Integrated operation diagnostics

The ESM air-fuel ratio control is completely integratedinto the ESM, with all sensor inputs, control routines,and output actions handled by the ECU.

For more information on speed governing or air-fuelratio control, see Section 2.20 Governing and Air-FuelControl.

KNOCK DETECTION

The ESM protects Waukesha Engine spark-ignitedgas engines from damage using knock (detonation)detection. This is accomplished by monitoring vibra-tions at each cylinder with engine-mounted knock sen-sors.

For more information on knock detection, seeSection 2.15 Knock Detection and Timing Control.



ACTIVE CYLINDER MANAGEMENT

Natural gas engines at idle or low load have a ten-dency to partially misfire. When active cylinder man-agement is enabled, fuel supply to the main chamberinjectors is shut off in a rotational pattern. By doingthis, the engine can run fewer cylinders at a higherload level, increasing the engine’s efficiency andreducing partial misfires. The prechamber injectorsand ignition firing sequence are maintained to keepthe cylinders that are not firing ready for their nextcombustion cycle.

LOWER HEATING VALUE (LHV)

The LHV is used as a compensation tool for precham-ber duration as well as Active Cylinder Management.Fuels with a high LHV will shorten the prechamberinjection duration to compensate for the increasedenergy density of the fuel. The maximum injectionduration used for each Active Cylinder Managementmode will also be reduced to ensure that the enginechanges modes at the proper load points. Using a fuelwith a low LHV will lengthen the prechamber injectionduration to compensate for the decreased energy den-sity of the fuel. The maximum injection duration usedfor each Active Cylinder Management mode will alsobe increased to ensure that the engine changesmodes at the proper load points.

NOTE: It is important that the LHV entered be asclose to the fuel that is being used on the engine aspossible. Not doing so could result in engine knock ormisfire.


ESM OPERATION

CONTENTS

SECTION 2.00 – SYSTEM POWER AND WIRING

SECTION 2.05 – START-STOP CONTROL

SECTION 2.10 – IGNITION SYSTEM

SECTION 2.20 – GOVERNING AND AIR-FUEL CONTROL

SECTION 2.25 – EMERGENCY SAFETY SHUTDOWNS


ESM OPERATION


SECTION 2.00

SYSTEM POWER AND WIRING

POWER SUPPLY REQUIREMENTS





The ESM requires 18 – 32 VDC. The peak-to-peakvoltage ripple must be less than 2 volts. The maxi-mum, or high end, voltage is 32 volts.

NOTE: The label on the ECU lists a voltagerequirement of 12 – 36 VDC. That range is the powerrequirement for the ECU only. For proper operation,the ESM requires 18 – 32 VDC.

The ESM will run on 18 – 32 VDC, but if the voltagedrops below 21 VDC, the ESM will trigger the alarmALM454. ALM454 is triggered when the battery volt-age is out of specification. ALM454 is a warning to theoperator that some action must be taken to preventpower loss and engine shutdown.

Batteries are the preferred method of supplying theESM with clean, stable power. In addition, batterieshave the advantage of continued engine operationshould there be a disruption in the source of electricpower.

Power can also be supplied to the ESM by connectinga DC power supply directly to the Power DistributionJunction Box. The disadvantage of this DC power sup-ply is that if the power is lost, the engine shuts downimmediately. In addition, there is no noise filteringdone by a battery, so a more expensive power supplymay be needed.

See “Connecting Ground and Power to Power Distribu-tion Junction Box” on page 2.00-4 for information onwiring power inside the Power Distribution JunctionBox.

BATTERY REQUIREMENTS

WARNINGComply with the battery manufacturer’s recom-mendations for procedures concerning properbattery use and maintenance. Improper mainte-nance or misuse can cause severe personal injuryor death.

WARNINGBatteries contain sulfuric acid and generate explo-sive mixtures of hydrogen and oxygen gases.Keep any device that may cause sparks or flamesaway from the battery to prevent explosion. Batter-ies can explode, causing severe personal injury ordeath.

WARNINGAlways wear protective glasses or goggles andprotective clothing when working with batteries.You must follow the battery manufacturer’sinstructions on safety, maintenance, and installa-tion procedures. Failure to follow the battery man-ufacturer’s instructions can cause severe personalinjury or death.

CAUTION



The batteries must be maintained properly, in goodoperating condition, and at full charge. System voltagemust remain above 18 VDC even during cranking toensure proper operation.

Failure to properly maintain the charge of the batteriescauses sulfation of the battery plates, reducing and

eventually destroying the ability of the battery to gen-erate power or dampen ripples. Failure to adequatelydampen ripples may lead to malfunction of batterypowered devices. See Section 4.05 ESM Maintenance“Battery Maintenance”.

Figure 2.00-1. Battery Wiring Schematic

POWER DISTRIBUTION

JUNCTION BOX

1/2 INCHGROUND STUD

ENGINE CRANKCASE

POWER (+) NOT WIRED AT WAUKESHA ENGINE

GROUND (–) NOT WIRED AT WAUKESHA ENGINE

GROUND (–) WIRED AT WAUKESHA ENGINE

+ – + –

EARTH GROUND (–) ENGINE NOT WIRED AT WAUKESHA ENGINE UNLESSAN ENGINATOR PACKAGE. ENGINATORS ARE WIRED TO THE SKID.

BATTERY

ENGINECONTROL

PANEL

ANY CHARGING EQUIPMENT MUST BE CONNECTED DIRECTLY TO THE BATTERIES

EARTH GROUND

BATTERYCHARGER

BATTERY

DETERMINE SIZE USINGTABLE 2.00-1 THROUGH TABLE 2.00-3

DETERMINE SIZE USINGTABLE 2.00-1 THROUGH TABLE 2.00-3

FRONT

GROUNDED TO SKID VIA STRAP; EARTH GROUND FROM GENERATOR




WARNINGDo not install, set up, maintain, or operate anyelectrical components unless you are a technicallyqualified individual who is familiar with the electri-cal elements involved. Electrical shock couldresult in severe personal injury or death.

NOTE: The batteries should be wired directly to thePower Distribution Junction Box (use the largestdiameter cable that is practical; 00 AWG is the largestthe Power Distribution Junction Box canaccommodate).

The installer needs to supply 24 VDC power to thePower Distribution Junction Box. Table 2.00-1 lists thecurrent draw information for the ESM; always wire formaximum current draw.

RECOMMENDED WIRING

Depending on the distance from the batteries or powersupply, choose appropriate cable diameters for groundand power using Table 2.00-2 and Table 2.00-3.

Table 2.00-1. ESM Current Draw

ENGINE MODEL

MAXIMUM CURRENT DRAW (AMPS)

12V220GL 30

18V220GL 30

Engine off, ESM/Auxiliary System Interface powered up for all engines—2 AMP

Table 2.00-2. AWG, mm2, and Circular mils

AWG mm2 CIRCULAR MILS0000 107.2 211592

000 85.0 167800

00 67.5 133072

0 53.4 105531

1 42.4 83690

2 33.6 66369

3 26.7 52633

4 21.2 41740

6 13.3 26251

8 8.35 16509

10 5.27 10383

12 3.31 6529.8

14 2.08 4106.6

16 1.31 2582.7

Table 2.00-3. Recommended Wire Sizes (AWG) vs. Round Trip Length Between Battery and Power Distribution Junction Box

ROUND TRIP LENGTH OF CONDUCTOR MAXIMUM CURRENT (AMPS)

FT M 5 10 15 20 25 30 40 50 60 70 80 90 10010 3.0 18 18 16 14 12 12 10 10 10 8 8 8 6

15 4.6 18 16 14 12 12 10 10 8 8 6 6 6 6

20 6.1 18 14 12 10 10 10 8 6 6 6 6 4 4

25 7.6 16 12 12 10 10 8 6 6 6 4 4 4 4

30 9.1 16 12 10 10 8 8 6 6 4 4 4 2 2

40 12.2 14 10 10 8 6 6 6 4 4 2 2 2 2

50 15.2 12 10 8 6 6 6 4 4 2 2 2 1 1

60 18.3 12 10 8 6 6 4 4 2 2 1 1 0 0

70 21.3 12 8 6 6 4 4 2 2 1 1 0 0 2/0

80 24.4 10 8 6 6 4 4 2 2 1 0 0 2/0 2/0

90 27.4 10 8 6 4 4 2 2 1 0 0 2/0 2/0 3/0

100 30.5 10 6 6 4 4 2 2 1 0 2/0 2/0 3/0 3/0

110 33.5 10 6 6 4 2 2 1 0 0 2/0 3/0 3/0 4/0

120 36.6 10 6 4 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0

130 39.6 8 6 4 2 2 2 1 0 2/0 3/0 3/0 4/0 4/0

140 42.7 8 6 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0 –

150 45.7 8 6 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0 –

160 48.8 8 6 4 2 2 1 0 2/0 3/0 4/0 4/0 4/0 –



2

CONNECTING GROUND AND POWER TO POWER DISTRIBUTION JUNCTION BOX

WARNINGDisconnect all electrical power supplies and bat-teries before making any connections or servicingany part of the electrical system. Electrical shockcan cause severe personal injury or death.




1. Locate the 1/2 inch ground stud inside the PowerDistribution Junction Box (see Figure 2.00-3).

2. Secure ground to the ground stud inside the PowerDistribution Junction Box using hardware as required

3. Secure ground cable to ground stud next to ESMcontrollers.

4. Apply corrosion protection material such asKrylon® 1307 or K1308 Battery Protector (orequivalent) to the ground connection.

5. Choose an appropriately sized sealing gland forthe +24 VDC power cable.

6. Feed the power cable through the POWER cordgrip.

7. Install an appropriately sized ring terminal on thepower cable.

8. Attach the power ring terminal to the positive3/8 inch stud located in the Power Distribution JunctionBox (see Figure 2.00-3).

CUSTOMER INTERFACE HARNESS

The electrical interfer-ence from solenoids

and other electrical switches will not be cyclic andcan be as high as several hundred volts. Thiscould cause faults within the ESM that may or maynot be indicated with diagnostics. WaukeshaEngine requires a “freewheeling” diode be addedacross the coils of relays and solenoids to sup-press high induced voltages that may occur whenequipment is turned off. Failure to comply will voidproduct warranty. Disregarding this informationcould result in personal injury and/or productdamage.

NOTE: The Customer Interface Harness must beproperly grounded to maintain CE compliance.

Customer electrical connections to the ECU are madethrough the Customer Interface Harness. The harnessis shipped loose with the engine and has a standardlength of 25 ft. (8 m). Optional harness lengths of 50 ft.(15 m) and 100 ft. (30 m) are available. The terminatedend of the harness connects to the Auxiliary SystemInterface. The unterminated end of the harness con-nects to the Engine Control Panel. Table 2.00-4 pro-vides information on each of the unterminated wires inthe Customer Interface Harness.

Some connections of the Customer Interface Harnessare required for ESM operation (see Table 2.00-5).For more information on optional connections, seeTable 2.00-6.

1) Ground Stud

Figure 2.00-2.

CAUTION

1

1) Positive Battery Connection 2) Negative Battery Connection

Figure 2.00-3.

1

2

CAUTION

.00-4 FORM 6318 First Edition


Table 2.00-4. Customer Interface Harness Loose Wire Identification (Part 1 of 2)

CIRCUIT#

WIRE LABEL DESCRIPTION SIGNAL NAME SIGNAL

TYPEWIRE

COLORFROM

PINWIRESIZE

SOCKET SIZE

1110 GOVAUXGNDUsed for compatible load sharing input. Used for power generation applications only.

Aux. Input Ground Ground Black 29 20 20-24

1111 LOGIC GND Used as the negative connection point for 4 – 20 mA signals.

Customer Reference Ground

Ground via internal resettable fuse

(See Note)Black 4 16 16-20

1137 GOVAUXSHD Used as shield for compatible load sharing input. Harness Shield Shield Silver 44 20 20-24

1145 RS 485SHDCustomer shield ground for RS485 twisted shielded pair wire.

RS-485 Shield — Silver 13 20 20-24

1305 RS 485A– RS485 MODBUS® RS485 A– Comms Green 2 20 20-241306 RS 485B+ RS485 MODBUS® RS485 B+ Comms Yellow 23 20 20-24

1600 PROG OP1A 4 – 20 mA output from the ECU that represents an engine operating parameter.

Average rpm 4 – 20 mA O/P+ (See Note)

Dark Green 9 20 20-24


Oil Pressure 4 – 20 mA O/P+ (See Note)



Coolant Temperature

4 – 20 mA O/P+ (See Note)

Dark Orange 3 20 20-24


Intake Manifold Absolute Pressure

4 – 20 mA O/P+ (See Note)


1604 ENG ALMA digital output from the ECU that indicates the ECU is in either alarm or shutdown mode.

Engine Alarm Digital HSD O/P White 14 20 20-24

1606 ESD

A digital input to the ECU from the local control that must be high for the engine to run. If ESD goes low, the engine performs an emergency shutdown.

Emergency Engine Shutdown Digital I/P Yellow 15 20 20-24

1607 ENG ESD

A digital output from the ECU that indicates the ECU is in shut-down mode. Output is NOT latched.

Emergency Shutdown Digital HSD O/P White 42 20 20-24

1608 GOVREMSEL

Digital input to the ECU that switches between either remote speed setting input or high/low idle input. Must be used to enable remote speed input. Not typically used for power genera-tion.

Remote Speed Select Digital I/P Yellow 22 20 20-24

1609 STARTMomentary digital input to the ECU that is used to begin the engine start cycle.

Start Engine Digital I/P Yellow 24 20 20-24

1611 RUN/STOP

A digital input to the ECU from the local control that must be high for the engine to run. If RUN/STOP goes low, the engine performs a normal shutdown.

High = OK to RunLow = Normal

ShutdownDigital I/P Yellow 25 20 20-24

1613 GOVREMSP–Input to the ECU that is used for remote speed setting using 4 – 20 mA signal.

Remote Speed Setting 4 – 20 mA

Signal –

4 – 20 mA I/P–Open circuit for 0.875 – 4.0 V

operation

Light Blue 27 20 20-24

1614 GOVREMSP+Input to the ECU that is used for remote speed setting using 4 – 20 mA signal.

Remote Speed Setting 4 – 20 mA

Signal +

4 – 20 mA I/P+Open circuit for 0.875 – 4.0 V

operation

Light Green 39 20 20-24

1615 GOVAUXSIGUsed for compatible load sharing input. Used for power generation applications only.

Aux. Input Signal ±2.5 V I/P Red 28 20 20-24

1616 GOVHL IDL

Digital input to the ECU that changes the operating rpm of the engine. Used for power gen-eration applications only. When using GOVREMSEL, the input status of GOVHL IDL must be checked. See information on set-ting this input to a “safe mode” in Table 2.00-5.

Rated Speed/Idle Speed Select Digital I/P Yellow 37 20 20-24



1617 KNK ALM

A digital output from the ECU that indicates the engine is knocking and will shut down immediately unless some action is taken to bring the engine out of knock.

Engine Knocking Digital HSD O/P White 47 20 20-24

1618 GOV 40

Used for remote speed voltage input setting. Fit “jumper” between GOV 40 and GOV 41 to use 4 – 20 mA remote speed input.

Remote Speed Setting Mode

Select

0.875 – 4.0 V I/P+Fit “jumper” between

40 and 41 for4 – 20 mA operation

Tan 40 20 20-24

1619 GOV 41

Used for remote speed voltage input setting. Fit “jumper” between GOV 40 and GOV 41 to use 4 – 20 mA remote speed input.

Remote Speed Setting Mode

Select

0.875 – 4.0 V I/P–Fit “jumper” between

40 and 41 for 4 – 20 mA operation

Tan 41 20 20-24

1620 GOVALTSYN

Alternate governor dynamics. Used for power generation appli-cations only to obtain a smooth idle for fast paralleling to the grid.

Alternate Governor Dynamics Digital I/P Yellow 10 20 20-24

1621 AVL LOAD%

A 4 – 20 mA output from the ECU that represents the avail-able percentage of rated torque the engine is capable of produc-ing.

Available Load + 4 – 20 mA O/P+ Dark Green 33 20 20-24

1622 WKI–

A 4 – 20 mA analog input to the ECU that represents the real-time WKI rating of the fuel. Use not necessary for most applications.

Fuel Quality (WKI) Signal – 4 – 20 mA I/P– Light

Blue 31 20 20-24

1623 WKI+

A 4 – 20 mA analog input to the ECU that represents the real-time WKI rating of the fuel. Use not necessary for most applications.

Fuel Quality (WKI) Signal + 4 – 20 mA I/P+ Light

Green 30 20 20-24

1624 ACT LOAD%

A 4 – 20 mA output from the ECU that represents the actual percentage of rated torque the engine is currently producing.

Engine Load + 4 – 20 mA O/P+ (See Note)


1627 USER DIP1A digital input to the ECU that can be used to indicate a cus-tomer alarm.

User DefinedDigital Input 1 Digital I/P Yellow 16 20 20-24







1631 LRG LOAD

Digital input to the ECU that “kicks” the governor to help the engine accept large load addi-tions. Mainly useful for stand-alone power generation applications.

Load Coming Digital I/P Yellow 20 20 20-24

1636 KW TRANS+A 4 – 20 mA input to the ECU that represents the generator power output.

kW Transducer + 4 – 20 mA I/P+ Red 7 20 20-24

1637 KW TRANS–A 4 – 20 mA output to the ECU that represents the generator power output.

kW Transducer – 4 – 20 mA I/P– Black 8 20 20-24

NOTE: Use LOGIC GND “Customer Reference Ground” as the negative connection point for these 4 – 20 mA signals. Self-regulating solidstate logic can become high impedance during an overcurrent event. The overcurrent logic is rated for 1.1 A.

Table 2.00-4. Customer Interface Harness Loose Wire Identification (Continued), (Part 2 of 2)

CIRCUIT#

WIRE LABEL DESCRIPTION SIGNAL NAME SIGNAL

TYPEWIRE

COLORFROM

PINWIRESIZE

SOCKET SIZE



REQUIRED CONNECTIONS

Table 2.00-5 lists required connections of the untermi-nated wires of the Customer Interface Harness thatare necessary for the ESM to enable the ignition andfuel. All digital inputs and outputs are referenced tobattery negative. Digital High Side Driver (HSD) out-puts can drive a maximum of 1 amp. All4 – 20 milliamp inputs to the ECU are acrossan internal 200 Ω resistance.

The input source common must be connected to Cus-tomer Reference Ground for proper operation (seeFigure 2.00-4). This also applies when a0.875 – 4.0 volt input is used. All 4 – 20 milliamp out-puts from the ECU are internally powered with a maxi-mum drive voltage of 8 volts.

NOTE: A high signal is a digital signal sent to the ECUthat is between 8.6 and 36 volts. A low signal is a digitalsignal sent to the ECU that is less than 3.3 volts.

All the 4 – 20 milliamp inputs have the ability to disableunder fault conditions. If the input current exceeds22 milliamps (or the output voltage exceeds 4.4 volts),the input is disabled to protect the ECU. When a cur-rent source becomes an open circuit, it typically out-puts a high voltage to try to keep the current flowing.This can lead to the situation where the ECU protec-tion circuit remains disabled because it is sensing ahigh voltage (greater than 4.4 volts).

In practice, this should occur only when a genuine faultdevelops, in which case the solution is to cycle theECU power after repairing the fault.

The input is also disabled when the ECU is not pow-ered. Therefore, if the current source is poweredbefore the ECU, it will initially output a high voltage totry to make the current flow. The 4 – 20 milliamp inputsare all enabled briefly when the ECU is powered. If theinput source continues to supply a high voltage(greater than 4.4 volts) for longer than500 microseconds, the ECU input will be disabledagain. The fault can be cleared by removing power toboth the ECU and the current source, then poweringthe ECU before the current source.

NOTE: It is recommended that the ECU remainpowered at all times if possible. If not, always restorepower to the ECU before powering the current source.

A Zener diode is required to prevent the ECU frombecoming disabled when a current source is poweredbefore the ECU. The Zener diode should be a 6.2 volt.,1.0 watt Zener diode from (+) to (–) across all 4 – 20mA input signals (see Figure 2.00-4). This diode maybe applied at the signal source, such as an output cardof a PLC, or at an intermediate junction box commonlyused where the Customer Interface Harness termi-nates (see Figure 2.00-4).

Table 2.00-5. Required Connection Descriptions

DESCRIPTION WIRELABEL PHYSICAL CONNECTION

Start Engine STARTMomentary (>1/2 second and <60 seconds) digital signal input to ECU to begin the starting process, must momentarily be connected to +24 VDC nominal (8.6 – 36 volts) for the ECU to start the engine.

Normal Shutdown(Run / Stop) RUN/STOP

A digital signal input to the ECU that must be connected to +24 VDC nominal (8.6 – 36 volts) for the engine to run. If RUN/STOP goes open circuit, the engine per-forms a normal shutdown.

Emergency Shutdown ESD

A digital signal input to the ECU that must be connected to +24 VDC nominal (8.6 – 36 volts) for the engine to run. If ESD goes open circuit, the engine performs an emergency shutdown. NOTE: Do not use this input for routine stopping of the engine. After a emergency shut-down and rpm is zero, ESD input should be raised to high to reset the ESM. If ESD input remains low, ESM reset will be delayed and engine may not start for up to 1 minute.

Rated Speed / Idle Speed(Fixed Speed Application) GOVHL IDL

Digital signal input to ECU, must be connected to +24 VDC nominal(8.6 – 36 volts) for rated speed, idle speed and remote speed setting enable (GOVREMSEL) must be open circuit. When using the Remote Speed/Load Setting, GOVHL IDL should be set to a safe mode. “Safe mode” means that if the wire that enables remote rpm operation (GOVREMSEL) fails, the speed setpoint will default to the GOVHL IDL idle value. Consider all process/driven equipment requirements when programming idle requirements.

Remote Speed / Load Setting(Variable Speed Application)

GOVREMSP–GOVREMSP+

Either 4 – 20 milliamp or 0.875 – 4.0 volt input to ECU. Inputs below 2 milliamps (0.45 volts) and above 22 milliamps (4.3 volts) are invalid. Input type can be changed by fitting a jumper across pins 40 and 41 to enable the 4 – 20 milliamp option. GOVREMSP– and GOVREMSP+ are used for the 4 – 20 milliamp input. For voltage, input pin 40 is the positive voltage input and pin 41 is the negative voltage input. Refer to Figure 2.00-4 for an example showing the user 4-20 mA analog inputs.

Remote Speed Setting Enable(Variable Speed Application) GOVREMSEL

Digital signal input to ECU must be connected to +24 VDC nominal(8.6 – 36 volts) to enable remote speed/load setting.NOTE: When programming Rated Speed/Idle Speed, GOVHL IDL must be set to safe mode.

kW Transducer + KW TRAN+ A 4 – 20 mA input to the ECU that represents the generator power output.

kW Transducer – KW TRAN– A 4 – 20 mA output to the ECU that represents the generator power output.

NOTE: BOLD letters in table match wire label names.



OPTIONAL CONNECTIONS

Table 2.00-6 lists optional connection descriptions of the unterminated wires of the Customer Interface Harness.

Table 2.00-6. Optional Connection Descriptions – Customer Interface Harness

DESCRIPTION WIRELABEL PHYSICAL CONNECTION

Current Operating Torque ACT LOAD% A 4 – 20 milliamp output from the ECU that represents the current engine torque output on a 0 – 125% of rated engine torque scale.

Desired Operating Torque AVL LOAD%A 4 – 20 milliamp output from the ECU that represents the desired operating torque of the engine. Always indicates 100% of rated engine torque unless there is an engine fault such as uncontrollable knock.

Engine Alarm ENG ALM

Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery voltage – 1 volt) when ECU detects engine problem. Output remains +24 VDC nominal while an alarm is active. As soon as alarm condition is resolved, digital signal returns to open circuit.

Engine OK / Emergency Shutdown ENG ESD Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery

voltage – 1 volt) when ECU performs an emergency shutdown.

Synchronizer Mode/Alternate Governor Dynamics GOVALTSYN

Digital signal input to the ECU when +24 VDC nominal (8.6 – 36 volts) allows syn-chronizer mode/alternate governor dynamics. User can program a small speed offset to aid in synchronization.

Aux Speed InputGOVAUXSIG GOVAUXGNDGOVAUXSHD

A ±2.5 volt input to the ECU used for compatibility to Woodward™ generator con-trol products (or other comparable control products).

Uncontrolled Knock KNK ALM

Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery voltage – 1 volt) when ECU cannot control engine knock. Allows customer knock control strategy such as load reduction instead of the ECU shutting down the engine.

Load Coming LRG LOAD

Digital signal input to the ECU when +24 VDC nominal (8.6 – 36 volts) is applied, signals the ECU that a large load will be applied to the engine. This input can be used to aid in engine load acceptance. User can program delay time from receipt of digital signal to action by the ECU.

Four Analog OutputsPROG OP 1

through PROG OP 4

4 – 20 milliamp analog outputs from the ECU that can be used to read engine parameters such as oil pressure, coolant outlet temperature, engine speed, and intake manifold pressure.

MODBUS® RS 485A– RS 485B+RS485SHD

The ECU is a MODBUS® RTU slave operating from 1200 to 19,200 baud on “two-wire” RS-485 hardware. Current operating values such as oil pressure and fault information are available.

Four Digital InputsUSER DIP 1

throughUSER DIP 4

Four digital signal inputs to the ECU when +24 VDC nominal (8.6 – 36 volts) is applied allows user to wire alarm and/or shutdown digital outputs of the local con-trol into ESM. The purpose of these four digital inputs to the ECU is to aid in trou-bleshooting problems with the driven equipment.

WKI Value WKI+ WKI–

A 4 – 20 milliamp input to the ECU that allows the customer to change the input fuel quality (WKI) in real time. (4 mA = 20 WKI; 20 mA = 135 WKI)



kW TRANSDUCER

A kW transducer is installed in the Engine ControlPanel at the factory and is required for proper opera-tion of the ESM.

CT AND PT REQUIREMENTS

NOTE: IEC 60044-1 (1996-12) is the InternationalElectrotechnical Commission standards documenttitled “Current Transformers” (formerly IEC 185). ANSIC57.13 is the American National Standards Institutestandards document titled “Requirements forInstrument Transformers.”

CT Accuracy

CTs shall be Metering Class of 0.3% accuracy, perANSI C 57.13 or IEC 185.

PT Accuracy

PTs shall be Metering Class of 0.6% accuracy, perANSI C 57.13 or IEC 185.

Location and Connections

PTs and CTs shall be installed in a location that isbetween the generator and any load. Parasitic loadsfor pumps, fans, or other devices must be included inthe net kW measured by the transducer system.

SCALE RECOMMENDATIONS

Refer to the Project Drawings for proper scaling.Ratios can also be found in Table 3.10-7 ofSection 3.10 ESP Programming.

WIRING

The signal between the transducer output and the ECUinput shall be carried on a #18 AWG (0.8 – 0.9 mm²)twisted pair cable that conforms to WED wiring specifi-cation S-07342-81:

• The cable shall meet specification requirements ofSAE Recommended Practice J1128 type GXL.

• The cable shall be constructed with a minimum of 9turns per foot.

• No splices shall be used in this configuration.

• Wire ends shall be labeled “KW TRAN+” and “KWTRAN–” using imprinted insulation, printed cloth,printed vinyl, or other industry standard labelingsystem.

• Wire colors shall be RED for “KW TRAN+” andBLACK for “KW TRAN–”.

• A shield is recommended, but not required.

The signal shall not be shared or split with any othermeasuring equipment.

The wiring shall include a connection from transducersignal (–) to ECU logic ground and a 6.2 volt, 1 wattZener diode across the ECU input. This is to preventthe ECU from disabling the input due to temporarilyhigh compliance voltage under certain power-up con-ditions. The diode may be located at the transducerterminals, or at the ESM customer interface terminals,as shown in Figure 2.00-4.

Figure 2.00-4. Example of kW Output Shown (4 – 20 mA Analog Inputs)

CUSTOMER INTERFACE HARNESS

KW TRAN+

LOGIC GND

74 – 20 mA SIGNAL +

4 – 20 mA SIGNAL –

COMMON

POSITIVE

NEGATIVE

4

ZENERDIODE

KW TRAN– 8


SECTION 2.05

START-STOP CONTROL

ENGINE EMERGENCY STOP (E-STOP)

WARNINGAn Emergency Shutdown must never be used for anormal engine shutdown. Doing so may result inunburned fuel in the exhaust manifold. Failure tocomply increases the risk of an exhaust explosion,which can result in severe personal injury ordeath.

When one of the red emergency stop (E-Stop)switches on the engine or the Engine Control Panel(ECP) is pushed, the engine will perform an emer-gency stop (see Figure 2.05-1 and Figure 2.05-2). Inaddition, if the IPM-D power fails or a critical ESDoccurs, the engine will perform an emergency stop.

IMPORTANT! The following critical ESDs will preventpost-shutdown functionality from occurring:

• ESD222 CUST ESD (initiated by ECP panel)

• ESD223 LOW OIL PRESS

• ESD313 LOCKOUT/IGNITION

• ESD532 COOLANT PRESS LOW

• Exh Vent High Temp (initiated by Auxiliary SystemInterface)

To clear a critical ESD (to allow a restart or enablerecirculation), first verify that all ESDs are cleared andthen cycle one of the E-Stop switches at either side ofthe engine. The ECP E-Stop switch will not clear criti-cal ESDs. See “Emergency Shutdown Sequence” inthis section for more information on post-shutdownfunctionality.

NOTE: The E-Stop does NOT cut power to thegenerator space heater. The heater uses a normallyclosed contact in the AC junction box.

1) EMERGENCY STOP SWITCH ON ENGINE

Figure 2.05-1.

1) SHUTDOWN LIGHT 3) WARNING LIGHT

2) EMERGENCY STOP SWITCH

Figure 2.05-2.

1

2 31


START-STOP CONTROL

START-STOP CONTROL DESCRIPTION

NOTE: Refer to Waukesha 12V/18V220GL Operation& Maintenance Repair & Overhaul Manual, Form6309, First Edition (or latest edition) for complete start-stop control information.

The engine control system manages the sequence ofevents for starting, normal stopping, and emergencystopping of the engine.

If any shutdowns or alarms occur during a start-stopsequence, a fault will be signaled via the lights on theECP and indicators on the ECP screen (seeFigure 2.05-2).

START SEQUENCE

The user initiates a start from the ECP. The ECPsends a signal to the Auxiliary System Interface. Afterthe Auxiliary System Interface completes its prestartfunctions, it sends a signal to the ECU to initiate thestart. Once the prestart events are complete, thestarter is activated. The ignition and injection areenabled after the engine has rotated through a mini-mum of two complete engine revolutions.

Once the starter is activated, a timing circuit begins. Ifthe engine does not reach a minimum speed within acalibrated amount of time, the ECU will initiate a shut-down, de-energizing the starter motor. The startermotor is de-energized at an rpm calibrated by Wauke-sha Engine using the “Starter OFF RPM adj” fieldlocated on the [F3] Start-Stop panel.

See Figure 2.05-3 for the Start Flow Diagram.

NORMAL SHUTDOWN SEQUENCE

When a normal shutdown is activated, the ECP ini-tiates a cooldown. The engine is then stopped by firstde-energizing the ESM-controlled blocking valve andthen de-energizing the ignition and injection as theengine speed drops to zero. If the engine fails to stopin a factory-programmed period of time (typically lessthan one minute) after the blocking valve has been de-energized, the ignition and injection are de-energized,forcing a shutdown. It will also activate the actuatorautocal and run the Auxiliary System Interface post-shutdown functionality supplying oil to vital enginecomponents.

See Figure 2.05-4 for the Stop Flow Diagram.

EMERGENCY SHUTDOWN SEQUENCE







To clear a critical ESD (to allow a restart or enablerecirculation), you must cycle either of the E-Stopswitches at the engine. The ECP E-Stop switch will notclear critical ESDs.

When an emergency stop (E-Stop) is activated (non-critical), the blocking valve is closed and the ignitionand injection are de-energized immediately and theAuxiliary System Interface performs the following post-shutdown functionality:

• Postlube

• Exhaust vent

• HT preheat/circulation

• Gas train vent

If any of the post-shutdown functions fail, an alarm isdisplayed on the ECP and restart is inhibited untilfaults are acknowledged.

Refer to Waukesha 12V/18V220GL Operation & Main-tenance Repair & Overhaul Manual, Form 6309, FirstEdition (or latest edition) for Auxiliary System Interfaceoperation Information.

See Figure 2.05-5 for the Emergency Stop Flow Dia-gram.


START-STOP CONTROL

Figure 2.05-3. Start Flow Diagram

AUXILIARY SYSTEMINTERFACE INITIATESPRESTART SEQUENCE

INITIATE STARTAT ECP

IS AN ESD ACTIVE (FROM ESM, AUXILIARY SYSTEM

INTERFACE, ECP, OR MANUAL SHUTDOWN

SWITCHES)?

ISAUXILIARY SYSTEM

INTERFACE PRESTART SEQUENCE

COMPLETE?

STARTER ENGAGED

ENGINE CRANKING< 20 SECONDS?

IGNITION AND INJECTION ENABLED

IS RPM > 40 + ESP FUEL ON RPM

ADJ.?

ESM-CONTROLLED FUELBLOCKING VALVE OPEN

IS RPM > 200 RPM + ESP START OFFSET?

STARTER DISENGAGED

ENGINE RUNNING PROCESS EMERGENCYSHUTDOWN DUE TO

ESD231 (OVERCRANK)

SEQUENCE COMPLETE

NO

NO

YES YES

YES

YES

SEE FIGURE 2.05-5

NO

NO

NO

YES

YES

NO

NO

IS HT CIRCUITTEMP ABOVE 40° C

(104° F)?

YES

DIDAUXILIARY SYSTEM

INTERFACE FAIL ANYPORTION OF PRESTART

SEQUENCE?

ABORTEDSTART

NO

YES

YES

NO

ENGINE CRANKING> 20 SECONDS?

ENGINE CRANKING> 20 SECONDS?


START-STOP CONTROL

Figure 2.05-4. Stop Flow Diagram

HASCOOLDOWN

TIMER EXPIRED?

NORMAL SHUTDOWNINITIATED AT ECP

ESM-CONTROLLEDFUEL BLOCKINGVALVE CLOSED

IS ENGINESPEED = 0 RPM?

ECP DISPLAYSALM222 ALARM

FAULT RECORDEDALM222

(MAIN FUEL VALVE)

IGNITION ANDINJECTIONDISABLED

WASTEGATEACTUATOR AUTOCALIBRATION IFPROGRAMMED

AUXILIARY SYSTEMINTERFACEINITIATES

POST-SHUTDOWNSEQUENCE

SEQUENCE COMPLETE

NO

NO

YES

YES

HAS30-SECOND

TIMER EXPIRED?

YES

NO

AUXILIARY SYSTEM INTERFACE

CONTROLLEDFUEL BLOCKINGVALVE CLOSED

IS ECP INAUTO MODE?

YES

NO


START-STOP CONTROL

Figure 2.05-5. Emergency Stop Flow Diagram

PRELUBING THE ENGINE WITHOUT STARTING

To prelube the engine for the programmed time, pressbutton on right side of Auxiliary System Interface box.

NOTE: Refer to Waukesha 12V/18V220GL Operation& Maintenance Repair & Overhaul Manual, Form6309, First Edition (or latest edition) for AuxiliarySystem Interface programming information.

CRANKING THE ENGINE OVER WITHOUT STARTING AND WITHOUT FUEL

1. Verify fuel valve is turned off upstream of the gastrain.

2. Initiate start sequence.

3. After a factory-preprogrammed crank time, theESD231 Overcrank shutdown fault will trip and theengine will stop cranking.

4. Clear fault and repeat again if necessary.

SYSTEM PERFORMSIMMEDIATE SHUTDOWN

IGNITION ANDINJECTIONDISABLED

ESD FAULT

FUEL BLOCKINGVALVES CLOSED

ESD LIGHT ON ECP IS ACTIVATED

FAULT RECORDED

AUXILIARY SYSTEM INTERFACE INITIATES

POST-SHUTDOWNSEQUENCE

*IMPORTANT! The following critical ESDs will prevent post-shutdown functionality from occurring:





• Exh Vent High Temp (initiated by Auxiliary System Inter-face)

To clear a critical ESD (to allow a restart or enable recircula-tion), you must cycle either of the E-Stop switches at theengine. The ECP E-Stop switch will not clear critical ESDs.

SEQUENCE COMPLETE

IS FAULT ACRITICAL

ESD?* YES

NO

1) PRELUBE BUTTON

Figure 2.05-6. Auxiliary System Interface

1


START-STOP CONTROL


SECTION 2.10

IGNITION SYSTEM

The ESM controls spark plug timing with a digitalcapacitive discharge ignition system. The ignition sys-tem uses the capacitor discharge principle that pro-vides a high variable energy, precision-timed spark formaximum engine performance.

The ESM ignition system uses the ECU as its centralprocessor. Two magnetic pickups are used to inputinformation to the ECU. One pickup reads a magneton the camshaft, and the other senses the bolts thatattach the ring gear to the flywheel. See Figure 2.10-2for the ESM Ignition System Diagram.

NOTE: The 18V220GL/APG3000 engine uses twoIPM-Ds.

The Ignition Power Module with Diagnostic capability(IPM-D) is needed to fire the spark plug at the requiredvoltage (see Figure 2.10-2). The IPM-D is CSAapproved for Class I, Division 2, Group D(T4 temperature rating), hazardous location require-ments.

Figure 2.10-1. Ignition Power Module With Diagnostics (IPM-D)

Figure 2.10-2. ESM Ignition System Diagram

ECU* SPARK PLUGS

IPM-D* IGNITIONCOILS

CAMSHAFT MAGNETIC PICKUP• POSITION OF CAMSHAFT

CRANKSHAFT MAGNETIC PICKUP• ANGULAR POSITION OF FLYWHEEL• ENGINE SPEED *THE 18V220GL/APG3000 ENGINE USES TWO ECUs AND IPM-Ds.


IGNITION SYSTEM

IGNITION THEORY

The ECU is calibrated to control spark timing. Timingcan vary with engine speed, intake manifold pressure,engine-mounted knock sensors, and several othervariables that optimize engine performance.

When a knock signal exceeds the knock threshold, theECU retards timing incrementally on an individual cyl-inder basis to keep the engine out of knock. SeeSection 2.15 Knock Detection for more information.

Based on the calibration and readings, the ECU sendsan electronic signal to the IPM-D that energizes theignition coils to fire the spark plug. The IPM-D providesautomatically controlled dual voltage levels dependingon the operating conditions. See “Ignition Diagnostics”on page 2.10-3 for more information.

The IPM-D is a high energy, capacitor discharge solid-state ignition module. The power supply voltage isused to charge the energy storage capacitor. This volt-age is then stepped up by the ignition coils. A signalfrom the ECU triggers the IPM-D to release the energystored in the capacitor. When the IPM-D receives thesignal, the energy in the ignition coil is used to fire thespark plug.

ESM-equipped engines have an index disc mountedon the camshaft gear and a magnetic pickup mountedon the gear cover of the engine (see Figure 2.10-3).The index disc is always fixed at the same angularlocation for every engine with ESM. The index disc hasone magnet: the index magnet. The camshaft mag-netic pickup determines which part of the four-strokecycle the engine is in.

The crankshaft magnetic pickup is used to sense the24 ring gear bolts. This magnetic pickup signals to theECU the angular position of the crankshaft and enginespeed (rpm).

Since the camshaft disc rotates at half the enginespeed, the crankshaft must rotate twice for the enginecycle to end.

1) ICU MAGNETIC PICKUP 2) CAMSHAFT MAGNETIC PICKUP

Figure 2.10-3. Camshaft Magnetic Pickup Location

1) CRANKSHAFTMAGNETIC PICKUP (12-CYLINDER LOCATION)

2) CRANKSHAFTMAGNETIC PICKUP (18-CYLINDER LOCATION)

Figure 2.10-4. Crankshaft Magnetic Pickup Location

1

2

1

2


IGNITION SYSTEM

IGNITION DIAGNOSTICS

The IPM-D provides diagnostic information for both theprimary and secondary sides of the ignition coil. TheIPM-D detects shorted spark plugs and ignition leads,as well as spark plugs which require a boosted energylevel to fire or do not fire at all. The diagnostic informa-tion is provided through a Controller Area Network(CAN) between the ECU and IPM-D, and then to thecustomer’s local control panel via MODBUS®.

Four thresholds calibrated by Waukesha Engine havebeen programmed into the ECU to trigger four differentlevels of alarm:

• Primary: Indicates a failed ignition coil or faulty igni-tion wiring.

NOTE: Another possible cause of a primary alarmwould be the activation of the red lockout or E-Stop(emergency stop) switch on the side of the enginewhile the engine is running.

• Low Voltage: Indicates a low voltage demand con-dition that may have resulted from a shorted coil orsecondary lead, deposit buildup, or a failed sparkplug (failure related to “balling” or shorting).

• High Voltage: Indicates that a spark plug isbecoming worn and will need to be replaced. Whenthis limit is exceeded, the “Ignition Energy” is raisedto a level 2. See “Monitoring Ignition Energy Field”on page 2.10-3.

• No Spark: Indicates that a spark plug is worn andmust be replaced.

When the spark reference number reaches one of thefour programmed thresholds, an alarm is triggered.Three of these four thresholds (low voltage, high volt-age, and no spark) were designed to be adjustable sothe user can customize IPM-D predictive diagnosticsto fit the specific needs of each engine. Using the[F5] Ignition panel in ESP, the user can adjust thefaults’ alarm and shutdown points to compensate forsite conditions and minor variations in spark referencenumbers between individual coils.

See Section 3.10 ESP Programming “IPM-D Program-ming” for programming information.

NOTE: The IPM-D default values are appropriate forall engine applications.

NOTE: Improper use of these adjustments may limitthe effectiveness of IPM-D diagnostics.

MONITORING IGNITION ENERGY FIELD

The “Ignition Energy” field on the [F5] Ignition panelindicates at what level of energy the IPM-D is firing thespark plugs: Level 1 (low) or Level 2 (high). The pink“Ignition Energy” field will signal the user whether theignition level is LEVEL 1 or LEVEL 2.

During normal engine operation, the IPM-D fires at aLevel 1 (low) ignition energy. The IPM-D fires at aLevel 2 (high) ignition energy on engine startup or as aresult of spark plug wear. When sufficient spark plugwear is monitored, IPM-D raises the power level of theignition coil. If the ignition energy is raised to Level 2(except on startup), an alarm is triggered to alert theoperator.

Once Level 2 energy is applied, the spark referencenumber will decrease initially but the fault log will indi-cate the cylinder number of the spark plug that iswearing out.

MONITORING SPARK REFERENCE NUMBER

Predictive diagnostics based on a spark referencenumber for each cylinder is used to monitor eachspark plug’s life. The spark reference number is anarbitrary number based on relative voltage demand atthe spark plug and is calculated each time the cylinderfires. The spark reference number is displayed foreach cylinder on the [F5] Ignition panel in ESP.

Spark reference numbers can be used to representspark plug electrode wear (gap) and can be monitored(for example, with MODBUS®) and trended to predictthe time of spark plug failure. The usefulness of thespark reference number lies in how much a numberchanges over time as a spark plug erodes. Based on athorough trend analysis of the spark reference num-bers, the user may want to adjust the high, low, or nospark voltage limits. It will take some testing andadjustment to obtain thresholds that optimize the useof these features. For maximum benefit, the spark ref-erence number for each cylinder should be recordedat normal operating load with new spark plugsinstalled and then monitored over a period of time forchanges.

The “‘A’ Bank Spark Reference #” and “‘B’ Bank SparkReference #” fields on the [F5] Ignition panel displaythe spark reference number for each cylinder. As thesecondary voltage increases, the spark referencenumber also increases. A gradual increase in thespark reference number is expected over time as thespark plug wears. The closer to end of spark plug life,the faster the spark reference number will increase.


IGNITION SYSTEM


SECTION 2.15

KNOCK DETECTION

The ESM includes knock (detonation) detection andprotects Waukesha Engine spark-ignited gas enginesfrom damage due to knock.

Knock is the ignition of the end gas after spark ignitionhas occurred during normal combustion.

Knock is caused by site conditions and/or engine mis-adjustment, not the engine. The conditions that pro-mote knock are extremely complex. See “KnockTheory” in this section for a definition of knock andexamples of knock promoters and reducers.

The ESM detects knock by monitoring vibrations ateach cylinder with engine-mounted knock sensors(see Figure 2.15-1). When a signal exceeds a knockthreshold, the ESM retards timing incrementally on anindividual cylinder basis to keep the engine, and eachcylinder from “knocking.”

Figure 2.15-1. Knock Sensor

The following are the main features of the ESM knockdetection:

• The ESM monitors for knock during every combus-tion event.

• A per-event measure of the knock level is comparedto a reference level to determine if knock is present.

• Action taken by the ESM when knock is detected isproportional to the knock intensity identified.

• The ESM requires no calibration of the knock detec-tion system by on-site personnel. The ESM knockdetection system is self-calibrating.

• If a knock is detected and the engine is shut down,the ECU records in the fault log that knockingoccurred, even if a PC was not connected.

• When a PC is connected to the ECU and the ESPsoftware is active, the ESP software displays whenknock is occurring. If the engine is shut down due toknock, the shutdown and number of the knockingcylinders are recorded in the fault log.

KNOCK THEORY

Avoiding knock conditions is critical since knock is typ-ically destructive to engine components. Severe knockoften damages pistons, cylinder heads, valves, andpiston rings. Damage from knock will eventually leadto complete failure of the affected part. Knock can beprevented; however, the conditions that promoteknock are extremely complex and many variables canpromote knock at any one time.

During normal combustion, the forward boundary ofthe burning fuel is called the “flame-front.” Combustionin a gaseous air-fuel homogeneous mixture ignited bya spark is characterized by the rapid development of aflame that starts from the ignition point and spreadscontinually outward. When this spread continues tothe end of the chamber without abrupt change in itsspeed or shape, combustion is called “normal.”

Knock is due to the ignition of the end gas after sparkignition has occurred. The end gas is the remainingair-fuel charge that has not yet been consumed in thenormal flame-front. When the end gas mixture beyondthe boundary of the flame front is subjected to a com-bination of heat and pressure from normal combus-tion, detonation will occur. If the detonation hasenough force, the pressure in the chamber will spike,causing the structure of the engine to resonate, and anaudible “ping” or “knock” will be heard.


KNOCK DETECTION

Knock will depend on the humidity of intake air and thetemperature and pressure of the end gas in the com-bustion chamber. Any change in engine operatingcharacteristics that affects end gas temperature willdetermine whether knock will occur. The higher theend gas pressure and temperature rise and the time towhich it is exposed to this severe stress, the greaterthe tendency for the fuel to detonate.

Knock is an extremely complex subject when dealingwith internal combustion engines. The number ofunpredictable variables in actual field running enginescan be enormous. The promoters and reducers ofknock are listed in Table 2.15-1.

KNOCK DETECTION AND TIMING CONTROL

The ESM senses knock with a technique called “win-dowing.” This technique allows the ESM to look forknock only during the combustion time when knockcould be present.

The “window” opens shortly after the spark plug firesto eliminate the effects of ignition noise. This noise iscaused from the firing of the spark plug and subse-quent “ring-out” of coils. This “sample” window isclosed near the end of the combustion event at a pre-determined angle after top dead center (ATDC) incrankshaft degrees (See Figure 2.15-2).

During knock, a unique vibration called “knock fre-quency” is produced. Knock frequency is just one ofmany frequencies created in a cylinder during engineoperation. The knock sensors mounted at each cylin-der convert engine vibrations to electrical signals thatare routed to the ECU.

The ECU removes the electrical signals that are notassociated with knock using a built-in filter. When thefiltered signal exceeds a predetermined limit (knockthreshold), the ESM retards the ignition timing for thecylinder associated with that sensor by communicatinginternally with the ignition circuitry that controls theIPM-D. The amount the timing is retarded is directlyproportional to the knock intensity. So, when the inten-sity (loudness) is high, the ignition timing is retardedmore than when the knock intensity is low.

Figure 2.15-2. Windowing Chart

Table 2.15-1. Knock Promoters and Reducers

PROMOTERS REDUCERSHigher Cylinder Temperature Lower Cylinder Temperatures

Lower WKI Fuels Higher WKI Fuels

More Advanced Spark Timing Less Advanced Spark Timing

Higher Compression Ratios Lower Compression Ratios

Higher Inlet Pressure Lower Inlet Pressure

Higher Coolant Temperatures Lower Coolant Temperatures

Higher Intake Manifold Air Temperatures

Lower Intake Manifold Air Temperatures

Lower Engine Speeds Higher Engine Speeds

Lower Atmospheric Humidity Higher Atmospheric Humidity

Higher Engine Load Lower Engine Load

Stoichiometric Air-Fuel Ratio(Rich Burn Engine)

Lean or Rich Air-Fuel Ratio (Without Engine Overload)

Rich Air-Fuel Ratio(Lean Burn Engine) Lean Air-Fuel Ratios

Cylinder Misfire onNeighboring Cylinders

PRESSURE, PSIA

OPEN SAMPLEWINDOW KNOCK

END OF SAMPLE WINDOW

TDC

IGNITION SPARK


KNOCK DETECTION

The ESM controls timing between two limits: MaximumAdvanced Timing and Most Retarded Timing.

The maximum advanced timing is variable anddepends on rpm, load, and the WKI value. The mostretarded timing is a predetermined limit.

The maximum advanced timing value is used in twodifferent ways. First, under normal loads, the maxi-mum advanced timing is the timing limit. Second,when the engine is under light load and cannot beknocking, it is used as the timing for all cylinders.

In the event the ESM senses knock that exceeds theknock threshold, the ignition timing will be retarded atan amount proportional to the intensity of knocksensed. Ignition timing will then be retarded until eitherthe signal from the knock sensor falls below the knockthreshold or the most retarded timing position isreached. As soon as conditions permit, the ESM willadvance spark timing to the maximum setpoint at apredetermined rate.

If after a predetermined time, conditions do not permittiming to be advanced from the most retarded timingposition, the ECU will perform the following actions:

• A fault is logged indicating the knocking cylinder(s),

• The red Status LED on the ECU will blink the knockfault code.

• The engine will shut down after a predeterminedtime.


KNOCK DETECTION


SECTION 2.20

GOVERNING AND AIR-FUEL CONTROL

ESM SPEED GOVERNING

The engine speed governing is completely integratedinto the ESM. The ECU controls governing by meansof fuel injection. Information is sent from the ECU tothe Injection Control Unit (ICU) and the wastegateactuator to adjust the amount of fuel and air beingdelivered into the cylinders. This injection governingsystem provides the following benefits:

• More precise fuel metering

• Excellent transient response

• Improved load acceptance

• Easier setup

• Integrated operation diagnostics

GOVERNING THEORY

In order to control the engine speed, the ECU needs toknow the following:

• Current engine speed

• Desired engine speed

• Speed error

To determine current engine speed, the ECU uses thecrankshaft magnetic pickup that senses the 24 ringgear bolts. As the bolts pass the end of the magneticsensor, a signal wave is generated. The frequency ofthe signal is proportional to engine speed.

The desired engine speed is set by means of calibra-tions and/or external inputs to the ECU. The ECU cal-culates the difference between the current speed andthe desired speed to determine the speed error.

SPEED GOVERNING INPUTS AND CALIBRATIONS

Figure 2.20-2 illustrates the types of inputs to the ESMfor speed governing control. The actual inputs requiredto the ECU depend on the governing control desired.

Required external inputs are programmed to the ECUvia the ECP. These inputs include remote speed/loadsetting, remote speed setting enable, rated speed/idlespeed, and an auxiliary rpm input for load control.Using these customer inputs, the ESM speed govern-ing system is set to run in either speed control mode orload control mode.

Governing control is further customized for locationrequirements through user-selectable parametersdescribing the driven load. Custom control adjust-ments to the ESM speed governing system are madewith ESP.

The rotating moment of inertia of the driven equipmentmust be programmed in ESP. The correct governorgain depends on the rotating moment of inertia of theengine and driven equipment. Further gain calibra-tions may be made through ESP.

1) WASTEGATE ACTUATOR

Figure 2.20-1.

1



By inputting the rotating moment of inertia of thedriven equipment, the gain is preset correctly, savingtime during setup of the engine. The rotating momentof inertia of the engine and the driven equipment areused in predicting governor sensitivity. See “RotatingMoment of Inertia/Adjusting Gain” on page 2.20-4 formore information.

The ESM speed governing system also requires theLower Heating Value (LHV) to be entered using ESP.This provides fuel information for the injector durationroutine.

Refer to Waukesha 12V/18V220GL Operation & Main-tenance Repair & Overhaul Manual, Form 6309, FirstEdition (or latest edition) for calibration of speed con-trol modes.

Figure 2.20-2. ESM Speed Governing System Inputs

SPEED GOVERNING MODES

Using inputs from the user’s panel or PLC, the ESM isset to run in one of two control modes:

• Speed Control Mode

– Fixed Speed

– Variable Speed

• Load Control Mode

Speed Control Mode

Speed control mode allows the engine operator tochoose a setpoint speed, and the ECU will run theengine at that speed. The control can be either fixedspeed or variable speed.

Fixed Speed

WARNINGNever set the high idle speed above the safe work-ing limit of the driven equipment. If theGOVREMSP signal goes out of range or theGOVREMSEL signal is lost, then the engine willrun at the speed determined by the status ofGOVHL IDL and calibrated low or high idle speeds.Disregarding this information could cause severepersonal injury and/or product damage.

When fixed speed control is selected with the ESP, theECU will maintain a constant engine rpm regardless ofload (within the capacity of the engine).

There are two fixed speeds available: low idle and highidle. Low idle speed is the default, and high idle isobtained by connecting a digital input to the ECU of+24 VDC nominal. Low idle speed is preset for eachengine family, but by using ESP, the low idle speed canbe offset lower or higher than the preset value. High

ESM SPEEDGOVERNING SYSTEM

(INSIDE ECU)

ESP CALIBRATED INPUTS• LOAD INERTIA• LOW/HIGH IDLE SPEEDS• DROOP• GAIN ADJUSTMENTS• SYNCHRONIZATION SPEED

ECP INPUTS• REMOTE SPEED/LOAD SETTING• REMOTE SPEED SETTING ENABLE• IDLE/RATED SPEED SIGNAL• SYNCHRONIZER MODE SETTING

SENSOR INPUT• MAGNETIC PICKUP

ENGINE TORQUE MODIFICATION

NOTE: The actual inputs required to the ECU depend on the governing control desired.



idle speed is also adjustable using ESP, but is con-strained to be higher than low idle speed and nohigher than the maximum rated speed of the engine.

The digital signal input to the ECU must be connectedto +24 VDC (8.6 – 36 volts) for rated speed, open cir-cuit for idle speed, and remote speed setting enable(GOVREMSEL) must be an open circuit. When usingthe Remote Speed/Load Setting, GOVHL IDL shouldbe set to a safe mode. “Safe mode” means that if thewire that enables remote rpm operation (GOVREM-SEL) fails, the speed setpoint will default to theGOVHL IDL idle value. Consider all process/drivenequipment requirements when programming idlerequirements.

Variable Speed

Variable speed is used to synchronize the output ofmultiple generator sets driving an isolated electricalgrid. The ECU will allow the engine to slow downslightly under load. Variable speed is used to simulatethe situation with mechanical governors where theengine will run at a slightly higher rpm than the set-point when no load is placed on the engine.

When operating an engine for variable speed applica-tions, user connections determine the rpm setpoint.When the Remote Speed Select input signal is high(8.6 – 36 volts), the “Remote RPM” field on the[F4] Governor panel is green and displays “ON.”

Connecting the GOVREMSEL digital input to the ECUat +24 VDC enables variable speed mode. The speedsetpoint can then be varied with either a 4 – 20 mA ora 0.875 – 4.0 volt input.

The ESM checks for an out-of-range input that is lessthan 2 mA, greater than 22 mA, less than 0.45 volts, orgreater than 4.3 volts. If an out-of-range speed set-point is detected, the engine will then run at the speedindicated by the status of the high idle/low idle digitalinput. The engine speed setpoint range is already pre-adjusted to go from minimum to maximum enginespeed using the 4 – 20 mA or (0.875–4.0 VDC) input(see Table 2.20-1).

Load Control Mode

Load control mode is used when a generator set issynchronized to a grid. In this case, the grid controlsspeed, and the ESM speed governing system controlsthe engine load using signals from an external device.

The SYNC RPM is adjusted so that the actual enginespeed setpoint is approximately 0.2% higher than syn-chronous speed. For example, if the grid frequency is60 Hz (1200 rpm), the high idle is adjusted so that theengine speed setpoint is 1.002 times 1200 rpm, whichis 1202.4 rpm. This ensures that the electric phasingof the grid and the engine are different so that thephases will slide past each other. When an externalsynchronizer determines that the voltage and phase ofthe generator match the grid, the breaker is closed.

The load of the engine can now be controlled by anexternal load control such as the Woodward™ LoadSharing Module (Woodward™ P/N 9907-173) throughthe GOVAUXSIG and GOVAUXGND -2.5 to +2.5 voltinput of the ESM.

The speed bias output of most load sharing devicescan be configured to match the –2.5 to +2.5 volt inputrange of the ESM GOVAUXSIG and GOVAUXGNDinputs. Refer to the load sharing device manual forinformation on how to configure the range and offset ofthe speed bias output of your load sharing device.Next, start the engine and adjust the Proportional andIntegral gains of the load sharing device to obtain sta-ble operation of the engine power output. Refer to theload sharing device manual for more information onhow to set the gains of the device.

Table 2.20-1. Engine Speed Range

FREQUENCY SPEED RANGE(4 – 20 mA RANGE)

50 Hz 790 – 1510 rpm

60 Hz 800 – 1210 rpm



ROTATING MOMENT OF INERTIA/ADJUSTING GAIN

Ensure that the cor-rect rotating moment

of inertia (load inertia) is programmed in ESP forthe engine’s driven equipment. Failure to programthe moment of inertia for the driven equipment onthe engine in ESP will lead to poor steady stateand transient speed stability. Disregarding thisinformation could result in product damage and/orpersonal injury.

The correct gains for an engine model are preloadedto the ECU. Having the gains preloaded greatlyreduces startup time.

To make this work, the ECU needs only one piece ofinformation from the customer: the rotating moment ofinertia or load inertia of the driven equipment.

The rotating moment of inertia is the difference in howeasy or difficult it will be to set any object in motionaround a defined axis of rotation. The higher themoment of inertia of an object, the more force will haveto be applied to set that object in a rotational motion.Conversely, the lower the moment of inertia, the lessforce needed to make the object rotate about an axis.

NOTE: Rotating moment of inertia is not the weight ormass of the driven equipment.

Once this information is available, the ECU calculatesthe actual load changes on the engine based onspeed changes. Rotating moment of inertia is neededfor all driven equipment.

Setting the rotating moment of inertia (or load inertia)with ESP is the first task when setting up an engineand must be done with the engine not rotating.

The rotating moment of inertia value is programmedon the [F4] Governor panel in ESP.

Refer to Section 3.10 ESP Programming “Program-ming Load Inertia” for programming steps.

AIR-FUEL RATIO CONTROL

The ESM air-fuel ratio control is completely integratedinto the ESM, with all sensor inputs, control routines,and output actions handled by the ECU.

An engine’s air-fuel ratio is the amount of air mea-sured by mass in relation to the mass of fuel suppliedto an engine for combustion. ESM controls theengine’s air-fuel ratio which minimizes exhaust emis-sions (NOx) while maintaining peak engine perfor-mance. ESM also regulates the engine’s air-fuel ratioeven with changes in engine load, fuel pressure, fuelquality, and environmental conditions.

The ESM calculates the engine’s air-fuel ratio basedon the difference between the adjusted generatedpower and ESM calculated power. An oxygen sensoris not used.

The adjusted generator power takes the generatorload signal and converts it into a mechanical powersignal using various parameters in ESM including gen-erator efficiency and transducer full scale. The ESMcalculated power is based on various sensor inputsfrom the engine and the known torque curve. The ESMcalculates the engine’s torque and converts it into kW(bhp). The adjusted generator power is used as thetarget and the ESM calculated power is adjusted,using the wastegate, to minimize the error between thetwo power values.

Adjusted Generator Power

The calculation for Adjusted Generator Power incorpo-rates the kW transducer output, transducer full scale,generator efficiency, and generator rated power.Adjusted Generator Power is displayed on the [F8]AFR Setup panel.

The generator efficiency output comes from the effi-ciency table, which uses %Load to determine its value.See Section 3.10 ESP Programming “Generator Effi-ciency Table” for more information.

CAUTION

Generator Power =

TransducerFullScale kWTransducerOutput 4 ma( )–( )×20 ma( ) 4 ma( )–( )

------------------------------------------------------------------------------------------------------------------------------------------------------------------

% Load = GeneratorPowerGeneratorRatedPower--------------------------------------------------------------------

Adjusted Generator Power =

GeneratorEfficiency(%Load)GeneratorPower



ESM Calculated Power

ESM calculated power is displayed on the [F2] Enginepanel and [F8] AFR Setup panel. The displayed ESMcalculated power, and the Percent Rated Load param-eter (also displayed on the [F2] Engine panel) whichfactors in ESM calculated power, will change if valuesare entered for parasitic load or %O2 adjust.

Error kW

Error kW is the difference between the base ESM cal-culated power and the adjusted generator power. Par-asitic load and %O2 adjust do not impact error kW.Error kW is displayed on the [F8] AFR Setup panel.

WASTEGATE

An electronic actuator, controlled by ESM and con-nected to the engine’s wastegate, is used to adjust theair-fuel ratio. This actuator receives an analog signalfrom the ECU to open or close a specified amount,which adjusts the turbocharger speed which, in turn,adjusts the air flow into the intake manifold.

ESM uses kW sensing to adjust the air-fuel ratio tomaintain the desired kW load output based on “kWerror” (The difference between the adjusted generatedpower and ESM calculated power).

The “Error kW” field on the [F8] AFR Setup panel dis-plays the current “kW error” value in negative or posi-tive errors.



DURATION LIMITING

Duration limiting is the part of the ESM that is used toprevent over-fueling of the engine. It limits the averagemain chamber fuel injection duration, thus the amountof fuel that can be injected into the combustion cham-ber. This helps to prevent knock and other failures thatcould result from over-fueling (rich air-fuel ratio).

EXHAUST EMISSION SETUP

Because engine combustion is not perfect, typicalemission by-products include O2, HC, NOx, and CO.

All kW engines are adjusted for NOx emissions; how-ever, this is done through manipulation of the oxygenvalue.

On initial engine setup and using ESP, the desired NOxg/BHP-hr value (minimum 0.6 gram to a maximum of1.2 gram NOx) is entered in the [F5] Ignition panel.

Then, with the engine running, an emissions analyzeris used to verify the engine’s NOx output. If the NOx isnot satisfactory, it can be fine-tuned using the PercentO2 Adjustment located on the [F8] AFR setup panel.The Percent O2 Adjustment then “maps” the engineinto compliance for emissions. See “Engine PercentO2 Adjustment” on page 3.10-20.

ESM BLOCKING FUEL VALVE

Wire the supplied fuelgas shutoff valve (ESM

blocking fuel valve) so it is controlled by the ESM.Disregarding this information could result in prod-uct damage and/or personal injury.

The Power Distribution Junction Box supplies up to 15amps to the valve using solid state circuitry with built-inshort circuit protection.

All inductive loads,such as the blocking

fuel valve, must have a suppression diodeinstalled across the valve coil as close to the valveas is practical. Disregarding this information couldresult in product damage and/or personal injury.

The ESM blocking fuel valve is to be wired directly intothe terminal block located in the Power DistributionJunction Box. The position FUEL V SW is the positive(+) connection, and FUEL V GND is the negative (–)connection. Conduit, Liquid Tight flexible conduit, orother industry standard should be used along with thecorrect fittings as appropriate to maintain resistance toliquid intrusion.

Refer to Waukesha 12V/18V220GL Operation & Main-tenance Repair & Overhaul Manual, Form 6309, FirstEdition (or latest edition) for minimum fuel pressurerequired for your application.

= ESM Calculated Power(result)

ESMCalculatedPower(base)

+ ParasiticLoadAdjust

+ O2AdjustedPower

= ErrorkW

ESMCalculatedPower(base) – AdjustedGeneratorPower

CAUTION

CAUTION



WAUKESHA KNOCK INDEX (WKI)

The Waukesha Knock Index (WKI) is an analytical tool,developed by Waukesha Engine, as a method for cal-culating the knock resistance of gaseous fuels. It is acalculated numeric value used to determine the opti-mum engine settings based on a specific site’s fuelgas composition.

The WKI value can be determined using the WKI com-puter program for the Microsoft® Windows® operatingsystem that is distributed to Waukesha Technical DataBook holders and is also available by contacting a Dis-tributor, Waukesha Engine Sales Engineering Depart-ment, or downloading from WEDlink.

The WKI program will calculate the WKI value from acustomer’s gas analysis breakdown. Once the WKIvalue is known, it can be entered into the ECU usingthe ESP software. This is important since spark timingand engine derate curves are adjusted based on thevalue of the WKI value stored in the ECU.

For applications with changing fuel conditions, such asa wastewater treatment plant with natural gas backup,the ESM can be signaled about the fuel’s changingWKI value in real time using the two WKI analog inputwires in the Customer Interface Harness. The calibra-tion of the Customer Interface Wires, WKI+ and WKI–,is shown in Table 2.20-2. An input less than 2 mA orgreater than 22 mA indicates a wiring fault, and thedefault WKI value is used instead.

Table 2.20-2. Calibration of Remote WKI Input

ANALOG USER INPUT 4 mA 20 mAWKI Fuel Quality Signal 20 WKI 135 WKI


SECTION 2.25

EMERGENCY SAFETY SHUTDOWNS








OVERVIEW

The ESM provides numerous engine safety shut-downs to protect the engine. These engine safetyshutdowns include:

• Emergency Stop (E-Stop) switches on each side ofthe engine and one located on the ECP

• Low oil pressure

• Metal particles in oil or loss of metal particle sensor

• Engine overspeed

•• 7% overspeed instantaneous

•• Waukesha-calibrated to run no more than ratedspeed

•• User-calibrated driven equipment overspeed

• Customer-initiated emergency shutdown

• Engine overload (based on percentage of enginetorque)

• High exhaust temperature/Low exhaust temperature

• Uncontrollable knock

• High HT jacket water coolant temperature

• Low HT jacket water coolant pressure

• High intake manifold air temperature

• Overcrank

• Engine stall

• Security violation

• High oil temperature

• Loss of kW transducer

• Failure of magnetic pickup

• Injection disabled

• Internal ECU, Injection Control Unit (ICU), andSmart Temperature Unit (STU) faults

When a safety shutdown occurs, several internalactions and external visible effects take place. Eachsafety shutdown will cause the following actions tooccur:

• Ignition spark stops instantaneously.

• Fuel injection stops instantaneously.

• ESM-controlled blocking valve is closed.

• The digital output from the ECU to the customer ischanged to indicate to the customer’s driven equip-ment or PLC that the ESM has shut down theengine and something is not operating as expected.

• Red status LED on the front of the ECU flashes theshutdown fault code.

• Shutdown signal is transmitted over the customerinterface (RS-485 MODBUS® and digital output).

• ECP indicates a shutdown by illuminating a red lighton the panel.

• An entry is added to the fault log and can be viewedusing the ECP.

NOTE: The ECP has safety shutdowns based onoptions. Refer to Waukesha 12V/18V220GL Operation& Maintenance Repair & Overhaul Manual, Form6309, First Edition (or latest edition) for completeEngine Control Panel instructions.



INDIVIDUAL SAFETY SHUTDOWN DESCRIPTIONS

NOTE: When any of the safety shutdowns below areactivated, the cause of engine shutdown can be seenfrom the ECP (see Section 4.00 Troubleshooting for alist of alarm and shutdown codes).

EMERGENCY STOP (E-STOP) SWITCHES

When pressed, the engine performs an emergencystop (see Section 2.05 Start-Stop Control “EngineEmergency Stop (E-Stop)”).

LOW OIL PRESSURE

The ESM is calibrated by Waukesha Engine to bothalarm and shut down on low oil pressure. The ESMuses several techniques to avoid falsely tripping on lowoil pressure when either starting or stopping theengine. The low oil pressure alarm and shutdown set-points are a function of engine speed. In addition, lowoil pressure alarm and shutdowns are inhibited for aperiod of time after engine start. The low oil pressurealarm and shutdown setpoints can be offset in the[F11] Advanced panel. Setpoints can only be offset ina safe direction and cannot exceed factory limits.

METAL PARTICLES IN OIL

The ESM is calibrated by Waukesha Engine to shutdown when the metal particle detector (MPD) is eitherin an open circuit (sensor disconnected) or when metalparticles are detected in the oil, usually signalling thatbearings or other metal parts of the engine are failing.

ENGINE OVERSPEED

The ESM is calibrated by Waukesha Engine (not userprogrammable) to perform an immediate emergencyshutdown upon detection of engine speed greater than7% of rated rpm. For example, running a 1500 rpmengine at 1605 rpm or a 1200 rpm engine at 1284 rpmwill cause a shutdown.

In addition to the engine overspeed calibration, theuser has the option to program an overspeed shut-down to protect driven equipment for situations wherethe driven equipment is rated at a lower speed thanthe engine.

CUSTOMER-INITIATED EMERGENCY SHUTDOWN

If the customer emergency shutdown circuit opensbecause of a driven equipment problem, wiring, orpushing the ECP E-Stop button, the system will per-form an emergency shutdown.

ENGINE OVERLOAD

If the engine is operated above rated power by a per-cent specified by Waukesha Engine, it will be shutdown after a period of time. The amount of time theengine is allowed to run at overload is determined byWaukesha Engine.

HIGH/LOW EXHAUST TEMPERATURE

The ESM is calibrated by Waukesha Engine to bothalarm and shut down upon high or low exhaust tem-perature detection. ESM receives individual exhausttemperatures from the Smart Temperature Unit (STU).If the average exhaust temperature of all the cylindersis above 550° C (1022° F), or if any one of the cylin-ders drops 75° C (167° F) below the average exhausttemperature (considered to be a misfire), the enginewill be shut down after a period of time determined byWaukesha Engine.

UNCONTROLLABLE ENGINE KNOCK

Uncontrollable engine knock will shut the engine downafter a period of time calibrated by Waukesha Engine.A digital output from the ECU indicates that uncontrol-lable knock is occurring, so that the customer can ini-tiate some knock reduction strategy such as reducingengine load.

HIGH HT JACKET WATER COOLANT TEMPERATURE

The ESM is calibrated by Waukesha Engine to bothalarm and shut down upon high coolant temperaturedetection. The coolant temperature alarm and shut-down setpoints can be offset in the [F11] Advancedpanel. Setpoints can only be offset in a safe directionand cannot exceed factory limits.

LOW HT JACKET WATER COOLANT PRESSURE

The ESM is calibrated by Waukesha Engine to bothalarm and shut down upon low coolant pressuredetection.

HIGH INTAKE MANIFOLD AIR TEMPERATURE

The ESM is calibrated by Waukesha Engine to bothalarm and shut down upon high intake manifold tem-perature detection. High intake manifold temperaturealarm and shutdown are inhibited for a period of timethat is calibrated by Waukesha Engine after enginestart or stop. The high intake manifold temperaturealarm and shutdown setpoints can be offset in the[F11] Advanced panel. Setpoints can only be offset ina safe direction and cannot exceed factory limits.



HIGH OIL TEMPERATURE

The ESM is calibrated by Waukesha Engine to bothalarm and shut down on high oil temperature. Theamount of time the engine is allowed to run at the hightemperature is determined by Waukesha Engine. Thehigh oil temperature alarm and shutdown setpointscan be offset in the [F11] Advanced panel. Setpointscan only be offset in a safe direction and cannotexceed factory limits.

LOSS OF kW TRANSDUCER

The ESM is calibrated by Waukesha Engine to shutdown on the loss of the kW transducer. The kW valueis used for air-fuel ratio control, and therefore a shut-down is required if the kW signal is invalid.

FAILURE OF MAGNETIC PICKUP

Failure of the camshaft, crankshaft, or Injection Con-trol Unit (ICU) magnetic pickups or wiring will triggeran emergency engine shutdown.

INJECTION DISABLED

The ESM is calibrated by Waukesha Engine to shutdown the engine when injection is disabled. This couldoccur from a loss of an injector (open circuit, short cir-cuit, CPD, etc.), a loss of the ICU pickup, CAN com-munication failure, or other internal ICU faults. Theamount of time the engine is allowed to run with injec-tion disabled is determined by Waukesha Engine.

OVERCRANK

If the engine is cranked longer than the time calibratedby Waukesha Engine, the starting attempt is termi-nated; the ignition, injection, and fuel are stopped; andthe starter motor is de-energized.

ENGINE STALL

If the engine stops rotating without the ECU receivinga shutdown signal from the customer’s equipment,then the ESM will perform an emergency shutdown.One reason for an engine stall would be failure of anupstream fuel valve starving the engine of fuel andcausing a shutdown. The ESM then shuts off theblocking valve and stops ignition and injection.

ECU INTERNAL FAULTS

Certain ECU internal faults will trigger an engine emer-gency shutdown. For an 18-cylinder engine, the com-munication between the two ECUs is critical and anydisruption in communication will result in a shutdown.

SECURITY VIOLATION

The ECU is protected from unauthorized reprogram-ming. In addition, the calibrations programmed to theECU are engine specific. If the user attempts to cali-brate the ESM with the wrong engine information, asecurity fault will occur.

INJECTION CONTROL UNIT

The ESM is calibrated by Waukesha Engine to shutdown the engine when a problem occurs with eitherICU. This could occur from an internal ICU error, a wir-ing problem, a faulty ICU magnetic pickup, a CANcommunication failure, a mismatch in the RPMbetween the ICU and ECU, or a software version error.

SMART TEMPERATURE UNIT

The ESM is calibrated by Waukesha Engine to shutdown the engine when a problem occurs with the STU.This could occur from a wiring problem, a CAN com-munication failure, or a loose or faulty jumper.

ALARMS

The ESM may also trigger a number of alarms, noneof which will actively shut the engine down but mayprevent the engine from starting (NO START ALMs). Ifan alarm is tripped, a yellow light will illuminate on theECP and on the ECU. Alarm information can beaccessed via the ECP and through ESP (seeSection 4.00 Troubleshooting for a list of alarm andshutdown codes).

NOTE: Some faults have both an alarm and ashutdown associated with them.



Figure 2.00-5. 12V220GL/APG2000 Wiring Diagram

S05609146.1

SMARTTEMPERATURE

UNIT

NOTE: The wiring diagrams in this manual are to be used as a reference only.Refer to Section 1.05 General Information “Harness and Sensor Labeling” for more information.


Figure 2.00-6. 18V220GL/APG3000 Wiring Diagram

S05609146.2

SMART TEMPERATURE

UNIT

NOTE: The wiring diagrams in this manual are to be used as a reference only.Refer to Section 1.05 General Information “Harness and Sensor Labeling” for more information.


Figure 2.00-7. Auxiliary System Interface Wiring Diagram

S05609146.3NOTE: The wiring diagrams in this manual are to be used as a reference only.Refer to Section 1.05 General Information “Harness and Sensor Labeling” for more information.


CONTENTS

SECTION 3.00 – INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

SECTION 3.05 – ESP PANEL AND FIELD DESCRIPTIONS

SECTION 3.10 – ESP PROGRAMMING


SECTION 3.00

INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

The PC-based Electronic Service Program (ESP) isthe primary means of obtaining information on systemstatus. ESP provides a user-friendly, graphical inter-face in a Microsoft® Windows® XP operating systemenvironment. If the user needs troubleshooting infor-mation while using the ESP software, an electronichelp file is included.

ESP is also a diagnostic tool and is the means bywhich the information recorded to the ECU fault logscan be read.

RECOMMENDED SYSTEM REQUIREMENTS

ESP software with E-Help can be installed from aWaukesha-supplied CD-ROM or can be downloadedfrom WEDlink.

The minimum PC requirements are:

• 700 MHz processor

• 128 MB RAM

• 200 MB free hard disk space

• Microsoft® Windows® XP operating system

• Microsoft® Internet Explorer 5.0

• 800 x 600 Color VGA Display

• RS-232 Serial Port

• CD-ROM Drive

• Mouse or other pointing device recommended butnot required

An RS-232 serial cable (P/N 740269) supplied byWaukesha Engine is used to connect the PC to theECU. See “Connecting PC to ECU” on page 3.00-3 formore information.

INSTALLING ESP FROM DOWNLOAD

NOTE: Before downloading the ESP fromwedlink.net, verify you have administration rights onyour computer or have the IT department downloadand install the program.

1. Log on to www.wedlink.net and select “Products”located on left sidebar.

Figure 3.00-1. WEDlink Home Page

2. Select “Engine Controls” located on left sidebar.

Figure 3.00-2. WEDlink Products Page

About

Administration

Directory

Documents

Media Center

PLS

Products

Training & Registration

Training Information

Company Store

CFR Products

Engine Controls

Engine Families

Product Applications

Product Support

Company Store



3. Select “ESM” located on left sidebar.

Figure 3.00-3. WEDlink Engine Control Page

NOTE: The ESM page contains the ESP download.

4. Scroll down until the “Current Version” of ESPavailable for download is located.

Figure 3.00-4. WEDlink ESM Page (Top)

Figure 3.00-5. WEDlink ESM Page (Bottom)

5. Right-click on the link and choose “Save TargetAs.”

6. Save program to a folder that allows easy access.For example, save the file to your desktop.

7. Save the file to your computer (download time maybe extensive depending on Internet speed).

8. After download is complete, double-click thezipped file.

9. In the window that opens, click “Extract all files” toopen the Extraction Wizard.

Figure 3.00-6. Extracting Files

10. Follow the procedures in the Extraction Wizard.

11. After file is unzipped, open the folder that wasunzipped and run the setup.exe program and followthe Installation Wizard to install ESP.

Figure 3.00-7. Setup.Exe File

ESM

AFM

DSM

IM

Company Store

SCROLL DOWN

CURRENT VERSION OF ESPAVAILABLE FOR DOWNLOAD



INSTALLING ESP FROM CD

The ESP CD contains an installation program to auto-matically load ESP on the hard drive of your PC. Com-plete the steps that follow to load the ESP softwareusing the installation program.

1. Make sure your PC meets the system require-ments listed in the beginning of this section.

2. Start Microsoft® Windows® XP operating systemon your PC.

3. Close any other applications that may be open onyour PC’s desktop.

4. Insert the ESP CD into the CD drive of your PC.

• If Autorun is enabled on your PC system, installationstarts automatically approximately 30 seconds afterthe CD is inserted. Continue with Step 7.

• If installation doesn’t start automatically after 30seconds, continue with Step 5.

5. From the Start menu, select Run....

6. Type d:\setup.exe and click “OK” (if “d” is not theletter of your CD drive, type in the appropriate letter).

7. Complete installation by following the instructionsprovided by the Installation Wizard.

NOTE: By default, the ESP software is installed inC:\Program Files\ESM.

8. When installation is complete, four ESP shortcutswill appear on your desktop.

CONNECTING PC TO ECU

An RS-232 serial cable (P/N 740269) supplied byWaukesha Engine is used to connect the PC to theECU. This cable has a 9-pin RS-232 connection thatplugs into the PC and an 8-pin Deutsch® connectorthat plugs into the ECU (see Figure 3.00-8).

Figure 3.00-8. Serial Cable Connection

1. Locate the RS-232 serial cable supplied byWaukesha Engine.

2. Connect the 9-pin end of the RS-232 serial cableto the PC’s communication port. Typically, this is port 1(also referred to as COM 1, serial a, or serial 1).

3. Connect the 8-pin connector of the serial cable tothe “Service Interface” connection on the side of theECU (see Figure 3.00-8).

4. Verify all connections are secure.

NOTE: The PC can be connected to the ECU via amodem connection. See “Using a Modem for RemoteMonitoring” on page 3.00-15 for more information onmodem connections and ESP startup information.

NOTE: If the ESP software and associatedworkspace files are not saved to your PC’s hard drive,complete the steps under the section “Installing ESPfrom CD” or “Installing ESP from Download” in thissection.

Table 3.00-1. ESP Desktop Shortcuts

DESCRIPTION SHORTCUT

ESM ESP: Double-clicking this shortcut icon opens the standard ESP program.

ESM Training Tool: Double-clicking this shortcut icon opens a version of ESP that is used for train-ing only. This program runs even without an ECU connected.

ESP Modem Access: Double-clicking this short-cut icon opens a version of ESP that allows use of ESP with a modem and requires modem cables for use. (See “Using a Modem for Remote Moni-toring” on page 3.00-15).

Log File Processor: Double-clicking this shortcut icon opens a program that converts ESP log files into a usable file format. (See Section 3.10 ESP Programming “Logging System Parameters”).

“SERVICE INTERFACE” CONNECTION

9-PIN CONNECTOR

SERIAL CABLE (P/N 740269)

8-PIN DEUTSCH® CONNECTOR



STARTING ESP

Once the PC is connected to the ECU, ESP can bestarted on the PC.

1. Apply power to the ECU.

2. Start ESP by one of the following methods:

• Double-click the ESM ESP icon on your desktop.

• From the Windows® taskbar (lower-left corner ofyour desktop), click Start → All Programs →Waukesha Engine Controls → Engine SystemManager (ESM) → ESP.

3. If an ESP communication error occurs, checkserial cable connections to the PC and ECU. Click“Retry.”

Figure 3.00-9. Communication Error Dialog Box

4. If after checking serial cable and retrying connec-tion an error still occurs, click “Select COM Port.”

5. From the Communications Settings dialog box,select the communication port that you are using forcommunication to the ECU and click “OK.”

Figure 3.00-10. Communications Settings Dialog Box

CONNECTION STATUS

Once ESP is open, you can always verify you have agood connection between the ECU and PC by lookingat the “connection” icon on the top right corner of theESP screen.

NOTE: If the icon displayed indicates no connection,either there is no power to the ECU, the serial cable isnot connected properly to the ECU or PC, or the cableis defective.

USER INTERFACE PANELS

NOTE: Complete ESP user interface paneldescriptions are provided in Section 3.10 throughSection 3.50. The descriptions provided in this sectionprovide only a general overview of each panel.

The ESM ESP software displays engine status andinformation on eight panels:

These panels display system and component status,current pressure and temperature readings, alarms,ignition status, governor status, air-fuel control status,and programmable adjustments.

Each of the panels is viewed by clicking the corre-sponding tab or by pressing the corresponding func-tion key ([F#]) on the keyboard.

NOTE: The [F1] function key displays ESP’selectronic help file called “E-Help.” E-Help providesfault code troubleshooting information. SeeSection 4.00 Troubleshooting “E-Help” for moreinformation. [F1] is not located on the PC screen as apanel; it is only a function key on the keyboard.

Table 3.00-2. Connection Status Icons

DESCRIPTION ICON

Searching: This icon indicates that ESP is currently searching for a connection between the ECU and ESP and your PC.

Connection: This icon indicates that there is a good connection between the ECU and ESP on your PC.

No Connection: This icon indicates that there is not a connection between the ECU and ESP on your PC. See Note below.

[F2] Engine panel [F8] AFR Setup panel

[F3] Start-Stop panel [F10] Status panel

[F4] Governor panel [F11] Advanced panel

[F5] Ignition panel Secondary ECU panel*

*The Secondary ECU panel is available only on18V220GL/APG3000 Engines.



[F2] ENGINE:

Figure 3.00-11 Engine Panel

Readings and Settings:

• Engine Speed

• Intake Manifold Pressure

• HT Coolant Pressure

• Barometric Pressure

• Fuel Pressure

• Gas/Air Pressure

• Engine Speed

• Pre-Filter Oil Pressure

• Percent Rated Load

• Post-Filter Oil Pressure

• ESM Calculated Power

• Turbocharger Oil Pressure

• Intake Manifold Temperature

• HT Coolant Temperature

• Oil Temperature

• Mean Exhaust Temperature

[F3] START-STOP:

Figure 3.00-12. Start-Stop Panel

User-Programmable Fields:

• Fuel On RPM Adjustment

• Starter Off RPM Adjustment

• Driven Equipment ESD


• Fuel On RPM

• Starter Off RPM

• Average RPM

• Wastegate Position Percentage

• Main Chamber Pulse Duration

• Prechamber Pulse Duration

• Duration Limit

• Gas/Air Pressure

• Coolant Temperature

• Intake Manifold Temperature

• Turbocharger Oil Pressure


• Starting Signal State

• Ignition Enable State

• Injection Enable State

• Starter State

• Blocking Fuel Valve State

• User ESD State

• Active Cylinder Management State

• User RUN/STOP State

• Engine Start State

• ICU Start State

• HT Coolant State



[F4] GOVERNOR OPERATING STATUS:

Figure 3.00-13. Governor Operating Status Panel


• High Idle RPM

• Low Idle Adjust

• Synchronized RPM

• Proportional Sychronization

• Droop Percentage

• Load Inertia

• Proportional Gain Adjustment

• Integral Gain Adjustment

• Differential Gain Adjustment


• Engine Speed

• Engine Setpoint RPM

• Remote RPM Setpoint


• Prechamber Pulse Duration

• Duration Limit

• Wastegate Position Percentage

• Wastegate Error State

• Remote RPM State

• Idle State


[F5] IGNITION OPERATING STATUS:

Figure 3.00-14. Ignition Operating Status Panel (12V220GL/APG2000 Shown)


• NOx Emission Level

• High Voltage Adjustment

• Low Voltage Adjustment

• No Spark Adjustment


• ‘A’ and ‘B’ Bank Ignition Timing (“B” Bank only on 18V220GL/APG3000)

• ‘A’ and ‘B’ Bank Spark Reference(“B” Bank only on 18V220GL/APG3000)

• ‘A’ and ‘B’ Bank Cylinder Balance

• ‘A’ and ‘B’ Bank Exhaust Temperature

• High Voltage Limit

• Low Voltage Limit

• No Spark Limit

• Engine Speed




• Duration Limit


• Active Cylinder Management State

• Ignition Energy Level


• Maximum Retard State

• Knocking State

• User ESD State

• System State



[F8] AFR SETUP:

Figure 3.00-15. AFR Setup Panel

User-Programmable Edit Boxes:

• Engine O2 Percentage Adjustment

• Transducer Full Scale

• Generator Efficiency

• Gain Adjust

• Parasitic Load Adjustment

• Fuel Type Usage

• “Other” Fuel Type Usage

• Lower Heating Value

• Generator Rated Power


• User WKI


• Engine Speed


• Engine Torque Percentage


• kW Transducer

• ESM Calculated Power

• Adjusted Generated Power

• Error

• User WKI in Use

[F10] SYSTEM/SHUTDOWN STATUS:

Figure 3.00-16. System/Shutdown Status Panel


• User ESD

• User RUN/STOP

• System Status

• Engine Start State

• Total Active Faults


• ICU Start Status

• Engine Speed

• Engine Setpoint RPM

• ECU Temperature(Master ECU on 18V220GL/APG3000)

• Battery Voltage

• Loaded Calibration Status

• Faults Loaded Status

• Statistics Loaded Status

• ECU Hours(Master ECU on 18V220GL/APG3000)

• Remote RPM State

• Idle Status

• Blocking Fuel Valve State



• Ignition Alarm Status

• Maximum Retard Status

• Engine Knocking Status



[F11] ADVANCED FUNCTIONS:

Figure 3.00-17. Advanced Functions Panel


• Oil Pressure Offset

• Coolant Temperature Offset

• Intake Manifold Temperature Offset

• Oil Temperature Offset


• Oil Pressure Alarm Setpoint

• Coolant Temperature Alarm Setpoint

• Intake Manifold Temperature Alarm Setpoint

• Oil Temperature Alarm Setpoint

• Oil Pressure Shutdown Setpoint

• Coolant Temperature Shutdown Setpoint

• Intake Manifold Temperature Shutdown Setpoint

• Oil Temperature Shutdown Setpoint

• ESP Fault Identifier

SECONDARY ECU (18V220GL/APG3000 Only):

Figure 3.00-18. Secondary ECU Panel(18V220GL/APG3000 Only)


• MODBUS Slave ID


• Secondary ECU Temperature

• Battery Voltage

• Engine Speed

• Intake Manifold Air Pressure

• Total Active Faults

• Secondary ECU Hours

• ‘A’ Bank Ignition Timing

• ‘A’ Bank Spark Reference Number

• High Voltage Limit

• Low Voltage Limit

• No Spark Limit

• Calibration Loaded Status

• Faults Loaded Status

• Statistics Loaded Status



• Ignition Alarm State

• ESP Fault Identifier



OTHER ESP WINDOWS

FAULT LOG

Figure 3.00-19. Fault Log Window

The ESM features extensive engine diagnostics capa-bility. The ECU records system faults as they occur. A“fault” is any condition that can be detected by theESM that is considered to be out-of-range, unusual, oroutside normal operating conditions. One method ofobtaining diagnostic information is by viewing the FaultLog in ESP (see Figure 3.00-19). ESP Fault Log dis-plays the data provided by the ECU.

The Fault Log can be viewed by selecting the “ViewFaults” button on the button bar. See “Fault LogDescription” on page 3.00-13 for more information.

E-HELP

Figure 3.00-20 E-Help Main Screen

ESP contains an electronic help file named E-Help(see Figure 3.00-20). E-Help provides fault code trou-bleshooting information when using ESP. The user canquickly and easily move around in E-Help throughhypertext links from subject to subject. E-Help is auto-matically installed when the ESP software is installed.

To access the help file anytime while using the ESPsoftware, press the [F1] function key on the keyboardor select Help Contents... from the Help menu. As anadditional aid in troubleshooting, double-clicking a faultlisted in the Fault Log will open E-Help directly to thetroubleshooting information for that fault. SeeSection 4.00 Troubleshooting “E-Help” for more infor-mation.

VERSION DETAILS

Figure 3.00-21. Version Details

The Version Details window displays serial numbers,calibration part number, software version and otherinformation about the current configuration of theESM.

This information will be necessary to supply to Wauke-sha Engine if any problems should arise with the ECU.

To access version details, click “Version Details” buttonon the button bar in ESP.



NAVIGATING ESP PANELS

ESP consists of panels grouped by common engine functionality. Each of the panels displays engine status andoperation information in color coded text fields, gauges, and status bars. ESP panels can be set to display in eitherU.S. or metric measurement units.

COMMON FEATURES

Title BarThe ESP title bar lists the ESP version number,ECU serial number, engine serial number, andcalibration part number.

Menu BarThe ESP menu bar consists of the File and Helpmenus.

– File: Used for opening and closing of work-space files, and for exiting the ESP program.

– Help: Used for accessing E-Help and viewingthe “About” information.

Panel Tab BarClick on the tabs to display the different ESP pan-els or by pressing the corresponding function key[F#] on the keyboard.

Panel TitleShows the title of the current ESP panel beingdisplayed.

Engine AlarmThis field provides a general overview of alarmstatus. When no alarms are active, the field isgray. If an alarm occurs, the field turns yellow andsignals that “YES” at least one alarm is active.

Communication Icon Displays the communication status between ESPand the ECU. See “Connection Status” onpage 3.00-4.

Display Fields Color coded text fields, status bars, gauges, andprogrammable edit boxes. See “Display Fields” onpage 3.00-11 for more information.

Button Bar All ESP panels share a common button bar thatallows for easy access to frequently used func-tions. See “Button Bar” on page 3.00-12 for moreinformation.

32

5 6

8

4

7

1

1

2

3

4

5

6

7

8



DISPLAY FIELDS

ESP displays engine information in several types ofdisplay fields.

Text Field

This type of field displays an engine operation value.

Figure 3.00-22. Text Field

Text Field with Status Bar

This field displays an engine operation value with astatus bar underneath that displays alarm information.If a problem is detected, the status bar, under theaffected sensor, will change from green to yellow, anda message will appear in the status bar informing theuser that a problem with the associated field needscorrection for proper operation.

Figure 3.00-23. Text Field with Status Bar

User-Programmable Field

These fields allow the user to adjust engine parame-ters or to set operational limits. See Section 3.10 ESPProgramming “Basic Programming in ESP” for moreinformation.

Figure 3.00-24. User-Programmable Field

Status Field

Status fields are used to identify the different statesthat an engine or ECU component is currently in. Thefields have a gray title bar on the bottom and a colorcoded field above it displaying a short message aboutthe item’s current state.

Figure 3.00-25. Status Field

Gauges

Gauges use a needle to display an approximateengine value with a text field below that displays theactual value.

Figure 3.00-26. Gauge

Edit Boxes

Edit box fields open a Quick Edit window that allowsthe user to enter multiple parameters in a data grid.The data grid can be viewed on either its horizontal orvertical axis. Displayed at the bottom of the Quick Editwindow are the unit of measurement, and the mini-mum and maximum programmable values.

Figure 3.00-27. Edit Box

NORMAL PROBLEM DETECTED

STATUS BAR

STATUS:

Color Meaning

Gray: Off (No Alarm)

Green: On or Normal

Pink: Low, Warmup, or Idle

Red: Warning or ShutdownTITLE BAR



BUTTON BAR

The button bar is located on the bottom of every ESP engine panel and provides access to commonly used func-tions, or for items not specific to any one engine panel.

Figure 3.00-28. Button Bar

“View Faults”This button displays the Fault Log window. See“Fault Log Description” on page 3.00-13 for moreinformation.

“Manual Actuator Calibration”This button allows the user to manually calibratethe wastegate actuator. See Section 3.10 ESPProgramming “Actuator Calibration” for moreinformation.

“Reset Status LEDs”This button allows the user to reset the statusLEDs on the ECU. See Section 3.10 ESP Pro-gramming “Reset Status LEDs on ECU” for moreinformation.

“Version Details”This button allows the user to view the serial num-ber(s) and calibration number of the ECU andengine. This information is provided to verify thatthe ECU is calibrated correctly for the engine onwhich it is installed.

“Start Logging All” and “Stop Logging All”These buttons are used to log all active systemparameters during a user-determined period oftime. The file that is saved is a binary file(extension .ACLOG) that must be extracted into ausable file format. See Section 3.10 ESP Pro-gramming “Logging System Parameters” for moreinformation.

“Send Calibration to ECU”This button is used to send a calibration file to theECU.

“Change Units”This button allows the user to change all the ESPpanel fields to display in either U.S. units or inmetric measurement units. See Section 3.10 ESPProgramming “Changing Units – U.S. or Metric”for more information.

“Save to ECU”This button is used to save programmed values topermanent memory in the ECU. Changes savedto permanent memory will not be lost if power tothe ECU is removed. See Section 3.10 ESP Pro-gramming “Saving to Permanent Memory” formore information.

“Start Editing”“Stop Editing - Currently Editing”This button is used to toggle between editingmodes in ESP. When this button is clicked and thecaption reads “Stop Editing - Currently Editing,”the editing mode is active and the user is able toedit the programmable fields in ESP. When thisbutton is clicked and the caption reads “Start Edit-ing,” the editing mode is inactive and the user willbe unable to edit the programmable fields in ESP.See Section 3.10 ESP Programming “Basic Pro-gramming in ESP” for more information.

“Undo Last Change” and “Undo All Changes”These buttons allows the user to reset either thelast programming change or all programmingchanges made. You can only undo changes fromup until the last “Save to ECU.”

1 3 5 7 9 11

4 8 10

2

6 12

1

2

3

4

5

6

7

8

9

10

11

12



FAULT LOG DESCRIPTION

One method of obtaining diagnostic information is byviewing the fault log in ESP. The fault log displays thedata provided by the ECU and can be displayed eitherto list only the active faults or to list the history of all thefaults that occurred in the lifetime of the ECU.

The fault log displays the name of the fault, the firsttime the fault occurred since the fault was reset (inECU hours:minutes:seconds), the last time the faultoccurred since reset, the number of times the faultoccurred since reset, and the total number of times thefault occurred in the lifetime of the ECU. All the fault

information is resettable except for the total number oftimes the fault occurred during the lifetime of the ECU.

The faults listed in the fault log can be sorted by click-ing on a column name. For example, clicking on “Fault”will sort alarms/shutdowns in numerical order basedon the fault code. Clicking on “First Occurrence” willsort alarms/shutdowns in order of occurrence.

NOTE: As an additional aid in troubleshooting,double-clicking a fault listed in the fault log will open E-Help directly to the troubleshooting information for thatfault.


“Fault” This field displays the fault code and descriptionfor the alarm or shutdown condition that exists.Alarm codes in ESP are identified with the letters“ALM” preceding a 3-digit alarm code. Emergencyshutdown codes are identified with the letters“ESD” preceding a 3-digit shutdown code. Dou-ble-clicking a fault listed in the fault log will openE-Help directly to the troubleshooting informationfor that fault.

“First Occurrence” This field displays the first time the fault listedoccurred since the fault was reset (in ECUhours:minutes:seconds). This field is resettable.

“Last Occurrence” This field displays the last time the fault listedoccurred since the fault was reset (in ECUhours:minutes:seconds). This field is resettable.

“Total Since Reset” This field displays the number of times the faultoccurred since the fault was reset. This field isresettable.

“Lifetime Total” This field displays the total number of times thefault occurred in the lifetime of the ECU. This fieldis not resettable.

1 2 3 4 5

6 8 9 10 117 12

Fault First Occurrence Last Occurrence Total Since Reset Lifetime Total

List ActiveFaults

List ActiveFaults

Total FaultHistory

ResetSelected

FaultFault Help Refresh Copy To

Clipboard Close

ALM212 IMAP LB/BK OC 8079:12:10 8164:09:25 20 20

This is the only “active” fault listed in the fault log. This alarm condition is indicated on the [F2] Engine Panel and with flashing LEDs on the ECU. To troubleshoot this alarm, the user would double-click the fault description.

1

2

3

4

5



“List Active Faults” and “Total Fault History”These buttons allow the user to view either theactive fault listing or the total fault history. TheActive Faults Log only lists active faults indicatedby flashing status LEDs and alarm fields on theESP panels. The Total Fault History lists all thefaults that occurred in the lifetime of the ECU.

“Reset Selected Fault” This button resets the “First Occurrence,” “LastOccurrence,” and “Total Since Reset” back to zeroof the selected (or highlighted) fault listed in thelog.

“Fault Help” This button allows the user to open E-Help.

“Refresh” This button allows the user to update or refreshthe fault log. When the fault log is open, the infor-mation is not automatically refreshed. For exam-ple, if the fault log is displayed on screen, and afault is corrected, the fault log will not refresh itselfto reflect the change in active faults. The usermust refresh the fault log to view the updatedinformation.

“Copy To Clipboard” This button copies the fault log information to thePC’s clipboard. The information can then bepasted as text in a word processing or spread-sheet application.

NOTE: The copied text is tab delimited and will needto be formatted after being pasted into thespreadsheet or word processing program to aligncolumns and to display information as desired.

“Close” This button closes the fault log.

6

7

8

9

10

11

12



USING A MODEM FOR REMOTE MONITORING

NOTE: For best modem communications, use a“matched” pair (same brand) of modems.

Temporary remote monitoring of an engine with theESM is possible through the use of a modem. Amodem is a device that enables a computer to trans-mit data over telephone lines. Using ESP and amodem, you can “dial up” the ECU to monitor ESMstatus and make programming changes remotely.

NOTE: High-speed cable and satellite modems willnot work with the ESM’s modem function.

IMPORTANT! This manual assumes that you arealready familiar with modem devices, modem initializa-tion strings, other modem concepts, and HyperTermi-

nal. If you need more information on these topics, referto the user’s manual provided with the modem or withthe modem manufacturer.

To remotely monitor an engine through a modem, thefollowing supplies are required:

• “Modem to ECU” connection

•• RS-232 serial cable (P/N 740269A) availablefrom Waukesha Engine

•• External modem (See “Setting Up Modem toECU”)

• “PC to Modem” connection

•• External/internal modem

•• RS-232 cable (if external modem is used, con-nects modem to PC)

Figure 3.00-30. Modem Connections from ECU to PC

SETTING UP MODEM TO ECU

NOTE: The following steps in this section do not needto be performed if using the modem in WaukeshaEngine’s Remote Programming Modem Tool Kit(P/N 489943), which comes preprogrammed from thefactory.

The modem connected to the ECU requires specialsetup programming so it will work with the ECU. Themodem must be set in “auto answer” mode, a modemfeature that accepts a telephone call and establishesthe connection, and must be set at 38,400 baud. Autoanswer mode and baud rate are programmed usingHyperTerminal. HyperTerminal is a terminal softwareprogram that enables the modem to connect properlyto the ECU. HyperTerminal is included as part ofMicrosoft® Windows® XP operating system.

Complete the following steps:

NOTE: Some modems may have dip switches (tinytoggle switches) that must be set to put the modem inauto answer mode. Refer to the user’s manualprovided with the modem or contact the modemmanufacturer. Set the dip switches as required andcontinue with Step 1.

1. Using a PC-to-modem cable, temporarily connecta PC to the external modem that will be connected tothe ECU.

2. Start HyperTerminal. From the Windows® taskbar,click Start → All Programs → Accessories →Communications → HyperTerminal.

NOTE: HyperTerminal is a terminal program includedwith Microsoft® Windows® XP operating system. IfHyperTerminal is not installed, install the programusing the Add/Remove Programs icon in the ControlPanel. You may need your original Microsoft®

Windows® CD-ROM for installation.

SERIAL CABLE (P/N 740269A)

EXTERNALMODEM

INTERNAL/EXTERNAL(SHOWN) MODEM

SERIALCABLE

NOTE: Serial cable (P/N 740269A) is available from Waukesha Engine.Modems, PC-to-modem cable, and PC supplied by customer.

“SERVICE INTERFACE” CONNECTION



3. Give the HyperTerminal session a name.

Figure 3.00-31. HyperTerminal – Connection Description Dialog Box

4. Select an icon.

5. Click “OK.”

6. Click the selection arrow on the “Connect using”drop-down menu and select the COM port yourmodem is connected to (not the modem name).

7. When you select the COM port, the other fields onthe dialog box are deactivated (grayed). Click “OK.”

Figure 3.00-32. HyperTerminal – “Connect To” Dialog Box

NOTE: To avoid resetting the baud rate, the modembeing set up must be a “dedicated” modem and usedonly with the ECU. If the modem is used with anotherdevice, the baud rate setting may be overwritten.

8. In the Properties dialog box, set the baud ratebetween the PC and the modem to 38,400 Bits persecond. Click “OK.”

Figure 3.00-33. HyperTerminal – “COM1 Properties” Window

9. The HyperTerminal window opens and you areable to control your modem with commands. Type “AT”and press [Enter]. The modem should reply with “OK.”

Figure 3.00-34. HyperTerminal – Session Window



NOTE: If no “AT” or “OK” appears, there is a basiccommunication problem between the PC and themodem. Most likely the COM port selected isincorrect. Check selected COM port and try again.

NOTE: In the following steps, type the number zero(“0”), not the letter “O.”

Turn auto answer mode on by typing: “ATS0=1” and press [Enter].

10. Save the change to NVRAM by typing “AT&W0”and press [Enter].

11. Turn the modem off and then on again.

12. Type “ATI4”.

13. The modem will respond with multiple lines thatlook similar to:Current Settings............B0 E1 L4 M1 N5 Q0 V1 X5&B1 &C1 &D2 &G0 &H3 &J0 &K4 &L0 &M0 &N0 &P0 &R1 &S0 &X &Y1*B0 *C0 *D0 *E0 *F0 *G0 *I0 *L0 *M0 *P9 *Q2 *S0

S00=001 S01=000 S02=043 S03=01 S04=010S05=008 S06=003 S07=060 S08=002 S09=006S10=007 S11=070 S12=000 S13=000 S14=002S15=002 S16=000 S17=018 S18=000 S19=000S20=002 S21=178 S22=000 S23=105 S24=138S25=000 S26=000 S27=156 S28=068 S29=000S30=000 S31=017 S32=019 S33=255 S34=030S35=032 S36=000 S37=000 S38=000 S39=032S40=000 S41=000 S42=000 S43=008 S44=000S45=100 S46=028 S47=064 S48=000 S49=134S50=000 S51=000 S52=000 S53=000 S54=000S55=000 S56=000 S57=000 S58=000 S59=000OK

14. Although the lines in Step 13 may not be exactlywhat is shown on your PC, make sure that the param-eter S00=001 is listed. Parameter S00=001 is the pro-gramming code to the modem that enables the autoanswer mode.

15. Exit HyperTerminal.

16. Click “Yes” to disconnect.

Figure 3.00-35. Disconnect Warning Dialog Box

17. Click “Yes” to save the HyperTerminal session.

Figure 3.00-36. Save Session Dialog Box

18. Continue with “Connecting Modem to ECU andPC.”

CONNECTING MODEM TO ECU AND PC

An RS-232 serial cable (P/N 740269A), available fromWaukesha Engine, is used to connect a modem to theECU. This cable has a 25-pin RS-232 connection thatplugs into the modem and an 8-pin Deutsch® connec-tor that plugs into the ECU.

Complete the following:

1. Obtain an RS-232 serial cable (P/N 740269A) fromWaukesha Engine for modem use.

2. Connect the 25-pin end of the RS-232 serial cableto the external modem (see Figure 3.00-30). Connectto the “dedicated” modem you set up for use with theECU following the steps in the section “Setting UpModem to ECU”.

3. Connect the 8-pin Deutsch® connector of theserial cable to the “Service Interface” connection onthe side of the ECU.

4. Connect PC to modem (see Figure 3.00-30 forsample setup).

STARTING ESP FOR MODEM ACCESS

1. Apply power to the ECU.

2. Turn on power to PC.

3. Start ESP for modem use by one of the followingmethods:

• Double-click the “ESP (Modem Access)” icon onyour desktop.

• From the Windows® taskbar (lower-left corner ofyour desktop), click Start → All Programs →Waukesha Engine Controls → Engine SystemManager (ESM) → ESP (Modem Access).



4. On program startup, ESP will check for a modem.Once ESP finds the modem on the PC, a dialog boxappears asking to attempt a connection. Click “Yes.”

5. Enter the phone number for the engine modemyou wish to connect in the Modem Connection Wizarddialog box. Enter phone number without spaces ordashes.

Figure 3.00-37. Modem Connection Wizard

6. The ESP modem wizard will attempt to “dial up”the modem. Note the following:

• If connection is successful, ESP will run, displayingthe engine panels. Setup is complete. Monitorengine operation or program ESP as necessary.

• If connection is unsuccessful, click “Retry.” If con-nection is still unsuccessful, continue with Step 7.

Figure 3.00-38. Unsuccessful Connection Dialog Box

7. Check the telephone number typed in the ModemConnection Wizard dialog box.

8. Retry connection. Click “Connect.”

9. ESP modem wizard will reattempt to “dial up” themodem. Note the following:

• If connection is successful, ESP will run, displayingthe engine panels. Installation is complete. Monitorengine operation or program ESP as necessary.

• If connection is unsuccessful, click “Cancel.” Con-tinue with Step 10.

10. If your modem dials but does not connect with theanswering modem, or if you have problems getting orstaying connected, you might need to adjust themodem initialization string. Click the “Advanced Set-tings” check box on the Modem Connection Wizarddialog box.

Figure 3.00-39. Modem Connection Wizard

NOTE: Always use CAPITAL letters (upper case) forthe modem initialization string in the “AdvancedSettings” check box.

11. Enter the modem’s initialization string (command)in CAPITAL letters (upper case). Most connectionproblems are resolved with the proper modem initial-ization string. The initialization string gives the modema set of instructions for how to operate during a call.Almost every modem brand and model has its ownvariation of “ATCommand Set” and “S-register” set-tings.

NOTE: Detailed discussion of modem initializationstrings is beyond the scope of this manual. You canget an initialization string from the user’s manualprovided with the modem, from the modemmanufacturer, or from a variety of Internet web sites.

12. Click “Connect.”



13. The ESP modem wizard will attempt to “dial up”the modem. Note the following:

• If connection is successful, ESP will run, displayingthe six engine panels. Installation is complete. Mon-itor engine operation or program ESP as necessary.

• If connection is unsuccessful, click “Retry.”

14. If connection continues to be unsuccessful, refer tothe user’s manual provided with the modem or contactthe modem manufacturer.

15. Make sure all connections are secure.


SECTION 3.05

ESP PANEL AND FIELD DESCRIPTIONS

[F2] ENGINE PANEL

The [F2] Engine panel contains the most common information needed while operating the engine.[F2]

# FIELD # FIELD # FIELD

6 Barometric Pressure 17 Gas/Air Pressure 10 Oil Temperature

7 Engine Setpoint 4 High Temperature (HT)Coolant Pressure 8 Percent Rated Load

2 Engine Speed 5 High Temperature (HT)Coolant Temperature 15 Post-Filter Oil Pressure

12 Engine Status Bar 1 Intake Manifold Pressure 14 Pre-Filter Oil Pressure

9 ESM Calculated Power 3 Intake Manifold Temperature 16 Turbocharger Oil Pressure

11 Fuel Pressure 13 Mean Exhaust Temperature

1

4

6

11

17

2 3

5

7 810

1213

14 15 16

9



[F3] START-STOP

The [F3] Start-Stop panel contains the fields that affect starting and stopping of the engine.[F3]


14 Active Cylinder Management 17 Gas/Air Pressure 19 Prechamber Pulse Duration

6 Average RPM 27 High Temperature (HT) Coolant 11 Starter

12 Blocking Fuel Valve 26 ICU Start 4 Starter Off RPM

20 Coolant Temperature 9 Ignition Enable 3 Starter Off RPM Adjustment

5 Driven Equipment ESD 10 Injection Enable 8 Starting Signal

22 Duration Limit 24 Intake Manifold Pressure 18 Turbocharger Oil Pressure

25 Engine Start 23 Intake Manifold Temperature 13 User ESD

2 Fuel On RPM 16 Main Chamber Pulse Duration 15 User RUN/STOP

1 Fuel on RPM Adjustment 21 Oil Pressure 7 Wastegate Position %

1

2

3

4

5

6 7

8 9 10

11 12 13

14 15

16 17 18

19 20 21

22 23 24

25

26

27



[F4] GOVERNING OPERATING STATUS

The [F4] Governor Operating Status panel contains the fields that monitor or adjust parameters to ESM speed gov-erning.[F4]


21 Differential Gain Adjustment 11 Intake Manifold Pressure 19 Proportional Gain Adjustment

16 Droop % 20 Integral Gain Adjustment 15 Proportional Sync

6 Duration Limit 17 Load Inertia 9 Remote RPM

2 Engine Setpoint 18 Low Idle RPM 3 Remote RPM Setpoint

1 Engine Speed 13 Low Idle Adjustment 14 Synchronized RPM

12 High Idle RPM 4 Main Chamber Pulse Duration 8 Wastegate Error

10 Idle 5 Prechamber Pulse Duration 7 Wastegate Position %

1

2

3

4

5

6 7

8

9

10

11

12 13 14 15 16

17 18 19 20 21



[F5] IGNITION OPERATING STATUS PANEL — 12V220GL/APG2000

The [F5] Ignition Operating Status panel contains the fields necessary for adjusting and monitoring the ignition sys-tem.

NOTE: The 12V220GL/APG2000 and the 18V220GL/APG3000 have different [F5] Ignition Operating Status paneldisplays. [F5]

# FIELD # FIELD # FIELD22 Active Cylinder Management 23 Ignition Energy 19 Mean Exhaust Temperature

3 Cylinder Balance – ‘A’ Bank 1 Ignition Timing – ‘A’ Bank 13 No Spark Adjustment

6 Cylinder Balance – ‘B’ Bank 8 Ignition Timing – ‘B’ Bank 14 No Spark Limit

20 Duration Limit 21 Injection Enable 16 NOx

15 Engine Speed 18 Intake Manifold Pressure 2 Spark Reference # – ‘A’ Bank

4 Exhaust Temperature – ‘A’ Bank 26 Knocking 7 Spark Reference # – ‘B’ Bank

5 Exhaust Temperature – ‘B’ Bank 11 Low Voltage Adjustment 28 System

9 High Voltage Adjustment 12 Low Voltage Limit 27 User ESD

10 High Voltage Limit 17 Main Chamber Pulse Duration

24 Ignition Enable 25 Maximum Retard

1 2 3 4 5 6 7 89 10

11 12

13 14

15 16 17

18 19 20

21 22 23 24 25 26 27 28



[F5] IGNITION OPERATING STATUS PANEL — 18V220GL/APG3000

The [F5] Ignition Operating Status panel contains the fields necessary for adjusting and monitoring the ignition sys-tem. It is necessary to view the secondary ECU panel to see additional ‘A’ bank ignition information. See “Second-ary ECU Panel (18V220GL/APG3000 Only)” on page 3.05-9.

NOTE: The 12V220GL/APG2000 and the 18V220GL/APG3000 have different [F5] Ignition Operating Status paneldisplays.


20 Active Cylinder Management 22 Ignition Enable 23 Maximum Retard

3 Cylinder Balance – ‘A’ Bank 21 Ignition Energy 10 Mean Exhaust Temperature

6 Cylinder Balance – ‘B’ Bank 1 Ignition Timing – ‘B’ Bank 17 No Spark Adjustment

12 Duration Limit 19 Injection Enable 18 No Spark Limit

7 Engine Speed 9 Intake Manifold Pressure 8 NOx

4 Exhaust Temperature – ‘A’ Bank 24 Knocking 2 Spark Reference # – ‘B’ Bank

5 Exhaust Temperature – ‘B’ Bank 15 Low Voltage Adjustment 26 System

13 High Voltage Adjustment 16 Low Voltage Limit 25 User ESD

14 High Voltage Limit 11 Main Chamber Pulse Duration

1 2 3 4 5 6

7 8

9 10

11 12

13

14

15

16

17

18

19 20 21 22 23 24 25 26



[F8] AFR SETUP PANEL

The [F8] AFR Setup panel contains the fields that monitor or adjust parameters to the engine’s air-fuel ratio.[F8]


13 Adjusted Generator Power 17 Fuel Type 4 Mean Exhaust Temperature

6 Engine % O2 Adjust 9 Gain Adjust 10 Parasitic Load Adjust

1 Engine Speed 8 Generator Efficiency 7 Transducer Full Scale

3 Engine Torque % 20 Generator Rated Power 16 User WKI

14 Error kW 2 Intake Manifold Pressure 15 User WKI in Use

12 ESM Calculated Power 5 kW Transducer Output 11 Wastegate Position %

18 Fuel Constituents 19 Lower Heating Value

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3

4

6

7

8

9

10

11

12

13

14

15

16

17

18

19

205



[F10] SYSTEM/SHUTDOWN STATUS

The [F10] System/Shutdown Status panel displays the fields that affect the operation of the ECU.[F10]


5 Active Faults 8 Engine Speed 6 Injection Enable

11 Battery Voltage 4 Engine Start 22 Maximum Retard

18 Blocking Fuel Valve 13 Faults Loaded 16 Remote RPM

12 Calibration Loaded 7 ICU Start 14 Statistics Loaded

15 ECU Hours 17 Idle 3 System

10 ECU Temperature 21 Ignition Alarm 1 User ESD

23 Engine Knocking 19 Ignition Enable 2 User RUN/STOP

9 Engine Setpoint 20 Ignition Energy

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7

8

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12

13

14

15

16

17

18

19

20

21

22

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[F11] ADVANCED FUNCTIONS

The [F11] Advanced Functions panel allows the user to adjust alarm and shutdown setpoints and displays a cylin-der chart for identifying the correct cylinder in certain fault code messages.[F11]

ALARM AND SHUTDOWN SETPOINTS



SECONDARY ECU PANEL (18V220GL/APG3000 ONLY)

The Secondary ECU panel contains the fields that the secondary ECU monitors. This panel is displayed only whenconnected to the secondary ECU on an 18V220GL/APG3000 engine.SE

# FIELD # FIELD # FIELD6 Active Faults 14 Faults Loaded 11 Low Voltage Limit

2 Battery Voltage 10 High Voltage Limit 12 No Spark Limit

13 Calibration Loaded 18 Ignition Alarm 3 Slave ID

7 ECU Hours 17 Ignition Enable 9 Spark Ref # – ‘A’ Bank

1 ECU Temperature 16 Ignition Energy 15 Statistics Loaded

4 Engine Speed 5 Intake Manifold Pressure

19 ESP Fault Identifier 8 Ignition Timing – ‘A’ Bank

1

2

3

4

5

6

7

8 910

11

12

13

14

15

16

17

18

19



FIELD DESCRIPTIONS

Refer to the panel descriptions on page 3.05-1through page 3.05-9 for the location of each field.

NOTE: Panel “SE” refers to the Secondary ECUpanel.

“Active Cylinder Management”“Act Cyl Mngmt”

• Panels: [F3], [F5]

Status field displaying the current state of the activecylinder management. When active cylinder manage-ment is enabled, the field is green and displays“ENABLED.” When active cylinder management is dis-abled, the field is gray and displays “DISABLED.” SeeSection 1.10 Engine System Manager (ESM) Over-view “Active Cylinder Management” for more informa-tion.

“Active Faults”

• Panels: [F10], SE

Displays the number of active faults of the ECU that iscurrently connected. View the fault log for a detailedlist of active faults. See Section 3.00 Introduction toElectronic Service Program (ESP) “Fault Log Descrip-tion” for more information.

“Adj Gen Power”

• Panel: [F8]

This field displays the adjusted generator power in kW(BHP). The calculation for Adjusted Generator Powerincorporates the kW transducer output, transducer fullscale, generator efficiency, and generator rated power.See Section 2.20 Governing and Air-Fuel Control“Air-Fuel Ratio Control”.

Alarm and Shutdown Setpoints

• Panel: [F11]

These fields allow the user to adjust the alarm andshutdown setpoints of the oil pressure, coolant tem-perature, intake manifold temperature, and oil temper-ature. Adjusting these setpoints enables the user tofine-tune when an alarm or shutdown will occur or canbe used for testing. Setpoints are only adjustable in asafe direction from the factory settings. SeeSection 3.10 ESP Programming “Programming Alarmand Shutdown Setpoints” for more information on pro-gramming these fields.

“Average RPM”

• Panel: [F3]

Displays the average engine speed (rpm).

“Baro Pressure”

• Panel: [F2]

Displays the engine’s barometric pressure. Units are inkPa (in-Hg) absolute. If a barometric pressure sensoror wiring fault occurs, the status bar beneath this fieldturns yellow and displays a message to fix the sensoror wiring.

NOTE: When a sensor or wiring fault is detected, thefield displays a default value, not the actual value.

“Battery Voltage”


Displays the current battery voltage. If the battery volt-age goes below 21 VDC, the status bar beneath thefield will warn the user by turning yellow and displayingthe message “TOO LOW.” The “Battery Voltage” fielddoes not display the actual voltage if it falls outside theacceptable range of 21 – 32 volts. ALM454 willbecomes active if the battery voltage remains below21 VDC for longer than 30 seconds. If the battery volt-age falls below 18 VDC, the engine will shut down.See Section 4.05 ESM Maintenance “Battery Mainte-nance” for more information.

“Blocking Fuel Valve”

• Panels: [F3], [F10]

Status field displaying current state of the blocking fuelvalve. During the time the blocking fuel valve isopened, the field is green and displays “ON.” Duringthe time the blocking fuel valve is closed, the field isgray and displays “OFF.”

“Cal Loaded”


Displays if the calibration is loaded for the ECU. The“Calibration Loaded” field should always be green anddisplay “OK.” If this field is red and displays “NO,” con-tact your local Waukesha Distributor for technical sup-port.

“Coolant Temp”

• Panel: [F3]

Displays the engine’s coolant temperature at the outletof the engine. Units are °C (°F). If a coolant tempera-ture sensor or wiring fault occurs, the status barbeneath this field turns yellow and displays a messageto fix the sensor or wiring.




“CYL BAL”

• Panel: [F5]

The cylinder balance factor refers to the offset from theaverage “Main Chamber Pulse Duration” that is usedto keep the individual exhaust temperatures (“EXHTEMP”) balanced. This value is expressed in percent-age form.

Example: A value of 103 indicates that the individualcylinder’s main chamber duration is 103% of the aver-age main chamber pulse duration, so it is getting 3%more fuel than the average of all of the cylinders.

“Differential Gain Adj”This functionality is not active on the APG2000/3000.

• Panel: [F4]

User-programmable field to adjust differential gain by amultiplier of 0 – 1.100. Differential gain is a correctionfunction to speed error that is based on direction andrate of change. When an error exists between actualengine speed and engine speed setpoint, a differentialgain calibrated by Waukesha Engine is multiplied tothe derivative of the speed error. This is done toincrease or decrease injector response to correct orreduce speed error. Although the user can programthe differential gain multiplier with this field to fine-tuneinjector response, it is typically not adjusted. “Propor-tional Gain Adj” and “Integral Gain Adj” are also usedto correct speed error.

“Driven Equipment ESD”

• Panel: [F3]

User-programmable field for setting an overspeedshutdown value to protect driven equipment. Drivenequipment overspeed can be programmed from 0 to2200 rpm. If programmed driven equipment overspeedexceeds engine overspeed, the engine overspeedvalue takes precedence.

For example: a 1500 rpm engine will have a fac-tory-programmed engine overspeed trip point of1605 rpm. If the driven equipment overspeed is set to1700 rpm, and the engine speed exceeds 1605 rpm,the engine will be shut down. If the driven equipmentoverspeed is set to 1100 rpm, and the engine speedexceeds 1100 rpm but is less than 1605 rpm, theengine will be shut down.

“Droop (%)”This functionality is not active on the APG2000/3000.

• Panel: [F4]

User-programmable field for adjusting the percent ofdroop. Droop allows steady-state speed to drop asload is applied. Droop is expressed as a percentage ofnormal average speed. Droop can be programmedfrom 0 to 5%.

“Duration Limit”

• Panels: [F3], [F4], [F5]

Displays the duration limit. Units are in milliseconds(ms).

“ECU Hours”


Displays the number of hours the currently connectedECU has been operation.

NOTE: This value does not necessarily represent theamount of hours the engine has been in operation.

“ECU Temp”


Displays the internal temperature of the currently con-nected ECU. Units are °C (°F). If the ECU temperatureis too high, the status bar beneath the field turns yel-low and displays the message “HIGH.” If the ECU tem-perature increases beyond the maximumrecommended operating temperature, ALM455 willbecome active.

“Engine % O2 Adjust”

• Panel: [F8]

Clicking “Edit...” will display the Quick Edit window foradjusting the O2 percentage. Units are in % O2 with aminimum value of –1 and a maximum value of 1. SeeSection 3.10 ESP Programming “Engine Percent O2Adjustment” for more information.

“Engine Knocking”

• Panel: [F10]

This field alerts the user when knock is present in acylinder. When knock is sensed with at least one cylin-der, the field turns yellow and displays “YES.” The usercan determine which cylinder(s) is knocking by lookingat the individual cylinder timings displayed on the [F5]Ignition panel. If no knock is present, the field is grayand displays “NO.”



“Engine Setpoint RPM”“Eng Setpoint RPM”

• Panels: [F2], [F4], [F10]

Displays the engine speed (rpm) setpoint. The enginespeed setpoint is determined by a user input, not inter-nal calibrations. See Section 2.20 Governing andAir-Fuel Control “Speed Governing Modes” for moreinformation on engine setpoints.

“Engine Speed RPM”

• Panels: [F2], [F4], [F5], [F8], [F10], SE

This field displays current engine speed in rpm.

“Engine Start”

• Panels: [F3], [F10]

Status field indicating system readiness to start. Ifthere is no ESM-related reason not to start the engine,the field is gray and displays “OK.” If there is anythingpreventing the engine from starting, the field is red anddisplays “NO START.”

Engine Status Bar

• Panel: [F2]

This field signals the user that an emergency shut-down is in process. When the engine is operating or isoff, the field remains deactivated (gray). If the engineshuts down due to an emergency, this field will turn redand display a message indicating an emergency shut-down is in process. When the shutdown is complete,the field deactivates (turns gray) and the shutdown isrecorded in the fault log history. However, the fieldremains active (in shutdown mode) if either E-Stop(emergency stop) switch on the engine or ECP panelis pushed in.

“Engine Torque %”

• Panels: [F8]

This field displays the engine output as a percentageof rated torque.

“Error kW”

• Panels: [F8]

This field displays the difference between adjustedgenerator power and ESM calculated power output innegative or positive errors.



“ESM Calc Power”


This field displays an approximation (±5%) of actualengine power in kW (BHP). The approximation isbased on ECU inputs and assumes correct engineoperation.

“EXH TEMP”

• Panel: [F5]

These fields display the exhaust temperature for eachcylinder. Units are in °C (°F).

“Faults Loaded”


Status field displaying if ECU has faults loaded. The“Faults Loaded” field should always be green and dis-play “OK.” If this field is red and displays “NO,” contactyour local Waukesha Distributor for technical support.

Fuel Constituents“If Fuel Type is...”

• Panel: [F8]

Clicking “Edit...” will display the Quick Edit window foradjusting the primary and secondary fuel componentswhen “Other” is selected as “Fuel Type.” If the fuel con-stituents entered do not add up to between 97% and103%, a fuel composition fault (ALM535) will beraised.

“Fuel on RPM Adj” and “Fuel On RPM”

• Panel: [F3]

These fields allow the user to view and program therpm at which the fuel valve is turned on. The “Fuel OnRPM” field displays the current programmed rpm set-ting. The blue “Fuel on RPM Adj” field allows the userto adjust the actual setting by entering a value from–50 to +100 rpm. When an adjustment is entered, the“Fuel On RPM” field is updated to display the adjustedvalue. Program the “Fuel on RPM Adj” field to zero forthe Fuel on RPM to be at the default value.

“Fuel Pressure”

• Panel: [F2]

This field displays the engine’s fuel rail pressure. Unitsare in kPa (in-Hg) absolute. If a fuel rail pressure sen-sor or wiring fault occurs, the status bar beneath thisfield turns yellow and displays a message to fix thesensor or wiring.




“Fuel Type”

• Panel: [F8]

Clicking “Edit...” will display the Quick Edit window foradjusting the primary and secondary fuel type.

“Gain Adjust”

• Panel: [F8]

Clicking “Edit...” will display the Quick Edit window foradjusting the gain of the wastegate for the primary andsecondary fuel type to fine-tune both steady-state andtransient air-fuel ratio performance. The range ofadjustment is from 0.015 – 2.000 as listed at the bot-tom of the programming table.

“Gas/Air Pressure”

• Panel: [F2], [F3]

This field displays the engine’s gas/air pressure. Unitsare in kPa (in-Hg) absolute.

“Generator Efficiency”

• Panels: [F8]

Clicking “Edit...” will display the Quick Edit window foradjusting generator efficiency. This is a required entryand is already preprogrammed for all Enginators. Theappropriate values are entered for 50, 75, 100, and125 percent load points.

NOTE: To ensure accuracy of the generator efficiencytable, verify that the “Generated Rated Power” valuehas been properly set.

“Generator Rated Power”

• Panel: [F8]

Clicking “Edit...” will display the Quick Edit window foradjusting generator rated power. This field can beadjusted between 200 – 5000 kW (268 – 6705 BHP).

The generator rated power is used with the generatorefficiency table, such that it sets the power value forthe 100% axis point in the table. The rated powershould be listed on the generator nameplate or in thegenerator document. It should be preprogrammed atthe factory for all Enginators.

“High Idle RPM”

• Panel: [F4]

User-programmable field for adjusting the high idlerpm. The high idle setting is used when the ratedspeed/idle speed digital input is high (8.6 – 36 volts)and “Remote RPM” is OFF. The high idle rpm can beprogrammed from 800 to 2200 rpm (not to exceed apreprogrammed maximum speed). Internal calibra-tions prevent the engine from running faster than ratedspeed +7%.

NOTE: Although customer connections determine therpm setpoint in variable speed applications, the highidle setting must be programmed to a “safe” value incase an out-of-range speed setpoint is detected or ifthe wire that enables remote rpm operation fails.

“High Voltage Adj.” and “High Voltage Limit”


These fields allow the user to view and adjust the highvoltage alarm limit setting. See Section 2.10 IgnitionSystem “Ignition Diagnostics” and Section 3.10 ESPProgramming “IPM-D Programming” for more informa-tion.

“HT Coolant”

• Panel: [F3]

Displays the HT coolant start status. If there is no HTcoolant-related reason not to start the engine, the fieldis gray and displays “OK.” If there are any HTcoolant-related problems preventing the engine fromstarting, the field is red and displays “NO START.” SeeSection 2.05 Start-Stop Control for more information.

“HT Coolant Press”

• Panel: [F2]

This field displays the engine’s HT coolant pressure.Units are in kPa (in-Hg) absolute. If an HT coolantpressure sensor or wiring fault occurs, the status barbeneath this field turns yellow and displays a messageto fix the sensor or wiring.


“HT Coolant Temp”

• Panel: [F2]

This field displays the engine’s HT coolant tempera-ture. Units are in °C (°F). If an HT coolant temperaturesensor or wiring fault occurs, the status bar beneaththis field turns yellow and displays a message to fix thesensor or wiring.




“ICU Start”

• Panels: [F3], [F10]

This field displays the ICU start status. If there is noICU-related reason not to start the engine, the field isgray and displays “OK.” If there are any ICU-relatedproblems preventing the engine from starting, the fieldis red and displays “NO START.”

“Idle”

• Panels: [F4], [F10]

This field indicates whether low idle rpm or high idlerpm is active. Low or high idle rpm is determined by acustomer digital input. When the input is low(< 3.3 volts), the field will display “LOW”. When theinput is high (8.6 – 36 volts), the field will display“HIGH.” See “High Idle RPM” on page 3.05-13 and“Low Idle RPM” on page 3.05-15 for values of high andlow idle.

“Ignition Alarm”


This field displays if the currently connected ECU isreceiving an alarm from the IPM-D because of one ofthe following:

– One or both of the E-Stop (emergency stop)switches on the side of the engine areengaged.

– The IPM-D is not receiving 24 volts.

– The IPM-D is not working correctly.

When one of these conditions exists, the field will turnyellow and display “ALARM.” If no problems exist, thefield is gray and displays “OK.”

“Ignition Enable”

• Panels: [F3], [F5], [F10], SE

This field signals when the IPM-D is enabled and isready to receive a signal from the ECU to fire eachspark plug. During the time the IPM-D is enabled, thefield is green and displays “ON.” During the time theignition is disabled, the field is gray and displays “OFF.”

“Ignition Energy”

• Panels: [F5], [F10], SE

This field displays the level of energy the IPM-D is fir-ing the spark plugs. The ignition level will either be at“Level 1” (low/normal) or “Level 2” (high). SeeSection 2.10 Ignition System “Monitoring IgnitionEnergy Field” for more information.

“IGN TIMING”


These fields display individual cylinder timing indegrees before top dead center (°BTDC).

NOTE: For 18V220GL/APG3000: The [F5] Statuspanel displays the ‘B’ bank cylinder timing and theSecondary ECU panel displays the ‘A’ bank cylindertiming.

“Injection Enable”

• Panels: [F3], [F5], [F10], SE

This field signals when the ICU is enabled and is readyto receive a signal from the ECU. During the time theICU is enabled, the field is green and displays “ON.”During the time the ICU is disabled, the field is grayand displays “OFF.”

“Intake Mnfld”

“IMAP”

• Panels: [F2], [F3], [F4], [F5], [F8], SE

This field displays the engine’s intake manifold pres-sure. Units are in kPa (in-Hg) absolute. If an intakemanifold pressure sensor or wiring fault occurs, thestatus bar beneath this field turns yellow and displaysa message to fix the sensor or wiring.


“Intake Mnfld Temp”


This field displays the engine’s intake manifold temper-ature. Units are in °C (°F). If an intake manifold tem-perature sensor or wiring fault occurs, the status barbeneath this field turns yellow and displays a messageto fix the sensor or wiring.




“Integral Gain Adj”

• Panel: [F4]

User-programmable field for adjusting the integral gainby a multiplier between 0 – 1.102. Integral gain is acorrection function to speed error that is based on theamount of time the error is present. When an errorexists between actual engine speed and engine speedsetpoint, an integral gain calibrated by WaukeshaEngine is multiplied to the integral of the speed error.This is done to increase or decrease injector responseto correct or reduce speed error. Although the usercan program the integral gain multiplier with this fieldto fine-tune injector response, it is typically notadjusted. “Proportional Gain Adj” and “DifferentialGain Adj” are also used to correct speed error. Seespeed error correction equation under the descriptionfor “Proportion Gain Adj.”

“Knocking”

• Panel: [F5]

See “Engine Knocking” on page 3.05-11.

“kW Trans”

• Panel: [F8]

This field displays the kilowatt transducer’s mA output.

“Load Inertia”

• Panel: [F4]

User-programmable field for programming the loadinertia value. By programming the load inertia or rotat-ing mass moment of inertia of the driven equipment,the governor gain is preset correctly, aiding rapid star-tup of the engine. If this field is programmed correctly,there should be no need to program gain adjustments(“Proportional Gain Adj,” “Integral Gain Adj,” and “Dif-ferential Gain Adj”). The rotating mass moment of iner-tia must be known for each piece of driven equipmentand then added together. See Section 3.10 ESP Pro-gramming “Programming Load Inertia” for more infor-mation.

NOTE: This field must be programmed for properengine operation. While the load inertia value shouldbe properly entered at the factory, it is recommendedthat the value be checked by the end user beforeengine startup.

NOTE: Rotating moment of inertia is not the weight ormass of the driven equipment. It is an inherentproperty of the driven equipment and does not changewith engine speed or load. Contact the coupling and/ordriven equipment manufacturer for the moment ofinertia value.

“Low Idle RPM” and “Low Idle Adj”

• Panel: [F4]

These fields allow the user to view and program thelow idle rpm setting. The low idle setting is used whenthe rated speed/idle speed digital input is low(< 3.3 volts) and “Remote RPM” is OFF. The “Low IdleRPM” field displays the actual programmed low idlerpm setting. The blue “Low Idle Adj” field allows theuser to adjust the actual setting by entering a valuefrom –50 to +100 rpm. When an adjustment isentered, the actual “Low Idle RPM” is updated toreflect the adjustment.

NOTE: The low idle rpm cannot be set above the highidle rpm.

NOTE: Although customer connections determine therpm setpoint in variable speed applications, the lowidle setting must be programmed to a “safe” value incase an out-of-range speed setpoint is detected or ifthe wire that enables remote rpm operation fails.

“Low Voltage Adj.” and “Low Voltage Limit”

• Panel: [F5], SE


“Lower Heating Value”

• Panel: [F8]

Clicking “Edit...” will display the Quick Edit window foradjusting the LHV. See Section 1.10 Engine SystemManager (ESM) Overview “Lower Heating Value(LHV)” for more information.

NOTE: It is important that the LHV entered be asclose to the fuel that is being used on the engine aspossible. Not doing so could result in engine knock ormisfire.



“Main Ch Pulse Duration”

• Panels: [F3], [F4], [F5]

This field displays the main chamber pulse duration.Units are in milliseconds (ms). The main chamberpulse duration value represents the average injectionduration used by the individual main chamber injectorsin the engine. This value is used to control the enginespeed. If the engine speed is below the setpoint, morefuel will be injected to increase speed. If the enginespeed is above its setpoint, less fuel will be injected todecrease speed. The duration of each individual mainchamber injector in the engine will be the result of mul-tiplying this average duration by each cylinder’s bal-ance factor percentage, which is used to balanceexhaust temperatures.

“Max Retard”

• Panels: [F5], [F10]

This field alerts the user when any cylinder’s timinghas reached the maximum retard in timing allowed. Ifany cylinder is at maximum retard, the field turns yel-low and displays “YES.” The user can determine whichcylinder(s) is at maximum retard by looking for the low-est individual cylinder ignition timing displayed on the[F5] Ignition panel. When none of the cylinders are atmaximum retard, the field is gray and displays “NO.”

“Mean Exhaust Temp”

• Panels: [F2], [F5], [F8]

This field displays the average temperature of theexhaust thermocouples. Units are °C (°F).

“No Spark Adj.” and “No Spark Limit”

• Panel: [F5]


“NOx”

• Panel: [F5]

User-programmable field for setting the desired NOxemissions level (engine-out at the exhaust stack) atwhich the engine will run. The ESM will adjust ignitiontiming in an attempt to meet the programmed NOxlevel. However, the actual NOx output of the enginewill not always match the programmed NOx level. Onereason is that the ESM calculates NOx based on acombination of sensor readings logged by the ECUand Waukesha-calibrated values such as humidity andexhaust oxygen, which are variables the ESM doesnot measure. Also, the ESM includes a prepro-grammed correction factor to allow for statistical varia-tions with the engine. As a result, the engine in mostcases will emit less NOx than the actual programmedNOx level. Units are in g/Nm3 @ 0° C, 101.25 kPa, 5%O2 or g/BHP-hr. The range that NOx can be pro-grammed is 0.25 – 0.5 g/Nm3 (0.6 – 1.2 g/bhp-hr).

NOTE: To correct for differences in the actualengine-out NOx emissions and that of theprogrammed NOx level refer to “Engine % O2 Adjust”on page 3.05-11.

“Oil Pressure”

• Panel: [F3]

This field displays the engine’s oil pressure in the mainoil header. Units are kPa (psi).

“Oil Pressure Post-filter”

• Panel: [F2]

This field displays the engine’s post-filter oil pressure.Units are in kPa (in-Hg) absolute. If a post-filter oilpressure sensor or wiring fault occurs, the status barbeneath this field turns yellow and displays a messageto fix the sensor or wiring.


“Oil Pressure Pre-filter”

• Panel: [F2]

This field displays the engine’s pre-filter oil pressure.Units are in kPa (in-Hg) absolute. If a pre-filter oil pres-sure sensor or wiring fault occurs, the status barbeneath this field turns yellow and displays a messageto fix the sensor or wiring.




“Oil Temp”

• Panel: [F2]

This field displays the engine’s oil temperature in themain oil header. Units are °C (°F). If an oil temperaturesensor or wiring fault occurs, the status bar beneaththis field turns yellow and displays a message to fix thesensor or wiring.


“Parasitic Load Adjust”

• Panels: [F8]

Allows user to adjust for parasitic loads (alternator,engine-driven pumps, etc.) on the engine. With only agenerator installed, this value is set to zero. This valuerepresents how much power is being used to run addi-tional driven equipment, and it also factors into the kWsensing air-fuel ratio control.

Percent Rated Load

• Panel: [F2]

This field displays an approximation of percent ratedload (torque). The approximation is based on ECUinputs and engine operating factors.

“Pre Ch Pulse Duration”


This field displays the prechamber pulse duration.Units are in milliseconds (ms). The prechamber injec-tion duration represents the amount of fuel that isinjected into the prechamber. This can vary withspeed, load, LHV, or gas/air pressure. The valueshown in ESP is representative of the average dura-tion of every prechamber injector in the engine, asthere are no individual cylinder offsets that are used.

“Proportion Gain Adj”

• Panel: [F4]

User-programmable field for adjusting the proportionalgain by a multiplier of 0.500 – 1.050. Proportional gainis a correction function to speed error that is propor-tional to the amount of error. When an error existsbetween actual engine speed and engine speed set-point, a proportional gain calibrated by WaukeshaEngine is multiplied to the speed error. This is done toincrease or decrease injector response to correctspeed error. Although the user can program the pro-portional gain multiplier with this field to fine-tuneinjector response, it is typically not adjusted. “IntegralGain Adj” and “Differential Gain Adj” are also used tocorrect speed error:

“Proportional Sync”This functionality is not active on the APG2000/3000.

• Panel: [F4]

User-programmable field for adjusting proportionalsynchronous gain by a multiplier of 0.500 – 1.050. Pro-portional synchronous gain is a correction function tospeed error that is proportional to the amount of error.Proportional synchronous gain is a lower multiplierthan proportional gain because of the need to syn-chronize to the electric grid. When an error existsbetween actual engine speed and engine speed set-point, a Waukesha-calibrated proportional synchro-nous gain is multiplied to the speed error. This is doneto increase or decrease injector response to correctspeed error. Although the user can program the pro-portional synchronous gain multiplier with this field tofine-tune injector response, it is typically not adjusted.“Integral Gain Adj” and “Differential Gain Adj” are alsoused to correct speed error.

“Remote RPM”

• Panels: [F4], [F10]

This field displays if remote rpm is currently active.Remote rpm is determined by a customer digital input.When the input is high (8.6 – 36 volts), remote rpm isactive, turning this field green and displaying “ON.”During the time the remote rpm input is low(< 3.3 volts), remote rpm is inactive, turning this fieldgray and displaying “OFF.” When remote rpm is inac-tive, engine speed is based on the current “Idle” stateand the corresponding values in “High Idle RPM” and“Low Idle RPM” fields.

“Remote RPM Setpoint”

• Panel: [F4]

This field displays the remote rpm setpoint if theremote rpm input 4 – 20 mA (0.875 – 4.0 V) is active.The setpoint is only displayed in mA.

“Slave ID”

• Panel: SE

This field allows the user to program a unique identifi-cation number for each ECU (up to 32) on a multi-ECUnetworked site. The identification number that can beprogrammed can range from 1 to 247. By program-ming an identification number, the user can communi-cate to a specific ECU through MODBUS® using asingle MODBUS® master when multiple ECUs are net-worked together.

NOTE: The slave ID must always be set at 2 to ensureproper connection and communication between theECU and ASI.



“SPARK REF #”


These fields display the spark reference number foreach cylinder. The spark reference numbers can beused to represent spark plug electrode wear (gap) andcan be monitored and trended to predict the time ofspark plug failure. See Section 2.10 Ignition System“Ignition Diagnostics” for more information.

NOTE: When checking faults in ESP, the cylindernumber is in firing order. For example, if #5 cylindertriggers an alarm for having a worn-out spark plug, theuser should check the spark plug of the 5th cylinder inthe firing order. View the [F11] Advanced panel for afault identifier chart.

NOTE: For 18V220GL/APG3000: The [F5] Statuspanel displays the ‘B’ Bank Spark Reference Numbersand the Secondary ECU panel displays the ‘A’ BankSpark Reference Numbers.

“Starter”

• Panel: [F3]

This field signals when the starter motor is engaged.The starter motor is engaged based on “Starter OffRPM” and “Purge Time” settings. During the time thestarter motor is engaged, the field is green and dis-plays “ON.” During the time the starter motor is disen-gaged, the field is gray and displays “OFF.”

“Starter Off RPM Adj” and “Starter Off RPM”

• Panel: [F3]

These fields allow the user to view and program therpm at which the starter motor is turned off. The“Starter Off RPM” field displays the actual pro-grammed rpm setting. The blue “Starter Off RPM Adj”field allows the user to adjust the actual setting byentering a value from 0 to +100 rpm. When an adjust-ment is entered, the actual “Starter Off RPM” isupdated to reflect the adjustment.

“Starting Signal”

• Panel: [F3]

This field shows the current state of the digital startsignal, a digital input to the ECU. When the start signalis high (8.6 – 36 volts), this field is green and displays“ON.” When the start signal is low (<3.3 volts), this fieldis gray and displays “OFF.”

“Stats Loaded”


Status field displaying if ECU has statistics loaded.The “Stats Loaded” field should always be green anddisplay “OK.” If this field is red and displays “NO,” con-tact your local Waukesha Distributor for technical sup-port.

“Sync RPM”This functionality is not active on the APG2000/3000.

• Panel: [F4]

This field allows the user to program a synchronizedrpm to allow easier synchronization to the electric grid.The rpm programmed in this field is added to theengine setpoint rpm. The synchronous rpm can beprogrammed from 0 to 64 rpm.

“System”

• Panels: [F5], [F10]

This field alerts the user when the ESM activates ashutdown. During an ESM shutdown, the field turnsred and displays “E-SHUTDOWN.” When this fieldindicates E-SHUTDOWN, a 24 VDC signal to the cus-tomer is provided through the customer interface har-ness. When the engine is not in an emergencyshutdown mode, the field is gray and displays “OK.”

“Transducer Full Scale”

• Panel: [F8]

Clicking “Edit...” will display the Quick Edit window forallowing the user to enter the value that correspondsto the kilowatt transducer’s output at 20 mA. For exam-ple, using metric units, a 1500 kW transducer enteredvalue would be 1500. The U.S. unit value would be2011 BHP (kW/0.746 = BHP).

“Turbo Oil Press”


This field displays the engine’s turbocharger oil pres-sure. Units are in kPa (in-Hg) absolute. If a turbo-charger oil pressure sensor or wiring fault occurs, thestatus bar beneath this field in the [F2] Status panelturns yellow and displays a message to fix the sensoror wiring.




“User ESD”

• Panels: [F3], [F5], [F10]

This field signals that an emergency shutdown is inprocess based on a customer input. During an emer-gency shutdown, the field is red and signals the userthat an emergency stop is active by displaying“E-STOP.” When “E-STOP” is displayed, the enginecannot be restarted. When the engine is not in anemergency shutdown mode, the field is gray and dis-plays “RUN.”

“User RUN/STOP”

• Panels: [F3], [F10]

This field signals that a normal shutdown is in processbased on customer input. During a normal shutdown,the field is red and displays “STOP.” When “STOP” isdisplayed, the engine cannot be restarted. When theengine is not in a shutdown mode, the field is gray anddisplays “RUN.”

“User WKI”

• Panel: [F8]

User programmable field for entering the WaukeshaKnock Index (WKI) value of the fuel. This field must beprogrammed by the user for proper engine operation.See Section 2.20 Governing and Air-Fuel Control“Waukesha Knock Index (WKI)”.

“User WKI in Use”

• Panel: [F8]

This field displays the Waukesha Knock Index (WKI)value and indicates whether WKI value used by theESM is based on the user-defined value programmedin “User WKI” or is remotely inputted to the ECU usinga 4 – 20 mA optional user input. When the WKI valueis programmed in ESP, the field indicates “User WKI inUse.” When the WKI value is being inputted in realtime through the optional analog user input, the fieldindicates “Remote WKI in Use.”

“Wastegate Error”

• Panel: [F4]

This field displays if there is a wastegate actuatoralarm. When the wastegate actuator is in an alarmstate, a digital input is sent to the ECU, turning thisfield yellow and displaying the message “YES.” If noproblems exist with the actuator, the field is gray anddisplays the message “NO.”

“Wastegate Position %”

• Panel: [F3], [F4], [F8]

This field displays the percentage that the wastegatevalve is open.


SECTION 3.10

ESP PROGRAMMING

INITIAL ENGINE STARTUP

When an engine is being prepared for first-time use,the following programming procedure should be donein the order shown.

NOTE: Read and understand all information inSection 2.00 System Power and Wiring, Section 3.00Introduction to Electronic Service Program (ESP), andSection 3.05 ESP Panel and Field Descriptions beforebeginning initial engine startup.


1. Visually inspect the ESM installation to be surethat all wiring conforms to the requirements of thismanual, local codes, and regulatory bodies. Refer toSection 2.00 System Power and Wiring for wiring andpower specifications.

2. Apply power to the ESM.

3. Using a digital voltmeter, measure the voltagebetween the power terminals in the Power DistributionJunction Box. Verify that the power supply voltage iswithin the specification provided in Section 2.00 Sys-tem Power and Wiring.

NOTE: Perform Step 4 and Step 5 only if a PC will beused instead of the Engine Control Panel (ECP).

4. Install ESP to the PC that will be connected to theECU. See Section 3.00 Introduction to Electronic Ser-vice Program (ESP) “Installing ESP from CD”.

5. Connect PC to the ECU and start ESP. SeeSection 3.00 Introduction to Electronic Service Pro-gram (ESP) “Connecting PC to ECU”.

6. Start ESP and go through each ESP panel. Deter-mine what fields need to be programmed based on

user preference and engine performance such as pre-postlube, high/low idle.

7. Program “User WKI” field on the [F8] AFR Setuppanel. This field must be programmed for properengine operation. See Section 2.20 Governing andAir-Fuel Control “Waukesha Knock Index (WKI)” formore information.

8. Program “Load Inertia” field on the [F4] Governorpanel. This field must be programmed for properengine operation. See “Programming Load Inertia” onpage 3.10-13.

9. Program “NOx” level field on the [F5] Ignitionpanel. See Section 2.20 Governing and Air-Fuel Con-trol for more information.

10. Program Alarm and Shutdown Setpoints on the[F11] Ignition panel. See “Programming Alarm andShutdown Setpoints” on page 3.10-14.

11. Perform a manual actuator calibration. See “Actua-tor Calibration” on page 3.10-5.

12. Program the following fields on the [F4] Governorpanel:

• “High Idle”

• “Low Idle”

NOTE: Not all fields may need to be programmeddepending on the speed governing mode. SeeSection 2.20 Governing and Air-Fuel Control for moreinformation on governing modes.

13. Program the following IPM-D diagnostic fields onthe [F5] Ignition panel (See “IPM-D Programming” onpage 3.10-15):

• “High Voltage Adjustment”

• “Low Voltage Adjustment”

• “No Spark Adjustment”


ESP PROGRAMMING

IMPORTANT! The procedures for kW air-fuel ratio pro-gramming instructions listed below must be completedin the order shown.

14. Perform kW air-fuel ratio programming (See “kWAir-Fuel Ratio Programming” on page 3.10-16):

1) Verify gas/air fuel adjustment. Refer toWaukesha 12V/18V220GL Operation & Main-tenance Repair & Overhaul Manual, Form6309, First Edition (or latest edition) foradjustment procedure.

2) Program Parasitic Load.

3) Program Generator Efficiency Table.

4) Verify Tranducer Full Scale Value.

5) Program Fuel Type.

6) Program Engine Percent O2 Adjustment.

15. Save values to permanent memory. If power isremoved without saving values, they will be deleted.See “Saving to Permanent Memory” on page 3.10-3.

16. Perform a manual calibration of the actuator. See“Actuator Calibration” on page 3.10-5.

17. Start engine. Observe engine performance andmake changes as necessary. Refer to Waukesha12V/18V220GL Operation & Maintenance Repair &Overhaul Manual for proper engine startup procedure.

18. Save all changes to permanent memory.

BASIC PROGRAMMING IN ESP

The ESM is designed to be used with various Wauke-sha engine families and configurations. Consequently,it must be tailored to work with site-specific informa-tion. This is achieved by calibrating (programming) anECU with information that is appropriate for the engineand the site-specific application.

The ECU is programmed for the engine, using theESP software on a PC at the engine site. AlthoughESP is saved on a PC, all programmed information issaved to, and resides in, the ECU. You do not need tohave a PC connected with ESP running to operatean engine with ESM.

Programming in ESP is done by placing ESP into anediting mode. Once in the editing mode, the user isable to edit the programmable (blue) fields.

The following procedure details a typical editing ses-sion:

1. Click on the “Start Editing” button located on thebutton bar. While in editing mode, the button will read“Stop Editing – Currently Editing.”

Figure 3.10-1. Start Editing Button

2. Locate the programmable field to change, anddouble-click the field or highlight the value to beedited.

3. Enter the new value. Note the following:

• Most fields are programmed by entering the desiredvalue within the highest/lowest allowable value forthat field. If the value entered exceeds the program-mable limits, the field will default to the highest/low-est allowable value for that field.

• Some fields are programmed by entering an adjust-ment value (±) to the default value. The bottom field(green) displays the actual programmed value. Thetop (blue) field allows the operator to adjust theactual value by entering a negative or positive off-set. When an adjustment is entered, the default fieldupdates to reflect the adjustment. If you want toreturn to the original default value, program theadjustment field to zero.

Figure 3.10-2. Example of Programming an Offset

4. Once the new value is entered, press [Enter].Once [Enter] is pressed, the new value becomes“active,” meaning the ECU is using the new value tooperate the ESM. The new value, however, is tempo-rarily saved in the ECU.

NOTE: The contents of temporary memory are lostwhenever power to the ECU is removed or on engineshutdown.

View Faults Manual ActuatorCalibration

Reset Status LEDs

Version Details

Start Logging All

Stop Logging All

Send Calibration toECU

Change Units

Save to ECU

Start Editing

Undo Last Change

Undo All Changes

Start Editing


ESP PROGRAMMING

NOTE: Since an entered value is active as soon as[Enter] is pressed, it is possible that you will notice abrief engine disruption as the engine adjusts to thenew value. If a new value could cause brief enginedisruption, a dialog box will appear requestingconfirmation that this is acceptable. If this isacceptable, click “OK” to continue. If a brief enginedisruption is not acceptable, click “Cancel” to return toESP with the field set back to the previous value.

Figure 3.10-3. WED Calibration Tool Dialog Box

5. Edit other fields as necessary.

6. When all values are entered, click the “Stop Edit-ing” button. While the editing mode is OFF, the buttonwill read “Start Editing.”

Figure 3.10-4. Stop Editing - Currently Editing Button

7. Observe engine performance. Make modificationsas necessary.

8. Save changes to permanent memory if desired.See “Saving to Permanent Memory” for instructions.

SAVING TO PERMANENT MEMORY

Once all programming is done, it will be necessary tosave edited values to the ECU’s permanent memory.

The ECU contains both volatile (temporary) randomaccess memory (RAM) and non-volatile (permanent)random access memory (NVRAM).

When a programmable value is edited in ESP, it isstored in the ECU’s temporary memory. This allowsthe user to evaluate changes made to the ECU beforesaving the values to the ECU’s permanent memory.The contents of RAM will be lost if ECU loses power,but are unaffected if the PC loses power or is discon-nected from the ECU.

To permanently save programmed values, the usermust initiate a “Save to ECU.” The new values are thensaved permanently to NVRAM. When values aresaved to NVRAM, the information is not lost whenpower to the ECU is removed. Once the values aresaved to permanent memory, the previous save to per-manent memory cannot be retrieved. The user cansave unlimited times to ECU NVRAM.

To save to permanent memory:

1. Click the “Save to ECU” button on the button bar.

Figure 3.10-5. Save to ECU Button

2. Select the appropriate response in the “Commit ToPermanent Memory” dialog box. Click “Yes” to save topermanent memory, or click “No” to return to ESPwithout saving to permanent memory.

Figure 3.10-6. Commit To Permanent Memory Dialog Box

Stop Editing -Currently Editing


Reset Status LEDs

Version Details

Start Logging All

Stop Logging All


Change Units

Save to ECU


Undo Last Change

Undo All Changes


Reset Status LEDs

Version Details

Start Logging All

Stop Logging All


Change Units

Save to ECU


Undo Last Change

Undo All Changes

Save to ECU

Commit To Permanent Memory

Yes No

Are you sure you want to save changes to permanent memory?


ESP PROGRAMMING

EXITING ESP WITHOUT SAVING

If you exit ESP without saving to the ECU, the “Shut-ting Down ESP...” dialog box appears with four options:

• “Save Changes to ECU”

• “Keep Changes in Temporary Memory”

• “Discard All Changes Since Last Save”

• “Cancel”

Figure 3.10-7. Shutting Down ESP Dialog Box

Save Changes to ECU

Click “Save Changes to ECU” button to save allchanges to permanent memory in the ECU before exit-ing. When asked if you want to “Commit To PermanentMemory,” click “Yes” if this the intended action; other-wise click “No” to return to ESP.

Figure 3.10-8. Commit To Permanent Memory Dialog Box

Keep Changes in Temporary Memory

Click “Keep Changes in Temporary Memory” button tosave all changes in temporary memory in the ECU.You will be able to close ESP and disconnect the PCfrom the ECU while keeping all changes; however,changes will be lost if power to the ECU is removed orthe engine is shut down. Read the information on thedialog box that appears and click “Continue” if this isthe intended action; otherwise click “Cancel” to returnto ESP.

Figure 3.10-9. IMPORTANT! Temporary Memory Warning Dialog Box

Discard All Changes Since Last Save

Click “Discard All Changes Since Last Save” button toreset the ECU to the programmed parameters thatwere last saved to permanent memory in the ECU.Since all the “active” values used by the ECU will bereset to those last saved, it is possible that you willnotice a brief engine disruption as the engine adjuststo the new values. When asked if you want to discardall changes, click “Continue” if this the intended action;otherwise click “Cancel” to return to ESP.

Figure 3.10-10. IMPORTANT! Discarding Changes Dialog Box

Shutting Down ESP....

Save Changes to ECU

Keep Changes in Temporary Memory

Discard All Changes Since Last Save

Cancel

Commit To Permanent Memory

Yes No

Are you sure you want to save changes to permanent memory?

Continue Cancel

Changes kept in temporary memory will re-set on engine shutdown. It is not recom-mended to keep changes in temporarymemory when the engine is running unat-tended. When temporary memory is reset,the values in ECU permanent memory areactivated.

IMPORTANT!

Continue Cancel

Discarding all changes could temporarilyaffect the operation of the engine

IMPORTANT!


ESP PROGRAMMING

Cancel

Click the “Cancel” button to cancel exiting from ESP.All values will continue to be stored in the temporarymemory.

ACTUATOR CALIBRATION

To work correctly, the ESM must know the fully closedand fully open end points of the actuator movement.To establish the fully closed and fully open end points,the actuator must be calibrated.

NOTE: On initial engine startup, perform a manualcalibration of the actuator.

A manual calibration can be performed when theengine is not rotating and after postlube and theESM’s post-processing is complete. If an emergencyshutdown is active, a manual calibration cannot becompleted.

To perform a manual actuator calibration, complete thefollowing:

1. Shut down engine, but do not remove power fromthe ECU.

2. View each of the ESP panels and verify that thereare no active ESDs. If any E-Stop fields or shutdownfields are active (shown in red), you will not be able toperform a manual calibration until they are corrected.Refer to Section 4.00 Troubleshooting for informationon how to troubleshoot the ESM using E-Help.

3. Open the [F8] AFR Setup panel.

4. Click on the “Manual Actuator Calibration” buttonon the button bar.

Figure 3.10-11. Manual Actuator Calibration Button

5. Click “Actuator AutoCal” from the dialog box.

Figure 3.10-12. AutoCalibration Dialog Box

6. If the engine is stopped and has completedpostlube and post-processing, a dialog box appears,verifying the ESM is ready to perform the calibration.Click “OK” to continue.

Figure 3.10-13. Actuator Autocal OK Information Box

NOTE: If the engine has not stopped or is not ready toperform a manual calibration, a dialog box appears,providing the reason for not doing the manualcalibration. Click “OK” and wait a few minutes beforeattempting manual calibration.

Figure 3.10-14. EMS Not Idle Information Box

NOTE: During the calibration process, severalmessages appear, indicating that the actuators arebeing calibrated.


Reset Status LEDs

Version Details

Start Logging All

Stop Logging All


Change Units

Save to ECU

Start Editing

Undo Last Change

Undo All Changes

Manual ActuatorCalibration


ESP PROGRAMMING

7. Observe the actuator lever and the actuator shaftas the “Wastegate Position %” field displays actuatormovement.

Figure 3.10-15. Wastegate Position Gauge

What is observed on the engine and what is displayedin the field should match. You should observe theWastegate Position needle move from 0 to 100% inlarge steps.

Note the following:

• If the actuator movement does not follow the needlemovement listed, troubleshoot the ESM by followingthe remedies provided in E-Help. Refer toSection 4.00 Troubleshooting for information on howto troubleshoot the ESM using E-Help.

• If your observations show no movement with eitherthe actuator or ESP, troubleshoot the ESM by follow-ing the remedies provided in E-Help. Refer toSection 4.00 Troubleshooting for information on howto troubleshoot the ESM using E-Help.

• If the needle in the “Wastegate Position %” fielddoes not move, but the actuator on the engine does,the “Wastegate Error” field on the [F4] Governorpanel should be yellow, signaling the user that“YES,” an actuator error occurred. Refer toSection 4.00 Troubleshooting for information on howto troubleshoot the ESM using E-Help.

• If the needle in the “Wastegate Position %” fielddoes move, but the actuator on the engine does not,it could be an internal error in the ECU or corruptESP software. Contact your local Waukesha Distrib-utor for technical support.

NOTE: If the ESM detects a fault with the actuator, the“Wastegate Error” field on the [F4] Governor panelturns yellow and signals the user that “YES,” anactuator error occurred. Refer to Section 4.00Troubleshooting for information on how to troubleshootthe ESM using E-Help.

8. Confirmation appears when the calibration is com-plete. Click the “OK” button to continue.

Figure 3.10-16. Actuator Autocal Completed Information Box

NOTE: When confirmation appears, it simply meansthat the ESM is done calibrating the actuator, but doesnot indicate whether or not the calibration wassuccessful. You must observe actual actuatormovement.

RESET STATUS LEDS ON ECU

When an ESM fault is corrected, the fault disappearsfrom the ESP active fault log and the ESP screens willno longer indicate an alarm.

However, the yellow and/or red status LED(s) on theECU will remain flashing the fault code(s) even afterthe fault(s) is cleared.

The code will continue to flash on the ECU until one ofthe following actions is taken:

• Reset the LED(s) using ESP

• Restart the engine

To reset the LED(s) using ESP, click “Reset StatusLEDs” located on the button bar.

Figure 3.10-17. Reset Status LEDs Button


Reset Status LEDs

Version Details

Start Logging All

Stop Logging All


Change Units

Save to ECU


Undo Last Change

Undo All Changes

Reset Status LEDs


ESP PROGRAMMING

LOGGING SYSTEM PARAMETERS

All active system parameters can be logged usingESP for a user-determined period of time. The file thatis saved is a binary file (file extension .AClog) thatmust be converted or extracted into a usable file for-mat. Using the Log File Processor program installedwith ESP, the binary file can be converted into a TabSeparated Value File (.TSV) readable with Microsoft®

Excel or the file can be converted into a text file (.TXT).Once the data is readable as a .TSV or .TXT file, theuser can review, chart, and/or trend the data logged asdesired. Complete the following:

1. In ESP, click on the “Start Logging All” buttonlocated on the button bar. A file will automatically becreated on the PC’s hard drive with the engine databeing logged.

NOTE: The “Start Logging All” and the “Stop LoggingAll” buttons cannot be active at the same time. Whenone is active, the other becomes inactive.

Figure 3.10-18. Start Logging All Button

NOTE: Allow the engine to run while the data is beinglogged. It is recommended that 1 – 2 hours be themaximum amount of time that is allowed to log data toavoid creating a file too large to open with applicationsthat have a minimum number of columns/rows, suchas Microsoft® Excel.

2. When you want to stop logging data, click the“Stop Logging All” button.

Figure 3.10-19. Stop Logging All Button

3. Start the ESP Log File Processor program by oneof the following methods.

• Double-click the Log File Processor shortcut onyour desktop. If ESP is open, you will need to mini-mize the screen to access the shortcut.

• From the Windows® taskbar, click Start → All Pro-grams → Waukesha Engine Controls → EngineSystem Manager (ESM) → Log File Processor.

4. Determine whether you would like to convert thefile into a .TXT file that can be opened in Microsoft®

Word or another word processing program; or if youwould like to extract the file into a .TSV file that can beopened and charted in Microsoft® Excel or anotherspreadsheet program.

• If you want to create a .TXT file, continue with “Cre-ate Text File.”

• If you want to create a .TSV file, continue with“Create .TSV File.”

CREATE TEXT FILE

The following steps explain how to extract a logged file(a file with the extension .AClog) into a .TXT file thatcan be opened in Microsoft® Word or another wordprocessing program.

1. Start the Log File Processor program and click the“Create Text File” button.

Figure 3.10-20. Log File Processor

2. Select the folder that contains the log file to con-vert and click the “Open” button.


Reset Status LEDs

Version Details

Start Logging All Send Calibration toECU

Change Units

Save to ECU


Undo Last Change

Undo All Changes

Start Logging All

Stop Logging AllStop Logging All



Reset Status LEDs

Version Details


Change Units

Save to ECU


Undo Last Change

Undo All ChangesStop Logging All

Stop Logging All

Start Logging AllStart Logging All

Start Logging AllStart Logging All


ESP PROGRAMMING

NOTE: All log files are saved to C:\ProgramFile\Esm\Logs. Within the directory “Logs” there is asubdirectory (or subdirectories) named with the engineserial number. The log file is saved in the subdirectoryof the appropriate engine.

Figure 3.10-21. Open File Dialog Box

3. Select the desired .AClog file to be converted andClick “Open.” This will begin the conversion process.


4. View the “Status Information” box and verify thatthe conversion was successful (see Figure 3.10-23).


5. Close the Log File Format Extractor dialog box byclicking “X” in upper right corner. The Log File Proces-sor program is now closed.

6. Using Microsoft® Word or another word processingprogram, open the .TXT file that has been created.The text file will be in the same subdirectory asthe .AClog file. Select desired .TXT file to be openedand click “Open.”

NOTE: If the word processing program being useddoes not show the .TXT file, try changing the “Files oftype:” to read “All Files.”

7. Review logged data.

Figure 3.10-24. Sample Logged Data Text File

ENGINE SERIAL NUMBER SUBDIRECTORY

.ACLOG FILE TO BE CONVERTED

STATUS INFORMATION


ESP PROGRAMMING

CREATING .TSV FILE

The following steps explain how to extract a logged file(a file with the extension .AClog) into a .TSV file thatcan be opened in Microsoft® Excel and charted.

1. Start the Log File Processor program and click the“Create Excel Column” button.


2. Select the folder that contains the log file to con-vert and click the “Open” button.

NOTE: All log files are saved to C:\ProgramFile\Esm\Logs. Within the directory “Logs” there is asubdirectory (or subdirectories) named with the engineserial number. The log file is saved in the subdirectoryof the appropriate engine.


3. Select the desired .AClog file to be converted andClick “Open.” This will begin the conversion process.


4. The Log File Processor program will extract thefiles. The Log File Format Extractor dialog box will indi-cate to you when the extraction is complete.


5. Close the Log File Format Extractor dialog box byclicking “X” in upper right corner. The Log File Proces-sor program is now closed.

6. Using Microsoft® Excel or another spreadsheetsoftware program, open the .TSV file that was just cre-ated. The .TSV file will be in the same subdirectory asthe .AClog file. Select desired .TSV to be opened andclick “Open.”

NOTE: If the spreadsheet program being used doesnot show the .TSV file, try changing the “Files of type:”to read “All Files.”

Figure 3.10-29. Sample Logged Data .TSV File

ENGINE SERIAL NUMBER SUBDIRECTORY

.ACLOG FILE TO BE CONVERTED

STATUS INFORMATION


ESP PROGRAMMING

7. Using Microsoft® Excel, you can then plot or chartthe logged parameters. Refer to Microsoft® Excel soft-ware documentation for instruction on creating chartsand graphs.

Figure 3.10-30. Sample of Charted Logged Data

CHANGING UNITS – U.S. OR METRIC

Units in ESP can be viewed in either U.S. or metricmeasurement units. To change units displayed on ESPpanels, complete the following:

1. In ESP, click on the “Change Units” button on thebutton bar.

Figure 3.10-31. Change Units Button

2. Select the unit type to be displayed in ESP: “Metric” or “US.”

Figure 3.10-32. Select Units Dialog Box

3. Click “OK.” All the field values on each panel willbe shown in the selected units.

PROGRAMMING REMOTE ECU FOR OFF-SITE PERSONNEL

INTRODUCTION

This procedure explains how to connect a modem toan ECU for remote programming at your site. Wauke-sha Engine’s Remote Programming Modem Tool Kit(P/N 489943) is required. The Waukesha ESM ECU(Engine Control Unit) is remotely programmed usingtwo modems: one modem at the factory and one atyour site. This procedure works for either a blank (non-programmed) ECU or a previously programmed ECU.Once your connections are complete, the WaukeshaParts Department will download the program to theECU.


Reset Status LEDs

Version Details

Start Logging All Send Calibration toECU

Change Units

Save to ECU


Undo Last Change

Undo All Changes

Change Units


Table 3.10-1. ESM Remote Programming P/N 489943

QTY DESCRIPTION P/N

1U.S. Robotics Modem Model 5686

with power cord and telephone cord (see Figure 3.10-35)

740299A

1 Modem Cable 740269A

1 ECU Power Cable 740299

Table 3.10-2. Equipment Not Provided in Kit

QTY DESCRIPTION

1 ESM ECU that requires programming or re-programming

2Phone lines: one analog line to connect modem for

downloading and one to call Waukesha Engine when setup at your site is complete


ESP PROGRAMMING

MODEM SETUP

1. Remove modem from package.

2. Place modem in Auto Answer mode by setting dipswitches on back of modem as shown (seeFigure 3.10-33). Dip switches must be set so switches3 and 8 are ON (down) and all others are OFF (up).

Figure 3.10-33. Setting Dip Switches on Modem

NOTE: Refer to Figure 3.10-34 and Figure 3.10-35 forthe following steps.

3. Plug the circular connection on the ECU PowerCable (P/N 740299) into the connection named“Power/Outputs” on the side of the ECU.

4. Plug the other end of the ECU Power Cable into anoutlet. The ECU Power Cable can plug into a 100–240 V, 50/60 Hz power source; however, a plugadapter may be required.

5. Verify that the power LED on the front of the ECUis lit. If the LED on the ECU is not lit, make sure theECU Power Cable is connected correctly to the“Power/Outputs” connection on the side of the ECUand make sure the outlet has power.

6. Plug the 8-pin connector of the Modem Cable intothe connection named “Service Interface” on the sideof the ECU.

7. Plug the 25-pin connector of the Modem Cable intothe back of the modem.

8. Plug the modem’s power cord into the back of themodem. The modem’s power cord can plug into a60 Hz power source only. A converter and/or plugadapter will be required for 50 Hz power sources.

9. Plug the modem’s power cord into an outlet.

10. Plug the telephone cord into the back of themodem (see Figure 3.10-34). Be sure telephone line isconnected to the correct port (port on the far left).

11. Plug the other end of the telephone cord into thephone jack on the wall.

NOTE: The phone jack must be an analog port.Digital lines will not function correctly.

12. Turn on modem.

13. Verify that the AA (“Auto Answer”), CS (“Clear toSend”), and TR (“Terminal Ready”) LEDs on themodem are lit (see Figure 3.10-35).

NOTE: If the correct LEDs on the modem are not lit,check all connections and LEDs. Connections must becorrect. If LEDs still do not light, contact WaukeshaParts Department for assistance.

14. The connection is complete and you are ready tobegin downloading. Contact your Customer ServiceRepresentative at Waukesha Engine to completeremote programming. Waukesha Engine will downloadthe ECU Program from the factory to your site via amodem.

NOTE: After the Waukesha Engine representativeestablishes connection with your modem but beforeactual downloading begins, the CD (“Carrier Detect”)and ARQ/FAX (“Fax Operations”) LEDs will be lit.

15. During download, the RD (“Received Data”), SD(“Send Data”), and TR (“Terminal Ready”) LEDs onthe modem will be flashing. The download will takeapproximately 5 – 10 minutes. When finished, theWaukesha representative will verify download is com-plete and successful.

1) TELEPHONE LINE CORD 2) MODEM CABLE

3) POWER CORD

Figure 3.10-34. Modem Rear View

1

2

3


ESP PROGRAMMING

1) ON/OFF Switch 2) AA (Auto Answer Mode) LED 3) CD (Carrier Detect) LED

4) RD (Received Data) LED 5) SD (Send Data) LED 6) TR (Data Terminal Ready) LED

7) CS (Clear to Send) LED 8) ARQ/FAX (Fax Operations Data Mode) LED

Figure 3.10-35. Front of Modem

1) MODEM 2) MODEM CABLE (P/N 740269A) 3) ESM ECU

4) ECU POWER CABLE (P/N 740299) 5) OUTLET 6) MODEM’S POWER CORD

7) PHONE JACK 8) TELEPHONE LINE CORD

Figure 3.10-36. ECU Remote Programming Schematic

2

3

45 6 7 8

1

1 2 3

46

7

8

5


ESP PROGRAMMING

PROGRAMMING LOAD INERTIA

Normally, the “Load Inertia” field on the [F4] Governorpanel in ESP is programmed by the operator for properengine operation. By programming the load inertia orrotating moment of inertia of the driven equipment, thegovernor gain is preset correctly, aiding rapid startupof the engine.

The rotating moment of inertia must be known for eachpiece of driven equipment and then added together.Rotating moment of inertia is needed for all drivenequipment. Rotating moment of inertia is not theweight or mass of the driven equipment.

NOTE: The rotating moment of inertia of drivenequipment is an inherent property of the drivenequipment and does not change with engine speed orload. Contact the coupling or driven equipmentmanufacturer for the moment of inertia value.

Failure to program themoment of inertia for

the driven equipment on the engine in ESP willlead to poor steady state and transient speed sta-bility. Disregarding this information could result inproduct damage and/or personal injury.

To determine the rotating moment of inertia for ALLdriven equipment, you must determine the rotating

moment of inertia for each piece of driven equipment(being consistent with U.S./English and Metric units).Once you have the value for each piece of drivenequipment, you sum all the values. The summed valueis what is programmed on the [F4] Governor panel inESP.

NOTE: Verify generator type prior to entering thisinformation into ESP. Additional generators notreleased at the time of this printing may be used inEnginator manufacturing at Dresser Waukesha. Foradditional inertia information not contained in thistable, please contact the Dresser Waukesha ServiceDepartment.

The procedure below describes how to program loadinertia.

1. Shut down engine but do not remove power fromthe ECU.

2. Determine the rotating moment of inertia for eachpiece of driven equipment. Refer to the tables identi-fied for typical generator (and coupling moment ofinertia, if applicable).

3. Add together all the moment of inertia values ofthe driven equipment to determine the moment of iner-tia value to be programmed in ESP (see Example onpage 3.10-13).

Example

The following example using values from Table 3.10-3shows the total moment of inertia for a generator usinga coupling.

4. View the [F4] Governor panel in ESP.

Figure 3.10-37. [F4] Governor Panel

5. Click on the “Start Editing” button. While in editingmode, the button will read “Stop Editing – CurrentlyEditing.”

CAUTION

Table 3.10-3. Generator/Coupling Manufacturer

GENERATOR MANUFACTURER MODEL VOLTAGE kWe RPM

GENERATOR ROTATING MOMENT OF INERTIA

COUPLING ROTATING MOMENT OF INERTIA

kg*m2 (lbf-in.-sec2) kg*m2 (lbf-in.-sec2)

Kato Engineering 4P8.1-3250 400 2100 1500 86.3 (763.8) 12.4 (109.7)

Kato Engineering 4P9.6-2950 11,000 3200 1500 143 (1265.7) 12.4 (109.7)

Kato Engineering 4P9.6-2950 6300 3200 1500 143 (1265.7) 12.4 (109.7)

Engine Application: Generator

Generator: Kato Engineering 4P8.1-3250

Coupling: Stromag

kg*m2 lbf-in.-sec2

Generator Moment of Inertia = 86.3 763.8

Coupling Moment of Inertia = 12.4 109.7

Total Rotating Moment of Inertia for Driven Equipment = 98.7 873.5

The total load inertia, 98.7 kg*m2 (873.5 lbf-in.-sec2) is then programmed in the [F4] Governor panel in ESP.


ESP PROGRAMMING

6. Double-click the “Load Inertia” field or highlight thecurrently programmed load inertia value.

7. Enter the sum of the moment of inertia values of alldriven equipment.

8. Press [Enter]. Once [Enter] is pressed, the newvalue becomes “active,” meaning the ECU is using thenew value to operate the ESM. The changed value istemporarily saved to the ECU.

NOTE: The contents of RAM (temporary memory) arelost whenever power to the ECU is removed.

9. Click the “Stop Editing” button. While the editingmode is OFF, the button will read “Start Editing.”

10. Save value to permanent memory. Click the“Save to ECU” button.

11. When asked if you are sure you want to save to theECU, click “Yes.”

PROGRAMMING ALARM AND SHUTDOWN SETPOINTS

Complete the following steps to adjust the pro-grammed alarm and shutdown setpoints. The alarmand shutdown setpoints are factory set; however, theycan be adjusted, but only in a safe direction.

NOTE: The oil pressure alarm and shutdownsetpoints will read “zero” when the engine is notrunning.

NOTE: When testing alarms or shutdowns, alwaysrun engine at no load.

1. View the [F11] Advanced Functions panel in ESP.

2. Enter editing mode if necessary.

3. Enter the offset values for each alarm/shutdown.Note the following:

• If the value entered exceeds the programmable lim-its, the field will default to the highest/lowest allow-able value for that field.

• Oil pressure offsets can be programmed between0 – 345 kPa (0 – 50 psi). Oil pressure alarm/shut-down values can never be less than what was set atthe factory.

• All three temperature offsets can be programmedbetween 0 and –30 °C (0 and –54 °F). Jacket watertemperature alarm/shutdown values can never begreater than what was set at the factory.

Figure 3.10-38. Example of Changing Alarm/Shutdown Offsets

NOTE: Once [Enter] is pressed for each new value, itbecomes “active,” meaning the ECU is using the newvalue to operate the ESM. The new value istemporarily saved to RAM in the ECU.

4. Once the new value is entered, press [Enter].Once [Enter] is pressed, the new value becomes“active,” meaning the ECU is using the new value tooperate the ESM. The new value is temporarily savedto RAM in the ECU.

NOTE: The contents of RAM (temporary memory) arelost whenever power to the ECU is removed or onengine shutdown. This includes an engine that hasshut down while testing a safety shutdown setpoint.

5. If necessary, edit other fields.

6. When all values are entered, click the “Stop Edit-ing” button on the button bar.

7. Observe engine performance. Make modificationsas necessary.

OFFSET

SHUTDOWN

OILPRESSURE

COOLANTTEMP

INTAKE MANIFOLD

TEMP OIL TEMP

400 kPa

350 kPa

0 0 103 °C 60 °C 77 °C

0 0

80 °C65 °C108 °C

OFFSET

ALARM

SHUTDOWN

OILPRESSURE

COOLANTTEMP

INTAKE MANIFOLD

TEMP OIL TEMP

405 kPa

355 kPa

5 -5 98 °C 55 °C 72 °C

-5 -5

75 °C60 °C103 °C

OFFSET CHANGE:

+5 –5 –5 –5

ALARM


ESP PROGRAMMING

IPM-D PROGRAMMING

Three settings are available on the [F5] Ignition panel foradjusting when alarms will be triggered for the IPM-D:

See Section 2.10 Ignition System “Ignition Diagnos-tics” for detailed information on IPM-D diagnosticsfunctionality.

Each setting has a blue programmable field for adjust-ing the offset and a green Limit field that displays theadjusted value.

The green limit fields have a defined minimum andmaximum range that is factory set. If the user pro-grams a positive or negative offset that exceeds thisrange, the limit field will display only the maximum orminimum setting, even though the adjustment enteredmay calculate to be different (see Figure 3.10-41).

To determine the default value for a limit, set the offsetvalue to zero.

NOTE: Improper use of these adjustments may limitthe effectiveness of IPM-D diagnostics.

Figure 3.10-41. Example of Exceeding Preset Limit

NOTE: For 18V220GL/APG3000: The SecondaryECU panel only displays the green limit field. Thisvalue is updated when changes are made to “LowVoltage Adj.” in the [F5] Ignition panel.

Table 3.10-4. IPM-D Programmable Fields

FIELD NAME OFFSET RANGE

High Voltage Adj. –30 to +30

Low Voltage Adj. –30 to +30

No Spark Adj. –25 to +25

1) HIGH VOLTAGEADJUSTMENT

2) LOW VOLTAGEADJUSTMENT

3) NO SPARK ADJUSTMENT

Figure 3.10-39. [F5] Ignition Panel (12V220GL/APG2000)

1) HIGH VOLTAGEADJUSTMENT

2) LOW VOLTAGEADJUSTMENT

3) NO SPARK ADJUSTMENT

Figure 3.10-40. [F5] Ignition Panel(18V220GL/APG3000)

1

2

3

11 32

DEFAULT VALUE: 100

LOW VOLTAGE LIMIT:

MAXIMUM VALUE: 120

+30OFFSET

ADJUSTMENTS CAN NOT BE MADE TO EXCEED

PRESET LIMITS


ESP PROGRAMMING

kW AIR-FUEL RATIO PROGRAMMING

IMPORTANT! Prior to kW air-fuel ratio programming,verify proper gas/air fuel adjustment. Refer to Wauke-sha 12V/18V220GL Operation & Maintenance Repair& Overhaul Manual, Form 6309, First Edition (or latestedition) for adjustment procedure.

NOTE: To program in kW, the units in ESP must beset to metric prior to performing the steps in thissection. To program in BHP, the units in ESP must beset to U.S. See “Changing Units – U.S. or Metric” onpage 3.10-10

PROGRAMMING PARASITIC LOAD

NOTE: To program in kW, the units in ESP must beset to metric prior to performing the steps in thissection. To program in BHP, the units in ESP must beset to U.S., See “Changing Units – U.S. or Metric” onpage 3.10-10.

Parasitic load adjustment allows the user to adjust forparasitic loads (alternator, engine-driven pumps, etc.)driven by the engine. With only a generator installed,this value is set to zero. This value represents howmuch power is being used to run additional enginedriven equipment.

1. Using ESP, go to [F8] AFR Setup and click “Edit...”in the Parasitic Load Adjust field.

2. Enter the appropriate value for parasitic load in theQuick Edit window.

3. Save appropriate “Parasitic Load Adjustment” set-tings to the ECU.

GENERATOR EFFICIENCY TABLE

The generator efficiency information must be enteredusing ESP for the engine to control properly. If the gen-erator is Waukesha installed, then the ESM alreadycontains this information for operation at a 1.0 powerfactor. Verify generator efficiency data is correct.

The generator efficiency information is calculated fromthe generator data sheet using the average power fac-tor the unit will be operating. Generator data for 0.80and 1.00 power factors is normally provided from thegenerator manufacturer.

NOTE: This information should already beprogrammed from the factory, but verification isrecommended.

1. Using ESP, go to [F8] AFR Setup and select the“Generator Efficiency” button.

2. The generator efficiencies must be calculated foreach Percent Gen Power (% Load) in the table.

Figure 3.10-44. Generator Efficiency Quick Edit Window

1) PARASITIC LOAD ADJUSTMENT kW

Figure 3.10-42. [F8] AFR Setup Panel

1

1) GENERATOR EFFICIENCY


1


ESP PROGRAMMING

3. For example, to determine the efficiency value fora 0.92 power factor, interpolate using the known effi-ciencies for power factors 0.80 and 1.00 (seeTable 3.10-5 and example in Step 4).

Table 3.10-5. Example Using 4P9.6-2950 at 6300V

Interpolation Example (for a 0.92 power factor):

4. Using the data from Table 3.10-5 at 50% load(1600 KWe), the known efficiency values for powerfactors 0.80 and 1.00 are 95.7 and 96.3.

5. To determine the efficiency value for power factor0.92, a value is estimated (interpolated) using the fol-lowing information:

A. Power factor 0.80 has a known efficiency valueof 95.7, and power factor 1.00 has a known effi-ciency value of 96.3.

To interpolate the Y2 value in the chart below, X1, X2,X3, Y1, and Y3 need to be known.

To solve for Y2

For example:

Solving for Y2

B. The estimated efficiency value will be 96.06 (forpower factor 0.92).

6. Enter the appropriate values for generator effi-ciency at 50, 75, 100, and 125% load points.

% LOAD KWe

EFF (%) EFF (%) EFF (%)

0.92 0.80 1.00

InterpolatedValues KNOWN VALUES

50 1600 96.0 (96.06) 95.7 96.3

75 2400 97.0 (96.72) 96.3 97.0

100 3200 97.0 (96.94) 96.4 97.3

125 4000 97.0 (96.90) 96.3 97.3

X1 Y1

X2 Y2

X3 Y3

0.80 95.7

0.92 Y2

1.0 96.3

Y2 =(X2 – X1)(Y3 – Y1)

(X3 – X1)+ Y1

Y2 =(X2 – X1)(Y3 – Y1)

(X3 – X1)+ Y1

Y2 =(0.92 – 0.8)(96.3 – 95.7)

(1.0 – 0.8)+ 95.7

Y2 = 96.06


ESP PROGRAMMING

PROGRAMMING FUEL TYPE

ESP contains the following fuel types with the constitu-ents predefined:

• HD5 Propane

• Field Gas

• Pipeline Gas

• Digester Gas

• Landfill Gas

See Table 3.10-6 for the constituents that make upthese fuel types.

If a selection from this list does not meet your require-ments, then see “Other Fuel Types” in this section forprogramming information; otherwise follow the proce-dure in “Predefined Fuel Types”.

Predefined Fuel Types

1. In [F8] AFR Setup panel, click the “Fuel Type” editbutton.

2. In the Quick Edit window, select the primary fueltype being used from the dropdown selection box(see Figure 3.10-46).

Figure 3.10-46. Fuel Type Quick Edit Window

NOTE: The secondary fuel type is not used at thistime and is reserved for future use.

3. In [F8] AFR Setup panel, click the “Lower HeatingValue” edit button.

4. In the Quick Edit window, enter the Lower HeatingValve (LHV) parameter in the range of 5 – 120 MJ/nm3

(127 – 3052 btu/scf).

Table 3.10-6. Constituents of Predefined Fuel Types

FUEL TYPEFUEL CONSTITUENTS

Methane Ethane Propane Butane CO2 Oxygen Nitrogen

HD5 Propane — 0.08 0.92 — — — —

Field Gas 0.85 0.11 0.02 0.005 0.015 — —

Pipeline Gas 0.95 0.025 — — 0.005 — 0.02

Digester Gas 0.65 — — — 0.33 0.04 0.02

Landfill Gas 0.45 — — — 0.36 0.04 0.15

1) FUEL TYPE 2) IF FUEL TYPE IS OTHER

3) LOWER HEATING VALUE


1

2

3


ESP PROGRAMMING

Other Fuel Types

If the “Fuel Type” selected in the [F8] AFR Setup panelis “Other”, then the fuel type will need to be defined byits constituents. A list of fuel constituents may be sup-plied by the site or can be found by using a chromato-graph. Once these values are known, continue withthe following procedure:

1. In [F8] AFR Setup panel, click the “If Fuel Type IsOther” edit button.

2. Enter each constituent value for the primary fueltype in the “Fuel Component” Quick Edit window.

NOTE: These values are mole fractions and all sevenconstituents added together must equal a valuebetween 0.97 and 1.03. If the total value of theconstituents falls outside this range, Alarm 535 “FUEL1 COMPOSITION” will be raised, and the ESM willdefault to the Pipeline Gas fuel type.

Figure 3.10-47. Fuel Component Quick Edit Window

NOTE: The secondary fuel type is not used at thistime and is reserved for future use.

TRANSDUCER FULL SCALE ADJUSTMENT

The transducer full scale value must be programmedin ESP for the engine to control properly.

The transducer full scale value is located in the [F8]AFR Setup panel and should be preprogrammed bythe factory, but it is advised to verify the value is setcorrectly for the application during initial setup.

1. In [F8] AFR Setup panel, click the “Transducer FullScale” edit button.

2. Enter the transducer full scale value (upper limit ofWTD Scale from Table 3.10-7) into the Quick Edit win-dow (see Figure 3.10-49).

3. Save to ECU.

Figure 3.10-49. Transducer Full ScaleQuick Edit Window

1)TRANSDUCER FULL SCALE


1

Table 3.10-7. Transducer Full Scale Values

Generator Voltage PT RatioAPG2000 APG3000

CT Ratio WTD Scale CT Ratio WTD Scale

13,800 120:1 100:5A 0 – 1,920 kW 150:5A 0 – 2,880 kW

11,000 100:1 150:5A 0 – 2,400 kW 250:5A 0 – 4,000 kW

6,300 60:1 250:5A 0 – 2,400 kW 400:5A 0 – 3,840 kW

4,160 35:1 400:5A 0 – 2,440 kW 500:5A 0 – 2,800 kW

480 4:1 3000:5A 0 – 1,920 kW

400 4:1 4000:5A 0 – 2,560 kW


ESP PROGRAMMING

ENGINE PERCENT O2 ADJUSTMENT

The engine percent O2 adjustment is used to fine-tunethe exhaust emissions output by offsetting the percentO2 in the engine’s exhaust stream.

NOTE: Verify NOx value is entered properly on the[F5] Ignition panel prior to making any percent O2adjustment.

NOTE: Verify the kW transducer is set up properlybefore attempting to fine-tune exhaust emissionsoutput.

NOTE: NOx and O2 output recorded using the Testo335 Combustion Analyzer (P/N 472102) is acceptablefor engine setup. To obtain regulatory emissionscompliance, use of more sophisticated exhaustemissions equipment is necessary.

NOTE: If running with a lower WKI fuel (anythingbelow 94), verify that timing activity due to knock is notpresent. If it is present, use positive O2 adjustmentsuntil activity ceases. Often engines with WKI derateswill not approach their NOx upper limits due toinsufficient knock margins. If timing activity continues,verify fuel quality and SAA rated load to ensure theyare correct or contact the factory.

1. Set up Testo 335 Combustion Analyzer or equiva-lent to read NOx output in ppm. Testing point shouldbe in a straight section of exhaust pipe, at least twopipe diameters from any bends, elbows, or flow transi-tions. Emissions probe should be inserted to approxi-mately diametric center of exhaust pipe.

2. Record NOx and O2 percent using Testo 335 Com-bustion Analyzer, or equivalent.

3. Convert NOx output from ppm (at recorded O2) tomg/Nm3 using the equation below.

Equation: NOx (mg/Nm3 @ 5% O2) = 28.9 x NOx(ppm observed) ÷ (20.9 – O2% observed).

4. Compare value from NOx conversion to enginenameplate.

NOTE: Always consult latest revision of S-8483-06 toverify equations before calculating NOx output.

5. In ESP, select the [F8] AFR Setup panel and clickthe “Engine % O2” edit button (see Figure 3.10-50).

6. In the Quick Edit window, enter adjustment toachieve desired emissions output.

Figure 3.10-51. Percent O2 AdjustQuick Edit Window

• If NOx is high at rated load, increase the O2 percentvalue. For example, increase to +0.050, then +0.100,+0.150, etc., until the desired NOx is reached.

• If NOx is low at rated load, decrease the O2 percentvalue. For example, decrease to –0.050, then –0.100,–0.150, etc., until the desired NOx is reached.

• If NOx is acceptable, no adjustment is required.

7. Adjust O2 percent value to remain in compliance atother load points, if required.

8. Save to ECU.

Check NOx levels using a calibrated exhaust emis-sions analyzer three or four times a year or asrequired.

NOTE: The latest emissions data, along withconversions shown above, are available from technicaldata sheet S-8483-06. Always check this sheet for thelatest revisions.

1) ENGINE % O2 ADJUST EDIT BUTTON

Figure 3.10-50. [F8] AFR Setup Screen

1


TROUBLESHOOTING & MAINTENANCE

CONTENTS

SECTION 4.00 – TROUBLESHOOTING

SECTION 4.05 – ESM MAINTENANCE


TROUBLESHOOTING & MAINTENANCE


SECTION 4.00

TROUBLESHOOTING

The ESM provides extensive engine diagnostics thatallow rapid troubleshooting and repair of engines. If anengine alarm or shutdown condition is detected by theESM, the operator is informed of the fault by a seriesof flashing LEDs on the Engine Control Unit (ECU), orby monitoring the Engine System Manager (ESM) withthe Electronic Service Program (ESP).

• The operator is notified of an alarm or shutdown bythree status LEDs on the ECU.

• When running ESP on a PC connected to the ECUor on the Engine Control Panel (ECP), the operatoris notified of an alarm or shutdown on the ESP pan-els, in addition to the status LEDs.

The primary means of obtaining information on systemstatus and diagnostic information is through the ECP. Ifadditional information is required, consult the ESP.The button bar located at the bottom of each panelprovides the option to view an active fault listing, aswell as a historical record of faults. ECU status LEDsare not considered to be the primary means of obtain-ing information on the status of the system, but rathera way of alerting the site technician that there is aproblem and what that problem is, even if a PC withESP is unavailable.

WHERE TO BEGIN

To begin troubleshooting an engine due to an ESMalarm or shutdown, you must first determine the alarmor shutdown fault code(s). A code can be determinedfrom reading the status LEDs on the ECU or by view-ing the Fault Log accessed from the button bar in ESP.

All fault codes have a three-digit identifier, with eachdigit being a number from 1 to 5. There is a set ofcodes for alarms and a separate set of codes foremergency shutdowns.

To determine the fault code, continue with the section“Determining Fault Code by Reading ECU StatusLED’s” or “Determining Fault Code by Using ESP”.

See “ESM Fault Codes” on page 4.00-6 for a descrip-tion of each fault code.

DETERMINING FAULT CODE BY READING ECU STATUS LED’S

The ECU has three status LEDs on the cover: green(power), yellow (alarm), and red (shutdown) (seeFigure 4.00-1). The green LED is on whenever poweris applied to the ECU. The yellow and red LEDs flashcodes when an alarm or shutdown occurs. A faultcode is determined by counting the sequence offlashes for each color.

Figure 4.00-1. ECU Status LEDs

At the start of the code sequence, both the red andyellow LEDs will flash three times simultaneously. Ifthere are any emergency shutdown faults, the red LEDwill flash a three-digit code for each shutdown faultthat occurred. Then, if there are any alarm faults, theyellow LED will flash a three-digit code for each alarmthat occurred.

Between each three-digit code, both yellow and redLEDs will flash once at the same time to indicate that anew code is starting. The fault codes display in theorder that they occur (with the oldest displayed codefirst and the most recent code displayed last).

NOTE: Once the fault is corrected, the status LEDson the ECU will remain flashing until either the LEDsare cleared using ESP or the engine is restarted.

STATUS LEDs


TROUBLESHOOTING

DETERMINING FAULT CODE BY USING ESP

When using ESP, you are notified of an alarm or shut-down fault on the ESP panels. Many fields in ESP willinform the operator of a fault. For a description of thefault, the fault log must be read.

To view the Fault Log, click the “View Faults” button onthe button bar (see Figure 4.00-2).

Figure 4.00-2. View Faults Button on Button Bar

NOTE: See Section 3.00 Introduction to ElectronicService Program (ESP) “Fault Log Description” forcomplete information on the fault log window.


Alarm codes in ESP fault log are identified with the let-ters “ALM” preceding the alarm code. EmergencyShutDown codes are identified with the letters “ESD”preceding the shutdown code.

The description of the fault briefly identifies the state ofthe fault that occurred. To define the fault as much aspossible, the description may include acronyms(see Table 4.00-1) and a number identifying the cylin-der and/or component affected. Below is an exampleof a fault and its description:

USING FAULT CODES FOR TROUBLESHOOTING

Once you have determined the fault code, you canbegin ESM troubleshooting. ESP features an elec-tronic help file named E-Help that has detailed trouble-shooting information for each fault. However, if you donot have access to a PC, Table 4.00-2 andTable 4.00-3 provide information on the ESM alarmand shutdown codes.


Reset Status LEDs

Version Details

Start Logging All

Stop Logging All


Change Units

Save to ECU

Start Editing

Undo Last Change

Undo All Changes

View FaultsTable 4.00-1. Acronyms in Fault Log Descriptions

ACRONYM DEFINITIONBK Back

FLT Fault

FT Front

IGN Ignition

IMAP Intake Manifold Air Pressure

LB Left Bank (‘A’ Bank)

OC Open Circuit

RB Right Bank (‘B’ Bank)

SC Short Circuit

SH Scale High (sensor value higher than normal operating range)

SL Scale Low (sensor value lower than normal operating range)

FAULT TYPE

FAULT DESCRIPTION

OPEN CIRCUIT

ALM211 OIL PRESS OC

3-DIGIT CODE


TROUBLESHOOTING

E-HELP

ESP contains a help file named E-Help that providesfault code troubleshooting information. Navigation inE-Help is done through hypertext links from subject tosubject. E-Help is automatically installed when theESP software is installed.

NOTE: Although E-Help is viewable through ESP,E-Help is its own program and opens in a new window,separate from ESP. To return to ESP and continuemonitoring, you need to minimize or close the E-Helpwindow.

USING E-HELP

To access E-Help while using ESP, press the[F1] function key on the keyboard or select“Help Contents...” from the Help menu. E-Help willopen the help file at the ESM E-Help welcome screen(see Figure 4.00-4).

Click on the “220GL” button and select either “AlarmCodes” or “Shutdown Codes” to display a fault codelist of that type.

NOTE: E-Help provides fault code troubleshooting forall ESM-equipped Waukesha engine models. Payspecial attention as you navigate E-Help that you arediagnosing for the correct engine model.

Figure 4.00-4. E-Help Welcome Screen

E-Help can also be accessed and opened to a specificalarm or shutdown code through the fault log on the[F10] Status panel.

To open E-Help to a specific fault code, view the FaultLog by clicking the “View Faults” button on the[F10] Status panel. Then double-click on the faultdescription. E-Help will open to the specific fault’s trou-bleshooting procedure.

NOTE: Once open, the Fault Log does not refreshitself. If the Fault Log remains open, you mustoccasionally update or refresh the log by clicking the“Refresh” button.

Figure 4.00-5. E-Help Troubleshooting Informationfor ALM211


TROUBLESHOOTING

E-HELP WINDOW DESCRIPTION

The E-Help window is divided into two panes. The left pane is the navigation pane; the right pane is the documentpane (see Figure 4.00-6). Above the panes is the command bar.

Using the Command Bar

The command bar has four buttons: “Hide/Show” but-ton, “Back” button, “Forward” button, and “Print” but-ton.

• “Hide/Show” button: You can hide the navigationpane if desired. When the navigation pane is closed,the document pane can be maximized to the size ofthe full screen.

•• To hide the navigation pane, click the “Hide” but-ton.

•• To view the navigation pane, click the “Show”button.

• “Back” and “Forward” buttons: E-Help includes“Back” and “Forward” buttons for navigating, justlike Internet browsing software.

•• To return to the previously viewed topic, click the“Back” button.

•• To go to the window that was displayed prior togoing back, click the “Forward” button.

• “Print” button: To print the information displayed inthe document pane, click the “Print” button. You canchose to print the selected topic (as seen in the doc-ument pane), or you can print the selected headingand all subtopics.

1) COMMAND BAR 2) NAVIGATION PANE 3) DOCUMENT PANE

Figure 4.00-6 E-Help Command Bar, Navigation Pane, and Document Pane

2

3

1


TROUBLESHOOTING

Using the Navigation Pane

The navigation pane navigates the user throughE-Help. At the top of the navigation pane are threetabs. Clicking these tabs allows you to see a table ofcontents for E-Help, an index tool, and a glossary ofESM-related terms.

• “Contents” Tab: Click the “Contents” tab to scrollthrough the table of contents for E-Help. Double-clicking the closed book icons in the contents listingwill reveal all relevant topics. Double-clicking on anopen book icon will close the contents listing.

• “Index” Tab: Click the “Index” tab to search fortopics by using an index of help subjects. The“Index” tab is similar to an index at the back of abook. Type in a key word to find a word listed in theindex. Double-click an index entry to view that entryin the document pane.

• “Glossary” Tab: Click the “Glossary” tab to view aglossary of terms used in the ESM documentation.Click on a term to view its definition.

Using the Document Pane

Navigating through E-Help is done with links. Links areusually identifiable as underlined and/or blue text.When you move the cursor over a link, the cursorchanges from an arrow into a hand. When clicked, alink will take you from one topic or window to anothertopic or window. Some links cause a pop-up window toappear, displaying additional information (seeFigure 4.00-7).

Figure 4.00-7. Sample of Pop-Up Window


TROUBLESHOOTING

ESM FAULT CODES

Table 4.00-2 and Table 4.00-3 provide information on the ESM alarm and emergency shutdown codes. SeeTable 4.00-4 through Table 4.00-6 for identifying cylinders on Injector, Ignition, Knock, and Exhaust faults.

Table 4.00-2. ESM Alarm Codes (Part 1 of 2)

ALARM FAULT CODE

FAULT CONDITION DESCRIPTION

ALM112 ICU INVALID ID – NO START ID jumpers on ICU are not correct

ALM113 ICU B Non-critical error on ICU B

ALM114 ICU A Non-critical error on ICU A

ALM121 INJECTOR 1ST CYL Individual injector fault *

ALM122 INJECTOR 2ND CYL Individual injector fault *

ALM123 INJECTOR 3RD CYL Individual injector fault *

ALM124 INJECTOR 4TH CYL Individual injector fault *









ALM143 INJECTOR 13TH CYL (18V only) Individual injector fault *






ALM154 INJECTOR PULSE HI LIMIT Injection duration has reached its upper limit

ALM211 OIL PRESS Oil pressure sensor/wiring fault

ALM212 IMAP Intake manifold pressure sensor/wiring fault

ALM213 OIL TEMP Oil temperature sensor/wiring fault

ALM221 IMAT Intake manifold air temperature sensor/wiring fault

ALM222 MAIN FUEL VALVE Leaking fuel valve/engine failed to stop in a timely fashion

ALM223 LOW OIL PRESS Low oil pressure

ALM224 KNOCK A cylinder is or was at its maximum retarded timing due to knock

ALM225 KNOCK SENS Knock fault ## (where ## is the cylinder number) in the firing order is either open circuit or short circuit *

ALM231 IGN 1ST CYL Individual ignition fault *

ALM232 IGN 2ND CYL Individual ignition fault *

ALM233 IGN 3RD CYL Individual ignition fault *

ALM234 IGN 4TH CYL Individual ignition fault *






ALM245 IGN 10TH CYL (12V only) Individual ignition fault *

NOTE: See Table 4.00-4 through Table 4.00-6 for cylinder identification.


TROUBLESHOOTING



ALM312 OVERLOAD Engine load above upper alarm limit

ALM313 IGN FLT Ignition system signal being received by ECU is out of acceptable range

ALM315 HIGH INTAKE TEMP Intake manifold air temperature above upper alarm limit

ALM322 CALIBRATE ACT Manual calibration of wastegate actuator required

ALM324 STUCK WG LINK Wastegate linkage binding

ALM332 IGN COM FAULT A communications problem exists between the IPM-D and the ECU

ALM333 HIGH COOLANT TEMP Engine coolant temperature above upper alarm limit

ALM335 HIGH OIL TEMP Engine oil temperature above upper alarm limit

ALM352 FUEL RAIL PRESS Fuel rail pressure sensor/wiring fault

ALM353 HIGH IGN PWR Ignition energy level is at Level 2 (or highest level) – at least one spark plug on the engine is getting worn and should be replaced

ALM355 HT COOLANT PRESS High temperature coolant pressure sensor/wiring fault

ALM421 KW TRANSDUCER kW transducer sensor/wiring fault

ALM422 COOLANT TEMP Coolant temperature sensor/wiring fault

ALM433 OIL PREFILTER PRESS Oil prefilter pressure sensor/wiring fault

ALM435 CAN BUS ERROR Message transmission issue on the CANBUS

ALM443 WGATE ACTUATOR Wastegate actuator/wiring fault

ALM444 BAROMETRIC PRESS Barometric pressure sensor/wiring fault

ALM451 REMOTE RPM Remote rpm analog input is outside of acceptable range; wiring fault

ALM453 EXHAUST TEMP INVALID ### Exhaust temperature is invalid *

ALM454 BATT VOLT Battery voltage out of specification

ALM455 HIGH ECU TEMP ECU’s temperature above maximum recommended operating temperature

ALM511 HIGH OIL FILTER PRESS DIFFERENTIAL

Differential pressure between the oil header and prefilter oil sensors above upper limit

ALM512 HIGH FUEL PRESSURE Fuel pressure above upper limit

ALM525 TURBO OIL PRESS Turbocharger oil pressure sensor/wiring fault

ALM532 COOLANT PRESS LOW Coolant pressure below its lower alarm limit

ALM535 FUEL COMPOSITION Sum of fuel constituents is not between 97% and 103%

ALM541 USER DIP User digital input changed state

ALM542 START ON WITH RPM>0 Start engine signal remained on after engine started. Must be off while the engine is running; otherwise engine will immediately restart upon shutdown

ALM552 ENG BEING DRIVEN Engine is being rotated by the driven equipment; sparks and fuel have been cut by the ECU

ALM555 INTERNAL FAULT Internal error in ECU; call the factory

Table 4.00-2. ESM Alarm Codes (Continued), (Part 2 of 2)

ALARM FAULT CODE

FAULT CONDITION DESCRIPTION



TROUBLESHOOTING








Table 4.00-3. ESM Shutdown Fault Codes

SHUTDOWN FAULT CODE

SHUTDOWN CONDITION DESCRIPTION

ESD113 ICU B Error on ICU B

ESD114 ICU A Error on ICU A

ESD115 STU Error on the Smart Temperature Unit

ESD155 INJECTION DISABLED All injection has stopped due to an error

ESD212 CRANK MAG PICKUP ECU detects fewer crankshaft pulses between camshaft pulses than it was expecting

ESD214 CAM MAG PICKUP Too many crankshaft pulses are identified between cam magnetic pickup pulses (or no cam magnetic pickup pulses are detected)

ESD221 OVERSPEED ENGINE Engine overspeed; engine reached ESM upper limit

ESD222 CUST ESD Critical ESD – Shutdown has been triggered by an external action; by customer equipment

ESD223 LOW OIL PRESS Critical ESD – Oil pressure below lower shutdown limit

ESD224 KNOCK ### CYL Cylinder was at its maximum retard timing due to knock *

ESD231 OVERCRANK Time the engine has been cranking has exceeded a maximum crank time

ESD232 ENGINE STALL Engine stopped rotating independent of ECU which did not receive a signal to stop

ESD242 SECOND ECU An absolute shutdown has become validated on the Secondary ECU

ESD243 SECOND ECU CUST Jumper on the Secondary ECU customer connector has failed

ESD244 SECOND ECU COM Master/Secondary communications failure

ESD245 SECOND ECU CODE MISMATCH The version of code on the Secondary ECU does not match that on the Master ECU

ESD251 OVERSPEED DRIVE EQUIP Customer-set overspeed limit exceeded

ESD312 OVERLOAD Engine was overloaded

ESD313 LOCKOUT/IGNITION

Critical ESD – Lockout or E-Stop (emergency stop) button on the engine is “ON” or there is a power problem with the IPM-D module (either it is not powered up or the internal fuse is blown)

ESD315 HIGH IMAT Intake manifold air temperature above upper shutdown limit

ESD333 HIGH COOLANT TEMP Engine coolant temperature above upper shutdown limit

ESD335 KNOCK ABS THRESHOLD A knock sensor output value exceeded an absolute threshold programmed to ECU

ESD414 METAL PARTICLE DETECTOR Metal particles detected in the oil

ESD421 KW TRANSDUCER kW transducer sensor/wiring fault

ESD424 HIGH OIL TEMP Oil temperature above upper shutdown limit

ESD453 EXHAUST TEMP LO Exhaust temperature fault

ESD532 COOLANT PRESS LOW Critical ESD – Coolant pressure below lower limit

ESD551 UPDATE ERROR/FAULT Update error/fault

ESD553 SECURITY VIOLATION Engine type that is factory-coded in the ECU does not match with the downloaded calibration

ESD555 INTERNAL FAULT Serious internal error in ECU; call the factory; do not attempt to restart engine



TROUBLESHOOTING

Table 4.00-4. APG2000/12V220GL Cylinder Identification (Firing Order)

APG2000/12V220GL CYLINDER IDENTIFIER

FAULT DESCRIPTION CYLINDER LOCATION1ST CYLINDER B6

2ND CYLINDER A6

3RD CYLINDER B3

4TH CYLINDER A3

5TH CYLINDER B5

6TH CYLINDER A5

7TH CYLINDER B1

8TH CYLINDER A1

9TH CYLINDER B4

10TH CYLINDER A4

11TH CYLINDER B2

12TH CYLINDER A2

Table 4.00-5. APG3000/18V220GL Cylinder Identification

APG3000/18V220GL CYLINDER IDENTIFIER

FAULTDESCRIPTION

MASTER ECU SECONDARY ECU

CYLINDERLOCATION

CYLINDERLOCATION

1ST CYLINDER B9 A9

2ND CYLINDER B3 A3

3RD CYLINDER B6 A6

4TH CYLINDER B8 A8

5TH CYLINDER B2 A2

6TH CYLINDER B4 A4

7TH CYLINDER B7 A7

8TH CYLINDER B1 A1

9TH CYLINDER B5 A5

Table 4.00-6. APG3000/18V220GL Cylinder Identifier for Injector Min/Max Faults Only (Firing Order)

APG3000/18V220GL CYLINDER IDENTIFIER(ALM121–ALM153 MIN/MAX FAULTS ONLY)

FAULT DESCRIPTION CYLINDER LOCATION1ST CYLINDER B9

2ND CYLINDER A9

3RD CYLINDER B3

4TH CYLINDER A3

5TH CYLINDER B6

6TH CYLINDER A6

7TH CYLINDER B8

8TH CYLINDER A8

9TH CYLINDER B2

10TH CYLINDER A2

11TH CYLINDER B4

12TH CYLINDER A4

13TH CYLINDER B7

14TH CYLINDER A7

15TH CYLINDER B1

16TH CYLINDER A1

17TH CYLINDER B5

18TH CYLINDER A5


TROUBLESHOOTING

NON-CODE ESM TROUBLESHOOTING

Table 4.00-7 provides non-code troubleshooting for the ESM. Non-code troubleshooting includes any system faultsthat do not have ALM or ESD alarm codes that are logged in the fault log in ESP.

Table 4.00-7. Non-Code System Troubleshooting

IF THENEngine does not rotate when start is initiated (Prestart Auxiliary System Interface functionality complete).

a. View the [F10] Status panel in ESP. Look at the fields displayed on the [F10] Status panel. Eachfield should be gray and indicate that the ESM is OK or that there are NO shutdowns active. Ifthere are any active shutdowns, correct the problem indicated in the fault log.

b. If the [F10] Status panel in ESP indicates no shutdowns, view the [F3] Start-Stop panel and ver-ify that the “Starting Signal” field turns green when you press the “Start” button. If the “StartingSignal” field does not turn green, check the wiring.

c. Verify that +24 VDC power is applied to the wires: ESD and RUN/STOP. Correct power supplyif necessary.

d. After an emergency shutdown and RPM is zero, ESD input should be raised to high to reset theESM. If ESD input remains low, ESM reset will be delayed and engine may not start for up to 1minute.

e. After an emergency shutdown, acknowledge any ESDs on the ECP. If it is a critical ESD (seeTable 7-00-3), power to the Power Distribution Junction Box must be cycled to clear the ESD.

Engine rotates but does not start. a. Verify proper fuel supply pressure to gas train (customer supply)

b. Use a timing light to verify proper ignition timing. Refer to [F5] Ignition panel in ESP for properignition timing.

c. If spark is generated, check to see if the fuel valve is opening. Verify correct air pressure is sup-plied to gas train to activate valves. To check if the fuel valve is opening, watch pointer move ontop of fuel valves. If you do not see movement, check and correct the fuel valve to junction boxwiring and check the junction box to ECU for 24 VDC when the start engine button is pressed.

d. Verify gas-over-air pressure on ECP screen or ESP.

e. Verify fuel valve LED in Power Distribution Junction Box is lit.

f. Verify E-Stop wiring is correct.

Engine is not running at desired speed. a. View the [F2] Engine panel in ESP and verify that the “Engine Setpoint RPM” field and the“Engine Speed RPM” field are the same. Note the following:

• If the “Engine Setpoint RPM” and “Engine Speed RPM” fields are the same, there is an elec-trical problem. Continue with “b. Electrical Problem” below.

• If the “Engine Setpoint RPM” and “Engine Speed RPM” fields are not the same, there is anengine problem. Continue with “c. Engine Problem” below.

b. Electrical ProblemFixed Speed Mode

1. Verify the status of the high/low idle digital input. The high/low idle digital input (GOVHL IDL) must be at a nominal 24 VDC to be running at the high idle speed. Correct input as required.

2. Verify that “High Idle RPM” on the [F4] Governor panel is set correctly. Correct speed set-ting as required.

3. Check panel wiring.Variable Speed Mode

1. Verify that the Remote Speed digital input of the ECU is at a nominal 24 VDC. View the [F4] Governor panel to verify the status of the Remote Speed digital input. Correct input as required.

2. Verify the value of the “Remote RPM Setpoint mA” on the [F4] Governor panel. If you areusing the Remote RPM speed input as either a voltage or milliamp input, the equivalent mil-liamp value is shown in ESP. Should the equivalent milliamp value fall below 2 mA or above22 mA, the ESM will assume there is a wiring problem and will run at either the high or lowidle speed, depending on the status of the high/low idle digital input (GOVHL IDL).

3. Check wiring.

c. Engine ProblemIf the engine speed does not match the setpoint, there is an ignition, turbocharger, or fuel prob-lem; or the engine is overloaded. Correct as required.


TROUBLESHOOTING


Table 4.00-8 lists possible solutions if you experience problems with the Power Distribution Junction Box.

ADDITIONAL ASSISTANCE

Waukesha Engine’s worldwide distribution networkprovides customers with parts, service, and warrantysupport. Each distributor has a vast inventory of genu-ine Waukesha parts and factory-trained service repre-sentatives. Waukesha distributors are on call 24 hoursa day, with the parts and service personnel to providequick and responsive solutions to customers’ needs.Please contact your local Waukesha Engine Distribu-tor for assistance.

Have the following information available:

1. Engine serial number.

2. ECU serial number.

3. ECU calibration part number (this is visible at thetop of the ESP screen when connected to an ECU).

4. ECU faults list.

5. Detailed description of the problem.

6. List of what troubleshooting has been performedso far and the results of the troubleshooting.

Table 4.00-8. Power Distribution Junction Box Troubleshooting

IF THENPower Distribution Junction Box has no LED lights on when the cover is removed. Verify nominal 24 VDC input power across the Positive and Negative terminals.

Status LEDs inside Power Distribution Junction Box are very dim or flashing on and off.

Check input power to ensure there is a nominal 24 VDC. Check for loose, cor-roded, or damaged Positive and Negative terminals.

One of the Power Distribution Junction Box outputs is turned off. Cycle power to the Power Distribution Junction Box.

One or more LEDs turn off frequently, which turn off the associated output.

Disconnect power to Power Distribution Junction Box and inspect wiring and ter-minations for wire degradation and/or shorts.

Power Distribution Junction Box will not turn on, distribute power, or turn on status LEDs even with 24 VDC applied. Replace Power Distribution Junction Box.


TROUBLESHOOTING


SECTION 4.05

ESM MAINTENANCE

Table 4.05-1 provides a list of the recommended main-tenance items and includes a description of the servicerequired, the service interval, and the page numberwhere specific maintenance information is found forthat item in this manual.

NOTE: Continue to perform standard enginemaintenance as provided in the engine’s operationand maintenance manual.

Table 4.05-1 Maintenance Chart for ESM Components

ITEM SERVICE INTERVAL INFORMATION PROVIDED ON PAGE

ESP Total Fault History Review Every month page 3.00-13

Knock Sensors Inspect Every year page 4.05-2

ESM Wiring Inspect Every year page 4.05-3

Batteries Inspect Semiannual page 4.05-3


ESM MAINTENANCE

KNOCK SENSORS

Every year each knock sensor must be inspected foran accumulation of dirt or grit, connector wear, and cor-rosion. If a knock sensor has an accumulation of dirt,carefully clean visible end of knock sensor and sur-rounding area. If a knock sensor connector looks wornor if corrosion is evident, remove the knock sensor toclean or replace as necessary. To reinstall a knock sen-sor, complete the steps in “Installing Knock Sensors” inthis section. The knock sensors must be properly tight-ened and seated flat against the mounting surface.

INSTALLING KNOCK SENSORS

1. Knock sensors are installed on the upper deck ofthe cylinder heads (see Figure 4.05-1). Thoroughlyclean the knock sensor mounting hole located in thecapscrew.

Figure 4.05-1. Knock Sensor

Do not drop or mishan-dle knock sensor. If

knock sensor is dropped or mishandled, it must bereplaced. Disregarding this information couldresult in product damage and/or personal injury.

2. Verify that the cylinder head knock sensor contactarea is free of surface imperfections and polishedsmooth.

3. Apply a very thin coat of a blueing paste, such asPermatex® Prussian Blue (or equivalent), to seatingsurface of knock sensor (see Figure 4.05-2).

Figure 4.05-2. Knock Sensor Seating Surface

4. Install and remove knock sensor.

5. Examine imprint left by blueing agent on the crank-case and sensor seating surface.

• If the imprint on the crankcase and sensor seatingsurface is uniform, the sensor has full-face contactwith mounting surface.

• If the imprint on the crankcase and sensor seatingsurface is NOT uniform, the sensor does not havefull-face contact with mounting surface. The mount-ing hole will have to be plugged and re-tapped tomake the hole perpendicular to the mounting sur-face.

6. Place hex head screw through knock sensor andinstall into cylinder head deck.

Do not over t ightencapscrew. Overtighten-

ing will cause damage to the knock sensor. Disre-garding this information could result in productdamage and/or personal injury.

7. Tighten capscrew to 20 N·m (177 in-lb) dry.

8. Repeat this mounting procedure for each knocksensor.

CAUTION CAUTION


ESM MAINTENANCE

ESM WIRING

NOTE: The Customer Interface Harness must beproperly grounded to maintain CE compliance.

WARNINGDo not install, set up, maintain, or operate anyelectrical components unless you are a technicallyqualified individual who is familiar with the electri-cal elements involved. Electrical shock couldresult in severe personal injury or death.

WARNINGDisconnect all electrical power supplies beforemaking any connections or servicing any part ofthe electrical system. Electrical shock could resultin severe personal injury or death.


tronically controlled devices before welding withan electric arc welder on or near an engine. Failureto disconnect the harnesses and electronicallycontrolled devices could result in product damageand/or personal injury.

Perform the following every year:

• Inspect all ESM wiring harnesses for damage andverify all connections are secure.

• Inspect all ground connections.

• Remove cover from the Power Distribution JunctionBox and verify all terminals are tight, secure, andcorrosion free.

• Verify connections in Power Distribution JunctionBox are secure.

• Verify incoming power is within specifications.

• Verify the bolts securing the Power DistributionJunction Box to the bracket and engine are tight.

For information on ESM wiring, harness connections,and power supply requirements, refer to Section 2.00System Power and Wiring.

BATTERY MAINTENANCE

WARNINGComply with the battery manufacturer’s recom-mendations for procedures concerning proper bat-tery use and maintenance. Disregarding thisinformation could result in severe personal injuryor death.

WARNINGBatteries contain sulfuric acid and generate explo-sive mixtures of hydrogen and oxygen gases.Keep any device that may cause sparks or flamesaway from the battery to prevent explosion. Batter-ies can explode, resulting in severe personalinjury or death.

WARNINGAlways wear protective glasses or goggles andprotective clothing when working with batteries.You must follow the battery manufacturer’sinstructions on safety, maintenance, and installa-tion procedures. Failure to follow the battery man-ufacturer’s instructions could result in severepersonal injury or death.

NOTE: Perform an external inspection of the batterybefore checking the indicated state of charge to verifythat the battery is in good physical condition.

EXTERNAL INSPECTION

Periodically inspect batteries and determine their con-dition. The cost of replacing other components, if theyhave been damaged by electrolyte corrosion, could bealarmingly high and accidental injuries could ensue.Any batteries that have cracks or holes in the container,cover, or vents, through which electrolyte will leak,should be replaced. Batteries contaminated with elec-trolyte (caused by over-topping with water) that havecorroded terminal posts or low electrolyte levels shouldbe cleaned or replaced if necessary.

1. Examine the battery externally.

2. Verify electrolyte levels are correct.

3. See Table 4.05-4 troubleshooting chart.

CAUTION


ESM MAINTENANCE

BATTERY INDICATED STATE OF CHARGE

NOTE: The battery must be fully charged for severalhours before testing. If batteries have been receiving acharge current within the previous few hours, theopen-circuit voltage may read misleadingly high. Thesurface charge must be removed before testing. Toremove surface charge, the battery must experience aload of 20 amps for 3-plus minutes.

1. Use a temperature-compensated hydrometer tomeasure the electrolyte specific gravity readings ineach cell. Record the readings.

2. Measure the open circuit voltage across the termi-nals. Record the reading.

3. Using the recorded values, determine the state ofcharge (see Table 4.05-2).

4. See Table 4.05-4 troubleshooting chart.

The state of charge listed is an approximation. Therelationship between state of charge and voltage varies

by CCA rating and size. Voltage below 11.90 V maymean that the battery has a shorted cell or that theplates are sulfated and cannot accept a charge.

NOTE 1: Batteries which have low but uniform specific gravities in each cell and which clearly require an extended recharge mayhave become deeply discharged. This may be nothing more than a battery charger problem, but the system should bechecked out before the battery is returned to service.

NOTE 2: Batteries that have less than 75% state of charge need recharging before proceeding with any further tests. When thecharger is switched on, observe that the battery does accept a charging current, even though it may be small in amperes.The battery must be fully charged for several hours before testing. If batteries have been receiving a charge currentwithin the previous few hours, the open-circuit voltage may read misleadingly high. The surface charge must be removedbefore testing. To remove surface charge, the battery must experience a load of 20 amps for 3-plus minutes.

NOTE 3: High-Rate Load Test – If the state-of-charge is 75% or higher, the battery should be given a high-rate load test.Typically, the high-rate load tester will discharge a battery through an adjustable carbon-pile resistance and indicatethe terminal voltage as the discharge proceeds. After 15 seconds, the battery voltage will not drop below a specifiedvalue (typically 9.6 V) if the battery is in good condition and if the current is set at about 50% of the Cold Cranking Amps(CCA) (see Table 4.05-3). The minimum acceptable voltage reading will vary as battery temperature decreases. Readand follow the manufacturer’s instructions for the tester.

NOTE 4: Overcharging – Batteries that have suffered as a result of considerable overcharging may show extremely lowelectrolyte levels, black deposits on the underside of the vent plugs, or black “tide-marks” on the inside walls of thecontainer from about 1 inch below the cover. If these signs are present, the battery charger setting must be checkedand reset according to the manufacturer’s instructions before a battery is returned to service; batteries in whichelectrolyte levels have to be adjusted frequently are clearly receiving too much charging current.

Table 4.05-2 Determining State of Charge

VOLTAGE STATE OF CHARGE

SPECIFIC GRAVITY

12.70 & Above 100% 0.280

12.50 75% 0.240

12.30 50% 0.200

12.10 25% 0.170

11.90 & Below Discharged 0.140

Table 4.05-3 Cranking Amps – Commercial Batteries

4D 8D

CCA @ –18° C (0° F) 1000 A 1300 A

CA @ 0° C (32° F) 1200 A 1560 A

RC minutes @ 25 A 320 min. 435 min.

CCA = Cold Cranking AmpsCA = Cranking AmpsRC = Reserve Capacity

Table 4.05-4 Battery Troubleshooting

IF THEN

Battery Appearance

Has cracks or holes in the container or cover. Replace battery.Has corroded terminals posts.

Has black deposits on underside of vent plugs. Battery has been overcharged (see NOTE 4).

Verify battery charger is operating correctly and settings are correct.Has black “tide-marks” on inside walls about 1 inch below the cover.

Electrolyte LevelIs low. Fill electrolyte to correct level.

Is adjusted frequently. Battery is receiving too much charging current.Verify battery charger is operating correctly and settings are correct.

State of Charge

Is 75% or greater. Verify battery is good with a high rate load test (see NOTE 3).

Is between 25% and 75%. Recharge battery (see NOTE 2).

Is less than 25%.Replace battery.Measured open circuit voltage is lower

than value given in Table 4.05-2.

Specific Gravityof Cells

Odd cells with specific gravity readings 0.050 lower than other cells. Replace battery (internal short-circuit).

Is uniformly low. Verify battery charger is operating correctly and settings are correct, recharge battery (see NOTE 1).


APPENDIX A – INDEX

AAcronyms ............................................... 1.05-9

Active Cylinder Management...... 1.10-16, 3.05-10

Actuator Calibration................................. 3.10-5

Adjusting Gain ........................................ 2.20-4

Air-Fuel Ratio Control .............................. 2.20-4Overview.......................................... 1.10-15

Alarm and Shutdown Setpoints............... 3.05-10Programming .................................... 3.10-14

Alarms.................................................... 2.25-3Fault Code List .................................... 4.00-6

Alternate DynamicsSynchronizer Control ............... 1.10-15, 2.20-4

Auxiliary System InterfaceOverview............................................ 1.10-5

BBattery

External Inspection ............................... 4.05-3Maintenance ....................................... 4.05-3Requirements...................................... 2.00-1Wiring Schematic ................................. 2.00-2

Button Bar ............................................ 3.00-12

CConnection Status................................... 3.00-4

Conversions ......................................... 1.05-10

Customer Interface Harness..................... 2.00-4Description ......................................... 2.00-4Loose Wire Identification Table ............... 2.00-5Optional Connections............................ 2.00-8Required Connections........................... 2.00-9

Cylinder Identification .............................. 4.00-9

DDefinitions .............................................. 1.05-5

Adjusted Generator Power ..................... 1.05-5Air-Fuel Ratio ...................................... 1.05-5Alternate Dynamics .............................. 1.05-5Analog Signals .................................... 1.05-5Baud Rate .......................................... 1.05-5Bus ................................................... 1.05-5Bypass Control .................................... 1.05-5Calibration .......................................... 1.05-5CAN .................................................. 1.05-5CD-ROM ............................................ 1.05-5Current Transformer ............................. 1.05-5DB Connector...................................... 1.05-5

Detonation.......................................... 1.05-5Detonation Threshold ........................... 1.05-5Digital Signals ..................................... 1.05-5Droop................................................ 1.05-5ECU.................................................. 1.05-6E-Help ............................................... 1.05-5Electronic Service Program.................... 1.05-5Engine Control Unit .............................. 1.05-6ESP .................................................. 1.05-5Fault ................................................. 1.05-6Fault Log............................................ 1.05-6Freewheeling Diode ............................. 1.05-6Function Keys ..................................... 1.05-6Graphical User Interface........................ 1.05-6Hard Drive.......................................... 1.05-6High Signal......................................... 1.05-6Icon .................................................. 1.05-6Ignition Power Module .......................... 1.05-6IPM-D................................................ 1.05-6Isochronous........................................ 1.05-6Knock................................................ 1.05-6Knock Frequency................................. 1.05-6Knock Sensor ..................................... 1.05-6kW Error ............................................ 1.05-6kW Sensing ........................................ 1.05-6kW Transducer mA .............................. 1.05-6Lambda ............................................. 1.05-6LED .................................................. 1.05-7Load Control ....................................... 1.05-7Load Inertia ........................................ 1.05-7Log File Processor ............................... 1.05-7Low Signal ......................................... 1.05-7Magnetic Pickup .................................. 1.05-7Master-Slave Communications ............... 1.05-7MODBUS® ................................................. 1.05-7Modem .............................................. 1.05-7NVRAM ............................................. 1.05-7Open Circuit ....................................... 1.05-7Panel ................................................ 1.05-7Parasitic Load Adjust ............................ 1.05-7PC.................................................... 1.05-7PLC .................................................. 1.05-7Potential Transformer ........................... 1.05-8PT .................................................... 1.05-8RAM ................................................. 1.05-8RS-232.............................................. 1.05-8RS-485.............................................. 1.05-8Sample Window .................................. 1.05-8Scale High.......................................... 1.05-8Scale Low .......................................... 1.05-8Short Circuit........................................ 1.05-8Slave Communications ......................... 1.05-8Speed Control ..................................... 1.05-8

FORM 6318 First Edition A-1


Synchronizer Control............................ 1.05-8Training Tool ...................................... 1.05-8User Interface..................................... 1.05-8Windowing ......................................... 1.05-8WKI .................................................. 1.05-8Workspace......................................... 1.05-8

Determining Fault CodeUsing ECU Status LEDs ....................... 4.00-1Using ESP ......................................... 4.00-2

DetonationUncontrollable Knock Safety .................. 2.25-2

Diagnostics ........................................... 1.10-14

Display Fields ....................................... 3.00-11

EECU

Connecting to Modem ......................... 3.00-17Connecting to PC ................................ 3.00-3Internal Faults..................................... 2.25-3Resetting LEDs................................... 3.10-6Status LEDs....................................... 4.00-1

E-Help................................................... 4.00-3Command Bar .................................... 4.00-4Description............................. 1.10-13, 4.00-3Document Pane .................................. 4.00-5Navigation Pane.................................. 4.00-5Overview ............................... 1.10-13, 3.00-9Window Description ............................. 4.00-4

Emergency Safety Shutdowns Overview .. 2.25-1

Emergency StopSequence Diagram.............................. 2.05-5

Engine Control Panel (ECP) .................... 1.10-6

Engine Control System Overview............. 1.10-1

Engine Control Unit (ECU) ....................See ECUEngine Emergency Stop. .................. See E-StopEngine Percent O2 Adjustment ............... 3.10-20

Engine Stall ........................................... 2.25-3

Engine System Manager ......................See ESMEnglish/Metric Conversions .................... 1.05-10

ESDFault Code List ................................... 4.00-8

ESMAlarm Code List .................................. 4.00-6Alarms .............................................. 2.25-3Detonation Detection........................... 3.05-15Diagnostics Overview.......................... 1.10-14E-Help ............................................. 1.10-13Fault Codes ....................................... 4.00-6

Governing ........................................ 1.10-15Overview............................................ 1.10-5Safety Shutdowns .............................. 1.10-15Shutdown Code List ............................. 4.00-8System Components ............................ 1.10-6User Interface Panels ......................... 1.10-14

ESM Blocking Valve ................................ 2.20-5

ESM Definitions ...................................... 1.05-5

ESPBasic Programming .............................. 3.10-2Button Bar ........................................ 3.00-12Common Features ............................. 3.00-10Connection Status................................ 3.00-4Conventions........................................ 1.05-2Display Fields.................................... 3.00-11Icon................................................. 1.10-13Modem Access.................................. 3.00-17Navigation ........................................ 3.00-10Recommended System Requirements...... 3.00-1Saving to Permanent Memory................. 3.10-3Starting .............................................. 3.00-4Starting Program.................................. 3.00-3User Interface Panels Overview .. 1.10-14, 3.00-4

E-Stop.................................................... 2.05-1

Exiting ESP Without Saving ..................... 3.10-4

F[F2] Engine Panel ................................... 3.05-1

[F3] Start-Stop Panel............................... 3.05-2

[F4] Governing Operating Status Panel..... 3.05-3

[F5] Ignition Operating Status Panel (12V220GL/APG2000) ....................... 3.05-4

[F5] Ignition Operating Status Panel (18V220GL/APG3000) ....................... 3.05-5

[F8] AFR Setup Panel.............................. 3.05-6

[F10] System/Shutdown Status Panel ....... 3.05-7

[F11] Advanced Functions Panel .............. 3.05-8

FaultAlarm Codes ....................................... 4.00-6Definition............................................ 1.05-6Shutdown Codes ................................. 4.00-8

Fault Codes............................................ 4.00-6Using for Troubleshooting ...................... 4.00-2

Fault LogDefinition............................................ 1.05-6Description ....................................... 3.00-13Overview............................................ 3.00-9

A-2 FORM 6318 First Edition


Field DescriptionAct Cyl Mngmt ................................... 3.05-10Active Cylinder Management ................ 3.05-10Active Faults ..................................... 3.05-10Adj Gen Power .................................. 3.05-10Alarm and Shutdown Setpoints ............. 3.05-10Average RPM.................................... 3.05-10Baro Pressure ................................... 3.05-10Battery Voltage .................................. 3.05-10Blocking Fuel Valve ............................ 3.05-10Cal Loaded ....................................... 3.05-10Coolant Temp.................................... 3.05-10CYL BAL .......................................... 3.05-11Differential Gain Adj............................ 3.05-11Driven Equipment ESD........................ 3.05-11Droop(%).......................................... 3.05-11Duration Limit .................................... 3.05-11ECU Hours ....................................... 3.05-11ECU Temp........................................ 3.05-11Engine % O2 Adjust............................ 3.05-11Engine Knocking ................................ 3.05-11Engine Setpoint RPM.......................... 3.05-12Engine Speed RPM ............................ 3.05-12Engine Start ...................................... 3.05-12Engine Status Bar .............................. 3.05-12Engine Torque % ............................... 3.05-12Error kW........................................... 3.05-12ESM Calc Power................................ 3.05-12EXH TEMP ....................................... 3.05-12Faults Loaded ................................... 3.05-12Fuel on RPM..................................... 3.05-12Fuel on RPM Adj................................ 3.05-12Fuel Pressure.................................... 3.05-12Fuel Type ......................................... 3.05-13Gain Adjust ....................................... 3.05-13Gas/Air Pressure................................ 3.05-13Generated Rated Power ...................... 3.05-13Generator Efficiency ........................... 3.05-13High Idle RPM ................................... 3.05-13High Voltage Adj. ............................... 3.05-13High Voltage Limit .............................. 3.05-13HT Coolant ....................................... 3.05-13HT Coolant Press............................... 3.05-13HT Coolant Temp............................... 3.05-13ICU Start .......................................... 3.05-14Idle.................................................. 3.05-14IGN TIMING...................................... 3.05-14Ignition Alarm .................................... 3.05-14Ignition Enable................................... 3.05-14

Ignition Energy .................................. 3.05-14Injection Enable................................. 3.05-14Intake Mnfld...................................... 3.05-14Intake Mnfld Temp ............................. 3.05-14Integral Gain Adj................................ 3.05-15Knocking.......................................... 3.05-15kW Trans ......................................... 3.05-15Load Inertia ...................................... 3.05-15Low Idle ........................................... 3.05-15Low Idle Adj...................................... 3.05-15Low Voltage Adj................................. 3.05-15Low Voltage Limit .............................. 3.05-15Lower Heating Value .......................... 3.05-15Main Ch Pulse Duration ...................... 3.05-16Max Retard....................................... 3.05-16Mean Exhaust Temp .......................... 3.05-16No Spark Adj..................................... 3.05-16No Spark Limit .................................. 3.05-16NOx ................................................ 3.05-16Oil Pressure...................................... 3.05-16Oil Pressure Post-filter ........................ 3.05-16Oil Pressure Pre-filter ......................... 3.05-16Oil Temp.......................................... 3.05-17Parasitic Load Adjust .......................... 3.05-17Percent Rated Load ........................... 3.05-17Pre Ch Pulse Duration ........................ 3.05-17Proportion Gain Adj ............................ 3.05-17Proportional Sync .............................. 3.05-17Remote RPM .................................... 3.05-17Remote RPM Setpoint ........................ 3.05-17Slave ID........................................... 3.05-17SPARK REF #................................... 3.05-18Starter ............................................. 3.05-18Starter Off RPM................................. 3.05-18Starter Off RPM Adj............................ 3.05-18Starting Signal................................... 3.05-18Stats Loaded .................................... 3.05-18Sync RPM........................................ 3.05-18System ............................................ 3.05-18Transducer Full Scale ......................... 3.05-18Turbo Oil Press ................................. 3.05-18User ESD......................................... 3.05-19User RUN/STOP ............................... 3.05-19User WKI ......................................... 3.05-19User WKI in Use ................................ 3.05-19Wastegate Error ................................ 3.05-19Wastegate Position %......................... 3.05-19

Fixed Speed ........................................... 2.20-2



GGain Adjustments ................................... 2.20-4

Governing.............................................. 2.20-1Adjusting Gain .................................... 2.20-4Inputs and Calibrations ......................... 2.20-1Overview .......................................... 1.10-15Rotating Moment of Inertia .................... 2.20-4Theory .............................................. 2.20-1

HHow To Use This Manual ............................. 1-v

IIgnition

Diagnostics ........................................ 2.10-3Level ................................................ 2.10-3Monitoring Ignition Energy Field ............. 2.10-3Monitoring Spark Reference Number....... 2.10-3System Overview ............................... 1.10-15Theory .............................................. 2.10-2

Initial Engine Startup............................... 3.10-1

Injector Control Unit (ICU)Overview ........................................... 1.10-7

Intake Manifold....................................... 2.25-2

IPM-DDefinition ........................................... 1.05-6Overview ........................................... 1.10-7Programming..................................... 3.10-15

KKnock.................................................... 2.25-2

Detection and Timing Control................. 2.15-2Promoters and Reducers ...................... 2.15-2Theory .............................................. 2.15-1

Knock SensorDefinition ........................................... 1.05-6Detonation Detection........................... 1.10-16Installation ......................................... 4.05-2Maintenance ...................................... 4.05-2

kW Air-Fuel Ratio Programming ............. 3.10-16Engine Percent O2 Adjustment.............. 3.10-20Programming Parasitic Load................. 3.10-16

kW Transducer....................................... 2.25-3

LLEDs

Definition............................................ 1.05-7Determining Fault Code......................... 4.00-1Resetting............................................ 3.10-6

LHV. ........................... See Lower Heating ValueLoad Control Mode.................................. 2.20-3

Definition............................................ 1.05-7

Load Inertia .......................................... 3.10-13Description ......................................... 2.20-4Programming .................................... 3.10-13

Logging System Parameters .................... 3.10-7Create Text File ................................... 3.10-7Creating .TSV File................................ 3.10-9

Lower Heating Value ............................. 1.10-16

MMagnetic Pickup ..................................... 2.10-2

Definition............................................ 1.05-7Safeties ............................................. 2.25-3Safety Shutdown.................................. 2.25-3

MaintenanceBattery............................................... 4.05-3Chart ................................................. 4.05-1Knock Sensors .................................... 4.05-2Power Distribution Junction Box .............. 4.05-3System Wiring ..................................... 4.05-3

Manual Actuator Calibration ..................... 3.10-5

Metal Particle Detector ............................ 2.25-2

MODBUS®

Baud Rate .......................................... 1.05-5Definition............................................ 1.05-7

NNavigating ESP Panels.......................... 3.00-10

Non-Code Troubleshooting .................... 4.00-10

NVRAMDefinition............................................ 1.05-7Saving In ESP..................................... 3.10-3

OOil Pressure ........................................... 2.25-2

Overcrank .............................................. 2.25-3

Overload ................................................ 2.25-3

Overspeed ............................................. 2.25-2



PPanels

User Interface Panels............................ 3.00-5

PCConnecting to ECU............................... 3.00-3Connecting to Modem ......................... 3.00-17

Permanent MemorySaving ............................................... 3.10-3

Power Distribution Junction Box ............... 2.00-3Connecting Ground .............................. 2.00-4Connecting Power ................................ 2.00-4Description ....................................... 1.10-15Overview............................................ 1.10-6Recommended Wiring........................... 2.00-3Troubleshooting ................................. 4.00-11

Power Supply Requirements .................... 2.00-1

ProgrammingBasic Programming .............................. 3.10-2Conventions........................................ 1.05-2Load Inertia....................................... 3.10-13Panel Color Key................................... 1.05-2Remote ECU..................................... 3.10-10

Modem Setup 3.10-11Saving To Permanent Memory................ 3.10-3Starting ESP ....................................... 3.00-3Using a Modem for Remote Monitoring ... 3.00-15WKI Value ........................................ 3.05-18

RRandom Access Memory

Definition ............................................ 1.05-8

Remote Monitoring ................................ 3.00-15Connecting Modem to ECU and PC ....... 3.00-17Setting Up Modem to ECU ................... 3.00-15Starting ESP ..................................... 3.00-17

Resetting LEDs on ECU .......................... 3.10-6

Rotating Moment of InertiaAdjusting Gain ..................................... 2.20-4Load Inertia......................................... 2.20-4

RS-232................................................... 1.05-8

RS-485................................................... 1.05-8

SSafety

Batteries ............................................ 1.00-3Body Protection ................................... 1.00-2Chemicals .......................................... 1.00-3Cleaning Solvents ................................ 1.00-3Electrical ............................................ 1.00-2Emergency Shutdown........................... 1.00-3Equipment Repair and Service ............... 1.00-1Exhaust ............................................. 1.00-2Fire Protection..................................... 1.00-2Handling Components .......................... 1.00-4Intoxicants and Narcotics....................... 1.00-4Programming ...................................... 1.00-3Protective Guards ................................ 1.00-4Safety Tags and Decals ........................ 1.00-1Tools

Electrical 1.00-4Pneumatic 1.00-4

Safety Introduction .................................. 1.00-1

Safety Shutdowns................................... 2.25-2Customer-Initiated Emergency Shutdown . 2.25-2Description ......................................... 2.25-2ECU Internal Faults .............................. 2.25-3Engine Overload.................................. 2.25-2Engine Overspeed ............................... 2.25-2Engine Stall ........................................ 2.25-3E-Stop Switches .................................. 2.25-2High HT Jacket Water Coolant

Temperature ............................ 2.25-2High Intake Manifold Air Temperature ...... 2.25-2High Oil Temperature ........................... 2.25-3High/Low Exhaust Temperature .............. 2.25-2Injection Control Unit ............................ 2.25-3Injection Disabled ................................ 2.25-3Intake Manifold Overtemperature ............ 2.25-2Loss of kW Transducer ......................... 2.25-3Low HT Jacket Water Coolant Pressure ... 2.25-2Low Oil Pressure ................................. 2.25-2Magnetic Pickups................................. 2.25-3Metal Particles in Oil............................. 2.25-2Overcrank .......................................... 2.25-3Overview.......................................... 1.10-15Security Violation ................................. 2.25-3Smart Temperature Unit ........................ 2.25-3Uncontrollable Engine Knock.................. 2.25-2



Secondary ECU Panel (18V220GL/APG3000 Only)............... 3.05-9

Security Violations.................................. 2.25-3

Sensors................................................. 1.10-9

ShutdownEmergency Stop Sequence Diagram....... 2.05-5Fault Codes ....................................... 4.00-8

Smart Temperature UnitOverview ........................................... 1.10-8Safety Shutdown................................. 2.25-3

Spark Reference Number........................ 2.10-3

Speed Control Mode............................... 2.20-2Definition ........................................... 1.05-8Fixed Speed....................................... 2.20-2Variable Speed ................................... 2.20-3

Speed Governing. ........................See GoverningStall....................................................... 2.25-3

Starting ESP .......................................... 3.00-4

Start-Stop ControlCranking the Engine Over Without

Starting and Without Fuel ........... 2.05-5Description......................................... 2.05-2Emergency Shutdown Sequence............ 2.05-2Emergency Stop Flow Diagram .............. 2.05-5Emergency Stop Sequence Diagram....... 2.05-5Normal Shutdown Sequence ................. 2.05-2Overview .......................................... 1.10-15Prelubing the Engine Without Starting...... 2.05-5Start Flow Diagram.............................. 2.05-3Start Sequence................................... 2.05-2Stop Flow Diagram .............................. 2.05-4

STU ........................See Smart Temperature UnitSynchronizer Control

Definition ........................................... 1.05-8Description............................. 1.10-15, 2.20-4

System Block Diagram12V220GL/APG2000 ........................... 1.10-218V220GL/APG3000 ........................... 1.10-3

System Requirements............................. 3.00-1

TTheory

Knock ................................................ 2.15-1

Torque Values ...................................... 1.05-11

TroubleshootingAdditional Assistance.......................... 4.00-11Determining Fault Code......................... 4.00-1E-Help ............................................... 4.00-3Fault Codes ........................................ 4.00-6Non-Code Troubleshooting .................. 4.00-10Power Distribution Junction Box ............ 4.00-11Where to Begin.................................... 4.00-1

UUser Interface Panels

[F10] System/Shutdown Status ............... 3.00-7[F11] Advanced Functions ..................... 3.00-8[F2] Engine ......................................... 3.00-5[F3] Start-Stop..................................... 3.00-5[F4] Governor Operating Status .............. 3.00-6[F5] Ignition Status ............................... 3.00-6[F8] AFR Setup.................................... 3.00-7Color Key ........................................... 1.05-2Definition............................................ 1.05-8Description ....................................... 1.10-14Secondary ECU................................... 3.00-8

User Interface Panels Overview ............... 3.00-4

VVariable Speed ....................................... 2.20-3

Version Details ....................................... 3.00-9

WWastegate.............................................. 1.10-8

Waukesha Knock Index ........................ See WKIWiring

Maintenance ....................................... 4.05-3Power Distribution Junction Box ............ 1.10-15Requirements...................................... 1.05-1

WKIDefinition............................................ 1.05-8Programming .................................... 3.05-18


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WAUKESHA ENGINE, DRESSER, INC. - EXPRESS LIMITED WARRANTY COVERINGPRODUCTS USED IN CONTINUOUS DUTY APPLICATIONS

INTRODUCTIONCONTINUOUS DUTY DEFINITION: The highest load and speed which can be applied, subject to Waukesha’s approved ratings in effect at time of sale.I. TERMS OF EXPRESS LIMITED WARRANTY

A. Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any Genuine Waukesha Service Part installed on an engine,or Enginator®, or product (hereinafter referred to as “Products”) manufactured by Waukesha, which proves to have had a defect in material or workman-ship.

B. Waukesha Engine further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha Product damaged asthe direct result of a warrantable defect in a Product during the term of coverage.

II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTYA. This coverage shall commence upon initial new Products start-up date and shall expire upon the earlier of the following:

1. 12 months after the initial new Products start-up date; or2. 24 months after the original shipment date of the covered Products by Waukesha Engine.

B. Notwithstanding the foregoing, Waukesha further warrants that the cylinder block casting, cylinder head castings, connecting rod forgings, and crankshaftforging will be free from defects in material or workmanship. This additional warranty only covers failures of the specific items noted within this subpara-graph.This coverage shall expire upon the earlier of the following:1. 60 months after the initial new Products start-up date; or2. 25,000 hours of operation of the covered Products; or3. 72 months after the original shipment date of the covered Products by Waukesha Engine.

NOTE: No damage from other sources, such as damage from the loss of a crankshaft bearing, shall be considered as a forging defect.III. WAUKESHA’S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY

Waukesha shall be responsible for:A. The repair or replacement, at Waukesha’s election, of covered defective parts and all reasonable labor required regarding a warranted failure during the

express limited warranty term. All such labor shall be provided by Waukesha’s authorized contractor or distributor.B. Reasonable and necessary travel and expenses incurred by Waukesha’s authorized contractor or distributor.C. Replacement of lubricating oil, coolant, filter elements, or other normal maintenance items that are contaminated and/or damaged as a direct result of a

warranted failure.IV. OWNER’S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY

Owner shall be responsible for:A. The operation and maintenance of the Products within the guidelines established by Waukesha.B. Making the Products available to Waukesha or Waukesha’s authorized contractors or distributors for any warranty repair, during normal business hours. C. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule.D. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repair.E. All administrative costs and expenses resulting from a warranted failure.F. Any costs of transportation, towing, repair facilities, or associated costs.G. All labor, travel, mileage, and other related costs and expenses associated with a claim made pursuant to subparagraph II (B) above.H. Loss of revenue and loss of/or damage to real and/or personal property.

V. LIMITATION OF WAUKESHA’S OBLIGATIONSThe obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, or maintenance

practice not in accordance with guidelines or specifications established by Waukesha; or B. Any failure resulting from unauthorized modifications or repairs of the Products; orC. Any failure resulting from overload, overspeed, overheat, accident, improper storage; orD. Failure of owner to promptly provide notice of a claimed defect; orE. Failure of Products for which Waukesha did not receive properly completed start-up reports; or F. Repairs of a covered failure performed with non-genuine Waukesha parts; orG. Repairs of a covered failure performed by non-authorized contractors or distributors; orH. Failure to make Products available to Waukesha or its authorized representatives; orI. Failure to supply documents such as drawings and specifications relating to the specific application of the Products.

VI. APPLICABILITY AND EXPIRATIONThe warranties set out above are extended to all owners in the original chain of distribution. The warranties and obligations of Waukesha shall expire and be ofno further effect upon the dates of expiration of the applicable warranty periods.

THE FOREGOING SETS FORTH WAUKESHA’S ONLY OBLIGATIONS AND OWNERS’ EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHERSUCH CLAIMS ARE BASED ON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THEFOREGOING IS EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT LIMITA-TION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.

Notwithstanding the preceding, in no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominatedin contract, tort strict liability, negligence, or other theories) arising out of this Agreement or the use of any Products provided under this Agreement.

Any action arising hereunder or relating hereto, whether based on breach of contract, tort (including negligence and strict liability), or other theoriesmust be commenced within two (2) years after the cause of action accrues or it shall be barred.

BINDING ARBITRATION(a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/or services pro-

vided hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party’s request fornegotiation, either party may initiate arbitration as herein after provided.

(b) Any dispute arising out of or related to this agreement or the products and/or services provided hereunder which has not been resolved by thenegotiation procedure described above, shall be settled by binding arbitration administered by the American Arbitration Association in accordancewith its Commercial Arbitration Rules and judgment on the award rendered by the arbitrator(s) may be entered in any court having jurisdictionthereof.

(c) Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall consist of three arbitrators. The arbitrator(s) shall have no authority toaward punitive or other damages not measured by the prevailing party’s actual damages and may not, in any event, make any ruling, finding oraward that does not conform to the terms and condition of this agreement. The law of Texas shall govern.

(d) The arbitration proceeding shall be conducted in English, in Dallas, Texas.

See form M464 for the most current warranty terms. Effective February 22, 2006

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INTRODUCTION

This warranty only applies to Genuine Waukesha Service Parts and Waukesha Factory Remanufactured Service Parts (to include assemblies and short blocks)(hereinafter referred to as “Service Parts”) sold by Waukesha Engine and used for repair, maintenance, or overhaul of Waukesha Products.

I. TERMS OF EXPRESS LIMITED WARRANTYA. Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any Genuine Waukesha Service Part installed on an engine,

or Enginator®, or product (hereinafter referred to as “Products”) manufactured by Waukesha, which proves to have had a defect in material or workmanship.B. Waukesha Engine Division further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha Product

damaged as the direct result of a warrantable defect in a Product during the term of coverage.

II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTY This coverage shall commence upon the date the Service Part is installed and shall expire upon the earlier of the following:A. 12 months after the date the part is installed; orB. 24 months after the purchase date from an authorized Waukesha Distributor.

III. WAUKESHA'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTYWaukesha shall be responsible for:A. The repair or replacement, at Waukesha's election, of covered defective Service Parts and progressive damage as explained in Paragraph 1B of this warranty.B. Labor time to repair or replace the defective part as established by the Waukesha Labor Guide Manual. All reimbursable labor costs shall be provided by

Waukesha’s authorized Distributor.C. The reimbursement of documented Distributor expenses covering Freight, Customs, Brokers Fees, and Import Duties to obtain the replacement Service

Part from Waukesha.

IV. OWNER'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTYOwner shall be responsible for:A. The operation and maintenance of the Products/Service Parts within the guidelines established by Waukesha.B. Making The Products/service Parts available to Waukesha or Waukesha's authorized Distributors for any warranty repair, during normal business hours.C. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule.D. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repairs.E. All administrative costs and expenses resulting from a warranted failure.F. Any costs of transportation, towing, repair facilities, or associated costs.G. All travel, mileage, and other related Distributor costs and expenses associated with repair under the terms of this Service Parts Warranty.H. All additional labor time in excess of Waukesha's Labor Guide for the warrantable repair.I. Loss of revenue and loss of/or damage to real and/or personal property.

V. Limitation Of Waukesha's ObligationsThe obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, maintenance, or

assembly practice not in accordance with guidelines or specifications established by Waukesha; orB. Any failure resulting from unauthorized modifications or repairs of the Products or Service Parts; orC. Any failure resulting from overload, overspeed, overheat, accident; orD. Failure of owner to promptly provide notice of a claimed defect; orE. Failure of Service Parts for which Waukesha did not receive proper documentation concerning the Service Parts purchase date from an authorized Wauke-

sha Engine Distributor; orF. Repairs of a covered failure performed with non-genuine Waukesha parts; orG. Repairs of a covered failure performed by non-authorized contractors or distributors; orH. Failure to make Products and Service Parts available to Waukesha or its authorized representative; orI. Failure to supply documents such as drawings and specifications relating to the specific application of the Products; orJ. Any failure of Service Parts resulting from misapplication or improper repair procedures; orK. Any failure or damage resulting from the improper or extended storage of a Service Part; orL. Freight, Customs, Broker Fees, and Import Duties if appropriate documentation is not provided; orM. Normal wear items or consumable parts such as belts, spark plugs, lubricating oil filters, air filters, etc. are not considered defective if in need of routine

replacement, rebuild, or maintenance during the term of the warranty.VI. APPLICABILITY AND EXPIRATION

The warranty set out above is extended to the original purchaser of the Genuine Waukesha Service Parts. The warranty and obligations of Waukesha shallexpire and be of no further effect upon the date of expiration of the applicable warranty period.

VII. WARRANTY ADMINISTRATION This warranty is administered exclusively by an authorized Waukesha Distributor. The invoice for the failed Service Parts must be provided to the distributor todetermine whether the warranty is applicable.Contact the nearest authorized Waukesha Distributor for assistance with warranty matters or questions. The location of the nearest authorized Distributor isavailable by contacting Waukesha Engine at (262) 547-3311.

THE FOREGOING SETS FORTH WAUKESHA'S ONLY OBLIGATIONS AND OWNERS' EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHERSUCH CLAIMS ARE BASED ON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THEFOREGOING IS EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT LIMITA-TION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.Notwithstanding the preceding, In no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominatedin contract, tort strict liability, negligence, or other theories) arising out of this Agreement or the use of any products provided under this Agreement.Any action arising hereunder or relating hereto, whether based on breach of contract, tort (including negligence and strict liability), or other theoriesmust be commenced within two (2) years after the cause of action accrues or it shall be barred.BINDING ARBITRATION(a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/or services pro-

vided hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party's request fornegotiation, either party may initiate arbitration as hereinafter provided.


(c) Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall consist of three arbitrators. The arbitrator(s) shall have no authority toaward punitive or other damages not measured by the prevailing party's actual damages and may not, in any event, make any ruling, finding oraward that does not conform to the terms and conditions of this agreement. The law of Texas shall govern.

(d) The arbitration proceeding shall be conducted in English, in Dallas, Texas.See Form M-463 for the most current warranty terms; effective February 22, 2006.

WAUKESHA ENGINE, DRESSER, INC. - EXPRESS LIMITED WARRANTY FOR GENUINE WAUKESHA SERVICE PARTS AND WAUKESHA FACTORY REMANUFACTURED SERVICE PARTS

W-3

INTRODUCTIONThis warranty only applies to engines which Waukesha Engine has approved to operate in excess of the continuous duty rating.

APPLICATIONS COVERED BY THIS WARRANTYStandby Service Applications: This rating applies to those systems used as a secondary or backup source of electrical power. This rating is the output the systemwill produce continuously (no overload), 24 hours per day for the duration of the prime power source outage.Intermittent Service Applications: This rating is the highest load and speed that can be applied in variable speed mechanical system applications only (i.e., blow-ers, pumps, compressors, etc.). Operation at this rating is limited to a maximum of 3500 hours/year. For continuous operation for any length of time between the con-tinuous and intermittent ratings, see the Peak Shaving Application rating procedure.Peak Shaving Applications: The rating for a peak shaving application is based on the number of horsepower-hours available per year at site specific conditions. Allapplications using a peak shaving rating require a signed Special Application Approval (SAA) from Waukesha's Application Engineering Department.

I. TERMS OF EXPRESS LIMITED WARRANTYA. Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any Genuine Waukesha Service Part installed on an engine,

or Enginator®, or product (hereinafter referred to as “Products”) manufactured by Waukesha, which proves to have had a defect in material or workmanship.B. Waukesha Engine Division further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha Product

damaged as the direct result of a warrantable defect in a Product during the term of coverage.II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTY

A. This coverage shall commence upon initial new Products start-up date and shall expire upon the earlier of the following:1. 60 months or 3500 hours, whichever occurs first, after the initial new Products start-up date; or2. 72 months after the original shipment date of the covered Products by Waukesha Engine.

B. Notwithstanding the foregoing, Waukesha further warrants that the cylinder block casting, cylinderhead castings, connecting rod forgings, and crankshaftforging will be free from defects in material or workmanship. This additional warranty only covers failure of the specific items noted within this subparagraph.This coverage shall expire upon the earlier of the following:1. 60 months after the initial new Products start-up date; or 2. 25,000 hours of operation of the covered Products; or3. 2 months after the original shipment date of the covered Products by Waukesha Engine.

NOTE: No damage from other sources, such as damage from the loss of a crankshaft bearing, shall be

III. WAUKESHA'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTYWaukesha shall be responsible for:A. The repair or replacement, at Waukesha's election, of covered defective parts and all reasonable labor required regarding a warranted failure during the

express limited warranty term. All such labor shall be provided by Waukesha's authorized contractor or distributor.B. Reasonable and necessary travel and expenses incurred by Waukesha's authorized contractors or distributor.C. Replacement of lubricating oil, coolant, filter elements, or other normal maintenance items that are contaminated and/or damaged as a direct result of a

warranted failure.NOTWITHSTANDING THE FOREGOING, WAUKESHA SHALL NOT BE RESPONSIBLE FOR LABOR COSTS ASSOCIATED WITH WARRANTY CLAIMSBROUGHT PURSUANT TO SUBPARAGRAPH II (B).

IV. OWNER'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTYOwner shall be responsible for:A. The operation of the Product within the allowable HP-HR/YR rating granted by the specific Special Application Approval for the Product.B. The operation and maintenance of the Products within the guidelines established by Waukesha.C. Making the Products available to Waukesha or Waukesha's authorized contractors or distributors for any warranty repair, during normal business hours.D. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule.E. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repair.F. All administrative costs and expenses resulting from a warranted failure.G. Any costs of transportation, towing, repair facilities, or associated costs.H. All labor, travel, mileage, and other related costs and expenses associated with a claim made pursuant to subparagraph II (B) above.I. Loss of revenue and loss of/or damage to real and/or personal property.

V. LIMITATION OF WAUKESHA'S OBLIGATIONSThe obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, or maintenance

practice not in accordance with guidelines or specifications established by Waukesha; orB. Any failure resulting from unauthorized modifications or repairs of the Products: orC. Any failure resulting from overload, overspeed, overheat, accident, improper storage; orD. Failure of owner to promptly provide notice of a claimed defect; orE. Failure of Products for which Waukesha did not receive properly completed start-up reports; orF. Repairs of a covered failure performed with non-genuine Waukesha parts; orG. Repairs of a covered failure performed by non-authorized contractors or distributors; orH. Failure to make Products available to Waukesha or its authorized representatives; orI. Failure to supply documents such as drawings and specifications relating to the specific application of the Products.

VI. APPLICABILITY AND EXPIRATIONThe warranties set out above are extended to all owners in the original chain of distribution. The warranties and obligations of Waukesha shall expire and be ofno further effect upon the dates of expiration of the applicable warranty periods.

THE FOREGOING SETS FORTH WAUKESHA'S ONLY OBLIGATIONS AND OWNERS' EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER SUCH CLAIMS ARE BASEDON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THE FOREGOING IS EXPRESSLY IN LIEU OF OTHER WAR-RANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT LIMITATION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR APARTICULAR PURPOSE.Notwithstanding the preceding, in no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominated in contract, tort strict lia-bility, negligence, or other theories) arising out of this Agreement or the use of any Products provided under this Agreement.Any action arising hereunder or relating hereto, whether based on breach of contract, tort (including negligence and strict liability), or other theories must be commenced withintwo (2) years after the cause of action accrues or it shall be barred.

BINDING ARBITRATION(a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/or services pro-

vided hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party's request fornegotiation, either party may initiate arbitration as herein after provided.


(c) Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall consist of three arbitrators. The arbitrator(s) shall have no authority toaward punitive or other damages not measured by the prevailing party's actual damages and may not, in any event, make any ruling, finding oraward that does not conform to the terms and condition of this agreement. The law of Texas shall govern.

(d) The arbitration proceeding shall be conducted in English, in Dallas, Texas.See Form 467 for the most current warranty terms, effective February 22, 2006.

WAUKESHA ENGINE, DRESSER, INC. EXPRESS LIMITED WARRANTYFOR PRODUCTS OPERATED IN EXCESS OF CONTINUOUS DUTY RATINGS