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CAT-MaK Engineer Handbook - General Part PDF
CAT-MaK Engineer Handbook - General Part PDF
Engineer’s Handbook
General Part
ã Engineer’s Handbook
General Part
Table of Contents
c2
Notes for this Handbook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
User Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Definition of symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Warning notices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Copyright. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Limitation of liability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Contacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
General provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Personnel requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Protective devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Preventive measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Pollution control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Engine preheating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Bearing types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Tri-metal bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Bi-metal bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Types of wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Working marks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Bearing overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
M 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
M25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
RM 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
VM 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
GCM 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
M 43 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
6 M 281 - M 351 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Z + M 451 - M 452 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
M 453 - M 453 C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
VM 453 - VM 453 C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
VM 453 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
M 551, M 552 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
M 552 - M 552 C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
VM 552 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
M 35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
M 601, M 601 C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Operational misfire - single-engine plants with fixed and controllable pitch propeller . 82
VULKAN EZ elements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
General notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Incipient cracks in the rubber above the inner and below the outer element
clamping areas (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Folds and incipient cracks in the rubber on the inner side of element (4) . . . . . . . . . . 85
Replacement of EZ elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Alignment instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Alignment examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
For instruction sheets regarding the engine operation please refer to chapter
"General Operating Instructions" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
The following irregularities may lead to high exhaust gas temperatures: . . . . . . . . . . 108
Pre-ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Engine does not reach the required power output level or stops . . . . . . . . . . . . . . . . 109
Overspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Mounting instructions for exhaust gas expansion joint after turbocharger . . . . . . . . . 115
Notes: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Start-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
Preparations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
Preparations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
User Notes
The present Engineer’s Handbook shall be made available to employees of Caterpillar Motoren
GmbH & Co. KG and its authorized partners only. This Handbook is not intended for use by custo-
mers.
It provides important details for maintenance, repair, adjustment, and servicing of Caterpillar diesel
and gas engines. The technical designs and measures contained in this Handbook are described
in such a way that only trained and qualified personnel will be able to carry out the operations
properly.
Symbol Meaning
General warning notice
General information
DANGER
A warning notice of this risk level signals the threat of a dangerous situation.
If the dangerous situation is not prevented, it will lead to death or serious injury.
Follow the instructions in this warning notice to prevent the risk of death or serious injury to
persons.
WARNING
CAUTION
CAUTION
NOTE
A note identifies additional information that facilitates the handling of the engine.
Copyright
This document is to be treated confidentially. It may only be used by an authorized group of
persons. It may only be given to third parties with the written consent of Caterpillar Motoren GmbH
& Co. KG.
All documents are protected under copyright law.
Dissemination and reproduction of documents or parts of documents, as well as the application
and communication of their contents is prohibited, unless express permission is obtained. Infrin-
gements are punishable and liable to damages.
We reserve all rights to exercise industrial property rights.
We reserve the right to make technical modifications in line with further development of the system
dealt with in this Handbook. No claims can be derived from the specifications, illustrations, and
descriptions contained in this Handbook.
We accept no liability for damage and malfunction resulting from operating errors, non-observance
of this Handbook or improper repairs. We expressly point out that only original spare parts and
accessories approved by us may be used. This also applies to assemblies of other manufacturers
that are being used.
The installation and/or use of non-approved spare parts and accessories and any unauthorized
conversions and modifications are not permitted for safety reasons and liability of Caterpillar
Motoren GmbH & Co. KG for any resulting damages is excluded.
Caterpillar Motoren GmbH & Co. KG is liable for any errors or failures on our part, excluding any
further claims, within the framework of the warranty obligations entered into in the contract. Claims
for damages, regardless of their legal basis, are excluded.
Translations are made to the best knowledge. We cannot accept liability for translation errors, even
if the translation was carried out by us or on our behalf. Only the original German text shall be
binding.
Contacts
Contacts in case of a technical emergency:
Caterpillar Motoren GmbH & Co. KG (see address of manufacturer)
After consultation with your home office, please call for technical information:
For normal spare parts orders please use the familiar phone numbers.
For emergency spare parts orders please use the following number:
NOTE
Non-observance of the job instructions and safety notes contained in this
Handbook may result in significant hazards.
General provisions
The following basic safety notes are to be observed for all work to be carried out on the engine.
• Operate the engine only in proper condition.
• Do not remove or put out of service any safety devices.
• Before commissioning check the engine for defects and deficiencies visible on the outside.
Immediately notify any changes (including changes in operating behaviour) to the competent
technical customer service/person. If necessary, immediately stop and lock out the engine.
• Adjustment and/or maintenance work is to be carried out by authorized professionals.
• Replace worn or damaged parts.
• Only use suitable servicing tools.
• After completion of repair work reinstall all protective devices and check them both electrically
and mechanically.
• Observe switching on/off procedures, control displays according to the operating instructions.
• Before switching on/starting the engine make sure that nobody can be endangered by the
engine.
• The operator has to ensure that the engine is operated only in proper condition and that all
applicable safety requirements and regulations are met.
• Keep the operating instructions near the engine so as to be readily available at any moment.
Non-observance of the safety notes contained in the operating instructions may result in
property damage, injuries or even death of persons.
Personnel requirements
NOTE
Work on/with the engine may only be carried out by persons who, due to their
education and qualification, are authorized to do so. Furthermore, they must
have been commissioned to do so by the operator.
In this Handbook the following qualifications are specified for different areas of activities.
An instructed person
has been instructed by the operator in an orientation session on the assigned tasks and possible
hazards in case of improper behaviour.
A professional electrician
based on his/her professional training, know-how, and experience as well as knowledge of the
applicable standards and regulations is able to perform work on electrical systems and to identify
and avoid possible hazards on his/her own.
The professional electrician has been trained for the specific location where he/she is working and
knows the relevant standards and regulations.
DANGER
Danger for unauthorized persons.
Unauthorized persons not meeting the requirements outlined in this document
are not aware of the dangers in the work area.
• Keep unauthorized persons away from the work area.
• If in doubt, address the persons and direct them to leave the work area.
• Interrupt work any activities as long as unauthorized persons are present in
the work area.
General
Check all protective and locking devices on the engine for safe condition.
Operate the engine only if all protective devices are in place and functional.The operator or opera-
ting personnel of the engine are responsible for proper operation of the engine.
NOTE
Warning/danger signs are provided on the engine in order to protect the
operating personnel. Observe these signs.
Immediately replace any damaged or illegible warning/danger signs.
Preventive measures
• Always be prepared for accidents or fire.
• Keep first-aid equipment (ambulance boxes, blankets, etc.) and fire extinguishers readily avai-
lable.
• Make the personnel familiar with the accident alarm, first-aid, and rescue equipment.
• Keep the rescue routes clear.
Pollution control
CAUTION
Environmental risk due to improper handling of hazardous
substances.
Improper handling of environmentally hazardous substances, particularly in
case of improper disposal, may result in considerable environmental damage.
• Always observe the safety notes applicable to the hazardous sub-
stances.
• If environmentally hazardous substances should accidentally get
into the environment, immediately take suitable action. If in doubt,
inform the competent authorities about the damage.
DT1 Diesel oil day tank HH1 Heavy fuel final preheater
HT1 Heavy fuel day tank HH3 Heavy fuel preheater
HT2 Mixing tank HH4 Heating coil
KT2 Sludge tank HP1/HP2 Fuel booster pump
HT5/6 Settling tank HP3/HP4 Fuel circulating pump
HR2 Viscosimeter HP5/HP6 Transfer pump (separator)
HF1 Fuel indicator filter (duplex filter) HP7 Sludge pump
HF2 Fuel primary filter HR1 Fuel pressure regulating valve
HF3 Fuel coarse filter HS1/HS2 Heavy fuel separator
HF4 Fuel automatic filter KP1 Fuel injection pump
The above fuel schema is also applicable for operation on distillate fuel after longer low-load opera-
tion or before planned maintenance measures.
NOTE
The fuel temperature at engine inlet must be <150 °C.
Engine preheating
For starting a diesel engine it is advisable to preheat it up to at least 40 °C. This preheating process
does not only concern the engine components but in particular the operating media such as cooling
water and lubricating oil.
The disadvantage of cold starting is that it will result in low-load damage. Low-load damage
includes:
1. Corrosion due to temperature falling below dew-point level upon combustion.
2. Increased abrasion, particularly if the engine is run up too quickly.
3. Thermal stress in the material.
Another disadvantage is a more difficult engine start because of the low combustion chamber
temperature. That means a cold run-up phase must always be overcome before the operating
media have reached their operating temperature. This leads to poor combustion and contamina-
tion of the combustion chambers.
Counter flange
Flat gasket
Tools
- Volt and ammeter (multimeter)
- Test adapter 0.00.6-94.64.00-06
Inspect the pressure switches visually. Immediately replace a damaged or corroded pres-
sure switch.
Pressure switch for falling values: Under normal operation, the medium to be monitored is
pressurized (e.g. lubricating oil, fuel, cooling water in the HT/LT circuit). If the pressure
drops below an adjusted value, the pressure switch will trip.
Pressure switch for rising values: Under normal operation, the medium to be monitored is
not pressurized. If the pressure rises beyond an adjusted value, the pressure switch will
trip.
Take the setpoints and operating values of the pressure switch to be checked from the list
of measuring points and compare them to the data on the pressure switch.
Close and vent the test valve. After that, connect the hand pump to the test connection of
the pressure switch.
Remove the connectors for electric contacts from the pressure switch and connect
the ohmmeter to the contacts of the pressure switch.
Terminal 2
Terminal 1
Hand pump
Build up pressure by means of the hand pump until operating pressure is reached. Refer
to the list of measuring points for the operating pressure. Do not build up a pressure of
more than 10 bar (risk of bursting).
Slowly decrease the operating pressure to the setpoint from the list of measuring points.
As soon as the pressure gauge of the hand pump indicates this setpoint, the ohmmeter
must switch over and indicate 0 Ω. If the ohmmeter switches over before or after reaching
the setpoint, the pressure switch must be readjusted.
In the different engine series several pressure switch versions are installed. Therefore, the
pictures may be slightly different from your application.
The pressure switches are adjusted by turning the adjusting screw. Proceed as follows:
To decrease the switching point turn the adjusting screw in - direction. To increase the
switching point turn the adjusting screw in + direction.
Attention:
When adjusting the pressure switches for emergency stop, check the entire emer-
gency stop chain!
Pressure switches that cannot be adjusted must not be used any more.
Take the measuring range of the pressure transmitter to be checked from the list of
measuring points and compare it to the data on the pressure transmitter.
Close and vent the test valve. After that, connect the hand pump to the test connection of
the pressure transmitter.
Remove the connectors for electric contacts from the pressure transmitter and connect the
test adapter between pressure transmitter and connectors (see photo).
Terminal 2
Terminal 1
Hand pump
Build up pressure by means of the hand pump until the pressure end range of the pressure
transmitter is reached.
General
The big end and crankshaft bearings are among the most important components in engine instal-
lations.
Their service life particularly depends on the quality and treatment of the lubricating oil (in this
connection see chapter "Engine Lubricating Oil" in book "Operating Media").
Oil contamination, foreign particles, and water account for 85 % of all instances of bearing
damage. In general tri-metal and, in engines of more recent design, aluminium "Rillenlager"
bearings as well as bi-metal bearings are used.
New bearings
Tri-metal bearings can be recognized by their bright, silvery running surface whereas aluminium
Rillenlager bearings have a darker, dull running surface. The grooves are clearly visible.
Tri-metal bearings
Tri-metal bearings consist of a lead bronze-lined steel back with a nickel dam and an electroplated
overlay.
Electroplated overlay
PbSnCu
or Snsb7 0.03 - 0.06 mm
Barrier layer
Nickel 0.002 - 0.003 mm
Lead bronze layer
G-CuPb22Sn 0.7 - 1.1 mm
Back
Shell thickness Steel C10 4 - 10 mm
Bi-metal bearings
Bi-metal bearings consist of a steel back with aluminium-tin layer and a corrosion protection flash.
Running layer (~ 75 %)
Bearing alloy (~ 25 %)
Types of wear
1. Uniform dull grey surface. Perfectly running bearing. A uniform running pattern can be seen
in the main load bearing area.
2. Glossy areas along the two edges and contact marks at the edges.
A slight gloss will disappear after a longer operating time. If the gloss is very intense, the hard
high spots can be touched up with a scraper to ease adaptation. Do not grind with emery. If
the crankshaft has been reground, check the fillet radius between web and journal or crank
pin.
3. Severe contact marks at the edge with lead bronze exposed over a large area, on one
side.
This is not permissible and the bearing must be replaced. If such a wear pattern appears after
a short operating time, it is absolutely necessary to identify the cause. Crank web deflection
has to be checked.
6. Electroplated overlay worn over a large area, bronze and nickel dam exposed, severe
score marks both in the lead bronze and the electroplated overlay.
Replace the bearing. Check the surface condition of journal or crank pin and smooth it if
necessary. Check the oil filter and pipe between filter and engine. If other bearings are also
supplied with oil from this bearing, inspect these too. Ensure maximum cleanliness during
assembly.
8. Cracks in the electroplated overlay (particularly of big-end bearings). Small cracks are
harmless. The bearings can be reinstalled, unless a very marked accumulation of such cracks
exists in the loaded area and the electroplated overlay crumbles.
11.Electroplated overlay very smeary, lead bronze (mainly in the centre of the bearing
shell) exposed (A = inner bearing surface, B = outer bearing surface).
Galling due to lack of oil. Very often the bearing back shows a black colour in the centre due to
carbon deposits. The bearing shells have collapsed as a result of overheating (negative
spread), check bearing block and journal for cracks. Replace the bearing shells. It is absolutely
necessary to identify the cause.
The illustrations correspond to the wear patterns found in heavy fuel operation, applicable to
bearing shells with electroplated lead bronze overlay.
Bearing shells with a corrosion resistant electroplated zinc layer are hardly affected by corrosion,
which leads to considerably better running patterns. These bearing shells are primarily affected by
mechanical wear.
Bearing shell in good order, good uniform running pattern, hardly any wear, minor score marks,
minor corrosive attack of the running layer, proper lubricating oil treatment, bearing suitable for
reuse.
Evaluation of bearing conditions (tri-metal bearing, fig. 2)
VI
IV
Area I
Running layer completely preserved in the area of the joint face, protective tin flash still exists.
Area II
Running layer still preserved, but darkened and roughened by corrosion.
Area III
Transition area to the actual running surface, narrow, almost black rim with running layer heavily
damaged by corrosion.
Area IV
Running layer completely removed by corrosion and, partly, by abrasive wear. Silvery bright nickel
dam exposed.
Area V
Nickel dam worn away - bronze becoming visible.
Area VI
Bronze streaks becoming visible through minor scratches from dirt.
Various wear stages caused by corrosion and abrasion of the running layer in heavy fuel operation.
(Enlarged illustrations on the following pages.)
a) Minor corrosion of the running layer, a narrow strip of the nickel dam is exposed on one
side. The bearing shell can be reinstalled.
b) Heavier corrosion of the running layer, nickel dam exposed on both sides. The bearing shell
has nearly reached the wear limit for reinstallation. Adaptability is no longer fully ensured.
The bearing can sustain another 50 % of the operating time reached so far.
A B C
D E F
There is a uniform contact pattern over the entire width of the bearing shell. Experience has shown
that the dirt scratch caused by a foreign particle in the lubricating oil does not have a noticeable
impact on further operational safety of the plain bearing. This bearing shell is suitable for reuse.
There is a uniform contact pattern over the entire width of the bearing shell. This bearing shell is
suitable for reuse.
There is a uniform contact pattern over the entire width of the bearing shell. The radial score marks
are attributable to fine solid matter particles contained in lubricating oil. If the depth of these score
marks is neither measurable nor palpable, the bearing shell is suitable for reuse. If their number,
depth and a large circumferential length affect the formation of a lubrication film, replace the
bearing.
The contact pattern shows a pronounced contact mark at the edge in the aluminium alloy layer.
This bearing shell cannot be reused. The cause of this damage must be identified and eliminated.
The contact pattern shows a large area of damage with various degrees of galling. This bearing
shell cannot be reused. The cause of this plain bearing damage must be identified and eliminated.
Inspect further bearing shells.
The load bearing area of the bearing shell shows bearing metal crumbling, caused by fatigue of
the aluminium alloy layer. Some bearing metal pieces are loose in the fatigue area. The surface
structure at the root of the crumbling indicates a good bonding between steel and aluminium alloy.
This bearing shell must be replaced. Inspect further bearing shells.
Essential criteria for evaluating the degree of wear of the Rillenlager are the ratio of the aluminium
alloy ridge width to the groove width and the dimension of the worn surface.
The Rillenlager is still functional even if the running layer in the grooves has partly disappeared.
Practice has shown that a Rillenlager can continue to function without any negative impact even
with partially empty grooves.
When evaluating the condition of the grooves, the running surface in the area subject to the less
load (condition of groove generally as new) should be used for comparison.
If more than one of the conditions described above occur together, the limits that are the lowest
shall apply.
Condition: Evaluation:
Geometry of the groove in like-new condition.The The ratio between aluminium alloy ridges and
running layer is fully preserved inside the grooves. running layer is 25 % to 75 %.
The dark points are mostly embedded oil coke Bearing suitable for reuse.
particles.
Condition: Evaluation:
The running layer in the grooves has been Due to the removal of the running layer the alumi-
removed uniformly by about 0.005 mm. The nium alloy ridges appear.
aluminium alloy ridges do not show any signs of Bearing suitable for reuse.
wear. The dark points are mostly embedded oil
coke particles.
Condition: Evaluation:
Small foreign particles spread over the entire Shell suitable for reuse.
running surface.
No significant alteration of the aluminium alloy
ridges.
Condition: Evaluation:
The running layer has been locally displaced and Shell suitable for reuse.
smeared over the aluminium alloy ridges.
The aluminium alloy ridges can no longer be seen
in some places.
Condition: Evaluation:
In some places the bearing has been worn down to Bearing is still suitable for use.
such an extent that the aluminium alloy ridges and If a condition as depicted in "Running layer wear
the running layer grooves have reached a ratio of and levelling" is to be expected within the next
1 : 1. The width of the aluminium alloy ridges has service interval, replace the bearing for reasons of
increased from 25 % (when new) to 50 %. safety.
Some of the original running layer still exists in the
grooves.
Condition: Evaluation:
Running layer breakage in the grooves due to local Bearing suitable for reuse.
overload. If a condition as depicted in "Running layer fatigue
breakage and empty grooves" is to be expected
within the next service interval, replace the
bearing for reasons of safety.
Condition: Evaluation:
The bearing metal ridges are worn locally. Replace the bearing.
Condition: Evaluation:
Empty grooves. Empty grooves are visible in Replace the bearing.
certain areas due to washing out of the broken
running layer. Local wear of the bearing metal
ridges may already be visible.
Working marks
Condition: Cause:
Severe working marks on the bearing back and Insufficient prestress of bolts, assembly error. The
friction rust in some areas. bearings must be replaced. Exactly follow the
assembly instructions, particularly those regarding
tightening of the bearing cap bolts. Check the
bearing gap.
Inspect further bearings.
Condition: Cause:
Working marks on the joint faces of the bearing Check the prestress of the bearings. Exactly follow
shells. the instructions for tightening the bearing bolts.
Check the bearing gap. If working marks are identi-
fied on several bearings, inform the Customer
Service Support.
M 20
M25
Z + M 451 - M 452
Normal main bearing and big end Main bearing bore Ø 238.90 H6
bearing, +0.03
outside standard size
Big end bore Ø 238.94 H6
+0.03
Standard bearing Ø 225 h6
M 551, M 552
Locating bearing with and without lug, Main bearing bore Ø 325.94 H6
outside standard size +0.04
Standard bearing Ø 310 h6
(with and without lug)
Undersize bearing Ø 309 h6
(with lug)
Undersize bearing Ø 308 h6
(with lug)
Undersize bearing Ø 307 h6
(with lug)
When big end bearings are supplied for replacing standard
bearings, rework the bearing cap or remove the lug.
M 552 - M 552 C
VM 551
General
Generally, couplings are flexible connections between engine and shafting or generator.
They compensate radial, axial and angular displacements of the shafting. Couplings can be fitted
directly to the flywheel or after an intermediate shaft with support bearing.
When installed properly, they are usually maintenance-free and have a long service life.
Operational misfire - single-engine plants with fixed and controllable pitch propeller
First run the engine at only 50 % of the rated power by reducing the propeller pitch or speed.
If the gearbox becomes noisy and/or the speed hunts, vary the speed until an acceptable condition
is reached. Stop the engine latest after 30 min. and touch the coupling with your hand to check it
for heating.
Permissible surface temperature during operational misfire approximately 60 C.
In case of just a moderate temperature rise, the power output can be increased in steps up to max.
80 % of the rated power, which should not be exceeded for thermal reasons.
At this speed stage, occasionally carry out temperature checks and visual inspections on the
flexible coupling.
General notes
A visual inspection of the EZ elements should be carried out once a year. When carrying out a
basic overhaul (approximately every 4 years), the coupling should be disassembled if it shows
pronounced signs of wear, so as to be able to inspect the elements also from inside.
• There are elements in service that are not yet provided with any markings.
On such elements the plastic deformation must be determined from the relative position of the
holes in the inner and outer clamping areas.
(Attention! EZ 141-165 and EZ 241 as well as 275 have a different number of holes in the
inner and outer clamping areas, so that only two or four respective pairs of holes are in one
plane when the element is in new condition).
• Various couplings are provided with markings on the metal parts.
There are also some couplings in service on which the markings are arranged at an angle of
25 . For these elements the permissible angle is 15 . All previous instructions and publica-
tions on evaluating the elements herewith become invalid.
Incipient cracks in the rubber above the inner and below the outer element clam-
ping areas (3)
These are due to the position of the plies in these areas (3).
The rubber covering layer above the plies is relatively thin, so that incipient cracks may occur in
case of overload (short time elevated alternating torques). As the torque is transmitted by the
embedded load bearing plies, the above phenomena are not detrimental to the coupling.
As the rubber covering layer is thin, torsional stiffness does not change either. If damaged plies
emerge from these cracks, this is also of no concern, because these are filler plies.
1 Flange casing
2 Hexagon screw
3 EZR element
4 Hexagon bolt
5 Intermediate ring
6 Hub
7 Spring washer
8 Outer clamping ring
9 Cover
10 Hexagon nut
11 Spring dowel pin
12 Spring washer
13 Hexagon screw
14 Spring dowel pin
Outer
limit ring
NOTE
To facilitate checking the installation process installation holes (see below) are
provided on the outer coupling part in flange casing (1).
Alignment instructions
In order to ensure perfect function of the EZ coupling and the machine connected to it, observe the
alignment instructions below.
After having installed the EZ coupling in the plant, check proper alignment of the system at the
coupling.
For this purpose check the following:
• Radial alignment
• Axial alignment
• Angular alignment
Dimensions "x" and "r" are to be measured on all EZ couplings at four points displaced by 90
using suitable instruments (ruler, slide gauge, depth gauge, dial gauge, etc.).
It is recommended, before measuring each of the 4 (3) single values, that both shafts be turned by
90 each, so that measurements in the different positions will always be carried out at the same
point of both coupling parts.
This will exclude the influence of radial and/or axial run-out. If the system cannot be turned, measu-
rements taken at four different points, each displaced by 90 are possible with sufficient accuracy.
This, however, will include radial and axial run-out in the measurements.
The more accurately the plant is aligned, the bigger the reserves for the couplings for absorbing
radial, axial, and angular displacements during operation.
For plants with extremely big displacements during operation the highly flexible EZ coupling can
be installed in cold, unloaded condition, displaced in the opposite direction, in order to reduce
spring forces "Fr" and "Fx". This, however, requires that the exact extent and direction of the
displacements be known.
We recommend a later check under warmed-up operating condition at about half load. With current
optimum design of diesel engine drives it is necessary to coordinate the alignment tolerances with
the engine and gearbox manufacturer.
The table below indicates the recommended alignment tolerances for radial, axial, and angular
displacement in cold operating condition.
Radial alignment:
The coupling installation must be corrected so that ∆Wr < 0.35 mm.
The coupling installation must be corrected so that ∆Wa < 0.50 mm.
This ensures good ventilation of the coupling but also brings them into contact with oxygen, ozone,
and particularly aggressive exhaust gases.
This, in combination with variations in temperature, humidity, and UV radiation, causes irreversible
changes to the material structure on the surface of the rubber.
This unavoidable process is called "ageing". In order to be able to make a statement on the impact
of the ageing process on the operational safety of the coupling, VULKAN has examined RATO
couplings that have logged a operating time.
Due to the construction of the elements and the different types and amounts of load, signs of wear
will appear on the elements after a certain operating time.
1. Permanent set
Check the permanent set of a Rato-S segment by determining dimension "S" measured at
the outer diameter of the rubber element. The permanent set "S" of a Rato-R element can be
measured through the deformation of the rubber bulge.
If the permanent set "S" exceeds the values in the following table, the elements must be
replaced; otherwise the flexible elements are suitable for further operation, provided there are
no indicators of damage to the flexible elements.
* = 3-row elements
If the admissible values are exceeded by the existing permanent set, first eliminate the root cause
of the excessive deformation before installing new elements.
It is recommended, when measuring the individual values, that both shafts be turned by 90 each,
because this will not include radial and axial run-out in the measurement.
The more accurately the plant is aligned, the bigger the reserves for the couplings for absorbing
displacements during operation.
Rato couplings are capable of compensating big displacements of the connected machines
without generating major reaction forces and suffering reduced service life.
Nevertheless, the alignment should be practice-oriented, particularly for rigidly mounted engines.
Practice-oriented here means that the alignment should be such that it can be implemented without
requiring an increased amount of labour and complex measuring equipment.
The corresponding alignment values are indicated in the following table:
The aim of each alignment is to reach an optimum for warmed up condition. For machines to be
aligned in cold condition there may be an alignment offset, due to reasons of thermal expansion,
to be superimposed by the indicated tolerances.
Plants with resiliently mounted engines are special cases. There the engines are also put a few
millimetres higher than the gearbox in warmed up condition in order to allow for time dependant
settlement of the rubber elements. At least at the beginning the coupling is thus running with an
intended radial offset. Due to this relatively large offset, but also due to the fact that it is quite diffi-
cult to accurately adjust the desired offset, the alignment tolerances are increased correspondingly
for such plants.
Radial alignment:
This value exceeds the recommended alignment tolerance in the table. Therefore, correct the
alignment. VULKAN recommends to carry out the check of axial and radial alignment without
installed flexible part.
If in exceptional cases this is not possible, the axial alignment can, with completely installed coup-
ling, be checked over the entire installed length L1 and not on the diaphragm package.
Radial alignment can be checked by means of a dial gauge on the outside diameter of the clamping
ring.
NOTE
For instruction sheets regarding the engine operation please refer to
chapter "General Operating Instructions"
Engine does not reach the required power output level or stops
This may be caused by:
• Low compression, piston rings stuck, damaged or broken.
• Leaky or burnt inlet or exhaust valves.
• Clogged injection nozzles, seized nozzle needle.
• Lack of fuel, clogged filter, damaged fuel feed pump, broken drive.
• Damaged fuel injection pump: Pump element has seized, pressure sustaining valve is
damaged.
• Poor fuel quality, reburning or gas formation.
• Commencement of fuel delivery not correct, check required.
• No valve clearance, valves do not close.
• Excessive exhaust temperatures due to lack of air or high charge air temperature after cooler.
Fouled turbocharger, charge air cooler air side, charge air duct or inlet valve ports in the
cylinder heads.
• Full speed is not reached because control rods are incorrectly adjusted, control air does not
reach the final value or speed governor is damaged.
• If some cylinders connected to the same exhaust gas line have a low output and the lack in
output is taken over by the others, the exhaust gas line for the cylinders with lack in output is
blocked (shifted compensator plate). This may also cause turbocharger surging.
• If there is no output on one cylinder: Thrust screw in roller tappet body has turned down, fuel
cam has turned or is damaged, roller tappet body is stuck.
• Engine cooling is not okay.
Retarded ignition
Typical symptoms of retarded ignition are:
• Dropping delta and firing pressure.
• Rising exhaust temperature.
• Rising fuel consumption.
• Dropping efficiency.
• Should any visible damage be identified on the engine components mentioned above, the
following parts are to be additionally checked and/or replaced.
– Replace big-end bearing bolts.
– Subject all connecting rods to an ultrasonic test.
– Replace the balance weight bolts.
– Check all big-end bearings.
– Check the highly loaded main bearings according to the operating instructions.
– Check the timing gear train.
– Check the vibration damper for tight fit.
– Check all cylinder head studs for loose nuts, i.e. whether the studs have been stretched.
Replace the studs.
• A sudden drop in lubricating oil pressure (with symptoms such as failure of lubricating oil
pump, pipe fracture, clogging by loosening of big dirt particles/debris)
• Drop in lubricating oil pressure after engine start until the operating temperature is achieved
(caused i.a. by wrong adjustment of the control systems)
• Drop in lubricating oil pressure over a longer period (weeks or months) (with symptoms such
as possible bearing wear, incrustation of suction filter of the lubricating oil pump)
A detailed measuring record with all cooling water and lubricating oil temperatures as well as pres-
sures is helpful to decide on the sequence in which to carry out these checks.
CAUTION
Engine damage due to low oil pressure
If the oil pressure of an oil-cooled piston is too low, there is a risk of piston
seizure if the engine is ramped up too quickly (quick load change).
The same applies to "sluggish" temperature control of the cooling water and
lubricating oil systems.
• All alarm and stop functions in the lubricating oil system must be
correctly adjusted.
NOTE
Experience has shown that in case of "sluggish" temperature control of the
cooling water and lubricating oil systems there is still sufficient oil pressure
at the bearings and they are not put at risk.
Prerequisite:
A careful examination of material in the damaged area and the adjacent area.
Hardness test:
The normal hardness of our crankshafts is between 205 and 235 HB. Age hardening up to
maximum 350 HB is admissible.
If there are any hardness spots caused by a damage, the difference in hardness must not exceed
10 HB/mm, which means that the measured difference in hardness of two points located 10 mm
away from each other must not exceed 100 HB.
Grinding makes sense only if the investigation result is clear and positive. The fillets and roundings
of the oil holes must not show any age hardening. After grinding the journals must be free of cracks
and age hardening.
For the dimensions for grinding the fillets please contact Technical Customer Service Support
because there are many different dimensions. Grinding is usually carried out in diameter steps of
1 mm.
In all cases contact Technical Customer Service Support regarding the availability of undersize
bearings and check of the vibration characteristics.
The tightening torques of the bearing cap nuts for the reboring process and those under operating
conditions are not identical. As there are several bedplate versions, the tightening torques for
reboring differ and must be inquired from Technical Customer Service Support.
For testbed fuel data please refer to the acceptance test record or consult Caterpillar.
The fuel values of the fuel used by the customer have to be determined at site.
Important: The density data of the fuels for MDO and gas oil adjustment calculations must refer
to the same temperature (normally 15 C).
For HFO operation the preheating temperature must be taken into account. For this purpose the
density (customer) must be converted to the preheating temperature (e.g. 130 C) at engine inlet.
The following approximate formula can be used for determining the density at other temperatures:
∆t: Temperature difference: Temperature during density analysis minus temperature at engine
inlet (in case of HFO: Preheating temperature) [ C] or [K]
Example calculation:
Density(50 C) + (50 C - 130 C) x 0.0007 = Density(130 C)
This calculated density referring to preheating temperature is inserted in the above formula instead
of density(customer). Please take note of the plausibility check diagrams on the next page.
After adjusting affix a new seal, indicate the modification on the commissioning documents, and
send a note about this to Technical Customer Service Support.
Density at 15
[kg/dm3]
Density [kg/dm3]
Density at 50
[kg/dm3]
• Cleaning
• Check of opening pressure and tightness
• Replacement of wear parts using original parts and replacement elements.
To keep repair costs low, the parts to be reconditioned should be shipped complete and in such a
way that they cannot be confounded. Carbon trumpets (i.e. coke deposits) on the nozzles are indi-
cative of insufficient cooling. Corrosive attacks and erosion, however, are the consequence if the
nozzle temperature is too low and/or the charge air temperature is too low or water is in the charge
air.
Proper function of the injection nozzles can only be assessed on the basis of the behavior of the
exhaust gas temperatures or the smoke emission characteristics. The fuel injector should only be
checked if there is a significant deviation of the exhaust gas temperature from the mean value.
Poor spraying of a heavy fuel nozzle in the test device is often caused by insufficient flushing of
the fuel injector with diesel oil before the test. Carefully clean the injection nozzle once more before
replacing it.
NOTE
A drop in opening pressure of up to 20 bar after a short period of operation
(settling phenomena of a new nozzle spring and needle) is normal.
Piston rings
The service life of piston rings has been considerably increased with an attendant significant
decrease in lubricating oil consumption.
The following prerequisites must be met on the operator’s side in order to actually achieve the
normal service life:
1. The ring grooves of the pistons, the diameters of the liners, and the dimensions of the piston
rings must be within the permissible wear limits.
2. There must be proper combustion.
3. The rings must be fitted with TOP pointing upwards.
Normal condition:
– The running layer must have a complete chrome layer until the end (see illustration below).
– Wear of the chrome layer does not have to be absolutely even around the circumference.
– Wear starts at the bottom edge of the ring.
– Fine cracks in the chrome layer are not necessarily a manufacturing defect.
– Maximum wear normally occurs at the ring joints.
– Wide cracks, traces of burning and crumbling are clear symptoms of overload.
– Flank corrosion is a symptom of water in the fuel or low TBN of the lubricating oil.
– Chrome chipping can be caused by excessive expansion of the rings upon assembly.
Bonding defects between base material and chrome layer are very rare.
– Considerable build-up of coke at the back of the ring causes high contact pressure and
thus a lack in lubrication.
Fine cracks
Nowadays closed gap is not used as a criterion for wear assessment and we do not indicate any
figure for it. The closed gap is only relevant for testbed trials during the development phase and is
difficult to measure with sufficient precision.
When using original Caterpillar piston rings the correct closed gap is obtained automatically within
the specified tolerances. The relevant value to determine piston ring wear is only the chrome layer
thickness of the running surface. In new condition this is 350 to 400 µm.
However, we recommend to measure the residual chrome layer thickness during each mainte-
nance, even if the rings are to be replaced. This will help to determine whether maintenance inter-
vals can be extended.
Every ring package also includes an oil control ring. This oil control ring is also subject to wear and
should be replaced together with the other rings, because a precise assessment is often possible
only with a magnifying glass and requires longer experience. The main function of this ring is to
scrape off the big amounts of splash oil from the crankcase.
For low lubricating oil consumption, however, the complete ring package must be matched
properly. In this the shape of the individual rings and the material combination with the liner have
an essential influence.
The ring packages of Caterpillar engines are optimally designed for low wear and lubricating oil
consumption.
Due to the high amount of residues in heavy fuel, contrary to MDO, dents by coke on the valve seat
and valve seat insert will occur increasingly during HFO operation. For this reason a rotator is
necessary to keep the valve seats and seat inserts evenly clean by a rotary motion.
Inlet valve rotators are indispensable because the inlet valve is exposed to different temperatures
(cold/hot, charge air inlet/combustion chamber). The valve must be turning since otherwise it
would dig in on just one side and wear out quickly.
The exhaust valve, however, is evenly exposed to hot air. Experience shows that no one-sided
deformation of the valve occurs. Furthermore, the exhaust gases have lubricating properties so
that a rotator is not necessary.
General
Mechanical work in the crankcase of an internal combustion engine generates oil mist. Points of
origin are gear wheels, bearings, etc. The oil leaks out at the lubrication points, is mechanically
atomized and vaporized to tiny droplets. The resulting oil mist is not dangerous.
However, oil steam may cause crankcase explosions. A lack of oil at overheated engine compon-
ents leads to oil steam, recondensing to oil mist in the colder crankcase atmosphere. This oil mist
is exhausted and measured. Oil mist detectors continuously exhaust the oil mist, evaluate it and
trigger an alarm in case of danger.
The engines are equipped with oil mist detectors of type VN 115, VN 116, and VN 215 of Schaller
and the TUFMON MEV 281 oil mist detector of Dr. E. Horn.
Fixing screws
for measuring head
(8 pcs. in total)
Sight window of measu-
Cover of measuring ring head
head with clamp
Alarm threshold indica-
Connection for U pipe tor
pressure gauge Alarm LED
Measuring head
Test LED
Measuring head
fixing screws
Ready LED
Connection for exhaust
line Connection for exhaust
line
Exhaust pipes
These must be laid so as to ascend towards the device and without oil sacks.
Air supply
The exhaust air pipe must be installed without reducers. To avoid contamination install a drain
funnel with a connection to the leak oil tank.
Alarm outputs
• Detector not ready for operation
• Oil mist alarm for the alarm system
• Oil mist alarm for the safety system
Start-up
For start-up switch on the scavenging air supply and the supply voltage.
The detector is only ready for operation when the "Ready" lamp illuminates.
This may take up to 30 seconds.
NOTE
Take note of the instructions on the measuring head.
Open a crankcase cover on the engine so that a suction line is accessible. Fill the plastic bag from
the service box with smoke. Now connect the filled plastic bag to the suction socket and allow the
oil mist detector to draw in smoke from the bag for at least 15 seconds.
It depends on the density of smoke, the suction time and the set threshold value whether an oil
mist alarm will be triggered.
The following test allows to trigger an engine stop while the engine is running:
1. Open the cover once more and interrupt the optical measuring track by a small opaque plate
or cloth so that the cover can be closed again but the optical measuring track is completely
interrupted.
3. Open cover.
Consequence: After max. 10 seconds: Alarm LED off, test LED on.
Clogged siphon:
In order to prevent clogging, purge the siphons every 6 - 8 weeks with compressed air of max.
2 bar. In case of false alarms after a longer operating time, it is absolutely required to carry out the
operations according to items 3 and 7, because sensitivity increases when the air filters are
clogged.
Photo receiver
Electronic box
Pressure sensor
Down
Enter Up
Analyzer unit
Sensors
Engine speed: The engine speed (synchronized every 360 crank angle by a
coding on the flywheel) is always shown on the display of the
analyzer, if there is no fault.
Engine load information: Engine load information is provided by a fuel rack signal.
Crankcase pressure information: Crankcase pressure information is picked up by a high precision
pressure sensor located in the crankcase ventilation tube to
avoid problems due to turbulences during measurement.
Oil mist measuring values: Oil mist measuring values are picked up by the optical measuring
track also located in the crankcase ventilation tube.
Analyzer display
As long as the device does not identify any system interventions or malfunctions, it will indicate the
engine speed. Before putting the device into service, date and time must be set. The pushbuttons
are intended for both date and time input in the field and for acknowledging an alarm in case of a
system intervention.
Speed pick-up
The speed sensor has an M18x1.5mm thread and needs an air-gap of at least 3 to 5 mm depen-
ding on the module of the gear wheel. The sensor is connected to the analyzer by means of a plug-
and-socket connection. By means of one reduced tooth on the flywheel the analyzer is capable of
identifying and recording speed deviations in segments over 720 . The sensor does not need any
power supply but by means of a minimum current flow through the coil a rip-off control is achieved.
Calibration procedure:
• Set the fuel rack linkage to 0 % and keep it there.
• Call up the parameterization mode and recall P66.
• Acknowledge with ENTER, a 00XXX number will be displayed.
• If the 00XXX number is between 00120 and 00225, press ENTER again, and the left aligned
number flashes. Set this number to 1 and accept with ENTER. The value is now accepted.
P00 is then displayed.
(If the value is not within the range indicated above, loosen the sensor and readjust until the
value is within the range of 00120 to 00225. Then fasten the sensor and repeat the steps of
the instructions.)
• Set the fuel rack linkage to 100 % and keep it there.
• Enter P67 and press ENTER.
• A 00XXX number is displayed. This number must be at least 100 higher than under P66.
• Press ENTER, the left aligned number flashes. Set this number to 1 and accept with ENTER.
P00 is then displayed. After that, leave the parameterization mode.
Optical track
The optical track (photo transmitter and photo receiver) supplies measuring values via the elec-
tronic box to the analyzer of the MEV 281.
Regular cleaning of the lenses is absolutely required for trouble free operation.
Programming
Normally the system does not need any programming, except the setting of date and time after a
voltage failure over a period of more than 14 days.
Date and time can be set on the device by means of three pushbuttons located in the front panel:
Make sure that the input frequency is 0 Hz and fuel rack position is at 0 %, i.e. the engine is shut
down. Otherwise, it is not possible to activate the programming mode. To change from display
mode to parameterization mode simultaneously press DOWN and UP. To continue, you first have
to enter a password under P00. The P00 display indicates that now parameter number P00 has
been selected for adjusting. In order to be able to enter a parameter value for P00 press ENTER
until the P00 display changes to 00000.
CAUTION
An incorrect adjustment may cause personal injury and
property damage.
The system does not have the capability to check the programmed values.
Wrong values may cause destruction of the engine and put human lives at
risk.
• Double-check all adjusted values.
P08 2) 120 1 ... 600 Time in [s] for blocking the ω control after start of 120
the engine
P09 2) 6 1 ... 50 Allowable speed variation in 6
min-1 <= 550 rpm
P10 2) 8 1 ... 100 Allowable speed variation in 8
min-1 > 550 rpm
Adjustment of the oil mist sensor
P11 10 1 ... 250 Blocking of alarm output after rise above alarm 10
thresholds
P12 30 1 ... 100 Oil mist increase in XX.x % before H09 message 60
P14 35 1 ... 150 Oil mist increase in XX.x % before H10 alarm (load 70
reduction)
P15 40 1 ... 150 Oil mist increase in XX.x % before H11 alarm 80
(automatic stop)
P16 200 5 ... 2000 Allowable oil mist increase in X.xxx % for 0.8 s 700
P17 2) 60 1 ... 600 Time in [s] before activation of oil mist monitoring 60
after a CPU master reset
P18 2) 25 1 ... 600 Time in [s] before activation of the oil mist detec- 25
tion after start of the engine
P19 2) 20 1 ... 600 Time in [s] before activation of the oil mist detec- 10
tion after opening of the blow valve
P20 2) 10 2 ... 32 Dig. deep pass coefficient for oil mist 13
P23 2) 8 2 ... 15 Blow valve opening time for cleaning of the optical 5
track in [s]
P24 2) 86400 300 ... 86400 Time interval between operation of the blow valve 43200
in [s]
Adjustment of the oil mist monitoring
P69 XXXXX 5400 ... 7200 Calibration value for optical track 16300
1)
Depending on the operating mode:
For generator prime movers value 50 rpm below operating speed.
For propulsion engines with gearbox via couplings adjust value 100 rpm above coupling speed.
2) These parameters are used internally. Do not change these values without our approval! Irregular
values will cause system malfunction!
To activate relay combinations, the individual values for each relay must be added (e.g. for a combination
of R1 and R5 set value to 2 + 32 = 34).
To activate relay combinations, the individual values of the relays must be added (e.g. for R1 and
R5 the value 2+32 = 34 must be programmed).
System interventions
In case of a system intervention by triggering of a pre-alarm, a load reduction or an automatic stop
a flashing code that alternates with the speed is displayed. There are the following codes:
NOTE
Message H01 may also be displayed in case of a breakdown of the engine
governor. Therefore, also check the governor when this message is
displayed.
CAUTION
Risk of injury when opening the crankcase: A crank case explo-
sion may occur!
When opening the crankcase in the event of an overheated engine, there is
a risk of injury. Therefore
• Shut down the engine.
• Wait for at least 10 minutes.
Failure codes are also displayed on the analyzer display in flashing mode alternating with the
current speed. There are the following codes:
Display Failure
E01 System failure (monitoring)
This failure can be caused by a voltage failure during start up of the device or a watchdog
intervention "Error while determining the E2PROM checksum".
This error message can be acknowledged and cancelled by pressing the "ENTER" key. In
case of a checksum error there are two possibilities:
The first possibility is that the device was not programmed correctly. Check all parameter
values at parameter level. If the error still persists after this check, the second possibility has
occurred: Calibration data is not valid any more! In this case the main device must be
returned to the manufacturer to carry out a recalibration.
E02 Torn off speed pick-up
First check the sensor fastening and tighten if required. The gap must be 3.5 mm. If this is
okay, check connector X2 and measure the resistance between connection pins X2/1 and
X2/6. If the connection is closed and a value between 1500 and 1900 W is measured, the
pick-up is okay. If the signal is moving up and down or the line is interrupted, replace the pick-
up.
Attention! In such a case the system continues to work, but with restricted detection capa-
bility. Failure codes H01 and H03 cannot be displayed any more.
CAUTION
Incorrect handling may cause property damage.
Incorrect handling during removal of the transmitter or receiver may cause
damage to them.
• Never pull out transmitter or receiver at the cable.
Pay attention to O-Ring (b) at the front of the transmitter/receiver and O-rings (c) and (d) within the
protecting tube.
Clean the inside of the protecting tube. Use some grease to lubricate the outer surface (f) of the
new transmitter.
Carefully insert the new transmitter by hand into the protecting tube.
Position and fasten mounting ring (g) with new O-ring (a).
Connect the connectors in the following sequence: X42, X43, and X41.
• Make sure that the analyzer is connected to the electronic box and the display shows "0"
(engine stopped and no failures).
• Change to the parameterization mode by pressing UP and DOWN.
"P00" appears on the display.
• After the system has requested the password, "P01" will appear on the display.
• With keys UP, DOWN and ENTER change to parameter P68 and press ENTER.
• After that, the display will show 00400 ... 00550. Press the ENTER key once more. The
display will show 00XXX. Replace the flashing value 0 by 1 and acknowledge by pressing the
ENTER key.
The system has now adjusted the pressure sensor to the corresponding ambient pressure.
NOTE
After replacing the analyzer unit it is necessary to recalibrate the pressure
sensor with engine stopped. For details please refer to paragraph "Calib-
rating the pressure sensor with engine stopped".
NOTE
Before carrying out the following programming for the test, the engine must
be stopped and the fuel rack must be at 0 position.
The system is capable of performing an oil mist alarm test while the engine is running. For this
purpose, carry out the following steps:
– Keep the UP/ENTER keys pressed for at least 10 seconds until the message P42 appears
flashing on the display.
– Acknowledge this message by pressing ENTER. The display becomes dark, 8.8.8.8.8.
appears and then 0. The oil mist test function is now activated.
– Start the engine.
NOTE
Fuel rack position must be at least 5 % and a medium speed must be
reached.
– Wait for 2 minutes and then press UP/DOWN simultaneously until H09/H10/H11 appear and
the engine is stopped if automatic stop was adjusted.
– The system sets the relay outputs as they were programmed (P52, P53, P54). The system
stops the engine when the automatic stop relay is activated under P54.
NOTE
An oil mist alarm test can only be carried out once each time. To repeat the
test first the test mode (P42) has to be activated again.
General
The basic function of a speed governor is to keep a set speed constant regardless of load or, on
marine engines, maintain a certain set speed. Both electronic and mechanical hydraulic centrifugal
governors with feedback are being used.
Operation
Under normal operating conditions the output shaft and consequently also the fuel rack linkage are
in idle mode.
The faults to be identified at the governor output can be described as follows:
The most important criterion in parallel operation is a correct load distribution, which is only
possible on governors with a speed droop characteristic.
This means that the speed drops with rising load along the characteristic curve.
When the maximum level of the fuel pumps is reached, the speed drops with further load increase
while fuel rack position remains the same. The speed droop function is necessary so that each load
correlates to a certain fuel rack position.
If the characteristic were exactly horizontal, i.e. same speed over the entire load range, an exact
correlation and thus parallel operation would not be possible.
Before adjusting a plant for parallel operation check whether all fuel pumps are in "0 position", the
load indicators of all governors also show "0", and all governor levers are in the same position.
If the droop is adjusted differently, there will be a different load distribution in parallel operation. It
is thus clear why the droop must be exactly the same.
1. Actuator de-aerated.
In de-aerated condition the engine shall run at minimum speed. For readjustment of minimum
speed the length of the tightener is changed until the required speed is reached.
1. Actuator de-aerated.
In de-aerated condition the engine shall run at minimum speed. For readjustment of minimum
speed the length of the tightener is changed until the required speed is reached. Screw the
adjusting screw for minimum speed against the limit stop for minimum speed.
2. Actuator aerated.
In fully aerated condition (5.8 bar) there must be 103.2 % of rated engine speed. In this condi-
tion the adjusting screw for the maximum speeds must be screwed against the limit stop for
maximum speed.
Speed adjustment
1. With the speed setting knob the engine is run up to maximum speed.
2. To limit the maximum speed turn the gear wheel clockwise until the limiting bolt for maximum
speed abuts. If the required speed is not reached with the speed setting knob, the speed limi-
tation can be increased by turning the gear wheel counter-clockwise.
Feedback adjustment
The feedback is not correctly adjusted if the governor is slow in implementing speed changes.
For adjusting and readjusting it is important for governor and engine to have reached operating
temperature.
1. Set the manual speed setting knob to lowest speed (i.e. turn counter-clockwise until the fric-
tion coupling is engaged) as long as the basic adjustments are being made.
2. Set the maximum speed blocking screw flat with upper edge of basic speed setting nut (see
sketches on the following pages).
3. Apply the lowest control air pressure (1.5 bar) provided for to the diaphragm chamber. Adjust
the setting nut for the basic speed so that the lowest required speed is reached (to increase
the speed turn the nut counter-clockwise).
In doing so, the blocking screw for the lowest pneumatically adjustable speed must not yet
touch the feedback lever!
4. Increase the control air pressure up to the maximum of 5.8 to 6.0 bar. In doing so, proceed
carefully to avoid overspeed of the engine being regulated. Make sure that the adjusting
screw on the piston rod of the speed setting piston does not yet open the maximum speed
limiting valve.
If the desired maximum speed is reached before the control air pressure has reached its
maximum value, the ball bearing on the speed adjusting lever must be shifted towards the
speed setting piston. If the necessary maximum speed is not yet reached at the maximum
required air pressure, the ball bearing must be shifted away from the speed setting piston.
Check:
If the adjustment is accurate, a slight increase in control air pressure over the lowest air pres-
sure must already result in a corresponding speed increase, whereas a slight drop in control
air pressure below maximum pressure must result in a corresponding speed reduction.
6. Apply the maximum control air pressure to the governor and run the engine at maximum
speed. Adjust the adjusting screw on the piston rod of the speed setting piston so that the
maximum speed limiting valve just starts to open.
7. Adjust the minimum air pressure (1.5 bar) and thus the lowest speed:
– Screw the shutdown nut of the shutdown rod up to top position and lock it.
– Adjust the stop screw for the speed setting piston so that it just touches the speed setting
Emergency operation
Control air supply to the governor is interrupted. Turn the manual speed adjusting knob clockwise
and increase the governor speed. Adjust the blocking screw for limiting the maximum speed so
that the downward motion of the nut for the basic speed adjustment is stopped exactly at maximum
speed.
5. If n max is reached before the control air pressure has reached its maximum value reduce the
control air to the lowest value, shift ball bearing (8) towards speed setting piston (9).
7. Repeat steps 5 + 6 until n min and p min as well as n max and p max exactly coincide.
8. If the control air pressure has reached its maximum value before the engine runs with n max,
decrease the control air pressure to p min. Shift ball bearing (8) towards manual speed adjus-
ting knob (1).
10. Repeat steps 8 + 9 until n min and p min as well as n max and p max exactly coincide.
11. Reduce the control air pressure on the governor. Speed drops below n min.
12. Screw in the blocking screw for lowest speed (7) until the engine speed is about 3 - 5 rpm
below n min.
13. Screw stop screw (5) against the feedback lever until n minis reached.
14. Use manual speed adjusting knob (1) to increase the speed just over n max.
15. Screw in maximum speed setting screw (4) until n max is reached.
16. Screw in limiting screw (6) until the valve for maximum speed just opens.
17. Continue to turn manual speed adjusting knob (1) clockwise. Now the speed must not
increase.
NOTE
Never shift the cam beyond zero position towards negative speed droop.
For details please refer to the sketches on the previous pages.
NOTE
If the droop screw is turned counter-clockwise (reduction) extremely, this
may lead to a negative droop, which must absolutely be avoided.
Restrictor screw
Turning clockwise: Governor
stabler but more sluggish. Normal
position: 1/4 - 3/4 turns opened
The restrictor screw is located in the governor cover under a protective plug. (Information sign:
restrictor screw).
Normal adjustment: 1/4 to 3/4 turns opened. Readjustment allowed to enable a prompt return to
stable nominal speed without overshoot.
Stabilizing springs and centrifugal weights are installed in our works according to the intended use
of the governor.
Droop adjustment see paragraph "Droop adjustment".
Adjustment:
1. Apply the pressure correlating to "idling" to the pneumatic actuator.
2. Adjust idling speed with the adjusting screw.
3. Apply the pressure correlating to "maximum speed" to the pneumatic actuator.
4. If maximum speed is not reached, slightly increase the adjustment of the speed range.
5. Readjust idling pressure and idling speed.
6. Repeat items 1 - 5 until the pressure/speed ratio is correct.
General
Engine
Actuator
Fuel rack linkage
Electronic
governor n actual
nnom.
Generally mechanical and electronic speed governors have the same task, i.e. to keep the speed
constant.
Besides purely mechanical and electronic governors there are also combinations of both systems,
these are called backup governors.
If the electronic part fails, the mechanical part takes over its function without any interruption.
Contrary to mechanical speed governors an electronic governor consists of 3 components:
1. Speed recorder
2. Electronic system
3. Actuator
CAUTION
An incorrect adjustment may cause personal injury and
property damage.
There will be hazards to man and the machine in case of improper governor
adjustment.
• Adjustments may only be carried out by well trained professio-
nals.
Safety notes
WARNING
Danger due to gases emerging under high pressure and tempe-
rature.
The gases emerging after opening the indicator valve are under high
dynamic pressure and extremely hot.
They may cause severe injuries and burns.
• The connection between PREMET LS and indicator valve must
be gas tight, i.e. the swivel nut of the PREMET LS and the con-
necting thread of the indicator valve are to be screwed together
until a positive and non-positive fit is obtained.
Only then the indicator valve may be fully opened up to the limit
stop.
• After completing the measurement the indicator valve must be
completely closed.
• Before loosening the connection between indicator valve and
PREMET LS make sure that no more combustion gases are
emerging at the indicator valve so that the PREMET LS is no lon-
ger pressurized. Only then the connection may be loosened.
Temperature range
The measuring device can be stored at temperatures between -20 C and +70 C. During
measurement the ambient temperature should be within a range of 0 C to 50 C.
LEMAG.PREMET LS
Vers. 1.48a SN:12345 Version and serial number of the device
By pressing the UP(↑) and DOWN(↓) keys the other menu items will appear on the screen. To acti-
vate the desired menu item press ENTER (↵).
It is also possible to switch off the device by using the main menu. To do this, select the menu item
POWER OFF and confirm with ENTER (↵).
By pressing ENTER (↵) the device will be switched off. To prevent a switch-off and return to the
main menu press the ESC key.
After switching off the device all the setting values as well as the measured peak pressures and
calculated statistics remain saved.
Basic adjustments
The LEMAG PREMET LS device can be optimally adjusted to the engine to be measured and
retains these adjustments also after being switched off.
To adjust the device select the menu item SETUP from the main menu and confirm with ENTER.
Then select PARAMETERS.
Now prompts to adjust the items required for an individual adjustment will appear (adjustment of
the clock see paragraph "Adjusting the clock").
To cancel the adjustment process and return to the main menu press ESC.
With the UP (↑) and DOWN (↓) keys the value of the charge air pressure can be changed in steps
of 0.5 bar.
To save the currently adjusted charge air pressure in the device press the ENTER key (↵). The
PREMET LS device refers all dynamic pressure values (peak pressures and pressure curve, but
not the pressure gauge measurement) to the adjusted charge air pressure.
With the UP(↑) and DOWN (↓) keys a selection can be made between 2- or 4-stroke engine. To
save the currently adjusted value in the device press the ENTER key (↵).
With the UP (↑) and DOWN (↓) keys the number of cylinders can be adjusted within a range from
1 to 18.
To save the adjusted value press the ENTER key (↵). To cancel the adjustment process and return
to the main menu press ESC.
The number of cylinders is required to form the mean values of the engine and for automatically
assigning readings to the corresponding cylinder.
With the UP (↑) and DOWN (↓) keys the number of work strokes to be measured can be adjusted
within a range from 1 to 15.
To save the adjusted value press the ENTER key (↵). To cancel the adjustment process and return
to the main menu press ESC.
By means of the the UP (↑) and DOWN (↓) keys the limit can be changed in steps of 0.5 bar. To
save the adjusted value press the ENTER key (↵). To cancel the adjustment process and return
to the main menu press ESC.
Scope of print-out
After confirming the limit with the ENTER key the scope of the print-out can be defined.
With the UP(↑) and DOWN (↓) keys the entry PRINT STROKES can be marked (+) or excluded ( ).
Marked (+) means that when printing out statistical data also a peak pressure diagram of all cylin-
ders will be printed as a bar chart.
Marked (+) means that when printing out the statistical data (and, if selected, also a bar chart) also
a pressure curve of all cylinders will be printed.
To save the adjustment and return to the main menu press the ENTER-key (↵).
To cancel the adjustment process and return to the main menu press ESC.
Adjust the hour with the UP (↑) and DOWN (↓) keys.
The clock is running in 24 hours mode.
To save the adjusted value press the ENTER key (↵). After that, adjust the minutes in the same
way and save with ENTER.
You will now return automatically to the main menu.
After having saved all basic adjustments the measurements can be carried out.
Preparations
Select the menu item SCAN ENGINE from the main menu:
SETUP
SCAN ENGINE < Carry out measurements on the engine
SHOW STATISTIC
PRINT DATA
To activate this menu item press ENTER. The following will be displayed:
SCAN ENGINE
ALL CYLINDERS < Measure all cylinders
SINGLE CYL Measure an individual cylinder (according to SETUP)
ESC ENTER Possible keys
SCAN ENGINE
SINGLE CYL Measurement of an individual cylinder
SELECT CYL: 01 Selection of the cylinder to be measured
ESC ENTER Possible keys
The cylinder to be measured can be preselected with the UP (↑) and DOWN (↓) keys between 1
and the maximum cylinder entered in the SETUP.
Press ENTER (↵) to confirm the cylinder to be measured.
Press ESC to return to the main menu.
After having selected a cylinder, the device signals that the cylinder should now be prepared, i.e.
the sensor should be installed on the indicator valve and the valve should be opened. In doing so,
make sure to observe the indicated safety notes.
WARNING
Danger due to gases emerging under high pressure and tempe-
rature.
The gases emerging after opening the indicator valve are under high
dynamic pressure and extremely high temperature.
They may cause severe injuries and burns.
• The connection between PREMET LS and indicator valve must
be gas tight, i.e. the swivel nut of the PREMET LS and the con-
necting thread of the indicator valve are to be screwed together
until a positive and non-positive fit is obtained.
Only then the indicator valve may be fully opened up to the limit
stop.
• After completing the measurement the indicator valve must be
completely closed.
• Before loosening the connection between indicator valve and
PREMET LS make sure that no more combustion gases are
emerging at the indicator valve so that the PREMET LS is no lon-
ger pressurized. Only then the connection may be loosened.
When the preparation is complete, the measuring process can be started by pressing ENTER (↵).
During the measurement the device displays a waiting message:
SCAN ENGINE
SCANNING CYL: 01 Cylinder 1 is being measured
Please wait Please wait
ESC ENTER Possible keys
If after a certain time (about 30 seconds) no pressure signals are received from the engine, the
measurement will stop automatically and the following note will appear on the screen:
SCAN ENGINE
WARNING
Danger due to gases emerging under high pressure and tempe-
rature.
The gases emerging after opening the indicator valve are under high
dynamic pressure and extremely high temperature.
They may cause severe injuries and burns.
• The connection between PREMET LS and indicator valve must
be gas tight, i.e. the swivel nut of the PREMET LS and the con-
necting thread of the indicator valve are to be screwed together
until a positive and non-positive fit is obtained.
Only then the indicator valve may be fully opened up to the limit
stop.
• After completing the measurement the indicator valve must be
completely closed.
• Before loosening the connection between indicator valve and
PREMET LS make sure that no more combustion gases are
emerging at the indicator valve so that the PREMET LS is no lon-
ger pressurized. Only then the connection may be loosened.
When the preparation is complete, the measuring process can be started by pressing ENTER (↵).
During the measurement the device displays a waiting message:
If after a certain time (about 30 seconds) no pressure signals are received from the engine, the
measurement will stop automatically and the following note will appear on the screen:
The measurement can be stopped at any time by pressing any key. If the measurement was
successful the device will display the following:
After closing the indicator valve the device can be removed and installed on the next cylinder. After
the measuring data has been calculated, the following will be displayed:
When pressing any key the device will request the measurement of the next cylinder.
After measuring the last cylinder press any key to return to the main menu.
Preparations
These values can be displayed by selecting the menu item SHOW STATISTIC.
SETUP
SCAN ENGINE
SHOW STATISTIC < Display of statistical data
PRINT DATA
To activate this menu item press ENTER. The following will be displayed:
SHOW STATISTIC
ENGINE No.: 1 Selection of the engine (1 or 2)
With the UP (↑) and DOWN (↓) keys you can select whether to display the values of just one
cylinder (SINGLE CYL) or the values of all cylinders (ALL CYLINDERS).
Confirm with the ENTER key (↵). To cancel the adjustment and return to the main menu press
ESC.
The desired cylinder can be selected with the UP (↑) and DOWN (↓) keys.
Press ENTER (↵) to confirm the desired cylinder and display the related statistics in 4 screens:
After pressing any key the 2nd statistics screen will be displayed:
After pressing any key the 3rd statistics screen will be displayed:
After pressing any key the 4th statistics screen will be displayed:
PRINT DATA
SEND DATA
CLEAR CYLINDER < Deletion of all cylinder-specific data
CLEAR ENGINE
NOTE
This action will not delete the SETUP values "Number of cylinders",
"Number of work strokes" and "Charge air pressure".
After confirming the selected item CLEAR CYLINDER by pressing ENTER (↵) the following screen
appears:
CLEAR CYLINDER
ENGINE No.: 1 Selection of the engine
After selecting the engine with the arrow keys you will be prompted to select the cylinder to be
deleted:
If deletion of a cylinder is requested with the ENTER key (↵) a confirmation prompt will appear:
CLEAR CYLINDER
CLEAR CYLINDER? Delete all cylinder-specific data?
CYL.-NO: 01 Selected cylinder
ESC ENTER Possible keys
Only after confirming with the ENTER key (↵) the deletion process will be started. To cancel the
deletion process and return to the main menu press ESC.
When the deletion is completed the following message will be displayed:
CLEAR CYLINDER
CYL.-NO: 01 Selected cylinder
DATA DELETED Deletion of data of cylinder No. 1 completed
ENTER Possible keys
With the main menu item CLEAR ENGINE the data of all cylinders are deleted:
– Individual peak pressures
– Mean value and maximum and minimum value of the peak pressure
– Measured pressure curves
– Measured speed values
NOTE
This action will not delete the SETUP values "Number of cylinders",
"Number of work strokes" and "Charge air pressure".
CLEAR CYLINDER
CLEAR ENGINE < Deletion of all engine data
ENGINE No.: 1 Selection of the engine
ESC ENTER Possible keys
The desired engine can be selected with the UP (↑) and DOWN (↓) keys.
By pressing the ENTER key (↵) the selection will be confirmed and the following confirmation
prompt appears:
CLEAR ENGINE
CLEAR ENGINE? Delete all engine data?
ENGINE No.: 1 Selected engine
ESC ENTER Possible keys
Only after confirming with the ENTER key (↵) the data will be deleted.
Press ESC to avoid deleting the data and return to the main menu.
NOTE
The deletion process may take some time!
CLEAR ENGINE
ENGINE No.: 1 Selected engine
DATA DELETED Deletion of all engine data carried out
ENTER Possible keys
SETUP
SCAN ENGINE
SHOW STATISTIC
PRINT DATA < Print-out of measuring values and curves
By selecting the main menu item PRINT DATA the measuring values and statistics as well as peak
pressure diagrams and curves can be printed out on the PREMET LS printer.
To activate this menu item press ENTER (↵).
After selecting the engine (1 or 2) a confirmation prompt will appear:
PRINT DATA
PRINT DATA? Print out measuring values and statistical data?
ENGINE No.: 1 Selected engine
ESC ENTER Possible keys
Press ENTER (↵) to start the printing process. Press ESC to cancel the process and return to the
main menu.
During the printing process the following waiting message will be displayed:
PRINT DATA?
ENGINE No.: 1 Selected engine
PLEASE WAIT Please wait
ESC ENTER Possible keys
PRINT DATA?
ENGINE No.: 1 Selected engine
FINISHED Printing completed
ENTER Possible keys
By selecting the main menu item SEND DATA the saved SETUP values as well as statistical and
measuring values can be transmitted to a PC.
To activate this menu item press ENTER (↵).
Select the engine (1 or 2) whose data is to be transmitted. A confirmation prompt will appear.
SEND DATA
SEND DATA? Send measuring values and statistical data?
ENGINE No.: 1 for engine No. 1 (or 2)
ESC ENTER Possible keys
Press ENTER (↵) to start the transmission process. Press ESC to cancel the process and return
to the main menu.
NOTE
Before starting the transmission process the program RECEIVE.EXE must
be started on the PC.
During the transmission process the following waiting message will be displayed:
SEND DATA
ENGINE No.: 1 Selected engine
PLEASE WAIT Please wait
ESC ENTER Possible keys
SEND DATA
ENGINE No.: 1 Selected engine
FINISHED Data transmission completed
ENTER Possible keys
After confirming the selection with the ENTER key (↵) the following submenu appears:
CALIBRATE
CHECK CALIB: < Check the sensor
NEW CALIB: Recalibration (password protected)
TEMP CALIB: Temperature calibration (password protected)
NOTE
In order to be able to carry out the CHECK CALIB function the following
prerequisites must be met:
• The device/sensor must have room temperature (18-23 C) and
be in a rising temperature cycle, i. e. the temperature must rise
from less than 18 C to a value of max. 18-23 C.
• The sensor must be dynamically loaded with 3-5 short pressure
strokes >100 bar and <230 bar.
• Then leave the menu item "CHECK CALIB" with ESC and select
again with ENTER to ensure that the sensor has the correct 0 bar
offset.
• Now the calibration can be checked as described in the following.
In doing so, the pressure must not exceed 230 bar.
After confirming with the ENTER key (↵) the sensor carries out an internal zero adjustment.
After zero adjustment the following screen will be displayed:
CHECK CALIB:
TEMP = 21 C Sensor temperature
PRESS = 123.5 bar Pressure applied to the sensor
Ubatt = 7.25 Battery voltage
The device displays this until the function is cancelled with the ESC key.
!!ATTENTION!!
SENSOR TEMPERAT
!!TOO HIGH!!
DISCONNECT
This message will only disappear when the sensor temperature falls below 75 C. As the sensor
has a very high thermal time constant, it can only appear if the sensor remains on the indicator
valve too long. The maximum exposure time depends on the engine type, exhaust gas tempera-
ture, speed and fuel rack position.
NOTE
If this warning appears, immediately disconnect the sensor from the engine
and cool it if possible because after disconnection the temperature still
continues to rise internally.
2. Charging of the external battery via the PREMET LS device, version II.
For this purpose install the external battery as described above.
Connect the plug-in charger with the 7-pole socket of the PREMET LS device.
Only the external battery will now be charged via the PREMET LS, the internal battery
remains "switched off". It takes 14 hours to charge the battery.
NOTE
It is not possible to print curves etc. with other printers because the
PREMET printer was specially adjusted to the PREMET LS device. Only
the data selected in the SETUP menu before measuring will be printed.
Data transmission
Sending data to a PC
The scope of supply also includes the PREMET transfer software. This software allows to transmit
data from the PREMET LS device to an MS-DOS PC.
The transmission takes place on COM1 of the PC. If desired, the PREMET transfer software
creates a PREMET directory on the C: hard disk of the PC.
Example: M1100131
SEND DATA
ENGINE No.: 1 Selected engine
PLEASE WAIT Please wait
ESC ENTER Possible keys
After completion of the transfer the following message will appear on the PREMET LS display:
SEND DATA
ENGINE No.: 1 Selected engine
FINISHED Data transmission completed
ENTER Possible keys