Elated Documents.

EGS 2000 Service Manual. Doc. no. 960,202,00

EGS 2000 Installation Guidelines Doc. no. 960.200.30

1.5 List of Abbreviations,

A/D Analog to Digital conversion.
AICB Analog Input Connection Board.
AID Analog Input/output card in the Gamma Computer rack.
AOCB Analog Output Connection Board,
ASD Alarm and Slow Down panel.
BC Bridge Control.
CL Closed contact
CLC Closed coniacL
CPP Controllable Pitch Propeller,
CPU Central Processor UniL
CSR Criuca] Speed Range.
CTL Control Options.
D/A Digital to Analog conversion.
DB Dead band,
DICB Digital Input Connection Board.
DIO Digital Input/output card in the Gamma Computer rack.
DOCB Digital Output Connection Board,
ECR Engine Control Room.
EGS Electronic Governor System,
EGSCB EGS Connection Board.
ELL Engine Load Limits option.
EPROM Erasable Programmable Re ad-Only Memory,
ER Engine Room.
ETA Estimated Time of Arrival.
ETD Estimated Time of Departure*
FPP Fixed Pitch Propcllw,
KW Hardware.
INS Instrument option.
I/p Current to pressure converter.
LCD Liquid Crystal Display.
LED Light Emitting Diode.
LLC Load Umk Cancel
LM Lyngs0 Marine A/S
LOD Lubrication Oil Dosing.
LP Load Program option.
 List &f abbreviations - continued:

MCR Maximum Continuous Rating,

NC Normally Closed: Open contact, when alarm is present.
NO Normally Open: Closed contact, when alarm is present.
QAA Open Automation Architecture,
OC Open comaeL
OP Open contact.
OPS Overload Protection System.
P2, P3 Pressure switch for indication of Emergency Control.
P7 Pressure switch for indication of Engine Control Room Control,
P9 Prtisurc switch for indication of Bridge Control.
PI Proportional Integral Controller.
PSU Power Supply UniL
QPT Quick Passage Technique for CPP installations,
RAM Random Access Memory.
RCS Remote Control System.
ROM Read-Only Memory,
RPM Re volutions Per Minute.
S6 Switch ai emergency stand for indication of EGS 2000 actuator
connected to the fuelrack,
SG Shaftgenerator.
SIF Serial interface to DMS 2100 via MtC40M-Bus (RS-4S5
communication).
SLD Slowdown option.
STELLA* Registered trade marie of Lyngstf Marine A/S Compeer system.
STL^NET A communicaiiori line for LM computers h mutual exchange of
information.
SW Software-
TDC Top Dead Centre,
UCS Universal Control System
UMS Universal alarm & Monitoring System
YET Variable Injection Timing.

1.6 Configuration.
This section provides the information required for specification of your EGS
20QQ, should any inquiry to LyngssJ Marine be needed, A list of options are
further included. When reading this manual, sections not relevant for the options
in your installation are 10 be disregaided. Such sections are clearly marked in the
 RED * ALARM

GREEN = INDICATION

O 'VELLOW = ADJUSTMENT

EGS 2000
Control Panel Lights

Figure 2.2:1 EGS 2000 Control Unit.

 The Control Unit is uble ic present both the Bndge speed-selling signal value
and the ECR speed-setting signal value at the same time on iii display. This
snabtw the operator to adjust one of the speed-setting signals tc mcuch iht other
before the change-over takes place. This function is usually called ' Bum pies s
Transfer',

Modes or Operation.
This section gives a brie/ description of the Control Unit keys and indicators
which help 10 explain tht basic methods of operation of the EGS 2000 System.
Please refer to figures 2,5, 2>6 and 2.7 for legends to push-buttons.

Tht EGS 2000 System has four modes of normal operation. These modes arc
referred to as:

Attto Select,
RPMMade,
Power Mcdt< and
Index Mode.

2.4.1 Auto SclecL

Auto Sdtct allows the EGS 2000 System computer to automatically select either
the RPM Mode or P&vttr Made of operation, depending upon prevailing engine
running conditions. Th* change over criterion due to the weather conditions is
Seasiate 3, It. in rough weather Power Mode is selected, and in calm weather
RPM Mode is chosen, fade* Mode is manually selected and allows the EGS
2000 System to fix ihe engine fuel rack index as long as RPM variations stay
within p re -defined limits.

M Mode,

The KFM mode is a fast mode of operation which adjusts the Fuel-rack to keep
the engine at a constant RPM, Optimal fuel consumption or wear of the
rack mechanism is given less priority in this mode of operation.

Lvnosn Marina
 1.4.3 Power

En Power mQdt the regulator controls fuel rack motions in response to shaft
speed variations such that the power delivered by the engine is kepi at a
constant value. This mode minimizes fluctuations in thermal loading of the
engine in a seaway. It will aiso provide fuel savings e.g. when the ship
experience added resistance due to waves and wind.

Full protection of the engine is maintained in this mode of operation, as shaft

Speed is only allowed to vajy up to a cenain limit, where a more tight control
becomes active.

2.4.4 Index mode.

This mode of operation allows the EGS 2000 Actuator to maintain its position
without moving as long as engine RPM variations are inside pre-set limits.
These limits are fairly wide, which allows this mode to be used when carrying
out measurements on the engine which require the Actuator index to be "Fixed11.

The pre-set limits refer to the actual speedseiting command, i.e. manoeuvring
is possible in Index Modet if the limits are not too wide*

Index Mode is selected manually when the [ INDEX MODE ) key is pressed
and cannot be selected automatically by the computer.
 EG8 FUNCTIONS

Red Lanpi
Actuator Blocked
Pre adjustment during Due to Failure
Manual Imitation fran 5Q5i
of pre-
Lyngtff Mflftno

LLrrnrrrrrr
IIMnHMM
Trnnnnr HI
IIMHIMll LLIil
Load Llntt
Protectfon of fron
4*M
E Kt

overload
K a) Llnlt oF index
to Scav, Air Press,
Mipri

b) Llnlt Of Index
to RPH,
Manual cancellation
Prtf-*arnlnQ for both a t b,

Morft* S
Auto
Coin Sea Rough Sea
Hdnual selection
Indt*x< Ohl nonual ?;
MAM MACHINERY INTERFACE

1hJs key 1he systen trill carry out

tost procedure of the control unit

the ai&rn ifi the system

The LED will change fron flashing to steady

By this hey you CM QD out

of" stcn bhd b*ck to

keys
you can mcrcftst or
the- values on the LCfr

e(*r After chonnirfl daio this

nust bt flciJvflted to stor*
the net

By these tir& Iwys

yau can rove the cursors
 KEYS FOR PROGRAMMING/CHECKING
_ .
Entry jysten for progrannlfiQ *ork requires privileged access, te, password,

Marina

-i- r
71
Ji 1I i IHl
Mil |
1
MENU Activated to
Alorn List,
Heasi and
User

PtAG Thts key Is used for

SETUP spedat Functions ore
Used In connection ,PATA jgf,^ be activated together «lth xx Pirnctron
with and ACCESS key Tor adjustment of parameters

.ACCE88 ftC-t;vQtlno of this key allows enterfng

of access codes for two privileged levels.
2A5 Highspeed module.

The Highspeed module decreases the fuel pump index, when an overspted
situation is approached. Thus the main engine rpm is reduced temporarily for
avoidance of catching an overspced shutdown siLuation.

The activated highspeed function is autornaiically reset again, when the RPM
goes below RPM at MCR due [Q the reduced fuel pump index.

The function of the Highspeed Module is shown in figure 2.8 below.

speed
RPM
insioni or tnsqenng
r— Uie htgh spcoi rpcd-u1-.' ..

\\ Shah SpwJ
\
~J\
I s- RPM J \
T- HFW selpant /\/ . J ^-^
D3JJ getootnL - • \ f \ f ' f ^
r ;' '*^ T ^ ^J ' J X^
\ / , t ^- RPW sstpoint

T '
1 *
1 1
|r,s'hqnL of sudden de'ooding o! cnqinft
i i
1 1
1 1 TlMi
"i i~
I I

Figure 2*8: Illustration of the /uncri^n c/tfie highspeed module,

Features available from the Control Unit.

Actuator Blocked IndJcation.

When the 'Blocked* indicator is lit, the EGS 2000 System is no longtr able to
control the engint spted. The Control Unil causes this condition only when
certain failures occur in order to maintain uninterrupted engine operation.

2,5*2 Load Limits.

In order to protect Lhc engine from overload situations, the EGS 2000 System
 con rains r^o load limit functions. One function ensures lhat the Actuator index
is limited according to scavenging aJT pressure. The other ensures that the
Actuator Index is limited according co engine RPM. The curves involved depend
upon the engine type. These curves are loaded into me EGS 2000 System during
the factory acceptance test, but may be modified later, if needed.

The Load Limits may be cancelled by external switches in the Engine Remote
Control System or from the Control Unit by the [LOAD LIMIT CANCEL] key.
Partial or fuJI cancellation of the Load Limits is adjusted during commissioning
of the EGS 2000.

Two EGS 2000 System options contain curves of the same type as that of ihe
Load Limit curves. These are the "Scavenge Air Limit Pre-warning" and Engine
Torque Limit Pre-Waming" curves. When Fitted, they give a warning when the
engine approaches pre-defined limit values.

Index Max,

The LNDEX MAX facility allows the operator to limit the Actuator index
available from 50 % to 100% of the p re-adjusted maximum. Adjustment is made
by using the up/down arrow on the Control Unit when the h Index Max1 function
is selected. When the EGS 2000 System starts up after electric power is applied
to itt the Index Max value is automatically set 10 the value it had prior to power
loss.

Adjustment of the absolute Index Max for the Ship is possible from the Control
Unit via USER PASSWORD (the Mechanical Index Max shall of course be
adjusted, so it never is reached). For details please refer to chapter 4,1,9,

Note: I The use of this adjustment is entirely at the discretion of the

operator. Any overload conditions which become, or are
effective due to increased Index Max will not be compensated
for by the EGS 2000.

2.5,4 Test.

The EGS 2000 System contains advanced self test facilities, some of which run
continually during normal operation, to warn of impending erron. Pressing the
"TEST" key during normal operation causes the EGS 2000 System to enter a
test procedure which checks parts of the Control Unit which is not under
constant surveillance*
 2.5.5 Acknowledge Alarnv

When the alarm is activated for any reason, the light in the upper left hand
comer of this key begins to flash. Pressing the [ ALARM ACKN.] key causes
a fixed light- The LED is lit as long as alarms are present. For detailed
explanation, pltase refer 10 chapter 6.6.

When the alarm is activated, the cause is displayed in claar text in ihe display
window.

In case more than one alarm is present a list of ihe alarms is available for
display in ihe display window. Arrow keys may be used to scroD up and down
in the List once this his been selected via the [ MENU ] key.

Occurrence of an alarm will activate an output connected to the statutory alarm

system. The alert provided by the alarm system can distinguish between a power
failure and an EGS alarm. The reason for the alarm caa be read in clear text on
the EGS 2000 alphanumeric display to enable rapid and correct remedy action.

2.5.6 Setup.

This key is used in connection wiih check of the EGS 2000 Sys[em parameters
or for adjusimtnts. Torque and Scavenge air pressure limits, tacho selector and
the relevant options are available to ihe privileged user. Other governor control
parameters are available only for commissioning and service personnel through
privileged access.

2,5.7 Access.
•

This function fcey enables entering of access codes for two privileged levels, i<e
'Privileged User1 and *Lyngs0 Marine Service1. No adjustments of essential
EGS 2000 System parameters can be made without an Access Code.

2.5.S Data.

This key is used when EGS parameters are to be changed.

2.5.9 Menu.

This key allows the operator to display various measurements or ihe alarm
2.5.10 Diag,

The diagnosis facility allows the user to gain access [o advanced tools
the EGS 2000 System. Display of key figures and measure merits from which
proper control Function can be verified are available in normal use,

Build in test of actuator performance characteristics and automatic tuning of :bt

actuator control loop are available to the privileged user. He may also alter the
limit curves within the governor, or choose to select forced or automatic
selection of tacho pickup, tf LOD and/or VFT Options art included, these
options can be adjusted and tested by the privileged user.

Privileged user mode is accessed via entering of a password.

Failure Modes.
A power failure in the EGS 2000 Sys[ern will cause an alarm contact to bt
activated, if the 24V DC supply should be interrupted. EGS 2000 is not
sensitive (o EL short tune failure in one of the phases of the 38Q/44QV AC
supply, However, should more phases be interrupted, the actuator performance
would be effected, and an EGS alarm contact is activated. Fault handling withia
the EGS will block the actuator to maintain it's position.

Failure of the electric supply to the EGS 2000 Control Panel does not interfere
with the speed contra! ability of the EGS 2000 System, but the EGS Alarm will
be activated. Details of the EGS 2000 reaction to various faults and a list of
error messages are given in chapter 6.

2.7 Options,
EGS 2000 System does not require any optional equipment in order 10 functiou
perfectly. Experience shows, however, that some users have individual
requirements with regard to additional controls, instrumentation and alarms.
Therefore the EGS 2000 System has been developed to support a number of
options, A detailed description is provided in the options data sheets, and the
options installed with your EGS 2000 are listed In chapter 1*6 A

Engine Load Limit Option,

This option provides outputs for external use of whether an index limit is
 reached and pre*waming before reaching a limit The following signals are
available:

Fuel Index Li mi ltd signal (contact output)

Engine Toque Load Limit Prewarning (contact output)
Scavenge Air Load Limit Frew am ing (contact output)

2.7.2 Shaft Generator Option*

This op lion is intended for plants with a shaft generator, offering safe operation.
The following modules are available:

Shaft Generator Connected signal range A (supervised contact input)

Permission for Shaft Generator signal range A (contact output)
Shaft Generator Connected signal rang* B (supervised contact input)
Permission for Shaft Generator signal range B (contact ouiput)
Constant Speed Command (24V / contact input)

The *RFM slops', the R?M change rate, is individually adjustable for running
with- and without shaft generator.

2.7.3 Instruments Option.

The instruments option comprises 2 separate current outputs for driving of e.g.
instruments and control purposes. Example of signals are;

- KPM signal (4-ZO tnA oucpttt)

- Index signaJ mA output)

Other signals are available on request, see also Variable Injection Timing and
Remaining Index signal (Controllable Piich Propeller option).

1.7.4 Variable Injection Timing (VIT).

The VJT system assures optimal injection timing over the envelope of operation
of the engine. The algorithm U made as advised by ihe engine designer and 15
approved for each type of diesel engine- The option is:

- VTT control signal {4-20 mA output, signal)

The option conforms to MAN B&W Diesel's VfT specification.

 2*7*5 Controllable Pitch Propeller Option.

A set of modules is available for CPP installations. The set of modules assure
ihat EGS 2000 can Tit to almost any particular installation. The ECS 2000 needs
a signal of trie actual pitch. The alternatives are:

Pitch Angle Signal (4-20 niA input signal)

Piich Angle Signal (± 10V input signal)
Remaining Index Signal (4-20 mA output signal)

The pitch signaJ is used 10 improve the performance of the RPM control and to
adjust the start level index as function of propeller pitch. This secures safe start
and prevents high RPM overshoots during stan of the engine.

The Remaining Index signal can be connected to the load controller of the CP-
propeller control system. It signals the remaining available fuel index to the
nearest load limit, e.g. scavenging air load limit* engine torque load limu and
index load program.

2J.6 Cylinder Lubrication OH Dosing.

Cylinder Lubrication Oil Dosing may be variable in certain installations, Tht

option is:

- High Cylinder Lub Oil Dosing (24V ouiput signal)

The LOD option conforms to MAN B&\V Diesel's LOD specification.

2,7.7 Additional Control Options.

In addition to customer selectable options, EGS 2000 has various control options
thai are used in certain installations. The selection of these is made by Lyngsg
Marine. The control options include:

SynchrtJmiation pick-up (tacho 3) for two-stroke diesel

engines with 4 or 5 cylinders
Slope on RPM order software module

2.7*8 Slowdown Option.

is option is intended for owners, who want automatic slowdown function at

 Engine Control Room control in addition to the slowdown function of tht
manoeuvring system.

- Slowdown Order (supervised contact input)

- Cancel Slowdown order (24V / contact input)
- Reset Slowdown order (24V / contact input)

- Delayed shutdown (contact output)

(see also Barred Range Avoidance: 'Quick Passage Technique'}

The slowdown option extends the MAN B&W Diesel slowdown specification
for bridge contra] 10 have automatic slowdown function from Engine Control
Room,

2,7,9 Barred Range Avoidance (Critical Speed Function).

The option assures that running at critical speeds arc avoided during Engine
Control Room control. Two alternative implementations are available;

* Critical speed software module

- Quick Passage Technique (QPT)

Signals for Quick Passage Technique:

- Zero Pilch Request (eomaci omput signal)

- Delayed shutdown (see also Slowdown Option) Ccontact ouiput signal)

The QPT option conforms to MAN B&W Diesel1 QPT specification for CP-
propeller ships.

2.7.10 Engine Load Program-

This option assures that load up of ihe engine ai high load levels are done over
a certain time. Furthermore optional RPM loaddown is available. The
alternatives arc:

• RPM Load Program

<- Index Load program

The RPM and Inde* bad programs extends che MAN B&W Diesel
specifications for fixed- and CP-propeUers respectively, to have the automatic
load program facility available at ECR control.
2.7*11 Qptn Automation Architecture Option.

The EGS 2000 system is supplied with a network interface, which allows u to
be connected io Lyngst* Marine's general alajnv and control systems, UMS
2000 and UCS 2000. This makes h possible TO e.g. display internal values of the
EGS 2000 sysiero at the computer monitors of the UMS-/UCS 2000 systems,
or to use values of c,g, RPM or propeller pitch in an alarm channel.

Examples of available parameters are:

RPM Mtpoim and actual value.

Pilch actual value.
Internal values and states of ihc 'R?M limits controller1 /load controller*
and the *RPM governor**
Engine revolution counter.
Engine running hours counter.

2,7.12 Overload Protection System.

The EGS 2000 system offers the Overload Protection System (OPS) as an
option with fixed pitch propeller installation. For the overload pro Lection of the
main engine this option makes it possible to limit the toroue of the Main Engine
by reducing the specdsetting command automatically*

The OPS option replaces the standard Scavenging Aii Pressure arid engine RPM
based fuel index limiters, although a high placed scavenging air pressure index
limitation is still present for the protection of the Eurbocharger.

The OPS option is cancelled, when the Load Limit Cancel function of the EGS
2000 is activated. Selective cancellation of the OPS option may be carried out
from the Control Unit of the EGS 2000 - in this event the scavenging air
pressure and engine RPM based fuel index Hmiters will be activated as in ihs
standard configuration of (he governor system.

The algorithm is made as advised by the engine designer and is approved for
each type of diesef engine. The following input/output signals are included with
the OPS option:

Analog input signals:

Engine Torque signal (4-20 mA input

PTO Power signal (4-20 mA input signal)
 inary output signals (lamp indications in Lhe wheelhouse):

Load Limited by OPS (24V output signal)

Overload Limiters (run with raised limners) (24V output signal)
Heavy Running Propeller (24V output signal)
Light Running Propeller (24V output signal)

The option conforms to MAN B&W DitseFs OPS specification.

2.7.13 Use of EGS 2000 from Emergency Stand at Ships ^thout Engine Control
Room.

The EGS 2000 can be wired to be controlled from the emergency stand at ships
which do not have Engine Control Room.
 Chapter 3

Operating Instructions

This chapier gives a detailed assessment of the funcLions of EGS 2000 and of
the use of the Control UniL The topics covered art those available to Ore daily
user in normal operation. Functions used for trouble shooting and adjustment
for the privileged user are treated in chapter 4.

General Description.
Tht Electronic Governor System EGS 2000 is a control system designed to
accurately maintain the output shaft speed of rotation of a diesel engine to a
given order. The EGS 2000 is a third generation producE based on ihe previous
EGS 900 and RCS 990 systems. The hardware used in EGS 2000 is a
completely new design in new technology. The latest in ihe Ime of dedicated
process computers, the STELLA® GAMMA is used. Gee STBLLA® GAMMA
Computer System is capable of fulfilling all demands placed upon the EGS
2000, The STELLA® GAMMA is designed to operaie reliable in the nidged
environment aboard ship, and is type approved by major classification societies,

EGS 2000 controls engine output power automatically m accordance with

weather conditions. This enables the engine to be run at maximum without risk
of engine overload in adverse weather conditions. Should weather conditions
permit, the EGS 2000 will automatically select a less active mode of operation
ID order to reduce wear and tear on ihe fuel pumps and fuel racks, as well as on
the EGS 2000 actuator,

EGS 2000 contains a program module which functions as a super-fast high-

speed protection while maintaining fully automatic shaft speed control. This
enables engines to be run closer to design limits.

All parameters and readings used in daily operation can be accessed from the
front panel by the operator, and privileged operators may change operational
parameters when entering a password. The basic commissioning data for EGS
2000 may be programmed aboard either by PC-equipment or via ihe Control
UniL In both cases, this can only be done by authorized LyngSfl Marine service
personnel

For com missioning and service Lyngsfl Marine has developed a PC-based
computer program which allows the engine-builder to program engine
 parameters imo iKe EGS 2000, The EGS 2000 itself comprises advanced
algorithms ihit will automatically tune the actuator control loop and check si's
performance ai request.

3.2 Function; within EGS 2000.

EGS 2000 includes a number of functional blocks which are described beiow:

The actuator control loop.

W The tacho system.
c) The seipoinE selector.
The shaft speed control loop.
t) The eagine limit curves module.
0 The start/slop system.
Minimum selector.
h) A failure detection module.

Figure 3.1 illustrates the basic control functions of the EGS 2000,

Tile actuator is situated upon the engine, whilst the actuator control loop is
contained in th£ Power Unit The RPM loop is also situated ia the EGS 2000
Power Unit, using the tacho pickups for sensing engine speed. These are situated
oo the engine in proximity to the turning wheel.

The en sine limits curve module is a sofrware module situated within the Gamma
Computer Access 10 limit curve characteristics and related parameters is
available from the control unit

3.2*1 Actuator Control Loop.

The actuator control loop consists of a position control loop which in turn uses
fast speed control and current control loops to drivs the actuator motor, A power
drive for control of the actuator current and speed, is located on ihe inside of
the door to the EGS 2000 Power UniL Alongside is ihe STELLA® GAMMA
computer, which contains the position control loop. The actuator control loop
power electronic block requires 3-phase 172 V AC. TUU Is supplied by the main
3BO/440 V AC 3-ph2$e supply via a transformer at the right hand side of the
main pan of the Power Unit cabinet. The transformer site depends upon which
of the available actuator sizes is in use on the engine. The position loop power
electronic block U similar in all three cases, but has an output power rating
 Figure 3.1: Illustration of controller structure.

match iht requirement of ihfc actuator.

The Actuator of the EGS 2000 Is available in different sizes. All comprise a
rrtoior, brake, i^cho generator, position transmitter and gear-box. The only
difference between the three versions is the power available from the motor
The EGS 2000 acwaior moior is a brushless servomotor. This means that ao
periodical service is required.

The EGS 2000 actuator gear is a high precision cpi-cydic gear comainiDg
rotating pinions which innsmii. power to a common, cerural piEiion, The pinions
are supported such that the gear obtains a very large pan of its surface in
contact during rotation and an extremely small backlash on its output- The gear
requires no periodical lubrication.

The actuator has a build in brake included as a safety feature. Such

mechanical powers arc involved in the EGS 2000 Actuator that during commis-
sioning and service the actuator must be blocked to avoid the possibility pJ
injury lo personnel working on the actuator. The brake requires 24 V DC in
order to release it, 11 wns supply fails, or is disconnected, ihen the brake will be
engaged immediately, blocking the actuator in its present position. This is the
case \vhen ihe power links in the EGS 2000 Power Unit are removed by service
personnel if a mains power failure occurs, or if the EGS 2000 should malfunc-
tion.

If the actuator is blocked whilst ihe engine is running then although the EGS
2000 will be unable to control the speed of the engine, the engine will neither
stop nor ovcrspeed. In any case, when the actuator brake is engaged and the
actuator blocked, an alarm is given by the EGS 2000. The brake current is
monitored continuously by Tht EGS 2000 computer.

The Tacho Generator in the EGS 2000 actuator provides the EGS 2000 power
drive with information regarding the speed at which the aciuaior motor is
relating. A Position Transmitter provides ihe Gamma Computer with details of
the position of tbe actuator,

These two signals allow the precise control of the actuator, enabling it to move
tq a desired position with very linJe overshoot i,e the motor is accelerated
quickly, and its speed is reduced as the actuator approaches its final destination.

The EGS 2000 power drive combines several inputs and produces the necessary
power for ihe actuator motor in order 10 move iL Apart from Lhe tic ho generator
and the position uansmiccr discussed, the Power Drive also handles the
following signal inputs:

1} Index Demands The Index Demand, modified by the MIN Selector, is

the reference to which the Actuator Power Drive sets
and mainiaios the actuator index.

2) Limit Switches: The MIN and MAX limit switches detect the extremes
of mechanical travtl allowed to the Actuator.

If the actuator reaches a Limit Switch, the Actuator Power Drive will then stop
the actuator and ignore all commands which would otherwise cause the
Actuator to continue moving in the sams direction. The Actuator wilJ only be
able to move in the opposite direction.

Tadno System.

The speed of the engine is measured by a tacho system, using two

pickups, TACHO 1 and TACHO 2. The pickups are located dose to ihe turning
wheel The lacho input circuit is situated on the EOSCB connection board in the
 ECS 20GO Power Unit- Tacho sign
input processor on ihe Sl/O unit of int Gamma Computer, and from here the
RPM signal For the spftfidccmtrol of tiie main engine is passed on ro the Gamma.
CPU unit, Boih unitf aic placed in [he Gamma Computer rack.

Tlie Tacho Selector select which of the two signals is 10 be. used This 15 done
by ditdtiriE that the two signals art within ihe valid rang? U both signals arc
in order, tut slightly different, Ui«i ihe Tacho Selector will cJioose die signa]
which is ihe higher of the wo and use this for the calculation of ihe RPM
Value.
In addition to iht selection mentioned real time signal processing is used to
dtiecl malfunction Of a pickup signal \vhich is automatically disregarded if a
fault is detected. In nearly all cases where a tacho fails, the signal goes to zero.
In these cases the /ailed ucho will be disregarded and ihe other lacho is
automatically iclficttd. In the very few cases where a failed tacho gives
increased output, the EGS 2000 wiJt rtgulDit according to thi$ apparently
increased speed> and reduce the actual speed of ihe engine by an appropriate
amount This cenines that a failed techo will neve: gi^vs rbe 10 an overspeed
situation. In all eisci, a iaii«4 ucho will cause an alarm TO occur on tilt EGS
2000 Control Unit, and wit I be visible on the alarm lisi available via that unit
($« the section oti Trouble Shooting for further details of this aJarm list).
tacho system is bistd on a dedicated input computer wtihin the
GAMMA

3.2.3 The Setpoml

Selector receivts the RPM Setpoint sigcials from boih the n ridge
and tht ECR conunuons]y. In order to determine which of these signals is to be
considered as the actual order (they may bt different to each other), the Secpoini
Stlccwr also receives information from the attached Remoie Control Unit wtiich
informs it of contto] location status. The sdtcitd seipoint is cotisidered as lt«
RPM SeipoiniL lTii$ b fed to a slope unit which kjeeps a Tnclt of ihe order and
performs various functions within tbft EGS 2000, If a cibfe error on the selected
input if ditccisd, or if thti manoeuvring system is off-lint whilst in Bridge-
Control. ihen the Seipoini Selector will maintain Lht sscpomi ^aluc in effect
prior to the occun*nce of the error. The fault will of coarse cau$£ an alarm on
the EGS 2000 Control Unit and wilJ be visibit on the EGS control unit- An
EGS alarm is further generated to the ordinary alarm system.
3.2.4 Shaft Speed Control.

The Optimal Controller lakes care of filtering the input signals and calculation
of the Actuator Index Demand. The parameters within ihe Optima] Controller
vary constantly as a result of engine condition. The rtsuU is thai Lhe controller
provides three separate modes of operation. These are as Follows:

RPM MODE In RPM MODE the EGS 2000 u-ill maintain constant shaft
speed even in rough weather with small fluctuations imposed
from the weather. This requires hard work by the actuator of
course, and some wear on aJL mechanical components on both
the engine> the fuel pumps, fuel rack and ihe actuator is a
consequence.

POWER MODE In POWER MODE the EGS 2000 will maintain approximate-
ly constant shaft power. This gives optimal engine performan-
ce in moderate to rough weather conditions. In this mode of
operation wear and tear on the engine fuel racks and the EGS
2000 actuator is drastically reduced. Engine thermal load
fluctuations are likewise reduced. In the constant power mode,
full control is retained over shaft speed should it become too
high.

INDEX MODE to INDEX MODE the EGS 2000 will maintain a Fixed fuel
index. This mode is mainly used when measuring engine
performance through cylinder pressure indication, RPM
control is automatically retained if RPM becomes too high or
the soeed order is altered.

If set to Auto-select, however, the Optimal Controller will automatically select

between RPM and POWER modes to achieve the best operation according TO
ihe prevailing weather conditions, The change over criterion due to the weather
conditions is Seaside 3. i.e. in rough weather Pow^r Mode is selected, and in
calm weather RPM Mode is chosen. Each mode of operation can be selected
manually via the Control UniL

3.2.5 Engine Limits Module.

The filtered Ps (Scavenge Air Pressure) is transmitted to the Scavenge Air Limit
bloclc The filtered RPM Is transmitted to die Engine Torque Limit block and
Lhe Actuator Index Demand is passed to the MtN Selector.
 FIE. FW HEX

LDOTORVE
PE-VWBGORVE

EGS 2000
Lhnfl CurvsB
 The Scavenge Air Limit function in the EOS 2000 assures ihat the
amount of fuel is provided for each cylinder in relation to how much
air is Available. This ensures clean burning of the fuel injected.

During periods of acceleration the normal lack of sufficiem ttirbo-chargei speed

in relation to engine speed rnato ihe fuel to air ratio within each cylinder too
large, This means thai not enough air is available to bum all the fuel injected.
This again leads to poor combustion and the production of smoke containing
sometimes severe poUuiants. Restricting the Actuator Fuel Index in accordance
with the available Scavenge Air alleviates this problem.

Figure 3,2 shows a typical Scavenge Air Limit curve. The values on the x-axis
and y-axis are programmed either by PC equipment or via the from panel of the
EGS 2000 Control Unit during commissioning.

The EGS 2000 contains aa Engine Torque Limitation function, which purpose
is to protect the engine against torque overload. The ma.\imum allowable Futl
Index as a function of R?M is shown in Figure 3.2.

The values determining the Iknit curves may be altered by privileged user
access.

.5,1 Engine Limit Prewarjiings (Option),

EGS 2000 may optionally include two additional curves, normally chosen in
parallel with the Scavenge Air Limit curve and the torque limit curve, but with
lower index-values.

This first curve is referred to as the Scavenge Air Pre-wanting Curve, When ihia
curve is exceeded by ihe system, a contact in ihe EGS 2000 Power Unit is
opened> This contact is used by external systems 10 indicate, the condition
scavenge air pressure limit pre-wanting.

The second curve is referred to as the torque limit p re-warn ing curve. When this
curve is exceeded by the system, a contact, in the EGS 2000 Power Unil is
opened. This contact may be used by external systems to indicate the condition
torque limit p

The M i n i m u m

The MINIMUM Selector limits the Actuator lad we Demand (from the Optimal
Controller) before passing on the final value of the Actuator Index Demand to
 the Actuator via the actuator power circuits, The Actuator Index Demand is
limited by three signals:

1) Scavenge Air Limit

2) Engine Torque Limit

3) Index MAX {The maximum index set from the Control

Panel by use of the Index MAX function).

If the Actuator Index Demand is li mi ted for any of the above reasons then the
condition will be indicated on the LCD display of the EGS 2000 Control Unii.

The index wilj be limited to zero whenever a STOP or SHUT-DOWN7 sisnal is

active.

3.2.7 Start/Stop System.

The EGS 2000 START/STOP system controls the index during start and stop
of the diestl engine.

When a STOP or SHUT-DOWN signal is received, the EGS 2000 will im-
mediately give an inde* sera demand 10 the actuaior. When a START request
is received, the EGS 2000 causes the actuater to move 10 & pre-determined index
value ^ This value will be maintained for a length of rime (unless the actual RPM
exceeds the desired RPM, in which case the index will be controlled by the
Optimal Controller). \Yhen this dine expires, the actuator index control will go
on-line if the RPM has not reached th& ordered value.
m-

If the EGS 2000 is started up after a mains supply failure, and the engine is
already running ai a RPM value above start level RPM, then this function will
automatically be by-passed. The function is also by-passed if the Cancel Limits
function is in ope radon for instance during a repeated start situation.

At the Control Unit or by an external signal from che Remote Control System
a higher value of stan Level index can be selected, e,g. if the first start attempt
was not successful. This function Ls effectuated by the Load Limit Cancel signal
described in chapter 2,5.2,
3,2,8 Failure Detection Module*

The following categories of failure detection exist:

1, Cable failure for all analog input signals.

2, Pick-up errors for the Tacho System.

3, System supervision including Remote Control System, Tacho System,

Control Unit, Actuator Power Drive System and Change-over System.

4, Actuator supervision including motor temperature and position error.

5* Supervision of the Input/output system for the Gamma Computer covering

conversion errors and connection errors of I/O-units.

6. Power source supervision including internal generated dc supply voltages

and battery supply.

7- All types of Gamma Computer memory circuits as well as the CPU

function are supervised*

B* Alarm released for EGS 2000 subject to lesL

9+ Alarm for illegal parameter setup in the Gamma Computer.

10. Alarm for VIT Option safety limit active.

If a Cable Failure occurs in any monitored connection between the EGS 2000
and the environment to which it is connected, this will be indicated on the
Control Unit LCD display, in the alarm list and an alarm will be given. Gene-
rally, no change will occur in engine operation. Certain special cases exist,
however, where a change is needed for reasons of engine safety. See the chapter
on Trouble Shooting for further details,

A circuit exists within the EGS 2000 which function is 10 monitor the operation
of the STELLA® GAMMA computer for Computer Hardware Failure, [f an
error is detected, then the actuator will immediately be blocked, an EGS
Malfunction alarm given, and all program execution terminaied. If an error is
detected during the start-up procedure, the EGS 2000 will not start, the actuaior
wili be blocked, and an EGS Malfunction aJarm will be given.

Details of trouble shooting are found in chapter 6 including the complete

list for the EGS 2000.
33 Daily Operation from the Control Unit,
The .EGS 2000 is operated from the Control Unit (CU) placed in the ECR
Console near the speedsetling handle.

Introduction.

The Conlrol Unii consists of a number of keys, an actuator blocked indicator

plus a LCD display of two times forty characters.

The lay-out of the Control Unii is shown in figure 3.3,1.

Liquid Crystal
Display LCD
Two Lines
Governor 40 Characters
Functions

EGS m Lyngsa Matins

1
BLOCKSj <=* 1
L
*
±tt i±±±t -H+ife - it d
i 11
^^11

Keys for Froorarmlng j Hachlnery

and ChecKlng Interface

Figure 3.3.li Lay-out of the Cvnifoi Unit

The lay-out of Die Conuol Unit is divided into four sections: 1) The keys for
everyday use, i.c. Governor Functions, 2) General Control Keys, 3) Keys for
Adjustment and Checking and 4} The LCD display,
 L3.1.1 Keys for everyday use.

The fceys for everyday use - Governor Functions - consist of the following:

[LOAD LIMIT CANCEL] - In EC or ECR control this key is used for

cancellation of the Index limitcrs.
Please refer to chapter 3.3.3.5.
[INDEX MAX] The ship's Index Max value can be altered
without password requirement
PJease refer to chapter 3,3.3.4,
[AUTO SELECT] Automatic change-over between RPM and
POWER mode.
Please refer 10 chapter 3.5.3.6.
RPM mode selected permanently.
Please refer ro chapter 3.3.3.6.
POWER mode selected perrnanftnily.
Please refer to chapter 3.3,3.6.
INDEX mode selected permanently.
Please refer lo chapter 3*3,3,6,

These keys are always enabled QO matter the present mode of the LCD display -
except for the [INDEX MAX] key, which can only be operated from the Main
Picture on the LCD.

Indication of Actuator Blocked,

This indicator will inform the operator of ihe blocking of the actuator. When
this indicator is lit, the EGS 2000 is unabte to control the speed of the engine.
An alarm is given at the same lime as the indicator is activated.

3.3vl*Z Keys for General Control.

Use of [ENT].

The [ENT] key is a genera] accept key, The [EOT] is e.g. used to accept an
entered numeric value or for going one step further down in the Menu structure.
3. Operating Instructions ^

3.3.1.2,2 Use of [ESC],

The [ESC] key is a central quit key. When [ESC] is pressed, the operator
generally takes one step up in the tree structure, and the current operation is
cancelled.

This means, that if [ESC] is pressed during numeric entries, the entry is
cancelled.

3.3.1,2.3 Use of [»], K M an* [*].

The up/down keys [(*],[*]) function depends on the mode in which the CU
operates.

If the CU operates in a mode, where a value is adjusted, the up/down keys art
10 change the adjusted value, (e.g. [*] is used to increase a numeric value).

If the CU operates in a mode, where more display dau are available, than the
CU is able to display, [he up/dowD keys are used for paging data_ E.g. if an
alajm list is displayed, pressing [*] causes the CU to Fetch the next page of the
a] arm list.

If the. CU is operating in a mode, where ihe cursor is ON h the M and [*] are
used to move the cursor right/left

3.3.1.2.4 Use of [TEST].

The [TEST] key is a key for activation of a test sequence for the Control Unit
itself. Please refer to chapter 3,33.7.

3.3,1.2.5 Use of [ALARM ACKN.],

When an alarm is activated, the light in ihe upper left hand corner of this key
begins to Rash. Pressing the (ALARM ACKN.] key causes continued flashing,
fixed light or no light. The LED is lit as long as alarms are present. Please refer
to chapter 3.3.3.LI concerning further details.
 i *4 hi

3.3.1.3 Keys for Adjustment nnd Checking*

Use of [MENU].

The [MENU] key is used by the operator to display various measurements or

to display the alarm list Please refer ic- chapter 3,3.3,1.

Use of [ACCESS].

The [ACCESS] key is for entering of access codes for two privileged levels, i,e.
'Privileged User1 and 'Lyngsp Marine Service'. No adjustments of csstnuoJ
EGS 2000 System parameters caa be made without an Access Code. Please refer
lo chapter 3.3.2A

33.1.33 Use of [SETUP]

The [SETUP] key is used in couoeciion with check of the EGS 2000 System
parameters or for adjustments - for the privileged user - e.g. scavenging air
pressure limit. Other governor control parameters arc available only forconmus-
sioning and service personnel through privileged access. Please refer to chapter
3.33.2,

3.3,1.3.4 Us* of [DATA],

The [DATA] key is used, when EGS 2000 parameters are to b= changed. Please
refer to chapter 3.3,2.5.

3,3.1.3.5 Use of [D1AG],

The [D1AG] key is in everyday use intended for ess ing c.g, the change of
control place with bumpless mmsTer of the RPM setpoinis. Furthermore the
diagnosis facility allows the privileged user to gain access to advanced tools
within the EGS 2000 System, Please refer to chapters 3.3,3.3 and 42.

33.1.4 LCD Display,

The LCD display area contains 2 lines of 40 characters each. This area is
divided into 4 tent areas each 20 characters long. Each text area has a different
function as outlined in the next chapter.
Ipcrating Instructions y 7,01.

Power Up Sequence

When +24V DC is applied to ihe Control LJniL Lhe following picture apptars on
the LCD display:

RT2000, P970.111,034 NODE ID : 018

COLD START, ™ RUNNING

Figure 3J-1 Al.a: LCD display after Power Up.

If [he EGS 2000 is noi connected^ or the connection is lost during runtime ihs
following picture appears Od the LCD display and ihe buzzer sounds:

NETWORK TIME-OUT
CONNECTION LOST,

Figure 33.1Al.b: LCD display after time-out.

When the EGS 2000 is connected, the following picture appears on the LCD
display shortly after ihe Power Up piccure in figure 3.3,1 Aha:

EGS 2000 CONTROL UNIT

Figure 3,3*1.4,l.c: LCD display after Fewer Up or Reset CPU.

Main Picture Display Mode*

The figure below shows the Main Picture display. The display will reven to this
display each time a function is ended. In addition, this will also represent ihe
normal overview display on EGS 2000 after power up.

Main
Picture "
r ^SYSTEM STATUS*
<CONTRO1_> <OPS>
<ALARM STATUS:
AH/AS <RPM> TACHO 1/2

Picture . FUEL ON NG ALARMS'

sample " BC RAISED LIMIT AH 95.0 RPM TACHO 1

Figure 3.3.1.4.2: Main Picture at the Control Unit,

The <SYST~EM STATUS> area comprises any one of ihe following messages:

Item Priori ty Text on display

la) 3. FUEL ON
3. CONSTAJsT RPM
2) 2, OPS SCAV AIR LIMIT
3) 2. OPS RPM LIMIT
4) 2. OPS POWER LIMIT
5) 2. OPS MAK POWER LM
6) 2. OPS LOAD CONTROL
7) L SCAVENGE AIR LIMIT
8) L KPM LOAD LIMIT
9a) 1- INDEX LOADPROGRAM
9b) 2. RPM LOADPROGRAM
10) L INDEX MAX LIMIT
11) L STAKT LEVEL INDEX
12) 2. START RPM SETPOINT
13) 2. RPM LIMITED BY SG
14) 2. BARRED RANGE CQRJEt
15) 2. SLOWDOWN
16) 1. ENGINE STOP
H) SHUTDOWN

In general the Index limitations have higher priority, than RPM setpoint
limitations. RPM LOAD LIMIT is equal to Engine Tgrque Limitation.
 Under normal running conditions, if no limits arc present, the message "FUEL
ON"' will be displayed in this area of the LCD display

The "ALARM" section contains details of all alarms on tht alarm list. The
character "*" indicates that more alarms are present on the Hsu than axe
indicated on the LCD display at the moment

If there art alarms in the alarm list, then the latest appearing alarm will be
displayed. If no alarms are present then the "ALARM1' field wil] display
NO ALARMS ****,

The complete list of possible alarms is shown in chapter 6.6.

The "CONTROL" section of the display contains details as to ihe current control
location. The messages presented here may be one of the following:

1) EMG for Emergency Control

2) BC for Bridge CoDiral
3) ECR for Engine Control Room Control

The "QPS" section of toe display contains information about running wjih rzistd
Limners when the OPS option is included, LC, overload running is allowed for
one hour each twelve hours. The messages presented hire may be out of the
following:

1} Blank field for normal running condition.

2) RAISED LIMIT for allowed overload running condition.

In addition, this wction will also include "AH" or "AS* depending on whether
the engine is running AHEAD or AST

Hie lo*tr right 20 character segment of uie LCD display will contain details of
the present tnput speed and which tacha pickcp is presently in use,

3.1.43 Cursor indications,

Toe cursor is noi present in all dg pictira DH the. LCD display When the
::: is dfteded, it is indicated as ' f cm the LCD disp by. Tnrou shout this text
[he cursor is indicaied as '
3.3*2 General Operations and Keys.

3.3.2.1 Scroll and selection of functions.

Having selected a particular list by cursor positioning, the LCD display will
appear as follows:

ENT -> 1 , ITEM 2. ITEM

3. ITEM 4. ITEM

M3
.
'-^ 5. JTEM
7. ITEM
6. iTEM
8. ITEM

>^ —> 5. ITEM

7. ITEM
6. ITEM
8, ETEM

-^ 5. ITEM 6. ITEM
V 7. ITEM 8. ITEM

Figure 33.2.1.a: Items within a list, second step.

/V, Selection of an item, which is a function or another list:

7. ]TEM seteeteAr frkifh may fit & function or a new list

ENT in the structure of the pi

Figure 3.3.2,l+b: Change of paratfi££&r value.

B. Selection of an item, -which is a parameter being a member of a list

In privileged mode of operation the value of a parameter can be changed:

DATA 7. ITEM OLD VALUE ±XXX.X <Unit>

7. ITEM NEW VALUE ±XXX,X<Unft>

Figur* 33.1,l.c: Chang* of parameter vaiut.

 The scrolling of a list continues with repeated pressins of the f T ] key until the
end of the list is Cached, at which point the process stops. In order to read back
up the list, the [*] key is used, This causes the previous 4 items on the Usi to
become risible on the LCD display. If the display is as shown above, then
pressing the (*] key will return the display to that shown in ihe previous Figure.
When the top of the list is reached, the process stops. Return 10 ihe previous
display by pressing [ESC].

The selection of an item within a frame of four items is done wiih repeated
pressing of the [*] and [*] keys untiJ the relevant item is reacted.

Empty fields appear on the LCD display, if items belong to a non-included

QptiOQ,

33,12 Display of numerical data.

Numerical data are nepmsemed by: al. Up to 5 digits,

a2_ A decimal poinL
a3. A sign.

The sign is omitted, if the value is positive.

The decimal point is omitted, if no digits after the decimal point is present

Each number is specified to be reprtseuied vvith a fixed number of digits after

the decimal point

A numerical value always consists of at least one digit before the decimal point.
Hence max 4 digits after the decimal point are available.

Leading zeros before the decimal point is suppressed.

In adjust mode leading zeros are also suppressed, but still the operator is able
to make fast large changes, when adjusting parameters.

The number of digits after ihe decimal point is always displayed, even though
they arc zero.

A numerical value occupies a variable number of characters on the LCD display.

The least significant digii is always placed at the right boarder of the reserved
area. The sign is always placed just to chc left of the most significant digiL

If ihe number of decimal digits are less than the precision of the value, the
value is rounded (e,g, 12.44 is displayed as 12.4, 12.45 is displayed as 12.5).
 Variable Injection Timing for MAN B&W Two Stroke Diesel Engines
- VIT Option (960310.600)

Data Sheet

The cements is:

A4-1
JL Specification
2, Normal function of iht VIT Option A4-2
3. Technical description of the VTT Option .--...,
4. Defied description of the Variable Injeciion T«*mj sy«m
5. The VTT Option during Power up of the EOS 2QOC
Functional failure of the Variable Injection Timing system
6.
7. Readjii£GTi£nis of the VIT Option dunag service
S. CancelLadon of the VTT funcuon
9. TestiflS of ^e vrr out P ut A4-6
10 Error corrections for iht VIT Option
11 Safety concerning ihe VTT Option
12. Technical specification for the VTT Option
13. Installaiion of the VIT Option

1. Specification.
This option is specified as follows:

Type no. 960.310.600

Variable Injection Timing
(MAN B&W engines)
Analog outpa; "4-20
VTT control signal (Note 1), Currtni-air pressore convtrtef tiol

Note I: A maximum of 2 analog outputs can be chosen.

Normal function of the VIT Option.

The VET (Variable Injection Timing) system, is developed 10 fulfil the requirement
of keeping ihe maximum pressure p^ conaianl in the high load range in order
save fuel.

I u rw-k .
 This 15 achieved by a mechanism which automatically adjusts the liming of fuel
injection, such thai the maximum pressure p,^ is kepi constant as the engine load is
reduced ffom 100%. down to a certain p re-specified pail-load, known as the
breakpoint

The electronic control by the EGS 2000 is only active during remote control,
AHEAD. During manoeuvres ASTERN and Emergency Control, the control is taken
over by a pneumatic system ai the diesel engine.

3. Technical description of the VIT Option.

The Variable Injection Timing system is outlined in figure A4.1 and shows, that the
EGS 2000 is controlling the V]T-index) while the ditsel engine is running AHEAD
in Bridge Control or ECR Control modes of operation. The ASTERN signal is
supplied from ihe Safety System - H'VTT Cancer signal.

4, Detailed description of the Variable Injection Timing system.

The function of the VIT system is described by figure A4,2.

5. The VIT Option during Po\ver up of the EGS 2000.

During power up situations - Reset CPU or power up - the VIT system is deactivated
- 0 mA output - until the hardware tests of the EGS 2000 are Finished. During power
failure for the -h24V.de supply or Reset CPU the analcg output is kepi at 0 mA.

Hereafter the VTT system is initialized to start the normal running condition according
to the actual values of fuelpump index, shaft speed and scavenging air pressure.

Functional failure of the Variable Injection Timing system.

There is no cable supervision for the analog output signal causing the variable
injection timing. A failure message at the Control Unit causes an external EGS
AUrm, when illegal parameters are entered For the VU system from ihe external
debugger. The alarm text is VIT SETUP ERROR, Along wiih the alarm, the entered
parameter is limited by the EGS 2000 to comply wilh the legal ranges given in
chapter 4.1.5.
 V1T
Actuator

ASTERN: Slgnil from

Tacho

Emorooncy:

X a I arid.
From

N
ASTERN AHEAD

EGS 2000
Power UnU

0 control air
auppjy

Figure A4,l: Lay- out of the Variable Injection Timing system.

In [he event of Manual cancellation of the VIT control, running ASTERN, being in
a STOP or SHUTDOWN situadon, having a general BLOCKED situation for the
actuator or a cable failure 10 the scavenging air pressure signal, the oucput signal For
ihe I/p-con verier is set to the minimum value, i.e, 4 mA current output and indication
of VTT control Cancelled is prcsem at [he LCD display of the Control

In toe event of a system failure within the EGS 2000 causing the 801S6 CPU to go
 -I mox

n
_ Relative
0.5
load

Relative
load

Figure A4,2: Principle diagram of the V3T control system.

inco a HALT situation, the output 10 the 1/p-convener will drop to 0 mA, This of
cause will also happen in the evem of a missing +24VTdc supply volt^e or cable
failure for che analog output as well as during a ;oial dropout of the +24Y,dc supply
for the Power Unit of the EGS 2000.
 Readjustments of Ihe VIT Option during service.
Due to vana lions in fuel quality and wear to the fuel pumps it may be neccsszry 10
adjust the maximum pressure pplwt when Lhe ship is in service.

Before the adjustment is done, indicator diagrams must be made covering running
conditions in the area above the breakpoint

It will then be possible to adjust pnH by changing the value of pOI&CJ as many barst
as p^ is to be adjusted.

Finally the new adjustments are checked by renewed indicator diagrams,

For detailed information about Uie adjustment please contact MAN B&W Diesel

Cancellation of the VIT function*

It is possible 10 cancel ihe function of the VTT control by setting the injection timing
to zero (late injection, low maximum pressure in cylinder). This is done from the
keyboard of the Control Unit, when entering USER PASSWORD.

Cancellation of the VIT function is thus done by setting the output for the I/p-
to minimum, Le, A mA output.

The User's Password is entered for gaining access to Manual Cancellation of The VTT
function:

I Correct Setup LIMIT CURVE TORQUE LIMIT CURVE

TACHO SELECTION LOD OPTION

VIT OPTION SLOWDOWN OPTION

COUNTERS CONTROL PLACE

VIT INDEX ON poffsei XXX bar

Gain kl X,XX mA/B pmax XXX bar

VIT manual cancel OLD VALUE ONHne

—>
VIT manual cancel NEW VALUE ONIine
 VIT manual cancel OLD VALUE QNIine
VIT manual cancel NEW VALUE CANCEL

—> VTT manual cancel

— OLD VALUE CANCEL
i
VIT manual cancel NEW VALUE CANCEL

Att&r
VIT INDEX CANCEL poffset XXX bar
Gain kl X,XX mA/B pmax XXX bar

Figure AA3: Manual Cancellation cflht

An EGS 2000 alarm is released, when the. VTT is cancelled.

The manual cancellation is effective UDtH manually setting tbt VIT ic ON

9* Testing of the VIT output.

The VIT ouipul can be set with stopped engine. Please refer to chapter 4.2 and 4.2.6
for further details concerning the icsi procedure from the Control UDJL

This includes a test mode within the EGS 2000, where it is possible directly and
OFF-lint to control the current output 0-20 mA (-25% to -s-lOO^YTT) for the I/p-
converier to check the proper relationship between control current signal and
movement of the VJTT index activating rod. The lest feature does noi include the pos-
sibility' of freely simulating Index, RPM and scavenging atr pressure for testing
purposes of thft VTT control system.

10. Error corrections for the

•
VIT Option.
In the following the proper actions in relation to possible malfunctions of tfie VTT
system are described:
If the EGS AJaim VTT SETUP ERROR appears, please check the magnitude of the
parameters for the VIT system according to the limits given in chapter three.
Regarding other alarm conditions of the EGS 2000, please refer to the complete
alarm list in chapter six of the User Manual, The relevant aJarm conditions for the
VTT control system arc those causing BLOCKED actuator and cable error for the
scavenging air pressure transmitter.
 Safety concerning the VIT Option.
The following safety precautions For the operation of the diesel ejigine are present
within the VFT control system:

1) The output range for the VIT function is limited by a non-cancellable upper
limit, which is a function of the load.

2) In the event ofManual cancellation, running ASTERN, STOP or SHUTDOWN

order, a BLOCKED condition of the EGS 2000 actuator or a cable error for
the scavenging air pressure transmitter, the output for the I/p-converier is set
to 4 mA, i.e. it's minimum control value.

3) During Reset CPU, blackout or missing +24Vtdc supply to ihe analog output
will go to 0 mA for ihe I/p-CODverier.

12. Technical specification for the VIT Option.

Anahg QuiputfQT VIT aaivatin$ signal:

Output:

Current: 0 - 2 0 mA 0 mA for malfunctions.

4 roA equals minimum VIT signal.
20 mA equals maximum VTT signal.

External resistive load: max, 430 ohm.

Fuse: I A,

The current output signal is not filtered via analog or digital filters, bui an adjustable
slope function with individual values far increasing/decreasing VIT signal is used in
the software.
No supervision of the analog output signal is provided.

Cabling: 2x0.75mm3t Screened cable to be applied for 4-20 mA signal with the screen
connected to chassis in the EGS 2000 Power UniL
13, Installation of the VIT Option.
This appendix contains the drawing necessary for the installation of the VIT system
in relation to it's application together with the Electronic Governor System EGS
2000.

Analog o u t p u t channel at ECS-CB: 0 - 20mA current source.

(Ihannel
3
; JA, Vfdc A
Curreni output B
Q - £0 G
L OUT C
E I 1/p- con verier for VIT Index
OV.L D
u
reen
TB2
24
/ Ynv i
be

Plecse QV.l musl KOT be conn-icLcd Lo ground.

Figure A4.4: Analog output EGS-CB, Channel 3 for V7T index control.
 Lubrication Oil Dosing for MAN B&W Two Stroke Diesel Engines
LOD Option (960.310.700)
>

Data Sheet

The contents is:

Specification ............................ * ........... A6-1

LOD Option during Power up of the EGS 2000 ................ A6-2
Functional failure of the Lubrication Oil Dosing system .......... A6-2
Test facilities for the LOD Option ......................... A6-3
Technical specification for the LOD Option ........ * * ...... , - - A.6-3
6. Installation of the LOD Option ..... * ....... * .............. A6-4

Specification.

This option is specified as follows:

Lubrication Oil Dosing Type no. 960.310,700

(MAN B&W engines)
Output to Lub. oil dosing unit. 2-1 v digtal output

The LOD system offers a binary signal, which can be used for activation of an
increased amount of lubrication oil for the cylinders of Ihe main engine based on sig-
nificant changes in the actual fuelpump index. This binary signal is maintained for
a certain period of time t, after the change in fuelpump index has taken place,

Tht function of Ihe LOD system is described by figure A6.1. The criterion for extra
lubrication of the cylinders is specified as :he minimum ramp, which - regardless of
the sign - just requires the extra lubrication to be effected, i.e. uploading or
downloading the diesel engine ^ percent fuel index during a period of t, seconds, thus
will jus* trigger the request for extra lubrication of the cylinders. IF a larger change
in fuel index takes place or the change takes place faster than the period of i,
seconds, this will also result in the request for extra lubrication.

The trigger signal for the relay output can be monitored as the "LCD level xxx ft"
in the MEASUREMENT-lisi at the Control Unit of the EGS 2000 When Ms LOD
level ^creases abcve 100% - for instance during a Stan-order - then the request for
 «ira lubricHion will br mggcrtd Exira lubrication will bo aciiv. as long
level IS above ]007o ,nd thc (imeou i given by ihe timer i> will sun the instant,
the LOD level pa^es below 100%.

[0:1]
lr In

LfTlB

Figure A6.1; Criierion for extra lubrication oil for cylinders.

••

LOD Option during Power up of the EGS 2000.

During power up situations - Reset CPU or power up - the LOD system is
deactivated until the hardware tests of ibe EGS 2000 are finished. During power
failure for the +24Vtdc supply or Reset CPU the function of the LOD system is
deactivated and the relay output is in the open contact condition.

Hereafter the LOD system is initialized to request extra lubrication for the full length
of the timer of the LOD system, Le, the contact is closed for the relay output.

3. Functional failure of the Lubrication Oil Dosing system.

In the event of illegally adjusted parameters in the LOD system, an EGS 2000 Alann
will be released. The alarm text is LOD SETUP ERROR covering illegal adjustments
of parameters in ihe LOD system from the external STELLA LINK debugger,

If extra Lubrication oil is Dot acdvaied as expected, please check the green LED at
the DO-CB's output channel to be ON. If the green LED Is ON t please check the
+24V,dc fuse at the DQ-CB's output channel.
 Test facilities for the LOD Option.
For testing purposes the LOD system relay can be forcibly selected •• during USER
PASSWORD level - to be ON or OFF. bui the system will return to AUTO once the
User Adjustments DIAG-picture is vacated, PJeasc refer to chapter 4.2 and 4.2,5 of
the User's Manual, doc.no, 960,200.521 for further devils concerning ihe lest.

Test via the DIAG-kcy:

ON The relay omput is directly activated to give a

closed contact signal.

OFF The relay output is directly activated 10 give an

open contact signal.

AUTO The DOrmal mode of operation of the LOD sys-

tem.

The norm a] operation of the LOD system continues, while the relay output is tested,

5* Technical specification for the LOD Option,

Relay output for actuating solenoid valve:

Output: +24V,dc, max 1 A fused (1 A).

A diode (1N4QQ7 or equivalent) must be mounted at the coil of ihe solenoid

There is no Supervision of the output signal.

 of the LOD Option.
Figure A6.2 shows the installation of the LOD system in relation :o if s application
together with the Electronic Governor System EGS 2000.

Activation of solenoid valve for Lubrication Oil Dosing option in EGS EOOO,

STELIA Gamma DO CB^ SOLENOCD VALVE

<rhanne t P LI lt,U L^ LPv»int
10
LOD output +2iVfcdc A 1 ™ ,— _
1A 1
A
rV ^^

^ A '1_\
Closed conUcl =
lubrication COM n

Figurt A6.2: LOD binary -t-24Vrdc output for soleaoid valve.

The output is protected with a fuse rated 1 A.

A green LED on ihe DQ-CB module will be lit, when the output is activated. This
LED monitors the current through the coil of the internal relay.

There is no supervision of the -s-24V.de output for the solenoid valve.

 omrol Options -
CTL Options f96Q 310.800)

Data Sheet

The contents is:

Specification ............................. ...... A7-1

Synchronizing Pickup ....... , ............ •••••• ........... A7~2
3, Critical Speed Module ......... ......................... A7-2
4* Controlled passage of Critical Speed Range ........... . . , , . . , . A7-2
5. Slope on RPM order module ............................. A7-2

1* Specification.
This option is specified as follows:

Control Options
Type noh 960.310.310: SyitfhnQQJiadan pick-up (Note I), Pick-up i£ included with ^ and 5
cylinder engines.
Typft no, 9(0310.620: Critical Speed module. SW module in EGS 2DOO.
Type no, 960JIQ.S60; Controlled passage in ihe upward^ SW module tn EGS 2000,
direction of tht CriiicaJ Speed
Range for FPP: Awaiting suffickni
remaining ind« for a Q,uick pas-
sage. This is a supplement for the
Critical Spud module mentioned
above.
Type no. 960J10.830: Slope on RPM OPder module SW module In EGS 2000.
(Noie 1).

Note 1: These options are not customer selectable, but are included if necessary
in ihe actual application.
 2. Synchronizing Pickup,
This option is selected to improve the control of certain diesti engines with 4 and 5
cylinders. This option is selected by LyngsB Marine according to the type of engine.

A Synchronising pickup option is available for ECS 2000 which enables the EGS
2000 to reguUte ihe fuel pump index synchronised with Top-Dead Cenire of one of
the cylinders on each revolution.

For details of th«e connections see cable EGS606 in ihe general external connection
diagrams in appendix B of ihi5 manual.

3. Critical Speed Module.

This is an option used to protect the piain engine from a Critical Speed Range. This
module may be selected by Lvngsp Marine or the customer. Ii shall be noted thai
there shall never be critical speed modules enabled in both the governor and la an
associated bridge manoeuvring systtm.

An alarm is released irj case the RPM has been within the Critical Speed Range too
long (adjustable timedelay}.

4. Controlled passage of Critical Speed Range,

For fixed piich propellers a simple version of Quick Passage Technique for passage
of a Critical Speed Range (CSR) is offered:

For upward passage through the CSRr the RPM Serpoint remains at the lower edge
Of the CSR and waits for sufficient Remaining Index to be obtained, e,g. by
increasing Scavenging Air Pressure.
If this Is not fulfilled after the adjusted timeout the passage of the CSR tikes place
anyway.

Slope on RPM order module.

This facility is used when instantaneous jumps in the shaft speed arc to be avoided
even though a speed setting command mighl be made as a step in hanto position.
It shall be noted ihat a slope module shall never be active in both the EGS 2000 and
in an
in EH associated
associated bridge
hrid?^_ manoeuvring system
mann^iivrinn cvrrr*m
 Normal function of the Load Program Option.
These options assures that Jgad up ofihe engine ai high load levels art done over a
certain time. QptianaJ RPM. load down is available too. The alternatives arc:

- RPM Load Program

- Index Load program

The RPM and Index load programs extends the MAN B&W Diesel specifications for
fixed -and CP-propellers respectively, to have the automatic load program facility
available at ECR control.

2.1 Index Load Program.

For ihe overload protection of the main engine it is possible to limit torque increase
during load up + This feature is only applicable with CPP installations.
The Load Program Ls cancellable, i.e, included with the load limit cancel function of
the EGS 2000-

2.2 RPM Load Program.

RPM Load Program for FPP Installations limits acceleration during running up of the
Main Engine.
The load Program is active in the range from 90 10 100% of the specified 100ft rpm
for ihe engine. Running-up from 90 - 100% rpm in minimum 30 minutes. Running
up is only activeT when both the spcedsetting command and the actusd rpm have
reached the limit.
The Program is so designed, that any increase of rpm within the. Program will follow
[he outlined limitation curve, i.e. the maximum acceleration is 1% of the specified
100% rpm for each 3 minutes.
The engine runs down instantaneously* The Load Program limit decreases from 100
to 90% rpm in 5 minutes after a d&lay of 1 minute as the setpoint is reduced, so thai
the running-Tip is again limited by the load Program in the pomi, it has reached.

Optionally a load down function as described for the nmning-up situation can be
selected witii individually adjustable parameters.

Optionally the Load Program can be selected only to be active, when in Bridge
Control or alternatively when in ECR Control mode of operation.

Optionally the Load Program may consist of a bi-lmcar load upMown function.
 The Load Program is reset, il ihe RPM Speedieuing command or the RPM comes
below the Reset level of the Load Program:

" If there is a Slowdown order or the RPM Spcedscuing command is beiow

the Reset level of ihe Load Program, then ihe resulting RPM Speedsetting
after the slope module will Follow the spccdseiiing command im-
mediately* After 3. timedelay the Load Program output will be positioned
10 the low limit of the Load Program (the limedelay is adjustable during
commissioning).

If the RPM of the main engine remains below Lbe Rcsei level of the Load
Program during the timedelay mentioned above> then the Load Program
output will be positioned to the low lirtm of the Load Program.

The Load Program is cancallable, Le* included with the load limit cancel function of
the EGS 2000, If the load down function is included and active> when ihe Load
Program is cancelled, then the resulting speeds etting command follows ihe handle's
RPM Sptedseuing commandh and if this is smaller than the Load Program's tow
limit, ihe resulting output of ihe Load Program is the low limit.

3. Control Unit - Display of LP Option status.

There are no explicit status indications for the LP Option.

4. Control Unit - Display of [ SETUP ] values.

There are no adjustable parameters, I.e. ( SETUP ] values for the Load Program
Option*

5, Manual Operations for the LP Option.

Ko manual operations are provided for the Load Program Option.

6, The LP Option during Power up of the EGS 2000.

During power up situations - Reset CPU or power u p . the fuel pump index is fixed -
until ihe hardware tests Of the EGS 2000 are finished.

i the LP system is initialized to siart the nomul running condition with ihe
 present output level of the Load Program set to ihe low limit of iht active range for
the Loud Program Option.

7. Functional failure of the LP Option,

The LP Option only includes alarms for faulty setup during commissioning or service
visits onboard [he ship.

RPM Load Program Alarms:

Alarm No. 69: LOADPR. SETUP ERR is released, if for instance the Reset Delay
is less than zero,

Index Load Program Alarms:

Alarm No. 12: INDEXLPG SETUP ERR is released, if for instance the Index Low
Limit 15 seL to be larger than the Index High LimiL

S. Readjustments of the LP Option during service.

No adjustments are possible, when the ship is in service.

9. Cancellation of the LP Option.

Tha Load Program is cancelled together wiih ihe scavenging air - and engine torque
limitation curves, when the Load Limit Cancel function is activated either from the
Control Unii or from ihe Bridge Control System.

10* Testing of the LP Option.

There is no test facilities from the Control Unit provided for the Load Program
option,

11. Installation of the LP Option.

There are no special hard wired connections involved in the use of the Load Program
Option.
 MAN B&VV Overload Protection System
OPS Option (960.311.300}

Data Sheet

ic contents is:

Specification , .....,..,* A12-1

Normal function of the OPS Option A12-2
Whcelhousc * Display of OPS Option information A12-14
Control Unit - Display of OPS Option information A12-20
Control Unit - Display of [ SETUP ] values A12-29
Manual Operations for the OPS Option A12-30
The OPS Option during Power up of the EGS 2000 A12-31
Functional failure of the OPS Option A12-3L
Adjustments during Commissioning * . . * A12-32
Readjustments of the OPS Option during service A12-32
Testing of ihe OPS Option A12O3
Technical Specification of the OPS Option A12-33

1. Specification.
This option is specified as follows;

Overload Protection System

(MAN B&W engines)
Type n o. 960,3 1 1 JOO: B asic OPS op LJ o n . Torque inpiil Analog Lnpul 4 -20 mA
from torsionmctar.
Torcionmeier is not included with
UK delivery exient.

Type no. 9603 1 L J LO: Manual Power LimiL SW iflod^ie in EGS 2000.

Type no, 960J L 1 .310: FTQ Powtr Inpoi Signal. Aoalog input 4-20 mA

Type no. 560 J 1 L ,330: STL-NET used for Presentation, STL-NET transmission of
indication^
Type no. &&QJHU4Q' Bridge Pijncl for Pr carnation. Panel with indicate

Type no. 96031 1.350: Manual Power Limii via STL-N^t transmUsion of
communic^dofi network. Manual Pflwtr Limit

Jl
 Normal function of the OPS Option.
The-following describes the design for the EGS 2000 relating to the use with
the MAN B&W Overload Protection System as an option (OPS Option} wiih
the EGS 2000 for fixed pitch propeller installations with a single main
engine, and how it is controlled.

For the overload protection of the main engine it is possible to limit the
torque of the Main Engine by reducing the RPM setpoint command automati-
cally.

Engine torque mentioned in the following is the measured shaft torque from
the torsion meter. In the event of PTO (Power Take Off) included with the
actual installation, then the engine torque is the sum of shaft torque plus PTO
power divided by the main engine rprru

The principle diagrams for the EGS 2000 including the OPS op don arc
shown below in figures 2,a and 2.b.

2.1 Load Control Functions.

The Overload Protection becomes activated at once the engine torque is

detected higher ihan the present minimum value of ihe torque ti miters. Thus
the resulting RPM Setpoint RPM^^ of the EGS 2000 is reduced by the
OPS option. When entering the Overload Protection mode of operation* then
the OPS Load Controller is initialized to have it's output equal to the normal
RPM Serpoim

The Overload Protection becomes deactivated, when the resulting RPM

Setpoim RPM^^ again becomes higher than the normal RPM Setpoint
given by RPMS(SpiJ1 or there is STOP/Shutdown order or in the event that the
Cancel Limners or the Manual Cancel OPS signal is activated. On this
occasion the RPM Serpomi will also have a bumpless behaviour*

Switching in or out of the OPS option for any reason will result in a continu-
ous behaviour of ihe resulting RPM setpoini commend of the governor,

The lay-out of the overload protection system is shown in figure 2,L

 Lotd Control Function *n:ib1nl:
OPS

Caned Load Limit* *1

Jpc' rmiou

I Cancel Loud Limih

/ Prom BC

Rtmarlc Function block "OPS Opllop", please rcftr lo

Load Control Function Manually Cancelled from Control UnU in ECR:

Standard EGS 1000 without OPS option.

lodci Mai Limit

caqcdlablc

Cancel Loud ^
Standard function MM
Wo Mln.

ECR

MM Mitn
-»

i CftDceLLoid Limiu
RPM

M Lisiitd ffom BC
BC
Note: *lt Cancel Load
n) From Bridge w h e n in BC ConlroL
b> From ECR when in BC or ECR Control
2_i: RPM St!point / lnd« Hmltcn for ECS ZOM/D^fS 900 \vitti RPM LoBdprt)grarrs In
Load Contra! Function i OPS Option ) :

Mi ijuil
torque
Mmuil FDW« Lltti i -3 i 1/RPM Umii
Jl tVr |ri

jDverio^d Liai itcrs (*3 psav

Torqot
P*J> Limit t
1 -L
I ^ Tarqnc
RPM kfut. Tqrque
OPS
Tcrqu* idKtPf "*
RPM -i. Limit
i t^
P
: 1 '

1 Power
Tonquc
^ : 1 Urtill
P™ Mm" 1
i
—* '"'I
T&rjionrnelej

hdci EiiimatMl Torque

RPM Sctpoint output

frara OPS Option

*1
RPM
RTM Sctpfliot i OFS Opiioa cocuniDd
OFF
Nott; " 1: ON/OFF Crifcrii:
si The OPS option goo ON, *heft Csttmaied Torque is larger lhan ihe Torque UmiL
bj The OFS option goes OFF, wbcn the RPM Sclpaint input to OPS is smaller Ihao
the RP.vt S^ipoint oulpu( from the OPS Gfitlon.
*-: Cable envrTorque latches the lodcj-iorquc
'3; Adjusted from Control llni* Setup

: Load Control Function {OPS Option ) principle dm pram,

 User

Load Control
Funclfon Governor
by- Function
Inpul
fprr.
Power setpoinl

01
Light funning
b* rwJucrd Scavenge air
Inrfcatfcfl < ^ H^w (or acTin/) cfigir-c load pressure
Load control active rprn
Engine speed
lit rpm
s
CD U Shan lor^-jc
<8) Heavy

Figure 2,1: Lay-out of the MAN B&W Overload Protection System.

2.1,2 Fuel Index Limiters.

The index limiters comprise a high scavenge air limitation for the protection
of ihe turbochaiger, a high rpm limiter and the Index Max in iht EGS 2000.
Only ihe Index Ma* is adjustable from the Control Unit (CU).

2J3 Engine Torque Limiters,

The engine is allowed to be operated within the limits of the load diagram
(the normal load area). For shorter periods, the engine is allowed to be
operated in the overload area of the load diagram, giving 5 to 10*& extra
power.

For both normal and overload operation, a set of torque limiter curves are
defined which express the load limit as a function of scavenge air pressure
and engine rprn:
The selection of the ciutetttly active set of Li miter curves is done manually
from the Control Unit of the EGS 2000, situaied in the engine control room.
As stated in the MAN B&W instructions manual, opera Lion in the overload
area (i.e. usage of Ihe overload limners) is permitted for a limited period only
(on* hour per twelve hours). The overload limiters are defined by an
independent set of parameters for the entire range of operation.

The three Iimiter curves expresses the maximum torque as a function of the
scavenge air pressure (the scavenge air Iimiter), tht maximum torque as a
function of engine rpm (the rpm Umiter), the maximum power as a function
of scavenging air pressure (the power Hmjter) and the manually set power
limit (default 85% of MCR power). To convert the calculated power Limit to
the corresponding torque limit, use the following formula:

All quantities are expressed m relative units.

As each of the torque Iimiter curves must be complied with, the resulting
limit value will be the minimum of ihe individual Iimiter values. Furthermore
the differences in rating are compensated For by a minimum limited The
minimum limit expresses the fact that regardless of scavenge air pressure and
rpm, a certain level of fuel will always be allowed.

The torque max limiter is given Implicit by the maximum level of die
Scavenge air Iimiter. The hard limit is given by the existing Index Max LimiL

Load Control.

The system shall keep the engine load (the torque) below the torque limit
defined tn section 2.L3.

If the torque exceeds the limit, the system shall reduce the RPM SccpoinL
The setpoint shall then be controlled by the load Limit controller in order to
keep the torque at the limit. If the engine torque goes under the Limit, the
RPM Serpoim should be increased until the ourpui RPM Setpoint equals the
input setpoinL

The output RPM Setpoint is never to exceed the input RPM SetpoinL

The EGS 2000 contains a minimum RPM Setpoint limit for the OPS option,
the RPM Sctpomt Limit the OPS option is disabled.
 As the load limit system does not dirccUy limit the futl smcunL, transient
overloading ivtll be possible and acceptable, This will allow the governor to
keep^ the correct engine rpm being limited in operation only by the. high
scavenge air limitcr. ihe high rpm limiter and the maximum index, defined in
section 2.1.2

If there is an Actuator Blocked situation - due to e.g. a Fuel indtx cable error
-then the operation of dhc OPS op Li on is suspended.

Running with the Overload Protection System offers no protection that

prohibits the RPM Sctpoint from entering the Critical Speed Range of the
main engine*

2.1.5 Propeller curve estimations.

The determination of Heavy/Light Running Propeller is based on the assumed

nominal propeller curve for the present installation.

Binary indications as well as an analog indication are available at the Control

Unit and via ihe OAA Interface:

Criterfo/t far binary indications of HeavytLight Rujiniug Propeller:

Heavy Running Propeller: Tnil > RPM * RPM (relative values)

Light Running Propeller: <= RPM * RPMt

where the torque T ril is the measured wrsion meier value after software filter.

This signal must be latched for an adjustable period of transition prior to

changing ihe status of the binary output signals*
The worst situation - Let heavy running - has preference, thai means, if heavy
njnning is constantly detected during a certain period of time (adjustable to
zero during commissioning)* then Heavy Running Propeller is indicted,

In the event that the PTO^ signal is included, then the total engine torque
given by the sum of Shaft torque and PTO^^ divided by RPM is used for
the detection of Heavy/Light running propeller, ue. Heavy running may be
caused by a significant load on the generator,

Criterion for {he analog indication of Heavy/Ught Running Propeller:

The percentage of Heavy/Light Running Propeller condition is available as a

 ~

software filtered analog value for indication of how the present situation is*
The percentage is given as the deviation From the nominal propeller curve
with Heavy Running represented by a negative value and Light Running as a
positive value. The percentage is found by extending :he presently used
propellercurve to MCR,

In the loadrange below 30% load the calculations arc skipped, and the
indication of Propeller Running is fixed at zero percent.

Gain estimation for Torque versus Fuel Index,

The estimation of index-torque gain is only active when the following

three conditions arc all fulfilled:

L Running ahead as delected by the tacho system.

2. The Filtered values of fuel index Ifpfc and torque Tm are both higher
than the adjustable minimum level.

3. There are no cable errors present for the fuel index, shaft torque and
PTO power analog input signals.

If there is an Actuator Blocked situation - IncL fuel indtx cable error - then
the operation of the OPS option is suspended.

An EGS 2000 Alarm 'TORQUE SIGNAL ERR." is released, *hen the gain
KT_fitt reaches one of the allowed limits.
The alarm is released after a limed elay (adjustable during commissioning),

2.1.7 Over-speed protection techniques.

The existing highspeed module of the EGS 2000 is remaining in it's present
form as an overspecd protection device, i.e. tha fuel index is reduced, when
the rpm is getting too close to the overs peed limit

2.2 START-order,

The present functionality regarding the use of scan level index and stabilizing
start level RPM secpoini command is unchanged also with included OPS
option. The index limiiers comprise [he high scavenge air/high rpm limita-
tions and the Index Max limitation when the start level index is finished.
 The MAN B&W Overload Protection System is decoupled during the start
sequence until ihe EGS 2000 switches to ON-ltne control of the fuel index,
i,e< the timer for sian level index runs out or ihe RPM becomes higher than
the starting level rpm. This means that the OPS option may go on-line even
during ihe stabilizing period a: idling rpm sctpoini level.

The MAN B&.W Overload Protection System is enabled immediately, if the

engine rpm is already above the starting level rpm, when the £ TCP/shutdown
command disappears.

The OPS option uses the latest value of the calculated index-torque gain
START-order is initiated.

STQP-order.
When the EGS 2000 receives a STGP-order, ;hcn the actuator Index at once
is sei to zero. A STQP-order overrides an eventually acbve OPS control and
always resets the OPS option. The present value of the index-torque gain
K7^u is latched during STOP-order and used, when ihe subsequent START-
order appears.

2.4 Slowdown*

In the event of a slowdown order, then the OPS option may stiU control the
rpm setpotnt below the slowdown level.

2,5 Shutdown*

In the event of a shutdown order, then the performance is identical to ihe

STOP-order situation.

Special safety requirements*

Shutdown is noE activated by the EGS 2000, if the rpm remains wthin the
Critical Speed Range for a longer period than permuted - (adjustable hmii
during commissioning) - but an EGS 2000 Alarm is released in this event.

The supervision of the Critical Speed Range is disabled, when there is a

STOP/shmdown order or emergency control is detected by the EGS 2000*
2.7 Emergency running,

Full-ipm serpaim range is available wuh cancelled OPS option.

Regarding further details concerning cancellation in general, please refer to
chapter 2,10-
An EGS 2000 Alarm is released, when the OPS option is manually cancelled.

Load Control Options.

The EGS 2000 has - as an option 960,311.310 - an adjustable Power Limit

for the Ship. The adjustment is possible from the Control Unit via USER
PASSWORD. The power limit is implemented as an extra torque limit in the
OPS option, please refer to section 2*L3 for details.

2.8,1 Manual Power LtmiL for the OPS Option via network com muni cation.

The EGS 2000 contains the possibility - as an option type no, 960.31L350 -
to receive the Manual Power Limit for the OPS option from en external
control system via the STL-NET communication line.

The actual value of the Manual Power Limit is transmitted to EGS 2000
SLS-poim FT 939 with a scaling of 100 equal to one percent of the MCR
value of the BHP.

The setup possibility from the Control Unit under USER PASSWORD has
the lowest priority, when this option is present, and will be overwritten by
the value setup from the external control system*

Violation of the legal limits for the Manual Power Limit generates an OPS
SETUP ERROR alarm in the EGS 2000.
The Manual Power Limit is in ihe event of limit violation restricted to the
nearest limit value. (Limit values are adjustable by LM Service Engineer
during commissioning).

Communication timeout - e.g. after 5 minutes - generates the EGS 2000

Alarm no, 45; "POWER LIM MISSING". (The timeout value i3 adjustable by
LM Service Engineer during commissioning).
The default value of the Manual Power Limit - e,g. 35 percent - is used m
the event of timeout. (The default value is adjustable by LM Service Engin-
eer during commissioning).
2.9 Measurements of engme load.

EGS 2000 use* ihc measured shaft torque from a torsion meier as an input
signal to the OPS option.

If shaft power is the only available signal, then the [orquc signal is generated
by the EGS 2000 by dividing the power signal with the main engine rpm as
calculated by the EGS 2000 itself.

A fall-back strategy is used1 if the engine torque signal is detected invalid,

i.Cn the engine torque signal used in the OPS option is estimated based on the
fuel index signal. The updating of the index-torque gain KTjri[[ is stopped

t.9.1 PTO power signal.

EGS 2000 contains - as an option 960.311320 - the possibility to use the

measured PTO power signal as an input signal to the OPS option.

A PTO torque signal is generated by the EGS 2000 by dividing the PTO
power signal wiih the main engine rpm as calculated by the EGS 2000 itself,

A fall-back strategy is used, if ihe PTO powtr signal is detected invalid, i.e,
the derived torque signaJ used in the OPS option is estimated based on the
fuel index signal. The updating of the index-torque gain KTjL, is stopped.
 Cancellation Functions,

Load Limit Cancel.

The overbad protection is cancellable, i.e. included with the load limit cancel
function of the EOS 2GOO.
The high level scavenge air limitation For the protection of the lurbocharger
and the high level rpm limitation are not affected by the Cancel Limitcrs
function.

Manual Cancellation of the OPS option.

The overload protection is cancellable in a selective way from the CU in

ECR,
An EGS 2000 Alarm is released on this occasion, and thus a lamp indication
is not necessary on the bridge.

When the OPS option is cancelled manually - and it was active - then the
RPM Setpoint behaves In a bumplsss manner, i.e. the RPM Load pro gram, the
critical speed module and the slope module are setup according to the last
valid RPM Sctpoint output from the OPS option.
•

When the OPS option is selectively cancelled, then the ordinary scavenge air
pressure and engine torque index Hmiters are automatically enabled;

In this event the high level scavenge air limitation and the high level rpm
limitation are substituted with the normal index limitations, the overload
operation with raised limiters is disabled and the load limit cancel Function
from WH and ECR results in a partial cancellation of the normal index
lirruters.

2,10.2.1 Index Mode requires Manual Cancellation of the OPS option*

When selecting tht Mode Selector at the CU to operate in Index Mode - e.g.
while taking indicator diagrams - it is necessary to set the OPS option in a
passive state 10 disable it from controlling the RPM Setpoint Level.

The following procedure must be Followed:

 Index Mode selection with OPS option present:

1. - Align the RPM Setpoinl command from the handle with the resulting
RPM Serpomi, as observed in the first picture of the "Measurements "-
list at the CU, please refer to chapter 4,1

2. Select Manual Cancellation of the OPS option from the CU,

refer to chapter 6.1.

3. When the RPM is equal lo the resulting RPM Setpoint, then select
Index Mode at the CU,

2.10J Overload running with raised li miters.

It is possible 10 change from normal limiter curves to overload lirrdicr corves*

This will allow for running in the overload area of the load diagram. Oper-
ation in the overload area (i.e. usage of the overload limiters) is permitted for
a limited period only (one hour per twelve hours).

This adjustment is possible as an ON/OFF binary operation from the Control

Unit in the ECR*
•

When the function is selected* it is active both for WH and ECR control.
Cylinder Cut Out System Descrij
Tte Cylinder Cut Out Spit* u darignri by MAN B&W Diesel A/S is implemented as
an opuon (CCO Opuon type no. 960.311.500) with 0* Electronic Governor System
EGS^OOO for use with two stroke dicsel engine with fixed pitch propeller.
The CCO system cuu QUL approximately half of the cylinders at low revolutions rwulunft
in a stable run and rcduced particle emission in the low revolution area down to
minimum.
A principle diagram for [he CCO option can be s«n in figure A 13.1 below:

Block

wrthln range
Group 112
CCO anabled and acttvo output
noar actual rpm *)
AND Solaci
disabled during tlort ")
control ortriap timer 15
Enfllnn STOP ardor

Lcatf Umrti Canopl orde; Group 1 Te»1 output

Grtaifp2TegtPLifru:

Rpnt within ran{]e buod on ttmeup function CCO

rpm jatpoJnl baied en Wmffdtrwm function.
Snn diso&lir.Q based an frnedown di
and As-&:n

/L13.1: Principle diagram for ihe CCO Option.

Pcrfonnaric* during Auto and Manual Remote Control.

The CCO system is enabled during automatic and manual remote conurol in direction of
rotation ahead as well as astern, when the engine is running below a predetermined
number of revolutions. In detail ihis means, that the r^ulting rpm seipoint of the
governor - afLer limitations like slope module etc. - as well as the actual rpm are both
below a rpm lirou XI (Default 3Srpm). Rpm setpoint below the liniii detected a; once*
but actual rpm below the limit for a period of time tl (Default IGsec),
Tht function is reset a: once, when either the resulting rpm seipoint or the actuaJ rpm
mcrcises above the Limit described ibove PLUS the hysiereses H2 (Default SrpmJ and
HI (Default 3rpm) respectively.
When ihc CCO system enicrs the active stale, then the group with Uit smallest number
of cylinders is cut oui. i.e. group 1 is always cutout aj the firsi group and with the timer
t4
 Two binary ouiput signals art activated Cclostd contact) * one ai a Lime - for making cul
out of "half1 ihe cylinders. Turns between the groups are made on time basis.
The time defining the cm out period is l4 (Default 10 minutes}.
Overlap time, v-'htre both outputs are deactivated (open contacts) for preventing the main
engine from running iciiaJly without fuel is L5 as a fixed value for each individual
installation, i,e one extra cylinder Firing is acceptable Default 0.25 sec (firing period for
12 cyl. Engine at 20rpm).

12 Start order.

The main engine is considered stopped and the CCO system disabled, when a STOP order
or SHUTDOWN order is present in the EGS2000.
In order to obtain a safe start the cut oui system is disabled during the starring period and
until the engine is stabilised, i.e, from the instant the START order is received by the
governor and until the timeout of the timer i3,ah and G k as (Default 3Qstc). The timer i3
is activated, when the actual rpm increases above ihe rpm limit X3 (Default 5 rpm), i.e,
if rpni is already larger than X3T then ihe timer t3 is activated instantly upon receival of
the START order

2.3 Load Limits Cancel.

If cancel lirntters is activated, then the CCO system is disabled and all cylinders will be
active.

2.4 Rpm Setpoint deviates from the actual rpm.

If ihe resulting rpm setpoint - NOT the rpm command from ihe telegraph system - differs
from [he measured rpm within pre-defined limits, then the CCO system is disabled and
all cylinders will be active, i.s. if the
actual rpm -f X2 (Default 5rpm} < rpm^etp.
The timedelay for this detection to be valid is t2 (Default lOsec),
There is no distinction between rotation ahead and astern.

2.5 Lubrication Oil Dosing System - LOD Option vriLh the EGS2000.

The s i gn al fQ r ex tra cylind er oil ]ubric ati on is set to no rmal dose s d urin g cylinder cut ouU
i.e, the request for extra lubrication - for half an hour - typically after a start order is
temporarily overruled until Lhe main engine is operating above the rpm level defined in
section 2, L
The text for the LOD option status picture at the Control Unii of the EGS2000 will
ir
NQRM" during active cylinder cut out.
 2.6 Variable Injection Turning System * V1T Option with thc EGS2QOG.

There are no changes rtbKd lo Lhc VtT option, i.e. the VET central U operating
increased relative valuw of fuel index - and Climated engine load - when the CCOopiion
is in it's active state. Since the CCO opuon is active only in the low load area the VTT
option is not significantly affected.

2.7 Overload Protection System * OPS Option with the EGS2QGO.

•

When the cylinder cut out system is in the active slate of cut GUI, then iht estimator for
the index-torque-gain KUill is temporarily stopped.
There is no separate indication provided at the. Control Unii for this situation,

2.S Modes of Operation.

Automatic cut GUI mode as described in the previous sections is the normal mode of
operation, which can be manually selected from the Control Unit's SETUP MENU for
the CCO Option.
The Off Mode, where all cylinders are enabled, can be selected from the SETUP Menu
at the Control Unit of the EGS2000,
The actual mode of operation is observed in the STATUS list at the Control UniL

2.9 Power doivn/Reset CPU.

During power up situations - Reset CPU or power up - the CCO system is deactivated -
open comae; output meaning aU fuel pucops enabled - until the hardware tests of the
EGS2000 are finished. During power failure for the +24V,dc supply or Reset CPU the
binary relay outputs are kept at open contact position,
Hereafter the CCO system is initialized to start the normal running condition according
to the actual values of shafi speed, rpm setpoim from telegraph system, load limits cancel
and manual CCO setup from the Control Unit, Le, in the event of manually selected OFF
for the CCO option is remembered.

2*10 Alarms*

No alarm is released, whether the CCO option is ACTIVE, PASSIVE, OFF or

CANCELLED. This information is presented as status information at the Status for
options picture at the Control Unit_

The following summary of alarms directly related to the CCO option is included:
 Alarm No, CCO SETUP ERROR, The present setup of parameters for the CCO
option is detected invalid. The actual parameter violating it's lay-out
range is indicated in a debug variable for the LM Service Engineer.
This a]ami is only relevant during commissioning of the EGS2000,

,11 Malfunction:

The present group of cylLnderst which is cut out by the active CCO option, is remaining
in the cut out state in the event, that the EGS2000 Actuator turns to Blocked condition,
i.e. the toggling function of the CCO option is suspended.
If cylinder cut om is not activated as expected, please check the green LED at ihe DO-
CB's output channel to be ON. If the green LED is ON< please check the +24Vhdc fuse
at the DO-CB1s output channel.