User Manual: Safety Module Sm-E

USER MANUAL N° 679
MANUEL D'UTILISATION
1/28
THIS DOCUMENT IS AVAILABLE IN
CE DOCUMENT EXISTE AUSSI EN LANGUE LICENSE Rev.
MA Indice A
USER MANUAL
SAFETY MODULE SM-E
This document belongs to CMR France and must not be

reproduced or communicated without our agreement
(law dated March 11th 1902)
CONTROLE MESURE REGULATION TECHNOPOLE DE CHATEAU-GOMBERT, Rue John Maynard Keynes/BP85

TEL. (33).04 91.11.37.00 - FAX (33) .04.91.11.37.02 BP 85 - 13381 MARSEILLE CEDEX 13 – Email cmr-fr@cmr-group.com
USER MANUAL N° 679
MA
MANUEL D'UTILISATION 2 / 28
Rev
DESCRIPTION Índice :
A
Change of product name + appendix update

A 19971 08/2012 JFT 08/2012 LSA
+ translation in English
Sign. Sign.
Date Visa Date Visa
Avis
Ind
Advice
Rev MODIFICATIONS Written by Checked by
N°
Rédigé par Contrôlé par
∅ Emission 19569 11/2011 JFT 11/2011 LSA

MA USER MANUAL N° 679
MANUEL D'UTILISATION 3/28
Índice Ind.
DESCRIPTION Rev. : A Rev
SUMMARY ------------------------------------------ 3
1 PURPOSE OF THIS DOCUMENT ------------------------------------------ 4

2 GENERAL DESCRIPTION ------------------------------------------ 4
3 HARDWARE DESCRIPTION ------------------------------------------ 5
4 INSTALLING THE SAFETY MODULE ------------------------------------------ 5

4.1 MECHANICAL CONSIDERATIONS ------------------------------------------ 5
4.2 ELECRICAL CONSIDERATIONS ------------------------------------------ 5
4.3 POWER SUPPLIES ------------------------------------------ 6
5 USING THE SAFETY MODULE ------------------------------------------ 7

5.1 ABBREVIATIONS ------------------------------------------ 7
5.2 INPUT SIGNALS ------------------------------------------ 7
5.3 OUTPUT SIGNALS ------------------------------------------ 8
5.4 LINE MONITORING ------------------------------------------ 9
5.5 SAFETY FUNCTIONS ------------------------------------------ 9
5.6 LOCALLY DISPLAYED INFORMATION------------------------------------------ 13
5.7 START AND STOP BUZZER ------------------------------------------ 14
6 ENVIRONMENT ------------------------------------------ 14
7 END USER SETTINGS ------------------------------------------ 15
8 COMMISSIONER SETTINGS ------------------------------------------ 16
9 MANUFACTURER SETTINGS ------------------------------------------ 18
APPENDIX 1 – General presentation drawing-------------------------------- 19

APPENDIX 2 – Technical specifications --------------------------------------- 21
APPENDIX 3 – General functional schematic -------------------------------- 24
APPENDIX 4 – Connections and configuration------------------------------ 26

Índice Ind.
1 PURPOSE OF THIS DOCUMENT

This document describes functionalities of the Safety Module electronic unit as well as
how to install, configure and use this system.
2 GENERAL DESCRIPTION
The Safety Module is a device dedicated for Diesel engine safety. It has been
designed to meet minimal requirements from all major Marine Classification Societies.
In addition, the Safety Module can also be used in non classified applications.
Thus, every customer can have the benefits of a device that meets marine
requirements, ensuring high quality, reliability, and sturdiness.
Marine rules require that Safety functions, Control functions, and Monitoring functions
must be independent. For safety module, the following requirements are very
important:
All sensors connected as inputs of the SAFETY MODULE MUST NOT be used
for other usage. They must be strictly dedicated for SAFETY MODULE.
Nevertheless it is allowed to duplicate them after signal conditioning.
All outputs dedicated for safety action such as SLOW DOWN or SHUT DOWN
must consist in dry contacts of normally de-energized relays. They MUST NOT
be used for other usage.
A SAFETY MODULE must be supplied with two different power supplies. Each
power supply must be monitored in order to inform the user in case of failure on
one of them.
All failures must be available on outputs to be connected to the monitoring
system in order to inform the user. Several failures can be merged on a same
output if the complete information is available locally. Shutdown action cannot
be merged.
The Safety Module is dedicated for SHUT DOWN function. Slow down functions have
to be done by the monitoring system. It means that the whole system cannot be
approved if the selected monitoring system is not able to handle the slowdown
channels according to marine class rules, if slowdown functions are required.
Remark: If Clarine Rack 65 or Clarine Rack 121 CMR product is used as the monitoring
system, it offers enough output contacts to realise it. These contacts can be latched until
acknowledgement. All boolean conditions, all kinds of inhibitions are possible making it a
very flexible system which does not need any specific development, but only a system
configuration.

Índice Ind.
3 HARDWARE DESCRIPTION
The Safety Module has been designed to fit on a single PCB. This electronic board is
based on discrete components only and does not include embedded software.
All Safety information are displayed on the front side of the unit. The front side is made
of a polycarbonate sheet stuck on an aluminium plate and is fastened to the PCB using
6 metallic spacers. The front side is drilled with 6 holes (4 mm diameter) to allow
mounting on a cut out of a cabinet with a gasket.
All connections to the Safety Module are available on two rows of terminal blocks
located on the rear side of the electronic board.
4 INSTALLING THE SAFETY MODULE
4.1 Mechanical considerations
The following precautions for mounting must be taken into account:

Ensure a strong tightening
Use specific washers to avoid any screw loosening due to vibrations
Protect the module against water projections
Protect module against damage which could be caused by tools such as screw
drivers
Please refer to appendix 1 for further mechanical details.
4.2 Electrical considerations
All connections to the Safety Module are made with terminal blocks (plugs and
sockets)
The maximum wire cross section that can be used is 1.5 mm²
Connections to the Safety Module have to be done according to the wiring diagram as
shown in appendix 4.
Wiring precautions
Each power supply must be connected using individual shielded cables.
Speed sensor signal must be connected using a shielded twisted pair. This cable
must not be neither near nor collinear with power cables.

Índice Ind.
4.3 Power supplies
The Safety Module must be supplied with two different power supplies in order to meet
requirements from marine classification societies.
The nominal power supply voltage is 24 VDC
The characteristics of these power supplies (chargers, batteries, circuit breakers, fuses
etc…) do not belong to the Safety Module supplier. For more details, please refer to
drawings and specifications of the electrical installation intended to use the Safety
Module electronic unit.
There is no galvanic insulation between power supply #1 and power supply #2. 0 Volt
(Minus) are common. 24 Volts (Plus) are wired-OR using diodes on the electronic
board.
If only one power supply is available, (accepted only for non classified applications), it
is necessary to connect this power supply in parallel on both power supply inputs of the
electronic board in order to avoid a power supply fault alarm. In such configuration, if
the power supply is switched off there is no more energy to supply the electronic unit.
All displayed information are turned off and the power supply fault output contact is in
alarm state.
• Input voltage range: 10 to 32 VDC, 24 VDC nominal

• Max ripple: 5%
• Power consumption:
Supply voltage 10 VDC 24 VDC 32 VDC

With no alarm < 150 mA < 70 mA < 60 mA
With all alarms < 500 mA < 200 mA < 160 mA
• Protection:
External 0.5 A rated fuse
Protected against reverse polarity
Marine approved for EMI perturbations
IMPORTANT REMARKS :
0 V (minus of the battery) MUST NOT BE CONNECTED

TO THE MECHANICAL GROUND

Índice Ind.
5 USING THE SAFETY MODULE
5.1 Abbreviations
In the following text some abbreviations are used :

• P.B. : Push Button
• NC : Normally Closed (for a contact)
• NO : Normally Open (for a contact)
• DPDT : Double Pole, Double Throw
• Pres. : Pressure
• Temp. : Temperature
5.2 Input signals
The input signals are described bellow:
• Engine speed (pulse) sensor 2 wires pick up sensor + shielding 3 pins

• Engine oil pressure switch sensor Contact NO with line monitoring 2 pins
• Gear oil pressure switch sensor Contact NO with line monitoring 2 pins
• Engine coolant temperature switch sensor Contact NO with line monitoring 2 pins
• Spare input #1 switch sensor Contact NO with line monitoring 2 pins
• Spare input #2 switch sensor Contact NO with line monitoring 2 pins
• External shutdown inhibition Contact NO 2 pins
• Power supply #1 24 VDC (10 to 32VDC) +, - and mechanical ground 3 pins

• Power supply #2 24 VDC (10 to 32VDC) +, - and mechanical ground 3 pins
Total: 6 dry contact inputs + 1 speed sensor + 2 power supplies 21 pins

Índice Ind.
5.3 Output signals
All outputs for safety actions and monitoring are made of dry contacts (relays).
For each fault report output, two pins are available and the nature of the dry contact
(NO or NC) is user configurable by jumpers.
To avoid any mistake or configuration issue, all connections for the SHUTDOWN
output are available on terminal blocks. The relay dedicated to the SHUTDOWN output
is a DPDT type.
The output signals are described bellow:
• Shutdown contacts 2 change-over contacts 24 V, 5 A 6 pins
• Common sensor fault contact 1 change over contacts 24 V, 1 A 2 pins
• Common power supply fault 1 change over contacts 24 V, 1 A 2 pins
• Engine Over Speed 1 Normally Open contact 24 V, 1 A 2 pins

Based on over speed threshold after latch.
• Low Engine Oil Pressure 1 change over contacts 24 V, 1 A 2 pins

duplicating the original input after latch.
• Low Gear Oil Pressure 1 change over contacts 24 V, 1 A 2 pins

• High Engine Coolant Temp. 1 change over contacts 24 V, 1 A 2 pins

• Safety switch spare #1 1 change over contacts 24 V, 1 A 2 pins

• Safety switch spare #2 1 change over contacts 24 V, 1 A 2 pins

• Inhibit status 1 Normally Open contact 24 V, 1 A 2 pins

• Start buzzer 1 Normally Open contact 24 V, 1 A 2 pins

400 ms pulse at each new fault.
• Stop buzzer 1 Normally Open contact 24 V, 1 A 2 pins

To be used externally to stop buzzer.
Total: 9 change over contacts + 4 Normally Open contacts 28 pins

Índice Ind.
5.4 Line Monitoring

The line monitoring is a function which monitors the sensor wiring. It is not possible to
use NC switches for safety inputs as a broken line would induce a Shutdown action.
Thus, it is necessary to install a specific system called line monitoring to detect a
sensor or wiring fault.
THIS MONITORING IS MANDATORY FOR CLASSIFIED APPLICATIONS.
For that reason, inputs listed below MUST BE NORMALLY OPEN CONTACTS:
Engine Oil Pressure
Gear Oil pressure
Engine Coolant Temperature
Spare Input #1
Spare Input #2
Line monitoring is done by connecting a 10 kΩ resistor in parallel with each sensor
switch as near as possible to the connections of the switch.
CAUTION: Installing the 10 kΩ resistors is the responsibility of the engine supplier or

the fitter but is not the responsibility of the Safety Module supplier.
5.5 Safety Functions

All safety functions are described below in this chapter. In order to have a better
understanding, it is recommended to read the detailed explanations while looking at
the general functional schematics shown in the appendix 3.
5.5.1 Low Engine Oil Pressure
The Input is a contact free of potential, normally open. The Safety Module supplies
this input in order to perform the line monitoring. If a broken line is detected a
dedicated red LED is turned on and a common output called “Sensor fault” is
activated.
A configurable time delay in the range of seconds is available. Five different values
can be selected by a jumper:
no time delay (0.03 s)
2 seconds
4 seconds
8 seconds
16 seconds
The input contact state is permanently monitored. When the contact closes, this
closed state is latched after the selected time delay. It means that even if the
condition disappears and the contact turns back open, the output status remains
active. The output status can be reset only by pressing the reset push buttons AND if
the input condition has disappeared.
The output of the latch is used to:
• Turn on the dedicated red LED
• Activate the “Low Engine Oil Pressure” output (dry contact)
• Provide a true condition for the SHUTDOWN functionality

Índice Ind.
5.5.2 Low Gear Oil Pressure
activated.
can be selected by a jumper: no time delay (0.03 s), 2 seconds,
4 seconds, 8 seconds and 16 seconds.
• Activate the “Low Gear Oil Pressure” output (dry contact)
5.5.3 High Engine Coolant Temperature
activated.
can be selected by a jumper: no time delay (0.03 s), 2 seconds,
4 seconds, 8 seconds and 16 seconds.
• Activate the “High Engine Coolant Temperature” output (dry contact)

Índice Ind.
5.5.4 Safety Spare #1 and Spare #2

These two inputs provide the same features as the three previous ones. There is only
one difference. The possibility to provide a true condition for the SHUTDOWN action
is user configurable. This choice can de done by jumpers:
SW18 for Spare #1
SW19 for Spare #2
Please refer to appendix 4 for further configuration details
5.5.5 Over-speed
The input has been especially designed to handle a passive magnetic sensor in the
frequency bandwidth 750 – 7500 Hz. bandwidth.
The input signal is conditioned by counting operation and then by a digital to analog
conversion. Counting depends on the engine speed (rpm) and quantity of teeth Nt on
the engine flywheel. The frequency F is given by the following equation:
F = Nt * rpm / 60 (in Hertz)

The analogue signal is compared with two predefined thresholds.
• One for over-speed detection, selectable by the switch SW2 among 2 values :
The first one called safety and which can be adjusted by the trimmer P1
between 2450 and 7350 Hz.
The second one which is 75 % of the previous one. This value is called
test, because it allows testing the complete over speed chain without the
necessity to reach the real over speed value which could be dangerous.
• One for inhibition speed, set at 1 100 hertz and used to determine if the
engine is running or not. This frequency is always below the IDLE speed for
the whole range of caterpillar marine engines, in order to inhibit alarms and
actions when engine is not running.
When the over-speed limit is exceeded, the corresponding comparator output is

latched. It means that even if the over speed condition disappears, the over-speed
alarm remains active. The alarm condition can be reset only by pressing the reset
push buttons AND if the over-speed condition has disappeared.
• Light on a dedicated red LED
• Activate the “Over Speed” output (dry contact)
• Have a direct action on the SHUTDOWN output. It means that Shutdown
inhibition cannot be effective for an over-speed condition.
The inhibition threshold is used to inhibit the SHUTDOWN action and associated
alarms on all binary safety channels (switches). On the general functional schematic
shown in appendix 3, the inhibition is represented by the Enable pin on each Latch
circuit.

Índice Ind.
The Safety Module monitors the speed sensor and the line. If a sensor fault is
detected a dedicated red LED is turned on and a common output called “Sensor
fault” is activated.
If a speed sensor fault occurs, the computed speed comes down to 0 and the
inhibition condition is reached. In such case, as mentioned above, the SHUTDOWN
action and associated alarms are inhibited even if the engine is still running. To avoid
this behaviour enabling latches when a speed sensor fault is detected can be done
using SW16. Please refer to section 5.5.7 “Inhibition” for further details.
To resume, when the engine speed goes under the inhibition threshold, the
SHUTDOWN action and associated alarms on all binary safety channels are inhibited
except if SW16 allows taking into account a speed sensor fault. This inhibition
threshold is displayed by a yellow Led named Inhibit. When the engine is stopped,
this Led must be turned on.
5.5.6 Latch and reset
Each alarm condition is latched as it can disappear. The information of the original
fault is saved by the hardware. Relevant information to be displayed is done after
latch for each channel (see section 5.6). A reset push button located on the back side
of the electronic board allows resetting latches only if alarm conditions have
disappeared.
In case of fault, it is necessary to check carefully the led’s status before reset,
as there is no more memory after reset operation.
5.5.7 Inhibition
There are two ways to inhibit the shutdown function
• One based on inhibition speed described before. In this case the inhibition is
done before latches and stops all safety alarms, LED activity and shutdown
command. This inhibition can be de-activated when there is a speed sensor
fault, depending on SW16 setting. See remark below.
• One based on an external normally open contact, which inhibits shutdown
action, except for over-speed condition. Note that if a safety condition
appears, the dedicated red LED and duplication status change and the
alarm state is latched. When the inhibition disappear the shutdown action will
be effective as the safety condition latched is still present. It will be
necessary to reset the safety module before removing shutdown
inhibition to prevent engine shutdown.
Remark: when a speed sensor fault is detected, speed value returns 0, thus the
output of the two comparators are in a state corresponding to a stopped engine. To
avoid inhibition of all binary shutdown conditions, latches can be enabled in parallel
by the speed sensor fault.

Índice Ind.
5.6 Locally Displayed Information
Because some faults are grouped in the same output, information displayed by the
Safety Module is more accurate than information which can be retrieved by a
monitoring system.
It means that the monitoring system will display a fault which can be sometimes not
detailed. Detailed information will be available looking at the front side of the Safety
Module. In all fault cases, the user must come locally to perform a reset. Locally
displayed information must be checked before resetting the Safety Module.
Following information bellow are locally displayed with LED’s:
• Power supply 1 input Present: Green, Missing: Turned OFF

• Power supply 2 input Present: Green, Missing: Turned OFF
• Power supply 5 VDC regulated Present: Green, Missing: Turned OFF
• Low Engine Oil Pressure Sensor Faulty: Red, Normal: Turned OFF
• Low Gear Oil Pressure Sensor Faulty: Red, Normal: Turned OFF
• High Engine Coolant Temp. Sensor Faulty: Red, Normal: Turned OFF
• Safety Spare #1 Sensor Faulty: Red, Normal: Turned OFF
• Safety Spare #2 Sensor Faulty: Red, Normal: Turned OFF
• Engine Speed Sensor Faulty: Red, Normal: Turned OFF
• Low Engine Oil Pressure Fault after latch: Red, Normal: Turned OFF
• Low Gear oil pressure Fault after latch: Red, Normal : Turned OFF
• High Engine Coolant Temperature Fault after latch: Red, Normal : Turned OFF
• Safety Spare #1 Fault after latch: Red, Normal : Turned OFF
• Safety Spare #2 Fault after latch: Red, Normal : Turned OFF
• Over-speed Fault after latch: Red, Normal : Turned OFF
• Inhibit Active: Yellow, Not active: Turned OFF

• Engine override (Forced run) Active: Yellow, Not Active: Turned OFF
• Engine Shutdown Shutdown action:Red, Normal:Turned OFF
Total: 2 yellow LED + 3 green LED + 13 red LED = 18 LED

Índice Ind.
5.7 Start and Stop buzzer

The Safety module includes a Start and Stop buzzer features. It behaves as follow:
• When a fault is detected after latch, a pulse is sent to energize the K7 relay.
The duration of the pulse is about 400 ms (+/- 100 ms). This relay is
maintained energized after the pulse by one of its two contacts connected in
serial mode with the external normally closed contact called Stop
buzzer.
• Another Contact of this relay has to be used to supply the external buzzer
itself. Contact capability is 5 A. If this is not enough, make sure that external
circuitry includes intermediate relay to handle higher current.
• Buzzer will ring until somebody presses on external stop buzzer
• If a new fault appears, and even if previous one(s) is (are) present, a new
pulse will be generated creating the same effect as for the first fault. Relay
K7 will be energized until somebody presses on the external stop buzzer.
Buzzer function wiring

J3-12 External supply
J3-11
Buzzer / Horn
Pulse at
J3-9
each alarm Stop buzzer
J3-10
SAFETY SYSTEM
6 ENVIRONMENT
To be marine approved, the Safety Module has been designed to comply with the
most restricting rules among all the rules regarding Main Engine safety module
prescribed by five classification societies.
In particular:
• EMI perturbations
• Vibrations
• Climatic requirements
Moreover, Safety Module has been designed in order to accept a temperature range
of – 40 °C to + 85 °C, even if it is not required.
Protection level (IP) is 65 on the front side after mounting with the appropriate
gasket.

Índice Ind.
7 END USER SETTINGS
SAFETY MODULE does not require any specific settings to be modified by the end
user. However some settings can be potentially available to the end user
SW2 Switch
Located on rear side of the electronic board, it allows to choose between safety mode
(normal) and test mode for over speed. If an overspeed test is required, SW2 must be
placed in the test position. After test completion, SW2 must be switched back to the
Safety position.
NO/NC Output Dry Contacts

Jumpers allow to define NO or NC contacts on some output relays. They are located
on the component side of the PCB meaning that the electronic board has to be
unscrewed. Each jumper is located above the corresponding relay.
Please refer to appendix 4 for jumper location and positon to be set for NO/NC
configuration.
The list bellow details relationship between jumpers, relays, terminal blocks and output
names:
SW14 / K2 J3 - 1 / J3 – 2 Sensor fault

SW15 / K3 J4 – 13 / J4 – 14 Power supply fault
SW17 / K4 J4 – 9 / J4 – 10 Low Engine Oil Pressure
SW20 / K8 J4 – 7 / J4 – 8 Low Gear Oil Pressure
SW21 / K9 J4 – 5 / J4 – 6 High Coolant Temperature
SW22 / K10 J4 – 3 / J4 – 4 Safety Switch Spare #1
SW23 / K11 J4 – 1 / J4 – 2 Safety Switch Spare #2
Do not modify SW3 to SW12 and SW16 without engine manufacturer or dealer
written authorization.

Índice Ind.
8 COMMISIONER SETTINGS
The Safety Module requires some initial settings depending on the engine flywheel
and time delays required for each channel.
CMR default settings are mentionned in appendix 4.
According to the targeted engine,
Trimmer P1, labelled “Over-speed trip setting” allows to set the over-speed
frequency treshold. It can be set from 2450 to 7350 Hertz.
Setting can be done at workshop with only a frequency generator delivering a 8.5
Volts peak sinusoidal wave, avoiding a big test bench with real pick-up sensor.
Overspeed calibration doesn’t belong to CMR. Product is delivered with P1 set

in order to get the minimal tripping frequency. If the calibration is
accidenditally forgotten we are sure that the engine will trip before reaching its
nominal speed; this will inform commissionners that overspeed setting has to
be done. We strongly advise the dealer or commissioner to varnish trimmer P1
after setting.
SW2 allows to choose between safety position, which is the normal one, and test
position.
Safety postion corresponds to a tripping at frequency set with P1 trimmer.
Test position corresponds to a tripping at 75 % of the frequency (consequently the

speed) set with P1. If set threshold is exceeded, a SHUTDOWN action will be
triggered. There is no possibility of inhibition for such test.
Reset P.B.
Up = test
Trimmer SW2
P1
Down = Safety PCB lower edge

Índice Ind.
SW3 to SW12 are used to configure the time delay (persistence) for the five dry
contact inputs :
SW3 / SW4 Low Engine Oil Pressure

SW5 / SW6 Low Gear Oil Pressure
SW7 / SW8 High Coolant Temperature
SW9 / SW10 Safety switch spare #1
SW11 / SW12 Safety switch spare #2
Settings for jumpers SW3 to SW12
No time delay TD = 2 s TD = 4 s TD = 8 s TD = 16 s
SW16 allows to select if all safety switch inputs are active or not when a speed
sensor fault occurs.
If SW16 is set on active, all binary channels will trig alarm, and shutdown if their
condition is fault. It means that the engine is always protected. But it also means that
when engine will stop the inhibition based on the engine speed below idle will not
occur. Consequently, safety system will trip for example on engine oil pressure if the
oil pump is geared by the engine itself.
If SW16 is set on “Not active”, all binary channels will never trig an alarm. They are
all inhibited as speed is supposed to be 0 rpm
Setting is done by a solder bridge as follow :
Active
Not active

Índice Ind.
SW18 and SW19 allow to respectively set channel spare #1 and chanelle spare #2
as safety channel or alarm channel.
If SW18 jumper (respectively SW19) is set on “Safety”, channel spare 1 (respectively

channel spare 2) will behave exactly like the three first binary channels.
If SW18 jumper (respectively SW19) is set on “Alarm”, channel spare 1 (respectively

channel spare 2) will behave as previouly but without any shutdown action. An alarm
condition will do the following :
• Light on the dedicated red LED on the front side of the Safety Module
• Activate the associated output (dry contact)
Safety Alarm
SW19
SW18
9 MANUFACTURER SETTINGS
Some parameters are only accessible to CMR. In order to change them, the
hardware must be modified.
The following parameters can be adjusted by hardware modifications on

request:
Threshold range for overspeed

Percentage of the over-speed frequency for the test position (native is 75 %)
Threshold frequency for inhibition speed (native is 1100 hertz)

Índice Ind.
Appendix N° 1
General presentation drawing

Índice Ind.

Índice Ind.
Appendix N° 2
Technical specifications

Índice Ind.
INPUTS
Channel Signal Line monitoring Threshold
Engine speed: pulse yes internal Over speed (1)
Test (2)
1100 Hz (3)
Engine Oil Pressure NO dry contact yes, 10 kΩ

Gear Oil Pressure NO dry contact yes, 10 kΩ
Engine Coolant Temperature NO dry contact yes, 10 kΩ
Spare #1 NO dry contact yes, 10 kΩ
Spare #2 NO dry contact yes, 10 kΩ
External Shutdown Inhibition NO dry contact
(1) Threshold for Shutdown action on over speed : set by trimmer P1

(2) Threshold for over speed test : 75 % of the over-speed frequency
(3) Threshold corresponding to inhibition speed used for internal inhibition : 1100 HZ
+/- 2%
OUTPUT
Relay Normal state Mode Contact / max current / Volt
Shutdown ND Latched 1 DPDT / 5 A / 30 VDC
Common Sensor Fault NE Steady 1 NO / 1 A / 30 VDC
Common Power Supply Fault NE Steady 1 NO / 1 A / 30 VDC
Low Engine Oil Pressure ND Latched 1 SPDT (*) /1 A / 30 VDC
Low Gear Oil Pressure ND Latched 1 SPDT (*) /1 A / 30 VDC
High Engine Coolant temp. ND Latched 1 SPDT (*) /1 A / 30 VDC
Safety Switch Spare #1 ND Latched 1 SPDT (*) /1 A / 30 VDC
Safety Switch Spare #2 ND Latched 1 SPDT (*)/ 1 A / 30 VDC
Over Speed ND Latched 1 NO / 1 A / 30 VDC
Inhibit Status NE (1) Steady 1 NO / 1 A / 30 VDC
Start / Stop Buzzer ND Pulse (400 ms) 1 DPDT / 5 A / 30 VDC
(*): Normally Open or Normally Closed contact selectable by jumper
(1) Relay is energized when engine speed is below sub idle (engine stopped)

Índice Ind.
POWER SUPPLIES AND INSULATION

Voltage supply: 10 to 32 VDC, 24VDC nominal
Max ripple: 5%
Max consumption: < 500 mA at 10V, < 200 mA at 24V, < 160 mA at 32V.
External fuse: 0.5 A little fuse 0154.500H (nano2)
Insulation groups: Mechanical ground (case)
Power supplies and electronics
Housing and connections

Front protection: IP65 after mounting with the appropriate gasket
Rear protection: IP00
Dimensions (mm): W x H x D = 201 x 118 x 41 mm
(without cables, behind mounting plate)
Weight: < 450 grams
All connections on spring loaded contacts terminal blocks I two parts (plug and
socket), step 3.81 mm, for 1.5 mm² cross section wires.
ENVIRONMENT
Storage temperature: - 40 / + 85 °C
Operating temperature: 0 / + 70 °C steady
0 / + 85 °C peak (< 24 h)
Relative humidity 95% not condensing at 55 °C
Vibration: Compliant with IEC 60068-2 / Test Fc.
Equipment mounted on the engine (acceleration 4g)
EMI perturbations: According to Marine class rules for engine room location

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Appendix N° 3
General Functional schematics

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Appendix N° 4
Connections and configuration

Índice Ind.

Índice Ind.


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USER MANUAL N° 679

This document belongs to CMR France and must not be

CONTROLE MESURE REGULATION TECHNOPOLE DE CHATEAU-GOMBERT, Rue John Maynard Keynes/BP85

Change of product name + appendix update

∅ Emission 19569 11/2011 JFT 11/2011 LSA

CONTROLE MESURE REGULATION TECHNOPOLE DE CHATEAU-GOMBERT, Rue John Maynard Keynes/BP85

1 PURPOSE OF THIS DOCUMENT ------------------------------------------ 4

4 INSTALLING THE SAFETY MODULE ------------------------------------------ 5

5 USING THE SAFETY MODULE ------------------------------------------ 7

7 END USER SETTINGS ------------------------------------------ 15

8 COMMISSIONER SETTINGS ------------------------------------------ 16

9 MANUFACTURER SETTINGS ------------------------------------------ 18

APPENDIX 1 – General presentation drawing-------------------------------- 19

CONTROLE MESURE REGULATION TECHNOPOLE DE CHATEAU-GOMBERT, Rue John Maynard Keynes/BP85

1 PURPOSE OF THIS DOCUMENT

CONTROLE MESURE REGULATION TECHNOPOLE DE CHATEAU-GOMBERT, Rue John Maynard Keynes/BP85

4 INSTALLING THE SAFETY MODULE

4.1 Mechanical considerations

The following precautions for mounting must be taken into account:

Please refer to appendix 1 for further mechanical details.

4.2 Electrical considerations

Each power supply must be connected using individual shielded cables.

CONTROLE MESURE REGULATION TECHNOPOLE DE CHATEAU-GOMBERT, Rue John Maynard Keynes/BP85

4.3 Power supplies

The nominal power supply voltage is 24 VDC

• Input voltage range: 10 to 32 VDC, 24 VDC nominal

Supply voltage 10 VDC 24 VDC 32 VDC

0 V (minus of the battery) MUST NOT BE CONNECTED

CONTROLE MESURE REGULATION TECHNOPOLE DE CHATEAU-GOMBERT, Rue John Maynard Keynes/BP85

5 USING THE SAFETY MODULE

In the following text some abbreviations are used :

5.2 Input signals

The input signals are described bellow:

• Engine speed (pulse) sensor 2 wires pick up sensor + shielding 3 pins

• External shutdown inhibition Contact NO 2 pins

• Power supply #1 24 VDC (10 to 32VDC) +, - and mechanical ground 3 pins

Total: 6 dry contact inputs + 1 speed sensor + 2 power supplies 21 pins

CONTROLE MESURE REGULATION TECHNOPOLE DE CHATEAU-GOMBERT, Rue John Maynard Keynes/BP85

5.3 Output signals

The output signals are described bellow:

• Shutdown contacts 2 change-over contacts 24 V, 5 A 6 pins

• Common sensor fault contact 1 change over contacts 24 V, 1 A 2 pins

• Common power supply fault 1 change over contacts 24 V, 1 A 2 pins

• Engine Over Speed 1 Normally Open contact 24 V, 1 A 2 pins

• Low Engine Oil Pressure 1 change over contacts 24 V, 1 A 2 pins

• Low Gear Oil Pressure 1 change over contacts 24 V, 1 A 2 pins

• High Engine Coolant Temp. 1 change over contacts 24 V, 1 A 2 pins

• Safety switch spare #1 1 change over contacts 24 V, 1 A 2 pins

• Safety switch spare #2 1 change over contacts 24 V, 1 A 2 pins

• Inhibit status 1 Normally Open contact 24 V, 1 A 2 pins

• Start buzzer 1 Normally Open contact 24 V, 1 A 2 pins

• Stop buzzer 1 Normally Open contact 24 V, 1 A 2 pins

Total: 9 change over contacts + 4 Normally Open contacts 28 pins

CONTROLE MESURE REGULATION TECHNOPOLE DE CHATEAU-GOMBERT, Rue John Maynard Keynes/BP85

5.4 Line Monitoring

CAUTION: Installing the 10 kΩ resistors is the responsibility of the engine supplier or

5.5 Safety Functions

5.5.1 Low Engine Oil Pressure

CONTROLE MESURE REGULATION TECHNOPOLE DE CHATEAU-GOMBERT, Rue John Maynard Keynes/BP85