Operating Instructions (B1)

§ Engine Nos 1 063 097-100/116 •C

(U
Q.
llindø 163
8832000456098
1
 IMO 9146455
L 163

1 Introduction

D366680E 1-1 9.93

 Contents of Section 1
i Introduction

LI Preface
1.2 Product liability
1.3 How this operating instruction manual is organised, and how to use it
1.4 Whom to contact / Addresses / Telephone numbers
1.5 Supplementary information

q
ai
q

D36 6628 E 98.20 32/40 Page 1 of 1

 Introduction 1
Preface 1.1

Characteristics of engines,
justified expectations,
prerequisites
Engines produced by MAN B&W Diesel AG have evolved from periods
of continuous, successful research and development work. They
satisfy high standards of performance and have ample redundancy of
withstanding adverse or detrimental influences. However, to meet all
the requirements of practical service, they have to be used to purpose
and serviced properly. Only with these prerequisites can unrestricted
efficiency and long useful life be expected.

Purpose of the operating
and working instructions
The operating instructions as well as the working instructions
(working cards) are thought to assist you in becoming familiar
with the engine and the equipment. They are also thought to provide
answers to questions that may turn up later on, and to serve as a
guidance in your activities of engine operation, checking and
servicing. Furthermore, we attach importance to familiarising you
with the functions, relations, causes and consequences, and to
conveying the empirical knowledge we have. Not the least, in
providing the technical documentation including the operating and
working instructions, we comply with our legal duty of warning the
user of the hazards which can be caused by the engine or its
components - in spite of a high level of development and much
constructive efforts - or which an inappropriate or wrong use of our
products involve.

Condition 1 The technical management and also the persons in charge of servicing
works (possibly on order) have to be familiar with the operating
instructions and working instructions (work cards). These should all
times be available.

Missing information and disregard for information can cause damage

to persons, things and the environment.

Please read the operating and working instructions.

D36 6680 E 1.1-1 9.95 Page 1 of 2

Condition 2 The servicing and overhaul of modern four-stroke engines will in each
case require previous training of the personnel in charge. The level of
knowledge that is acquired during such training is a prerequisite to
using the operating instructions and working instructions (work
cards). No warranty claims can be derived from the fact that a
corresponding note is missing in these.

Untrained persons can cause damage to persons, things and the

environment.

Never give orders which may exceed the level of knowledge and
experience. Accès must be denied to unauthorized personnel.

Condition 3 The technical documentation is valid for one certain order only. There
can be considerable differences to other plants. Informations valid in
one case can lead to problems in others.

Technical documents are valid for one certain order only. Using
information of another order or from foreign sources can lead to
disturbances/damages.

Only use the correct information, never use information from foreign
sources.

To be observed as well Please observe also the notes on product liability given in the
following section and the introductional passages and safety
regulations in Section 3.

With best regards

MAN B&W Diesel Aktiengesellschaft

D36 6680 E 1.1-1 9.95 Page 2 of 2

f Product Liability 1.2

The reliable and economically efficient operation of a propulsion

system requires that the operator has a comprehensive knowledge.
Similarly, proper performance can only then be restored by servicing or
repair work if such work is done by qualified specialists with the
adequate expertise and skill. Rules of good workmanship have to be
observed, negligence is to be avoided.

This Technical Documentation complements these faculties by specific

information, and draws the attention to existing dangers and to the
safety regulations in force. MAN B&W Diesel AG asks you to observe
the following:

Neglection of the Technical Documentation, and especially of the

operating instructions and safety regulations, the use of the system for
a purpose other than intended by the supplier, or any other misuse or
negligent application may involve considerable damage to property,
pecuniary damage and / or personal injury, for which the supplier
rejects any liability whatsoever.

D366680E 1.2-1 7.93

 How theoperating

1.3

the operation

Structure and special feat«

Equipment/
——~-
—~imiitedtoth

D366680E
8.95
General
Page 1 of 3
 Maintaining the operability of the engine, carrying out preventive
or scheduled maintenance work, doing unsophisticated repair
work, and contracting and supervising more difficult work.

The manual does not deal with:

The moving, erection and dismantling of the engine or major

components of it,

Steps and checks when putting the engine into operation for the
first time,

Difficult repair work requiring special tools, facilities and

experience and the

Behaviour after fire, inrush of water, severe damage and average.

What is also of importance

The sheet "Scope of supply"
The content of the operating manual and structural details of it can be
seen at a glance from the table of contents. We should like to draw
your particular attention to the sheet "Scope of supply" in Section 2.
The sheet named "Scope of supply" lists and briefly describes all the
items that were supplied by MAN B&W Diesel AG. This sheet shows
for which components you may expect to receive assistance and spare
parts supplies from us. This is the scope to which our information, our
maintenance schedules and specifications refer. Where problems are
encountered with systems for which we have supplied but a few
items, it will possibly be more helpful to consult the system supplier
directly, unless MAN B&W's scope of supply is mainly concerned, or
similar, obvious reasons apply.

Engine design The operating manual will be continually updated, and matched to
the design of the engine as ordered. There may nevertheless be
deviations between the sheets of a primarily describing / illustrating
content and the definite design.

Technical details Technical details of your engine are included in

the printed brief description,
the installation drawing (included in Volume E1),
the section "Technical details",
in the work cards in Volume B2, and
the test run or commissioning certificate included in Volume B5,

All the documentation is specifically matched to your particular

engine, with the exception of the printed brief description.

D36 6680 E 1.3-1 8.95 General Page 2 of 3

Maintenance schedule / The maintenance schedule is closely related to the work cards of
work cards Volume B2. The work cards describe how a job is to be done, and
which tools and facilities are required for doing it. The maintenance
schedule, on the other hand, gives the periodical intervals and the
average requirements in personnel and time.

D366680E 1.3-1 8.95 General Page 3 of 3

Addresses / Telephone Numbers 1.4
Supplementary Information 1.5

Addresses Table 1 contains the addresses of Works of the MAN B&W Diesel AG
and of the Technical Branch Office in Hamburg. The addresses of MAN
B&W service centers, agencies and authorised repair workshops can be
looked up in the brochure "Diesel and Turbocharger Service
Worldwide".

Werk Augsburg MAN B&W Diesel AG

Stadtbachstrasse 1
D-86135 Augsburg
Telephone (0821) 322-0
Fax(0821)322-3382
Werk Hamburg MAN B&W Diesel AG
Service Center, Werk Hamburg
Rossweg 6
D-20457 Hamburg
Telephone (040) 7409-0
Fax(040)7409-104

Technical Branch Office Hamburg MAN B&W Diesel AG

Technisches Büro Hamburg
Rossweg 6
D-20457 Hamburg
Telephone (040) 7409-0
Fax(040)7409-229
:
MAN B&W Service Center, Please look up in the brochure
agencies, " Diesel and Turbocharger Service Worldwide"
authorised repair workshops

Table 1. Addresses

D36 6680 E 1.4-1 8.95 General Page 1 of 2

Telephone numbers Table 2 contains the names, telephone and fax numbers of the
competent persons who can give advise and render assistance to you if
required.

Company MAN B&W Diesel AG MAN B&W

Service
Augsburg Works Hamburg Works Center,
Service Center agencies,
authorised
Your contact Name Name. repair
Telephone (0821) 322-... Telephone (040) 7409-... work-
Telefax (0821) 322-... Telefax (040)7409-... shops

Service Engines Waschezek, Dept. ST Taucke

Tel -3930 Tel -149
Fax -3838 Fax -104

Service Turbochargers Claussen, Dept. AS

Tel -3994
Fax -3998

Spare parts Stadier, Dept. SL

Tel -3580
Fax -3574

* Please look up in the brochure "Diesel and Turbocharger Service Worldwide"

Table 2. Persons to be contacted, telephone and fax numbers

Supplementary information Supplementary information concerning printed publications

available, the dispatch of informative literature, and the training
courses we offer is given in Volume A1, Section 8.

D36 6680 E 1.4-1 8.95 General Page 2 of 2

 2 Technical
Details

D366680E 2-1 9.93

 taw

Contents of Section 2
2 Technical details

2.1 MAN B&W Diesel AG's scope of supply / Technical specification

2.2 Engine
2.2.1 Characteristic features
2.2.2 Photographies / Drawings

2.3 Components / Subassemblies / Additional equipment

2.4 Systems
2.4.1 Fresh air/ Charge air / Exhaust gas systems
2.4.2 Compressed air / Starting systems
2.4.3 Fuel oil system
2.4.4 Control of speed and output
2.4.5 Injection / Ignition timing
2.4.6 Lub. oil system
2.4.7 Cooling water system

2.5 Technical data

2.5.1 Ratings / Consumption data / Main dimensions
2.5.2 Temperatures and pressures
2.5.3 Weights
2.5.4 Dimensions / Clearances / Tolerances

in
I
§

D36 6628 E 98.20 32/40 Page 1 of 1

Technical Details
MAN B&W Diesel AG's Scope of Supply / 2
Technical Specification 2.1

Items supplied The next page is a list of the items we have supplied. We are giving
you this list to ensure that you contact the right partner for obtaining
For all items information / assistance. For all questions you have on items supplied
supplied by us... by us, please contact

MAN B&W Diesel AG in Augsburg,

and for typical service questions

MAN B&W service centers,

agencies and
authorised repair workshops all over the world.

For all items For all items not supplied by us, please directly contact the sub-
not supplied by us... suppliers, except the components / systems supplied by MAN B&W
Diesel AG are concerned to a major extent or similar, obvious reasons
apply.

Technical Specification The order confirmation, technical specification related to order

confirmation and technical specification of the engine contain
supplementary information.

D36 6628 E 2.1-1 9.95 General

MAN B&W Diesel AG

VSl - 37684 Augsburg, 25.04.97

TECHNICAL SPECIFICATION
MAN B&W DIESEL
2, OESTERVEJ
4960 HOLEBY
DENMARK

4800 TEU Containership for A.P.Möller

Newbuilding 163 at Lindo
Our Serial No. 1 063 097-100, Plant H 9940
4 Marine auxiliary Diesel engines, uni-directional
Type: 7 L 32/40
3150 kW corresponding to 4284 HP at a speed of 720 l/mi n
Item Q'ty Description net kg
11111 4 Basic engine for operation
on heavy fuel
Acceptance of components LRS 163200
007b 2 Two-stage charge-air cooler, instead of
single-stage charge-air cooler
015b 4 Mechanism to optimise the
injection timing
017 2 Mechanism to optimise the valve timing
for full-load and part-load operation
037 4 Electrical turning gear
037a 1 Push button station with cable
length of 25 m
281 4 Standard drive at the free end,
required for the attached pump(s) 320
282b 4 Fresh water centrifugal pump
(for HT circuit) on engine 480
284 4 Lube oil single pump 960
559 2 Pneumatically driven three way valve
for charge-air preheating (LT-system)
782 4 Switch cubicle for engine controls 680
854 4 Oil mist detector * 260
856a 1 Adjusting tools and spare parts 5
901 1 Set of standard tools
for servicing and inspecting the engine 860
941 1 Set of spare parts and 1 set of tools .
for turbocharger 35
960 1 Spare parts for list R 204
LRS navigation mark A (965A) 280
994h Personnel for a total
of 15 man days
MAN B&W Diesel AG

VSl - 37684 Page

Item Q'ty Description net kg
999a - Connection for Jet-Assist
- Connection for dry-cleaning device
of the turbocharger
- Connection for measuring point
charge air temperature after
charge air cooler
- Connection parts on the engine
for a fixed gallery to be
delivered by MBD-H

The weights have a tolerance of 5 % and do not include the

flywheel as well as the water and oil fillings of the plant.
MAN B&W Diesel Aktiengesellschaft
Engine 2.2
Characteristic Features 2.2.1

Successful engine type: Engines with the type designation L 32/40 are turbocharged, uni-
100 L 58/64 engines directional, four-stroke, in-line engines with a cylinder bore of
sold 320 mm and a stroke of 400 mm. They are used for marine pro-
(as at 6 793) pulsion and auxiliary applications, and as stationary engines in power
stations. The characteristic features of the larger engine types of MAN
B&W Diesel AG's production programme have been adopted for this
engine. These features decisively contributed to the sales successes.
When viewing onto the coupling end, the exhaust gas pipe ist at the
right (exhaust gas side AS), and the charge air pipe at the left (exhaust
gas opposite, ACS). The engine has two camshafts. One of them is
used for inlet / exhaust valve actuation on the exhaust side, the
second one serves to drive the injection pumps on the far side.
Hydraulically actuated setting mechanisms permit to adjust the valve
timing or the injection timing, as the case may be. The turbochargers
and charge-air coolers are at the coupling end on most of the
propeller propulsion engines, and at the free engine end on
generator engines. A driving unit at the free end serves for driving
the cooling water and lube oil pumps.

The engine can be operated on fuel oils of up to 700 mm2/s at 50°C up

to, and including CIMAC H / K 55. It can be adapted to operation on
MDO, if desired.

Engines of the type L 32/40 have a large stroke/bore ratio and a high
compression ratio. These characteristics facilitate an optimisation of
the combustion space geometry and contribute to a good part-load
behaviour and a high efficiency.

The engines are equipped with MAN B&W turbochargers of the

N R type.

D366628E 2.2.1-1 9.93 L 32/40

Photographies / Drawings 2.2.2

Figure 7. Six-cylinder L 32/40 four-stroke engine viewed from the exhaust counter side.
Prototype f or marine application.

D366628E 2.2.2-1 9.93 L 32/40 Page 1 of 7

Figure 2. L 32/40. viewed from the coupling end

D366628E 2.2.2-1 993 L 32/40 Page 2 of 7

 L 32/40. viewed from the exhaust side (prototype)

D366628E 2.2.2-1 9.93 L 32/40 Page 3 of 7

 \

Figure 4. L 32/40, viewed from the coupling end

D366628E 2.2.2-1 9.93 L 32/40 Page 4 of 7

Figure 5. Engine cross section

D366628E 22.2-1 9.93 L 32/40 PageS of 7

 y o:-----'.-

36 £3 £78/1

Figure 6. Longitudinal section of engine (free end)

D35Ô628E 22.2-1 993 L 32/40 Page 6 of 7

 ;

36 i3 t78/2 U

Figure 7. Longitudinal section of engine (coupling end)

D366628E 2.2.2-1 993 L 32/40 Page 7 of 7

Components/
Subassemblies / Additional Equipment 2.3

Identification number 001 - Standard engine version

Crankcase The engine crankcase is made of cast iron. It is in one piece and very
rigid. The tierods extend from the bottom edge of the underslung
main bearing to the upper edge of the frame, and from the upper edge
of the cylinder head to the frame diaphragm plate. This provides for an
optimal flow of forces from the cylinder head to the crankshaft. A
further result is the large elongation of tierods leading to safe
compressive stresses of the preloaded parts. The bearing caps of the
crankshaft bearings are additionally fastened laterally to the casing.
The rigid crankcase/ bearing cap connection protects the bearing shells
from being deformed.

The camshaft drive and the vibration damper casing are integrated in
the engine casing.

The crankcase has no water spaces. The lube oil is supplied to the
engine via a distributor pipe integrally cast in the casing. This means
that there are no internal, screwed lube oil pipes of a larger diameter.
The tierod bores and tierod serve a double purpose. They keep the
components under preload and are used to distribute the oil. The
sealing of tierods is at the crankcase diaphragm level.

Figure 1. Static main components /tierods

Amply dimensioned landings provide for protection against

deformations transmitted via the foundation. The engine is therefore
virtually suited for resilient mounting.

Large doors on the sides ensure good access to the running gear
components. The crankcase doors on the exhaust side have safety
valves (generally on marine engines, on stationary engines in some
cases only).

Figure 2. Crankcase in unmachined condition, viewed from the

coupling end

Oil sump The oil sump is a welded steel plate construction. It collects the oil
dripping from the running gear, and from there the oil flows to the
lube oil tank arranged in the lower level.
Crankshaft bearing
The crankshaft bearing caps are of the underslung type. They are held
in place by the continuous frame tierods. Cross bracing by further

D366628E 2.3-1 3.94 L 32/40 Page 1 of 20

 tierods contributes to the dimensional stability of the bearing, and
prevents sideway displacement of the crankcase under the effect of the
ignition pressures.

The locating bearing which is to determine axial position of the

crankshaft is at the first internal bearing pedestal. It consists of a flange
forged to the crankshaft, the axially arranged locating rings and the
bearing block. The locating bearing is only supported in the upper half.

The outward bearing takes the radial forces and transmits these into
the crankshaft via the coupling flange. It consists of the crankcase wall,
the split, bolted-on flanged bearing and the labyrinth splashing ring
with covering shell.

The bearing shells of all crankshaft bearings consist of a supporting

steel shell, a bonding layer and a light-metal running layer.
Figures. Crankshaft/crankshaft
bearing

Crankshaft The crankshaft is a special steel forging. It is underslung and has two
balance weights per cylinder, which are held in place by waisted bolts
and provide for substantial mass balancing. The gearwheel driving the
gear train consists of two segments. These are held together by four
tangentially arranged bolts. The frictional connection with the locating
bearing flange is achieved by 16 cap bolts.

The nodular cast iron flywheel is connected to the crankshaft flange at

the free engine end. The flywheel with its gear rim permits the engine
to be turned by means of a hand-operated turning gear when doing
servicing work. The turning gear is equipped with a starting interlock.

Figure 4. Crankshaft with driving

gear, locating bearing flange and
bolted-on balance weights

D366628E 2.3-1 3.94 L 32/40 Page 2 of 20

Torsional vibrations damping /
mass balancing
Balance weights bolted onto the crankshaft serve the purpose of
balancing the oscillating masses. Torsional vibrations are reduced by
means of a vibration damper at the free end of the crankshaft. The
internal part is so designed that the cooling water and lube oil pumps
can be driven via a bolted-on gear rim.

Figure 5. Crankshaft at the free end, equipped with torsional vibration

damper and gear rim

Connecting rod The connecting rod is of the marine head type. The joint is above the
connecting rod bearing. This means that the big end bearing must not
be opened when pulling the piston. This is of advantage for the
operational safety (no positional changes / no new adaptation), and
this solution also reduces the height dimension required for piston
assembly/removal. Connecting rod and bearing body consist of CrMo
steel. They are die-forged products. The bearing shells are identical to
those of the crankshaft bearing. Thin-walled bearing shells having an
AlSn running layer are used. The bearing caps and bearing blocks are
bolted together by waisted bolts.

Figure 6. Connecting rod with joint above the bearing (marine head)

Piston The piston consists of two main parts. The piston skirt is made of
nodular cast iron. Material selection in connection with the design
configuration render the part highly resistant against the ignition
pressures, and permit narrow piston clearances. Narrow piston
clearances and the stepped piston design reduce the mechanical
loading of the piston rings, obstruct the access of abrasive particles,
protect the oil film against combustion gases and prevent polished
surfaces on the cylinder liner. The piston crown is forged of a high-

D366628E 2.3-1 3.94 L 32/40 Page 3 of 20

 quality material and is dimensionally stable. Its special geometry
facilitates efficient cooling. Cooling by oil is assisted by shaker-effect
cooling at the inside and outside, and by a number of additional
cooling bores in the external area. In that way. the temperatures can
be adequately controlled to prevent wet corrosion in the ring grooves.
The ring grooves are induction-hardened. Remachining is possible.

The piston crown and piston skirt are connected by waisted bolts.
Three compression rings and one oil scraper ring produce the necessary
sealing effect between the piston and the cylinder liner. The first
compression ring has a chrome/ceramic coating. The second and third
rings are chrome-plated. All the rings are fitted in the wear-resistant,
efficiently cooled steel crown.

The piston pin is of the floating type and fixed in the axial direction by
means of locking rings. Bores that might have effects on the oil film
formation and component strength do'not exist.

Figure 7. Piston - composite, oil-
cooled
The piston is cooled by oil supplied through the connecting rod. The oil
is delivered from the oscillating connecting rod to the piston crown by
means of a spring-mounted funnel sliding on the outer contour of the
connecting rod boss.
*

Cylinder liner The cylinder liners are made of special cast iron and have a nodular cast
iron backing ring in the upper part. This backing ring is centered in the
crankcase. The lower part of the cylinder liner is held by the diaphragm
plate of the crankcase. The collar of the cylinder liner carries a fire ring,
also called fireband.

This division into three parts, namely the cylinder liner, the backing ring
and the fire ring, permits an optimal geometry in regard of stability
against deformation, cooling efficiency and reliable minimum
temperature levels in certain areas.

By having chosen this component combination, it is also ensured that

deformations transmitted to the crankcase from the foundation are
sustained without the upper part of the cylinder liner suffering
deformation and without negative effects on the piston run.

Cavitation problems are prevented

• by the firm location of the cylinder liner in its upper and lower parts,
• by the reliable enclosure in the combustion space area, and
• by the small water spaces of limited surface area.
Figure 8. Cylinder liner, fire ring
and backing ring

D366628E 2.3-1 394 L 32/40 Page 4 of 20

 Also, the intense and simultaneously carefully adjusted cooling in the
upper part ensures

• good lubricating conditions, and

• reliable protection against low-temperature corrosion.

The fire ring which projects over the cylinder liner bore, together with
the optimised piston geometry (upper part reduced - stepped) provides
for

• protection of the lubricating film

• protection against combustion residues depositing, and -
• protection against polished surfaces forming on the cylinder liner
and caused by coked piston crowns.

Figure 9. Fire ring f stepped
piston interaction
The cooling water is supplied to the cylinder liner via a line connected
to the backing ring. The water flows through the bores of the fire ring
and farther through bores in the backing ring into the cooling spaces of
the cylinder head. The cylinder head, the backing ring and the fire ring
can be jointly drained.
Bore holes in the backing ring permit the fire ring and the cylinder head
to be checked for gas and cooling water leaks.

Cylinder head The cylinder head is a nodular iron casting. It is pressed onto the fire
ring by four stud bolts, thus providing for a non-positive connection
from the cylinder head via the fire ring and liner collar with backing
ring down to the diaphragm plate. The strong, bore-cooled lower part
of the cylinder head and the inner part, which is reinforced by fins,
ensure a high dimensional stability.

The cylinder head has two inlet and two exhaust valves, one starting
valve, one indicator valve and (if used as marine engine) one safety
valve. The fuel injection valve is centrally located between the valves. It
is enclosed in a sleeve which in the lower part is sealed against the
cooling water space and also against the combustion space.

0366628 E 2.3-1 3.94 L 32/40 Page 5 of 20

 The connections between the cylinder head and the exhaust gas
manifold, the connections inside the charge air pipe and to the cooling
water system and starting air pipe use quick-lock, clamped and plug-in
connectors.

The cylinder head has a cast light-metal hood which is closed by a cover.

Figure 10. Cylinder head with exhaust valves and valve gear

3643485

Figure Ï1. Cylinder head with inlet, exhaust and injection valves

Camshaft drivé The camshaft drive is integrated inthecrankcase. It is at the coupling

end, between the first crankshaft bearing and the outboard bearing or
engine housing. The camshaft gears are driven from the gear rim on
the crankshaft, via two spur-toothed idler wheels. The first of them has
a split gear rim of larger diameter at the drive input and a smaller
diameter at the drive output. The second idler gear engages both
camshafts. It serves to drive the injection camshaft and the valve
camshaft at the opposite side of the engine.

The idler gears are supported on shaft stubs connected to the frame
inside by means of waisted bolts/stud bolts. Access to the camshaft
drive outside is obtained by dismantling the outboard bearing and
housing and the bolted-on end wall.

Figure 12. Camshaft drive

D366628E 2 3-1 394 L 32/40 Page 6 of 20

 The camshaft drive has no external oil supply. The bearing bushes and
tooth meshings are supplied with oil through bores/ducts/short
pipelines in the crankcase and spray nozzles connected to these. They
need not be removed when intermediate gears are being dismantled.

Camshaft The engine has two camshafts composed of sections the length of a
cylinder each. One of the camshafts controls the valves, the second one
the injection pumps.

Figure 13. Injection camshaft

with setting device (option,
identification No. OlSb) 3643A88/1

This solution permits both camshafts to be set as required for the

operating conditions / purposes, and relieves the valve camshaft from
the torsional vibrations excited by the injection pumps. The camshafts
are supported in tunnel bearings. The pressed-in bearing bushes consist
of a steel shell and a thin lead bronze lining.

The camshafts are integrated in the engine frame contour. They have
light-metal covers which can be easily removed.

The injection camshaft has one cam per cylinder. The valve camshaft
carries two double cams per cylinder, one cam half each being used in
full-load operation, the second half being operative with the camshaft
shifted to part-load operation.

The injection camshaft has an axial bearing at the coupling end

(without setting device) or at the free engine end (if equipped with
setting device). The bearing box is bolted to the crankcase from
outside, and externally supplied with oil.

é D366628E 2.3-1 3.94 L 32/40 Page 7 of 20

 The axial bearing is required because a thrust is exerted as the camshaft
is turned by means of the setting device. This thrust is absorbed by the
axial bearing.

Figure 14. Valve camshaft with

shifting device (option, ident. No.
017)

Valve gear Drive of the pushrod for the inlet and exhaust valves is from the
camshaft via inlet and exhaust rocking levers supported on a joint
pillow, with the cam movements being transmitted via a follower. The
pushrod movement is in the cylinder head transmitted to short rockers,
and from these to a guided, spring-loaded yoke. This yoke operates
two equal valves each. The pillow supporting the rocking levers (the
rocking-lever casing) is bolted to the cylinder head. Bearing bushes,
ball pans and yokes are lubricated by means of a fitting in the pillow.

Figure 75. Valve gear on the exhaust side using inlet and exhaust
rocking levers.

Valves There are two inlet valves and two exhaust valves per cylinder head.
They are accommodated in the valve guide pressed into the cylinder
heads.

The valve plate of the inlet valve and the valve plate and seat ring of
the exhaust valve have an armouring. The seat rings, which are pressed
into the cylinder head, are contacted by cooling water on the inside.
The valve plate /valve seat material pairing has been optimally
matched for both valves.

D366628E 2.3-1 3.94 L 32/40 Page 8 of 20

 These features and the optimised manufacturing process ensure low
wear of these highly loaded components. The efficient cooling of the
seat ring and the low valve temperatures obtained as a result prevent
high-temperature corrosion.

The inlet valves are rotated by rotocaps. The exhaust valves have a
propeller vane on the stem, above the plate, which rotates the valve by
the effect of the gas flow. The rotation is enabled by the axial bearing
at the top end of the valve.

These rotating devices ensure gas-tight valve seats, and hence long
times between overhaul.

Figure 16. Valve drive by means of a guided yoke

3643485

Figure 17. Inlet and exhaust valves

Governor Typel
Woodward governor, mechanical type, combined with booster. The
drive is achieved through the first idler wheel of the camshaft drive.
The movement of the governor shaft is transmitted to a servomotor via
levers and ball head rods. The servomotor amplifies the actuating force
and transmits the motion to the admission linkage of the injection
pumps.

Type 2
The governing and output regulating system consists of an electronic
control unit, an electro-mechanical positioner, a remote speed setting
device and speed pick-ups. The speed pick-ups record the actual speed
of the engine.

D366628E 2 3-1 3.94 L 32/40 Page 9 of 20

 The electronic controller evaluates the difference between the desired
speed and the actual speed. In case of deviations, a correction signal is
produced. This signal is transmitted to the positioner which transforms
it into a rotary movement. This rotary movement acts on the admission
linkage of the injection pumps, i.e. the amount of fuel injected into the
cylinders is influenced.

3643492

Figure 18. Speed control system. Heinzmann make, consisting of an electro-mechanical positioner (left),
the electronic controller (middle) and the programming unit (right).

Fuel injection pump
The fuel injection pumps are mounted on the side opposite the exhaust
gas side, on the camshaft housing. Actuation through the fuel cams is
via a bell-shaped part carrying the follower. The lift of this cup is
directly transmitted to the spring-loaded pump plunger. On engines
that have no injection time setting device, the control lands of the
pump plunger have a geometry which ensures the ignition pressure
between 85 and 100% load to be virtually constant. This is an essential
prerequisite for economic consumption ratings.

The fuel is admitted to the one-piece pump barrel in the central section,
via an annular space. The baffle screws are also located there. They can
be easily replaced if worn by cavitation. The pump barrel is closed on
the top by the valve body, which accommodates pressure-equalising
valves. These pressure-equalising valves prevent cavitation and
pressure fluctuations in the system, thereby precluding injection valve
dribbling.

Figure 19. Fuel injection pumps with helical edge control

D366628E 2.3-1 3.94 L 32/40 Page 10 of 20


Admission / control linkage
Figure 20. Knuckle joint
mounted on the admission
control shaft
Injection pipes
Figure 21. Fuel injection pipe.
Fuel oil transport: injection
pump (left) - injection pipe •
screwed-in barrel - injection valve
(right)
0366628 E 2.3-1
The delivery volume is matched to the desired output / speed
combination by turning the pump plunger, i.e. the control edges. An
externally toothed sleeve extending over the flat neck of the plunger is
provided for this purpose. This sleeve is turned by the tooth rack. Each
of the injection pumps has a pneumatically operated emergency stop
piston.
The injection pump has been designed to cope with high injection
pressures, and so has the entire injection system. This ensures optimum
atomisation of the fuel.
The penetration of fuel into the lube oil is prevented by a leak fuel
drain underneath the baffle screws, and (in MDF operation) by an
additional lube oil lock connection.
The admission linkage is operated by the governor or positioner, the
lever motion of which is transmitted to the regulating shaft at the
coupling end of the engine. This regulating shaft is supported in
pillows bolted to the crank case before the injection pumps, and moves
the nuckle joints which in turn shift the admission linkage of the
injection pumps.
Thanks to their spring-loaded toggle mechanism, these nuckle joints
permit both shut-down and start-up of the engine with the admission
linkage blocked.
The position of the linkage can be indicated by means of signals
generated by an inductive position encoder. This encoder is in the
injection pump area at the coupling end, it is actuated by the admission
linkage.
The injection pipes between the injection pump and the injection valve
are individually jacketed on marine engines. The injection elements are
jointly enclosed under a cover. The leak oil pipes and this cover ensure
the safe disposal of leaked fuel. The individual sections which are the
36 1.3 367 / 2
3.94 L 32/40 Page 11 of 20
 length of a cylinder can be easily removed by means of spider knob
connections.

Injection valve The injection valve is centrally mounted in the cylinder head. The fuel is
directly injected into the combustion space. The fuel oil is supplied
from the exhaust gas counter side, via a barrel fitted in the cylinder
head.

The injection valve is cooled by water (standard) or by Diesel fuel. The

coolant admission and discharge connections are in the central valve
section. The supply and discharge of water is separated from the
cylinder cooling, via pipes on the exhaust side (water) or on the exhaust
gas counter side (Diesel fuel oil).

Figure 22. Water-cooled fuel

injection valve with multiple-hole
nozzle

Figure 23. Turbocharging system

- Arrangement of the turbo-
charger, charge-air cooler
housing and charge-air pipe
(example)

Turbocharger/turbocharging The turbocharging system operates by the constant-pressure principle.

system This method allows one exhaust gas pipe to be used for all cylinders in
common. The turbocharging method chosen, and the design of the
turbochargers in particular, with their high efficiency at part load and
full load, ensure a high air excess ratio. The results are

low-residue combustion and

low thermal loads.

These benefits are further enhanced by the flow-optimised geometry of

the cylinder head, by efficient charge-air cooling and by piping layouts
providing for low flow resistances.

D366628E 2.3-1 394 L 32/40 Page 12 of 20

 As a standard, the turbocharger is mounted at the coupling end on
engines driving onto propellers, and at the free end on engines used to
drive generators. The turbocharger is arranged transversely to the
engine. NR-type turbochargers are used, that is turbochargers
equipped with radial-flow compressors and turbines. (NR 26 - NR 34).
The particular feature of this T/C type is a one-piece, insulated turbine
inlet casing and outlet casing. This design ensures

• that the full exhaust gas energy is available to the turbine, and
• that corrosion problems due to temperatures below the dew point
in part-load operation need not be expected.

The fresh air required is taken in via a high-efficiency silencer. The rotor
of the turbocharger is held in rotating plain bearing bushings on either
end. These bushings are connected to the lubricating system of the
engine.

-«P-
3643496

Figure 24. NR-type turbocharger

with intake silencer (left),
compressor, bearing housing and
turbine (right)

Charge-air pipe /charge-air The aspirated and compressed fresh air is introduced into the casing
cooler upstream of the charge-air cooler, via a double diffusor. It is re-cooled
in the charge-air cooler and supplied to the cylinders through the
charge-air pipe. The charge-air cooler is of the single-stage type, with
freshwater being used for cooling (for two-stage charge-air coolers,
refer to 007 b).

D366628E 23-1 3.94 L 32/40 Page 13 of 20


36 «.3 «B
Figure 26. Exhaust gas pipe
Exhaust gas pipe
Lube oil supply/
cylinder lubrication
D366628E 2.3-1
The charge-air pipe is divided into sections the length of a cylinder.
These sections are joined by pipe unions. This solution provides for ease
of cylinder head dismantling.
Figure 25. Charge-air system. Airtransport: turbocharger-diffusor-
deflection casing - charge-air cooler- charge-air pipe
The cast-iron exhaust gas pipe sections have a fastening bracket at the
connection to the cylinder head, for ease of servicing. The exhaust gas
pipe is uncooled, lagged and enclosed by a covering; it is equipped with
compensators between the individual cylinders and upstream of the
turbocharger.
The exhaust gas covering consists of elements the length of one
cylinder each. The metal plates are provided with insulating mats on
their inside; to remove them, only a few bolts need be unscrewed.
All the lubricating points of the engine are connected to the forced-
feed oil circulation system. The lube oil admission flange is at the free
end. The oil passes through the frame-integrated distributor pipe and
from there to the crankshaft bearings, from where it continues its way
through the crankshaft and to the big end bearings, and from there
through the connecting rod to the piston crown. It returns from the
piston crown to the oil sump.
394 L 32/40 Page 14 of 20
 The spray nozzles for the camshaft drive gears are supplied with oil, via
ducts in the crankcase and internal pipes, from a distributor element
which draws oil from the integrated distributor pipe. Integrally cast
ducts also provide for a connection between the distributor pipe and
the bearings of the two camshafts and the rocking lever axles (via a
short pipe). The camshaft axial bearing is externally supplied with oil.

Further supply pipes arranged at the engine outside, i.e. at the exhaust
gas counter side, provide the connections to the injection pump
(follower cup / lock oil) and the rocker axles in the cylinder head.

The pistons and bearings of the camshaft setting devices are externally
served via separate pipelines, and so are the turbocharger bearings.

The lube oil system is equipped with a pressure control valve that
maintains a constant oil pressure upstream of the engine,
independently of the speed.

Figure 27. Lube oil system -
Oil ducts in the crankcase
The cylinder liner running surfaces are served by splash lubrication and
oil vapour, and the piston rings are supplied with oil from below, via
ducts in the cylinder liner. The oil is supplied from the exhaust gas
counter side through the frame diaphragm. It comes from the free
engine end. The pipes are supported in openings underneath the
injection camshaft.
Supply for the cylinder lubrication comes from a pump with
hydraulically actuated distributor block. The circulation system delivers
oil to the lubricating points.

Fuel pipes A manifold at the exhaust gas counter side supplies the fuel oil to the
injection pumps of the engine. Excess fuel oil is recirculated in a return
manifold. The connections of both manifolds are at the free engine
end. The corresponding buffer pistons and the non-return valve which
stationary engines have are also there. The buffer pistons serve to
reduce pressure pulses in the system. The non-return valve in the fuel
return pipe keeps the engine-side system under pressure so as to
prevent the formation of vapour bubbles.

The fuel oil manifolds are heated by the steam supply pipe in between.
The steam return pipe in turn serves to heat the leak oil pipes.

Cooling water pipes Freshwater is supplied to the backing rings of the cylinder liners and the
cylinder heads. The charge-air cooler can either be supplied with
freshwater, or with raw water or sea water. The injection nozzles are
cooled by a separate system.

D366628E 2.3-1 3.94 L 32/40 Page 15 of 20

 The cooling water admission flange for cylinder cooling is at the free
engine end. The relevant pipeline is on the exhaust gas side, on the
crankcase (rear). From there, connections go to the backing rings of the
cylinder liners (bottom) for cooling

• the bore holes of the fire ring and

• the cylinder head.

The cylinder head is cooled from the annular space around the lower
part of it. From there, the water is supplied through bore holes into the
annular space between the injection valve barrel and the inner part of
the cylinder head, some of the water flowing around the valve seat
rings. The other, large cooling spaces of the cylinder head are served
from this annular space. The water leaves through a passage via the
upper area of the backing ring and into the return manifold, which runs
along the admission pipe (front). This return manifold recirculates the
heated water to the charge-air cooler or to the system.

Figure 28. Cylinder cooling The supply and return pipes for the nozzle cooling water are above the
cooling water return pipe.

A pipe for permanent ventilation is connected at the topmost point of

the cylinder head. On the V-type engines, a drain pipe is connected to
the backing ring for the draining of water from the cylinder head, firing
and backing rings. This pipe extends up to the free engine end.

Condensed water pipe The water accumulating as a result of the compression and cooling of
the air downstream of the charge-air cooler and in the charge-air pipe
is carried away in external pipes. A draining valve (float valve) and an
overflow pipe, which is to be monitored, is provided for this purpose.

Crankcase venting
The connection for venting the crankcase is on the top side of the
crankcase (in case the turbocharger is mounted at the coupling end), or
it is fitted on the side. The connection, together with the fitting
mounted, serves for pressure equalisation to atmospheric. Excessive
pressure in the crankcase is compensated by the lifting of the valve
plate. On the other hand, the valve plate prevents air from entering,
after a crankcase explosion / in case of fire in the crankcase. Leaked oil
accumulating in the fitting is returned to the crankcase.

36 43 364
Figure 29. Crankcase venting

D366628E 2.3-1 3.94 L 32/40 Page 16 of 20

Operating / monitoring
equipment; measuring, control
and regulating units
Starting system
D366628E 2.3-1
An indicating unit is provided on the engine for the most essential
engine operating data. i.e. for
• the engine speed,
• the exhaust gas temperatures downstream of the cylinder, upstream
and downstream of the turbocharger,
• the fuel oil and control air pressures, and
• the lube oil and cooling water pressures.
In the case of remote-controlled engines, the scope of operating
elements covers the emergency starting and emergency stop valves
only.
The engine is started by means of compressed air. The compressed air is
for this purpose introduced into the cylinder to force the piston
downward. The air supply is stopped at a certain position, and the
same process is continued / repeated on the next cylinders.
The connection from the air bottles to the starting valves in the
cylinders is opened / closed by the main starting valve provided in
between. Control air pipes and control valves are required to operate
these valves.
The main starting valve is mounted on the crankcase at its free engine
end. It consists of a split valve housing, the valve body inside this
housing, and one safety valve and one control valve.
The starting valves are in the cylinder heads, near the valve gear casing.
The compressed air supply connection is from the side, it is of the plug-
in type. Valve operation is initiated by a control piston.
The starting air slide valves are arranged near the injection pumps.
They are connected to the main starting valve via a common control air
pipe, and to the starting valves individually via control air pipes. Some
of the control air under pressure flows from the starting slide valve
through a short pipe and to the control cams which are in a rotating
motion together with the injection camshaft. As soon as the control
cam closes the opening of this short pipe, the resultant dynamic
pressure exerts a pulse on the piston on the starting slide valve. The
piston closes the venting bore and applies air to the starting valve,
thereby opening it and moving the running gear of the engine.
3.94 L 32/40 Page 17 of 20
Special engine designs

Ident. No. 007b-
Two-stage charge-air cooler
A two-stage charge-air cooler instead of a single-stage design. The
location is the same. Two-stage charge-air coolers are primarily used to
ensure effective heat utilisation. They permit, on the other hand, to
improve the operating performance in low part-load operation by
switching off the 2nd stage/by increasing the charge-air temperature.

idem. No. 006- The turbocharger is on engines used for propeller propulsion mounted
Turbocharger mounted at the at the free engine end rather than at the coupling end. For generator
opposite end service in turn, the turbocharger is mounted at the coupling end
instead of the free end.

Ident. No. 015b-
Injection time adjusting system
Injection time adjusting system for advancing or retarding the ignition
("earlier" or "later"). This system permits in the service speed range to
increase the ignition pressure to the design level, thereby distinctly
improving the fuel economy. Alternatively, adjustment in the "later"
direction results in a drop of the ignition pressure and therefore in
reduced NOX emission.

The injection camshaft can be turned relative to its basic position by

means of a helical toothing on the shaft. This movement is effected by
a coaxially moving bushing also equipped with helical toothing and
actuated by a hydraulic ram. This hydraulic ram in turn is brought into
appropriate position by an internal piston (infinitely variable).

Ident. No. 017- The camshaft is moved into two defined positions by means of
Valve timing adjusting system hydraulic oil and pneumatic air.

The shifting of the camshaft carrying two double cams each per cylinder
for part load / full load permits the timing to be matched to the
loading.

The valve overlap is altered with the object of preventing backflow

from the exhaust to the inlet side under part load conditions and
thereby improving the engine operating data in general. See
Section 2.4.

Ident. No. 016- This device permits a slow turning of the engine by approx. two
Slow-turn device revolutions to verify whether all cylinder spaces are free from liquid
media for the subsequent starting attempt. This device relies on the
existing starting system and uses a reduced starting air pressure of
approx. 8 bar.

D366628E 23-1 394 L 32/40 Page 18 of 20

Ancillary equipment (extract)

Ident. No. 125 and ...-
Resilient engine mounting
The least sophisticated way of mounting the engine on its foundation,
whether in stationary systems or marine propulsion plants, is the rigid
mounting. Where this way of mounting is chosen, the dynamic forces
(as excited by the torque variations and the free inertia forces and mass
moments) and structure-borne noise are introduced into the
foundation. The engine/ generator assembly in stationary systems is
therefore frequently mounted on a resiliency seated foundation block
(indirect resilient mounting), whereby the excitation of vibrations and
the transmission of structure-borne noise to the periphery is reduced.
To reach this effect in marine propulsion systems, too, either a semi-
resilient mounting on steel diaphragm plates, or the more expensive
method of direct resilient mounting is used. This provides for a
vibratory isolation of the engine from the foundation, and by the use of
a highly flexible coupling also from the driven elements.

Ident. No. 198- Crankshaft extension as a power take-off at the free engine end. This
Crankshaft extension crankshaft extension can be in the form of a free shaft end (ident. No.
198a/b) or accept the flange (ident. No. 198c/d) integral with a
support bearing.

Ident. No. 281 - The accessory drive at the free engine end is required for the
Accessory drive installation and operation of cooling water and / or lube oil pumps.

Ident. No. 2 8 2 / 2 8 4 - It is possible to mount two cooling water pumps (282) and two oil
Engine-mounted pumps pumps (284).

The oil pump is a self-priming geared pump accommodated in the

covering at the free engine end, at the bottom. The driving gear
engages the spur gear provided at the crankshaft end, before the
vibration damper.

The cooling water pumps, which are single-stage centrifugal pumps

with separate bearing lubrication, are installed in the covering at the
free engine end, on top. They are driven by thespur gear at the
crankshaft end.

Ident. No. 815- The temperatures of the main bearings (and of the outboard bearing)
Main bearing temperature are picked up directly underneath the bearing shells, in the bearing
monitoring caps. Resistance temperature sensors (Pt 100) in oiltight mountings are
used for this purpose. The measuring lines are run inside the crankcase
up to the cable duct level on the exhaust side, where they are taken to
terminal boxes on the outside.

D366628E 2.3-1 3.94 L 32/40 Page 19 of 20

Ident. No. 854/855'
Oil mist detector
Defective bearings, piston seizures and blowby from the combustion
space will cause high oil mist concentration and / or more pronounced
oil vapour formation. The oil mist detector controls the opacity of the
air in the crankcase. For this purpose, a jet pump continually draws air
from all parts of the crankcase, cleans it from oil droplets and feeds it to
a measuring section equipped with infrared filters. The diode
positioned at the end emits an electrical signal corresponding to the
amount of light received, and sends this signal to the monitoring unit.

The oil mist detector is part of the standard engine scope.

Figure 30. Place of installation of the oil mist detector

D366628E 2.3-1 394 L 32/40 Page 20 of 20

Systems 2.4
Fresh air / Charge air /
Exhaust gas systems 2.4.1

Variant 1a - Silencer
Variant 1 b - Intake casing
Variant 2a - Cooler, single-stage
(Ident. No. 001)
Variant2b - Cooler, two-stage
(Ident. No. 007b)

Vor.2b
A
B
Cleaning of the compressor
Lube oil flowing to the
HH
' NT HT
turbocharger
C Turbine cleaning
D Draining I condensa te discharge
E Charge air to compressor
cleaning (variant 1) 1 Intake casing 8 Charge air cooler
F Charge air/sealing air for 2 Intake silencer 9 Charge air pipe
turbocharger (NA type) 3 Turbocharger 15 Condensed water drain
G Fresh air 4 Compressor 16 Float valve
H Charge air 5 Turbine 17 Overflow pipe
J Exhaust gas 6 Double diffusor 18 Exhaust gas pipe
K,L Cooling water 7 De f lector casing 19 Cleaning nozzles

Figure 1. Fresh air/charge air/exhaust gas systems

D36 6628 E 2.4.1-1 11.95 ITV 32/40 Page 1 of 4

Air route The air required for combustion of the fuel in the cylinder is axially
drawn by the compressor wheel (4) of the turbocharger (3), either via
the intake silencer (2) with dry air filter or via the intake casing (1).
Using the energy of the exhaust gas flow acting on the turbine
wheel (5) of the turbocharger. the air is compressed and thereby
heated. This air under high energy (charge air) is passed through a
sliding sleeve and the double diffusor (6) into the deflector casing (7).
The diffuser reduces the f low velocity to raise the pressure. The single-
stage or two-stage charge-air cooler (8) mounted on the inside of the
casing cools the air. This ensures that the highest possible amount of air
is supplied to the cylinders. The air flows in the charge-air pipe (9)
consisting of flexibly connected sections the length of a cylinder.

Exhaust gas route The exhaust gas is emitted from the cylinder head at a point opposite
the charge-air pipe. It collects in the exhaust gas manifold (18) and
f lows to the turbine side of the turbocharger. Thermocouples fitted in
the cylinder heads and upstream and downstram of the turbocharger
monitor the temperatures. The exhaust gas manifold also consists of
individual sections the length of a cylinder. The connection to the
cylinder head uses a clamped joint, bellows-type compensators connect
the manifold sections with each other and with the turbocharger. The
exhaust gases leave the turbine wheel in axial direction. The plain
bearings of the turbocharger are supplied with oil from the engine lube
oil system.

Condensed water Condensed water pipes (15) are connected to the casing of the charge-
air cooler and the leading end of the charge-air pipe. Water that
accumulates is drained via the float valve (16). The lockable overflow
pipe (17) should be connected to the plant-specific monitoring system.

Cleaning the charge-air cooler Charge-air coolers can be flushed in the as-installed condition using
liquid cleansers. For this treatment, dummy plates are to be inserted
downstream of the turbocharger and upstream of the charge air pipe.

Vor.2
Vor.1
36 4 3 407
36 L 3 408

21 Tank A Compressor cleaning

22 Injector E Charge a ir for compressor cleaning
23 Air pump F Freshwater I drinking water

Figure 2. Compressor cleaning using charge air (left) or injector (right)

D36 6628 E 2.4.1-1 11.95 L/V 32/40 Page 2 of 4

Turbocharger cleaning:
Use water on the compressor side
Nozzles (19) are provided in the intake casing or silencer for the regular
cleaning of the compressor wheel and compressor casing of the
turbocharger. Water is injected through these nozzles. The cleaning
effect is produced by the high impact energy of the water droplets
thrown against the rotating wheel.

The water is either contained in the tank (21) and ejected by pressurised
charge air at connection A (variant 1), or it is filled into an injector (22)
in which pressure is built up by an air pump (23), so that the water is
displaced by the air cushion (variant 2).

Turbocharger cleaning:
Use water on the turbine side
or solids
The turbine side is preferably cleaned using water which is supplied
from a pressurised system via a combination of fittings (25) - variant 1.
The water is injected into the exhaust gas manifold upstream of the
turbocharger.
Alternatively or as an additional measure, granulated, combustible
solids can be used. The cleaning medium is introduced into the
container (26) and injected into the exhaust gas manifold by means of
compressed air through the ejector fitting (27).

5 . . . 7 ban
3...5 bar

Van. 1 Vor. 2
36 43 413 U 36 43 414

C Turbine cleaning
3 Turbocharger f Freshwater! drinking water
25 Fittings J Exhaust gas coming from engine
26 Container M Compressed air
27 Ejector N Cleaning medium (granulate)

Figure 3. Turbine cleaning systems using water (le ft) or granulated solids (right)
Accelerator The "Jet assist" accelerator is connected to the 30-bar compressed-air
"Jet assist" system. The air flow is passed into the compressor casing and admitted
to the compressor wheel through bore holes (30) that are distributed
over the periphery. In that way, the air volume increases and the
turbocharger is accelerated, resulting in the desired charge-air pressure
boosting. Refer to Section 3.5.7.
The reducing valve and orifice plate (31) permit to adjust the pressure
and the flow rate. An appropriate control ensures that this device is
used if and as required and that an adequate volume of air is available
f or engine starts.
Refer to Figure 4.
D366628E 2.4.1-1 11.95 LA/32/40 Page3of4
 -3bar

4 Compressor 31 Orifice pi a te
5 Turbine M Compressed air
Figure 4. "Jet assist" accelerator 30 Admission bore hole O Control air

Charge-air bypass/ The charge-air bypass (variant 1 in Figure 5) serves to improve the
charge-air blow-off engine performance under part loads. With the shut-off flap (40)
opened, charge air flows through the bypass (41) into the exhaust gas
Vor.2 manifold, whereby the turbine output increases which results in a
higher charge-air pressure. The flap is actuated by a control-air
operated cylinder (42).
The charge air blow-off (variant 2 in Figure 5), the use of which is
Vor.1
limited to the ship's service at full load under arctic conditions and to
the operation of stationary engines under overload, is also controlled
by a shut-off flap, or a spring-loaded valve. This device serves to limit
the charge-air pressure and the ignition pressure. The excess charge air
is released into the engine room (43). There is no connection to the
exhaust gas manifold.

3 Turbocharger
40 Shut-off flap
41 Bypass
42 Actuator cylinder
43 Blow-off
J Exhaust gas from the engine
G Fresh air
H Charge air flowing to the engine

Figure 5. Charge air bypass and Note: For details on the symbols and codes used, please refer to
blow-off Section 5.

D36 6628 E 2.4.1-1 11.95 L/V 32/40 Page 4 of 4

Compressed air/ Starting Systems 2.4.2

Compressed air is required for starting the engines and for a number of
pneumatic controls. A pressure of £ 30 bar is required for starting. A
pressure of 30 bar, 8 bar or lower pressures are required for the
controls. The relevant systems are supplied from 30 bar compressed air
vessels, via the connection 7171. To ensure proper and reliable
performance of the control valves even under reduced pressure in some
of the compressed air vessels after preceding starting attempts, marine
main engines have a second compressed air connection 7172. Control
air is supplied via this connection from a separate compressed air vessel.
Check valves prevent that pressure equalisation occurs.

M388/1

J Main starting valve 8 Turning gear

2 Starting slide valve 10 Safety valve
3 Starting valve JJ Indicator valve
4 Camshaft with starting cams

Figure J. Compressed air /starting systems (part 1)

The pressure is reduced to 8 bar or below in a reducing station M 615

that can be changed over, and independently of this station via the
reducing valve M 409. Both are integrated in the control console.

D36 6628 E 2.4.2-2 11.95 L 32/40 Page 1 of 7

 36 i3 389

30 bar

Figure 2. Compressed a/r / C 8-bar control air D Control air supplied to the
starting system (part 2) operating system

Brief The following are the primary elements for engine starting

• the main starting valve (1)Vviththe control valve M 317. located at

the free engine end (L 32/40),
• the starting slide valve (2) located beside the fuel injection pumps,
and
• the starting valves (3) located in the cylinder heads.

These valves/slides are opened when certain prerequisites are met.

The main starting valve is opened by the control valve M 317. Air is
admitted to the starting slide valves as soon as the valve M 329/1 in the
control console is opened, and they are finally opened in the order of
ignition as soon as the relevant starting cam of the camshaft (4)
approaches. The air flow from the starting slide valve opens the
relevant starting valve.

As soon as a shut-off valve on the compressed air vessels is opened,

Details pneumatic air flows via connection 7171 to the branch (a) and from
there to the main starting valve. The lines connected to the branch (a)
serve for'control purposes. The flows of air coming from
connections 7171 and 7172 meet at branch (b). Branch (c) is down-
stream of the filter M 462. A line connects the valve M 371/1 upstream
of the booster servomotor of the governor (not applicable if an
electronic governor, Heinzmann make is used) with the valve M 229/2
actuating the emergency stop pistons of the fuel pumps, and with the
pressure reducing station M 615 in the control console.

The valve combinations M 329/1 and M 329/2 are control-air operated

on the primary side. On the secondary side, change-over is by control •
air, electrically or by a coil, or also by hand.

D36 6628 E 2.4.2-2 11.95 L 32/40 Page 2 of 7

 5b

Sa Governor, mechanic A Set value of speed

56 Governor, electronic (not operated on compressed air) B Fuel admission limitation
6 Fuel injection pump with emergency stop piston E Compressed air supplied to the
7 Camshaft operating system
F to the reducing station M 615
9 Admission linkage G to the reducing valve M 409
Figure 3. Compressed air / starting systems (part 3)

The reducing valve M 409 in the control console receives pneumatic air
from connection B of the main starting valve or via a second connection
downstream of filter M 462.

The second line branching off (c) serves to supply control air via
branch (d) to the valve M 329/1. The branched-off line at (d) connects
the valve M 306 on the turning gear to the valve 329/1.

The branch (e) is downstream of the valve M 329/1. The secondary line
connects to the control side of valve M 317 on the main starting valve,
to the second connection on val ve M 371/1, and to the control console.
The main line connects to the starting slide valves, and ultimately to the
starting valves.

When the compressed air vessel is opened, air is admitted to the main
starting valve, to valve M 317, to valve M 371/1 (if applicable), to valve
M 329/2, to the operating system and to valves M 306 and M 329/1.

Starting process (description Starting is initiated by a pulse coming from the control or remote
parti) control system and applied to valve M 329/1.

This valve is used in case of emergency to start the engine by hand. The
valve causes the valve upstream of the valve combination M 329/1 to be
opened, on the condition that the turning gear is disengaged, i.e. the
valve M 306 is in the fully open state. In this case, the valve combination

D36 6628 E 2.4.2-2 11.95 L 32/40 Page 3 of 7

 M 329/1 is definitely opened. This allows free passage of the air to the
control side of valve M 317. The valve is changed over. Connections A
and E on the main starting valve, which previously were under pressure
thereby keeping the main cone closed and the air discharge valve
opened, are now no longer under pressure. This causes the main
starting valve to open and the air discharge valve to close. Please refer
to figure 4. As a result, air flows to the starting valves in the cylinder
heads. At the same time, the booster servomotor (if applicable) is
actuated and the fuel admission limitation is activated.

Mai n starting valve
The valve stem of the main starting valve remains closed as long as the
input side is without pressure. As soon as the compressed air pipe is
opened, the pressure applied to the shoulder tries to open the valve
stem against the resistance of the compression spring force and the
pressure at connection A which is transferred to the annular surface R.

36£3£25

T Inlet housing SV Safety valve

2 Outlet housing Entl Vent
3 Valve stem S Shoulder
4 Compression spring R Annular surface
5 Bleeder valve A-E Connections on the valve (see Figure 1)

Figure 4. Main starting valve Figure 5. Location I connections of the main starting valve
(example: V40/45 engine)

D36 6628 E 2.4.2-2 11.95 L 32/40 Page 4 of 7

 Connection E is in this condition also under pressure, i.e. the bleeder
valve is opened.

As soon as the control effects changeover of the valve M 317,

connections A and E are depressurised. The main valve stem is opened,
the bleeder valve is closed by the effect of the pneumatic pressure
building up in the outlet housing.

Starting process (description
part 2)
When the valve M 329/1 is opened, the starting slide valves are under
pressure. As soon as the starting cam locks the pressure pipe on one of
the cylinders, the slide valve is changed over and control air is admitted
to the starting valve. The starting valve is opened as a result, and the
full flow of air is admitted to the combustion space. The piston is forced
downward. The crankshaft and the camshaft are rotated. As a result,
the next starting slide valve is changed over and air is admitted to the
next cylinder.

Operation of the starting slide valves is controlled by the rotation of the

camshaft causing the cams to clear the previously locked pressure pipe.
The plunger is thereby returned to its previous position, the pipeline to
the starting valve is bleeded.

The starting periods for the individual cylinders overlap so that a safe
starting procedure is ensured at any crankshaft position.
Starting slide valve

1 Fuel injection pump

2 Slide valve
A Control air admitted to the starting 3 Housing upper pan
valve 4 Starting slide valve
B Compressed air coming from the 5 Housing lower pan
valve combination M 329/1 6 Starting cam
C Bleeder 7 Camshaft

Figure 6. Starting slide valve - cross section left I as installed at the right

D36 6628 E 2.4.2,2 11.95 L 32/40 Page 5 of 7

Starting valve
S1-S1

S2-S2
(turned out of line
into sectional plane
S1-S1)
A Starting air coming f rom the B Compressed air coming
starting slide valve from the main starting
Figure 7. Starting valve I cross valve
section at the left I as installed at 1 Starting valve
the right 2 Cylinder head 6 Housing top part
3 Backing ring 7 Housing bottom part
4 Cylinder liner 8 Plunger/ valve stem
5 Fuel injection valve 9 Compression spring

Flame trap Flame traps are installed at the connections of the starting air pipe to
the backing rings of the cylinder liners. They serve the purpose of
preventing backfire effects on defective starting valves.

Water draining A drain cock must be provided at the lowest point of the connecting
line from the pressure vessels to the main starting valve. This cock must
be opened at regular intervals to drain condensed water which
accumulates in the lines. The cock also serves for venting the line prior
to assembly work. The decompression cock on the main starting valve,
which is fitted parallel to the decompression line of the venting valve,
serves the same purpose.

Decompression of the line prior The decompression cock is to be opened prior to servicing work to
to assembly work prevent that a pressure can build up at the main starting valve as a
result of leaking pressure vessel shut-off elements which is high enough
to induce inadvertent operation of the turning gear.

Emergency stop For fast engine shutdown in emergency cases, there is an emergency
stop device. It consists of the valve combination M 329/2, an air line
arranged behind the fuel oil pumps, and of emergency stop pistons

D36 6628 E 2.4.2-2 11.95 L 32/40 Page 6 of 7

 acting on the fuel racks of the fuel pumps. When this device is
operated, the valve which is provided ahead of the unit is opened
manually or electrically. Pneumatic air also opens the second valve,
whereupon air flows through the distributor pipe to the stop pistons of
the injection pumps to set the fuel racks to zero admission. The knuckle
levers permit a stop independently of the setting of the fuel racks and
the governor.

Scavenging The combustion spaces are to be scavenged by means of compressed air

before the engine is started. This is done by inducing the starting
process with the indicator valves opened, and with the fuel pumps set
to zero admission / the emergency stop button being actuated.

Slow-turn device The opening of indicator valves is not ensured on engines that are
started in the automatic mode. On these engines, the slow-turn device
is actuated prior to starting.

This device permits a slow turning of the engine through approximately

two revolutions to check whether all cylinder spaces are free from fluids
for the subsequent starting. The device uses the existing starting
system as a basis and requires a reduced starting air pressure of approx.
8 bar.

Note: For details on the symbols and codes used, please refer to
Section 5.

D36 6628 E 2.4.2-2 11.95 L 32/40 Page 7 of 7

Fuel Oil System
From the admission flange to the
injection valve
1 Distributor pipe
2 Branch pipe
3 Injection pump
4 Camshaft/cams
5 Overflow pipe
6 Manifold
7 Heating pipe for fuel oil pipes
5671 Fuel oil admission
5699 Fuel oil recirculation
8171 Steam supply
8199 Steam recirculation
5681 Leaked fuel drain
Figure 1. Fuel oil system
D366628E 2.4.3-1
2.4.3
The fuel is supplied to the engine on its front face / at the
connection 5671 (see Figure 1). The injection pumps (3) are connected
to the distributor pipe (1) at the exhaust gas counter side by short pipe
sections (2). They deliver the fuel oil under high pressure through the
injection pipe (11) to the injection valves (12). The injection pumps are
operated by cams on the camshaft (4).
8 Heating pipe for leaked oil pipe UoaoJ
9 Leaked fuel oil pipe
10 Leaked fuel oil manifold
11 Injection pipe
12 Injection nozzle
13 Buffer piston
14 Non-return valve (stationary engines)
A Lock oil (MDF operation)
B Lube oil
C Cooling water/ Diesel fuel oil
01.94 L 32/40 Page 1 of 7
Fuel oil injection pump J Casing
2 Valve body
3 Pump barrel
4 Pump plunger
5 Compression spring
6 Spring plate
7 Tappet cup
8 Crankcase
9 Fuel rack
10 Regulating sleeve
11 Emergency stop piston
A Fuel oil admission
B Fuel oil recirculation
C Leaked fuel oil
D Lock oil (MDF opera tion)
E Lube oil

Figure 2. Fuel injection pump -

cross sect/on, left I location of
36 43 A28
connections, right

The needle of the injection valve clears the cross section of the injection
bores when the pressure exceeds the spring force. The injection cycle is
terminated when the helical control edge of the plunger reaches the
suction bore, or when the needle of the injection valve closes the seat.
The quantity of the fuel injected is influenced by the regulating sleeve
and fuel rack turning the plunger. The instant of injection is
determined by the relative position of the cams on the camshaft.

Excess fuel Excess fuel not needed by the injection pumps is passed through the
overflow pipe (5) and delivered into the manifold (6) which returns it to
the system at connection 5699. This principle ensures that

there is always an adequately large amount of pressurised fuel

available,
pre-heated fuel can be circulated for warming up the piping system
and the injection pumps prior to engine starting, and
the necessary fuel oil temperature can be better maintained.

Buffer piston The suction and spill effects of the injection pump plungers produce
sharp pressure fluctuations in the distributor pipe and recirculation

D366628E 2.4.3-1 01.94 L 32/40 Page 2 of 7

 pipe. Such pressure pulsations are reduced by the spring-loaded buffer
pistons ( 13) at the entry and outlet of the pipes.

To prevent the formation of vapour bubbles in the hot fuel, a

pressurised fuel delivery system is used in marine engines. In stationary
engines, the necessary pressure is built up by a non-return valve (14).

Casing 8 Setting screw

2 Clamping nut 9 Injection pump
3 Injection nozzle 10 Cylinder head
4 Needle 11 Delivery pipe
5 Spring plate 12 Injection pipe
6 Compression spring 13 Injection valve
7 Thrust pad 14 Sleeve

A Fuel coming from the injection pump

B Cooling water inlet/ cooling water admission
C Cooling water recirculation (opposite the admission)
D Cooling water outlet

12

36 O 367 / 1

Figure 3. Fuel injection valve I connection of injection pipe and delivery pipe

Steam and leaked fuel pipes
A steam pipe (7) equipped with the connection 8171 is between the
distributor pipe (1) and the recirculation manifold (6). This steam pipe
serves to heat the fuel oil pipes. The steam return pipe (8) with the
connection 8199 serves to heat the leaked fuel pipe (10). Fittings to
connect the leaked fuel pipes (9) are on the injection valves, the
injection pumpsand the buffer pistons. The manifold (10) delivers the
leaked fuel to connection 5681.

The connections
5671 leaked fuel entry
5699 fuel oil return
8171 steam supply
8199 steam recirculation
are at the free engine end, where the buffer pistons and the non-return
valve also are.

D366628E 2.4.3-1 01.94 L 32/40 Page 3 of 7

 The connection
5681 leaked fuel discharge
is at the coupling end.

Covering Fuel distributor pipes and fuel manifolds, and the injection pumps and
injection pipes are enclosed. To monitor this enclosed space and
specifically the injection pipes within and the leaked fuel manifold are
monitored for leakage by control elements in associated systems.

Plant-related system

Engines operated on heavy fuel oil require some ancillary equipment

(mixing vessels, heating units, viscometers etc.). The schematic layout
and pipe routing can be seen from the figure on the next sheet. The
exact location of the individual units is shown in the fuel diagram of the
engine plant concerned.

To avoid degasing problems where higher end temperatures are

required for highly viscous heavy fuel oils, a pressurised system is
required in which the system pressure is at least one bar higher than the
evaporation pressure of water. All components between the supply
pump (5) and the pressure control valve (13), including the mixing
vessel (11), are kept under this pressure.

Pressurised system (for marine
engines)
One pipe each connects the service tanks for heavy fuel oil (1) and
Diesel fuel oil (2) - see Figure 4 - to the three-way cock (15). The fuel is
passed from this three-way cock through the duplex filter (3) to the
supply pumps (5) and through the automatic filter (7) or standby
filter (8) to the mixing vessel (11), from where it continues through the
booster pump (12), the final preheater (14), the viscosity measuring and
control unit (18) and the duplex filter (19) to the distributor pipe on the
engine.

Filters, pumps and final preheaters are provided in duplicate as a rule,

or a change-over duplex filter is used, so that one unit is available as
standby.

Change-over from Diesel fuel oil
to heavy fuel oil and vice versa
The three-way cock ( 15) serves for change-over from Diesel fuel to
heavy fuel oil operation and vice versa. The recirculation pipe (20) and
the two shut-off val ves (21 and 22) are provided to return Diesel fuel oil
to the Diesel fuel oil service tank (2). The necessary system pressure is
adjusted and kept constant at the pressure control valves (6 and 13). As
long as the supply pumps are running with the engine shut down, the
entire quantity of fuel pumped is returned through the pressure control
valve (6) to the suction side of the pumps. The cooler (4) integrated in
the recirculation pipe prevents an excessive heating of fuel.

D366628E 24.3-1 01 94 L 32/40 Page 4 of 7

 The automatic filter (7) serves as the service filter as a standard. The
standby filter (8), which is to be cleaned manually, should only be used
while the automatic filter is inoperative (servicing / repair). The Diesel
fuel oil which is in the mixing tank (11) upon change-over from Diesel
fuel to heavy fuel oil mixes with the heavy fuel oil supplied to the tank
until there is mere heavy fuel oil circulating in the system. The same
applies in the reverse order upon change-over from heavy fuel oil to
Diesel fuel oil. This ensures that the change from one type of fuel to
the other and the temperature change involved proceeds gradually.
Besides, the gas/ air mixture contained in the system will collect in the
mixing tank (11) upon system start-up. A float switch is provided which
signals the necessity of manual degasing of the mixing tank: The
appropriate fuel oil temperature in heavy fuel oil operation is
maintained by means of the final preheater(14) and the viscosity
measuring and control unit (18).

The engine only uses part of the fuel oil supplied. The excess fuel is in
HFO operation returned to the mixing vessel (11) through the
recirculation pipe (17). For prolonged Diesel fuel operation, the shut-
off valves (21 and 22) have to be switched to a position which returns
the excess Diesel fuel oil through the pressure control valve (13) and the
recirculation pipe (20) to the Diesel fuel service tank (2). Unacceptable
heating of the Diesel fuel oil is thereby avoided.

The three-way cock (16) and the flushing pipe (9) permit a flushing of
Diesel fuel through the system to remove the heavy fuel oil it contains.
The three-way cock (15) is for this purpose switched to Diesel fuel
operation, and the three-way cock (16) is switched to flushing, one
pump each (Sand 12) being kept operating until the system is charged
with Diesel fuel oil. The fuel leaving the system is passed into the
service tank for heavy fuel oil (1).

Open system (for stationary
engines)
Stationary engines do not require standards of system safety as high as
those for marine systems. An open system is used on such engines as a
rule. All components between the supply pump (4) and the non-return
valve (13) are under the necessary system pressure. Refer to Figure 5.
The mixing tank (2) is under no pressure.

D366628E 2.4.3-1 01.94 L 32/40 Page 5 of 7

 4 5

12

1 Service tank 8 Standby filter 16 Three-way cock

(heavy fuel oil) 9 Flushing pipe 17 Recircula tion pipe
2 Service tank 10 Degasing valve 18 Viscosity measuring and
(Diesel fuel oil) 11 Mixing vessel controlling unit
3 Duplex filter 12 Booster pump 19 Duplex filter
4 Cooler 13 Pressure control valve 20 Recirculation pipe
5 Supply pump 14 Final preheater 21 Shut-off valve
6 Pressure control valve 15 Three-way cock 22 Shut-off valve
7 Automatic filter

Figure 4. Fuel oil system, system-related (pressurised system for marine engines)

D366628E 24.3-1 0194 L 32/40 Page 6 of 7

 36*»2305

1 Service tank 7 Viscosity measuring and 13 Non-return valve

(Diesel fuel oil) controlling unit 14 Distributor pipe
2 Mixing vessel 8 Leakage pipe 15 Three-way cock
3 Service tank 9 Buffer piston 16 Three-way cock
(heavy fuel oil) 10 Overflow pipe 17 Drain cock
4 Supply pump 11 Fuel oil injection pump
5 Final preheater 12 Fuel oil injection valve
6 Filter combination

Figure 5. Fuel oil system, system-related (open system for stationary engines)

D366628E 2.4.3-1 01.94 L 32/40 Page 7 of 7

Control of Speed and Output
Purposes / Coherences / Systems Involved
Principal purposes
Systems involved
All the requirements are
achieved by means of the fuel
admission setting
Speed / output control system
D36 6628 E 2.4.4-1
2.4.4
The following requirements have to be met in connection with engine
output and speed:
Parameters are to be changed or
kept constant,
specific reactions to disturbances are required.
limit values have to be set and
balanced among the individual engines in multi-engine systems.
These requirements cannot be met by one element/one system alone.
Depending on the system layout, more or less comprehensive versions
of
a speed and output limiting system,
a speed and output control system, and possibly
a synchronising system,
a load distribution system, and
a frequency control system
are required.
The engine speed and output can only be positively influenced via the
delivery volume setting of fuel pumps by means of the fuel racks and
the governor. Certain delivery volume/ admission settings result in the
following:
on engines for generator drive applications, a certain rating point
on the (constant) nominal speed line -
f =* Pvar/ n const,
on engines driving a fixed-pitch propeller, a point on the propeller
curve, and
on engines driving a controllable-pitch propeller, a point in the
propeller map.
In these two cases,
f =>P var /n var .
applies.
The speed and output control system adjusts the actual speed to the
desired speed. This requires the measuring of actual values and the
presetting of a desired value, possibly a preselected value. The
governor finds the necessary correction signal, and its setting also
determines the control response behaviour, speed limitation and
consequently also the output.
11.95 IN 32/40 Page 1 von 6
Synchronising system A synchronising system is required for engines that drive three-phase
current generators. Three-phase current systems can only be coupled if
frequencies (speeds), voltages and phase sequencies match and
provided the generator drive engines have the same speed droop. The
former conditions are provided for by taking influence on the
generator (voltage) and the engine (frequency / speed and phase,
sequence). The latter condition is reached by careful adjustment of the
governor setting.

Load distribution system
For multi-engine systems, it is necessary as a general rule that generator
sets operating in parallel are run at differing percentages of load. An
active load sharing system is provided for this purpose. It compares the
output signals coming from the coupled generator sets and sends
setting pulses to the governor via the remote speed setting unit until
the balance condition is reached.

Frequency control system
The load distribution system is usually combined with a frequency
control system where generator sets are concerned. This system
compares the frequencies of the generator sets with that of the bus bar,
and deviations, if any, are balanced by the signalling of pulses to the
speed governing systems. No influences are exerted on the load
distribution.

Speed / outpout control system

Components The speed / output control system - or briefly the speed control system -
essentially consists of the pulse pick-ups, the remote speed setter (set
point setter), the shut-down, the electronic control unit and the electric
actuator. Marine main engines additionally have an admission
limitation.

Arrangement The pulse pick-ups are located radially in relation to the camshaft drive
gear; the remote setting /shut-down is mounted on the engine or
away from it, as required. In-line engines have the actuator at the free
engine end. It is mechanically connected to the admission linkage of
the injection pumps. The electronic control unit is housed in the
governor box, away from the engine. Vee-type engines used for
electric power generation have one actuator per cylinder bank. These
actuators are served by one common control unit which also performs
the load sharing. The admission linkages for the injection pumps are
mechanically separate from each other.

Vee-type engines serving as prime movers on ships have terminal shafts

connected through a cardan shaft which is moved by a common
actuator.

D366628E 2.4.4-1 11.95 LA/ 32/40 Page 2 von 6

 GlY A . . 2 0 m A - J I

J Camshaft drive gear A Actual speed

2 Pulse pick-up B Desired speed
3 Covernor (electronic part) a "Higher" / "Lower" pulse
4 Actuator b "Shutdown" pulse
5 Linkage C Charge-air pressure controlled admission
6 Terminalshaft limitation
7 Fuel injection pump D Recirculation
8 Fuel rack E Actual admission
9 Emergency stop piston F Compressed air for emergency shut-down
10 Knuckle joint G Control air
11 Emergency stop valve H Fuel oil
12 Fuel admission transmitter a Admission
13 Operating station b Injection
c Recirculation

KS Coupling end
KGS Free engine end

Figure 1. Speed / output control system

D36 6628 E 2.4.4-1 11.95 UV 32/40 Page 3 von 6

Function The pulse pick-ups pick up the actual engine speed by scanning the gear
wheel contour. Every tooth passing by the pick-up produces a tension
which subsequently decays in the tooth gap. The frequency of tension
signals is proportional to the engine speed. Two transmitters serve for
3 4 engine speed indication and as a control element initiating switching
operations, two further transmitters serve for signalling the actual
speed value to the electronic control unit.

The desired-speed transmitter transforms the externally received

setting signals (e.g. from a synchroniser or any other control device) to
an analog current signal 4-20 mA. In its simplest design, desired-value
36 t. 3 365 inputs are made by "higher/lower" push buttons which may, e.g. be
integrated in the engine-mounted control console.
T Camshaft drive gear
on the crankshaft The electronic controller evaluates the differential between the desired
2 Cap and actual speeds, based on the amount and direction of deviation, and
3 Pulse pick-up the duration and rate of variation. The result is a correction signal
4 Oil-tight connection which is transmitted to the actuator in the form of an electric quantity,
and transformed into a rotating movement by means of an electric
motor, a spur gear and a circle segment lever. The positioning is
Figure 2. Location of the controlled by electro-mechanic feedback and signalled by the actuator
pulse pick-up to the governor.

The rotating movement actuates the fuel racks of the fuel pumps,
thereby controlling the amount of fuel injected into the combustion
chambers.

The governor can be adjusted so that the operating behaviour of the

engine is adapted to the conditions prevailing, or to the operating
mode intended. Please refer to the printed publication, Section D of
the Technical Documentation.

3643492

Figure 3. Speed control system. Heinzmann make, consisting of an electro-mechanic actuator (left), the
electronic control unit (middle), and the programmer (right)

D36 6628 E 2.4.4-1 11.95 IN 32/40 Page 4 von 6

Knuckle lever The fuel racks of the fuel pumps are connected to the terminal shaft by
means of knuckle joints that are capable of being actuated in both
directions of motion if a certain actuating force is exceeded. This
prevents the admission linkage and the other injection pumps from
being blocked by a stuck fuel rack or a seizing pump plunger. This
applies to all situations of operation, including starting and stopping.
In the normal condition, the two-piece knuckle joint is held in position
by a tension spring.

NULL VOLL
zero full
J Terminalshaft
2 Knuckle joint
3 Tension spring
4 Adjustable articulated rod
5 Fuel rack

Situation, represented
in illustration part

(a) fb) (0
Fuel rack
Full
Middle
Zero

NULL VOLL Terminal shaft

zero f ul 1 Full
Middle
Zero

Knuckle joint
opened

Figure 5. Function of the

knuckle joints

Starting and accelerating (fuel
admission limitation)
During engine start-up and acceleration, certain admissions must not
be exceeded, so as to ensure, e.g., acceleration at a minimum of
smoking, or manoeuvring without engine overloading. The charge-air
pressure is for this purpose converted to an electric signal by a P/l trans-
former. The logic evaluation in the electronic system provides for speed
release to be only cleared when the appropriate charge-air pressure has
been reached. Higher setpoint values received from external sources
are ignored.

D366628E 2.4.4-1 11.95 L/V 32/40 Page 5 von 6

 The limiting curves can be freely programmed in the governor via an
electrical interface and a small programming unit. When the engine is
started, i.e. when there is no charge-air pressure, fuel admission is
limited to 60% (adjustable).

Engine shut-down The standard method of engine shut-down is the reduction of fuel
admission to 'Zero". This can be done via the remote control system or
at the control console. Electrical pulses are signalled to the electronic
control. In case of emergency, the engine can be stopped by admitting
control air to the emergency stop pistons of the fuel injection pumps
(see Section 2.4.2).

Fuel admission indicator/
transmitter
The excursion of the terminal shaft at its coupling end is transmitted to
an inductive position encoder. 4-20 mA signals are generated which
permit remote display or an other kind of processing. The fuel
admission can be read from the scale provided on the fuel racks of the
injection pumps.

D366628E 2.4.4-1 11.95 l/V 32/40 Page 6 von 6

Injection and Valve Timing Adjustment 2.4.5

Injection and timing adjustment

Purpose The injection camshaft can be turned by a helical toothing provided on the
shaft and in the hub of the camshaft gearwheel (Figure 1), relatively to the
rotation. This is effected with the engine being in operation, to adjust the
injection timing (or more correctly: the start of injection) towards "Earlier"
or "Later", depending on what is inteded in system operation.

1 Camshaft
2 Hydraulic piston
8 Locating bearing
15 Cam
16 Drive gear
17 Fuel injection pump

U
Figure 1. Injection time adjusting device

1 Camshaiï
2 Hydraulic piston
5 Control piston
6 Rocking lever
9 Servomotor
15 Cam
17 Fuel injection pump

A Oil supply
I5 1 B Oil discharge

Figure 2. Injection time adjusting device (schematic)

Reducing fuel consumption or
nitrogen oxide emission
In the field of service, by adjustment in the direction of "Early", it is
possible to increase the ignition pressure to the design point, with the
result of a distinctly lower fuel oil consumption. On the other hand,
adjustment in the "Later" direction resulting in a drop of the ignition
pressure leads to a distinctly lower nitrogen oxide emission.

This device is controlled by a program matched to the operating conditions

and purposes in coordination with the customer. On-the-spot modification
by possible momentary parameters is not made provision for.

6628 2.4.5-02 E 09.97 32/40 01/04

 190, 180-
( i r i n g pressure bor

130 160-

170 140

15 20
1 ni eet ion
begin b e f o r TDC NO« (N02)
•cX
10 15

10

fuel reduc t i on No« r e d u c t i o n f u e l reduc t i on No* reduc t i en

Figure 3. Effects of injection time adjustment in the "Later" (to the right) or "Earlier"
(to the left) directions

Functional description A turning of the injection camshaft is reached by shifting the hub of the
camshaft gearwheel relative to the helical toothing at the shaft end. The
shaft end (1) is for this purpose connected to a hydraulic piston (2) which
is not capable to make rotating movements but can only be moved
lengthwise (see Fig. 4).

4 10 ra 2 3
1 Shaft end
2 Hydraulic piston
3 Piston hub
4 Guide sleeve
5 Control piston
6 Rocking lever
7 Drive unit
8 Locating bearing
9 Servomotor
10 Casing
11 Annular space

A Oil supply
B Oil discharge

Figure 4. Drive/control unit of the injection time adjusting device

This piston is operated by lube oil supplied via the casing (10) and an
annular space (11) and a feed bore in the guide sleeve (4) to the control
piston (5) and axial locating bearing (8). This control piston is moved by a
drive unit (7) via a rocking lever (6).

The basic position of the hydraulic piston is its central position. When the
control piston is in central position, too (see Figure 5, part a), the oil supply
bore as well as the oil discharge bores are closed. The same pressure
exists on both sides of the hydraulic piston, it is kept in its basic position.

6628 2.4.5-02 E 09.97 32/40 02/04

 A Oil supply
B Oil discharge
b)

Figure 5. Interaction of the hydraulic piston and control piston

Shifting of the control piston/the control of the device is effected in

dependence on the engine speed and the fuel pump admission. According
to the memorised characteristics, a correction signal is produced, the
electric servomotor (9) is activated and the control piston is moved, e.g. to
the right (in direction of the coupling side). Refer to Figure 4, part b. The
process is controlled by an electric feedback in the drive unit.

The movement of the control piston clears the connection to the oil
discharge bore, and at the same time it reduces the lube oil pressure in
the right-hand oil space. On the other hand, the supply of oil from the oil
supply bore into the left-hand oil space is made possible. These
conditions cause the hydraulic piston to move towards the right (in the
direction of retarded start of injection on engines rotating clockwise). The
hydraulic piston follows the movement of the control piston. When the
hydraulic piston has reached the control piston again, it stops moving.

Engine Control piston Injection time

rotating => later
clockwise •^ earlier
rotating =s> later
counter <= earlier
clockwise
Table 1. Functions of the injection time adjusting device

Valve timing adjustment

Coherences The valve timing is chosen so that the engine can safely sustain the
thermal loads in full-load operation. The optimum found, however, does
not coincide with the optimum in part-load operation. By providing for the
possibility of adjusting the valve timing while the engine is operating,
conditions can be improved.

What is modified is the phase of valve overlap, i.e. the period during which
the inlet and exhaust valves are opened simultaneously. This phase is
relatively long in full-load valve timing.

The valve timing adjusting system offers the possibility of reducing the
phase of valve overlap in part-load operation, thus
• preventing exhaust gas backflow,
• optimising charge renewal, and hence
• contributing to clean, low-pollutant combustion.
This is achieved by adjusting the "Inlet valve open" and "Exhaust valve
closed" events closer to TDC, i.e. causing the inlet valves to open later
and the exhaust valves to close earlier.

To ensure this, two cams (11) per type of valve and cylinder are arranged
on the control shaft, next to each other (twin cams). Engagement of these

6628 2.4.5-02 E 09.97 32/40 03/04

 cams is effected by shifting the camshaft into the respective end position,
while the engine is operating.

3 Oil accumulator
4 Hydraulic piston
5 Camshaft
10 Drive gear
11 Cam
12 Locating bearing

Figure 6. Valve timing adjustment device (drawn for in-line engine, in the case of V-type engines there are four twin cams).

Functional description
This adjusting device is basically similar in design to the injection time
adjusting device. It has a locating bearing (12) at the shaft end, and à
hydraulic piston (4) that is not capable of external rotating movement but
can only be moved lengthwise (refer to Figures 6 and 7). The adjustment
is effected by means of these pressure prevailing in the lube oil system.

M307/3

1 Control valve
2 Switching valve
3 Oil accumulator
4 Hydraulic piston
5 Camshaft
6 Limit switch

A Compressed air
B Lube oil

a Full load
b Part load

Figure 7. Valve timing adjusting device (schematic)

Shifting of the hydraulic piston is released by one of the control valves (1).
As soon as control air is admitted, the switching valve (2) is induced and
switched over. Upon that, oil from the lube oil system is led to the second
side of the hydraulic piston - the camshaft is shifted. Once the end
position is reached, the associated limit switch (6) is actuated.

BGkW 6628 2.4.5-02 E 09.97 32/40 04/04

 Lube Oil System 2.4.6

Lubrication of the engine and turbocharger

All the lubricating points of the engine and of the turbocharger are
connected to the forced-feed oil circulation system. The lube oil
admission flange (2171) is at the free engine end, above the casing.
The oil is from the frame-integrated distributor pipe supplied to the
main bearings via the tierod pipes. From there it continues through
the crankshaft to the big-end bearings and through the connecting
rods to the piston crowns, and also to the torsional vibration damper
at the free engine end. The locating bearing at the coupling end
receives oil from the last bearing pedestal.

From all these lubricating points, the oil flows back into the oil sump
by gravity, and from the oil sump into the lube oil tank underneath.

The integrated distributor pipe also supplies oil to

the camshaft bearings of the injection and valve camshafts, and

the spray nozzles and bearings of the camshaft drive.

The oil ducts required for supplying oil to the camshafts continue
above the camshafts, where short lube oil pipes are connected which
serve the

rocker arms on the exhaust side, and

the fuel oil pumps and rocker arms on the exhaust gas counterside.

The thrust bearing of the injection camshaft (arranged at the free

engine end, and on engines without injection time variation at the
coupling end) is externally supplied with oil. The same pipeline is used
for the lubrication of engine-driven pumps. The control plungers and
locating bearings of the camshaft adjusting devices at the coupling
end are also externally supplied from separate pipes. The same applies
to the bearings of the turbocharger. The supply pipes for the
subassemblies are connected to the integrated distributor pipe.

The lube oil system has to be equipped with a pressure control valve at
the entry side to maintain a constant oil pressure at the entry into the
engine, independently of the speed and oil temperature. The oil
admission to the turbocharger is adjusted by means of a pressure-
G To the main bearings reducing valve or an orifice plate.
N From the main
bearings to the piston
crown
5 Crankshaft
30 Main bearing
31 Connecting rod
32 Piston pin
33 Piston
Figure I. Lube oil system (Section 52 - S2) - fora general view at further

é D366628E 2.4.6-2
sections, please see the following pages

3.96 L 32/40 Page 1 of 7

 t i
i—J

S2 S2

A Lube oil to the engine and turbocharger (2171) J Pressure control valve
8 To the pump drive 2 Attached pumps
C To the thrust bearing of the injection camshaft 3 Engine
D Distributor pipe 4 Oil sump
E Via the injection camshaft to the fuel pumps and rocker 5 Crankshaft
arms I yokes in the cylinder head 6 Camshafts
F Via the valve camshaft to the rocker arms 7 Fuel injection pump
C To the main bearings 8 Cylinder head I rocker arm
H Via the main bearings to the locating bearing 9 Pressure reducing valve
J To the bearings and spray nozzles of the camshaft drive 10 Turbocharger
K To the hydraulic pistons and locating bearings of the
injection and valve camshafts KS Coupling end
L To the turbocharger KGS Free engine end
M Oil discharge from the turbocharger (2599) AS Exhaust side
N From the main bearings through the crankshaft and ACS Exhaust counter side
connecting rod to the piston crown I drain to oil sump
Bleed (2598)

Figure 2. Lube oil system (survey)

D366628E 2.4.6-2 3.96 L 32/40 Page 2 of 7

 5 Crankshaft
11 Crankcase
12 Tierod
13 Injection camshaft
14 Valve camshaft
13 15 Rocker arm

ÅGS

D Distributor pipe
E Via injection camshaft to
fuel oil pumps and rocker
arms I yokes in the cylinder
head
F Via valve camshaft to the
rocker arms
G To the main bearings

Figure 3. Lube oil system (Section 51-51)

13 Injection camshaft
14 Valve camshaft
20 Crankshaft gear
21 Intermediate gear
22 Bearing bush
23 Spray nozzle
J To the bearings and spray
nozzles of the camshaft
drive

20

Figure 4. Lube oil system (Section S3 - S3)

D366628E 2.4.6-2 3.96 L 32/40 Page 3 of 7

 Marine propulsion engines, particularly those with mechanically driven
lube oil pumps, have turbochargers that are equipped with an
emergency lubrication system to ensure adequate lube oil supply to the
turbocharger as it continues running on stop events and in the case of
blackout. The bearings of NR turbochargers are during the run-down
phase supplied with oil from a bladder-type accumulator whose
bladder if filled with nitrogen and which is in the compressed state
during normal operation. When the service pressure is decreasing, oil is
supplied to the turbocharger by the effect of the compressed bladder,
while a non-return valve prevents the oil from flowing back into the
supply pipe. Please refer to Figure 5.

B O// to the
turbocharger
P Nitrogen (one-time
charge)
Q OH reserve to the
turbocharger
R Oil to the engine Figures. Emergency lubrication of the turbocharger (marine
propulsion engines) from a bladder accumulator

The main lubricating pump, or alternatively a smaller secondary pump

can be used to lubricate the turbocharger prior to engine start, please
refer to Figure 6. It must be ensured by appropriate timing of the pump
and by system matching that excess lubrication of the turbocharger
during priming and in service is avoided.

Figure 6. Priming of the

turbocharger using a secondary
pump

D366628E 2.4.6-2 3.96 L 32/40 Page 4 of 7

 Cylinder lubrication
Route of the lube oil
Generation of pressure/
distribution of oil
é D366628E 2.4.6-2
The running surfaces of the cylinder liners are primarily lubricated by
splash oil and oil vapour from the crankcase. Lubrication of the piston
rings is from below, through bores in the lower part of the cylinder
liner. To minimise the oil consumption rate, a geometry has been
chosen which provides for the oil bores to be covered by the top ring
land in BDC position of the piston, and by the piston skirt in TDC
position. The oil comes from the free engine end and is supplied to the
cylinder liners from the exhaust gas counterside, through the frame
diaphragm. The pipes are supported in openings underneath the
injection camshaft.
9 Frame diaphragm
10 Cylinder liner
17 Piston (top edge right/ bottom edge left)
C O/7 from the block-type distributor to the cylinder liner
Figure 7. Lubrication of cylinder liners and piston rings
The necessary oil pressure is generated by a pump set (1). The delivery
volume can be matched to the engine size / number of cylinders by
adjusting the speed of the frequency-controlled motor.
The suction pipe B of the pump is connected to the lube oil admission
pipe A which supplies oil to the engine and turbocharger. An
adjustable pressure control valve is provided on the delivery side of the
pump. The flow of oil to the lubricating points is controlled by means of
a hydraulic block-type distributor (3).
3.96 L 32/40 Page 5 of 7
 dcba l flowing l
engine and turbocharger
to the cylinder lube oil
pump
Overflow pipe leading to
the crankcase
to the block-type
distributor
to the cylinder liners /
piston rings
7 Pump set
2 Pressure control valve
(adjustable)
3 Block-type distributor
4 Proximity switch
5 Pulse monitoring

Figure 8. Cylinder lube oil system

Temperature monrtoring of main bearings

The temperatures of the main bearings (and of the outboard bearing)

are measured at the bearing caps immediately underneath the bearing
shells. Resistance temperature sensors (Pt 100) in oil-tight mountings
serve this purpose. The measuring lines run inside the crankcase up to
cable duct level on the exhaust side, from where they are taken to
external terminal boxes.

36 43 t02

7 Crankshaft
2 Main bearing cap
3 Temperature sensor
Figure 9. Temperature monitoring of main bearings

D36 6628 E 2.4.6-2 3.96 L 32/40 Page 6 of 7

Oil mist detector

Incipient bearing damage, piston seizure or blow-by from the

combustion space cause pronounced oil vapour formation. The oil mist
detector permits a reliable diagnosis before severe damage occurs. The
oil mist detector controls the oil vapour concentration, or say the
opacity of air in the crankcase. An air jet pump continually draws air
from all parts of the crankcase, bigger droplets of oil are removed from
the air, and the air is passed through a measuring section equipped with
infrared filters. The diode provided at the end produces an electric
signal that corresponds to the quantity of light received, and transmits
this signal to the monitoring unit.

Please refer to the print included in Part D of the technical

documentation.

A From the crankcase to the

collecting chamber
B From the separator to the
detector
C To the air jet pump
D Airflow

1 Collecting chamber
2 Separator
3 Detector
4 Emitter LED
5 Flow controller

6 Temperature sensor
7 Air filter
8 Infrared filter
9 Receiver diode
W Measuring section
11 Air jet pump
11 12 Controlling and monitoring
unit

Figure 10. Crankcase monitoring by oil mist detector

D366628E 2.4.6-2 3.96 L 32/40 Page 7 of 7

Cooling Water System 2.4.7

Abstract

To keep thermal loads as low as possible, cooling is required for

Freshwater
Sea water / raw water
Two-stage charge-air coolers
components enclosing the combustion spaces, and (by a separate
system)
the fuel injection valves.
The charge air is heated as a result of compression in the turbocharger.
and has to be recooled by means of the charge air cooler. This is done to
increase the volume of air available for combustion.
Conditioned fresh water is normally used for cooling. Charge-air coolers
are also cooled by fresh water, in rare cases by sea water or raw water.
Single-stage charge-air coolers are usually integrated in the secondary
circuit. Where two-stage charge-air coolers are used, engine cooling
water is passed through the first stage (primary / high-temperature
circuit), and fresh water from the secondary/low-temperature circuit is
passed through the second stage.

Cylinder cooling

Cooling water admission The cooling water admission flange 3171 for cylinder cooling is at the
3171 free engine end. T he supply pipe is on the exhaust gas side, mounted
on the crankcase (rear). Connections branch off the distributor pipe to
the backing rings of cylinder liners (bottom) for cooling:
•the bore holes of the fire ring, and
•the cylinder head
(see Figure 2 - spaces a to k).
The cylinder head is cooled from the annular space around the lower
part of it, from where the water is supplied through bore holes into the
annular space between the injection valve barrel and the inner part of
the cylinder head, some of the water flowing around the valve seat
rings. The other, large cooling spaces of the cylinder head are served
from this annular space. The water leaves through a passage via the
upper area of the backing ring and into the return manifold, which runs
along the supply pipe (front). This return manifold recirculatesthe
Cooling water outlet heated water to the charge-air cooler or to the system, at the drain
3199 connection 3199.
Venting The venting connection (p) for the backing ring, fire ring and cylinder
head is in the cylinder head, on the exhaust side. The connections are
on the exhaust side taken to a pipe to which the charge-air cooler
venting pipe is also connected, leading up to connection 3198.

D366628E 2.4.7-1 01.94 L 32/40 Page 1 of 5

Draining The drain connection 3195 serves fro draining the distributor pipe, and
hence also the cooling spaces of backing rings, fire rings and cylinder
heads, as well as the recirculation manifold.

KS

7 Engine C Cooling water downstream of charge-air

2 Cylinder head / backing ring cooler
3 Charge-air cooler D Cooling water for charge air cooler,
stage II
HT High-temperature circuit (stage I) E Charge air
NT Low-temperature circuit (stage II) F Cooling wa ter for injection nozzles
(admission)
A Cooling water for cylinder (admission) C Cooling wa ter for injection nozzles
B Cooling wa ter for cylinder (drain) / (drain)
Cooling water upstream of charge-air H Water drain (manifold)
cooler K Vent for cylinder cooling and charge-air
cooler (manifold)
L Water drain cylinder head f backing ring
(Vee-type engines)

Figure 1. Cylinder/ nozzle cooling water system

D366628E 2.4.7-1 01.94 L 32/40 Page 2 of 5


Checking for tightness
These water draining facilities do not ensure complete draining of the
cooling spaces of combustion space components on Vee-type engines.
Such engines have additional draining connections (n) on the exhaust
gas counterside (front). The connections lead to a pipeline behind the
fuel oil pumps, which leads to the common connection 3195 (at the free
engine end).
The tightness of the system: cylinder head, fire ring, cylinder liner and
backing ring, and of the sealing rings for these components, can be
checked at the bores (I - gas tightness) and (m - bleeds). These bores are
on the exhaust gas counterside, at the inside left.

1 Cylinder liner
2 Backing ring
3 Fire ring
4 Cylinder head
5 Valve seat ring
6 Barrel of the injection valve
a ... k Cooling water route I cooling
spaces
(space b closed/ uncooled)

Figure 2. Combustion space components- route of the cooling water

D366628E 2.4.7-1 01.94 L 32/40 Page 3 of 5
 m

Figure 3. Cylinder head Figure 4. Combustion space components - control bores 11 m and
venting connection p draining connection n for Vee-type engines

Nozzle cooling

The supply and return pipes for the nozzle cooling water are above the
cylinder cooling water return pipe. The supply connection has the
number 3471. The water is passed into the cylinder head through a
plug-in connection and short pipes, and through an annular space to
the injection valve, and returned the same way. The manifold extends
up to connection 3499. The supply and return pipes can be drained
through a connection to the cylinder cooling water drain pipe.

Humidity-dependent control of the charge-air temperature (Allumatik)

Water condenses as the charge-air is compressed and cooled, at an

amount which under corresponding conditions may reach 1000 kg/h in
larger-bore engines of high cylinder numbers. The quantity will rise
with

rising air temperature,

rising humidity of the air,
rising charge-air pressure, and
lower charge-air temperature.

The amount of condensed water should be reduced as far as possible.

Water must be prevented from entering into the engine. This is
ensured by design measures, and can be assisted by controlling the
charge-air temperature as a function of air humidity and air
temperature. The control is operative as long as fuel admission is larger

D366628E 2.4.7-1 01.94 L 32/40 Page 4 of 5

 than approximately 45% of full-load admission, as long as the speed is
higher than approximately 60% of the rated speed (with thresholds
varying from engine system to engine system), and as soon as the
threshold of air humidity is exceeded.

A correction signal is formed from the input values of air humidity, air
temperature and charge-air temperature. These signals control the
temperature control valve, causing a larger or smaller amount of water
to be passed through the charge-air cooler.

m m
(ST) (GT)
c 1
T r~~ï T T
i ' i ' 1
d y2 /
1
^^/ — ^dTV V'
ff\T\
3 ^v y 7
^ ^> -
c
^ X.
1 ' x-*^ '* ™
1 frr> 1 <
V y
1 ~

1 i \ »

J Charge-air cooler Qf Humidity measuring

2 Three-way valve, instrument
motorised TC Temperature
3 ALLUMATIKbox controller
TE1 Air temperature
A Charge air QE Air humidity
B Cooling water ST Engine speed
GT Fuel pump admission
a Supply voltage TE2 Charge-air
b Fault alarm temperature
c Relative humidity
4. ..20mA
d Charge-air temperature

Figures. Charge-air temperature control as a function of humidity,

ALLUMA TIK make

D366628E 2.4.7-1 01.94 L 32/40 Page 5 of 5

 Ratings and consumption data 2.5.1

Designations and work numbers

Engine 7L 32/40
Work number 1.063.097-100/116
Turbocharger NR 29/S
Work number see the name plate
Turbocharging method constant pressure

Acceptance 1RS / UMS - A

Operating and driving mode

Application correct
Stationary engine
Main marine engine
Auxilliary marine engine x

Drive configuration correct

Fixed pitch propeller
Controllable pitch propeller
Generator x
others

Fuel correct
Diesel fuel oil
Heavy fuel oil 700 mm2/s x

Operation/monitoring correct
Automatic remote control
Remote control x
central control/operation without monitoring x
Standard monitoring

r M ANT
BGkWi
09940 2.5.1-02 E 01.98 L 32/40 01/03
Ratings and consumption data

Continuous rating MCR to ISO 3046/1 to ISO 3046/1

(reference cond.) (on site)
Rating 3150 kW
Ambient air temperature 45 °C
Charge-air cooling water temp. 38 °C
Barometric pressure 1 bar
Site altitude O m above
sea level

Speed of engine 720 rpm

Sense of rotation clockwise -
Speed of turbocharger see test run
certificate
Mean effective piston pressure 23.3 bar
Ignition pressure 180 bar
Compression pressure 140 bar
Mean piston speed 9.6 m/s
Compression ratio E 14,5 -

Fuel oil consumption MCR tolSO3046/l to ISO 3046/I

(reference cond.) (on site)
Heavy fuel oil 182 g/kWh
Diesel fuel oil/MDF g/kWh

Lube oil consumption g/kWh

kg/h
Cylinder lube oil used see test run
certificate

Technical data

Main dimensions Cylinder diameter 320 mm

Stroke 400 mm
Swept volume of one cylinder 32,17 dm3
Cylinder distance 530 mm

Ignition sequence Cyl. Rotating clockwise* . Rotating antclockwise correct

6 A 1-3-5-6-4-2-1 1-2-4-6-5-3-1
7 A 1-2-4-6-7-5-3-1 . . . . 1-3-5-7-6-4-2-1 X
8 A 1-3-5-7-8-6-4-2-1 .. . . . . 1-2-4-6-8-7-5-3-1
8 B 1-4-7-6-8-5-2-3-1 .. . . . . 1-3-2-5-8-6-7-4-1
9 A 1-3-5-7-9-8-6-4-2-1 ...1-2-4-6-8-9-7-5-3-1
9 B 1-6-3-2-8-7-4-9-5-1 ...1-5-9-4-7-8-2-3-6-1

09940 2.5.1-02 E 01.98 L 32/40 02/03

Timing Inlet valve opens 45 Crank angle deg.
before TDC
closes 23 Crank angle deg.
after BDC
Exhaust valve opens 51 Crank angle deg.
before BDC
closes 45 Crank angle deg.
after TDC
Overlap 90 Crank angle deg.
Starting valve opens 2-3 Crank angle deg.
atter TDC
closes (on 6- and 7-cy- Crank angle deg.
linder engine) . 132±2 after TDC
closes (on 8- and 9-cy- Crank angle deg.
linder engine) . 116±2 after TDC
Starting slide valve opens/closes see test run record
Start of delivery/ see test run record
end of delivery of injection pump

Barred ranges and rating limitations

Barred ranges/
Rating limitations

See supplementary sections 3.4.3 and 3.6.2

Emissions Sound (air-borne) dB(A)

to
Sound (structure-borne)
to
Pollutants in the exhaust gas
NOX
to
* Sense of rotation if viewing from the coupling end

09940 2.5.1-02 E 01.98 L 32/40 03/03

 M/VN
Temperatures and Pressures 2.5.2 taw

Service temperatures * , f '", ' '

Air Air upstream of compressor (max. 45 °C) (')

Charge air Charge air downstream of compressor max. 220 °C

Charge air upstream of cylinder 45... 55 °C 2>

Exhaust gas Exhaust gas downstream of cylinder max. 500 °C

Admissible deviation on individual cylinders
from the average ± 40 K
Exhaust gas upstream of turbocharger max. 550 °C
Exhaust gas downstream of turbocharger max. 450 °C

Cooling water Cooling water upstream of cylinder (at full load) ca. 70 °C
Cooling water downstream of cylinder 85 °C
Preheating > 60°C
Cooling water upstream of injection valve 8Q...85°C
Cooling water downstream of injection valve 75...85°C
Preheating > 55 °C
Cooling water upstream of turbocharger stage 1 80 °C
downstream stage! approx. 95 °C
upstream stage 2 .. (max. 38 °C) D
Sea water/raw water upstream of charge-air cooler (max. 32 °C) ')

Lube oil Lube oil upstream of engine/upstream of turbocharger 65 °C

Lube oil downstream of engine (at full load) 75 °C
Lube oil downstream of turbocharger (at full load) . 75-80, max. 85 °C
Preheating > 40 °C

Fuel oil Fuel oil upstream of engine (max. 155 °C) 4)

Preheating (heavy fuel oil in the service tank) > 75°C

Bearings Crankshaft bearing see acceptance certificate

Running gear bearings-admissible deviation from average ... ±3 K

Service pressures (overpressures) * - ,

A r
' Air upstream of turbocharger ^

Starting air/control air Starting air approx. 10. max. 30 bar

Control air 8 bar

* Applicable at rated outputs and speeds. For conclusive reference values, see test run or commissioning
record and "List of measuring and control units".
1
> In compliance with rating definition. At higher temperatures/ lower pressures, a derating is necessary.
2
> Higher value to be aimed at in case of higher air humidity (water condensing).
4
> Depending on the fuel viscosity and injection viscosity/see Section 3-operating media.
80 Controlled temperature.

D36 6628 E 2.5.2-1 01.96 32/40 Pagel of 3

Charge air Charge air upstream of cylinder max. 3 bar
Charge air upstream / downstream of charge-air cooler
(pressure differential) max. 60 mbar

Cylinder Compression pressure — see Section 2.5.1 or acceptance certificate

Ignition pressure as above
Individual cylinders, admissible deviation from average — ± 5 bar
Mean effective pressure ditto
Safety valve (opening pressure) . ignition pressure (160) + 20 + 7 bar
ignition pressure (180) + 50 + 7 bar
Crankcase Crank case pressure max. 5 mbar
Safety valve (opening pressure) 50 ...70 mbar

Exhaust gas Exhaust gas upstream of turbocharger max. 2.5 bar

Exhaust gas downstream of turbocharger max. 25 mbar

Cooling water Cylinder 2... 4 bar

Injection valve 2... 4 bar
Charge-air cooler (fresh water) 3... 4 bar
Charge-air cooler (sea water or raw water) 1 ... 3 bar

Lube oil Lube oil upstream of engine 3.5 ...4,. bar. min. 3.3 bar
Lube oil upstream of turbocharger 1.3... 1.5 bar, min. 1.1 bar

Fuel oil Fuel oil upstream of engine (conventional system) 3... 5 bar5)
(pressurised system) 6... 8 bar
Fuel injection valve (opening pressure) 340 + 10 bar
(ditto, with new spring) 370 + 10bar

Kraftstoff- Einspritz- Temperatur nach Verdampfungs- Erforderlicher

viskosität viskosität Vorwärmer druck Systemdruck

Fuel Injection Temperature Evaporation Required system

viscosity viscosity after preheater pressure pressure

(mm2/sat50°C) (mm2/s) (°C) (bar) (bar)

180 10 137 2.4 3.4
320 10 151 3.9 4.9
380 11 150 3.8 4.8
420 11 152 4.0 5.0
500 14 145 3.2 4.2
700 14 152 4.0 5.0

Table 1. Pressure required in the fuel oil system as a function of fuel oil viscosity and injection viscosity

S) Depending on fuel oil viscosity and injection viscosity /see Table 1

D36 6628 E 2.5.2-1 01.96 32/40 Page 2 of 3

 f
f f ff. ff f •• - . - . - . . . . .

Test pressures (overpressures)

Starting air Starting air pipes 60 bar

Control air Control air pipes 12 bar

Cooling spaces / water side Cylinder head 10 bar

Cylinder liner 7 bar

Charge-air cooler 6 bar

Injection valve 12 bar
Cooling system, cylinder cooling 7 bar
Cooling system, injection valve cooling 7 bar

Fuel oil spaces Injection valve 1800 bar

Injection pipe 1800 bar
Fuel supply pipes 30 bar

Lube oil Lube oil pipes 10 bar

é
D366628E 2.5.2-1 01.96 32/40 Page 3 of 3
Weights 2.5.3

Weights Of principal components

Components Rocker arm casing with rockers 117 kg

from top Rocker arm casing 69 kg
downwards Cylinder head with valves 532 kg
Cylinder head 504 kg
Injection/exhaust valve 7/7.2 kg
Cylinder liner 172 kg
Backing ring of cylinder liner 233 kg
Fire ring 33 kg
Piston with connecting rod shank and piston pin 228 kg
Piston without gudgeon pin 106 kg
Gudgeon pin 31 kg
Connecting rod (conrod shank, big-end bearing, cap) 205 kg
Big-end bearing 70 kg
Connecting rod shank 91 kg
Big-end bearing cap 44 kg
Crankshaft bearing cap 118 kg
Crankshaft bearing shell (shell half) 2 kg
Crankshaft with counterweights (8L 32/40) 5490 kg
Crankshaft with counterweights (9L 32/40) 6130 kg
Counterweight 87 kg
Camshaft drive gear (2 pieces) 66 kg
Torsional vibration damper of crankshaft
(3 lines of springs) approx. 1400 kg
Camshafts/ Injection camshaft (section) 44 kg
injection pump/ Valve camshaft (section) 43 kg
injection valve Fuel injection pump 36 kg
Fuel injection valve 10 kg
Crankcase/ Crank case ? kg
tierod/ Tierod 23 kg
bolts Cross tierod 3 kg
Cylinder head bolt 19 kg
Turbocharger/ NR34turbocharger 1350 kg
charge-air cooler/ NR26turbocharger 800 kg
Charge-air and exhaust Charge-air cooler, two-stage approx. 620 kg
gas pipes Charge-air pipe (inner section) 49 kg
Exhaust gas pipe (inner section) 61 kg
Others Cylinder lubricating unit/oil pump 22/9 kg
Governor (actuator) 32 kg

Weight? Of «Omptete engines

5L32/40 31 t
6L 32/40 35 t
7L 32/40 40 t
8L 32/40 44 t
9L 32/40 48 t
D36 6628 E 2.5.3-1 11.96 L 32/40
Dimensions/Clearances/Tolerances-Part 1 2.5.4

Erläuterungen Explanations

Die nachstehende Tabelle ist geordnet nach dem The table below has been organised by the MAN sub-
MAN-Baugruppensystem, d.h. nach den fett gedruck- assembly group system, i.e. by the subassembly
ten, in den Zwischentiteln rechts angeordneten Bau- group numbers in bold face entred at the right of the
gruppennummern. intermediate titles.

Maße und Spiele werden nach folgendem Schema angegeben:

X X Durchmesser der Bohrung
Y Y Spiel
Z Durchmesser der Welle

Dimensions clearances have been given by the following systematic prin-

ciple:
X Diameter of the bore
Y Clearance
Z Diameter of the shaft

Toleranzangaben werden aus drucktechnischen Grün- For convenience of printing, tolerances are not given
den nicht wie üblich like

+0,080 +0,080
200 200
+0,055 +0,055

sondern 200 +0,080/+0,055 geschrieben. but rather as 200 +0,080/+0,055

6628 2.5.4-05 E 10.97 L 32/40 01/04

Maß/Meßstelle Nennmaß (mm) Spiel neu (mm) Spiel max. (mm)
Dimension/Measuring point Nominal dimension Clearance when Max. clearance
(mm) new (mm) (mm)

Zuganker Tie rod 012

A 507 Horizontal
B 043 Horizontal
A i
_l_" "I j C M 36x3

Cl Bl A 1805 Vertikal
C Bl B/C M 48x3 Vertical
TÀ , u . , ., j

A T

Kurbelwelle Crankshaft 020

A * **
A
,— / /..1,-i-J». '' /' \

//
•'••••'
//^JTTV/r-A
-.'-J... ..I / : :; ; / l
\L. / \i/ / u l ! /
1-^./
ittp'
'•-
VLX
W-^4 / /

A Wangenatmung A Crank web deflection

* Siehe Abnahmeprotokoll * See acceptance record
** Siehe Arbeitskarte 000.10 ** See work card 000.10

Kurbelwellenlager/Paßlager Main bearing/Location bearing 021

A 290-0,032 — —
jA\ ,E nF —
B 0,25 ... 0,35 0,42
"|
-Ri£y m/i
•:•:•?;./
C
D
5,89-0,02
125
"•"• 5,84-0,02*

't
R
/ E — 0,50 ... 0,72 —
D_ A F 60-0,019 -- --
l

'«f
- C
fe^ A
* Grenzwert für Lagerschalendicke im Hauptbela- * Limiting value for thickness of bearing shells in the
stungsbereich. Austauschkriterien siehe Arbeits- zone of maximum loading. For criterias of replacement
karte 000.11. see work card 000.11

6628 2.5.4-05 E 10.97 L 32/40 02/04

 Maß/Meßstelle Nennmaß (mm) Spiel neu (mm) Spiel max. (mm)
Dimension/Measuring point Nominal dimension Clearance when Max. clearance
(mm) new (mm) (mm)

Drehschwingungsdämpfer Torsional vibration damper 027

- . . . . . . - - - y , -. - - , . ..

' '••'". •' ' - --' ' ' - '<«}":. ;••". • • - • - ' • •

1010... 1100* Durchmesser

Diameter
180... 290* Breite
Width

Je nach Auslegung * Depend on design

Pleuellager/Kolbenbolzenlager Crank bearing/Piston pin bearing 030

A 290-0,032 — —
H B — 0,25 ... 0,35 0,42
Y C 5,89-0,02 — 5,84-0,02*

L»
/
? n D
E
F
145-0,0057-0,020
980
125
0,17... 0,24 0,31

' G
I H 160 — —

^ J 490 — —
F -_ K 1416 — —
X 145+0,227+0,16 — —
Nk
3
i l ^* rB
1_ A —
V -^
C yG

* Grenzwert für Lagerschalendicke im Hauptbela- * Limiting value for thickness of bearing shells in the
stungsbereich. Austauschkriterien siehe Arbeits- zone of maximum loading. For criterias of replacement
karte 000.11. see work card 000.11

6628 2.5.4-05 E 10.97 L 32740 03/04

BEkWi
Maß/Meßstelle Nennmaß (mm) Spiel neu (mm) Spiel max. (mm)
Dimension/Measuring point Nominal dimension Clearance when Max. clearance
(mm) new (mm) (mm)

Kolben Piston 034

' ' " " '
_. i r äUssBiBHeSBiMtJLi-»* _ _

A 145 +0,0687+0,043
B 0,048 ... 0.088
F C 145 -0,0057-0,020
G D 260
IXV \x •• x x x x \ \ 503
E
É i F
G
320*
**
--

A
E
(_ f~\
T <J T
X C

\ \ '^ ':

\ ''•'
y
* Die Außendurchmesser sind infolge der ballig-ova-
len Form nur schwer zu kontrollieren. Auf die Angabe
genauer Maße wurde verzichtet, da die Lebensdauer
des Kolbens normalerweise durch den Verschleiß der
Ringnuten bestimmt wird.
** Kompressionsabstand - siehe Abnahmeprotokoll
* Checking the outer dimensions of the piston is ra-
ther difficult due to its crowned, oval form. Exact di-
mensions are not listed because normaly the life of the
piston is, in any case, determined by the wear of the
ring grooves.
** Compression clearance - see acceptance record

Kolbenringe Piston rings 034

A 6+0,20/+0,17
B 0,18... 0,228 0,45
^^:\:, , l%
l:; HJc"
C 6-0,010/-0,028
•:^ -AX^ ^ D 6+0.14/+0.12
0,13... 0,168 0,40
x l°r E
•.x II //'// viK v//' Ucc F 8 +0.06/+0.04
w^:////m
-. Nl .'///.' '/ /-]l\\ V'"'

|Dr G 0,053 ... 0,095 0,2

^^i////s&-^ VM tc L H 8 -0,013/-0,035
J* 0,6 ... 0,9 ***
J** 0,6 ... 0,9

X
;!:<
)
* Stoßspiel Ring 1,2,3 Ring gap: Ring 1/2/3
** Stoßspiel Ring 4 Ring gap: Ring 4
*** Siehe Arbeitskarte 034.05 See work card 034.05

6628 2.5.4-05 E 10.97 L 32/40 04/04

Dimensions/Clearances/Tolerances-Part 2 2.5.5

Maß/Meßstelle Nennmaß (mm) Spiel neu (mm) Spiel max. (mm)

Dimension/Measuring point Nominal Dimension Clearance when Max. clearance
(mm) new (mm) (mm)

Zylinderbuchse Cylinder liner 050

A 320 +0,057 — —
G B* — — 0,96
D c** — — 0,32
B D 439 -- —

r T
A •
E 369 -- --
Jx'""~ *^-- 1
1 / -1 L 7]
/ »r F 809 —~ *-~
£ G 529 —
H x^
a/1
S//]
K/
/' '\ |V —
I_
'•y
! \ v^yj H
K
332
74
—— ——

F ^ ^

;. E
\
\

* Verschleiß Wear
** Ovalität Ovality
Maße A, B, C gültig für Zylinderbuchse, nicht für Feu- Dimensions A, B, C apply to cylinder liner, not to top
erstegring. land ring. The dimension A is measured at the point of
Das Maß A wird im oberen Umkehrpunkt des ersten reversal of the top ring parallel with and at right angles
Kolbenringes gemessen to the longitudinal engine axis.

Zylinderkopf/Zylinderkopfschraube Cylinder head/Cylinder head bolt 055

A 588
B 526
C 763
D 442
E 1400
F M 48x3

BGkW
6628 2.5.5-05 E 10.97 L 32/40 01/05
Maß/Meßstelle Nennmaß (mm) Spiel neu (mm) Spiel max. (mm)
Dimension/Measuring point Nominal Dimension Clearance when Max. clearance
(mm) new (mm) (mm)

Steuerungsantrieb Camshaft drive 100

A* 0,226 ... 0.395 0,47

B* 0.196... 0.360 0,42
C* —0.226... 0.395 0.47
J 480***
K 432***

D 160+0.206/+0.151
E 0.151 ... 0.231
D F 160 -0,025
G 0.8... 1.3 1.6
H 155

* Zahnspiel * Gear backlash

** Spielvergrößerung in der Regel gering. Aus- ** Asa rule, only minimal increase of clearance.
tauschkriterien siehe Arbeitskarte 000.11 Exchange criteria see work card 000.11.
*** Teilkreisdurchmesser *** Reference diameter

6628 2.5.5-05 E 10.97 L 32/40 02/05

Maß/Meßstelle Nennmaß (mm) Spiel neu (mm) Spiel max (mm)
Dimension/Measuring point Nominal Dimension Clearance when Max. clearance
(mm) new (mm) (mm)

Nockenwellenlager der Einspritznockenwelle und Camshaft bearing of injection camshaft and

Endlager der Ventilnockenwelle - Ausführung 1 end bearing of valve camshaft - version 1 102/120

A/D 195+0.205/+0.120
B/E 0,120... 0,236
C/F 195-0,029
G/L 60

Nockenwellenlager der Einspritznockenwelle und Camshaft bearing of injection camshaft and

Endlager der Ventilnockenwelle - Ausführung 2 end bearing of valve camshaft - version 2 102/120

A/D 201 +0,178/+0,119

B/E 0,119. ..0,235
C/F 201 -0,029
G/L 60

* Grenzwert für Lagerschalendicke im Hauptbela- * Limiting value for thickness of bearing shells in the
stungsbereich. Austauschkriterien siehe Arbeitskarte zone of maximum loading. For criterias of replacement
000.11. see work card 000.11

6628 2.5.5-05 E 10.97 L 32/40 03/05

Maß/Meßstelle Nennmaß (mm) Spiel neu (mm) Spiel max. (mm)
Dimension/Measuring point Nominal Dimension Clearance when Max. clearance
(mm) new (mm) (mm)

Nockenwellenlager der Ventilnockenwelle - Camshaft bearing of valve camshaft -

Ausführung 1 version 1 102/120
tir" 'i'.-y-'K >«?*2-2r &r*'•*. W7-*^"^ ** -Xs^-^s-.,*.*

^^"-^-^ï'rf^'^^^^^t^^

A 160+0.175/+0.098
B 0,098 ... 0,200
C 160-0,025
G 54

* Grenzwert für Lagerschalendicke im Hauptbela- * Limiting value for thickness of bearing shells in the
stungsbereich. Austauschkriterien siehe Arbeitskarte zone of maximum loading. For criterias of replacement
000. 1 1 . see work card 000. 1 1

Nockenwellenlager der Ventilnockenwelle - Camshaft bearing of valve camshaft -

Ausführung 2 version 2 102/120

A 179+0,185/+0,106
B 0,156... 0,265
C 178,95-0,03
G 60

* Grenzwert für Lagerschalendicke im Hauptbela- * Limiting value for thickness of bearing shells in the
stungsbereich. Austauschkriterien siehe Arbeitskarte zone of maximum loading. For criterias of replacement
000.11. see work card 000.11

6628 2.5.5-05 E 10.97 L 32/40 04/05

Maß/Meßstelle Nennmaß (mm) Spiel neu (mm) Spiel max. (mm)
Dimension/Measuring point Nominal Dimension Clearance when Max. clearance
(mm) new (mm) (mm)

Nockenwellenaxiallager auf Kupplungsseite Camshaft axial bearing on coupling side 102/120

J1) 0.1 , 0,3 0.4

J2) 0,3, 0.5 0,6
H3> 0,3, 0,5 0.6
H4) 0,3, 0,5 0,6
K1) 0.25 ... 0,5 0,55

1 1
) Einspritznockenwelle mit Verstelleinrichtung > Injection camshaft with adjusting device
2 2
) Ventilnockenwelle mit Verstelleinrichtung ) Valve camshaft with adjusting device
3 3
) Einspritznockenwelle ohne Verstelleinrichtung > Injection camshaft without adjusting device
4 4
> Ventilnockenwelle ohne Verstelleinrichtung ) Valve camshaft without adjusting device

Antrieb für am Motor angebaute Pumpen Drive for on engine attached pumps 105

A* 0,35 ... 0,60 0,7

B* 0,35 ... 0,60 0,7

Zahnspiel Gear backlash

6628 2.5.5-05 E 10.97 L 32/40 05/05

 Dimensions/Clearances/Tolerances-Part 3 2.5.6

Maß/Meßstelle Nennmaß (mm) Spiel neu (mm) Spiel max. (mm)

Dimension/Measuring point Nominal dimension Clearance when Max. clearance
(mm) new (mm) (mm)

Kipphebellager/Einlaßventil/Auslaßventil Rocker arm bearing/Inlet valve/Exhaust valve

111/113/114

0,5 +0.1
B2> 0,7 +0,1
C** 24 +0,021
D** 0,130 ...0,191 0,24
E** 23,85 +0.02/-0.02
F 70,1 +0,061/+0.005
G 0,145 ...0,221 0,27
H 70 -0.04/-0.06
J 0,3... 1,0 1,2
K** 106
l *** 28
M 534
N 25 +0,026/-0,020
O 0,12...0,186 0,23
P 24,86 -0,02

1 1
> Ventilspiel für Einlaßventile* > Valve clearance for inlet valves*
2 2
) Ventilspiel für Auslaßventile* ) Valve clearance for outlet valves*
* gemessen bei kaltem oder warmem Motor - * measurement taken with cold or warm engine -
dabei kein Spiel zwischen Joch und Ventilschaft no clearance permitted between yoke and valve stem
** Ein- und Auslaßventil ** Inlet and exhaust valve
*** Ventilhub *** Valve lift

Ein- und Auslaßschwinghebel Inlet and outlet rocker arm 112

c
•i -^ A 55 +0.100/+0.041 — —
/^"«iï^
B — 0,051 ... 0,129 0,15
' ifé^h ^- f , ay C 55-0,010/-0,029 ~ —
X^l^X'" 7>
~- t=)l-J D 40 +0.025/+0.009 — —
'j--^^^^>^-*HJ( _ — E — 0,034 ... 0,066 0,08
ABC - ^ C^y J |_ F 40 -0.025/-0.041
G 0.5... 1,4 1,5
DEF

AflAnA
l BOW l
6628 2.5.6-06 E 01.98 L 32/40 01/04
Maß/Meßstelle Nennmaß (mm) Spiel neu (mm) Spiel max (mm)
Dimension/Measuring point Nominal dimension Clearance when Max. clearance
(mm) , new (mm) (mm)

Anlaßsteuerschieber/Anlaßventil Starting air pilot valve/Starting valve 160/161

A 0,2 +0.1/-0.1
B 37
C* 7

Ventilhub Valve lift

Kraftstoffeinspritzpumpe Fuel injection pump 200

A 10+0,04/+0,02
B 0,07 ... 0,11 0,14
C 9,95 -0,02
D 32 +0,062
E1> 0,011 ... 0,013
F (32)
G 54 +0,046
H 0,06 ...0,15 0.17
J 54-0.060/-0.106
K 25 +0,021
L 0,020 ... 0,062 0,075
M 25 -0,020/0,041
N2) 32
o3)
p4)
Q 500
R 160

1
) Spiel am Kopf des Pumpenkolbens 0,018...0,020mm 1) Clearance at piston head 0,018 ... 0,020 mm
2 2
) Stempelhub ) Plunger stroke
3 3
) Stempelhub bei Hauptkolben in OT - siehe ) Plunger stroke with main piston in TDC - see ac-
Abnahmeprotokoll ceptance record
4 4
) Pumpenfüllung - siehe Abnahmeprotokoll ) Fuel admission - See acceptance record

6628 2.5.6-06 E 01.98 L 32/40 02/04

Maß/Meßstelle Nennmaß (mm) Spiel neu (mm) Spiel max. (mm)
Dimension/Measuring point Nominal dimension Clearance when Max. clearance
(mm) new (mm) (mm)

Antrieb der Kraftstoffeinspritzpumpen Drive of fuel Injection pump 200

A 100+0,054
KV B — 0,120... 0,209 0,25
RSS
r l l h $^ C 100-0.120/-0.155 -_
'[/r
~"3

Z^A} Y.-1. ï^j! D 40+0,119/+0,080

—
__ __

D y^g?>^ \£ E 0,105... 0,16 0,2

\^_ ^
E
F 'AI
V/'A^.-/
^Ki/
F
G
40 -0.025/-0.041
—
—
0,4 ...0,6 0,75
. ., H 50+0,016
C éA J — 0,08... 0,135 0,16
__
K 50-0.080/-0.119 "~ """

fc_

jü
H
A
| s
0
^/l^M/ 1
•_L
K
H»

Kraftstoffeinspritzventil Fuel injection valve 221

A* 1 +0,05/-0,05
B**
C 425
D 68,5

* Nadelhub * Needle lift

** Düsenspezifikation - siehe Abnahmeprotokoll ** Injector specification - see acceptance record

6628 2.5.6-06 E 01.98 L 32/40 03/04

Maß/Meßstelle Nennmaß (mm) Spiel neu (mm) Spiel max (mm)
Dimension/Measuring point Nominal dimension Clearance when Max. clearance
(mm) new (mm) (mm)

Drehzahlaufnehmer Speed sensor 400

1 ...3

6628 2.5.6-06 E 01.98 L 32/40 04/04

 3 Operation /
Operating
Media

D366680E 3-1 11.93

 MAN
saw

Contents of Section 3
3 Operation / Operating media

3.1 Prerequisites / Warranty

3.2 Safety regulations

3.3 Operating media

3.3.1 Gas oil / Diesel fuel oil (MGO)
3.3.2 Marine Diesel Oil (MDO)
3.3.3 Heavy fuel oil (HFO) 1>
3.3.4 Viscosity / Temperature diagram
3.3.5 Lube oil for MGO / MDO operation
3.3.6 Lube oil for HFO operation 1)
3.3.7 Cooling water
3.3.8 Analyses of operating media

3.4 Engine operating I - Starting and stopping the engine

3.4.1 Preparations for start / Start and stop the engine
3.4.2 Change-over from Diesel fuel oil to heavy fuel oil and vice versa1)
3.4.3 Admissible outputs and speeds
3.4.4 Engine running-in

3.5 Engine operation II - Control and optimise the operating data

3.5.1 Control the engine / perform routine jobs
3.5.2 Engine log book / Engine diagnosis / Engine management
3.5.3 Load curve during acceleration / manoeuvring
3.5.4 Part load operation 1)
3.5.5 Determine the engine output and design point
3.5.6 Engine operation at reduced speed under full torque2)
3.5.7 Means of optimising the engine to special operating conditions
3.5.8 Bypassing of charge air 3 >
3.5.9 Condensed water in charge-air pipes and pressure vessels

3.6 Engine operation III - Operating faults

3.6.1 Faults / deficiencies and their causes (trouble shooting)
3.6.2 Failure of a cylinder
3.6.3 Failure of a turbocharger
3.6.4 Power supply failure (blackout)
3.6.5 Failure of the cylinder lubrication
1)
_ . . . , . - . . _ , Only for engines operated on HFO
3.7 Engine operation IV - Engine shut-down , On,y for ^ne propulsion engines
3.7.1 Shut down / preserve the engine , »> Only for engines equipped with charge-air bypass
q
ai
o
609.35 Starting Box
8 609.50 Safety System
in

§ 615.03 Lubricating Oil Thermostatic Valve

§ 615.06 Lubricating Oil Cooler
° 615.15 Centrifugal By-Pass Filter

616.04 Cooling Water Thermostatic Valve

619.0"3 Resilient Mounting of Generating Sets

D36 6628 E 98.02 32/40 Page 1 of 1

Operation / Operating Media 3
Prerequisites / Warranty 3.1

prerequisites dating back into the past

Some of the prerequisites for successful operation of the engine /

engine plant are already dating back into the past when the phase of
day-to-day operation commences. Other prerequisites can, or have to
be directly influenced.

The factors that are no longer accessible to direct influence, which

belong to the development history but are nevertheless of great
importance, are

the source of the engine -product of good make based on field-

proven design principles,
qualified manufacture including careful controlling under the eyes
of control boards / classification societies,
reliable assembly of the engine and its exact tuning during the
trials.

The factors dating back into the past and having effects on future
performance also include

the care invested in the planning, layout and construction of the

system,
the level of cooperation of the buyer with the projecting firm and
the supplier, and
the consistent, purposeful activities during the commissioning,
testing and breaking-in phases.

Day--to-day prerequisites

The prerequisites directly required for day-to-day operation and to be

provided for again and again are, for example

the selection of appropriate personnel and its instruction and

training,
the availability of technical documentation for the system, and of
operating instructions and safety regulations in particular,
ensuring operational availability and reliability, in due
consideration of operational purposes and results,
the organisation of controlling, servicing and repair work,
the putting into operation of systems, ancillaries and engines in
accordance with a chronologically organised checklist, and
definition of the operating purposes, compromising between
expense and benefit.

Detailed information on the above items is given in the following.

D36 6680 E 3.1-1 12.93 Page 1 of 2

Warranty

Questions of warranty will be treated in compliance with the "General

Conditions of Delivery" of MAN B&W Diesel AG. In the following, we
have quoted some decisive passages, as a guideline how to orientate
yourself in your every-day decisions and / or actions by these principles.
The complete written texts and / or agreements reached in each case
shall be conclusive.

Item 1
"MAN B&W Diesel AG shall warrant expressly assured properties as well
as faultless design, manufacture and material. Parts which by reason of
defects have become unserviceable or the serviceability of which has
been substantially impaired shall, at the option of MAN B&W Diesel AG,
be reconditioned free of charge or MAN B&W Diesel AG shall supply
new parts at the cost and risk of MAN B&W Diesel AG."

Item 4
"The warranty shall not cover normal wear and parts which, owing to
their inherent material properties or the use they are intended for, are
subject to premature wear; damage caused by improper storage,
handling or treatment, overloading, the use of unsuitable fuels, oils
etc., faulty construction work or foundations, unsuitable building
ground, chemical, electrochemical or electrical influences."

Item 5
"The Purchaser may only claim the warranty of MAN B&W Diesel AG if

the equipment was installed and put into operation by personnel of

MAN B&W Diesel AG,
MAN B&W Diesel AG have been advised in writing of the claimed
defect immediately, but not later than two months after expiry of
the warranty period,
the Purchaser has observed the instructions issued by MAN B&W
Diesel AG in respect of the handling and maintenance of the
equipment and, in particular, has duly carried out any specified
checks,
no subsequent adjustments have been carried out without the
approval of MAN B&W Diesel AG,
no spare parts of outside make have been used."

D366680E 3.1-1 12.93 Page2of2

General remarks 3.2.1

Safety-related principles/compliance with the same

Safe use German laws and standards as well as guidelines of the European
Community (EC) require that technical products ensure the necessary
safety for the users and that they are in conformity with the technical rules.
In this connection, it is emphasised that the safe use and the safety of
machines is to be guaranteed by proper planning and design and that this
cannot be reached by means of restrictive rules of conduct.

Intended use The technical documentation must contain statements regarding the
"intended use" and concerning restrictions in the use.

Remaining risks Remaining risks must be disclosed, sources of danger/critical situations

must be marked/named. These remarks serve the purpose of enabling
the operating personnel to act in accordance with danger precautions/
safety requirements.

As communication elements which bring such sources of danger/critical

situtions to the attention of the operating personnel, signals, symbols, texts
or illustrations are to be used. Their use on the product and in the
technical documentation is to be co-ordinated. For safety requirements, a
multi-stage system is to be used.

MAN B&W Diesel AG's These requirements are adhered to by MAN B&W Diesel AG by special
contribution efforts in development, design and execution and by drawing up the
technical documentation accordingly, especially by the remarks contained
in this section. The compilation (partially in key words) does, however, not
release the operating personnel from observing the respective sections of
the technical documentation. Please also note that incorrect behaviour
might result in the loss of warranty claims.

6680 3.2.1-02 E 12.97 32/40 upw 01/01

Destination/suitability of the engine 3.2.2

Use in accordance with the destination

The four-stroke Diesel engine delivered

is destined for (firstly)
• operation under the marginal conditions stipulated
under Technical Data, Section 2.5.1,
• in the technical specification, Section 2.1 and
• in the order confirmation.
Furthermore destined for (secondly)
• operation using the specified operating media,
• taking into consideration the design/layout of the supply, measuring,
control and regulating systems as well as laying down of the marginal
conditions (e.g. removal space/crane capacities) in accordance with the
recommendations of MAN B &W Diesel AG or according ot the state of
the art.
Furthermore destined for (thirdly)
• start, operation and stopping in accordance with the usual
organisational rules, exclusively by authorised, qualified, trained
persons who are familiar with the plant.
Furthermore destined for (fourthly)

Situation/characteristic on condition of
(Marine engine) for operation at full load in arctic waters or Charge-air blow-off device
(stationary enignes) operated temporarily at overload
Fast and to a large extent soot-free acceleration Jet-assist device
Part-load operation with improved acceleration ability Charge-air blow- by device
Part-load operation with improved combustion and reduced Two-stage charge-air cooler
formation of residues
Operation with optimised part-load operating values by means of Timing adjustment device
timing adjustment
Operation with optimised injection timing Injection timer
Slow turning prior to starting (in case of automatic operation) Slow-turn device
Low-vibration and low- noise (structure- borne) operation Semi-elastic/elastic support
Output on the free engine end Crankshaft extension
Cleaning of the turbocharger/s (during operation) Cleaning device/s
Cleaning of the charge-air cooler/s Cleaning device

With restrictions destined/suitable for

The engine is with restrictions destined/suitable for:

• operation at operating values resulting in an alarm situation,
operation at reduced speed,

BCkVf
6680 3.2.2-01 E 11.97 All D Eng 01/02
 passing through restricted speed ranges,
black-out test,
idling or low-load operation,
operation with generator in "reverse power"
(during parallel operation with the grid),
operation at reduced maintenance expenditures,
speeded-up acceleration/abrupt loading/unloading to a moderate
extent,
operation without cylinder lubrication,
operation after failure of one speed governor
(only main marine engines),
emergency operation with one or two blocked/partly disassembled
turbocharger/s,
shut-off fuel pumps,
removed driving gear/s,
dismounted rocker arms/push rods.

Not destined/suitable for

The engine is not destined/suitable for:

• operation at operating values due to which engine stop or load
reduction was effected,
• putting into operation of the engine/of parts without running in,
• operation in case of black-out,
• operation in case of failure of supply equipment (air, compressed air,
water,..., electric voltage supply, power take-off),
• operation within restricted speed ranges,
• operation without appropriate surveillance/supervision,
• operation without maintenance expenditures or if they have been
reduced to a great extent,
• unauthorised modifications,
• use of other than original spare parts,
• long-term shut-down without taking preservation measures.

DGkWl 6680 3.2.2-01 E 11.97 All D Eng 02/02

Risks/dangers 3.2.3

Dangers due to deficiencies concerning personnel/level of training

Expectations in case of vessel Propeller operation/generator operation (normal operation/operation in

plants road stead):
Chief engineer on board. Operational control by technical officer.

Maintenance work/repair work in the port:

To be carried out by engine operator, technical assistants or technicians
and helpers. For instructions and in difficult cases: technical officer or chief
engineer.

Generator operation (in port):

Operational control by technical officer.

Maintenance work/repair work in port:

As mentioned above.

Supplementary, the following Persons responsible for the operational control must be in possession of a
applies qualification certificate/patent which is in accordance with the national
requirements and international agreements (STCW). The number of
required persons and their minimum qualification are, as a rule, specified
by national requirements, otherwise by international agreements (STCW).

Expectations in case of During operation:

stationary plants (power plants) Plant manager (engineer) available. Operational control/supervision of the
engine and the belonging supply systems by trained and specially
instructed engine operator or technical assistant.

Maintenance work/repair work:

Execution by engine operator, technical assistants or technicians and
helpers. For instructions and in difficult cases: engineer or chief engineer.

Supplementary, the following For persons responsible for the operational control and for persons
applies carrying out/supervising maintenance and repair work, proof must be
furnished in Germany in accordance with the power economy law
(Energiewirtschaftsgesetz = EnWG) that, among other things, the
technical operation is ensured by a sufficient number of qualified
personnel. In other countries, comparable laws/guidelines are to be
observed. Deficiencies regarding personnel/level of training cannot be
compensated by other efforts.

Dangers due to components/systems

Certain dangers do of course originate from technical products and from

certain operating conditions or actions taken. This also applies to engines
and turbochargers in spite of all efforts in development, design and
manufacturing. They can be safely operated in normal operation and also
under some unfavourable conditions. Nevertheless, some dangers
remain, which cannot be avoided completely. Some of them are only
potential risks and some do only occur under certain conditions or in case
of unforeseen actions. Others do absolutely exist.

6628 3.2.3-01 E 11.97 L 32/40 01/08

Table 2, Figures 1 and 2 Please refer to Table 2, Figures 1 and 2. These sheets are meant to draw
the attention to such danger zones.

Figure 1. Danger zones on the engine according to the EC Machine Guideline

(part 1)

law I 6628 3.2.3-01 E 11.97 L 32/40 02/08

Figure 2. Danger zones on the engine according to EC Machine Guideline (part 2)

Danger due to operational control/due to inappropriate use

Tables 3 and 4 Dangers do not only result from components and systems but also from
certain operating conditions or actions taken. Dangers of this type are
listed in the Tables 3 and 4, which contain additional instructions to the
listing in key-words in Section 3.2.2.

Dangers due to emissions

Emission Danger Preventive/protective measure

Treated cooling water, lube oil,
hydraulic oil, fuel
Cleaning agents and aids
Exhaust gas with the dangerous
constituents NOX, SO2l CO, HC, soot the the environment in case the
Sound (air- borne)
Harmful to skin and noxious,
polluts water
According to the manufacturers'
specification
Noxious1', has a negative effect on Carry out maintenance work
limit values are exceeded
Noxious, has a negative effect on
the environment in case the limit
values are exceeded
Use/dispose in accordance with the
instructions of the
manufacturers/suppliers
Use/dispose in accordance with the
instructions of the
manufacturers/suppliers
according to the maintenance
schedule, maintain danger-oriented
operational control, critically
observe operating results
Wear ear protection, restrict
exposure to the necessary
minimum

BGkW
6628 3.2.3-01 E 11.97 L 32/40 03/08
Emission Danger
Sound (structure-borne) Noxious, has a negative effect on
the environment in case the limit
values are exceeded
Vibrations Noxious, for the maximum
admissible limit value, please refer
to Volume B1, Section 2.5.1
1
) Information for customers in California
Preventive/protective measure
Restrict exposure to the necessary
minimum
Avoid intensification of
process-induced vibrations by
additional sources of interference

CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust and some of its constituents are known to
the State of California to cause cancer, birth defects, and other
reproductive harm.

Table 1. Dangers caused by emissions, originating from engine and turbocharger

Planned working places

Engines are usually operated under remote control. Regular rounds

according to the rules of "observation-free operation" are required. In this
connection, measurement, control and regulating devices as well as other
areas of the plant, which require special attention, are preferably checked.
A continuous stay in the immediate vicinity of the running engine/
turbocharger is not planned.

Maintenance and repair work are, if possible, not to be carried out in the
vicinity of the danger zones listed in Table 1 or in Figures 1 and 2.

Personal protective measures

The regulations for prevention of accidents (Unfallverhütungsvorschriften =

UW) and other regulations of the proper trade association or other
comparable institutions are to be observed without restriction.

This includes wearing of protective working clothing and safety shoes, the
use of a safety helmet, safety goggles, ear protection and gloves.

The relevant sections of the technical documentation must be read and

comprehended.

6628 3.2.3-01 E 11.97 L 32/40 04/08

 Danger zone
Engine, complete (1)
Flywheel (2)
Turning gear (3)
Space upstream of the running
gear on the longitudinal sides of
the engine (4)
Turbocharger, especially space
radially to the rotor (5)
Pipes/pressure vessels/,
parts/systems to which pressure is
applied, or parts/systems filled with
liquid or gas (6)
Crankcase cover (7)
Covering of camshaft, rocker arms
and push rods (8)
Insulation and jacketing of fuel and
injection pipes (9)
Exhaust pipe and jacketing of the
exhaust pipe (10)
Measuring, control and regulating
devices/systems (electric) (11)
Measuring, control and regulating
devices/systems
(hydraulic/pneumatic) (12)
Regulation linkage of the fuel
pump (13)
Screw connections (14)
Adjusting equipment (15)
o
00
Source of hazard
Absence of/impaired operational reliability
Toothed rim/locating bolts
Toothed rim//area of gear meshing
Danger of explosion/danger of running gear parts
being pushed out
Parts under internal pressure, parts turning at high
speeds
Parts under internal pressure, which are filled with
liquids/gases
Moving parts, hot/swirled oil
Meshing cams/camshaft, movement of rocker arms
and push rods
Hot surfaces, inflammable medium, parts under high
internal pressure
Hot surfaces, parts under internal pressure, filled with
hot gas
Under voltage
Parts under internal pressure, which are filled with
liquids/gases
Moving, spring-tensioned parts
Parts under high compression stress/tensile stress
Parts which are sensitive to damage/adjustment,
partly under pressure
Possible consequences
Danger to ship and crew or emergency situation due to lack of
voltage
Body/limbs may get caught, squeezed, beaten
Body/limbs may get caught, squeezed
Parts may be pushed out/come off
Parts may break, come off
Squirting out/escape of media, danger of injuries, danger of
fire, loss of operating media, contamination, or causing
damage to the environment, noxious
In case of bearing or piston seizures, there is danger of
explosion, danger of fire and accidents due to squirting out of
oil, danger to persons
Clothes/limbs may get caught/squeezed, escape of oil
Burning, squirting out of fuel, under certain circumstances in
piercing jets
Burning, escape of hot gases, danger of fire
Electric shock, burning, risk of lightning; in case of incorrect
behaviour, the function is adversely affected
Danger of injuries due to squirting out/escape of media, due to
release of pressure; in case of incorrect behaviour, the
function is adversely affected
Squeezing, injury due to released spring tension
Danger due to tearing off/coming loose of screws/nuts
Malfunctions
 Danger zones Source of hazard Possible consequences

Safety valves, pressure adjusting

valves (cylinder head, crankcase, Malfunction/functional inability and consequential Injuries due to bursting, coming off parts, due to escaping
measuring, control and regulating failures media
systems) (16)
Depending on the cases of application, differing, partly
Special tools (17) high potential of danger
Damage to persons/damage to property
u
to Hydraulic tensioning tools, Parts under high internal pressure may tear, break,
u high-pressure hoses, become untight; escape of hydraulic oil in piercing jets
Injuries due to coming off/coming loose parts, due to escaping
o high-pressure pump (18) is possible, hydraulic oil is noxious
hydraulic oil
m
Table 2. Danger zones on the engine (when being used appropriately)

o
ro
o
oo
 Danger zone Source of hazard Possible consequences

Operation at reduced speed Increase in torque, negative influence on operating Contamination, wear, overloading of components,
(marine main engines) values turbocharger surging
Idling operation or low-load Operation beyond the operating range, deterioration Incomplete combustion, residues in the combustion chamber
O) operation of the operating values
o>
ro
oo Operation with generator in Generator is operated as engine, combustion engine
"reverse power" (in case of parallel is being driven Unplanned operating condition
u operation with the grid)
K)
w Speeded- up acceleration/load Increased thermal and mechanical stresses, exhaust Unplanned operating condition
o reduction discoloration, overloading of turbocharger
m
Operation without cylinder Deterioration of the lubricating conditions, outputs
Lack of lube oil
lubrication > 70% are not permissible

Operation in case the speed Remote-controlled manoeuvring is not possible in

case of marine main engines (communication Manoeuvrability impaired
governor fails
problems)
Emergency operation with
Conductivity of the engine is impaired, imminent
blocked/partly dismounted
overloading
CO turbocharger
Emergency operation with shut-off Reduction in output is necessary, operating values
fuel pump may be exceeded
Reduction in output is necessary, operating values
Emergency operation with may be exceeded, imminent starting difficulties, Increased attention required
removed running gear critical vibrations may occur
Emergency operation after
dismounting of rocker arms/push Reduction in output is necessary, operating values Increased attention required
rods may be exceeded
Table 3. Danger situations in case of partially inappropriate use
u

o
00
B Danger zone Source of hazard Possible consequences

Taking into operation of the
engine/of parts without running in
Operation with impaired operating
media/voltage supply (including
black-out and black-out test)
Operation within restricted speed
CO
ranges
r°
CO Operation without appropriate
o supervision
m Deterioration of operational reliability, spontaneous
Operation with strongly reduced
maintenance
Unauthorised modifications
Use of non-original spare parts
Taking out of operation for an
extended period of time without
preservation
Table 4. Danger situations in case of inappropriate use
Initial damage on components, negative influence on
running faces
Failure of operating media or voltage supply
Increasecd, under certain conditions resonance-like
intensifying vibrations and mechanical stress
Reaction on occurrances not ensured
failures must be apprehended, coercion to improvise,
special actions at unfavourable points of time
Danger of deterioration of the operational reliability
due to unreasonable solutions
Interaction with other parts is not ensured,
deterioration of operational reliability and spontaneous
failures must be apprehended
Corrosion, getting stuck of parts
Increased wear, permanent damage, influence on the oil
consumption, in the extreme case piston seizure
Overheating due to lack of cooling and air, seizure due to lack
of lube oil
Endangering of components and screw connections
Diverse
Cumulative effects, loss of warranty claims
Failure of parts leading to consequential damage, loss of
warranty claims
Failure of parts leading to consequential damage, loss of
warranty claims
Corrosion damage, accumulation of corrosive products,
starting and operating difficulties

w
l

o
00
o
oo
Safety instructions 3.2.4

Characterisation/danger scale

Characterisation According to the relevant laws, guidelines and standards, attention must
be drawn to dangers by means of safety instructions. This applies to the
marking used on the product and in the technical documentation. In this
connection, the following information is to be provided:

• type and source of danger,

• imminence/extent of danger,
• possible consequences,
• preventive measures.

The statements and tables in Section 3.2.3 follow this regulation, just as
the other safety instructions in the technical documentation do.
Danger scale The imminence/extent of danger is characterised by a five-step scale as
follows:

AAA Danger! Imminent danger

Possible consequences: Death or most severe injuries, total damage
to property

AA Caution! Potentially dangerous situation

Possible consequences: Severe Injuries

A Attention! Possibly dangerous situation

Possible consequences: Slight injuries, possible damage to property

A A Important! For calling attention to error sources/handling errors

A Tip! For tips regarding use and supplementary information

Examples

A A A Danger! The flywheel can catch body/limbs so that they are

squashed or hit
Do not remove the flywheel enclosure. Keep your hands out of the
operating area.

A Attention! Taking the engine/components Into operation without

prior running In can lead to damage on components.
Proceed according to instructions, also run in again after an extended
period of low-load operation.

BGkW
6680 3.2.4-01 E 12.97 32/40 upw 01/01
Safety regulations 3.2.5

Prerequisites

Personnel The engine and its system may only be started, operated and stopped by
authorised personnel. The personnel has to be trained for this purpose,
possess complete understanding of the plant and should be aware of the
existing potential dangers.

Technical documentation The personnel must be familiar with the technical documentation of the
plant, in particular the operating manual of the engine and the accessories
required for engine operation, particularly the safety regulations contained
therein.

Service log book It is advisable to keep a service log book into which all the essential jobs
and deadlines for their performance, the operating results and special
events can be entered. The purpose of this log book is that in the event of
a change in personnel the successors are in a position to duly continue
operation using this data log. Moreover, the log book permits to derive a
certain trend analysis and to trace back faults in operation.

Regulations for accident pre- The regulations for accident prevention valid for the plant should be
vention observed during engine operation as well as during maintenance and
overhaul work. It is advisable to post those regulations conspicuously in
the engine room and to stress the danger of accidents over and over
again.

Following advice The following advice covers the measures against moving of running gear
parts and general precautions for work/occurrences on the engine, its
neighbouring systems and in the engine room. It does not claim to be
complete. Safety requirements mentioned in other passages of the
technical documentation are valid supplementary and are to be observed
in the same way.

Secure the crankshaft and components connected to it against moving

Before starting work in the crankcase or on components that move when

the crankshaft is turning, it must be ensured that the crankshaft cannot be
rotated/the engine cannot be started.

Danger! Ignoring this means danger to life!

Causes Unintentional turning of the crankshaft and thus movement of the

connected components may be caused:
• in marine propulsion plants by the vessel in operation or when the
vessel is at standstill due to the flow of water against the propeller,
• in gensets by maloperation when the mains voltage is applied,
• by unintentional or negligent starting of the engine,
• by unintentional or negligent actuation of the engine turning device
(turning gear).
Precautions The following protective measures are to be taken:

BOW
6680 3.2.5-01 E 11.97 01/04
 • Close the shut-off valves of the starting and control air vessels/ secure
them against opening. Open the drain cocks in the air pipes/at the
filters. Open the relief cock at the main starting valve,
• Engage the engine turning device, secure against actuation.
A Attention! In double and multi-engine plants the engine turning
device must no be considered/used as locking brake when the
second engine Is running!

The resistance of the engine turning device is not sufficient enough to

reliably prevent the crankshaft from turning. When the turning device is
engaged, only the start-up is electrically blocked and the control air supply
to the main starting valve is interrupted.
• Mount reference plate to the operating devices permitting a start-up of
the engine.
• For gensets and shaft generators: Secure the generator switch
(especially of asynchronous generators) against switching-on. Mount
reference plate. As far as possible the safeguards/safeguarding
elements are to be opened in additon.
• For main marine engines with variable-pitch propeller: Pitch of the
engine at standstill to be set to zero-thrust, not to zero.
• For single-engine plants with fixed or variable-pitch propeller: The
above-mentioned measures are to be carried out. Further precautions
are not required.
• For multi-engine plants with reduction gearbox/es, when work is carried
out on one engine while the other engine is running:
o When using flexible couplings their rubber elements have to be
removed,
o When using flexible couplings with intermediate rings the latter have to
be removed; the resulting free space must by no means be bridged.
Coupling parts becoming loose as a result have to be supported if
required,
o When using clutch-type couplings between the engine and the gearbox
these have to be removed completely. Switching off/opening of the
coupling, as well as shutting off the switching medium compressed
air/oil is not sufficient,
o When using clutch-type couplings in the gearbox the flexible couplings
have to be partly disassembled in accordance with the first two points.
• For engines with mechanical dredger pump drive on which work at the
dredger pump gearbox or at the dredger pump is carried out during
engine operation, measures have to be taken which are in accordance
with the above-mentioned points.

Precautions in case other work is being done on the engine

Opening of crankcase doors Crankcase doors must not be opened prior to ten minutes after an alarm/
engine stop, due to excessive bearing temperatures or oil vapour
concentration.

A Attention! Danger of explosion due to atmospheric oxygen

entering, because overheated components and operating media In
their environment may be at Ignition temperatures.

Opening of pipes/pressure Before opening pipes, flanges, screwed connections or fittings, check if
vessels the system is depressurized/emptied.

A Attention! Disregarding this means: risk of burns when hot

fluids are Involved, fire hazard In case of fuel, Injuries caused by
f lung-out screw plugs or similar objects when loosening same under
pressure.

AfAlA
I BOW I 6680 3.2.5-01 E 11.97 02/04
Disassembling/assembling In case of disassembly, all pipes to be reinstalled, especially those for fuel
pipelines oil, lube oil and air, should be carefully locked. New pipes to be fitted
should be checked whether clean, and flushed if necessary. It should in
each case be avoided that any foreign matter gets into the system. In case
of prolonged storage, all parts involved have to be subjected to
preservation treatment.

Use of hydraulic tensioning When using hydraulic tensioning tools, observe the particular safety
tools regulations in work card 000.33.

A Attention! Disregarding this means: danger of injuries by

needle-like or razor-edged Jets of hydraulic oil (which may perforate
the hand), or by tool fragments flung about in case of fractured
bolts.

Removing/detaching heavy When removing or detaching heavy engine components it is imperative to

engine components ensure that the transportation equipment is in perfect condition and has
the adequate capacity of carrying the load. The place selected for
depositing must also have the appropriate carrying capacity. This is not
always the case with platforms, staircase landings or gratings.

Releasing compression springs For releasing compression springs, use the devices provided (refer to the
work cards that apply).

A Attention! Disregarding this means: danger of injuries by

suddenly released spring forces/components.

Coverings Following assembly work, check whether all the coverings over moving
parts and laggings over hot parts have been mounted in place again.
Engine operation with coverings removed is only permissible in special
cases, e.g. if the valve rotator is to be checked for proper performance.

A Attention! Disregardig this means: risk of fire. Loose clothing

and long hair might get entangled. Spontaneous supporting against
moving parts when loosing ones balance may result in serious
injury.

Use of cleaning agents When using cleaning agents, observe the suppliers instructions with
respect to use, potential risks and disposal.

A Attention! Disregarding this means: danger of caustic skin and

eye injury, and also of the respiratory tract if vapours are produced.

A Attention! Using Diesel fuel for cleaning purposes involves the

risk of fire or even explosion. Otto fuel (petrol) or chlorinated
hydrocarbons must not be used for cleaning purposes.

Use of high-pressure cleaning When using high-pressure cleaning equipment, be careful to apply this
equipment properly. Shaft ends including ones with lip seal rings, controllers, splash
water protected monitoring equipment, cable entries and sound/heat
insulating parts covered by water-permeable materials have to be
appropriately covered or excluded from high-pressure cleaning.

Other precautions

Failure of the governor/ In case of governor or overspeed governor failure, the engine has to be
overspeed governor stopped immediately. Engine operation with the governor and/overspeed
governor failing can only be tolerated in emergency situations and is the
operators responsibility.

6680 3.2.5-01 E 11.97 03/04

 AAA Danger/ If the governor/overspeed governor Is defective, a
sudden drop In engine loading upon separation of the drive
connection or de-energization of the generator will result In
excessive engine acceleration causing the rupturing of running gear
components or destruction of the driven machine.

Fire hazard The use of fuel and lube oils involves an inherent fire hazard in the engine
room. Fuel and lube oil pipes must not be installed in the vicinity of
unlagged, hot engine components (exhaust pipe, turbocharger). After
carrying out overhaul work on exhaust gas pipes and turbochargers, all
insulations and coverings must be carefully refitted completely. The
tightness of all fuel oil and oil pipes should be checked regularly. Leaks are
to be repaired immediately.

Fire extinguishing equipment must be available and is to be inspected

periodically.

In case of fire, the supply of fuel and lube oil must be stopped immediately
(stop the engine, stop the supply pumps, shut the valves), and the fire
must be attempted to be extinguished using the portable fire-fighting
equipment. Should these attempts be without success, or if the engine
room is no longer accessible, all openings are to be locked, thus cutting off
the admission of air to quench the fire. It is a prerequisite for success that
all openings are efficiently sealed (doors, skylights, ventilators, chimney as
far as possible). Fuel oil rquires much oxygen for combustion, and the
isolation from air is one of the most effective measures of fighting the fire.

AAA Danger! Carbon dioxide fire extinguishing equipment must

not be used until It has been definitely ensured that no one Is left in
the engine room. Ignoring this means danger of life!

Temperature in the engine room
The engine room temperatures should not drop below +5°C. Should the
temperature drop below this value, the cooling water spaces must be
emptied unless anti-freeze has been added to the cooling water.
Otherwise, material cracks/damage to components might occur due to
freezing.

A*AN\
I Bawl 6680 3.2.5-01 E 11.97 04/04
Operating Media 3.3

Prescriptions concerning the operating media and supplementary

information on the selection of operating media, individual properties
and treatment and care are given in the following. They are
supplemented by making reference to means for analysing fuels, lube
oils and cooling water.

Detailed information on jobs to be done in connection with the

treatment or application of operating media is contained on the work
cards in Volume B2, such information ranging from

flushing the supply systems on putting into operation, and

the assessment of lube oil and cooling water samples through to
preservation of the engine for prolonged downtimes.

D366680E 3.3-1 11.93

Quality Requirements
for Gas Oil / Diesel Fuel Oil (MGO) 3.3.1

Other designations for Diesel fuel oil: Gas oil. Marine Gas Oil (MGO). High Speed Diesel Oil. Huile de Diesel

Diesel fuel is a medium class distillate of crude oil which therefore

must not contain any residual components.
On establishing the key properties, the standards of DIN EN 590 and
ISO 8217:1987 (Class DMA), as well as ClMAC-1990 were taken into
consideration to a large extent.
Specification The key property ratings refer to the testing methods specified.
Suitability of the fuel depends on the conformity with the key
properties as specified hereunder, pertaining to the condition on
delivery.

Property /feature Unit Test method Properties

Density at IS'C min. kg/m3 ISO 3675 820.0
max. kg/nr>3 ISO 3675 890.0
Cinematic viscosity /40°C min. mnri2/s ISO 3 104 1.5
max. mm2/s ISO 3 104 6.0
Filterability* in summer max. °C DIN EN 116 0
in winter max. °C DIN EN 116 - 12
Flash point Abel-Pensky min. °C ISO 1523 60
in closed crucible
Distillation range up to 350°C min. % by volume ISO 3405 85
Content of sediment max. % by weight ISO 3735 0.01
(Extraction method)
Water content max. % by volume ISO 3733 0.05
Sulphur content max. % by weight ISO 8754 1.5
Ash . max. % by weight ISO 6245 0.01
Coke residue (MCR) max. % by weight ISO CD 10370 0.10
Getane number min. - ISO 5165 40**
Copper-strip test max. - ISO 2 160 1

Other specifications:
British Standard BSMA1 00: 1987 Ml
ASTMD975 ID/2 D
• Determination oi filterability to DIN EM 116 mom parable to Cloud Point as per ISO 3015
** L'V 20/27 engines require 'a cetane numt>ci ùt ai least 45

7ab/e I. Diesel fuel oil (MGO) - key properlies to be adhered to

If, in case of stationary engines a" distillate intended for oil firing (for
instance Fuel Oil ELto DIN 51603 or Fuel Oil No. 1 or 2 according to
ASTM D-396, resp.), is used instead of Diesel fuel, adequate ignition
performance and low-temperature stability must be ensured, i.e. the
requirements as to properties concerning filterability and cetane
number must be met.
Fuel analyses are earned out iri our chemical Idboiatuiy for our customers at cost price For examination a sample of approx 1 hut is
required
D366680E 3.3.1-1 . 9.94 General
Quality Requirements
for Marine Diesel Fuel (MDO) 3.3.2

Other designations for MDO: Diesel Fuel Oil. Diesel Oil. Bunker Diesel Oil. Marine Diesel Fuel

Marine Diesel Oil (MDO) is offered as heavy distillate (designation

ISO-F-DMB) or as a blend of distillate and small amounts of residual oil
(designation ISO-F-DMC) exclusively for marine applications. The
commonly used term for the blend, which is of dark brown to black
colour, is Blended MDO. MDO is produced from crude oil and must be
free from organic acids.
At transshipment facilities and in transit MDO is handled like residual
oil. Thus, there is the possibility of oil being mixed with high-viscosity
fuel oil or Interfuel, for example with remainders of such fuels in the
bunkering boat, which may adversely affect the key properties
considerably.
Specification The usability of a fuel depends upon the engine design and available
cleaning facilities as well as on the conformity of the key properties
with those listed in the table below which refer to the condition on
delivery.

Property /feature Unit Test method Designation

ISO-F

DMB DMC
Density at15°C kg/m3 ISO 3675 0.900 0.920
Cinematic viscosity at40°C m'/s = cSt ISO 3 104 <11 <14
Pourpoint winter quality °C ISO 3016 <0 <0
summer quality °C <6 <6
Flashpoint Pensky Martens °C ISO 2719 >60 >60
Sediment content (extraction) % by weight ISO 3735 <0.02 -
Total content of sediments % by weight ISO CD 10307 - 0.10
Water content % by volume ISO 3733 <0.3 <0.3
Sulphur content % by weight ISO 8754 <2.0 <2.0
Ash content % by weight ISO 6245 <0.01 <0.05
Coke residue (MCR) % by weight ISO CD 10370 <0.30 <2.5
Cetane number - ISO 5165 >40 >40
Copper-strip test - ISO 2 160 <1 <1
Vanadium content • mg/kg DIN51790T2 0 <100
Content of aluminium and silicon mg/kg ISO CD 10478 0 <25
Visual inspection - * -

Other specifications:
British Standard BS-MA100: 1987 Class M2 Class M3
ASTM D 975 2D 4D
ASTM D 396 No. 2 No. 4
* With good illumination and at room temperature appearance of the fuel should be clear and transparent.

Table 1. Marine Diesel Oil (MDO) - key properties to be adhered to

D366680E 3.3.2-1 01.94 Page 1 of 2

Supplementary information
Against reimbursement of the net cost, our chemical laboratory will analyse fuel oil sent in by our customers. A sample of about 1 litre is
D366680E
The key properties have been established to a great extent on the
basis of ISO Specification 8217: 1987 (ISO = International
Organization for Standardization) and CIMAC-1990. The key
properties are based on the test methods specified.
The recommended fuel viscosity at the inlet of the injection pumps is
10... 14mm2/s.
The Pour Point indicates the temperature at which the oil will refuse
to flow. The lowest temperature the fuel oil may assume in the
system should lieapprox. 10°C above the pour point so as to ensure it
can still be pumped.
If Blended MDOs (ISO-F DMC) of differing bunkerings are being
mixed, incompatibility may result in sludge formation in the fuel
system, a large amount of sludge in the separator, clogging of filters,
insufficient atomisation and a large amount of combustion deposits.
We would therefore recommend that the respective fuel storage tank
be run dry as far as possible before bunkering new fuel.
Sea water, in particular, tends to increase corrosion in the fuel oil
system and hot corrosion of exhaust valves and in the turbocharger. It
is also the cause of insufficient atomisation and thus poor mixture
formation and combustion with a high proportion of cumbustion
residues.
Solid foreign matter increases the mechanical wear and formation of
ash in the cylinder space.
If the engine is mainly run on Blended MDO i.e. ISO-F-DMC, we
recommend that a centrifugal separator be provided upstream of the
fuel oil filter. Separator throughput 65% with relation to the rated
throughput. Separating temperature 40 to 50°C Solid particles (sand,
rust, catalyst fines) and water can thus largely be removed and the
intervals between cleaning of the filter elements considerably
extended.
3.3.2-1 01.94 Page 2 of 2
Quality Requirements
for Heavy Fuel Oil (HFO) 3.3.3

Introduction

MAN B&W four-stroke engines can be operated on any crude-oil based

heavy fuel oil provided the engine and the fuel treatment plant are
designed accordingly.
In order to ensure a well-balanced relation between the costs for fuel,
spare parts and maintenance and repair work, we recommend bearing
in mind the following points:

Origin/composition/
refining process
The quality of the heavy fuel oil is largely determined by the crude oil
grade (provenance) and the refining process applied. This is the reason
why heavy fuel oils of the same viscosity may differ considerably in
quality from one bunker place to another. Heavy fuel oil normally is a
mixture of residue oils and distillates. The components of the mixture
usually come from state-of-the-art refining processes such as visbreaker
or catalytic cracking plants. These processes may have a negative effect
on the stability of the fuel and on its ignition and combustion pro-
perties. In the essence, these factors also influence the heavy fuel oil
treatment and the operating results of the engine.
Bunker places where heavy fuel oil grades of standardised quality are
offered should be given preference. If fuels are supplied by traders, it is
to be made sure that these, too keep to the international specifications.
The responsibility for the choice of appropriate fuels rests with the
engine operator.

Specifications Mineral oil companies have internally established specifications for

heavy fuel oils, and experience shows that these specifications are
observed worldwide and are within the limits of international
specifications (e.g. ISO 8217, CIMAC, British Standards MA-100). As a
rule, the engine suppliers expect that fuels satisfying these
specifications are being used.
The fuel specifications (Table 1) are categorized by viscosity and grade,
and make allowance for the lowest-grade crude oil offered worldwide
and for the most unfavourable refining processes. The specifications
have been coordinated between ISO, the British Standards Institute
(BSI), CIMAC and the International Chamber of Shipping (ICS).
It can be derived from the characteristic values of fuel samples received
by MAN B&W Diesel that the limit values stated in the international
specifications are only to be expected at higher viscosity levels. This
makes it often possible to order fuels of higher viscosity, i.e. at lower
prices.

Blends The admixing of engine oils (used oils), of non-mineral oil constituents
(such as coal oil) and of residual products from refining or other
processes (such as solvents) is not permitted. The reasons are,

D36 6680 E 3.3.3-1 0994 General Page 1 of 11

 for example: the abrasive and corrosive effects, the adverse combustion
properties, a poor compatibility with mineral oils and, last but not least,
the negative environmental effects. The order letter for the fuel should
expressly mention what is prohibited, as this constraint has not yet been
incorporated in the commonly applied fuel specifications.
The admixing of engine oil (used oil) to the fuel involves a substantial
danger because the lube oil additives have an emulsifying effect and
keep dirt, water and catfines finely suspended. Therefore, they impede
or preclude the necessary cleaning of the fuel. We ourselves and others
have made the experience that severe damage induced by wear may
occur to the engine and turbocharger components as a result.
The admixing of chemical waste materials (such as solvents) to the fuel
is for reasons of environmental protection prohibited by resolution of
the IMO Marine Environment Protection Committee of 01.01.92.
Leaked oil collectors into which leaked oil and residue pipes as well as
overflow pipes of the lube oil system, in particular issue must have no
connection to fuel tanks. Leaked fuel collectors should empty into
sludge tanks.

F««I oit specif 'nations / cha

ln
Specification ^e ^ue' O|rdering form, the limit values as per Table 1 should be
stated, e.g. in the bunkering or charter clause. Please note the entries
in the last column of Table 1 , because they provide important
background information.
Legend to Table 1

Note remarks in the following section

Without consulting MAN B&W

After consulting MAN B&W

Consultation necessary if the fuel oil
exceeds the limits specified

D366680E 3.3.3-1 09.94 General Page 2 of 1 1

 Engine type Usability
20/27. 23/30, 25/30. 28/32 Marine main and stationary engine "^^^ ""^^ "*\^ "^-^_
Marine auxiliary engines
32/36. 32/40. 40/45, 40/54, 48/60, 52/55, 58/64
Specifications to CI M AC 1990 CIO B10 A10 D15 E25 F25 G/H/K3 H/K45 H/K55
CIMAC old 2 3 4 5 6 7 5 10/11 12/-
BS-MA-100 M4 M5 M6 8/9 M8/- M9/-
ISO - F - RM CIO B10 A10 D15 . E25 F25 M7/- H/K45 H55
Fuel-system related characteristic values
Viscosity mm2/s(cSt) 50 C max. 40 80 180 180 380 500 700 2

Density (15°C)
c
g/ml
2
mm /s(cSt) 100' C max.
max. 0.981
10
0.975
15
0.985
25
0.991
25 35 45
0.991/1.010
55
* 2
3
Flashpoint c min. 60 60 60 60 4
C
Pourpoint Summer C max. 24 6 30 30 5 +6
C
Winter C max. 24 0 30 30 5 +6
Engine-related characteristic values
Conradson carbon residues % by weight max. 14 10 14 15 20 18 22 7
Sulphur % by weight max. 3.5 3.5 4 5 5 5 5 9
Ash % by weight max. 0.10 0.10 0.10 0.10 0.15 0.15 0.2 3e
Vanadium mg/kg max. 300 150 350 200 500 300 600 3d
Water % by volume max. 0.5 0.5 0.8 1 1 1 3c + e
Additional characteristic values

Aluminium mg/kg max. 30 3e

Asphalt % by weight max. 2/3 of Conradson carbon residues 7
Sodium mg/kg Sodium < 1/3 vanadium; sodium: < 100 3c + d
Cetane number of low-viscosity blend constituent min. 35 8
Free of non-mineral oil based admixtures such as coal oils, tar oils, vegetable oils, lube oils (used oils)
Table 7. Current standards and fuel oil specifications (the data refer to the conditions as delivered)
D366680E 3.3.3-1 09.94 General Page 3 of 11
Supplementary remarks

The following remarks are thought to outline the relations between

heavy fuel oil grade, heavy fuel oil treatment, engine operation and
operating results. They are based on the current state of knowledge.
1. Selection of heavy fuel oil
Economic operation on heavy fuel oil with the limit values specified in
Table 1 is possible under normal service conditions, with properly
working systems and regular maintenance. Otherwise, if these
requirements are not met, shorter TBO's (times between overhaul),
higher wear rates and a higher demand in spare parts must be
expected. Alternatively, the necessary maintenance intervals and the
operating results expected determine the decision as to which heavy
fuel oil grade should be used.
It is known that as viscosity increases, the price advantage decreases
more and more. It is therefore not always economical to use the
highest viscosity heavy fuel oil, which in numerous cases means the
lower quality grades.
CIMAC B10, CIM AC E25 and CIMAC K45 are typical examples of heavy
fuel oils of good, medium or poor quality. CIMAC B10 ensures reliable
operation with older engines, which have not been designed for being
operated on heavy fuel oils as currently available on the market.
CIMAC A10 with a low pour point is to be given preference in cases
where the bunker system cannot be heated.
2. Viscosity / injection viscosity
Heavy fuel oils if having a higher viscosity may be of lower quality. The
maximum permissible viscosity depends on the existing preheating
equipment and the separator rating (throughput).

D366680E 3.3.3-1 09.94 General Page 4 of 11

f
The injection viscosity and / or fuel oil temperature upstream of the
engine should be adhered to. Only then will be an appropriate
atomisation and proper mixing, and hence a low-residue combustion
possible. Moreover, mechanical overloading of the injection system is
prevented. The prescribed injection viscosity and / or the necessary fuel
oil temperature upstream of the engine can be seen from the viscosity /
temperature diagram (refer to Section 3.3.4).
3. Heavy fuel oil treatment
Trouble-free engine operation depends, to a large extent, on the care
which is given to heavy fuel oil treatment. Particular care should be
taken that inorganic foreign particles with their strong abrasive effect
(catalyst residues, rust, sand) are effectively separated. It has shown in
practice that with the aluminium content > 10mg/kg abrasive wear in
the engine strongly increases.
The higher the viscosity of the heavy fuel oil, the higher will the density
and the foreign particles concentration be. The viscosity and density
will influence the cleaning effect, which has to be taken into
consideration when selecting and setting the cleaning equipment.
Settling tank The heavy fuel oil is precleaned in the settling tank. This precleaning is
all the more effective the longer the fuel remains in the tank and the
lower the viscosity of the fuel is (maximum preheating temperature
75°C to prevent formation of asphalt in the heavy fuel oil). One settling
tank will generally be sufficient for heavy fuel oil viscosities below
380 mm2/s at 50°C. If the concentration of foreign matter in the heavy
fuel oil is excessive, or if a grade according to CIMAC H/K35, H/K45 or
H/K55 is preferred, two settling tanks will be required, each of which
must be adequately rated to ensure trouble-free settling within a
period of not less than 24 hours. Prior to separating the content into
the service tank, the water and sludge have to be drained from the
settling tank.

Separators A centrifugal separator is a suitable device for extracting material of

higher specific gravity, such as water, foreign particles and sludge. The
separators currently used are of the self-cleaning type (i.e. with
automatically induced cleaning intervals).
Cleaning equipment other than centrifugal separators cannot be
agreed to.
Separators of the new generation are to be used exclusively; they are
fully efficient over a large density range without requiring any
switchover, and are capable of separating water up to a heavy fuel oil
densityof 1.01 g/mlat15°C. The cleaning effect is automatically
controlled by the separator.
The numerical Table 2 shows what is essential in selecting the heavy
fuel oil cleaning equipment.

D36 6680 E 3.3.3-1 09.94 General Page 5 of 11

 It is common practice to use the stand-by separator for heavy fuel oil
cleaning as well, which allows fuel oil separating at a 50% admission
rate.

Water Attention is to be paid to very thorough water separation, since the

water is not in a finely distributed emulsion but in the form of adversely
large droplets. Water in this form promotes corrosion and sludge
formation also in the fuel system, which has an adverse effect on the
delivery and atomisation and thus also on the combustion of the heavy
fuel oil. If the water involved is sea water, harmful sodium chloride and
other dissolved salts contained in it will enter the engine.
The water-containing sludge must be removed from the settling tank
prior to each separating process, and at regular intervals from the
service tank. The venting system of the tanks must be designed in such
a way that condensate cannot flow back into the tanks.
Should the vanadium / sodium ratio be unfavourable, the melting
Vanadium /sodium temperature of the heavy fuel oil ash may drop into the range of the
exhaust valve temperature which will result in high-temperature
corrosion. By precleaning the heavy fuel oil in the settling tank and in
the centrifugal separators, the water, and with it the water-soluble
sodium compounds can be largely removed.
If the sodium content is lower than 30% of the vanadium content, the
risk of high-temperature corrosion will be small. It must also be
prevented that sodium in the form of sea water enters the engine
together with the intake air.
If the sodium content is higher than 100 mg/kg, an increase of salt
deposits is to be expected in the combustion space and in the exhaust
system. This condition will have an adverse effect on engine operation
(among others, surging of the turbochargers). The contend of sodium
of engines with PTG has to be limited to 50 mg/kg.
Under certain conditions, high-temperature corrosion may be
prevented by a fuel additive that raises the melting temperature of the
heavy fuel oil ash (also refer to item 12).
Ash Heavy fuel oils with a high ash content in the form of foreign particles
such as sand, corrosion and catalyst residues, promote the mechanical
wear in the engine. There may be catalyst fines (catfines) in heavy fuel
oils coming from catalytic cracking processes. In most cases, these
catfines will be aluminium silicate, which causes high wear in the
injection system and in the engine. The aluminium content found
multiplied by 3-5 (depending on the catalyst composition) will
approximately correspond to the content of catalyst materials in the
heavy fuel oil.
Separators With a high content of foreign matter it is recommended to preclean
theheavy fuel oil iasettling tanks. The separators connected
downstream are to be operated with the least possible throughput.

D366680E 33.3-1 09.94 General Page 6 of 11

 100%

ALFA LAVAL separators

Marine and stationary application: Connected in parallel
1 Alcapfor 100% throughput
1 Alcap (standby) for 100% throughput

WESTFALIA separators
Marine and stationary application: Connected in parallel
1 Unitrol for 100% throughput
1 Unitrol (standby) for 100% throughput

Figure 1. Heavy fuel oil cleaning/separator layout

Layout of the separators to be in accordance with the latest

recommendations of the separator manufacturers, Alfa Laval and
Westfalia. In particular, the density, viscosity and content of solid
matter in the heavy fuel oil are to be taken into consideration.
Consulting MAN B&W Diesel is required if other makes of separators
are up for discussion.
If the cleaning treatment prescribed by MAN B&W Diesel is applied, and
if the separators are correctly set, it can be expected that the results
given in Table 2 below for water and inorganic foreign particles in the
heavy fuel oil are reached at the entry into the engine.

Definition Particle size Quantity

Inorganic foreign particles < 20 mg/kg

(incl. catalyst residues) < 5pm (Aluminium content < 5 mg/kg)
Water — < 0,2% by volume

Table 2. Obtainable contents of foreign matter and water

036 6680 E 3.3.3-1 09.94 General Page 7 of 11

 The results obtained in practical operation reveal that adherence to the
above values helps to particularly keep abrasive wear in the injection
system and in the engine within acceptable limits. Besides, optimal
lube oil treatment must be ensured.
4. Flash point (ASTMD-93)
National and international regulations for transport, storage and
application of fuels must be adhered to in respect of the flash point.
Generally, a flash point of above 60°C is specified for fuels used in Diesel
engines.
5. Low temperature behaviour (ASTM D-97)
Pour point The pour point is the temperature at which the fuel is no longer fluid
(pumpable). Since many of the low-viscosity heavy fuel oils have a pour
point greater than 0°C, too, the bunkering system has to be preheated
unless fuel in accordance with CIMAC A10 is used. The entire bunkering
system should be designed so as to permit preheating of the heavy fuel
oil to approx. 10°C above the pour point. For filter clogging, the cloud
Cloud point point is of interest.
6. Pumpability
Difficulties will be experienced with pumping if the fuel oil has a
viscosity higher than 1000 mm2/s (cSt) or a temperature less than
approx. 10°C above the pour point. Please also refer to item 5.
7. Combustion properties
An asphalt content higher than 2/3 of the carbon residue (Conradson)
may lead to delayed combustion, which involves increased residue
formation, rapid rise of the ignition pressure and combustion close to
the cylinder wall (thermal overloading of the lube oil film). This
tendency will also be promoted by the blend constituents of the heavy
fuel oil being incompatible, or by different a.nd incompatible
bunkerings mixed together. As a result, there is an increased
separation of asphalt (please also refer to item 10).
8. Ignition quality
Cracked products which nowadays are preferred as low-viscosity blend
constituents of the heavy fuel oil in order to achieve the specified
reference viscosity may have poor ignition qualities. The cetane
number of these constituents should be higher than 35. An increased
aromatics content (above 35%) also leads to a decrease in ignition
quality.
Fuel oils of insufficient ignition qualities will show extended ignition
lag and delayed combustion, which may lead to thermal overloading of
the oil film on the cylinder liner and excessive pressures in the clinder.
Ignition lag and the resultant pressure rise in the cylinder are also
influenced by the final temperature and pressure of compression, i.e. by
the compression ratio, the charge-air pressure and temperature.

D36 6680 E 3.3.3-1 0994 General Page 8 of 11

 Preheating of the charge air in the part-load range, output reduction
for a limited period of time, and using a fuel additive are possible
measures to reduce detrimental influences of fuels of poor ignition
qualities. More effective, however, are a high compression ratio and
the in-service matching of the injection system to the ignition qualities
of the fuel oil used, as is the case in MAN B&W trunk piston engines.
The ignition quality is a key property of the fuel. The reason why it
does not appear in the international specifications is the absence of a
standardised testing method. Therefore, parameters such as the
Calculated Carbon Aromaticity [ndex (CCAI) are resorted to as an aid,
which are derived from determinable fuel properties. We have found
this to be an appropriate method of roughly assessing the ignition
quality of the heavy fuel oil used.
As the fluid constituent in the heavy fuel oil is the determining factor
for its ignition quality and the viscous constituent is decisive for the
combustion quality, it is the responsibility of the bunkering company to
supply a heavy fuel oil grade of a quality matched to the Diesel engine.
Please refer to Figure 2.
9. Sulphuric acid corrosion
The engine should be operated at the cooling water temperatures
specified in the operating manual for the respective load. If the
temperature of the component surface exposed to the acidic
combustion gases is below the acid dew point, acid corrosion can no
longer be sufficiently prevented even by an alcaline lubricating oil.
If the lube oil quality and engine cooling meet the respective
requirements, the TBN values given in Sheet D36 6628-3.3.6 will be
adequate, depending on the sulphur concentration in the heavy fuel
oil.
10. Compatibility
The supplier has to guarantee that the heavy fuel oil remains
homogenous and stable even after the usual period of storage. If
different bunker oils are mixed, separation may occur which results in
sludge formation in the fuel system, large quantities of sludge m the
separator, clogging of filters, insufficient atomisation and high-residue
combustion.
In such cases, one refers to incompatibility or instability. The heavy fuel
oil storage tanks should therefore be emptied as far as possible prior to
rebunkering in order to preclude incompatibility.
11. Blending heavy fuel oil
If, for instance, heavy fuel for the main engine and gas oil (MGO) are
blended to achieve the heavy fuel oil quality or viscosity specified for
the auxiliary engines, it is essential that the constituents are compatible
(refer to item 10).

D366680E 3.3.3-1 0994 General Page 9 of 11

 20/27 32/36 40/S4
25(30 32/U) 48/60
40/45 52/55B
52/55A 58/64

X'XvXï:

IH

ISÏ
:;:;:• If all 111
j::-:-::
18 iiSj-Sip

:•:•:•'.•:•:•
j;!;:- iiij;:;:

3642533/2

\ \ Normal operating conditions

lillij Difficulties may be encountered
{:i;:;i;j Problems encountered may increase up to
engine damage after a short time

V Viscosity rnm^/s (cSt) a 150°C

D Density. kglm3 at 15°C
CCAI Calculated Carbon Aromaticity Index
1 Engine type
2 The combining straight line across density and
viscosity of a heavy fuel oil results in CCAI.

Figure 2. Nomogram for the determination of CCAI (suitable f or heavy

fuel oil viscosities 2: JSO mm*ls at 50°C) I Assignment of CCAI ranges to
engine types

CCAI can also be calculated with the aid of the following formula:
CCAI = D -141 log log (V + 0.85) - 81

D366680E 3.3.3-1 09.94 General Page 10 of 11

 12. Additives to heavy fuel oils
MAN B&W Diesel engines can be economically operated without
additives. It is up to the customer to decide whether or not the use of
an additive would be advantageous. Additives currently in use for
Diesel engines are listed below together with their effect on engine
operation:

Type of additive Influence 1 effect

Sludge and water dispersant, Residue formation in the fuel system,

demulsifier emulsification of water
Combustion catalyst, Combustion space and exhaust gas
ignition improver system
Ash modifier Combustion space and exhaust gas
system, high-temperature corrosion
and ash deposits
Pour-point depressant Fluidity at low temperature

7ab/e 3. Additives to heavy fuel oils: Classification I Effect

13. Assessment of fuel grade

To be able to check as to whether the specification indicated and / or
the stipulated delivery conditions have been complied with, we
Sampling recommend a minimum of one sample of each bunker fuel to be
retained, at least during the guarantee period for the engine. In order
to ensure that the sample is representative for the oil bunkered, a
sample should be drawn from the transfer pi peat the start, at half the
time and at the end of the bunkering period. "Sample Tec", supplied
by Messrs Mar-Tec, Hamburg, is an appropriate testing kit for taking
samples continuously during the bunkering.
Analyse samples The samples received from the bunkering company are frequently not
identical with the heavy fuel oil bunkered. It is also appropriate to
verify the heavy fuel oil properties stated in the bunker documents,
such as density, viscosity, pour point. If these values should deviate
from those of the heavy fuel oil bunkered, one runs the risk that the
heavy fuel oil separator and the preheating temperature are not set
correctly for the injection viscosity specified. The criteria for an
economic engine operation with regard to heavy fuel oil and
lubricating oil may be determined with the help of the "MAN B&W Fuel
and Lube Analysis Set".
Our department for fuels and lube oils (Augsburg Works, Department
TAB) will be glad to furnish further information if required.

D36 6680 E 3.3.3-1 09.94 General Page 11 of 11

Viscosity Index VI 70 ... 80
Viscosity/Temperature Diagram
for Fuel Oils 3.3.4

Kînemotîsche Viskosität - Kinematic viscosity mrnVs = cSt

LJ: L a_ø—* L
3O —
—
• u— — « - K O
O.U) • . •.< D > C
• J) • • • L O »
01 L • •— O— 3 • • a
«X — -» • «w
K V \KVV

Kinematische Viskosität - Kinematic viscosity mmVs = cSt

Figure 1. Viscosity/temperature diagram f or fuel oils

D366680E 3.3.4-1 01.94 Page 1 of 3

Explanations to the viscosity /temperature (VT) diagram'

The diagram (Fig. 1) shows the fuel temperatures on the horizontal and
the viscosities on the vertical scales.

The diagonal lines correspond to the viscosity-temperature curve of

fuels with different reference viscosity. The vertical viscosity scales in •
mm2/s = cSt apply to 40°. 50° or 100° centigrade.

Determination of the viscosity-temperature curve and the preheating temperature required

Example: Heavy fuel oil of
180mm2/sat50°C
A vertical line is drawn starting from a reference temperature of 50°
and a horizontal line (a) starting from a viscosity of 180 mm^/s. From
the point of intersection of both these lines, a line is drawn parallel to
the diagonals entered in the diagram (b). This line represents the
viscosity-temperature line of a heavy fuel oil with 180 mm2/s at 50°.

This permits the preheating temperature to be determined for the

specified injection viscosity. Keeping to the example chosen, the values
below refer to a heavy fuel oil of 180 mm2/s at 50°C.

Specified Required heavy fuel oil

Injection viscosity temperature before engine inlet *
mm2/s °C

minimum 10 133 (line c)

12 125
maximum 14 119 (lined)

* The temperature drop after the preheater up to the fuel injection

pump is not covered by these figures (max. admissible 40°C).
Table 1. Determination of the heavy fuel oil temperature as a function
of viscosity (example) .

A heavy fuel oil of 180 mm2/s at 50°C reaches a viscosity of 1000mm2/s

at 24°C (line e) which is the max. permissible viscosity with respect to the
pumpability of the fuel.

D366680E 3.3.4-1 01.94 Page 2 of 3

Fuel oil preheating/ pumpabiHty

HFO temperature Using a state-of-the-art final preheater a heavy fuel oil outlet
temperature of 152°Cwill be obtained at 8 bar saturated steam. Higher
temperatures involve the risk of increased residue formation in the
preheater, resulting in a reduction of the heating power and thermal
overloading of the heavy fuel oil. This causes new asphalt to form, i.e. a
deterioration of quality.
Injection viscosity The fuel pipes from the final preheater outlet up to the injection valve
must be insulated adequately ensuring that a temperature drop will be
limited to max. 4°C. Only then can the prescribed injection viscosity of
max. 14 mm2/s be achieved with a heavy fuel oil of a reference viscosity
of700mm2/s = cSt/50°C (representing the maximum viscosity of
international specifications such as ISO, CIMAC or British Standard). If a
heavy fuel oil of a lower reference viscosity is used, an injection viscosity
of 10 mm2/s should be aimed at, ensuring improved heavy fuel oil
atomisation, and consequently a heavy fuel oil combustion in the
engine with less residues.
The transfer pump is to be rated for a heavy fuel oil viscosity of up to
1000mm2/s. The pumpability of the heavy fuel oil also depends on the
pour point. The design of the bunkering system must permit heating
up of the fuel oil to approx. 10°C above its pour point.

Temperatures / viscosities for operation on gas oil (MGO) or Diese] fuel oil (MDO)

Gas oil or Diesel oil (Marine Diesel fuel) must neither show a too low
viscosity nor a higher viscosity than that specified for the fuel oil as
entering the injection pump. With a too low viscosity, insufficient
lubricity may cause the seizure of the pump plungers resp. the nozzle
needles. This can be avoided if the fuel temperature is kept to
max. 50°C for gas oil operation and
max. 60"C for Marine Diesel Fuel operation.

D366680E 3.3.4-1 01.94 Page 3 of 3

Operation on Gas Oil and Diesel Oil (MGO / MDO)

Quality Requirements
for Lube Oil 3.3.5

For four-stroke engines operated on heavy oil. refer to Section 3.3,6

For Otto gas or dual fuel engines, refer to Section 3.3

The specific power output offered by today's Diesel engines and the use
of fuels which more and more often approach the acceptable limit in
quality increase the requirements placed on the lube oil and make it
imperative that the lube oil is chosen carefully. Doped lube oils (HD
oils) have proven to be suitable for lubricating the running gear, the
cylinders, the turbocharger and, if applicable, for the cooling of the
pistons. Doped lube oils contain additives which, amongst other things,
provide them with sludge suspending, cleaning and neutralising
capabilities.
Doped lube oils (HD oils) corresponding to international specifications
MIL-L2104Dor API-CE, and having a total base number (TBN) of 12-
15 mg KOH/g are recommended by us.

Properties required f or the \ übe oïl

Base oil The base oil (doped lube oil = base-oil + additives) must be a narrow
distillation cut and must be refined in accordance with modern pro-
cedures. Brightstocks, if contained, must neither adversely affect the
thermal nor the oxidation stability.
The base oil must meet the limit values as specified below, particularly
as concerns its aging stability.

Property /feature Unit Test method Limit value

Structure — . preferably
paraffin-basic
Viscosity index (VI) — -- >95
Behaviour in cold, still fluid °C ASTM-D2500 -15

Flash point (Cleveland) °C ASTM-D92 >200

Ash content (oxide ash) % by weight ASTM-D 482 <0.02
Residual coke (Conradson) % by weight ASTM-D189 <0.50
Aging tendency after being heated up MAN aging
to135°Cfor100hrs cabinet
- n-heptane insolubles % by weight ASTM-D4055 or <0.2
DIN 51592
- evaporation loss % by weight <2
- drop test (filter paper) MAN test must not allow to
recognise precipitation of
resinous or asphalt-like
aging products

Table 1. Lube oil (MGO/ MDO operation) specifying values

0366680 £ 3.3.5-1 01.94 Page 1 of 3

Doped lube oils (HD oils)
Additives
Cleaning capacity
Dispersing property
Neutralisation property
Evaporation tendency
Further prerequisites
The base oil which has been blended with additives (doped lube oil)
must have the following characteristics:
The additives must be dissolved in the oil and must be of such a
composition that an absolute minimum of ash remains as residue after
combustion. The ash must be soft. If this prerequisite is not complied
with, increased deposits are to be expected in the combustion space,
especially at the exhaust valves and in the inlet housing of the
turbochargers. Hard additive ash promotes pitting on the valve seats,
as well as burnt-out valves and increased mechanical wear.
Additives must not promote clogging of the filter elements, neither in
their active nor in their exhausted state.
The cleaning capacity must be so high that the build-up of coke and tar-
like residues on combustion is precluded.
The dispersing capacity must be selected such that commercially
available lube-oil cleaning equipment can remove the combustion •
deposits from the used oil.
The neutralisation capacity (ASTM-D2896) must be so high that the
acidic products of combustion are neutralised. The reaaion time of the
additives must be matched to the process in the combustion chamber.
The tendency to evaporate must be as low as possible, otherwise the oil
consumption is adversely affected.
The lube oil must not form a stable emulsion with water. Less than
40 ml emulsion are acceptable in the ASTM-D1401 test after one hour.
The foaming behaviour (ASTM-D892) must meet the following condi-
tions: less than 20 ml after 10 minutes. The lube oil must not contain
agents to improve the viscosity index. Fresh oil must contain no water
nor any other contaminating matter.

Lube oil selection

Viscosity
Engine SAE- Viscosity
Class mm2/s: at 40°C or 1 00°C resp.
20/27*. 23/30, 28/32 30** Preferably in the upper
range of the SAE Class
25/30 40 applicable to the engine

32/36 to 58/64 40

Table 2. Viscosity (SAE Class) of lube oils

* Applies to engines with year of manufacture from 1985 (see

engine rating plate). For engines delivered before 01.01.85, lube
oil viscosity as per SAE 40 continues to be valid.

D 366680 E 3.3.5-1 01.94 Page 2 of 3

 ** If the lube oil is heated to approx. 40°C before the engine is
started, SAE class 40 can also be used if necessary (e.g. on
account of simplified lube-oil storage).
Additives concentration The content of additives included in the lube oil depends upon the
(doped grade) conditions under which the engine is operated, and the quality of
fuel used. If marine Diesel fuel is used, which has a sulphur content of
up to 2.0% by weight as per ISO-F DMC, and coke residues of up to
2.5% by weight as per Conradson, a TBN of approx. 20 is of
advantage. Ultimately, the operating results are the decisive
criterion as to which content of additives ensures the most economic
mode of engine operation.
Cylinder lube oil On engines with separate cylinder lubrication, the pistons and the
cylinder liners are supplied with lube oil by means of a separate oil
pump. The oil supply rate is factory-set to conform to both the
quality of the fuel tobe used in service and to the anticipated
operating conditions. Work card 302.02 is to be complied with when
the lube oil rate is changed.
A lube oil as specified above is to be used for the cylinder and the
circulating lubrication.
With separate cylinder lubrication, a special cylinder lube oil may be
used during the running-in period of the engine, whereby the run-in
time is being reduced (refer to Section 3.4).
Speed governor The same oil as for the engine can be used for the speed governor. If
low engine room temperatures are to be expected, an SAE 30 lube oil
as described above is of advantage for the governor if it has its own
oil supply, in order to ensure precise governing also during engine
start-up. The oil quality specified by the manufacturer is to be used
for the other equipment fitted to the engine.
Lube oil additives We advise against subsequently adding additives to the lube oil, or
mixing different makes (brands) of lube oil, as the performance of
the carefully matched package of additives which is suiting itself and
adapted to the base oil, may be upset. Also, the lube oil company (oil
supplier) is no longer responsible for the oil.
Selection of lube oils/ Most of the mineral oil companies are in close and permanent
warranty consultation with the engine manufacturers and are therefore in a
position to quote the oil from their own product line that has been
approved by the engine manufacturer for the given application.
Independent of this release, the lube oil manufacturers are in any
case responsible for quality and performance of their products. In
case of doubt, we are more than willing to provide you with further
information.
Oil analyses Lube oil analyses are carried out in our chemical laboratory for our
customers at cost price. A representative sample of approx. one litre
is required.

D366680E 3.3.5-1 01.94 Page 3 of 3

Operation on Heavy Fuel Oil (HFO)
Quality Requirements
for Lube Oil 3.3.6

For four-stroke engines operated on Diesel oil, refer to Section 3 3 5

For Otto gas or dual fuel engines, refer to Section 3 3

The specific power output offered by today's Diesel engines and the use
of fuels which more and more often approach the acceptable limit in
quality increase the requirements placed on the lube oil and make it
imperative that the lube oil is chosen carefully. Medium-alkaline lube
oils have proven to be suitable for lubricating the running gear, the
cylinders, the turbocharger and, if applicable, for the cooling of the
pistons. Medium-alkaline oils contain additives which, amongst other
things, provide them with a higher neutralising capacity than
doped (HD) engine oils have.

No iniernational specifications exist for medium-alkaline lube oils.

An adequately long trial operation in compliance with the
manufacturer's instructions is therefore necessary. The Diesel
performance (not taking the neutralisation capacity into account) must
at least meet MIL-L-2104 D or API-CD.

Properties required for the lube oil

Base oil The base oil (medium-alkaline lube oil = base oil + additives) must be a
narrow distillation cut and must be refined in accordance with modern
procedures. Brightstocks, if contained, must neither adversely affect
the thermal nor the oxidation stability.

The base oil must meet the limit values of Table 1, particularly as
concerns its aging stability.

The base oil which has been blended with additives (medium-alkaline
Medium-alkaline lube oil lube oil) must have the following characteristics:

The additives must be dissolved in the oil and must be of such a

Additives composition that an absolute minimum of ash remains as residue after
combustion, even though the engine were run on distillate fuel
temporarily. The ash must be soft. If this prerequisite is not complied
with, increased deposits are to be expected in the combustion space,
especially at the exhaust valves and in the inlet housing of the
turbochargers. Hard additive ash promotes pitting on the valve seats,
as well as burnt-out valves and increased mechanical wear in the .
cylinder space.

Additives must not promote clogging of the filter elements, neither in

their active nor in their exhausted state.

Cleaning capacity The cleaning capacity must be so high that the build-up of coke and tar-
like residues on combustion of the HFO is precluded.

D366680E 3.3.6-1 01.94 Page 1 of 4

Dispersing capacity The dispersing capacity must be selected such that commercially
available lube-oil cleaning equipment can remove the combustion de-
posits from the used oil.

Neutralisation property
The neutralisation capacity (ASTM-D2896) must be so high that the
acidic products of combustion are neutralised at the lube oil con-
sumption rate that is specific for the engine. The reaction time of the
additives must be matched to the process in the combustion chamber.
Hints concerning the selection of theTBN are given in Table 3.

Evaporation tendency The tendency to evaporate must be as low as possible, otherwise the oil
consumption is adversely affected.

Further prerequisites
The lube oil must not form a stable emulsion with water. Less than
40 ml emulsion are acceptable in the ASTM-D1401 test after one hour.
The foaming behaviour (ASTM-D892) must meet the following condi-
tions: less than 20 ml after 10 minutes. The lube oil must not contain
agents to improve the viscosity index. Fresh oil must contain no water
nor any other impurities.

Property /feature Unit Test method Limit value

Structure — — preferably
paraffin-basic
Viscosity index (VI) — — >95

Behaviour in cold, still fluid °C ASTM-D2500 -15

Flash point (Cleveland) °C ASTM-D92 >200

Ash content (oxide ash) % by weight ASTM-D 482 <0.02

Residual coke (Conradson) % by weight ASTM-D189 <0.50

Aging tendency after being heated up MAN aging
to135°Cfor 100hrs cabinet
- n-heptane insolubles % by weight ASTM-D4055 or <0.2
DIN 51 592
- evaporation loss % by weight <2
- drop test (filter paper) MAN test must not allow to
recognise precipitation of
resinous or asphalt-like
aging products

Table 1. Lube oil (HFO operation) - specifying values

D366680E 3 3.6-1 01.94 Page 2 of 4

Lube oil selection

Viscosity
Engine SAE- Viscosity
Class mm2/s: at 40°C or 1 00°C resp.
20/27*. 23/30, 28/32 30** Preferably in the upper
range of the SAE Class
25/30 40 applicable to the engine

32/36 to 58/64 40

Table 2. Viscosity (SAE Class) of lube oils

* Applies to engines with year of manufacture from 1985 (see

engine rating plate). For engines delivered before 01.01.85, lube
oil viscosity as per SAE 40 continues to be valid.
** If the lube oil is heated to approx. 40°C before the engine is
started, SAE class 40 can also be used if necessary (e.g. on account
of simplified lube-oil storage).

Neutralisation property (TBN)
Medium-alkaline lube oils having differently high levels of
neutralisation capacity (TBN) are available on the market. According to
the present-day state of knowledge, operating conditions to be
expected and TBN can be correlated as shown in Table 3 below. The
operating results will in the essence be the decisive criterion as to which
TBN will ensure the most economic mode of engine operation.

TBN(mgKOH/goil) Operating conditions

-20 Marine Diesel Oil (MDO) of poor quality (ISO-F-DMC) or heavy fuel oil with
a sulphur content of < 1.5% by weight
-25 Good quality HFO grades (e.g. ISO-RMA 10) or with a sulphur concentration
< 2.5% by weight provided the quality reliably remains constant over a
prolonged period of time, as may be assumed for stationary applications or
in ferry service
-30 Common today in heavy fuel oil operation. Provision is thereby made for
an adequate additive safety margin even under conditions of varying HFO
quality.
For 32/40, 40/54, 48/60 and 58/64 engines only if sulphur concentration
< 1,5%
-40 For 32/40, 40/54, 48/60 and 58/64 engines in general, provided the sulphur
concentration is < 1.5%
For the other engine types if TBN 30 is definitely inadequate in terms of
wear, residue formation and time between renewal of oil charge, or if the
sulphur concentration > 4.0% by weight
Contact the engine supplier prior to use.

Table 3. Adequate TBN appropriate for operating conditions

D366680E 3.3.6-1 01.94 Page 3 of 4

Cylinder lube oil On engines with separate cylinder lubrication, the pistons and the
cylinder liners are supplied with lube oil by means of a separate oil
pump. The oil supply rate is factory-set to conform to both the quality
of the fuel to be used in service and to the anticipated operating
conditions. Work card 302.02 is to be complied with when the lube oil
rate is changed.
A lube oil as specified above is to be used for the cylinders and the
circulating lubrication.
With separate cylinder lubrication, a special cylinder lube oil may be
used during the running-in period of the engine, whereby the run-in
time is being reduced (refer to Section 3, running in).

Speed governor The same oil as for the engine can be used for mechanical speed
governors. If low engine room temperatures are to be expected, a
paraffin-base SAE 30 lube oil is of advantage for the governor if it has
its own oil supply, in order to ensure precise governing also during
engine start-up. The oil quality specified by the manufacturer is to be
used for the other equipment fitted to the engine. This also applies to
BBC turbochargers having their own lube oil circuit.

Lube oil additives
We advise against subsequently adding additives to the lube oil, or
mixing different makes (brands) of lube oil, as the performance of the
carefully matched package of additives which is suiting itself and
adapted to the base oil, may be upset. Also, the lube oil company (oil
supplier) is no longer responsible for the oil.

Selection of lube oils/ Most of the mineral oil companies are in close and permanent
warranty consultation with the engine manufacturers and are therefore in a
position to quote the oil from their own product line that has been
approved by the engine manufacturer for the given application.
Independent of this release, the lube oil manufacturers are in any case
responsible for quality and performance of their products. In case of
doubt, we are more than willing to provide you with further
information

Oil analyses Lube oil analyses are carried out in our chemical laboratory for our
customers at cost price. A representative sample of approx. one litre is
required.

D366680E 3.3.6-1 01.94 Page 4 of 4

Freshwater

QUALITY REQUIREMENTS FOR

COOLING WATER 3.3.7

1. General
The engine cooling water, like the fuel and lubricating oil, is a medium
which must be carefully selected, treated and controlled. Otherwise,
corrosion, erosion and cavitation may occur on the walls of the cooling
system in contact with water and deposits may form. Deposits impair
the heat transfer and may result in thermal overload on the compo-
nents to be cooled. The treatment with an anti-corrosion agent has to
be effected before the first commissioning of the plant. During sub-
sequent operations the concentration specified by the engine manu-
facturer must always be ensured. In particular, this applies if a chemical
additive is used.

2. REQUIREMENTS FOR UNTREATED WATER

2.1 Limiting values

The characteristics of the water used must be within the following

limits:

Type of water preferably distilled water, freshwater,

free from foreign matter
Total hardness max. 10°dH*
pH value 6,5-8
Chlorid ion content ... max. 50 mg/litre

*} 1°dH (German hardness)

= 10mg CaO in 1 litre of water
= 17,9mgCaCO3/litre
= 0,357 mval/litre
= 0,179mmol/litre

Not to be used: Sea water, brackish water, river water, brines, indu-
strial waste water and rain water.

The MAN B&W water test kit includes devices permitting, i.a., to
determine the above-mentioned water characteristics in a simple
manner. Moreover, the manufacturer of anti-corrosion agents are
offering test devices that are easy to operate. As to checking the
cooling water condition, refer to work card 000.07.

2.2 Supplementary information

Destillate If a distillate (from the freshwater generator for instance) or fully

desalinated water (ion exchanger) is available, this should preferably be
used as the engine cooling water. These waters are free from lime and
metal salts, i.e. major deposits affecting the heat transfer to the cooling
water and worsening the cooling effect cannot form. These waters,
however, are more corrosive than normal hard water since they do not
form a thin film of lime on the walls which affords a temporary

D366680E 3.3.7-1 04.97 Fcor-stroke engine Page 1 of 8

 protection against corrosion. This is the reason why water distillates
must be treated with special care and the concentration of the additive
is to be periodically checked.

Hardness The total hardness of the water is composed of temporary and per-
manent hardness. It is largely determined by calcium and magnesium
salts. The temporary hardness is determined by the hydrogen-carbon
content of the calcium and magnesium salts. The permanent hardness
can be determined from the remaining calcium and magnesium salts
(sulphates). The decisive factor for the formation of calcareous deposits
in the cooling system is the temporary (carbonate) hardness.

Water with more than 10°dH (German total hardness) must be mixed
with distillate or be softened. A rehardening of excessively soft water is
only necessary to suppress foaming if an emulsif iable corrosion inhibi-
ting oil is used.

3. Damage In the cool ing water system \

Corrosion Corrosion is an electro-chemical process which can largely be avoided if

the correct water quality is selected and the water in the engine cooling
system is treated carefully.

Flow cavitation Flow cavitation may occur in regions of high flow velocity and turbu-
lance. If the evaporation pressure is fallen below, steam bubbles will
form which then collapse in regions of high pressure, thus producing
material destruction in closely limited regions.

Erosion Erosionjs a mechanical process involving material abrasion and des-

truction of protective films by entrapped solids, especially in regions of
excessive flow velocities or pronounced turbulences.

Corrosion fatigue Corrosion fatigue is a damage caused by simultaneous dynamic and

corrosive stresses. It may induce crack formation and fast crack propa-
gation in water-cooled, mechanically stressed components if the
cooling water is not treated correctly.

4. Treatment of the engine coating water

The purpose of engine cooling water treatment is to produce a

coherent protective film on the walls of the cooling spaces by the use
of corrosion inhibitors so as to prevent the above-mentioned damage.
Asignifieant prerequisite for the corrosion inhibitor to.develop its full
effectivity is that the untreated water which is used satisfies the
requirements mentioned under point 2.

Protecting films can be produced by treating the cooling water with a

chemical anti-corrossive or emulsifiable corrosion inhibiting oil.

D366680E 33.7-1 04.97 Four-stroke engine Page 2 of 8

 Emulsifiable corrosion inhibiting oils fall more and more out of use
since, on the one hand, their use is heavily restricted by environmental
protection legislation and, on the other hand the suppliers have, for
these and other reasons, commenced to take these products out of the
market.

Treatment of an anti-corrosive agent should be done before the engine

is operated for the first time so as to prevent irreparable initial damage.

It is not allowed to operate the engine without cooling water

treatment.

5. Cocking water additives

No other additives than those approved by MAN B&W and listed in

Tables 8 1 to 8.4 on pages 4 and 5 are permitted to be used. The
suppliers are to warrant the effectivity of the cooling water additive.

Additives can only be used in closed circuits where no appreciable

consumption occurs except leakage and evaporation losses.

A cooling water additive can be approved for use if it has been tested
according to the latest rules of the Forschungsvereinigung Verbren-
nungskraftmaschinen (FVV), "Testing the suitability of coolant addi-
tives for cooling liquids of internal combustion engines" (FVV publica-
tion R 443/1986). The test report is to be presented if required. The
necessary testing is carried out by Staatliche Materialprüfanstalt,
Department Oberflächentechnik, Grafenstraße 2,64283 Darmstadt on
request.

5.1 Chemical additives

Additives based on sodium nitrite and sodium borate, etc. have given
good results. Galvanised iron pipes or zinc anodes providing cathodic
protection in the cooling systems must not be used. Please note that
this kind of corrosion protection, on the one hand, is not required since
cooling water treatment is specified and, on the other hand, consi-
dering the cooling water temperatures commonly practiced nowadays,
it may lead to potential inversion. If necessary, the pipes must be de-
zinced.

5.2 Anti-corrosion oil

This additive is an emulsifiable mineral oil mixed with corrosion in-

hibitors. A thin protective oil film which prevents corrosion without ob-
structing the transfer of heat and yet preventing calcareous deposits
forms on the walls of the cooling system.

D36 6680 E 3.3.7-1 04.97 Four-stroke engine Page 3 of 8

 The manufacturer must guarantee the stability of the emulsion with
the water available or has to prove this stability by presenting empirical
values from practical operation. If a completely softened water is used,
the possibility of preparing a stable non-foaming emulsion must be
checked in cooperation with the supplier of the anti-corrosion oil or by
the engine user himself. Where required, it is recommended adding an
anti-foam agent or hardening (see work card 000.07).

Anti-corrosion oil is not suitable if the cooling water may reach tem-
peratures below 0°C or above 90°C. If so, an anti-f reeze or chemical
additive is to be used.

5.3 Anti-f reeze agent

If temperatures below the freezing point of water may be reached in

the engine, in the cooling system or in parts of it, an anti-freeze agent
simultaneously acting as a corrosion inhibitor must be added to the
cooling water. Otherwise the entire system must be heated.

Sufficient corrosion protection will be afforded if the water is mixed

with at least 35% of these products. This concentration will prevent
freezing down to a temperature of about- 22°C. The quantity of anti-
freeze actually required, however, also depends on the lowest tem-
peratures expected at the site.

Anti-freeze agents are generally based on ethylene glycol. A suitable

chemical additive must be admixed if the concentration of the anti-
freeze specified by the manufacturer for a certain application does not
suffice to afford adequate corrosion protection. The manufacturer
must be contacted for information on the compatibility of the agent
with the anti-freeze and the concentration required. The compatibility
of the chemical additives stated in Table No. 1 with anti-freeze agents
based on ethylene glycol is confirmed.

Anti-freeze agents may only be mixed with each other with the
supplier's or manufacturer's consent, even if the composition of these
agents is the same.

Prior to the use of an anti-freeze agent, the cooling system is to be

cleaned thoroughly.

If the cooling water is treated with an emulsifiable anti-corrosion oil, no

anti-freeze may be admixed, as otherwise the emulsion is broken and
oil sludge is formed in the cooling system.

For thedisposal of cooling water treated with additives, observe the

environmental protection regulations. For information, contact the
suppliers of the additives.

D366680E 3.3.7-1 04.97 Four-stroke engine Page 4 of 8

 6. Prerequisites for efficient use of a corrosion inhibitor

6.1 Clean cooling system

Before starting the engine for the first time and after repairs to the
piping system, it must be ensured that the pipes, tanks, coolers and
other equipment outside the engine are free from rust and other
deposits because dirt will reduce the efficiency of the additive. The
entire system has therefore to be cleaned using an appropriate cleaning
agent with the engine shut down (refer to work cards 000.03 and
000.08).

Loose solid particles, in particular have to be removed from the system

by intense flushing because otherwise erosion may occur at points of
high flow velocities.

The agent used for cleaning must not attack the materials and the
sealants in the cooling system. This work is in most cases done by the
supplier of the cooling water additive, at least the supplier can make
available the suitable products for this purpose. If this work is done by
the engine user it is advisable to make use of the services of an expert of
the cleaning agent supplier. The cooling system is to be flushed
thoroughly after cleaning. The engine cooling water is to be treated
with an anticcorrosive immediately afterwards. After re-starting the
engine, the cleaned system has to be checked for any leakages.

6.2 Periodical checks of the condition of the cooling water and cooling
system

Treated cooling water may become contaminated in service and the

additive will loose some of its effectivity as a result. It is therefore
necessary to check the cooling system and the condition of the cooling
water at regular intervals.

The additive concentration is to be checked at least once a week, using

the test kit prescribed by the supplier. The results are to be recorded.

The concentrations of chemical additives must not be less than the

minimum concentrations stated i n Tå ble 8.1 on page 7.

Concentrations that are too low may promote corrosive effects and
have therefore to be avoided. Concentrations that are too high do
not cause damages. However, concentrations more than double as
high should be avoided for economical reasons.

A cooling water sample is to be sent to an independent laboratory or

to the engine supplier for making a complete analysis every 3 - 6
months.

D366680E 3.3.7-1 04.97 Four-stroke engine Page 5 of 8

 For emulsifiable corrosion inhibiting oils and anti-f reeze agents the
suppliers generally prescribes renewal of the water after approx.
12 months. On such renewal, the entire cooling system is to be
flushed, or if required to be cleaned (please also refer to work card
000.08). The fresh charge of water is to be submitted to treatment
immediately.

If excessive concentrations of solids (rust) are found, the water charge

has to be renewed completely, and the entire system has to be
thoroughly cleaned.

The causes of deposits in the cooling system may be leakages entering

the cooling water, breaking of the emulsion, corrosion in the system
and calcareous deposits due to excessive water hardness. An increase
in the chloride ion content generally indicates sea water leakage. The
specified maximum of 50 mg/kg of chloride ions must not be exceed-
ed since otherwise the danger of corrosion will increase. Exhaust gas
leakage into the cooling water may account for a sudden drop in the
pH value or an increase of the sulphate content.
Water losses are to be made up for by adding untreated water which
meets the quality requirements according to item 2. The concentra-
tion of the anti-corrosive has subsequently to be checked and correc-
ted if necessary.
Checks of the cooling water are especially necessary whenever repair
and servicing work has been done in connection with which the
cooling water was drained.

7. Protective measures

Anti-corrosive agents contain chemical compounds which may cause

health injuries if wrongly handled. The indications in the safety data
sheets of the manufacturer are to be observed.
Prolonged, direct contact with the skin should be avoided. Thoroughly
wash your hands after use. Also, if a larger amount has been splashed
onto the clothing and / or wetted it, the clothing should be changed
and washed before being worn again.
If chemicals have splashed into the eyes, wash with plenty of water and
consul t a doctor.
Anti-corrosive agents are a contaminating load for the water in
general. Cooling water must therefore not be disposed off by pouring
it into the sewage system without consulting the competent local
.. authorities priorly. The respective legal regulations have to be
observed.

D36 6680 E 3.3.7-1 04.97 Four-stroke engine Page 6 of 8

8, / Admtsjeble<6olmg water additives

8.1 Chemical additives (Chemicals) - containing nitrate

Initial M nimum cone«•ntration

dosifica- ppm
Manufacturer Product designation
tion per Nitrit Na-Nitrit
1000 litre Product
(N02) (Na NO2)
Drew Ameroid Int. Liquidewt 15 1 15000 700 1050
StenzelringS Maxigard 40 1 40000 1330 2000
21 107 Hamburg DEWT-NC 4.5 kg 4500 2250 3375
Unitor Chemicals Rocor NB Liquid 21.5 1 21500 2400 3600
KJEMI-ServiceA.S. Dieselguard 4,8 kg 4800 2400 3600
P. O. Box 49/Norway
3140 Borgheim
Vecom GmbH CWT Diesel/QC-2 161 16000 4000 6000
Schlenzigstr. 7
21 107 Hamburg
Nalfleet Marine Nalfleet EWTLiq 3 1 3000 1000 1500
Chemicals (9-108)
P.O.Box 11 Nalfleet EWT9-131C 10 1 10000 1000 1 500
Northwich Nalfleet EWT 9-1 11 10 1 10000 1000 1 500
Cheshire CW8DX, Nalcool 2000 30 1 30000 1000 1 500
U.K.
MaritechAB Marisol CW 12 1 12000 2000 3000
PO BOX 143
S-29 122 Kristianstad

8.2 Chemical additives (Chemicals) - free from nitrate

Manufacturer Product designation Initial dosification Minimum concentration

per 10001

Texaco Havoline Extended

Technologiepark Life Corrosion Inhi- 751 7,5 %
B-9052 Zwijnaarde bitor (ETX 6282)
Belgium

D366680E 3.3.7-1 04.97 Four-stroke engine Page 7 of 8

8.3 Emulsifiable anti-corrosion oil

Manufacturer Product (Designation)

BP Marine. BreakspearWay. Hemel Hempstead. Diatsol M

Herts HP24UL Fedaro M
Castrol Int.. Pipers Way, Swindon SN3 1 RE, UK SolvexWTS
DEA Mineralöl AG, Überseering 40, 22297 Hamburg Targon D
Deutsche Shell AG. Überseering 35, 22284 Hamburg Dromus B
Oil 9156
Texaco Soluble Oil CX
Technologiepark - Zwijnaarde 2 Soluble Oil D
B-9052 Gent/Zwijnaarde

8.4 Anti-freeze agents with corrosion inhibiting effect

Manufacturer Product (Designation)

BASF, Carl-Bosch-Str., 67063 Ludwigshafen/Rhein GlysantinG48

Glysantin9313
GlysantinG 05
Castrol Int., Pipers Way, Swindon SN3 1RE, UK Antifreeze
BP, Britannic Tower, Moor Lane, London EC2Y 9BU, UK BP Kühlerschutz
BP Anti-frost
DEA Mineralöl AG, Überseering 40, 22297 Hamburg DEA Kühlerfrostschutz
Deutsche Shell AG, Überseering 35, 22284 Hamburg Glycoshell
Höchst AG, Werk Gendorf, 84508 Burgkirchen Genatin extra (8021 S)
Mobil Oil AG. Steinstraße 5, 20095 Hamburg Frostschutz 500

D366680E 3.3.7-1 04.97 Four-stroke engine Page 8 of 8

MAN B&W Test Kit

Analyses of Operating Media 3.3.8

The engine oil and cooling water require checking during engine
operation because contamination and acidification set limits to the
useful life of the lube oil, and inadequate water quality or insufficient
concentrations of the corrosion inhibitor in the cooling water may
cause damage to the engine.

On engines operated on heavy fuel oil, it is also essential that certain

heavy fuel oil key properties are checked for optimum heavy fuel oil
treatment. It cannot be taken for granted in each case that the data
entered in the bunkering documents are correct for the oil as supplied.

Recommendation We recommend the following MAN B&W test kits for comprehensive
chemical and physical analyses of fuels/ lube oils:

A for heavy fuel oil and lube oil (designation: Fuel and lube analysis
set)
B for cooling water (designation: Water test kit)

These test kits can be o'btained from MAN B&W Augsburg, Department
SK, or from Messrs Mar-Tec, Warnckesweg 6, 22453 Hamburg.

J-WJSpy .
ji*.: - -

Figure J. Test kit for fuel and lube oil analyses

Top-up bags or containers are available for the chemicals used. Every
test kit contains detailed instructions for use.

After cooling water treatment with a chemical, its concentration must

be checked using the equipment and / or indicator recommended by
the supplier.

D366680E 3.3.8-1 11.93 Page 1 of 2

 The suppliers of corrosion inhibitors for cooling water also offer
appropriate testing equipment for checking the water quality, and its
hardness and chloride ion concentration in particular.

of interest for
Definition Property is indicative of Test
or decisive for kit
Fuel Water Lube oil

Density X X Separator setting A

Viscosity X X Separating temperature, injection A*

viscosity, lube oil dilution
Ignition performance X Ignition and combustion behaviour, A
CCAI/CII ignition pressure, pressure increase
rate,
starting behaviour
Water content X X Fuel oil supply and A, B
atomisation, corrosion tendency A, B
Checking for sea water X X X

Total base number (TBN) X The neutralisation property left A

pH value X B

Pourpoint X X Storing capacity / pumpability A

Water hardness X Cooling water treatment B

Chloride ion concentration X Salt deposits in the cooling system B

Corrosion inhibiting oil X Corrosion protection in the cooling B

concentration in the cooling system
water
Drop test X Total contamination of lube oil A

Spot test (ASTM-D2781) X Compatability of HFO blending A

components

Table 1. Properties that can be tested using the test kits A and B

* Test kit A contains the Viscomar unit permitting the viscosity to be measured at various reference
temperatures. In combination with the Calcumar processing unit, the viscosity / temperature
interdependence can be determined (e.g. injection and pumping temperatures).

D36 6680 E 3.3.8-1 11.93 Page 2 of 2

Engine Operation l - Starting
and Stopping the Engine
Preparations for Start /
Start and Stop the Engine
Preparations for start after short downtimes
Activate / control the systems
Recommendation:
Start using Diesel fuel oil
Preparations for engine start on heavy fuel oit
Steps
D366628E 3.4.1-1
3.4
3.4.1
Switch on pumps for fuel oil, lube oil and cooling water unless mounted
on the engine. Prime the engine. After downtimes exceeding 8 hours,
additionally open the indicator valves and move the running gear by
2 revolutions using the turning gear, or purge the cylinders by inducing
a starting procedure. On engines which are started automatically,
activate the slow-turn instead. Check whether the cooling water and
lube oil have been preheated (if possible). Ensure that the shut-off
elements of all systems have been set to in-service position. The engine
is then ready to be started.
It is recommended to use Diesel fuel oil for starting HFO-operated
engines, and to switch over to heavy fuel oil after the service
temperature has been reached. Starting the engine on heavy fuel oil is
possible provided the necessary heating equipment is available or the
heavy fuel oil is still hot enough.
Engine start is initiated by a pulse transmitted through valve M 388/1
to valve M 329/1 in the engine-mounted operating station. Starting
can also be initiated by hand on the valve M 329/1, if necessary.
Further, please observe the specifications applying to the remote
control of marine engines and / or the controlling / monitoring system
of stationary engines.
The engine can also be started on heavy fuel oil provided the necessary
heating equipment is available. Proceed as follows:
Switch on the pump for cylinder cooling water, and then the
preheater. Temperature required: approx. 60°C
Switch on the pump for the injection valve cooling water, and
subsequently the preheater. Temperature required: approx. 55°C.
Switch on the preheater for lube oil (heating coil in the service tank)
or preheat the lube oil in by-pass (separator circuit). Temperature
required: approx. 40°C.
Caution: The lube oil service pump and I or stand-by pump must not be
switched on until approx. 10 minutes prior to engine start to avoid that
the turbocharger(s) is I are overlubricated because of the absence of
sealing ai r at standstill.
Switch on the fuel oil supply pump, and subsequently the heating
equipment for the mixing tank, HFO piping and final preheater.
The heavy fuel oil in the service tank has to be permanently kept at
a temperature of approx. 75°C.
12.93 Page 1 of 5
 When the necessary temperatures have been reached and the
viscosity of the heavy fuel oil as entering the injection pumps is
correct (refer to Section 3.3), the engine can be started.
Upon starting, marine propulsion engines can be operated at up to
approx. 75% of the rated speed and approx. 40% load. When
service temperatures have been reached, the engine can be fully
loaded.

Preparations for starting after prolonged downtimes or after overhaul work

For re-starting the engine after overhaul work or after prolonged

downtimes (several weeks) the following work has to be done:

Fuel oil system Drain and top up the settling tank and service tank.
Drain the filters and clean the elements.
Set all the shut-off elements to in-service position.
For starting HFO-operated engines on Diesel fuel:
Switch the three-way cock so that Diesel fuel flows from the service
tank to the mixing tank (see the system-specific fuel oil diagram).
Switch on the supply pump and bleed air from the injection pumps,
lines and filters:
Check the zero admission on the fuel rack of each injection pump
and verify that the linkage moves easily.
For HFO operation: Start the heating elements (unless permanently
on) and check them.
Switch off the supply pump and the heating element for the final
preheater (danger of overheating).

Cooling water system
Remove sludge from cooling water tank, coolers, pumps and pipes
(engine, injection valves, charge-air cooler).
Top up the cooling water, check the concentration of the anti-
corrosive.
Switch on the cooling water pumps or stand-by pumps (engine and
injection valves).
Bleed air from the cooling water spaces and check all connections
f or tightness.
Check, i.e. open the leaked water drain from the cylinder liner
sealing in the backing ring and from the charge-air cooler casing to
verify they are tight.
Check the cooling water pressure and the water volume in the
expansion tank.
Check the expansion tank for separations of slushing oil (cylinder
cooling) and fuel oil (injection valve cooling).
Switch off the cooling water pumps.

Lube oil system Empty the (oil sump and) storage tank for lube oil and clean the oil
spaces (make sure not to forget the exhaust gas turbocharger).
Clean the oil filters, separators and oil coolers.

D366628E 3.4.1-1 12.93 Page 2 of 5

 Top up new lube oil, or separate the oil charge in use.
Set all the cocks to in-service position and switch on the electrically
driven lube oil pump or stand-by pump.
Check the running gear and the injection pump and valve gear to
verify that oil is supplied to all bearing points.
Check the pipe connections and pipes for leaks.
Check the lube oil pressure upstream of the engine and upstream of
the exhaust gas turbocharger.
With the indicator valves opened, move the running gear by
2 revolutions using the turning gear, or purge the cylinders by
inducing a starting procedure. Watch the indicator valves whether
any liquid is issuing.
Disengage the turning gear and switch off the lube oil pump.
Starting system Drain the compressed air vessel and check the pressure, top up if
necessary.
Check the stop valves for ease of movement.
Check the starting valves in the cylinder heads for tightness (see
work card).

Clearances Check the valve clearance.

Test run If possible, make a short test run as follows:

Start the heating equipment for lube oil and cooling water, where
available. When preheating temperatures have been reached, set
the shut-off elements to in-service position, switch on the fuel, lube
oil and cooling water pumps, unless these are mounted on the
engine, and start the engine. Operate the engine at low speed for
approx. 10 minutes.
Watch the indicating instruments during this test run.
If the engine operates properly, load should be applied or the
engine should be shut down. Prolonged idle operation is to be
avoided. The engine should reach the service temperature as
quickly as possible because it suffers higher wear while cold.
The engine is ready to be started if all checks have been carried out
with positive result.

Shut down the engine

Steps Check whether a sufficient amount of compressed air is in the

compressed air vessels.
Remove load from engine and operate it at low load.
Shut down the engine (set admission to "0").
If it is desired to maintain the operability of the engine for short-
term restarting, the pumps are to be kept operating, and the
cooling water, lube oil, and in case of HFO operation the fuel oil,
too are to be kept at service temperatures. Recooling should be
terminated.
Otherwise, switch off the fuel oil supply pump.
The pumps for cooling water and lube oil should continue

D366628E 3.4.1-1 12.93 Page 3 of 5

 operating, and cooling of the engine should be continued for
approx. 10 minutes after shut down (in case of electrically driven
pumps).
Close all the shut-off valves, especially those on the compressed air
vessels. Check the pressure gauges!
Open all the indicator valves in the cylinder heads.
Engage the turning gear and attach a warning sign on the control
console.
Clean the engine on the outside and carry out the necessary
controls. Deficiencies, if any, should be remedied immediately even
if appearing trivial.

Wote: If there is a danger of freezing, empty all the cooling water

unless anti-freeze has been added; otherwise, cracks might form in
cooling spaces due to frozen water.

Engine shutdown from HFO operation

For engine shut-down directly from HFO operation, the following

points are to be observed (refer to system-specific fuel oil diagram,
Section 2):

If the engine is to be re-started after a few minutes, it is sufficient to

keep the heating equipment and one supply pump operating.
Incase of longer engine downtime, switch the three-way cock (15)
to Diesel fuel operation and the three-way cock (16) to flushing.
The supply pump is to be kept operating until the heavy fuel oil has
been repumped into the HFO service tank, and the piping system
carries Diesel fuel oil. Subsequently, re-switch the three-way
cock ( 16) to normal and switch off the supply pump.

Cau(;on: If cock (16) is left in the flushing position, Diesel fuel oil is
pumped into the HFO service tank on engine re-start.

The injection pipes from the injection pumps to the injection valves,
and the injection nozzles proper, cannot be flushed. The
remainders of heavy fuel oil congeal sooner or later, depending on
the viscosity of the fuel used. It may become necessary prior to re-
starting that these components have to be dismantled, heated and
emptied unless special heating equipment for engine starting on
heavy fuel oil is available.

Emergency stop

For quickest possible engine stop in case of the lubrication or cooling

system failing, or similar faults, a pneumatic stop piston is fitted in every
injection pump which, when operated by compressed air, sets the
injection pump to zero admission.

D366628E 3.4.1-1 12.93 Page4of5

 At the same time, the governor is induced to move the admission
linkage to zero admission.

This emergency stop system is activated in two ways as described

below:

1. Automatically, by a monitoring system (consisting of oil pressure

controller, cooling water temperature controller, governor etc. -
differing from engine to engine).

2. Manually, by pressing an emergency stop pushbutton in the control

console or the remote control operating stand.

In both cases, emergency stop is indicated by a lamp in the control

console glowing, and possibly also by an audible signal.

Caution: In exceptional cases, where the manoeuvrability of the vessel

is of greater importance than the engine damage prevention
prerequisite, emergency stop can be suppressed by a monitoring unit,
which is released by pressing a corresponding pushbutton in the switch
cubicle or engine control stand.
This alternative, however, is a possibility of absolute emergency, and
must be annulled as soon as possible.

D366628E 3.4.1-1 12.93 Page 5 of 5

Changeover f rom Diesel Fuel Oil
to Heavy Fuel Oil and Vice Versa !.4.2

Changeover from Diesel fuel operation to operation on heavy fuel ofl

Remarks In the case of engines equipped with a pressurised fuel oil system for
HFO operation, there exists the risk that on prolonged operation on
Diesel fuel oil the maximum admissible Diesel fuel temperature is
exceeded due to hot Diesel fuel being recirculated into the mixing tank.
Excessive temperatures imply low viscosity and lubricity involving
corresponding danger for the injection pumps. Therefore, the cut-off
valves in the return pipe have in this case to be switched so that the
Diesel fuel oil is recirculated to the Diesel fuel oil service tank instead of
the mixing tank (refer to Section 2.4 or the system-specific fuel oil
diagram).

Caution: On switch-over to heavy fuel oil operation, recirculation has

also to be switched back to the mixing tank; otherwise, heavy fuel oil
will enter the Diesel fuel oil service tank.

Prerequisites The engine is operated on Diesel fuel oil, the components are at
service temperatures.
The heating equipment is operating, the HFO temperature in the
service tank being permanently maintained at approx. 75°C.

Steps Switch on the heaters for the mixing tank and heavy fuel oil pipes, if
available.
Switch the three-way cock to HFO operation (refer to system-
specific fuel oil diagram).
For engine systems equipped with viscosity measuring system and
manual control of preheating temperature: Adjust the heating
capacity of the final preheater in accordance with the viscosity
measuring data so that the viscosity shown in the viscosity /
temperature diagram is obtained at the injection pumps
(depending on the heavy fuel oil used).
Please refer to the description of the viscosity measuring system.
In case of engine systems with automatic heavy fuel oil viscosity
control: The viscosity control system is adjusted on initial putting
into operation of the engine, and should not be changed normally
(please refer to the description of the viscosity control system).
The temperature of the cooling water as leaving the cylinders is to
be maintained at approx. 80°C. In the case of heavy fuel oils with a
high sulphur concentration, in particular, make sure that the
temperature does not drop below this threshold.

D366628E 3.4.2-1 12.93 Page 1 of 2

ChangeoverfromHFOoperationtoopération on Diesel fuel oil - , *

Steps • Switch the three-way cock (please refer to system-specific fuel oil
diagram) to Diesel fuel oil approx. 30 minutes prior to engine shut-
down.
Final preheaters controlled by hand have to be switched off.
When the heavy fuel oil carried in the piping system has been used
up and replaced by Diesel fuel oil, the engine may be shut down.
Switch off all heating elements (if applicable).

Note: A changeover to Diesel fuel oil offers the advantage that the
engine is ready to be started any time without lengthy previous system
heating being required.
Servicing and overhaul work is substantially facilitated if the piping and
injection system is filled with Diesel fuel oil.

D366628E 3.4.2-1 12.93 Page 2 of 2

Admissible Outputs and Speeds 3.4.3

Background

The following relations exist between engine rating, speed, torque and
mean effective pressure:

1200-Pe
Pe =

pe Mean effective pressure [bar]

Pe Effective engine rating [kW]
VH Swept volume [dm3]
n Speed [rpm]
Z Zylinderzahl

Md=

M(j Torque [Mm)

The mean effective pressure corresponds to the mean value of cylinder

pressures throughout the entire four-stroke cycle. It is proportional to
the output and torque, and inversely proportional to the speed. With
the mechanical efficiency being known, it can be calculated from the
mean value of indicated pressures:

Pe = Pi ' 1 mech

Three-phase generators are bound to the synchronous speeds:

n=

n Rated engine speed [rpm]

f Mains frequency [Hz]
p Number of generator pole pairs

Stable engine service points are only obtained where there is a balance
between output, speed and admission setting of the fuel oil pumps.
The energy offered must coincide with the energy required.

In applications of turbomachinery propulsion such as propellers or

pumps, the power required increases by approx. the third power of
speed (P~ n3). This means that speed increases are relatively difficult
to achieve in the upper output range. This also applies to speed gains
because the ship's speed is a direct function of the engine speed (n ~ v).
The inclination of the rating / speed curve (in case of fixed-pitch
propellers) or the location of the service point area (for controllable-
pitch propellers) depends on the propeller pitch and the resistance of
the vessel, or in the case of pumps, on the blade position.

D366680E 3.4.3-1 0796 Page 1 of 3

 For generator drive applications, the output in isolated operation is
directly influenced by the consumers, while when operating in parallel
with the system the output depends on the purpose envisaged.

Changes in pump admission only cause a change in output in case of

Diesel generator systems, whereas in marine propulsion systems they
lead to other output/speed combinations.

Admissible outputs and speeds

In service, the maximum speed and the torque have in first

approximation to be limited to 100%, while the continuous ratings in
HFO operation are to be limited to between 15 ^and 100%. This is to
some extent achieved by design measures, and for the rest by operating
parameters.

Operation in an output range below 15 or 20% is only permitted

temporarily. Operation in the range between 60 and 90% of the rated
output is recommended.

Admissible operating ranges for marine propulsion engines can be seen

from Figure 1.

bmep. ..n bmep. „

Rating % 110 torque * 110 torque *

70

-60

110
80 90 100 103"* 110
Speed% Speed %

Figure 1. Admissible output I speed ranges for single-_engine systems driving fixed-pitch propellers (left),
and single-engine systems driving controllable-pitch propellers, without shaft generator (right)

D 15% not applicable for L / V 20 / 27 and 25 / 30, for which 20% is the lower limit of continuous part load
operation

D36 6680 E 3.4.3-1 07.96 Page 2 of 3

 Comments on Figure 1 (abridged texts - inappropriate for propeller
rating or for checking same)

Rating Effective engine I Service range for

output (Pe) continuous operation
Speed Speed (n) II Service range admissible for
bmep Mean effective temporary operation, e.g.
pressure (Pe) acceleration / manoeuvring
Torque Torque (Md) FP Characteristics field for
MCR Maximum fixed-pitch propeller drive
continuous rating VP Characteristics field for
(blocked rating) controllable-pitch propeller
drive with combinator

Other I imitations

The following also applies as a rule:

Diesel engines serving for power generation may be operated at

110% output for one hour once every 12 hours.
Engines serving as the mechanical or Diesel-electric main propulsion
source for fixed-pitch or controllable-pitch propellers are blocked at
100% output. They are allowed to be operated at full torque and
max. 10% speed reduction.
Engines serving for dredger operation are blocked between 100
and 90% output, depending on engine size, and are allowed to be
operated at full torque and max. 30% speed reduction.
Engines used in fishing boats or tug boats are blocked at 100% load
and are allowed to be operated at full torque and 20% speed
reduction 2).

The above data is non-commital and serves as a guidance. Conclusive

prerequisites for engine operation are those agreed between the
buyer, the shipyard / planning office and the engine supplier.

Blockings / limitations must not be suspended without prior

consultation with MAN B&W Diesel AG.

For further information / data, please refer to the sections:

3.5.3 Load curve during acceleration/manoeuvring

3.5.4 Part load operation
3.5.5 Determine the engine output and design point.
3.5.6 Engine operation at reduced speed under full torque.

2
> Applies to engines 20 / 27 to 32 /40 only.

D36 6680 E 3.4.3-1 07.96 Page 3 of 3

, Engine
Running-in 3.4.4

Preliminary remarks

Engines require running-in

• when they are new (in this case, a shorter running-in programme is
acceptable because workshop trials have preceded),
• after basic overhaul, and
• on installation of new running gear components such as pistons, piston
rings, main bearings, big end bearings, gudgeon pin bearings.
The running-in of plain bearings nowadays requires distinctly less time
than the running-in of piston rings and cylinder liners.

Supplementary information

Matching is required
Surface irregularities especially of the piston rings and the cylinder liner
contact face are worked off during the running-in phase. The running-in
phase is terminated as soon as the top piston ring exhibits an
unobjectionable sealing effect towards the combustion space. Excessive
loading of the engine prior to this condition having been reached will permit
hot exhaust gases to pass between the piston rings and the cylinder liner
running surface. The oil film will be destroyed where this occurs, with the
result of damage to the material of the ring and liner surfaces (e.g. burn
makes) involving excessive ring wear, oil consumption and coke deposits
in ring grooves in later service, and piston seizures in extreme cases.

The duration of running-in is also influenced by the surface characteristics

of piston rings and cylinder liners, the quality of fuel and lube oil grades
used, and the load and speed of the engine. The running-in times shown
in Figures 1 and 2 are therefore to be considered as a guidance only.

Shorter running-in time
by using special oil
The use of a special running-in oil in which, e.g. the zinc component
prevents that the roughness peaks on the surface profile of rings and
cylinders undergo a welding effect, permits the running-in times shown in
Figures 1 and 2 to be reduced by 50%. We have empirical results with
running-in oils of BP, EXXON and Shell, please refer to Table 2.

The use of such an oil as cylinder lube oil during running-in is

recommended for engines having separate cylinder lubrication, provided
the system-specific technical conditions allow it. It is sufficient if prior to
filling in the oil the cylinder oil service tank and the casing of the cylinder
lubricating pump have been largely emptied. After running-in. normal
cylinder lubricating oil can be added to the running-in oil left in the tank.

6680 3.4.4-02 E 01.98 32/40 upw 01/04

 Select the fuels for running-in

Depending on the engine type, the following fuels are to be used:

Engine type 20/27, 25/30, 23/30, 28/32 32/36 to 58/64

advantageous Gas oil (MGO), Diesel fuel oil or marine Diesel Oil (MDO) Heavy fuel oil*
or Heavy fuel oil MGO or MDO
* 32/40 DG
Table 1. Fuels to be used during running-in

The fuel oil used for running in the engine has to comply with the quality
specifications applying to the engine, and with the type of fuel oil system
available (in case of heavy fuel oil, e.g. size of the separators and of the
final preheater).

Gas engines For the running-in of spark-ignited gas engines, the gas proposed to be
used later in service should preferably be used. Dual-fuel engines are run
in on Diesel fuel oil, using the fuel which later serves as pilot fuel in
service.

Select the lube oil for running-in

Depending on the fuel oil quality and the running-in desired, the following
lube oils should be used:

Lube oil without running-in Lube oil with running-in

Fuel oil accelerator (as used for accelerator
engine lubrication (special runnlng-in oil)
Gas (e.g. natural gas, sewage gas) Gas engine oil SAE 40 BP-Olex
Gas oil (MGO) oder HD-Diesel engine lube oil EXXON-running-in oil 40
Diesel fuel oil or marine Diesel oil SAE 30 or SAE 40, TBN 12-15 Shell Oil S 7294
(MDO)
Heavy fuel oil Medium-alkaline Diesel engine Shell Oil 4082
SAE 30 or SAE 40, TBN 20-30 TBN 25
Table 2. Lube oils to be used during running-in

The lube oil used during running-in of the engine should with due regard to
the fuel oil quality used meet the quality requirements as per Section 3.3.

A Attention! Prior to the first oil charge, make sure to flush the
lube oil system (see work card 000.03).

Engine running-in

During the running-in phase, bearing temperature and crankcase checks

should be made, the first after 30 minutes idling, and later on after
reaching 50% and 100% of full load. During the running-in phase and after
full load has been reached, the engine operating parameters (ignition
pressures, exhaust gas temperature, charge-air pressure etc.) should be
checked and compared with the acceptance certificate.

The delivery rate of the cylinder lubricator pump should be adjusted to the
double approximately throughout the running-in phase on engines having
separate cylinder lubrication, provided this is technically feasible (not
32/40).

6680 3.4.4-02 E 01.98 32/40 upw 02/04

Operation at constant speed The engine should initially be run idle for approx. 30 minutes in the low
speed range fixed by the engine supplier (Figure 1). After a crankcase
check, the engine speed is slowly increased up to the rated speed within
1 -2 hours. The engine is to be loaded in compliance with the diagram,
and the output range should remain within the hatched area. Critical speed
ranges are to be avoided.

B D
* 1 ClC rrrr
; \
1 ' '
EjL
QC

M:;;: :;
:C

7G ;::;::: ::
; ; ; ; ; ; ; ::
: L . = t. \ 1

= |!s « s! = =
= :

= E
B Engine speed HM

E Recommended output

i:;::::: ;;
6C Ü
; !; : ? range
J
/ .* t
40

,50

1C B

2 J • b •f j i i 9 10-,
2 C / 2 / - 2.}/iC i t i i i i i i 1
?5/30 - 53/6 i J 6 9 1 2 1 5 8 21 2^ 27 3d

Figure 1. Running -in programme for marine propulsion engines (constant speed)

Running-in of a new engine With some exceptions, four-stroke engines are submitted to trials at the
subsequently to trials engine builder's workshops, i.e. the engine has been run in as a rule.
Nevertheless, short running in is required after installation on site because
after the workshop trials pistons and bearings are in most cases removed
for inspection, and the engine is partly or completely knocked down for
transport.

This additional running-in, during which the engine can be accelerated to

rated speed and loaded to full load, is shown in the table following below.
Please also note the preceding paragraphs and Figures 1 and 2.

Cylinder diameter < 450 mm > 450 mm

Engine transport complete knocked down complete knocked down
Load range Runnin-in time (hours)
0 - 25% 1.5 3 2 4
25 - 50% 1.5 3 2 4
50 - 75% 1.5 3 2 4
75-100% 1.5 3 2 4
Time total 6 12 6 16
Table 3. Running-in times subsequently to trials

Running-in after overhaul work In cases where overhaul work involves the replacement of cylinder liners,
pistons and/or piston rings, new running-in is required. Running-in will also
be required if the rings have been replaced on one piston only. Running-in
should comply with Figure 1 and/or the pertinent explanations.

6680 3.4.4-02 E 01.98 32/40 upw 03/04


Running-in of plain bearings
(main bearings, big end bearings
and gudgeon pin bearings)
Running-in after low-load
operation
6680 3.4.4-02 E
The cylinder liner requires re-honing in accordance with work card 050.05
unless it is replaced. A portable honing tool can be obtained from one of
our service bases.
We recommend using a special running-in oil for engines equipped with
separate cylinder lubrication. The delivery rate of the cylinder lubricating
pumps has to be increased as a matter of principle (see work card
302.02).
In cases where pistons are removed and/or rings replaced after prolonged
service times, the cylinder liner as installed is to be measured (record the
liner temperature). If the wear and ovality have reached the limits stated in
Section 2, it is necessary to replace the liner.
Excessively worn ring grooves involve excessive oil consumption and have
therefore to be reground as soon as the limits have been reached;
oversize rings are to be fitted.
In cases where used bearing shells are re-installed or new ones fitted,
without any other work requiring running-in being involved, it is sufficient to
check these bearings. Manual checking of these bearings to verify their
temperature will be sufficient so as to permit comparison with the
neighbour bearings that have not been removed or replaced. This
checking should be made after approx. 30 minutes idling operation and
once again after approx. 5 hours operation. After that time, plain bearings
have been run-in.
More reliable is the comparative measuring using an electric trace- type
thermometer or a bearing temperature measuring system. The
temperature differential between individual bearings should not exceed
approx. 5° C. The notes concerning lube oil and fuel oil selection need not
be observed in this case.
Continous operation at low load may result in heavy internal contamination
of the engine. Combustion residues from fuel oil and lube oil tend to
deposit on the top land of the piston, in the ring grooves, and possibly also
in the inlet ducts. Besides, the charge air and exhaust piping, the charge
air cooler, the turbocharger and the exhaust gas boiler may have become
oily.
Since the piston rings, too have matched with the cylinder liner under the
prevailing loading conditions, unduly fast engine accerleration tends to
lead to pronounced wear, and possibly other engine trouble (piston ring
blow-by, piston seizure).
Engine running-in should therefore be repeated after prolonged low-load
operation (> 500 hours of operation), starting from this low load, in
compliance with Figures 1 and/or 2. Please also refer to the notes under
"Part load operation".
The notes concerning lube oil and fuel oil selection need not be observed
in this case.
A Tip! For further information, please contact the service department of
MAN B&W Diesel AG, or that of the license.
01.98 32/40 upw 04/04
Engine Operation II-Control
and Optimise the Operating Data 3.5
Control the Engine/
Perform Routine Jobs 3.5.1

Control the engine / carry out cheeks

State-of-the-art engine systems are operated automatically as a rule,

using intelligent control and regulation systems. Dangers and damage
are precluded to a large extent by internal testing routines and
monitoring equipment. Regular checks are necessary nevertheless so as
to recognise the causes of potential problems as early as possible, and
to take remedial action in due time. Moreover, the necessary
maintenance work should be done as and when required.

It is the operator's duty to carry out the checks listed below, at least
during the warranty period. However, they should be continued on
expiry of the warranty term. The expense in time and costs is low as
compared to that for remedying faults or damage not recognised in
time. Results, observations and actions taken in connection with such
checks should be entered in an engine log book. Reference values
should be defined so as to make an objective assessment of findings
possible.

Regular checks The regular checks should include the following measures:
(every hour/daily)
Assess the operating status of the propulsion system, check for
alarms and shut-downs,
visual and audible assessment of the systems,
checking ratings and consumption data,
checking the contents of all tanks containing operating media,
checking the most essential engine operating data and ambient
conditions,
checking the engine, turbocharger, generator / propeller for
smooth running.

Periodic checks Additionally to the regular checks, further checks should be made at
(daily/every week) somewhat longer intervals for the following purposes:

Determine the operating hours logged, and verify the balancing of

operating times in case of multi-engine systems,
evaluate the number of starting events,
check the printers or recording instruments,
check all the relevant engine operating data,
evaluate the stability of the governor and rod,
check the engine systems for unusual vibrations and extraordinary
noise,
check all the systems, units and main components for proper
performance,
check the condition of operating media.

D36 6680 E 3.5.1-1 03.94 Page 1 of 5

Routine jobs

Fuel oil system The following routine jobs are to be carried out at appropriate intervals
with due regard to the significance:

Check the service tanks (Diesel fuel and heavy fuel oil) and top up in
time. Prior to changeover to another tank, drain the water from
the latter.
Never run the service tank completely empty because this would
permit air to enter the piping so that the injection system would
have to be vented.
Regularly drain or exhaust water and sludge from the service tanks
because otherwise sediments could rise up to the outlet connection
level.
Clean the filters and separators at regular intervals.
Ensure cleanliness during fuel pumping. Take spot tests of the fuel
on every bunkering (see work card in Section 4) and keep these
together with the engine operating data logs. The fuel has to meet
the quality specifications.

Engines operated on heavy fuel oil:

Heat the heavy fuel oil to a temperature that ensures the prescribed
viscosity to be reached at the entry into the injection pumps. Please
refer to Figure 1. Supplementary information is given in the
viscosity/temperature diagram, Section 3.3.

10-U ••"/• •«• ««tor

ii H.o»r OU vi.co.it,
•»/• b.for« •ngin»

Kroftstofftemperatur vor Motor / Fuel temperature before enaine

Figure T. Viscosity / temperature diagram (reduced version)

D36 6680 E 3.5.1-1 03.94 Page 2 of 5

Fuel oil system (continued) Do not mix heavy fuel oils of different viscosities, and do not blend
heavy fuel oil with distillate because instability may occur and cause
engine operating trouble.
Submit the heavy fuel oil to one-stage or two-stage separation,
depending on the system layout.

Lube oil system Check the lube oil level in the service tank and top up if necessary.
Check the lube oil temperatures upstream and downstream of the
cooler. Monitor the lube oil pressure at the control console and
maintain the specified service pressure by corrective regulation, if
necessary. If the oil pressure rises to an excessive level above normal
upon starting of the cold engine, this is of no significance because
the preset service pressure will be restored as the oil is getting
warm.

Caution! The engine has to be shut down immediately when the oil
pressure drops.

Check the water content of the lube oil at the specified intervals
(see maintenance schedule. Section 4).
Use lube oil grades satisfying the quality specifications (see
Section 3.3).
Clean the filters and separators at regular intervals, separate the
lube oil.

Cooling water system
Check the cooling water level in the expansion tanks (cylinder and
injection valve cooling) and top up if necessary. Check the
concentration of the corrosion inhibitor (see quality specifications,
Section 3.3 and work card 000.07).
Check the cooling water outlet temperatures. Should the
temperature rise above the specified maximum, and if corrective
regulation is not possible, reduce the engine load and take
remedial measures. Reduce the temperature slowly to avoid
thermal stresses in the engine.

Engines operated on heavy fuel oil:

Adjust the cooling water outlet temperature to the specified value

(refer to Section 2.5). If the engine operating temperature is too
low, excessive cylinder liner wear will occur, and the sulphur
contained in the heavy fuel oil will induce corrosion. Also, the fuel
oil consumption will rise.
If marine engines are operated on heavy fuel oil during
manoeuvring (pier-to-pier operation), care should be taken that the
cooling water temperatures are maintained at a level as high as
possible.

Caution! In case of faults in the engine cooling wa ter circuit, and if the
cooling water pump fails, in particular, the engine must be shut down
and the cause of fault has to be eliminated.

D366680E 3.5.1-1 03.94 Page 3 of 5

Starting ai r system Refill the compressed air vessels immediately upon engine starting
so that sufficient compressed air is available whenever required.
The connecting lines from the manifold to the starting valves are to
be checked for their temperature after starting. If a pipe becomes
too hot, the corresponding valve is not tight. This valve should be
overhauled or replaced as soon as possible because otherwise the
valve seat and the valve cone will be destroyed.

Charge air system A high air humidity may cause large amounts of condensed water
accumulating in the charge air pipe (refer to Section 3.5). Discharge
of the condensed water is to be checked through the leaked water
pipe that runs along each cylinder bank. Where the condensed
water is drained via a float valve, this valve is to be checked for
proper performance.
To minimise the accumulation of condensed water, the charge air
temperature should be kept as high as possible over the entire
operating range, however, with due allowance being made for
other operating parameters.
The charge air pressure should be looked up in the test run record
and compared with that measured on the engine. This comparison
permits to draw conclusions on the condition of the exhaust gas
turbocharger and charge aircooler. The charge air pressure
measured by a differential pressure gauge upstream and
downstream of the charge air cooler will serve as a measure for the
degree of fouling of the air side of the cooler.

Combustion Although the cylinders develop the same output, the exhaust gas
temperatures may slightly vary. It is not admissible to adjust the
cylinders to the same exhaust gas temperatures.

The cylinders should be loaded as evenly as possible. This can be

verified by comparison of the ignition pressures and the fuel rack
position of the injection pumps.

The exhaust gas temperatures have to be checked and compared with

the previously measured temperatures (acceptance certificate). If
larger differences should be found, the cause is to be traced and the
fault is to be eliminated.

The exhaust gas colouration is to be checked. Oil in the combustion

space will give the exhaust gases a bluish colour, poor combustion or
overloading will give the exhaust gases a dark to black colour.

The engine output has to be reduced if the combustion air

temperatures or air pressures deviate from the rated ones.

Indicator diagrams
Indicator diagrams have to be taken from all cylinders at the intervals
stated (refer to the maintenance schedule. Section 4). A mechanical
instrument (such as, for example, an indicator, Maihak make), or an
electronic measuring unit can be used for indicator diagrams. The
Maihak indicator does not permit to take mechanically controlled

D366680E 3.5.1-1 03.94 Page 4 of 5

 pressure / volume diagrams as these would be too inaccurate at full
load speed. However, hand-drawn diagrams can be made. Accurate
pressure curves can be obtained with the pascal meter (see the next
section). The shape of the compression / expansion line permits to
determine the ignition point and the ignition pressures, providing a
useful comparison of the loading of the individual cylinders. The
ignition pressures should be approx. the same; they should but slightly
deviate from the average ( ± 2%) and not exceed the specified level.
Higher pressures are indicative of premature injection or an excessive
injection volume, lower pressures suggest delayed injection or an
insufficient injection volume. A comparison of diagrams with those
taken on the engine as new permits to recognise potential
irregularities. The following details should be made sure to be entered
in each diagram for later comparison, if necessary: turbine speed,
charge air pressure, exhaust gas temperature downstream of the
cylinder, engine speed, injection pump setting, spring calibration, and
possibly the fuel consumption during taking of diagrams.

Rating A rating of marine engines is possible using the engine operating data
and the injection pump setting. In the case of Diesel generator sets, the
engine output can be determined from the generator output. Please
refer to Section 3.5.

Crank gear bearings
Plants designed for unmanned operation are equipped with a crank
gear monitoring system in order to detect incipient bearing damage in
good time and thus prevent consequential damage. Two systems are
used alternatively, or also together: oil mist detectors or bearing
temperature monitoring.

The oil mist detector controls the oil vapour concentration in the
crankcase for each cylinder (or cylinder pair in case of vee engines) and
releases an audible and visible alarm or shuts the engine automatically
down when smoke develops from evaporating lube oil, when the
bearing temperatures are too high, or in case of incipient piston failure.

The bearing temperature monitoring system uses resistance

thermometers fitted in the bearing bodies of main bearings. These
thermometers signal corresponding pulses to the safety system, thereby
releasing audible and visible alarm or shutting down the engine
automatically.

D36 6680 E 3.5.1-1 03.94 Page 5 of 5

Engine Log Book /
Engine Diagnosis / Engine Management 3.5.2

Engine log book

Despite any printers and plotters your plant my have, it is advisable to

enter the results of your checks in an engine log book, in which also
additional observations and actions can be noted and jobs that are due
can be entered Advantageously,

measuring and test results,

renewal and topping up of operating media,
empirical information / conclusions drawn from maintenance and
repair work

should also be entered in this engine log book. It is up to the plant

manager / chief engineer to develop the engine log book to a basic tool
to work with or an essential instrument of engine operation.

Since the opinions on what should be contained in the engine log book
differ widely, we have abstained from making proposals. However, we
would gladly assist you if desired, especially in fixing the reference
values. The information sources of reference should be the test run and
commissioning records as well as the "List of measuring and control
units".

Still more valuable empirical facts/decision aids are obtained if

essential operating data, times between overhaul or activities are not
only noted down but represented chronologically. Diagrams similar to
that shown in Figure 1 can be used for this purpose. This is an
uncomplicated method for obtaining an informative trend analysis.
Cylinder

c> 600 1200 1600 2400 3000 3600 4200 48OO 5400 6000 6600 7200 7600 8400 9000 9600 10200108
Operating hours
l l l l l l t 1 1 t t i i l l i
> 600 1200 1800 2<00 3000 3600 4200 4600 5400 6000 6600 7200 7600 6400 9000 9600 1029010600

Operating hours

Figure 7. Diagrams for trend analyses

0366660 E 3.5.2-1 12.93 Page 1 of 5

Engine diagnosis using pascal meter and PASC

Visual and audible checks of the engine plant, entries in the engine log
book and evaluations on the basis of the operating time serve for the
conventional way of determining the present and / or future condition.
Information at a higher level can be obtained by using a portable
ignition pressure and injection pressure measuring unit, the pascal
meter PM 80/6. Using this device, the pressure at the indicator
connection of up to 60 cylinders can be measured exactly and without
interfering effects from natural vibrations, printed in appropriate size
as a diagram plotted over the crank angle, and made accessible to
computer evaluation via an RS 232 interface. Similarly, the injection
pressure is recorded and output. Special pressurised pipes, however,
are required for this purpose.

The measured values which are transmitted to a computer can be

evaluated using the program PASC. This program not only produces
the cylinder pressure curve of one cylinder but also calculates the mean
indicated pressure, mep. Bar diagrams can be produced to compare the
mep differentials and the peak pressure differentials of the cylinder
pressures and the injection pressures of all cylinders. The pascal meter
and PASC permit to draw reliable conclusions on the load distribution
from cylinder to cylinder and on deviations from the normal
combustion and injection pressure trends, using the measured values,
pressure curves and diagrams obtained. Decision-taking fundamentals
are in that way furnished for corrective measures as well as servicing or
repair jobs which in turn contribute to reducing operating costs and
downtimes. Please refer to the printed publication, Section 5.

Figure 2. PM 80/6 pascal meter

with piezo-electric quartz
pressure pick-up and injection
pressure pipe with measuring
connection

D36 6680 E 3.5.2-1 12.93 Page 2 of 5

 Figure 3. Cylinder pressure curve and bar diagrams for the differentials
of mean indicated pressures and peak pressures, evaluated by the PASC

Engine diagnosis / engine management using MODIS-Geadit

MODIS-Geadit is an engine diagnosis and trend analysis system. It has

been developed by MAN B&W Diesel AG and AEG Marinetechnik.
Hamburg. The pascal meter and the PASC are modules of this system.

MODiS-Geadit is a diagnosis system which makes the know-how of

highly qualified experts available. It permits to perform a permanent
diagnosis of the engine condition in respect of

turbocharging,
combustion,
injection,
bearing temperatures, and
turbocharger running behaviour.

it performs and / or supports diagnosis functions and trend analyses. It

furnishes qualified information for the planning of maintenance work
at time intervals or by diagnosis results, and renders support to the
plant manager in prognostic engine management.

0366680 E 3.5.2-1 12.93 Page 3 of 5

 Specifically, the following can be diagnosed:

fouling of air filters, charge air cooler, turbine and exhaust gas
boiler,
deficiencies/irregularities of combustion,
deficiencies on the injection pumps and injection nozzles,
wear/damage to cylinder liners, pistons, piston rings,
operation at reduced speed and constant torque (for marine main
engines), operation at elevated ignition pressure and under low-
grade fuel conditions,
vibrations on the turbocharger due to rotor fouling.

MODIS-Geadit can not only be used on new engines but on older ones
as well, and is available in system variants of varying comfort. The
diagnostic depth always is the same. Please refer to the printed
publication, Section 5.

Figure 4. Engine diagnosis and

trend analysis system MODIS-
Geadit. Schematic information
flow
MOTOR DIAGNOSIS AND TREND SYSTEM

Trendverlauf: Druck nach Turbine fYTL 1

Anzahl Startvorgaenge
Anzahl Notstops
Bet riebszeit - .
Leer laufzeiten '
Betriebszeiten it IOX Last
Betriehszeiten it 20X Last
Betriebszeiten it 30X Last
Betriehszeiten it 40''. Last
Betriebszeiten it 5OX Last
Betriehszeiten it AOX Last ' ..:'
l Betriehszeiten it 7OX Last r
Betriehszeiten i't SO'/. Last
Figure 5. Trend analysis of a Betriehszeiten it 90X Last
Betriehszeiten it 100X Last
•' .

parameter- in this case pressure . Hochlaufzeit

I Betriehszeiten nit UeherLast
. Beti ich n i t gedrueckter Drehzahl
downstream of the turbine,
supplemented by the
representation of the load Weiter Hit einer laste
profile

D366680E 3 5.2-1 12.93 Page 4 of 5

in future - CoCoS

Engine diagnosis is but one aspect of the extensive operating complex

of propulsion systems or power generation plants. A self-contained
management system should provide intelligent tools, not only for this
complex but also for the following targets / purposes / areas:

engine diagnosis/trend analysis,

working instructions/servicing and capacity planning, .
spare parts identification,
spare parts orders and stock keeping.

This system is being developed under the term CoCoS - Computer

Controlled Surveillance as a joint project of MAN B&W Diesel and
S.E.M.T.-Pielstick.

Computer Controlled Surveillance

CoCoS

Stock Handling and

Spare Part Ordering

Figure 6. Modules of the complex CoCoS management system

D366680E 3.5.2-1 12.93 Page 5 of 5

w Load Curve During
Acceleration / Manoeuvring 3.5.3

It is not permitted to apply load to and withdraw load from Diesel

engines as quickly as desired. Instead, allowance is to be made for

thermal and mechanical loads,

exhaust gas colouration, and
the turbocharger capacity.

On stationary engines with the systems cooled down, 45 ... 60 minutes

should be allowed to expire until they are loaded at the rated output.
If the engine is at operating temperature, or has at least been
preheated (oil temperature > 40°C, engine cooling water temperature
> 60CC), the load can be applied faster.

The shortest possible load application for marine propulsion engines is

shown in Figure 1.

ZURUEC K/A STERN VORAUS /AH ÎAD

VOLL ZURUECK bit STOP STOP bii VOLL ZURUECK STOP b i t VOLL VORAUS VOLL VORAUS bit STOP
FULL ASTERN to STOP STOP to FULL ASTERN STOP to FULL AHEAD FULL AHEAD t o STOP

•
A r\r\ .

// / / 1

f
QO -

\iii /r~/t
AH .

/ I
/
22
oo
70 • j 1
Notmonoever
c
5 An - /
/,
c

\\V i/
-molmonoever
Rn
*"!?<- DU - 4f
c
—f ai
L c /n .

\/
0— '**-'
*- co,
°, . -10 .
on . fM
S
1n • i 1
r»
iø
m
0
S 2 1 0 ' 4 3 2 1 0 0 1 2 3 4 5 6 7 8 0 1 2 3

Zeit (Min.) bei vorgewärmtem Motor (Öltemperatur > 40 "C, Frischwassertemperatur > 60 °C)
Time (min, with engine at preheating temperature (L.O. temperature 2: 40°C, F.W. temperature
> 60°C)

Figure 1. Load application curve during manoeuvring

In the AHEAD and ASTERN directions, 60% of the engine output are
permitted to be applied within 30 seconds under emergency ma-
noeuvring conditions, and 40% under normal manoeuvring conditions.
The full engine output in the AHEAD direction is not allowed to be
reached earlier than after 2 minutes or 5 minutes resp.

D366680E 3.5.3-1 01 94 Page 1 of 2

 The maximum output in the ASTERN direction is by the propeller
characteristics limited to 70%. This output is permitted to be reached,
at the earliest, on expiry of 50 seconds under emergency manoeuvring
conditions, or 2 minutes, 45 seconds under normal manoeuvring
conditions resp.

In reducing the output from the maximum output in the AHEAD and
ASTERM directions to idling, 60 seconds and 45 seconds, resp. are the
minimum. Excessively fast load shedding may cause surging of the
turbochargers.

Marine main engines in preheated condition should be operated at a

speed not exceeding approx. 75% or a load not exceeding approx. 40%,
if possible. Operation at full load is admissible after the service
temperatures have been reached.

In fixing the load application and load shedding times it should be

noted that the time constants for the dynamic behaviour of the engine
relative to the prime mover and/orthe vessel may be wide apart.
Ratios of 1:100 are encountered in the case of marine propulsion
engines. This means that the engine responds much faster than the
ship does. Faster load application and load shedding rates will
therefore have but a minor effect on the ship's behaviour during-
manoeuvring (except, e.g. tug boats and ferries).

Under normal manoeuvring conditions, we therefore strongly

recommend that the normal rates should be adhered to, and
emergency manoeuvring should be restricted to exceptional situations.
This will decisively contribute to trouble-free long-term operation.

In case of manned engine operation, the engine room staff is

responsible for the observation of load application requirements. For
remotely controlled engines, the loading programs for normal and
emergency manoeuvring have to be integrated in the remote control
scope. Such integration has to be agreed between the buyer, the
shipyard and the engine supplier.

D366Ô80E 3.5.3-1 01.94 Page2of2

Engines Operated on Heavy Fuel Oil
Part Load Operation
Explanatory remarks
Better conditions
Operation on heavy fuel oil
Operation on Diesel fuel oil
D366680E 3.5.4-1
3.5.4
The ideal operating conditions for the engine prevail under even
loading at 60% to 90% of the full load output. All the systems have
been rated for this range and / or the maximum rating. In the idling
mode, or during low-load engine operation, combustion in the
cylinders is not ideal, because of the low quantities of fuel injected.
Deposits are building up in the combustion space, with contamination
of the cylinders and negative effects on the exhaust. Moreover, in part
load operation and during manoeuvring of ships, the cooling water
temperatures cannot be regulated optimally high for all load
conditions. However, this is a particularly important point in heavy fuel
oil operation.
Engines are genuinely better equipped for part load operation if
they have special part load cams on a shiftable camshaft and / or
they have a two-stage charge air cooler, the second stage of which
can be switched off for operating data improvement.
Because of the aformentioned reasons, the part load operation (below
15% of full load) on heavy fuel oil is subject to certain limitations. The
engine must subsequently be operated at full load or relatively high
load ( > 70%) for a certain period of time so as to burn away the solids
that have deposited in the cylinders. For part load operation which
necessarily lasts longer than for the time of operation as specified (see
the diagram), the engine has to be switched over to Diesel fuel
operation, and load has to be applied again as soon as possible.
For the part load operation on Diesel fuel oil the following rules are
valid:
A continuous operation below 15 % of load is to be avoided, if
possible. If this is absolutely necessary, MAN B&W Diesel AG has to
be consulted for special arrangements (e.g. using part load
inyection nozzles).
A no-load operation, especially with nominal speed (generator
operation) is only permitted for a maximum period of 1 ... 2 hours.
No limitations are required for loads above 15%.
03.95 Four-stroke engines, without 20/27 and 25/30 Page 1 of 2
 20-

15-

10 A

O1 5 10 15 20 30 £0 50 60 70 80 90 1 2 3

Figure I. Time limits for low load operation on heavy fuel oil/duration of "Relieving operation'

Explanations Figure at the left: Time limits for low load operation on heavy fuel oil
Right-hand figure: Necessary operation time at 2 70% output after
• low-load operationen heavy fuel oil. Acceleration time from
low load to 70% output not less than 15 minutes.

Example Line a At 7.5% output, max. 15 hrs HFO operation permissible, then
switch over to Diesel fuel oil, or
Line b Operate the engine for approx. 1.2 hrs at not less than 70%
output to burn away the deposits that have formed.
Subsequently, part load operation on heavy fuel oil can be
continued.

D36 6680 E 3.5.4-1 03.95 Four-stroke engines, without 20/27 and 25/30 Page 2 of 2
Determine the Engine Output
and Design Point 3.5.5

Explanatory remarks

The engine rating is one of the most essential operating parameters. It

serves as a measure in judging the economic efficiency and reliability of
the engine and other operating values. Combinations of ratings and
associated speeds or speeds and associated fuel pump settings provide
design points. The position of such design points permits to draw
conclusions on

alterations in resistance (of the ship),

losses, leakage, damage and the like,
the efficiency of the injection system, turbocharging system and
charge renewal system.

In the case of engines of advanced age ( > 30,000 hours of operation),

reliable conclusions are only possible at design points for which all
three parameters are known. Further relevant design points may have
to be taken into consideration to arrive at conclusive results.

How to proceed

In the case of marine propulsion
engines
The effective engine output Pe cannot be easily measured on marine
propulsion engines. Torque measurements and conversion would be
necessary for this purpose. The indicated output P, can be determined
from indicator diagrams by planimetering. However, this is only useful
under certain conditions because all ratings/rating limits are referred
to the effective output. The values for Pe and P, differ by the
mechanical efficiency nm.

Pe = P, x nm

Since the mechanical efficiency as determined during the test run is a

variable, this method of rating is not used either. Instead, the design
point can be determined from the speed and the mean value of fuel
pump settings, from which conclusions can be drawn on the
corresponding effective output.

In case of Diesel generator sets
The effective engine output for generator sets can be determined
relatively precisely from the effective generator output Pw, which is
measured continually, and from the generator efficiency ngen. which
varies but slightly within the usual operating range. This method,
however, does not permit to judge changes that may occur on the
engine or generator. As an alternative or additional method, design
points can be determined as outlined above, and the results obtained
can be compared.

D366680E 3.5.5-1 01.94 Page 1 of 5

Preliminaries

The mean value of fuel pump settings plotted over the output is
recorded during the engine works trials and included as a curve in the
acceptance certificate, likewise for marine and stationary engines. In
the case of marine engines, this data is also entered on an additional
sheet together with three propeller curves. The diagram corresponds
to Figure 1 and / or the form sheet enclosed.

This information permits to determine the engine rating and judge the
design points. It is necessary for this purpose that in the case of marine
propulsion engines the engine speeds and fuel pump settings are
recorded simultaneously and exactly during sea trials and immediately
afterwards with the ship loaded. This should be done at varying engine
outputs, under normal operating and climatic conditions, and with the
fuel planned for continuous operation being used. In the case of ships
equipped with controllable-pitch propellers, the propeller pitch must
be made sure to be the same. The design points obtained are to be
entered in the form sheet. Intermediate values have to be interpolated
in accordance with the diagram contained in the acceptance certificate.

For stationary engines, the fuel pump settings of the acceptance

certificate need only be copied into the form sheet.

Note: Diesel fuel oil (MDF) is used for the engine trials as a rule. In HFO
operation, pump settings are by 3-4% lower.

Determine the design point and the engine rating

Example/steps Engine type xy

Rated output 6200 kW
Rated speed 450 rpm
Speed measured 432 rpm
Pump setting measured 59 mm

Convert the measured speed value into percent of the rated speed,
which in this case would be 96%.
Look up the 96% speed point on the speed coordinate axis and project
it vertically upwards.
Determine the admission value of 59 mm on the fuel admission scale,
and project it parallel to the closest admission line (arrow) up to the
speed line. - -
Point of intersection = design point A.
Draw a horizontal through the intersection A up to the rating
coordinate and determine the value, which will be 86%.
Determine the corresponding engine output.

86 x 6200 kW/100 = 5330 kW.

D366680E 35.5-1 0194 Page 2 of 5

 Prerequisites for practical use:
Diagram prepared as required, characteristic design points
supplemented, matched to the usual fuel oil.
The method can be correspondingly applied to stationary engines.
Design points are in this case only found on the 100% speed line, or
close to it.

110

Figure J. Diagram for 55 60 65 70 75 80 85

determining the design point
and engine output

Evaluation of results

The design point that has been determined is to be within the

admissible service range - for marine propulsion engines, at least with
the vessel and engine in new condition, on the right of the theoretical
propeller curve.
The rating of the propulsion system is in order if admission settings are
as follows, with the system new and at rated speed:
Fixed-pitch propeller 85- 90%,
Controllable-pitch propeller 85-100%,
Diesel generator sets 100%.
D36 6680 E 3.5.5-1 01.94 • Page 3 of 5
 Refer to Section 3.4 - Admissible outputs and speeds.

The shifting of design points towards the left, with the other basic
conditions being the same, is attributable to increased ship's hull
resistance, propeller modifications (larger diameter, increased pitch) or
propeller defects.

Shifting of design points in upward direction (higher pump rack

settings) is attributable to lighter fuels, higher preheating
temperatures, functional inadequacies or wear in the injection system,
or functional inadequacies in the turbocharging / charge renewal .
systems. Provided normal fuels are used and the heating and cleaning
equipment is in order, the wear on injection pump plungers and barrels
will only become apparent after prolonged times of operation
(> 30,000 operating hours).

Since there are numerous potential influencing factors, whose effects

cannot be easily determined, we recommend that in case of doubt you
contact the next service base or service location of MAN B&W Diesel AG,
Augsburg.

Economically efficient outputs and speeds

The common test run / commissioning programme of marine main

engines not only includes the determination of engine speeds and fuel
pump settings as described in the passage "Preliminaries", but also the
speeds that are reached and the corresponding fuel consumption rates.
The set of data:

Engine speed / admission setting,

ship's speed, and
fuel oil consumption

are necessary for taking operational / economic decisions. Relying on

this data, reliable answers can be given to questions such as

which amount of fuel is needed if the distance A is desired to be

travelled at the speed B, or
at which speed (economic speed) the widest cruising range is
covered with a given amount of fuel.

D366680E 35.5-1 0194 Page 4 of 5

 Operating data to estimate the engine output

engine type: output: kW=100%

engine no.: speed: 1/min = 100%
fuel:
3663604

20

55 ' 6 0 65 70 75 80 85 90 95 100103 [%]

engine speed
D366680E 3.5.5-1 01.94 Page 5 of 5
Marine Main Engines

Engine operation at reduced speed

under full torque 3.5.6

Changing operating conditions

Marine propulsion systems are subject to external influences that may

lead to a shifting of design points. Causes for a shifting of design points
and/or of the propeller curve/propeller map towards the left, in the
direction of lower speeds, include

increased drive resistances, or

increased ship's resistances,

due to marine growth and increasing roughness, inappropriate

propeller layout, propeller modifications (larger diameter/ increased
pitch) or propeller defects.

Under these conditions, the engine will still reach the full torque but no
longer the full speed - at least not with the admissible rated output.
Operation of the engine under these conditions of reduced speed /
fuel-limited speed is limited as follows:

Corresponding •
Admissible
Application rated output
speed reduction
(blocked)

Marine main engine <. 10% 100%

driving a fixed-pitch or
controllable-pitch
propeller
Suction dredger
equipped with
engines 20/27, 25/30 < 30% 90%
engines 32/40 -58/64 <. 30% 100%
Fishing boats/
tugs with
engines 20/27 -32/40 <. 20% 100%

7ab/e 7. Maximum admissible speed reduction at full torque D

Operation with an even higher reduction of speed at full torque is not

admissible

because of the decreasing excess combustion air ratio

(tendency of contamination / coking of components contacted by
gas),
because of the rising component temperatures endangering vital

D366680E 3.5.6-1 01.94 Page 1 of 2

 components (exhaust valves, cylinder heads, pistons etc.), and
because of the danger that the surging limit of the compressor is
reached as a result of turbocharger fouling.

With due regard to the fact that continuous operation at reduced

speed under full torque is not only unfavourable for the engine but also
results in reduced ship's speeds, it must by all means be attempted to
eliminate or reduce avoidable resistances. Most promising are counter
measures against the above-mentioned resistances.

These values only serve for guidance. Conclusive for engine operation are the values fixed by agreement
between the buyer, the shipyard / projecting office and the engine supplier.

D366680E . 356-1 01.94 Page 2 of 2

 Means
of Optimising the Engine
to Special Operating Conditions 3.5.7

Abstract

MAN B&W four-stroke engines and turbochargers have been designed

specifically to yield optimum results, e.g. in terms of fuel oil
consumption in the upper output range. They are characterised by
operational safety over the entire output and speed range and satisfy
maximum demands of operational performance. Nevertheless,
individual operational situations / load conditions can be better coped
with by relying on supplementary/alternative equipment.

Table 1 lists the equipment for matching the engine to special

operating conditions/for optimising the operating performance. It
also lists the preferred fields of application. This table is thought as a
guidance to show you which possibilities exist and to help you in
finding possibilities for improvement. Most of the equipment can also
be retrofitted.

Equipment/ Object/
Prop Gen
purpose load condition

Blow off charge-air Full load X

Overload X

Accelerate turbocharger Manoeuvring X

(jet assist)

Bypass charge-air Part load X

Raise charge-air Part load

temperature
(two-stage charge air cooler) X (x)

Control charge-air Part load/

temperature Full load X (x)
(Allumatik)

Adjust the valve timing Part load/

(32/40 engine only) Full load X X

Adjust injection timing Part load/

Full load X x

Table J. Equipment for optimising the operating performance

fas of 04/93)

C
0366680 E 3.5.7-1 0394 Page 1 of 3
Brief descriptions
Means for charge-air blow-off
Means of accelerating the
turbocharger (jet assist)
Means of the bypassing of charge
air
Means of raising the charge-air
temperature (two-stage charge-
air cooler)
Control of the charge-air
temperature (Allumatik)
D366680E 3.5.7-1
When marine engines are operated at full load in arctic waters, the
high air density involves the danger of excessive charge-air pressure
leading to an inadmissibly high ignition pressure. Similarly, stationary
engines operated at overload are running the risk of the ignition
pressure exceeding the admissible maximum. To avoid such conditions,
excess charge air is withdrawn upstream or downstream of the charge-
air cooler and emitted into the engine room. This is achieved by means
of an electro-pneumatically controlled or spring-loaded throttle valve,
see the diagram in Section 2.4.
This possibility is used where fast and virtually soot-free acceleration is
desired in particular. In such cases, compressed air is drawn from the
starting air vessels and reduced to a pressure of approx. 3 bar, and then
passed into the compressor casing of the turbocharger to be admitted
to the compressor wheel via inclined bored passages. In that way,
additional air is supplied to the compressor which in turn is accelerated,
thereby increasing the charge-air pressure. Operation of the
accelerating system is initiated by a control, and limited to a fixed load
range. Please refer to the figure in Section 2.4.
The charge-air pipe is connected to the exhaust manifold via a reduced-
diameter pipe and a throttle valve. The throttle valve is closed in
normal operation. During part-load operation between 25 and 60%
load, the volume of air which is available for the engine is relatively
low, the charge-air pressure is relatively low, too. As a result, the
acceleration behaviour of the engine is also affected, and exhaust
plume discolouration may result. To increase the air volume that is
available lor the engine, charge air is blown into the exhaust manifold.
For this purpose, the throttle valve is opened. The resultant pressure
increase in the exhaust manifold leads to a higher turbine output,
resulting in a higher charge-air pressure.
The throttle valve is controlled through a pneumatic actuator cylinder,
as a function of the engine speed and fuel pump rack setting. Please
refer to the diagram in Section 2.4.
High air temperatures in part-load operation contribute to improved
combustion and reduced residue formation. This can be achieved if a
two-stage charge-air cooler is used and the low-temperature (LT) stage
is switched off on the water side.
Switching takes place as a function of engine loading between
90...100% speed and O...40% torque.
The control of charge-air temperatures using the air-humidity
controlled Allumatik system serves to reduce the condensation of water
when engines are operated in tropical regions. This system keeps the
charge-air temperature constant up to a certain air humidity, and
03.94 Page 2 of 3
 increases it beyond the threshold proportionally to the air humidity.
The system can be used both with single-stage and two-stage charge-air
coolers. For more details, please refer to "Cooling water system",
Section 2.4.

Means of adjusting Two twin cams per cylinder are mounted on the camshaft. Of these
the valve timing twin cams, the cam track that is nearer to the coupling end is used
(for 32/40 engines only) under full-load conditions. The camshaft is shifted on the run by a
hydro-pneumatic control system (similar to reversible engines).

This means permits to adapt the timing, i.e. the valve overlap, to the
load as prevailing. As a result, the charge renewal is optimised, i.e. the
engine operating data are improved during part-load operation. For
details, please refer to Section 2.4.

Means of adjusting the
injection timing
Adjustment on the 32/40 engine is achieved by means of a camshaft
that permits adjustment relative to the direction of rotation, by means
of a turning, axially moving and helically toothed bushing matching the
toothing provided on the camshaft. A shifting of the bush causes the
camshaft to be turned, whereby the injection timing is changed. For
details, please refer to Section 2.4.

On engine types 40/54 and above, adjustment is effected by shifting the

levers provided between the cam track and the fuel pump barrel, or by
turning the eccentric shaft carrying these shifting levers.

The above-described facilities permit to influence the ignition pressure

and the fuel consumption rate by effecting a shifting in the direction of
"Early ignition". Shifting in the direction of "Late ignition" helps in
reducing NOX emission.

D366680E 3 5.7-1 03.94 Page 3 of 3

Bypassing of Charge Air 3.5.8

Technical layout

This device for the bypassing of charge air essentially consists of a

connecting element between the charge air pipe (1) and the exhaust
manifold (8), the throttle valve (4) and the associated electro-
pneumatic control.

1 Charge air pipe

2 Orifice
3 Interconnecting line
4 Throttle valve, pneumatically operated
5 Lift limiting screw
6 Electro-pneumatic 4/2-way valve (M 392)
7 Expansion joint
8 Exhaust manifold
9 Lever for manual swiich-over
10 Shaft end. slotted
(emergency operation)

Figure 1. Charge-air bypassing (schematic)

The rate of air flow through the interconnecting pipe can be limited by
an orifice plate (2). The throttle valve is pneumatically operated. The
end positions of power cylinders can be influenced by setting screws (5).
The expansion joint (7) serves to absorb deformations / displacements
in the interconnecting pipeline.

Functional description

The supply of air to the pneumatic drive is controlled by the 4/2-way

valve (6) and its solenoid valve. The passage 1 - 2 to open the flap is
cleared when the solenoid valve is energised. The valve is switched over
to passage 1 - 3 for closing the valve when the solenoid is de-energised.
The switching condition of the solenoid (energised) is défi ned by the
following conditions:
engine speed >60... < 8 5 % * ,
pump rack setting >25... < 65% *.
engine is not started /engine is not connected
(stable load condition).

* The upper limit depends on the eng»,«.' MIC ano r.umber of cylinders (up to 95 or 75% respectively)

D366680E 3.5.8-1 0194 Page 1 of 3

 For the limiting function and for the electric control of the solenoid
valve, there is a tachogenerator/ speed relay and a split cam in the
control console for pump rack operation (engines 40/45 to 58/64). On
the 32/40 engine, pump rack settings are generated by a unit
evaluating the analog signals of the remotely operating admission
transmitter. Bypassing is by this equipment limited to an output/speed
range as shown in Figure 2.

bmep '
torque %

rat i ng */, th«or«tI c prop«L L«n curv«

w o s t « gat« \/
100
1
100 —i
36 43 605 /
80

75 -
60

50-

25 H
- 20

O -i !— O

50 60 70 80 90 100

speed '/•

Figure 2. Output I speed range for the bypassing of charge air

(example)

The bypassing of charge air into the exhaust manifold causes the charge
air pressure and the specific air/exhaust gas volume to be increased,
and the exhaust gas temperature upstream and downstream of the
turbine to be reduced.

D36 6680 E 3.5.8-1 01.94 Page 2 of 3

Setting

The settings of all elements are fixed during the engine test run and / or
during sea trials / commissioning. They must not be changed during the
warranty period without the approval of MAN B&W Diesel AG.

IErrierg é n cy opeiratip n ;

The 4/2-way valve can be switched over by hand using the lever (9) on
the underside of the valve, if necessary. The throttle valve can be
turned through the slot provided in the shaft end (10). See Figure 3.

Figure 3. Actuation of the 4/2-way valve and the throttle valve in case
or" emergency

D366680E 3.5.8-1 01.94 Page 3 of 3

Condensed Water in Charge Air
Pipesand Pressure Vessels 3.5.9

Background

Air contains finely dispersed water in the form of steam. Some of this
water condenses out as the air is compressed and cooled by the
turbocharger and charge air cooler, and this also happens with the
compressed air in air vessels. Condensation increases as

the air temperature rises,

the air humidity rises,
the charge air pressure rises, and
the charge air temperature drops.

Up to 1000 kg of water per hour can accumulate under certain

conditions, and on large engines, in the charge air pipe downstream of
the charge air cooler. This is due to the large volume of air and the
relatively high charge air pressures. The effect is promoted by tropical
temperatures.

The amount of water accumulating in air vessels is much less, hardly in

excess of 5 kg per charge.

The amount of condensed water should be reduced as far as possible.

Water must not enter the engine.

Caution! Water draining of the charge-air pipe must work properly.

Water should be drained from the air vessels after filling and before the
air is used.

Nomogram to determine the amount of condensed water

Using the nomogram in Figure 1, the amount of water can be

determined which condenses in the charge air pipe or in a pressure
vessel as the air is compressed and cooled. The principle of this method
is described by two examples which follow.

D366680E • 3.5.9-1 12.93 Page 1 of 4

 UMGEBUNGSLUFTTEMPERATUR (1 bor) o:
AMBIENT AIR TEMPERATURE (1 bor) w

RELAT 1 VE SO
LUFTFEUCHTIGKEIT
LADELUFTTEMPERATUR NACH KUEHLER
RELATIVE CHARGE AIR TEMPERATURE AFTER COOLER
A I R HUMIDITY
DRUCKLUFTTEMPERATUR IM BEHAELTER
AIR TEMPERATURE IN TANK

Figure I. Nomogram for determining the amount of condensed water in charge air pipesand pressure
vessels

Examples

Example I Determine the amount of water accumulating in the charge air pipe: -
1st step Ambient air temperature 35°C.
Relative air humidity 90%.
The corresponding point of intersection in the diagram is the point I,
i.e.
the original water concentration is 0.033 kg of water/kg of air.

D366680E 3 59-1 1293 Page 2 of 4

2nd step Charge air temperature
downstream of cooler 50°C,
charge air pressure (overpressure) 2.6 bar.
The resultant point of intersection in the diagram is point II, i.e.
the reduced water content 0.021 kg of water/ kg of air.

3rd step The difference between I and II is the condensed water amount A.
A = 1-11=0.033-0.021= 0.012kgofwater/kgofair.

4th step Multiplied by the engine output and the specific rate of air flow, the
amount of water accumulating in one hour, QA is obtained.
Engine output P 12,400 kW,
specific air flow rate *) le 7.1 kg/kWh.
Q A = A - P - l e = 0.012 12,400-7.1
= 1,055 kg of water/h ~ 1tofwater/h.

Example 2 Determine the amount of water condensing in the compressed air

vessel:

1st step Ambient air temperature 35°C.

relative air humidity 90%.
The resultant point of intersection in the diagram is point I, i.e.
the original water content 0.033 kg of water/kg of air.

2nd step Temperature T of the air in the vessel 40°C = 313 K.

Pressure in the vessel (overpressure) PU 30 bar =
absolute pressure PabS 31 bar or 31 - 105 N/m?.
The resultant point of intersection in the diagram is point III, i.e.
.the reduced water content is 0.0015 kg of water/kg of air.

3rd step The difference between I and III is the condensed water amount B.
B = I - III = 0.033-0.0015 = 0.0315 kg of water/kg of air.

4th step Multiplied by the air volume m in the vessel, the amount of water, QB, is
obtained which accumulates as the pressure vessel is filled.
QB = B m.
m is calculated as follows:
m = P-V .
R-T

*) The specific air flow rate depends on the engine type and engine loading. To obtain a rough estimate of the condensed water
volume, the following approximate values can be used:

Four-stroke engines approx. 7 0 ...7.5 kg/kWh,

Two-stroke engines approx. 9.5 kg/kWh.

D36 6680 E 35.9-1 1293 Page 3 of 4

 Legend:

Absolute pressure in the vessel, pabs 31 • 105 N/m2,

volume V of the pressure vessel 4000dm3 = 4
gas constant R for air 287 Nm/kg • K,
temperature T of the air in the vessel 40°C = 313K.

m = 31 -1Qi> - 4 . = I38kgofair.
287 313

Final result

QB = B - m = 0.0315- 138kg = 4.35 kg of water

D366680E 35.9-1 12.93 Page4of4

Load application 3.5.10

Isolated operation

Application of load dependent
on medium pressure
Large applications of load, such as occur in a ship's auxiliary engine in the
ship network or in stationary engines in isolated operation, cannot be dealt
with in one step. According to the International Association of
Classification Societies (IACS) and the internationally valid standard ISO
8528-5, applications of load must be carried out in stages. See Figure 1.
The number of stages and their level depend on the effective medium
pressure of the engine.

P e [l)
inn
on
3U
\ \ \
on _
OU
\ V ^V^
\ ^^^ ^-v. 1 1. Stage
7n
/u ^^^
2 2. Stage
en
D U
\ 2^-^ 3 3. Stage
sn ^J ^—
^^

40- ^^
7f\
Ju
"P -— Pe Application of load as a
% of continuous power
on _
zu pe medium effective
m
IU pressure in continuous
power
n p e lborl
5 10 15 20 2D

Figure 1. Application of load in stages according to IACS and ISO 8528-5

For the 32/40, 40/54, 48/60 and 58/64 engines with medium pressures
between 21.9 ... 24.9 bar, the following load stages apply:

1. Stage 33%,
2. Stage 23%,
3. Stage 18%,
4. Stage 26%.

Larger load stages can possibly be achieved using special layouts. These
will require the written agreement of MAN B&W Diesel AG.

Application of load dependent The diagram in Figure 2 applies for applications of load based on the
on the actual power current value.

BGkW
6680 3.5.10-01 E 01.98 32/40 upw 01/02
 x 1

petm x/
50 x^ 1 Mavimiim annlifatinn
x^ of toad
s'
-X
2 Usable in short term
40
_x 3 Not usable
X x2 (control reserve)
30
' ^x^ /
^--N, x"'
•*. >x ^\ xx ^x 3 Pet Application of load
20 ^fc^
•>, .—•**
\
\M^ ' Pe Constant load
^—
S^
/
0- Rk
^
P (I]
0 10 20 30 40 50 60 70 80 90 100 110 "
Reference pressure pg =
24.8 bar

Figure 2. Application of load dependent on the current power

In keeping to this maximum load connection rate, the demands of the

classification associations can be safely fulfilled. These are (at 11/97):

the dynamic speed onset as a % of the nominal speed ^ 10%,

the remaining speed change as a % of the nominal speed ^ 5%,
the settling time until intake to tolerance band +/- 1%
of the nominal speed < 5 sec.

Load shedding Even at load shedding of up to 100% of the nominal power, the following
can be guaranteed:

Dynamic speed change as a % of the nominal speed ^ 10%,

remaining speed change as a % of the nominal speed <, 5%.

Details of the connecting of load and load shedding must be agreed with
MAN B&W Diesel AG in the planning stage. They require approval.

Parallel network mode

In parallel mode with engines using other high power current generators,
basic jumps in load do not occur. The course of engine loading is not
determined here through external influences but through its own
measurements. The loading/unloading of the engine are controlled by the
regulations in section 3.5.3.

6680 3.5.10-01 E 01.98 32/40 upw 02/02

Faults/Deficiencies
and Their Causes (Trouble Shooting) 3.6.1

Explanatory remarks „.

Trouble shooting with the aid of Tables 1-3 contain a number of potential operating faults and their possi-
Tables 1-3 ble causes. They are intended to contribute to reliable fault diagnosis and
efficient elimination of their causes.

Break-down The faults were subdivided into three categories:

"Info" and "Code" columns
• Engine start/engine operation,
• operating values, and
• other problems.
In most cases, the sources/causes of faults cannot be definitely traced in
the first step. There will be several possible causes as a rule. The most
probable one is to be found, making due allowance for
• the appearance,
• the temporal and physical facts, and
• the personal, empirical know-how.
The "info" column contains references to text passages of the operating
instruction manual and to work cards. The code numbers given in the
"code" column permit the table to be also used under the motto "What
happens if...".

Example The code number 15, for example, appears at three different points in the
tables (marked by •). The meaning behind it: Supposed the injection ti-
ming is too far in the "late" direction, the following possible effects must be
expected:
• The engine does not reach the full output/speed,
• the exhaust gas temperatures are excessive, and
• the exhaust plume is visible, of dark colour.
Trouble shooting on the To be noted: The operating instruction manual for the turbocharger con-
turbocharger tains its own table for trouble shooting.

Order of entries The order of entries does not permit to draw conclusions on the probability
of causes. The order rather follows the principle: Causes related to en-
gine operating media and operating media systems in the first place, follo-
wed by engine, turbocharger, and possibly ship.

6680 3.6.1-02 E 04.97 32/40 01/09

Trouble shooting "Engine start/engine operation"

Fault/system Causes Info Code

Crankshaft does not turn on start, turns too slowly, or swings back
Compressed air system Pressure in the compressed air vessel too low 01
Main starting valve defective 162.XX 02
Starting valve defective 161 .xx 03
Starting air pilot valve defective 160.XX 05
Control and monitoring Fault in the pneumatic or electronic control system 63
system
Remote starting interlocked 83
Turning gear Turning gear not completely disengaged 79
• • -;f ^a^-iA-^v^v.;^^^^
Engine reaches ignition speed but there is no ignition
Fuel Fuel quality inadequate 3.3 09
Fuel oil system Fuel tank empty 06
Fuel system not vented 07
Injection pumps do not deliver fuel 2.4. 200.XX 08
Fuel pressure at entry into injection pump too low, 2.4, 2.5 12
supply pump defective
Fuel oil filter clogged 13
Injection pump/IP drive Excessive clearance between injection pump plunger 2.5, 200.XX 16
and barrel
Speed governing system Speed governor/booster defective/faulty/misadjusted 140.XX 56
Pick-up defective (32/40 engine) 140.XX, 400.XX 78
Control and monitoring Fuel admission release missing/too low 65
system
Fault in the pneumatic or electronic control system 63
-. • •. • ..••..-•••..:: '.r-sciVV-^. ;.;.:••-.';••• .•^^•^•••^ïï-^^f^xÇi-fXïy+i-ï^-T.^Ki^r-.---*-- ••^:./-r--^V";;-*-v«''~:'-^1T:^^-^»v-;f-"j;.*!iïi'?'^-!v
.. • . . . . . . • • • . .. . -,-.ys;^Ki^..;.Tf.v;-...-.-...-., :-.";;<-..r-s-v>«^^,\;"!:?.;-S^3-^?-.":^i«:';ï;--..^;%ii---.- • - -.-• :••*•*..•.:•>••> •+.&...?: V-.«'ïK-;.v*/t-:- /-.^^ :•>•-•?"> •
Cylinders firing irregularly
Fuel Fuel quality inadequate 3.3 09
Water in the fuel 3.3, 000.05 10
Fuel system Fuel system not vented 07
Fuel pressure at entry into injection pump too low, 2.4, 2.5 12
supply pump defective
Fuel oil f ilter clogged 13
Injection valve Injection valves defective 221. xx 20
Inlet/exhaust valves Inlet or exhaust valves sticking, valve spring broken, 113.XX, 114.XX 26
valves not tight
^•ftrcU.C-V^'ÏÏS^^
Engine does not reach full output or speed
Fuel Fuel quality inadequate 3.3 09
Water in the fuel 3.3, 000.05 10
Fuel oil viscosity too low, fuel overheated 3.3 66
Fuel system Fuel system not vented 07
Fuel pressure at entry into injection pump too low, 2.4, 2.5 12
supply pump defective
Fuel oil filter clogged 13
Injection time variation Injection timing too late (only engines having automa- 2.4, 120.XX, 15«
tic injection time variation) 200.XX

BBkW 6680 3.6.1-02 E 04.97 32/40 02/09

Fault/system Causes Info Code
Injection pump/IP drive Excessive clearance between injection pump plunger 2.5. 200.XX 16
and barrel
Injection pump plunger sticking, spring broken 200.XX 17
Fuel rack, sleeve or pump element getting stuck 200.XX 18
Pressure valve in the injection pump not tight 200.XX 19
Injection valves Injection valves defective 221. xx 20
Nozzle orifices or injection pipes clogged 221 .xx 21
Governor/admission linkage Governor/booster defective/faulty/misadjusted 140.XX 56
Governor or linkage setting spoiled 2.4, 140.XX 22
Linkage sluggish or stuck 203.XX 23
Inlet and exhaust valves Inlet or exhaust valves sticking, valve spring broken, 113.XX, 114.XX 26
valves not tight
Control and monitoring Fuel admission release missing/too low 65
system
Speed release too low 89
Turbocharge Turbocharger fouled or defective SOO.xx 49
Ship Marine propulsion engines: Propeller damaged, or 45
marine growth on hull
c
. ' - — • ' . . " Tt -x -
Irregular engine operation, knocking
Fuel system Fuel system not vented 07
Fuel pressure at entry into injection pumps too low, 2.4, 2.5 12
supply pump defective
Fuel oil filter clogged 13
Engine Engine or some of the cylinders severely overloaded 2.5, 3.5 25
Injection time variation Injection timing too early (only engines with automatic 2.4, 120.XX, 14
injection time variation) 200.XX
Injection pump/IP drive Injection pump plunger sticking, spring broken 200.XX 17
Injection valves Injection valves defective 221. xx 20
Injection and exhaust valves Injection or exhaust valves sticking, valve spring 113.XX, 114.XX 26
broken, valves not tight
Excessive valve clearance 113.XX, 114.XX 90
;
• ' • :r;;j'. ^::^TÏ:aS/^ï;V-i^ ^p-rn*^»"'. • . : : • • - ' • : : • • . >
Engine speed fluctuates
Fuel Air in the fuel 75
Fuel system Fuel pressure at entry into injection pump too low, 2.4, 2.5 12
supply pump defective
Governor/admission linkage Governor setting spoiled, admission linkage worn out 2.4, 140.XX 22
Governor/booster defective/faulty/misadjusted 140.XX 56
Linkage sluggish or stuck 203.XX 23
Pick-up defective (32/40 engine) 140.XX, 400.XX 78
Injection pump/IP drive Fuel rack, sleeve or pump element getting stuck 200.XX 18
Control and monitoring sy- Speed set value instable (air leakage/electrical signal) 58
stem

6680 3.6.1-02 E 04.97 32/40 03/09

Fault/system Causes Info Code

^^^^^^•^^^^^j^i^ß^^^^^i^^ii^^^^^^^^^^S^^^^^^^^^^:
Engine speed drops, engine stops
Fuel Water in the fuel 3.3, 000.05 10
Fuel system Fuel tank empty 06
Fuel pressure at entry into injection pump too low, 2.4, 2.5 12
supply pump defective
Fuel oil filter clogged 13
Engine Engine or some of the cylinders severely overloaded 2.5. 3.5 25
Governor/admission linkage Speed set value missing 59
Linkage sluggish or stuck 203.XX 23
Control and monitoring sy-' Shut-down initiated 2.4, 203.XX 24
stem

Overspeed protection tripped

Governor/admission linkage Governor/booster defective/faulty/misadjusted 140.XX 56
Governor - wrong "dynamic" setting 140.XX 57
Linkage sluggish or stuck 203.XX 23
Control and monitoring sy- Overspeed relay defective 85
stem

Exhaust plume contains soot, dark smoke

Fuel Fuel quality inadequate 3.3 09
Engine Engine or some of the cylinders severely overloaded 2.5, 3.5 25
Charge-air system Charge air too cold 2.5 73
Charge-air cooler fouled (excessive differential 2.5. 322.XX 53
pressure)
Injection time variation Injection tinning too late (only engines having 2.4, 120.XX, 15»
automatic injection time variation) 200.XX
Injection pump/IP drive Fuel injection pump, baffle screws worn 200.XX 69
Injection valves Injection valve defective 221. xx 20
Inlet and exhaust valves Inlet or exhaust valves sticking, valve spring broken, 113.XX, 114.XX 26
valves not tight
Control and monitoring sy- Fuel admission setting too high (marine main engines 64
stem - in manoeuvring mode only)
Turbocharger Turbocharger fouled or defective SOO.xx 49
Air intake filter clogged (air starvation) 91
: ;•:;'• -;x:.v~- • '. • .i .*>;..-.;,;••:.•• -^SW^V^^;-:' ^-vaft^
Exhaust plume is blue smoke
Fuel Water in the fuel 3.3, 000.05 10
Lube oil system Oil level in the sump too high (wet oil sump) 34
Piston/piston rings Piston ring clearance or gap excessive 2.5, 034.XX 28
Piston rings stuck or broken 034.XX 32
Turbocharger Turbocharger overlubricated 500.XX 92

Noise coming from the valve or injection pump gear (noise depending on speed)
Injection pump/IP drive Injection pump plunger sticking, spring broken 200.XX 17
Follower defective, or spring broken 111.XX, 200.XX 46
Inlet and exhaust valves Inlet or exhaust valves sticking, valve spring broken, 113.XX, 114.xx 26
valve not tight
Excessive valve clearance 113.XX, 114.XX 90

CkW 6680 3.6.1-02 E 04.97 32/40 04/09

Fault/system Causes Info Code

Smoke issuing from crankcase/crankcase vent, hollow-sounding noise coming from the crankcase
Lube oil Oil contains too much water 3.3, 000.05 81
Engine Crankcase vent blocked 93
Piston/piston rings Piston rings stuck or broken 034.XX 32
Running gear/crankshaft Piston or bearing runs hot or starts seizing 2.4, 3.5 31

Oil mist detector tripped

Oil mist detector Sensitivity wrongly set 76
Condensed water in the measuring unit (if engine 77
room ventilators blow cold air against the detector)
Lube oil Lube oil contains too much water 3.3, 000.05 81
Piston/piston rings Piston ring clearance or gap excessive 2.5, 034.XX 28
Running gear/crankshaft Piston or bearing runs hot or starts seizing 2.4, 3.5 31
Tabelle 1. Faults and their causes/trouble shooting - Part 1 - "Engine start/engine operation"

B&W 6680 3.6.1-02 E 04.97 32/40 05/09

Trouble shooting "Operating values"

Fault Causes Info Code

-'«Ofe&iïâ^i^^fc^s^cft^^SS^^ÉSîSaAfeÀ'^âî^^^^ys^^
Cooling water temperature too high
Cooling water system (HT Lack of cooling water, or air in the cooling water 42
system) system
Cooling water spaces and/or coolers fouled 000.08 43
Cooling water pump defective 44
Temperature controller defective 47
Preheating system operating 87
Engine Engine or some of the cylinders severely overloaded 2.5, 3.5 25
Control and monitoring Indicating instrument or connecting line defective 39
system

Cooling water pressure too low

Cooling water system (HT Cooling water level in the storage tank too low 70
system)
Leakage in the system 71
Pipes clogged, fittings blocked 74
Cooling water pump defective 44
Stand-by pump not started 82
Control and monitoring Indicating instrument or connecting line defective 39
system
Pressure switch/transducer defective 61
. • • - • - • • • ; • • • ' •. '•• . • - . • • - ' • • • • • . ' - . ' • ••'•••^••>..;v->V-:»:':-.^:>.- V<:H-;.-;-. /e,:i ,. ...•^-^••SA'" ' '•••:J.---'. • • /::--'-7-:^^i':'f:^;ï'ïï-tï-'^'&&£~K'
Lube oil temperature too high
Cooling water system Lack of cooling water or air in the CW system 42
(recooling system)
Cooling water spaces and/or coolers fouled 000.08 43
Cooling water pump defective 44
Temperature controller defective 47
Preheating system operating 87
Control and monitoring Indicating instrument or connecting line defective 39
system
-av«":SCXfc-::>-; .. . .. •.;••:•.•..;•: ^V^j^t-C-. ; '. .• . ;. ,-.;•'. .... ..':.. . ' • - ./>V.4;;-Æ^ V^A-:>'-.;V:' •• '...'•.<: • •
Lube oil pressure too low
Lube oil system Lack of oil in the service tank 35
Overpressure valve of lube oil pump, spring broken 36
Pressure control valve defective 60
Lube oil pipes not tight 37
Lube oil pipe clogged 80
Lube oil filter clogged 38
Lube oil pump defective 41
Stand-by pump not started 82
Control and monitoring Indicating instrument or connecting line defective 39
system
Pressure switch/transducer defective 61

6680 3.6.1-02 E 04.97 32/40 06/09

Fault Causes Info Code

Exhaust gas temperature (deviation from level or change of mean value)

Fuel system Fuel oil pressure at entry into injection pump too low, 2.4, 2.5 12
supply pump defective
Engine Engine or some of the cylinders severely overloaded 2.5, 3.5 25
Charge-air system Charge-air temperature too high, charge-air pressure 2.5 48
too low
Fault in the bypassing system 62
Injection time variation Injection timing too late (only engines having automa- 2.4. 120.XX, 15»
tic injection time variation) 200.XX
Injection valves • Injection valves defective 221 .xx 20
Injection pump Fuel injection pump - wrong setting 67
Fuel injection pump defective 68
Cylinder head Cylinder head - inlet duct fouled 055.XX 88
Inlet and exhaust valves Inlet or exhaust valves sticking, valve spring broken, 113.XX, 114.XX 26
valves not tight
Control and monitoring sy- Indicating instrument or connecting line defective 39
stem
Temperature sensor defective 84
Cabling/connections defective/inadequate 86
Turbocharger Turbocharger fouled or defective SOO.xx 49
Ship Marine propulsion engines: propeller damaged, or ma- 45
rine growth on hull
v; •,:'•-•'. .- •'..'•.-.'.••••..•';• -' -.-.:'• ' . ~ '•?':' v v •' r > :: ' -. : ••.'-• ' :.'":"•:.'• •'• " •'.••.:••:'•'••"':.'-••.• •' ..• .
Lube oil temperature too high
Air intake system/charge-air Temperature of air taken in too high 2.5 50
system
Cooling water system (LT Lack of cooling water, or air in the CW system 42
system)
Cooling water spaces and/or coolers fouled 000.08 43
Cooling water pump defective 44
Temperature controller defective 47
Control and monitoring Charge-air temperature control (Allumatic) faulty 94
system
Indicating instrument or connecting line defective 39
Temperature sensor defective 84
Cabling/connections defective/inadequate 86
>vy;y/.-v ':• :\;-^rt,ïï:':-^ïjy:£??ï^-"- ''^-^f^-^^^^^^i^^y^-^..^^-- :" -..:'- •^•••-.••"f-;:- : . -
Charge-air pressure too low
Air intake system/charge-air Temperature of air taken in too high 2.5 50
system
Charge-air cooler fouled (excessive differential 2.5, 322.XX 53
pressure)
Leakage on the air and exhaust gas sides 52
Exhaust gas system Exhaust gas back pressure too high (exhaust gas 2.5 54
boiler fouled)
Injection time variation Injection timing too early (only engines having 2.4, 120.XX. 14
automatic injection time variation) 200.XX
Control and monitoring sy- Indicating instrument or connecting line defective 39
stem
Turbocharger Air filter, compressor/turbine sides of turbocharger SOO.xx 51
fouled/damaged

OkW 6680 3.6.1-02 E 04.97 32/40 07/09

Fault Causes |/nfo l Code

Main bearings - Temperature too high

Main bearing Bearing damaged, lubrication faulty 021 .xx 72
Engine Alignment/foundation faulty 000.09. 012.XX 95
Control and monitoring Temperature sensor defective 84
system
Cabling/connections defective 86
Tabelle 2. Faults and their causes/trouble shooting - Part 2 - "Operating values"

aw 1 6680 3.6.1-02 E 04.97 32/40 08/09

Trouble shooting "Other problems"

Fault Causes
[Causes |/nfo
Info Code

Linkage of injection pumps sluggish/blocked

Governor/linkage Governor or linkage setting spoiled 2.4, 140.XX 22
Linkage sluggish or stuck 203.XX 23
Control and monitoring Shut-down device triggered 2.4, 203.XX 24
system
....-,*:>• -•>•-. . ••-.•,-. -}W> ;x;^ U..^*^'^^-'':^^';^"'-?^-^---^-''*^^^*;:^^ >', .• - -.: •
-'•?£*&?Mv&j3^:?^ •?••••'•
Injection pump delivery erratic
Fuel Fuel viscosity too low, fuel overheated 3.3 66
Fuel system Fuel system not vented 07
Fuel too cold, solidified in the pipes (HFO) 3.3 11
Fuel oil pressure at entry into injection pump too low, 2.4, 2.5 12
supply pump defective
Fuel oil f ilter clogged 13
Injection pump/IP drive Injection pump plunger sticking, spring broken 200.XX 17
Pressure valve in the injection pump not tight 200.XX 19
Fuel rack, sleeve or pump element sticking 200.XX
1.8
,:•• .-;._ v-.:- ••: - •:-.•,. *ï^ï"%ï$g&$:-. ;••..-;•• •^^:s@^M?^^^:^;VS?'o>;:i%JÏ ^ .^iS^B*'^ .?>. • ^.^--A;-. •'
Starting-air pipe at entry into cylinder head becoming hot
Cylinder head Starting air valve not tight 161.XX 04
. • . .--••'. ; • ; . . . , • • • ' — ' * *^>

Safety valve in the cylinder head blowing off

Engine Engine or some of the cylinders severely overloaded 2.5, 3.5 25
Cylinder head Safety valve, spring broken 057.XX 27
Injection time variation Injection timing too early (only engines having 2.4, 120.XX, 14
automatic injection time variation) 200.XX
Tabelle 3. Faults and their causes/trouble shooting - Part 3 - "Other problems"

BOkW 6680 3.6.1-02 E 04.97 , 32/40 09/09

Emergency Operation
With One Cylinder Failing 3.6.2

Emergency operation with one
or two cylinders failing
Even if the engine is operated with adequate care, serious faults
occuring
on the injection system or injection pump gear,
on the inlet or exhaust valves or the gear of these,
on the cylinder head, or
on the connecting rod, piston or cylinder liner
cannot be completely excluded. If such a fault occurs, the engine has to
be stopped and the damage has to be remedied. If this is not possible,
the possibilities of emergency operation are to be checked and the
necessary provisions are to be made, if any. The engine can then be
further operated under certain conditions, and at reduced output in
most cases. If for some important reason the engine cannot be
stopped, it should at least be attempted to take all appropriate
measures for avoiding consequential damage.
Table 1 lists such emergency cases, the relevant conditions and counter-
measures. The texts following after the table describe the exemplary
cases of emergency in more detail and give supplementary hints.

Fault Operation possible/ Conditions/

not possible measures/
dangers
Engine mounting
rigid semi- resilient Code number
resilient A B

Casel V V 1,5-7,9
(injection
pump switched V 1,5-7,9
off)
A Single-engine plant Case 2 V V 1,2,5-7,9
B Twin or multi-engine plant
(Rockersand
V Operation possible push rods
X Operation not possible dismounted,
Z Checking back with MAN injection V 1.2,5-7,9
B&W Diesel AG necessary pump switched
off)
CaseS V V 1-3,5-10
(Piston and VD 1-10,13
connecting rod X 12
dismantled)
Case 4 Z Z 11
(2 pistons and ZD 11
Table 1. Emergency operation connecting rods X 12
with one or two cylinders failing dismantled)

'> Operation of resiliently mounted Diesel generator sets is not possible under these conditions.

D36 6680 E 3.6.2-1 10.96 General Page 1 of 4

Explanations

Casel Operating faults which necessitate the switching off of the injection
pump (fuel admission = zero) but permit operation of the cylinder/
piston involved against the normal compression resistance, such as
fault in the injection system due to a defective nozzle,
fault on the cylinder head due to a defective valve, due to gas
leaking at the cylinder head, due to a broken cylinder head bolt.
Case 2 Operating faults which necessitate the dismantling of rockers and push
rods and the switching of f of the injection pump (fuel admission =
zero) but permit operation of the respective cylinder/ piston to be
continued against compression (valves closed), such as
fault in the valve timing gear,
fault on the cylinder head due to gas leaking on the sealing rings,
due to max. two broken cylinder head bolts 2>.
Note: Cases 1 and 2 are less problematic from the vibrational point of
view than case 3 is, because the running gear components remain in
place.
In case of operating faults which do not permit operation of the piston
against compression, case 3 should be attempted, or the engine should
be shut down.
Case 3 Operating faults making the dismantling of a complete running gear
(piston, connecting rod, push rods) necessary.
Note: Cases 1...3 are made allowance for in the torsional vibration
calculation. Limitations in operation which may become necessary are
given as barred ranges on warning plates attached to the operating
equipment.
Case 4 Operating faults making the dismantling of two complete running
gears (piston, connecting rod, push rods) necessary.

Conditions / measures / dangers

Code No. Conditions / measures / dangers

1 Switch off the injection pump as described on work card 200.01.

2 . Dismantle the rockers as described on work card 111.01.
. Dismantle both push rods as described in work card 112.01,
swing up the rocker and secure it in this position using a wire rope
and turn buckle from the basic tools stocks 3>. Plug the lube oil bores.
. Plug the oil pipe for rocker lubrication.

J
i Operation of the 32/40 engine with two cylinder head bolts broken is not permitted.
J
) Cams and followers must have no contact as the camshaft is turning.

D36 6680 E 3.6.2-1 10.96 General Page 2 of 4

Code No. Conditions/measures/dangers

3 . Dismantle the piston and connecting rod.

. Plug the lube oil bores in the gudgeon pin as described in work card
020.04.
. Plug the starting air pipe leading to the silenced cylinder.
4 For adequate balancing of the rotating mass moments, dismantle a
balance weight at the throw of the defective cylinder as described in
work card 020.01.
5 Reduce the engine output (and speed) in accordance with the
instruction plate attached to the control console. Theoretically
available output and / or speed in accordance with circumstances on
page 4.
6 Observe the operating data. The exhaust gas temperatures and
turbocharger speeds must not exceed the admissible limits.
7 Take note of the danger of turbocharger "surging".
8 Due to one piston being removed, problems in engine starting may
occur at certain crankshaft positions.
9 Permanently observe the engine. Asa matter of precaution, engine
operation/manoeuvring should be performed from the engine room.
Limit operation to emergency cases/ a limited period of time.
10 Mass balancing upset. Critical vibrations may occur on the engine or in
the ship's hull (natural hull frequencies) also outside the speed ranges
which have been barred as a result of the torsional vibration
calculation. Such ranges should be avoided /passed quickly. The
engine output is to be reduced to 50%.
11 Mass balancing severely upset. Engine operation only permitted on
consultation with MAN B&W Diesel AG.
12 Mass balancing upset. Vibrations/movements that occur on the
engine cannot be controlled by the elements of the resilient mounting
system.
13 Block the resilient mounting by means of the device provided, as
described in work card 012.04.
This blocking device is included in the tools set in case of single-engine
plants. It can also be obtained later on. Consultation with MAN B&W
Diesel AG is requested because of the preliminaries required prior to its
use.

Derating /speed reduction -

To avoid that the unaffected / remaining cylinders are overloaded, the

engine output, and possibly also the engine speed, have to be reduced.
The following theoretical conditions apply:

D366680E 3.6.2-1 10.96 General Page 3 of 4

 Controllable-pitch propeller or generator drive (n = const.)

maximum admissible output Pmax = P^.z-l .

z
fixed-pitch propeller drive (n = const.)

max. admissible speed nmax = nN Vz-1 .

z

PN rated output nfg rated speed z number of cylinders

The value for radicand can be looked up in Table 2.

z 5 6 7 8 9 10 12 14 16 18

Vz-1
z 0.89 0.91 0.93 0.94 0.94 0.95 0.96 0.96 0.97 0.97

Table 2. Factors to determine the speed reduction required when a cylinder fails

Asa matter of basic principle, the maximum admissible exhaust gas

temperature must not be exceeded, and the turbocharger must not be
"surging".

Notes / Instructions concerning vibrations

Torsional vibrations Switching off the injection pump on one of the cylinders may result in
critical speeds requiring further restrictions of the operating speed ran-
ge. The barred ranges to be observed under these abnormal operating
conditions are given on the instruction plates.

If it should be necessary to remove the running gear components of the

cylinder affected (case 3), the engine output has to be reduced to 50%.
Moreover, the mass balance is seriously upset. Free mass forces and
moments may occur, which in turn may result in anomalous vibrations
on the engine or in the ship's hull. In this case, further speed ranges
have to be barred as required.

Removal of a balance weight to compensate the rotating mass portion

of the dismantled connecting rod will restore the upset mass balance to
some extent only.

Should it become necessary to suppress the ignition of more than one

cylinder, make sure to consult MAN B&W Diesel AG, Werk Augsburg.

D36 6680 E 3.6.2-1 10.96 General Page 4 of 4

Emergency Operation
on Failure of One Turbocharger 3.6.3

Explanatory remarks

Turbochargers are turbo machines subjected to high stresses which

must reliably ensure the entire gas renewal performance of the engine
at very high speeds and relatively high temperatures and pressures.
Like the engine, the turbocharger can also suffer disturbances, despite
careful system operation, and emergency operation is also possible in
most cases unless the damage can be repaired immediately.

Means available The following means are available for emergency operation of the
engine with the turbochargers defective:

NR turbochargers (R series)

• End cover to close the turbine rear side with the rotor and bearing
housing removed (cartridge)

NA turbochargers (S series)

• Arresting key to block the rotor from the compressor side (the
suction cross-sectional opening remains unclosed) - such a key is also
available for NR34/S,
• end cover to close the compressor and turbine rear side with the
rotor dismantled.

All of these elements are so designed that the flow is not obstructed
on the air side and exhaust side of the turbocharger.

Means for use on the engine

• Cover piece (protection grid) for the far end of the turbocharger
charge-air pipe (remove the charge-air bypass pipe before, if
required). This cover piece serves to facilitate suction.
• Dummy flange for the exhaust gas pipe at the end opposite the
turbocharger (if there is a charge-air bypass). The dummy flange
serves to lock the exhaust pipe during suction, with the bypass
removed.
• In the case of Vee-type engines, depending on the layout of charge-
air and exhaust pipes on the engine, dummy flanges for the charge-
air pipe socket and exhaust pipe socket (both downstream of the
turbocharger). These dummy flanges serve to prevent wrong
switching / backflow / leakage in emergency operation.

Emergency operation with one The following possibilities exist if the rotor of the turbocharger can no
or both turbochargers failing longer rotate freely, or must be prevented from rotating. Please refer
to Table 1.

D366680E 3.6.3-1 01.94 Page 1 of 4

 Emergency measures Supplementary
measures/ provisions

Code number
Engine stop not permitted for compulsory reasons
Nothing is changed on the turbocharger. 1-3
Engine may be stopped (temporarily)
NR turbocharger

Dismantle the rotor and bearing housing 1-8

(cartridge), mount the end cover on the
rear of the turbine (see turbocharger
operating manual and relevant work
cards). Gas renewal of the engine is
through the partly stripped turbocharger
on the air side and exhaust side.

This possibility exists in case of failure of

1 turbocharger In-line engine
Vee-type engine
2 turbochargers Vee-type engine

NA turbocharger

• Measure A 1-4,8
Block the rotor from the compressor side ( 5 - 7 depending on
using the arresting key (suction opening situation and
remains open). as required)
Subsequently re-assemble intake air
silencer or intake casing. Please refer to
turbocharger operating manual and work
card 500.05.

Take measure A only if measure B cannot

be taken for reasons of time.
Consequential damage possible.

• MeasureB 1-8
Dismantle the rotor with bearings, block
the bearing casing by mounting end covers
on the compressor and turbine sides. Re-
assemble the silencer/intake casing and
the turbine inlet casing, if applicable.

(Continued on the next page)

Table 7. Emergency operation with one or both turbochargers failing.

D366680E 36.3-1 01.94 Page 2 of 4

 Emergency measures Supplementary
measures /provisions

Code number
Please refer to the turbocharger operating
manual and work card 500.05.

Possibilities in case of failure of

1 turbocharger In-line engine
Vee-type engine
2 turbochargers Vee-type engine

Table 1. Emergency operation with one or both turbochargers failing

(continued from preceding page)

Explanations

Code number Supplementary measures/provisions

1 Reduce the engine output. The maximum exhaust gas temperatures

downstream of the cylinders and upstream of the turbocharger and
(on engines equipped with two turbochargers) the maximum
admissible turbocharger speed must not be exceeded. Observe the
exhaust gas for discolouration.
Use all the endeavours that appear appropriate to reduce
consequential damage.
With the rotor arrested or dismantled, cut off the lube oil supply to
avoid fouling and fire hazards.
The engine should be operated (if equipped with two turbochargers:
partly operated) in the naturally aspirated mode.
In-line engines and Vee-type engines with separate charge-air pipes
The cover piece (protection grid) should be mounted on the charge-air
pipe of the turbocharger with the rotor arrested or dismantled. On
engines equipped with a charge-air bypass, it is also necessary to
mount the dummy flange at the exhaust gas side connection.
Vee-type engines
On Vee-type engines having a common charge-air pipe, a dummy
flange is to be mounted on the compressor outlet of the defective
turbocharger so as to avoid air losses.

D366680E 3.6.3-1 01.94 Page 3 of 4

Code number Supplementary measures / provisions

7 Vee-type engines
Separate the exhaust gas outlet side of the defective turbocharger
from the gas flow of the second turbocharger by fitting a dummy
flange.
Outputs/speeds that can be reached:

1 turbocharger failing In-line engine Vee-type engine

Fixed-pitch propeller 15% 50%

of the rated output at the
corresponding speed

Controllable-pitch propeller/ 20 % | 50 %
generator service of the rated output
at the rated speed

Table 2. Emergency operation with one or both turbochargers failing •

outputs I speeds that can be reached

D366680E 3.6.3-1 01.94 Page 4 of 4

Power Supply Failure (Black out)
Stop the engine immediately
Emergency lubrication
equipment
Automatically operated systems
D366680E 3.6.4-1
3.6.4
The term "black out" designates the sudden failure of the electrical
mains supply. As a result, the cooling water, lube oil and fuel oil supply
pumps will fail, too unless they are driven by the engine proper.
However, other vital supply equipment and measuring, control and
regulating units are affected, too.
if black out occurs at high engine output, the cooling water which now
is no longer circulating is heated by engine components that are subject
to high thermal loading, and steam bubbles may form locally.
Therefore, be careful with bleeding and discharge pipes!
No matter whether automatically controlled or manually operated
engines are concerned, it must be ensured that the engine is stopped
immediately on black out ("Zero" fuel admission) unless the pumps
start operating again after a few seconds; a case which is possible if the
electrical power supply is automatically switched over to a stand-by set.
This emergency stop can exceptionally be suspended temporarily on
marine propulsion engines following the principle "Ship has preference
to engine". Engines equipped with a clutch are to be disengaged. On
ships equipped with a controllable-pitch propeller, the pitch should be
immediately set to zero if possible to prevent that the engine is
dragged by the propeller. These-functions must be automatically
initiated when the lube oil pressure drops.
The oil supply of engines equipped with a directly connected, engine-
driven lube oil pump (and an electrically driven stand-by pump) is
maintained by this pump on black out.
Marine engines equipped with two electrically driven lube oil pumps
and which are therefore susceptible to being dragged by the ship when
coasting, have to be equipped with an emergency lubrication tank.
With such an overhead tank, the supply of oil should be ensured
(provisionally) during this phase.
Stationary engines equipped with two electrically driven pumps are set
to "Zero" admission on black out. Emergency lubrication of the engine
during the relatively short (1...3 minutes) coasting without load is
dispensed with as a rule.
Theturbocharger(s) is /are supplied with oil for some time during the
run-down period from an attached oil tank on rigidly mounted engines,
or from a separate oil tank in case of resiliency mounted engines,
irrespective of the lube oil system layout.
After the normal supply of electrical power has been restored, the
pumps and ventilators have to be started automatically and in the order
as stated:
03.94 Page 1 of 2

Manually operated engine plants
Black-out test
Putting into operation of the
engine after black out
D366680E 36.4-1
1. Lube oil pump and fuel oil supply pump,
2. cooling water pump,
3. engine room ventilation system,
4. sea water pump.
Caution! In no circumstances must the engine be allowed to start up
automatically after black out. The blocked fuel supply pumps are reset
as soon as the cooling water pump and the lube oil pump have started.
The control lever of the automatic control system is to be set to STOP
and only then is the engine allowed to be restarted and load to be
applied gradually in accordance with the automatic acceleration .
programme.
Manually operated engines have to be immediately stopped after black
out so as to avoid severe damage as a result of lube oil shortage or
thermal overloading. After the electrical power supply has been
restored, proceed as in the case of automatic operation. It is essential in
this case, too that the engine is restarted and load is applied gradually.
In the course of engine commissioning, black out is frequently caused
on purpose tötest the behaviour of the engine and the reaction of the
shut down. In order not to overstrain the engine, this testing is only
allowed to be made at an engine speed below approx. 50% and / or an
output below approx. 15%.
Depending on the load at which the engine was being operated prior
to the sudden shut-down, the cooling water which then is no longer
circulating is heated to high temperatures by the hot engine
components, possibly leading to the accumulation of steam in the
cooling spaces of the cylinder head.
Preferably, engine re-starting should therefore be postponed until the
engine has cooled down. Since this will be possible in exceptional cases
only, proceed with the restarting as follows, so as to preclude damage
by thermal shocks:
1. Interrupt recooling by bypassing the freshwater cooler.
2. Temporarily switch on the cooling water pump initially to ensure
that water at relatively low temperatures in the pipelines slowly
mixes with the hot water in the engine.
3. Switch on the cooling water and lube oil pumps.
4. Start the engine.
5. Switch on the recooling system.
0394 Page 2 of 2
Failure of the Cylinder Lubrication 3.6.5

Emergency operation with
cylinder lubrication failing
Supply of lube oil to the piston running surfaces, piston rings and
cylinder liners is ensured by splash oil in the crankcase and by additional
cylinder lubrication. If the cylinder lubrication system should fail in part
or completely, engine operation can be continued for a limited period
of time (not more than approx. 250 hours), however, at a reduced
output of 70%.

The lubrication system should be repaired or replaced as soon as

possible.

D366680E 3.6.5-1 03.94

Failure of the Speed Control System 3.6.6

Operations in case of stationary
engines
If the speed control system fails and RESET was of no success as a result
of missing or faulty input signals, internal faults or the failure of the
power supply, emergency stop of the engine becomes necessary for
stationary engines. This is initiated by emergency stop being set by the
electronic control unit. The terminal shaft is moved into'the "Admis-
sion = 0" position. If the emergency stop of the electronic control unit
is suppressed the engine has to be shut down by the emergency stop
mechanism of the fuel injection pumps instead.

Emergency operation of marine
main engines
In most of the cases it is correct to trace the fault that necessitates the
stop, to eliminate the source of trouble reliably and then to restart the
engine. For this purpose, the fault flags have to be called up by means
of the hand programming device in Level 39/Table 3. Those who are
set at "1" have to be eliminated with'the aid of the fault finding
instructions in the documentations of the manufacturer (cf. Section 5).
If this doesn 't lead to any success, MAN B&W Diesel has to be consulted.

As the trouble-shooting process may take a considerable period of time,

or in the worst case attempts may be at first of no success, marine main
engines are equipped with a special feature permitting emergency
operation. This is a lever mounted on the terminal shaft, a distance
limiter and an actuating lever to be mounted in place only if such a case
of emergency occurs. Using this actuating lever, the shaft can be turned
and fixed in a certain position. For further details, please refer to work
card 203.01 in Volume B 2.

D36 6680 E 3.6.6-1 3.95 32/40

Behaviour in case
operating values are exceeded/
alarms are released 3.6.7

General remarks

Operating values/limit values
Operating values, e.g. temperatures, pressures, flow resistances and all
other safety-relevant values/characteristics, must be kept within the range
of nominal values. Limit values must not be exceeded. Binding reference
values are contained in the test run and commissioning records (in
Volume B5) and in the "List of measuring and control devices" (in
Volume D).

Alarms, reduction and stop Depending on the extent to which values are exceeded and on the
signals potential risks, alarms, reduction or stop signals are released for the more
important operating values. This is effected by means of the alarm system
and the safety controls. Reduction signals cause a reduction of the engine
output on vessel plants. This is effected by reducing the pitch of
controllable-pitch propeller plants. Stop signals cause an engine stop.

Behaviour in emergency cases •
technical possibilities
Acoustic or visual warnings can be acknowledged. The displays remain
active until the malfunction is eliminated. Reduction or stop signals can in
the case of vessel plants be suppressed by means of the override function
of the valuation "ship takes precedence over engine". For stationary
plants, this possibility is not provided. For these, there is also no reducing
function.

Fixing alarm and limit values For fixing the alarm and the safety-relevant limit values, the requirements
of the classification societies and the own assessment are decisive.

Examples Stop criteria are, e.g., overspeed, too low lube oil pressure and too high
temperatures of the main bearing. In case the oil mist detector reacts, a
stop is usually effected as well. The occurrence of too high cooling water
temperatures causes a reduction in output of vessel plants.

Legal situation

Alarm, reduction and safety signals serve the purpose of warning against
dangers or of avoiding them. Their causes are to be traced with the
necessary care. The sources of malfunctions are to be eliminated
consistently. They must not be ignored or suppressed, except on
instructions from the management or in cases of a more severe danger.

A A Caution! Ignoring or suppressing of alarms, the cancellation of

reduction and stop signals Is highly dangerous, both for persons
and for the technical equipment

Liability claims for damages due to exceeded nominal values and

supressed or ignored alarm and safety signals respectively, can in no case
be accepted.

6680 3.6.7-01 E 12.97 32/40 01/01

Procedures on
triggering of oil mist alarm 3.6.8

What should be done?

Oil mist The oil mist concentration in the crankcase is monitored by an oil mist
detector. It increases in cases of damage to bearings and jammed pistons
and in the case of blow-through from the combustion chamber. In these
cases, an alarm is triggered and the red alarm LED starts to flash on the
oil mist detector.

Danger to people and property! AAA Danger! When the oil mist concentration Is too high, there is
acute danger to people and property. It can cause an explosion In
the crankcase and the engine, crankshaft and running-gear compo-
nents can be seriously damaged.

Turn off the engine immediately! AA Warning! When the oil mist concentration Is too high, the
engine Is switched off by the safety controls. If this does not occur
or if this is not planned, then the engine must be switched off
manually. This must be done within a matter of seconds.

In the case of oil mist detectors not functioning correctly, the engine is not
monitored. Damage which starts to occur cannot be recognised or only
recognised too late.

Tests after an oil mist alarm/engine stop

After an oil mist detector alarm occurs, the oil mist detector functions must
be tested using the manufacturer's operating instructions. The engine
must not be operated in testing.

After a wait of 10 minutes - required because of possible dangers of

explosion on the entry of air (see security regulations) - the transmission
cover must be removed. This should preferably be done where high
temperatures can be recognised by external touch.

Then a bearing check must be made on all transmission components

(including injection pumps, valve and geared drives). If there is nothing of
note here, then check piston shrouds and cylinder liners. Piston shrouds
made of aluminium alloys suffer from start damage at an early stage. Grey
cast iron shrouds are less easily damaged.

If no damage is ascertained, then extend the search for damage to those

points of the fault list which have not yet been checked. If needs be, get in
touch with the nearest service support office.

A A Important! The engine cannot be re-started until freedom from

damage has been established or original faults have been removed.

6680 3.6.8-01 E 01.98 32/40 upw 01/01

 Engine Operation IV - Engine Shut-down 3.7
Shut Down /Preserve the Engine 3.7.1

If anengine is to be shut down for more than 1 week it has to be turned

once a week for approx. 10 minutes. For this purpose, the lube oil
pumps for the lubrication of the running gear and the cylinder have to
be commissioned (oil temperature approx. 40 °C).

For longer periods of engine shut down (e.g. when the engine is put in
stock) it must be emptied, cleaned and preserved. The relevant
information is given on work card 000.14 "Corrosion inhibitors/
preservation of components or complete engines". The necessary
preliminaries, preservation proper and the appropriate preservation
agents are described.

é
D366680E 3.7.1-1 03.95
 Description
Starting Box
Page 1 (2)
Description of Starting Box
The starting box is mounted on the engine's control
side. On front of the box there are the following
indications/pushbuttons:
- Indication of engine or turbocharger RPM
- Indication of electronic overspeed
- Indication of low lub. oil pressure
- Indication of high cooling water
- Indication of spare (f.ex. emergency stop)
- Pushbutton for "Manual Start"
- Pushbutton for "Manual Stop"
- Pushbutton for "Remote" *
- Pushbutton for "Local" *
- Pushbutton for "Blocking" *
- Pushbutton for change-over between engine
and turbocharger RPM
* The function chosen is indicated in the pushbutton.
See fig 1.
Manual Start
The engine can be started by means of the start
button, but only if the button "Local" is activated.
The manual, local start is an electrical, pneumatic
start, i.e. when activating the start button a solenoid
valve opens for air to the air starter, thereby enga-
ging the starter and starting the diesel engine.
Throughout the starting cycle the start button must
be activated.
The air starter is automatically disengaged when the
diesel engine exceeds 140 RPM. If the start button
is disengaged before the diesel engine has exceeded
140 RPM, further starting cycles are blocked, until 5
sec. after the engine is at standstill.
Remote Start
Remote start can only take place if the pushbutton
for "Remote" is activated.
Manual Stop
The "Manual Stop" button is connected to the stop
coil on the governor.
97.39 - ES2S
609.35
Edition 05 H
L32/40
Blocking
If "Blocking" is activated, it is not possible to start the
diesel engine at all.
Engine / Turbocharger RPM
By activating the "Engine RPM/TC RPM" button, the
indication is changed.
Engine RPM indication is green light-emitting diodes
and turbocharger RPM indication is red light-emitting
diodes.
External Indications
There are output signals for engine RPM and
turbocharger RPM.
Engine: 0 - 1200 RPM ~ 4-20 mA
TC: 0 - 60000 RPM ~ 4-20 mA
The pushbuttonsfor"Remote", "Local" and "Blocking"
have potential free switches for external indication.
All components in the starting box are wired to the
built-on terminal box.
Description of Exhaust Gas Monitor
The exhaust gas monitor is mounted in the starting
box and equipped with an indication panel.
In the panel there are indications/pushbuttons for:
- Exhaust gas temperature for each cylinder.
• Exhaust gas temperature after turbocharger.
- RPM of the turbocharger.
• RPM of the engine.
The display of the indication panel consists of 7
segments. The first two indicate which channel is
chosen the next four indicate the value and the last
segment indicates the designation, (°C - RPM x 100
-RPM). See fig. 1.
GENERATING SETS
 taw
1 609.35 Starting Box Description
j Edition 05H Page 2 (2)

L32/40
Output Signals All signals are wired from the starting box to the built-
on terminal box.
Following output signals from the exhaust gas moni-
tor are available: Through the terminal box it is possible to have
remote display of the parameters.
- Exhaust gas temperature for each cylinder.
9 x 4-20 mA ~ 0- 600 °C
- Exhaust gas temperature after turbocharger. Data:
1 x 4-20 mA ~ 0 - 600 °C
- RPM of the turbocharger. Power supply 24V DC
1 x 4-20 mA ~ 0 - 60,000 RPM Protection IP 54
- RPM of the engine. Ambient temperature 0 - 60°C
1 x 4-20 mA - 0 - 1,200 RPM Output load Max. 400 Q per channel

B B BBBBBEh™
H |Cy1.i cy-7| [7]
[T| |Cyi.2 CyL8| [a]

[3] |Cyi.3 CyL9| QF]

E |Cyl.4 ARerT/c| [ÏO]

[3 |cyi.5 T/CRPM| (ri]

[3 |cyi.B Engine RPM| fji]

Fig 1. Starting box incl. exchaust gas monitor.

97.39 - ES2S
GENI
 B&W

t Description
Page 1 (2) Safety System 609.50
Edition 01 H

L32/40
The Safety System
The safety system is watching the most important - Emergency stop shutdown
safety operating functions of the diesel engine, i.e. - DiffVearth protection shutdown
overspeed, low lub. oil pressure, high cooling water - Regulator stop
temperature, emergency stop and diff./earth - Speed setting local
protection for medium voltage engines. - Engine run for nozzle cooling
- Signal for LT water valve
If an unintended condition occurs to one of the above - Common shutdown
functions, the safety system will release automatic - Start failure
stop of the engine (shut-down). - Start interlocks
- Engine run
In order to avoid an unintended re-starting after - Alarm blocking
t release of a shut-down, there is a built-in reset
function on the starting box which has to be activated
-
-
Cable failure
Jet system failure
before the engine can be re-started. - Engine start cyl. lubrication
- Power failure
Besides, there are built-in start/stop procedures for - Cyl. lub. flow
the engine. On fig 1 the external connections and - Jet system valve
input/output signals are shown. - Start valve
- Emergency stop valve
The safety system have functions and internal
indications for: There are push buttons for:

- Overspeed shutdown - Test

- Low lub. oil press, shutdown - Run / Stop
- High fresh water temp, shutdown

From main switch board 1 /

— 7,
~- ~~-7\
Startsignal — •,

Stop signal l Input from engine

Emergency stop signal
Diff. protection i - Speed signal
Earth connector - PressurestatePSL22lub.oil
- 1 pressure low - shut-down
To main switch board _ ^ - Thermostate TSH 1 2 cooling
l i water - shut-down
Overspeed
Low lub. oil press. .
Q 1 • Stop
High HT water temp. ' —. Q | j
I -
-
Start
Start interlock
Emergency stop ' L — —J' i i - Local mode
Earth/diff . protection
Common shutdown .
|
— r"- ~1
J /
1 1
1
Start failure 1 ~~j T j ~~^ - 1 Output to engine
Power failure 1
- Cable failure . | | i - Stop signal - shut-down valve
§ Alarm blocking | | . Jj - Stop signal to governor
o Engine run 1 | 1 - Speed setting local
Jet system failure i ^ - Startsignal
To pre.lub. oil and nozz.pump starter Power supply
24 V DC. 6 A ±20%
Start/stop signal's J

Fig 1 External connections to/from the engine control box.

95.40 - ES2S HOLEBY

GENERATING SETS
609.50 Safety System
Edition 01H
L32/40
Start/Stop of the Diesel Engine
As the engine control box can give the diesel engine
a signal of normal start/stop, it is possible to mount
remote switches for these functions. The remote
start- and stop signals must be pulse signals.
If the diesel engine does not start during a starting
trial, a potential free switch will give the information
that there is a starting failure.
HOLEBY
GENERATING SETS
Description
Page 2 (2)
The safety system is integreted in the terminal box
on the engine. Signal informations from the safety
system are connected to the starting box on the
engine and to the ship's alarm system. For further-
and detail information see the engine automatic
diagram.
95.40 - ES2S
 Description
Lubricating Oil Thermostatic Valve 615.03
Page 1(1) Edition 02H

L32/40
Thermostatic Valve
The thermostatic valve is designed as a T-piece with
the inlet in the cover (A) u nder which the thermostatic
elements are located.

The outlet to the engine (by-passing cooler) is mar-

ked (B) and outlet to the cooler is marked (C). In the
warming up period, the oil is by-passing the cooler.
When the oil from the engine reaches the normal
temperature a controlled amount af oil passes through
the cooler.

The thermostatic elements must be replaced if the

temperature during normal operation deviates
essentially from the one stated in the test report.
Fig 1 Thermostatic Valve
The valve cannot be set or adjusted, and it requires
no maintenance.

i
o

95.43 - ESOS HOLEBY

GENERATING SETS
 MAN
BOW

Description
Lubricating Oil Cooler 615.06
Page 1(1)
Edition 02H

L32/40

Principle of the Plate Heat Exchanger Plates

The built-on lubricating oil cooler is a plate heat
exchanger.
The plate heat exchanger consist of a number of cold
pressed plates which are compressed between a
frame plate (head) and the pressure plate (follower)
by means of tie bolts.
The plates are made with special corrugations,
which ensures turbulent flow and high heat transfer
cofficients.
After clamping of the plate pack, the plates - which
are fitted gaskets - ensure an effective seal between
fluids and atmosphere. In addition, intermixing of the
fluids is eliminated by a double gasket seal around
the inlet ports.
Every second plate is turned through 180°. This
means that the double gasket seal occurs around
every second inlet to the channels between the
plates.
The plate pack now forms a series of parallel flow
channels in which the fluids flow in a counter current
regime.

S
CM

9
CO
CM

96.26 - ESOU
GENERATING SETS
 Description
Centrifugal By-Pass Filter 615.15
Page 1(1)
Edition 05 H

L32/40
Description

The centrifugal filter is a by-pass filter mounted
directly at the engine base frame. The centrifugal
filter is a supplement to the main filter.
During service, a part of the lubricating oil supplied
from the engine driven lubricating oil pump enters
the centrifugal filter and returns to the oil sump in the
base frame.
For proper filtration, it is important that the rotor is
always correctly balanced.
An out-of-balance condition can occur as a result of
an uneven built-up of sludge or as a result of ex-
cessive bearing or spindle wear.

The centrifugal filter relies on the centrifugal force

and can therefore remove high density, sub-micron
particles.

Principle of Operation

Oil enters the base of the filter and depresses the

cut-off valve (A) which has a pre-set pressure valve.
The cut-off valve is fitted to ensure that at low
pressure and flow conditions the entire oil pump
output is supplied to the engine working parts. Having
depressed the cut-off valve the oil travels up the
centre of the spindle. Through holes at the top (B)
and enters the rotor (C) at the maximum height
above the stand tube. The oil completely fills the
cleaning chamber (D) and travels through the strai-
ner (E) into the drive chamber (F), leaving under
pressure via diametrically opposed tangential nozz-
les in the bottom of the rotor.

The reaction of the oil leaving the nozzles provides

A Cut-off valve D Cleaning chamber
the driving force causing the rotor to spin about the
B Top E Strainer
spindle at high speed. The oil leaving the nozzles is C Rotor F Drive chamber
then allowed to drain back to the sump, by gravity at
atmospheric pressure.
Fig. 1. Diagram showing Principle of Operation.
The centrifugal force field within the spinning rotor
forces the contaminants to travel to the inner wall of
the rotor, where they form adense rubber-like sludge
which is easily removed.

96.26 - ESOS HOLEBY

GENERATING SETS
 MAN

Description
Cooling Water Thermostatic Valve 616.04
Page 1(1) Edition 15H

L32/40

Thermostatic Valve The thermostatic valve cannot be set or adjusted,

The thermostatic valve in the high temperature
circuit is mainly located imediately after the outlet of
the engine, but alternatively in the external cooling
system near the fresh water cooler.
The cooling water enters through the cover (A) under
which the thermostatic elements are located.
and requires no maintenance.
In some plants a corresponding thermostatic valve is
installed in the low temperature circuit. The ther-
mostatic elements of this valve have an other tem-
perature range.

The number of elements depends on the size of the

valve.

The outlet to the suction side of the pump is marked

(B) and outlet to the cooler is marked (C).

In the warming-up period the cooling water is by-

passing the cooler. When the outlet water from the
cylinder heads reaches the normal temperature (75-
85° C) a controlled amount of water passes through
the cooler.

The thermostatic elements must be replaced if the

cooling water temperature during normal operation
deviates essentially from the one stated in the test
report. Fig. 1. Thermostatic Valve

91.16-ESOS HOLEBY
GSMERAT1NG SETS
 Description
Page 1 (2) Resilient Mounting of Generating Sets 619.03
EdtionOSH

Resilient Mounting of Generating sets
On resiliency mounted generating sets, the diesel
engine and the alternator are placed on a common
rigid base frame mounted on the ship's/machine
house's foundation by means of resilient supports,
type conical.
All connections from the generating set to the exter-
nal systems should be equipped with flexible
connections and pipes, gangway etc must not be
welded to the external part of the installation.
L32/40
1. The support between the bottom flange of the
conical mounting and the foundation is made with a
loose steel shim. This steel shim is adjusted to an
exact measurement (min 40 mm) for each conical
mounting.
2. The support can also be made by means of two
steel shims, at the top a loose steel shim of at least
40 mm and below a steel shim of at least 10 mm
which is adjusted for each conical mounting and then
welded to the foundation.

Resilient Support
Method 1
A resilient mounting of the generating set is made
with a number of conical mountings. The number
and the distance between them depend on the size
of the plant. These conical mountings are bolted to
brackets on the base frame (see fig 1 ).

The setting from unladen to laden condition is normally Foundation

5-11 mm for the conical mounting.

The support of the individual conical mounting can Method 2

be made in one of the following three ways:

Supporting
Steel Shim"
Steel Shim
t
Foundation

Methods

Support] n
Stml Shim"
Steel Shim—>-
Chockfast -••

Fig 1. Resilient Mounting of Generating Sets Foundation

Fig. 2. Support ofConicals

94.48 - EOOS-G HOLEBY

GENERATING SETS
619.03 Resilient Mounting of Generating Sets
Edition 03H
L32/40
3. Finally, the support can be made by means of
chockfast. It is necessary to use two steel shims, the
top steel shim should be loose and have a minimum
thickness of 40 mm, the bottom steel shim should be
cast in chockfast with a thickness of at least 10 mm.
Irrespective of the method of support, the 40 mm
steel shim is necessary to facilitate a possible future
replacement of the conical mountings, which are
always replaced in pairs.
SETS
Description
Page 2 (2)
Adjustment of Engine and Alternatoron Base
Frame
The resiliency mounted generating set is normally
delivered f rom the factory with engine and Alternator
mounted on the common base frame. Eventhough
engine and alternator have been adjusted by the
factory with the alternator rotor placed correctly in
the stator, and the crankshaft bend of the engine
within the prescribed tolerances, it is recommended
to check the crankshaft deflection before starting up
the plant.
Q
o
t
94.48-EOOS-G
 4 Maintenance/
Repair

D366680E 4-1 01.94

 Contents of Section 4
4 Maintenance/Repair

4.1 General remarks

4.2 Maintenance schedule
4.3 Tools / Special tools (explanations)
4.4 Spare parts
4.5 Replacement of components "New for old"
4.6 Special services / Repair work
4.7 Maintenance schedule
4.7.1 Maintenance schedule (systems)
4.7.2 Maintenance schedule (engine)

Q
o

D36 6628 E 98.20 32/40 Page 1 of 1

Maintenance / Repair
General Remarks
Purpose of maintenance work /
prerequisites
Maintenance schedule /
maintenance intervals/
labour and time required
Figure 1. Maintenance schedule
I extract
Work cards
in Volume B2 and C2 respectively
D36 6680 E 4.1-2
4
4.1
Similarly to regular checks, maintenance work belongs to the user's
duties. Both serve the purpose of maintaining the reliable and safe
serviceability of the system. Maintenance work should be done by
qualified personnel and at the times defined by the maintenance
schedule.
Maintenance work is of support to the engine operators in their
endeavours to recognise future failures at an early stage. It provides
useful hints on overhaul or repair becoming due, and is of influence on
the planning of downtimes.
Maintenance and repair work can only be carried out properly if the
necessary spare parts are available. It is advisable besides these spare
parts to keep an inventory of parts in reserve for unforeseen failures.
Please request MAN B&W Diesel AG to submit a quotation whenever
required.
The jobs to be done are shown in the maintenance schedule, which
contains
• abrief description of the job,
• the intervals of repetition,
• the labour and time required, and it makes reference to
• the corresponding work cards / instructions.
Wartungsplan (Motor)
Maintenance Schedule (Engine) 4.7.2
MMIUT* on* cyfnø*r *
AB« Zy1r>d«rtHjøts«n varmMMn und
050.02 152 2
15.
Ata Zytnd*rbucft»«n autbautn. .
rchigtn und kontroOwran. Dicntrôg» tmn, flapttc* tMJng nngj
Cyllnotr h*«1
1 Zytmwkopt «*»u«v twnîgwi und Rwnov«. etoan and tfi«ck on« cytrtttor
kortroBiwirv LaMdnxk d« nMd Cn«clrprMtur» Ay tooMnng tri»
n and en«c* af cylrOør
in Tn«toraumd«clu*v 5a/*iy yafrai n crvUcas* carats.-
AI* V«nta» »ut Iwchtøangigk«! Cnack *f nAts Jbr «Jy moMmanf
SctMrnMsvant« im Zytndvrkopt: AH« S«/*iy v«*» nffweytnd*f n***
Vtntito awbMMn und rtinigwv «•mov» «ndrtwn «I rafrM. Cr>*c*
Offnung»druck kontroOwr «n prtssun
The work cards, comprised in Parts B2 and C2 of the technical
documentation, contain brief descriptions of
the purpose of jobs to be done.
10.96 32/40 Page 1 of 2
 They contain

information on the tools/ appliances required, and

detailed descriptions and drawings of the work processes and steps
required.

There is one copy on paper and one foil-sealed copy of each work card
available. The latter are dirt-proof and can be appropriately used for
information while the job is being done.

Kontrolle, Entspannen und

Spannen der Pleuellagerschrauben 030.02

Zu den im Wartungsplan vorgeschriebenen Arbeiten gehört auch die

Kontrolle der hydraulisch gespannten Pleuellagerschrauben auf kor-
rekte Vorspannung. Diese Arbeit wird in der Arbeitsfolge 1 beschrie-
ben.

Die Arbeitsfolgen 2 und 3 beschreiben das hydraulische Entspannen

und Spannen der Pleuellagerschrauben. Diese Arbeiten sind vor bzw.
nach Arbeiten am Pleuellager. z.B. bei der Kontrolle der Lagerschalen
durchzuführen.

Zugehörige Arbeitskarten .................... 000.30 000.32

............................................ 009.01 009.03

[WonÄhlW

I Oruckstück ................................ . ....... 030.243

1 Hochdruckpumpe .................................. 009.338
J Hochdrvickschlauch ................................ 009306
2 Spannzylinder ..................................... 009097
2 MeOvorrichtung ................................... 009051
l fuhlerlehreO.05-l.Omm ........................... 000451
1 DrehsuhØIO ..................................... 000263

> fteueHagerfcorper
l neuetfagerdectef

Bild I. Anbau Oft fiydrauföcAen Spannvom'cMungen an die fteuelfaoenc/irauoen (Bild zeig! Reinenmolor
der Baureihe U/40)

0366628 0)0.02 10.93

Figure 2. Work card

D36 6680 E 4.1-2 10.96 32/40 Page 2 of 2

Maintenance Schedule
(Explanations)
Explanatory remarks
Maintenance schedule on pa-
per and diskette
Binding character and adaptabilities
Validity of the maintenance
schedule
Adaptation of the maintenance
schedule
D36 6628 E
4.2
The maintenance schedule of the engine comprises work to be done on
components of peripherical systems and components/subassemblies of
the engine itself (refer to Section 4.7). The maintenance schedule for the
turbocharger is part of Volume C1 of the Technical Documentation.
In addition to the paper copy an electronic version of the maintenance
schedule is available on 3.5" diskette (see also Section 4.7). The diskette
is for IBM and compatible systems equipped with Windows and Excel. By
means of this version maintenance works for specific intervals can be
selected or grouped according to individual requirements.
The maintenance schedule 4.7.1 and 4.7.2 are valid together. They
comprise jobs to be done in regular intervals up to 36,000 operating hours.
After 30,000 or 36,000 operating hours an inspection of the main
components is to be carried out. During this process the cylinder head
and valves, the cylinder liner and pistons as well as the running gear and
bearings, in particular, should be checked for wear and replaced if neces-
sary. It is recommended that you entrust one of our service bases with
this comprehensive task.
The maintenance schedule has been drawn up for standard operating
conditions and an operation of 6,000 hours per year. After a critical
evaluation of the operating values and conditions shorter intervals may
become necessary provided external operating conditions as timetable/
schedule of ships/inspection time for plants allow it. In case of favourable
operating values and conditions longer intervals may become necessary.
Favourable operating conditions are:
• constant load within a range of 60% to 90% nominal load,
• observing the specified fuel temperature and pressures,
• using the specified lube oil and fuel quality,
• as well as a proper separation of the fuel and lube oil.
Adverse operating conditions are:
• long-term operation at maximum or minimum load; prolonged idling
times; frequent, drastic load changes,
• frequent engine starting and repeated warming-up phases without
adequate preheating,
• higher loading of the engine before the specified cooling water and lube
oil temperatures are reached,
• lube oil, cooling water and charge air temperatures that are too low,
• using inadequate fuel qualities and insufficient separation,
• inadequate combustion air filtering (e.g. on stationary engines).
4.2-2 09.96 32/40
Tools/Special Tools 4.3

Explanatory remarks

Standard tools The following standard set of tools comes supplied with the engine:

• . basic tools,
hydraulic devices, and
special tools.

This set of tools permits to carry out the normal maintenance work. A
list specifying the extent and designations of these tools is contained in
Volume B6 of the technical documentation. The tools set intended for
the turbocharger(s) is contained in one case, and a list of the contents is
also included. Moreover, tools are available

for jobs more difficult to be carried out as a whole, or

that are rarely required,
which facilitate the job, or
help to overcome plant-specific obstructions.

Tools on customer's request Such tools are supplied on request. MAN B&W Diesel AG will gladly
submit an offer, if desired. The table below shows which tools are
available to supplement the standard set of tools for the engine.

Special tools Certain jobs, which are rather repair jobs than maintenance jobs,
require special expert knowledge, experience and supplementary
equipment/appliances. Further special tools, e.g. for the spot facing of
seats in the valve cages of cylinder heads (from 40/54 engine upwards),
are made available to our service bases, and possibly also our
authorised workshops, for such purposes. We therefore recommend
that you consult these partners, or entrust them to do jobs for you
whenever the own capacities in terms of time, qualification or
personnel are inadequate.

Tools on customer's request

Tools Explanations

Jig for removing / fitting the To do maintenance work such as checking the crankshaft bearing or
crankshaft bearing cap replacing the bearing shells, the crankshaft bearing cap has only to be
Ident. No. 925 lowered but need not be taken out. This would only be necessary in
special cases.

Jig for removing/fitting the Maintenance jobs such as the checking of spring assemplies can be done
torsional vibration damper (on without the complete vibration damper having to be disassembled.
the crankshaft) This is only necessary in special cases.
Ident. No. 922

D366628E 4.3-1 03.94 32/40 Page 1 of 7

Pneumatic honing tool for the Cylinder liners require rehoning when piston rings are replaced or
cylinder liner when the roughness of the running surface has become inadequate.
Ident. No. 936 b This job can be contracted to a service base or done by the user himself,
applying the honing tool.

Figure 7. Pneumatic honing tool. CERUS make, in use

Tool for regrinding the sealing The regrinding of the sealing groove becomes necessary when the
groove in the fire land ring adaptability of the sealing ring to compensate deformations/ material
Ident. No. 933 loss becomes inadequate.

Suspension device for the Where engine rooms are adequately high, the cylinder head is
cylinder head, without rocker dismantled completely. If the head room is inadequate, the rocker arm
arm casing casing has to be dismantled, and the cylinder head has to be lifted off
Ident. No. 920 a using this device.

D356628E 4 3- 03.94 32/40 Page 2 of 7

..Assembling / reversing device for Included in the standard tools set
the cylinder head
Ident. No. (901)

Figure 2. Assembling I reversing device for cylinder heads

Electric valve seat grinder Valve seats requiring a minimum of correction can be treated by hand,
Ident. No. 904 using grinding paste. Where no satisfactory result can be achieved by
this method, mechanical remachining is necessary.

Figure 3. Valve seat grinder,

Hunger make

D366628E 4.3-1 03.94 32/40 Page 3 ol7

Electric valve cone grinder Similarly to valve seats, valve cones showing minimum deficiencies can
idem. No. 903 be corrected by hand using grinding paste. Where no satisfactory result
can be achieved by this method, mechanical remachining is necessary.

Device for checking start and end The start and end of delivery of fuel pumps for the individual cylinders
of fuel delivery on fuel injection and the reciprocal load distribution are significant operating values.
pumps (pneumatically operated) Although changes due to wear or the installation of spare parts are
ident. No. 911 a negligible as a rule, it is advisable to make a check in such cases.

Figure 4. Device for checking the start and end of delivery

Testing device for injection valves The testing of injection valves for correct timing and injection is
(pneumatic/hydraulic) possible with the necessary accuracy using the hand pump supplied.
Ident. No. (...) The pneumatic tool ensures better reproducible injection conditions
and a more comfortable working.

Included in the standard tools set.

D.îô 0623 E 4,3-1 03.94 32/40 Page 4 of 7

Figure 5. Testing device for injection valves
Device for pulling the drive gear
of directly driven lube oil or
cooling water pumps
Idem. No. 923 a / b / c
Device for removing and
installing the tube stacks of the
charge-air cooler
Ident. No. 920 b
Pascalmeter PM 80 / 6 to measure
and evaluate ignition and
injection pressures
Ident. No. 912 c
D366628E 4.3-1
Pumps driven by the Diesel engine directly require no regular
maintenance. If it becomes necessary to disassemble a pump, the drive
gear has to be pulled.
For cleaning the air side, charge air coolers are flooded in the as-
installed condition. The dummy flanges needed for this purpose are
included in the standard set of tools. Should this method of cleaning
not yield a satisfactory result, and if it is not possible to carry out
cleaning at shorter intervals and if the operating conditions cannot be
improved either, this device is to be used for removing the interior of
the cooler and clean it by a more appropriate method.
The accurate measuring and evaluating of ignition and injection
pressures using the Pascalmeter furnishes useful information on the
condition of the engine and potentials for improvement. An electronic
interface and a PC program permit computer-aided evaluation. Please
refer to Section 3.5 and the printed publication, Section 5.
0394 32/40 Page 5 of 7
 j

Figure 6. Pascalmeter PM 80 / 6

Indicator, Maihak make, "Classical" means of recording compression and ignition pressures, and
for cylinder pressure recording for taking diagrams by hand.
Ident. No. 912

36 40259
Figure 7. Indicator.
Maihak make

Milling tool for fuel injection Device for corrective milling of the seating faces of injection pipes, if
pipes not properly sealing.
Ident. No. 932

D366628E 4.3-1 03.94 32/40 Page 6 of 7

Tools for engine and systems accessories

Information on tools required for engine accessories such as the oil mist
detector and for systems accessories such as filters, separators, fuel and
lube oil treating modules, water softening equipment etc. is contained
in Volumes E1 to E... of the technical documentation.

D366628E 4.3-1 03.94 32/40 Page 7 of 7

Spare Parts 4.4

Since it is so important, we are repeating below a sentence which we

have used already:

Maintenance and repair work can only be carried out properly if the
necessary spare parts are available.

The information given below is thought to assist you in quickly and

reliably finding the correct information source in case of need.

Spare parts for engines and turbochargers

Spare parts for engines and turbochargers can be identified using the
spare parts catalogues in Volumes B3 and C3 or the technical
documentation. The illustration sheets enclosed are provided with item
numbers to permit to identify the ordering number.

Zylinderbuchse
Cylinder liner
Chemise de cylindre /MAN 1
Camisa de cilindro 050.01 l ORW

E-F

Figure 7. Spare parts catalogue for engine components - illustration

sheet

D366680E 4.4-1 03.94 Page 1 of 4

 Zylinderbuchse
Cylinder liner
Chemise de cylindre
Camisa de cilmdro 050.01

à' ÆD. © © © ©
A OSO 01 A Zyltnd*ffawchM Cylinder lin«* ChcmiM d« cylindf « Camiw d* Cilindro
IS OSOO 01 RurxkJithtfing KoundM«tingring joint tof iqu« d'*uixMii* Anillo Ci'tuUr d« junt*
IB OSÛO 01 Stûuring mit Pot. 20 bit 27 Suppon ring with ttemi 8<gu* d'appui **t c r*p Anilllodcaporoconpoi
20 to 27 20*27 10*17

20 OSOO 02 VcrKhluSwhraub* Scrrw plug Bouctwnfil*!* Tomillod* Ct«rr«

21 OSOO 02 Dichtring S«l fing Anntiwjoint Arùllo d* junu
32 OSOO 02 V«rtcWuOKhf»ub« S<r** plug aowchonfil«* Tornille d* ci*rr«
2) OSOO 02 Dichuing Wal ring Ann««u-j»nt Anillodtjunt*
24 OSOO 01 V*r«Wuû«hr»ub« Scrtwplug Boucboniil*té Tornillo d» ei*f f«
26 OSOO 02 SîihKhraub« Stud «'»w Goujon Pritiontro
27 OSOO 02 Wcntkanunutttr Maiagon nul fCrOUåliipBTO TiMfU hcugon«!
32 OSOO 03 Hirt» SI»«»« Douillt C»WuillO
33 0500 03 Runddichtring Round t*Blinf ring Joint i<xiqu* d'*t*fxhé.l* Amllo circular d» (uni*
34 OSOO 01 S<h«ib« Wath«' Rortd*M* Af«nd«l«
IS OSOO 03 S«<riU«nuthf*ub« Hfiagonbolt Boulon t v* p«m Tornillo hcivgoruil
38 OSOO 03 F*u*rmgnrtg Fir« Itrxj ring Segment coup d« 1 ru A(O dv pu«ril» tupV'tO*
41 OSOO 04 RunddKht/ing Round M*ling ring Joint toriQu« d'*t«n<hé>t» Anille circular d«junu
43 OSOO CM DkMring S«*l ring Ann««u-jo«rit Anitlo df |U"l*
45 OSOO 04 Zrlinâ«fKhr«ub* Cylindnolurtw Vit I Ut* cjrlindnqu* Tornillo Ciflndrico

FigureZ. Spare parts catalogue 5

S

for engine components - text «£

sheet

Spare parts for tools/ ordering of tools (engine and turbocharger)

Complete tools can be ordered using the tools list in Volume B6 of the
technical documentation, or the index included in the tools case for
turbochargers. The ordering numbers are also given on the respective
work cards in Volumes B2 and C2. In this way, it is also possible to order
components of tools alone.

When ordering tools, the engine type, the engine works number and
the six-digit tool number which simultaneously serves as ordering
number should be stated as usual. The first three digits of the tool
number stand for the subassembly for which the tool is used. Tools
which are suited for general use have a figure below 010 instead of the
subassembly group figure.

D36 6680 E 4.4-1 03.94 Page 2 of 4

 To avoid querying, please provide the following information:

Checking, -
Untightening and Retightening X^A^\
the Big End Bearing Bolts 030.02 loawi

^\•~*^^^^ (Subassembly
PurpOMofwork '; - '- - , group)
The jobs specified In the maintenance schedule also include (hecks of
the hydraulically tightened big end bearing bolts for their correct
preloading. This job isdescrtbed in operation sequence 1.

Sequences 2 and 3 describe the hydraulic untightening and tightening

of big end bearing bolts. This work is required prior to and after work
being done to the big end bearing, e g on checking the bearing
shells.

Associated work cards 000.30 000.32

nog 01 DM 01

Too r«/applianc«s required

2 Thru« paa 030.243

Quantity *" ~, f
Hio»-0'e«ure pumo
Hiqh'preuure hole
009338
009 306
TOOlNO

Ti9hwnir>gc»lindi-r 009097 = Ordering NO.

Measuring device 009051

•"•"'*•' — •.••"• , Tomm^aû - 000.263

^
Operating Mqucncel-OwcktSebfg «id bearing boKs

1 Big end beiring body

r' ._^"^'^. ^s.

2 Big end beiring up

030.243
:
009.097
009.338
009.306 '--^^S^i '^ Engine type
see title-page
i NNG 1 -' r (Nt

Co

it .; u: ^ >s=^ —^nf

Figure 1, Mounting the hydnulic tightening tools to the big end beiring bolts {shown is the in-line engine
type 32/40)

036 6628 E 030.02-1 1093 Pig* 1 of 4

Figure 3. Information required for ordering tools and parts of these. The figure shows the work card
belonging to Subassembly group 030.

D366680E 4.4-1 03.94 Page3 of 4

Spare parts for me-a$uring, control and regulating systems, and for engine and systems accessories

Information on spare parts

for measuring, control and regulating equipment such as

temperature sensors, relays, transducers (unless contained in the
spare parts catalogue of the engine),
for engine accessories such as oil mist detector, and
for system accessories such as filters, separators, water softening
equipment and the like

are contained in Volumes D1 to D... and Volumes E1 to E...

D366680E - 4.4-1 03.94 Page 4 of 4

Substitution of Components
by the New-for-old Principle 4.5

Components of high value which have become defective or worn and

the reconditioning or repair of which requires special know-how or
facilities can be replaced by the "Reconditioned-for-old" principle.
These include

• piston crowns,
• valve cages and valves,
• fuel injection nozzles and injection pumps,
• governors,
• compressed-air starters, and
• completely assembled rotors of turbochargers (cartridges).

Such components are available from stock as a rule. If not, they will be
reconditioned / repaired and returned to your address. If need arises,
please enquire a corresponding offer from MAN B&W Diesel, Hamburg
Service Center, or from MAN B&W Diesel, Werk Augsburg.

D366680E 4.5-1 03.94

Special Services / Repair Work 4.6

No matter whether routine cases or really intricate problems are

concerned,

• MAN B&W Diesel AG, Werk Augsburg,

MAN B&W Diesel AG, Hamburg Service Center,
service bases and authorised repair workshops

are readily available to offer you a wide spectrum of services and expert
advice, ranging from spare parts supplies, consultation and assistance in
operating, maintenance and repair questions, ascertaining and settling
cases of damage through to the assignment of fitters and engineers all
over the world. Some of these services are doubtless the standard
offered by suppliers, shipyards, repair workshops or specialist firms.
Some of this whole range of services, however, can only be rendered by
someone who can rely on decades of experience in Diesel engine
designing, and in the operation, maintenance and repair of Diesel
engine systems. The latter are considered as a part of the expert
commitment towards the users of our engines and for our products.

Please note the supplementary information contained in the printed

publications of Volume A1 of the technical dpcumentation. In these,
you will also find the addresses and telephone numbers of the nearest
service bases which you can approach whenever required.

D366680E 4.6-1 0394

Maintenance Schedule 4.7

Explanation of signs and symbols

The heading of the maintenance schedule shows symbols instead of

entries in two languages. They have the following meaning:

Serial number of the maintenance work.

1,2,3 The series shows gaps for changes/up-dates which could become
necessary.

^^Mi^^B^^^^^^^^ Brief description of the job

Related work cards.

The work cards listed contain detailed information on the work steps
required. Designations ending in .xx mean either there is no uniform
il designation for the types of engine to which the maintenance schedule
applies or that they designate a group of working cards.
Relation between working cards.
X These notes are of particular significance within the maintenance
system CoCoS. They give you information on the jobs with a temporal
y connection to the work in question.

i Required personnel

e Time required in hours per person

per Relational term to indicate the time required

24 ... 36000 Repetition intervals given in operating hours
Signs used in the columns of intervals.
The meaning is repeated in each sheet. We assume that the signs
x, 1 ... 4
and symbols used in the head are sufficiently pictorial and that it is not
necessary to repeat them constantly.
Table 1. Explanation of signs and symbols of the maintenance schedule

Groups of maintenance works In case of the maintenance schedule (Systems) the maintenance works
are grouped according to systems/functional groups whereas in the main-
tenance schedule (Engine) they are grouped according to subassemblies.

D36 6628 E 4.7-2 10.96 32/40

Wartungsplan (Systeme)
Maintenance Schedule (Systems) 4.7.1

1, X o o o o
2,
3
il y 1©
per
^t o o o §
M in X 0 in
o o o
0 o o
S o CM
o o
0 o §
a 5 %
^ *-* in i— (Ø

Kraftstoffsystem • Fuel oil system

004 Systembauteile auf Dichtheit Check system components for 005 1 0.2 Motor X
kontrollieren (Sichtprüfung) tightness (visually) 006 Engine
005 Tagestank: Kraftstoffstand Check fuel oil level in day tank. Drain 004 1 0.2 Motor X
kontrollieren; Tagestank und day tank and settling tank 006 Engine
Absetztank entwässern
006 Viskosimat kontrollieren Check viscosimat (carry out 004 1 0.1 Einheit X
(Temperatur-Vergleichsmessung comparative temperature 005 Unit
durchführen) measurement)
007 Kraftstoffilter reinigen (abhängig vom
Differenzdruck)
Clean fuel oil filter (depending on
differential pressure)
1 3 Filter
Filter
1 1 1 1 1 1 1 1 i 1 1

008 Kraftstofförderpumpe überholen Overhaul fuel delivery pump 1 1 Pumpe 3 3 3 3 3 3 3 3 3 3 3

Pump
009 Pufferkolben kontrollieren/überholen Check/overhaul buffer pistons 434.04 Nil X

Schmierölsystem • Lube oil system

011 Systembauteile auf Dichtheit Check system components for 012 1 0.2 Motor X
kontrollieren (Sichtprüfung) tightness (visually) 262 Engine
012 Betriebsbehälter für Motor- und Check lube oil level in service tanks for 011 1 0.1 Motor X
Zylinderschmierung: Ölstand engine and cylinder lubrication 262 Engine
kontrollieren

X Wartungsarbeit fällig X Maintenance work is necessary

1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
3 Nach Vorschrift des Herstellers 3 According to specifications of manufacturer
4 Falls Bauteil/System vorhanden 4 If component/system is installed

6628 4.7.1-01 E 02.98 32/40 D 01/07

Wartungsplan (Systeme)
Maintenance Schedule (Systems) 4.7.1

1, n—'

2,
3
*>**> »-* p X

y
|© per
«t O
CM in
T-
O
£ o in o o CM
o O o o
o O o o o o
o o 0 o 0 o 0
in T« co «o i-
o (O
a
CO CO
§
014 Olprobe untersuchen (Tropfenprobe) Examine oil sample (spot test) 000. 05 1 0.15 Motor X
Engine
015 Olprobe analysieren lassen Take oil sample to be analysed 000.04 1 0.25 Motor X
Engine
016 Olfüllung wechseln (entsprechend Change oil filling (depending on results 000. 04 015 Nil 1 1 1 1 1 1 1 1 1 1 1
Analyse), Behälter reinigen of analysis), clean the tank
017 Olablauf kontrollieren (Sichtprüfung) Check oil drainage of piston, big-end 018 1 0.2 Zyl./ X
bei Kolben, Pleuel- und and main bearings, on the gear box 112 Einheit
Kurbelwellenlagern, am Rädertrieb und and the turbocharger (visually) - refer CyL/unit
am Turbolader -siehe auch 401 to 401
018 Olablauf kontrollieren (Sichtprüfung) Check oil drainage of camshaft 017 1 2 Motor X
bei Nockenwellenlagern, bearings, injection pumps and timing Engine
Einspritzpumpen und am Ventilantrieb gear in the rocker arm casing (visually)
(im Kipphebelgehäuse) -siehe auch -refer to 401
401
020 Schmierölpumpe überholen Overhaul the lube oil pump 300.01 2 10 Pumpe 1 1 1 1 1 1 1 1 1 1 1
Pump
023 Schmieröl-Automatikfilter reinigen Clean the lube oil service filter 024 1 3 Filter 1 1 1 1 1 1 1 1 1 1 1
(abhängig von Spülintervallen) (depending on scavenging intervals) Filter
024 Schmieröl-Indikatorfilter reinigen Clean the lube oil indicating filter 023 1 2 Filter 1 1 1 1 1 1 1 1 1 1 1
(abhängig vom Differenzdruck) (depending on differential pressure) Filter
025 Schmieröl-Vorwärmer reinigen Clean the lube oil preheater (depending 1 4 Einheit 1 1 1 1 1 1 1 1 1 1 1
(abhängig von der Separiertemperatur on separating temperature at the flow Unit
bei erforderlichem Durchsatz). rate required).
Reinigung evtl. durch Spezialfirma Cleaning should be carried out by a
special company if possible
X Wartungsarbeit fällig X Maintenance work is necessary
1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
3 Nach Vorschrift des Herstellers 3 According to specifications of manufacturer
4 Falls Bauteil/System vorhanden 4 If component/system is installed

6628 4.7.1-01 E 02.98 32/40 D 02/07

Wartungsplan (Systeme)
Maintenance Schedule (Systems) 4.7.1

1, X
| 0 o o o
2,
3
iP
y
© per
Z 8
o o o
o o 0 o 0 o 0
o o o o o
m o m § o «M o u> s
026
^
Schmieröl-Separator
*-*
Check, clean and overhaul the lube oil 1 4 Einheit 1
r- CM m i— CO (O t—

1 1 1 1
CO CO

1 1 1 1 1 1
(selbstaustragend) kontrollieren, separator (residue-selfdischarging) Unit
reinigen, überholen
027 Schmieröl-Kühler reinigen, evtl. durch Clean the lube oil cooler. Nil 1 1 1 1 1 1 1 1 1 1 1
Spezialfirma Cleaning should be carried out by a
special company if possible

Kühlwassersystem (Zylinder— und Düsenkühlung) • Cooling water system (Cylinder an injection valve cooling)
031 Ausgleichsbehälter: Kühlwasserstand Compensating tanks: Check the 032 1 0.2 Motor X
kontrollieren cooling water level Engine
032 Düsenkühlwasserrücklauf kontrollieren Check the injection valve cooling water 031 1 0.1 Motor X
(auf freien Auslauf und eventuelle system (for free drainage and fuel Engine
Kraftstoffspuren - bei Schwerölbetrieb) leckages — in case of operation on
heavy fuel oil)
033 Kühlwasser: Korrosionsschutz Check the corrosion protection of the 000.07 1 0.5 Motor X
kontrollieren — siehe auch 401 cooling water -refer to 401 Engine
035 Kühlräume kontrollieren, System Check the cooling water spaces, clean 000.08 Nil 1 1 1 1 1 1 1 1 1 1 1
chemisch reinigen (Zylinder— und the system chemically (cylinder and
Düsenkühlung). injection valve cooling system).
Reinigung evtl. durch Spezialfirma Cleaning should be carried out by a
special company if possible
036 Kühlwasser-Rückkühler: Kühlräume Heat exchanger: Clean the cooling Nil 1 1 1 1 1 1 1 1 1 1 1
reinigen, evtl. durch Spezialfirma spaces.
Cleaning should be carried out by a
special company if possible

X Wartungsarbeit fällig X Maintenance work is necessary

1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
3 Nach Vorschrift des Herstellers 3 According to specifications of manufacturer
4 Falls Bauteil/System vorhanden 4 If component/system is installed

6628 4.7.1-01 E 02.98 32/40 D 03/07

Wartungsplan (Systeme)
Maintenance Schedule (Systems) 4.7.1

1,
2,
3 *** »-* i i©
.I"""1
X

y
per
o O o 8 o 0
Z in
T-
in
CM
in
T-
o
«o
O

s
o
o o o o
o
0
CM
T-
1
o o
0 0
o to
CO CO

Druckluft- und Steuerluftsystem • Compressed air and control air system

042 Druckluftbehälter entwässern (wenn Drain compressed air tank (in case 1 0.1 Einheit X
keine automatische Entwässerung there is no automatic drainage) Unit
erfolgt)
043 Druckluftbehälter innen reinigen, Compressed-air tank: Clean the inside, 000. 35 2 10 Einheit 1 1 1 1 1 1 1 1 1 1 1
Ventile (nach Vorschrift der overhaul valves (according to Unit
Klassifikationsgesellschaft) überholen specifications of the classification
society)
044 Steuerluftsystem: Wasserabscheider Control air system: Drain the water 125. XX 1 0.1 Motor X
und Luftfilter entwässern separator and the air filter Engine
045 Steuerluftsystem: Wasserabscheider Control air system: Clean the water 125. XX 1 0.5 Motor X
und Luftfilter reinigen separator and the air filter Engine

Ladeluftsystem • Charge air system

052 Ladeluftkühler/Ladeluftleitung: Charge air cooler/pipe: Check 1 0.1 Leitung X
Kondenswasserablauf auf Menge/ condensation water drainage for Pipe
Durchgängigkeit kontrollieren quantity/free pass-through
053 Ladeluftkühler auf Wasser- und Clean charge air cooler on both water 322. 01 2 15 Kühler 1 1 1 1 1 1 1 1 1 1 1
Luftseite reinigen, evtl. durch and air side. Cooler
Spezialfirma Cleaning should be carried out by a
special company if possible

X Wartungsarbeit fällig X Maintenance work is necessary

1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
3 Nach Vorschrift des Herstellers 3 According to specifications of manufacturer
4 Falls Bauteil/System vorhanden 4 If component/system is installed

6628 4.7.1-01 E 02.98 32/40 D 04/07

Wartungsplan (Systeme)
Maintenance Schedule (Systems) 4.7.1

1, f=
*>**
X
|© per o
o o o
o
§
2,
3 ***- l= 1 y *r
CM S
T-
g o o
O o
in 0
in
0 0

eo <o
8
0 §
o
CM
O
s
0
o «o
CO eo

054 Ladeluftumblase-/Ladeluftabblaseein- Charge air bypass/blow-off device: 280. 01 062 1 0.5 Motor 1 1 1 1 1 1 1 1 1 1 1
richtung: Systembauteile auf Dichtheit Check system components for Engine
kontrollieren (Sichtprüfung). Steuer- tightness (visually). Check control and
und Überwacnungselemente auf monitoring elements
Funktionstüchtigkeit prüfen

Abgassystem • Exhaust gas system

062 Abgasabblaseeinrichtung: Exhaust gas blow-off device: Check 054 1 0.5 Motor 1 1 1 1 1 1 1 1 1 1 1
Systembauteile auf Dichtheit system components for tightness Engine
kontrollieren (Sichtprüfung). Steuer- (visually). Check control and monitoring
und Überwacnungselemente auf elements f or proper functioning
Funktionstüchtigkeit kontrollieren
063 Abgasleitung: Flanschverbindungen Exhaust gas pipe: check flange 289. 01 086 1 0.2 Leitung X
und Kompensatoren auf Dichtheit connections and compensators for Pipe
kontrollieren (Sichtprüfung) leaks (visually)

Meß-, Steuer— und Regeleinrichtungen • Measurement and control systems

072 Schalt— und Abstelleinrichtungen: Monitor and control equipment: Check 2 6 Motor X
Funktionsfähigkeit und Schaltpunkte switch points and proper function — Engine
kontrollieren — siehe auch 402 refer to 402
073 Schaltventile im 10- und 30 Dismantle control valves of the 10 and 125.XX 1 24 Motor X
bar-System zerlegen, Verschleißteile 30 bar system, replace wearing parts Engine
erneuern
074 Batterie: Ladezustand und Säurestand Accumulator: Check charge state and 1 0.5 Motor 4
kontrollieren electrolyte level Engine

X Wartungsarbeit fällig X Maintenance work is necessary

1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
3 Nach Vorschrift des Herstellers 3 According to specifications of manufacturer
4 Falls Bauteil/System vorhanden 4 If component/system is installed

6628 4.7.1-01 E 02.98 32/40 D 05/07

Wartungsplan (Systeme)
Maintenance Schedule (Systems) 4.7.1

1,
2,
3 **-*
075 Ölnebeldetektor kontrollieren/überholen
*-*
Check/overhaul oil mist detector
S|
X

y i
i
©
1 Motor
per
Z in & § in 0
0 o 0
o o o o o o
o o 0 o o o o o o
CM
n 8 T-
3 3 3 3 3 3 3 3 3 3
£8
o
o
o
tO
CO

3
Engine
076 Abgastemperatur-Meßanlage
kontrollieren
Check measuring system for exhaust
gas temperatures
i 6 Motor
Engine
3

Motorfundament/Rohranschlüsse • Engine foundation/Pipe connections

<-™<'~r~f^«*f^'"''''"y"tm~^~^TWra*^^

082 Fundamentschrauben: Vorspannung Foundation: Check tension of bolts. 012.01 083 2 8 Motor 2 X
kontrollieren. Check stoppers, brackets and resilient Engine
Stopper, Konsolen und elastische elements for tight fit (in case of ships
Elemente auf festen Sitz kontrollieren also after collision or ground contact)
(bei Schiffen auch nach Kollision oder
Grundberührung)
083 Elastische Lagerung: Setzbetrag der Resilient mount: Check amount of 082 2 3 Motor 4
elastischen Elemente feststellen settling of resilient elements 092 Engine
084 Elastische Rohrverbindungen: Alle Flexible tubes: Check all hoses 1 1 Motor 4
Schläuche kontrollieren Engine
085 Elastische Rohrverbindungen: Flexible tubes: Replace hoses for fuel 2 14 Motor 1 1 1 1 1 1 1 1 1 1 1
Schläuche für Kraftstoff, Schmieröl, oil, lube oil, cooling water, steam and Engine
Kühlwasser, Dampf und Druckluft compressed air
erneuern
086 Schraubverbindungen (z.B. an Abgas— Bolted connections: Check for tight 000.30 063 2 10 Motor X
und Ladeluftleitung, Ladeluftkühler und f it/proper preload (e.g. on exhaust gas Engine
Turbolader) auf festen Sitz/korrekte and charge air pipe, charge-air cooler
Vorspannung kontrollieren -siehe auch and turbocharger) — refer to 402
402

X Wartungsarbeit (allig X Maintenance work is necessary

1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
3 Nach Vorschrift des Herstellers 3 According to specifications of manufacturer
4 Falls Bauteil/System vorhanden 4 If component/system is installed

6628 4.7.1-01 E 02.98 32/40 D 06/07

Wartungsplan (Systeme)
Maintenance Schedule (Systems) 4.7.1

1,
2,
3
^
Elastische Kupplung/Törngetriebe • Flexible coupling/Turning gear
*-*
if
X

y i© per
o o o § 0
in m o T-
Z *— CM W
in o
CO(0
o o o
o o o 0 o
§
0 o 0
04
f
o
ns
§
o
«o
eo

«^rr'Tf^mry'rt^'-yys^ ' * «»-ST—-» - —— v"*" "^ "- • ^•^isr''^^.^

092 Elastische Kupplung: Ausrichtung und Flexible coupling: Check alignment and 000.09 083 2 8 Motor 4
Gummielemente kontrollieren rubber elements 093 Engine
093 Kupplungsschrauben auf festen Coupling bolts: Check for tight 020.04 047 1 1 Motor X
Sitz/korrekte Vorspannung kontrollieren fit/proper preload - refer to 402 Engine
- siehe auch 402
094 Törngetriebe kontrollieren/überholen Check/overhaul turning gear 1 1 Einheit 3 3 3 3 3 3 3 3 3 3 3
Unit

Außerdem erforderlich • Additionally required

401 Neu oder in überholtem Zustand
eingebaute Teile/neu eingesetzte
Betriebsstoffe einmal nach der
angegebenen Zeit kontrollieren -gilt
für 01 7, 01 8, 033
402 Neu oder in überholtem Zustand
eingebaute Teile/neu eingesetzte
Betriebsstoffe einmal nach der
angegebenen Zeit kontrollieren -gilt
für 072, 086, 093
Check parts installed in new or Nil X
reconditioned condition and operating
media applied in new or improved
condition once after the time given —
applies to 017, 018, 033
Check parts installed in new or Nil X
reconditioned condition and operating
media applied in new or improved
condition once after the time given —
applies to 072, 086, 093

X Wartungsarbeit (allig X Maintenance work is necessary

1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
3 Nach Vorschrift des Herstellers 3 According to specifications of manufacturer
4 Falls Bauteil/System vorhanden 4 If component/system is installed

6628 4.7.1-01 E 02.98 32/40 D 07/07

Wartungsplan (Motor) MAN
Maintenance Schedule (Engine) 4.7.2 BGkW

1, f= X

»-* |© per o
0 o §o oo0

<=• 1
2, 0 O
o O 0 o O o o
3
*~* y Z m
T- R §
in
T- 3 o CM
10 T" cl
o u>
CO CO

Betriebswerte • Operating data 000

^••r--r--r-rr3"*«^^?Trr^-^^

102 Abgastrübung kontrollieren (T2) Check density of exhaust gas 1 0.1 Motor X
Engine
103 Zünddrücke kontrollieren Check ignition pressures 000.25 1 0.1 Zyl. X
Cyl.
104 Betriebswerte erfassen Take the operational values 000.40 1 0.1 Motor X
Engine

Triebwerk/Kurbelwelle • Running gear/Crankshaft 020

::>»» J'A'111' '^'»•m^^WOT'OTV«»-*»^1»'^''""-^^ •~^'---'''*">™*?Trr?vr--~^™<!!<?^^

112 Triebwerk kontrollieren (Sichtprüfung) — Check the running gear (visually) — 017 2 0.2 Zyl. X
siehe auch 404 refer to 404 Cyl.
113 Kurbelwelle: Wangenatmung messen Crankshaft: Measure crankweb 000. 10 122 2 0.15 Zyl. X
(bei Schiffsmotoren auch nach Kollision deflection (in case of marine engines 202 Cyl.
oder Grundberührung) - siehe auch also after collision or ground contact) —
405 refer to 405

Kurbelwellenlager • Main bearing 021

122 Paßlager: Axialspiel kontrollieren - Locating bearing: Check end play— 021. 03 113 2 0.5 Lager X
siehe auch 405 refer to 405 202 Bearing
123 1 Lagerdeckel absenken und untere Lower one bearing cap and inspect 000.11 142 2 6 Lager X
Lagerschale kontrollieren. Falls nicht bearing shell. If bearing shell cannot be 012.02 Bearing
weiter verwendbar, alle Lager used again, check all bearings. Check 021.01
kontrollieren. Lösedruck der pressure for loosening bearing bolts
Lagerschrauben kontrollieren

X Wartungsarbeit (allig X Maintenance work is necessary

1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
3 Nach Vorschrift des Herstellers 3 According to specifications of manufacturer
4 Falls Bauteil/System vorhanden 4 If component/system is installed

6628 4.7.2-01 E 02.98 32/40 D 01/08

Wartungsplan (Motor)
Maintenance Schedule (Engine) 4.7.2

p-_
TI
1,
2,
3
*~*
124 Alle Lagerschalen erneuern
*-*
Replace all bearing shells
EE

021. 01
I X

y
2
i ©
6
per

Lager
«* O
CM m
o o
in o
^ CM in
o 0 o o
o o o o o 0 o
S 0 o o
o o CM §s
1— « (O i- CM
o o
(0
CO

X
021. 02 Bearing

Drehschwingungsdämpfer • Torsional vibration damper 027

132 Schwingungsdämpfer der Kurbelwelle: Vibration damper of crankshaft: Check 027. 01 2 30 Motor X
Hülsenfedern kontrollieren sleeve springs Engine
133 Schwingungsdämpfer der Nockenwelle: Vibration damper of camshaft: Check 101. 01 2 6 Einheit 4
Hülsenfedern kontrollieren sleeve springs 101. 02 Unit

Pleuel/Pleuellager • Connecting rod/Big end bearing 030

142 1 Lagerschale ausbauen und Remove and check one bearing shell. 000.11 123 2 4 Lager X
kontrollieren. Falls nicht weiter If bearing shell cannot be used again, 030.02 Bearing
verwendbar, alle Lager kontrollieren - check all bearings, incl. the main 030.03
auch Kurbelwellenlager. Lösedruck der bearings. Check pressure for loosening 030.04
Lagerschrauben kontrollieren bearing bolts
143 Alle Lagerschalen erneuern Replace all bearing shells 030.03 124 2 4 Lager X
030.04 Bearing

Kolben/Kolbenbolzen • Piston/Piston pin 034

'j^Bry^WS 4V*&Wg^^^wwr^^^JB*^ '^TT'syrTr'TT's^.'^v^rr.^'1^^
152 1 Kolben ausbauen, reinigen und Remove, clean and check one piston. 030. 01 156 3 2 Zyl. X
kontrollieren. Schulterspiel (nicht bei Measure shoulder clearance (not in 034. 01 172 Cyl.
32/40 und 48/60), Kolbenringe und case of 32/40 and 48/60), piston rings 034. 02
Ringnuten vermessen. Lösedruck der and ring grooves. Check pressure for 034. 05
Pleuelschaftschrauben kontrollieren loosening bolts of connecting rod shank 034. 07

X Wartungsarbeit (allig X Maintenance work is necessary

1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
3 Nach Vorschrift des Herstellers 3 According to specifications of manufacturer
4 Falls Bauteil/System vorhanden 4 If component/system is installed

6628 4.7.2-01 E 02.98 32/40 D 02/08

Wartungsplan (Motor)
Maintenance Schedule (Engine) 4.7.2

i
^~-;ri
1,
B i
= X o o
2,
3
•***> »-* y
© per
TT
CM
0
in
i— "1
o o o o § o
o 0 o o
o m o
m i- 3 (O 1—
za
o o o
3 (0
n
153 Alle Kolben ausbauen, reinigen und Remove, clean and check all pistons. 034.01 154 3 2 Zyl. X
kontrollieren. Schulterspiel (nicht bei Measure shoulder clearance (not in 034.02 155 Cyl.
32/40 und 48/60) und Ringnuten case of 32/40 and 48/60) and ring 050.05 163
vermessen. Alle Kolbenringe erneuern. grooves. Replace all piston rings.
Achtung: Wenn Kolbenringe erneuert Caution: If piston rings are replaced
werden, ist die Zylinderbuchse the cylinder liner is to be rehoned!
nachzuhonen!
154 1 Kolbenbolzen ausbauen, Remove one piston pin. Check piston 034.03 152 2 0.25 Zyl. X
Kolbenbolzenbuchse kontrollieren, pin bush, measure the clearance Cyl.
Spiel messen
155 1 Kolben zerlegen. Bauteile reinigen. Disassemble one piston. Clean 034.02 152 3 2 Zyl. X
Kühlräume und Kühlbohrungen auf components. Check cooling spaces 034.03 Cyl.
Koksansatz kontrollieren. Bei and cooling passages for coke 034.04
Schichtdicken über 1 mm alle Kolben deposits. If thickness of layer exceeds
zerlegen 1 mm, disassemble all pistons
Achtung: Nur gültig für 32/40 und Caution: This only applies to 32/40 and
58/64! 58/64 enginesl

Zylinderbuchse • Cylinder liner 050

162 1 Zylinderbuchse vermessen Measure one cylinder liner 050.02 152 2 0.25 Zyl. X
Cyl.
163 Alle Zylinderbuchsen vermessen und Measure all cylinder liners and rehone 050.02 153 2 3 Zyl. X
nachhonen 050.05 Cyl.
164 Alle Zylinderbuchsen ausbauen, Remove, clean and check all cylinder 050.01 153 3 4 Zyl. X
reinigen und kontrollieren. Dichtringe liners. Replace sealing rings 050.03 Cyl.
erneuern 050.04

X Wartungsarbeit fallig X Maintenance work is necessary

.1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
3 Nach Vorschrift des Herstellers 3 According to specifications of manufacturer
4 Falls Bauteil/System vorhanden 4 If component/system is installed

6628 4.7.2-01 E 02.98 32/40 D 03/08

Wartungsplan (Motor)
Maintenance Schedule (Engine) 4.7.2

i©
•*
1, 1^—
=71 X o 0 o
1s
0
per
2, =z
1 0 O O
o
o §
o
§ 0
o
§
3
^-* »-* V Z in
T- X
o in o
in ^ CO <0 t—
«r o »O
CM CO CO

Zylinderkopf • Cylinder head 055

172 1 Zylinderkopf abbauen, reinigen und Remove, clean and check one cylinder 055.01 3 3 Zyl. X
kontrollieren. Lösedruck der head. Check pressure for loosening the 055.02 Cyl.
Zylinderkopfschrauben kontrollieren cylinder head bolts 055.03
173 Alle Zylinderköpfe abbauen, reinigen Remove, clean and check all cylinder 055.01 3 3 Zyl. X
und kontrollieren heads 055.02 Cyl.

Sicherheitsventile • Safety valves 057/073

wtw^^^''^1'^^*'^1^^'***^!***'! M^MB^^r^PW»^ —i^-T-^T'-T-rr^y ^«w*^ -*..•«•"" '-^w*3^r-^*'^!^

182 Sicherheitsventile in Triebraumdeckeln: Safety valves in crankcase covers: 073.01 1 0.1 Ventil X
Alle Ventile auf Leichtgängigkeit Check all valves for easy movement 073.02 Valve
kontrollieren
183 Sicherheitsventile in Zylinderköpfen: Safety valves in the cylinder heads: 1 2 Ventil X
Alle Ventile ausbauen und reinigen. Remove and clean all valves. Check Valve
Offnungsdruck kontrollieren opening pressure
Steuerungsantrieb • Camshaft drive ÏOO

202 Zahnräder kontrollieren, Zahnspiele Check gearwheels, measure the 100.02 017 2 1 Motor X
messen - siehe auch 406 backlash - refer to 406 113 Engine
122

Nockenwelle/Nockenwellenlager/Schwinghebel • Camshaft/Camshaft bearing/Cam follower 101/102/112

212 Nocken, Rollen und Schwinghebel Check cams, rollers and cam follower 112.01 018 1 0.5 Zyl. X
kontrollieren (Sichtprüfung) — bei (visually) — in case of in-line engines. 214 Cyl.
Reihenmotoren. Siehe auch 405 Refer to 405

X Wartungsarbeit fällig X Maintenance work is necessary

1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
3 Nach Vorschrift des Herstellers 3 According to specifications of manufacturer
4 Falls Bauteil/System vorhanden 4 If component/system is installed

6628 4.7.2-01 E 02.98 32/40 D 04/08

Wartungsplan (Motor) MAN
Maintenance Schedule (Engine) 4.7.2 law

1,
2,
3 »-*
»-*
r—

zzE"

^z 1 X

y
1© per
o O
Z to
T"
in
CM
0
s % so ooo os oo
o
r CO (Os
o o

1—
0 o
O o
O o
O ID
CO n

213 Nocken, Rollen und Schwinghebel Check cams, rollers and cam follower 112.01 018 1 1 Zyl. X
kontrollieren (Sichtprüfung) — bei (visually) — in case of V-type engines 215 Cyl.
V-Motoren
214 Schwinghebelbuchsen an 1 Zylinder Check bushes of cam follower on one 112. 01 212 2 2 Zyl. X
kontrollieren — bei Reihenmotoren cylinder— in case of in-line engines 303 Cyl.
215 Schwinghebelbuchsen an 1 Zylinder Check bushes of cam follower on one 112. 01 213 2 3 Zyl. X
kontrollieren - bei V-Motoren cylinder— in case of V-type engines 303 Cyl.

Kipphebel • Rocker arm 111

222 Kipphebel und zugehörige Check rocker arm and relevant bolted 111.01 222 1 0.1 Zyl. X
Schraubverbindungen kontrollieren connections (visually) 233 Cyl.
(Sichtprüfung)
223 Kipphebellagerbuchsen an 2 Zylindern Check rocker arm bushes on two 111.01 173 2 2 Zyl. X
kontrollieren cylinders Cyl.

Ein- und Auslaßventile • Inlet and exhaust valves 113/114

rr*!?r'*rsys^'^^*"'sry*r'*^.Æ^^»m^s^^^

232 Ein- und Auslaßventile: Drehbewegung Inlet and exhaust valves: Check proper 113.01 222 1 0.1 Zyl. X
während des Betriebes kontrollieren — rotation during operation — refer to 405 233 Cyl.
siehe auch 405
233 Ventilspiel kontrollieren - siehe auch Check valve clearance- refer to 405 111.02 222 2 0.2 Zyl. X
405 232 Cyl.
234 2 Einlaßventile ausbauen. Ventilsitze Remove two inlet valves. Check valve 113.01 172 2 1 Ventil X
kontrollieren. Ventildrehvorrichtungen seats. Check valve rotators, replace 113.02 243 Valve
kontrollieren, verschlissene Teile wearing parts 113.03
austauschen 113.04

X Wartungsarbeit fällig X Maintenance work is necessary

1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
3 Nach Vorschrift des Herstellers 3 According to specifications of manufacturer
4 Falls Bauteil/System vorhanden 4 If component/system is installed

6628 4.7.2-01 E 02.98 32/40 D 05/08

Wartungsplan (Motor)
Maintenance Schedule (Engine) 4.7.2

1, X
§
2,
3
***>
*-*
y
ft
y Î © per 0
o o o g o § o
Z m m o in o
CM in CO 8
o 0
o o
CM
o
0
0
o
CM CO CO
§ s
235 Alle Einlaßventile ausbauen. Ventilsitze Remove all inlet valves. Check valve 113.01 152 2 2 Ventil X
kontrollieren und nachschleifen. seats and regrind. Check valve rotator, 113.02 173 Valve
Ventildrehvorrichtungen kontrollieren, replace wearing parts. Check valve 113.03
verschlissene Teile austauschen. guides 113.04
Ventilführungen kontrollieren
236 Alle Einlaßventile ausbauen, Remove all inlet valves, replace valve 113.01 152 2 1 Ventil X
Ventilkegel austauschen cones 113.02 173 Valve
242 2 Auslaßventile ausbauen. Ventilsitze Remove two exhaust valves. Check 113.02 172 2 2 Ventil X
kontrollieren valve seats 113.03 Valve
243 Alle Auslaßventile ausbauen. Remove all exhaust valves. Check 113.02 173 2 4 Ventil X
Ventilsitze kontrollieren und valve seats and regrind. Check valve 113.03 234 Valve*
nachschleifen. Ventilführungen guides 113.06
kontrollieren
244 Alle Auslaßventile ausbauen, Remove all exhaust valves, replace 113.02 173 2 1 Ventil X
Ventilkegel austauschen valve cones Valve

Drehzahlregler/Drehzahlerfassung • Speed governor/Speed sensor 140

266 Impulsgeber auf Verschmutzung und Check pulse pick-up for dirt and verify 400.01 1 0.2 Motor 4
korrekten Abstand kontrollieren that space is correct Engine

Anlaßsteuerschleber/Anlaßventil/Hauptanlaßventil • Starting air pilot valve/Starting valve/Main starting valve 160/161/162

272 Alle Anlaßsteuerschieber ausbauen Remove and overhaul all starting air 160.01 1 1 Ventil X
und überholen pilot valves Valve
273 Anlaßventile auf Dichtheit kontrollieren Check starting valves for tightness 161.01 1 0.2 Ventil X
Valve

X Wartungsarbeit fallig X Maintenance work is necessary

1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
3 Nach Vorschrift des Herstellers 3 According to specifications of manufacturer
4 Falls Bauteil/System vorhanden 4 If component/system is installed

6628 4.7.2-01 E 02.98 32/40 D 06/08

Wartungsplan (Motor)
Maintenance Schedule (Engine) 4.7.2

1,
2,
3
*^>
274 Alle Anlaßventile ausbauen und
»-*
Remove and overhaul all starting
r=

— 1
161. 01
X

y
i
i ©
2
per

Ventil
•*
CM 3
T—
O
o o o § o 0 §
0 o 0 o
in § in o o CM
01 in i- CO (O
o o

X
0

is s
o

überholen valves 161. 02 Valve

275 Hauptanlaßventil ausbauen und
überholen
Remove and overhaul main starting
valve
162. 01 i 2 Ventil
Valve
X

Kraftstoffeinspritzpumpe • Fuel Injection pump 200

<f«»niiu>j|fHiV'mj;*^»w'Ui'Tii»w«»»4M^.m^
302 Alle Prallschrauben ausbauen und
kontrollieren (Sichtprüfung)
• <>'' ''"-ww^..- jigjr'air!P«^n<!^
Remove and check all baffle screws
(visually)
200. 01 i 0.25 Pumpe
Pump
X

303 1 Einspritzpumpe mit Antrieb und Detach, dissamble and check one 200.03 213 2 4 Einheit X
Schwinghebel demontieren, zerlegen injection pump together with drive and 200.04 Unit
und kontrollieren cam follower 200.05
304 Alle Einspritzpumpen mit Antrieb und Detach, disassamble and check all 200.03 2 4 Pumpe X
Schwinghebel demontieren, zerlegen injection pumps together with drives 200.04 Pump
und kontrollieren. Pumpenelemente and cam followers. Replace pump 200.05
erneuern elements

Kraftstoffregelgestänge • Control linkage B

203
-ii*Vg^l»*i:i!')i!i!î«^mi.^ rTO*TOr^f"^7?^^"'U'>;r' ?^vtKMvM»^^m.^^

312 Alle Lagerstellen und Gelenke Lubricate all bearing points and joints. 203.01 2 1 Motor X
schmieren, Funktionsprüfung Check f or proper functioning Engine
durchführen

X Wartungsarbeit fällig X Maintenance work is necessary

1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
3 Nach Vorschrift des Herstellers 3 According to specifications of manufacturer
4 Falls Bauteil/System vorhanden 4 If component/system is installed

6628 4.7.2-01 E 02.98 32/40 D 07/08

Wartungsplan (Motor)
Maintenance Schedule (Engine) 4.7.2

1, X
per 0
§
y 1©
2, o 0 §
o
3 »-* i *t O
CM
in
^
o o o § o
3 in
% S o §
O
s
o o
o (0
^ T- (O CO P)

Kraftstoffeinspritzventil • Fuel Injection valve 221

322 Alle Einsprjtzventile ausbauen. Remove all injection valves. Check 221.01 2 3 Ventil X
Dichtheit, Offnungsdruck und Strahlbild tightness, opening pressure and jet 221.02 Valve
kontrollieren pattern 221.03
221.04
323 Alle Einspritzventile ausbauen. Remove all injection valves. Replace 221.01 2 3 Ventil X
Düsenelemente erneuern nozzle elements 221.02 Valve
221 .03
221.04

Außerdem erforderlich • Additionally required

404 Neu oder in überholtem Zustand
eingebaute Teile/neu eingesetzte
Betriebsstoffe einmal nach der
angegebenen Zeit kontrollieren— gilt
für 112
405 Neu oder in überholtem Zustand
eingebaute Teile/neu eingesetzte
Betriebsstoffe einmal nach der
angegebenen Zeit kontrollieren— gilt
für 11 3, 122, 212,232, 233
406 Neu oder in überholtem Zustand
eingebaute Teile/neu eingesetzte
Betriebsstoffe einmal nach der
angegebenen Zeit kontrollieren -gilt
für 202
Check parts installed in new or Nil X
reconditioned condition and operating
media applied in new or improved
conditon once after the time given —
applies to 112
Check parts installed in new or Nil X
reconditioned condition and operating
media applied in new or improved
condition once after the time given -
applies to 113, 122, 212, 232, 233
Check parts installed in new or Nil X
reconditioned condition and operating
media applied in new or improved
condition once after the time given —
applies to 202

X Wartungsarbeit fällig X Maintenance work is necessary

1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
3 Nach Vorschrift des Herstellers 3 According to specifications of manufacturer
4 Falls Bauteil/System vorhanden 4 If component/system is installed

6628 4.7.2-01 E 02.98 32/40 D 08/08

 5 Annex

D366680E 5-1 • 11.93

Contents of Section 5
5 Annex

5.1 Designations / Definitions

5.2 Formulae
5.3 Units of measure / Conversion of units of measure
5.4 Symbols and codes
5.5 Printed publications

D36 6628 E 98.20 32/40 Page 1 of 1

Annex
Designations / Terms 5.1

Standards The terms commonly used in the field of engine building have been
defined in the standard DIN 6265, and in the International Standards
ISO 1205-1972 and ISO 2276-1972, and in MAN Quality Specification
Q10.09211-3050. A selection of these terms appearing in the technical
documentation for our Diesel engines is explained in more detail
below.

Designation of cylinders The cylinders are consecutively numbered 1,2, 3, etc. if viewing f rom
the coupling end. On Vee-type engines, the cylinder bank which is the
left as viewed from the coupling end is designated A, and the right
one B (A1-A2-A3 or B1-B2-B3 etc.)

In-line engine Vee-type engine

Figure 1. Designation of cylinders

Designation of the sense of Viewing onto the coupling end, right-hand (RH) engines are rotating
rotation clockwise, and left-hand (LH) ones counter-clockwise. On reversible
marine engines, the designation for the sense of rotation follows the
ahead direction of the vessel.

The designations: The terms left-hand (LH) engine and right-hand (RH) engine are
left-hand engine and determined by the exhaust side of the engine. Viewing onto the
right-hand engine coupling end, a left-hand engine has the exhaust side at the left, and a
right-hand engine at the right. This definition can normally only be
applied to in-line engines.

Left-hand engine Right-hand engine

Figure 2. Designations left-hand engine I right-hand engine

D36 6680 E 5.1-1 03.94 Page 1 of 3

Designation of crank pins,
journals and bearings
The crank pins and big end bearings are designated (starting from the
coupling end) 1,2.3 etc., and the journals and crankshaft bearings I, II,
III etc. Where an additional bearing is provided between the coupling
flange and the toothed gear for the camshaft drive, this bearing and
the associated journal are designated Ol (see Figure 3). For this
designation, it is irrelevant which of the bearings is a locating bearing.
It should be particularly noted that Roman figures are used for the
journals and crankshaft bearings, and Arabic figures for crank pins and
big end bearings.

On Vee-type engines where two connecting rods are associated with

one crank pin, the big end bearings and the cylinders are termed A1,
B1,A2etc.

Coupling flange
/
OI

Spur gear

Figure 3. Designation of crank pins and bearings

Designation of engine sides /
ends

Coupling end KS The coupling end is the principal power take-off of the engine, to
which the propeller, the generator or any other machine is connected.

Free engine end KGS The free engine end is opposite the coupling end of the engine.

Left-hand side The left-hand side is the exhaust side on the left-hand engine, and the
cylinder bank A side on the Vee-type engine.

Right-hand side The right-hand side is the exhaust side on the right-hand engine, and
the cylinder bank B side on the Vee-type engine.

Camshaft side SS The camshaft side is the longitudinal side of the engine on which the in-
jection pumps and the camshaft are mounted (opposite the exhaust gas
side).

Exhaust gas side AS The exhaust gas side'is the longitudinal side of the engine on which the
exhaust gas pipe is mounted (opposite the camshaft side). The designa-

D366680E 5.1-1 03.94 Page 2 of 3

 tions camshaft side and exhaust side are in common use for in-line engi-
nes only.

Exhaust gas counterside ACS On engines having two camshafts, one on the exhaust side and one on
the opposite side, the term camshaft side would not be unambiguous.
The term exhaust gas counterside is used in such a case, together with
the term exhaust gas side.

Further designations

Reversible engines Reversible engines have a crankshaft that can reverse its direction of
rotation. This is achieved by axial shifting of the camshaft to engage
another set of cams.

Turbocharged engines Turbocharged engines feature one or several turbochargers (consisting

of a turbine and compressor) that are exhaust-gas driven and used to
compress the air required for combustion. •

Dual-fuel engines Dual-fuel engines can be either operated on liquid fuels, or on gaseous
ones (natural gas, town gas, sewage gas etc.), a small amount of fuel
called pilot fuel being injected for ignition.

Otto gas engines Otto gas engines are operated on gas (natural gas, town gas, sewage
gas etc.) and have electric spark ignition.

D36 6680 E 5.1-1 03.94 Page 3 of 3

Formulae 5.2

The following is a selection of essential formulae of the engine building

and plant engineering sector. These formulae illustrate basic
coherences.

pe . VH • n . z
Effective engine output Pe Pe =
1200

1200 .Pe
Mean effective pressure pe pe = --—
VH * n * z

D2 .jr
Swept volume VH VH = *s
4

s .n
Mean piston speed cm cm = —
300

9550 • Pe
Torque Md Md =
n

3600
Overall efficiency tj6 rjt =
Hu «b e

Propeller law
P2 n23

Md, n,
...••. s •««••«•».
Md2 n22

60. f
Synchronous speed n =
P

D366680E 5.2-1 03.94 Page 1 of 2

 be Specific fuel consumption kg/kWh

-m Mean piston speed m/s

D Cylinder diameter dm
f Frequency Hz
Hu Net calorific value of the fuel kJ/kg
Md Torque Nm
n Speed 1/min

P Rating kW

P,e Effective engine output kW

P Number of pole pairs /

Pe Mean effective pressure bar

s Stroke dm

VH Swept volume dm3/Zyl.

z Number of cylinders

7/e Overall efficiency

Swept volume of MAN B&W Engine type Swept volume

engines dm3/cyl.
20/27 8.48
25/30 14.73
32/40 32.15
40/45 56.52
40/54 67.82
48/60 108.50
52/55 116.74
58/64 169,01

D366680E 5.2-1 03.94 Page 2 of 2

Units of Measure/
Conversion of Units of Measure 5.3

Useful information on units of measure is contained in the brochure

"SI Units" in Section 5.5. It contains explanations on the ISO system of
units of measure, factors of conversion of units of measure, and physical
parameters commonly used in engine building.

D366680E 53-1 03.94

Symbols and Codes 5.4

Use

To provide for clearness in the representation of process-related

coherences, standardised symbols and codes are used. The list below
contains a selection of such symbols and codes specifically used in
engine and power generation plant engineering. The symbols and
codes are mainly used in Sections 2 and 3 of the operating instruction
manual.

List Of symbols

BENENNUNG
DES 1 GNAT 1 ON SYMBOL. S8 BENENNUNG
DES 1 GNAT I ON SYMBOL. MB
•3 O JjQ

ABSPERRVENTIL MIT
SCHIEBER ENTLUEFTUNG
GATE VALVE -t*J- GV
GATE VALVE WITH -|XH V
VENT i LAT i ON v
VENT 1 L RUECKSCHLAGVENT i L
STRAIGHT -WAY VALVE -00- V
NON RETURN VALVE -tXH NRV

RUECKSCHLAGVENT 1 L
ECKVENTIL (ABSPERRBAR)
ANGLE VALVE
f V
NON RETURN VALVE
WITH STOP
-t&- NRV

VENTIL MIT
M 1 NOESTOURCHGANG
VALVE WITH MINIMUM FLOW
hid »
L^xJ V
ECKRUECKSCHLAGVENT 1 L
ANGLE NON RETURN VALVE r NRV

WECHSEL- ODER DREI WEGE-

VENTIL
THREE WAY VALVE

RUECKFLUSSVERH 1 NDERER
H^K
V
ECKRUECKSCHLAGVENT 1 L
(ABSPERRBAR)
ANGLE-TYPE NON-RETURN
VALVE WITH STOP ¥- NRV

(DISCOVENTIL)
LIFT CHECK VALVE
(DISCOTYP)
^SK NRV
RUECKSCHLAGVENT IL (KUGEL)
NON-RETURN VALVE (BALL) -M- NRV

HAHN
COCK -C«H CK
SICHERHEITSVENTIL
(DURCHGANG)
SAFETY VALVE
(STRAIGHT WAY)
-WK
PSV

D366680E 5.4-1 03.94 Page 1 of 6

 BENENNUNG
DES 1 GNAT I ON SYMBOL.
P
BENENNUNG
DES 1 GNAT 1 ON SYMBOL.
P
DREI WEGEHAHN
THREE WAY COCK (T)
(T)

-45 CK
SICHERHEITSVENTIL (ECK)
SAFETY VALVE (ANGLE)

UEBERSTROEMVENT 1 L . DRUCK -
V
PSV

DREI WEGEHAHN (U)

THREE WAY COCK (L)
f- CK
HALTEVENTIL (DURCHGANG)
RELIEF VALVE. PRESSURE
RETAINING VALVE
(STRAIGHT WAY)
-iXK RV

VIERWEGEHAHN UEBERSTROEMVENT IL (ECK)

FOUR WAY COCK

^H
CK
RELIEF VALVE (ANGLE)
r RV

VIERWEGEHAHN (L-L)
FOUR WAY COCK (L-L) 4- CK
AUSGUSSVENTIL
(DURCHGANG)
BACK PRESSURE VALVE
(STRAIGHT-WAY)
-tJ* BPV

AUSGUSSVENTIL (ECK)

¥
KUGELHAHN
BALL-TYPE COCK -D«l- CK BACK PRESSURE VALVE
(ANGLE)
BPV

MEMBRANVENT 1 L
(PNEUMATISCH GESTEUERT) SELBSTOEFFNUNGSVENT 1 L
DV
DIAPHRAGM VALVE
(PNEUMATIC-OPERATED) -C&H AUTOMATIC OPENING VALVE -tXh
MEMBRAN-WECHSEL VENT 1 L SCHWIMMERVENTIL
DIAPHRAGM THREE-WAY VALVE -t^- DV
FLOAT VALVE -$?- LOV

MAGNETVENTIL RUECKSCHLAGKLAPPE
SOV
-S- NRF
SOLENOID-OPERATED VALVE
HX1- NON RETURN FLAP

MAGNETVENTIL
( AUTOMAT 1 SCH ENTLUEFTEND ) HANDFLUEGELPUMPE
SOV P
SOLENOID-OPERATED VALVE
(AUTOMATIC VENT) 1? HAND VANE PUMP
$
MOTORVENTIL
MOV
WASSERABSCHEIDER

T TR

i.
MOTOR-OPERATED VALVE
-A- WATER TRAP

MOTORWECHSELVENTIL OELABSCHEIDER
MOV TR
MOTOR-OPERATED OIL TRAP
THREE-WAY VALVE

D36 6680 E 5.4-1 ^ 03.94 Page 2 of 6

 BENENNUNG
DES 1 GNAT I ON SYMBOL. m
IB
BENENNUNG
DES 1 GNAT 1 ON

KONDENSATABLE 1 TER .
SYMBOL
s
VENTIL MIT ANTRIEBSKOLBEN ABSPERRBAR
POV TR
PISTON OPERATED VALVE
HXh CONDENSATE TRAP
WITH STOP -tf-
HE 1 ZSCHLANGE
WECHSELVENTIL
M I T ANTRIEBSKOLBEN
THREE-WAY VALVE.
PISTON OPERATED
-f POV
(DAMPF ODER WASSER)
HEATING COIL
(STEAM OR WATER) —^H H

GEWICHTSBELASTETES VENTIL . E 1 NSTECKHE 1 ZREG 1 STER

-C£H
>
(DURCHGANG) (DAMPF ODER WASSER) r— — —i
wov
WEIGHT -OPERATED VALVE
(STRAIGHT -WAY)
INSERTHEATER
(STEAM OR WATER)
-S-vHi
k—__j
H

GEWICHTSBELASTETES VENTIL E 1 NSTECKHE 1 ZREG 1 STER

(ECK) (ELEKTRISCH) r — — —i
wov -UH! H
WEIGHT-OPERATED VALVE
(ANGLE)
1 NSERTHEATER
(ELECTRIC HEATING) L___j
TEMPERATURREGEL VENT 1 L
SELBSTSCHLUSSVENT 1 L
(DURCHGANG)
AUTOMATIC SHUT-OFF VALVE
(STRAIGHT-WAY) HXh
ov
(SELBSTTAETIGER
VERTEILERREGLER)
TEMPERATURE REGULATOR
(AUTOMATICALLY DISTRI-
-t^j- TCV
BUTION VALVE)

' " •
SELBSTSCHLUSSVENT 1 L
(ECK)
AUTOMATIC SHUT-OFF VALVE
(ANGLE)

TEMPERATURREGEL VENT 1 L .
ELEKTRISCH GESTEUERT
f ov

TCV
TEMPERATURREGEL VENT 1 L
(SELBSTTAETIGER
MISCHREGLER)
TEMPERATURE REGULATOR
(AUTOMATICALLY MIXING
VALVE)

TRICHTER (OFFEN)
-^j-
Y
TCV

FU
TEMPERATURE CONTROL VALVE H&- FUNNEL (OPEN)

DRUCKREDUZ 1 ERVENT 1 L TRICHTER (GESCHLOSSEN)

PRESSURE REDUCING VALVE -IXh PCV
FUNNEL (CLOSED)
T FU

¥
UEBERLAUFKONTROLL-
DRUCKREGEL VENT 1 L
PRESSURE" CONTROL VALVE i<h PCV
BEHAELTER . ABLAUFTR 1 CHTER
OVERFLOW CHECK TANK.
DISCHARGE FUNNEL
FU

HAUPTKRE 1 SLAUF
(MIT FLIESSRICHTUNG)

-* SAUGKORB
i
STR

i
MAIN CIRCUIT (FLOW SUCTION STRAINER
DIRECTION SHOWN)

NEBENKRE 1 SLAUF SAUGTRICHTER

SB
SECONDARY CIRCUIT SUCTION BELL

D366680E 5.4-1 03.94 Page 3 of 6

 BENENNUNG
DES 1 GNAT I ON

STEUERLUFT- . IMPULS- .
SYMBOL.
n BENENNUNG
DES 1 GNAT 1 ON SYM!30I_

i
1§
C.LC.K 1 K 1 bunt Le. 1 1 UNü
CONTROL AIR P 1 PE GS
PULS PIPE LINE. FLAME TRAP
ELECTRICAL LINE

KAPILLARLEITUNG (BEI
THERMOSTAT 1 SCHEN REGLERN )
— X— X— X—
ENTLUEFTUNG MIT
/|
CAPILLARY TUBE (WITH
THERMOSTAT ic REGULATORS) VENT WITH FLAME TRAP [\1
ELAST i SCHE
ROHRVERB 1 NDUNG
FLEXIBLE
PIPE CONNECTION
-*=*• EH
ENTLUEFTUNG AUSSENBORDS
UEBER DECK
VENT OUTBOARD
1
\

SCHMUTZF AENGER ENTLUEFTUNG S\

STRAINER Y TYPE
1
\ 1 STR
VENT

ISOLIERTE LEITUNG ......

ffi ii /r
LUEFTUNGSKAPPE ~7\
LAGGED PIPE VENT CAP

BEGLEITHEIZUNG MIT DAMPF

(SCHWEROELBETRIEB.
HAUPTKREISLAUF)
STEAM HEATED PIPE
(HEAVY FUEL OIL
OPERAT ION. MA IN CIRCUIT)
—t— STAHLKOMPENSATOR
EXPANSION BELLOWS (STEEL) H h EB

ELEKTR. BEGLEITHEIZUNG
(SCHWEROELBETRIEB.
HAUPTKREISLAUF)
ELECTRIC HEATED PIPE
(HEAVY FUEL OIL
OPERAT ION. MA IN CIRCUIT)
..^- DROSSELBLENDE
RESTRICTION ORIFICE
(THROTTLING DISC)
-g)
/A
0

Table 1. Symbols used in functional and piping diagrams

Codes-for measuring, control and regulating units

Measuring, control and regulating units are marked by character

combinations in system diagrams. The individual characters have the
following meanings:

D36 6680 E 5.4-1 03.94 Page 4 of 6

 designating designating designating
Letter at point 1 at point 2 at point 2... n
the measured quantity / input quantity ... the processing in form of ...

A — — Alarm / limit value signal

C - — Automatic regulation /automatic,
continuous control
D Density Difference -
E Electrical quantity -- Pick-up/sensor
F Flow rate /throughput Ratio -
G Distance /length/ - -
position
H Manual input/ -- --
manual intervention
1 -- ~ Indication
J - -- Scanning
K Time -- -
L Level - --
M Humidity -- -
N Freely assignable - Freely assignable
O Freely assignable -- Optical display/ Yes or No info
P Pressure -- -
Q Other quality Integral /sum --
standards
(analysis/ material
property) except
D. M,V
R' Nuclear radiation -- Registration / storage
quantity
S Speed/ frequency - Switch-over /intermittent
control
T Temperature -- Transducer
U Composite « --
quantities
V Viscosity - Actuator /valve /operating element
W Weight /mass ~ --
X Other quantities - Other processing functions
Y Freely assignable - Computing operation
Z -- « Emergency intervention / safeguarding by
activating /shut-off

Column 1 Column 2 Columns Column 4

Table 2. Codes for measuring, control and regulating units in functional diagrams I piping diagrams

D36 6680 E 5.4-1 03.94 Page 5 of 6

 The letter entered at point 1 represents a quantity of the second
column of the table. It can besupplementedby D, ForQ, inwhichcase
the meaning corresponds to the entry in the third column of the table.
Second or third in the combination are letters of the fourth column, if
required. Multiple nominations are possible in this case. The order of
use is Q, l. R, C, S, Z, A.

A supplementation by + (upper limit/on/open) o r - i s possible;

however, only after O, S, Z and A.

Example:

T Temperature - measuring point (without sensor)

TE Temperature sensor
TZA + Temperature - cutout - alarm (when the upper limit is
reached)
PO Pressure - visual indication
PDSA Pressure - difference - switch-over - alarm

D366680E 5.4-1 03.94 Page 6 of 6

Brochures 5.5

In addition to the brochures in Volume A1 and D there are available:

SI units

CoCoS EDS

CoCoS SPG

BEkW 6680 5.5-01 E 12.97 32/40 up D 01/01

MAN B&W Diesel A/S Power (1 kg m2/s3 = 1 N m/s = 1 J/s = 1 W) Heat conductance (W/(m K))
Teglholmsgade 41 1 kpm/s 9.807 W 1 cal IT/(cm - s • °C) 118 7 W/(rr ••'
DK-2450 Copenhagen SV 1 hp (metric) = 75 kpm/s 735.5 W = 0.7355 kW 1 kcal I.T /(m - h • "C) 1/163 W/(mK)
1 kcal i T /h 1.163W 1 BTUVfft • h • °F) 1.731 W/(m K)
1 ft Ibf/s 1 .356 W • British TTiermal Unit (see table for energy conversions)
Telephone: +45 33 85 11 00
1 hp(UK, US) = 550ft.lbf/s 745.7 W
Cables: manbandw
1 BTU/h 0.2931 W Heat transmission (W/(m2 K))
Telex: 16592 manbw dk
Telecopy: +45 33 85 10 30 Moment of Force, Torque (kg m2/s2 = N m) caliT./(cm 2 -s- 41.87-
kcal|.T./(m 3 -h-°C) 1.163 W/(m2K)
Can easily be derived from the above tables 1 BTUV(ft? • h • °F)_ 5.678 W/(m3 K)

Moment of Inertia (kg m2)

I GD^ old r -,:,r v = 4 • I' kg m2
1 WR2 (old notation)'
'I = j dmr - r2. mr = mass at the radius r Some physical data in SI units
G = W = mass in kg. D = Diameter of gyration
Nomenclature
R = Radius of gyration
t = temp, in °C K = temperature difference
p = density in kg/m3 Cp = heal capacity in J/(kg K)
Specific fuel consumption* (g / kWh) t p cp t C
P
1 g/hph (metric) range
1.360g /kWh
" See also table for specific fuel oil consumption values Water 18 999 4.18-103
Lubricating oil (approx.)' 15 900 1.96-103
Atmospheric air (dry) (p=1bar) 0 1.276 998 0-150 1005
Temperature difference (K) Fixhaust gas 200-400 1080
1 C (Celsius) 1K •Viscosity: 100-140 cSt at 40"C
1 °F (Fahrenheit) KK 750 mm Hg = 1 bar = 10,5 pa
1 atm (standard pressure at sealevel) = 760 mm Hg = 1013 mbar
Temperature levels (K) (see footnote to Table A3) Gas constant for air and exhaust gas = 287 J/(kg • K)
Water, heat of evaporation lOO^C 1.013 bar 2.256-106 J/kg
t C (Celsius] tc + 273.15 = Fuel oil. Lover calorific value 41-43- 106J/kg
c
• ;Fjnrer„- i; 'i
ISO 3046/1-1986 standard reference fuel 4 3 - 106 J/kg
Celciusfrom Fahrenheit: te = M(ti - 32) Diesel engine reference fuel (see below)
Fahrenheit from Celcius: ti = y, • te + 32

Specific heat capacity (J/(kg K)) Specific fuel oil consumption (SFOC)
1 kcal i T/(hg • "C) 4J 87 • 1Q3 J/(kg K)
BTUVQb- F) = 1kcal|.T/(kg"C) 4.187- 10 3 J/(kgK)
British Thermal Unit (see table for energy conversions)
Reference conditions
Specific fuel oil consumption values refer to brake power, and the
following reference conditions:
Reference Conditions (ISO);
SI units
Blower inlet temperature 25"C 298 K
Blower inlet pressure 1000 mbar The System
P 140-9409 Charge air coolant température 25 C C
Conversion tables
Fuel oil lower calorific value (10200 kcal/kg) 42707 kJ/kg Physical data
The ISO-System of Units = Units (Abridged) Table A3 Derived SI Units with Special Names Length (m) Pressura
The International System of Units. SI. is made-up of the Quantity Name Symbol 1 in (inch) 25.40 mm = 0.0254 m (1N/m2 = 1Pa, 1 bar =10* Pa, 1 mbar =10-3 bar)
Expressed in
seven base units listed in Table A1, and of the two supple- base, supple- 1 ft (foot) = 12 inches 0.3048m 1 kp/cm2 = 1 at = 0.9678 atm 98.07 • 1 03 Pa =0.9807 bar
mentary units listed in Table 2. mentary or 1 yd (yard) = 3 ft = 36 inches 0.9144 m 1 at - 735,5 mm Hg' = 10 m H?O" (T = 277 K)
derived SI units 1 statute mile = 1760 yds 1609 m 750 mm Hg' 106 Pa =1 bar
The units "mole, candela and steradian" will not be further
frequency hertz Hz 1 Hz = 1 a-' 1 n mile (international nautical mile) 1852 m 1mmHg'(T = 273K} 133.3 Pa = 1.333 mbar
defined in this folder. Derived units are expessed algebrai-
force newton N 1 N = 1 kg m/s? 1mm H20" (T= 277 K) 1Q-« at = 9.807 Pa = 98.07 10"3 mbar
cally in terms of the base units. pressure, stress pascal Pa 1 Pa = 1 N/m2' Area (m2) 1 in Hg^fT = 273 K) 3386 Pa = 33.86 mbar
Som of the derived SI units have been given speciel energy, work, 1 in HîCT^fT * 2?7 K) 249.1 Pa = 2.491 mbar
1 sq. in (square inch) 0.6452 • 10r3 m2
names and symbols, see Table A3. quantity of heat joule J 1 J = 1 Mm
1 sq. ft (square foot) 92.90 • 10'3 m2 1atm(star.dardatmosphere)=760mmHg 1.013 '10s Pa=1013 nto
There are certain units outside the SI unit system which power watt W 1 W = 1 J/s 1atm= 1.033 at ^H
have been retained in the ISO standards because of their electric potential volt V 1 V = 1 W/A 1 Ibt/sq.in (psi) 6895 Pa = 68.95 mbar ^^
Volume (1 m* = 10001)
temperature Celcius "C 1 °C = 1 K" * Mercury. 1 mm Hg = 1 Ton-
practical value or because they are used in specialized 2
' For mechanical stresses r4/mm* is widely used, 1 N/mm = 10* N/m* 1 cub. in (cubic inch) 16.39 • 10-6 m3 Values in Table provided gn = 9.80665 m/s2
fields. Some of these are shown in Table A4 as additional 1 cub. ft (cubic foot) 28.32 - 10'3ma =28.32 I
" t ( C] = T(K) - TD(K). where T, = 273.15 K " Water column (WC)
units. 1 gallon' (imperical, UK) 4.546 - 1Q-3 m3 = 4.546 I
The prefixes given in Table A5 (SI prefixes) are used to 1 gallon* (US) 3.785 • 10-3m3=3.785 I Stress (1 N/m2 = lO^N/mm2)
form names and symbols of multiples (decimal multiples Table A4 Additional SI Units 1 barrel (US petroleum barrel) =42 gallon(US) 0.1 590 m3
1 bbl (dry barrel. US) 0.1 156 m3 1 kp/mm* = 100 kp/cm3 9.807 N/mm2
and sub-multiples) of the SI units. Compound multiples Quantity Name Symbol Definition 1 Ibf/sq. in (psi) = 0.07031 at 6.895 - 10'3 N/mmz
must not be used. time minute min 1 min = 60 s 1 register ton - 100 cub. ft 2.832 m3
time hour h 1 h = 60 min "1 gallon = 4 quarts = 8 pints
" Dynamic viscosity (N s/m2)
The SI unit system is fully described in; plane angle degree 1° = fa 180) rad
volume litre I 1 l = 1 dm3 Velocity, Speed (m/s) (3.6 km/h = 1 m/s) 1 kps/m2 9.807 N s/m2 = 98.07 P (poise)
ISO 1000: SI units and recommendations for the use of pressure bar bar 1 bar- 105Pa 1 poundal s/sq.ft 1 .488 N s/m?
1 kn (knot) = 1 nautical mite/h 1.852 km/h = 05144 m/s
their multiples and of certain other units.
For other conversions, see table for length 1 Ibf/sq.tt 47.88 N s/m*
ISO 31/0: General principles concerning quantities, units poise is a special name taken from the CQS system. 1P = 0.1 Pa &
and symbols. Table A5 SI Prefixes
Mass (kg) 1 c P = 1 mPas= ID'3 Pa s
Factor Prefix Symbol Factor Prefix Symbol
10
18
exa E 10-
1
deel d 1 Ib (pound mass) = 16 ozs (ounces) 0.4536 kg Kinematic viscosity (m2/s)
10« 1 cwt (UK) (hundredweight) - 112 Ibs 50.80 kg
Table A1 SI Base Units peta P 10-2 cent) c 1 sq.ft/s 92.90 1 0 3 mz/a = 92.90 - 1 03 cSt •
3 1 long ton (UK) - 20 cwt -2240 Ibs 1.016 metric tons - 1016kg
10
12
tera T 10- milli m 1 short ton (US) = 2000 Ibs 0.907 metric tons = 907 kg * 1 cSt (centi stokes) = 1 Q-* m2/s. Stokes is a special name taken
9
Quantity Name Symbol 10 giga G 6
ID' micro u 1 slug* 14.59 kg from the CGS system. 1 51=10-* m2/s
lenght metre m 10« mega M 10-
B
nano n
3
'Unit og mass in the ft-lb-s system
mass kilogram kg 10 kilo k 10-12 pico P
time second s 102 hecto h 10-15 femto f Energy, Work {1 N m = 1 J, Wh)
Density
electric current ampere A 10 deçà da 10-« atto a 1 cal t T-' 4.187 J'
3
absolute température' kelvin K 1 Ib/oub.ft 16.02 kg/m
1 kpm 9.807 J ^fe
amount of substance mole mol 1 hph (metric) 2.648 10* J = 0.7355 k<!V
luminous intensity candela cd Force (1kg m/ss=1N)
"Also narneo Thermodynamtc temperature
Conversion Constants 1 ft Ibf 1.356 J
Tables of conversion constants for the most common units and 1 kp (kilopond)' 9.807 N 1 hph (UK, US) 2.685 10° J = 0.7457 kWh
denved units of the Scientific system (centimeter-gram-second 1 poundal-- 138.3-10 3 N 1 BTU (UK. US) 1 .055 - 103 J = 1.055 kJ
Table A2 Supplementary SI Units 1 Ibf (pound force) 4.448 N ' Exact value: 4.186B J
= CGS). the Metric Technical system (metre-kiiopond-second), and
Quantity Name Symbol the system (foot-pound-second) for the SI system. • Can occasionally be found stated as kgf (kilogram force). I.T. = International Steam Tabte
plane angle radian rad Standard acceleration of free fall gn = 9.80665 m/s2
1
solid angle steradian sr Figures in bold types are exact values " Unit ot force in the ft-lb-s system
HEINZMANN Speed Governors

Basic Information Digital Controls

 HEINZMANN Speed Governors

WARNING

Read this entire manual and all other publications appertaining to

the work to be performed before installing, operating or servicing
this equipment

Practice all plant and safety instructions and precautions. Failure

to follow instructions correctly may result in personal injury and/or
damage to property.

WARNING

The engine, turbine or any other type of power plant must be

equipped with separate overspeed-, overtemperature- resp. over-
pressure shutdown devices operating independently of the
electronic speed governor. Such devices are absolutely indispens-
able in order to protect operating personnel against injuries and
the engine against damages that may occur in case of a runaway
or of a failure of the electronic speed control.

We retain the right to introduce technical changes!

Basic Information Digital Controls III

HEINZMANN Speed Governors

IV Basic Information Digital Controls

 HEINZMANN Speed Governors

Contents

Page

1 General Information 1

1.1 Basic Circuit Diagrams 2

1.2 Functional Block Diagram 2
.3 Conventions 6
.4 Parameter Lists 7
.5 Parameter Value Ranges 9
.6 Levels 10
.7 Programming Possibilities 11
1.8 Description of Functions: Explanatory Remarks 12
1.8.1 Activation of Functions 12
1.8.2 Programming Examples 13
1.8.3 Reset.: 13
1.9 Further Information 14

2 Starting the Engine 15

3 Starting Fuel Adjustment. 19

3.1 Fixed Starting Fuel Adjustment 20

3.2 Variable Starting Fuel Adjustment „..„ 21
3.3 Temperature Dependent Starting Fuel Adjustment _ 22
3.4 Starting Procedure with Speed Ramp Enabled 24

4 Speeds 25

4.1 Speed Values 25

4.2 Speed Measuring 25
4.3 Pick-Up Monitoring 26
4.4 Determination of Speed Setpoints 27
4.5 Overspeed Monitoring 30
4.5.1 Emergency Shutdown 31
4.5.2 Emergency Stop with Automatic Reset 31
4.5.3 Thrust Operation 31
4.6 Temperature Dependent Idling Speed 32

Basic Information Digital Controls V

HEINZMANN Speed Governors

4.7 Speed Ramp 33

4.7.1 Sectional Speed Ramp 34

5 Optimizing Control Circuit Stability 36

5.1 Adjustment of the PID-Parameters 36

5.2 Setpoint Step Generator 37
5.3 Correction of the PID-Parameters 37
5.4 Speed Dependent Correction of the PID-Parameters 40
5.5 Load Dependent Correction of the PID-Parameters '. 41
5.5.1 Diesel Engine 41
5.5.2 Gas Engine 42
5.6 Stability Tag Map „..43
5.7 Temperature Dependent Stability Correction 44
5.8 Limitation of Under-/Overshooting on Load Changes 45
5.9 Zero Load Delivery Characteristic 47

6 Droop (Proportional Band, P-Band) 50

7 Limiting Functions 52

7.1 Limitation of Actuator Travel 53

7.2 Speed Limit Line 54
7.3 Speed Dependent Fuel Limitation 55
7.3.1 Fine Adjustment of the Full-Load Characteristic 57
7.3.2 Temperature Dependent Lowering of the Full-Load Characteristic 58
7.4 Boost Pressure Dependent Fuel Limitation 59
7.4.1 Fine Adjustment of Boost Pressure Dependent Limitation 61
7.4.2 Adjusting the Slope of the Boost Pressure Dependent Limit 61
7.5 Torque Limitation 62

8 Idling/Maximum Speed Control 64

8.1 On-Load Idling Speed 65

8.2 Actuator Travel Ramp 66

9 Speed Dependent Oil Pressure Monitoring 67

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10 Applications 70

10. l Vehicle Operation 70

10.1.1 Speed Limitation and Control 70
10. l .2 Gear Management 73
10.2 Railroad Operation 74
10.2.1 Speed Level Switches 74
10.2.2 Slide Protection 76
10.3 Operation by Two Synchronized Actuators (Dual Actuator) 77
10.4 Diesel-/Gas Engine (Dual Fuel Operation) 1 78
10.4.1 Stability of Gas Control Circuit 80
10.5 Generator Operation 83
10.5.1 Digital Setpoint Modification ....83
10.5.2 Accessory Analogue Units 84
10.6 Power Control : 85

11 Inputs and Outputs of the Digital Controls 89

11.1 Analogue Inputs 89

11.1.1 Measuring Ranges of Sensors 90
11.1.2 Calibration of Analogue Inputs 91
11.1.3 Error Recognition by Analogue Inputs 92
11.2 Digital Inputs 93
11.3 Analogue Outputs 95
11.3.1 Range of Values for Output Parameters 96
11.4 Digital Outputs 97

12 Actuators and Feedback ..-. 99

12.1 Calibration of the Actuator 99

12.1.1 Manual Calibration 100
12.1.2 Automatic Calibration 102
12.1.3 Detection of Feedback Errors 102

13 Simulation 104

13.1 Simulation of the Engine 104

13.2 Positioner Mode 105
13.3 Simulation of the Analogue Inputs 106
13.4 Simulation of the Digital Inputs 107
13.5 Simulation of the Actuator 108

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13.6 Simulation of the Turbocharger 108

14 User Program 109

15 Data Management '. 111

15.1 Identification 11 1
15.1.1 Governor Type 111
15.1.2 Engine-/Device Manufacturers 111
15.1.3 PC Program/Hand Held Programmer; 111
15.2 Data Blocks..:. 112

16 Error Handling 113

16.1 General 1 13
16.2 Error Memories 1 14
16.3 Modifying Reactions to Errors 1 15
16.4 List of Error Parameters 117
16.5 Display of Operating Conditions 127
16.6 LED Display 128
16.7 Turn Switch 129

17 Description of Parameters 131

17.1 Synoptical Table 131

17.2 List 1 : Parameters 138
17.3 List 2: Measuring Values 159
17.4 List 3: Functions 183
17.5 List 4: Characteristics and Tag Maps 192

18 Index 195

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1 General Information

The HEINZMANN Digitals Controls DC 1.3 and DC 2.1 are designed to serve as general
purpose controls for diesel engines, gas engines, and other prime movers. Besides their
primary function of controlling speed, the controls are capable of performing a great varie-
ty of other tasks and functions.

The centrepiece of the control unit consists of a very fast and powerful microprocessor
(CPU). The controller program based on which the microprocessor operates is permanent-
ly stored in a so-called flash-ROM. On powering up the control, this program is copied into
the control's working memory (RAM) which will permit to rapidly execute any required
parameter changes.

In addition to the main processor, the HEINZMANN control units DC 1.3 and DC 2.1 are
equipped with an auxiliary processor (CPU2) which is to perform two monitoring functi-
ons. On the one hand, the auxiliary processor serves to monitor engine speed indepen-
dently of the main processor, on the other hand, it supervises the operatability of the main
processor.

If the auxiliary processor detects overspeed or if the main processor fails the auxiliary
processor carries out an emergency engine shutdown.

Actual engine speed is measured by a pulse pick-up on the starter gear. With regard to
safety redundancy, either an additional pick-up can be installed, or the generator signal
from terminal W can be used by the control as a substitute for the speed signal so that
operation can continue in case the first pick-up should happen to fail.

Engine, speed is set by one or more setpoint adjusters. These adjusters can be analogue
or digital ones. Further digital inputs permit to switch on functions or to change over to
other functions.

Several sensors transmit data to the control based which are used by the control to adjust
the operating status of the engine.

The actuator regulating the fuel supply to the engine is driven by a PWM signal. Both two-
quadrant actuators (working electrically one way) and four-quadrant actuators (working
electrically both ways) can thus be driven.

The control generates analogue and digital signals to indicate operating states of the engi-
ne or to serve other purposes and functions. Communication with other units is establis-
hed via a serial interface and a CAN bus.

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HEINZMANN Speed Governors

l. l Basic Circuit Diagrams

The following basic circuit diagrams show the internal architecture of the control units
DC 1.3 (Fig. 1) and DC 2.1 (Fig. 2).

1.2 Functional Block Diagram

The functional block diagram (Fig. 3) provides a simplified view of the control structure
of the HEINZMANN Digital Control showing its basic functions as well as the signal
flow of various important functions.

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 HEINZMANN Speed Governors

Fig. 1 : Basic Circuit Diagram of the Control Unit DC 1.3

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HEINZMANN Speed Governors

.!
I,,

Fig. 2: Basic Circuit Diagram of the Control Unit DC 2.1

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Rg. 3: Functional Block Diagram

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HEINZMANN Speed Governors

l .3 Conventions
/'
Throughout this manual the following typographic conventions have been adopted:

100 GAIN Parameters are always represented by a number and a

name in capital letters. No difference is made between
the four lists.

t 100 GAIN An arrow preceding a parameter signifies that this para-

meter is explained in detail in some other section. For a
brief description see the chapter t Parameter Descripti-
on which contains further references to the pages whe-
re a detailed discussion of the respective parameter is to
be found.

<100> In diagrams, numbers shown in pointed brackets are

used when the indicated position corresponds to a pa-
rameter number.

[500..501] With regard to certain parameters, the limits of their re-

spective value ranges cannot be stated explicitly in the
chapter t Parameter Description, but have to be ente-
red as values of specific parameters (t Measuring Ran-
ges of Sensors'). For such parameters with variable value
ranges the parameter numbers defining the range limits
are enclosed in square brackets.

Notice Italicized text preceded by the word Notice contains im-

portant information on the functions discussed in the
preceding section. These notes should be strictly obser-
ved.

t Droop An arrow followed by italicized text refers to a chapter

where the respective function is described in detail.

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l .4 Parameter Lists
/
In developing the HEINZMANN Digital Controls highest priority was given to realizing
a combination of universal applicability and first grade functionality. As for each function
several adjustable parameters had to be provided, some system was needed to con-
veniently organize the great multitude of parameters resulting from the numerous
functions that had to be implement. For the sake of clarity and easy access, the para-
meters have therefore been grouped into four lists.

1. Parameters Parameters used for adjusting the control and the engine
(parameter numbers !..1999)

2. Measurements Parameters (measuring or monitor values) used for displaying

the actual states of the control and the engine
(parameter numbers 2000..3999)

3. Functions Parameters used for activating and switching over functions

(parameter numbers 4000..5999)

4. Curves Parameters used for programming characteristic curves and

tag maps (parameter numbers 6000..7999)

Each parameter has a number and an abbreviation. The parameter number indicates
which list the parameter belongs to. Within the lists, the parameters are arranged by
groups and thus readily identified.

The following overview is repeated in the chapter t Parameter Description where it will
be extended to include each single parameter.

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Parameters Measurements Functions Curves

No. Signification No. Signification No. Signification No. Signification
i number of teeth/speed 2000 pulse pick-up/speed 4000 pulse pick-up/speed 6000

100 stability/characteristic
diagram
200 ramp/start
300 actuator position
2100 stability/characteristic 4100 characteristic diagram 6100 characteristic diagram of
diagram stability
2200 4200 ramp 6200 characteristic diagram of
stability (correction values)
2300 actucior position 4300 6300

400 idling/maximum speed 2400 idling/maximum speed 4400 ding/maximum speed 6400 xiost pressure dependent
control control control ud limitation 1/2
500 oil pressure/boost pressu- 2500 oil pressure/boost pressu- 4500 oil pressure/boost pressu- 6500 oil pressure monitorings
re/temperatures re/temperatures re/temperatures
600 power control 2600 power control 4600 power control 6600 power charactristic

700 limitation
800 switch assignment
900 function assignment
2700 imite tion
2800 switch slates
2900 measured values
4700 limitation 6700 speed dependent fuel
limitation 1
4800 switch simulation 6800 speed dependent fuel
imitation 2
4900 6900 zero delivery characteristic

1000 susbstitutional values 3000 actus: errors 5000 emergency shutdown 7000 Dump characteristic
in case of error caused by error
1100 3100 error memory 5100 7100

1200 generator 3200 gene'ator 5200 generator 7200 speed levels

1300 vehicle/locomotive/
vessel
1400 Dual Fuel
1500 analogue inputs
3300 vehicle/locomotive/
vessel
3400 Dual Fuel
3500 analogue inputs
(variable speed control)
5300 vehide/loco motive/ 7300 speed levels (idling/
vessel max. speed control)
5400 Dual Fuel 7400 stability tag map
(Dual Fuel)
5500 7500

1600 analogue outputs 3600 5600 7600

1700 simulation 3700 simL ation 5700 simulation 7700

1800 status 3800 status 5800 7800

1900 servo circuit/feedback 3900 serve circuit/feedback/ 5900 servo circuit/feedback/ 7900
amputier amplifier

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l .5 Parameter Value Ranges

Each parameter is assigned a certain value range. As a consequence of the multitude of

parameters and functions, there also exists a great variety of value ranges. In the chap-
ter t Parameter Description, the value ranges are listed for all parameters. Furthermore,
the parameter value ranges can be viewed by the PC or the Hand Held Programmer (T
Methods of Programming).

For speed parameters, however, a common value range is provided. As a standard, it

comprises 0..4095 rpm which allows to run engines at maximum speeds of approx.
3,500-3,600 rpm. (There must exist some reserve for t Thrust Operation and t Over-
speed Monitoring.')

For high speed engines, a speed range of 0..8191 rpm is available, and for driving a
turbine by the control, a further speed range of 0.32767 rpm can be provided. Please,
specify the desired speed range when ordering the Digital Control; otherwise, it will be
shipped with the standard value range of 0..4095 rpm.

Throughout this manual the value range of 0..4095 rpm is used as a standard for
speed parameters. It should be remembered that selection of any other value range
will imply changes of the range limits. These changes are to be explained in the chapter
t Parameter Description and that must be paid close attention.

For some parameters the value ranges cannot be determined explicitly in advance, but
must be communicated to the control by the user. This applies to any parameter indi-
cating physical measurements, e.g., of pressure or temperature sensors (t Measuring
Ranges of Sensors').

Some parameters are assigned a value range consisting of two states only, 0 or 1. Pa-
rameters of this type are used to activate or switch over particular functions or to indica-
te the state of errors or of external switches, etc Parameters having this value range will
appear only in list 2 (Measurements) or in list 3 (Functions), see t Parameter Lists. List
3 exclusively comprises parameters with the value range 0..1.

State "1" signifies that the respective function is enabled or that the respective error
has occurred, whereas state "0" signals the function to be inactive or that no error has
occurred.

As regards change-over switches, the signification of their states is explained in the pa-
rameter description.

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HEINZMANN Speed Governors

l .6 Levels

As the Digital Control serves the purpose to determine the operational behaviour of the
engine with regard to speed, power, etc., programming should remain entrusted exclu-
sively to the engine manufacturer. However, to make the advantages of the Digital
Control available to the ultimate customer, too, the parameters of the HEINZMANN
Digital Control have been grouped by a hierarchy of seven levels.

* Level 1 : Level for the ultimate customer

On this level, it is possible to have the basic operational values (e.g., set va-
lues, current values of speed and actuator position) as well as errors dis-
played. This level, however, does not admit of interventions with regard to
the control or the engine data.

» Level 2: Level for the device manufacturer

The device manufacturer can adjust the speed within the permissible range.
Besides, the dynamic parameters and the dynamic tag map of the control
may be modified and power output reduced.

* Level 3: Level for the service

With the exception of the most relevant engine specific parameters, such as
engine output and various tag map boundaries, all types of modifications
are permitted on this level.

* Level 4: Level for the engine manufacturer

On this level, the entire program is accessible for programming of the con-
trol. Furthermore, user masks can be created on this level.

* Level 5: Level for engine manufacturers with user specific software.

This level is required if a customer wishes to create control software of his

own. User software will eventually allow to modify functions of the Digital
Control and to define user-specific functions.

* Level 6: Level for the control manufacturer

On this level, control functions may be manipulated directly. Therefore, ac-

cess remains reserved for HEINZMANN.

» Level 7: Level for development . / .

This level remains reserved for the HEINZMANN development depart-

ment.

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 HEINZMANN Speed Governors

As will have become evident from this survey any superior level comprises all inferior
ones.

The chapter t Parameter Description offers a list of all parameters and their respective
levels.

The maximum level is determined by the diagnosis device used (PC or Hand Held Pro-
grammer) and cannot be changed. There exists, however, the option of reducing the
currently valid level via a special menu item of the PC-program or with the aid of para-
meter 1800 LEVEL Reducing the level will, however, affect the number of parameters
and functions that can be accessed.

1.7 Programming Possibilities

There exist different ways of programming the HEINZMANN Digital Controls:

* Programming by HEINZMANN
During final inspection at the factory, the functionality of the control is checked by
means of a test program. If the customer specific operational data are available, the
test program is executed using those data. When mounted to the engine, only the
dynamic values and, if necessary, the actuator position limits and sensors remain tc
be calibrated.

4 Programming with the Hand Held Programmer

Depending on the level, all programming can be performed using the Hand Held
Programmer. This handy device may be conveniently used for development and
for serial tuning as well as for servicing purposes.

* Programming by PC

Depending on the level, the PC offers the possibility to have several parameters
constantly displayed and to modify them. Besides, the PC-program is capable of
graphically displaying limitation curves, characteristics, etc., and of adjusting them
conveniently. The control data can be stored by the PC or downloaded from the PC
to the control. Furthermore, the PC-program has the advantage of visualizing mea-
sured values (such as speed, actuator travel) versus time or versus each other
(e.g., actuator travel versus speed).

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HEINZMANN Speed Governors

« Programming with user masks

Programming can generally be performed with user masks that are provided by
HEINZMANN or that the user may conveniently create by himself. User masks
will display only those parameters that are actually needed.

* Transferring data sets

Once programming has been completed for a specific engine type and its applica-
tion, the data set can be stored by the Hand Held Programmer or on a diskette. For
future applications of similar kind, such data sets can be downloaded to the new
controls.

* Check-out programming

This type of programming is performed by the engine manufacturer during the final
bench tests of the engine. By this procedure, the control is tuned to engine requi-
rements and to ordering specifications.

1.8 Description of Functions: Explanatory Remarks

The following chapters describe the functions of the HEINZMANN Digital Controls and
their adjustment. Some of the functions will work only in conjunction with others (e.g.,
t Torque Limit with t Speed Dependent Fuel Limitation) or are affected by other
functions (e.g, t Limitation of Under-/0vershooting on Load Changes). When adjusting
and optimizing any such function it will in most cases be appropriate to de-activate
other functions so that the effect of the required function can be checked by itself. In-
structions of how to adjust those functions are contained in the respective chapters.

1.8.1 Activation of Functions

With regard to the activation of functions, the following alternatives are provided:

* Permanently active: These functions cannot be turned off (e.g., t Speed Limit
Line, t Overspeed Monitoring).

« Parameters: Parameters contained in list 3 (Î Parameter Lists) enable

functions that after being selected by the user will remain
active permanently (e.g., t Speed Dependent Fuel Limitati-
on').

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 HEINZMANN Speed Governors

* External switches: By external switches (t Digital Inputs), the control can

receive instructions concerning requested operational sta-
tes that are subject to frequent changes during operation
(e.g., change-over t Droop, change-over Î Speed Depen-
dent Fuel Limitation, t Torque Limit'). The states of external
switches can be viewed by the parameters assigned num-
bers from 2800 onward.

Notice: ' The Digital Control DC 1.3 is equipped with 10 switch inputs, the Digital
Control DC 2.1 with 8 as a maximum (t Digital Inputs). The number of
functions that can be activated by external switches exceeds, however, the
number of inputs. Therefore, depending on the device version and on cu-
stomer demands, the digital inputs can be assigned to different functions.
In the following chapters, it is taken for granted that with regard to functi-
ons that are to be activated or switched over by external switches, the re-
spective switch has been assigned accordingly.

1.8.2 Programming Examples

Programming examples will be given for each function. These examples cover all pa-
rameters required by the function being described. The values adduced in these
descriptions may, however, vary according to engine type and application, and are
meant to serve as an illustration only. Therefore, in adjusting a function, the values
that are to be entered must make sense in that they are suited to the engine and to
the application.

1.8.3 Reset

A reset is tantamount to powering down the control and starting it again. This is
achieved by shortly turning off the current supply or, when using the Digital Control
DC 1.3, by pressing the reset button.

A reset will clear any data that have not been saved in the control's permanent me-
mory (flash-ROM). It is, therefore, imperative that before executing a reset all data
be transferred to the control's permanent memory if they are to be preserved.

Certain functions and parameters can be activated only by a reset. As to the functi-
ons, they mainly serve the purpose to put the control into some other operating
state (e.g., activation of pulse pick-up 2), whereas the parameters in question cannot
be modified under current operation (e.g., number of teeth).
Basic Information Digital Controls 13
HEINZMANN Speed Governors

Notice: As during a reset the control is de-energized for a short time, a reset may
be executed only with the engine at standstill.

1.9 Further Information

The present manual describes the functions and adjustments of the HEINZMANN
Digital Controls. For further information such as, e.g., programming Digital Controls
through PC or Hand Held Programmer, refer to the following manuals:

DC 94 104-e / 05-94 Programming of the Digital Controls

DC 93 101 -e / 09-94 Digital Basic System Priâmes I (DC 1.3)

DC 94 111-e / 08-94 Digital Basic System Priamos II (DC 1.3)

DC 93 102-e / 02-95 Digital Basic System Helenos I (DC 2.1)

DC 95 100-e / 02-95 Digital Basic System Helenos II (DC 2.1)

DG 93 109-e / 08-93 The User Software

The above manuals can be ordered from HEINZMANN using the ordering form in the
appendix.

14 Basic Information Digital Controls

 HEINZMANN Speed Governors

2 Starting the Engine

On first setting the governor into operation on the engine, be sure to observe all of the
following instructions. This is the only way to ensure that no problems will arise when the
engine is started.

The following instructions are intended to provide some brief information only on how to
install the governor. For more detailed information, one should refer to the respective
chapters or manuals.

The following instructions cover all parameters that have to be adjusted in order to start
the engine. The parameter values, however, are to be taken as examples only. For actual
operation they will have to be set in a way as will reasonably suit the engine and the
specific application.

1. Adjust distance of pulse pick-up.

The distance between the pick-up and the tip of the teeth should be approx. 0.5 to
0.8 mm. For more detailed information see the manuals for the basic systems.

2. Check linkage.
The linkage must operate smoothly and be capable of moving to the stop and
maximum fuel positions.

3. Check cabling.
- Digital inputs: (see also t Digital Inputs)
On turning any switch, the respective monitoring parameter must display the
change.
Example: When actuating the engine-stop-switch, the value of the parameter
2810 SWITCH_MOTOR_STOP must change accordingly.
Check all of the switches in like manner.

- Analogue Inputs: (see also t Analogue Inputs)

On first commissioning, only the setpoint adjusters are required because there
will be no need yet to enable functions for which the signals of the analogue in-
puts must be available (such as boost pressure dependent fuel limitation, speed
dependent oil pressure monitoring, etc.). Nevertheless, all analogue inputs
should be checked.

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HEINZMANN Speed Governors

Example: The setpoint adjuster 1 is presumed to have been connected to

analogue input 1. When altering the set value, the parameter 3511
ADC1_VALUE is expected to change accordingly. If no change is to
be observed, then the cabling of the setpoint adjuster must be faulty.
In like manner as 3511 ADC1_VALUE, the parameter 3510 ADC1 as
well as the parameter 2901 SETPOINT1 related to the setpoint ad-
juster are bound to change from 0 % to 100 % when the setpoint
adjuster moves from its minimum to its maximum position. Otherwi-
se, the input needs to be normalized (t Calibration of the Analogue
Inputs).

- Adjust and check the actuator (T Calibration of the Actuator')

The calibration of the actuator may be performed with the aid of the PC pro-
gram or the Hand Held Programmer (t Programming Possibilities), or, in case
of the DC 1.3, by using the t Turn Switch.
Automatic calibration of the actuator is to be carried out with the linkage remo-
ved from the governor and the injection pump resp. the gas mixer to make sure
that the actuator is capable of moving to its minimum and maximum positions.
For checking the actuator, the T Positioner Mode can be enabled by setting the
parameter 5700 POSITIONERJDN = 1. By this procedure, the actuator position
may be preset directly by 1700 POSITIONER_SETPOINT and then checked by
having the actual actuator position displayed by 2300 ACT_POS. Again, the
actuator should be able to move along its total travelling range from 0 % to
100 %.

Number Parameter Value Unit

1700 POSITIONER_SETPOINT 50 %

Activation:
Number Parameter Value Unit
5700 POSmONER_ON 1
Display:
Number Parameter Value Unit
2300 ACT_POS 50 °/o

4. Programming the most significant parameters.

- First, program number of teeth, minimum and maximum speeds, and over-
speed (Î Speeds):

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 HEINZMANN Speed Governors

Number Parameter Value Unit

1 TEETH_PICK_UP1 ' 160.0
10 SPEED_MIN1 700 rpm
12 SPEED MAXI 2100 rpm
21 SPEED_OVER 2500 rpm
22 SPEED_OVER_CPU2 2600 rpm

- Preset the PID-values (t Adjustment of the PID-Parameters) :

Number Parameter Value Unit

100 GAIN 15 %
101 STABILITY 10 %
102 DERIVATIVE 0 %

- Program the absolute limits of actuator travel and the speed limit line (t Limita-
tion of Actuator Travel, t Speed Limit Line):

Number Parameter Value Unit

310 ACT_POS_SECURE_MIN 3.0 %
312 ACT_POS_SECURE_MAX 97.0 %
720 SPEED 1_LIMIT_LOW 2350 rpm
721 SPEED IJJMITJHIGH 2450 rpm

- Adjust starting actuator position (type 1) (t Fixed Stoning Fuel Adjustment):

Number Parameter Value Unit

250 STARTJYPE 1
251 UMITS_DELAY 3 s
255 START1_SPEED 10 rpm
256 START2_SPEED 400 rpm
260 START 1_ACT_POS 60 °/o

- Save values in flash ROM and reset governor by a t Reset.

5. Check pulse pick-up and determine starter speed.

- Turn engine-stop-switch to OFF so that the engine cannot be started.

Display:
Number Parameter Value Unit
2810 SWITCH_MOTOR_STOP 1

Caution! Before starting the engine, take care that

overspeed protection has been ensured.

Basic Information Digital Controls 17

HEINZMANN Speed Governors

- Actuate starter and check the measured speed as indicated by 2000 SPEED. At
this point the parameter should read the starter speed. The speed as measured
by the control should be verified, if possible, by a seperate speedometer to en-
sure that the number of teeth has been entered correctly.

- Check for the speed at which the control recognizes the engine to have started
(256 START2_SPEED). This speed must exceed starter speed.

6. Start the engine and adjust control circuit stability (t Adjustment of the PID-
Parameters). - . .

- Turn engine-stop-switch back to ON.

Display:
Number Parameter Value Unit
2810 SWITCH_MOTOR_STOP 0

- Start the engine and run it up to rated speed by means of the setpoint adjuster.

- Optimize the PID-values.

Increase gain (P-factor) 100 GAIN till the engine becomes unstable and then
reduce till stability is restored.
Increase stability (l-factor) 101 STABILITY till the engine becomes unstable and
then reduce till stability is restored.
Increase derivative (D-factor) 102 DERIVATIVE till the engine becomes unstable
and then reduce till stability is restored.
With this adjustment, disturb engine speed briefly and observe the transient re-
sponse.

7. Perform this checking procedure for the entire speed range.

If for minimum and maximum speed this checking will result in values differing
from the programmed ones, the setpoint adjuster needs to be calibrated (t Cali-
bration of Analogue Inputs). The parameter 2031 SPEED_SETPOINT1 will show
whether the value is set correctly.

8. Perform speed and/or fuel dependent correction of the PID parameters for gas
engines resp. for variable speed controls operating by larger ranges of speed (Î
Optimizing Control Circuit Stability).

9. Adjust the remaining functions, such as speed ramps, speed dependent fuel limita-
- tion, etc..

10. Save data thus determined by storing them in the control.

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 HEINZMANN Speed Governors

3 Starting Fuel Adjustment /

Naturally aspirated diesel engines and engines with low pressure charging require an
excess quantity of fuel to be delivered for successfully starting; in other words, the injected
amount must be greater for start-up than for full-load.

During starting procedure, diesel engines fitted with more powerful turbochargers operate
by a reduced starting fuel quantity to prevent smoke bursts.

With smaller gas engines, the throttle valve is to be opened only partially to ensure suc-
cessful starting, whereas for larger gas engines with priming the throttle valve must be fully
opened.

The HEINZMANN Digital Controls comply with these stipulations by de-activating the
control's limiting functions during the starting process. This permits to accomodate ad-
justment of starting fuel appropriately. For this purpose, three options are available that
can be selected by the parameter 250 STARTJTYPE as follows:

* 250 START_TYPE = 1 : Fixed starting fuel adjustment

* 250 STARTJTYPE = 2: Variable starting fuel adjustment
* 250 STARTJTYPE = 3: Temperature dependent starting fuel adjustment.

The different phases of starting and speed control are indicated by the parameter 3830
PHASE (t Display of Operating Conditions):

0: Waiting for engine start-off

1: Starting phase 1
2: Starting phase 2
3: Starting phase 3
4: Speed control active, limiting function inactive
5: Speed control active, limiting function active
6: Speed control active, lower limit active
7: Speed control active, upper limit active
8: Automatic calibration (t Calibration of the Actuator)
9: Positioner (t Positioner Mode)

Basic Information Digital Controls 19

HEINZMANN Speed Governors

3.1 Rxed Starting Fuel Adjustment

On reaching the speed as set by 255 START1_SPEED, the control recognizes that the
engine is being started, and will release the amount needed for start-up (starting fuel,
starting actuator position) 260 START 1_ACT_POS. For some special cases, a standstill
feeding position of the actuator can be set by a switch contact (t 2833
SWITCH_START). By this, the starting fuel amount will already be available when the
starting procedure is initiated.

On reaching the speed set by 256 START2_SPEED, the control recognizes that the en-
gine has started running. From this point on, the starting actuator position is retained as
actually adjusted for the period defined by 251 LIMITS_DELAY. After that, the control
passes over to using the normal limiting functions. For the duration of the delay as de-
termined by 251 LIMITSJDELAY, actuator travel is limited by 260 START 1_ACT_POS.
SPEED [rpm]

Maximum speed
<2012>

Minimum «peed
«SON»

Start »peed 2
«356>

Start «peed 1
<255>

TIME [s]
ACTUATOR [%]
TRAVEL

Salting actuator position 1 •

<260>

TIME [s]
Phase 5,6,7

Delay <2S1>

_ Starting fuel adjustment active Limling functions active

Fig. 4: Rxed Starting Fuel Adjustment

20 Basic Information Digital Controls

 HEINZMANN Speed Governors

Programming Example:
Number Name Value Unit
250 STARTJTYPE 1
251 LIMITS DELAY 3 s
255 START 1_SPEED 10 rpm
256 START2 SPEED 400 rpm
260 START1 ACT POS 60 %

3.2 Variable Starting Fuel Adjustment

Variable starting fuel adjustment is mainly used for diesel engines with small or medi-
um output. In this case, two starting fuel amounts are to be taken account of. The first
amount 260 START 1_ACT_POS is set to the value by which the warm engine will de-
finitely start off, whilst the second 261 START2_ACT_POS is set to the value, by which
the cold engine will definitely start off even at extremely low temperatures.
SPEED [rpm]

Maximum speed
«2012>

Setpohtl
<2031>

Minimum speed
<2010>

Start speed 2
<as6>

Start speed 1 -
«25S>

ACTUATOR [%]
TRAVEL

Starting actuator position 2 .

Sorting actuator position 1 -

<2EO>

Starting fuel adjustment active

Rg. 5: Variable Starting Fuel Adjustment

Basic Information Digital Controls 21

HEINZMANN Speed Governors

If during the interval defined by 265 START 1 „DURATION the engine does not start off
with starting fuel 260 START 1_ACT_POS, the control will increase the fuel amount to
261 START2_ACT_POS for the time 266 START2_DURATION. This fuel amount is
maintained until the engine starts off or the starting procedure is aborted.

On reaching 255 START 1_SPEED the control will recognize as before that the engine is
being started, and on reaching 256 START2_SPEED that the engine is running, and will
retain the starting fuel adjustment for the time 251 LIMITS_DELAY.

During 251 LIMITS_DELAY, the limit for actuator travel corresponds to the actuator po-
sition for which the engine started off.

Programming Example:

Number Name Value Unit

250 STARTJTYPE 2
251 LIMITS DELAY 3 s
255 START1 SPEED 10 rpm
256 START2 SPEED 400 rpm
260 START 1_ACT_POS 40 %
261 START2 ACT POS 60 o/o
265 START 1 .DURATION 1 s
266 START2_DURATION 2 s

3.3 Temperature Dependent Starting Fuel Adjustment

For this type of starting fuel adjustment, the starting actuator position is set in depen-
dence of temperature. By means of a temperature sensor the engine temperature (Î
2560 TEMP_COOL_WATER) is measured and used by the control to determine the
most appropriate starting actuator position.

ACTUATOR I%]
TRAVEL

Starting actuator position 2-

Starting actuator position 1

<260>

Starting tempera!« of colct engine Starting tonperatre of wum engine TEMPERATURE[°C]

«271> <270>

Rg. 6: Starting Fuel in Dependence of Temperature

22 Basic Information Digital Controls

 HEINZMANN Speed Governors

As long as the engine temperature is below 271 START_TEMP_COLD the starting fuel
261 START2_ACT_POS is in effect When the engine temperature rises, starting fuel is
reduced until, with the temperature at 270 START_TEMP_WARM, the actuator position
260 START 1_ACT_POS is attained

On attaining 255 START1_SPEED the control will as before recognize that the engine is
being started, and on reaching 256 START2_SPEED that the engine is running, and will
retain the starting fuel adjustment for the time 251 LIMITS_DELAY.

During the time defined by 251 LIMITS_DELAY, the limit of actuator travel corresponds
to the actuator position, for which the engine started off.

SPEED [rpm]

Maximum speed
<2012>

Setpoint 1
<2031>

Minimum speed
<2010>

Start speed 2
<256>

Start speed 1
<2S5>

ACTUATOR [%]
TRAVEL
Starting actuator position 1 —
<261>
Range of temperature dependent
starting fuel adjustment

Starting actuator position 1

«260>

TIME [s]
Phase
<3830>
0| 5,6,7

Delay «251>

Starting fuel adjustment active j ümifing functions active

Fig. 7: Temperature Dependent Starting Fuel Adjustment

Basic Information Digital Controls 23

HEINZMANN Speed Governors

Programming Example:

Number Name Value Unit

250 START_TYPE 3
251 LIMITS DELAY 3 s
255 START 1 SPEED 10 rpm
256 START2 SPEED 400 rpm
260 START 1_ACT POS 40 o/o
261 START2 ACT POS 60 %
270 START_TEMP_WARM 50 •c
271 START_TEMP_COLD -20 *C

3.4 Starting Procedure with Speed Ramp Enabled

If the speed ramp function is activated (t Speed Ramp, 14230 SPEED_RAMP_ON

= 1), the Digital Control will start the engine with speed 257 START3_SPEED and will
then increase speed moving along the ramp until the set value is reached.
SPEED [rpm]

Maximum speed
<2012>

Setpoint 1
<2031>

Start speed 3
<257>

Minimum speed
<2010>

Start speed 2
<256>

Start speed 1
<255>

TIME [s]
Abb. 8: Starting Procedure with Speed Ramp Enabled

Programming Example:

For this procedure, the following parameters are to be programmed (rpmps = rotati-
ons per minute per second) in addition to those of the preceding examples:

Number Name Value Unit

257 START3 SPEED 1000 rpm
4230 SPEED_RAMP_ON 1
230 SPEED RAMP UP 800 rpmps
231 SPEED RAMP DOWN 2000 rpmps

24 Basic Information Digital Controls

 HEINZMANN Speed Governors

4 Speeds

4.1 Speed Values

The following parameters are provided to indicate speeds:

2000 SPEED Current engine speed. This value will coinci-

de with one of the two following parameters.
2001 SPEED_PICK_UP1 Measured speed value from pulse pick-up 1
weakly filtered.
2002 SPEED_PICK_UP2 Measured speed value from pulse pick-up 2
weakly filtered.
2003 SPEED_PICK_UP1_VALUE Measured speed value from pulse pick-up 1
unfiltered.
2004 SPEED_PICK_UP2_VALUE Measured speed value from pulse pick-up 2
unfiltered.
2005 SPEED_FILTERED Measured speed value heavily filtered. This
value is needed only for detecting whether
the engine has started off and for enabling
the limiting functions (t Starting Fuel Ad-
justment").

Notice: The measured speed is weakly filtered to eliminate speed variations of the
engine due to the coefficient of cyclic variation (speed droop).

4.2 Speed Measuring

For safety reasons, an independent second pulse pick-up can be connected to the
HEINZMANN Digital Controls to take on the task of determining engine speed in case
the first pick-up should fail. Pulse pick-up 1 is regularly the one to be used in normal
operation whereas the second serves as a safety pick-up only.

Whenever possible, the pick-up should be mounted to the starter gear. The alternator
signal (terminal W) can also serve as a redundant speed sensing signal. For further in-
formation on connecting the pick-ups one should refer to the manuals on the basic sy-
stems. . .

Basic Information Digital Controls 25

HEINZMANN Speed Governors

When programming, the number of teeth the respective pick-up sees during one com-
plete revolution of the engine is to be entered. Analoguously, the frequency is to be
entered for the signal from terminal W.

Programming Example:

Number Parameter Value Unit

1 TEETH_PICK_UP1 160.0
2 TEETH_PICK_UP2 17.9
Activation:
4002 PICK_UP2_ON 1

Notice: The second pulse pick-up must be activated separately. These parameters
are enabled only after a t Reset.

4.3 Pick-Up Monitoring

There have been separate monitoring functions included for either pick-up. Pick-up
monitoring commences after engine start as soon as the speed signal reaches a certain
level which depends on the number of teeth. This speed, however, will have to be set
to a value by at least 50 rpm below the lesser of the minimum speeds (10
SPEED_MIN1 or 11 SPEED.MIN2).

If the control has been missing the speed signal for a certain length of time it will report
an error and cause suitable measures to be taken.

Number Parameter Value Unit

. 3007 ERR_PICK_UP1 1
on
3008 ERR_PICK_UP2 1

Example: The engine has a starter gear with 160 teeth. If at a speed of 2,000 rpm the
pick-up suddenly stops transmitting signals, the control will recognize failure
of the pick-up half a revolution later.

If only one pulse pick-up is connected, an emergency engine shutdown will immediate-
ly be executed. With two pick-ups connected, speed determination will continue by
means of the healthy pick-up. The following parameter will inform about the active pick-
up by which the control is currently operating. -

26 Basic Information Digital Controls

 HEINZMANN Speed Governors

2007 ACTIVE_PICK_UP 0 = Pulse pick-up 1 relevant

1 = Pulse pick-up 2 relevant.

As a reaction to a failure of the pick-up, the admissible maximum speed can be redu-
ced so that emergency operation is possible in a restricted way only.

On pick-up failure, maximum speed is reduced by the parameter 26

SPEED_MAX_REDUCTION. As this parameter relates to the currently valid maximum
speed, it is to be specified in per cent.

Programming Example:

Maximum speed 2010 SPEED_MAX is assumed to have been to 2,100rpm. On

pick-up failure, emergency operation is to be carried on at a maximum speed of
1,800 rpm. This is equivalent to a reduction of maximum speed by 14.3 %.

Number Parameter Value Unit

26 SPEED_MAX_REDUCTION 14.3 %

4.4 Determination of Speed Setpoints

The adjustment of setpoints can be achieved either by analogue setpoint adjusters

(potentiometer, gas pedal, current signal, etc..) or by external switches for fixed speed
values. The various signal sources have been assigned different priorities. Arranged by
descending priority, the control offers the following possibilities of adjusting setpoints:

Function Display of Switch Position Parameter Value

Engine stop 2810 SWITCH_MOTOR_STOP

Idling speed 2811 SWITCH_SPEED_MIN 10 SPEED_MIN 1
or 11 SPEED_MIN2
Fixed speed 1 2815 SWITCH_SPEED_RX1 17 SPEED_RX1
Fixed speed 2 2816 SWITCH_SPEED_RX2 18 SPEED_RX2
Setpoint adjuster

Strictly speaking, the function "Engine stop" (zero speed) does not represent any set-
point adjustment; it is, however, assigned higher priority than any of the other functions.

Adjusting setpoints by analogue adjusters is possibly only if none of the switches for fi-
xed speed values has been actuated. Otherwise, the control will operate depending on
switch priority by one of the setpoint speeds 10 SPEED_MIN1, 11 SPEED_MIN2, 17

Basic Information Digital Controls 27

HEINZMANN Speed Governors

SPEED_RX1, or 18 SPEED_F1X2. The fixed speeds 17 SPEED.RX1 and 18 SPEED_RX2

must rest within the speed range determined by the minimum and maximum speeds.

As an adaptation to the operating conditions of the engine, two different speed ranges
can. be provided, e.g., for driving and stationary operation. For driving operation the
speed range is normally defined with regard to the requirements of the prime mover,
and for stationary operation with regard to those of the working machine.

The speed ranges are to be programmed by these parameters:

10 SPEED_MIN 1 Minimum speed for range 1

12 SPEED_MAX1 Maximum speed for range 1
11 SPEED_MIN2 Minimum speed for range 2
13 SPEED_MAX2 Maximum speed for range 2

Programming Example:

Speed range is assumed to be from 700 rpm to 2,100 rpm for driving operation,
and from 1,000 rpm to 1,800 rpm for stationary operation. Besides, there are fixed
speeds to be provided for stationary operation from 1,200 rpm to 1,500 rpm.

Number Parameter Value Unit

10 SPEED_MIN1 700 rpm
11 SPEED_MIN2 1000 rpm
12 SPEED_MAX1 2100 rpm
13 SPEED.MAX2 1800 rpm
17 SPEED_RX1 1200 rpm
18 SPEED_RX2 1500 rpm

The speed range by which the control is to operate is selected by the speed range
switch; the switch position is indicated by the parameter

2814 SWITCH_RANGE = 0 Control is operating with speed range 1

2814 SWITCH_RANGE = 1 Control is operating with speed range 2

The selected speed range can be viewed by the parameters 2010 SPEED_MIN and
2012 SPEED MAX.

Notice: Minimum speed and maximum speed may be subject to increases by

t Droop.

For variable operating conditions, it is possible to make use of two different setpoint
adjusters which again are selected by a switch. Their values are indicated by the para-

28 Basic Information Digital Controls

 HEINZMANN Speed Governors

meters

2901 SETPOINT1 Setpoint adjuster 1

2902 SETPOINT2 Setpoint adjuster 2.

The following parameters will show which of the setpoint adjuster is currently active:

2827 SWITCH_SETPOINT1 0 = Setpoint adjuster 1 not active

1 = Setpoint adjuster 1 active
2828 SWITCH_SETPOINT2 0 = Setpoint adjuster 2 not active
1 = Setpoint adjuster 2 active

If the switch is not actuated the current setpoint is obtained by adding the two set-
points. In this event, the two parameters 2827 SWITCH_SETPOINT1 and 2828
SWITCH_SETPOINT2 will both read the value 1.

Notice: In applications using only one setpoint adjuster, both parameters are set to
1; the control, however, will operate using only one set value.

For specific applications, there is the possibility to freeze the current speed setpoint by
a switch and to continue operation using this set value. Freezing is indicated by the pa-
rameters

2829 SWITCH_LIMIT_SETP1 for setpoint adjuster 1 and

2830 SWITCH_LIMIT_SETP2 for setpoint adjuster 2.

When the currently set value exceeds the frozen value, operation will continue based
on the larger one. The frozen setpoint will, however, be abandoned only when the
switch is opened.

The set speed value eventually resulting from this procedure of determining the set
speed value can be checked by the parameter 2034 SPEED_SETPOINT4.

The following figure provides an overview of what will be the further steps in determi-
ning the speed setpoint. The set speed value resulting from setpoint determination by
switch and setpoint adjuster is modified through the t Setpoint Step Generator and
then delayed by the t Speed Ramp. The delayed set speed value is increased by t
Droop which will constitue the ultimate speed setpoint for the speed control. The in-
termediary values as of the different stages in determining the speed setpoint are indi-
cated by the parameters 2031 through 2034.

Basic Information Digital Controls 29

HEINZMANN Speed Governors

Switch /
setpoint adjuster

SPEED_SETPOINT4
<2034>
Setpoint step
generator

SPEED_SETPOINT3
<2033>
Speed ramp
resp. sectional
speed ramp

SPEED_SETP01NT2
<2032>

Droop

SPEED_SETPOINT1
<2031>

Speed control

Rg. 6: Determination of the Speed Setpoint

4.5 Overspeed Monitoring

Overspeed is set by parameter 21 SPEED_OVER. This value is valid for both pulse pick-
up 1 and pick-up 2 though their speed signals are monitored independently of each
other. In addition, the auxiliary processor is employed for overspeed monitoring of both
pick-ups. In case that the main processor should fail the auxiliary processor will stop the
engine when reaching the speed 22 SPEED_OVER_CPU2. The overspeed value for the
auxiliary processor should be chosen by at least 50 rpm higher than the one for the
main processor. Because on detecting overspeed the auxiliary processor will immediate-
ly stop the engine and because the engine can then be restarted only by a t Reset of
the control, the difference between the overspeed values constitutes a certain safe-
guard against unintended engine stops (e.g., in case of overspeed due to thrust opera-
tion which will be recognized by the main processor and appropriately reacted to).

30 Basic Information Digital Controls

 HEINZMANN Speed Governors

Programming Example:

Number Parameter Value Unit

21 SPEEDJDVER 2450 rpm
22 SPEED_OVER_CPU2 2600 rpm

Notice: Overspeed for the auxiliary processor 22 SPEED_OVER_CPU2 is reactivated

only after a t Reset

Overspeed monitoring cannot be disabled, neither for a single processor nor for both.
The response of the main processor to detecting overspeed may, however, vary and
can be modified by specific parameters.

4.5.1 Emergency Shutdown

In normal cases, overspeeding is a fatal error and will cause an emergency stop of
the engine. The control will set the error flag 3006 ERR_SPEED_OVER (thus acti-
vating the common error output) and de-energize the overspeed output This over-
speed output can be used to activate an external overspeed protection (t Digital
Outputs'). In addition, the output stages of actuators equipped with powerful return
springs are switched off.

Programming:

Number Parameter Value Unit

5006 ECY_SPEED_OVER 1

4.5.2 Emergency Stop with Automatic Reset

The control reacts as described above, but continues to operate if speed drops again
below the overspeed limit as set by 21 SPEEDJDVER- 100 rpm. In this event, the
error will be cleared and the overspeed output will be energized again.

Programming:

Number Parameter Value Unit

5006 ECY_SPEED_OVER 0

4.5.3 Thrust Operation

- /
Especially for thrust operation, it may be desirable to exceed overspeed without pro-
voking an emergency stop. To take account of this, overspeed monitoring can be

Basic Information Digital Controls 31

HEINZMANN Speed Governors

disabled during thrust operation by setting 5313 THRUSTJDN = 1. If the current

actuator position falls below the safety distance as given by 310
ACT_POS_SECURE_MIN plus 5 °/o actuator travel, the control will interpret this to be
thrust operation and will continue to operate normally regardless of overspeeding. In
this event, the parameter 5006 ECY_SPEED_OVER will have no influence nor will
there be any error reported.

Programming:

Number Parameter Value Unit

5313 THRUST ON 1

4.6 Temperature Dependent Idling Speed

When the engine is cold idling speed can be increased in dependence of temperature.
Engine temperature (t 2560 TEMP_COOL_WATER) is determined by a temperature
sensor. If engine temperature falls below 561 TEMP_COLD_HIGH, idling speed is in-
creased linearly until, with the engine at temperature 560 TEMP_COLD_LOW, it reaches
the value 60 SPEED_MIN_COLD .

The actual minimum speed by which the control is presently operating is indicated by
the parameter 2010 SPEED_MIN.

IDLING SPEED

Idling speed with

cold engine
<60>

Idling speed

Cold engine Warm engine TEMPERATURE [°C]

<560> <561>

Rg. 9: Temperature Dependent Idling Speed

32 Basic Information Digital Controls

 HEINZMANN Speed Governors

Programming Example:

Number Pa ra meter Value Unit

10 SPEED MINI 700 rpm
60 SPEED MIN_COLD 950 rpm
560 TEMP_COLD_LOW -20 T
561 TEMP_COLD_HIGH 10 •c
Activation:
4060 SPEED_MINJTEA/IP_ON 1

Notice: The temperatures for the cold engine 560 TEMP_COLD_LOW and 561
TEMP_COLD_HICH are also used for t Temperature Dependent Correction
of Stability.

4.7 Speed Ramp

For prime movers of ships, locomotives, and certain types of vehicles, it is frequently
desirable to have the speed not change abruptly when the set value is altered, but to
make it attain the new setpoint smoothly.

For this purpose, the control provides ramps to retard acceleration. The rate of delay in
increasing or decreasing the set value can be adjusted separately for either direction:

230 SPEED_RAMP_UP for upward ramps

231 SPEED RAMP DOWN for downward ramps.

The unit of these parameters is increase resp. decrease of speed per second
(revolutions per minute per second = rpmps). Both ramps are enabled by the parame-
ter 4230 SPEED_RAMP__ON. If a ramp is desired in one direction only the maximum
value (65,535 rpmps) is to be entered for the other direction.

The speed setpoint as delayed by the ramp is indicated by the parameter 2032
SPEED_SETPOINT2. The parameter 2033 SPEED_SETPOINT3 represents the set speed
value that the ramp is supposed to arrive at (see also t Determination of the Speed
Setpoint).

This speed ramp can be enabled only when the control is operating in variable speed
mode. For idling/maximum speed operation, there exists a "[Actuator Travel Ramp to
achieve smooth load changes also for this mode of operation.

Basic Information Digital Controls 33

HEINZMANN Speed Governors

Programming Example:
Speed is to rise from 1,000 rpm to 1,500 rpm in the course of 20 seconds. This is
equivalent to an increase of speed of 500 rpm within 20 seconds or of 25 rpm per se-
cond. Deceleration is to be performed without ramp.

Number Parameter Value Unit

230 SPEED_RAMP_UP 25 rpmps
231 SPEED_RAMP_DOWN 65535 rpmps

Activation:
4230 SPEED_RAMP_ON 1

4.7.1 Sectional Speed Ramp

If it is intended to use ramps only to prevent excessive under- and overshooting that
may result from abrupt changes of set values, it is recommended to make use of
sectional speed ramps.
SPEED SETPOINT <2031>
/

Sect end speed ./"l

{

1000

TIME [s]
SPEED [rpm]

without sectional speed ramp

1500
r N _. ^

1000 /

/ TIME [s]

Rg. 10: Sectional Speed Ramp

34 Basic Information Digital Controls

 HEINZMANN Speed Governors

In this case, the ramp function is activated only from a certain speed difference
onward. Up to this point, the control will operate without ramps thus achieving faster
engine response, on the one hand, and reduction or even complete elimination of
under-/overshooting, on the other.

The speed difference above which the sectional speed ramp becomes active may
again to be set separately for upward and downward ramps:

232 SECTIONAL_RAMP_UP for upward sectional ramps

233 SECTIONAL_RAMP_POWN for downward sectional ramps.

The sectional speed ramp has to be enabled in addition to the normal T Speed
Ramp by the parameter 4232 SECTIONAL_RAMP_ON. The parameters . 230
SPEED_RAMP_UP and 231 SPEED_RAMP_DOWN will then determine the amplitude
of the sectional speed ramp.

Programming Example:

The speed jump from 1,000 rpm to 1,500 rpm of the previous example is to be per-
formed as fast as possible, but without any overshoot. Speed reduction is to be per-
formed without using a ramp.

Number Parameter Value Unit

230 SPEED_RAMP_UP 1000 rpmps
231 SPEED RAMP DOWN 65535 rpmps
232 SECnONAL_RAMP_UP 80 rpm
233 SECTIONAL_RAMP_DOWN 0 rpm
Activation:
. 4230 SPEED_RAMP_ON 1
4232 SECTIONAL_RAMP_ON 1

Notice: If both the sectional speed ramp and the t Limitation of Under-/
Overshooting on Load Changes are enabled, they will have certain effects
on one another. In this event, it will depend on the respective application
whether a compromise between the two options of limiting under-/
overshooting should be found or one of the two options should be renoun-
ced to.

Basic Information Digital Controls 35

HEINZMANN Speed Governors

5 Optimizing Control Circuit Stability

Once the engine is running, the first thing should be to optimize control circuit stability.
With diesel engines.operating at constant speeds all the time (e.g., generator operation),
the basic adjustment of the PID-parameters will do. For other applications, it may prove
necessary to correct the PID-parameters in dependence of speed or fuel amount. Gas
engines will usually require fuel dependent correction whereas particularly engines with
wide ranges of speed control may in turn require speed and fuel dependent adaptation.

The adjustment of the PID parameters as well as the correction of the PID values with
respect to speed and fuel will be described in the following chapters.

5.1 Adjustment of the PID-Parameters

The adjustment of the PID-parameters will always be the first step to be taken. The va-
lues determined at this stage will serve as a basis for all subsequent corrections.

When optimizing the PID-parameters, the initial values are to be set as follows:

Number Parameter Value Unit

100 GAIN 15 %
101 STABILITY 10 %
102 DERIVATIVE 0 %

Caution! Before starting the engine, take care that

overspeed protection has been ensured.

With these values set, the engine is started and run up to the working point for which
the adjustment is to be made. As a rule, this working point will be at rated speed and
off-load. Optimization of the PID-parameters will then procède by the following steps:

» Increase the P-factor 100 GAIN till the engine tends to become unstable.
Then, decrease the P-factor again till the speed swinging disappears or is re-
duced to a moderate degree.

* Increase the l-factor 101 STABILITY till the engine passes over to long-waved
speed swinging.

* Increase the D-factor 102 DERIVATIVE till speed swinging disappears. If swin-
ging cannot be eliminated by the D-factor, the l-factor must be reduced.

36 Basic Information Digital Controls

 HEINZMANN Speed Governors

With these values set, disturb engine speed for a short moment (e.g., by shortly
actuating the engine stop switch or by means of the t Setpoint Step Generator) and
observe the transient response. Continue to modify the PID-parameters until the
transient response is satisfactory.

With the aid of the parameter 115 PID_ADAPTION it is possible to jointly reduce all
PID-parameters by the same percentage relative to their original settings. The standard
and maximum value of this parameter is 100 % which means that there will be no
modification of the PID-parameters. By reducing this value, it is possible to achieve the
joint reduction of all PID values. If it is intended to also increase the PID values, the va-
lue of 115 PID_ADAPTION must have been set to some smaller value (e.g., 80 %)
before setting about to optimize the individual values.

Notice: If o speed and/or fuel dependent correction of the PID-parameters is to be

carried out, 115 PID_ADAPTATION should be set to 100 % and reduction
performed through the stability characteristics or the stability tag map.

5.2 Setpoint Step Generator

For observing and optimizing the transient response, the control provides a setpoint
step generator which produces a jump of the set speed value every three seconds. The
width (amplitude) of this setpoint step can be adjusted as follows:

Programming Example:

Number Parameter Value Unit

70 SPEED_AMPUTUDE 100 rpm
Activation:
4070 SPEED_VARIATION_ON 1

The set speed value as modified by the setpoint step generator is indicated by the pa-
rameter 2033 SPEED_SETPOINT3 (t Determination of Speed Setpoints).

Basic Information Digital Controls 37

HEINZMANN Speed Governors

5.3 Correction of the PI D-Parameters

As speed goes up, the engine's kinetic energy increases, too. This implies for the con-
trol that its dynamic characteristic values (PID) may also have to be increased. When
the engine takes on load, the remaining free engine acceleration is reduced which in
turn may lead to another increase of the dynamic parameters.

In normal cases, the PID-parameters are set at rated speed and off-load. This implies a
reduction of the PID values for minimum speed and an increase of the PID values for
loa'd. The PID-parameters as set for rated speed and no-load (T Adjustment of the PID
Parameters) will serve as a basis for correction. If the correction value, is set to 100 %
the PID-parameters will remain unaltered. With this value serving as a basis, upward
corrections (maximum 400 %, which will be equivalent to increasing the PID-
parameters four times) and downward corrections are possible (the minimum is 0 %,
but there should never be a value less than 10 % entered).

In many cases, it will suffice to perform correction in dependence of either speed or

load.

The values for the stability tag map are located at the following parameter numbers:

6100 through 6109 PID_MAP_SPEED(x) : Speed values for stability tag map
6150 through 6159 PID_MAP_POS(x) : Fuel values for stability tag map
6200 through 6299 PID_MAP_CORR(x) : Correction values for stability tag map.

To perform speed dependent and load dependent corrections 10 supporting points are
available for each. This means that there is a maximum of 100 correction values. Each
single supporting point consists of a speed value, an actuator position value, and an as-
sociated correction value. For adjacent correction values the intermediary values are
calculated by the control. If the PID correction is performed in dependence either of
speed alone or of fuel alone, all the other values that are not used must be set to zero.

If the current working point of the engine is outside the tag map as specified by the tag
map parameters, the control will calculate the value which is situated on the border of
the tag map, and use this as the associated correction value.

The current correction value used to correct the PID-parameters with regard to the
present working point, is indicated by the parameter 2100 PID_CORR.

The number of the parameter where the correction value for a pair of speed/fuel is to
be entered is readily determined. The parameters are assigned the numbers 6200 and
higher. Given a pair of speed and fuel values, the index of the fuel value is taken as the

38 Basic Information Digital Controls

 HEINZMANN Speed Governors

tens digit and the index of the speed value as the units digit, and the result will be the
parameter number for the associated correction value.

Example: 6214 PID_MAP_CORR(14)

Speed value no. 4: 6104 PID_MAP_SPEED(4)
Fuel value no. 1:6151 PID_MAP_ACT_POS(1)

When programming the stability tag map, be careful to observe the following instructi-
ons:

* The speed and fuel values must always begin with index 0.

» The speed and fuel values must be arranged by ascending order.

* Each speed and fuel value may appear only once.

* The speed and fuel values of unused supporting points must be assigned the
value 0.

* If correction is to be performed in dependence of speed only, the value 0 has to

be entered for all of the fuel values; in this case, it will be the parameter num-
bers 620x to be used as correction values.

* If correction is to be performed in dependence of fuel only, the value 0 has to

be entered for all of the speed values; in this case it will be the parameter num-
bers 62x0 to be used as correction values.

* Before activation, the correction values are to be preset toi 00 %.

* The stability tag map is activated by the parameter 4100 PID_MAP_ON = 1.

In the examples below, correction of PID-parameters will be explained based on two

correction values for each case resp. on four values for the characteristic diagram.

Basic Information Digital Controls 39

HEINZMANN Speed Governors

5.4 Speed Dependent Correction of the PID-Parameters

PID CORRECTION i
VALUES Setting of PID values
(Correction Value = 100 %)
PID value without
correction
<S201>

Correction value
<6200>

Minimum speed Maximum speed SPEED

<6100>

Fig.. 11 : Speed Dependent Correction

The PID values are entered as for maximum speed, and on setting the engine into ope-
ration off-load they are adjusted accordingly. For minimum speed, a downward cor-
rection is entered and suitably adjusted on the engine.

Programming Example:

Number Parameter Value Unit

6100 PID MAP SPEED(O) 700 rpm
6101 PID_MAP_SPEED(1) 2100 rpm
6102 PID_MAP_SPEED(2) 0 rpm

6109 PID_MAP_SPEED(9) 0 rpm

6150 PID_MAP_ACT_POS(0) 0 o/o

6159 PID_MAP_ACT_POS(9) 0 0/0

6200 PID MAP CORR(O) 60 o/o

6201 PID_MAP_CORR(1) 100 o/o
Activation:
4100 PID_MAP_ON 1

40 Basic Information Digital Controls

 HEINZMANN Speed Governors

5.5 Load Dependent Correction of the PID-Parameters

5.5.1 Diesel Engine

PI D CORRECTION;!
VALUES
Setting of PD values
(Correction Value = 100 %)

<S201> i ,
Correction
of values
PID value wïhout
correction —
^^^

<6200>

20% 80% 100% ACTUATOR TRAVEL

No-toad Full load
<61SO>

Rg. 12: Load Dependent Correction for Diesel Engine

Entering the values and adjusting them with the engine running is to be carried out
off-load. For full-load, an upward correction is entered. Normally, setting the fuel va-
lue to 20 % for no-load and to 80 % for full-load will prove appropriate.

Programming Example:

Number Parameter Value Unit

6100 PID_MAP_SPEED(0) 0 rpm

6109 PID_MAP_SPEED(9) 0 rpm

6150 PID_MAP_ACT_POS(0) 20 %
6151 PID_MAP_ACT_POS(1) 80 %
6152 PID_MAP_ACT_POS(2) 0 %
6159 PID_MAP_ACT_POS(9)

6200 PID_MAP_CORR(0) 100 %

6201 PID_MAP_CORR(1) 150 %

Activation:
4100 PID_MAP_ON

Basic Information Digital Controls 41

HEINZMANN Speed Governors

5.5.2 Gas Engine

S.

Angle of throttle valve

Rg. 13: Performance Graph of Gas Engine in Dependence of Throttle Valve Position

For gas engines, it is of particular importance that the PID correction be carried out in
dependence of load. The foregoing diagram shows the performance curve versus
throttle valve position. The lower domain is characterized by a fast increase of power
output, while in the upper domain there is only a modest rise. For optimum control,
these facts have to be taken account of.
PID CORRECTION
VALUES Setting of PID values
(Correction Value = 100 %)
Correction value •
<6201>

Correction
of values

PID value without

correction
<6200>

35% 65% 100 % ACTUATOR TRAVEL

No-load Full load
<6150>

Fig. 14: Load Dependent Correction for Gas Engine

Setting the PID values is done as before for no-load and correction for full-load. For
most applications, the kink points for actuator travel can be set to 35 % and 60 %. It
may, however, prove necessary to readjust these values with regard to specific requi-
rements.

42 Basic Information Digital Controls

 HEINZMANN Speed Governors

Programming Example:

Number Parameter Value Unit

6100 PID_MAP_SPEED(0) 0 rpm

6109 PID_MAP_SPEED(9) 0 rpm

6150 PID_MAP_ACT_POS(0) 35 o/o

6151 PID_MAP_ACT_POS( 1 ) 60 %
6152 PID_MAP_ACT_POS(2) 0 %

6159 PID_MAP_ACT_POS(9) 0 o/o

6200 PID MAP CORR(O) 100 %

6201 PID_MAP_CORR(1) 200 O/Q

Activation:
4100 PID_MAP_ON

5.6 Stability Tag Map

3 <6211>
1 Setting the PID values at ma-
ximum speed and off- load

2 (-) Correction at minimum

speed and off-load

3 (+) Correction at maximum

speed and full-load
<6150>

4 (-) Correction at minimum

<6100>
SPEED speed and full-load

Fig. 15: Stability Tag Map

When setting the PID parameters for the tag map, the parameters will have to be mo-
dified depending on both speed and load. This procedure may prove necessary, e.g.,
for diesel engines with a wide range of speed variation.

The basic setting is done at rated speed and off-load (point 1 ). Then the first correction
(point 2) is made at minimum speed and off-load.

The next correction (point 2) is carried out at rated speed and with full load, and finally
the last correction (point 4) is performed at minimum speed and full-load.

Normally, setting the fuel value to 20 % for no load and to 80 % for full load will be
appropriate.

Basic Information Digital Controls 43

HEINZMANN Speed Governors

Programming Example:

Number Parameter Value Unit

6100 PID_MAP_SPEED(0) 700 rpm
6101 PID_MAP_SPEED(1) 2100 rpm
6102 PID_MAP_SPEED(2) 0 rpm

6109 PID_MAP_SPEED(9) 0 rpm

6150 PID_MAP_ACT_POS(0) 20 o/o

6151 PIDJv1AP_ACT_POS(l) 80 o/o
6152 PID_MAPJ\CT_POS(2) 0 o/o

6159 PID_MAP_ACT_POS(9) 0 %

6200 PID_MAP_CORR(0) 60 % (Point 2)

6201 PID_MAP_CORR(1) 100 o/o (Point 1)
6210 PID_MAP_CORR(10) 90 o/o (Point 4)
6211 PID_MAP_CORR( 1 1 ) 150 % (Point 3)
Activation:
4100 PID_MAP_ON

5.7 Temperature Dependent Stability Correction

As long as the engine is cold, it may show a tendency for speed swinging regardless of
the stability tag map. In this event, the stability tag map can be corrected with respect
to temperature. Depending on the engine, the tag map is corrected in upward or
downward direction.

PID CORRECTION
VALUES

PIO value without correction

equivalent 100%

Correction value
<160>

Low temperature High temperature TEMPERATURE

<560> <S61>

Fig. 16: Temperature Dependent Stability Correction

Engine temperature (t 2560 TEMP_COOL_WATER) is determined by a temperature

sensor. If engine temperature drops below the high value for the cold engine
561 TEMP_COLD_HICH the entire characteristic map is corrected by the value calcula-

44 Basic Information Digital Controls

 HEINZMANN Speed Governors

ted by the control according to the above figure. If engine temperature falls below the
low value for the cold engine 560 TEMP_COLD_LOW the characteristic map is cor-
rected by the value of 160 PID_COLD_CORR.

This function is enabled by the parameter 4160 PID_MAP_TEMP_ON.

Programming Example:

Number Parameter Value Unit

.560 TEMP_COLD_LOW -20 *C
561 TEMP_COLD_HIGH 10 *C
160 PID_MAP_COLD_CORR 60 %
Activation:
4160 PID_MAP_TEMP_ON 1

Notice: The cold engine temperatures 560 TEMP_COLDJ.OW and 561

TEMP_COLD_HICH are also used for the t Temperature Dependent Idling
Speed.

5.8 Limitation of Under-/Overshooting on Load Changes

With engines of low momentum, load changes can produce excessive increase or de-
crease of speed. The main cause is that in such cases the proportional factor (gain) of
the control is less than required by the control circuit. To reduce undershooting resp.
overshooting the HEINZMANN Digital Controls offer the option to change over to in-
creased gain in case of under-/overshooting. This will ristrict under-/overshooting and at
the same time make the engine return faster to the set speed.

The size of an undershoot above of which switching to another gain (132

GAINJJNDERSHOOT) will take place is determined by parameter 130
SPEEDJJNDERSHOOT. The undershoot gain, however, is independent of the t Stability
Tag Map and of the regular P-factor (t 100 GAIN).

Undershoot limitation is enabled by 4130 UNDERSHOOT_LIMIT_ON=1.

Overshoot limitation is to be set analoguously by means of the parameters 131

SPEED_OVERSHOOT, 133 GAIN_OVERSHOOT und 4131 OVERSHOOT_LIMIT_ON.

Limitation of under- and overshooting should be adopted primarily for installations run-
ning at constant speeds (e.g., generator sets). For all other applications it makes better
sense to either optimize undershooting or overshooting alone. If it should prove

Basic Information Digital Controls 45

HEINZMANN Speed Governors

necessary to optimize both, one should bear in mind that limitation of undershooting
and limitation of overshooting may affect each other and cause the engine to become
unstable.

Notice: When the governor is operating as an Î Idling/Maximum Speed Control

limitation of overshooting is principally disabled; only limitation of un-
dershooting will be active.

LOAD
[KWJ

TIME [ s ]

SPEED
[rpm]

Vv ithout overshoot limitation

Over shoot limitation
enabled
i
V 7 \ V
j~\ _X
1 j*\_n i/ * ..
\ 1 I/ "' ~ V *.''

without undershoot limitation

Undershoot limitation
enabled

TIME [ s ]

Rg. 17: Limitation of Under-/0vershooting

In contrast to other functions, testing limitation of under-/overshooting should be car-

ried out with other functions like speed ramp, stability tag map, zero load delivery cha-
racteristic, etc., already adjusted and enabled, as they will also affect the amplitude of
the under-/overshoot.

46 Basic Information Digital Controls

 HEINZMANN Speed Governors

Limitation of under-/overshooting becomes active only after a certain difference bet-

ween actual speed and setpoint speed is reached. This implies that only the size of the
under-/overshoot can be influenced, but not under-/overshooting as such. Therefore, "rf
under-/overshoots occur as a consequence of setpoint jumps one should give prefe-
rence to optimizing under-/overshooting by a t Speed Ramp or a t. Sectional Speed
Ramp.

Programming Example:

Number Parameter Value Unit

130 SPEEDJJNDERSHOOT 30 rprn
133 GAINLUNDERSHOOT 20 %
Activation:
4130 UNDERSHOOT_LIMIT_ON

5.9 Zero Load Delivery Characteristic

The zero load delivery characteristic determines, in dependence of speed, the actuator
position required by the engine off-load. If on reducing speed excessive undershoots
occur, the zero load delivery characteristic can be recorded and programmed.

ACTUATOR
TRAVEL

Recorded zero load

delivery characteristic

Programmed zero load

delivery characteristic

--?• Substitute characteristic

SPEED [1/min]

Abb. 18: Zero Load Delivery Characteristic

Whenever during operation actuator travel ranges below the zero load delivery cha-
racteristic the control will reduce the l-fraction and thus achieve a better transient re-
sponse towards the new value.

Basic Information Digital Controls 47

HEINZMANN Speed Governors

It is also possible to enter a substitute value which must be positioned below the zero
load delivery characteristic across the entire speed range.

The values for the zero load delivery characteristic are stored at the following parameter
numbers:

6900 through 6929 MIN_CURVE_SPEED(x) : Speed values for the zero load
delivery characteristic
6950 through 6979 MIN_CURVE_POS(x) : Fuel values for the zero load
delivery characteristic

For programming the characteristic, up to 30 pairs of values are available. A pair of va-
lues consists of one speed value and one fuel value, both having the same index. The
control will compute the intermediary values between two adjacent pairs of values.

When programming the characteristic, the following instructions are to be observed:

* The characteristic must always begin with the pair of values indexed 0.

* The speed values must be arranged in ascending order.

* Each speed value may figure only once.

« The speed values of unused pairs must be put to 0.

* The characteristic is enabled by setting the parameter

4900 MIN_CURVE_ON = 1.

For current speeds ranging below the first or above the last of the programmed speed
values, the control will retain the fuel values associated with the first resp. the last
speed value.

When programming the zero load delivery characteristic, one should bear in mind that
during operation the characteristic may undergo a shift due to temporarily varying lea-
kage losses within the injection system. Therefore, the programmed zero load delivery
characteristic should in general remain by 5 % below the recorded zero load delivery
characteristic. The current value of the zero load delivery characteristic is indicated by
the parameter 2310 ACT_POS_MIN.

Notice: There is no zero load delivery characteristic for gas engines. Therefore, with
gas engines the zero load delivery characteristic is to be disabled.

48 Basic Information Digital Controls

 HEINZMANN Speed Governors

Programming Example:

The zero load delivery characteristic is recorded by moving slowly across the entire
speed range. In doing so, the actuator positions (fuel values) are to be noted down.
The characteristic thus recorded is approximated by several pairs of values and then
accordingly programmed. The programmed fuel values will be 5 % less than the
actual ones.

Number Parameter Value Unit Number Parameter Value Unit

6900 MIN_CURVE_SPEED(0) 500 rpm 6950 MIN_CURVE_POS(0) 12 %
6901 MIN_CURVE_SPEED(1) 900 rpm 6951 MIN_CURVE_POS(1) 9 %
6902 MIN_CURVE_SPEED(2) 1900 rpm 6952 MIN_CURVE_POS(2) 8 <M>
6903 MIN_CURVE_SPEED(4) 2500 rpm 6954 MIN_CURVE_POS(4) 10 %
6904 MIN_CURVE_SPEED(5) 0 rpm 6955 MIN_CURVE_POS(5) 0 %

6929 MIN_CURVE_SPEED(29) 0 rpm 6979 MIN_CURVE_POS(29) 0 °/o

Activation:
4900 MIN_CURVE_ON

If a default characteristic is to be programmed as a substitute for the zero load deli-

very characteristic, it will suffice to program one single pair of values (the one with
the index 0). The speed value must be chosen unequal zero, its exact amount,
however, is of no significance. The fuel value must be chosen smaller than the actual
zero load delivery characteristic.

Number Parameter Value Unit Number Parameter Value Unit

6900 MIN_CURVE_SPEED(0) 100 rpm 6950 MIN_CURVE_POS(0) 7 %
6901 MIN_CURVE_SPEED(1) 0 rpm 6951 MIN_CURVE_POS(1) 0 %

6929 MIN_CURVE_SPEED(29) 0 rpm 6979 MIN_CURVE_POS(29) 0 %

Activation:
4900 MIN CURVE ON 1

Basic Information Digital Controls 49

HEINZMANN Speed Governors

6 Droop (Proportional Band, P-Band)

The droop (proportional band) of an engine is defined as the permanent speed drop
when the engine is operating on-load.

It is desirable that the droop resp. the speed drop be zero. It may, however, prove
necessary to provide droop for specific applications such as, e.g., the following:

* Vehicle operation

* Isolated parallel operation and mains parallel operation of generator sets if no

HEINZMANN accessory units are used

* Specific load sharing tasks, such as parallel operation with mechanical governors.

Normally, the HEINZMANN Digital Controls provide the option of switching between
droop 1 and droop 2 to enable the installation to be operated in accordance with the par-
ticular demands.

Therefore, a special droop switch is provided to decide by which droop the governor is to
operate. The respective selection is indicated by:

2812 SWITCH_DROOP = 0 Governor is operating by droop 1 (120 DROOP 1 )

2812 SWITCH_DROOP = 1 Governor is operating by droop 2 (125 DROOP2)

The currently selected droop is indicated by parameter 2120 DROOP.

The following section is confined to explaining the adjustment of droop 1. Adjustment of

droop 2 is performed along the same lines.

The following relation holds:

Xp = n° " "Moo O/Q

nv

Xp Droop by %
nv Rated full-load speed
n0 Off-load speed

Example:

Full-load speed 1500 rpm

Off-load speed 1560 rpm

50 Basic Information Digital Controls

 HEINZMANN Speed Governors

1560 - 1500
Droop = •100%= 4 %
1500

For accurate programming, the full-load position 122 DROOP 1_REF_HIGH and the off-
load position 121 DROOP 1_REF_LOW (resp. 126 DROOP2_REF_HIGH and 127
DROOP2_REF_LOW for droop 2) of the actuator must be known.

ACTUATOR
TRAVEL

100

Full-load position-
<122.127>

Droop
<120.12S>

Off-Load position- ..._.....

Off-load speed SPEED

Rated speed
<40,45>

Fig. 19: Droop

Programming Example:

Number Parameter Value Unit

40 SPEED_RATED1 1500 rpm
120 DROOP 1 4 %
121 DROOP 1_REF_LOW 20 %
122 DROOP 1_REF_HIGH 80 %

When programming, one has to bear in mind that the speed range is limited in upward
direction by the t Speed Limit Line. The speed limit line must be positioned above the
droop line.

Basic Information Digital Controls 51

HEINZMANN Speed Governors

7 Limiting Functions

It is requisite for optimum engine performance that the control provide various limits. The
following figure gives an overview of the most relevant limiting functions.

ACTUATOR \
Speed dependent
TRAVEL [%] Boost pressure dependent fuel limitation
fuel limitation \

100 Limitation of
actuator travel
so
Maximuntfuel flow
80 _ (Torque limit)

70

60

50

40

30

20

10
Limitation of
^actuator travel

500 1000 1500 2000 2500 SPEED [rpm]

Fig. 20: Important Limiting Functions

If different limiting functions are involved the one setting the least fuel value (actuator tra-
vel) will override the others.

As an adaptation to the operating conditions of the engine, two different limiting functions
can be provided as alternatives, e.g., for driving and stationary operation. For driving opera-
tion limitation is normally defined with regard to the requirements of the prime mover,
and for stationary operation with regard to those of the working machine.

A switch for limiting functions serves to select which limiting functions the control is to
operate with. The currently active function is indicated by

2817 SWITCH_ACT_POS_MAX = 0 Limiting function I active

2817 SWITCH_ACT_POS_MAX = I Limiting function 2 active

52 Basic Information Digital Controls

 HEINZMANN Speed Governors

A change-over will at the same time affect the following limiting functions:

» speed limit line

* speed dependent fuel limitation (full-load characteristic)
« boost pressure dependent fuel limitation.

It should be remembered that full-load limitation and boost pressure dependent limitation
must have separately been activated in advance.

Notice: During the starting procedure the speed and boost pressure dependent
fuel limitations are disabled (\ Stoning Fuel Adjustment).

The minimum and maximum actuator positions as admitted with regard to the current
operating conditions (speed, boost pressure) are indicated by the parameters
2310 ACT_POS_MIN and 2312 ACT_POS_MAX.

7.1 Limitation of Actuator Travel

To protect the actuator against mechanical and thermal overload provisions have to be
made for absolute limits of actuator travel. These limits are intended to serve as safety
distances from the mechanical actuator stops. Minimum actuator position is limited by
the parameter 310 ACT_POS_SECURE_MIN. This value should be below the t Zero
Load Delivery Characteristic.. The parameter 312 ACT_POS_SECURE_MAX provides a
limit for the maximum position of actuator travel and should therefore range above any
other limit. Usually, the following values are used for these two parameters:

Number Parameter Value Unit

310 ACT_POS_SECURE_MIN 3.0 %
312 ACT_POS_SECURE_MAX 97.0 %

The following section confines itself to explaining adjustment of the limiting functions
denoted by "1". Adjustment of the limiting functions "2" is to be performed along the
same lines.

Basic Information Digital Controls 53

HEINZMANN Speed Governors

7.2 Speed Limit Line

/
One of the control's main tasks consists in limiting final speed. The control has to ensu-
re that the engine will not exceed maximum speed as allowed by the manufacturer. For
this reason, the speed limit line cannot be turned off but must remain active all the ti-
me.

The speed limit line is defined by two points, viz. by the speeds 720
SPEED 1_LIMIT_LOW for 100 % actuator travel and by 721 SPEED 1_LIMIT_HIGH for
0 % actuator travel (resp. 730 SPEED2_LIMIT_LOW and 731 SPEED2_LIMIT_HIGH for
speed limit line 2).

ACTUATOR
TRAVEL [%]

100 -

Starting point Terminal point SPEED

of speed limit fine
<720.730> <721,731>

Fig. 21 : Speed Limit Line

Programming Example:

Number Parameter Value Unit

720 SPEED 1_UMIT_LOW 2400 rpm
721 SPEED 1 LIMIT HIGH 2600 rpm

54 Basic Information Digital Controls

 HEINZMANN Speed Governors

7.3 Speed Dependent Fuel Limitation

/
The full-load limiting characteristic determines the maximum admissible amount of fuel
(actuator travel, and hence torque) which the engine may be supplied for a certain
speed.

ACTUATOR
TRAVEL [%]

100 -
90 -

80 -

70 -

60 -

50 -

40 -

30 -

20 -

10 -

500 1000 1500 3300 2500 SPEED [rpm]

Fig. 22: Speed Dependent Limitation of Actuator Travel

The values defining the full-load characteristics are stored at the following parameter
positions:

6700 through 6729 MAX_CURVE 1 _SPEED(x) Speed values for full-load curve 1
6750 through 6779 MAX_CURVEl_POS(x) Fuel value for full-load curve 1
6800 through 6829 MAX_CURVE2_SPEED(x) Speed values for full-load curve 2
6850 through 6879 MAX_CURVE2_POS(x) Fuel value for full-load curve 2.

For programming a full-load characteristic, up to 30 pairs of values are available. Each

pair of values consists of one speed value and one fuel value, both having the same
index. The intermediary values between any two adjacent pairs of values will be com-
puted by the control.

Basic Information Digital Controls 55

HEINZMANN Speed Governors

When programming the characteristic, the following instructions are to be observed:

* The characteristic must always begin with the pair of values with index 0.

* The speed values must be arranged in ascending order.

+ Each speed value may figure only once.

* The speed values of unused pairs must be put to 0.

* The characteristic is enabled by setting the parameter

4700 MAX_CURVE_ON = 1

Programming Example:

A full-load characteristic consisting of 6 pairs of values is to be programmed:

Number Parameter Value Unit Number Parameter Value Unit

6700 MAX_CURVE1_SPEED(0) 500 rpm 6750 MAX.CURVE 1 _POS(0) 60 %
6701 MAX_CURVE1_SPEED(1) 700 rpm 6751 MAX_CURVE1_POS(1) 70 %
6702 MAX_CURVE1_SPEED(2) 1100 rpm 6752 MAX_CURVE 1 _POS(2) 80 %
6703 MAX_CURVE1_SPEED(3) 1500 rpm 6753 MAX_CURVE 1 _POS(3) 86 %
6704 MAX_CURVE1_SPEED(4) 2100 rpm 6754 MAX.CURVE 1 _POS(4) 82 %
6705 MAX_CURVE1_SPEED(5) 2500 rpm 6755 MAX_CURVE 1 _POS(5) 75 %
6706 MAX_CURVE1_SPEED(6) 0 rpm 6756 MAX_CURVE1_POS(6) 0 %

6729 MAX_CURVE1_SPEED(29) 0 rpm 6779 MAX_CURVE 1 _POS(29) 0 %

Activation:
4700 MAX_CURVE_ON 1

For speeds below the first of the programmed values, the control will limit actuator tra-
vel to the first of the programmed fuel values. Thus in the above example, actuator tra-
vel is limited to 60 % for the range from 0 to 500 rpm. Likewise, for speeds exceeding
the last programmed speed value (in the above example 2,500 rpm) actuator travel
will remain limited to the last programmed fuel value On the above example 75 %). In
the diagram, these ranges are represented by dashed lines.

If this is not desirable, then by an additional pair of values the fuel value is to be set to
0%.

Number Parameter Value Unit Number Parameter Value Unit

6706 MAX_CURVE1_SPEED(6) 2510 rpm 6756 MAX_CURVE1_POS(6) 0 %

56 Basic Information Digital Controls

 HEINZMANN Speed Governors

7.3.1 Fine Adjustment of the Full-Load Characteristic

As a consequence of series production, the data of engines though being of the sa-
me type are subject to variations. It may, therefore, prove necessary to adjust the
full-load characteristic for each single engine. To do so, the characteristic as recorded
is adjusted to the individual engine by parallel translation of the characteristic across
its full range. At a certain working point of the engine (e.g., maximum power output)
the complete characteristic is raised or lowered by modifying the parameter
700 TORQUE_ADJUST (absolute actuator travel) so that for this working point the
conditions will be consistent for all products of the series.

Programming Example:

Number Parameter Value Unit

700 TORQUE_ADJUST -1.7 %

ACTUATOR
TRAVEL [%]

Working point / adjusting point

1.7% absolute <700>

1000 1500 2000 2500 SPEED [rpm]

Fig. 23: Fine Adjustment of the Full-Load Characteristic

Basic Information Digital Controls 57

HEINZMANN Speed Governors

7.3.2 Temperature Dependent Lowering of the Full-Load Characteristic

To protect the engine against possible damages from high temperatures the full-load
characteristic can be lowered in dependence of temperature.

ACTUATOR
TRAVEL [%]

Lowering
by 2%
<S70>

Lower temperature Higher tempera ture TEMPERATURE [°C]

of warm engine of warm engine
•c562> <563>

Fig. 24: Temperature Dependent Lowering of the Full-Load Characteristic

By means of a temperature sensor, the engine temperature (t 2560

TEMP_COOL_WATER) is determined. If the engine temperature exceeds the value
562 TEMP_HOTJ_OW the complete full-load characteristic is reduced until at the
temperature 563 TEMPJHOTJHIGH the characteristic is reduced by the value
j70 MAX_CURVE_TEMP_DEC (absolute actuator travel).
"£?.:.

This function is activated by parameter 4570 MAX_CURVE_TEMP_ON.

Programming Example:

Number Parameter Value Unit

562 TEMP_HOT_LOW 90 *C
563 TEMP_HOT_HIGH 110 T
570 MAX_CURVE_TEMP_DEC 2 o/o

Activation:
4570 MAX_CURVE_TEMP_ON

58 Basic Information Digital Controls

 HEINZMANN Speed Governors

7.4 Boost Pressure Dependent Fuel Limitation

The boost pressure dependent limit characteristic (LDA-curve) determines the maxi-
mum admissible amount of fuel (actuator position, and hence torque) which is supp-
lied to the engine when a certain boost pressure has been attained. The current
(absolute) boost pressure (t 2520 BOOST) is determined by a boost pressure sensor
and the respective maximum fuel value calculated according to the characteristic.

ACTUATOR
TRAVEL [%]

100 -

90 -

80 -

70 -

60 -

50 -

40 -

30 -

20 -

10 -

1.0 2.0 3.0 BOOST PRESSURE [bar]

Fig. 25: Boost Pressure Dependent Limitation of Actuator Travel

The values defining the characteristic are stored at the following parameter positions:

6400 to 6409 BOOST_CURVE 1 _BST(x) Boost pressure values for LDA-curve 1

6420 to 6429 BOOST.CURVE 1 _POS(x) Actuator positions for LDA-curve 1
6450 to 6459 BOOST_CURVE2_BST(x) Boost pressure values for LDA-curve 2
6470 to 6479 BOOST_CURVE2_POS(x) Actuator positions for LDA-curve 2

For programming the boost pressure dependent limit characteristic, there are up to 10
pairs of values available. Each pair of values consists of one boost pressure value and
one actuator position, both having the same index. The control will calculate the inter-
mediary values between two adjacent pairs of values.

Basic Information Digital Controls 59

HEINZMANN Speed Governors

When programming the characteristic, the following instructions are to be observed:

* The characteristic must always begin with the pair of values with index 0.

» The boost pressure values must be arranged in ascending order.

* Each boost pressure value may figure only once.

* The boost pressure values of unused pairs must be put to 0.

* The characteristic is activated by setting the parameter

4520 BOOSTJDN = 1

Programming Example:

A boost pressure dependent limit characteristic supported by 3 pairs of values is to

be programmed.

Number Parameter Value Unit Number Parameter Value Un'rt

6400 BOOST_CURVE1_BST(0) 1.0 bar 6420 BOOST_CURVE 1 _POS(0) 50 °/o
6401 BOOSTJIURVE1_BST(1) 2.0 bar 6421 BOOST_CURVE1_POS(1) 65 %
6402 BOOSTJIURVE1_BST(2) 3.0 bar 6422 BOOST_CURVE1_POS(2) 90 %

Activation:
4520 BOOSTJDN 1

For boost pressures below the first of the programmed values, the control will limit
actuator travel to the first of the programmed actuator positions. Thus in the above ex-
ample, actuator travel is limited to 50 % for the range from 0 to 1 bar. Likewise, for
boost pressure values higher than the last programmed one (in the above example 3
bar) actuator travel will remain limited to the last programmed value (in the above ex-
ample 90 %). In the above diagram, these ranges are again represented by dashed li-
nes.

If this is not desirable, then an additional pair of values is to be programmed with the
fuel value set to 100 %.

Nummer Parameter Value Unit Nummer Parameter Value Un'rt

6403 BOOST_CURVE1_BST(3) 3.1 bar 6423 BOOST_CURVE1_POS(3) 100 %

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 HEINZMANN Speed Governors

7.4.1 Fine Adjustment of Boost Pressure Dependent Limitation

In like manner as the speed dependent fuel limitation, the boost pressure depen-
dent limitation can be adjusted to the varying data of series engines by parallel
translation of the complete characteristic. By means of parameter
520 BOOST_CURVE_ADJUST (absolute boost pressure), the boost pressure depen-
dent limit characteristic can be raised or lowered so that consistent operating condi-
tions are obtained for all products of the series. The value range of parameter 520
BOOST_CURVE_ADJUST which is specified in per cent relates to the value range of
the boost pressure sensor (100 % = whole value range of the sensor, t 2520
BOOST)

Programming Example:

Number Parameter Value Unit

520 BOOST_CURVE_ADJUST 1.5 %

7.4.2 Adjusting the Slope of the Boost Pressure Dependent Limit

It is also possible to modify the slope of the boost dependent limit in order to com-
pensate for variations of the turbochargers as may be due to series production.

ACTUATOR "
TRAVEL [%]

100 - Increase of the boost

! pressure dependent
90 - characteristic by 10 %

80 -

70 -

60 -

50

40 -

30 -

20 -

10 -

i I
1.0 2,0 3.0 BOOST PRESSURE [bar]

fig. 26: Slope of the Boost Pressure Dependent Charcteristic

Basic Information Digital Controls 61

HEINZMANN Speed Governors

The slope of the boost pressure dependent characteristic can be increased or de-
creased by means of the parameter 521 BOOST_FACTOR (relative actuator travel).
The starting point for this procedure will be the basic fuel amount (first pair of pro-
grammed values with index 0). The difference between this and the current limita-
tion of actuator travel as determined by the boost pressure dependent characteristic
is increased by 521 BOOST_FACTOR and, if necessary, shifted by 520
BOOST_CURVE_ADJUST, which will eventually constitute the limitation value.

Programming Example:

Number Parameter Value Unit

: 521 BOOST_FACTOR 10 °/o

7.5 Torque Limitation

In addition to full-load limitation, boost pressure dependent limitation and speed limit
line, actuator travel can be restricted to some smaller value by means of a switch. This
value is depending on the maximum actuator travel of the actual full-load characteristic
and is determined by the parameter for torque limitation (maximum fuel flow)
701 TORQUEJJMIT (relative actuator position).

ACTUATOR ,
TRAVEL [%]

100 -
Maximum actuator position = 86%
/
90 -
/ p

10% relative
80 - *>'"' °^_
^^ ~^°*+C\

70 -

60 - X
(j \ gpee(j (jepencjent fue| limitation "'
SO -

40 -

30 -

20 -

10 -

I I I I I
500 1000 1500 2000 2500 SPEED [ipm]

Fig. 27: Torque Limitation

62 Basic Information Digital Controls

 HEINZMANN Speed Covernors

If for reasons of actual operating conditions (speed, boost pressure) actuator travel is to
be limited to some smaller value than given by torque limitation, actuator travel is limi-
ted to the speed or boost pressure dependent value.

Programming. Example:

Given a maximum actuator position of the full-load characteristic of 86 % and a re-

duced fuel flow of TORQUEJJMIT = 10 %, actuator travel will be limited to 77.4 %.

Number Parameter Value Unit

701 TORQUEJJMIT 10 %

The following parameter will display whether torque limitation is or is not active.

2813 SWITCH_TORQUE_LIMIT = 0 Torque limitation disabled

2813 SWITCH_TORQUE_LIMIT = 1 Torque limitation enabled

Notice: The control will determine the maximum value of the speed dependent
fuel limitation only after a t Reset. So when programming this function, this
order must be strictly followed:

/. First, program the full-load characteristics.

2. Save parameters by storing them in the control.
3. Restart the control by t Reset.
4. Program maximum fuel flow 701 TORQUEJ.IMIT.
5. Enable the function by the respective switch.
6. Check the function by 28 73 SWITCH'_TORQUE_LIMIT.

Basic Information Digital Controls 63

HEINZMANN Speed Governors

8 Idling/Maximum Speed Control

The HEINZMANN Digital Controls can also be employed as idling/maximium speed go-
vernors, i.e., they offer the possibility of switching between the operating states of variable
speed control and idling/maximum speed control (e.g., for stationary and driving operati-
on).

At idling and at maximum speed, the idling speed governor behaves like a variable speed
governor with speed limitation for maximum speed being determined by the t Speed
Limit Line. Between idling speed and maximum speed limitation the actuator travel set-
point is determined by the actual setpoint adjuster. The actuator travel setpoint for id-
ling/maximum speed control is indicated by the parameter 2420 IM_ACT_POS_SETPOINT.

The control may by standard be operated as an idling/maximum speed governor. This

mode of operation is selected by the following parameter:

Number Parameter Value Unit

4400 GOVERNOR.MODE 1

During operation, it is possible to choose between the two operating modes by means of
an external switch. The state of this switch is indicated by the parameter 2831
SWITCH_GOVERNOR_MODE.

The governor will, however, operate only as an idling/maximum speed control if none of
the external switches for idling speed, fixed speed 1, or fixed speed 2 has been set.

Display:

Number Parameter Value Unit

2811 SWITCH_SPEED_MIN 0
2815 SWITCH_RX1 0
2816 SWITOLRX2 0

Information concerning the governor's actual mode of operation can be obtained from the
parameter 2400 ACTUAL_GOVERNOR_MODE.

There are three parameters related to the control mode 4400 GOVERNOR.MODE, 2400
ACTUAL_GOVERNOR_MODE, and 2831 SWITCH_GOVERNOR_MODE. For all of them the
following states are valid:

State 0 : Governor is operating as variable speed control.

State 1 : Governor is operating as idling/maximum speed control.

64 Basic Information Digital Controls

 HEINZMANN Speed Governors

Notice: When operating as an idling/maximum speed control, overshoot limitation

is principally disabled ft Limitation of Under-/Overshooting on Load Chan-
ges).

8.1 On-Load Idling Speed

Idling speed for idling/maximum speed control is set by the parameters 10

SPEED_MIN1 or 11 SPEED_MIN2 (t Determination of Set Speed Value). For low tem-
peratures this value can be increased by t Temperature Dependent Idling Speed. Cur-
rent idling speed is indicated by the parameter 2010 SPEED_MIN.

ACTUATOR Increase of idling

TRAVEL [%] speed <460>

100 -

90 -
Setpoint <2420>
80 -

70 -

60 -

SO -
Droop
<2120>
40 - Speed limit line
<720.721>
30 - <730.731>

20 -

10 -

500 1000 1500 2000 2500 SPEED [rpm]

Idling speed
<2010>

Fig. 28: Idling/Maximum Speed Control

With the governor operating in idling/maximum speed control mode, constant idling
speed will not be desirable in most cases. Instead, idling speed is expected to be in-
creased with higher setpoint adjustment. This can be achieved by parameter 460
IM_SPEED_INCREASE, which indicates the relative increase of idling speed for 100 %
actuator travel (see also the above figure).

Basic Information Digital Controls 65

HEINZMANN Speed Governors

Programming FxampJP-

Number Parameter '_ Value Unit

460 IM_SPEED_INCREASE 100 rpm

8.2 Actuator Travel Ramp

If during operation in idling/maximum speed control mode, the increase of actuator

travel is to be delayed, e.g., in order to reduce free acceleration, the possibility of acti-
vating an actuator travel ramp has been provided.

The rate of the delay can be adjusted for setpoint increase and setpoint decrease inde-
pendently of one another.

430 IM_RAMP_UP for upward ramps

431 IM_RAMP_DOWN for downward ramps.

The unit of these parameters is increase resp. decrease of actuator travel per second.
Both ramps are enabled by the parameter 4430 IM_RAMP_ON. If the ramp function is
to be selected for one direction only, the maximum value (6553.5 %/s) must be ente-
red for the other direction.

The actuator travel setpoint as delayed by the ramp can be read from the parameter
2420 IM_ACT_POS_SETPOINT. Parameter 2421 IM_ACT_POS_SETPOINT2 represents
the actuator position setpoint which the ramp is to arrive at.

Programming Example:

Number Parameter Value Unit

430 IM_RAMP_UP 800.0 %/s
431 IM_RAMP_DOWN 1200.0 %/s
Activation:
4430 IM_RAMP_ON 1

The actuator travel ramp can be used only when the governor is operating in id-
ling/maximum speed control mode. For variable speed control mode, a t Speed Ramp is
available by which smooth speed changes can be performed in this mode, too.

66 Basic Information Digital Controls

 HEINZMANN Speed Governors

9 Speed Dependent Oil Pressure Monitoring

With rising speed the engine needs higher oil pressure. For monitoring pressure, two cha-
racteristics have been provided. Actual oil pressure (t 2500 OIL_PRESSURE) is checked by
a pressure sensor. If oil pressure falls below the oil pressure warning characteristic, a war-
ning will be given. If the pressure continues to fall below the oil pressure emergency stop
line the control will stop the engine and display the respective error message. In both ca-
ses of warning and emergency stop the common alarm output is activated.

The messages issued by the control are displayed by the following parameters:

3009 ERR OIL WARN 0 = Oil pressure above warning characteristic

1 = Oil pressure below warning characteristic
3010 ERR_OIL_ECY 0 = Oil pressure above emergency stop characteristic
1 = Oil pressure above emergency stop characteristic,
engine stop has been executed.

Oil pressure
[bar]

Emergency stop
characteristic

Minimum speed Maximum speed

<2010> <2012>

Rg. 29: Oli Pressure Characteristics

Basic Information Digital Controls 67

HEINZMANN Speed Governors

The values for the oil pressure characteristics are stored at these parameter positions:

6500 to 6509 OIL_WARN_SPEED(x) : Speed values for oil pressure warning

6520 to 6529 OIL_WARN_PRESS(x) :
6550 to 6559 OIL_ECY_SPEED(x) :
6570 to 6579 OIL_ECY_PRESS(x) :
characteristic
Oil pressure values for oil pressure warning
characteristic
Speed values for oil pressure emergency
stop characteristic
Oil pressure values for oil pressure
emergency stop characteristic

Each of the characteristics is to be programmed by up to 10 pairs of values. A pair of

values consists of one speed value and one oil pressure value, both having the same
index. The control will compute the intermediary values between two adjacent pairs of
values.

When programming the characteristic, the following instructions are to be observed:

* The characteristic must always begin with the pair of values indexed 0.

* The speed values must be arranged in ascending order.

* Each speed value may figure only once for each of the characteristics.

* The speed values of unused pairs must be put to 0.

4 The characteristics is activated by setting the parameters

4500 OIL_WARN_CURVE_ON = 1 for the oil pressure warning curve
4550 OIL_ECY_CURVE_ON = 1 for the oil pressure emergency
stop curve.

Notice: On start-up, speed dependent oil pressure monitoring is disabled

ft Starting Fuel Adjustment).

Programming Example:

Both the characteristics for oil pressure warning and oil pressure emergency stop are
to be programmed by means of 4 pairs of values each. Below minimum speed, no
monitoring is provided which is achieved by setting the first values of both characte-
ristics to 0 bar. For values exceeding the last programmed "speed value (in this ex-
ample index 4) the oil pressure value associated with this last value will be retained.

68 Basic Information Digital Controls

 HEINZMANN Speed Governors

Number Parameter Value Unit Number Parameter Value Unit

6500 OIL_WARN SPEED(O) 699 rpm 6520 OIL WARN PRESS(O) 0 bar
6501 OIL_WARN_SPEED(1) 700 rpm 6521 OIL_WARN_PRESS(1) 1.8 bar
6502 OIL_WARN_SPEED(2) 1200 rpm 6522 OIL.WARN PRESS(2) 3.3 bar
6503 OIL.WARN SPEED(3) 1600 rpm 6523 OIL_WARN_PRESS(3) 4.1 bar
6504 OIL_WARN_SPEED(4) 2100 rpm 6524 OIL_WARN_PRESS(4) 4.5 bar
6505 OIL_WARN_SPEED(5) 0 rpm 6525 OIL_WARN_PRESS(5) 0 bar

6509 OIL_WARN_SPEED(9) 0 rpm 6529 OIL_WARN_PRESS(9) 0 bar

6550 OIL_ECY_SPEED(0) 699 rpm 6570 OIL_ECY PRESS(O) 0 bar

6551 OIL ECY SPEED(l) 700 rpm 6571 OIL_ECY_PRESS(1) 1.5 bar
6552 OIL_ECY_SPEED(2) 1000 rpm 6572 OIL_ECY_PRESS(2) 2.9 bar
6553 OIL ECY SPEED(3) 1800 rpm 6573 OIL_ECY_PRESS(3) 3.6 bar
6554 OIL_ECY_SPEED(4) 2100 rpm 6574 OIL_ECY PRESS(4) 4.0 bar
6555 OIL_ECY_SPEED(5) 0 rpm 6575 OIL_ECY_PRESS(5) 0 bar

6559 OIL_ECY_SPEED(9) 0 rpm 6579 OIL_ECY_PRESS(9) 0 bar

Activation:
4500 OIL_WARN_CURVE_ON
4550 OIL_ECY_CURVE_ON

Basic Information Digital Controls 69

HEINZMANN Speed Governors

10 Applications

The HEINZMANN Digital Controls can be configured for a wide variety of different appli-
cations, and "rt is only by such configurations that certain functions required by one specific
application become available.

Notice: Governor operation based on more than one actuator as will be the cose
for dual fuel operation or dual actuator operation can be selected only
when the Digital Control DC 1.3 is employed. Furthermore, a special control
unit is required for dual fuel operation.

10.1 Vehicle Operation

During vehicle operation, it may occur that overspeed is exceeded by thrust operation.
For such cases a special procedure is provided. For a detailed description see the
chapter T Overspeed Monitoring.

10.1.1 Speed Limitation and Control

With regard to speed limitation.and control, a signal proportional to velocity is nee-

ded. Both frequency signals and PWM signals will serve this purpose. Which one is to
be used is determined by the parameter 5312 VELOCIMETER_MODE:

5312 VELOCIMETER_MODE = 0 Frequency signal

5312 VELOCIMETEFLMODE = 1 PWM signal

Notice: This parameter will be active only after a t Reset.

The number of measured pulses is indicated by the parameter 3315

VELOCITYJMPULSE. To inform the control about the relation between pulse fre-
quency and velocity, the number of pulses at 100 kp.h. must be entered for the pa- r
rameter 1315 VELOCITY_IMPULSE_REF. Pulses of below 1 Hz will be ignored.

After that, the parameter 3310 VELOCITY will read the current speed.

Speed limitation is to be enabled by the parameter 5310 VELOCITY_LIMIT_ON. Ma-

ximum admissible speed can be set by/means of the parameter 1311
VELOCITY_MAX. When using the Digital Control DC 1.3, maximum speed can also

70 Basic Information Digital Controls

 HEINZMANN Speed Governors

be set by the respective t Turn Switch. Selection is made by

5311 VELOCITY_MAX_MODE = 0 Maximum speed to be set by parameter

5311 VELOCITY_MAX_MODE = 1 Maximum speed according to position of
turn switch.

Functions to be enabled by turn switch positions will take effect only after a t Reset.
Furthermore, it is only the positions 2 through F that are of relevance for speed limi-
tation; switch positions 0 and 1 are without function in this respect

Turn Switch Position Signification

2 Speed limited to 35 kp.h.
3 Speed limited to 40 kp.h.
4 Speed limited to 45 kp.h.
5 Speed limited to 50 kp.h.
6 Speed limited to 55 kp.h.
7 Speed limited to 60 kp.h.
8 Speed limited to 65 kp.h.
9 Speed limited to 70 kp.h.
A Speed limited to 75 kp.h.
B Speed limited to 80 kp.h.
C Speed limited to 85 kp.h.
D Speed limited to 90 kp.h.
E Speed limited to 95 kp.h.
F Speed limited to 1 00 kp.h.

Speed limitation is enabled by an external switch. The state of this switch is indicated
by the parameter

2832 SWITCH_CRUISE_CNTRL = 0 Cruise control disabled

2832 SWITCH CRUISE CNTRL = 1 Cruise control enabled.

When cruise control is enabled the current speed is frozen and used as a velocity
setpoint. This set speed value is displayed and controlled by the parameter 3320
VELOaTY_SETPQINT. The cruise control will, however, be active only above a certajn
speed level which is determined by the parameter 1310 VELOQTY_MIN. The set
speed value can be overridden by the actual setpoint adjuster (t Determination of
Speed Setpoints) so that speeds higher than the one predetermined by the cruise
Basic Information Digital Controls 71
HEINZMANN Speed Governors

control are possible. Nevertheless, the cruise control will stay enabled and continue
to regulate the set speed when the setpoint adjuster furnishes a value smaller than
the one required for the originally set speed.

Both speed control and speed limitation operate as a proportional control (P control-
ler). The size of the proportional factor (gain) is to be entered for the parameter
1316VELOCITY_GAIN.

Programming Example:

Maximum speed is supposed to be 60 k.p.h. and the cruise control.to be active from
10 k.p.h. on. At 50 Icp.h., the tachometer is transmitting a PWM signal of 290 pulses;
the reference value for 100 kp.h. must be set to twice this number.

Number Parameter Value Unit

. 1310 VELOCITY_MIN 10 kp.h.
1311 VELOCITY-MAX 60 Icp.h.
1315 VELOCITYJMPULSE_REF 580
1316 VELOCITY-GAIN 12.0 %

Activation and adjustment:

5310 VELOCITY_UMIT_ON 1
5311 VELOCI7Y_MAX_MODE 0
5312 VELOCIMETER_MODE 1

10.1.2 Gear Management

For electronically controlled gears, a setpoint output can be provided. When opera-
ting as an idling/maximum speed control, this setpoint will be the actuator position
setpoint 2331 ACT_POS_SETPOINT; when operating as a variable speed control it
will be the speed setpoint 2031 SPEED_SETPOINT1. As on output both the speed
setpoint and the actuator position setpoint are to be specified in per cent, the upper
and lower limits must have been defined:

28 SPEED_SETP_OUTPUT_MIN Speed for output of 0 %

29 SPEED_SETP_OUTPUT_MAX Speed for output of 100 %.

The output value is indicated by the parameter 2028 SETPOINTJDUTPUT. The out-
put itself can then be read out via an t Analogue Output 4..20 mA or 0..5 V.

Programming Example:

The gear setpoint is to be read out by the analogue output 1. The speed range is
from 700 rpm to 2,100 rpm for variable speed control.

72 Basic Information Digital Controls

 HEINZMANN Speed Governors

Number Parameter Value Unit

28 SPEED_SETP_OUTPUT_MIN 700 rpm
29 SPEED_SETPJDUTPUT_MAX 2100 rpm
1640 ANALOG_OUT1 2028

10.2 Railroad Operation

With regard to railroad operation, some peculiarities are to be taken account of. When
actuated, the switches for idling speed and fixed speed 2 will at the same time produce
a change-over of the droop. If either of the switches is actuated, an automatic change-
over to droop 2 is executed. Otherwise, droop 1 will be active.

Besides, on actuating the switch for fixed speed 2 the speed ramp will be ignored so
that the fixed speed can be attained as fast as possible.

10.2.1 Speed Level Switches

When in railroad operation, setpoints can be determined by means of the analogue

setpoint adjuster 1 or by using digital speed level switches. The respective mode of
operation is set by the parameter

5350 ANALOG_SETPOINT_ON = 0 digital speed level switches

5350 ANALOG_SETPOINT_ON = 1 analogue setpoint adjuster.

There must be four t Digital Inputs available to serve as speed level switches. The
states of the speed level switches are indicated by the following parameters:

2819 SWITCH_SPEED_SETP3 Speed level switch 3

2820 SWITCH_SPEED_SETP2 Speed level switch 2
2821 SWITCH_SPEED_SETP1 Speed level switch 1
2822 SWITCH_SPEED_SETPO Speed level switch 0

With four speed level switches available, 16 speed levels can be set. The following
table explains which speed level is selected by the respective switch positions.

Basic Information Digital Controls 73

HEINZMANN Speed Governors

2819 2820 2821 2822

SWITCH_SPEED_SETP1
Speed
SWITCH_SPEED_SETP3 SWITCH_SPEED_SETP2 SWITCH_SPEED_SETPO
Level
0 0 0 0 0
0 0 0 1 1
0 0 1 0 2
0 0 1 1 3
0 1 0 0 4
0 1 0 1 5
0 1 1 0 6
0 1 1 1 7
1 0 0 0 8
1 0 0 1 9
1 0 1 0 10
1 0 1 1 11
1 1 0 0 12
1 1 0 1 13
1 1 1 0 14
1 1 1 1 15

The values for the speed levels are to be entered in the parameters

7200 through 7215 ACT_POS_RX(x) Actuator positions for Idling/maximum

speed control
7300 through 7315 SPEED_FIX(x) Speed values for variable speed control.

Selection will depend on the governor's mode of operation. When in id-

ling/maximum speed control mode, the actuator positions will be used as values for
the selected speed level, whilst when in variable speed control, it will be the speed
values to serve this purpose. The index of the above parameters will correspond to
the selected speed level.

74 Basic Information Digital Controls

 HEINZMANN Speed Governors

10.2.2 Slide Protection

The HEINZMANN Digital Controls are equipped with an integrated slide protection.
On detecting that the wheels are skipping, it will continuously reduce the set values
for speed or actuator position till the wheels give a firm grip again. A separate
electronic unit is needed to detect sliding of the wheels and to transmit a suitable si-
gnal to the control. The state of the slide signal is indicated by the parameter

2818SWITCH_SLIDE = 0 no slide signal coming in

2818 SWITCH SLIDE = 1 slide signal received.

On detecting the slide signal, the control will decrease the set speed value by the
amount of 1350 SLIDE_SPEED_DEC when operating as a variable speed control or
reduce the set actuator value by 1353 SLIDE_ACT_POS_DEC when operating in id-
ling/maximum speed control mode This setpoint is retained for the time defined by
1355 SLIDE_DURATION. If after that the slide signal is still being received, the set
value will be reduced once again. Reduction will be repeated until the slide signals
stop coming in, i.e., until the wheels are gripping again. After that, the previous set-
point is restored and is slowly run up to via the speed ramp.
SLIDE SIGNAL -
<2818> ,

SPEED
[tpm]

Speed setpoint
<2031>
Speed decrease
<1350>

Speed decrease
<1350>

TIME [s]
Waiting period Waiting period
<1355> <13S5>

Fig. 30: Slide Protection Operating as Variable Speed Control

Basic Information Digital Controls 75

HEINZMANN Speed Governors

SLIDE SIGNAL
<2818>

TIME [s]

ACTUATOR
TRAVEL P/o]

Set actuator va lue

'---. <2420>
Actuator travel decrease
<1353>
Actuator travel ramp

Actuator travel decrease

<1353>

TIME [s]
Waiting period Waiting period
<1355> <1355>

Rg. 31 : Slide Protection Operating as Idling/Maximum Speed Control

10.3 Operation by Two Synchronized Actuators (Dual Actuator)

To avoid complicated linkages on Vee engines it is possible to provide individual

actuators for each cylinder bank. Once the linkages have been adjusted properly, ope-
ration of the two actuators will be absolutely uniform.

This mode of operation requires using the HEINZMANN Digital Control DG 1.3-DA
which is capable of controlling two actuators of identical functionality.

In this mode, the actuators denoted internally by 2 and 3 are to be used and will be
driven by additional hardware for dual actuator operation. Accordingly, the feedback
resp. error parameters denoted by "2" or "3" will have to be utilized for the two actua-
tors (e.g., 3960 FEEDBACK2 and 3970 FEEDBACK3 for measured feedback values).

This function is enabled by parameter 5470 DUAL_ACTUATOR_ON.

Activation:
5470 DUAL_ACTUATOR_ON
76 Basic Information Digital Controls
 HEINZMANN Speed Governors

Notice: This parameter will be enabled only after a t Reset.

10.4 Diesel-/Gas Engine (Dual Fuel Operation)

The diesel/gas engine (pilot injection gas engine) can operate both as a diesel and as a
gas engine. When working as a gas engine, ignition is achieved by a reduced quantity of
injected diesel fuel (ignition fuel amount).

- For this mode of operation, the HEINZMANN Digital Control DG l .3-DF is required as
it admits of operation by two or three actuators with different functions. With Vee engi-
nes, an individual gas actuator can be provided for each cylinder bank so that the con-
trol will be operating by one diesel and two gas actuators. After adjusting the linkages as
required, operation of the two gas actuators will be absolutely identical. For driving the
gas actuators the additional hardware for dual fuel operation and the feedback resp. er-
ror parameters denoted by "2" and "3" will have to be used. The third actuator for gas
operation is activated by the parameter 5430 ACTUATOR3_FOR_GAS_ON.

Activation:
5430 ACTUATOR3_FOR_GAS_ON 1

Notice: This parameter will be active only after a t Reset.

Actuator travel of the gas actuators is limited by the parameters

1430 GAS_ACT_POS_MIN minimum actuator travel of gas actuators

1432 GAS_ACT_POS_MAX maximum actuator travel of gas actuators.

For dual fuel operation, the gas pressure in the feeding pipe before the reducer must
be known. This signal has to be connected to one of the t Analogue Inputs and can
then be viewed by the parameter 3416 GAS_PRESS_BEFORE_RED.

Since with gas operation the energy supplied to the engine equals the product of
throttle valve gap and pressure before the gas mixer, the system's response will be very
sensitive to fluctuations of pressure before the gas mixer. The control is, however,
capable of taking account of this and of keeping the energy supplied to the engine
constant regardless of pressure fluctuations. To achieve this, an t Analogue Input is
used to transmit to the control information on the pressure before the gas mixer. The
parameter 3417 GAS_PRESS_BEFORE_MIX will display this pressure value and the pa-
rameter 3415 GAS_PRESSURE_CORR the correction factor as computed with respect
to this value.

Basic Information Digital Controls 77

HEINZMANN Speed Governors

The engine is being started by diesel operation. After that, the control is told by way of
a t Digrtalal Input to change over to gas operation. The state of the switch is indicated
the parameter

2823 SWITCH_GAS = 0 Switch set for diesel operation

2823 SWITCH GAS = 1 Change-over to gas operation.

Changing over to gas operation is always performed using a ramp whose size is given
by the parameter 1455 GAS_RAMP. Changing back to diesel operation is carried out
by means of the same ramp which may, however, be renounced to if need be.

Whether or not a change-over to gas operation or back to diesel operation is to take

place at all will depend on the following conditions:

* Gas pressure: Gas pressure before the reducer 3416

GAS_PRESS_BEFORE_RED has to be higher than minimum gas
pressure 1453 GAS_PRESSURE_MIN. When during gas operation
the gas pressure falls below the minimum value there will be an
immediate change-over to diesel operation without ramp.

Speed: Gas operation is only possible as long as engine speed is higher

than 1440 GAS_SPEED_MIN and less than 1442
GAS_SPEED_MAX. Otherwise, change-over to diesel operation
via the ramp is executed resp. change-over to gas operation will
not be possible at all.

Output: The diesel actuator position must be above 1450

GAS_SWITCH_ACT_POS to enable change-over to gas operation.
During gas operation, the set value for gas" amount 3420
GAS_SETPOINT must not drop below the minimum gas amount
1452 GAS_MIN. Otherwise, there will be a change-over to diesel
operation via the ramp.

Mains: In case of mains failure, the respective signal can be transmitted

to the control via a t Digital Input The control will then imme-
diately change back to diesel operation without using the ramp.
The state of this switch input can be viewed by the parameter

2824 SWITCH_BUS_FAIL = 0 no mains failure

2824 SWITCH "BUS FAIL= 1 mains failure.

78 Basic Information Digital Controls

 HEINZMANN Speed Governors

All of these conditions must be satisfied before a change-over to gas operation can take
place. When gas operation is enabled/the injection amount of diesel fuel is reduced to
the ignition fuel amount 1451 IGNITION_ACT_POS. Whether or not the gas control
circuit is active can be seen from the parameter

3400 GAS_GOVERNOR_ON = 0 Gas control inactive

3400 GAS_GOVERNOR_ON = 1 Gas control active.

The current relation between gas and diesel is indicated by the parameter

3460 DIESEL_GAS_RATIO = 0 % exclusive diesel operation

3460 DIESEL_GASJ*ATIO = 100 % exclusive gas operation
(except ignition fuel amount).

For testing purposes, the relation of diesel and gas may be directly influenced. This
function is to be enabled by the parameter 5460 DIESEL_GAS_RATIO_ON = 1. The
desired relation is then to be entered in the parameter 1460 DIESEL_GAS_SETPOINT. If
all conditions for gas operation are satisfied, this value will be run up to via a ramp and
then retained constant.

10.4.1 Stability of Gas Control Circuit

In dual fuel operation, the HEINZMANN Digital Control DC 1.3 is working by two
parallel control circuits, one for each the diesel actuator and the gas actuator. Ad-
justment of the control circuit for the diesel actuator is described in the chapter t
Optimizing Control Circuit Stability.

With regard to the gas actuator, there exist separate parameters for the P-, I- and D-
factors of the control circuit as well as the possibility of load dependent correction of
the PID parameters.

Adjustment of the PID parameters is carried out by a procedure similar to that

described in the chapter t Adjustment of the PID Parameters. The PID parameters
for the gas governor are:

1400GAS_GAIN P-factor
1401 GAS_STABIUTY l-factor
1402GAS_DERIVATIVE D-factor.

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When performing load dependent correction, the values stored for these parameters
are used as a basis and will be increased for correction according to load. The values
for the gas stability characteristic are stored at the following parameter positions:

7400 through 7414 PID_GAS_ACT_POS(x) Actuator positions for stability

characteristic
7450 through 7464 PID_CAS_CORR(x) Correction values for stability
characteristic.

For programming the gas stability characteristic, there are up to 15 pairs of values
available. Each pair of values consists of one actuator position value and one cor-
rection value, both having the same index. The control will compute the intermediary
values between any two adjacent pairs of values. The current correction value is dis-
played by the parameter 3410 PID_GAS_CORR.

When programming the characteristic, the following instructions are to be observed:

» The characteristic must always begin with the pair of values with index 0.

* The actuator position values must be arranged in ascending order.

* Each actuator position value may figure only once.

* The actuator position values of unused pairs must be put to 0.

* Correction values should be preset to 100 % before activation.

* The characteristic is activated by the parameter

5400 PID_CURVE_GA5_ON = 1

For actuator positions below the first or above the last of the programmed values,
the control will retain the correction values associated with the first resp. the last va-
lue. A correction value of 100 % signifies that there will be no modification of the
PID parameters. f

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PID CORRECTION
VALUES Setting of PID values
(Correction Value = 100 %)
Correction value ••
<7451>

Correction
of values

PID value without --O-

correction
<7450>

35% 66% 100% ACTUATOR TRAVEL

No-load Full load
<7400> <7401>

Abb. 32: Load Dependent Correction of the Gas Control Circuit

Programming Example:

Number Parameter Value Unit

7400 PID_GAS_ACT_POS(0) 35 %
7401 PID_GAS_ACT_POS(1) 60 %
7402 PID_GAS_ACT_POS(2) 0 %

7414 PID_GAS_ACT_POS(14) 0 %

7450 PID_GAS_CORR(0) 100 %

7451 PID_GAS_CORR(1) 160 %
Activation:
5400 PID_GAS_ON

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10.5 Generator Operation

Parallel operation of generators will require additional equipment to take on the tasks of
synchronization, of effective load distribution in isolated parallel operation, or of effecti-
ve load control in mains parallel operation.

It will then be possible to choose between analogue and digital setpoint modification.
Changing over from one mode to the other is done by means of the parameter

5210 DIGITAL_SYNCHRON_ON = 0 analogue setpoint modification

5210 DIGITAL_SYNCHRON_ON = 1 digital setpoint modification.

10.5.1 Digital Setpoint Modification

With digital setpoint modification selected, the decision whether the setpoint is to be
increased or decreased is made by two external switches. The states of the switches
is indicated the parameters

2825 SWITCH.SPEEDJNC for increasing speed

2826 SWITCH_SPEED_DEC for decreasing speed.

Setpoint modification will be executed only if the two parameters read opposite va-
lues, i.e., if only one of the two external switches is closed. The rate of setpoint mo-
dification is being set through the parameter 1210 SYNCHRON_STEP which is to be
specified by speed change per second.

Notice: For load distribution ond load adjustment a droop (appprox.. 2-4 °/o) is
required. With isolated parallel operation, droop has to Be chosen identi-
cal for all installations.

Programming Example:

Setpoint modification is supposed to be digital and to be executed at the rate of

20 rpm per second.

Number Parameter Value Unit

1210 SYNCHRON.STEP 20 rpm/s
Activation:
5210 DIGITAL_SYNCHRON_ON I/
Display:
2825 SWITCH_SPEED_INC 1/0
2826 SWITCH_SPEED_DEC 0/1
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10.5.2 Accessory Analogue Units

For generator operation, the HEINZMANN synchronization unit SyG 02 and load
measuring unit LMG 03 are available, and will have to be connected to t Analogue
Inputs. Their current values are displayed by the parameters

3210 SYNCHRONJNPUT Input signal from synchronization unit

3230 LMGJNPUT Input signal from load measuring unit.

With the aid of amplification factors the input signals from the synchronization unit
and the load measuring unit can be adapted:

1220 SYNCHRON_FACTOR Amplification factor for the

synchronization signal
1230 LMG_FACTOR Amplification factor for the load
measuring signal.

The units are activated by means of the parameters

5210 DIGITAL_SYNCHRON_ON = 0 Analogue synchronization

5230 LMG_ADJUST_ON = 1 Load measuring unit on.

Notice: When using the HEINZMANN units SyG 02 and LMG 03, the control is
operated with zero droop.

Programming Example:
Synchronization and load distribution resp. load control are to be carried out using
the synchronization and load measuring units.

Number Parameter Value Unit

1220 SYNCHRONLFACTOR 30 %
1230 LMG_FACTOR 25 %

Activation:
5210 DIGITAL_SYNCHRON_ON 0
5230 LMG_ADJUST_ON 1

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10.6 Power Control

For the purpose of controlling other installations, a power characteristic can be entered
based on which the digital control will compute a correction value depending on cur-
rent speed and actuator position. This correction value is transmitted by an analogue
output and is used to control the specific application.

Power control as described can be utilized, e.g., for the control of controllable pitch pro-
pellers in ship operation or for generator field control in diesel-electric locomotive ope-
ration.

The values for the power characteristic are stored at the following parameter positions:

6600 to 6614 POWER_CONTROL_SP(x): Speed values for power characteristic

6650 to 6664 POWER_CNTRL_POS(x): Actuator positions for power
characteristic

For programming the characteristic, there are up to 15 pairs of values available. Each
pair of values consists of one speed value and one actuator position, both having the
same index. The control will interpolate the intermediary values between any two ad-
jacent pairs of values.

When programming the characteristic, the following instructions are to be observed:

* The characteristic must always begin with the pair of values indexed 0.

* The speed values must be arranged in ascending order.

* Each speed value may figure only once.

* The speed values of unused pairs must be put to 0.

* The characteristic is activated by setting the parameter

4600 POWER_CNTRL_CURVE_ON = 1

If the current speed ranges below the first resp. above the last of the programmed
speed values the governor will retain the actuator positions associated with the re-
spective extrem urn.

The governor will compute the correction value according to the following formula:

correction value = (current actuator position - characteristic value) • —'g In8 a °r + reference value
1000/0

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This means that the speed dependent characteristic value is subtracted from the cur-
rent actuator position 2300 ACT_POS and that the difference is multiplied by the
weighting factor 601 POWER_CONTROL_FACTOR. By adding the reference value 601
POWER_CONTROL_FACTOR the power control correction value 2600
POWER_CONTROL_CORR is obtained.

If the current actuator position conicides with the power characteristic it is only the refe-
rence value that will take effect. The weighting factor may be both positive and negati-
ve. This will decide about whether some larger or smaller than the reference value is to
be output if the current actuator position does not coincide with the characteristic. Thus,
e.g., with a negative weighting factor a value smaller than the reference value will be
output if the current actuator position is above the value of the characteristic; with a
positive weighting factor, however, it will be a value greater than the reference value.

Programming Example:

In diesel-electric locomotive operation, generator excitation is to be regulated in

souch a way that in steady state the diesel engine will operate by a characteristic
within the range of optimum consumption.

ACTUATOR
TRAVEL [%]

100 -
Speed dependent fuel limitation
90 -

80 -

70 -

60 -

50 -
Power control characteristic
40 - (setpoint)

30 -

20 -

10 -

500 1000 1500 2000 2500 SPEED [rpm]

Rg. 33: Power Control

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The HEINZMANN Digital Control takes over regulating generator excitation by

supplying a signal of 0..20 mA. If the prime mover system is operating according to
the power characteristic the mean value of the signal, viz. 12 mA, is being issued. If
the system is operating at a value above the power characteristic the signal is redu-
ced to some smaller value, e.g., 10 mA thus reducing generator excitation, too, until
the system returns again to working by the characteristic.

To achieve this the power control correction value 2600 POWER_CONTROL_CORR

is to be read out via an analogue output In the example, this will be the analogue
output 1 which is configured as a current output of 4..20 mA. This means that for a
correction value of 0 % a current of 4 mA is being supplied and for 100 % one of
20 mA (l'Analogue Outputs).

Number Parameter Value Unit

1640 ANALOG_OUT1 2600
1643 ANALOG_OUT l _VAL_MI N O
1644 ANALOGJDUT l _VAL_MAX 100

If actuator position coincides with the power characteristic the mean value of the si-
gnal is supposed to be output Hence the reference value will be 50 %.

Number Parameter Value Unit

600 POWER_CONTROL_REF 50 %

Next, the power characteristic is programmed in accordance with optimum con-

sumption

Number Parameter Value Unit Number Parameter Vslue Unit

6600 POWER_CONTROL_SP(0) 500 rpm 6650 POWER_CNTRL_POS(0) 50 %
6601 POWER_CONTROL_SP(1) 700 rpm 6651 POWER_CNTRL_POS(1) 60 °/o
6602 POWER_CONTROL_SP(2) 1100 rpm 6652 POWER_CNTRL_POS(2) 70 °/o
6603 POWER_CONTROL_SP(3) 1500 rpm 6653 POWER_CNTRL_POS(3) 76 °/o
6604 POWER_CONTROL_SP(4) 2100 rpm 6654 POWER_CNTRL_POS(4) 70 °/o
6605 POWER_CONTROL_SP(5) 2500 rpm 6655 POWER_CNTRL_POS(5) 60 °/o
6606 POWER_CONTROL_SP(6) 0 rpm 6656 POWER_CNTRL_POS(6) 0 °/o

6614 POWER_CONTROL_SP(14) 0 rpm 6614 POWER_CNTRL_POS( 14) 0 °/o

In this case, the power characteristic is below the t Speed Dependent Fuel Limitati-
on by approx. 10 %. If actuator travel coincides with this fuel limit, a signal of 10 mA
is to be issued. With regard to a total range of 16 mA corresponding to an output
scale of 100 % this will result in the following correction value:

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-4mA lOOO/o = 37.50/0

20 mA - 4 mA

Given a difference of 10 % between actual actuator position and characteristic value

and given a reference value of 50 % the required correction value of 37.5 % is ob-
tained by entering these values in the above formula and solving the equation for
the weighting factor:

37.50/0 = 10 o/ 0 . weighting factor + 5Q %

1 00 %

There will result a weighting factor of -1 25 %.

NumberParameter _ Value Unit

601 POWER_CNTRL_FACTOR -125 %

Finally, power control is to be enabled.

Activation:
4600 POWER_CNTRL_CURVE_ON 1

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11 Inputs and Outputs of the Digital Controls

11.1 Analogue Inputs

The HEINZMANN Digital Controls are equipped with a number of analogue inputs
that can be utilized as setpoint inputs, pressure transducer inputs, temperature sensor
inputs, etc. The following table provides an overview.

Parameter Signification Usage

2500 OIL PRESSURE Oil pressure Oil pressure monitoring
2520BOOST Boost pressure Boost pressure dependent
limitation of actuator travel
2550 TEMPJDIL Oil temperature Presently used as a monitor
value only
2555 TEMP_CHARGE_AIR Charge air tempera- Presently used as a monitor
ture value only
2560 TEMP_COOL_WATER Cooling water tem- Temperature dependent idling
perature speed, starting fuel amount,
PID correction, reduction of
speed dependent limitation of
actuator travel
2901 SETPOINT1 Setpoint adjuster 1 Setpoint input
2902 SETPOINT2 Setpoint adjuster 2 Setpoint input
2903 SETPOINT3 Setpoint adjuster 3 Presently used as a monitor
value onlyxi"
3210SYNCHRONJNPUT Input value from Generator operation
synchronization unit
3230 LMGJNPUT Input value from Generator operation
load measuring unit
3416 GAS_PRESS_BEFORE_RED Gas pressure befo- Dual fuel operation
re gas mixer
3417 GAS_PRESS_BEFORE_MIX Gas pressure befo- Dual fuel operation
re pressure reducer

The details of design of the required sensors are a -matter of arrangements with
HEINZMANN where they can be configured according to customer requests at the
factory.

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The following table shows the hardware designations and pins of the analogue inputs.

Input No. DC 1.3 DC 2.1

Designation Pin Designation Pin/

Terminal
1 ADC1 A3 ANINO T2/16
2 ADC2 L3 ANIN 1 52/17
3 ADC3 C3 ANIN 2 . Tl / 4
4 ADC4 Tl .. ANIN 3 Rl / 6
5 ADC5.: Rl . THINO Jl/13
6 ADC6 Jl THIN 1 LI / 14 .
7 ADC7 LI - '

The parameter names of the analogue inputs always start with the prefix "ADC". After
that the number of the analogue input and the supplementary name of the parameter
follows.

The parameters to be entered for the analogue inputs are associated with the parame-
ter numbers from 1500 onward, those for the values as measured by the control with
the parameter numbers from 3500 onward (e.g., for input 1 from 1510 and 3510
onward, for input 2 from 1520 and 3520 onward, etc.).

11.1.1 Measuring Ranges of Sensors

As the measuring, scales of pressure and temperature sensors are bound to differ
considerably, the control must once for all be given information on the physical
measuring range of the diverse sensors. Values that are not to be measured in terms
of a physical measuring range (such as setpoint adjusters) are specified in per cent
of the respective sensor range.

Sensor Minimum Measuring Value Maximum Measuring Value

Oil pressure 500 OIL_PRESS_REF_LOW 501 OIL_PRESS_REF_HIGH
Boost pressure 522 BOOST_REFERENCE_LOW 523 BOOST_REFERENCE_HIGH
Oil temperature 550 TEMP_OIL_REFJ_OW 551 TEMP_OIL_REF_HIGH
Charge air tempe- 555 TEMP_AIR_REF_LOW 556 TEMP_AIR_REF_HIGH
rature
Cooling water 564 TEMP_WATER_REF_LOW 565 TEMP_WATER_REF_HIGH
temperature

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Notice: These parameters will be enabled only after a t Reset. Therefore, they
should have been set in advance before any function relating to those sen-
sors is activated (e.g.f temperature dependent idling speed, boost pressure
dependent fuel limitation, etc).

Programming Example:

The measuring range of a boost pressure sensor is assumed to be 0.5 through 3.5
bar.

Number Parameter Value Unit

522 BOOST_REFERENCE_LOW 0.5 bar
523 BOOST_REFERENCE_HIGH 3.5 bar

11.1.2 Calibration of Analogue Inputs

Sensors and transducers convert physical quantities (e.g., pressure, temperature)

into electric quantities (voltage, current). The control measures voltages or currents
and displays the measured values scaled for a value range from 0 to 65,535. To en-
able the control to operate with the value transmitted by the sensor, it is necessary
that the control be provided with information on the relation between measured
values and sensor positions. This relation is established by two reference values that
correspond to the control's measurements for minimum and maximum sensor posi-
tions. With this information, the control is capable of normalizing the measured valu-
es and to display them specified in per cent of the sensor range or directly in terms
of their physical values.

[bar] [bar]

63100

3.5 3.5

4.8

1.0
0.5 0.5

BOOS PRESSURE VALUE MEASURED BOOST PRESSURE

VOLTAGE VALUE
SENSOR BY CONTROL

Fig. 34: Calibration Procedure

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Programming Example:

A boost pressure sensor has been connected to input 3. It is supposed to have a

measuring range from 0.5 bar to 3.5 bar which is being converted into voltages ran-
ging from 1.0 V to 4.8 V. The value measured by the control is indicated by the pa-
rameter 3531 ADC3_VALUE. It will read 18700 for 1.0 V and 63100 for 4.8 V. The-
se two reference values are to be entered for the parameters 1530
ADC3_REFERENCE_LOW and 1531 ADC3_REFERENCE_HIGH. The normalized value
of the analogue input may then be viewed by parameter 3530 ADC3. It will range
from 0 % for the sensor's minimum position to 100 % for its maximum position.
The physical sensor value is indicated by the parameter 2520 BOOST provided the
control has previously been informed of the sensor's measuring range (t Measuring
Ranges of Sensors).

Number Parameter Value Unit

1530 ADC3_REFERENCE_LOW 18700
1531 ADC3_REFERENCE_HIGH 63100

As component tolerances of governors and qualified sensors are rather tight, it will,
as a rule, not prove necessary to calibrate all sensors that have been connected to
the control. In most cases, it will do to enter standard values for the reference values.

If particular accuracy is required with respect to reading the sensors, it is also pos-
sible to input the voltages resp. currents for the minimum and maximum deflections
as specified by the sensor manufacturer and to calibrate the analogue input by these
values.

11.1.3 Error Recognition by Analogue Inputs

On failure of a sensor (e.g., by short circuit or cable rupture), the control will register
voltages or currents lying outside the normal measuring range. Such excessive mea-
suring values can serve to define inadmissible operating ranges by which the control
will recognize the failure of a sensor.

Programming Example:

The boost pressure sensor connected to analogue input 3 and operating within a
normal voltage range of 1.0 V to 4.8 V is supposed to supply a voltage of 5 V (the
value measured by the control will be 65520) in case of a broken cable and a volta-
ge of 0 V (the measured value will be 7100) in case of a short circuit. The normal
measuring range of the control's is from 18700 to 63100. The ranges below a

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measured value of 16000 and above a measured value of 64000 are defined as
inadmissible by the following parameters:

Number Parameter Value Unit

1532 ADC3_ERROR_LOW - 16000
1533 ADC3_ERROR_HIGH 64000

These error limits, as they are called, should not be located too close to the mini-
mum and maximum values in order to prevent natural fluctuations of sensor mea-
suring values from being mistaken as errors. On the other hand, it is necessary to
ensure that short circuits or cable ruptures are unambiguously recognized as such.

Once an error has been recognized, the error parameter (error flag) associated with
the analogue input and with the respective application will is set. The measures to
be taken at the occurrence of any such errors will be explained in the chapter t Error
Handling.

Notice: For unused analogue inputs the minimum and maximum values (0 resp.
65535) should be entered to prevent reporting errors for these inputs.

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11.2 Digital Inputs

The HEINZMANN Digital Controls include a number of digital inputs serving as on-off-
switches or as change-over switches for functions. The digital inputs can be designed to
be high-active, i.e., active with the switch closed, or low-active, i.e., active with the switch
opened.

For each function, there exists a display parameter indicating whether or not the re-
spective function is enabled. With these parameters, the value "1" will always indicate
the function to be enabled whereas "0" will signify it to be disabled. This type of display
is not subject to hardware modifications as described in the preceding paragraph.

Furthermore, it is possible to make one single switch change over several functions.
Thus, e.g., one single switch will simultaneously perform change-over from driving ope-
ration with t Proportional Band (Droop) to stationary operation with fixed speed, but
without droop.

The following table shows the relations between the switch numbers and the gover-
nor's connection pins:

Switch No. DC 1.3 DC 2.1

Designation Pin Designation Pin/

Terminal
1 DI l T2 DIGI IN 0 K3/26
2 DI2 V2 DIGI IN 1 J3 / 27
3 DI3 P2 DIGI IN 2 T3/28
4 DI4 H2 DIGI IN 3 H3/29
5 DI5 52 DIGI 10 0 B3/30
6 DI6 R2 DIGI 10 1 C3/31
7 DI7 D2 DIGI 10 2 P3/32
8 DI8 G2 DIGI IO 3 D3/33
9 DI9 F2 - -
10 Dl 10 E2 - -

The specific design of switches and functions is to be arranged with HEINZMANN and
will be configured according to customer requests at the factory.

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The following table provides an overview of the functions implemented. For explanati-
ons of the diverse functions and switch priorities, please refer to the respective chap-
ters.

Display Parameter Meaning

28 10 SWITCH MOTOR STOP
2811 SWITCH SPEED MIN
2812SWITCH_DROOP
28 1 3 SWITCH_TORQUE_LIMIT
28 14 SWITCH-RANGE
28 15 SWITCH SPEED RX1
28 16 SWITCH SPEED FIX2
2817 SWITCH_ACT_POS_MAX
28 18 SWITCH SLIDE
28 19 SWITCH SPEED SETP3
2820 SWITCH SPEED SETP2
2821 SWITCH SPEED SETP1
2822 SWITCH SPEED SETPO
2823 SWITCH_GAS
2824 SWITCH BUS FAIL
2825 SWITCH SPEED INC
2826 SWITCH_SPEED_DEC
2827 SWITCH_SETPOINT1
2828 SWITCH_SETPOINT2
2829 SWITCH_LIMIT_SETP1
2830 SWITCH LIMIT SETP2
2831 SWITCH_GOVERNOR_MODE
2832 SWITCH_CRUISE_CNTRL
2833 SWITCH START
1 = Engine stop
1 = Idling speed active
0 = Droop 1 active
1 = Droop 2 active
1 = Torque limitation active "
0 = Speed range 1 active
1 = Speed range 2 active
1 = Fixed speed 1 active
1 = Fixed speed 2 active
0 = Limit functions 1 active
1 = Limit functions 2 active
1 = Slide signal received (railroad operation)
Speed level switch 3 (for railroad operation)
Speed level switch 2 (for railroad operation)
Speed level switch 1 (for railroad operation)
Speed level switch 0 (for railroad operation)
1 = Change-over to gas operation (for dual fuel)
1 = Mains failure (for dual fuel)
1 = Speed increase (for generator operation)
1 = Speed decrease (for generator operation)
0 = Setpoint adjuster 1 inactive"
1 = Setpoint adjuster 1 active
0 = Setpoint adjuster 2 inactive
1 = Setpoint adjuster 2 active
1 = freeze current value from setpoint adjuster 1
1 = freeze current value from setpoint adjuster 2
0 = Variable speed control mode
1 = Idling/maximum speed control mode
1 = Cruise control active
1 = Forced engine start

Notice: For testing purposes, these functions can be simulated independently of

the switch states (T Simulation of Digital Inputs).

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11.3 Analogue Outputs

The HEINZMANN Digital Controls are equipped with a number of analogue outputs
that may be utilized, e.g., for displaying speed or actuator position as well as for setpoint
output to accessory devices. By standard, the analogue outputs are designed as current
outputs of 4..20 mA and/or as voltage outputs of 0..5 V. Other output ranges can be
provided on request.

The following table gives a survey:

DC 1 .3 DC 2.1
Number of Analogue Out- Current 2
puts1 Voltage } > 2
Current 4..20 mA 4..20 mA
Standard Output Range
Voltage 0..5V 0..5V
Current (approx.) 0..22 mA (approx.) 0..22 mA
Maximum Output Range
Voltage 0..5V 0..10V
Current 1640.. 1649 1640.. 1649
Parameter Numbers
Voltage 1640.. 1649 1650.. 1659

Any control measurement can be read out via the analogue outputs. For this purpose,
the parameter number of the measuring value to be read out must be entered as the
value of the desired output parameter.

Parameter DC 1.3 DC 2.1

1640 ANALOG OUTI Current-/Voltage outputl Current output 1
1 645 ANALOG_OUT2 Current-/Voltage output 2 Current output 2
1 650 ANALOG_OUT3 - Voltage output 1
1655ANALOG_OUT4 - Voltage output 2

Programming Example:

It is intended to read out speed (display parameter 2000) by analogue output 1 and
actuator position (display parameter 2300) by analogue output 2.

1
The Digital Control DC 1.3 is equipped with two independent analogue outputs which can be implemen-
ted as current or voltage outputs according to customer requests.

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Number Parameter Value Unit

1640 ANALOGJDUTl 2000
1645 ANALOG_OUT2 2300

The chapter t Power Control offers another example for reading out via an aniogue
output values computed by the control for the purpose of driving an external device.

11.3.1 Range of Values for Output Parameters

When reading values out, it will sometimes not be the whole range that is of interest
but only a restricted one. This can be taken account of by adapting output to the
desired range with the aid of the parameters 1643 ANALOG_OUT1_VAL_MIN and
1644 ANALOG_OUT1_VAL_MAX. As there are a great many different ranges of valu-
es, these parameters are to be set to the required lower and upper output values
specified in per cent of the maximum value of the output parameter. The same will
hold for the outputs 2 through 4.

20 CURRENT [mA]

analogue output

Fig. 35: Reading Out a Parameter via an Analogue Output

If the whole range of values is required, the minimum value is to be set to 0 % and
the maximum value to 100 %.

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Programming Example:
Actual speed 2000 SPEED is to be read out via a current output of 4..20 mA, but
restricted to the range from 500 rpm to 1 500 rpm. With this restriction, 500 rpm
will correspond to 4 mA and 1 500 rpm to 20 mA. As the range of values for this pa-
rameter is from 0 to 4095 rpm, output has to be adjusted as follows:

ANALOG OUTI VAL MIN = -^--100% = 12.2%

~ 4095

. ANALOG_OUT1_VAL_MAX = -100% = 36.6%

Number Parameter_ Value Unit

1640 ANALOG_OUT1 2000
1643 ANALOG_OUT1_VAL_MIN 12.2 %
1644 ANALOG_OUT1_VAL_MAX 36.6 %

11.4 Digital Outputs

The HEINZMANN Digital Controls are equipped with digital outputs that are utilized to
display errors and to indicate overspeed.

Besides its function as a display, the overspeed output is also designed as a relay out-
put so that a separate overspeed protection can be activated by this output For the
adjustment of overspeed and the governor's reaction to occurrence of overspeed, plea-
se refer to the chapter Î Overspeed Monitoring.

The common alarm output is enabled whenever the govenor detects at least one error.
The output can be used for a visual or audible signal. The chapter t Error Handling
contains a detailed description of the common alarm output and an explication of the
possible error causes.

Notice: When initializing the DC 1.3, the common alarm output is activated for
about 500 ms.

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12 Actuators and Feedback

The HEINZMANN Digital Controls allow to employ various types of actuators for different
operating modes and with different feedbacks. On the one hand, they can drive actuators
with 2-quadrant operation (electrically energized one-way, return effectuated by strong
springs) or with 4-quadrant operation (electrically energized both ways). As feedback for
the actuator position either an analogue or a digital signal can be used. When using an
analogue signal, the information on the actuator position will be purveyed by the size of
the DC signal, whereas with digital feedback the actuator position will be calculated by the -
time intervals of the pulses. In addition to the signal transmitting the^actuator position,
actuators with digital feedback operate by a reference signal. This reference signal is used
to compensate for variations in temperature that may affect the measuring signal.

When equipped with additional hardware, the HEINZMANN Digital Control DC 1.3 is
capable of simultaneously driving up to three actuators as may prove necessary, e.g., for î
Dual Fuel Operation and T Dual Actuator Operation. With respect to the second and third
actuators, the parameters associated with actuators and feedback are denoted by "2" and
"3". Standard applications, however, will require no more than one actuator, so it will suf-
fice for the following explanations to take account of the parameters for the first actuator
only. Adjustment of actuators 2 and 3 will have to be carried out in like manner.

The amplifier for all three actuators is enabled by parameter 5900 AMPLIRERJDN.

Activation:

Number Parameter Value Unit

5900 AMPLIRERJDN 1
:-. '•£**'

Normally, the amplifier is always activated. It is only turned off for actuators equipped with
strong pull-back springs if a fatal error occurs such as failure of both pulse pick-ups, over-
speed, and the like, and if the governor is compelled to stop the engine. If this be the ca-
se, the amplifier can be activated again by means of this parameter or by clearing the er-
ror memory through PC or Hand Held Programmer (T Programming Possibilities).

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12. l Calibration of the Actuator

To determine the exact actuator position within its total range of travel the Digital Con-
trol needs reference values to correctly scale the relation between the measured value
and the position of the actuator. These reference values correspond to the governor's
measurements for minimum and maximum actuator positions. When using actuators
with digital feedback, the reference signal has in addition to be registered.

Calibration can be performed automatically or manually. As it is absolutely necessary for

the actuator to be able to reach its minimum and maximum positions the calibration of
the actuator should be carried out.with the linkage removed, if possible.

Notice: Calibration of the actuator must be performed for each system of control
and actuatorseparately because otherwise tolerances of either components
may affect governor performance and, in particular, observance of the li-
miting functions.

12.1.1 Manual Calibration

Manual calibration is performed analoguously to t Calibration of the Analogue In-

puts. The actuator is moved to its minimum and maximum positions, and in doing
so the governor's measuring value 3950 FEEDBACK is to be entered as parameter
values of

1950 FEEDBACK_REF_LOW for minimum position

1951 FEEDBACK_REF_HIGH for maximum position.
Additionally, the value of 3955 FEEDBACK_REF is to be entered for actuators with
digital feedback in the parameter

1955 FEEDBACK_REFERENCE as reference signal.

The reference signal will not change throughout the entire actuator range.

Notice: When manual calibration is performed these parameters will become

active only after a Reset.

Calibration of the second and third actuator is to be carried along the same lines.

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After that, the governor will be capable of normalizing the measured feedback value
and to indicate actuator position with accuracy. Actuator position can then be chek-
ked by the parameters

2300 ACT_POS . Current position of 1 st actuator

2302 ACT2_POS Current position of 2nd actuator
2303 ACT3_POS Current position of 3rd actuator.

Besides, the current position of the first actuator is displayed as a heavily filtered va-
lue which will prove helpful in observing the course of actuator travel, e.g., when ad-
justing the t Zero Load Delivery Characteristic. The heavily filtered value of the
actuator position is displayed by the parameter

2305 ACT_POS_FILTERED heavily filtered value of actuator position.

The set values for the position of each of the three actuators are indicated by the
parameters

2331 ACT_POS_SETPOINT Set value for position of 1 st actuator

2332 ACT2_POS_SETPOINT Set value for position of 2nd actuator
2333 ACT3_POS_SETPOINT Set value for position of 3rd actuator.

12.1.2 Automatic Calibration

With automatic calibration, the governor will perform the measurement of the refe-
rence values by itself. The governor energizes the actuator for a certain length of ti-
me to ensure that the minimum and maximum positions are reached, and will then
measure the reference values. The values thus obtained are entered in the respecti-
ve parameters and, in contrast to manual calibration, will immediately be available.

If required, the automatic calibration can also be performed with the help of the PC
or the Hand Held Programmer (t Programming Possibilities)

With the Digital Control DC 1.3, it is possible to perform automatic calibration

without the diagnosis devices through the t Turn Switch. To do so, the governor
must be restarted by a t Reset with the switch turned to position to 1. After initia-
lization, the governor will then perform the automatic calibration. As the values will
subsequently be saved by the governor, one has to wait for about 20 seconds befo-
re restoring the turn switch to its original position. After that, the governor is to be
started again by a t Reset.

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During automatic calibration, it may happen that the error 3000

ERR_FEEDBACK_ADJUST occurs. The possible causes as well as hints how to remo-
ve this error are given in the chapter t Error Handling.

12.1.3 Detection of Feedback Errors

In much the same manner as for the î Analogue Inputs, there also exist error limits
for the feedback by which the Digital Control is able to detect when a measured va-
lue is inadmissible.

These error limits must be entered by hand for manual as well as for automatic cali-
bration.

By this, all measured values that are below the low error limit 1952
FEEDBACK_ERROR_LOW and above the high error limit 1953
FEEDBACK_ERROR_HIGH are defined as inadmissible.

These error limits should not be chosen too close to the minimum and maximum
values in order to avoid misinterpretation of natural variations of measured feedback
values as errors. On the other hand, it must be ensured that short circuits or ruptures
of the supply or signal lines will not remain undetected.

Whenever an error has been detected, the respective feedback error parameter is
set. How to react in case that any such error occurs is described in the chapter t Er-
ror Handling.

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HEINZMANN Speed Governors

13 Simulation

The HEINZMANN Digital Controls permit to simulate various functions such as analogue
and digital inputs as well as engine, actuator, etc. Thus, it is possible to test individual
functions of the Digital Control without being forced to have it mounted to an engine toge-
ther with all sensors and switches.

13.1 Simulation of the Engine

The HEINZMANN Digital Controls include an integrated engine simulator by which the
functions of the governor can be tested without an engine. The engine simulator is en-
abled by the parameter 5710 SIM_ENGINE_ON.

Activation:

Number Parameter Value Unit

5710 SIM_ENGINE_ON 1

Simulator operation is permitted only with the engine at standstill. If the control reco-
gnizes the engine to be starting it will immediately change over to normal operation as
a speed control.

The engine simulator requires the setpoint adjusters 1 and 2. Setpoint adjuster 1 is
used as an ordinary adjuster whilst setpoint adjuster 2 serves the purpose of presetting
either engine load or directly speed. The respective choice is made by means of the
parameter

5742 SIM_SETPOINT2_MODE = 0 Engine load

5742 SIM_SETPOINT2_MODE = 1 Speed.

Direct setting of speed allows to scan the limiting functions because with fixed speed
enabled the governor is not able to regulate speed. If load is being set by setpoint ad-
juster 2, it will duly be indicated by the parameter 3730 LOAD.

Notice: For generator and dual fuel operation, usually only one setpoint adjuster
will be needed. With regard to these operating modes, an option has been
provided to preset engine simulator load by means of the parameter J 730
SIMJ.OAD. .

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The integrated starter will start the simulator by double the starting speed as specified
by 255 START 1_SPEED. The simulator will, however, start off only if load was chosen
neither too small nor too high. Thus for starting the simulator, load should correspond
to approximately half the starting actuator position specified by 260 START 1_ACT_POS
(Î Starting Fuel Adjustment).

Once the simulator has been started, the various speed control functions may be te-
sted, such as range of setting speed, fixed speed, droop, speed ramp, speed depen-
dent limitation of actuator travel, etc..

13.2 Positioner Mode

In positioner mode, it is readily verified whether the actuator is capable of moving to all
of its positions. Positioner mode is enabled by the parameter 5700 POSITIONER_ON,
and the position the actuator is supposed to move to is set directly through the para-
meter 1700 POSITIONER_SETPOINT. The position actually attained can be checked by
the parameter 2300 ACT_POS.

Programming Example:
Number Parameter Value Unit
1700 POSmONER_SETPOINT 50 %

Activation:
5700 POSITIONER_ON 1

Display:
2300 ACT_POS 50 °/o

Notice: In positioner mode, actuator travel is limited by the safety distances 310
ACT_POS_SECURE_MIN and 312 ACT_POS_SECURE_MAX (t Limitation of
Actuator Travel).

Simulator operation is permitted only with the engine at standstill. If the control reco-
gnizes the engine to be starting it will immediately change over to normal operation as
a speed control.

As a further function of positioner mode, a setpoint step generator can be enabled by

5701 POSITIONER_VAR_ON = 1 by which three setpoint steps per second will be
performed. The width of the setpoint steps is to be entered in the parameter 1701
POSITIONER AMPLITUDE.

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Programming Example:

Number Parameter Value Un'rt

1701 POSmONER_AMPUTUDË 10 %

Activation:
5701 POSITIONER_VAR_ON

13.3 Simulation of the Analogue Inputs

When simulating the T Analogue Inputs, the value of the input signaLpf the respective
channel is set directly. Simulation of the analogue inputs is enabled by the parameter
5740 SIM_ADC_ON.

Activation:

Number Parameter Value Unit

5740 SIM_ADC_ON 1

To simulate the analogue inputs it must be known which sensor has been connected
to which input. The value for the analogue input must be specified in per cent and will
be displayed in its relation to the corresponding range of values by the parameter as-
sociated with the respective sensor.

The values required for simulation are to be entered for the following parameters:

Simulation Parameter Signification

1741 SIM ADC1 Simulation value for analogue input 1
1742 SIM ADC2 Simulation value for analogue input 2
1743 SIM ADC3 Simulation value for analogue input 3
1744SIM.ADC4 Simulation value for analogue input 4
1745SIM_ADC5 Simulation value for analogue input 5
1746SIM_ADC6 Simulation value for analogue input 6
1747 SIM ADC7 Simulation value for analogue input 7

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13.4 Simulation of the Digital Inputs

The digital inputs which serve as switches for changing over or turning functions on and
off can be simulated independently of the switch states. In these cases, "1" will always
signify the function to be enabled whereas it will be inactive for "0" (see also t Digital
Inputs).

Simulation Parameter Signification

4810SIM_MOTOR_STOP 1 = Engine off
4811 SIM SPEED MIN 1 = Idling speed enabled
4812SIM_DROOP 0 = Droop 1 active
1 = Droop 2 active
48 1 3 SIM_TORQUE_LIMIT 1 = Torque limit active
4814SIM_RANGE 0 = Speed range 1 active
1 = Speed range 2 active
48 15 SIM SPEED FIX1 1 = Fixed speed 1 active
48 16 SIM SPEED FIX2 1 = Fixed speed 2 active
4817 SIM_ACT_POS_MAX 0 = Limiting functions 1 active
1 = Limiting functions 2 active
48 18 SIM SLIDE 1 = Slide signal coming in (railroad operation)
4819SIM_SPEED_SETP3 Speed level switch 3 (for railroad operation)
4820 SIM_SPEED_SETP2 Speed level switch 2 (for railroad operation)
4821 SIM SPEED SETP1 Speed level switch 1 (for railroad operation)
4822 SIM_SPEED_SETPO Speed level switch 0 (for railroad operation)
4823 SIM_GAS 1 = Change over to gas operation (for dual fuel)
4824 SIM BUS FAIL 1 = Bus (power) failure (for dual fuel)
4825 SIM_SPEED_INC 1 = Speed increase (for generator operation)
4826 SIM_SPEED_DEC 1 = Speed decrease (for generator operation)
4827 SIM_SETPOINT1 0 = Setpoint adjuster 1 inactive
1 = Setpoint adjuster 1 active
4828 SIM_SETPOINT2 0 = Setpoint adjuster 2 inactive
1 = Setpoint adjuster 2 active
4829 SIM_LIMIT_SETP1 1 = Freeze actual value from setpoint adjuster 1
4830 SIM_LIMIT_SETP2 1 = Freeze actual value from setpoint adjuster 2
4831 SIM_GOVERNOR_MODE 0 = Variable speed control
1 = Idling/maximum speed control
4832 SIM_CRUISE_CNTRL 1 = Cruise control active
4833 SIM_START 1 = Forced engine start

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Simulation of the digital inputs is activated by the parameter 4800 SIM_SWITCH_ON.

Activation:

Number Parameter Value Unit

4800 SIM_SW1TCH_ON 1

The selected functions by which the governor is operating will the also be displayed by
the monitor parameters associated with the digital inputs (parameter numbers 2810
and higher).

13.5 Simulation of the Actuator

Simulation of the actuator is activated by the parameter 5715 SIM_ACTUATOR_ON.

Activation:

Number Parameter Value Unit

5715 SIM_ACRJATOR_ON 1

13.6 Simulation of the Turbocharger

Simulation of the turbocharger is activated by the parameter 5760 SIM_BOOST_ON.

Activation:

Number Parameter Value Unit

5760 SIM_BOOST_ON 1
*?*
With this function set, the Digital Control ignores the signal coming in at the analogue
input for boost pressure and creates itself a boost pressure signal by software simulati-
on.

The response time constant for simulated boost pressure is set by the parameter 1760
SIM_BOOST_FACTOR.

Programming Example:

Number Parameter Value Unit

1760 SIM_BOOST_FACTOR 30 %

1
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14 User Program

The HEINZMANN Digital Controls are provided with a software interface that permits to
include so-called user programs in the HEINZMANN control program. With the aid of
user programs, it is possible for the user to define new parameters and to create governor
functions of his own in addition to those provided by HEINZMANN.

Writing such a user program requires, however, precise knowledge of the structure and
the execution of a user program. Therefore, downloading a user program can be achieved
only with the aid of a PC and is restricted to the levels 5 and higher (T Level).

For detailed information on user programs, please refer to the manual "Programming In-
structions for User Programs" (t Further Information}.

With special regard to user programs, the control program provides several parameters
which are capable of affecting the governor's behaviour.

Thus, the set speed value as well as the minimum and maximum admissible actuator
positions can be determined by a user program. This is achieved by the parameters

2035 SPEED_SETPOINT_USER for the set speed value

2320 ACT_POS_USER_MIN for minimum actuator position
2322 ACT_POS_USER_MAX for maximum actuator position.

Furthermore, the error parameter 3067 ERRJJSER is placed at the disposal of the user
program. The user program is allowed to set this error flag whenever a fatal fault occurs in
current operation. The governor will then execute an emergency shutdown. Other error
messages that are not intended to produce an emergency stop may be realized by auto-
nomous parameter definitions.

The control provides a number of parameters destined to ensure correct execution of user
programs. The parameter 3865 CALCULATION_TIME monitors the amount of calculation
time left for the processor to execute a user program. The value of this parameter is not
allowed to fall below 20 % as in this case the control does not have enough free capacity
to itself. Therefore, if less than 20 % calculation time is left the error 3069
ERR_CALC_TIME is set and the engine brought to an emergency stop.

The HEINZMANN governor program provides several subroutines for user programs that
can be called by ALINE-codes as they are termed. A wrong subroutine call will cause the
control to set the error 3068 ERR_ALINE and to continue by emergency operation. In this
event, the subroutine is to be checked for the correct ALINE-code.

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The version number of the user software is indicated by the parameter 3843
USR_SOFTWARE_VERSION. Likewise, the identification number of the PC program by
which the user program was downloaded to the control is stored by the parameter 3852
USER_PROG_IDENTIRER (see also t Identification).

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 HEINZMANN Speed Governors

/
15 Data Management

15.1 Identification

The control provides diverse parameters for information on governor type, software
version, etc

15.1.1 Governor Type

The governor type is identified by numbers for hardware and software.

* Hardware:
3840 HARDWARE_VERSION
3841 ADD_HARDWARE_VERSION
Version number of governor hardware
If the control incorporates additional
hardware (e.g., for dual fuel operation)
the respective version number is dis-
played by this parameter.

Software:
3842 SOFTWARE.VERSION
3843 USR_SOFTWARE_VERSION
Version number of governor software
If there is a t User Program included in
the control its version number will be
stored by this parameter.

15.1.2 Engine-/Device Manufacturers

For the identification of the manufacturers of engine or of other devices there are 20
parameters available that are not used by HEINZMANN. Each of them can store a
five-digit number (maximum) up to 65,535 as an identification of the engine or any
other unit The identification numbers are assigned to the parameters 1821
ID_NUMBER1 through 1840 ID_NUMBER20.

15.1.3 PC Program/Hand Held Programmer

For each PC program and for each Hand Held Programmer (t Programming Possi-
bilities) as required for altering parameters is assigned a specific identification num-
ber which is handed over to the control. The current identification number of the PC
program or Hand Held Programmer is displayed by the parameter 3850 IDENTIFIER.
The identification number of that PC program or Hand Held Programmer by which
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HEINZMANN Speed Governors

the last parameter change was saved in the control is indicated by the parameter
3851 LASTJDENTIFIER. '

If there is a t User Program stored in the control the parameter 3852

USR_SOFTWARE_VERSION will show the identification number of the PC program
which was the last to be downloaded as a user program.

15.2 Data Blocks

The HEINZMANN Digital Controls permit to download several different data blocks to
the control. A data block consists of all parameters specific of the control, the engine,
and the particular application. Every data block is identified by a block number. The data
block number will have to be entered in the parameter 1810 DATA_NUMBER. By de-
fault, the control will operate using the block with the number 0. If the number of a
data block has been entered that is not available and if the values are saved by the
control, the control will create a new data block and assign it this number.

The number of the data block by which the governor is to operate when being started
for the next time is to be entered in the parameter 1811 DATA_START_NUMBER. After
downloading the data to the control and a subsequent t Reset the control will use this
data block and accordingly display its number by the parameter 1810 DATA_NUMBER.

If the number of a non-existing block has been entered as a start data block the control
will revert to the data block that was the last to be saved. At the same time, an error
message will be issued by the parameter 3062 ERR_DATA, and the t Operational Mo-
de Display of the Digital Control DC 1.3 will display a 'd'. To remove this error, a valid
data block number must be entered for the parameter 1811 DATA_:START_NUMBER,
and the governor restarted by a t Reset.

If required, a data block can be deleted through the PC program or the Hand Held Pro-
grammer.

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16 Error Handling

16.1 General

The HEINZMANN Digital Controls include an integrated error monitoring system by

which errors occurring at sensors, magnetic pick-ups, and actuators, or erroneous ente-
ring of parameter values, etc., may be detected and reported. Whenever the control
detects at least one error, the common alarm output will be activated. This output can
be used for a visual or audible signal.

Notice: During initialization of the DC 1.3, the governor's common alarm output
will be activated for about 500 ms.

The common alarm output remains active till there is no longer any error reported. If
the common alarm output is to alert to different overlapping errors, it can be reset at
the occurrence of a further error for about one second and then activated again. This
function is enabled by the parameter

5072 RESETJ\LARM_ON=1,

and will prove particularly useful when the common alarm output has been connected
to some higher ranking unit of the SPS type.

Which error is being reported by the common alarm, can be ascertained by means of
the error parameters bearing parameter numbers from 3000 onward. A currently set
error will indicate the value "1 ", otherwise the value "0".

In addition, the Digital Control DC 1.3 offers the possibility of having a basic diagnosis
performed by means of the t Operating Mode Display and the t LED Display.

The following section will describe each individual error as well as the reaction of the
governor and the steps to be taken to remove the error.

Basically, the following types of errors are to be distinguished:

* Errors in configuring the governor and adjusting the parameters.

Such errors are due to erroneous input on the part of the user and cannot be
intercepted by either the PC or the Hand Held Programmer. They will not occur
with serial governors.

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* Errors in connection with a T User Program.

These errors will occur only when the control is basing operation on a program
written by the customer himself.

* Errors occuring during operation.

These errors are the most significant ones when operating with serial governors.
Errors such as failures of pulse pick-ups, of setpoint adjusters, of pressure and
temperature sensor, etc., are typical of this category.

* Internal computing errors of the control.

These errors may be caused by defective components or otherjnadmissible ope-
rating conditions. They will not normally occur.

To remove an error one should first establish and eliminate its cause before clearing
any of the current errors. Some errors are cleared automatically as soon as the cause of
the failure is eliminated (see also t List of Error Parameters'). Errors can be cleared by
means of a PC or the Hand Held Programmer which will also deactivate the common
alarm output. Should the system nevertheless persist in reporting an error, the search
for its cause must be continued.

Principally, the control starts operating on the assumption that there is no error, and will
then begin to check for possible occurrences of errors. Thus, the control can be put into
an error free state by a t Reset, but will immediately display any errors that are current-
ly active.

16.2 Error Memories

When the control is powered down, it will lose any information on actual errors. In or-
der to obtain a survey of which errors have occurred, a permanent error memory has
been incorporated in the control. Any errors that occurred at least once will be stored
there but neither the order nor the time of their occurrence.

The values of the error memory are treated by the control merely as monitor values
and are not taken account of any further. In other words, it is only the errors occurring
during operation that the control will respond to.

The permanent error memory can be inspected by means of the parameters which ha-
ve been assigned the numbers from 3100 upward. Thus, the permanently stored er-
rors are located at numbers by 100 higher than the respective actual errors.

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Notice: There exist a few errors that will not be stored in the permanent error me-
mory (see also t List of Error Parameters).

In the same way as actual errors, the permanent error memory can be cleared by me-
ans of the PC or the Hand Held Programmer. After that, the control will revert to accu-
mulating any occurring errors in the empty error memory.

16.3 Modifying Reactions to Errors

In a certain number of cases, the user is offered the option to decide on how the con-
trol is to react if the respective error should occur. Depending on application and ope-
ration mode, the errors can thus be weighted differently.

With regard to setpoint adjusters and sensors, so-called error thresholds (error limits)
are to be defined by which the control will recognize that an error has occurred (t Error
Recognition by Analogue Inputs').

In normal cases, provisions can be made to define substitute values for sensors con-
nected to analogue inputs which will permit the governor to continue operation should
the respective sensor fail. Thus, emergency operation of the installation can be safely
maintained.

Parameter Substitute Value for

1020SUBST SETPOINT1 Setpoint 1
1021 SUBST SETPOINT2 Setpoint 2
1022SUBST SETPOINT3 Setpoint 3
1023SUBST_BOOST Boost pressure
1024 SUBST OIL PRESSURE Oil pressure
1025 SUBST TMP COOL WATER Cooling water temperature
1026 SUBST TEMP OIL Oil temperature
1027 SUBST_TMP_CHARGE_AIR Charge air temperature
1028 SUBST_SYNCHRON_INPUT Input value from synchronizer
1029 SUBST_LMG_INPUT Input value from load measuring unit
1030 SUBST GAS PRESS MIX Gas pressure before gas mixer
1031 SUBST GAS PRESS RED Gas pressure before pressure reducer

Notice: These parameters will be enabled only after a t Reset.

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As far as setpoint adjusters are involved, there is the additional option to revert to the
last value that was valid before the failure of the setpoint adjuster occurred instead of
continuing operation by recurring to a substitute value. This function is activated by the
parameter

5070 HOLD_LAST_SETP_ON = 1

With regard to all significant functions, the control can be caused by so-called emergen-
cy stop parameters to execute an emergency engine shutdown if an error occurs. lf_this
is requested, the emergency stop parameter of the respective function must have been
enabled. The following table lists the available emergency stop parameters together
with the respective errors.

Error Parameter Emergency Stop Parameter

3004 ERR ACTUATOR DIFF
3005 ERR AMPLIFIER
3006 ERR_SPEED_OVER
3020 ERR SETPOINT 1
3021 ERR SETPOINT2
3022 ERR SETPOINT3
3023 ERR BOOST
3024 ERR OIL PRESSURE
3025 ERR_TEMP_COOL_WATER
3026 ERR_TEMP_OIL
-3027 ERR_TEMP_CHARGE_AIR
3028 ERR_SYNCHRON_INPUT
3029 ERR_LMG_INPUT
3030 ERR_GAS_PRESS_MIX
3031 ERR_GAS_PRESS_RED
5004 ECY_ACTUATOR_DIFF
5005 ECY_AMPLIFIER
5006 ECY_SPEED_OVER
5020 ECY.SETPOINTl
5021 ECY_SETPOINT2
5022 ECY_SETPOINT3
5023 ECY_BOOST
5024 ECY_OIL_PRESSURE
5025 ECY_TEMP_COOL_WATER
5026 ECY_TEMP_OIL
5027 ECY_TEMP_CHARGE_AIR
5028 ECY_SYNCHRON_INRUT
5029 ECY_LMG_INPUT
5030 ECY_GAS_PRESS_MIX
5031 ECY_GAS_PRESS_RED

Notice: A specific procedure is provided for overspeed (error 3006

ERR_SPEED_OVER, see t Overspeed Monitoring).

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16.4 List of Error Parameters

In the below list of error parameters, the causes for the different errors as well as the
reactions of the control have been described. Besides, the measures have been inclu-
ded that should be taken to remove the respective error.

The errors are stored in the volatile error memory under the parameter numbers from
3000 onward and at the same time in the permanent error memory under the para-
meter numbers from 3100 onward.

The errors are arranged by ascending numbers with the parameter on the left indicating
the actual error as stored in the volatile memory and with the parameter on the right
indicating the one stored as sentinel in the permanent error memory. As explained
above, the control will only react to actual errors whilst the permanent error memory
serves only the purpose of accumulating information on occurrences of errors.

3000 ERR_FEEDBACK_ADJUST 3100 SERR_FEEDBACK_ADJUST

Cause: Automatic calibration of the actuator could not be performed, wrong

input of reference values for actuator (t Calibration of the Actuator).

Reaction: - Governor cannot go into operation.

Measures: - Check voltage supply and supply lines to actuator.

- Check feedback cable to actuator.
- Check actuator, replace actuator if necessary.
- Engine stop switch must be opened (display parameter 2810
SWITCH_MOTOR_STOP = 0), in order to perform automatic
calibration for actuators with 2-quadrant-operation.
- Check reference values and error limits for feeedback.
- Set the error limits
1952 FEEDBACK_ERROR_LOW = 0
1953 FEEDBACK_ERROR_HIGH = 65535
(resp. 1962/1963 for actuator 2 or 1972/1973 for actuator 3) for
feedback, store values, restart governor by reset and repeat
procedure for automatic calibration.

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3001 ERR_FEEDBACK 3101 SERR_FEEDBACK

3002 ERR_FEEDBACK2 3102 SERR_FEEDBACK2

3003 ERR_FEEDBACK3 3103 SERR_FEEDBACK3

Cause: Error in feedback system of actuator 1/2/3, actuator not connected.

Reaction: - Governor cannot go into operation.

- Emergency shutdown.

Measures: - Check feedback cable to actuator.

- Check actuator, replace 'actuator if necessary.
- Check error limits for feedback:
1952 FEEDBACK_ERROR_LOW /1953 FEEDBACK_ERROR_HIGH
1962 FEEDBACK2_ERROR_LOW /1963 FEEDBACK2_ERROR_HIGH
1972 FEEDBACK3_ERROR_LOW /1973 FEEDBACK3_ERROR_HIGH

3004 ERR_ACTUATOR_DIFF 3104 SERR_ACTUATOR_DIFF

Cause: The difference between set actuator travel and actual actuator travel
has been larger than 10 % of the total actuator travel for more than
one second. This will be the case if the injection pump or the actua-
tor are jamming or not connected.

Reaction: - Error message.

- Emergency shutdown, if 5004 ECY_ACTUATOR_DIFF = 1.
- Error will disappear by itself, as soon as the difference drops
below 10%.

Measures: - Check injection pump, replace if necessary.

- Check mechanical parts (linkage).
- Check cables to actuator.
- Check actuator, replace if necessary.

3005 ERRJVMPURER 3105 SERR_AMPLIRER

Cause: The amplifier for the actuator is overloaded.

Reaction: - Governor cannot go into operation.

- Emergency shutdown, if 5005 ECY_AMPLIFIER = 1.

Measures: - Check supply cable to actuator.

- Check actuator, replace if necessary.

116 Basic Information Digital Controls

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- Check current supply and cross section of cables.

3006 ERR_SPEED_OVER 3106 SERR_SPEED_OVER

Cause: Engine Speed was/is exceeding overspeed.

Reaction: see t Overspeed Monitoring

Measures: - Check overspeed parameter (21 SPEED_OVER).

- Check adjustment of set speed.
- Check PI D adjustment.
- Check mechanical parts, linkage is possibly jamming.
- Check actuator
- Check cable to actuator.
- Replace actuator.
- Check pulse pick-up; the transmitted number of revolutions is
possibly wrong.
- Check numbers of teeth (1 TEETH_PICK_UP1 and 2
TEETH_PICK_UP2).
- When in vehicle operation, check whether overspeed was due to
thrust operation.

3007 ERR_PICK_UP1 3107 SERR_PICK_UP1

Cause: - Failure of pulse pick-up 1.

- Pulse pick-up 1 is at too great a distance from toothed wheel rim.
- Interruption of cable from pulse pick-up 1.

Reaction: - Governor continues by emergency operation (t Pick-up Monitoring)

with pulse pick-up 2 if available.
- Emergency shutdown if pulse pick-up 2 does not exist or is also
faulty.

Measures: - Check distance between pulse pick-up 1 and toothed gear.

- Check cable to pulse pick-up 1.
- Check pulse pick-up 1, replace if necessary.

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3008 ERR_PICK_UP2 3108 SERR_PICK_UP2

Cause: - Failure of pulse pick-up 2.

- Pulse pick-up 2 is at too great a distance from toothed wheel rim.
- Interruption of cable from pulse pick-up 2.

Reaction: - Governor continues by emergency operation (t Pick-up Monitoring)

with pulse pick-up 1.
- Emergency shutdown, if pulse pick-up 1 is also at fault.

Measures: - Check distance between pulse pick-up 1 and toothed gear.

:;
- Check cable to pulse pick-up 1. ~
- Check pulse pick-up 1, replace if necessary.

3009 ERR_OIL_WARN

Cause: Oil pressure has dropped below the speed dependent oil pressure
warning characteristic.

Reaction: - Error message.

- Error is to disappear automatically if oil pressure is again above the
oil pressure warning characteristic.

Measures: - Check engine (oil-level, oil-pump, etc.,...).

- Check oil pressure sensor.
- Check cable of oil pressure sensor.
- Check oil pressure warning characteristic (t Speed Dependent Oil
Pressure Monitoring).

Notice: - This error will not be stored in the permanent error memory.

3010 ERR_OIL_ECY 3110 SERRJDIL.ECY

Cause: Oil pressure has fallen below the speed dependent oil pressure
emergency stop characteristic.

Reaction: - Emergency shutdown.

Measures: - Check engine (oil-level, oil-pump, etc.,...).

- Check oil pressure sensor.
- Check cable of oil pressure sensor.
-"Check oil pressure emergency stop characteristic (t Speed
Dependent Oil Pressure Monitoring).

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3011 ERRJ/OLTAGE 3 1 1 1 SERR_VOLTAGE

3012 ERR_VOLTAGE2 3112 SERR_VOLTAGE2

3013 ERR_VOLTAGE3 3113 SERR_VOLTAGE3

Cause: Supply voltage for actuator 1 /2/3 is too low.

Reaction: - Parameters cannot be stored by the control any more.
Measures: - Check voltage supply.
- Check supply line to control.
- Error will disappear automatically, if supply voltage is sufficient
again.

3014 ERR_CPU2 3114 SERR_CPU2

Cause: The auxiliary processsor (CPU2) is at fault.

Reaction: - Control continues to operate without being monitored by the
CPU2.
Measures: - Restart control.
- Notify HEINZMANN.

3020 ERR_SETPOINT1 3120 SERR_SETPOINT1

3021 ERR_SETPOINT2 3121 SERR_SETPOINT2

3022 ERR_SETPOINT3 3122 SERR_SETPOINT3

3023 ERR_BOOST 3123 SERR_BOOST

3024 ERR_OIL_PRESSURE 3124 SERR_OIL_PRESSURE

3025 ERR_TEMP_COOL_WATER 3125 SERR_TEMP_COOL_WATER

3026 ERR_TEMP_OIL 3126 SERR_TEMP_OIL

3027 ERR_TEMP_CHARGE_AIR 3127 SERR_TEMP_CHARGE_AIR

3028 ERR_SYNCHRON_INPUT 3128 SERR_SYNCHRON_INPUT

3029 ERRJ_MG_INPUT 3129 SERRJ-MGJNPUT

3030 ERR_GAS_PRESS_MIX 3130 SERR_GAS_PRESS_MIX

3031 ERRlGAS_PRESS_RED 3131 SERR_GAS_PRESS_RED

Cause: An error has occurred at the respective sensor input (e.g., short
circuit, cable rupture). The error is simultaneously reported for the
Basic Information Digital Controls 119
HEINZMANN Speed Governors

analogue input which the sensor is connected to (parameters 3041

through 3047).

Reaction: - see t Modifying Error Reactions

- Error will disappear by itself as soon as the values measured by the
control are again within the error limits.

Measures: - Check sensor cable for short circuit or rupture.

- Check the respective sensor, replace if necessary.
- Check error limits for this sensor.

3041 ERR.ADC1

3042 ERR_ADC2

3043 ERR_ADC3

3044 ERR_ADC4

3045 ERR_ADC5

3046 ERR_ADC6

3047 ERR_ADC7

Cause: An error has occurred at the respective analogue input (e.g., short
circuit or cable break). Simultaneously, an error is reported for the
sensor connected to this input (parameters 3020 through 3031).

Reaction: - see t Modifying Error Reactions.

- Error will disappear by itself as soon as the values measured by the
control are again ranging within the error limits.

Measures: - Check sensor cable for short circuit or rupture.

- Check the respective sensor, replace if necessary.
- Check error limits for this sensor.

Notice: - Together with these errors, the respective sensor error is displayed
and stored. Therefore, they will not be saved in the permanent er-
ror memory.

3060 ERR_CURVE 3160 SERR_CURVE

Cause: Erroneous programming of parameters for some characteristic (e.g.,
oil pressure characteristic, boost pressure dependent limitation of
actuator travel, etc).

The values entered in direction of the x-axis must be arranged in

120 Basic Information Digital Controls
 HEINZMANN Speed Governors

ascending order.

Reaction: - Governor is operating by substitute values.

Measures: - Check values entered for the characteristic.

3061 ERR_MAP 3161 SERR_MAP

Cause: Erroneous programming of the parameters for the stability tag map.
The values for speeds and actuator positions must be arranged in
ascending order.

Reaction: Control is operating without stability tag map.

Measures: Check speed and actuator position values for stability tag map.

3062 ERR_DATA 3162 SERR_DATA

Cause: The starting data block was not to be found.

Reaction: - Governor cannot go into operation.

Measures: - Select a valid data block by parameter 1811

DATA_START_NUMBER, load data block, and restart control by a
reset.

Notice: - This error will occur only when adjusting and saving parameters.

3063 ERR_MEMORY

Cause: There is not sufficient space left in the control's memory for a new
data block.

Reaction: - Governor cannot go into operation.

- Emergency shutdown.

Measures: - Save data block with an already existing number.

- Delete an existing data block.

Hinweis: - This error will occur only when adjusting and saving parameters.
- This error will not be stored in the permanent error memory.

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HEINZMANN Speed Governors

3064 ERR_LOGICAL 3164 SERR_LOGICAL

Cause: Logical error of the structure of the control's data set.

Reaction: - Governor cannot go into operation.

- Emergency shutdown.

Measures: - Write down the values of the parameters 3075 INTERN_ERROR1,

3076 INTERN_ERROR2, and 3077 INTERN_ERROR3, and notify
HEINZMANN.
- Restart governor by a reset.

3065 ERR_CLEAR_FLASH

Cause: An error has occurred on clearing the control's flash memory.

Reaction: - Governor cannot go into operation.

- Emergency shutdown.

Measures: - Restart governor by a reset.

- Notify HEINZMA-XN.
Notice: - This error will not be entered in the permanent error memory.

3066 ERR_PROG_FLASH

Cause: An error has occurred on programming the control's flash memory.

Reaction: - Governor cannot go into operation.

- Emergency shutdown.

Measures: - Restart governor by a reset.

- Notify HEINZMAXN.
Notice: - This error will not be entered in the permanent error memory.

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3067 ERR_USER 3167 SERRJJSER

Cause: Error message of user program.

Reaction: - Governor cannot go into operation.

- Emergency shutdown.

Measures: - Check user program.

Notice: - Error will occur only in connection with a user program.

3068 ERR_AUNE 3168 SERR_ALINE

Cause: Wrong subroutine call by user program.

Reaction: - Governor cannot go into operation.

- Emergency shutdown.

Measures: - Check user program.

Notice: - Error will occur only in connection with a user program.

3069 ERR_CALC_TIME 3169 SERR_CALC_TIME

Cause: There is not enough calculating time left for the control.

Reaction: - Governor cannot go into operation.

- Emergency shutdown.

Measures: - Restart governor by a reset.

- Notify HEINZMANN.
Notice: - Error will occur only in connection with a user program.

3070 ERR_STACK 3170 SERR_STACK

Cause: Internal computing error, "stack-overflow".

Reaction: - Governor cannot go into operation.

- Emergency shutdown.

Measures: - Restart governor by a reset.

- Notify HEINZMANN.

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3071 ERR_WATCHDOG

Cause: Internal computing error, so-called "WATCHDOG"-error.

Reaction: - Governor cannot go into operation.
- Emergency shutdown.

Measures: - Restart governor by a reset.

- Notify HEINZMA_\'N.
Notice: - This error will not be entered in the permanent error memory.

3072 ERRJNTERN 3172 SERRJNTERN

Cause: Internal computing error, so-called "EXCEPTION"-error.

Reaction: - Governor cannot go into operation.

- Emergency shutdown.

Measures: - Write down the values of the parameters 3075 INTERN_ERROR1,

3076 INTERN_ERROR2, 3077 INTERN_ERROR3, 3078
INTERN_ERROR4, and 3079 INTERN_ERROR5, and notify
HEINZMANN.
- Restart governor by a reset..

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1 6.5 Display of Operating Conditions

The Digital Control DC l .3 is equipped with an operational mode display. Its main pur-
pose is to indicate the governor's operating states and to perform a basic error diagno-
sis.

The operating states are indicated by the same numbers as those displayed by the pa-
rameter 1 3830 PHASE:

0: Waiting for engine start

1: Start phase 1
2: Start phase 2
3: Start phase 3
4: Speed control active, limiting functions inactive
5: Speed control active, limiting functions active
6: Speed control active, lower limitation active
7: Speed control active, upper limitation active
8: Automatic calibration (t Calibration of Actuator)
9: Positioner (t Posiïioning-Modus)

Grave errors are indicated by a letter:

d Data block error: The control is not able to continue operation because it
has not found a valid data block. This error corresponds
to the errors ERR_DATA or 3064 ERRJ.OGICAL

E Fatal error: This error is reported whenever serious errors concerning

the inputs and outputs have occurred (e.g., actuator not
connected, failure of both pulse pick-ups, etc.) such that
the control cannot continue to operate. This error is equi-
valent to the errors causing an emergency shutdown.

E. Exception error: Internal computing error. This error is equivalent to the

errror 3072 ERRJNTERN.

U Watchdog error: Internal computing error. This error is equivalent to the er-
ror 3071 ERR_WATCHDOG.

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16.6 LED Display

The Digital Control DC 1.3 has ten light emitting diodes (LED) offering further informa-
tion on the governor's operating states and the error states. Eight of these LEDs are ac-
cessible by parameters so that their states may also be examined with the housing clo-
sed. LED no. 2 is green, the others red.

LED no. Parameter Meaning

1 -
2 -
3 3820 LED PICK UP1
4 3821 LED PICK UP2
5 3822 LED_ACTUATOR
6 3823 LED_VOLTAGE
7 3824 LED_ERROR
8 3825 LED_BOOST
9 3826 LED.MAX
10 3827 LED_MIN
The auxiliary processor (CPU2) has detected an
error.
The primary processor is working."
Pulses from pulse pick-up 1 are missing.
Pulses from pulse pick-up 2 are missing.
The actuator is at fault. This LED goes on if one of
the errors 3000 ERR_FEEDBACK_ADJUST, 3001
ERR_FEEDBACK, 3002 ERR_FEEDBACK2, 3003
ERR_FEEDBACK3 3004 ERR_ACTUATOR_DIFF,
3005 ERR_AMPLIFIER have occurred.
The supply voltage for actuator 1/2/3 is too low.
This LED lights up if one of the errors 301 1
ERRJ/OLTAGE, 3012 ERR_VOLTAGE2, 3013
ERR VOLTAGE3 has occurred.
At least one error has occurred. This LED is an
equivalent of the common alarm output.
Actuator position is being limited by t fîoosf Pres-
sure Dependent Fuel Limitation.
Actuator position is being limited by T Speed De-
pendent Fuel Limitation.
Actuator position has fallen below the t Zero Load
Delivery Characteristic.

The Digital Control DC 2.1 disposes of only one light emitting diode which in the above
table corresponds to the LED no. 2 (signalling that the main processor is working). Be-
sides, the state of the common alarm output is indicated by the parameter 3824
LED_ERROR.

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 HEINZMANN Speed Governors

16.7 Turn Switch

There is a 16 position turn switch on the Digital Control DC 1.3 which will allow to ad-
just diverse functions without the help of PC or Hand Held Programmer. It should be
remembered that the current position of the turn switch will take effect only after a t
Reset. The current position is also indicated by the parameter 3831 TURN_SWITCH.

Position of Turn Meaning

Switch
0 Standard switch position, no particular function.
1 Performance of automatic calibration of the actuator and
storing of the values (t Calibration of the Actuator). After
automatic calibration, one should wait for about 20 seconds
and then turn the switch to some other- position to prevent
the governor from performing automatic calibration with
every start.
2 Speed limited to 35 Icp.h.
3 Speed limited to 40 Icp.h.
4 Speed limited to 45 kp.h.
5 Speed limited to 50 Icp.h.
6 Speed limited to 55 Icp.h.
7 Speed limited to 60 Icp.h.
8 Speed limited to 65 Icp.h.
9 Speed limited to 70 Icp.h.
A Speed limited to 75 Icp.h.
B Speed limited to 80 Icp.h.
C Speed limited to 85 Icp.h.
D Speed limited to 90 Icp.h.
E Speed limited to 95 Icp.h.
F Speed limited to 1 00 Icp.h.

Notice: The value of velocity limitation will be determined by means of the turn
switch only after setting the parameter 531J VELOCITY_MAX_MODE = 1
(t Velocity Limitation).

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17 Description of Parameters

17.1 Synoptical Table

In the below table, the separate groups of the parameters are specified side by side.
Following the first table, a second one shows all parameters, specified by number and
denotation, which are arranged in adjacent columns according to the four lists which
will help to make the correlations between the individual parameters become apparent.

Parameters Measurements Functions Curves

No. Signification No. Signification No. Signification No. Signification
1 number of teeth/speed 2000 pulse pick-up/speed 4000 pulse pick-up/speed 6000

100 stability/characteristic
diagram
200 ramp/start
300 actuator position
2100 stability/characteristic 4100 characteristic diagram 6100 characteristic diagram of
diagram stability
2200 4200 ramp 6200 characteristic diagram of
stability (correcion values)
2300 actuator position 4300 6300

400 idling/maximum speed 2400 idling/maximum speed 4400 idling/maximum speed 6400 boost pressure dependent
control control control fuel limitation 1/2
500 oil pressure/boost pressu- 2500 oil pressure/boost pressu- 4500 oil pressure/boost pressu- 6500 oil pressure monitorings
re/temperatures re/temperatures re/temperatures
600 power control 2600 power control 4600 power control 6600 power charactristic

700 limitation
800 switch assignment
900 function assignment
2700 limitation
2800 switch states
2900 measured values
4700 limitation 6700 speed dependent fuel
limitation 1
4800 switch simulation 6800 speed dependent fuel
limitation 2
4900 6900 zero delivery characteristic

1000 susbstitutional values 3000 actual errors 5000 emergency shutdown 7000 pump characteristic
in case of error caused by error
1100 3100 error memory 5100 7100

1200 generator 3200 generator 5200 generator 7200 speed levels

(variable speed control)
1300 vehide/loco motive/ 3300 vehicle/locomotive/ 5300 vehide/locomotive/ 7300 speed levels (ic«ing/
vessel vessel vessel max speed con?ol)
1400 Dual Fuel 3400 Dual Fuel 5400 Dual Fuel 7400 stability tag map
(Dual Fuel)
1500 analogue inputs 3500 analogue inputs 5500 7500

1600 analogue outputs 3600 5600 7600

1700 simulation 3700 simulation 5700 simulation 7700

1800 status 3800 status 5800 7800

1900 servo circuit/feedback 3900 servo circuit/feedback/ 5900 servo circuit/feedback/ 7900
amplifier amplifier

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PARAMETER MEASUREMENTS FUNCTIONS CURVES

2000 SPEED
1 TEETH_PICK_UP1 2001 SPEED PICK UP1
2 TEETH PICK UP2 2002 SPEED PICK UP2 4002jPICK_UP2_ON
2003 SPEED PICK UP1 VALUE
2004 SPEED PICK UP2 VALUE i
2005 SPEED FILTERED i
2007 ACTIVE PICK UP
10 SPEED MIN1 2010 SPEED MIN
11 SPEED MIN2
12 SPEED MAX1 2012 SPEED MAX
13 SPEED MAX2
17 SPEED F1X1
18 SPEED RX2
21 SPEED OVER
22 SPEED OVER_CPU2
25 SPEED REDUCTION -
26 SPEED MAX_REDUCTION
28 SPEED_SETP_OUT_MIN 2028 SETPOINT_OUTPUT
29 SPEED SETPJDUT MAX
2031 SPEED SETPOINT1
2032 SPEED SETPOINT2
2033 SPEED_SETPOINT3
2034 SPEED SETPOINT4
2035 SPEED SETPOINT_USER
40 SPEED RATED1
45 SPEED RATED2
60 SPEED .MIN COLD 4060 SPEED_MIN_TEMP_ON
70 SPEED AMPLITUDE 4070 SPEED VARIATION ON
100 GAIN 2100 PID CORR 4100 PID MAP ON 6100 PID MAP SPEEDfO)
101 STABILITY
110 STABILITY UMIT WIN
115 PID_ADAPTION
120 DROOP1 2120 DROOP
121 DROOP1_REF_LOW
122 DROOP1 REF HIGH
125 DROOP2
126 DROOP2_REF_LOW
127 DROOP2_REF_HIGH
130 SPEED UNDERSHOOT 4130 UNDERSHOOT_LJMIT_ON
131 SPEED_OVERSHOOT 4131 OVERSHOOT LIMIT ON
132 GAIN_UNDERSHOOT
133 GAJN_OVERSHOOT
6150 PID_MAP_ACT_POS(0)
160 PID_COLD_CORR 4160 PID_MAP_TEMP_ON
6200 PID_MAP_CORR(0)
230 SPEED_RAMP_UP 4230 SPEED_RAMP_ON
231 SPEED RAMP DOWN
232 SECTIONAL RAMP UP 4232 SECTIONAL_RAMP_ON
233 SECTIONAL RAMP DOWN
250 START TYPE T

251 LIMITS DELAY

255 START1_SPEED -

256 START2 SPEED

257 STARTS SPEED
260 START1 ACT POS
261 START2 ACT POS
265 START1_DURATION
266 START2 DURATION
270 START TEMP WARM
271 START_TEMP_COLD
2300 ACT POS
2301 ACT2_POS
2302 ACT3 POS
2305 ACT POS FILTERED
310 ACT_POS_SECURE_MIN 2310 ACT POS MIN
312 ACT_POS_SECURE_MAX 2312 ACT POS MAX
2320 ACT_POS USER_M1N
2322 ACT POS USER MAX
2331 ACT POS SETPOINT
2332 ACT2_POS_SETPOINT
2333 ACT3_POS_SETPOINT - -
2340 ACT POS BEFORE PUMP
2400 ACTUAL_GOVERNOR_MODE 4400 GOVERNOR MODE 6400 BOOST CURVE1 BST(O)
2420 IM_ACT_POS_SETPOINT 6420 BOOST_CURVE1_POS(0)
2421 IM ACT POS2 SETPCHNT

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430 IM RAMP UP
431 IM RAMP DOWN 4430 IM RAMP ON
64bO BOOST_CURVE2_BST(0)
460 IM SPEED INCREASE
6470 BOOST CURVE2 POS(O)
500 OIL PRESS REF LOW 2500 OIL PRESSURE 4500 OIL WARN CURVE ON 6500 OIL_WARN SPEED(0)
501 OIL PRESS REF HIGH
520 BOOST CURVE ADJUST 2520 3OOST 4520 BOOST_CURVE_ON 6520 OIL.WARN PRESS(O)
521 BOOST FACTOR
522 BOOST REFERENCE LOW
523 BOOST REFERENCE HIGH
4550 OIL ECY CURVE ON 6b50 OIL ECY SPEED(O)
550 TEMP OIL REF LOW 2550 TEMP OIL
551 TEMP OIL REF HIGH
555 TEMP AIR REF LOW 2555 TEMP CHARGE AIR
556 TEMP AIR REF HIGH
560 TEMP COLD LOW 2560 TEMP COOL WATER
561 TEMP COLD HIGH
562 TEMP HOT LOW
563 TEMP HOT HIGH
564 TEMP WATER REF LOW
565 TEMP WATER REF HIGH
570 MAX_CURVE TEMP DEC 4570 MAX CURVE TEMP ON 6570 CHL_ECY_PRESS(0)
600 POWER CONTROL REF 2600 POWER CONTROL CORR 4600 POWER CNTRL CURVE O 6600 POWER_CONTROL SP(0)
601 POWER CONTROL FACTOR
6650 POWER_CNTRL_POS(0)
700 TORQUE ADJUST 4700 MAX_CURVE_ON \ 6700 MAX_CURVE1_SPEED(0)
701 TORQUE LIMIT
720 SPEED1 LIMIT LOW
721 SPEED1 LIMIT HIGH
730 SPEED2JJMIT LOW
731 SPEED2 LIMIT HIGH
6750 MAX_CURVE1_POS(0)
4800 SIM SWITCH ON 6800 MAX_CURVE2_SPEED{0)
2810 SWITCH MOTOR_STOP 4810 SIM MOTOR STOP
2811 SWITCH SPEED MIN 4811 SIM SPEED MIN
2812 SWITCH DROOP 4812 SIM DROOP
2813 SWITCH TORQUEJJMIT 4813 SIM TORQUE LIMIT
2814 SWITCH RANGE 4814 SIM RANGE
2615 SWITCH SPEED NX1 4815 SIM SPEED F1X1
2016 SWITCH SPEED_FIX2 4816 SIM_SPEED_FIX2
2817 SWITCH ACT POS_MAX 4817 SIM_ACT_POS_MAX i
2818 SWITCH SLIDE 4818 SIM_SUDE
2819 SWITCH SPEED SEIK3 4819 SIM SPEtD Stira
2820 SWITCH SPEED"SbTP2 4820 SIM SPEED SblP2
2821 SWITCH'SPEED SblP1 4821 SIM SPEED SblP1
2822 SWITCH SPEED_SbTPO 4822 SIM SPEED üb IPO
2823 SWITCH GAS 4823 SIM_GAS
2824 SWITCH BUS FAIL 4824 SIM_BUS_FAIL
2825 SWITCH SPEED INC 4825 SIM SPEED INC
2826 SWITCH SPEED DEC 4826 SIM SPEED DEC |
2827 SWITCH SblPOiNh 4827 SIM Sbl POINT!
2828 SWITCH SE-TPOINia 4828 SIM_SbIPOINT2
2829 SWITCH UMIT_StlKl 4829 SIM_UM1l_5tlKl
2830 SWITCH U MIT Stire 4830 SIM_UMII_SEIK/
2831 SWITCH GOVERNOR MODE 4831 SIM_GOVERNOR_MODE
2832 SWITCH CRUISE CNTRL 4832 SIM CRUISt UNIRL
2833 SWITCH START 4833 SIM START
6850 MAX_CURVE2_POS{0)
2900 SETPOINT1 4900 MIN_CURVE_ON 6900 MIN_CURVE_SPEED(0)
2901 SETPOINT2
2902 SETPOINT3
6950 MIN_CURVEJ>OS(0)
3000 ERR MAP 5000 PUMP_CURVE ON 7000 PUMP_ACT_POS(0)
3001 ERR SPEED OVER 5001 ECY_SPEED_OVER
3002 ERR FEEDBACK_ADJUST
3003 ERR FEEDBACK
3004 ERR FEEDBACK2
3005 ERR FEEDBACKS
3006 ERR ACTUATOR_DIFF 5006 ECY ACTUATOR DIFF
3007 ERR AMPLIFIER 5007 ECY_AMPUFIER
3008 ERR OIL WARN
3009 ERR OIL ECY
3010 ERR CURVE
3011 ERR CLEAR FLASH
3012 ERR PROG FLASH
3013 ERR CALC TIME
3014 ERR STACK
3015 ERR INTERN

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3021 :RR ADC1 I !

3022 IRR ADC2 I i
3023 ERR ADC3 |
3024 ERR ADC4 ! i
3025 ERR ADC5 I
3026 ERR ADC6 :
3027 ERR ADC7 I
3034 ERR VOLTAGE '
3035 ERR VOLTAGE2 •
3036 ERR VOLTAGES
3037 ERR DATA
3039 ERR MEMORY
3040 ERR LOGICAL
3041 ERR^AUNE
3042 ERR USER
3043 ERR CPU2
3044 ERR_WATCHDOG
3045 ERR PICK_UP1
3046 ERR_PICK_UP2 •
1050 SUBST TMP COOL WATER 3050 ERR TEMP COOL WATER : 5050 ECY_TEMP_COOL_WATER -7050 ! PUMP_DEUVERY(0)
1051 SUBST TEMP OIL 3051 ERR TEMP OIL 5051 ECY_TEMP_OIL ,
1052 SUBST_TMP_CHARGE_AIR 3052 ERR TEMP CHARGE AIR 5052 ECY_TEMP_CHARGE_AIR
1053 SUBST_OIL PRESSURE 3053 ERR OIL PRESSURE 5053 ECY OIL PRESSURE
1054 SUBST BOOST 3054 ERR BOOST 5054 ECY_BOOST
1055 SUBST SETPOINT1 3055 ERR SETPOINT1 5055 ECY_SETPOINT1
1056 SUBST SETPOINT2 3056 ERR SETPOINT2 5056 ECY_SETPOINT2
1057 SUBST SETPOINT3 3057 ERR SETPOINT3 5057 ECY SETPOINT3
1058 SUBST SYNCHRON INPUT 3058 ERR SYNCHRON INPUT 5058 ECY SYNCHRON INPUT
1059 SUBST LMG INPUT 3059 ERR LMG INPUT 5059 ECY LMG INPUT
1060 SUBST_GAS_PRESS_MIX 3060 ERR GAS PRESS MIX 5060 ECY GAS_PRESS MIX
1061 SUBST GAS PRESS RED 3061 ERR GAS PRESS RED 5061 ECY_GAS_PRESS_RED
3070 NTERN ERROR 1 5070 HOLD_LAST_SETP_ON
3071 NTERN ERROR2
3072 NTERN ERRORS 5072 RESET ALARM ON
3073 NTERN ERROR4
3074 NTERN_ERROR5
3100 SERR MAP
3101 SERR_SPEED_OVER
3102 SERR FEEDBACK ADJ
3103 SERR FEEDBACK
3104 SERR_FEEDBACK2
3105 SERR FEEDBACKS
3106 SERR ACTUATOR DIFF
3107 SERR AMPLIFIER
3109 SERR OIL ECY
3110 SERR CURVE
3113 SERR CALC TIME
3114 SERR STACK
3115 SERR INTERN
3134 SERR_VOLTAGE .
- 3135 SERR VOLTAGE2
... 3136 SERR VOLTAGES
3137 SERR DATA
3140 SERR LOGICAL
3141 SERR ALINE
3142 SERR USER
3143 SERR CPU2
3145 SERR PICK UP1
3146 SERR PICK UP2
3150 SERR TEMP COOL WATER
3151 SERR TEMP OIL ;
3152 SERR TEMP CHARGE AIR
3153 SERR OIL PRESSURE
3154 SERR BOOST
3155 SERR SETP01NT1
3156 SERR SETPOINT2
3157 SERR SETPOINT3
3158 SERR SYNCHRON INPUT !

3159 SERR LMG INPUT !

3160 SERR GAS PRESS MIX

3161 SERR_GAS_PRESS_RED
1210 SYNCHRON STEP 3210 SYNCHRONJNPUT 5210 DIGITAL SYNCHRON_ON 7200 : ACT_POS_FIX(0)
1220 SYNCHRON FACTOR
1230 LMG FACTOR 3230 LMGJNPUT 5230 LMG ADJUSTJDN
7250 SPEED_FIX(0)
1310 VELOCITY MIN 3310 VELOCITY 5310 VELOCITY UMIT_ON

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1311 VELOCITY MAX 5311 VELOCITY_MAX_MODE

/ 5312 VELOCIMETER_MODE
5313 THRUST ON
1315 VELOCITY IMPULSE REF 3315 VELOCITY IMPULSE
1316 VELOCITY GAIN
3320 VELOCITY SETPOINT
1350 SUDE SPEED DEC
1353 SUDE ACT POS DEC
1355 SUDE DURATION
1400 GAS GAIN 3400 GAS GOVERNOR ON 5400 PID_CURVE_GAS_ON 7400 PID_GAS ACT POS(0)
1401 GAS STABIUTY
1402 GAS DERIVATIVE
3410 =ID GAS CORR
3415 GAS PRESSURE CORR
3416 GAS PRESS BEFORE RED
3417 GAS PRESS BEFORE MIX
3420 GAS SETPOINT
1430 GAS ACT POS MIN 5430 ACTUATOR3_FOR_GAS_ON
1432 GAS ACT POS MAX
1440 GAS SPEED MIN
1442 GAS SPEED MAX
1450 GAS SWITCH ACT POS 7450 PID_GAS_CORR(0)
1451 IGNITION ACT POS
1452 GAS MIN
1453 GAS PRESSURE MIN
1455 GAS RAMP
1460 DIESEL GAS SETPOINT 3460 DIESEL GAS RATIO 5460 DIESEL_GAS_RATIO_ON
5470 DUAL ACTUATOR ON
1510 ADC1 REFERENCE LOW 3510 ADC1
1511 ADC1 REFERENCE HIGH 3511 ADC1 VALUE
1512 ADC1 ERROR LOW
1513 ADC1 ERROR HIGH
1520 ADC2 REFERENCE LOW 3520 ADC2
1521 ADC2 REFERENCE HIGH 3521 ADC2 VALUE
1522 ADC2 ERROR LOW
1523 ADC2 ERROR HIGH
1530 ADC3 REFERENCE LOW 3530 ADC3
1531 ADC3 REFERENCE HIGH 3531 ADC3 VALUE
1532 ADC3 ERROR LOW
1533 ADC3 ERROR HIGH
1540 ADC4 REFERENCE LOW 3540 ADC4
1541 ADC4 REFERENCE HIGH 3541 ADC4 VALUE
1542 ADC4 ERROR LOW
1543 ADC4 ERROR HIGH
1550 ADC5 REFERENCE LOW 3550 ADC5
1551 ADC5 REFERENCE HIGH 3551 ADC5 VALUE
1552 ADC5 ERROR LOW
1553 ADC5 ERROR HIGH
1560 ADC6 REFERENCE LOW 3560 ADC6
1561 ADC6 REFERENCE HIGH 3561 ADC6 VALUE
1562 ADC6 ERROR LOW
1563 ADC6 ERROR HIGH
1570 ADC7 REFERENCE LOW 3570 ADC7
1571 ADC7 REFERENCE HIGH 3571 ADC7 VALUE
1572 ADC7 ERROR LOW
1573 ADC7 ERROR HIGH
1640 ANALOG OUT1
1643 ANALOG OUT1 VAL MIN
1644 ANALOG OUT1 VAL MAX
1645 ANALOG OUT2
1648 ANALOG OUT2 VAL MIN
1649 ANALOG OUT2 VAL MAX
1650 ANALOG OUT3
1653 ANALOG OUT3 VAL MIN
1654 ANALOG OUT3 VAL MAX
1655 ANALOG OUT4
1658 ANALOG OUT4 VAL MIN
1659 ANALOG OUT4 VAL MAX
1700 POSITIONER SETPOINT 5700 POSITIONER ON
1701 POSITIONER AMPUTUDE 5701 POSITIONER VAR ON
5710 SIM ENGINE .ON
5715 SIM ACTUATOR ON
1730 SIM LOAD 373C LOAD
5740 SIM ADC ON
1741 SIM ADC1
1742 SIM ADC2 5742 SIM SETPOINT2 MODE

Basic Information Digital Controls 133

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1743 SIM_ADC3 I
1744 SIM AOC4
1745 SIM AOC5 | /
1746 SIM ADC6
1747 SIM AOC7
1760 SIM BOOST FACTOR 5760 SIM_BOOST_ON
1800 LEVEL
1810 DATA NUMBER
1811 DATA START NUMBER
• 3820 LED PICK UP1
1821 ID NUMBER1 13821 LED PICK UP2
1822 ID NUMBER2 3822 LED ACTUATOR
1823 ID_NUMBER3 3823 LED VOLTAGE
1824 ID NUMBER4 3824 LED ERROR
1825 ID NUMBERS 3825 LED BOOST
1826 ID NUMBERS |3826 LED MAX
1827 ID_NUMBER7 3827 LED MIN
1828 ID_NUMBER8 i j
1829 ID NUMBER9 |
1830 ID_NUMBER10 3830 PHASE
1831 ID NUMBER11 3831 TURN SWITCH
1832 ID NUMBER12 ! -•
1833 ID NUMBER13 i
1834 ID NUMBER14
1835 ID NUMBER15
1836llD NUMBER16
1837ilD_NUMBER17
1838ilD_NUMBER18
1839ilD_NUMBER19 !
1840 i ID NUMBER20 1 3840 HARDWARE VERSION
! 3841 ADD HARWARE VERSION
! 3842 SOFTWARE VERSION
3843 USR SOFTWARE_VERSION
: 3850 IDENTIFIER
: . 3851 LAST IDENTIFIER
i i 3852 USER PROG IDENTIFIER
3865 CALCULATION TIME
3870 TIMER
1876 VALUE STEP
j 3900 AMPUFIER CIRCUIT 5900 AMPURER ON
i 3905 FEEDBACK SWING
3907 PID SERVO CORR
! 3916 SERVO CURRENT_SETP
I 3917 SERVO„CURRENT_CORR
I 3926 SERV02 CURRENT SETP
i 3927 SERV02 CURRENT CORR
! :3936 SERVOS CURRENT SETP
; 3937 SERVOS CURRENT CORR
1950|FEEDBACK_REF LOW 3950 FEEDBACK
1951 FEEDBACK_REFJ-IIGH
1952 FEEDBACK ERROR LOW :
1953 FEEDBACK ERROR HIGH ;
1955 FEEDBACK REFERENCE I3955 FEEDBACK REF
1960 FEEDBACK2 REF LOW 3960 FEEDBACK2
1961 FEEDBACK2 REF HIGH
1962 FEEDBACK2_ERROR_LOW ,
1963 FEEDBACK2_ERROR_HIGH
1965 FEEDBACK2_REFERENCE 3965 FEEDBACK2 REF
1970 FEEDBACKS REF LOW 3970 FEEDBACKS
1971 FEEDBACKS REF HIGH
1972 FEEDBACK3_ERRORJ.OW .
1973 FEEDBACK3_ERROR HIGH i
1975 FEEDBACKS REFERENCE I3975 FEEDBACKS REF

134 Basic Information Digital Controls

 HEINZMANN Speed Governors

17.2 List l : Parameters

TEETH_PICK_UP1
Level: 4 Number of teeth per engine revolution for pulse pick-
Range: l ..250 up l
Page(s): 17,26,117

TEETH_PICK_UP2
Level: 4 Number of teeth per engine revolution for pulse pick-
Range: 1..250 up 2
Page(s): 26,117

10 SPEED_MIN1
Level: 2 Minimum speed 1
Range: 0..4095 rpm
Page(s): 17,26,27,65

11 SPEED_MIN2
Level: 2 Minimum speed 2
Range: 0..4095 rpm
Page(s): 26,27,65

12 SPEED_MAX1
Level: 2 Maximum speed 1
Range: 0..4095 rpm
Page(s): 17,28

13 SPEED.MAX2
Level: 2 Maximum speed 2
Range: 0..4095 rpm
Page(s): 28

17 SPEED_RX1
Level: 2 Fixed speed 1
Range: 0..4095 rpm
Page(s): 27

18 SPEED_RX2
Level: 2 Fixed speed 2
Range: 0..4095 rpm
Page(s): 27

Basic Information Digital Controls 135

HEINZMANN Speed Governors

21 SPEED.OVER
Level: 4 Speed trip for emergency stop in case of overspeed
Range: 0..4095 rpm
Page(s): 17,30,117

22 SPEED_OVER_CPU2
Level: 4 Speed trip for emergency stop by CPU2 in case of
Range: 0..4095 rpm overspeed
Page(s): 17,30

26 SPEED_MAX_REDUCTION
Level: 4 Reduction of maximum speed on failure of pulse
Range: O..100°/o pick-up
Page(s): 27

28 SPEED_SETP_OUT_MIN
Level: 2 Minimum speed for gear management
Range: 0..4095 rpm
Page(s): 72

29 SPEED_SETP_OUT_MAX
Level: 2 Maximum speed for gear management
Range: 0..4095 rpm
Page(s): 72

40 SPEED_RATED1
Level: 2 Rated speed 1 (reference point for droop 1 )
Range: 0..4095 rpm
Page(s): 51

45 SPEED_RATED2
Level: 2 Rated speed 2 (reference point for droop 2)
Range: 0..4095 rpm
Page(s): 51

60 SPEED_MIN_COLD
Level: 3 Idling speed for cold engine
Range: 0..4095 rpm
Page(s): 32

70 SPEED_AMPLJTUDE
Level: 3 Width of speed step for setpoint step generator
Range: 0..4095 rpm
Page(s): 37

136 Basic Information Digital Controls

 HEINZMANN Speed Governors

100 GAIN
Level: 2 Gain (proportional factor)
Range: 0.. 100 %
Page(s): 17,36,45

101 STABILITY
Level: 2 Stability (integral factor)
Range: O..100%
Page(s): 17,36 -

102 DERIVATIVE
Level: 2 Derivative (differential factor)
Range: 0.. 100 o/o
Page(s): 17,36

115 PID_ADAPTION
Level: 3 Adaption factor for PID-values (joint modification of
Range: 0.. 100 o/o PID-values)
Page(s): 37

120 DROOP 1
Level: 2 Droop 1
Range: 0.. 100 o/o
Page(s): 50

121 DROOP 1_REF_LOW

Level: 2 Actuator position reference point off-load for droop 1
Range: 0.. 100 o/o
Page(s): 51

122 DROOP 1_REF_HIGH

Level: 2 Actuator position reference point full load for droop 1
Range: 0.. 100 o/o
Page(s): 51

125 DROOP2
Level: 2 Droop 2
Range: 0.. 100 o/o
Page(s): 50

126 DROOP2_REF_LOW
Level: 2 Actuator position reference point off-load for droop 2
Range: 0.. 100 o/o
Page(s): 51

Basic Information Digital Controls 137

HEINZMANN Speed Covernors

127 DROOP2_REF_HIGH
Level: 2 Actuator position reference point full load for droop 2
Range: O..100%
Page(s): 5l

130 SPEED_UNDERSHOOT
Level: 3 Speed difference; if exceeded another gain will be
Range: 0..4095 rpm activated in case of undershoot
Page(s): 45

131 SPEED_OVERSHOOT
Level: 3 Speed difference; if exceeded another gain will be
Range: 0..4095 rpm activated in case of overshoot
Page(s): 45

132 GAIN_UNDERSHOOT
Level: 3 Gain in case of undershoot
Range: 0.. 100 %
Page(s): 45

133 GAIN_OVERSHOOT
Level: 3 Gain in case of overshoot
Range: 0.. 100 o/o
Page(s): 45

160 PID_COLD_CORR
Level: 2 PI D correction factor for cold engine
Range: 0..400 %
Page(s): 45

230 SPEED_RAMP_UP
Level: 2 Factor for ascending speed ramps (speed increase
Range: 0..65535 rpmps per second)
Page(s): 33,35

231 SPEED_RAMP_DOWN
Level: 2 Factor for descending speed ramps (speed decrease
Range: 0..65535 rpmps per second)
Page(s): 33

232 SECTIONAL_RAMP_UP
Level: 2 Speed difference; if exceeded on the ascending
Range: 0..4095 rpm sectional speed ramp is enabled
Page(s): 35

138 Basic Information Digital Controls

 HEINZMANN Speed Governors

233 SECTIONAL_RAMP_DOWN
Level: 2 Speed difference; if exceeded on the descending
Range: 0..4095 rpm sectional speed ramp is enabled
Page(s): . 35

250 START_7YPE
Level: 3 Type of starting actuator position adjustment:
Range: 1 „3 1 : fixed starting actuator position
Page(s): 17,19 2: variable starting actuator position
3: temperature dependent starting actuator position

251 LIMITS.DELAY
Level: 3 Delay time for turning on boundary functions. This
Range: 0.. 100 s time starts running when the governor recognizes the
Page(s): 17,20,23 engine to have been started

255 START!_SPEED
Level: 3 Minimum speed above which the engine is
Range: 0..4095 rpm recognized as being started (beginning of starting
Page(s): 17,20,23,103 phase 1)

256 START2_SPEED
Level: 3 Minimum speed above which engine start-off is
Range: 0..4095 rpm recognized
Page(s): 17,20,23

257 START3_SPEED
Level: 3 If the speed ramp function is enabled (4230
Range: 0..4095 rpm SPEED_RAMP_ON = 1) the Digital Control will start
Page(s): 24 the engine with set speed value START3_SPEED and
then rev up to the set speed value using the ramp.

260 START! _ACT_POS

Level: 3 Starting actuator position 1
Range: O..100%
Page(s): 17,20,21,22,103

261 START2_ACT_POS
Level: 3 Starting actuator position 2
Range: O..100% (needed only for start types 2 and 3)
Page(s): 21,22

Basic Information Digital Controls 139

HEINZMANN Speed Governors

265 START1 „DURATION

Level: 3 Holding time for operation with starting actuator
Range: 0..100S position 1 (needed only for start type 2)
Page(s): 22

266 START2_DURATION
Level: 3 Time during which actuator position is increased
Range: CLlOOs linearly from START 1_ACT_POS to START2_ACT_POS
Page(s): 22 (needed only for start type 2)

270 START_TEMP_WARM
.Level: 3 Temperature of warm engine at which the engine is
Range: [564..56S] *C started with START 1 _ACT_POS
Page(s): 23 (needed only for start type 3)

271 START_TEMP_COLD
Level: 3 Temperature of cold engine at which the engine is
Range: [564..5S5] *C started with START2_ACT_POS
Page(s): 23 (needed only for start type 3)

310 ACT_POS_SECURE_MIN
Level: 4 Minimum actuator position to protect actuator against
Range: 0.. 100 % mechanical or thermal overload (approx. 3%)
Page(s): 17,32,53,103

312 ACT_POS_SECURE_MAX
Level: 4 Maximum actuator position to protect actuator against
Range: O..100°/o mechanical or thermal overload (approx. 97%)
Page(s): 17,53,103

430 IK/LRAMPJJP
Level: 2 Ramp for increasing the set actuator position during
Range: 0..6553.5 %/s operation as idling / maximum speed controller.
Page(s): 66

431 IM_RAMP_DOWN
Level: 2 Ramp for decreasing the set actuator position during
Range: 0..6553.5 %/s operation as idling / maximum speed controller.
Page(s): 66

460 IM_SPEED_INCREASE
Level: 3 Increase of idling spe'ed in dependence of load during
Range: 0..4095 rpm operation as idling / maximum speed control
Page(s): 65

140 Basic Information Digital Controls

 HEINZMANN Speed Governors

500 OIL_PRESS_REF_LOW
Level: 4 Minimum measuring value of oil pressure sensor
Range: 0.. 100 bar
Page(s): 89

501 OIL_PRESS_REF_HIGH
Level: 4 Maximum measuring value of oil pressure sensor
Range: 0.. 100 bar
Page(s): 89

520 BOOST_CURVE_ADJUST
Level: 4 Fine adjustment of LDA limit curve (absolute boost
Range: -100.. 100% pressure for parallel translation of the entire
Page(s): 61,62 characteristic)

521 BOOST_FACTOR
Level: 4 Adjustment of LDA slope (relative actuator travel)
Range: -100.. 100%
Page(s): 62

522 BOOST_REFERENCE_LOW
Level: 4 Minimum measuring value of boost pressure sensor
Range: 0.. 100 bar
Page(s): 89

523 BOOST_REFERENCE_HIGH
Level: 4 Maximum measuring value of boost pressure sensor
Range: 0.. 100 bar
Page(s): 89

550 TEMP_OIL_REF_LOW
Level: 4 Minimum measuring value of oil temperature sensor
Range: -100..200'C
Page(s): 89

551 TEMP_OIL_REF_HIGH
Level: 4 Maximum measuring value of oil temperature sensor
Range: -100..200°C
Page(s): 89

555 TEMP_AIR_REF_LOW
Level: 4 Minimum measuring value of charge air temperature
Range: -100..200'C sensor
Page(s): 89

Basic Information Digital Controls 141

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556 TEMP_AIR_REF_HIGH
Level: 4 Maximmum measuring value of charge air
Range: -100..20CTC temperature sensor
Page(s): 89

560 TEMP_COLD_LOW
Level: 3 Low temperature limit for cold engine
Range: [564..56S] *C
Page(s): 32,45

561 TEMP_COLD_HIGH
Level: 3 High temperature limit for cold engine
Range: [564..S65] °C
Page(s): 32,44

562 TEMP_HOT_LOW
Level: 3 Low temperature limit of hot engine for temperature
Range: [564..56S] °C dependent reduction of full-load characteristic
Page(s): 58

563 TEMP_HOT_HIGH
Level: 3 High temperature limit of hot engine for temperature
Range: [564..S65] °C dependent reduction of full-load characteristic
Page(s): 58

564 TEMP_WATER_REF_LOW
Level: . 4 Minimum measuring value of cooling water
Range: -100..200°C temperature sensor
Page(s): 89

565 TEMP_WATER_REF_HIGH
Level: 4 Maximum measuring value of cooling water
Range: -100..20CTC temperature sensor
Page(s): 89

570 MAX_CURVE_TEMP_DEC
Level: 3 Factor for temperature dependent reduction of full
Range: O..100% load characteristic for warm engine (absolute actuator
Page(s): 58 travel)

600 POWER_CONTROL_REF
Level: "4 Reference value for power controlwhen working
Range: O..100% point coincides with characteristic
Page(s): 85

142 Basic Information Digital Controls

 HEINZMANN Speed Governors

601 POWER_CONTROL_FACrOR
Level: 4 Assessment factor for power control
Range: -400..400 %
Page(s): 85

700 TORQUE_ADJUST
Level: 4 Fine adjustment of full-load characteristic (absolute
Range: -100.. 100% actuator travel for parallel translation of the entire
Page(s): 57 characteristic)

701 TORQUEJJMIT
Level: 4 Torque limit (maximum fuel flow, relative actuator
Range: O..100°/o position)
Page(s): 62

720 SPEED 1_LIMIT_LOW

Level: 4 Starting point of limit line 1
Range: 0..4095 rpm (speed at 100 % actuator travel)
Page(s): 17,54

721 SPEED 1_LIMIT_HIGH

Level: 4 Terminal point of limit line 1
Range: 0..4095 rpm (speed at 0 % actuator travel)
Page(s): 17,54

730 SPEED2JJMITJ.OW
Level: 4 Starting point of limit line 2
Range: 0..4095 rpm (speed at 100 % actuator travel)
Page(s): 54

731 SPEED2_LIMIT_HIGH
Level: 4 Terminal point of limit line 2
Range: 0..4095 rpm (speed at 0 % actuator travel)
Page(s): 54

1020 SUBST_SETPOINT1
Level: 4 Substitute value for 2900 SETPOINTl in case of
Range: O..100% failure
Page(s): 113

1021 SUBST_SETPOINT2
Level: 4 Substitute value for 2901 SETPOINT2 in case of
Range: O..100°/o failure
Page(s): 113

Basic Information Digital Controls 143

HEINZMANN Speed Governors

1022 SUBST_SETPOINT3
Level: 4 Substitute value for 2902 SETPOINT2 in case of
Range: O..100% failure
Page(s): 113

1023 SUBST_BOOST
Level: 4 Substitute value for 2520 BOOST in case of failure
Range: [522..S23] bar
Page(s): 113

1024 SUBST_OIL_PRESSURE
Level: 4 Substitute value for 2500 OIL_PRESSURE in case of
Range: [500..501] bar failure
Page(s): 113

1025 SUBST_TMP_COOL_WATER
Level: 4 Substitute value for 2560 TEMP_COOL_WATER in
Range: [564..56S] *C case of failure
Page(s): 113

1026 SUBST_TEMP_OIL
Level: 4 Substitute value for 2550 TEMPJDIL in case of failure
Range: [550..551]*C
Page(s): 113

1027 SUBST_TMP_CHARGE_AI R
Level: 4 Substitute value for 2555 TEMP_CHARGE_AIR in case
Range: [555..5S6] *C of failure
Page(s): 113

1028 SUBST_SYNCHRON_INPUT
Level: 4 Substitute value for 3210 SYNCHRONJNPUT in case
Range: O..100% of failure
Page(s): 113

1029 SUBST_LMG_INPUT
Level: 4 Substitute value for 3230 LMGJNPUT in case of
Range: O..100% failure
Page(s): 113

1030 SUBST_GAS_PRESS_MIX
Level: '. 4 Substitute value for 3417 GAS_PRESS_BEFORE_MIX
Range: O..100% in case of failure
Page(s): 113

144 Basic Information Digital Controls

 HEINZMANN Speed Governors

1031 SUBST_GAS_PRESS_RED
Level: 4 Substitute value for 3416 GAS_PRESS_BEFORE_RED
Range: O..100% in case of failure
Page(s): .113

1210 SYNCHRON_STEP
Level: 2 Step width for changing the set speed value with
Range: 0..65535 rpm/s digital synchronization
Page(s): 82

1220 SYNCHRON_FACTOR
Level: 2 Amplification factor of synchronization signal for
Range: O..100% analogue setpoint modification
Page(s): 83

1230 LMG_FACTOR
Level: 2 Amplification factor of load measuring signal for
Range: O..100% analogue setpoint modification
Page(s): 83

1310 VELOCITY MIN

Level: 2 Minimum velocity from which on cruise control is
Range: 0.. 100 km/h active
Page(s): 71

1311 VELOCI7Y_MAX
Level: 2 Maximum velocity for velocity limitation
Range: 0.. 100 km/h
Page(s): 70

1315 VELOCITY_IMPULSE_REF
Level: 2 Number of pulses of speedometer at 100 km per
Range: 0..65535 hour
Page(s): 70

1316 VELOdTY_GAIN
Level: 2 Gain factor for cruise control and velocity limitation
Range: O..100%
Page(s): 72

1350 SUDE_SPEED_DEC
Level: 2 Speed reduction in case of sliding wheels
Range: 0..4095 rpm (variable speed control)
Page(s): 75

Basic Information Digital Controls 145

HEINZMANN Speed Governors

1353 SUDE_ACT_POS_DEC
Level: 2 Reduction of actuator travel in case of sliding wheels
Range: O..100% (idling/maximum speed control)
Page(s): 75

1355 SUDE_DURATION
Level: 2 Waiting time after decrease of setpoint value for slide
Range: CLlOOs protection
Page(s): 75

1400 GAS_GAIN
Level: 4 Proportional factor (gain) for gas controller
Range: O..100°/o
Page(s): 79

1401 GAS_STABILITY
Level: 4 Integral factor (stability) for gas controller
Range: 0.. 100 %
Page(s): 79

1402 GAS_DERIVATIVE
Level: 4 Differential factor (derivative) for gas controller
Range: O..100%
Page(s): 79

1430 GAS_ACT_POS_MIN
Level: 4 Minimum actuator travel for gas actuators
Range: O..100%
Page(s): 77

1432 GAS_ACT_POS_MAX
Level: 4 Maximum actuator travel for gas actuators
Range: O..100%
Page(s): 77

1440 GAS_SPEED_MIN
Level: 4 Minimum speed at which gas operation is possible
Range: 0..4095 rpm
Page(s): 78

1442 GAS_SPEED_MAX
Level: 4 Maximum speed at which gas operation is possible
Range: 0..4095 rpm
Page(s): 78

146 Basic Information Digital Controls

 HEINZMANN Speed Governors

1450 GAS_SWITCH_ACT_POS
Level: 4 Actuator position for diesel actuator from which on
Range: O..100% changing to gas operation is possible
Page(s): 78

1451 IGNITION_ACT_POS
Level: 4 Diesel amount injected for ignition during exclusive
Range: O..100% gas operation (pilot injection)
Page(s): 79

1452 GAS_MIN
Level: 4 Minimum gas amount required for gas operation
Range: O..100%
Page(s): 78

1453 GAS_PRESSURE_MIN
Level: 4 Minimum gas pressure required for gas operation
Range: O..100%
Page(s): 78

1455 GAS_RAMP
Level: 4 Ramp for readjusting diesel-gas-ratio
Range: 0..65535
Page(s): 78

1460 DIESEL_GAS_SETPOINT
Level: 4 Preset value of diesel-gas-ratio for test operation
Range: O..100%
Page(s): 79

1510 ADC1 _REFERENCE_LOW

Level: 4 Low reference value A-D converter 1
Range: 0..65535
Page(s): 91

1511 ADC1 _REFERENCE_HIGH

Level: 4 High reference value A-D converter 1
Range: 0..65535
Page(s): 91

1512 ADC1_ERROR_LOW
Level: 4 Low error value A-D converter 1
Range: 0..65535
Page(s): 92

Basic Information Digital Controls 147

HEINZMANN Speed Governors

1513 ADC1_ERROR_HIGH
Level: 4 High error value A-D converter 1
Range: 0..65535
Page(s): 92

1520 ADC2_REFERENCE_LOW
Level: 4 Low reference value A-D converter 2
Range: 0..65535
. Page(s): 91

1521 ADC2_REFERENCE_HIGH
Level: 4 High reference value A-D converter 2
Range: 0..65535
Page(s): 91

1522 ADC2_ERROR_LOW
Level: 4 Low error value A-D converter 2
Range: 0..65535
Page(s): 92

1523 ADC2_ERROR_HIGH
Level: 4 High error value A-D converter 2
Range: 0..65535
Page(s): 92

1530 ADC3_REFERENCE_LOW
Level: 4 Low reference value A-D converter 3
Range: 0..65535
Page(s): 91

1531 ADC3_REFERENCE_HIGH
Level: 4 High reference value A-D converter 3
Range: 0..65535
Page(s): 91

1532 ADC3_ERROR_LOW
Level: 4 Low error value A-D converter 3
Range: 0..65535
Page(s): 92

1533 ADC3_ERROR_HIGH
Level: 4 High error value A-D converter 3
Range: 0..65535
Page(s): 92

148 Basic Information Digital Controls

 HEINZMANN Speed Governors

1540 ADC4_REFERENCE_LOW
Level: 4 Low reference value A-D converter 4
Range: 0..65535
Page(s): 91

1541 ADC4 REFERENCE HIGH

Level: 4 High reference value A-D converter 4
Range: 0..65535
Page(s): 91

1542 ADC4_ERROR_LOW
Level: 4 Low error value A-D converter 4
Range: 0..65535
Page(s): 92

1543 ADC4_ERROR_HIGH
Level: 4 High error value A-D converter 4
Range: 0..65535
Page(s): 92

1550 ADC5_REFERENCE_LOW
Level: 4 Low reference value A-D converter 5
Range: 0..65535
Page(s): 91

1551 ADC5_REFERENCE_HIGH
Level: 4 High reference value A-D converter 5
Range: 0..65535
Page(s): 91

1552 ADC5_ERROR_LOW
Level: 4 Low error value A-D converter 5
Range: 0..65535
Page(s): 92

1553 ADC5_ERROR_HIGH
Level: 4 High error value A-D converter 5
Range: 0..65535
Page(s): 92

1560 ADC6_REFERENCE_LOW
Level: 4 Low reference value A-D converter 6
Range: 0..65535
Page(s): 91

Basic Information Digital Controls 149

HEINZMANN Speed Governors

1561 ADC6_REFERENCE_HIGH
Level: 4 High reference value A-D converter 6
Range: 0..65535
Page(s): 9l

1562 ADC6_ERROR_LOW
Level: 4 Low error value A-D converter 6
Range: 0..65535
Page(s): 92

1563 ADC6_ERROR_HIGH
Level: 4 High error value A-D converter 6
Range: 0..65535
Page(s): 92

1570 " ADC7_REFERENCE_LOW

Level: 4 Low reference value A-D converter 7
Range: 0..65535
Page(s): 91

1571 ADC7_REFERENCE_HIGH
Level: 4 High reference value A-D converter 7
Range: 0..65535
Page(s): 91

1572 ADC7_ERROR_LOW
Level: 4 Low error value A-D converter 7
Range: 0..65535
Page(s): 92

1573 ADC7_ERROR_HIGH
Level: 4 High error value A-D converter 7
Range: 0..65535
Page(s): 92

1640 ANALOGJDUT1
Level: 2 Parameter number of the function of the 1 st analogue
Range: 0..65535 output
Page(s): 86,95

1643 ANALOG_OUT1 _VAL_MIN

"Level: 2 Minimum amplitude at analogue output 1 by per cent
Range: O..100% of maximum value of output parameter
Page(s): 86,96

150 Basic Information Digital Controls

 HEINZMANN Speed Governors

1644 ANALOG_OUT1 _VAL_MAX

Level: 2 Maximum amplitude at analogue output 1 by per cent
Range: O..100°/o of maximum value of output parameter
Page(s): 86,96

1645 ANALOG_OUT2
Level: 2 Parameter number of the function of the 2nd
Range: 0..65535 analogue output
Page(s): - 95

1648 ANALOG_OUT2_VAL_MIN
Level: 2 Minimum amplitude at analogue output 2 by per cent
Range: O..100% of maximum value of output parameter
Page(s): 96

1649 ANALOG OUT2 VAL MAX

Level: 2 Maximum amplitude at analogue output 2 by per cent
Range: O..100% of maximum value of output parameter
Page(s): 96

1650 ANALOG_OUT3
Level: 2 Parameter number of the function of the 3rd
Range: 0..65535 analogue output
Page(s): 95

1653 ANALOG_OUT3_VAL_MIN
Level: 2 Minimum amplitude at analogue output 3 by per cent
Range: O..100% of maximum value of output parameter
Page(s): 96

1654 ANALOG_OUT3_VAL_MAX
Level: 2 Maximum amplitude at analogue output 3 by per cent
Range: O..100% of maximum value of output parameter
Page(s): 96

1655 ANALOG_OUT4
Level: 2 Parameter number of the function of the 4th
Range: O..100% analogue output
Page(s): 95

1658 ANALOG_OUT4_VAL_MIN
Level: 2 Minimum amplitude at analogue output 4 by per cent
Range: O..100°/o of maximum value of output parameter
Page(s): 96

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1659 ANALOG_OUT4_VAL_MAX
Level: 2 Maximum amplitude at analogue output 4 by per cent
Range: O..100% of maximum value of output parameter
Page(s): 96

1700 POSmONER_SETPOINT
Level: 2 Preset actuator position when in positioner mode
Range: O..100°/o
Page(s): 16,103

1701 POSmONER_AMPLITUDE
Level: 2 Amplitude of actuator travel step generator
Range: O..100%
Page(s): 103

1730 SIMJ-OAD
Level: 4 Simulated load for generator operation
Range: O..100%
Page(s): 102

1741 SIM_ADC1
Level: 4 Value for A-D converter 1 in simulation
Range: O..100%
Page(s): 104

1742 SIM_ADC2
Level: 4 Value for A-D converter 2 in simulation
Range: O..100%
Page(s): 104

1743 SIM_ADC3
Level: 4 Value for A-D converter 3 in simulation
Range: O.. 100%
Page(s): 104

1744 SIM_ADC4
Level: 4 Value for A-D converter 4 in simulation
Range: O..100%
Page(s): 104

1745 SIM_ADC5
Level: 4 Value for A-D converter 5 in simulation
Range: 0.. 100 o/o
Page(s): 104

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1746 SIM_ADC6
Level: 4 Value for A-D converter 6 in simulation
Range: O..100%
Page(s): 104

1747 SIM_ADC7
Level: 4 Value for A-D converter 7 in simulation
Range: O..100%
Page(s): 104

1760 SIM_BOOST_FACTOR
Level: 4 Factor for simulated boost pressure
Range: O..100%
Page(s): 106

1 800 LEVEL
Level: 1 User level
Range: 1..7
Page(s): 11

1810 DATA_NUMBER
Level: 4 Number of actual data set
Range: 0..100
Page(s): 110

1811 DATA_START_NUMBER
Level: 4 Number of data set by which the governor is to
Range: 0..100 operate after the next start
Page(s): 110,121

1821 ID_NUMBER1
to Level: 2 Space for customer specific identification numbers
1840 Range: 0..65535 (20 numbers, five-digit maximum, 0 through 65535)
Page(s): 109

1876 VALUE_STEP
Level: 2 Step width of value changes
Range: 0..65535
Page(s):

1950 FEEDBACK_REF_LOW
Level: " ' 4 Low reference value for feedback
Range: 0..65535
Page(s): 99

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1951 FEEDBACK_REF_HIGH
Level: 4 High reference value for feedback
Range: 0..65535
Page(s): 99

1952 FEEDBACK_ERROR_LOW
Level: 4 Low error value for feedback
Range: 0..65535
Page(s): 101

1953 FEEDBACK_ERROR_HIGH
Level: 4 High error value for feedback
Range: 0..65535
Page(s): 101

1955 FEEDBACK_REFERENCE
Level: 4 Reference value for reference coil
Range: 0..65535
Page(s): 99

1960 FEEDBACK2_REF_LOW
Level: 4 Low reference value for 2nd feedback
Range: 0..65535
Page(s): 99

1961 FEEDBACK2_REF_HIGH
Level: 4 High reference value for 2nd feedback
Range: 0..65535
Page(s): 99

1962 FEEDBACK2_ERROR_LOW
Level: 4 Low error value for 2nd feedback
Range: 0..65535
Page(s): 101

1963 FEEDBACK2_ERROR_HIGH
Level: 4 High error value for 2nd feedback
Range: 0..65535
Page(s): 101

1965 FEEDBACK2_REFERENCE
Level: 4 Reference value for 2nd reference coil
Range: 0..65535
Page(s): 99

154 Basic Information Digital Controls

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1970 FEEDBACK3_REF_LOW
Level: 4 Low reference value for 3rd feedback
Range: 0..65535
Page(s): 99

1971 FEEDBACK3_REF_HIGH
Level: 4 High reference value for 3rd feedback
Range: 0..65535
Page(s): 99

1972 FEEDBACK3_ERROR_LOW
Level: 4 Low error value for 3rd feedback
Range: 0..65535
Page(s): 101

1973 FEEDBACK3_ERROR_HIGH
Level: 4 High error value for 3rd feedback
Range: 0..65535
Page(s): 101

1975 FEEDBACK3_REFERENCE
Level: 4 Reference value for 3rd reference coil
Range: 0..65535
Page(s): 99

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17.3 List 2: Measuring Values

2000 SPEED
Level: l Current speed value
Range: 0..4095 rpm
Page(s): 18,25

2001 SPEED_PICK_UP1
Level: 1 Weakly filtered speed signal from pulse pick-up 1
Range: 0..4095 rpm
Page(s): 25

2002 SPEED_PICK_UP2
Level: 1 Weakly filtered speed signal from pulse pick-up 2
Range: 0..4095 rpm
Page(s): 25

2003 SPEED_PICK_UP1_VALUE
Level: 4 Unfiltered speed signal from pulse pick-up 1
Range: 0..4095 rpm
Page(s): 25

2004 SPEED_PICK_UP2_VALUE
Level: 4 Unfiltered speed signal from pulse pick-up 2
Range: 0..4095 rpm
Page(s): 25

2005 SPEED_F1LTERED
Level: 4 Heavily filtered actual speed signal
Range: 0..4095 rpm
Page(s): 25

2007 ACT1VE_PICK_UP
Level: 1 Pulse pick-up monitoring (0=pick-up 1 relevant /
Range: 0/1 1= pick-up 2 relevant)
Page(s): 27

2010 SPEED_MIN
Level: 1 Currently valid minimum value for set speed value
Range: 0..4095 rpm
Page(s): 28,32,65

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2012 SPEED_MAX
Level: l Currently valid maximum value for set speed value
Range: 0..4095 rpm
Page(s): 28

2028 SETPOINT_OUTPUT
Level: 1 Set point actuator travel for operation as idling/maxi-
Range: O..100% mum speed control or speed setpoint for operation
Page(s): 72 as variable speed control for gear management

2031 SPEED_SETPOINT1
Level: 1 Speed setpoint behind correction by droop
Range: 0..4095 rpm
Page(s): 18,29,72

2032 SPEED_SETPOINT2
Level: 1 Speed setpoint value behind ramp generator
Range: 0..4095 rpm
Page(s): 33

2033 SPEED_SETPOINT3
Level: 1 Speed setpoint behind setpoint step generator
Range: 0..4095 rpm
Page(s): 33,37

2034 SPEED_SETPOINT4
Level: 1 Speed setpoint value according to selection logics
Range: 0..4095 rpm (switches and potentiometers)
Page(s): 29

2035 SPEED_SETPOINT_USER
Level: 1 Speed setpoint as set by user program
Range: 0..4095 rpm
Page(s): 107

2100 PID_CORR
Level: 1 Actual correction factor for PID-values as by stability
Range: 0..400 % tag map and temperature dependent correction of
Page(s): 38 PID-values

2120 DROOP
Level: 1 Actual droop by which the governor is currently
Range: O..100% operating
Page(s): 50

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2300 ACT_POS
Level: l Actual position value of actuator
Range: O..100%
Page(s): 16,85,100,103

2302 ACT2_POS
Level: l Actual position value of actuator 2
Range: O..100%
Page(s): 100

2303 ACT3_POS
Level: 1 Actual position value of actuator 3
Range: 0.. 100 %
Page(s): 100

2305 ACT_POS_FILTERED
Level: 4 Heavily filtered value of actual actuator position
Range: O..100%
Page(s): 100

2310 ACT_POS_MIN
Level: 1 Actuator position offset (minimum actuator position)
Range: O..100% according to zero load delivery characteristic or safety
Page(s): 48,53 distance as determined by 310 ACT_POS_SECURE_MIN

2312 ACT_POS_MAX
Level: 1 Currently valid maximum value for actuator position
Range: O..100% depending on active limiting functions
Page(s): 53

2320 ACT_POS_USER_MIN
Level: 1 Minimum actuator position as determined by user
Range: O..100% program
Page(s): 107

2322 ACT_POS_USER_MAX
Level: 1 Maximum actuator position as determined by user
Range: O..l00% program
Page(s): 107

2331 ACT_POS_SETPOINT
Level: 1 Set value for actuator position
Range: O..100%
Page(s): 72,100

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2332 ACT2_POS_SETPOINT
Level: 1 Set value for position of actuator 2
Range: O..100°/o
Page(s): 100

2333 ACT3_POS_SETPOINT
Level: 1 Set value for position of actuator 3
Range: O..100%
Page(s): 100

2340 ACT_POS_BEFORE_PUMP
Level: Set value for actuator position before correction by
Range: O..100% pump characteristic
Page(s):

2400 ACTUAL GOVERNOR MODE

Level: 1 Operating mode of governor (0 = variable speed
Range: 0/1 control / Idling/maximum speed control)
Page(s): 64

2420 IM_ACT_POS_SETPOINT
Level: 1 Setpoint actuator position when operating as
Range: O..100% idling/maximum speed control
Page(s): 64,66

2421 IM_ACT_POS2_SETPOINT
Level: 1 Setpoint actuator position when operating as varaible
Range: O..100% speed control as of after actuator position ramp and
Page(s): 66 slide protection switch

2500 OIL_PRESSURE
Level: l Oil pressure
Range: [500..501] bar
Page(s): 67,88

2520 BOOST
Level: l Boost pressure
Range: [522..S23] bar
Page(s): 59,88

2550 TEMP_OIL
Level: 1 Oil temperature
Range: [550..551]*C
Page(s): 88

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2555 TEMP_CHARGE_AIR
Level: l Charge air temperature
Range: [555..5S6] °C
Page(s): 88

2560 TEMP_COOL_WATER
Level: l Cooling water temperature
Range: [564..56S] 'C
Page(s):22,32,44,58,88

2600 POWER_CONTROL_CORR
Level: l Correction factor for power control enabled
Range: O..100%
Page(s): 85

2810 SWITCH_MOTOR_STOP
Level: 1 Switch state "Engine off"
Range: 0/1
Page(s): 15,27,94

2811 SWITCH_SPEED_MIN
Level: 1 Switch state "Minimum speed"
Range: 0/1
Page(s): 27,64,94

2812 SWITCH.DROOP
Level: 1 Switch state "Droop 1/2"
Range: 0/1
Page(s): 50,94

2813 SWITCH_TORQUE_LIMIT
Level: 1 Switch state "Torque limit"
Range: 0/1
Page(s): 63,94

2814 SWITCH_RANGE
Level: l Switch state "Speed range 1/2"
Range: 0/1
Page(s): 28,94

2815 SWITCH_SPEED_RX1
Level: 1 Switch state "Fixed speed 1 "
Range: 0/1
Page(s): 27,64,94

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2816 SWITCH_SPEED_RX2
Level: 1 Switch state "Fixed speed 2"
Range: 0/1
Page(s): 27,64,94

2817 SWITCH_ACT_POS_MAX
Level: 1 Switch state "Limiting functions 1/2"
Range: 0/1
Page(s): 52,94

2818 SWITCH_SLIDE
Level: 1 Switch state "Slide protection"
Range: 0/1
Page(s): 75,94

2819 SWITCH_SPEED_SETP3
Level: 1 Switch state "Speed level switch 3"
Range: 0/1
Page(s): 73,94

2820 SWITCH_SPEED_SETP2
Level: 1 Switch state "Speed level switch 2"
Range: 0/1
Page(s): 73,94

2821 SWITCH_SPEED_SETP1
Level: 1 Switch state "Speed level switch 1 "
Range: 0/1
Page(s): 73,94

2822 SWITCH_SPEED_SETPO
Level: 1 Switch state "Speed level switch 0"
Range: 0/1
Page(s): 73,94

2823 SWITCH.GAS
Level: Switch state "Gas operation"
Range: 0/1
Page(s): 78,94

2824 SWITCH_BUS_FAIL
Level: 1 Switch state "Bus (power) failure"
Range: 0/1
Page(s): 78,94

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IIEINZMANN Speed Governors

2825 SWITCH_SPEEDJNC
Level: l Switch state "Speed increase"
Range: 0/1
Page(s): 82,94

2826 SWITCH_SPEED_DEC
Level: l Switch state "Speed decrease"
Range: 0/1
Page(s): 82,94

2827 SWITCH_SETPOINT1
Level: l Switch state "Speed setpoint adjuster I active"
Range: 0/1
Page(s): 29,94

2828 SWITCH_SETPOINT2
Level: l Switch state "Speed setpoint adjuster 2 active"
Range: 0/1
Page(s): 29,94

2829 SWITCH_LIMIT_SETP1
Level: l Switch state "Freeze setpoint l "
Range: 0/1
Page(s): 29,94

2830 SWITCH_LIMIT_SETP2
Level: l Switch state "Freeze setpoint 2"
Range: 0/1
Page(s): 29,94

2831 SWITCH_GOVERNOR_MODE
Level: l Switch state "Operating mode of governor"
Range: . 0/1
Page(s): 64,94

2832 SWITCH_CRUISE_CNTRL
Level: l Switch state "Cruise control"
Range: 0/1
Page(s): 71,94

2833 SWITCH_START
Level: l Switch state "Forced start"
Range: 0/1
Page(s): 20,94

162 Basic Information Digital Controls

 HEINZMANN Speed Governors

2901 SETPOINT1
Level: l Setpoint adjuster 1
Range: O..100%
Page(s): 16,29,88

2902 SETPOINT2
Level: l Setpoint adjuster 2
Range: O..100%
Page(s): 29,88

2903 SETPOINT3
Level: l Setpoint adjuster 3
Range: O..100%
Page(s): 88

3000 ERR_FEEDBACK_ADJUST
Level: l l = Error during automatic feedback adjustment or on
Range: 0/1 entering feedback reference values
Page(s): 101,115,126

3001 ERR_FEEDBACK
Level: 1 1 = Error of feedback of actuator
Range: 0/1
Page(s): 116,126

3002 ERR_FEEDBACK2
Level: 1 1 = Error of feedback of 2nd actuator
Range: 0/1
Page(s): 116,126

3003 ERR_FEEDBACK3
Level: 1 1 = Error of feedback of 3rd actuator
Range: 0/1
Page(s): 116,126

3004 ERR_ACTUATOR_DIFF
Level: 1 1 = TOO greeat a difference between set value and
Range: 0/1 actual value of actuator travel
Page(s): 116,126

3005 ERR_AMPURER
Level: 1 1 = Error of amplifier
Range: 0/1
Page(s): 116,126

Basic Information Digital Controls 163

ïIEINZMANN Speed Governors

3006 ERR_SPEED_OVER
Level: l l = Emergency stop due to overspeed
Range: 0/1
Page(s): 31,117

3007 ERR_PICK_UP1
Level: 1 1 = Error caused by pulse pick-up 1
Range: 0/1
Page(s): 26,117

3008 ERR_PICK_UP2
Level: 1 1 = Error caused by pulse pick-up 2
Range: 0/1
Page(s): 26,118

3009 ERR_OIL_WARN
Level: 1 1 = Warning: Oil pressure low
Range: 0/1
Page(s): 67,118

3010 ERR_OIL_ECY
Level: 1 1 = Emergency stop caused by low oil pressure
Range: 0/1
Page(s): 67,118

3011 ERR_VOLTAGE
Level: 1 1 = Error in voltage supply of amplifier
Range: 0/1
Page(s): 119,126

3012 ERR_VOLTAGE2
Level: 1 1 = Error in voltage supply of 2nd amplifier
Range: 0/1
Page(s): 119,126

3013 ERR_VOLTAGE3
Level: 1 1 = Error in voltage supply of 3rd amplifier
Range: 0/1
Page(s): 119,126

3014 ERR_CPU2
Level: 1 1 = Error due to failure of CPU2 monitoring
Range: 0/1
Page(s): 119

164 Basic Information Digital Controls

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3020 ERR_SETPOINT1
Level: l 1 = Error due to input of setpoint adjuster 1
Range: 0/1
Page(s): 119

3021 ERR_SETPOINT2
Level: 1 1 = Error due to input of setpoint adjuster 2
Range: 0/1
Page(s): - 119

3022 ERR_SETPOINT3
Level: 1 1 = Error due to input of setpoint adjuster 3
Range: 0/1
Page(s): 119

3023 ERR_BOOST
Level: 1 1 = Error due to boost pressure input
Range: 0/1
Page(s): 119

3024 ERR_OIL_PRESSURE
Level: 1 1 = Error due to oil pressure input
Range: 0/1
Page(s): 119

3025 ERR_TEMP_COOL_WATER
Level: 1 1 = Error due to input for cooling water temperature
Range: 0/1
Page(s): 119

3026 ERR_TEMP_OIL
Level: 1 1 = Error due to input for oil temperature
Range: 0/1
Page(s): 119

3027 ERR_TEMP_CHARGE_AIR
Level: 1 1 = Error due to input for charge air temperature
Range: 0/1
Page(s): 119

3028 ERR_SYNCHRON_INPUT
Level: 1 1 = Error due to input from synchronization unit
Range: 0/1
Page(s): 119

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3029 ERR_LMG_INPUT
Level: 1 1 = Error due to input from load measuring unit
Range: 0/1
Page(s): 119

3030 ERR_GAS_PRESS_MIX
Level: 1 l = Error due to input for gas pressure before gas
Range: 0/1 mixer
Page(s): 119

3031 ERR_GAS_PRESS_RED
Level: 1 1 = Error due to input for gas pressure before
Range: 0/1 pressure reducer
Page(s): 119

3041 ERR_ADC1
Level: 1 1 = Error at input of A-D converter 1
Range: 0/1
Page(s): 120

3042 ERR_ADC2
Level: 1 1 = Error at input of A-D converter 2
Range: 0/1
Page(s): 120

3043 ERR_ADC3
Level: 1 1 = Error at input of A-D converter 3
Range: 0/1
Page(s): 120

3044 ERR_ADC4
Level: 1 1 = Error at input of A-D converter 4
Range: 0/1
Page(s): 120

3045 ERR_ADC5
Level: 1 1 = Error at input of A-D converter 5
Range: 0/1
Page(s): 120

3046 ERR_ADC6
Level: 1 1 = Error at input of A-D converter 6
Range: 0/1
Page(s): 120

166 Basic Information Digital Controls

 HEINZMANN Speed Governors

3047 ERR_ADC7
Level: 1 l = Error at input of A-D converter 7
Range: 0/1
Page(s): 120

3060 ERR_CURVE
Level: 1 1 = Error in entering characteristic curve parameters
Range: 0/1
Page(s): 120

3061 ERR_MAP
Level: 1 1 = Error in entering tag map parameters
Range: 0/1
Page(s): 121

3062 ERR.DATA
Level: 1 1 = Error: No data block available
Range: 0/1
Page(s): 110,121,125

3063 ERR_MEMORY
Level: 1 1 = Error: No sufficient memory space available for
Range: 0/1 another data block
Page(s): 121

3064 ERRJ.OGICAL
Level: 1 1 = Logical error in structure of data block
Range: 0/1
Page(s): 122,125

3065 ERR_CLEAR_FLASH
Level: 1 1 = Error in clearing the FLASH-ROM
Range: 0/1
Page(s): 122

3066 ERR_PROG_FLASH
Level: 1 1 = Error in programming the FLASH-ROM
Range: 0/1
Page(s): 122

3067 ERRJJSER
Level: 1 1 = Error message from user program
Range: 0/1
Page(s): 107,123

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3068 ERR_ALINE
Level: 1 l = Unknown subroutine call by user program
Range: 0/1
Page(s): 107,123

3069 ERR_CALC_TIME
Level: 1 1 = Not enough computing time left
Range: 0/1
Page(s): 107,123

3070 ERR.STACK
Level: 1 1 = Error of internal parameter management
Range: 0/1
Page(s): 123

3071 ERR_WATCHDOG
Level: 1 1 = Software-watchdog-error
Range: 0/1
Page(s): 124,125

3072 ERRJNTERN
Level: 1 1 = Internal software fault
Range: 0/1
Page(s): 124,125

3075 INTERN_ERROR1
Level: 1 Error number for software fault
Range: 0..65535
Page(s): 122,124

3076 INTERNLERROR2
Level: 1 Error number extension for software fault
Range: 0..65535
Page(s): 122,124

3077 INTERN_ERROR3
Level: 1 Error number extension for software fault
Range: 0..65535
Page(s): 122,124

3078 INTERN_ERROR4
Level: 1 Error number extension for software fault
Range: 0..65535
Page(s): 124

168 Basic Information Digital Controls

 HEINZMANN Speed Governors

3079 INTERN_ERROR5
Level: 1 Error number extension for software fault
Range: 0..65535
Page(s): 124

3100 SERR_FEEDBACK_ADJ
Level: 1 Sentinel for the occurrence of 3000
Range: 0/1 ERR_FEEDBACK_ADJUST
Page(s): 115

3101 SERR_FEEDBACK
Level: 1 Sentinel for the occurrence of 3001 ERR_FEEDBACK
Range: 0/1
Page(s): 116

3102 SERR_FEEDBACK2
Level: 1 Sentinel for the occurrence of 3002 ERR FEEDBACK2
Range: 0/1
Page(s): 116

3103 SERR_FEEDBACK3
Level: 1 Sentinel for the occurrence of 3003 ERR_FEEDBACK3
Range: 0/1
Page(s): 116

3104 SERR_ACTUATOR_DIFF
Level: 1 Sentinel for the occurrence of 3004
Range: 0/1 ERR ACTUATOR DIFF
Page(s): 116

3105 SERR_AMPLIF!ER
Level: 1 Sentinel for the occurrence of 3005 ERR_AMPLIFIER
Range: 0/1
Page(s): 116

3106 SERR_SPEED_OVER
Level: 1 Sentinel for the occurrence of 3006 ERR_SPEED_OVER
Range: 0/1
Page(s): 117

3107 SERR_PICK_UP1
Level: l Sentinel for the occurrence of 3007 ERR_PICK_UP1
Range: 0/1
Page(s): 117

Basic Information Digital Controls 169

HEINZMANN Speed Governors

3108 SERR_PICK_UP2
Level: 1 Sentinel for the occurrence of 3008 ERR_PICK_UP2
Range: 0/1
Page(s): 118

3110 SERR_OIL_ECY
Level: 1 Sentinel for the occurrence of 3010 ERR_OIL_ECY
Range: 0/1
. Page(s): 118

3111 SERR_VOLTAGE
Level: 1 Sentinel for the occurrence of 3011 ERRJ/OLTAGE
Range: 0/1
Page(s): 119

3112 SERR_VOLTAGE2
Level: 1 Sentinel for the occurrence of 3012 ERR_VOLTAGE2
Range: 0/1
Page(s): 119

3113 SERR_VOLTAGE3
Level: 1 Sentinel for the occurrence of 3013 ERR VOLTAGES
Range: 0/1
Page(s): 119

3114 SERR_CPU2
Level: 1 Sentinel for the occurrence of 3014 ERR CPU2
Range: 0/1
Page(s): 119

3120 SERR_SETPOINT1
Level: 1 Sentinel for the occurrence of 3020 ERR_SETPOINT1
Range: 0/1
Page(s): 119

3121 SERR_SETPOINT2
Level: l Sentinel for the occurrence of 3021 ERR_SETPOINT2
Range: 0/1
Page(s): 119

3122 SERR_SETPOINT3
Level: l Sentinel for the occurrence'of 3022 ERR_SETPOINT3
Range: 0/1
Page(s): 119

170 Basic Information Digital Controls

 HEINZMANN Speed Governors

3123 SERR_BOOST
Level: l Sentinel for the occurrence of 3023 ERR_BOOST
Range: 0/1
Page(s): 119

3124 SERR_OIL_PRESSURE
Level: 1 Sentinel for the occurrence of 3024
Range: 0/1 ERR_OIL_PRESSURE
Page(s): 119

3125 SERR_TEMP_COOL_WATER
Level: 1 Sentinel for the occurrence of 3025
Range: 0/1 ERRJTEMP_COOL_WATER
Page(s): 119

3126 SERR_TEMP_OIL
Level: 1 Sentinel for the occurrence of 3026 ERR_TEMP_OIL
Range: 0/1
Page(s): 119

3127 SERR_TEMP_CHARGE_AI R
Level: 1 Sentinel for the occurrence of 3027
Range: 0/1 ERR TEMP CHARGE AIR
Page(s): 119

3128 SERR_SYNCHRON_INPUT
Level: 1 Sentinel for the occurrence of 3028
Range: 0/1 ERR_SYNCHRON_INPUT
Page(s): 119

3129 SERRJ-MGJNPUT
Level: 1 Sentinel for the occurrence of 3029 ERR_LMG_INPUT
Range: 0/1
Page(s): 119

3130 SERR_GAS_PRESS_MIX
Level: l Sentinel for the occurrence of 3030
Range: 0/1 ERR GAS PRESS MIX
Page(s): 119

3131 SERR_GAS_PRESS_RED
Level: 1 Sentinel for the'occurrence of 3031
Range: 0/1 ERR GAS PRESS RED
Page(s): 119

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HEINZMANN Speed Governors

3160 SERR_CURVE
Level: l Sentinel for the occurrence of 3060 ERR_CURVE
Range: 0/1
Page(s): 120

3161 SERR_MAP
Level: 1 Sentinel for the occurrence of 3061 ERR MAP
Range: 0/1
PageCs): 121

3162 SERR_DATA
Level: 1 Sentinel for the occurrence of 3062 ERR DATA
Range: 0/1
Page(s): 121

3164 SERRJLOGICAL
Level: 1 Sentinel for the occurrence of 3064 ERRJ.OGICAL
Range: 0/1
Page(s): 122

3167 SERR_USER
Level: 1 Sentinel for the occurrence of 3067 ERRJJSER
Range: 0/1
Page(s): 123

3168 SERR_AUNE
Level: 1 Sentinel for the occurrence of 3068 ERR_ALINE
Range: 0/1
Page(s): 123

3169 SERR_CALC_TIME
Level: 1 Sentinel for the occurrence of 3069 ERR_CALC_TIME
Range: 0/1
Page(s): 123

3170 SERR_STACK
Level: 1 Sentinel for the occurrence of 3070 ERR_STACK
Range: 0/1
Page(s): 123

3172 SERRJNTERN
Level: 1 Sentinel for the occurrence of 3072 ERRJNTERN
Range: 0/1
Page(s): 124

172 Basic Information Digital Controls

 HEINZMANN Speed Governors

3210 SYNCHRONJNPUT
Level: l Input signal from synchronization unit
Range: O..100°/o
Page(s): 83,88

3230 LMGJNPUT
Level: 1 Input signal from load measuring unit
Range: O..100%
Page(s): 83,88

3310 VELOCITY
Level: 1 Current velocity
Range: 0.. 100 km/h
Page(s): 70

3315 VELOCITYJMPULSE
Level: 1 Current number of pulses from speedometer
Range: 0..65535
Page(s): 70

3320 VELOCITY_SETPOINT
Level: 1 Velocity setpoint
Range: 0..TOO km/h
Page(s): 71

3400 GAS_GOVERNOR_ON
Level: 1 Control of gas actuator (0 = gas actuator off /
Range: 0/1 1 = gas actuator on)
Page(s): 79

3410 PID_GAS_CORR
Level: 1 Current correction value for the PID-factors of gas
Range: O..100% actuator
Page(s): 80

3415 GAS_PRESSURE_CORR
Level: 1 Corrected value of gas pressure before gas mixer
Range: O..100°/o
Page(s): 77

3416 GAS_PRESS_BEFORE_RED
Level: 1 Gas pressure in pipe before pressure reducer
Range: O..100%
Page(s): 88

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3417 GAS_PRESS_BEFORE_MIX
Level: 1 Gas pressure before gas mixer
Range: O..100°/o
Page(s): 88

3420 GAS.SETPOINT
Level: 1 Set value for gas amount; yields actuator travel after
Range: O..100°/o taking account of pressure
Page(s): 78

3460 DIESEL_GAS_RATIO
Level: l Actual diesel-gas-ratio (0 % = exdusive diesel
Range: O..100°/o operation / 100% = exdusive gas operation except
Page(s): 79 diesel ignition amount)

3510 ADC1
Level: 1 Normalized value of A-D converter 1
Range: O..100°/o
Page(s): 91,16

3511 ADC1_VALUE
Level: 1 Unnormalized value of A-D converter 1
Range: 0..65535
Page(s): 91,16

3520 ADC2
Level: 1 Normalized value of A-D converter 2
Range: O..100%
Page(s): 16 .
3521 ADC2_VALUE
Level: l Unnormalized value of A-D converter 2
Range: 0..65535
Page(s): 16

3530 ADC3
Level: 1 Normalized value of A-D converter 3
Range: O..100%
Page(s): 16

3531 ADC3_VALUE
Level: l Unnormalized value of A-D converter 3
Range: 0..65535
Page(s): 16

174 Basic Information Digital Controls

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HEINZMANN Speed Governors

3540 ADC4
Level: l Normalized value of A-D converter 4
Range: O..100%
Page(s): 16

3541 ADC4_VALUE
Level: l Unnormalized value of A-D converter 4
Range: 0..65535
Page(s): 16

3550 ADC5
Level: Normalized value of A-D converter 5
Range: O..100%
Page(s): 16

3551 ADC5J/ALUE
Level: l Unnormalized value of A-D converter 5
Range: 0..65535
Page(s): 16

3560 ADC6
Level: l Normalized value of A-D converter 6
Range: O..100%
Page(s): 16

3561 ADC6_VALUE
Level: l Unnormalized value of A-D converter 6
Range: 0..65535
Page(s): 16

3570 ADC7
Level: l Normalized value of A-D converter 7
Range: O..100%
Page(s): 16

3571 ADC7.VALUE
Level: l Unnormalized value of A-D converter 7
Range: 0..65535
Page(s): 16

3730 LOAD
Level: l Load for integrated engine simulator
Range: 0.. 100 %
Page(s): 102

Basic Information Digital Controls 175

HEINZMANN Speed Governors

3820 LED_PICK_UP1
Level: 1 Checking pulse pick-up 1 (0: LED off; signals coming
Range: O/l in from pulse pick-up / 1 : LED on; signals from pulse
Page(s): 126 pick-up are missing)

3821 LED_PICK_UP2
Level: 1 Checking pulse pick-up 2 (0: LED off; signals conning
Range: 0/1 in from pulse pick-up / 1 : LED on; signals from pulse
Page(s): 126 pick-up are missing)

3822 LED.ACTUATOR
Level: 1 Checking the actuator (0: LED off; actuator healthy /
Range: 0/1 1 : LED on; actuator at fault)
Page(s): 126

3823 LED_VOLTAGE
Level: 1 Voltage control of amplifier (0: LED off = voltage ok. /
Range: 0/1 1 : LED on = voltage too low or too high)
Page(s): 126

3824 LED_ERROR
Level: 1 Error monitoring (0: LED off = no occurrence of error
Range: 0/1 / 1 : LED on = occurrence of at least one error)
Page(s): 126

3825 LED_BOOST
Level: 1 Boost pressure dependent (LDA) limitation of actuator
Range: 0/1 travel (0: LED off = LDA limitation currently inactive /
Page(s): 126 1 : LED on = LDA limitation currently active)

3826 LED_MAX
Level: 1 Speed dependent limitation of actuator travel
Range: 0/1 (0: LED off = full load limitation currently inactive /
Page(s): 126 1 : LED on = full load limitation currently active)

3827 LED_MIN
Level: 1 Zero load delivery characteristic (0: LED off =
Range: 0/1 actuator position above characteristic curve / 1 : LED on
Page(s): 126 = actuator position below characteristic curve)

3830 PHASE
Level: 1 Actual phase of speed control
Range: 0..9
Page(s): 19,125

176 Basic Information Digital Controls

 HEINZMANN Speed Governors

3831 TURNLSWITCH
Level: l Position of turn switch
Range: 0.. 15
Page(s): 127

3840 HARDWAREJ/ERSION
Level: l Version number of governor hardware
Range: 0..9999
Page(s): 109

3841 ADD_HARDWARE_VERSION
Level: 1 Version number of additional hardware
Range: 0..9999
Page(s): 109

3842 SOFTWARE_VERSION
Level: 1 Version number of governor software
Range: 0..65535
Page(s): 109

3843 USR_SOFTWARE_VERSION
Level: 1 Version number of user software
Range: 0..65535
Page(s): 108,109

3850 IDENTIFIER
Level: 1 Identity number of PC-program / Hand Held pro-
Range: 0..65535 grammer
Page(s): 109

3851 LASTJDENTIFIER
Level: 1 Identification number of last parameter modification
Range: 0..65535 saved
Page(s): 110

3852 USER_PROGJDENTIRER
Level: l Identification number of the last saving of a user
Range: 0..65535 program
Page(s): 108,110

3865 CALCULATIONJTIME
Level: l Value of remaining calculating time for main
Range: O..100% processor
Page(s): 107

Basic Information Digital Controls 177

HEINZMANN Speed Governors

3870 TIMER
Level: l Timer (seconds counter)
Range: 0..65.535 s
Page(s):

3900 AMPLIRER_CIRCUIT
Level: l Amplifier circuit
Range: O/l (O = bridge branch A / 1= bridge branch B)
Page(s):

3905 FEEDBACK-SWING
Level: 1 Value for oscillations of reference coil signal
Range: O..100%
Page(s):Fehler! Textmarke nicht definiert.

3907 PID_SERVO. .CORR

Level: 1 Correction factor for the PID-parameters of the servo
Range: a.100% circuit
Page(s): 109

3916 SERVO_CURRENT_SETP
Level: 1 Set value for current through actuator
Range: -100.. 100%
Page(s): 111

3917 SERVO_CURRENT_CORR
Level: 1 Current setpoint corrected via voltage for the actuator
Range: 0.. 100 %
Page(s): 111

3926 SERVO2_CURRENT_SETP
Level: 1 Set value for current through 2nd actuator
Range: -100.. 100%
Page(s): 111

3927 SERVO2_CURRENT_CORR
Level: 1 Current setpoint corrected via voltage for the 2nd
Range: O..100% actuator
Page(s): 111

3936 SERVO3_CURRENT_SETP
Level: 1 Set value for current through 3rd actuator
Range: -100.. 100%
Page(s): 111

178 Basic Information Digital Controls

 HEINZMANN Speed Governors

3937 SERVO3_CURRENT_CORR
Level: 1 Current setpoint corrected via voltage for the 3rd
Range: O..100% actuator
Page(s): 111

3950 FEEDBACK
Level: 1 Unnormalized value of feedback
Range: 0..65535
Page(s): 105

3955 FEEDBACK REF

Level: 1 Unnormalized value of reference coil
Range: 0..65535
Page(s): 105

3960 FEEDBACK2
Level: l Unnormalized value of 2nd feedback
Range: 0..65535
Page(s): 77,105

3965 FEEDBACK2_REF
Level: 1 Unnormalized value of 2nd referene coil
Range: 0..65535
Page(s): 105

3970 FEEDBACKS
Level: 1 Unnormalized value of 3rd feedback
Range: 0..65535
Page(s): 77,105

3975 FEEDBACK3_REF
Level: 1 Unnormalized value of 3rd reference coil
Range: 0..65535
Page(s): 105

Basic Information Digital Controls 179

HEINZMANN Speed Governors

17.4 List 3: Functions

4002 PICK_UP2_ON
Level: 4 1 = pulse pick-up 2 available
Range: 0/1
Page(s): 26

4060 SPEED MIN TEMP ON

Level: 3 Temperature dependent increase of idling speed
Range: 0/1 (0 = off/l=on)
Page(s): 33

4070 SPEED_VARIATION_ON
Level: 3 Speed setpoint jump generator
Range: 0/1 (0 = off/l =on)
Page(s): 37

4100 PID_MAP_ON
Level: 4 Tag map for optimization of PID values
Range: 0/1 (0 = o f f / l =on)
Page(s): 39

4130 UNDERSHOOTJJMITJDN
Level: 3 Limitation of undershooting
Range: 0/1 (0 = o f f / l =on)
Page(s): 45

4131 OVERSHOOT_LIMIT_ON
Level: 3 Limitation of overshooting
Range: 0/1 (0 = o f f / l =on)
Page(s): 45

4160 PID_MAP_TEMP_ON
Level: 4 Temperature dependent correction of stability tag map
Range: 0/1 (0 = o f f / l =on)
Page(s): 45

4230 SPEED_RAMP_ON
Level: 2 Ramp function for speed setpoint
Range: 0/1 (0 = off/l =on)
Page(s): 24,33

180 Basic Information Digital Controls

 HEINZMANN Speed Governors

4232 SECTIONAL_RAMP_ON
Level: 2 Sectional ramp function for speed setpoint
Range: 0/1 (0 = o f f / l = on)
Page(s): 35

4400 GOVERNOR_MODE
Level: 4 Governor operating mode: 0 = variable speed control /
Range: 0/1 1 = idling/maximum speed control
Page(s): 64

4430 IM_RAMP_ON
Level: 2 Ramp function for actuator position setpoint when
Range: 0/1 operating as idling / maximum speed control
Page(s): 66 (0 = o f f / l =on)

4500 OIL_WARN_CURVE_ON
Level: 4 Monitoring curve for oil pressure warning
Range: 0/1 (0 = o f f / l =on)
Page(s): 68

4520 BOOST_CURVE_ON
Level: 4 Boost pressure dependent limitation of actuator travel
Range: 0/1 (0 = off/ 1 =on)
Page(s): 60

4550 OIL_ECY_CURVE_ON
Level: . 4 Oil pressure monitoring curve with emergency stop
Range: 0/1 (0 = off/ 1 =on)
Page(s): 68

4570 MAX_CURVE_TEMP_ON
Level: 4 Temperature dependent lowering of full load
Range: 0/1 characteristic (0 = off / 1 = on)
Page(s): 58

4600 POWER_CNTRL_CURVE_ON
Level: 4 Power control
Range: 0/1 (0 = off/l=on)
Page(s): 85

4700 MAX_CURVE_ON
Leveh 4 Speed dependent limitation of actuator travel
Range: 0/1 (0 = off/ l =on)
Page(s): 56

Basic Information Digital Controls 181

HEINZMANN Speed Governors

4800 SIM_SWITCH_ON
Level: 4 Simulation digital inputs
Range: 0/1 (0 = off/ l =on)
Page(s): 116

4810 SIM_MOTOR_STOP
Level: 4 Simulation of switch state "Engine off"
Range: 0/1
Page(s): 115

4811 SIM_SPEED_MIN
Level: 4 Simulation of switch state "Minimum speed"
Range: 0/1
Page(s): 115

4812 SIM_DROOP
Level: 4 Simulation of switch state "Droop 1/2"
Range: 0/1
Page(s): 115

4813 SIM_TORQUE_LIMIT
Level: 4 Simulation of switch state "Torque limit"
Range: 0/1
Page(s): 115

4814 SIM_RANGE
Level: 4 Simulation of switch state "Speed range 1/2"
Range: 0/1
Page(s): 115

4815 SIM_SPEED_RX1
Level: 4 Simulation of switch state "fixed speed l "
Range: 0/1
Page(s): 115

4816 SIM_SPEED_RX2
Level: 4 Simulation of switch state "Fixed speed 2"
Range: 0/1
Page(s): 115

4817 SIM_ACT_POS_MAX
Level: 4 Simulation of switch state "Umiting functions 1/2"
Range: 0/1
Page(s): 115

182 Basic Information Digital Controls

 HEINZMANN Speed Governors

4818 SIM_SUDE
Level: 4 Simulation of switch state "Slide protection"
Range: O/l
Page(s): 115

4819 SIM_SPEED_SETP3
Level: 4 Simulation of switch state "Speed level switch 3"
Range: 0/1
Page(s): 115

4820 SIM_SPEED_SETP2
Level: 4 Simulation of switch state "Speed level switch 2"
Range: 0/1
Page(s): 115

4821 SIM_SPEED_SETP1
Level: 4 Simulation of switch state "Speed level switch 1 "
Range: 0/1
Page(s): 115

4822 SIM_SPEED_SETPO
Level: 4 Simulation of switch state "Speed level switch 0"
Range: 0/1
Page(s): 115

4823 SIM_GAS
Level: 4 Simulation of switch state "Gas operation"
Range: 0/1
Page(s): 115

4824 SIM_BUS_FAIL
Level: 4 Simulation of switch state "Bus (power) failure"
Range: 0/1
Page(s): 115

4825 SIM_SPEED_INC
Level: 4 Simulation of switch state "Speed increase"
Range: 0/1
Page(s): 115

4826 SIM_SPEED_DEC
Level: 4 Simulation of switch state "Speed decrease"
Range: 0/1
Page(s): 115

Basic Information Digital Controls 183

HEINZMANN Speed Governors

4827 SIM_SETPOINT1
Level: 4 Simulation of switch state "Setpoint adjuster 1 active"
Range: 0/1
Page(s): 115

4828 SIM_SETPOINT2
Level: 4 Simulation of switch state "Setpoint adjuster 2 active"
Range: 0/1
Page(s): 115

4829 SIM_LIMIT_SETP1
'Level: 4 Simulation of switch state "Freeze setpoint 1 "
Range: 0/1
Page(s): 115

4830 SIM_LIMIT_SETP2
Level: 4 Simulation of switch state "Freeze setpoint 2"
Range: 0/1
Page(s): 115

4831 SIM_GOVERNOR_MODE
Level: 4 Simulation of switch state "Governor operating mode"
Range: 0/1
Page(s): 115

4832 SIM_CRUISE_CNTRL
Level: 4 Simulation of switch state "Cruise control"
Range: 0/1
Page(s): 115

4833 SIM_START
Level: 4 Simulation of switch state "Forced start"
Range: 0/1
Page(s): 115

4900 MIN_CURVE_ON
Level: 4 Zero load delivery characteristic
Range: 0/1 (0 = o f f / l =on)
Page(s): 48

5000 PUMP_CURVE_ON
Level: 4 Pump characteristic
Range: 0/1 (0 = o f f / l =on)
Page(s):

184 Basic Information Digital Controls

I.
HEINZMANN Speed Governors

5004 ECY_ACrilATOR_DIFF
Level: 4 Emergency shutdown by ERR_ACTUATOR_DIFF
Range: 0/1 (0 = off/ 1 =on)
Page(s): 124

5005 ECY_AMPLIRER
Level: 4 Emergency shutdown by ERR_AMPLIFIER
Range: 0/1 (0 = o f f / l =on)
Page(s): 124,126

5006 ECY_SPEED_OVER
Level: 4 Emergency shutdown by ERR_SPEED_OVER
Range: 0/1 (0 = off/ 1 =on)
Page(s): 31,124

5020 ECY_SETPOINT1
Level: 4 Emergency shutdown by ERR_SETPOINT1
Range: 0/1 (0 = o f f / l = o n )
Page(s): 124

5021 ECY_SETPOINT2
Level: 4 Emergency shutdown by ERR_SETPOINT2
Range: 0/1 (0 = off/ 1 =on)
Page(s): 124

5022 ECY_SETPOINT3
Level: 4 Emergency shutdown by ERR_SETPOINT3
Range: 0/1 (0 = o f f / l =on)
Page(s): 124

5023 ECY_BOOST
Level: 4 Emergency shutdown by ERR_BOOST
Range: 0/1 (0 = o f f / l =on)
Page(s): 124

5024 ECY_OIL_PRESSURE
Level: 4 Emergency shutdown by ERR_OIL_PRESSURE
Range: 0/1 (0 = o f f / l =on)
Page(s): 124

5025 ECY_TEMP_COOL_WATER
Level: 4 Emergency shutdown by ERR_TEMP_COOL_WATER
Range: 0/1 (0 = o f f / l =on)
Page(s): 124

Basic Information Digital Controls 185

HEINZMANN Speed Governors

5026 ECY_TEMP_OIL
Level: 4 Emergency shutdown by ERR_TEMP_OIL
Range: 0/1 (0 = off/ l =on)
Page(s): 124

5027 ECY_TEMP_CHARGE_AIR
Level: 4 Emergency shutdown by ERR_TEMP_CHARGE_AIR
Range: 0/1 (0 = off/ l =on)
Page(s): 124

5028 ECY_SYNCHRON_INPUT
Level: 4 Emergency shutdown by ERR_SYNCHRON_INPUT
Range: 0/1 (O = off/l =on)
Page(s): 124

5029 ECYJ-MGJNPUT
Level: 4 Emergency shutdown by ERR_LMG_INPUT
Range: 0/1 (0 = off/l =on)
Page(s): 124

5030 ECY_GAS_PRESS_MIX
Level: 4 Emergency shutdown by ERR_GAS_PRESS_MIX
Range: 0/1 (0 = o f f / l =on)
Page(s): 124

5031 ECY_GAS_PRESS_RED
Level: 4 Emergency shutdown by ERR_GAS_PRESS_RED
Range: 0/1 (0 = o f f / l =on)
Page(s): 124

5070 HOLD_LAST_SETP_ON
Level: 4 Hold last valid set value on failure of a setpoint
Range: . 0/1 adjuster (0 = off / 1 = on)
Page(s): 124

5072 RESET_ALARM_ON
Level: 4 Reset the alarm output for approx. l s in case that
Range: 0/1 another error occurs (0 = off / 1 = on)
Page(s): 121

5210 DIGITAL_SYNCHRON_ON
Level: 2 Modification of set values during synchronization
Range: 0/1 (0 = analogue / 1 = digital)
Page(s): 83

186 Basic Information Digital Controls

 HEINZMANN Speed Governors

5230 LMG_ADJUST_ON
Level: 2 Load measuring unit
Range: 0/1 (0 = off/ l = on)
Page(s): 84

5310 VELOCI7Y_LIMIT_ON
Level: 2 Velocity limitation
Range: 0/1 (0 = o f f / l =on)
Page(s): 71

5311 VELOCITY_MAX_MODE
Level: 2 Determination of maximum permissible velocity
Range: 0/1 (O = by parameter VELOCITY_MAX / 1 = by turn
Page(s): 71,137 switch)

5312 VELOCIMETER_MODE
Level: 2 Input of velocimeter signal
Range: 0/1 (0 = frequency / 1 = pulse-width modulation)
Page(s): 71

5313 THRUST_ON
Level: 4 Monitoring of overspeed by CPU 1 during thrust
Range: o/i operation (0 = active / 1 = inactive)
Page(s): 32

5350 ANALOG_SETPOINT_ON
Level: 2 Change-over to analogue setpoint adjuster for railroad
Range: 0/1 operation (0 = digital setpoint adjuster via speed level
Page(s): 74 switch / 1 = analogue setpoint adjuster)

5400 PID_CURVE_GAS_ON
Level: 4 Stability characteristic for optimization of the PID
Range: 0/1 values of the gas actuators (0 = off / 1 = on)
Page(s): 81

5430 ACTUATOR3_FOR_GAS_ON
Level: 4 3rd actuator operating as gas actuator
Range: 0/1 (0 = off/ 1 =on)
Page(s): 78

5460 DIESEL_GAS_RATIO_ON
Level: 4 Direct input of diesel-gas-ratio during mixed operation
Range: 0/1 (0 = o f f / l =on)
Page(s): 80

Basic Information Digital Controls 187

HEINZMANN Speed Governors

5470 DUAL_ACTUATOR_ON
Level: 4 Speed governor with synchronous actuators 2 und 3
Range: 0/1 (0= aus / 1 = ein)
Page(s): 77

5700 POSITIONER_ON
Level: 2 Speed governor working as positioner
Range: 0/1 (O = o f f / l =on)
Page(s): 16,113

5701 POSITIONER_VAR_ON
.Level: 2 Actuator position jump generator ia positioning mode
Range: 0/1 (0 = off/l=on)
Page(s): 113

5710 SIM_ENGINE_ON
Level: 2 Integrated engine simulator
Range: 0/1 (0 = off/l =on)
Page(s): 112

5715 SIM_ACTUATOR_ON
Level: 4 Simulation of actuator
Range: 0/1 (0 = o f f / l =on)
Page(s): 116

5740 SIM_ADC_ON
Level: 4 Simulation of analogue inputs
Range: 0/1 (0 = off/1=on)
Page(s): 114

5742 SIM_SETPOINT2_MODE
Level: 4 Simulator function for SETPOINT2 with engine
Range: 0/1 simulator enabled (0 = engine load / 1 = actual
Page(s): 112 speed)

5760 SIM_BOOST_ON
Level: 4 Simulation of boost pressure
Range: 0/1 (0 = off/l =on)
Page(s): 116

5900 AMPURERJDN
Level: 2 Amplifier
Range: 0/1 (0 = o f f / l =on)
Page(s): 103

188 Basic Information Digital Controls

 HEINZMANN Speed Governors

17.5 List 4: Characteristics and Tag Maps

6100 PID_MAP_SPEED(x)
to Level: 2 Speed values for stability tag map
6109 Range: 0..4095 rpm
Page(s): 38

6150 PID_MAP_ACT_POS(x)
to Level: 2 Actuator positions for stability tag map
6159 Range: O..100%
Page(s): 38

6200 PID_MAP_CORR(x)
to Level: 2 Correction factors for stability tag map
6299 Range: 0..400 °/o
Page(s): 38

6400 BOOST_CURVEl_BST(x)
to Level: 4 Boost pressure values for boost pressure dependent
6409 Range: [522..S23] bar fuel limit curve 1
Page(s): 59

6420 BOOSr_CURVEl_POS(x)
to Level: 4 Actuator positions for boost pressure dependent fuel
6429 Range: O..100% limit curve 1
Page(s): 59

6450 BOOST_CURVE2_BST(x)
to Level: 4 Boost pressure values for boost pressure dependent
6459 Range: [522..S23] bar fuel limit curve 2
Page(s): 59

6470 BOOST_CURVE2_POS(x)
to Level: 4 Actuator positions for boost pressure dependent fuel
6479 Range: O..100% limit curve 2
Page(s): 59

6500 OIL_WARN_SPEED(x)
to Level: 4 Speed values for oil pressure warning characteristic
6509 Range: 0..4095 rpm
Page(s): 68

Basic Information Digital Controls 189

HEINZMANN Speed Governors

6520 OIL_WARN_PRESS(x)
to Level: 4 Oil pressure values for oil pressure warning
6529 Range: [500..501] bar characteristic
Page(s): 68

6550 OIL_ECY_SPEED(x)
to Level: 4 Speed values for oil pressure emergency stop
6559 Range: 0..4095 rpm characteristic
Page(s): 68

6570 OIL_ECY_PRESS(x)
to Level: 4 Oil pressure values for oil pressure emergency stop
6579 Range: [500..501] bar characteristic
Page(s): 68

6600 POWER_CONTROL_SP(x)
to Level: 4 Speed values for power control
6614 Range: 0..4095 rpm
Page(s): 85

6650 POWER_CNTRL_POS(x)
to Level: 4 Actuator positions for power control
6664 Range: O..100%
Page(s): 85

6700 MAX_CURVE 1 _SPEED(x)

to Level: 4 Speed values for the speed dependent fuel limit
6729 Range: 0..4095 rpm characteristic 1
Page(s): 55

6750 .L.MAX_CURVEl_POS(x)
to Level: 4 Actuator positions for the speed dependent fuel limit
6779 Range: O..100% characteristic 1
Page(s): 55

6800 MAX_CURVE2_SPEED(x)
to Level: 4 Speed values for the speed dependent fuel limit
6829 Range: 0..4095 rpm characteristic 2
Page(s): 55

6850 MAX_CURVE2_POS(x)
to Level: 4 Actuator positions for the speed dependent fuel limit
6879 Range: O..100~°/o characteristic 2
Page(s): 55

190 Basic Information Digital Controls

 HEINZMANN Speed Governors

6900 MIN_CURVE_SPEED(x)
to Level: 4 Speed values for the zero load delivery characteristic
6929 Range: 0..4095 rpm
Page(s): 48

6950 MIN_CURVE_POS(x)
to Level: 4 Actuator positions for the zero load delivery
6979 Range: O..100°/o characteristic
Page(s): 48

7000 PUMP_ACT_POS(x)
to Level: 4 Actuator positions for the pump characteristic
7014 Range: O..100%
Page(s):

7050 PUMP_DELIVERY(x)
to Level: 4 Delivery values for the pump characteristic
7064 Range: O..100%
Page(s):

7200 AGr_POS_FlX(x)
to Level: 2 Actuator positions for railroad operation
7215 Range: O..100°/o (Speed levels for operation as idling/maximum speed
Page(s): 75 control)

7300 SPEED_FIX(x)
to Level: 2 Speed values for railroad operation
7315 Range: 0..4095 rpm (Speed levels for operation as variable speed control)
Page(s): 75

7400 PID_GAS_ACT_POS(0)
to Level: 2 Actuator positions for the stability characteristic of gas
7414 Range: O..100°/o actuators
Page(s): 81

7450 PID_GAS_CORR(0)
to Level: 2 Correction factors for the stability characteristic of gas
7464 Range: 0..400 % actuators
Page(s): 81

Basic Information Digital Controls 191

HEINZMANN Speed Governors

18 Index

2-quadrant operation 106 Brief information 23

4-quadrant operation 106 Calibration of the actuator 107

Activation of functions 20 Automatic 108

Actual errors 120 Manual 107

Actuator 106, 123 With turn switch 108

Amplifier 106, 124 Common alarm : 105, 119

Analogue feedback 106 Control circuit stability ...44

Analogue inputs 96, 112 Optimizing 44

Calibration 98 Control of controllable pitch propellers.92

Error limits 99 Conventions 14

Error recognition 99 Correction of the PID-parameters 46

Errors 127 CPU2 9, 127

Measuring ranges 97 Cruise control 79

Reference values 98 Current output 103

Analogue outputs 103 Data blocks 118

Output parameters 104 Data management .:.-. 117

Value range 104 Description of parameters-. 137

Applications 78 Digital feedback 106

Automatic calibration 108 Digital inputs 101, 113

Auxiliary processor 9, 38, 127 Digital outputs 105

Basic circuit diagram 10 Display of operating conditions 133

Boost pressure dependent Droop 58

fuel limitation 67 Dual actuator operation 84, 106

Adjusting the slope 69 Dual fuel operation : 85, 106

Fine adjustment 69 Gas control 87

192 Basic Information Digital Controls

 HEINZMANN Speed Governors

Stability 87 Generator field control 92

/
Dynamic characteristic values 46 Generator operation 90

Effective load control 90 Accessory analogue units 91

Effective load distribution 90 Digital setpoint modification 90

Engine simulator 110 Governor type 117

Engine stop 35 Hardware version 117

Error handling 119 High-active .... 101

Clearing the eror memory 121 Identification numbers 117

Error memory 106, 120, 130 Idling speed 35, 40

List of error parameters 123 Idling/maximum speed control 72

Reactions to errors 121 Actuator travel ramp 74

External switches 101 On-load idling speed 73

Feedback 106, 124 LED display 134

Detection of errors 109 Level 18

Error limits 109 Limitation of under-/overshooting 53

Reference values 107 Limiting functions 28, 60

Fixed speed 35 Actuator travel 61

Flash-ROM 9 Boost pressure dependent 67

Fuel limitation 60 change over 60

absolute 61 Speed dependent 63

Boost pressure dependent 67 Speed limit line 62

Speed dependent 63 Load dependent correction of the

Speed limit line 62 PID-parameters 49

Torque limitation 70 Load measuring unit 91

Functional block diagram 10 Locomotive operation 92

Furtherinformation > 22 Low-active 101

Gear management 80 Main processor 9, 38

Basic Information Digital Controls 193

HEINZMANN Speed Governors

Measuring ranges 97 Reference values 98, 107

/
Microprocessor 9 Reset 21

Overspeed monitoring 38, 105, 122, 125 ROM 9

Emergency shutdown 39 Sectional speed ramp : 42

Pa rameter 15 Sensors 97

Levels 18 Setpoint adjuster 35, 36

Overview 15 Setpoint step generator» 45

Value range 17 Setting the governor into operation 23

Phase 27, 133 Simulation 110

PID-parameters 44 Actuator 114

Adjustment of the PID-parameters ...44 Analogue inputs 112

Load dependent correction 49 Digital inputs 113

Speed dependent correction 48 Turbocharger 114

Stability tag map 51 Simulation of the engine 110

Temperature dependent correction .52 Slide protection 83

Positioner mode 111 Software version 117

Power control : 92 Speed 17, 33

Programming 19 Determination of speed setpoint 35

Examples 21 Fixed speed 35

Hand Held Programmer. 19 Idling speed 35

Maximum speed 36

Proportional band 58 Minimum speed 36

Pulse pick-up 23, 33, 38, 125, 126 Overspeed monitoring 38

Monitoring 34 Sectional speed ramp 42

Railroad operation 81 Speed measuring 33

RAM '. 9 Speed ramp 41

Redundant speed sensing signal 33 Thrust operation 39

194 Basic Information Digital Controls

 HEINZMANN Speed Governors

Speed contro! 78 Variable 29

Speed dependent correction of the With speed ramp 32

PID-parameters 48 Starting the engine 23

Speed dependent fuel limitation 63 Switches .'. lO l

Fine adjustment 65 Synchronization 90

Temperature dependent lowering ....66 Synchronization unit 91

Speed dependent oil pressure Synchronized actuators 84

monitoring 75, 126 Synoptical table 137

Speed level switches 81 Temperature dependent

Speed limitation 78 Idling speed 40

Speed ramp 41 Lowering of the full-load

Speed ranges 36 characteristic 66

Speed setpoint 35 Stability correction 52

Determination 35 Starting fuel adjustment 30

Freezing 37 Thrust operation 39

Monitoring parameters 38 Torque limitation 70

Priorities 35 Turn switch 79, 135

Stability tag map 46, 51 User program 115, 131

Starting fuel adjustment 27 Value range 17, 104

Fixed 28 Vehicle operation 78

Standstill feeding position 28 Voltage output 103

Temperature dependent 30 Zero load delivery characteristic 55

Basic Information Digital Controls 195

 HEEVZMAMV
*\
O
Fritz Heinzmann
GmbH & Co.
Drehzahlregler

HEINZMANN
Digital Speed Governors

Programming of the

HEINZMANN Digital Speed Governors

Brochure DG 95 l 10-e / 09-95

 HEINZMANN Speed Governors

WARNING

Read this entire manual and all other publications appertaining to

the work to be performed before installing, operating or servicing
this equipment

Practice all plant and safety instructions and precautions. Failure

to follow instructions correctly may result in personal injury and/or,
damage to property.

WARNING

The engine, turbine or any other type of power plant must be

equipped with separate overspeed-, overtemperature- resp. over-
pressure shutdown devices operating independently of the
electronic speed governor. Such devices are absolutely indispens-
able in order to protect operating personnel against injuries and
the engine against damages that may occur in case of a runaway
or of a failure of the electronic speed control.

We retain the right to introduce technical changes!

Programming Digital Controls

 HEINZMANN Speed Governors

Contents

Page

1 General Information 1

1.1 Parameter Lists 1

1.2 Parameter Value Ranges 3
1.3 Levels 4
1.4 Programming Possibilities 5
1.5 Further Information 6

2 Starting the Engine 7

3 Configuring the Governor with the Hand Held Programmer 11

3.1 The Display Panel 12

3.2 The Control Panel 13
3.2.1 The Standard Functions 13
3.2.2 The Second Functions 15
3.2.3 Special Functions 16
3.2.3.1 Engine Stop 16
3.2.3.2 Saving Values in the Governor 17
3.2.3.3 Data Transfer Governor o Hand Held Programmer ^Governor 17
3.2.3.4 Data Transfer PC o Hand Held Programmerr o PC 18
3.2.3.5 Error Memory 19
3.2.3.6 Data Blocks 19
3.2.3.7 Automatic Adjustment of Actuator 19
3.3 Parameter Selection 20
3.3.1 Entering Parameter Numbers 20
3.3.2 Selection by Arrow Keys 20
3.4 Changing Values 21
3.4.1 Entering Values 21
3.4.2 Changing Values Directly 21
3.5 User Masks 22
3.5.1 General 22
3.5.2 Activating and Deactivating the User Mask 22
3.5.3 Creating and Deleting User Masks 22

Programming Digital Controls III

HEINZMANN Speed Governors

4 Configuring the Governor with the PC-Program 23

4.1 General 23
4.2 Starting the Program 23
4.3 The Selection Configuration Window 26
4.3.1 Selecting Parameters 27
4.3.1.1 Mouse 27
4.3.1.2 Keyboard 27
4.3.2 Transferring Parameters to the Select Configuration Window 27
4.3.2.1 Mouse 27
4.3.2.2 Keyboard ~.... 27
4.3.3 Removing Parameters from the Select Configuration Window 27
4.3.4 Changing Parameters ...27
4.3.5 Constantly Updating Measured Values 28
4.3.6 Saving and Loading Configurations 28
4.4 The Main Menu 29
4.4.1 Menu Item File 29
4.4.1.1 Without Governor 30
4.4.1.2 Values Load 30
4.4.1.3 Values Save 30
4.4.1.4 Values Save as 31
4.4.1.5 Configuration New 31
4.4.1.6 Configuration Load 31
4.4.1.7 Configuration Save 32
4.4.1.8 Configuration Save as 32
4.4.1.9 Print -. 32
4.4.1.10 Printer Setup **.-.• 32
4.4.2 Menu Item Governor 33
4.4.2.1 Start Communication 33
4.4.2.2 Stop Communication 33
4.4.2.3 Automatic Adjustment of Actuator 33
4.4.2.4 Store Parameters in Governor 34
4.4.2.5 Data blocks 34
4.4.2.6 Read Mask from Governor 35
4.4.2.7 Store Mask in Governor...... 35
4.4.2.8 Adjusting Sensors 35
4.4.2.9 Simulation 36
4.4.3 Menu Item Graphic 36
4.4.3.1 View over t 37

IV
Programming Digital Controls
 HEINZMANN Speed Governors

4.4.3.2 Description of the Options in the Graphics Window 37

4.4.3.3 View over X 39
4.4.3.4 Set limit curve 40
4.4.3.5 Overview 41
4.4.4 Menu Item Errors 41
4.4.4.1 Actual errors 41
4.4.4.2 Stored errors 41
4.4.4.3 Clear actual errors 41
4.4.4.4 Erase stored errors 41
4.4.5 Menu Item Options 41
4.4.5.1 Settings 42
4.4.5.2 Recorder 42
4.4.6 Menu Item Window 43
4.4.7 Menu Item Shortcuts 44
4.4.7.1 Goto parameter 44
4.4.7.2 Change parameter 44
4.4.7.3 Stop/Start engine 44
4.4.7.4 Start all curves 44
4.4.8 Menu Item Help 45

5 Error Handling 46

5.1 General 46
5.2 Error Memories 47
5.3 Modifying Reactions to Errors 48
5.4 List of Error Parameters 50
5.5 Display of Operating Conditions 59
5.6 LED Display 60

6 Appendix 61

6.1 List 1 : Parameters 61

6.2 List 2: Measuring Values 68
6.3 List 3: Functions 76
6.4 Liste 4: Characeristics and Tag Maps 80

Programming Digital Controls

 HEINZMANN Speed Governors

l General Information

The HEINZMANN® Digitals Controls are designed to serve as general purpose controls
for diesel engines, gas engines, and other prime movers. Besides their primary function of
controlling speed, the controls are capable of performing a great variety of other tasks and
functions.

Actual engine speed is measured by a pulse pick-up on the starter gear. With regard to
safety redundancy, either an additional pick-up can be installed, or the generator signal
from terminal W can be used by the control as a substitute for the speed signal so that
operation can continue in case the first pick-up should happen to fail.

Engine speed is set by one or more setpoint adjusters. These adjusters can be analogue
or digital ones. Further digital inputs permit to switch on functions or to change over to
other functions.

1.1 Parameter Lists

In developing the HEINZMANN® Digital Controls highest priority was given to realizing
a combination of universal applicability and first grade functionality. As for each function
several adjustable parameters had to be provided, some system was needed to con-
veniently organize the great multitude of parameters resulting from the numerous
functions that had to be implement. For the sake of clarity and easy access, the para-
meters have therefore been grouped into four lists.

1. Parameters Parameters used for adjusting the control and the engine
(parameter numbers 1..1999)

2. Measurements Parameters (measuring or monitor values) used for displaying

the actual states of the control and the engine
(parameter numbers 2000..3999)

3. Functions Parameters used for activating and switching over functions

(parameter numbers 4000..5999)

4. Curves Parameters used for programming characteristic curves and

tag maps (parameter numbers 6000..7999)
Each parameter has a number and an abbreviation. The parameter number indicates
which list the parameter belongs to. Within the lists, the parameters are arranged by
groups and thus readily identified.

Programming Digital Controls 1

HEINZMANN Speed Governors

groups and thus readily identified.

The following overview shows the list

Parameters Measurements Functions Curves

No. Signification No. Signification No. Signification No. Signification
1 number of teeth/speed 2000 pulse pick-up/speed 4000 pulse pick-up/speed 6000

100 stability/characteristic
diagram
200 ramp/start
300 actuator position
2100 stability/characteristic 4100 characteristic diagram 6100 characteristic diagram of
diagram stability
2200 4200 ramp 6200 characteristic diagram of
stability (correction values)
2300 actuator position 4300 6300

400 idling/maximum speed 2400 idling/maximum speed 4400 idling/maximum speed 6400 boost pressure dependent
control control control fuel limitation 1/2
500 oil pressure/boost pressu- 2500 oil pressure/boost pressu- 4500 oil pressure/boost pressu- 6500 oil pressure monitorings
re/temperatures re/temperatures re/temperatures
600 power control 2600 power control 4600 power control 6600 power charactristic

700 limitation
800 switch assignment
900 function assignment
2700 limitation
2800 switch states
2900 measured values
4700 limitation 6700 speed dependent fuel
limitation 1
4800 switch simulation 6800 speed dependent fuel
limitation 2
4900 6900 zero delivery characteristic

1000 susbstitutional values 3000 actual errors 5000 emergency shutdown 7000 pump characteristic
in case of error caused by error
1100 3100 error memory 5100 7100

1200 generator 3200 generator 5200 generator 7200 speed levels

1300 vehicle/locomotive/
vessel
1400 Dual Fuel
1500 analogue inputs
3300 vehicle/loco motive/
vessel
3400 Dual Fuel
3500 analogue inputs
(variable speed control)
5300 vehicle/loco motive/ 7300 speed levels (idling/
vessel max. speed control)
5400 Dual Fuel 7400 stability tag map
(Dual Fuel)
5500 7500

1600 analogue outputs 3600 5600 7600

1700 simulation 3700 simulation 5700 simulation 7700

1800 status 3800 status 5800 7800

1900 servo circuit/feedback 3900 servo circuit/feedback/ 5900 servo circuit/feedback/ 7900
amplifier amplifier

Programming Digital Controls

 HEINZMANN Speed Governors

1.2 Parameter Value Ranges

Each parameter is assigned a certain value range. As a consequence of the multitude of

parameters and functions, there also exists a great variety of value ranges. In the ap-
pendix, the value ranges are listed for all parameters.

For speed parameters, however, a common value range is provided. As a standard, it

comprises 0..4095 rpm which allows to run engines at maximum speeds of approx.
3,500-3,600 rpm. (There must exist some reserve for Thrust Operation and Over-
speed Monitoring.)

For high speed engines, a speed range of 0..8191 rpm is available, and for driving a
turbine by the control, a further speed range of 0.32767 rpm can be provided. Please,
specify the desired speed range when ordering the Digital Control; otherwise, it will be
shipped with the standard value range of 0..4095 rpm.

For some parameters the value ranges cannot be determined explicitly in advance, but
must be communicated to the control by the user. This applies to any parameter indi-
cating physical measurements, e.g., of pressure or temperature sensors (Measuring
Ranges of Sensors).

Some parameters are assigned a value range consisting of two states only, 0 or 1. Pa-
rameters of this type are used to activate or switch over particular functions or to indica-
te the state of errors or of external switches, etc. Parameters having this value range will
appear only in list 2 (Measurements) or in list 3 (Functions). List 3 exclusively compri-
ses parameters with the value range 0..1.

State "1" signifies that the respective .function is enabled or that the respective error
has occurred, whereas state "0" signals the function to be inactive or that no error has
occurred.

Programming Digital Controls

HEINZMANN Speed Governors

1.3 Levels

As the Digital Control serves the purpose to determine the operational behaviour of the
engine with regard to speed, power, etc, programming should remain entrusted exclu-
sively to the engine manufacturer. However, to make the advantages of the Digital
Control available to the ultimate customer, too, the parameters of the HEINZMANN®
Digital Control have been grouped by a hierarchy of seven levels.

* Level 1 : Level for the ultimate customer

On this level, it is possible to have the basic operational values (e.g., set va-
lues, current values of speed and actuator position) as well as errors dis-
played. This level, however, does not admit of interventions with regard to
the control or the engine data.

* Level 2: Level for the device manufacturer

The device manufacturer can adjust the speed within the permissible range.
Besides, the dynamic parameters and the dynamic tag map of the control
may be modified and power output reduced.

* Level 3: Level for the-service

With the exception of the most relevant engine specific parameters, such as
engine output and various tag map boundaries, all types of modifications
are permitted on this level.

* Level 4: Level for the engine manufacturer

On this level, the entire program is accessible for programming of the con-
trol. Furthermore, user masks can be created on this level.

* Level 5: Level for engine manufacturers with user specific software.

This level is required if a customer wishes to create control software of his

own. User software will eventually allow to modify functions of the Digital
Control and to define user-specific functions.

+ Level 6: Level for the control manufacturer

On this level, control functions may be manipulated directly. Therefore, ac-

. cess remains reserved for HEINZMANN.

* Level 7: Level for development

This level remains reserved for the HEINZMANN development depart-

ment.

Programming Digital Controls

 HEINZMANN Speed Governors

As will have become evident from this survey any superior level comprises all inferior
ones.

The Appendix offers a list of all parameters and their respective levels.

The maximum level is determined by the diagnosis device used (PC or Hand Held Pro-
grammer) and cannot be changed. There exists, however, the option of reducing the
currently valid level via a special menu item of the PC-program or with the aid of para-
meter 1800 LEVEL Reducing the level will, however, affect the number of parameters
and functions that can be accessed.

1.4 Programming Possibilities

There exist different ways of programming the HEINZMANN® Digital Controls:

* Programming by HEINZMANN
During final inspection at the factory, the functionality of the control is checked by
means of a test program. If the customer specific operational data are available, the
test program is executed using those data. When mounted to the engine, only the
dynamic values and, if necessary, the actuator position limits and sensors remain to
be calibrated.

* Programming with the Hand Held Programmer

Depending on the level, all programming can be performed using the Hand Held
Programmer. This handy device may be conveniently used for development and
for serial tuning as well as for servicing purposes.

4 Programming by PC
Depending on the level, the PC offers the possibility to have several parameters
constantly displayed and to modify them. Besides, the PC-program is capable of
graphically displaying limitation curves, characteristics, etc., and of adjusting them
conveniently. The control data can be stored by the PC or downloaded from the PC
to the control. Furthermore, the PC-program has the advantage of visualizing mea-
sured values (such as speed, actuator travel) versus time or versus each other
(e.g., actuator travel versus speed).

Programming Digital Controls

HEINZMANN Speed Governors

* Programming with user masks

Programming can generally be performed with user masks that are provided by
HEINZMANN or that the user may conveniently create by himself. User masks
will display only those parameters that are actually needed.

* Transferring data sets

Once programming has been completed for a specific engine type and its applica-
tion, the data set can be stored by the Hand Held Programmer or on a diskette. For
future applications of similar kind, such data sets can be downloaded to the new
controls.

+ Check-out programming (End Q_f Line-Program)

This type of programming is performed by the engine manufacturer during the final
bench tests of the engine. By this procedure, the control is tuned to engine requi-
rements and to ordering specifications.

1.5 Further Information

The present manual describes the programming of the HEINZMANN® Digital Con-
trols. For further information refer to the following manuals:

DC 93 101 -e / 09-94 Digital Basic System Priamos I (DC 1.3)

DC 94 1 1 1 -e / 08-94 Digital Basic System Priamos II (DC 1.3)

DC 93 102-e / 02-95 Digital Basic System Helenos I (DC 2.1)

DC 95 100-e / 02-95 Digital Basic System Helenos II (DC 2.1).,

DC 95 104-e / 04-95 Basic Information Digital Controls

The above manuals can be ordered from HEINZMANN using the ordering form in the
appendix.

Programming Digital Controls

 HEINZMANN Speed Governors

2 Starting the Engine

On first setting the governor into operation on the engine, be sure to observe all of the
following instructions. This is the only way to ensure that no problems will arise when the
engine is started.

The following instructions are intended to provide some brief information only on how to
install the governor. For more detailed information, one should refer to the brochure
„Basic Information Digital Controls" respective chapters or manuals.

The following instructions cover all parameters that have to be adjusted in order to start
the engine. The parameter values, however, are to be taken as examples only. For actual
operation they will have to be set in a way as will reasonably suit the engine and the
specific application.

1. Adjust distance of pulse pick-up.

The distance between the pick-up and the tip of the teeth should be approx. 0.5 to
0.8 mm. For more detailed information see the manuals for the basic systems.

2. Check linkage.
The linkage must operate smoothly and be capable of moving to the stop and
maximum fuel positions.

3. Check cabling.
- Digital inputs:
On turning any switch, the respective monitoring parameter must display the
change.
Example: When actuating the engine-stop-switch, the value of the parameter
2810 SWITCH_MOTOR_STOP must change accordingly.
Check all of the switches in like manner.

- Analogue Inputs:
On first commissioning,, only the setpoint adjusters are required because there
will be no need yet to enable functions for which the signals of the analogue in-
puts must be available (such as boost pressure dependent fuel limitation, speed
dependent oil pressure monitoring, etc.). Nevertheless, all analogue inputs
should be checked.
Example: The setpoint adjuster 1 is presumed to have been connected to
analogue input 1. When altering the set value, the parameter 3511
ADC1_VALUE is expected to change accordingly. If no change is to

Programming Digital Controls 7

HEINZMANN Speed Governors

be observed, then the cabling of the setpoint adjuster must be faulty.

In like manner as 3511 ADC1_VALUE, the parameter 3510 ADC 1 as
well as the parameter 2901 SETPOINT1 related to the setpoint ad-
juster are bound to change from 0 % to 100 % when the setpoint
adjuster moves from its minimum to its maximum position. Otherwi-
se, the input needs to be normalized.

- Adjust and check the actuator (Calibration of the Actuator)

The calibration of the actuator may be performed with the aid of the PC pro-
gram or the Hand Held Programmer, or, in case of the DC 1.3, by using the
Turn Switch.
Automatic calibration of the actuator is to be carried out with the linkage remo-
ved from the governor and the injection pump resp. the gas mixer to make sure
that the actuator is capable of moving to its minimum and maximum positions.
For checking the actuator, the Positioner Mode can be enabled by setting the
parameter 5700 POSITIONERJDN = 1. By this procedure, the actuator position
may be preset directly by 1700 POSITIONER_SETPOINT and then checked by
having the actual actuator position displayed by 2300 ACT_POS. Again, the
actuator should be able to move along its total travelling range from 0 % to
100 %.

Number Parameter Value Unit

1700 POSITIONEFLSETPOINT 50 %
Activation:
5700 POSITIONEFLON 1

Display:
2300 ACLPOS 50 °/o

4. Programming the most significant parameters.

- First, program number of teeth, minimum and maximum speeds, overspeed

and the speed limit line:

Number Parameter Value Unit

1 TEETH PICK UP1 160.0
10 SPEED MINI 700 rpm
12 SPEED MAXI 2100 rpm
21 SPEED OVER 2500 rpm
22 SPEED_OVER_CPU2 2600 rpm
720 SPEED 1_LIMIT_LOW 2350 rpm
721 SPEED 1_LIMIT_HIGH 2450 rpm

Programming Digital Controls

 HEINZMANN Speed Governors

- Preset the PID-values: •

Number Parameter Value Unit

100 GAIN 15 %
101 STABILITY 10 %
102 DERIVATIVE 0 %

- Program the absolute limits of actuator travel:

Number Parameter Value Unit

310 ACT_POS_SECURE_MIN 3.0 %
312 ACT_POS_SECURE_MAX 97.0 %

- Adjust starting actuator position (type 1):

Number Parameter Value Unit

250 START_TYPE 1
251 LIMITS_DELAY 3 s
255 START 1_SPEED 10 rpm
256 START2_SPEED 400 rpm
260 START 1_ACT_POS 60 %

- Save values in governor and reset governor by a Reset.

5. Check pulse pick-up and determine starter speed.

- Turn engine-stop-switch to OFF so that the engine cannot be started.

Display:
Number Parameter Value Unit
2810 SWITCH_MOTOR_STOP 1

Caution! Before starting the engine, take care that

overspeed protection has been ensured.

- Actuate starter and check the measured speed as indicated by 2000 SPEED. At
this point, the parameter should read the starter speed. The speed as measured
by the control should be verified, if possible, by a seperate speedometer to en-
sure that the number of teeth has been entered correctly.

- Check for the speed at which the control recognizes the engine to have started
(256 START2_SPEED). This speed must exceed starter speed.

6. Start the engine and adjust control circuit.stability.

Programming Digital Controls 9

HEINZMAJVN Speed Governors

- Turn engine-stop-switch back to ON.

Display:
Number Parameter Value Unit
2810 SW1TCH_MOTOR_STOP 0

- Start the engine and run it up to rated speed by means of the setpoint adjuster.

- Optimize the PID-values.

Increase gain (P-factor) 100 GAIN till the engine becomes unstable and then
reduce till stability is restored.
Increase stability (l-factor) 101 STABILITY till the engine becornes unstable and
then reduce till stability is restored.
Increase derivative (D-factor) 102 DERIVATIVE till the engine becomes unstable
and then reduce till stability is restored.
With this adjustment, disturb engine speed briefly and observe the transient re-
sponse.
7. Perform this checking procedure for the entire speed range.
If for minimum and maximum speed this checking will result in values differing
from the programmed ones, the setpoint adjuster needs to be calibrated. The pa-
rameter 2031 SPEED_SETPOINT1 will show whether the value is set correctly.
8. Perform speed and/or fuel dependent correction of the PID parameters for gas
engines resp. for variable speed controls operating by larger ranges of speed.
9. Adjust the remaining functions, such as speed ramps, speed dependent fuel limita-
tion, etc. ,..,
10. Save data thus determined by storing them in the control. -Jf

Programming Digital Controls

 HEINZMANN Speed Governors

Configuring the Governor with the Hand Held Programmer

PROGRAMMER 2
2001 1230 1/min
SPEED_PICK_UP1
0-^4095 on
ERR ACTUATOR DIFF

SOM— 4000_

HEINZMANIST

Speed Governors

Fig. 1 : Hand Held Programmer

After connecting the Hand Held Programmer to the governor's communication inter-
face, the parameters of the governor can displayed and altered. Any parameter may be
selected directly by its number or by using the arrow keys while moving through the
lists. The parameter value is altered either directly (by entering a value) or by increa-
sing/decreasing it step-by-step with the keys [+] und [-]. The parameters contained in
the DISPLAY list and numbered 2000 through 3999 are not subject to alteration since
they represent measuring and display values. The Programmer 2 also includes several

Programming Digital Controls 11

HEINZMANN Speed Governors

its memory.

Notice: The Hand Held Programmer is supplied power through the governor's
communication interface so there will be no need for any additional
supply by batteries or the like. Similarly, data transfer between the Hand
Held Programmer and a PC will require using a special adapter cable to
ensure current supply to the Hand Held Programmer.

3.1 The Display Panel

Parameter number y n jt
Value
Parameter name /

\
Value range User mask
Current error

Fig. 2: The Display Panel

Figure 2 shows the display panel with a standard parameter representation. The para-
meter currently selected is the actual speed value as measured by speed pickup 1. This
measurement has been assigned the parameter number 2001 and the parameter na-
me SPEED_PICK_UP1. Current speed is 1230 revolutions per minute (1/min), the total
value range being from 0 through 4095 1/min. The small field for the'liser mask indi-
cates, whether the parameter specified has been programmed for inclusion in the user
mask (see section 3.5). This label can read three states:

on The parameter specified has been programmed for the user mask. The
user mask, however, is not activated.

off The parameter specified has not been programmed for the user mask.
The user mask is not activated.

MASK The parameter specified has been programmed for the user mask. The user
mask has been activated.

The bottom line displays messages about current errors. In the above example, the er-
ror "Excessive difference in actuator travel" is signalled to have occurred. If no error is

12 Programming Digital Controls

 HEINZMANN Speed Governors

ror "Excessive difference in actuator travel" is signalled to have occurred. If no error is

being detected, the message NO ERROR will show up.

The programmer's display is illuminated to ensure legibility in insufficiently lighted envi-

ronments.

3.2 The Control Panel

2000... 4000... 6000-.

Fig. 3 The Control Panel

The programmer's control panel is divided into several groups some of which are di-
stinguished by different background colors. In addition to their standard functions, a
number of keys are assigned a second function which is denoted by the blue legend
and activated by the topmost left key [2nd]. Keys exhibiting exclusively blue captions
have no effect unless in combination with the [2nd]-key.

3.2.1 The Standard Functions

FUNCT
- These keys (background green) permit to switch
between the different lists (standard functions). In doing so, the last-selected list
item is kept in memory.

Example: If the parameter 10 SPEED_MIN1 had been accessed while working in the
parameter list (PARAM) and if after switching to the function list (FUNCT) any para-

Programming Digital Controls 13

HEINZMANN Speed Governors

The numeric keys (no particular background color) serve to enter

parameter numbers and the parameter values.

The point key is used for entering decimal places. The allowable number of
decimal places after the point is to be seen from the third line of the display (value
range).

If a typing mistake occurs while entering parameter numbers or values, entry

can be aborted with the [CE] key (CE = Clear Entry). The blinking cursor will disap-
pear from the topmost line and the previous value will be displayed again.

- With this key, the user mask for the currently selected parameter is activated
or deactivated. The Hand Held Programmer must, however, have been programmed
to at least level 4 if this key is to be used.

These keys (background black) are destined for selecting parameters.

For direct input, the [NUMBER] key is to be pressed first. The parame-
ter number will be replaced by a blinking cursor indicating that a new
number jnay be entered. Entry is terminated by pressing the [ENTER]
key (background black/green) which will bring the desired parameter
into display. In case the parameter number entered does not exist, the
parameter with the next higher number is selected. Pressing the key
[Û] will select the next parameter, pressing [£] the preceding one.

_ With this key, the user mask of the Hand Held Programmer is switched on
and off. It has to be recalled that the Hand Held Programmer musthave been pro-
grammed to at least level 4 if this key is to be used.

_ With these keys (background green), the value of

the parameter selected can be altered. For direct input, the key [VALUE] is to be
pressed first. The topmost line will display a blinking cursor indicating that a new va-
lue may be entered. Entry is terminated with the key [ENTER], and the entered value
is accepted by the governor. Should the entered value happen to be smaller than
the lower limit or larger than the upper one, the respective limit value will be set in-
stead. An alternative option provides for continuously changing the values. Thus, by
pressing the [+] key the value displayed will be increased and by pressing the [-] key
decreased. The increment of these changes can be set through the parameter 1876
VALUE_STEP. VALUE_STEP always refers to the smallest adjustable unit of a parame-

14 Programming Digital Controls

 HEINZMANN Speed Governors

decreased. The increment of these changes can be set through the parameter 1876
VALUE_STEP. VALUE_STEP always refers to the smallest adjustable unit of a parame-
ter (with two decimal places this will be hundredths, with integer numbers units,
etc.).

Notice: The parameters contained in the DISPLAY list and numbered 2000
through 3999 are measuring and display values that are not subject to
alteration.
SAVE
DATA

These keys placed to the left of the control panel (background blue) have not been
allocated any standard functions.

3.2.2 The Second Functions

With this key, the second or special functions can be invoked. After pressing
the key, an "S" is displayed to the right of the bottom line, and the Hand Held Pro-
grammer will be waiting for the next key to be entered (like a pocket calculator). If
inadvertently pressed, correction is possible by pressing the [2nd] key once more,
which will also make the "S" disappear.
P10 ERRORS DROOP

PARAM DISPLAY CURVES

The second functions allocated to these keys are jumps to the most relevant para-
meter groups. Their significations are:

[PID] Jump to the parameters for PID adjustment

[ERRORS] Jump to the parameters for error display

[SPEED] Jump to the parameters for speed adjustment

[DROOP] Jump to the parameters for droop adjustment.

The following keys open a way to moving through the lists very fast. By pressing the
[2nd] key and then the specified key the following jump functions are performed:

Programming Digital Controls 15

HEINZMANN Speed Governors

Jump to the first parameter of the currently selected list

Jump to the last parameter of the currently selected list

Jump to the first parameter of the next parameter group

Jump to the first parameter of the previous parameter group

The increment for the last two keys is 100.

Example:

Sequence of keys: Status:

The parameter 2120 DROOP has been selected

[2nd] [NEXT] Selects the parameter 2300 ACT_POS

[2nd] [LAST] Selects the parameter 2100 PID_CORR

[2nd] [BEGIN LIST] Selects the parameter 2000 SPEED.

The second functions of these keys enable to increase and decrease

parameter values considerably faster. The encrement will be ten times the value of
the parameter 1876 VALUE_STEP (increment).

With this key, the sign of the parameter value can be changed (if permitted
by the parameter value range).

3.2.3 Special Functions _-;

Special functions are selected in like manner using the [2nd] key. After pressing the
[2nd] key, an "S" is displayed to the right of the bottom line, and the Hand Held
Programmer is waiting for input from some special key.

3.2.3.1 Engine Stop

By shortly pressing this key, .the transient behaviour of the engine can be
checked. When the key is pressed, the governor will pull the actuator to its stop
position and keep it there as long as the key is held down. If the key is released
before the engine comes to a standstill, the governor will run up the engine again
to set speed.

16 Programming Digital Controls

 HEINZMANN Speed Governors

3.2.3.2 Saving Values in the Governor

Parameter values that have been altered during operation are stored only in the
governor's RAM and are bound to get lost as soon as the power supply is turned
off. This feature permits of testing various governor adjustments without interfe-
ring with the governor's configuration. If, however, the changes are to be retained,
it is necessary that they be permanently saved in the governor.

With this key, the current values and the programmed mask are perma-
nently saved in the governor. During storage, the message "Saving data in gover-
nor" is issued.

3.2.3.3 Data Transfer Governor •=> Hand Held Programmer ^Governor

The Hand Held Programmer is capable of storing one complete data set. This
provides a possibility to transfer data sets from one governor to another.

Notices: It is always the complete data set that will be transferred.

This implies that also values that might be different for different governors will be
overwritten, particularly the reference values for the actuator and for the analog
inputs. It is, therefore, imperative that an automatic adjustment of the actuator be
carried out each time data have been transferred. If necessary, the reference va-
lues for the analog inputs should also be adjusted.

With this key, the complete data set of the governor is stored in the Hand
Held Programmer. The display will read "Receiving data", and a slide bar will indi-
cate the stage of data transfer in per cent. Depending on the number of parame-
ters to be transmitted, transfer will be completed after approx. 2-4 minutes, and
all values will be permanently stored in the Hand Held Programmer.

SEND
DATA
With this key, the values are downloaded from the Hand Held Program-
mer to the governor. Before starting transmission, the hardware and software
numbers are displayed to make sure that the governor and the data set are com-
patible. Transmission must be started by pressing [ENTER]. If any other key is
pressed instead, the Hand Held Programmer will switch over to standard parame-
ter representation without transmitting any data. After pressing the [ENTER] key,
the messages "Transmitting data" and "Transmission complete" are briefly dis-
played, followed by the instruction "Save data and restart the governor to work
with the new data set". This instruction signals that the values transferred from

Programming Digital Controls 17

HEINZMANN Speed Governors

the Hand Held Programmer have to be permanently stored in the governor by

the key sequence [2nd] and [SAVE DATA]. After that, the governor must be restar-
ted.

There are two ways of restarting the governor. One is by pressing the [RESET] key
(if available) on the governor's mother board, the other by switching power
supply to the governor off and on (which will always work).

Restarting the governor is necessary because, for reasons of security, some of the
values, such as number of teeth of the speed pick-up, become effective only after
a reset. "•

3.2.3.4 Data Transfer PC •=> Hand Held Programmen- <=> PC

Similar/, the data set of the Hand Held Programmer may be downloaded to a PC
Vice versa, the Hand Held Programmer may be programmed with a data set from
the PC Connecting the Hand Held Programmer and a PC will require a special
adapter cable that ensures power supply to the Hand Held Programmer. To put
the Hand Held Programmer into communication mode, it is necessary to keep
either the [SEND DATA] key or the [GET DATA] key pressed for about 5 seconds
while the Hand Held Programmer is connected to the power supply. After issuing
the switch-on message, the display reads "Waiting for a command", signalling that
the Hand Held Programmer is ready for communication with the PC. In addition,
the hardware and software numbers of the data set stored are displayed. Using
the HEINZMANN® PC program DC_DESK, the data set stored in the Hand Held
Programmer can now be read out and stored in the PC. Storage is commented
by the Hand Held Programmer with the message "Transmitting data".
i-i^rv

In similar fashion, data can be downloaded from the PC to the Hand Held Pro-
grammer. In this case, transmission is no longer confined to complete data blocks
but will equally work for a restricted choice of parameters (see description of PC
program). Receipt of data sets by the Hand Held Programmer is acknowledged
through the message "Receiving data".

Programming Digital Controls

 HEINZMANN Speed Governors

3.2.3.5 Error Memory

For more detailed information about the error memory, please refer to section
5.2 of this manual. At this point, it will suffice to explain the functions of each
single key.

This key serves to clear the error memory of actual errors. The display will
show the message "Clear error memory".

With this key, the errors saved permanently in the governor are erased.
The action is confirmed by the message "Erasing errors".

3.2.3.6 Data Blocks

The governor is capable of accomodating several data blocks each containing a

complete data set.

J l On pressing this key, the existing data sets are listed, and the number of
the data block to be deleted can be entered. Entry may be aborted with the key
[CE] without deleting any data sets.

3.2.3.7 Automatic Adjustment of Actuator

After pressing this key, the instruction "Confirm actuator adjust! Press
ENTER to continue" is displayed. It is now possible to either carry out automatic
adjustment (autoadjust) or abort the procedure by pressing any other key. Auto-
matic adjustment may be performed only with the engine at a standstill.

If several actuators are connected to the governor, the Hand Held Programmer
will offer a choice for which actuator automatic adjustment is to be performed.

Automatic adjustment of the actuator corresponds to adjusting feedback voltage

for an analog governor.

Programming Digital Controls 19

HEINZMANN Speed Governors

3.3 Parameter Selection

3.3.1 Entering Parameter Numbers

END UST

After pressing the [ENTER] key, the parameter number is replaced by a blin-
NUMBER

king cursor, and the Hand Held Programmer will be waiting for a number of maxi-
mum four digits to be entered.

ENTER
Entry has to be terminated with the [ENTER] key. The parameters are auto-
matically included in the user mask. If a number has been entered that does not
exist in the governor, the parameter with the next higher numbertis selected. It is
only possible to select parameters that have been programmed for the previously
set level.

Input can be cancelled with the key [CE].

3.3.2 Selection by Arrow Keys

DISPLAY J I FUNCT J [CURVES J First, select the desired list with one of the keys
PARAM, DISPLAY, FUNCT or CURVES.
NEXT UST "

t
By shortly pressing the arrow keys, one can then move on to the next
1

parameter or go back to the preceding one. Keeping the keys pressed permits to
quickly browse through the lists. By using the second functions, parameter selection
becomes considerably faster. The function [NEXT] performs a jump to the first pa-
rameter of the next group, the function [LAST] a jump to the first parameter of the
preceding group.
BEGN UST END UST
ON/OFF
[NUMBER]
NUMBER
jne function [BEGIN LIST] performs a jump to the beginning of the
list and the function [END LIST] to ist end.

2nd
Notices: In order to make use of any second function, the key must have
been pressed beforehand.

20 Programming Digital Controls

 HEINZMANN Speed Governors

3.4 Changing Values

3.4.1 Entering Values

On pressing the [VALUE] key, a blinking cursor appears in place of the value,
and the Hand Held Programmer will be waiting for input of a new value. Value range
and number of decimal places can be read from the third line of the display. If the
value entered is outside the value range, the respective limit value will be set.

The point preceding decimal places is entered with the point key. The sign of
the value may be changed by means of the second function [+/-].

Input can be cancelled by pressing the key [CE]. In this case, the previous
value is displayed again.

Entering values is terminated by pressing [ENTER].

3.4.2 Changing Values Directly

- With the help of the keys [+] and [-], the value of the currently dis-
played parameter can be directly changed without having to leave the standard pa-
rameter display. By shortly pressing the keys, the value is altered by one step, and by
keeping the keys pressed, it is altered continuously. The value will, however, change
only within the limits of the value range as indicated in the third line of the display.
The increment can be set by means of the parameter 1876 VALUE_STEP. Using the
second functions [x 10], the value will be altered by ten times the increment.

Notice: In order to delete a value, only the keys [VALUE] and [ENTER] are to be
pressed. There is no need to enter zero. Direct entry is particularly suited
to switching functions on and off since their values vary only between 0
and 1. Thus, pressing the key [+] will suffice to switch any function on
and [-] to switch it off.

The parameters contained in the list DISPLAY and numbered 2000

through 3999 are measuring and display values that are not subject to
direct (or any other) alteration.

Programming Digital Controls 21

HEINZMANN Speed Governors

3.5 User Masks

3.5.1 General

From level 4 upward, the user is granted access to a great number of the governor's
parameters. To facilitate access and survey, the possibility of creating user masks has
been provided. Any desired parameter can be readily allocated to a user mask. With
the user mask activated, only the allocated parameters will be displayed. In order to
take advantage of this function the Hand Held Programmer must have been pro-
grammed to level 4 at least.

3.5.2 Activating and Deactivating the User Mask

With this key, the user mask is activated or deactivated. If the user mask is
activated and no parameter has been programmed for inclusion in the user mask,
the message "No parameter in mask" will be issued. If a parameter has been pro-
grammed for the user mask, this will be indicated by displaying "Mask" at the end of
the third line. If the user mask is deactivated, the third line will read "on" or "off".
These messages indicate whether the specified parameter has been programmed
for inclusion in the user mask ("on") or not ("off"). On powering up the Hand Held
Programmer, the mask is activated by default.

3.5.3 Creating and Deleting User Masks

ON/OFF
- With this key, the selected parameter is assigned to the mask or removed
from it. If the user mask is already activated, the current parameter is deleted from
the user mask, and the following parameter is displayed. With the user mask activa-
ted, a parameter can be directly programmed for inclusion in the user mask by me-
ans of the key [NUMBER].

Notice: To delete a user mask completely, the user mask is to be activated first
with the third line reading "MASK" as described before. Then, the key
[ON/OFF] is to be pressed so many times until the message "No para-
meter in mask" appears.

In the same way os any value changes, programming the masks will ta-
ke place only in the governor's volatile memory. If the results of pro-
gramming are to be made permanent, the function [SAVE DATA] must
be executed.

22
Programming Digital Controls
 HEINZMANN Speed Governors

4 Configuring the Governor with the PC-Program

4.1 General

The PC program DC_DESK is used for setting and visualizing parameters and functions
of the HEINZMANN® Digital Control. Visualization executes alternatively by graphics
or alphanumerically. DC_DESK has been designed as software for Windows. The layout
and the basic functions of the program are structured exactly like Windows functions
(e.g., windows technique, pulldown menus, etc.). The following description of the pro-
gram assumes the user to be knowledgeable of how to work with Windows programs
in general and will, therefore, not go into details about specific Windows functions and
applications.

Depending on Windows' country specification, the PC program will present the menus
either in German or in English. Similarly, the decimal delimiter will be adopted in accor-
dance with country specification. Shipping the PC program includes by standard the
files 01030000. p and STANDARD.HZM that permit to run the program straightaway
(see section 4.4.1.1) and to start processing and changing parameter values without
being connected to a governor.

4.2 Starting the Program

ûatei Optionen fenster Hilfe

=[ HEINZMANN

O
DCJDESK
O
EOL

Fig.4: The DC_DESK Icon

After booting Windows, the DC_DESK icon must be activated using either the mouse
cursor or the keyboard. The program may then be started by double-clicking with the
left mouse button or by pressing the [ENTER] key.

Programming Digital Controls 23

HEINZMANN Speed Governors

Ble fiovemor graphic Errors options Window Shortcuts Help

Measurements

Functions

m Parameters \m-f-

Curves

r^fflirh A I • rT7TT7!TÏ7i"r77I TTT" * ITT *!^T! '!m!' '-'"—' '^IrTT IT"t t~~* ' T^mSîl"^"'='Tl *"""* U^^^^rrî '"^si", tüTtTTT ""' T ttTTI-c:"!" M^TiT! I^SïH'

Fig.5: Screen after Program Start

Immediately after starting the program, the screen will look like the one shown in figure
5. The screen divides into five windows, four of them exhibiting the names of the pa-
rameter lists in their title bars:

Parameters Parameters for adjusting the governor and the engine?

Measurements Parameters indicating the current states of the governor and the
engine.

Notice: By default, measurements are not updated in this window. However, upda-
ting of measurements every 5-60 seconds can be activated in the menu
"Options".

Functions Parameters for activating and switching functions.

Curves Parameters for programming characteristic curves and maps of

coefficients.

24 Programming Digital Controls

 HEINZMANN Speed Governors

The fifth window is the Select Configuration window. It is only in this window that pa-
rameter values can be changed or measured values continually updated (see section
4.3). In the lower left corner, there is a label indicating the the program status. Two
states are to be distinguished:

"OFFLINE" There is no connection to the governor.

"ONLINE" Connection to the governor has been established.

On starting the program, no parameters are displayed (see figure 5) since at this point
the program will neither be in what is actually the "OFFLINE" state nor in "ONLINE"
state.

It is now up to the user to decide whether to establish connection to the governor or to

make parameter changes without the governor. Depending on the program status, the
functions of the different pulldown menus are either active or grayed. The single menu
items and the differences of their functions with regard to the two possible states will
be discussed below.

file fiovemor Graphic Errors options Window Shortcuts Help

Measurements
2000 SPEED O l/min O -f 4095
O l/min E
1701
2300 ACT_POS
2001
2002
SPEED_PICK_OP1
SPEED_PICK_OT2 O l /min
O
O
T
4
4095
4095
li!
2331 ACT_POS_SETPOINT 2003 SPEED_PICK^_OP1_VALUE o l/min O r 4095
5700 POSITICNER_ON 2004 SPEED_PICK_OP2_VALOE o l/min O -r 4095
5701 POSI'nCNER_VAR_ON 2005 SPEED_FILTCRED o l /min O 4 4095
2007 ACfnVE_PICK_OP o O -r l
2010 SPEEDJON 700 O r 4095
2012 SPEEDJ(AX 2400 O T 4095
i?fl .qpTPOTNT mrpfrr 0.0 O O - 10

«002 PICK_OP2_ON O * l
4060 SPEED_MIN_TEKP_ON O r l
4070 SPEED_VARIATrCN_ON O T l
4100 PID_MAP_ON O * l
4130 ONDERSHOOT_LIMIT_CN O r l
Parameters
4131 OVERSHOOT_LJMIT_ON O r l
l 4160 PI D_J<AI>_lIï>Œ>_CN O r l
i 60,0 1.0 r 25 4230 SPEED_RAMP_ON O T l
2 TEETH_PICK_OP2 60.0 1.0 * 25 4232 SEC(nONAL_RAMP_CN O * l
10 SPEEELKim 700 l/min O 4 4095 ddOO - l
11 SPEED_MIN2 700 1/nin O r 4095
12 SPEED_HAXL 2400 l /mi n O 4095
13 SPEED_MAX2 1650 l/min O 4095
17 SPEED_FIXL 1100 l/min O 4095
18 SPEED_FIX2 1650 l/min O 4095 6100 PID_«AP_SPE£D(0) 700 l/min O i 4095
21 SPEED—OVER 2600 l/min O 4095 6101 PI D_MAP_SPEED ( l ) 2100 l/min O i 4095
22 SPEED_OVER_CP02 2750 l /min O 4095 6102 PID_«AP_SPEED(2) O l/min O r 4095
26 SPEED_MAX_REDDCTrON 0,0 0.0 10 6103 PID_MAP_SPEED(3) O l/min O - 4095
27 SPEED_INCREASE 15,0 0.0 f 10 6104 PID_MAP_SPEED(4) O l/min O - 4095
28 SPEED_SE'n>_CX3T_MIN 700 l/min O 4095 6105 PID_MAP_SPEED ( S ) O l/min O r 4095
29 S PEED_SETP_OOT_KAX 2100 l/min O 4095 6106 PID_WAP_SPEED(6) O l/min O * 4095
40 SPEED_RATtI>l 1500 1/nin O 4095 6107 PID_KAP_SPEED(7) O l/nin O r 4095
45 SPEED_RATED2 1500 l/min O 4095 6109 PID_HAP_SPEED(a) O l/min O t 4095
60 in l/mi n O - 4095

Fig.6: Screen in ONLINE State

Programming Digital Controls 25

HEINZMANN Speed Governors

Figure 6 shows the screen after setting the program ONLINE. Connection to the gover-
nor can be established or interrupted by the item Governor in the pulldown menu.
These functions may also be invoked directly from the keyboard with the function keys
F4/F5.

Start connection to governor [F4] "ONLINE"

Stop connection to governor [F5] "OFFLINE"

Unlike figure 5, the diverse windows are now filled with parameters. Similarly, parame-
ters will be displayed in the Select Configuration window in figure 6 as the program will
always load the last-saved configuration (status as on exiting the prograrn).

4.3 The Selection Configuration Window

HEM
1701 POSIT! ONER_AMPLITUDE 0,0 % 0.0 100. (
2300 ACT_POS 1,5 % 0.0 100.(
2331 ACT_POS_SETPOINT 0,0 % 0.0 100.(
5700 POSI'nONERJDN 0 0 T

5701 POSITrONER_VAR_ON 0 O T

Fig.7: The Select Configuration Window

The Select Configuration window (figure 7) serves to alter parameters and to have the
measured values constantly updated. This configuration window displays the selections
of those parameters that are needed to execute certain functions. Thus, various para-
meters have to be grouped together, e.g., for speed ramps, for PID adjustment, for set-
ting the starting fuel amount, etc. The ability to save a particular configuration and to
load it again some time later provides a convenient way for adjusting the various go-
vernor functions. Section 4.3.1 will offer a description of how to pick parameters from
the four lists and include them in such selections.

26 Programming Digital Controls

 HEINZMANN Speed Governors

4.3.1 Selecting Parameters

Parameters that have been selected are marked by highlighting the respective line.

4.3.1.1 Mouse

Single parameters are selected by clicking on them with the left mouse button. By
clicking the left mouse button with the [Ctrl] key held down, several individual pa-
rameters can be selected, and with the [Shift] key pressed, blocks of parameters.

4.3.1.2 Keyboard

Single parameters may be selected by the cursor keys, any number of parameters
by the cursor keys with the [Shift] key held down.

4.3.2 Transferring Parameters to the Select Configuration Window

4.3.2.1 Mouse

Single parameters are transferred by double-clicking with the left mouse button,
groups of parameters by dragging them over with the right mouse button pres-
sed.

4.3.2.2 Keyboard

Any number of specified parameters will be transferred to the configuration win-

dow by simply pressing the [ENTER] key.

4.3.3 Removing Parameters from the Select Configuration Window

Single parameters may be deleted with the key [E] or the key [Del]. The entire se-
lection can be cleared by the item "Selection New" in the File Menu.

4.3.4 Changing Parameters

The value of the parameter specified in the Select Configuration window is displayed
in a separate text box. Pressing the [ENTER] key will take into the text box and permit
to directly change the parameter value there. By pressing the [ENTER] key a second
time, the value is accepted and transmitted to the governor. This also takes back
again to the list where the next value may be picked with the arrow keys. By clicking
on the buttons next to the text box, the values can be continually decreased
or
(M [«]) increased ([>] [»]). The increment by which the value is decreased
[<] resp. increased [>] equals the smallest possible value of the parameter selected

Programming Digital Controls 27

HEINZMANN Speed Governors

(M [«]) or increased ([>] [»]). The increment by which the value is decreased
[<] resp. increased [>] equals the smallest possible value of the parameter selected
(last decimal place) whereas the increment effected by the keys [«] and [»] has
to be set in the menu Options. If the cursor is placed within the text box, the same
actions may be performed using the keys [£]/[u]. In this case, the keys [•OJ/tu] will
have the same effect as the buttons [<]/[>] and the combination [Shift] +[0-]/[l>]
the same as the buttons [«]/[»].

4.3.5 Constantly Updating Measured Values

Clicking on the button [on/off] causes the measured and display values to be con-
stantly updated in the Select Configuration window. A blinking blue point will indicate
that this function is active.

Notice: When measured values are displayed graphically in the Curves window
this function should be disabled to relieve the serial interface.

4.3.6 Saving and Loading Configurations

By means of the items "Selection Load/ Selection Save/ Selection Save as" in the
pulldown menu "File", the parameters displayed in the Select Configuration window
can be saved or a new selection loaded. Files listing parameter numbers for display
in the Select Configuration window have the extension *.cfg. By standard,
(R)
HEINZMANN ships the following configurations:

• posjmod.cfg Parameters for the positioning mode

• ramp.cfg Parameters for adjusting the speed ramps

• start.cfg Parameters for initial governor start-up

• pid.cfg Parameters for PID adjustment

28
Programming Digital Controls
 HEINZMANN Speed Governors

4.4 The Main Menu

The main menu consists of the following items:

. File
• Governor

• Graphics

• Errors

• Options

• Window

• Shortcuts

• Help
Each of the items opens a pulldown menu listing diverse specific options. These functi-
ons can be invoked "Windows-like".

4.4.1 Menu Item File

.Governor .Graphic Erro

•r;irl4l

Print... Ctrl+P
Printer setup-
Close

Fig.8: Menu Item File

To complete the picture, fig. 8 shows the pulldown menu of menu item "File" as it
will appear after starting the program. Note that most of the options are grayed since
at this point the program status is neither "OFFLINE" nor "ONLINE".

Programming Digital Controls 29

HEINZMANN Speed Governors

.Governor .Graphic £rro £ovemor graphic £rro

Values load... Ctrl+L Values load... CtrHL

Values save... CtrHS Values save... CtrHS
Values save 35... Values save as...
Configuration new Configuration nev/
Configuration load... F2 Configuration load... F2
Configuration save... F3 Configuration save... F3
Configuration save as... Configuration save as...
Erint.. Ctrl+P Print... .Ctrl+P
Printer setup... Printer setup...
Close Close

Fig. 8a Status "OFFLINE" Fig. 8b: Status "ONLINE"

4.4.1.1 Without Governor

On selecting this option, data sets may be processed using the PC program
without being connected to any governor. The program will first offer to choose
among the available hardware and software versions. After selecting the governor
type, the respective parameter definitions are loaded. The parameters are dis-
played with their numbers, names, value ranges, units and levels and are then
®
ready to be processed. Shipping by HEINZMANN includes a standard file that
permits to adjust the basic functions. If it is intended, however, to process custo-
mer specific functions without a governor, the PC must have previously been
connected to some suitable governor, since the PC program cannot make gover-
nor types available it is not acquainted with. If this is taken account of, there will
be no difficulty in loading the respective parameter values.

Notice: This menu item is available only when in OFFLINE mode.

4.4.1.2 Values Load

All parameter values stored in the computer can be loaded except the parameters
with numbers from 2000 to 3999 as these parameters represent measurements
and status values.

4.4.1.3 Values Save

The data set available in the PC can be saved to the current drive under its old file
name.

30 Programming Digital Controls

 HEINZMANN Speed Governors

4.4.1.4 Values Save as

The data set available in the PC can be saved to any drive and is assigned the
specified file name.

Notices: Saving values will in any case include measurements and states as it
is necessary that some complete actual state be recorded. These va-
lues, however, can be displayed only by means of a separate text
program. Saving from out of dialog boxes is restricted to storing eit-
her the complete set of values or the values contained in the Select
Configuration window.

There are basically two modes of loading or saving values:

1. ASCII format

The parameters are saved resp. loaded as a text file in accordance with the cur-
rent level of the program. These files exhibit the extension *.hzm.

2. Binary-coded

After being encoded, the parameters are saved in accordance with the maximum
level of the program and loaded independently of the level. In this case, it is re-
quired to enter a password. Thus, for example, a level 4 program will be capable
of transferring also level 6 data. This feature is of particular importance for servi-
cing purposes.

4.4.1.5 Configuration New

This item will clear any parameter configurations that are presently displayed in
the Select Configuration window. If any changes have been made to the current
configuration, the program will first inquire whether they are to be saved.

4.4.1.6 Configuration Load

This item will load any saved parameter configuration from diskettes or from the
hard disk.

Programming Digital Controls 31

HEINZMANN Speed Governors

4.4.1.7 Configuration Save

The contents of the Select Configuration window can be saved under its original
name. If a new configuration was created, the file can be assigned a new name.

4.4.1.8 Configuration Save as

The contents of the Select Configuration window may be saved to any drive and
assigned any name.

4.4.1.9 Print

After selecting this item, the following dialog box will appear (fig. 9):

Curves
Functions
Measurements
Parameters
SliigtTSHîijîïrîaîan:

Fig. 9: Dialog Box Print

One or more items that have been selected will be printed one after the other.
Graphic windows are output as graphics, any other windows asjists. Some win-
dows provide the option of direct printing by clicking on the respective button.

4.4.1.10 Printer Setup

This item brings up the familiar Windows dialog box for configuring and changing
the printer.

Close

Connection to the governor is interrupted, and the program is exited.

32 Programming Digital Controls

 HEINZMANN Speed Governors

4.4.2 Menu Item Governor

graphic .Errors Options IfiöÖemoö .Graphic .Errors Options

A^B333røUftJSrønP-^i^S f-AJr. .--
Stoß Communication hii
• Stoß Communication F5
ukirinilk: ;-iiiju:;l... •;';! rl-f A Automatic adjust.. Ctrl+A
Store parameter on governor hh Store parameter on governor F6
ßata sets
Head oia-E.K from governor Read mask from governor
Store ma-E-Kon Governor Store mask on governor
Adjusting of sensors
Simulation Simulation >

Fig. I Oa: Governor OFFLINE Fig. 1 Ob: Governor ONLINE

4.4.2.1 Start Communication

This item will establish communication with the governor, and the lists will build
up in the diverse windows. After that, the message ONLINE is displayed in the
bottom left corner of the screen.

Notice: Communication with the governor cannot be established unless the

PC has been connected to the governor by the communication
(adapter) cable. Furthermore, the correct interface and baud rates
must have been set in the menu Options.

4.4.2.2 Stop Communication

Communication with the governor is interrupted. The message box in the lower
left corner of the screen will read OFFLINE.

4.4.2.3 Automatic Adjustment of Actuator

=- . Actuator auto adjust _---_-

Actuator auto adjust?

:
-i^'OK"...^! Abbrechen
•i

Fig. 11 : Automatic Adjustment

This dialog box (figure 11) offers the alternative of either confirming automatic
adjustment (autoadjust) or aborting the action. When operating with more than
Programming Digital Controls 33
HEINZMANN Speed Governors

This dialog box (figure 11) offers the alternative of either confirming automatic
adjustment (autoadjust) or aborting the action. When operating with more than
one actuator (e.g., in dual fuel operation), the user will be asked for which of the
actuators automatic adjustment is to be carried out. With the action completed, a
message is issued to that effect.

4.4.2.4 Store Parameters in Governor

The set values are stored in the governor.

Notice: During operation, any parameter changes are stored in the gover-
nor's RAM only and are bound to get lost on turning the power
supply off. This permits of testing different governor configurations
without changing the governor's setting permanently. If the values
are to be retained, it is absolutely necessary that they be stored in the
governor.

4.4.2.5 Data blocks

r
• E Data blocks ;
-i n memory Actual data black - " _ ._
1 |- : Sut j
o
Start data black
0 M I
SSVB |

Erasing data black 1 Class |

"

Abb. 12: Data Blocks

T ®
HEINZMANN^ Digital Controls are capable of internally storing several comple-
te data sets (data blocks). Selecting this item brings up the above dialog box
presenting a list of all data blocks available. Any block from this list can be se-
lected and set to be the actual one. If the actual block is set to a number that is
not availabe, a new block will be created. Similarly, it is possible to predetermine
the block by which the governor is to operate after the next reset. This start data
block must be set to an available one, otherwise a data set error will be indicated
after the next start-up.

34 Programming Digital Controls

 HEINZMANN Speed Governors

4.4.2.6 Read Mask from Governor

The mask stored in the governor is transferred to the Select Configuration win-
dow.

4.4.2.7 Store Mask in Governor

The parameter configuration displayed in the Select Configuration window is sto-

red as a mask in the governor.

4.4.2.8 Adjusting Sensors

Fig. 13 Adjusting sensors

This item opens a dialog box that serves to adjust the different sensor inputs as
required by their specifications. This feature provides a convenient method for
calibrating, e.g., the set point adjusters; turning them to their upper and lower limit
stops will suffice to correctly calibrate them. As regards other sensors, -e.g., boost
pressure sensors, the minimum and maximum values at the sensor inputs must
be set accordingly. The procedure will automatically determine the upper and lo-
wer error limits, indicate the upper and lower reference values, and display the
current measurement. If necessary, the reference and error values may be cor-
rected manually. With all this done, the calibrated values can be sent to the go-
vernor.

Programming Digital Controls 35

HEINZMANN Speed Governors

reeled manually. With all this done, the calibrated values can be sent to the go-
vernor.

4.4.2.9 Simulation

HEINZMANN® Digital Controls are equipped with an integrated engine simula-

tor that allows to test the governor's functions without connecting it to an engine.
Similarly, it is possible to simulate the actuator.

4.4.3 Menu Item Graphic

igi Errors .Optio "^Graphic,:; Errors, Optio

View over î '"" F8
'..p y liv, r View over % F9

rf Set limit curve F7

•:<et suUjiMty jjjûp
Overview

Fig. 14a: Graphics OFFLINE Fig. 14b: Graphics ONLINE

36 Programming Digital Controls

 HEINZMANN Speed Governors

4.4.3.1 View over t

By this feature, the screen is transformed into a graphics window that permits to
view various measurements in relation to time (fig. 15).

i«•«Hii£siluJMJnj^«!îSSÊijÎBiîiBBs«H^
iiiigiiiiiiiiis'iË'ïbiiiiEïiiiEisiiliïIiSiliii^iia^

aiïSEiEiEliigilgsgËËïliiisglïiKissifJHljllii^^^.^
ïiSSi£Esli£lEii£HSi11!^lMiiiiiiiïliIiEKih£i£IlEi=fggElS£Iiiii£g3SEfI{Sï!
=ig»i||SgHggj|=!||™|==™|g}gEE5!Ej

i*e!!=iB=iiggJlHH»lMV*>ll5giaasaî =====1==™= ====i*.=:=5::

Fig. 15: Graphics Window "Curve overtime"

4.4.3.2 Description of the Options in the Graphics Window

Up to 6 different parameters may be selected. As the parameter number is ente-

red in the number column, the other columns will fill automatically. Changing the
minimum and maximum values, the scaling, and the colours will present no pro-
blems. The following sections describe the functions of the different switch but-
tons as provided by the graphics window.

Start

This switch serves to start and stop recording. Once recording is started, the cap-
tion will change to Stop. When positioned in the graphics area, the mouse cursor
will be replaced by a cross hair with which the recorded curve can be convenient-

Programming Digital Controls 37

HEINZMANN Speed Governors

ly traced. In doing so, the respective parameter values will be continually displayed
halfway up in the right and the left scales.

Notice: It is only in Stop state that changes can be made as to which para-
meters are to be viewed and which ranges are to be displayed.

Reset

All curves and characteristics shown in the window will be erased.

Print

The recorded curves will be printed, including all relevant information. Some brief
additional information may be entered.

Parameters

This switch serves to change the size of the graphic area. The space for the dis-
play of diagrams can be maximized by making it overlap the lower portion of the
graphics window.

Change

A new parameter configuration can be loaded or the current configuration stored

if there be need to quickly view some other parameters.

Close

Clicking on this button will terminate display and close the window.
S
Resolution &

The sampling rate may be altered by means of the slide control. As the graphical
image is updated by blocks only, the time thus saved is used to fetch more valu-
es from the governor. By this, resolution is enhanced while, on the other hand,
graphical respresentation becomes more discontinuous.

ms/unit

This box contains information on the scaling intervals- of-the time axis as deter-
mined by two adjacent marks on the x-axis. The time total is indicated at the right
end of the x-axis.

38
Programming Digital Controls
 HEINZMANN Speed Governors

Minimum/Maximum/Delta

Scaling of the y-axis is accomplished by specifying the minimum and maximum

values and by setting delta (subdivision of the y-axis).

Left/Right

Clicking on the buttons in the columns Left/Right will decide at which side of the
graphic chart the scale for the respective parameter is going to be placed. The
current value of the particular parameter will then be displayed in the middle of
the associated scale.

Notice: For both graphic windows (curve over t, curve over x) applies that se-
veral charts may be opened at the same time.

4.4.3.3 View over X

Fig. 15: Curve overx

By this option, parameter values can be plotted in relation to each other, e.g.,
speed versus actuator travel. The switch buttons have the same functions as in
the graphic chart over time. Unlike that other window, however, parameters are to
be allocated to both the x- and the y-axis so that only two parameters can be
displayed at a time.

Programming Digital Controls 39

HEINZMANN Speed Governors

4.4.3.4 Set limit curve

This item opens a dialog box offering a convenient way to adjust various limit
functions graphically.

Boost dependent full load curve 1

6403
6404
6405
6406
6407
6400

Fig. 17: Curve

After clicking on the point to be shifted with the right mouse button, it will be
highlighted blue and may now be dragged to any position withrthe left mouse
button held down. The program will ensure that the boundary conditions associa-
ted with the specific limit function are observed (see manual "Basis Information
Digital Controls"). The coordinates of the point that is being moved are assigned
to the respective parameter and displayed separately to the right of the parameter
list. In addition to indicating the x and y values, the scalings of the x- and y-axes
are displayed in two further boxes and are accessible there for adaptation. Once
the limit curve has been set, the data must be sent to the governor for the chan-
ges to take effect.

Notice: Limit functions must be activated separately.

40 Programming Digital Controls

 HEINZMANN Speed Governors

4.4.3.5 Overview

This item presents a graphical overview including analog and digital representati-
ons.of various parameter values and states. The values displayed, among others,
are set speed and current speed, set actuator travel and actual actuator travel, the
analog inputs, and the switch states. Furthermore, the actual phase and the error
status of the governor are indicated, and an additional analog display is provided
for allocation to any appropriate function.

4.4.4 Menu Item Errors

ûctual_errors : .-Hl Actual errors HI

." ' <..'{>::•:] -:;r rar •; rir- Stored errors F12
O. e w D c tu-? j errors Clear actual errors
hr-j.'r-t1 stored errors- Erase stored errors

Rg. 18a: Errors OFFLINE Fig. 18b: Errors ONLINE

4.4.4.1 Actual errors

By this, all errors are listed that have currently occurred.

4.4.4.2 Stored errors

This item will display the errors stored permanently in the governor.

4.4.4.3 Clear actual errors

This will clear all actual errors.

4.4.4.4 Erase stored errors

This item will erase the errors stored permanently in the governor.

4.4.5 Menu Item Options

.options
Settings... -_
Recorder...

Fig. 19 Menu Item Options

Programming Digital Controls 41

HEINZMANN Speed Governors

4.4.5.1 Settings

This item opens a large dialog box (Fig. 20). Any settings required by the PC pro-
gram can be made in this field.

Fig. 20: Dialog Field Options

Marking the respective boxes within the framed Columns field will decide on
which information is to be included in the various parameter windows. Furthermo-
re, the following options are offered:

• Updating measurements

• Color printer (the default is monochrome, even when using color printers)

• Setting of programming levels

• Adjustment of increments for altering parameters continually

• Changing the typeface used in the parameter windows

• Selecting the interface and setting the baud rate.

4.4.5.2 Recorder

This dialog box (Fig. 21) serves to program data recording. In addition to spe-
cifying the parameters to be recorded, it permits to set start time, duration, and

42 Programming Digital Controls

 HEINZMANN Speed Governors

sampling rate. The values can be assigned any file name and stored in the PC.
SEI5Sl£5iEB5*5===3:==ï^S£=Sëa==ïi =:=

Hi

2300 ACTPOS

EÏEEE5aS== ^^B7ïEa;==s!££aS=:==

ssæoæ*=ææii===æ==æEi==5=

li§i~i?:illrfiiii^i:§^s^====SSE=^

Fig. 21 : Dialog Box Recorder

The selected parameters will be listed in the box headed "Parameters". Clicking
on the switch button [Start] will set off recording ("Immediate" will be active) or
enable the recorder ("Timed" will be active). In addition to the parameter names,
the PC time and the tinner as set by the governor will be stored as reference va-
lues. The stored data are formatted as text to facilitate processing them by other
Windows programs, such as EXCEL or Winword.

4.4.6 Menu Item Window

Shortcuts Help

Tile vertical
Tile horizontal
Arrange symbols
Close all
Open all
1 Curves
2 Functions
3 Measurements
4 Parameters
/ 5 Select Configuration: POS_MOD.CFG

Fig. 22: Menu Item Window

Programming Digital Controls 43

HEINZMANN Speed Governors

This menu item allows to automatically arrange the opened windows in various
ways. The windows have been numbered consecutively and can be selected directly.
The currently active window is marked by the V symbol.

4.4.7 Menu Item Shortcuts

Help
CtrltG-
Change parameter Ctrl+C
Stop/start engine Ctrl+F1
Start all curves Ctrl+F8

Fig. 23: Menu Item Shortcuts

4.4.7.1 Goto parameter

To directly select a function or a parameter, the [Ctrl] key and the [G] key ("Go")
must be pressed simultaneously.

4.4.7.2 Change parameter

Parameter values or function states may be directly changed by pressing the [Ctrl]
key and the [C] key at the same time.

4.4.7.3 Stop/Start engine

In analogy to the description in section 3.2.3.1 of the chapter Hand Held Pro-
grammer, the transient behaviour of the engine can be tested by shortly pressing
the combination of the keys [Crtl]+[E]. With this combination pressed, the gover-
nor will keep pulling the actuator to its stop position as long as the keys are held
down. If the keys are released before the engine has come to standstill, the go-
vernor will run up the engine to set speed again.

4.4.7.4 Start all curves

By pressing the combination [Crtl]+F8, the curves displayed in any opened "Curve
over t" and "Curve over x" windows will simultaneously be started resp. closed.

44
Programming Digital Controls
 HEINZMANN Speed Governors

4.4.8 Menu Item Help

G K".":: r n D r

About

Fig. 24: Menu Item Help

The menu item "Help" offers tips and hints for running the program. It also furnishes
information on the functions of the governor and explains the different parameters.
The item "About" contains some information on the program.

Programming Digital Controls 45

IIEINZMANN Speed Governors

Error Handling

5.1 General

The HEINZMANN® Digital Controls include an integrated error monitoring system by

which errors occurring at sensors, magnetic pick-ups, and actuators, or erroneous ente-
ring of parameter values, etc., may be detected and reported. Whenever the control
detects at least one error, the common alarm output will be activated. This output can
be used for a visual or audible signal.

Notice: During initialization of the DC 1.3, the governor's common alarm output
will be activated for about 500 ms.

The common alarm output remains active till there is no longer any error reported. If
the common alarm output is to alert to different overlapping errors, it can be reset at
the occurrence of a further error for about one second and then activated again. This
function is enabled by the parameter

5072 RESET_ALARM_ON = 1,

and will prove particularly useful when the common alarm output has been connected
to some higher ranking unit of the SPS type.

Which error is being reported by the common alarm, can be ascertained by means of
the error parameters bearing parameter numbers from 3000 onward. A currently set
error will indicate the value "1", otherwise the value "0".

In addition, the Digital Control DC 1.3 offers the possibility of having a-basic diagnosis
performed by means of the Operating Mode Display and the LED Display.

The following section will describe each individual error as well as the reaction of the
governor and the steps to be taken to remove the error.

Basically, the following types of errors are to be distinguished:

* Errors in configuring the governor and adjusting the parameters.

Such errors are due to erroneous input on the part of the user and cannot be
intercepted by either the PC or the Hand Held Programmer. They will not occur
with serial governors.

46 Programming Digital Controls

 HEINZMANN Speed Governors

+ Errors in connection with a User Program.

These errors will occur only when the control is basing operation on a program
written by the customer himself.

» Errors occuring during operation.

These errors are the most significant ones when operating with serial governors.
Errors such as failures of pulse pick-ups, of setpoint adjusters, of pressure and
temperature sensor, etc., are typical of this category.

* Internal computing errors of the control.

These errors may be caused by defective components or other inadmissible ope-
rating conditions. They will not normally occur.

To remove an error one should first establish and eliminate its cause before clearing
any of the current errors. Some errors are cleared automatically as soon as the cause of
the failure is eliminated (see also 5.4 List of Error Parameters). Errors can be cleared by
means of a PC or the Hand Held Programmer which will also deactivate the common
alarm output Should the system nevertheless persist in reporting an error, the search
for its cause must be continued.

Principally, the control starts operating on the assumption that there is no error, and will
then begin to check for possible occurrences of errors. Thus, the control can be put into
an error free state by a Reset, but will immediately display any errors that are currently
active.

5.2 Error Memories

When the control is powered down, it will lose any information on actual errors. In or-
der to obtain a survey of which errors have occurred, a permanent error memory has
been incorporated in the control. Any errors that occurred at least once will be stored
there but neither the order nor the time of their occurrence.

The values of the error memory are treated by the control merely as monitor values
and are not taken account of any further. In other words, it is only the errors occurring
during operation that the control will respond to.

The permanent error memory can be inspected by means of the parameters which ha-
ve been assigned the numbers from 3100 upward. Thus, the permanently stored er-
rors are located at numbers by 100 higher than the respective actual errors.

Programming Digital Controls 47

HEINZMANN Speed Governors

Notice: There exist a few errors that will not be stored in the permanent error me-
mory (see also 5.4 List of Error Parameters,).

In the same way as actual errors, the permanent error memory can be cleared by me-
ans of the PC or the Hand Held Programmer. After that, the control will revert to accu-
mulating any occurring errors in the empty error memory.

5.3 Modifying Reactions to Errors

In a certain number of cases, the user is offered the option to decide on how the con-
trol is to react if the respective error should occur. Depending on application and ope-
ration mode, the errors can thus be weighted differently.

With regard to setpoint adjusters and sensors, so-called error thresholds (error limits)
are to be defined by which the control will recognize that an error has occurred (see
„Basic Information Digital Controls").

In normal cases, provisions can be made to define substitute values for sensors con-
nected to analogue inputs which will permit the governor to continue operation should
the respective sensor fail. Thus, emergency operation of the installation can be safely
maintained.

Parameter Substitute Value for

1020SUBST SETPOINT1 Setpoint 1
1021 SUBST SETPOINT2 Setpoint 2
1022SUBST SETPOINT3 Setpoint 3
1023SUBST_BOOST Boost pressure —
1024 SUBST OIL PRESSURE Oil pressure ~
1025 SUBST TMP COOL WATER Cooling water temperature
1026SUBST_TEMP_OIL Oil temperature
1027 SUBST_TMP_CHARGE_AIR Charge air temperature
1028 SUBST SYNCHRON INPUT Input value from synchronizer
1029SUBST_LMG_INPUT Input value from load measuring unit
1030 SUBST_GAS_PRESS_MIX Gas pressure before gas mixer
1 03 1 SUBST_GAS_PRESS_RED Gas pressure before pressure reducer

Notice: These parameters will be enabled only after a Reset.

As far as setpoint adjusters are involved, there is the additional option to revert to the
last value that was valid before the failure of the setpoint adjuster occurred instead of

48 Programming Digital Controls

 HEINZMANN Speed Governors

continuing operation by recurring to a substitute value. This function is activated by the

parameter

5070 HOLD_LAST_SETP_ON = 1

With regard to all significant.functions,.the control can be caused by so-called emergen-

cy stop parameters to execute an emergency engine shutdown if an error occurs. If this
is requested, the emergency-stop parameter of the respective function must have been
enabled. The following table lists the available emergency stop parameters together
with the respective errors.

Error Parameter Emergency Stop Parameter

3004 ERR_ACTUATOR_DIFF
3005 ERR AMPLIRER
3006 ERR SPEED OVER
3020 ERR SETPOINT1
3021 ERR_SETPOINT2
3022 ERR_SETPOINT3
3023 ERR BOOST
3024 ERR OIL PRESSURE
3025 ERR_TEMP_COOL_WATER
3026 ERR_TEMP_OIL
3027 ERR TEMP CHARGE AIR
3028 ERR_SYNCHRON_INPUT
3029 ERR_LMG_INPUT
3030 ERR GAS PRESS MIX
3031 ERR GAS PRESS RED
5004 ECY_ACTUATOR_DIFF
5005 ECY_AMPLIFIER
5006 ECY_SPEED_OVER
5020 ECY_SETPOINT1
5021 ECY_SETPOINT2
5022 ECY_SETPOINT3
5023 ECY_BOOST
5024 ECY_OIL_PRESSURE
5025 ECY_TEMP_COOL_WATER
5026 ECY_TEMP_OIL
5027 ECY_TEMP_CHARGE_AIR
5028 ECY.SYNCHRONJNPUT
5029 ECY_LMG_INPUT
5030 ECY_GAS_PRESS_MIX
5031 ECY_GAS_PRESS_RED

Programming Digital Controls 49

HEINZMANN Speed Governors

5.4 List of Error Parameters

In the below list of error parameters, the causes for the different errors as well as the
reactions of the control have been described. Besides, the measures have been inclu-
ded that should be taken to remove the respective error.

The errors are stored in the volatile error memory under the parameter numbers from
3000 onward and at the same time in the permanent error memory under the para-
meter numbers from 3100 onward.

The errors are arranged by ascending numbers with the parameter on the left indicating
the actual error as stored in the volatile memory and with the parameter on the right
indicating the one stored as sentinel in the permanent error memory. As explained
above, the control will only react to actual errors whilst the permanent error memory
serves only the purpose of accumulating information on occurrences of errors.

3000 ERR_FEEDBACK_ADJUST 3100 SERR FEEDBACK ADJUST

Cause: Automatic calibration of the actuator could not be performed, wrong

input of reference values for actuator

Reaction: - Governor cannot go into operation.

Measures: - Check voltage supply and supply lines to actuator.

- Check feedback cable to actuator.
- Check actuator, replace actuator if necessary.
- Engine stop switch must be opened (display parameter 2810
SWITCH_MOTOR_STOP = 0), in order to perform automatic
calibration for actuators with 2-quadrant-operation. _.
- Check reference values and error limits for feeedback.
- Set the error limits
1952 FEEDBACK_ERROR_LOW = 0
1953 FEEDBACK_ERROR_HIGH = 65535
(resp. 1962/1963 for actuator 2 or 1972/1973 for actuator 3) for
feedback, store values, restart governor by reset and repeat
procedure for automatic calibration.

50 Programming Digital Controls

 HEINZMANN Speed Governors

3001 ERR_FEEDBACK 3101 SERR_FEEDBACK

3002 ERR_FEEDBACK2 3102 SERR_FEEDBACK2

3003 ERR_FEEDBACK3 3103 SERR_FEEDBACK3

Cause: Error in feedback system of actuator 1/2/3, actuator not connected.

Reaction: - Governor cannot go into operation.

- Emergency shutdown.

Measures: - Check feedback cable to actuator.

- Check actuator, replace actuator if necessary.
- Check error limits for feedback:
1952 FEEDBACK_ERROR_LOW /1953 FEEDBACK_ERROR_HIGH
1962 FEEDBACK2_ERROR_LOW / 1963 FEEDBACK2_ERROR_HIGH
1972 FEEDBACK3_ERROR_LOW / 1973 FEEDBACK3_ERROR_HIGH

3004 ERR_ACTUATOR_DIFF 3104 SERR_ACTUATOR_DIFF

Cause: The difference between set actuator travel and actual actuator travel
has been larger than 10 % of the total actuator travel for more than
one second. This will be the case if the injection pump or the actua-
tor are jamming or not connected.

Reaction: - Error message.

- Emergency shutdown, if 5004 ECY_ACTUATOR_DIFF= 1.
- Error will disappear by itself, as soon as the difference drops
below 10 %.

Measures: - Check injection pump, replace if necessary.

- Check mechanical parts (linkage).
- Check cables to actuator.
- Check actuator, replace if necessary.

3005 ERR_AMPLIF1ER 3105 SERR_AMPLIFIER

Cause: The amplifier for the actuator is overloaded.

Reaction: - Governor cannot go into operation.

- Emergency shutdown, if 5005 ECY_AMPLIFIER = 1.

Measures: - Check supply cable to actuator.

- Check actuator, replace if necessary.
- Check current supply and cross section of cables.

Programming Digital Controls 51

HEINZMANN Speed Governors

3006 ERR_SPEED_OVER 3106 SERR_SPEED_OVER

Cause: Engine Speed was/is exceeding overspeed.

Reaction: see Overspeed Monitoring

Measures: - Check overspeed parameter (21 SPEED_OVER).

- Check adjustment of set speed.
- Check PID adjustment.
- Check mechanical parts, linkage is possibly jamming.
- Check actuator
- Check cable to actuator. ^-
- Replace actuator. --
- Check pulse pick-up; the transmitted number of revolutions is
possibly wrong.
- Check numbers of teeth (1 TEETH_PICK_UP1 and 2
TEETH_PICK_UP2).
- When in vehicle operation, check whether overspeed was due to
thrust operation.

3007 ERR_PICK_UP1 3107 SERR_PICK_UP1

Cause: - Failure of pulse pick-up 1.

- Pulse pick-up 1 is at too great a distance from toothed wheel rim.
- Interruption of cable from pulse pick-up 1.

Reaction: - Governor continues by emergency operation with pulse pick-up 2 if

available.
- Emergency shutdown if pulse pick-up 2 does not exist or is also
faulty. •—.

Measures: - Check distance between pulse pick-up 1 and toothed gear..

- Check cable to pulse pick-up 1.
- Check pulse pick-up 1, replace if necessary.

3008 ERR_PICK_UP2 3108 SERR_PICK_UP2

Cause: - Failure of pulse pick-up 2.

- Pulse pick-up 2 is at too great a distance from toothed wheel, rim.
- Interruption of cable from pulse pick-up 2.

Reaction: - Governor continues by emergency operation with pulse pick-up 1.

- Emergency shutdown, if pulse pick-up 1 is also at fault.

52 Programming Digital Controls

 HEINZMANN Speed Governors

Measures: - Check distance between pulse pick-up 2 and toothed gear.

- Check cable to pulse pick-up 2.
- Check pulse pick-up 2, replace if necessary.

3009 ERR_OIL_WARN
rvm

Cause: Oil pressure has dropped below the speed dependent oil pressure
warning characteristic.

Reaction: - Error message.

- Error is to disappear automatically if oil pressure is again above the
oil pressure warning characteristic.

Measures: - Check engine (oil-level, oil-pump, etc.,...).

- Check oil pressure sensor.
- Check cable of oil pressure sensor.
- Check oil pressure warning characteristic.

Notice: - This error will not be stored in the permanent error memory.

3010 ERR_OIL_ECY 3110 SERR_OIL_ECY

Cause: Oil pressure has fallen below the speed dependent oil pressure
emergency stop characteristic.

Reaction: - Emergency shutdown.

Measures: - Check engine (oil-level, oil-pump, etc.,...).

- Check oil pressure sensor.
- Check cable of oil pressure sensor.
- Check oil pressure emergency stop characteristic.

3011 ERR_VOLTAGE 3111 SERRJ/OLTAGE

3012 ERR_VOLTAGE2 3112 SERR_VOLTAGE2

3013 ERR_VOLTAGE3 3113 SERR VOLTAGE3

Cause: Supply voltage for actuator 1 /2/3 is too low.

Reaction: - Parameters cannot be stored by the control any more.

Measures: - Check voltage supply.

- Check supply line to control.
- Error will disappear automatically, if supply voltage is sufficient
again.

Programming Digital Controls 53

HEINZMANN Speed Governors

3014 ERR_CPU2 3114 SERR_CPU2

Cause: The auxiliary processsor (CPU2) is at fault

Reaction: - Control continues to operate without being monitored by the

CPU2.

Measures: - Restart control.

- Notify HEINZMANN.

3020 ERR_SETPOINT1 3120 SERR_SETPOINT1

3021 ERR_SETPOINT2 3121 SERR_SETPOINTÎ

3022 ERR_SETPOINT3 3122 SERR_SETPOINT3

3023 ERR_BOOST 3123 SERR_BOOST

3024 ERR_OIL_PRESSURE 3124 SERR_OIL_PRESSURE

3025 ERR_TEMP_COOL_WATER 3125 SERR_TEMP_COOL_WATER

3026 ERR_TEMP_OIL 3126 SERR_TEMP_OIL

3027 ERR_TEMP_CHARGE_AIR 3127 SERR_TEMP_CHARGE_AIR

3028 ERR_SYNCHRON_INPUT 3128 SERR_SYNCHRON_INPUT

3029 ERR_LMG_INPUT 3129 SERR_LMG_INPUT

3030 ERR_GAS_PRESS_MIX 3130 SERR_GAS_PRESS_MIX

3031 ERR_GAS_PRESS_RED 3131 SERR GAS PRESS RED

Cause: An error has occurred at the respective sensor input (e.g., short
circuit, cable rupture). The error is simultaneously reported for the
analogue input which the sensor is connected to (parameters 3041
through 3047).

Reaction: - see Modifying Error Reactions

- Error will disappear by itself as soon as the values measured by the
control are again within the error limits.

Measures: - Check sensor cable for short circuit or rupture.

- Check the respective sensor, replace if necessary.
- ChecLerror .limits for this sensor. . . ...

3041 ERR_ADC1

to

54 Programming Digital Controls

 HEINZMANN Speed Governors

3047 ERR_ADC7

Cause: An error has occurred at the respective analogue input (e.g., short
circuit or cable break). Simultaneously, an error is reported for the
sensor connected to this input (parameters 3020 through 3031).

Reaction: - see Modifying Error Reactions

- Error will disappear by itself as soon as the values measured by the
control are again ranging within the error limits.

Measures: - Check sensor cable for short circuit or rupture.

- Check the respective.sensor, replace if necessary.
- Check error limits for this sensor.

Notice: - Together with these errors, the respective sensor error is displayed
and stored. Therefore, they will not be saved in the permanent er-
ror memory.

3060 ERR.CURVE 3160 SERR_CURVE

Cause: Erroneous programming of parameters for some characteristic (e.g.,

oil pressure characteristic, boost pressure dependent limitation of
actuator travel, etc).

The values entered in direction of the x-axis must be arranged in

ascending order.

Reaction: - Governor is operating by substitute values.

Measures: - Check values entered for the characteristic.

3061 ERR_MAP 3161 SERR_MAP

Cause: Erroneous programming of the parameters for the stability tag map.
The values for speeds and actuator positions must be arranged in
ascending order.

Reaction: - Control is operating without stability tag map.

Measures: - Check speed and actuator position values for stability tag map.

3062 ERR_DATA 3162 SERR_DATA

Cause: The starting data block was not to be found.

Programming Digital Controls 55

HEINZMANN Speed Governors

Reaction: - Governor cannot go into operation.

Measures: - Select a valid data block by parameter 1811

DATA_START_NUMBER, load data block, and restart control by a
reset.

Notice: - This error will occur only when adjusting and saving parameters.

3063 ERR_MEMORY

Cause: There is not sufficient space left in the control's memory for a new
data block.

Reaction: - Governor cannot go into operation.

- Emergency shutdown.

Measures: - Save data block with an already existing number.

- Delete an existing data block.

Hinweis: - This error will occur only when adjusting and saving parameters.
- This error will not be stored in the permanent error memory.

3064 ERR_LOGICAL 3164 SERR_LOGICAL

Cause: Logical error of the structure of the control's data set.

Reaction: - Governor cannot go into operation.

- Emergency shutdown.

Measures: - Write down the values of the parameters 3075 INTERN_ERROR1,

3076 INTERN_ERROR2, and 3077 INTERN_ERROR3y and notify
HEINZMANN.
- Restart governor by a reset.

3065 ERR_CLEAR_FLASH

Cause: An error has occurred on clearing the control's flash memory.

Reaction: - Governor cannot go into operation.

- Emergency shutdown.

.Measures: - Restart governor by a reset.

- Notify HEINZMANN.

Notice: - This error will not be entered in the permanent error memory.

56 Programming Digital Controls

 HEINZMANN Speed Governors

3066 ERR_PROG_FLASH

Cause: An error has occurred on programming the control's flash memory.

Reaction: - Governor cannot go into operation.
- Emergency shutdown.
Measures: - Restart governor by a reset.
- Notify HEINZMANN.
Notice: - This error will not be entered in the permanent error memory.

3067 ERRJJSER 3167 SERR USER

Cause: Error message of user program.

Reaction: - Governor cannot go into operation.
- Emergency shutdown.
Measures: - Check user program.
Notice: - Error will occur only in connection with a user program.

3068 ERR_ALINE 3168 SERR_ALINE

Cause: Wrong subroutine call by user program.

Reaction: - Governor cannot go into operation.
- Emergency shutdown.
Measures: - Check user program.
Notice: - Error will occur only in connection with a user program.

3069 ERR_CALC_TIME 3169 SERR_CALC_TIME

Cause: There is not enough calculating time left for the control.
Reaction: - Governor cannot go into operation.
- Emergency shutdown.
Measures: - Restart governor by a reset.
- Notify HEINZMANN.
Notice: - Error will occur only in connection with a user program.

3070 ERR_STACK 3170 SERR_STACK

Cause: Internal computing error, "stack-overflow".

Programming Digital Controls 57

HEINZMANN Speed Governors

Reaction: - Governor cannot go into operation.

- Emergency shutdown.
Measures: - Restart governor by a reset
- Notify HEINZMANN.

3071 ERRJ/VATCHDOG
Cause: Internal computing error, so-called "WATCHDOG"-error.

Reaction: - Governor cannot go into operation.

- Emergency shutdown.

Measures: - Restart governor by a reset.

- Notify HEINZMANN.
Notice: - This error will not be entered in the permanent error memory.

3072 ERRJNTERN 3172 SERRJNTERN

Cause: Internal computing error, so-called "EXCEPTION"-error.

Reaction: - Governor cannot go into operation.
- Emergency shutdown.
Measures: - Write down the values of the parameters 3075 INTERN_ERROR1,
3076 INTERN_ERROR2, 3077 INTERN_ERROR3, 3078
INTERN_ERROR4, and 3079 INTERN_ERROR5, and notify
HEINZMANN.
- Restart governor by a reset.

58 Programming Digital Controls

 HEINZMANN Speed Governors

5.5 Display of Operating Conditions

The Digital Control DC 1.3 is equipped with an operational mode display. Its main pur-
pose is to indicate the governor's operating states and to perform a basic error diagno-
sis.

The operating states are indicated by the same numbers as those displayed by the pa-
rameter 3830 PHASE:

0: Waiting for engine start

1: Start phase 1
2: Start phase 2
3: Start phase 3
4: Speed control active, limiting functions inactive
5: Speed control active, limiting functions active
6: Speed control active, lower limitation active
7: Speed control active, upper limitation active
8: Automatic calibration
9: Positioner

Grave errors are indicated by a letter:

d Data block error: The control is not able to continue operation because it
has not found a valid data block. This error corresponds
to the errors 3062 ERR_DATA or 3064 ERR_LOGICAL
E Fatal error: This error is reported whenever serious errors concerning
the inputs and outputs have occurred (e.g., actuator not
connected, failure of both pulse pick-ups, etc.) such that
the control cannot continue to operate. This error is equi-
valent to the errors causing an emergency shutdown.
E. Exception error: Internal computing error. This error is equivalent to the
errror 3072 ERRJNTERN.

U Watchdog error: Internal computing error. This error is equivalent to the er-
ror 3071 ERR WATCHDOG.

Programming Digital Controls 59

HEINZMANN Speed Governors

5.6 LED Display

The Digital Control DC 1.3 has ten light emitting diodes (LED) offering further informa-
tion on the governor's operating states and the error states. Eight of these LEDs are ac-
cessible by parameters so that their states may also be examined with the housing clo-
sed. LED no. 2 is green, the others red.

LED no. Parameter Meaning

1 -
2 -
3 3820 LED PICK DPI
4 3821 LED PICK UP2
5 3822 LED.ACTUATOR
6 3823 LED_VOLTAGE
7 3824 LED_ERROR
8 3825 LED_BOOST
9 3826 LED_MAX
10 3827 LED_MIN
The auxiliary processor (CPU2) has detected an
error.
The primary processor is working. ... .
Pulses from pulse pick-up 1 are missing.
Pulses from pulse pick-up 2 are missing.
The actuator is at fault. This LED goes on if one of
the errors 3000 ERR_FEEDBACK_ADJUST, 3001
ERR.FEEDBACK, 3002 ERR_FEEDBACK2, 3003
ERR_FEEDBACK3 3004 ERR_ACTUATOR_DIFF,
3005 ERR_AMPLIFIER have occurred.
The supply voltage for actuator 1/2/3 is too low.
This LED lights up if one of the errors 301 1
ERR_VOLTAGE, 3012 ERR_VOLTAGE2, 3013
ERR_VOLTAGE3 has occurred.
At least one error has occurred. This LED is an
equivalent of the common alarm output.
Actuator position is being limited by Boost Pressu-
re Dependent Fuel Limitation.
Actuator position is being limited::-by Speed De-
pendent Fuel Limitation.
Actuator position has fallen below the Zero Load
Delivery Characteristic.

60 Programming Digital Controls

 HEINZMANN Speed Governors

Appendix

6.1 List 1 : Parameters

No. Designation Signification Range Unit Level
1 TEETH_PICK_UP1 Number of teeth per engine revolution for 1..250 4
pulse pick-up 1
2 TEETH_PICK_UP2 Number of teeth per engine revolution for 1..250 4
pulse pick-up 2
10 SPEED_MIN1 Minimum speed 1 0..4095 rpm 2
11 SPEED_MIN2 Minimum speed 2 ' 0..4095 rpm 2
12 SPEED_MAX1 Maximum speed 1 0..4095 rpm 2
13 SPEED_MAX2 Maximum speed 2 0..4095 rpm 2
17 SPEED_RX1 Rxed speed 1 0..4095 rpm 2
18 SPEED_RX2 Rxed speed 2 0..4095 rpm 2
21 SPEEDJDVER Speed trip for emergency stop in case of 0..4095 rpm 4
overspeed
22 SPEED_OVER_CPU2 Speed trip for emergency stop by CPU2 in 0..4095 rpm 4
case of overspeed
26 SPEED_MAX_REDUCTION Reduction of maximum speed on failure 0..100 o/o 4
of pulse pick up
28 SPEED_SETP_OUT_MIN Minimum speed for gear management 0..4095 rpm 2
29 SPEED_SETP_OUT_MAX Maximum speed for gear management 0..4095 rpm 2
40 SPEED_RATED1 Rated speed 1 0..4095 rpm 2
(reference point for droop 1)
45 SPEED_RATED2 Rated speed 2 0..4095 rpm 2
(reference point for droop 2)
60 SPEED_MIN_COLD Idling speed for cold engine 0..4095 rpm 3
70 SPEED_AMPLITUDE Width of speed step for setpoint step ge- 0..4095 rpm 3
nerator
100 GAIN Gain (proportional factor) 0..100 o/o 2
101 STABILITY Stability (integral factor) 0..100 % 2
102 DERIVATIVE Derivative (differential factor) 0..100 % 2
115 PIDJ\DAPTION Adaption factor for PID-values (joint modi- 0..100 O/Q 3
fication of PID-values)
120 DROOP 1 Droop 1 0..100 o/o 2
121 DROOP 1_REF_LOW Actuator position reference point off-load 0..100 o/o 2
for droop 1
122 DROOP 1_REF_HIGH Actuator position reference point full load 0..100 o/o 2
for droop 1
125 DROOP2 Droop2 0..100 o/o 2
126 DROOP2_REF_LOW Actuator position reference point off-load 0..100 o/o 2
for droop 2
127 DROOP2_REF_HIGH Actuator position reference point full load 0..100 o/o 2
for droop 2

Programming Digital Controls 61

HEINZMANN Speed Governors

No. Designation Signification Range Unit Level

130 SPEEDJJNDERSHOOT Speed difference; if exceeded another gain 0..4095 rpm -3
will be activated in case of undershoot
131 SPEED_OVERSHOOT Speed difference; if exceeded another gain 0..4095 rpm 3
will be activated in case of overshoot
132 GAINJJNDERSHOOT Gain in case of undershoot 0..100 % 3
133 GAIN_OVERSHOOT Gain in case of overshoot 0..100 o/o 3
160 PID_COLD_CORR PID correction factor for cold engine 0..400 % 2
230 SPEED_RAMP_UP Factor for ascending speed ramps (speed 0..65535 rpmps 2
increase per second)
231 SPEED_RAMP_DOWN Factor for descending speed ramps 0..65535 rpfnps 2
(speed decrease per second)
232 SECTIONAL_RAMP_UP Speed difference; if exceeded on the Or.4095 rpm 2
ascending sectional ramp is enabled
233 SEaiONAL_RAMP_DOWN Speed difference; if exceeded on the 0..4095 rpm 2
descending sectional ramp is enabled
250 START_TYPE Type of starting actuator position ad- 1..3 3
justment:
1 : fixed starting actuator position
2: variable starting actuator position
3: temperature dependent starting
actuator position
251 LIMITS_DELAY Delay time for turning on boundary func- 0..100 s 3
tions. This time starts running when the
governor recognizes the engine to have
been started
255 START 1 .SPEED Minimum speed above which the engine 0..4095 rpm 3
is recognized as being started (beginning
of starting phase 1)
256 START2_SPEED Minimum speed above which engine start- 0..4095 rpm 3
off is recognized
257 START3_SPEED If the speed ramp function is enabled 0..4095 rpm 3,
(4230 SPEED_RAMP_ON =1) the Digital
Control will start the engine with set speed
value START3_SPEED and then rev up to
the set speed value using the ramp.
260 START 1_ACT_POS Starting actuator position 1 Oïl 00 o/o 3
261 START2_ACT_POS Starting actuator position 2 0..100 o/o 3
(needed only for start types 2 and 3)
265 START1 .DURATION Holding time for operation with starting 0..100 s 3
actuator position 1
(needed only for start type 2)
266 START2_DURATION Time during which actuator position is 0..100 s 3
increased linearly from
START 1_ACT_POS to START2_ACT_POS
(needed only for start type 2)
270 START_TEMP_WARM Temperature of warm engine at which the [564..565J "C 3
engine is started with
START 1_ACT_POS
(needed only for start type 3)
271 START_TEMP_COLD Temperature of cold engine at which the [564..5S5] •c 3
engine is started with
START2_ACT_POS
(needed only for start type 3)

62 Programming Digital Controls

 HEINZMANN Speed Governors

No, Designation Signification Range Unit Level

310 ACT_POS_SECURE_MIN Minimum actuator position to protect 0..100 % 4
actuator against mechanical or thermal
overload (approx. 3%)
312 ACT_POS_SECURE_MAX Maximum actuator position to protect 0..100 o/o 4
actuator against mechanical or thermal
overload (approx. 97%)
430 IM_RAMP_UP Ramp for increasing the set actuator posi- 0..65535 o/o/s 2
tion during operation as idling / maximum
speed controller.
431 IM_RAMP_DOWN Ramp for decreasing the set actuator posi- 0..65535 o/o/s 2
tion during operation as idling / maximum
speed controller.
460 IM_SPEED_INCREASE Increase of idling speed in dependence of 0..4095 rpm 3
load during operation as idling / maximum
speed control
500 OIL_PRESS_REF_LOW Minimum measuring value of oil pressure 0..100 bar 4
sensor
501 OIL_PRESS_REF_HIGH Maximum measuring value of oil pressure 0..100 bar 4
sensor
520 BOOST_CURVE_ADJUST Fine adjustment of LDA limit curve -100.. 100 o/o 4
(absolute boost pressure for parallel
translation of the entire characteristic)
521 BOOST_FACTOR Adjustment of LDA slope (relative actuator -100.. 100 % 4
travel)
522 BOOST_REFERENCE_LOW Minimum measuring value of boost pres- 0..100 bar 4
sure sensor
523 BOOST_REFERENCE_HIGH Maximum measuring value of boost pres- 0..100 bar 4
sure sensor
550 TEMP_OIL_REF_LOW Minimum measuring value of oil tempera- -100..200 •c 4
ture sensor
551 TEMP_OIL_REF_HIGH Maximum measuring value of oil tempera- -100..200 •c 4
ture sensor
555 TEMP_JAIR_REF_LOW Minimum measuring value of charge air -100..200 •c 4
temperature sensor
556 TEMP_AIR_REF_HIGH Maximum measuring value of charge air -100..200 •c 4
temperature sensor
560 TEMP_COLD_LOW Low temperature limit for cold engine [5G4..565] •c 3

561 TEMP_COLD_HIGH High temperature limit for cold engine [564..56S] •c 3

562 TEMP_HOT_LOW Low temperature limit of hot engine for [564..S65] •c 3

temperature dependent reduction of full-
load characteristic
563 TEMP_HOT_HIGH High temperature limit of hot engine for [S64..565] •c 3
temperature dependent reduction of full-
load characteristic
564 TEMP_WATER_REF_LOW Minimum measuring value of cooling -100..200 •c 4
water temperature sensor

565 TEMP_WATER_REF_HIGH Maximum measuring value of cooling -100..200 •c 4

water temperature sensor
570 MAX_CURVE_TEMP_DEC Factor for temperature dependent reduc- 0..100 o/o 3
tion of full load characteristic for warm
engine (absolute actuator travel)

Programming Digital Controls 63

HEINZMANN Speed Governors

No. Designation Signification Range Unit Level

600 POWER_CONTROL_REF Reference value for power control when 0..100 % <4-
working point coincides with characteri-
stic
601 POWER_CONTROL_FACTOR Assessment factor for power control -400..400 o/o 4

700 TORQUEJ\DJUST Fine adjustment of fulHoad characteristic -100.. 100 % 4

(absolute actuator travel for parallel trans-
lation of the entire characteristic)
701 TORQUEJJMIT Torque limit (maximum fuel flow, relative 0..100 % 4
actuator position)

720 SPEED 1_LIMIT_LOW Starting point of limit line 1 (speed at 0..4095 rpm 4
1 00 °/o actuator travel)
721 SPEED 1_LIMIT_HIGH Terminal point of limit line 1 (speed at 0..4095 rpm 4
0 °/o actuator travel)
730 SPEED2_LIMIT_LOW Starting point of limit line 2 (speed at 0..4095 rpm 4
1 00 % actuator travel)
731 SPEED2_LIMIT_HIGH Terminal point of limit line 2 (speed at 0..4095 rpm 4
0 % actuator travel)
1020 SUBST_SETPOINT1 Substitute value for 2901 SETPOINT1 in 0..100 0/0 4
case of failure
1021 SUBST_SETPOINT2 Substitute value for 2902 SETPOINT2 in 0..100 0/0 4
case of failure
1022 SUBST_SETPOINT3 Substitute value for 2903 SETPOINT3 in 0..100 o/o 4
case of failure
1023 SUBST_BOOST Substitute value for 2520 BOOST in case [522..S23] bar 4
of failure
1024 SUBST_OIL_PRESSURE Substitute value for 2500 OIL_PRESSURE [500..501] bar 4
in case of failure
1025 SUBST_TMP_COOL_WATER Substitute value for 2560 [564..56S] *C 4
TEMP_COOL_WATER in case of failure
1026 SUBST_TEMP_OIL Substitute value for 2550 TEMP_01L in [550..551] •c 4
case of failure
1027 SU BST_TMP_CH ARG E_AI R Substitute value for 2555 [555..5S6] •c 4
TEMP_CHARGE_AIR in case of failure
1028 SUBST_SYNCHRON_INPUT Substitute value for 3210 0:.100 o/o 4
-»"=r"
SYNCHRONJNPUT in case of failure
1029 SUBST_LMG_INPUT Substitute value for 3230 LMGJNPUT in 0-.dOO o/o 4
case of failure
1030 SUBST_GAS_PRESS_MIX Substitute value for 3417 0..100 % 4
GAS_PRESS_BEFORE_MIX in case of failu-
re
1031 SUBST_GAS_PRESS_RED Substitute value for 3416 0..100 O/Q 4
GAS_PRESS_BEFORE_RED in case of failu-
re
1210 SYNCHRON_STEP Step width for changing the set speed 0..65535 rpm/s 2
value with digital synchronization
1220 SYNCHRON_FACTOR Amplification factor of synchronization 0..100 % 2
signal for analogue setpoint modification
1230 LMG_FACTOR Amplification factor of load measuring 0..100 o/o 2
signal for analogue setpoint modification
1310 VELOCITY_MIN Minimum velocity from which on cruise 0..100 km/h 2
control is active
1311 VELOCITY_MAX Maximum velocity for velocity limitation 0..100 km/h 2

1315 VELOCITY_IMPULSE_REF Number of pulses of speedometer at 100 0..65535 2

km per hour
64 Programming Digital Controls
 HEINZMANN Speed Governors

No. Designation Signification Range Unit Level

1316 VELOCITY.GAIN. Gain factor for cruise control and velocity 0..100 o/o 2
limitation
1350 SUDE_SPEED_DEC Speed reduction in case of sliding wheels 0..4095 rpm 2
(variable speed control)
1353 SUDEJ\CT_POS_DEC Reduction of actuator travel in case of 0..100 % 2
sliding wheels (idling/maximum speed
control)
1355 SUDE_DURATION . . Waiting time after decrease of setpoint 0..100 s 2
value for slide protection
1400 GAS_GAIN . Proportional factor (gain) for gas controller 0..100 o/o 4

1401 GAS_STABILJ7Y Integral factor (stability) for gas controller 0..100 o/o 4
1402 GAS_DERIVATIVE Differential factor (derivative) for gas con- 0..100 o/o 4
troller
1430 GAS_ACT_POS_MIN Minimum actuator travel for gas actuators 0..100 o/o 4
1432 GAS_ACr_POS_MAX Maximum actuator travel for gas actuators 0..100 o/o 4
1440 GAS_SPEED_MIN Minimum speed at which gas operation is 0..4095 rpm 4
possible
1442 GAS_SPEED_MAX Maximum speed at which gas operation is 0..4095 rpm 4
possible
1450 GAS_SWITCH_ACT_POS Actuator position for diesel actuator from 0..100 o/o 4
which on changing to gas operation is
possible
1451 IGNITIONLACT_POS Diesel amount injected for ignition during 0..100 o/o 4
exdusive gas operation (pilot injection)
1452 GAS_MIN Minimum gas amount required for gas 0..100 o/o •4
Operation
1453 GAS_PRESSURE_MIN Minimum gas pressure required for gas 0..100 o/o 4
Operation
1455 GAS.RAMP Ramp for readjusting diesel-gas-ratio 0..65535 4
1460 DIESEL_GAS_SETPOINT Preset value of diesel-gas-ratio for test 0..100 o/o 4
Operation
1510 ADC1_REFERENCE_LOW Low reference value A-D converter 1 0..65535 4
1511 ADC1_REFERENCE_HIGH High reference value A-D converter 1 0..65535 4
1512 ADC1_ERROR_LOW :.'.- Low error value A-D converter 1 0..65535 4
1513 ADC1_ERROR_HIGH High error value A-D converter 1 0..65535 4
1520 ADC2_REFERENCE_LOW Low reference value A-D converter 2 0..65535 4
1521 ADC2_REFERENCE_HIGH High reference value A-D converter 2 0..65535 4
1522 ADC2_ERROR_LOW Low error value A-D converter 2 0..65535 4
1523 ADC2_ERROR_HIGH High error value A-D converter 2 0..65535 4
1530 ADC3_REFERENCE_LOW Low reference value A-D converter 3 0..65535 4
1531 ADC3_REFERENCE_HIGH High reference value A-D converter 3 0..65535 4
1532 ADC3_ERROR_LOW Low error value A-D converter 3 0..65535 4
1533 ADC3_ERROR_HIGH High error value A-D converter 3 0..65535 4
1540 ADC4_REFERENCE_LOW Low reference value A-D converter 4 0..65535 4
1541 ADC4_REFERENCE_HIGH High reference value A-D converter 4 0..65535 4

Programming Digital Controls 65

HEINZMANN Speed Governors

1541 ADC4_REFERENCE_HIGH High reference value A-D converter 4 0..65535 4

No. Designation Signification Range Unit Level

1542 ADC4_ERROR_LOW Low error value A-D converter 4 0..65535 4
1543 ADC4_ERROR_HIGH High error value A-D converter 4 0..65535 4
1550 ADC5_REFERENCE_LOW Low reference value A-0 converter 5 0..65535 4
1551 ADC5_REFERENCE__HIGH High reference value A-D converter 5 0..65535 4:

1552 ADC5_ERROR_LOW Low error value A-D converter 5 0..65535 4

1553 ADC5_ERROR_HIGH High error value A-D converter 5 0..65535 4

1560 ADC6_REFERENCE_LOW Low reference value A-D converter 6 0..65535 4

1561 ADC6_REFERENCE_HIGH High reference value A-D converter 6 OIJ65535 4

1562 ADC6_ERROR_LOW Low error value A-D converter 6 0,65535 4

1563 ADC6_ERROR_HIGH High error value A-D converter 6 0..65535 4

1570 ADC7_REFERENCE_LOW Low reference value A-D converter 7 0..65535 4

1571 ADC7_REFERENCE_HIGH High reference value A-D converter 7 0..65535 4

1572 ADC7_ERROR_LOW Low error value A-D converter 7 0..65535 4

1573 ADC7_ERROR_HIGH High error value A-D converter 7 0..65535 4

1640 ANALOG_OUT1 Parameter number of the function of the 0..65535 2

1 st analogue output
1643 AN ALOG_OUT 1 _VAL_MI N Minimum amplitude at analogue output 1 0..100 % 2
by per cent of maximum value of output
parameter
1644 ANALOG_OUT 1 _VAL_MAX Maximum amplitude at analogue output 1 0..100 % 2
by per cent of maximum value of output
parameter
1645 ANALOG_OUT2 Parameter number of the function of the 0..65535 2
2nd analogue output
1648 ANALOG_OUT2_VAL_MIN Minimum amplitude at analogue output 2 0..100 % 2
by per cent of maximum value of output
parameter
1649 ANALOG_OUT2_VAL_MAX Maximum amplitude at analogue output 2 07100 o/o 2
by per cent of maximum value of output -ÆF
parameter
1650 ANALOG_OUT3 Parameter number of the function of the 0..65535 2
3rd analogue output
1653 ANALOG_OUT3_VAL_MIN Minimum amplitude at analogue output 3 0..100 o/o 2
by per cent of maximum value of output
parameter
1654 ANALOG_OUT3_VAL_MAX Maximum amplitude at analogue output 3 0..100 o/o 2;;:
by per cent of maximum value of output
parameter
1655 ANALOG_OUT4 Parameter number of the function of the 0..100 o/o 2
4th analogue output
1658 ANALOG_OUT4_VAL_MIN Minimum amplitude at analogue output 4 0..100 o/o 2
by per cent of maximum value of output
parameter
1659 ANALOG_OUT4_VAL_MAX Maximum amplitude at analogue output 4 0..100 0/0 2
by per cent of maximum value of output
parameter

66 Programming Digital Controls

 HEINZMANN Speed Governors

No. Designation Signification Range Unit Level

1701 POSITIONERJWIPUTUDE Amplitude of actuator travel step generator 0..100 % 2
1730 SIMJ.OAD Simulated load for generator operation 0..100 o/o 4
1741 SIMJVDC1 Value for A-D converter 1 in simulation 0..100 % 4
1742 SIM.ADC2 Value for A-D converter 2 in simulation 0..100 o/o 4
1743 SIMJVDC3 Value for A-D converter 3 in simulation 0..100 o/o 4
1744 SIM_ADC4 Value for A-D converter 4 in simulation 0..100 o/o 4
1745 SIM_ADC5 Value for A-D converter 5 in simulation 0..100 % 4
1746 SIMJ\DC6 Value for A-D converter 6 in simulation 0..100 o/p 4
1747 SIIVLADC7 Value for A-D converter 7 in simulation 0..100 o/o 4
1760 SIM_BOOST_FACTOR Factor for simulated boost pressure 0..100 o/o 4
1800 LEVEL User level 1..7 1
1810 DATA_NUMBER Number of actual data set 0..100 4
1811 DATA_START_NUMBER Number of data set by which the governor 0..100 4
is to operate after the next start
1821 ID_NUMBER1 Space for customer specific identification 0..65535 2
numbers (20 numbers, five-digit maxi-
to mum, 0 through 65535)
1840
1876 VALUE.STEP Step width of value changes 0..65535 2
1950 FEEDBACK_REF_LOW Low reference value for feedback 0..65535 4
1951 FEEDBACK_REF_HIGH High reference value for feedback 0..65535 4
1952 FEEDBACK_ERROR_LOW Low error value for feedback 0..65535 4
1953 FEEDBACK_ERROR_HIGH High error value for feedback 0..65535 4
1955 FEEDBACK_REFERENCE Reference value for reference coil 0..65535 4
1960 FEEDBACK2_REF_LOW Low reference value for 2nd feedback 0..65535 4
1961 FEEDBACK2_REF_HIGH High reference value for 2nd feedback 0..65535 4
1962 FEEDBACK2_ERROR_LOW Low error value for 2nd feedback 0..65535 4
1963 FEEDBACK2_ERROR_HI G H High error value for 2nd feedback 0..65535 4

1965 FEEDBACK2_REFERENCE Reference value for 2nd reference coil 0..65535 4

1970 FEEDBACK3_REF_LOW Low reference value for 3rd feedback 0..65535 4
1971 FEEDBACK3_REF_HIGH High reference value for 3rd feedback 0..65535 4
1972 FEEDBACK3_ERROR_LOW Low error value for 3rd feedback 0..65535 4
1973 FEEDBACK3_ERROR_HIGH High error value for 3rd feedback 0..65535 4
1975 FEEDBACK3_REFERENCE Reference value for 3rd reference coil 0..65535 4

Programming Digital Controls 67

HEINZMANN Speed Governors

6.2 List 2: Measuring Values

No. Designation Signification Range Unit Level
2000 SPEED Current speed value 0..4095 rpm 1
2001 SPEED_PICK_UP1 Weakly filtered speed signal from pulse 0..4095 rpm 1
pick-up 1
2002 SPEED_PICK_UP2 Weakly filtered speed signal from pulse 0..4095 rpm 1
pick-up 2
2003 SPEED_PICK_UP 1 _VALUE Unfiltered speed signal from pulse pick- 0..4095 rpm .4.,
up 1
2004 SPEED_PICK_UP2_VALUE Unfiltered speed signal from pulse pick- 0..4095 rpm 4
up 2
2005 SPEED_F1LTERED Heavily filtered actual speed signal O.:4095 rpm 4
2007 ACTIVE_PICK_UP Pulse pick-up monitoring (0=pick-up 1 CO/1. 1
relevant/1 = pick-up 2 relevant)
2010 SPEED_MIN Currently valid minimum value for set 0..4095 rpm 1
speed value
2012 SPEED_MAX Currently valid maximum value for set 0..4095 rpm 1
speed value
2028 SETPOINTJDUTPUT Set point actuator travel for operation as 0..100 % 1
idling/maximum speed control or speed
setpoint for operation as variable speed
control for gear management
2031 SPEED_SETPOINT1 Speed setpoint behind correction by 0..4095 rpm 1
droop
2032 SPEED_SETPOINT2 Speed setpoint value behind ramp gene- 0..4095 rpm 1
rator
2033 SPEED_SETPOINT3 Speed setpoint behind setpoint step 0..4095 rpm 1
generator
2034 SPEED_SETPOINT4 Speed setpoint value according to se- 0..4095 rpm 1
lection logics
(switches and potentiometers)
2035 SPEED_SETPOINT_USER Speed setpoint as set by user program 0..4095 rpm 1
2100 PID_CORR Actual correction factor for PID-values as 0..400 % 1
by stability tag map and temperature
dependent correction of PID-values
2120 DROOP Actual droop by which the governor is OJOO o/o 1
currently operating
2300 ACT_POS Actual position value of actuator 0..100 o/o 1
2302 ACT2_POS Actual position value of actuator 2 0..100 o/o 1
2303 ACT3_POS Actual position value of actuator 3 0..100 o/o 1
2305 ACT_POS_RLTERED Heavily filtered value of actual actuator 0..100 o/o 4.
position
2310 ACT_POS_MIN Actuator position offset (minimum 0..100 % 1
actuator position ) according to zero load
delivery characteristic or safety distance as
determined
by 3 1 0 ACT_POS_SECURE_MIN
2312 Aa_POS_MAX Currently valid maximum value for 0..100 % 1
actuator position depending on active
limiting functions
2320 Aa_POS_USER_MIN Minimum actuator position as deter- 0..100 o/o 1
mined by user program

68 Programming Digital Controls

 HEINZMANN Speed Governors

No. Designation Signification Range Unit Level

2322 ACT_POS_USER_MAX Maximum actuator position as deter- 0..100 o/o 1
mined by user program
2331 ACT_POS_SETPOINT Set value for actuator position 0..100 o/o 1
2332 ACT2_POS_SETPOINT Set value for position of actuator 2 0..100 o/o 1
2333 ACT3_POS_SETPOINT Set value for position of actuator 3 0..100 o/o 1
2340 ACT_POS_BEFORE_PUMP Set value for actuator position before 0..100 o/o 1
correction byjjump characteristic
2400 ACTUAL_GOVERNOR_MODE . Operating mode:of governor (0 = varia- 0/1 1
ble speed control / Idling/maximum
speed control))
2420 IMJ\CT_POS_SETPOINT Setpoint actuator position when operating 0..100 % 1
as idling/maximum speed control
2421 IM_ACT_POS2_SETPOINT Setpoint actuator position when operating 0..100 o/o 1
as varaible speed control as of after
actuator position ramp and slide protecti-
on switch
2500 OIU-PRESSURE Oil pressure [500..501] bar 1
2520 BOOST Boost pressure [522..S23] bar 1
2550 TEMP_OIL Oil temperature [550..551] *C 1
2555 TEMP_CHARGEJMR Charge air temperature [555..556J *C 1
2560 TEMP_COOL_WATER Cooling water temperature [564..565J •c 1
2600 POWER_CONTROL_CORR Correction factor for power control en- 0..100 o/o 1
abled
2810 SWITCH_MOTOR_STOP Switch state "Engine off' 0/1 1
2811 SWITCH_SPEED_MIN Switch state "Minimum speed" 0/1 1
2812 SWITCH_DROOP Switch state "Droop 1/2" 0/1 1
2813 SWITCHJTORQUEJJMIT Switch state "Torque limit" 0/1 1
2814 SWITCH_RANGE Switch state "Speed range 1/2" 0/1 1
2815 SWITCH_SPEED_RX1 Switch state "Fixed speed 1" 0/1 1
2816 SWITCH_SPEED_nX2 Switch state "Fixed speed 2" 0/1 1
2817 SWITCH_Aa_POS_MAX Switch state "Limiting functions 1/2" 0/1 1
2818 SWITChLSLIDE Switch state "Slide protection" 0/1 1
2819 SWITCH_SPEED_SETP3 Switch state "Speed level switch 3" 0/1 1
2820 SWITCH_SPEED_SETP2 Switch state "Speed level switch 2" 0/1 1
2821 SWITCH_SPEED_SETP1 Switch state "Speed level switch 1 " 0/1 1
2822 SWITCH_SPEED_SETPO Switch state "Speed level switch 0" 0/1 1
2823 SWITCH.GAS Switch state "Gas operation" 0/1 1
2824 SWITCH_BUS_FAIL Switch state "Bus (power) failure" 0/1 1
2825 SWITCH_SPEED_INC Switch state "Speed increase" 0/1 1
2826 SWITCH_SPEED_DEC Switch state "Speed decrease" 0/1 1
2827 SWITCH_SETPOINT1 Switch state "Speed setpoint adjuster 1 0/1 1
active"

Programming Digital Controls 69

HEINZMANN Speed Governors

No. Designation Signification Range Unit Level

2828 SWITCH_SETPOINT2 Switch state "Speed setpoint adjuster 2 0/1 1-
active"
2829 SWITCHJJMIT_SETP1 Switch state "Freeze setpoint 1" 0/1 1
2830 SWITCH_UMIT_SETP2 Switch state "Freeze setpoint 2" 0/1 1
2831 SWTTCH_GOVERNOR_MODE Switch state "Operating mode of gover- 0/1 1
nor"
2832 SWITCH_CRUISE_CNTRL Switch state "Cruise control" 0/1 1
2833 SWITCH_START Switch state "Forced start" 0/1 1
2901 SETPOINT1 Setpoint adjuster 1 0..100 • % 1
2902 SETPOINT2 Setpoint adjuster 2 0..100 0/0 1
2903 SETPOINT3 Setpoint adjuster 3 0..100 % 1
3000 ERR_FEEDBACK_ADJUST 1 = Error during automatic feedback ad- 0/1 1
justment or on entering feedback refe-
rence values
3001 ERR_FEEDBACK 1 = Error of feedback of actuator 0/1 1
3002 ERR_FEEDBACK2 1 = Error of feedback of 2nd actuator 0/1 1
3003 ERR_FEEDBACK3 1 = Error of feedback of 3rd actuator 0/1 1
3004 ERRJ\CTUATOR_DIFF 1 = To great a difference between set 0/1 1
value and actual value of actuator travel
3005 ERRJWIPLIFIER 1 = Error of amplifier 0/1 1
3006 ERR_SPEED_OVER 1 = Emergency stop due to overspeed 0/1 1
3007 ERR_PICK_UP1 1 = Error caused by pulse pick-up 1 0/1 1
3008 ERR_PICK_UP2 1 = Error caused by pulse pick-up 2 0/1 1-
3009 ERR_OIL_WARN 1 = Warning: Oil pressure low 0/1 1
3010 ERR_OIL_ECY 1 = Emergency stop caused by low oil 0/1 1
pressure
3011 ERR_VOLTAGE 1 = Error in voltage supply of amplifier 0/1 1
3012 ERR.VOLTAGE2 1= Error in voltage supply of 2nd ampli- _2/! 1
fier
3013 ERR_VOLTAGE3 1 = Error in voltage supply of 3rd ampli- o/1 1
fier
3014 ERR_CPU2 1= Error due to failure of CPU2 monito- 0/1 1
ring
3020 ERR_SETPOINT1 1= Error due to input of setpoint adjuster 0/1 1
1
3021 ERR_SETPOINT2 1= Error due to input of setpoint adjuster 0/1 1
2 v=r

3022 ERR_SETPOINT3 1= Error due to input of setpoint adjuster 0/1 1 -

3
3023 ERR_BOOST 1= Error due to boost pressure input 0/1 1
3024 ERR_OIL_PRESSURE 1 = Error due to oil pressure input 0/1 1
3025 ERR_TEMP_COOL_WATER 1 = Error due to input for cooling water 0/1 1
temperature
3026 ERR_TEMP_OIL 1 = Error due to input for oil temperature 0/1 1
3027 ERR_TEMP_CHARGE_AIR 1 = Error due to input for charge air tem- 0/1 1
perature

70 Programming Digital Controls

 HEINZMANN Speed Governors

No. Designation Signification Range Unit Level

3028 ERR_SYNCHRON_INPUT 1 = Error due to input from synchroniza- 0/1 1
tion unit
3029 ERR_LMG_INPUT 1 = Error due to input from load measu- 0/1 1
ring unit
3030 ERR_GAS_PRESS_MIX 1 = Error due to input for gas pressure 0/1 1
before gas mixer
3031 ERR_GAS_PRESS_RED 1 = Error due to input for gas pressure 0/1 1
before pressure reducer
3041 ERR_ADC1 1 = Error at input of A-O converter 1 0/1 1
3042 ERRJ\DC2 1 = Error at input of A-D converter 2 0/1 1
3043 ERR_ADC3 1 = Error at input of A-D converter 3 0/1 1
3044 ERRJ\DC4 1 = Error at input of A-D converter 4 0/1 1
3045 ERRJUX5 1 = Error at input of A-D converter 5 0/1 1
3046 ERRJU3C6 1 = Error at input of A-D converter 6 0/1 1
3047 ERR.ADC7 1 = Error at input of A-D converter 7 0/1 1
3060 ERR_CURVE 1 = Error in entering characteristic curve 0/1 1
parameters
3061 ERR_MAP 1 = Error in entering tag map parameters 0/1 1
3062 ERR_DATA 1 = Error: No data block available 0/1 1
3063 ERR_MEMORY 1 = Error: No sufficient memory space 0/1 1
available for another data block
3064 ERR_LOGICAL 1 = Logical error in structure of data block 0/1 1
3065 ERR_CLEAR_FLASH 1 = Error in dearing the FLASH-ROM 0/1 1
3066 ERR_PROG_FLASH 1 = Error in programming the FLASH- 0/1 1
.ROM
3067 ERR_USER 1 = Error message from user program 0/1 1
3068 ERR_ALINE 1 = Unknown subroutine call by user 0/1 1
program
3069 ERR_CALC_TIME 1 = Not enough computing time left 0/1 1
3070 ERR_STACK 1 = Error of internal parameter manage- 0/1 1
ment
3071 ERR_WATCHDOG 1 = Software-watchdog-error 0/1 1
3072 ERRJNTERN 1 = Internal software fault 0/1 1
3075 INTERN_ERROR1 Error number for software fault 0..65535 1
3076 INTERN.ERROR2 Error number extension for software fault 0..65535 1
3077 INTERN_ERROR3 Error number extension for software fault 0..65535 1
3078 INTERN_ERROR4 Error number extension for software fault 0..65535 1
3079 INTERN_ERROR5 Error number extension for software fault 0..65535 1
3100 SERR_FEEDBACKJVDJ Sentinel for the occurrence of 3000 0/1 1
ERR_FEEDBACK_ADJUST
3101 SERR_FEEDBACK Sentinel for the occurrence of 3001 0/1 1
ERR_FEEDBACK
3102 SERR.FEEDBACK2 Sentinel for the occurrence of 3002 0/1 1
ERR FEEDBACK2

Programming Digital Controls 71

HEINZMANN Speed Governors

No. Designation Signification Range Unit Level

3103 SERR_FEEDBACK3 Sentinel for the occurrence of 3003 0/1 _=..]. .
ERR_FEEDBACK3
3104 SERRJVCTUATORJ3IFF Sentinel for the occurrence of 3004 0/1 1
ERR_ACTUATOR_DIF
3105 SERRJWPURER Sentinel for the occurrence of 3005 0/1 1
ERR_AMPURER
3106 SERR_SPEED_OVER Sentinel for the occurrence of 3006 0/1 1
ERR_SPEED_OVER
3107 SERR_PICK_UP1 Sentinel for the occurrence of 3007 0/1 1
ERR_PICK_UP1
3108 SERR_PICK_UP2 Sentinel for the occurrence of 3008 0/1 1
ERR_PICK_UP2
3110 SERR_OIL_ECY Sentinel for the occurrence
ERR_OIL_ECY
of 3010 :;p/v. 1

3 1 1 1 SERR_VOLTAGE Sentinel for the occurrence of 3011 -0/1 1

ERR_VOLTAGE
3112 SERR_VOLTAGE2 Sentinel for the occurrence of 3012 0/1 1
ERR_VOLTAGE2
3113 SERR_VOLTAGE3 Sentinel for the occurrence of 3013 0/1 1
ERR_VOLTAGE3
3114 SERR_CPU2 Sentinel for the occurrence of 3014 0/1 1
ERR_CPU2
3120 SERR_SETPOINT1 Sentinel for the occurrence of 3020 0/1 1
ERR_SETPOINT1
3121 SERR_SETPOINT2 Sentinel for the occurrence of 3021 0/1 1
ERR SETPOINT2
3122 SERR_SETPOINT3W-'" -
Sentinel for the occurrence of 3022 0/1 1
ERR SETPOINT3
3123 SERR_BOOST Sentinel for the occurrence of 3023 0/1 1
ERR_BOOST
3124 SERR_OIL_PRESSURE Sentinel for the occurrence of 3024 0/1 1
ERR_OIL_PRESSURE
3125 SERR_TEMP_COOL_WATER Sentinel for the occurrence of 3025 0/1 1
ERR_TEMP_COOL_WATER
3126 SERR_TEMP_OIL Sentinel for the occurrence of 3026 0/1 1
ERR TEMP OIL
3127 SERR_TEMP_CHARGE_AIR Sentinel for the occurrence of 3027 J3/1 1
ERR_TEMP_CHARGE_AIR
3128 SERR_SYNCHRON_INPUT Sentinel for the occurrence of 3028 0/1 1
ERR_SYNCHRON_INPUT
3129 SERR_LMG_INPUT Sentinel for the occurrence of 3029 0/1 1
ERR LMG INPUT
3130 SERR_GAS_PRESS_M1X Sentinel for the occurrence of 3030 0/1 1
ERR_GAS_PRESS_MIX
3131 SERR_GAS_PRESS_RED Sentinel for the occurrence of 3031 0/1 I-
ERR_GAS_PRESS_RED
3160 SERR_CURVE Sentinel for the occurrence of 3060 0/1 1.
ERR CURVE
3161 SERR_MAP Sentinel for the occurrence of 3061 0/1 1
ERRJvlAP
3162 SERR_DATA Sentinel for the occurrence of 3062 0/1 1
ERR_DATA
3164 SERR_LOGICAL Sentinel for the occurrence of 3064 0/1 1
ERRJ.OGICAL

72 Programming Digital Controls

 HEINZMANN Speed Governors

No. Designation Signification Range Unit Level

3167 SERRJJSER Sentinel for the occurrence of 3067 0/1 1
ERR USER
3168 SERRJUJNE Sentinel for the occurrence of 3068 0/1 1
ERRJUJNE
3169 SERR_CALC_TIME Sentinel for the occurrence of 3069 0/1 1
ERR_CALC_T1ME
3170 SERR_STACK Sentinel for the occurrence of 3070 0/1 1
ERR_STACK
3172 SERRJNTERN Sentinel for the occurrence of 3072 0/1 1
ERR INTERN
3210 SYNCHRONJNPUT Input signal from synchronization unit 0..100 o/o 1
3230 LMGJNPUT Input signal from load measuring unit 0..100 o/o 1
3310 VELOCITY Current velocity 0..100 km/h 1
3315 VELOCITYJMPULSE Current number, of pulses from speedo- 0..65535 1
meter
3320 VELOCITY_SETPOINT Velocity setpoint 0..100 km/h 1
3400 GAS_GOVERNOR_ON Control of gas actuator (0 = gas actuator 0/1 ]
off / 1 = gas actuator on)
3410 PID_GAS_CORR Current correction value for the PID- 0..100 % 1
factors of gas actuator
3415 GAS_PRESSURE_CORR Corrected value of gas pressure before 0..100 o/o 1
gas mixer
3416 GAS_PRESS_BEFORE_RED Gas pressure in pipe before pressure 0..100 0/0 1
reducer
3417 GAS_PRESS_BEFORE_MIX Gas pressure before gas mixer 0..100 o/o 1
3420 GAS_SETPOINT Set value for gas amount; yields actuator 0..100 % 1
travel after taking account of pressure
3460 DIESEL_GAS_RATIO Actual diesel-gas-ratio (0 % = exclusive 0..100 o/o 1
diesel operation / 100% = exdusive gas
operation excej>t diesel ignition amount)
3510 ADC1 Normalized value of A-D converter 1 0..100 o/o 1
3511 ADC 1 „VALUE Unnormalized value of A-D converter 1 0..65535 1
3520 ADC2 Normalized value of A-D converter 2 0..100 o/o 1
3521 ADC2_VALUE Unnormalized value of A-D converter 2 0..65535 1
3530 ADC3 Normalized value of A-D converter 3 0..100 o/o 1
3531 ADC3_VALUE Unnormalized value of A-D converter 3 0..65535 1
3540 ADC4 Normalized value of A-D converter 4 0..100 o/o 1
3541 ADC4_VALUE Unnormalized value of A-D converter 4 0..65535 1
3550 ADC5 Normalized value of A-D converter 5 0..100 o/o 1
3551 ADC5_VALUE Unnormalized value of A-D converter 5 0..65535 1
3560 ADC6 Normalized value of A-D converter 6 0..100 o/o 1
3561 ADC6_VALUE Unnormalized value of A-D converter 6 0..65535 1
3570 ADC7 Normalized value of A-D converter 7 0..100 o/o 1
3571 ADC7_VALUE Unnormalized value of A-D converter 7 0..65535 1
3730 LOAD Load for integrated engine simulator 0..100 o/o 1

Programming Digital Controls 73

HEINZMANN Speed Governors

No. Designation Signification Range Unit Level

3820 LED_PICK_UP1 Checking pulse pick-up 1 (0: LED off; 0/1 .-..-V«.
signals coming in from pulse pick-up / 1 :
LED on; signals from pulse pick-up are
missing)
3821 LED_PICK_UP2 Checking pulse pick-up 2 (0: LED off; 0/1 1
signals coming in from pulse pick-up / 1 :
LED on; signals from pulse pick-up are
missing)
3822 LEDJUmiATOR Checking the actuator (0: LED off; actua- 0/1 v.

tor healthy / 1 : LED on; actuator at fault)

3823 LED_VOLTAGE Voltage control of amplifier (0: LED off = 0/1 1-
voltage ok. / 1 : LED on = voltage too low
or too high)
3824 LED_ERROR Error monitoring (0: LED off = no occur- -0/1 1
rence of error / 1 : LED on = occurrence
of at least one error)
3825 LED_BOOST Boost pressure dependent (LDA) limitati- 0/1 1
on of actuator travel
(0: LED off = LDA limitation currently
inactive / 1: LED on = LDA limitation
currently active)
3826 LED_MAX Speed dependent limitation of actuator 0/1 1
travel (0: LED off = full load limitation
currently inactive / 1 : LED on = full load
limitation currently active)
3827 LED_MIN Zero load delivery characteristic 0/1 1
(0: LED off = actuator position above
characteristic curve / 1 : LED on = actuator
position below characteristic curve)
3830 PHASE Actual phase of speed control 0..9 1
3831 TURN_SWITCH Position of turn switch 0..15 1
3840 HARDWARE_VERSION Version number of governor hardware 0..9999 1
3841 ADD_HARDWARE_VERSION Version number of additional hardware 0..9999 1
3842 SOFTWARE_VERSION Version number of governor software 0..65535 1
3843 USR_SOFTWARE_VERSION Version number of user software 0..65535 1
3850 IDENTIRER Identity number of PC-program / Hand 0..65535 1
Held programmer
3851 LASTJDENTIRER Identification number of last parameter 0..65535 1
modification saved
3852 USER_PROG_IDENTIRER Identification number of the last saving of 0..65535 1
a user program
3865 CALCULATION_TIME Value of remaining calculating time for 0..100 % 1
main processor
3870 TIMER Timer (seconds counter) 0..65535 1
3900 AMPLIRER_CIRCUIT Amplifier circuit (0 = bridge branch A / 0/1 1
1 = bridge branch B)
3905 FEEDBACK_SWING Value for oscillations of reference coil 0..100 % 1
signal
3907 PID_SERVO_CORR Correction factor for the PID-parameters 0..100 % 1
of the servo drcuit

74 Programming Digital Controls

 HEINZMANN Speed Governors

No. Designation Signification Range Unit Level

3916 SERVO_CURRENT_SETP Set value for current through actuator -100.. 100 % 1
3917 SERVO_CURRENT_CORR Current setpoint corrected via voltage for 0..100 o/o 1
the actuator
3926 SERVO2_CURRENT_SETP Set value for current through 2nd actuator -100.. 100 % 1
3927 SERV02_CURRENT_CORR Current setpoint corrected .via voltage for 0..100 o/o 1
the 2nd actuator
3936 SERV03_CURRENT_SETP Set value for current through 3rd actuator -100.. 100 o/o 1
3937 SERV03_CURRENT_CORR Current setpoint corrected via voltage for 0..100 o/o 1
the 3rd actuator
3950 FEEDBACK Unnormalized value of feedback 0..65535 1
3955 FEEDBACK_REF Unnormalized value of reference coil 0..65535 1
3960 FEEDBACK2 Unnormalized value of 2nd feedback 0..65535 1
3965 FEEDBACK2_REF Unnormalized value of 2nd referene coil 0..65535 1
3970 FEEDBACKS Unnormalized value of 3rd feedback 0..65535 1
3975 FEEDBACK3_REF Unnormalized value of 3rd reference coil 0..65535 1

Programming Digital Controls 75

HEINZMANN Speed Governors

6.3 List 3: Functions

No. Designation Signification Range Unit Level
4002 PICK_UP2_ON 1 = pulse pick-up 2 available 0/1 4
4060 SPEED_MIN_TEMP_ON Temperature dependent increase of idling 0/1 3
speed (0 = off / 1 = on)
4070 SPEED_VARIATION_ON Speed setpoint jump generator 0/1 3:=
(0 = off / 1 = on)
4100 PID_MAP_ON Tag map for optimization of PID values 0/1 4
(0 = off / 1 = on)
4130 UNDERSHOOT_LIMIT_ON Limitation of undershooting 0/1 3
(0 = off / 1 = on)
4131 OVERSHOOT_LIMIT_ON Limitation of overshooting 0/1 3
(0 = off / 1 = on)
4160 PID_MAP_TEMP_ON Temperature dependent correction of 0/1 4
stability tag map (0 = off / 1 = on)
4230 SPEED_RAMP_ON Ramp function for speed setpoint 0/1 2
(0 = off / 1 = on)
4232 SECTIONAL_RAMP_ON Sectional ramp function for speed setpoint 0/1 2
(0 = off / 1 = on)
4400 GOVERNOR_MODE Governor operating mode: 0/1 4
0 = variable speed control /
1 = idling/maximum speed control
4430 IM_RAMP_ON Ramp function for actuator position set- 0/1 2
point when operating as idling / maximum
speed control (0 = off / 1 = on)
4500 OIL_WARN_CURVE_ON Monitoring curve for oil pressure warning 0/1 4
(0 = off / 1 = on)
4520 BOOST_CURVE_ON Boost pressure dependent limitation of 0/1 4
actuator travel (0 = off / 1 = on)
4550 OIL_ECY_CURVE_ON Oil pressure monitoring curve with emer- 0/1 4
gency stop (0 = off / 1 = on)
4570 MAX_CURVE_TEMP_ON Temperature dependent lowering of full 0/1 4
load characteristic (0 = off / 1 = on)
4600 POWER_CNTRL_CURVE_ON Power control (0 = off / 1 = on) 0/1 4

4700 MAX_CURVE_ON Speed dependent limitation of actuator -0/1 4

travel (0 = off / 1 = on)
4800 SIM_SWITCH_ON Simulation digital inputs 0/1 4
(0 = off / 1 = on)
4810 SIM_MOTOR_STOP Simulation of switch state "Engine off" 0/1 4*-

4811 SIM_SPEED_MIN Simulation of switch state "Minimum 0/1 4

speed"
4812 SIM_DROOP Simulation of switch state "Droop 1/2" 0/1 4

4813 SIM_TORQUE_LIMIT Simulation of switch state "Torque limit" 0/1 4"

4814 SIM_RANGE Simulation of switch state "Speed range 0/1 4

1/2"
4815 SIM_SPEED_FIX1 Simulation of switch state "Fixed speed 1 " 0/1 4

4816 SIM_SPEED_RX2 Simulation of switch state "Fixed speed 2" 0/1 4

4817 SIM_ACT_POS_MAX Simulation of switch state "Limiting functi- 0/1 4

ons 1/2"
4818 SIM_SLIDE Simulation of switch state "Slide protecti- 0/1 4
on"

76 Programming Digital Controls

 HEINZMANN Speed Governors

No. Designation Signification Range Unit Level

4819 SIM_SPEED_SETP3 Simulation of switch state "Speed level 0/1 4
switch 3"
4820 SIM_SPEED_SETP2 Simulation of switch state "Speed level 0/1 4
switch 2"
4821 SIM_SPEED_SETP1 Simulation of switch state "Speed level 0/1 4
switch 1"
4822 SIM_SPEED_SETPO Simulation of switch state "Speed level 0/1 4
switch 0"
4823 SIM_GAS Simulation of switch state."Gas operation" 0/1 4

4824 SIM_BUS_FAIL Simulation of switch state "Bus (power) 0/1 4

failure"
4825 SIM_SPEED_INC Simulation of switch state "Speed increa- 0/1 4
se"
4826 SIM_SPEED_DEC Simulation of switch state "Speed decrea- 0/1 4
se"
4827 SIM_SETPOINT1 Simulation of switch state "Setpoint adju- 0/1 4
ster 1 active"
4828 SIM_SETPOINT2 Simulation of switch state "Setpoint adju- 0/1 4
ster 2 active"
4829 SIM_UMIT_SETP1 Simulation of switch state "Freeze setpoint 0/1 4
1"
4830 SIM_UMIT_SETP2 Simulation of switch state "Freeze setpoint 0/1 4
2"
4831 SIM_GOVERNOR_MODE Simulation of switch state "Governor ope- 0/1 4
rating mode"
4832 SIM_CRUISE_CNTRL Simulation of switch state "Cruise control" 0/1 4

4833 SIM_START Simulation of switch state "Forced start" 0/1 4

4900 MIN_CURVE_ON Zero load delivery characteristic 0/1 4

(0 = off / 1 =on)
5000 PUMP_CURVE_ON Pump characteristic (0 = off / 1 = on) 0/1 4

5004 ECY_AQUATOR_DIF Emergency shutdown by 0/1 4

ERR_ACTUATOR_DIF (0 = off / 1 = on)
5005 ECY_AMPLIRER Emergency shutdown by 0/1 4
ERR_AMPLIFIER (0 = off / 1 = on)
5006 ECY_SPEED_OVER Emergency shutdown by 0/1 4
ERR_SPEED_OVER (0 = off / 1 = on)
5020 ECY_SETPOINT1 Emergency shutdown by ERR_SETPOINT1 0/1 4
(0 = off / 1 = on)
5021 ECY_SETPOINT2 Emergency shutdown by ERR_SETPOINT2 0/1 4
(0 = off / 1 = on) r

5022 ECY_SETPOINT3 Emergency shutdown by ERR_SETPOINT3 0/1 4

5023 ECY_BOOST
5024 ECY_OIL_PRESSURE
5025 ECY_TEMP_COOL_WATER
5026 ECY_TEMP_OIL
(0 = off / 1 = on)
Emergency shutdown by ERR_BOOST 0/1 4
(0 = o f f / l =on)
Emergency shutdown by 0/1 4
ERR_OIL_PRESSURE (0 = off / 1 = on)
Emergency shutdown by 0/1 4
ERR_TEMP_COOL_WATER
(0 = off / 1 = onl
Emergency shutdown by ERR_TEMP_OIL 0/1 4
(0 = off/ 1 =on)

Programming Digital Controls 77

HEINZMANN Speed Governors

No. Designation Signification Range Unit Level

5027 ECY_TEMP_CHARGEJMR Emergency shutdown by 0/1 • . 4-,-
ERR TEMP_CHARGE_AIR
(0 = off / 1 = on)
5028 ECY_SYNCHRON_INPUT Emergency shutdown by 0/1 4
ERR_SYNCHRON_INPUT
(0 = off / 1 = on)
5029 ECY_LMG_INPUT Emergency shutdown by 0/1 4
ERRJLMGJNPUT (0 = off / 1 = on)
5030 ECY_GAS_PRESS_MIX Emergency shutdown by 0/1 4
ERR_GAS_PRESS_MIX (0 = off / 1 = on)
5031 ECY_GAS_PRESS_RED Emergency shutdown by 0/1 4
ERR_GAS_PRESS_RED (0 = off / 1 = on)
5070 HOLD_LAST_SETP_ON Hold last valid set value on failure of a 0/1 4
setpoint adjuster (0 = off / 1 = on)
5072 RESET_AU\RM_ON Reset the alarm output for approx. 1 s in 0/1 4
case that another error occurs
(0 = off / 1 = on)
5210 DIGITAL_SYNCHRON_ON Modification of set values during synchro- 0/1 2
nization (0 = analogue / 1 = digital)
5230 LMG_ADJUST_ON Load measuring unit (0 = off / 1 = on) 0/1 2

5310 VELOCITY_LIM1T_ON Velocity limitation (0 = off / 1 = on) 0/1 2

5311 VELOCITY_MAX_MODE Determination of maximum permissible 0/1 2

velocity (0 = by parameter VELOCITYJvlAX
/ 1 = by turn switch)
5312 VELOCIMETER_MODE Input of velodmeter signal (0 = frequency 0/1 2
/ 1 = pulse-width modulation)
5313 THRUST_ON Monitoring of overspeed by CPU1 during 0/1 4
thrust operation (0 = active / 1 = inactive)
5350 ANALOG_SETPOINT_ON Change-over to analogue setpoint adjuster 0/1 2
for railroad operation (0 = digital setpoint
adjuster via speed level switch / 1 = ana-
logue setpoint adjuster
5400 PID_CURVE_GAS_ON Stability characteristic for optimization of 0/1 4
the PID values of the gas actuators (0 =
off / 1 = on)
5430 ACTUATOR3_FOR_GAS_ON 3rd actuator operating as gas actuator 0/1 4
(0 = off / 1 = on)
5460 DIESEL_GAS_RATIO_ON Direct input of diesel-gas-ratio during mi- 0/1 4
xed operation (0 = off / 1 = on)
5470 DUAL_ACTUATOR_ON Speed governor with synchronous actua- 0/1 4
tors 2 und 3 (0 = off / 1 = on)
5700 POSITIONER_ON Speed governor working as positioner 0/1 2
(0 = off / 1 = on)
5701 POSITIONER_VAR_ON Actuator position jump generator in posi- 0/1 2
tioning mode (0 = off / 1 = on)
5710 SIM_ENGINE_ON Integrated engine simulator 0/1 2
(0 = off / 1 = on)
5715 SIM_ACTUATOR_ON Simulation of actuator (0 = off / 1 = on) 0/1 4

5740 SIM_ADC_ON Simulation of analogue inputs 0/1 4

(0 = off / 1 = on)
5742 SIM_SETPOINT2_MODE Simulator function for 2902 SETPOINT2 0/1 4
with engine simulator enabled (0 = engi-
ne load / 1 = actual speed)

78 Programming Digital Controls

 HEINZMANN Speed Governors

No. Designation Signification Range Unit Level

5760 SIM_BOOST_ON Simulation of boost pressure 0/1 4
fO = o f f / 1 = on)
5900 AMPLIRERJDN Amplifier 0/1 2
(0 = off/ 1 =on)

Programming Digital Controls 79

HEINZMANN Speed Governors

6.4 Liste 4: Characeristics and Tag Maps

No. Designation Signification Range Unit Level
6100 PID_MAP_SPEED(x) Speed values for stability tag map 0..4095 rpm 2
to
6109
6150 PID_MAPJ\CT_POS(x) Actuator positions for stability tag map 0..100 % 2-1- .
to
6159
6200 PID_MAP_CORR(x) Correction factors for stability tag map 0..400 % 2.
to
6299
6400 BOOST_CURVE 1 _BST(x) Boost pressure values for boost pressure [52Z.523] bar 4
to dependent fuel limit curve 1
6409
6420 BOOST_CURVE 1 _POS(x) Actuator positions for boost pressure de- 0..100 0/0 4
to pendent fuel limit curve 1
6429
6450 BOOST_CURVE2_BST(x) Boost pressure values for boost pressure [S22..523] bar 4
to dependent fuel limit curve 2
6459
6470 BOOST_CURVE2_POS(x) Actuator positions for boost pressure de- 0..100 o/o 4-,
to pendent fuel limit curve 2
6479
6500 OIL_WARN_SPEED(x) Speed values for oil pressure warning 0..4095 rpm 4
to characteristic
6509
6520 OIL_WARN_PRESS(x) Oil pressure values for oil pressure war- [500..501] bar 4
to ning characteristic
6529
6550 OIL_ECY_SPEED(x) Speed values for oil pressure emergency 0..4095 rpm 4
to stop characteristic
6559
6570 OIL_ECY_PRESS(x) Oil pressure values for oil pressure emer- [500..501 bar 4
to gency stop characteristic
6579
6600 POWER_CONTROL_SP(x) Speed values for power control 0..4095 rpm 4
to
6614
6650 POWER_CNTRL_POS(x) Actuator positions for power control 0..100 % 4
to
6664
6700 MAX_CURVEl_SPEED(x) Speed values for the speed dependent 0..4095 rpm 4
- to fuel limit characteristic v - -—
6729
6750 MAX_CURVEl_POS(x) Actuator positions for the speed depen- 0..100 % 4
to dent fuel limit characteristic 1
6779

80 Programming Digital Controls

 HEINZMANN Speed Governors

No. Designation Signification Range Unit Level

6800 MAX_CURVE2_SPEED(x) Speed values for the speed dependent 0..4095 rpm 4
to fuel limit characteristic 2
6829
6850 MAX_CURVE2_POS(x) Actuator positions for the speed depen- 0..100 o/o 4
to dent fuel limit characteristic 2
6879
6900 MIN_CURVE_SPEED(x) Speed values for the zero load delivery 0..4095 rpm 4
to characteristic
6929
6950 MIN_CURVE_POS(x) Actuator positions for the zero load deli- 0..100 % 4
to very characteristic
6979
7000 PUMP_JACT_POS(x) Actuator positions for the pump characte- 0..100 % 4
to ristic
7014
7050 PUMP_DELIVERY(x) Delivery values for the pump characteristic 0..100 % 4
to
7064
7200 ACT_POS_RX(x) Actuator positions for railroad operation 0..100 o/o 2
to (Speed levels for operation as id-
7215 ling/maximum speed control)
7300 SPEED_RX(x) Speed values for railroad operation 0..4095 . rpm 2
to (Speed levels for operation as variable
7315 speed control)
7400 PID_GAS_ACT_POS(0) Actuator positions for the stability cha- 0..100 O/Q 2
to racteristic of gas actuators
7414
7450 PID_GAS_CORR(0) Correction factors for the stability characte- 0..400 % 2
to ristic of gas actuators
7464

Programming Digital Controls 81

 VN 115/87EMC, VN 115/87

Operating Instructions VN 116/87 EMC, VN 116/87

Article No.: 10024
Edition: 04 U VN 215/87 EMC, VN 215/87

E R-AUTO IX/I ATI O IM

INDUSTRIELLE AUTOMATIONSTECHNIK KG

D-66440 Blieskastei/Saar • Industriering 14 • Germany / SW

Tel. ++ 49 (0) 6842 / 508-0 • Telex 44 685 • Fax ++ 49 (0) 6842 / 508-260
 It is recommended to read this instruction manual
before commencing the repair, assembly or
commissioning of the oil mist detector system!

CAUTION: The manufacturer's warranty will become

void if these instructions are not followed!

Unless notified to the contrary, these operating

instructions are applicable for:

VN 115 787-EMC
VN 116/87-EMC
VN 215 787-EMC
VN 115 787
VN 116787
VN 215 7 87

In case of an oil mist alarm, the oil mist

detector (OMD) must be in condition to react
within the next few seconds and shut down
the engine, in order to minimise immediate or
consequential damages!

The corresponding relay contacts are instantly

connected to trigger the alarm safety system!
Safety Signs
in general

r_ Safety Signs
/\ electrical

C'mos
 Inhalt,
Index
1. Product Description

2. Installation

3. Commissioning

4. Performance Test / Maintenance

5. Failures and Corrective Action

6. Repairing

7. Spare Parts

8. Service Facility Addresses

9. Brochures, Leaflets, etc.

10. General Information

/ „ Notes

12. Options
 —k
1.01
Product Description

Application
Oil mist detectors of the VISATRON series protect large diesel engines of all
operation classes against serious damages originating from crankdrive bearing or
piston component overheating.

Functional Description
The atmosphere of the crankcase compartments is continuously drawn out by
means of headers and directed through an optical opacity measuring track. In this
measuring track the opacity (turbidity) of the drawn crankcase atmosphere is
determined by means of infrared light.

Main Structural Components ( see Fig. 1.01 / 1 to 1.01 / 3 )

1. Base plate with air jet pump for generating the required negative
pressure ( 1 ) and main connector plug ( 5 )
2. Measuring head with electronic module, display window ( 2 )
and inspection cover ( 3 )
3. Connection for headers ( 4 ) or individual pipes ( 6 )

Connection for headers designed as:

VN115/87, VN 115 787 -EMC (see Fig. 1.01/1 )

Connecting box for connecting two header pipes
(This type of oil mist detector may show an oil mist alarm, without identifying
the individual compartment of damaged engine side )
VN 116 / 87, VN 116 / 87 - EMC ( see Fig. 1.01 / 2 )
Valve box for connecting two header pipes
(This type of oil mist detector may show an oil mist alarm, identifying in the
valve box window whether a damage has occurred in compartments located
either to the left side or the right side of the detector )
VN 215 / 87, VN 215 / 87 - EMC ( see Fig. 1.01 / 3 )
Valve box for connecting up to ten individual pipes
(This type of oil mist detector may show an oil mist alarm, identifying in the
valve box window in which individual compartment the damage has occurred )

VN 115/87-EMC VN 116/87-EMC VN 215/87-EMC

VN 115/87 VN 116/87 VN 215/87

1.01/1 1.01/2 1.01/3 12.95

1.02
Technical Data

Operating voltage: 24 V DC +/- 25%, with reverse battery protection

Electrical Data
Power consumption: Maximum 3 A

Electromagnetic
compatibility: Wiring failures:
50 Hz to 10 kHz, 3 V eff. 710 kHz to 50 MHz, 1 V eff.
Only
Electromagnetic fields:
VN 115/87
30 kHz to 200 MHz, field strength 10 V / m.
VN 116/87 Damped oscillation:
VN 215/87 1 MHz,1 kV, 400 pulses per second,
High- energy pulses:
0.5 joule, 5 kV, Ri = 500 Q

Electromagnetic fields:
30 kHz to 1 GHz with 10 V/m, Ace. to IEC 801 - 3
VN 115/87-EMC ( ambient class 3, 10 V / m, 30kHz - 16Hz )
VN 116/87-EMC Fast transients ( burst ):
VN 215/87-EMC Ace. to IEC 801 - 4, ( ambient class 3 )
In addition: Electrostatic discharge:
Ace. to IEC 801 - 2

Load to relay outputs: Maximum 60 V AC / DC, 2 A AC / DC, 60 W, 125 VA

Sensitivity: 1st row: switch position, 2nd and 3rd row: required
opacity for triggering an alarm

Switch position: 2 3 4 5 6 7 8 91 0

Alarm level: (% of opacity)

of VN 115/87-EMC 0,5, 1,0 ^ 2,0 3,0 5,0 7,0 10,0 15,0 25,0
andVN 115/87

Alarm level: (% of opacity)

of VN 116/87-EMC
;
and VN 116/87 0,7* 1,1 J * 2,4 3,7 5,5 '8,2 12,4 ^18 27,8
of VN 215/87-EMC
and VN 215/87
-
12.95

Technical Data
Negative
pressure measured:
Driving air for air jet pump:
Air consumption:
Protection:
Admissible operating
temperature range:
Admissible oil mist
temperaturerange:
Admissible storage and
transport temperature range:
Humidity:
Vibration:
Dimensions:
Weights:
Pipe connections for
suction system:
1.03
At least 60 mm, maximum 80 mm W.G.
in Measuring Unit
Pneumatic Data
0.3 to 0.5 bar
Dependent on the number of
suction points, however, max. 1 normal m3/ h
IP 44
0° C bis +70° C
Maximum +70° C
Ambient Conditions
- 25° C bis +80° C
Maximum 90% relative humidity
Maximum acceleration 6 g
( see drawings 1.04 /1,1.04 / 2,1.05 /1 )
VN 115 / 87, VN 115 / 87 - EMC 7.5 kg
VN 116 / 87, VN 116 / 87 - EMC 9.4 kg
VN 215 / 87, VN 215 / 87 - EMC 9.6 kg
Mechanical
Data
VN 115 / 87, VN 115 / 87 - EMC and
VN 116/87, VN 116 / 87 - EMC
Header ( two pieces, ø 22 x 2 ( i.d. 18 mm )
maximum length: 9 m, R 1/2" and R 3/4"
VN215/87.VN215/87-EMC
Individual pipes (maximum 10 pieces ),
014 x 2 ( i.d. 10mm ) maximum length: 9 m
12.95
ro
<o
en
I i
s> -*-* Cl
I -
* a 5 n
<n
6'
N Q N
a
O O

O O o o

G 3/4 A
G 3/4 A
 1.05

ca.159

VN 215/87-EMC
VN215/87

1.05/1

4 threads or holes for screws M8

Fastening
VN 115/87-EMC
VN 116/87-EMC
VN 215/87-EMC
VN 115/87
VN 116/87
VN 215/87

120

1.05/2
12.95
 2.01
Installation

General

It is important to emphasize cleanliness during the assembly work!

Clean pipelines and fastening parts before assembly.
Lay pipes in a stress- free manner!

Installation position of the device:

Locate the oil mist detector in a vertical position!
Make sure not to install the device within the airflow of blowers or air deflectors.

Suction pipes VN 115 / 87 - EMC and VN 116 / 87 - EMC ( see Fig. 2.1 / 1 )
Material: Seamless steel pipes,
header ( 1 ) 22 x 2 mm ( i.d. 18mm ), max. length: 9 m
suction pipes ( 2 ) 1 0 x 2 mm ( i.d. not less than 6mm )

Pipe Laying: Ascending to the device,

Ascending
ascending gradient 2% to 4%, without sagging, avoid oil collection
Gradient 2% to 4%!
( see Fig. 2.01 / 1 )

Consider toavoid oil

collection when laying
the headers! Oil must
always drain back to
engine

VN 115/87-EMC
VN 116/87-EMC
VN 115/87
VN 116/87

2. 01 / 1 12.95
2.02

VN 115/87-EMC
Headers above suction noints for:

VN 116/87-EMC und

VN 115/87
VN 116/87

without
pipe end- siphon

Lay headers in
ascending direction
to the detector! 2. 02 / 1

Headers below suction points:

with
pipe end- siphon

Lay headers in
asccending direction
to the detector!

2.0212

(Ï) Header pipe 022 mm x2 mm (i.d. 18mm )

(2) Compartment suction pipes to header 010 mm x 2 mm

( i.d. not less than 6mm )

(3) Pipe end- siphon 100 mm with oil return back to the engine,
or 200 mm with oil discharge outside the engine

12.95
 2.03

VN 215/87-EMC
VN 215/87

Lay suction pipes in

descending manner!

'— Suction funnel

2. 03 / 1

Suction pipes VN 215 / 87 - EMC, VN 215 / 87

Material: Seamless steel pipes, 14 mm x2 mm ( i.d. 10mm )

Pipe Laying: Ascending to the device, ascending gradient 2 - 4%

( see Fig. 2. 03 / 1 )

Siphon blocks

Pipes can be

mounted horizontally

Avoid sagging or

oil collection
— Suction funnel

2.0312

12.95
2.04
îuciïcn funne! in the crsnkcass eorr.partrr.sp.t

The suction funnels have to be fitted in such a way that flooding by splashing
bearing oil or returning Piston cooling oil is avoided ( see Fig. 2. 04 / 1 ).
Caution: Make sure funnels are not interfering with
rotating or moving parts of the engine.

Sense of
engine rotation

Suction funnel Suction funnel Suction funnel

for siphons and for sipons and only for
engine wall connection engine wall connection engine wall connection

2.04/1

Suction funnel with

oil discharge labyrinth
Sense of
engine rotation

O
Push in
suction funnel pipe
firmly to the stop
Oil mist
during assembly!
Crankcase
compartment
Oil return
Engine wall

2. 04 / 2

Straight engine wall connection Engine wall connection LL - type

Observe mounting
position!

Engine wall connection L - type

12.95 2. 04 / 3
 2.05
Installation of siphon blocks

cutting ring

2. 05 /1 2.05/4

2. 05 / 2 2.05 / 5

Tightening torque: 30 Nm

2.05/3 2.05/6

12.95
2.06
Suction piping of VN 215 / 87 - EMC

Connecting flange,
Valve box

len right

4 - cylinders

5-cylinders

5 - cylinders

6 - cylinders

7 r cylinders

Connection numbers
to valve box

Closed by
drain plug
Connection for Unused pipe connection bores in flangeare to be plugged
suction pipe
with the supplied viton plugs.
12.95
 2.07
Suction piping of VN 215 787 - EMC

Connecting flange,
Valve box
left right

7 • cylinders

8 - cylinders

9 - cylinders

9 - cylinders

10 • cylinders

Connection numbers
to valve box

Closed by
drain plug
Connection for
Unused pipe connection bores in flangeare to be plugged suction pipe
with the supplied viton plugs.
12.95
2.08
Air supply

No back pressure
and no oil collection
is allowed in
exhaustair pipe!

2. 08 /1

0 Discharge funnel
(2) Draft air connection set
Parts are not included (5) Exhaust air connection
in the scope of supply, Pressure regulator unit consisting of:
but they can be ® Throttle block
purchased as an option! (5) Pressure connection 2 -12 bar
(6) Pressure regulator

If parts are not included in the scope of supply they can be purchased as an option!
To avoid backpressure, lay exhaust pipes without any reducers (DN 22).
Avoid sagging and oil collection in pipes ( See drawing 2. 08 / 1 )

Electrical connection ( see Fig. 2. 09 / 1 )

Connection: 24V DC
min. 18V
max. 30 V
Power consumption: 3A
Protection: 4 A with semi time- lag

When power is supplied by batteries, charging voltages of more than 30 V

might occur. These voltages are not permitted. Device will go into failure mode.
Voltage limiters must be installed! ( See Fig. 2. 09 / 2 )

12.95
 2.09
Terminal Plan

Oil mist detector Ship system /

Alarm system

4 A with semi time-lag

'

24 V DC 25%, maximum 3 A

Oil mist detector In operation

Device in operation: green READY LED on,
Voltage: contacts 4 and 5 closed,
maximum 60 V AC / DC contacts 3 and 5 open
Current: Device faulty: green READY LED off,
maximum 2 A contacts 3 and 5 closed
maximum 60 W /125 VA contacts 4 and 5 open

OH mist alarm for alarm system

Alarm relay
Oil mist alarm: green READY LED on,
Resistor for red ALARM LED on,
wire break contacts 7 and 8 closed
(Interrupted circuit contacts 6 and 8 open
monitoring) No oil mist alarm: contacts 6 and 8 closed
contacts 7 and 8 open

2 lines shielded:
Analog display, Art. No. 150 066
0 - 1 mA
Ri S 400 n

Reserved for the manufacturer,

do not utilisel

Oil mist alarm for safety system

Alarm relay Oil mist alarm: green READY LED on,
red ALARM LED on
Resistor for contacts 15 and 16 closed
wire break inspection contacts 14 and 16 open
No oil mist alarm: contacts 14 and 16 closed
contacts 15 and 16 open

2. 09 / 1

Power supply connection for battery supply

V H

2.09/2 12.95
 3.01
Commissioning

Adjust suction pressure

The suction pressure must be calibrated by adjusting the pressure regulator when
the engine is at a standstill. Make sure ventilation of the engine room is in operation
( pressure difference in room ). An increase or decrease of the pressure
in the crankcase compartment during operation and its effect on the flow velocity
of the oil mist in the suction pipes, is largely compensated by the internal restriction
integrated in the device, (e.g., +25 mm W. G. in the crankcase compartment against
the atmosphere account for an increase of the oil mist flow velocity in the suction
pipes of approx. 8%; +50 mm W. G. of approx. 14%, a negligible figure).
This is important because precipitation of minute oil droplets of the oil mist
increases with a too high flow rate, thus reducing the sensitivity of the device.

Pressure regulator unit

3. 01 /1

1. Connect U-tube pressure gauge at inspection cover. ( See Fig. 3. 02 / 1 )

( Pressure gauge is included in the service box, available as an option )
2. Loosen nut (1) and turn setscrew (2) in clockwise direction gently up to the stop.
3. Open safety cover ( 3 ) at the throttle ( 5 ) and manually turn setscrew ( 4 )
in clockwise direction gently up to the stop. Adjust 60 mm W. G.!

4. Switch on compressed air supply with inlet pressure ( range 2 to 12 bar ).

The pressure gauge should now read zero pressure. After adjustment,
5. Turn setscrew ( 4 ) in counterclockwise direction until the U- tube remove U- tube
pressure gauge indicates a negative pressure of 80 mm W. G. pressure gauge
6. Close safety cover. and screw in the
7. Turn setscrew ( 2 ) in counterclockwise direction until the negative pressure previously removed
is only 60 mm W. G. plug
8. Tighten counternut ( 1 ).

12.95
3.02

U-Tube pressure gauge

3. 02 / 1

Filling of siphons

— Slide pump filling

pipe up to the stop!

3. 02 / 2
1. Remove plug ( 1 ) and seal ring ( 2 ).
2. Introduce filling pump ( 3 ) against the stop.
3. Secure filling pump with fitting and slightly tighten union nut.
4. Pump 10 to 12 times with fast strokes.
5. After the filling process has been completed, remove pump and tighten
plug ( 1 ) and seal ring ( 2 ).
6. Measure negative pressure in the last siphon.

Apply power supply

Switch on power supply after checking the wiring.

12.95
 3.03
Device Operation

Control and display elements

After the preparation work has been carried out ( commissioning ) the device sets
itself to normal operation in approx. 30 seconds, after the power supply has been
switched on. This phase is indicated by a blinking LED No. 1.

The device only needs to be controlled, if:

- an oil mist alarm is recognized

- a malfunction of the oil mist detector is recognised
- the oil mist detector has to be maintained.

The present state of the device is indicated in the display window:

Visatron Display Window

Left side: LED No. (= error code) Right side: opacity in %

(flashlight) \v / (steady burning light)

f No

^
Alarm LED Alarm 14 7

5
•-•;..• Opacitydisplay
10
;: (Opacity)

y®.;
Test 7 1
Test LED
0,6
4
0,3
Ready LED
_

B
.
1
1
1
t1
1
6
o
j<

** .-
X-N.
/\V Alarm level switch
Alarm Level
.-. -:•. • .-.;.-.
X
3.03 /1

12.95
3.04
Display and function during normal operation:

The basic state ( oil mist opacity below alarm level ) is marked by
( see Fig. 3. 03 / 1 ):

- green READY LED is on

- the percentage of change in oil mist opacity with regard to basic opacity is
shown on the opacity display
- TEST LED is off
- ALARM LED is off
- READY relay switched on
- ALARM relay switched off
- RESET button showing no function
- all valves in the valve box are opened, visible by the symbols displayed in the
inspection windows of the valve box
( only VN 116 / 87 - EMC, VN 116 / 87 and VN 215 / 87 - EMC, VN 215 / 87 )

only Opacity increase beyond search run level

VN 116/87-EMC The search run level is fixed to 10 % of the adjusted alarm level. Valves in the

VN 116/87 valve box are activated according to a defined algorithm in order to find the

VN 215/87-EMC corresponding engine side or compartment showing an increasing opacity

VN 215/87 ( search run ). The search run can be interrupted by pressing the RESET button.

Further opacity increase beyond alarm level marked by:

- blinking red ALARM LED
- READY relay is switched on
- ALARM relay is switched on
- 3 red symbols in the inspection window of the valve box showing the
engine side on which the damage has occurred
( only VN 116/87 -EMC, VN 116 787)
- a red symbol in the inspection window of the valve box showing the
compartment in which there is the highest opacity.
( only VN 21 5/ 87- EMC, VN 21 5/ 87 )

Alarm condition reset to basic state

- By pressing the RESET button
- If there is a device failure, e. g. breakdown of driving air supply
( READY LED is off )

12.95
 3.05
Display and function in case of a failure
A failure is shown by:
- green READY LED switched off
- the LED assigned to the failure is blinking in the opacity display
- TEST LED switched off
- ALARM LED switched off
- READY relay switched off
- ALARM relay switched off
- RESET button toggling from fault indication to opacity display and vice versa

Oil mist opacity exceeds alarm level

- TEST LED is additionally switched on
- READY LED remains switched off
- ALARM LED remains switched off!

Assignment of blinking LEDs on the opacity display showin device failure:

LED No. Cause of failure

14 Negative pressure in the measuring compartment too low
13 Infrared filter dirty
12 Not assigned
11 Ambient temperature < = 0° C
10 Ambient temperature > = 70° C
9 Electronics temperature < = 0° C
8 Electronics temperature > = 75° C
' 7 Reset button defective
6 Not assigned
5 Switch for adjusting sensitivity defective
4 Infrared light track defective
3 Flow control defective
2 Electronic module defective
1 Blinking for about 30 seconds after the oil mist detector
has been switched on ( warm-up phase )

To eliminate malfunctions see chapter "Failures"!

12.95
3.06
ALARM LEVEL Switch

Meaning of switch positions:

Modifications
only permitted by 1 = Highest sensitivity

consultation with the 4 = Factory-set sensitivity

manufacturer! 10 = Lowest sensitivity

To change sensitivity
( this must be done by authorized personnel only! ):

- Pull out plug with RESET button

Touch electronic - Unscrew measuring head casing

module only at - Remove electronic module (see Fig. 6.02/1)

exterior edges - Adjust new sensitivity at ALARM LEVEL switch by means of a screwdriver

of printed circuit - Reinsert electronic module

board! - Screw on measuring head casing

- Reconnect plug with RESET button

12.95
 3.07
Function of relay outputs

Function of READY relay

( corresponding to the state READY LED ) f see pig. 2. 0911 )
- The relay is switched on when the oil mist detector is in operation

Function of ALARM relay

- The relay is switched on when the opacity exceeds the adjusted alarm level.

- Wire break monitoring by the alarm system is made possible by wire break
resistors installed between contacts 7 and 8 as well as between 14 and 16
( 33 kQ factory-preset ).

- To replace the line break resistors the electronic module must be removed.
The resistors are located near the relay on the lowest printed electronic board
(R222, R 223).

Attention:
In case of an oil mist alarm, the oil mist detector (OMD) must be in condition
to react within the next few seconds and shut down the engine,
in order to minimise immediate or consequential damages

12.95
3.08
Performance Test

Attention
The engine is uncontrolled during this performance test!

A performance test of the device without an alarm being indicated externally

can be carried out as follows:
- Open the cover of the measuring head casing
- Wait until the READY LED is switched off ( after about 10 seconds ) and LED14

Search Run only: is blinking ( negative pressure in the measuring compartment too low )

VN 116/87-EMC - Darken the measuring track with filter glass or another object

VN 116/87 - Search run ( as described in 3. 04 ) is started

VN 215/87-EMC - TEST LED lights up when alarm level is reached

VN 215/87 - Alarm reset by pressing the RESET button

" By pressing the RESET button once again the display switches over
from fault indication to opacity display
- Close cover again
- Device is again ready for operation after about 15 seconds
( READY LED is switched on )

Attention
Take care that the cover of the measuring head casing is definitely closed
after the performance test has been carried out in order to ensure that the
engine is controlled again!

12.95
 3.09

When painting works are carried out near the device,

the draft air supply to the device has to be turned off,
in order to prevent the scavenging air filters from clogging.

Shut Down

- Stop driving air supply

- Do not switch off the power supply

Storage
in closed rooms

T min -25°C Avoid

T max +80 C
° condensation!
Maximum air humidity 85%

12.95
 4.01
Performance Test / Maintenance

Performance test
(To be preformed before the engine is started):

- Pull out the main supply plug,

green READY LED will go off
- Re- install main supply plug,
LED No. 1 is blinking for about 30 seconds, then:
the green READY LED and LED No. 1 light up.
Device is ready for operation
- Open inspection cover at the measuring head.
After about 15 seconds the green READY LED and
LED No. 1 turn off simultaneously.
LED No. 14 is blinking
( meaning: negative pressure in the measuring compartment is too low )
- Close inspection cover at the measuring head again.
LED No. 1 is blinking for about 15 seconds.
The green READY LED subsequently switches on.
Device is ready for operation.

Performance test with test vapour, e. g. vapour distillate from the service box
( to be performed only when engine is not running )

- Open crankcase - cover of a compartment in order to access

a suction pipe or sampling funnel.
- Fill the plastic bag ( found in the service box ) with vapour
- Affix the plastic bag to suction pipe or sampling funnel.
- Allow the oil mist detector to draw in the distillate vapour for
a minimum of 20 seconds.
- It depends on the vapour density and suction time ( at least 20 seconds )

1. whether an oil mist alarm is triggered, or

2. whether an oil mist alarm is triggered, and a search run is started, or during Search Run only:
the search run only one half or the engine or the VN116/87- EMC
affected compartment is indicated. ... VN 116/87
an<
( If the amount of vapour is insufficient or the suction time is too short, a wrong *
compartment may be indicated in the display window of the valve box. ) VN 215/87-EMC
VN 215/87

12.95
4.02
Maintenance work to be carried out regularly. In case of non-compliance, the
manufacturer's liability expires. Maintenance work has to be documented.

Monthly: Check the negative pressure in the measuring head

( range 60 - 80 mm H2O )

Rough filter side Quarterly: Replace the sintered bronze filter in the measuring head.

outwards! Attention: Filters cannot be cleaned.

( see Fig. 5. 03 / 1 )

Use cotton sticks only, Clean the two fresh air bores in the measuring head

otherwise the glasses (see Fig. 5.03/2)

may be damaged! Clean the infrared filter glasses in the measuring head
( see Fig. 5. 04 /1 )

Every 6 months: ( only with siphon block assembly system,

optional for all OMD device types )

4. 02 / 1
In order to do so:
Remove header pipes from the connecting box,
(VN 115/87-EMC, VN 115 / 87 ) or f rom the valve box of
VN 116 / 87 - EMC, VN 116 / 87, or individual pipes from
valve box of VN 215 / 87 - EMC, VN 215 / 87
(to ensure that the device is not contaminated during the
cleaning operation). Remove siphon block plug, blow-clean the
siphons with compressed air (max. 7 bar), mount the header or
the individual suction pipes and siphon block plug,
tighten accordingly.
Subsequently fill the siphon blocks with lubricating oil
( see Fig. 3. 02 / 1 )

12.95
 4.03

Annually: Replace the sintered bronze filter in the pressure reducer

(see Fig. 4. 03 / 1 )

4. 03 / 1

In order to do so:
Turn off control air supply, remove plug ( 1 ) with O- ring ( 2 ),
detach sintered bronze filter (3), insert new filter, install and
tighten plug ( 1 ) with O-ring ( 2 ) and turn on the air supply.

12.95

Malfunctions
Failures and corrective action
A malfunction in the operation of the oil mist detector has occurred if:
- the green READY LED is off
• an LED assigned to the failure mode is blinking in the opacity display
A pending oil mist alarm is reset.
Failure:
No display in the inspection window, all LEDs off.
Possible cause:
Breakdown of power supply
or voltage too low
Fuse in the measuring head
defective ( see Fig.5. 06 / 1 )
Should there still be no indication
5.01
Remedy:
Check power supply
by: pulling off the main supply plug.
Between terminals 1 and 2 in the socket
on the base plate, check if 18V to 30V
is available.
Push on main plug and lock into place.
Make sure that the power supply does not
break down under the load of the
oil mist detector. ( voltage not below 18V )
Replace fuse in the measuring head
( 2 A, semi time lag )
by: pulling off the main supply plug.
Detach measuring head ( 8 screws )
Replace fuse by a new one.
Mount measuring head into position.
Push on main supply plug
and lock into place.
Replace the electronic module
( see Fig. 6. 02 / 1 )
12.95
5.02
Failure
LED No. 14 is blinking - negative pressure in the measuring head too low.
CZ3
Possible causes:
Open inspection cover
Filter or water separator in the
air supply pipe clogged or filled
Pressure reducer misadjusted
by vibration
Pressure restrictor misadjusted
by vibration
Sintered bronze filter in the
pressure reducer clogged
Do not clean filters,
but always replace
by new ones!
Sintered bronze filters in the
measuring head clogged
12.95
Remedy:
Close inspection cover
Clean accordingly, empty if necessary
Readjust ( see chapter 3. 01 )
Readjust ( see chapter 3. 01 )
Replace bronze filter
( see Fig. 5. 03 / 1 )
by: Turn off the control air supply.
Release plug ( 1 ),
remove O- ring ( 2 ),
detach filter ( 3 ),
insert new filter ( 3 ),
mount O- ring ( 2 ),
install and tighten plug ( 1 ),
Turn on air supply.
Replace sintered bronze filters
( see Fig. 5. 03 / 1 )
by: opening the inspection cover.
Remove circlips.
Mount new filters ( always on both sides,
rough side outwards),
insert circlips,
close cover.

Possible causes:
Fresh air bores for
flow control clogged
Leakage at the device
Exhaust air pipe malfunction
5. 03 /1
5.03
Remedy:
Clean both bores ( see Fig.5. 03 / 2 )
by: opening the inspection cover.
Press cleaning pin contained in the
service box into the left or right fresh air
bore, respectively,
The bores can be seen from the side
of the scavenging air chamber.
Close inspection cover.
Check all pipes and seals
by: checking flexible expansion bellows
( accessible after the measuring head
has been dertached )
Replace damaged seals or
expansion bellows.
Eliminate blockage of the exhaust air pipe,
the air must flow without restriction.
Ü
Needle length
maximum 11 mm
5.0312
12.95
5.04
Failure
LED No. 13 is blinking - infrared filter clogged -

Possible causes: Remedy: ( see Fig. 5. 04 / 1 )

Infrared filter clogged
Clean infrared filter
by: opening the inspection cover.
Soak cotton stick (plastic only!) with alcohol.
Clean infrared filter with
cotton stick several times.
Rub infrared filter dry by means of
cotton stick. Make sure no fluff remains on
the infrared filter
Close inspection cover again.

If failure continues: Replace electronic module

( see Fig. 6. 02 / 1 )

5. 04 /1

Failure:
LED No. 11 is blinking - ambient temperature below 0° C

Possible causes: Remedy:

Engine compartment ventilator Change blowing direction of ventilator,
blows cold air onto the device. away from oil mist detector.

Failure:
LED No. 10 is blinking - ambient temperature above 70° C

Possible causes: Remedy:

Source of heat radiates Protect device against sources of heat
on the device. radiation, ensure an improved fresh air

12.95
 5.05
Failure
LED No. 9 is blinking - electronic temperature below 0° C

Possible causes: Remedy:

Engine room ventilator blows Change blowing direction of the ventilator to
cold air onto the device. ensure that cold air it is not directed to the oil
mist detector
Failure
LED No. 8 is blinking - electronic temperature above 70° C

Possible causes: Remedy:

Source of heat radiates Protect device against sources of heat
on the device. radiation, improve fresh air circulation.

Failure
LED No. 7 is blinking - RESET button defective

Possible causes: Remedy:

Blocked RESET button Eliminate blocking

Failure
LED No. 5 is blinking - OMD sensitivity switch defective

Possible causes: Remedy:

Switch defective Replace electronic module
( see Fig. 6. 02 / 1 )
Failure
LED No. 4 is blinking - infrared light track defective

Possible causes: Remedy:

Infrared filter clogged Clean infrared filter ( see failure LED No. 13 )

If failure continues Replace electronic module ( see Fig. 6. 02 / 1 )

Failure
LEDs No. 3 or 2 are blinking

Possible causes: Remedy:

Electronic module defective Replace electronic module ( see Fig. 6. 02 / 1 )

12.95
5.06

Replace fuse
in the measuring
head!

5. 06 / 1

12.95
 6.01
Repairing

Replace electronic module / measuring head

Attention
If these factory pre- settings (resistors) are replaced by those with other values,
it must be ensured that a spare electronic module or the one in a
replacement measuring head is also modified accordingly!
Modifications have to be printed on the protecting cover plate on the rear side of the
measuring head casing, in the fields provided for this purpose.
( see Fig. 6. 01 / 1 )

Examine Module or
spare when received
Type
VN 115/87I
from shipment.
VN 116/871
VN 215/871 If you return the
M / V •^^•^••^^•^•^^I^B^^B
Oilmist - detector mounted on
electronic module,
Main engine »• •• •• •• Aux. engine!
ensure that the
completed form
"Why do you declare
Adjustment by manufacturer:
this unit faulty"
Alarm Level ( cwicn St »Position
Resistor between alarm contact 7 • 8
Resistor between alarm contact 1 5 - 1 6
Mode {swch S2. Option} Posrtion
is included!
Altered adjustment tor M / V:

Alarm Level ( swicn SI IPosition

Resistor between alarm contact 7 • 6
Resistor between alarm contact 15
Mode I sw*h S2. Oplon ) Positon
If the electronic module
is replaced, take care
For manufacturer
only that the same wire break
resistors are used and
that the Alarm Level
6. 01 / 1 switch is set on the
same position!
The wire break resistors are located on the first visible printed circuit board,
Observe locks!
which is under the protecting cover plate, near the relays (R 222 and R 223)!
The resistors are designed as plug- in resistors and can be replaced
without soldering!
You find the ALARM LEVEL switch on the front display plate of the
electronic module ( see Fig. 3. 03 / 1 ).

12.95
6.02
Procedure: ( see Fig. 6. 02 / 1 )

- Pull off the main supply plug

- Dismantle the measuring head ( 8 screws )
If the electronic module is replaced or needs to be modified:
- Remove protecting cover plate ( 3 screws )
- Remove the 3 hexagon distance bolts
- Remove defective electronic module from the casing, first pulling off the
lateral flat cable plug from the socket in the casing.
- Mount new electronic module in reverse order
- Install protecting cover plate, fasten 3 screws
- Fasten measuring head, tighten 8 screws moderately.
- Push on main supply plug and lock it into place
- Carry out performance test ( see chapter 4.01 )
Detach electronic
module!

Examine Module or
spare when received
from shipment.
If you return the
electronic module,
ensure that the
completed form
"Why do you declare
this unit faulty"
6. 02 / 1
is included!

Dismantle cover plate by removing 3 screws

Loosen 3 hexagonal screws of module
Extract module

Attention:
The electronic module is equipped with components which are sensitive
against electrostatic discharges. A replacement must be carried out by
skilled personnel only! Do not touch infrared lenses or circuitry! Utilise
grounding strap on your wrist.

12.95
 6.03

Leaks or failure of the valve box of VN 115 / 87 - EMC, VN 115 / 87

Remedy: ( see Fig. 6. 03 / 1 )

Disconnect header pipes on the left and right side of connecting box ( 1 ),
push pipes aside to get free access.
Loosen the two screws ( 2 ) and ( 3 ) of the connecting box
Detach the connecting box and remove the gasket On principle, use new
Check if bores 1, 2 and 3 are free from dirt, blow them free with connecting box gasget!

compressed air
Clean the base plate cavity from oil.

Assembly in reverse order, utilising new gasket.

Bore 1

VN 115/87-EMC
VN 115/87

6. 03 / 1

Leaks or failure of the valve box of VN 116 / 87 - EMC, VN 116 / 87

Remedy: ( see Fig. 6. 04 / 1 )
Dismantle the pipe connecting blocks with the headers on the
right and left side
Push away the header pipes for free access to the valve box
Unscrew the valve control cable plug and loosen the four screws On principle, use new
( 3 ), ( 4 ), (5 ) und ( 6 ) of the valve box. valve box seals!
Detach valve box and remove seal
Check if bores 1, 2 and 3 are free from dirt, blow them free
with compressed air.
Clean the base plate cavity from oil.

Assembly in reverse order, utilising new seals and gasket

12.95
6.04

(D (D <D

VN 116/87-EMC

VN 116/87

6. 04 / 1

Leak or failure of the valve box of VN 215 / 87 - EMC, VN 215 / 87

Remedy: ( see Fig.. 6. 04 / 2 )
Release the pipe connecting blocks ( 1 ) und ( 2 )
on the right and on the left side.
Push away blocks with with individual suction pipes for free access
to the valve box.

On principle, use new Unscrew valve control cable plug and loosen screws (3), (4), (5) und (6)

valve box seals and of the valve box

gasket! Detach valve box and remove seal

Check if bores 1, 2 and 3 are free from dirt, blow them free with
compressed air.
Clean the base plate cavity from oil.

Assembly in reverse order, on principle, use new valve box seals and gasket.

VN 215/87-EMC

VN215/87

12.95 6.04/2
 6.05
False alarm in the case of fire with smoke development in the engine room

In case of a fire with smoke development in the engine room, a false alarm cannot
be prevented since smoke may pass into the measuring track through the sintered
bronze filters in the measuring head. This condition induces an opacity which can
trigger an oil mist alarm.

Remedy: Install optional pressurised air scavenging system, available from the
manufacturer ( Press RESET button to reset the alarm )

Further possible failures

Sudden false alarms in very warm or cold climatic areas can be triggered by
humidity ( in the crankcase ) falling below the dew point:
water droplets passing the measuring track or dew on the filter glasses may trigger
a false alarm.

Remedy: Check negative pressure and calibrate to 60 mm W. G., if required.

Caution!
Ventilation air fans, if any, blowing towards the device and
Danger of burns
its suction pipes.
T max s 120P C
Change blowing direction ( install deflectors ) of the ventilator to ensure
that cold air it is not directed to the oil mist detector or suction pipes.
Check VISATRON heating system. ( The heating element is located in
the base plate and is hooked up with the connector plug
to the 24 V power supply!)
Furthermore, a measuring head heating system is available as an option
(see chapter "Options"!).

12.95
 7.01
Spare Parts

VN 115/87-EMC
VN 115/87

7. 01 /1
VN 116/87-EMC
VN 116/87

7. 01 / 2

VN 215/87-EMC
VN 21 S/87

7. 01 / 3 12.95
7. 02 **V
Item Description Article No. No. of Item Description Article No. No. of
pieces nieces
VN 115/87

1. Connecting casing 10202 1 14. Measuring head for VN 1 15/87 10201 1

2. Heating element 10051 1 15. Expansion bellows 10023 2
3. Cable clip 10052 1 16. Measuring head suspension, top 10018 2
4. Lower VN part 10032 1 17. Measuring head seal 10022 1
5. Seal 10206 1 18. Srew plug R 1/2* 10208 3
6. Connecting socket 10033 1 19. Screw plug seal 10209 3
7. Valve box seal 10049 1 24. Protecting cover for E-module 10084 1
8. Measuring head suspension, bottom 10019 2 25. Fastening screw for E-module 10085 3
9. Cap seal 10054 2 26. Electronic module for VN 1 15/ 87 10203 1
10. Screw plug R 1/4" 10083 1 27. Fuse 2 A 10043 1
11. Cover for measuring head 10088 1 28. Fuse cap 10087 1
12. Scavenging air filter 10042 2
13. Circlip for scavenging air filter 10041 2

VN 116/87

1. Valve box VN 116/87 10302 1 16. Expansion bellows 10023 2

2. Heating element 10051 1 17. Measuring head suspension, top 10018 2
3. Cable clip 10052 1 18. Measuring head seal 10022 1
4. Base plate 10032 1 19. Screw plug R 1/2' 10208 2
5. Oil reflux seal 10306 1 20. Seal for Item 19 10209 2
6. Connecting socket 10033 1 21. Pipe connection 10312 2
7. Oil mist seal 10307 1 22. Seal for connecting casing 10313 2
8. Seal for valve box 10305 1 24. Protecting cover for E-module 10084 1
9. Measuring head suspension, bottom 10019 2 25. Fastening screw for E-module 10085 3
10. Screw plug R 1/4" 10083 1 26. Electronic module VN 1 16/ 87 10303 1
11. Seal for Item 10 10082 2 27. Fuse 2A 10043 1
12. Cover for measuring head 10088 1 28. Fuse cap 10087 1
13. Scavenging air filter 10042 2
14. Circlip for scavenging air filter 10041 2
15. Measuring head VN 1 1 6 / 87 10301 1

VN 21 51 87

1. Valve box VN 21 5/87 10402 1 16. Circlip for scavenging air filter 10041 2
2. Heating element 10051 1 17. Measuring head for VN 21 5 / 87 10401 1
3. Base plate 10032 1 18. Expansion bellows 10023 2
4. Cable clip 10052 1 19. Measuring head suspension, top 10018 2
5. Oil reflux seal 10406 1 20. Measuring head seal 10022 1
6. Connecting socket 10033 1 21. Pipe connection, right 10430 1
7. Oil mist seal 10407 1 22. Drain plug for pipe connection 10412 6
8. Valve box seal 10405 1 23. Rubber sleeve for pipe connect. 10411 2
9. Measuring head suspension, bottom 10019 Z 24. Protecting cover for E-module 10084 1
10. Clamping plate for pipe connection 10409 2 25. Fastening screw for E-module 10085 3
11. Screw plug R 1/4* 10083 1 26. ." Electronic module for VN 215/87 10403 1
12. Seal for Item 11 10082 2 27. Fuse2A 10043 1
13. Cover for measuring head 10088 1 28. Fuse cap 10087 1
14. Pipe connection, left 10408 1
15. Scavenging air filter 10042 2
12.95
 7.03
Item Description Article No. No. of Item Description Article No. No. of
pieces pieces
VN11S/87-EMC

1. Connecting casing 10202 1 14. Measuring head for VN 115/8 -EMC 10601 1
2. Heating element 10051 1 15. Expansion bellows 10023 2
3. Cable clip 10052 1 16. Measuring head suspension, top 10018 2
4. Lower VN part 10032 1 17. Measuring head seal 10698 1
5. Seal 10206 1 18. Srew plug R 1/2" 10208 3
6. Connecting socket 10033 1 19. Screw plug seal 10209 3
7. Valve box seal 10049 1 24. Protecting cover for E-module 10084 1
8. Measuring head suspension, bottom 10019 2 25. Fastening screw for E-module 10085 3
9. Cap seal 10054 2 26. Electronic module, VN 115/ 87-EMC 10603 1
10. Screw plug R1/4" 10083 1 27. Fuse 2 A 10043 1
11. Cover for measuring head 10088 1 28. Fuse cap 10087 1
12. Scavenging air filter 10042 2
13. Circlip for scavenging air filter 10041 2

VN 116/87-EMC

1. Valve box VN 116/87-EMC 10302 1 16. Expansion bellows 10023 2

2. Heating element 10051 1 17. Measuring head suspension, top 10018 2
3. Cable clip 10052 1 18. Measuring head seal 10698 1
4. Base plate 10032 1 19. Screw plug R 1/2" 10208 2
5. Oil reflux seal 10306 1 20. Seal for Item 19 10209 2
6. Connecting socket 10033 1 21. Pipe connection 10312 2
7. Oil mist seal 10307 1 22. Seal for connecting casing 10313 2
8. Seal for valve box 10305 1 24. Protecting cover for E-module 10084 1
9. Measuring head suspension, bottom 10019 2 25. Fastening screw for E-module 10085 3
10. Screw plug R 1/4" 10083 1 26. Electronic module VN 116/ 87- EMC 10707 1
11. Seal f or Item 10 10082 2 27. Fuse 2A 10043 1
12. Cover for measuring head 10088 1 28. Fuse cap 10087 1
13. Scavenging air filter 10042 2
14. Circlip for scavenging air filter 10041 2
15. Measuring head VN 116 / 87- EMC 10706 1

VN 215/87-EMC

1. Valve box VN 215/87-EMC 10402 1 16. Circlip for scavenging air filter 10041
2. Heating element 10051 1 17. Measuring head.VN 2157 87- EMC 10801
3. Baseplate 10032 1 18. Expansion bellows 10023
4. Cable clip 10052 1 19. Measuring head suspension, top 10018
5. Oil reflux seal 10406 1 20. Measuring head seal 10698
6. Connecting socket 10033 1 21. Pipe connection, right 10430
7. Oil mist seal 10407 1 22. Drain plug for pipe connection 10412
8. Valve box seal 10405 1 23. Rubber sleeve for pipe connect. 10411
9. Measuring head suspension, bottom 10019 2 24. Protecting cover for E-module 10084
10. Clamping plate for pipe connection 10409 2 25. Fastening screw for E-module 10085
11. Screw plug R1/4" 10083 1 26. Electronic module VN 215187- EMC 10802
12. Seal for Item 11 10082 2 27. Fuse 2A 10043
13. Cover for measuring head 10088 1 28. Fuse cap 10087
14. Pipe connection, left 10408 1
15. Scavenging air filter 10042 2
12.95
7.04
Service - Box

Re - order
spare parts
taken out!

12.95
 7.05

Item Designation Art. No. Quantity

1. Manual in English 10024 1

2. Quick connecting for U- tube manometer 10053 1
3. Gasket 10054 1
4. Wrench mounting of electronic module 10031 1
5. Filter for pressure reducer 10002 1
6. "Upper" spring for elastic mounting of the measuring head 10018 2
7. "Upper" distance bolt for elastic mounting of the measuring head 10019 2
8. Flexible clamp ring for distance bolts for mounting of the measuring head 10020 4
9. "Lower" spring for elastic mounting of the measuring head 10033 2
10. "Lower" distance bolt for elastic mounting of the measuring head 10034 2
11. Oil return gasket VN 115 / 87 - EMC, VN 115 / 87 10155 1
12. Bottle with alcohol 10035 1
13. Cleaning needle 10135 1
14. Cottonstick for cleaning of infrared filters 10036 5
15. Bottle with slacked water 10040 1
16. Screwdriver for mounting of measuring head 10037 1
17. Screwdriver for adjustment of alarmborder 10038 1
18. Coloured glas, 5% 10039 1
19. Safety ring for fresh air filter 10041 4
20. Fresh air filter 10042 6
21. Flexible bellow for connection of measuring head with base plate 10023 2
22. Fuse 2A / semi time- lag 10043 10
23. Oil return gasket VN 116 / 87 - EMC, VN 116 / 87 10406 1
24. Hexagon wrench for valve box mounting 10044 1
25. Oil mist gasket valve box VN 116 / 87 - EMC, VN 116 / 87, and 10407 2
VN 215 / 87 - EMC and VN 215 / 87
26. Lockplug for not connected tube at VN 215 / 87- EMC and VN 215 / 87 10412 3
27. Rubberplate for tube connection at VN 215 / 87- EMC. VN 215 / 87 10411 2
28. Mouth piece for cigarette burner 10045 1
29. Ring box end wrench 10156 1
30. Hexagon wrench for release of lockscrew at cover of measuring head 10047 1
31. Screwdriver 4 mm 10157 1
32. Pliers for mounting of safety rings for fresh air filters 10048 1
33. Gasket for valve / box connecting frame / connecting cover 10049 1
34. Plastic bag for cigarette smoke 10050 1
35. Clamp plate for tube connection at VN 215 / 87- EMC, VN 215 / 87 10409 2
36. U- tube manometer 10046 1

12.95
 8.01
VISATRON - Service Facility Adresses

Australia Finland
CJA Marine Technology Schaller - Automation KG
Division of C. Johow & Assoc. PTY. LTD. Industriering 14
Unit 3 66440 Blieskastei
136 Cochranes Road Germany
Moorabbin- Victoria 3189 Tel.: 49 - 6842 / 508 - 0
Tel.: 03-5321397 or Telefax No.: 49 - 6842 / 508 - 260
03-5321386
Telefax Nr.: 03-5321413
France
Sofraret
Brazil 6, Rue de Madrid
Teletronic Ltda. 75008 Paris
Av. Venezuela, 3- salas 602- 03- 04 Tel.: 01 - 45224084
CEP 20081 Telefax Nr.: 0-14619881
Rio de Janeiro, R. J.
Tel.: 021 - 2536007
Telefax-Nr.: 021 -5161629 Greece
Th. Mantanovitch S. A.
5 - 87 Aghiou Nicolaou Street
Croatia 18537 Piraeus
Lenaar Co. Tel.: 01-4513868
Bosnaska 4 Telefax Nr.: 01 -4136949
58000 Split
Tel.: 385-58-41808
Telefax- Nr.: 385 - 58 - 41801 Hong Kong
Hua Xing Equipment Ltd.
117 F Hong Kong
Denmark Computer Centre,
J. Klitso A/ S 54 - 62 Lockhart Road, Wanchal
Hirsemarken 1 Tel.: 8656803
3520 Farum Telefax Nr.: 8611470
Tel.: 044 - 997000
Telefax-Nr.: 044-997010

Italy
Germany International Marine
Claus- D. Christophe! GmbH Equipment and Services
Georgswerder Bogen 7 Ing. A. Cacciottoli Sas
21109 Hamburg Via Cassa di Risparmio 6
Tel.: 040 - 754 966-0 34121 Trieste
Telefax- Nr.: 040 - 754 966-24 Tel.: 040 - 660550
12.95
8.02
VISATRON - Service Facility Adresses

Japan Singapore 2262

Nippon Vulkan Co. Ltd.
Nikko Building, 2. Floor
3- 372 Miyahara- Cho, Omiya
Saitama- PFT, Japan 330
Tel.: 048-6544811
Telefax Nr.: 048 - 6544810
Bond Instrumentation
(Singapore) Pte. Ltd.
8 Gul Street 3
Tel.: 8614279
Telefax Nr.: 8624062
Telex Nr.: 25333

Korea Spain
BUM-A Trading Co. Ltd. Guillermo F. Mallet S.A.
Hongsun Building, 166- 5 Boix Y Morer, 6
Samsung- Dong 28003 Madrid
Kangnam- Ku Tel.: 01-5549105
Seoul Telefax Nr.: 01 -5340182
Tel.: 02 - 5663340
Telefax Nr.: 02 - 5650064
Telex Nr.: 33955 USA
Diesel Monitoring Systems Inc.
5301 Longley Lane, Building A 8
Benelux Reno, Nevada 89511
Van Sigt B. V. Tel.: 0702 - 8262003
Avelingen- West 30 Telefax Nr.: 0702 - 8262004
4202 MS Gorinchem
Tel.: 01830-31066
Telefax Nr.: 01830-329Q6 United Kingdom
Bond Instrumentation
& Process Control Ltd.
Norway Drakes Lane, Industrial Estate
Maxeta A/ S Boreham/ Chelmsford
Post Box 186 Essex CMS 3BE
3901 Porsgrunn Tel.: 0245-360191
Tel.: 035 - 597755 Telefax Nr.: 1245-362248
Telefax Nr.: 035-597940 Telex Nr.: 995115

Poland
P.P.H. Gdanpol
AI. Niepodleglosci 739 A
80967 Sopot 1
Tel.: 058-517241
Telefax Nr.: 058-510355

12.95
 9.01

Brochures, Leaflets, etc.

12.95
 ... 10.01
General Information

Recycling

Forms:

Error descriptions

12.95
 SCHALLER - AUTOMATION
Industrielle Automationetechnik KG
BS44Q Blieskastei. Industriering 14
Tel.:C06a42J SOS-O. Fax C06B.423 508-260

Why do you declare this unit faulty ?

Please fill out this form sheet when replacing electronic card, measuring head or complete OMD
and add the issued sheet to the unit when shipping it to SCHALLER Automation or Repesentative.
Thanks in advance I
You can send this information sheet also by Fax or mail in case the VISATRON oil mist detector is
malfunctioning. We will reply immediately giving you technical advice. Pleas write us particulars.
Name: You have on hand:
Vessel/plant:
Manual, Art. No 10024 D
Fax:
Phone : Service Box, Art. No. 10055 D
Telex : Installation instructions
Art. No. 10055 D
1.) Ready LED OFF Yes D No D
If Yes mark with a cross which LED on the LED chain (red LED's from 1 to 14) is blinking:

No % Please insert data to enable identification:

_
Alarm 14 7
CD 5
Oil Mist Detector Type: VN 115 / 87 D , VN 116 / 87 D , VN 215 / 87 D
10 ^™
—
Serial No. : ( At label of measuring head ) example: 11S-11111
Test 1
7 —
CD
~
0.6 DDD-DDDDD(2 numbers, 1 alphabetical letter, dash(-), 5 numbers)
4
Ready 0.3
—
a 1 —0
Oil Mist Detector is installed at :
Main Engine D Aux. Engine D
VN»i/tr
*
Engine manufacturer:
Engine type: '

1.1) In case No 14 is blinking:

LEO No 14 Is blinking Replace Sintered bronze filter
1
Clean fresh air bores( on both sides)
Check / adjust suction pressure (60-80 mm water column)
4.

Adjust air pressure

needfe'
(max lenght
11mm)
Clean both freth air bores Measure air vacuum at detector

Malfunction still present Yes D No D

1.2) In case LED No. 13 is blinking:

Clean the infrared filter glasses on both sides with cotton sticks and alcohol or detergent.
3. r—r^ ^S&^ LED No. 13 Is blinking
Malfunction still present Yes D No D
Above described procedures performed
Clean glasses
Yes D No D
If "no", due to the lack of :
spares D, tools D, time D
Please turn page
 SCHALLER - AUTOMATION
Industriella Automationstechnik. KG
BB44Q Blieskastel. Industrlenlng 1^
Tel.:COBB4S) 5OB-O. Fax COBB4S1 SOS-SSO

2.) Condition of Reset Button:

Button mechanically damaged: D No response when button is pressed D
3.) Valve box working properly (if present) Yes D No D
4.) Condition of cables of device, OK ? Yes D No D
5.) Condition of plugs, OK ? Yes D No D
6.) No LED is illuminated at all Yes D No D
Check power supply at terminals 1(+) and 2(-) with volt-meter
Minimum is 18 V =
Maximum is 30 V = Value: DD V

7.) Problems with performance:

Emergency shut downs caused by Oil mist high concentration alarms without obvious reasons.
7.1) Device is giving oil mist alarm occasionally D, or permanently D
During: Engine start D Warm up D
increasing load D decreasing load D
shutdown D various condition D
7.1.2) Engine crankcase checked YesD NoD
If Yes damages found Yes D No D
water leakage found Yes D No D
condensed water found Yes D No D
7.1.3) Suction pipes and pipe connection box / valve box of device checked
Yes D No D
If Yes: lots of oil found Yes D No D
condensed water found Yes D No D
7.1.4) Open control cover and check inside
lots of oil found Yes G NoD
condensed water found Yes D No D
7.1.5) Check suction pressure with U-Tube Manometer (see previous page)
Measured value: ULJLJ mm WC ( normal: 60-80 mm Water column)

7.1.6) Position of Alarm level Switch S1 ( At display ) D

Your additional Comments:

Yours truly,

Schaller Automation
Please turn page
 11.01

Notes

12.95
 1.03

Notes

12.95
 X 12.01
Options

List of Options for VN 87

As an option, the following device extensions can be supplied for

the oil mist detectors of series 87: :

Item Description Article No.

1 Protecting cover 10015

2 Pressure control unit with input throttle 10001
3 Typhoon filter 10632
4 Measuring head heating system 10671
5 Pressurised air scavenging 10752
6 Analog opacity indicator 10058
7 Siphon block assembly systems

Description of the individual items

Iteml, Protecting cover

The protecting cover can easily be mounted on the four provided threads on the
base plate of the VN device. It serves to protect the device against mechanical
damage and contamination.

Item 2, Pressure regulator unit

The pressure reducer unit consists of a pressure reducer and a throttle block.
Both parts are mounted together on a frame which is fastened by 3 screws, M8.

The pressure reducer device is especially designed to supply the draft air to the
VISATRON ( VN ) device. The throttle block ensures that the negative pressure
in the VN is limited and does not surpass 25% above of the calibrated negative
pressure, should a failure occur in the pressure reducer ( e. g. rupture of the
diaphragm, etc. ).
In addition, the throttle block is equipped with a filter to retain impurities
from the plant air supply.

12.95
12.02
Item 3, Typhoon filter
The typhoon filter serves as a pre- filter for supplying fresh air to the scavenging
air chambers of the VN device.
The typhoon filter is laterally affixed to the protecting cover of the VN device.
The filter outlet and is joined to the air inlet at the inspection cover of the VN device
by means of a flexible hose.
D The typhoon filter considerably increases the service life of the fresh air filter
E l : ! !' (sinter bronze ), in particular, if the power plant is operated under contaminated

G ÆA 11 ;:ö)i i i
_./i M - i_J ambient air conditions, such as dusty air, or if the plant is operated in regions
where the air humidity is high. The typhoon filter is furnished with a filter cartridge
which can be cleaned with compressed air {blowing from inside outwards )
or, if required, be replaced with by unscrewing the top cover.

The typhoon filter consists of:

- a complete filter
- a special inspection cover for the measuring head
- a connecting hose

Item 4, Measuring head heating system

A standard heating element is installed in all the VN 87 series, in the base plate. -•
This heating unit might not be sufficient to cover all cases ( cases of extreme
humidity in the crankcase, higher water content in the lubricating oil or lower than
normal ambient temperatures ).
The measuring head heating system serves to warm up the top of the measuring
head and the crankcase gas flowing through the VN device, in order to avoid
condensation of water, especially in climatic zones with high humidity or low
temperatures. Condensation of water may trigger a false high oil mist alarm when
small droplets of water are detected by the optical measuring track and shut down
the engine.
The measuring head heating system can be mounted on top of the measuring
head and replaces the heating system in the base plate. The power supply is
connected in the same way as the heating system of the base plate by means of a
plug under the main Halting plug on the base plate.

12.95
 12.03
Item 5, Pressurised air scavenging
By means of driving air scavenging it is possible to provide filtered air to the
scavenging air chambers independent of the ambient air.
This option is recommended to prevent false alarms with consequential
engine shut downs due to a fire with smoke development in the engine room.
The smoke may reach the VN device, entering through the fresh air slots in the J,O "
inspection cover, passing through the fresh air filters ( sinter bronze filters ) to the BJ
optical measuring track, triggering a high oil mist alarm. The pressurised air
scavening receives the air through the nozzle of the draft pump which is connected
with a hose to the special inspection cover on the measuring head. The air flow is
metered by special jets located in the nozzle and inspection cover.

Item 6, Analogue opacity indicator

The analogue square shaped opacity indicator may be utilised for all VN 87 devices.
Its dimensions are 96 x 96 mm and it is appropriate for the installation into . \
0.4 0,6
switchboards or panels. The analogue opacity indicator is connected to the
•0,2 0,8-
terminals 9 (+) and 10 (-) of the VN 87 device. The relative distance to the adjusted
.^Opacity V.:. '
alarm level is indicated on a scale from 0 to 1, meaning 0% to 100% beeing away relative to '''-• - *
Alarm Level V
0 Alarm
from the alarm level.
Example: If the measured opacity has reached a value corresponding to 50%
of the adjusted alarm level, the analogue opacity indicator will display the value 0.5.

Item 7, Siphon block assembly systems

Siphon blocks are devices which enable to drain the accumulated oil, from the oil
mist suction pipes, directly back to the engine crankcase. The siphon blocks allow
a horizontal suction pipe installation, from compartment to compartment.

Conventional suction pipe systems, without siphon blocks, require to be installed

with a gradient of 2% to 4% ascending to the VN device, in order to drain the
precipitated oil back to the engine.
It is imperative to drain the oil to the crankcase and avoid potential clogging.

Special engine-oriented assembly systems in modular design are available for

VISATRON Oil Mist Detectors for a large number of two- and four- stroke engine
types of various manufacturers.

12.95
Computer Spare
Controlled Parts
urveillance Catalogue
il
 CoCoS advantages
CoCoS CoGoS is a joint development of
MAN B&W Diesel and S.E.M.T. Pielstick. Allowance made for
- engine monitoring
computer - performance diagnosis
It can be used both for two-stroke and - trends
controlled four-stroke Diesel engines, on board of a - maintenance planning
ship or at stationary power stations. - logistics
surveillance It can also be extended to other technical targets and interrelates the available
equipment. information
allows the operators to participate
CoCoS comprises four modules, which actively in the system
can communicate with one another but draws up optimal conclusions and
which also can be used as separate recommendations
systems. delivers an overall evaluation "total
surveillance" of the engine situation
CoCoSEDS
Engine Diagnosis System

CoCoSMPS
Maintenance Planning System CoCoS is part of the
This brochure describes: quality standards that
CoCoSspc characterise MAN B&W Diesel
Spare Parts Catalogue and S.E.M.T. Pielstick.
CoCoSspc
CoCoSspo
Spare Parts Ordering and stock Computer Controlled Surveillance
handling system Spare Parts Catalogue
The Product
Software
SPC is much more than an electronic spare
parts catalogue; it is the integrative part of
CoCoS complete - a shell for all CoCoS
modules.
All the daily activities around a Diesel
engine, which are dealing with spare parts,
are handled efficiently by the system:
D localisation of spare parts in a
user-friendly graphical way
D search facilities and list generation
D ordering of spare parts
D stock handling
D indentification of spare parts required
for maintenance tasks
D adding own additional information
SPC is a tool for the management of
"up to date" spare parts information.
Environment
SPG is an MS-Windows®-program
D worldwide-proven user interface and
therefore easy to use
D expedient arrangement of menu and
toolbar
D WYSIWYG - what you see is what
you get
D context-sensitive help system
D compatible with other
MS-Windows® applications
Hardware
SPC runs on a standard MS-DOS com-
patible personal computer of today's stan
dard, which, of course, may be used for
other applications as well.
Data

SPC stores all the relevant spare parts in-

formation of the engine manufacturer, but
can also be extended to ancillary equipment.

Documentation

Detailed system documentation in form

of a hand book and an online help system.

Training

Training on Windows and SPG can be

offered, if required.

Features

SPG supports the user by

• changeover to an other language by

pressing a button
• graphical and list-oriented spare parts
identification
• availability of all the spare parts infor-
mation by a mouse click
• data communication via satellite
• zoom and print capabilities

• password protection

By saving time, reducing mis-

takes and avoiding faulty orders,
SPC makes a major contribution
to optimum running economy
and is therefore a valuable asset
for a modern plant and its effi-
cient management.
System survey

SPC, in its MS-Windows® configuration,
has the same appearance and behaviour
as other well-known MS-Windows* appli-
cations as text processors or spreadsheets
• a multi-document interface, which
permits to display more than one
catalogue at a time
• a menubar
• a toolbar, for quick access to the main
functions
• a status line, which gives short-help
information
Each window displays a part In connection with the other
of a catalogue CoCoS-modules SPC is the
common interface to access
• as a graphic or the whole functionality of an
• in list format integrated engine management
package.
A catalogue itself has a hierarchical
structure (i.e. catalogue - assembly -
subassembly - spare part). Therefore the
user can conveniently move through a
catalogue - in contrast to the flat format
of a paperbased one - without losing the
overview.

| multi-document I 1
Dar =
interface system

p^aiaiuyue
Xjffth View Data Ehuy—^i|uciurc| jruuiij YYHIUU'W 1
,dH
Help
^^
•EE0 on tents
ex
Keyboard
030.02 KfONNECTING ROD]
How to Use Help
Product Support
about CoCoS-SPC

Connecting rod, complete

Connecting rod shaft
Connecting rod head with item 5
Piston pin bush

Connecting rod bolt

Upper bearing shell

Lower bearing shell

Gat information about the program itself (verBion etc.)

 Catalogue Edit View Data Entry Structure Iuols Window
Hierarchical view

The hierarchical structure of the spare parts

within a catalogue is represented in a direct
way. So the user can decide which infor-
mation is of interest.

By a single mouse click he can open up a

hierarchy if he wants to go into depth.

CoCoS-SPC
Catalogue Edit Jew Qala Entiy Structure lools Window
Graphical view
Help

SEOMC - 90102 [Hydraulic Ring tor Cylinder Cover]

Cylinder Cover
a In the graphical view he gets the graphics
of the paper-based version, which he also
Quick coupling, complete
Inner Nut can print out. But within SPC the spare
Piston parts are "sensitive". By moving with the
Bleeder Screw mouse the position number of the actual
O-ring with back-up ring
crossed spare part will be highlighted and
O-ring with back-up ring
Ring
the information of this "touched" part is
visible.
Hydraulic Ring, complete

e Part ifå Assemrj» fl Cttatofyie $y_ Repair M

Hierarchical and graphical views are closely

connected - the user can switch over when-
ever he wants without losing the overview.

In both views the spare parts specific

functions of the other CoCoS modules are
available.
SPC - The CoOoS Shell

Tool collection or integrated

package?

The applications of the last software gene-

ration could be characterised as being a
collection of small, specialised programs
with no interconnection.

Modern software engineering is much more

user-oriented. An integrated software
package is designed to give help to the
user by solving problems not one by one
but by looking at the problem as a whole.

CoCoS is therefore designed to be an

engine management system which is also
open for ancillary equipment.

What are the tasks of a Diesel

engine operator?

Today's engine management is too com-

plex to be solved as a whole. The operator
of an engine works as a

D Diesel engine expert

Edition order Movement Consultation Options Exit Help
D manager of human resources
D secretary HÜ
D project manager
D logistical expert
Quit Previous Part Info Qlsplay

These tasks call for experts who are spe-

cialised in one or two fields to solve them.

CoCoS therefore is built up by modules

which deal with special subjects of
Diesel engine management.

10
 What is a shell?

The shell is the "assistant" of the Diesel

engine operator. It gives him a user inter-
face to have access to all the functionality
of the specialised modules in a common
intuitive way.

The SPG has been selected as the shell of

CoCoS because most of the tasks related
to Diesel engine operation are belonging to
the spare parts sector.

Any part relevant information can be ac-

cessed by a single mouse click in the SPG.
It therefore asks the other modules (specia-
lists) which information is available or which
action could be performed on this part.

CoCoS-SPC
Catalogue Edit View Data Entiy Structure lools Window Help
SPC - in connection
• 50601-01H-139 Connecting rod bearing2/2 |±
with the other CoCoS
Piston, Connecting Rod and Cy
modules - is the object-
L 23/30 - 50601-01H [Piston and Connecting Rod]
• 50601-011+019 Piston pin incl. Hem No 020 oriented link to all the
50601 -01B020 Socket screw information on a Diesel
• 50601-011+032 retaining Ring engine and its parts.
50601-011+044 Plug screw
• 50601-01H05E Bush for connecting rod
• 50601-01HŒ8 Connecting rod incl. items 044.
• 50601-011+081 Piston
Where other CoCoS modules are dealing
• 50601-011+093 Piston ring with spare parts SPG can directly display
• 50S01-01H-103 Piston ring them and give information on them.
•50601-01H-115 Piston nng
•50601-01H-127 Oil scraper ring
• 50601-01H-139 Connecting rod bearing 2/2
50601 -01H-140 Plug screw
• 5Œ01-01H-152 Screw for connecting rod

Spare Parts Ordering...

Ordering information...
Stock level...
Maintenance information...
Consumption statistics...
own remaries
further informations / functions...

SPC as the CoCoS shell of the

Sciait Ht
entire system contains all the
experience of the MAN B&W
engine developers and service
engineers. The MAN B&W engine
expert accompanies the user on
his journey.

11
SPC - an open system

What is an open system? SPC as an open system

The term "open system" stands for a group SPC uses the possibilities of MS Windows®
of various "positive" characteristics of in an optimal way:
a software system:
selection of fonts
• interaction with other applications allowance made for different numerical
• networking capabilities and time formats
• adaptability to different WYSIWYG
user profiles context-sensitive help system
• possibilities for communication interaction with other applications such
• extensibility as text processing systems
etc.
only to mention some of them.

Using the software platform MS Windows®, It facilitates changes in the technical staff of
many of these properties are fulfilled auto- different nationalities:
matically.
• language changeover
Some others are integrated in the SPG to • mailing system
meet the specific requirements of Diesel • memo pad functions
engine operators. • etc.

SPC is not only integrated

in the software world of your
PC, it also helps you to solve
Diesel engine management
integratively.

ßata Entry Structure

23/30 - 50501-01H [Cylinder Head

BALANCING OF MOMENTS AT FREE

VIBRATION DAMPER FOR CAMSHX

CYUNDER HEAD COV

-| Datei Bearbeiten Ansicht
Cylinder head cover, com Extras Oaten Fenster

CYUNDER HEAD COVER

359 01. K Cylinder head cover, complete
D59.01.b03 Seal rin
D59.01.005 Handle with item 7
059.01.007 Stud screw
059.01.010 :Hex
,01.012
OtOUiBolt
CASING ON COUPUNG
SPRAY NOZZLES FOR 059.01.aiE Colter pin
CONTROL LEVER WITH 059.01.023 Cylinder head cover
PUSHROD WITH CASIN 12 059.01.029 Washe
MU1.HMM.M.1 /

•8 Assembly 9 Catalogue &• Repair Ht

12
Catalogue EdH ïlcw Qata Entry Structure lools
Hydraulic Ring for Cylinder Cover
We from MAN B&W Diesel and
S.E.M.T. Pielstick do not leave
you alone in creating your own
catalogues but will gladly render
assistance and give advice.
Extensibility
If limited to the spare parts of our engines,
SPG would certainly not be an acceptable
solution of comprehensive spare parts
handling.
Therefore, the extensibility of SPC is one of
its most powerful features. This integrated
adaption interface was given particular
attention in the development.
The "new" spare parts data can be entered
in the system similarly as in the normal
operating mode. The graphs can be gene-
rated and implemented by a wide variety of
graphics programs. The "sensitivity" of the
spare parts within the graph will be realised
by a few mouse moves.
Tools for copying, moving and deleting are
also available.
An extensive dictionary supports the
direct aquisition in different languages.
If electronically stored catalogue data of
other producers are to be automatically
imported into CoCoS SPG, please contact
us - we will gladly submit you an offer.
SPC as a spare parts catalogue
collection of different producers
or a multitude of producer-
dependant, individual solutions:
Please decide by yourself!
13
Cutting costs through innovation

Quantity and quality The future With the CoCoS program

The trend of reducing the technical staff on
board of ships or on stationary power
plants is uninterruptable. On the other
hand, the demands in the operators' quali-
fication are rising.
A satisfying support of the daily work can
therefore only be provided by tools which
take the whole aspect of the nessessary
tasks into account.
MAN B&W's CoCoS offers this
solution.
SPC as a part of CoCoS (its "heart")
is therefore the right entry in starting to
support the work of the Diesel engine
operators by modern software tools.
A Diesel engine operator expects the en-
gine to ensure high reliability and availability,
compliance with stringent exhaust gas re-
gulations and a more and more economical
operation.
The Intelligent Engine of the future will
face new requirements, for example, it
should be capable of monitoring its own
condition, or of adjusting its parameters for
optimum performance.
An Intelligent Engine Management
System must meet all these requirements
and link engine-specific optimising func-
tions to maintenance scheduling and spare
parts handling.
CoCoS is the answer of MAN B&W
Diesel and S.E.M.T. Pielstick.
SPC as the expert for spare parts is a first
step towards this future.
package, MAN B&W Diesel and
S.E.M.T. Pielstick have made due
allowance for the requirements
of Diesel engine operators.
They have elaborated a software
approach which also constitutes
the basis (i.e. software platform)
for an integral EDP (electronic
data processing) aided monito-
ring and managing tool.
• CoCoSEDS
Engine Diagnosis System
• CoCoS VPS
Maintenance Planning System
• CoCoSspc
Spare Parts Catalogue
• CoCoSspo
Spare Parts Ordering and
stock handling system
SPC in short terms
User-friendlyness Open architecture CoCoS shell

• MS-Windows® application • extendable for ancillary • integration functionality for all

- worldwide proven user interface equipment or CoCoS modules
- easy to learn own catalogue data • one user interface for different
- context-sensitive help system • interconnected with the other expert systems
- compatible with other applications CoCoS modules
- WYSIWYG • standard MS-Windows integration • accessible by all the other CoCoS
features modules

changeover by a mouse click Information exchange The benefit

- languages,
- fonts, • communication functions for retrieval functions
- views etc. satellite data transfer up-to-date catalogue data
• mailing system (crew changes) preventing faulty orders
object orientation reducing working procedures
- intuitive access to spare parts reducing paper oriented work steps
information saving time (= money)
- drag and drop

15
 Service organisation
with over 150 bases
all over the world.

MAN B&W Diesel AG MAN B&W Diesel A/S MAN B&W Diesel A/S MAN B&W Diesel A/S
Stadtbachstraße 1 Teglholmsgade 41 Holeby Diesel Alpha Diesel
D-86153 Augsburg DK-2450 Copenhagen SV Østervej 2 Niels Juels Vej 15
Germany
Telephone (49) 8 21 / 3 22-0
Telefax (49) 8 21 / 3 22- 33 82
Denmark
Telephone (45) 33 / 8511 00
Telefax (45)33/851030

Subject to modifications in the interest of technical progress

DK-4960 Holeby
Denmark
Telephone (45) 54 / 6931 00
Telefax (45)54/693030
DK-9900 Frederikshavn
Denmark
Telephone (45) 96 / 2041 00
Telefax (45) 96/20 40 30
m
LU