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ABSTRACT
The purpose of this manual is to provide a basic understanding of the Detroit Diesel Electronic
Controls (DDEC) III Level II Bridge Control system and displays, and to detail their installation
in a marine vessel.
This manual describes the features and functions of the control system and also details the
installation and interface to the DDEC engines and marine transmissions. The
Level I Bridge Control system is covered in Appendix of this manual. The Level I supports only
one control station connected directly to the Marine Interface Module(s) (MIM). Engine and
transmission functions are controlled independently and are therefore not coordinated.
This manual is intended for those with an electrical background. A simple installation may require
a basic understanding of electrical circuits while a more comprehensive electrical/electronics
background is required to access all of DDEC’s capability.
TABLE OF CONTENTS
F4 DDEC II/2.5 TO DDEC III GEAR ACTUATOR UPGRADE ON DDEC II/2.5 SYSTEM ....... F-3
1 INTRODUCTION
The Detroit Diesel Electronic Control (DDEC®) III Level II Bridge Control system combines
the advantages of an advanced technological electronic fuel injection and control system with
the ability to control up to six control stations and as many as four engines. Additional engines
require additional control systems.
The DDEC III system optimizes control of critical engine functions which affect fuel economy,
and provides the capability to protect the engine from serious damage resulting from conditions
such as high engine temperatures or low oil pressure.
The Level II Bridge Control system supports up to six independent control stations located in
separate areas in the vessel and allows interrupt-free transfer among them. A panel-mounted
Electronic Display Module(s) (EDM) shows operational data including the status of the engines,
transmissions and bridge control system.
The DDEC bridge controls and displays are available for Series 60, 71, 92, 149, 2000, and 4000
engines.
1.1 FEATURES
The DDEC III Level II Bridge Control system provides the following features:
3 Seamless transfer of control from the active control station to any one of the additional
control stations
3 Control and synchronization of two to four engines
3 Two levels of idle, low idle and user idle
3 High engine speed shifting protection that allows forward motion to be stopped quickly
without damaging the transmission
3 Drag down prevention routine designed to prevent engine stall when changing gear
direction
3 Trolling gear control (optional)
A hand-held Diagnostic Data Reader (DDR) obtains fault codes, performs self-checks, collects
snapshot data, and reprograms certain features on the DDEC ECM. The DDR Marine Connector
is from Kent-More, P/N: J 38500-155.
Panel-mounted EDM(s) show operational data including status of the engines, transmissions
and bridge control system.
Figure 1-1 The DDEC III Level II Bridge Control System - Single Engine
Installation
2 SAFETY PRECAUTIONS
The following safety measures are essential when installing a Detroit Diesel engine equipped with
the DDEC III Level II Bridge Control system.
2.1 STANDS
Use safety stands in conjunction with hydraulic jacks or hoists. Do not rely on either the jack or
the hoist to carry the load.
2.2 GLASSES
Select appropriate safety glasses for the job. Safety glasses must be worn when using tools
such as hammers, chisels, pullers and punches.
2.3 WELDING
Consider the consequences of welding.
NOTICE:
When welding, the following must be done to avoid damage
to the electronic controls or the engine:
3 Both the positive (+) and negative (-) battery leads must be
disconnected before welding.
3 Ground cable must be in close proximity to welding location
- engine must never be used as a grounding point.
3 Welding on the engine or engine mounted components is
NEVER recommended.
Wear welding goggles and gloves when welding or using an acetylene torch.
To avoid injury from fire, check for fuel or oil leaks before
welding or carrying an open flame near the engine.
Insure that a metal shield separates the acetylene and oxygen which must be chained to a cart.
2.5 CLOTHING
Wear work clothing that fits and is in good repair. Work shoes must be sturdy and rough-soled.
Bare feet, sandals or sneakers are not acceptable foot wear when installing an engine.
2.7 AIR
Use proper shielding to protect everyone in the work area.
Fluids under pressure can have enough force to penetrate the skin.
These fluids can infect a minor cut or opening in the skin. See a doctor at once, if injured by
escaping fluid. Serious infection or reaction can result without immediate medical treatment.
2.9 BATTERIES
Electrical storage batteries give off highly flammable hydrogen gas when charging and continue
to do so for some time after receiving a steady charge.
Always disconnect the battery cable before working on the Detroit Diesel Electronic Controls
system.
2.10 FIRE
Keep a charged fire extinguisher within reach. Be sure you have the correct type of extinguisher for
the situation. The correct fire extinguisher types for specific working environments are listed in .
The vehicle operator must maintain control of the vehicle while an assistant performs the
diagnostic evaluations.
The vehicle operator must maintain control of the vehicle while an assistant performs the
diagnostic evaluations.
2.13 PAINT
NOTICE:
Do not apply paint to the ECM or EFC. The application of paint
may affect the performance of the ECM and EFC.
Mask off the ECM and EFC, prior to applying any paint.
A potential hazard may occur if these components are raised to a temperature above 600F (316C)
(in a fire for example). Fluoroelastomer will decompose (indicated by charring or the appearance
of a black, sticky mass) and produce hydrofluoric acid. This acid is extremely corrosive and, if
touched by bare skin, may cause severe burns (the symptoms could be delayed for several hours).
Interlock switches may include but are not limited to the following:
3 Parking brake
3 Transmission state - in neutral (PTO pump) or engaged (midship pump)
3 Pump mechanically engaged
3 SYSTEM OVERVIEW
The DDEC III Level II Bridge Control system supports up to six independent control stations
located in separate areas in the vessel and allows interrupt-free transfer among them. The DDEC
III Level II Bridge Control system is situated in two locations, the control station and the engine
room.
The CSIM ( P/N: 23517552) is the main junction box at each control station (see Figure 3-1). The
CSIM performs several different functions as follows:
3 Translates the information from the analog control heads into digital information, which is
placed on the data bus for other modules to use.
3 Transfers data to and from the EDMs, and the control button panel.
There is only one version of the CSIM, and it can interface with all varieties of controls heads and
button panels.
The CSIM stores the idle and maximum speed throttle analog to digital (A/D) values. These A/D
converter values are for the idle and full throttle of the throttle potentiometer position. For single
lever control heads, separate values are stored for the "ahead" and "astern" directions of the
throttle lever movement. Only forward throttle lever values are stored for dual lever control heads.
NOTICE:
It is important to turn off the ignition key for thirty seconds following
throttle training so the new values can be stored in the CSIM.
When the ignition key is turned on, the Engine Room Interface Module (ERIM) polls all the
CSIMs connected to it and obtains the minimum and maximum throttle lever position values.
These values are stored in ERIM temporary memory for use during the ignition cycle. The
ERIM microprocessor uses these values to interpret the throttle position transmitted by the CSIM
during normal operation.
The CBPs are used to activate various functions available to the user. The functions available
include the following:
3 Station Active
3 Sync
3 Low Idle
3 Troll
3 Engine Overload Override
The STATION ACTIVE button transfers engine control to the station where the button was
activated if all the criteria for station transfer are satisfied. The exception occurs when station
lockout is enabled at another station.
The SYNC button signals the ERIM to send a common speed command to both the port and
the starboard engines.
The LO IDLE button signals the engines to run at the lowest possible idle speed. This speed is
determined by the calibration of the engine. This command will affect both the port and the
starboard engines simultaneously.
The TROLL button will command the engines to a predetermined speed and enable the trolling
actuator. The throttle lever will now actuate the trolling valve, instead of the engine speed.
The ENG OVR button will allow the user to override an engine overload condition for a short
period of time. This time is determined by timers within the engine controller, and is not user
adjustable. This feature is only available on engines equipped with the overload protection.
The buttons available for each control panel are listed in Table 3-1.
Station Overload
Panel Sync Low Idle Troll
Active Override
Five button X X X X X
Four button X X X -- X
Three button X X X -- --
Table 3-1 Buttons Available for Three, Four, and Five Button Control Panels
The various styles of button panels can be seen in the following illustration (see Figure 3-2).
Control heads come in two different styles. There are the Standard style heads (see Figure 3-3)
and the Slimline control heads (see Figure 3-4).
The EBCPs are used to control both the throttles and gears of up to two engines and transmissions
in the event that the main control system is not fully operational. Installations with more than
two engines require two EBCPs. There are several different versions of panels, but they all
include one main backup switch with a protective cover, and at least one electrical potentiometer
used to control engine speed. Other versions include an additional throttle potentiometer (for
another engine) and toggle switches to control gear direction. The different versions available
are (see Figure 3-5):
3 EBCP dual engine with gear toggles
3 EBCP single engine with gear toggle
3 EBCP dual engine without gear toggles
3 EBCP single engine without gear toggle
The EDM is an information display. Each EDM conveys information about only one engine and
transmission, and control station information. Specific information is constantly displayed on the
front of the EDM (see Figure 3-6). This information is listed in Table 3-4.
The EDM can also display other information about the engine and controls system upon request.
Instructions for this can be found in the EDM section of this manual. Several features are
programmable through the EDM, including, but not limited to: gear pressure alarms and two
maintenance reminders. The full listing is available in the section about EDMs.
The EDM is weatherproof, so it can be mounted either on the inside or the outside of the vessel.
The EDM is wired to be powered all of the time. The EDM is in "sleep mode" when the data bus
is inactive (i.e. the ignition is off) but "wakes up" and displays current data when there is activity
on the data bus. When the system is in "backup" mode, the EDMs will continue to display data.
The ERIM, P/N: 23517868, is the master module in the marine control system (see Figure 3-7).
The ERIM is designed to handle up to two engine/transmission packages at any one time. Three
and four engine installations require an additional ERIM.
The MIM is an engine mounted module designed to make all of the necessary connections to the
ECM. The MIM also receives data from the marine gear sensors (oil temperature and oil pressure)
and places this information on the data link for the other modules to use. The MIM has the
software and processing for the Local Control Panel. There is also a Check Engine Light (CEL), a
Stop Engine Light (SEL), and an Ignition Light on the face of the MIM (see Figure 3-8).
Actuators are devices which translate the commands from the ERIM into rotational motion at the
gear shift lever. The actuator is attached to the directional lever on the marine gear via a push/pull
cable. When the command from the ERIM is transmitted, the actuator will move accordingly.
The actuator follows the motion of the lever.
NOTICE:
The actuator is a 24 Volt ONLY device!
The part numbers are listed in Table 3-5. The following illustration shows the backup gear
actuator (see Figure 3-9).
The EGIM, P/N: 23519500, directs ERIM shift commands to electric shift transmissions (see
Figure 3-10). The EGIM is a 12/24 volt device with its own backup.
The EBPM P/N: 23519569, supplies power to the electric backup actuators while in emergency
backup mode (see Figure 3-11).
Electrical connections are made to the ERIM (for the command signals), and to the battery (for
actuator power). The EBPM is mounted in the engine room, close to the emergency backup
actuators. Since this module also provides power to operate the actuators, it must be located close
to a battery source.
The LCP, P/N: 23519570, is designed to be mounted in the engine room next to the engine. The
LCP provides throttle control to a technician working on the engine, while preventing shifting
of the transmission. The LCP has a six foot long pigtail harness. This pigtail will attach to
another pigtail on the MIM to ERIM harness. This panel is designed for diagnostic purposes
only (see Figure 3-12).
4 FEATURES
The DDEC III Level II Bridge Control system provides the following standard features:
3 Seamless transfer of control from the active control station to any one of the additional
control stations (up to five)
3 Control and synchronization of two to four engines
3 Two levels of idle, low idle and user idle
3 Drag down prevention routine designed to prevent engine stall when changing gear
direction
3 High engine speed shifting protection that allows forward motion to be stopped quickly
without damaging the transmission
The first three features are reached using the Control Button Panel (CBP) and are available on
the three, four and five Control Button Panels (see Figure 4-1).
Engine overload protection that maintains acceleration performance while protecting engine
durability is provided for some DDEC III engines. This feature is available on the four or five
CBP (see Figure 4-2).
NOTE:
All engines must be running and at normal operating temperature.
1. Put the throttle levers in the idle position and the transmission in neutral.
2. Press and hold the LO IDLE button. After two seconds, the LO IDLE lamp will start
flashing.
3. Engine speed will start to increase at a slow rate. Speed will slowly cycle between the low
idle RPM and 750 RPM. The speed will continue to cycle until the button is released.
4. Release the LO IDLE button when the engine(s) reaches the desired user idle speed. The
control system has now learned this speed and will return to it whenever the throttle levers
are at minimum and the LO IDLE lamp is off.
NOTE:
Engine RPM is limited upon exiting Troll mode until transmission oil pressure rises to
an acceptable level.
NOTICE:
Running in an overloaded condition may adversely
effect engine life.
Engine overload protection prohibits operation above the normal propeller load curve for
prolonged periods of time. This maintains acceleration performance while protecting engine
durability. The overload feature will not activate under normal operation, but may activate when
running on only one engine in multi-engine vessels, when one or more injector fails, when debris
tangles in the propeller, etc.
An audible warning sounds and a warning message is displayed on the EDM(s) when engine
output exceeds the maximum allowed torque curve for more than one minute. After two
additional minutes, the Check Engine Light (CEL) illuminates and code 58 is displayed. The
engine output will ramp down to the maximum allowed torque curve. Pressing and releasing the
ENG OVR button at the active control station restores full power for two minutes followed by
another ramp down. See Figure 4-3.
4.8 NEUTRAL/IDLE
Pressing and holding the STATION ACTIVE button for more than two seconds commands the
transmission(s) to neutral and the engine(s) to idle.
NOTICE:
Transmission shifts above the recommended RPM may
damage the transmission.
This feature is designed to allow forward motion to be stopped as quickly as possible without
damaging the transmission. Should the captain maintain throttle position but reverse the
transmission direction, the ERIM immediately commands the engine(s) below 800 RPM and the
transmission(s) to neutral. Once the engine speed drops below 800 RPM, the ERIM commands
the transmission to shift, waits an additional 0.4 seconds, and then commands the engine to return
to the speed corresponding to the throttle lever position.
1. The ERIM will immediately shift to neutral and set speed at idle.
2. The ERIM simultaneously commands the shift actuator to move to astern and commands
the engine speed to 750 RPM, 0.4 seconds after the engine speed drops below 800 RPM.
3. The speed ramps up at a 800 RPM/second rate to the target speed of 750 RPM. The engine
will stay running due to the additional torque available at 750 RPM.
4. After 3.2 seconds at 750 RPM, the ERIM will again command the engine to go to idle
RPM. By this time the vessel has essentially stopped in the water and there will be little
back-torque on the propeller.
5 CONTROL SYSTEM
Understanding the purpose and operation of each system module is helpful, when checking a
system after installation. This section provides information on some of the internal workings of
the system components. The major components are:
3 Control Station Interface Module (CSIM)
3 Engine Room Interface Module (ERIM)
3 Marine Interface Module (MIM)
3 Gear Actuator, Troll Actuator and Backup Actuator
3 Electronic Gear Interface Module (EGIM)
There are two distinct data bus (J 1708) signals in the system (see Figure 5-1). The control system
data bus, and the engine data bus. The control system data bus carries all of the information about
the control system between the controlling marine modules. The engine data link carries all of the
engine data. The other systems will still function.
The Control Button Panel (CBP) connects to the CSIM. See Figure 5-3. When the buttons on the
control panel are pressed, the switches in the panel produce a ground (0 volts) signal to the control
panel button interface circuit located in the CSIM.
The control panel circuitry also contains LED Drivers. The CSIM microprocessor receives
commands from the ERIM microprocessor. The CSIM microprocessor interprets these commands
and activates the appropriate LED drivers to illuminate the control panel LEDs. These LEDs
inform the captain when the various modes are active. The drivers have been designed to provide
current for LED devices only.
The clutch head connects to the CSIM. See Figure 5-3 The clutch head contains micro switches
that make and break as the levers are moved. The resulting high and low signals enter the clutch
head interface connector. From the clutch head interface the signal enters the CSIM input
multiplexer. The CSIM microprocessor continuously reports the status of the clutch head lever to
the ERIM via the control data link. The ERIM microprocessor monitors the status of the clutch
inputs and makes control decisions based on this information.
The throttle heads are connected to the CSIM. The throttle heads contain a potentiometer attached
to each lever that varies DC voltage. From the throttle interface, the signal enters the Analog to
Digital Converter (A/D) and is converted from an analog voltage level to a digital value. This
digital value is read by the CSIM microprocessor and sent to the ERIM via the control data link.
This information is used by the ERIM to provide throttle request to the engine.
The Electronic Display Module (EDM)s attach to the CSIM. See Figure 5-3 Each CSIM controls
up to two EDMs. The CSIM provides power to operate serial data link connections and the
EDMs. The serial data link wires pass through the CSIM through the ERIM connector and run
directly to the EDM.
The EDM displays information from both the control system data link and the engine data link.
The wire harness from the ERIM connects to the CSIM using this connector. See Figure 5-3 This
connector routes wires for several functions, including:
3 Power for the CSIM
3 Control system data link
3 Engine data links
3 Engine ignition signals (master station only)
At the master control station, the ERIM connector accepts ignition wires from the ignition
switches. The ignition wires do not provide power to any module, rather they are a signal for the
ECM, MIM, and ERIM to power up. The microprocessors in these modules monitor the ignition
signals for ignition voltage and turn on when they are present.
An Emergency Backup Control Panel (EBCP) is also connected to the CSIM harness (master
station only). See Figure 5-3. There are two versions of the EBCP for both single and dual engine
installations. Both provide the switch to enter backup mode and throttle controls for the engine(s).
The second version adds toggle switch(es) for transmission control.
In backup mode, throttle voltage signals from the EBCP are relayed directly to the ECM via the
ERIM and MIM. In backup mode, the ECM responds to the analog voltage throttle request from
the EBCP rather than the frequency value from ERIM.
The CSIM contains nonvolatile memory for calibration and operational parameter storage. The
stored information is used by the microprocessors in operating the control modes of the system.
The CSIM stores the idle and maximum speed throttle A/D values. These A/D converter values
are for the idle position and the full throttle position of the throttle potentiometers. Separate
values are stored for the ahead and astern directions of the throttle lever movement for single lever
control heads. Only forward throttle lever values are stored for dual lever control heads.
The CSIM differentiates between single and dual lever control heads by determining whether or
not the gear shift is in neutral during the "train the throttle levers" routine normally done during
the dockside checkout. A single lever control head will be in ahead during the ahead throttle
training, and in astern during astern training. A dual lever control head will be in neutral during
throttle training. If the throttles are not trained, the following results may occur.
3 The engine(s) may not achieve no-load full throttle RPM.
When the ignition key is turned on, the ERIM polls all the CSIMs connected to it and obtains the
minimum and maximum throttle lever position values. They are stored in ERIM Random Access
Memory (RAM) for use during that ignition cycle. The ERIM microprocessor uses these values
to interpret the throttle position transmitted to it by the CSIM during normal operation.
NOTE:
It is important to turn off the ignition key for thirty seconds following throttle training so the
new values can be stored in the CSIM.
The CSIM contains a set of DC relay contacts which close when the station becomes active.
These contacts may be used by other instruments at the control station to indicate active operation.
The contacts are available on pins 7 and 8 of the Gear Control Head Connector on the CSIM and
are capable of handling up to 1 A @ 24 VDC.
The five secondary control station connectors are identical. The master control station connector
additionally contains the ignition wires. Each control station connector has its own control
data transceiver which sends and receives control data. These transceivers interface the ERIM
microprocessor to the serial control data links which run to each CSIM. Since each link is
independent of the others, a failure in one control link will not affect the function of the others.
Power, ground, and data links are provided to each CSIM through these connectors. Power to
each CSIM is protected with internal self resetting thermal switches.
These connectors interface to gear actuators or EGIMs for the port and starboard marine
gears. They provide power and the control signals (data link) to the gear actuators. The ERIM
microprocessor controls these signals based on commands from the captain and logic in the
software program. The ERIM microprocessor sends these signals via a control data transceiver to
the Port and Starboard Gear Interface circuits.
The actuators and the EGIMs provide the ERIM with positional feedback. This data tells the
ERIM microprocessor the gear actuator position. With this data, the ERIM makes gear actuator
control decisions.
Connections are made here only if there is a troll actuator system fitted to the marine gears.
These connectors interface to troll actuators for the port and starboard trolling gears. The ERIM
microprocessor controls these signals based on commands from the captain and logic in the
software program. The ERIM microprocessor sends these signals via a control data transceiver to
the Port and Starboard Troll actuators.
The troll actuator(s) provide the ERIM with positional feedback. This data tells the ERIM
microprocessor the troll actuator position. With this data, the ERIM makes troll actuator control
decisions.
This connector carries signals to and from the engine-mounted ECMs via the MIMs. These
signals include:
3 Normal mode throttle signal (Frequency throttle)
3 Backup mode throttle signal (analog voltage)
3 Ignition signal
3 Engine speed signal (Tach Drive)
3 Engine overload override signal
3 Engine data link
3 Throttle select Primary/Backup (Sync Enable)
In the normal mode, the ERIM controls engine speed via the Frequency throttle and the Sync
Enable wire. It does this by grounding Sync Enable which instructs the ECM to respond to throttle
commands from the Frequency throttle input. The ERIM produces the frequency throttle signal
which is a variable frequency square wave. When the captain commands an increase in engine
speed, the ERIM increases the throttle frequency. The ECM responds to the higher frequency by
increasing the fuel injector pulse width signal to deliver more fuel.
In the backup mode, the ERIM removes the ground from the Sync Enable line which tells the
ECM to respond to the engine speed command from the backup throttle potentiometer input. The
backup throttle potentiometer signal is an analog voltage between 0 and 5 VDC. It is obtained
directly from the potentiometer in the backup panel at the master control station.
This connector also supplies ignition to the ECM, and carries the ECM data link to the ERIM
microprocessor. The ERIM microprocessor communicates on this link via the data transceiver
circuit.
This connector contains wires from the control data transceiver. These wires form a control
data link which enables the ERIM microprocessor to communicate with a second ERIM
microprocessor. This arrangement links two ERIMs together to control three or four engines
simultaneously.
The Diagnostic Data Reader (DDR) connects here to read the diagnostic information sent from the
ERIM microprocessor. The DDR data transceiver converts data from the ERIM microprocessor
to the J1587 format recognized by the DDR. This port transmits control station information
only, not engine information.
5.2.7 PC CONNECTOR
The ERIM contains both volatile (temporary) and nonvolatile (permanent) memory for calibration
and operational parameter storage. The stored information is used by the microprocessors in
operating the control modes of the system. The ERIM stores the following parameters:
3 Idle and Maximum Speed Throttle A/D Values
3 User Idle Speed
3 Maximum Troll Engine Speed
3 Troll Speed
3 Transmission Pressure Switch Point
3 Bow Thruster Engine Speed
3 Engine Minimum and Maximum Speeds
3 Idle and Maximum Speed Throttle A/D Values
These A/D converter values are for the idle position and the full throttle position of the throttle
potentiometers for all the attached CSIMs. These values are transmitted to the ERIM and stored
right after the ignition key is turned on. This way the ERIM always receives the values that are
currently in the CSIMs. If a CSIM is replaced, its throttles must be re-trained. The numbers in
the ERIM will no longer be correct unless the new ones are obtained. By polling each CSIM
every time the ignition key is turned on, the numbers in the ERIM and in the individual CSIMs
always match.
This is the speed that the captain has chosen to be the normal idle speed of the engines. The same
value applies to both engines if two engines are attached to the ERIM. The value is set using the
"User Idle Speed Adjustment" routine described in the Dockside Checkout procedure.
This value limits the maximum speed of the engine when in the troll mode. It is set with an EDM
by using the "Train ERIM Max Troll Engine Speed" routine in the EDM Programming Choices
menu. This speed should match the transmission manufacturers recommendations.
Troll Speed
This is the engine speed that the ERIM will command when the troll button is pressed and the
system runs in the troll mode. It is set using the "troll speed adjustment" routine in the EDM
programming choices menu.
These values set the transmission oil pressure at which the ERIM will inhibit throttle-up when
exiting troll mode. These values are not used if there is not a troll system attached to the ERIM.
These values are set with an EDM by using the "Transmission Oil Pressure Alarm Setpoint"
routine in the EDM programming choices menu.
This is the speed at which an engine will run when a hydraulic pump is attached to the engine
for providing pressure for a bow thruster. This is typically used only on three and four engine
vessels. The speed is set with an EDM by using the "Train Bow Thruster RPM" routine in the
EDM Programming Choices menu as described in the Dockside Checkout.
These parameters are the values of the low idle speed and the maximum running speed of the
engines. The values are transmitted to the ERIM from the ECM during the ignition cycle. This
assures that if the calibration is ever changed for different minimum and maximum speeds, the
ERIM stored data will match that of the ECMs.
Parameters 2 through 7 can be read with an EDM by entering the Control System Display Choices
and Programming Choices menus. Engine Maximum and Minimum Speeds (value #7) can be
read with a DDR connected to a MIM or ERIM.
The MIM has three Light Emitting Diodes (LED) and a diagnostic connector for trouble shooting
purposes (see Figure 5-5). The Ignition LED indicates that the MIM has ignition. The Check
Engine Light (CEL) and Stop Engine Light (SEL) wires from the ECM(s) are monitored by the
MIM, which lights the LED indicators in response to the state of these signals. On engines with
more than one ECM, the CEL and SEL will illuminate when any of the ECMs have an active
code. The hand held Diagnostic Data Reader (DDR), which plugs into the MIM diagnostic
connector, may be used to determine which ECM is broadcasting the fault. The DDR may also be
used to monitor parameters on the serial data link.
The wire harness from the master ECM attaches here. An optional external warning device, and
the marine transmission sensors also connect here (see Figure 5-6).
The receiver ECM(s) on a multi-ECM engine connect here. This harness carries control and
power wires to the ECM(s) (see Figure 5-6).
The cable from the ERIM attaches here and carries all the signals that travel between the control
system and the ECM. All of these signals are passed through the MIM, with the wire junction
points located on the MIM circuit board. The Local Control Panel (LCP) also pigtails into this
connector (see Figure 5-6).
The DDR plugs into this connector for use in monitoring the ECM(s). The engine serial data link
connection is made here, with power for the DDR provided by the MIM (see Figure 5-6).
The power connector attaches power and ground wires from the battery source designated for the
ECM(s). The connector provides power to the MIM and attached ECM(s).
The Marine Gear contains a Gear Pressure Sensor, a Gear Pressure Switch, and a Gear
Temperature Sensor. The two sensors are connected into the Marine Engine Control System for
informational and system protection functions. The switch is normally closed (when in neutral)
and is open when in gear (high pressure). It is used by the DDEC and MDEC marine control
systems and the MDEC governor.
If the marine control system is configured for a pressure switch and the switch is not installed,
the gear will not engage. The governor is programmed to only allow the engine to operate in
half-engine while the gear is in neutral. If no switch is used, the controls will think the engine
is in gear and never operate in half-engine.
The part numbers for the Gear Temperature and Pressure Sensors are listed in Table 5-3.
See Figure 5-7 for the part numbers and length of the Marine Gear Sensor Harnesses.
Neutral Indication
DDEC III Gear Actuators contain an internal micro switch offering normally open and normally
closed contacts. The X are rated to 200 mA of current. Access to the switch is gained through the
connector on the actuator using harness, SK 11378.
The DDEC III EGIM used for electric shift gears does not offer a dedicated neutral indicator for
use by external systems. Normally an independent pressure switch may be used in the marine gear.
If using the solenoid drive outputs of the EGIM is required by other systems, an interface device
must be built to isolate the EGIM from the external systems. See Figure 5-8for the recommended
configuration for obtaining a neutral signal if a neutral switch is not available on the transmission.
5.4 ACTUATORS
The actuator is an electromechanical device which receives electrical signals and translates
the signal to mechanical motion. The rotational motion is used to mechanically actuate the
transmission. There are three types of actuators used in the control system: marine gear clutch
actuator, backup actuator, and troll actuator.
NOTE:
All DDEC III actuators require 24 volts. Converters are required for 12 volt systems.
The actuators get information from the Engine Room Interface Module (ERIM) from the data line
or from the GEAR1 (G1) and GEAR2 (G2) signals.
Information from the data line is carried over the data bus and interpreted by the gear actuator.
The position feedback is sent back to the ERIM on the same data bus.
Information is also sent to the actuator via the G1 and G2 signals as listed in Table 5-4.
The G1 and G2 signals are logic high and low signals. The G1 and G2 are only used in the backup
mode. The logic associated with the G1 and G2 while in backup mode is listed in Table 5-5.
The gear actuator is an electromechanical device which receives signals from the ERIM and
translates the signal to rotational motion. This information is carried over the data link, and is
a complete closed loop system. There are range position switches in the gear actuator which
provide the position feedback. If the position switches are not operational, a code will display
on the EDM, and the actuator will operate at a reduced speed. There will be no loss of force
under these conditions.
The gear actuator is an intelligent device. The gear actuator is constantly sending signals
concerning its location to the ERIM. The ERIM then knows if the actuator has not traveled far
enough to properly engage the marine gear selector valve. If the actuator experiences a higher
than normal load, code 339 will be displayed on the EDM. If a cable is binding, and the actuator
cannot achieve the maximum travel, another code will display on the EDM.
NOTICE:
Correct installation of the push-pull cable is required for proper
operation of the gear actuator. The gear actuator is equipped with
dry contacts which close when the actuator is in a neutral position.
A push-pull cable is connected to the output arm attached to the gear actuator shaft. The other end
of the push-pull cable is fastened to the selector valve on the marine transmission.
The ERIM attaches to the actuator and provides power, ground and control signals through
this connector. The control signals are sent and received over the control data link. The clutch
actuator assembly consists of a backup solenoid, and a stepper motor that moves the transmission
shift lever by use of a linear cable.
The backup actuator is used to take over the actuation of the gear selector valve in the event that
the primary gear actuator does not function properly. The backup gear actuator operates on
the G1 and G2 logic. The backup gear actuator is mechanically connected to the primary gear
actuator via a solid rod between the backup gear actuator arm and the backup arm on the primary
actuator. See Figure 5-9.
Gear Position G1 G2
AHEAD high* low†
NEUTRAL (fault) high* high*
NEUTRAL (normal) low† low†
ASTERN low† high*
* high = +12/24 Volts DC, IGN
† low = 0 Volts, Ground
The EBPM attaches to the actuator and provides power, ground and G1/G2 signals through this
connector. The G1/G2 signals originate at the EBCP, and are passed through the ERIM and
EBPM to the backup gear actuators.
The troll actuator is an optional actuator on vessels equipped with trolling valve equipped
transmissions. The ERIM recognizes that there is a troll actuator present when the troll actuator is
plugged into the ERIM. The troll actuator receives commands from the ERIM via the data bus.
There are range position switches in the troll actuator which provide feedback. The troll actuator
is attached to the trolling valve on the marine gear via a push pull type cable. When the troll
button is pressed, troll mode is activated and several events occur:
3 The engine rpm goes to a predetermined speed. This speed is programmed through the
EDM.
3 The throttle lever now controls the motion of the troll actuator. The troll actuator tracks
the motion of the throttle lever. Minimum throttle position results in maximum slip and
maximum throttle position results in minimum slip.
NOTE:
When exiting troll mode, the engine RPM will be limited until the transmission builds up
enough oil pressure in the clutch plates to achieve full lockup in the clutch. The system
determines this pressure via the pressure sensor mounted on the valve.
The ERIM attaches to the actuator and provides power, ground and control signals through this
connector. The control signals are sent and received over the control data link.
The transmission output shaft speed sensor connects to the actuator assembly here. The shaft
sensor is a Hall Effect device that senses the eight magnets on the shaft speed ring. The sensor
pulses are filtered and detected by the interface circuit in the troll actuator, and fed to the ERIM
microprocessor.
DDEC III gear actuators require a 24 volt supply for operation. A vessel does not have to be
completely wired for 24 volts, a voltage converter is required. The 24 volt output must be
connected to the battery power 1/4 in. lugs on the ERIM and EBPM (if used). See Figure5-10.
Systems using electric shift (EGIM) instead of actuators may not require 24 volts. The limitation
in this case is the electrical requirements of the shift solenoids in the marine gear. If the solenoids
will operate using 12 volts, then the entire system will run using 12 volts.
The ERIM attaches to the Engine Room Interface Module and provides power, ground and control
signals through the Engine Room Interface Module connector.
The ERIM control signals for the EGIM backup interface are G1 and G2. The commanded
position according to the state of the signals is listed in Table 5-7.
GEAR POSITION G1 G2
AHEAD high* low†
NEUTRAL (fault) high* high*
NEUTRAL (normal) low† low†
ASTERN low† high*
* high = +12/24 Volts DC, IGN
† low = 0 Volts, Ground
This section describes operation and programming of the Electronic Display Module (EDM) for
the DDEC III Electronic Bridge Control Level II system.
The EDM displays additional information and instruction in the text window. The messages scroll
through the window. When an item is selected for a view, the value of that item, e. g., engine
hours, remains stationary in the text window.
6.1.2 KEYPAD
The six buttons on the keypad permit access to information and features as follows:
Accesses features and information in four separate menus. Pressing it causes the
headings of the four menus to scroll through the text window. The menu button also
exits any sub-menu and return the text window display to the main menu level.
Skips to the next choice in any menu, providing a "fast forward" feature. In the
programming mode, it adjusts the setting of several user-programmable features.
Permits exit from any level of menu to the next higher level. Pressing clear
while in the main menu clears the text window entirely. When a diagnostic
message is in the window, this button clears the message. In the programming
mode, Clear allows backing up from an unintended step.
Turns on the back lighting for night operation. There are four levels of intensity.
Each press of the button decreases intensity until reaching the fifth (off) level.
One more press of the button returns the intensity to the maximum. Light is
also used to decrease settings in the programming mode.
6.1.3 MENUS
Pressing the MENU button causes the four main menu choices to scroll through the text window.
Pressing SELECT on any choice scrolls the items in that menu through the text window. A
description of the four main menus follows:
This menu contains 13 items involving engine operation. The data comes from the ECM and the
available items are shown in the first column of Figure 6-2.
There are up to 16 items in this menu. The information comes from the ERIM and the available
parameters are shown in the second column of Figure 6-2.
Programming Choices
This menu contains up to 21 items, four of which are set by the technician during the initial
dockside checks. They include alarm set points and special operating speeds that are locked from
being changed after 20 hours of operation. Refer to the third column of Figure 6-2 for these items.
This menu reviews diagnostic code information for the engine, transmission and control system
which the EDM stores for later recall. The code categories are shown in the fourth column of
the next illustration (see Figure 6-2).
NOTE:
If the EDM is operating as a service replacement with some earlier levels of control
system, several menu items in the CONTROL SYSTEM DISPLAY CHOICES,
PROGRAMMING CHOICES and HISTORIC DIAGNOSTIC CODES menus will not
display.
Each EDM has a 90 dB internal alarm that sounds whenever the EDM displays a code. There is
also an internal alarm relay that closes contacts when the alarm sounds. These contacts are rated
at 2 amps and may be wired to an external alarm circuit (see Figure 6-3).
The trip hours and trip fuel used are located in the ENGINE DISPLAY CHOICES menu, and
reset to zero in the PROGRAMMING CHOICES menu.
When RESET TRIP HOURS or RESET TRIP FUEL USED scroll through the text window,
press SELECT to choose the desired item.
The word SURE??? will appear in the window. If certain of this action, press SELECT to reset
the quantity to zero. Otherwise press CLEAR to go on to the next item.
When ENGLISH/METRIC DISPLAY MODES scrolls through the window, press SELECT.
The current selection will appear. Pressing SCROLL changes to the other choice.
After selecting the desired mode, press SELECT and the EDM will always display that system of
units. If no change in choice is desired, press CLEAR.
Press SELECT when TEXT SCROLL SPEED appears in the text window.
Three choices of scroll speed are available: fast, normal and slow. Press SCROLL until the
desired speed appears, then press SELECT to choose it.
When viewing an item in the ENGINE DISPLAY CHOICES or CONTROL SYSTEM DISPLAY
CHOICES menus, the title of the item scrolls through the window every five seconds. This
provides a reminder of what is being viewed.
This reminder may be turned off by selecting the item when it scrolls through the window.
Change INREM ON to REM OFF by pressing the SCROLL button followed by SELECT
to make the choice.
Press SELECT when ALARM OUTPUT LEVEL appears in the text window.
Four levels of loudness are available in the EDM. Pressing SCROLL cycles through the loudness
levels and allows selection to the level matching the conditions at the control station.
The EDM produces a beep each time a button is pressed, but may be disabled.
Press SELECT when BEEP FEEDBACK appears in the text window.
The message will read either BEEP OFF or BEEP ON. Press SCROLL to choose the desired
message, followed by SELECT to make the choice.
The service technician uses these programming features when making a service replacement or
adding an additional control station. Any other EDM attached to the same engine will teach the
new unit all the programmed levels, avoiding lengthy manual programming.
The other items in the PROGRAMMING CHOICES menu allow viewing of the set points for the
maximum troll engine speed, the transmission oil pressure alarm, the transmission oil temperature
alarm, and the bow thruster engine speed.
Press SELECT when the desired item scrolls by and the set point will briefly display.
NOTICE:
DO NOT run the TRAIN NEW EDMs item in the PROGRAMMING
CHOICES menu until the EDMs at the "training" control station
are programmed. The TRAIN NEW EDMs feature can be used
only within the first twenty hours of EDM operation. EDMs
accumulate time whenever they are powered up. After twenty
hours each EDM must be programmed individually.
Select one EDM to be the "trainer" once the EDMs are mounted and connected at each control
station. Program the "trainer" EDM as follows:
NOTICE:
Turn the engine ignition switch "ON" to program the trainer
EDM but DO NOT START the engine.
1. Turn on the engine ignition switch for one engine at a time. The EDM for that engine
will power up.
2. Make certain that the engine temperature and battery volts display on the EDM after 10
seconds. Other data will also appear. Repeat this step for each engine in the vessel.
3. Activate a control station by pressing the control station STATION ACTIVE button.
Observe that the control station number and gear direction status appear on the EDM
panel. Check this at all EDM locations on the vessel.
4. Go to a station in the vessel which has an EDM for each engine in the vessel. Here you
will program the minimum transmission oil pressure and maximum transmission oil
temperature. The default values are listed in Table 6-1.
NOTE:
This procedure must be performed on each EDM at this station.
NOTE:
Be certain that the temperature and pressure alarm values are those the transmission
manufacturer recommends. When the EDM has been powered up for less than 20 hours,
it may be programmed and reprogrammed as many times as needed to get the alarm
points correct. However, after 20 hours of operation the values lock in and cannot be
reprogrammed. If the EDM has not been programmed before the 20 hour limit, it can
still program these alarm values, but only one time. Once they are set, they cannot
be changed again.
Parameter Default Value
Set point 1 100 psi @ 1000 rpm
Oil Pressure
Set point 1 150 psi @ 1500 rpm
Oil Temperature -- 195F
If the vessel is equipped with the trolling valve control option, the maximum trolling engine speed
must be set. If the vessel is not equipped with the trolling valve control feature, the EDM will
not display this choice in the menu; proceed to section section , "Training Bow Thruster RPM,"
or section , "Training the EDMs."
NOTE:
Before proceeding, be certain that that the maximum trolling engine speed value
matches the transmission manufacturer’s recommended value.
This next procedure is only necessary for a vessel equipped with a bow thruster hydraulic pump
driven by a center engine of a triple or quad engine powertrain. A vessel with more than two
engines requires two ERIMs connected in tandem. The following steps use the EDM to program
the bow thruster operation.
NOTE:
Before proceeding, be certain that that the bow thruster engine speed value matches the
transmission manufacturer’s recommended value.
6. The next sub menu item will scroll through the window. Repeat steps a and b once the
correct value is set. When completing this step, the EDM will transmit the value to the
ERIM for use during trolling operation.
7. The EDMs at this control station are programmed. All of the EDMs at the additional
stations are ready to be trained from this station. Refer to section “Training the EDMs”
for the procedure used to train the EDMs.
NOTE:
If the vessel has only one EDM per engine, this procedure is not necessary.
3. If the vessel has more then one EDM per engine and at least one EDM has not been
replaced, the procedure in section may be used to train any number of newly installed
EDMs from existing EDMs for that engine. If only one EDM per engine is installed, then
it must be programmed using the procedure starting in section 6.3.1.
Menu items 1 and 2 are used to turn on the maintenance reminders, as they come disabled from
the factory. These items are located in the Programming Choices menu, immediately following
the OIL TEMPERATURE ALARM SETPOINT item (see Figure 6-2).
When a maintenance reminder is turned on, it initially uses the factory default setting of 200
hours. If a different interval is desired, this is accomplished via the RESET MAINT REMINDER
items located near the top of the Programming Choices menu, immediately following RESET
TRIP FUEL USED.
The two items located in the Engine Display Choices menu are:
1. MAINT REMINDER A TIME
2. MAINT REMINDER B TIME
These items are located near the bottom of the Engine Display Choices menu immediately
following the TOTAL FUEL USED item. These two items display the time remaining in the
maintenance reminder intervals. When either maintenance reminder is disabled, the number of
engine hours remaining for that reminder will display as N/A.
To enable and program the maintenance reminders, the EDM must be connected to an operating
DDEC III ECM with the data bus active. The engine does not have to be actually running.
1. Enter the PROGRAMMING CHOICES menu by pressing the MENU button.
2. Press the SCROLL button.
3. Press SELECT when PROGRAMMING CHOICES menu appears.
4. Scroll down to the SETUP MAINT REMINDER A or B and press SELECT.
5. Next, the Enable/Disable item, which is set to Disabled by default, will appear. Change it
to Enabled by pressing SCROLL.
6. Press SELECT and the submenu item of Engine Hour Interval will appear. The default
value of 1000 hours will appear in the scroll message screen. This can be reset to any
desired value in steps of one hour in the range of 0 to 5000 hours. Press the ALARM
OFF button to increase the displayed value or press the LIGHT button to decrease the
displayed value.
7. When reaching the desired value, press SELECT and the word "SURE???" appears in the
text window. If all values are correct, press SELECT again.
8. When the programming is complete, the EDM begins to measure the time for the enabled
maintenance remainder(s).
NOTE:
The MAINT REMINDER relies on the correct engine hurs to be stored in the EDM. The
RESET MAINT REMINDER button must be pressed during installation programming for
the current engine hours to be properly saved into the EDM memory.
DDEC III Level II Bridge Control system supports three different backup systems. These systems
provide an alternate method of throttle and gear control in the event of a primary system failure.
NOTICE:
A backup system providing an alternate method of throttle and
gear control in the event of a primary system failure is required.
Figure 7-2 Emergency Backup Control Panel Single Engine Without Gear
Toggle
3 EBCP dual engine with gear toggle, P/N: 23517558 (see Figure Figure 7-3)
Figure 7-3 Electronic Backup Control Panel, Dual Engine with Gear Toggle
3 EBCP single engine with gear toggle, P/N: 23517559 (see Figure 7-4)
Figure 7-4 Electronic Backup Control Panel, Single Engine With Gear Toggle
All styles of the EBCP also include one or two backup throttle potentiometers to control one or
two engines. The potentiometer(s) are wired directly to the engine Electronic Control Module(s)
(ECM) by passing unaltered through the master CSIM harness, Engine Room Interface Module
(ERIM) and Marine Interface Module(s) (MIM). This direct connection provides a completely
separate throttle circuit even in the event of a CSIM, ERIM or MIM processor failure.
NOTICE:
The transmission is not protected from high speed shifting
in emergency backup mode. Transmission damage may
result from high speed shifting.
Activating the control switch on the EBCP will initiate emergency backup mode in which the
following actions will occur:
3 Transmission(s) will switch to neutral.
3 Engine(s) will switch to idle.
3 All primary control stations will go to inactive states, losing their ability to command
gear direction and engine speed.
3 All Electronic Display Modules (EDM) will display an alert indicating emergency backup
mode.
3 The backup throttle potentiometer will command engine speed once qualified.
3 On electric backup or EGIM installations, the backup transmission selector will command
gear direction immediately.
3 On manual backup installations, the backup transmission selector will command gear
direction once qualified.
The following steps are required to return from emergency backup mode to the primary control
system:
1. Switch the emergency manual control switch to the off position. The transmission(s) will
be commanded to neutral and the engine(s) will be commanded to idle.
2. Press the station active button at a control station.
3. Qualify the throttle and gear controls of the active station.
In emergency backup mode, the primary actuator is powered down to a free wheeling state. An
electric solenoid is used to mechanically couple the backup actuator to the primary, which only
requires four pounds of force to overdrive when powered down. Electric backup installations
require the versions of the EBCP that include gear toggle(s) (see Figure Figure 7-3 and Figure 7-4).
The Electronic Backup Power Module (EBPM), P/N: 23519569, is used to supply power to the
electric backup actuators while in emergency backup mode (see Figure 7-7).
NOTICE:
Do not mount the EBPM or actuator modules on the
engine or transmission.
Electrical connections are made to the ERIM for the command signals and to the battery for
actuator power. The EBPM has the same dimensions as the CSIM and must be mounted in the
engine room in close proximity to the emergency backup actuator and the battery source.
In case of an electrical failure, backup may be mechanically locked in. First remove hair spring
cotter (see Figure 7-8) and apply pressure in direction shown until cross drilled hole in shaft
becomes visible.
8 SYSTEM INSTALLATION
The boat builder will successfully install a DDEC III Level II Bridge Control system by following
the specific requirements in this manual. The process begins with planning and layout, continues
through the actual installation and culminates with setup, a functional checkout, and a sea
trial. Each step contributes to a reliable end product if the boat builder carefully adheres to
the requirements.
8.1 PLANNING
The planning process for installation of DDEC bridge controls involves deciding what options to
include in the boat. These options are:
3 Number and placement of control stations
3 Style of control head
3 Type of gear shift control required for the transmission (electromechanical gear actuator or
Electric Gear Interface Module)
3 Configuration of the gear shift backup control
Designing the power distribution system for the engine-mounted DDEC ECMs and the Level II
Bridge Control system is a very important part of the planning. The power distribution system
must be designed to meet the requirements presented in the following sections (see Figure 8-1).
8.2 LAYOUT
Layout is an important phase of boat construction. Decisions on where to locate bridge control
components, engines, and battery supplies are critical. Location has a great effect upon the
eventual reliability and smooth operation of the engine and bridge control systems.
NOTICE:
Avoid placing system wiring near or in parallel with other system
wires, as electromagnetic coupling may result in degraded
system performance. DDEC system wires must be at least
three feet away from other system wires.
During the layout phase it is important to determine the length of harnesses connecting the
various bridge control modules. Length restrictions given for the power wire cables must be
adhered to for successful operation.
NOTICE:
Excess harness cable should either be removed or coiled in a
"Figure 8" pattern to prevent conducted electrical interference.
Never store excess harness cable in a circular coil.
Length restrictions are given as criteria in the sections discussing engine and control room
components (refer to section 8.8 and section 8.9). Custom length wiring harnesses which meet all
of DDC’s requirements are available through your local DDC distributor or Sturdy Corporation
(refer to section 8.5 for Sturdy Corporation’s address). A sample of maximum cable lengths
is listed in Table 8-1.
In the case of data link wires to control stations and Electronic Data Module (EDM) panels,
increasing wire gage does not necessarily allow greater distances between modules. The issue in
this case is wire gage capacitance and resulting signal distortion.
8.3 INSTALLATION
The most carefully laid out wiring system on paper can be rendered invalid by poor installation
practices. Unforeseen routing issues and problems that arise during construction can invalidate the
most careful drawings. Any on-the-spot rework must take into account the layout requirements
for the DDEC system. Compromise here can create a need for additional re-work when the
construction is completed and inadequate operation is encountered.
After installation is complete, all parts of the system must be properly checked to confirm that
connectors are attached to the correct mate in the correct orientation before applying power.
The setup phase also involves programming the EDMs and setting up the control heads following
the instructions in the Dockside Checkout section (refer to chapter 9). A detailed checklist is
also incorporated into the Dockside Checkout.
A completed checkout is also required as part of the Detroit Diesel Pilot Installation Description
(PID) documentation that must be submitted to DDC for each vessel.
Sturdy Corporation
1822 Carolina Beach Road
Wilmington, NC 28401
910 763-8261
910 763-2650 FAX
The boat builder must apply precautionary labels on the vessel stating "Serious damage to the
ECM(s) and DDEC components may result from welding if the DDEC ground and power leads
are not disconnected."
Detroit Diesel recommends a battery disconnect switch in both the power and ground leads
for this purpose.
A deep cycle battery sized to the application is recommended for the engine cranking and DDEC
power source. Engine mounted alternators are the best method of charging batteries; they are
quite reliable and require little maintenance.
Alternators must be sized to provide sufficient charging under all conditions, including powering
both engines in the event of a battery bank failure in twin engine applications.
Battery Chargers
Battery chargers may be used only as a secondary source for charging batteries. Even so, the
chargers must be sized to provide sufficient charging for both engines in the event of a battery
bank failure in twin engine applications.
Operating Voltage
The system is designed to run on either 12 or 24 volts DC; Detroit Diesel recommends 24 volts DC.
NOTICE:
Connection to higher voltage or reversing the polarity
can cause damage to the system.
Battery Converters
Battery converters are only recommended for the 24 volt gear actuators on 12 volt systems.
Battery converters are prohibited on the rest of the system for the following reasons:
3 The required direct connection to the battery source cannot be achieved.
3 Failure of the converter would result in total power loss to the DDEC system and
immediate engine shutdown.
Battery Equalizers
Battery equalizers are not required as the system is designed to operate on 24 volts DC. However,
if the 24 volt system is running on 12 volts an equalizer will be needed.
Battery Monitors
A useful addition to the power distribution system is a battery monitor. These devices alert the
captain to problems with the batteries or charging system before total power loss.
Many marine engines are equipped with block heaters to provide optimum startability under all
conditions. There are two versions of heater systems:
3 Six and eight cylinder engines use a single 1000 watt element wired with 120 volts AC.
The junction box is engine mounted.
3 Twelve and sixteen cylinder engines use two heater elements of 1000 watts each. The
engine mounted electrical junction box may be wired with either 120 or 240 volts AC.
Boat builders must provide a separate and dedicated DC power distribution panel
for the DDEC III Level II Bridge Control system.
Establish two completely separate power and ground systems directly from the battery: one for
the electronics system and one for the high power ship electrical system. This concept includes an
ignition switch which provides isolated contacts for the electronics (see Figure 8-2).
Provide maximum physical separation of the two systems by routing all electronic circuits on one side
of the vessel and all power and transient load circuits on the other side of the vessel if possible.
Use proper wire orientation and separation where two systems come into close proximity and
route electronics wires perpendicular to electrical system wires.
Keep electronics harness bundles or wires as far away from radio or telephone wiring as possible,
especially antenna feed wires. One potential trouble spot is wires running through the tuna tower
legs. Radio interference can result from long lengths of closely adjacent harnesses.
NOTE:
Do not source the power from the starter motor stud due to the large voltage drops and
noise generated during cranking.
NOTE:
Do not connect the ground wires directly to the ship bonding system, the engine block, or
the starter motor ground.
Power and ground for the Marine Interface Module (MIM), Engine Room Interface Module (ERIM), and
the Emergency Backup Power Module (EBPM) must be sourced from the engine cranking battery.
Connections must be electrically sound since high resistance in the power lines reduces
the effectiveness of the battery as an electrical noise filter.
The positive wires must connect directly to the positive battery post or positive power bus. These
wires must be short-circuit protected with a fuse or circuit breaker.
The ground wires must connect directly to the battery ground post or an isolated electronics single point
ground. The electrical resistance from any other ground point may be too high for optimal DDEC operation.
Refer to section 8.8 and section 8.9 for fuse and gage specifications.
NOTE:
Detroit Diesel requires that a power source selector switch be provided for emergency
situations.
A power source selector switch will allow the power source for one engine to be switched over to
another engine or battery source in the event of a battery or charging system failure. The switch
must have a rating consistent with the current it will have to carry.
The power harnesses that meet all of Detroit Diesel’s requirements are available through the local
DDC distributor or Sturdy Corporation in a variety of lengths.
All specified lengths and sizes are based upon the use of tinned annealed copper. Aluminum
wire is not recommended.
UL style 3173 wire with a 600 volt rating and a -40C (-38F)to 125C (251F) temperature rating must be used.
Splices must be avoided! Refer to Appendix C for more information on splicing where necessary.
NOTICE:
Where necessary, splices must be marine grade and waterproof.
Marine grade and waterproof splices are covered with a protective
material and filled with a water displacing material. Salt water
intrusion into splices will rapidly corrode the wires.
The protective material and the water displacing material which must be used to produce marine
grade and waterproof splices is available from Raychem Corporation.
Sturdy Corporation
1822 Carolina Beach Road
Wilmington, NC 28401
910 763-8261
910 763-2650 FAX
The MIM is factory installed on the engine. Three harnesses connect to the MIM: MIM Power
Harness (SK-10659, refer to chapter 10), MIM to ERIM Harness (SK-11052, refer to chapter 10),
and MIM to ECM Harness (Factory installed).
NOTICE:
Excess harness cable should either be removed or coiled in a
"Figure 8" pattern to prevent conducted electrical interference.
Never store excess harness cable in a circular coil.
The four available versions of the MIM are listed in Table 8-4.
Multi ECM MIMs support up to three ECMs. There is also a Check Engine Light, a Stop Engine
Light, and an Ignition Light on the face of the MIM. See Figure 8-3 for the dimensions of the
single ECM MIM with fuses.
See SK-10659, wiring diagram - power harness assembly, refer to chapter 10.
The factory installed MIM harness connects the engine mounted MIM to the engine mounted
ECM(s) and several marine sensors. The harness connects the 30 pin vehicle harness connector of
the master ECM to the 40 pin master ECM connector on the MIM.
NOTICE:
Excess harness cable should either be removed or coiled in a
"Figure 8" pattern to prevent conducted electrical interference.
Never store excess harness cable in a circular coil.
Should the engine have more than one ECM (more than eight cylinders), the harness will also
connect to the 30 pin vehicle harness connectors of the receiver ECM(s) and the 24 pin receiver
ECM connector on the MIM. The harness connects to the transmission oil temperature and
pressure sensors and the engine coolant level sensor. When pins 39 and 40 are jumpered, the MIM
is compatible with 0-2000 psi transmission oil pressure sensor. If these two pins are not jumpered
(factory default) then the MIM is compatible with 0-400 psi transmission oil pressure sensor. An
optional external warning device, such as an exhaust temperature switch, may also be included.
See Figure 8-5 for the MIM to ECM harness if the engine is eight or less cylinders. The pinouts
for the ECM connector and MIM connector are listed in Table 8-6. See Figure 8-6 if the engine
has more than eight cylinders. The pinouts for the ECM connectors and MIM connector are
listed in Table 8-6.
MIM Conn
Receiver ECM
Master ECM Connector Pin Function Pin P/N: Pin
Connector
23507145
B3 Ignition 1 B3
NC Diagnostic Request 2 E1
B1 CEL 3 B1
B2 SEL 4 B2
Sensor +5 V (M) / Data C1
A3 5
Link (-) (R)
PTO/VSG In (M) / Data C2
D1 6
Link (+) (R)
Sensor Return (M) / Data
C3 7
Link Shield (R)
NC VSG Throttle (Analog) 8 D1
Sync Active (M) / Analog
A2 9
Throttle Shield (R)
C1 DDL J1987 (-) 10
C2 DDL J1987 (+) 11
K1 Tach Drive ECM Output 13
H1 Sync Enable D_IN_ 15 H1
E2 VSS (+) Frequency Input 16 E2
H2 Ext Warning #1 D_IN_ 17
Stop Engine Override G1
G1 18
D_IN_
J3 PWM Output #1 19
J2 Aux Input Switch 20
Coolant Level Sensor
K3 37
Signal
Coolant Level Sensor C* (CLS Conn)
H3
Signal
ECM Power Connector
23 (M) / 12
E ECM Power (-) E
(R)
24 (M) / 13 D
D ECM Power (-)
(R)
21,22 (M) /
C ECM Power (+) C
14,15 (R)
31(M) / Plug
B ECM Digital Power (-) B
(R)
25 (M) /
A ECM Power (+) A
10,1 (R)
Gear Oil Temperature,
Pressure Connector
Trans Pressure Sensor
3 27
+5 V
4 Trans Pressure Sensor In 28
Battery (-) Press/Temp
29
Return
2 Trans Temp Sensor In 30
1 ECM Digital Power (-) 31
MIM Conn
Receiver ECM
Master ECM Connector Pin Function Pin P/N: Pin
Connector
23507145
Coolant Level Sensor
Connector
Coolant Level Sensor H3 (Master ECM
C
Signal Conn)
B CLS +V Supply (Ignition) 33
Coolant Level Sensor
A 31
Return
Gear Pressure Range
Select Connector
A Common 28
Trans Pressure Range
B 40
Select
The MIM must be connected to the Engine Room Interface Module (ERIM) using the harness
detailed in SK-11052 (refer to chapter 10). The Local Control Panel (LCP) may also connect to
this harness (see Figure 8-7).
MIM current draw for single, dual and triple ECM(s) at zero (0) rpm is listed in Table 8-7.
NOTE: For every digital output used, add up to 1.5A to the current draw total listed above.
NOTE: Power supply and harness must be able to transition from 0A to 30A in .6 milliseconds with no
more than 0.75 volt loss at the ECM.
MIM current draw for two cycle engines (Series 71, Series 92, and Series 149) is listed in
Table 8-8.
NOTE: For every digital output used, add up to 1.5A to the current draw total listed above.
NOTE: Power supply and harness must be able to transition from 0A to 30A in .6 milliseconds with no
more than 0.75 volt loss at the ECM.
Table 8-8 MIM Current Draws for Two Cycle Engines (Series 71, 92, 149)
MIM current draw for the Series 60 engine is listed in Table 8-9.
NOTE: For every digital output used, add up to 1.5A to the current draw total listed above.
NOTE: Power supply and harness must be able to transition from 0A to 30A in .6 milliseconds with no
more than 0.75 volt loss at the ECM.
MIM current draw for the Series 2000 engine is listed in Table 8-10.
NOTE: For every digital output used, add up to 1.5A to the current draw total listed above.
NOTE: Power supply and harness must be able to transition from 0A to 30A in .6 milliseconds with no
more than 0.75 volt loss at the ECM.
Table 8-10 MIM Current Draws for the Series 2000 Engines
MIM current draw for the Series 4000 engine is listed in Table 8-11.
NOTE: For every digital output used, add up to 1.5A to the current draw total listed above.
NOTE: Power supply and harness must be able to transition from 0A to 30A in .6 milliseconds with no
more than 0.75 volt loss at the ECM.
Table 8-11 MIM Current Draws for the Series 4000 Engine
MIM Fusing
A special fused version of the MIM is available for class H and similar applications.
Refer to chapter 5, "Control System" for more information. The positive power wires must also
be protected at their source with an appropriate fuse or circuit breaker.
Dual-fuse Installation
Detroit Diesel recommends a dual-fuse installation. This will provide redundancy on a critical
circuit and prevent the splicing of wire into fuse holders or power connectors. Dual-fuse
installations have two lines wired in parallel. This configuration also allows for a greater distance
from ECM to battery.
The resistance requirement is unchanged. The correct fuse size is listed in Table 8-12.
NOTICE:
Connection to reverse polarity will damage the sys-
tem if not properly fused.
To determine minimum cable gage based upon harness length from the battery source to the
ECM, use the information listed in Table 8-13.
Table 8-13 Power Harness Length Criteria for Dual Fuse Installations
NOTE:
For international wire sizes the harness length must be recalculated to meet the
resistance requirement.
Single-fuse Installation
Single-fuse installations have one line from the battery to the MIM. The correct fuse size is
listed in Table 8-14.
NOTE:
A single-fuse installation does not provide redundancy on a critical circuit and does not
prevent splicing of wire into fuseholders or power connectors.
The minimum cable gage based upon harness length from the battery source to the ECM is
listed in Table 8-15.
If larger than 12 AWG wire is required, it should be spliced to 12 AWG wire as close as possible
to the connector (see Figure 8-8).
The following criteria are to be used when designing the Power Harness.
The power connector is designed to accept 12 Ga. standard wall cable only.
The acceptable cable insulations are Teflon (EFTE), cross-link polyethylene (XLPE) or any equivalent
self-extinguishing insulation such as GXL having a minimum rating of -40C to 125C. An equivalent
insulation must meet the acceptable cable diameters 3.49 - 3.65 mm.
The conductor must be annealed copper not aluminum and must comply with the
industry standard SAE J1128 document.
Splices must be soldered and sealed with a waterproof insulator. Alpha FIT-300, Raychem TAT-125 or
any equivalent heat shrink - dual wall epoxy encapsulating adhesive polyolefin is required.
Detroit Diesel Corporation recommends color coding and hot stamping wire numbers in
contrasting colors at intervals of four inches or less.
Wire Resistances
Twelve gage wires are required at the power harness connector. The total resistance of any power
harness wire from the ECM to the battery (or bus bar) can not exceed 50 m
. The characteristics
for Teflon coded and GXL type wire gages are listed in Table 8-16.
SAE
Metric Area Resistance Resistance Resistance m /ft
Diameter
Wire
Gage
Gage # mm2
m /m
The use of weatherproof blade type fuses, circuit breakers, or equivalent protection is required.
Blade fuse holders may be purchased from DDC parts distribution network. The part numbers are
listed in Table 8-17.
Power harness connectors and terminals may be purchased from the DDC parts distribution
network. The part numbers are listed in Table 8-18.
Power must be sourced directly from the battery. An electrically solid connection to the battery or bus
bar is required so the battery can filter electrical noise from the power lines. Power for other vehicle
systems must not be sourced from the power harness assembly. Do not use chassis ground.
The DDEC ground wire must be electrically separate from chassis ground.
Power and ground bus bars may be used. The bus bar must be connected to the battery posts with 0 AWG
or larger wire depending upon the total vehicle current requirement. The connecting wires must be as
short as possible to minimize circuit resistance. Do not connect the ground wire to the chassis ground.
Provide maximum physical separation of the power harness from other vehicle electrical
systems. Other electrical system cables should ideally be at least three feet away from the
power harness and should not be parallel to the power harness. This will eliminate coupling
electromagnetic energy from other systems into the power harness.
Do not route harness near any vehicle moving parts.
Do not route harness assembly near exhaust system or any high heat source.
Use a protective sheath and clips to prevent wires from being cut or frayed when
weaving a harness through the frame.
Prior to any welding on the vehicle or equipment, the following precautions must be taken to
avoid damage to the electronic controls and/or the engine (see Figure 8-9 and Figure 8-10).
8.8.5 FUSES
Circuits #240 and #241 battery voltage fuse(s) must blow to protect the ECM against potential
reverse battery and load dump.
The switched battery power sourced to outputs may or may not be fused. The vehicle wiring
harness must provide all required circuit fusing.
If the inductance of the load connected to a digital output exceeds its max rating (85 mH) then
flyback clamping is required. Diode clamping is probably the most common. The clamp must not
allow the flyback to exceed 50 volts.
Mount the ERIM in the engine room. See Figure 8-11 for the ERIM dimensions.
NOTICE:
The ERIM must be mounted to limit vibration, heat, and
exposure to weather. The ERIM may not be engine or
transmission mounted. The ERIM must be securely fastened
to a bulkhead above the bilge high water line.
The ERIM case must be in good electrical contact with the hull, or the bonding stud
must be properly connected to the vessel bond.
The ERIM must be mounted in the engine room in close proximity to the engine mounted
MIM(s) and power supply (maximum harness length of 36 ft).
The ERIM must be mounted with sufficient clearance for its harnesses.
NOTICE:
Excess harness cable should either be removed or coiled in a
"Figure 8" pattern to prevent conducted electrical interference.
Never store excess harness cable in a circular coil.
The actuator power is provided via the two lugs on the ERIM.
The ERIM must be connected to the master Control Station Interface Module (CSIM). The
Emergency Backup Control Panel (EBCP) must also connect to this harness (see Figure 8-12).
Figure 8-12 ERIM to Master CISM and Emergency Backup Control Panel
The Port engine connectors should be used for single engine or single head installations.
ERIM Fusing
The positive power wires must be protected at their source with an appropriate fuse or circuit
breaker.
Detroit Diesel recommends a two fuse installation. This will provide redundancy on a critical
circuit and prevent the splicing of wire into fuse holders or power connectors. A two fuse
installation has two lines wired in parallel.
3 The current draw of the ERIM logic circuit with ignition on is 300 mA nominal and 500
mA maximum. Two 1 amp fuses wired in parallel are required.
3 The maximum current draw of the ERIM actuator circuit with ignition on is 5 amps per
actuator (not including backup). A twin engine application with a primary and troll
actuator per engine would therefore draw 20 amps maximum.
The fuses are listed in Table 8-21.
The Electronic Backup Power Module (EBPM) is mounted in the engine room, close to the
emergency backup actuators. See Figure 8-13 for EBPM mounting dimensions.
NOTICE:
The EBPM must be mounted in the engine room in close proximity
to the ERIM, backup actuator(s) and power supply. The EBPM
must be mounted to limit vibration, heat, and exposure to weather.
The EBPM may not be engine or transmission mounted.
The EBPM must be located close to a battery source since this module also provides
power to operate the backup actuators.
NOTICE:
Excess harness cable should either be removed or coiled in a
"Figure 8" pattern to prevent conducted electrical interference.
Never store excess harness cable in a circular coil.
The EBPM actuator power is provided via the two lugs on the EBPM. Please refer to SK-11050,
wiring diagram - ERIM/EBPM power harness, (refer to chapter 10).
The positive power wire must be protected at their source with an appropriate fuse or circuit
breaker. The maximum current draw of the EBPM actuator circuit with ignition on is 5 amps per
backup. A twin engine would therefore draw 10 amps maximum.
Detroit Diesel recommends a two fuse installation. This will provide redundancy on a critical
circuit and prevent the splicing of wire into fuse holders or power connectors. A two fuse
installation has two lines wired in parallel.
The maximum current draw of the EBPM actuator circuit with ignition on is 5 amps per actuator
(not including backup). A twin engine application would therefore draw 10 amps maximum. The
fuses need are listed in Table 8-23.
8.8.8 ACTUATORS
There are three actuators that could be in any installation, the primary gear actuator, the backup
gear actuator and the optional troll gear actuator. A vessel with a 12 volt system will need a
voltage converter to use actuators (refer to section 8.8.8.12.
The optional primary gear actuator(s) must be mounted in the engine room. The actuator
mounting dimensions are given in the next illustration (see Figure 8-14).
NOTICE:
The actuator(s) must be mounted to limit vibration, heat, and
exposure to weather. As a result, the actuator(s) may not be
engine or transmission mounted. The actuator(s) must be
securely fastened to a bulkhead above the bilge high water line.
The optional primary gear actuator(s) must be mounted in the engine room within
8 ft of the transmission(s) and 36 ft of the ERIM.
The cable anchor studs must be tight and clipped down.
The cable length must be less than 8 feet to lessen the chance of binding. The cable run must avoid sharp
bends, as large radius turns do not bind as easily. The angle of the cable as it approaches the clutch shift
lever must be ninety degrees from the neutral position of the shift lever (see Figure 8-15).
When the power is off, the actuator is in the neutral position. The fore and aft travel of
the actuator must be equal when connected to the shift lever, and the total travel in the
control cable must be 3.0 +/- 0.075 linear inches.
The amount of force required to actuate the shift lever, measured from the actuator end
of the cable must be less than twenty (20) pounds.
The emergency backup clutch cable must be attached to the clutch shift lever opposite
the primary actuator cable (see Figure 8-16).
The actuator(s) must be mounted with sufficient clearance for its harnesses
Figure 8-16 Close Coupled Electric Back-up for Pull to Forward Operation
The optional primary gear actuator(s) must connect to the ERIM using the harness detailed
in SK-11053 (refer to chapter 10).
The optional gear actuator’s solenoid connector must connect to harness coming from EBPM.
This 2-pin connection and the harness are detailed in SK-11070 (refer to chapter 10).
The optional backup gear actuator(s) must be mounted in the engine room. See Figure 8-14 for
the actuator mounting dimensions.
NOTICE:
The optional backup gear actuator(s) must be mounted
to limit vibration, heat, and exposure to weather. As a
result, the actuator(s) may not be engine or transmission
mounted. The actuator(s) must be securely fastened to a
bulkhead above the bilge high water line.
The optional backup gear actuator(s) must be mounted to the primary actuator in the engine
room within 8 ft of the transmission(s) and 36 ft of the ERIM.
The cable anchor studs must be tight and clipped down.
The cable length must be less than 8 ft to lessen the chance of binding. The cable run must
avoid sharp bends, as large radius turns do not bind as easily.
If the backup actuator connects directly to the gear selector valve, then the push-pull cable must make the
connection so that it is 90 with respect to the gear selector valve, having both the actuator lever and the
gear selector valve in the neutral position. If the backup actuator’s cable connects to the primary actuator,
than the angle of the cable as it approaches the lever on the primary actuator must be 90 from the neutral
position of the lever, having the backup actuator’s lever in the neutral position, too. (see Figure 8-15).
When the power is off, the actuator is in the neutral position. The fore and aft travel of
the of the actuator must be equal when connected to the shift lever, and the total travel
in the control cable must be 3.0 +/- 0.075 linear inches.
The amount of force required to actuate the shift lever, measured from the actuator end
of the cable must be less than twenty 20 pounds.
The emergency backup clutch cable must be attached to the clutch shift lever opposite
the primary actuator cable (see Figure 8-16).
The actuator(s) must be mounted with sufficient clearance for its harness.
The actuator(s) need not be electrically isolated. The actuator(s) harness is the Backup Gear
Actuator to EBPM Harness (SK-11070).
The optional backup gear actuator(s) must connect to the EBPM using the harness detailed in
SK-11070 (refer to chapter 10).
Gear actuators are shipped pre-assembled for "pull to forward" operation. See Figure 8-17.
NOTE:
If the electric backup actuator hardware is setup properly but the travel direction is not
correct, the direction of travel can be changed by swapping the G1 (pin 3) & G2 (pin 5)
wires in the actuator connector.
The gear actuator is equipped with dry contacts. The contacts close when a neutral position on the
actuator is achieved. The micro-switch contacts are capable of carrying three amps maximum.
Pins 8 and 9 on the gear actuator are normally closed when the gear actuator is in the neutral
position. Pins 9 and 10 on the gear actuator are normally open when the gear actuator is in the
neutral position. When the gear actuator is not in the neutral position, pins 8 and 9 will be in an
open condition, and pins 9 and 10 will be in a closed position. See Figure 8-18.
The optional troll gear actuator(s) must be mounted in the engine room. See Figure 8-14 for
the actuator mounting dimensions.
NOTICE:
The optional troll gear actuator(s) must be mounted to limit
vibration, heat, and exposure to weather. As a result, the
actuator(s) may not be engine or transmission mounted.
The actuator(s) must be securely fastened to a bulkhead
above the bilge high water line.
The optional troll gear actuator(s) must be mounted to the primary actuator in the engine
room within 8 ft of the transmission(s) and 36 ft of the ERIM.
The cable anchor studs must be tight and clipped down.
The cable length must be less than 8 ft to lessen the chance of binding. The cable run must
avoid sharp bends, as large radius turns do not bind as easily.
The angle of the cable as it approaches the troll valve lever must be ninety degrees from
the mid-travel position of the troll valve lever (see Figure 8-15).
The troll actuator is in the full lockup position in the powered down state. The fore and aft
travel of the of the actuator must be equal when connected to the troll valve lever, and the
total travel in the control cable must be 3.0 +/- 0.075 linear inches.
The amount of force required to actuate the troll valve lever, measured from the actuator
end of the cable must be less than 20 pounds.
The emergency backup clutch cable must be attached to the clutch shift lever opposite
the primary actuator cable (see Figure 8-16).
The actuator(s) must be mounted with sufficient clearance for its harness
NOTICE:
Excess harness cable should either be removed or coiled in a
"Figure 8" pattern to prevent conducted electrical interference.
Never store excess harness cable in a circular coil.
The optional troll actuator(s) must connect to the ERIM using the harness detailed in SK-11137
(refer to chapter 10). This harness also contains a connector which connects to the shaft speed
sensor.
The optional troll shaft speed sensor(s) monitors propeller shaft speed. The sensor must be
mounted radially to the propeller shaft coupling where the propeller shaft speed band is located.
The notches in the barrel of the sensor must line up with the plane of rotation of the shaft. The
magnets in the speed band must approach and leave the notches in the direction of rotation. The air
gap between the sensor and the magnets in the speed band may not exceed 0.15 inches. The shaft
coupling must not strike the sensor (see Figure 8-19). The sensor mount must be solid to prevent
shaking or vibration. The sensor connects to the Troll Actuator to ERIM harness (SK-11137).
To maintain top performance, inspect using the information listed in Table 8-24.
Detroit Diesel offers a voltage converter (P/N: 23521038) for vessels with a 12 Volt system
because actuators must be powered from a 24 Volt DC source. See Figure 8-20.
For vessels with backup actuators, the voltage converter 24 volt output is connected to the power
lugs on the EGIM to provide 24 volt power to the Primary and Troll actuators. An additional
voltage converter is required for connection to the power lugs on the EBPM for vessels with
backup actuators. See Figure8-21.
The EGIM provides signals and power for transmissions using electric shift solenoids. The EGIM
is controlled via the data bus in regular operating mode, but switches to G1, G2 logic when in
backup mode. See Figure 8-22 for the EGIM mounting dimensions.
NOTICE:
The EGIM must be mounted to limit vibration, heat, and exposure
to weather. As a result, the EGIM may not be engine or
transmission mounted. The EGIM should be securely fastened
to a bulkhead above the bilge high water line.
The EGIM must be mounted in the engine room within 36 ft of the ERIM, the
power source, and the transmissions.
The EGIM case must be in good electrical contact with the hull, or the bonding stud
must be properly connected to the vessel bond.
The EGIM must be mounted with sufficient clearance for its harnesses.
NOTICE:
Excess harness cable should either be removed or coiled in a
"Figure 8" pattern to prevent conducted electrical interference.
Never store excess harness cable in a circular coil.
The Local Control Panel (LCP) is designed to be mounted in the engine room next to the engine.
See Figure 8-23 for the LCP mounting dimensions.
NOTICE:
The LCP must be mounted to limit vibration, heat, and exposure
to weather. As a result, the LCP may not be engine or
transmission mounted. The LCP should be securely fastened
to a bulkhead above the bilge high water line.
Should the LCP be permanently mounted in the engine room, it must be in close proximity
to the engine mounted MIM(s) (maximum harness length of
6 ft).
The LCP must be mounted with sufficient clearance for its harnesses.
MIM connects to ERIM using the harness detailed in SK-11052 (refer to chapter 10). The
optional Local Control Panel (LCP) also connects to this harness.
The CSIM is the main junction box at each control station. See Figure 8-24 for the CSIM
mounting dimensions.
NOTICE:
The CSIM must be mounted to limit vibration, heat,
and exposure to weather.
NOTICE:
Excess harness cable should either be removed or coiled in a
"Figure 8" pattern to prevent conducted electrical interference.
Never store excess harness cable in a circular coil.
Figure 8-25 CSIM Harnesses to Control Panel and Combined Heads in a Twin
Engine Installation
The EDM is watertight and can be mounted at an inside or outside control station. Each EDM
displays information for only one engine. The system is designed to support an EDM for each
engine at every control station.
The EDM(s) must be mounted on the control panel so the data is visible to the
captain while positioned normally at the helm.
Choose the mounting method, either swivel mount (see Figure 8-26 and Figure 8-27) or flush
mount (see Figure 8-28 and ).
NOTICE:
The EDM must mounted to a flat surface in a flush mount.
The total flatness must be less than 0.03 in. over the entire
mounting surface. The EDM fastners should be torqued
15 to 20 in/lb. Uneven or curved panels may stress the
case and create water leaks in the case seams. This is
particularly important at outside stations.
Use the dimensions provided on the EDM drawings (see Figure 8-28 and Figure 8-29) to cut the
mounting hole for flush mounting. Remove all burrs and ragged edges.
NOTICE:
Excessive high pressure wash against the EDM may lead
to water intrusion and damage the display.
NOTE:
The EDMs may be mounted in the engine room on a bulkhead for the convenience of
engine maintenance personnel. Wiring harness SK-11061 is used to connect the EDM
to a spare station connector on the ERIM.
The Control Head(s) are watertight and may be mounted at an inside or outside control station.
The system must have a gear head and a throttle head (or one combined head) for each engine at
every control station.
A Slimline style control head is shown in the following illustration (see Figure 8-30).
NOTICE:
The control heads must be mounted to limit vibra-
tion and extreme heat.
Control head(s) must be mounted in a location from which the vessel may be piloted safely.
Control head(s) must be mounted within reach of the station’s control button panel.
The control head(s) must be mounted so that the captain has unobstructed hand
access while positioned normally at the helm.
The control head(s) must be mounted with sufficient clearance for its harnesses.
NOTICE:
Excess harness cable should either be removed or coiled in a
"Figure 8" pattern to prevent conducted electrical interference.
Never store excess harness cable in a circular coil.
The Control Button Panel (CBP) is watertight and can be mounted at an inside or outside control
station. The system must have a CBP at every control station. See Figure 8-33 for the mounting
dimensions.
NOTICE:
The control button panel must be mounted to limit
vibration and extreme heat.
The CBP must be mounted in a location from which the vessel may be piloted safely.
The CBP must be mounted within reach of the station’s control head(s).
The CBP must be mounted so that the captain has unobstructed hand access to the push buttons
and clear visibility of the LEDs while positioned normally at the Helm.
The CBP must be mounted with sufficient clearance for its harness.
A CBP must connect to its station’s CSIM using the harness detailed in SK-11064 (refer to chapter
10). In addition, the connector of an optional station lockout switch pigtails from this harness.
Each control station may have an optional station lockout switch. When actuated at the active
control station, the inactive control stations are prevented from taking control. Upon ignition on,
the secondary station(s) may not assume control if the master station lockout switch is on. The
secondary station lockout switches, however, are ignored upon ignition on. Care should therefore
be exercised when deciding on location of the master station.
The switch must be mounted within reach of the Control Button Pannel and the control heads so that
the captain has unobstructed hand access to it while positioned normally at the Helm.
The ignition switch(es) must be mounted in a location from which the vessel may be piloted safely.
The ignition switch(es) must be mounted within reach of the master station’s control
head(s), CBP, EBCP and the starter switch(es).
The ignition switch(es) must be mounted so that the captain has unobstructed hand
access while positioned normally at the Helm.
The ignition switch(es) must be mounted with sufficient clearance for its harness.
The ignition switch(es) must be connected to the master CSIM using the harness detailed in
SK-11049 (refer to chapter 10). The ERIM and Emergency Backup Control Panel (EBCP) must
also connect to this harness.
The EBCP is watertight and may be mounted inside or outside at the master control station. The
mounting dimensions for the different Emergency Backup Control Panels are in the following
illustration (see Figure 8-34).
NOTICE:
The Emergency Backup Control Panel must be mounted
to limit vibration and extreme heat.
The Emergency Backup Control Panel must be mounted in a location from which
the vessel may be piloted safely.
The Emergency Backup Control Panel must be mounted within reach of the master control
station’s ignition and starter switch(es), control head(s), and CBP.
The Emergency Backup Control Panel must be mounted so that the captain has unobstructed hand
access to the throttle potentiometer(s) and switch(es) while positioned normally at the Helm.
The Emergency Backup Control Panel must be mounted with sufficient clearance for its harness.
The Emergency Backup Control Panel harness is Master CSIM to ERIM (SK-11049).
The EBCP must be connected to the master CSIM using the harness detailed in SK-11049 (refer
to chapter ). The ERIM and ignition switch(es) must also connect to this harness.
8.10 BONDING
A bonding system is a network of conductors which provide a low resistance path to the ground
side of the direct current (DC) electrical system for stray currents which may arise within a hull.
Usually, these bond wires are connected to metallic items within a hull that may tend to collect
static charges or form a conducting surface for stray currents.
The individual bond wires connect to a larger common bonding conductor running fore and aft in
the vessel. The bonding system connects to the normal electrical circuit in the boat at the common
ground point. When double isolation is required by the vessel design, the bonding system does
not connect to the common ground point of the direct current electrical system.
A bonding system has several functions:
3 Prevent electrical potentials greater than zero from existing on metallic items within
the hull.
3 Provide a path to ground for all currents that exceed the maximum load the normal
electrical system is capable of carrying ( e.g. the extra load from a nearby lightning strike).
3 Minimize electrical corrosion of metallic objects by maintaining each object at zero
potential. A sacrificial anode must be placed near the common ground point.
3 Minimize radio interference by providing a low resistance path to ground for unwanted
currents that are generated within the hull.
The DDEC bridge control system module cases must be connected to the vessel bonding system
for the reasons listed above. The cases are isolated from battery negative and are designed to form
a shield around the electronics to protect them from electromagnetic interference (EMI). This
EMI may be due to on-board radio signals and electrical transients. It is important to bond the
cases properly to provide for trouble-free operation.
Because metallic-hull (both single and double isolation) and non-metallic hull vessel bonding is
accomplished differently, the installation requirements for the marine DDEC control system differ
in the three cases. Refer to section 8.10.1, "Bonding in Non-metallic Hull Vessels," section 8.10.2,
"Bonding in Metal Hull Vessels," or section 8.10.3, "Double Isolation in Metal Hull Vessels."
On boats with hulls constructed of fiberglass or other nonmetallic materials, all metal items are
connected via bonding jumper wires to a large central bond conductor (see Figure 8-35). The
control system module cases must follow this rule. The bonding requirements for each module
are discussed in this section.
A green bond wire must be secured to the bonding stud on the ERIM case near the power
connectors. The other end of the bond wire attaches to the ship bond near the 12 volt battery
supply.
The SK- 10659 power harness contains a green bond wire also which must be attached to a
MIM mounting bolt on the module side of the vibration isolator. If the MIM is removed from
the engine and mounted externally, the green wire must also be moved and attached to one of
the MIM mounting bolts on the MIM side of the vibration isolator. The other end of the bond
wire must be secured to the ship bond near the12 volt battery supply. Assure a good electrical
connection between the MIM mounting bolt and the green wire grommet by scraping away
any paint on the MIM mounting tab surface.
The bond wire for the CSIM attaches to the stud on the case. The other end of this green wire
must be connected to the central bond conductor.
These parts normally do not require bonding as they do not contain active electronics.
Both actuators must be connected to the bonding system since they are internally grounded to
battery negative by a green wire connected to an actuator mounting bolt.
Alternators
An isolated chassis alternator is required in order to avoid the current loop between battery
negative and the bond.
Starters
The starter on engines in non-metal hull vessels must be electrically isolated from the engine
block. An air starter or isolated electric starter is recommended.
The hull in metal hull vessels acts as the common bond conductor and all DDEC bridge control
modules must be connected to the hull (see Figure 8-36).
The easiest way to accomplish this is to bolt the bridge control modules to the hull support
structure. Remove any paint from the mounting surface to assure a low resistance contact between
the hull and the case. Star washers may be used on the module mounting surface to break
through the paint coating.
The exceptions to bonding the bridge control system are the DDEC II gear and troll actuators
which are internally connected to battery negative. The system battery negative circuit must
be isolated from the hull and appropriate actions should be taken in the mounting of these
components.
Mount the ERIM to a metallic support structure connected to the hull. In this instance, the bond
wire must NOT be connected to the case.
If the surface to which the ERIM is mounted is insulated from the hull, then the bond wire must be
attached to the bond stud near the power connector. The other end of the wire must be electrically
connected to the hull near the battery.
The MIM is mounted to the engine with rubber vibration isolators and must be bonded. Attach
this green bond wire in the power harness to one of the mounting bolts on the MIM side of the
isolator. Assure good electrical connection by scraping away the paint on the MIM mounting tab
under the bolt head.
Mount the CSIM to a metallic support structure connected to the hull. The bond wire to the CSIM
is not needed in this case. If the surface to which the CSIM is mounted is insulated from the hull,
then a bond wire must be connected to the bond stud on the CSIM.
These parts normally do not require bonding as they do not contain active electronics.
Both actuators must be mounted to be in contact with the metallic hull. If the surface to which an
actuator is mounted is insulated from the hull, then a bond wire must be electrically connected
to a mounting bolt on the actuator.
Alternators
An isolated chassis alternator is required in order to avoid the current loop between battery
negative and the bond.
Starters
It is recommended that the starter on engines be electrically isolated from the engine block. If
the starter is not isolated then any wire connected to the battery negative must be disconnected
from the hull.
These actions will provide good electrical isolation between the DDEC system and the metal
boat hull. Among other benefits, this reduces the effect of transient voltages from other boat
systems on the controls or displays. This is especially important in working boat applications
where there are many potential noise and voltage sources aboard and where welding repairs are
made routinely. This isolation will provide substantial protection for the modules from welding
currents, but Detroit Diesel also requires that the circuit breakers in the power and ground wires
running to the MIM and ERIM modules be opened when welding on the vessel.
Double isolation (floating electrical system) is achieved when there is no connection between the
control system battery negative and the hull. Any wire that connects the battery negative terminal
to the hull of the vessel must be removed (see Figure 8-37). Mount the individual components to
the metal hull structure as described in the previous section, Bonding in Metal Hull Vessels. An
isolated starter and alternator are required in this configuration.
The next figure shows the double isolation which is required in many commercial metal hull
vessels (see Figure 8-37).
9 DOCKSIDE CHECKOUT
The purpose of the dockside checkout is to assure that all of the installations were done correctly
and in accordance with installation guidelines set forth by Detroit Diesel Corporation.
NOTICE:
The Dockside checkout must be completed before
taking the vessel on a sea trial.
This dockside checkout should be the last thing completed before the vessel embarks on a sea trial.
It is important that All of the items contained within the dockside checkout are inspected and
adjusted. Failure to do so may result in unintended or poor performance of the system.
This checkout procedure assumes a twin engine vessel. This procedure can also be used for
vessels with one or more than two engines.
Not all options are installed on all vessels. Optional items are marked "(optional)"
NOTE:
Do not use excessive force to seat connectors in modules. Verify orientation to prevent
failures.
Use the drawings listed in Table 9-1as a reference to be sure each cable harness is connected
to the proper module.
Actua-
DDC Drawing # Engines Stations Backup Troll
tors/EGIM
SK-11110 1 2 Actuators Electric Electric
SK-11111 1 2 Actuators Mechanical Electric
SK-11112 1 2 EGIM N/A No
SK-11113 2 2 Actuators Electric Electric
SK-11114 2 2 Actuators Mechanical Electric
SK-11115 2 2 EGIM N/A No
SK-11117 3 4 Actuators Electric Electric
SK-11118 3 4 Actuators Mechanical Electric
SK-11119 3 4 EGIM N/A No
SK-11120 4 4 Actuators Electric Electric
SK-11121 4 4 Actuators Mechanical Electric
SK-11122 4 4 EGIM N/A No
Check by hand that each connector is properly mated and securely fastened as follows:
3 The collars of the round connectors must be fully turned to the locked position.
3 The jack screw on the square connectors must be hand tight but not overly tightened. A
5/32 in. allen wrench is required for this check. (Torque Spec)
3 Lock tangs must be engaged on the square connectors.
NOTE:
Care should be taken when inserting the wrench through the wire bundle so as not to
damage the wires.
4. Verify that the total travel in the control cable is 3.0 + 0.075 linear inches. If this is not
correct, the system will not read the gear engagement correctly.
Test Setup
With the engines off, test the ETIM in dry run mode by:
1. Turn on ignition (do not start engines).
2. Press STATION ACTIVE button.
3. Put gear lever in forward gear.
4. Press and hold TROLL button until TROLL light illuminates steady.
5. Put throttle at the idle position and verify the solenoid current (as read on ammeter) is
greater than or equal to 780 mA (full slip).
6. Move throttle to wide open position, and verify the solenoid current is less than or equal
to 400 mA (full engage).
7. Move throttle to the fully closed position and verify the solenoid current (as read on
ammeter) is greater than or equal to 780 mA (full slip).
8. Press TROLL button. Verify the TROLL light goes out and solenoid current is less than or
equal to 400 mA (full engage).
Run Mode
If the system contains the Troll mode option, verify the installation of the electric troll actuator
and the speed sensor for each gear.
Check that the wiring harness is properly connected to the electric troll actuators and speed
sensors for each marine gear.
Check the control cable as follows:
1. Ensure that the angle of approach of the push-pull control cable is at a right angle to the
mid-travel position of the troll valve lever. A check of lever movement will be made
in a later step.
2. Verify that the total travel in the control cable is 3.0 + 0.075 linear inches
The speed pickup sensor monitors the propeller shaft speed. Check the speed pickup sensor
as follows:
1. Ensure that the speed pickup sensor is mounted radially to the prop shaft coupling where
the prop shaft speed band is located.
2. Verify that the notches in the barrel of the sensor line up with the plane of the rotation of
the shaft.
3. Ensure that the magnets in the speed band approach and leave the notches in the direction
of rotation.
4. Measure the air gap between the sensor and the magnets in the speed band as follows:
[a] Adjust the gap to 0.15 in. maximum.
[b] Ensure that the shaft coupling does not strike the sensor. The sensor mount should be
solid to prevent shaking or vibration (see Figure 9-4).
NOTICE:
Do NOT mount the EGIM on the gear.
The EGIM should be securely fastened to a bulkhead above the bilge high water line.
The EGIM case must be in good electrical contact with the hull, or the bonding stud must
be properly utilized.
The EGIM harness must be properly connected to the ERIM, and also must be properly connected
to the gear shift solenoid. (see gear manufacturers instructions for details)
Ensure that the power cables to the EGIM are securely attached to a fused or circuit breaker
protected 12 or 24 volt power source.
If the LCP is to be permanently mounted in the engine room, the LCP should be securely fastened
to a bulkhead above the bilge high water line.
Ensure that the LCP is properly connected to the MIM.
In fiberglass vessels, verify that the case ground stud on the Control Station Interface Module
(CSIM) is connected to the ship bonding system at each station. Avoid the bonding wire
connected to a single sideband radio ground plane.
The CSIM case must be in good electrical contact with the hull, or the bonding stud must be
properly connected to bond.
Verify that the emergency manual control switch at the master station is properly connected to the
ignition switch l2/24 V DC source.
Using a voltmeter, measure the voltage at the hot side of the emergency manual control switch
when it is in the normal position (red cap closed) and the ignition switch is on. Since the back
of the switch is potted, this will have to be done downstream of the switch. The voltage should
be nominally 12/24 volts.
Verify correct orientation of the throttle and clutch control heads with respect to the boat hull
as follows:
1. Check to see if standard heads or slimline heads are used:
3 With Standard heads, the mounting studs with wider spacing should be on the port
side of the control heads when mounted properly.
3 With Slimline heads, the tension adjustment screw should be on the port side of
the control head.
2. Check that the harness(es) from the head(s) are neatly routed and fastened, and that
the connectors securely attached.
NOTICE:
Excess harness cable should either be removed or coiled in a
"Figure 8" pattern to prevent conducted electrical interference.
Never store excess harness cable in a circular coil.
9.2.3 DISPLAYS
Check the electronic display modules (EDM) for correct mounting and hookup as follows:
1. Ensure that the EDMs are secured into or on the panel with the appropriate mounting
brackets.
2. Verify that the connector on the back of each EDM unit is properly engaged and tightened.
3. Make sure the other end of the EDM harness is securely fastened to the CSIM.
Check for proper ECM five second bulb check at the MIM as follows:
1. Turn the ignition keys or switches ON for both engines at the main station but do not start
the engines (in some boats this may be done in the engine room).
2. Have an assistant observe the lights on the MIM on the engines.
3. Verify that immediately after the ignition is turned ON, the check and stop engine lights
illuminate a bulb check for about 5 seconds.
4. If the yellow check engine light remains ON after 5 seconds, troubleshoot the system
before proceeding. See the appropriate section in the marine electronic controls
troubleshooting manual (6SE499).
5. Verify that the green ignition light is ON when ignition is ON, and OFF when the ignition
is OFF at the master control station.
If EDM units are present at the control station, they should activate and the audible alarm should
sound at the same time the MIM bulb check occurs.
Check that the ECMs are transmitting on the data link and that the wiring is intact as follows:
1. With both ignitions ON, connect the diagnostic data reader (DDR) to each MIM.
2. Using the DDR instruction booklet for directions:
[a] Verify that the DDR can read the DDEC ECM data.
If the engines have 12 or 16 cylinders, there will be two ECMs on each engine.
[b] Verify that the DDR can read both ECMs.
3. If the DDR reports there is no data on the link, proceed with troubleshooting as instructed
in the troubleshooting manual (6SE499).
NOTE:
The STATION ACTIVE light will also flash during station transfer if the throttle position at
the new station is not matched to the throttle position at the old station. That should not
be the case at this point in the dockside checkout.
5. See that the STATION ACTIVE light intensity adjusts by pressing the STATION
ACTIVE button again momentarily.
6. Continue to momentarily press the button to check the four levels of intensity before
the light returns to maximum brightness.
There are two types of throttle control heads available for use in this system. One style is the dual
lever control head in which the throttle and clutch control functions are physically independent.
The second type is the single lever control head where the throttle and clutch control functions are
combined in one lever. Determine the style of control head at each station, and use the appropriate
section below for setting the throttle scaling. There may be a mix of types on a boat.
6. While holding the LO IDLE button and keeping both the throttle levers at idle, press the
STATION ACTIVE button momentarily. The green light will stop flashing, indicating
the reading was taken.
7. Release the LO IDLE button.
NOTICE:
Do not press down on the throttle levers, because extra force
may move the levers below the minimum throttle position
and cause the wrong position to be learned.
8. Move both throttle levers to the full (wide open) position. Remove your hand.
9. Repeat the above sequence. i.e. press and hold the LO IDLE button. When the green
light is flashing, press the STATION ACTIVE button. The green light will stop flashing,
signaling that the reading has been taken.
10. Repeat this procedure at all dual lever control stations on the vessel.
11. Turn both ignition switches OFF.
12. Wait for 30 seconds or longer before turning either ignition key back ON or starting
either engine.
NOTE:
This function is disabled if the engines are running.
NOTE:
You may desire to have some dead band between the detent position and where the
engine rpm begins to increase. To do that, move the levers forward just out of the detent
before you press and hold the LO IDLE button. The amount of dead band is adjustable
over a narrow range.
5. After two (2) seconds of holding the LO IDLE button, the green LO IDLE light will
begin to flash. This indicates the computer is ready to read the minimum forward idle
setting of the throttle potentiometers,
6. While holding the LO IDLE button and keeping the throttle levers at the desired position,
press the STATION ACTIVE button momentarily. The green light will stop flashing
indicating the reading was taken.
NOTE:
This function is disabled if the engines are running.
The port throttle lever is factory preset to be the master throttle lever in engine Sync mode. The
following procedure sets the system to recognize the starboard throttle lever as the master. it also
can be used to set the system to again recognize the port throttle as master.
Set the system to recognize the starboard throttle lever as master as follows:
1. Leave the engines OFF but ignition keys ON.
2. Place both throttle levers at the idle position.
3. Press and hold the SYNC button for two (2) seconds and the green SYNC light will
begin to flash.
4. Continue to hold the SYNC button and move the throttle lever you desire to be designated
as the master throttle to the wide open forward throttle position.
5. When the wide open throttle position is reached, the green light will stop flashing,
indicating the control station has learned this is the master throttle.
6. Release the SYNC button.
NOTE:
This procedure only needs to be performed at one station.
Check the mechanical backup clutch controls and electric backup clutch actuator.
NOTE:
When first engaging backup, the control lever should be moved through the full range of
motion of the lever. This will insure proper engagement of the lever to the actuator.
Once this is done, the primary actuator will power down, and simultaneously, the emergency
backup solenoid will pull in, connecting the backup clutch control, mechanically to the gear
selector lever. The backup clutch lever will then be overdriving the primary actuator. The force
required to overdrive an unpowered clutch actuator is approximately 3-4 lbs. The force required
at the lever will vary depending on the frictional losses associated with the cabling.
The electric backup clutch actuator is controlled by toggle switches located on the emergency
manual control panel. The electric shift backup actuator is for all vessels where long mechanical
cables are necessary to reach from the bridge to the engine room.
Check the electric backup clutch actuator as follows:
1. Push the switch to the ahead position.
2. Pull the switch to the astern position.
3. Push the switch to the ahead position once more. This assures that the backup actuator is
correctly engaged
4. Go to the engine room and check that the transmission shift lever is in the ahead position.
5. Adjust the mechanical linkages in the system according to the instructions in the controls
installation section.
6. Repeat for the astern direction and readjust as necessary.
4. With electric backup actuators, push the toggle switch ON the Emergency manual control
panel to the ahead position and observe in the engine room that the gear shift lever
remains in neutral.
5. Repeat for the astern direction.
NOTE:
If the reduction gears are equipped with a Trolling option, complete this step. If the vessel
does not contain trolling valve control, proceed to the next section.
NOTICE:
Before proceeding with this section, be sure to verify that the vessel
is properly secured to its mooring with bow, stern and spring lines.
The low idle speed is set in the ECM and is determined by the engine rating.
Activate Low Idle mode as follows:
1. Press and release the LO IDLE button to activate the Low Idle mode.
2. The green LO IDLE light should illuminate and the engine speed will slow down to the
low idle speed. Low idle speeds are listed in Table 9-2.
Engine RPM
Series 92-6V, Series 92-8V 400
Series 71-12V, Series 92-12V &
500
Series 92-16V
Series 60 600
All Series 149 650
Series 200 575
Series 400 500
If the engine oil temperature is below 44C (112F), only a partial speed reduction will
be obtained.
3. Leave this mode active for the next step.
The user idle speed is pre-set at the factory to 550 rpm. However, user idle cannot be below
low idle speed.
Set user idle speed as follows:
1. Put the throttle levers in the idle position.
2. Press and hold the LO IDLE button. The green LO IDLE light will begin to flash within
two (2) seconds.
Engine speed will start to increase at a slow rate. Speed will slowly cycle between 750
rpm and the low idle rpm achieved in the previous step. The speed will continue to cycle
until the button is released.
3. Release the LO IDLE button when the engine reaches the desired normal idle speed. The
control system has now learned this speed and will return to it whenever the throttle
levers are at idle and the low idle is off.
Verify clutch lock out mode (single lever controls only) as follows:
1. Make sure that all levers are in the neutral position.
2. Press and hold both the LO IDLE and SYNC buttons simultaneously for one (1) second.
The green SYNC light and green LO IDLE light will flash simultaneously, indicating the
Clutch Lockout mode is active.
3. Move the port throttle lever to the ahead detent position.
4. Verify that the Clutch Lockout mode is active by observing that there is no vessel
propulsion.
5. Increase the engine speed by moving the throttle lever above idle.
6. Move the port lever to the astern clutch engage detent position. Verify proper operation by
the absence of vessel propulsion.
7. Move the starboard throttle lever to the ahead detent position.
8. Verify that the Clutch Lockout mode is active by observing that there is no vessel
propulsion.
9. Increase the engine speed by moving the throttle lever above idle.
10. Move the starboard lever to the astern clutch engage detent position. Verify proper
operation by the absence of vessel propulsion.
11. Exit this mode by moving both levers to the neutral position and briefly pressing both
the LO IDLE and SYNC buttons simultaneously. The two green lights will stop flashing
and turn off.
When checking that each throttle lever operates the correct engine, remember that there are two
types of throttle control heads available for use in this system. One style is the dual lever control
head in which the throttle and clutch control functions are physically independent. The second
type is the single lever control head where the throttle and clutch control functions are combined
in one lever. Determine the style of control head and use the appropriate section. There may be
a mix of types on a boat.
Check proper operation of the Electronic Backup Power Module (EBPM) throttles as follows:
1. Set the throttle levers to the idle position, the transmission controls to the neutral position,
and the red switch cover on the port EBPM is down (off).
2. Turn the port EBPM potentiometer to the idle throttle position.
NOTE:
It is possible to advance the throttle pot beyond the maximum allowed range, while in
emergency manual control. Turning the pot past allowable limits will cause the engine
speed to return to idle even if the throttle pot is still in the maximum position. When this
situation occurs, an alert will turn on, indicating that the throttle pot has exceeded the
maximum allowable output. Turning the knob back slightly will put the knob back into
the allowable range.
20. Return the system to normal operation by moving the throttle pots to the idle speed
position and closing the red cap on the emergency manual control switch.
Verify that the throttle range is correct with the engines running as follows:
1. Activate the marine control system by momentarily pressing the STATION ACTIVE
button the red light should turn on.
2. Press the LO IDLE button and observe that the engine speeds drop to the low idle speed if
the engines are warmed up.
Remember that there are two types of throttle control heads available for use in this system. One
style is the dual lever control head in which the throttle and clutch control functions are physically
independent, the second type is the single lever control head, where the throttle and clutch control
functions are combined in one lever. Determine the style of control head and use the appropriate
section. There may be a mix of types on a boat.
NOTE:
This verifies that the maximum and minimum potentiometer settings were correctly
learned in the previous section. If the results are different from the expected results,
repeat step #4 in the previous section.
To verify that the proper throttle is master with the engines running, remember that there are two
types of throttle control heads available for use in this system. One style is the dual lever control
head in which the throttle and clutch control functions are physically independent. The second
type is the single lever control head where the throttle and clutch control functions are combined
in one lever. Determine the style of control head and use the appropriate section. There may be
a mix of types on a boat.
3. Move the new master throttle lever and verify that both engines increase in speed as
commanded.
4. If the new master throttle lever is not in command but the old one is, repeat the steps in the
previous section, "Setting the Marine Control System to Recognize the Other Throttle
Lever as Master," (refer to section 9.3.5).
5. To exit the engine synchronized mode, press the SYNC button and the green light will go
out when the throttle positions are matched.
6. If the green light begins to flash, it signals that the marine control system is ready to exit
the mode but the throttle positions are not matched. To complete the exit, merely match
the qualified follower throttle lever to the master lever position.
NOTE:
The master throttle lever maintains complete control of speed for both engines until this
exit requirement is met. The reason for this is to avoid accidental vessel course changes
while exiting the engine synchronized mode underway.
Check for proper gear engagement with the engine running as follows:
1. Be sure all the prior steps check out correctly.
2. Deactivate the Clutch Lockout mode (single lever controls), by moving the levers to the
neutral position and pressing and releasing both the LO IDLE and SYNC mode buttons
simultaneously. The green lights above both buttons should stop flashing and turn off.
3. Press the LO IDLE mode button. This will put the engine into Low Idle.
NOTICE:
Do not place the clutch into gear and leave it there for
any length of time. This may cause possible damage
to the vessel and her mooring.
4. Move the port clutch control lever to the ahead detent position and then quickly move
the lever back to neutral.
5. Verify that forward propulsion is obtained.
6. Move the port clutch control lever to the aft detent position and then quickly move the
lever back to neutral.
7. Verify that reverse propulsion is obtained.
8. Move the starboard clutch control lever to the ahead detent position and then quickly
move the lever back to neutral.
9. Verify that forward propulsion is obtained.
10. Move the starboard clutch control lever to the aft detent position and then quickly move
the lever back to neutral.
11. Verify that reverse propulsion is obtained.
If all prior checks have been performed correctly then its time to proceed with a sea trial of
the system.
8. Train CSIM at each station for minimum and maximum throttle lever positions.
9. Train the system for desired master throttle lever.
10. Check the mechanical emergency backup clutch control adjustment and operation.
11. Check the electrical emergency backup clutch control adjustment and operation.
12. Gear actuator moves in correct direction in response to clutch lever command.
13. Check for proper troll valve actuator operation minimum and maximum slip only.
14. Program EDMs for maximum troll speed to match gear requirements.
15. If hydraulic bow thruster pump is on an engine, set EDM for proper speed.
16. Program EDMs for transmission maximum temperature alarm setpoint. (wait for sea trial
to set transmission minimum gear pressure alarm setpoint).
Power-up Check - Engine ON
Check the power-up, engine ON, as follows:
1. Start engines, observe startup smoke, check idle speed and half engine operation.
2. Press STATION ACTIVE button. STATION ACTIVE light is ON and steady.
3. Press LO IDLE button. Warm engine speed drops to low idle rpm.
4. Reset normal idle speed if desired.
5. Clutch disengage mode operates properly (single lever controls only).
6. Control transfers correctly to all the other control stations.
7. Turn ON emergency backup switch.
8. Emergency throttle control works correctly.
9. Wait until the sea trial to check the backup clutch control.
Sea Trial
Check the following with a sea trial:
1. Engines accelerate with acceptable black smoke at normal operating temperature.
2. Set troll speed to desired speed.
3. Troll system modulates correctly - full range of shaft speeds achieved.
4. Observe minimum transmission oil pressure when warmed up, in LOW IDLE, in SYNC.
5. Ahead and astern directions. Program EDMs for alarm setpoint.
6. Backup throttle and gear control operate correctly.
SK—11114 — System Diagram - Two Engines, Two Control Stations, Actuator, Mechanical
Backup, Troll ..................................................................................................... 10-41
SK—11115 — System Diagram - Two Engines, Two Control Stations, EGIM ......................... 10-43
SK—11117 — System Diagram - Three Engines, Four Control Stations, Actuator, Electric
Backup, Troll ..................................................................................................... 10-45
SK—11118 — System Diagram - Three Engines, Four Control Stations, Actuator, Mechanical
Backup, Troll ..................................................................................................... 10-47
SK—11119 — System Diagram - Three Engines, Four Control Stations, EGIM ..................... 10-49
SK—11120 — System Diagram - Four Engines, Four Control Stations, Actuator, Electric
Backup, Troll ..................................................................................................... 10-51
SK—11121 — System Diagram - Four Engines, Four Control Stations, Actuator, Mechanical
Backup, Troll ..................................................................................................... 10-53
SK—11122 — System Diagram - Four Engines, Four Control Stations, EGIM ....................... 10-55
Robot: Please replace this page with the graphic for t11110
Robot: Please replace this page with the graphic for t11111
Robot: Please replace this page with the graphic for t11112
Robot: Please replace this page with the graphic for t11113
Robot: Please replace this page with the graphic for t11114
Robot: Please replace this page with the graphic for t11115
Robot: Please replace this page with the graphic for t11117
Robot: Please replace this page with the graphic for t11118
Robot: Please replace this page with the graphic for t11119
Robot: Please replace this page with the graphic for t11120
Robot: Please replace this page with the graphic for t11121
Robot: Please replace this page with the graphic for t11122
A unique bridge control system, combining elements from the electronic controls of each
corporation, has been developed for the MTU/DDC Series 4000 marine engine. In this unique
system, the MDEC Engine Control Unit (ECU) replaces the DDEC ECM. The MDEC Marine
Interface Module (M-MIM), a variation of the DDEC MIM, is used with the DDEC III Marine
Level II Bridge Control system as the interface between the MDEC Electronic Control Unit
(ECU) and the DDEC III Marine Level II Bridge Control system. The M-MIM is factory installed
on the engine.
The M-MIM (see Figure 11-1) performs the following functions:
3 Translates the MDEC data messages (CAN) to DDEC data messages (J1708)
3 Measures battery voltage
3 Measures marine gear oil pressure
3 Measures marine gear oil temperature
3 Marine gear oil pressure sensor range select
3 Generates an engine tach signal based on MDEC databus messages
NOTE:
MDEC requires a 24VDC nominal supply.
NOTE:
The ignition switch does not turn off power to MDEC (as it does with DDEC). To prevent
the ship’s batteries from fully discharging during a long period of non-use, the breaker to
the M-MIM should be turned off when the engines will not be running.
Min: 25A
Max: 30A
The M-MIM connects to ship power via two 1/4 in. lugs. The Boat Builder or Installation
Technician is responsible for making the connection via a switched circuit breaker, as power to
the M-MIM must be removed when the unit is not operating to prevent the ship’s batteries from
discharging.
NOTICE:
Excess harness cable should either be removed or coiled in a
"Figure 8" pattern to prevent conducted electrical interference.
Never store excess harness cable in a circular coil.
Three harnesses connect to the M-MIM: M-MIM Power Harness, M-MIM to ERIM, and M-MIM
to ECU Harness.
The factory installed M-MIM harness connects the engine mounted M-MIM to the engine
mounted ECU and several marine sensors as listed in Table 11-1 (see Figure 11-6 at the end
of the chapter).
The M-MIM must be connected to the Engine Room Interface Module (ERIM) as listed in
Table 11-2 (see Figure 11-5 at the end of the chapter).
The M-MIM must be connected to the DDR as listed in Table 11-3 (see Figure 11-6 at the end
of the chapter).
The MDEC ECU offers many optional inputs and outputs which are not used in each application.
To take advantage of these options, up to six pass through connections in the M-MIM are used
to pass the MDEC signals between the ERIM connections. The pass through connections and
connector pin are listed in Table 11-4.
The available functions as well as the pin connections are determined by the wiring of the
M-MIM harness.
The MDEC inputs and outputs for the M-MIM-to-ERIM connector used on M-MIM Harness
P/N: 23523161 are listed in Table 11-5.
The MDEC inputs and outputs for the M-MIM-to-ERIM connector used on M-MIM Harness
P/N: 23525619 are listed in Table 11-6.
NOTICE:
The transmission is not protected from high speed shifting
in emergency backup mode. Transmission damage may
result from high speed shifting.
Activating the control switch on the EBCP will initiate emergency backup mode in which the
following actions will occur:
3 Transmission(s) will switch to the position indicated by the backup panel.
3 Engine(s) will immediately react to the speed demand from the backup controls.
3 All primary control stations will go to inactive states, losing their ability to command
gear direction and engine speed.
3 All Electronic Display Modules (EDM) will display an alert indicating emergency backup
mode.
3 The backup throttle potentiometer will command engine speed.
3 On electric backup or EGIM installations, the backup transmission selector will command
gear direction immediately.
3 On manual backup installations, the backup transmission selector will command gear
direction.
The following steps are required to return from emergency backup mode to the primary control
system:
NOTICE:
When the controls are switched between primary and backup
the engine will immediately acknowledge the new speed
demand without the requirement to qualify throttles. As a
result, the new destination controls should be in the idle
position when the controls change is made.
1. Switch the Emergency Manual Control Switch to the off position. The transmission(s)
will be commanded to neutral and the engine(s) will be commanded to idle.
2. Press the Station Active button at a control station.
11.4 INPUTS
The inputs are described in the following sections.
MDEC differs from DDEC in that MDEC uses a binary input to control the starting and stopping
of the engine. In the M-MIM implementation, a "true" signal (greater than 10 volts) will wake-up
the marine control system and signal MDEC to allow the engine to start. The "false" signal may
either float or be driven to Battery minus (less than 4 volts) to stop the engine. This input is on
MDEC BE1. Refer to the MDEC Marine Engine Control Unit Maintenance Manual (6SE626) for
more information on the operation of the MDEC binary inputs.
Sync Enable (or Throttle Select) is used to select the active throttle input. A "true" selects the
Voltage throttle input to MDEC (IUE1) as active and "false" selects the Frequency (FE1) throttle
input to MDEC as active. This input is on BE8.
The Sync Enable signal is considered "true" if the voltage is greater than 10 volts. The signal is
considered "false" if the voltage is less than 0.25 volts or floating. The Backup Panel is considered
"active" if the Sync Enable signal is "false."
The Frequency Throttle signal to MDEC is a direct connection (to FE1) without any intervention
by other modules. It is scaled the same as DDEC. The scaling is:
Signal: Square Wave
Duty Cycle: 50% +/- 30%
Calibration: 12 pulses per revolution
Logic High: greater than 8 volts
Logic Low: less than 0.5 volts
The analog voltage throttle signal is normally used as the backup throttle input. It is connected
directly to MDEC input IUE1/U_IN without any intervention by other modules. When using this
input, the 4-20mA current throttle current input (IUE1/I_IN) must be disconnected to any signal
and left floating. The RPM scaling of the signal varies with different engine ratings.
Scaling: 0.5 volt to 4.5 volts
Errors: Sensor Defect code if outside of range
Calibration: Exponential, finer control at low RPM, courser control at higher RPM
The current throttle signal may be used as an alternative to the voltage throttle signal. Each uses
it’s own input, but are electrically joined through a circuit network inside of MDEC. They also
both share the same calibration table.
NOTE:
The current and voltage inputs may not be used at the same time. One input must always
be electrically floating, or non-operation of both will result.
Since both share the same calibration table, the table must be set up for either voltage or current.
The default calibration is for voltage.
This input to MDEC (BE2) is used to force the engine out of half engine into full engine. Under
extreme temperatures the transition may not always naturally occur when shifting from neutral to
in-gear. A pressure switch on the gear will control this input through a connection in the M-MIM
harness. The part numbers are listed in Table 11-7.
See Figure 11-2 for the Full Engine Switch wiring assembly.
The LCP Ignition signal is considered "true" if the voltage is greater than 1.0 volt. The signal is
considered "false" if the voltage is less than 0.25 volts. The LCP Panel is considered "active"
if the LCP Ignition signal is "true."
When a vessel is Society Classed, automatic engine shutdown alarms are required in some cases.
If the MDEC ECU is configured for automatic engine shutdowns then a Shutdown Override
Switch is required. This switch is normally in the down position to allow the operation of
programmed automatic engine shutdowns. See Figure 11-3 for the Shutdown Override Switch
Panel Assembly P/N: 23525806.
In the case of an engine shutdown while the vessel is in an emergency situation, the Shutdown
Override Switch may be activated. This allows the engine to continue operating during any
alarm with the exception of Engine Overspeed.
NOTE:
Severe engine damage may result by operating the engine in the Shutdown Override
Mode while an engine shutdown alarm is active.
If the switch is activated before the shutdown occurs, then the engine will continue to run after
the shutdown criteria has been reached. If the engine has already shut down, then the Shutdown
Override switch may be activated to enable the engine to restart while the alarm is still active. If
the alarm becomes inactive after the engine has stopped, then the engine may be immediately
restarted without the aid of the Shutdown Override feature.
The Shutdown Override feature becomes active when battery positive (24V) is applied to the BE3
input of the MDEC ECU. This voltage must be relative to the same battery minus connected to
the ECU. If the installation requires more than one ECU (engine) to be connected to the same
Shutdown Override switch, then care must be taken to insure that all ECUs share the same
battery minus, and the 24 volt supply to the switch will be available even if the voltage supply
to another engine is turned off. A single switch connected to one engine may be seen in the
next illustration (see Figure 11-4).
M-MIM Harness (P/N: 23525619) provides the Shutdown Override function on pin 5 of the
M-MIM-to-ERIM connector as listed in Table 11-6. ERIM to M-MIM harness SK-11582 makes
the feature available to the switch panel via a single pin connector. The Boat Builder must provide
the single 18AWG wire which runs from the switch panel to the single position connector on
the SK-11582 harness (see Figure 11-5). The connector part numbers are listed in Table 11-8.
The SK-11582 harness includes the connector.
The M-MIM converts the battery voltage based upon a range of 0 volts to 40 volts. This
measurement translates to the Alternator Voltage alarm if the voltage is out of range.
Low voltage: less than 6.5 V
High voltage: greater than 32.5 V
The transmission oil temperature measurement uses a standard DDEC resistive temperature
sensor with an NTC calibration. For more information on the sensor itself, refer to DDEC IV
Application and Installation (7SA742).
There are two possible pressure sensors that are used with the M-MIM (400 or 2000 psi). The
pressure sensor type is configured using the Trans Pressure Range Select input signal. If the signal
is less than 0.25 volts, the low pressure sensor is configured. If the signal is greater than 0.31
volts, the high pressure sensor is configured. The transmission oil pressure sensor is considered
shorted high when the measured voltage is greater than 98.0% of the reference voltage. The
transmission oil pressure sensor is considered shorted low when the measured voltage is less
than 4.0% of the reference voltage.
The available MDEC optional inputs are determined by the M-MIM harness wiring.
This input is used to connect a Coolant Level Sensor in a tank not mounted on the engine. An
MDEC calibration change is required to activate this input. The connection is to MDEC input
BE9.
11.5 OUTPUTS
The outputs are described in the following sections.
A tachometer signal is generated as a 50% duty cycle square wave with a frequency that is
determined by the engine speed received via the CAN datalink. The frequency of the tachometer
signal is consistent with 12 pulses per engine revolution (i.e. at 1000 RPM the tachometer signal
frequency would be 200 Hz.). The M-MIM is capable of generating signals from 60 to 3000
RPM with 1.0 % accuracy.
The M-MIM transmits/receives data on the J1708 datalink utilizing the SAE J1587 protocol. The
M-MIM transmits data using two modes; normal M-MIM data and echoing data received from
the MDEC ECU via the CAN datalink on the J1708 datalink.
The available MDEC optional outputs are determined by the M-MIM harness wiring.
Analog output signal proportional to engine speed. This signal may be used to drive analog
tachometer gauges. It is connected to MDEC output UA1.
0.0 V= 0 RPM
10.0 V= 3000 RPM
%Load - Analog
0.0 V= 0 %
10.0 V= 120%
The analog output signal is connected to MDEC output UA2.
NOTE:
This is also the value shown in the Engine Load display of the EDM.
Starter Lockout
Binary signal used to indicate the engine is running at a speed greater than 300 RPM. It is
connected to MDEC output TAA4. Refer to the MDEC Marine Engine Control Unit Maintenance
Manual (6SE626) for electrical specifications. This feature is normally disabled to prevent alarms
for a disconnected output. A special calibration is required to use this feature.
MDEC reports a single message for a sensor failure unlike DDEC which reports a sensor failed
either high or low. To convert the single MDEC sensor fail message into one of the two DDEC
sensor fail messages, all temperature sensor fail messages will be "sensor failed high." All
pressure sensor fail messages will be "sensor failed low."
Fuel Delivery
Engine Load Engine Oil Pressure Boost Pressure
Pressure
Battery Potential
Turbo Speed Coolant Pressure Engine Coolant Temp
(use M-MIM volts)
Rail Fuel Pressure Exhaust Gas Temp Fuel Temperature Engine Oil Temp
Trip Fuel Fuel Rate Power Take-off Set Speed Engine Speed
Diagnostics Total Engine Hours Total Fuel Used --
The J1587 diagnostic codes, listed in Table 11-10, are supported from data received via the
CAN 2.0A datalink from the MDEC ECU.
Some parameters that are transmitted using MID 128 are not available from the MDEC controller
and must be calculated.
Trip Fuel
Upon receipt of the Reset Trip Fuel message from the EDM, the M-MIM snapshots the Total
Fuel Used value from the MDEC controller and uses this as a "Start of Trip" fuel value. The
Trip fuel is then calculated as the difference between the Total Fuel Used value and the "Start
of Trip" fuel value.
On the Engine Display Choices menu, following MAINT REMINDER B (if a M-MIM module is
present) the menu items listed in Table 11-11 appear.
NOTE:
Air Inlet Pressure data is used for Turbo Boost in the Engine Display Choices menu if a
M-MIM is present.
Figure
11-20 11-6 M-MIM to MDEC Harness All information subject to change without notice.
18SA372 Copyright © 2001 DETROIT DIESEL CORPORATION
DDEC III MARINE LEVEL II BRIDGE CONTROL APPLICATION AND INSTALLATION
The Detroit Diesel Corporation’s Marine DDEC III Level I Bridge Control system is designed for
use on vessels with only one control station and no more than two engines.
A.1 INTRODUCTION
The DDEC III Level I Bridge Control system takes advantage of the power of the DDEC III
Electronic Control Module (ECM) to provide basic engine controls in a simple to install and
easy to operate system.
Throttle control for the system is provided through a Slimline throttle head. The throttle lever
transmits a signal to the ECM commanding the engine speed.
The DDEC III Level I Bridge Control System provides a mechanical control lever head for gear
direction selection. This control head is designed to be connected to the gear selector control
valve via a mechanical push-pull cable. No gear cabling or brackets are provided as part of
the Level I Bridge Control system.
The ECM on each engine has a programmable user idle speed. This value may be set by the hand
held Diagnostic Data Reader (DDR) to any value between the low idle engine speed and the rated
maximum engine speed. This value is factory preset to a recommended set point. The user idle is
the normal idle speed for the engines and is the speed that the engines will run when the throttle
control heads are in the zero throttle detent position.
Low idle speed is the minimum speed an engine can run without risk of stalling. Low idle speed is
provided to allow for docking and maneuvering with minimum head way. Press the LO IDLE
button on the three button panel to select low idle mode. The "LOW IDLE" Light Emitting Diode
(LED) illuminates when low idle mode is active. Warm engines operate at low idle speed when
low idle mode is active and the throttle control heads are in the zero throttle detent position.
The engine synchronizing feature allows both engines on a twin engine vessel to operate at the
same RPM. One of the engines on a two engine vessel is chosen as the "Lead Engine" with the
other engine acting as the "Follower Engine". The "Follower Engine" matches the actual RPM of
the "Lead Engine". The "Lead Engine" must be selected during installation by connecting the
lead engine’s Marine Interface Module (MIM) to the "Leader" port at the control station harness
break out point. (see Figure A-1).
Some Detroit Diesel marine engines are programmed with an engine overload protection feature.
The feature prohibits operation above the normal propeller load curve for prolonged periods of
time. This maintains acceleration performance while protecting engine durability. The overload
feature will not activate under normal operation, but may activate when running only on one engine
in multi-engine vessels, when one or more injector fails, when debris tangles in the propeller, etc.
When engine output exceeds the maximum allowed torque curve for more than one minute, an
audible warning sounds and a warning message is displayed on the EDM(s). After two additional
minutes, the Check Engine Light (CEL) illuminates and code 58 is displayed. The engine output
will ramp down to the maximum allowed torque curve. Pressing and releasing the OVER LOAD
button on the three button panel restores full power for two minutes followed by another ramp
down. See Figure A-2.
The major components of the system are described in the following sections.
An engine mounted MIM is the interface between a marine DDEC engine and the controls and
displays. This module is a watertight and convenient junction for wires originating at the engine
ECM(s) and requires the OEM to connect two harnesses to it. The power harness (SK-10659,
refer to chapter 10) is covered in "System Installation," refer to chapter 8. See Figure A-3for
the MIM to Helm Harness.
Most wires entering the MIM are spliced and passed through except for the wires from the
transmission oil pressure and temperature sensors. These wires connect to an Analog to Digital
(A/D) Converter internal to the MIM. The converted values are transmitted on the engine serial
data link to the EDM(s). The MIM also samples the battery voltage at the power connector and
filters out voltage transients created by the fuel injector events. The battery voltage is read by the
A/D Converter and the value is transmitted on the engine serial data link to the EDM.
Four versions of the MIM are available and are listed in Table A-1. Two will interface with only
one ECM on engines of eight or less cylinders. The other two will interface with up to three
ECMs on engines of twelve to twenty four cylinders. The single and multi ECM MIMs also are
available in special fused versions for Class H and similar applications.
MIM
ECM(s) Fused
Part Number
23519565 Single No
23519566 Multi No
23519567 Single Yes: one 20 amp
23519568 Multi Yes: two 20 amp
The MIM has three lamps and a diagnostic connector for trouble shooting purposes. The ignition
lamp indicates that the MIM has ignition. The CEL and Stop Engine Light (SEL) wires from the
ECM(s) are monitored by the MIM, which lights the LED indicators in response to the state of
these signals. On engines with more than one ECM, the CEL and SEL will illuminate when any
of the ECMs have an active code. The hand held DDR, which plugs into the MIM diagnostic
connector, may be used to determine which ECM is broadcasting the fault. The DDR may also be
used to monitor parameters on the serial data link.
The factory installed MIM harness (see Figure A-4 and Figure A-5) connects the engine mounted
MIM to the engine mounted ECM(s) and several marine sensors. The harness connects the 30
pin vehicle harness connector of the master ECM to the 40 pin master ECM connector on the
MIM. Should the engine have more than one ECM (more than eight cylinders), the harness will
also connect to the 30 pin vehicle harness connectors of the receiver ECM(s) and the 24 pin
receiver ECM connector on the MIM. The harness connects to the transmission oil temperature
and pressure sensors and the engine coolant level sensor. An optional external warning device,
such as an exhaust temperature switch, may also be included.
The system is provided with a single three button control panel. The bridge mounted panel is the
Captain’s interface to the control system, allowing the selection of "Low Idle" or "User Idle",
to synchronize or de-couple the engines, and to allow temporary override of the marine engine
overload features inherent in the ECM. The panel provides LEDs to indicate the status of system
modes. Since the Level I system supports only one station, the station active button has been
omitted from the panel. The station is therefore active upon ignition. The panel cutout and the
alignment requirements are shown in the following illustration (see Figure A-6).
The EDM is an information display. Each EDM conveys information about only one engine and
transmission, and also control station information. Specific information is constantly displayed on
the front of the EDM. This information includes:
3 Engine RPM
3 Engine Oil Temperature
3 Engine Oil Pressure
3 Engine Fuel Rate
3 Transmission Temperature
3 Transmission Oil Pressure
3 Battery Voltage
The EDM can also display other information about the engine and controls system upon request.
Instructions for this can be found in the EDM section of this manual. Several features are
programmable through the EDM, including, but not limited to: gear pressure alarms and two
maintenance reminders. The full listing is available in the section about EDMs.
The EDM is weatherproof, so it can be mounted either on the inside or the outside of the vessel.
Another feature of the EDM is that it is wired to be powered all of the time. When the data bus is
inactive, such as when the ignition is off, the EDM is in "sleep mode." When there is activity
on the data bus, the EDM will "wake up" and display this data. When the system is in backup
mode, the EDMs will continue to display data.
See Figure A-7for the Slimline throttle head installation requirements. The throttle lever contains
a potentiometer that varies a voltage signal to the ECM commanding the engine speed. The ECM
uses the analog Variable Speed Governor (VSG) input for throttle.
See Figure A-8which details the clearance requirements of the mechanical gear lever head. This
control head is designed to be connected to the gear selector control valve via a mechanical
push-pull cable. The boat builder is responsible for the installation and type of cabling. No gear
cabling or brackets are provided as part of the Level I Bridge Control System.
See Figure A-9which depicts the major components of the control system and their
interconnections. The size of fuses and the wire gages are shown in the Power Harness Assembly
section. These vary for the different engine types. The MIM to Helm harness (see Figure A-3)
schematic details the wiring between the engine and the primary and backup throttle. The
Helm Interface Harness is shown on page A-10 (see Figure A-10). The Local Control Panels
(LCP) provide the back up means of throttle control. It is wired to the pigtail on the MIM to
Helm harness. The LCPs must be permanently mounted in a location suitable for operation and
navigation of the vessel (see Figure A-10).
The purpose of the dockside checkout is to assure that all of the installations are properly
completed in accordance with installation guidelines set forth by Detroit Diesel Corporation. This
dockside checkout should be the last thing completed before the vessel embarks on a sea trial.
The checkout must be performed on all new vessels or after any significant engine or vessel
maintenance. This checkout must be performed prior to leaving the dock to ensure that the system
has been properly wired and connected enabling proper control of the vessel. It is important that
all of the items contained within the dockside checkout are inspected and adjusted. Failure to do
so may result in unintended or poor performance of the system. This checkout procedure assumes
a twin engine vessel. This procedure can also be used for vessels with one engine.
A series of checks, listed below, must be successfully performed prior to starting the engines. If
a problem is encountered, correct the fault condition and start the dockside checkout from the
beginning. This is to ensure that engine controls are fully functional.
A.4.1.1 Components
Use the drawings listed in this section as a reference to be sure each cable harness is connected
to the proper component. Check the sytem wiring as follows:
3 Ensure that all electrical harnesses are neatly routed and connected to the proper connector
ports on all modules.
3 Check by hand that each connector is properly mated in the proper orientation and securely
fastened.
NOTICE
Take care when inserting the wrench through the wire
bundle so as not to damage the wires.
The collars of the round connectors must be fully turned to the locked position. The jack
screw on the square connectors must not be overly tightened. A 5/32 in. Allen wrench is
required for this check.
3 Shorten any harness which is too long. If the harness cannot be shortened, then the excess
harness length should be coiled into a figure eight. Do not leave excess harness lengths in
a round coil configuration.
3 Ensure that the power cables to the MIM are securely attached to a fused or circuit breaker
protected 12 or 24 volt DC power source.
3 Ensure that the vessel is bonded properly. Reference the bonding section of this manual.
3 Flip the red switch cover on the Port LCP up and toggle the switch to the up ON position.
3 Turn the port LCP throttle to the idle position. The noted counts should be less than 141.
3 Turn the port LCP throttle to the full position. The noted counts should be greater than 915.
3 Return the LCP switch to the OFF position.
3 Repeat all steps for the Starboard engine.
NOTICE
Before proceeding with the check with the engines running,
be sure to verify that the vessel is properly secured to its
mooring with bow, stern, and spring lines.
3 Set the throttle levers to the idle position and the transmission controls to the neutral
position.
3 Ensure that user idle mode is active by pressing and releasing the LO IDLE button until
the LO IDLE LED is off.
3 With the throttle heads in the idle position, verify that the engines are operating at the user
idle RPM. The user idle RPM is stored in the ECMs and may be displayed and changed by
the DDR under VSG configuration selection of the VIEW CALIBRATION menu, and
changed under the CHANGE CALIBRATION menu.
The method of terminal installation and removal varies, depending on the terminal/connector
design.
NOTICE:
Terminal crimps must be made with the Deutsch crimp tool
P/N: HDT-48-00 to assure gas tight connections.
All wires used in conjunction with the DDEC must meet the following criteria:
NOTICE:
DDC does not recommend using any type of terminal lubricant
or grease compounds. These products may cause dirt or other
harmful substances to be retained in the connector. DDC has not
tested these products and cannot stand behind their use.
Crimp techniques and harness dressing must also be performed in accordance with recommended
procedures to assure waterproof connections.
NOTICE:
Terminals should not be soldered to the cable.
NOTICE:
Excess harness cable should either be removed or coiled in a
"Figure 8" pattern to prevent conducted electrical interference.
Never store excess harness cable in a circular coil.
NOTICE:
If a separate seal is required, be sure to install the seal
onto the wire before stripping the insulation.
NOTICE:
No more than one strand in a 16 strand wire may be cut or missing.
1. Position a seal on each terminal lead so 5.0 ± 0.5 mm (.20 ± .02 in.) conductor and 1.0 ±
0.1 mm (.05 ± .005 in.) cable protrudes past the seal after being stripped (see Figure B-1).
2. Remove the insulation from the end of the cable with J 35615 (or equivalent), exposing
5.0 ± 0.5 mm (0.2 ± .02 in.) conductor (wire) sufficient amount of wire to be crimped by
the terminal core wings (see Figure B-2).
3. Insert the terminal into the locating hole of the crimping tool using the proper hole
according to the gage and function of the cable to be used. See Figure B-3.
4. Insert the cable in the terminal so the stripped portion is positioned in the cable core wings
and the insulated portion of the cable is in the insulation wings (see Figure B-2).
5. Compress the handles of the crimping tool to crimp the core and insulation wings until the
ratchet automatically releases.
6. To install the remain terminals, repeat steps 3 and 4.
NOTE:
Release the crimping tool with the lock lever located between the handles, in case of
jamming.
7. Gently tug on the terminal to make sure it is secure. The criteria listed in Table B-1must
be met.
NOTICE:
Any terminal that is cracked or ruptured is unacceptable
as malfunctions may occur.
8. Replace incorrectly installed and damaged terminals by cutting off the terminal just
after the insulation wings.
9. Insert terminals into connector and push-to-seat (see Figure ). Insert the lock(s) to position
and secure the assembly.
Two locking tangs secure the push-to-seat terminals to the connector body. Use the following
instructions for removing terminals from the connector body.
1. Grasp the cable to be removed and push the terminal to the forward position.
2. Insert the removal tool straight into the front of the connector cavity until it rests on the
cavity shoulder. See Figure B-4.
3. Grasp the cable and push it forward through the connector cavity into the tool while
holding the tool securely in place. The tool will depress the locking tangs of the terminal.
4. Pull the cable rearward (back through the connector).
5. Remove the tool from the connector cavity.
6. Cut the wire immediately behind the terminal crimp.
7. Follow the installation instructions for crimping on a replacement terminal. Refer to
sections B.1, B.3, or B.5 as appropriate.
NOTICE:
If a separate seal is required, be sure to install the seal onto
the wire before inserting it into the connector.
1. Insert the wire through the appropriate connector hole/cavity (see Figure B-5).
2. Remove the insulation from the end of the cable, exposing a sufficient amount of core
leads to be crimped by the terminal core wings (see Figure B-5).
3. Insert the terminal into the locating hole of the crimping tool using the proper hole
according to the gage of the cable to be used (see Figure B-6).
4. Insert the cable into the terminal so the stripped portion is positioned in the cable core
wings and the insulated portion of the cable is in the insulation wings (see Figure B-7).
Position the seal on the cable so the insulation wings grip the seal (see Figure B-7).
5. Compress the handles of the crimping tool to crimp the core wing until the ratchet
automatically releases.
6. Repeat steps 3, 4, and 5.
NOTE:
Release the crimping tool with the lock lever located between the handles, in case of
jamming.
7. Gently tug on the terminal to make sure it is secure. The criteria listed in Table B-2must
be met.
NOTICE:
Any terminal that is cracked or ruptured is unacceptable
as malfunctions may occur.
8. Replace incorrectly installed and damaged terminals by cutting off the terminal just
after the insulation wings.
A tang on the terminal locks into a tab molded into the plastic connector to retain the cable
assembly. Remove terminals using the following instructions:
1. Insert the removal tool into the cavity of the connector, placing the tip of the tool between
the locking tang of the terminal and the wall of the cavity.
2. Depress the tang of the terminal to release it from the connector.
3. Push the cable forward through the terminal until the complete crimp is exposed.
4. Cut the cable immediately behind the damaged terminal to repair it.
5. Follow the installation instructions for crimping the terminal and inserting it into the
connector.
Deutsch connectors have cable seals molded into the connector. These connectors are push to
seat connectors with cylindrical terminals. The diagnostic connector terminals are gold plated
for clarity.
NOTICE:
Improper selection and use of crimp tools have varying
adverse effects on crimp geometry and effectiveness.
Proper installation of terminals require specialized tools.
do not attempt to use alternative tools.
The crimp tool to use in Deutsch terminal installation is J 34182 (Kent-Moore part number).
Use the following instructions for installing the 4–pin Deutsch terminals:
1. Grasp the terminal approximately one in. behind the terminal barrel.
2. Hold connector with the rear grommet facing you.
3. Push the terminal straight into the grommet until a click is felt (see FigureB-8). A slight
tug will confirm that the terminal is properly locked in place.
4. Once all terminals are in place, insert the orange wedge with the arrow pinting toward the
exterior locking mechanism (see FigureB-9). The orange wedge will snap into place.
Use the following instructions for installing the 6–pin Deutsch terminals:
1
1. Strip approximately 4 inch (6 mm) of insulation from the cable.
2. Remove the lock clip, raise the wire gage selector, and rotate the knob to the number
matching the gage wire that is being used.
3. Lower the selector and insert the lock clip.
4. Position the contact so that the crimp barrel is 1/32 of an inch above the four indenters.
See Figure B-10. Crimp the cable.
Figure B-10 Setting Wire Gage Selector and Positioning the Contact
5. Grasp the contact approximately one inch behind the contact crimp barrel. Hold the
connector with the rear grommet facing you. See Figure B-11.
6. Push the contact into the grommet until a positive stop is felt. See Figure B-11. A slight
tug will confirm that it is properly locked into place. See Figure B-12.
The appropriate size removal tool should be used when removing cables from connectors. The
proper removal tools are listed in Table B-3.
2. To remove the contacts, gently pull wire backwards. At the same time, release the locking
finger by moving it away from the terminal with a screwdriver.
3. Hold the rear seal in place so removing the contact does not displace the seal.
2. Slide the tool along the cable into the insert cavity until it engages and resistance is felt.
Do not twist or insert tool at an angle. See Figure B-15.
3. Pull contact cable assembly out of the connector. Keep reverse tension on the cable
and forward tension on the tool.
The materials which must be used to produce marine grade and waterproof splices are available
from Raychem Corporation.
The recommended technique for splicing power and ignition circuits is limited to ultrasonic or
resistance welding. Alternately, resistive welding may be used for these circuits.
NOTICE:
Repairing damaged power wires and/or damaged ignition
wires via splicing is not allowed or recommended.
The recommended technique for splicing and repairing circuits (other than power and ignition
circuits) is a clipped and soldered splice. Alternatively, any method that produces a high quality,
tight (mechanically and electronically sound) splice with durable insulation is considered to
be acceptable.
This method is not allowed or recommended for power or ignition circuits. Refer to section
. The tools required are listed in Table C-3.
2. Secure the leads with a commercially available clip and hand tool. See Figure C-2.
3. Use a suitable electronic soldering iron to heat the wires. Apply the solder to the heated
wire and clip (not to the soldering iron) allowing sufficient solder flow into the splice joint.
4. Pull on wire to assure crimping and soldering integrity. The criteria listed in Table C-2
must be met.
5. Loop the lead back over the spliced joint and tape. See Figure C-3.
This method is not allowed or recommended for power or ignition circuits. The tools required are
listed in Table C-3.
Tool Part Number
Heat Gun
Wire Stripper Kent-Moore J 35615 or equivalent
Splice Clips (commercially available) 23519359 or equivalent
Heat Shrink Tubing Refer to sectionC.1.3
Terminal Crimper for 16 and 18 AWG Kent-Moore J 38125-6
Terminal Crimper for 14 and 12 AWG Kent-Moore J
Terminal Crimper for 10 AWG Kent-Moore J
3. Insert one wire into the splice clip (P/N: 23519359 or equivalent) until it butts against the
clip. Stop and crimp (see Figure C-4, A).
4. Insert the other wire into the splice clip until it butts against the clip stop (see Figure C-4,
B).
NOTICE:
Any terminal that is cracked or ruptured is unacceptable
as malfunctions may occur.
5. Visually inspect the splice clip for cracks, rupture, or other crimping damage. Remove and
replace damaged clips before proceeding.
6. Pull on wire to ensure the splice integrity. The criteria listed in Table C-4 must be met.
7. Shrink the splice clip insulative casing with a heat gun to seal the splice (see Figure C-4, C).
NOTICE:
Splices may not be closer than 12 in. (.3 m) apart to avoid
degradation in circuit performance. Replace wire to avoid
having splices closer than 12 in. (.3 m) apart.
8. Loop the lead back over the spliced joint and tape. See Figure C-3.
This method is not allowed or recommended for power or ignition circuits. The tools required are
listed in Table C-3.
NOTICE:
Any terminal that is cracked or ruptured is unacceptable
as malfunctions may occur.
6. Visually inspect the terminal for cracks, rupture, or other crimping damage. Remove and
replace damaged terminal before proceeding.
7. Slide the shrink tubing over the crimped splice clip (see Figure C-5, C).
8. Shrink tubing with a heat gun to seal the splice (see Figure C-5, D).
NOTICE:
A minimum of two layers of heat shrink tubing must be applied
to splices that have more than one lead in or out.
9. Loop the lead back over the spliced joint and tape. See Figure C-3.
Shrink wrap is required when splicing non insulated connections. Raychem HTAT or any
equivalent heat shrink dual wall epoxy encapsulating adhesive polyolefin is required. Shrink wrap
must extend at least .25 in. (6 mm) over wire insulation past splice in both directions.
NOTICE:
The heat shrink wrap must overlap the wire insulation about
.25 in. (6 mm) on both sides of the splice.
NOTICE:
You must stagger positions to prevent a large bulge in the harness
and to prevent the wires from chafing against each other.
1. Stagger the position of each splice (see Figure C-6) so there is at least a 2.5 in. (65 mm)
separation between splices.
Figure C-6 The Correct and Incorrect Method of Staggering Multiple Splices
NOTICE:
A minimum of two layers of heat shrink tubing extending .25 in.
(6 mm) past the splice must be used to complete the splice.
2. Heat shrink a minimum of two layers of heat shrink tubing. Refer to sectionC.1.3.
3. Tape the spliced wires to each other. Refer to section C.3.
Conduit must be used to protect the harness cable and cable splices.
NOTICE:
The conduit must not cover any connectors, switches,
relays, fuses, or sensors.
NOTICE:
For industrial applications, the cables must be grouped
and wrapped with electrical tape, with a minimum overlap
of 20% prior to installing the conduit.
NOTICE:
Wires should be sized and cut to near equal length
prior to installing conduit.
3 Final wire length of all circuits sharing the same conduit should meet the guidelines
listed in Table C-6
Table C-6 Final Wire Length of All Circuits Sharing the Same Conduit
3 The distance between the back of the connector or other listed devices to the end of the
conduit should not exceed:
3 1.5 in. (40 mm) for a single connector/deviceS
3 3 in. (75 mm) for multiple connectors/devices
3 All cable breakouts and conduit ends must be secured in place with tape to secure the
conduit and breakouts.
3 Tape must be used to secure the conduit at the end of take-outs to prevent the conduit from
sliding away from connectors. Refer to section C.3.
* On certain connectors, the conduit must be flush to the connector.
† If non-metallic loom is used, secure the ends with tightly wrapped nylon straps to prevent
unraveling.
Conduit diameter selection guidelines for various quantities of 18 AWG wires are listed in
Table C-7.
Conduit diameter selection guidelines for various quantities of 18 AWG and 14 AWG wires are
listed in Table C-8.
Table C-8 Conduit Diameter Selection Guidelines for 18 AWG and 14 AWG
Wires
Tape must be used when conduit is utilized. Be sure to follow the tape manufacturers’ guidelines.
The harness manufacturer may use tape under the harness covering (conduit or loom) to facilitate
harness building. Tape must be tightly wrapped at all conduit interconnections with a minimum of
two layers (refer to section C.2). Be sure to firmly secure the start and finish ends of tape.
NOTICE:
Black vinyl electrical tape should not be used in applications
where the temperature exceeds 176F (80C).
Criteria: Tape
In applications where the temperature doesn’t exceed 176F (80C), adhesive black
vinyl electrical tape that is flame retardant and weather resistant may be used.
NOTICE:
For industrial applications, the cables must be grouped
and wrapped with electrical tape, with a minimum overlap
of 20% prior to installing the conduit.
Criteria: Tape
The tape must extend a minimum of 1 in. (25 mm) past the conduit.
The tape must be crossed over butted conduit ends.
The tape must be extended a minimum of 1 in. (25 mm) in each direction at all branches.
This section contains the DDC part numbers for various parts of the system.
The EDM and ERIM store diagnostic code information for the engine, transmission and control
system. The ERIM port transmits control station information only to the DDR, not engine
information. The code categories are shown in the following sections.
The general messages shown on the DDR and EDM are listed in Table E-1.
Table E-1 Codes and General Messages shown on the DDR and the EDM
The port messages shown on the DDR and EDM are listed in Table E-2.
Table E-2 Codes and Port Messages shown on the DDR and the EDM
The starboard messages shown on the DDR and EDM are listed in Table E-3.
Table E-3 Codes and Starboard Messages shown on the DDR and the EDM
This sections discussed upgrading from a DDEC II or DDEC 2.5 system to a DDEC III system.
The following chart should be used when replacing DDEC II BBIMs (Boat Builder Interface
Module) with DDEC III MIMs (Marine Interface Module). Not all MIMs are the same. Please
use the following chart as a guide to replacing the modules.
Software
Description Part Number Replaced By
Level
2.0 Single ECM 23512347 23517419
2.0 Dual ECM 23512348 23517420
2.5 Single ECM 23517419 23517419
2.5 Dual ECM 23517420 23517420
2.5 Triple ECM 23517421 23517421
3.0 Single ECM 23519565 23519565
3.0 Multi ECM 23519566 23519566
3.0 Single ECM w/fuses 23519567 23519567
3.0 Multi ECM w/fuses 23519568 23519568
When replacing a DDEC II BBIM with a DDEC III MIM, pins on the MIM to ERIM harness
must be jumped in order to avoid a coolant level code.
If you are using the MIM in a new installation, then these jumpers will not be needed.
Replace the DDEC II BBIM with the DDEC III MIM as follows:
1. Pull back the rubber boot from the rear of the 24-pin connector on the DDEC II BBIM
to ERIM harness.
2. Jumper pin 18 to pin 20 (see Figure F-1).
3. Jumper pin 22 to pin 24 (see Figure F-1).
Some installations use an Engine Room Tach Drive driven off of pin 22 on the ERIM side of
the DDEC II BBIM.
If a DDEC III MIM is used to replace a DDEC II BBIM then the wire formerly going to terminal
14 on the master ECM connector (40 Pin Deutsch) must be connected to the wire going to pin 22
(formerly attached to the ERIM connector - 24 Pin Deutsch). This circuit is no longer supported
within the DDEC III MIM circuitry, consequently, an exterior connection to the module must be
made using a jumper wire.
When a DDEC III MIM replaces a DDEC 2.5 MIM, the shield wires on the MIM to ERIM harness
pin 16 must be disconnected or removed. Keeping this wire connected, can produce ground loops.
NOTE:
Care should be taken when upgrading to a DDEC III MIM, as the connection points
for the ERIM and the receiver ECM have moved. Pay close attention to ensure the
connectors are being plugged into the correct port!
In most cases, gear engagement time may be improved by upgrading to DDEC III gear actuators.
These actuators require 24 volt power, so a voltage converter is needed in 12 volt applications.
The installation instructions for a DDEC III system should be followed. DDEC III Troll
components cannot be used on DDEC II/2.5 systems. The parts for gear actuator upgrade are
listed in Table F-2.
Most of the DDEC II/2.5 parts must be replaced to upgrade to a DDEC III system. The parts
listed in F-3Table F-3 are re-useable.
Control heads may be reused with adapter harness to CSIM.
*23520936
Single-lever, Dual-head Port-SS* 23512035 37D-00453-001
**23520937
*23520936
Single-lever, Dual-head Port-BLK† 23512036 37D-00453-002
**23520937
Dual-lever, Dual-head, Throttle-SS* 23512037 37D-00454-001 23520939
Dual-lever, Dual-head-Throttle-BLK† 23512038 37D-00454-002 23520939
*23520936
Single-Lever Dual-STDS-SS* 23512039 37D-00455-001
**23520937
*23520936
Single-Lever Dual-STDB-BLK† 23512040 37D-00455-002
**23520937
Dual-lever Single-head-SS* 23512041 37D-00456-001 23520937
Dual-lever Single-head BLK† 23512042 37D-00456-002 23520937
Dual-lever Dual-head-Gear-SS* 23512043 37D-00457-001 23520938
Dual-lever Dual-head-Gear-BLK† 23512044 37D-00457-002 23520938
Lever Gear & Throttle Control Single-head
23512498 39A-00282 SK-11059
Single-lever Port Slimline
Lever Gear & Throttle Control Dual-head SK-11055
23512509 39A-00262
Slimline (Clear) SK-11056
Lever Gear & Throttle Control Single-head
23512511 39A-00264 SK-11068
Dual-lever Slimline
Lever Gear & Throttle Control Single-head SK-11059
23512553 39A-00266
Triple-lever Slimline SK-11068
SK-11055
Lever Gear & Throttle Control Dual-head SK-11056
23512555 39A-00260
Triple-lever Slimline SK-11374
SK-11375
Single-lever Single-head BLK† 23517176 39A-00283 SK-11059
SK-11055
SIngle-function Head -BLK† 23517177 39A-00263
SK-11056
Dual-function Head -BLK† 23517178 39A-00265 SK-11068
SK-11055
SK-11056
Single-function Head-BLK† 23517179 39A-00261
SK-11374
SK-11375
SK-11059
Dual-function Head -BLK† 23517180 39A-00267
SK-11068
* Stainless Steel
† Black
Table F-3 Reusable Control Heads
Button panels may be reused. However, the CSIM connector and pins on the Control Button Panel
Harness must be changed.
The Master Station to the ERIM harness may be reused only if the system will not have DDEC
III electronic backup gear shifting installed. There are not enough conductors in the harness to
support the needs of the DDEC III system with backup. If used, the harness will need to have the
connectors changed on both ends. Since the connector location of the DDEC III ERIM Master
CSIM is different than the DDEC II/2.5 ERIM, adequate harness length should be confirmed. By
changing the connectors on both ends the Secondary Control Station Harness may be reused.
All other DDEC II/2.5 components and harnesses must be replaced with the DDEC III version.
The DDEC 11/2.5 to DDEC III conversion part numbers are listed in Table F-4 and Table F-5.
23517558 31C-00502
23517559 31C-00512
Emergency Backup Switch 23506958 39C-00175
23519572 31C-00513
23519574 31C-00514
GLOSSARY
ABYC American Boat & Yacht Council
AC Alternating Current
BAT Battery
CKT Circuit
CMD Command
COM Common
DC Direct Current
DDR Diagnostic Data Reader: The hand held tool for use in
troubleshooting DDEC.
EW External Warning
LMP Lamp
MEM Memory
MUX Multiplexer
NEUT Neutral
QUAL Qualified
REQ Request
RTN Return
SERV Service
STA Station
SW Switch
THROT Throttle
EDM
action during alarm conditions, 6-5
as part of control system, 5-4
J
bonding in metal hull, 8-74 J1587, G-4
bonding in nonmetallic hull, 8-72
description of, 3-8
flush mount, 8-59 L
keypad, 6-2
Local Control Panel
low voltage indication, 4-5
description of, 3-14
maintenance reminder, 6-13, enabling and
mounting criteria, 8-52
programming, 6-14
menus, 6-2, 6-4
mounting criteria, 8-57
programming, 6-6, in a new boat, 6-8 M
swivel mount, 8-57 MIM
training in a new boat, 6-8 as part of control system, 5-11
EGIM check engine light, 5-11
as part of control system, 5-19 current draw for different engines, 8-20
backup interface, 5-20 description of, 3-10
description of, 3-12 diagnostic connector, 5-11
harnesses, 8-51 dockside checkout, 9-2
mounting criteria, 8-51 fuses, 8-22
role during normal backup, 7-9 harness to ECM, 8-13
harness to ERIM, 8-20
Emergency Backup Control Panel
ignition light, 5-11
connection to master CISIM, 8-69 power and ground source criteria, 8-9
description of, 3-7 stop engine light, 5-11
different styles, 7-1
mounting criteria, 8-69 Multi-ECM, welding precaution, 8-29
ERIM
action in drag down prevention strategy, 4-6
action in high engine speed shift protection, 4-6 O
action in station transfer, 4-2 Operating Volatage
as part of control system, 5-4, 5-6 criteria, 8-6
bonding in metal hull vessel, 8-74 DDC recommendation, 8-5
bonding in nonmetallic hull vessel, 8-72
Optimized Idle, 2-7
description of, 3-9
dockside checkout, 9-2
fuses, 8-35
harnesses, 8-33 P
mounting criteria, 8-32 Power Harness, connectors, 8-26
operating parameters, 5-9
Power Source
power and ground source criteria, 8-9
battery recommendation, 8-5
criteria, 8-5
F
Fuses, 8-29 T
Terminal Installation
Deutsch, B-9
pull-to-seat, B-6
push-to-seat, B-1 W
Terminal Removal Welding, 8-28–8-29
Deutsch terminals, B-13
pull-to-seat, B-9 Wires
push-to-seat, B-5 insulation criteria, 8-10
requirements, B-1