Egs 01

EGS-01 CONTROL
For Gas Quality Closed Loop System
INSTALLATION, COMMISSIONING AND MONITORING MANUAL
MANUAL B36139.A
!
WARNING
Read this entire manual and all other publications pertaining to the work to be
performed before installing, operating, or servicing this equipment. Practice all plant
and safety instructions and precautions. Failure to follow instructions can cause
personal injury and/or property damage
!
WARNING
The engine, turbine, or other type of prime mover should be equipped with an
overspeed (overtemperature, or overpressure, where applicable) shutdown
device(s), that operates totally independently of the prime mover control device(s) to
protect against runaway or damage to the engine, turbine, or other type of prime
mover with possible personal injury or loss of life should the mechanical-hydraulic
governor(s) or electric control(s), the actuator(s), fuel control(s), the driving
mechanism(s), the linkage(s), or the controlled device(s) fail
!
CAUTION
To prevent damage to a control system that uses an alternator or battery-charging device,
make sure the charging device is turned off before disconnecting the battery from the
system.
!
CAUTION
Electronic controls contain static-sensitive parts. Observe the following precautions to
prevent damage to these parts.
• Discharge body static before handling the control (with power to the control turned
off, contact a grounded surface and maintain contact while handling the control).
• Avoid all plastic, vinyl, and Styrofoam (except antistatic versions) around printed
circuit boards.
• Do not touch the components or conductors on a printed circuit board with your
hands or with conductive devices.
• When not installed in a control, modules should be kept in a protective antistatic

bag.
Woodward reserves the right to update any portion of this publication at any time.
Information provided by Woodward is believed to be correct and reliable. However,
no responsibility is assumed by Woodward unless otherwise expressly
undertaken.
© Woodward, 2001
All Rights Reserved
Manual B36139.A Table of Contents
TABLE OF CONTENTS
1. GENERAL INFORMATION .................................................................................................. 1-1

1.1 ABOUT THIS MANUAL ............................................................................................................... 1-1
1.2 APPLICATION ........................................................................................................................... 1-1
1.2.1 Explanation of names often used in a gas quality closed loop application .............. 1-1
1.3 GAS FLOW ACTUATOR ............................................................................................................. 1-1
1.4 GAS QUALITY CLOSED LOOP ................................................................................................... 1-1
1.5 GENERATOR POWER OUTPUT .................................................................................................. 1-2
1.6 TRIM SYSTEM VERSUS FULL AUTHORITY SYSTEMS ................................................................... 1-2
1.7 GAS FLOW CALCULATION......................................................................................................... 1-2
1.8 ACCESSORIES ......................................................................................................................... 1-2
1.9 CONTENTS INCLUDED IN THIS PACKAGE .................................................................................... 1-3
2. INSTALLATION .................................................................................................................... 2-1
2.1 LOCATION CONSIDERATIONS OF THE EGS-01 CONTROL ........................................................... 2-1
2.2 HANDLING ............................................................................................................................... 2-1
2.3 SHIELDED W IRING ................................................................................................................... 2-2
2.4 INSTALL THE EGS-01 CONTROL .............................................................................................. 2-2
2.5 INSTALL THE MPU ................................................................................................................... 2-2
2.6 INSTALL THE MAT SENSOR ...................................................................................................... 2-3
2.7 INSTALL THE MAP SENSOR ..................................................................................................... 2-3
2.8 ELECTRICAL CONNECTIONS ..................................................................................................... 2-4
3. MONITORING ....................................................................................................................... 3-1
3.1 SYSTEM REQUIREMENTS ......................................................................................................... 3-1
3.2 INSTALL THE EGS MONITOR SOFTWARE .................................................................................. 3-1
3.3 RUN THE EGS MONITOR SOFTWARE........................................................................................ 3-1
3.4 KEY FUNCTIONS ...................................................................................................................... 3-2
3.5 AUTHORIZATION ...................................................................................................................... 3-3
3.6 CABLE CONNECTION................................................................................................................ 3-3
3.7 ON-LINE / OFF-LINE ................................................................................................................. 3-4
3.8 MENUS ................................................................................................................................... 3-4
3.8.1 System Menu ........................................................................................................... 3-5
3.8.2 File Menu.................................................................................................................. 3-6
3.8.3 View Menu................................................................................................................ 3-7
3.8.4 Logging Menu......................................................................................................... 3-10
3.8.5 Parameters Menu................................................................................................... 3-10
3.8.6 Diagnosis Menu...................................................................................................... 3-21
3.9 EXPLANATION OF VARIOUS PARAMETERS IN THE VIEW MENU .................................................. 3-24
3.9.1 Mono engine & lambda control .............................................................................. 3-24
3.9.2 TecJet Bank 1 ........................................................................................................ 3-25
3.9.3 Ignition Timing ........................................................................................................ 3-25
4. DESCRIPTION OF SPEED AND LOAD CONTROL ........................................................... 4-1
4.1 GENERAL INFORMATION ........................................................................................................... 4-1
4.2 APPLICATIONS ......................................................................................................................... 4-1
4.3 ACTUATORS ............................................................................................................................ 4-2
4.3.1 Actuator sizes........................................................................................................... 4-2
4.3.2 Throttle linearization and calibration ........................................................................ 4-2
4.4 ELECTRICAL CONNECTIONS EGS-01 AND ACTUATOR (OR DRIVER) ........................................... 4-3
4.5 CONTROL MODES .................................................................................................................... 4-3
4.5.1 “Generator Control mode" against "Compressor Control mode" ............................. 4-3
4.5.2 "Isochronous" or "Droop mode" ............................................................................... 4-4
4.5.3 "Speed Control" against "Power Control" ("kW-PID") .............................................. 4-5
4.6 CONTROL DYNAMICS ............................................................................................................... 4-5
4.6.1 General information about control techniques ......................................................... 4-5
4.6.2 "Linear Dynamics" vs. "Constant Dynamics" ........................................................... 4-6
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Table of Contents Manual B36139.A
4.6.3 Speed Control dynamics .......................................................................................... 4-7

4.6.4 Power Control dynamics .......................................................................................... 4-7
4.7 START, IDLE AND RATED SPEED SETPOINTS AND ACTUATOR OUTPUT........................................ 4-8
4.8 COMPRESSOR MODE, TORQUE LIMITER/LOAD SETPOINTS......................................................... 4-8
4.9 OVERSPEED HANDLING ............................................................................................................ 4-8
4.10 COMMISSIONING OF THE EGS-01 SPEED AND LOAD CONTROL .................................................. 4-9
4.10.1 Before starting, select control mode......................................................................... 4-9
4.10.2 Before starting, select and check all inputs .............................................................. 4-9
4.10.3 Before starting, set speed, throttle and duty cycle setpoints.................................. 4-10
4.10.4 Before starting, set speed dynamics ...................................................................... 4-11
4.10.5 Before starting, set power dynamics ...................................................................... 4-12
4.10.6 Safety checks before starting ................................................................................. 4-12
4.10.7 First time starting .................................................................................................... 4-13
4.10.8 Tuning the speed control ........................................................................................ 4-13
4.11 SPEED & LOAD CONTROL TROUBLE SHOOTING....................................................................... 4-13
4.11.1 Engine is unstable in speed or kW-PID control mode............................................ 4-14
4.11.2 Engine continuously in overspeed.......................................................................... 4-14
4.11.3 Engine does not start ............................................................................................. 4-14
5. DESCRIPTION OF OPERATION EGS CONTROL.............................................................. 5-1
5.1 AIR FUEL RATIO ...................................................................................................................... 5-1
5.1.1 Control Characteristics ............................................................................................. 5-2
5.1.2 Automatic Volumetric Efficiency Determination ....................................................... 5-2
5.1.3 Automatic Generator Set Efficiency Determination.................................................. 5-3
5.2 IGNITION TIMING CONTROL....................................................................................................... 5-3
6. COMMISSIONING ................................................................................................................ 6-1
6.1 GENERAL ................................................................................................................................ 6-1
6.2 SET-UP BEFORE STARTING THE ENGINE ................................................................................... 6-1
6.2.1 Parameters / Engine / Engine .................................................................................. 6-1
6.2.2 Parameters / Engine / Volumetric Efficiency ............................................................ 6-1
6.2.3 Parameters / Engine / Total Efficiency ..................................................................... 6-3
6.2.4 Parameters / Engine / Speed Density ...................................................................... 6-4
6.2.5 Parameters / Fuel System ........................................................................................ 6-4
6.2.6 Parameters / Fuel Parameters ................................................................................. 6-5
6.2.7 Parameters / Air-Fuel Ratio...................................................................................... 6-5
6.2.8 Parameters / Sensor................................................................................................. 6-7
6.2.9 Parameters / Transient / Delta MAP......................................................................... 6-7
6.2.10 Parameters / CAN Interface ..................................................................................... 6-8
6.2.11 Parameters/Plant Communication............................................................................ 6-8
6.2.12 Diagnosis / Status / Setup ........................................................................................ 6-9
6.2.13 Protection / Overspeed............................................................................................. 6-9
6.2.14 Install the UEGO Sensor ........................................................................................ 6-10
6.2.15 Communication Check Between EGS and TecJet................................................. 6-10
6.2.16 Parameters/Closed Loop/Gas Quality.................................................................... 6-10
6.2.17 Parameters/Engine/Volumetric Efficiency/Learn.................................................... 6-11
6.2.18 Parameters/Air Fuel Ratio/Ref/Edit table ............................................................... 6-12
6.2.19 Parameters/Sensors/MAP ...................................................................................... 6-12
6.3 START ENGINE ...................................................................................................................... 6-12
6.3.1 Increase Load......................................................................................................... 6-13
6.3.2 Determine Speed Density Temperature Gain ........................................................ 6-14
6.3.3 Determine Volumetric Efficiency ............................................................................ 6-15
6.3.4 Determine Full Load Ref Lambda and Full Load Total Efficiency.......................... 6-16
6.3.5 Determine Inlet Temperature Correction................................................................ 6-16
6.3.6 Determine Part Load Ref Lambda and Part Load Total Efficiency ........................ 6-17
6.3.7 Change to Gas Quality Closed Loop...................................................................... 6-17
6.3.8 Check Emissions at Different CH4 Levels.............................................................. 6-18
6.3.9 Optimize Transient Behaviour ................................................................................ 6-19
6.3.10 Setup Diagnosis Warnings/Alarms......................................................................... 6-20
6.3.11 Enter the EGS Password ....................................................................................... 6-20
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Manual B36139.A Table of Contents
6.3.12 Remove UEGO Sensor and Emission Measuring Device ..................................... 6-21
7. LOGGING ............................................................................................................................. 7-1
7.1 LOGGING MENU....................................................................................................................... 7-1
7.1.1 Remote Logging ....................................................................................................... 7-1
7.1.2 Internal Logging........................................................................................................ 7-1
7.1.3 Number of Samples.................................................................................................. 7-2
7.1.4 Logging Options ....................................................................................................... 7-2
7.2 ON LINE WITH THE EGS-01 CONTROL ...................................................................................... 7-2
7.2.1 Receive .................................................................................................................... 7-2
8. TROUBLESHOOTING.......................................................................................................... 8-1
8.1 UNABLE TO W ORK ONLINE WITH EGS ...................................................................................... 8-1
8.2 ENGINE W ILL NOT START ........................................................................................................ 8-1
8.3 ENGINE STARTS, BUT W ILL NOT ACCELERATE ......................................................................... 8-3
8.4 ENGINE SPEED UNSTABLE ....................................................................................................... 8-3
8.5 ENGINE W ILL NOT ACCEPT FULL LOAD ..................................................................................... 8-4
8.6 ENGINE MISFIRES .................................................................................................................... 8-4
8.7 ENGINE DETONATES ................................................................................................................ 8-4
8.8 NOX EMISSION IS NOW UNSATISFACTORY WITH "GQCL" OPERATING ....................................... 8-4
8.9 MALFUNCTIONS ....................................................................................................................... 8-6
8.10 RESETTING THE EGS ............................................................................................................ 8-16
9. PASTOR ............................................................................................................................... 9-1
9.1 INTRODUCTION ........................................................................................................................ 9-1
9.2 BASIC IRREGULARITY |DN/DT| ................................................................................................... 9-1
9.3 SAMPLE DIVIDER ..................................................................................................................... 9-1
9.4 |DN/DT| FILTER ........................................................................................................................ 9-1
9.5 SOFTWARE PASTOR COMMISSIONING .................................................................................... 9-2
9.5.1 Finding the Optimal Sample Divider......................................................................... 9-2
9.5.2 Setting the Limits Versus Load ................................................................................ 9-2
9.6 TESTING THE SOFTWARE PASTOR ......................................................................................... 9-3
10. FIREFLY ............................................................................................................................. 10-1
10.1 INTRODUCTION ...................................................................................................................... 10-1
10.2 DETONATION DETECTION MODULE (FIREFLY) ......................................................................... 10-1
10.3 CAN COMMUNICATION WITH THE EGS-01 CONTROL .............................................................. 10-2
10.4 KNOCK STRATEGY OF THE FIREFLY ........................................................................................ 10-2
11. TECHNICAL SPECIFICATIONS ........................................................................................ 11-1
11.1 INTRODUCTION ...................................................................................................................... 11-1
12. SOFTWARE UPGRADE..................................................................................................... 12-1
12.1 INTRODUCTION ...................................................................................................................... 12-1
12.2 EGS SOFTWARE UPGRADE ................................................................................................... 12-1
12.3 SPEED CONTROL SOFTWARE UPGRADE ................................................................................. 12-2
13. LIST OF ABBREVIATIONS................................................................................................ 13-1
13.1 INTRODUCTION ...................................................................................................................... 13-1
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Table of Contents Manual B36139.A
TABLE OF FIGURES
Figure 2.1 Terminal Numbers on the EGS-01................................................................................ 2-1

Figure 2.2 Outline Drawing EGS-01 Control .................................................................................. 2-2
Figure 2.3 MAT Sensor Location.................................................................................................... 2-3
Figure 2.4 MAP Sensor Location.................................................................................................... 2-4
Figure 2.5 EGS Wiring Diagram (Terminals 1-20 and 81-82) ........................................................ 2-5
Figure 2.6 EGS Wiring Diagram (Terminals 21-40) ....................................................................... 2-6
Figure 2.7 Examples of Open and Grounded 0-20 mA Inputs ....................................................... 2-6
Figure 2.10 Examples of Open and Grounded 0-20 mA Inputs ..................................................... 2-8
Figure 2.11 EGS to TecJet Connection (single TecJet only) ......................................................... 2-9
Figure 3.1 EGS Authorization Display............................................................................................ 3-2
Figure 3.2 Cable Connection.......................................................................................................... 3-3
Figure 3.3 System Menu ................................................................................................................ 3-5
Figure 3.4 File Menu....................................................................................................................... 3-6
Figure 3.5 View Menu, Part I .......................................................................................................... 3-8
Figure 3.6 View Menu, Part II ......................................................................................................... 3-9
Figure 3.7 Logging Menu.............................................................................................................. 3-10
Figure 3.8 Parameters Menu / Engine, Part I............................................................................... 3-11
Figure 3.9 Parameters Menu / Engine, Part II.............................................................................. 3-12
Figure 3.10 Parameters Menu/ Fuel System................................................................................ 3-13
Figure 3.11 Parameters Menu / Fuel Parameters ........................................................................ 3-13
Figure 3.12 Parameters Menu / Air Fuel Ratio............................................................................. 3-14
Figure 3.13 Parameters Menu / Speed/Load Control Part I......................................................... 3-15
Figure 3.14 Parameters Menu / Speed/Load Control Part II........................................................ 3-16
Figure 3.15 Parameters Menu / Sensors ..................................................................................... 3-17
Figure 3.16 Parameters Menu / Transient.................................................................................... 3-18
Figure 3.17 Parameters Menu / Closed Loop .............................................................................. 3-18
Figure 3.18 Parameters Menu / CAN Interface ............................................................................ 3-19
Figure 3.19 Parameters Menu / Plant Communication ................................................................ 3-20
Figure 3.20 Protection Menu ........................................................................................................ 3-21
Figure 3.21 Diagnosis Menu, Part I .............................................................................................. 3-22
Figure 3.22 Diagnosis Menu, Part II ............................................................................................. 3-23
Figure 4.1 EGS-01 Actuator Outputs ............................................................................................. 4-3
Figure 4.2 Isochronous or Droop Mode.......................................................................................... 4-4
Figure 4.3 Output Speed ................................................................................................................ 4-6
Figure 4.4 Start, Idle and Rated Speed Control ............................................................................. 4-8
Figure 4.5 Overspeed Handling...................................................................................................... 4-9
Figure 4.6 Throttle Setpoint .......................................................................................................... 4-10
Figure 6.1 UEGO Controller ......................................................................................................... 6-10
Figure 7.1 Logging Parameters ...................................................................................................... 7-1
Figure 7.2 Logging Options ............................................................................................................ 7-2
Figure 7.3 Logging Data Allocation ................................................................................................ 7-3
Figure 9.1 PASTOR Window.......................................................................................................... 9-3
Figure 12.1 Location of EGS, PC104 and Speed Control Boards ............................................... 12-3
Figure 12.2 Location of EGS Plant Communication Port ............................................................. 12-3
iv Woodward
Manual B36139.A General Information
1. GENERAL INFORMATION
1.1 About this Manual
This manual describes how to install, monitor and commission your EGS-01 (Engine
Gas-metering System). The manual is applicable for both types of EGS:
- EGS with speed and load control
- EGS without speed and load control.
The parts of the manual applicable for EGS with speed and load control are clearly
indicated.
1.2 Application
The EGS-01 is a gas-engine control module that can be used to control the gas flow in
relation to airflow, at any engine load and speed condition. It can be applied to in-line and
V-engines of any power output, naturally aspirated or turbo-charged.
The control is easily programmable by PC and it covers the wide range of gas qualities
from landfill gas through to propane. Even a significant change in gas quality during
normal operation of the engine is compensated by the control.
1.2.1 Explanation of names often used in a gas quality closed loop application
Mono system One gas flow calculation per engine

Stereo system Two gas flow calculations; one for each separate bank of a
V-engine
Single TecJet system One TecJet per gas flow calculation
Dual TecJet system Two TecJets per gas flow calculation
Dual Fuel system A system that uses two different gas types, e.g. biogas and
natural gas, simultaneously.
1.3 Gas Flow Actuator
The EGS-01 forms an ideal combination with the TecJet (as developed by Woodward).
The TecJet is an intelligent gas-metering actuator that converts the mass flow of gas,
calculated by the EGS-01 control, into an actual gas flow to the engine.
From the EGS-01 the TecJet receives a gas-flow demand signal and the density of the
gas, and the TecJet transmits data, such as gas temperature and pressure, differential
pressure over the valve and the valve position, to the EGS-01.
1.4 Gas Quality Closed Loop
To keep the NOx emissions low, the engine should run at the correct Air to Fuel Ratio,
over the entire speed and load range of the engine. In this manual the Air to Fuel Ratio is
expressed by the symbol λ (= 1/ϕ). For maintaining λ over a longer period of time, even
with a changing gas composition, Woodward does not rely on the feedback signal of an
oxygen sensor that can be located in the exhaust pipe of the gas engine.
A patented control algorithm (Eur. Patent no. 0727574) in the EGS-01 control
compensates automatically for a changing gas composition.
Using the programmed lower heat value of the gas, the calculated gas flow through the
TecJet and the programmed efficiency of the generator set, the control calculates the
Woodward 1-1
General Information Manual B36139.A
power of the set. The ratio between the calculated power and the measured power is
used for correction of the actual gas flow to the engine.
1.5 Generator Power Output
The Gas Quality Closed Loop option has been designed to be applied on generator sets,
where a kW-signal is normally available. However a torque-signal also can be applied. A
torque sensor is required when a gas-engine driven compressor is controlled by the
system in Gas Quality Closed Loop mode.
1.6 Trim System Versus Full Authority Systems
The number of gas engines that are equipped with Deltec Fuel Systems carburettors is
about 50000. These engines are operated with a simple and reliable fixed venturi type
carburettor, an adjustable lean/rich gas valve and a zero-pressure regulator. The engine
can be controlled with these three components. A λ-control can be used for small
corrections of the gas flow, however the basic air/fuel ratio is determined by Bernoulli’s
Law and the engine even can run with a disconnected λ-control. Such a λ-control only
has a trim function.
The EGS-01 is a full-authority system. This means that the total gas flow is calculated by
the control, based on parameters such as load, speed and gas data. The engine cannot
be operated without this control.
The biggest advantage of a full-authority system is the flexibility and the improved engine
performance like starting, stability, transient and emissions. Control software, sensors
and the control module will always be the same, only the size of the actuator is related to
the engine output.
1.7 Gas Flow Calculation
To calculate the required fuel flow to an engine the airflow must be measured. Two
methods are generally used. For smaller engines air mass-flow sensors based on hot
wire or thin-film technology are used, mainly in the automotive industry.
In the EGS-01 control the so-called Speed/Density principle has been used. This principle
calculates the mixture flow to the engine based on engine speed, cylinder displacement,
manifold pressure and temperature, and volumetric efficiency of the engine.
This method is usually applied on larger bore engines for reliability and flexibility reasons.
1.8 Accessories
MAP sensor To measure Manifold Air Pressure (MAP)

MAT sensor To measure Manifold Air Temperature (MAT)
MPU Magnetic Pick Up (MPU) to measure engine speed
Universal Exhaust Gas To measure the A/F Ratio of the gas engine (only during
Oxygen (UEGO) sensor commissioning)
Generator Load Sensor For load sharing, droop-parallel or power closed loop mode at
generator applications
1-2 Woodward
Manual B36139.A General Information
1.9 Contents Included in this Package
Make sure that you have the items as listed below in the package:
- EGS-01 control
- EGS monitoring software diskette
- EGS manual (B36139) (contact Woodward for the latest issue).
After unpacking, check the EGS-01 control for signs of damage such as bent or dented
panels, scratches, and broken parts. Contact Woodward if the control is damaged.
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General Information Manual B36139.A
1-4 Woodward
Manual B36139.A Installation
2. INSTALLATION
This chapter describes how to install your EGS-01 control and sensors. Installation
procedures also cover power requirements and location considerations.
2.1 Location Considerations of the EGS-01 Control
Consider the following requirements when you select a mounting location for your
EGS-01 control:
- When the EGS-01 control is located inside the engine room, then the unit should
be mounted inside a separate cabinet to protect the unit from dirt, dust and heat
radiation of the exhaust pipe.
- When the unit is located outside the engine room, then the cabinet of the generator
set generally is used if there is sufficient space in this cabinet.
- The unit can be mounted in both a horizontal or/or a vertical orientation.
- Do not mount the EGS control on the engine or engine frame.
☞ For user-friendly installation and operation of the unit, it is recommended that the unit is
installed not lower than one meter and not higher than two meters from the floor.
- Please take into account that the cover of the control, or the entire control, must be
removable for servicing.
- Prevent the unit control from direct exposure to water or condensation situations
that exceed the limits set by IP56.
- Operating temperature between -20 °C and +105 °C.
- Install the EGS-01 control on a metal ground plate to ground the whole system.
For dimensions see Figure 2.2 Outline Drawing EGS-01 Control, and for the terminal
numbers see paragraph Figure 2.1 Terminal Numbers on the EGS-01.
Figure 2.1 Terminal Numbers on the EGS-01
2.2 Handling
The EGS-01 has Phoenix connectors on the Printed Circuit Board (PCB). The counter
part with the wire terminals is Woodward part number DL26600106. The upper deck
connectors (terminal 41-80) must be removed to connect wires to the lower deck
terminals (terminal 1-40).
With this type of connector it is possible to replace the control without disconnecting the
bulk of the wiring from the wire terminals. Only the two power supply wires need to be
disconnected from terminals 81 and 82 (using a small screwdriver).
☞ Use a small screwdriver to separate the wire terminal part of the connector from the PCB
part. Place the screwdriver between the two parts and turn the screwdriver, first on one
side of the connector, then on the other. Do not force the connector apart.
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Installation Manual B36139.A
2.3 Shielded Wiring
Connect all shielded wires to the stud on the EGS-01 control; see Figure 2.2 Outline
Drawing EGS-01 Control.
2.4 Install the EGS-01 Control
Install the EGS-01 control with four screws as shown in Figure 2.2. For the location of
your control, see paragraph 2.1.
☞ For installation of the TecJet gas control valve, see Woodward Manual B36102.
Figure 2.2 Outline Drawing EGS-01 Control
2.5 Install the MPU
☞ The speed of the engine is measured to calculate the mixture flow to the engine. The
speed will also be used In many 3-dimensional tables for tuning the engine.
1. Install the Magnetic Pick Up (MPU) on the outside diameter of the flywheel gear,
either through a housing or a bracket. Usually the MPU will be located in the
flywheel housing of the engine.
2. Look for one of the threaded holes in the flywheel housing that the engine
manufacturer usually prepares for MPU installation.
3. Set the gap between the MPU and the flywheel gear to between 0.25 and
1.25 mm.
2-2 Woodward
4. Connect the MPU wires to the EGS-01 control (see Figure 2.8 EGS Wiring
Diagram (Terminals 41-60)). The MPU wiring of the should always be shielded.
2.6 Install the MAT Sensor
The Manifold Air Temperature (MAT) sensor is used for the mixture flow calculation and
for the lambda-correction versus the inlet temperature. (“Manifold Mixture Temperature
sensor” would be a better name for this sensor). An inlet temperature model will calculate
the so-called “Inlet Temp” from the measured MAT.
For accurate sensing follow these guidelines (see Figure 2.3):

- It is important that the sensing element in the nose of the sensor measures the
temperature that represents a good average of the flow. When the nose of the
sensor is too close to the wall, the influence of the temperature of engine
components affects the measurement.
- The MAT sensor can be placed close after the throttle, since a model will calculate
the Inlet Temp from the measured MAT. This software feature compensates for the
mixture temperature during the flow from manifold to cylinder port (refer to 6.2.4
and 6.2.6.
1. Install the MAT sensor (PT100-type) in the inlet manifold of the engine.
2. Connect the two wires of the sensor which are directly connected to the PT100
element, see Figure 2.6 EGS Wiring Diagram (Terminals 21-40). The other wires
are not required for the EGS-01 control.
Figure 2.3 MAT Sensor Location
2.7 Install the MAP Sensor
The Manifold Absolute Pressure (MAP) Sensor is used for the calculation of the gas flow
to the engine. For reliability reasons you are advised to use two MAP sensors per engine.
For accurate sensing follow these guidelines (refer to Figure 2.4):
- Mount the MAP sensor at a position where only minor ambient temperature
changes during normal operation can be expected. Use suitable tubing or hoses. It
is not advisable to mount the MAP Sensor directly in or on the manifold as vibration
over long periods of time can seriously affect or destroy the MAP Sensor. Ambient
temperature changes within the manifold are not insignificant, and therefore can
significantly lower the overall performance of the system.
- Make the pressure connection of the MAP sensor downstream of the throttle
valve, on the top surface of the manifold to avoid oil, water or dirt entering the
sensor or hose.
Woodward 2-3
- Do not mount the pressure connection close to an intake port, direct after the
throttle or at the dead end of the manifold to avoid erratic readings due to pulsation
or strong turbulences.
- It is recommended that each MAP sensor has its own hose. Do not use a single
hose with a T-piece or it will be difficult to locate a broken hose. The hoses must be
mounted in the manifold as close as possible to each other.
- Position the MAP sensor higher than the sample point.
- Mount the tube or hose continuously rising to avoid trapped oil, water or dirt in the
hose or tube.
1. Install the MAP sensor.

2. Connect the wires of the MAP sensor to the EGS-01 control according to Figure
2.6 EGS Wiring Diagram (Terminals 21-40).
☞ For the allowable temperature specifications, see the sensor specifications.
Manifold
Sensor Sensor
Not Recommended
recommended
Sensor
Sensor
Figure 2.4 MAP Sensor Location
2.8 Electrical Connections
Refer to the following Figures for the electrical connections of your EGS-01 control:
- Figure 2.6 EGS Wiring Diagram (Terminals 21-40)
- Figure 2.10 Examples of Open and Grounded 0-20 mA Inputs
- Figure 2.11 EGS to TecJet Connection.
The following input signals can also be transmitted to the EGS-01 through the "plant
communication":
- MAT_1 - des._power - speed bias

- MAT_2 - meas._power - breaker closed
- Ch4% - des. speed offset - des. ign. timing
2-4 Woodward
!
CAUTION
When the bit rate is set to 250 kbit/sec the maximum length of the TecJet to EGS cable is
25 meters. It is not permitted to increase the length of the cable.
Figure 2.5 EGS Wiring Diagram (Terminals 1-20 and 81-82)
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Figure 2.6 EGS Wiring Diagram (Terminals 21-40)
Figure 2.7 Examples of Open and Grounded 0-20 mA Inputs
2-6 Woodward
Woodward 2-7
See 8.10 for details.
See 4.10.2 for details.
Figure 2.10 Examples of Open and Grounded 0-20 mA Inputs
2-8 Woodward
Figure 2.11 EGS to TecJet Connection (single TecJet only)
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2-10 Woodward
Manual B36139.A Monitoring
3. MONITORING
This chapter covers information on control settings, adjustments, installing the EGS
monitor software on your PC and explanation of the monitor program.
☞ Please be aware that the EGS monitor program should be run in MS-DOS mode, and not
in DOS under Windows
3.1 System Requirements
For EGS monitoring, your system has to meet the following system requirements:
- A PC, Pentium or faster
- A straight or 1:1 cable with 9-pin sub-D female plugs on both ends (see Figure 3.2)
- A free DOS communication port
- DOS 6.0 and Windows 95/98.
3.2 Install the EGS Monitor Software
Switch your PC on and start to install the EGS monitor software according to the following
steps:
1. Ask your system operator to install a mouse start up command in the

autoexec.bat file of your PC in order to activate the mouse driver in the MS-DOS
mode. In many computers the mouse is only active under Windows. When you
operate the EGS system without a mouse the menus can be opened using one of
the key functions mentioned in 3.4.
2. Insert the “EGS monitor software” diskette into your drive A.
3. Start the Window Explorer and go to drive A.
4. Run the EGS.exe file from drive A to unzip and install the EGS monitor software
on the drive C.
5. On the drive C an EGS directory will be made as shown in the example.
C:\EGS\EGS_xx1\EGSMON.EXE
C:\EGS\EGS_xx2\EGSMON.EXE
Version number
3.3 Run the EGS Monitor Software
1. Restart your PC in the MS-DOS mode, by clicking the button in the

“Start”>”Shutdown” field.
2. After the MS-DOS prompt, type C:\EGS\, C:\EGS\EGS_xxx and click the Enter
button.
3. Type “EGSMON” and click the Enter button, to run the EGS monitor software
program. The screen will show the EGS authorization display as shown in Figure
3-1.
☞ Another possibility to start in the MS-DOS mode is pressing the F8 button in the booting
period before Windows starts.
It is also possible to make a shortcut to batch file on your PC which forces your PC to
reboot in MS-DOS before running the EGS monitor program. If you make this shortcut,
then you don’t have to perform steps 1 and 2 as listed below
1. Press F8.
2. Select “6” and press enter, so that the MS-DOS prompt appears.
Woodward 3-1
Monitoring Manual B36139.A
3. After the MS-DOS prompt, type cd EGS\EGS_XXX (name of the file where the
EGS software is located).
4. Type EGSMON to run the EGS monitor program.
5. Use the key functions as mentioned in 3.4.
Figure 3.1 EGS Authorization Display
3.4 Key Functions
When you use the EGS monitoring program without a mouse you have to use the
following key functions to open the menus and change parameters.
Key Function
Alt – S Opens the system menu.
Alt – F Opens the File menu.
Alt – V Opens the View menu.
Alt – L Opens the Logging menu.
Alt – P Opens the Parameter menu.
Alt – R Opens the Protection menu.
Alt – D Opens the Diagnosis menu.
Tab key To jump to the next field in any window.
Shift and Tab key To jump to the previous field in any window.
Space bar To enable / disable the options you require.
Alt - F4 To leave the EGS monitoring program.
“¨Å” key To scroll left through all menus.
“Æ” key To scroll right through all menus.
“Ç” key To scroll up through all menus.
“È” key To scroll up through all menus.
Pressing the “¦” key or the “Ø” key can also have the function to change
the option if you are in one of the windows.
Enter key To confirm the settings or changes.
For quick editing of the tables (edit tables and axes tables), all tables have features to
change the entire table, a row or a column with the following Alt - key combinations:
Key Function
Alt - A To add a value to all values in the table.
Alt - F To fill the entire table with a value.
Alt - M To multiply all values with a factor.
Alt - X To fill a row with a new value.
Alt - Y To fill a column with a new value.
Alt - D To activate the dashboard
3-2 Woodward
3.5 Authorization
The first authorization should be done by a supervisor who is responsible for the EGS
system in your organization. The supervisor can assign other users and determine their
level of access to the system.
The first time the supervisor opens the EGS monitoring program, “SUPERVISOR” must
be used as the user name. Press the OK button to open the monitor software. The EGS
system answers with “Do you wish to work with the EGS now ? “. Press the “ NO “ button,
if you are not connected to an EGS system.
To protect the EGS system against unauthorized changes a password is used. The
supervisor has to click the “System” menu and select the “Change Password” window. In
the “Change Password” window, the supervisor has to enter the new password twice.
New users can be appointed by the supervisor by clicking the “System” menu and
selecting the “Browse Users” window. Click “Add” then add a user name, enter a
password twice and press “OK”.
There are three levels of operation in the EGS:

- Supervisor: The supervisor can change settings, parameters, start and stop the
logging, assign users, monitor the system, etc.
- Level 1: The same as under Supervisor with the exception of assigning users
- Level 2: These users can only monitor the system and use the Datalog functions.
- No password (View Mode): These users can only monitor the system.
3.6 Cable Connection
1. Connect a cable between your PC and EGS-01 control. Use a cable with a 9-pin
sub-D female plug on both ends. If the cable has a male and a female plug, use
an adapter with a 9-pin female connector on both ends.
Figure 3.2 Cable Connection
☞ The EGS-01 control only communicates with your PC when the supply-voltage and the
signal “Fuel On” on terminal 10 are connected. You can check this using the three green
LED’s on the right side of the PCB. The “Power” and ‘FUEL ON” LED’s should be on for
minimum 15 seconds after the signal “Fuel On” is given.
Woodward 3-3
2. Type user name and password to start the EGS monitoring program. The
EGS-01 control displays the following question: “ Do you wish to work on line with
the EGS now ?” Click the “YES” button to receive the current parameters from
the EGS. If the parameters transmission from the EGS to your PC is successful
the “Information” window appears on the screen.
3. Press the OK button to open the actual engine parameters, settings and to start
the logging function.
☞ When there is no communication between the PC and the EGS-01 control, the system
shows the message:” Failed to connect. Retry?” or “Failed to repair the connection.
Retry?” When there is still no communication after a few retries, check the COM port
setting of the PC by setting port 1,2,3 or 4 to get the correct communication. Generally
most PC’s use COM port 1 as the default COM port.
3.7 On-line / Off-line
☞ When you are on-line the engine parameters in the EGS monitor program are always
identical to the parameters in the EGS control.
If you are going to work on-line you have to decide whether you want to overwrite the PC
parameters (1) or the EGS parameters (2).
1. On-line: parameters EGS Æ PC (the PC parameters will be overwritten by the

parameter settings of the EGS-01 control).
2. On-line: parameters PC Æ EGS (the EGS-01 parameters will be overwritten by
the parameter settings of the PC).
During normal EGS monitoring the parameters in the PC (EGS Æ PC) will almost always
be overwritten. Sending parameters to the EGS-01 control is normally only done during
initial set-up (PC Æ EGS).
!
CAUTION
If you send new parameters to the EGS control, the old parameters are overwritten
☞ The PC and EGS-01 control must have the same software version. A fault box appears if
you load a different software version. The fault box will tell you which software version is
valid.
Working off-line is used to prepare the EGS-01 control, such as setting the default
parameters, before you commission the EGS-01 control. By working off-line you can also
load a calibration (parameters from disk) into the EGS monitor program with the
command “File, Open”. This can be used to look at other (stored) engine calibrations.
☞ “Dashboards” in the EGS monitoring program will only work when you are on-line.
3.8 Menus
On top of the EGS monitor screen is the main menu with the following sub-menus:
System, File, View, Logging, Parameters, Protection and Diagnosis. Depending on
user/level and/or system type, some sub-menus are not accessible and appear grey. On
the bottom of the EGS monitor screen the monitor version (3.00), engine status:
stopped/cranking/running, logging status: empty/logging/full, and on-line/off-line status
are shown.
3-4 Woodward
3.8.1 System Menu
The “System” menu contains version information of the EGS monitoring system,
installation of new EGS software, and authorization of the EGS system and a
communication window to select the correct COM-port to communicate with your EGS.
The option "Change EGS Password" (see paragraph 3.5 “Authorization”) is only
accessible on-line, and the option "Install EGS Software" only off line.
Figure 3.3 System Menu
Woodward 3-5
3.8.2 File Menu
The “File” menu contains the following windows:

- Four options (new, open, save and save as) to manipulate the parameter settings
used by the program.
- Three options (Dial, Hang Up, Reset Modem) to control the modem connection.
- Two options (Work Online, Work Offline) to control working on-line and off-line.
- A Change System Type window. Select here the type of EGS system configuration
you are going to use for your engine. If you are working on-line you cannot change
the “Change System Type .....” window. It is only possible when working off-line.
- An Options window to select another default directory for saving the EGS settings
files.
- A DOS Shell window to go to DOS.
- An Exit field to quit the EGS monitoring program.
Figure 3.4 File Menu
3-6 Woodward
3.8.3 View Menu
The “View” menu has the means to view all parameters. The “View“ menu contains the
following windows:
- The Overall Status window which gives you an overview of the status the EGS
control is functioning.
- The Mono Control window which gives you an overview of the measured and
calculated engine and lambda parameters when your EGS system works in mono
control.
- The TecJet Bank 1 window which gives an overview of the output parameters of
TecJet 1.
- The TecJet Bank 2 window which gives an overview of the output parameters of
TecJet 2. TecJet Bank 2 is only active when you are in stereo control.
- The Diagnosis Alarm Status window which gives you an overview of alarms that
appear during EGS system failures. See also the Diagnosis Menu.
- The Engine Alarm Status window which gives you an overview of alarms that
appear during engine alarms. See also the Protection Menu.
- The Speed and Load Control Window where all inputs, outputs and calculations
related to speed and load can be found.
- The Ignition Timing window has three fields: basic timing, retarding and actual
timing. The basic timing is the normal ignition timing of the engine received from
the Parameters Engine / Engine window. The Basic timing field changes into
desired timing when the timing is through plant communication. The Timing
retarding is the timing from the FireFly to stop detonation. The Actual timing is the
basic timing minus the timing retarding.
- The System Type window gives the system which is selected.
- The Version Info window gives information on which EGS version you are using at
the moment.
- The Measured Values window gives you an overview of all values which the
system measures at the input connections of the EGS system.
For more detailed information about the measured, calculated and output parameters in
some of these windows, see paragraph 3.9 Parameters Menu / Engine, Part II. Speed
and Load Control is “greyed” out if speed control software is not used.
Woodward 3-7
Figure 3.5 View Menu, Part I
3-8 Woodward
Figure 3.6 View Menu, Part II
Woodward 3-9
3.8.4 Logging Menu
The “Logging“ menu contains the following windows:

- The Logging menu has the options to start, stop, clear, or to receive the logging of
parameters when the EGS system is working on-line.
- The Parameters window gives you the possibility to log data (20 parameters) with
the EGS. In the remote logging mode (this is fast, up to 200 Hz) data will be stored
first in the RAM of the EGS and then transferred to the remote monitor PC. With
internal logging (1s up to 999s) data is stored on the SSD of the EGS, so there will
not be a loss of data if the power supply is switched off.
- The Option window gives you the possibility to make your own logging default
directory.
For more detailed information, see 6 Commissioning.
Figure 3.7 Logging Menu
3.8.5 Parameters Menu
The “Parameters” menu offers you a number of windows in which you can enter and
modify the various parameters, such as engine parameters, air/fuel ratio parameters, etc.
The “Parameters” menu contains the following windows:
- The “Engine” window, see section 3.8.5.1
- The “Fuel System” window, see section 3.8.5.2.
- The “Fuel Parameters” window, see section 3.8.5.3
- The “Air/Fuel Ratio” window, see section 3.8.5.4
- The “Speed & Load Control” window, see section 3.8.5.5 (only for EGS with
Speed/Load Control)
- The “Sensor” window, see section 3.8.5.6
- The “Transient” window, see section 3.8.5.7
- The “Closed Loop” window, see section 3.8.5.8
- The “CAN Interface” window, see section 3.8.5.9
- The “Plant Communication” window, see section 3.8.5.10.
- The “Speed and Load Control” window, see Chapter 4 (only for EGS with
Speed/Load Control).
☞ Variables between square brackets […] are only used for information and are not used in
calculations.
3-10 Woodward
3.8.5.1 Parameters Menu / Engine
The Engine window has four separate windows: Engine, Volumetrical Efficiency, Total
Efficiency and Speed Density.
Figure 3.8 Parameters Menu / Engine, Part I
Woodward 3-11
Figure 3.9 Parameters Menu / Engine, Part II
3-12 Woodward
3.8.5.2 Parameters Menu / Fuel System
In the Fuel System window you can enter data about the mixing unit and the TecJet. If
two TecJets are being used on one "speed density calculation" where each TecJet should
deliver half the calculated gas flow, the "Dual TecJet" check box should be enabled.
Figure 3.10 Parameters Menu/ Fuel System
3.8.5.3 Parameters Menu/Fuel Parameters
The Fuel Parameters window gives you the possibility to enter values for the LHV,
density and lambda_stoich. of the gas that will be used. If the check box "measure
CH4%" is enabled, the gas parameters will be calculated depending on the CH4% signal
of an external CH4% analyser. Only the highlighted parameters are in use.
Figure 3.11 Parameters Menu / Fuel Parameters
Woodward 3-13
3.8.5.4 Parameters menu / Air Fuel Ratio
The Air/Fuel Ratio window has four separate windows: Ref, Inlet Temp, CH4 and
Potmeter.
In the Ref window you can set the Lambda Ref Axes and edit the Lambda Ref Table.
In the Inlet Temp window you can set the Lambda Inlet Temp Correction.
In the Potmeter window you can limit the range of the lambda potmeters to prevent the
user adjusting them out of range. The lambda potmeters are located next to the EGS
connections.
Figure 3.12 Parameters Menu / Air Fuel Ratio
3.8.5.5 Parameters menu / Speed/Load Control (only for Speed/Load Control)
The Speed/Load Control menu accesses the following windows:

- The Control Mode window lets you set the type of applications that the EGS-01 will
control (see section 4.5, Control Modes)
- The Speed Setpoints window enables start, idle and rated speed setpoints and
durations to be set and used (see section 4.7 Start, Idle and Rated Speed
Setpoints and Actuator Output)
- The Load Setpoints window is used to set the maximum engine torque (see section
4.8 Compressor Mode, Torque Limiter/Load Setpoints)
3-14 Woodward
- The Throttle Setpoints window is used to define the relation between the output of
the speed or power control and the throttle angle (see section 4.3.2 Throttle
linearization and calibration)
- The Duty-Cycle Setpoints window lets you calibrate the relationship between
desired throttle angle and the PWM output signal (see section 4.3.2 Throttle
linearization and calibration)
- The Speed Dynamics window is used to set the "gain", "stability" and (actuator)
"compensation" (see section 4.6.3 Speed Control dynamics)
- The Power Dynamics window is used to enter the "gain versus power" setting for
engines running parallel to the grid in "kW-PID" (see section 4.6.4 Power Control
dynamics)
- The Test Mode window.
Figure 3.13 Parameters Menu / Speed/Load Control Part I
Woodward 3-15
Figure 3.14 Parameters Menu / Speed/Load Control Part II
3-16 Woodward
3.8.5.6 Parameters Menu / Sensors
In the Sensor window you can enter or modify the settings, such as range, input, type,
etc., of all mentioned sensors.
Figure 3.15 Parameters Menu / Sensors
Woodward 3-17
3.8.5.7 Parameters Menu / Transient
In the Transient window you will find the manifold volume and the number of dMAP/dt
samples which are the parameters to improve transient performance.
Figure 3.16 Parameters Menu / Transient
3.8.5.8 Parameters Menu / Closed Loop
In the Closed Loop windows you can enter or modify the parameters for the closed loop
options.
Figure 3.17 Parameters Menu / Closed Loop
3-18 Woodward
3.8.5.9 Parameters Menu / Can Interface
In this window you can change the CAN settings (this is not advised). The "Protocol 98"
should always be enabled, except when using very old TecJets (with separate electronics
boxes, and TecJets with a software version older than 1.05)
Figure 3.18 Parameters Menu / CAN Interface
3.8.5.10 Parameters Menu / Plant Communication
When "Plant communication" is enabled a list of parameters is sent to another control

system, e.g. for (remote) monitoring systems. Additionally, the EGS can receive and use
various input signals through plant communication (if selected) (see Figure 3.7).
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Figure 3.19 Parameters Menu / Plant Communication
3.8.5.11 Protection Menu
The “Protection” menu offers you a number of windows in which you can add values to
protect your application against overspeed, overload or high temperatures.
The “Protection” menu contains the following windows:
- The Temp Protection window gives you the possibility to set a maximum
temperature for thermocouples 1 and 2 to protect against high temperatures.
- In the PASTOR window you can adjust the level of alarm as a function of the load
level.
- In the Overspeed Protection window you can set the maximum engine speed,
maximum time and number of overspeed cycles before alarm.
- In the Overload Protection window you can set the maximum engine load and the
maximum time to prevent an overload condition.
- The FireFly window for knock detection and protection. You can only make the
FireFly window active if you enable the protocol-98 check box under “Parameters /
CAN Interface”.
3-20 Woodward
Figure 3.20 Protection Menu
3.8.6 Diagnosis Menu
The “Diagnosis” menu offers you a number of windows in which you can add diagnosis
information, for example a sensor may operate in a certain range/time before an alarm
comes on.
The “Diagnosis” menu contains the following windows:
- The “Sensor” window has a number of separate windows in which you can add the
values in where the sensor may operate.
- The “Closed Loop” window. In the Closed Loop window you can add the max. time
for closed loop out of range and to open the loop if the closed loop error remains.
You can only change the “Closed Loop” window if you have selected a closed loop
configuration in the “Change System Type” window under file menu.
Woodward 3-21
- The “Lambda Difference Diagnosis” window. In the “Lambda Difference Diagnosis“

window you can set the max. lambda difference and max. time the lambda
difference may be out of range.
- The Speed Deviation window. In this window you can set the maximum speed
deviation from rated speed. If speed deviation is less than the limit and the breaker
is closed, the control immediately switches from kW control to speed control. To
reset the control the engine must be stopped and the “breaker closed” signal must
be low (i.e. the breaker is open).
- The “TecJet Diagnosis” window. In the “TecJet Diagnosis” window you can set the
max. delta pressure and during time, malfunction when zero gas pressure is longer
then the specified time and a malfunction when the flow is not reached within a
certain time.
- The “Status” window contains three windows, the status setup window, the reset
options window and the reset alarms window.
- The “Status Setup” window gives you the possibility to set warnings or alarms, and
to stop the engine when there is an alarm for the listed malfunctions.
- The “Reset Options” window gives you the possibility to hold the alarm status when
the system is OK.
- The “Reset Alarms” window, to reset the alarms.
- The “Plant Communication” window to set a malfunction when communication is
lost. This is only possible when the check box in the “Parameters / Plant
Communication is enabled.
Figure 3.21 Diagnosis Menu, Part I
3-22 Woodward
In the “Diagnosis Status Setup” every error code can be set to give, a Warning, an Alarm,
or an Alarm and Stop Engine command. The alarm relay is fail-safe and is thus is in an
activated condition when there is no alarm.
At a Warning: The warning/alarm LED flashes at 1 Hz.

A warning message appears on the monitor.
At an Alarm: The warning/Alarm LED is continuously on.
The alarm relay switches to the “alarm”.
An alarm message appears on the monitor.
At an Alarm and The warning/Alarm LED is continuously on.
Engine Stop: The alarm relay switches to the “alarm” position.
An alarm message appears on the monitor.
The throttles and the TecJet close.
The system ready relay switches to the “not ready”.
Figure 3.22 Diagnosis Menu, Part II
Woodward 3-23
3.9 Explanation of Various Parameters in the View Menu
3.9.1 Mono engine & lambda control
Overview of the measured engine and lambda values and their meaning, if the EGS
system operates in mono control.
Measured Values
n Engine speed
M Engine torque *
Pmech Electrical power of the generator set *
Throttle Throttle valve position
MAP Manifold Absolute Pressure, measured downstream of the throttle
valve.
MAT Manifold Air Temperature, measured downstream of the throttle valve.
* If the torque is measured, than Pmech will be calculated (Pmech = n x M x 2p / 60).
If Pmech is measured, than the engine torque will be calculated (M = P x 60 / n x 2p )
Calculated Values
Qmn Mixture flow, based on speed, MAP, MAT, cylinders displacement and
volumetric efficiency and related to 1013 mbar and 0 °C conditions.
Qgn Gas flow, based on Qmn, the stoichiometric A/F ratio of the fuel, the
desired lambda and related to 1013 mbar and 0 °C conditions.
Pcal The calculated power of the generator set, based on Qgn, the lower
heat value of the gas and the efficiency of the engine/generator set.
Load The percentage of initiated load, based on the fuel flow to the engine.
Inlet Temp. The inlet temperature is calculated using the measured MAT.
Closed Loop Correction

C corr. Correction factor that corrects Qgn in order to result in a Pcal that is
equal to Pmech.
Lambda Control
Lambda sensor The value shown here is the actual lambda that is measured by the
lambda sensor that is located in the exhaust gas outlet of the engine.
Lambda ref. This value shows the lambda value that has been programmed in the
Parameters/ A/F-Ratio / ref map in order to get the correct emissions
under reference conditions.
Lambda temp. This value shows the correction factor that has been programmed in
corr. the Parameters/ A/F-Ratio / Inlet Temp correction table in order to get
the correct emissions at changing manifold temperatures.
Lambda CH4 corr. This value shows the correction factor that has been calculated in order
to get the correct emissions at changing CH4 percentages.
Lambda pot. corr. This value shows the correction factor that has been set by turning the
small blue potentiometer on the right side of the EGS-01 control.
Lambda desired This value shows the desired lambda in order to obtain the correct
emissions (lambda des = lambda ref. x lambda temp. corr. x lambda
CH4 corr. x Lambda pot. corr.).
3-24 Woodward
☞ The meaning of all values for stereo control are the same as in mono control with the
exception that it displays the values for two banks. Another difference is that all values for
mono control are displayed in one window and for stereo control in two windows (one for
engine control and one for lambda control).
3.9.2 TecJet Bank 1
The TecJet Bank 1 window, which gives an overview of the output parameters of
TecJet 1.
Qgn The from the EGS-01 control requested gas flow command for the
TecJet.
Density The density of the gas through the TecJet as filled out in the
Parameters/Fuel Parameters table and also corrected for the FGT and
FGP. If the CH4% is measured, then the corresponding interpolated
density is shown here and also corrected for FGT.
Delta_P The pressure difference across the TecJet measured by the Delta_P
sensor inside the TecJet. (hPa = mbar ).
FGP The Fuel Gas Pressure, measured at the inlet of the TecJet.
FGT The Fuel Gas Temperature.
Pos Ist The actual position of the gas-metering piston inside the TecJet.
3.9.3 Ignition Timing
Overview of the ignition timing values and their meaning.

Basic timing The basic timing is received from the Parameters Engine / Engine
window. The basic timing field changes into the desired timing when the
timing is through plant communication.
Timing retarding The timing retarding is received from the FireFly. If no timing-retarding
signal is received, then it displays a 0.
Actual timing The actual timing is the basic timing minus the timing retarding.
Woodward 3-25
3-26 Woodward
Manual B36139.A Description of Speed and Load Control
4. DESCRIPTION OF SPEED AND LOAD CONTROL
☞ This Chapter is only applicable for an EGS with speed and load control.
4.1 General Information
The EGS-01 incorporates a "state of the art" digital speed and load control, specially
designed to control the speed and load of reciprocating gas engines. The EGS-01 speed
control takes into account that the actuator is coupled to the mixture throttle valve of a
turbo charged gas engine, instead to a fuel rack at diesel engines. The EGS-01 also
incorporates an easy-to-use waste-gate control option.
☞ In this chapter the terms “power control” and kW-PID” are used instead of “load control”.
☞ Refer to section 3.8.5 Parameters Menu to see the sub-menu structure.
The EGS-01 speed control algorithms are similar to those used in the Woodward ProAct
speed control. Due to the sophisticated digital engine speed measurement, the actuator
will not react on every speed change caused by combustion, without making the actuator
slow.
The speed control can be used in "isochronous mode" as well as in "droop mode". When
running parallel to the grid the power will be controlled by the "power control", by
comparing the desired and the measured power. Alternatively the power can be
controlled using the speed control with droop and raising or lowering of the speed
setpoint. See 5 Description of Operation EGS Control, for more detailed information
about control modes.
4.2 Applications
The EGS-01 Speed & Load control controls the speed and power of gas engines in
mechanical drive or generator set service, in island or parallel operation.
The engine speed and/or the produced power are controlled with three actuators, e.g. two
mixture throttle valves and one waste-gate control valve. The actuator outputs of the
EGS-01 are PWM "push-pull" outputs, which can be directly connected to small FloTech
or GloTech actuator/throttle combinations.
See section 4.3 Actuators for all available actuators.
Waste-gate control
The EGS-01 can also provide "waste-gate control" in the speed or power control in
combination with a Woodward GloTech waste-gate valve connected directly to the EGS
(other valves can also be used, for example ProAct actuator and driver box).
With waste-gate control, low loads operation is done with the "waste-gate" fully open and
the mixture throttle valve(s) are used to control the speed or load of the engine. When the
mixture throttle valve(s) are fully open, the waste-gate starts to close to increase the
engine output further. See section 4.6 Control Dynamics.
Woodward 4-1
Description of Speed and Load Control Manual B36139.A
4.3 Actuators
4.3.1 Actuator sizes
Woodward ProAct, FloTech and GloTech actuators all have an internal closed loop
position feedback, giving them excellent performance.
The Woodward FloTech small integrated actuator/throttle combinations are available in

the diameters of 33 mm, 48 mm, 60 mm, 68 mm and 75 mm. These small FloTech sizes
can be directly connected to the EGS-01.
The Woodward ProAct actuator can be coupled to a throttle valve shaft directly, or by
using a linkage. The ProAct actuators are used in the ProAct 75 mm, 85 mm and 95 mm,
and in the large FloTech 107 mm, 120 mm and 135 mm.
The ProAct actuator uses a separate ProAct driver between the EGS-01 and the
actuator.
For waste-gate application the GloTech actuator/valve combination is available, and this
can be connected directly to the EGS-01 output.
Woodward gas engines specialists can advise you on actuator and throttle sizing and
advise you how to install throttle valves on the engine. More detailed information can be
found in the related actuator manuals. Please contact Woodward for more information.
4.3.2 Throttle linearization and calibration
The EGS-01 incorporates throttle valve linearization maps. When the 75-degree rotating
Woodward actuators are directly coupled to the throttle valve shaft, there is no need to
use progressive linkage systems to compensate for throttle characteristics.
The EGS-01 speed & load control incorporates three linearization tables/maps, one for
each throttle (see the "Parameters" Æ "Speed/Load Control" Æ "Throttle Setpoints" sub-
menu). With these tables/maps you can define the relation between the output of the
speed or power control and the throttle angle. In practice, however, a linear table/map
works satisfactorily on turbo-charged engines.
With the "duty cycle setpoints" tables/maps you can calibrate the relationship between
desired throttle angle and the PWM output signal, for each individual actuator. Using the
"test mode", in which you can force any desired throttle angle, you can check if the duty
cycle calibration of the throttle is correct.
!
CAUTION
Be very careful when using “test mode”. DO NOT USE “test mode” when the engine is
running!.
☞ The test mode will not work when the EGS is in an alarm.
In the "Parameters" Æ "Speed/Load Control" Æ "Throttle Setpoints" sub-menu (see

section 3.8.5.5 Parameters menu / Speed/Load Control) you will also find the input field
for the "start PID% level". This level is the initial throttle valve position, when during
starting; the engine speed exceeds 50 rpm.
The "start ramp rate" is the opening speed of the throttle from the start PID% position,
until "engine running" is detected and the throttle valve position is controlled by the speed
control. More information can be found in paragraph 4.7 Start, Idle and Rated Speed
Setpoints and Actuator Output.
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4.4 Electrical Connections EGS-01 and Actuator (or Driver)
The actuator outputs of the EGS-01 are "push/pull" PWM outputs which switch between
supply and ground. These outputs can be directly connected to one or more Woodward
FloTech actuator/throttle combinations, or one or more ProAct drivers with ProAct
actuators. See Figure 4.1.
Figure 4.1 EGS-01 Actuator Outputs
For more detailed information please refer to the related actuator manual.
4.5 Control Modes
This section describes the following modes:

- "Generator Control mode" against "Compressor Control mode"
- "Isochronous" against "Droop mode"
- "Speed Control mode" against "Power Control mode" ("kW-PID").
4.5.1 “Generator Control mode" against "Compressor Control mode"
"Generator Control" has to be selected at (more or less) constant speed applications.

"Compressor control" has to be selected in variable speed applications, i.e. compressor
drives.
When selecting "Generator Control" you can control the following applications:
Single generator in island

Speed control mode (isochronous or droop)
operation
Multiple generator sets in Speed control (with droop for load sharing or isochronous
island operation with LSM for load sharing)
Generator set(s) parallel to Breaker open Speed control (for synchronization)
the grid Breaker closed Power control ("kW-PID")
Alternatively:
Generator set(s) parallel to Breaker open Speed control (for synchronization)

the grid Breaker closed Speed control (kW-droop method)
- In island operation (EGS-breaker signal low) and with the synchronization option
enabled, the speed setpoint can be adjusted using the "speed bias" input and/or
the "raise/lower" inputs.
- In parallel operation and in "kW-PID" mode (circuit breaker closed, EGS-breaker
signal high, and kW-PID enabled) the desired power must be set using the "desired
power" input and/or the "raise/lower" inputs. The desired load signal is advised to
be a 4-20 mA signal.
- The recommended load signal is 4-20 mA. When using a plc output (4-20 mA
signal) for the required load signal, galvanic problems can occur. Make sure the
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signal is grounded at one side only. It is also possible to install a galvanic isolator
4-20 mA/4-20 mA between the EGS and the device that supplies the desired load
signal (make sure that one side is grounded; select this in EGS).
- In parallel operation but in speed control with kW-droop (circuit breaker closed, but
EGS breaker signal low) the power can be changed using the "speed bias" input
and/or the "raise/lower" inputs.
- With multiple gen-sets in island operation it is also possible to run isochronous and
share the load with load-sharing modules. Synchronisation can be done by using a
separate synchroniser connected to the synchronise input of the LSM. The output
of the LSM is connected to the speed-bias input of the EGS.
- The discrete input of the EGS-01 can only be used once, either for synchronizing
or for kW_PID.
All mode selections are under the "Parameters" Æ "Speed/Load control" Æ "Control
Mode" sub-menu, and all input selections are under the "ParametersÆ"Sensor"
sub-menu. These settings can only be changed when the engine is stopped.
When selecting "Compressor Control mode" it is possible to control the following variable
speed applications in island operation:
Table 4.1
One engine driving one compressor set Speed control (isochronous or droop)
Multiple engines on one compressor set Speed control with droop
In compressor mode
- The speed setpoint can be increased from the rated speed setpoint, by the
"desired speed input" and/or using the inputs "raise/lower"
- It is not possible to select "synchronization enable" or "KW-PID enable".
All mode selections are under the "Parameters" Æ "Speed/Load Control" Æ "Control
Mode" sub-menus. This menu cannot be changed when the engine is running. All input
selections are under the "Parameters" Æ "Sensor" sub-menus.
4.5.2 "Isochronous" or "Droop mode"
The EGS-01 speed control can be used in "isochronous mode" or in "droop mode". For
an engine in island operation using "isochronous mode", the engine speed is kept
constant at the desired speed setpoint, independent of engine load.
In "droop mode" the engine speed setpoint decreases with increasing engine load. See
Figure 4.2 where 5% droop is programmed:
Figure 4.2 Isochronous or Droop Mode
"Droop mode" can be used when multiple engines are coupled in island operation and
must share the island load together. As a result, the frequency at full load is slightly lower
then at zero load. If you want to keep the frequency constant in this application, you can
4-4 Woodward
add a device that will correct the speed setpoint of all engines to get a correct frequency.
Alternatively you can run one engine run in "Isochronous mode" and this engine will then
hold the bus frequency at a constant value. The other engines are in droop mode parallel
to the isochronous engine. The droop mode can also be used to improve the stability of
single island operated gas engines.
In compressor mode the amount of droop is based on "load%", where in generator mode
the amount of droop is based on the "measured power" (kW-droop).
☞ In “droop mode” the speed setpoint is based on actual engine load and not on actuator
angle.
4.5.3 "Speed Control" against "Power Control" ("kW-PID")
When the circuit breaker is closed and the engine runs parallel to the grid, the throttle
valve(s) will dictate the produced power. When the breaker input of the EGS-01 is high,
the EGS runs in "power control mode". The power control moves the actuator to equal the
measured power and the desired power. When the breaker signal is low, the EGS-01
expects the circuit breaker to be open, and that the engine runs in "island operation". In
this situation the EGS-01 is in "speed control mode".
Because the EGS-01 Speed and Load Control uses different control dynamics in "Power
Control mode" ("kW-PID") than in "Speed Control mode", the "Power Control mode" is
preferred to "Speed Control mode" with kW-droop when running parallel to the grid.
Normally, in parallel generator set applications, the speed control is only used for
synchronizing to the grid, and if an unexpected speed deviation occurs, such as a sudden
opening of the circuit breaker and an erratic or high EGS-breaker signal. In this situation
the control will switch back immediately from "kW-PID" to "Speed Control mode". In the
event of a speed deviation alarm, this alarm can only be reset when the engine is
stopped.
You can enable droop by entering the required desired droop percentage in the "LOAD
SETPOINTS" menu.
4.6 Control Dynamics
4.6.1 General information about control techniques
By assuming that a gas engine is a simple linear first order process, it can be described
by the formula:
H(s) = 1 / (1 + s*τ)
This means that if, for example, a load step or a fuel step is applied to an engine without
speed control, the speed change will follow an exponential curve:
-t/τ
Speed (t) = c * (1 - e )
The time constant (τ) of a first order system can be found by measuring the time required
to give 63% of the expected final output change. This can be understood, because when
-1
t = τ, the output is (1 - e ) which equals 0.632.
After 3 * τ the output (speed) is at 95.0% of its final value (see Figure 4.3 Output Speed).
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Figure 4.3 Output Speed
If a first order process is being controlled, i.e. if an island-operated engine must be kept at
a constant speed even when the load changes, a process controller that compensates for
the slowness (τ) of the process using "D-action" is required.
In this situation the speed control controls the amount of power required to maintain a
desired engine speed even when the engine load changes.
The EGS-01 uses standard "PID" control techniques in the speed and load control, and
as a result the actuator moves:
- Proportional to the speed error, this is called "gain"
- To the Derivative of the speed (speed change) called "stability"; this D-action
compensates for the slowness (t) of the engine
- And it will integrate trying to equal the actual speed to the desired speed. (In the
EGS-01 the amount of integrator action is fixed versus gain.)
In addition, the speed control compensates the first order slowness (t) of the actuator by
putting another "D-action" in the signal to the actuator. This is called actuator
"compensation".
As mentioned before, the EGS-01 Speed and Load control incorporates separate control
dynamics for "speed control" and separate control dynamics for "power control" or "kW-
PID".
The parameters which have to be adjusted are the above-mentioned "gain", "stability"
and (actuator) "compensation". Also refer to section 4.6.3 for more information about
"Speed Control dynamics", and to section 4.6.4 for more information about "Power
Control dynamics". Section 4.10 gives practical tips on the commissioning of the EGS-01
Speed and Load control.
4.6.2 "Linear Dynamics" vs. "Constant Dynamics"
To improve stability the EGS-01 Speed & Load control offers the possibility to use the
"Linear Dynamics MAP" option. In this mode the "gain" changes linearly against speed.
When "Linear Dynamics Map" is not selected the "gain" is constant against speed.
Suggested uses:
Compressor drives Use linear dynamics
Generator drives against the grid Use constant dynamics
Generator drives in island mode Use constant dynamics
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Field experience
Isochronous generator control in island mode and the average speed is more or less
constantly lower than the nominal speed. For example engine rpm 1494-1498 versus
1498-1502 and nominal speed setpoint = 1500, no droop. You are probably running in
linear dynamics. Switching the system to constant dynamics will bring the average engine
speed back up to nominal speed.
Switching between constant dynamics and linear dynamics can be done only when the
engine is stopped. It can be found under "Parameters" Æ "Speed/Load Control" Æ
"Control mode” menu.
4.6.3 Speed Control dynamics
Under the "Parameters" Æ "Speed/Load Control" Æ "Speed Dynamics" menu, you will
find the input screens for "gain", "stability" and (actuator) "compensation" as mentioned
before.
There is no linear relation between the throttle angle and the actual engine load on most
turbocharged gas engines. As a result there is no relation between the "engine slowness"
or (t) and the actuator position, and that is why it is recommended that the "gain versus
load%" table is used instead of the "gain versus PID%" table. The table that is not used
should have its values set at 1.000 since both tables are multiplied.
The gain versus PID% table is exactly the same as that used in the ProAct speed control.
The "stability" is the D-action that compensates for the time constant (t) of the engine,
and the "compensation" is the D-action that compensates for the time constant (t) of the
actuator. The actual or guessed time constants for the engine and the actuator can be
filled in at "stability” and at actuator "compensation". The "gain" and the "stability" are the
two major parameters necessary to tune to obtain a stable engine speed.
Furthermore you will find a speed "window" and a "gain ratio". Outside this speed
"window" the gain will be multiplied by the gain ratio, which improves reaction on heavy
load steps or quick unloading of the engine. The "gain" outside the window should not be
so large that the engine becomes un-stable and stays outside the speed window
continuously.
Remarks:
- The "compensation" and "stability" should be tuned at full load, with correct
A/F ratio.
- Part load performance should be tuned afterwards using the "gain vs. load%" table.
Also, the A/F ratio must be in limits.
- Without any stability an engine will not become stable.
See also 4.10.4 Before starting, set speed dynamics.
4.6.4 Power Control dynamics
Under "Parameters" Æ "Speed/Load Control" Æ "Power Dynamics" the desired "gain

versus power" for engines running parallel to the grid in "kW-PID" can be entered. See
section 4.10.5 Before starting, set power dynamics for practical default settings.
Furthermore the desired load change [kW/s] can be limited under "Parameters" Æ
"Sensors" Æ "Desired Power".
☞ In power control do not make the gain too low or slow load ramping can occur, and load
steps can cause an overspeed. See also 4.10.5 Before starting, set power dynamics.
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4.7 Start, Idle and Rated Speed Setpoints and Actuator Output
When engine speed is less than 50 rpm, the engine status is "stopped" and the
actuator(s) are closed. From 50 rpm up to the programmable "Engine Running Speed"
the EGS-01 is in the status “starting”. In this status the throttle valve(s) open from the
programmed "Start PID Level" (e.g. 15%) following a programmable "Start ramp rate"
(e.g. 5%/s) until the "Engine Running speed" is reached (this can be found under
"Parameters" Æ "Speed/Load Control" Æ "Speed setpoints”). Normal value is 400 rpm. At
that speed the control starts to control the engine.
After the engine has started it runs at the programmable "idle speed", during the
programmable "idle time". After the "idle time" has elapsed, the setpoint of the speed
control rises within the "idle/rated" time to "rated speed" (see Figure 4.4).
If the idle input is enabled and activated, the engine stays at idle speed.
Figure 4.4 Start, Idle and Rated Speed Control
4.8 Compressor Mode, Torque Limiter/Load Setpoints
With some compressor applications, where the torque exceeds the maximum allowable
torque at high speeds, the torque of the engine can be limited by adjusting the maximum
throttle angle versus load% in the "Load Setpoints" sub-menu. The throttle will close to a
programmed angle if the torque reaches this limit, and the decreasing speed limits the
engine torque. The engine will stabilize at its maximum torque limit.
4.9 Overspeed Handling
!
WARNING
Never use the overspeed protection for the EGS-01 as the only overspeed protection of
an engine
The maximum engine speed must be set in the "protection, overspeed" menu. We advise
that maximum engine speed is set just below the setpoint of the external overspeed
protection device.
4-8 Woodward
Every overspeed can be seen in the engine alarm status menu.
As soon as this maximum speed is reached, the TecJet gas valve and the mixture
throttles close immediately and stay closed until the speed has fallen to 50% of the
overspeed rpm. After a programmable number of overspeeds within 1 minute, the alarm
relay switches. If “stop engine on alarm” is enabled the EGS stops the engine by closing
the TecJet and throttles.
OVERSPEED LIMIT
ENGINE SPEED
1/2 OVERSPEED
LIMIT
TECJET POSITION
THROTTLE
Figure 4.5 Overspeed Handling
4.10 Commissioning of the EGS-01 Speed and Load Control
4.10.1 Before starting, select control mode
Select the correct control modes and the control options in the "Parameters"
Æ"Speed/Load Control" Æ "Control Mode" sub-menu.
The droop input screen can be found in the "Parameters" Æ "Speed/Load Control" Æ
"Load Setpoints" sub-menu. If droop is used, a default value for the droop can be
between 3 and 5%. See section 4.5 Control Modes for more information.
4.10.2 Before starting, select and check all inputs
Select the correct "desired power" sensor/input configuration in the "Parameters" Æ

"Sensor" Æ "Desired Power" menu. Note that the desired load change can be limited by
setting the ramp limit, e.g. to 180 [kW/s].
For applications with synchronizers select the correct "speed bias" sensor/input
configuration in the "Parameters" Æ "Sensor" Æ "Speed Bias" menu. The speed bias will
always be added to the rated speed; for example 0 - 10 VDC will give -25 [rpm] and
+25 [rpm]. If discrete inputs are used, the raise and lower limits can be set, for example,
at +25 [rpm] and -25 [rpm] and the raise and lower rate at, for example, 3 [rpm/s].
Select the correct "desired speed" sensor/input configuration for compressor applications,
in "Parameters" Æ "Sensor" Æ "Desired Speed". The desired speed will always be added
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to the rated speed; for example 0 - 10 VDC will give 0 - 500 [rpm] on top of the rated
speed. The rated speed can be found under "Parameters" Æ "Speed/Load Control" Æ
“speed setpoints”.
Check the correct functioning of all inputs under the "View" Æ "Measured Values" menu,
especially signals like the breaker signal and measured and desired load signals.
The "idle input" is an analog input (on terminal 73) which can be configured as a
0 - 10 VDC or 0 - 20 mA input. If you want to use a 24 VDC logical signal, configure this
input as a mA input, and use an external 10k series resistor to make a 2.4 mA signal.
4.10.3 Before starting, set speed, throttle and duty cycle setpoints
Fill in all parameters in the "Parameters" Æ "Speed/Load Control" Æ "Speed Setpoints"

sub-menu. See also Section 4.7.
Suggested settings:
Idle speed setpoint 1000 - 1200 rpm
Idle time 3s
Rated speed setpoint 1500 - 1800 rpm
Idle/Rated time 3s
Engine running speed 350 - 400 rpm
Fill in the applicable parameters under the "Parameters" Æ "Speed/Load Control" Æ

"Throttle Setpoints" sub-menu. See also Section 4.3.2 and the actuator or driver manual.
Suggested settings:
Start PID level 10%
Start ramp rate 5%/s
Actuator 1, 2 and 3 linear PID% to angle
table/map
If a waste-gate is connected to the EGS-01, you probably want the waste-gate to be open
at low load, and to start closing when the mixture throttle valves are fully open, until the
desired speed or power is reached. In that case you have to fill in the "Throttle Setpoint"
as shown in Figure 4.6.
Figure 4.6 Throttle Setpoint
Enter the parameters under the "Parameters" Æ "Speed/Load Control" Æ "Duty Cycle"
sub-menu to match the PWM value to the throttle angle. "Test Mode" can be used to
check and calibrate the throttle(s). See also Section 4.3.2.
!
WARNING
Do not use test mode when running the engine.
4-10 Woodward
Commonly used settings for actuators 1, 2 and 3 (depending on the actuator) are
0 - 75 [°], giving 10-90 [%] duty cycle.
4.10.4 Before starting, set speed dynamics
Enter the applicable parameters under the "Parameters" Æ "Speed/Load Control" Æ

"Speed Dynamics" sub-menu.
Practical default (start) settings are:
Load vs Gain PID% vs Gain Stability 1.80

20 1.000 20 0.020 Compensation 0.25
* 40 1.000 40 0.020 Gain ratio 1.0
60 1.000 * 60 0.020 Window 50
80 1.000 80 0.020
100 1.000 100 0.020
Or:

20 1.000 20 0.020 Compensation 0.11
40 1.000 40 0.020 Gain ratio 1.0
60 1.000 60 0.020 Window 50
80 1.000 80 0.020
100 1.000 100 0.020
☞ * For example: When the PID% = 60 and engine load = 40% the gains of both tables are
multiplied. So in this example the total gain is 0.020 x 1.000 = 0.020, thus the gain stays
0.020. This gives the extra option to make the gain also dependant on engine load.
It is also possible to use only gain vs load. Give all the gains vs PID values a value of
1.000, and program the desired gains depending on engine load in the Gain vs Load
table.
Typical settings for load vs. gain are:

20 1.000 20 0.010 Compensation 0.10
40 1.000 40 0.020 Gain ratio 1.5
60 1.000 60 0.020 Window 40
80 1.000 80 0.022
100 1.000 100 0.022
The (actuator) "compensation" is "D-action" to compensate for the (first order) response
or inertia of the actuator. This value has to be programmed once, using information of the
specific actuator. Alternatively, the actuator response can be measured when the engine
is not running by connecting the position feedback signal to a chart recorder or a spare
analog input of the EGS-01 and using the data-logging function. Then put a step, for
example from 5° to 70°, on the desired actuator position using Test Mode. Measure the
time taken to get 63% of the final position; this is the time to enter at "compensation".
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4.10.5 Before starting, set power dynamics
Fill in the applicable parameters under the "Parameters" Æ "Speed/Load Control" Æ

"Power Dynamics" sub-menu. Practical default settings are:
Power * Gain Compensation 0.25

200 0.1100 Stability 1.15
400 0.1200
600 0.1200
800 0.1400
1000 0.1600
* kW figures given are for example only. Use your own engine kW outputs.
Take note of the following points:

- In power control the gains are much higher than in speed control.
- If the gain is too small slow load ramping and overspeed on a loadstep can occur.
- Make sure that maximum desired power is entered correctly in "Parameters" Æ
"Sensor" Æ "Measured Power”.
- The filtering time of the measured power signal can have affect the stability of the
engine load control. A default value of between 0.05 and 0.2 seconds is advised.
- Also enter the filtering time for the measured power under "Parameters" Æ
"Sensor" Æ "Measured Power".
4.10.6 Safety checks before starting
Before starting the engine make sure of the following:

- The "Test Mode" option of the EGS-01 must be switched off.
- All emergency stop buttons must function correctly.
- Check that the main engine overspeed protection is set correctly and that the EGS
overspeed limit is set 50 - 100 RPM below the main overspeed limit.
- The EGS overload protection must be set to stop the engine if an overload
condition occurs.
- Check that the throttle valves and/or linkages are calibrated correctly, and can
move freely (move actuators through full stroke).
- Check that the desired lambda and volumetrical efficiency tables are correctly
filled-in.
- Check that the gas composition, the displacement and the number of teeth, etc.,
are correctly filled in. See also Chapter 6 ‘Commissioning” for more detailed
information about commissioning.
- The transient part of the EGS-01 gas flow calculation, under sub-menu
"Parameters" Æ "Transient" Æ "Delta Map" must be correctly filled-in. If the
manifold volume is unknown use engine displacement as an approximate value. A
proven value to use as the number of samples is 7. See also Chapter 6.2.9.
☞ You can limit the maximum throttle angle to a maximum value for the first starting by
completing the table in the “Parameters” Æ “Speed/Load Control” Æ “Throttle Setpoints”
sub-menu using, for example these settings:
PID [%] 0 4 8 20 40 60 80 100

Throttle pos. [°] 0 3 6 15 30 30 30 30
After obtaining stable operation, re-adjust the "Throttle Setpoints" to the desired values,
as described in section 4.10.3.
4-12 Woodward
4.10.7 First time starting
The engine can now be started for the first time. If the gas line upstream of the TecJet
and gas valves have been purged the first attempt should be successful.
If the A/F-ratio is incorrect the speed control will have difficulty stabilizing the engine. If
the A/F-ratio is almost correct it should be easy to stabilize the engine at zero load by
making small adjustments to the gain. Use the "dashboard function" when tuning the
speed & load control.
4.10.8 Tuning the speed control
All parameters concerning speed control dynamics are in the "Parameters" Æ "Speed /
Load control" Æ "Speed dynamics" sub-menu.
☞ Plotting both the engine speed and the actuator position on a chart recorder (or using the
data logging function of the EGS then using, for example, a spread sheet to create a
graph) can be very useful when solving stability problems.
It should only be necessary to program the actuator "compensation" value once, using
information of the specific actuator. A value between 0.1 and 0.3 [s] is normal (see
4.10.4).
A "gain" value to start with is 0.01 at all loads. Practical gain values will be between just
less than 0.01 and 0.03. Start tuning the speed control with "gain ratio = 1.00" so the gain
is not outside the programmed window (see 4.10.4).
The "stability" is a programmable D-action to compensate for the time constant or inertia
of the engine and turbo's. Normal values will be between 1 - 5 [s] where 1 [s] is low D-
action and 5 [s] is high D-action (see 4.10.4).
The "gain" and "stability" should be tuned with the engine running at full load, with the
correct A/F-ratio or correct exhaust-gas emission:
- Slow hunting can be caused by insufficient stability, and/or too much gain
- Very quick actuator movement is often caused by too much stability.
You can use a step speed change to assess the step response and stability of the system
by changing the rated speed in the "Speed Setpoints" sub-menu from, for example, 1475
to 1525. You also can use load steps at constant speed to assess the response and
stability of the system.
After the full load condition is satisfactory tuned, the part load performance should be
tuned by only changing the "gain" value at part load conditions.
To improve the engine performance during large load changes, you can increase the gain
during these load steps using the "gain ratio". The gain is multiplied by the "gain ratio" as
long as the engine speed is outside the (speed) window. A practical "gain ratio" setting is
between 1.5 and 2, and a practical "window" width is 40 [rpm]. Make sure that the engine
is stable with this higher gain value to prevent the engine hunting outside the "window".
4.11 Speed & Load Control Trouble Shooting
This section is for trouble-shooting the speed and load control function of the EGS-01.
For trouble-shooting of other EGS-01 functions, see Chapter 8 TROUBLESHOOTING .
Woodward 4-13
4.11.1 Engine is unstable in speed or kW-PID control mode
Problem Action
Incorrect A/F-parameters or incorrect Compare parameters of A/F-control and EGS-01
speed and load control parameters speed and load control with values from
commissioning and correct if necessary.
Faulty ignition system Check coils, extenders, spark plugs, HT-leads,
wiring, timing, etc.
Faulty engine Check the whole engine, including compression,
turbo's, leakage's etc.
Faulty speed MPU signal Check speed MPU and MPU wiring and compare
voltage with value from commissioning.
Faulty actuator or excess free play in Check actuators and linkages using "Test Mode"
linkage (Makes sure the engine is stopped)
Filtering time of measured power is Normal values = 0.01 - 0.2sec. (Set in "Parameters"
too small or too high Æ "Sensor" Æ "Measured power”.)
4.11.2 Engine continuously in overspeed
Problem Action
Actuator or throttle valve is stuck in Replace throttle valve and/or actuator.
(fully) open position
Throttle valve movement is heavy or Service or replace the throttle valve.
restricted
Actuator does not operate the Check actuator (and driver) and wiring, and replace if
(correctly functioning) throttle valve necessary.
4.11.3 Engine does not start
Problem Action
Throttle(s) will not go to the starting Check speed signal and check if the EGS-01
position reaches the "starting" condition.
Check actuator(s), driver(s), wiring and supply.
Throttle(s) O.K. but no or incorrect See section 8.2
gas flow
4-14 Woodward
Manual B36139.A Description of Operation
5. DESCRIPTION OF OPERATION EGS CONTROL
This chapter gives an overview of the functions which are possible with your EGS-01
control:
- For Speed and Load Control, see Chapter 4
- For the Air Fuel Ratio part, see paragraph 5.1
- For the FireFly part, see Chapter 9
- For the PASTOR part, see Chapter 8
- For the Ignition Timing Control, see paragraph 5.2.
5.1 Air Fuel Ratio
A/F Ratio can be expressed as Lambda (λ) or in Phi (Φ). In this manual and in the
monitor and calibration software Woodward only uses the expression Lambda. Lambda is
the air excess factor: air flow / stoichiometric air flow.
Stoichiometric combustion means that the quantity of air in the air/gas mixture is sufficient
to get a complete combustion of the quantity of gas. This ratio is called lambda =1 (λ =1)
(λ =1/Φ). The stoichiometric ratio of a gas is expressed as λst. The example shows a gas
quality where 9.6 liters of air are required to combust 1 liter of gas.
To accurately calculate the gas flow to the engine to get the desired lambda at a certain
load and speed condition of the engine, the speed/density calculation method is used.
The mixture flow to the engine is calculated using the following formula:
where:
n = engine speed (1/min.)
V = engine displacement (liters)
Ve = Volumetric Efficiency.
MAP = Manifold Absolute Pressure (kPa)
Tn = 273 °K (normalised temperature)
Pn = 101.3 kPa (normalised pressure)
MAT = Manifold Air (or mixture) Temperature (°K)
When you have calculated the mixture flow, then the gas flow can be calculated with the
following formula:
Woodward 5-1
Description of Operation Manual B36139.A
On V-engines with two butterfly valves you can calculate the mixture and gas flow for
each cylinder bank. This is called “stereo”. The EGS-01 system then controls two TecJet
gas control valves independently.
5.1.1 Control Characteristics
The algorithms used in the EGS-01 control are designed specially for reciprocating gas
engine applications. Similar to what happened in the automotive industry, carburettors on
engines are replaced more and more by more flexible and more accurate fuel injection
systems. To drive an injector on a gasoline fuel engine, an engine-management system
is required. To drive a TecJet, the low gas-pressure injection valve developed by
Woodward, the EGS-01 is the engine management system.
In the control 3-dimensional maps can be filled to achieve the ideal fuel flow to the engine
under different conditions. The whole power range of gas engines can be covered
because the only variable component is the TecJet.
Variables such as engine displacement, gas composition or volumetric efficiency, and

control modes like stoichiometric, lean burn, closed loop or open loop simply can be
programmed using software.
The EGS-01 control is also capable of compensating for variable gas heat values, and
switching between fuels is possible without changing the hardware.
Sensors to measure engine speed, manifold pressure, manifold mixture temperature are
vital in this system however, and the principles of these sensors are simple and proven to
be reliable. For maximum reliability Woodward has designed two inputs for MAP sensors.
Also in compressor applications the optimum settings can be made for all speeds.
Additional features such as over-temperature protection, over-fuelling protection,
crankshaft angular speed monitor (PASTOR), and knock detection via the FireFly, are
available in the EGS.
5.1.2 Automatic Volumetric Efficiency Determination
Together with engine speed, the MAP and the MAT, the engine volumetric efficiency
plays a key role in the mixture flow calculation.
Most engine manufacturers know the volumetric efficiency (Ve) of their engines. If not,
you have to fill them out in the field by yourself. For this the EGS-01 control has a feature
to fill the Ve maps automatically. Based on a known gas quality and stoichiometric ratio of
that gas, on the measured lambda in the exhaust of the engine and based on the gas
flow through the TecJet, the EGS-01 control can calculate the airflow and thus the
mixture flow.
Using the calculated mixture flow at a known cylinder displacement, the speed, the MAP
and MAT, the actual Ve is calculated and stored in the 3-dimensional map. This map has
manifold pressure and engine speed as X and Y-axes.
5-2 Woodward
Manual B36139.A Description of Operation
5.1.3 Automatic Generator Set Efficiency Determination
Normally the electrical power that an engine/generator combination supplies to the grid or
to a plant is measured by sensors. Also, the power that goes into the engine can be
determined by multiplying the gas flow that flows through the TecJet with the heat value
of the gas.
The efficiency is stored by the EGS-01 control in a three-dimensional map, with ignition
timing and load as the x and y-axes.
5.2 Ignition Timing Control
The EGS-01 does not control the ignition timing, although the EGS-01 should always be
informed if ignition timing is changed, in order to keep the NOx at the correct value when
using the "GQCL" algorithm. The ignition timing can be changed by using, for example, a
knock detection and controlling system such as the Woodward FireFly (see Chapter 10).
The following "knock controlling" systems can be implemented:
Retarding the Ignition

The Woodward "FireFly" system is used to detect knocking combustion, and to retard the
ignition using its mA output or the RS422 communication line, which is connected to the
ignition system. The amount of retarding controlled by the FireFly is transmitted to the
EGS-01 by CAN so the correct total efficiency values are selected from the "Total
Efficiency" map used by the "GQCL" algorithm. This method keeps the NOx level
constantly low, even when the ignition is retarded.
GQCL control without ignition retarding information brings the NOx back to almost the
same level as just before the retarding.
Load Reduction
In addition to retarding the ignition, the FireFly can reduce engine load to cure the
detonation. If the EGS-01 is controlling the load, the FireFly will force a certain amount of
load reduction (this can be programmed in the FireFly) through the CAN communication.
If the EGS-01 does not control the load, the FireFly can force the "upper control system"
to reduce the load through the RS422 line of the FireFly or an mA-output.
It is only possible to use the mA-output of the FireFly once for either:
- Load reduction (for non-Woodward load control)
- Ignition retarding.
For example, the FireFly in combination with EGS and load control can have both options
(ignition retarding and load reduction) where the mA output of the FireFly can be
connected to the ignition system, and can retard the timing. If this is not sufficient the
FireFly will request the EGS by CAN to lower the engine load.
If a non-Woodward device is used for detecting detonation and controlling the ignition
timing of the engine, the timing value should be transferred to the EGS-01 through the
plant communication in order to keep the NOx on a constant level if the ignition is
retarded.
Woodward 5-3
Description of Operation Manual B36139.A
There are no other parameters to set except enabling the FireFly under the "Protection"
Æ "FireFly" sub-menu, and, if necessary, enabling the "desired timing input" in the
"Parameters" Æ "Plant Communication" sub-menu.
☞ Please note that "Protocol 98" should be enabled when connecting a FireFly to the
EGS-01 by CAN.
5-4 Woodward
Manual B36139.A Commissioning
6. COMMISSIONING
6.1 General
To start commissioning you have to make a communication link between the EGS-01
control and the PC in accordance with paragraph 3.6. We recommend, if possible, to re-
use a parameter file of the same engine type, running with the same fuel and operated in
the same control mode. Even if the application is a 100% copy of an earlier application
the settings should be checked before cranking the engine.
6.2 Set-up Before Starting the Engine
Before you start the engine, check the parameters in sections 6.2.1 thru 6.2.19.
☞ Variables between square brackets […] are only used for information and are not used in
calculations
6.2.1 Parameters / Engine / Engine
Engine displacement For this mono control application only the total engine
displacement has to be entered.
Max. Speed Used for scaling internal load%. This value is the maximum
rated speed and is not used for overspeed.
Max. Power output Is used for scaling internal load%.
Max. MAP This value equals 100% MAP (used in various tables).
Ignition timing This is the basic ignition timing used to calculate the actual
timing which is used in the “Total Efficiency” table.
6.2.2 Parameters / Engine / Volumetric Efficiency
Parameters / Engine / Volumetric Efficiency / Axes

Continue the commissioning procedure by checking and/or changing the Volumetric-
efficiency (Ve) parameters. At first the scaling of the axes must be adjusted. For an
optimal resolution it is better to fill the axes close to the reality. It does not make sense to
Woodward 6-1
Commissioning Manual B36139.A
scale the RPM axes up to 3500 rpm when the engine will be operated at 1500 rpm.
Introducing 1450,1500 and 1550 rpm are more logical engine speeds. Also it is better to
fill out the MAP table up to 110% MAP. During overload situations or at a too lean setting
of the lambda, the MAP can be higher than the MAP at rated power and the correct
lambda.
Parameters / Engine / Volumetric Efficiency / Learn

In this window, the Learn vol. eff.-mode check box must be set. The settings for the
parameters in this field and the instructions on how to apply the automatic table filling
mode is be explained in section 6.2.17.
Parameters / Engine / Volumetric Efficiency / Edit Table

Click the “Edit Table” button to open the Ve table. As a default, Ve value 0.80 can be
used. The table can be left as it is when an earlier engine calibration is applied (see
paragraph 6.1). Because in a later stage of the calibration the values in the table will be
automatically optimised by the learn feature of the EGS control, it makes no sense to put
too much effort in collecting the correct values.
6-2 Woodward
6.2.3 Parameters / Engine / Total Efficiency
Parameters / Engine / Total Efficiency / Axes

Check or change the y-axes in the Total Efficiency Axes table. The ignition advance
timing can be changed as required. In this table it is also better to scale the x-axes to
110% load.
Parameters / Engine / Total Efficiency / Learn

The Learn Total. Eff.-mode must be disabled in this window. The settings for the
parameters in this field and the instructions how to apply the automatic table filling mode
are explained in section 6.2.17.
Woodward 6-3
Parameters / Engine / Total Efficiency / Edit Table

The default values in the Total Efficiency Table do not affect the engine performance in
the start-up stage. The value will be used to calculate the generator set power. A default
value of 0.0 at no load and increasing to 0.35 at full load will be sufficient for system
set-up.
6.2.4 Parameters / Engine / Speed Density
In particular during the warming up of a cold engine, but also in normal operating
conditions of the engine, there are differences between the manifold mixture temperature
(the measured MAT) and the actual mixture temperature as it enters the cylinders (the
Inlet Temp). This is caused by engine parts that have a coolant temperature-related
surface temperature, such as the ports of the cylinder head. The EGS-01 control
compensates for the effect of heated-up or cooled-down mixture by calculating the Inlet
Temp using a model. No extra engine temperature sensors are required for this
calculation.
6.2.5 Parameters / Fuel System
Choose for single TecJet mode if there is one TecJet per gas flow calculation. Choose for
dual TecJet mode if there are two TecJets per gas flow calculation.
6-4 Woodward
6.2.6 Parameters / Fuel Parameters
1. Enter the gas type (natural, digester, propane, etc.).

2. Check the box if there is a signal from a CH4-analyser connected to the EGS
control.
3. Enter the gas data, or enter the gas data of two gas qualities if “Measure CH4”
was enabled. In this mode the EGS control will interpolate between the two
stored gas qualities dependent on the measured CH4 value.
6.2.7 Parameters / Air-Fuel Ratio
Parameters / Air/Fuel Ratio / Ref / Axis

Enter or modify the RPM ( y ) and the Load ( x ) axes and confirm the values by clicking
the OK button. The filter value is used to improve the transient response. If the value is
too high the fuel mixture can become too rich, which can cause damage to the engine.
Woodward 6-5
Parameters / Air/Fuel Ratio / Edit Table

Use an earlier completed table from a similar engine or modify the table by entering
values according to the engine manufacturer’s specifications.
!
CAUTION
You will damage the engine using stoichiometric settings on a lean burn engine.
For the quick completion of the table the Alt-A-F-M-X and Y features also apply in this
window.
During initial system start-up it might be possible that the speed control does not match
the engine. In practice the correct lambda values can only be filled out when accurate
analysers for NOX, CO and CO are connected to the engine.
Parameters / Air/Fuel Ratio / Temp

Keep the Lambda Inlet Temp correction at the default at any temperature, during initial
start up.
6-6 Woodward
Later a fine-tuning of the table can be done once the engine is warmed-up and also the
after cooler water temperature can be varied.
Click the button to open the Dashboard window and check the reading of the Inlet Temp.
Parameters / Air/Fuel Ratio / Potmeter

The range of the lambda potmeter correction can be limited. During the initial start up a
wide range can be helpful for quick lambda setting changes. However, because this
setting can be changed even by unauthorized people and with a simple screwdriver, it
can be dangerous to leave a wide range programmed in the system.
Dependent on the sensitivity for detonation and emission levels, a correction factor of
1.000 is recommended.
6.2.8 Parameters / Sensor
Configure all sensors connected to the EGS-01 control.
6.2.9 Parameters / Transient / Delta MAP
In the Delta MAP window enter the estimated inlet manifold volume. Enter the average
dMAP/dT calculated over 6 samples. Click the “OK” button to close the window.
Woodward 6-7
6.2.10 Parameters / CAN Interface
The default CAN settings are standard and should not be changed (see the standard
settings below). If the CAN settings of the (old type) TecJet are not the same, change the
CAN settings of the TecJet, using the TecJet monitor software, to match the EGS-01
CAN settings. Do not change the settings of the EGS-01 control.
CAN Protocol 98 should always be enabled except when very old TecJets or TecJets
with software version <1.05 are used. When using a FireFly, CAN Protocol 98 must be
used.
6.2.11 Parameters/Plant Communication
In the Plant Communication Setup window:

1. Click the “Enable plant communication” check box to have plant communication
(when available).
2. Click the applicable “Input signal” check boxes that are applicable for your
system.
3. Close this window by clicking the “OK” button.
6-8 Woodward
6.2.12 Diagnosis / Status / Setup
Before you start the engine, make sure that in the Status Setup Window all malfunctions
are set to “Warning”. Close this window by clicking the “OK” button.
6.2.13 Protection / Overspeed
In the Overspeed Protection window fill in the overspeed limit. Close this window by
clicking the “OK” button.
Woodward 6-9
6.2.14 Install the UEGO Sensor
1. Connect the UEGO-sensor to the EGS control and a 12 V dc power supply.
Wiring colours: Orange - 12 VDC supply / Yellow GND supply

Green - signal High (connect to EGS 21)
Black - signal Low (connect to EGS 22)
2. Do not install the sensor in the exhaust yet, but leave it in open air.
!
CAUTION
The sensor has a heating element and will become very hot.
3. After the sensor has been switched on for approximately 5 minutes, check the
signal from the UEGO sensor using a multimeter or the “View/Measured Values”
window (Lambda1). The signal should be 4.50 ± 0.02 V.
4. If the signal is higher or lower, adjust the UEGO controller (see Figure 6.1 ).
5. When the signal is 4.50 ± 0.02 V, the sensor can be installed in the exhaust.
Figure 6.1 UEGO Controller
☞ The newest type of UEGO sensor and controller (coloured blue) can not be calibrated.
This type operates on both 12 VDC and 24 VDC.
6.2.15 Communication Check Between EGS and TecJet
1. In the “View Menu”, open the Mono Control window and the TecJet Bank 1
window.
2. In the Mono Control window check the measured values such as MAP and MAT.
3. In the TecJet Bank 1 window check the values for Delta_p, FGP, FGT and Pos
Ist. If these values are at 0.0, then there is no communication between the EGS
and the TecJet.
4. Check the wiring and the CAN settings in the “Parameters Menu” and open the
CAN Interface window.
6.2.16 Parameters/Closed Loop/Gas Quality
Open the “Parameters/Closed Loop/Gas Quality” window and click the check box to
disable closed loop. Click “OK” to exit from this window.
6-10 Woodward
☞ P minimum should be 40% of maximum engine load.
6.2.17 Parameters/Engine/Volumetric Efficiency/Learn
Open the “Parameters/Engine/Volumetric Efficiency/Learn”, and click the check box to

enable/activate the learn mode.
By activating the learn volumetric efficiency mode, the system will behave like a
conventional closed loop system, comparing desired and measured lambda and adjusting
the gas flow to make measured lambda equal to desired lambda. By changing the values
at “Kp” and “Corr. Tint” you can speed up or slow down this closed loop process. By
changing the value at “VeffTint” you can speed up or slow down the updating of the table
value (see Determine Speed Density Temperature Gain and/or Determine Volumetric
Efficiency). “CorrLimit” limits the maximum correction factor.
Normal values for:

Parameter Normal Values
Kp 0.020 - 0.1
Corr. Tint 5 - 10 s
CorrLimit 10 - 20%
VeffTint 30 - 60 s
Click “OK” to exit from this window.
Woodward 6-11
6.2.18 Parameters/Air Fuel Ratio/Ref/Edit table
1. Open the “Parameters / Air/Fuel Ratio / Ref / Edit Table” window. For starting, it is
necessary on most engines to use low RefLambda values at low engine speeds,
even at high load percentages.
2. Change the values in the table, if necessary.
3. Close the table by clicking “OK”.
6.2.19 Parameters/Sensors/MAP
1. Open the “Parameters/Sensors/MAP” window and its dashboard, and check the
readings of the MAP sensors.
2. Compare the readings with the FGP reading in the “TECJET BANK1” window.
☞ The MAP readings are in kPa and the FGP readings are in hPa (1 kPa = 10 hPa).
3. MAP sensor readings must be within 1 kPa. If the difference is more than 1 kPa
check the scaling of the sensors and the mechanical connection of the sensors.
4. If necessary change the scaling of one or both sensors.
5. Close the dashboard and the MAP SENSORS window by clicking “OK”.
6. Calibrate and Install the Emission Measuring Device.
6.3 Start Engine
Start the engine. During cranking, make sure that the EGS receives the rpm signal from
the magnetic pick-up by checking the rpm reading in the Measured Values section of the
Mono Control window. If there is no rpm reading, check the wiring and adjustment of the
MPU. When the gas shut-off valves open check the Delta_p and FGP readings in the
TecJet Bank1 window. If there is no change in the values for Delta_p and FGP make sure
that the shut-off valves are really opening by measuring pressure downstream of the
valves.
Run the engine without load. If necessary adjust the speed dynamics. Now the Ccorr
value in the Closed Loop Section of the Mono Control window will change until the
“Lambda sensor” = “Lambda desired” in the Lambda control section. If “Lambda sensor” ≠
”Lambda desired” and Ccorr remains at 1.000, check the minimum and maximum voltage
settings for the Lambda sensor. Go to the “Diagnosis/Lambda difference” menu and
enable the Lambda difference check. Go to “Diagnosis/Sensor/Lean” and check the
settings. If necessary change the settings and close the window by clicking the OK
6-12 Woodward
button. Go back to the “Diagnosis/Lambda difference” menu, disable the “Lambda

difference check”, and close the window by clicking the OK button.
Check the emissions and if necessary adjust the Ref Lambda table in the “Parameters /
Air/Fuel Ratio / Ref / Edit Table” window. (Accurate emission control is not required at this
moment; it is only necessary to make sure the engine is not far too lean or far too rich.)
Click “Dashboard” button to find out at which Load % position is in the table to make the
change. Close the dashboard and make the required changes. By opening the dashboard
the changes are transmitted from the PC to the EGS, and the EGS will control air/fuel
ratio according to these changes. If the air/fuel ratio is still not as required close the
dashboard, make the necessary changes and open the dashboard again. If the emissions
are correct (according to the manufacturer’s specification and the emission regulations)
close the dashboard.
Closing the table by clicking “OK” will make the changes permanent. By clicking “Cancel”
the changes can be undone. A dialog box will appear asking if you are sure you want to
undo the changes. Clicking “OK” will restore the table contents to the original values as
they were when the table was opened. Clicking “Cancel” will make the changes
permanent.
Perform the following sections 6.3.1 through 6.3.11 to complete the commissioning.
6.3.1 Increase Load
1. Gradually increase the engine load.

2. Check the emissions and if necessary make adjustments to the RefLambda table
as described in paragraph 6.3.
3. If necessary adjust speed or power dynamics for stable engine operation.
4. Run the engine at full load until temperatures and emissions are stabilized.
5. Open the “RefLambda”, the “Volumetric Efficiency” and the “Total Efficiency”
table and their dashboards to make sure the engine is running within the range of
the tables.
6. If this is not the case, change the axes of the table, as described in section 6.2.3
and section 6.2.7. Make sure that you use the same values on the Load% axis in
the “Total Efficiency” table and in the “RefLambda” table.
7. Open the “Parameters/Sensors/MAP” window and its dashboard.
8. Check the readings of the MAP sensors. If possible compare the readings with
the readings of another pressure gauge. MAP sensor readings must be within
1kPa. If the difference is more than 1 kPa, check the scaling of the sensors and
the mechanical connection of the sensors. If necessary change the scaling of one
or both sensors.
9. Close the dashboard and the MAP SENSORS window by clicking “OK”.
10. Open the “Parameters/Sensors/Measured Power” window and its dashboard.
11. Check the scaling of the measured power sensor. If necessary change the
scaling.
12. Close the window by clicking “OK”.
13. Continue with section 6.3.2.
Woodward 6-13
6.3.2 Determine Speed Density Temperature Gain
☞ If the basic settings used are of an identical engine, and the MAT sensor at the same
location, it is not necessary to determine the Temperature Gain. You can use the valves
as they are and proceed with the next section.
1. Increase the manifold temperature to the maximum attainable value. This can be
done for example by reducing the water-flow to the aftercooler, or increasing the
temperature of the aftercooler water.
2. Open the “Parameters/Engine/Speed density” window and set the TempGain to
zero. In the “RefTemp” field, enter the actual measured MAT. In the “Time to
warm up engine field”, enter the time it takes the engine to reach a stabilised
coolant temperature.
4. Open the volumetric efficiency table in the “Parameters/Engine/Volumetric

Efficiency/Edit Table” window.
5. Open the dashboard to find out at which position in the table the engine is
running.
6. Adjust the load until MAP is at the maximum MAP% value. The closer to the table
points the engine is running, the better the accuracy of the system.
7. In the dashboard click “update” to activate the update of the volumetric efficiency.
Now the volumetric efficiency value is changed automatically until Ccorr is back
at 1.000. Once Ccorr = 1.000 (+/- .002) close the dashboard. The position in the
volumetric efficiency table will be updated to the learned value.
8. Repeat this for the next lower MAP% value.
9. Decrease the manifold temperature to the lowest possible temperature. (It may
be necessary to enrich the mixture to prevent misfire. Change the RefLambda
table to achieve this.)
10. Let the engine run until temperatures are stabilized. By now Ccorr will most
probably have changed to a lower value.
11. Open the “Parameters/Engine/Speed density” window and increase the
TempGain until Ccorr. = 1.000 (+/- 0.002) again. After this, enter the coolant
temperature (in the cylinder head area) at normal engine operation in the
RefTemp field.
(Settings shown are for example only.)
6-14 Woodward

13. Change the manifold temperature back to the normal temperature.
6.3.3 Determine Volumetric Efficiency
1. Open the volumetric efficiency table in the “Parameters/Engine/Volumetric

Efficiency/Edit Table 1” window.
2. Open the dashboard to find out at which position in the table the engine is
running.
3. Adjust the load until MAP is at the maximum MAP% value.

4. In the dashboard click “update” to activate the update of the volumetric efficiency.
Now the volumetric efficiency value is changed automatically until Ccorr is back
at 1.000. Once Ccorr = 1.000 (+/- .002), close the dashboard. The position in the
volumetric efficiency table will be updated to the learned value.
5. Repeat this for all the other MAP% values. If the engine will run at different
speeds during normal operation, repeat for the speeds at which the engine will be
running.
☞ Make sure there are no large differences between adjacent cells. It may be necessary to
change other cells to smooth out large steps between adjacent cells over a larger number
of cells See examples.
Example 1: Large Steps Example 2: Smooth Steps

MAP 20 30 40 MAP 20 30 40
1200 0.71 0.74 0.77 1200 0.71 0.74 0.77
1300 0.71 0.74 0.77 1300 0.67 0.70 0.73
1400 0.71 0.74 0.77 1400 0.64 0.67 0.70
1500 0.61 0.64 0.67 1500 0.61 0.64 0.67
1600 0.61 0.64 0.67 1600 0.61 0.64 0.67
Underlined values are the learned values as described above.
6. Open the “Parameters/Engine/Volumetric Efficiency/Learn” window and switch off

the learn mode by moving the cursor to the “Learn vol. eff.” field and pressing the
space bar of the computer so that the field reads “No”.
Woodward 6-15
6.3.4 Determine Full Load Ref Lambda and Full Load Total Efficiency
1. Open the RefLambda table and the dashboard and increase the load again until
Load is at the maximum Load% value and let the temperatures stabilize. Close
the dashboard.
2. Check emissions, and if necessary change the ref lambda values in the area
where the engine is running.
3. Transmit the changes to the EGS control by opening the dashboard and check
emissions again.
4. If necessary make more changes to the table. If emissions are correct, close
dashboard and close the table by clicking “OK”.
5. Open the “Parameters/Engine/Total Efficiency/Learn” window and switch on the
learn total efficiency mode. By changing the TeffTint value it is possible to speed
up or slow down the learn process. Normal value for TeffTint is 20 (s). Close the
window by clicking “OK”.
6. Open the Total Efficiency table in the “Parameters/Engine/Total Efficiency/Edit
Table” window.
7. Open the dashboard and click “update”. Now the total efficiency value will be
changed, until Pcal = Pmech. Once Pcal = Pmech, close the dashboard, and the
value in the table will be updated.
8. Repeat these steps for the next lower Load% value.
6.3.5 Determine Inlet Temperature Correction
☞ If the basic settings used are from an identical engine, it is not necessary to determine the
Inlet Temperature Correction. You can use the valves as they are and proceed with
section 6.3.6.
1. Run the engine at full load and open the “Parameters/Engine/Total

Efficiency/Learn” window and switch off the learn total efficiency mode.
2. Open the “Parameters/Closed Loop/Gas Quality” window and switch on the Gas
Quality Closed Loop.
Run the engine at different manifold temperatures and adjust the Inlet Temp.
Correction table in the “Parameters/Air/Fuel Ratio/Inlet Temp” window in such a
way that the emissions are correct for all the different manifold temperatures.
Close this window by clicking “OK”.
(Settings shown are for example only.)
6-16 Woodward
6.3.6 Determine Part Load Ref Lambda and Part Load Total Efficiency
1. Open the “Parameters/Closed Loop/Gas Quality” window again and switch off the
Gas Quality Closed Loop.
2. Open the “Parameters/Engine/Total Efficiency/Learn” window and switch the
learn total efficiency mode back on.
3. Open the RefLambda table and the dashboard and reduce the load until Load is
at the desired value. (In this case it is the next lower value compared to the Load
value while determining full load RefLambda.)
4. Check emissions. If necessary change the ref lambda values in the area where
the engine is running.
5. Transmit the changes to the EGS control by opening the dashboard and check
the emissions again. If necessary make more changes to the table. If emissions
are correct, close dashboard and close the table by clicking “OK”.
6. Open the Total Efficiency table in the “Parameters/Engine/Total Efficiency/Edit
Table” window.
7. Open the dashboard and click “update”. Now the total efficiency value will be
changed, until Pcal = Pmech. Once Pcal = Pmech, close the dashboard, and the
value in the table will be updated.
8. Repeat steps 3 to 7 for all other Load% values.
9. If there is a signal for ignition timing, determine the total efficiency at the different
load/ignition timings, as described above. If there is no ignition timing signal, use
the same values for the different ignition timings.
☞ Make sure that there are no large differences between adjacent cells. If may be necessary
to change other cells to smooth out large steps between adjacent cells over a large
number of cells.
6.3.7 Change to Gas Quality Closed Loop
Open the “Parameters/Engine/Total Efficiency/Learn” window and switch off the learn
total efficiency mode.
Open the “Parameters/Closed Loop/Gas Quality” window and switch on the Gas Quality
Closed Loop.
Depending on the update rate of the kW signal, it is possible to make the gas quality
closed loop more responsive by increasing the Kp (=Gain) value and/or decreasing the
Corr. Tint value. If sudden changes in gas quality are to be expected, make the closed
loop as fast as possible. However do not make the closed loop too fast (faster than the
update of the kW signal. This may cause instability and less accurate air/fuel ratio control.
CorrLimit limits the closed loop correction Ccorr (see closed loop correction section of the
Mono Control window), for example 10 % means 1.000 +/- 0.100. Ccorr can vary from
0.900 to 1.100, if Ccorr reaches the limits, there will be an alarm/warning. CorrLimit must
always be more than the expected change in gas quality.
P minimum is the minimum calculated power at which the engine has to run before the
gas quality closed loop is enabled. Gas quality closed loop is based on the total efficiency
of the engine and generator. At very low loads the efficiency calculation and the GQCL
algorithm become inaccurate, therefore the closed loop can only be enabled if the engine
is running at more than 30 - 40 % of load.
Engine running time is the time after Pminimum (calculated) is reached. After this time
and Pcal > Pminimum the closed loop becomes active. Engine efficiency is influenced by
Woodward 6-17
the various temperatures in the engine (coolant, oil, etc.). Therefore the closed loop can
only be enabled after the time it takes the engine to reach normal running conditions.
Parameters Normal Values

Kp 0.2 - 1.0
Corr Tint 20 - 60 s
CorrLimit 5 - 15%
P minimum 30 - 40% of full load kW
Engine running time 120 s
Run the engine at different loads and check the emissions and Ccorr. If necessary minor
adjustments can be made to either the RefLambda table or to the Total Efficiency table. If
the composition of the gas has not changed, Ccorr should remain between 0.980 and
1.020 if the gas quality closed loop is enabled.
If the engine is running too rich and Ccorr >1.010, enter a slightly lower value in the Total
Efficiency table at the position at which the engine is running. This makes the mixture
leaner and decrease down the Ccorr value.
If the engine is running too lean and Ccorr < 0.990, enter a slightly higher value in the
Total Efficiency table at the position at which the engine is running too lean. This will
richen the mixture and increase the Ccorr value.
In other cases, change the RefLambda table at the position at which the engine is
running too rich or too lean.
Continue with section 6.3.8.
6.3.8 Check Emissions at Different CH4 Levels
☞ This section describes how to check and adjust the emissions at different CH4 levels. This
section is only applicable to EGS controls that have an input from a CH4 analyser and
measure CH4 (click the box “Measure CH4” in the “Parameters/Fuel Parameters”
window). If there is no CH4 signal and/or “MeasureCH4”, then leave the check box open
and proceed with section 6.3.10.
1. Make sure the CH4 analyser is calibrated.

2. Run the engine at full load.
3. Change the gas quality to bring down the CH4 level, for example by closing the
wells with high CH4 content gas and opening the wells with low CH4 content gas.
4. Check the emissions.
5. If the engine runs too rich or too lean at these low gas qualities, open the
“Parameters/Fuel Parameters” window.
6. If the engine runs too lean, increase the value in the “Lower heat value” field in
the low CH4 percentage (= left) column using small steps, until the emissions are
correct.
7. If the engine runs too rich, decrease the value in the “Lower heat value” field in
the low CH4 percentage (= left) column using small steps, until the emissions are
correct.
8. Close this window by clicking “OK”.
6-18 Woodward
9. Change the gas quality to bring up the CH4 level, for example by closing off the
wells with low CH4 content gas and opening the wells with high CH4 content gas.
10. Check the emissions.
11. If the engine runs too rich or too lean at these high gas qualities, open the
“Parameters/Fuel Parameters” window.
12. If the engine runs too lean, increase the value in the “Lower heat value” field in
the high CH4 percentage (= right) column using small steps, until the emissions
are correct.
13. If the engine runs too rich, decrease the value in the “Lower heat value” field in
the high CH4 percentage (= right) column using small steps, until the emissions
are correct.
14. Close this window by clicking “OK”.
Continue with section 6.3.9.
6.3.9 Optimize Transient Behaviour
☞ The transient behaviour of a turbo-charged OTTO engine is limited by the time required to
speed up the turbo-charger. If the measured Lambda is correct during a transient, then the
transient behaviour cannot be improved further, using the transient model. The transient
model will only correct the changing amount of mixture in the intake manifold.
1. Run the engine at part load, for example 50%.

2. Open the "Parameters/Transient/Delta Map” window.
3. Use a lean-burn Lambda sensor and a chart recorder, or a fast log to judge the
transient Air/Fuel ratio.
4. Perform a load-step.
5. If transient behaviour is not adequate, decrease the value in the “Average
dMAP/dT calculated over..... samples” field. Be careful not to decrease this value
too much or instability can occur.
6. Close the window by clicking the “OK” button.
7. Perform another load step.
Woodward 6-19
8. If transient behaviour is still not adequate increase the value in the “Inlet manifold
volume” by approximately 25%.
9. Close the window by clicking the “OK” button and perform another load step.
10. If this gives an improvement, try finding the optimum value, however do not use a
value higher than 2 x the estimated manifold volume.
11. If transient behaviour get worse, reduce the original value in the “Inlet manifold
volume” by approximately 25%.
12. Close the window by clicking the “OK” button and perform another load-step.
13. If this gives an improvement, try finding the optimum value, however do not use a
value lower than 0.5 x the estimated manifold volume.
Inlet manifold volume 0.5 - 2 x real manifold volume

Average dMAP/dT 5 - 8 samples
calculated over
6.3.10 Setup Diagnosis Warnings/Alarms
1. Open the “Diagnosis/Sensor” window and set the limits and timers for the
different sensors.
2. Open the “Diagnosis/Closed Loop” window and set the timer. Also choose if you
want to go to open loop in case the closed loop correction is at it’s minimum or
maximum value (see “Parameters/Closed Loop/Gas Quality” for the limit) during
the time set.
3. Open the “Diagnosis/Status/Setup” window and for each malfunction select
whether it will cause a warning or an alarm.
4. If you choose an alarm, you can decide whether the EGS should switch the alarm
relay and stop the engine if an alarm occurs by closing the TecJet, or only to
switch the alarm relay.
5. Close the window by clicking the “OK” button.
6. Save settings file, using “File/Save as” command.

7. Go off-line, using the “File/Work Offline” command and exit the monitor program.
6.3.11 Enter the EGS Password
Access to the EGS control system during remote monitoring using a modem is password-
protected. The password must first be entered in a new EGS before remote access using
a modem can be used.
6-20 Woodward
Enter the password using the “System/Change EGS password” menu. Type the new
password twice, then close the window by clicking the OK button.
☞ The EGS modem access password is stored in the EGS unit, whereas the user password
for the monitoring program is stored in the PC.
When the password has been entered go off-line, using the “File/Work Offline” command
and exit the monitor program. Continue with section 6.3.12.
6.3.12 Remove UEGO Sensor and Emission Measuring Device
1. Stop the engine.

2. Remove the UEGO sensor from the exhaust and disconnect the UEGO wiring.
3. Plug the sensor hole where the UEGO sensor was installed.
4. Remove the emission analyser.
Woodward 6-21
6-22 Woodward
Manual B36139.A Logging
7. LOGGING
☞ It is recommended that a “Logging” directory is created to store logging data files, and a
“Settings“ directory is created to store engine calibration files (*.EGS). Create the
directories under “C:\EGS\EGS_nnn\ <directory>”.
7.1 Logging Menu
1. In the Logging menu, click the Parameters field to open the “Logging Parameters”
window.
2. Fill-in the operator name.
3. Fill-in the logging mode.
Figure 7.1 Logging Parameters
7.1.1 Remote Logging
Remote logging means that the logging data will be stored in the internal RAM memory of
the EGS-01 control.
The RAM memory has the advantage of logging with a fast interval time of 0.005
seconds, but has the disadvantage that the capacity of this memory is limited to 2250
samples (rows) with 20 parameters (columns) in mono control or 30 parameters in stereo
control. Also the stored data will be lost during supply voltage interruptions.
The remote logging mode is ideal for tuning the transient behaviour of an engine or to
check the set for signal and actuator errors.
7.1.2 Internal Logging
Internal logging means that the data will be stored on the solid state disk of the EGS-01
control.
Using the solid-state memory has the advantage that the data cannot be lost during
supply voltage interruptions. Also the storage capacity is much larger than the RAM-
memory, however the fastest log interval time is one second. The memory capacity of the
solid state disk is about 0.8 Mbytes.
This leads to the following examples:
Logging duration At time interval

2 hours 1s
7 days 60 s
3 months 800 s
Woodward 7-1
Logging Manual B36139.A
7.1.3 Number of Samples
In the “Remote logging” mode it is not possible to split the number of samples into more
than one file. Files that are made in this mode are stored with the extension *.log.
In the “Internal logging” mode new files are automatically created after the programmed
number of samples have been reached. It is not convenient to edit large files in a DOS-
editor or in spreadsheet programs. Therefore we recommend not creating very large files.
Files that are made in this mode are stored with the extensions *.000, *.001, *.003, etc.
7.1.4 Logging Options
During the installation of the EGS-01 monitor software, a directory that is called
C:\EGS_***\DELTEC\LOGGING will be created. It is advisable to store logging data in
this directory.
Use the “Tree” button to select a directory to store the data.
Figure 7.2 Logging Options
7.2 On Line with the EGS-01 Control
The Start, Stop, Clear and Receive fields are only active when you are on line with the
EGS-01 control and when the signal “FUEL ON” on terminal 10 is high.
When the control is in the “Remote Logging”-mode the display shows the remaining
percentage of storage capacity.
In the “Internal Logging” mode only the sign “LOGGING” will be displayed.
By clicking the “CLEAR” field, the logging memory of the EGS-01 control will be made
empty.
7.2.1 Receive
In the “Receive” window, a file name for the logging data can be allocated. A file
extension is not required and will be made automatically.
In both logging modes, the files with the extensions *.PAR and *.EGS will be created
automatically. The logging related parameters will be stored in the *.PAR file.
The EGS-01 control-related parameters will be stored in the *.EGS file. These two files
will get the same file name as allocated earlier for the logging data files.
7-2 Woodward
Manual B36139.A Logging
Figure 7.3 Logging Data Allocation
Woodward 7-3
Logging Manual B36139.A
7-4 Woodward
Manual B36139.A Troubleshooting
8. TROUBLESHOOTING
This chapter provides a number of examples with faults (questions), possible causes, and
what to do. If your EGS control does not function correctly, go to Table 8.1 to find a
solution for your problem or ask Woodward for technical assistance.
For trouble-shooting information on the speed and load control see Chapter 4.11.
Table 8.1 Fault Descriptions

Fault Description Go to Paragraph
Unable to work online with EGS 8.1
Engine will not start 8.2
Engine starts, but will not accelerate 8.3
Engine speed unstable 8.4
Engine will not accept full load 8.5
Engine misfires 8.6
Engine detonates 8.7
Incorrect NOx emissions 8.8
Malfunctions 8.9
8.1 Unable to Work Online with EGS
Possible cause What to do

No power supply to the EGS • Check for supply voltage to the EGS terminals 81
(+) to 82 (-). Repair if incorrect.
No Fuel On signal to the EGS • Check for Fuel On voltage to EGS terminal 10 (-)
to 82 (-). Repair if incorrect.
EGS does not boot • Replace the EGS.
Incorrect COM port settings • Check the COM port settings in SYSTEM menu.
Change settings if incorrect
Faulty interface cable • Check cable according to diagram in paragraph
3.6. Repair or replace cable if incorrect.
EGS monitor program version • Use the correct version of the monitor program.
different from software version in the
EGS
8.2 Engine Will Not Start

No gas pressure present. • Check gas pressure upstream of the gas shut-off valves.
!
WARNING
Gas may escape when connecting a pressure
gauge. Gas/air mixture is highly flammable.
Make sure there are no open flames, sparks or
hot surface that may ignite the gas/air mixture.
• If gas pressure is not present check and repair the gas

supply system upstream of the shut-off valves.
Gas shut-off valves do not • Open the “TecJet bank1” window in the View menu. Check
open. the FGP value before and during cranking.
Woodward 8-1
Troubleshooting Manual B36139.A

• Before cranking the FGP value is at ambient absolute
pressure. During cranking the FGP should increase to the
ambient absolute pressure + gas supply gauge pressure.
• No increase of the FGP during cranking indicates gas shut-
off valves are not opening. Check and repair shut-off valve
operation.
After cranking, FGP • Check shut-off valve operation.
pressure stays the same • TecJet installed in incorrect direction.
value as before cranking.
No ignition or incorrect • Check ignition system for correct operation.
ignition timing.
EGS alarm or engine alarm • Check the “Diagnosis Alarm Status” and the “Engine Alarm
present. Status” windows in the View menu. Reset alarms.
• If an alarm returns, see paragraph 8.9.
No rpm detected by EGS. • Open the “Mono Control” window in View menu. Check
rpm reading during cranking.
• If the reading remains at zero, check the voltage and the
frequency of signal on the EGS terminals 57 to 58.
• If voltage/frequency incorrect/not present, check wiring for
correct connection.
• Check shields for correct installation. Check the sensor for
correct spacing. Make sure there are no metal chips on the
end of the pickup.
• Magnetic pickup may have short or open circuit. Perform a
resistance check with the leads disconnected from the
EGS. Should be 100 to 300 Ohms.
• If the voltage/frequency is correct, check the number of
teeth seen by the MPU per engine revolution against the
number entered in the “RPM-TDC SENSOR” window in the
Parameters/Sensor menu. Check the rpm sensor type
against the type entered in the “RPM-TDC SENSOR”
window.
Mixture too rich or too lean • Open the “TECJET BANK1” window in the View menu.
due to faulty TecJet Before cranking check the TecJet position PosIst. Before
operation. cranking this value should be 0.0 mm. A deviation smaller
than 2.0 mm will not have a big influence on starting
behaviour. If PosIst before cranking < -2.0 mm or > 2.0 mm
replace the TecJet.
• During cranking check PosIst value. After opening shutoff
valves TecJet should open, PosIst should increase.
Fqp – pressure stays the • Check gas shut off valves.
same value before and • TecJet connected in opposite direction.
during cranking
CH4 signal is incorrect. (For • Check signal from the CH4 analyser to the EGS terminals
systems using CH4 input 35 (+) to 36 (-).
only). • If signal is not present, check the wiring and the CH4
analyser operation.
• Check calibration of CH4 analyser.
• Compare the CH4 analyser signal type and the scaling
against values entered in the “CH4 SENSOR” window in
the Parameters/Sensor/CH4 menu.
8-2 Woodward

Desired Lambda too high or • During cranking check the Lambda desired value. For most
too low. engines this should be approximately 1.00 to 1.25.
• If the desired Lambda is incorrect, open the “Lambda Ref
table” in the Parameters/Air/Fuel Ratio menu. Change the
values in crank speed area of the table.
Actuator does not move to • Refer to speed/load control in Chapter 4.
start position (for systems
with separate speed
control).
8.3 Engine Starts, But Will Not Accelerate

Mixture too lean • Check the exhaust emissions.
☞ Even at the correct air/fuel ratio O2% reading may

be too high due to misfire. See 4.11.3 Engine does
not start.
Misfire. Check ignition system for correct operation. Check engine
condition.
8.4 Engine Speed Unstable

Incorrect dynamics • Refer to the speed control manual.
programmed in the speed
control.
Air fuel ratio control • Check the “Lambda Ref table” in the Parameters/Air/Fuel
unstable. Ratio menu for irregularities. Avoid large differences in
lambda ref value in adjacent cells.
• Check the Volumetric Efficiency table in the
Parameters/Engine menu for irregularities. Avoid large
differences in lambda ref value in adjacent cells.
Incorrect transient settings. • Improve settings in the “DELTA MAP” window in the
Parameters/Transient menu.
Severe misfire. • Check ignition system and engine condition.
Ignition timing unstable. • Check ignition system for correct operation.
Necessary external wires • Check the wiring for correct connection and/or improve the
are not correctly connected shielding.
and/or shielded.
Actuator and/or driver • Refer to actuator and driver manual.
problem.
Woodward 8-3
8.5 Engine Will Not Accept Full Load

Mixture too lean. • Check the emissions.

be too high due to misfire.
Engine does not operate • Engine may be misfiring, waste gate out of adjustment,
correctly. failed turbocharger, excessive air filter restriction, general
engine condition.
8.6 Engine Misfires

Mixture too lean. • Check emissions.
Ignition system. • Check ignition system for correct operation.

be too high due to misfire. Check air/fuel ratio by
means of UEGO sensor.
Engine condition. • Check engine. Valve clearances, compression end
pressure, etc.
8.7 Engine Detonates

Mixture too rich. • Check emissions. Lean off if necessary.
Ignition timing incorrect • Check real ignition timing. Correct timing if necessary.
Engine overloaded. • Check engine output. Reduce output if necessary.
Detonation caused by • Deposits in combustion chamber. Cure the phenomena
Overload by misfire. that caused the deposits, and clean the combustion
chamber.
8.8 NOx Emission is Now Unsatisfactory with "GQCL" Operating
In-service experience has shown that engines running in the Gas Quality Closed Loop
(GQCL) mode show very stable NOx readings, even over longer periods. If however the
engine runs too rich or too lean compared to the original setting, the following procedure
can be followed to get the engine back to that original setting.
☞ Note that a change of the gas quality or a change in the TecJet accuracy will not lead to
any change of the NOx reading. Only the value “correction closed loop” or Ccorr will
change
☞ For future reference make notes of all changes made to the settings. Also note the engine
running hours
1. Are you sure that the engine has incorrect NOx emission?
First make sure that the measuring instruments are working correctly.
8-4 Woodward
When a lean-burn gas engine runs too lean, the NOx reading will be too low and
the O2 reading will being too high. During rich running the NOx will be too high
and the O2 reading will be too low.
If you have a (calibrated) UEGO sensor installed, you can use the lambda
reading as confirmation. Also, the exhaust-gas temperature can give an indication
of the A/F-ratio. If the O2 reading is high and fluctuating but the NOx reading is
not low, the cause can be a misfire. The misfire will reduce the total efficiency and
will enrich the engine giving high NOx, but the misfire also contributes to the high
and/or unstable O2 readings.
2. Changed or damaged sensors or modified engine:

Check for changes to the following "speed density" related items:
- MAP-sensors: Position, wiring, tubing, dirt, ambient temperature and
leakage. You can compare the reading with an accurate (barometric) sensor.
For an accurate barometric reading, call your nearest airport. Compare this
reading with your reading, and the values taken during commissioning.
- MAT-sensor: Position, dirt, wiring, and installation. You can compare the
reading with other sensors.
- Volumetric efficiency (Ve): Check if anything has changed on the intake
system such as the flame arrestors, cleaning or adjusting valves, or
cleaning/servicing of the heads.
Check for changes the following "total efficiency" items:

- Ignition system: Check that the spark plugs, wiring, coils and HT-leads are
serviceable, and finally that the actual ignition timing is correct. Some
ignition systems require re-calibrating after changing various components to
prevent erratic readings on the service tool.
- Check for changes on the kW-signal, such as wiring, kW-transducer, the
cosΦ set point or controller.
- Check for changes at the waste-gate (setting) or the turbo-chargers.
- Has anything been added or removed from the crank shaft, such as pumps
or gears?
- Has anything that affects the internal friction losses of the engine been
changed?
3. Other causes
If none of the above-mentioned items has caused the change to the exhaust gas
emission, the parameters of the EGS must still be changed to return the NOx
reading to its original value. Use the settings in this table:
NOx λ Ccorr Reason(s) First solutions Second solutions

OK OK ≠ 1.00 Gas quality has changed No action Take a gas sample
TecJet has changed No action Change the TecJet.
Too high Too low < 0.99 - Real Total.eff. decreased Clean the engine Lower the Ve table and raise
MAP reading is too high Clean the engine the total efficiency table (use
ALT-M)
Too high Too low > 1.01 kW transducer reading is Check the engine Lower the Total.eff table
low Check the kW (use ALT-M) or lower the
transducer LHV.
☞ Instead of changing the Total Efficiency table value (by using Alt-M) you can change the
value of the LHV in the same direction in order to fine-tune the NOx. If you increase the
LHV ( or increase the “total.eff”) the calculated power will increase and the gas-mixture will
become richer due to the increase in Ccorr.
Thus by carefully tuning the Volumetric Efficiency and the Total Efficiency in small steps,
e.g. of 0.5% (Alt-M 0.995 or Alt-M 1.005), the correct NOx level can be attained at a
satisfactory Ccorr value.
Woodward 8-5
8.9 Malfunctions
Malfunction Description Remedy

01/03 System lean (bank_1/2). • Calibrate the UEGO sensor at 4.50 V
in ambient air.
• Check the emissions. Check the
general engine condition.
02/04 System rich (bank_1/2). • Calibrate the UEGO sensor at 4.50 V
in ambient air.
• Check the emissions. Check the
general engine condition.
10/14 MAP sensor_1/2 low signal. • Measure the MAP signal on EGS
terminals 26 (+) to 27 (-).
• Check the MAP sensor wiring.
• Replace the MAP sensor. Check the
setting for U_min (I_min) in the MAP
SENSORS DIAGNOSIS window
under
• Diagnosis/Sensor menu.
11/15 MAP sensor_1/2 high signal. • Measure the MAP signal on EGS
terminals 26 (+) to 27 (-).
• Check the MAP sensor wiring.
• Replace the MAP sensor. Check the
setting for U_max (I_max) in the MAP
SENSORS DIAGNOSIS window
under
• Diagnosis/Sensor menu.
13/17 MAP sensor_1/2 U-com mode • Internal EGS failure. If the failure
high. persists, replace the EGS unit.
18 MAP difference out of range. • If only one sensor is used, open the
MAP SENSORS DIAGNOSIS window
in the Diagnosis menu and switch off
the “Enable MAP difference check”.
• In the MAP SENSORS window in the
Parameters/Sensor menu, check
MAP readings in dashboard.
Compare readings to pressure
measured on separate gauge to
locate faulty sensor.
• Check Max difference value in the
MAP SENSORS DIAGNOSIS window
in the Diagnosis/Sensor menu. For
most applications this value should
not be higher than 5 kPa. Check
process connections to sensors.
Check the MAP sensor wiring.
Replace the faulty sensor.
20 No RPM signal in PC-104 • Internal EGS failure. If failure persists,
replace the EGS unit.
30 Power sensor low signal. • Measure the signal on EGS terminals
33 (+) and 34(-).Check Measured
Power signal wiring to EGS. Check
the setting for U_min (I_min) in
8-6 Woodward

POWER SENSOR DIAGNOSIS
window in the Diagnosis/Sensor
menu.
31 Power sensor high signal. • Measure the signal on EGS
terminals33 (+) and 34(-).
• Check Measured Power signal wiring
to EGS. Check the setting for U_max
(I_max) in POWER SENSOR
DIAGNOSIS window in
Diagnosis/Sensor menu.
32 Power sensor U_com mode • This can be due to galvanic problems.
high. Connect a galvanic isolator between
the EGS and the power signal. When
an mA signal is used make sure it is
grounded on one side. If the failure
persists, replace the EGS unit.
40 Lambda sensor_1 low signal. • If no lambda sensor installed, open
the LAMBDA DIFFERENCE
DIAGNOSIS window in the Diagnosis
menu. Switch off “Lambda difference
check enable”. Calibrate UEGO
sensor at 4.50 V in ambient air.
• Measure the signal on EGS terminals
21 (+) and 22(-).
• Check the lambda sensor wiring to
the EGS. Replace the UEGO sensor
and/or UEGO controller.
• Check setting for U_min in LEAN
SENSOR DIAGNOSIS window in
41 Lambda sensor_1 high signal. • If no lambda sensor installed, open
LAMBDA DIFFERENCE DIAGNOSIS
window in DIAGNOSIS menu. Switch
of “Lambda difference check enable”.
• Calibrate the UEGO sensor at 4.50 V
in ambient air.
• Measure the signal on EGS
terminals21 (+) and 22(-).
• Check the lambda sensor wiring to
the EGS. Replace the UEGO sensor
and/or UEGO controller.
• Check setting for U_max in LEAN
42 Lambda sensor_1 U_com mode • Internal EGS failure. If the failure
60 MAT_1 PT 100 low resistance. • Measure the PT-100 resistance
(disconnect wiring from EGS before
measuring).
• Check the MAT sensor wiring to the
EGS. Replace the MAT sensor.
• Check setting for R_min in MAT
Woodward 8-7

61 MAT_1 PT 100 high resistance.
☞ After the engine has stopped
heat conduction can cause the
MAT sensor temperature to
increase to the engine jacket
water temperature. Make sure
that the R_max for the MAT
sensor is set sufficiently high to
prevent MAT alarms when the
engine is stopped.
• Measure the PT-100 resistance
(disconnect wiring from EGS
terminals 37/38 before measuring).
• Check the MAT sensor wiring to the
EGS.
• Replace the MAT sensor.
• Check setting for R_max in MAT
Diagnosis /Sensor menu.
70/73 Thermocouple_1/2 low signal. • If no thermocouples installed, open
the TEMP PROTECTION window in
Protection menu. Switch off “Enable
thermocouple”.
• Measure signal on EGS terminals
39/79 (+) and 40/80(-).
• Check the thermocouple wiring to the
EGS. Replace the thermocouple.
• Check setting for U_min in the
THERMOCOUPLE DIAGNOSIS
window in Diagnosis/Sensor menu.
71/74 Thermocouple_1/2 high signal. • If no thermocouples installed, open
TEMP PROTECTION window in
Protection menu. Switch off “Enable
thermocouple”.
• Measure signal on EGS terminals
39/79 (+) and 40/80(-).
• Check the thermocouple wiring to the
EGS. Replace the thermocouple.
• Check setting for U_max in
THERMOCOUPLE DIAGNOSIS
72/75 Thermocouple_1/2 U_com mode • Internal EGS failure. If the failure
80 CH4 sensor low signal. • If CH4 input is not used, open the
FUEL PARAMETERS window in
Parameters menu, switch off
“Measure CH4” and make sure
correct fuel parameters are used.
• Measure signal on EGS terminals 35
(+) and 36 (-).
• Check the CH4 signal wiring to the
EGS.
• Check the CH4 analyser for correct
operation.
8-8 Woodward

• Check setting for U_min (I_min) in the
CH4 SENSOR DIAGNOSIS window
in Diagnosis/Sensor menu.
81 CH4 sensor high signal. • If CH4 input is not used, open the
FUEL PARAMETERS window in
Parameters menu, switch off
“Measure CH4” and make sure
correct fuel parameters are used.
(+) and 36 (-). Check the CH4 signal
wiring to the EGS.
operation.
• Check setting for U_max (I_max) in
the CH4 SENSOR DIAGNOSIS
82 CH4 sensor U_com mode high. • Internal EGS failure. This alarm can
be caused by galvanic problems.
Install a galvanic isolator between
analyser and EGS. When an mA
signal is used make sure it is
90 Desired power input low signal. • Measure the desired power signal on
EGS terminals 31 (+) to 32 (-).
• Check desired power signal wiring.
• Check the settings in the DESIRED
POWER window under
Parameters/Sensor menu.
• Check the settings for U_min (I_min)
in the DESIRED POWER
DIAGNOSIS window under
91 Desired power input high signal. • Measure the desired power signal on
• Check desired power signal wiring.
POWER window under
• Check the settings for U_max (I_max)
in the DESIRED POWER
DIAGNOSIS window under
92 Desired power input U_com • Internal EGS failure. This alarm can
mode high. be caused by galvanic problems.
analyser and EGS. When an mA
signal is used make sure it is
110 Aux 5 V ref low. • If auxiliary 5 V reference output is not
used, open the AUX 5V REF
DIAGNOSIS window in Diagnosis/
Sensor menu and switch off “Use
Woodward 8-9

auxiliary ref”.
• If auxiliary 5 V reference output is
used, measure the current drawn
from the EGS terminals 63 (+) and 64
(-), maximum current is 100 mA.
• Check the wiring connected to EGS
terminals 63 and 64.
• Replace the EGS unit if necessary.
111 Aux 5 V ref high. • If auxiliary 5 V reference output is not
used, open the AUX 5V REF
Sensor menu and switch off “Use
auxiliary ref”.
• If auxiliary 5 V reference output is
used, make sure there is no higher
voltage supplied to the EGS terminals
63 (+) and 64 (-).
112/114 MAP sensor_1/2 5 V ref low. • If the MAP sensors don’t use 5 V
reference voltage, open MAP
SENSORS DIAGNOSIS window in
Diagnosis/Sensor menu and switch
off “Use reference voltage”. Check
the MAP sensor wiring to the EGS.
Check the MAP sensor operation,
replace if necessary. Replace the
EGS unit if necessary.
113/115 MAP sensor_1/2 5 V ref high. • If the MAP sensors don’t use 5 V
reference voltage, open MAP
SENSORS DIAGNOSIS window in
Diagnosis/Sensor menu and switch
off “Use reference voltage”.
• Check the MAP sensor wiring to the
EGS.
• Check the MAP sensor operation,
replace if necessary.
130 Closed loop corr>max. • If closed loop becomes less than
maximum value while engine is idling
and EGS is set-up for GQCL the
“Engine running time” may be set too
low. A normal time is 100 - 200
seconds.
• Check if power signal coming from
generator or real power sensor
scaling is still the same as during
commissioning.
• Check the TecJet(s) for correct
operation.
• Check the engine for correct
operation.
• Check the gas quality.
8-10 Woodward

operation.
• Check the CH4 signal and wiring.
• Check closed loop limits in Gas
Quality Closed Loop window in
Parameters menu.
131 Closed loop corr<min. • Check if power signal coming from
generator or real power sensor
scaling is still the same as during
commissioning.
• Check the TecJet(s) for correct
operation.
operation.
operation.
• Check CH4 signal and wiring.
• Check closed loop limits in GAS
QUALITY CLOSED LOOP window in
Parameters menu.
140 Lambda sensor not ready time • If no lambda sensor installed, open
out. the LAMBDA DIFFERENCE
DIAGNOSIS window in Diagnosis
menu. Switch off “Lambda difference
check enable”.
(+) and 22(-).
• Replace the UEGO sensor and/or
controller.
• Check setting for U_min, U_max and
the time at “Malfunction if sensor not
ready after:” in LEAN SENSOR
Sensor menu.
150 CAN controller error status. • Makes sure the grounding between
the EGS and TecJet is correct, and
uses the special ground connections.
Make sure the shield of the TecJet
cable is connected to the EGS ground
connection.
• Check the CAN wiring. Make sure the
120 Ω “end of line” resistors are
present.
• Check CAN settings in the CAN
Interface window in the Parameters
menu.
• Check CAN settings in TecJet(s) and
FireFly. Check the TecJet(s) and
FireFly for correct operation.
• Disconnect the TecJet connector and
check using an Ohmmeter that its
shield has no connection to the
connector on the cable.
Woodward 8-11

151 CAN controller bus off status. • Check the CAN wiring. Make sure the
present.
menu.
• Check CAN settings in TecJet(s) and
FireFly. Check the TecJet(s) and
FireFly for correct operation.
160 PC-104 failure. • Check power supply and “fuel on”
sequence, make sure power supply is
present before “fuel on” is switched
on and after “fuel on” is switched off.
• Internal EGS failure.
• If failure persists, replace the EGS
unit.
161 PC-104 software hang. • See remedy malfunction 160.
162 Dual ported RAM failure. • See remedy malfunction 160.
170 Micro controller failure. • Check power supply and “fuel on”
sequence, make sure power supply is
present before “fuel on” is switched
on and after “fuel on” is switched off.
• Internal EGS failure.
• If failure persists, replace the EGS
unit.
171 Micro controller RAM failure. • See remedy malfunction 170.
172 Eprom checksum error. • See remedy malfunction 170.
173 E2prom checksum error. • See remedy malfunction 170.
174 Dual ported RAM failure. • See remedy malfunction 170.
175 Micro-controller software hang • See remedy malfunction 170.
up.
180 Supply voltage low. • Check power supply voltage.
• Malfunction occurs if supply voltage is
lower than 10 V during 1 minute.
181 Supply voltage high. • Check power supply voltage.
• Malfunction occurs if supply voltage
is higher than 32 V during 1 minute.
182 Ambient temperature low. • Check temperature in control panel in
which the EGS is installed.
• Malfunction occurs if temperature is
lower than 0 °C (32 °F) during 1
minute. Install heater if necessary.
183 Ambient temperature high. • Check temperature in control panel in
which the EGS is installed.
• Malfunction occurs if temperature is
higher than 70 °C (160 °F) during 1
minute. Improve ventilation if
necessary.
190 5 Volt digital low. • Internal EGS failure. If failure persists,
8-12 Woodward

191 5 Volt digital high. • See remedy malfunction 190.
192 +8.5 Volt supply low. • See remedy malfunction 190.
193 +8.5 Volt supply high. • See remedy malfunction 190.
194 +18 Volt supply low. • See remedy malfunction 190.
195 +18 Volt supply high. • See remedy malfunction 190.
196 -12 Volt supply low. • See remedy malfunction 190.
197 -12 Volt supply high. • See remedy malfunction 190.
198 V_high supply low. • See remedy malfunction 190.
199 V_high supply high. • See remedy malfunction 190.
200 SPC processor failure. • Internal EGS failure. If failure persists,
201 SPC board RAM failure. • Internal EGS failure. If failure persists,
202 SPC board Flash Eprom failure. • Internal EGS failure. If failure persists,
203 No RPM signal on SPC board. • Open EGS unit and check flat-cable
connection between main circuit
board and Speed Control printed
circuit board.
204 Speed deviation. • Check “breaker closed” signal on
EGS pin 11. Make sure signal is low
when engine is not running parallel to
utility.
• Check settings in SPEED
DEVIATION DIAGNOSIS window
under Diagnosis menu, if necessary
increase setting.
• Check Rated Speed setpoint in
Parameters/Speed/Load
Control/Speed Setpoints menu.
☞ To reset this malfunction,

engine must be stopped and
“breaker closed” signal must
be low.
210 Desired speed input low signal. • Measure the desired speed signal on
• Check desired speed signal wiring.
SPEED window under
in the DESIRED SPEED DIAGNOSIS
window under Diagnosis/Sensor
menu.
211 Desired speed input high signal. • Measure the desired speed signal on
• Check desired speed signal wiring.
SPEED window under
Woodward 8-13

in the DESIRED SPEED DIAGNOSIS
menu.
212 Desired speed input U_com. • Internal EGS failure. This alarm can
mode high be caused by galvanic problems.
analyser and EGS. Make sure that
mA signal is grounded on one side. If
the failure persists, replace the EGS
unit.
220 Speed bias input low signal. • Measure the speed bias signal on
• Check speed bias signal wiring.
• Check the settings in the SPEED
BIAS window under
in the SPEED BIAS DIAGNOSIS
menu.
221 Speed bias input high signal. • Measure the speed bias signal on
• Check speed bias signal wiring.
• Check the settings in the SPEED
BIAS window under
in the SPEED BIAS DIAGNOSIS
menu.
222 Speed bias input U_com. mode • Internal EGS failure. This alarm can
high. be caused by galvanic problems.
analyser and EGS. Make sure that
mA signal is grounded on one side. If
the failure persists, replace the EGS
unit.
230/240 TecJet_1/2 no communication. • Check the TecJet software version. If
version is 1.04 or lower, open the
CAN Interface window in the
Parameters menu and switch off the
“Enable CAN protocol 98” option. If
the TecJet has 1.05 or higher
software version, the “Enable CAN
protocol 98” option must be switched
on.
• Refer to TecJet manual for details.
• Check CAN wiring. Make sure the
present.
INTERFACE window in the
Parameters menu.
8-14 Woodward

• Check the CAN settings in the TecJet
(see malfunction 150).
• Check the TecJet for correct
operation.
• Refer to TecJet manual.
231/241 TecJet_1/2 zero gas pressure. • Check the Delta_p in the TECJET
BANK 1 window.
• Check the gas supply to TecJet,
measure actual pressures upstream
and downstream of the TecJet.
232/242 TecJet_1/2 high delta pressure. • Check the Delta_p in the TECJET
BANK 1 window.
• Check the actual pressures before
and after the TecJet.
• Check the setting of pressure
regulator upstream of the TecJet.
• Check the setting for Max. delta
pressure in the TECJET DIAGNOSIS
window in the Diagnosis menu and
compare this setting with the TecJet
specifications.
233/243 TecJet_1/2 flow not reached. • Check that holes in the insert are not
blocked due to oil coming from the
breather system.
• Check the gas supply to the TecJet,
measure gas pressure upstream of
the TecJet. Check the gas filter.
• Check the gas supply for
obstructions.
• Check the engine output, make sure
engine is not overloaded.
operation.
234/244 TecJet_1/2 malfunction. • Refer to TecJet manual.
235/245 TecJet_1/2 closed due to error. • Refer to TecJet manual.
270 No plant communication. • If plant communication is not used,
open the PLANT COMMUNICATION
SETUP window in the Parameter
menu and switch off the “Enable plant
communication” option.
• Check the plant communication
wiring. Check the settings for “Baud
rate” and “Slave address” in the
PLANT COMMUNICATION SETUP
window in the Parameter menu.
Check the time setting in the
COMMUNICATION DIAGNOSTICS
window in the Diagnosis menu and
Woodward 8-15

compare to the update rate of the
plant communication. Check the
device that is connected to EGS for
plant communication for correct
operation.
280/285 FireFly_1/2 no communication. • Check the CAN wiring. Make sure the
present.
• Check the CAN settings in the CAN
menu. CAN setting in EGS = 1536,
CAN setting in FireFly = 600. (See
malfunction 150.)
• Refer to FireFly manual 36106.
281/286 FireFly_1/2 malfunction. • Refer to FireFly manual 36106.
8.10 Resetting the EGS
A reset of the EGS can be done in two ways depending on the setting:
Auto reset
The EGS resets itself when an alarm is no longer valid. For example, if the CH4 signal
has decreased then an alarm is given. When the signal returns (e.g. after repairing the
analyser) the EGS waits 1 minute then switches to the OK status, and the engine can be
restarted. The alarm, and the number of times it has occurred, is shown In “View” Æ
“Diagnosis Alarm Status” or “Engine Alarm Status List”. The alarm can only be cleared by
using the Monitor program.
Manual Reset
Once an alarm has occurred the EGS switches to the alarm state and stays in that state,
even if the alarm is removed. This is enabled in “Diagnosis” Æ “Status” Æ “Reset
Options”. Resetting the EGS can only be done using the Monitor program, or externally
by supplying a current of more than 10 mA to terminal 71.
A 24 VDC logical signal can also be used by configuring analog input 1 (“Parameters” Æ
“Sensor” Æ “Universal Input 1”) as an mA input. Use an external 1k8 Ω resistor in series
on terminal 71 to make a 13 mA signal.
8-16 Woodward
Manual B36139.A PASTOR
9. PASTOR
9.1 Introduction
The software PASTOR (Prime-mover Angular-speed Stability MoniTOR) is a part of the

EGS-01 control module, and it is built-in as the “misfire detection system”. It can be found
under the “Protection” menu. The software PASTOR replaces the previously-used analog
PASTOR circuit board. PASTOR measures the irregularity of the engine speed, caused
by every individual combustion cycle. When this irregularity level exceeds an error limit,
the alarm “engine unstable” is given. If activated, the EGS-01 control can shutdown the
engine.
A highly irregular signal can be caused by ignition problems (spark plugs, coils,
extenders, HT-leads, wiring, etc.) or by mechanical failure of the engine. Also an erratic
A/F-ratio (too lean) can cause a misfire and a PASTOR alarm.
The PASTOR alarm prevents the engine running in an overload or over-fuelled condition,
caused by one or more failed cylinders. On applications with a two-way or three-way
catalyst the PASTOR system also protects the catalyst from over-heating caused by
unburnt mixture which will be burnt in the catalyst.
☞ When using the “Gas Quality Closed Loop” algorithm, the PASTOR system must be
activated to prevent the engine running too rich if a cylinder failure occurs. Specifically at
landfill applications where the amount of closed loop cannot be limited too much, the
PASTOR is very important.
Knocking combustion (detonation) will not be detected by the PASTOR system. However
knock detection is possible with the FireFly system, which can be connected to the
EGS-01 control.
9.2 Basic Irregularity |dn/dt|
Internal combustion engines which use the Otto or the Diesel cycle do not have
continuous combustion like turbines. The speed of the flywheel increases and decreases
all the time, even when the engine runs parallel to the grid, due to the force of each
individual combustion. This irregularity is calculated from the speed signal and is called
|dn/dt| and the units are in Hz/s.
When an engine runs with correct A/F-ratio and correct spark advance, and all cylinders
are firing normally, we call the irregularity “the basic irregularity”. The level of this
irregularity depends on the engine and its application (number of cylinders, firing order,
island or parallel operation, inertia of the engine plus generator, and lean or
stoichiometric mixture) and of the so called “sample divider” (see paragraph 9.3).
9.3 Sample Divider
Since the EGS control measures the speed every 5 ms (at 200 Hz) it can occur that the
EGS is measuring the |dn/dt| of the combustion itself, depending on the number of
cylinders and the firing order. To overcome this phenomena, it is necessary to slow down
the sample rate using the sample divider. In practice the optimal value for a specific
engine type has to be found, and this value is usually between 1 and 4.
9.4 |dn/dt| Filter
To avoid erratic alarms caused by, for example, block loads or noise, the |dn/dt| signal is
(low pass) filtered. A practical filter value is 10 seconds.
Woodward 9-1
PASTOR Manual B36139.A
9.5 Software PASTOR Commissioning
It is important that the engine is operating fully satisfactorily and with the correct NOx
during the adjustments to PASTOR.
If you already know the optimal sample divider for this engine, go to section 9.5.2.
☞ During commissioning disable the “shutdown” function on the PASTOR alarm.
9.5.1 Finding the Optimal Sample Divider
!
WARNING
Modern ignition systems can produce very high voltages, even on the primary side,
which can be dangerous. Take extra care when working on or near an ignition
system.
!
WARNING
A mounted oxidation catalyst can easily be destroyed by forcing the engine to
misfire. The unburnt fuel mixture will react with the catalytic converter, thus
causing the temperature to rise dramatically.
1. Install switch in the primary side of one coil to simulate misfire and make sure that
the software PASTOR alarm is inactive during commissioning.
2. Adjust the |dn/dt| filter to 10 seconds.
3. Run the engine at full load and measure the |dn/dt| when the engine runs on all
cylinders. Compare this with the |dn/dt| when one cylinder is not firing. Do this
with different sample divider values.
4. Select the sample divider which gives the biggest difference between normal
running and running with one cylinder missing, usually a value between 1 and 4.
9.5.2 Setting the Limits Versus Load
In the “Pastor” window (under the Protection Menu) the alarm limits for the |dn/dt| versus
load can be set. There is a separate table for “island operation” and a table for running
parallel “on the grid”.
Set the software PASTOR:
1. Run a few different load-steps, e.g. the load values of the software PASTOR
table, with the optimal sample divider value (see section 9.5.1) and a |dn/dt| filter
value of 10 s.
2. Make notes of the |dn/dt| at normal running and the |dn/dt| with one cylinder
“failed”.
3. Choose alarm limits for every load somewhere in between the two values.
Probably some field experience is needed to select the correct limit values.
9-2 Woodward
Manual B36139.A PASTOR
Example
At 100% Load:
Normal running
1 cylinder misfire
engine
Divider dn/dt dn/dt
2 3.4 - 3.8 5.7 - 6.3
3 2.6 - 2.7 5.7 - 5.9
4 1.9 - 2.1 5.4 - 5.7
5* 1.8 - 1.9* 5.2 - 5.6*
6 1.7 - 1.6 5.0 - 4.9
7 1.6 - 1.7 4.6 - 4.7
8 1.5 - 2.0 4.1 - 5.8
* Sample 5 gives the biggest difference between normal running engine and engine wiith
1 cylinder misfiring.
Set sample divider at the ideal value found at 100% load (5 in this example). Measure the
difference:
Normal running
1 cylinder misfire
engine
Load Divider dn/dt dn/dt
80% 5 1.6 - 1.5 4.4 - 4.6
60% * 5 1.4 - 1.3 3.4 - 3.5
50% * 5 1.1 - 1.2 2.5 - 2.4
* Set trip values between normal running value and misfire value.
Figure 9.1 PASTOR Window
9.6 Testing the Software PASTOR
The software PASTOR will give an alarm, or an alarm plus “shut down”, when the |dn/dt|
signal is present for longer than a programmable time over the programmed limit.
Woodward 9-3
PASTOR Manual B36139.A
Enter a useful time limit, such as between 10 to 15 seconds.
Now activate the “shut down function” in the PASTOR window, and run the engine on
partial load. When you “fail” one cylinder, the engine will be stopped by the EGS control
after the error time has elapsed.
Alarms will be stored and can be viewed in the “View / Engine Alarm Status” window.
The software PASTOR is now correctly set-up.
If in operation an “Engine Unstable” alarm occurs, please look very carefully at the engine
and the A/F-ratio.
☞ It should not be necessary to re-adjust the |dn/dt| alarm limit in case of an alarm. Try to
find the reason for the high |dn/dt|.
9-4 Woodward
Manual B36139.A FireFly
10. FIREFLY
In this section only the combination of the FireFly with the EGS-01 control is described.
More information about the FireFly can be found in Woodward manual 36106.
10.1 Introduction
Knocking combustion (or detonation) is a type of combustion which results in very-high

peak pressure in the combustion chamber, and which will damage the engine very
quickly. Detonation should normally always be avoided, and the EGS-01 control helps
prevent it.
For example, detonation can be caused:

- Low methane number of the fuel.
- Engine runs too rich.
- Engine is overloaded or overheated.
- Incorrect ignition timing.
- Deposits in the combustion chamber, like ash from the lubricant or fuel.
The EGS-01 control can protect an engine from detonation using a knock detection
system - the FireFly. This system is not a standard part of the EGS delivery like the
PASTOR and must be ordered separately.
10.2 Detonation Detection Module (FireFly)
The FireFly is a detonation detecting and controlling device which can detect knock on
between 4 to 16 cylinders. It uses up to 8 piezo-electric knock sensors. If your engine
needs more then 8 knock sensors a second FireFly can be used.
The FireFly forms an ideal combination with the EGS-01 control, but can also work as a
stand-alone system, as described in the FireFly manual. The knock controlling strategy is
located in the FireFly, and not in the EGS control. The FireFly is connected to the
EGS-01 control by the (TecJet) CAN bus. Additionally, "Protocol 98" should be enabled
under Parameters / CAN Interface to enable communication between the FireFly and the
EGS-01 control.
The FireFly requires the following signals:

- Engine speed (rpm)
- Engine phase (camshaft sensor)
- Knock sensor signals
- Measured engine power (through the CAN bus).
The speed signal can be shared with the MPU of the EGS, although the use of a
separate MPU is recommended.
The FireFly can control detonation by retarding the ignition timing through its analog
output or RS422/ModBus communication link. Depending on the selected strategy, the
FireFly can also reduce the engine load by a request to a “higher system”, such as the
plant control, through the RS422/ModBus. Alternatively, the FireFly can reduce the load
by a request to the EGS-01 through the CAN bus.
Alternatively the FireFly can indicate the “engine knock severity” by an analog output or
through the RS422/ModBus communication link, to allow another system to control
ignition timing and/or load.
Additionally, a relay output is available for shutdown and fault indication.
Woodward 10-1
FireFly Manual B36139.A
10.3 CAN Communication with the EGS-01 Control
The FireFly is the only extra system that can be connected to the (TecJet) CAN
communication bus. All other communication between EGS-01 and, for example, the
plant control is only possible through the EGS-01 RS232/Modbus “plant communication”
connection.
As mentioned before, the knock strategy which controls the detonation detection is
located in the FireFly, which means that the FireFly can change system parameters like
the ignition timing. Since the total efficiency (and the NOx emission) decreases when
ignition timing is retarded, the EGS-01 needs to “know” when the ignition is retarded. In
GQCL, no information about the ignition timing will make the engine richer until the
NOx-emission is almost back to the level before retarding. For this reason the total
efficiency table/map in the EGS-01 is a 3-D table, versus load% and actual ignition
timing. Changing the total efficiency at the retarded timing makes the emission low again.
When using variable ignition timing, the EGS-01 needs to “know” the actual timing and
the 3-D total efficiency table should be filled out completely. This can be done by
retarding the ignition “manually” using the FireFly monitor software.
The EGS-01 receives the following information from the FireFly (simplified) through the
CAN bus:
- Degrees of ignition retarding.
- Amount of desired load reduction.
- FireFly status (including “shut down” command).
- (Engine knock severity).
The EGS-01 sends the measured engine power to the FireFly (simplified).
10.4 Knock Strategy of the FireFly
There are four selectable strategies to use when controlling the detonation of a stationary
engine. Please refer to the FireFly manual 36106 for more detailed information about
these strategies.
10-2 Woodward
Manual B36139.A Technical Specifications
11. TECHNICAL SPECIFICATIONS

11.1 Introduction
This chapter contains the technical specifications for the EGS-01 control.
EGS Control Specifications

Weight 2.87 kg (6.33 lbs)
Power Supply Rating 10-32 Vdc nominal (7 V minimum)
Ambient Temperature Range 0 °C to 55 °C
Humidity/Moisture 85 % , IP20
EMI/RFI Heavy Industrial, EN50081-2/EN50082-2
ISO 7637-2 (24 V system)
Analog Inputs
Lambda_1 thru Lambda_3 0 - 2.5 V / 0 - 5 V
Map_1 thru Map_2 0 - 5 V / 0 - 10 V / 0 - 20 mA
TPS 0 - 5 V / 0 - 10 V / 0 - 20 mA
Detonation_1 thru Detonation_2 0 - 5 V / 0 - 10 V / 0 - 20 mA
Power 0 - 5 V / 0 - 10 V / 0 - 20 mA
CH4 0 - 5 V / 0 - 10 V / 0 - 20 mA
Analog_1 thru Analog_2 0 - 5 V / 0 - 10 V / 0 - 20 mA
For all analog inputs: Accuracy 1 % of full scale / Linearity 0.1 % Resolution
12 bit / Stability 1 % per year Common mode voltage.
Every input has an input range of - 7 V up to + 14 V for
the high and the low input.
PT-100 inputs Resolution 11 bit over 120 °C
Accuracy 0.5 % of 100 ° C
Thermocouple Inputs Range -40 - +40 mV
Resolution 12 bit
Accuracy
Phase Inputs Maximum frequency 100 Hz
Block signal:
Turn-over 0 V / Hysteresis 0.2 V
Min. amplitude 6 V / Max. amplitude 32 V
Common mode 10 V on the lo input.
AC signal:
Turn-over 0 V
Common mode 10 V on the lo input.
Bobbin signal:
Turnover 100 - 150 V / Max. voltage 400 V
Speed Input Accuracy 0.01 %
Maximum frequency 9 kHz
Block signal:
Turn-over 2.5 V / Hysteresis 0.2 V
Common mode 10 V on the lo input
AC signal:
Woodward 11-1
Technical Specifications Manual B36139.A

Turn-over 0 V
Common mode 10 V on the lo input
Digital Inputs Logic 0 -> 0 - 6 V
Logic 1 -> 4 - 32 V
EGS Control Specifications
Relay Current 1 A
TecJet Power Supply Maximum current peak 10 A during 1 second.
Continuous 6 A
TecJet on/off Maximum current 10 mA
Heater Outputs Duty cycle 0 - 100 % / Frequency f =25 Hz
Accuracy 1 % / Resolution 8 bit
Peak current 20 A during 1 second (one single peak) /
Nominal current 5 A
PWM Output Current 1.5 A / Frequency 1000 Hz
Resolution 12 bit / Accuracy 0.1 % Push-pull
5 V Reference Output Accuracy 0.5 % / Current 70 mA
RS 232 Cable Plant communication port max. 9600 baud
Sensor Specifications
Woodward MAP Sensors The Woodward MAP sensors have better temperature
and EMC specifications than standard sensors.
USE OTHER SENSORS AT YOUR OWN RISK !
MAT Sensor PT100 sensor (3 m silicon cable) (1/4” NPT)
Installation Suitable for installation on the engine.
Mounting in inlet manifold after throttle valve.
Sensor tip must be positioned sufficiently far into the
inlet manifold, to ensure that the correct mixture
temperature is measured.
Electrical connections Fixed mounted 3 core silicon cable 3 m.
Core with the brown colour is the PT100 signal. The
cores grey and black form the reference loop.
Maximum cable length between sensor and EGS is 20
m.
Maximum temperature range -50 °C - 200 °C
Maximum ambient temperature, 150 °C
cable
11-2 Woodward
Manual B36139.A Software Upgrade
12. SOFTWARE UPGRADE

12.1 Introduction
This chapter contains the software upgrade instructions for the EGS control software and
the speed control software.
☞ The speed control software upgrade is only applicable for an EGS with speed and load
control.
12.2 EGS Software Upgrade
Perform the following steps to upgrade the EGS software:
1. Stop the engine.

2. Make sure the EGS is connected to the power supply and the “fuel on” signal is
present.
3. Go on-line with the same EGS monitor version as software version in the EGS.
4. Save the EGS settings file on the PC.
5. Go off-line and close the EGS monitor.
6. Start the new EGS monitor version, don’t go on-line.
7. Go to the SYSTEM menu and choose “Install EGS Software”. The information
window as shown below will appear. Press OK.
8. In the directory tree, choose the directory containing the new version
EGSAPP.EXE and press the “Chdir” button. In the “Directory name” box you will
now see the directory you have chosen.
Woodward 12-1
Software Upgrade Manual B36139.A
9. Press “OK” button to start the software download process. After a few seconds
the Confirm window appears for a last confirmation. Press the “OK” button.
10. After software download has been completed successfully, the Information
window will appear. Press the “OK” button.
11. 1Open the old settings file using the new version monitor program.
12. Check all the settings in the Parameters, Protection and Diagnosis windows.
Some settings may have been changed due to changes in the new software.
13. Go on-line by sending the settings file from the PC to the EGS.
12.3 Speed Control Software Upgrade
This upgrade is only applicable for an EGS with speed and load control. Perform the
following steps to upgrade the EGS software (refer to Figure 12.1 and Figure 12.2):
1. Stop the engine.

2. Remove the power supply and the “fuel on” signal from the EGS.
3. Remove the four small screws and the cover from the EGS.
4. Locate the speed control board in the top right corner of the EGS (with the EGS
connectors pointing towards you). On the board look for the type number 5550A
or 5550B. If the board is type number 5550A the software can only be upgraded
to software version 1.09 (please contact Woodward if a later upgrade is
necessary).
5. Locate board PC104 below the speed control board. Disconnect the small ribbon
cable, which connects between the EGS board and board PC104, from board
PC104. Connect the cable to the speed control board (this connects the speed
control board to the communication port).
6. Connect the PC to the EGS plant communication port.
7. Start the PC in MS-DOS mode. Go to the directory that contains the new
software.
8. Connect the EGS to the power supply and make sure the “fuel on” signal is
present. Ignore the red alarm LED.
9. Run the “send.bat” file. Change the COM port if necessary.
10. When the software is uploaded remove the power supply and the “fuel on” signal
from the EGS. Disconnect the PC from the EGS plant communication port.
11. Disconnect the small flat cable from the speed control board and connect it to
board PC104.
12. Install the cover and the screws on the EGS.
12-2 Woodward
Manual B36139.A Software Upgrade
13. Make sure all system connectors are correctly connected to the EGS. Supply
power to the EGS.
14. Check the EGS for correct calibration and operation.
Speed Control
Board
Board PC104
Ribbon Cable
EGS Board
Figure 12.1 Location of EGS, PC104 and Speed Control Boards
EGS Plant
Communication Port
Figure 12.2 Location of EGS Plant Communication Port
Woodward 12-3
Software Upgrade Manual B36139.A
12-4 Woodward
Manual B36139.A List of Abbreviations
13. LIST OF ABBREVIATIONS

13.1 Introduction
This chapter contains the list of abbreviations used in the B36139 manual.
A/F ratio Air/Fuel ratio

Ccorr See 3.9.1 Mono engine & lambda control
CH4 Methane
dMAP/dt Delta Manifold Air Pressure / time
DOS Disk Operating System
dT Delta Temperature
EGS Engine Gas-metering System
EMC Electro Magnetic Compatibility
EMI Electro Magnetic Interference
FGP Fuel Gas Pressure
FGT Fuel Gas Temperature
hPa hecto Pascal
HT High Tension
Inlet Temp Inlet Temperature
l Air/Fuel ratio
kPa kilo Pascal
M See paragraph 3.9.1 Mono engine & lambda control
Malf Malfunction
MAP Manifold Air Pressure
MAT Manifold Air Temperature
MPU Magnetic Pick Up
PASTOR Prime-mover Angular-speed Stability moniTOR
PC Personal Computer
PCB Printed Circuit Board
Pcal See paragraph 3.9.1 Mono engine & lambda control
Pmech See paragraph 3.9.1 Mono engine & lambda control
PID Proportional Integrator Derivator
PWM Pulse Width Modulation
Qgn See paragraph 3.9.1 Mono engine & lambda control
Qmn See paragraph 3.9.1 Mono engine & lambda control
Ref Reference
RFI Radio Frequency Interference
TDC Top Dead Center
T-type Thermocouple type
UEGO Universal Exhaust Gas Oxygen
V See paragraph 3.9.1 Mono engine & lambda control
Ve Volumetric Efficiency
Woodward 13-1
List of Abbreviations Manual B36139.A
13-2 Woodward
.
If you want to have more detailed information about this equipment, contact Woodward.
We appreciate your comments about the content of our publications.

Please send comments to:
Woodward
Hoofdweg 601
2131 BA Hoofddorp
The Netherlands
Phone: 31 (0)23 5661111

Fax: 31 (0)23 5636529
PLANTS & SUBSIDIARIES BRANCHREGIONAL OFFICES DISTRIBUTORS/REPS.

IN 10 COUNTRIES— IN 10 COUNTRIES— IN 9 COUNTRIES—
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Netherlands (Hoofddorp) New Zealand (Christchurch) United Kingdom (Dyce, Scotland)
Singapore Poland (Warsaw) Unted States (California[2], Delaware,
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United States (Colorado, Illinois, United States (Alabama, California,
Rico, Texas[2], Washington)
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Tennessee) Washington)
plus Authorized Facilities throughout the world
Complete address/phone/fax/e-mail information for all locations is available on the Internet at:
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EGS-01 CONTROL

For Gas Quality Closed Loop System

INSTALLATION, COMMISSIONING AND MONITORING MANUAL

• When not installed in a control, modules should be kept in a protective antistatic

1. GENERAL INFORMATION .................................................................................................. 1-1

4.6.3 Speed Control dynamics .......................................................................................... 4-7

Figure 2.1 Terminal Numbers on the EGS-01................................................................................ 2-1

Mono system One gas flow calculation per engine

1.3 Gas Flow Actuator

1.4 Gas Quality Closed Loop

1.5 Generator Power Output

1.6 Trim System Versus Full Authority Systems

1.7 Gas Flow Calculation

MAP sensor To measure Manifold Air Pressure (MAP)

1.9 Contents Included in this Package

2.1 Location Considerations of the EGS-01 Control

Figure 2.1 Terminal Numbers on the EGS-01

2.3 Shielded Wiring

2.4 Install the EGS-01 Control

Figure 2.2 Outline Drawing EGS-01 Control

2.5 Install the MPU

2.6 Install the MAT Sensor

For accurate sensing follow these guidelines (see Figure 2.3):

Figure 2.3 MAT Sensor Location

2.7 Install the MAP Sensor

1. Install the MAP sensor.

☞ For the allowable temperature specifications, see the sensor specifications.

Figure 2.4 MAP Sensor Location

2.8 Electrical Connections

- MAT_1 - des._power - speed bias

Figure 2.5 EGS Wiring Diagram (Terminals 1-20 and 81-82)

Figure 2.6 EGS Wiring Diagram (Terminals 21-40)

Figure 2.7 Examples of Open and Grounded 0-20 mA Inputs

Figure 2.8 EGS Wiring Diagram (Terminals 41-60)

See 8.10 for details.

See 4.10.2 for details.

Figure 2.9 EGS Wiring Diagram (Terminals 61-80)

Figure 2.10 Examples of Open and Grounded 0-20 mA Inputs

Figure 2.11 EGS to TecJet Connection (single TecJet only)

3.1 System Requirements

3.2 Install the EGS Monitor Software

1. Ask your system operator to install a mouse start up command in the

3.3 Run the EGS Monitor Software

1. Restart your PC in the MS-DOS mode, by clicking the button in the

Figure 3.1 EGS Authorization Display

3.4 Key Functions

There are three levels of operation in the EGS:

3.6 Cable Connection

Figure 3.2 Cable Connection

3.7 On-line / Off-line

1. On-line: parameters EGS Æ PC (the PC parameters will be overwritten by the

3.8.1 System Menu

Figure 3.3 System Menu

3.8.2 File Menu

The “File” menu contains the following windows:

Figure 3.4 File Menu

3.8.3 View Menu

Figure 3.5 View Menu, Part I

Figure 3.6 View Menu, Part II