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Thanks for the quick replys. More information about these: 1) I assume it is properly designed and wired (from the MTU factory) but the event log of the ECU shows 70 occurrencies of emergency stops in 2 years. (too many?) 2) Some modifications indoors and outdoors of the metal structure of the PCR were done using an RX 520 electric welding machine. Probably without disconnecting the 24 DC volts of the power supply. Or even with the engine running. RE: Short circuit inside the ECU of a Diesel MTU genset (Electrical) 25 Nov 14 17:53.

I agree that multiple E-Stops, while not good for the engine, especially the turbo's, shouldn't be an issue with the ECM. Only time I could think it might be a problem is if an auxiliary solenoid (like a fuel shutoff valve) is installed and draws current from a point in the ECM not designed for it. Have seen this on a couple of occasions. Welding on an electronically controlled engine is pretty much a no-no, several engine manufacturers and the EMA have all provided guidelines on how the properly weld on a truck, off hiway machine or engines in other applications. When electronic engines first came out in on hiway trucks, welding was the primary cause of ECM problems, same when introduced into earth moving machines. Do some people get away with it?

Lots, but it may cause a problem and the prevention is usually pretty simple. Depending on the ECM and the engine it is installed on, a component, like an actuator, valve or other device that could in a faulted condition draw a large amount of current, can cause an ECM failure. In standby generators, at least in my experience, the number one killer of electronic controls is still disconnecting the batteries with the battery charger still powered from it's AC source. Not only ECM's, but governors, multifunction controllers and protective devices, and monitoring equipment. Some chargers aren't a problem as they have built in surge protection, most standby systems get the cheapest stuff they can a hold of. On your E-Stops, is the circuit normally closed or normally open?

In a lot of normally closed type E-Stop circuits a loose connection or poor quality device can generate the fault. If this is a standby unit, are you having more E-Stops than actual engine runs? It is also possible that the installer used the remote E-Stop as the 'normal stop', depends on your overall system controls. Hope that helps, MikeL. RE: Short circuit inside the ECU of a Diesel MTU genset (Electrical) 25 Nov 14 18:36.

If it logs E-Stops as signals on an external input (which if I recall correctly is possible for MTU units); then subject to customer install and operation it could be logging the E-Stop every time an operator presses the red mushroom-head button. I've seen a few sites set up like this where the isolation procedure for servicing the generator included use of the E-Stop as an isolation point (I'm not getting into the argument on whether or not it is appropriate or not, although I'm not a fan of it myself). Accordingly, 70 E-Stop events could be entirely normal for the installation. RE: Short circuit inside the ECU of a Diesel MTU genset (Electrical).

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ScottyUK, MikeL, FreddyNurk, thanks a lot for your instructional words. I'm learning from all of you guys. For me, It's clear now that I hit the right place and found the smart and right people I was looking for. I'm glad about it. Let's go on: 1)The E-stop is a normally closed type. Yes, this is a standby engine with no more E-Stops than actual engine runs (more than 100). Yes, the operator pressed frecuently the red mushroom-head button to stop the engine.

So, could it be concluded that the E-Stops may be discarded as a contributing factor for the EMC failure (a short circuit)? 2) Welding in the Power Control Room. Yes, it was done at least once sometime before the failure, even that it is a no-no.

So, this event stands as a contributing factor: could it have stressed some solder that eventually melted shorting the circuit? 3) this is an issue brought in by MikeL about components like sensors and actuators. And This is the related fact: Before the EMC failure (short circuit), there was a failure in the sensor that monitors the level of the coolant: The faulty sensor was sending a erroneus low level signal to the ECM; this is programmed as an alarm, and shutdown the engine. The faulty sensor was disconnected (not replaced) and the engine was started and was running ok without the sensor for about 65 continuous hours before the short circuit happened. So, The faulty sensor was drawing a significant amount of current that stressed some circuit segments that eventually caused the short? Again, thanks a lot for your replies Angel DelAngel RE: Short circuit inside the ECU of a Diesel MTU genset (Electrical) 26 Nov 14 01:22. I don't know the MTU ECM's at all, but likely they are similar to most of the other larger diesel engine ECM's.