1

Actuator rod zero adjustment

Mechanically adjustment of zero position of the actuator’s connecting rod.

1. Air supply and electric power must be on.
2. Decouple the actuator from the local stand
3. Position the fuel-link to zero manually
4. Open the junction box at the actuator. Locate the Pos.Drive (V1) and the
Neg.Drice (V2) push-buttons on the operating panel in the junction-box. Position
the actuator to zero by pushing these two buttons.
5. Loosen the contra-nuts on the rod
6. Screw the rod until alignment is achieved, to be able to change over without
moveing actuator.
7. Fasten the contra-nut.
 2

Speed Pick-Ups

For proper speed detection, correct alignment of the pick-up unit is necessary. The DGS
8800 system requires two pick-ups installed. The nominal distance from pick-up edge to
sensing distance to surface is 2,5 – 3,0 mm when used on standard flywheel. When pick-
ups is used for gear or similar metals, the distance should be reduced to 1,5 – 2,5 mm
dependent on the metal.
 3

Adjustment of Feed-back Signals

STOP OUT.
Note : CW Means Clock Wise
CCW Means Counter Clock Wise

Span adjustment is the upper potensiometer on the Adaproe Carnd in Ch-1.

Zero adjustment is the lower potensiometer on the Adaptor Card in Ch-1.

1. Make sure that Ch-1 contains a NN-832.13 Adaptor Card.

2. Make sure that,
a. the actuator is in Idle Mode
b. the key is in ”Open Pos.” and not in ”Change Lock”
c. actuator parameter 49 has the data value 27
d. actuator parameter 47 has the data value 12
e. actuator parameter 45 has the data value FF
3. Disengage the actuator by setting the change over mechanism to Emergency
Position. Actuator rod is now free from engine fuel linkage.
4. Move the actuator to its minimum fuel position, that is, the actuator rod to be out.
This is done by pushing the (-) button on the DGU Actuator Test panel.
5. Display parameter 3 on Actuator Panel. This should now show approx. 0,0 mm in
the data value window.
6. If value is negative or ”Feed-back Fail” is activated, then turn ”Zero” (lower)
potmeter CW, else turn CCW.
7. Now move the actuator to its maximum fuel position, that is, the actuator rod to
be in. This is done by pushing the (+) button on DGU Actuator Test Panel.
8. Display parameter 3 on the actuator panel. This should now show approx. 100,0
mm in the data value window.
9. If the value is more than 100,0 or ”Feed.back failure” is activated, then turn
”Span” (Upper) potmeter CCW, else turn CW.
10. Repeat step 4 to 9 until both positions is correct.
11. Set actuator in zero fuel position with (-) push-button. Restor change-over
mechanism to Remote position.
 4

Fuel Output Signals

Two output channels (Ch 3- and 4) may be used to measure system fuel. The input for
these channels is the actuator position.

The signal to the user can be conditioned by Zero and Span adjustment on the adapto
cards, to conform either to the fuel pump index-grading, or fuel setting in % of
maximum.

1. Obtain a linearized curve of fuel pump index versus actuator position

2. Set the actuator in TEST-Mode (Param. 1 is set to data value 2)
3. Activate the fuel test button, and simulate an actuator position with the PLUS and
MINUS buttons.
4. Read the actuator postion on parameter 3 in the data value display, while
adjusting ZERO an SPAN.
5. Repeat ZERO and SPAN trim until satisfied.
 5

Preparation for adjustment

Before adjustments of actuator, valves (V1-V4) and Balance Valves can start, some
preparation must be done :

1. the engine must be stopped

2. the fuel linkage must be connected to actuator servo system (mechanical remote
mode)
3. any mechanical stop screw must be set to more than 100%
4. keep start blocking device in blocked position for security
5. the DGU must be in ”Idle Mode” and ”Change Lock” musst be in open position

For MAN B&W L-MC Engines ;

The stop cylinder must not be activated
To release stop cylinder, the simplest procedure is on local stand to;

1. Change air control lever to Emergency position. Do not change the mechanical
change over mechanism to emergency position.
2. Pull up ”STOP” button, to make stop cylinder passive. Onsome engines the
”START” button must be given a little stroke to deactivate the Stop Valve.

The adjustment of actuator motion speed is done on each of the four basic valve units.
 6

Adjustment of balance Valve

Some fuelrack is ”leaning” in one direction, causing the actuator to glide in that direction.
This can be compensated by adjusting the balance valves at the operators panel in the
actuator junction box to activate the actuator to different positions and inspect the
stability of actuator.
Note : The actuator sometimes glides very slowly.

Use a 6 mm hex key for adjustment.

The basic adjusted position of these valves is with all colored rings just vivible. Only one
of these valves should be activated if any. When screw is turned CW, the valve starts to
reducepressure on that side of the actuator. Adjust until the actuator stands still.

Note :
If the screw is turned too far CCW it may slip from its trea. In that case the air pressure
must be cut off to able to enter the screw again.

Note :
If there has been some adjustment of the balance Valves, then the speed valves (V1-V4)
must be readjusted.

Additional adjustment of ballanse valves

This is an additional test to be done while the engine is running in order to optimise the
adjustment of the balance valve.
When the engine is running, press the setpoint button at the governor, This will cut out
the regulating mode, and forward the command directly to a position for the actuator.
Put the command-/position of the actuator to approx. 80 % of full stroke. Let the engine
run for some minutes, and then start look for the activity of V1 and V2. Then adjust the
balance valve until the activity is as low as possible.
NB!,
When doing this, remember there is no regulating and the control of soeed is in the hands
of the man in the control room.
 7

Coarse adjustment of Speed Valves (V1-V4)

1. Basic settings of the speed valves
Be sure not to have any air restriction, by turning all 8 adjustment screws several
times CCW. The distance from the contra-nut to the top of the adjustment screw
must be minimum 2 mm or max 4 mm.
2. Adjutment of V3 and V4 ”Cold Side”
Adjust V3-On and V4-On CW until air-leakage is heard. Then re-adjust until the
valve is completely closed, and tighten the contra-nut.
3. Coarse adjustment of V1 and V2 ”Hot Side”
Adjust V1-On and V2-On until fairly low speed is obtained, while pushing the
pos.- and Neg. buttons inside local actuator junction-box.
 8

Fine adjusment of Speed Valves (V1-V4)

The speed adjustments is done on the actuator valves V1-V4.
The trimming procedure is done semi-automatically, with the aid of the test panel on
actuator junction box. Two switches Direction (Pos- and Neg) and Speed (High- and
Low) gived information to the computer of what you want to test. The computer
measures the speed and gives status indication to the LED’s if the speed is ”Too High”,
”Too Low” or ”Normal ”-(Both LED’s On)

1. Check ”Preparation for adjustment” in previous section

2. From Control-room on the DGU Actuator front panel, change the Mode to ”Local
CAL” by aduting Param.1 to data value 4, Push ”ON” button.
3. From Emergency Stand, start the local calibration procedure by changing the
Direction Switch rapidly (within 0,5 sec.) back and forth once. This will start/Stop
the motion of the actuator. This can also be done by the speed switch.
4. V1-On (Hot Side); select NEG and LOW. Loosen the contra-nut and adjust the
valve to the status LED’s indicate normal. Tighten the contra-nut and check that
the status is still Normal. Normal status is indicated when both HIGH an LOW
SPEED indicators are lit.
5. Hot side adjustments.
Continue for each valve adustment, as listed in table below.
NORMAL : Stop with rod out.

VALVE SPEED DIRECTION MOTION

V1-ON LOW NEG Neg. Low-Speed
V2-ON LOW POS Pos. Low-Speed
V3-OFF HIGH NEG Neg. High-Speed
V4-OFF HIGH POS Pos. High-Speed

Note. If normal status on high-speed adjustment is not obtained, reduce param.27 to

value 180 – or lower, and rpeat adjustment of V3-OFF and V4-OFF. Also Check
the three exhaust filters on actuator base plate, the air supply pressure (7-bar) and
condition of fuelrack in this case.

6. Could side adjustments.

Restrict (turn CW) V1.OFF and V2-OFF, until LOW LED lights alone or until the
actuator start with chocking movements (jumping). Then turn 2 full revolutions
back (CCW). Continue for each valve adjustment, as listed in table below :
Normal with rod out.

VALVE SPEED DIRECTION MOTION

V1-OFF LOW POS Pos. Low-Speed
V2-OFF LOW NEG Neg. Low-Speed
 9

ADJUSTMENT OF SCAV. AIR INPUT (0-4 BAR, 4-20 mA) (New Software)

1. Turn the key on DGU fronpanel to Open Pos.

2. On the Regulator side, find Parameter 99 and change the Value to 27.
Service Code 99=27 Basic parameter
Service Code 99=47 Expert parameter
3. Turn the key to Close Pos.
4. On the regulator side, change the OpCode to value 2.
5. Turn the key to Open Pos.
6. Find parameter ch (Channel) and change the Value to 20.
7. Find Parameter AC (Actual Counts)
8. Write up the value for Zero Pressure and Maximum pressure.
AC (0-bar)= 2420 Counts (Approx.)
AC (4-bar)= 3910 Counts (Approx.)
9. Find Parameter ;
CL and insert the Value for 0-bar
CH and insert the Value for 4-bar.
10. Find parameter AI (Analogue Input) and test the sensor (0-1-2-3-4 bar)
If the adjustment is OK, press Save on the Regulator side.
11. Find Parameter ch (Channel)
12. Turn the key to Close Pos.
13. On the regulator side, change the OpCode to value 0.
14. Turn the key to Open Pos.
15. On the Regulator side, change the Value for Parameter 99 to 0-zero
16. Turn the key to Close Pos.
17. Go to any Parameter you want.
 10

OpCode 2 I/O - Analogue Input.

Figure 6.3 Analogue inputs on regulator.

Adjustable parameter:
ch 17-21 Channel Select adjustable

Readable parameters;
ty A-In Analogue input type fixed
AC 0-4095 Actual Counts reading from 12 bit D/A Converter
AI +- 999.99 Analogue Input technical value

Save and adjustable parameters;

EL 0-4095 Error Low Indata Error Limit, Low Counts
EH 0-4095 Error High Indata Error Limit, High Counts

CO 0 or CL-CH Count Zero If set to 0, then "Count Zero" is not used

CL 1-CH Count Low Scaling counts
CH CL-4095 Count High Scaling counts
tL +-300.00 technical Low Scaling to "CL"
tH +-300.00 technical High Scaling to "CH"

LL +-300.00 technical Limit Low to prevent wild values

LH +.300.00 technical Limit High to prevent wild values
tF 0-60.0 sec. Filter timeconstant Low pass filter
 11

Regulator - OpCode 1 Expert Parameters

Par. Parameter name / Limits Unit Default Commission Remarks/
no.: description: Min/Max: type: setting: setting: reference:

Scavenge Air Fuel Limit (MAN B&W)

70 Scav.air press 2 0 - 4.01 Bar 0.00 Auto-F

71 Scav.air press 3 0 - 4.02 Bar 1.00 Auto-F

72 Scav.air press 4 0 - 4.03 Bar 1.40 Auto-F

73 Scav.air range 1,2 0 - 100 % 100.0 Auto-F

74 Scav. air range 3 0 - 100 % 100.0 Auto-F

75 Scav. air range 4,5 0 - 100 % 100.0 Fixed

don't care
@ 100 %

The fuel limiters set in the governor is transferred to “cpp load controller” and the
governor is using 10% higher limites (adjustable in parameter 1.60).

Parameter 1.70 to 1.75, "Scavenging Air Fuel Limit"

The "Scavenging Air Fuel Limiter" limits the fuel according to the pressure
measured on the scav. air receiver. This limiter should be set according to engine
manufacturer recommendations. The lifetime of the engine may be reduced if this
setting is changed.

Parameter 1.70-1.72 corresponds to 3 points on the Scavenging Air Pressure axis (in
BAR). Parameter 1.73-1.75 corresponds to the fuel in % of full MCR value. The limit
curve may generally be set to 10% above the normal engine characteristic in the lower
part and matching at the top (100%).
 12

Scav air and Torque Limits

Various factors can cause that the governor limits have to be changed during service.

These are:

Fuel oil quality variations

Wear of fuel pumps
Too small margins in the governor setting in relation to
actual engine load.
Hull fouling, etc.

Assume the vessel has bunkered fuel oil with a lower calorific value than the one used at
sea trial.

These effects are:

Higher fuel pump/governor index needed to obtain the same

engine load.
System alarms from either torque limit or
Scav. air pressure limit curve. These situations can occur for engines, witch
are laid out with a heavy propeller curve.
Thereby the margin between the engine propeller curve and the limit curves is
reduced.

What can be done?

1. The crew onboard must check witch limit curve (torque or scav. air) is the
problem. The value can be displayed on the DGS operator panel. See instruction
book in the list of parameters page 3. Parameter no 4. alternative information,
selected on parameter 14, value 8.

2. Adjust the regulator fuel index parameters for the relevant limit curve, so that it
corresponds to a rise of the curve by a few % on the fuel index scale. it might be
necessary to adjust the other limit curve also.

Warning!

After having used up all the fuel with the lower caloric value,
(If this is the governor trouble) the settings should be re-adjusted back to the
original values.

By doing this at next bunker station, where the ship hopefully receive better fuel,
the engine thermal protection is obtained.