IndustrialProtocolReport-G3516 A4 EM4ITSM
IndustrialProtocolReport-G3516 A4 EM4ITSM
0=Off,1=On,2=Disabled,3=Completed
,3=Don't care / take no action
0=Off,1=Run,2=Start,3=Stop,4=Auto,5=Cooldown,6=Unavailable,7=Unavailable
,3=Not available
,3=Not available
,14=error
,15=not
,2=Error available
,3=Not
,6=Not available
able to determine if sufficiently vented
,7=Not
,2=Erroravailable or not installe
,3=Not available
,2=Unable or not installed
to determine if sufficiently lubricated
,3=Not available or not installed
0=Off,1=Active,2=Inactive,3=Heating
Comment
Temperature of liquid found in engine cooling system.
Actual engine speed which is calculated over a minimum crankshaft angle of 720 degrees divided by the number of cylinders.
Note: Upper byte resolution = 32 rpm/bit
The position of the valve used to regulate the supply of a fluid, usually air or fuel/air mixture, to an engine. 0% represents no
Temperature of fuel (or gas) of the first fuel type. See SPN 3468 for a second temperature measurement of the first fuel type.
See also SPNs 1135 and 5925 for additional engine oil temperature measurements.
Temperature of pre-combustion air found in intake manifold of engine air supply system.
First instance of the gage pressure inside engine crankcase.
If more than one battery is included in the first set of batteries and the potential for each battery is desired, then SPNs 7902, 7
Gage pressure of oil in engine lubrication system as provided by oil pump. See SPN 7468 for alternate resolution.
See SPN 20 for alternate range and resolution.
The ratio of actual engine percent torque (indicated) to maximum indicated torque available at the current engine speed, clipp
See SPN 4817 if high resolution is needed.
The absolute pressure measurement of the air intake manifold. If there are multiple air pressure sensors in the intake stream,
The differential pressure between the intake and outlet of the throttle valve 1 (SPN 51). The differential pressure is measured
Gage pressure of air measured downstream of the compressor discharge side of the turbocharger. See also SPN 102 for altern
See SPN 7313 for alternate range and resolution.
The actual ignition timing at the current engine conditions. This parameter may or may not be equal to one of the desired timi
A programmable timing value specific to the engine's application. Factors affecting this value include both fuel type and the na
Gage pressure of the engine oil before the oil reaches the oil filter. See SPN 7470 for alternate resolution.
This parameter conveys the specific gravity of the gaseous fuel being used by the engine. The specific gravity of the fuel can t
See SPN 8494 for alternate range and resolution.
This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer.
This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer.
This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer.
This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer.
This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer.
This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer.
This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer.
This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer.
This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer.
This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer.
This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer.
This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer.
This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer.
This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer.
This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer.
This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer.
The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. Positive values indicate an increasingl
The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. Positive values indicate an increasingl
The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. Positive values indicate an increasingl
The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. Positive values indicate an increasingl
The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. Positive values indicate an increasingl
The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. Positive values indicate an increasingl
The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. Positive values indicate an increasingl
The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. Positive values indicate an increasingl
The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. Positive values indicate an increasingl
The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. Positive values indicate an increasingl
The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. Positive values indicate an increasingl
The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. Positive values indicate an increasingl
The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. Positive values indicate an increasingl
The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. Positive values indicate an increasingl
The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. Positive values indicate an increasingl
The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. Positive values indicate an increasingl
Total real power delivered by the generator.
In addition to communicating desired action of fuel shutoff 2 and its driver status, this new SP can be used to communicate wh
Second gage pressure measurement of gaseous fuel supply to fuel metering device. If only one sensor is used for gas supply p
Accumulated amount
Rapid Engine Start - of fuel used during vehicle operation. See SPN 5054 for alternate resolution.
Used to request
Parameter that
Specific the engine control system start the engine, using an abbreviated starting sequence for the engine. The in
Indicator:
A value of FBh indicates conditions are not acceptable for a valid measurement.
Temperature of the bearing inside the alternator. Bearing 2 is the right or front bearing.
Temperature of the windings inside the alternator.
Temperature of the windings inside the alternator.
Temperature of the windings inside the alternator.
The control command to fuel actuator 2, normalized to percent, where 0% represents fully closed and 100% represents fully o
The command to a compressor bypass actuator, normalized to percent, where 0% nominally represents fully closed and 100%
This SP provides an extended range to the existing SPN 99 which can be used for an alternate range and scaling.
Measures the position of the turbocharger compressor bypass actuator, where 0% represents bypass fully closed and 100% re
Temperature of the bearing inside the alternator. Bearing 1 is the left or rear bearing.
Absolute air pressure of the atmosphere.
A correction to a predefined gaseous fuel energy (expressed in energy per unit volume) represented as a percentage. The actu
Note: This is intended to be used on a service tool for troubleshooting a no start condition.
Note: This is intended to be used on a service tool for troubleshooting a no start condition. The sensor does give a speed but
1110b = error
1111b = not available
10b = Error
11b
110b==Not
Notavailable
able to determine if sufficiently vented
111b
10b = Error available or not installe
= Not
11b
10b == Not available
Unable or not installed
to determine if sufficiently lubricated
11b = Not available or not installed
The specific heat ratio of the fuel.
Use SPN 2433 Engine Exhaust Manifold Bank 2 Temperature 1 to report the actual measured temperature of the manifold on
Use SPN 2434 Engine Exhaust Manifold Bank 1 Temperature 1 to report the actual measured temperature of the manifold on
Note: For gaseous fuels, the fuel's energy content (lower heating value) is commonly defined in terms of energy / volume. The
This parameter is used to indicate the time remaining in the current engine operating state, based on the state defined in the
Use SPN 6398 if knock level information is time critical or needs to be combustion synchronous.
Use SPN 6402 if knock level information is time critical or needs to be combustion synchronous.
Use SPN 6406 if knock level information is time critical or needs to be combustion synchronous.
Use SPN 6410 if knock level information is time critical or needs to be combustion synchronous.
Use SPN 6414 if knock level information is time critical or needs to be combustion synchronous.
Use SPN 6418 if knock level information is time critical or needs to be combustion synchronous.
Use SPN 6422 if knock level information is time critical or needs to be combustion synchronous.
Use SPN 6426 if knock level information is time critical or needs to be combustion synchronous.
Use SPN 6430 if knock level information is time critical or needs to be combustion synchronous.
Use SPN 6434 if knock level information is time critical or needs to be combustion synchronous.
Use SPN 6438 if knock level information is time critical or needs to be combustion synchronous.
Use SPN 6442 if knock level information is time critical or needs to be combustion synchronous.
Use SPN 6446 if knock level information is time critical or needs to be combustion synchronous.
Use SPN 6450 if knock level information is time critical or needs to be combustion synchronous.
Use SPN 6454 if knock level information is time critical or needs to be combustion synchronous.
Calibration status from the actuator is received on SPN 5445.
See SPN 2433 - Engine Exhaust Manifold Bank 2 Temperature 1, and SPN 2434 - Engine Exhaust Manifold Bank 1 Temperature
In addition to communicating desired action of fuel shutoff 1 and its driver status, this new SP can be used to communicate wh
The absolute pressure of gas on the intake side of the first system control valve. See SPN 3466 for Engine Fuel Valve 2, 7505 fo
The position of a gaseous fuel valve that is metering the fuel flow to the engine. 0% indicates no fuel flow through valve and 1
POST-RUN -
During the POST-RUN state, the engine is not turning. Actions are taken by various subsystem controls to prevent engine dam
of cylinders.
ntake stream, this is the last one in flow direction before entering the combustion chamber. This SP is a high resolution measurement. See
e is measured from the intake with respect to the outlet of the throttle valve.
102 for alternate range and resolution. If there is only one boost pressure to report and the range and resolution in SPN 102 is adequate,
e desired timing parameters (see SPNs 1433-1435), depending on the status of the engine. Positive values indicate an increasingly advance
pe and the nature of the load being driven. Positive values indicate an increasingly advanced timing from TDC.
the fuel can then be used to compute the density of the fuel.
mmunicate whether fuel shutoff 2 feedback position (if available) matches the commanded position, through the use of FMIs.
gas supply pressure measurement, use SPN 159 instead.
engine. The intent is that the rapid engine start take less time than a normal engine start, but the specific starting sequence will depend o
esents fully open. Typically, this fuel actuator is used to regulate low pressure natural gas flow rate, mixing into the air flow, which togeth
sed and 100% represents fully open. Typically, the turbocharger compressor bypass actuator is used to keep the engine out of surge by m
d and 100% represents bypass fully open. Typically, the compressor bypass is used to lower the compressor outlet pressure and/or intake
age. The actual fuel energy used to control the engine is the product of the gaseous fuel correction factor and the energy of the gas.
e a speed but the pattern is not matched. In this condition, the position of the crank has not been determined so injection is not enabled.
manifold on the right side as seen from the flywheel end of the engine.
manifold on the left side as seen from the flywheel end of the engine.
/ volume. The gas volume is defined for regular pressure and temperature conditions and is stated in terms of normal cubic meters. For t
efined in the SP "Engine Operating State" (SPN 3543). For the states in which time remaining is not applicable, use 65535 (FFFFh).
Temperature 1 to report the actual measured temperature of the manifold for engines requiring more than one exhaust temperature me
mmunicate whether fuel shutoff 1 feedback position (if available) matches the commanded position, through the use of FMIs.
alve 2, 7505 for Engine Fuel Valve 3 & 7506 for Engine Fuel Valve 4.
gh valve and 100% means maximum fuel flow through valve.
nt engine damage and extend component life. The engine is not ready to start.
resolution measurement. See SPN 3563 if high resolution is not needed.
dicate an increasingly advanced timing from TDC. See SPN 7355 for commanded ignition timing.
h the use of FMIs.
arting sequence will depend on the configuration of the engine control system.
nto the air flow, which together then come into the engine. Using the standard convention for determining the position. If only 2 actuator
the engine out of surge by metering compressed air (charge).
outlet pressure and/or intake manifold pressure during situations where too much boost is being generated by the turbocharger. Typicall
ed so injection is not enabled. The engine speed signal provides both engine speed and crankshaft location information to the engine cont
of normal cubic meters. For the purpose of measuring energy content in gaseous fuels, the normal conditions are defined to be 101.31 kP
e, use 65535 (FFFFh).
nformation to the engine control. A "Not OK" status may be caused by extra or missing teeth, gear runout, etc.
ns are defined to be 101.31 kPa and 0 degC as defined in ISO 10780:1994 - Stationary source emissions, Measurement of velocity and volu
more than two actuators are present, then left/front is #1 (SPN 633), left/rear is #2 (SPN 1244), right/front is #3 (SPN 7593) and right/rear
manifold back to the compressor intake, with the compressor bypass actuator and valve in place to regulate bypass flow.
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MODBUS PRODUCT LINK SETTINGS
Initial Slave Value
65535
PRODUCT LINK SETTINGS
Register Write Delay
0