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TPD1707E2
TPD1707E2
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Introduction
The intention is that this document is used to help users adjust and maintain their
engines to the correct operating conditions
Altronic DISN Ignition Unit Altronic DISN 800 digital ignition system 6
(4006/08 TRS)
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Section 1: Pre-support Request Checklist
Before making a request for support to Perkins engines with regard to a 4000 Series
gas engine, please ensure you have the following information available where
appropriate. This information is important for a rapid diagnosis and will assist with
the resolution of the issue.
All issues
- Engine type, serial number and application
- Engine operating hours, history and approximate load profile
- Gas type and LCV
- Gas pressure to engine (at inlet to ZPR or Elektra)
- Ignition timing
- Throttle position at full load
- Exhaust emissions measurements (O2 and NOx) at 0%, 50% and 100% load
- Exhaust temperatures (turbine inlet/outlet and individual ports where
available)
- Ambient temperature, inlet manifold temperature and pressure
- Confirmation that harness connectors have been checked
- Labelled photos and screen shots for specific issues
Governing issues
- Copy of Pandaros .hzc file*
- Copy of Kronos or Elektra .hzc file*
- Trace of speed, actual throttle position and desired throttle position (both
banks for 4012/4016)
- For Kronos 20: Trace of speed, stepper position, stepper position setpoint,
measured power, inlet manifold pressure, and inlet manifold temperature†
- For Elektra: Trace of speed, actuator position, desired actuator position,
measured power, gas pressure, venturi pressure drop, and air temperature†
- Screenshot of detonation levels from Detcon 20
- Water temperatures (jacket and charge cooler, inlet and outlet)
- Behaviour of 4-20mA signal between Detcon and ignition system
Ignition issues
- Copy of Detcon parameter file*
- Screenshot of detonation levels from Detcon 20
- Condition of spark plugs, leads and coils
- Screenshot of IC program showing status (4012/4016 only)
* All parameter files should be taken directly from the relevant control unit,
rather than from stored copies which may have been altered. Encrypted files
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(.hzc rather than .hzm) are required; these show parameters at all access
levels
†
All traces should be taken from DC Desk and should show the issue being
reported
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Section 2: Digital Electronic Governor
Introduction
Perkins 4000 series gas engines are fitted with Heinzmann Pandaros digital speed
governors. This document gives an overview of the governor system and details of
customer interface requirements.
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Outline of System
24 Volt supply
Accessories
Inputs Speed Throttle
Outputs Pickup Actuator
CAN Link
WARNING
Description of System
The control unit compares the actual engine speed as measured by a magnetic
pickup on the flywheel with the desired speed. On detection of a difference between
the desired and the measured engine speed the controller drives the throttle actuator
to a position where the actual engine speed matches the desired engine speed.
Additional inputs are available for connection of load sharing and synchronising
equipment.
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A PC programme (DC Desk) with special interface cable and software key (Dongle)
is used for setting the governor parameters, system optimisation and fault finding.
A CAN bus is available for connection to digital load sharing and synchronising
equipment.
If the speed pick up or the actuator is faulty, an alarm is issued and the engine will
shutdown. Internal errors that are detected will be stored as all other failures. All
faults or errors can be viewed with a PC or laptop computer.
To optimise the operating point dynamics, the engine stability is corrected by means
of a gain map. Proportional, Integral and Derivative gain values can be modified
using the service tool.
An overspeed point is programmed into the governor. If this point is exceeded, the
governor will issue an alarm and the engine will stop.
Supply voltage 24 V DC
Min. voltage 9 V DC
Max. voltage 33 V DC
All inputs and outputs are protected against reverse-voltage and short circuit to
battery plus and minus.
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Analogue inputs may be set to 0-5volts, 0-10volts or 4-20mA in software
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Feedback Setting
For the governor to operate correctly, it is necessary for the control box to
establish the feedback parameters which correspond to 0% and 100% actuator
position. Whenever an actuator has been replaced, it is necessary to carry out a
feedback calibration procedure.
Feedback settings in the controller are factory set and can only be re-set with an
encrypted file or with level 6 dongle access.
The actuators are factory calibrated and feedback in the controller does not
require re-setting if an actuator or controller is changed.
The DC Desk service tool software can automatically carry out a calibration
procedure to establish these parameters.
1. Connect PC to Controller
Service Tool
2. Power up governor
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4. From the DC Desk ‘Governor’ menu, select ‘Start communication’. The
service tool will then load the data from the governor
6. The system will go through its automatic calibration procedure and when
complete, the box shown below appears giving details of the values
established.
Click the OK button to accept the settings and OK to store the values into
the governor. Actuator calibration is now complete
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7. Turn off 24 volt power supply and disconnect the PC cable.
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Feedback Setting without Service Tool
If an actuator has to be replaced and the Service Tool is not available, feedback
setting can be accomplished as follows:
2. Connect the cable from the control box to the actuator and apply 24 volts to
the governor.
4. Press the button and the system will automatically calibrate the feedback.
5. Wait 15 seconds then remove the 24 V supply and replace the covers.
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Single generator fixed speed
The default configuration is for an engine to operate in single generator mode i.e. not
paralleled with any other generator. This mode has no provision for external speed
control, speed will be fixed at 1500rpm
This provides for connection to standard Heinzmann analogue load sharing and
synchronizing units and the connections for this are designated A3, B3 and E3 as
detailed below.
A3 Common connection
B3 Synchronizer input
E3 Load sharer input
This configuration will be determined from discussion with the genset builder. The
inputs may be 0 –5V, 0 –10V or 4-20mA for speed/load control.
NOTE. Any configuration changes require the use of the Service Tool and
special communications cable.
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Changing the governor configuration
Speed
For single speed 1500 rev/min operation, parameter number 17 SpeedFix1 is used
to set the engine speed
Droop
To turn droop on, change parameter 4120 DroopOn to 1. To turn droop off change
parameter 4120 DroopOn to 0.
121 DroopRefLo
To set this parameter, with the governor powered up and the engine running
at no load, read parameter 2300 ActPos and enter this value into parameter
121 DroopRefLo.
122 DroopRefHi
To set this parameter, with the governor powered up and the engine running
at full load, read parameter 2300 ActPos and enter this value into parameter
122 DroopRefHi.
Setting DroopRefLo and DroopRefHi in this way ensures that the percentage
droop set in parameter 120 is accurate.
123 DroopSpeedRef
Set this parameter to the nominal running speed of the engine 1500 rev/min.
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Parallel generator, Heinzmann LSU/Sync
902 AssignIn_LoadInput
Analogue input 1 will be used for load control so set this parameter to 1
5211 SyncOrHZM_SyG
Set this parameter to 0, this selects the correct values for the Heinzmann
analogue load sharing unit
5231 LoadControlOrHZM_LMG
Set this parameter to 0, this selects the correct values for the Heinzmann
analogue synchroniser.
There are many possible variations of load sharing and synchroniser unit input
requirements, some may only require one input whereas others may require two
inputs. This section therefore simply details the inputs available and the possible
settings.
902 AssignIn_LoadInput
If analogue input 1 is to be used, set this parameter to 1 otherwise set it to 0.
903 AssignIn_SyncInput
If analogue input 2 is to be used, set this parameters value to 2, otherwise set
it to 0.
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5211 SyncOrHZM_SyG
If analogue input 2 is being used, set this parameter to 1
5231 LoadControlOrHZM_LMG
If analogue input 1 is being used, set this parameter to 1
5510 AnalogIn1_Type
This parameter enables selection of the type of input required to analogue
input 1. The settings are :
2 For 4 to 20 mA input
5520 AnalogIn2_Type
This parameter enables selection of the type of input required to analogue
input 2. The settings are:
2 For 4 to 20 mA input
1510 AnalogIn1_RefLo
This sets the lowest value the analogue input 1 will accept as a valid input.
1511 AnalogIn1_RefHi
This sets the highest value the analogue input 1 will accept as a valid input.
1512 AnalogIn1_ErrorLo
This sets the low value at which the analogue 1 input signal will give an error,
e.g. if 1510 AnalogueIn1_RefLo was set at 0.5 volt, 1512 AnalogIn1_ErrorLo
could be set at 0.3 volt. This enables detection of an open circuit or faulty
input signal
.
1513 AnalogIn1_ErrorHi
This sets the high value at which the analogue 1 input signal will give an error,
e.g. if 1511 AnalogueIn1_RefHi was set at 4.5 volt, 1513 AnalogIn1_ErrorHi
could be set at 4.7 volt. This enables detection of a faulty input signal.
1520 AnalogIn2_RefLo
This sets the lowest value the analogue input 2 will accept as a valid input.
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1521 AnalogIn2_RefHi
This sets the highest value the analogue input will accept as a valid input
1522 AnalogIn2_ErrorLo
This sets the low value at which the analogue 2 input signal will give an error,
e.g. if 1520 AnalogueIn2_RefLo was set at 0.5 volt, 1522 AnalogIn2_ErrorLo
could be set at 0.3 volt. This enables detection of an open circuit or faulty
input signal
.
1523 AnalogIn2_ErrorHi
This sets the high value at which the analogue 2 input signal will give an error,
e.g. if 1521 AnalogueIn2_RefHi was set at 4.5 volt, 1523 AnalogIn2_ErrorHi
could be set at 4.7 volt. This enables detection of a faulty input signal.
Note : The range of the external speed control may be limited by parameters
10 SpeedMin and 12 SpeedMax
This section details other parameters available and gives an explanation of the
parameter function and, where applicable, setting procedure.
Any other parameters available in the service tool not detailed below, should
not be changed.
10 SpeedMin
This sets the minimum speed which the engine can be run at.
12 SpeedMax
This sets the maximum speed the engine can run at.
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4810 StopImpulseOrSwitch
If this parameter = 0, engine stop is active only as long as the stop command
is coming in else if this parameter = 1, engine stop is active by a single
switching pulse until the engine stops.
4811 StopOpenOrClosed
If this parameter = 1 then opening the stop switch will stop the engine. If this
parameter = 0 then closing the stop switch will stop the engine.
The engine is supplied with default PID parameters which will give stable
operation with the majority of engine-alternator combinations. If any instability
occurs with a particular engine-alternator combination, it will be necessary to
change the governor PID values as described below.
To set these parameters, the engine is started and run up to the working point for
which the adjustment is to be made. As a rule, this working point will be at rated
speed and at the load where the speed stability requires adjustment. For
optimization of the PID parameters, proceed by the following steps:
• Increase the P-factor 100 Gain until the engine tends to become unstable.
Then, decrease the P-factor again until the speed oscillations disappear or
are reduced to a moderate level.
• Increase the I-factor 101 Stability until the engine passes over to long-waved
speed oscillations.
• Increase the D-factor 102 Derivative until the speed oscillations disappear. If
the oscillations cannot be eliminated by the D-factor, the I-factor will have to
be reduced.
With these values set, disturb engine speed for a short moment and observe the
transient response. Continue to modify the PID parameters until the transient
response is satisfactory.
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Alternative Connections for Speed Setting Inputs
SCN 0V E3 5V
5k 10 turn
potentiometer
A3 B3 E3
17 16A 15D 16 14
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Connections to the analogue Theseus AT-01
A3 B3 E3
5 35 6D
Thesius AT-01
A3 B3
- +
To external
speed setting
voltage/current
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Fault Tracing
Note : The faults detailed below only relate to governor system problems, not engine
mechanical problems.
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Governor not stable Faults in pickup cable
Check shielding
Faults in external speed setting control
Check wiring and shielding
Load fluctuations
Inadequate supply voltage
Poor electrical connections / contacts
Play or friction in throttle
Governor gains incorrectly set
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Error Codes
The controller continuously monitors the system. If a fault is detected, the controller
registers the fault, turns the alarm lamp on (If fitted) and if necessary, stops the
engine.
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Section 3: Kronos 20 AFR Control System
System Description
The basic components of the fuel system on the 4006-23TRS and 4008-30TRS gas
engines are the zero pressure regulator (ZPR), the main adjusting screw (MAS) and
the carburettor, or venturi. The actual air fuel ratio (AFR) is primarily determined by
the carburettor, and AFR will remain constant providing that the outlet pressure of
the ZPR is equal to the air inlet pressure of the venturi, with the area of the gas holes
in the venturi determining the gas flow. With the K20 system, the MAS is
electronically controlled in order to provide adjustability of the gas flow. The system
monitors several engine operating parameters, and uses built-in calculations and
maps in order to determine the required gas flow, and position the MAS accordingly.
The key components of the K20 system itself are the electronic MAS, the K20 closed
loop control box, a speed pickup, an inlet manifold temperature/pressure sensor, and
the accompanying wiring. A load sensor is an optional offering for customers unable
to take a load signal from their control panel.
In order to set the MAS to the correct position, the K20 system monitors:
- Engine speed
- Inlet manifold pressure
- Inlet manifold temperature
- Generator electrical power (for closed loop operation)
In addition to this, the K20 system has been pre-loaded with various engine
geometry and fuel parameters (cylinder displacement, rated power, venturi
dimensions, gas energy content etc). The system has also been programmed with
maps to characterise the engine’s volumetric and mechanical efficiency. Finally, a
lambda map has been programmed to ensure that the correct AFR is obtained over
the engine’s operating range. This map also assists with cold start performance.
Initial Setup
Install the K20 control box in a suitable location free from vibration, and make the
necessary connections as detailed in the wiring diagram (see Appendix 1). Ensure
the speed sensor is correctly installed in the flywheel housing, and that there is a
0.5-0.8mm clearance to the flywheel teeth. Before making adjustments to the K20
system, ensure that the engine is equipped with adequate protection from overspeed
and detonation. The zero pressure regulator (ZPR) should have been set with the
engine warm and at zero load to give exhaust oxygen emissions in the range 5 –
5.5%.
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If the K20 system has not been supplied with the engine, or if a replacement control
box has been fitted, a parameter file will need to be installed in order to program the
control unit with the correct parameters. This parameter file is specific to an engine
type; there is a file for the 4006-23TRS and a file for the 4008-30TRS. These files
are available on PTMI. If the K20 system has been supplied with the engine, this
process will already have been carried out and the parameter file is already installed.
For all units (including K20 systems supplied with engines) the K20 will require the
input and configuration of a load signal before the engine can run in closed loop
mode. Please follow the instructions below titled “Power sensor calibration”.
1. This instruction assumes that a 4-20mA signal is being used. For other types
of signal (e.g. 0-5V), please contact Applications Engineering at Perkins
Stafford.
2. Please read the instructions provided by the power sensor manufacturer.
3. Ensure parameter 5400 (ClosedOrOpenLoop) is set to 0 to operate the
engine in open loop mode.
4. Run the engine off load, and monitor measurement 3531 (AnalogIn3Value) in
DC Desk.
5. Adjust the power sensor according to the manufacturer’s instructions until
measurement 3531 is approximately 4mA.
6. Enter the exact measured value (e.g. 4.02) into parameter 1530
(AnalogIn3RefLow).
7. Run the engine at full load, and adjust the power sensor until measurement
3531 is approximately 20mA.
8. Enter the exact value (e.g. 19.97mA) into parameter 1531
(AnalogIn3RefHigh).
9. Check that measurement 2914 (MeasuredPower) corresponds to the load at
which the engine is being run
10. Run the engine at zero load, and check again that the measured power in DC
Desk verifies this load.
11. Switch on the closed loop mode by changing function 5400
(ClosedOrOpenLoop) from 0 to 1.
Adjustment of Emissions
During normal use, the K20 system will maintain the AFR to give exhaust emissions
to TA Luft (NOx) of around 500mg/Nm3. These emissions levels should be achieved
from around 50 to 100% load. Below this, AFR will be reduced to provide a richer
gas/air mixture to assist with load acceptance.
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There may occasionally be a need to adjust the AFR, particularly if a sensor or valve
has been changed. Under these circumstances:
If the gas composition changes, and there is no opportunity to re-map the system, a
different adjustment is to be made. Follow the procedure above, but adjust
parameter 1424 (VenturiEfficiency) instead of 1462.
Parameter Files
There are two types of parameter files which may be supplied for the K20 system.
These either have the suffix “.hzm”, or “.hzc” in the file name. There are also two
types of software key (dongle) in circulation: Level 2 and Level 6. If you have a Level
2 dongle, installing a “.hzm” file will only update level 2 parameters; and all Level 6
parameters will remain unchanged. To update Level 6 parameters would require
either a Level 6 dongle or a “.hzc” parameter file. As a result, customers with Level 2
dongles wishing to install new parameter files must ensure that the parameter file
they are dealing with has the “.hzc” suffix.
Troubleshooting
In the event of problems with the K20 system, first check the error log within
DCDesk. For error codes and solutions, see the appendix. If no errors are showing,
refer to the flow chart.
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Appendix
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Appendix
Troubleshooting flow chart
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Error codes
Cause: - Short circuit or cable break at sensor input for manifold pressure.
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3018 ErrManifoldTemp 3118 SerrManifoldTemp
Cause: - Short circuit or cable break at sensor input for manifold temperature.
Cause: - Short circuit or cable break at sensor input for measured power.
Cause: - Short circuit or cable break at sensor input for lambda sensor.
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3021 ErrCH4Content 3121 SErrCH4Content
Cause: - Speed variance has exceeded the power dependent warning curve for monitoring
of misfiring.
Cause: - Speed variance has exceeded the power dependent emergency curve for
monitoring of misfiring.
Cause: - Supply voltage is lower than the minimum voltage for stepper motor control of the
E-LES.
Response: - Error message: Common alarm as warning.
- No control of stepper motor and valve position because of possibility of
stepping errors.
- Error is cleared automatically when supply voltage is above minimum voltage.
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- Check measured value 3600 PowerSupply of the supply voltage.
Cause: - Short circuit or cable break of the E-LES stepper motor wiring harness on digital
output 1.
Action: - Check cable harness to E-LES stepper motor control for short circuit and cable
break.
Cause: - Short circuit or cable break of the E-LES stepper motor wiring harness on digital
output 2.
Action: - Check cable harness to E-LES stepper motor control for short circuit and cable
break.
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3078 ErrRAMTest 3178 SErrRAMTest
Action: - Note down the values of the parameters 3895 RAMTestAddr and 3896 RAMTestPattern as
an extended error description.
- Restart governor by a reset.
- Notify PERKINS.
Cause: - The internal reference voltage 5 V is not within the permissible range
Cause: - The supply voltage for the governor is not within the permissible range.
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3090 ErrData 3190 SerrData
Cause: - No data found or check sum over data is wrong oder read access E2PROM reports
an error.
Note: - This error will occur only after restart by switching on the supply voltage or
when resetting.
Note: - This error will occur only after restart by switching on the supply voltage or
when resetting.
Action: - Write down the values of parameters 3897 CstackTestFreeBytes and 3898
IstackTestFreeBytes.
- Restart governor by a reset
- Notify the factory.
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3094 ErrIntern 3194 SerrIntern
Action: - Write down the values of the parameters 3195 SExceptionNumber, 3196
SExceptionAddrLow, 3197 SExceptionAddrHigh and 3198 SExceptionFlag
- Restart governor by a reset
- Notify the factory.
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Section 4: Elektra AFR Control System
System Description
The primary components of the fuel system on the 4016-61TRS gas engine are the
carburettors (venturi) and the Elektra valve. Unlike a traditional AFR control system
(such as the K20), the actual air fuel ratio (AFR) is not significantly determined by the
venturi sizing, but by the Elektra valve. Here, the venturi sizing is important to create
an air pressure drop which the Elektra can detect. This full-authority system adjusts
the incoming gas pressure to the venturi rapidly, in accordance with changing engine
speeds and loads. A zero pressure regulator (ZPR) is not required with this system
because the gas pressure control is fully achieved with the Elektra (providing the gas
inlet pressure to the Elektra is stable and between 5-25kPa).
The system monitors several engine operating parameters, and uses built-in
calculations in order to determine the required gas flow. The required position of the
Elektra valve is then set. The key components of the system are the Elektra valve
(which has an integral control unit), air pressure and temperature sensors, and an
optional load sensor (this may be used if the customer elects to take a load signal
from their panel).
Under normal operation, the Elektra system monitors the following parameters in
order to determine the required gas flow and set the valve accordingly.
- Engine speed
- Inlet air temperature
- Air pressure drop over both venturi
- Inlet gas pressure
- Gas pressure drop over the Elektra valve
- Generator electrical power
This information is used to calculate the current engine load condition and airflow.
Current gas flow is calculated from the gas pressure drop measurement. From a pre-
programmed lambda curve, the desired gas flow is calculated. The Elektra is then
set to the necessary position using the gas flow information. If the engine speed
drops below a pre-set level, the Elektra will interpret this as being a load application,
and fuelling will be quickly increased to assist with load acceptance (obviously this
feature is only applicable in island mode operation).
During prolonged engine cranking (whilst attempting a cold engine start, for
example) the Elektra will slowly adjust the gas flow in an attempt to create the
correct AFR for starting. Once the engine begins firing and the speed increases,
normal operation of the system will begin.
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The Elektra system has been pre-loaded with various engine geometry and fuel
parameters (cylinder displacement, rated power, venturi dimensions, gas energy
content etc.). The system has also been programmed with data to characterise the
engine’s volumetric and mechanical efficiency. A lambda curve has been
programmed to ensure that the correct AFR is obtained over the engine’s operating
range.
Initial Setup
Ensure the speed sensor is correctly installed in the flywheel housing, and that there
is a 0.5-0.8mm clearance to the flywheel teeth. Before making any adjustments to
the system, ensure that the engine is equipped with adequate protection from
overspeed and detonation.
Elektra units which have been supplied with an engine will have been pre-
programmed at the factory, and will only require setup of the load signal (no
parameter file needs to be installed). If a replacement Elektra has been fitted, a
parameter file will need to be installed in order to program the control unit with the
correct parameters. This parameter file is specific to an engine and valve type; there
is a file for the 4016-61TRS with a 50mm valve; and a file for the 85mm valve. These
files are available on PTMI.
For all units (including systems supplied with an engine) the Elektra will require the
input and configuration of a load signal before the engine can run in closed loop
mode. Please follow the instructions below titled “Power sensor calibration”.
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19. Enter the exact value (e.g. 19.97mA) into parameter 1511
(AnalogIn1_RefHigh).
20. Check that measurement 3510 (AnalogIn1) corresponds to the percentage
load at which the engine is being run
21. Run the engine at zero load, and check again that the measured power in DC
Desk verifies this load.
22. Switch on the closed loop mode by changing function 5340
(AFRClosedOrOpenLoop) from 0 to 1.
23. Save all parameters using F6.
Adjustment of Emissions
During normal use, the Elektra system will maintain the AFR to give exhaust
emissions to TA Luft (NOx) of around 500mg/Nm3. These emissions levels should
be achieved from around 50 to 100% load. Below this, AFR will be reduced to
provide a richer gas/air mixture to assist with load acceptance.
There may occasionally be a need to adjust the AFR, particularly if a sensor or valve
has been changed. Under these circumstances:
Parameter Files
There are two types of parameter files which may be supplied for the Elektra system.
These either have the suffix “.hzm”, or “.hzc” in the file name. There are also two
types of software key (dongle) in circulation: Level 2 and Level 6. If you have a Level
2 dongle, installing a “.hzm” file will only update level 2 parameters; and all Level 6
parameters will remain unchanged. To update Level 6 parameters would require
either a Level 6 dongle or a “.hzc” parameter file. As a result, customers with Level 2
dongles wishing to install new parameter files must ensure that the parameter file
they are dealing with has the “.hzc” suffix.
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Troubleshooting
In the event of problems with the Elektra system, first check the error log within
DCDesk. For error codes and solutions, see the Appendix.
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Appendix – Error Codes
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Action: - Check tightness of corresponding connection hose between measuring
place and sensor box
- Check corresponding sensor cable between senor box and control unit for
short circuit or cable break.
- Check error limits for this sensor.
- Check corresponding sensor, replace PCB in sensor box, if necessary.
- Restart governor by reset.
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Action: - Check of gas supply or change of pressure limitation.
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3039 ErrGasFlowDeviation 3139 SErrGasFlowDeviation
Cause: - Only with gas flow control. Too large deviation between gas flow setpoint
and current gas flow.
Response: - Emergency shut down
Action: - Check of actuator and throttle valve movability
- Check of feedback
- Check of gas supply and gas pressure before throttle valve
- Restart governor by a reset.
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3071 ErrCanComm 3171 SErrCanComm
Cause: - There is an overrun in the destination buffer or a message cannot be fed
into CAN bus.
Response: - Depending on the application.
Action: - Check CAN module.
- Check CAN connection.
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3089 ErrMasterFatal 3189 SErrMasterFatal
Cause: - Fatal error in HELENOS (only at KRONOS 30 M)
Response: - Emergency shut down.
Action: - Check of errors in HELENOS
- Restart governor by a reset.
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Section 5: Detcon 20 Knock Detection
General guidelines
This manual describes the Detcon 20 detonation monitoring system and its software
utility DenEdit.
Conformity declaration
Following described machine complies with the appropriate basic safety and health
requirement of the EC Low Voltage Directive No: 73/23 / EEC and EC
Electromagnetic Compatibility Directive 89/336 / EEC based on its design and type,
as brought into circulation by us.
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General description
Electronic unit
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Terminal Layout
Caution: The wiring of the detonation sensors has to be in the firing order of the
engine.
For more wiring information, see the full engine wiring diagram.
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Detonation sensor
Caution! The position of the detonation sensors directly influences the function of the
complete detonation detection system.
Installation with no direct connection to the engine (e.g. by gaskets) is not suitable.
When wiring the detonation sensors make sure that the firing order is kept:
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Principle of Detonation Detection
TRIP
ENGINE KNOCKING
LOAD REDUCTION
0 – 5 V voltage output
and 4 – 20 mA current loop
Both analog outputs work concurrently. For the 4000 TRS series engines, the 4-
20mA output is used.
If full scale of the analogue outputs is reached and engine is still detonating, LOAD
REDUCTION output is activated.
NOTE: Perkins recommend that the LOAD REDUCTION output is used to shutdown
the engine.
The binary output TRIP is activated when the detonation energy is greater than the
Immediate stop limit. It should only be used as an emergency stop signal.
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Description of function
The controller device analyses individual cylinder combustion on all Perkins 4000
series gas engines. The detonation detector device can work in three basic modes.
• Measuring mode
• Interface diagnostic mode
• Detonation detection mode
Measuring mode
The decoded detonation signal is sent to a PC via a USB cable. The detonation
sensor being measured is selected on the PC.
NOTE: The diagnose mode MUST be disabled before the engine is put into normal
operation. This is a test only facility, serious damage may occur if Diagnose mode is
left enabled. The diagnose mode is automatically disabled when the power is cycled.
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Inputs, Outputs and Indications
Inputs
Timing input
The ignition timing of cylinder No.1 is used in the timing input function. The passive
inductive sensor ISU is used. See the engine wiring diagram for details of the
connections.
• Common K5 Pin 4
• Knocking (Timing reduction) K5 Pin 5
• Trip K5 Pin 6
• Load Reduction K5 Pin 7
1 x 4 - 20 mA Analog Output
Selectable
• 4 – 20mA 4012 46TRS and 4016 61TRS all ratings
• 20 – 4mA 4006 23TRS and 4008 31TRS all ratings
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Terminal Strip K5 connection detail
1 2 3 4 5 6 7 8 9 10 11 12
24V DC supply
Knocking
+ 24V
Common
- 24V
Trip
To Ignition System
Load Reduction
Indications 4-20mA
• 20 LEDs at individual inputs for detonation sensors - controlled by software
• LED indication of supply
• LED indication of synchronization pulses – controlled by software
• 3 x LED indicators of closed binary output
• 1 x LED indicator of analog output level
• LED indicator of data transmission on CAN bus
Communication links
• CAN Open, galvanic separation, 1 CAN connector
• USB – minimal required speed 90 kB/s (44.1 kHz, 16 bit), type of connector B.
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PC software supporting the Detcon20 (DenEdit)
The PC communicates with the detonation detector device logically via COM port but
physically via a USB port. In order to do this it is necessary to install a Virtual COM
Port (VCP) mapped to USB..
The simplest way to do this is to run the CDM_Setup.exe programme. This will
automatically install the necessary drivers onto the PC.
Having done this, it is necessary to establish the communications port which has
been allocated by the PC for this application. To do this, open ‘Settings, Control
Panel, System, Hardware, Device Manager’. Click on the ‘Plus’ sign next to ‘Ports
(Com & LPT) and a list of com ports will appear and note which com port has been
allocated to the USB/Serial adaptor.
Now run the Denedit software and click on the Connection menu and select Setup.
The check-box Open connection after startup defines the requirement to connect
the detonation detector on-line automatically immediately after startup of this
supporting software.
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Next it is possible to select the page which will be activated in the main window by
clicking on the required radio button.
2
4
1 – Main menu
2 – Toolbar
3 – Regulation and Detonation intensity graphic displays
4 – Fault and status signalization LEDs
5 – Cards for settings and monitoring of the process
6 – Status bar
Menu icons in main window
Connection
• Connect USB Connect detonation detector device to PC
• Disconnect Disconnect detonation detector device from PC
• Open file … Open file of previously saved setpoints of
detonation detector Device
• Save as … Save the setpoint archive which name is defined
by user
• Setup … Setup of communication (see above)
• Exit Program termination
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Controller
• Enter Password Enter password to enable changes of setpoints value
• Deactivate password Disable setpoint access
• Change password Change of password
• Get encrypted password Support of forgotten password recognition
• Reset peak Reset of detected peak of detonation shown in the card
Detonation history
Help
• About Information about application and software version
Regulation output and detonation intensity
• Knocking intensity
• Displays actual value of detonation in % of maximum value. The channel with the
highest detonation intensity is selected automatically. Its detonation value and
channel number are shown in the right upper corner
• It is possible to select which value is to be displayed on the card Mode:
- Maximum value of detonation
- Minimum value of detonation
- Chosen measuring channel
Indicators
• STATUS
The STATUS indication group mirrors detonation detector device binary outputs
• ENGINE KNOCKING
Detonation indication. Actual value of detonation intensity of each cylinder is
indicated on the card Actual detonation values. While the detonation level Ignition
reduction limit is exceeded, the text ENGINE KNOCKING becomes blue. Selecting
the text switches to the Actual detonation card.
• LOAD REDUCTION
Normalised analogue output reached Maximum output value
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• TRIP
Immediate shut down limit reached
Errors
• LOW RPM
• NO ISU PULSES No impulses are detected on the TIMING INPUT. The genset is
stopped or sensor and/or cable is disconnected.
• SPURIOUS PULSE The TIMING INPUT signal on the connections K1 rear Pins 1 & 2
is erratic. Timing sensor is faulty or the timing sensor jumper
setting is incorrect.
Note. During normal running this indicator will randomly flash.
• EEPROM FAULT Setpoints are damaged. Refer to the factory.
• BAD SENSOR Faulty sensors can be identified on the screen Actual detonation
values. If the sensor is faulty, the text BAD SENSOR becomes
blue. Clicking on the text switches to the display of Actual
detonation screen. The bad sensor’s identification number is
diplayed in red on the screen Actual detonation values.
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Typical Displays
Normal Operation
Engine Detonating
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Actual detonation values
Detonation history
• Detonation history from active sensors in last 1 minute
• Maximum detonation value (yellow dashed line)
• Active channel selection via click on legend (same as on Mode screen)
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Can parameters
Settings
The system is pre-programmed to suit the engine type and the settings are password
protected.
If the engine is to be run on gasses other than originally specified then a timing
change may be necessary. Contact Perkins Applications Department
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Technical data
Electronic unit
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Detonation sensor
Wiring Diagrams
4006 Z13592
4008 Z13591
4012 Z13630
4016 Z13612
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Section 6: Altronic DISN800C Ignition Units
4006 23TRS and 4008 31TRS gas engines are fitted with an Altronic DISN 800C
ignition unit.
The unit is factory adjusted and requires no further adjustment in the field.
If a replacement unit is fitted ensure the switch positions match the unit being
replaced, no adjustments should be necessary. If timing adjustment is required it is
adjusted using the ‘Maximum output value’ under the ‘Output options’ tab in the
DetCon knock control programme ‘DenEdit’.
There are three LED indicators on the front of the unit, three connectors and two
adjustment switches on the sides.
LED indicators
If the engine will not start or run correctly check the indicators on the front of the unit
while the engine is cranking (ensure the fuel is turned OFF)
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If the POWER LED is OFF
• Check the voltage at terminals E(+) and F(-) on the 6 pin connector. If voltage
is present then check the pins and sockets in the connector and mating part
for damage. If connections are sound then replace the unit.
• Check the cable and connections between the pickup and the DISN unit.
Connect, repair or replace if necessary.
• The hall effect pickup may be faulty. To test the pickup connect a 5 to 8 volt
DC supply to pins B(+) and C(-) measure the voltage across pins A and B as
the north pole of a magnet is passed over the end of the pickup. If the voltage
rises to close to the supply voltage then the hall effect pickup is working
• Check the pickup gap is 1.0mm +/- 0.25mm gap and correct if required.
WARNING Refer to the appropriate manual before adjusting the pickup. Incorrect
adjustment may damage the magnets mounted in the camshaft gear.
Connectors
Adjustment Switches
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Note: The timing selection switch is disabled when the 4–20mA 5 pin connector and
links are fitted.
Wiring diagrams
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Section 7: MIC500 Ignition Controller
Model MIC530
Perkins P/N 705/125
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WARNING
Read this entire manual and all other publications pertaining to the work to be
performed before installing, operating, or servicing this equipment. Practice all plant
and safety instructions and precautions. Failure to follow instructions can cause
personal injury and/or property damage.
CAUTION
IMPORTANT DEFINITIONS
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Electrostatic Discharge Awareness
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General Information
Introduction
The number of cylinders and the corresponding firing pattern, as well as the trigger
disc configuration, are programmed individually.
Integral to the MIC500 series is one timing adjustment potentiometer. This has a
programmable ignition span of maximum 38° crankshaft degrees. Additional
methods of adjustment are by means of an integral speed curve and a linear 4-20
ma analog signal. A two-stage adjustment is also possible with the aid of the analog
signal and the use of an external potentiometer.
In order to ensure perfect operation of the ignition control system, observe the
maintenance instructions given in Chapter 4.
The MIC500 series has several functional features to ensure correct operation:
• Trigger signal check
• Input signal fault recognition
• Shutdown
• Manual ignition timing adjustment
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Limitations
The MIC500 series ignition control system provides ignition energy for 2 to 16-
cylinder gas engines.
The MIC500 series is comprised of only a small amount of surplus refuse that may
be disposed of in the usual manner as industrial waste.
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Safety
The operator of the equipment must ensure:
• That all persons concerned with the installation, maintenance, and repair of the
MIC500 series ignition control system have entirely read and completely
understood this operating manual.
• That all persons authorised to operate the gas engine have received detailed
instruction and have been warned about possible dangers.
WARNING
In no case should the following parts of the ignition control system be
touched, removed, or disconnected while the engine is running:
• Ignition coils and boots
• High-tension leads
• Low-voltage circuit leads
• Harness connectors
The MIC500 series ignition control system design conforms to high technology
principles and is operationally safe. The equipment may suffer damage or pose the
threat of injury if the following safety precautions are not observed. Only trained and
authorized personnel must operate the gas engine.
• Before commencing any work involving the installation, operation, resetting,
matching, maintenance, or repair of the ignition control system, the equipment
must be disconnected from the power supply and safeguarded against switching
on the power.
• The harness must be removed.
• Safety devices must not be disassembled or inactivated.
• Avoid all work that might impair the function of the ignition control system.
• Only operate the ignition control system provided if it is in perfect condition, and
inform all concerned personnel of any modifications which have been made to
the gas engine or the ignition control system.
• Ensure that you observe all the rules and regulations pertaining to your
equipment, including those that are not explicitly stated here.
• Always ensure that the engine room is properly ventilated!
• Ensure that you maintain a safe distance from the gas engine and the ignition
control system.
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WARNING
Switch off the engine; disconnect the power supply, and lock out both
before commencing any installation work.
Make sure that the system was programmed for your engine before
attempting to operate the MIC500 series ignition system. An
improperly installed or programmed system may lead to engine
damage and could pose threat of personal injury to operators.
Ensure that ignition timing is set to engine manufactures
recommendation and that is actually checked with a timing light.
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Technical Data
(Ø8)
RS- 232
(142mm) 5,59''
(178mm) 7,00''
(159mm) 6,25''
(196mm) 7,71''
(217,5mm) 8,56'' (77mm) 3,03''
(223,5mm) 8,79''
MIC530
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MIC500 series Electrical Data
WARNING
The MIC500series accepts 12 V to 24 VDC and automatically recognizes
the selected supply voltage. The supply voltage must be maintained
within the following limits:
10 VDC minimum
32 VDC maximum
A supply voltage below 10 VDC will impair the operation of the ignition
control module. Voltages above 32 VDC could damage the ignition
control module.
• 20 A peak current
• Negative ground
• Temperature range:
• Control module: - 40° F to 158° F - 40° C to
70° C
• Ignition coils: - 40° F to 212° F - 40° C to
100° C
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Installation
Ignition Control Module
CAUTION
Never do any welding work on the engine or chassis when the ignition
control module is mounted on the engine or connected to the chassis. This
could destroy the ignition control module.
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Camshaft Pickup
NOTE: Tightening torque for the camshaft pickup: max. 15 N m (11 lb-ft)
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Wiring Requirements
General
NOTE
Wire exposed beyond the shield must be as short as possible.
WARNING
The engine power supply must be disconnected and safeguarded
against switching on before beginning any work on the MIC500
series. Do not make any power supply connections into live power
circuits.
Never switch on the ignition control module without the output leads
connected to the unit.
An improperly installed ignition system may lead to engine damage and
could pose threat of personal injury to operators.
All components (ignition control module, ignition coils, and all lead screens)
must be grounded to ensure electromagnetic compatibility.
NOTE:
Emergency shutdown of the MIC500 series is achieved by switching
off the input power.
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RS-232 Port
The MIC500 series is programmed via RS-232 using a null modem cable.
Any fault indications will be transmitted to a PC or Laptop through the RS-
232 link.
Harness
Harness Pole Function
Pole Function colour code
colour code
A Output Cylinder 1 in firing order Red
A + 24Volt supply Red B Output Cylinder 2 in firing order Yellow
B - Ground Black C Output Cylinder 3 in firing order Green
C (+) 4 - 20 mA Green D Output Cylinder 4 in firing order Brown
E (-) 4 - 20 mA Brown E Output Cylinder 5 in firing order Blue
F Loop Power (24 VDC) White F Output Cylinder 6 in firing order Orange
Contact A/B or G Output Cylinder 7 in firing order Purple
D White 1,5mm²
START / STOP K Output Cylinder 8 in firing order Grey
G (+) Pick Up Signal Black L Output Cylinder 9 in firing order Pink
H MPU Power Brown M Output Cylinder 10 in firing order White/Red
I (-) Pick Up Signal Blue N Output Cylinder 11 in firing order White/Yellow
J GO / NOGO Contact Brown 1,5mm² P Output Cylinder 12 in firing order White/Green
R Output Cylinder 13 in firing order White/Black
S Output Cylinder 14 in firing order White/Violet
T Output Cylinder 15 in firing order White/Orange
U Output Cylinder 16 in firing order White/Blue
Shutdown lead or Panel Output
H White
Power.Max. 20 mA at 300V Primary
J Ground Black
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Ignition Timing Adjustment
Manual Adjustment
CAUTION
An incorrect timing setting may lead to engine damage.
Manual
Timing
adjustment
CAUTION
When choosing the correct timing setting, it is essential to
strictly adhere to the values specified by the engine
manufacturer.
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Additional functions
Depending on the gas quality and the application, it is possible to vary the
available ignition energy.
You may set any value between 15 – 100 % (155V-300V). Energy levels may
be increased over the life of a spark plug to allow for a growing gap.
Increasing the energy level with new spark plugs may reduce the service life.
Excessive energy level settings will reduce spark plug life.
Fast burning gases like propane require relatively small energy, whereas slow
burning gases like sewage gas require high energy and long spark duration.
Press "E"
Press "F1"
Enter new value
Press "Enter"
Press "F5" to save changes
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Start-Up Procedure:
Before starting the engine recheck all wire and plug connections.
Correct ignition can be verified by cranking the engine with the fuel valve
closed.
Apply input power to the ignition control module and verify correct firing by
checking each spark plug lead with an inductive timing light.
Once satisfied that the ignition system is functioning correctly, follow the normal
engine starting procedure.
Start the engine with the fuel valve open, increase to rated speed, and set
ignition timing to exact position.
Shutdown Procedure
After shutdown, ensure that the MIC500 series is disconnected from the power
supply before unplugging any harness connector.
The ignition control module compares the trigger-timing signal with the pin
count and the firing patterns pre-programmed. Should any discrepancy occur,
the ignition control module will shut down following one further complete
revolution of the camshaft
If a fault is detected in the pickup circuit during operation, the MIC500 series
automatically shuts down. The cause of the fault must be corrected before the
engine can be restarted.
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Maintenance and Troubleshooting
Maintenance
WARNING
Switch off the engine and disconnect the power supply before
commencing any installation work! An incorrectly installed
ignition system may lead to engine damage and could pose threat
of personal injury to operators.
All control system cables should be carefully examined for signs of damage and
replaced if necessary.
All plug connections should be checked to ensure that they are in a serviceable
condition.
The spark plugs should be serviced according to the specifications of the spark
plug and engine manufacturer.
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Faults, Causes and Remedial Action
The MIC500 series includes an LED, which indicates faults by flashing once or
several times.
(2x) Two flashes: bad pickup signal pickup failure, sequence no.
does not match timing disk or
improperly machined
or damaged timing disk
(3x) Three flashes: engine speed too slow too slow cranking speed /
check sequence number
and timing disk contact D
has not been opened
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NOTE: After an automatic engine shutdown caused by a fault the power
supply to the MIC500 series has to be disconnected and reconnected.
The LED will flash one time only. This is normal, the engine can be
restarted.
Troubleshooting
Most ignition system failures occur outside the ignition control module. The
cause may lie in any one of the above components or in the connections
between them.
If a fault is detected in the inputs to the MIC500 series, the ignition control
module will automatically shut down the ignition. Input faults, which might cause
shutdown, are:
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Power Supply Circuit:
WARNING
Supply voltages below the specified values will impair the operation of
the ignition control module and may cause the engine to stall. Supply
voltages above the specified values could damage the ignition control
module.
Minimum 10 VDC
Maximum 32 VDC
WARNING
Input voltages outside these values may damage the MIC500 series.
If a timing signal fault is detected during operation, the ignition control module
automatically shuts down the ignition. Such a fault could result from the failure
of a pickup, an open, short-circuited or grounded connection to a pickup, or a
physical change in the characteristics of a pickup.
Proceed as follows:
Crank the engine with the fuel valve closed and check (using the IC.exe
software) that the MIC500 is receiving a signal from the camshaft pickup
(Engine speed will be displayed and status will initially indicate ‘Too slow’).
If no signal is seen then check the output of the Hall effect pickup
Check the cable and connections between the pickup and the DISN unit.
Connect, repair or replace if necessary.
To test the pickup connect a 12 volt DC supply to pins B(+) and C(-) measure
the voltage across pins A and C as the north pole of a magnet is passed over
the end of the pickup. If the voltage rises to close to the supply voltage then the
hall effect pickup is working.
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Self-test Function
WARNING
Do not crank the engine while the self-test is active.
The ignition control module features a unique self-diagnostic test function which
allows verification of the input, output, primary harness / ground circuits, and
ignition coil integrity for all cylinders. This test can be performed "on engine".
The test will only indicate faults in the ignition, wiring and coils, it will not detect
faulty spark plugs.
Performance of Self-test:
All pre-selected outputs will be fired one after the other within 1/10-second
intervals. On connector pin H you can measure the output voltage on the
primary side and the waveform. Output harness and ignition circuit can be
checked by measuring voltage on the output terminals.
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Additional Functions:
_________________________ _______________________________________
Date Signature
15% = 155V
20% = 160V
30% = 180V
40% = 200V
50% = 220V
60% = 240V
70% = 255V
80% = 275V
90% = 290V
100% = 300V
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Section 8: LKG01 Load Sensor
System Description
The load sensor is for use with the Kronos 20 and Elektra systems in order to
provide closed loop control. While both systems require a load signal for full
closed loop operation, some customers will elect to use a load signal from
their panel. As a result the Load Sensor is supplied an option.
Setup
1. Mount the load sensor in a suitable location, free from excessive
vibration
2. Wire the unit into the alternator as shown in wiring diagram 1. Take
care to ensure the correct connections of the phases and the level of
the voltages (110 or 415). If using 110VAC phase to phase, the broken
lines on the wiring diagram must be used instead of the solid lines
3. Connect the unit to the K20/Elektra as shown in wiring diagram 2
4. Connect a 24V power supply as shown in wiring diagram 2
Units supplied with engines should be pre-configured for 5A input and 4-20mA
output, but to check these follow instructions 5 and 6.
5. Check that links 1, 2 and 3 are all be soldered across (this configures
the unit for use with 5A CTs)
6. Check that jumper 7 is connected across pins A and B (this configures
the unit for 4-20mA output)
Jumpers 4, 5 & 6
Jumper 7
Links 1, 2 & 3
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Links LK1, LK2, LK3 all soldered across Jumper link LK7 set to
lower position (across
pins A and B)
7. When running the engine for the first time, if any of the “reverse power”
LEDs are illuminated, this means that the wires from the CTs have
been connected incorrectly, or the CT is installed backwards. Use the
jumpers 4, 5 or 6 to reverse the polarities or reverse the CT as
necessary.
8. Use the relevant manual for instructions on load sensor calibration. The
zero load and full load currents are set using the zero and span
potentiometers. These are marked “kW I O/P 4mA” and “kW I O/P
20mA” respectively.
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Wiring Diagrams
Wiring diagram
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