LEO/NKJ/AVCR/Aug-2017 Rev. 1.

2 MAN Diesel & Turbo

ACTION CODE: WHEN CONVENIENT

Operational Advice

Troubleshooting of Tacho alarms

valid for ME-C, ME-B and ME-DF
engines.

Tacho System – ME encoder

Dear Sirs

This guide is made for troubleshooting in case of Tacho system failures. The guide is intended for
engines both on testbed and in service.

The guide consists of a troubleshooting tree, which can be followed using the procedures
referred to in each block.

Best regards
MAN Diesel & Turbo
Low Speed Engineering Operation

Niels Kristian Jensen and Anders Cronberg

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LEO/NKJ/AVCR/Aug-2017 Rev. 1.2 MAN Diesel & Turbo

Contents

Troubleshooting tree ...................................................................................................................................... 3

Procedure 1 – Check 24V power on ECU and TSA junction box ..................................................................... 5
Procedure 2 – Check pick up (MSA) sensor on turning wheel ........................................................................ 6
a. Radial position (clearance) .................................................................................................................. 7
b. Axial position ....................................................................................................................................... 8
c. MSA pick up sensor damage ............................................................................................................... 8
Procedure 3 – Check encoder and TSA box .................................................................................................... 9
Procedure 4 – Check Tacho cabling ................................................................................................................ 9
Procedure 5 – Check MPC malfunction by interchanging MPCs .................................................................... 9
Procedure 6 – Check encoder mounting ...................................................................................................... 10
a. Typical mounting failures .................................................................................................................. 10
b. Marker A Input slip (can be serious) ................................................................................................. 12
c. Tacho Input A slip.............................................................................................................................. 13
d. Tacho Input B slip .............................................................................................................................. 13
Procedure 7 – Adjust ME encoder ................................................................................................................ 14
Procedure 8 – Run Tacho Function Test on MOP ......................................................................................... 15
Further troubleshooting support .................................................................................................................. 17
Appendix – Tacho Wiring Diagrams .............................................................................................................. 18

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Troubleshooting tree
Below troubleshooting tree is meant to quickly direct the reader to the probable cause of one or more
tacho alarms.

Rule #1:

Alarms “Tacho set A failure” and “Tacho set B failure” must always be resolved first.

Please note that if the engine stops without a STOP command, the Tacho set A failure and Tacho set B
failure will be set when the engine stops. Both Tacho set A failure and Tacho set B failure reset
automatically after about 20-30 seconds. This is normal behavior and troubleshooting should focus on
fuel, hydraulics and mechanical failures – not the Tacho system.

Tacho set A and B

failure
troubleshooting

”Tacho set A
failure” or ”Tacho Other Tacho alarms
No No Problem Solved
set B failure” alarm present?
present?

Yes
Yes

Check 24V power

Is alarm See Tacho
on ECU of active
Yes present on all troubleshooting for
alarm.
Tacho MPCs*? minor alarms
(Procedure 1)

If continued
”Tacho set A failure” No

Check pick up
If continued sensor on turning Check cabling
”Tacho set B failure” wheel. (Procedure 4)
(Procedure 2)

If problem persists If problem persists

Check Encoder and

TSA box of active Interchange MPCs
alarm. (Procedure 5)
(Procedure 3)

Tacho set A and B failure troubleshooting tree

* Tacho MPCs:
Standard ME Configuration: CCU and ECU
ME-B Configuration: CCU
ME-DF Configuration: CCU, ECU and SCSU

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Tacho
troubleshooting for
minor alarms

”Tacho set A
Go to Tacho set A
failure” or ”Tacho
Yes and B failure
set B failure” alarm
troubleshooting
present?

No

Tacho A/B or
”Delta Tacho B too ”Tacho Alignment
Marker Slip alarms No No No Problem Solved
big” alarm present? Err” alarm present?
present?

Yes Yes Yes

Check encoder shaft Adjust encoder B

Run tacho function
and mounting and run tacho
test on MOP
brackets. function test
(Procedure 8)
(Procedure 6) (Procedure 7+8)

Tacho troubleshooting tree for minor Tacho alarms

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Procedure 1 – Check 24V power on ECU and TSA junction box

For ME-C engines, the TSA junction boxes and encoders are powered by the ECUs, and a power failure on
either ECU-A or ECU-B will cause a Tacho malfunction. (For ME-B engines the TSA-A and TSA-B junction
boxes are powered directly from the Engine Control Cabinet (ECC) X1TSA-X-A1/A2. Skip this procedure for
ME-B engines and simply check the power supply in the ECC as well as J5 on TSA junction boxes.)

For “Tacho set A Failure” check the J40 output on ECU-A and TSA-A Power supply (J5).

ECU-A and TSA-A power supply

Similarly for “Tacho set B Failure” check the J44 output on ECU-B and TSA-B Power supply (J5).

ECU-B and TSA-B power supply

Power failures can be caused by a blown fuse on the ECU MPC (F13) or a damaged cable or MPC
malfunction. A Tacho failure alarm can also be caused by power loss to ECU-A or ECU-B (ECU J1), in which
case there will be many other alarms present as well.

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Procedure 2 – Check pick up (MSA) sensor on turning wheel

Most Tacho set A failures are caused by the pick up sensor. Pin-pointing if the error is in the pick up
sensor can be done using the MSA signal from encoder A instead of the pick up sensor signal:

In the TSA-A junction box, disconnect the pickup sensor and connect the encoder A MSA signal by
swapping plugs 1 and 2 as seen in below illustration. Add plug 2 if not present, see diagram below.

This test can be done with the engine running if Tacho set B alarm is not present.

TSA-A box

Electrical diagram of test connection

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Verify the tacho system using the Tacho Function Test on MOP with the plug test connected (plug 2 in
above picture), then with normal signal connected. If both tests are OK, the error may be found by
checking:

a. Radial position (clearance) .................................................................................................................. 7

b. Axial position ....................................................................................................................................... 8
c. MSA pick up sensor damage ............................................................................................................... 8

a. Radial position (clearance)

Verify that the pick up sensor LED is lit on the whole iron half ring – engine angle 90-270 degrees
(Cylinder 1). Also verify that the sensor output voltage follows the LED by measuring pin C on
pickupsensor plug in TSA-A box (J4). Refer to cable drawings in appendix.

The distance from the iron ring to the sensor should be 1.5 – 3 mm, see illustration. Measure it at several
angles and fill out below table.

Crankshaft position 90 deg 135 deg 180 deg 225 deg 270 deg

Measured clearance

Pickup sensor installation clearance

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b. Axial position
The crankshaft has a bit of axial play. Some issues are caused by the sensor not being directly above the
iron half ring, see illustration

Pick up sensor misalignment

c. MSA pick up sensor damage

The tip of the sensor is very sensitive to damage. Please replace if any signs of scratching can be seen.
Here is a bad example of a scratched sensor (left) and the new (right)

MSA pick up sensor damage

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Procedure 3 – Check encoder and TSA box

Inspect Encoder and cable for physical damage.

Check that the LED on the TSA is on for half a revolution (TSA-A: 0-180 degrees), (TSA-B: 45-225). If the
LED is not on, please check:

1) Is J10 connected to the LED in the lid of the TSA box?

2) Is the voltage correct on connector J5 (A=0V, J=24V) on the TSA?

Encoder Canon plug with deposits on connector

Procedure 4 – Check Tacho cabling

The number of MPC’s in alarm can be used to determine where to look for the error:

If all CCU’s (and ECU’s if fitted) show the same alarm, the problem should be found in Encoder, TSA or
MSA-pickup (Tacho Set A only).

If only one or a few MPCs are setting the alarm, the problem could be found in cabling from the TSA to
the CCU’s (and ECU’s if fitted) or the MPC setting the alarm.

See appendix for cable drawings.

Procedure 5 – Check MPC malfunction by interchanging MPCs

For example interchange one ECU with one CCU. Allow the software and parameters to load before
starting the engine (a few minutes). Wait for a steady green LED signal on both MPC’s.

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Procedure 6 – Check encoder mounting

Under normal conditions, the encoders are driven by the crankshaft and kept in place by a flexible
support. If something fails in this arrangement, a position difference may occur between the crankshaft
and the encoders – a “slip”. This can be serious because it will cause incorrect engine timing.

a. Typical mounting failures .................................................................................................................. 10

b. Marker A Input slip (can be serious) ................................................................................................. 12
c. Tacho Input A slip.............................................................................................................................. 13
d. Tacho Input B slip .............................................................................................................................. 13

a. Typical mounting failures

A common failure in the encoder mounting is the spring plates breaking due to improper compensator
installation, misalignments or a bent encoder shaft. The most common cause of broken spring plates is
missing Loctite in the compensator bearing for glued design (drawing 5011091-7.5). This can be checked
by pushing the compensator flange by hand, and observe if the bearing is loose.

Encoder mounting. Left: Broken spring plates for encoder installation. Right: Newly manufactured spring plates.

Installation of compensator

1. Mount bearing in flange using glue. If bearing is not secured in flange, it may lead to breaking of
encoder spring plates!
Note: Newest type of bearing and flange are not glued together but utilize a press fit, please
observe drawings.
2. Mount bearing sleeve loosely
3. Mount shaft seal in flange (only for inner bearing complete)
4. Mount flange on compensator and secure with bolts and nuts

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Compensator assembly

Compensator not aligned with encoder shaft. Spacer (yellow circle) installed to take load off encoder spring
plates.

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b. Marker A Input slip (can be serious)
This alarm shows that the Marker A signal ON/OFF position is not correct when compared to 1) Encoder A
position and 2) Encoder B position. The serious condition occurs if the driveshaft which drives both
encoders is not fixed to the crankshaft: Both Encoders will give correct signals, but the signals are not
aligned with the crankshaft! Check this using the turning gear and verify position of the turning wheel
with the readout on the MOP: Engine Status screen, select “Details” (ME-C only). On ME-B engines the
turning wheel position can be read on the MOP: Maintenance -> Function Test -> Tacho screen, select
“Details” (only available after Tacho Function Test has been completed).

MOP Engine Status screen - Encoder angles (ME-C engines only)

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MOP Tacho Function Test - Encoder angles (ME-B + ME-C Engines)

c. Tacho Input A slip

This alarm shows that the encoder A position is not correct when compared to
1) Encoder B position and
2) The signal from Marker A Input (on the turning wheel).

Check Encoder A mounting.

d. Tacho Input B slip

This alarm shows that the encoder B position is not correct when compared to
1) Encoder A position and
2) The signal from Marker A Input (on the turning wheel).

Check Encoder B mounting.

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Procedure 7 – Adjust ME encoder

Delta Tacho B too big

This alarm shows that the encoder B must be re-adjusted at first opportunity. It is good practice to
inspect the encoders and encoder support right away. Then finish fine-adjusting the Tacho system using
the Function Test for Tacho.

Tacho Alignment Err

This alarm shows that the position from Encoder A is slightly different from the position from Encoder B.
It is good practice to inspect the encoders and encoder support right away. Then finish fine-adjusting the
Tacho system using the MOP Tacho Function Test (see procedure 8) and by re-calibrating the PMI system
(see PMI User Manual) at first opportunity.

For adjustment of ME encoder, please refer to procedure M90626 “Angle Encoder”.

Adjustment of ME encoder

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Procedure 8 – Run Tacho Function Test on MOP

The MOP has a function test called “Tacho Function Test”. It is a step-by-step guide, which requires the
engine to be turned to some positions and the MOP program will analyze the Tacho System and point to
errors. All error causes, except MSA failures at running speed, will be covered by this test. It is safe to
start the engine when the test “Test of Tacho signals” has been successfully completed.

From MOP Description Manual:

“The Tacho Test allows for the verification of the angles of the Tacho Pick-Ups and angle encoder fine
adjustment of certain parameters.

Test of Tacho Signals

Press Start and follow the instructions on the screen. Make sure that an assistant is standing by to
activate the Turning Gear, and verify the crankshaft position.

During the test the following is displayed on the screen:

A: xx B: xx (blue background):
If the crank has been turned to the prescribed angle when the background is blue, then the value is
correct. Continue to next step.

A: xx B: xx (yellow background):
If the crank has been turned to the prescribed angle and the background is still yellow, then the test has
failed. Continuation of the test is not possible. By pressing the details button, specific information
regarding the failure is displayed. Check and adjust the Tacho arrangement.

The x in the test can be either T or F

Setting of Fine Adjustment Parameters

As indicated on the screen a certain minimum engine speed is required in order for the ME system to
measure a correct ‘delta Tacho-B’ value.

The ’Trigg Offset AH’ value that is to be entered must be taken from the PMI equipment (see PMI manual).
The ‘Trigg Offset AH’ value is not measured by the ME system, that is why a PMI-0 diagram is required as
part of the setting of the final Tacho parameters.”

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MOP Tacho Function Test screen after successful test, PMI 0-diagram and Trig offset adjustment.

Tacho Function Test Details screen after successful test

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Further troubleshooting support

In case the above troubleshooting is not enough, please forward the following data to
leo@mandieselturbo.com along with a detailed description of prior troubleshooting:

1) Photo of the Function Test, Tacho screen in “Procedure 8 – Run Tacho Function Test on MOP”.
That is: After turning the engine to 137 degrees and before engine startup.

2) Alarm log

3) Spaf file

4) Photos of the MSA pickup: One taken from the end of the engine with the half ring under the
sensor and the second photo should be taken from the side of the engine, again with the half ring
under the sensor.

Page 17 of 18
Troubleshooting guide for Tacho alarms
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