SECTION 6.

05
ENGINE PROTECTION SYSTEMS

ENGINE PROTECTION SYSTEMS

ESM SYSTEM ENGINE SAFETIES
The Waukesha Engine System Manager (ESMâ) is a
total engine management system designed to optimize
engine performance and maximize uptime (see
Figure 6.05-1). The ESM system integrates spark
timing control, speed governing, detonation detection,
start-stop control, diagnostic tools, fault logging, and
engine safeties.
The ESM system provides numerous engine safety
shutdowns to protect the engine. These engine safety
shutdowns include:
· Low oil pressure
Figure 6.05-1. ESM System
· Engine overspeed
When a safety shutdown occurs several internal actions
·· 10% overspeed instantaneous
and external visible effects take place. Each safety
·· Waukesha-calibrated to run no more than rated shutdown will cause the following actions to occur:
speed · Ignition spark stops instantaneously.
·· User-calibrated driven equipment overspeed · Gas shutoff valve is closed.
· Engine overload (based on percentage of engine · The digital output from the ECU to the customer is
torque) changed to indicate to the customer’s driven equip-
· Uncontrollable knock ment or PLC that the ESM system has shut down the
engine and something is not operating as expected.
· High intake manifold air temperature
· Red Status LED on the front of the ECU flashes the
· High jacket water coolant temperature shutdown fault code.

· Internal ECU faults · Shutdown signal is transmitted over the customer

interface (RS--485 MODBUSâ and digital output).
· Failure of magnetic pickup
· An entry is added to the fault log and can be read
using the ESM ESP software.
Refer to Waukesha Engeniusä Engine System Manag-
er Operation & Maintenance Manual, Form 6295,
Second Edition (or latest edition) for more information
and system programming.

Form 6296 First Edition 6.05 -- 1

ENGINE PROTECTION SYSTEMS
ESM STANDARD COMPONENTS The ESM system includes the following engine mounted
The ESM system including the modules and cables and wired sensors (see Figure 6.05-2 and
meets Canadian Standards Association (CSA) Class I, Figure 6.05-3):
Division 2, Group D, hazardous location requirements. · oil pressure sensor (1)
The ESM system includes as standard equipment:
· oil temperature sensor (1)
· Engine Control Unit (ECU)
· intake manifold pressure sensor(s)
· Ignition Power Module with Diagnostics (IPM-D)
· intake manifold temperature sensor (1)
· PC--based Electronic Service Program (ESP)
· jacket water temperature sensor (1)
· electric throttle actuation
· magnetic pickups (2)

· knock sensors

JACKET WATER
TEMPERATURE SENSOR

KNOCK SENSORS

OIL TEMPERATURE
SENSOR

OIL PRESSURE
SENSOR

Figure 6.05-2. ESM Sensors -- Right Side

6.05 -- 2 Form 6296 First Edition

 ENGINE PROTECTION SYSTEMS

INTAKE MANIFOLD
PRESSURE SENSOR
INTAKE MANIFOLD
TEMPERATURE SENSOR

MAGNETIC PICKUP

MAGNETIC PICKUP

Figure 6.05-3. ESM Sensors -- Left Side

Form 6296 First Edition 6.05 -- 3

ENGINE PROTECTION SYSTEMS
ENGINE PROTECTION SYSTEMS -- STANDARD
COMPONENTS (NON--ESM) THERMOCOUPLE STRAINER
ADAPTER

Switches for alarms and automatic engine shut-

SENSOR
down must be supplied by the customer. The CABLE
sensors provided are for measuring and monitoring
temperatures and WILL NOT shut the engine down if
potentially harmful temperatures are reached. Dis-
regarding this information could result in severe
personal injury or death.
OIL
STRAINER

Figure 6.05-4. Oil Inlet Thermocouple

To prevent engine damage and severe personal
injury or death, it is the customer’s responsibility to
provide engine protection switches and fuel shutoff
THERMOCOUPLE
valves wired to simultaneously shut off the ignition
and the fuel for the following conditions: normal
shutdown, overspeed, low lube oil pressure, high
jacket water temperature and high intake manifold
pressure on GSI and GL engines. See SA 8382 for
recommended engine protection equipment shut-
down points.
On current VHP Series Four engines, the control
switches that make up the engine protection shutdown
system must be supplied by the customer. Waukesha
provides the following standard and optional
components:
· Sensors and Thermocouples (Standard) Figure 6.05-5. Jacket Water Thermocouple

· Thermocouple Junction Box

THERMOCOUPLE
· Manual Shutdown Switches (2) (Standard)

· Gauges (Optional, Engine Mounted or Remote

Panel)

· CEC Detonation Sensing Module (Standard on

selected models)

“K” TYPE THERMOCOUPLES

Thermocouples are used to measure oil temperature
(see Figure 6.05-4), jacket water temperature (see
Figure 6.05-5), left and right intake manifold tempera-
ture (see Figure 6.05-6) and air temperature (not
depicted). The thermocouples used to measure exhaust
temperature and turbine inlet temperature (see Figure 6.05-6. Intake Manifold Thermocouple
Figure 6.05-7 and Figure 6.05-8) pass through a bulk-
head connector located on the junction box bracket
(Figure 6.05-9) and then to a remote mounted instru-
ment panel (customer-supplied or Waukesha option).

6.05 -- 4 Form 6296 First Edition

 ENGINE PROTECTION SYSTEMS

THERMOCOUPLE ENGINE THERMOCOUPLE

LEAD CONNECTOR

THERMOCOUPLE

Figure 6.05-7. Exhaust Thermocouple -- Rear Left

EXHAUST THERMOCOUPLE
CONNECTOR

THERMOCOUPLE
Figure 6.05-9. Thermocouple Harness Connections

Seven thermocouples are used to monitor the main

bearing temperatures (see Figure 6.05-10). The cus-
tomer connection for the main bearing thermocouple
harness is located on the junction box support bracket
(see Figure 6.05-9). It is the customer’s responsibility to
connect the wiring to the remote-mounted instrument
panel. Main bearing sensor logic must be supplied by
the customer.

Figure 6.05-8. Turbocharger Thermocouple

The customer connection for the exhaust thermocouple

harness is located on the junction box support bracket
(see Figure 6.05-9). Install the bulkhead connector end
of the thermocouple harness in the center hole.

THERMOCOUPLE

Figure 6.05-10. Main Bearing Thermocouple

Form 6296 First Edition 6.05 -- 5

ENGINE PROTECTION SYSTEMS

MAIN BEARING THERMOCOUPLES

Seven thermocouples are used to monitor the main
bearing temperatures. All thermocouples end at the
junction box support bracket. It is the customer’s
responsibility to connect the wiring to the remote-
mounted instrument panel. Main bearing sensor logic
must be supplied by the customer.
MAIN BEARING THERMOCOUPLES REMOVAL

Hot oil can cause severe burns. Allow oil to cool

prior to working on the oil system components.
Wear protective equipment and use caution while
working on the oil system components. Failure to
follow proper procedures could cause severe per-
sonal injury or death. THERMOCOUPLE

1. Refer to VHP Series Four Operation And Mainte- Figure 6.05-12. Main Bearing Thermocouple
nance Manual, Form 6287, Section 4.30 Lubrication
System Maintenance to drain engine oil. 6. Remove seven packing gland fittings from oil pan
(see Figure 6.05-11).
2. Remove oil pan access doors from left side of
engine. 7. Remove thermocouples from crankcase.

8. Remove three capscrews, lock washers, washers,

and support clips from crankcase.

Disconnect all electrical power supplies before 9. Remove nut, lock washer, washer, support clip, and
making any connections or servicing any part of the capscrew from thermocouple wire support.
electrical system. Electrical shock can cause se-
vere personal injury or death. 10. Remove lock nut and remove main bearing thermo-
couple wiring harness from junction box support bracket
3. Disconnect electrical power. (see Figure 6.05-13).

4. Remove tie wraps and disconnect thermocouples

from wiring harness (see Figure 6.05-11).

THERMOCOUPLE
HARNESS CONNECTION

MAIN BEARING
THERMOCOUPLE CONNECTOR

Figure 6.05-13. Thermocouple Harness Connectors

PACKING GLAND

Figure 6.05-11. Main Bearing Thermocouple Harness

5. Remove main bearing thermocouples from main

bearing caps (see Figure 6.05-12).

6.05 -- 6 Form 6296 First Edition

 ENGINE PROTECTION SYSTEMS
MAIN BEARING THERMOCOUPLES INSTALLATION 7. Attach main bearing thermocouple harness to
ignition harness with tie wraps (see Figure 6.05-16).
1. Apply Loctiteâ Hydraulic Sealant to threads of
packing gland fittings and install fittings with thermocou-
ple leads on oil pan. THERMOCOUPLE
HARNESS
2. Connect thermocouple leads to thermocouple
sensors.

3. Apply Loctiteâ 242 removable thread locking com-

pound to threads and install thermocouples on main
bearings.

4. Install three support clips on crankcase with washer,

lock washer, and capscrew.

5. Install remaining support clip on thermocouple wire

support, with washer, lock washer, and capscrew (see
MAGNETO DRIVE
Figure 6.05-14). HOUSING

Figure 6.05-16. Main Bearing Thermocouple Harness

8. Secure thermocouple harness and ignition harness

to each other with clips (see Figure 6.05-17).

THERMOCOUPLE HARNESS

MAIN BEARING
THERMOCOUPLES

Figure 6.05-14. Main Bearing Thermocouples

6. Install thermocouple cable assembly to thermocou- IGNITION

ple junction box support bracket and tighten conduit lock HARNESS
nut (see Figure 6.05-15). Fasten harness grounding
wire to junction box support bracket.
Figure 6.05-17. Harness Supports

9. Route main bearing thermocouple harness down

back of front gear housing (see Figure 6.05-18).

THERMOCOUPLE
HARNESS

MAIN BEARING
THERMOCOUPLE
CONNECTOR

Figure 6.05-15. Thermocouple Harness Connectors

Figure 6.05-18. Main Bearing Thermocouple Harness

Form 6296 First Edition 6.05 -- 7

ENGINE PROTECTION SYSTEMS
10. At front of engine attach harness to crankcase with 13. Refer to Section 5.30 Lubrication System “Oil Pan
clips (see Figure 6.05-19). Door Installation” and install oil pan doors.

14. Refer to VHP Series Four Operation And Mainte-

THERMOCOUPLE HARNESS nance Manual Form 6287 Section 4.30 Lubrication
System Maintenance and fill engine with proper amount
and grade of oil.

15. Reconnect electrical power.

THERMOCOUPLES
THERMOCOUPLE REPLACEMENT
Waukesha recommends that K-type exhaust thermo-
couple leads with quick disconnect plugs be used on all
engines (see Table 6.05-1). Keep spare K-type exhaust
Figure 6.05-19. Main Bearing Thermocouple Harness thermocouples with quick disconnect plugs in stock.
Use of the quick disconnect plug allows the thermocou-
ple to be changed without removing the entire assembly.
11. Main bearing thermocouple harness is secured to a
bracket located on crankcase (see Figure 6.05-20). Table 6.05-1. Quick Disconnect Plug
Secure harness to bracket with clips. THERMOCOUPLE TYPE TEMPERATURE RANGE
32 -- 2282° F
K (0 -- 1250° C)
SUPPORT BRACKET

1. Loosen ferrule nuts (9/16 in. hex) to remove thermo-

couple from exhaust manifold.

QUICK DISCONNECT INSTALLATION

NOTE: Variations in thermocouple wire lengths ad-

versely affect the pyrometer readings. Errors will not
usually exceed ±1% of the total reading if the variations
in wire length do not exceed 22 ft (6.7 m).

1. Remove faulty thermocouple by cutting lead (cut

Figure 6.05-20. Main Bearing Thermocouple Harness approximately 12 in. (30.5 cm) from stem). Do not cut
thermocouple harness short. Verify there will be enough
12. Connect thermocouples to wiring harness (see thermocouple wiring left to reach exhaust manifold (with
Figure 6.05-21). Secure connections to harness with tie new thermocouple lead attached).
wraps.
2. Slide quick disconnect rubber boot over thermocou-
ple harness.
THERMOCOUPLE
HARNESS 3. Peel back stainless steel braid 1-1/4 in. (3.2 cm).
CONNECTION
Remove any excess material.

4. Peel back insulation beneath braid 3/4 in. (1.9 cm).

Remove any excess material.

5. Separate positive and negative conductors. Positive

(+) conductor is yellow and negative (--) conductor is
red.

6. Peel back insulation of each conductor 3/8 in.

(9.5 mm) to expose bare wire. Remove any excess
PACKING GLAND material.

7. Separate male and female ends of quick disconnect

Figure 6.05-21. Main Bearing Thermocouple Harness plug, if applicable.

6.05 -- 8 Form 6296 First Edition

 ENGINE PROTECTION SYSTEMS
8. Loosen retaining screw from side of each prong.
QUICK DISCONNECT
PLUG (MALE END)
9. Slide red negative (--) conductor into larger diameter
prong until contact is made with pinhole (see
Figure 6.05-22).

INSULATION POSITIVE THERMOCOUPLE

JACKET CONDUCTOR CONNECTOR
(YELLOW)
RETAINING BACK
SCREWS FRONT FERRULE
FERRULE
FERRULE
NUT
NEGATIVE
CONDUCTOR
(RED)

THERMOCOUPLE
STAINLESS STEM
STEEL BRAID
THERMOCOUPLE
CONNECTOR ASSEMBLY
(STAINLESS STEEL)
QUICK DISCONNECT
PLUG (FEMALE END) Figure 6.05-23. K--type Thermocouple

NOTE: If possible, install the exhaust manifold

Figure 6.05-22. K--type Thermocouple thermocouple before installing the water elbow located
between the cylinder head and exhaust manifold.
10. Slide yellow positive (+) conductor into smaller
diameter prong until contact is made with pinhole. 4. Inspect thermocouple connector for galled or
Tighten retaining screws. stretched threads. Remove and discard connector if
damaged.
11. Snap male end of plug into female end.
5. Apply Bostik Never--Seezâ Anti--Seize and Lubricat-
Thermocouple Stem (K--type Plug)
ing Compound to thermocouple connector. Install and
1. Unthread ferrule nut (9/16 in. hex) from thermocou- tighten connector in exhaust manifold.
ple connector.
6. Insert stem of thermocouple into connector and
2. Disconnect male from female end of quick discon- finger tighten ferrule nut.
nect plug. Remove faulty thermocouple stem and
discard. 7. Center tip of stem in exhaust passage. Thermocou-
ple must not contact metal casting or an inaccurate
3. Slide new ferrule nut, back ferrule and front ferrule pyrometer reading will result. Distance from exterior
onto thermocouple stem (see Figure 6.05-23). casting of exhaust manifold exhaust port to that portion
of thermocouple that is perpendicular to tip of stem
NOTE: The lip on the back ferrule must face the large should be 3.0625 in. ± 0.25 in. (77.75 mm ± 6.35 mm)
end of the front ferrule (see Figure 6.05-23). (see Figure 6.05-24).

8. Tighten ferrule nut. Snap male end of plug into

female end.

Form 6296 First Edition 6.05 -- 9

ENGINE PROTECTION SYSTEMS

EXHAUST MANIFOLD
SECTION

MALE CONNECTOR TUBE FITTING

(STAINLESS STEEL)

THERMOCOUPLE

EXHAUST
PASSAGE
3-1/16² ±1/4²

Figure 6.05-24. Exhaust Thermocouple Installation

MANUAL SHUTDOWN SWITCHES PRESSURE AND TEMPERATURE SWITCHES

CALIBRATION
Two manual shutdown switches are located on left and
right sides of the engine (see Figure 6.05-25). Depress- Calibrating and testing pressure and temperature
ing the manual shutdown switch will stop the engine by switches should be performed by qualified service
de--energizing the ignition and electrical fuel supply technicians every 90 days.
solenoid valves. To restart the engine after depressing
ALARM AND SHUTDOWN SETPOINTS
the shutdown switch, simply pull the depressed shut-
down switch back out to its original position. The manual By using controls that simultaneously shut off the fuel
shutdown switches are wired to the main junction box. supply and ignition system upon reaching a “shutdown
value,” the potential for engine damage is reduced. See
Table 6.05-2.

Alarm and shutdown

values are based on dry
natural gas (900 Btu/cu. ft. SLHV). Refer to Gaseous
Fuel Specification Sheet S7884C and Oil
Recommendations Sheet S1015Y or latest revisions
for typical changes in operation temperatures for
jacket water and oil when running on landfill or
digester gas fuels. Disregarding this information
could result in product damage and/or personal
injury.
ENGINE GAUGE PANEL COMPONENTS
(SHIPPED LOOSE)
Figure 6.05-25. Manual Shutdown Switch -- Left Side
The optional engine mounted gauge panel (see
CUSTOMER SUPPLIED CONTROL SWITCHES Figure 6.05-26) has the following gauges mounted on it.
Control switches must be supplied by the customer. · Oil Temperature Gauge
Control switches must include, but are not limited to; low
oil pressure, high coolant temperature, high lube oil · Oil Pressure Switchgage
temperature, high intake manifold air temperature, and · Water Temperature Switchgage
an overspeed switch. Switches should be wired to an
alarm to warn of high temperatures and low pressure as · Digital Tachometer
well as provide for automatic engine shutdown if
· Intake Manifold Temperature Switchgages
potentially harmful temperatures, pressure, or over-
(L.H. and R.H.)
speed conditions exist.
· Intake Manifold Pressure Gauge

6.05 -- 10 Form 6296 First Edition

 ENGINE PROTECTION SYSTEMS
Table 6.05-2. Alarm And Shutdown Setpoints
DESCRIPTION NORMAL ALARM SHUTDOWN
Jacket Water Outlet Temperature
180° F (82° C)
10° F (5.5° C) 20° F (11° C)
for continuous rating
Standard Cooling System above normal/design above normal/design
200° F (93° C)
temperature temperature
and intermittent rating
210 -- 235° F 5° F (3° C) 10° F (5.5° C)
Elevated Temperature Solid Water Cooling System (99 -- 113° C) above normal/design above normal/design
solid water temperature1 temperature1
210 -- 250° F
Ebullient Water Cooling System See Note 2
(100 -- 121° C)
Oil Header Temperature 180° F (82° C) 195° F (91° C) 205° F (96° C)
Oil Header Pressure 55 ±5 psi (380 ±35 kPa) 35 psi (275 kPa) 30 psi (207 kPa)
Up to 10° F (5.5° C) 15° F (8.5° C) 20° F (11° C)
Intake Manifold Temperature above design intercooler above design intercooler above design intercooler
water inlet temperature water inlet temperature water inlet temperature
Intake Manifold Pressure See SB 14-2755B (or current revision)
Main Bearing Temperature — 250 F (121° C)
10%
Overspeed — over governed speed or
driven machine limits

NOTE: 1 Waukesha Power Systems Code 1105, 1105A, or equivalent shutdown system is recommended when jacket water temperature
exceeds 210° F (99° C).
2 Waukesha Power Systems Code 1106, 1106A, or equivalent shutdown system is recommended for ebulliently cooled engines.

INTAKE MANIFOLD DIGITAL HIGH WATER

VACUUM PRESSURE TACHOMETER TEMPERATURE LOW OIL
(LH, RH, OFF) GAUGE SWITCHGAGE PRESSURE
SWITCHGAGE

HIGH INTAKE MANIFOLD HIGH INTAKE MANIFOLD

TEMPERATURE SWITCHGAGE TEMPERATURE SWITCHGAGE LUBE OIL (INLET)
(LEFT SIDE) (RIGHT SIDE) TEMPERATURE
GAUGE

Figure 6.05-26. Instrument Panel Gauge Placement

Form 6296 First Edition 6.05 -- 11

ENGINE PROTECTION SYSTEMS
Table 6.05-3. Remote Instrument Panel Annunciator Legend
DISPLAY LOCKED OUT BY TIMER POINTS NOT LOCKED OUT BY TIMER
10/40 Shutdown Functions 10 20 High Turbo Inlet Temperature #1 30
00 Reset Ready To Start 11 Low Engine Oil Pressure 21 High Turbo Inlet Temperature #2 31
80 Battery Ok 12 High Engine Oil Temperature 22 32
00 Running Timer Active 13 High Engine Water Temperature 23 40 Overspeed
01 Normal Run 14 Intake Manifold Temperature 24
89 Power Ok 15 25
09 Test 16 26
60 Stop 17 27

REMOTE PANEL COMPONENTS The following guidelines must be followed during

The optional remote mounted gauge panel is shipped installation of the remote instrument panel.
loose and requires 24 VDC power (see Figure 6.05-27 · The instrument panel should not be mounted more
and Figure 6.05-28). The remote mounted gauge panel than 25 ft. (7.62 m) from the engine.
is equipped with an annunciator that provides display
codes (see Table 6.05-3) to alert the operator to the
status of the engine. Refer to Figure 6.05-46 and
Figure 6.05-47 for schematic details of the remote
panel. The remote panel has the following gauges
mounted on it.
· Engine Oil Pressure Gauge

· Intake Manifold Gauge

· Tachometer/Hourmeter

· Engine Oil/Water Temperature

· Left Bank Exhaust Temperatures

· Right Bank Exhaust Temperatures

· Intake Manifold Temperature

LB RB
INTAKE MANIFOLD
Figure 6.05-28. Optional Remote Instrument Panel

· To ensure accurate temperature readings, the wires

ENGINE INTAKE
OIL MANIFOLD TACH
HOURMETER
used to connect the panel to the engine mounted
PRESSURE PRESSURE
thermocouple blocks must be “K” type thermocouple
wire.

· Tubing used to connect the panel to the engine

ENGINE
OIL/WATER
INTAKE mounted pressure block should be 0.250 in. OD
MANIFOLD
TEMPERATURES LEGEND TEMPERATURE stainless steel tubing.

· Tubing connections to the instrument panel are to be

made from the pressure block located on the right
side of the engine.
LEFT BANK RIGHT BANK
EXHAUST ANNUNCIATOR EXHAUST
TEMPERATURES TEMPERATURES

Figure 6.05-27. Remote Mounted Panel

6.05 -- 12 Form 6296 First Edition

 ENGINE PROTECTION SYSTEMS

CEC DETONATION SENSING MODULE

KNOCK SENSOR
SYSTEM
NOTE: Refer to Custom Engine Control Detonation
Sensing Module Installation, Operation and Mainte-
nance Manual, Form 6278, First Edition, for complete
information including programming information.

KNOCK SENSOR INSTALLATION

Do not over -- tighten,

drop or mishandle the
knock sensors. Over-tightening, dropping or mis-
handling the knock sensors could damage them.
Disregarding this information could result in prod-
uct damage and/or personal injury.
Figure 6.05-30. Knock Sensor
1. Thoroughly clean knock sensor mounting hole and
area around mounting hole. 5. Examine blueing agent on crankcase and sensor
seating surface.
Drilled and tapped hole
(knock sensor surface) ·· If blueing agent on crankcase and sensor seating
must be flat, smooth (RMS 63), and be perpendicu- surface is uniform, sensor has full--face contact
lar to the drilled hole. Make sure knock sensor with mounting surface.
mounting surface is free of paint. If the knock
·· If blueing agent on crankcase and sensor seating
sensor is not mounted flush with the mounting
surface is NOT uniform, sensor does not have
surface or if the surface is not within RMS 63, the
full--face contact with mounting surface. Mount-
knock sensor WILL provide incorrect signals to the
ing hole will have to be plugged and re--tapped to
DSM or KDM system.
make hole perpendicular to mounting surface.
2. Verify that mounting surface is flat and smooth
(RMS 63) using a Profilometer. Although it is recom- 6. Install knock sensor into threaded mounting hole and
mended to use a Profilometer, if one is not available, tighten to 35 -- 40 ft-lb (47 -- 54 N×m) dry (see
lightly run your finger over mounting surface. Surface Figure 6.05-30).
should be free of any ripples and imperfections and
should be polished smooth.

3. Verify knock sensor will seat flat against mounting For maximum engine protection the CEC Detona-
surface. Apply a thin coat of Permatexâ Prussian Blue tion Sensing Module must be connected to a safety
(or equivalent) to seating surface of knock sensor (see shutdown. Disregarding this information could
Figure 6.05-29). result in severe personal injury or death.

7. Connect DSM to safety shutdown.

KNOCK SENSOR

For DSM systems only:

After doing any removal
or replacement of knock sensors, the DSM system
must be AutoCaled using the DSM Terminal Pro-
gram and a personal computer. Disregarding this
information could result in product damage.

NOTE: Refer to Custom Engine Control Detonation

SEATING SURFACE Sensing Module Installation, Operation and Mainte-
Figure 6.05-29. Knock Sensor Seating Surface nance Manual, Form 6278, First Edition, for information
on DSM AutoCal program.
4. Install knock sensor and tighten to 35 -- 40 ft-lb
8. Run DSM AutoCal program.
(47 -- 54 N×m). Remove and examine.

Form 6296 First Edition 6.05 -- 13

ENGINE PROTECTION SYSTEMS
DSM INSTALLATION 4. DSM harness is supported by clips suspended from
lower intake manifold capscrews (see Figure 6.05-34).
1. DSM filter and mounting bracket are installed on right Install right DSM harness under right intake manifold.
side of crankcase, ahead of intake butterfly valve (see
Figure 6.05-31).

DSM FILTER

DSM HARNESS
SUPPORT CLIP

SUPPORT BRACKET Figure 6.05-34. CEC DSM Sensor And Harness -- RF

NOTE: Engines equipped with the braided primary

Figure 6.05-31. DSM Filter Mounting
ignition harness requires a support bracket to hold the
DSM harness support clip (see Figure 6.05-35).
2. DSM module is installed on CEC IM support bracket
(see Figure 6.05-32). See Section 5.10 Ignition System
for bracket installation. DSM HARNESS
SUPPORT CLIP

DSM MODULE

DSM HARNESS

DSM FILTER Figure 6.05-35. DSM Harness

Figure 6.05-32. Detonation Sensing Module System 5. DSM harness is secured with clips suspended from
primary ignition harness (see Figure 6.05-36).
3. Harness support bracket is attached to gear housing
(see Figure 6.05-33).

DSM HARNESS
SUPPORT CLIPS
DSM HARNESS
SUPPORT BRACKET
Figure 6.05-36. CEC DSM Sensor And Harness -- Gear
Housing
Figure 6.05-33. DSM Harness

6.05 -- 14 Form 6296 First Edition

 ENGINE PROTECTION SYSTEMS
6. Install left side DSM harness under left intake The DSM system, and its components, must function
manifold (see Figure 6.05-37 and Figure 6.05-38). with a CEC Ignition Module with a 14 pin DSM
expansion port (see Figure 6.05-40). The DSM system
also includes a Waukesha designed filter, a detonation
sensor mounted at each engine cylinder, and a number
of interconnecting cables and harnesses that may vary
depending on the application.

DSM HARNESS
SUPPORT CLIP

Figure 6.05-37. CEC DSM Sensor And Harness -- LF

Figure 6.05-39. CEC Detonation Sensing Module

DSM HARNESS
SUPPORT CLIP

Figure 6.05-38. CEC DSM Sensor And Harness -- RF

OPERATION DESCRIPTION
Detonation is the autoignition of fuel that has not been
ignited in the normal flame-front reaction. When this
happens in the combustion chamber, two pressure
waves, created by the two flame-fronts, slam against the
cylinder walls and cause an audible “ping” or “knock”
known as detonation. Avoiding detonation conditions is
critical since detonation is normally detrimental to
engine components.
DSM EXPANSION PORT
To prevent detonation from occurring, Waukesha En-
gine has developed an electronic Custom Engine
Figure 6.05-40. Ignition Module With Expansion Port
Control Detonation Sensing Module (DSM) system that
is standard equipment on VHP Series Four Engines
(non--ESM engines) (see Figure 6.05-39). The DSM
system protects Waukesha spark ignited gas engines
from damage due to detonation on an individual cylinder
basis.

Form 6296 First Edition 6.05 -- 15

ENGINE PROTECTION SYSTEMS
DSM SYSTEM OPERATION The DSM system, in conjunction with the Ignition
Module, is capable of varying engine timing a total of
Refer to CEC Detonation 35 crankshaft degrees. Twenty--five degrees of author-
Sensing Module Installa- ity is available when the “D” lead of the ignition is
tion, Operation And Maintenance Manual, grounded, and another 25 degrees of authority is
Form 6268, and contact your Waukesha distributor available when the “D” lead is ungrounded. However
for complete instructions on engines equipped with these two separate ranges of adjustment overlap by
DSM. Disregarding this information could result in 15 crankshaft degrees. Thus a total span of 35 degrees
product damage and/or personal injury. is available. At speeds of 1200 rpm and below, the
system is capable of adjusting the ignition timing to
The DSM system, in conjunction with the Ignition within three degrees of the position of the ignition timing
Module, monitors individual cylinder output by means of disc reference. For example, if the ignition Timing Disc
detonation sensors mounted on the crankcase at each Reference is at 30 degrees before top dead center
of the cylinders. (see Figure 6.05-41). The output of (BTDC), the DSM system is capable of adjusting ignition
each individual sensor is routed through a Waukesha timing up to approximately 27 degrees BTDC.
designed electronic filter. This filter removes the signal During normal operation, the DSM will advance spark
frequencies that are not associated with detonation. timing to the programmed most advanced timing set
When the filtered signal exceeds a predetermined limit point. In the event that the DSM system senses
(detonation threshold), the DSM system, in conjunction detonation, the ignition timing will be retarded at a
with the Ignition Module, retards the ignition timing for programmable rate until either the signal from the sensor
the cylinder associated with that sensor. falls below the “detonation threshold” or a most retarded
timing position is reached. Should detonation continue
once the most retarded timing is reached, the DSM
system provides an output that can be used to shut the
engine down or activate other warning devices. As soon
as conditions permit, the DSM system will advance spark
timing at a programmable rate to the original set point.
The wiring schematic in Figure 6.05-42 illustrates the
electronic route of the DSM system and Ignition Module.

For maximum engine protection, the DSM system

must be connected to a safety shutdown. The DSM
system is considered a safety system and, as such,
must be connected to shutdown the engine if the
engine cannot be brought out of detonation. Disre-
garding this information could result in severe
DETONATION personal injury or death.
SENSOR
NOTE: The most advanced timing and most retarded
Figure 6.05-41. Detonation Sensor timing are programmed using a personal computer and
DSM software at initial installation. These timings can
The sensors are calibrated through a DSM computer only be reprogrammed by a Waukesha Engine qualified
program at initial installation. This calibration is referred technician.
to as the AutoCal routine. The AutoCal routine can only
be performed by a Waukesha Engine qualified DEFAULT TIMING VALUE
technician. The DSM system also has a predetermined default
timing value that is used during engine warm-up
After doing any repair or periods. During engine warm-up, the DSM system is
replacement of engine disabled and is not protecting the engine. The purpose
cylinder heads, cylinder liners, pistons, or knock of this delay is to prevent misleading vibration signals
sensors, the DSM must be AutoCaled. Contact your from being incorrectly sensed as detonation by the DSM
local Waukesha Engine Distributor for assistance. system.
Disregarding this information could result in prod-
Default timing is 2 degrees less than nameplate timing.
uct damage and/or personal injury.
When a sensor fails, or when a sensor’s automatic
control timing is disabled, default timing is used.

6.05 -- 16 Form 6296 First Edition

 ENGINE PROTECTION SYSTEMS

POWER DISTRIBUTION BOX

CUSTOMER INTERFACE
12 CYLINDER VHP

IGNITION/DSM/FILTER

ELECTRIC START
ON/OFF SWITCH
SERIES FOUR ENGINES

GROUND
OPTION
POWER
DETONATION SENSING
MODULE FILTER
IGNITION/DSM/FILTER HARNESS

DETONATION SENSING MODULE

IGNITION/DSM/FILTER HARNESS
DSM FILTER TO DSM HARNESS

ALARM + 24V
SHUTDOWN + 24V
GND
GND
CYL. 1R -- SENSOR 1
CYL. 6L -- SENSOR 2
CYL. 5R -- SENSOR 3
CYL. 2L -- SENSOR 4 A -- PWR LVL
IGNITION CYL. 3R -- SENSOR 5 B -- SELECTOR
MODULE CYL. 4L -- SENSOR 6 C -- CLOCK
CYL. 6R -- SENSOR 7 D -- RESET
CYL. 1L -- SENSOR 8 E - .5 DEG
F - ELEC EN
CYL. 2R -- SENSOR 9 G -- DATA 5 HALL
CYL. 5L -- SENSOR 10 H -- DATA 4 EFFECT
CYL. 4R -- SENSOR 11 I -- DATA 3 PICK--UP
CYL. 3L -- SENSOR 12 J -- DATA 2
SENSOR 13 K -- DATA 1
SENSOR 14 L - DATA 0
SENSOR 15 M - VSS
SENSOR 16 N -- MANUAL

DSM TO IGNITION MODULE HARNESS IGNITION/DSM/FILTER HARNESS

IGNITION/DSM/FILTER HARNESS

ENG GND ENG GND

CYL 1R CYL 2R CYL 3R CYL 4R CYL 5R CYL 6R

ENG GND ENG GND

ENG GND ENG GND

CYL 1L CYL 2L CYL 3L CYL 4L CYL 5L CYL 6L

Figure 6.05-42. VHP DSM System Wiring Diagram -- 12 Cylinder

NOTE: The wiring diagrams included in this manual are to be used as a reference only. For additional reference, use
the wiring diagrams received with the DSM system when making connections.

Form 6296 First Edition 6.05 -- 17

ENGINE PROTECTION SYSTEMS
USER INTERFACE For example, the DSM system can detect if a sensor has
The DSM system is equipped with several features to been damaged or disconnected. In either event, the
inform site personnel of system status. These features default timing value is imposed for the cylinder associat-
include: ed with the lost signal. In addition to imposing the default
timing, the DSM system will also illuminate the yellow
· “Power”, “Alarm”, and “Shutdown” lights (LED dis- alarm LED on the front cover, provide a signal for a
play) on the front panel of the DSM module (see remote alarm, and will display the error code on the LCD
Figure 6.05-43) within the DSM module.

“ALARM” “SHUTDOWN”
INSIDE THE DSM MODULE

“POWER”

P1B P1A
91 LCD DISPLAY

ALARM +24V
SHUTDOWN +24V
GND
SENSOR 01
GND
SENSOR 02
SENSOR 03
SENSOR 04 PWR LVL

SENSOR 05 SELECTOR

SENSOR 06 CLOCK

SENSOR 07 RESET

SENSOR 08 .5 DEG
ELEC EN
SENSOR 09 DATA 5
SENSOR 10 DATA 4
SENSOR 11 DATA 3
SENSOR 12 DATA 2
SENSOR 13 DATA 1
SENSOR 14 DATA 0
SENSOR 15 VSS
SENSOR 16 MANUAL

Figure 6.05-45. Detonation Sensing Module

Figure 6.05-43. Detonation Sensing Module Front LCD Display
Panel
DSM SYSTEM TROUBLESHOOTING
· a liquid crystal display (LCD) located inside the DSM This section is provided to determine diagnostic codes
module which continually shows the current status of of the DSM system, as well as, possible corrective
the system through diagnostic codes (see actions that may remedy diagnostic problems.
Figure 6.05-44)
Troubleshooting the
DSM system can include
some disassembly of electronic equipment, wiring
modification, programming, and other work of
similar nature. Only “qualified technicians” should
undertake these activities. Improper handling of
electronic components can cause damage making
the components unusable. Disregarding this in-
formation could result in product damage and/or
personal injury.

If only the “Power” (green) LED is lit on the front panel of

the DSM module, the engine is running free of any
problems. The LCD display inside the DSM module will
show the diagnostic code 91.

Figure 6.05-44. Detonation Sensing Module

LCD Display

· the capability to drive remote alarms or lights

6.05 -- 18 Form 6296 First Edition

 ENGINE PROTECTION SYSTEMS
If the “Alarm” (yellow) or “Shutdown” (red) LED is lit on Drilled and tapped hole
the front panel of the DSM module, the DSM system is (sensor surface) must be
sensing detonation in the engine or an improperly flat, smooth (RMS 125), and be perpendicular to the
working sensor. Refer to the LCD display inside the drilled hole. A knock sensor that is not mounted
DSM module for the diagnostic code (see flush with the surface or if the surface is not within
Figure 6.05-45). Table 6.05-4 provides a description of RMS 125, WILL provide incorrect signals to the DSM
the condition based on the diagnostic code the DSM system. Disregarding this information could result
system is sensing. Table 6.05-5 provides troubleshoot- in product damage and/or personal injury.
ing suggestions to remedy the situation.
Run the AutoCal pro-
If a DSM sensor is re- gram after doing any re-
moved, do not mishandle pair or replacement of cylinder heads, gaskets,
or drop the sensor. Improper handling of the sensor liners, pistons, or knock sensors. The DSM AutoCal
could result in permanent damage to the sensor program automatically establishes detonation lev-
crystal. els so that the DSM system can operate properly.
Failure to run the AutoCal program could result in
poor engine performance and engine damage.
Table 6.05-4. DSM Module LCD Message Display Diagnostic Codes
LCD LED DESCRIPTION OF CONDITIONS IGNITION TIMING
READ--OUT STATUS IN USE
— -- -- -- No Power: System Not Operating CEC Ignition Switch Timing
— GYR No Program: System Has Power But Is Not Executing Code CEC Ignition Switch Timing
00 G Y -- No Rotation: Engine Stopped Running (Not Due to Shutdown Mode) CEC Ignition Switch Timing
01 G Y -- Sensor #1: Failed Diagnostic Test Cylinder Default Timing
02 G Y -- Sensor #2: Failed Diagnostic Test Cylinder Default Timing
03 G Y -- Sensor #3: Failed Diagnostic Test Cylinder Default Timing
04 G Y -- Sensor #4: Failed Diagnostic Test Cylinder Default Timing
05 G Y -- Sensor #5: Failed Diagnostic Test Cylinder Default Timing
06 G Y -- Sensor #6: Failed Diagnostic Test Cylinder Default Timing
07 G Y -- Sensor #7: Failed Diagnostic Test Cylinder Default Timing
08 G Y -- Sensor #8: Failed Diagnostic Test Cylinder Default Timing
09 G Y -- Sensor #9: Failed Diagnostic Test Cylinder Default Timing
10 G Y -- Sensor #10: Failed Diagnostic Test Cylinder Default Timing
11 G Y -- Sensor #11: Failed Diagnostic Test Cylinder Default Timing
12 G Y -- Sensor #12: Failed Diagnostic Test Cylinder Default Timing
21 G Y -- Sensor #1: Uncontrolled Detonation Cylinder Maximum Retard
22 G Y -- Sensor #2: Uncontrolled Detonation Cylinder Maximum Retard
23 G Y -- Sensor #3: Uncontrolled Detonation Cylinder Maximum Retard
24 G Y -- Sensor #4: Uncontrolled Detonation Cylinder Maximum Retard
25 G Y -- Sensor #5: Uncontrolled Detonation Cylinder Maximum Retard
26 G Y -- Sensor #6: Uncontrolled Detonation Cylinder Maximum Retard
27 G Y -- Sensor #7: Uncontrolled Detonation Cylinder Maximum Retard
28 G Y -- Sensor #8: Uncontrolled Detonation Cylinder Maximum Retard
29 G Y -- Sensor #9: Uncontrolled Detonation Cylinder Maximum Retard
30 G Y -- Sensor #10: Uncontrolled Detonation Cylinder Maximum Retard
31 G Y -- Sensor #11: Uncontrolled Detonation Cylinder Maximum Retard
32 G Y -- Sensor #12: Uncontrolled Detonation Cylinder Maximum Retard
41 G -- -- Sensor #1: Automatic Timing Control Disabled Cylinder Default Timing
42 G -- -- Sensor #2: Automatic Timing Control Disabled Cylinder Default Timing
(Continued)

Form 6296 First Edition 6.05 -- 19

ENGINE PROTECTION SYSTEMS

LCD LED IGNITION TIMING

READ--OUT STATUS DESCRIPTION OF CONDITIONS IN USE
43 G -- -- Sensor #3: Automatic Timing Control Disabled Cylinder Default Timing
44 G -- -- Sensor #4: Automatic Timing Control Disabled Cylinder Default Timing
45 G -- -- Sensor #5: Automatic Timing Control Disabled Cylinder Default Timing
46 G -- -- Sensor #6: Automatic Timing Control Disabled Cylinder Default Timing
47 G -- -- Sensor #7: Automatic Timing Control Disabled Cylinder Default Timing
48 G -- -- Sensor #8: Automatic Timing Control Disabled Cylinder Default Timing
49 G -- -- Sensor #9: Automatic Timing Control Disabled Cylinder Default Timing
50 G -- -- Sensor #10: Automatic Timing Control Disabled Cylinder Default Timing
51 G -- -- Sensor #11: Automatic Timing Control Disabled Cylinder Default Timing
52 G -- -- Sensor #12: Automatic Timing Control Disabled Cylinder Default Timing
66 G Y -- Sample Error: Configuration Data or Application Problem Cylinder Default Timing
75 GyR Shutdown: Uncontrolled Detonation Present Shutdown Activated Timing Control
75 G Y -- Shutdown: Engine Has Stopped Running Due to Detonation/Shutdown Cylinder Default Timing
81 G Y -- System Error: Some Cylinders Are OK--Wait for Sensor Error Code Timing Control
86 G -- -- Autocal: Executing AutoCal Routine AutoCal Timing
90 G -- -- System OK: Ready and Waiting for Engine to Start Cylinder Default Timing
91 G -- -- System OK: Normal Operation -- Controlling Detonation Timing Control
95 G -- -- System OK: Delaying Engine Warm--Up Cylinder Default Timing
97 G -- -- Serial Mode: Communication Transfer Mode Last Active Timing
30° Retard from TDR
99 G Y -- No Data: Configuration Data Must Be Down Loaded
(Timing Disc Reference)
NOTE: The diagnostic codes given in the LCD READ--OUT column are shown on the LCD display inside the DSM module.
Letters in the LED STATUS column represent the LED lights on the DSM module front panel that are lit under the given condition:
G = Green/Power, Y = Yellow/Alarm, y = Yellow/Alarm Flashing, R = Red/Shutdown

Table 6.05-5. DSM Diagnostic Codes Troubleshooting

IF DIAGNOSTIC CODE ON THEN
LED DISPLAY READS
Code 00 a. Engine is not running (not due to shutdown mode).
a. Check wiring from sensor to DSM for damage. Repair/replace wiring as required.
b. Check Spark plug for misfiring. Replace as required.
Codes 1 -- 12 c. Check admission valves in cylinder head for correct operation. Replace or clean as required.
d. Replace sensor.
e. Contact your Waukesha Engine Distributor for assistance.
a. Shutdown engine.
b. Determine if any “hot” or unprocessed gas has gone through engine that could cause detonation.
Codes 21 -- 32 c. Check gas/air supply.
d. Bore scope the cylinder to check for detonation.
e. Contact your Waukesha Engine Distributor for assistance.
a. Check to see if the program was disabled through the electronics.
Codes 41
41--52
52
b. Contact your Waukesha Engine Distributor for assistance.
Code 91 a. Engine is running normally.
Code 99 a. Contact your Waukesha Engine Distributor for assistance.
All Other Codes a. Contact your Waukesha Engine Distributor for assistance.

6.05 -- 20 Form 6296 First Edition

 ENGINE PROTECTION SYSTEMS

RIGHT INTAKE MANIFOLD LEFT INTAKE MANIFOLD

TEMPERATURE TERMINAL BLOCK #19 (--) TEMPERATURE TERMINAL BLOCK #18 (--)

RIGHT INTAKE MANIFOLD LEFT INTAKE MANIFOLD

TEMPERATURE TERMINAL BLOCK #19 (+) TEMPERATURE TERMINAL BLOCK #18 (+)

PYROMETER INTAKE MANIFOLD TEMPERATURES

ENGINE LUBE OIL ENGINE WATER TEMPERATURE

TEMPERATURE TERMINAL BLOCK #20 (--) TERMINAL BLOCK #17 (--)

ENGINE LUBE OIL ENGINE WATER TEMPERATURE

TEMPERATURE TERMINAL BLOCK #20 (+) TERMINAL BLOCK #17 (+)

PYROMETER ENGINE OIL/WATER TEMPERATURES

CYLINDER #4
CYLINDER #3 TERMINAL BLOCK #10 (--)
TERMINAL BLOCK #9 (--) CYLINDER #5
CYLINDER #2 TERMINAL BLOCK #11 (--)
TERMINAL BLOCK #8 (--)
CYLINDER #6
CYLINDER #1 TERMINAL BLOCK #12 (--)
TERMINAL BLOCK #7 (--)
TURBOCHARGER OUTLET
TURBOCHARGER INLET TERMINAL BLOCK #16 (--)
TERMINAL BLOCK #14 (--) OPEN

OPEN
TURBOCHARGER INLET TURBOCHARGER OUTLET
TERMINAL BLOCK #14 (+) TERMINAL BLOCK #16 (+)
CYLINDER #1 CYLINDER #6
TERMINAL BLOCK #7 (+) TERMINAL BLOCK #12 (+)
CYLINDER #2 CYLINDER #5
TERMINAL BLOCK #8 (+) TERMINAL BLOCK #11 (+)
CYLINDER #3 PYROMETER EXHAUST CYLINDER #4
TERMINAL BLOCK #9 (+) TEMPERATURES RIGHT BANK TERMINAL BLOCK #10 (+)

CYLINDER #4
CYLINDER #3 TERMINAL BLOCK #4 (--)
TERMINAL BLOCK #3 (--) CYLINDER #5
CYLINDER #2 TERMINAL BLOCK #5 (--)
TERMINAL BLOCK #2 (--)
CYLINDER #6
CYLINDER #1 TERMINAL BLOCK #6 (--)
TERMINAL BLOCK #1 (--)
TURBO OUTLET
TURBOCHARGER INLET TERMINAL BLOCK #15 (--)
TERMINAL BLOCK #13 (--) OPEN

OPEN
TURBO INLET TURBO OUTLET
TERMINAL BLOCK #13 (+) TERMINAL BLOCK #15 (+)
CYLINDER #1 CYLINDER #6
TERMINAL BLOCK #1 (+) TERMINAL BLOCK #6 (+)
CYLINDER #2 CYLINDER #5
TERMINAL BLOCK #2 (+) TERMINAL BLOCK #5 (+)
CYLINDER #3 CYLINDER #4
TERMINAL BLOCK #3 (+) PYROMETER EXHAUST TERMINAL BLOCK #4 (+)
TEMPERATURES LEFT BANK

Figure 6.05-46. Remote Instrument Panel Connections

Form 6296 First Edition 6.05 -- 21

ENGINE PROTECTION SYSTEMS

ELECTRICAL DETAIL

TO DIGITAL INSTRUMENTS IT.9

(EXCEPT TACHOMETER) IT.11/IT.12
IT.10
2 7
TO IT.4 TERM.3

3
1
4
Sensors are normally open A
5
B
8
switches which must be returned C
D 6
to ground potential to actuate an-
nunciator.
BUTT SPLICE ORG.

Any power applied to sensor wires 10 11 12 13 14 15 16 17 20 21 22 23 24 25 26 27 30 3132 40 NOTE: Terminals are shown
IN WIRE TRAY

10 through 40 may destroy annun- away from instrument and

ciator circuits. modified for purposes of panel
wiring clarity only.

IT.7, SW+
IT.8, SW+
IT.5, SW1
IT.5, SW2
IT.6, SW1
IT.2, LO
GROUND FOR ENCLOSURE,

IT.4, 6
PANEL INSERT, AND ALL
INSTRUMENTATION
INSIDE ENCLOSURE
CUSTOMER WIRING

BACK VIEW OF PANEL

ENGINE GROUND
IGNITION POWER
+24 VDC POWER

IT.13
IT.10
INPUT+

11
12 34 5 6
IT.4 IT.3 IT.2
40
ANNUN-- ITEM
CIATOR & TERM. READ ANNUNCIATOR CLASS
TERM. NO. OUT CHANNEL FUNCTION
NO.
10 10 B
11 IT.2, LO 11 LOW ENGINE OIL PRESSURE B
12 IT.5, SW1 12 HIGH ENGINE OIL TEMP. B
13 IT.5, SW2 13 HIGH ENGINE WATER TEMP. B
IT.6 IT.5
13
14 IT.6, SW1 14 INTAKE MANIFOLD TEMP. B
15 15 B 14 12
ENCLOSURE SIDE

16 16 B
17 17 B IT.10 IT.10
20 IT.7, SW+ 20 HIGH TURBO, INLET TEMP. #1 A INPUT+ INPUT+
21 IT.8, SW+ 21 HIGH TURBO, INLET TEMP. #2 A
22 22 A
23 23 A IT.9
24 24 A
25 25
IT.8 IT.10 IT.7
A
26 26 A 21 20
27 27 A
IT.10
30 30 A
IT.10 INPUT+
31 31 A
INPUT+
32 32 A
40 IT.4, 6 40 OVERSPEED A IT.11

IT.12
IGNITION POWER
(TACHOMETER SIGNAL) BULKHEAD FITTINGS TO GAUGES

AUX. CONTACTS ENGINE GROUND TO SENSORS

(IF USED) & THERMOCOUPLES
+24 VDC POWER

Figure 6.05-47. Remote Instrument Panel Connections

6.05 -- 22 Form 6296 First Edition