External MAK
External MAK
External MAK
VM43
External Documentation
Type
VM43
67 018 282027
67 019
67 020
67 010
VM43
"All documents such as drawings, data and programmes, etc. and models, templates etc. shall remain our
exclusive property. They are only handed over to the agreed purpose and must not be used for any other
purpose. Copies or other reproductions including storage, processing or distribution by using electronic
systems may only be made to the agreed purpose. Neither originals nor copies may be handed over to third
parties or be made available in any other form.
All rights (in case of registration of patent, utility patent, design patent) reserved.
Offenders will be liable for damages."
Operating Instructions A3
Table of Contents A3.01
Introduction A3.02
Safety Instructions A3.03
Instructions for Heavy Fuel Operation A3.04
Initial Operation Engine A3.05
Operational Supervision Engine A3.06
Removal from operation Engine A3.07
Danger of Frost Engine A3.08
Running-in Engine A3.10
Fault Tracing Engine A3.11
Emergency Operation Engine A3.12
Operating Media A4
Table of Contents A4.01
Introduction A4.02
Safety instructions A4.03
Regulations and Recommendations Engine A4.05
Maintenance A5
Table of Contents A5.01
Introduction A5.02
Safety instructions A5.03
Tools A6
Table of contents A6.01
Spare Parts B1
Table of contents B1.01
Safety instructions B1.03
External Documentation C0
Total Index Book A, B and C C0.01
Introduction Electrical Equipment C0.02
Table of contents C5.01
M20-M601C
The structure of the contents ensures that you will find the required spares very quickly
C5.05.05 10.17.93
- These documents reflect your actual engine equipment and are, therefore, not compatible with other or
similar engine plants.
- Possible modifications or additions to the catalogue due to conversions will be carried out on request by
our customer service.
3. Each engine must be treated separately stating its respective engine No.
Please find attached the required enquiry/order sheets.
4. For reasons of order handling each order must contain the following data:
M20-M601C
Procedure
Variant A
The damaged component with identification of measuring point must be identified on the engine or cable.
Next to the plug a metal plate with identification of the measuring point is fitted. Additionally, the measu-
ring point number is identified on the cable of the plug-in connection.
In the chapter Electrical Equipment Engine C5.05.05.10.nn the component with stock
No. 273 450 450 is easily found by means of the measuring point No. 8211.1 .
M20-M601C
Variant B
Here as well measuring point 8211.1 can be found. Procedure as described above.
Example B1
M20-M601C
A relay can be clearly identified by means of the drawing Junction Box 1. In this example K9
In the chapter Electrical Equipment Engine C5.05.05.10.nn the component with stock No. 213 480 770 is
easily found by means of component identification K9.
Example B2
M20-M601C
Variant C
With the electric documents Sensoric Level Sensor Junction Box 1 / Alarm System
Level probe B7301 Water min. Measuring point No. 7301.
In the chapter Electrical Equipment Engine C5.05.05.10.nn the component with stock No. 213 483 072 is
easily found by means of the measuring point No.7301.
Example C
M20-M601C
Variant D
Ordering a cable
If a cable has to be replaced, at least a measuring point or plug designation is to be safely identified.
By stating the engine number the part "cable loom" can be ordered.
Kufer/Buyer Empfnger/Consignee
(postalisch einwandfreie Anschrift) (genaue Warenempfnger-Anschrift) Liefertermin Erforderlicher Ankunftstermin
exact postal address exact addressee of consignee Date of Delivery (voraussichtliche Ankunftszeit)
Date of required arrival (eta)
VM43
CD6_Mischke Page: 1
Status: 14.05.2003 ML 4312.7-46.92.00-01_en
List of Measuring Points Engine 12M43
c Unit Description
Sensors and Actuators
Sensor range Trigger Remarks
Signal range Normal
CD6_Mischke Page: 2
Status: 14.05.2003 ML 4312.7-46.92.00-01_en
List of Measuring Points Engine 12M43
c Unit Description
Sensors and Actuators
Sensor range Trigger Remarks
Signal range Normal
CD6_Mischke Page: 3
Status: 14.05.2003 ML 4312.7-46.92.00-01_en
Governor- 2223-1G - C5.05.04.20.21.10
Regulateurs Europa
VM43
Governor- 2223-1G -
Regulateurs Europa
Foreword 1
Installation note 2
Safety 3
Service 5
Technical Data 7
Model Identification 8
General Description 9
Operating Principles 10
Installation 14
Actuator Calibration 18
Routine Maintenance 20
Fault Finding 21
Dismantling / Assembly 23
Drawings 24
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 should be noted that these instructions are issued for general information and do
not constitute a specification of the equipment.
Whilst reserving the right to make any alteration in design which they may consider
advisable the manufacturers absolve themselves from making any such alteration
retrospective.
In addition to the information given herein, practical advice and assistance are
always available from our Service Department.
1
INSTALLATION NOTE
WARNING
The prime mover should be equipped with a separate overspeed shutdown device,
to protect against runaway or damage to the prime mover, with possible personal
injury or loss of life, should the governor/actuator fail.
2
SAFETY OF PERSONNEL OPERATING & MAINTAINING
EQUIPMENT MANUFACTURED BY REGULATEURS EUROPA
LIMITED
x High voltages
x Rotating parts
x High pressure oil
x Compressed air
x Preloaded springs
x PCBs
x Microprocessors
5. Before the equipment or unit is finally released for operation, operating personnel
should ensure that all tools and repair equipment has 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.
3
ELECTROSTATIC PRECAUTIONS
WARNING
Electrical Interference
To avoid possible malfunction of the equipment or infringement of Electrical
Interference Regulations, the following precautions must be taken:
x All cable screens to be terminated and earthed at the entry to the equipment
x The equipment to have a low impedance earth
x All doors and covers etc to be firmly secured.
4
SERVICE FACILITIES
In order to obtain the most efficient service it is recommended that all enquiries for
service or spare parts to be addressed to the manufacturer of the equipment to which
the unit is fitted.
Regulateurs Europa b v
1e Energieweg 8
9301 LK
RODEN NETHERLANDS
5
2223 Actuator
6
TECHNICAL DATA
Weight 108 Kg.
Output Shaft Dimensions 1 1/8 in. nominal diameter, 48 SAE serrations,
standard both sides of actuator.
Drive Shaft Dimensions Standard, 1.1/8 inch, Nominal diameter,
48 SAE serrations.
Alternative, 5/8 in. nominal diameter with 3/16
in. x 3/16 in. key.
Base Dimensions Square flat base, 250 mm x 250 mm with four
fixing holes 14.0 mm diameter at 220mm
centres.
Mounting Angle Nominally Vertical
Operating Angle Up to 30 degrees from the vertical.
Work Capacity (Stalled) 160J (120 ft. lbf.), 270J (200 ft. lbf. or
337J (250 ft. lbf.)
Output Torque 237 Nm., 397 Nm. or 495 Nm.
Oil Pressure
120 ft. lbf. work output 12.4 bar.
200 ft. lbf. work output 20.7 bar.
250 ft. lbf. work output 25.9 bar.
Output Movement
Rotary movement of the output shaft is 40 degrees from stop to stop, of which at
least 24 degrees (60%) is to be used from No Load to Full Load.
Input Power
120 ft. lbf. work output 0.75 kW @ 1000 rpm. approx.
200 ft. lbf. work output 1.00 kW @ 1000 rpm. approx.
250 ft. lbf. work output 1.20 kW @ 1000 rpm. approx.
7
MODEL IDENTIFICATION
Each actuator is allocated a serial and a type number. The serial number is stamped
on the nameplate attached to the main casing
It is essential to quote the type number and serial number when making
enquiries regarding service or spares.
8
GENERAL DESCRIPTION
These actuators have been designed for use with Regulateurs Europa Series 2200
Electronic Control Units, but can also be used with other equipment. They are
suitable for governing all types of industrial, marine and traction diesel engines and
also water and steam turbines.
They are proportional actuators in which the output shaft position is proportional to
the electric input signal. The essential part of the 2222 actuator is the solenoid to
which the pilot valve controlling the flow of oil to and from the first stage power
piston is attached.
The operating oil is contained within the body and an internal pump, driven directly
by the drive shaft, provides the necessary oil pressure. The hydraulic system is self
bleeding, and maintains its oil pressure at a preset rate by means of two spring
loaded accumulators one of which also acts as a relief valve to control the oil
pressure. Two pairs of non-return valves are fitted to the oil pump. Depending on the
direction of rotation of the actuator drive shaft one pair will be open and the other
pair closed.
A set of driving gears rotates the rotor sleeve to eliminate any stiction in the
movement of the pilot valve.
The first stage power piston operates a valve which controls the flow of oil to and
from the second stage power piston. The second stage power piston is connected
by linkage to the output shaft. Also connected to the output shaft is the second stage
return piston. This arrangement provides an output free of backlash, which gives the
best possible results on engines having a fuel control system with large friction
forces.
9
OPERATING PRINCIPLES (See Schematic Drawing)
Load Increase
When the engine is subjected to an increase in load there will be a reduction in
engine speed. This is sensed by the electronic control unit which changes the
control current signal to the actuator. This change in control current increases the
electromagnetic force exerted by the coil. The electro magnetic force in the coil, the
force of the magnets (27) and the force of the feedback spring (23) are no longer in
balance, therefore moving the 1st stage pilot valve (30) down allowing high-pressure
oil to the underside of 1st stage power piston (11). This piston rises and through
linkage moves 2nd stage pilot valve (4) downwards directing high pressure oil to
increase fuel output piston (10). This causes the piston to rise against the return
force of piston (2), because of the 2:1 ratio of 2nd stage output lever (15), and rotate
output shaft (24) increasing fuel to the engine. Movement of 1st stage power piston
(11) upwards is transmitted through linkage (14) (17) and (19) to bridge piece (22) to
reduce the force exerted by feedback spring (23). The reduction in spring force
causes 1st stage pilot valve (30) to move up towards the lapped position. At the
same time movement of increase fuel output piston (10) upwards is transmitted to
2nd stage pilot valve (4) which moves upwards towards the lapped position.
The above actions continue until the engine returns to the set speed, the
electromagnetic and feedback spring forces are in balance, the 1st and 2nd stage
pilot valves lap the control ports and a new steady state is reached at a higher
fuelling rate to match the increase in load.
Load Decrease
When the load applied to the power unit is reduced engine speed will rise
accordingly. This increase in speed is sensed by the electronic control unit, which
changes the control current to the actuator to decrease the electromagnetic force
exerted by the coil. Magnets (27) and 1st stage pilot valve (30) move up draining oil
from the underside of 1st stage power piston (11). This piston moves down under the
action of high pressure oil acting under 2nd stage pilot valve (4) which moves
upwards draining oil from increase fuel output position (10). High-pressure oil acting
under decrease fuel output piston (2) moves piston (10) down and rotates output
shaft (24) to reduce fuel to the engine. Movement of 1st stage power piston (11)
downward is transmitted through linkage to increase the force exerted by feedback
spring (23). The increase in spring force causes 1st stage pilot valve (30) to move
down towards the lapped position.
10
At the same time movement of increase fuel output piston (10) downwards is
transmitted to 2nd stage pilot valve (4) which moves downwards towards the lapped
position. The above actions continue until the engine returns to nominal speed, the
electromagnetic and feedback spring forces are in balance, the 1st and 2nd stage
pilot valves lap the control ports and a new steady state is reached at a lower
fuelling rate to match the increase in load.
Shut Down
If the stop solenoid (37) is energised stop valve (35) is pressed down draining the oil
behind shutdown valve (34)
With the solenoid de-energised, high pressure oil from the oil pump passes through
the stop valve (35) and holds the shut-down valve (34) in the open position against
the action of its return spring (33).
In this position, the shut-down valve (15) permits oil (blue line) to follow freely
between the rotor assembly and the 1st stage power piston (11).
When solenoid (37) is energised, the stop valve (35) is moved from the run position
where it was held by spring (36) to the shut-down position. This movement of the
pilot valve cuts off the supply of high pressure oil to the shut-down valve (34) and
releases oil above the valve to drain.
With the sudden loss of oil pressure on the shut down valve (34), its return spring
(33) moves the valve, to open the control line (blue) from the 1st stage power piston
to drain (green) and shuts of the line (bleu) from the rotor pilot valve (9 - 30). The
1st stage power piston then moves downwards and with it the 2nd stage power piston
(10) and thus the output shaft (24) will move to stop position and shuts down the
prime mover.
11
2223 SCHEMATIC IDENTIFICATION
1. Accumulator piston
2. Decrease fuel output piston 2nd stage
3. Drive shaft
4. Pilot valve 2nd stage
5. Driven pump gear
6. Check valve
7. Idler pump gear
8. Check valve
9. Rotor
10. Increase fuel output piston 2nd stage
11. Power piston 1st stage
12. Pushrod 1st stage power piston
13. Cross lever 1st stage
14. Rod
15. Output lever 2nd stage
16. Link
17. Intermediate lever
18. Pin
19. Lever feedback
20. Pin
21. Adjusting screw
22. Bridge piece
23. Feedback spring
24. Output shaft
25. Lever spring carrier
26. Bias spring
27. Magnet
28. Coil
29. Spring
30. Pilot valve 1st stage
31. Cross lever 2nd stage
32. Drive gears rotor
33. Return spring shutdown valve
34. Shut down valve
35. Stop valve
36. Return stop shutdown valve
37. Stop sollenoid
12
INSTALLATION
The drive gear ratio should be chosen so that the actuator runs at or near its
maximum speed when the prime mover is at full speed.
Lower the actuator onto the mounting flange whilst ensuring the alignment
between the drive shaft and driving member is correct. It is also important that
no side loading or bending movement is applied to the actuator drive.
e. With the two mating surfaces now in full contact, the securing nuts/bolts can be
tightened.
a. Inspect both the drive shaft and driving member gears to make sure they are in
good working order; free from chipped or cracked teeth, and with run-out
between the engine builders limits.
b. Ensure that all mating surfaces are clean and free of imperfections before fitting
any gaskets or sealing rings provided.
c. Lower the actuator into position ensuring that the gears mesh correctly and have
the specified clearance; (0.05mm 0.15mm) this clearance is of utmost
importance and is adjustable by inserting shims under the base. A clearance
which is too small can result in premature gear or drive shaft failure, whilst an
excessive clearance causes gear wear.
Control Linkage
The linkage between the actuator output shaft and the fuel injection pump/control
valve should be designed to the following criteria:
x Correct ratio
x No backlash
x Low frictional losses
x Linearity
14
Correct Ratio
The geometry of the linkage should be designed so that at least 60% (i.e. 30
degrees) 2 to 8 on the Output Scale of the output shaft rotation is used for
moving the fuel injection pump/control valve between the No Load full speed and
the Full Load at Rated speed.
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. 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.
Friction
Friction in the actuator linkage is undesirable and should be kept to a minimum. The
smaller the amount of work to be done by the governor the more rapid will be its
response.
Linearity
The geometry of the fuel injection pump/control valve linkage is normally arranged
so the increase in power from No Load to Full Load is as nearly as possible
proportional to the movement of the actuator output, throughout its range. Should
there be a non-linear relationship of fuel injection pump delivery to rack position, it
may be possible to make use of a non-linear linkage to correct the problem. The
object in all cases should be to obtain a linear relationship between actuator output
shaft position and prime mover torque.
15
Filling with Oil
After installation the casing must be filled to the indicated oil level mark on the
sightglass located in the side of the casing. To prevent any unwanted substances
from entering the actuator it is essential to clean the area surrounding the filler plug
prior to adding oil. The actuators should always be filled through a mesh filter. DO
NOT OVERFILL or UNDERFILL as this will result in poor actuator performance.
An actuator 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 oil passages being filled, hence lowering the level.
As a general guide the oil used in the governor should be a good quality mineral oil.
It should have good oxidation stability, not deteriorate in service to produce deposits
and should have anti-foaming properties.
As the oil used in the governor directly affects the operation, it is important to
remember the following rules:-
Oil Cooler
In some cases the actuator may be fitted with an oil cooler which is mounted onto
the casing. These units are installed where the actuator is constantly operating at
high work output and speed in high ambient temperatures, thus giving rise to an
excessive operating oil temperature.
16
INITIAL STARTING PROCEDURE
Ensure the actuator to fuel pump linkage is set up in accordance with the engine
builders instructions. If a new actuator is being fitted, as a general guide, the initial
connection of the linkage must be made with the actuator output and fuel pump
input in their respective zero positions. This ensures the actuator will have total
control of the fuel input.
Start and run the engine in accordance with the manufacturers instructions. When
the engine is being started for the first time since refitting the actuator, slight erratic
governing may be expected. This will be eliminated after a few seconds 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.
Before final adjustments of the external actuator linkages are made, it is necessary
to run the engine for 1 hour in order to achieve normal working temperature. When
this condition is reached the fuel pump link should be adjusted to obtain actuator
output position 2 at No Load while the engine is at Rated speed. If the engine is at
Full Load and Rated speed, the output position must be at 8. If the reading is less
than 8, the output lever length must be increased, and conversely if the reading is
higher than 8, the lever length must be decreased. These changes in length should
be made in small increments at No Load, making sure that the No Load position of 2
is maintained by adjusting the fuel pump linkage length accordingly. These
alterations should be repeated until the No Load to Full Load range falls between
positions 2 and 8.
17
ACTUATOR CALIBRATION
The Regulateurs Europa 2223 series actuator is a proportional actuator in which
the output position is proportional to the electric input signal.
Although these actuators have been set-up in the factory, they sometimes require
small adjustment on site. This is particularly the case if the actuator is fitted on the
prime mover on a non-horizontal face (at an angle).
Care should be taken when adjusting this with the running engine and as only slight
movement of this screw can cause the engine to overspeed.
Pre-Check
While the engine is running under a steady load observe the actuator position
according the electronic governor using the hand-held programmer or the p-c based
program Viking Vision.
Next, check the actual actuator position indicated by the dial on the side of the
actuator. If there is a difference this can be reduced by adjusting the setting of the
bias spring fitted on the servo within the actuator.
18
It must be noted that when the bias spring is adjusted the position of the output shaft
of the actuator will not change! The output shaft position of the actuator depends
upon the loading of the engine. If the bias spring setting is changed there will be an
initial change in actuator output position i.e. fuel rack which will result in a change of
engine speed. This is sensed by the electronic governor which will increase or
decrease the drive signal to the actuator. This in turn results in the actuator returning
to its original position (provided the load of the engine has not changed meanwhile)
but controlled from a different drive signal!
Finally, because of the fact that the drive signal has changed, the actuator position
displayed by the Viking has changed.
Adjustment
The build of the 2223 actuator is such that there is a direct control of the servo to the
1st stage power piston. Due to the fact that the sleeve of the control valve is rotating
and its compact design it is unlikely that the actuator needs adjusting on site.
However in the event that this is required it must be done according the following
procedure.
While the engine is stationary clean the cover and top part of the actuator. Remove
the top cover of the actuator, be careful that nothing can fall in.
The aluminium bridge over the bias spring is now visible. In the centre of this bridge
a setscrew with locknut is fitted. The end of the setscrew holds the spring carrier
fitted on top of the bias spring. If the compression of the bias spring is changed the
ratio of control current to position of the output shaft is changed.
In order to operate the actuator the oil pump must be driven i.e. the engine must be
in operation. The engine may be run while the cover of the actuator is removed,
however care must be taken that nothing can fall in.
Start the engine and run it under no-load or a very steady load condition. Release
the locknut and turn the adjusting screw NO MORE than a 1/4 turn in either
direction. Tighten the nut.
19
ROUTINE MAINTENANCE
Visual Examination
1. Check for correct level of oil.
An increase in oil level indicates engine oil is entering the actuator past the drive
seal; this can usually be confirmed by discolouration of the oil level sightglass.
A decrease in oil level indicates drive shaft seal failure. For both problems lift
actuator from the engine and fit a new drive shaft seal.
2. Check for excessive external oil leakage from joints, plugs etc.
3. Check security of governor mounting, clamp bolt on output lever, nuts etc.
Oil Change
The actuator oil should be changed yearly or after every 5000 hours of usage,
whichever occurs first. If the oil becomes contaminated or appears to be excessively
dirty it is recommended that it is replaced immediately.
External Linkages
In order to minimise friction all linkage pivot points must be suitably lubricated. This
is especially the case where fork, blade and pin type pivots are used as opposed to
Unibal Joints, which require less maintenance.
It is important that the oil or grease to be used for these purposes will meet the
operating requirements of the actuator with regard to working temperatures, location
etc.
20
FAULT FINDING
The following section deals with a few of the major operating faults, which may arise
during a period of time and their possible solutions.
Before starting manually pull the actuator to position 2. Next run the engine on start
air only. If in this instance the actuator output moves to 0 either the control signal is
missing or the electric shutdown is in operation.
Hunting
Hunting is best described as a rhythmic change in speed above and below that of
the set speed. The frequency of these changes rarely exceeds 2Hz.
a. In a new installation or after actuator overhaul, hunting may be due to air trapped
in the actuator oilways. This should purge itself after a few minutes of running.
b. Check that the actuator is filled to the correct level with the correct grade of oil.
c. Check the fuel rack linkage for backlash (lost motion) or excessive stick/slip.
d. Check linkage adjustment is correct and that 60% of output travel, 2 to 8 on
output scale, is used for No Load to Full Load change at full speed.
e. Check if the control signal to the actuator hunts with the same frequency and
amplitude as the output shaft of the actuator does. If this is case the hunting is
generated within the electronic control unit and not within the actuator itself.
21
Jiggle
Jiggle is the term used for rapid oscillation of the actuator output lever at a
frequency too high for the engine speed to follow. These movements are relatively
small and have little noticeable effect on speed.
Loss of Oil
Loss of oil is most likely to be due to leakage past the drive shaft oil seal. If this is
the cause a new oil seal and, if worn, a new drive shaft should be fitted. Leakage
may also occur past the output shaft oil seals and from the various joints and these
should be checked.
22
Dismantling / Assembly
2. Electrical Wiring
Access to the terminal block for the wiring from the coil to the cannon plug fitted on
the outside of the actuator can be accessed if necessary by removal of the top
cover. (See Wiring Diagram)
NOTE:
CAUTION
If the magnets are removed from the centre of the coil this calibration will be lost!
The actuator should not give any problems and should not need any overhaul/re-
calibration until after 25000 hours in service.
23
DRAWINGS
24
Adjustment "MaK-Prop 723+" C5.05.04.20.29.34
(Woodward)
M43
(Woodward)
12CM43
Einstellwerte/Adjustment
Menu - Alarmlog Voreinstellung/Preadjust Betrieb/Service
1. First Alarm 1 -
2. 1/Spd Probe #1 Fault 2 -
3. 2/Spd Probe #2 Fault 3 -
4. 3/Both Probes Fault 4 -
5. 4/Torsional Alarm 5 -
6. 5/Rem Spd Inp Flt 6 -
7. 6/Rem Bsld Inp Flt 7 -
8. 7/Load Sensor Fault 8 -
9. 8/Synch Fault 9 -
10. 9/No Baseload 10 -
11. 10/Overspeed 11 -
12. 11/Act Wirebreak ? 12 -
13. Reset First Alarm ? 13 -
12CM43
Einstellwerte/Adjustment
Menu - Monitor Analog Voreinstellung/Preadjust Betrieb/Service
1. Engine Speed 1 -
2. Speed Reference 2 -
3. Spd Ref Before Bias 3 -
4. Generator Load KW 4 -
5. Load Reference KW 5 -
6. PID % 6 -
7. Actuator LSS (%) 7 -
8. Actuator output (%) 8 -
9. Torsionals Rpm 9 -
10. Gain 10 -
11. Stop Mode 11 -
12. Failsafe Mode 12 -
13. Isoch Mode 13 -
14. Baseload Mode 14 -
15. Droop Mode 15 -
16. Unload Mode 16 -
17. Fuel Lim Mode 17 -
18. Shutdown Mode 18 -
12CM43
Einstellwerte/Adjustment
Menu - Speed Setting Voreinstellung/Preadjust Betrieb/Service
1. Idle Speed 1 300 -
2. Rated Speed 2 500 -
3. Raise Speed Limit 3 540 -
4. Wait Min Spd Time 4 1 -
5. Accel Rate (rpm/sec) 5 3 -
6. Decel Rate (rpm/sec) 6 3 -
7. Synchroniser Rate 7 1 -
8. Speed Raise Rate 8 1 -
9. Speed Lower Rate 9 1 -
10. 4 mA Remote Ref 10 350 -
11. 20 mA Remote Ref 11 540 -
12. Spd Flt Ovrd Time 12 5 -
13. Hunt Alarm RPM 13 100 -
14. Hunt Alm Delay (sec) 14 1 -
15. Spd Fil MPU #1 (Hz) 15 6 -
16. Spd Fil MPU #2 (Hz) 16 6 -
17. Lower Pulse (RPM) 17 1 -
18. Raise Pulse (RPM) 18 1 -
Menu - kW Load
1. Maximum Load (kW) 1 6900 -
2. Unload Offset (kW) 2 50 -
3. Minimum Load (kW) 3 150 -
4. Raise Rate (kW/sec) 4 100 -
5. Lower Rate (kW/sec) 5 100 -
6. Load Ref at 4 mA 6 0 -
7. Load Ref at 20 mA 7 6900 -
8. Load Sens at 4 mA 8 0 -
9. Load Sens at 20 mA 9 * Depending on load sensor signal *
10. Load Input Filter 10 0,2 -
Menu - Droop
1. No Load Act (%) 1 20 -
2. Full Load Act (%) 2 80 -
3. Droop (%) 3 5 -
Menu - Dynamics 1
1. Gain 1 1 0.3 -
2. Integrator Rate 1 2 0.7 -
3. Derivative Ratio 1 3 40 -
4. Fast Gain 1 4 0.6 -
5. Fast Gain Window 1 5 5 -
Datum/Date Abteilung/Departm. Name/Name Zeichnungs-Nr./Drawing No.
Seite/Sheet: 3
26.11.2008 CA 24 Steiner 4-SK-16608-282027 von/of: 6
Kostentrger-Nr./Record No.
Programmierung "MaK-Genset 723+"
Adjustment "MaK-Genset 723+"
Software ABLS Version 4.00 / P/N 9926-660 rev. J
282027
Motortype/Engine Type
12CM43
Einstellwerte/Adjustment
Menu - Dynamics 2 Voreinstellung/Preadjust Betrieb/Service
1. Gain 2 1 0,3 -
2. Integrator Rate 2 2 0,7 -
3. Derivative Ratio 2 3 40 -
4. Fast Gain 2 4 1 -
5. Fast Gain Window 2 5 5 -
Menu - Torsionals
1. No Tors above % Load 1 not used 20
2. Max Hunt RPM 2 - 2,5
3. Min Hunt RPM 3 - 0,5
4. Gain Factor 4 - 0,5
5. Integrator Factor 5 - 2,5
6. Change Rate 6 - 0,05
12CM43
Einstellwerte/Adjustment
Menu - Calibration Voreinstellung/Preadjust Betrieb/Service
1. Bs Ld Ref Inp Offs 1 not used 0
2. Bs Ld Ref Inp Gain 2 - 1
3. Rmt Ref Input Offs 3 - 0
4. Rmt Ref Input Gain 4 - 1
5. Loadsensor Inp Offs 5 - 0
6. Loadsensor Inp Gain 6 - 1
7. Offset Aux #1 7 - 0
8. Gain Aux #1 8 - 1
9. Offset Aux #2 9 - 0
10. Gain Aux #2 10 - 1
11. Offset Aux #3 11 - 0
12. Gain Aux #3 12 - 1
12CM43
Einstellwerte/Adjustment
Menu - Configuration Voreinstellung/Preadjust Betrieb/Service
1. Gear #1 Teeth 1 30
2. Gear #2 Teeth 2 30
3. Act Forward Act 3 TRUE
4. Enable Synchronizer 4 FALSE
5. Cont Open Stop 5 TRUE
6. Overspeed 6 575
7. Use Torsionals ? 7 FALSE
8. Use Jmp Rte Lim ? 8 FALSE
9. Use Jet Assist ? 9 FALSE
10. Use Auto Iso ? 10 TRUE
11. Use Rs/Lo in Iso ? 11 FALSE
12. Block Rs/Lo in Iso ? 12 FALSE
13. CB Open on Stop ? 13 FALSE
14. BSLD Fine Tune Enbl ? 14 FALSE
15. Use Act Wirebreak ? 15 FALSE
16. Act mA_0 16 10
17. Act mA_100 17 180
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VM43
Description
CD6_Mischke Page 1 of 2
Status: 22.04.02 BG 4312.7-46.92.00-01_en
Description of the Engine Monitoring Devices
c 12M43
Adjustment Instructions for Engine Speed Pick-up FA2H-3C-XX
CD6_Mischke Page 2 of 2
Status: 22.04.02 BG 4312.7-46.92.00-01_en
Temperature-Measurement Unit
with Manual
Test Point Switch
Series TS 31000
CYLINDER1
C
PROG
Table of Contents
1 About this Manual ...................................................................................................3
2 Safety Instructions ..................................................................................................4
3 Description of TS 31000 .........................................................................................5
3.1 Assemblies and operating elements......................................................................... 5
3.2 Design and Function of TS 31000 ............................................................................. 6
4 Storage and Set-up .................................................................................................7
4.1 Storage........................................................................................................................ 7
4.2 Set-up .......................................................................................................................... 7
4.3 Connection ................................................................................................................. 7
4.3.1 Power supply......................................................................................................... 7
4.3.2 Sensor inputs ........................................................................................................ 8
5 Commissioning and Configuration of TS 31000...................................................9
5.1 Commissioning .......................................................................................................... 9
5.2 Configuration of TS 31000 ......................................................................................... 9
5.2.1 Language selection ............................................................................................. 10
5.2.2 Select physical measurement unit ....................................................................... 10
5.2.3 Select motor type ................................................................................................ 11
5.2.4 Select sensor type............................................................................................... 11
5.2.5 Programming the access code ............................................................................ 12
6 Care, Maintenance and Disposal .........................................................................13
6.1 Care and maintenance ............................................................................................. 13
6.2 Disposal .................................................................................................................... 13
7 Troubleshooting....................................................................................................13
8 Technical Data.......................................................................................................14
Struthweg 7-9
D-34260 Kaufungen
Germany
Phone +49 56 05 8 03-0
Fax +49 56 05 8 03-54 or 60
Email: electronic@sika.net
2 Safety Instructions
The TS 31000 is technically up to date. This applies to measurement
accuracy, function principle, and save operation of the instrument. To
ensure a safe operation of the instrument, a competent and safety-
observing personnel is required.
Related instructions can be found in this section. Warnings which relate
to individual function sequences or actions are found at the related
chapters of this operating manual. Warnings are marked by special
signs.
3 Description of TS 31000
3.1 Assemblies and operating elements
1
CYLINDER1
C
PROG
3 4
4.3 Connection
4.3.1 Power supply
The required power supply of TS 31000 is 24 VDC 15% which can be
connected to the 3 pole clamp connection at the rear side of the unit.
Observe the correct polarity.
c hannel 1-16
2 20
1 19
c hannel 17-32
2 20
1 19
By pressing the s key, set the digit at the cursor position to the same
value as with the stored access code.
Then confirm the digit with the key. The cursor moves forward one
position.
Set digit by digit in the same manner. After entry of the last digit the
instrument is in the configuration menu, provided that the entered
number is equal to the stored number. If the entered number is
wrong, the TS 31000 switches back to measuring operation.
Switch with the s key to YES and confirm with the key.
Switch with the s key to YES and confirm with the key.
Switch with the s key to YES and confirm with the key.
If you want to change the measurement unit, switch with the s-key to
NO and confirm with the -key. Now TEMPERATURE F NO is
displayed for the measurement unit Fahrenheit degree and after a
repeated click on the -Taste TEMPERATURE K NO for the
measurement unit Kelvin.
Switch with the s key to YES and confirm with the key.
If you want to change the motor type, switch with the s-key to NO
and confirm with the -key. Now the other motor types 2 to 9 are
displayed.
Note: A list of the motor types defined by you can be found in the
+ delivered appendix.
If you found the correct motor type, switch with the s-key to YES"
and confirm with the -Taste.
Switch with the s-key to YES" and confirm with the -key.
If you want to change the sensor type, switch with the s-key to NO
and confirm with the -key. Now the other sensor types are
displayed:
Type E = NiCr-CuNi
Type J = Fe-CuNi
Type T = Cu-CuNi
Type S = Pt10Rh-Pt
Type B = Pt30Rh-Pt6Rh
Type R = Pt13Rh-Pt
As soon as you have found the correct sensor type, switch with the
s-key to YES" and confirm with the -key.
Set each digit of the new access code with the s key and confirm
with the key.
To confirm the entry, you must enter the access code a second time.
Set again each digit of the new access code with the s key and
confirm with the key.
Note: Keep the new access code in mind. From now on the
If you want to quit the configuration menu, switch with the s-key to
YES and confirm the message with the -key. Otherwise, the
instruments goes back to the menu item SET LANGUAGE.
6.2 Disposal
SIKA will take care of proper disposal.
Return the TS 31000 freight prepaid.
7 Troubleshooting
Attention:
The following table contains remedy actions.
Note: If the instrument does not work properly after checking of the
8 Technical Data
Voltage supply
nominal 24 VDC (18...32 VDC) protected against polarity mix-up,
galvanically insulated
Power consumption
2 Watts
Inputs
Thermo couple K, E, J, T, S, B or R. A thermo couple linearization was
firmly set in the factory.
Resolution
1K
Measurement rate
120 measurements per minute
Cold junction
twice Pt100, 3 lead technique, measurement range -10 to +100 C
Connections
two 20-pole strip connectors to DIN 41651 for thermo couples and cold
junctions
3-pole screwed clamp connection for power supply
Dimensions
Front size: 96 x 96 mm,
Depth: 75 mm
Protection class
Front: IP54
VM43
CD6_Mischke Page: 1
Status: 14.05.2003 EG 4312.7-46.92.00-01_en
Equipment List Engine 12M43
c Unit
Devices, Sensors and Actuators
Description Sensor range Stock No. Drawing No.
Signal range
CD6_Mischke Page: 2
Status: 14.05.2003 EG 4312.7-46.92.00-01_en
Equipment List Engine 12M43
c Unit
Devices, Sensors and Actuators
Description Sensor range Stock No. Drawing No.
Signal range
CD6_Mischke Page: 3
Status: 14.05.2003 EG 4312.7-46.92.00-01_en
Equipment List Engine 12M43
c Unit
Devices, Sensors and Actuators
Description Sensor range Stock No. Drawing No.
Signal range
CD6_Mischke Page: 4
Status: 14.05.2003 EG 4312.7-46.92.00-01_en
Equipment List Engine 12M43
c Unit
Devices, Sensors and Actuators
Description Sensor range Stock No. Drawing No.
Signal range
CD6_Mischke Page: 5
Status: 14.05.2003 EG 4312.7-46.92.00-01_en
Equipment List Engine 12M43
c Unit
Devices, Sensors and Actuators
Description Sensor range Stock No. Drawing No.
Signal range
CD6_Mischke Page: 6
Status: 14.05.2003 EG 4312.7-46.92.00-01_en
Turning Equipment C5.05.05.10.70.03
-
Turning Equipment
Maintenance Unit C5.05.05.45.23.01
-
M20/M25/M32/M43
Maintenance Unit
Operating instructions
Imprint:
The copyright of this users manual remains the property of Bosch-Rexroth AG.
Included are instructions and technical drawings, which may not be reproduced or copied
either in part of whole, nor may they be used for evaluation or distributed for competition pur-
poses.
The diagrams and drawings used in this manual are for guidelines only and are not to be used for
the actual design.
Safety information 28
Explanation of symbols 28
GB Occupational safety 29
Startup 34
Ports and Installation, Assembly position, 34
Technical specifications 46
General 46
Circuit diagram 46
Dimensional drawing 47
Danger!
This symbol is to be found with all
information and warnings in these
Explanation operating instructions regarding work
of symbols safety, where there is potential danger
to humans.
Take notice of such warnings and act
with particular caution in these cases.
Warning!
This symbol is to be found in these
operating conditions wherever it is
Warning! necessary to ensure that guidelines,
regulations and warnings are adhered
to and that the work processes are
carried out correctly, without damage
to or destruction of the servo-actuator.
Grease!
This symbol is to be found wherever
components, areas etc. need to be
Fett lubricated.
Grease
Secure by glue!
This symbol is marking parts which
must be secured by means of a liquid
adhesive (according to DIN 30 600).
Warning
Do only pressurise the pressure-reducing station, if it has been
Occupational mounted properly.
safety Do not handle the pressure-reducing station, if it is pressurised.
Always cut off the air supply before starting work.
Technical State
The pressure-reducing station has been designed according to the
latest state of the technology and safety standards for operation.
Proper Use
The pressure-reducing station has the following purpose:
Reduction of a high inlet pressure to a low outlet pressure.
Air quality:
PNEUROP-
Quality class acc. to : recommendation ISO 8573-1
6611 / 1984
Solid matters 4 7
Oil rate 3 3
Pressure dew point 2 3
Guarantee
The pressure-reducing station must by maintained and repaired by
authorised, skilled personnel only.
The user is obliged to report any changes of the device's condition that
might reduce its safety.
Purpose
The pressure-reducing station has the following purposes:
General x Filtering the pressurized air and condensing
x Reduction of a high inlet pressure to a low outlet pressure
x Monitoring of the reduces outlet pressure via pressure gauge and
safety valve
x Ventilation of the compressed air tab A.
Design
The pressure-reducing station consists of a housing that contains the
following components (fig. 1) :
compressed air filter with drain valve (1), pressure control valves (2),
safety valve (3), pressure gauge (4), 3/2-way valve, operated electro-
magnetically (5) and pressure switch (6) with testing tab (7).
Mode of operation
The pressurized air entering at point P (pmax = 30 bar) flows through
the compressed air filter (1) and is cleaned from solid impurities. The
resulting condensate is collected in the lower part of the housing and
may be drained via the drain valve.
The cleaned, pressurized air then reaches the pressure control valve
(2). Here the reduction from the inlet pressure to a lower outlet
pressure (3 bar...8,5 bar) takes place. The outlet pressure set at the
pressure control valve is indicated at the pressure gauge (4). The
safety valve (3) has to limit the operating pressure in the pressure-
reducing station to a maximum of 8,5 bar in order to prevent damages
to the connected devices.
The compressed air continues to flow from the pressure control valve
(2) to the electro-magnetically operated 3/2-way valve (5). This valve
can supply the tab A with compressed air. In addition to tab A tab
P1 also furnishes a constant compressed air supply.
The pressure switch (6) is used for monitoring of the reduced outlet
pressure. In case a lower threshold limit of the pressure value has
been exceeded, an electrical contact is closed.
The compressed air tab 14 can be used to supply compressed air to
the testing tab (7) for the pressure switch, thus ensuring that the
function of the pressure switch (6) can be continuously monitored
during operations. In order to enable this feature, the adjusting screw
of the testing tab has to be turned into the housing until it stops.
Versions
Fig. 2a - 2c show three versions of the pressure reducing station,
which basically differ in the arrangement of the pressure switch and
the pressure gauge.
Block-
4
diagram
fig. 1
5
A
P1
6
7
14
2
3
P
pressure gauge
drain valve
3/2-way-valve
safety valve pressure switch
pressure gauge
drain valve
3/2-way-valve
drain valve
3/2-way-valve
Assembly
position
Assembly position
For assembly purposes it has to be taken into account that the drain
valve points downwards.
Warning! Warning!
When disassembled dirt, humidity or foreign matter must not enter the
compressed air ports. For this reason the ports must be closed by
means of suitable transportation protecting plugs.
The disassembled pressure-reducing station must be protected from
environmental influences. Before assembly the transportation
protecting plugs must be removed. In addition the device must be
visually inspected for damages of any kind.
Maintenance intervals
In order to guarantee a safe operation of the pressure-reducing
General station, all sealing elements must be replaced after 3 years at the
latest provided that the required compressed-air quality and the
permissible ambient conditions are observed. We recommend to
return the pressure reducing station to Bosch Rexroth AG for
repairs. For the replacement of sealing elements at own
responsibility a spare part kit 335 320 003 2 is available.
Drain valve
The filters should be drained daily using the drain valve. In order to do
so, the handles of the drain valve should be slightly moved sideways.
Warning!
Warning! If the valves are under pressure, the condensate is very powerfully
ejected. Do not move the handles with your hands but use suitable
tools to move the handles sideways.
Danger!
Conduct all works on the pressure-reducing station only in an un-
pressurized state.
Warning! Warning!
Check the seals at the fastening screw.
Ensure that the cartridge is not installed at an angle.
Warning! Warning!
Conduct all works in a de-pressurized state.
Shut off the compressed air supply and vent the device !
Interrupt the electric power supply.
fig.3 B A
1
2
3
T1
MA = 150Nm
Y
X
C B A
T26 T25
T11
7 26
5
4
view Y
T2
MA = 60Nm
view X
fig.4a
13
fig.4b
T5
8
12 9
T6
10
36
T3
T4
11
T12
T24
fig.5 T3 T4 36
T8
T7
T9 24 9.8
35 37
14 25 17
13.6 +0.2
X
16
23 15
18
22 34
B-B Y
20
21
19
Take care of view X
mounting position !
view Y
X 25
24
Y 30
31
D D
T15
33
T14
T18
T19
32
28
T23 D-D
T24 27
28
X
T22
28
T24
T23
28
32
T21
T20
29
Y
883 890 035 3 BDL 001 AC (10/06) 41
Maintenance and care
Warning! Warning!
Keep clearance 13.6 +- 0.2 mm for valve nut 17. For checking use
adjusting sleeve 37.
Secure valve nut 17 with substance for locking screws (e. g. Loctite
241).
Warning! Warning!
Ensure correct assembly position of valve ring 19!
x Replace circlips 22, 24 and filters 23, 25.
Warning! Warning!
Bushing T19 and sleeve T21 must overhang the upper housing edge
by 0.4 r0.1mm. Attach washers 32 accordingly.
x Replace servo valve 33
Warning! Warning!
In case of pressure reducing stations with holding plate T26 (new
version) during assembly the srew T25 must be fixed by a screw
securing means (e.g. Loctite 241).
Secure screw T15 (2x) and screw T16 (2x) with substance for
locking screws (e. g. Loctite 241).
Setup and
Test Setup and Tests of the pressure-reducing station
After the dismantling/mounting of the pressure-reducing station, it is
required to set up the operating pressure of the pressure control
valves again. In order to do so, the grub screw T7 has to be loosened
and the cap T8 has to be screwed from the housing with the exception
of the last five turns.
Set tab P to a pressure of 30 bar. By turning the cap T8 the operating
pressure at the pressure control valve can be adjusted, then tighten
the grub screw T7.
Warning! Warning!
Turn cap T8 only in pressureless state.
Storage
Warning! Warning!
Consider that sealing elements are subjected to ageing also during
storage. The storage period must be taken into account for deter-
mining the replacement intervals appropriately.
Transportation
Danger!
In principle the provisions for the prevention of accidents must be
observed. Above all the device must during transportation be secured
against getting out of place resp. falling down.
General
Technical Data
Permissible medium compressed air
Circuit diagram
fig. 7
A
4
2
P P1
14
Bosch Rexroth AG
The Drive & Control Company
Marine Technique
Ulmerstrae 4
D 30880 Laatzen
e-mail: marinesales@boschrexroth.de
Internet: http://www.boschrexroth.de
48
Maintenance Unit C5.05.05.45.23.03
-
M20/M25/M32/M43
Maintenance Unit
Operating instructions
Imprint:
The copyright of this users manual remains the property of Bosch-Rexroth AG.
Included are instructions and technical drawings, which may not be reproduced or copied
either in part of whole, nor may they be used for evaluation or distributed for competition pur-
poses.
The diagrams and drawings used in this manual are for guidelines only and are not to be used for
the actual design.
Safety information 28
Explanation of symbols 28
GB Occupational safety 29
Startup 34
Ports and Installation, Assembly position, 34
Technical specifications 46
General 46
Circuit diagram 46
Dimensional drawing 47
Danger!
This symbol is to be found with all
information and warnings in these
Explanation operating instructions regarding work
of symbols safety, where there is potential danger
to humans.
Take notice of such warnings and act
with particular caution in these cases.
Warning!
This symbol is to be found in these
operating conditions wherever it is
Warning! necessary to ensure that guidelines,
regulations and warnings are adhered
to and that the work processes are
carried out correctly, without damage
to or destruction of the servo-actuator.
Grease!
This symbol is to be found wherever
components, areas etc. need to be
Fett lubricated.
Grease
Secure by glue!
This symbol is marking parts which
must be secured by means of a liquid
adhesive (according to DIN 30 600).
Warning
Do only pressurise the pressure-reducing station, if it has been
Occupational mounted properly.
safety Do not handle the pressure-reducing station, if it is pressurised.
Always cut off the air supply before starting work.
Technical State
The pressure-reducing station has been designed according to the
latest state of the technology and safety standards for operation.
Proper Use
The pressure-reducing station has the following purpose:
Reduction of a high inlet pressure to a low outlet pressure.
Air quality:
PNEUROP-
Quality class acc. to : recommendation ISO 8573-1
6611 / 1984
Solid matters 4 7
Oil rate 3 3
Pressure dew point 2 3
Guarantee
The pressure-reducing station must by maintained and repaired by
authorised, skilled personnel only.
The user is obliged to report any changes of the device's condition that
might reduce its safety.
Purpose
The pressure-reducing station has the following purposes:
General x Filtering the pressurized air and condensing
x Reduction of a high inlet pressure to a low outlet pressure
x Monitoring of the reduces outlet pressure via pressure gauge and
safety valve
x Ventilation of the compressed air tab A.
Design
The pressure-reducing station consists of a housing that contains the
following components (fig. 1) :
compressed air filter with drain valve (1), pressure control valves (2),
safety valve (3), pressure gauge (4), 3/2-way valve, operated electro-
magnetically (5) and pressure switch (6) with testing tab (7).
Mode of operation
The pressurized air entering at point P (pmax = 30 bar) flows through
the compressed air filter (1) and is cleaned from solid impurities. The
resulting condensate is collected in the lower part of the housing and
may be drained via the drain valve.
The cleaned, pressurized air then reaches the pressure control valve
(2). Here the reduction from the inlet pressure to a lower outlet
pressure (3 bar...8,5 bar) takes place. The outlet pressure set at the
pressure control valve is indicated at the pressure gauge (4). The
safety valve (3) has to limit the operating pressure in the pressure-
reducing station to a maximum of 8,5 bar in order to prevent damages
to the connected devices.
The compressed air continues to flow from the pressure control valve
(2) to the electro-magnetically operated 3/2-way valve (5). This valve
can supply the tab A with compressed air. In addition to tab A tab
P1 also furnishes a constant compressed air supply.
The pressure switch (6) is used for monitoring of the reduced outlet
pressure. In case a lower threshold limit of the pressure value has
been exceeded, an electrical contact is closed.
The compressed air tab 14 can be used to supply compressed air to
the testing tab (7) for the pressure switch, thus ensuring that the
function of the pressure switch (6) can be continuously monitored
during operations. In order to enable this feature, the adjusting screw
of the testing tab has to be turned into the housing until it stops.
Versions
Fig. 2a - 2c show three versions of the pressure reducing station,
which basically differ in the arrangement of the pressure switch and
the pressure gauge.
Block-
4
diagram
fig. 1
5
A
P1
6
7
14
2
3
P
pressure gauge
drain valve
3/2-way-valve
safety valve pressure switch
pressure gauge
drain valve
3/2-way-valve
drain valve
3/2-way-valve
Assembly
position
Assembly position
For assembly purposes it has to be taken into account that the drain
valve points downwards.
Warning! Warning!
When disassembled dirt, humidity or foreign matter must not enter the
compressed air ports. For this reason the ports must be closed by
means of suitable transportation protecting plugs.
The disassembled pressure-reducing station must be protected from
environmental influences. Before assembly the transportation
protecting plugs must be removed. In addition the device must be
visually inspected for damages of any kind.
Maintenance intervals
In order to guarantee a safe operation of the pressure-reducing
General station, all sealing elements must be replaced after 3 years at the
latest provided that the required compressed-air quality and the
permissible ambient conditions are observed. We recommend to
return the pressure reducing station to Bosch Rexroth AG for
repairs. For the replacement of sealing elements at own
responsibility a spare part kit 335 320 003 2 is available.
Drain valve
The filters should be drained daily using the drain valve. In order to do
so, the handles of the drain valve should be slightly moved sideways.
Warning!
Warning! If the valves are under pressure, the condensate is very powerfully
ejected. Do not move the handles with your hands but use suitable
tools to move the handles sideways.
Danger!
Conduct all works on the pressure-reducing station only in an un-
pressurized state.
Warning! Warning!
Check the seals at the fastening screw.
Ensure that the cartridge is not installed at an angle.
Warning! Warning!
Conduct all works in a de-pressurized state.
Shut off the compressed air supply and vent the device !
Interrupt the electric power supply.
fig.3 B A
1
2
3
T1
MA = 150Nm
Y
X
C B A
T26 T25
T11
7 26
5
4
view Y
T2
MA = 60Nm
view X
fig.4a
13
fig.4b
T5
8
12 9
T6
10
36
T3
T4
11
T12
T24
fig.5 T3 T4 36
T8
T7
T9 24 9.8
35 37
14 25 17
13.6 +0.2
X
16
23 15
18
22 34
B-B Y
20
21
19
Take care of view X
mounting position !
view Y
X 25
24
Y 30
31
D D
T15
33
T14
T18
T19
32
28
T23 D-D
T24 27
28
X
T22
28
T24
T23
28
32
T21
T20
29
Y
883 890 035 3 BDL 001 AC (10/06) 41
Maintenance and care
Warning! Warning!
Keep clearance 13.6 +- 0.2 mm for valve nut 17. For checking use
adjusting sleeve 37.
Secure valve nut 17 with substance for locking screws (e. g. Loctite
241).
Warning! Warning!
Ensure correct assembly position of valve ring 19!
x Replace circlips 22, 24 and filters 23, 25.
Warning! Warning!
Bushing T19 and sleeve T21 must overhang the upper housing edge
by 0.4 r0.1mm. Attach washers 32 accordingly.
x Replace servo valve 33
Warning! Warning!
In case of pressure reducing stations with holding plate T26 (new
version) during assembly the srew T25 must be fixed by a screw
securing means (e.g. Loctite 241).
Secure screw T15 (2x) and screw T16 (2x) with substance for
locking screws (e. g. Loctite 241).
Setup and
Test Setup and Tests of the pressure-reducing station
After the dismantling/mounting of the pressure-reducing station, it is
required to set up the operating pressure of the pressure control
valves again. In order to do so, the grub screw T7 has to be loosened
and the cap T8 has to be screwed from the housing with the exception
of the last five turns.
Set tab P to a pressure of 30 bar. By turning the cap T8 the operating
pressure at the pressure control valve can be adjusted, then tighten
the grub screw T7.
Warning! Warning!
Turn cap T8 only in pressureless state.
Storage
Warning! Warning!
Consider that sealing elements are subjected to ageing also during
storage. The storage period must be taken into account for deter-
mining the replacement intervals appropriately.
Transportation
Danger!
In principle the provisions for the prevention of accidents must be
observed. Above all the device must during transportation be secured
against getting out of place resp. falling down.
General
Technical Data
Permissible medium compressed air
Circuit diagram
fig. 7
A
4
2
P P1
14
Bosch Rexroth AG
The Drive & Control Company
Marine Technique
Ulmerstrae 4
D 30880 Laatzen
e-mail: marinesales@boschrexroth.de
Internet: http://www.boschrexroth.de
48
Electrical Equipment C5.05.05.70.06.45
RPM Switch Unit
Electrical Equipment
Plug in card (presetting for engine M20) 193 300 029 9.01.7-91.21.00-16
Plug in card (presetting for engine M25) 193 375 001 9.01.7-91.21.00-16
Plug in card (presetting for engine M32) 193 466 036 9.01.7-91.21.00-16
Plug in card (presetting for engine VM32) 193 466 037 9.01.7-91.21.00-16
Plug in card (presetting for engine M43) 193 376 030 9.01.7-91.21.00-16
Plug in card (presetting for engine VM43) 193 376 030 9.01.7-91.21.00-16
Description
CD6_Mischke Page 1 of 4
Status: 21.06.02 BG 1.00.7-36.29.00-45_en
Description of the RPM Switch Unit
c
2. Function of the RPM Swich Unit
The RPM switch unit consists of electronic and electro-mechanical control units which control the
monitoring of the speed limit values depending on sensors with frequency output. Furthermore the
control of the engine speed indicators is carried out via this unit and the engine start stop device
is suppressed until the engine is at a complete standstill.
The task of the electric MaK overspeed protection system is to monitor the diesel engine with
regard to its permissible technical maximum speed and to stop the engine immediately if this
speed is exceeded. The complete system for each engine consists of the following input devices:
sensor with frequency output, RPM switch, safety system, alarm system and shutdown solenoid
with pneumatic miniature cylinders on the fuel pumps. Of this equipment the two sensors, the
shutdown solenoid and the miniature cylinders are fitted to the engine.
2.2 Principle
An RPM switch monitors both sensors and if the set speed value is exceeded emits an immedi-
ate shutdown signal to the safety system via a potential-free contact. The safety system stores
the shutdown signal and immediately actuates the shutdown device on the engine. Furthermore
a closed current loop is formed via a potential-free contact which serves for triggering the alarm
system. Both circuits are externally monitored for wire break. The system is self- monitoring and
automatically indicates possible faults to the alarm system. The following faults are recorded
and indicated autonomously.
A functional check of the electronic can be carried out via the test pushbutton of the RPM switch
both with engine stopped or running. There will be no automatic engine shutdown.
A functional check of the mechanical shutdown devices can be carried out by actuating the emer-
gency stop pushbuttons. There will be an automatic engine shutdown.
CD6_Mischke Page 2 of 4
Status: 21.06.02 BG 1.00.7-36.29.00-45_en
Description of the RPM Switch Unit
c
3. Plug-in Cards
All of the plug-in cards of the RPM switch unit are of Euro-format 100 x 160mm. The use of code
strips ensures that the individual plug-in cards types cannot be mixed up.
1. switching point n = 1.15 nominal speed OVERSPEED with 2 potential-free contacts for trig-
gering of the safety and alarm systems.
2. switching point n = nznd (firing speed) in connection with plug-in card A2, relay K3 (2 change-
over contacts) for switching off the electric motor driven prelubrication pump and the cooling
water preheating unit.
2. switching point n = nznd (firing speed) in connection with plug-in card A2, relay K4 (1 change-
over contact) for triggering of the externally installed service hour counter.
One speed switching point to be set at nmin (1 change-over contact) for alarm suppression at en-
gine stop.
Via the potentiometer RPM the speed switching point can be set
to any desired value
RPM
Let the engine run at switching speed and then set the switching
point.
In order to avoid mechanical damages to the engine starting unit, the engine start signal from the
start-stop unit is released only after the engine has come to a complete standstill. A starting inter-
lock is indicated via LED on plug-in card A2.
CD6_Mischke Page 3 of 4
Status: 21.06.02 BG 1.00.7-36.29.00-45_en
Description of the RPM Switch Unit
c
4. Balancing of RPM Switch and Adjustment of Switching Point
Via potentiometer R28 and R39 the speed switching points can be adjusted V20
R28
to any desired value
R23
Adjust the speed potentiometers R28 an 39 precisely to a current engine speed as high as possi-
ble. Then adjust the trimming potentiometers R23 and R34 in clockwise direction until both light
emitting diodes V20 and V24 cease to light. Balance CHANNALS I and II by carefully turning left
on R23 or R34 respectively. In doing so, the light emitting diodes V20 or V24 resp. will light up.
Check the switching point adjustment by changing the engine speed and in case of deviations
repeat the procedure.
Attention:
The switching hysteresis is to be taken into account for adjustment.
Adjust the output current to 12mA via R63 at engine speed ** or the
output voltage to 5V via R67 respectively.
R67
R63
Attention:
Scale range of
Engine type engine speed indication Engine speed **
CD6_Mischke Page 4 of 4
Status: 21.06.02 BG 1.00.7-36.29.00-45_en
c RPMSWITCHUNIT
Equipment list
Plug in card (presetting for engine M20) 193 300 029 9.01.7-91.21.00-16
Plug in card (presetting for engine M25) 193 375 001 9.01.7-91.21.00-16
Plug in card (presetting for engine M32) 193 466 036 9.01.7-91.21.00-16
Plug in card (presetting for engine VM32) 193 466 037 9.01.7-91.21.00-16
Plug in card (presetting for engine M43) 193 376 030 9.01.7-91.21.00-16
Plug in card (presetting for engine VM43) 193 376 030 9.01.7-91.21.00-16
VM43
Turbocharger
Operation Manual
TPL73-A30
Type TPL73-A30
n Mmax Mmax
1/s C
n Bmax Bmax
kg
Application according to
the Operation Manual
made in Switzerland
HZTL2481 German
The operational limits for the turbocharger nBmax, tBmax, nMmax, tMmax, inspection- and replacement intervals for the compon-
ents concerned on the rating plate are valid for the operational mode and compressor inlet condition, which has been agreed upon
between the engine builder and ABB.
Note: Replacement intervals of components depends on the load profile, turbine inlet temperature, suction air temperature and
turbocharger speed. In case the operation conditions differs significantly from what is considered to be normal for the cur-
rent application, it is recommended to contact ABB for a re-calculation of replacement intervals. Frequent load alterations,
high temperatures and high speed lower the life of components.
Unless otherwise agreed, the application limits nMmax, tMmax are valid for the test operation for a limited time.
We herewith confirm that this Operation Manual has been drawn up orientated towards the Product Liability Law 1/1/90 as well as to
the European Machinery Directives.
We reserve all rights in this document and in the information contained herein.
Reproduction, use or disclosure to third parties without express authority by ABB Turbo Systems Ltd is strictly forbidden.
Printed on naturally white paper, bleached free from chlorine and environmentally acceptable.
The CD is made of polycarbonate and contains in addition aluminium, lacquer, dye stuffs and materials of the adhesive label. The CD-cover is made of
recycled cardboard.
These materials may be disposed with the domestic wastes or at a specialised collecting centre.
ABB Turbo Systems AG
Bruggerstrasse 71a
CH-5401 Baden
Switzerland
!
"#$ Seite 3
Vorbemerkungen 0
Inbetriebnehmen 2
Ausserbetriebnehmen 6
0
Vorbemerkungen
Inhalt Seite
1
Vorwort ........................................................................................................................................ 3
2
Funktionsbeschreibung ............................................................................................................ 5
3
Bestimmungsgemsse Verwendung ....................................................................................... 6
4
Organisatorische Massnahmen .............................................................................................. 7
5
Originalteile und Sicherheit ..................................................................................................... 7
6
Befhigung des Personals ....................................................................................................... 8
7
Kundendienst ............................................................................................................................. 8
8
Ausfhrungsvarianten ............................................................................................................... 8
9
Lagern neuer Turbolader ......................................................................................................... 9
10
Abkrzungen .............................................................................................................................. 9
11
Leistungsschild Turbolader ................................................................................................... 10
Volume: 11 Seiten
Edition: 03 / 2002
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Seite 2 Vorbemerkungen
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1
Vorwort
Dieses Betriebshandbuch hilft Ihnen, den von ABB Turbo Systems AG gelieferten Turbolader
besser kennenzulernen und seine bestimmungsgemsse Einsatzmglichkeit wirkungsvoll zu
nutzen.
Dieses Betriebshandbuch gibt Ihnen wichtige Hinweise, damit Sie diesen Turbolader sicher,
sachgerecht und wirtschaftlich betreiben knnen. Sie finden hilfreiche Informationen, mit denen
Sie Gefahren frhzeitig erkennen und vermeiden knnen, Reparaturkosten und Ausfallzeiten
vermindern sowie Zuverlssigkeit und Lebensdauer des Turboladers erhhen knnen.
Dieses Betriebshandbuch ergnzt und erweitert bereits bestehende nationale Vorschriften zum
Unfallschutz und zur Unfallverhtung.
Dieses Betriebshandbuch ist unbedingt vor Arbeitsbeginn von allen Personen zu lesen, die mit
dem oder am Turbolader arbeiten.
Auch Personal, das nur gelegentlich (z.B. bei Montage und Wartung) an der Maschine ttig ist,
muss das Betriebshandbuch gelesen und verstanden haben.
Das gilt besonders fr die allgemeinen und speziellen Sicherheitshinweise vor und in den
entsprechenden Kapiteln.
Fragen Sie in Zweifelsfllen den fr Ihren Bereich zustndigen Beauftragten fr Sicherheit und
Unfallschutz.
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1 2 3 4 5 6
10
11
12
13
Fig. 0-1
Schnittdarstellung Turbolader
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2
Funktionsbeschreibung
Der Turbolader besteht aus zwei Strmungsmaschinen, einer Turbine und einem Verdichter,
die auf einer gemeinsamen Welle angebracht sind.
Die Abgase des Diesel- oder Gasmotores strmen durch das Gaseintrittsgehuse (7) und den
Dsenring (8) auf das Turbinenrad.
Das Turbinenrad (9) nutzt die im Abgas enthaltene Energie zum Antrieb des Verdichterrades
(12), wobei durch den Verdichter Frischluft angesaugt und vorverdichtete Luft in die Zylinder
gedrckt wird.
Die Abgase gelangen durch die am Gasaustrittsgehuse (6) angeschlossene Abgasleitung ins
Freie.
Der Turbolader ist gasdicht.
Die Luft, die fr den Betrieb des Diesel- oder Gasmotors bentigt und im Turbolader verdichtet
wird, gelangt durch den Saugstutzen oder den Schalldmpfer (1) in das Verdichterrad (12). Sie
durchstrmt den Diffusor (11) und verlsst den Turbolader durch den Druckstutzen am
Luftaustrittsgehuse (13).
Der Rotor luft in zwei radialen Gleitlagern (2/5) welche sich in der Lagerbchse (4) zwischen
Verdichter und Turbine befinden. Das axiale Schublager (3) befindet sich auf der Verdichter-
seite.
Die Gleitlager sind an einem zentralen Schmierlkanal angeschlossen, der vom Schmierl-
kreislauf des Motors gespeist wird. Der laustritt liegt immer an der tiefsten Stelle des Lager-
gehuses (10).
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Seite 6 Vorbemerkungen
3
Bestimmungsgemsse
Verwendung
Dieser von ABB Turbo Systems gelieferte Turbolader ist ausschliesslich fr den Einsatz an
Dieselmotoren entwickelt worden, um die fr den Betrieb des Dieselmotors bentigte Luft-
menge und den notwendigen Ladedruck zu erzeugen.
Jeder darber hinausgehende Gebrauch gilt als Sonderanwendung, die ABB Turbo Systems
abklren muss. Fr weitergehende Anwendungen haftet der Hersteller nicht.
Dieser Turbolader ist nach dem Stand der Technik und nach den anerkannten sicher-
heitstechnischen Regeln gebaut und betriebssicher.
Vom Turbolader knnen dennoch Gefahren fr Leib und Leben des Benutzers oder Dritter
ausgehen oder der Turbolader und andere Sachwerte beschdigt werden, wenn er nicht von
geschultem Personal oder nicht sach- und bestimmungsgemss eingesetzt wird.
Bestimmungsgemsses Verwenden des Turboladers schliesst auch das Einhalten der Be-
triebs-, Wartungs- und Instandhaltungsbedingungen ein, die vom Hersteller vorgeschrieben sind.
Der Turbolader darf nur in technisch einwandfreiem Zustand, seiner Bestimmung entsprechend
und unter Beachtung des Betriebshandbuches bedient und benutzt werden.
Der Turbolader ist fr den Dieselmotor, einschliesslich Drehzahl und Leistung, spezifiziert. Wird
er anderweitig verwendet, lehnt ABB Turbo Systems alle Garantieansprche ab.
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4
Organisatorische
Massnahmen
Das gilt auch fr das Bereitstellen und Tragen von persnlichen Schutzausrstungen.
Unter Beachtung des Betriebshandbuches ist der sicherheits- und gefahrenbewusste Umgang
des Personals an und mit dem Turbolader regelmssig zu berprfen.
Der Turbolader ist bei sicherheitsrelevanten Vernderungen oder bei entsprechendem Betriebs-
verhalten sofort stillzusetzen. Die Strung ist der dafr zustndigen Person oder Stelle zu
melden.
Vernderungen und An- und Umbauten am Turbolader, die die Sicherheit beintrchtigen knn-
ten, mssen vorher von ABB Turbo Systems genehmigt werden.
5
Originalteile und Sicherheit
Originalteile und Zubehr sind speziell fr den von ABB Turbo Systems AG gelieferten Turbo-
lader konzipiert.
Wir machen ausdrcklich darauf aufmerksam, dass nicht von uns gelieferte Originalteile und
Zubehr auch nicht von uns geprft und freigegeben sind.
Der Einbau und / oder die Verwendung solcher Produkte kann daher die konstruktiv vorgegebe-
nen Eigenschaften des Turboladers negativ verndern.
Dadurch kann die aktive und / oder passive Sicherheit des Turboladers nachteilig beeinflusst
werden.
Fr Schden, die durch das Verwenden von Nicht-Originalteilen und entsprechendem Zubehr
entstehen, schliesst ABB Turbo Systems jede Haftung aus.
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Seite 8 Vorbemerkungen
6
Befhigung des Personals
Der Turbolader darf nur von ausgebildetem und autorisiertem Personal bedient und gewartet
werden.
Arbeiten an mechanischen Bauteilen, wie Lagern oder Rotoren drfen nur von ausgebildeten
Monteuren von einer offiziellen Service-Stelle der ABB Turbo Systems AG ausgefhrt werden!
Es ist sicherzustellen, dass nur dazu beauftragtes Personal am Turbolader ttig wird.
7
Kundendienst
8
Ausfhrungsvarianten
Deshalb kann es vorkommen, dass auch Teile aufgelistet sind, die beim gelieferten Turbolader
nicht vorhanden sind.
Unsere Vertretungen und Service-Stellen (siehe Service-Stellen Liste im Kap. 7) erteilen Aus-
kunft, falls in der vorliegenden allgemeinen Vorschrift besondere Flle nicht bercksichtigt sein
sollten.
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9
Lagern neuer Turbolader
Von ABB Turbo Systems neu gelieferte Turbolader sind ab Lieferdatum 6 Monate lang, ohne
zustzliche Konser-vierungsmassnahmen, an trockenen Orten mit einer durchschnittlichen Luft-
feuchtigkeit von 40 bis 70% lagerbar.
Nach Ablauf von 6 Monaten und dann alle 6 Monate, die Oberflche (Isolation entfernen) und alle
zugnglichen Rume mit Korrosionsschutzl einsprhen.
10
Abkrzungen
Abschn. Abschnitt
bzw. beziehungsweise
Fig. Abbildung
Kap. Kapitel
kpl. komplett
Nr. Nummer
s. siehe
Tab. Tabelle
Temp. Temperatur
TL Turbolader
TS Turbinenseite
VS Verdichterseite
- Arbeitsschritte / Aufzhlungen
+ zus. Arbeitsschritte bei Optionen
Conformit Europenne
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Seite 10 Vorbemerkungen
11
Leistungsschild Turbolader
Type HT
n Mmax 1 1 t Mmax 1
HZTL 428 765 P.
s
n Bmax 2 t Bmax 2 C
6
7 8 kg 3 4 5
Application according to
the Operation Manual
made in Switzerland
Einsatzgrenzen:
1 n Mmax, t Mmax: Turbolader - Einsatzgrenzen
bei Motorberlast (110%).
Nur im Prfstandbetrieb, wenn nicht anders mit dem Motorenbauer ver-
einbart.
n = Turbolader - Drehzahl
t = Abgastemperatur vor Turbine
4
Wechselzeit des Verdichters in 1000 h
Ohne Angaben: 100'000 h
Weitere Angaben:
6 Kunden Part-Nummer
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Vorsicht ! Der Turbolader darf nur bis zu den auf dem Leistungsschild angegebenen Einsatz-
grenzen nBmax, tBmax betrieben werden. Diese sind mit dem Motorenbauer anwen-
dungsspezifisch festgelegt.
Einsatzgrenzen nMmax, tMmax sind, wenn nicht anders vereinbart, nur im Prfstand-
betrieb zulssig.
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1
Turbolader Betriebshandbuch Kapitel 1
Sicherheits- und Gefahrenhinweise Seite 1
1
Sicherheits- und
Gefahrenhinweise
Inhalt Seite
1
Grundlegende Sicherheitshinweise ......................................................................................... 3
2
Spezielle Sicherheitshinweise ..................................................................................................4
2.1
Sicherheit beim Anschliessen ............................................................................................. 4
2.2
Sicherheit beim Inbetriebnehmen und beim Betrieb ........................................................... 5
2.3
Sicherheit beim Reinigen ................................................................................................... 5
2.4
Sicherheit bei Demontage und Montage ........................................................................... 6
2.5
Sicherheit bei Ausserbetriebnahme .................................................................................... 6
3
Gefahrenhinweise und Gefahrenschutz ................................................................................. 7
3.1
Mechanische Einflsse ....................................................................................................... 7
3.2
Werk- und Arbeitsstoffe ..................................................................................................... 8
3.3
Lrm .................................................................................................................................. 10
Volume: 10 Seiten
Edition: 03 / 2002
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1
Grundlegende Sicherheitshinweise
Warnung ! Ernsthafte Personenschden oder tdliche Unflle knnen die Folge sein, wenn Arbeits-
und Bedienungsanweisungen mit diesem Symbol nicht oder ungenau befolgt werden.
Vorsicht ! Folgenschwere Maschinen- oder Sachschden knnen die Folge sein, wenn Arbeits-
und Bedienungsanweisungen mit diesem Symbol nicht oder ungenau befolgt werden.
Hinweis Wirkungsvolleres und einfacheres Arbeiten ist die Folge, wenn Arbeits- und Bedienungs-
anweisungen mit diesem Symbol befolgt werden.
2
Spezielle Sicherheitshinweise
Die hier aufgefhrten Hinweise dienen Ihrer Sicherheit und verhelfen Ihnen zu einem sicheren
Umgang mit dem Turbolader und mit seinen Betriebsmitteln.
Befolgen Sie unbedingt diese Sicherheitshinweise beim Betrieb mit und bei Arbeiten am Turbo-
lader.
- Bei Montagearbeiten ber Krperhhe die dafr vorgesehenen Aufstiegshilfen und Arbeits-
bhnen verwenden.
- Bei Schweissarbeiten oberhalb des Turboladers unbedingt den Luftfilter abdecken, damit die
Filtermatte nicht beschdigt wird.
2.1
Sicherheit beim Anschliessen
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2.2
Sicherheit beim Inbetriebnehmen
und beim Betrieb
- Vor dem Inbetriebnehmen den Turbolader auf Beschdigungen und Lecks kontrollieren.
- Turbolader ca. alle 12 Betriebsstunden bzw. mindestens einmal pro Tag auf ussere er-
kennbare Schden und Mngel prfen.
- Schden und Vernderungen des Betriebsverhaltens sofort der zustndigen Person/ Stelle
melden.
2.3
Sicherheit beim Reinigen
- Vor dem Reinigen den Boden gegen unbeabsichtigt eindringendes l und Betriebsmittel
abdichten.
2.4
Sicherheit bei Demontage und Montage
- Fr sicheres und umweltschonendes Ablassen, Auffangen und Entsorgen von Betriebs- und
Hilfsstoffen sorgen.
2.5
Sicherheit bei Ausserbetriebnahme
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3
Gefahrenhinweise und Gefahrenschutz
Beim Betrieb mit und bei Arbeiten am Turbolader knnen Gefahren ausgehen:
3.1
Mechanische Einflsse
Krperschden
Ursachen
Schutzmglichkeiten
- Leder-Schutzhandschuhe tragen.
- Sicherheitsschuhe tragen.
- Leckagen beseitigen.
3.2
Werk- und Arbeitsstoffe
Das sind chemische Substanzen wie le, Fette, Khlflssigkeit, Reinigungs- und Lsungsmit-
tel, Suren und andere Gefahrenstoffe.
Vorsicht ! Umweltverschmutzung und Schdigung durch Auslaufen und Eindringen von Werk-
und Arbeitsstoffen in Boden und Gewsser.
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Ursachen
- Nicht gasdichte und nicht der Gefahrenstoffverordnung entsprechende Behlter und Sammel-
container
Schutzmglichkeiten
- Bei Leckagen oder nach Verschtten sofort geeignete Absorbentien ausstreuen und diese
umweltgerecht als Sondermll entsorgen.
3.3
Lrm
Krperschden
Ursachen
Schutzmglichkeiten
- Gehrschutz tragen.
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Turbolader Betriebshandbuch TPL Kapitel 2
Inbetriebnehmen Seite 1
2
Inbetriebnehmen
Inhalt Seite
1
lversorgung...............................................................................................................................3
1.1
lfiltrierung ..........................................................................................................................3
1.2
ldruck / ltemperatur ........................................................................................................3
2
Prfarbeiten bei Inbetriebnahme ...............................................................................................5
2.1
bersicht Prfarbeiten .........................................................................................................5
2.2
Prfen vor Inbetriebnahme ..................................................................................................8
2.3
Prfen nach Inbetriebnahme ...............................................................................................8
2.4
Prfen nach 100 Betriebsstunden .......................................................................................9
3
Inbetriebnahme nach Stillegung ...............................................................................................9
Volume: 9 Seiten
Edition: 03 / 2002
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Seite 2 Inbetriebnehmen
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1
lversorgung
Eine bei allen vorkommenden Betriebszustnden funktionierende und sorgfltig ausgefhrte
lversorgung ist eine wichtige Voraussetzung fr einen strungsfreien Betrieb der Turbolader.
Die Schmierung des TPL-Turboladers erfolgt in der Regel mit l aus dem Motorlkreislauf.
Hinweis Beachten Sie die Vorschriften des Motorenherstellers zur Schmierlauswahl und
lwechsel-Intervallen.
1.1
lfiltrierung
TPL 61 65
Fr TPL Turbolader der Grssen TPL 61 TPL 65 ist eine Schmierlfiltrierung mit einer
Filtermaschenweite 0.034 mm erforderlich.
TPL 69 85
Eine Schmierlfiltrierung mit einer Filtermaschenweite 0.050 mm ist fr TPL 69 TPL 85
Turbolader ausreichend. Bei einer feineren Filtrierung (Empfehlung: Partikel grsser 0.034 mm
abscheiden), kann mit einer Erhhung der Lagerlebensdauer gerechnet werden.
Diese Filtrierung kann durch den Einsatz eines zustzlichen, sich selbstreinigenden Feinfilters
erreicht werden.
1.2
ldruck / ltemperatur
Der ldruck vor den Lagern (Messstelle im Blindanschluss) muss fr einen strungsfreien
Betrieb genau eingehalten werden.
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2
Prfarbeiten bei Inbetriebnahme
- In den unten angegebenen Zeitabstnden sind an den aufgelisteten Prfstellen Kontroll- und
Messarbeiten durchzufhren.
- Vor und bei allen Prfarbeiten sind die Sicherheitshinweise in Kap. 1 zu beachten.
2.1
bersicht Prfarbeiten
Prfort
Prfstelle
(in bersicht sichtbar)
Prfstelle
(in bersicht verdeckt)
Prfen
Messwerte erfassen
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vor Inbetr.
nach Inbetr.
Fig. 2-1
bersicht Prfarbeiten
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Inbetriebnehmen Seite 7
bersicht Prfarbeiten
Manometer Handbuch
- ldruck prfen
vor Inbetrieb- lleitung Motorenbauer
nahme
Luftfiltermatte - auf Beschdigung prfen Kap. 3
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Seite 8 Inbetriebnehmen
2.2
Prfen vor
Inbetriebnahme
Vorsicht ! Vor der ersten Inbetriebnahme sowie nach jeder Revision des Schmiersystems wird
dringend empfohlen, mit Bypassleitung das komplette Schmiersystem mit warmem
l grndlich durchzusplen.
Beim Einfahren des Motors sowie nach jeder Revision des Schmiersystems emp-
fehlen wir dringend einen Einfahrfilter zu benutzen.
2.3
Prfen nach
Inbetriebnahme
- Nach dem Anlassen des Motors alle Gas-, Luft- und lleitungen auf Dichtheit prfen.
- Drehzahl, ldruck, Ladedruck und Temperaturen vor und nach Turbine und Verdichter bei
verschiedenen Motorleistungen messen.
- Messwerte mit den Werten des Abnahmeprotokolls vergleichen und dabei unterschiedliche
Betriebsbedingungen bercksichtigen.
Vorsicht ! Vor dem Abstellen, Motor ca. 3 Minuten im Leerlauf weiterlaufen lassen, damit die
Wrme in den Lagern vom weiterzirkulierenden Schmierl abgefhrt werden kann.
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Inbetriebnehmen Seite 9
2.4
Prfen nach
100 Betriebsstunden
Nach den ersten 100 Betriebsstunden Schmierlfilter reinigen oder wechseln (s. Kap. 3).
3
Inbetriebnahme
nach Stillegung
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Turbolader Betriebshandbuch TPL Kapitel 3
Betrieb und Unterhalt Seite 1
3
Betrieb und
Unterhalt
Inhalt Seite
1
Prfarbeiten .................................................................................................................................3
1.1
bersicht Prfarbeiten .........................................................................................................3
1.2
Prfen alle 25 bis 50 Stunden..............................................................................................6
1.3
Prfen nach Angaben des Motorenbauers ..........................................................................6
1.4
Prfen alle 8'000 - 12'000 Stunden......................................................................................6
1.5
Eintrge in das Maschinentagebuch....................................................................................7
2
berwachung ..............................................................................................................................9
2.1
Drehzahlmessung ................................................................................................................9
2.2
U - Manometer TPL 73 - 85 ..............................................................................................10
2.3
Pumpen des Turboladers ..................................................................................................11
2.4
Streifen der rotierenden Teile ............................................................................................11
Volume: 32 Seiten
Edition: 02 / 2003
HZTL 10459_DE
ABB Turbo Systems Ltd ABB
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Turbolader Betriebshandbuch TPL Kapitel 4
Beheben von Strungen Seite 1
4
Beheben von Strungen
Inhalt Seite
1
Strungen, Ursachen, Abhilfe ....................................................................................................3
Volume: 4 Seiten
Edition: 06 / 2002
HZTL 10454_DE
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-.- ABB
Kapitel 4 Turbolader Betriebshandbuch TPL
Seite 2 Beheben von Strungen
10454_DE
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Turbolader Betriebshandbuch TPL Kapitel 4
Beheben von Strungen Seite 3
1
Strungen, Ursachen, Abhilfe
Ladeluft-
- Khlwassereintrittstemperatur zu - Khlsystem kontrollieren/reinigen
khler
hoch
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5
Turbolader Betriebshandbuch TPL Kapitel 5
Demontage und Montage Seite 1
5
Demontage und Montage
Inhalt Seite
1
Gewichte ..................................................................................................................................... 3
2
Turbolader abbauen und anbauen ........................................................................................... 5
3
Turbolader demontieren und montieren .................................................................................. 7
3.1
Axialspiel ............................................................................................................................. 7
3.2
Rotorblock ausbauen .......................................................................................................... 9
3.3
Diffusor und Dsenring ausbauen .................................................................................... 13
3.4
Rotorblock einbauen ......................................................................................................... 15
3.5
Turbinenseitige Demontage /Montage des Dsenringes ................................................. 17
4
Tabelle der Anziehmomente ................................................................................................... 19
5
Ersatz- und Reserveteile ......................................................................................................... 20
6
Werkzeuge ................................................................................................................................ 23
6.1
TPL 69 -A.. ........................................................................................................................ 23
6.2
TPL 73 -A.. 85 -A.. Rotor mit Schraubverbindung ......................................................... 25
6.3
TPL 73 -A.. 85 -A.. Rotor mit Polygonverbindung ......................................................... 27
7
Verzeichnis der Teilenummern ............................................................................................... 31
Volume: Seiten 31
Edition: 02 / 2003
HZTL 10460_DE
ABB Turbo Systems Ltd
-C-
ABB
3
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3RV %H]HLFKQXQJ [kg]
73/ 73/ 73/ 73/ 73/
Luftsaugstutzen radial 80 140 155 242 290
Luftsaugstutzen axial -- -- -- -- --
Schalldmpfer 140 244 404 576 955
Verdichtergehuse Innenteil 83 148 260 355 550
Einsatzwand 85 134 276 431 850
Diffusor 36 57 80 125 225
Verdichtergehuse Aussenteil 180 290 475 680 1149
Rotorblock 356 546 950 1356 2118
Turbinendiffusor 46 72 150 250 460
Dsenring 17 25 44 63 95
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Ausserbetriebnehmen
Rotorblock mit Schraubenverbindung
Inhalt Seite
1
Kurzfristiges Stillsetzen des Turboladers ................................................................................3
1.1
Rotor blockieren TPL 69 85 ..............................................................................................5
1.2
Abschlussdeckel anbringen .................................................................................................9
2
Turbolader konservieren ..........................................................................................................11
2.1
Ausserbetriebnehmen bis zu 12 Monaten .........................................................................11
2.2
Ausserbetriebnehmen ber 12 Monate .............................................................................11
Volume: 11 Seiten
Edition: 03 / 2002
HZTL 10456_DE
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Kapitel 6 Turbolader Betriebshandbuch TPL
Seite 2 Ausserbetriebnehmen
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Turbolader Betriebshandbuch TPL Kapitel 6
Ausserbetriebnehmen Seite 3
1
Kurzfristiges Stillsetzen des Turboladers
Muss der Dieselmotor im Fall eines Turboladerschadens mglichst rasch wieder betrieben wer-
den knnen (Notreparatur), dann kann der Turboladerrotor gemss Angaben in Abschnitt 1.1
blockiert werden.
Wenn mehr Zeit verfgbar steht, dann wird empfohlen, den Rotorblock auszubauen und ein
Abschlussdeckel gemss Abschnitt 1.2 anzubringen.
Vorsicht ! Es sind in beiden Fllen die Vorschriften des Motorenherstellers fr den Betrieb des
Motors mit blockiertem / abgeblendetem Turbolader genau zu beachten!
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Seite 4 Ausserbetriebnehmen
25005
90020
90480
Fig. 6-1
Rotor blockieren
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1.1
Rotor blockieren
TPL 69 85
In Notfllen mit beschdigtem Turbolader kann es vorkommen, dass der Motor ohne, bzw. bei
Anwendungen mit mehreren Turboladern mit reduzierter, Aufladung weiter betrieben werden
muss. Wenn der Motor mglichst rasch wieder in Betrieb gebracht werden muss, dann kann
der Rotor des beschdigten Turboladers blockiert werden.
Steht mehr Zeit zur Verfgung, dann wird der Ausbau des Rotorblocks und Anbringen eines
Abschlussdeckels gemss Kapitel 1.2 empfohlen.
Zum Blockieren des Rotors ist wie folgt vorzugehen (siehe auch Fig. 6-1):
Hinweis Zur Sicherung der Arretierung ins bestehende Loch ein Gewinde (M12 oder 1/2")
schneiden und die Arretierung mit einer Schraube (A) sichern.
Vorsicht ! Ein blockierter Rotor muss auf jeden Fall ausgebaut werden.
Whrend dem Betrieb des Motors mit blockiertem Turbolader muss die Schmier-
lversorgung auch an diesem angeschlossen und eingeschaltet sein, sofern der
Gaseintritt nicht abgeblendet werden kann (siehe nchster Abschnitt). Ansonsten
knnen noch intakte Komponenten durch berhitzung beschdigt werden.
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- Durch zustzliches Abblenden des Gaseintritts kann die Betriebsgrenze des Motors angeho-
ben werden. Zudem wird die Belastung und Temperatur des blockierten Rotors gesenkt.
- Kann der Gaseintritt nicht abgeblendet werden, dann sind folgende Betriebsgrenzen einzu-
halten:
1. Der Druck im Ladeluftreceiver darf 1 bar berdruck nicht berschreiten.
2. Max. zulssige Motorlast: 50%.
- Es ist in jedem Fall auf die Drehzahl der unbeschdigten Turbolader zu achten. Die Drehzahl-
grenze nBmax gemss Turbolader Rating Plate darf nicht berschritten werden.
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b) Gemeinsamer Receiver:
- Wenn der Motor mit einem gemeinsamen Luftreceiver und getrennten Abgasreceivern aus-
gestattet ist, dann muss unbedingt der Kompensator am Verdichteraustritt des beschdigten
Turboladers ausgebaut und die Luftleitung auf der Motorenseite abgeblendet werden. An-
sonsten kann der unbeschdigte Turbolader leer durchdrehen und auf berdrehzahl lau-
fen.
- Abhngig vom Aufladesystem des Motors wird der blockierte Rotor mit mehr oder weniger
starken Pulsen des Abgassystems beaufschlagt. Insbesondere bei Stossaufladung (Turbinen-
gehuse mit mehr als einem Gaseintritt) wird die Blockiervorrichtung dabei stark belastet.
Daher sollten folgende Betriebsgrenzen nicht berschritten werden:
1. Bei gleichdruckhnlichen Systemen (1 Gaseintritt) kann der Motor bis max. 25% Motor-
last betrieben werden. Der Druck im Ladeluftreceiver darf 0.9 bar berdruck nicht ber-
schreiten.
2. Bei Stossaufladung (2...4 Gaseintritte) kann der Motor bis max. 20% Motorlast betrieben
werden. Der Druck im Ladeluftreceiver darf 0.5 bar berdruck nicht berschreiten.
Der Motor kann gemss Angaben des Motorenbauers betrieben werden. Es ist jedoch unbe-
dingt auf die Drehzahl des unbeschdigten Turboladers zu achten. Die Drehzahlgrenze nBmax
gemss Turbolader Rating Plate darf nicht berschritten werden.
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Seite 8 Ausserbetriebnehmen
1 2
B5
3
B3
B7
3
B2
a1
a3
a2
B1
B4 B6
B8
5
4
Fig. 6-2
Stahlrohr Abschlussdeckel
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Ausserbetriebnehmen Seite 9
1.2
Abschlussdeckel anbringen
Hinweis Der Abschlussdeckel (Werkstoff: ST37) muss anhand der Zeichnung selbst gefer-
tigt werden.
5
Typ B1 B2 B3 B4 B5 B6 B7 B8 1 2 3 4 a1 a2 a3
min
TPL 61 278 6 8 61 529 596 567 14 21
TPL 65 325 30 30 8 10 6 70 616 694 660 16 22
TPL 69 385 8 10 84 726 818 779 18 25
TPL 73 13 450 9 12 94 844 948 905 20 28 4x90 37,5 24x15
TPL 77 535 9 12 107 1003 1124 1075 22 30
50 50 8
TPL 80 623 11 15 136 1164 1300 1248 24 32
TPL 85 774 14 18 167 1425 1586 1528 26 36
Alle Masse in mm
10456_DE
ABB Turbo Systems Ltd
-B- ABB
Kapitel 6 Turbolader Betriebshandbuch TPL
Seite 10 Ausserbetriebnehmen
b) Gemeinsamer Receiver:
Wenn der Motor mit einem gemeinsamen Luftreceiver ausgestattet ist, dann muss unbe-
dingt der Kompensator am Verdichteraustritt des beschdigten Turboladers ausgebaut und
die Luftleitung auf der Motorenseite abgeblendet werden. Ansonsten kann der unbeschdig-
te Turbolader leer durchdrehen und auf berdrehzahl laufen.
Der Motor kann prinzipiell gemss den Angaben des Motorenbauers betrieben werden. Es ist
jedoch unbedingt auf die Drehzahl des unbeschdigten Turboladers zu achten. Die Drehzahl-
grenze nBmax gemss Turbolader Rating Plate darf nicht berschritten werden.
10456_DE
ABB -B-
ABB Turbo Systems Ltd
Turbolader Betriebshandbuch TPL Kapitel 6
Ausserbetriebnehmen Seite 11
2
Turbolader konservieren
2.1
Ausserbetriebnehmen
bis zu 12 Monaten
Wird ein Turbolader fr bis zu 12 Monate stillgelegt, so hngt eine eventuell notwendige
spezielle Konservierung des Laders in erster Linie vom Zustand des Schmierles vor der
Stillegung ab.
Ist die Neutralisationszahl (TAN) kleiner als 2 mg KOH/g, so mssen keine speziellen
Massnahmen getroffen werden. Ist die Neutralisationszahl jedoch grsser, muss der Lader
nach der Stillegung demontiert, gereinigt und die blanken Teile mssen mit Konservierungsl
eingelt werden.
Bleibt der Turbolader auf dem Motor angebaut und wird das Motorl vor der Stillegung durch
ein Konservierungsl ersetzt und mit der Vorschmierpumpe umgewlzt, so erbrigt sich jede
Massnahme am Turbolader. Reste von altem Motorenschmierl werden dadurch weggesplt
und die empfindlichen Lagerpartien weitgehend vor Korrosion geschtzt.
Dreht der Rotor wegen Kaminzuges, ist zwischen dem Verdichtergehuse und der Ladeluft-
leitung ein Blindflansch einzubauen.
2.2
Ausserbetriebnehmen
ber 12 Monate
Wird der Turbolader vom Motor abgebaut und fr lngere Zeit auf Lager gelegt, muss die
Zerlegung und die Konservierung des Turboladers von einer offiziellen Service-Stelle der ABB
Turbo Systems vorgenommen werden.
Als Lagerungsort eignen sich nur trockene Rume, in denen keine Kondenswasserbildung
mglich ist.
10456_DE
ABB Turbo Systems Ltd
-B- ABB
7
ABB
ABB Turbo Systems AG
Bruggerstrasse 71a
CH-5400 Baden
Switzerland
Charge Air Cooler C5.05.06.30.17.22
-
1
GEA Maschinenkhltechnik GmbH
Geschftsbereich Sdstrae 48
Wrmetechnik D-44625 Herne
Contents
Item Title Page
1. General 3
2. Cooler design 3
2.1 Removable stack cooler with casing 3
2.2 Removable stack cooler without casing 3
2.3 Block cooler 3
4. Commissioning 4
4.1 Pressure Test 4
4.2 Venting 4
4.3 Open Cooling Circuit 5
4.3.1 Cooling Water Flow 5
4.3.2 Protective Film 5
4.4 Closed Water Circuit 6
4.4.1 Cooling Water Flow 6
4.4.2 Protective Film 6
5. Standstill 7
5.1 Standstill in Case of Open Cooling Water Circuit 7
5.2 Standstill in Case of Closed Cooling Water Circuit 7
5.3 Standstill at Freezing Conditions 7
6. Service control 8
6.1 General 8
6.2 Performance Test 8
7. Cleaning 8
7.1 Cleaning at the air-side 8
7.2 Cleaning agents 8
7.3 Continues cleaning 9
7.4 Chemical cleaning 9
7.5 Mechanical cleaning 9
2
GEA Maschinenkhltechnik GmbH
Geschftsbereich Sdstrae 48
Wrmetechnik D-44625 Herne
1. General
The GEA Charge air cooler is a finned tube heat exchanger. The hot air flows over the fins on
the outside of the tubes and the cooling fluid flows through the tubes. The heat exchange
surface of the cooler consists of round expanded tubes and continuous flat plate fins.
The bond between fin and tube is achieved by mechanical expansion of the tubes.
The tubes are rolled into the tube sheets at each end of the tubes by the use of
tube expanders. The sidewalls form an integral part of the cooler and are bolted to tube sheets.
Water headers are provided for water handling and pipe joints. The number of division rips are
conform to the number of water passes. The headers are bolted to the tube sheets, gaskets are
interposed for sealing. Plugs in the headers are provided for cooler venting and draining.
The materials for headers and tube are chosen in accordance to the cooling water specification
and also depend on the velocity in the tubes. Charge air coolers are designed as one stage,
two stage or three stage coolers according of the demand of the engine design and
performance.
2. Cooler design
The charge air cooler is an integral part of the diesel engine. Mounting situation inlet and outlet
water pipe connection as well as air duct connection are designed by the engine manufacture.
Further informations are given in the manual of the engine manufactures. Principle cooler
sketches see page 13 - 14.
A removable stack cooler refers to a design of a casing with a removable tube stack.
The cooler casing is bolted between the air ducts. The tube stack is pushed into the casing
and is bolted with the protruding tube sheet (fixed end). The lose end is bolted with a frame
which allows movements in horizontal direction to compensate extension coursed by
temperature.
Removable stack coolers are used where a casing is an integral design of the Diesel engine.
The tube stack is slided into the casing. The protruding tube sheet (fixed end) of the tube stack
is bolted to the casing.
A Block cooler refers to the design mounted, directly between the air ducts of engine.
The block cooler is bolted with the air ducts at the side walls and the tube sheets.
3
GEA Maschinenkhltechnik GmbH
Geschftsbereich Sdstrae 48
Wrmetechnik D-44625 Herne
The coolers have to be stored in a dry and vented hall. They have to be protected against
dirt and mechanical damages.
The cooler bundles are drained before dispatch. The water flanges are closed with plastic caps
and the fin bay is covered with a protection plate.
Before first installation the protection plates have to be removed from the tube bundle.
The air connections have to be sealed with new gaskets provided at site.
The water connections have to be fitted to the water piping with new gaskets provided at site.
All connections must be free of tensions.
Before removing the cooler has to be drained. Removing the cooler is carried out vice versa as
the mounting. The cooler has to be deposit at a suitable place. The fin bay has to be protected
against damages and dirt. For long term storage the water connections have also be closed.
4. Commissioning
4.1 Pressure Test
After the water pipes are connected, GEA/GMT recommends to check the tightness before
commissioning. Clean water (drinking water quality) has to be used for the pressure test.
If the cooler is not taken into operation immediately after the pressure test the cooler has
to be drained (see item 5 Standstill).
After a longer period of storage or extended stand still the header screws have to be checked
with the recommended torque and shall be tightened with the recommended torque if
necessary. After that the cooler has to be pressure tested. In case of leakage's the gaskets
have to be changed.
4.2 Venting
For cooler venting use the venting plugs which you will find on the nozzle header.
For continuously venting a venting pipe should be installed.
4
GEA Maschinenkhltechnik GmbH
Geschftsbereich Sdstrae 48
Wrmetechnik D-44625 Herne
The flow rate of the cooling water has to be in accordance to the layout values of the cooler.
Frequent fluctuations of the cooling water velocity prevent the formation of a natural protective
film against corrosion. In case of open cooling circuits a too low water velocity encourages
dangerous dirt deposits and too high velocity causes erosion. In case of open cooling water
circuits never operate at min. or max velocity for a prolonged period. The recommended
velocity for a prolonged period is 2 m/s.
The good chemical resistance of copper/nickel alloys is due to their ability to form a
natural protection film which has the capability to prevent corrosion attacks.
New cooling tubes of which the protection coat has not yet fully developed shall not
come into contact with contaminated water. The immediately forming dirt deposit will
destroy the formation of a protective coat.
Water pressure test has to be done therefore only with clean water.
5
GEA Maschinenkhltechnik GmbH
Geschftsbereich Sdstrae 48
Wrmetechnik D-44625 Herne
The flow rate of cooling water has to be in accordance with the layout values of the cooler.
It must be guaranteed that the circuit water is clean and no deposits in the tubes can occur.
(Drinking water quality).
The good chemical resistance of copper/nickel alloys against corrosion is due to the
ability to form a natural protection film which is difficult to dissolve.
New cooling tubes of which the protection coat has not yet fully developed shall not
come into contact with contaminated water. The immediately forming dirt deposit will
destroy the formation of a protective coat.
Water pressure test has to be done therefore only with clean water.
6
GEA Maschinenkhltechnik GmbH
Geschftsbereich Sdstrae 48
Wrmetechnik D-44625 Herne
5. Standstill
5.1 Standstill in Case of Open Cooling Water Circuit
In case of a standstills for more than 3 days the water side has to be drained.
A standstill is especially dangerous for copper alloy tubes in case of a not fully build up
protective coat or the risk of getting disturbed by corrosion under deposits.
If possible the cooler operation should not be interrupted during the first 2 months after
commissioning. However, if there is a failure in cooling water supply and operation is resumed
within three days time, the cooler can be left undrained. It must be guaranteed that the tubes
are free of deposits.
In case of deposits the cooler must be drained, the tubes have to be cleaned, flushed with clean
water and dried. A blow through with warm predried air through the pipes is recommended. The
cooler has to be sufficient vented. If sea water, brackish or saline water (reference value
chloride content 500 mg/l) is used as cooling water for flushing clean water
(drinking water quality) has to be used.
In case of standstills for more than 3 days during the start-up period of 2 months and later on
during standstills for more than 2 weeks the same cleaning procedure has to be used.
In case of short standstills operating with low water velocity is to be preferred to water standstill.
Drinking water quality is prescribed for closed cooling water circuits (see item 4.3).
Under this conditions no draining in case of standstill is necessary.
The cooler has to be drained in case of wintertime standstills, when a frost injury to the cooler
must be feared, also during short standstill periods.
7
GEA Maschinenkhltechnik GmbH
Geschftsbereich Sdstrae 48
Wrmetechnik D-44625 Herne
6. Service control
6.1 General
For Service control, the manometers have to be installed in the air ducts and in the cooling
water piping. We recommend to keep record of the air and water temperatures in the machine
log book periodically. Further control instruments can be provided in accordance with the
individual requirement.
The performance guarantee given by GEA is mainly expressed by the temperature difference
between cold water and cold air during normal operation and should be checked from time to
time.
A differential pressure gauge can also be used to check whether or not cleaning of the air or
water side of the cooler is necessary. We recommend to install differential pressure gauges in
the air duct and water piping before and after the cooler.
7. Cleaning
7.1 Cleaning of the air-side
Cleaning of the air-side should be done early to avoid accumulations of sludge and oil. The
cleaning has to be done in regular intervals. The time interval of cleaning depends on the
ambience condition of the engine. Soiling of the air-side has a low influence on the thermal
capacity of the cooler but on the pressure drop. High pressure drop has an influence on the
thermal load of the engine. Limits of the allowable increase of the pressure drop are given by
the engine builder (see engine maintenance manual)
Use only agents which have no corrosive effect to copper and copper nickel alloys.
Wrong chemical cleaning agents may occur defects on the cooler. GEA GMT can not accept
responsibility for defects coursed by using wrong cleaning agents.
The requisite cleaning agent depends on the kind of soiling of the fins. Cleaning agents for
different soiling are offered by following expert companies:
Some cleaning companies offer continues cleaning systems. This systems may influence the
engine operation. Use continues cleaning only on release of the engine builder.
For cleaning the cooler, the cooler stack has to be removed from the engine. The cooler is
immersed in a cleaning bath which has to be filled with the cleaning agent. The cleaning agent
has to be according to the recommendations of the engine builder or there suppliers.
Immersing the cooler in a cleaning bath may not have a satisfying cleaning result.
Using a circulation pump will improve the cleaning result.
The best cleaning result can be obtained by using ultra sonic transducer.
This cleaning system is normally performed by expert companies.
The time of cleaning depends on the degree of fouling as well as the kind of fouling.
It may be advisable to scour the cooler over night in the cleaning agent.
After cleaning the cooler, the fin stack has to be rinsed with tap water using a water jet.
The water jet has to be applied in minimum m distance from the fins and only parallel to fins.
Maximum water pressure is 120 bar. After rinsing the fin stack it has be dried with compressed
air before refitted on the engine.
Mechanical cleaning is done by the use of nylon brushes fitted to a rod. Tube brushes are
available at GEA/GMT service department. Regular cleaning is necessary, the cleaning
intervals depend on the used cooling water. The cleaning of the water side is not only required
to maintain the thermal performance of the cooler. Scaling increases the risk of pitting corrosion
and obstacles particles blocking the tubes and favours erosion. Mechanical cleaning can be
done on side or when the cooler is removed. At least one header has to be removed, the wet
tubes should be brushed clean one after the other by pushing the nylon brush through the
whole tube until all the dirt is flushed out and no residues are left. After finishing cleaning
activities the headers have to be re mounted with new gaskets. Venting must be repeated after
cooling water is refilled.
9
GEA Maschinenkhltechnik GmbH
Geschftsbereich Sdstrae 48
Wrmetechnik D-44625 Herne
All remedies have to be done in conformity with the technical specifications of the engine
manual and Charge air cooler manual. Compare measured value with test bed values.
Difficulty Possible Cause Fault Location Remedy, see
Engine Manual
Charge air 1.1 Charge air High engine room Reduce engine load
temperature after temperature before temperature. according engine
cooler too high. cooler too high. manual.
Dirty, turbocharger. Clean turbocharger
according engine
manual.
1.2 Increased coolant Maladjusted cooling Readjust cooling
inlet temperature. system. system.
1.3 Increased coolant Maladjusted cooling Readjust cooling
outlet temperature, system. system.
Inadequate low Blocked sea-water Clean filter.
coolant flow. filter.
Cooler tubes are Clean air cooler.
partly blocked.
1.4 Low coolant outlet Fouling of the cooler Clean cooler tubes.
temperature, low tubes.
inlet
to out let Heavy fouling of air Clean cooler air
temperature side, high air side.
difference. pressure drop.
Charge air 2.1 Water inlet Maladjusted cooling Readjust cooling
temperature too low. temperature too low. system. system.
Low sea-water Recycle sea-water
temperature. into sea chest too
increase water inlet
temperature.
Reduce water flow
to allowable
amount, see water
velocities.
High pressure drop 3.1 Air side fouled. Check pressure Clean cooler air
on air side. gage. side.
Pressure gage Air temperature Repair or refit new
defect after cooler Ok, as pressure gage.
well as exhaust gas
temperature after
engine.
10
GEA Maschinenkhltechnik GmbH
Geschftsbereich Sdstrae 48
Wrmetechnik D-44625 Herne
High pressure prop 4.1 Increased coolant Maladjusted cooling Readjust cooling
on water side amount, high water system. Low water system.
flow. temperature
difference.
4.2 Air cooler water side High water Clean cooler.
partly blocked temperature
difference
4.3 Heavy fouled water Low water Clean cooler tubes.
side of tubes. temperature
difference.
4.4 Pressure gage Water temperature Repair or refit new
defect difference OK. pressure gage.
11
GEA Maschinenkhltechnik GmbH
Geschftsbereich Sdstrae 48
Wrmetechnik D-44625 Herne
9 Tube Leaks
9.1 Repair of Water Leakage's
Cause of a water leakage may be corroded tubes or a leaking rolled in tube end. To find out the
leaking tube it is helpful to remove the bundle and to deposit it on suitable benches.
The removed bundle has to be filled up with water and should be put under water pressure. The
area of the leaking can be estimated by the dripping water. To find out the real leaking tube it
could be necessary to do an individual pressure test of single tubes of the identified area.
Therefore the headers have to be dismantled.
WITHOUT GASKET OR
SIZE WITHOUT GASKET OR KLINGERSIL GASKET
KLINGERSIL - GASKET WITH NORD LOCK WASHER
M 10 42 50
M 12 75 90
M 16 180 220
M 20 360 430
12
GEA Maschinenkhltechnik GmbH
Geschftsbereich Sdstrae 48
Wrmetechnik D-44625 Herne
13
GEA Maschinenkhltechnik GmbH
Geschftsbereich Sdstrae 48
Wrmetechnik D-44625 Herne
1. Nut
2. Flange
3. Gasket
4. Bolt
5. Nozzle header
6. Header Bolt
7. Nozzle header
Gasket
8. Tube brush
9. Return header
Gasket
10. Return header
11. Header bolt
12. Drain / vent
13.
14. Tube plate
15.
14
Lub.-Oil Pump C5.05.08.07.22.93
-
VM43
Lub.-Oil Pump
Technical Documentation
Operation, Maintenance, Mounting and
Disassembly Instructions for the
Screw Pump L 3 N G
Mainluboilpump, direct driven
E 185 5253_e_Rev.1
L3NG
Contents
1. General Page 1
1.1. Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 1
1.2. Information about the Product . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 1
1.2.1. Addressing of the Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 1
1.2.2. Manufacturing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 1
1.2.3. Names, Types and Sizes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 1
1.2.4. Serial Number and Type Plate . . . . . . . . . . . . . . . . . . . . . . . . . . Page 1
1.2.5. Date of Manual Execution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 1
1.2.6. Change Notes and Manual Numbers . . . . . . . . . . . . . . . . . . . . . Page 1
1.2.7. Copy Rights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 1
1.2.8. Technical Documentation and Data Sheet . . . . . . . . . . . . . . . . Page 1
1.2.9. Customer Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 1
1.2.10. Quality Assurance and Quality testing . . . . . . . . . . . . . . . . . . . . Page 1
1.2.11. Warranty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 1
E 185 5253_e_Rev.1
L3NG
4.5. Execution Modifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5
4.5.1. Type key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5
4.5.2. Standard Material of Construction . . . . . . . . . . . . . . . . . . . . . . . Page 5
4.6. Operating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5
4.6.1. Operation acc. to specification . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5
4.6.2. Temperature and Pressure Limitations . . . . . . . . . . . . . . . . . . Page 5
4.6.3. Performance Data and Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5
4.6.3.1. Performance Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5
4.6.3.2. Power Consumption Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5
4.6.4. Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5
4.6.4.1. Required Space for Operating and Maintenance . . . . . . . . . . . Page 5
4.6.4.2. Environmental Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5
4.6.4.3. Base, Foundation and Anchoring . . . . . . . . . . . . . . . . . . . . . . . . Page 5
4.6.4.4. Suction and Discharge Piping . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5
4.6.4.5. Support Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 6
7. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 9
7.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 9
7.2. Maintenance and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 9
7.3. Disassembly and Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 9
7.3.1. General Precaution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 9
7.3.2. Customer Service/Personnel/Danger . . . . . . . . . . . . . . . . . . . . . Page 9
7.3.3. Disassembly and Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 9
7.3.4. Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 9
7.4. Disassembly of the Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 9
7.5. Assembly of the Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 9
7.5.1. Notice to the valve adjusting pressures . . . . . . . . . . . . . . . . . . . Page 10
7.6. Spare Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 11
Appendix
E 185 5253_e_Rev.1
L3NG
1. General 1.2.10. Warranty
1.1. Application A complex quality assurance system guaranties high quality standard
This screw pump is used for pumping oils or other lubricating media at levels for Leistritz screw pumps. The quality assurance, according to
lowpressuresrange . DIN ISO 9001, covers all production steps, which are necessary to ful-
fill all quality requirements for this product.
1.2. Information about the Product
Quality assurance measures (i.e. size, type of test and certification)
1.2.1. Addressing of the Manual
are issued by the purchaser in writing, including the necessary forms
This manual was made for the pump series L 3 N G Mainluboilpump and documents. Prior to shipment all pumps are rigorously tested.
for engine , direct driven. Only pumps which fulfill the confirmed test data will be shipped.
For other executions and designs different manuals are valid. They Use of this manual will help to assure a troublefree operation and full
can be ordered from the manufacturer separately if not on hand. flow performance. The proof of test data on the bench follows the gen-
1.2.2. Manufacturing eral test recommendations for rotary positive displacement pumps per
The manufacturer of the screw pump type L 3 N G Mainluboilpump, VDMA 24284.
is LEISTRITZ Pumpen GmbH The proof of test and their results are documented in test protocols acc.
residing in the to DIN 55350 part 18 Inspection certificate M.
Federal Republic of Germany
1.2.11. Warranty
90459 Nrnberg, Markgrafenstrae 29 39
or 90014 Nrnberg, Postfach 30 41 Our liability for defects of shipped goods is outlined in our delivery and
DIN Parts, accessories and additional parts are purchased from payment conditions, which are part of our Sales Conditions and Terms.
subsuppliers.
Damages which may occur as a result of disregard of the instruction
1.2.3. Names, Types and Sizes manual and replacement conditions are not covered under warranty. If
Name: Threerotor screw pump at a later date operation conditions change, for example different prod-
Type: L 3 N G Mainluboilpump for engine, direct driven uct, viscosity, temperature, speed or inlet condition, these conditions
Sizes: 140, 160, 180, 200, 225, 250, (256), 275, 300 and 320 have to be reviewed and acknowledged by LEISTRITZ. If no other
For additional information see the type key. agreements have been made with LEISTRITZ the delivered pumps
can only be disassembled and modified by LEISTRITZ or LEISTRITZ
1.2.4. Serial Number and Type Plate Service Representatives. Otherwise the warranty for occurred dam-
Each unit is equipped with a standard type plate, which shows the ages will be voided.
manufacturers serial number and type key. Enlarged type plates are
available on request.
1.2.5. Date of Manual Execution
Dated August 8, 1997.
Technical and design changes, improvements and amendments may
be made without notice.
1.2.6. Change Notes and Manual Numbers
All executed changes are listed on the final page of this manual. The
type of change, date, executor and proof reader are noted.
Manual number E 185 5253 includes additional documentation in the
form of drawings.
1.2.7. Copy Rights
All manuals, documents and drawings are copy righted according to
DIN 34.
1.2.8. Technical Documentation and Data Sheet
For in depth explanations see the following chapters:
Safety Chapter 2.
Transport and Storage Chapter 3.
Description of the Pump Chapter 4.
Mounting and Installation Chapter 5.
Mounting at Startup and Shut down Chapter 6.
Maintenance Chapter 7.
Trouble Shooting Chapter 8.
Drawings and documents Chapter 9.
The word Attention is inserted in the text to note these additional ad-
vice signs and is labeled directly on the unit.
2.9. Other Operations and Safety Hazards
Attention All packing material of the pump or the unit shall only be
For example: removed right before the installation of the pump.
Direction of Rotation and Flow No foreign particles are allowed to enter the pump!
Electrical Current Warning The danger of an accident at installation and mounting of
Marking of the Nozzles (inlet, outlet arrows) the unit has to be observed at any time.
Marking Vent and Drain Opening Balance stability always has to be existing, assembly
No rubdry sign and others. parts have to be secured against falling.
2.5. Safety Advice for the Operator Loose parts have to be properly secured.
4.3.9. Nozzles
E 185 5253_e_Rev.1
Page 4 of Page 13
L3NG
4.3.10. Drive before the pumps are delivered, the measured values and values cal-
The pump is being driven directly by a gear of the diesel motor. The culated on the basis of operating data will be listed in an acceptance
driving torque is being transferred with the gear to the driving pin of the certificate. Only pumps with performance values falling within the per-
driving spindle (pos. 150) by a particular clamping unit. mitted tolerances will be supplied.
Pay attention to a correct sense of rotation
and a proper fitting position of the pump ! 4.6.3.2. Power Consumption Diagrams
Performance curves for each particular pump size and pitch for vari-
ous speeds and viscosities can be supplied on request.
E 185 5253_e_Rev.1
Page 5 of Page 13
L3NG
They have to be completely open during normal operation. All pipes
and valves have to be cleaned thoroughly before the pump is mounted
in order to flush out weld slag, weld beads and possible mounting de-
bris, like bolts, nuts and so forth. No liability can be claimed for dam-
ages to the pump which have been caused by solid particles in the
product. The tank has to be designed in the area of the suction pipe of
the pump in this way, that air locks and foam carpets arising in the fluid
are being segregate from the flow medium and are no longer being
primed by the pump.
During the connection of the piping to the pump the flow direction
through the pump has to be observed (arrows on the pump). The con-
nection of a pressure gauge on the pump body should be planned.
E 185 5253_e_Rev.1
Page 6 of Page 13
L3NG
5. Mounting and Installation furthermore cause damage to the pump. Mounting the
pump to a driver, care should be taken that the max. axial shift (dis-
5.1. Tools
tance between shafts) the maximum eccentricity (center offset be-
For the total mounting or disassembly standard tools are necessary: tween the shafts) and the maximum angularity of the two shafts do not
Allen head wrenches according to DIN 911 exceed the recommended data of the manufacturers. Axial forces are
Open end wrenches according to DIN 838 ISO 3318 not allowed to be transmitted into the pump.
Open end wrenches according to DIN 3110 Impacts and knocks on the driving spindle have to be avoided.
Machinist hammer according to DIN 1041 All rotating parts have to be protected against uninten-
Rubber mallet tional touch! Damages caused by improper mounting or
Screw driver according to DIN 5.264/A adjustment of the pump and motor, are not covered under
Gear puller 2 or 3 armed warranty.
Pliers for snap rings according to DIN 5254
Snap ring pliers according to DIN 5256
Mounting sleeves for ball bearings
Spindle set clamp device
Inlet side
Delivery side
A B
D
Suction line
C
Pressure line
7.5.1. Notice to the valve adjusting pressures Valve actuating pressure; this is the pressure at which the valve be-
Like all positivedisplacement pumps, this screw pump requires a gins to open.
pressure relief valve to protect against overloading. This valve can be Valve shortcircuit pressure; this is the pressure at which the entire
installed externally, as an external valve in the piping system, or directly pump feed quantity flows off via the valve.
as an attached part on the pump. The respective model is specified in Valve closing pressure; this is the pressure at which the valve has
the data sheet or the valid drawings. closed again following relief.
If no other agreement has been made, the valve actuation pressure is It must be noted that at low operation pressures, the adjustment values
preset at the factory on the test bench. The opening pressure is ap- are selected so that the valve closing pressure is always above the
prox. 10 to 20 % above the operating pressure. However, the values on operating pressure and the valve shortcircuit pressure does not
the system must be checked prior to commissioning. lead to overloading of the pump and drive.
The following distinction is made for valves:
Pump is seized
Unit vibrates
Pump leaks
Compare rotation direction arrow of the pump with the motor direction of rotation,
probably incorrect pump arrangement.
Check suction pipelines, stopcocks for leaks and setting of pressure relief valve.
Vacuum suction head to high, shorten suction pipeline, mount pump at a lower
position. Reduce flow turbulence, lay suction pipelines straighter.
System and pump are empty. Fill tank with media.
Discharge pressure too high. Check operating data of pump, media viscosity.
Compare operating data. Heat media if necessary.
Viscosity too low. Compare operating data, increase drive speed as required.
Select a pump with steeper spindle pitch or next larger size of motor. Increase
media viscosity by changing media temperature.
During operation the media tank was not filled with media.
Air bubbles in suction and discharge system. Vent pump at highest point. Select
a larger media tank with better deaerating characteristics. Submerge return line
under the media level in the tank.
Shafts or spindles have seized in the housing borings. If the surfaces are only
slightly damaged these can be honed or lapped. Check operating data and do no
exceed.
Internal parts of pump worn, fit spare parts, fill with media or change filter insert,
monitor operating characteristics and do not exceed.
Pump not proper aligned and mounted, new alignment,check centering.
Connection lines are under tension. Refit lines in a tension free manner. If neces-
sary fit compensators into the lines. Support and secure pressure lines.
Ball or roller bearings defective, dismantle and replace.
10.
bar
bar
bar
bar
Prfmedium Prfdauer
Test fluid KSS Test duration 15 min
Geprft/Tested Abnahme Bemerkungen
Unterschrift/Signature Acceptance Blanco Remarks xmass
Breuer
Datum/Date
10.09.07
Das Protokoll ist elektronisch erstellt und ohne Unterschrift gltig. Der Aussteller ist QS- autorisiert.
The certificate was written electronically and is valid without signature. The issuer is quality assurance - authorized.
Oil Mist Detector C5.05.11.02.03.00
-
SCHALLER-AUTOMATION
INDUSTRIAL AUTOMATION TECHNOLOGY KG
VN 115 / 87 - EMC
VN 116 / 87 - EMC
VN 215 / 87 - EMC
VN 115 / 87
VN 116 / 87
VN 215 / 87
Safety Signs
electrical
Cmos
Inhalt,
Index
ghsdfgsfdjgljgkj fgkjgs fjg
dkgkgjfgjdsglj jd9wetgm
jlgslkgs tpiz
gk gkzoglgokhlkghm pt
dzigoklkfhfkhb
fkgm klkgxkxllklfkhkgxo0
1. Product Description
slkglskfkglkskgsk
......................................................................
dskhglskfhlklgkhllghotot
2. Installation ................................................................................
3. Commissioning ...........................................................................
6. Repairing .................................................................................
1. 01
gk gkzoglgokhlkghm pt
dzigoklkfhfkhb
fkgm klkgxkxllklfkhkgxo0
slkglskfkglkskgsk
dskhglskfhlklgkhllghotot
Product Description
Application
Oil mist detectors of the VISATRON series protect large diesel engines of all
operation classes against serious damages originating from crankdrive bearing or
piston component overheating.
Functional Description
The atmosphere of the crankcase compartments is continuously drawn out by
means of headers and directed through an optical opacity measuring track. In this
measuring track the opacity (turbidity) of the drawn crankcase atmosphere is
determined by means of infrared light.
3 3 3
2
2 2 6
4 4
1 1
1
5 5 5
1. 01 / 1 1. 01 / 2 1. 01 / 3 12.95
ghsdfgsfdjgljgkj fgkjgs fjg
dkgkgjfgjdsglj jd9wetgm
jlgslkgs tpiz
1. 02
gk gkzoglgokhlkghm pt
dzigoklkfhfkhb
fkgm klkgxkxllklfkhkgxo0
slkglskfkglkskgsk
dskhglskfhlklgkhllghotot
Technical Data
Electromagnetic
compatibility: Wiring failures:
50 Hz to 10 kHz, 3 V eff. /10 kHz to 50 MHz, 1 V eff.
Only
Electromagnetic fields:
VN 115 / 87
30 kHz to 200 MHz, field strength 10 V / m,
VN 116 / 87 Damped oscillation:
VN 215 / 87 1 MHz,1 kV, 400 pulses per second,
High- energy pulses:
0.5 joule, 5 kV, Ri = 500
Sensitivity: 1st row: switch position, 2nd and 3rd row: required
opacity for triggering an alarm
Switch position: 1 2 3 4 5 6 7 8 9 10
12. 95
ghsdfgsfdjgljgkj fgkjgs fjg
dkgkgjfgjdsglj jd9wetgm
jlgslkgs tpiz
1. 03
gk gkzoglgokhlkghm pt
dzigoklkfhfkhb
fkgm klkgxkxllklfkhkgxo0
slkglskfkglkskgsk
dskhglskfhlklgkhllghotot
Technical Data
Negative
pressure measured: At least 60 mm, maximum 80 mm W.G.
in Measuring Unit
Pneumatic Data
Protection: IP 44
Admissible operating
temperature range: 0 C bis +70 C
12.95
ghsdfgsfdjgljgkj fgkjgs fjg
dkgkgjfgjdsglj jd9wetgm
jlgslkgs tpiz
1.04
gk gkzoglgokhlkghm pt
dzigoklkfhfkhb
fkgm klkgxkxllklfkhkgxo0
slkglskfkglkskgsk
dskhglskfhlklgkhllghotot
Dimensions
ca.159
453
113,5
175
G 1/2 A
VN 115 / 87 - EMC
50
G 1/2 A
G 3/4 A
VN 115 / 87 G 3/4 A
Pg 21
174
111
158
RESET
53
43 140
49 146
172,5 171
1. 04 / 1
ca.159
146
120,5
175
453
VN 116 / 87 - EMC
G 1/2 A
VN 116 / 87
50
G 3/4 A
G 1/2 A
G 3/4 A
174
Pg 21
158
111
RESET
53
43 140
49
172,5 171
12.95 1. 04 / 2
ghsdfgsfdjgljgkj fgkjgs fjg
dkgkgjfgjdsglj jd9wetgm
jlgslkgs tpiz
1. 05
gk gkzoglgokhlkghm pt
dzigoklkfhfkhb
fkgm klkgxkxllklfkhkgxo0
slkglskfkglkskgsk
dskhglskfhlklgkhllghotot
ca.159
146
18 111,5
175
453
VN 215 / 87 - EMC
5 6
4 7
3 8 VN 215 / 87
56
28
G 3/4 A
2 9
G 1/2 A
1 10
174
155
Pg 21
111
RESET
53
43 140
49
171
172,5
1. 05 / 1
Fastening
VN 115 / 87 - EMC
VN 116 / 87 - EMC
VN 215 / 87 - EMC
175
VN 115 / 87
VN 116 / 87
VN 215 / 87
120
1. 05 / 2
12.95
2. 01
Installation
General
Suction pipes VN 115 / 87 - EMC and VN 116 / 87 - EMC ( see Fig. 2.1 / 1 )
Material: Seamless steel pipes,
header ( 1 ) 22 x 2 mm ( i.d. 18mm ), max. length: 9 m
suction pipes ( 2 ) 10 x 2 mm ( i.d. not less than 6mm )
2% bis 4%
2. 01 / 1 12.95
2. 02
VN 115 / 87 - EMC Headers above suction points for:
! 1
without 2
pipe end- siphon
Lay headers in
ascending direction
to the detector! 2. 02 / 1
with
pipe end- siphon
1
Lay headers in
2
asccending direction
3
to the detector!
2. 02 / 2
3 Pipe end- siphon 100 mm with oil return back to the engine,
or 200 mm with oil discharge outside the engine
12.95
2. 03
VN 215 / 87 - EMC
VN 215 / 87
!
Lay suction pipes in
descending manner!
Suction funnel
2. 03 / 1
Siphon blocks
!
Pipes can be
mounted horizontally
Avoid sagging or
oil collection
Suction funnel
2. 03 / 2
12.95
2. 04
Suction funnel in the crankcase compartment
The suction funnels have to be fitted in such a way that flooding by splashing
bearing oil or returning Piston cooling oil is avoided ( see Fig. 2. 04 / 1 ).
Caution: Make sure funnels are not interfering with
rotating or moving parts of the engine.
Sense of
engine rotation
2. 04 / 1
2. 04 / 2
!
Observe mounting
position!
12.95 2. 04 / 3
2. 05
Installation of siphon blocks
cutting ring
2. 05 / 1 2. 05 / 4
2. 05 / 2 2. 05 / 5
Tightening torque: 30 Nm
2. 05 / 3 2. 05 / 6
12.95
2. 06
Suction piping of VN 215 / 87 - EMC
Connecting flange,
Valve box
left right
5 6
4 7
3 8
2 9
1 10
4 - cylinders 1 2 3 4
5 6
4 7
3 8
2 9
1 10
5 - cylinders 1 2 3 4 5
5 6
4 7
3 8
2 9
1 10
5 - cylinders 1 2 3 4 5
5 6
4 7
3 8
2 9
1 10
6 - cylinders 1 2 3 4 5 6
5 6
4 7
3 8
2 9
1 10
7 - cylinders 1 2 3 4 5 6 7
Connection numbers
5
to valve box
Closed by
drain plug
Connection for Unused pipe connection bores in flangeare to be plugged
suction pipe
with the supplied viton plugs.
12.95
2. 07
Suction piping of VN 215 / 87 - EMC
Connecting flange,
Valve box
left right
5 6
4 7
3 8
2 9
1 10
1 2 3 4 5 6 7 7 - cylinders
5 6
4 7
3 8
2 9
1 10
1 2 3 4 5 6 7 8 8 - cylinders
5 6
4 7
3 8
2 9
1 10
1 2 3 4 5 6 7 8 9 9 - cylinders
5 6
4 7
3 8
2 9
1 10
1 2 3 4 5 6 7 8 9 9 - cylinders
5 6
4 7
3 8
2 9
1 10
1 2 3 4 5 6 7 8 9 10 10 - cylinders
Connection numbers
5
to valve box
Closed by
drain plug
Connection for
Unused pipe connection bores in flangeare to be plugged
suction pipe
with the supplied viton plugs.
12.95
2. 08
Air supply
3 6
!
No back pressure
and no oil collection
is allowed in
exhaustair pipe!
1 2 4 5
2. 08 / 1
1 Discharge funnel
2 Draft air connection set
Parts are not included 3 Exhaust air connection
in the scope of supply, Pressure regulator unit consisting of:
but they can be 4 Throttle block
purchased as an option! 5 Pressure connection 2 - 12 bar
6 Pressure regulator
If parts are not included in the scope of supply they can be purchased as an option!
To avoid backpressure, lay exhaust pipes without any reducers (DN 22).
Avoid sagging and oil collection in pipes ( See drawing 2. 08 / 1 )
!
When power is supplied by batteries, charging voltages of more than 30 V
might occur. These voltages are not permitted. Device will go into failure mode.
Voltage limiters must be installed! ( See Fig. 2. 09 / 2 )
12.95
2. 09
Terminal Plan
1
Heating +
24 V DC 25%, maximum 3 A
system 2
-
9
2 lines shielded:
+
Analog display, Art. No. 150 066
10 - 0 - 1 mA
Ri 400
11
13
2. 09 / 1
+ -
2. 09 / 2 12.95
3. 01
Commissioning
1
3
3. 01 / 1
12.95
3. 02
3. 02 / 1
Filling of siphons
1 2 3
3. 02 / 2
12.95
3. 03
Device Operation
No %
Alarm 14 7
Alarm LED
5
Opacity display
10
( Opacity )
Test 1
Test LED 7
0,6
4
0,3
Ready
Ready LED
1 0
4 6
Alarm level switch
Alarm Level
1 9
3. 03 / 1
12.95
3. 04
Display and function during normal operation:
The basic state ( oil mist opacity below alarm level ) is marked by
( see Fig. 3. 03 / 1 ):
1
6
VN 116 / 87 - EMC The search run level is fixed to 10 % of the adjusted alarm level. Valves in the
VN 116 / 87 valve box are activated according to a defined algorithm in order to find the
VN 215 / 87 ( search run ). The search run can be interrupted by pressing the RESET button.
1
6
9
- a red symbol in the inspection window of the valve box showing the
compartment in which there is the highest opacity.
( only VN 215/ 87- EMC, VN 215/ 87 )
12.95
3. 05
Display and function in case of a failure
A failure is shown by:
- green READY LED switched off
- the LED assigned to the failure is blinking in the opacity display
- TEST LED switched off
- ALARM LED switched off
- READY relay switched off
- ALARM relay switched off
- RESET button toggling from fault indication to opacity display and vice versa
12.95
3. 06
ALARM LEVEL Switch
Modifications
only permitted by 1 = Highest sensitivity
To change sensitivity
( this must be done by authorized personnel only! ):
exterior edges - Adjust new sensitivity at ALARM LEVEL switch by means of a screwdriver
12.95
3. 07
Function of relay outputs
- Wire break monitoring by the alarm system is made possible by wire break
resistors installed between contacts 7 and 8 as well as between 14 and 16
( 33 k factory-preset ).
- To replace the line break resistors the electronic module must be removed.
The resistors are located near the relay on the lowest printed electronic board
(R222, R 223).
Attention:
In case of an oil mist alarm, the oil mist detector (OMD) must be in condition
to react within the next few seconds and shut down the engine,
in order to minimise immediate or consequential damages
!
12.95
3. 08
Performance Test
! Attention
The engine is uncontrolled during this performance test!
Search Run only: is blinking ( negative pressure in the measuring compartment too low )
VN 116 / 87 - EMC - Darken the measuring track with filter glass or another object
Attention
!
Take care that the cover of the measuring head casing is definitely closed
after the performance test has been carried out in order to ensure that the
engine is controlled again!
12.95
3. 09
Shut Down
Storage
in closed rooms
12.95
4. 01
Performance Test / Maintenance
Performance test
(To be preformed before the engine is started):
Performance test with test vapour, e. g. vapour distillate from the service box
( to be performed only when engine is not running )
2. whether an oil mist alarm is triggered, and a search run is started, or during Search Run only:
the search run only one half or the engine or the VN 116 / 87 - EMC
( If the amount of vapour is insufficient or the suction time is too short, a wrong and
compartment may be indicated in the display window of the valve box. ) VN 215 / 87 - EMC
VN 215 / 87
12.95
4. 02
Maintenance work to be carried out regularly. In case of non-compliance, the
!
manufacturers liability expires. Maintenance work has to be documented.
Rough filter side Quarterly: Replace the sintered bronze filter in the measuring head.
Use cotton sticks only, Clean the two fresh air bores in the measuring head
may be damaged! Clean the infrared filter glasses in the measuring head
( see Fig. 5. 04 / 1 )
4. 02 / 1
In order to do so:
Remove header pipes from the connecting box,
( VN 115 / 87 - EMC, VN 115 / 87 ) or from the valve box of
VN 116 / 87 - EMC, VN 116 / 87, or individual pipes from
valve box of VN 215 / 87 - EMC, VN 215 / 87
(to ensure that the device is not contaminated during the
cleaning operation). Remove siphon block plug, blow-clean the
siphons with compressed air (max. 7 bar), mount the header or
the individual suction pipes and siphon block plug,
tighten accordingly.
Subsequently fill the siphon blocks with lubricating oil
( see Fig. 3. 02 / 1 )
12.95
4. 03
3 2 1
4. 03 / 1
In order to do so:
Turn off control air supply, remove plug ( 1 ) with O- ring ( 2 ),
detach sintered bronze filter (3), insert new filter, install and
tighten plug ( 1 ) with O-ring ( 2 ) and turn on the air supply.
12.95
5. 01
Malfunctions
Failure:
No display in the inspection window, all LEDs off.
12.95
5. 03
Exhaust air pipe malfunction Eliminate blockage of the exhaust air pipe,
the air must flow without restriction.
Needle length
maximum 11 mm
Trash
5. 03 / 1 5. 03 / 2
12 .95
5. 04
Failure
LED No. 13 is blinking - infrared filter clogged -
No %
14 7
10
5
Possible causes: Remedy: ( see Fig. 5. 04 / 1 )
1
Infrared filter clogged Clean infrared filter
7
0,6
4
0,3
1 0
by: opening the inspection cover.
4 6
Alarm Level
1 9
Soak cotton stick (plastic only!) with alcohol.
Clean infrared filter with
cotton stick several times.
Rub infrared filter dry by means of
cotton stick. Make sure no fluff remains on
the infrared filter
Close inspection cover again.
5. 04 / 1
Failure:
No %
5
10
7 1
0,6
4
0,3
Possible causes: Remedy:
1 0
Alarm Level
4
1
6
9
Engine compartment ventilator Change blowing direction of ventilator,
blows cold air onto the device. away from oil mist detector.
Failure:
No %
14 7
7 1
0,6
4
1
0,3
0
Possible causes: Remedy:
Source of heat radiates Protect device against sources of heat
4 6
Alarm Level
1 9
12.95
5. 05
Failure
LED No. 9 is blinking - electronic temperature below 0 C No
14
%
7
5
10
7 1
0,3
4 6
0
Alarm Level
cold air onto the device. ensure that cold air it is not directed to the oil
1 9
mist detector
Failure No %
14 7
7 1
0,6
4
0,3
4 6
No %
14 7
Failure 5
10
1 0
Remedy:
6
No %
14 7
Failure 5
10
1 0
1
6
Failure 14 7
5
10
LED No. 4 is blinking - infrared light track defective 7 1
0,6
4
0,3
1 0
1 9
Infrared filter clogged Clean infrared filter ( see failure LED No. 13 )
No %
Failure 14 7
7 1
0,6
4
0,3
1 0
12.95
5. 06
Replace fuse
in the measuring
head!
5. 06 / 1
12.95
6. 01
Repairing
Examine Module or
spare when received
Type Serial No. from shipment.
VN 115/87
VN 116/87
VN 215/87 If you return the
M/V
Oilmist - detector mounted on
electronic module,
Main engine Aux. engine
ensure that the
completed form
Display No %
Panel Alarm 14 7
4
1
0,6 this unit faulty
Alarm Level ( swich S1 )Position
0,3
Resistor between alarm contact 7 - 8 k Ohm
is included!
Ready
1 0
Resistor between alarm contact 15 - 16 k Ohm
Mode ( swich S2, Option ) Position 4 6
Alarm Level
Altered adjustment for H / V: 1 9
12.95
6. 02
Procedure: ( see Fig. 6. 02 / 1 )
1 2 3
Examine Module or
spare when received
from shipment.
Type Serial No.
VN 115/87
VN 116/87
VN 215/87
M/V
Oilmist - detector mounted on
Main engine Aux. engine
Test
No
14
10
7
%
7
1
0,6
4
Alarm Level ( swich S1 )Position
0,3
Resistor between alarm contact 7 - 8 k Ohm Ready
1 0
Resistor between alarm contact 15 - 16 k Ohm
electronic module,
Mode ( swich S2, Option ) Position 4 6
Alarm Level
Altered adjustment for H / V: 1 9
6 7 8 14 15 16
For manufacturer
completed form
Why do you declare
this unit faulty
6. 02 / 1
is included!
3 Extract module
Attention:
The electronic module is equipped with components which are sensitive
against electrostatic discharges. A replacement must be carried out by
skilled personnel only! Do not touch infrared lenses or circuitry! Utilise
grounding strap on your wrist.
12.95
6. 03
Check if bores 1, 2 and 3 are free from dirt, blow them free with connecting box gasget!
compressed air
Clean the base plate cavity from oil.
3 1 2
Bore 1
Bore 2
RESET RESET
6. 03 / 1
12.95
6. 04
1 4 3 5 6 2
Bore 1
Bore 2
Bore 3
VN 116 / 87 - EMC
VN 116 / 87
RESET RESET
6. 04 / 1
On principle, use new Unscrew valve control cable plug and loosen screws (3), (4), (5) und (6)
Assembly in reverse order, on principle, use new valve box seals and gasket.
1 4 3 5 6 2
Bore 1
5 6
4 7 Bore 2
3 8
VN 215 / 87 - EMC 2 9 Bore 3
1 10
VN 215 / 87
RESET RESET
12.95 6. 04 / 2
6. 05
False alarm in the case of fire with smoke development in the engine room
In case of a fire with smoke development in the engine room, a false alarm cannot
be prevented since smoke may pass into the measuring track through the sintered
!
bronze filters in the measuring head. This condition induces an opacity which can
trigger an oil mist alarm.
12.95
10. 01
Informations gnrales
Recyclage
Formulaires
12.95
Options
x 12. 01
The pressure reducer device is especially designed to supply the draft air to the
VISATRON ( VN ) device. The throttle block ensures that the negative pressure
in the VN is limited and does not surpass 25% above of the calibrated negative
pressure, should a failure occur in the pressure reducer ( e. g. rupture of the
diaphragm, etc. ).
In addition, the throttle block is equipped with a filter to retain impurities
from the plant air supply.
12.95
12. 02 x
Item 3, Typhoon filter
The typhoon filter serves as a pre- filter for supplying fresh air to the scavenging
air chambers of the VN device.
The typhoon filter is laterally affixed to the protecting cover of the VN device.
The filter outlet and is joined to the air inlet at the inspection cover of the VN device
by means of a flexible hose.
The typhoon filter considerably increases the service life of the fresh air filter
(sinter bronze ), in particular, if the power plant is operated under contaminated
ambient air conditions, such as dusty air, or if the plant is operated in regions
where the air humidity is high. The typhoon filter is furnished with a filter cartridge
which can be cleaned with compressed air ( blowing from inside outwards )
or, if required, be replaced with by unscrewing the top cover.
12.95
Item 5, Pressurised air scavenging
x 12. 03
12.95
Ambiguous Document References X0