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Product Description
Diesel Engine Fire Pump Controller

Description Firetrol combined automatic and

manual Mark II based diesel engine fire pump
controllers are intended for starting and monitoring
fire pump diesel engines. They are available for
use with 12 or 24 volt negative ground systems
using lead acid or Nickel-Cadmium batteries. The
controller monitors, displays and records fire pump
system information.
Approvals Firetrol fire pump controllers are listed
by Underwriters Laboratories, Inc., in accordance
with UL218, Standard for Fire Pump Controllers,
CSA, Standard for Industrial Control Equipment
(cUL), and approved by Factory Mutual. They are
built to meet or exceed the requirements of the approving authorities as well as NEMA and the latest
editions of NFPA 20, Installation of Centrifugal Fire
Pumps, and NFPA 70, National Electrical Code.
Standard Features The following are included
as standard with each controller:
Two pole AC line circuit breaker
Manual-Off-Auto selector switch
Manual test push-button



Two manual crank push-buttons

Two 10 Amp battery chargers with 4 stage charging cycle, selectable AC voltage (110 / 220),
selectable DC voltage (12 / 24), and selectable
battery type (Lead Acid, Ni-Cad 9/18 Cell, NiCad 10/20 Cell)
Door mounted display/interface panel featuring
a 80 Character Vacuum Fluorescent Display,
Membrane Type User Control Push-buttons and
easy to read LED Indicators
Minimum Run Timer / Off Delay Timer
Daylight Savings Time Option
Weekly Test Timer
Engine Run Time Meter
Digital Pressure Display
USB Host Controller and Port
Solid State Pressure Transducer
Data Log
Event Log (3000 events)
Simultaneous Display of Battery Voltages and
Charging Rates
Disk Error Message
Disk Near Full Message
Pressure Error Message
Fail to Start Message
Low Suction Pressure Message
Crank Cycle Status Indication (Displays Cranking Battery, Number of Starting Attempts and
Crank/Rest Time Remaining)
300 psi (20.7 bars) wet parts (solid state pressure transducer, solenoid valve, plumbing) for
fresh water applications
High Speed Open Serial Communications Port
NEMA Type 2 enclosure


Diesel Engine Fire Pump Controllers

Diesel Engine Fire Pump Controller

The fire pump controller shall be a factory assembled, wired and tested unit and shall conform to
all the requirements of the latest edition of NFPA 20,
Standard for the Installation of Stationary Pumps for Fire
Protection and NFPA 70, National Electrical Code.
The controller shall be listed by Underwriters Laboratories, Inc., in accordance with UL218, Standard for
Fire Pump Controllers, CSA, and Canadian Standards
Association CSA-C22.2, Standard for Industrial Control
Equipment (cULus) and approved by Factory Mutual.
The controller shall be:
12 Volt
24 Volt
The controller components shall be housed in a NEMA
Type 2 (IEC IP11) drip-proof, wall mounted enclosure.
Operator Interface
The fire pump controller shall feature an operator
interface with user keypad. The interface shall monitor
and display motor operating conditions, including all
alarms, events, and pressure conditions. All alarms,
events, and pressure conditions shall be displayed with
a time and date stamp. The display shall be a 4-line,
20-character, vacuum fluorescent, dot matrix type
designed to allow easy viewing from all angles and in
all light conditions. The display and interface shall be
NEMA rated for Type 2, 3R, 4, 4X, and 12 protection and
shall be fully accessible without opening the controller
door. The display and user interface shall utilize multiple
levels of password protection for system security. A
minimum of 3 password levels shall be provided. The
display shall be capable of being programmed for any
Digital Status/Alarm Messages
The digital display shall indicate text messages for
the status and alarm conditions of:
Engine Run
Sequential Start Time
Minimum Run Time
Crank/Rest Time - Cycle
Remote Start
/Off Delay Time
Engine Fail to Start
System Battery Low
Low Suction Pressure Printer Error
Drive Not Installed
Manual Engine Crank
Disk Error
Disk Near Full
Pressure Error
The Sequential Start Timer, Minimum Run Timer/Off
Delay Timer and Crank/Rest time shall be displayed
as numeric values reflecting the value of the remaining


LED Visual Indicators

LED indicators, visible with the door closed, shall
Main Switch in Auto
Engine Fail to Start
Charger Malfunction
Battery #1 Trouble
Battery #2 Trouble
System Pressure Low
Engine Running
Engine Coolant Temperature High
Engine Oil Pressure Low
Engine Overspeed
Data Logging
The digital display shall monitor the system and
log the following data:
Motor Calls/Starts
Total Engine Run Time
Last Engine Run Time
Last Engine Start
Last High Water Temperature
Last Low Oil Pressure
Last Low Fuel Level
Last Battery Charger Failure
Last Battery Trouble
Last Engine Overspeed
Minimum Battery Voltages
Maximum Battery Voltages
Total Unit Run Time
Minimum/Maximum System Pressure
Event Recording
Memory - The controller shall record all operational and alarm events to system memory. All events
shall be time and date stamped and include an index
number. The system memory shall have the capability
of storing 3000 events and allow the user access to
the event log via the user interface. The user shall
have the ability to scroll through the stored messages
in groups of 1, 10, or 100.
USB Host Controller - The controller shall have a
built-in USB Host Controller. A USB port capable of
accepting a USB Flash Memory Disk (aka: flash drive,
thumb drive, memory stick, etc..) shall be provided.
The controller shall save all operational and alarm
events to the flash memory on a daily basis. Each
saved event shall be time and date stamped. The total
amount of historical data saved shall solely depend
on the size of the flash disk utilized. The controller
shall have the capability to save settings and values
to the flash disk via the user interface.
Serial Communications - The controller shall
feature a RS485 serial communications port for use
with 2 or 4 wire Modbus RTU communications.

Solid State Pressure Transducer

The controller shall be supplied with a solid state
pressure transducer with a range of 0-300 psi (0-20.7
bar) 1 psi. The solid state pressure switch shall be
used for both display of the system pressure and control of the fire pump controller. Systems using analog
pressure devices or mercury switches for operational
control will not be accepted.
shall be digitally displayed and adjustable through
the user interface. The pressure transducer shall be
mounted inside the controller to prevent accidental
damage. The pressure transducer shall be directly
pipe mounted to a bulkhead pipe coupling without
any other supporting members. Field connections
shall be made externally at the controller coupling to
prevent distortion of the pressure switch element and
A digitally set On Delay (Sequential Start) timer
shall be provided as standard. Upon a call to start,
the user interface shall display a message indicating
the remaining time value of the On Delay timer.
The controller shall be field programmable for
manual stop or automatic stop. If set for automatic
stopping, the controller shall allow the user to select
either a Minimum Run Timer or an Off Delay Timer.
Both timers shall be programmable through the user
The controller shall include an AC Power Loss
start timer to start the engine in the event of AC Power
The controller shall be fully programmable to allow up to 8 custom alarm messages to be displayed
on the user interface.

A weekly test timer shall be provided as standard.

The controller shall have the ability to program the time,
date, and frequency of the weekly test. In addition, the
controller shall have the capability to display a preventative maintenance message for a service inspection.
The message text and frequency of occurrence shall
be programmable through the user interface.
A Lamp Test feature shall be included. The user
interface shall also have the ability to display the status
of the system inputs and outputs.
Battery Chargers
The controller shall include two fully automatic, 200
amp hour, 4 step battery chargers. The chargers shall
feature a qualification stage, in which the batteries are
examined by the charger to insure that they are not
defective and are capable of accepting a charge. The
battery charger shall feature:
Selectable AC Power Voltage
Selectable Battery Voltage
Selectable Battery Type
Charge Cycle Reset Push-button
The controller shall be a Firetrol brand.

(919) 460-5200 Sales Office: Cary, NC 27512 USA

SP1100-20 (06-11-07)

Sequence of Operation
Diesel Engine Fire Pump Controllers
1. Place MANUAL-OFF-AUTO selector switch in OFF
2. Close circuit breaker 1CB to allow single phase AC
voltage to the battery chargers.
3. Close circuit breakers 2CB and 3CB to allow battery
DC voltage to the battery chargers, and all other
DC voltage components in the controller.
Note : Selector switch in OFF position is an alarm
condition, and the Alarm LED will be flashing. Also, the
START and STOP pressure set points should be
programmed into the Mark II, and the System should
be pressurized at or above the STOP set point. See the
Setup and Operating Instructions Manual for details.
4. Selector switch should be placed in AUTO for
automatic start on loss of pressure. The Mark II will
show system pressure, and battery voltage. Main
Switch in Auto LED will be illuminated.
5. The controller is now in standby condition and is
ready to start the diesel engine should a start
signal be received.
1. Place MANUAL-OFF-AUTO selector switch in
MANUAL position.
a. Alarm LED will flash.
b. Main Switch in Auto LED will go out.
c. Engine Oil Pressure Low LED will illuminate.
d. Engine fuel and water solenoid will energize
through terminal #1, and engine shutdown circuit
will de-energize through terminal #12.
2. Press CRANK ON BATTERY #1 and/or CRANK ON
BATTERY #2 push-button(s).
a. Engine starter will energize through terminals
#9 or #10 respectively.
Note: Hold the crank push-button until engine starts,
then release.
CAUTIONEngine starting motor may be damaged due
to excessive continuous cranking. Limit continuous
cranking time to fifteen (15) seconds. Allow at least fifteen
(15) seconds rest before attempting to re-crank.
b. Engine Running LED will illuminate once the
engine is running.
c. Engine Oil Pressure Low LED should go out
once oil pressure is satisfied.
Note: Engine mounted oil pressure switch must open
and de-energize terminal #4 within 15 seconds after the
engine is running. If not, the controller mounted audible
alarm will sound.
CAUTIONLow Oil Pressure condition outlined above
may result in engine damage. IMMEDIATELY place the
selector switch in the OFF position. DO NOT RUN
ENGINE until problems have been resolved.

Engine will keep running until it is shutdown by

placing the selector switch in OFF position or the
engine over speed switch operates.

1. Place MANUAL-OFF-AUTO selector switch in
AUTO position.
a. Main Switch In Auto LED will illuminate.
2. Push ENGINE TEST push-button on controller inner
panel and hold depressed until engine starts and


NOTE Pressing this button energizes the SVR relay

(solenoid valve relay), and the solenoid drain valve on
controller, bleeding pressure from the pressure transducer
causing engine controller to automatically start the




Release TEST push-button after engine starts.

Cranking will cease.
a. Engine Running LED will illuminate, the SVR
relay (solenoid valve relay) will de-energize, and
the solenoid valve will be de-energized, satisfying
system pressure.
b. If Mark II is programmed for Automatic Start,
and Manual Stop Only, the controller will stop
only if pressure is restored at or above the STOP
set point. The main selector switch can be turned
to the OFF position, or the STOP RESET
BATTERY TROUBLE push button can be
depressed. If all requirements are normal, the
engine will shutdown.
c. If Mark II is programmed for Automatic Start and
Automatic Stop, the controller will automatically
stop the engine after the minimum run period
expires and all conditions are returned to
Signals for Auto-Start are as follows:
a. System pressure drops to Start set point .
b. Remote Start contact closes.
c. Deluge valve contact opens.
d. Weekly test automatically performed or ENGINE
TEST push-button depressed.
Occurrence of any of the call to start conditions
a. Fuel and water solenoids through terminal #1
and de-energizes the engine shutdown circuit
through terminal #12. NOTE: Either terminal #1,
or terminal #12 is used, depending on engine
b. Engine cranking circuits through terminals #9
or #10.
c. Minimum run period timer (for auto shutdown
only). Minimum run time is a function of the
Mark II.
Cranking circuit operates as follows:
a. Mark II crank limit timer starts 165 second time
cycle to limit total cranking duration time.
b. Timer sets 15 seconds crank period.
c. Timer sets 15 seconds rest period between
d. Cranking alternates between battery1 and
battery2. Three 15 second cranks per battery.

NOTEIn the event that a battery is inoperative, the

respective battery will be shown on the Mark II display
as Battery Trouble. This will prevent the battery
alternating crank cycle from operating and will lock the
cranking circuit onto the remaining battery.
e. If the engine does not start within the 165 second
time, the timer will expire in the Mark II and
energize the engine trouble alarm relay, ETR,
de-energize the cranking circuits, sound the
audible alarm, and Engine Fail To Start LED
will illuminate. Placing the selector switch in
the OFF position will reset the control circuits.
7. When engine reaches running speed, the engine
mounted speed switch will close to terminal #2,
engine running relay ERR will energize, and the oil

pressure timer in Mark II. Engine Running LED

will illuminate.
a. Remote engine running alarm contacts are


b. Energizing ERR inhibits the crank output circuit

in Mark II.

Engine oil pressure should increase, opening the

engine mounted low oil pressure switch.
If the oil pressure fails to increase, the oil pressure
timer will time out (15 seconds), sound the audible
alarm, and energize relay ETR to activate the remote
engine trouble alarms. The controller does not
shutdown the engine on low oil pressure unless the
start was initiated by a test condition (Weekly Test
or Engine Test push-button).

CAUTIONAn engine running with a low oil pressure

condition may be damaged. If operation of the engine is
not essential at this time, it should be shutdown by
placing the selector switch in the OFF position. All
possible causes of low oil pressure should be investigated
and corrected immediately so that system can be
returned to normal operation.
10. Whenever the controller selector switch is in the
MANUAL OR AUTO position, the engine water
temperature is monitored through the temperature
switch on the engine. Closure of this contact through
terminal #5, will signal Mark II to energize the audible
alarm, relay ETR and activate the remote engine
trouble alarm. This will not stop the engine, nor will
it prevent the engine from starting. Note: A test
condition will stop the engine.
CAUTIONAn engine running with a high temperature
condition may cause engine damage. Causes of high
temperature should be investigated and corrected
11. An engine overspeed condition will immediately
shutdown the engine and lock it out until the
overspeed switch on the engine has been reset.
(Overspeed is normally set at 120% rated RPM.)
The overspeed switch on the engine will operate to
close the engine fuel valve and energize controller
relay OSR. Engine Overspeed LED will illuminate,
the audible alarm will energize, relay ETR will
energize and activate the remote engine trouble
alarm. Relay ERR will de-energize, deactivating the
remote engine running alarm signals. The engine
overspeed switch must be reset manually before
the engine can be restarted. The audible alarm on
the controller and the remote engine trouble alarm
may be silenced by placing the controller switch in
the OFF position. If the control switch is placed in
the AUTO or MANUAL position before the engine
overspeed switch has been reset, the audible alarm
on the controller and the remote alarm will be
reactivated. NOTE: The engine is solely responsible
for engine shutdown in overspeed.
12. Weekly test timerOperation of weekly test timer,
will energize the solenoid drain valve on the controller
to take the transducer to atmosphere, initiating an
automatic run sequence. The engine will run until
the weekly test timer resets (minimum 30 minutes)


and all other demand signals have been satisfied. If

the engine continues to run, it indicates that some
other demand still exists.
An engine start by weekly test timer, or Engine
test push-button, is considered a nonessential start.
Safety engine shutdown circuits for the following
conditions are included in this controller:
a. Engine overspeed.
b. Engine low oil pressure.
c. Engine high temperature.
Shutdown by engine overspeed requires manual
reset of the engine overspeed switch.
Shutdown by low oil pressure and high temperature
would be voided by any other demand for engine
run operation.
Interlock shutdownClosing of the interlock
contacts will disable all automatic starting and
automatic running functions but will not affect
manual start or manually started running functions.

Shutdown normally occurs when pressure is restored at
the transducer and the minimum run time expires. Mark
II performs the functions of a holding circuit to allow the
timing of the crank circuit and also of energizing wire 1
(terminal #1) on the engine, energizing the fuel solenoid.
When all start conditions are met, the fuel solenoid deenergizes, stopping the engine.
The above sequence requires that Mark II be programmed
for automatic shutdown (minimum run time). If
programmed for Manual Stop Only, the engine must be
stopped manually.
Caterpillar engines require that the fuel solenoid be
energized to shutdown. (Main selector switch, MANUALOFF-AUTO must be in OFF or AUTO). This allows wire
12 (terminal #12) to become energized, and the
shutdown circuit on the engine to become energized.
These conditions allow the engine fuel solenoid to
energize to stop the engine if Mark II is programmed for
Automatic Stop.
Engine overspeed is a shutdown condition and is
detected by contacts mounted on the engine which signal
through terminal #3. OSR1 will energize, Engine
Overspeed LED will illuminate. Mark II prevents any
call to start, disabling the weekly test circuit and the
manual Engine test circuit. Terminal #1 remains
energized to supply voltage to overspeed circuits on the
The Caterpillar engine requires energizing the fuel
solenoid to stop. In an overspeed condition, wire 12,
terminal #12, will be energized, stopping the engine.
Overspeed disables the crank cycle, prevents all calls
to start, disables the weekly test circuit and the manual
test circuit.

SQ1100-20 (03-07-07)