Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
FOR THE
OPERATION AND MAINTENANCE
OF A
1102V-4G-34R TYPE GOVERNOR
(MH02-04)
MAN CODE 11.14001-537
Fax: +31505013618
Email: Sales@regulateurs-europa.com
Contents
Chapter
1
Foreword
2.
Service facilities
3.
4.
Technical data
5.
6.
General description
7.
Operating Principles
8.
9.
Section
000/100
(Base Assembly)
10.
Section
100/200
(Body Assembly)
11.
Section
200/300
(Rotor Assembly)
12.
Section
300/500
(Casing Assembly)
13.
Section
14.
Section
600/700
(Top-Cover Assembly)
CHAPTER 1
Foreword
These instructions have been compiled to assist personnel responsible for the operation
and maintenance of equipment manufactured by Regulateurs Europa.
Care has been taken to ensure that the equipment has been accurately represented, but it
should be appreciated that with the continued progress of design and the diversity of
application, certain items may differ in detail.
It
Whilst reserving the right to make any alteration in design which they may consider
advisable, the manufactures absolve themselves from making any such alteration
retrospective.
In addition to the information given herein, practical
CHAPTER 2
Service facilities
is:
or
P.O. Box 28, 9300 M Roden
The Netherlands
@-Mail: sales(a)regulateurs-europa.com
service@regulateurs-europa.com
CHAPTER 3
1.
2.
is
General
The equipment may contain one or more of the following:
Rotating parts
a)
b)
c)
d)
Compressed air
High voltages
e)
Preloaded springs
3.
Before carrying out any repairs, adjustments or maintenance to the equipment or unit,
the operator should ensure that any such unit or equipment cannot be activated from
a remote position. To achieve this condition, he should ensure that all
electrical/pneumatic
regarding position, level and type of work to be carried out should also be made
available to the Engineer in charge of the installation to prevent attempted use of the
equipment or unit during breakdown.
In the case of electrical/electronic
control systems, the operator should make careful
the
Instruction Manual to ensure that he is aware of any special safety
reference to
4.
Before the equipment or unit is finally released for operation, operating personnel
should ensure that all tools and repair equipment have been removed and that all
safety guards are securely replaced (where applicable). All fuses should be replaced
and operating mediums (electrical and pneumatic supplies) should be opened or
reconnected.
CHAPTER 4
Technical data
Speed range:
Speed droop:
500-1800
5/8 inch, 36
May
Driveshaft:
revs/min.
(without latch).
Solenoid operated:
Solenoid energised to "stop". Manually operated shutdown knob fitted on solenoid energised to "stop" only.
Solenoid voltages: 24V. DC
(manual)
Manually operated:
Electric motor:
Series wound:
24V DC PM
Governor installation:
Weight:
Oil supply:
CHAPTER 5
is used
on the
4G
34
AlC
CSR*
Displacer piston
Load control
Shut down
Drive shaft & base
Compensating spring
Work output
Vertical (mounting)
Governor model
Governor type
*
CSR
Roden build governors have a short code "11 02V-4G-34R" stamped on the nameplate.
The indication"R" means: output shaft right hand side.
is
CHAPTER 6
General description
The Regulateurs Europa series 1I00-4G range of governors are of the centrifugal flyweight
type and operate through a hydraulic servo mechanism. The oil reservoir and pump for
this servo mechanism is incorporated within the governor housing.
A spring drive is incorporated in the flyweight system to assist in damping any cyclic
variations in the drive between the prime mover and the governor, which should always be
driven by the crankshaft as near a nodal point as possible and through the smallest train of
gears.
The hydraulic system consists of a gear-type pump and a spring loaded accumulator which
also functions as a relief valve in the event of the oil pressure exeeding 150 Ib/in2 (10
bar). For governors requiring a work capacity of 25 ft.lbf, 34 ft.lbf or 40 ft.lbf the relief
pressure is 250 Ib/in2 (17 bar).
Two pairs of check valves are fitted to the oil pump, but according to the direction of
rotation of the governor, only one pair will be in operation. The other pair of valves being
held on their seats by oil pressure within the unit. Free space within the governor casing
provides the oil reservoir. An oil level sight glass is fitted to the governor casing. The oil
level should be kept within the red marked circle engraved in the sight glass.
An oil cooler can be fitted for use in conditions where high ambient temperatures exist
(above 50 oc) in particular with 25, 34 and 40 ft. Ibf. governors.
The power piston is of the differential area type, giving double-acting control. The
governor is capable of providing its stalled work capacity over a speed range between a
minimum of 180 revs/min. and a maximum of 1600 revs/min. The speed control and
shut-down mechanisms are varied to suit different applications. The speed setting device is
available as a lever, handwheel, pneumatic or electrically motorised control. The
pneumatic and electrically moterised controls provide remote fine adjustments of speed
change for use when paralleling engines. Drive from the motor to the speed control shaft
of motorised governor is through a clutch designed to slip when the speed limit stops are
reached, thus protecting the motor. Also when operating the clutch manually, the clutch
will give full protection for overloading the speedsetting mechanism. The shutdown valve
may be operated by hand or by a solenoid in which case the solenoid operation may be
arranged
for' energise
Speed droop characteristics are obtained by mechanical feedback from the power piston
to pilot valve. The droop is adjustable between 0 and 10 %. These governors are designed
for general purpose governing and are suitable for AC./D.C. generating
propulsion sets etc.
sets, marine
CHAPTER 7
Operating principles
Isochronous Setting
Any increase in load will cause the speed of the prime mover to fall and the flyweights (31)
will then move inwards because the force exerted by the speederspring (37) will be greater
than the centrifugal force acting on the flyweights. The pilot valve (29) moves downwards,
permitting high-pressure oil (red) to flow through the control ports in the governor rotor
(28) to the top of the power piston (13). The increase of oil pressure forces it downwards
against the constant high pressure on the underside and the output shaft (9) is turned, to
increase the fuel supply to the engine.
This downward movement of the power piston is communicated to the feedback piston
(16) via its strut (14), driving out the oil (yellow) from under the piston into the
compensation chamber, displacing the compensation piston (18) and deflecting its springs
(17 and 19). The increased pressure of the feedback system oil acts on the bottom of the
pilot valve (29) and forces it upwards against the out-of-balance force exerted by the
speeder spring. As the pilot valve moves towards the lapped position it cuts off the highpressure oil supply to the top of the power piston. At the same time the increase of
pressure in the feedback system causes a flow of oil past the adiustable restrictor screw
(20) to drain
until the steady state conditions are achieved, i.e. when the feedback
has
returned to atmospheric, the forces acting on the pilot valve will have
pressure
reached equilibrium and the governor will again be running at its set speed.
Load Decrease
Isochronous Setting
Any decrease in load will cause the speed of the prime mover to rise. The flyweights then
overcome the force exerted by the speeder spring and move the pilot valve upwards. This
opens the control oil port to drain and the power piston rises due to the constant high
pressure beneath it. The feedback piston follows the movement of the power piston
causing the compensation piston to be displaced (inwards) and deflecting the
compensation springs. The feedback oil pressure is now at below atmospheric and the
pilot valve is drawn downwards against the out-of-balance force exerted by the flyweights.
As the valve moves towards the lapped position, it closes the control port and terminates
the movement of the power piston. At the same time, the decrease in pressure of the
feedback oil causes a flow from drain, past the adjustable restrictor screw and into the
feedback system untill the pressure equalises and steady state conditions are achieved.
Load Increase
With Droop
When the droop adjusting knob is set to zero, the centre of the pin in the droop lever (35)
and the centre of the output shaft (9) are in line. Under these conditions the loading on
the speeder spring is not affected by the movement of the output shaft. If, however, the
droop adjusting knob is set to give droop, the linkage is adjusted (through rack and pinion
mechanism) so that the axis of the droop link pin (35) and the output shaft (9) are no
longer in line. Under these conditions, as the power piston moves down on the increase
of load, thus rotating the output shaft and lifting the droop lever (1 ), the loading on the
speeder spring (37) is reduced, so providing droop. Droop has a stabilising effect and is
essential for stable parallel operation of engines. Note that the hydraulic feedback as
described above
is still active in
Load Decrease
With Droop
As the load on the prime mover is decreased its speed rises and the power piston moves
upwards (to decrease the supply of fuel) and rotates the output shaft. This lowers the
droop lever (1), increasing the load on the speeder spring (37) and thus raising the
equilibrium speed of the governor. The further the axis of the droop lever pin (35)
moved away from the output shaft, the greater the droop provided.
is
Speed Adjustment
Variation of speed is accomplished by increasing or decreasing the load on the speeder
spring through the speed control shaft (6) and speed control lever (3). The speed control
shaft may be actuated by manual control, electric motor, pneumatic controller, electromagnetic servo controller, stepper motor or synchronous motor.
Shutdown
by operating manually
10
Speed Response
The speed response of the governor depends on the acceleration rate of the prime mover.
The acceleration rate again depends on the inertia, speed and power of the prime mover.
The governor, in turn, is matched to these variables by selecting suitable flyweight I
speederspring and compensation piston and spring combinations. The restrictor, however,
permits some control over the speed of response. Care should be taken while making
adjustments to the restrictor, as too large an opening will cause instability (hunting) and,
too small an opening will make the governor sluggish.
Adjustments
NOTE: On
is hot, i.e.
is
stable.
Parallel Operation
When running in parallel, good load sharing is usually obtained with the droop set as low
as 3 % but normally a droop of 3.5 % to 5 % complying with the International Standard
1 SO 3046 Part 4
Class A 1 is used. (or BS 5514: Part 3).
-
For operating two or more similar sets in parallel, the following points must be
considered:
1.
2.
The linear relationship between governor output and prime mover output must be
the same.
3.
The various levers between governor and fuel-injection pump (all units) must be at
the same angle to ensure identical (synchronous) responses.
Should it be necessary to run in parallel with other engines having different types of
governing, it is possible to adjust droop whilst the engine is running, to load share with the
other engines.
11
CHAPTER 8
General
Care must be taken to ensure that the platform, on which the governor is mounted, is
perfectly flat and absolutely square to the driving shaft. It is important that no side loading
nor bending movement is applied to the governor drive. Any misalignment between the
drive shaft and driving member will cause an oil leakage between the drive shaft and oil
seal and in severe cases even cause broken drive shafts.
Correct choice of drive gear ratio is most important as it is essential that the governor runs
at or near its nominal speed (1500 Rpm) when the prime mover is at full speed, otherwise
The gears must be free from any imperfections; run-out of gears should not exceed
0,004 mm per cm. The governor will pick up any such errors and 'jiggle' of the governor
terminal (output) shaft will result. The backlash in the driving gears should be set at a
minimum of 0,05 mm. Under no circumstances should this clearance exceed 0,1 5 mm.
Control Linkage
The linkage between the governor output shaft and the fuel-injection pump should be
designed to the following criteria: (I)
Correct ratio (III) Low frictional losses
(II)
No backlash (IV) Linearity
I Correct Ratio
The geometry of the linkage should be designed so that 60 % (i.e. 300) of the output shaft
rotation is used for moving the fuel-injection pump/control valve between the 'no load"
and the 'full load' positions.
II Backlash
Backlash should be kept to a minimum as it will create a dead band in which speed
changes may take place without correction. In addition backlash may cause instability if
the governor droop control is set to zero, (isochronous operation)
Backlash may be minimised by using linkages having comparatively long travels. A given
amount of backlash, expressed as a percentage of the total travel, will then be much
smaller. A return spring should be fitted to the control linkage. This spring should be fitted
to the end of the linkage at the position furthermost from the governor and should act to
reduce fuel supply to the prime mover.
12
This spring will ensure that instant response to governor movements occurs by taking up
any slack in the control linkages and that a 'fail safe' condition exists. The maximum
spring loading should not exceed 25 % of the work capacity of the governor and the
change
ca.
III Friction
response.
ball bearing linkage and pivots should be used. On multicylinder
engines each individual pump should be spring link connected to the fuel rack in either
direction to prevent blocking of the fuel rack whilst injecting. The degrees of crankshaft
rotation per engine revolution, which are available to move the fuel rack, decrease
depending upon the number of cylinders. The absence of double acting spring links will
result in an excessive stalled work capacity requirement of the governor and reduce
transient performance.
It is recommended that the linkage between the governor and fuel rack is equiped with
spring link which will be activated only when the fuel rack is jammed or blocked by the
IV
Li
nearity
The geometry of the fuel-injection pump linkage is normally arranged so, that the increase
in power from "no load" to "full load" is, as nearly as possible, proportional to the
movement of the governor output lever throughout its range (from position 'two' to
position' eight'). If this is not so Le. if a small output movement at low load has
proportionally greater effect on power output than a similar movement at greater load
settings, the governor will have the tendency to "hunt".
fault arise, due to non-linear relationship of fuel-injection pump delivery to rack
possible to make use of a non-linear linkage to correct the problem.
position,
Should
it may be
a prime mover using a butterfly type control valve (gas engines), non-linearity would
probably be best overcome by utilising the four-bar chain linkage as he characteristics of
valve opening to prime mover torque will be a smooth curve.
For
13
As
fuel.
Viscosity range at 400C (1040F):
I)
Cold Conditions
SAE
20
II)
Temperate Conditions
SAE
30
III)
Hot conditions
SAE
40
The R.E. 1100 governor series has been designed to operate using a standard SAE 30
mineral oil for most applications. However, should the ambient temperature be constantly
below 10 oC, then it is advisable to use oil with a SAE 20 value. Likewise, if the ambient
temperature is constantly above 40 oC, then SAE 40 is recommended.
(a)
its
compressibility in
the governor.
(b)
its
(c)
(d)
(e)
14
(250 OF).
If instability
experienced when the engine has been started from cold but disappears with
the increase in temperature, then the use of a multigrade oil is recommended.
is
Oil level
In order to prevent any unwanted substances from entering the governor unit, it is essential
to clean the area surrounding the filler neck prior to adding oil. The governor should be
at its normal working temperature and filled through a fine mesh filter, until the level
reaches the centre of the red circle engraved in the sightglass.
A governor that is being filled for the first time or one which has just undergone repairs
may require to have the level rechecked soon after it has been started up. This is due to
the filling of oil passages which will lower the level. Should it be necessary to remove
excess oil from the governor due to overfilling, anyone of the two drain plugs (magnetic
plugs) in the base of the unit may be used for this purpose.
Oil cooler
In some cases the governor may be fitted with an oil cooler which is mounted on the
installed where the governor is constantly operating in high
casing. These units
are
ambient temperatures. The heat radiation from the engine, also increases the governor
operating temperature.
The oil temperature should not exceed 85 oC
in any case.
it is
important to remember
2.
DO NOT
3.
or those with
maintained
15
I)
II)
III)
IV)
Start and run the engine unit in accordance with the manufacturer's instructions.
When the engine is being started for the first time since refitting the governor, slight
erratic governing may be expected. This will be eliminated after a few minutes
when the air trapped in the hydraulic system has been automatically purged.
Subsequent starting operations should not experience this problem because of the
unique 'self bleeding' action.
The prime mover and governor must be at normal working temperature. Reduce the
prime mover's speed to the desired minimum speed level by means of the speed setting
control of the governor. Adjust the minimum speed stop screw to just touch the minimum
stop lever. Tighten the locknut. Increase the prime mover's speed and then reduce speed
until the lever comes against the stop screw again.
The prime mover and governor must be at normal working temperature. Set the prime
mover's speed at the desired maximum level at full load and adjust the maximum speed
stop until it touches the stop lever. Tighten the locknut. By means of the speed setting
control, reduce the prime mover's speed and then increase it again until the lever comes
against the stop screw. Check that the prime mover speed and load are correct.
speed stops to be set at 1 % above (and I % below) the required settings at normal
working temperature of the prime mover. In particular when running in parallel, an
unequal setting of speed stops may jeopardize the load share performance.
16
Speed Droop in %
X I
00
To vary the droop, slacken locking nut of droop adjusting knob in centre of knob and turn
knob to decrease or increase the droop. Tighten the nut after each operation. Be careful
not to turn the knob beyond the zero droop position into the negative droop zone (less
than zero). Negative droop will introduce instability, which could be rather severe.
FINDING
FAULT
Hunting
'Hunting' is best described as a rhythmic change in speed with the amplitudes above and
below set speed. The frequency of these changes are normally around 1 Hz.
Check the fuel-injection pump linkage for backlash or friction. Ensure that the linkage
that minimum 60 % of the output shaft's total movement is used from
ratio is correct,
i.e.
new installation or after governor overhaul, hunting may be due to air trapped
governor oil ways. This should purge itself after a few minutes of running.
In
in the
However, if the governor continues to hunt, the following procedure may be adopted:
a)
If
screw and allow the governor to hunt over a large amplitude.
this is not possible, stop the engine, disconnect the governor linkage and operate
the governor output manually, moving over the full travel range several times.
b)
Close restrictor screw to normal setting, re-connect linkage and re-run the engine.
Open the
restrictor
Closing the restrictor screw by clockwise rotation, should stabilise the governor. In a new
1/2 to 11/2 turns
open.
governor the restrictor screw is preset and will be between
If possible install
the
engine
type
of
to
similar
another governor
ascertain results
same
on
the
alternatively
try
governor on a similar type of engine.
or
17
~
Jiggle is the term used for rapid oscillation of the governor output lever at a frequency too
high for the engine speed to follow. These movements are relatively small and have no
noticeable effect on speed. Jiggle usually originates in the governor drive. Check for runout, backlash and alignment to the governor.
Loss
If
of Oil
the governor uses an excessive amount of oil, check that oil is not leaking past the drive
The governor should not require topping up more than once a week.
Surplus of Oil
If the governor fills itself with (black) oil, check that the engine gearbox lubrication oil
not injected (with force) against the governor drive shaft oil seal.
is
If
Check the governor oil pressure by connecting a pressure gauge in port (A), see Fig. I
Base Assembly for position. This pressure should be at least 9,5 Bar at 1 50 rev./min.
is intact.
is
returned to the manufacturer for servicing and callibration. Where this course of action is
impractical, it is essential that this work be carried out by a competent engineer with a
thorough knowledge of governors (i.e. a written confirmation by our Company having
18
The stripping bench should be clean and should be covered with a zinc or linoleum top.
Two large washing baths should be provided together with ample supplies of cleaning
fluid (paraffin, Lead-free petrol etc.).
Before any dismantling is attempted it is usually desirable to remove the governor from the
engine.
19
Droop lever
2.
3.
4.
5.
6.
7.
8.
9.
10.
11
12.
13.
14.
15.
16.
17.
18.
19.
Power piston
Wire strut
Shutdown (secondary)
20.
Restrictor screw
21
Feedback piston
Compensation spring
Compensation piston
Compensation
spring
driven
22.
Drive shaft
23.
24.
25.
26.
Accumulator piston
Oil level sight gloss
27.
28.
29.
Rotor
Pilot valve
30.
31.
32.
33.
34.
35.
36.
37.
Flyweight
20
SECTION 000/100
GOVERNOR BASE ASSEMBLY
Fig.
I *B*
Chapter
Contents
GENERAL DESCRIPTION
TO DISMANTLE, INSPECT AND ASSEMBLE
24
Chapter 1
GENERAL DESCRIPTION
The basic governor (base, body, rotor, casing, shut-down) consists of those components
of the governor which are normally common to all 11 OO/4G series governors.
The governor base provides a base for the governor body and casing and also houses the
drive shaft which transmits drive from the prime mover to the rotor shaft.
Oilways in the base connect the compensation piston and springs to the feedback system
and governor pilot valve.
The drive shaft is carried in a ball bearing; splines formed at its upper and mesh with
internal splines formed in the oil pump driving gear. The shaft may be machined to
provide either a serrated drive or a keyed drive.
Various drive shaft types are available to match the engine gearbox.
25
Chapter 2
To Dismantle
NOTE: A
assumed that the governor has been removed from its fitted position
and has been drained of oil. It is recommended that before disconnecting
the governor from the prime mover fuel control linkage, careful reference
It is
made to the instruction manual for the prime mover with particular
regard to the fuel control linkage connections.
is
1.
Unlock tabwashers
(039) and
2.
(037) complete
remove screws
(040) and
retaining plate.
Remove lower circlip (035) and tap lower end of drive shaft to remove sealed bearing
(036).
NOTE:B
The bearing
in such way
4.
is
a
Remove seal assembly (030), (032) and (033) only if it or the drive shaft is to be
replaced by removing upper circlip (035), releasing grubscrew (034) and pushing the
assembly off the shaft.
NOTE:C
5.
6.
Take care not to damage the rubbing surface of rotary seal ring (030).
Do not dismantle driving spring (032) from driving sleeve (033) and
rotary seal ring (030) as these parts are a prefitted assembly.
Remove seal housing (027) complete with stationary seat (029). Do not remove the
seat unless it is damaged and must be replaced. The stationary seat is fragile and
may easily be broken.
Remove plug (003), dowty washer (004) and extract compensation piston (007).
Carefully note the way that piston and springs were fitted and remove spring (002)
and (006) (both are compensation springs).
DO NOT REMOVE SLEEVE (001) UNLESS THERE IS EVIDENCE OF WEAR OR
DAMAGE.
NOTE: Feedback piston sleeve (025) is secured in position with Loctite Grade 601
Retaining Compound. No attempt should be made to remove this sleeve unless there
is
washers (009).
7.
8.
26
To Inspect
1
Examine the compensation piston for high spots or scoring and compensation springs
for distortion and fatique.
2.
Examine the rubbing surfaces of the seal for wear. Replace if necessary.
3.
Check the ball race for cracks and indentations and the balls for pitting and flaking.
4.
Examine the drive splines at the upper end of the drive shaft for damage and check
the drive serrations at the lower end.
5.
Check that all oilways are clean and free from dirt and foreign material.
6.
To Assemble
1.
2.
3.
All O-rings which have been removed are to be replaced with new.
If stationary seat (029) has been removed from seal housing (027)
seat complete with o-ring (028) is to be fitted as follows:
new stationary
a)
Make sure that the seal housing (027) chamfer and bore are clean and free
b)
If the seal
a)
b)
is to be fitted as follows:
c)
4.
Press seal
housing (027) complete with stationary seat (029) and o-ring (028) into
base (022).
(036) onto
drive shaft
5.
6.
Carefully press the assembled shaft into base (022), checking that the ball bearing
enters the base squarely. When fitting the drive into the base (022), care should be
taken to ensure that the splines at the upper end of the drive shaft enter the internal
drive splines of the oil pump driving
gear.
27
This operation will be best achieved by entering the shaft slowly and at the same time,
moving the drive shaft until it is felt to enter the pump driven gear splines.
7.
(038) to
(039).
8.
(007) and
springs
Fit spring
(005)
10. Joint (023) and o-rings (024) can only be renewed it the governor is completely
stripped and the dismantling procedure should be used with reference to the sections
listed, starting with the top cover assembly.
28
.Quantity
Item
Part no.
Description
450323
Compensation sleeve
(including spring carrier)
1x
2.
3.
11 OOG
1x
4.
ST036616
5.
6.
11 OOG
663
1100G 3005
3006
663
1x
1x
10.
1100G 658A
11 OOG 1 021
ST036605
ST012501
1l.
OD24748
Spring sleeve
1x
Compensation spring (5%)
1x
Compensation piston (short) 1x
Magnetic plug
2x
Dowty washer (1/8" BSP)
4x
Plug (1/8" BSP Brass)
2x
(82,14
mm)
x
1x
O-ring
3,53
20.
830G 5039/04
800G 5125/04
Springwasher (M6)
Capscrew (M6 x 55)
11 OOG
11 OOG
3002
3007 A
ST 036707
Base governor
Joint base
RS 150-8
Sleeve piston
7.
8.
9.
2l.
22.
23.
24.
25.
11 OOG
O-ring (9,25
lOx
lOx
1x
1x
1,78 mrn)
2x
26.
27.
OD24561
(14 mm)
O-Ring (44.17 x 1.78 mm)
1100G3463A
Housing seal
1x
28.
29.
30.
part of 30
part of 30
880G5081
part of 30
part of 30
part of 30
part of 30
3l.
32.
33.
34.
35.
36.
ST505005
840G5044
37.
11 00G3584
38.
39.
RS 1 71 1 2
40.
4l.
ST024902
ST312039
1100G3583
1x
1x
O-Ring
1x
Stationary seat
Face seal assembly
1x
O-Ring
1x
Spring
Spring retainer
Grubscrew
Circlip (19x 1,2 mm)
Sealed bearing
1x
1x
1x
1x
2x
1x
Drive shaft
Cover bearing
1x
Tab washer
4x
4x
(Continued)
29
lx
20)
lx
4,8,9,10,11,17,18,20,21,23,24,26,28,29,30,31,
32,33, 34, 35, 36.
Remark:
The drive shaft assembly contains the numbers 35, 36, and 37.
30
\.
1../
024
'.
00"
~
~r!$f
//
(~I'1
~~I
/J
C04
cas
023
CC6
007
10
021
=-1
011
027
028
029
030~
0
031
032
37
033---@
4
Ii
I
,
"
035
"
1*8*
.g,
,
t:
1100/4G
8ASE ASSEM8LY
.cc::tvFENSATION
SECTION 1 001200
BODY ASSEMBLY
Fig. II
Chapter
Contents
32
Chapter 1
Description
The governor body forms a housing for the power piston, oil pump and flyweight / rotor
drive. The body is drilled to provide oilways between the oil pump, pilot valve / rotor
assembly and power piston.
The oil pump drive (113) and idler gear (110) run in plain bores. Splines formed internally
in drive gear (113) provide the drive coupling between the drive shaft and governor rotor.
Two sets of ball-type check-valves are fitted to the pump. One set only being used,
dependent upon direction of rotation of the governor.
The power piston (104), of the differential area type, is giving double acting control. The
power piston is connected to the governor internal linkage at its upper end and transmits
movement to the feedback piston (115) via strut (116) at its lower end.
Operation
Oil under
pressure is
ports in the
rotor. Dependant upon load, the prime mover will either increase or decrease speed
causing the flyweights to move outwards or inwards, thus raising or lowering the pilot valve
and causing lands formed on the pilot valve to lap or open connecting ports in the rotor
body. This change of pilot valve position will cause the power piston to rise or fall also
33
it.
Chapter 2
To Dismantle
assumed that the governor has been removed from the prime mover and that its oil
has been drained.
It is
Remove speed stop levers (351) after having marked their exact positions (refer to
Fig. IV).
2.
Remove the top cover and disconnect speed control linkage (refer to Fig. VI).
3.
4.
5.
Remove the needle valve assembly (368), the dotted part in Fig.
Fig. IV).
6.
Remove governor base and body assembly from the governor casing (refer to Fig. IV).
7.
8.
9.
II
(and as shown
(545) to remove
stop block
Release capscrews
(102). Extract
(116). Care must be taken during this operation that the
NOTE: A
in
remove
piston cover
with strut
If
(I)
(II)
Grip the feedback piston (115) in soft clamps and supporting the
power piston to prevent damage to the strut (116), release the
feedback piston from the strut assembly, ensuring that the power
piston is free to rotate.
Grip the power piston (104), slip a suitable tube spanner over the
strut and release the screw in the power piston.
10. Release sunkscrews (122) and remove spring retainer (120). Extract spring (119) and
shutdown valve (118).
34
11. Release capscrews (121) and spring washers and carefully remove the oil pump
complete with its gears. Withdraw pump idler gear (110) and pump drive gear (113)
Remove idler gear spindle (111) only if its replacement is necessary.
NOTE: B
Do not remove the ballcheck valves (108) unless the balls, their
retaining roll pins (112) or housing (109 require replacement. There
are two pairs of check valves fitted, one pair to the pump housing
and one pair to the governor body. If replacement is necessary, the
following procedure should be adopted;
(I)
(II)
Pump housing: Remove roll pins (112) and extract balls (108).
Governor body: Remove check valve housing (109) and extract balls
(108).
To Inspect
1.
Remove all traces of jointing from mating faces and ensure that all mating faces are
free from blemishes which may impair their oil-sealing qualities.
2.
Check the condition of the pump gears. Inspect the teeth for cracking, pitting or
flaking. Inspect the faces of the pump housing for running marks.
NOTE: C
With the idler and driving gears in their respective positions, measure
the distance from the face of the pump housing to the
gears, this
should not exceed 0.06 mm.
3.
Check the power piston for high spots and scoring. The piston should have
in the governor body.
4.
5.
Examine the check valves and housings for wear and indentation and the roll pins for
wear.
6.
7.
35
sliding fit
To Assemble
1.
2.
Place driving gear (113) and idler gear (110) with idler spindle (111) (if removed) into
the pump housing. Idler gear spindle should be fitted with the flat on the spindle
facing away from the driving gear (113). Secure pump housing (114) to governor
body with capscrews (121) and spring washers. Ensure that the pump turns freely.
valve
3.
Fit the complete power piston and feedback piston in its bore in the governor body.
Fit new joint (103) to cover (102) and secure cover with capscrews (101) and spring
washers.
4.
5.
6.
it with capscrews
7.
8.
9.
Connect internal linkage and fit top cover assembly (Fig. VI).
NOTE: D
36
II
(1100/4G)
Quantity
Item
Part no.
Description
101.
102.
103.
104.
105.
106.
107.
108.
109.
110.
111.
112.
113.
114.
ST31
4043
1100G 3388
Capscrew (M6
Cover
1x
1100G 3398
Joint
1x
1x
115.
116.
117.
118.
119.
120.
121.
122.
123.
124.
125.
126.
1100G 3380
3379
Power Piston
11 OOG
Body
ST314045
Capscrew (M6
16)
4x
1x
x
25)
1x
ST501301
Dowel
ST026809
Ball
1100G075
1100G478
600G 1 28
2x
Gear- idler
1x
Spindle
1x
840G 5037/01
Mills- pin
2x
1100G477
11 OOG 3010
Gear pump
1x
1x
RS150-7
Piston
700G 274A
Strut- assy
1x
ST312039
1100G024A
300G 1 79
11 OOG 3011
ST314046
830G 5156/02
ST318208
4x
Spring
1x
Retainer
Capscrew (M6 x
Sunk screw (M5
1x
830G 5039/04
ST029501
400G 095
2x
3/8"
4x
Housing
(14 mm)
30)
x 10)
Spring washer (M6)
Spring washer (M6)
Tapered plug
Tapered plug
1x
1x
6x
2x
4x
13x
2x
1x
101,103,106,117,121,122,123,124.
Remark:
Pump gear parts 110, 111, 113 and non-return valve parts
107, 108, 109! 112, should not be ordered separately.
Order the complete pump assembly 451000.
(i.e. 107,
37
'02
'03
104
05
~"-
125
"-
"- ,
,
'.
Jig
\~
I<:.I..J
,
I
]A'
~/./
~/<7
/
/
//
123
~!26
"-
124--:
122.
~:~.
'~368
.......
........
"
nJ
107
\.()
114
tJ Vr
,
~;12
~;24
1-121
F1G
1T'
11m/A.{;
r::rnf A~c:E'M8LY
AND FEEJ:aCK
PIST'CN
SECTION 200/300
ROTOR ASSEMBLY
Fig. III *C*
Governor Rotor, Pilot Valve and Flyweights
Chapter
1
Contents
39
Chapter 1
NOTE: A
Description
The assembly is located in the governor body. The rotor and flyweights assembly comprises
a rotor, pilot valve and a pair of flyweights. The rotor is splined at its lower end to connect
through the driving oil pump gear to the governor drive shaft. At the lowest end of the
rotor at the end of the axial drilling in the sleeve, is a small port for the feedback oil.
NOTE: B
The pilot valve (205) is of the bobbin type and is assembled in the bore of the rotor (205).
The control land has clean, sharp edges to mate with the control port in the rotor. Two
guide lands are also formed on the pilot valve, the edges of these should be slightly
radiused. At its upper end, the pilot valve carries thrust race (204), spring carrier (203)
is
The flyweight assembly comprises flyweights (209), mounted on spindles (208) and
running in needle-roller bearings (210). The spindles are secured in flyweight carrier (219)
with starlocks (206). Ball race (214) is assembled in the rotor housing (205) and locates
vane damper (212) which is secured to the flyweight carrier with screws (217). Capscrews
(207) and spring washers (216) are fitted to carrier (219) to act as flyweight stops.
NOTE: C
It is
essential that only the correct capscrews are fitted as stops; the length of
these capscrews is
(213)
designed dimension.
is
Operation
Because of the flyweight system is designed to respond rapidly to small speed changes, the
governor will attempt to govern cyclic irregularities in the drive unless these are damped
out.
40
filling the free space between the vane arms and the fixed segments with oil.
The drive from the prime mover is transmitted to the flyweights via rotor (205) and spring
drive assembly (213 and 212). Any changes in prime mover speed, causing a change in
the centrifugal force exerted by the flyweights in opposition to the loading of the governor
speeder spring, will raise or lower the pilot valve in the rotor bore.
With any increase of speed above the set speed, the pilot valve will be raised and its
control land will open the control port to allow oil to flow from the power piston to drain.
Conversely, any reduction in speed will cause the flyweights to move inwards, and under
unfluence of the speeder spring, the pilot valve will move downwards, allowing the control
land to open the control oil port to admit
41
Chapter 2
To Dismantle
NOTE: D
1.
Remove top cover and any further housings and linkage (refer to relevant section).
2.
3.
pilot valve assembly, ensuring that thrust bearing (204) does not fall
away from the assembly. Grip the valve in soft clamps and release pilot valve nut
(202) and spring carrier (203) if this operation is considered necessary (item 221, if
Lift out the
NOTE: E
is
great care.
4.
Remove the Starlock (206) from each flyweight spindle and press out spindle (208)
Needle roller bearings (21 O) should only be removed if they are to be replaced.
NOTE: F
5.
Release capscrew
6.
Lift of the
7.
flyweight carrier and drive spring complete. Do not remove drive spring
(213) unless this is to be replaced (refer to assembly instruction).
ball bearing
To Inspect
1.
Inspect the pilot valve and bore of the rotor for scoring or high spots. The valve
should be a sliding fit in the rotor. Check the pilot valve for truth (it must be true to
within (0.005 mm). Ensure that it is undamaged and that all lands
are free from
The
land
should
be
control
burrs.
clean, sharp edge, but other
i.e. the middle land
42
2.
Check the speeder spring and rotor drive spring for serviceability.
3.
4.
Check the flyweight spindle needle roller bearings, ball bearings and thrust race for
cracks and indentations and the balls for pitting and flaking.
5.
Inspect the governor flyweights for freedom of movement and ensure that the
flyweight toes have not worn flat.
6.
Ensure that the splines at the lower end of the rotor are not
damaged.
To assemble
NOTE: G
1.
Press
2.
Position vane
damper (212) with the mark "X" to coincide with mark in the rotor
head and using new O-ring (215), fit cover plate. Position cover plate and secure
with capscrews. Ensure that the vane damper does not rub against the cover plate.
3.
Fit drive spring/carrier assembly to the rotor head, ensuring that drive spring (213)
enters the correct hole in the rotor (205). Carrier (219) and vane damper (212)
are
both marked
4.
"0". These
Secure the flyweight carrier to the vane damper with capsrews (217). If the drive
spring has been removed, position it concentrically and ensure that the permitted
movement of the flyweights is the same in either direction. Secure the drive spring
with grubscrew
5.
6.
7.
(218).
Fit needle roller bearings (210) to flyweights (209), the bearings should slightly
protrude the weights to prevent any side play between the weights and carrier. Enter
the spindles (208) and secure with starlocks (206).
Place thrust race (204) on pilot valve (205), screw down spring carrier
nut (202) but do not tighten down fully.
(203) and
Lightly oil valve (205) and enter it in the bore of the rotor (205). Press the thrust
race (204) down against the flyweight toes and adjust on the spring carrier (203)
until the weights are vertical and the control land is exactly lapping the control port.
Tighten nut (202) (or 221) to lock spring carrier (203).
43
Item
Part no.
Description
201.
202.
203.
204.
205.
206.
207.
1100G3055A
11 00G3008
Speeder spring
1x
Nut
1x
11 OOG 3023
Spring carrier
1x
670G 5045
RS1 50- 1 6
Thrust bearing
1x
Rotor/pilot valve
1x
900G
Starlock
208.
210.
211.
212.
213.
214.
215.
216.
217.
218.
219.
220.
221.
224.
225.
5042
Quantity
4x
ST314006
700G 006A
00 25328
Capscrew (M3
1100G 3022
Cover plate
Vane damper
Drive spring
Bearing
1100G 3020
700G 111 A
700G 5357
630G 5056
830G 5039/01
ST314005
ST314404
11 OOG 3021
11 OOG
3064
Spindle
1x
1x
1x
2x
6)
Grubscrew (M3 x 8)
x
Weight carrier
Weight
Capscrew
1 800G
204,206,207,208,210,214,215,216,217,218
Remark:
a separate
(205)
pilot
valve
item. Order rotor and
as one unit.
RS
assembly
150-16)
(=
44
2x
4x
1x
O-ring
Spring washer
Capscrew (M3
2x
1x
(Not applied)
ST314029
022
8)
8x
1x
1x
2x
4x
2x
221.-,
201
r
~...~.'
~\
202
203
22S-V
220-----,,~.
~
I
.t)
210-V'
l,.
20l.
i~210
C- t217
:
1..'"
225
~:O
~W
211~210
205
SECTION 300/500
FIG. IV *C2*
Common Parts
FIG. IV *E*
Output shaft "R" and Speed Stops "L"
Chapter
Contents
GENERAL DISCRIPTION
TO DISMANTLE, INSPECT AND ASSEMBLE
SETIING UP PROCEDURE OUTPUT AND DROOP
SCALES
2
3
46
Chapter 1
GENERAL DISCRIPTION
The casing assembly (Fig. IV) is secured to the governor drive base assembly (Fig. I) at its
lower end and the speed setting mechanism forms a cover (Fig. VI) at its upper end. Within
the governor casing are the governor flyweight/rotor governor power piston (Fig II).
The shutdown mechanism (Fig. V) is mounted on a detachable plate fitted to the governor
casing, the shutdown housing (538) being secured to the governor body).
The casing encloses the accumulator piston (360) and spring (372) which acts as a releif
valve in the oil system, the piston being closed in the casing by plug (358). With the drive
base secured at its lower end, the casing (345) forms a reservoir for the operating oil, the
level being indicated by a sight glass (365) fitted into the casing wall.
The output shaft (325) is carried in bushes (328) which are carried in bush sleeve (329).
The power piston lever assembly (322) which is clamped to the output shaft by capscews
(319) transmits the torque, exerted by the power piston, through key (326) to an external
lever, fitted to the output shaft. Link (307), connects output shaft to droop lever (302). The
droop lever is connected to the upper spring carrier (303) by pin (301), washer (304) and
split pin (305).
The droop mechanism, carry a droop adjusting rack (311) and associated components
(312 to 315) in output lever (322). The rack assembly meshing with shaft (335) passing
through droop scale shaft (336) which is carried in bushes (328) and sleeve (329). Knob
(339) controls the amount of droop and is splined to shaft (335). The droop lever (302) is
connected to the speed control shaft (350) through a swivel pin (334) with washer (304)
and splitpin (305) by lever (343). The speed stop levers (351) are splined to one end of
speed control shaft (350) and retained to the shaft by circlip (352). The governor
maximum and minimum speed is controlled by stop screws (347) and locking nuts (346).
47
Chapter 2
To Dismantle
NOTE: A
assumed that the governor has been removed from the prime
mover and that is has been drained of oil. When dismantling the
It is
2.
Remove speed stop levers (351) after having carefully marked their exact
positions (refer to Fig. IV)
Remove the top cover and disconnect speed
3.
4.
Remove splitpin (316), washer (357) and pin (317) from power piston stem (see
Fig. IV).
5.
Remove splitpin
6.
(305), washer (304) and withdraw pin (306) fram link (307).
Remove droop lever (302), speeder spring (refer to Fig. III) and upper spring
carrier (303). If further dismantling is necessary, carry out operations 6 (I) and
6 (II) as follows:
(I)
(II)
Remove split pin (305) and washer (304) from pin (334) at appropriate
end of lever (343).
Remove lever (343) from speed setting shaft (350) and withdraw shaft.
7.
Remove governor rotor, flyweights and pilot valve assembly (refer to Fig. III).
8.
NOTE: B
(366 to 371).
seat the restrictor screw (369). Then extract restrictor screw (369)
from housing (368).
9.
Remove governor drive base complete with governor body, power piston and oil
pump assembly (refer to Fig. 1 & II).
48
Turn output shaft (325) until capscrew (319) and its spring washer (321) can be
removed. Release capscrew and spring washer clamping droop shaft (336) and
remove the shaft complete. Remove screw (310) and extract droop adjusting
slide (315), droop adjusting rack (311) and shims (312 and 313). Carefully
preserve the shims. Release clamping capscrew (319). Push output shaft (325)
inwards until key (326) is clear of the lever, rotate the shaft and extract the key.
Withdraw the shaft, extract the output lever and remove power piston links (318).
Remove pins (320) in the output lever only if there is evidence of wear. Release
(340) and remove knob (339) complete with droop indicator (338), slacken
grubscrew (342) and remove droop indicator (338).
nut
Place the governor casing under a suitable press and apply sufficient pressure to
retain plug cover (358) securely in position whilst capscrews (356) are released
(a special tool is available on request). Carefully release the pressure on the
11.
(327) and
12.
13.
NOTE: C
bush sleeves
(329) complete
(349)
if necessary.
This governor can be "handed" i.e. the output shaft and speed
setting can be fitted to either side of the governor as required by
To Inspect
1.
2.
3.
4.
Check all swivel pins for excessive wear and their relevant holes in the linkage
for wear.
5.
6.
7.
49
To Assemble
1.
(349) into
(323) if
removed.
2.
3.
(329) complete
with DX bushes
(328) together
with oil
is seated properly
tightened down.
(Fitting the output lever)
4.
output lever (322) between the bush bosses and re-position sleeves
(329) if side clearance is too much. Secure sleeves with grubscrews (323). Insert
output shaft (325) through the governor casing and lever. Fit Woodruff key (326)
Position
and draw shaft outwards until its end is flush with the lever. Fit clamping
capscrew (319) and spring washer (321) but do not tighten capscrew. Assemble
droop slide (315) to lever and fit capscrew (310). Fit shims (312 and 313) and
droop adjusting rack (311). Fit link (307) with pin (308) and wavey washer
(309), if removed. Insert assembled droop scale shaft (336) and droop adjusting
shaft (335) through the governor casing and lever, ensuring that the droop
adjusting shaft meshes correctly with the droop rack (311). Fit clamping
capscrew (319). Fit droop indicator (338) but do not tighten grubscrew (342).
Fit knob (339) and locknut (340) and spring washer (341), but do not tighten
locknut.
5.
6.
(368)
part in Fig. II). Fit two new o-rings (367) to restrictor screw (369) and screw
restrictor screw in housing (368) to firmly seated position and screw the noted
number of turns back. Fit cover (371) with new o-ring (370).
7.
8.
Fit
Fit droop lever (302) speeder spring (refer to Fig. III) and
upper spring carrier
(303). If the assembly was dismantled further proceed as follows:
(I)
Fit splitpin
(II)
Fit
50
of lever (343).
9.
(317) to links (318) and power piston stem, and secure with splitpins
(316) and sufficient washers, having various thicknesses (357), to avoid too
Fit pin
10.
Fit pin
(306)
to link
(307) and
lever
(305) and
washers (304).
11.
Fit speed setting mechanism to cover or intermediate housing and link up where
applicable (refer to Fig. VII).
12.
13.
14.
Fit governor to prime mover and fill with oil to indicated oil level mark on sight
glass (365). Connect control linkage between governor and prime mover (also
refer to instruction
15.
51
SETTING UP PROCEDURE
Chapter 3
Output scale.
Turn scale shaft (336) to zero output when power piston is at its highest and lock
clamping capscrew (319).
Droop scale.
2.
Adjust droop knob (339) to achieve zero droop position i.e. no movement on
lever (302) when output shaft is rotated. Lock grubscrew (342) on droop
indicator (338) when zero droop position found and set. Tighten lock nut (340).
NOTE: D
60 % of
(pos 2) to
a)
If
b)
If
c)
If
{ 1 % of 1500
is
15 and
52
16
60 }
from' no load'
Housing assembly
Part no.
Description
104.
1100G 3380
700G 155B
700G153
11 00G036A
30l.
302.
Quantity
Pin
1x
Lever droop
Carrier spring (upper)
1x
4x
4x
1x
303.
304.
ST013131
305.
STO 1 3200
306.
700G 152B
Pin
307.
700G 099
Link
308.
309.
700G 1 51
1x
RS 033- 1
Wavey washer
1x
310.
ST314005
Capscrew
1x
31l.
700G 093
700G 094
700G 095
Rack droop
1x
Shim
lx
312.
313.
314.
315.
316.
317.
318.
319.
320.
321.
322.
323.
333.
334.
343.
345.
357.
1x
droop
Shim
1x
Dowel
Slide droop
2x
2x
ST314031
11 OOG 1 4 1 9
Pin
2x
830G 5039/03
3x
Grubscrew (M5 x 6)
Capscrew (M5 x 16)
6x
ST010601
1100G 995
ST013201
11 OOG 11 05
11 OOG 1 4 1 3
1100G 3030 P1
ST314423
ST314030
1x
11 OOG 11 08 P 1
Pin lever
1100G 3138 P1
11 OOG
3003
STO 1 31 01
Recommended
Items:
lx
(short)
lx
1x
2x
lx
2x
1x
lx
lx
2x
spares are:
301,304,305,306,310,312,313,316,317,318,319,
320,321,323,333,357.
Remark:
Item
318
is
53
l:lT316
~'@)
ffl.
~~
319
321
;
:
310
f:
I
:
301
3C5
304
309
305-,
323
I
I
; ;
304----., \
'.....r
J.....
314
312
'
313
,J
307
306
I/~~:
I,
I
/;4@j.,
i~@1
\
305
'~"l
'V:'Qj,
~
~
V
311
304
"
~~~
~
"-
315
320
322
302
333
303
321
304
04
305
343
334
345
I)!
,
():
~
FIG TIZ*AI*IIC'O/4G
HOUS! NG
~s::nA8LY
CRCCP MEa-IANISM
(Left Side )
Housing assembly
Common parts
Quantity
Item
Part no.
Description
32l.
830G 5039/03
4x
332.
348.
356.
1100G 058A
ST314444
Joint
lx
ST31 4029
11 OOG 3031
Screw
Cover accumulator
lx
359.
360.
11 OOG
Joint
1x
1100G 039
Piston accumulator
lx
36l.
93G3
362.
363.
364.
730G 5047
Nameplate
Screw-self tapping
ST036620
4x
2x
RS 056-2
Indicator
2x
365.
RS 056- 1
Sightglass
2x
366.
367.
ST036610
ST036703
3x
368.
369.
RS 1 50-5
RS 1 50-4
Restrictor
370.
ST036714
O-ring (18,72
37l.
RS 1 50-6
11 OOG 040
Cover restrictor
Spring accumulator
Plug (1/8" Brass)
1x
1x
Sticker
1x
Sticker
1x
Spring accumulator
lx
358.
372.
373.
374.
376.
377.
379.
3032A
ST012501
ST036605
RS
150-9
1100G 3481
11 00G5 11
Plug (M8
(M5
8)
x
2x
4x
1 2)
2,62 mm)
321,332,356,359,363,364,365,366,367,
370, 372, 373, 374.
55
1x
1x
lx
lx
lx
lx
lx
332
I
1:\
348
1:\
371
I
376
/1I
365
/
/
368
I
!
/
/
/
/
/
369
!
I
'- "-
361
372
'"-
'-..
'-..
' 'f'~
362
379
374
373
:B:J
359
~I
358
I 3~7
'G
1321
356
COMMON
(For 25
and
ASSEMBLY
PARTS
(11 00/4G)
Housing assembly
Part no.
Description
323
324
325.
ST314423
1100G 1024
11 OOG 3036
Grubscrew (M5
326.
327.
328.
STOl1305
Key
0024563
740G 5147
Oil seal
OX-bush
2x
329.
2x
330.
11 OOG 862
11 00G4 1 6
Plug
1x
335.
11 OOG
lx
lx
lx
Indicator droop
Knob droop
1x
11 OOG 31 7
Quantity
x
6)
Spacer
Shaft outp. (standard)
3034
1100G 045A
11 OOG 3483R
11 OOG 3484
770G 5060
3H109
Washer (M5)
Grubscrew (M4 x 4)
Marker (scale)
Nut locking (M5)
342.
344.
11 OOG 1 1 5
346.
347.
349.
350.
ST317008
ST312029
35l.
352.
353.
354.
355.
375.
Screw stop
11 OOG
3137
11 00G31 02
11 OOG 3027
00
(M5
(M5)
20)
19445
11 OOG
Plate cover
ST314017
3029
830G 5039/02
11 OOG
3480
1x
lx
lx
4x
336.
337.
338.
339.
340.
341.
ST314411
5x
lx
lx
1x
lx
1x
2x
2x
lx
lx
2x
lx
lx
8x
8x
lx
323, 324, 325, 326, 327, 328, 337, 340, 341, 342, 346,
347,349,350,351,352,353,354,355.
Remark:
Item
337
is
57
324
~m1
@1
125
-I
~o~
f~
337
~-342
I
i
339
'>
~-/
/'
./
'-.
",-
:>
375
354
355
HOUSING ASSEMBLY
FIG i:Z*E* 1100/4TGSHAFT
)
(Ri9ht5dd)
OUTPU
51
e
DROOP SHAFT (Left
SPEED STOP 5 (Left SIde )
SECTION 500/600
SHUT-DOWN ASSEMBLY
Fig.V*B1*
Solenoid Energise to Stop with Manual Stop Knob
Chapter
Contents
SHUT-DOWN SOLENOID
59
TO SET UP
SHUT-DOWN MECHANISM
SOLENOID OPERATED
ENERGISED TO SHUT-DOWN
Chapter 1
Description
The solenoid operated shut-down mechanism is mounted on a plate fitted to one side of
the governor casing. The mechanism is designed to be energised to move the pilot valve
(535) to the
Operation
(See the coloured drawing as well).
With the solenoid de-energised, high pressure oil from the oil pump passes through the
pilot valve (see item 32, coloured scheme) and holds the shut-down valve (15) in the
"open" position against the action of its return spring (just below item 15).
In this position, the shut-down valve
(15) permits
oil
When solenoid is energised, pilot valve (32) is moved from the "run" position where it was
held by spring (33) to the shut-down position. This movement of the pilot valve cuts off the
supply of high pressure oil to the shut-down valve (see item 15 of coloured scheme) and
releases oil above the valve to drain (into green just below item 32).
With the sudden loss of oil pressure on the valve, its return spring moves item 15 to open
the control line (blue) from the power piston to drain (green) and shuts of the line (blue)
from the rotor assembly. The power piston then moves upwards due to the pressure (red)
beneath it and shuts down the prime mover.
60
Chapter 2
To Dismantle
It is not necessary to remove the governor from the prime mover or to drain the governor
oil unless further dismantling is to be carried out.
Release capscrews (503) securing the mounting plate (512) to the governor
casing and remove the plate complete with manual and solenoid assemblies.
Disconnect plug
(508)
bracket (514).
2.
Release capscrew
spring (536).
NOTE:
(I)
(II)
3.
4.
stop
The length of the solenoid push rod (at the bottom end of the
rod) has been accurately measured and filed to match.
(See instructions).
The pilot valve and sleeve are fitted as an assembly and should
not be replaced separately.
Remove splitpin (502). Remove manual push button (501) return spring (505),
o-ring housing (506) and o-ring (510). Remove splitpin (516) from one end of
spindle (517), withdraw the spindle and lever (515).
Disconnect the electrical connections (520) at the solenoid. Release capscrews
(503) securing mounting (529) to plate (512) and remove mounting.
Release solenoid nut (533) securing the solenoid to mounting (529) and remove
solenoid.
NOTE:
the
necessary to dismantle the shut-down mechanism further
oil
governor should be removed from the prime mover and drained of
with
should
dismantling
following
procedure
be used
reference
and the
the
listed;
in
the
order
to
under mentioned sections
If it is
To Inspect
All traces of old iointing must be removed form the mating faces of all covers and
housings. Ensure that all faces are free from blemishes and score marks which might
impair their oil sealing qualities.
Ensure that all oilways in the shut-down housing and sleeve are free from dirt and foreign
matter.
61
Check the pilot valve for scoring and high spots. The valve should have
its sleeve.
sliding fit
in
To Assemble
Renew all joints during assembly.
1.
2.
3.
Fit pilot valve (535), sleeve (537) 'if removed' and spring (536) to housing
(538). Place pilot valve stop (534) and secure with capscrew (532).
Assemble spring (505) o-ring housing (506) and o-ring (510) over push button
(501). Fit assembly to bracket (514). Secure splitpin (502).
Pass
spindle (517) through lever (515) and secure with new split pin (517).
4.
Using new joint (513) secure shut-down bracket (514) to mounting plate (512)
with capscrews (503) and copper washers (504).
5.
Secure solenoid
(518)
to mounting
(529)
6.
washers
screws
7.
8.
Using new joint (541) secure mounting plate (512) to governor casing.
9.
Re-connect plug
NOTE:
If
(III)
10.
VI)
Fit governor to prime mover and fill with oil of the recommended grade to the
centre of the sight glass.
62
Chapter 3
Bracket B: necessary to transfer the defined length to the actual solenoid assembly.
B.
slide gauge, no further tools are required. All adjustments can be done
tightening the locking collars by force of hand.
Besides
by
The solenoids are designed and used with a small effective stroke (1.6 mm) and if they are
disturbed in service and incorrectly re-installed such that the stroke is incorrect then failure
to operate will result.
The operating details are as follows:
1)
2)
3)
4)
5)
6)
24
290
13
17
48
145
26
34
200
35
110
64
59
79
110
145
25
14
17
31
solenoid coil.
IMPORTANT:
In most of the cases, the solenoid mounting plate (512) will have been doweled to the
governor housing. Also the solenoid mounting (529) should have dowels and if not, it is
recommended to do so.
The solenoid socket assembly (507) has three pins. Two of them have red coloured wires
and they are connected to the solenoid. The third wire is white and is connected to the
governor "earth". In particular when 11 OV DC or 220V DC solenoids are used, the
"earth" of the plug (508) should be wired as well, as they otherwise represent a potential
danger to personnel.
The solenoids will need
rectifiers or diodes.
63
is
Shut-down assembly
Item
Part no.
Description
501.
502.
1100G 3084
ST013201
ST314029
770G 5266/03
1x
Split pin
1x
503.
504.
505.
506.
507.
508.
509.
PC
013
1100G 3094
x 12)
Copper washer (M5)
Capscrew (M5
lOx
1 Ox
1x
1x
1x
RS046-16
ST314006
ST036703
Capscrew (M3 x 8)
O-ring (4,47 x 1,78 mm)
4x
511.
512.
500G 243A
Joint
lx
lx
RS046-409
Mounting plate
1x
513.
514.
1100G 233A
1100G3046
Joint bracket
1x
Bracket
1x
5 1 5.
11 OOG 031 B
Lever
lx
516.
517.
518.
STO 13200
2x
1100G235
Split pin
Spindle
OD19485B
Solenoid assy
519.
(Part of 518)
(Part of 507)
(Part of 51 8)
Washer
2x
2x
510.
520.
521.
522.
523.
450753
(Part of 518)
STO 10601
2x
4x
2x
0023270
830G 5039/03
2x
1100G231A
1100G 3047
Joint
lx
Solenoid mounting
1x
RS 012-1
Reinforcing plate
Spring washer (M3)
1x
531
830G 5039/01
532.
ST314008
533.
(Part of 518)
534.
1100G 268
(Part of 537)
700G 379A
700G 200
536.
2x
ST314017
ST019681
535.
Dowels
lx
lx
1/4")
Capscrew (4BA x
Capscrew (M4)
524.
525.
526.
527.
528.
529.
530.
.
(24V)
1x
537.
1100G 3054
538.
11 OOG 237A
539.
(continued)
2x
2x
1x
1x
1x
1x
Pilot valve
Return spring
1x
pilot valve
Shut-down housing
1x
1x
Sleeve
1x
64
1x
*
Continued: Fig. V *B 1 (11 00/4G)
540.
54l.
543.
544.
545.
3431.
ST31
4035
1100G 228B
RS 046-6
(part of 507)
830G 5039/04
71 OG 5071
1100G3585
40)
4x
lx
Sticker
lx
lx
4x
Diode
Legend (not shown)
lx
lx
Capscrew (M5
502/503/509/510/511/513/516/517/524/525/
526/527/528/531/532/539/540/541/545.
Remark:
65
5110
512
S11
'f
j~"..
\
~6-~
i/'~
""
~~,
--~~'."
:'0'
..
.. \
/t:.;.~~~~
........
....
....
....-....
___/
....'
""'1'
",""
",,'"
<,_,
S04
-~."
fS;)'
50'1
~'
'
310
........
.......
n:<
~
~~!.:
i~>1
I
....
)/
I
I
I
I
~50.
/~
K
I
'"
/537
5103
5~
F,q:i*S,*1100/4G
SHUUIOW H ASSEM8I.Y
(5O.EHOiD ENERGi
w.HUAL STOP
K.Ji
TO STOP
wiTH
APR. '94
SECTION 600/700
TOP COVER ASSEMBLY
Fig. VI *C*
Chapter
1
Contents
67
(SERIESWOUND)
Chapter 1
Description
1.
2.
in
The mechanism is mounted on top of the governor top cover and comprises a
totally enclosed gear/motor unit transmitting drive through a spring loaded
clutch to the speed setting lever via internal governor linkage. A handwheel is
incorporated
in the
speed.
3.
Seals are fitted to prevent the ingress of dirt and foreign matter into the
governor.
Operation
1
On receipt
of
signal from
block
(343)
in the lever
(607)
carrier (303).
in
Installation
1.
The motorised speed setting mechanism is fitted to the governor and adjusted
before leaving the factory. The only installation is that the electrical supply be
connected, making certain the voltage corresponds with the motor supplied and
that the terminals are wired as per the wiring diagram. (See Fig. VI *C1 *).
68
Maintenance
1.
Due to the totally enclosed nature and design of the speed setting motor it will
require very little routine maintenance under normal working conditions.
However, after a period of one year or 5000 hours of use, it is advisable to
check brushes and commutator for wear. The motor should be completely
replaced when the governor unit is being overhauled, normally after 20.000
hours. This repair work should be undertaken by a qualified engineer who is
familiar with this type of equipment and the associated safety procedures.
2.
The clutch assembly is contained within the handwheel knob (607). Driving
clutch plate (610) is machined in centre, to engage with the square of the motor
Igear unit output shaft and positioned inside the upper end of the speed control
shaft (612). A cork washer
(611)
is
(610). Spring (609) exerts pressure on the clutch plate and is held compressed
by the cover (606). The spring force is not adjustable. The cork washer should
not be fitted dry. Oil or grease should be used to reduce some of the friction.
3.
The speed control shaft (612) is carried in bearing (618) fitted into bearing
housing (616). Capscrews (604) secure shaft (612) and housing (616) to cover
fitted to prevent end float of the
bearing. Bearing (618)
held on the speed control shaft by E-clip (619), circlip (620) and disc spring
(614). The lower portion of shaft (612) is threaded to carry speed control shaft
block (622), which engage the horns formed on the block, in the speed setting
lever, thus causing the speed setting linkage to move upwards or downwards.
is
Seals (613) and (601) are fitted to prevent the ingress of dirt and foreign matter
into the governor.
Type of Motor
69
IMPORTANT NOTES
Governors having 220/240V motors or 11 0/120V motors should use an earth
connection.
Electric motors, having brushes, and being used for parallel operation (i.e. a load sharing
system), should normally require little maintenance. However, if they are used in
conjunction with close frequency control equipment, then the use of synchronous motors
(brushless motors) is highly recommended.
All governors are leaving our works with the speed setting mechanism set at maximum
governor speed. The tension of spring (201) on top of the rotor assembly pushes the
assembly down to the body, thus preventing the rotor splines to slip out the driving gear
70
Quantity
Item
Part no.
Description
332.
11 OOG
058A
830G 5370/01
602.
603.
604.
ST314028
Capscrew (M5
85G76
Mounting Plate
ST314029
Capscrew (M5
605.
606.
RS
1x
Capscrew
1x
Clutch sleeve
Clutch spring outer
Clutch spring inner
1x
Clutch disc
1x
Cork washer
Speed control shaft
1x
1x
V-ring seal
1x
Disc ring
1x
Bearing housing
bearing
Spacer
1x
2x
60l.
613.
614.
136-20
1100G 3145
1100G 3144
1100G 3148A
11 OOG 31 49
1100G 3143
83 OG 51 83
11 OOG 3139B
74 OG 5228/08
82 OG 5232/07
616.
11 OOG 3 1 4 1
617.
11 OOG
607.
608.
609.
610.
61l.
612.
Check seal
1x
618.
619.
3140
83 OG 5031/03
76 OG 5124
620.
72
621.
11 OOG 31
622.
11 OOG 31
623.
624.
625.
600G 052
ST036610
ST314046
Dowty washer
Capscrew (M6
628.
11 OOG
OG 5142/16
50
47
3142
1 0)
4x
1x
12)
7x
1x
1x
Bearing
1x
E-clip
1x
Circlip
(26
1,2)
1x
Joint
Block speed control
1x
Filler
1x
plug
1x
1x
x
30)
6x
Top cover
1x
RS 1 50-80
1x
RS136-16
1x
332,601,602,604,611,613,618,619,620,621,623,624,625.
Remark:
electric motor 605 is an assembly, single parts cannot be ordered. (apart from
the carbon brushes and synthetic caps).
71
_-1I
606
r-- OC61
~/',
~ I'
/"'1
'
----
././
.".;'",.........
6J3~~~
I
6J4~
I
I
616~
618~
--617
I
\'~.
1--) 6\
"d-~
'":
.m
___/ ~
'.
....',
'-
..J
1=:J.i,625
24
41)
~\Oe
;.~.:::7
'.
623-Q
~
/~~
;"
605
""
""-~
~i
628
I
I
<0'----520
f.07
6J9~
/n
612
/'
'
i9--617
I
I
~-1
..
I
I
~6()
~611 ~-
a-604
I
0
-.
-e
--"1
I~I
6.
"
'-~~
I
I
I
~
622 ---1..;I
//
/'=.:
//~
...--">'
.:.1,
',~)/V>::::-343
"'~.(/4!
......'W
<.
'::::.;;:-334
..
(102) COVER.
AN) SERES
SLJFRN3 CLUTCH
v.x::J..Jr.CJ
M)TCR
10
(2)
0,03mm. DIAL
\
0,05/100mm.
NO
6.
"'1
\I
r__
ALTERATION
UPDATED
UPDATED
WITH
READING
THIS CORRESPONDS
MAX. MISALIGNME NT
I DATE
1220788
1251089
25
25
25
0.05
0.1
0.2
t
10
t
t
Angles
1:1
Scale'
DESCRIPTION
12
."-...-/
13
f4'\
~
GEAR
25.00
25.0
25.00
25
25
25
0.0;
0.01
0.0(-5
A3
Size
Sheet
HOUSIN~3
Amenc:an prOfClCtlon
BASE
BODY
OILPUMP
OILPUMP
GOVERNOR
GOVERNOR
GOVERNOR
DESCRIPTION
Oate
Drewn
ITEM
ITEM
12
11
10
8
9
POST
GOVERNOR
CIRCUP
CAPSCREW
CAPSCREW
5
6
7
BAll BEARING
SHAFT
2
3
BRACKET
GAUGE
RODEN
of
:r:R-S 122
_34
Al'I"ER.
"
TION
I~
NETHERLANDS
B.V..
SURFACE TREATMENT
REGULATIUIt$ EUROPA
MATERIAL
Ham.DRIVE SHAFT
ALIGNMENT GAUGE
II
18
12
REMARKS
GOVERNORS
ONLY
M4 x
SHEET 5
M6
SHEET
SHEET 2
SHEET 3
1100_TYPE
PART NO.
RS122_34
314018
501005
1 H 185
8400 5044
RS122_ 34
RS122_34
RS 122 _34
GRAVINER
Mk 6 OIL MIST DETECTOR
INSTALLATION,
OPERATION AND
MAINTENANCE
MANUAL
59812-120-1
Apr 05
Page i of vi
59812-120-1
TABLE OF CONTENTS
Chapter
Page
1.
1.1
INTRODUCTION
1.2
DESCRIPTION
1.3
TECHNICAL SPECIFICATION
1.4
OPERATION
1.5
2.
3.
4.
5.
Apr 05
2.1
INSTALLATION
2.2
28
2.3
29
2.4
SYSTEM OPERATION
33
2.5
TEST MENU
35
2.6
EVENT LOG
40
2.7
44
MAINTENANCE
55
3.1
ROUTINE MAINTENANCE
55
3.2
55
3.3
56
3.4
FAN REPLACEMENT
59
3.5
CABLE REPLACEMENT
59
3.6
60
3.7
62
3.8
63
3.9
63
3.10
DECOMMISSIONING
63
FAULT FINDING
69
4.1
69
GENERAL
SPARE PARTS
77
Page ii of vi
59812-120-1
LIST OF ILLUSTRATIONS
Figure
Title
Panel Display
Installation Drawing for Graviner Mk 6 OMD Control Unit Flush Mount Panel
Cut out Details
11
Interface PCB
36
10
12
11
13
12
14
15
16
13
17
14
18
15
19
16
20
17
21
18
22
19
22
20
22
21
22
22
24
23
25
24
26
27
25
28
26
Smoke Detector
31
27
Smoke Test
31
28
Hyperterminal Screen
41
28
41
Apr 05
Page
Page iii of vi
10
59812-120-1
Title
30
42
31
Hyperterminal Screen
43
32
44
33
56
34
Cable Disconnect
56
35
Screw Removal
57
36
57
37
Pulling Tool
57
38
Fan Removal
58
39
58
40
61
41
61
42
Interface PCB
64
43
65
44
66
45
66
46
67
47
76
48
77
49
78
Apr 05
Page
Page iv of vi
59812-120-1
REVISION HISTORY
Revision
Apr 05
Date
Details
Page v of vi
59812-120-1
Intentionally Blank
Apr 05
Page vi of vi
59812-120-1
CHAPTER 1
INTRODUCTION
High temperatures, in excess of 200C that occur on bearing surfaces under initial failure conditions,
can lead to a rapid generation of oil vapour. When the hot vapour contacts the relatively cooler
atmosphere of the crankcase it condenses into a fine mist, with typical particle sizes of around 0.5 to 5
microns in diameter. When the density of these particles reaches between 30 to 50 mg/l (Milligrams
per litre), depending upon the type of oil, an explosive condition exists.
Apr 05
Page 1 of 84
59812-120-1
Oil Mist Detection (OMD) techniques have been used to monitor diesel engine crankcases for potential
explosive conditions and early detection of bearing failures. The systems available rely mainly on
analysing the optical density of oil mist samples drawn from the crankcase compartments, through
pipes to the detector. While these systems proved successful in the past, engine design has improved
significantly over the years and oil mist detection techniques have improved substantially to maintain
adequate protection.
The Graviner Mk 6 OMD provides the following benefits:
Multi engine capability - up to 8 engines on a single system.
Suitable for both 2 stroke and 4 stroke engines.
Elimination of sample pipes - reduced installation costs.
Significant reduction in scanning time - 1.2 seconds for a system of 64 detectors.
Relocating system controls and display to the safety and comfort of control room
Control Unit
Junction Box
Detector
Apr 05
Page 2 of 84
59812-120-1
1.2
DESCRIPTION
The system comprises three main components (refer to Figure 3):
Detectors
Engine Junction Boxes
Control Unit
The Graviner Mk 6 OMD system can comprise up to 64 detectors directly mounted on the crankcases
of up to 8 engines, allowing both main propulsion and auxiliary generators to be monitored at the same
time.
Each detector communicates electronically over a serial data link via the engine mounted junction box
with the control/display unit which is designed to be mounted within the Engine Control Room. This
eliminates the need to enter the machinery space in alarm conditions.
TECHNICAL SPECIFICATION
Detector
Mounting
inch BSP
Enclosure Rating
IP65
Address Switch
2 x 10 position (0 to 99)
Indicators
Green
Detector On
Red
Alarm
Amber
Detector Fault
Apr 05
Power Consumption
2.8 W
Temperature Rating
0 - 70 C
Height
175 mm
Width
90 mm
Length
205 mm
Weight
0.6 kg
Page 3 of 84
59812-120-1
Junction Box
Enclosure Rating
IP65
14
Fuse Rating
4.5 A
Power Consumption
Zero
Temperature Rating
0 - 70 C
Dimensions
Height
160 mm
Width
260 mm
Depth
90 mm
Weight
2.3 kg
Control Unit
Enclosure Rating
IP32
Scanning Time
64
Power Supply
24 V dc (+30% -25%)
Protection
Insulation
Power Consumption
5.2 W
Temp Rating
0 - 55 C
Dimensions
Bulkhead Mounted:
Panel Mounted:
Height
Width
Depth
118 mm
Height
309 mm
Width
559 mm
Depth
118.5 mm
Weight
7 kg
System Outputs:
Main Alarm
Fault Alarm
Alarm Ranges
Apr 05
Page 4 of 84
59812-120-1
1.4
OPERATION
The Graviner Mk 6 OMD retains the long established differential measuring system unique to Kidde
Fire Protection, which enables high sensitivity to be used while maintaining the maximum false alarm
rejection. It still uses optical sensing, but light scatter instead of obscuration. This enables very small
detectors to be used. These are rugged and are designed to be engine mounted using standard oil
mist detector ports. As they each have their own means of sample acquisition no sample pipes are
required. Multiple internal light sources ensure that a single failure will not cause the loss of a detector.
Modular construction means that a faulty detector can be replaced in a matter of minutes.
Each detector continually monitors the oil mist density in the crankspace to which it is connected. In
addition, it self checks for any internal faults. The control unit interrogates each detector in turn, notes
its address and the oil mist density value.
For each engine the average oil mist density is calculated and stored. Each detector signal is then
compared in turn with the stored average. A positive difference (the deviation) is then compared with a
pre-set, but adjustable reference (the deviation alarm level) for that engine (or detector). If it is greater
than the reference a deviation alarm is given.
The stored average level is also compared with a preset reference (the average alarm level) and an
average alarm is given if the reference is exceeded.
A full system has a maximum scan time of 1.2 seconds, but with alarm priorities that enable the system
to respond if an alarm occurs.
The Control Unit separates the information according to engine groups.
The Control Unit incorporates a Liquid Crystal Display (LCD). The Main Display constantly displays the
average oil mist density reading for each engine along with both the average and deviation alarm
levels for each engine. It also enables the individual readings of each detector on an engine and the
average to be displayed on demand and automatically under alarm conditions.
In the interest of safety, all system controls and alarm displays/outputs are located on the control unit.
However to aid fault finding each detector is fitted with 3 indicator lights:
Green
- Power on
Red
- Alarm
Amber
- Fault
Apr 05
Page 5 of 84
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1.5.1
Controls
THE ACCEPT KEY resets the main alarm relay, silences the internal sounder. The display will
then enter the individual engine display for the engine(s) in alarm. If there
is more than one engine in alarm the display will scroll between engines.
THE HOLD KEY
The ENGINE DISPLAY control calls up the individual engine cylinder readings and the
average. It also displays the deviation and average alarm settings. The cursor keys allow each
engine in the system to be displayed in turn.
The MAIN DISPLAY key always returns the display to this page from anywhere in the
software.
The MAIN MENU key allows access to all the USER, ENGINEER and SERVICE menus. At
the bottom of each displayed page the active navigation keys for that page are shown.
The MAIN DISPLAY and MAIN MENU keys allow fast return to the normal display or the main
menu from anywhere in the software. If this function is carried out from a password protected
area ie ENGINEER or SERVICE menu, then a RESET must also be carried out.
The keypad keys are:
T
S
W
X
Cursor down
Cursor up
Cursor left
Cursor right
Quit page
Enter
Main Alarm Indicators
Main LCD
Quit
Enter
Apr 05
Page 6 of 84
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1.5.2
1.5.3
1.5.4
1.5.5
1.5.6
Alarm Outputs
The Control Unit has the following relay outputs:
Main Alarm.
Fault Alarm.
All relays are rated 30 V DC 1 Amp. All relays can be tested for operation in the Test Menu.
Apr 05
Page 7 of 84
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When Power
Source is OFF
Power is On and
in normal
Monitoring Mode
Power is On and
Fault was
detected
Power is On and
Engine 1 Oil Mist
Alarm was
detected
Apr 05
Page 8 of 84
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CHAPTER 2
INSTALLATION
2.1.1
Control Unit
The Control Unit is designed for either bulkhead or flush mounting, and must be installed in a
control room or similar environment.
For bulkhead mounting fix to a rigid structure using the four M6 mounting flanges at the rear of
the unit.
For flush mounting a bezel, part number 35100-K187 can be supplied (refer to Figure 8).
The position of the control unit must be sited for optimum visibility of the display. Sufficient
space must be left around the control unit to allow the fitting of glands and routing of the
cables, and to facilitate easy access to all aspects of the control unit. A minimum of 500 mm
must be allowed at the front of the control unit to allow the door to be opened.
118
500
40
445
4 HOLES
7.0 DIA
298
270
250
72.5
97.5
50
50
50
50
50
50
50
50
50
50
50
3.0
30.5
ALL DIMENSIONS IN mm
Figure 6: Installation Drawing for Graviner Mk 6 OMD Control Unit Bulkhead Mounting
Apr 05
Page 9 of 84
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ALL DIMENSIONS IN mm
559
500
309
250
72.5
97.5
50
50
50
50
50
50
50
50
50
50
50
118.5
40
298
3.0
30.5
Figure 7: Installation Drawing for Graviner Mk 6 OMD Control Unit Flush Mount
Apr 05
Page 10 of 84
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ALL DIMENSIONS IN mm
519.5
13
129.5
429.5
28
37.5
43.5
184.5
265.5
281
296
271.5
309.5
20.5
559
515.5
531
28
43.5
105
260
24
11.5
283
293.5
16.75
19
472
NOTE; CUTOUT TO FIT BEZEL 35100-K187
Figure 9: Installation Drawing for Graviner Mk 6 OMD Control Unit Flush Mount Panel Cut Out Details
Apr 05
Page 11 of 84
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2.1.2
TB1 Individual
Engine Alarm
Slowdown Output
Relays
TB3
Main
Alarm
TB4
System
Fault
Relay
+24 V
TB5
dc
Supply
Input
TB2
Engine TB2 Individual
Engine
Back-up
Alarm Communication
Serial inputs
inputs
0V
TB6 dc Detector
Supply Output
Apr 05
Page 12 of 84
59812-120-1
Earth Stud
FS cables
Order code 2402PIFFH or similar.
Cable screens must be connected to the metal glands of the Control Unit and
terminals of TB9 within the junction boxes, see Figure 24.
Apr 05
Page 13 of 84
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ENGINE ROOM
ENGINE ROOM
MAX 14 OFF DETECTOR HEAD CABLES
MAIN ENGINE
WITH A MAX OF
14 DETECTORS FITTED
(SEE NOTES 3 & 4
ON FIGURE 13)
POWER CABLE
JUNCTION BOX 1
COMMS CABLE
MAX 14 OFF DETECTOR HEAD CABLES
AUX ENGINE
WITH A MAX OF
14 DETECTORS FITTED
(SEE NOTES 3 & 4
ON FIGURE 13)
POWER CABLE
JUNCTION BOX 2
COMMS CABLE
MAX 14 OFF DETECTOR HEAD CABLES
AUX ENGINE
POWER CABLE
(AS ABOVE)
JUNCTION BOX 3
COMMS CABLE
POWER CABLE
(AS ABOVE)
JUNCTION BOX 4
COMMS CABLE
MAX 14 OFF DETECTOR HEAD CABLES
AUX ENGINE
POWER CABLE
(AS ABOVE)
JUNCTION BOX 5
COMMS CABLE
AUX ENGINE
POWER CABLE
(AS ABOVE)
JUNCTION BOX 6
EXTERNAL
24 V DC
COMMS CABLE
MAX 14 OFF DETECTOR HEAD CABLES
SUPPLY
INPUT
AUX ENGINE
POWER CABLE
(AS ABOVE)
JUNCTION BOX 7
COMMS CABLE
AUX ENGINE
POWER CABLE
(AS ABOVE)
PART No.
E3561-301
53856-K170
D4720-001-01-16
43682-K108-00
43682-K108-01
43682-K108-02
43682-K108-03
43682-K108-04
43682-K108-05
43682-K108-06
43682-K108-07
43682-K108-08
43682-K109-00
43682-K109-01
43682-K109-02
43682-K109-03
43682-K109-04
43682-K109-05
43682-K109-06
43682-K109-07
43682-K109-08
JUNCTION BOX 8
EQUIPMENT LIST
DETECTOR
MK 6 OMD DETECTOR HEAD
MK 6 CONTROL PANEL
MK 6 JUNCTION BOX
CABLE ASSY SKT - 5 m , LONG, DETECTOR HEAD
CABLE ASSY SKT - 7.5 m , LONG, DETECTOR HEAD
CABLE ASSY SKT - 10 m , LONG, DETECTOR HEAD
CABLE ASSY SKT - 12.5 m , LONG, DETECTOR HEAD
CABLE ASSY SKT - 15 m , LONG, DETECTOR HEAD
CABLE ASSY SKT - 17.5 m , LONG, DETECTOR HEAD
CABLE ASSY SKT - 20 m , LONG, DETECTOR HEAD
CABLE ASSY SKT - 22.5 m , LONG, DETECTOR HEAD
CABLE ASSY SKT - 25 m , LONG, DETECTOR HEAD
CABLE ASSY 90 DEG SKT - 5 m , LONG, DET HEAD
CABLE ASSY 90 DEG SKT - 7.5 m , LONG, DET HEAD
CABLE ASSY 90 DEG SKT - 10 m , LONG, DET HEAD
CABLE ASSY 90 DEG SKT - 12.5 m , LONG, DET HEAD
CABLE ASSY 90 DEG SKT - 15 m , LONG, DET HEAD
CABLE ASSY 90 DEG SKT - 17.5 m , LONG, DET HEAD
CABLE ASSY 90 DEG SKT - 20 m , LONG, DET HEAD
CABLE ASSY 90 DEG SKT - 22.5 m , LONG, DET HEAD
CABLE ASSY 90 DEG SKT - 25 m , LONG, DET HEAD
POWER CABLE
COMMS CABLE
COMMS CABLE
Apr 05
Page 14 of 84
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CONT.
ON
SHEET
3
NOTES:
1 ALL CABLE SCREENS TO BE EARTHED
USING METAL CABLE GLANDS EXCEPT
FOR WHERE NYLON GLANDS ARE
SPECIALLY FITTED.
2 CABLE ENTRY KNOCKOUTS ON THE
MAIN CONTROL PANEL ARE SUITABLE
FOR M20 CABLE GLANDS
3 AMAXIMUM OF 14 DETECTORS CAN
BE FITTED TO ONE JUNCTION BOX
4 A MAXIMIUM TOTAL OF 64 DETECTORS 5 LAST DETECTOR ON EACH ENGINE
CAN BE CONNECTED OVER EIGHT
MUST HAVE END OF LINE (EOL)
JUNCTION BOXES FOR ONE CONTROL CONNECTIONS TERMINATED ON TO
PANEL
TB10
Apr 05
Page 15 of 84
59812-120-1
LAST
DETECTOR (14)
DETECTOR 1
See Note 5
FROM
SHEET
2
Apr 05
Page 16 of 84
59812-120-1
2.1.4
Detector
Each detector is mounted to an individual crankcase via a inch BSP threaded hole.
Ensure all detectors fitted to the engine are locked tightly in place by means of the lock nut
supplied.
The detector should be located at the upper part of the crankcase wall NOT in the direct line of
the oil throw. On smaller engines it is permissible to mount the detector on the crankcase door
if desired or as installation dictates.
The detector should be mounted such that any oil throw comes from above the sample pipe.
DETECTOR
DETECTOR
ENGINE ROTATION
ENGINE ROTATION
Apr 05
Page 17 of 84
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ALL DIMENSION IN mm
Apr 05
Page 18 of 84
59812-120-1
3
SWITCH WINDOW LABEL
1
LIGHTS
SWITCHES
EXAMPLE ADDRESS 13
WRITE ENGINE/
CYLINDER NUMBER
HERE
WRITE DETECTOR
ADDRESS HERE
INVALIDATE
GUARANTEE
LABEL
SAMPLE PIPE
3/4 BSP
Apr 05
Page 19 of 84
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2.1.5
Straight Connector
Part No.
90 Connector
Part No.
2.5
43682-K108
43682-K109
5.0
43682-K108-00
43682-K109-00
7.5
43682-K108-01
43682-K109-01
10.0
43682-K108-02
43682-K109-02
12.5
43682-K108-03
43682-K109-03
15.0
43682-K108-04
43682-K109-04
17.5
43682-K108-05
43682-K109-05
20.0
43682-K108-06
43682-K109-06
22.5
43682-K108-07
43682-K109-07
25.0
43682-K108-08
43682-K109-08
SEE NOTE 3
SEE NOTE 1
8.5 DIA
SEE NOTE 4
60
SEE NOTE 3
60
74.5
69.5
ALL DIMENSION IN mm
13.5
Apr 05
1.
Cable Spec 8-core screened (90 oC) Halogen free & oil resistant.
2.
3.
Clips to be secured every 0.5 m (clips are not supplied by Kidde Fire Protection).
4.
Page 20 of 84
59812-120-1
46.5
59.5
SEE NOTE 3
SEE NOTE 3
8.5 DIA
53.5
SEE NOTE 1
29
ALL DIMENSION IN mm
50
Apr 05
Colour of Wire
Function
Last Detector
Function
Pink
C -out
TB10 EOL -
White
C -in
C -in
Yellow
C +in
C +in
Brown
C +out
TB10 EOL +
Grey
Alarm Backup
Alarm Back-up
Not used
Not used
Not used
Blue
0V
0V
Red
+24 V dc
+24 V
Centre
Screen
Page 21 of 84
59812-120-1
Figure 19: Junction Box Cable Gland Components with Detector Cable
Figure 20: Junction Box Cable Gland Components in Order of Fitting to Cable
Figure 21: Junction Box Cable Gland Components Fitted to Detector Cable and Screen Made Off
Apr 05
Page 22 of 84
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2.1.6
Junction Box
The Junction Box is designed for on-engine mounting and it is recommended that the Box is
installed as near to the centre of the engine as possible to minimise detector cable lengths.
Mounting is via the four M6 locating holes in the box. Sufficient space must be left around the
Junction Box to allow access to the cable glands and the routing of the cables and to facilitate
easy access to all aspects of the Junction Box.
No of
entries
Junction Box
Part No. with 20mm
output glands
Junction Box
Part No. with 25mm
output glands
Junction Box
Part No. vertically
mounted
D4720-001-01
53836-K224-01
53836-K233-01
D4720-001-02
53836-K224-02
53836-K233-02
D4720-001-03
53836-K224-03
53836-K233-03
D4720-001-04
53836-K224-04
53836-K233-04
D4720-001-05
53836-K224-05
53836-K233-05
D4720-001-06
53836-K224-06
53836-K233-06
D4720-001-07
53836-K224-07
53836-K233-07
D4720-001-08
53836-K224-08
53836-K233-08
D4720-001-09
53836-K224-09
53836-K233-09
10
D4720-001-10
53836-K224-10
53836-K233-10
11
D4720-001-11
53836-K224-11
53836-K233-11
12
D4720-001-12
53836-K224-12
53836-K233-12
13
D4720-001-13
53836-K224-13
53836-K233-13
14
D4720-001-14
53836-K224-14
53836-K233-14
With larger 2 stroke engines, eg. 12K98MC, it may become necessary after the engine tests
are complete that due to the size and weight the engine is dismantled in 2 or 3 parts for
transportation purposes. To facilitate this it is possible with the Graviner Mk 6 OMD to use
two Junction Boxes for one engine zone.
For connection details and the different engine types see Figure 24.
Apr 05
Page 23 of 84
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Apr 05
Page 24 of 84
59812-120-1
It is recommended that all cable terminations within the junction box are made using crimp
terminals
The Screens for both the communications cable & power cable from the controller must be
terminated on to TB9 (see Figure 23)
End of line
terminations
Communication
cable screen to
be terminated here
Figure 23: Cable Screen Terminations
Apr 05
Page 25 of 84
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Apr 05
Page 26 of 84
59812-120-1
Apr 05
Page 27 of 84
59812-120-1
Apr 05
Check that the detector cables are correctly terminated in the Junction Box and that the
screens are made off correctly in the glands, e.g. the detector that is addressed 01 is
connected to the detector 1 position in the Junction Box, and the detector addressed 02 is
connected to the detector 2 position in the Junction Box etc. Ensure last detector for each
Junction Box is also terminated on TB10 EOL
2.2.2
Ensure that the Communication and Junction Box power supply cables are connected
correctly in the junction box (refer to Figure 12).
2.2.3
Check the cable run of the Communication and Junction Box power supply cables back from
the junction box to the Control Unit to ensure that they are not damaged.
2.2.4
Ensure that the Communication and Junction Box power supply cables are connected
correctly in the Control Unit (refer to Figure 12 and properly screened).
2.2.5
Ensure that the Engine Slowdown, Main Alarm and Fault Alarm relays are connected correctly
in the Control Unit (refer to Figure 12).
2.2.6
Ensure that the supply input cable is connected correctly to the Control Unit (refer to Figure
14).
2.2.7
Ensure that the input voltage to the Control Unit is 24V D.C. +30%, - 25%
2.2.8
Check the location and function of the main controls on the front of the Control Unit (refer to
Figure 4).
2.2.9
When all of the above have been checked and are satisfactory the system is ready to switch
on.
Page 28 of 84
59812-120-1
2.3
2.3.2
After switch on, the control unit display shows the message SCANNING FOR
DETECTORS. Followed by a flashing COMMS FAULT message. The green LEDs on
the detectors illuminate.
2.
Press ACCEPT to silence the audible alarm. The COMMS FAULT continues to flash.
Select MAIN MENU use the cursor to highlight ENGINEER. Press .
3.
The display calls for password. Enter the default password 012345 press . Display
shows MAIN MENU ENGINEER. Use the cursor to highlight option 1 CONFIGURE
SYSTEM. Press
2.
3.
4.
For each engine enter the number of detectors. Press after each entry.
5.
6.
7.
Enter engine description letter by letter using the S/T keys to sequence through the
alphabet and the W/X keys to move to the next letter. Press to store the name.
Press to return to engine description page and select NEXT ENGINE.
8.
Attribute
2.3.3
Default
Range
Number of engines
User selectable - 1 to 8
Number of detectors
User selectable - 1 to 64
User selectable - 1 to 14
Apr 05
1.
2.
3.
4.
Page 29 of 84
59812-120-1
2.3.4
5.
6.
2.3.5
2.3.6
Alarm Type
Default Settings
Range
Deviation
0.3 mg/l
Average
0.7 mg/l
Average Alarm
1.
Enter MAIN MENU and select ENGINEER/SYSTEM STATUS. Select ENGINE 1 (2,
3, 4, etc). SYSTEM STATUS ENGINE 1 (2, 3, 4, etc) shows.
2.
Read maximum actual average value (retain this value for deviation alarm setting).
3.
Reset average alarm level to a maximum of twice the max actual average, as follows:
4.
5.
Deviation Alarm
Have the max actual average for each engine to hand as used in setting the average alarm
(from step (2) in 2.3.6 above).
1.
Enter MAIN MENU and select ENGINEER MAIN MENU. Enter password, Press .
2.
Apr 05
3.
Repeat for each engine by using key to return to DETECTOR STATUS menu.
4.
5.
Select DEVIATION ALARM. Select engine 1, (2, 3, 4, etc). Enter new deviation alarm
level for each detector for engine 1. (2, 3, 4, etc)
6.
It may become necessary over a period of time that due to changes in the engine's
characteristics, the alarm levels need to be readjusted.
Page 30 of 84
59812-120-1
2.3.7
Commence the smoke alarm test as follows: with the detector fitted, electrically
connected, functioning and configured as described in the instruction manual,
a.
WICK
PIPETTE BULB
WICK HOLDER
NYLON PIPE
PIPE CONNECTOR
Push the nylon pipe of the smoke tester into the connector on the side of the
detector base body (refer to Figure 27).
CONNECTOR
NYLON PIPE
PIPE CONNECTOR
Dip the wick into the bottle of smoke oil and reseal the bottle firmly
Ignite the wick of the smoke tester and blow out the flame. Squeeze the pipette
bulb to keep the wick smoking.
Note: Care to be taken with this activity at all times
e.
Apr 05
While the wick is still smouldering, insert it into the pipe connector and squeeze
the pipette bulb.
Page 31 of 84
59812-120-1
2.3.8
f.
Observe the wick is still smouldering, insert nylon pipe into the pipe connector of
the detector and squeeze the pipette bulb.
g.
After tests are completed the Maximum Actual Average readings should be
erased. This can be done in the Engineer Main Menu then configuration and
then CLR. Maximum Average.
h.
To release the pipe from the connector, press in the blue plastic collar on the
end of the connector at the same time as pulling the pipe out.
i.
Remove the nylon pipe from the pipe connector for stowage purposes.
j.
The wick is reusable and can be left in the wick holder. Fully extinguish the wick
after use at all times.
k.
Refer to the Material Safety Data Sheet in the event of health or safety issues.
Back Up Alarm
The back up alarm is a hard wired link from each detector installed on the system, this
facility will allow any detector which is in a fault condition and sees an oil mist level of
1.6mg/l or greater produce a 'Back Up Alarm'. This will produce operation of both the
shutdown and main alarm relays, the back up alarm will also override any detector or
detectors that are isolated.
Whilst any detectors are in a back up alarm condition the keypad keys are inoperative
until the oil mist level drops below 1.6mg/l.
It is possible for a healthy detector to produce a back up alarm if the level of oil rises very
rapidly.
2.3.9
2.3.9.1
2.3.9.2
Apr 05
Enter
Press MAIN MENU and then select ENGINEER. Enter default password, select 1,
CONFIGURE SYSTEM.
2.
3.
4.
Enter new password, (min 2 digits, max 6 digits) press enter new password again
to confirm and press key.
5.
Page 32 of 84
59812-120-1
2.4
SYSTEM OPERATION
2.4.1
Action on Alarm
On receipt of either a Deviation or Average alarm the engine should, unless connected to a
shutdown relay, be stopped if safe to do so and allowed to cool down so that the background
oil mist levels reduce before entering the engine room. Investigations can then be carried out
to find the cause of the alarm and rectify. Once the fault in the engine has been rectified the
OMD system can be re-set and the display returns to the normal mode.
When a system fault alarm is received, the information on the display should be noted and
then the appropriate fault finding procedure in Chapter 4 of the manual should be consulted to
enable the fault to be rectified.
Note: When the engine is started from cold in Arctic/Antarctic conditions, a water mist can be
produced that could give a false alarm.
Alarm and fault messages have an associated priority. These are detailed below:
Message
Priority
Alarm
Highest
Comms. fault
2nd highest
Sensor fault
3rd highest
System fault
4th highest
All events are stored in the alarm/fault queue in order of occurrence. The user can scroll
through the queue by use of the arrow keys.
Once an event is active the event is displayed on the LCD in the appropriate format. To clear
the display press the ACCEPT key. Once the ACCEPT key is pressed, the display shows the
ENGINE AVERAGES display.
When an alarm condition exists, the following warning message is displayed regardless of
other information on the display (ie alarm events have the highest priority): DEVIATION
ALARM.
2.4.2
System Status
Isolation
If required it is possible to isolate any individual detector, a complete engine or the engine slow
down relays. This allows maintenance to be carried out without effecting the remaining
system. Isolation inhibits all alarms and faults for the isolated item except the Back up Alarm,
which is a fixed level.
Apr 05
Page 33 of 84
59812-120-1
Engine Isolation
To isolate all of the detectors on one particular engine, access the MAIN MENU and select
ENGINEER. Enter either the default password or own unique password if this option has been
used.
1.
When in the engineer menu, press key number 3 to highlight ISOLATE and then press
the key.
2.
Once in the isolate menu, select 1 ENGINE, press the key and the display will show
the number of engines configured with the word DE-ISOLATED beside each one.
3.
Using the S and T keys, highlight the engine required and press the key.
4.
The display will show the engine selected with the words DE-ISOLATION - ISOLATE
beside it.
5.
6.
The display reverts to showing the number of engines configured, but the selected
engine will have the word ISOLATED flashing beside it instead of DE-ISOLATED.
7.
The three lights marked ISOLATE, DETECTOR ISOLATE and ENGINE ISOLATE all
come on.
8.
To de-isolate, repeat the above until you reach the display that shows DE-ISOLATION
- ISOLATE (step (4)) beside the selected engine and as DE-ISOLATED is highlighted
press the key and the detectors on the engine return to normal operation.
9.
To return to the normal menu press the key once and then the MAIN DISPLAY key.
Detector Isolation
To isolate a detector, access the engineer menu and then the isolate menu as above.
Apr 05
1.
When in the isolate menu press the T key and press the key.
2.
3.
Using the S and T keys highlight the engine on which the detector is to be isolated
and press the key.
4.
The display changes to show the number of detectors configured on the selected
engine with the word DE-ISOLATED beside each detector.
5.
Using the S and T keys highlight the detector to be isolated and press the key.
6.
The words beside the detector selected will change to DE-ISO ISO.
7.
8.
The display returns to show all detectors with the word ISOLATED flashing by the
selected detector. All other detectors still have the word DE-ISOLATED beside them.
9.
10.
To de-isolate the detector ensure this detector is highlighted and press the key to
return to the display showing DE-ISO ISO and, as DE-ISO is highlighted, press the
key again and the screen returns to showing all detectors de-isolated and the lights
will go off.
11.
To return to the normal screen, press the key once and press the MAIN DISPLAY
key.
Page 34 of 84
59812-120-1
2.5
1.
2.
The display shows the number of engines configured with the word DE-ISOLATED
beside each one.
3.
Highlight the engine of which the relay is to be isolated by use of the S and T keys
and press the key.
4.
5.
6.
Press the key and the display will show ENGINE 1 (2 - 8) with the word ISOLATED
flashing beside it.
7.
The SHUTDOWN ISOLATE light and the ENGINE ISOLATE lights come on.
8.
To return the relay to normal operation, press the key whilst the display is showing
the engine number and the word ISOLATED is flashing.
9.
10.
TEST MENU
Press the TEST key pad on the control unit. The TEST MENU appears, with this menu selected eight
more menu options appear on screen as follows: (the eighth option is only available through the
Engineer Menu.)
1.
Alarm Relay
2.
Fault Relay
3.
System Test
Checks the correct operation of the system software (not used after
version 109 software).
4.
LED/LCD
Test Checks all of the lights and all segments of the LCD on the
control unit and also the internal sounder.
5.
Back-up Alarm
6.
Optics
Checks the output from the detector light array to ensure it is within
limits.
7.
Detector Alarm
8.
Slowdown Relay Checks the correct operation of the slowdown relay. (Only available
in password protected screen).
Warning:Carrying out this test with the engine operating will cause the engine shut/slow down
system to operate if fitted.
2.5.1
Apr 05
Alarm Relay
1.
Press the TEST key pad on the control unit. The TEST MENU is displayed, defaulting
to No.1 ALARM RELAY.
2.
Press key.
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3.
Note:
4.
5.
6.
7.
2.5.2
ENABLE
a.
b.
c.
The main alarm relay operates. This is confirmed by any audible and visual
alarms operating that are connected to this relay.
b.
Press key.
c.
Display changes to that shown in para 2.5.1 step (3) above with DISABLE
highlighted.
d.
Press key again and the alarm will reset and the display will return to the test
menu.
When testing of the main alarm is complete either; Press the MAIN DISPLAY key on
the control unit to return to the normal display, or select another test option.
Fault Relay
1.
Press the TEST key pad on the control unit. The TEST MENU is displayed, defaulting
to No.1 ALARM RELAY.
2.
Press key pad No. 2 or the T key to highlight No. 2 FAULT RELAY.
3.
4.
Note:
5.
6.
7.
Apr 05
ENABLE
a.
b.
c.
Fault relay changes state. This is confirmed by any audible and visual alarms
operating that are connected to this relay.
d.
To cancel the alarm repeat para 2.5.2 steps 2 & 3 above and then press the
key again.
When testing of the fault relay is complete, either; Press the MAIN DISPLAY key to
return to the normal display or select another test option.
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2.5.3
2.5.4
System Test
1.
Press the TEST key pad on the control unit. The TEST MENU is displayed, defaulting
to No.1 ALARM RELAY.
2.
Press key pad No. 3 or the T key twice to highlight No. 3 SYSTEM TEST.
3.
4.
The words MAIN PROCESSOR POWER ON appear for 2-3 seconds and then the
display returns to the test menu.
5.
This test is now complete. The operator can now either: Press the MAIN DISPLAY
key to return to the normal display or select another test option.
LED/LCD Test
1.
Press the TEST key pad on the control unit. The TEST MENU is displayed, defaulting
to No.1 ALARM RELAY.
2.
Press key pad No. 4 or the T key 3 times to highlight No 4 LED/LCD TEST.
3.
b.
c.
The following appears on the display after the bars scroll down
LCD AND LED TEST
OIL MIST DETECTOR MK6
VERSION: P57100-10*
(*Will depend on the software version fitted)
4.
2.5.5
2.5.6
e.
f.
This test is now complete. The operator can now either: Press the MAIN DISPLAY
key to return to the normal display, or select another test option.
Backup Alarm
1.
Press the TEST key pad on the control unit. The TEST MENU is displayed, defaulting
to No.1 ALARM RELAY.
2.
Press key pad No. 5 or the T key four times to highlight No. 5 BACK-UP ALARM.
3.
Press and check that the internal sounder operates the same number of times as
there are detectors fitted to the system and the display shows BACK-UP ALARM
ACTIVE.
Note:
If the system has 6 detectors fitted then the internal sounder operates 6 times.
4.
When the test is complete the display will return to the test menu.
5.
This test is now complete. The operator can now either: Press the MAIN DISPLAY
key and return to the normal display or select another test option.
Apr 05
d.
Press the TEST key pad on the control unit. The TEST MENU is displayed, defaulting
to No.1 ALARM RELAY.
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2.
Press key pad No. 6 or the T key five times to highlight No. 6 OPTICS.
3.
ENABLE
4.
5.
6.
a.
The words OPTIC TEST ENABLED appear on the display underneath what is
shown in step (3) above.
b.
The internal sounder operates once to indicate that the test is complete and the
display reverts back to the test menu.
This test is now complete. The operator can now either: Press the MAIN DISPLAY
key and return to the normal display or select another test option.
Press the TEST key pad on the control unit. The TEST MENU is displayed, defaulting
to No.1 ALARM RELAY.
2.
Press key pad No. 6 or the T key five times to highlight No. 6 OPTICS.
3.
4.
Approximately 3 seconds after the test is initiated the internal sounder will operate for
1 second.
5.
Approximately 25 seconds after the test is initiated the display will change to:
OPTICS TEST PASSED
2.5.7
6.
7.
This test is now complete. The operator can now either: Press the MAIN DISPLAY
key and return to the normal display or select another test option.
Detector Alarm
1.
Press the TEST key pad on the control unit. The TEST MENU is displayed, defaulting
to No.1 ALARM RELAY.
2.
Press key pad No. 7 or the T key 6 times to highlight No. 7 DETECTOR ALARM.
3.
ENGINE 1
ENGINE 2
Note: The number of engines shown is dependant on how many are configured up to a
maximum of 8. However, ENGINE 1 is highlighted as the default setting.
4.
Apr 05
ENGINE 1
DET. 1
TEST OFF
ENGINE 1
DET. 2
TEST OFF
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Note: The number of detectors shown will depend on how many are configured up to a
maximum of 14 per engine. However, ENGINE 1 DET. 1 is highlighted as the default
setting.
5.
b.
The display briefly shows the number of engines configured as in step (3)
above.
c.
The red ALARM and yellow TEST lights come on as does the ENGINE ALARM
and FAULT lights. Both the red lights are flashing. The main alarm relay goes
into an alarm condition.
d.
ENGINE NO
DET
TIME
6.
7.
8.
2.5.8
Warning:
DATE
Press the ACCEPT keypad and observe:
a.
b.
c.
b.
Repeat the complete test for each detector that is to be tested. Select the detector to
be tested by use of the S, T, W, and X keypads.
Slowdown Relay
Carrying out this test while the engine is running WILL cause it to stop or slow down.
1.
Press the Main Menu key on the control unit and select ENGINEER by using the T
down key or the number 2 key.
2.
Press the enter key and enter the password when prompted, when entered press
the enter key again.
3.
The display will show 7 menu headings defaulted to No. 1 Configure System. Press
the No.4 key or the T down key 3 times to highlight No.4 TEST.
4.
Press the enter key and 8 test menus will show on the display defaulted to No.1
Alarm Relay. Press the No.8 key or the T down key 7 times to highlight SLOWDOWN
RELAY.
5.
Press the enter key and the display shows the following defaulting to Engine 1 which
will be highlighted:
RELAY TEST MENU
ENGINE 1
TEST OFF
Note: The number of engines shown is dependent on how many are configured up to a
maximum of 8. However, ENGINE 1 is highlighted as the default setting.
6.
Apr 05
Press the enter key and the display shows the following, DE-ACTIVATE will be
highlighted:
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DE-ACTIVATE
ACTIVATE
Press the X right key to highlight Activate and the press enter key, the display will
show the following with the words TEST ON flashing.
RELAY TEST MENU
ENGINE 1
2.6
TEST ON
8.
The slow down relay changes state and all alarms connected to the relay operate,
also the test light on the control unit comes on.
9.
To cancel the alarm press the enter key and the display will be as step (6) above
with DE-ACTIVATE highlighted.
10.
Press the enter key again and the display will be as step (5) above and the test light
on the control unit will go out.
11.
Press the quit key to return to the test menus or the Main Display and RESET to
return to the normal display.
EVENT LOG
2.6.1
2.6.2
The Event Log enables the user to interrogate the past 256 events and can be accessed via
the user menu separately.
1.
To access the event log press the MAIN MENU and when the choice of access levels
appears on the screen, USER will be highlighted. Press the key and press 3 EVENT
LOG and press the key. The display will show the last event that has occurred. With
S and T, scroll through the complete event log until the required entry is found.
2.
To speed up the search for the required event it is also possible to do so by event type
eg. deviation alarm or, if the approximate date of the event is known, a search from
time and date is also available in the Event log sub-menu.
3.
To return to the normal display press key once and then the MAIN DISPLAY key.
The event log may also be downloaded onto a computer using the serial link connector on the
main processor PCB.
1.
Plug serial lead into Com1 on PC and plug in to round serial connector on the Control
Unit.
Hyperterminal Setup
2.
From the Windows start button choose:Start -> Programmes -> Accessories -> Hyperterminal
3.
Apr 05
This should bring up the following box or something similar depending on Windows
version, Windows 95 is shown.
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Then double click on Hypertrm.exe this should start the hyperterminal program and
give the following screen
Apr 05
5.
Type in a name, eg omd6, and choose one of the icons then click ok
6.
In the next option screen select direct to Com 1 and click ok (note if com 1 is being
used for another application Com 2 can be selected if the pc has 2 comms ports)
7.
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Apr 05
a.
b.
Data bits - 8
c.
Parity
d.
Stop bits - 1
e.
- None
8.
Then click OK, this connects hyperterminal to com 1 and will take you back to the
main screen
9.
Main Screen which should say connected in the bottom left hand corner
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From the top level menu select Transfer -> Capture text and in the file box type where
you want the file to be saved and what name e.g. C:\omd.txt. then click on the start
button
11.
At the Control Unit, go through the menu structure and choose Download Event Log,
then select enter. You should now see the event log downloading into the white panel
of the above screen.
12.
When the event log has finished downloading select Transfer -> capture text -> stop
13.
Then using Word/WordPad/NotePad you can examine the event log by loading up
C:\omd.txt.
If you want to do another event log download in the future. When you do, launch
hyperterminal from the start bar as normal and in the first screen there should be a new icon
called omd6.ht (if that is what you called it). Simply double click on this icon and hyperterminal
will be launched with all the correct settings and the connection to Com port 1 already
established. After that the only thing that needs setting up is the transfer capture to save the
event log.
Apr 05
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CHAPTER 3
MAINTENANCE
3.1
ROUTINE MAINTENANCE
Warning:
Do not work on the system unless the power is switched off or isolated.
Caution:
Ensure that anti - static handling procedures are observed where appropriate.
The following checks are recommended to be carried out every 6 months, with the system switched off. The
checks should be carried out by competent personnel with suitable skill levels.
3.1.1
3.1.2
3.1.3
3.1.4
3.2
Control Unit
1.
Ensure that all glands are tight to prevent ingress of oil and moisture.
2.
Check the sealing strip between the door and box is not damaged preventing a seal
being made.
Junction Box
1.
Ensure that all glands are tight to prevent ingress of oil and moisture.
2.
Ensure that the lid fixing screws are tight, to prevent ingress of oil and water.
Cables
1.
Ensure all connections in both the control unit and junction box(es) are tight.
2.
Detectors
1.
Ensure that the detector base is screwed tight into the crankcase.
2.
Remove the cable connector from the detector and check for damage.
Warning:
Do not remove the detector base from the crankcase whilst the engine is in operation.
This operation should be carried out while the engine is stopped to avoid the possibility
of hot oil coming out of the base fixing hole.
If an in-service detector head is removed for any reason, the detector optics must be cleaned before
reassembling and replacing it.
3.2.1
Apr 05
Switch off the system (if safe to do so) or isolate the detector.
2.
3.
Using a 4mm hexangonal key, loosen the two fixing screws in the assembly base.
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HEXAGON KEY
3.3
4.
5.
Set the address on the new detector head in accordance with para 2.1.1. The selected
address must be the same as that of the detector head that has been removed.
6.
Fit the detector head onto its base and tighten up the fixing screws. Affix the new
switch window label.
7.
8.
If the system was switched off, switch back on and allow the system to initialise.
9.
If isolated, then de-isolate, return to main display by pressing the MAIN DISPLAY
keypad and press RESET. Allow the system to initialise.
Isolate the detector as described in paragraph 2.4.3 of the instruction manual. If all
detectors on one engine are to be serviced, then isolate the engine as described in
paragraph 2.4.3 of the instruction manual.
2.
Disconnect the cable from the top of the detector unit and remove the unit from the
engine casing (refer to Figure 34).
CABLE
CONNECTOR
DETECTOR
HEAD
Apr 05
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3.
Using a 4mm hexagon key, unscrew 2 off screws from the underside of the detector
head (refer to Figure 35). The screws are self-retaining.
4.
Remove and invert the top part of the detector head. Examine the base moulding seal
and replace if damaged or perished (refer to Figure 36).
HEXAGON KEY
FAN SOCKET
FIXING SCREW
Using the Pulling Tool (refer to Figure 37), remove the Fan Retaining Plug by
capturing the shoulder and pulling. Carefully remove the Fan from its mountings (refer
to Figure 38).
Apr 05
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FAN
COMPRESSION SPRING
Examine the 4 off compression springs and the fan retainer plug; replace any bent or
damaged items from the spares.
7.
Examine the fan for free running and clogging due to oil residues. If damaged, refer to
paragraph 3.4 in the instruction manual. Although not necessary for service cleaning,
spares of the M3 screw and the fan connector seal are included in the kit.
8.
Using a foam bud with glass cleaner applied, wipe carefully around the inside of the
smoke detecting orifice and the end of the light guide (refer to Figure 39).
LIGHT
GUIDE
Use the Air Duster to blow away solution residue and dry the inside of the unit.
10.
Examine the base body cavity and sampling tube, and wipe clean where necessary.
11.
Caution:
12.
Reassemble the detector head and base body. Replace the detector and then
de-isolate.
13.
Refer to the Materials Safety Data Sheet in the event of health or safety issues.
Apr 05
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3.4
FAN REPLACEMENT
Warning:Do not remove the detector base from the crankcase whilst the engine is in operation.
This operation should be carried out while the engine is stopped to avoid the possibility of hot oil coming out of the base fixing hole.
3.4.1
Switch off the system (if safe to do so), or isolate the associated detector.
2.
3.
Using a 4mm Allen key, loosen the detector fixing screws on the base.
4.
Remove the detector from its base and turn it upside down to reveal the fan.
5.
Remove the fixing screw holding the fan socket to the mounting plate.
6.
Using a pulling tool (Part Number D9131-002 available with service kit Part
No.D9221-027), remove the fan retaining plug holding the fan onto its mounting legs.
7.
Lift the fan off of its mounting legs, ensuring the springs under the fan are not lost.
Caution:
8.
3.5
Ensure a fan of the same make as that removed is fitted. If not, then a fan
failure fault will occur. The correct fan can be selected by matching the
detector serial number suffix (M or P) to the fan type. I.E. Papst or Micronel.
See spare parts list.
Discard the failed fan and fit a replacement fan in reverse order of disassembly.
CABLE REPLACEMENT
If changing a detector cable, isolating that detector will be sufficient (see section 2.4.3 as isolation)
3.5.1
Detector Cable
1.
2.
3.
Remove the lid from the junction box and identify the cable to be removed.
4.
Disconnect the wires in the junction box, undo the cable gland and pull the cable out
of the junction box. Discard the damaged cable.
5.
Push the new cable through the cable gland, ensuring the gland seal and lock nut
have first been put onto the cable. Strip back the outer covering of the cable as
required. Make-off ends ready to connect to the terminals in the junction box.
6.
Connect the wires to the terminals and make-off the screen in the gland and then
tighten to ensure a good seal.
7.
8.
When satisfied that all connections are satisfactory, re-fit the junction box lid.
9.
De-isolate the detector, return to the main display and press the RESET switch and
allow the system to initialise.
Note:
3.5.2
Apr 05
If the cable being replaced is the last in any zone, then the Pink and Brown
wires must be left longer to reach the end of line terminals.
2.
Open the door of the control unit and disconnect the damaged power supply cable.
Undo the cable gland and remove the cable from the control unit.
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3.5.3
3.6
3.
Remove the lid from the relevant junction box and disconnect the wires and screen
from the terminals inside. Undo the cable gland and remove the cable from the
junction box.
4.
Starting at the junction box, using the correct specification cable, pass it through the
gland into the box. Make-off ends and connect the 2 cores and screen as indicated on
the label in the junction box lid.
5.
At the control unit, pass the cable through the gland and make-off the wire cable ends.
Connect the two wires as indicated by the label inside of the box. Make-off the screen
inside of the gland and then tighten the gland nut to ensure the gland is sealed.
6.
When satisfied that all connections are correct, close and lock the door of the control
unit and replace the lid of the junction box.
7.
2.
Open the door of the control unit and identify the connections of the damaged cable
and disconnect from the relative terminals. Undo the cable gland and remove the
cable from the control unit.
3.
Remove the lid from the relevant junction box and disconnect the wires from the
terminals. Undo the gland nut and pull the cable out.
4.
Push the correct specification cable through the gland of the junction box. Make-off
the ends of the wires and connect to the relevant terminals. Tighten the gland nut.
5.
Push the other end of the cable through the cable gland of the control unit. Make-off
the ends and connect to the relevant terminals ensuring that the same wire colours
have been used for the Comms positive, negative and also for the alarm back up.
Make-off the screens inside of the gland and then tighten the gland nut.
6.
When satisfied that all connections are satisfactory, close and lock the control unit
door and replace the junction box lid.
7.
Main Control Processor PCB - Part No. 44782-K071-02 (refer to Figure 40)
1.
Switch off the system and replace the Main PCB as follows:
2.
Remove all connectors, PLG1, PLG2, PLG4, PLG5, PLG8, PLG 9 and PLG10 noting
the orientation.
3.
Remove 8 off fixing screws. Remove the PCB.Remove EPROM from the failed PCB
and fit to the new PCB. Remember to follow anti static precautions.
4.
Fit the replacement PCB with the 8 off screws, re-fit all connectors.
5.
Apr 05
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EPROM
R2 LCD
Brightness
Engine Status
Display PCB
Interface PCB
Apr 05
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3.6.2
3.6.3
3.6.4
3.6.5
3.7
1.
Switch off the system and remove the 8 Engine Status Display PCB as follows:
2.
Remove the two connectors located on the top left hand side of the board, noting the
orientation.
3.
4.
Fit the new PCB with the 6 off screws and replace the two connectors.
5.
2.
3.
4.
5.
6.
7.
Switch off the system and remove the Status Display PCB as follows:
2.
3.
Remove the connectors from the Status Display PCB, noting the orientation.
4.
5.
Fit the replacement PCB with the 4 off screws and re-fit the connectors.
6.
7.
Junction Box PCB Replacement - Part No. 44782-K117 (refer to Figure 46)
1.
Switch off the system and remove the Junction Box PCB as follows:
2.
3.
4.
Remove the 4 off screws securing the board in the box and remove the board, noting
the position of detector 1.
5.
Fit the new board ensuring that detector 1 is in the same position on the new board as
the removed board and secure with the 4 off screws.
6.
Reconnect the detector, power supply and comms cables and replace the lid.
7.
Apr 05
8 Engine Status Display PCB Replacement - Part No. 44782-K098 (refer to Figure 44)
2.
Remove the seven M4 nuts and washers holding the membrane to the door unit.
3.
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4.
3.8
3.9
2.
3.
Gently lift up the cover and unplug the LCD connection cable and feed through the slot
in the end of the cover.
4.
Undo and remove the 2 off studs on the left of the display and loosen the 2 off studs
on the right of the display and then slide the LCD assembly out.
5.
Refit in the reverse order of disassembly. Ensure the white wires from the LCD
display that connect into PLG2 are located correctly in the top of the cover. Ensure
the wires are not trapped when the cover is replaced.
3.10
2.
3.
Refit the replacement LCD Display membrane in the reverse order of disassembly.
DECOMMISSIONING
All the components of the Graviner MK 6 OMD system may be disposed of as electrical/electronic
equipment waste. i.e. using waste disposal methods in accordance with current local waste disposal
regulations.
Apr 05
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CHAPTER 4
FAULT FINDING
4.1
GENERAL
The table below lists a series of failure modes and the likely faults that would be indicated should that
failure mode appear. Also listed are Actions, numbered 1 to 7, which should be followed if the
associated fault appears. On the following pages, Actions 1 to 7 are shown as flow charts which will
assist with fault finding on the Graviner Mk.6 OMD system.
Failure Mode
Fault
Action
Supply Failure.
Fan Failure.
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ACTION 1
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ACTION 2
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ACTION 3
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ACTION 4
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ACTION 5
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ACTION 6
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ACTION 7
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CHAPTER 5
SPARE PARTS
Apr 05
Description
Part No.
JUNCTION BOX
D4720-001-xx
xx = number of Glands
B5151-013
21888-K042
B5151-002
44782-K117
27411-K001
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Apr 05
Item
Description
Part No.
D5622-001
D5622-005
2a
(alternative not shown)
D5622-005-02
D5622-101
Connector Push In
B5465-307
C9175-803
C9189-801
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Apr 05
Item
Description
Part No.
Qty
Box
35333-K053
36215-K147
44782-K085
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Apr 05
Item
Description
Part No.
Qty
44782-K071-02
43682-K033
Screw, M4 x 6
21883-D012
22
Washer
21177-164
36
44782-K102-01
43682-K067
10
43682-K066
11
Harness, MCP-Status
43682-K030
12
43682-K036
13
Tie Wrap
22310-D001
14
44782-K098
15
39155-K040
16
Nut, M4
21883-005
14
17
39155-K039
18
Door
35300-K056
19
Screw, M3.5 x 10
21833-D011
20
Hinge
27650-D009
21
Earth Cable
43682-K050
22
Earth Cable
43682-K050
23
LCD Display
43782-K120
24
Spacer
23700-K017
25
LCD Cover
15100-K091
26
43682-K037
27
Harness, PCB-MBLC
43682-K032
28
Earth Cable
43682-K015
29
Nut, M6
21883-D014
30
Seal
13455-D033
1.5m
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Part No.
Quantity
Interface Board
44782-K085
44782-K071-02
D5622-001
C9189-801
Cable, 25 metres
43682-K108-08
Part No.
Qty
Interface Board
44782-K085
44782-K071-02
D5622-001
C9189-801
Cable, 25 metres
43682-K109-08
Apr 05
Description
Part No.
Qty
Category
A7311-001
Consumables
D9221-028
1 Bottle
Consumables
Wick - 150 mm
17100-H06
Consumables
Smoke Tester
D9221-029
Tools
Information
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Part No
Qty
Category
Fan Retainer
B3741-902
Spares
Compression Spring
B3721-006
Spares
C1513-802
Spares
C1413-801
Spares
M3 Screw
21833-H01
Spares
A7311-002
Consumables
Air Duster
B6910-218
Consumables
B6910-217
Consumables
B6910-219
Tools
Pulling Tool
D9131-002
Tools
Information
Part No.
Qty
Spares Kit
D9221-024 or D9221-025
Commissioning Kit
D9221-026
Service Kit
D9221-027
For systems with more than 14 detectors, it is recommended that additional detector
head assemblies (D5622-001) are supplied.
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INSTRUCTION MANUAL
FOR
THERMOCOUPLE
-CONTENTS LIST1.General
2.Constitution
4.Type of thermocouple
1.General
Thermocouple is manufactured by connecting both ends of two dissimilar metal wires,
and when temperature difference occurs on the contacts on these two ends, terminal
electro motive force occurs in this closed-circuit and electric current floes on this circuit.
The size and the polarity of this electric motive force are determined by the temperature on
both ends and the combination of the two metal wires and are not affected by the thickness or
the length of the metal wire. As the electro motive force can be pre-reading according to the
temperature can be measured.
Thermocouple not only requires selection of appropriate wires according to the temperature
measurement range, situation of the measuring places and the required accuracy but also
requires the maintaining of sure performance even when it is used for a long period of time.
2. Constitution
* Thermocouple wire : The wire ends are welding to create the temperature checking
contacts
* Protecting tune : This protecting tube protects the thermocouple wire and insulators from
surrounding conditions to which components and terminal read are
connected. As the conditions of the protecting tube vary consider
ably according to the temperature checking places.
It is necessary to select materials and shapes. which suit the operating
temperature atmosphere and the purpose use.
* The bolts and plugs :
* The terminal head : This is the head to connect the thermocouple to the outer leading wire.
* Insulators : This insulators used to insulated between the thermocouple wires and between
protecting tubes to prevent short-circuit, use high-purity aluminium or
insulators.
-1-
4. Type of Thermocouple
1) "N" Type : This is called Nicrosil. nisil
-2-
Presumption cause
wires
Bad insulation
Short-circuit
A.
part.
the instruments
B.
insulation
A.
bulb,
B.
In case that the
allowance
increase gradually
while
using
Treatment
resistance
(2) The decrease of the internal
resistance
(3) The increase of the dirt attached to the
protection tube
A.
In case that the
allowance
increases suddenly
while
using
part.
C.
Bad connection of the wire, due to the
looseness of the screw.
-3-
-4-
2. Specification
(1). Element wire : Alumel/Calomel (K-Type)
(2). Nominal value: 0 at 0
(3) Thermocouple of standard element: according to JIS C 1605-1995
(4) Tolerance temperature : 0.0075t
Note 1. Tolerance is referred to as the maximum allowable deviation
between measuring junction temperature and the temperature
derived from the emf table
2. t= means measuring temperature indicator with the temperature.
(5) Wireing
Thermocouple which combines a positive wire of an alloy consisting mainly of
nickel and chromium with negative wire of an alloy consisting mainly of nickel.
-- Possible items to test in our company-* Insulation resistance: It is to be the following table.
Insulation resistance()
500V / over 10
*High Voltage : It is to be the following table.
High Voltage
500V / 1minutes
*Performance test : It is to be the following table
Performance test
Temperature : 0 --> 0 (allowable error: 0.3%)
-5-
-6-
8244/84
PICOTRANS NP
ANWENDUNG
APPLICATIONS
APPLICATIONS
Schiffbau
Construction navale
Shipbuilding
Prozess Techn.
Techn. de procds
Process technology
Wasseraufbereitung
Traitement de l'eaux
Water treatment
Autoindustrie
Industrie automobile
Automotive industry
Prfstnde
Test benches
Ex
Ex
Ex
Lebensmittelindustrie
Industrie alimentaire
Food Industry
Autoklaven
Autoclavage
Autoclaves
HAUPTMERKMALE
Sensor:
Messbereich:
Ausgangssignal:
CARACTRES DISTINCTIFS
VORTEILE
Kompakte Bauweise
Flanschanschluss
Vibrationsfestigkeit 15 g (50...2000Hz)
Widerstandsfhig gegen Druckspitzen
gute Langzeitstabilitt
Capteur:
Plage de mesure:
Signal de sortie:
MAIN CHARACTERISTICS
Sensor:
Measuring range:
Signal output:
AVANTAGES PRINCIPAUX
MAIN FEATURES
Construction compacte
Joint brides
Vibration 15 g (50...2000Hz)
Rsistant contre pointe de surpression
Excellente stabilit long terme
Compact design
Flange connection
Vibration 15 g (50...2000 Hz)
Insensitive to pressure peaks
Excellent long term stability
FILE: H72201l
DATE: 02/2006
PAGE: 1 (4)
DATASHEET: 2.3.1.11
8244/84
PICOTRANS NP
0
0
0
0
0
0
0
0
0
0
0
0
0
0
...
...
...
...
...
...
...
...
...
...
...
...
...
...
1.6
2.5
4.0
6.0
10
16
25
40
60
100
160
250
400 **
600 **
berdruck
Surpression
Over pressure
[bar]
3
6
10
15
20
32
80
80
200
200
500
500
800
1000
, Pin 2
Berstdruck
Pression destruction
Burst pressure
[bar]
XXXX.XX.XXXX.XX.XX.XX...
8244
8284
100
100
100
100
200
200
300
300
500
500
1000
1000
1500
2000
Druckanschluss
Raccord de pression
Pressure connection
Ausfhrung
Excution
Execution
Ausgangssignal
Signal de sortie
Output
Zubehr
Accessoires
Accessories
G 1/4"
G 1/8"
M10x1.0
XX
23
10
18
17
Standard
Output
4 ... 20 mA
73
75
76
77
78
79
80
81
82
83
85
74
** 84
** 86
01
Load resistance
ISUPPLY
(USupply-10V)/20mA
USUPPLY
24 (10 ... 34) VDC
19
Flanschanschluss mit O-Ring/ Bride avec O-Ring/ Flange with O-Ring 400 bar (ohne/ sans/ without 600 bar)
Druckspitzendmpfung/ Elment d'amortissement pointe de surpression/ pressure peak damping element
Loch/ Trou/ Hole
0.3mm
Blindstopfen/ Fausse fiche/ Welsh plug
G1/8"
G1/4"
Kabeldose/ fiche femelle/ female electrical connector
DIN 43650-A
DIN 43650-A (GL)
Befestigungsset/ set de fixation/ fixing set
* 41
* 43
57
74
58
59
V3
* Nur bei Druckanschluss/ Seulement connecteur de pression/ Only pressure connection: G1/8" oder/ou/or G1/4"
Dmpfungselemente und Snubber/ Elment d'amortissement pointe de surpression et Snubber/ Damping elements and Snubber:
siehe Datenblatt/ voir spcification /see specification sheet H72258
Trafag entwickelt und produziert auch speziell auf Ihre Bedrfnisse zugeschnittene Produkte. Bitte fragen Sie uns an.
Trafag dveloppe et fabrique des produits adapts vos besoins spcifiques en se basant sur votre cahier des charges.Contactez-nous s.v.p.
Trafag develops and manufactures customer-engineered products according to your specifications to meet your requirements. Please contact us.
FILE: H72201l
DATE: 02/2006
PAGE: 2 (4)
DATASHEET: 2.3.1.11
8244/84
PICOTRANS NP
SPEZIFIKATIONEN
SPCIFICATIONS
HAUPTMERKMALE
Sensor:
Messbereich:
Ausgangssignal:
SPECIFICATIONS
CARACTRES DISTINCTIFS
Capteur:
Plage de mesure:
Signal de sortie:
MAIN CHARACTERISTICS
Sensor:
Measuring range:
Signal output:
GENAUIGKEIT
PRCISION
ACCURACY
TFB @ -25...+85C:
2.0 % d.S. typ.
Genauigkeit @ +25C:
0.5 % d.S. typ.
NLH @ +25C (BSL durch 0): 0.3 % d.S. typ.
TK Nullpunkt und Spanne: 0.02 % d.S./K typ.
Langzeitstabilitt
1 Jahr @ +25C:
0.2 % d.S. typ.
TEB @ -25...+85C:
2.0 % E.M. typ.
Prcision @ +25C:
0.5 % E.M. typ.
NLH @ +25C (BSL par 0):
0.3 % E.M. typ.
CT point zro et cart: 0.02 % E.M./K typ.
Stabilit long terme
1 anne @ +25C:
0.2 % E.M. typ.
TEB @ -25...+85C:
2.0 % FS typ.
Accuracy @ +25C:
0.5 % FS typ.
NLH @ +25C (BSL through 0): 0.3 % FS typ.
TC zero point and span: 0.02 % FS/K typ.
Long term stability
1 year @ +25C:
0.2 % d.S. typ.
ELEKTRISCHE DATEN
SPCIFICATIONS LECTRIQUES
ELECTRICAL DATA
Ausgangssignal/ Speisespannung
4...20 mA:
24 (10...34) VDC
0...10 VDC:
24 (15...30) VDC
1)
0...5 VDC:
24 (10...30) VDC
1)
1...6 VDC:
24 (12...30) VDC
Anstiegszeit:
typ. 1 ms/ 10...90 %
Nenndruck
UMGEBUNGSBEDINGUNGEN
Betriebstemperatur:
Medientemperatur
Schutzart:
Feuchtigkeit:
Vibration:
Schock:
CONDITIONS D'ENVONNEMENT
-25...+85C
-25...+125C
2)
min. IP65
max. 95% relativ
15g (50...2000 Hz)
50g/ 11 ms
EMV-SCHUTZ
(Ausgangssignal: 4...20mA)
Temprature de service:
Temprature de mdias:
Protection:
Humidit:
Vibration:
Choc:
-25...+85C
-25...+125C
2)
min. IP65
95% max. relatif
15g (50...2000 Hz)
50g/ 11 ms
ENVIRONMENTAL CONDITIONS
Operating temperature:
Media temperature:
Protection:
Humidity:
Vibration:
Shock:
CEM PROTECTION
(Signal de sortie: 4...20mA)
Emission:
Immunity:
ESD:
RFI:
Burst:
Surge:
EN/IEC 61000-6-3
EN/IEC 61000-6-2
EN/IEC 61000-4-2, Level 3
EN/IEC 61000-4-3, Level 3
EN/IEC 61000-4-4, Level 3
EN/IEC 61000-4-5, Level 3
R i = 42
Cond. Immunity: EN/IEC 61000-4-6, Level 3
Emission:
Immunit:
DES:
IFR:
Salve:
Onde du choc:
EN/CEI 61000-6-3
EN/CEI 61000-6-2
EN/CEI 61000-4-2, Niveau 3
EN/CEI 61000-4-3, Niveau 3
EN/CEI 61000-4-4, Niveau 3
EN/CEI 61000-4-5, Niveau 3
R i = 42
Immunit de cond.: EN/CEI 61000-4-6, Niveau 3
-25...+85C
-25...+125C
2)
min. IP65
max. 95% relative
15g (50...2000 Hz)
50g/ 11 ms
EMC PROTECTION
(Output: 4...20mA)
Emission:
Immunity:
ESD:
RFI:
Burst:
Surge:
EN/IEC 61000-6-3
EN/IEC 61000-6-2
EN/IEC 61000-4-2, Level 3
EN/IEC 61000-4-3, Level 3
EN/IEC 61000-4-4, Level 3
EN/IEC 61000-4-5, Level 3
R i = 42
Cond. Immunity: EN/IEC 61000-4-6, Level 3
MECHANISCHE DATEN
SPCIFICATIONS MCANIQUES
MECHANICAL DATA
Material
Sensor: 1.4435/1.4548 (AISI316L/17-4PH)
Gehuse:
AlMgSiPb
Gertestecker:
siehe Bestellinformationen
Anziehdrehmoment:
siehe Zubehr
Gewicht:
~ 220 g
Matire
Capteur: 1.4435/1.4548 (AISI316L/17-4PH)
Botier:
AlMgSiPb
Embase mle:
voir information pour la
commande
Couple de serrage:
voir accessoires
Poids:
~ 220 g
Material
Sensor: 1.4435/1.4548 (AISI316L/17-4PH)
Housing:
AlMgSiPb
Male electrical plug:
see ordering
information
Mounting torque:
see accessories
Weight:
~ 220 g
1)
2)
FILE: H72201l
DATE: 02/2006
PAGE: 3 (4)
DATASHEET: 2.3.1.11
8244/84
PICOTRANS NP
IP65 2)
Schutzart/ Protection2)
DIN
43650A
8244
Ausgangssignal
Signal de sortie
Output
Ausfhrung
Excution
Execution
DIN
43650A
8284
Ausgangssignal
Signal de sortie
Output
2
824X.XX.2XXX.XX.19
2)
IP65 2)
828X.XX.2XXX.XX.19
DIN 43650 A
1.3
84
Druckanschluss
Raccord de pression
Pressure connection
4.3
30
54.7
79
siehe Datenblatt:
voir spcification:
see specification sheet:
3)
1)
M5x40
H72242
ISO4762
XXX.XXXX.XXX.41.XX
Festigkeitsklasse:
classe de rsistance:
property class:
8.8
Anziehdrehmoment:
couple de serrage:
mounting torque:
4.5 ... 6 Nm
XXX.XXXX.XXX.XX.V3
Trafag AG, Emil-Staub-Strasse 1, CH-8708 Mnnedorf, Tel +41 44 922 32 32, Fax +41 44 922 32 33, www.trafag.com
NDERUNGEN VORBEHALTEN - SOUS RSERVE DE MODIFICATIONS - SUBJECT TO CHANGE
FILE: H72201l
DATE: 02/2006
PAGE: 4 (4)
DATASHEET: 2.3.1.11