Berg System

Operation & Service Manual
1 Technical Specification
2 Propeller & Shaft

• Propeller type HX
• Propeller Shaft & Oil Pipe
• Lubrication System
• Coupling
• Appendix
CPP SYSTEM 3 Accessories

• Sterntube Seals • Sterntube Bearings
• Journal Bearing • Bhd Passage Gland
Operation & Service Manual • Shaft Earthing Device
• Shaft Locking Device
• Net Cutter
4
Order No. : 5211 Hydraulic System
Equipment : 710 HX/4 HDX-40 • Pitch Control Unit
• Pressure Oil System
• Oil Recommendations
Yard : Yangzhou Dayang Shipbuilding Co., Ltd • Emergency Blocking
New Bldg. No. : DY611 • Appendix
5 Remote Control System

• General Decsriptions
• Operating Instructions
• Appendix
6 Supervising System
• Propeller System Alarms
After Sales Support & Spares
EUROPE
Tel • +46 31 969 462 7 Spare Parts
Fax • +46 31 976 539
ASIA
Tel • +65 6377 5251
Fax • +65 6272 0016
8 Special Tools
EUROPE Office:
BERG PROPULSON EUROPE AB
Kläva Hamnväg 12, 43091 Hönö Gothenburg, Sweden
Tel: +46 31 976 500 Fax: +46 31 976 539
E-mail: info@bergpropulsion.se
ASIA Office:
BERG PROPULSION ASIA PTE LTD This version of the service book is published
3 HarboourFront Place, #07-01 HarbourFront Tower 2,
using the latest information available. This book
Singapore 099524
Tel: +65 6377 5251 Fax: +65 6272 0016 will not be subject to continual updates. This
E-mail: info@bergpropulsion.com book issued for the use by purchaser of the
equipment and shall not be further distributed
www.bergpropulsion.com without the permission of BERG PROPULSION.
OPERATION AND SERVICE MANUAL
1 TECHNICAL SPECIFICATION
PROPELLER AND HUB
Type 710 HX/4
Qty 2
Diameter 2900 mm
Material Cu Ni Al Bronze
No. of Blades 4
Rotation Outward
Classification BV
Ice Class -
Rated Power 1980 KW
Max Shaft Speed 186 RPM
TAIL SHAFT + INTERMEDIATE SHAFTS
Length 20610 mm
Diameter 250/240/230 – 205mm
Hollow Bore DIA. 72/ 50mm
HYDRAULIC SYSTEM
Pump Type DENISON PV15 PTO=PV20
Motor type VEM 3 ph 4 pole
Calculated Pressure 35 BAR
Working Pressure 45 BAR
1- TechSpec Berg Propulsion AB, Öckerö, Sweden 1 of 2

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OPERATION AND SERVICE MANUAL
REMOTE CONTROL SYSTEM
Type ERC3000
Control Panels
Bridge 2
Engine Room 1
Supply Voltage 24VDC
Power Consumption Max. 120 Watts
1- TechSpec Berg Propulsion AB, Öckerö, Sweden 2 of 2

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OPERATION & SERVICE MANUAL
2 PROPELLER & SHAFT
CONTENTS:
2.1 PROPELLER TYPE HX ............................................................................................................. 2

2.1.1 DESCRIPTION ........................................................................................................... 2
2.1.2 OPERATION............................................................................................................... 2
2.1.3 MAINTENANCE AND REPAIRS ................................................................................ 3
2.1.4 REMOVAL AND DISASSEMBLY ............................................................................... 3
2.1.5 INSTALLATION, RE-ASSEMBLY AND REFITTING.................................................. 4
2.1.6 MOUNTING OF PROPELLER HUB, TAIL SHAFT AND STUFFING BOXES ........... 4
2.1.7 BLADE SCREW TORQUE TABLE............................................................................. 5
2.2 PROPELLER SHAFT AND OIL PIPES..................................................................................... 6

2.2.1 DESCRIPTION AND OPERATION ............................................................................ 6
2.2.2 REMOVAL AND DISASSEMBLY ............................................................................... 6
2.3 LUBRICATING SYSTEM........................................................................................................... 7

2.3.1 DESCRIPTION ........................................................................................................... 7
2.3.2 FILLING ...................................................................................................................... 7
2.3.3 OIL RECOMMENDATIONS – PROPELLER HUB H/HX............................................ 8
2.4 COUPLINGS ............................................................................................................................10

2.4.1 DESCRIPTION .........................................................................................................10
2.4.2 MOUNTING INSTRUCTION.....................................................................................10
2.4.3 DISMOUNTING INTRUCTIONS...............................................................................11
2.5 APPENDIX ...............................................................................................................................12

2.5.1 DRAWINGS & PART LISTS .....................................................................................12
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2.1 PROPELLER TYPE HX
The controllable pitch propeller type HX is stainless or bronze 4 bladed unit with the hydraulic
cylinder mounted on the aft end of the hub.
The propeller unit is attached to a forged flange on the aft end of the propeller shaft by steel
bolts.
2.1.1 DESCRIPTION
The propeller hub consists of two main parts, the hydraulic cylinder and the hub body, the two
parts being attached by stainless steel screws. The hydraulic cylinder houses the piston
which is mounted on the aft end of the piston rod. The hollow bored piston contains an oil
pipe which allows pressure oil to flow either around or through the pipe. Oil flowing through
the pipe is fed to the aft end of the piston where as oil flowing around the pipe is ducted to the
forward end of the piston.
Movement of the piston is transferred to the mechanism in the hub body and to the oil pipe
assembly in the propeller shaft.
The moving parts of the hub body consist of a machined steel four sided block (leading
member), four smaller bronze sliding blocks (leading member blades) and four rotating
flanges (blade roots).
The leading member is mounted on the forward end of the piston rod, it is located by a key
and bush and secured by a nut and locking plate. The leading member is divided into two
halves at right angles to the centre line, this is assembly reasons to allow for the fitting of the
blade roots.
The propeller blades are attached by stainless steel bolts and locking pins to the blade roots,
the blades rotate on replaceable phosphor bronze bearing bushes (blade root bearings).
Ingress of salt water at the blade roots is prevented by the inclusion pf a spring loaded sealing
ring between the blade, blade root bearing and the hub body. Non moving joints are sealed
using nitrous rubber O-rings.
2.1.2 OPERATION
Oil is supplied under pressure from the oil distributor through piping in the hollow propeller
shaft. The direction of flow of oil determines the direction of movement of the hydraulic piston
in the cylinder, forward movement of the piston produces ahead pitch. The fore and aft
movement of the hydraulic piston is transferred to the leading member via the piston rod. As
the leading member moves each leading member blade slides in a transverse slot machined
into each face of the leading member. The leading member blades act on the blade root
crank pin to produce the transfer from linear to rotational movement.
Actual pitch position of the propeller blades is fed back to the oil distributor by the movement
of the oil pipes in the propeller shaft.

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2.1.3 MAINTENANCE AND REPAIRS

1. The following checks should be carried out when the vessel is out of the water:-
2. Check the oil in the propeller hub in accordance with the instructions in section 2-3.
3. Check the propeller blade and hub screws for security and freedom damage. Replace
as necessary.
4. Check the propeller blades for damage. Blade can usually be repaired down to 70% of
the blade radius, minor damage can be repaired in place. Extensive damage will require
the replacement of the blade and the repair to be carried by qualified personnel.
NOTE: For all blade repair and particular to the leading edge, manufacturer’s
advice should be sought. A bad repair can induce further damage to other
blade areas.
2.1.4 REMOVAL AND DISASSEMBLY
2.1.4.1 Propeller blades

Removal of the propeller blades can be achieved without dismantling the propeller
hub. Proceed as follows:
Support the blade with a suitable sling or frame. Remove the welded locking pins
from the propeller blades screws, remove the blade screws and carefully separate the
blade from the blade root, taking care not to damage the blade root bearing.
2.1.4.2 Propeller hub

Access to the hub mechanism can be gained by carrying out the following procedure:-
1. Remove the welded locking pins and screws that secure the cylinder to the
cylinder cover. Support the cylinder and remove by carefully withdrawing the
cylinder over the piston. Access is now available to the piston and cylinder cover.
2. Remove the locking plate from the piston nut. Unscrew the piston nut 9right
hand thread) using the special socket wrench. Withdraw the piston from the
piston rod.
3. Remove the screws that secure the cylinder cover to the hub body. Remove the
cylinder cover by carefully withdrawing it over the piston rod. Access can now be
gained to leading members.
4. Remove the locking ring and using the special socket wrench. Release the nut
securing the leading member to the piston rod. Withdraw and remove the after
section of the leading member from the hub.

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NOTE: At this stage if the propeller blades are removed action should be taken
to clamp the blade roots in position to prevent them dropping into the
hub.
5. Rotate the blade roots so that crank pins face astern. Remove the leading
member blades from the crack pins. Withdraw and remove the forward section
of the leading member from the hub.
2.1.5 INSTALLATION, RE-ASSEMBLY AND REFITTING

Re-assembly of the hub and the refitting of the blades is the reverse procedure of removal.
Where applicable new O-ring seals should always be fitted. The following instructions are
extracted from the initial installation instructions, some aspect may be relevant to a partial
reassembly.
2.1.6 MOUNTING OF PROPELLER HUB, TAIL SHAFT AND STUFFING BOXES

Refer to the assembly drawings for the propeller and shaft.
The propeller hub is delivered assembled and mounted on the tail shaft, the piston rod,
leading members, blade root sliding blocks and blade roots are in position.
Proceed as follows:-
1. Thoroughly clean the tail shaft and stern tube, carry out a complete inspection for
damage that might have occurred during transportation.
2. Lubricate and protect all parts using greaser or thick oil in preparation for installation.
NOTE: Care must be taken not to damage the surface during lifting operations.
3. Mount the outer stern tube seal on the shaft in accordance with the manufacturer’s
instructions.
4. Insert the tail shaft into the stern tube.
5. The same procedure is carried out for each propeller blade. The blades are fitted in turn
in the upright position. Thoroughly lubricate all the bearing surfaces, place the blade
seal springs in the drillings in the blade bearing rings of the hub. Locate the seals on the
locking pins (to be carried out by BERGs representative). Check the number
markings on the blade and hub and the blade and screw. Fit the correct blade and
torque tighten the screws. (see table below)
NOTE: Absolute cleanliness of the bearing surfaces is essential when mounting

the blades.
6. Weld the locking pins onto the bolts heads using stainless steel electrodes (BERG
supplied).

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7. When all blades are fitted check for freedom of movement by hand turning two blades at
the same time.
8. Fill the hub with oil as described in lubrication instructions.
9. Fit the inner stern tube seal in accordance with the manufacturers instructions.
10. Fit and secure the protective casing on the outer stern tube seal.
11. Fit the shaft coupling in accordance with the shaft coupling installation instructions.
12. Fit a check unit the propeller shaft to prevent it from sliding aft, in addition it is advisable
to make a check measurement, for example from the front end of the stern tube to the
front end of the shaft, to ensure no movement has taken place during launching.
2.1.7 BLADE SCREW TORQUE TABLE
Propeller Size Torque (kgm)

580 H 75-85
630 H 100-120
710 H 155-170
800 H 195-215
900 H 265-295
1000 H 310-340
1080 H 310-340
1140 H 310-340
1280 H 370-420
1360 H 400-445

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2.2 PROPELLER SHAFT AND OIL PIPES
2.2.1 DESCRIPTION AND OPERATION

The propeller shafting consists of a steel tail shaft and/ or stainless steel intermediate shaft.
The requirement for intermediate shafts being dependent on the specification. The shaft(s)
are precision centre hollow bored to carry oil pipes required to transfer pressure oil between
the oil distributor and the hydraulic cylinder in the propeller hub. The linear movement of the
oil pipes is used to mechanically transfer the propeller pitch position (feedback) to the oil
distributor.
The aft end of the tail shaft has a forged flange to which is bolted the propeller hub. The
forward end of the shaft is coupled to either an intermediate shaft or directly to the output
shaft of the hydraulic unit. The method of coupling is dependent on specification and detailed
separately.
2.2.2 REMOVAL AND DISASSEMBLY

It is advised that removal, disassembly and re-assembly be undertaken with the assistance of
qualified personnel.

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2.3 LUBRICATING SYSTEM
2.3.1 DESCRIPTION
The propeller hub mechanism and feed back pipe running in the hollow bored shaft are oil
lubricated. The lubrication system in the hub is common with the stern tube lubrication oil by
means of two holes in the propeller shaft flange. Filling is carried out at the hub and in the
header tank for the stern tube.
2.3.2 FILLING
When the vessel is dry docked the level of oil in the hub should be checked by the fill and spill
method. There are two oil fill/drain holes, one located between the blades and one in the
inner end of the tail shaft of the flange coupling. Rotate the propeller so that the plugged oil
holes are upper most. Remove the plugs and fill the system through after hole until the spilled
oil from the forward hole is free from air. Refit the plugs and lock with punch marks.
Use only oil recommended overleaf:

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2.3.3 OIL RECOMMENDATIONS – PROPELLER HUB H/HX
Viscosity incST Pour point

BP ENERGOL GR-XP 320 EP-Type 305 at 40°C -15°C
BP ENERGOL GR-XP 220 EP-Type 210 at 40°C -21°C
BP ENERGOL ME 300 CC, emulsifiable 310 at 38.7°C -15°C
CASTROL ALPHA SP 320 EP-Type 320 at 40°C -9°C

CASTROL ALPHA SP 220 EP-Type 220 at 40°C -9°C
CASTROL CORAL 2, emulsifiable 260 at 37.8°C -12°C
CEPGA ENGRANAJES HP 6 EP-Type 175 at 50°C -12°C
CHEVRON NON LEADED GEAR COMPOUND

320 320 at 40°C -18°C
220 220 at 40°C -21°C
ESSO SPARTAN EP 320 EP-Type 310 at 40°C -15°C

ESSO SPARTAN EP 220 EP-Type 210 at 40°C -18°C
ESSO STERMAR 220 231 at 40°C -9°C
GULF EP LUB.HD 320 EP-Type 309 at 40°C -12°C

GULF EP LUB.DH 220 EP-Type 219 at 40°C -15°C
GULF MARINE ENGINA OIL 77, emulsifiable
MOBIL GEAR 632 EP-Type 306 at 40°C -23°C

MOBIL GEAR 630 EP-Type 211 at 40°C -27°C
MOBIL STERNTUBE LUBRICANT, emulsifiable 425 at 40°C -15°C
NYNÄS GL-40 EP-Type 194.5 at 50°C -12°C

NYNÄS RN 220, emulsifiable
OK MULTILED OIL EP 4 EP-Type 180 at 50°C -24°C

OK MARINE OIL EXTRA HEAVY DUTY 1203, emulsifiable

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Viscosity incST Pour point

SHELL OMALA OIL 320 EP-Type 320 at 40°C -18°C
SHEL OMALA OIL 220 EP-Type 220 at 40°C -18°C
SHELL 320, emulsifiable 320 at 40°C -18°C
TEBOIL PRESSURE OIL 320 295 at 40°C -12°C

TEBOIL PRESSURE OIL 220 210 at 40°C -21°C
TEBOIL HYLSÄÖLJY 320, emulsifiable 320 at 40°C -15°C
TEBOIL HYLSÄÖLJY 220, emulsifiable 237 at 40°C -9°C
TEXACO MEROPA 220 EP-Type 210 at 37.8°C -23°C

TEXACO MEROPA 320 EP-Type 314 at 37.8°C -18°C
Contact BERG PROPULSION AB for advice on the use of oil not referred to above.

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2.4 COUPLINGS
2.4.1 DESCRIPTION
A BERG oil pressure coupling type is mounted on the forward end of the tail shaft. The tail
shaft is slightly tapered and the flange coupling is mounted over the shaft by means of special
equipment that eliminates friction by injecting oil between the tapered surfaces. At the same
time oil is pressed in between the shaft nut and flange to build up a pressure and drive the
flange up the shaft.
2.4.2 MOUNTING INSTRUCTION

Refer to the Flange coupling assembly drawing
Tools required:
One flange coupling OMC
Two injectors
One hydraulic pump
One high pressure pipe
One adapter block
One key
Two O-rings as spare
1. Thoroughly clean the seating of the shaft and flange coupling and the surface of the
coupling that will be in contact with the shaft nut. Lubricate the seating with mounting oil.
Position the flange coupling on the shaft.
2. Before mounting the shaft nut coat the outer sealing surface with an anti-friction
compound (for example molycote). Take care not to damage the o-rings.. Using the
special spanner provided, screw the shaft nut up close to the surface of the shaft.
3. Accurately measure the diameter at point B using a micrometer, Check that the tapered
surfaces are in contact. Then measure the distance between the end of shaft and
forward surface of the flange.
4. Connect the hydraulic pump to the shaft nut. Connect the oil injectors to the plugs on the
coupling, the outward one directly, the inner one via the high pressure pipe and adapter
block.

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5. Unscrew the ventilation plug and pump oil into the space behind the shaft nut until air-
free oil escape through the ventilation hole. Refit the ventilation plug.
6. Inject oil between the tapered surfaces until its forced out at the aft end of the coupling.
Continue plumping the injectors for about two minutes. Operate the hydraulic hand
pump to start driving the coupling up the shaft. Continue driving the coupling until the
specified increase of diameter is obtained. The injectors must be operated throughout
the drive up operation.
NOTE: If the injector pressure is lost during the operation, then the drive- up must
be stopped until pressure is regained.
7. When the specified diameter increase is reached, open the pressure reduction valve on
the injectors and remove them to allow the oil between the tapered surfaces to be
release. The pressure in the hydraulic hand pump must remain unchanged for about 20
minutes to prevent slide back and possible damage to the coupling.
8. Check the increase of diameter. If the increase is not correct, the drive up operation has
to be repeated.
9. Coat the open surfaces on the flange coupling, which will be in contact with the shaft nut
when the nut is dismounted, with anti friction compound (for example molycoat).
10. Refit all plugs.
11. Protect the coupling and shaft next to the coupling with rust preventing liquid (for
example tectyl).
2.4.3 DISMOUNTING INTRUCTIONS

1. Connect the same equipment as was used during the mounting. Set the oil pressure in
the hydraulic hand pump to about 15N/mm2. Do not forget to release air through the
ventilation hole.
2. Inject oil with both injectors, until oil is pressured out between the coupling and shaft.
Continue the pumping for some minutes.
3. Open the return valve on the hydraulic hand pump to allow the flange coupling to slide off
the shaft. Continue the oil injection during the whole operation. Should the coupling fail
to move, increase the pressure on the hydraulic pump or change the injector oil to a
thicker type.
WARNING: Take extreme care not to damage the tapered surfaces during the
removal operation. This information is provided in the form of manufacturer’s data.

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2.5 APPENDIX
2.5.1 DRAWINGS & PART LISTS
Shafting Arrangement P1-24467

Propeller Hub Assembly P1-24465
Propeller Shaft Assembly P3-24493 revA
Intermediate Shaft Assembly aft P3-24495
Intermediate Shaft Assembly fwd P3-24496
Lubrication of Sterntube and Hub P2-22728

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2.5.1
Drawings & Part Lists

Dev. Plant Deviation comprises Date Sign Check. Appr. Revis. Revision comprises Date Sign Check. Appr. Surface texture ISO/R 1302 Ra µm
When not otherwise stated :
A
Angle dimension tolerance shall comply with SS-ISO 2768-1 middle column.
34 31 Linear dimension tolerance shall comply with SS-ISO 2768-1 middle column. (See the table below)
23 Basic size Tolerances Basic size Tolerances
19 26 46 (0,5)- 3 ±0,1 (1000)- 2000 ±1,2
(3)- 6 ±0,1 (2000)- 4000 ±2
(6)- 30 ±0,2 (4000) 8000 ±3
(30)- 120 ±0,3 (8000)-12000 ±4
(120)- 400 ±0,5 (12000)-16000 ±5
12 (400)-1000 ±0,8 (16000)-20000 ±6
11
15
C (2 : 2.5)
35 32
33 36
1500-1600 Nm
A
E (2 : 2.5)
48 9 49 16 40 1 42 41 22 1500-1600 Nm
17
D (2 : 2.5)
50 27 37 38 39
364 Nm
18 51 2 LOCKING PIN STAINL.ST. LS1570
B-B (1 : 4) 50 1 LOCKING PIN STAINL.ST. KS4006
49 8 LOCKING PIN STAINL.ST KS4008
30 48 1 LOCKING PLATE LS1545
47 1 LOCKING PLATE KS9005
C 21
46 1 PIN STEEL LS4010
45 1 O-RING SMS 1586/87 TO1134
44 1 O-RING SMS 1586/87 TO2629
43 43 1 O-RING SMS 1586/87 TO2539
42 1 O-RING SMS 1586/87 TO2558
41 1 O-RING SMS 1586/87 TO2772
40 24 O-RING SMS 1586/87 TO2604
29 20 39 4 O-RING SMS 1586/87 TO4490
38 1 O-RING SMS 1586/87 TO2555
37 1 O-RING SMS 1586/87 TO2825
36 1 SEAL CR SI TX3021
35 1 SEAL CR SI TX3728
34 1 SEALING GHH/CN 440/4 TX3067
33 1 GUIDE RING CR RGR PLASTIC TX3025
D E 32 1 GUIDE RING CR RGR PLASTIC TX3727
31 2 SLIDING BAR P3-23480 TUFCOT T199XM LB23480
30 8 TREDO WASHER STAINL.ST. BP1002
29 6 SPRING WASHER STAINL.ST. BF1017
630
26 4 SPRING WASHER BF1023
25 2 PLUG STAINL.ST SR4063
24 2 PLUG STAINL.ST. SR4064
23 4 SCREW MF6S SM3860
22 12 SCREW STEEL SM8054
21 8 SCREW STAINL.ST. SM5324
20 6 SCREW STEEL SM2520
19 4 SCREW MC6S STEEL SM2928
18 20 SCREW MC6S STAINL.ST. SM7148
17 12 SCREW P3-19998 SN19998
third party no be used for any unauthorized purpose. Contravention will be prosecuted in accordance with Swedish law.
This document must not be copied without our written permission, and the contents thereof must not be imparted to a
16 24 SCREW P3-2835 STAINL.ST. SB1010

15 1 KEY P4-24398 KA24398
14 1 NUT P4-20037 S355J2G3/SS2172MA20037
45 13 1 NUT P4-20036 S355J2G3/SS2172MA20036
12 4 RETAINING RING 38i SGH LR3038
11 4 TORQUE PIN P3-5836 CP2626
10 4 TORQUE PIN P3-19997 CP19997-1
9 4 BLADE ROOT SEE NOTE BH-xxxxx
8 4 LEADING MEMBER P3-24463 BT24463
7 1 PIPE P3-19999 AR19999
6 1 CYLINDER COVER P2-22940 S355J2G3/SS2172LG22940
5 1 LEADING MEMBER P4-24464 RT24464
4 1 PISTON ROD P2-19996 S355J2G3/SS2172DS19996
3 1 PISTON P2-24462 CK24462
2 1 HUB CYLINDER P1-21222 SS 5716-03 CK21222
1 1 PROPELLER HUB P1-24466 SS 5716-03 PN24466
2 47 28 24 51 13 3 44 28 51 Item No. No.off Description Reference Material Part No.
25 6 14 5 Drawn Checked Approved Previous dwg. Tot.weight
A-A 8 7 4 24 MA
E
1583
27 10
Sheet of Date
HUB ASSEMBY 1 1 2005-01-19

65 ASTERN 80 AHEAD Part No. Skala
PROP.TYPE : 710 HX/4 PN 24465 1:2.5 A1

650 410 Revis.
CLASSIC
P1- 24465
3 ACCESSORIES
3.1 STERNTUBE SEALS

IHC Supreme Seal – Installation & Maintenance Instructions Manual
– Type STA-250 (Aft) & Type STF-240 (Fwd)
3.2 STERNTUBE BEARINGS

Cedervall - Instruction Manual
Drawings
1. Sterntube Bearing Aft (dia 250) 101-02267
2. Sterntube Bearing Fwd (dia 240) 102-02267
3.3 JOURNAL BEARING

Operating instructions-Renk-Radius LRLPW21-205
3.4 BULKHEAD PASSAGE GLAND

Tech Manual Type ND Seal 73090
3.5 SHAFT EARTHING DEVICE

BAC
3.6 SHAFT LOCKING DEVICE

Dellner Brake
3.7 NET CUTTER
3-Accessories Berg Propulsion AB, Öckerö, Sweden

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3.1 STERNTUBE SEALS
IHC Supreme – Type STA-280
Type STF-260
SUPREME ®
Manual
IHC Lagersmit is a business unit of the IHC Holland group of

companies and has unrivalled experience in developing rotating
seals. They are the makers of the SUBLIME®, SUPREME® and
LIQUIDYNE® shaft seals.
IHC Lagersmit
P.O. box 5 2960 AA Kinderdijk
Tel.: 078 - 691 04 72
Fax: 078 - 691 04 77
E-mail: info@lagersmit.ihcholland.com
Website: www.ihclagersmit.com
IHC Lagersmit is a business unit of IHC Holland.

IHC LAGERSMIT Installation and maintenance instructions SUPREME® stern tube seals
CONTENTS
CHAPTER PAGE
DATA SHEET 2
1. INTRODUCTION 3
2. GENERAL 4
3. INSTALLATION INSTRUCTIONS SUPREME STERN TUBE SEAL 7
4. PUTTING INTO OPERATION 14
5. MAINTENANCE / REPAIRS 16
6. OPTIONAL EXTRA’S 19
ENCLOSURES
; WEAR DOWN PROTOCOL
; SPARE PARTS / SERVICE
TYPE APPROVAL CLASS. (copy)
ASSEMBLY DRAWING AFT SEAL
ASSEMBLY DRAWING FORWARD SEAL
DRAWING CIRCULATION OILTANK
DRAWING 20 L. OIL TANK
DRAWING LUBRICATION SCHEME
_____________________________________________________________________
_____________________________________________________________________
06/04 1
DATA SHEET SUPREME®
SUPREME® aft seal SUPREME® forward seal
Size
Type
Serial no
Drawing no
IHC Lagersmit order no
06/04 2
1. INTRODUCTION
This manual is for the professional assembly, maintenance and dismantling of the SUPREME® ∗
stern tube seal and is intended for those persons who have to carry out above mentioned tasks.
The products of IHC Holland NV Lagersmit∗∗ have been designed and manufactured to reflect the
technological state of the art. Nevertheless, it cannot be ruled out that danger may arise to:
• Life and limp;
• the product and/or overall plant;
• other aspects.
Make sure the safety instructions given in this manual are carefully observed.
Where needed, the instructions in this manual are supplied with symbols for specified dangers:
: danger to life and limb
: danger to the product and/or the overall plant
: danger to other aspects
In particular, hazards may occur:

• if insufficiently trained personnel manipulates the product;
• if the product is inexpertly installed, operated and serviced;
• if the product is used for other than the intended purposes.
Beside the danger symbols above the next symbol is used in this manual:
: attention to notes
All persons responsible for the operation of the product must:

o be familiar with the contents of this manual;
o have adequate technical qualifications and are authorized to perform the relevant activity.
No modifications to the product are permitted unless the prior approval of IHC Lagersmit is obtained.
The content of this specification is the property of IHC Lagersmit and may not be brought to the
knowledge of third parties either in the original form or by reproduction. Although the information in
this manual has been checked and reproduced as carefully as possible no responsibility can be
accepted for faults and/or incompleteness. IHC Lagersmit reserves the right to alter the information
given in this manual without prior warning.
∗
SUPREME is a registrated trademark
∗∗
IHC Holland NV Lagersmit, abbreviated IHC Lagersmit, is a business unit of IHC Holland NV.
06/04 3
2. GENERAL
2.1 Product description*
The SUPREME stern tube seal system consists of a SUPREME aft seal, an aft bearing
bush, a forward bearing bush and a SUPREME forward seal. The SUPREME stern tube
seals are used for sealing the stern tube at the points where the shaft penetrates. The oil
level in the stern tube tank should be 3 to 4 meters above the loaded water-line (LWL).
Figure 2.1 shows an example of a complete stern tube system.
Figure 2.1: Example of a complete stern tube system
2.1.1 The SUPREME aft seal

The aft seal exists of three rubber lip seals which are clamped in the house parts. The lip
seals are sealing at a corrosion proof liner. The purpose of the aft seal is to prevent (sea)
water ingress and oil outlet from the stern tube.
The lip seals can be replaced without removing the propeller or withdrawing the propeller
shaft.
* A typical model is described. Consult the appropriate assembly drawing for detailed information.
06/04 4
Figure 2.2: SUPREME aft seal (standard design)
The SUPREME aft seal is also available in a fully split execution, called the SUPREME 2/2.
This seal affords the possibility to replace the lip seals and the liner without removing the
propeller or withdrawing the propeller shaft. The principal of sealing, materials, etc. is equal
to that of the standard SUPREME aft seal.
This manual describes instructions belonging to the standard SUPREME seals.

Additional instructions regarding SUPREME 2/2 aft seals will be stated
separately.
In order to protect the liner against corrosion IHC Lagersmit recommends a

grounded propeller shaft.
2.1.2 Bearing bushes

The bearing bushes of IHC Lagersmit are made of cast iron lined with a white metal bearing
surface. The bearing bushes shown in figure 2.3 must be lubricated with lubrication oil only.
Figure 2.3: Oil lubricated bearing bushes
06/04 5
2.1.3 The SUPREME forward seal

The forward seal exists of two lip seals which are clamped in the house parts. The lip seals
are sealing at a cast iron liner which is provided with a ceramic surface. This liner is
connected to the shaft with the aid of a splitted clamping ring. The purpose of the seal is to
prevent oil outlet from the stern tube. The lip seals are lubricated with oil from a circulation
tank. The rotation of the propeller shaft together with the presence of a scraper in the seal
forces the oil to circulate.
Figure 2.4: SUPREME forward seal (standard design)
2.2 Handling and storing of the product

If the product is stored for a longer period, the product has to be stored in a clean and dry
place.
The seal must be protected against any kind of damage. IHC Lagersmit recommends storing
the product in the original packaging.
06/04 6
3. INSTALLATION INSTRUCTIONS SUPREME STERN TUBE SEAL*
The following precautions must be taken before commencing the installation of the SUPREME stern
tube seals.
Precautions:
1. Check the shaft and stern tube for damage and/or dirt;
The shaft and stern tube should be free of imperfections such as dirt and/or damage/burs.
2. Check the goods for transport damage and/or incompleteness;

If any transport damage is noted and/or anything is missing contact IHC Lagersmit.
3. Check the connection sizes;

If the connection sizes do not agree with those in the drawing the stern tube seal cannot be
fitted. In that case consult IHC Lagersmit.
4. Check the pipes and oil tank(s) for internal dirt, damages and leakages
The pipes and tank(s) should be free of imperfections such as dirt, damages and leakages.
3.1 Installing the stern tube aft seal

The SUPREME aft seal is delivered completely assembled, including brackets. In order to
prevent damage to the liner as well as the lip seals, the complete seal must slid onto the
propeller shaft as a unit, including the brackets.
The shaft may not be driven when work is carried out on the seal.
The brackets are not suitable for lifting purposes.
Install:
1. Take the precautions mentioned;
2. Oil the shaft;
3. Fit the complete stern tube seal according the assembly drawing;
Mind the correct position of the gaskets and the bleed plug.
With respect to the alignment don’t secure the bolts of the flange ring yet.
Remove the brackets!

If the brackets are not removed the installation will cause
damage when the seal is put into operation.
The brackets do not determine the built-in length.
4. Couple the propeller shaft and fit the propeller
* Instructions regarding bearing bushes will not be dealt with in this manual.
06/04 7
5. Check the alignment of the seal according figure 3.1;
Fig. 3.1: Checking the alignment
Measurements must be taken in horizontal and vertical direction. The maximum

allowed difference in measurement A – B depends of the size on the SUPREME
seal, according table 3.1.
Maximum allowed difference measurements

SUPREME size
A1 – B1 and A2 – B2
155 t/m 300 0,35 mm
330 t/m 500 0,40 mm
530 t/m 710 0,45 mm
750 t/m 900 0,50 mm
Table 3.1
6. Check the built-in length according figure 3.2;
Fig. 3.2: Checking the built-in length
The built-in length depends on the size of the SUPREME stern tube seal and is
shown at the assembly drawing.
06/04 8
7. Check the run-out of the liner according figure 3.3
Fig. 3.3: Checking the run-out
The maximum allowed shaft movement depends on the size of the SUPREME seal.
The next table shows the maximum allowed clock gauge deflections:
SUPREME size Maximum allowed clock gauge deflection

155 t/m 300 0,09 mm
330 t/m 500 0,12 mm
530 t/m 900 0,15 mm
Table 3.2: Maximum allowed clock gauge deflections
8. Fasten and secure the bolts.

Table 3.3 shows the torque moments. The bolts need to be redrawed after fitting.
The bolts have to be secured with the help of securing wire according figure 3.4.
Torque moment Torque moment

Bolt
Aft seal Forward seal
M8 20 [Nm] 22 [Nm]
M10 45 [Nm] 44 [Nm]
M12 75 [Nm] 74 [Nm]
M16 120 [Nm] 165 [Nm]
M20 205 [Nm] 314 [Nm]
Table 3.3 : Torque moments
06/04 9
Additional instructions for SUPREME 2/2 aft seals:

Bolts have to be tightened uniformly and in order 1 – 2 – 3 – … as shown in figure
3.4.
Figure 3.4: * Tightening order (seen against the flange of a liner 2/2)
* Way of securing
3.2 Zero wear down measurement

The wear down of the aft bearing bush can be determinated without removing the aft seal by
carrying out a zero wear down measurement. This measurement has to be carried out
before launch. The value has to be recorded at the wear down protocol attached in this
manual. This measurement has to be carried out regularly, e.g. at dry-dockings. By
comparing the values to the zero wear down value, it can be determined whether the bearing
clearance is still acceptable.
06/04 10
Carrying out the zero wear down measurement:

The bearing wear down is to be determined with the use of the vernier callipers and the
measuring plug as shown in figure 3.5.
Figure 3.5: Zero wear down measurement
1. Put the propeller blade #1 at TOP position;
2. Remove the plug and sealing ring from the end supporting ring;
3. Screw the measuring plug into the thread hole;
4. Determine dimension A with the use of the vernier callipers;
5. Write down the measured value at the wear down protocol;
6. Remove the measuring plug and replace the sealing ring and plug.
Use a new sealing ring after each wear down measurement!
3.3 Installing the stern tube forward seal

The SUPREME forward seal is delivered completely assembled, including brackets. In order
to prevent damage to the liner as well as the lip seals, the complete seal must slid onto the
propeller shaft as a unit, including the brackets.
The shaft may not be driven when work is carried out on the seal.
The brackets are not suitable for lifting purposes.
06/04 11
Installing:
1. Take the precautions written at page 7 of this manual;
2. Oil the shaft;
3. Slid the complete stern tube seal, including the gasket, brackets and O-ring onto the
shaft;
4. Fit the seal against the stern tube;

Mind the correct position of the gasket and the bleed plug.
With respect to the alignment do not fasten the bolts of the flange ring yet.
5. Couple the propeller shaft;
6. Remove the brackets;
If the brackets are not removed the installation will cause

damage when the seal is put into operation.
The brackets do not prescribe the built-in length.
7. Adjust and mount the clamping ring onto the propeller shaft;
The adjusting size is given in table 3.4.
Adjusting Adjusting Adjusting

SUPREME SUPREME SUPREME
size [mm] size [mm] size [mm]
Size Size Size
Min. Max. Min. Max. Min. Max.
155 to 190 57 67 355 to 380 79 89 670 130 145
200 to 220 62 72 400 to 500 84 99 710 to 750 120 135
240 to 260 67 77 530 89 104 800 to 850 123 138
280 69 79 560 to 600 90 105 900 138 153
300 to 330 74 84 630 105 120 950 to 1000 148 163
Table 3.4: Adjusting sizes
06/04 12
With respect to the possibility to shove the liner aside to the stern
tube the maximum adjusting size should be realized at new-
building.
8. Fit the liner against the clamping ring;
9. Check the alignment and run-out of the liner;

See paragraph 3.1 (instructions 5 and 7)
10. Fasten the bolts;

See table 3.3 for the required torque moments
11. Fit and connect the lubrication tank according to the drawing attached in this manual
(if applicable);
At all times the seals must be protected against grinding dust and/or welding
spatter.
Wrapping of the seals for example with fibreglass cloths is recommended by
IHC Lagersmit.
06/04 13
4. PUTTING INTO OPERATION
For putting the propulsion installation into operation see the concerned manuals of the supplier(s) of
the propulsion installation. As for the stern tube seals and bearings the next actions must be taken:
1. Filling the stern tube and stern tube tank;
2. Filling the circulation tank of the forward seal;
3. Filling the additional lubrication oil tank(s). (if applicable)
Observe the safety and environmental rules when filling the tanks.
4.1 Filling the stern tube and stern tube tank

The stern tube and stern tube tank should be filled with lubrication oil* up to the maximum
level. To prevent pressure increase the stern tube must be aerated continuously.
4.2 Filling the circulation tank of the forward seal

The next actions must be taken:
1. Remove the filler plug of the circulation tank;
2. Fill the circulation tank with lubrication oil*;

The circulation tank should be filled up to the upper sight glass
3. Fit the filler plug.
4.3 Filling the additional tank(s) (if applicable)

The next actions must be taken:
1. Open the valve between the additional tank and the aft seal;
2. Remove the bleed plug of the aft seal;
3. Remove the filler plug of the additional tank;
* For oil specifications see paragraph 4.4
06/04 14
4. Fill the additional tank with lubrication oil;

The additional tank should be filled up until the oil is coming out of the bleed hole of
the aft seal. Because there is no counter pressure the water repellent seals may
loose some oil. For oil specifications see paragraph 4.4.
5. Fit the bleed plug;
6. Close the valve; (see the lubrication scheme in the enclosure)

The valve must be opened after launch.
7. Fit the filler plug.
4.4 Oil specifications

Mineral lubrication oil can be used, provided it is compatible with the next properties:
- ISO VG 68 … ISO VG 320;
- Temperature range: -20 … 120 °C.
Often lubrication oil class SAE 30 / 40 is used.
The lubrication oil may not be polluted.
When the use of specific oil, for example biological-oil, is desired, please contact the oil
supplier concerned.
The installation is ready for start-up after removing the protection cloths of the
seal.
Keep one’s distance to the shaft during start-up!
06/04 15
5. MAINTANANCE / REPAIRS
The following inspections / actions should be taken periodically:
Periodical Act
Weekly Checking the oil levels (5.1)
Half-yearly Refreshing the lub. oil in the circulation tank of the forward seal
Each docking Measuring the wear down (5.2)
Overhaul of the Removing the distance ring (if fitted) (5.3.1.1)
Points of interest at aft seal (5.3.1) Machining the liner (5.3.1.2)
overhaul Shortening and fitting the springs of the lip seals (5.3.1.3)
Overhaul of the forward seal (5.3.2)
5.1 Weekly maintenance
Checking the oil level:

At normal operation conditions seals will have little oil consumption. This consumption
depends on a large amount of factors. For instance the size, peripheral velocity,
misalignment, viscosity of the oil, temperature and conditions of the lip seals/liner have a
great influence. Weekly the oil levels in the circulation tank of the forward seal, the stern tube
tank and additional oil tanks need to be checked and filled if necessary.
5.2 Each docking
Measuring the wear down:

Before starting the work the bearing bush wear down needs to be measured. The way of
measuring is the same as the zero wear down measurement as described in paragraph 3.2.
For the maximum allowed bearing clearance contact the concerned classification society.
After the work the zero wear down measurement needs to be redone.
5.3 Points of interest at overhaul

The lip seals can be replaced without removing the propeller or withdrawing the propeller
shaft.
Gluing the lip seals in situ can only be done if the stern tube is free of
oil.
In the event of repairs IHC Lagersmit recommends to renew the lip

seals and other “soft” materials like rubber rings and gaskets.
Overhauling SUPREME seals demands specialistic skills / tools and

therefore needs to be done by a service engineer of IHC Lagersmit or
by a service engineer of a recognized by IHC Lagersmit service station
06/04 16
5.3.1 Overhaul of the aft seal

In the event of running spurs at the liner there are several options:
5.3.1.1 Removing the distance ring (if fitted)

After removing the distance ring the housing of the aft seal can be shoved aside to
the stern tube. This way new running surfaces are achieved for the lip seals.
5.3.1.2 Machining the liner

When the distance ring has been removed earlier (5.3.1.1) the running surface of
the liner can be turned and/or ground down. The finish should be pitch free. The
roughness (Ra) must be between 0.2 and 0.8 µm.
The spring of the lip seal which will run on a machined down surface should be
shortened according 5.3.1.3
Figure 5.1: Machining the liner
Table 5.1 shows the maximum diameter reduction and the shortened spring length
by 1 mm diameter reduction:
SUPREME size Pmax Shortened spring length by 1 mm

(Dnominal) (Max. diam. reduction) diameter reduction (see 5.3.1.3)
155 t/m 200 1,5 mm 20 mm
220 t/m 240 1,6 mm 25 mm
260 t/m 280 1,6 mm 30 mm
300 t/m 355 1,6 mm 35 mm
380 t/m 450 1,7 mm 40 mm
480 t/m 530 1,8 mm 45 mm
560 t/m 600 1,9 mm 50 mm
630 t/m 710 2,0 mm 55 mm
750 t/m 800 2,1 mm 60 mm
850 t/m 900 2,1 mm 65 mm
Table 5.1: Maximum diameter reduction / Shortened spring length by 1 mm diameter reduction.
Example: The running surface diameter of a liner size 420 is machined with
1.3 mm to Ø 418.7 mm. This means that the spring must be
shortened to: 1.3 * 40 = 52 mm.
06/04 17
5.3.1.3 Shortening the springs of the lip seal

The springs of the lip seals can be shortened:
1. Remove the spring;

Screw the spring ends loose by turning the conical spring end left.
2. Shorten the spring;

See table 5.1. for the right length.
NOTE: Do not cut off the conical spring end.
3. Make the spring connection;

Turn the conical spring end to the right into the other spring end.
4. Fit the spring on the lip seal.
5.3.2. Overhaul of the forward seal;

Putting the ship into dock is not always necessary for overhauling the forward seal.
Before such overhaul can take place be ensured the aft seal is watertight.
06/04 18
6. OPTIONAL EXTRAS
To extend the life of the stern tube seal the SUPREME seal can be fitted with a variety of optional
extras.
1 Rubber material 6 Springs

The lip seals can be made from heat The lip seals can be fitted with Hastelloy®
resistant and stable FPM (Viton® ) rubber in springs. These are better resistant to
situations of heavy loads. corrosion than the standard used stainless
steel springs.
2 Wire winder 7 Wear resistant surface

Fitting a stainless steel split (2/2) wire A ceramic or hard metal layer can be
winder prevents thin (fishing) lines being applied to the liner. This reduces the wear
wound onto the liner. and tear of the lip seals in the liner.
3 Net cutters 8 Static sealing

Stainless steel net cutters can be fitted on Fixed propellers can be exchanged without
the rope guard over the overlapping part on loss of lubrication oil form the stern tube, if
the propeller hub. an O-ring is present between the liner and
the propeller shaft.
4 Cathodic protection 9 Distance ring

Fitting a sacrificial anode to the liner itself The SUPREME in its standard design can
offers maximum resistance to corrosion of be fitted with a divisible distance ring. This
the liner. extends the life of the aft seal. Removal of
this ring enables the housing to be removed
in relation to the liner with the result that
5 Dirt barrier new sealing surfaces are created for new
The ingress of sand particles and other rubber lip seals. The spacer ring in fully split
foreign matter can be avoided by using a dirt execution (2/2) can also be supplied.
barrier. This rubber dirt barrier is clamped
onto the liner using 2 taut stainless steel
springs.
06/04 19
WEAR DOWN PROTOCOL
06/04 20
SPARE PARTS / SERVICE
To ensure that the correct parts are supplied the following information must be provided on the order:
1. The information on the data sheet on page 2 of this manual;
2. Description of the required parts;
3. Part number and/or code number of the required parts;
4. Quantity, desired delivery time and sending information of the required parts.
Besides the required information for ordering spare parts the following information should be
provided for ordering a service engineer:
1. Place of docking;
2. Desired starting date.
Orders for spare parts and /or service engineer should be addressed to:
IHC Holland NV Lagersmit

P.O. Box 5
2960 AA KINDERDIJK
Holland
Telephone : +31 (0) 78 69 10 472

Service telephone : +31 (0) 6 539 35 653 (24 h accessible)
Telefax : +31 (0) 78 69 10 477
E-mail : info@lagersmit.ihcholland.com
Website : www.ihclagersmit.com
06/04 21
SUPREME ®
Manual
IHC Lagersmit is a business unit of the IHC Holland group of

companies and has unrivalled experience in developing rotating
seals. They are the makers of the SUBLIME®, SUPREME® and
LIQUIDYNE® shaft seals.
IHC Lagersmit
P.O. box 5 2960 AA Kinderdijk
Tel.: 078 - 691 04 72
Fax: 078 - 691 04 77
E-mail: info@lagersmit.ihcholland.com
Website: www.ihclagersmit.com
IHC Lagersmit is a business unit of IHC Holland.

3.2 STERNTUBE BEARING
3.3 JOURNAL BEARING
Renk-Radius LRLPW21-205
3.4 BULKHEAD
PASSAGE GLAND
Type 73090
Deep Sea Seals Ltd.
TECHNICAL MANUAL
FOR
TYPE ND SEAL
ManeSafe ND Bulkhead Seals
(Single End Cap - Design)
Based on Tabulated G.A. Drawings:

H 73080
H 73090
H 73095
This Manual is protected by copyright vested in Deep Sea Seals Limited and may contain information that is confidential to that Company. The Manual is supplied to the customer for its personal use
and no part of the Manual may therefore be copied, lent or otherwise disclosed to any third party without the prior written consent of the Company.
Ó1998, Deep Sea Seals Limited. All Rights Reserved.
TM-ND-02 (ISSUE D) Issue Date: 6 March 2003

CONTENTS
SECTION SUBJECT PAGE
1. SPECIFICATION/TECHNICAL DATA .......................................................................... 3
2. INTRODUCTION........................................................................................................... 5
3. DESCRIPTION OF THE EQUIPMENT. ........................................................................ 6
4. STORAGE AND HANDLING. ....................................................................................... 8
5. PREPARATION. ........................................................................................................... 9
6. SPECIAL INTERFACING REQUIREMENTS.............................................................. 10
7. INSTALLATION. ......................................................................................................... 11
8. TESTING..................................................................................................................... 15
9. NORMAL OPERATION .............................................................................................. 16
10. LUBRICATION. .......................................................................................................... 18
11. PROBLEM SOLVING. ................................................................................................ 19
12. MAINTENANCE.......................................................................................................... 23
13. SPARE PARTS AND THEIR STORAGE.................................................................... 26
14. ATTACHMENTS ......................................................................................................... 27
TM-ND-02 (ISSUE C) Page 2 of 27

1. SPECIFICATION/TECHNICAL DATA
WORKS ORDER NO. :

OWNER :
VESSLE NAME :
YARD :
YARD No. :
STERNTUBE/SHAFT SEALS
Aft/Outboard Seal Forward/Inboard Seal(s)
Type: Type:
Size:# Size:#
Drawing No.: Drawing No.:
STERNTUBE BEARINGS
Aft STB Mid STB Fwd STB
Size:# Size:# Size:#
Drawing No.: Drawing No.: Drawing No.:
INTERMEDIATE/LINE SHAFT BEARINGS

Type: Type:
Size:# Size:#
LUBRICATION SYSTEM
Drawing No.:
System Components
Fwd seal Tank Aft seal Tank
Header Tank Drain/Observation Tank
Air control unit
Drawing No.:
Lub Oil Pump set Filter/Strainer Unit
Oil Flow Meter Water Flow Meter
Pressure Gauge/Panel Units Valves

BULKHEAD SEALS
Type: Type:
Size:# Size:#
ACCESSORIES
#
#
The drawings contained in this manual as well as the drawings provided for
information and assembling purposes, remain the property of DEEP SEA SEALS
LTD.
They may not be copied or reproduced in any way, used by or shown to third parties
without the written consent of DEEP SEA SEALS LTD.

2. INTRODUCTION.
2.1. The equipment described in this manual and the materials selected are the result of
many years of research and experience in this field.
2.2. However, the care and attention paid during installation, testing, operations and
maintenance, do to a large extent determine the long term operational reliability of
the equipment.
2.3. Thus, whilst it is our policy to allow the Installation and Maintenance of this
equipment to be carried out by 3rd parties (in accordance with the guidance
contained within this Technical Manual) we would always recommend that one of
our Service Engineers is present to oversee any Installation or Maintenance.
2.4. When using this manual refer to the general arrangement drawing(s) in
Section 14, which give the dimensions and data for the correct assembly and
operation of the equipment.
2.5. There is no automatic provision to up-date this manual. However, the supply of a
complete new assembly will be accompanied by the latest revision/issue Manual
and Drawing(s).
2.6. For further assistance please contact one of the companies listed below:
UNITED KINGDOM USA
Deep Sea Seals Limited Wärtsilä Lips Inc.

4 Marples Way 3617 Koppens Way
Havant Chesapeake
Hants PO9 1NX VA 23323
Tel: 44 (0) 2392 492123 Tel: 1 757 385 5275
Fax: 44 (0) 2392 492470 Fax: 1 757 487 3658
NETHERLANDS JAPAN
Wärtsilä Propulsion Netherlands BV. Japan Marine Technologies Ltd.

Lipsstraat 52 Sigma Bldg, 3-7-12 Shibaura
5151 RP Drunen Minato-ku
Tokyo, 108-0023
Tel: 31 416 388299 Tel: 81 (0) 35442 2211
Fax: 31 416 374853 Fax: 81 (0) 35442 2260

3. DESCRIPTION OF THE EQUIPMENT.
"ND" seals are members of the "N" Series Family of Bulkhead seals.
The "ND" seals ("D" standing for Diaphragm) described in this Technical Manual are
fully split, "end cap style", bi-directional, dry running, diaphragm style bulkhead
seals. Diaphragm Style Seals are designed to operate automatically to prevent
flooding between compartments, with the shaft either dynamic or static.
3 variants of "ND" seal are covered by this manual, the only difference between them
being the Materials used, (primarily for the housings) and that one is a "High Flange"
design. The two materials used are S.G. Iron and Gunmetal.
S.G. Iron is used for high speed applications where the seal will run
unactivated in nominally dry air and flooded with seawater when activated in an
emergency.
Gunmetal Housings are used where the seal will run at standard revolutions
but is expected to be continually immersed or subjected to spray or high
humidity conditions and/or there are Military Shock requirements.
High Flange options are used where the bulkhead opening is larger than
standard and the customer does not want to use a separate adaptor plate.

The Housing (which is split) can be located either side of a Watertight Bulkhead where
a Propeller shaft, Intermediate shaft or an Auxiliary (e.g. Generator) shaft passes
through it.
The "End Cap" assembly is also split and is bolted to the Housing Assembly. This
split, removable "End Cap" design provides for easier Installation, Inspection and
Maintenance.
Within the Housing is a Diaphragm (also Split) with an O-cord (contained within a
groove in the diaphragm's bore) which are fitted around the shaft.
Whilst the Diaphragm is a "close" fit to the shaft, it is free to move axially along the
shaft.
Thus, in "normal operation", the Diaphragm rotates with the shaft, inside the static
Housing, making little or no contact with the Housing or End Cap. The O-cord (which
is specially coated) rotates in unison with the shaft and Diaphragm.
Only when the Diaphragm is "activated" is a seal actually formed. Activation is caused
by flooding within one of the compartments either side of the Bulkhead to which the
"ND" Seal is fitted.
Normal Operation Activated
The pressure of the water acts on the diaphragm (whether it is dynamic or static) and
causes it to move (axially) so that is contacts the inside of the housing or end cap.
With a rotating shaft, this contact provides sufficient friction to overcome the drive
through the bore of the diaphragm and to stop it rotating, thus forming a "static" seal.
The water pressure also moves the coated "O"-cord within the groove in the bore of
the diaphragm so that it forms a "dynamic" seal between the now static diaphragm
and the rotating shaft.
By design, "ND" seals are able to accept large angular and radial movements plus
almost unlimited axial movement of the shaft.
All "ND" seals described in this manual may be installed "around" the shaft they are to
be fitted to, and all of their wearing and working components can be removed and
replaced - without disturbing either the shaft or propeller.

4. STORAGE AND HANDLING.
4.1. All assemblies and components have been carefully inspected before shipment.
4.2. Each component is suitably packed and protected to prevent damage or

deterioration during shipment, transit or storage. Any specific storage requirements
will be clearly identified on the package label(s).
4.3. Goods should be examined on receipt to verify the contents and their condition.
4.4. Deep Sea Seals should be immediately advised of any damage or discrepancy in
the scope of supply. Damage clearly due to handling in transit should be notified to
the carrier along with a claim for damages (copy to us).
4.5. Keep goods in their original packing until just prior to installation in order to best
protect them.
4.6. If goods have to be stored for long periods, they should be kept in their original
packing, stored flat and unobstructed in a dry, cool and dark environment. To
ensure a satisfactory life expectancy for any rubber components, exposure to
sunlight, ultraviolet light and ozone should be prevented.
4.7. Care must be taken during handling to prevent any mechanical damage occurring
due to dropping, crushing etc. Particular care and attention should be paid to the
running/sealing surfaces of the Diaphragm.

5. PREPARATION.
5.1. Remove all burrs and sharp edges over which the seal must pass. The surface of
the shaft, local to the seal, (which must be metallic or fitted with a metal sleeve)
should be clean and to the specified diameter and tolerance.
5.2. Ensure that the mating face with the seal, i.e. the surface of the bulkhead or
mounting pad, is machined to the following parameters.
# Surface finish - 6·3 µm Ra or finer
# Flatness - 0·1 mm
For “high speed” applications, the ^ of the

bulkhead to the shaft is governed by the
surface speed (of the shaft) as follows:
# Perpendicularity ^ 0.20º up to 15 metres/second
0.15º up to 18 metres/second
5.3. All mating surfaces should be clean and free of rust, flaking paint etc. with no debris
or old gasket material, etc present, to allow a watertight joint to be made.
5.4. It is essential that the running surfaces of the "ND" seal, especially the
Diaphragm are protected at all times during storage, transit and installation to
promote correct operation of the assembled unit. Even minor damage to these
surfaces can promote leakage.

6. SPECIAL INTERFACING REQUIREMENTS.
The seal is designed to fit either side of a bulkhead and to operate bi-directionally
when activated by flooding from either side of the bulkhead.
However there are certain interfacing requirements, and these are as follows:
6.1. Shaft size:

The diameter of the shaft in way of the Bulkhead Seal must be as per the G.A.
Drawing and within the tolerance stated. (note the tolerance is dependant upon
shaft size as shown on the drawing).
6.2. Shaft Surface finish:

Due to its interfacing with the O-cord within the bore of the Diaphragm, the surface
finish of the shaft must be 0·8 µm. or better as per the G.A. Drawing.
6.3. Shaft Surface Material:

The "ND" Diaphragm seal must run on either a metallic shaft or a shaft with a metal
sleeve.
6.4. Shaft Angle/Rake:

The maximum angle of Shaft Rake acceptable is 9º. - however the presentation of
the seal to the shaft must still be perpendicular, using an angled pad if necessary in
the case of a raked shaft.
6.5. Bulkhead to Shaft Perpendicularity:

The bulkhead must be perpendicular to the shaft to within the limits (based on
differing shaft diameters) outlined in Section - 5 (Preparation).
6.6. Bulkhead Surface Condition:

The surface to which the "ND" seal is mounted must conform in respect to
conditions; flatness and surface finish to the data and figures given in Section - 5
(Preparation).
6.7. Bulkhead Machining:

The Bulkhead to which the "ND" Seal is to be fixed must have an opening through
which the shaft passes with a bore conforming to the dimension given on the G.A.
Drawing. Also holes tapped to accept fasteners as detailed in the drawing must be
provided to secure the "ND" Housing to the Bulkhead.

7. INSTALLATION.
(Refer to Drawing(s) see Section 14)
7.1. Supply.
The seal is normally delivered with the three major assemblies (the Housing, the
End Cap and the Diaphragm) assembled but with the Diaphragm assembly packed
separately. They should be left in this condition (to best protect them) until needed
for installation.
7.2. Adaptor Plate.

If the "ND" seal is to be connected to an angled adapter
plate to compensate for shaft rake or an adapter plate to
accommodate an oversize bulkhead opening, these should
be installed first. If split, jointing compound should be used
on the butts and the plate must be centralised around the
shaft.
7.3. Installation. Angled Adaptor Plate

Determine which side of the
Bulkhead (in which compartment), the seal will be mounted.
Ensure that all matters relating to Preparation (Section 5)
and Interfacing (Section 6) have been complied with and
that the area where the seal will be installed (Bulkhead and
Shaft) are clean.
7.3.1. End Cap. (Removal)
Remove the 2 dowels from the End Cap Assembly, then undo and remove the
End Cap butt securing screws. Finally remove the screws securing the End Cap
to the Housing and carefully separate the two halves of the End Cap Assembly
from the Housing. Thoroughly clean all components removed and carefully put
to one side the future re-assembly ensuring that no damage comes to them,
especially the butt surfaces and running (inner) surface of the End Cap halves.
7.3.2. Housing.
Separate the two halves of the "ND" seal housing assembly, by removing the butt
screws and dowels.
Again, care must be taken when handling the separate halves to ensure that
damage does not occur especially to the machined running surfaces inside the
housing or to the flanged butt surfaces.

Thoroughly clean both halves of the Housing Assembly checking for any signs or
damage.
"Carefully" locate the two halves of the Housing Assembly around the Shaft and
after applying liquid thread locker (supplied) to the butt screw, lightly tighten
them.
Note :
When joining the two halves of the Housing together, jointing compound,
sealant or similar is "not" to be used.
Before finally tightening the Housing butt screws, ensure that the two halves of
the Housing are correctly aligned one to the other and that there are no
detectable steps at the butts. Insert the dowel pins which should ensure perfect
alignment and then evenly tighten the butt screws to the Torque specified on the
G.A. Drawing.
Now carefully move the Housing assembly towards the prepared bulkhead
surface to which it will fit.
Locate the "ND" seal Housing flange on to the bulkhead using a 1·0 mm
compressed fibre joint (lightly greased on both sides).
Secure the "ND" Housing to the bulkhead lightly tightening the securing screws or
bolts etc. (apply liquid thread locker to securing screws).
Before finally tightening the Housing securing screws, centralise the Housing
around the shaft to within 0·5 mm concentricity.
Finally, fully and evenly tighten the securing screws in diagonal sequence to the
torque shown on the G.A. Drawing. Then dowel the Housing into position on the
bulkhead using the pilot holes provided.
7.3.3. O-Cord.
The cord is a Chloroprene O-cord, which has been specially coated with
Emralon.
Pass the O-cord around the shaft, close to the now mounted Housing.
Clean/de-grease the butts of the O-cord with a suitable cleaner. Apply a
cyanoacrylate adhesive (supplied with the seal) and join the two ends, ensuring
that there is no step at the butt join.
Clean off any excess adhesive.
Note: The "O"-cord is supplied as a designed length and MUST NOT be shortened or
adjusted. The cord should fit around the shaft without stretching or having
excess length.

7.3.4. Diaphragm.
Now separate the two halves of the Diaphragm. The
Diaphragm should have been stored packed and joined
in order to protect its running surfaces (on both sides
and in the bore) and the butt surfaces.
Take care not to damage the Diaphragm when handling it!

Place both halves of the Diaphragm around the shaft and
over the joined O-cord, ensuring that the cord is fully within
the groove (between the two "nibs") in the bore of the
Diaphragm.
Note: On seals 130 mm and below, the halves of the

Diaphragm are in "pairs" and are marked as such.
They are not interchangeable and "must" be fitted as a matched pair.
On seals above 130 mm the bolt

holes in one butt of each half
Diaphragm have a "pocket" to
accommodate a round nut.
These should be fitted diagonally

opposite. Insert the butt screws
ensuring that the washers provided
are fitted (one each under each screw head and nut).
Apply a liquid thread locker (supplied) the screw threads and lightly tighten the
screws using the tommy bar (supplied) to hold the round nuts in position ensuring
that the O-cord is still within its groove and not trapped.
Ensure that there are no steps at the

Diaphragm butts, either radially or axially
and then carefully and evenly tighten the
butt screws to the torque specified on the
G.A. Drawing, again taking great care
not to damage the Diaphragm.
The Diaphragm should be a light sliding fit

when rotated around the shaft.
Now carefully position the Diaphragm inside the Housing so that it lightly and
uniformly contacts the inner running surface of the Housing.

7.3.5. End Cap (Re-assembly)
Check the butt and running surfaces of the two halves of the removed End Cap
assembly to ensure that they are undamaged.
Clean them and remove any traces of dirt, grease, oil etc.
Rejoin the two halves of the End Cap assembly around the shaft (correctly
orientated to the Housing). Apply liquid threadlocker (supplied) to the butt screws
and lightly tighten them to hold the two halves together. Adjust the two halves so
that there is no step at the butts and insert the dowel pins to ensure perfect
alignment. Tighten the butt securing screws evenly to the torque specified on the
G.A. drawing.
Check again that the inner running surface of the End Cap is clean and that no
step exists at the butts.
Re check the Diaphragm in the Housing, that it is also clean and that the
diaphragm freely rotates by hand.
Now secure the End Cap to the Housing with the securing screws (apply liquid
threadlocker (supplied) before insertion.) Evenly tighten the End-Cap securing
screws in a diagonal sequence until the torque specified on the G.A. drawing is
reached.
Note: The End Cap may be secured to the Housing in any position (radially - one
relative to the other) unless a specific note or comment is made on the G.A.
Drawing. We suggest however, that the End Cap is always secured to the
Housing so that the butt joins in both assemblies are not co-incident.

8. TESTING.
As the "ND" seals are dry running seals that operate automatically in the event of a
compartment flooding - there is no routine on-board "testing" to be conducted.
Routine "checks" should however be made - refer to Sections 9.1 - Normal Operation
and 9.4 - Routine Checks.

9. NORMAL OPERATION
During operation with the seal functioning within its design parameters, conditions
should be as follows:
9.1. Normal Operation - Seal un-activated - Shaft rotating.

9.1.1. Compartments either side of the seal will be dry (no flooding).
9.1.2. Diaphragm will be rotating with the shaft, within the housing.
9.1.3. Temperature of the Housing or End Cap (to the touch) will be Ambient or a little
above - not hot.
9.1.4. Any noise from the rotating Diaphragm will be minimal.
9.1.5. There will be no obvious smell of Burning or Overheating from the seal.
9.2. Emergency Operation - Seal activated - Shaft rotating.

9.2.1. One compartment will be flooded at least to the level of the shaft centre line.
9.2.2. Diaphragm will be static with the shaft rotating.
9.2.3. There should be no evidence of elevated temperature, excessive noise or any
smell of burning.
9.2.4. With the shaft dynamic (rotating) some small leakage of water from the flooded
compartment, though the seal is normal. This leakage is expected to be in the
region of a few litres per hour.
9.3. Emergency Operation - Seal activated - Shaft static.

9.3.1. One compartment will be flooded at least to the level of the shaft centre line.
9.3.2. Diaphragm will be static, shaft will be static.
9.3.3. There should be no elevation in temperature and no noise or smell whatsoever.
9.3.4. With the shaft static, the leakage will be similar to when activation occurs in
dynamic mode. It will probably be less and will tend to decrease further after a
short while as activation when static usually take a little longer to be fully
achieved when compared with dynamic activation.

9.4. Routine Checks that should be conducted.
9.4.1. Visually inspect the "ND" seal on a routine basis.
9.4.2. Check that the Diaphragm appears to be rotating freely with the shaft.
9.4.3. Check the Housing/End Cap by touch for signs of overheating.
9.4.4. Check for abnormal noises or noise levels from the seal.
9.4.5. Check for smells indicative of overheating of the seal.
9.5. Checks to be made if the seal is activated (emergency flooding).

9.5.1. Check that the Diaphragm is static (if the shaft is still dynamic).
9.5.2. Monitor the leakage of water through the seal (leakage will slowly increase over a
period of time).

10. LUBRICATION.
It must be emphasised that the "ND" seals are "Dry Running" seals.
As such they require "no" lubrication of any type during normal un-activated
operation.
Thus, "no" oil, grease etc. it to be applied to the seal when Installing, Overhauling
or Operating it.
When activated by flooding, it is the water from the flooded compartment that cools
and lubricates the seal allowing it to operate dynamically in an activated mode for an
extended period.

11. PROBLEM SOLVING.
11.1. As a dry running seal, in normal operation, the usual indicators of a problem with a
"seal" associated with leakage will not apply.
11.2. "ND" seal problems will normally show themselves in one of the following ways.
11.2.1. Visual.
(a) Diaphragm not rotating with shaft - no obvious reason for activation.
(b) Black dust evident in area of seal.
(c) Debris from the O-cord evident.

11.2.2. Touch.
(a) Seal Housing/End Cap is hot to the touch.

11.2.3. Noise.
(a) Abnormal noise or level of noise emanating from seal.

11.2.4. Smell.
(a) Burning smell emanating from the area of the seal.
11.3. Causes and Corrective Actions.

Explanations of the above follow:
11.3.1. Normal Operation:-

For Normal Operating Conditions, refer to Section 9.
11.3.2. Static Diaphragm:-

In Normal Operations, without actuation of the Diaphragm due to Compartment
Flooding - the Diaphragm should be rotating with the shaft.
If this is not the case: check as follows: -
Stop the shaft and check if the Diaphragm rotates freely by hand. If it does,
restart the shaft; the Diaphragm should now rotate with the shaft.

If it remains static when the shaft is re-started, then it appears to be being
activated by influences other than water (flooding). These may be:
S Differential pressure between the compartments.
It is possible that if one compartment is being over pressurised and the other
under pressurised (e.g. different ventilation systems, one providing a strong
supply, the other, substantial extraction), that the Diaphragm is being activated
due to the differential pressure between the compartments.
Reduce the causes of over pressurisation to provide a better balance in Air

Pressure between compartments.
S Shaft Rake
The "ND" seal can operate with a shaft rake of up to 9º. Above this figure, the
angle of shaft causes the Diaphragm to activate due to gravity, forcing it into
contact with the Housing or End Cap inner running surfaces.
Very little if anything can be done if the angle of Shaft Rake proves to be outside
the Design Specifications for the "ND" Seal. If this is the case - Contact Deep
Sea Seals.
If when the shaft was stopped to check for the freedom of rotation of the
diaphragm, it was found to be stuck or difficult to move, then this could be due to
several reasons. Namely:
S Dirt, Debris, Paint or Grease etc.
The clearance between the diaphragm and the machined surfaces of the
Housing and End Cap between which it runs, are, by design - small.
Hence Dirt, Debris, etc. as above, if introduced into the Housing could and most
probably would affect the seals function.
In these circumstances, remove only the end cap assembly to open up the seal.
Clean, measure, replace components as necessary, rebuild, and re-install as
referenced in Sections 12 (Maintenance), 5 & 6 (Preparation & Special
Interfacing Requirements).
S Diaphragm jammed inside its Housing.
This could be due to poor installation, where the Diaphragm was trapped when
installed. It can be due to Bulkhead not being flat and perpendicular as required
in Section 5 & 6.
In either case, remove the End Cap assembly to open up the seal, clean,
remove, replace components as necessary and rebuild and re-install as above.

11.3.3. Black Dust.
This emanates from the Diaphragm and is evidence that the Fibre Diaphragm
is wearing. The wear is normally caused by excessive "dynamic" contact of the
diaphragm with the Housing or End Cap, usually caused by partial or temporary
activation of the Diaphragm. Here, the Diaphragm when contacting the
Housing or End Cap, continues to rotate (causing the wear and dust) instead of
stopping rotating.
Remove the End Cap to open up the seal, clean, check and rebuild as
referenced earlier.
11.3.4. O-Cord debris.

The O-cord is specially coated (see Section 7.3.3.) and forms a seal when the
Diaphragm activates under flooding conditions, with the shaft dynamic or static.
The small amount of water leaking through the seal cools and lubricates the O-
cord and Diaphragm allowing it to operate activated for hundreds of hours.
If however the Diaphragm activates and/or stops rotating due to causes other
than flooding, we have a dry running "activated" seal. Here, because the shaft
is rotating within a static Diaphragm and a "dry" O-cord, the cord will wear and
damage very quickly.
O-cord debris therefore is usually evidence of an activated dry running seal.
The reasons for the activation without flooding must be determined and
resolved and the seal opened up stripped down and re-built as referenced
earlier.
11.3.5. Housing Hot.

The Housing and/or End Cap will only become "Hot" due to friction. This in turn
will be due to the Diaphragm contacting the Housing or End Cap but
continuing to rotate. This "driving" of the Diaphragm by the shaft even when
it is contacting the Housing or End Cap is normally due to poor installation or
maintenance. When fitted correctly, the Diaphragm is a sliding fit on the shaft.
If when fitted, the O-cord became trapped between the shaft and the
Diaphragm bore, this would cause the Diaphragm to continue rotating with the
shaft even though it was contacting the Housing/End Cap.
Also - if for whatever reason, the O-cord supplied with the seal was not used
and a larger (in diameter) O-cord substituted, then again this would cause the
Diaphragm to be a tight fit to the shaft and the continue rotating when it should
have stopped.
Open up and strip down the seal - rebuild as per this manual and ensure that
the Diaphragm is free to move after installation.

11.3.6. Abnormal Noise.
Abnormal noise or levels of noise will normally be associated with one of the
previous sections (11.3.2 to 11.3.5) indicating incorrect operation, damage or
wear.
Noise could also be an indication that the ND diaphragm butt screws are not tight.
10.3.7. Burning Smell.
Any smell of this nature will normally be associated with either Section 11.3.4 (O-
Cord debris.) or Section 11.3.5 (Housing Hot.)

12. MAINTENANCE.
(Refer to relevant Drawings(s) - see Section 14).
12.1. The need for "Maintenance".

Basically, as a Dry Running non-contacting (almost) seal, the "ND" seal is
maintenance free.
The seal operates automatically when a compartment is flooded.
The seal requires no adjustment and no lubricant or other services for either its
operation or running. Greasing or lubrication of the shaft (in way of the "ND" seal)
or the seal will actually impair the performance and life expectancy of the seal.
12.2. Overhaul of the Seal - Timing.

The seal should be opened up and stripped down for overhaul at the following
times.
● At major refits every c.4-5 years of operation.
● After activation of the seal caused by the flooding of a Compartment.
● If problems as described in Section 11.2 are experienced.
12.3. Overhaul of the Seal - Procedure.
12.3.1. Seal dismantling procedure.

With the shaft stopped and locked, remove the End Cap Assembly from around
the shaft by reversing the Installation procedure.
● Undo and remove the securing screws holding the End Cap to the Housing.
● Carefully pull the joined End Cap clear of the Housing.
● Carefully pull the Diaphragm assembly clear of the Housing.
● Undo and remove the Diaphragm butt screws and carefully remove the two
halves of the Diaphragm from around the shaft.
● Cut, remove and discard the O-cord from around the shaft. (A new O-cord
must be fitted whenever the seal is dismantled).

12.3.2. Seal checking procedure.
With the End Cap design of ND seal, the Housing may remain "joined and
undisturbed" on the bulkhead, and the End Cap assembly joined and still fitted
"around" the shaft during the "checking" procedure.
● Thoroughly clean both the Housing, End Cap and Diaphragm assembly
components, along with the shaft in way of the seal area.
● Measure the bore of the Diaphragm, if the bore exceeds the shaft diameter
+ 1.8 mm, then the diaphragm must be replaced.
● Examine the inner running surfaces of the Housing for wear or corrosion. If
necessary, the Housing running surface can be machined (see below).
● Examine the running surface of the End Cap for wear or corrosion. (If
necessary, the End Cap can be machined (see below).
● Check the axial clearance between the Diaphragm and the Housing/End
Cap running surfaces, the maximum clearance should be 1·0 mm.
● Reconditioning of the Housing or End Cap will be necessary if wear
grooves in the housing surfaces exceed 0·5 mm.
● If reconditioning of either the Housing or End Cap is necessary after
checking, then they must be removed from the shaft and taken to a
workshop for re-machining. Reverse the Installation procedure (Section 7)
for these two assemblies if either must be removed from around the shaft.
12.3.3. Seal Re-conditioning procedure.
Re-conditioning of the Housing and/or End Cap to remove wear grooves should
be carried out in accordance with TDS 11/009 (see Section 14) - Namely.
● Clean and rejoin the two halves of the component (Housing or End Cap
assemblies) to be re-machined in accordance with the Installation
instructions - however the liquid thread locker need not be used for this
procedure.
● With the two halves of the component joined and with the dowels in place,
with the butt securing screws correctly torqued up, the Housing and/or End
Cap can be machined to remove any wear.
● Note - the Housing and End Cap both have a machining allowance feature
built in to them (See TDS 11/009 in Section 14) which defines the "total"
allowance of 2.0 mm (from new) that may be machined from either
component.
Simply put - the Housing and End Caps may be machined until these
features disappear.

● Machine either the Housing or End Cap to remove wear, achieving a
surface finish of 1.6 µm.
● The "End Cap" design, allows for material to be removed from the end-cap
where it spigot locates to the housing. This means that if the same
amount of material is removed from this surface as it removed from both
running surfaces (by wear and re-machining) then the distance between the
two (reconditioned) running surfaces is maintained at a standard dimension
(Y on the TDS), thus meaning that a "standard" dimension Diaphragm can
be used. (A total of 4.0 mm can be removed from this surface to
compensate for the 2 x 2.0 mm that can be removed from the Housing and
End Cap running surfaces)
● The finish that must be achieved for the End Cap in this area is 0.8 µm.
12.3.4. Seal Rebuild.
● Replace the specially coated O-cord with a new one.
● Replace the Diaphragm if the clearance between it and the Housing/End

Cap exceeds 1·0 mm (after cleaning and if necessary - reconditioning of the
Housing/End Cap), or if the bore exceeds shaft diameter + 1.8 mm.
● Re-condition the Housing and or the End Cap if the wear grooves exceed
0·5 mm in depth. Replace either component if the machining allowance
(2·0 mm) will be exceeded by re-machining.
● With O-Cord, Diaphragm, Housing and End Cap assemblies ready for re-
assembly, proceed as described in Section 7.3 (Installation).

13. SPARE PARTS AND THEIR STORAGE.
13.1. For the "ND" seal, as it is basically only a 3 component assembly (Housing
Assembly, End Cap Assembly and Diaphragm Assembly), the requirement for
"Spare parts" is limited.
13.2. The Housing and End Cap assemblies are considered to be refurbishable items
using a simple machining process as described in Section 12 (Maintenance). The
only component that might be held as a "spare" is a Diaphragm assembly.
13.3. All parts held as spares should be kept in their original packaging as they will have
been inspected and packed prior to despatch as described in Section 4 (Storage
and Handling).
13.4. All components must be protected from damage or deterioration by maintaining

their original packing and by careful storage to prevent physical damage (with
special care being taken of any fine machined surfaces or critical components).
13.5. All spares should be stored flat and unobstructed in a dry, cool and dark
environment, as described in Section 4.6.

14. ATTACHMENTS
The following attachments should accompany this Technical Manual (TM-ND/02).

● Tabulated or Specific General Arrangement Drawing(s) *
● TDS 11/009.
*Note: This manual is written based on the “Tabulated” General Arrangement

Drawings listed on the front cover.
However ND seals with a “specific” General Arrangement drawings that are
derived from one of the listed “Tabulated” General Arrangement drawing are
also covered by this Technical Manual.
In all instances the Drawing(s) specific to the application must be included

after this attachment page and referenced in conjunction with this manual.
The attachments referenced above, now follow:

DRG NO: H76203-01 SEAL CODE: H73090/220 ACCESS CODE: ~140,180 50 MILLIMETRES FULL SIZE 1ST ANGLE PROJECTION DRAWING POSn DESCRIPTION MATERIAL QTY
H76203-01 -1 ADAPTOR ASSY (SPLIT) 1
-1-1 ADAPTOR (SPLIT) BRONZE (COMMERCIAL) 1
-1-2 JOINT MANETEX 6 1
INSTALLATION
REVISIONS -1-3 DOWEL NICKEL ALUMINIUM BRONZE 2
-1-4 SCREW ALLOY STEEL 6
-1-5 JOINT MANETEX 6 1
-1-6 SCREW ALLOY STEEL 8
3 Nov 2004 A
120.0
1.0 DSS RECOMMENDED BOLTING

- B
JOINT 16 x M16 CAP HEAD SCREWS
(RECOMMENDED TORQUE 86 Nm)
EQUI-SPACED ON 700 P.C.D.
- C (CUSTOMER SUPPLY)
1-1 1-2 (DRILLED TO SUIT ON-SITE)
- D
- E
- F
O 750.0
- G
1-3
- H
1-4
- J
- K
O 620.0 BORE
- L H76203-01-1
- M
1-5
- N 1-6 8 x M12 CAP HEAD SCREWS

EQUI-SPACED ON 410 P.C.D.
TO BE SEALED ON INSTALLATION
- P
WITH SUITABLE SEALANT/LIQUID
THREADLOCKER NOTES
- R
1. ALL DIMENSIONS IN MM.
2. ALL COMPONENTS MAY BE REMOVED WITHOUT DISTURBING THE SHAFT.
4.0
- S 3. ITEMS 1-4,AND 1-6 TO BE SECURED WITH A LIQUID THREADLOCKER
AT INSTALLATION.
4. THE BUTTS OF ITEM 1-1 SHOULD BE SEALED WITH A SUITABLE SEALANT.
- T H73090/220
220 TYPE ND SEAL
5. THE SPLIT LINE FOR SEAL AND ADAPTOR MUST NOT BE CO-INCIDENT.
- U
- V
- W
- X
INSTALLATION
- Y
- Z
CLASSIFICATION SOCIETY: -
- AA
FLUIDS
INTERNAL AIR Deep Sea Seals Ltd
EXTERNAL SEA WATER ENGINEERED SEALING SYSTEMS
MIN NOM MAX The information contained in this document is the property of Deep Sea Seals Ltd and must not be
- AB disclosed without written consent. Title to information is neither sold or transferred and document is subject
PRESSURES, BAR to return upon demand. Values in this document are not binding. Right of alteration reserved
Copyright © 2002 Deep Sea Seals Ltd
INTERNAL - - - OWNER:
- AC EXTERNAL - - -
DIFFERENTIAL - - - YARD:
-
Deep Sea Seals Limited
- 4 MARPLES WAY
SHAFT MOVEMENTS HAVANT
- AD OEM:
N/A - - HAMPSHIRE
AXIAL INBOARD, MM - P09 1NX
AXIAL OUTBOARD, MM N/A - - VESSEL NAME: ENGLAND
-
RADIAL FROM SHAFT q, MM N/A - -
HULL NO: TITLE:
ANGULAR, ° N/A - - -
ADAPTOR FOR
VESSEL CLASS:
1-4 M16 96 SHAFT SPEED, RPM - - 595 230 MOD 220 TYPE ND
-
1-6 M12 41 TEMPERATURE, °C REF: 59879 SIZE: DRG NO: REV:
DRG POSn
THREAD TORQUE INTERNAL - - - DRN: R. PRESTIDGE A1 H76203-01 A
METRIC Nm EXTERNAL - - - CHK: D. SMITH TECH MANUAL - ,REV - SHEET: 1 OF 1
3.5 SHAFT EARTHING
DEVICE
‘BAC’
3.6 SHAFT LOCKING
DEVICE
‘Dellner Brakes’
Installation, Operation and
Maintenance
Manual
with spare part lists
From Dellner Brakes AB
Locking device type LM 40
Manual no: M0157
Published by:
DELLNER BRAKES AB Telephone: + 46 (0)23 - 78 30 50

Skyfallsvägen 2 Telefax: + 46 (0)23 - 77 06 90
SE-791 77 FALUN www.dellner-brakes.com
SWEDEN info@dellner-brakes.com
TABLE OF CONTENTS
1 Locking device type LM 40 ___________________________ 3

1.1 General description ___________________________________________ 3
1.2 Installation instructions ________________________________________ 4
1.3 Operation __________________________________________________ 5
1.4 Technical data - Micro switch type M2S 6610 (without cable) ___________ 6
Dellner Brakes AB, 2005. All rights reserved.

The manufacturer reserves the right to modification without special notice.
Locking device type LM 40, first issue.
2
1 Locking device type LM 40
1.1 General description
The locking device is basically a pawl that is tapered and goes radial into a slot in the
brake disc. The pawl movement (in/out) is generated either manually or by a
hydraulic cylinder. The locking device is equipped with switches for ON/OFF
detection.
The locking device is available in two sizes:
- 250 kN (LM 40) in tangential locking force

- 500 kN (LM 50) in tangential locking force
The LM 40 and LM 50 have a very robust and reliable design.

This manual is describing the manually operated LM 40.

3
1.2 Installation instructions
Machine the slots in the brake disc / flange and install the locking device according to
figure 1.2.1.
Figure 1.2.1

4
1.3 Operation
Figure 1.3.1
Engagement of the Locking device
- Unlock the disengaged position of the locking device by turning the locking
lever (item no. 16) CCW until the crank handle (item no. 15) can be turned
without resistance.
- Engage the locking device by turning the crank handle CW until stop.
- Lock the engaged position of the locking device by turning the locking lever
CW until stop and then tighten.
Disengagement of the Locking device
- Unlock the engaged position of the locking device by turning the locking lever
CCW until the crank handle can be turned without resistance.
- Disengage the locking device by turning the crank handle CCW until stop.
- Lock the disengaged position of the locking device by turning the locking lever
CW until stop and then tighten.

5
1.4 Technical data - Micro switch type M2S 6610 (without cable)
Standards IEC/EN 60947-5-1 Thermal test 4A

current Ith
Switch insert M 660-11-2-e Rated operating 1 A/230 VAC
current/voltage Ie /Ue
Enclosure material Rubber body with Utilisation category AC-15
stainless steel casing
Hexagon nuts M16x1, nickel-plated Voltage withstand 1,200 VAC, 50 Hz
steel across contacts
Protection class IP 65 Test voltage (enclosed) 2,500 VAC, 50 Hz
to IEC/EN 60529
Contact material Gold-plated silver Max. fuse rating 4A (slow blow), 6A
(quick blow)
Contact type Change-over contact, Ambient temperature: -30oC…+80oC
single break
Switching system Snap action, self- Mechanical life 3 Million operations
cleaning contacts
Rated impulse withstand 4 kV Switching frequency 30,000/h
voltage Uimp
Rated insulation voltage U 250 V Actuating speed Min. 1 mm / min
Figure 1.4.1
6
192,0
376,0
16,0
82,0
0
17,5(12x)
126,0
91,0
300,0
0
150,0
91,0
126,0
A-A
400,0
R300,0
99,0
A A
Konstr./Des. Ritad Kontr. Skala Vikt Ersätter/Replace Ers.av/Replaced by
A3 BA Drawn Control Scale
- Weight
305,0 Layout E
Datum/Date
LM 40 05-02-03 Draw. no.
Ritn. nr
Layout - LM40_05-02-03
Denna handling är upphovsrättsligt skyddad och får inte, utan This document is copyright legislationed protected and must
tillstånd från Dellner Brakes AB, delges eller överlämnas till not, without permission from Dellner Brakes AB, be given or
utomstående. Överträdelse medför ansvar. handed over to any outsider. Trespass give rise to responsibi-
File:
lity.
3.7 NET CUTTER
4 HYDRAULIC SYSTEM
CONTENTS:
4.1 PITCH CONTROL UNIT TYPE HDX..........................................................................................2

4.1.1 DESCRIPTION ..............................................................................................................2
4.2 PITCH CONTROL UNIT - OIL DISTRIBUTOR ..........................................................................3
4.3 PRESSURE OIL SYSTEM .........................................................................................................4

4.3.1 DESCRIPTION ..............................................................................................................4
4.3.2 OPERATION..................................................................................................................5
4.4 OIL RECOMMENDATIONS .......................................................................................................6
4.5 EMERGENCY CONTROL AND PITCH BLOCKING .................................................................7

4.5.1 EMERGENCY CONTROL .............................................................................................7
4.5.2 PITCH BLOCKING-TAKE HOME DEVICE....................................................................7
4.6 APPENDIX .................................................................................................................................8

4.6.1 HYDRAULIC PUMPS ....................................................................................................8
4.6.2 DRAWINGS & PART LISTS ..........................................................................................8
Important Notes:
This manual is intended as a reference manual for the system maintainer & operator. The
manual is based on the assumption that the system maintainers & operators are familiar with
the CPP controls of the vessel.
Berg Propulsion AB endeavours to ensure that all information in this document is correct and
fairly stated, but does not accept liability for any errors or omissions.
The equipment to which this manual applies must only be used for the purpose for which it was
designed. Improper use or maintenance may cause damage to the equipment and/or injury to
personnel. The user must be familiar with the contents of the appropriate manual before attempting to
appropriate or work on the equipment.
Berg Propulsion AB disclaims any responsibility for damage or injury caused by improper
installation, use or maintenance of the equipment
4-HDX tank 1xel pump Berg Propulsion AB, Öckerö, Sweden

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4.1 PITCH CONTROL UNIT TYPE HDX
4.1.1 DESCRIPTION
The hydraulic pitch control unit type HDX is intended for use on ships equipped with a
reduction gearbox. The pitch control unit consists of two main parts, the oil distributor and the
cylinder.
The oil distributor is mounted on the forward end of the reduction gear box, the cylinder is an
integral part of the propeller hub, the two parts are connected by oil pipes mounted in the
propeller shaft.

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4.2 PITCH CONTROL UNIT - OIL DISTRIBUTOR
The oil distributor is required to deliver pressure oil and receive return oil, respectively to and
from the cylinder unit.
T
h
e
i
t
e
m
c
o
n
s
i
s
t
s
d
i
s
t
r
i
b
utor and a feedback housing. Pressure oil enters the distributor through connections A or B
depending on the required direction of flow. The oil then flows through the intermediate pipe
mounted in the gear box hollow bored shaft. The intermediate pipe is connected to the shaft oil
pipe which is in turn connected to the propeller boss and cylinder in the propeller hub.
Longitudinal movement of the cylinder is transmitted back through the shaft oil and
intermediate pipes to the oil distributor, where it is transferred to a radial feedback shaft.
Attached to the feedback output shaft are the potentiometers, micro-switches, pointer and
scale required to control system.
The internal bearing surface are made from White metal which uses a continuous oil leakage
principal for lubrication and cooling. The leakage oil is collected in the case and returns to the
tank via connections D1 & D2.

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4.3 PRESSURE OIL SYSTEM
Ø10L
Ø50
4.3.1 DESCRIPTION
The hydraulic system provides pressurised oil to the oil distributor box to drive the
cylinder unit ahead or astern. Pressure is produced by one of two variable
displacement axial piston pumps with constant pressure. Ahead / Astern flow direction
is controlled by the manoeuvre valve arrangement, consisting of a solenoid operated
valve, a pressure relief valve on the valve input and a load sensor on the valve output.
The system has 2 pumps, one electrically driven and one mechanically driven from the
gearbox. The gear box pump is the master pump starting arrangement for the el pump
is such that in the event of a significant pressure drop in the system the pump is
automatically started and brought on line whilst simultaneously initiating an alarm in
the ships safety system. The pumps are isolated from each other by non-return valves
in their pressure feed lines. A pressure filter with by-pass valve and a "filter blocked"
indicator is fitted in the pressure feed line between the non-return valves and
manoeuvre valve.
When specified, cooling of the hydraulic oil is achieved by passing the pump by-pass
oil through chilled water cooler(s) before being returned to the hydraulic reservoir.

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4.3.2 OPERATION
The normal working pressure is factory set to 45 bar +/- 5 bar, the required system
pressure is established during initial sea trials, the actual working pressure is then set
about 15% over the required pressure.
Pressure adjustment is made with the manoeuvre valve closed, using the pressure
adjuster on the pump.
To provide smoother operation of the system the manoeuvre valve also includes a
pressure relief valve at its input. This limits the pressure swing when the manoeuvre
valve closes to normal working pressure + 10 bar.
The pressure relief valve is factory set at 55 bar.

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4.4 OIL RECOMMENDATIONS
Recommended oil suitable for the hydraulic system
Manufacturer: Type:
ESSO Esstio 50
Texaco Regal Oil R+046 alt. R+068
Shell Tellus Oil 46. 68
Mobil Oil Mobil DTE Oil Heavy Medium alt. DTE 16
Gulf Gulf Harmony 53
BP Bartran HV46 alt. 68, HLP alt. SHF46 alt. SHF68
Castrol Hyspin AWH(-M) 46 alt. 68, AWS 46 alt. 68
Oil of a similar specification to the above from another manufacturer can be used.
Please note that it is important that the oil has an additive against foaming. A filter is mounted
on the pressure pipe between the pump and the manoeuvre valve for cleaning of the oil.

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4.5 EMERGENCY CONTROL AND PITCH BLOCKING
4.5.1 EMERGENCY CONTROL

Emergency or back-up control is required in the event of a failure of the electrical
remote control system. Push buttons located on the solenoid control valve are
provided. The push buttons act directly on the flow control valve. Pitch position is
adjusted according to the mechanical indicator on the oil distributor box.
4.5.2 PITCH BLOCKING-TAKE HOME DEVICE

Pitch blocking is required in case of a total loss of hydraulic power. The equipment
consists of a high pressure hand pump and adaptor. This is used in conjunction with a
pilot operated non return valve built in to the ahead pressure oil line of the oil
distributor.
The Hand pump is mounted on the tank unit and connected in to the solenoid valve
Operation
Refer to the hydraulic system, oil distributor and solenoid valve drawings. Proceed as
follows:-
1. Ensure that the hand pump pressure hose is connected to the solenoid valve
2 Operate the hand pump to pump oil into the p side on the solenoid valve and
push the emergency buttons on the solenoid valve until the mechanical pitch
indicator reads the required ahead or astern pitch.

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4.6 APPENDIX
4.6.1 HYDRAULIC PUMPS

Technical and installation data for the pumps is supplied in the form of the enclosed
manufactures data.
4.6.2 DRAWINGS & PART LISTS
1. Oil Distributor & Part List P3-17790

2. OD Box HDX-40 & Part List P3-24315-20
2. Layout of Intermediate Pipe P3-24749
3. Oil Pipe Arrangement P3-19831
4. Hydraulic Tank Unit P3-22451 revA (3 of 3 shts)

5. Control Valve NG10 P3-22871
6. Starter Unit 8-12A Part lists P3-30654 revA (2 of 2 shts)
7. Tank / Starter – Electrical Connections P3-31911

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4.6.1 Hydraulic Pumps
DENISON HYDRAULICS
PV, PVT Series
piston pumps for open circuits
Publ. 1-AM0009 (replaces 1-AM009-E)
E-Mail: denison@denisonhydraulics.com Internet: http://www.denisonhydraulics.com

CONTENTS
PAGE
data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
typical characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
fluid connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
maximum allowable through drive torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
higher speed guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
benefits and features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
operation of pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
rear drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
shaft options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
input shaft information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
side load capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
shaft bearing life . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
service information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
recommended fluids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
viscosity index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
fluid cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
comparison of solid contamination classification system . . . . . . . . . . . . . . . . . . .8
system relief valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
compensators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-10
installations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
PV20/PVM 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
performance curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
at 1800 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29-30
at 1500 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31-32
ordering code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
conversions & formulas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
June 1999
2
DATA
TYPICAL CHARACTERISTICS
Specification Term Series Series Series Series Series Series Series Series Series
PV6 PV10 PV15 PV20 PVM20 PV29
PVT6 PVT10 PVT15 PVT20 PVR20 PVT29 PVT38 PVT47 PVT64
•displacement in3/rev. 0.88 1.26 2.09 2.62 2.62 3.78 4.88 6.10 7.93
at max angle cm3/rev. 14.4 20.6 34.2 42.9 42.9 61.9 80.0 100.0 130.0
•pressure, continuous psi 3500 3500 3500 3500 3500 3000 4000 4000 4000
bar 240 240 240 240 240 207 280 280 280
intermittent 1) psi 4500 4500 4500 4500 4500 4000 4350 4350 4350
bar 310 310 310 310 310 280 300 300 300
•speed, max. 2) rpm 3000 3000 2500 2400 2600 2400 1800 1800 1800
•rotating inertia lb in2 2.00 3.3 7.87 11.97 11.97 21.84 27.98 44.39 68.22
kg m2 .0006 .00099 .00233 .00355 .00355 .00647 .00829 .01315 .02021
•compensator response
off-stroke ms 50 50 50 50 50 50 50 50 50
on-stroke ms 120 120 120 120 120 120 100 100 100
•compensator range psi 130-4000 130-4000 130-4000 130-4000 130-4000 130-3500 215-4000 215-4000 215-4000
bar 9-276 9-276 9-276 9-276 9-276 9-241 15-280 15-280 15-280
•compensator- psi/turn 650 650 650 650 650 650 650 650 650
adjustment bar/turn 44.8 44.8 44.8 44.8 44.8 44.8 44.8 44.8 44.8
•max. vol. adjustment

full to zero- stroke turns 8.5 8.5 8.5 9.7 9.7 10.5 13.1 14.0 15.3
maximum torque 3) lb-in 28 25 41 49 49 45
Nm 3.2 2.8 4.6 5.5 5.5 5.1
•minimum inlet- in-Hg -6.1 -6.1 -6.1 -6.1 -6.1 -6.1 -4.9 -4.9 -4.9
at 1800 rpm mm-Hg -155 -155 -155 -155 -155 -155 -125 -125 -125
•maximum inlet- psi 50 50 50 50 50 50 50 50 50

pressure bar 3.4 3.4 3.4 3.4 3.4 3.4 3.5 3.5 3.5
•max. case pressure psi 10 10 10 10 10 10 7 7 7

bar 0.7 0.7 0.7 0.7 0.7 0.7 0.5 0.5 0.5
•peak case pressure- psi 15 15 15 15 15 15 7 7 7

over inlet pressure bar 1 1 1 1 1 1 0.5 0.5 0.5
•input mounting SAE 82-2 101-2 101-2 127-2 127-2 127-2 127-4 127-4 152-4
(A) (B) (B) (C) (C) (C) (C) (C) (D)
•input shaft, keyed SAE 19-1 22-1 22,25-14) 32-1 32-1 32-1 38-1 44-1 44-1
splined 22-4 22-4 22,25-44) 32-4 32-4 32-4 38-4 38-4 44-4
(A)(B) (B) (B,B-B) (C) (C) (C) (CC) (D,CC) (D)
•shaft bearing life at-
1800 rpm, 2500 psi (*4000 psi)
front bearing hrs 3100 4800 3500 4400 4400 2100 8776 13789 24720
rear bearing hrs 9600 9400 3100 5100 5100 2600 7165 11510 15533
1500 rpm, 172 bar (*280 bar)
front bearing hrs 3720 5760 4200 5280 5280 2520 10531 16547 29964
rear bearing hrs 11520 11280 3720 6120 6120 3120 8598 13812 18640
•weight-approx. -PV, PVM lb 24 36 43 57 57 73 — — —

Kg 11 16 20 26 26 33 — — —
•weight-approx. -PVT, PVR lb 30 45 55 71 71 93 110 156 211

Kg 14 20 25 32 32 42 50 71 95
1)
10% of operation time, not exceeding 6 successive seconds.
2)
for speeds over 1800 rpm see higher speeds guideline chart pg. 5.
3)
this is a maximum torque-actual torque reduces by about 25% at full stroke.
4)
PV15 uses 22-1,22-4 (SAE-B) only
* PVT 38, 47 and 64
June 1999
3
DATA
FLUID
CONNECTIONS
Term Series Series Series Series Series Series Series Series Series
PV6 PV10 PV15 PV20 PVM20 PV29
PVT6 PVT10 PVT15 PVT20 PVR20 PVT29 PVT38 PVT47 PVT64
•port A PV/PVM SAE St. Thd. -12 -20 -20 -20 -24 -20 N/A N/A N/A
(inlet) BSPP 3/4 1-1/4 1-1/4 1-1/4 1-1/2 1-1/4 N/A N/A N/A
• port B PV/PVM SAE St. Thd. -12 -20 -20 -20 -20 -20 N/A N/A N/A
(outlet) BSPP 3/4 1-1/4 1-1/4 1-1/4 1-1/4 1-1/4 N/A N/A N/A
•port A (inlet),PVT/PVR in. 1” 1.25” 1.5” 1.5” 1.5” 2” 2” 2.5” 2.5”

SAE code 61 4 bolt flg. mm 25.4 31.75 38.1 38.1 38.1 50.8 50.0 63.5 63.5
•port B (outlet),PVT/PVR in. .75” 1” 1” 1” 1” 1” 1.5” 1.5” 1.5”

SAE code 61 4 bolt flg. mm 19.1 25.4 25.4 25.4 25.4 25.4 38.1 38.1 38.1
•port D SAE St. Thd. -6 -8 -8 -8 -8 -8 -12 -12 -12

BSPP 3/8 1/2 1/2 1/2 1/2 1/2 N/A N/A N/A
•port V SAE St. Thd. -4 -4 -4 -4 -4 -4 -4 -4 -4

BSPP 1/4 1/4 1/4 1/4 1/4 1/4 N/A N/A N/A
MAXIMUM Max. input torque: max. torque allowed on input shaft from the combined torques of front and rear pumps.
ALLOWABLE Max. rear drive torque: max. torque allowed from rear pump.
THROUGH
input max. rear rear max.
DRIVE
shaft input mounting drive coupling rear drive
TORQUE torque pad (spline) torque
lbs-in.(Nm) lbs-in.(Nm)
SAE-19-1 (A) key 1125 (127,1) SAE-82-2 (A) SAE-16-4 (A) 1125 (127,1)
PVT6 SAE-22-4 (B) spline 2025 (228,8) SAE-22-4 (B) 1125 (127,1)
SAE-22-1 (B) key 1680 (189,8) SAE-82-2,101-2 (A,B) SAE-16-4 (A) 1680 (189,8)
PVT10 SAE-22-4 (B) spline 2550 (288,1) SAE-22-4 (B) 1925 (217,5)
SAE-22-1 (B) key 1680 (189,8) SAE-82-2,101-2 (A,B) SAE-16-4 (A) 1680 (189,8)
SAE-22-4 (B) spline 2185 (246,9) SAE-22-4 (B) 2000 (226)
PVT15 SAE-25-1 (B-B) key 2850 (332) SAE-25-4 (B-B) 2000 (226)
SAE-25-4 (B-B) spline 3825 (432,2) 2000 (226)
PVT20 SAE-32-1 (C) key 4675 (528,3) SAE-82-2,101-2,127-2 SAE-16-4 (A) 3850 (435)
PVR20 SAE-32-4 (C) spline 4675 (528,3) (A,B,C) SAE-22-4 (B) 3850 (435)
SAE-25-4 (B-B)
SAE-32-4 (C)
PVT29 SAE-32-1 (C) key 4880 (551,4) SAE-82-2,101-2,127-2 SAE-16-4 (A) 3850 (435)
SAE-32-4 (C) spline 6300 (711,9) (A,B,C) SAE-22-4 (B) 3850 (435)
SAE-25-4 (B-B)
SAE-32-4 (C)
PVT38 SAE-38-4 (CC) spline 6501 (735) SAE -82-2, 101-2,127-2 SAE-16-4 (A) 3007 (340)
SAE-38-2 (CC) key 6501 (735) (A,B,C) SAE-22-4 (B)
SAE-25-4 (B-B)
SAE-32-4 (C)
SAE-38-4 (C-C)
SAE-38-4 (CC) spline 8756 (990) SAE-82-2,101-2,127-2 SAE-16-4 (A) 5660 (640)
PVT47
SAE-44-2 (D) key 8756 (990) (A,B,C) SAE-22-4 (B)
SAE-25-4 (B-B)
SAE-32-4 (C)
SAE-38-4 (C-C)
PVT64 SAE-38-4 (D) spline 11365 (1285) SAE-82-2, 101-2, SAE-16-4 (A) 5660 (640)
SAE-44-2 (D) key 11365 (1285) 127-2, 127-4, 152-4 SAE-22-4 (B)
(A,B,C,D) SAE-25-4 (B-B)
SAE-32-4 (C)
SAE-38-4 (C-C)
SAE-44-4 (D)
June 1999
4
DATA
HIGHER SPEED GUIDES

Speed Minimum inlet pressure maximum
pressure gage absolute pressure case pressure
rpm psi bar psi bar psi bar
1800 -3.0 -0,2 11.7 0,8 10 0,7

2050 -3.0 -0,2 11.7 0,8 7 0,5
PV6 2100 -3.0 -0,2 11.7 0,8 5 0,3
PVT6 2750 -2.4 -0,2 12.4 0,9 5 0,3
2900 -1.0 -0,1 13.7 1,0 5 0,3
3000 0.0 0,0 14.7 1,0 5 0,3
1800 -3.0 -0,2 11.7 0,8 10 0,7

2100 -3.0 -0,2 11.7 0,8 7 0,5
2500 -3.0 -0,2 11.7 0,8 5 0,3
PV10 2550 -2.5 -0,2 12.2 0,8 5 0,3
PVT10 2700 -1.0 -0,1 13.7 0,9 5 0,3
2800 0.0 0,0 14.7 1,0 5 0,3
3000 2.2 0,2 16.9 1,2 5 0,3
1800 -3.0 -0,2 11.7 0,8 10 0,7

2100 -3.0 -0,2 11.7 0,8 7 0,5
2230 -3.0 -0,2 11.7 0,8 5 0,3
PV15 2275 -2.5 -0,2 12.2 0,8 5 0,3
PVT15 2350 -1.7 -0,1 13.0 0,9 5 0,3
2500 0.0 0,0 14.7 1,0 5 0,3
1800 -3.0 -0,2 11.7 0,8 10 0,7

2050 -3.0 -0,2 11.7 0,8 7 0,5
PV20 2100 -2.5 -0,2 12.3 0,9 5 0,3
2200 -1.3 -0,1 13.5 0,9 5 0,3
PVT20
2300 -0.0 -0,0 14.7 1,0 5 0,3
2400 1.3 0,1 16.0 1,1 5 0,3
1800 -3.0 -0,2 11.7 0,8 10 0,7

2000 -3.0 -0,2 11.7 0,8 7 0,5
PVM20 2100 -3.0 -0,2 11.7 0,8 5 0,3
PVR20 2200 -2.0 -0,1 12.7 0,9 5 0,3
2400 -1.0 -0,1 13.7 0,9 5 0,3
2600 0.0 0,0 14.7 1,0 5 0,3
1800 -3.0 -0,2 11.7 0,8 10 0,7

2050 -3.0 -0,2 11.7 0,8 7 0,5
PV29 2100 -2.5 -0,2 12.3 0,9 5 0,3
PVT29 2200 -1.3 -0,1 13.5 0,9 5 0,3
2300 -0.0 -0,0 14.7 1,0 5 0,3
2400 1.3 0,1 16.0 1,1 5 0,3
PVT38 1800 -2.0 -0,15 14.1 0,95 7 0,5
1800 -2.0 -0,15 14.1 0,95 7 0,5

PVT47
PVT64 1800 -2.0 -0,15 14.1 0,95 7 0,5
Note: Watch the case pressures carefully. Rapid compensation at high speeds can
cause severe case spikes. If the pump feeds into a blocked center valve that closes
quickly, use both case drain ports and direct short case drain lines and a relief valve.
June 1999
5
FEATURES
Benefits and features:
For quiet operation and high productivity, specify DENISON’S PV and PVT series pressure compensated, variable volume axial piston
pumps. Designed right and built tough, they provide reliable fluid power...even under severe conditions!
You gain more efficient machine operation, upgrade equipment performance and reduce maintenance easily with these quiet, efficient
pumps. Because they are interchangeable with other popular pumps, you can use the PV pumps to replace existing older pumps
which are not functioning to your satisfaction.
Check these benefits:

• quiet operation- improves working conditions, low noise levels • convenience- side or rear port options for ease and
over entire operating range. convenience of mounting.
• contamination tolerances- improves dependability and • high productivity- because of unique efficiency.
reduces maintenance cost.
• greater safety- you can use fire resistant hydraulic fluids
• more power- because of the PV’s high pressure ratings. without sacrificing performance.
Max. intermittent operating pressures to 4500 psi (310) bar.
• simple construction- for long, dependable service.
• system savings- because higher pressure allows use of
• tailor the flow- to your needs with the standard maximum
smaller components...you can “downsize” and gain real
savings. volume adjustment.
• interchangeable- with other SAE mounted piston pumps.

• versatility- full power through drive to allow multiple pumps
Conformance to SAE flange mounting and SAE,
to be driven from one prime mover.
BSPP or SAE code 61 4-bolt flange.
2 3 4
1
PV
REAR PORT VERSION
(SHOWN)
1 maximum volume adjustment 3 port plate- replaceable 7 SAE mounting- easily interchangeable
with other SAE mounted pumps
2 fast compensator 4 smoother power and quieter
response- 50 ms. off-stroke, operation- with nine-piston - operates with many hydraulic fluids
120 ms on-stroke. Other controls rotating group
available- ventable compensator, - also available are side porting and
load sensing and power limiter 5 adjustable compensator rear drive
6 key and spline conform to industry

standard
June 1999
6
DESCRIPTION
GENERAL The PV/PVT series pumps are variable displacement open circuit piston pumps with a
design emphasis on operation economy. These axial piston pumps for open loop oper-
ation are suitable for rear drive in the PVT series configuration.
The PV/PVT pumps have a displacement of 0.88 to 7.93 cu. in/rev. (14,4 to 130,0
cc/rev.) with a continuous working pressure up to 4000 psi (280 bar): The pumps can
be equipped with a pressure compensator, ventable compensator, load sensing or
power limit control.
MOUNTING The PV/PVT pumps have been designed to operate in a wide range of applications in
industries where high pressure and variable flow are required at competitive cost.
These pumps are designed to operate in any position. The mounting hub and two bolt
mounting flange are in conformance with SAE standards. The pump shaft must be in
alignment with the shaft of the source driver and should be checked with a dial indica-
tor. The mating pilot bore and coupling must be concentric. This concentricity is partic-
ularly important if the shaft is rigidly connected to the driven load without a flexible
coupling.
REAR DRIVE: See installation drawings page 11 thru 23 of this bulletin for mounting and page 24
for maximum allowable torque in the data section for torque limits.
SHAFT OPTIONS: SAE splined and keyed, see installation drawings page 11 thru 23 for details.
INPUT SHAFT INFORMATION: Splined: The shafts will accept a maximum misalignment of 0.002 in. (0,06mm) total
indicator reading when the pump is foot mounted and 0.001 in. (0,03 mm) when flange
mounted. Angular misalignment at the male and female spline axis must be less
than ±0,002 inch per inch radius (± 0,002 mm/mm). The coupling interface must be
lubricated.
DENISON recommends lithium molydisulfide or similar grease. The female coupling

should be hardened to 27/34 Rc and must conform to SAE-J498c, class 5 flat root
side fit.
Keyed: High strength heat treated keys must be used. Replacement keys must
be hardened to 27-34 Rc. The key corners must be chamfered 0.03 - 0.04 in.
(0,75-1,0 mm) at 45° to clear radii that exist in the keyway.
SIDE LOAD CAPABILITY: The PV series is designed for inline-drive and side loading on the shaft is not
recommended. If this is unavoidable consult your nearest DENISON HYDRAULICS
representative.
SHAFT BEARING LIFE: See chart in data section of this bulletin.
See installation drawings in the back of this bulletin for port connections.
PIPING The maximum case pressure is shown on page 3. Case pressure must never exceed
inlet pressure by more than 13 psi (0,9 bar). When connecting case drain line make
certain that drain plumbing passes above highest point of the pump before passing to
the reservoir.
The case leakage line must be of sufficient size to prevent back pressure in excess of
the values on page 3 and returned to the reservoir below the surface of the oil as far
from the supply suction as possible. All fluid lines, whether pipe, tubing, or hose must
be adequate size and strength to assure free flow through the pump. An undersize
inlet line will prevent the pump from operating at full rated speed. An undersize outlet
line will create back pressure and cause heat generation. Flexible hose lines are rec-
ommended. If rigid piping is used, the workmanship must be accurate to eliminate
strain on the pump port block or to the fluid connections. Sharp bends in the lines
must be eliminated wherever possible. All system piping must be cleaned with solvent
or equivalent before installing pump. Make sure the entire hydraulic system is free of
dirt, lint, scale, or other foreign material.
Caution: Do not use galvanized pipe. Galvanized coating can flake off with continued
use.
June 1999
7
DESCRIPTION
SERVICE INFORMATION These hydraulic products are designed to give long dependable service when properly
applied and their systems properly maintained. These general instructions apply to typ-
ical systems. Specific instructions for particular equipment can be developed from
them.
Refer to bulletin S1-AM009 for service information.
RECOMMENDED FLUIDS The fluid recommended for use in these pumps has a petroleum base and contains
agents which provide oxidation inhibition and anti-rust, anti-foam and de-aerating prop-
erties as described in DENISON HYDRAULICS standard HF-1. Where anti-wear addi-
tive fluids are specified, see DENISON HYDRAULICS standard HF-0.
VISCOSITY max. at cold start- 7500 SUS (1600 cSt)

at low pressure, low flow, and if possible, low speed
max. at full power- 750 SUS (160 cSt)
optimum for max. life- 140 SUS (30 cSt)
minimum at full power- 60 SUS (10 cSt)
VISCOSITY INDEX
90 V. I. minimum. Higher values extend the range of operating temperature but may
reduce the service life of the fluid.
TEMPERATURE Determined by the viscosity characteristics of the fluid used. Because high tempera-
tures degrade seals, reduce the service life of the fluid and create hazards, fluid tem-
perature should not exceed 180°F (82°C) at the case drain.
MAINTENANCE The pump is self-lubricating and preventative maintenance is limited to keeping system
fluid clean by changing filters frequently. Keep all fittings and screws tight. Do not
operate at pressures and speeds in excess of the recommended limit. If the pump
does not operate properly, check the troubleshooting chart before attempting to over-
haul the unit. Overhauling may be accomplished by referring to the disassembly,
rework limits of wear parts, and assembly procedures. Refer to the service manual for
troubleshooting and overhaul information.
FLUID CLEANLINESS Fluid must be cleaned before and continuously during operation by filters that maintain
a cleanliness level of ISO 17/14. This approximately corresponds to NAS 1638 class 8
(class 9 for 15 micron and smaller). This fluid level cleanliness can usually be accom-
plished by the effective use of 10 micron filters. Better cleanliness levels will signifi-
cantly extend the life of the components. As contaminant generation may vary with
each application, each must be analyzed to determine proper filtration to maintain the
required cleanliness level.
COMPARISON OF SOLID CONTAMINATION CLASSIFICATION SYSTEM
NATIONAL AERONAUTICS STANDARD (NAS) 1638
class
00 0 1 2 3 4 5 6 7 8 9 10 11 12
5-15µm 125 250 500 1000 2000 4000 8000 16000 32000 64000 128000 256000 512000 1024000
particle 15-25µm 22 44 89 178 356 712 1425 2850 5700 11400 22800 45600 91200 182400
size 25-50µm 4 8 16 32 63 126 253 506 1012 2025 4050 8100 16200 32400
range 50-100µm 1 2 3 6 11 22 45 90 180 360 720 1440 2880 5760
>100µm 0 0 1 1 2 4 8 16 32 64 128 256 512 1024
maximum >5µm 152 304 609 1217 2432 4864 9731 19462 38924 77849 155698 311396 622792 1245584
particles >15µm 27 54 109 217 432 864 1731 3462 6924 13849 27698 55396 110792 221584
ISO:DIS 4406; SAE J1165
iso solid contaminant code

8/5 9/6 10/7 11/8 12/9 13/10 14/11 15/12 16/13 17/14 18/15 19/16 20/17 21/18 22/19
maximum >5µm 250 500 1000 2000 4000 8000 16000 32000 64000 130000 250000 500000 1000000 2000000 4000000
particles >15µm 32 64 130 250 500 1000 2000 4000 8000 16000 32000 64000 130000 250000 500000
NOTES: All measurements are for a 100 ml sample size.
June 1999
8
DESCRIPTION
SYSTEM RELIEF VALVES Although the PV/PVT series pumps have very fast off-stroke compensator response,
system relief valves are recommended in all cases for safety considerations.
COMPENSATOR The C and F pressure compensator control allows the pump to deliver full volume from
the outlet port until the pressure rises to the value set by the control. One turn clock-
wise of the pressure compensator adjusting screw represents a pressure increase of
approximately 650 psi (45 bar).
The control then reduces the pump volume to that required by the system while main-
taining the preset pressure at the outlet port. The stroking piston is controlled by a 3-
way valve which is shifted by discharge pressure.
The fast response (typically 50 ms off-stroke and 120 ms on-stroke) and high flow
capacity of this valve holds pressure overshoot and undershoot to a minimum.
An adjusting screw complete with locknut allows the pump volume to be set between
maximum and zero.
Clockwise rotation pumps have the pressure compensator control located on the left
side of the pump body; on counter clockwise rotation pumps the control is on the right
side.
Units with C- compensator, a 30-50 psi (2-3 bar) check valve is recommended in the
discharge port on all open loop pumps. The check valve must be located approximate-
ly 12 in. (0.3 M) from the discharge port. Failure to locate the check valve at this point
may result in compensator hunting.
B A – Inlet
C- COMPENSATOR CIRCUIT B – Outlet
D – Case drain
A D
F- VENTABLE COMPENSATOR The F- compensator is used in applications requiring remote control pressure. The
remote relief is connected to the vent port. The pressure may be controlled at any
level below the compensator pressure setting. The vent port may also be used to
remotely vent-off the compensator for starting.
Caution: The F- and L- differential spring is the same as the C- compensator spring.
Therefore it is possible to set the differential pressure too high.
B V
A – Inlet
B – Outlet
D – Case drain
V – Vent
A D
June 1999
9
DESCRIPTION
L- LOAD SENSING COMPENSATOR The L- compensator is used for load sensing circuits. The L- compensator prevents
pilot flow from entering the circuit which will eliminate creeping of the load. The L-
compensator will let the pump deliver a constant flow rate to the circuit by providing an
adjustable ∆ P across the customers orifice or valve. The pump will operate at 250-400
psi (17-28 bar) above load pressure.
B V
A – Inlet
B – Outlet
D – Case drain
V – Vent
A D
J- TORQUE LIMITER (low range) The torque limiter monitors both pressure and displacement (hanger angle). It is a sin-
K- TORQUE LIMITER (high range) gle spring unit which works with the “F” compensator, and can also be connected into
a load sensing or remote venting circuit. As pressure rises, flow is reduced according
to the zero adjustment and spring rate of the torque limiter. When pressure has risen
to its full value, control is assumed by the “F” compensator. The torque limiter func-
tions down to 20% of corner power. Lower adjustment are possible, at the expense of
peak pressure.
B V
A – Inlet
B – Outlet
D – Case drain
V – Vent
A D
June 1999
10
INSTALLATION SERIES PV20/PVM20
June 1999
14
@ 1800 RPM
PV6, PV10, & PV20 PUMPS OVERALL
EFFICIENCY AT 1800 RPM FULL DISPLACEMENT
INPUT POWER (HP) AT 1800 RPM
120° F INLET TEMPERATURE
PV/PVT SERIES PUMPS 200 SUS FLUID
90%
29
200 SUS FLUID

160
PV6
EFFICIENCY
PV20
152
PV10
80%
144
136
128
June 1999
70%
120
112
PERFORMANCE CURVES (PSI)

104
60%
96
4
T6
0 500 1000 1500 2000 2500 3000 3500
PV
88 PRESSURE - PSI
POWER INPUT - HP
7
80 T4
PV
PV15 and PV29, and PVT38, 47 and 64
72
8 PUMPS OVERALL EFFICIENCY AT 1800 RPM
T3
64 PV FULL DISPLACEMENT
56
29 200 SUS FLUID
PV 95%
48 PVT47
PVT 38
40 PVT 64
EFFICIENCY
0
PV2 PV15 PV29
32
5
PV1 85%
24
PV10
16 PV6
PV10 (DEADHEAD HP)
8 DHEAD HP)
PV15, 20, 29, 38, 47, 64 (DEA
75%
0 PV6 (DEADHEAD HP)
0 500 1000 1500 2000 2500 3000 3500
PRESSURE - PSI
65%
0 500 1000 1500 2000 2500 3000 3500
PRESSURE - PSI
@ 1800 RPM
PV/PVT SERIES PUMPS NOISE LEVEL (DBA) AT OUTLET FLOW (GPM) AT 1800 RPM
1800 RPM DEADHEAD PV/PVT SERIES PUMPS
200 SUS FLUID 120° F INLET TEMPERATURE
200 SUS FLUID
30
80
NOISE LEVEL DBA
PV29 64
PVT64
PV 15 60
PV 20 PVT64
70 PVT47
PV6 56
June 1999
PV10 52
PVT38
PERFORMANCE CURVES (PSI)

48
60 PVT47
0 500 1000 1500 2000 2500 3000 3500 44
PRESSURE - PSI
FLOW-GPM
40
PVT38
36
32
PV/PVT SERIES PUMPS NOISE LEVEL (DBA) AT
1800 RPM FULL DISPLACEMENT
28
120° F INLET TEMPERATURE PV29
200 SUS FLUID
85 24
NOISE LEVEL DBA
20 PV20
PV20
PV15 16
PV15
75 PVT 64
PV10 12
PVT 47
PV6
PVT38 8 PV10
PV6
4
65
0
0 500 1000 1500 2000 2500 3000 3500 0 500 1000 1500 2000 2500 3000 3500 4000 4500
PRESSURE - PSI PRESSURE - PSI
@ 1500 RPM
PV6, PV10 AND PV20 PUMPS OVERALL EFFICIENCY
INPUT POWER (KW) AT 1500 RPM
AT 1500 RPM FULL DISPLACEMENT
PV/PVT SERIES PUMPS
49° C INLET TEMPERATURE
48 cSt FLUID
31
90%
48 cSt FLUID
PV6
104
PV20
PV10
80%
EFFICIENCY
96
88 70%
June 1999
80
60%
PERFORMANCE CURVES (BAR)

72
50%
64 0 20 40 60 80 100 120 140 160 180 200 220 240 260

PRESSURE - BAR
56
POWER INPUT - KW
PV15 AND PV29, AND PVT 38, 47 AND 64 PUMPS

48 OVERALL EFFICIENCY AT 1500 RPM
FULL DISPLACEMENT
8
T3
4
T6
PV

PV
48 cSt FLUID
40
95%
PVT47
PVT 38
32 PVT64
29 PV29
7
PV
T4
PV
PV15
24 85%
28
PV
EFFICIENCY
15
PV
16
PV10
PV6 75%
8
PV10 (DEADHEAD HP)
PV15, 20, 29, 38, 47, 64 (DEADHEAD HP)
0 PV6 (DEADHEAD HP)

65%
0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300
PRESSURE - BAR 0 20 40 60 80 100 120 140 160 180 200 220 240 260
PRESSURE - BAR
PV/PVT SERIES PUMPS NOISE LEVEL
@ 1500 RPM
OUTLET FLOW (L/MIN) AT 1500 RPM
(DBA) AT 1500 RPM DEADHEAD PV/PVT SERIES PUMPS
49° C INLET TEMPERATURE 49° C INLET TEMPERATURE
48 cSt FLUID 48 cSt FLUID
80 200
190
32
PVT64
NOISE LEVEL DBA
180
PV29
PV 15 170
70
PVT64 160
PV20
150
PV10 PVT47
June 1999
PVT47 140
6
PV PVT38
PERFORMANCE CURVES (BAR)

60
0 20 40 60 80 100 120 140 160 180 200 220 240 260 130
PRESSURE - BAR
120
PVT38
FLOW-L/ MIN
PV/PVT SERIES PUMPS NOISE LEVEL (DBA) AT 110
1500 RPM FULL DISPLACEMENT
100
48 cSt FLUID
85
90
PV29
NOISE LEVEL DBA
80
29
PV15 &
70
75
PV20 PVT64
PVT 47
PVT 38 60 PV20
PV10
50
PV15
PV6
40
65
0 20 40 60 80 100 120 140 160 180 200 220 240 260
30
PRESSURE - BAR
PV10
NOISE LEVEL MEASUREMENT 20 PV6
MEASUREMENTS OF PUMP ACOUSTICAL DATA WERE MADE IN ACCORDANCE WITH ANSI B93.71M-1986. 10
HYDRAULIC FLUID POWER-PUMPS-TEST CODE FOR THE DETERMINATION OF AIRBORNE NOISE LEVELS.
(TECHNICALLY SIMILAR TO ISO 4412-1)
0
0 20 40 60 80 100 120 140 160 180 200 220 240 260
THE MEASUREMENTS WERE MADE IN A SPECIAL REVERBERANT TEST ROOM IN THE DENISON HYDRAULICS
MARYSVILLE FACULTY WHICH WAS QUALIFIED TO ANSI S12.23-1990, (REVISION OF ANSI S1.33-1982).
PRESSURE - BAR
ENGINEERING METHODS FOR THE DETERMINATION OF SOUND POWER LEVELS OF NOISE SOURCES IN A
SPECIAL REVERBERATION TEST ROOM.
ORDERING CODE SERIES PV6...29
PV 6 -2 R 1 C -C 0 0 -A A 0
Pump series
PV -variable volume pump - no rear drive
PVT -variable volume pump - side ported or
rear drive
PVM -mobile version, rear port, PV20 only
PVR -mobile version, side port, PV20 only
Flow at 1800 rpm

6 -6.8 gpm, 25,7 Lpm
10 -10.0 gpm, 37,9 Lpm
15 -16.3 gpm, 61,7 Lpm
20 -20.4 gpm, 77,2 Lpm
29 -29.5 gpm, 111,7 Lpm
38 -38.0 gpm, 144,0 Lpm
47 -47.6 gpm, 180,0 Lpm
64 -61.8 gpm, 234,0 Lpm
Shaft
1 -splined
2 -keyed
4 -splined- SAE 25-4 (SAE B-B) (for PVT15 only)
5 -keyed- SAE 25-1 (SAE B-B) (for PVT15 only)
Rotation
R -CW
L -CCW
Seals
1 -Buna compound
5 -Viton compound
Design
C -assigned by manufacturer
Control
C -compensator
F -ventable compensator
L -load sense compensator
J -low torque limiter (max. pressure below 3000 PSI, 207 BAR)
K -high torque limiter (max. pressure above 3000 PSI, 207 BAR)
Control accessories
0 -maximum volume adjustment screw
Fluid connections
0 -SAE straight thread sizes 6-29 only
2 -BSPP thread sizes 6-29 only
3 -SAE, with 4 bolt flange system ports sizes 6-64 only
4 -BSP, with SAE-4 bolt flange system ports sizes 6-29 only
Rear drive
0 -none-rear ported sizes 6-29 only
S -none-side ported sizes 6-64 only
A -SAE-82 (SAE A) sizes 6-64 only
B -SAE-101 (SAE B) sizes 10-64 only
C -SAE-127 (SAE C) sizes 15-64 only
D -SAE-152 (SAE D) size 64 only
Couplings
0 -none sizes 6-64 only
A -SAE-16-4 (SAE A) sizes 6-64 only
B -SAE-22-4 (SAE B) sizes 10-64 only
Q -SAE-25-4 (SAE B-B) sizes 38-64 only
C -SAE-32-4 (SAE C) sizes15-64 only
R -SAE-38-4 (SAE-CC) sizes 38-64 only
D -SAE-44-4 (SAE-D) size 64 only
Rear mounted pump

0 -none
1 -mounted
Shaft sizes spline key

PV6, PVT6 SAE- 22-4 (B) 19-1 (A)
PV10, PVT10 SAE- 22-4 (B) 22-1 (B)
PV15, PVT15 SAE- 22-4 (B) 22-1 (B)
PVT15 (use 4, 5) SAE- 25-4 (B-B) 25-1 (B-B)
PV20, PVT20 SAE- 32-4 (C) 32-1 (C)
PVM20/PVR20 SAE- 32-4 (C) 32-1 (C)
PV29, PVT29 SAE- 32-4 (C) 32-1 (C)
PVT38 SAE- 38-4 (CC) 38-1 (CC)
PVT47 SAE- 38-4 (CC) 44-1 (D)
PVT64 SAE- 44-4 (D) 44-1 (D)
Allowable controls: C00, C02, C03, C04, F00, F02,

F03, F04, J00, J02, J03, J04, K00, K02, K03, K04,
L00, L02, L03, L04
June 1999
33
NOTES
June 1999
35
CONVERSIONS & FORMULAS
DEFINITION & UNIT

displacement in3/rev x 16.387 = cm3/rev cm3/rev x 0.06102 = in3/rev
flow gpm x 3.78 = L/min L/min x 0.2642 = gpm
power hp x 0.7457 = kW kW x 1.341 = hp
torque lb-ft x 1.3567 = Nm Nm x 0.7376 = lb-ft
pressure lbs/in (psi) x 0.06895 = bar

2
bar x 14.50 = lbs/in2 (psi)
lbs/in2 (psi) x 6.895 = kPa kPa x 0.1450 = lbs/in2 (psi)
weight lb x 0.4536 = kg kg x 2.205 = lbs
force lb x 4.448 = N N x 0.2248 = lbs
volume in3 x 16.387 = cm3 cm3 x 0.06102 = in3
area in2 x 6.452 = cm2 cm2 x 0.1550 = in2
length in x 25.4= mm mm x 0.03937 = in
temperature degree F-32 = °C 1.8 x °C+32 = ° F
1.8
viscosity cSt x 1.0 = mm2/sec mm2/sec x 1.0 = cSt
FLUID POWER FORMULAS

Pump input torque lbs. in. pressure(psi) x displacement (in3/rev)
2π x mech. eff.
Pump input power hp rpm x (in3/rev) x (psi)
395934 x overall eff.
Pump output flow U.S. gpm rpm x (in3/rev) x volumetric eff.
231
Fluid motor speed rpm 231 x flow rate(U.S. gpm) x volumetric eff.
displacement (in3/rev)
Fluid motor torque lbs. in. pressure(psi) x displacement (in3/rev) x mech. eff.
2π
Fluid motor power hp rpm x (in3/rev) x (psi) x overall eff.
395934
(metric)
Pump input torque Nm pressure(bar) x displacement (cm3/rev
20π x mech. eff.
Pump input power kW rpm x (cm3/rev) x (bar)
600000 x overall eff.
Pump output flow Lpm rpm x (cm3/rev) x volumetric eff.
1000
Fluid motor speed rpm(min-1) (tr/mn) 1000 x flow rate (Lpm) x volumetric eff.
displacement (cm3/rev)
Fluid motor torque Nm pressure(bar) x displacement (cm3/rev) x mech. eff.
20π
Fluid motor power kW rpm x (cm3/rev) x (bar) x overall eff.
600000
“The product information specifications and descriptions contained in this catalog have been
compiled for the use and convenience of our customers from information furnished by the
manufacturer, and we cannot and do not accept any responsibility for the accuracy or correctness
of any description, calculation, specification or information contained herein. No such description,
calculated, specified or information regarding the products being sold has been made part of the
basis of the bargain nor has same created or amounted to an express warranty that the products
would conform thereto. We are selling the goods and merchandise illustrated and described
in this catalog on an as is basis and disclaim any implied warranty, including any warranty
of merchantability or warranty of fitness for any particular purposes whatsoever, with
respect to the goods and merchandise sold. All manufacturer warranties shall be passed on to
our customers, but we shall not be responsible for special, indirect, incidental or consequential
damages resulting from the use of any of the products or information contained or described in the
catalog.”
June 1999
34
SALES & SERVICE WORLDWIDE
Australia Germany Singapore

DENISON HYDRAULICS Pty. Ltd. DENISON HYDRAULIK GmbH DENISON HYDRAULICS S.E.A. Pte.
41-43 St. Hillers Road Herderstrasse 26 Ltd.
International Distributors P.O. Box 192 D-40721 Hilden No. 11 Lorong Tukang Dua
In Europe: Auburn, N.S.W. 2144 Germany Singapore 2261
Cyprus Australia Tel. (49) 2103 940-6 Tel. (65) 2687840
Czech Republic Tel. (612) 9646 5200 Fax (49) 2103 940-880 Fax (65) 2687847
Eastern Europe Fax (612) 9643 1305
The Faroe Islands Other sales offices: Spain
Finland Other sales offices: Dresden DENISON HYDRAULICS, S.A.
Greece Queensland Hanover Gomis, 1
Hungary South Wantirna Victoria Stuttgart 08023 Barcelona
Iceland Western Australia Spain
Norway Great Britain Tel. (34) 3418 46 87
Poland Austria DENISON HYDRAULICS U.K. Fax (34) 3211 65 07
Portugal DENISON HYDRAULIK GmbH Ltd.
Roumania Zweigniederlassung Linz Kenmore Road Other sales offices:
Russia Haidbachstraße 69 Wakefield 41, Industrial Estate San Sebastian
Serbia Montenegro A-4061 Pasching Wakefield, WF20XE
Slovakia Austria West Yorkshire Sweden
Slovenia Tel. (43) 7229 4887 England DENISON HYDRAULICS
Switzerland Fax (43) 7229 63092 Tel. (44) 19 24 826 021 SVENSKA AB
Turkey Fax (44) 19 24 826 146 Sporregatan 13
Benelux 213 77 - Malmö
In Africa: DENISON HYDRAULICS Other sales offices: Sweden
Algeria BENELUX B. V. Burgess Hill Tel. (46) 40 21 04 40
Egypt Pascalstraat 100 Fax (46) 40 21 47 26
Ivory Coast 3316 Dordrecht Hong Kong
Morocco Holland DENISON HYDRAULICS Ltd. Other sales offices:
Nigeria Tel. (31) 786179 900 Unit 2, 25/F Wharf Cable Tower Spånga
South Africa Fax (31) 786175 755 9 Hoi Shing Road
Togo Tsuen Wan Taiwan
Tunisia Canada N.T., Hong Kong DENISON HYDRAULICS Ltd.
DENISON HYDRAULICS Tel. (852) 24988381 6F-10, No. 79, Sec. 2, Roosevelt road,
In Middle East: CANADA Inc. Fax (852) 24991522 Taipei, Taiwan, R.O.C.
Bahrain 2320 Bristol Circle, Unit 1 Tel. (886) 2 3645101 / 3645102
Iran Oakville, ON L6H 5S2 Italy Fax (886) 2 3639025
Israel Canada DENISON HYDRAULICS S.r.l.
Jordan Tel. (905) 829 5800 Viale Europa 68 USA
Lebanon Fax (905) 829 5805 20090 Cusago DENISON HYDRAULICS Inc.
Pakistan Milano 14249 Industrial Parkway
Qatar Denmark Italy Marysville, OH 43040
Saudi Arabia DENISON HYDRAULIK Tel. (39) 2 90330 1 USA
Syria DENMARK A/S Fax (39) 2 90390 695 Tel. 937 644 3915
United Arab Emirates Industrikrogen 2 Fax 937 642 3738
DK-2635 Ishöj Japan For nearest Distributor:
In Far East: Denmark DENISON JAPAN Inc. Call toll free 1 800 551 5956
Indonesia Tel. (45) 4371 15 00 4-2-1 Tsujido-Shinmachi E-Mail address:
Korea Fax (45) 4371 15 16 Fujisawa 251, denison@denisonhydraulics.com
Malaysia Japan WWW address:
New Zealand Finland Tel. (81) 466 35 3257 http://www.denisonhydraulics.com
Philippines DENISON HYDRAULICS Fax (81) 466 35 2029
Thailand P.O. Box 1096 Other sales offices:
Alhotie 24 Other sales office: Fulton, CA
FIN-04431 Järvenpää Osaka Mulberry, FL
Finland Moline, IL
Tel./Fax (358) 0 2710 588 Mexico, Central America, South Rock Island, IL
America and Caribbean Kentwood, MI
France Countries Contact Portland, OR
DENISON HYDRAULICS DENISON HYDRAULICS Inc. Canton, MS
FRANCE SA 6167 NW 181 Terrace Circle North Arlington, TX
14, route du Bois Blanc Miami, FL 33015 Houston, TX
BP 539 USA
18105 Vierzon Tel. (305) 362 2246 Other European, Middle East
France Fax (305) 362 6220 and African Countries Contact
Tel. (33) 2 48 53 01 20 DENISON HYDRAULICS
Fax (33) 2 48 75 02 91 P.R. China FRANCE SA
DENISON HYDRAULICS Ltd. 14, route du Bois Blanc
Other sales offices: 3F, No. 1, Mao Jia Zhai, Bai Lian Jing BP 539
Bordeaux Pudong New Area, 18105 Vierzon Cedex
Lyon Shanghai 200126, China France
Paris Tel. (86) 21 5886 8991 Tel. (33) 2 48 53 01 44
Fax (86) 21 5886 1978 Fax (33) 2 48 53 01 46
Your local DENISON representative

3-99
Printed in U.S.A.
Internet: http://www.densionhydraulics.com E-mail: denison@denisonhydraulics.com

4.6.2 Drawings &
Part List
Part List MONITOR [001] - Berg Propulsion AB MARTIN.A /04-01-19 13:11 Sida: 1 av 2
PARTLIST
Art.No HD17790
Description OIL DISTRIBUTOR
Drawing No P3-17790
Pos Art.No Description Qty Type

1 HD5607 FEED BACK PIPE 1,0 PCS
2 HD5618 STEERING SLEEVE 1,0 PCS
3 TO2264 O-RING 2,0 PCS
4 SM2528 SCREW 6,0 PCS
5 BF1017 SPRING WASHER 6,0 PCS
11 LR5310 LOCK.RING HD/HDX-40 4-13085-B 1,0 PCS
12 HD5651 OD-BOX CASE 1,0 PCS
13 HD5620 GUIDE RING HD/HDX-40 3-15149 1,0 PCS
14 TR1138 SEALINGRING, 4-14825 1,0 PCS
15 LH1040 SEALING HOLDER HD/HDX 3-15150 1,0 PCS
17 LG2355 COVER 1,0 PCS
18 HD5616 INLET PIPE 1,0 PCS
20 HD6042 INTERMEDIATE PART 1,0 PCS
24 LG1024 COVER 1,0 PCS
26 LS1450 LOCKIN PIN 1,0 PCS
27 BP1014 PLAIN WASHER BRB 4,0 PCS
28 RS1005 PIPE 10.0x 1.5 DIN2391/C 1,0 m
34 HD5626 OIL DISTRIBUTOR SHAFT 1,0 PCS
35 TM1629 SEALING 2,0 PCS
36 HD5628 OIL DISTRIB. HOUSE 1,0 PCS
38 TR1136 SEALINGRING, 4-13810 1,0 PCS
39 BG1006 SEALING WASHER 6,0 PCS
40 ** ** 1,0 PCS
Postal address Visiting address Phone Reg.no. Bankgiro

BERG PROPULSION AB +46-31 976500 SE556568305801 5254-2628
Box 1005 Långesand 1 Telefax VAT.no. Postgiro
S-430 90 ÖCKERÖ S-430 90 ÖCKERÖ +46-31 976538 SE556568305801 146961-8
SWEDEN Email: INFO@BERGPROPULSION.SEW W W : WWW.BERGPROPULSION.SE Resid:
Part List MONITOR [001] - Berg Propulsion AB MARTIN.A /04-01-19 13:11 Sida: 2 av 2
PARTLIST
Art.No HD17790
Description OIL DISTRIBUTOR
Drawing No P3-17790

42 HD5636 SLIDING BLOCK 1,0 PCS
43 HD5648 FEED-BACK ARM 4-HD 3-13943 1,0 PCS
44 LB5020 BUCH 2,0 PCS
48 HD5635 FEED BACK SHAFT 1,0 PCS
49 KS9009 KEY 5 x 5 x 16 mm 1,0 PCS

SWEDEN Email: INFO@BERGPROPULSION.SEW W W : WWW.BERGPROPULSION.SE Resid:
Part List MONITOR [001] - Berg Propulsion AB BJORN.WE / 04-10-08 14:09Sida: 1 av 1
PARTLIST
Art.No HD24315-20
Description OD-BOX MANOUVRE HDX 40
Drawing No P3-24315

1 RA1070 CONNECTION 2,0 PCS
2 BG1513 WASHER 2,0 PCS
3 RA1073 CONNECTION GE-20-SR S/4" r 1,0 PCS
5.1 RA1078 COUPLING 1,0 PCS
5.2 RA3055 CONNECTION RI 1 1/4" x 1" 1,0 PCS
7 SR4075 PLUG 1,0 PCS
8 BG1517 WASHER GBR 48,4X58,7 1,0 PCS
9 HD17790 OIL DISTRIBUTOR 1,0 PCS

SWEDEN Email: INFO@BERGPROPULSION.S WWW: WWW.BERGPROPULSION.SE Resid:
ASJ AJ AJ
Part List
PARTLIST
Art.No EB30654
Description STARTER UNIT DOL 8-12A
Drawing No P3-30654

1 EM1782 EQUIPMENT CABINET 1.0 PCS
2 EB3050 CONTACTOR 1.0 PCS
3 ER3030 RELAY-THERMAL OVERLOAD 1.0 PCS
4 EM2112 TRANSFORMER 1.0 PCS
5 ER2446 RELAY-DELAY ON OPERATE 1.0 PCS
6 ER1072 RELAY 2.0 PCS
7 ER1064 RELAY BASE 2.0 PCS
8 EM2685 TERMINAL FUSED MB10/12.SF 4.0 PCS
9 EM3025 FUSE 4A 2.0 PCS
10 EB3070 AUX.CONTACT N/O 1.0 PCS
11 EM2160 MOUNTING RAIL - T35 1.0 m
12 EM2705 CONNECTION BLOCK 6.0 PCS
13 EM2695 TERMINAL MA2,5/5 10.0 PCS
14 EM2435 TERMINAL EARTH 2.0 PCS
15 EB3020 MAIN SWITCH 25A 1.0 PCS
16 EM2420 END STOP - BADL 6.0 PCS
17 EM1910 LAMP UNIT - GREEN 1.0 PCS
18 ** ** .0 PCS
19 EM1920 LAMP UNIT - YELLOW 1.0 PCS
20 EM1915 LAMP UNIT - RED 1.0 PCS
21 EM1935 LAMP UNIT - WHITE 1.0 PCS
22 EB2173 CONTACT BLOCK 1.0 PCS
23 EB2036 SWITCH ZB2-BD3 1.0 PCS
24 EM1810 LAMP 24V 80mA 4.0 PCS
25 NS3368 SIGN - MAN-AUTO-OFF 1.0 PCS
26 EM2250 CABLE RK 0.75 BLACK 10.0 m
27 EM2374 CABLE 2.0 m
28 EM2275 CABLE COVER 1.0 m
29 SM8510 SCREW 20.0 PCS
30 EM2700 SECTION PLATE 6.0 PCS
31 ** ** 1.0 PCS
32 EM2377 CABLE CHANNEL 1.0 m
33 EM2446 END PLATE FEM12S 1.0 PCS

Berg Propulsion Europe AB +46-31 976500 SE5565236493 5254-2628
SWEDEN Email: info@bergpropulsion.se WWW: www.bergpropulsion.se Resid:
5 REMOTE CONTROL SYSTEM TYPE ERC3000
CONTENTS
5.1 GENERAL DESCRIPTION.........................................................................................................3

5.1.1 INTRODUCTION ...........................................................................................................3
5.1.2 SYSTEM CONFIGURATION .........................................................................................4
5.2 OPERATION OF CONTROLS – BRIDGE FWD AND AFT PANEL ..........................................5
5.3 ....................................................................................................................................................8
5.4 OPERATION OF CONTROLS – ENGINE ROOM .....................................................................8
5.5 OPERATION.............................................................................................................................12
5.5.1 ACTIVATING THE SYSTEM .......................................................................................12
5.5.2 CONTROL OF THE PITCH / ENGINE SPEED FROM ENGINE ROOM CONTROL
PANEL .........................................................................................................................12
5.5.3 CONTROL OF THE PITCH / ENGINE SPEED FROM THE BRIDGE PANELS .........14
5.5.4 EMERGENCY PITCH CONTROL ...............................................................................15
5.6 COMMAND TRANSFER SYSTEM ..........................................................................................16

5.6.1 INTRODUCTION .........................................................................................................16
5.6.2 LEVER ALIGNMENT ...................................................................................................16
5.6.3 TRANSFER PROCEDURES briefly description ..........................................................17
5.7 MANOEUVRING ......................................................................................................................18

5.7.1 SYSTEM OPERATION ................................................................................................19
5.8 BACKUP CONTROL & PITCH INDICATING SYSTEM ..........................................................21

5.8.1 BACKUP CONTROL SYSTEM....................................................................................21
5.8.2 PITCH INDICATION SYSTEM.....................................................................................22
5.9 LOAD CONTROL SYSTEM .....................................................................................................23

5.9.1 OVERVIEW..................................................................................................................23
5.9.2 COMPONENT PARTS.................................................................................................23
5.9.3 OPERATION................................................................................................................23
ERC3000 TWIN B2 CCS Berg Propulsion AB, Öckerö, Sweden

issue-1.1 Tel:+46-31-97 65 00 Fax:+46-31-97 65 38 Page 1 of 48
5.10 ADDITIONAL FUNCTIONS......................................................................................................24
5.11 SYSTEM CONFIGURATION AND TECHNICAL DATA ..........................................................26

5.11.1 GENERAL....................................................................................................................26
5.11.2 TECHNICAL DATA ......................................................................................................26
5.11.3 INTERFACING OF COMPONENTS............................................................................27
5.12 PARAMETER SETTING AND FAULT DIAGNOSIS................................................................28

5.12.1 PARAMETER SETTING ..............................................................................................28
5.12.2 FAULT DIAGNOSIS.....................................................................................................44
5.13 ISSUE HISTORY AND OWN NOTES ......................................................................................46
5.14 CLUTCH CONTROL AND SHAFT SPEED INDICATION .......................................................47
5.15 APPENDIX - DRAWINGS ........................................................................................................48
NOTE: 1. The information contained in this manual describes the standard control
system and normally available options. Always refer to the system
drawings to obtain information on which options are included.
2. Berg Propulsion endeavours to ensure the information contained in this

document is correct, but does not accept liability for omissions and errors.

5.1 GENERAL DESCRIPTION
5.1.1 INTRODUCTION
ERC 3000 is a PLC based full follow up electronic remote control system for the ship's
propulsion machinery, its primary purpose is the remote control of propeller pitch and main
engine speed. The system is adaptable to the requirements of the user and includes as
standard automatic engine load control and overload protection
Propeller pitch and engine speed (RPM) can be controlled from the bridge by one combined
lever. Control can be executed from any number of control positions on the Bridge dependant
on the system specification. The engine room normally has one control panel and as standard
uses separate levers for controlling pitch and engine speed. The system is designed so that at
any time only one control position is active and that transfer of pitch control can only take place
if the current and next control position levers are within 10%.
In the event of a system or power failure, backup open loop pitch control can be quickly
selected, pitch control is then transferred to the ahead/astern non follow up tiller mounted in the
engine room panel and bridge main panel, selecting backup control causes the engine
speed to go to constant speed.
Both the main and back up systems are configured so that the engine room control position
has priority of command and can at any time take command from the bridge, should this
happen the panel "attention buzzer" is started on the bridge main panel and can only be
cancelled by bridge acknowledgement.
The system is self monitoring and can display faults either with clear text on the touch screen
display or through a coded lamp sequence on the program controller.
The display unit is also used for inputting the system parameters.
display system
parameter menu

5.1.2 SYSTEM CONFIGURATION

The detailed specific system configuration is shown in the ERC 3000 layout drawing. The
figure below shows a typical layout in block diagram form.
Typical Follow Up System Block Diagram
The bridge deck control panels are hard wired to the Bridge Interface Unit (BIU). Analogue
and digital control signals are converted into data-bus words and transferred to the Central Unit
(CU) for processing. In a similar manner the engine room control panel signals are converted
into data words and are together with the engine and propeller signals processed in the CU.
All power supplies for the system are connected to the CU. There are two separate 24V
supplies, both feeding the PLC processor unit and output drivers via a galvanic isolated dc/dc
converter and both feeding directly the backup control with the pitch indication system.
The Central Unit (CU) is the heart of the system and contains the PLC program controller, this
unit communicates with the interfacing parts of the system by transferring and controlling data-
words over the data-bus. Attached to the PLC processor by a serial link is the parameter
setting touchscreen display and the analogue output circuits for controlling the pitch and
engine speed.
The Local Unit (LU) contains the propeller interface and also the backup control with the pitch
indication systems. The primary output of the LU system is the proportional drive signal to the
solenoid valves. The primary inputs are the pitch position from the propeller pitch control unit
and the pitch control signals from the backup controllers.

5.2 OPERATION OF CONTROLS – BRIDGE FWD AND AFT PANEL
The main bridge forward and aft panels are nearly identical, the only difference is that the
panel designated MAIN will have a change over switch FWD/AFT. The Panels consists of the
following standard instruments and indicators, additional functions will be detailed in Section
5:10
1. PITCH CONTROLLER (Main panel)

- A Stork-Kwant type Buk C controller provides single lever control for both pitch position
and engine speed (combinator mode) according to a parameterised graph; or single
lever control for pitch position only, depending on selection of constant engine speed
(crpm). When CRPM is not selected, automatically combinator mode is active and pitch
position is determined by the combinator curve. If CRPM is selected then 100% pitch
will be reached at lever position 10 and engine speed is not controlled by the lever.
- The controller includes lever alignment lamps which are active when the Engine room or
one of the bridge wings has control, the lamps indicate the direction to move the lever to
match the currently used pitch lever. When both lamps are lit the lever is within 10% of
the position of the currently used pitch lever and a bump free control transfer can be
achieved.
2. PITCH POSITION INDICATOR

- Indicates the actual position of the propeller pitch between full ahead and full astern.
The pitch indication system uses the backup power supply so is still available with a
main system failure.

3. SHAFT SPEED INDICATOR

- Indicates the actual shaft speed propeller
4. INDICATION LAMP “OVERLOAD”

- An overload switch is mounted on the fuel rack or inside the governor of the main
engine. When activated the lamp overload will light indicating that the engine is in
overload condition. If the load control system is functioning correctly this situation should
not remain for more than a few seconds. Should the lamp remain lit then manual pitch
reduction should be applied.
5. INDICATION LAMP “CRPM”

- When lit it indicates that constant engine speed mode is selected. Selection is normally
made in the engine room. Adjustment of the set speed is a system parameter. When
CRPM is not selected the pitch controller controls both pitch and engine speed. In this
situation the potentiometer pitch trim can be used to reduce the pitch without changing
the engine speed. If CRPM is selected then the pitch controller only controls the pitch.
6. CHANGE OVER SWITCH AFT/FWD”

- (Main panel only) This switch is mounted only on the main bridge panel and is a permit
switch to allow transfer to the other panel.
7. PUSHBUTTON “LAMP TEST”

- Provides a signal to the PLC system to activate all the lamp and buzzer functions for the
relevant panel
8. DIMMER
- Controls the intensity of the indicator lamps with the exception of the overload lamp
9. POTENTIOMETER “PITCH TRIM”

- This is a maximum pitch adjuster that applies a limit to the maximum allowed pitch. In
the combinator mode this is useful so that pitch can be reduced without effecting engine
speed. The range of adjustment is a system parameter.
10. INDICATION LAMP “ENGINE LOCAL CONTROL”

- This lamp indicates that the engine has been switched to local control; as a result both
speed and pitch outputs are blocked. In this case the pitch can only be moved from the
engine room control panel by using backup control.
11. PUSH BUTTON “TAKE OVER” WITH INDICATION LAMP “IN COMMAND”
- This push button is used to accept control at the panel. At the main bridge panel a
flashing lamp and a buzzer indicates that the engine room has requested the bridge to
take over, or the bridge backup control has been switched off. In both cases: Press the
pushbutton “take over” and the buzzer will stop. When doing a control transfer and the
lamp remains flashing it means that the control change over is not completed because
the lever is out of position. Move the lever to the direction indicated by the lever

alignment lamps in the pitch controller unit, until both lamps are lit. Control transfer is
now completed and the lamp “In command” will show a steady light. Then the engine
room retakes control this button is pressed again to acknowledge the control transfer
and cancel the buzzer.
NOTE: Full details of the control transfer sequence are given in section 5.6
BACK UP CONTROL:
12. BACKUP ON / OFF

- When the bridge is in control this momentary action switch (returns to middle position)
activates or de-activates the bridge backup control function. When switched “on” the
lamp “bridge backup on” will illuminate, and the lamp “in command” will start flashing;
control of pitch is only possible by the toggle switch ahead / astern. After de-selection of
the Backup system the buzzer will sound and “take over” switch must be pushed to
accept control on the main system. The lamp “in command” will stop flashing.
If control is at engine room then bridge backup control cannot be activated.

Engine room has priority.
13. “ENG RM BACKUP ON” LAMP

- Indicates that the engine room backup system is operational and that control from the
Bridge is not possible. Not with normal control but also not with backup control.
14. “BRIDGE BACKUP ON” LAMP

- Indicates that the bridge backup system is operational and that normal control from the
Bridge is not possible with main follow up system.
15. TOGGLE SWITCH “AHEAD/ASTERN”

- This tiller action double switch is the non follow up pitch controller, pushing the tiller
ahead or astern acts directly on the solenoid valve and causes the pitch to move without
proportional control. Power supply is taken from the 24V battery backup supply.
CLUTCH CONTROLS:
16. MAIN CLUTCH IN

- Pushed when main clutch engagement is required. The lamp will illuminate when full
engagement is achieved.
17. MAIN CLUTCH OUT

- Pushed when main clutch disengagement is required. The lamp will illuminate when
disengagement is achieved.
18. MAIN CLUTCH BLOCKED

- Lamp lit when clutch engagement is blocked, due to either NOT zero pitch or engine
speed out of range.

NOTE: Clutch blocked applies to both Clutch engagement and disengagement.

Emergency clutch disengagement can take place under any conditions
5.3
Not used
5.4 OPERATION OF CONTROLS – ENGINE ROOM
The engine room panels consists of the following standard instruments and indicators,
additional functions will be detailed in Section 5:10
1. PITCH/SPEED CONTROLLER
- A Stork-Kwant type Buk-C controller provides separate lever control for pitch position,
speed control is provided by a separate multi turn potentiometer.
- The pitch controller provides linear position control from full ahead to full astern; the rate
of change of pitch movement is not effected by any parameters that are set for bridge
combinator control. The controller includes lever alignment lamps which are active
when the Bridge has control and indicate the direction to move the lever to match the
bridge lever. When both lamps are lit the lever is within 10% of the position of the bridge
lever and a bump free control transfer can be achieved.

- The speed controller provides linear engine speed change from firing speed to nominal
speed; the rate of change of speed is not effected by any parameters that are set for
bridge combinator control.
2. PITCH INDICATOR
- See Bridge Main panel for description.
3. SHAFT SPEED INDICATOR

4. INDICATION LAMP “OVERLOAD”

5. INDICATION LAMP “ENGINE LOCAL CONTROL”

- This lamp indicates that the main engine or pitch is set to local control. The remote pitch
and speed outputs are blocked. Pitch can only be controlled using the backup system.
6. LOAD LIMIT ADJUSTER

- Adjusted to set the maximum allowable engine load between 100% and 60%, the engine
load is then maintained by automatic fine pitch adjustment (automatic load control). The
range of the load limit adjuster is a system parameter. The “Load Limiter” is one of the
system inputs used to calculate “Permitted load”
7. PUSH BUTTON AND INDICATION LAMP “CRPM”

- Provides for the selection and indication of the constant speed mode. When selected
the engine speed is maintained at a level set in the PLC parameters. When deselected
bridge control is automatically in combinator mode.
8. INDICATION LAMP “BRIDGE CONTROL”

- Steady light indicates the command is on the bridge.
Note: Full details of the control transfer sequence are given in section 5.6
9. PUSHBUTTON “TAKE OVER” WITH INDICATION LAMP “IN COMMAND”

- The switch is pushed when the command is required in the engine room. A steady “in
command” light indicates that engine room is in control; a flashing lamp and a buzzer
indicates that the bridge has requested the engine room to take over, or the engine room
backup control has been switched off. In both cases: Press the pushbutton “take over”
and the buzzer will stop.
When doing a control transfer and the lamp remains flashing it means that the control
change over is not completed because the lever is out of position. Move the lever to the
direction indicated by the lever alignment lamps in the pitch controller unit, until both
lamps are lit. Control transfer is now completed and the lamp “in command” will show a
steady light

10. TRANSFER SWITCH “ER/BRIDGE”

- This switch is used to permit transfer of control between the ER and Bridge Main Panel.
Selection of BRIDGE allows the control to be taken on the bridge when the Bridge Main
Panel Take over button is pressed.
11. INDICATION LAMP “LOAD LIMITING”

- This when actual engine load is greater than permitted load. Permitted load being a
parameter determined by the poison of the “Load Limit” controller and the actual shaft
speed.
BACK UP CONTROL:
12. BACKUP ON / OFF

- The backup ON/OFF selects and de-selects the engine room backup pitch control
system. When switched “on” the lamp “eng.rm. backup on” will illuminate, and the lamp
“in command” will start flashing; control of pitch is only possible by the toggle switch
ahead / astern. After de-selection of the backup system the buzzer will sound and the
“take over” switch must be pushed to accept control on the main system. The lamp “in
command” will stop flashing.
13. INDICATION LAMP “ENG RM BACKUP ON”

14. INDICATION LAMP “BRIDGE BACKUP ON”

15. TOGGLE SWITCH “AHEAD/ASTERN”

CLUTCH CONTROLS:
16. MAIN CLUTCH IN

- Pushed when main clutch engagement is required. The lamp will illuminate when full
engagement is achieved.
17. MAIN CLUTCH OUT

- Pushed when main clutch disengagement is required. The lamp will illuminate when
disengagement is achieved.

18. MAIN CLUTCH BLOCKED

- Lamp lit when clutch engagement is blocked, due to either NOT zero pitch or engine
speed out of range.
Note : Clutch blocked applies to both Clutch engagement and disengagement and
disengagement. Emergency clutch disengagement can take place under any conditions.

5.5 OPERATION
5.5.1 ACTIVATING THE SYSTEM

The system can be switched on by activating the breakers F4 to F7 in the Central Unit.
F3 = 24VDC backup power supply to Local Unit

F4 = System internal isolated power supply to all Units
With only F3 switched on, backup control only is possible.
With F4 ON the system will start up and perform a self test. The display unit will not start until
the PLC has successfully completed its self test. When the self test is finished the buzzer at
the engine room panel will sound, the lamp “in command” will flash and the pushbutton “take
over” has to be pressed to make the system ready and operational.
After a power interruption the system will restart and perform a new self test, on completion of
the self test the control will be available at either the Bridge or Engine Room, depending on the
position of the ER/BRIDGE switch on the engine room panel.
The touch screen display unit can separately be switched off by use of the switch S1 inside the
Central Unit door panel. This will only shut down the power to the touch screen display and
does not in any way effect the main PLC system. Power to the display unit is not available until
after the PLC has completed it start up.
In case of a (power) failure of the normal PLC system (indication lamps go off, control failure
given by the Central Unit, no control of pitch/speed) the pitch control can be transferred to the
backup system by switching on backup control. The engine speed will remain at (or increase
to) full speed. When the power returns (indication lamps on, control failure off), backup control
can be switched off and control is recovered as soon as the “take over” button is pressed.
In the case of a control failure the red lamp mounted outside on the Central Unit door
illuminates and a CPP control failure alarm will be given to the ships alarm system.
In the case of a power failure from one of the two power supplies, a failure signal will be given
to the alarm system the associated power available lamp in the Central Unit will be out.
5.5.2 CONTROL OF THE PITCH / ENGINE SPEED FROM ENGINE ROOM CONTROL PANEL
When the system is in engine room control, two modes of control are possible:
1) non follow up - backup control
2) follow up electronic control
ENGINE ROOM - NON FOLLOW UP BACK UP CONTROL

When backup control is selected the pitch solenoids are controlled directly by means of the
toggle switch ahead/astern, and the PLC system is in backup mode. The engine speed is
controlled by a fixed output current transmitter which is preset for maximum speed. The lamp
“eng.rm backup on” is activated and the lamp “in command” is flashing. When backup control
is switched ‘off’, the lamp “eng.rm backup on” will go out and the buzzer will sound. Normal
control has to be accepted by pushing the button “take over”. The buzzer will stop and the lamp
“in command’ will illuminate steady.
* When at backup control the analogue indication of the pitch position is still available.

ENGINE ROOM - FOLLOW UP ELECTRONIC REMOTE CONTROL

When control is in the engine room the lamp “In command” will be lit and full PLC control of
both pitch and speed is possible with their respective controllers. Functions like load control,
load limiting, auto load reduction, delay times etc. are operational and as long as the engine
load is not exceeding the permitted load the pitch will follow the pitch lever position up to
100%.
If the engine load reaches the permitted maximum load the pitch will stop increasing and will
only start increasing again when the engine load is lower than the permitted load. If the engine
load is higher than the permitted load it will pitch will reduce until the load returns to the
permitted load.
The “Load limiting” lamp in the ER will indicate when Actual load is higher permitted load.
The size of the difference between actual engine load and permitted load signals determines
the rate of pitch change.
As long as CRPM is not selected the engine speed is controlled by the speed controller.
The above is only possible when the main engine is set to remote control. When the engine is
set to local the speed and pitch outputs are blocked. In that case the lamp “engine local
control” is illuminated. To get speed and pitch control activated the switch local/remote at the
main engine has to be switched to the remote position; at the engine room control panel the
buzzer will sound and the lamps “in command” and “engine local control” are flashing. Press
“take over” and the buzzer stops, the lamp “in command” is lit and the lamp “engine local
control” is off.
It is also not possible to move the pitch when the engine Autostop function is activated. This
function is also described as ‘pitch to zero’ and will move the pitch to zero (or hold the pitch at
zero) as soon as it becomes activated. It can only be released at the engine control panel.
CRPM (= constant engine speed) can be selected with the yellow pushbutton CRPM; if
selected the lamp CRPM will illuminate. When CRPM is selected the speed controller is not
operational
Normally when a shaft generator is used, the CRPM function is held on by a signal from the
main switch board. In this case it is not possible to de-activate CRPM with the pushbutton on
the engine room panel.
When the pitch lever is moved quickly from zero to full ahead or astern (or the other way
around), the pitch increases (or decreases) by a delay curve created via the parameters in the
PLC.
The same is applied to the speed controller and the speed output of the system.
With the potentiometer load limit it is possible to reduce the permitted load. As soon as the
actual engine load is higher than the permitted load the pitch will reduce. The range of the pitch
trimmer is a parameter setting in the program but as default set between 60% and 100%
engine load.
When the lamp “in command” is flashing together with a buzzer sounding it means that the
bridge requests the engine room to take over command, or engine room backup control has
been switched off. In both cases press “take over” to stop the buzzer and to get command.
When the lamp “in command” is flashing without the buzzer sounding it means that the lever is
not in control of the pitch. The reason could be that the lever is not in the correct position for
transfer command (from bridge main panel), in that case the lever has to be moved in that
direction indicated by the alignment lamps, until both lamps are lit.

5.5.3 CONTROL OF THE PITCH / ENGINE SPEED FROM THE BRIDGE PANELS
When the system is at the bridge there are three modes of control possible:
1) non follow up backup control (main panel only)
2) follow up electronic control, combinator mode
3) follow up electronic control, constant speed mode
BRIDGE - NON FOLLOW UP BACK UP CONTROL --MAIN PANEL ONLY--

When backup control is selected the pitch solenoids are controlled directly by means of the
toggle switch ahead/astern, and the PLC system is in backup mode. The engine speed will go
to or remain at maximum speed. The lamp “bridge backup on” is on and the lamp “in
command” is flashing. When backup control is switched ‘off’, the lamp “bridge backup on” will
go out and the buzzer will sound. Normal control has to be accepted by pushing the button
“take over”. The buzzer will stop and the lamp “in command’ will illuminate steady.
* When in backup control the analogue indication of the pitch position is still available.
* Transfer of control to bridge wings is NOT possible when in backup control.
BRIDGE - FOLLOW UP ELECTRONIC CONTROL, COMBINATOR MODE

When control is at the bridge, as long as constant engine speed (CRPM) is not selected the
system will run in combinator mode and both the pitch as well as the engine speed, are
controlled by the control lever; the following lamps are lit: “bridge control” and “in command”;
the lamp “CRPM” is off.
All functions like load control, load limiting, auto load reduction, delay times etc. are operational
and assuming that the pitch trim potentiometer is set to pos. 10; as long as the engine load is
not exceeding the permitted load the pitch will follow the bridge lever up to 100% pitch which is
the maximum pitch required for 100% load on the engine when all other equipment is shut
down (shaft generator, PTO pumps, etc.) and the engine speed will increase from firing speed
to maximum speed.
If the engine load reaches the permitted maximum load the pitch will stop increasing and will
only start increasing again when the engine load is lower than the permitted load. If the engine
load is higher than the permitted load it will pitch will reduce until the load returns to the
permitted load.
The size of the difference between actual engine load and permitted load signals determines
the rate of pitch change.
With the potentiometer pitch trim it is possible to reduce the pitch without affecting the engine
speed. The range of the pitch trimmer is a parameter setting in the program, as default set from
50% to 100% pitch. the pitch trimmer only has effect when the actual pitch is positioned within
this range.
When the control lever is moved quickly from zero to full ahead or astern (or the other way
around), the pitch and the speed increases (or decreases) by a delay curve created via the
parameters in the PLC.
When the lamp “in command” is flashing together with a buzzer sounding it means that the
engine room requests the bridge to take over command, or bridge backup control has been
switched off. In both cases press “take over” to stop the buzzer and to get command.
When the lamp “in command” is flashing without the buzzer sounding it means that the lever is
not in control of the pitch. The reason could be that the lever is not in the correct position for
transfer command (from engine room panel), in that case the lever has to be moved in that

direction indicated by the alignment lamps, until both lamps are lit.
When control is on the bridge it is possible to change command to other bridge locations by
pressing the “take over” pushbutton on the desired panel. Bump free transfers can be made at
any position of the levers.
Description of the command transfer procedures can be found in chapter 5.6.
Transfer command from engine room to bridge is not possible as long as the engine is in local
control (lamp “engine local control” is illuminated).
BRIDGE - FOLLOW UP ELECTRONIC CONTROL, CONSTANT SPEED MODE

As soon as constant engine speed (CRPM) is selected the system will run in constant speed
mode and only the pitch is controlled by the control lever. The engine is running at a constant
speed preset by system parameters.
The following lamps are lit: “bridge control”, “in command”, and “CRPM”.
The pitch will follow the lever according to the constant mode pitch curve instead of the
combinator curve. Both curves are parameter settings in the PLC.
All other functions are the same as described with combinator mode, however in this situation
the pitch trim potentiometer is now more or less useless.
5.5.4 EMERGENCY PITCH CONTROL

The emergency pitch control is not a part of the Remote Control System, because the pitch is
not controlled in any way by the system but when using Emergency Pitch Control it is
recommended to select local control on the LOCAL UNIT in the engine room.
When using Emergency Control the pitch is controlled directly by pushing the directional
solenoid valves which are mounted near the hydraulic tank unit.

5.6 COMMAND TRANSFER SYSTEM
5.6.1 INTRODUCTION
The command transfer system allows for swift, accurate and safe transfer of command
between:-
a. Engine room and bridge main.

b. Bridge main and bridge wings.
The system is designed so that the engine control room has priority of command. The position
of the ER/BRIDGE switch on the Engine Room Control panel determines whether the control
can be transferred to the Bridge.
At power up, or after an interruption to the power supply, the position of the ER/BRIDGE switch
determines where the control can regained.
5.6.2 LEVER ALIGNMENT

The Lever alignment system consists of lever alignment sensing within the PLC program
controller and alignment lamps that indicate the alignment status at Engine Room and Bridge
panels.
Lever alignment is required to ensure “bump free” transfer of command from one panel to
another. The system operates by preventing transfer being completed if there is more that
10% difference in the lever positions. This will be indicated by a flashing “in command” lamp
and one illuminated alignment lamp on the panel to which control is transferred.
The Lever alignment lamps are built into the scale of each controller. The lamps function is as
follows:-
• One alignment lamp lit indicates that the lever must be moved in the direction of the
arrow
• Two alignment lamps lit indicates that the lever is in the aligned position.
NOTE: The alignment lamps on the panel that is “in command” are not active.
An additional use for the alignment lamps is to identify the position of the lever that is “in
command” at another control position; moving a non-controlling lever so that both alignment
lamps remain lit, tracks the movement of the Command lever. This function is especially
useful at the engine room control panel where the duty engineer will be able to determine the
load being requested by the controlling panel (in case the Central Unit with the display is on
another location).

5.6.3 TRANSFER PROCEDURES briefly description

The following procedures has to be followed for command transfer between
Engine Room ↔ Bridge Main and Bridge Main ↔ Bridge Wing.
1) Engine Rm to Bridge Main, Engine Rm initiates

1. EngRm: select ER/Bridge switch to Bridge
2. Bridge: press pushbutton take over
2) Engine Rm to Bridge Main, Bridge initiates

1. Bridge: press pushbutton take over
2. EngRm: select ER/Bridge switch to Bridge
3) Bridge Main to Engine Rm, Engine Rm initiates

1. Engine Rm: select ER/Bridge switch to ER
2. Bridge: press push button “Take over” to acknowledge and cancel buzzer
3. Engine Rm: press “Take Over” to accept and cancel buzzer
4) Bridge Main to Bridge Other

1. Bridge Main panel: No action required
2. Bridge Other: press push button take over
NOTE:
When “take over” is pressed before lever alignment, the “in command” lamp remains
flashing on the desired control station. In this situation, the best way to finish the
transfer procedure is to move the lever in the desired direction until both alignment
lamps are lit.
As soon as the “in command” lamp is on, the transfer is complete.
NOTE:
Bridge to bridge transfers do not initiate the buzzer.

5.7 MANOEUVRING
With the command on the bridge, pitch and engine speed are controlled by a single lever, the
relationship between the pitch position and engine speed at any set point is determined by a
graph known as the combinator curve. (see graph below for a typical combinator curve)
Each curve has 9

points that can be set
in the PLC parameter
setting program
The Combinator curve is

set by parameters in the PLC program controller, the graph is designed so that the propeller
load curve matches as closely as possible the engine load curve. Through “on line “
parameter changes the graph can be adjusted to suit every installation. The rate at which pitch
& engine speed increase and decease is also set in the PLC program controller (delay times)
and can be adjusted “on line” to obtain the best performance.
With the command in the engine room pitch and engine speed are controlled linearly by
separate levers and are not effected by any combinator curve settings.
In the CONSTANT SPEED MODE, the speed set point corresponds to the constant value set
in the PLC parameterisation system. The load value (load demand) will in this case be
translated into a pitch set point according to a separate parameterised pitch curve (constant
mode curve).
In case the engine speed is for some reason less than demanded, depending on the actual
shaft speed a reduced load allowance is programmed in the PLC program by means of a
speed / load demand curve to prevent the engine for overloading or high temperatures.

5.7.1 SYSTEM OPERATION
The following diagram gives a general overview of the operation sequence of a typical PLC
program controller.
MIN
MIN

When the ECR is the active control position, engine speed can be set from idle to maximum
speed (100%) using the speed control lever. When a shaft generator is selected the speed is
set to CONSTANT SPEED MODE , the pre-selected speed will be 100%.
The pitch set-point is selected from -100% to +100% by the pitch control lever. With ECR
control there is no combinator program active, the pitch set-point follows the control lever
according to a linear graph.
If the bridge is the active control position, conversion of the control lever position into a load
value is achieved according to a graph of pitch against engine RPM (Combinator Curve).
Multiple graphs can be programmed into the system and made selectable from one of the
control panels. The status can be displayed at selected control positions.
Individual delay programs can be set to control the rate of load increase and decrease for the
various operational modes.
A constant speed mode is available that can be automatically or manually selected. Constant
speed is selected when a Shaft generator is required or when the system receives pitch control
inputs from a dynamic positioning system.
A load controller (PI-controller) is provided and programmed to protect the engine from
overloading. This controller acts to reduce the pitch set point if the actual engine load
(measured fuel injection rate) exceeds a set-point. In the COMBINATOR MODE, this set point
is provided by the load limit curve from the actual engine speed. The maximum set point can
be limited by the LOAD LIMIT potentiometer setting (normally 100% down to 60%). In a similar
way a SLOW DOWN (auto reduce) signal from the engine safety system can limit load to a
pre-set level. Slow down is an overriding action.
The PLC system provides both a +/- 5V proportional control signal to the Pitch Solenoid Driver
Unit in the Local Unit and a 4-20mA current loop to the engine speed governor. The Pitch
Solenoid Driver Unit supplies a frequency modulated control current to the solenoid valve coil.
Through the actions of the PI controller and proportional drive signal the pitch can be adjusted
both smoothly and with great accuracy.
In case the engine governor is controlled via control air an optional I/P-converter can be
installed for controlling the air pressure between 1 and 5 bar.
To meet special requirements, the PLC can be reconfigured and reprogrammed to meet
special demands, for instance when the ship is supplied with an Emergency PTI drive, and the
pitch needs another (reduced) curve, with or without automatic load control.

5.8 BACKUP CONTROL & PITCH INDICATING SYSTEM
5.8.1 BACKUP CONTROL SYSTEM

In the event of a fault occurring in
the remote control system the
emergency / backup (non follow-
up) pitch controller is selected.
The backup controls are located in
the main bridge panel and in the
engine room panel and are
connected directly to the Local
Unit in the Engine Room.
The Operation of the system is by

manual selection of the on/off
switch, pitch control is then
immediately passed to the
selected panel and pitch can be
adjusted by operating the toggle
switch "Ahead" or "Astern".
At change over to backup

control the actual pitch position
of that moment remains fixed
and the engine speed will be
held constant at maximum.
Reverting to remote control first requires de-selection of the backup system followed by normal
command take over at the required position.
Selection of backup control causes the “in command” lamp to flash and illuminates -depending
of the location where backup control is selected- the “bridge backup on” or “eng.rm. backup on”
lamp; subsequently on releasing the backup control the buzzer sounds which then requires to
press the “take over” button to regain control. The lamp “in command” will stop flashing.
Selection of backup control in the Eng.Rm when the Bridge has main control causes the “in
command” lamp on the bridge panel to flash and illuminates the “eng.rm backup on” lamp; in
the engine room the lamp “bridge control” will be flashing. Subsequently on releasing the
Eng.Rm backup control the Bridge buzzer sounds which then requires the Bridge to press
“take over” to regain control.
Selection of backup control on the Bridge when the Engine Room has main control is not
possible, unless the system has a (power) failure by which the PLC does not run anymore.
If a serious problem happens to the PLC which causes the PLC to stop functioning, the pitch
will maintain its position. In order to get control over the pitch it is necessary to select backup
control. As long as the hydraulic pumps are running, control is possible via the backup control
toggle switch. Of course when both power supplies (main and backup) fail, electrical control is
no longer possible but as long as the pumps are running manual EMERGENCY CONTROL is
possible by using the directional solenoids in the engine room.
When the pumps are not running then EMERGENCY PUMP and EMERGENCY CONTROL is
possible by using the hydraulic hand pump near the tank unit and in the same time push one of
the directional solenoids in order to move the pitch in the desired direction.

5.8.2 PITCH INDICATION SYSTEM
The pitch indication system is

part of the backup system. The
circuit board (PC033) is mounted
in the Local Unit. The power
supply is 24VDC backup.
The system uses the second half

of a double potentiometer
mounted on the PCU. The
system is electrically separated
from the main control system.
Adjustment of the indicators is

carried out by the 3 trim
potentiometers mounted on the
circuit card and marked Zero,
Ahead & Astern.
This adjustment is for the

indicators only and has no
effect on the main control
system.
All indicators of the entire system are parallel connected to the PC033 output signal. This
signal is –5V for 100% astern indication, 0V for zero pitch and +5V for 100% ahead indication.
When all indicators are showing the same wrong indication than adjustment have to be made
at the PC033 circuit board in the Local Unit.
When only one indicator is showing a wrong indication than adjustment have to be made at the
backside of this indicator. To adjust this indication, the pitch must be in full ahead position.
To increase the availability of the main control system the signal from the pitch indication
feedback potentiometer is also going to a galvanic isolated converter and made available as a
backup pitch position feedback for the main system. In the event of a failure of the main pitch
position feedback potentiometer, a change over switch is provided in the Central Unit to switch
over to the backup potentiometer (Switch S2 inside the Central Unit door panel). The pitch
indication will still function as normal. Calibration of this backup signal is carried out during
commissioning.
It is not possible to use the normal system feedback signal for indication of the pitch when the
pitch indication potentiometer is defective. In this situation the lever position can be used to
determine where actual pitch position should be.
When one of the two potentiometers is broken, the feedback potentiometer unit needs to be
replaced as soon as possible by a BERG approved technician.

5.9 LOAD CONTROL SYSTEM
5.9.1 OVERVIEW
The automatic load control system is designed to maintain a constant load on the engine at a
level, preset in the engine room. The level setting normally range from 100% & 60% of full
engine power. Both upper and lower limits can be set in the system parameter setting program.
The maximum permissible load is also a factor of the shaft speed when using the combinator
curve.
The system compensates for variations in load by fine adjustment of pitch. Engine load is
continually calculated in the program controller by the measurement of engine fuel rack
position and propeller shaft speed. The load control program is chosen to suit the
characteristics and requirements of the particular vessel. The load curve is defined in the
system parameter setting program.
5.9.2 COMPONENT PARTS

The load control system consist of sensors for monitoring propeller shaft speed and engine fuel
rack position, and a load limit control for setting the max load.
The shaft speed monitor is a digital inductive pick-up sensor mounted in close proximity to the
shaft coupling flange bolt heads. The rate at which the shaft bolt heads pass in front of the
pick-up generates a square wave signal whose frequency is proportional to the shaft speed.
By entering the amount of bolts in the system, the rpm is calculated.
Note: The shaft speed signal is not used for controlling engine speed.
The fuel rack position signal is either taken directly from the engine electronic controller or from
an inductive analogue sensor set to sense the rotation of the fuel rack shaft.
The load limit control is a potentiometer normally mounted on the engine room control panel.
5.9.3 OPERATION
The load control input signals from the sensors and load limit potentiometer are processed by
the PLC program controller, a comparison is made between the actual load and the permitted
load. The results of the comparison is converted into small pitch correction signals. The rate
of pitch change depends on the difference between actual and required load.
A small dead band is built into the system to prevent continual operation of the Pitch Control
Unit when the actual load is within a certain % of the required load. The range of the dead
band is a parameter setting in the program
Through the parameter setting system the load control system can be tuned to suit individual
engines, hull designs and operational modes.

5.10 ADDITIONAL FUNCTIONS
The BERG ERC 3000 system incorporates a number of special functions which depending on
the equipment specification may or may not be included as a functional part of the equipment.
OVERLOAD
The overload signal consists of a micro switch mounted on the engine fuel rack that is set to
activate at 100 +3% fuel. When activated the overload lamp is illuminated at all control panels
after a preset delay time. Because the load control system is already automatically reducing
the pitch, the overload signal will not cause any additional pitch reduce.
Should the lamp remain lit then manual intervention to reduce the pitch is required.
CONSTANT RPM
The constant RPM function is normally selected when a shaft generator is required. The
engine speed is then set to a % of maximum. Mostly the setting will be 100%. The chosen
speed is taken from the system parameter settings. With selection of constant speed the
propeller pitch curve changes from the combinator curve to a more linear function (constant
mode curve).
AUTO-LOAD REDUCTION (ALR) also known as SLOW DOWN

Auto-load reduction is a function that allows for automatic reduction of engine load on a given
signal from the ships alarm or engine safety system. On activation the maximum engine load
is automatically limited to a value set in the parameter table (normally 60%).
AUTO STOP / SHUTDOWN

Auto stop is a function that allows for automatic reduction of pitch to zero on a given signal
from the ships-, engine- or clutch control/safety system or when the engine is (emergency)
stopped. In addition the engine speed is reduce to minimum and the clutch dis-engaged.
SHAFT SPEED INDICATION

When required a galvanic isolated 0-10V signal can be provided for the use of an external
shaft speed indicator. Alignments for the scaling of the indicator is a part of the parameter
settings.
EMERGENCY/ LOCAL CONTROL

In the event of a total electrical failure both main backup systems the pitch can be controlled
directly at the solenoid valve. The valve is supplied with mechanical push buttons.
To operate in the Emergency/ Local mode put the switch mounted on the Local Unit door to the
“LOCAL” position. Operate the mechanical push buttons on the solenoid in the
AHEAD/ASTERN direction according to the command from the emergency telegraph and the
position of the pitch as shown on the PCU mechanical scale.
When local control is selected the both the remote control and backup pitch system are put out
of operation. Engine speed must be also be controlled locally at the engine side.

ELECTRIC SHAFTING SYSTEM

ESS is a servo controlled lever follow up system. When the main bridge panel has control, the
levers of the Wing panels follow exactly the movement of the Main Panel lever. When control
is transferred to one of the Bridge Wing levers, this lever then becomes the master lever and
controls the position of both the main and other wing panel lever. The Main panel lever
however still provides the control position signal to the PLC system. The system is galvanically
isolated from the ERC3000 system and uses its own 24V ship power supply.
DP/JOYSTICK/VDR INTERFACE
Galvanically isolated signals are provided where required for a DP / JOYSTICK system and or
a VDR system. The system drawing shows the signal details.
Fi-Fi MODE
Vessels classed as Fi-Fi 1 will as standard have an interface with the Fi-Fi pump controller as
follows:-
1 digital output CPP Zero Pitch – for Fi-Fi clutch engagement
1 digital signal Fi-Fi pump engaged – this informs the PLC controller that the 80% load
alarm shall be activated
1 digital output – Load greater than 80%
System with a Fi-Fi mode select switch have an addition functionality that allows for the
selection of an separate pitch curve when operating in the Fi-Fi mode. This switch will be
mounted on the Bridge Panel.
Fi-Fi Mode select switch amd lamp - Can only be activated when Fi-Fi engaged, when
pressed changes the Pitch curve to restrict maximum pitch to a pre-determined parameter.

5.11 SYSTEM CONFIGURATION AND TECHNICAL DATA
5.11.1 GENERAL
The ERC3000 system is designed to provide automatic open-loop and closed-loop control of
marine propulsion plants, specifically for the control of:
Controllable pitch propellers using a 4 way proportional action control valve
The system is type tested to GL, LRS, ABS and BV and meets requirements according to
AUT24 and UMS.
5.11.2 TECHNICAL DATA
Main supply: 24V DC

Battery supply: 24V DC +30/- 25% non-interruptible
Operating temperature: 0 – 70°C GL: Environment C
Degree of protection: IP 20 / with cubicle IP 55
Vibrations: 0.7g
Inputs and outputs

Central unit PS4-341-MM1 2 analogue input
1 analogue output
16 binary inputs
14 binary transistor outputs
Local expansion board LE4-206-AA2 4 analogue inputs
2 analogue outputs
Dec. expansion board EM4-101-AA2 8 analogue inputs
(2 ea.) 4analogue outputs
Dec. expansion board EM4-101-DD2 8 binary inputs
8 binary outputs
Dec. expansion board EM4-201-DX2 16 binary inputs
Local expansion board LE4-116-XD1 16 binary transistor outputs
Signal forms
Input Voltage 0 – 5V
0 – 10V
+/- 5V
+/- 10V
Input Current 0 (4) – 20mA
Output Voltage 0 - 10V
+/- 10V
Load capacity of binary outputs 1< 0.5A

5.11.3 INTERFACING OF COMPONENTS
The storage-programmable control (SPC) system is located in the Central Unit (CU) in the
ECR, and consists of the PS4-341-MM102 central unit with ZB4-901-SF2 EEPROM and the
LE4-206-AA2 local expansion board mounted on a chassis. Stored in the central unit is the
control program, both in the battery-backed RAM and the EEPROM (memory card MC).
The MV4 service panel is located in the Central Unit and linked by means of cables to the
SUCOM-A-interface (RS 232 C) of the SPC system. This panel provides comprehensive
facilities for commissioning and diagnosis of the equipment.
The Local Unit (LU) is mounted in the engine room. This unit includes the pitch control, backup
pitch control and the pitch measurement system.
The EM4-101-AA2 and EM4-101-DD2 distributed-type expansion boards fitted on a chassis

are part of the ECR console.
The bridge console has the distributed and local expansion boards EM4-101-AA2, EM4-201-
DX2, LE4-116-XD1 and LE4-108-XR1 installed on a chassis.

5.12 PARAMETER SETTING AND FAULT DIAGNOSIS
5.12.1 PARAMETER SETTING

Parameter setting is achieved using the versatile, MV4 multi-language (black-and-white)
display unit. This unit serves to visualise signals and operating statuses as well as to change
any parameters that are important for the commissioning, maintenance and operation of the
equipment. In addition, it is used for fault identification. Using the internal error logic, the
display shows operating statuses, error conditions and alarms in clear text.
5.12.1.1 Page layout

The indications of date/time and user rights as well as the [START] or [MENU] and
[◄]/[►] arrows are provided on each page.
Level 0:
Page 1 - Start screen appears at start up
Date/time
Logo BERG
Plant description
Name of NORIS company
START button
When [START] or [ ► ] is pressed the main

menu will appear (=page 2 / level 1)
Level 1:
Page 2 - Main Menu
Date/Time setting
Display settings
Language setting (sprache)
Parameters menu
Service + commissioning
Alarm list
Graph figures
Trend analysis
Login / logout,
System hardware details [ ? ]
Depending on the selection made in this level 1 menu, a submenu will pop up in level 2.
All these menu’s in levels 0, 1 and 2 are accessible at all three login levels
(see display page 3.8).

Level 2:
Page 3.1 - Date/Time
Settings of:
Date: year/month/day/weekday
Time: hour/minute/second
Change of winter/summer time
Boot display (= restart of display unit)
When selecting one of the date or time options (except for the weekday) the following pop up
window will appear in which the set value can be changed:
The currently set value is displayed at the top

of this pop up window. By using the arrow
keys this value is increased or decreased. The
minimum and maximum possible values are
given with the dark background. When the
value is correct press [RET] to enter this value.
When [weekday] is selected the following screen will appear:
In the box the value 10 is given. Press

the number of the weekday given by the
list.
This number will be transmitted to the

PLC for about 5 seconds and then it
returns again to value 10.

Page 3.2: -Display settings

Settings of:
Display contrast
Display brightness
When the contrast and brightness level

are set press the button to save the
settings.
When the screen is not touched for a

certain time the brilliance level will
automatically decrease and return to its
set brilliance when touched again.
Page 3.3: -Language setting
Change of language between German

and English.
Page 3.4: - Parameter settings
This menu provides access to the

parameters that are necessary for a good
functioning of the CPP system.
All the parameter submenu’s are

accessible at any users right (=login level),
but depending on the users right some
parameters can be changed. The ones that
can be changed are shown in a darker
background.
When it is required to change parameters it is necessary to login first (see display page 3.8).

Page 3.4.1.: - adjustment lever position
users right : operator : most parameters can be changed.
page 3.4.1/1 page 3.4.1/2
page 3.4.1/3 page 3.4.1/4
Changing between the pages by using the [ ► ] and [ ◄ ] buttons.
At these pages the signals from all control levers (pitch and rpm) and the signals from the load
limit - and the pitch adjust potentiometer can be calibrated.
Page ../1 and ../2 show the settings from respectively the bridge and the bridge wings pitch
levers as well as the eng.rm pitch lever. page ../3 shows the settings of the ECR speed lever
and the load limit potentiometer (eng.rm. panel) while page ../4 shows the settings of the
bridge pitch trim potentiometer (on the bridge panel called: pitch adjust).
The actual value is displayed as an absolute value and as a percentage of the total range
which is determined by the –100%; 0%; 100% calibrated signals.
Most of the values are adjustable in operators users right. This is recognisable by a dark
background of the value.
See paragraph 5.12.1.3. about how to change a parameter.

Page 3.4.2.: - adjustment engine/propeller inputs
users right : operator : only zero pitch parameter can be changed.
page 3.4.2/1 page 3.4.2/2
At these pages the signals from the engine load (fuel rack signal) and the pitch feedback
potentiometers can be calibrated. The actual value is displayed as an absolute value and as a
percentage of the total range determined by the calibrated settings.
See paragraph 5.12.1.3. to change the zero pitch parameter.
Page 3.4.3.: - adjustment engine/propeller outputs
users right : operator : maximum speed output parameter can be changed.
page 3.4.3/1 page 3.4.3/2
At page ../1 the ranges and the actual value of the output signal to the pitch servo controller
card is visible. From the servo controller card a feedback signal is returned to the PLC which
is visible at the [output pitch control] . This value can be limited by parameter setting which is a
standard setting made at commissioning.
At page ../2 the 4-20mA output to the engine governor is calibrated, in order to meet the
frequency of a shaft generator the maximum value (which is also the CRPM setting) can be
changed by the operator. (4095 equals to 20mA)

Page 3.4.4.: - delay programs
users right : operator : no parameters can be changed.
page 3.4.4/1 page 3.4.4/2
page 3.4.4/3
Changing between the pages by using the

[ ► ] and [ ◄ ] buttons.
There are nine set points of which base 1, base 5 and base 9 are dedicated to respectively full
astern, zero pitch, full ahead.
At pages ../1 the delay times for the pitch are entered between zero and full astern. The first
and second column shows the allowed time for decreasing the pitch from a certain position
astern to zero. The third and fourth column shows the allowed time for increasing the pitch
from zero to a certain position astern.
page ../2 shows the same but then between full ahead and zero pitch (zero = base 5 is
displayed at page ../1).
So the above screen example for zero to full ahead shows in columns 3 and 4 that it may take
8 secs from 0% to 50% pitch, 16 secs from 0% to 80% pitch, 25 secs from 0% to 95% pitch
and 40 secs from 0% to 100% pitch. Meaning that the time between 50% and 80% is 8 secs,
and from 95% to 100% is 15 secs. With these delay times the pitch will move quickly when
manoeuvring between –50% and +50% pitch but as soon as the engine is going to be loaded
the rate of which the pitch changes decreases to protect the engine from overloading.
note: the rate of which the pitch change is subject to hydraulic performance of system.
page ../3 shows the delay times for the engine speed.
Above delay times will be functioning when moving a lever from zero to full, or from full to zero
in a quick movement.

Page 3.4.5.: - combinator mode

page 3.4.5/1 page 3.4.5/2
At these pages the combinator curve is adjusted; this is the ratio between the speed curve and
the pitch curve when the ship is sailing in combinator mode.
The speed curve is engine rpm against lever position, and the pitch curve is pitch position
against lever position.
It is possible to create both speed and pitch curves independent of each other, in order to
create the best match with the ships characteristics. This means that base 8 can represent
75% ahead lever position for the speed curve, but 80% ahead lever position for the pitch curve.
Base 1, base 5 and base 9 are in all curves dedicated to respectively lever full astern, lever at
zero and lever at full ahead.
Page 3.4.6.: - constant mode

page 3.4.6/1 page 3.4.6/2
At these pages the pitch position can be entered against the lever position for constant rpm
(constant speed curve). Also the constant rpm value and the delay time for the overload lamp
to activate when the engine overload switch is activated are set.

Page 3.4.7.: - limiter

The values entered in the limiter menu are

all commissioning settings.
Step length pitch and step length speed is the allowed change of pitch or speed within one
processor cycle time.
Dead band lever equal is the maximum allowed difference of the two levers that are involved
in a command transfer in order to get lever alignment.
Dead band lever in zero is a margin used on the lever zero position for overcoming the
mechanical wear in the lever controls at zero position.
Nominal speed and Firing speed are the Main Engine maximum and idle speed settings
The Gear ratio is the ratio of the reduction gearbox
Timeout wrong-way-pitch alarm and dead-zone wrong-way-pitch alarm are settings for the
wrong way pitch alarm. When the pitch is in the opposite direction of the control lever longer
than a certain time and more than a certain difference the wrong way pitch alarm will activate.
FSD – full scale deflection is used when a shaft speed indicator is connected. The entered
value is for compensation of the 20mA output signal to the scale of the indicator.
Number of teeth flywheel (bolts) : The system includes a shaft speed sensor that counts the
flange bolts. By entering the number of bolts into the program the actual shaft speed can be
calculated and is used for the load control function of the system.

Page 3.4.8.: - load control

users right : operator : some parameters can be changed.
page 3.4.8/1 page 3.4.8/2
page 3.4.8/3 page 3.4.8/4
Page ../1 - contains the settings for the PI-controlled load controller. The values are set during
the sea trials.
Page ../2 - pitch reducing “slow down” (ahead) is the value of load limitation when the engine
safety system activates the automatic load reduce signal, also called “slow down”. Standard
setting at 60.0%
Load limit n=const. is the load allowance when the system is running at constant speed.
Standard setting at 100.0%
Page ../3 and ../4 - are the settings for the load allowance against engine speed. When the
engine is not running at 100% speed a reduced load limit will be applied to the load control.
The values from base 1 to base 4 are not used.
The value set at base 5 should be at least the value that the load sensor of the engine is giving
when the engine has stopped, this even might be >100% depending of the type of engine.
Base 6 to 9 are set during commissioning.

Page 3.4.9.: - pitch control

users right : operator : parameters for maximum pitch ahead and astern can
be changed.
At this page settings are made for the pitch

signal to the solenoids.
edge control ahead (right) and edge control astern (left) are settings for the minimum
signal that has to be supplied to the solenoids in order to get the pitch moving. For sending out
a minimum order signal the buttons edge control ahead set (right) and edge control astern set
(left) are used. The actual output signal and the feedback position of the pitch are given to
make these adjustments which are done during commissioning and sea trials.
amplification Ks and dead zone pitch controlling are settings for controlling the pitch
without overshooting or hunting.
threshold failure hysteresis is an alarm setting. When the difference between pitch order
and pitch position differs more than this setting a control failure alarm will be generated.
max pitch ahead and max pitch astern are limitations to the maximum possible pitch
settings made in display page 3.4.2. and can be changed by the operator.
Page 3.4.10.: - monitoring parameter
When monitoring parameter is pressed the following menu will appear:
With monitoring parameter the actual inputs

and outputs, both analogue and digital can be
monitored on line and therefore it is very
useful for controlling incoming or outgoing
signals while the system is operating.
When pressing [ ahead ] or the [ ► ] / [ ◄ ]

buttons the parameter main menu (page 3.4)
will appear.

page 3.4.10.1: - Analogue inputs
page 3.4.10.1.1 page 3.4.10.1.2
page 3.4.10.1.3
All actual analogue inputs of the system are

monitored on line on these three pages.
Changing between the pages by using the [

► ] and [ ◄ ] buttons.
Page 1 shows the position of all the levers (pitch and speed).
Page 2 shows the actual shaft speed, measured by the shaft speed sensor, the actual engine
load signal from the fuel rack sensor, the position of the load limit potentiometer (called
chief_limitation) and the actual pitch position value (pitch feedback) from both potentiometers
(system and indication);
Page 3 shows the actual position of the pitch trim potentiometer (bridge panel)
page 3.4.10.2: -Analogue outputs
This page shows the actual analogue output

value to the engine governor for engine speed
and the analogue output to the pitch servo
controller for controlling the solenoids.

page 3.4.10.3: -Digital inputs
page 3.4.10.3.1 page 3.4.10.3.2
page 3.4.10.3.3
These pages show the actual state of all digital

inputs to the system. Page 1 shows the inputs
to the main PLC, page 2 shows the bridge
interface inputs and page 3 shows the ECR
interface inputs. With these pages the
pushbuttons of the panels can be tested or the
status of an auxiliary input can be checked.
page 3.4.10.4: -Digital outputs
page 3.4.10.4.1 page 3.4.10.4.2
page 3.4.10.4.3 page 3.4.10.4.4
These pages show the actual state of all digital outputs of the system. Page 1 shows the

outputs of the main PLC, page 2 shows the engine room interface outputs and pages 3 and 4
show the bridge interface outputs.
Page 3.4.10.: -parameter store
After any change of a parameter the program will immediately use this new value for controlling
the pitch. But after a power failure these new values are lost. Therefore it is required to store (=
to save) the new values; when ready with entering new parameters the button parameter store
has to be used in order to save the changes into the PLC EEPROM memory. When pressed
the following page will appear:
Press [store parameter] to write the current

used parameter settings into the PLC EEPROM
hard memory.
When something goes wrong it will be shown
via a warning logo.
Go back to the parameter menu by pressing

[menu] or [ ◄ ]
Page 3.5.1.: - Service + commissioning
Password entry for users right; this page corresponds to the login/logout page
(see display page 3.8.).
Page 3.5.2.: -Display of parameter settings; display corresponds to the parameter

setting display (see display page 3.4)
Page 3.6.: - Alarm list
Display of all individual alarms

Acknowledgement of individual or all
alarms
Change-over to alarm history
Help function for short description of the
selected individual alarm
The alarm list on the alarm history page

cannot be erased. When memory buffer is
full then the latest alarm will override the
first alarm (first in – first out)
If an error is detected it will illuminate the control failure lamp on the Central Unit, and it will
come up on the alarm screen. The first (most left) column indicates the failure status: ‘1’ means
that the failure is still active, a ‘0’ means that the failure is no longer present. The second
column shows an error code, the third column shows date and time of the failure and the last
column gives a brief description of the failure. Removal of an alarm is done by means of the
button [ quit ]. By means of the arrows the cursor can be placed on the selected alarm

message. Remove all alarm messages is done by means of the button [ quit all ]. Every
change is alarm is recorded in the alarm history and cannot be removed.
The alarm history shows what time the alarm came up (‘1’) , what time the fault was gone (‘0’)
and what time it was quitted (‘X’)
Page 3.7.: -Trend analysis display
With Trend Analysis the following input signals can be shown as a function of time.
1 Engine load
2 Shaft speed
3 Pitch position
To start recording it is necessary to press

the [start] button on the top left side of the
display:
The total time range can be adjusted by

means of the or pushbuttons.
When on a certain time the on that moment recorded values have to be checked it is possible
to stop the recording by pressing the [stop] button in the top left corner and put a “delay line” on
that time moment with the arrow buttons.
Then it is possible to zoom in on the recorded values by pressing the / buttons.
Page 3.8.: - Password entry (corresponds to display page 3.5.1.)
There are four levels of login that will give a “users right”:
Level 0: Factory level: cannot be entered via the touch screen panel
Level 1: Service level: only for service technicians, protected by password.
Level 2: Operators level: protected by password. Some parameters can be changed.
Level 3: is no users right, no password required but parameters cannot be changed.
Users right “service” has access to all parameters for changing.

Users right “operators” has access to some parameters for changing.
(Operators level password can be found at the notes in the end of this manual)
When [menu] or [◄] / [►] is pressed

before a login is made then automatically
users right “none” will be selected (level
3).
This means that only date/time, display
and language settings can be changed
but in the parameter menu’s nothing can
be changed.
To make any changes in the parameter

menus, it is necessary to login at level 1
or level 2.

Level 1: “Service” : password protected; for BERG technicians only.

Level 2: “Operator” : password protected; available to Chief Engineer.
There are 10 attempts possible to enter a good operators level password, and 5 to enter a
good service level password. The faulty attempts are counted and stored into a memory
(“faulty login attempt counter”). This memory will remain even when the power is shut down.
As soon as a good password is given than automatically the “faulty login attempt counter”
resets to 10 (or 5).
After 10 faulty attempts to enter the operators password it is not possible anymore to
access the operators level, even not with the good password.
First the “faulty login attempt counter” needs a reset, this is done via the button [ reset
login ] but this can only be done from the service level.
In this case the assistance of a BERG technician is required.
BERG will NOT supply the service code to crew or owner !!!
To enter a password:
After pressing button operator or service at the “login level” it is required to enter the
corresponding password. The following screen will appear:
Press password and the following screen will

appear:
Now enter the desired 4 digit password (check after each number if a * sign arises in the upper
part of the numeric panel). After entering the password press [ret] and press [ret] again on the
following page. When the password is correct than the selected users right will be shown
under in the screen.
If the password is incorrect an error message will be given and another 9 (or 4) attempts are
possible.
With the buttons logout operator or logout service the users right will be cleared.
Page 3.9.: - Project information (button on main menu)
Shows information about the used hard- and software of this project.

5.12.1.2 Navigation through the menu’s/pages

Changing between levels/pages:
Touching the START or the [ ►] button on the start page brings up the next lower
level of the display. By entering the appropriate password, access is authorised to
change the appropriate parameters. Without entering the password, access to the
parameter pages is read-only.
The other levels of the display can be accessed by touching the appropriate button.
The MENU button or the ARROW LEFT button provide access either to the selected
level or the next higher level. Where there are several pages per level, it is possible
to have other pages of the level displayed by means of the [ ►] or [◄ ] buttons.
Parameter changes:
Changes to the parameters will directly affect the PLC program and must be made
with great care.
5.12.1.3 Parameter setting

Examples for changing parameters:
1) Calibrating of bridge lever signal:

If for some reason it was necessary to replace a bridge lever potentiometer it is
required to recalibrate the ERC3000 parameters with the new potentiometer
values. The procedure is as follows:
- Perform LOGIN with password.

- Select the “Control lever calibration, pitch_bridge control lever” page (=
page 3.4.1/1).
- Move the control lever to zero.
- Read actual momentary value and enter this value against calibr. 0.0 %.
- Move the control lever to full astern.
- Read actual momentary value and enter this value against calibr. –100.0 %.
- Move the control lever to full ahead.
- Read actual momentary value and enter this value against calibr. 100.0 %.
- Select the “Parameter store” page and store the new values
- Generally, the percentage-values cannot, and do not have to be changed.
2) Adjusting of zero pitch:

If the ship is moving forward or astern when the lever is at zero, (from all control
positions) it is necessary to adjust the zero pitch. Since zero thrust is an
important criterion for the correct setting, it is necessary to observe the propellor
thrust when pitch is reduced to zero.
The adjustment is made as follows:
- Perform LOGIN with password.

- Select the “Calibration engine/propeller inputs” page (= page 3.4.2/1).
- Set pitch to zero by means of backup control. The zero position should be
corrected until no propeller thrust is visible after and at the side of the ship.
- At “incoming value actual pitch”: read momentary value and enter against
calibr. 0.0%.
- Press [ ►] and perform the same for “incoming value actual backup pitch”
- Select the “Parameter store” page and store the new values
After the change has been made, the parameters are at once contained in

the RAM of the PLC and, consequently, effective in the program. In order
to have them available after a shutdown and a start-up of the control
system, it is necessary to store them in the EEPROM (MC memory card):
select the parameter store page and operate the button of the storage
area.
5.12.1.4 Final remarks

All parameters calibrated and set during commissioning are recorded and the date stated in a
data sheet. Any change to the parameters should be recorded in the data sheet in order to be
able to restore the previous status in the event of any loss or wrong setting of parameters.
the parameter data sheet is left in the central unit and should always remain inside this
unit.
5.12.2 FAULT DIAGNOSIS

All individual errors of the PLC are combined in a group error signal to be fed to the safety
system. According to the error category, the safety system can intervene by means of a SLOW
DOWN binary signal (reducing to 60%) or a SHUT DOWN (emergency off) binary signal.
The error analysis is to be performed on the display panel in the ECR mounted Central Unit.
Select the alarm page and read out the cause of the alarm.
An additional (backup) error readout is provided by means of LED indications of binary outputs
in the central unit. For this purpose, open the Central Unit in the ECR and check the two
bottom rows of green LEDs on the D1 unit. The meanings of these LEDs are as follows:
Left row 1st LED group error (ON is ok.)

Right row 5th to – 8th LED error code (ON/OFF alternating is ok.)
All error codes are scanned once every second. If no error exists, scanning will proceed
without any interruption. If an error occurs, the 1st LED will go out and the scan will stop at the
corresponding error code. Continuation of the scan can be forced by pressing pushbutton S3
mounted next to the PLC, this applies a 24 V pulse to the 1.2 input (3th led at top). The scan
will then start and stop at the next existing error with the associated code.
The error codes mean: 1 – LED on, o – LED off, - – LED on or off.
o--- oooo Error analogue val. (load, speed, pitch, pitch backup, joystick demand)
o--- 1ooo Error analogue val. ECR (lever pitch, speed potentiometer, load limit)
o--- o1oo Error analogue val. BRIDGE (pitch trim, levers bridge aft/fwd)
o--- 11oo Error pitch (actual/desired difference)
o--- oo1o Error date synchronisation
o--- 1o1o Error transfer parameters
o--- o11o Error central unit (memory card/power failure)
o--- 111o Error decentralised expansion boards
o--- ooo1 Error local expansion boards
o--- 1oo1 Error SG 2000
o--- o1o1 Error analogue output desired pitch
o--- 11o1 not used
o--- oo11 not used
o--- 1o11 not used
o--- o111 not used
o--- 1111 Error clutch

** ATTENTION A bus connection error between central unit PS4-341-MM102 and local
expansion board LE4-206-AA1 or between the dec. expansion board EM4-201-DX2 and local
expansion boards LE4-116-XD1/LE4-108-XR1 is considered to be an important error
(1 o o 1 Error local expansion boards).
Remove this error only after switching off of the power supply.
On removal of the errors, the 1st LED will come on again. For continuation of the scan, see
above. In the case of errors of the central unit and/or expansion boards, acknowledgement is
necessary on the central unit after errors have been removed. To this end, open the door in the
right-hand part of the central unit and operate the small reset switch at the top right.
If the PLC should require a battery change, this should be carried out with the control system
on by trained personnel. Any change of the EEPROM must also be carried out only by trained
personnel and with control system switched off.

5.13 ISSUE HISTORY AND OWN NOTES
Issue No Revision Date Details
1. 0 June 004 Initial issue

1 Oct 2004 Description Update
2 Aug Description Update
NOTES:
THE PASSWORD TO ENTER THE OPERATORS LEVEL FOR THIS SHIP IS :

5.14 CLUTCH CONTROL AND SHAFT SPEED INDICATION
CLUTCH CONTROL
For twin screw vessels the clutch control system is an integral part of the main PLC system.
The system is designed to control the main engine clutch operations in such a manner as to
prevent possible damage to the system through an incorrect sequence of operations. To
achieve this, safety interlocks are included in the control system.
Clutch engagement can take place from the “In Command” panel under the following
circumstances:-
(a) Propeller at zero pitch
(b) Engine speed below maximum Clutch In speed
Clutch disengage can take place at any time from the command panel or Automatically on
receipt of an "Auto stop" signal.
Operation of the clutch is through a single push of the “Clutch In” push button on the “In
Command” panel, the PLC system will then provides a timed 24VDC impulse to the clutch
engage solenoid, the clutch solenoid then moves to the engage position and automatically
latches. Similarly pushing the “Clutch OUT” push button on the “In Command” panel
provides a 24VDC timed pulse to the Clutch disengage solenoid.
The timing of the Clutch impulse signal is a parameter setting
Only one control panel has command at any time, transfer of command is activated
simultaneously with the propeller control system.
An alarm output is provided for clutch control power supply or system failure.
The Control panel normally contains an indicator lamp “Clutch Blocked”, when lit this shows
that Clutching in is not possible due to one of the blocking signal be present
SHAFT SPEED INDICATION
The shaft speed system measures the rotation of the propeller shaft by counting the flange
coupling bolts head passes using an inductive switch and converting the digital signal into an
analogue output suitable for driving a maximum of 8 Indicators.
The signal conversion is carried out by a converter/isolator mounted in the Central Unit. An
inductive sensor mounted close to the flange coupling bolt heads switches a timer input to the
PLC. The switching frequency being proportional to the rate of rotation of the shaft.

5.15 APPENDIX- DRAWINGS
A. Remote Control System CPP (ERC3000) P3-31891 dated 19.05.2005

1. System Drawing (Port) - (Shts 1-44of 44)
2. System Components - (Shts 1-6 of 6)
3. Terminal Strip (Port) - (Shts 1-17of 17)
4. System Drawing (Stbd) - (Shts 1-44 of 44)
5. System Components - (Shts 1-4 of 4)
6. Terminal Strip (Stbd) - (Shts 1-17 of 17)
8. Cable List - (Shts 1-2 of 2)
9. Part List - (Shts 1-6 of 6)
B. Shaft Speed Sensor P4-31818

CPP Controls – ERC3000 Sensor Arrangement P3-31843

5.15
A. Remote Control System

CPP (ERC3000)
1 2 3 4 5 6 7 8
A A
Index Update Date Name

Customer:
UPDATE LIST
FAT 19.05.2005 Ja-Gr
Adress: Berg Propulsion AB
Langesand 1
S-43090 Öckerö
B B
Order No.: 5209-5212
YANGZHOU DAYANG (Yard no.609-612)
Manufacturers data:
C C
Description: REMOTE CONTROL SYSTEM CPP

ERC 3000
Order No.: 5209-5212 051050

Drawing No.: EN31891 073.033.00
D D
E E
PLANT
BERG
BERG ORDER NO(S). BERG PART NO.
REVISION DATE 23.05.05
5209-5212 EN31891
T el: + 46 31976500
F ax : + 46 31976538
=
F LOC. F
DATE DRAWN Ja-Gr VESSEL NO(S). PROPULSION www.bergpropulsion.com +
YANGZHOU DAYANG (Yard no.609-612) DESCRIPTION PAGE OF
NAME APPROVED 1 1
DRAWING
REMOTE CONTROL SYSTEM CPP
< PAGE PAGE > NORM BV
NO. P3-31891 073.033.00 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
BRIDGE PANEL/FWD BRIDGE PANEL/AFT REMARK:

(INTERFACE BOX)
A ALL CABLE MARKED AS BUS CABLE A
=1F+30B =1F+31B MUST BE A TWISTED PAIR TYPE
ALL CABLE SHIELDED
1x2x0,75
SHIELD MUST BE GROUNDED AT ONE END ONLY
W1105
W1106
2x2,5
W1107
8 10x2x0,75
JOYSTICK
CONTROL SYSTEM W1108
4x2x0,75
FIFI PUMP
W1120 CONTROLLER 9
B BUS 1x2x0,75 B
MAIN SUPPLY 24V DC

7 CENTRAL UNIT FUSED 10A
DP CONTROL W1101 CONSUMPTION MAX. 120W
SYSTEM (CLASS 1) 2x6
=1F+00C BATTERY SUPPLY 24V DC
FUSED 10A
W1102 CONSUMPTION MAX. 120W
2x6
7x2x0,75
7x2x0,75
W1119
W1118
MAIN SWITCH BOARD
7x2x0,75
C W1116 C
W1104
W1103
2x2,5
4x2x0,75 5
ALARM SYSTEM
W1117
1 LOCAL/REMOTE RELAY 4x2x0,75 6
2 FUEL RACK POS.(4-20mA)

ENGINE SPEED (4-20mA)
OVERLOAD CONTACT LOCAL CONTROL BOX
D 3 SPEED SETTING (4-20mA) D
BACK-UP CONTROL SELECTED =1F+10V
CONSTANT SPEED SELECTED
CLUTCH ENGAGED
SLOW DOWN
4x2x0,75
2x2x0,75
4
4x2x0,75
4x2x0,75
4x2x0,75
4x2x0,75
SHUT DOWN
W1113
4x1,5
W1114
W1115
W1109
W1110
W1111
W1112
5 SHAFT GENERATOR BREAKER ON
CRPM SELECTED
REQUEST CONST. SPEED
6 MAIN POWER FAILURE

E BATTERY POWER FAILURE TERMINAL TERMINAL TERMINAL TERMINAL E
CONTROL FAILURE
LOAD >80% ALARM (FIFI MODE) X3 X15 X55 X68
REQUEST SIGNAL (NO CONTACT) VALVE VALVE P10 P11 PITCH
7 8 1 2 4 3 LIMITS
READY FROM CPP CONTROL (NO CONTACT) AHEAD ASTERN
PITCH CONTROL SIGNAL (+/-10V)
PITCH FEEDBACK SIGNAL (+/-10V) CPP HYDRAULIC
9 ALLOW FIFI MODE (NO CONTACT)
MAIN ENGINE MaK 6M25 MANOEUVRE VALVE PITCH CONTROL UNIT (P3-31843)
PLANT
=1F
BERG
FAT BERG ORDER NO(S). BERG PART NO.
REVISION DATE 23.05.05 Tel: +46 31976500
F 5209-5212 P3-31891 Fax: +46 31976538 LOC. F
DATE 19.05.2005 DRAWN Ja-Gr VESSEL NO(S). PROPULSION www.bergpropulsion.com +00C
NAME Ja-Gr APPROVED 1 44
DRAWING
NO.
< PAGE PAGE > 2 NORM BV 073.033P.20 EN31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
G:\WSCAD_PROJEKTE\073-033A\=1F_073-033A
1 2 3 4 5 6 7 8
REMARK:

MUST BE A TWISTED PAIR TYPE
ALL CABLE SHIELDED
BRIDGE PANEL/FWD BRIDGE PANEL/AFT
(INTERFACE BOX) SHIELD MUST BE GROUNDED AT ONE END ONLY
=1F+30B =1F+31B
B B
7x2x0,75
7x2x0,75
W1203
W1204
C C
CENTRAL UNIT
=1F+00C
4x2x0,75
W1202
W1201
2x2,5
D D
LOCAL CONTROL BOX
=1F+11V
E E
BACK-UP CONTROL
PLANT
=1F
BERG
REVISION DATE 23.05.05 T el: + 46 31976500
F 5209-5212 P3-31891 F a x : + 46 31976538 LOC. F
DRAWING
NO.
1 < PAGE PAGE > 3 NORM BV 073.033P.20 EN31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
REMARK:

ALL CABLE SHIELDED
B B
CENTRAL UNIT
=1F+00C
C C
SHAFT LOCKING
DEVICE
2x2x0,75
W1301
4x1,5
W1302
W1303 CONTACT TO BLOCK
2x1,5 CLUTCH ENGAGEMENT
D D
CLUTCH CLUTCH CLUTCH

ENGAGING DISENGAGING PRESS.
VALVE VALVE
E MAIN CLUTCH / PORT E
MAIN CLUTCH CONTROL

PLANT
=1F
BERG
F 5209-5212 P3-31891 F a x : + 46 31976538 LOC. F
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
REMARK:

(INTERFACE BOX) ALL CABLE SHIELDED
=1F+30B =1F+31B SHIELD MUST BE GROUNDED AT ONE END ONLY
W1405
2x2x0,75
B B
(PITCH/SHAFT SPEED)
2x2x0,75
W1404
INDICATIONS
ECR CONTROL DESK
C C
INDICATIONS
(PITCH/SHAFT SPEED)
W1403
2x2x0,75
LOCAL CONTROL BOX ZERO PITCH CONTACT
D =1F+10V D
2x2x0,75
2x2x0,75
W1401
W1402
E E
START/STOP CONTROL UNIT
PICK-UP MAIN ENGINE/PORT
SHAFT SPEED
TYPE FA1J-4A-70 (TERMINAL X55)
INDICATION SYSTEM
PLANT
=1F
BERG
F 5209-5212 P3-31891 F a x : + 46 31976538 LOC. F
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
ALL NOT DESIGNATED WIRES ARE H07-VK 0,5 QMM

-U1
+ -
A OUTPUT 1,5 A
DC/DC CONVERTER
INPUT
+ - PE
B B
-V1 -F3 -F4
4A 6A
1,5
P24C 6.1
0VC 6.1
-F1 -F2 P24CN
15.1
0VCN
15.1
2A 2A
C A1 A1 C
X1 X1
-K1 -H1 -K2 -H2 -X 5 6 7 8 9 10 11 12 13 14
wh X2 wh X2
A2 A2
-W1201 -W1103 -W1106
1 2 2x2,5 1 2 2x2,5 2x2,5 1 2
16.2 14 16.3 14
16.2 12 11 16.3 12 11
D D
BRIDGE
CB2
1,5 1,5 CB1 +30B 29.1
+30B 29.1
-X 1 2 -X 3 4 PE PE
E -W1101 -W1102 E
2x6 1 2 2x6 1 2
POWER SUPPLY POWER SUPPLY
24V DC 24V DC CV2
CV1 +10V 19.1
FUSE: 10AT FUSE: 10AT LOCAL BOX +10V 19.1
MAIN BATTERY
POWER CONSUMPTION POWER CONSUMPTION CNV2
CNV1 +10V 19.1
120W 120W +10V 19.1
PLANT
=1F
BERG
FAT 23.05.05 BERG ORDER NO(S). BERG PART NO.
REVISION DATE T el: + 46 31976500
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DATE 19.05.2005 DWG Ja-Gr VESSEL NO(S). PROPULSION www.bergpropulsion.com +00C
NAME Ja-Gr APPR. 5 44
DRAWING NO.
4 < PAGE PAGE > 6 CLASS BV P3-31891 073.033.10 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
5.8 P24C P24C 7.1
A A
22 24
-K15
15.5 21
BACK-UP ON
B B
C C
12 14 12 14
-K10 -K11
10.1 11 10.2 11
D GEAR VALVE IN GEAR VALVE OUT D
0VC 0VC
5.8 7.1
-X 15 16 17 18
-W1301
E 4x1,5 1 2 3 4 E
+GB1
-X000 37 38 39 40
GEARBOX
PLANT
=1F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
6.8 P24C P24C 8.1

6.8 0VC 0VC 8.1
CCB1 8.1
A CCB2 A
8.1
12 14 22 24
-K5
9.3 11 21
B B
-D1
ABG 1 4
PS4-341-MM1
0V1
PE
0V2
+24V
+24V
0V
0V
-A1 24V 0V 2 3 5
16 Digital-Eingänge/14 Digital-Ausgänge 24V-DC
2 Analog-Ein-/1 Analog-Ausgabe PRG K
DISPLAY UNIT
MV4-150-TA
a1 I0.0 12.3 SHAFT LOCKED b1 Q0.0 13.1 ENABLE SG2000
a2 I0.1 12.1 JOYSTICK REQUEST b2 Q0.1 9.1 CONTROL FAILURE
a3 I0.2 11.4 ME OVERLOAD b3 Q0.2 9.2 80% LOAD ALARM
a4 I0.3 11.5 ME REMOTE CONTROL b4 Q0.3 GND
C a5 I0.4 11.6 SHAFT GENO ON/ REQ.CONS b5 Q0.4 C
a6 I0.5 11.7 DP REQUEST b6 Q0.5
a7 I0.6 11.1 CLUTCH PRESS. b7 Q0.6 ------ ONLY INDICATION ------
a8 I0.7 15.6 BACK-UP ON b8 Q0.7 ------ ONLY INDICATION ------
a9 I1.0 13.1 REMOTE ENABLE CPP b9 Q1.0 9.3 MV4 ON DELAYED

a10 I1.1 13.3 FAILURE SG2000 b10 Q1.1 9.4 READY FOR DP
a11 I1.2 11.2 SHUT DOWN ME b11 Q1.2 9.5 READY FOR JOYSTICK
a12 I1.3 11.3 SLOW DOWN ME b12 Q1.3 9.6 RCS. ACTIV/BU OFF
a13 I1.4 12.2 ALLOW FIFI MODE b13 Q1.4 9.7 CRPM SELECETED
a14 I1.5 16.6 MV4 POWER ON b14 Q1.5 10.1 CLUTCH IN
a15 I1.6 16.7 SW. H TO BACK-UP b15 Q1.6 10.2 CLUTCH OUT
D a16 I1.7 16.8 SCAN FAILURE b16 Q1.7 10.3 ALARM SUPPRESSION ( D
Analogein-/ausgabe
U0 AI0.0 13.3 PITCH SETT.CTRL.

U1 AI0.1
U10 AQ0.0 15.2 SPEED SETTING

0.0.0
E E
S1
ON
OFF
PLANT
=1F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
7.8 P24C P24C 11.1

7.8 0VC 0VC 9.1
7.8 CCB1
A CCB2 A
7.8
-D2
1 4 1 4
0V
PE
24V
1 2
Erweiterungsmodul SPS EM4-101-AA2
8 Analog-Eingänge; 4 Analog-Ausgänge
B Suconet K1/K B
U0 AI0.0 13.5 ACTUAL PITCH U0 QA0.0 13.4 REFERENCE 10V

0V 0V
U1 AI0.1 17.5 DP DEMAND (+/- 10V) U1 QA0.1 13.2 PITCH SETTING
0V 0V
U2 AI0.2 18.5 JOYST.DEMAND (+/- 10V U2 QA0.2 17.6 CPP FEEDBACK (+/- 10V
0V 0V
U3 AI0.3 13.6 SHAFT SPEED U3 QA0.3 18.6 CPP FEEDBACK (+/- 10V
0V 0V
I0 AI0.4 13.5 ACTUAL PITCH BACK- UP
0V
C I1 AI0.5 14.2 ACTUAL SPEED ME C
0V
I2 AI0.6 14.3 ACTUAL LOAD ME
0V
I3 AI0.7 14.6 LOAD LIMITER
0V
1.1.0
S1 S2 S3
ON ON ON +/-10V IN
OFF OFF OFF +/-10V OUT
D D
S3-1: BIPOLAR RANGE
OFF: 0 - FFFh
ON : 800 - FFFh
S3-2: RESOLUTION
OFF: 8 bit
ON : 12 bit
S3-3: ONLY S-NET K1
S3-4: ONLY S-NET K1
S3-5: OUTPUT RANGE
OFF: +/-10V
-X1 1 2 PE
ON : 0-10V
S3-6: INPUT RANGE
E S3-7: INPUT RANGE E
OFF,OFF: +/-5V
OFF,ON : +/-10V -W1105
ON ,OFF: 0-5V 1 2 1x2x0.75
ON ,ON : 0-10V
S3-8: BUS FORMAT
OFF: PS3-FORMAT (K1) CBB2
ON : SBI-FORMAT (K) CBB1 +30B 29.1
+30B 29.1
PLANT
=1F
BERG
REVISION DATE T el : + 46 31976500
5209-5212 EN31891 F ax : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
-D1 -D1 -D1 -D1 -D1 -D1 -D1
Digitaler Ausgang Digitaler Ausgang Digitaler Ausgang Digitaler Ausgang Digitaler Ausgang Digitaler Ausgang Digitaler Ausgang
digital output digital output digital output digital output digital output digital output digital output
CONTROL FAILURE 80% LOAD ALARM MV4 ON DELAYED READY FOR DP READY FOR JOYSTICK RCS. ACTIV/BU OFF CRPM SELECETED
7.1 Q0.1 7.1 Q0.2 7.1 Q1.0 7.1 Q1.1 7.1 Q1.2 7.1 Q1.3 7.1 Q1.4
b2 b3 b9 b10 b11 b12 b13
B B
C C
A1 A1 A1 A1 A1 A1 A1
D -K3 -K4 -K5 -K6 -K7 -K8 -K9 D

A2 A2 A2 A2 A2 A2 A2
8.8 0VC 0VC 10.1
E 16.4 14 16.4 14 7.6 14 17.2 14 18.2 14 15.6 14 12.6 14 E

16.4 12
24
11 16.4 12
24
11 7.6 12
24
11 17.2 12
24
11 18.2 12
24
11 15.6 12
24
11 12.6 12
24
11
16.5 22 21 22 21 7.6 22 21 22 21 22 21 22 21 16.1 22 21
16.5 7.6 16.1
PLANT
=1F
BERG
5209-5212 EN31891 F ax : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
-D1 -D1 -D1
Digitaler Ausgang Digitaler Ausgang Digitaler Ausgang

digital output digital output digital output
CLUTCH IN CLUTCH OUT ALARM SUPPRESSION
(10s)
7.1 Q1.5 7.1 Q1.6 7.1 Q1.7

b14 b15 b16
B B
C C
A1 A1 A1
D -K10 -K11 -K12 D

A2 A2 A2
9.8 0VC 0VC 11.1
E 6.2 14 6.3 14 12.7 14 E

6.2 12
24
11 6.3 12
24
11 12.7 12
24
11
22 21 22 21 22 21
PLANT
=1F
BERG
5209-5212 EN31891 F ax : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
8.8 P24C P24C 12.1
A A
-X 19 -X 21 23 25 27 29 31 33
-W1302 -W1111 -W1110 -W1109 -W1116 -W1118

1 2x2x0.75 4x2x0,75 1 3 4x2x0,75 1 4x2x0,75 1 4x2x0,75 1 3 7x2x0,75 1
+GB1 +ME +ME +ME +ME +MSB +DP

-X000 5 -X55 111 -X55 117 -X15 25 -X3 47 -X 1 3 -X x
GEARBOX
SAFETY SYSTEM
B MAIN B
SWITCH DP
7 112 118 26 48 BOARD 2 4 x CONTROL
-W1302 -W1111 -W1110 -W1109 -W1116 -W1118

2 2x2x0.75 4x2x0,75 2 4 4x2x0,75 2 4x2x0,75 2 4x2x0,75 2 4 7x2x0,75 2
-X 20 -X 22 24 26 28 30 32 34
C C
-D1 a7 -D1 a11 -D1 a12 -D1 a3 -D1 a4 -D1 a5 -D1 a6

7.1 I0.6 7.1 I1.2 7.1 I1.3 7.1 I0.2 7.1 I0.3 7.1 I0.4 7.1 I0.5
CLUTCH PRESS. SHUT DOWN ME SLOW DOWN ME ME OVERLOAD ME REMOTE CONTROL SHAFT GENO ON/ DP REQUEST
REQ.CONST.SPEED
Digitaler Eingang Digitaler Eingang Digitaler Eingang Digitaler Eingang Digitaler Eingang Digitaler Eingang Digitaler Eingang
digital input digital input digital input digital input digital input digital input digital input
D D
A1
-K13
A2
10.8 0VC 0VC 14.1
E E
12.5 14
12 11
12.5 24
22 21
PLANT
=1F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
11.8 P24C P24C 14.1
A A
-X 35 -X 37 -X 39
-W1119 -W1120 -W1303

7x2x0,75 1 1x2x0.75 1 2x1,5 1
BACK-UP PITCH CLUTCH CONST.SPEED ALARM

+JOY +FIFI +GB SELECTED ENGAGED SELECTED SUPPRESSION CONTACT
-X x -X 1 -X x
B JOYSTICK FIFI 12 14 12 14 12 14 12 14 B
CONTROL PUMP CONTROL
-K15 -K13 -K9 -K12
15.5 11 11.2 11 9.7 11 10.3 11
x 2 GEARBOX x
-W1119 -W1120 -W1303

7x2x0,75 2 1x2x0.75 2 2x1,5 2
C C
-X 36 -X 38 -X 40 -X 41 42 43 44 45 46 -X 47 48
-D1 a2 -D1 a13 -D1 a1

7.1 I0.1 7.1 I1.4 7.1 I0.0 -W1112 -W1302
4x2x0,75 1 2 3 4 5 6 2x2x0.75 3 4
JOYSTICK REQUEST ALLOW FIFI MODE SHAFT LOCKED
D D
Digitaler Eingang Digitaler Eingang Digitaler Eingang

digital input digital input digital input
CONTACT OPEN +ME +GB1

= CLUTCH BLOCKED!
-X68 11 12 20 21 34 35 -X000 x x
GOVERNOR CONTROL BOX GEARBOX CONTROL
E E
PLANT
=1F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
-D1 -D2 -D2
Analog Ausgang Analog Ausgang
Digitaler Ausgang analogue output analogue output
digital output
ENABLE SG2000 PITCH SETTING REFERENCE 10V
A A
7.1 Q0.0 8.1 QA0.1 8.1 QA0.0

b1 U1 0V U0 0V
U0 0V U0 0V
7.1 AI0.0 8.1 AI0.0
B PITCH SETT.CTRL. ACTUAL PITCH B
Analog Eingang Analog Eingang

analogue input analogue input
-X 50 51 52 53
-D1
55 56 57
-D2
-W1104
7x2x0,75 2 3 4 5 7 8 9
CV3
CV4 +10V 19.1
C CV7 +10V 19.1 C
CV6 +10V 20.1
CV5 +10V 20.1
+10V 20.1
CV8 +10V 20.1
CV9 +12V 26.3
CV10 +12V 26.3
CV11 +12V 26.3
CV12 +12V 26.3
CV13 +12V 26.3
LOCAL BOX CV14
CV15 +12V 28.3
D +12V 28.3 D
-W1104
7x2x0,75 1 6 10 11 12 13
-X 49 54 58 59 60 61
-D1 a9 -D1 a10 I0 0V U3 0V

E 7.1 I1.0 7.1 I1.1 E
8.1 AI0.4 8.1 AI0.3
REMOTE ENABLE CPP FAILURE SG2000 ACTUAL PITCH BACK- SHAFT SPEED
UP
Digitaler Eingang Digitaler Eingang analogue input analogue input
digital input digital input
-D2 -D2
PLANT
=1F
BERG
5209-5212 EN31891 F ax : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
12.8 P24C P24C 15.1
A A
ISOLATED OUTPUTS
MAIN ENGINE INTERFACE MAIN ENGINE INTERFACE
+ME +ME
-X15 -X15
72 74 28 27 Z2
B -R1 B
4,7k
Z1
-W1110 -W1110
4x2x0,75 3 4 4x2x0,75 5 6
-U3 1 2 5 6 7
R/ I-TRANSMITTER
24V S A 502-1G
-X
500 Ohm
62 63 64 65
4-20mA
0V
C 3 4 9 8 C
I1 0V I2 0V I3 0V
8.1 AI0.5 8.1 AI0.6 8.1 AI0.7
ACTUAL SPEED ME ACTUAL LOAD ME LOAD LIMITER
D D
Analog Eingang Analog Eingang Analog Eingang
analogue input analogue input analogue input
-D2 -D2 -D2
11.8 0VC 0VC 15.1
E E
PLANT
=1F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
P24C P24C
14.8 P24CN 16.1
5.8
-D1
A A
Analog Ausgang 12 14
analogue output
-K8
SPEED SETTING 9.6 11
7.1 AQ0.0
-X 72
U10 0V
-W1202
4x2x0,75 5
B B
LOCAL BOX
-U2 7+ +1 2- + 3 4- CNV7 +11V 22.1
0-20mA 0-10V CNV4
+11V 22.1
B13000 CNV5 +11V 22.1
SUPPLY CNV3
INPUT +10V 20.1
24V DC CNV6 +11V 22.1
OUTPUT
0-20mA
8- +5 6 - -W1202
4x2x0,75 1 2 3 4
C C
-X 68 69 70 71
-D1 a8
7.1 I0.7
12 14 22 24 A1 A1 BACK-UP ON
D D
-K14 -K14 -K15
15.4 11 21 A2 A2 Digitaler Eingang
digital input
5.8 0VCN
0VC 0VC
14.8 16.1
15.2 14 12.4 14
-X 66 67 15.2 12 11 12.4 12 11
24 24
15.3 6.2
15.3 22 21 6.2 22 21
E E
-W1112
4x2x0,75 7 8
+ME
-X68 114 115
SPEED SETTING
(4-20mA)
PLANT
=1F
BERG
REVISION DATE Tel: +46 31976500
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
15.8 P24C
A A
13 13 13
B
-S1 -S2 -S3 B
14 14 14
22 24
-K3
9.1 21
C C
-D1 a14 -D1 a15 -D1 a16

CRPM MAIN POWER BATTERY POWER CONTROL 80% LOAD ALARM
SELECTED FAILURE FAILURE FAILURE DURING FIFI-MODE 7.1 I1.5 7.1 I1.6 7.1 I1.7
MV4 POWER ON SW. H TO BACK-UP SCAN FAILURE

X1
22 24 12 14 12 14 12 14 12 14 -H3
D -K9 -K1 -K2 -K3 -K4 X2
Digitaler Eingang
digital input
Digitaler Eingang
digital input
Digitaler Eingang
digital input D
9.7 21 5.1 11 5.3 11 9.1 11 9.2 11
15.8 0VC
-X 73 74 75 76 77 78 79 80 81 82
-W1116 -W1117
E 4x2x0,75 4x2x0,75 E
5 6 1 2 3 4 5 6 7 8
+MSB +AL
-X -X 1 2 3 4 5 6 7 8
3 4
MAIN SWITCHBOARD ALARM SYSTEM
PLANT
=1F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
-D2
A A
Analog Ausgang
analogue output
CPP FEEDBACK (+/-

10V)
8.1 QA0.2
U2 0V
B B
-X 87 88
-W1118
7x2x0,75 7 8
DP CONTROL
7 8
C CPP FEEDBACK C
CPP ORDER (+/-10V)
(+/- 10V)
+DP
-X
1 2 5 6
-W1118
7x2x0,75 3 4 5 6
-X 83 84 85 86
D D
12 14 U1 0V
-K6 8.1 AI0.1

9.4 11
DP DEMAND (+/-
10V)
Analog Eingang
analogue input
E -D2 E
PLANT
=1F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
-D2
A A
Analog Ausgang
analogue output
CPP FEEDBACK (+/-

10V)
8.1 QA0.3
U3 0V
B B
-X 93 94
-W1119
7x2x0,75 7 8
JOYSTICK CONTROL
7 8
C CPP FEEDBACK C
CPP ORDER (+/-10V)
(+/- 10V)
+JOY
-X
1 2 5 6
-W1119
7x2x0,75 3 4 5 6
-X 89 90 91 92
D D
12 14 U2 0V
-K7 8.1 AI0.2

9.5 11
JOYST.DEMAND (+/-
10V)
Analog Eingang
analogue input
E -D2 E
PLANT
=1F
BERG
REVISION FAT DATE 23.05.05 Tel: +46 31976500
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
P24L 20.1
P24LN 20.1
A A
REMOTE
LOCAL
21 33 13
-S1
22 34 14
LOCAL/REMOTE
SWITCH CPP
B B
I1
21.1
LOCAL SWITCH IN REMOTE
LOGO-INPUT
+11V
-A1
C C
X1 X1 A1
-H1 -H2 -K1
X2 X2 A2
wh wh
LOCAL REMOTE
D D
0VLN
0VL 20.1
20.1
-X 20.3 14 +11V
1 2 3 4 20.3 12 11 1 2
24 -X
22 21
E CV1 E
+00C 5.5 CV2
+00C 5.5 CV3
+00C 13.8 CV4
+00C 13.8
CNV1
+00C 5.5 CNV2
+00C 5.5
PLANT
=1F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DATE 19.05.2005 DWG Ja-Gr VESSEL NO(S). PROPULSION www.bergpropulsion.com +10V
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
19.8 P24L P24L +11V 22.1

P24LN P24LN
19.8 +11V 21.1
A A
12 14
-K1
19.4 11
-A1 +11V
-A1
+11V
-A1
+11V
-A1
14 7 8 3
P24 Enable LOGO-OUTPUT LOGO-OUTPUT LOGO-OUTPUT
Failure
BACK-UP CONTROL ON PITCH ASTERN PITCH AHEAD
SERVO CONTROLLER PWV SG 2000
Meas.points 21.1 21.1 21.1
B +/-10V B
0V Uin GND Valve 1 Imax Valve 2 Ireq Iact
1,5A V5 V 6
13 1 2 11 9 12 10 4 Q3/1 Q3/2
, Q2/1 Q2/2
, Q1/1 Q1/2
,
C C
A1 12 14 22 24 32 34 42 44
+11V
+11V -K1
-K1 A2 20.5 11 21 31 41
D D
+11V 12 14 +11V 12 14
-K3 -K2
22.8 11 22.7 11
19.8 0VLN 0VLN +11V 21.1

0VL
19.8
-X +11V -X
5 6 7 8 10 9 10 11 12
-X
CV5 -W1113
E +00C 13.8 CV6 4x1,5 E
+00C 13.8 20.6 14 1 2 3 4
12 11
CV7 20.6 24
+00C 13.8 20.6 A1 A1
CV8 22 21
+00C 13.8 20.6 34
20.7 +HY +HY
CNV3 32 31
+00C 15.8 20.7 44 -Y1 A2 -Y2 A2
20.7
42 41
20.7
TO CENTRAL UNIT ASTERN AHEAD
PLANT
=1F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
+10V 20.8 P24LN P24LN 22.1

0VLN 0VLN
+10V 20.8 22.1
L1
LOGO 12/24RC -A1
A N A
8 Eingänge 4 Kontakt-Ausgänge 10A
I1 19.4 LOCAL SWITCH IN REMOTE Q1/1 20.7 PITCH AHEAD
I2 Q1/2
I3 23.2 ER BACK-UP ON Q2/1 20.6 PITCH ASTERN
I4 23.5 ER PITCH AHEAD Q2/2
I5 23.6 ER PITCH ASTERN Q3/1 20.5 BACK-UP CONTROL ON

B B
I6 24.2 SELECTOR BRI FWD/AFT Q3/2
I7 24.3 BRI FWD BACK-UP ON Q4/1 22.3 SWITCH RCS OFF
I8 24.5 BRI FWD PITCH AHEAD Q4/2
4 Eingänge 4 Kontakt-Ausgänge 5A -A2
LOGO DM8 12/24R

I1 24.6 BRI FWD PITCH ASTERN Q1/1 23.2 ER BU CTRL ON
C I2 25.3 BRI AFT BACK-UP ON Q1/2 C

I3 25.4 BRI AFT PITCH AHEAD Q2/1
I4 25.5 BRI AFT PITCH ASTERN Q2/2
Q3/1 24.5 FWD BU CTRL ER ON -X 3 4 5 6
L1 Q3/2
Q4/1 24.6 FWD BU CTRL FWD ON -W1203 -W1204

7x2x0,75 1 2 7x2x0,75 1 2
N
Q4/2
D D
LOGO DM8 12/24R

I1 22.4 REMOTE CONTROL ACTIVE Q1/1 24.7 FWD BU CTRL AFT ON CNW2 +31B 38.1
CNW1
+31B 38.1
I2 Q1/2
BRIDGE/AFT TERMINALS
I3 24.1 BRI FWD LAMPTEST Q2/1 25.5 AFT BU CTRL ER ON
I4 25.2 BRI AFT LAMPTEST Q2/2

CNB2
+30B 32.1
Q3/1 25.6 AFT BU CTRL FWD ON CNB1 +30B 32.1
E E
L1 Q3/2 BRIDGE/FWD CONNECTION BOX
Q4/1 25.7 AFT BU CTRL AFT ON

N
Q4/2
PLANT
=1F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
P24LN P24LN
21.8 P24L 23.1
+10V 20.8
A A
Z2
B B
-R1 4,7k
Z1 -A1
-U1 1 2 5 6 7
LOGO-OUTPUT LIMIT SWITCH
R/ I-TRANSMITTER
I1
SWITCH RCS OFF
24V SA 502-1G 21.1 AHEAD ASTERN
500 Ohm
REMOTE CONTROL ACTIVE

4-20mA
0V 21.1
3 4 9 8
Q4/1 Q4/2
, LOGO-INPUT
C C
-A3 A1 A1
-K2 -K3
A2 A2
D D
0VLN 0VLN
21.8 23.1
20.7 14 20.6 14
-X 11 12 -X 13 14 -X 7 8 9 20.7 12 11 20.6 12 11
24 24
22 21 22 21
E -W1115 E
2x2x0.75 1 2 3
CNV4
+00C 15.8 CNV5
+00C 15.8 PITCH CONNECTION BOX
+00C 15.8
CNV6 +PCU 7 8 11
CNV7
+00C 15.8 -X LIMIT SWITCH
AHEAD ASTERN
PLANT
=1F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
P24LN P24LN
22.8 +12V 26.1
A -A2 A
LOGO-OUTPUT
ER BU CTRL ON
-F1
2A 21.1
Q1/1 Q1/2
,
B B
P24LNL
24.1
C C
13 21 X1 13 13
-SH1 -S1 -S2
14 22 X2 14 14
I3 I4 I5
D 21.1 21.1 21.1 D
ER BACK-UP ON ER PITCH AHEAD ER PITCH ASTERN
LOGO-INPUT LOGO-INPUT LOGO-INPUT

-A1 -A1 -A1
0VLN 0VLN
E 22.8 +12V 26.1 E
PLANT
=1F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
-A2 -A2 -A3

LOGO-OUTPUT LOGO-OUTPUT LOGO-OUTPUT
FWD BU CTRL ER ON FWD BU CTRL FWD ON FWD BU CTRL AFT ON
A A
21.1 21.1 21.1
Q3/1 Q3/2
, Q4/1 Q4/2
, Q1/1 Q1/2
,
P24LNL P24LNL
23.4 25.1
-X
20 21 22
B -W1203 B
7x2x0,75 8 9 10
BRIDGE/FWD CONNECTION BOX CNB10 +30B 37.1

CNB9 +30B 37.1
CNB8 +30B 37.1
CNB3
CNB4 +30B 33.1
CNB5 +30B 33.1
C CNB6 +30B 37.1 C
CNB7 +30B 37.1
+30B 37.1
-W1203
7x2x0,75 3 4 5 6 7
-X 15 16 17 18 19
D D
I3 I6 I7 I8 I1
21.1 21.1 21.1 21.1 21.1
BRI FWD LAMPTEST SELECTOR BRI FWD/AFT BRI FWD BACK-UP ON BRI FWD PITCH AHEAD BRI FWD PITCH ASTERN
LOGO-INPUT LOGO-INPUT LOGO-INPUT LOGO-INPUT LOGO-INPUT

-A3 -A1 -A1 -A1 -A2
E E
PLANT
=1F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
-A3 -A3 -A3

AFT BU CTRL ER ON AFT BU CTRL FWD ON AFT BU CTRL AFT ON
A A
21.1 21.1 21.1
Q2/1 Q2/2
, Q3/1 Q3/2
, Q4/1 Q4/2
,
P24LNL
24.8
-X 27 28 29
B -W1204 B
7x2x0,75 7 8 9
BRIDGE/AFT TERMINALS CNW9 +31B 43.1

CNW8
+31B 43.1
CNW7 +31B 43.1
CNW3 +31B 39.1

CNW4
CNW5 +31B 43.1
C +31B 43.1 C
CNW6
+31B 43.1
-W1204
7x2x0,75 3 4 5 6
-X 23 24 25 26
D I4 I2 I3 I4 D
21.1 21.1 21.1 21.1
BRI AFT LAMPTEST BRI AFT BACK-UP ON BRI AFT PITCH AHEAD BRI AFT PITCH ASTERN
LOGO-INPUT LOGO-INPUT LOGO-INPUT LOGO-INPUT

-A3 -A2 -A2 -A2
E E
PLANT
=1F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
P24LN P24LN
+11V 23.8 27.1
A A
PITCH INDICATION -P1
-U1 2 PC02 6 7 -5V - 0 - +5V
+ A1 X1
PITCH AMP (EK 1140)
1 3 5 4 DLQW72
EI 1030
- A2 X2
B B
7+ +1 2- + 3 4-
-U2 0-20mA 0-10V
B13000
SUPPLY INPUT
24V DC OUTPUT
0-20mA
8- +5 6 -
C LL4 C
LL3 27.1
27.1
0VLN 0VLN
+11V 23.8 27.1
D +10V +10V D
-X 1 2 3 4 5 6 13 14 15 -X 16 17 -X 7 8 -X 9 10
-X
-W1114 -W1403 -W1404

4x2x0,75 1 2 3 4 5 6 2x2x0.75 1 2 1 2 2x2x0.75
+ECR
E -P1 E
+ A1 X1
CENTRAL BRIDGE/FWD PANEL
+PCU UNIT DLQW72
CV9 EI 1030
-X 1 2 3 4 5 6 +00C 13.8
CV10 - A2 X2 VB2
+00C 13.8 CV11 VB1 +30B 36.1
PITCH PITCH +00C 13.8 +30B 36.1
CONNECTION POSITION CV12
+00C 13.8 CV13
BOX INDICATION CONTROL +00C 13.8
PLANT
=1F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
26.8 P24LN P24LN 28.1
A A
REMARK:
-U3 TO ADJUST -5% / INITIATED ASTERN DIRECTION
1 7 5 1 7 5 -U4 TO ADJUST +5% / INITIATED AHEAD DIRECTION
-U3 -U4
+ +
B RI 51 RI 51 B
0 - 20mA 0 - 20mA
- + - - + -
2 3 4 6 2 3 4 6
LL3
26.8 LL4
26.8
C C
CONTACT OPEN
IN ZERO PITCH
POSITION
D D
A1 A1 12 14 12 14
-K1 -K2 -K1 -K2
27.2 11 27.3 11
A2 A2
26.8 0VLN 0VLN 28.1
E -X 11 12 E
27.4 14
12 11 27.5 14
12 11
27.4 24 27.5 24
22 21 22 21
PLANT
=1F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
27.8 P24LN
A A
1 3 4
-U5
+
+
VF500-G1
0-10 V
- + Q -
B 2 5 6 7 B
ADJUSTMENT:
41,67 Hz = 10V
C C
27.8 0VLN
D D
-X 13 14 15 16 17 18 19 20 21
-W1401 -W1403 -W1404

2x2x0.75 1 2 3 2x2x0.75 3 4 2x2x0.75 3 4
+ECR
E -P2 E
+00C 13.8 CV14 VB4 +30B 36.1
CV15 + A1 X1 VB3
+00C 13.8 +30B 36.1
-B1 1 3 2 DLQW72
EI 95018
Q - A2 X2
+ -
PLANT
=1F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
P24B
0VB 30.1
30.1
BB1
30.1
BB2
A 30.1 A
-D1
1 4 1 4
0V
PE
24V
1 2
B Suconet K1/K B
U0 AI0.0 32.4 BRI/FWD LEVER U0 QA0.0 32.3 10V REFERENCE FWD

0V 0V
U1 AI0.1 U1 QA0.1 38.3 10V REFERENCE AFT
0V 0V
U2 AI0.2 38.4 BRI/AFT LEVER U2 QA0.2 (VDR ACT.PITCH)
0V 0V
U3 AI0.3 U3 QA0.3 (VDR LOAD DEMAND)
0V 0V
I0 AI0.4 32.3 CTRL BRI FWD LEVER
0V
C I1 AI0.5 38.3 CTRL BRI AFT LEVER C
0V
I2 AI0.6
0V
I3 AI0.7
0V
1.2.0
S1 S2 S3
ON ON ON 0 - 10V IN
D D
S3-1: BIPOLAR RANGE
OFF: 0 - FFFh
ON : 800 - FFFh
S3-2: RESOLUTION
OFF: 8 bit
ON : 12 bit
S3-3: ONLY S-NET K1
S3-4: ONLY S-NET K1
S3-5: OUTPUT RANGE
OFF: +/-10V
ON : 0-10V
S3-6: INPUT RANGE
6,7 OFF,OFF: +/-5V
-X 1 2 -X1 1 2 PE
OFF,ON : +/-10V
ON ,OFF: 0-5V
CB1 ON ,ON : 0-10V
+00C 5.7 S3-8: BUS FORMAT
CB2
+00C 5.7 OFF: PS3-FORMAT (K1)
CBB1 ON : SBI-FORMAT(K)
+00C 8.6 CBB2
+00C 8.6
PLANT
=1F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
DATE 19.05.2005 DWG Ja-Gr VESSEL NO(S). PROPULSION www.bergpropulsion.com +30B
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
P24B P24B
29.8 0VB 0VB 31.1
29.8 31.1
A A
BB1
29.8
BB2
29.8
... -D2
-D3
1 41 4
0V
+24V
+24V
0V
0V
0V
24V
Erweiterungsmodul SPS EM4-201-DX2
PE
B 1 2
Lokale Erweiterung LE4-116-XD1 B
Suconet K 16 Digital-Eingänge 16 Digital-Ausgänge
a1 I0.0 33.1 FWD LAMPTEST b1 I0.8 39.2 AFT LAMPTEST a1 Q0.0 34.1 FWD T. OVER/IN CMD b1 Q0.8 34.7 FWD CLUTCH BLOCKED
a2 I0.1 33.2 FWD SELECTOR b2 I0.9 39.3 AFT T.OVER/IN CMD a2 Q0.1 34.2 FWD CRPM MODE b2 Q0.9 35.2 FWD LOCAL CTRL.
a3 I0.2 33.4 FWD T.OVER/IN CMD b3 I0.10 39.4 AFT CRPM MODE a3 Q0.2 34.3 FWD CLUTCH IN b3 Q0.10
a4 I0.3 33.4 FWD CRPM MODE b4 I0.11 39.5 AFT CLUTCH IN a4 Q0.3 34.4 FWD CLUTCH OUT b4 Q0.11 35.2 FWD FWD CTRL.
a5 I0.4 33.5 FWD CLUTCH IN b5 I0.12 39.6 AFT CLUTCH OUT a5 Q0.4 32.4 FWD MV. LEVER UP b5 Q0.12 35.3 FWD AFT CTRL.
a6 I0.5 33.6 FWD CLUTCH OUT b6 I0.13 39.7 AFT FIFI MODE a6 Q0.5 32.5 FWD MV. LEVER DOWN b6 Q0.13 35.4 FWD DP/JOYSTICK C
a7 I0.6 33.7 FWD FIFI MODE b7 I0.14 a7 Q0.6 34.5 FWD BUZZER b7 Q0.14 35.5 FWD FIFI MODE
a8 I0.7 b8 I0.15 a8 Q0.7 34.6 FWD OVERLOAD ME b8 Q0.15
C C
1.3.0 1.3.1
S1 S2
ON ON
OFF OFF
D D
E E
PLANT
=1F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
P24B P24B
30.8 0VB 0VB 32.1
30.8 32.1
A A
-D4
0V
+24V
B B
0V
24V
Lokale Erweiterung LE4-116-XD1
16 Digital-Ausgänge
a1 Q0.0 40.1 AFT T.OVER/IN CMD b1 Q0.8 40.7 AFT CLUTCH BLOCKED
a2 Q0.1 40.2 AFT CRPM MODE b2 Q0.9 41.2 AFT LOCAL CTRL.
a3 Q0.2 40.3 AFT CLUTCH IN b3 Q0.10
a4 Q0.3 40.4 AFT CLUTCH OUT b4 Q0.11 41.3 AFT FWD CTRL.
a5 Q0.4 38.4 AFT MV. LEVER UP b5 Q0.12 41.4 AFT AFT CTRL.
a6 Q0.5 38.5 AFT MV. LEVER DOWN b6 Q0.13 41.5 AFT DP/JOYSTICK C
a7 Q0.6 40.5 AFT BUZZER b7 Q0.14 41.6 AFT FIFI MODE
C a8 Q0.7 40.6 AFT OVERLOAD ME b8 Q0.15 C
1.3.2
D D
E E
PLANT
=1F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
P24B P24B
31.8 +31B 38.1
-D1 -D3 -D3

A Analog Ausgang A
analogue output Digitaler Ausgang Digitaler Ausgang
digital output digital output
10V REFERENCE FWD
-F1 FWD MV. LEVER UP FWD MV. LEVER DOWN
2A
29.3 QA0.0 30.5 Q0.4 30.5 Q0.5

U0 0V a5 a6
B -X2 1 3 4 7 8 B
BP24 33.1
BP24N 33.1
BP24L 36.1
POT1B =2F 32.2
L1B =2F 32.2
L2B
=2F 32.2
C C
2 181 182 181 BRIDGE/FWD PANEL
+30BP 33 33 182
-A1 34 35 34 35 180 180 180 180

1
BDIM0/2
=2F 34.1
POT3B
POT2B =2F 32.2
=2F 32.2
BDIM0
34.1
BP0N 36.1
D BP0 D
34.1
-X3 -X2 BRIDGE/FWD INTERFACE BOX

1 2 2 5 6
I0 0V U0 0V
29.3 AI0.4 29.3 AI0.0

E E
-XN 1 2
CTRL BRI FWD LEVER BRI/FWD LEVER
CNB1
+11V 21.8 CNB2
+11V 21.8 Analog Eingang Analog Eingang
-D1 -D1
0VB 0VB
31.8 +31B 38.1
PLANT
=1F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
BP24
32.8
BP24N BP24N
32.8 36.1
A A
+30BP +30BP
-S1 -S2 +30BP 13
+30BP 13
+30BP 13
+30BP 13
+30BP 13
13 21 43 31 13 21 43 31
-SH1 -SH2 -SH3 -SH4 -SH5
14 22 44 32 14 22 44 32 14 14 14 14 14
B BRIDGE B
FWD PANEL
BRIDGE/FWD
INTERFACE BOX
-X2 9 -X3 3 -X2 10 -X3 4 -X2 11 12 13 14 15
C C
-D2 a1 -D2 a2 -D2 a3 -D2 a4 -D2 a5 -D2 a6 -D2 a7

30.1 I0.0 30.1 I0.1 30.1 I0.2 30.1 I0.3 30.1 I0.4 30.1 I0.5 30.1 I0.6
FWD LAMPTEST FWD SELECTOR FWD T.OVER/IN CMD FWD CRPM MODE FWD CLUTCH IN FWD CLUTCH OUT FWD FIFI MODE
D D
-XN 3 -XN 4
E E
CNB3
+11V 24.8 CNB4
+11V 24.8
PLANT
=1F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
-D3 -D3 -D3 -D3 -D3 -D3 -D3
A digital output digital output digital output digital output digital output digital output digital output A
FWD T. OVER/IN CMD FWD CRPM MODE FWD CLUTCH IN FWD CLUTCH OUT FWD BUZZER FWD OVERLOAD ME FWD CLUTCH BLOCKED
30.5 Q0.0 30.5 Q0.1 30.5 Q0.2 30.5 Q0.3 30.5 Q0.6 30.5 Q0.7 30.5 Q0.8
a1 a2 a3 a4 a7 a8 b1
B B
BRIDGE/FWD INTERFACE BOX

-X2 16 17 18 19 20 21 22
X1 X1 X1 X1 X1 X1
C +30BP +30BP +30BP +30BP +30BP +30BP +30BP C
-SH1 -SH2 -SH3 -SH4 -H1 -H2 -H3
33.4 X2 33.4 X2 33.5 X2 33.6 X2 X2 ye X2
rd
32.8 BDIM0 BDIM0 35.1

32.8 BP0 BP0 36.1
D D
BRIDGE/FWD PANEL
E E
PLANT
=1F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
-D3 -D3 -D3 -D3 -D3

A Digitaler Ausgang Digitaler Ausgang Digitaler Ausgang Digitaler Ausgang Digitaler Ausgang A
digital output digital output digital output digital output digital output
FWD LOCAL CTRL. FWD FWD CTRL. FWD AFT CTRL. FWD DP/JOYSTICK FWD FIFI MODE
CTRL.
30.5 Q0.9 30.5 Q0.11 30.5 Q0.12 30.5 Q0.13 30.5 Q0.14
b2 b4 b5 b6 b7
B B
-X2 23 24 25 26 27
BRIDGE/FWD PANEL
C C
X1 X1 X1 X1 X1
+30BP +30BP +30BP +30BP +30BP
-H4 -H5 -H6 -H7 -SH5
X2 X2 X2 X2 X2
wh wh wh wh 33.7
BDIM0 BDIM0
34.8 36.1
D D
E E
PLANT
=1F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
BP24L
32.8
BP24N BP24N
33.8 BDIMN 37.1
37.3
A A
ACTUAL PITCH ACTUAL SHAFT SPEED

(-5V - 0 - 5V) (0-10V)
+ 24V DIM + 24V DIM

+30BP +30BP
-P1 -P2 + +30BP
+ A1 X1 A1 X1
-U1
DLQW72 DLQW72
B EI 1030 EI 95018 B
U DIMMER U DIMMER
- A2 X2 - A2 X2 U 1,5 A U 1,5 A
- 0V - 0V
BDIM0
35.8
34.8 BP0
BP0N
32.8
C C
BRIDGE/FWD PANEL

28 29 30 31
-X2
D D
-X 3 4 5 6 -X4 26 27 28 29
-W1405
1 2 3 4 2x2x0.75
E E
VB1
+12V 26.8 VB2
+12V 26.8
BW4
+31B 42.1
BW3
VB3 BW2 +31B 42.1
+12V 28.6 +31B 42.1
VB4 BW1
+12V 28.6 +31B 42.1
PLANT
=1F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
36.8 BP24N
A A
13 13 23
+30BP +30BP +30BP
+30BP +30BP -H8
X1 X1
-H9
X1
-SH6 -SH6
14
-S3 14 24 rd 37.1 rd
X2 X2 X2
BACK-UP PITCH AHEAD PITCH ASTERN BACK-UP BACK-UP BACK-UP
CONTROL CONTROL CONTROL CONTROL
BRIDGE/FWD ER ON BRIDGE/FWD BRIDGE/AFT
B ON ON ON B
36.8 BDIMN
BRIDGE/FWD PANEL

C C
-X3 5 6 7 8 9 10
D D
-XN 5 6 7 8 9 10
+11V 24.8 CNB5

+11V 24.8 CNB6
E CNB7 E
+11V 24.8
CNB8
+11V 24.8 CNB9
+11V 24.8 CNB10
+11V 24.8
PLANT
=1F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
+30B +30B +30B

-D1 -D4 -D4
Analog Ausgang
A P24B A
+30B 32.8 10V REFERENCE AFT AFT MV. LEVER UP AFT MV. LEVER DOWN
0VB
+30B 32.8
29.3 QA0.1 31.1 Q0.4 31.1 Q0.5

U1 0V a5 a6
+30B
-X4 1 2 3 6 7
-W1107
B 10x2x0.75 B
1 2 3 6 7
-X 1 2 -X 3 6 7
WP24
39.1
WP24L 42.1
WP24N
39.1
POT1W =2F 38.3

L1W
L2W =2F 38.3
C =2F 38.3 C
33 2 33 182 181 182 181

-F1 -A1
BRIDGE/AFT PANEL
2A 34 35 1 34 35 180 180 180 180
WDIM0/2
POT3W =2F 40.1
=2F 38.3
POT2W
=2F 38.3
WDIM0
WP0 40.1
40.1
WP0N 42.4
D D
4 5
-W1107
10x2x0.75 4 5
-XN 1 2 +30B BRIDGE/FWD INTERFACE BOX
-X4
4 5
I1 0V U2 0V
E AI0.5 AI0.2 E
29.3 29.3
CTRL BRI AFT LEVER BRI/AFT LEVER

CNW1 analogue input analogue input
+11V 21.8
CNW2
+11V 21.8 +30B +30B
-D1 -D1
PLANT
=1F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
38.8 WP24
38.8 WP24N WP24N 42.1
A A
13 21 43 31 -SH1 13 -SH2 13 -SH3 13 -SH4 13 -SH5 13

-S1
14 22 44 32 14 14 14 14 14
wh wh wh rd wh
B B
BRIDGE/AFT PANEL
-X 8 -XN 3 -X 9 10 11 12 13
CNW3
+11V 25.8
-W1107
10x2x0.75 8 9 10 11 12 13
C C
+30B BRIDGE/FWD INTERFACE BOX

-X4 8 9 10 11 12 13
+30B +30B +30B +30B +30B +30B

-D2 b1 -D2 b2 -D2 b3 -D2 b4 -D2 b5 -D2 b6
D D
30.1 I0.8 30.1 I0.9 30.1 I0.10 30.1 I0.11 30.1 I0.12 30.1 I0.13
AFT LAMPTEST AFT T.OVER/IN CMD AFT CRPM MODE AFT CLUTCH IN AFT CLUTCH OUT AFT FIFI MODE
Digitaler Eingang Digitaler Eingang Digitaler Eingang Digitaler Eingang Digitaler Eingang Digitaler Eingang
digital input digital input digital input digital input digital input digital input
E E
PLANT
=1F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
+30B +30B +30B +30B +30B +30B +30B

-D4 -D4 -D4 -D4 -D4 -D4 -D4
AFT T.OVER/IN CMD AFT CRPM MODE AFT CLUTCH IN AFT CLUTCH OUT AFT BUZZER AFT OVERLOAD ME AFT CLUTCH BLOCKED
31.1 Q0.0 31.1 Q0.1 31.1 Q0.2 31.1 Q0.3 31.1 Q0.6 31.1 Q0.7 31.1 Q0.8
a1 a2 a3 a4 a7 a8 b1
+30B
14 15 16 17 18 19 20
-X4 BRIDGE/FWD INTERFACE BOX
B B
-W1107
10x2x0.75 14 15 16 17 18 19 20
-X 14 15 16 17 18 19 20
C C
-SH1 X1 -SH2 X1 -SH3 X1 -SH4 X1

-H1 -H2 X1
-H3 X1
39.3 WH 39.4 WH 39.5 WH 39.6 WH RD YE
X2 X2 X2 X2 X2 X2
D D
38.8 WDIM0 WDIM0 41.1

WP0 WP0
38.8 42.4
BRIDGE/AFT PANEL
E E
PLANT
=1F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
+30B +30B +30B +30B +30B

-D4 -D4 -D4 -D4 -D4
Digitaler Ausgang Digitaler Ausgang Digitaler Ausgang Digitaler Ausgang Digitaler Ausgang
A digital output digital output digital output digital output digital output A
AFT LOCAL CTRL. AFT FWD CTRL. AFT AFT CTRL. AFT DP/JOYSTICK AFT FIFI MODE
CTRL.
31.1 Q0.9 31.1 Q0.11 31.1 Q0.12 31.1 Q0.13 31.1 Q0.14
b2 b4 b5 b6 b7

-X4 21 22 23 24 25
B B
-W1108
4x2x0,75 1 2 3 4 5
-X 21 22 23 24 25
C C
X1 X1 X1 X1 X1
-H4 -H5 -H6 -H7 -SH5
WH WH WH WH 39.7
X2 X2 X2 X2 X2
D D
WDIM0 WDIM0
40.8 42.1
BRIDGE/AFT PANEL
E E
PLANT
=1F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
39.8 WP24N WP24N 43.1

38.8 WP24L

A (-5V - 0 - 5V) (0-10V) A
-P1 -P2
+ A1 X1 + A1 X1
DLQW72 DLQW72
EI 1033 EI 95018
- A2 X2 - A2 X2
B B
WDIMN 43.1
41.8 WDIM0
BRIDGE/AFT PANEL
-U1 + 24V DIM + 24V DIM
C C
-X 26 27 28 29
U DIMMER U DIMMER
U 1,5 A U 1,5 A
- 0V - 0V
D WP0 D
40.8 WP0N
38.8
+30B 36.6 BW1

+30B 36.6 BW2
+30B 36.6 BW3
+30B 36.6 BW4
E E
PLANT
=1F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
WP24N
42.8
A A
-SH6 13 13 23 X1 X1 -SH6 X1
-S2 -H8 -H9
43.2 RD
14 14 24 X2 X2 X2
BACK-UP AHEAD ASTERN BACK-UP BACK-UP BACK-UP
BRI/AFT ON ER ON BRI/FWD ON BRI/AFT ON
B B
WDIMN
42.8
BRIDGE/AFT PANEL
C C
D D
-XN 4 5 6 7 8 9
+11V 25.8 CNW4

CNW5
E +11V 25.8 CNW6 E
+11V 25.8
CNW7
+11V 25.8
CNW8
+11V 25.8 CNW9
+11V 25.8
PLANT
=1F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
B B
C C
D D
E E
PLANT
=1F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DATE 19.05.2005 DWG Ja-Gr VESSEL NO(S). PROPULSION www.bergpropulsion.com
DRAWING NO.
43 < PAGE PAGE > =2F/1 CLASS BV P3-31891 073.033.10 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
600 mm
560 mm
=1F
-E1
B B
CENTRAL UNIT PORTSIDE

LOCATION: ECR
Tiefe/DEPTH: 210 mm
C C
MAIN FAILURE BATTERY

650 mm
600 mm
Schutzgrad/ENCLOSURE: IP55
Farbe/COLOUR: RAL 7032
D D
E E
8,8
PLANT
BERG
REVISION FAT DATE 23.05.05
5209-5212 P3-31891
T el: + 46 31976500
F a x : + 46 31976538
= 1F
F LOC. F
DRAWING
NO.
< PAGE PAGE > 2 NORM BV 073.033P.20 EN31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
500 mm
460 mm
=1F
-E2
B B
PITCH LOCAL CONTROL BOX PORTSIDE
LOCATION: ER
PITCH BACK-UP PITCH

AHEAD ON ASTERN
Tiefe/DEPTH: 210 mm
550 mm
500 mm
C LOCAL REMOTE C
D D
8,8
E E
PLANT
BERG
5209-5212 P3-31891
T el: + 46 31976500
F a x : + 46 31976538
= 1F
F LOC. F
DATE 19.05.2005 DRAWN Ja-Gr VESSEL NO(S). PROPULSION www.bergpropulsion.com +10V
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
BRIDGE/FWD CONTROL PANEL

(MAIN CONTROL STAND)
A 490 mm A
235 mm 235 mm
6,3 mm
PORT CONTROL STBD CONTROL

BERG
PROPULSION
BRIDGE/AFT DP/ BRIDGE/AFT

CONTROL JOYSTICK CONTROL
PORT PORT STBD
B B
150 mm
BRIDGE/FWD DP/ BRIDGE/FWD

SHAFT SPEED PITCH PORT STBD STBD PITCH SHAFT SPEED
LOCAL LOCAL
DIMMER CONTROL CONTROL DIMMER
PORT STBD
C C
320 mm
AHEAD
LAMP CRPM CLUTCH CLUTCH CRPM LAMP

BUZZER +10 BUZZER
TEST MODE ON BLOCKED BLOCKED MODE ON TEST
8
4
MAIN MAIN
OVERLOAD OVERLOAD
CLUTCH 2 CLUTCH
ME ME
IN IN
BACK-UP CONTROL 0 BACK-UP CONTROL
2
150 mm
BACK-UP BACK-UP MAIN 4 MAIN BACK-UP BACK-UP

D BRIDGE/AFT ER FIFI MODE CLUTCH CLUTCH FIFI MODE
ER BRIDGE/AFT
D
ON ON ACTIVE OUT 6 OUT ACTIVE
ON ON
8
FORWARD AFTER FORWARD AFTER
AHEAD AHEAD
-10
BACK-UP BACK-UP
TAKE OVER TAKE OVER BRIDGE/FWD
BRIDGE/FWD ASTERN
COMMAND COMMAND ON
ON
ASTERN ASTERN
E E
PANEL CUT OUT: 450x280 mm
MOUNTING DEPTH: 200 mm
PLATE IS MADE FROM 4 mm Aluminium CONNECTION TO CONNECTION TO
DELIVERED WITH 2 pcs. OF CABLE (1,5m) INTERFACE BOX/PORT INTERFACE BOX/STBD
AND PLUG CONNECTORS
PLANT
BERG
5209-5212 P3-31891
T el: + 46 31976500
F a x : + 46 31976538
= 1F
F LOC. F
DATE 19.05.2005 DRAWN Ja-Gr VESSEL NO(S). PROPULSION www.bergpropulsion.com +30BP
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
INTERFACE BOX PORT
LOCATION: WH/FWD CONTROL DESK
=1F
-E4
B B
400
C C
CONNECTION TO
PANEL
120
1,5m
D D
PLUG 600
E E
PLANT
BERG
5209-5212 P3-31891
T el: + 46 31976500
F a x : + 46 31976538
= 1F
F LOC. F
DATE 19.05.2005 DRAWN Ja-Gr VESSEL NO(S). PROPULSION www.bergpropulsion.com +30B
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
BRIDGE/AFT CONTROL PANEL

(AUX.CONTROL STAND)
A 490 mm A
235 mm 235 mm
6,3 mm
STBD CONTROL PORT CONTROL

BERG
PROPULSION
BRIDGE/AFT DP/ BRIDGE/AFT

STBD STBD PORT
B B
150 mm
BRIDGE/FWD DP/ BRIDGE/FWD

STBD PORT PORT
SHAFT SPEED PITCH PITCH SHAFT SPEED
LOCAL LOCAL
DIMMER CONTROL CONTROL DIMMER
STBD PORT
C C
320 mm
ASTERN
LAMP CRPM CLUTCH CLUTCH CRPM LAMP

BUZZER -10 BUZZER
TEST MODE ON BLOCKED BLOCKED MODE ON TEST
8
4
MAIN MAIN
OVERLOAD OVERLOAD
CLUTCH 2 CLUTCH
ME ME
IN IN
BACK-UP CONTROL 0 BACK-UP CONTROL
2
150 mm
D BACK-UP BACK-UP FIFI MODE MAIN 4 MAIN FIFI MODE BACK-UP BACK-UP D
BRIDGE /FWD ER ACTIVE CLUTCH CLUTCH ACTIVE ER BRIDGE/FWD
ON ON OUT 6 OUT ON ON
8
ASTERN ASTERN
+10
BACK-UP BACK-UP
TAKE OVER TAKE OVER BRIDGE/AFT
BRIDGE/AFT AHEAD
COMMAND COMMAND ON
ON
AHEAD AHEAD
E E
PANEL CUT OUT: 450x280 mm
MOUNTING DEPTH: 200 mm
PLATE IS MADE FROM 4 mm Aluminium CONNECTION TO CONNECTION TO
DELIVERED WITH 2 pcs. OF CABLE (1,5m) TERMINAL STRIP/STBD TERMINAL STRIP/PORT
AND TERMINAL STRIP
PLANT
BERG
5209-5212 P3-31891
T el: + 46 31976500
F a x : + 46 31976538
= 1F
F LOC. F
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
45 mm 105 mm
A A
=1F
-J1 =1F
15 mm
-J10
MAIN SUPPLY
30 mm
ERC 3000
=1F =1F
-J2 -J6
BACK-UP CONTROL
CENTRAL UNIT/PORT
CONTROL FAILURE
B 0N B
=1F
-J11
=1F =1F
-J3 -J7
BATTERY SUPPLY PITCH AHEAD ERC 3000
LOCAL CONTROL BOX/PORT
=1F =1F
C -J4 -J8 C
LOCAL CONTROL PITCH ASTERN =1F

-J12

=1F
-J5
=1F
-J9 ERC 3000
REMOTE CONTROL LOCAL REMOTE BRIDGE INTERFACE BOX/PORT
D D
Ausführung: - Kunstoff weiß Ausführung: - Kunstoff weiß

- Schrift schwarz - Schrift schwarz
- selbstklebend - selbstklebend
Abmessungen: - 15 x 45 mm (HxB) Abmessungen: - 30 x 105 mm (HxB)

E E
- Schrifthöhe 4 mm, - Schrifthöhe 6 mm,
Helvetica schmalhalbfett Helvetica schmalhalbfett
Stückzahl: - je 1 Stück Stückzahl: - je 1 Stück
PLANT
BERG
5209-5212 P3-31891
T el: + 46 31976500
F a x : + 46 31976538
= 1F
F LOC. F
DRAWING
NO.
5 < PAGE PAGE > NORM BV 073.033P.20 EN31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:
A TERMINAL STRIP =1F+00C-X 1 A
cable marking external

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W1111 4x2x0,75
-W1302 2x2x0.75
-W1301 4x1,5
-W1106 2x2,5
-W1103 2x2,5
-W1201 2x2,5
-W1102 2x6
-W1101 2x6
B B
1 1 5.1
2 2 5.1
1 3 5.2
2 4 5.2
PE ??? 5.3
C C
PE ??? 5.3
1 5 +11V-X 1 5.4
2 6 +11V-X 2 5.4
1 7 +10V-X 1 5.5
2 8 +10V-X 2 5.5
9 5.6
10 5.6
1 11 +30B-X 1 5.7
D D
2 12 +30B-X 2 5.7
13 5.7
14 5.7
1 15 +GB1-X000 37 6.2
2 16 +GB1-X000 38 6.2
3 17 +GB1-X000 39 6.3
4 18 +GB1-X000 40 6.4
1 19 +GB1-X000 5 11.1
E E
2 20 +GB1-X000 7 11.1
1 21 +ME-X55 111 11.2
2 22 +ME-X55 112 11.2
3 23 +ME-X55 117 11.3
4 24 +ME-X55 118 11.3
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 1 17
DRAWING
NO.
< PAGE PAGE > 2 NORM BV 073.033P.40 P3-31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
G:\WSCAD_PROJEKTE\073-033A\=1F_073-033A_K
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W1104 7x2x0,75
-W1302 2x2x0.75
-W1112 4x2x0,75
-W1303 2x1,5
-W1120 1x2x0.75
-W1119 7x2x0,75
-W1118 7x2x0,75
-W1116 4x2x0,75
-W1109 4x2x0,75
-W1110 4x2x0,75
B B
1 25 +ME-X15 25 11.4
2 26 +ME-X15 26 11.4
1 27 +ME-X3 47 11.5
2 28 +ME-X3 48 11.5
1 29 +MSB-X 1 11.6
C C
2 30 +MSB-X 2 11.6
3 31 +MSB-X 3 11.6
4 32 +MSB-X 4 11.6
1 33 +DP-X x 11.7
2 34 +DP-X x 11.7
1 35 +JOY-X x 12.1
2 36 +JOY-X x 12.1
1 37 +FIFI-X 1 12.2
D D
2 38 +FIFI-X 2 12.2
1 39 +GB-X x 12.3
2 40 +GB-X x 12.3
1 41 +ME-X68 11 12.4
2 42 +ME-X68 12 12.5
3 43 +ME-X68 20 12.5
4 44 +ME-X68 21 12.6
5 45 +ME-X68 34 12.6
E E
6 46 +ME-X68 35 12.6
3 47 +GB1-X000 x 12.7
4 48 +GB1-X000 x 12.8
1 49 +10V-X 3 13.1
2 50 +10V-X 4 13.1
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 2 17
DRAWING
NO.
1 < PAGE PAGE > 3 NORM BV 073.033P.40 P3-31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W1117 4x2x0,75
-W1116 4x2x0,75
-W1202 4x2x0,75
-W1112 4x2x0,75
-W1110 4x2x0,75
-W1104 7x2x0,75
B B
3 51 +10V-X 5 13.2
4 52 +10V-X 6 13.2
5 53 +10V-X 7 13.2
6 54 +10V-X 8 13.3
7 55 +10V-X 13 13.4
C C
8 56 +10V-X 14 13.4
9 57 +10V-X 15 13.4
10 58 +10V-X 16 13.5
11 59 +10V-X 17 13.5
12 60 +12V-X 16 13.6
13 61 +12V-X 17 13.6
3 62 +ME-X15 72 14.2
4 63 +ME-X15 74 14.2
D D
5 64 +ME-X15 28 14.3
6 65 +ME-X15 27 14.4
7 66 +ME-X68 114 15.2
8 67 +ME-X68 115 15.3
1 68 +11V-X 10 15.4
2 69 +11V-X 11 15.4
3 70 +11V-X 12 15.5
4 71 +11V-X 13 15.6
E E
5 72 +11V-X 14 15.6
5 73 +MSB-X 3 16.1
6 74 +MSB-X 4 16.1
1 75 +AL-X 1 16.2
2 76 +AL-X 2 16.2
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 3 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W1119 7x2x0,75
-W1118 7x2x0,75
-W1117 4x2x0,75
B B
3 77 +AL-X 3 16.3
4 78 +AL-X 4 16.3
5 79 +AL-X 5 16.4
6 80 +AL-X 6 16.4
7 81 +AL-X 7 16.4
C C
8 82 +AL-X 8 16.5
3 83 +DP-X 1 17.2
4 84 +DP-X 2 17.3
5 85 +DP-X 5 17.5
6 86 +DP-X 6 17.5
7 87 +DP-X 7 17.6
8 88 +DP-X 8 17.6
3 89 +JOY-X 1 18.2
D D
4 90 +JOY-X 2 18.3
5 91 +JOY-X 5 18.5
6 92 +JOY-X 6 18.5
7 93 +JOY-X 7 18.6
8 94 +JOY-X 8 18.6
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 4 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:
A TERMINAL STRIP =1F+00C-X1 5 A

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W1105 1x2x0.75
B B
1 1 +30B-X1 1 8.6
2 2 +30B-X1 2 8.6
PE 8.6
C C
D D
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 5 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:
A TERMINAL STRIP =1F+10V-X 6 A

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W1113 4x1,5
-W1104 7x2x0,75
-W1103 2x2,5
B B
1 1 +00C-X 7 19.1
2 2 +00C-X 8 19.1
1 3 +00C-X 49 19.3
2 4 +00C-X 50 19.4
3 5 +00C-X 51 20.2
C C
4 6 +00C-X 52 20.2
5 7 +00C-X 53 20.4
6 8 +00C-X 54 20.4
1 9 +HY-Y1 A1 20.6
2 10 +HY-Y1 A2 20.6
3 11 +HY-Y2 A1 20.7
4 12 +HY-Y2 A2 20.7
7 13 +00C-X 55 26.4
D D
8 14 +00C-X 56 26.4
9 15 +00C-X 57 26.4
10 16 +00C-X 58 26.5
11 17 +00C-X 59 26.5
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 6 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W1202 4x2x0,75
-W1115 2x2x0.75
-W1204 7x2x0,75
-W1203 7x2x0,75
-W1201 2x2,5
B B
1 1 +00C-X 5 19.5
2 2 +00C-X 6 19.6
1 3 +30B-XN 1 21.6
2 4 +30B-XN 2 21.7
1 5 +31B-XN 1 21.7
C C
2 6 +31B-XN 2 21.7
1 7 +PCU-X 7 22.6
2 8 +PCU-X 8 22.6
3 9 +PCU-X 11 22.6
1 10 +00C-X 68 20.4
2 11 +00C-X 69 22.2
3 12 +00C-X 70 22.2
4 13 +00C-X 71 22.3
D D
5 14 +00C-X 72 22.4
3 15 +30B-XN 3 24.1
4 16 +30B-XN 4 24.2
5 17 +30B-XN 5 24.3
6 18 +30B-XN 6 24.4
7 19 +30B-XN 7 24.5
8 20 +30B-XN 8 24.5
9 21 +30B-XN 9 24.6
E E
10 22 +30B-XN 10 24.7
3 23 +31B-XN 3 25.2
4 24 +31B-XN 4 25.3
5 25 +31B-XN 5 25.4
6 26 +31B-XN 6 25.5
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 7 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W1204 7x2x0,75
B B
7 27 +31B-XN 7 25.5
8 28 +31B-XN 8 25.6
9 29 +31B-XN 9 25.7
C C
D D
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 8 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W1104 7x2x0,75
-W1401 2x2x0.75
-W1404 2x2x0.75
-W1403 2x2x0.75
-W1114 4x2x0,75
B B
1 1 +PCU-X 1 26.2
2 2 +PCU-X 2 26.2
3 3 +PCU-X 3 26.2
4 4 +PCU-X 4 26.2
5 5 +PCU-X 5 26.2
C C
6 6 +PCU-X 6 26.2
1 7 +ECR-P1 A1 26.6
2 8 +ECR-P1 A2 26.6
1 9 +30B-X 3 26.7
2 10 +30B-X 4 26.7
11 27.4
12 27.5
1 13 -B1 ??? 28.2
D D
2 14 -B1 ??? 28.2
3 15 -B1 ??? 28.2
12 16 +00C-X 60 28.3
13 17 +00C-X 61 28.3
3 18 +ECR-P2 A1 28.4
4 19 +ECR-P2 A2 28.5
3 20 +30B-X 5 28.5
4 21 +30B-X 6 28.6
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 9 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:
A TERMINAL STRIP =1F+30B-X 10 A

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W1404 2x2x0.75
-W1106 2x2,5
B B
1 1 +00C-X 11 29.1
2 2 +00C-X 12 29.2
1 3 +12V-X 9 36.2
2 4 +12V-X 10 36.2
3 5 +12V-X 20 36.3
C C
4 6 +12V-X 21 36.3
D D
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 10 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:
A TERMINAL STRIP =1F+30B-X1 11 A

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W1105 1x2x0.75
B B
1 1 +00C-X1 1 29.2
2 2 +00C-X1 2 29.2
PE 29.2
C C
D D
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 11 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W1405 2x2x0.75
-W1108 4x2x0,75
-W1107 10x2x0.75
B B
1 1 +31B-X 1 38.1
2 2 +31B-X 2 38.2
3 3 +31B-X 3 38.3
4 4 +31B-X 4 38.3
5 5 +31B-X 5 38.4
C C
6 6 +31B-X 6 38.4
7 7 +31B-X 7 38.5
8 8 +31B-X 8 39.2
9 9 +31B-X 9 39.3
10 10 +31B-X 10 39.4
11 11 +31B-X 11 39.5
12 12 +31B-X 12 39.6
13 13 +31B-X 13 39.7
D D
14 14 +31B-X 14 40.1
15 15 +31B-X 15 40.2
16 16 +31B-X 16 40.3
17 17 +31B-X 17 40.4
18 18 +31B-X 18 40.5
19 19 +31B-X 19 40.6
20 20 +31B-X 20 40.7
1 21 +31B-X 21 41.2
E E
2 22 +31B-X 22 41.3
3 23 +31B-X 23 41.4
4 24 +31B-X 24 41.5
5 25 +31B-X 25 41.6
1 26 +31B-X 26 36.4
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 12 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W1405 2x2x0.75
B B
2 27 +31B-X 27 36.5
3 28 +31B-X 28 36.5
4 29 +31B-X 29 36.5
C C
D D
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 13 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:
A TERMINAL STRIP =1F+30B-XN 14 A

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W1203 7x2x0,75
B B
1 1 +11V-X 3 32.1
2 2 +11V-X 4 32.1
3 3 +11V-X 15 33.2
4 4 +11V-X 16 33.3
5 5 +11V-X 17 37.1
C C
6 6 +11V-X 18 37.2
7 7 +11V-X 19 37.2
8 8 +11V-X 20 37.4
9 9 +11V-X 21 37.5
10 10 +11V-X 22 37.6
D D
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 14 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W1405 2x2x0.75
-W1108 4x2x0,75
-W1107 10x2x0.75
B B
1 1 +30B-X4 1 38.1
2 2 +30B-X4 2 38.2
3 3 +30B-X4 3 38.3
4 4 +30B-X4 4 38.3
5 5 +30B-X4 5 38.3
C C
6 6 +30B-X4 6 38.4
7 7 +30B-X4 7 38.5
8 8 +30B-X4 8 39.2
9 9 +30B-X4 9 39.3
10 10 +30B-X4 10 39.4
11 11 +30B-X4 11 39.5
12 12 +30B-X4 12 39.6
13 13 +30B-X4 13 39.7
D D
14 14 +30B-X4 14 40.1
15 15 +30B-X4 15 40.2
16 16 +30B-X4 16 40.3
17 17 +30B-X4 17 40.4
18 18 +30B-X4 18 40.5
19 19 +30B-X4 19 40.6
20 20 +30B-X4 20 40.7
1 21 +30B-X4 21 41.2
E E
2 22 +30B-X4 22 41.3
3 23 +30B-X4 23 41.4
4 24 +30B-X4 24 41.5
5 25 +30B-X4 25 41.6
1 26 +30B-X4 26 42.2
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 15 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W1405 2x2x0.75
B B
2 27 +30B-X4 27 42.2
3 28 +30B-X4 28 42.3
4 29 +30B-X4 29 42.3
C C
D D
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 16 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W1204 7x2x0,75
B B
1 1 +11V-X 5 38.2
2 2 +11V-X 6 38.2
3 3 +11V-X 23 39.2
4 4 +11V-X 24 43.2
5 5 +11V-X 25 43.2
C C
6 6 +11V-X 26 43.3
7 7 +11V-X 27 43.4
8 8 +11V-X 28 43.5
9 9 +11V-X 29 43.5
D D
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 17 17
DRAWING
NO.
16 < PAGE PAGE > NORM BV 073.033P.40 P3-31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
BRIDGE PANEL/FWD BRIDGE PANEL/AFT REMARK:

(INTERFACE BOX)
=2F+30B =2F+31B MUST BE A TWISTED PAIR TYPE
ALL CABLE SHIELDED
1x2x0,75
W2105
W2106
2x2,5
W2107
8 10x2x0,75
JOYSTICK
CONTROL SYSTEM W2108
4x2x0,75
FIFI PUMP
W2120 CONTROLLER 9
B BUS 1x2x0,75 B
MAIN SUPPLY 24V DC

7 CENTRAL UNIT FUSED 10A
DP CONTROL W2101 CONSUMPTION MAX. 120W
SYSTEM (CLASS 1) 2x6
=2F+00C BATTERY SUPPLY 24V DC
FUSED 10A
W2102 CONSUMPTION MAX. 120W
2x6
7x2x0,75
7x2x0,75
W2119
W2118
MAIN SWITCH BOARD
7x2x0,75
C W2116 C
W2104
W2103
2x2,5
4x2x0,75 5
ALARM SYSTEM
W2117
1 LOCAL/REMOTE RELAY 4x2x0,75 6
2 FUEL RACK POS.(4-20mA)

ENGINE SPEED (4-20mA)
OVERLOAD CONTACT LOCAL CONTROL BOX
D 3 SPEED SETTING (4-20mA) D
BACK-UP CONTROL SELECTED =2F+10V
CONSTANT SPEED SELECTED
CLUTCH ENGAGED
SLOW DOWN
4x2x0,75
2x2x0,75
4
4x2x0,75
4x2x0,75
4x2x0,75
4x2x0,75
SHUT DOWN
W2113
4x1,5
W2114
W2115
W2109
W2110
W2111
W2112
5 SHAFT GENERATOR BREAKER ON
CRPM SELECTED
REQUEST CONST. SPEED
6 MAIN POWER FAILURE

E BATTERY POWER FAILURE TERMINAL TERMINAL TERMINAL TERMINAL E
CONTROL FAILURE
LOAD >80% ALARM (FIFI MODE) X3 X15 X55 X68
REQUEST SIGNAL (NO CONTACT) VALVE VALVE P10 P11 PITCH
7 8 1 2 4 3 LIMITS
READY FROM CPP CONTROL (NO CONTACT) AHEAD ASTERN
PITCH CONTROL SIGNAL (+/-10V)
PITCH FEEDBACK SIGNAL (+/-10V) CPP HYDRAULIC
9 ALLOW FIFI MODE (NO CONTACT)
MAIN ENGINE MaK 6M25 MANOEUVRE VALVE PITCH CONTROL UNIT (P3-31843)
PLANT
=2F
BERG
F 5209-5212 P3-31891 Fax: +46 31976538 LOC. F
DRAWING
NO.
=1F/44 < PAGE PAGE > 2 NORM BV 073.033S.20 EN31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
REMARK:

ALL CABLE SHIELDED
(INTERFACE BOX) SHIELD MUST BE GROUNDED AT ONE END ONLY
=2F+30B =2F+31B
B B
7x2x0,75
7x2x0,75
W2203
W2204
C C
CENTRAL UNIT
=2F+00C
4x2x0,75
W2202
W2201
2x2,5
D D
LOCAL CONTROL BOX
=2F+11V
E E
BACK-UP CONTROL
PLANT
=2F
BERG
F 5209-5212 P3-31891 F a x : + 46 31976538 LOC. F
DRAWING
NO.
1 < PAGE PAGE > 3 NORM BV 073.033S.20 EN31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
REMARK:

ALL CABLE SHIELDED
B B
CENTRAL UNIT
=2F+00C
C C
SHAFT LOCKING
DEVICE
2x2x0,75
W2301
4x1,5
W2302
W2303 CONTACT TO BLOCK
2x1,5 CLUTCH ENGAGEMENT
D D
CLUTCH CLUTCH CLUTCH

ENGAGING DISENGAGING PRESS.
VALVE VALVE
E MAIN CLUTCH / STBD E
MAIN CLUTCH CONTROL

PLANT
=2F
BERG
F 5209-5212 P3-31891 F a x : + 46 31976538 LOC. F
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
REMARK:

(INTERFACE BOX) ALL CABLE SHIELDED
=2F+30B =2F+31B SHIELD MUST BE GROUNDED AT ONE END ONLY
W2405
2x2x0,75
B B
(PITCH/SHAFT SPEED)
2x2x0,75
W2404
INDICATIONS
ECR CONTROL DESK
C C
INDICATIONS
(PITCH/SHAFT SPEED)
W2403
2x2x0,75
LOCAL CONTROL BOX ZERO PITCH CONTACT
D =2F+10V D
2x2x0,75
2x2x0,75
W2401
W2402
E E
START/STOP CONTROL UNIT
PICK-UP MAIN ENGINE/PORT
SHAFT SPEED
TYPE FA1J-4A-70 (TERMINAL X55)
INDICATION SYSTEM
PLANT
=2F
BERG
F 5209-5212 P3-31891 F a x : + 46 31976538 LOC. F
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
ALL NOT DESIGNATED WIRES ARE H07-VK 0,5 QMM

-U1
+ -
A OUTPUT 1,5 A
DC/DC CONVERTER
INPUT
+ - PE
B B
-V1 -F3 -F4
4A 6A
1,5
P24C/2 6.1
0VC/2 6.1
-F1 -F2 P24CN/2
15.1
0VCN/2
15.1
2A 2A
C A1 A1 C
X1 X1
-K1 -H1 -K2 -H2 -X 5 6 7 8 9 10 11 12 13 14
wh X2 wh X2
A2 A2
-W2201 -W2103 -W2106
1 2 2x2,5 1 2 2x2,5 2x2,5 1 2
16.2 14 16.3 14
16.2 12 11 16.3 12 11
D D
BRIDGE
CB2/2
1,5 1,5 CB1/2 +30B 29.1
+30B 29.1
-X 1 2 -X 3 4 PE PE
E -W2101 -W2102 E
2x6 1 2 2x6 1 2
POWER SUPPLY POWER SUPPLY
24V DC 24V DC CV2/2
CV1/2 +10V 19.1
FUSE: 10AT FUSE: 10AT LOCAL BOX +10V 19.1
MAIN BATTERY
POWER CONSUMPTION POWER CONSUMPTION CNV2/2
CNV1/2 +10V 19.1
120W 120W +10V 19.1
PLANT
=2F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
4 < PAGE PAGE > 6 CLASS BV P3-31891 073.033S.10 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
5.8 P24C/2 P24C/2 7.1
A A
22 24
-K15
15.5 21
BACK-UP ON
B B
C C
12 14 12 14
-K10 -K11
10.1 11 10.2 11
D GEAR VALVE IN GEAR VALVE OUT D
0VC/2 0VC/2
5.8 7.1
-X 15 16 17 18
-W2301
E 4x1,5 1 2 3 4 E
+GB1
-X000 37 38 39 40
GEARBOX
PLANT
=2F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
6.8 P24C/2 P24C/2 8.1

6.8 0VC/2 0VC/2 8.1
CCB1/2 8.1
A CCB2/2 A
8.1
12 14 22 24
-K5
9.3 11 21
B B
-D1
ABG 1 4
PS4-341-MM1
0V1
PE
0V2
+24V
+24V
0V
0V
-A1 24V 0V 2 3 5
16 Digital-Eingänge/14 Digital-Ausgänge 24V-DC
2 Analog-Ein-/1 Analog-Ausgabe PRG K
DISPLAY UNIT
MV4-150-TA
a1 I0.0 12.3 SHAFT LOCKED b1 Q0.0 13.1 ENABLE SG2000
a2 I0.1 12.1 JOYSTICK REQUEST b2 Q0.1 9.1 CONTROL FAILURE
a3 I0.2 11.4 ME OVERLOAD b3 Q0.2 9.2 80% LOAD ALARM
a4 I0.3 11.5 ME REMOTE CONTROL b4 Q0.3 GND
C a5 I0.4 11.6 SHAFT GENO ON/ REQ.CONS b5 Q0.4 C
a6 I0.5 11.7 DP REQUEST b6 Q0.5
a7 I0.6 11.1 CLUTCH PRESS. b7 Q0.6 ------ ONLY INDICATION ------
a8 I0.7 15.6 BACK-UP ON b8 Q0.7 ------ ONLY INDICATION ------
a9 I1.0 13.1 REMOTE ENABLE CPP b9 Q1.0 9.3 MV4 ON DELAYED

a10 I1.1 13.3 FAILURE SG2000 b10 Q1.1 9.4 READY FOR DP
a11 I1.2 11.2 SHUT DOWN ME b11 Q1.2 9.5 READY FOR JOYSTICK
a12 I1.3 11.3 SLOW DOWN ME b12 Q1.3 9.6 RCS. ACTIV/BU OFF
a13 I1.4 12.2 ALLOW FIFI MODE b13 Q1.4 9.7 CRPM SELECETED
a14 I1.5 16.6 MV4 POWER ON b14 Q1.5 10.1 CLUTCH IN
a15 I1.6 16.7 SW. H TO BACK-UP b15 Q1.6 10.2 CLUTCH OUT
D a16 I1.7 16.8 SCAN FAILURE b16 Q1.7 10.3 ALARM SUPPRESSION ( D
Analogein-/ausgabe
U0 AI0.0 13.3 PITCH SETT.CTRL.

U1 AI0.1
U10 AQ0.0 15.2 SPEED SETTING

0.0.0
E E
S1
ON
OFF
PLANT
=2F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
7.8 P24C/2 P24C/2 11.1

7.8 0VC/2 0VC/2 9.1
7.8 CCB1/2
A CCB2/2 A
7.8
-D2
1 4 1 4
0V
PE
24V
1 2
B Suconet K1/K B
U0 AI0.0 13.5 ACTUAL PITCH U0 QA0.0 13.4 REFERENCE 10V

0V 0V
U1 AI0.1 17.5 DP DEMAND (+/- 10V) U1 QA0.1 13.2 PITCH SETTING
0V 0V
U2 AI0.2 18.5 JOYST.DEMAND (+/- 10V U2 QA0.2 17.6 CPP FEEDBACK (+/- 10V
0V 0V
U3 AI0.3 13.6 SHAFT SPEED U3 QA0.3 18.6 CPP FEEDBACK (+/- 10V
0V 0V
I0 AI0.4 13.5 ACTUAL PITCH BACK- UP
0V
C I1 AI0.5 14.2 ACTUAL SPEED ME C
0V
I2 AI0.6 14.3 ACTUAL LOAD ME
0V
I3 AI0.7 14.6 LOAD LIMITER
0V
1.1.0
S1 S2 S3
ON ON ON +/-10V IN
D D
S3-1: BIPOLAR RANGE
OFF: 0 - FFFh
ON : 800 - FFFh
S3-2: RESOLUTION
OFF: 8 bit
ON : 12 bit
S3-3: ONLY S-NET K1
S3-4: ONLY S-NET K1
S3-5: OUTPUT RANGE
OFF: +/-10V
-X1 1 2 PE
ON : 0-10V
S3-6: INPUT RANGE
OFF,OFF: +/-5V
OFF,ON : +/-10V -W2105
ON ,OFF: 0-5V 1 2 1x2x0.75
ON ,ON : 0-10V
S3-8: BUS FORMAT
OFF: PS3-FORMAT (K1) CBB2/2
ON : SBI-FORMAT (K) CBB1/2 +30B 29.1
+30B 29.1
PLANT
=2F
BERG
5209-5212 EN31891 F ax : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
-D1 -D1 -D1 -D1 -D1 -D1 -D1
digital output digital output digital output digital output digital output digital output digital output
CONTROL FAILURE 80% LOAD ALARM MV4 ON DELAYED READY FOR DP READY FOR JOYSTICK RCS. ACTIV/BU OFF CRPM SELECETED
7.1 Q0.1 7.1 Q0.2 7.1 Q1.0 7.1 Q1.1 7.1 Q1.2 7.1 Q1.3 7.1 Q1.4
b2 b3 b9 b10 b11 b12 b13
B B
C C
A1 A1 A1 A1 A1 A1 A1
D -K3 -K4 -K5 -K6 -K7 -K8 -K9 D

A2 A2 A2 A2 A2 A2 A2
8.8 0VC/2 0VC/2 10.1
E 16.4 14 16.4 14 7.6 14 17.2 14 18.2 14 15.6 14 12.6 14 E

16.4 12
24
11 16.4 12
24
11 7.6 12
24
11 17.2 12
24
11 18.2 12
24
11 15.6 12
24
11 12.6 12
24
11
16.5 22 21 22 21 7.6 22 21 22 21 22 21 22 21 16.1 22 21
16.5 7.6 16.1
PLANT
=2F
BERG
5209-5212 EN31891 F ax : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
-D1 -D1 -D1
Digitaler Ausgang Digitaler Ausgang Digitaler Ausgang

digital output digital output digital output
CLUTCH IN CLUTCH OUT ALARM SUPPRESSION
(10s)
7.1 Q1.5 7.1 Q1.6 7.1 Q1.7

b14 b15 b16
B B
C C
A1 A1 A1
D -K10 -K11 -K12 D

A2 A2 A2
9.8 0VC/2 0VC/2 11.1
E 6.2 14 6.3 14 12.7 14 E

6.2 12
24
11 6.3 12
24
11 12.7 12
24
11
22 21 22 21 22 21
PLANT
=2F
BERG
5209-5212 EN31891 F ax : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
8.8 P24C/2 P24C/2 12.1
A A
-X 19 -X 21 23 25 27 29 31 33
-W2302 -W2111 -W2110 -W2109 -W2116 -W2118

1 2x2x0.75 4x2x0,75 1 3 4x2x0,75 1 4x2x0,75 1 4x2x0,75 1 3 7x2x0,75 1
+GB1 +ME +ME +ME +ME +MSB +DP

-X000 5 -X55 111 -X55 117 -X15 25 -X3 47 -X 1 3 -X x
GEARBOX
SAFETY SYSTEM
B MAIN B
SWITCH DP
7 112 118 26 48 BOARD 2 4 x CONTROL
-W2302 -W2111 -W2110 -W2109 -W2116 -W2118

2 2x2x0.75 4x2x0,75 2 4 4x2x0,75 2 4x2x0,75 2 4x2x0,75 2 4 7x2x0,75 2
-X 20 -X 22 24 26 28 30 32 34
C C
-D1 a7 -D1 a11 -D1 a12 -D1 a3 -D1 a4 -D1 a5 -D1 a6

7.1 I0.6 7.1 I1.2 7.1 I1.3 7.1 I0.2 7.1 I0.3 7.1 I0.4 7.1 I0.5
CLUTCH PRESS. SHUT DOWN ME SLOW DOWN ME ME OVERLOAD ME REMOTE CONTROL SHAFT GENO ON/ DP REQUEST
REQ.CONST.SPEED
D D
A1
-K13
A2
10.8 0VC/2 0VC/2 14.1
E E
12.5 14
12 11
12.5 24
22 21
PLANT
=2F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
11.8 P24C/2 P24C/2 14.1
A A
-X 35 -X 37 -X 39
-W2119 -W2120 -W2303

7x2x0,75 1 1x2x0.75 1 2x1,5 1
BACK-UP PITCH CLUTCH CONST.SPEED ALARM

+JOY +FIFI +GB SELECTED ENGAGED SELECTED SUPPRESSION CONTACT
-X x -X 1 -X x
B JOYSTICK FIFI 12 14 12 14 12 14 12 14 B
CONTROL PUMP CONTROL
-K15 -K13 -K9 -K12
15.5 11 11.2 11 9.7 11 10.3 11
x 2 GEARBOX x
-W2119 -W2120 -W2303

7x2x0,75 2 1x2x0.75 2 2x1,5 2
C C
-X 36 -X 38 -X 40 -X 41 42 43 44 45 46 -X 47 48
-D1 a2 -D1 a13 -D1 a1

7.1 I0.1 7.1 I1.4 7.1 I0.0 -W2112 -W2302
4x2x0,75 1 2 3 4 5 6 2x2x0.75 3 4
JOYSTICK REQUEST ALLOW FIFI MODE SHAFT LOCKED
D D
Digitaler Eingang Digitaler Eingang Digitaler Eingang

digital input digital input digital input
CONTACT OPEN +ME +GB1

= CLUTCH BLOCKED!
-X68 11 12 20 21 34 35 -X000 x x
GOVERNOR CONTROL BOX GEARBOX CONTROL
E E
PLANT
=2F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
-D1 -D2 -D2
Analog Ausgang Analog Ausgang
Digitaler Ausgang analogue output analogue output
digital output
ENABLE SG2000 PITCH SETTING REFERENCE 10V
A A
7.1 Q0.0 8.1 QA0.1 8.1 QA0.0

b1 U1 0V U0 0V
U0 0V U0 0V
7.1 AI0.0 8.1 AI0.0
B PITCH SETT.CTRL. ACTUAL PITCH B

-X 50 51 52 53
-D1
55 56 57
-D2
-W2104
7x2x0,75 2 3 4 5 7 8 9
CV3/2
CV4/2 +10V 19.1
C CV7/2 +10V 19.1 C
CV6/2 +10V 20.1
CV5/2 +10V 20.1
+10V 20.1
CV8/2 +10V 20.1
CV9/2 +12V 26.3
CV10/2 +12V 26.3
CV11/2 +12V 26.3
CV12/2 +12V 26.3
CV13/2 +12V 26.3
LOCAL BOX CV14/2
CV15/2 +12V 28.3
D +12V 28.3 D
-W2104
7x2x0,75 1 6 10 11 12 13
-X 49 54 58 59 60 61
-D1 a9 -D1 a10 I0 0V U3 0V

E 7.1 I1.0 7.1 I1.1 E
8.1 AI0.4 8.1 AI0.3
REMOTE ENABLE CPP FAILURE SG2000 ACTUAL PITCH BACK- SHAFT SPEED
UP
Digitaler Eingang Digitaler Eingang analogue input analogue input
digital input digital input
-D2 -D2
PLANT
=2F
BERG
5209-5212 EN31891 F ax : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
12.8 P24C/2 P24C/2 15.1
A A
ISOLATED OUTPUTS
MAIN ENGINE INTERFACE MAIN ENGINE INTERFACE
+ME +ME
-X15 -X15
72 74 28 27 Z2
B -R1 B
4,7k
Z1
-W2110 -W2110
4x2x0,75 3 4 4x2x0,75 5 6
-U3 1 2 5 6 7
R/ I-TRANSMITTER
24V S A 502-1G
-X
500 Ohm
62 63 64 65
4-20mA
0V
C 3 4 9 8 C
I1 0V I2 0V I3 0V
8.1 AI0.5 8.1 AI0.6 8.1 AI0.7
ACTUAL SPEED ME ACTUAL LOAD ME LOAD LIMITER
D D
Analog Eingang Analog Eingang Analog Eingang
analogue input analogue input analogue input
-D2 -D2 -D2
11.8 0VC/2 0VC/2 15.1
E E
PLANT
=2F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
P24C/2 P24C/2
14.8 P24CN/2 16.1
5.8
-D1
A A
Analog Ausgang 12 14
analogue output
-K8
SPEED SETTING 9.6 11
7.1 AQ0.0
-X 72
U10 0V
-W2202
4x2x0,75 5
B B
LOCAL BOX
-U2 7+ +1 2- + 3 4- CNV7/2 +11V 22.1
0-20mA 0-10V CNV4/2
+11V 22.1
B13000 CNV5/2 +11V 22.1
SUPPLY CNV3/2
INPUT +10V 20.1
24V DC CNV6/2 +11V 22.1
OUTPUT
0-20mA
8- +5 6 - -W2202
4x2x0,75 1 2 3 4
C C
-X 68 69 70 71
-D1 a8
7.1 I0.7
12 14 22 24 A1 A1 BACK-UP ON
D D
-K14 -K14 -K15
15.4 11 21 A2 A2 Digitaler Eingang
digital input
5.8 0VCN/2
0VC/2 0VC/2
14.8 16.1
15.2 14 12.4 14
-X 66 67 15.2 12 11 12.4 12 11
24 24
15.3 6.2
15.3 22 21 6.2 22 21
E E
-W2112
4x2x0,75 7 8
+ME
-X68 114 115
SPEED SETTING
(4-20mA)
PLANT
=2F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
DRAWING NO. REMOTE CONTROL SYSTEM CPP
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
15.8 P24C/2
A A
13 13 13
B
-S1 -S2 -S3 B
14 14 14
22 24
-K3
9.1 21
C C
-D1 a14 -D1 a15 -D1 a16

CRPM MAIN POWER BATTERY POWER CONTROL 80% LOAD ALARM
SELECTED FAILURE FAILURE FAILURE DURING FIFI-MODE 7.1 I1.5 7.1 I1.6 7.1 I1.7
MV4 POWER ON SW. H TO BACK-UP SCAN FAILURE

X1
22 24 12 14 12 14 12 14 12 14 -H3
D -K9 -K1 -K2 -K3 -K4 X2
Digitaler Eingang
digital input
Digitaler Eingang
digital input
Digitaler Eingang
digital input D
9.7 21 5.1 11 5.3 11 9.1 11 9.2 11
15.8 0VC/2
-X 73 74 75 76 77 78 79 80 81 82
-W2116 -W2117
E 4x2x0,75 4x2x0,75 E
5 6 1 2 3 4 5 6 7 8
+MSB +AL
-X -X 1 2 3 4 5 6 7 8
3 4
MAIN SWITCHBOARD ALARM SYSTEM
PLANT
=2F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
-D2
A A
Analog Ausgang
analogue output
CPP FEEDBACK (+/-

10V)
8.1 QA0.2
U2 0V
B B
-X 87 88
-W2118
7x2x0,75 7 8
DP CONTROL
7 8
C CPP FEEDBACK C
CPP ORDER (+/-10V)
(+/- 10V)
+DP
-X
1 2 5 6
-W2118
7x2x0,75 3 4 5 6
-X 83 84 85 86
D D
12 14 U1 0V
-K6 8.1 AI0.1

9.4 11
DP DEMAND (+/-
10V)
Analog Eingang
analogue input
E -D2 E
PLANT
=2F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
-D2
A A
Analog Ausgang
analogue output
CPP FEEDBACK (+/-

10V)
8.1 QA0.3
U3 0V
B B
-X 93 94
-W2119
7x2x0,75 7 8
JOYSTICK CONTROL
7 8
C CPP FEEDBACK C
CPP ORDER (+/-10V)
(+/- 10V)
+JOY
-X
1 2 5 6
-W2119
7x2x0,75 3 4 5 6
-X 89 90 91 92
D D
12 14 U2 0V
-K7 8.1 AI0.2

9.5 11
JOYST.DEMAND (+/-
10V)
Analog Eingang
analogue input
E -D2 E
PLANT
=2F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
P24L/2 20.1
P24LN/2 20.1
A A
REMOTE
LOCAL
21 33 13
-S1
22 34 14
LOCAL/REMOTE
SWITCH CPP
B B
I1
21.1
LOCAL SWITCH IN REMOTE
LOGO-INPUT
+11V
-A1
C C
X1 X1 A1
-H1 -H2 -K1
X2 X2 A2
wh wh
LOCAL REMOTE
D D
0VLN/2
0VL/2 20.1
20.1
-X 20.3 14 +11V
1 2 3 4 20.3 12 11 1 2
24 -X
22 21
E CV1/2 E
+00C 5.6 CV2/2
+00C 5.6 CV3/2
+00C 13.8 CV4/2
+00C 13.8
CNV1/2
+00C 5.6 CNV2/2
+00C 5.6
PLANT
=2F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
19.8 P24L/2 P24L/2 +11V 22.1

P24LN/2 P24LN/2
19.8 +11V 21.1
A A
12 14
-K1
19.4 11
-A1 +11V
-A1
+11V
-A1
+11V
-A1
14 7 8 3
P24 Enable LOGO-OUTPUT LOGO-OUTPUT LOGO-OUTPUT
Failure
BACK-UP CONTROL ON PITCH ASTERN PITCH AHEAD
SERVO CONTROLLER PWV SG 2000
Meas.points 21.1 21.1 21.1
B +/-10V B
0V Uin GND Valve 1 Imax Valve 2 Ireq Iact
1,5A V5 V 6
13 1 2 11 9 12 10 4 Q3/1 Q3/2
, Q2/1 Q2/2
, Q1/1 Q1/2
,
C C
A1 12 14 22 24 32 34 42 44
+11V
+11V -K1
-K1 A2 20.5 11 21 31 41
D D
+11V 12 14 +11V 12 14
-K3 -K2
22.8 11 22.7 11
19.8 0VLN/2 0VLN/2 +11V 21.1

0VL/2
19.8
-X +11V -X
5 6 7 8 10 9 10 11 12
-X
CV5/2 -W2113
E +00C 13.8 CV6/2 4x1,5 E
+00C 13.8 20.6 14 1 2 3 4
12 11
CV7/2 20.6 24
+00C 13.8 20.6 A1 A1
CV8/2 22 21
+00C 13.8 20.6 34
20.7 +HY +HY
CNV3/2 32 31
+00C 15.8 20.7 44 -Y1 A2 -Y2 A2
20.7
42 41
20.7
TO CENTRAL UNIT ASTERN AHEAD
PLANT
=2F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
+10V 20.8 P24LN/2 P24LN/2 22.1

0VLN/2 0VLN/2
+10V 20.8 22.1
L1
LOGO 12/24RC -A1
A N A
8 Eingänge 4 Kontakt-Ausgänge 10A
I1 19.4 LOCAL SWITCH IN REMOTE Q1/1 20.7 PITCH AHEAD
I2 Q1/2
I3 23.2 ER BACK-UP ON Q2/1 20.6 PITCH ASTERN
I4 23.5 ER PITCH AHEAD Q2/2
I5 23.6 ER PITCH ASTERN Q3/1 20.5 BACK-UP CONTROL ON

B B
I6 24.2 SELECTOR BRI FWD/AFT Q3/2
I7 24.3 BRI FWD BACK-UP ON Q4/1 22.3 SWITCH RCS OFF
I8 24.5 BRI FWD PITCH AHEAD Q4/2
LOGO DM8 12/24R

I1 24.6 BRI FWD PITCH ASTERN Q1/1 23.2 ER BU CTRL ON
C I2 25.3 BRI AFT BACK-UP ON Q1/2 C

I3 25.4 BRI AFT PITCH AHEAD Q2/1
I4 25.5 BRI AFT PITCH ASTERN Q2/2
Q3/1 24.5 FWD BU CTRL ER ON -X 3 4 5 6
L1 Q3/2
Q4/1 24.6 FWD BU CTRL FWD ON -W2203 -W2204

7x2x0,75 1 2 7x2x0,75 1 2
N
Q4/2
D D
LOGO DM8 12/24R

I1 22.4 REMOTE CONTROL ACTIVE Q1/1 24.7 FWD BU CTRL AFT ON CNW2/2 +31B 38.1
CNW1/2
+31B 38.1
I2 Q1/2
BRIDGE/AFT TERMINALS
I3 24.1 BRI FWD LAMPTEST Q2/1 25.5 AFT BU CTRL ER ON
I4 25.2 BRI AFT LAMPTEST Q2/2

CNB2/2
+30B 32.1
Q3/1 25.6 AFT BU CTRL FWD ON CNB1/2 +30B 32.1
E E
L1 Q3/2 BRIDGE/FWD CONNECTION BOX
Q4/1 25.7 AFT BU CTRL AFT ON

N
Q4/2
PLANT
=2F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
P24LN/2 P24LN/2
21.8 P24L/2 23.1
+10V 20.8
A A
Z2
B B
-R1 4,7k
Z1 -A1
-U1 1 2 5 6 7
LOGO-OUTPUT LIMIT SWITCH
R/ I-TRANSMITTER
I1
SWITCH RCS OFF
24V SA 502-1G 21.1 AHEAD ASTERN
500 Ohm
REMOTE CONTROL ACTIVE

4-20mA
0V 21.1
3 4 9 8
Q4/1 Q4/2
, LOGO-INPUT
C C
-A3 A1 A1
-K2 -K3
A2 A2
D D
0VLN/2 0VLN/2
21.8 23.1
20.7 14 20.6 14
-X 11 12 -X 13 14 -X 7 8 9 20.7 12 11 20.6 12 11
24 24
22 21 22 21
E -W2115 E
2x2x0.75 1 2 3
CNV4/2
+00C 15.8 CNV5/2
+00C 15.8 PITCH CONNECTION BOX
+00C 15.8
CNV6/2 +PCU 7 8 11
CNV7/2
+00C 15.8 -X LIMIT SWITCH
AHEAD ASTERN
PLANT
=2F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
P24LN/2 P24LN/2
22.8 +12V 26.1
A -A2 A
LOGO-OUTPUT
ER BU CTRL ON
-F1
2A 21.1
Q1/1 Q1/2
,
B B
P24LNL/2
24.1
C C
13 21 X1 13 13
-SH1 -S1 -S2
14 22 X2 14 14
I3 I4 I5
D 21.1 21.1 21.1 D
ER BACK-UP ON ER PITCH AHEAD ER PITCH ASTERN
LOGO-INPUT LOGO-INPUT LOGO-INPUT

-A1 -A1 -A1
0VLN/2 0VLN/2
E 22.8 +12V 26.1 E
PLANT
=2F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
-A2 -A2 -A3

FWD BU CTRL ER ON FWD BU CTRL FWD ON FWD BU CTRL AFT ON
A A
21.1 21.1 21.1
Q3/1 Q3/2
, Q4/1 Q4/2
, Q1/1 Q1/2
,
P24LNL/2 P24LNL/2
23.4 25.1
-X
20 21 22
B -W2203 B
7x2x0,75 8 9 10
BRIDGE/FWD CONNECTION BOX CNB10/2 +30B 37.1

CNB9/2 +30B 37.1
CNB8/2 +30B 37.1
CNB3/2
CNB4/2 +30B 33.1
CNB5/2 +30B 33.1
C CNB6/2 +30B 37.1 C
CNB7/2 +30B 37.1
+30B 37.1
-W2203
7x2x0,75 3 4 5 6 7
-X 15 16 17 18 19
D D
I3 I6 I7 I8 I1
21.1 21.1 21.1 21.1 21.1
BRI FWD LAMPTEST SELECTOR BRI FWD/AFT BRI FWD BACK-UP ON BRI FWD PITCH AHEAD BRI FWD PITCH ASTERN
LOGO-INPUT LOGO-INPUT LOGO-INPUT LOGO-INPUT LOGO-INPUT

-A3 -A1 -A1 -A1 -A2
E E
PLANT
=2F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
-A3 -A3 -A3

AFT BU CTRL ER ON AFT BU CTRL FWD ON AFT BU CTRL AFT ON
A A
21.1 21.1 21.1
Q2/1 Q2/2
, Q3/1 Q3/2
, Q4/1 Q4/2
,
P24LNL/2
24.8
-X 27 28 29
B -W2204 B
7x2x0,75 7 8 9
BRIDGE/AFT TERMINALS CNW9/2 +31B 43.1

CNW8/2
+31B 43.1
CNW7/2 +31B 43.1
CNW3/2 +31B 39.1

CNW4/2
CNW5/2 +31B 43.1
C +31B 43.1 C
CNW6/2
+31B 43.1
-W2204
7x2x0,75 3 4 5 6
-X 23 24 25 26
D I4 I2 I3 I4 D
21.1 21.1 21.1 21.1
BRI AFT LAMPTEST BRI AFT BACK-UP ON BRI AFT PITCH AHEAD BRI AFT PITCH ASTERN
LOGO-INPUT LOGO-INPUT LOGO-INPUT LOGO-INPUT

-A3 -A2 -A2 -A2
E E
PLANT
=2F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
P24LN/2 P24LN/2
+11V 23.8 27.1
A A
PITCH INDICATION -P1
-U1 2 PC02 6 7 -5V - 0 - +5V
+ A1 X1
PITCH AMP (EK 1140)
1 3 5 4 DLQW72
EI 1030
- A2 X2
B B
7+ +1 2- + 3 4-
-U2 0-20mA 0-10V
B13000
SUPPLY INPUT
24V DC OUTPUT
0-20mA
8- +5 6 -
C LL4/2 C
LL3/2 27.1
27.1
0VLN/2 0VLN/2
+11V 23.8 27.1
D +10V +10V D
-X 1 2 3 4 5 6 13 14 15 -X 16 17 -X 7 8 -X 9 10
-X
-W2114 -W2403 -W2404

4x2x0,75 1 2 3 4 5 6 2x2x0.75 1 2 1 2 2x2x0.75
+ECR
E -P1 E
+ A1 X1
CENTRAL BRIDGE/FWD PANEL
+PCU UNIT DLQW72
CV9/2 EI 1030
-X 1 2 3 4 5 6 +00C 13.8
CV10/2 - A2 X2 VB2/2
+00C 13.8 CV11/2 VB1/2 +30B 36.1
PITCH PITCH +00C 13.8 +30B 36.1
CONNECTION POSITION CV12/2
+00C 13.8 CV13/2
BOX INDICATION CONTROL +00C 13.8
PLANT
=2F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
26.8 P24LN/2 P24LN/2 28.1
A A
REMARK:
-U3 TO ADJUST -5% / INITIATED ASTERN DIRECTION
1 7 5 1 7 5 -U4 TO ADJUST +5% / INITIATED AHEAD DIRECTION
-U3 -U4
+ +
B RI 51 RI 51 B
0 - 20mA 0 - 20mA
- + - - + -
2 3 4 6 2 3 4 6
LL3/2
26.8 LL4/2
26.8
C C
CONTACT OPEN
IN ZERO PITCH
POSITION
D D
A1 A1 12 14 12 14
-K1 -K2 -K1 -K2
27.2 11 27.3 11
A2 A2
26.8 0VLN/2 0VLN/2 28.1
E -X 11 12 E
27.4 14
12 11 27.5 14
12 11
27.4 24 27.5 24
22 21 22 21
PLANT
=2F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
27.8 P24LN/2
A A
1 3 4
-U5
+
+
VF500-G1
0-10 V
- + Q -
B 2 5 6 7 B
ADJUSTMENT:
41,67 Hz = 10V
C C
27.8 0VLN/2
D D
-X 13 14 15 16 17 18 19 20 21
-W2401 -W2403 -W2404

2x2x0.75 1 2 3 2x2x0.75 3 4 2x2x0.75 3 4
+ECR
E -P2 E
+00C 13.8 CV14/2 VB4/2 +30B 36.1
CV15/2 + A1 X1 VB3/2
+00C 13.8 +30B 36.1
-B1 1 3 2 DLQW72
EI 95018
Q - A2 X2
+ -
PLANT
=2F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
P24B/2
0VB/2 30.1
30.1
BB1/2
30.1
BB2/2
A 30.1 A
-D1
1 4 1 4
0V
PE
24V
1 2
B Suconet K1/K B
U0 AI0.0 32.4 BRI/FWD LEVER U0 QA0.0 32.3 10V REFERENCE FWD

0V 0V
U1 AI0.1 U1 QA0.1 38.3 10V REFERENCE AFT
0V 0V
U2 AI0.2 38.4 BRI/AFT LEVER U2 QA0.2 (VDR ACT.PITCH)
0V 0V
U3 AI0.3 U3 QA0.3 (VDR LOAD DEMAND)
0V 0V
I0 AI0.4 32.3 CTRL BRI FWD LEVER
0V
C I1 AI0.5 38.3 CTRL BRI AFT LEVER C
0V
I2 AI0.6
0V
I3 AI0.7
0V
1.2.0
S1 S2 S3
ON ON ON 0 - 10V IN
D D
S3-1: BIPOLAR RANGE
OFF: 0 - FFFh
ON : 800 - FFFh
S3-2: RESOLUTION
OFF: 8 bit
ON : 12 bit
S3-3: ONLY S-NET K1
S3-4: ONLY S-NET K1
S3-5: OUTPUT RANGE
OFF: +/-10V
ON : 0-10V
S3-6: INPUT RANGE
6,7 OFF,OFF: +/-5V
-X 1 2 -X1 1 2 PE
OFF,ON : +/-10V
ON ,OFF: 0-5V
CB1/2 ON ,ON : 0-10V
+00C 5.7 S3-8: BUS FORMAT
CB2/2
+00C 5.7 OFF: PS3-FORMAT (K1)
CBB1/2 ON : SBI-FORMAT(K)
+00C 8.6 CBB2/2
+00C 8.6
PLANT
=2F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
P24B/2 P24B/2
29.8 0VB/2 0VB/2 31.1
29.8 31.1
A A
BB1/2
29.8
BB2/2
29.8
... -D2
-D3
1 41 4
0V
+24V
+24V
0V
0V
0V
24V
Erweiterungsmodul SPS EM4-201-DX2
PE
B 1 2
Lokale Erweiterung LE4-116-XD1 B
Suconet K 16 Digital-Eingänge 16 Digital-Ausgänge
a1 I0.0 33.1 FWD LAMPTEST b1 I0.8 39.2 AFT LAMPTEST a1 Q0.0 34.1 FWD T. OVER/IN CMD b1 Q0.8 34.7 FWD CLUTCH BLOCKED
a2 I0.1 33.2 FWD SELECTOR b2 I0.9 39.3 AFT T.OVER/IN CMD a2 Q0.1 34.2 FWD CRPM MODE b2 Q0.9 35.2 FWD LOCAL CTRL.
a3 I0.2 33.4 FWD T.OVER/IN CMD b3 I0.10 39.4 AFT CRPM MODE a3 Q0.2 34.3 FWD CLUTCH IN b3 Q0.10
a4 I0.3 33.4 FWD CRPM MODE b4 I0.11 39.5 AFT CLUTCH IN a4 Q0.3 34.4 FWD CLUTCH OUT b4 Q0.11 35.2 FWD FWD CTRL.
a5 I0.4 33.5 FWD CLUTCH IN b5 I0.12 39.6 AFT CLUTCH OUT a5 Q0.4 32.4 FWD MV. LEVER UP b5 Q0.12 35.3 FWD AFT CTRL.
a6 I0.5 33.6 FWD CLUTCH OUT b6 I0.13 39.7 AFT FIFI MODE a6 Q0.5 32.5 FWD MV. LEVER DOWN b6 Q0.13 35.4 FWD DP/JOYSTICK C
a7 I0.6 33.7 FWD FIFI MODE b7 I0.14 a7 Q0.6 34.5 FWD BUZZER b7 Q0.14 35.5 FWD FIFI MODE
a8 I0.7 b8 I0.15 a8 Q0.7 34.6 FWD OVERLOAD ME b8 Q0.15
C C
1.3.0 1.3.1
S1 S2
ON ON
OFF OFF
D D
E E
PLANT
=2F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
P24B/2 P24B/2
30.8 0VB/2 0VB/2 32.1
30.8 32.1
A A
-D4
0V
+24V
B B
0V
24V
Lokale Erweiterung LE4-116-XD1
16 Digital-Ausgänge
a1 Q0.0 40.1 AFT T.OVER/IN CMD b1 Q0.8 40.7 AFT CLUTCH BLOCKED
a2 Q0.1 40.2 AFT CRPM MODE b2 Q0.9 41.2 AFT LOCAL CTRL.
a3 Q0.2 40.3 AFT CLUTCH IN b3 Q0.10
a4 Q0.3 40.4 AFT CLUTCH OUT b4 Q0.11 41.3 AFT FWD CTRL.
a5 Q0.4 38.4 AFT MV. LEVER UP b5 Q0.12 41.4 AFT AFT CTRL.
a6 Q0.5 38.5 AFT MV. LEVER DOWN b6 Q0.13 41.5 AFT DP/JOYSTICK C
a7 Q0.6 40.5 AFT BUZZER b7 Q0.14 41.6 AFT FIFI MODE
C a8 Q0.7 40.6 AFT OVERLOAD ME b8 Q0.15 C
1.3.2
D D
E E
PLANT
=2F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
P24B/2 P24B/2
31.8 +31B 38.1
-D1 -D3 -D3

A Analog Ausgang A
10V REFERENCE FWD
-F1 FWD MV. LEVER UP FWD MV. LEVER DOWN
2A
29.3 QA0.0 30.5 Q0.4 30.5 Q0.5

U0 0V a5 a6
B -X2 1 3 4 7 8 B
BP24/2 33.1
BP24N/2 33.1
BP24L/2 36.1
=1F 32.6 POT1B
=1F 32.6 L1B

L2B
=1F 32.6
C C
BRIDGE/FWD PANEL
POT3B
=1F 32.6 POT2B
=1F 32.6
BP0N/2 36.1
D BP0/2 D
34.1
-X3 -X2 BRIDGE/FWD INTERFACE BOX

1 2 2 5 6
I0 0V U0 0V
29.3 AI0.4 29.3 AI0.0

E E
-XN 1 2
CTRL BRI FWD LEVER BRI/FWD LEVER
CNB1/2
+11V 21.8 CNB2/2
+11V 21.8 Analog Eingang Analog Eingang
-D1 -D1
0VB/2 0VB/2
31.8 +31B 38.1
PLANT
=2F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
BP24/2
32.8
BP24N/2 BP24N/2
32.8 36.1
A A
+30BP +30BP
-S1 -S2 +30BP 13
+30BP 13
+30BP 13
+30BP 13
+30BP 13
13 21 43 31 13 21 43 31
-SH1 -SH2 -SH3 -SH4 -SH5
14 22 44 32 14 22 44 32 14 14 14 14 14
B BRIDGE B
FWD PANEL
BRIDGE/FWD
INTERFACE BOX
-X2 9 -X3 3 -X2 10 -X3 4 -X2 11 12 13 14 15
C C
-D2 a1 -D2 a2 -D2 a3 -D2 a4 -D2 a5 -D2 a6 -D2 a7

30.1 I0.0 30.1 I0.1 30.1 I0.2 30.1 I0.3 30.1 I0.4 30.1 I0.5 30.1 I0.6
FWD LAMPTEST FWD SELECTOR FWD T.OVER/IN CMD FWD CRPM MODE FWD CLUTCH IN FWD CLUTCH OUT FWD FIFI MODE
D D
-XN 3 -XN 4
E E
CNB3/2
+11V 24.8 CNB4/2
+11V 24.8
PLANT
=2F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
-D3 -D3 -D3 -D3 -D3 -D3 -D3
FWD T. OVER/IN CMD FWD CRPM MODE FWD CLUTCH IN FWD CLUTCH OUT FWD BUZZER FWD OVERLOAD ME FWD CLUTCH BLOCKED
30.5 Q0.0 30.5 Q0.1 30.5 Q0.2 30.5 Q0.3 30.5 Q0.6 30.5 Q0.7 30.5 Q0.8
a1 a2 a3 a4 a7 a8 b1
B B

-X2 16 17 18 19 20 21 22
X1 X1 X1 X1 X1 X1
C +30BP +30BP +30BP +30BP +30BP +30BP +30BP C
-SH1 -SH2 -SH3 -SH4 -H1 -H2 -H3
33.4 X2 33.4 X2 33.5 X2 33.6 X2 X2 ye X2
rd
=1F 32.6 BDIM0/2 BDIM0/2 35.1

32.8 BP0/2 BP0/2 36.1
D D
BRIDGE/FWD PANEL
E E
PLANT
=2F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
-D3 -D3 -D3 -D3 -D3

A Digitaler Ausgang Digitaler Ausgang Digitaler Ausgang Digitaler Ausgang Digitaler Ausgang A
digital output digital output digital output digital output digital output
FWD LOCAL CTRL. FWD FWD CTRL. FWD AFT CTRL. FWD DP/JOYSTICK FWD FIFI MODE
CTRL.
30.5 Q0.9 30.5 Q0.11 30.5 Q0.12 30.5 Q0.13 30.5 Q0.14
b2 b4 b5 b6 b7
B B
-X2 23 24 25 26 27
BRIDGE/FWD PANEL
C C
X1 X1 X1 X1 X1
+30BP +30BP +30BP +30BP +30BP
-H4 -H5 -H6 -H7 -SH5
X2 X2 X2 X2 X2
wh wh wh wh 33.7
BDIM0/2 BDIM0/2
34.8 36.1
D D
E E
PLANT
=2F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
BP24L/2
32.8
BP24N/2 BP24N/2
33.8 BDIMN/2 37.1
37.3
A A

(-5V - 0 - 5V) (0-10V)
+ 24V DIM + 24V DIM

+30BP +30BP
-P1 -P2 + +30BP
+ A1 X1 A1 X1
-U1
DLQW72 DLQW72
B EI 1030 EI 95018 B
U DIMMER U DIMMER
- A2 X2 - A2 X2 U 1,5 A U 1,5 A
- 0V - 0V
BDIM0/2
35.8
34.8 BP0/2
BP0N/2
32.8
C C
BRIDGE/FWD PANEL

28 29 30 31
-X2
D D
-X 3 4 5 6 -X4 26 27 28 29
-W2405
1 2 3 4 2x2x0.75
E E
VB1/2
+12V 26.8 VB2/2
+12V 26.8
BW4/2
+31B 42.1
BW3/2
VB3/2 BW2/2 +31B 42.1
+12V 28.6 +31B 42.1
VB4/2 BW1/2
+12V 28.6 +31B 42.1
PLANT
=2F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
36.8 BP24N/2
A A
13 13 23
+30BP +30BP +30BP
+30BP +30BP -H8
X1 X1
-H9
X1
-SH6 -SH6
14
-S3 14 24 rd 37.1 rd
X2 X2 X2
BACK-UP PITCH AHEAD PITCH ASTERN BACK-UP BACK-UP BACK-UP
BRIDGE/FWD ER ON BRIDGE/FWD BRIDGE/AFT
B ON ON ON B
36.8 BDIMN/2
BRIDGE/FWD PANEL

C C
-X3 5 6 7 8 9 10
D D
-XN 5 6 7 8 9 10
+11V 24.8 CNB5/2

+11V 24.8 CNB6/2
E CNB7/2 E
+11V 24.8
CNB8/2
+11V 24.8 CNB9/2
+11V 24.8 CNB10/2
+11V 24.8
PLANT
=2F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
+30B +30B +30B

-D1 -D4 -D4
Analog Ausgang
A P24B/2 A
+30B 32.8 10V REFERENCE AFT AFT MV. LEVER UP AFT MV. LEVER DOWN
0VB/2
+30B 32.8
29.3 QA0.1 31.1 Q0.4 31.1 Q0.5

U1 0V a5 a6
+30B
-X4 1 2 3 6 7
-W2107
B 10x2x0.75 B
1 2 3 6 7
-X 1 2 -X 3 6 7
WP24/2
39.1
WP24L/2 42.1
WP24N/2
39.1
=1F 38.6 POT1W

L1W
=1F 38.6 L2W
C =1F 38.6 C
-F1
BRIDGE/AFT PANEL
2A
POT3W
=1F 38.6
POT2W
=1F 38.6
WP0/2
40.1
WP0N/2 42.4
D D
4 5
-W2107
10x2x0.75 4 5
-XN 1 2 +30B BRIDGE/FWD INTERFACE BOX
-X4
4 5
I1 0V U2 0V
E AI0.5 AI0.2 E
29.3 29.3
CTRL BRI AFT LEVER BRI/AFT LEVER

CNW1/2 analogue input analogue input
+11V 21.8
CNW2/2
+11V 21.8 +30B +30B
-D1 -D1
PLANT
=2F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
38.8 WP24/2
38.8 WP24N/2 WP24N/2 42.1
A A
13 21 43 31 -SH1 13 -SH2 13 -SH3 13 -SH4 13 -SH5 13

-S1
14 22 44 32 14 14 14 14 14
wh wh wh rd wh
B B
BRIDGE/AFT PANEL
-X 8 -XN 3 -X 9 10 11 12 13
CNW3/2
+11V 25.8
-W2107
10x2x0.75 8 9 10 11 12 13
C C

-X4 8 9 10 11 12 13
+30B +30B +30B +30B +30B +30B

-D2 b1 -D2 b2 -D2 b3 -D2 b4 -D2 b5 -D2 b6
D D
30.1 I0.8 30.1 I0.9 30.1 I0.10 30.1 I0.11 30.1 I0.12 30.1 I0.13
AFT LAMPTEST AFT T.OVER/IN CMD AFT CRPM MODE AFT CLUTCH IN AFT CLUTCH OUT AFT FIFI MODE
Digitaler Eingang Digitaler Eingang Digitaler Eingang Digitaler Eingang Digitaler Eingang Digitaler Eingang
digital input digital input digital input digital input digital input digital input
E E
PLANT
=2F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
+30B +30B +30B +30B +30B +30B +30B

-D4 -D4 -D4 -D4 -D4 -D4 -D4
AFT T.OVER/IN CMD AFT CRPM MODE AFT CLUTCH IN AFT CLUTCH OUT AFT BUZZER AFT OVERLOAD ME AFT CLUTCH BLOCKED
31.1 Q0.0 31.1 Q0.1 31.1 Q0.2 31.1 Q0.3 31.1 Q0.6 31.1 Q0.7 31.1 Q0.8
a1 a2 a3 a4 a7 a8 b1
+30B
14 15 16 17 18 19 20
-X4 BRIDGE/FWD INTERFACE BOX
B B
-W2107
10x2x0.75 14 15 16 17 18 19 20
-X 14 15 16 17 18 19 20
C C
-SH1 X1 -SH2 X1 -SH3 X1 -SH4 X1

-H1 -H2 X1
-H3 X1
39.3 WH 39.4 WH 39.5 WH 39.6 WH RD YE
X2 X2 X2 X2 X2 X2
D D
=1F 38.6 WDIM0/2 WDIM0/2 41.1

WP0/2 WP0/2
38.8 42.4
BRIDGE/AFT PANEL
E E
PLANT
=2F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
+30B +30B +30B +30B +30B

-D4 -D4 -D4 -D4 -D4
Digitaler Ausgang Digitaler Ausgang Digitaler Ausgang Digitaler Ausgang Digitaler Ausgang
A digital output digital output digital output digital output digital output A
AFT LOCAL CTRL. AFT FWD CTRL. AFT AFT CTRL. AFT DP/JOYSTICK AFT FIFI MODE
CTRL.
31.1 Q0.9 31.1 Q0.11 31.1 Q0.12 31.1 Q0.13 31.1 Q0.14
b2 b4 b5 b6 b7

-X4 21 22 23 24 25
B B
-W2108
4x2x0,75 1 2 3 4 5
-X 21 22 23 24 25
C C
X1 X1 X1 X1 X1
-H4 -H5 -H6 -H7 -SH5
WH WH WH WH 39.7
X2 X2 X2 X2 X2
D D
WDIM0/2 WDIM0/2
40.8 42.1
BRIDGE/AFT PANEL
E E
PLANT
=2F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
39.8 WP24N/2 WP24N/2 43.1

38.8 WP24L/2

A (-5V - 0 - 5V) (0-10V) A
-P1 -P2
+ A1 X1 + A1 X1
DLQW72 DLQW72
EI 1033 EI 95018
- A2 X2 - A2 X2
B B
WDIMN/2 43.1
41.8 WDIM0/2
BRIDGE/AFT PANEL
-U1 + 24V DIM + 24V DIM
C C
-X 26 27 28 29
U DIMMER U DIMMER
U 1,5 A U 1,5 A
- 0V - 0V
D WP0/2 D
40.8 WP0N/2
38.8
+30B 36.6 BW1/2

+30B 36.6 BW2/2
+30B 36.6 BW3/2
+30B 36.6 BW4/2
E E
PLANT
=2F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DRAWING NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
WP24N/2
42.8
A A
-SH6 13 13 23 X1 X1 -SH6 X1
-S2 -H8 -H9
43.2 RD
14 14 24 X2 X2 X2
BACK-UP AHEAD ASTERN BACK-UP BACK-UP BACK-UP
BRI/AFT ON ER ON BRI/FWD ON BRI/AFT ON
B B
WDIMN/2
42.8
BRIDGE/AFT PANEL
C C
D D
-XN 4 5 6 7 8 9
+11V 25.8 CNW4/2

CNW5/2
E +11V 25.8 CNW6/2 E
+11V 25.8
CNW7/2
+11V 25.8
CNW8/2
+11V 25.8 CNW9/2
+11V 25.8
PLANT
=2F
BERG
5209-5212 EN31891 Fax: +46 31976538
F LOC. F
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
B B
C C
D D
E E
PLANT
=2F
BERG
5209-5212 EN31891 F a x : + 46 31976538
F LOC. F
DATE 19.05.2005 DWG Ja-Gr VESSEL NO(S). PROPULSION www.bergpropulsion.com
DRAWING NO.
43 < PAGE PAGE > CLASS BV P3-31891 073.033S.10 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
600 mm
560 mm
=2F
-E1
B B
CENTRAL UNIT STARBOARD

LOCATION: ECR
Tiefe/DEPTH: 210 mm
C C
MAIN FAILURE BATTERY

650 mm
600 mm
D D
E E
8,8
PLANT
BERG
5209-5212 P3-31891
T el: + 46 31976500
F a x : + 46 31976538
= 2F
F LOC. F
DRAWING
NO.
< PAGE PAGE > 2 NORM BV 073.033S.20 EN31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
500 mm
460 mm
=2F
-E2
B B
PITCH LOCAL CONTROL BOX STARBOARD
LOCATION: ER
PITCH BACK-UP PITCH

AHEAD ON ASTERN
Tiefe/DEPTH: 210 mm
550 mm
500 mm
C LOCAL REMOTE C
D D
8,8
E E
PLANT
BERG
5209-5212 P3-31891
T el: + 46 31976500
F a x : + 46 31976538
= 2F
F LOC. F
DATE 19.05.2005 DRAWN Ja-Gr VESSEL NO(S). PROPULSION www.bergpropulsion.com +10V
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
INTERFACE BOX STBD
LOCATION: WH/FWD CONTROL DESK
=2F
-E4
B B
400
C C
CONNECTION TO
PANEL
120
1,5m
D D
PLUG 600
E E
PLANT
BERG
5209-5212 P3-31891
T el: + 46 31976500
F a x : + 46 31976538
= 2F
F LOC. F
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
45 mm 105 mm
A A
=2F
-J1 =2F
15 mm
-J10
MAIN SUPPLY
30 mm
ERC 3000
=2F =2F
-J2 -J6
BACK-UP CONTROL
CENTRAL UNIT/STBD
CONTROL FAILURE
B 0N B
=2F
-J11
=2F =2F
-J3 -J7
BATTERY SUPPLY PITCH AHEAD ERC 3000
LOCAL CONTROL BOX/STBD
=2F =2F
C -J4 -J8 C
LOCAL CONTROL PITCH ASTERN =2F

-J12

=2F
-J5
=2F
-J9 ERC 3000
REMOTE CONTROL LOCAL REMOTE BRIDGE INTERFACE BOX/STBD
D D
Ausführung: - Kunstoff weiß Ausführung: - Kunstoff weiß

- Schrift schwarz - Schrift schwarz
- selbstklebend - selbstklebend
Abmessungen: - 15 x 45 mm (HxB) Abmessungen: - 30 x 105 mm (HxB)

E E
- Schrifthöhe 4 mm, - Schrifthöhe 6 mm,
Helvetica schmalhalbfett Helvetica schmalhalbfett
Stückzahl: - je 1 Stück Stückzahl: - je 1 Stück
PLANT
BERG
5209-5212 P3-31891
T el: + 46 31976500
F a x : + 46 31976538
= 2F
F LOC. F
DRAWING
NO.
3 < PAGE PAGE > NORM BV 073.033S.20 EN31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W2111 4x2x0,75
-W2302 2x2x0.75
-W2301 4x1,5
-W2106 2x2,5
-W2103 2x2,5
-W2201 2x2,5
-W2102 2x6
-W2101 2x6
B B
1 1 5.1
2 2 5.1
1 3 5.2
2 4 5.2
PE ??? 5.3
C C
PE ??? 5.3
1 5 +11V-X 1 5.4
2 6 +11V-X 2 5.4
1 7 +10V-X 1 5.5
2 8 +10V-X 2 5.5
9 5.6
10 5.6
1 11 +30B-X 1 5.7
D D
2 12 +30B-X 2 5.7
13 5.7
14 5.7
1 15 +GB1-X000 37 6.2
2 16 +GB1-X000 38 6.2
3 17 +GB1-X000 39 6.3
4 18 +GB1-X000 40 6.4
1 19 +GB1-X000 5 11.1
E E
2 20 +GB1-X000 7 11.1
1 21 +ME-X55 111 11.2
2 22 +ME-X55 112 11.2
3 23 +ME-X55 117 11.3
4 24 +ME-X55 118 11.3
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 1 17
DRAWING
NO.
< PAGE PAGE > 2 NORM BV 073.033S.40 P3-31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W2104 7x2x0,75
-W2302 2x2x0.75
-W2112 4x2x0,75
-W2303 2x1,5
-W2120 1x2x0.75
-W2119 7x2x0,75
-W2118 7x2x0,75
-W2116 4x2x0,75
-W2109 4x2x0,75
-W2110 4x2x0,75
B B
1 25 +ME-X15 25 11.4
2 26 +ME-X15 26 11.4
1 27 +ME-X3 47 11.5
2 28 +ME-X3 48 11.5
1 29 +MSB-X 1 11.6
C C
2 30 +MSB-X 2 11.6
3 31 +MSB-X 3 11.6
4 32 +MSB-X 4 11.6
1 33 +DP-X x 11.7
2 34 +DP-X x 11.7
1 35 +JOY-X x 12.1
2 36 +JOY-X x 12.1
1 37 +FIFI-X 1 12.2
D D
2 38 +FIFI-X 2 12.2
1 39 +GB-X x 12.3
2 40 +GB-X x 12.3
1 41 +ME-X68 11 12.4
2 42 +ME-X68 12 12.5
3 43 +ME-X68 20 12.5
4 44 +ME-X68 21 12.6
5 45 +ME-X68 34 12.6
E E
6 46 +ME-X68 35 12.6
3 47 +GB1-X000 x 12.7
4 48 +GB1-X000 x 12.8
1 49 +10V-X 3 13.1
2 50 +10V-X 4 13.1
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 2 17
DRAWING
NO.
1 < PAGE PAGE > 3 NORM BV 073.033S.40 P3-31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W2117 4x2x0,75
-W2116 4x2x0,75
-W2202 4x2x0,75
-W2112 4x2x0,75
-W2110 4x2x0,75
-W2104 7x2x0,75
B B
3 51 +10V-X 5 13.2
4 52 +10V-X 6 13.2
5 53 +10V-X 7 13.2
6 54 +10V-X 8 13.3
7 55 +10V-X 13 13.4
C C
8 56 +10V-X 14 13.4
9 57 +10V-X 15 13.4
10 58 +10V-X 16 13.5
11 59 +10V-X 17 13.5
12 60 +12V-X 16 13.6
13 61 +12V-X 17 13.6
3 62 +ME-X15 72 14.2
4 63 +ME-X15 74 14.2
D D
5 64 +ME-X15 28 14.3
6 65 +ME-X15 27 14.4
7 66 +ME-X68 114 15.2
8 67 +ME-X68 115 15.3
1 68 +11V-X 10 15.4
2 69 +11V-X 11 15.4
3 70 +11V-X 12 15.5
4 71 +11V-X 13 15.6
E E
5 72 +11V-X 14 15.6
5 73 +MSB-X 3 16.1
6 74 +MSB-X 4 16.1
1 75 +AL-X 1 16.2
2 76 +AL-X 2 16.2
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 3 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W2119 7x2x0,75
-W2118 7x2x0,75
-W2117 4x2x0,75
B B
3 77 +AL-X 3 16.3
4 78 +AL-X 4 16.3
5 79 +AL-X 5 16.4
6 80 +AL-X 6 16.4
7 81 +AL-X 7 16.4
C C
8 82 +AL-X 8 16.5
3 83 +DP-X 1 17.2
4 84 +DP-X 2 17.3
5 85 +DP-X 5 17.5
6 86 +DP-X 6 17.5
7 87 +DP-X 7 17.6
8 88 +DP-X 8 17.6
3 89 +JOY-X 1 18.2
D D
4 90 +JOY-X 2 18.3
5 91 +JOY-X 5 18.5
6 92 +JOY-X 6 18.5
7 93 +JOY-X 7 18.6
8 94 +JOY-X 8 18.6
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 4 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:
A TERMINAL STRIP =2F+00C-X1 5 A

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W2105 1x2x0.75
B B
1 1 +30B-X1 1 8.6
2 2 +30B-X1 2 8.6
PE 8.6
C C
D D
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 5 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W2113 4x1,5
-W2104 7x2x0,75
-W2103 2x2,5
B B
1 1 +00C-X 7 19.1
2 2 +00C-X 8 19.1
1 3 +00C-X 49 19.3
2 4 +00C-X 50 19.4
3 5 +00C-X 51 20.2
C C
4 6 +00C-X 52 20.2
5 7 +00C-X 53 20.4
6 8 +00C-X 54 20.4
1 9 +HY-Y1 A1 20.6
2 10 +HY-Y1 A2 20.6
3 11 +HY-Y2 A1 20.7
4 12 +HY-Y2 A2 20.7
7 13 +00C-X 55 26.4
D D
8 14 +00C-X 56 26.4
9 15 +00C-X 57 26.4
10 16 +00C-X 58 26.5
11 17 +00C-X 59 26.5
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 6 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W2202 4x2x0,75
-W2115 2x2x0.75
-W2204 7x2x0,75
-W2203 7x2x0,75
-W2201 2x2,5
B B
1 1 +00C-X 5 19.5
2 2 +00C-X 6 19.6
1 3 +30B-XN 1 21.6
2 4 +30B-XN 2 21.7
1 5 +31B-XN 1 21.7
C C
2 6 +31B-XN 2 21.7
1 7 +PCU-X 7 22.6
2 8 +PCU-X 8 22.6
3 9 +PCU-X 11 22.6
1 10 +00C-X 68 20.4
2 11 +00C-X 69 22.2
3 12 +00C-X 70 22.2
4 13 +00C-X 71 22.3
D D
5 14 +00C-X 72 22.4
3 15 +30B-XN 3 24.1
4 16 +30B-XN 4 24.2
5 17 +30B-XN 5 24.3
6 18 +30B-XN 6 24.4
7 19 +30B-XN 7 24.5
8 20 +30B-XN 8 24.5
9 21 +30B-XN 9 24.6
E E
10 22 +30B-XN 10 24.7
3 23 +31B-XN 3 25.2
4 24 +31B-XN 4 25.3
5 25 +31B-XN 5 25.4
6 26 +31B-XN 6 25.5
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 7 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W2204 7x2x0,75
B B
7 27 +31B-XN 7 25.5
8 28 +31B-XN 8 25.6
9 29 +31B-XN 9 25.7
C C
D D
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 8 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W2104 7x2x0,75
-W2401 2x2x0.75
-W2404 2x2x0.75
-W2403 2x2x0.75
-W2114 4x2x0,75
B B
1 1 +PCU-X 1 26.2
2 2 +PCU-X 2 26.2
3 3 +PCU-X 3 26.2
4 4 +PCU-X 4 26.2
5 5 +PCU-X 5 26.2
C C
6 6 +PCU-X 6 26.2
1 7 +ECR-P1 A1 26.6
2 8 +ECR-P1 A2 26.6
1 9 +30B-X 3 26.7
2 10 +30B-X 4 26.7
11 27.4
12 27.5
1 13 -B1 ??? 28.2
D D
2 14 -B1 ??? 28.2
3 15 -B1 ??? 28.2
12 16 +00C-X 60 28.3
13 17 +00C-X 61 28.3
3 18 +ECR-P2 A1 28.4
4 19 +ECR-P2 A2 28.5
3 20 +30B-X 5 28.5
4 21 +30B-X 6 28.6
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 9 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W2404 2x2x0.75
-W2106 2x2,5
B B
1 1 +00C-X 11 29.1
2 2 +00C-X 12 29.2
1 3 +12V-X 9 36.2
2 4 +12V-X 10 36.2
3 5 +12V-X 20 36.3
C C
4 6 +12V-X 21 36.3
D D
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 10 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W2105 1x2x0.75
B B
1 1 +00C-X1 1 29.2
2 2 +00C-X1 2 29.2
PE 29.2
C C
D D
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 11 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W2405 2x2x0.75
-W2108 4x2x0,75
-W2107 10x2x0.75
B B
1 1 +31B-X 1 38.1
2 2 +31B-X 2 38.2
3 3 +31B-X 3 38.3
4 4 +31B-X 4 38.3
5 5 +31B-X 5 38.4
C C
6 6 +31B-X 6 38.4
7 7 +31B-X 7 38.5
8 8 +31B-X 8 39.2
9 9 +31B-X 9 39.3
10 10 +31B-X 10 39.4
11 11 +31B-X 11 39.5
12 12 +31B-X 12 39.6
13 13 +31B-X 13 39.7
D D
14 14 +31B-X 14 40.1
15 15 +31B-X 15 40.2
16 16 +31B-X 16 40.3
17 17 +31B-X 17 40.4
18 18 +31B-X 18 40.5
19 19 +31B-X 19 40.6
20 20 +31B-X 20 40.7
1 21 +31B-X 21 41.2
E E
2 22 +31B-X 22 41.3
3 23 +31B-X 23 41.4
4 24 +31B-X 24 41.5
5 25 +31B-X 25 41.6
1 26 +31B-X 26 36.4
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 12 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W2405 2x2x0.75
B B
2 27 +31B-X 27 36.5
3 28 +31B-X 28 36.5
4 29 +31B-X 29 36.5
C C
D D
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 13 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W2203 7x2x0,75
B B
1 1 +11V-X 3 32.1
2 2 +11V-X 4 32.1
3 3 +11V-X 15 33.2
4 4 +11V-X 16 33.3
5 5 +11V-X 17 37.1
C C
6 6 +11V-X 18 37.2
7 7 +11V-X 19 37.2
8 8 +11V-X 20 37.4
9 9 +11V-X 21 37.5
10 10 +11V-X 22 37.6
D D
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 14 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W2405 2x2x0.75
-W2108 4x2x0,75
-W2107 10x2x0.75
B B
1 1 +30B-X4 1 38.1
2 2 +30B-X4 2 38.2
3 3 +30B-X4 3 38.3
4 4 +30B-X4 4 38.3
5 5 +30B-X4 5 38.3
C C
6 6 +30B-X4 6 38.4
7 7 +30B-X4 7 38.5
8 8 +30B-X4 8 39.2
9 9 +30B-X4 9 39.3
10 10 +30B-X4 10 39.4
11 11 +30B-X4 11 39.5
12 12 +30B-X4 12 39.6
13 13 +30B-X4 13 39.7
D D
14 14 +30B-X4 14 40.1
15 15 +30B-X4 15 40.2
16 16 +30B-X4 16 40.3
17 17 +30B-X4 17 40.4
18 18 +30B-X4 18 40.5
19 19 +30B-X4 19 40.6
20 20 +30B-X4 20 40.7
1 21 +30B-X4 21 41.2
E E
2 22 +30B-X4 22 41.3
3 23 +30B-X4 23 41.4
4 24 +30B-X4 24 41.5
5 25 +30B-X4 25 41.6
1 26 +30B-X4 26 42.2
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 15 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W2405 2x2x0.75
B B
2 27 +30B-X4 27 42.2
3 28 +30B-X4 28 42.3
4 29 +30B-X4 29 42.3
C C
D D
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 16 17
DRAWING
NO.
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PAGE:

Extern destination
CONNECTION
TERMINAL NO.
LINKS
DESIGNATION
PAGE/PATH
-W2204 7x2x0,75
B B
1 1 +11V-X 5 38.2
2 2 +11V-X 6 38.2
3 3 +11V-X 23 39.2
4 4 +11V-X 24 43.2
5 5 +11V-X 25 43.2
C C
6 6 +11V-X 26 43.3
7 7 +11V-X 27 43.4
8 8 +11V-X 28 43.5
9 9 +11V-X 29 43.5
D D
E E
PLANT
BERG
5209-5212 EN31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 17 17
DRAWING
NO.
16 < PAGE PAGE > NORM BV 073.033S.40 P3-31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A
CABLE LIST: 0 7 3 - 0 3 3 A PAGE: 1 A
No. DESTINATION 1 DESTINATION 2 CABLE DESIGNATION CABLE TYPE USED

CORES
1 =1F+00C-X =1F+00C-X -W1101 2x6 2
2 =1F+00C-X =1F+00C-X -W1102 2x6 2
3 =1F+10V-X =1F+00C-X -W1103 2x2,5 2
4 =1F+10V-X =1F+00C-X -W1104 7x2x0,75 13
B 5 =1F+30B-X1 =1F+00C-X1 -W1105 1x2x0.75 2 B
6 =1F+30B-X =1F+00C-X -W1106 2x2,5 2
7 =1F+31B-X =1F+30B-X4 -W1107 10x2x0.75 20
8 =1F+31B-X =1F+30B-X4 -W1108 4x2x0,75 5
9 =1F+00C-X =1F+ME-X3 -W1109 4x2x0,75 2
10 =1F+00C-X =1F+ME-X15 -W1110 4x2x0,75 6
11 =1F+00C-X =1F+ME-X55 -W1111 4x2x0,75 4
12 =1F+00C-X =1F+ME-X68 -W1112 4x2x0,75 8
13 =1F+HY-Y1 =1F+10V-X -W1113 4x1,5 4
C C
14 =1F+PCU-X =1F+12V-X -W1114 4x2x0,75 6
15 =1F+11V-X =1F+PCU-X -W1115 2x2x0.75 3
16 =1F+00C-X =1F+MSB-X -W1116 4x2x0,75 6
17 =1F+00C-X =1F+AL-X -W1117 4x2x0,75 8
18 =1F+00C-X =1F+DP-X -W1118 7x2x0,75 8
19 =1F+00C-X =1F+JOY-X -W1119 7x2x0,75 8
20 =1F+00C-X =1F+FIFI-X -W1120 1x2x0.75 2
21 =1F+11V-X =1F+00C-X -W1201 2x2,5 2
D D
22 =1F+11V-X =1F+00C-X -W1202 4x2x0,75 5
23 =1F+30B-XN =1F+11V-X -W1203 7x2x0,75 10
24 =1F+31B-XN =1F+11V-X -W1204 7x2x0,75 9
25 =1F+00C-X =1F+GB1-X000 -W1301 4x1,5 4
26 =1F+00C-X =1F+GB1-X000 -W1302 2x2x0.75 4
27 =1F+00C-X =1F+GB-X -W1303 2x1,5 2
28 =1F+12V-B1 =1F+12V-X -W1401 2x2x0.75 3
29 =1F+ECR-P1 =1F+12V-X -W1403 2x2x0.75 4
E E
30 =1F+30B-X =1F+12V-X -W1404 2x2x0.75 4
31 =1F+31B-X =1F+30B-X4 -W1405 2x2x0.75 4
32 =2F+00C-X =2F+00C-X -W2101 2x6 2
33 =2F+00C-X =2F+00C-X -W2102 2x6 2
34 =2F+10V-X =2F+00C-X -W2103 2x2,5 2
PLANT
BERG
5209-5212 P3-31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 1 2
DRAWING
NO.
< PAGE PAGE > 2 NORM BV 073.033.30 EN31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
G:\WSCAD_PROJEKTE\073-033A\073-033A_Klist
1 2 3 4 5 6 7 8
A
CABLE LIST: 0 7 3 - 0 3 3 A PAGE: 2 A
No. DESTINATION 1 DESTINATION 2 CABLE DESIGNATION CABLE TYPE USED

CORES
35 =2F+10V-X =2F+00C-X -W2104 7x2x0,75 13
36 =2F+30B-X1 =2F+00C-X1 -W2105 1x2x0.75 2
37 =2F+30B-X =2F+00C-X -W2106 2x2,5 2
38 =2F+31B-X =2F+30B-X4 -W2107 10x2x0.75 20
B 39 =2F+31B-X =2F+30B-X4 -W2108 4x2x0,75 5 B
40 =2F+00C-X =2F+ME-X3 -W2109 4x2x0,75 2
41 =2F+00C-X =2F+ME-X15 -W2110 4x2x0,75 6
42 =2F+00C-X =2F+ME-X55 -W2111 4x2x0,75 4
43 =2F+00C-X =2F+ME-X68 -W2112 4x2x0,75 8
44 =2F+HY-Y1 =2F+10V-X -W2113 4x1,5 4
45 =2F+PCU-X =2F+12V-X -W2114 4x2x0,75 6
46 =2F+11V-X =2F+PCU-X -W2115 2x2x0.75 3
47 =2F+00C-X =2F+MSB-X -W2116 4x2x0,75 6
C C
48 =2F+00C-X =2F+AL-X -W2117 4x2x0,75 8
49 =2F+00C-X =2F+DP-X -W2118 7x2x0,75 8
50 =2F+00C-X =2F+JOY-X -W2119 7x2x0,75 8
51 =2F+00C-X =2F+FIFI-X -W2120 1x2x0.75 2
52 =2F+11V-X =2F+00C-X -W2201 2x2,5 2
53 =2F+11V-X =2F+00C-X -W2202 4x2x0,75 5
54 =2F+30B-XN =2F+11V-X -W2203 7x2x0,75 10
55 =2F+31B-XN =2F+11V-X -W2204 7x2x0,75 9
D D
56 =2F+00C-X =2F+GB1-X000 -W2301 4x1,5 4
57 =2F+00C-X =2F+GB1-X000 -W2302 2x2x0.75 4
58 =2F+00C-X =2F+GB-X -W2303 2x1,5 2
59 =2F+12V-B1 =2F+12V-X -W2401 2x2x0.75 3
60 =2F+ECR-P1 =2F+12V-X -W2403 2x2x0.75 4
61 =2F+30B-X =2F+12V-X -W2404 2x2x0.75 4
62 =2F+31B-X =2F+30B-X4 -W2405 2x2x0.75 4
E E
PLANT
BERG
5209-5212 P3-31891
Tel: +46 31976500
Fax: +46 31976538
=
F LOC. F
NAME APPROVED 2 2
DRAWING
NO.
1 < PAGE PAGE > NORM BV 073.033.30 EN31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
G:\WSCAD_PROJEKTE\073-033A\073-033A_Klist
1 2 3 4 5 6 7 8
PART LIST PAGE: 1

A A
No.: quant. designation type Berg Part.no. drawing code

1 2 Pitch Amplifier PC02 EK1140 =1F+12V-U1, =2F+12V-U1
2 2 DC bridge rectifier with flat plug KBPC 3504F EL1130 =1F+00C-V1, =2F+00C-V1
3 6 illuminated pitch indicator, DLQW-pc DLQW72-pc-PY (El 1030) EI1030 =2F+30BP-P1, =1F+ECR-P1
=2F+12V-P1, =1F+12V-P1
B =2F+ECR-P1, =1F+30BP-P1 B
4 2 illuminated pitch indicator, DLQ-pc DLQW72-pc-PY (El 1033) EI1033 =2F+31B-P1, =1F+31B-P1
5 6 illuminated speed indicator, DLQW-pc DLQW72-pc-PY (El 95018) EI95018 =1F+31B-P2, =2F+31B-P2
=2F+30BP-P2, =2F+ECR-P2
=1F+ECR-P2, =1F+30BP-P2
6 16 mounting accessory KR 990101 EM1650
7 2 switch cabinet WA 050520 RAL7032s (032) EM1775 =1F+10V-E2, =2F+10V-E2
8 2 switch cabinet WA 060620 RAL7032s EM1780 =1F+00C-E1, =2F+00C-E1
9 12 subminiature lamp Ba9s (10x28) 24V 2W X09.10.28.335 EM1810
C C
10 52 telephone lamp X54.54.22.331
11 4 telephone lamp X54.54.22.380 EL2010
12 2 battery SAFT LS 14250CNA EL1038
13 2 DC/DC-converter SD-150B-24 EL1100 =2F+00C-U1, =1F+00C-U1
14 2 clip 094.71 EL2532
15 36 relay holder series 4X 095.01 EL2512
16 4 electromechanical relay w.screwless terminal 38.61.7.024.0050 EL2500 =1F+00C-K1, =1F+00C-K2
=2F+00C-K2, =2F+00C-K1
D D
17 36 plug-in relay 44.52.9.024.0000 EL2505 =2F+00C-K7, =2F+00C-K5
=2F+00C-K11, =1F+00C-K5
=1F+00C-K11, =2F+00C-K9
=2F+00C-K15, =1F+12V-K1
=2F+10V-K1, =2F+00C-K12
=2F+11V-K3, =2F+11V-K2
=1F+00C-K10, =1F+00C-K6
=2F+12V-K1, =1F+11V-K2
E E
=1F+11V-K3, =2F+00C-K8
=1F+00C-K7, =2F+12V-K2
=1F+00C-K14, =2F+00C-K10
=2F+00C-K14, =1F+00C-K13
=1F+00C-K9, =1F+00C-K3
PLANT
BERG
5209-5212 P3-31891
T e l : + 46 31976500
F a x : + 46 31976538
=
F LOC. F
NAME APPROVED 1 6
DRAWING REMOTE CONTROL SYSTEM CPP
< PAGE PAGE > 2 NORM NO.
BV 073.033.50 EN31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PART LIST PAGE: 2

A A
=1F+00C-K8, =2F+00C-K3
=2F+00C-K13, =1F+00C-K4
=2F+00C-K6, =2F+00C-K4
=1F+10V-K1, =1F+00C-K12
B =1F+00C-K15, =1F+12V-K2 B
18 2 miniature-plug-in relay 55.34.9.024.0040 EL2525 =1F+11V-K1, =2F+11V-K1
19 2 socket 94.04 EL2530
20 36 relay socket (screws) series 4X 95.05 EL2510
21 38 EMI module with LED gn 99.02.9.024.99 EL2515
22 132 male contact 0,5 qmm silver plated 0915 000 6103 EL1800
23 132 female contact 0,5 qmm silver plated 0915 000 6203 EL1805
24 2 male housing 24p. 0916 024 3001 EL1810
25 2 female housing 24p. 0916 024 3101 EL1835
C C
26 2 male housing 42p. 0916 042 3001 EL1820
27 2 female housing 42p. 0916 042 3101 EL1815
28 2 bulkhead mounting low 0930 006 0301 EL1850 =2F+30B-X3, =1F+30B-X3
29 2 male housing frame high 24p., 1xPg13,5 0930 006 1540 EL1840
30 2 bulkhead mounting 0930 010 0305 EL1845 =1F+30B-X2, =2F+30B-X2
31 2 male housing frame high 42p., 1x Pg21 0930 010 0542 EL1825
32 4 standard signal isolator 24V (configurable) B13000 F1 / Opt. 336 EL1095 =1F+12V-U2, =1F+00C-U2
=2F+12V-U2, =2F+00C-U2
D D
33 4 PLC analog module EM4-101-AA2 EL1010 =1F+00C-D2, =1F+30B-D1
=2F+30B-D1, =2F+00C-D2
34 2 binary input module EM4-201-DX2 EL1030 =1F+30B-D2, =2F+30B-D2
35 2 automatic fuse 2-pole S (4A) FAZ-2-S4 EL1080 =1F+00C-F3, =2F+00C-F3
36 2 automatic fuse 2-pole S (6A) FAZ-2-S6 EL1090 =2F+00C-F4, =1F+00C-F4
37 4 local ext. unit 16 binary outputs LE4-116-XD1 EL1035 =2F+30B-D3, =1F+30B-D4
=2F+30B-D4, =1F+30B-D3
38 10 IVS mounting rail adapter M22-IVS EL2140
E 39 4 E
potentiometer M22-R4K7 EL1510 =1F+11V-R1, =1F+00C-R1
=2F+00C-R1, =2F+11V-R1
40 2 operating panel with touchscreen MV4-150-TA1 EL1025 =2F+00C-A1, =1F+00C-A1
41 2 PLC Master PLC Master EL1000 =2F+00C-D1, =1F+00C-D1
42 14 plug SUCONET K S1-PS3 EL1048
PLANT
BERG
5209-5212 P3-31891
T e l : + 46 31976500
F a x : + 46 31976538
=
F LOC. F
NAME APPROVED 2 6
1 < PAGE PAGE > 3 NORM NO.
BV 073.033.50 EN31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PART LIST PAGE: 3

A A

43 2 cable PS4 --> MV4 ZB4-303-KB1 EM8650
44 2 memory card ZB4-901-SF2 EL1040
45 4 Dimmer card PWM (dual) SAR011-2G EL1055 =1F+31B-U1, =2F+31B-U1
=2F+30BP-U1, =1F+30BP-U1
B
46 2 servo controller SG2000 EL1050 =2F+10V-A1, =1F+10V-A1 B
47 2 frequency recorder FA1J-4A-70 EI95181 =2F+12V-B1, =1F+12V-B1
48 4 limit switch RI51 EL1078 =1F+12V-U4, =2F+12V-U3
=1F+12V-U3, =2F+12V-U4
49 4 R/I converter SA 502-1G EL1065 =2F+00C-U3, =2F+11V-U1
=1F+11V-U1, =1F+00C-U3
50 2 transducer f/ 0-10V (50-100Hz) VF500-G1 EL1085 =1F+12V-U5, =2F+12V-U5
51 2 terminal box KL 1512510 EM1665 =2F+30B-E4, =1F+30B-E4
52 2 mounting plate KL 1572700 EM1668
C C
53 12 quick-release fastener KL 1593000 EM1670
54 32 lamp holder T5,5K AL5 EL2012
55 6 push button switching module 2-pole AT2 EL2060
56 24 push button switching module with lamp ATL EL2050
57 60 label BSQXU
58 4 buzzer frame FROKSW EL2038
59 4 light bulb YE KF25KSGB EL2015
60 16 light bulb WH KF25KSKL EL2020
D D
61 12 light bulb RD KF25KSRT EL2023
62 4 buzzer OKSG410 EL2035 =1F+30BP-H1, =1F+31B-H1
=2F+30BP-H1, =2F+31B-H1
63 32 illumination lamp QXJN EL2058 =2F+31B-H5, =1F+30BP-H6
=2F+30BP-H4, =2F+31B-H4
=2F+31B-H3, =2F+30BP-H5
=1F+30BP-H7, =1F+30BP-H9
=2F+30BP-H6, =1F+30BP-H8
E E
=2F+31B-H2, =1F+30BP-H4
=1F+31B-H4, =1F+31B-H5
=1F+31B-H6, =1F+31B-H2
=1F+30BP-H3, =1F+31B-H7
=1F+31B-H3, =2F+30BP-H8
PLANT
BERG
5209-5212 P3-31891
T e l : + 46 31976500
F a x : + 46 31976538
=
F LOC. F
NAME APPROVED 3 6
< PAGE PAGE > NORM NO.
2 4 BV 073.033.50 EN31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PART LIST PAGE: 4

A A
=1F+30BP-H2, =1F+31B-H9
=2F+31B-H9, =2F+30BP-H2
=2F+31B-H8, =2F+31B-H6
=1F+30BP-H5, =2F+30BP-H3
B =2F+31B-H7, =1F+31B-H8 B
=2F+30BP-H9, =2F+30BP-H7
64 28 push button QXJT EL2055 =1F+30BP-SH3, =1F+30BP-SH1
=2F+31B-SH1, =2F+30BP-SH5
=2F+30BP-SH3, =2F+31B-SH2
=1F+31B-S1, =1F+30BP-SH6
=2F+31B-SH4, =1F+31B-SH1
=2F+30BP-S1, =2F+30BP-SH6
=2F+31B-SH6, =1F+30BP-S1
C C
=2F+30BP-SH4, =1F+30BP-SH2
=2F+30BP-SH1, =1F+31B-SH3
=1F+31B-SH2, =1F+31B-SH6
=1F+31B-SH4, =2F+30BP-SH2
=1F+31B-SH5, =1F+30BP-SH4
=2F+31B-SH5, =2F+31B-SH3
=1F+30BP-SH5, =2F+31B-S1
65 2 selector switch 1-2 QXJWA EL2053 =2F+30BP-S2, =1F+30BP-S2
D D
66 20 button head WH T25FKL EL2030
67 8 button head RD T25FRT EL2028
68 62 connection plug XA EL2033
69 18 ident sign-board, white, self-adhesive 15x45 =1F+00C-J4, =1F+00C-J3
=2F+00C-J4, =2F+00C-J8
=1F+00C-J6, =1F+00C-J5
=1F+00C-J8, =1F+00C-J7
=1F+00C-J9, =2F+00C-J9
E E
=2F+00C-J6, =2F+00C-J5
=1F+00C-J2, =2F+00C-J7
=2F+00C-J1, =2F+00C-J2
=1F+00C-J1, =2F+00C-J3
70 6 ident sign-board, white, self-adhesive 30x105 =1F+00C-J10, =2F+00C-J12
PLANT
BERG
5209-5212 P3-31891
T e l : + 46 31976500
F a x : + 46 31976538
=
F LOC. F
NAME APPROVED 4 6
BV 073.033.50 EN31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PART LIST PAGE: 5

A A
=2F+00C-J11, =1F+00C-J12
=1F+00C-J11, =2F+00C-J10
71 2 micro PLC 8 IN/4 relay 24V DC 6ED1052-1MD00-0BA4 EL1005 =1F+11V-A1, =2F+11V-A1
72 4 extension module 6ED1055-1MB00-0BA1 EL1015 =2F+11V-A2, =1F+11V-A3
B =1F+11V-A2, =2F+11V-A3 B
73 2 LOGO memory card 6ED1056-5CA00-0BA0 EL1020
74 1 double control lever system, 24V ED 95156 ED95156 =1F+30BP-A1
75 1 double control lever system, 24V ED 95157 ED95157 =1F+31B-A1
76 10 fuse element 5x20 2A träge EM3022
77 6 push-button switch XA2-BA21 EL2125 =1F+11V-S2, =1F+11V-S1
=2F+00C-S3, =1F+00C-S3
=2F+11V-S1, =2F+11V-S2
78 2 illuminated push-button; rd 24V DC XA2-BW3465 =1F+11V-SH1, =2F+11V-SH1
C C
79 4 digitaly joystick with return XDL-PA22 EB2005 =2F+31B-S2, =2F+30BP-S3
=1F+30BP-S3, =1F+31B-S2
80 6 position switch 2 pos. ZA2-BD2 EL2115 =1F+00C-S2, =1F+00C-S1
=2F+00C-S2, =1F+10V-S1
=2F+10V-S1, =2F+00C-S1
81 8 illumination lamp device withe ZA2-BV01 EL2100 =1F+00C-H2, =1F+10V-H2
=2F+00C-H1, =1F+00C-H1
=2F+10V-H1, =2F+00C-H2
D D
=1F+10V-H1, =2F+10V-H2
82 2 illumination lamp device red ZA2-BV04 EL2110 =2F+00C-H3, =1F+00C-H3
83 10 lamp holder, without lamp ZA2-BV6 EL2105
84 4 fixing flange with 1 auxiliary switch ZA2-BZ101 EL2120
85 2 fixing flange with 2 auxiliary switch ZA2-BZ105 EL2130
86 2 auxiliary switch without mounting flange ZB2-BE101 EL2135
87 308 feed-through terminal ZDU 2.5 1608510000 EL2255 =2F+00C-X1, =1F+30B-XN
=2F+30B-XN, =1F+30B-X1
E E
=1F+31B-X, =1F+30B-X
=2F+12V-X, =2F+31B-X
=1F+31B-XN, =1F+12V-X
=2F+11V-X, =2F+30B-X4
=2F+10V-X, =2F+31B-XN
PLANT
BERG
5209-5212 P3-31891
T e l : + 46 31976500
F a x : + 46 31976538
=
F LOC. F
NAME APPROVED 5 6
BV 073.033.50 EN31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
PART LIST PAGE: 6

A A
=1F+10V-X, =1F+11V-X
=1F+30B-X4, =1F+00C-X1
=2F+30B-X, =2F+30B-X1
88 8 feed-through terminal ZDU 6 1608620000 EL2270 =1F+00C-X, =2F+00C-X
B
89 8 PE-terminal (ZPE 2,5) 1608640000 EL2260 =1F+00C-X, =2F+30B-X1 B
=1F+30B-X1, =2F+00C-X1
=2F+00C-X, =1F+00C-X1
90 90 double terminal ZDK 2.5/1.5 1674300000 =1F+00C-X, =2F+00C-X
91 10 fuse terminal ZSI 2.5 EL2265 =1F+00C-F2, =2F+00C-F1
=2F+30B-F1, =1F+00C-F1
=2F+11V-F1, =2F+00C-F2
=1F+30B-F1, =2F+31B-F1
=1F+11V-F1, =1F+31B-F1
C C
D D
E E
PLANT
BERG
5209-5212 P3-31891
T e l : + 46 31976500
F a x : + 46 31976538
=
F LOC. F
NAME APPROVED 6 6
DRAWING
5 < PAGE PAGE > NORM NO.
BV 073.033.50 EN31891 ERC 3000 P3-31891
1 2 3 4 5 6 7 8
5.15
B. Shaft Speed Sensor

6 SUPERVISING SYSTEM
6.1 Propeller System Alarm

Drawings
1. Propeller System Alarm P3-32055
2. Alarm Setting List asl32055

Alarm Setting List
asl32055
IDENT DESCRIPTION OF MONITOR OPERATES FUNCTION ALARM NORMAL SIGNAL RANGE

NO. WHEN LEVEL LEVEL TYPE REMARKS
High Low Alarm Auto Time

motor delay
start (secs)
Delay set in
SS01 Auto-start no. 1 standby pump X X 8 < 10 bar ON/OFF 5-40 bar starter unit by
BERG
Delay set in
SS03 Hydraulic system pressure X X 5 < 5 bar 50 bar ON/OFF 5-40 bar Alarm system
SS04 Hydraulic oil temperature X X >60° 40°C ON/OFF 50-100°C -
SS05 Hydraulic tank, Low level X X < 70% 100% ON/OFF -
SS07 Gravity tank, sterntube, Oil level X X < 70% 100% ON/OFF -
SS08 Aft Sterntube bearing temperature X X >70°C 50°C PT100 Fitted by Yard
SS09 Fwd Sterntube bearing temperature X X >70°C 50°C PT100 Fitted by Yard
SS18 Journal Bearing temperature X X >60°C 45°C PT100 -

Delay set in
SS25 Hydraulic system pressure X X 3 >65 50 bar ON/OFF 10-100 bar Alarm system
SS34 Remote Control System failure X ON/OFF Can be linked in

series to give one
SS36 Remote Control Main Power failure X ON/OFF alarm.
SS37 Remote Control Backup power failure X ON/OFF
Drawing Reference P4-32055 ORDER NO. 5211 Sheet 1 of 1

7 SPARE PARTS
ORDERING OF SPARE PARTS

Spare parts lists are included with each drawing.
When ordering spare parts, reference should always be made to BERG order number.
You then specify the drawing number and the name and item number for the desired part.
For example: We hereby order, for order number 5211

Drawing no./Item No Description Qty
XXX XX XX X
The following lists of spares are included in the order:-
PROPELLER EQUIPMENT
Description Article No. Quantity
Filter Insert FV2010 2
Bulbs (spares) EM1810 5
Bulbs (spares) EL2010 5
7-Spare Parts Berg Propulsion AB, Öckerö, Sweden

Tel:+46-31-97 65 00 Fax:+46-31-97 65 38 Page 1 of 1
8 SPECIAL TOOLS
The following lists of tools are included in the delivery:-
Description Article No. Quantity
Blade screw spanner VA1035 1
Leading member spanner VA1115 1
Mounting equipment for OMC Coupling VA90871 1
Spanner for Shaft Nut VA16567-1 1
8-Special Tools Berg Propulsion AB, Öckerö, Sweden

Tel:+46-31-97 65 00 Fax:+46-31-97 65 38 Page 1 of 1

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Operation & Service Manual

2 Propeller & Shaft

CPP SYSTEM 3 Accessories

5 Remote Control System

After Sales Support & Spares

Fax • +46 31 976 539

PROPELLER AND HUB

Type 710 HX/4

Rated Power 1980 KW

Max Shaft Speed 186 RPM

TAIL SHAFT + INTERMEDIATE SHAFTS

Diameter 250/240/230 – 205mm

Hollow Bore DIA. 72/ 50mm

Pump Type DENISON PV15 PTO=PV20

Motor type VEM 3 ph 4 pole

Calculated Pressure 35 BAR

Working Pressure 45 BAR

1- TechSpec Berg Propulsion AB, Öckerö, Sweden 1 of 2

REMOTE CONTROL SYSTEM

Supply Voltage 24VDC

Power Consumption Max. 120 Watts

1- TechSpec Berg Propulsion AB, Öckerö, Sweden 2 of 2

2 PROPELLER & SHAFT

2.1 PROPELLER TYPE HX ............................................................................................................. 2

2.2 PROPELLER SHAFT AND OIL PIPES..................................................................................... 6

2.3 LUBRICATING SYSTEM........................................................................................................... 7

2.4 COUPLINGS ............................................................................................................................10

2.5 APPENDIX ...............................................................................................................................12

2-Prop & Shaft Berg Propulsion AB, Öckerö, Sweden 1 of 12

2.1 PROPELLER TYPE HX

2-Prop & Shaft Berg Propulsion AB, Öckerö, Sweden 2 of 12

2.1.3 MAINTENANCE AND REPAIRS

2.1.4 REMOVAL AND DISASSEMBLY

2.1.4.1 Propeller blades

2.1.4.2 Propeller hub

2-Prop & Shaft Berg Propulsion AB, Öckerö, Sweden 3 of 12

2.1.5 INSTALLATION, RE-ASSEMBLY AND REFITTING

2.1.6 MOUNTING OF PROPELLER HUB, TAIL SHAFT AND STUFFING BOXES

4. Insert the tail shaft into the stern tube.

NOTE: Absolute cleanliness of the bearing surfaces is essential when mounting

2-Prop & Shaft Berg Propulsion AB, Öckerö, Sweden 4 of 12

8. Fill the hub with oil as described in lubrication instructions.

2.1.7 BLADE SCREW TORQUE TABLE

Propeller Size Torque (kgm)

2-Prop & Shaft Berg Propulsion AB, Öckerö, Sweden 5 of 12

2.2 PROPELLER SHAFT AND OIL PIPES

2.2.1 DESCRIPTION AND OPERATION

2.2.2 REMOVAL AND DISASSEMBLY

2-Prop & Shaft Berg Propulsion AB, Öckerö, Sweden 6 of 12

2.3 LUBRICATING SYSTEM

Use only oil recommended overleaf:

2-Prop & Shaft Berg Propulsion AB, Öckerö, Sweden 7 of 12

2.3.3 OIL RECOMMENDATIONS – PROPELLER HUB H/HX

Viscosity incST Pour point

CASTROL ALPHA SP 320 EP-Type 320 at 40°C -9°C

CEPGA ENGRANAJES HP 6 EP-Type 175 at 50°C -12°C

CHEVRON NON LEADED GEAR COMPOUND

ESSO SPARTAN EP 320 EP-Type 310 at 40°C -15°C

GULF EP LUB.HD 320 EP-Type 309 at 40°C -12°C