Contents, Instructions, Terminology 00 all Main data, Operating Data and General Design O1 r= Fuel, Lubricating Oil, Cooling Water O2 _ Start, Stop and Operation Q3 Maintenance Schedule O4 Za Maintenance Tools O5 _ Adjustments, Clearances and Wear Limits O06 Tightening Torques and Use of Hydraulic Tools O7 > Operating Troubles, Emergency Operation O8 Specific Installation Data O9 Za Engine Block with Bearings, Cylinder Liners and OilSump 10 oO Crank Mechanism: Crankshaft, Connecting Rod, Piston 1 1 a Cylinder Head with Valves 12 [eee Camshaft Driving Gear 13 Valve Mechanism and Camshaft 14 O Turbocharging and Air Cooling 15 _ Injection System 16 fe Fuel System 17 Lubricating Oil System 18 jm Cooling Water System 19 an Exhaust Systen 20 aX Starting Air System 21 ray Control Mechanisn 22 Instrumentation and Automation 23 00 01 02 03 04 05 06 07 0832-200504-03 Troubleshooting W32CR 08 08. Troubleshooting 08.1 General The engine should be maintained according to the schedule in chapter 04. Some possible operating troubles may though require prompt action. The engine operators should therefore aquire knowledge of this chapter for action when needed. The contents of this text shall be used as guidelines only as this chapter do not necessarily exactly describe the actual installation. ‘Caution! To avoid personal and/or property injury, the local electrical installation safety precautions and chapter 23 as well as ap- Pendix 00A in this manual must be followed during all mainte- nance. This chapter is devided into following main sections: * General engine troubleshooting ‘© Global injection timing (CR system related) © Engine stand-by mode (CR system related) © Fuel leakage detection (CR system) © Cylinders not firing (CR system related) Engine shutdowns © Deviation in operation data (CR system related) © Increased torsional vibrations * Automation system earth faults © Troubleshooting based on messages WECS 2000 & 7500 * Reference documents (CR system related) © Tools (CR system related) © Emergency operation (if defective air cooler or turbocharger) Caution! Ensure that the fuel/lube oil system is unpressurized before doing any maintenance to any part of these. Uncontrolled spray may cause serious personnel and/or property injury. COMMON RAIL 08-108 Troubleshooting W32CR 32-200504-03 08. 2 General engine troubleshooting Trouble b) ° d) e) ® hy » D 9) >) ©) ) ® » » dD % » m) Possible reason Tuming device is connected, NOTE! Engine cannot be started when tuming device is connected. However, before starting, always check that fuming device is disconnected. Starting air pressure too low, shut-off valve on starting air inlet pipe closed. Fuel feed pressure toolow. Engine notpreheated. Jamming of starting vaive in cylinder head. Jamming of starting air distributor piston. Jamming of blocking valve on tuming device. Starting ai solenoid valve fauity. Inet orexhaust vaive jamming when open. “Negative” valve clecrance (strong blowingnotse), Start blocking active. Check the alarm Ist orthe local alsplay unit Fuel insufficiently preheated or precirculated. \Very low airand engine temperatures in connection with fuel of low ignition quality Fuel and injection system not vented after overhaul. Repeat the start procedure, Too low fuel feed pressure due to three-way cock of fuel fter wrongly set, valve in fuel inlet pipe closed, fuel day tank empty, fuel feed pump not started or faulty. Too low fuel feed pressure due to clogged fuel fiter outside the engine. Too low control oil pressure due to pipe leakage or the pressure too low adjusted The FCV-valves on the high pressure pumps are clogged with cold HFO of poor quailty. Nosignal/ pow supply fo fut injectors orFCV-valves ater overhaul cue fo disconnected cable connectors No rail pressure due to leaking $8V-valve. Check if abnomally high fuel leakage. No control oil pressure due to clogged automatic fiter. Too low compression pressure, see Ti ‘Speed or phase measurement disabled due to disconnection of sensor connectors or due fo wrong sensing distance. ai. Ww. 19. 21 2 a 2 12, 23, 02, 17.19. 7. V7. 7, 18A. 16. 16. 16. 18A. 08-2 COMMON RAIL32-200504-03 Troubleshooting W32CR 08 @) See point 2a, 2b, 2c, 4b. b) Accumulator flow fuse shut due to fauly fuel injector. Checkifabnomal high leakage. | 16. | ©) Piston ings ruined: foo low compression pressure, nh. d)_Loose connector orjunction point on cable to fuelinjector valve. 2. @) Fuel feed pressure too low. o1 b) Water contentsin the fuel. Airin the fuel (Deaeration system inoperative). | 02. ©) Loading automation (e.g. controlable pitch propeller) outside engine faulty, 2. ©) Speed signal to speed controler lsturbed due to wrong sensing distance or poor Connection, Wrong dynamic settingin speed controlleror misfring cylinder. ©) Big end bearing clearance too large (loose screws!) 06,07, 11 b)_ Valve springs or high pressure pump tappet spring broken. 12,16. ©) Inlet or exhaust valve jamming when open. d) Toolarge valve clearances. 06, 12 2) One ormore cylinders badly overloaded, 1) High pressure pump or valve tappet guide block loose. 16,07, 14. 2 Initial phase of piston seizure. ))_ Insufficient preheating of engine in combination with fuel oflow ignition quality, 5 Fuelinjection timing wae See point 9c. Insufficient charge air pressure: TestRecords -air intake clogged ~turbocharger compressor diy -charge air cooler clogged on ait side turbocharger turbine badly fouled Notel Engines starting on heavy fuel may smoke iflefticiing. ©) Excesive lubricating oll consumption due fo: gas blow-by past piston ngs wom or broken oll 03,11 scraper fings or wom cyinder ners: sticking compression rings: compression rings tumed upside down: ing scuffing (buming morks on siding surfaces). 'b)_Blue-whitish exhaust gases may occasionally occur when engine has been idling fora lengthy time or atlow ambien! temperature, or for a short time after starting, ©) Gray-whitish exhaust gases due to water leakage from exhaust boiler, tufoocharger/ watterin fuel Engine badly overloaded. TestRecords b) Charge air temperature too high Test Ree, 01. =charge air cooler clogged on water side or dirty on air sicle - water temperature fo Gir cooler foo high, water quantity insufficient ol engine room temperature abnomally high ol ©) Excessive deposits in cylinderhead inlet or exhaust ports ce @)_Exhaust pipe pressure after turbine high. COMMON RAIL 08 -308 Troubleshooting W32CR 32-200504-03 TestRecords 2) Faulty exhaust gas temperature sensor. b) Exhoustvalve -jamming when open -"negative” valve clearance -sealing surface blown by (bumed) ©) Faultyinjection valve. @)_Fuel supply insufficient (fiter clogged). @) Faulty exhaust gas temperature sensor or wrong/poor connection of exhaust gas temperature sensor cable. b)_ Wrongly adjusted injection vaive trim values. ©) Accumulator flow fuse shut due to faulty fuel injector. Check if abnormally high leakage. @)_Leaky injection pipe or pipe fittings ©) See points9a,c. e b) Exhaust pipe or turbine nozzle ring partly clogged, ¢) Apply to 8-and 16-cylinder engines. The differen between two cylindersisnomally higher. in exhaust gas temperatures ) Faulty pressure sensor. b) Lubricating oll evel in oilsunp too low. ©). Lubricating oll pressure control valve out of adjustment or jamming. Leakage in lubricating oll suction pipe connections, ©) Lubricating oil baaly diluted with diesel ol, viscosty of ol 100 low. ) Lubricating oil pipes insite engine loose or broken. Lubricating oil fiter clogged. 2 je @)_See points 2aand.. @) Faulty temperature sensor. 'b) Insufficient cooling water flow through oll cooler (faulty pump. aiin system, valve closed), too high raw water temperature, ©) Ollcooler clogged, deposits on tubes. d)_Faulty thermostat vale. 2) One of temperature sensors faulty, b) Circulating water cooler clogged, deposits on tubes. ©) Insufficient flow of cooling water through engine (circulating water pump faulty), airin system, valves closed. d) Thermostat vaive fauly. a) Leaky oll cooler. b)_Faulty lubricating oll separator. See separator instruction book! 23, 03. . 19. 18, a1 08-4 COMMON RAIL32-200504-03 Troubleshooting W32CR 08 Leaky air coolers. Condensation (too low charge air cooling water temperature). Engine overloaded, See points 2d, 2f See points db, dc. 5g. Shortage of fuel, see point 2d 5) Automatic stop has tripped. ©) Sensorfailure Power failure to WECS B&B CCatble orpush button faulty ) The engine driven by generator, propeller or by another engine connected to same reduction gear Stop/shutdown ovenide is activated. 23, ©) Speed or phase measurement disabled, Load the engine, if possible. Block fuel supply, e.g. by means of fuel iter three-way cock, COMMON RAIL 08-508 Troubleshooting W32CR 32-200504-03 08.3 08.3.1 Setting of global timing ‘These adjustments are carried out by authorized personnel only. Please contact Wartsila for information about further action. 08.4 Engine stand-by mode 08. .1 Engine stand-by During engine stand-by the fuel control valves (FCV) on the high pressure pumps are cycled to circulate the fuel in the pumps and the accumulators. The cycling starts when minimum fuel feed pressure is reached and the power for the control system is swithed on. The FCV cycling pattern is defined according to the installation fuel feed system. Checks: The FCV valve cycling can be read from the LDU display or WECSplorer tool, see 08.13.1, by monitoring the FCV control signal or high pressure pump temperatures. If the temperature in one of the high pressure pumps does not increase despite correct cycling of the FCV's, check if the inlet check valve is stuck in closed position. If the temperature of one SSV is not increasing despite correct cycling of the FCV's, the SSV capsule is probably stuck in close position, see Fig 08-4 and chapter 16. 08-6 COMMON RAIL32-200504-03 Troubleshooting W32CR 08 08.5 1. High pressure fuel oll pipe (to injection valve) 2, Leakage detection pin (In leak detection position) 3. High pressure fuel oll pipe (from pump) 4, Channel for fuel leckage 5, Leakage detection ting 6, Leakage detection pin (in non-leak-posttion) 7. Leakage drain pipe connection Fuel rail leakage detection 08.5.1 General ‘The clean fuel leakage system is a closed system connected to a pressureless tank, see Fig 08-9. The system is equipped with a leakage alarm sensor. If the clean leakage tank is full or the pipe is clogged the clean-leakage alarm is switched on. Possible leakage in the fuel rail pipe system passes through detection rings on the accumulators, see Fig 08-3. The leakage detection rings has several detection pins each to indicate where the system is leaking. 08.5.2 Leakage detection In case of leakage alarm, verify the position of the detection pins to locate the leaking component. The pins indicates leakage as follows: Left or right cylinder detection pin indicates leakage © in quill pipe and high pressure pipe connection © of high pressure pipe from accumulator to cylinder © in high pressure pipe connection to accumulator Leakage detection 4 5 6 b Fig 08-1 soos COMMON RAIL08 Troubleshooting W32CR 32-200504-03 8, Leakage pin for SV connection *) 9. Leakage pin (HP-pipe to left cylinder) 10, Leakage pin (Pump or HP-pipe from pump) 11, Leakage pin (HP-pipe to left accumulator) 12, Leakage pin (HP-pipe to right cylinder) 18, Leakage pin (HP-pipe to right accumulator) *)no function on accumulators without SV Leakage alarm Fig 08-2 soneoione Pump detection pins indicates leakage © in high pressure pump upper part * in high pressure pipe connection to injection pump © of high pressure pipe from pump to accumulator * in high pressure pipe connection to accumulator Left or right accumulator to accumulator pipe (rail) detec- | tion pin indicates leakage * in high pressure pipe connections to accumulators © of high pressure pipe between accumulators © in between accumulator and adapter for rail pressure sensor in between adapter for rail pressure sensor and the sensor SSV detection pin indicates leakage (only on SSV equipped accumulators) © in connection of SSV block and accumulator © does not indicate SSV main or pressure relief seat leakage 08-8 COMMON RAIL32-200504-03 Troubleshooting W32CR 08 14, Control oil supply 15. Control oil discharge 16. Mechanical safety valve The normal amount of clean leakage is, when running on light fuel oil, only a few litres per hour. At engine stop, the rail pressure is automatically drained (several litres fuel oil) into the clean leakage system. 08.5.3 SSV seat leakage If the clean leakage tank is filled faster than normal and there is no alarm for clean leakage, some of the SSV:s seats may leak. [1] Check the temperature of the SSV drain line during en- gine operation. If the temperature of the drain line is higher than normally, the SSV is most probably leaking. 2| Remove and inspect the SSV capsule. Renew the SSV capsule in case the valve seats are damaged. SSV-valve 4 9 15 17. Valve (closed by control oil during engine operation) 18. Fuel (rail pressure) from accumulator 19. Solenoid vaive (eneraised during engine operation) 103 Fuel drain 16 eee 7 a i " ail ml aD Fig 08-3 sooeos040e COMMON RAIL 08-908 Troubleshooting W32CR 32-200504-03 08.5.4 Leakage from high pressure pump ‘The drain of the high pressure pumps are connected to the clean leakage fuel system, see Fig 08-5. In case of abnormally high amount of leakage from any of the pumps the reasons might be: © damaged sealing (element - housing) © damaged sealing at FCV adapter * damaged pump element Both the pipe (22) and the connecting piece (24) is to be removed to verify amount of pump leakage. Fuel oil retum/drain pipes 20. HP fuel oil pump: 21, Fuel oll (retum) from injection valves 22. Leakage fuel oll drain pipe 2 pe 23, Leak fuel oll from HP pipes 24, Connection piece 25. Leakage fuel oil drain © i Se a ° 86 80 ce] ‘ Fig 08-4 soosno0sne 08-10 COMMON RAIL32-200504-03 Troubleshooting W32CR 08 Note! 08.5.5 Dirty leakage The engine is equipped with an alarm for dirty leakage, see Fig 08-9. This alarm indicates fluid in the hot box. In case of alarm, stop the engine (risk of fire) and renew leaking components. In case of dirty leakage alarm there is no cycling of FCV’s in engine stand-by mode. 08.5.6 Change in lubricating oil level In case the lubricating oil level decreases faster than normal without any visual outside leakage, the reason may be a leakage of lubricating oil into the fuel oil system. Some of the possible reasons could be: © broken seals on the SSV capsule (lubricating oil enters the clean leakage tank) © leakage in the three way valve (lubricating oil enters the clean leakage tank) © broken seal on the servo piston (lubricating oil is drained into the fuel return circuit) © broken control oil pipe in the hot box (will result in a dirty leakage alarm) © LO leakage at the injector mating surfaces. (LO enters mix- ing tank during preheating) Incase the lubricating oil level increases there is a leakage into the lubricating oil system. Some of the possible reasons could be © fuel leakage at the injector body mating surfaces. Fuel can then enter the nozzle cooling system. * broken O-ring outside the injection valve. The return fuel gallery in the cylinder head is a part of the low-pressure system and has the same pressure as the mixing tank. Fuel can then enter the nozzle cooling system. © broken sealing ring on the bottom flange of the high pressure fuel pump. Leak fuel from the pump will then drain through the pump lifter to the camshaft compartment and oil sump In case heavy fuel (HFO>380) has entered the lubricating oil check the lubricating oil viscosity. Max. allowed viscosity increase is 25% at 100°C (+45% at 40°C), typically for SAE 40 is max. viscosity 200 cSt at 40°C. It is however recommended to change the lubricating oil even if the max. viscosity is not reached, because heavy fuel contamination increases the risk of deposit formation in the piston cooling galleries. In case of HFO 180 or diesel oil the viscosity can be used as an indicator. Refer also to chapter 02 in this manual. COMMON RAIL 08-1108 Troubleshooting W32CR 32-200504-03 08.6 Cylinders not firing 08.6.1 Command signal The 110 V injection command signal is of PWM (Pulse Width Modulated) type, and has a pull-in and hold-in part, see Fig 08-6. To be able to monitor this injection command signal an AC/DC probe and a scopemeter (or oscilloscope) is needed. Injection command signal pins on the CMM10 units is e.g. as follows: (see installation specific wiring diagrams for a more exact infor- mation) CCMIOAI _[CiBterminalX5-1cyiAl__|CIB terminal x5-2cyIA2__ [CIB terminal X5-3 cyl A3 CCM10A2 _|CiBteminalXS-1cyiA4 _ |CiB terminal X5-2cyIA5 _ |CIB terminal X5-3 cyl A CCM10A3_—_|CiBteminalXs-1cyiA7 _|CiBterminal x5-2cyiA8__|CiB terminal X5-3 cyl AP CCM1081__[CiBterminalXs-1cyiB1__|CiBterminalx5-2cyiB2__|CIB terminal X6-3 cyl B3 CCM 1082 __|CiBterminalXs-1cyiB4__|CIB terminal X5-2cyiB5 __|CIB terminal X6-3 cylB6 CCM1083__|CIBterminalXs-1 cyiB7_|CiB terminal x5-2cyl88__|CIB terminal X5-3 cylB9 If no injection command signal is found then check: © that the 110V power supply is switched on © condition of the cables and connectors © functionality of the CCM10 unit and injectors © possible earth faults, see 08.8 The value of pull-in and hold-current, can be checked from WECSplorer Main Pull In Current/Main Hold Current parame- ters, see 08.13.1. 08 - 12 COMMON RAIL32-200504-03 Troubleshooting W32CR 08 Fuel injection command signal PWM current (A) faent Holain Toleally 2.15 KHz peak valley [ms] Duration Fig 08-5 sexuz0420 08.6.2 Check of control oil system Cheek that the control oil system pressure during engine opera- tion is according to stated value for the installation concerned. In case of alarm by deviant control oil pressure or if any of the cylinders do not fire, proceed as follows: Pump and regulating valve Check the pump and regulating valve functionality and adjust- ments. Please refer to chapter 06 and appendix 18A in this manual, Pipes Incase some of the cylinders do not fire, check the condition of the control oil pipe at the cylinder concerned. 1) Check that the control oil pipe located in the hotbox do not leak. 2] Open the valve cover (engine stopped, _prelubrication pump running) and check that the control oil pipe is intact and does not leak. COMMON RAIL 08 - 13.08 Troubleshooting W32CR 32-200504-03 08.6.3 Checks at activated flow fuse ‘The injection fuel return flow is, at heavy fuel operation, approxi- mately 20-30% of the consumption and is returned to the low pressure fuel system mixing tank The flow fuse shuts off in case of a leakage or a malfunction occurs in the fuel injection equipment afterwards the flow fuse. Incase of leakage over the injection valve upper shuttle seat the return flow will increase and causes the flow fuse on the accumu- lator to close. [1| Check for possible leakage from HP-pipe or quill pipe, see 08.5, 2| Check the tightness of the shuttle valve and renew the fuel injector if needed. The leakage is caused by wear on the seat and can be measured using the tool 2V86G5772. 08.6.4 Testing of shuttle valve movement Loss of control oil, driving the shuttle valve into action, may cause a too short injectionduration or a delayed start of injection. Such loss of control oil pressure can be caused e.g by leakage between the injection clamp and injector holder. If anyhow the shuttle valve is to be removed and inspected, it is removed as follows: [1] Remove injection valve top flange 2] Fasten the measuring device and dial indicator accord- ing to Fig 08-7. 3) Install hydraulic pump to inlet M12X1,5 and pump 200 bar into measuring device Release pressure and set dial indicator to zero 5) Pump to 200 bar and read result from indicator [6] Release pressure and check that the indicator is returned to zero. [7] Repeat step 4 and 5 some 2-3 times to ensure that the measurement is correctly carried out. [8| Remove the measuring device 08 - 14 COMMON RAIL32-200504-03 Troubleshooting W32CR 08 Note Picture of shuttle lift measurement device Fig 08-6 oazr0402 The nominal shuttle lift is 0.6 mm. If the shuttle lift for any reason is 0.7 mm or more the injection valve will have limited lifetime (some hundred hours). Also the fuel leakage on the high pressure fuel side after the accumulator can close the flow fuse. * check the leak detection pin position on the accumulators, especially the pins which are indicating the leak between the accumulator and quill pipe © check the tightness of the quill pipe and the condition of the sealing surfaces The engine has to be stopped before the flow fuse will re-open, the fuel feed system can though be kept in running mode. COMMON RAIL 08 - 1508 Troubleshooting W32CR 32-200504-03 08.7 Increased torsional vibrations Optionalon W32 08.7.1 General ‘The engine torsional vibrations is indicated and calculated out of signal intervals from sensors on the flywheel. Load reduction or stop mode will be activated during engine running in case the engine torsional vibrations increases above preset values. Apart from detecting a major mechanical failure on the rotating parts of the engine or the generator (loose counterweight etc) also cylinder injection/firing related problems will affect the torsional vibration level. 0 If the load reduction or stop mode is activated due to exceeded range limit for torsional vibrations, proceed as follows: [1] Check the engine performance and temperature read- ings to verify possible initial stages of failing engine parts. Check the engine / generatorset for possible abnormal sounds, leakages etc... 2) Check the condition of cylinder combustion/injection calibration. All injectors firing? Exhaust temperature devia- tions? Cylinder pressures OK? Control oil pressure OK? Re- calibrate injectors (duration and timing offset) using WECSplorer service tool if necessary. Replace troublesome injectors. 3) Check functionality of the CCM module(s) concerned (power supply, possible earth faults etc). If a group of cylinders controlled by one and same CCM-unit is failing/deviating; exchange module. |4) Check vibration sensors, cabling and connectors. Check the sensing distance, see chapter 23. Check the power supply to the sensors and the cleanliness of the flywheel. 2 Load reduction or stop mode activated 08-16 COMMON RAIL32-200504-03 Troubleshooting W32CR 08 08.8 Automation system earth faults 08.8.1 General The automation system on the engine is due to classification societies requirements, designed to be floating i.e. galvanically isolated from the engine block. An earth fault relay is installed in the power supply distribution equipment. In case of galvanic contact between the systems power supply or signals and engine block, an earth fault will occur and parts of the monitoring and control functions may be disturbed. The impact of such an earth fault depends on its location. 08.8.2 Locating the earth fault General guidelines for earth fault trouble shooting: [1] Check LDU (Local Display Unit) or alarm system/PLC event log for certain indications 2| Check if a whole cylinder bank is affected (is seen in an abnormal performance) '3] Check if a CCM-group of three cylinders is affected (is seen in an abnormal performance) 4| Check if any specific sensor or other device is affected (is seen in abnormal values) 5] Check if part of the automation system is down (any blown fuse?) [6| Check if there is any visual damage on the automation equipment or cabling. 08.8.3 Systematical fault finding See installation specific documentation and wiring diagrams regarding system architecture, terminal numbering etc. 1) Check the cables and sensors systematically, by iso- Iating (disconnecting) parts of the system from the power supply unit (PMOD or cabinet), starting e.g. with cylinder bank power buses, then power supply to single control modules and finally sensors/solenoids/actuators. The earth fault alarm will disappear when the power supply to the affected components is disconnected. [2] Renew the damaged component with a new one or, as a temporarily solution, isolate the conducting parts with e.g. insulation tape or shrinking tube. COMMON RAIL 08 - 1708 Troubleshooting W32CR 32-200504-03 08.9 Engine shutdowns 08.9.1 Shutdown groups The shutdown identification indicates the first reason to that the automation system entered shutdown or emergency stop mode. The code is available on modbus address 30148 The code is generated from the following groups of shutdowns: © Ixxx: Sensor failure autostop (will set engine to shutdown mode) © 2xxx: Sensor failure emergency stop (will set engine to emer- gency stop mode) # 3xxx: Setpoint autostop (will set engine to shutdown mode) ‘© 4bovc Setpoint emergency stop (will set engine to emergency , stop mode) The three digit number after the group number will indicate which safety item in that group that caused the shutdown. This list (DAAB029308 rev. -) is valid from common rail code version 2.5.0 build 1 forward. Sensor failure shutdown n/a n/a n/a Sensor failure ees 2 — Ev 2001 |OT162 Speed governor input sensor failure 2002 PT115A, PTIS5A, Both rail pressure sensors missing _ 2003 PT115B, PT155B Both rail pressure sensors missing ie shutdown : 3001 Ee Ee Remote stop activated ‘3002 (08739 Extemal shutdown activated }3003 StartFallure |The start attempt has been aborted or start sequence criteria’s has not been fulfilled. | Details about the start sequence can be |found in the log system 08-18 COMMON RAIL32-200504-03 Troubleshooting W32CR 08 Setpoint emergen« ste 4001 08735 Emergency stop button has been pressed ‘4002 SAFE Safety wire signal to MCM700 has opened. Can ‘only be caused by severe disturbance on = Be speed/posttion signal or safely wire loop break. | ‘4003 SE167 ‘The engine speed has exceeded the preset ____overspeediiimit /4004 'SE167 ‘The engine speed has been too low during run mode i-e. engine has reached a very low speed ‘without anything else causing a shutdown before this point. ‘4005 ‘Start speed drop During the start sequence the engine speed hes {dropped fo low tobe able to continue start lattempt. Possible reason to low staring air pressure 2006 |CANFAILMCM700 ‘CAN failure, communication to all other units on __lengine are iost [4007 CANFAILCCMIGAl _|CAN failure, communication to CCM Al islost 4008 CANFAILCCMIOA2 _|CAN failure, communication to CCM A2 is lost. 4009 ___|CANFAILCCMIOA3_—_|CAN failure, communication to CCM A3islost 4010 CANFAILCCMIORCA (CAN failute, communication to CCMRCA Is lost 4011 ICANFAILCCM1081__|CAN failure, communication to CCM BI is lost 4012 ICANFAILCCM1082__|CAN failure, communication to CCM B2is lost 4013, a [CANFAILCCM1083__|CAN failure, communication to CCM B3 is lost [aoa __|CANFAILCCMTORCB [CAN failure, communication to CCMRCBis lost 4015 ‘SWStafusCCMIOAl [Backup safety wire over CAN, only activated if a: i a. hardiwire signal fais to open (Gee 4002) 4016 ‘SWStafusCCMI0A2 —_ [Backup safely wire over CAN, only activated If st hardwie signal fais to open (See 4002) i 2017 'sWStatusCCMI Backup safely wire over CAN, only activated if hardiwite signal fais to open Gee 4002) 4018 ISWStatusCCMI0B1 —_|[ Backup safely wire over CAN, only activated if pea aa hardwite signal fas to open (Gee 4002) 4019 ISWStafusCCM10B2 | Backup safely wire over CAN, only activated if fi Ihardwire signal falls to open ee 4002) 4020 ISWStatusCCM10B3._—_| Backup safely wire over CAN, only activated if Ihardwire signal fails to open (See 4002) COMMON RAIL 08-1908 Troubleshooting W32CR 32-200504-03 Oi Shutdown troubleshooting 08.9.2.1 Speed governor input sensor failure ‘The 4-20 mA control signal from Woodward 723 speed/load con- troller has failed (out of range). Possible failures: © Woodward723 has failed. Is the power and CPU led active on the unit? © Failed cable/wire or termination. Check wiring from Wood- ward cabinet to engine and MCM700 CIB (Connection Inter- face Box) * Failed MCM (MainControlModule). Is Power on to unit? Check PWR LED on CIB. 08.9.2.2 Both railpress. sensors missing, A-B-bank Both PT115 A(B) and PT155 A(B) rail pressure transducers have | failed (measurement out of range) This shutdown should be preceded by individual rail pressure sensor failure alarm and consequent action from operator (= replace sensor). Should both fail at same instance a likely failure is a failed common 5V power supply in the Rail Controller unit (CCM10 RC A or B). The loss of common voltage could be due to a failed CIB-interface board or due toa failed CCM-module or simply due to control power failure. Check CTRL PWR led of CCM10 RC A or B. 08.9.2.3 Remote stop OS734 Remote stop input is the normal shutdown/stop input to WECS7500 system. The normal stop solenoid output from WECS2000 Relay Module (RM) is controlling a optical relay in CMOD (Communication Module) cabinet which in turn is giving an isolated stop signal to MCM-module. The reason for the "remote stop" must be identified from the WECS2000 control system LDU. Should there be no reason in the WECS2000 LDU a failure in the optical relay, relay module, wiring or termination is possible (first likely reason first). 08 - 20 COMMON RAIL32-200504-03 Troubleshooting W32CR 08 08.9.2.4 External shutdown ‘The Woodward 723 speed/load governor major alarm (shutdown) is connected to OS739 External shutdown input. Should the speed/load governor fail the WECS7500 will receive stop/shut- down signal from this. The major alarm in Woodward 723 is triggered from overspeed ( set at 1.18% of nominal speed) or by failed speed sensors SE167 and SE168. The HHT (HandHeldTer- minal) of Woodward is needed to check which of the two failures did oceur. The overspeed in Woodward 723 is set at 1.18 x nominal rpm ands acting as additional backup. The main (ST173) and backup (ST174) overspeed functions are in WECS2000 control system and should activate before the additional backup. One failed speed sensor will activate the minor alarm from Woodward. If both speed pickups fail the speed governor will initiate major alarm. The major alarm signal is also wired to WECS2000 control systern OS746 External shutdown 2 (WECS7500 or Woodward shutdown) this to activate the normal shutdown sequences of engine. Possible failures of circuit: © Wiring/termination problems from Woodward to interface box © Failures of optical relays in interface box and in CMOD. 08.9.2.5 Start Failure Start failure can occur by mainly two reasons: The common rail pressure has not reached the minimum set level. (Installation specific: 300 bar or alternatively 450 bar) © Check incoming fuel pressure (PT101). A too low pressure will reduce pump filling capacity. Adjust at pressure regula- tor. © Check return fuel pressure (PT105). The FCV needs acertain back-pressure in order to operate correctly. © Check that SSV valves are controlled closed at start. Use solenoid pen to or check coil magnetic force with metal object e.g. screwdriver. © Check the drain for SSV-leakage. LS104 leak alarm active? © Are the FCV's operating at all? Check CCMIORC operation from CIB-leds. Does the module receive FCV driver voltage (PWR DRV-led) from PMOD? COMMON RAIL 08 - 2108 Troubleshooting W32CR 32-200504-03 Maximum starting time exceeded. Typical set value is 60 sec- onds. ‘The engine has not reached run speed within specified time. 08.9.2.6 Emergency stop button This is the OS735 Emergency stop input to WECS7500. The local emergency stop button (HS723) and external emergency stop input are connected in parallell and will activate the OS735 input to WECS7500 and also to WECS2000 (Relay Module), ‘The reason for activation of emergency stop needs to be checked, verified and corrected. The local and external emergency stop circuits needs to be checked and released if activated. Possible malfunctions: Failed local emergency stop button. Wire broken or loose ( inside button enclosure. © Failed external circuit. Wire break resistor failed? ¢ Failure of optical relay in CMOD. Check installation specific drawings. 08.9.2.7 SW-loop (speed/ratio failure) SW (SAFETY WIRE)-loop shutdown is indicating a distributed shutdown from one of the modules due to failed speed/phase measurement detection. ‘The MCM-module is supervising the SW-loop circuit status and triggering the SW-loop(speed/ratio failure) as first shutdown cause. To identify which module activated the SW-loop the SWL CTL ed on each CIB (Connection Interface Box) must be checked. The loop is a hardwired signal connected to each module. Each cylinder control module will open the loop it the module fails to determine the speed or phase of the engine needed for correct injection timing. The loop is controlling an optical relay in PMOD and will cut the drive voltage supply to injectors and to FCV (FlowControlValve). Apart from the module SW-loop also emer- gency stop and external shutdown will cut the drive voltage. 08 - 22 COMMON RAIL