Workshop Manual DE

Control and Monitoring system 2(0)

Marine Genset
CU 2500
 Content

Safety precautions .............................................. 2 Oil temperature, alarm ..................................... 33

General information ............................................ 5 Oil pressure, alarm and display ....................... 34
General ................................................................. 7 Water level, alarm ........................................... 35
Engine ............................................................. 7 Oil pressure, autostop ..................................... 36
Control unit ...................................................... 8 Water temperature autostop ............................ 37
Parameter software ......................................... 9 Flow, autostop ................................................. 38
SCADA remote control and monitoring ............ 10 Pickup sender .................................................. 39
Engine electrical box ....................................... 11 Water temperature sender, alarm and display . 40

Operation ............................................................. 12 Other equipment .................................................. 41

Control panel ................................................... 12 Fuel stop valve ................................................ 41
LCD screen ..................................................... 13 Stop solenoid (optional) ................................... 42
Manual start ..................................................... 14
Manual stop ..................................................... 14 Installation ........................................................... 43
Standby and Manual mode .............................. 15 Connection of the control unit .......................... 43
Buzzer off ........................................................ 15 Cabel connection ............................................. 44
Autostop .......................................................... 16 Connection of remote operation ...................... 46
Lamptest ......................................................... 16 Installation of the control unit ........................... 47
Log .................................................................. 17 Connection of electrical supplies ..................... 49
Changing view ................................................. 17
Setting time and date ....................................... 18 Troubleshooting .................................................. 50

Engine types ........................................................ 19 Technical data ..................................................... 51

CU 2500 .......................................................... 51
Control unit CU 2500 ........................................... 21
Wiring diagrams .................................................. 52
Views ............................................................... 22
System layout .................................................. 52
Indicating LEDs ............................................... 24
Wire terminal list, RK-60 .................................. 53
Cable terminal X1 ............................................ 25
Relays, speed controller (A) ............................ 55
Extra relay cards (optional) .............................. 26
Digital, Analogue sensors (B) .......................... 56
Remote connections to CU 2500 (C) ............... 57
Engine electrical box ........................................... 29
Relays ............................................................. 30
Cable terminal X2 ............................................ 30
GAC ................................................................ 30

Switches and senders ......................................... 31

Fuel leakage, alarm ......................................... 32

1
 Safety precautions
Introduction
This Manual contains technical data, descriptions, in-
stallation instructions and wiring diagrams for marine
Gen Set engines from Volvo Penta indicated in the
contents. Make sure that the correct literature is
used.
Read the following “Safety precautions” and the
“General Information” carefully before any work
is begun.
Important
The following special warning signs are used in the
Manual and on the products.
WARNING! Failure to follow the instructions
can result in personal injury, extensive damage
to the product or property, or serious malfunc-
tioning.
IMPORTANT! Used to attract attention to what
can cause injury, malfunction, or damage to
property.
NOTE!Used to attract attention to important informa-
tion for the simplification of work processes or hand-
ling.
To provide a general understanding of the risks and
precautions to which attention should always be
given we have made the following list.
Plan in advance so that you have enough room
for safe installation and (future) dismantling.
Plan the engine compartment (and other
compartments such as the battery compart-
ment) so that all service points are accessible.
Coming into contact with rotating components,
hot surfaces or sharp edges when servicing and
inspecting the engine must not be possible. En-
sure that all equipment (pump drives, com-
pressors for example) has protective covers.
Immobilize the engine by turning off the power
supply to the engine at the main switches so it
is impossible to start, and lock them in the OFF
position before starting work. Set up a warning
notice at the engine control point or helm.
All service work should as a rule be conducted
with an idle engine. Some work, e.g. certain ad-
justments, require the engine to be running. Ap-
proaching an engine which is running is a safety
2
risk. Remember that loose clothes or long hair
can fasten in rotating parts and cause severe
personal injuries.
If work is conducted in the vicinity of an engine
which is running, an unintentional movement or
dropped tool can lead to personal injury.
Observe care with hot surfaces (exhaust pipe,
turbo, air pressure pipe, starting element etc.)
and hot liquids in pipes and hoses on an engine
which is running or has just been switched off.
Refit all guards dismantled during service work
before starting the engine.
Make sure that the warning or information la-
bels on the product are always clearly visible.
Replace labels which have been damaged or
painted over.
Never start the engine without installing the air
cleaner (ACL). The rotating compressor in the
Turbo can cause serious personal injury. Fo-
reign objects entering the intake ducts can also
cause mechanical damage.
Never use start spray or similar to start the eng-
ine. The start spray may cause an explosion in
the inlet manifold. Danger of personal injury.
Avoid opening the coolant filler cap when the-
engine is hot. Steam or hot coolant can spray
out as system pressure is lost. Open the filler
cap slowly and release coolant system pressu-
re, if the filler cap or a drain cock/venting cock
must be opened, or if a plug or engine coolant
line must be removed on a hot engine. It is diffi-
cult to anticipate in which direction steam or hot
coolant can spray out.
Hot oil can cause burn injuries. Avoid skin con-
tact with hot oil. Make sure that the oil system is
pressureless before staring work. Never start or
run the engine with the oil filler cap removed in
view of the risk of oil splash.
Stop the engine and close the sea cock before
carrying out operations on the engine cooling
system.
Only start the engine in a well-ventilated area. If
operating the engine in an enclosed space, en-
sure that exhaust gases and crankcase ventila-
tion emissions are ventilated out of the working
area.

Always use protective goggles when working
where this is risk of splinters, sparks, splashing
acid or other chemicals. The eyes are extreme-
ly sensitive, an injury can result is the loss of
sight!
Avoid skin contact with oil! Prolonged or repea-
ted skin contact with oil can lead to degreasing
of the skin, resulting in irritation, drying out, ec-
zema and other skin complaints. From the
health aspect used oil is more dangerous than
new. Use protective gloves and avoid oil dren-
ched clothes and rags. Wash regularly, especi-
ally before meals. Use skin cream for this pur-
pose to counteract drying out and to simplify
cleaning of the skin.
The majority of chemicals intended for the pro-
duct (e.g. engine and transmission oils,
glycol, petrol and diesel) or chemicals for work-
shop use (e.g. degreasing agents, varnishes
and solvents) are hazardous to health. Read
the instructions on the pack carefully! Always
follow prescribed safety instructions (e.g. the
use of breathing protection, protective goggles
and gloves, etc.) Ensure that other personnel
are not unintentionally exposed to hazardous
substances, e.g. via breathing the air. Ensure
good ventilation. Handle consumed and excess
chemicals in the prescribed manner.
Observe great care when looking for leaks in
the fuel system and testing fuel injectors. Wear
protective goggles. The jet from a fuel injector
has a very high pressure and high penetration
capacity; the fuel can penetrate deeply into
body tissue and cause severe injuries. Risk of
blood poisoning.
All fuel, in similarity with many chemicals, is in-
flammable. Make sure that naked flames or
sparks cannot cause ignition. Petrol, certain
thinners and hydrogen gas from batteries, are in
the right proportions with air extremely inflam-
mable and explosive. Smoking prohibited! Ven-
tilate well and take the necessary safety pre-
cautions before welding or grinding work is be-
gun in the vicinity. Always have a fire extinguis-
her easily accessible at the workplace.
Make sure that oil and fuel drenched rags, fuel
and lubricant filters, are stored safely. Oil dren-
ched rags can in certain circumstances self-ig-
nite. Old fuel and oil filters are environmentally
hazardous waste and should together with con-
sumed lubricant, contaminated fuel, paint resi-
due, solvent, degreasing agent and washing re-
sidue, be handed in to an environmental station
for destruction.
Safety Precautions
Ensure that the battery compartment is desig-
ned according to current safety standards. Ne-
ver allow an open flame or electric sparks near
the battery area. Never smoke in proximity to
the batteries. The batteries give off hydrogen
gas during charging which when mixed with air
can form an explosive gas – oxyhydrogen. This
gas is easily ignited and highly volatile. Incor-
rect connection of the battery can cause sparks
sufficient to cause an explosion with resulting
damage. Do not shift the connections when at-
tempting to start the engine (spark risk) and do
not lean over any of the batteries.
Never mix up the positive and negative battery
terminals when installing. Incorrect installation
can result in serious damage to electrical equip-
ment. Refer to wiring diagrams.
Always use protective goggles when charging
and handling batteries. The battery electrolyte
contains extremely corrosive sulfuric acid. If this
should come in contact with the skin, immedia-
tely wash with soap and plenty of water. If bat-
tery acid comes in contact with the eyes, im-
mediately flush with plenty of water and obtain
medical assistance without delay.
Stop the engine and switch of the power with
the main switches before working on the electri-
cal system.
Adjustment of the clutch should be conducted
on an idle engine.
Use the lifting hooks mounted on the engine/re-
verse gear when lifting the drive unit.
Always check that all lifting tackle is in good
condition and has the correct lifting capacity
(weight of engine with reverse gear and extra
equipment).
For safe handling, and to avoid damaging com-
ponents fitted on the top of the engine, the engi-
ne should be lifted with a lift-bar adjusted to the
engine. All chains or wires should run parallel to
each other and as far as possible at right-ang-
les to the top of the engine.
Special lifting tackle may be necessary if other
equipment connected to the engine changes its
centre of gravity, in order to achieve the correct
balance and safe handling.
Never work on an engine hanging in lifting
tackle.
3
Safety Precautions
Never work alone when heavy components are
to be dismantled, even when secure lifting
tackle in the form of lockable pulleys are used.
Two persons are normally required even when
lifting tackle is used, one to manage the lifting
tackle and another to ensure that all compo-
nents are unobstructed and not damaged
during the lifting.
When working on board a boat always make
sure in advance that there is sufficient space
available to facilitate dismantling in situ, without
risk of personal injury or damage to materials.
Components in the electrical system and in the
fuel system on Volvo Penta products are desig-
ned and manufactured to minimise the risk of
4
explosion and fire. The engine must not be run
in environments containing explosive media.
Always use fuels recommended by Volvo Pen-
ta. Refer to the Instruction Book. The use of lo-
wer quality fuels can damage the engine. On a
diesel engine poor quality fuel can cause the
control rod to seize and the engine to overrev
with the resulting risk of damage to the engine
and personal injury. Poor fuel quality can also
lead to higher maintenance costs.
Observe the following rules when cleaning with
high-pressure water jets. Never direct the water
jet at seals, rubber hoses or electrical compo-
nents. Never use a high pressure jet when
washing the engine.
 General Information
This Manual has been published primarily for profes-
sionals and qualified personnel. Persons using this
book are assumed to have a grounding in marine
systems and be able to carry out related mechanical
and electrical work.
Work on the boat’s low tension circuit should only be
carried out by qualified and experienced persons.
Installation or work on the shore power equipment
must only be carried out by electricians authorized to
work with high-voltage installations.
It is the sole responsibility of the installer to ensure
that the installation work is carried out in a satisfacto-
ry manner, that it is operationally in good order, that
the approved materials and accessories are used and
that the installation meets all applicable rules and re-
gulations.
Volvo Penta continuously upgrades its products and
reserves the right to make changes. All the informa-
tion contained in this book is based on product data
available at the time of going to print. Any important
modifications to the product or changes to installation
methods after this date will be notified in Service Bul-
letins.
Plan installations with care
Great care must be taken in the installation of en-
gines and their components if they are to operate sat-
isfactorily. Always make absolutely sure that the cor-
rect specifications, drawings, wiring diagrams and
any other data are available before starting work. This
will allow planning and installation can be carried out
correctly right from the start.
Plan the engine room so that it is easy to carry out
routine service operations involving the replacement
of components. Compare the engine’s service litera-
ture with the dimension drawings showing the dimen-
sions.
It is very important when installing engines that no dirt
or other foreign matter gets into the fuel, cooling, inta-
ke or turbocharger systems, as this can lead to faults
or engine seizure. Clean supply lines and hoses with
compressed air before connecting them to the engi-
ne. Remove protective engine plugs only when ma-
king a connection to an external system.
Certified engines
The manufacturer of engines certified for national and
local environmental legislation (Lake Constance for
example) pledges that this legislation is met by both
new and currently operational engines. The product
must compare with the example approved for certifi-
cation purposes. So that Volvo Penta, as a manufac-
turer, can pledge that currently operational engines
meet environmental regulations, the following must
be observed during installation:
• The servicing of injection pumps, pump settings
and injectors must always be carried out be an
authorized Volvo Penta workshop.
• The engine must not be modified in any way
apart from with accessories and service kits de-
veloped for it by Volvo Penta.
• The installations of exhaust pipes and air intake
ducts for the engine compartment (ventilation
ducts) must be carefully planned as its design
may affect exhaust emissions.
• No seals on the engine may be broken except by
authorized persons.
IMPORTANT! Use only Volvo Penta Genuine
Parts.
Use of non-original AB Volvo Penta spare
parts will result in AB Volvo Penta being
unable to assume liability for the engine
meeting engine certification requirements.
Any type of damage resulting from the use of
non-original Volvo Penta replacement parts for
the product will not be covered under any war-
ranty provided by AB Volvo Penta.
5
General Information

Joint responsibility
Each engine consists of many components working
together. One component deviating from its technical
specification can cause a dramatic increase in the en-
vironmental impact of an engine. It is therefore vital
that systems that can be adjusted are adjusted prop-
erly and that Volvo Penta Genuine Parts are used.
Certain systems (components in the fuel system for
example) may require specialist expertise and special
test equipment. Some components are sealed at the
factory for environmental reasons. No work should be
carried out on sealed components except by author-
ised personnel.
Remember that most chemical products damage the
environment if used incorrectly. Volvo Penta recom-
mends the use of biodegradable degreasing agents
for cleaning engine components, unless otherwise
stated in a workshop manual. Take special care when
working on board boats, that oil and waste are taken
for destruction and are not accidentally pumped into
the environment with bilge water.

6
 General
The control and monitoring system has two main components:

– control unit which can be located anywhere

– engine: electrical box, switches and senders

All senders and switches are connected to the electrical box. Alarm switches control alarm indications in the con-
trol unit. Autostop switches control emergency stopping of the engine if necessary. The engine is controlled ma-
nually by the control unit or by external controls. The system is easy to install and is programmed to suite costu-
mers demands and specifications. It can also collaborate with a central alarm system. The CU 2500 is classified
by all the major classification societies. The electrical system is type approved and most of the components are
listed. The system requires a 24V DC electrical supply and is 2-pole, i.e. it has an insulated return. Extra relay
cards can be connected to the control unit if necessary.

All engines which are equipped with classified electrical systems have at least protection class IP44, and all ca-
bles are approved by the classification society. The engines can be equipped with 24V alternators. The electro-
nic engine speed control for the injection system is set for an engine speed of 1500 rpm, 50 Hz or 1800 rpm, 60
Hz. Emergency generating sets can also be equipped with mechanical governors. The engine genset can be run
in three different operating modes: emergency, auxillary or combined. There is also a control unit (CU 2500 F)
for propulsion mode.

Overview control unit and engine

7
General

Control unit

The control unit is equipped with 7 LEDs for indication, 8 push buttons and an adjustable LCD screen (please re-
fer to chapter Control unit CU 2500, page 21). When delivered from Volvo Penta, are the control unit program-
med according to custumers demands and specifications. Control and monitoring functions are different for each
and every delivered control unit, and an always valid description af these can not be done. A number of in sign-
als to the control unit initiates alarms, and a number of in signals initiate automatic stopping of the engine. The
display shows values from a maximum of seven analogue in signals, one being the engine RPM. The control unit
has a total of twelve analogue and five digital inputs.
Extra relay cards can be connected to the control unit. All signals available in the control unit can be adressed to
the extra relay cards for convenient use. There are inputs and outputs for controlling the autostart function, trans-
fer switches, for the generator and mains, and an external standby indication. All manual operation can be done
from the control unit. Correctly installed will the control unit have at least protection class IP44.

Operation mode
According to custumers demands and specification, CU 2500 is set to operate in one of three available modes:
Emergency mode: The genset is being used as an emergency power system. No shutdowns are possible
except for Overspeed.
Auxiliary mode: The genset is being used as an auxiliary/harbour set. Shutdown (autostop) is enabled
for input signals and switches.
Combined mode: The genset is a combined Emergency and Auxiliary genset. The seeting of the of the
standby button on the the frontpanel decides the operation as follows:
Standby: CU 2500 is assumed to be non operated and handles as is in Emergency
mode.
Manual: CU 2500 is assumed to be operated and handles as in Auxiliary mode.

There is also a Propulsion version available, CU 2500 F. This version can only be set to operate in Propulsion
Mode.

Control unit CU 2500

8
 General

Parameter software
The PC parameter software Rudolf is used to customise the control unit to meet special demands. Changes to
the existing project is easy since the parameter programme is able to read the control unit as well as download
new configurations to it. The parameter software is run under Windows 95 or NT, on a PC connected to the con-
trol unit (please refer to wiring diagrams on page 52-57). The parameter software is used for changing the func-
tions and display of the control unit. The software can save control unit settings, to be opened at another time.
The control unit screen can show up to six gauges at a time. The control unit has 17 in/outputs for control and
monitoring of the gen. set.: 12 digital (on/off) and five analogue (variable). All inputs can be configured to suit the
needs of the user. Input channels can be activated or deactivated, the explaining text and the unit of the signal
can also be set. All these settings are made by Volvo Penta and will be stored in factory.

New time and date can also be transferred from the PC parameter software to the control unit when new settings
are implemented.

9
General

SCADA remote control and monitoring (optional)

Supervisory Control and Data Acquisition (SCADA) is the process by which electronic equipment is controlled,
and the process by which real-time information is gathered, from remote locations for processing and analysis.
SCADA systems are used to monitor and control status and provide logging facilities from any place, e.g. the
wheelhouse or the main control room. The SCADA system interfaces with the genset via a Programmable Logic
Controller (PLC), a device used to automate monitoring and control. The PLC can be used stand-alone or in con-
junction with a SCADA, or another, system. The control unit CU 2500 is a PLC. Using Wonderware InTouchTM, a
graphical Man-Machine Interface has been created, allowing operators to interact with the CU 2500, and also
monitor switches and senders connected to it.

10
 General

Engine electrical box

The electrical box consists of one cable terminal with fuses, 5 intermediate relays and a GAC control unit for eng-
ine speed control (please refer to chapter GAC, page 30). All switches and senders are connected to the cable
terminals in the electrical box. The appearance of the electrical box will vary depending on engine choice. The Fi-
gure below is an exampel.

Electrical box

Pos. Designation
1 Fuses
2 Intermediate relays
3 Cable terminal X2
4 GAC control unit

11
 Operation
Control panel
The control unit is manouvred by pushing the eight buttons on the control panel. The panel is also equipped with
an LCD screen and three separate LEDs for indication. Four of the buttons are also equipped with indicating
LEDs (Please refer to chapter Indicating LEDs, page 24).

Control Panel

Pos. Designation
1 LCD screen
2 Start button
3 Stop button
4 Standby button
5 Acknowledge button and Left button
6 Buzzer off button and Down button
7 Lamptest button and Right button
8 Display button
9 Log button and Up button
10 LEDs for indication

12
 Operation

LCD screen
The control unit is equipped with an LCD screen, with
adjustable brightness and contrast. Analogue signals-
are displayed graphical, as vertical and horisontal
bars, and as digital values. All actions are displayed
on the screen as text messages. The LCD screen
has four different views, as described in chapter 4.

If the contol panel is not used for one hour, the

screen lighting will be shut down. By any event or but-
ton push, the display lighting will be turned back on.

Instruments on the LCD screen

The LCD screen contrast can be adjusted. This is
done by holding the LAMPTEST button down, while
pushing the UP or DOWN button. The UP and Pos. Designation
DOWN buttons are marked with a half-moon, to sym- 1 Alarm text field
bolise contrast adjustment.
2 Vertical tachometer
3 Text field (current engine status)
Brightness can be adjusted in two steps, 1/1 or 1/2,
by holding the LAMPTEST button down when the 4 Text field (control functions)
screen shows the instrument view or the alarm list, 5 Text field (mode)
and pushing the ACKNOWLEDGE button (marked 6 Horisontal gauges
with a a sun to symbolise brightness adjustment). The
screen will then change into the opposite brightness
position.

Adjusting contrast

Adjusting brightness

13
Operation

Manual start
Use the green START button to manually start the
engine. The control unit does not have to be in Manu-
al mode for the engine to be started manually.

The START button must be held in until the engine is

running. A green light in the START button indicates
that the engine is running. When the engine is run-
ning the RPM is displayed on the screen, in the in-
strument view. Manually starting the engine

Manual stop
Use the red STOP button to manually stop the engi-
ne. The control unit does not have to be in Manual
mode to be manually stopped.

The STOP button can be released at once. The stop

function is active for a preset time. A red LED in the
STOP button indicates that the stop function is active.

Manually stopping the engine

14
 Operation

Standby and Manual mode

Pushing the STANDBY button will shift the control
unit between Standby and Manual mode. Current
mode is shown at the bottom, to the right in the image
view on the LCD screen.

A green LED in the STANDBY button indicates

Standby mode. If the LED is not lit, the control unit is
in Manual mode.

When the control panel is in Standby mode the engi-

ne will automatically start when a Start Command sig-
nal is received. In Manual mode, automatic start is
disabled (please refer to chapter Autostop, page 16).

STANDBY button in Standby and Manual mode

Buzzer off
Push the BUZZER OFF button to shut down the buz-
zer signal that is activated when an alarm occurs.
The alarm that caused the buzzer to activate remains
active until acknowledged (please refer to chapter Au- BUZZER OFF button
tostop, page 16).

15
Operation

Autostop
The engine can be run in four different operating mo-
des: emergency, auxillary, combined or propulsion. In
emergency mode the engine will not shut down for in-
puts otherwise so defined. The exception is over- ACKNOWLEDGE button
speed. In auxiliary mode, all shutdowns are enabled.
In combined mode shutdown is dependant on the po-
sition of the STANDBY-button on the control unit. In
standby position the control unit is non-operated and
operates like in emergency mode. It will not shut
down the engine for inputs defined to do that, except
for overspeed shutdown. In manual mode the control
unit is manually operated, and operates like in auxilia-
ry mode. It will shut down the engine for inputs defi-
ned to do that. In propulsion mode the engine is a
propulsion unit and will never shut down the engine.

Alarms and messages from the control unit are confir-

med by pushing the ACKNOWLEDGE button. This
must be done to enable restarting the engine after au-
tostop.

Lamptest
To make sure that the LEDs on the control panel are
working, push the LAMPTEST button. All working
LEDs on the panel are lit up. Seven LEDs should be
lit during lamptest.
The lamptest signal may be routed to the optional
MK-6 or MK-4 relay card.

Lamptest

16
 Operation

Log
The LOG button is pushed to show a log over recent
events. To scroll through this log list, use the UP and
DOWN buttons. To stop viewing the log list and return
to the previous view, push the CHANGE VIEW but-
ton.

LOG buttons

CHANGE VIEW button

Changing view
The instrument view is the main view of the control
panel. It shows selected readings from the switches
and senders on the engine. Changing between the
four avaliable views on the LCD screen is done utilis-
ing the CHANGE VIEW button. To change from in- CHANGE VIEW button
strument view to alarm list, the CHANGE VIEW but-
ton is pushed. The same operation is done to change
back to the instrument view.
The information view is displayed by pushing the
CHANGE VIEW button for one second. To change
back from information view to instrument view, the
CHANGE VIEW button is pushed briefly.
For log view, please refer to chapter Log, above.

17
Operation

Setting time and date

Current time is displayed in the information view, which is opened by pushing the CHANGE VIEW button for one
second. To set time and/or date, push the LAMPTEST button and hold it down while pushing the ACKNOW-
LEDGE button. The year is marked. To set new year, use the UP and DOWN buttons. The LEFT and RIGHT
buttons are used for choosing what field to mark and thereby enabling it for change. Seconds are set to 00 and
the clock is started when the LAMPTEST button is pushed. If a minute passes, in timeset mode, and the buttons
are not pushed, the control unit will terminate the clock setting process.

New date and new time settings can also be transferred with new overall settings from the parameter software
Rudolf (Please refer to chapter Parameter software, page 9).

Setting time and date

18
 Engine types

The CU 2500 control unit can be used to monitor and control a large number of engine types, switches and sen-
ders. Example below shows Volvo Penta TAMD162/163. Variations in placement and numbers of switches and
senders can therefore occur depending on the engine type.

TAMD162/163, left hand side

Pos. Marking Reference

1 Coolant level, alarm Chapter: Coolant level, alarm. Page 35.
2 Engine elctrical box Chapter: Engine electrical box. Page 11.
3 Coolant temperature sender, alarm and display Chapter: Temperature sender. Page 40.
4 Oil temperature, alarm Chapter: Oil temperature, alarm. Page 33
5 Coolant temperature, autostop Chapter: Coolant temperature, alarm. Page 37.
6 Oil pressure, autostop Chapter: Oil pressure, autostop. Page 36.
7 Oil pressure, alarm and display Chapter: Oil pressure, alarm and display. Page 34.
8 Fuel leakage,alarm Chapter: Fuel leakage, alarm. Page 32.

19
Engine types

TAMD162/163 right hand side

Pos. Marking Reference

1 Control unit CU 2500 Chapter: Control unit. Page 8.
2 Starter motor protection
3 Fuel stop valve Chapter: Other equipment. Page 43.
4 Pickup sender Chapter: Pickup sender. Page 39.

20
 Control unit CU 2500
The control panel has 8 push buttons, 7 LEDs for indication and an LCD screen. The cable terminal on the con-
trol unit is designated X1. This is connected to another cable terminal on the engine. The control unit can be ex-
panded by connecting extra relay cards.

Control unit CU 2500

Pos. Marking Designation

1 Control unit
2 RK-60 Relay card
3 M-6 Extra relay-card
4 M-14 Extra relay-card
5 Cable with 25 pin DSUB contact
6 Cable with 15 pin DSUB contact

21
Control unit CU 2500

Views
The appearance of the LCD screen on the control unit
varies, depending on what functions and settings are
choosen. There are four different screen views ava-
lible. These are:
- Instrument
CHANGE VIEW and LOG buttons
- Sensor/alarm list
- Information
- Event Log

The instrument view displays the gauges chosen with

the parameter programme (please refer to chapter
Parameter software, page 9). The instrument view is
also the main view of the control unit.

Pushing the CHANGE VIEW button will change the

screen view from the instrument view to the alarm list.
The information view is displayed by pushing the
CHANGE VIEW button for one second. To get back
to the previous view, the CHANGE VIEW button is
pushed again. The log is shown when the log button
is pushed (please refer to chapter Changing view,
page 17).

Instrument view
The instrument view is the main view of the control
unit. The instrument view shows an upright standing
tachometer (2), as well as a varying number of hori-
sontal gauges (6) showing the positions of the analo-
gue senders on the engine. Which horisontal gauges
are displayed depends on the settings made with the
parameter programme Rudolf (please refer to chapter
Parameter software, page 9).

The status text fields located at the bottom of the in-

strument view (3, 4 and 5) shows current running
Instrument view
mode. Located at the top of the instrument view is a
normally empty field, in which the first alarm to start
will be described with a text string. The text in the
field blinks with inverted text until the alarm is ack-
nowledged. At the upper left corner of the screen *
and + is alternately seen when an alarm is active.
The */+ blinking will end when the ACKNOWLEDGE
button is pushed to acknowledge the alarm. The in-
verted text dissapears when the alarm stops.

22
 Control unit CU 2500

Alarm list
The alarm list is shown on the LCD screen when the
CHANGE VIEW button is pushed. The alarm list lists
all alarms that are predefined. If the alarm list con-
tains more alarms than will fit on the screen, scrolling
up and down is done using the UP and DOWN but-
tons.

When an alarm is active it will be inverted in the

alarmlist and an indicating */+ blinking will appear in
front of the text. When the alarm is acknowledged,
using the ACKNOWLEDGE button, the blinking will
cease, but the alarm will remain active and the inver- Alarm list
sion of the text will remain. When the alarm stops, the
text will go back to normal.

The alarm LED on the control panel is lit when an

alarm is active. If more than one alarm is active at
one time, the LED in the CHANGE VIEW button is lit.

Signals emerging from the extra relay cards MK-6

and MK-14 are not displayed in the alarm list (please
refer to chapter Extra relay cards, page 26).

Information view
The information view is displayed on the LCD screen
when the CHANGE VIEW button is pushed for one
second. The LCD screen on the control unit will show
information concerning the engine and generator. The
following engine variables are shown:

- Running mode
- Total engine running hours
- Engine running hours, latest run
Information view
- Number of engine starts
- Number of start failiures

There are four different running modes: Auxiliary,

Emergency, Combined and Propulsion. Current run-
ning mode is determined by settings made utilising
the parameter programme Rudolf (please refer to
chapter Parameter software, page 9). At the bottom
of the screen, current time and date is displayed,
using UTC standard. The information given in the in-
formation view is determined using the parameter
programme, and it can for that reason vary in appea-
rence (please refer to chapter Parameter software,
page 9).

23
Control unit CU 2500

Log
Push the LOG button to view the Log list. The log lists
all events, specified with the time and date of their oc-
currence. A new date in the log list is indicated by an
inverted row. The log stores up to 250 events in an
uneraseable memory. Log data is saved even during
voltage drop and power failiure. Events and alarms
are transferred to the log the moment they appear.

To scroll through the events listed in the log, the UP

and DOWN buttons are used. To exit the log and re-
turn to the previous view, push the CHANGE VIEW Log view
button.

Indicating LEDs
The control unit has three main LEDs for indication:
POWER indicates that the control unit is connected to
current source and turned on. Flashes when low vol-
tage.
ALARM indicates one or more active alarm. Flashes
when not acknowledge. Indicating LEDs
SHUTDOWN indicates that the engine has been
stopped. The LED is lit until the engine has stopped
completely.
Four of the buttons (STOP, START, STANDBY and
CHANGE VIEW) also contain LEDs. The LED in the
STOP button is lit when the engine is stopping. The
LED in the START button is lit when the engine is
starting. The LED within the STANDBY button is lit to
indicate standby mode and not lit when the control
unit is in manual mode. The LED in the CHANGE
VIEW button is lit if more than one alarm is active at
one time.

24
 Control unit CU 2500

Cable terminal RK-60 (X1)

The cable terminal has two 25-pin connectors for connection to the control unit and 60 screw terminals for con-
nection to the electrical box on the engine and external controls. The position numbers of switches and sensors
installed on the engine (please refer to Engine types, page 19) are identical with the terminal numbers on the ca-
ble terminals. The cable terminal is marked X1 on the wiring diagram in chapter System layout, page 52, and ter-
minal numbers 1–60 are marked.

Cable terminal RK-60

Please refer to chapter System layout, page 52.

X1 Comments X1 Comments
.1, 3 Voltage supply positive 24V DC .39–40 Key switch
.2, 4 Voltage supply negative 24 V DC .41 Start relay
.5–6 Input from pickup sender .42 Stop solenoid
.7–18 Input from digital switches .43 Run solenoid
.19–28 Input from analogue senders .44 Overspeed stop solenoid
.29 0V for analogue input .45–47 Alarm
.30, 31 Remote start input .48–50 Shutdown
.30, 32 Remote stop input .51–53 Ready to take load
.33, 34 Blackout start input .54–56 Ready to start
.33, 35 Delayed stop input .57–59 Gen. breaker disconnect
.36, 37 Start disable input . (60) Ground
.36, 38 Remote reset input

25
Control unit CU 2500

Extra relay cards (optional)

Two extra relay cards can be connected to the control unit. Relay cards are avaliable in two sizes: MK-6, with 6
relays, and MK-14 with 14. The extra relay cards can be given any signal from the signal pool below.
A number of text messages can be displayed in the LCD screen instrument view.They appear in three separate
fields in the bottom parts of the screen. Signals triggering these text messages can be attached to the extra relay
cards MK-6 and MK-14.

Preset signals for extra relay cards:

Relay Signal Comment

1 Start failiure The engine did not start after final start attempt.
2 Overspeed Engine speed is too high.
3 Battery failiure Start battery, primary or secondary battery has low voltage.
4 Pickup failiure Unable to pick up valid signal from the pickup.

Extra relay cards MK-6 and MK-14

26
 Control unit CU 2500

The spare relays on MK-6 and MK-14 can be given any signal from the following signal pool:

Indication Function
Start failiure: The engine did not start after final start attempt. Number of attempted
starts set by system operator

Engine stopped: Engine stopped but the reason is unknown. Possibly lack of fuel.

Overspeed: Engine speed is too fast i.e. the set point for overspeeding is exceeded. A
signal is sent to the control unit which automatically stops the engine and
indicates Stopped in the display.

Start battery low voltage: The start battery has low voltage. Interlocked during start and stopping.

Stop failiure: A stop signal was given but after 40 seconds the engine had not stopped.

Secondary battery: The secondary battery is not connected or has very low voltage.

Current overload: The sensor fuse is blown. The automatic fuse resets when the short circu
it is removed.

Pickup failiure: Unable to detect a valid pickup/tacho signal i.e. the engine speed cannot
be measured. Dependent upon one ”Additional RUN Detection”. An oil
pressure switch (please refer to chapter Oil pressure, alarm and sender,
page 34) interlocks the alarm when the engine is stopped and for 15 sec
after the engine has started.

Sensor failiure: An analogue input is less than 2mA.

Real time clock failiure: Time and/or date of the internal clock is not correct.

Start command: Blackout signal, e.g. from main switchboard.

Engine started: The control unit detects the engine is running but no start signal has been
detected.

Manual stop: User pressing the stop button, local or remote.

Delayed stop: The control unit has received signal that the engine may stop. After stop
the engine will continue to run without load, to cool down gradually for a
preset time.

Cooling: The engine is running at no load.

Lamptest button: User pressing the lamptest button.

Acknowledge button: User pressing the acknowledge button. Resets active alarms.

27
Control unit CU 2500

Indication Function
Standby: Indicates Standby mode. The automatic start function is activated (please refer
to chapter Standby and Manual mode, page 15).

Manual: Indicates Manual mode. The automatic start function is deactivated (please refer
to chapter Standby and Manual mode, page 15).

Buzzer off button: User pressing the Buzzer off button.

Ready: The engine is ready for start.

Cranking: The control unit signals the start motor. The start motor is cranking.

Running: The engine is running. Interlocking of alarm and autostop will cease after 15 sec.
If the signal from the tacho sender stops when the engine is running, an alarm
signal will be sent to the control unit, where the Pick-up fail is indicated.

Stopping: The control unit signals the stop solenoid. The engine is stopping.

Stopped: The engine has been stopped. The reason is known.

Shutdown override: Shutdowns, except for overspeed, disabled by the control unit.

Start disabled: The control unit is disabling local and remote start attempts, also when in stand
by mode.

28
 Engine electrical box
According to costumers choice of engine will the appearance of the electrical box vary. This exampel consists of
one cable terminal with fuses, 5 intermediate relays and a GAC control unit for engine speed control. All switches
and senders are connected to the cable terminals in the electrical box.

Engine electrical box and wiring diagram

29
Engine electrical box

Relays
The relays are equipped with diodes to prevent electrical interference in the electrical system.

1K17: Stop
Stop relay, 1K17 is a change-over relay. The relay contacts close a circuit when the relay is not activated (87A).
The circuit provides voltage to the GAC unit (please refer to chapter GAC, page 30) if relays 1K10 and 1K8 are
activated at the same time. When the stop relay is activated, the stop solenoid (if installed, please refer to chap-
ter Stop solenoid, page 42) receives supply voltage at the same time as the voltage for the GAC unit is shut off.
The relay is activated by the manual stop button on the control unit, or by an external stop button (this is also ac-
tivated automatically during an emergency stop).

1K21: Emergency stop

Emergency stop relay 1K21 is normally open. When the relay is activated, the fuel shut-off valve (please refer to
chapter Fuel stop valve, page 41) stops the supply of fuel to the engine. The voltage to the GAC unit is switched
off as well 1K16: Start
Start relay 1K16 is normally open and the relay contact closes on activation. The starter motor solenoid is acti-
vated and the engine starts. The start relay is activated by the control unit start button or by an external start but-
ton. For Volvo Penta engine TAMD162 and163, note that there is an extra relay in the starter motor protection
(please refer to figure TAMD162/163, page 19).

1K16: Start
Start relay 1K16 is normally open and the relay contact closes on activation. The starter motor solenoid is acti-
vated and the engine starts. The start relay is activated by the control unit start button or by an external start but-
ton. For TAMD162 and163, note that there is an extra relay in the starter motor protection (please refer to figure
TAMD162/163, page 19).

1K10, 1K8: Backup GAC

1K10 and 1K8 are change-over types. When they are deactivated, the GAC unit receives voltage from an emer-
gency supply. When they are activated, the ordinary power supply is used to drive the GAC units. The relays can
only be activated if the main fuses on cable terminal X2 have blown or if there is an open circuit in the GAC cab-
ling. The low voltage alarm, VOLT FAIL, will be indicated.

Cable terminal X2
The electrical box cable terminal is designated X2. All senders and switches are connected to the terminal. The
cable terminals on X2 are electrically identical with the points on cable terminal X1 (please refer to chapter Cabel
terminal X1 and Extra relay cards, page 25 and 26).

GAC
The GAC unit controls engine speed (1500 or 1800 rpm). A pickup sender (please refer to chapter Pickup sen-
der, page 40) provides a sine-wave signal to the GAC unit, with a frequency proportional to engine speed. The
difference between the true frequency and the set frequency controls the fuel injection. If engine speed is too
low, fuel flow is increased and the opposite if engine speed is too high. Please refer to Function Installation, Elec-
tronic Speed Governor for operation of the GAC unit.

30
 Switches and senders

Monitoring is done with alarm switches, autostop switches and senders.The alarm switches show if the set points
have been exceeded. The autostop switches cause both indication and automatic stopping of the engine. The
senders are analogue and send signals to the control unit, which allows monitoring on the display.

The auto stop switches are normally open, i.e. they close when the set points are exceeded. The alarm switches
work in the opposite way. They open when the set point is exceeded. The set point is a maximum permitted va-
lue for some of the switches, and for others, it is a minimum permitted value. Please refer to the table which
show the values set on the switch.

List below is general. Switches and senders may be added or deleted.

Cooling water system Alarm NC, set point Alarm NO, set point Type
High coolant water temperature t >92°C t >97°C O
(t >198°F) (t >207°F)

Low coolant level Min. O

Low water flow Min. O

Coolant water temperature A

Lubricating oil system

Low oil pressure P<2.0 bar 4 P<1.5 bar O

(P<29.0 psi) (P<21.7 psi)

High oil temperature t >127°C O

(t >261°F)

Oil pressure A

Fuel system

Fuel leakage Max O

Miscellaneous

Tachometer A

Comments:
NC = Normally Closed
NO = Normally Open
Max. = Set point indicates maximum level
Min. = Set point indicates minimum level
O = On/Off function
A = Analogue function
31
Switches and senders

Fuel leakage, alarm

The fuel injection pipes between the injection pump
and the injectors are jacketed. If leakage occurs in
any of the fuel injection pipes, the fuel flows out into
the outer pipes to which the alarm switch is connec-
ted. The float (please refer to figure Alarm switch fuel
leakage) bears on the sender lever to open the
switch. The LCD screen on CU-2500 will show a Fuel
leak alarm. The sensitivity of the switch can be adjus-
ted if necessary.

Technical data
Protection class: IP44
Rated voltage: 24V DC
Contacts: NC/Opens on rising fuel leakage
level

Pos. Function Alarm switch fuel leakage

1 Float housing
2 Float
3 Valve
4 Switch
5 Blue arrow
6 Lock screw
7 Arrow

Adjustment
Adjust the leakage switch so that the blue arrow is
only just visible (5). Undo the lock screw (6) if neces-
sary, and adjust it to the correct value. (The sensitiv-
ity of the sender increases as the adjustment ap-
proaches the point of the arrow.) The leakage switch
must be installed with the arrow (7) pointing upwards.
Note that you have to empty leaked fuel out of the flo-
at housing after an alarm. Do this by pressing valve
(3) upwards.
Adjustment Alarm switch fuel leakage

32
 Switches and senders

Oil temperature, alarm

The temperature switch opens when the highest per-
mitted temperature for oil temperature has been ex-
ceeded. If an alarm is given, an Oil temperature high
indication is given on the CU-2500 LCD screen. If the
sensor body is disassembled, check that the inside of
the nozzle is covered with grease or oil before it is put
back together again (please refer to figure Alarm
switch oil temperature). The set point of the switch
can be adjusted as below.

Technical data
Type: Danfoss KPS 80
Protection class: IP67
Rated voltage: 24V DC
Temperature range: 70–120°C (158–248°F)
Contacts: NC/Opens on rising oil
temperature Alarm switch oil temperature

Hysteresis: 4.5–18°C (40–64°F)

Max. temp.: 220°C (428°F)

Pos. Function
1 Sensor body
2 Nozzle
3 Lock screw
4 Adjustment screw
5 Temperature scale
6 Adjustment screw
7 Temperature scale

Adjustment Alarm switch oil temperature

33
Switches and senders

Oil pressure, alarm and

display
The oil pressure switch is installed in the main oil gal-
lery in the engine. The pressure transmitter convert
pressure to an electric signal. The electrical signal is
proportional, and linear with, the value of the pressure
to which the pressuresensitive element is subjected
by the medium. The pressure transmitter are supplied
with an output signal of 4-20mA. Oil pressure low in-
dication is given on the CU-2500 LCD screen if there
is an alarm. Span adjustment is also possible

Technical data
Type: Danfoss EMP 2
Protection class: IP67
Voltage supply: max 36 VCD and min 11 VDC
Pressure range: 0–4 bar (0–58 psi) Oil pressure, alarm and display
Contacts: NO/Opens contacts on falling oil
pressure
Hysteresis: <0,1%
Test pressure: 8 bar (116 psi)

Calibration
The sender can be checked by using the table below.
Connect external pressure to valve (1) and change
the position of knob (2). The temperature during cali-
bration must be +20°C (68°F). Carefully tap the sen-
der (3) during each measurement to check that it is
not affected by mechanical movement (please refer to
figure Oil pressure sender).

Excess pressure, bar (psi) Resistance, Ohm

0 (0) 10 +3/–5
2 (29) 52 ±4
4 (58) 88 ±4
6 (87) 124 ±5

If the resistance at any pressure deviates considera-

bly from the specified value, change the sender.

Adjustment
Adjustment is made with the unit in the horizontal po-
sition (pressure connector downwards). If installation
results in a different pressure connector position (e.g
turned 180°) this will mean a zero-point displacement
of approximately +1% for the lowest pressure range
(decreasing for higher pressure range). This displace-
ment can be eliminated by a using zero-point po-
tentiometer (5) . When fitting or removing pressure li-
nes, the spanner flats on the pressure connector Adjustment
should be used tp apply counter-torque.

34
 Switches and senders

Coolant level, alarm

The level switch consists of a float which activates a
switch. The switch is normally closed. The circuit is
opened if the float falls below the set point (please re-
fer to figure Alarm switch coolant level). If this hap-
pens, Water level indication is given on the CU-2500
LCD screen.

Technical data
Protection class: IP65
Rated voltage: 24V DC
Level range: Fixed set point, 63 mm (2.480") Alarm switch coolant level

Contacts: NC/Opens on falling coolant level

35
Switches and senders

Oil pressure, autostop

Oil pressure is taken from the main oil gallery in the
engine. Oil presses a diaphragm against a spring.
There is a change over switch on the diaphragm
which closes if the pressure is not high enough. The
Oil pressure indication will be visible on the LCD
screen and the engine stops. The set point of the
switch can be adjusted as below.
Technical data

Type: Danfoss KPS 33

Protection class: IP67
Rated voltage: 24V DC
Pressure range: 0–3.5 bar (0–50.8 psi)
Contacts: NC/Closes on falling oil pressure
Hysteresis: 0.2 bar (2.9 psi) Autostop switch, oil pressure
Max. pressure: 10 bar (145 psi)

Adjustment
Undo lock screw (1) and adjust the set point of the
switch with adjustment screw (2). Read off the set
point, 0–3.5 bar (0–50.8 psi) on pressure scale (3) at
the same time.

Adjustment Autostop switch, oil pressure

36
 Switches and senders

Coolant temperature,
autostop
The temperature switch closes when the highest per-
mitted coolant temperature is exceeded. Engine tem-
perature indication is given on the CU-2500 LCD
screen and the engine stops. If the sensor body is
disassembled, check that the inside of the nozzle is
covered with grease or oil before it is put back to-

gether again. The set point of the switch can be adjus-

ted as below.
Technical data
Type: Danfoss KPS 80
Protection class: IP67
Rated voltage: 24V DC
Temperature range:70–120°C (158–248°F)
Contacts: NO/Closes on rising Autostop switch temperature
temperature

Hysteresis: 4.5–18°C (40–64°F)

Max. temp.: 220°C (428°F)

Pos. Function
1 Sensor body
2 Nozzle
3 Lock screw
4 Adjustment screw
5 Temperature scale

6 Adjustment screw
7 Temperature scale

Adjustment Adjustment Autostop switch temperature

Undo lock screw (3) and set the set point, 70–120°C,
using adjustment screw (4). Read the temperature on
the temperature scale (5). The hysteresis in the
switch, the difference between limits on rising and fal-
ling temperature, can be set by the other adjustment
screw (6). The hysteresis is read from the smaller
temperature scale on the switch (7).

37
Switches and senders

Flow, autostop
The function of the flow switch is based on water flow,
and is not affected by the static pressure in the sys-
tem. The switch is equipped with a variable flow area,
which increases with increasing flow rates. This me-
ans that the pressure drop in the switch is not affec-
ted by varying flow. Reduced flow leads to an auto-
stop and Water flow indication is given on the CU-
2500 LCD screen when the set point is exceeded.

Technical data
Protection class: IP67
Rated voltage: 24V DC
Flow range: 1.5–30 lit./min., Autostop switch, coolant flow
(0.4–7.9 US gals/min.)
Contacts: NO/Opens on low coolant flow
Hysteresis: ±10%
Max. pressure: 100 bar (1450 psi)

38
 Switches and senders

Pickup sender
The pickup sender is inductive. It is installed on the
transmission housing. When one of the teeth on the
transmission wheel passes the sender, an alternating
voltage is induced in the coil of the solenoid. The sig-
nal is interpreted by the control unit CU-2500 which
indicates Overspeed on the LCD screen if the set
point is exceeded. The sender also controls a tacho-
meter (optional).

Technical data
Freq. / R.P.M.: TAMD71, T(A)MD102, -122:
30Hz/rotation
TAMD162, TAMD163:
37Hz/rotation
Min. output signal: 0.5V RMS with load
Internal resistance: 1080 ±100 ohm Pickup sender

39
Switches and senders

Coolant temperature sender,

alarm and display

Technical data
Temperature range: 40–120°C (104–248°F)
Min./max. temp.: –30°C/+120°C,
(–22°/+248°F)
(max. +150°C (302°F) for
10 s.)

Temperature, °C (°F) Resistance, Ohm

60 (140) 128 ±20
90 (194) 49 ±6
120 (248) 22 ±3
Water temp

If the resistance at any temperature deviates consid-

erably from the specified value, change the sender.

40
 Other equipment

Fuel stop valve

As an emergency stop, a solenoid valve is used to
shut off the fuel supply to the engine when the valve
is activated. The emergency stop can be used inde-
pendently from the usual stopping device. Activation
is through autostop or a separate emergency stop
button. The solenoid valve changes the direction of
flow in the fuel system during the stop process.

Tightening torques
The screws and nuts (1) for fuel tank connection shall
be torqued to 20 ±3 Nm (14.8 ±2 lbf.ft). The three oth-
er screws (2) shall be torqued to 38 ±6 Nm (28 ±4
lbf.ft). Tighten the nuts (3) to zero clearance and then
a further half turn. Fuel stop valve

Function during operation

1 2
Valve (1) is not activated and the fuel has its normal
direction of flow. Supply pump (2) sucks fuel from the
tank (3) via the pre-filter s and through the valve (T,
P). On the pressure side the fuel flows through the
fine fuel filter and through the valve (F, I) to the injec-
tion pump (4).
3

Function during operation

Function during stopping

When the emergency stop on the instrument panel is
pressed in, solenoid valve (1) is activated. The valve
changes the direction of the fuel flow, which forms a 1
partial underpressure in the fuel chamber of the injec-
tion pump (4). This prevents the pump elements from
being filled and the engine stops (the pump elements
require overpressure to be filled). The overflow valve
(5) stops fuel from flowing into the injection pump via
the return pipe.
4

5
Function during stopping

41
Other equipment

Stop solenoid (optional)

During an ordinary stop, the stop solenoid (if installed) is engaged when the stop button on the control unit is
pressed. The control rod in the injection pump is then forced to the zero position and the engine stops since fuel
supply stops.

Turn the MAIN SWITCH ON and press the STOP-button. If the stop solenoid does not stop in its zero position
the cause is that the control rod has stopped against its end position. The control rod must then be adjusted. If
the control rod does not go back fully once the stop button is released, it may be necessary to change the return
spring.

Adjustment of the control rod

When the solenoid has pulled through its entire travel,
the clearance between the control rod (1) and its end
position should be 1–2 mm (0.039–0.079"). Adjust-
ment can be done by moving the entire solenoid, or
only the junction with the control rod. Release the
stop button and check the adjustment by pressing the
button again. Do a final adjustment of the control rod.

The solenoid travel is limited to 25 mm (0.984"). For

this reason, either the solenoid or the lever will limit Removal of plunger
movement when current is not connected.

Removing the plunger

First undo rubber bellows (1) from the body of the
stop solenoid. Press in the plunger (2) somewhat. At
the same time, use a screwdriver to lift up pin (3)
which stops the plunger in its end position. Pull out
the plunger with return spring (4) and rubber bellows.
Be careful not to loose the pin. If necessary, change
the return spring. Hold the stop solenoid vertically,
with the opening upwards. Install the pin from the insi-
de. Slide in the plunger with return spring and rubber
bellows. Turn the solenoid right way up and allow the
pin to fall down into the groove.

Adjustment of control rod

42
 Installation

All components of the system are pre-assembled. During installation, locate the control unit in a suitable place,
not directly on the engine, and connect it to the electrical box. It must also be connected to the electrical supply
and to any external controls for remote operation. Note the instructions for the choice of cables in the appropriate
connectors.

Connection of the control unit

Connect cable terminal X1 to cable terminal X2. Select cables to suit the distance between X1 and the electrical
box, for the connections which will carry the power supply for the system. The voltage drop should not exceed
1V. Please refer to the table below.

Cable area Max length

2
1.5 mm 22 m (72.2 ft)
2
2.5 mm 36 m (118.1 ft)
2
4.0 mm 57 m (187 ft)

Select 1.5 mm2 cable area for other connections. Please note that this table does not apply to connections to po-
wer supply when electric starter motor is installed (please refer to chapter Power supply with electric starter mo-
tor, page 49).

43
Installation

Cable connection
Grounding
Note! Observe the difference between Ground and 0 volt!

Keep ground and 0 volt separated. In marine installations, ground and 0 volt should not be connected together.
In a ship installation, the hull is the "ground".
In the CU 2500 system, 24 V and 0 V are filtered to ground using special filter components. This is done to avoid
noise in the system. If ground and 0V is connected together, the filters do not work properly.

Connection order
Always start by connecting the ground cabel to terminal 60 on the RK-60 terminal board. The ground cable
should be as short as possible and we recommend 4 mm2 cable area. Connect the other end to a ground con-
nected to the hull.
Connect the digital switches to terminals 7-18, and the analogue sensors to terminals 19-29.
Use a shielded cable from the pickup and connect to terminal 5 and 6. The shield must be connected to 0V, NOT
to ground.

Digital Inputs
The control unit has 12 on/off inputs. All 12 inputs can be fully customised with text and delays and whether to
give an Alarm or Shutdown.
The inputs are connected to the Wire Terminal Card RK-60 as in following table.

Channel 1 2 3 4 5 6 7 8 9 10 11 12
Terminal # 7 8 9 10 11 12 13 14 15 16 17 18
Digital Input Channels and their corresponding wire terminal number on RK-60

Note! Do not connect 24 VDC to the digital inputs! All input switches must be connected via its corresponding
wire terminal to 0V, NOT to ground.

Connecting the Digital switches

Connect the switches according to the project documentation and drawings. All switches must be connected bet-
ween a wire terminal (7-18) and 0V.

44
 Installation

Analogue Inputs
The control unit has 5 industrial standard 4-20 mA inputs. The inputs are displayed as horisontal bars. The bot-
tom bar is the battery voltage and is always displayed.
All 5 inputs can be fully customised with text and delays and whether to give an Alarm or a Shutdown.
An alarm is given (Analogue Sensor Failure) if an activated input is not connected or if the signal strength is too
low. (<2mA).

Channel 1 2 3 4 5
Terminal# (19), 20 (21), 22 (23), 24 (25), 26 (27), 28
Analogue Input Channels and their correspondning wire terminal number on RK-60. Numbers in brackets () are the
correspondning 24V supply for the particular sensor.

Terminal 19, 21, 23, 25 and 27 are all +24 VDC supply outputs. These outputs are fused with common, internal,
automatic fuse (F3). The fuse is located at the RK-60 card.
The fuse will automatically reset if the overload or short circuit is removed. An alarm is given if the fuse blow and
the alarm stays activated as long as the short circuit is present. The fuse is 3A.

Connecting the Analogue Sensors

Connect the sensors according to the project documentation and drawings.
All 5 analogue input channels are 4-20mA. For other signal types, please use an appropriate signal converter.

45
Installation

Connection of remote operation (optional)

The system is prepared for the connection of remote operation. None of these connections is needed for the sys-
tem to function. In general, cables with a conductor area of 1.5 mm2 must be used. Note that the function of con-
trols and gauges connected must be tested before the system is taken into service.
The components for remote operation are regarded as optional extra equipment (please refer to wiring diagram
on page 57).

Remote start
Remote start works in the same way as the local Start button and is connected to terminal 30-31.

Remote Stop
Remote stop works in the same way as the local Stop button and is connected to terminal 30-32.
Note! For safety reasons, local and remote Start- and Stop work regardless of Manual and Standby setting.

Blackout start
When the control unit is set to standby and receives this signal, it will initiate the Automatic Start procedure. The
signal must be connected to terminal 33-34.
When the engines has started, the signal might be removed. The engine will not stop when signal is removed.

Delayed Stop
When the control unit receives the delayed stop signal, it will disconnect the generator breaker and run the gen-
set for the predefined cooling time before stopping. The signal must be connected to terminal 33-35.
If Blackout Start and Delayed Stop is received simultaneously, Blackout Start is given priority.
The Delayed Stop signal has no effect if the Blackout Start signal is present.

Shutdown override
On auxilary gensets, shutdown may be overriden by connecting terminal 36-38 to ground. Shutdown is now disa-
ble, except for overspeed.

46
 Installation

Installation of the control unit

Dimensions
The control unit must be installed in a dry, protected, but still visible location. To avoid magnetic influence, the
control unit with instruments must be located at least 0.3 m (1 ft.) from sensitive equipment. Note that the control
unit must not be installed on the engine. Please refer to figure below for installation dimensions.

238mm (9.37")

Engine Control System

CU 2500

Power

148mm (5.83")
160mm (6.30")

Alarm
Shutdown

INFO

250mm (9.84")
145mm (5.71")

230mm (9.06")
6697

Installation dimensions for control unit

47
Installation

Steel enclosure installation

The control unit must be installed in a dry, protected, but still visible location. To avoid magnetic influence, the
control unit must be located at least 0.3 m (1 ft.) from sensitive equipment. Note that the control unit must not
be installed on the engine. Please refer to figure below for installation dimensions.

")

")
98

98
.

.
(0

(0
m

m
m

m
350mm (13.78")
25

25
38mm (1.50")

174mm (6.85")
Engine Control System
250mm (9.84")

CU 2500

Power
Alarm
Shutdown

INFO

38mm (1.50")

150mm (5.91")
6704
400mm (15.75")

Installation dimensions for control unit in a steel enclosure

48
 Installation

Connection of electrical supplies

The system must be connected to two separate power supplies. One powers the alarm unit. The other powers the
electric starter motor, if one is installed. If the engine does not have an electric starter motor, but has another
starting device (e.g. air starter) this is activated. Alarm indications function even if the rest of the system suffers
a power failure. If the engine does not have an electric starter motor, the power supply shall be connected to the
electrical box of the system directly. Note that the alarm unit must always have a separate power supply ir-
respective of whether the engine has an electric starter motor or not.

Power supply to alarm unit

Connect 24V DC to X2.3(+) and X2.4(–).
Select cables to suit the distance to the electrical
box. The voltage drop should not exceed 1V. Please
refer to the table below.
Cable area Max. length
1.5 mm2 ................................... 22 m (72.2 ft)
2.5 mm2 ................................... 36 m (118.1 ft)
4.0 mm2 ................................... 57 m (187 ft)

Power supply with electric starter motor

If the engine has an electric starter motor, the system
power supply must be connected to the connections
on the starter motor. Connections and the choice of
cable areas differ between the engines. The figure
Electrical starter motor connections shows the con- Cable connections
nection points when the starter motor protection has
been removed. The fuses for the connection are loca-
ted in the electrical box.

Select cables to suit the distance betwen the electric

starter motor and the power supply. Table below is an
example for engine TAMD162/163.

Cable area Max length

95 mm2 ...................................... 2 m (6.6 ft)
120 mm2 .................................... 3 m (9.8 ft)
2 x 70 mm2 ................................ 4 m (13.1 ft)
2 x 95 mm2 ................................ 4.5 m (14.8 ft) Electrical starter motor connections
2 x 120 mm2 .............................. 6 m (19.7 ft)

Power supply without electric starter

motor
If the engine is not equipped with an electric starter
motor, connect the power supplies for the system to
the fuses which are located on cable connector X2
(please refer to figure Connections to X2). These fu-
ses are connected to X2.1 (+) and X2.2 (–).

Connections for X2

49
 Troubleshooting

If suspicions about fault on CU 2500 occur, please do following measures:

– The Control Unit has the correct voltage and polarity.

– The Control Unit is not sourced from the battery charger only.

– There are no blown fuses.

– The sensors on the engine working correctly.

– Cables are connected correctly.

For futher troubleshooting, see instruction book for current engine. If trouble still remains, please contact authori-
zed dealer.

50
 Technical data
CU 2500
Overall dimensions ................................. 160x250x35 mm (HxWxD)
Cut-out dimensions ................................. 146x230 mm (HxW)
Supply voltage ........................................ 24 VDC smoothed, (10-35 VDC)
Power consumption ................................ 11 W @ 24 VDC. Display on: 5x50% analogue inputs
Resistance to interface ........................... ESD complies to EN 61000-2, class 3 (former IEC 801-2)
Burst complies to EN 61000-4 (former IEC 801-4)
Power supply and digital I/O Level 4=4kV
Analogue I/O and serial interfaces Level 3=1kV
Ambient temperature .............................. During operation 0...70°C
Storage temperature -20...60°C

51
 Wiring diagrams
System layout

RELAY OUTPUTS

(OPTIONAL)

MANDATORY
OPTIONAL

52
 Wiring diagrams

Wire Terminal List, RK-60

Terminal CU 2500 CU2500F Comment

1 +24 VDC +24 VDC Primary supply
2 0 VDC 0 VDC
3 +24 VDC +24 VDC Secondary supply
4 0 VDC 0 VDC
5 Pickup input 1 Pickup input 1 2-12 VAC peek-peek
6 Pickup input 2 Pickup input 2
7 Digital input 1 Digital input 1 Referenced to 0 V
8 Digital input 2 Digital input 2 Referenced to 0 V
9 Digital input 3 Digital input 3 Referenced to 0 V
10 Digital input 4 Digital input 4 Referenced to 0 V
11 Digital input 5 Digital input 5 Referenced to 0 V
12 Digital input 6 Digital input 6 Referenced to 0 V
13 Digital input 7 Digital input 7 Referenced to 0 V
14 Digital input 8 Digital input 8 Referenced to 0 V
15 Digital input 9 Digital input 9 Referenced to 0 V
16 Digital input 10 Digital input 10 Referenced to 0 V
17 Digital input 11 Digital input 11 Referenced to 0 V
18 Digital input 12 Digital input 12 Referenced to 0 V
19 +24 VDC +24 VDC Output fused by F3
20 Analogue input 1, 4-20mA Analogue input 1, 4-20mA
21 +24 VDC +24 VDC Output fused by F3
22 Analogue input 2, 4-20mA Analogue input 2, 4-20mA
23 +24 VDC +24 VDC Output fused by F3
24 Analogue input 3, 4-20mA Analogue input 3, 4-20mA
25 +24 VDC +24 VDC Output fused by F3
26 Analogue input 4, 4-20mA Analogue input 4, 4-20mA
27 +24 VDC +24 VDC Output fused by F3
28 Analogue input 4, 4-20mA Analogue input 4, 4-20mA
29 0 VDC 0 VDC Common 0V
30 Remote start/stop Remote start/stop Common 0V
31 Remote start Remote start
32 Remote stop Remote stop
33 Blackout start/delayed stop Blackout start/delayed stop Common 0V
34 Blackout start -
35 Delayed stop -
36 Remote reset/Shutdown Override Start disable/shutdown override Common 0V
37 Remote reset Start disable
38 Shutdown Override -
39 Keyswitch Start disable Keyswitch Start disable
40 Keyswitch Start disable Keyswitch Start disable

53
Wiring diagrams

Terminal CU 2500 CU2500F Comment

41 To Start Solenoid To Start Solenoid +24 VDC supply to
auxiliary start relay
42 To Stop Solenoid +24 VDC To Stop Solenoid +24 VDC +24 VDC supply to
auxiliary stop relay
43 To Run Solenoid +24 VDC To Run Solenoid +24 VDC +24 VDC supply to
auxiliary run relay
44 To Overspeed Stop Solenoid To Overspeed Stop Solenoid +24 VDC supply to
auxiliary overspeed
stop relay
45 Common Alarm, NO Common Warning, NO
46 Common Alarm, C Common Warning, C
47 Common Alarm, NC Common Warning, NC
48 Common Shutdown, NO Common Alarm, NO
49 Common Shutdown, NC Common Alarm, C
50 Common Shutdown, NC Common Alarm, NC
51 Ready to take Load, NO -
52 Ready to take Load, C -
53 Ready to take Load, NC -
54 Ready to Start, NO Ready to Start, NO
55 Ready to Start, C Ready to Start, C
56 Ready to Start, NC Ready to Start, NC
57 Disconnect Gen. Breaker, NO Power On, No
58 Disconnect Gen. Breaker, C Power On, C
59 Disconnect Gen. Breaker, NC Power On, NC
60 Ground - chassi - hull Ground - chassi - hull

54
 Wiring diagrams
Relays, speed controller (A)
55
Wiring diagrams

Digital, Analogue sensors (B)

56
 Wiring diagrams
Remote connections to CU 2500 (C)
57
 Notes

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58
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AB Volvo Penta
Customer Support
Dept. 42200
SE-405 08 Gothenburg
Sweden
7739759-4 English 2–2000