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INSTRUCTION MANUAL

FOR THE
OPERATION AND MAINTENANCE
OF A
1102V-4G-34R TYPE GOVERNOR
(MH02-04)
MAN CODE 11.14001-537

Regulateurs Europa B.V.


1E Energieweg 8,
9301LK Roden, The Netherlands
Tel.: +31505019888

Fax: +31505013618

Email: Sales@regulateurs-europa.com

Contents

Chapter
1

Foreword

2.

Service facilities

3.

Safety of personnel, operating and maintaining


equipment manufactured by Regulateurs Europa

4.

Technical data

5.

Governor build code

6.

General description

7.

Operating Principles

8.

Installation and trouble shooting

9.

Section

000/100

(Base Assembly)

10.

Section

100/200

(Body Assembly)

11.

Section

200/300

(Rotor Assembly)

12.

Section

300/500

(Casing Assembly)

13.

Section

500/600 (Shut-Down Assembly)

14.

Section

600/700

(Top-Cover Assembly)

CHAPTER 1

Foreword

These instructions have been compiled to assist personnel responsible for the operation
and maintenance of equipment manufactured by Regulateurs Europa.

Care has been taken to ensure that the equipment has been accurately represented, but it
should be appreciated that with the continued progress of design and the diversity of
application, certain items may differ in detail.
It

should be noted that these instructions

are issued for general information.

Whilst reserving the right to make any alteration in design which they may consider
advisable, the manufactures absolve themselves from making any such alteration
retrospective.
In addition to the information given herein, practical

available from our Service Department.

advice and assistance are always

CHAPTER 2

Service facilities

To ensure prompt and satisfactory attention to customer's enquiries, all communications


should refer to the unit type and serial number, as stamped on the nameplate. In order to
obtain the most efficient service, it is recommended that all enquiries for service or spare
parts be addressed to the original manufacturer of the equipment.
It is essential that the Unit Serial Number and other nameplate details
are mentioned
during enquiries for spare parts or requests for service.

The original manufacturer of this equipment

is:

OFFICE AND WORKS


Regulateurs Europa B.V.
1 Energieweg 8, 9301 LK Roden
e

or
P.O. Box 28, 9300 M Roden
The Netherlands

Telephone: (31) (050) 5019888


Fax:

(31) (050) 5013618

@-Mail: sales(a)regulateurs-europa.com
service@regulateurs-europa.com

CHAPTER 3

1.

Safety of personnel, operating and maintaining equipment


manufactured by Regulateurs Europa

Before carrying out any repairs, adjustments

produced by Regulateurs Europa, it


are observed.

2.

is

or maintenance to any equipment

essential that the following safety precautions

General
The equipment may contain one or more of the following:
Rotating parts
a)

b)

High pressure oil

c)

d)

Compressed air
High voltages

e)

Preloaded springs

potential danger or hazard to operating personnel


and the operator should take great care to make himself thoroughly familiar with the
operating principles, methods of adjustments and the dismantling and assembly
procedures (where applicable) concerning the equipment in this care.

All of the above items represent

3.

Before carrying out any repairs, adjustments or maintenance to the equipment or unit,
the operator should ensure that any such unit or equipment cannot be activated from
a remote position. To achieve this condition, he should ensure that all

electrical/pneumatic

supplies to the prime mover starter system are isolated at their


incoming source and that all electrical supplies to control systems are isolated by the
withdrawal of the relevant fuses or by disconnecting the incoming electrical supply at
the control board. In addition to these precautions visual warning notices should be
prominently displayed at the equipment or unit and also at any remote control
positions. Where control cabinets and consoles are secured whit keys, all such keys
should be in the possession of the operator carrying out the work. Information

regarding position, level and type of work to be carried out should also be made
available to the Engineer in charge of the installation to prevent attempted use of the
equipment or unit during breakdown.
In the case of electrical/electronic
control systems, the operator should make careful
the
Instruction Manual to ensure that he is aware of any special safety
reference to

precautions which are peculiar to that particular equipment or unit.

4.

Before the equipment or unit is finally released for operation, operating personnel
should ensure that all tools and repair equipment have been removed and that all

safety guards are securely replaced (where applicable). All fuses should be replaced
and operating mediums (electrical and pneumatic supplies) should be opened or

reconnected.

CHAPTER 4

Technical data

Speed range:

For continious duty, variable speed operation: 300-1600


revs/min., at governor drive spindle. For continious duty,
constant speed applications such as power generation,

pumping etc. it is recommended that the governor is driven


at 1200-1600 revs/min., at governor drive spindle.
For intermittent duty operation, the maximum speed may

be increased to 1800 revs/min. for short periods.

Speed droop:

Adjustable by dial type lockable control from 0- 160


revs/min. for 60% output shaft travel.
(equals 0- 10% droop)

Constant Sensitivity range:

500-1800

Stalled work Capacity:

8, 15, 25, 34 or 40 ft. Lbf (11, 20, 34, 46 or 53 joules)

Output shaft angular


Movement:

500 total and 300 to be used from "no load"


travel to "fu II load".

Output shaft dimensions:

5/8 inch, 36
May

Driveshaft:

revs/min.

fine serrations to SAE.


be fitted to either side of governor.

Either direction of rotation. Serrated drive shaft


A variety driveshafts
are available depending

on the engine make.


Shutdown mechanisms:

(without latch).

Solenoid operated:

Solenoid energised to "stop". Manually operated shutdown knob fitted on solenoid energised to "stop" only.
Solenoid voltages: 24V. DC

Speed setting mechanisms:

(manual)

Manually operated:

Speed setting controlled by handwheel.

Electric motor:

Series wound:

24V DC PM

Governor installation:

Vertical, flange mounted.

Weight:

Approximately 521b. (24 Kg.) for an 11 02V-4G-34R type


governor.

Oil supply:

Self-contained, 2.5 pts (1.5 Litres).


Oil-recommendations: see
"Installation and trouble shooting"

CHAPTER 5

Governor build code

To cover the hundreds of variables available, a comprehensive build code


governor specification sheets such as following example:

is used

on the

Governor build specification code:


1102

4G

34

AlC

CSR*

Displacer piston
Load control

Shut down
Drive shaft & base

Spring drive damping

Flyweights / speeder spring


Rotor drive spring

Compensating spring

Work output
Vertical (mounting)

Mark no. (generation)


Fuel limit

Governor model
Governor type
*

CSR

customer special requirement

Roden build governors have a short code "11 02V-4G-34R" stamped on the nameplate.
The indication"R" means: output shaft right hand side.

The full build specification code for this type of governor


11 02V-4G-34 JBHAZCVA/CA.

is

CHAPTER 6

General description

The Regulateurs Europa series 1I00-4G range of governors are of the centrifugal flyweight
type and operate through a hydraulic servo mechanism. The oil reservoir and pump for
this servo mechanism is incorporated within the governor housing.
A spring drive is incorporated in the flyweight system to assist in damping any cyclic
variations in the drive between the prime mover and the governor, which should always be
driven by the crankshaft as near a nodal point as possible and through the smallest train of
gears.

The hydraulic system consists of a gear-type pump and a spring loaded accumulator which
also functions as a relief valve in the event of the oil pressure exeeding 150 Ib/in2 (10
bar). For governors requiring a work capacity of 25 ft.lbf, 34 ft.lbf or 40 ft.lbf the relief
pressure is 250 Ib/in2 (17 bar).
Two pairs of check valves are fitted to the oil pump, but according to the direction of
rotation of the governor, only one pair will be in operation. The other pair of valves being
held on their seats by oil pressure within the unit. Free space within the governor casing
provides the oil reservoir. An oil level sight glass is fitted to the governor casing. The oil
level should be kept within the red marked circle engraved in the sight glass.

An oil cooler can be fitted for use in conditions where high ambient temperatures exist
(above 50 oc) in particular with 25, 34 and 40 ft. Ibf. governors.

The power piston is of the differential area type, giving double-acting control. The
governor is capable of providing its stalled work capacity over a speed range between a
minimum of 180 revs/min. and a maximum of 1600 revs/min. The speed control and
shut-down mechanisms are varied to suit different applications. The speed setting device is
available as a lever, handwheel, pneumatic or electrically motorised control. The
pneumatic and electrically moterised controls provide remote fine adjustments of speed
change for use when paralleling engines. Drive from the motor to the speed control shaft
of motorised governor is through a clutch designed to slip when the speed limit stops are

reached, thus protecting the motor. Also when operating the clutch manually, the clutch
will give full protection for overloading the speedsetting mechanism. The shutdown valve
may be operated by hand or by a solenoid in which case the solenoid operation may be
arranged

for' energise

to run' or 'energise to stop'.

Speed droop characteristics are obtained by mechanical feedback from the power piston
to pilot valve. The droop is adjustable between 0 and 10 %. These governors are designed

for general purpose governing and are suitable for AC./D.C. generating
propulsion sets etc.

sets, marine

CHAPTER 7

Operating principles

(See Operating Schematic Drawing)


load Increase

Isochronous Setting

Any increase in load will cause the speed of the prime mover to fall and the flyweights (31)
will then move inwards because the force exerted by the speederspring (37) will be greater
than the centrifugal force acting on the flyweights. The pilot valve (29) moves downwards,
permitting high-pressure oil (red) to flow through the control ports in the governor rotor
(28) to the top of the power piston (13). The increase of oil pressure forces it downwards
against the constant high pressure on the underside and the output shaft (9) is turned, to
increase the fuel supply to the engine.
This downward movement of the power piston is communicated to the feedback piston
(16) via its strut (14), driving out the oil (yellow) from under the piston into the

compensation chamber, displacing the compensation piston (18) and deflecting its springs
(17 and 19). The increased pressure of the feedback system oil acts on the bottom of the
pilot valve (29) and forces it upwards against the out-of-balance force exerted by the
speeder spring. As the pilot valve moves towards the lapped position it cuts off the highpressure oil supply to the top of the power piston. At the same time the increase of
pressure in the feedback system causes a flow of oil past the adiustable restrictor screw

(20) to drain

until the steady state conditions are achieved, i.e. when the feedback
has
returned to atmospheric, the forces acting on the pilot valve will have
pressure
reached equilibrium and the governor will again be running at its set speed.

Load Decrease

Isochronous Setting

Any decrease in load will cause the speed of the prime mover to rise. The flyweights then
overcome the force exerted by the speeder spring and move the pilot valve upwards. This
opens the control oil port to drain and the power piston rises due to the constant high
pressure beneath it. The feedback piston follows the movement of the power piston
causing the compensation piston to be displaced (inwards) and deflecting the
compensation springs. The feedback oil pressure is now at below atmospheric and the
pilot valve is drawn downwards against the out-of-balance force exerted by the flyweights.
As the valve moves towards the lapped position, it closes the control port and terminates
the movement of the power piston. At the same time, the decrease in pressure of the
feedback oil causes a flow from drain, past the adjustable restrictor screw and into the
feedback system untill the pressure equalises and steady state conditions are achieved.

Load Increase

With Droop

When the droop adjusting knob is set to zero, the centre of the pin in the droop lever (35)
and the centre of the output shaft (9) are in line. Under these conditions the loading on
the speeder spring is not affected by the movement of the output shaft. If, however, the
droop adjusting knob is set to give droop, the linkage is adjusted (through rack and pinion
mechanism) so that the axis of the droop link pin (35) and the output shaft (9) are no
longer in line. Under these conditions, as the power piston moves down on the increase
of load, thus rotating the output shaft and lifting the droop lever (1 ), the loading on the
speeder spring (37) is reduced, so providing droop. Droop has a stabilising effect and is
essential for stable parallel operation of engines. Note that the hydraulic feedback as

described above

is still active in

Load Decrease

With Droop

droop mode, ensuring fully stable operation.

As the load on the prime mover is decreased its speed rises and the power piston moves
upwards (to decrease the supply of fuel) and rotates the output shaft. This lowers the
droop lever (1), increasing the load on the speeder spring (37) and thus raising the

equilibrium speed of the governor. The further the axis of the droop lever pin (35)
moved away from the output shaft, the greater the droop provided.

is

Speed Adjustment
Variation of speed is accomplished by increasing or decreasing the load on the speeder
spring through the speed control shaft (6) and speed control lever (3). The speed control
shaft may be actuated by manual control, electric motor, pneumatic controller, electromagnetic servo controller, stepper motor or synchronous motor.

Shutdown

push button (11) or electrically a solenoid (energised


to run or energised to stop) or pneumatically operating on pilot valve (32). When
operated, the shutdown valve (15) cut off the control oil to the power piston and connect
the top of the piston to drain so that the oil pressure under the piston pushes it rapidly to
zero fuel, aided by the external return spring if fitted. For safety it is strongly recommended that the engine be fitted with a totally independent overspeed trip arrangement,
which will shut down the engine in the event of the governor or rack linkage jamming at a
Shutdown is

by operating manually

high fuel condition.

10

Speed Response
The speed response of the governor depends on the acceleration rate of the prime mover.
The acceleration rate again depends on the inertia, speed and power of the prime mover.
The governor, in turn, is matched to these variables by selecting suitable flyweight I
speederspring and compensation piston and spring combinations. The restrictor, however,
permits some control over the speed of response. Care should be taken while making
adjustments to the restrictor, as too large an opening will cause instability (hunting) and,
too small an opening will make the governor sluggish.

Adjustments

Adjustments should only be carried out whilst the oil


running for approximately one hour at full speed.

NOTE: On

is hot, i.e.

after the governor has been

variable speed application, operation at the low speeds

is

often the least

stable.

Parallel Operation

When running in parallel, good load sharing is usually obtained with the droop set as low
as 3 % but normally a droop of 3.5 % to 5 % complying with the International Standard
1 SO 3046 Part 4
Class A 1 is used. (or BS 5514: Part 3).
-

For operating two or more similar sets in parallel, the following points must be

considered:
1.

pump for correct adjustment. Ensure that the linkage ratio


correct, i.e. that no less than 60 % of the output shaft total movement is used.

Check the fuel-injection


is

2.

The linear relationship between governor output and prime mover output must be
the same.

3.

The various levers between governor and fuel-injection pump (all units) must be at
the same angle to ensure identical (synchronous) responses.

Should it be necessary to run in parallel with other engines having different types of
governing, it is possible to adjust droop whilst the engine is running, to load share with the

other engines.

11

CHAPTER 8

Installation and trouble shooting

General
Care must be taken to ensure that the platform, on which the governor is mounted, is
perfectly flat and absolutely square to the driving shaft. It is important that no side loading
nor bending movement is applied to the governor drive. Any misalignment between the
drive shaft and driving member will cause an oil leakage between the drive shaft and oil
seal and in severe cases even cause broken drive shafts.
Correct choice of drive gear ratio is most important as it is essential that the governor runs
at or near its nominal speed (1500 Rpm) when the prime mover is at full speed, otherwise

performance will be affected. This condition is particularly important in marine


applications where a prime mover operates over a wide speed range.

The gears must be free from any imperfections; run-out of gears should not exceed
0,004 mm per cm. The governor will pick up any such errors and 'jiggle' of the governor
terminal (output) shaft will result. The backlash in the driving gears should be set at a
minimum of 0,05 mm. Under no circumstances should this clearance exceed 0,1 5 mm.

Control Linkage

The linkage between the governor output shaft and the fuel-injection pump should be
designed to the following criteria: (I)
Correct ratio (III) Low frictional losses
(II)
No backlash (IV) Linearity

I Correct Ratio
The geometry of the linkage should be designed so that 60 % (i.e. 300) of the output shaft
rotation is used for moving the fuel-injection pump/control valve between the 'no load"
and the 'full load' positions.
II Backlash

Backlash should be kept to a minimum as it will create a dead band in which speed
changes may take place without correction. In addition backlash may cause instability if
the governor droop control is set to zero, (isochronous operation)
Backlash may be minimised by using linkages having comparatively long travels. A given
amount of backlash, expressed as a percentage of the total travel, will then be much
smaller. A return spring should be fitted to the control linkage. This spring should be fitted
to the end of the linkage at the position furthermost from the governor and should act to
reduce fuel supply to the prime mover.

12

This spring will ensure that instant response to governor movements occurs by taking up
any slack in the control linkages and that a 'fail safe' condition exists. The maximum
spring loading should not exceed 25 % of the work capacity of the governor and the

spring rate should be low enough to prevent


20 % over the full range of governor travel.

change

in return force of greater than

ca.

III Friction

Friction in the governor linkage is undesirable and should be kept to a minimum.


The smaller the amount of work to be done by the governor, the more rapid will be its

response.
ball bearing linkage and pivots should be used. On multicylinder
engines each individual pump should be spring link connected to the fuel rack in either
direction to prevent blocking of the fuel rack whilst injecting. The degrees of crankshaft

On large prime movers,

rotation per engine revolution, which are available to move the fuel rack, decrease
depending upon the number of cylinders. The absence of double acting spring links will
result in an excessive stalled work capacity requirement of the governor and reduce
transient performance.
It is recommended that the linkage between the governor and fuel rack is equiped with
spring link which will be activated only when the fuel rack is jammed or blocked by the

maximum power stop of the fuel rack.

IV

Li

nearity

The geometry of the fuel-injection pump linkage is normally arranged so, that the increase
in power from "no load" to "full load" is, as nearly as possible, proportional to the
movement of the governor output lever throughout its range (from position 'two' to
position' eight'). If this is not so Le. if a small output movement at low load has
proportionally greater effect on power output than a similar movement at greater load
settings, the governor will have the tendency to "hunt".
fault arise, due to non-linear relationship of fuel-injection pump delivery to rack
possible to make use of a non-linear linkage to correct the problem.
position,

Should

it may be

a prime mover using a butterfly type control valve (gas engines), non-linearity would
probably be best overcome by utilising the four-bar chain linkage as he characteristics of
valve opening to prime mover torque will be a smooth curve.

For

The object in all cases should be to obtain


shaft position and prime mover torque.

linear relationship between governor output

13

Filling with oil


After installation the housing must be filled to the indicated oil level mark on the sight
glass fitted at the side of the governor casing, i.e. within the red engraved circle.
Overfilling of the governor may result in poor governing.

Type and Grade of Oil


general guide the oil used in the governor should be a good quality mineral oil.
It should
have good oxidation stability and should have anti-foaming and anti-deposits
properties. The use of high TBN oils (greater than 15) in governors is undesirable as the
oil additives can cause seal hardening. Marine engine oils for engines using gas oil or

As

marine diesel oil are normally satisfactory,

but not those used in engines running on heavy

fuel.
Viscosity range at 400C (1040F):

I)

Cold Conditions

SAE

20

II)

Temperate Conditions

SAE

30

III)

Hot conditions

SAE

40

The R.E. 1100 governor series has been designed to operate using a standard SAE 30
mineral oil for most applications. However, should the ambient temperature be constantly
below 10 oC, then it is advisable to use oil with a SAE 20 value. Likewise, if the ambient
temperature is constantly above 40 oC, then SAE 40 is recommended.

The oil should have the following characteristics:

(a)

Minimum tendency to foam; air trapped in the oil will increase

its

compressibility in

the governor.

(b)

Viscosity (highV.I). Oil with

low viscosity will decrease the effective pump capacity


and therefore
output pressure through leakage. Oil with a higher viscosity will
cause reduction of flow through orifices and will therefore give a sluggish response.
a

its

(c)

Freedom from sludging and varnish desposits.

(d)

Resistance to breakdown at temperatures up to 120 oC

(e)

Protection of governor parts against corrosion.

14

(250 OF).

If instability

experienced when the engine has been started from cold but disappears with
the increase in temperature, then the use of a multigrade oil is recommended.
is

Oil level
In order to prevent any unwanted substances from entering the governor unit, it is essential
to clean the area surrounding the filler neck prior to adding oil. The governor should be

at its normal working temperature and filled through a fine mesh filter, until the level
reaches the centre of the red circle engraved in the sightglass.

DO NOT OVERFill OR UNDERFill

as this will result in poor governor performance.

A governor that is being filled for the first time or one which has just undergone repairs
may require to have the level rechecked soon after it has been started up. This is due to
the filling of oil passages which will lower the level. Should it be necessary to remove
excess oil from the governor due to overfilling, anyone of the two drain plugs (magnetic
plugs) in the base of the unit may be used for this purpose.

Oil cooler
In some cases the governor may be fitted with an oil cooler which is mounted on the
installed where the governor is constantly operating in high
casing. These units

are

ambient temperatures. The heat radiation from the engine, also increases the governor
operating temperature.
The oil temperature should not exceed 85 oC

in any case.

As the oil used in the governor directly affects the operation,

it is

important to remember

the following rules:


I

Only use the grade of oil suitable for the application.

2.

DO NOT

3.

Ensure the correct level is

use hydraulic oils,

or those with

maintained

15

high alkaline value.

DO NOT OVERFill OR UNDERFilL.

Initial Starting Procedure

I)

Check correct level of oil

II)

Set the speed setting control to the low speed position.

III)

If the governor has

solenoid operated shutdown mechanism energise to run

ensure that the correct voltage is supplied.

IV)

Start and run the engine unit in accordance with the manufacturer's instructions.
When the engine is being started for the first time since refitting the governor, slight
erratic governing may be expected. This will be eliminated after a few minutes

when the air trapped in the hydraulic system has been automatically purged.
Subsequent starting operations should not experience this problem because of the
unique 'self bleeding' action.

Setting the Minimum Speed Stop

The prime mover and governor must be at normal working temperature. Reduce the
prime mover's speed to the desired minimum speed level by means of the speed setting
control of the governor. Adjust the minimum speed stop screw to just touch the minimum
stop lever. Tighten the locknut. Increase the prime mover's speed and then reduce speed
until the lever comes against the stop screw again.

Check that the setting is correct.

Setting the Maximum Speed Stop

The prime mover and governor must be at normal working temperature. Set the prime
mover's speed at the desired maximum level at full load and adjust the maximum speed
stop until it touches the stop lever. Tighten the locknut. By means of the speed setting
control, reduce the prime mover's speed and then increase it again until the lever comes
against the stop screw. Check that the prime mover speed and load are correct.

Upward I Downward Range


The range of maximum possible upward and downward adjustment of the speed should
be 2,5 % above the setting corresponding to the declared power, as a percentage of the
declared speed. (see setting parameters, item 5.1, 1 SO 3046: Part IV).
It should be noted that the set speed of a prime mover in cold condition is higher
compared with the setting when the prime mover is hot, due to the thermal expansion of
all castings and linkages of both governor and prime mover. We therefore recommend

speed stops to be set at 1 % above (and I % below) the required settings at normal
working temperature of the prime mover. In particular when running in parallel, an
unequal setting of speed stops may jeopardize the load share performance.

16

Finding the Adjusting the Permanent Speed Droop


The prime mover and governor must be at normal working temperature. Set the prime
mover to run at the specified speed at full load. Throw off the load and note the new
steady speed. The speed droop can be calculated from the following formula:

Speed Droop in %

(No Load Speed

Full load speed)

X I

Full Load Speed

00

To vary the droop, slacken locking nut of droop adjusting knob in centre of knob and turn
knob to decrease or increase the droop. Tighten the nut after each operation. Be careful
not to turn the knob beyond the zero droop position into the negative droop zone (less
than zero). Negative droop will introduce instability, which could be rather severe.

FINDING

FAULT
Hunting

'Hunting' is best described as a rhythmic change in speed with the amplitudes above and
below set speed. The frequency of these changes are normally around 1 Hz.

Check the fuel-injection pump linkage for backlash or friction. Ensure that the linkage
that minimum 60 % of the output shaft's total movement is used from
ratio is correct,
i.e.

'no load' to 'full load'.


Hunting at 'no load' may result from defective injectors causing the engine to 8-stroke (or
4-stroke in the case of a two stroke engine).

new installation or after governor overhaul, hunting may be due to air trapped
governor oil ways. This should purge itself after a few minutes of running.
In

in the

However, if the governor continues to hunt, the following procedure may be adopted:

a)

If
screw and allow the governor to hunt over a large amplitude.
this is not possible, stop the engine, disconnect the governor linkage and operate
the governor output manually, moving over the full travel range several times.

b)

Close restrictor screw to normal setting, re-connect linkage and re-run the engine.

Open the

restrictor

Closing the restrictor screw by clockwise rotation, should stabilise the governor. In a new
1/2 to 11/2 turns
open.
governor the restrictor screw is preset and will be between
If possible install
the
engine
type
of
to
similar
another governor
ascertain results
same
on
the
alternatively
try
governor on a similar type of engine.
or

17

~
Jiggle is the term used for rapid oscillation of the governor output lever at a frequency too
high for the engine speed to follow. These movements are relatively small and have no
noticeable effect on speed. Jiggle usually originates in the governor drive. Check for runout, backlash and alignment to the governor.

Loss

If

of Oil

the governor uses an excessive amount of oil, check that oil is not leaking past the drive
The governor should not require topping up more than once a week.

shaft oil seal.

Surplus of Oil
If the governor fills itself with (black) oil, check that the engine gearbox lubrication oil
not injected (with force) against the governor drive shaft oil seal.

is

If

the Governor Fails to Operate

Check governor drive

Check the pilot valve to ensure that it is operating correctly.


Check the shut-down solenoid for serviceability (if fitted).

Ensure that the shut-down valve moves freely in its bore.

Check the governor oil pressure by connecting a pressure gauge in port (A), see Fig. I
Base Assembly for position. This pressure should be at least 9,5 Bar at 1 50 rev./min.

is intact.

Dismantling, Inspection and Assembly


fully enclosed and is immersed in oil when running, it should
of
therefore give many years
trouble-free service. The service interval between installation
and overhaul is normally recommended between 20.000 and 25.000 running hours. If
however, servicing should be necessary, it is strongly recommended that the governor be

The governor mechanism

is

returned to the manufacturer for servicing and callibration. Where this course of action is
impractical, it is essential that this work be carried out by a competent engineer with a
thorough knowledge of governors (i.e. a written confirmation by our Company having

followed an extensive course on the above described governor). Servicing should be


carried out in a completely clean and dust-free atmosphere.

18

The stripping bench should be clean and should be covered with a zinc or linoleum top.
Two large washing baths should be provided together with ample supplies of cleaning
fluid (paraffin, Lead-free petrol etc.).
Before any dismantling is attempted it is usually desirable to remove the governor from the

engine.

19

OPERATIONAL SCHEMATIC DRAWING OF 11 00-4G GOVERNOR


Key to Numbers:
1

Droop lever

2.
3.
4.
5.
6.
7.
8.
9.
10.
11

12.

Droop lever pin

Speed control lever


Speed stop lever, minimum
Speed stop, minimum
Speed control shaft
Speed stop lever, maximum
Speed stop, maximum
Output shaft
Output lever

Manual shutdown button


Manual shutdown rod

13.
14.
15.
16.
17.
18.
19.

Power piston
Wire strut
Shutdown (secondary)

20.

Restrictor screw

21

Oil pump gear,

Feedback piston

Compensation spring
Compensation piston
Compensation

spring
driven

22.

Drive shaft

23.
24.
25.

Oil pump check valve


Oil pump check valve
Oil pump gear, idler

26.

Accumulator piston
Oil level sight gloss

27.
28.
29.

Rotor
Pilot valve

30.
31.

Rotor drive spring

32.
33.
34.

Shutdown valve (primary)


Shutdown valve, return spring

35.
36.
37.

Flyweight

Lever shutdown valve


Droop link

Speeder spring carrier, upper


Speeder spring

20

SECTION 000/100
GOVERNOR BASE ASSEMBLY
Fig.

I *B*

Base, Drive, Compensation

Piston and Springs

For 11 02V-4G-34R Series Governors

Chapter

Contents

GENERAL DESCRIPTION
TO DISMANTLE, INSPECT AND ASSEMBLE

24

Chapter 1

GENERAL DESCRIPTION

The basic governor (base, body, rotor, casing, shut-down) consists of those components
of the governor which are normally common to all 11 OO/4G series governors.
The governor base provides a base for the governor body and casing and also houses the
drive shaft which transmits drive from the prime mover to the rotor shaft.

Oilways in the base connect the compensation piston and springs to the feedback system
and governor pilot valve.

The drive shaft is carried in a ball bearing; splines formed at its upper and mesh with
internal splines formed in the oil pump driving gear. The shaft may be machined to
provide either a serrated drive or a keyed drive.
Various drive shaft types are available to match the engine gearbox.

25

DISMANTLE, INSPECT AND ASSEMBLE

Chapter 2

To Dismantle

NOTE: A

assumed that the governor has been removed from its fitted position
and has been drained of oil. It is recommended that before disconnecting
the governor from the prime mover fuel control linkage, careful reference
It is

made to the instruction manual for the prime mover with particular
regard to the fuel control linkage connections.
is

1.

Unlock tabwashers

(039) and

2.

Remove drive shaft

(037) complete

remove screws

(040) and

with sealed bearing

retaining plate.

(036), driving sleeve (033),

driving spring (032) and rotary seal ring (030).


3.

Remove lower circlip (035) and tap lower end of drive shaft to remove sealed bearing

(036).
NOTE:B

The bearing
in such way

4.

is
a

packed with lubricant and sealed, it should not be cleaned


as to wash out the lubricant.

Remove seal assembly (030), (032) and (033) only if it or the drive shaft is to be
replaced by removing upper circlip (035), releasing grubscrew (034) and pushing the
assembly off the shaft.

NOTE:C

5.

6.

Take care not to damage the rubbing surface of rotary seal ring (030).
Do not dismantle driving spring (032) from driving sleeve (033) and
rotary seal ring (030) as these parts are a prefitted assembly.

Remove seal housing (027) complete with stationary seat (029). Do not remove the
seat unless it is damaged and must be replaced. The stationary seat is fragile and
may easily be broken.
Remove plug (003), dowty washer (004) and extract compensation piston (007).
Carefully note the way that piston and springs were fitted and remove spring (002)
and (006) (both are compensation springs).
DO NOT REMOVE SLEEVE (001) UNLESS THERE IS EVIDENCE OF WEAR OR

DAMAGE.

NOTE: Feedback piston sleeve (025) is secured in position with Loctite Grade 601
Retaining Compound. No attempt should be made to remove this sleeve unless there
is

evidence of wear or damage.

(008) and dowty

washers (009).

7.

Remove magnetic plugs

8.

Remove plugs (010) and dowty washers (009).

26

To Inspect
1

Examine the compensation piston for high spots or scoring and compensation springs
for distortion and fatique.

2.

Examine the rubbing surfaces of the seal for wear. Replace if necessary.

3.

Check the ball race for cracks and indentations and the balls for pitting and flaking.

4.

Examine the drive splines at the upper end of the drive shaft for damage and check
the drive serrations at the lower end.

5.

Check that all oilways are clean and free from dirt and foreign material.

6.

Ensure that all components are scrupuously clean before assembly.

To Assemble

1.

2.

3.

All O-rings which have been removed are to be replaced with new.

If stationary seat (029) has been removed from seal housing (027)
seat complete with o-ring (028) is to be fitted as follows:

new stationary

a)

Make sure that the seal housing (027) chamfer and bore are clean and free

b)

from sharp edges.


Damp the housing and stationary seat with glycerine or alcohol and push the
stationary seat into the housing with the insertion tool.

If the seal

a)

b)

assembly has been removed from the drive shaft it

is to be fitted as follows:

Fit upper circlip (035) to drive shaft (037).


Press the seal assembly onto the drive shaft until the shoulder is contacted,
taking care not to damage the o-ring (031) on the splines and not to damage

the rubbing face.

c)
4.

Tighten grubscrew (034).

Press seal

housing (027) complete with stationary seat (029) and o-ring (028) into

base (022).

(036) onto

drive shaft

(037) and fit lower circlip (035).

5.

Press sealed bearing

6.

Carefully press the assembled shaft into base (022), checking that the ball bearing
enters the base squarely. When fitting the drive into the base (022), care should be
taken to ensure that the splines at the upper end of the drive shaft enter the internal
drive splines of the oil pump driving
gear.

27

This operation will be best achieved by entering the shaft slowly and at the same time,
moving the drive shaft until it is felt to enter the pump driven gear splines.

7.

Secure retaining plate

(038) to

the governor base with screws

(040) and tab washers

(039).
8.

Fit compensation piston

(007) and

springs

(002 and 006) correctly.

Fit spring

(005)

and plug (003) and new dowty washer (004).


9.

Fit magnetic plugs (008) and any other plain plugs


Fit new dowty washer to plugs.

(010) if these have been removed.

10. Joint (023) and o-rings (024) can only be renewed it the governor is completely
stripped and the dismantling procedure should be used with reference to the sections
listed, starting with the top cover assembly.

28

Key to the Numbers:


Base assembly
Fig I *B* (1100/ 4G)

.Quantity

Item

Part no.

Description

450323

Compensation sleeve
(including spring carrier)

1x

2.
3.

11 OOG

1x

4.

ST036616

Compensation spring (5%)


Plug
Dowty washer (3/4" BSP)

5.
6.

11 OOG

663
1100G 3005

3006
663

1x

1x

10.

1100G 658A
11 OOG 1 021
ST036605
ST012501

1l.

OD24748

Spring sleeve
1x
Compensation spring (5%)
1x
Compensation piston (short) 1x
Magnetic plug
2x
Dowty washer (1/8" BSP)
4x
Plug (1/8" BSP Brass)
2x
(82,14
mm)
x
1x
O-ring
3,53

20.

830G 5039/04
800G 5125/04

Springwasher (M6)
Capscrew (M6 x 55)

11 OOG

11 OOG

3002
3007 A
ST 036707

Base governor
Joint base

RS 150-8

Sleeve piston

7.

8.
9.

2l.
22.

23.
24.
25.

11 OOG

O-ring (9,25

lOx
lOx
1x
1x

1,78 mrn)

2x

26.
27.

OD24561

(14 mm)
O-Ring (44.17 x 1.78 mm)

1100G3463A

Housing seal

1x

28.
29.
30.

part of 30
part of 30
880G5081
part of 30
part of 30
part of 30
part of 30

3l.
32.
33.
34.
35.
36.

ST505005

840G5044

37.

11 00G3584

38.
39.

RS 1 71 1 2

40.

4l.

ST024902
ST312039
1100G3583

1x
1x

O-Ring

1x

Stationary seat
Face seal assembly

1x

O-Ring

1x

Spring
Spring retainer
Grubscrew
Circlip (19x 1,2 mm)
Sealed bearing

1x
1x
1x
1x

2x
1x

Drive shaft
Cover bearing

1x

Tab washer

4x
4x

Screw hex. (M6 x


Bush (not shown)

(Continued)

29

lx
20)

lx

Continued: Fig I *B* (11 00/4G)

Recommended spares are:


Item:

4,8,9,10,11,17,18,20,21,23,24,26,28,29,30,31,
32,33, 34, 35, 36.

Remark:

Rotary seal parts should not be ordered separately.


Order the complete seal assembly part no.: 880G5081
(i.e. item no. 28, 29, 30, 31, 32, 33, 34) or the face seal
spare kit 880G5081-P01 (i.e. item no. 28, 29 and 30).

The drive shaft assembly contains the numbers 35, 36, and 37.

30

\.

1../

024

'.

00"

~
~r!$f
//
(~I'1
~~I
/J

C04

cas

023

CC6

007

10

021

=-1

011

027

028

029

030~
0
031

032

37

033---@
4

Ii
I

,
"

035

"

1*8*

.g,
,

t:

1100/4G

8ASE ASSEM8LY

SASE KEYED TYFE CAlVE

.cc::tvFENSATION

ASTON AND SPRINGS.

SECTION 1 001200
BODY ASSEMBLY
Fig. II

Body, Power Piston, Oil Pump, Feedback Piston


For 11 02V-4G-34R Series Governors

Chapter

Contents

GENERAL DESCRIPTION AND OPERATION


TO DISMANTLE INSPECT AND ASSEMBLE.

32

GENERAL DESCRIPTION AND OPERATION

Chapter 1

Description

The governor body forms a housing for the power piston, oil pump and flyweight / rotor
drive. The body is drilled to provide oilways between the oil pump, pilot valve / rotor
assembly and power piston.
The oil pump drive (113) and idler gear (110) run in plain bores. Splines formed internally
in drive gear (113) provide the drive coupling between the drive shaft and governor rotor.
Two sets of ball-type check-valves are fitted to the pump. One set only being used,
dependent upon direction of rotation of the governor.
The power piston (104), of the differential area type, is giving double acting control. The
power piston is connected to the governor internal linkage at its upper end and transmits
movement to the feedback piston (115) via strut (116) at its lower end.

Operation

Oil under

pressure is

supplied to the pilot valve via connecting oilways and

ports in the

rotor. Dependant upon load, the prime mover will either increase or decrease speed
causing the flyweights to move outwards or inwards, thus raising or lowering the pilot valve
and causing lands formed on the pilot valve to lap or open connecting ports in the rotor
body. This change of pilot valve position will cause the power piston to rise or fall also

transmitting movement to the feedback piston attached to


feedback piston will be related to the pilot valve.

33

it.

Any movement of the

TO DISMANTLE, INSPECT AND ASSEMBLE

Chapter 2

To Dismantle
assumed that the governor has been removed from the prime mover and that its oil
has been drained.
It is

Remove speed stop levers (351) after having marked their exact positions (refer to
Fig. IV).

2.

Remove the top cover and disconnect speed control linkage (refer to Fig. VI).

3.

Remove shut-down mechanism by releasing the 8 capscrews securing the shut-down


mechanism mounting plate. (refer to Fig. V).

4.

Remove governor rotor and flyweight assembly (refer to Fig. III)

5.

Remove the needle valve assembly (368), the dotted part in Fig.
Fig. IV).

6.

Remove governor base and body assembly from the governor casing (refer to Fig. IV).

7.

8.

9.

Release the 4 capscrews (540) and spring washers


assembly (refer to Fig. V).

II

(and as shown

(545) to remove

stop block

(106) and bolts (117) together with spring washers and


governor body (105) complete with power piston and oil pump.
Release capscrew

(101) and spring washers (124) and remove power


power piston (104) and feedback piston (115) complete

Release capscrews

(102). Extract
(116). Care must be taken during this operation that the
NOTE: A

in

remove

piston cover
with strut

strut is not bent or distorted.

If

replacement of the feedback piston or strut is necessary the


following procedure should be followed;

(I)

(II)

Grip the feedback piston (115) in soft clamps and supporting the
power piston to prevent damage to the strut (116), release the
feedback piston from the strut assembly, ensuring that the power
piston is free to rotate.
Grip the power piston (104), slip a suitable tube spanner over the
strut and release the screw in the power piston.

10. Release sunkscrews (122) and remove spring retainer (120). Extract spring (119) and
shutdown valve (118).

34

11. Release capscrews (121) and spring washers and carefully remove the oil pump
complete with its gears. Withdraw pump idler gear (110) and pump drive gear (113)
Remove idler gear spindle (111) only if its replacement is necessary.
NOTE: B

Do not remove the ballcheck valves (108) unless the balls, their
retaining roll pins (112) or housing (109 require replacement. There
are two pairs of check valves fitted, one pair to the pump housing
and one pair to the governor body. If replacement is necessary, the
following procedure should be adopted;

(I)
(II)

Pump housing: Remove roll pins (112) and extract balls (108).
Governor body: Remove check valve housing (109) and extract balls

(108).

To Inspect

1.

Remove all traces of jointing from mating faces and ensure that all mating faces are
free from blemishes which may impair their oil-sealing qualities.

2.

Check the condition of the pump gears. Inspect the teeth for cracking, pitting or
flaking. Inspect the faces of the pump housing for running marks.
NOTE: C

With the idler and driving gears in their respective positions, measure
the distance from the face of the pump housing to the
gears, this
should not exceed 0.06 mm.

3.

Check the power piston for high spots and scoring. The piston should have
in the governor body.

4.

Check the feedback piston for high sports and scoring.

5.

Examine the check valves and housings for wear and indentation and the roll pins for
wear.

6.

Examine the shut-down valve for high spots and scoring.

7.

Ensure that all components are scrupulously clean before assembly.

35

sliding fit

To Assemble

1.

2.

Place driving gear (113) and idler gear (110) with idler spindle (111) (if removed) into
the pump housing. Idler gear spindle should be fitted with the flat on the spindle
facing away from the driving gear (113). Secure pump housing (114) to governor
body with capscrews (121) and spring washers. Ensure that the pump turns freely.

valve

3.

(118) into governor body and place spring (119) on top of


(118). Secure spring retainer (120) with sunkscrews (122).

Insert shutdown valve

Fit the complete power piston and feedback piston in its bore in the governor body.
Fit new joint (103) to cover (102) and secure cover with capscrews (101) and spring

washers.

4.

5.

6.

Fit the stop black assembly (shut down) to governor


(540) and spring washers (545).

body and secure

it with capscrews

body to the governor base, using new a-rings (24) in the


oilways
and secure with capscrews (106) and bolts (117) and spring
connecting
washers (see note D).
Fit the assembled governor

Fit rotor assembly (refer to Fig. 1/1).

7.

Fit casing to governor base (refer to Fig. IV).

8.

Fit the shut-down mechanism to the casing (refer to Fig.


V).

9.

Connect internal linkage and fit top cover assembly (Fig. VI).
NOTE: D

In order to ensure a proper alignment of the governor drive shaft, care


should be taken that the drive shaft is square with the base within 0.05
mm over 100 mm. The recommended tool for this adjustment is shown
on drwg. RS122-34 (see last page). The alignment is ensured by

positioning the body assembly to the base.

36

Key to the Numbers:

Body assem bly


Fig.

II

(1100/4G)

Quantity

Item

Part no.

Description

101.
102.
103.
104.
105.
106.
107.
108.
109.
110.
111.
112.
113.
114.

ST31

4043
1100G 3388

Capscrew (M6

Cover

1x

1100G 3398

Joint

1x

1x

115.
116.
117.
118.
119.

120.
121.
122.
123.
124.
125.
126.

1100G 3380
3379

Power Piston

11 OOG

Body

ST314045

Capscrew (M6

16)

4x

1x
x

25)

1x

ST501301

Dowel

ST026809

Ball

1100G075
1100G478
600G 1 28

Housing check valve

2x

Gear- idler

1x

Spindle

1x

840G 5037/01

Mills- pin

2x

1100G477
11 OOG 3010

Gear pump

1x
1x

RS150-7

Piston

700G 274A

Strut- assy

1x

ST312039
1100G024A
300G 1 79
11 OOG 3011
ST314046
830G 5156/02
ST318208

Setscrew (M6 x 20)


Shutdown valve

4x

Spring

1x

Retainer
Capscrew (M6 x
Sunk screw (M5

1x

830G 5039/04
ST029501

400G 095

2x

3/8"

4x

Housing

(14 mm)

30)
x 10)
Spring washer (M6)
Spring washer (M6)
Tapered plug
Tapered plug

1x

1x

6x
2x

4x
13x

2x
1x

Recommended spares are:


Item:

101,103,106,117,121,122,123,124.

Remark:

Pump gear parts 110, 111, 113 and non-return valve parts
107, 108, 109! 112, should not be ordered separately.
Order the complete pump assembly 451000.
(i.e. 107,

108, 109, 110, 111, 112, 113, 114.)

37

'02

'03

104

05

~"-

125

"-

"- ,
,

'.
Jig

\~

I<:.I..J

,
I

]A'

~/./
~/<7

/
/

//
123

~!26

"-

124--:
122.

~:~.
'~368
.......

........

"

nJ

107

\.()
114

tJ Vr
,

~;12

~;24

1-121

F1G

1T'

11m/A.{;

r::rnf A~c:E'M8LY

PISTON. OIL RJMP


8CDY, PO/'ICF.

AND FEEJ:aCK

PIST'CN

SECTION 200/300
ROTOR ASSEMBLY
Fig. III *C*
Governor Rotor, Pilot Valve and Flyweights

For 11 02V-4G-34R Series Governor

Chapter
1

Contents

GENERAL DESCRIPTION AND OPERATION


TO DISMANTLE, INSPECT AND ASSEMBLE

39

GENERAL DESCRIPTION AND OPERATION

Chapter 1

NOTE: A

The flyweights and carrier of

particular governor may differ to those


shown in the illustration, due to the requirements of that particular
application.
a

Description

The assembly is located in the governor body. The rotor and flyweights assembly comprises
a rotor, pilot valve and a pair of flyweights. The rotor is splined at its lower end to connect
through the driving oil pump gear to the governor drive shaft. At the lowest end of the
rotor at the end of the axial drilling in the sleeve, is a small port for the feedback oil.
NOTE: B

The rotor and pilot valve (205) are


be ordered separately.

matched pair and should therefore not

The pilot valve (205) is of the bobbin type and is assembled in the bore of the rotor (205).
The control land has clean, sharp edges to mate with the control port in the rotor. Two
guide lands are also formed on the pilot valve, the edges of these should be slightly
radiused. At its upper end, the pilot valve carries thrust race (204), spring carrier (203)

and nut (202). Special extended stem (221)

is

supplied for those governors provided with

an output position limitation system.

The flyweight assembly comprises flyweights (209), mounted on spindles (208) and
running in needle-roller bearings (210). The spindles are secured in flyweight carrier (219)
with starlocks (206). Ball race (214) is assembled in the rotor housing (205) and locates
vane damper (212) which is secured to the flyweight carrier with screws (217). Capscrews
(207) and spring washers (216) are fitted to carrier (219) to act as flyweight stops.

NOTE: C

It is

essential that only the correct capscrews are fitted as stops; the length of

these capscrews is

(213)

designed dimension.

assembled over the pilot valve and is located in a hole in the


flyweight carrier. It is retained in position by grubscrew (218). Segments are assembled
round the ball bearing and are secured by capscrews. A cover plate (211) is fitted over the
Drive spring

is

damping segments with screws (217).

Operation
Because of the flyweight system is designed to respond rapidly to small speed changes, the
governor will attempt to govern cyclic irregularities in the drive unless these are damped
out.

40

by driving the flyweight assembly through the rotor drive spring


(213) and vane damper (212). The damping action is obtained by oil passing from the
high pressure supply port into the rotor head, by-passing the guide lands of the pilot valve

This condition is obtained

filling the free space between the vane arms and the fixed segments with oil.
The drive from the prime mover is transmitted to the flyweights via rotor (205) and spring
drive assembly (213 and 212). Any changes in prime mover speed, causing a change in
the centrifugal force exerted by the flyweights in opposition to the loading of the governor

speeder spring, will raise or lower the pilot valve in the rotor bore.

With any increase of speed above the set speed, the pilot valve will be raised and its
control land will open the control port to allow oil to flow from the power piston to drain.
Conversely, any reduction in speed will cause the flyweights to move inwards, and under
unfluence of the speeder spring, the pilot valve will move downwards, allowing the control
land to open the control oil port to admit

high pressure oil to the power piston.

41

TO DISMANTLE, INSPECT AND ASSEMBLE

Chapter 2

To Dismantle
NOTE: D

It is assumed that the


governor has been removed from the prime
it
has been drained of oil.
mover and that

1.

Remove top cover and any further housings and linkage (refer to relevant section).

2.

Remove the speed setting mechanism (refer to relevant section).

3.

pilot valve assembly, ensuring that thrust bearing (204) does not fall
away from the assembly. Grip the valve in soft clamps and release pilot valve nut
(202) and spring carrier (203) if this operation is considered necessary (item 221, if
Lift out the

limitation mechanism is fitted). Store speeder spring (201) carefully.

NOTE: E

The pilot valve

is

easily damaged, it must therefore be handled with

great care.

4.

Remove the Starlock (206) from each flyweight spindle and press out spindle (208)
Needle roller bearings (21 O) should only be removed if they are to be replaced.

NOTE: F

Further dismantling should be carried out only if necessary.

(21 7) to vane damper (212).

5.

Release capscrew

6.

Lift of the

7.

Release the capscrews

flyweight carrier and drive spring complete. Do not remove drive spring
(213) unless this is to be replaced (refer to assembly instruction).

ball bearing

(217) securing the cover plate (211) and 0-ring(215). The


(214) and damper (211) may now be removed from rotor (205), if this

operation is considered necessary.


THE ROTOR SEGMENTS MUST NOT BE REMOVED FROM THE ROTOR AS THE
ROTOR IS MACHINED TO SPECIAL DIMENSIONS AFTER THEY HAVE BEEN
FITTED.

To Inspect
1.

Inspect the pilot valve and bore of the rotor for scoring or high spots. The valve
should be a sliding fit in the rotor. Check the pilot valve for truth (it must be true to
within (0.005 mm). Ensure that it is undamaged and that all lands
are free from
The
land
should
be
control
burrs.
clean, sharp edge, but other
i.e. the middle land

lands should be slightly radiused.

42

2.

Check the speeder spring and rotor drive spring for serviceability.

3.

Check the flyweight spindles for wear.

4.

Check the flyweight spindle needle roller bearings, ball bearings and thrust race for
cracks and indentations and the balls for pitting and flaking.

5.

Inspect the governor flyweights for freedom of movement and ensure that the
flyweight toes have not worn flat.

6.

Ensure that the splines at the lower end of the rotor are not

damaged.

To assemble
NOTE: G

Ensure that all components are completely clean and free


from burrs.

rotor ball bearing (214) into position in the rotor.

1.

Press

2.

Position vane

damper (212) with the mark "X" to coincide with mark in the rotor
head and using new O-ring (215), fit cover plate. Position cover plate and secure
with capscrews. Ensure that the vane damper does not rub against the cover plate.

3.

Fit drive spring/carrier assembly to the rotor head, ensuring that drive spring (213)
enters the correct hole in the rotor (205). Carrier (219) and vane damper (212)

are

both marked

4.

"0". These

Secure the flyweight carrier to the vane damper with capsrews (217). If the drive
spring has been removed, position it concentrically and ensure that the permitted
movement of the flyweights is the same in either direction. Secure the drive spring
with grubscrew

5.

6.

7.

marks will coincide when both items are fitted correctly.

(218).

Fit needle roller bearings (210) to flyweights (209), the bearings should slightly
protrude the weights to prevent any side play between the weights and carrier. Enter
the spindles (208) and secure with starlocks (206).

Place thrust race (204) on pilot valve (205), screw down spring carrier
nut (202) but do not tighten down fully.

(203) and

Lightly oil valve (205) and enter it in the bore of the rotor (205). Press the thrust
race (204) down against the flyweight toes and adjust on the spring carrier (203)
until the weights are vertical and the control land is exactly lapping the control port.
Tighten nut (202) (or 221) to lock spring carrier (203).

43

Key to the numbers:


Fig. III (1100/4G)
Rotor assembly

Item

Part no.

Description

201.
202.
203.
204.
205.
206.
207.

1100G3055A
11 00G3008

Speeder spring

1x

Nut

1x

11 OOG 3023

Spring carrier

1x

670G 5045
RS1 50- 1 6

Thrust bearing

1x

Rotor/pilot valve

1x

900G

Starlock

208.

210.
211.
212.
213.

214.
215.
216.
217.
218.

219.
220.
221.
224.
225.

5042

Quantity

4x

ST314006
700G 006A
00 25328

Capscrew (M3

1100G 3022

Cover plate
Vane damper
Drive spring
Bearing

1100G 3020
700G 111 A
700G 5357
630G 5056

830G 5039/01
ST314005
ST314404
11 OOG 3021
11 OOG

3064

Spindle

Needle roll. Bearing

1x

1x
1x

2x

6)
Grubscrew (M3 x 8)
x

Weight carrier
Weight
Capscrew

1 800G

Top gov. weight

Recommended spares are:


!~m:

204,206,207,208,210,214,215,216,217,218

Remark:

The pilot valve should not be ordered as

a separate
(205)
pilot
valve
item. Order rotor and
as one unit.
RS
assembly
150-16)
(=

44

2x
4x
1x

O-ring
Spring washer
Capscrew (M3

2x

1x

(Not applied)
ST314029

022

8)

8x
1x
1x

2x
4x
2x

221.-,
201

r
~...~.'

~\

202
203

22S-V

220-----,,~.
~

I
.t)

210-V'

l,.

20l.

i~210

C- t217
:
1..'"

225

~:O
~W

211~210

205

RG1IT*C*1100/I.G ROTOR ASSEMBlY


GCM!mOl' rotor, plio! \IOiveond flyweghts.

SECTION 300/500

GOVERNOR HOUSING ASSEMBLY


FIG. IV *Al
Droop Mechanism
*

FIG. IV *C2*
Common Parts
FIG. IV *E*
Output shaft "R" and Speed Stops "L"

For 11 02V-4G-34R Series Governors

Chapter

Contents

GENERAL DISCRIPTION
TO DISMANTLE, INSPECT AND ASSEMBLE
SETIING UP PROCEDURE OUTPUT AND DROOP
SCALES

2
3

46

Chapter 1

GENERAL DISCRIPTION

(Use Fig. * A 1 *, *C2*, *E* simultaneously)

The casing assembly (Fig. IV) is secured to the governor drive base assembly (Fig. I) at its
lower end and the speed setting mechanism forms a cover (Fig. VI) at its upper end. Within
the governor casing are the governor flyweight/rotor governor power piston (Fig II).
The shutdown mechanism (Fig. V) is mounted on a detachable plate fitted to the governor
casing, the shutdown housing (538) being secured to the governor body).
The casing encloses the accumulator piston (360) and spring (372) which acts as a releif
valve in the oil system, the piston being closed in the casing by plug (358). With the drive
base secured at its lower end, the casing (345) forms a reservoir for the operating oil, the
level being indicated by a sight glass (365) fitted into the casing wall.

The output shaft (325) is carried in bushes (328) which are carried in bush sleeve (329).
The power piston lever assembly (322) which is clamped to the output shaft by capscews
(319) transmits the torque, exerted by the power piston, through key (326) to an external
lever, fitted to the output shaft. Link (307), connects output shaft to droop lever (302). The
droop lever is connected to the upper spring carrier (303) by pin (301), washer (304) and
split pin (305).
The droop mechanism, carry a droop adjusting rack (311) and associated components
(312 to 315) in output lever (322). The rack assembly meshing with shaft (335) passing
through droop scale shaft (336) which is carried in bushes (328) and sleeve (329). Knob
(339) controls the amount of droop and is splined to shaft (335). The droop lever (302) is
connected to the speed control shaft (350) through a swivel pin (334) with washer (304)
and splitpin (305) by lever (343). The speed stop levers (351) are splined to one end of

speed control shaft (350) and retained to the shaft by circlip (352). The governor
maximum and minimum speed is controlled by stop screws (347) and locking nuts (346).

47

TO DISMANTLE, INSPECT AND ASSEMBLE

Chapter 2

To Dismantle

NOTE: A

assumed that the governor has been removed from the prime
mover and that is has been drained of oil. When dismantling the
It is

basic governor, it will be necessary to refer to sections covering the


various assemblies enclosed within the governor casing. These

sections are listed at the beginning of the instruction manual. It is


also recommended that careful reference is made to the instruction
manual for the prime mover with particular regard to the fuel

pump control linkage connections to the governor.

2.

Remove speed stop levers (351) after having carefully marked their exact
positions (refer to Fig. IV)
Remove the top cover and disconnect speed

contrallinkage (343) and (622), if

speed setting is motorised or manually operated (see Fig. VI).

3.

Remove shutdown mechanism (Fig. V) by releasing the 8 capscrews securing the


shutdown mechanism mounting plate.

4.

Remove splitpin (316), washer (357) and pin (317) from power piston stem (see
Fig. IV).

5.

Remove splitpin

6.

(305), washer (304) and withdraw pin (306) fram link (307).

Remove droop lever (302), speeder spring (refer to Fig. III) and upper spring
carrier (303). If further dismantling is necessary, carry out operations 6 (I) and
6 (II) as follows:

(I)
(II)

Remove split pin (305) and washer (304) from pin (334) at appropriate
end of lever (343).
Remove lever (343) from speed setting shaft (350) and withdraw shaft.

7.

Remove governor rotor, flyweights and pilot valve assembly (refer to Fig. III).

8.

Remove restrictor screw assembly

NOTE: B

(366 to 371).

Before restrictor screw (369) is removed from housing (368) first


screw it in, carefully noting the number of turns necessary to firmly

seat the restrictor screw (369). Then extract restrictor screw (369)
from housing (368).

9.

Remove governor drive base complete with governor body, power piston and oil
pump assembly (refer to Fig. 1 & II).

48

(Removal of output lever)


1 O.

Turn output shaft (325) until capscrew (319) and its spring washer (321) can be
removed. Release capscrew and spring washer clamping droop shaft (336) and
remove the shaft complete. Remove screw (310) and extract droop adjusting
slide (315), droop adjusting rack (311) and shims (312 and 313). Carefully
preserve the shims. Release clamping capscrew (319). Push output shaft (325)
inwards until key (326) is clear of the lever, rotate the shaft and extract the key.
Withdraw the shaft, extract the output lever and remove power piston links (318).
Remove pins (320) in the output lever only if there is evidence of wear. Release

(340) and remove knob (339) complete with droop indicator (338), slacken
grubscrew (342) and remove droop indicator (338).
nut

Place the governor casing under a suitable press and apply sufficient pressure to
retain plug cover (358) securely in position whilst capscrews (356) are released
(a special tool is available on request). Carefully release the pressure on the

11.

cover and remove accumulator piston (360) and spring (372).

(327) and

12.

with bushes (328) only


if their replacement is necessary. If they
are to be replaced remove the grubscrew
(323) locking the bush sleeves.

13.

Slacken grubscrew (323) in casing and extract bush

Extract oil seals

NOTE: C

bush sleeves

(329) complete

(349)

if necessary.

This governor can be "handed" i.e. the output shaft and speed
setting can be fitted to either side of the governor as required by

the particular application. Droopscale (337) in this case is left


"I" handed.

To Inspect
1.

Examine all springs for distortion and fatigue.

2.

Examine all bushes of wear.

3.

Check the output shaft seals for damage and wear.

4.

Check all swivel pins for excessive wear and their relevant holes in the linkage
for wear.

5.

Examine all splines and serrations for wear and damage.

6.

Examine the taper of the restrictor screw for wear.

7.

Ensure that all components

are scrupuously clean before assembly.

49

To Assemble
1.

Fit speed control shaft

(349) into

casing and secure with grubscrew

(323) if

removed.

2.

Press in bush sleeves

seals (327) into

3.

(329) complete

with DX bushes

(328) together

with oil

casing (345). Do not secure sleeves with grubscrews (323) yet.

(372) into accumulator

piston bore (ensure that spring


and place piston (360) over spring
(372). Position plug cover (358) and new joint (359) on piston and apply
sufficient pressure to enable the capscrews (356) and spring washers (321) to be

Insert accumulator spring

is seated properly

in recess of casing casting)

tightened down.
(Fitting the output lever)

4.

output lever (322) between the bush bosses and re-position sleeves
(329) if side clearance is too much. Secure sleeves with grubscrews (323). Insert
output shaft (325) through the governor casing and lever. Fit Woodruff key (326)
Position

and draw shaft outwards until its end is flush with the lever. Fit clamping
capscrew (319) and spring washer (321) but do not tighten capscrew. Assemble
droop slide (315) to lever and fit capscrew (310). Fit shims (312 and 313) and
droop adjusting rack (311). Fit link (307) with pin (308) and wavey washer
(309), if removed. Insert assembled droop scale shaft (336) and droop adjusting
shaft (335) through the governor casing and lever, ensuring that the droop
adjusting shaft meshes correctly with the droop rack (311). Fit clamping
capscrew (319). Fit droop indicator (338) but do not tighten grubscrew (342).
Fit knob (339) and locknut (340) and spring washer (341), but do not tighten
locknut.

5.
6.

Fit the governor drive base/pump/body assembly to governor casing.

(368)

with new o-ring (367) and dowty washer (366)


to governor casing. Ensure that the end of restrictor screw housing (368) locates
correctly in the appropriate hole (and in line) with the governor body (see dotted

Fit restrictor screw housing

part in Fig. II). Fit two new o-rings (367) to restrictor screw (369) and screw
restrictor screw in housing (368) to firmly seated position and screw the noted
number of turns back. Fit cover (371) with new o-ring (370).
7.

8.

Fit

governor rotor/flyweight assembly.

Fit droop lever (302) speeder spring (refer to Fig. III) and
upper spring carrier
(303). If the assembly was dismantled further proceed as follows:

(I)

Fit splitpin

(II)

Fit

(305) and washer (304) to pin (334) at end


lever (343) and speed setting shaft (350).

50

of lever (343).

9.

(317) to links (318) and power piston stem, and secure with splitpins
(316) and sufficient washers, having various thicknesses (357), to avoid too
Fit pin

much side clearance of pin (317).

10.

Fit pin

(306)

to link

(307) and

lever

(302) and secure

with split pins

(305) and

washers (304).
11.

Fit speed setting mechanism to cover or intermediate housing and link up where
applicable (refer to Fig. VII).

12.

Fit shut-down mechanism (refer to Fig.


V).

13.

Fit top cover (refer to Fig. VI).

14.

Fit governor to prime mover and fill with oil to indicated oil level mark on sight
glass (365). Connect control linkage between governor and prime mover (also

refer to instruction

15.

manual for prime mover for details of fuel control linkage).

Connect electrical connections of motorised speed setting mechanism.

51

SETTING UP PROCEDURE

Chapter 3

OUTPUT AND DROOP SCALES

Output scale.
Turn scale shaft (336) to zero output when power piston is at its highest and lock
clamping capscrew (319).
Droop scale.

2.

Adjust droop knob (339) to achieve zero droop position i.e. no movement on
lever (302) when output shaft is rotated. Lock grubscrew (342) on droop
indicator (338) when zero droop position found and set. Tighten lock nut (340).

NOTE: D

4% droop equals droop scale position 60:

60 % of
(pos 2) to

a)

If

b)

If

c)

If

the output shafts total movement is used


'full load' (pos. 8).

the nominal governor speed is 1500 rev/min.


the zero droop position has been set correctly.

{ 1 % of 1500

is

15 and

52

16

60 }

from' no load'

Key to the numbers:


Fig. IV *A 1 * (11 00/4G)

Housing assembly

Droop mechanism right build


Item

Part no.

Description

104.

1100G 3380
700G 155B
700G153
11 00G036A

(see Fig. "

30l.
302.

Quantity

Pin

1x

Lever droop
Carrier spring (upper)

1x

4x
4x
1x

303.
304.

ST013131

305.

STO 1 3200

Washer (5 x lOx 0,8)


Splitpin (1/16" x 1/2")

306.

700G 152B

Pin

307.

700G 099

Link

308.
309.

700G 1 51

Pin droop link

1x

RS 033- 1

Wavey washer

1x

310.

ST314005

Capscrew

1x

31l.

700G 093
700G 094
700G 095

Rack droop

1x

Shim

lx

312.
313.
314.
315.
316.
317.
318.
319.
320.
321.
322.
323.
333.
334.
343.
345.
357.

1x

droop

Shim

1x

Dowel
Slide droop

2x

2x

ST314031

Splitpin (1/16" x V2")


Pin for links (long)
Link pair (power piston)
Capscrew (M5 x 20)

11 OOG 1 4 1 9

Pin

2x

830G 5039/03

Spring washer (M5)


Lever output

3x

Grubscrew (M5 x 6)
Capscrew (M5 x 16)

6x

ST010601

1100G 995
ST013201
11 OOG 11 05
11 OOG 1 4 1 3

1100G 3030 P1
ST314423
ST314030

1x

11 OOG 11 08 P 1

Pin lever

1100G 3138 P1

Lever speed control


Casing
Washer (6,7 x 14 x 1,6)

11 OOG

3003

STO 1 31 01

Recommended
Items:

lx

(short)

lx
1x

2x

lx
2x
1x

lx
lx
2x

spares are:

301,304,305,306,310,312,313,316,317,318,319,
320,321,323,333,357.

Remark:

Item

318

is

pair of links, do order them separately.

53

l:lT316
~'@)
ffl.

~~

319

321

;
:

310

f:
I

:
301

3C5

304

309

305-,

323

I
I

; ;

304----., \

'.....r

J.....

314

312
'

313

,J

307
306

I/~~:
I,
I

/;4@j.,

i~@1
\

305

'~"l
'V:'Qj,
~
~
V

311

304

"

~~~
~

"-

315

320
322

302

333

303

321

304

04

305

343

334
345
I)!
,

():
~

FIG TIZ*AI*IIC'O/4G

HOUS! NG

~s::nA8LY

CRCCP MEa-IANISM
(Left Side )

Key to the numbers:


Fig. IV

*C2* (11 00/4G)

Housing assembly

Common parts
Quantity

Item

Part no.

Description

32l.

830G 5039/03

Spring washer (M5)

4x

332.
348.
356.

1100G 058A
ST314444

Joint

lx

ST31 4029
11 OOG 3031

Screw

Cover accumulator

lx

359.
360.

11 OOG

Joint

1x

1100G 039

Piston accumulator

lx

36l.

93G3

362.
363.
364.

730G 5047

Nameplate
Screw-self tapping

ST036620

Dowty washer (1" BSP)

4x
2x

RS 056-2

Indicator

2x

365.

RS 056- 1

Sightglass

2x

366.
367.

ST036610
ST036703

3x

368.
369.

RS 1 50-5

Dowty washer (3/8" BSP)


O-ring (4,47 x 1,78 mm)
Housing restrictor

RS 1 50-4

Restrictor

370.

ST036714

O-ring (18,72

37l.

RS 1 50-6
11 OOG 040

Cover restrictor
Spring accumulator
Plug (1/8" Brass)

1x

Dowty washer (1/8" BSP)

1x

Sticker

1x

Sticker

1x

Spring accumulator

lx

358.

372.
373.
374.

376.
377.
379.

3032A

ST012501
ST036605
RS

150-9
1100G 3481
11 00G5 11

Plug (M8

(M5

8)
x

2x
4x

1 2)

2,62 mm)

Recommended spares are:


Items:

321,332,356,359,363,364,365,366,367,
370, 372, 373, 374.

55

1x

1x

lx
lx
lx
lx

lx

332
I

1:\

348
1:\

371

I
376
/1I

365

/
/

368

I
!
/
/

/
/
/

369
!
I

'- "-

361

372

'"-

'-..

'-..

' 'f'~
362

379

374

373

:B:J
359

~I

358

I 3~7

'G

1321

356

FIG N*C2*1100/4G HOUSING

COMMON

(For 25

and

ASSEMBLY

PARTS

34ft Ibf casing)

Key to the numbers:


Fig. IV *E*

(11 00/4G)

Housing assembly

Output shaft- Droop shaft- Speed stops (right build)


Item

Part no.

Description

323
324
325.

ST314423
1100G 1024
11 OOG 3036

Grubscrew (M5

326.
327.
328.

STOl1305

Key

0024563
740G 5147

Oil seal
OX-bush

2x

329.

Sleeve for bush

2x

330.

11 OOG 862
11 00G4 1 6

Plug

1x

335.

11 OOG

Shaft droop adjusting


shaft droop scale
Droop scale (r.h.)

lx
lx
lx

Indicator droop
Knob droop

1x

11 OOG 31 7

Quantity
x

6)

Spacer
Shaft outp. (standard)

3034
1100G 045A
11 OOG 3483R
11 OOG 3484

770G 5060

Locknut for knob

3H109

Washer (M5)
Grubscrew (M4 x 4)
Marker (scale)
Nut locking (M5)

342.
344.

11 OOG 1 1 5

346.
347.
349.
350.

ST317008
ST312029

35l.
352.
353.
354.
355.
375.

Screw stop

11 OOG

3137
11 00G31 02
11 OOG 3027

00

(M5

(M5)

20)

Bushing speed shaft


Shaft speed control
Lever stop
Circlip (3/8")

19445

11 OOG

Plate cover

ST314017

Spring washer (M4)


Screw (M4 xl 0)
Caution plate

3029
830G 5039/02
11 OOG

3480

1x

lx
lx
4x

336.
337.
338.
339.
340.
341.

ST314411

5x

lx
lx
1x

lx
1x

2x
2x

lx
lx
2x

lx
lx
8x
8x

lx

Recommended spares are:


Items:

323, 324, 325, 326, 327, 328, 337, 340, 341, 342, 346,

347,349,350,351,352,353,354,355.
Remark:

Item

337

is

left handed droop scale marked "L"

57

324

~m1

@1

125

-I

~o~

f~

337

~-342
I
i

339

'>

~-/

/'

./

'-.

",-

:>

375

354
355

HOUSING ASSEMBLY
FIG i:Z*E* 1100/4TGSHAFT
)
(Ri9ht5dd)
OUTPU
51
e
DROOP SHAFT (Left
SPEED STOP 5 (Left SIde )

SECTION 500/600
SHUT-DOWN ASSEMBLY

Fig.V*B1*
Solenoid Energise to Stop with Manual Stop Knob

For 11 02V-4G-34R Series Governor

Chapter

Contents

GENERAL DESCRIPTION AND OPERATION


TO DISMANTLE INSPECT AND ASSEMBLE

SHUT-DOWN SOLENOID

59

TO SET UP

SHUT-DOWN MECHANISM

SOLENOID OPERATED

ENERGISED TO SHUT-DOWN

GENERAL DESCRIPTION AND OPERATION

Chapter 1
Description

The solenoid operated shut-down mechanism is mounted on a plate fitted to one side of
the governor casing. The mechanism is designed to be energised to move the pilot valve

(535) to the

stop position on receipt of a shut-down signal to the prime mover. Provision is


also made to bring the prime mover to rest by operating the manually operated shut-down

knob mounted on the plate.

The mechanism comprises a bracket-mounted solenoid (518) mounted to a plate (512)


secured to the governor casing with capscrew (503) and copper washers (504). Also
forming part of the mechanism is a manually operated push button override mechanism
which when operated, transmits movement to pilot valve and sleeve assembly (537) fitted
to shutdown housing (538) and secured to the governor body by capscrews (540) and
spring washers (545).
Oilways formed in the shut-down housing connect with ports formed in sleeve (537) which
are closed by lands on pilot valve (535).Contact between pilot valve and solenoid stem is
maintained by spring (536). When the solenoid is de-energised, pilot valve (535) is held
against its stop

(534) by return spring (536).

Operation
(See the coloured drawing as well).
With the solenoid de-energised, high pressure oil from the oil pump passes through the
pilot valve (see item 32, coloured scheme) and holds the shut-down valve (15) in the
"open" position against the action of its return spring (just below item 15).
In this position, the shut-down valve

(15) permits

oil

(blue line) to flow freely between the

rotor assembly and the top of the power piston.

When solenoid is energised, pilot valve (32) is moved from the "run" position where it was
held by spring (33) to the shut-down position. This movement of the pilot valve cuts off the
supply of high pressure oil to the shut-down valve (see item 15 of coloured scheme) and
releases oil above the valve to drain (into green just below item 32).
With the sudden loss of oil pressure on the valve, its return spring moves item 15 to open
the control line (blue) from the power piston to drain (green) and shuts of the line (blue)

from the rotor assembly. The power piston then moves upwards due to the pressure (red)
beneath it and shuts down the prime mover.

60

TO DISMANTLE, INSPECT AND ASSEMBLE

Chapter 2
To Dismantle

It is not necessary to remove the governor from the prime mover or to drain the governor
oil unless further dismantling is to be carried out.

Release capscrews (503) securing the mounting plate (512) to the governor
casing and remove the plate complete with manual and solenoid assemblies.
Disconnect plug

(508)

if necessary. Release capscrews

(503) and remove

bracket (514).
2.

Release capscrew
spring (536).

NOTE:

(I)

(II)

3.

4.

(532) and remove

stop

(534), pilot valve (535) and

The length of the solenoid push rod (at the bottom end of the
rod) has been accurately measured and filed to match.
(See instructions).
The pilot valve and sleeve are fitted as an assembly and should
not be replaced separately.

Remove splitpin (502). Remove manual push button (501) return spring (505),
o-ring housing (506) and o-ring (510). Remove splitpin (516) from one end of
spindle (517), withdraw the spindle and lever (515).
Disconnect the electrical connections (520) at the solenoid. Release capscrews
(503) securing mounting (529) to plate (512) and remove mounting.
Release solenoid nut (533) securing the solenoid to mounting (529) and remove
solenoid.

NOTE:

the
necessary to dismantle the shut-down mechanism further
oil
governor should be removed from the prime mover and drained of
with
should
dismantling
following
procedure
be used
reference
and the
the
listed;
in
the
order
to
under mentioned sections
If it is

Remove top cover (Fig. VI)


Remove housing assembly (Fig's IV)

Remove shutdown housing (Fig. V)

To Inspect
All traces of old iointing must be removed form the mating faces of all covers and
housings. Ensure that all faces are free from blemishes and score marks which might
impair their oil sealing qualities.

Ensure that all oilways in the shut-down housing and sleeve are free from dirt and foreign

matter.

61

Check the pilot valve for scoring and high spots. The valve should have
its sleeve.

sliding fit

in

Check the pilot valve spring for serviceability.


Check the solenoid for continuity and insulation. Ensue that the core moves freely
throughout the coil centre.

To Assemble
Renew all joints during assembly.

1.

2.

3.

Fit pilot valve (535), sleeve (537) 'if removed' and spring (536) to housing
(538). Place pilot valve stop (534) and secure with capscrew (532).

Assemble spring (505) o-ring housing (506) and o-ring (510) over push button
(501). Fit assembly to bracket (514). Secure splitpin (502).
Pass

spindle (517) through lever (515) and secure with new split pin (517).

4.

Using new joint (513) secure shut-down bracket (514) to mounting plate (512)
with capscrews (503) and copper washers (504).

5.

Secure solenoid

(518)

to mounting

(529)

with special nut

(533) and locking

washer (not shown).

6.

(530) 'if removed' and secure with


(527), screws (524) and spring washers (526).

Fit reinforcing plate

washers

screws

(525) and spring

7.

Re-connect the electrical connections.

8.

Using new joint (541) secure mounting plate (512) to governor casing.

9.

Re-connect plug

NOTE:

If

the governor has been further dismantled, proceed as follows:


(I)
Assemble shut-down housing (Fig. V)
Fit housing assembly (Fig. IV)
(II)

(III)
10.

(508), if this has been removed.

Fit top cover (Fig.

VI)

Fit governor to prime mover and fill with oil of the recommended grade to the
centre of the sight glass.

62

SHUT DOWN SOLENOID


TO SET UP
(Refer to adjusting tool instructions RS 122-33)

Chapter 3

Only authorised engineers should use the tool set RS122-23.


The tool set consists of the following parts:

Bracket A: necessary to define

the length of the solenoid core.

Bracket B: necessary to transfer the defined length to the actual solenoid assembly.

-A measuring gauge necessary to adjust bracket

B.

slide gauge, no further tools are required. All adjustments can be done
tightening the locking collars by force of hand.
Besides

by

The solenoids are designed and used with a small effective stroke (1.6 mm) and if they are
disturbed in service and incorrectly re-installed such that the stroke is incorrect then failure
to operate will result.
The operating details are as follows:

1)

2)
3)
4)
5)
6)

Nominal voltage (DC)


Nominal current (mA)
Pull in volts (20oC)
Pull in volts (88OC)
Drop out volts (20oC)
Drap out volts (88OC)

24
290
13

17

48
145
26
34

Solenoids used for 220 volts DC supply have

200
35

110
64
59
79

110
145
25

14
17

31

resistance fitted in series with the

solenoid coil.

IMPORTANT:
In most of the cases, the solenoid mounting plate (512) will have been doweled to the
governor housing. Also the solenoid mounting (529) should have dowels and if not, it is

recommended to do so.
The solenoid socket assembly (507) has three pins. Two of them have red coloured wires
and they are connected to the solenoid. The third wire is white and is connected to the
governor "earth". In particular when 11 OV DC or 220V DC solenoids are used, the
"earth" of the plug (508) should be wired as well, as they otherwise represent a potential

danger to personnel.
The solenoids will need

DC supply. They will not function if AC

rectifiers or diodes.

63

is

supplied without bridge

Key to the numbers:


Fig. V *B 1 * (11 00/4G)

Shut-down assembly

Solenoid energise to stop with manual stop knob


Quantity

Item

Part no.

Description

501.
502.

1100G 3084
ST013201
ST314029
770G 5266/03

Push button assy

1x

Split pin

1x

503.
504.
505.
506.
507.
508.
509.

PC

013

1100G 3094

x 12)
Copper washer (M5)

Capscrew (M5

Spring, for push button


O-ring housing

lOx
1 Ox
1x

1x
1x

RS046-16

Solenoid socket assy


Solenoid connector

ST314006
ST036703

Capscrew (M3 x 8)
O-ring (4,47 x 1,78 mm)

4x

511.
512.

500G 243A

Joint

lx
lx

RS046-409

Mounting plate

1x

513.
514.

1100G 233A
1100G3046

Joint bracket

1x

Bracket

1x

5 1 5.

11 OOG 031 B

Lever

lx

516.
517.
518.

STO 13200

2x

1100G235

Split pin
Spindle

OD19485B

Solenoid assy

519.

(Part of 518)
(Part of 507)
(Part of 51 8)

Washer

2x

Wire (red coloured)


Spring washer
Nut selflockng

2x

510.

520.
521.
522.
523.

450753

(Part of 518)
STO 10601

2x
4x
2x

0023270
830G 5039/03

Spring washer (4BA)


Spring washer (M5)

2x

1100G231A
1100G 3047

Joint

lx

Solenoid mounting

1x

RS 012-1

Reinforcing plate
Spring washer (M3)

1x

531

830G 5039/01

532.

ST314008

533.

(Part of 518)

534.

1100G 268
(Part of 537)
700G 379A
700G 200

536.

2x

ST314017

ST019681

535.

Dowels

lx
lx

1/4")
Capscrew (4BA x
Capscrew (M4)

524.
525.
526.
527.
528.
529.
530.
.

(24V)

1x

537.
1100G 3054
538.
11 OOG 237A
539.
(continued)

Capscrew (M3 x 12)


Nut & locking washer
Stop (for pilot valve)

2x
2x

1x
1x
1x
1x

Pilot valve
Return spring

1x

pilot valve
Shut-down housing

1x

Joint, shut-down housing.

1x

Sleeve

1x

64

1x

*
Continued: Fig. V *B 1 (11 00/4G)

540.

54l.
543.
544.
545.
3431.

ST31

4035
1100G 228B
RS 046-6
(part of 507)

830G 5039/04
71 OG 5071
1100G3585

40)

4x

Joint, plate to casing

lx

Sticker

lx

Wire (white coloured)


Spring washer (M5)

lx
4x

Diode
Legend (not shown)

lx
lx

Capscrew (M5

Recommended spares are:


Items:

502/503/509/510/511/513/516/517/524/525/
526/527/528/531/532/539/540/541/545.

Remark:

Do not remove dowels 523.


Pilot valve cannot be ordered separately.
508 (connector) is an assembly, single parts
cannot be ordered.

65

5110

512
S11

'f

j~"..
\

~6-~

i/'~

""

~~,
--~~'."

:'0'

..

.. \

/t:.;.~~~~

........

....

....

....-....

___/

....'

""'1'
",""
",,'"

<,_,

S04

-~."
fS;)'

50'1

~'

'

310

........

.......

n:<
~

~~!.:
i~>1
I

....

)/
I
I

I
I

~50.

/~

K
I

'"

/537

5103

5~

F,q:i*S,*1100/4G

SHUUIOW H ASSEM8I.Y

(5O.EHOiD ENERGi
w.HUAL STOP

K.Ji

TO STOP

wiTH

APR. '94

SECTION 600/700
TOP COVER ASSEMBLY
Fig. VI *C*

Cover, Slipping clutch and Series Wound Motor

For 11 02V-4G-34R Series Governors

Chapter
1

Contents

GENERAL INFORMATION AND OPERATION


TO DISMANTLE INSPECT AND ASSEMBLE

GOVERNOR SPEED SETTING MOTOR

67

MOTORISED SPEED SETTING MECHANISM

(SERIESWOUND)

GENERAL DESCRIPTION AND OPERATION

Chapter 1

Description

1.

2.

The motorised speed setting mechanism is designed primarily for use in


applications where remote control of prime mover speed is desirable, i.e.
applications where speed is controlled from a distance.

in

The mechanism is mounted on top of the governor top cover and comprises a
totally enclosed gear/motor unit transmitting drive through a spring loaded
clutch to the speed setting lever via internal governor linkage. A handwheel is

incorporated

in the

mechanism for manual control of the prime mover set

speed.

3.

Seals are fitted to prevent the ingress of dirt and foreign matter into the

governor.

Operation
1

On receipt

of

signal from

remote control position, the electric motor will

rotate in either clockwise or anticlockwise direction to transmit movement to


shaft (612) causing block (622) to be raised or lowered. The horns formed on

block

(622) which engage

(350) to rotate and cause a


(201) via lever (302) and upper spring
2.

(343)

will cause the speed control shaft


change of pressure to the governor speeder spring

in the lever

(607)

carrier (303).

clockwise direction will cause the prime


mover to increase speed, whilst rotation in an anticlockwise direction will
decrease speed.
Rotation of the handwheel

in

Installation

1.

The motorised speed setting mechanism is fitted to the governor and adjusted
before leaving the factory. The only installation is that the electrical supply be
connected, making certain the voltage corresponds with the motor supplied and

that the terminals are wired as per the wiring diagram. (See Fig. VI *C1 *).

68

Maintenance
1.

Due to the totally enclosed nature and design of the speed setting motor it will
require very little routine maintenance under normal working conditions.
However, after a period of one year or 5000 hours of use, it is advisable to
check brushes and commutator for wear. The motor should be completely
replaced when the governor unit is being overhauled, normally after 20.000
hours. This repair work should be undertaken by a qualified engineer who is

familiar with this type of equipment and the associated safety procedures.
2.

The clutch assembly is contained within the handwheel knob (607). Driving
clutch plate (610) is machined in centre, to engage with the square of the motor
Igear unit output shaft and positioned inside the upper end of the speed control
shaft (612). A cork washer

(611)

is

fitted underneath the driving clutch plate

(610). Spring (609) exerts pressure on the clutch plate and is held compressed
by the cover (606). The spring force is not adjustable. The cork washer should
not be fitted dry. Oil or grease should be used to reduce some of the friction.
3.

The speed control shaft (612) is carried in bearing (618) fitted into bearing
housing (616). Capscrews (604) secure shaft (612) and housing (616) to cover
fitted to prevent end float of the
bearing. Bearing (618)
held on the speed control shaft by E-clip (619), circlip (620) and disc spring
(614). The lower portion of shaft (612) is threaded to carry speed control shaft
block (622), which engage the horns formed on the block, in the speed setting
lever, thus causing the speed setting linkage to move upwards or downwards.

(628). Spacers (617) are

is

Seals (613) and (601) are fitted to prevent the ingress of dirt and foreign matter
into the governor.

Type of Motor

Make Groschopp, 24V D.C. PM Motor.

69

IMPORTANT NOTES
Governors having 220/240V motors or 11 0/120V motors should use an earth
connection.
Electric motors, having brushes, and being used for parallel operation (i.e. a load sharing
system), should normally require little maintenance. However, if they are used in
conjunction with close frequency control equipment, then the use of synchronous motors
(brushless motors) is highly recommended.

All governors are leaving our works with the speed setting mechanism set at maximum
governor speed. The tension of spring (201) on top of the rotor assembly pushes the
assembly down to the body, thus preventing the rotor splines to slip out the driving gear

(113), which may occur as

result of rough transport.

70

Key to the numbers:


Fig. VI *C* (11 00/4G)

Top cover assembly

Quantity

Item

Part no.

Description

332.

11 OOG

058A
830G 5370/01

See Fig IV *C*

602.
603.
604.

ST314028

Capscrew (M5

85G76

Mounting Plate

ST314029

Capscrew (M5

605.
606.

RS

Motor (24V) 300: 1

1x

Capscrew

1x

Clutch sleeve
Clutch spring outer
Clutch spring inner

1x

Clutch disc

1x

Cork washer
Speed control shaft

1x

1x

V-ring seal

1x

Disc ring

1x

Bearing housing
bearing
Spacer

1x
2x

60l.

613.
614.

136-20
1100G 3145
1100G 3144
1100G 3148A
11 OOG 31 49
1100G 3143
83 OG 51 83
11 OOG 3139B
74 OG 5228/08
82 OG 5232/07

616.

11 OOG 3 1 4 1

617.

11 OOG

607.

608.
609.
610.

61l.
612.

Check seal

1x

618.
619.

3140
83 OG 5031/03
76 OG 5124

620.

72

621.

11 OOG 31

622.

11 OOG 31

623.
624.

625.

600G 052
ST036610
ST314046

Dowty washer
Capscrew (M6

628.

11 OOG

OG 5142/16
50
47

3142

1 0)

4x
1x

12)

7x

1x
1x

Bearing

1x

E-clip

1x

Circlip

(26

1,2)

1x

Joint
Block speed control

1x

Filler

1x

plug

1x

1x
x

30)

6x

Top cover

1x

RS 1 50-80

Block connector (not shown)

1x

RS136-16

Connector (not shown)

1x

Recommended spares are:


~em:

332,601,602,604,611,613,618,619,620,621,623,624,625.

Remark:

electric motor 605 is an assembly, single parts cannot be ordered. (apart from
the carbon brushes and synthetic caps).

71

_-1I

606

r-- OC61

~/',
~ I'

/"'1
'

----

././

.".;'",.........

6J3~~~
I

6J4~

I
I

616~
618~
--617
I

\'~.

1--) 6\

"d-~

'":

.m

___/ ~

'.

....',

'-

..J

1=:J.i,625
24

41)

~\Oe

;.~.:::7
'.

623-Q
~

/~~

;"

605

""

""-~
~i

628

I
I

<0'----520

f.07

6J9~

/n

612

/'

'

i9--617

I
I

~-1

..

I
I

~6()
~611 ~-

a-604
I
0

-.

-e

--"1

I~I
6.

"

'-~~
I

I
I

~
622 ---1..;I

//
/'=.:

//~

...--">'

.:.1,

',~)/V>::::-343
"'~.(/4!
......'W
<.

'::::.;;:-334
..

F1G:!Zr*C* !1OO/4G TCf'COVE:R ASSE:M8~'(

(102) COVER.
AN) SERES

SLJFRN3 CLUTCH
v.x::J..Jr.CJ

M)TCR

10

(2)

0,03mm. DIAL
\

0,05/100mm.

NO

6.

"'1

\I

r__

ALTERATION

UPDATED
UPDATED

WITH
READING

THIS CORRESPONDS

MAX. MISALIGNME NT

I DATE

1220788

1251089

25
25
25

0.05
0.1

0.2
t

10

t
t

Angles

1:1

Scale'

DESCRIPTION

12

."-...-/

13

f4'\
~

GEAR

25.00
25.0
25.00

25
25
25

0.0;

0.01

0.0(-5

A3

Size
Sheet

HOUSIN~3

Amenc:an prOfClCtlon

BASE
BODY
OILPUMP
OILPUMP

GOVERNOR
GOVERNOR
GOVERNOR
DESCRIPTION

Br.... sharp ecIges 0.1-0.3


25
25 t 05
25.0
25
25 t 1
25.0
2S
25.
25 t 2

Oate

Drewn

ITEM

ITEM

12

11

10

8
9

POST
GOVERNOR

CIRCUP
CAPSCREW
CAPSCREW

5
6
7

BAll BEARING

SHAFT

2
3

BRACKET

GAUGE

RODEN

of

:r:R-S 122

_34

Al'I"ER.
"

TION

I~

NETHERLANDS

B.V..

SURFACE TREATMENT

REGULATIUIt$ EUROPA

MATERIAL

Ham.DRIVE SHAFT
ALIGNMENT GAUGE

II

18
12

REMARKS

GOVERNORS
ONLY

M4 x
SHEET 5

M6

SHEET

SHEET 2
SHEET 3

1100_TYPE

PART NO.

RS122_34

314018

501005
1 H 185

8400 5044

RS122_ 34
RS122_34
RS 122 _34

GRAVINER
Mk 6 OIL MIST DETECTOR

INSTALLATION,
OPERATION AND
MAINTENANCE
MANUAL
59812-120-1

PROPRIETARY RIGHTS NOTICE


The information contained in this manual is the property of Kidde Fire Protection Services Limited and may not
be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or
otherwise, nor stored in any retrieval system of any nature without the express written authority of Kidde Fire
Protection Services Limited.
Copyright 2005 Kidde Fire Protection Services Ltd

Apr 05

Page i of vi

59812-120-1

TABLE OF CONTENTS
Chapter

Page

1.

DESCRIPTION AND OPERATION

1.1

INTRODUCTION

1.2

DESCRIPTION

1.3

TECHNICAL SPECIFICATION

1.4

OPERATION

1.5

SYSTEM CONTROLS AND DISPLAYS

2.

3.

4.

5.

Apr 05

INSTALLATION AND COMMISSIONING

2.1

INSTALLATION

2.2

SYSTEM CHECKS PRIOR TO SWITCHING ON

28

2.3

SYSTEM CONFIGURATION AND COMMISSIONING

29

2.4

SYSTEM OPERATION

33

2.5

TEST MENU

35

2.6

EVENT LOG

40

2.7

ENGINEER & USER MENU FLOWCHARTS

44

MAINTENANCE

55

3.1

ROUTINE MAINTENANCE

55

3.2

DETECTOR HEAD REPLACEMENT

55

3.3

DETECTOR HEAD REFURBISHMENT

56

3.4

FAN REPLACEMENT

59

3.5

CABLE REPLACEMENT

59

3.6

CONTROL UNIT PCBs

60

3.7

REPLACEMENT OF 8 ENGINE STATUS DISPLAY MEMBRANE

62

3.8

REPLACEMENT OF LCD DISPLAY

63

3.9

REPLACEMENT OF LCD DISPLAY MEMBRANE

63

3.10

DECOMMISSIONING

63

FAULT FINDING

69

4.1

69

GENERAL

SPARE PARTS

77

Page ii of vi

59812-120-1

LIST OF ILLUSTRATIONS
Figure

Title

Engine Areas of Failure

Graviner Mk 6 OMD Main Components

Typical System Congiguration

Panel Display

Relay Function Modes

Installation Drawing for Graviner Mk 6 OMD Control Unit Bulkhead Mounting 9

Installation Drawing for Graviner Mk 6 OMD Control Unit Flush Mount

Installation Drawing for Graviner Mk 6 OMD Control Unit Flush Mount Panel
Cut out Details
11

Interface PCB

36

10

Control Unit Interface Board

12

11

Power Input Cable Earth Stud

13

12

Graviner Mk 6 OMD System E9261-002 (Sheet 1 of 3)

14

Graviner Mk 6 OMD System E9261-002 (Sheet 2 of 3)

15

Graviner Mk 6 OMD System E9261-002 (Sheet 3 of 3)

16

13

Typical Mounting Position

17

14

Graviner Mk 6 OMD Detector Head Installation E3561-301

18

15

Detector Head E3561-301

19

16

Detector Cable Assemblies

20

17

Detector Cable Assemblies

21

18

Junction Box Cable Gland Components

22

19

Junction Box Cable Gland Components with Detector Cable

22

20

Junction Box Cable Gland Components in Order of Fitting to Cable

22

21

Junction Box Cable Gland Components Fitted to Detector Cable and


Screen Made Off

22

22

Junction Box Installation

24

23

Cable Screen Terminations

25

24

Engine Connection Details (Sheet 1 of 2)

26

Engine Connection Details (Sheet 2 of 2)

27

25

Junction Box External Connections Label

28

26

Smoke Detector

31

27

Smoke Test

31

28

Hyperterminal Screen

41

28

Connection Description Screen

41

Apr 05

Page

Page iii of vi

10

59812-120-1

LIST OF ILLUSTRATIONS (continued)


Figure

Title

30

COM1 Properties Screen

42

31

Hyperterminal Screen

43

32

Event Log Connector Location

44

33

Base Fixing Screw Removal

56

34

Cable Disconnect

56

35

Screw Removal

57

36

Base Moulding Seal

57

37

Pulling Tool

57

38

Fan Removal

58

39

Cleaning Light Guide

58

40

Control Unit PCBs

61

41

Control Unit PCBs

61

42

Interface PCB

64

43

Main Control Processor PCB

65

44

Eight Engine Status Display PCB

66

45

Status Display PCB

66

46

Junction Box PCB

67

47

Junction Box - D4720-001-xx

76

48

Detector Head E3561-301

77

49

Graviner Mk 6 OMD Control Unit

78

Apr 05

Page

Page iv of vi

59812-120-1

REVISION HISTORY

Revision

Apr 05

Date

Details

Page v of vi

59812-120-1

Intentionally Blank

Apr 05

Page vi of vi

59812-120-1

CHAPTER 1

DESCRIPTION AND OPERATION


1.1

INTRODUCTION
High temperatures, in excess of 200C that occur on bearing surfaces under initial failure conditions,
can lead to a rapid generation of oil vapour. When the hot vapour contacts the relatively cooler
atmosphere of the crankcase it condenses into a fine mist, with typical particle sizes of around 0.5 to 5
microns in diameter. When the density of these particles reaches between 30 to 50 mg/l (Milligrams
per litre), depending upon the type of oil, an explosive condition exists.

Figure 1: Engine Areas of Failure


A fire or explosion needs three constituents: fuel, oxygen and an ignition source. Remove one of these
and no explosion will occur. Similarly, within the crankcase, the three constituents which could cause
an explosion are air, oil mist and an ignition source, the "hot spot". Using optical measuring
techniques, oil mist density can be measured at levels as low as 0.05 mg/l and give early warning of a
rise in oil mist density.

Apr 05

Page 1 of 84

59812-120-1

Oil Mist Detection (OMD) techniques have been used to monitor diesel engine crankcases for potential
explosive conditions and early detection of bearing failures. The systems available rely mainly on
analysing the optical density of oil mist samples drawn from the crankcase compartments, through
pipes to the detector. While these systems proved successful in the past, engine design has improved
significantly over the years and oil mist detection techniques have improved substantially to maintain
adequate protection.
The Graviner Mk 6 OMD provides the following benefits:
Multi engine capability - up to 8 engines on a single system.
Suitable for both 2 stroke and 4 stroke engines.
Elimination of sample pipes - reduced installation costs.
Significant reduction in scanning time - 1.2 seconds for a system of 64 detectors.
Relocating system controls and display to the safety and comfort of control room

Control Unit

Junction Box

Detector

Figure 2: Graviner Mk 6 OMD Main Components

Apr 05

Page 2 of 84

59812-120-1

1.2

DESCRIPTION
The system comprises three main components (refer to Figure 3):
Detectors
Engine Junction Boxes
Control Unit
The Graviner Mk 6 OMD system can comprise up to 64 detectors directly mounted on the crankcases
of up to 8 engines, allowing both main propulsion and auxiliary generators to be monitored at the same
time.
Each detector communicates electronically over a serial data link via the engine mounted junction box
with the control/display unit which is designed to be mounted within the Engine Control Room. This
eliminates the need to enter the machinery space in alarm conditions.

Figure 3: Typical System Configuration


1.3

TECHNICAL SPECIFICATION
Detector
Mounting

inch BSP

Enclosure Rating

IP65

Address Switch

2 x 10 position (0 to 99)

Indicators

Green

Detector On

Red

Alarm

Amber

Detector Fault

Electronic Replaceable Micro-Fan

Apr 05

Power Consumption

2.8 W

Temperature Rating

0 - 70 C

Height

175 mm

Width

90 mm

Length

205 mm

Weight

0.6 kg

Inlet/Outlet Pipe 0 - 100 C

Page 3 of 84

59812-120-1

Junction Box
Enclosure Rating

IP65

Max detector inputs

14

Fuse Rating

4.5 A

Power Consumption

Zero

Temperature Rating

0 - 70 C

Dimensions
Height

160 mm

(110 mm mounting centres)

Width

260 mm

(240 mm mounting centres)

Depth

90 mm

Weight

2.3 kg

Control Unit
Enclosure Rating

IP32

Scanning Time

1.2 seconds for 64 detectors

Max No. of detectors

64

Max No. of engines monitored

Power Supply

24 V dc (+30% -25%)

Protection

Self Re-settable fuse inside panel

Insulation

Flash tested to 2000 V for 1 minute

Power Consumption

5.2 W

Temp Rating

0 - 55 C

Dimensions
Bulkhead Mounted:

Panel Mounted:

Height

250 mm (270 mm mounting centres)

Width

500 mm (445 mm mounting centres)

Depth

118 mm

Height

309 mm

Width

559 mm

Depth

118.5 mm

Weight

7 kg

System Outputs:

Volt-free change over contacts rated at 30V dc1A

Main Alarm

1 set (energised during normal operation)

Fault Alarm

1 set (energised during normal operation)

Engine Slow Down

8 sets, 1 set per engine (De-energised during normal operation)

Alarm Ranges

Average 0.3 mg/l to 1.3 mg/l


Deviation 0.05 mg/l to 0.5 mg/l

Apr 05

Page 4 of 84

59812-120-1

1.4

OPERATION
The Graviner Mk 6 OMD retains the long established differential measuring system unique to Kidde
Fire Protection, which enables high sensitivity to be used while maintaining the maximum false alarm
rejection. It still uses optical sensing, but light scatter instead of obscuration. This enables very small
detectors to be used. These are rugged and are designed to be engine mounted using standard oil
mist detector ports. As they each have their own means of sample acquisition no sample pipes are
required. Multiple internal light sources ensure that a single failure will not cause the loss of a detector.
Modular construction means that a faulty detector can be replaced in a matter of minutes.
Each detector continually monitors the oil mist density in the crankspace to which it is connected. In
addition, it self checks for any internal faults. The control unit interrogates each detector in turn, notes
its address and the oil mist density value.
For each engine the average oil mist density is calculated and stored. Each detector signal is then
compared in turn with the stored average. A positive difference (the deviation) is then compared with a
pre-set, but adjustable reference (the deviation alarm level) for that engine (or detector). If it is greater
than the reference a deviation alarm is given.
The stored average level is also compared with a preset reference (the average alarm level) and an
average alarm is given if the reference is exceeded.
A full system has a maximum scan time of 1.2 seconds, but with alarm priorities that enable the system
to respond if an alarm occurs.
The Control Unit separates the information according to engine groups.
The Control Unit incorporates a Liquid Crystal Display (LCD). The Main Display constantly displays the
average oil mist density reading for each engine along with both the average and deviation alarm
levels for each engine. It also enables the individual readings of each detector on an engine and the
average to be displayed on demand and automatically under alarm conditions.
In the interest of safety, all system controls and alarm displays/outputs are located on the control unit.
However to aid fault finding each detector is fitted with 3 indicator lights:
Green

- Power on

Red

- Alarm

Amber

- Fault

Each detector also has an access to its address set switches.


As all detectors operate independently, the loss of one by either failure or the need to clean does not
affect the operation of the rest of the system. Individual detectors, or engine groups, can be isolated
from the rest of the system for maintenance while the rest of the system remains in operation.
1.5

SYSTEM CONTROLS AND DISPLAYS


The software is menu driven and provides a logical route to all functions. It has three operating levels:
User
Engineer
Service
The User level is essentially for read only interrogation only and does not allow any adjustments to be
made to alarm settings or system configuration.
The Engineer level is password protected and allows access to most functions and the full range of
settings. When selected, a prompt for a password will appear. Enter 012345 then press the  key.
The Service level is also password protected (different from the engineer menu) and allows access to
all functions. This is only available to authorised Kidde Fire Protection personnel and authorised
service agents.

Apr 05

Page 5 of 84

59812-120-1

1.5.1

Controls
THE ACCEPT KEY resets the main alarm relay, silences the internal sounder. The display will
then enter the individual engine display for the engine(s) in alarm. If there
is more than one engine in alarm the display will scroll between engines.
THE HOLD KEY

holds the display for 15 seconds.

THE RESET KEY

resets all alarms, faults and returns the system to normal.

THE TEST KEY

enters the test menu at User level functions only.

The ENGINE DISPLAY control calls up the individual engine cylinder readings and the
average. It also displays the deviation and average alarm settings. The cursor keys allow each
engine in the system to be displayed in turn.
The MAIN DISPLAY key always returns the display to this page from anywhere in the
software.
The MAIN MENU key allows access to all the USER, ENGINEER and SERVICE menus. At
the bottom of each displayed page the active navigation keys for that page are shown.
The MAIN DISPLAY and MAIN MENU keys allow fast return to the normal display or the main
menu from anywhere in the software. If this function is carried out from a password protected
area ie ENGINEER or SERVICE menu, then a RESET must also be carried out.
The keypad keys are:
T
S
W
X

Cursor down
Cursor up
Cursor left
Cursor right
Quit page
Enter
Main Alarm Indicators

Main LCD

Quit

Enter

Engine Alarm Indicators

Cursor Navigation Keys


Figure 4: Panel Display

Apr 05

Page 6 of 84

59812-120-1

1.5.2

Operation of the navigation keys is accompanied by an audio signal.

1.5.3

Main LCD Display


This provides visual access to all the data required to operate the system and displays the
software pages for system configuration and fault analysis. On the main display and the
engine display, the left hand vertical scale shows oil mist density in mg/l. In addition the main
display shows the average alarm setting for each engine.
On the engine display, both the deviation alarm(s) and the average alarm settings are
displayed. Under normal operating conditions, the main display page shows the average oil
mist density for all engines and the relevant average alarm settings. It also shows the time,
the date and NORMAL.

1.5.4

Engine Alarm Indicators


Each of the eight engine alarm indicator sets show the status of that engine ie. ALARM,
FAULT and ISOLATE. This display is designed to be a backup to the main LCD.

1.5.5

Main Alarm Indicators


The light display consists of alarm indicators for all individual alarm, fault and isolate
conditions. Its function is to provide back up indication in the unlikely event of the loss Enter
of the
main LCD display.

1.5.6

Alarm Outputs
The Control Unit has the following relay outputs:
Main Alarm.

1 set of volt free changeover contacts.


Operate on any Average or Deviation alarm from any of the 8 possible
engines.

Engine Slow down.

8 sets, 1 per engine.


Operation when the correlating engine has either on Average alarm or
Deviation Alarm.

Fault Alarm.

1 Set of volt free contacts.


Operate on any system fault.

All relays are rated 30 V DC 1 Amp. All relays can be tested for operation in the Test Menu.

Apr 05

Page 7 of 84

59812-120-1

When Power
Source is OFF

Power is On and
in normal
Monitoring Mode

Power is On and
Fault was
detected

Power is On and
Engine 1 Oil Mist
Alarm was
detected

Figure 5: Relay Function Modes

Apr 05

Page 8 of 84

59812-120-1

CHAPTER 2

INSTALLATION AND COMMISSIONING


2.1

INSTALLATION
2.1.1

Control Unit
The Control Unit is designed for either bulkhead or flush mounting, and must be installed in a
control room or similar environment.
For bulkhead mounting fix to a rigid structure using the four M6 mounting flanges at the rear of
the unit.
For flush mounting a bezel, part number 35100-K187 can be supplied (refer to Figure 8).
The position of the control unit must be sited for optimum visibility of the display. Sufficient
space must be left around the control unit to allow the fitting of glands and routing of the
cables, and to facilitate easy access to all aspects of the control unit. A minimum of 500 mm
must be allowed at the front of the control unit to allow the door to be opened.

118
500

40

445
4 HOLES
7.0 DIA

298
270
250

72.5
97.5

50

50
50

50
50

50

50
50

50

50
50

3.0
30.5

ALL DIMENSIONS IN mm

Figure 6: Installation Drawing for Graviner Mk 6 OMD Control Unit Bulkhead Mounting

Apr 05

Page 9 of 84

59812-120-1

ALL DIMENSIONS IN mm
559
500

309

250

72.5
97.5

50

50

50
50

50

50

50

50

50
50

50

118.5
40

298

3.0
30.5

Figure 7: Installation Drawing for Graviner Mk 6 OMD Control Unit Flush Mount

Apr 05

Page 10 of 84

59812-120-1

ALL DIMENSIONS IN mm

519.5

13

129.5

429.5

28

37.5

43.5

4 HOLES 6.0 DIA


124.5

184.5

265.5
281

296

271.5
309.5

20.5

559

515.5
531

28
43.5

Figure 8: Bezel 35100-K187


510
ALL DIMENSIONS IN mm
300

105

260

24

4 HOLES 8.0 DIA


424

11.5

283

293.5

16.75

19
472
NOTE; CUTOUT TO FIT BEZEL 35100-K187

Figure 9: Installation Drawing for Graviner Mk 6 OMD Control Unit Flush Mount Panel Cut Out Details

Apr 05

Page 11 of 84

59812-120-1

2.1.2

Control Unit Wiring


The +24 V dc and 0 V dc power input cables for the Control Unit should be terminated onto
terminal block TB5.
Note the earth wire must be connected onto the earth stud on the side of the control box. See
Figure 11.
Note all terminations should be made using crimped wires.

TB1 Individual
Engine Alarm
Slowdown Output
Relays

TB3
Main
Alarm

TB4
System
Fault
Relay

+24 V
TB5
dc
Supply
Input

TB2
Engine TB2 Individual
Engine
Back-up
Alarm Communication
Serial inputs
inputs

0V

TB6 dc Detector
Supply Output

Figure 10: Control Unit Interface Board

Apr 05

Page 12 of 84

59812-120-1

Earth Stud

Figure 11: Power Input Cable Earth Stud


2.1.3

Communication & Power Cable from Control Unit


The cable from the Control Unit to each junction box should be of the following types:
Power Cable:
2 Cores + Earth , CSA 2.5 mm2 (50/0.25 mm), flexible stranded bare copper
conductors, low smoke halogen-free insulation, cores laid up, braided screen, low
smoke halogen-free sheath - grey outside diameter 9.8mm, operating temperature
0 C to + 80 C
Comms Cable:
2 Twisted low capacitance pairs, 24(7) AWG tinned copper conductors, foam
polyolefin insulation, each pair foil screened with a tinned copper drain wire, low
smoke halogen free sheath - grey, outside diameter 8.1 mm, operating temperature 0
C to 70 C
Supplier -

FS cables
Order code 2402PIFFH or similar.

Cable screens must be connected to the metal glands of the Control Unit and
terminals of TB9 within the junction boxes, see Figure 24.

Apr 05

Page 13 of 84

59812-120-1

ENGINE ROOM

ENGINE ROOM
MAX 14 OFF DETECTOR HEAD CABLES

MAIN ENGINE
WITH A MAX OF
14 DETECTORS FITTED
(SEE NOTES 3 & 4
ON FIGURE 13)

POWER CABLE
JUNCTION BOX 1
COMMS CABLE
MAX 14 OFF DETECTOR HEAD CABLES

AUX ENGINE
WITH A MAX OF
14 DETECTORS FITTED
(SEE NOTES 3 & 4
ON FIGURE 13)

POWER CABLE
JUNCTION BOX 2
COMMS CABLE
MAX 14 OFF DETECTOR HEAD CABLES

AUX ENGINE

POWER CABLE

(AS ABOVE)

JUNCTION BOX 3

COMMS CABLE

MAX 14 OFF DETECTOR HEAD CABLES


AUX ENGINE

POWER CABLE

(AS ABOVE)

JUNCTION BOX 4
COMMS CABLE
MAX 14 OFF DETECTOR HEAD CABLES

AUX ENGINE

POWER CABLE

(AS ABOVE)

JUNCTION BOX 5

MK6 CONTROL PANEL

COMMS CABLE

MAX 14 OFF DETECTOR HEAD CABLES

AUX ENGINE

POWER CABLE

(AS ABOVE)

JUNCTION BOX 6

EXTERNAL
24 V DC

COMMS CABLE
MAX 14 OFF DETECTOR HEAD CABLES

SUPPLY
INPUT

AUX ENGINE

POWER CABLE

(AS ABOVE)
JUNCTION BOX 7

COMMS CABLE

MAX 14 OFF DETECTOR HEAD CABLES

AUX ENGINE

POWER CABLE

(AS ABOVE)

PART No.
E3561-301
53856-K170
D4720-001-01-16
43682-K108-00
43682-K108-01
43682-K108-02
43682-K108-03
43682-K108-04
43682-K108-05
43682-K108-06
43682-K108-07
43682-K108-08
43682-K109-00
43682-K109-01
43682-K109-02
43682-K109-03
43682-K109-04
43682-K109-05
43682-K109-06
43682-K109-07
43682-K109-08

JUNCTION BOX 8

EQUIPMENT LIST
DETECTOR
MK 6 OMD DETECTOR HEAD
MK 6 CONTROL PANEL
MK 6 JUNCTION BOX
CABLE ASSY SKT - 5 m , LONG, DETECTOR HEAD
CABLE ASSY SKT - 7.5 m , LONG, DETECTOR HEAD
CABLE ASSY SKT - 10 m , LONG, DETECTOR HEAD
CABLE ASSY SKT - 12.5 m , LONG, DETECTOR HEAD
CABLE ASSY SKT - 15 m , LONG, DETECTOR HEAD
CABLE ASSY SKT - 17.5 m , LONG, DETECTOR HEAD
CABLE ASSY SKT - 20 m , LONG, DETECTOR HEAD
CABLE ASSY SKT - 22.5 m , LONG, DETECTOR HEAD
CABLE ASSY SKT - 25 m , LONG, DETECTOR HEAD
CABLE ASSY 90 DEG SKT - 5 m , LONG, DET HEAD
CABLE ASSY 90 DEG SKT - 7.5 m , LONG, DET HEAD
CABLE ASSY 90 DEG SKT - 10 m , LONG, DET HEAD
CABLE ASSY 90 DEG SKT - 12.5 m , LONG, DET HEAD
CABLE ASSY 90 DEG SKT - 15 m , LONG, DET HEAD
CABLE ASSY 90 DEG SKT - 17.5 m , LONG, DET HEAD
CABLE ASSY 90 DEG SKT - 20 m , LONG, DET HEAD
CABLE ASSY 90 DEG SKT - 22.5 m , LONG, DET HEAD
CABLE ASSY 90 DEG SKT - 25 m , LONG, DET HEAD

POWER CABLE

COMMS CABLE

2 CORES + EARTH, CSA 25 mm2 (50/0.25 MM)


FLEXIBLE STRANDED BARE COPPER CONDUCTORS,
LOW SMOKE HALOGEN FREE INSULATION,
CORES LAID UP, ALUMINIUM/POLYESTER FOIL
PLUS A TINNED COPPER BRAID.
LOW SMOKE HALOGEN FREE SHEATH - GREY
OUTSIDE DIAMETER 9.8 mm.
OPERATING TEMPERATURE 0 TO 80 oC
SUPPLIER - FS CABLES, ORDER CODE 42302503 OR SIMILAR.

COMMS CABLE

2 TWISTED LOW CAPACITANCE PAIRS 24 (7) AWG


TINNED COPPER CONDUCTORS.
FOAM POLYOLEFIN INSULATION, EACH PAIRFOIL SCREENED
WITH A TINNED COPPER DRAIN WIRE.
LOW SMOKE HALOGEN FREE SHEATH - GREY
OUTSIDE DIAMETER 8.1 mm.
OPERATING TEMPERATURE 0 TO 70 oC
SUPPLIER - FS CABLES, ORDER CODE 2402PFFH OR SIMILAR.

Figure 12 (Sheet 1 of 3): Graviner Mk 6 OMD System E9261-002

Apr 05

Page 14 of 84

59812-120-1

CONT.
ON
SHEET
3

NOTES:
1 ALL CABLE SCREENS TO BE EARTHED
USING METAL CABLE GLANDS EXCEPT
FOR WHERE NYLON GLANDS ARE
SPECIALLY FITTED.
2 CABLE ENTRY KNOCKOUTS ON THE
MAIN CONTROL PANEL ARE SUITABLE
FOR M20 CABLE GLANDS
3 AMAXIMUM OF 14 DETECTORS CAN
BE FITTED TO ONE JUNCTION BOX
4 A MAXIMIUM TOTAL OF 64 DETECTORS 5 LAST DETECTOR ON EACH ENGINE
CAN BE CONNECTED OVER EIGHT
MUST HAVE END OF LINE (EOL)
JUNCTION BOXES FOR ONE CONTROL CONNECTIONS TERMINATED ON TO
PANEL
TB10

Figure 12 (Sheet 2 of 3): Graviner Mk 6 OMD System E9261-002

Apr 05

Page 15 of 84

59812-120-1

LAST
DETECTOR (14)

DETECTOR 1

See Note 5

FROM
SHEET
2

Figure 12 (Sheet 3 of 3): Graviner Mk 6 OMD System E9261-002

Apr 05

Page 16 of 84

59812-120-1

2.1.4

Detector
Each detector is mounted to an individual crankcase via a inch BSP threaded hole.
Ensure all detectors fitted to the engine are locked tightly in place by means of the lock nut
supplied.
The detector should be located at the upper part of the crankcase wall NOT in the direct line of
the oil throw. On smaller engines it is permissible to mount the detector on the crankcase door
if desired or as installation dictates.
The detector should be mounted such that any oil throw comes from above the sample pipe.

DETECTOR
DETECTOR

ENGINE ROTATION

ENGINE ROTATION

Figure 13: Typical Mounting Position


The detector must be fitted at a maximum of plus or minus 20 degrees from the vertical.
Horizontally the detector must be mounted level or with the detector body inclined towards the
engine to ensure oil drainage. See Figure 13.

Apr 05

Page 17 of 84

59812-120-1

ALL DIMENSION IN mm

Figure 14: Graviner Mk 6 OMD Head Installation E3561-301ID

Apr 05

Page 18 of 84

59812-120-1

Setting Detector Address


Correct operation of the system depends on all detector heads being correctly addressed.
This is carried out after installation (refer to Figure 14).
1. Remove the adhesive label covering the access port to the address switches.
2. Use an instrument screwdriver to set the switches.
3. The left-hand switch sets the TENS, the right hand switch sets the UNITS.

3
SWITCH WINDOW LABEL
1
LIGHTS

SWITCHES

EXAMPLE ADDRESS 13
WRITE ENGINE/
CYLINDER NUMBER
HERE

WRITE DETECTOR
ADDRESS HERE
INVALIDATE
GUARANTEE
LABEL

SAMPLE PIPE

3/4 BSP

Figure 15: Detector Head E3561-301


4. Detectors are supplied with the switches set to 00 as factory default.
5. The detector addresses must be sequential and should run in sequence from engine to
engine, ie if the last detector head on the first engine is address 08, then the first
detector head on the second engine must be 09.
NB. It is essential that if detector heads are removed for overhaul they are
returned to their original position or they are re-addressed.
6. Clean the detector head in the area around the address switches and indicator lights
with wet and dry wipes to ensure any oil or grease is removed. Attach the switch window
label so that both the switches and the indicator lights are visible.
7. The engine/cylinder number and address should be written on the invalidate guarantee
label in the position shown.

Apr 05

Page 19 of 84

59812-120-1

2.1.5

Detector Cables Assemblies


Each detector is then connected via a straight or 90 bend cable assembly to its relevant
junction box.
Ensure all cable screens are properly made off with the junction box glands.
It is recommended that all cable terminations are made using crimp terminals.
Cable Length
m

Straight Connector
Part No.

90 Connector
Part No.

2.5

43682-K108

43682-K109

5.0

43682-K108-00

43682-K109-00

7.5

43682-K108-01

43682-K109-01

10.0

43682-K108-02

43682-K109-02

12.5

43682-K108-03

43682-K109-03

15.0

43682-K108-04

43682-K109-04

17.5

43682-K108-05

43682-K109-05

20.0

43682-K108-06

43682-K109-06

22.5

43682-K108-07

43682-K109-07

25.0

43682-K108-08

43682-K109-08

SEE NOTE 3

SEE NOTE 1

8.5 DIA
SEE NOTE 4

60

SEE NOTE 3

60

74.5

69.5

ALL DIMENSION IN mm

13.5

Figure 16: Detector Cable Assemblies


Notes:

Apr 05

1.

Cable Spec 8-core screened (90 oC) Halogen free & oil resistant.

2.

Cable lengths are 'straight lengths'.

3.

Clips to be secured every 0.5 m (clips are not supplied by Kidde Fire Protection).

4.

Do not exceed the minimum bend radius as shown.

Page 20 of 84

59812-120-1

46.5

59.5

SEE NOTE 3

SEE NOTE 3

8.5 DIA

53.5
SEE NOTE 1

29
ALL DIMENSION IN mm

50

Figure 17: Detector Cable Assemblies


Pin Out Table

Apr 05

Connector Pin No.

Colour of Wire

Function

Last Detector
Function

Pink

C -out

TB10 EOL -

White

C -in

C -in

Yellow

C +in

C +in

Brown

C +out

TB10 EOL +

Grey

Alarm Backup

Alarm Back-up

Not used

Not used

Not used

Blue

0V

0V

Red

+24 V dc

+24 V

Centre

Screen

Page 21 of 84

59812-120-1

Figure 18: Junction Box Cable Gland Components

Figure 19: Junction Box Cable Gland Components with Detector Cable

Figure 20: Junction Box Cable Gland Components in Order of Fitting to Cable

Figure 21: Junction Box Cable Gland Components Fitted to Detector Cable and Screen Made Off

Apr 05

Page 22 of 84

59812-120-1

2.1.6

Junction Box
The Junction Box is designed for on-engine mounting and it is recommended that the Box is
installed as near to the centre of the engine as possible to minimise detector cable lengths.
Mounting is via the four M6 locating holes in the box. Sufficient space must be left around the
Junction Box to allow access to the cable glands and the routing of the cables and to facilitate
easy access to all aspects of the Junction Box.

No of
entries

Junction Box
Part No. with 20mm
output glands

Junction Box
Part No. with 25mm
output glands

Junction Box
Part No. vertically
mounted

D4720-001-01

53836-K224-01

53836-K233-01

D4720-001-02

53836-K224-02

53836-K233-02

D4720-001-03

53836-K224-03

53836-K233-03

D4720-001-04

53836-K224-04

53836-K233-04

D4720-001-05

53836-K224-05

53836-K233-05

D4720-001-06

53836-K224-06

53836-K233-06

D4720-001-07

53836-K224-07

53836-K233-07

D4720-001-08

53836-K224-08

53836-K233-08

D4720-001-09

53836-K224-09

53836-K233-09

10

D4720-001-10

53836-K224-10

53836-K233-10

11

D4720-001-11

53836-K224-11

53836-K233-11

12

D4720-001-12

53836-K224-12

53836-K233-12

13

D4720-001-13

53836-K224-13

53836-K233-13

14

D4720-001-14

53836-K224-14

53836-K233-14

With larger 2 stroke engines, eg. 12K98MC, it may become necessary after the engine tests
are complete that due to the size and weight the engine is dismantled in 2 or 3 parts for
transportation purposes. To facilitate this it is possible with the Graviner Mk 6 OMD to use
two Junction Boxes for one engine zone.
For connection details and the different engine types see Figure 24.

Apr 05

Page 23 of 84

59812-120-1

Figure 22: Junction Box Installatiion

Apr 05

Page 24 of 84

59812-120-1

It is recommended that all cable terminations within the junction box are made using crimp
terminals
The Screens for both the communications cable & power cable from the controller must be
terminated on to TB9 (see Figure 23)

Power cable screen to


be terminated here

End of line
terminations

Communication
cable screen to
be terminated here
Figure 23: Cable Screen Terminations

Apr 05

Page 25 of 84

59812-120-1

Figure 24 (Sheet 1 of 2): Engine Connection Details

Apr 05

Page 26 of 84

59812-120-1

Figure 24 (Sheet 2 of 2): Engine Connection Details

Apr 05

Page 27 of 84

59812-120-1

Figure 25: Junction Box External Connections Label


2.2

Apr 05

SYSTEM CHECKS PRIOR TO SWITCHING ON


2.2.1

Check that the detector cables are correctly terminated in the Junction Box and that the
screens are made off correctly in the glands, e.g. the detector that is addressed 01 is
connected to the detector 1 position in the Junction Box, and the detector addressed 02 is
connected to the detector 2 position in the Junction Box etc. Ensure last detector for each
Junction Box is also terminated on TB10 EOL

2.2.2

Ensure that the Communication and Junction Box power supply cables are connected
correctly in the junction box (refer to Figure 12).

2.2.3

Check the cable run of the Communication and Junction Box power supply cables back from
the junction box to the Control Unit to ensure that they are not damaged.

2.2.4

Ensure that the Communication and Junction Box power supply cables are connected
correctly in the Control Unit (refer to Figure 12 and properly screened).

2.2.5

Ensure that the Engine Slowdown, Main Alarm and Fault Alarm relays are connected correctly
in the Control Unit (refer to Figure 12).

2.2.6

Ensure that the supply input cable is connected correctly to the Control Unit (refer to Figure
14).

2.2.7

Ensure that the input voltage to the Control Unit is 24V D.C. +30%, - 25%

2.2.8

Check the location and function of the main controls on the front of the Control Unit (refer to
Figure 4).

2.2.9

When all of the above have been checked and are satisfactory the system is ready to switch
on.

Page 28 of 84

59812-120-1

2.3

SYSTEM CONFIGURATION AND COMMISSIONING


2.3.1

2.3.2

Initial Actions and Settings


1.

After switch on, the control unit display shows the message SCANNING FOR
DETECTORS. Followed by a flashing COMMS FAULT message. The green LEDs on
the detectors illuminate.

2.

Press ACCEPT to silence the audible alarm. The COMMS FAULT continues to flash.
Select MAIN MENU use the cursor to highlight ENGINEER. Press  .

3.

The display calls for password. Enter the default password 012345 press  . Display
shows MAIN MENU ENGINEER. Use the cursor to highlight option 1 CONFIGURE
SYSTEM. Press 

Setting Engine Details


1.

Select ENGINEER MAIN MENU, followed by CONFIGURATION SYSTEM and


ENGINE/DETECTOR.

2.

In ENGINE/DETECTOR CONFIGURATION enter number of engines. Press  .

3.

Select each engine in turn using the S and T navigation keys.

4.

For each engine enter the number of detectors. Press  after each entry.

5.

Press to return to configuration menu.

6.

Select SET ENGINE NAME. Select engine 1 (2, 3, 4, etc) press 

7.

Enter engine description letter by letter using the S/T keys to sequence through the
alphabet and the W/X keys to move to the next letter. Press  to store the name.
Press to return to engine description page and select NEXT ENGINE.

8.

Repeat this section to name all configured engines.

Attribute

2.3.3

Default

Range

Number of engines

User selectable - 1 to 8

Number of detectors

User selectable - 1 to 64

Detectors per engine

User selectable - 1 to 14

Clean Air Offset (For systems supplied before 2004)


Once the system is configured to the engine installation, the detectors must be set to zero. As
the detectors are electro-optical devices it is normal for each of them to exhibit a small offset
when first switched on. This is referred to in the configuration menu as CLEAN AIR OFFSET.
Note:The detectors must be set to zero prior to engine start with a cold engine and should only
be carried out at the initial commissioning stage or when a replacement unit is fitted.
As each detector is set to zero the words 'Saving Configuration Data' will appear on the
display for a few seconds, wait for this to disappear before proceeding to the next detector.
To zero the detectors proceed as follows:

Apr 05

1.

Select ENGINEER MAIN MENU and call up CONFIGURATION.

2.

Select DETECTOR OFFSETS. CLEAN AIR OFFSET-ZERO DETECTORS is


displayed. Press  .

3.

DETECTOR OFFSET MENU is displayed.

4.

Type in engine number and detector number, press  .

Page 29 of 84

59812-120-1

2.3.4

5.

Repeat this for each detector on each engine.

6.

All detectors will now be set to zero.

Setting Alarm Levels


The system is supplied with default alarm settings for both average and deviation. These are
based on past experience and allow the system to operate initially and gather data from the
engines being monitored. To enable the alarm settings to be matched to the individual
engines, the actual oil mist density readings should be taken from each engine after it has
been operating at full load and reached maximum operating temperature. This could take up
to 2 hours. Also clear 'MAXIMUM ACTUAL AVERAGE' for each engine to ensure all test
readings are erased. This can be done in the ENGINEER MAIN MENU then
CONFIGURATION and then 'CLR MAXIMUM AVERAGE'. The test readings for the detectors
should also be cleared.
This is done also in the ENGINEER MAIN MENU then
CONFIGURATION and then 'CLR PEAK AND AVERAGE. The above should be carried out
for all engines being monitored. This should also be carried out after any smoke testing.

2.3.5

2.3.6

Alarm Type

Default Settings

Range

Deviation

0.3 mg/l

0.05 to 0.5 mg/l

Average

0.7 mg/l

0.3 to 1.3 mg/l

Average Alarm
1.

Enter MAIN MENU and select ENGINEER/SYSTEM STATUS. Select ENGINE 1 (2,
3, 4, etc). SYSTEM STATUS ENGINE 1 (2, 3, 4, etc) shows.

2.

Read maximum actual average value (retain this value for deviation alarm setting).

3.

Reset average alarm level to a maximum of twice the max actual average, as follows:

4.

Return to CONFIGURATION MENU, select 3, ALARM LEVELS, Select SET


AVERAGE ALARM. Select engine number, press . Enter new alarm level, as
calculated from above.

5.

Repeat steps 1 to 3 for all engines.

Deviation Alarm
Have the max actual average for each engine to hand as used in setting the average alarm
(from step (2) in 2.3.6 above).
1.

Enter MAIN MENU and select ENGINEER MAIN MENU. Enter password, Press .

2.

Select SYSTEM STATUS followed by DETECTOR, Select DETECTOR STATUS,


Select engine 1 then select detector 1 (2, 3, 4, etc.) in turn and read the maximum
peak level on each detector. Subtract the maximum average level from each of the
detector peak levels and multiply each result x 2. This becomes the deviation value
entered into the Control Unit. Deviation value = 2 x (Detector maximum peak level
minus engine maximum average level).
If the deviation value calculated is less than 0.05, enter 0.05.
If the deviation value calculated is greater than 0.5, enter 0.5

Apr 05

3.

Repeat for each engine by using key to return to DETECTOR STATUS menu.

4.

Use key to return to CONFIGURATION MENU. Select ALARM LEVELS.

5.

Select DEVIATION ALARM. Select engine 1, (2, 3, 4, etc). Enter new deviation alarm
level for each detector for engine 1. (2, 3, 4, etc)

6.

It may become necessary over a period of time that due to changes in the engine's
characteristics, the alarm levels need to be readjusted.

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2.3.7

Detector Smoke Alarm Test


1.

Commence the smoke alarm test as follows: with the detector fitted, electrically
connected, functioning and configured as described in the instruction manual,
a.

Cut a length of wick approximately 30 mm long. Assemble the smoke tester by


pushing the wick into the wick holder fitted with the pipette bulb. Press the nylon
pipe into the Pipe connector (refer to Figure 26).

WICK
PIPETTE BULB

WICK HOLDER
NYLON PIPE
PIPE CONNECTOR

Figure 26: Smoke Tester


b.

Push the nylon pipe of the smoke tester into the connector on the side of the
detector base body (refer to Figure 27).

CONNECTOR
NYLON PIPE

PIPE CONNECTOR

Figure 27: Smoke Test


c.

Dip the wick into the bottle of smoke oil and reseal the bottle firmly

Note: Only a small quantity of oil is required.


d.

Ignite the wick of the smoke tester and blow out the flame. Squeeze the pipette
bulb to keep the wick smoking.
Note: Care to be taken with this activity at all times

e.

Apr 05

While the wick is still smouldering, insert it into the pipe connector and squeeze
the pipette bulb.

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2.3.8

f.

Observe the wick is still smouldering, insert nylon pipe into the pipe connector of
the detector and squeeze the pipette bulb.

g.

After tests are completed the Maximum Actual Average readings should be
erased. This can be done in the Engineer Main Menu then configuration and
then CLR. Maximum Average.

h.

To release the pipe from the connector, press in the blue plastic collar on the
end of the connector at the same time as pulling the pipe out.

i.

Remove the nylon pipe from the pipe connector for stowage purposes.

j.

The wick is reusable and can be left in the wick holder. Fully extinguish the wick
after use at all times.

k.

Refer to the Material Safety Data Sheet in the event of health or safety issues.

Back Up Alarm
The back up alarm is a hard wired link from each detector installed on the system, this
facility will allow any detector which is in a fault condition and sees an oil mist level of
1.6mg/l or greater produce a 'Back Up Alarm'. This will produce operation of both the
shutdown and main alarm relays, the back up alarm will also override any detector or
detectors that are isolated.
Whilst any detectors are in a back up alarm condition the keypad keys are inoperative
until the oil mist level drops below 1.6mg/l.
It is possible for a healthy detector to produce a back up alarm if the level of oil rises very
rapidly.

2.3.9

System Access Password


Access to the system is at three levels:
User
Engineer
Service
The User access level allows for READ only. No adjustments are possible but all data and
settings can be read.
The Engineer access level is password protected and allows the system to be configured and
read. It also allows the alarm settings to be adjusted. The system is supplied with a default
password, but it can be altered to suit individual operators. The default password will always
remain active for emergency.
The Engineer access level, when selected, a prompt for a password will appear.
0.1,2,3,4,5, then press .

2.3.9.1

2.3.9.2

Apr 05

Enter

To change the password proceed as follows:


1.

Press MAIN MENU and then select ENGINEER. Enter default password, select 1,
CONFIGURE SYSTEM.

2.

In configuration menu select 5, SET PASSWORD.

3.

In set PASSWORD MENU, select SET ENGINEER PASSWORD.

4.

Enter new password, (min 2 digits, max 6 digits) press  enter new password again
to confirm and press  key.

5.

The new password is now active.


The Service access level is also password protected and access is for authorised service
agents of Kidde Fire Protection only.

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2.4

SYSTEM OPERATION
2.4.1

Action on Alarm
On receipt of either a Deviation or Average alarm the engine should, unless connected to a
shutdown relay, be stopped if safe to do so and allowed to cool down so that the background
oil mist levels reduce before entering the engine room. Investigations can then be carried out
to find the cause of the alarm and rectify. Once the fault in the engine has been rectified the
OMD system can be re-set and the display returns to the normal mode.
When a system fault alarm is received, the information on the display should be noted and
then the appropriate fault finding procedure in Chapter 4 of the manual should be consulted to
enable the fault to be rectified.
Note: When the engine is started from cold in Arctic/Antarctic conditions, a water mist can be
produced that could give a false alarm.
Alarm and fault messages have an associated priority. These are detailed below:
Message

Priority

Alarm

Highest

Comms. fault

2nd highest

Sensor fault

3rd highest

System fault

4th highest

All events are stored in the alarm/fault queue in order of occurrence. The user can scroll
through the queue by use of the arrow keys.
Once an event is active the event is displayed on the LCD in the appropriate format. To clear
the display press the ACCEPT key. Once the ACCEPT key is pressed, the display shows the
ENGINE AVERAGES display.
When an alarm condition exists, the following warning message is displayed regardless of
other information on the display (ie alarm events have the highest priority): DEVIATION
ALARM.
2.4.2

System Status

2.4.2.1 Engine Status


This menu will show the average alarm level as set in the engineer configuration menu, the
maximum average level that has been reached, if the engine slow down relays and engine are
isolated, if the engine system has any general faults and finally the number of detectors
configured for this engine.
2.4.2.2 Detector Status
This menu permits the following information for each detector to be read. Detector status
including peak level of oil mist in mg/l.
The Deviation Alarm level
If the detector is isolated
If the detector has a Communication Fault, Fan Fault, LED Fault watch dog or address Fault.
Plus the zero offset values per detector.
2.4.3

Isolation
If required it is possible to isolate any individual detector, a complete engine or the engine slow
down relays. This allows maintenance to be carried out without effecting the remaining
system. Isolation inhibits all alarms and faults for the isolated item except the Back up Alarm,
which is a fixed level.

Apr 05

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Engine Isolation
To isolate all of the detectors on one particular engine, access the MAIN MENU and select
ENGINEER. Enter either the default password or own unique password if this option has been
used.
1.

When in the engineer menu, press key number 3 to highlight ISOLATE and then press
the  key.

2.

Once in the isolate menu, select 1 ENGINE, press the  key and the display will show
the number of engines configured with the word DE-ISOLATED beside each one.

3.

Using the S and T keys, highlight the engine required and press the  key.

4.

The display will show the engine selected with the words DE-ISOLATION - ISOLATE
beside it.

5.

Press the X key to highlight ISOLATE and press the  key.

6.

The display reverts to showing the number of engines configured, but the selected
engine will have the word ISOLATED flashing beside it instead of DE-ISOLATED.

7.

The three lights marked ISOLATE, DETECTOR ISOLATE and ENGINE ISOLATE all
come on.

8.

To de-isolate, repeat the above until you reach the display that shows DE-ISOLATION
- ISOLATE (step (4)) beside the selected engine and as DE-ISOLATED is highlighted
press the  key and the detectors on the engine return to normal operation.

9.

To return to the normal menu press the key once and then the MAIN DISPLAY key.

Detector Isolation
To isolate a detector, access the engineer menu and then the isolate menu as above.

Apr 05

1.

When in the isolate menu press the T key and press the  key.

2.

The display will show the number of engines configured.

3.

Using the S and T keys highlight the engine on which the detector is to be isolated
and press the  key.

4.

The display changes to show the number of detectors configured on the selected
engine with the word DE-ISOLATED beside each detector.

5.

Using the S and T keys highlight the detector to be isolated and press the  key.

6.

The words beside the detector selected will change to DE-ISO ISO.

7.

By using the X key, highlight ISO and press the  key.

8.

The display returns to show all detectors with the word ISOLATED flashing by the
selected detector. All other detectors still have the word DE-ISOLATED beside them.

9.

The ISOLATE and DETECTOR ISOLATE lights will come on.

10.

To de-isolate the detector ensure this detector is highlighted and press the  key to
return to the display showing DE-ISO ISO and, as DE-ISO is highlighted, press the 
key again and the screen returns to showing all detectors de-isolated and the lights
will go off.

11.

To return to the normal screen, press the key once and press the MAIN DISPLAY
key.

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Slow Down Relay Isolation


To isolate a slow down relay, access the engineer menu and the isolate menu as above.

2.5

1.

In the isolate menu select 3 RELAY and press the  key.

2.

The display shows the number of engines configured with the word DE-ISOLATED
beside each one.

3.

Highlight the engine of which the relay is to be isolated by use of the S and T keys
and press the  key.

4.

The display shows DE-ISOLATION ISOLATE beside the engine selected.

5.

Press the X key to highlight ISOLATE.

6.

Press the  key and the display will show ENGINE 1 (2 - 8) with the word ISOLATED
flashing beside it.

7.

The SHUTDOWN ISOLATE light and the ENGINE ISOLATE lights come on.

8.

To return the relay to normal operation, press the  key whilst the display is showing
the engine number and the word ISOLATED is flashing.

9.

The display shows ENGINE 1 (2 - 8) DE-ISOLATION ISOLATE. Press . The display


shows ENGINE 1 (2 - 8) DE-ISOLATED and the two lights will go out.

10.

Press the MAIN DISPLAY key to return to the NORMAL display.

TEST MENU
Press the TEST key pad on the control unit. The TEST MENU appears, with this menu selected eight
more menu options appear on screen as follows: (the eighth option is only available through the
Engineer Menu.)
1.

Alarm Relay

Checks the correct operation of the main alarm relay.

2.

Fault Relay

Checks the correct operation of the fault relay.

3.

System Test

Checks the correct operation of the system software (not used after
version 109 software).

4.

LED/LCD

Test Checks all of the lights and all segments of the LCD on the
control unit and also the internal sounder.

5.

Back-up Alarm

Checks the Back-up alarm connection from each detector by


switching the internal sounder on & off once for each detector.

6.

Optics

Checks the output from the detector light array to ensure it is within
limits.

7.

Detector Alarm

Simulates a deviation alarm without operating the slowdown relay.

8.

Slowdown Relay Checks the correct operation of the slowdown relay. (Only available
in password protected screen).

Warning:Carrying out this test with the engine operating will cause the engine shut/slow down
system to operate if fitted.
2.5.1

Apr 05

Alarm Relay
1.

Press the TEST key pad on the control unit. The TEST MENU is displayed, defaulting
to No.1 ALARM RELAY.

2.

Press  key.

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3.

Display changes to:


ALARM RELAY TEST
TEST ALARM RELAY
DISABLE

Note:

DISABLE will be highlighted.

4.

Press X key to highlight ENABLE.

5.

Press  key and observe:

6.

7.
2.5.2

ENABLE

a.

The display returns to the test menu.

b.

The TEST light on the control unit comes on.

c.

The main alarm relay operates. This is confirmed by any audible and visual
alarms operating that are connected to this relay.

To cancel the alarm:


a.

Ensure ALARM RELAY in the test menu is highlighted.

b.

Press  key.

c.

Display changes to that shown in para 2.5.1 step (3) above with DISABLE
highlighted.

d.

Press  key again and the alarm will reset and the display will return to the test
menu.

When testing of the main alarm is complete either; Press the MAIN DISPLAY key on
the control unit to return to the normal display, or select another test option.

Fault Relay
1.

Press the TEST key pad on the control unit. The TEST MENU is displayed, defaulting
to No.1 ALARM RELAY.

2.

Press key pad No. 2 or the T key to highlight No. 2 FAULT RELAY.

3.

Press the  key.

4.

The display changes to:


FAULT RELAY TEST
TEST FAULT RELAY ?
DISABLE

Note:

DISABLE will be highlighted.

5.

Press the X key to highlight ENABLE.

6.

Press  and observe:

7.

Apr 05

ENABLE

a.

The display returns to the Test Menu.

b.

The TEST light on the control unit comes on.

c.

Fault relay changes state. This is confirmed by any audible and visual alarms
operating that are connected to this relay.

d.

To cancel the alarm repeat para 2.5.2 steps 2 & 3 above and then press the
key again.

When testing of the fault relay is complete, either; Press the MAIN DISPLAY key to
return to the normal display or select another test option.

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2.5.3

2.5.4

System Test
1.

Press the TEST key pad on the control unit. The TEST MENU is displayed, defaulting
to No.1 ALARM RELAY.

2.

Press key pad No. 3 or the T key twice to highlight No. 3 SYSTEM TEST.

3.

Press  and observe:

4.

The words MAIN PROCESSOR POWER ON appear for 2-3 seconds and then the
display returns to the test menu.

5.

This test is now complete. The operator can now either: Press the MAIN DISPLAY
key to return to the normal display or select another test option.

LED/LCD Test
1.

Press the TEST key pad on the control unit. The TEST MENU is displayed, defaulting
to No.1 ALARM RELAY.

2.

Press key pad No. 4 or the T key 3 times to highlight No 4 LED/LCD TEST.

3.

Press  and observe:


a.

All of the lights on the control unit come on.

b.

Horizontal bars scroll down the display.

c.

The following appears on the display after the bars scroll down
LCD AND LED TEST
OIL MIST DETECTOR MK6
VERSION: P57100-10*
(*Will depend on the software version fitted)

4.
2.5.5

2.5.6

The internal sounder operates for approximately 5 seconds.

e.

All lights except for the green POWER ON light go out.

f.

The display returns to the test menu.

This test is now complete. The operator can now either: Press the MAIN DISPLAY
key to return to the normal display, or select another test option.

Backup Alarm
1.

Press the TEST key pad on the control unit. The TEST MENU is displayed, defaulting
to No.1 ALARM RELAY.

2.

Press key pad No. 5 or the T key four times to highlight No. 5 BACK-UP ALARM.

3.

Press  and check that the internal sounder operates the same number of times as
there are detectors fitted to the system and the display shows BACK-UP ALARM
ACTIVE.

Note:

If the system has 6 detectors fitted then the internal sounder operates 6 times.

4.

When the test is complete the display will return to the test menu.

5.

This test is now complete. The operator can now either: Press the MAIN DISPLAY
key and return to the normal display or select another test option.

Optics - Up to version 107 software


1.

Apr 05

d.

Press the TEST key pad on the control unit. The TEST MENU is displayed, defaulting
to No.1 ALARM RELAY.

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2.

Press key pad No. 6 or the T key five times to highlight No. 6 OPTICS.

3.

Press  and the display changes to:


DETECTOR OPTICS TEST
ENABLE OR DISABLE ?
DISABLE

ENABLE

4.

Press the X key to highlight ENABLE.

5.

Press  and observe:

6.

a.

The words OPTIC TEST ENABLED appear on the display underneath what is
shown in step (3) above.

b.

The internal sounder operates once to indicate that the test is complete and the
display reverts back to the test menu.

This test is now complete. The operator can now either: Press the MAIN DISPLAY
key and return to the normal display or select another test option.

Optics - After to version 107 software


1.

Press the TEST key pad on the control unit. The TEST MENU is displayed, defaulting
to No.1 ALARM RELAY.

2.

Press key pad No. 6 or the T key five times to highlight No. 6 OPTICS.

3.

Press  and the display changes to:


TESTING OPTICS - PLEASE WAIT

4.

Approximately 3 seconds after the test is initiated the internal sounder will operate for
1 second.

5.

Approximately 25 seconds after the test is initiated the display will change to:
OPTICS TEST PASSED

2.5.7

6.

and then the display will return to the Test Menu.

7.

This test is now complete. The operator can now either: Press the MAIN DISPLAY
key and return to the normal display or select another test option.

Detector Alarm
1.

Press the TEST key pad on the control unit. The TEST MENU is displayed, defaulting
to No.1 ALARM RELAY.

2.

Press key pad No. 7 or the T key 6 times to highlight No. 7 DETECTOR ALARM.

3.

Press  and the display changes to:


DETECTOR ALARM TEST

ENGINE 1
ENGINE 2
Note: The number of engines shown is dependant on how many are configured up to a
maximum of 8. However, ENGINE 1 is highlighted as the default setting.
4.

Press  again and the display changes to:


DETECTOR ALARM TEST

Apr 05

ENGINE 1

DET. 1

TEST OFF

ENGINE 1

DET. 2

TEST OFF

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Note: The number of detectors shown will depend on how many are configured up to a
maximum of 14 per engine. However, ENGINE 1 DET. 1 is highlighted as the default
setting.
5.

Press  again and check the following:


a.

The internal sounder comes on immediately.

b.

The display briefly shows the number of engines configured as in step (3)
above.

c.

The red ALARM and yellow TEST lights come on as does the ENGINE ALARM
and FAULT lights. Both the red lights are flashing. The main alarm relay goes
into an alarm condition.

d.

The display shows:


DEVIATION ALARM

ENGINE NO

DET

TIME
6.

7.

8.
2.5.8
Warning:

DATE
Press the ACCEPT keypad and observe:
a.

The display changes to the toggling graphics mode.

b.

The red ALARM lights both change to a steady state.

c.

The main alarm relay resets.

Press the RESET key and check:


a.

The display returns to normal.

b.

All lights except the POWER ON go out.

Repeat the complete test for each detector that is to be tested. Select the detector to
be tested by use of the S, T, W, and X keypads.

Slowdown Relay
Carrying out this test while the engine is running WILL cause it to stop or slow down.
1.

Press the Main Menu key on the control unit and select ENGINEER by using the T
down key or the number 2 key.

2.

Press the  enter key and enter the password when prompted, when entered press
the  enter key again.

3.

The display will show 7 menu headings defaulted to No. 1 Configure System. Press
the No.4 key or the T down key 3 times to highlight No.4 TEST.

4.

Press the  enter key and 8 test menus will show on the display defaulted to No.1
Alarm Relay. Press the No.8 key or the T down key 7 times to highlight SLOWDOWN
RELAY.

5.

Press the  enter key and the display shows the following defaulting to Engine 1 which
will be highlighted:
RELAY TEST MENU

ENGINE 1

TEST OFF

Note: The number of engines shown is dependent on how many are configured up to a
maximum of 8. However, ENGINE 1 is highlighted as the default setting.
6.

Apr 05

Press the  enter key and the display shows the following, DE-ACTIVATE will be
highlighted:

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RELAY TEST MENU


ENGINE 1
7.

DE-ACTIVATE

ACTIVATE

Press the X right key to highlight Activate and the press  enter key, the display will
show the following with the words TEST ON flashing.
RELAY TEST MENU

ENGINE 1

2.6

TEST ON

8.

The slow down relay changes state and all alarms connected to the relay operate,
also the test light on the control unit comes on.

9.

To cancel the alarm press the  enter key and the display will be as step (6) above
with DE-ACTIVATE highlighted.

10.

Press the  enter key again and the display will be as step (5) above and the test light
on the control unit will go out.

11.

Press the quit key to return to the test menus or the Main Display and RESET to
return to the normal display.

EVENT LOG
2.6.1

2.6.2

The Event Log enables the user to interrogate the past 256 events and can be accessed via
the user menu separately.
1.

To access the event log press the MAIN MENU and when the choice of access levels
appears on the screen, USER will be highlighted. Press the  key and press 3 EVENT
LOG and press the  key. The display will show the last event that has occurred. With
S and T, scroll through the complete event log until the required entry is found.

2.

To speed up the search for the required event it is also possible to do so by event type
eg. deviation alarm or, if the approximate date of the event is known, a search from
time and date is also available in the Event log sub-menu.

3.

To return to the normal display press key once and then the MAIN DISPLAY key.

The event log may also be downloaded onto a computer using the serial link connector on the
main processor PCB.
1.

Plug serial lead into Com1 on PC and plug in to round serial connector on the Control
Unit.
Hyperterminal Setup

2.

From the Windows start button choose:Start -> Programmes -> Accessories -> Hyperterminal

3.

Apr 05

This should bring up the following box or something similar depending on Windows
version, Windows 95 is shown.

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Figure 28: Hyperterminal Screen


4.

Then double click on Hypertrm.exe this should start the hyperterminal program and
give the following screen

Figure 29: Connection Description Screen

Apr 05

5.

Type in a name, eg omd6, and choose one of the icons then click ok

6.

In the next option screen select direct to Com 1 and click ok (note if com 1 is being
used for another application Com 2 can be selected if the pc has 2 comms ports)

7.

This should bring up the following settings screen

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Figure 30: COM1 Properties Screen

Apr 05

a.

In bits per second select - 9600

b.

Data bits - 8

c.

Parity

d.

Stop bits - 1

e.

Flow control - None

- None

8.

Then click OK, this connects hyperterminal to com 1 and will take you back to the
main screen

9.

Main Screen which should say connected in the bottom left hand corner

Page 42 of 84

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Figure 31: Hyperterminal Screen


10.

From the top level menu select Transfer -> Capture text and in the file box type where
you want the file to be saved and what name e.g. C:\omd.txt. then click on the start
button

11.

At the Control Unit, go through the menu structure and choose Download Event Log,
then select enter. You should now see the event log downloading into the white panel
of the above screen.

12.

When the event log has finished downloading select Transfer -> capture text -> stop

13.

Then using Word/WordPad/NotePad you can examine the event log by loading up
C:\omd.txt.

If you want to do another event log download in the future. When you do, launch
hyperterminal from the start bar as normal and in the first screen there should be a new icon
called omd6.ht (if that is what you called it). Simply double click on this icon and hyperterminal
will be launched with all the correct settings and the connection to Com port 1 already
established. After that the only thing that needs setting up is the transfer capture to save the
event log.

Apr 05

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Event Log Serial Link Connector

Main Processor PCB

Figure 32: Event Log Connector Location


2.7

ENGINEER & USER MENU FLOWCHARTS


The following charts show the Engineer and User Menus.

Apr 05

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CHAPTER 3

MAINTENANCE
3.1

ROUTINE MAINTENANCE

Warning:

Do not work on the system unless the power is switched off or isolated.

Caution:

Ensure that anti - static handling procedures are observed where appropriate.

The following checks are recommended to be carried out every 6 months, with the system switched off. The
checks should be carried out by competent personnel with suitable skill levels.
3.1.1

3.1.2

3.1.3

3.1.4

3.2

Control Unit
1.

Ensure that all glands are tight to prevent ingress of oil and moisture.

2.

Check the sealing strip between the door and box is not damaged preventing a seal
being made.

Junction Box
1.

Ensure that all glands are tight to prevent ingress of oil and moisture.

2.

Ensure that the lid fixing screws are tight, to prevent ingress of oil and water.

Cables
1.

Ensure all connections in both the control unit and junction box(es) are tight.

2.

Check all cables. Replace any that are found to be damaged.

Detectors
1.

Ensure that the detector base is screwed tight into the crankcase.

2.

Remove the cable connector from the detector and check for damage.

DETECTOR HEAD REPLACEMENT

Warning:

Do not remove the detector base from the crankcase whilst the engine is in operation.
This operation should be carried out while the engine is stopped to avoid the possibility
of hot oil coming out of the base fixing hole.

If an in-service detector head is removed for any reason, the detector optics must be cleaned before
reassembling and replacing it.
3.2.1

Apr 05

To replace the detector:


1.

Switch off the system (if safe to do so) or isolate the detector.

2.

Remove the cable connector fitted to the top of the detector.

3.

Using a 4mm hexangonal key, loosen the two fixing screws in the assembly base.

Page 55 of 84

59812-120-1

HEXAGON KEY

Figure 33: Base Fixing Screw Removal

3.3

4.

Lift out the detector head and note its address.

5.

Set the address on the new detector head in accordance with para 2.1.1. The selected
address must be the same as that of the detector head that has been removed.

6.

Fit the detector head onto its base and tighten up the fixing screws. Affix the new
switch window label.

7.

Re-fit the cable to the detector head.

8.

If the system was switched off, switch back on and allow the system to initialise.

9.

If isolated, then de-isolate, return to main display by pressing the MAIN DISPLAY
keypad and press RESET. Allow the system to initialise.

DETECTOR HEAD REFURBISHMENT


1.

Isolate the detector as described in paragraph 2.4.3 of the instruction manual. If all
detectors on one engine are to be serviced, then isolate the engine as described in
paragraph 2.4.3 of the instruction manual.

2.

Disconnect the cable from the top of the detector unit and remove the unit from the
engine casing (refer to Figure 34).

CABLE
CONNECTOR

DETECTOR
HEAD

Figure 34: Cable Disconnect

Apr 05

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59812-120-1

3.

Using a 4mm hexagon key, unscrew 2 off screws from the underside of the detector
head (refer to Figure 35). The screws are self-retaining.

4.

Remove and invert the top part of the detector head. Examine the base moulding seal
and replace if damaged or perished (refer to Figure 36).

HEXAGON KEY

Figure 35: Screw Removal


FAN RETAINING
PLUG

FAN SOCKET
FIXING SCREW

BASE MOULDING SEAL

Figure 36: Base Moulding Seal


Caution: Do not press the fan, only handle the outer housing.
5.

Using the Pulling Tool (refer to Figure 37), remove the Fan Retaining Plug by
capturing the shoulder and pulling. Carefully remove the Fan from its mountings (refer
to Figure 38).

Figure 37: Pulling Tool

Apr 05

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59812-120-1

FAN

COMPRESSION SPRING

Figure 38: Fan Removal


6.

Examine the 4 off compression springs and the fan retainer plug; replace any bent or
damaged items from the spares.

7.

Examine the fan for free running and clogging due to oil residues. If damaged, refer to
paragraph 3.4 in the instruction manual. Although not necessary for service cleaning,
spares of the M3 screw and the fan connector seal are included in the kit.

8.

Using a foam bud with glass cleaner applied, wipe carefully around the inside of the
smoke detecting orifice and the end of the light guide (refer to Figure 39).

LIGHT
GUIDE

Figure 39: Cleaning Light Guide


9.

Use the Air Duster to blow away solution residue and dry the inside of the unit.

10.

Examine the base body cavity and sampling tube, and wipe clean where necessary.

11.

Reassemble the fan to the detector using a fan retaining plug.

Caution:

Do not press the fan, only handle the outer housing.

12.

Reassemble the detector head and base body. Replace the detector and then
de-isolate.

13.

Repeat the procedure for all detectors to be cleaned.

Refer to the Materials Safety Data Sheet in the event of health or safety issues.

Apr 05

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59812-120-1

3.4

FAN REPLACEMENT
Warning:Do not remove the detector base from the crankcase whilst the engine is in operation.
This operation should be carried out while the engine is stopped to avoid the possibility of hot oil coming out of the base fixing hole.
3.4.1

To replace the fan:


1.

Switch off the system (if safe to do so), or isolate the associated detector.

2.

Remove the cable connector from the top of the detector.

3.

Using a 4mm Allen key, loosen the detector fixing screws on the base.

4.

Remove the detector from its base and turn it upside down to reveal the fan.

5.

Remove the fixing screw holding the fan socket to the mounting plate.

6.

Using a pulling tool (Part Number D9131-002 available with service kit Part
No.D9221-027), remove the fan retaining plug holding the fan onto its mounting legs.

7.

Lift the fan off of its mounting legs, ensuring the springs under the fan are not lost.

Caution:

8.
3.5

Ensure a fan of the same make as that removed is fitted. If not, then a fan
failure fault will occur. The correct fan can be selected by matching the
detector serial number suffix (M or P) to the fan type. I.E. Papst or Micronel.
See spare parts list.

Discard the failed fan and fit a replacement fan in reverse order of disassembly.

CABLE REPLACEMENT
If changing a detector cable, isolating that detector will be sufficient (see section 2.4.3 as isolation)
3.5.1

Detector Cable
1.

Isolate the detector with the damaged cable.

2.

Remove the cable connector on top of the detector.

3.

Remove the lid from the junction box and identify the cable to be removed.

4.

Disconnect the wires in the junction box, undo the cable gland and pull the cable out
of the junction box. Discard the damaged cable.

5.

Push the new cable through the cable gland, ensuring the gland seal and lock nut
have first been put onto the cable. Strip back the outer covering of the cable as
required. Make-off ends ready to connect to the terminals in the junction box.

6.

Connect the wires to the terminals and make-off the screen in the gland and then
tighten to ensure a good seal.

7.

Connect the cable connector to the detector.

8.

When satisfied that all connections are satisfactory, re-fit the junction box lid.

9.

De-isolate the detector, return to the main display and press the RESET switch and
allow the system to initialise.
Note:

3.5.2

Apr 05

If the cable being replaced is the last in any zone, then the Pink and Brown
wires must be left longer to reach the end of line terminals.

Junction Box Power Supply Cable Replacement


1.

Switch off the system.

2.

Open the door of the control unit and disconnect the damaged power supply cable.
Undo the cable gland and remove the cable from the control unit.

Page 59 of 84

59812-120-1

3.5.3

3.6

3.

Remove the lid from the relevant junction box and disconnect the wires and screen
from the terminals inside. Undo the cable gland and remove the cable from the
junction box.

4.

Starting at the junction box, using the correct specification cable, pass it through the
gland into the box. Make-off ends and connect the 2 cores and screen as indicated on
the label in the junction box lid.

5.

At the control unit, pass the cable through the gland and make-off the wire cable ends.
Connect the two wires as indicated by the label inside of the box. Make-off the screen
inside of the gland and then tighten the gland nut to ensure the gland is sealed.

6.

When satisfied that all connections are correct, close and lock the door of the control
unit and replace the lid of the junction box.

7.

Switch the system on and allow to initialise.

Communications Cable Replacement


1.

Switch off the system.

2.

Open the door of the control unit and identify the connections of the damaged cable
and disconnect from the relative terminals. Undo the cable gland and remove the
cable from the control unit.

3.

Remove the lid from the relevant junction box and disconnect the wires from the
terminals. Undo the gland nut and pull the cable out.

4.

Push the correct specification cable through the gland of the junction box. Make-off
the ends of the wires and connect to the relevant terminals. Tighten the gland nut.

5.

Push the other end of the cable through the cable gland of the control unit. Make-off
the ends and connect to the relevant terminals ensuring that the same wire colours
have been used for the Comms positive, negative and also for the alarm back up.
Make-off the screens inside of the gland and then tighten the gland nut.

6.

When satisfied that all connections are satisfactory, close and lock the control unit
door and replace the junction box lid.

7.

Switch on the system and allow to initialise.

CONTROL UNIT PCBs


3.6.1

Main Control Processor PCB - Part No. 44782-K071-02 (refer to Figure 40)
1.

Switch off the system and replace the Main PCB as follows:

2.

Remove all connectors, PLG1, PLG2, PLG4, PLG5, PLG8, PLG 9 and PLG10 noting
the orientation.

3.

Remove 8 off fixing screws. Remove the PCB.Remove EPROM from the failed PCB
and fit to the new PCB. Remember to follow anti static precautions.

4.

Fit the replacement PCB with the 8 off screws, re-fit all connectors.

5.

Switch on system and allow to initialise.


Note:After changing the Processor PCB, it maybe necessary to adjust gain control R2
to ensure the clarity of the LCD.

Apr 05

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EPROM

R2 LCD
Brightness

Main Processor PCB

Engine Status
Display PCB

Event Log Serial


Link Connector

Figure 40: Control Unit PCBs

Interface PCB

Figure 41: Control Unit PCBs

Apr 05

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3.6.2

3.6.3

3.6.4

3.6.5

3.7

1.

Switch off the system and remove the 8 Engine Status Display PCB as follows:

2.

Remove the two connectors located on the top left hand side of the board, noting the
orientation.

3.

Remove 6 off fixing screws and remove the PCB.

4.

Fit the new PCB with the 6 off screws and replace the two connectors.

5.

Switch the system on and allow to initialise.

Interface PCB Replacement - Part No. 44782-K085 (refer to Figure 42)


1.

Switch off the system and replace the PCB as follows:

2.

Remove and identify all external wiring.

3.

Remove connectors PLG1 and PLG2 - noting the orientation.

4.

Remove 8 off retaining screws and remove the board.

5.

Fit the replacement board in place with the 8 off screws.

6.

Re-fit connectors PLG1, PLG2 and all external wiring.

7.

Switch the system back on and allow to initialise.

Status Display PCB - Part No. 44782-K102-01 (refer to Figure 45)


1.

Switch off the system and remove the Status Display PCB as follows:

2.

Remove the Main Control Processor PCB. (Refer to para 3.6.2)

3.

Remove the connectors from the Status Display PCB, noting the orientation.

4.

Remove the 4 off fixing screws and remove the PCB.

5.

Fit the replacement PCB with the 4 off screws and re-fit the connectors.

6.

Re-fit the Main control processor PCB.

7.

Switch on the system and allow to initialise.

Junction Box PCB Replacement - Part No. 44782-K117 (refer to Figure 46)
1.

Switch off the system and remove the Junction Box PCB as follows:

2.

Remove the lid from the junction box.

3.

Disconnect the detector, power supply and comms cables.

4.

Remove the 4 off screws securing the board in the box and remove the board, noting
the position of detector 1.

5.

Fit the new board ensuring that detector 1 is in the same position on the new board as
the removed board and secure with the 4 off screws.

6.

Reconnect the detector, power supply and comms cables and replace the lid.

7.

Switch the system on and allow to initialise.

REPLACEMENT OF 8 ENGINE STATUS DISPLAY MEMBRANE


3.7.1

Apr 05

8 Engine Status Display PCB Replacement - Part No. 44782-K098 (refer to Figure 44)

Replace the 8 Engine Status Display Membrane as follows:


1.

Remove the 8 Engine Status Display PCB as above. (Refer to 3.6.3)

2.

Remove the seven M4 nuts and washers holding the membrane to the door unit.

3.

Remove the membrane.

Page 62 of 84

59812-120-1

4.
3.8

REPLACEMENT OF LCD DISPLAY


3.8.1

3.9

Replace the LCD Display as follows:


1.

Remove the Main Control Processor PCB as in 3.6.2.

2.

Undo the 4 off M3 screws in the LCD cover.

3.

Gently lift up the cover and unplug the LCD connection cable and feed through the slot
in the end of the cover.

4.

Undo and remove the 2 off studs on the left of the display and loosen the 2 off studs
on the right of the display and then slide the LCD assembly out.

5.

Refit in the reverse order of disassembly. Ensure the white wires from the LCD
display that connect into PLG2 are located correctly in the top of the cover. Ensure
the wires are not trapped when the cover is replaced.

REPLACEMENT OF LCD DISPLAY MEMBRANE


3.9.1

3.10

Fit the replacement 8 Engine Status Display membrane in reverse order of


disassembly.

Replace the LCD Display Membrane as follows:


1.

Remove the LCD Display as above (Refer to 3.8)

2.

Remove the membrane.

3.

Refit the replacement LCD Display membrane in the reverse order of disassembly.

DECOMMISSIONING
All the components of the Graviner MK 6 OMD system may be disposed of as electrical/electronic
equipment waste. i.e. using waste disposal methods in accordance with current local waste disposal
regulations.

Apr 05

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Figure 42: Interface PCB

Apr 05

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Figure 43: Main Control Processor PCB

Apr 05

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Figure 44: Eight Engine Status Display PCB

Figure 45: Status Display PCB

Apr 05

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Figure 46: Junction Box PCB

Apr 05

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Intentionally Blank

Apr 05

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CHAPTER 4

FAULT FINDING
4.1

GENERAL
The table below lists a series of failure modes and the likely faults that would be indicated should that
failure mode appear. Also listed are Actions, numbered 1 to 7, which should be followed if the
associated fault appears. On the following pages, Actions 1 to 7 are shown as flow charts which will
assist with fault finding on the Graviner Mk.6 OMD system.

Failure Mode

Fault

Action

Control Unit power indicator is off and the display


is blank

Supply Failure.

The Detector Power On (Green) indicator(s)


are OFF on one engine

Junction Box fuse.


Faulty Detector.

The display shows COMMS FAULT


e.g. Engine 1 det 3

Incorrect Detector address setting.


Missing Detector Supply.
Faulty Detector.

The display shows FAN FAULT


e.g. Engine 2 det 3

Fan Failure.

The display shows LED Fault Engine 3 Det 1

Detector circular oil mist cavity needs


to be cleaned.
Failed LED.

The display shows Detector Fault


e.g. Engine 4 det 2

Blocked Detector aperture.


Damaged Detector light-guide.
Faulty Detector

False Deviation Alarm

Incorrect deviation alarm setting

Apr 05

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ACTION 1

Apr 05

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ACTION 2

Apr 05

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ACTION 3

Apr 05

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ACTION 4

Apr 05

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ACTION 5

Apr 05

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ACTION 6

Apr 05

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ACTION 7

Apr 05

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59812-120-1

CHAPTER 5

SPARE PARTS

Figure 47: Junction Box - D4720-001-xx


Item

Apr 05

Description

Part No.

JUNCTION BOX

D4720-001-xx
xx = number of Glands

Nylon Gland M20


Nylon Gland M25

B5151-013
21888-K042

Metal Gland M20

B5151-002

Printed Circuit Board

44782-K117

Fuse 4 amp, 20mm Slow Blow

27411-K001

Page 77 of 84

59812-120-1

Figure 48: Detector Head E3561-301

Apr 05

Item

Description

Part No.

Detector Head Assembly

D5622-001

Fan Assembly (Papst)

D5622-005

2a
(alternative not shown)

Fan Assembly (Micronel)

D5622-005-02

Base Unit Sub-Assembly

D5622-101

Connector Push In

B5465-307

Label Invalidate Guarantee

C9175-803

Label Switch Window

C9189-801

Page 78 of 84

59812-120-1

Figure 49: Graviner Mk 6 OMD Control Unit

Apr 05

Item

Description

Part No.

Qty

Box

35333-K053

Label, Ext. Connections

36215-K147

PCB, OMD6 Interface

44782-K085

Page 79 of 84

59812-120-1

Apr 05

Item

Description

Part No.

Qty

PCB, Main Processor

44782-K071-02

Harness, MCP-LCD Display

43682-K033

Screw, M4 x 6

21883-D012

22

Washer

21177-164

36

PCB Status Display

44782-K102-01

Harness, MCP-Status Display PSU

43682-K067

10

Harness, MCP-Status Display

43682-K066

11

Harness, MCP-Status

43682-K030

12

Harness, MCP-Status PSU

43682-K036

13

Tie Wrap

22310-D001

14

PCB, 8 Engine Display

44782-K098

15

Membrane Function Key

39155-K040

16

Nut, M4

21883-005

14

17

Membrane Status Display

39155-K039

18

Door

35300-K056

19

Screw, M3.5 x 10

21833-D011

20

Hinge

27650-D009

21

Earth Cable

43682-K050

22

Earth Cable

43682-K050

23

LCD Display

43782-K120

24

Spacer

23700-K017

25

LCD Cover

15100-K091

26

Harness, PCB-MBLC PSU

43682-K037

27

Harness, PCB-MBLC

43682-K032

28

Earth Cable

43682-K015

29

Nut, M6

21883-D014

30

Seal

13455-D033

1.5m

Page 80 of 84

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Spares Kit (Straight Cable Connector) D9221 024 consists of:


Description

Part No.

Quantity

Interface Board

44782-K085

Main Processor Board

44782-K071-02

Detector Head Assembly

D5622-001

Switch Window Label

C9189-801

Cable, 25 metres

43682-K108-08

Spares Kit (90 Degrees Cable Connector) D9221-025 consists of:


Description

Part No.

Qty

Interface Board

44782-K085

Main Processor Board

44782-K071-02

Detector Head Assembly

D5622-001

Switch Window Label

C9189-801

Cable, 25 metres

43682-K109-08

Commissioning Kit D9221-026 consists of:

Apr 05

Description

Part No.

Qty

Category

Wipes, Wet & Dry

A7311-001

Consumables

Smoke Test Oil - 30 ml

D9221-028

1 Bottle

Consumables

Wick - 150 mm

17100-H06

Consumables

Smoke Tester

D9221-029

Tools

Materials Safety Data Sheet

Information

Page 81 of 84

59812-120-1

Service Kit D9221-027


Description

Part No

Qty

Category

Fan Retainer

B3741-902

Spares

Compression Spring

B3721-006

Spares

Base Moulding Seal

C1513-802

Spares

Fan Connector Seal

C1413-801

Spares

M3 Screw

21833-H01

Spares

Glass Cleaner 500ml

A7311-002

Consumables

Air Duster

B6910-218

Consumables

Foam Buds Pkts

B6910-217

Consumables

4mm Hexagon Key

B6910-219

Tools

Pulling Tool

D9131-002

Tools

Materials Safety Data


Sheet

Information

Recommended Operational Spares


Description

Part No.

Qty

Spares Kit

D9221-024 or D9221-025

Commissioning Kit

D9221-026

Service Kit

D9221-027

For systems with more than 14 detectors, it is recommended that additional detector
head assemblies (D5622-001) are supplied.

Apr 05

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Intentionally Blank

Apr 05

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Kidde Fire Protection Services Limited


Thame Park Road, Thame, Oxfordshire, OX9 3RT
Tel: +44 (0) 1844 265003 Fax: +44 (0) 1844 265156
www.kfp.co.uk
59812-120-1 Copyright 2005 Kidde Fire Protection Services Ltd
Apr 2005

Apr 05

Page 84 of 84

59812-120-1

INSTRUCTION MANUAL
FOR
THERMOCOUPLE

HERIANA CO., LTD


#688-1,JURE1-DONG, SASANG-KU, BUSAN, KOREA
TEL : 82-51-313-6690~1
FAX : 82-51-313-6693
E-mail : iheriana@hanmail.net
http://www.heriana.co.kr

-CONTENTS LIST1.General

2.Constitution

3.Installation and wiring

4.Type of thermocouple

5.Presumption cause about the trouble state

1.General
Thermocouple is manufactured by connecting both ends of two dissimilar metal wires,
and when temperature difference occurs on the contacts on these two ends, terminal
electro motive force occurs in this closed-circuit and electric current floes on this circuit.
The size and the polarity of this electric motive force are determined by the temperature on
both ends and the combination of the two metal wires and are not affected by the thickness or
the length of the metal wire. As the electro motive force can be pre-reading according to the
temperature can be measured.
Thermocouple not only requires selection of appropriate wires according to the temperature
measurement range, situation of the measuring places and the required accuracy but also
requires the maintaining of sure performance even when it is used for a long period of time.

2. Constitution
* Thermocouple wire : The wire ends are welding to create the temperature checking
contacts
* Protecting tune : This protecting tube protects the thermocouple wire and insulators from
surrounding conditions to which components and terminal read are
connected. As the conditions of the protecting tube vary consider
ably according to the temperature checking places.
It is necessary to select materials and shapes. which suit the operating
temperature atmosphere and the purpose use.
* The bolts and plugs :

There are used for fixing the measuring spot.

* The terminal head : This is the head to connect the thermocouple to the outer leading wire.
* Insulators : This insulators used to insulated between the thermocouple wires and between
protecting tubes to prevent short-circuit, use high-purity aluminium or
insulators.

-1-

3. Installation and wiring


Please pay your attention for the followings in case of the installation
(1). It is necessary to choose the suitable place and the method for the installation which can
transmit the temperature correctly and can follow the variation of the
temperature as quickly as possible.
Please take care not to bend the tube in view of the construction of the thermocouple.
(2). Please choose the suitable place which has the smallest vibration, the least
dirts, and the lowest moisture. Then, please install the thermocouple at the place which is
convenient for the maintenance and inspection.
(3) In case of the connection of wires, please confirm the wire sign in order to
avoid the wires, and connect the wires firmly by using the compression
terminals to avoid the trouble such as the breaking wire and the short -circuit.

4. Type of Thermocouple
1) "N" Type : This is called Nicrosil. nisil

Thermocouple, and it`s composition and

characteristics are very similar to those of type "K".


2) "K" Type : Thermocouple which combines a positive wire of an alloy consisting mainly of
nickel and chromium with negative wire of an alloy consisting mainly of nickel.
3) "J" Type : Thermocouple which combines a positive wire of iron with thermocouple is
resistant in reducing atmosphere and is also resistant to hydrogen and carbon.
However it should not be used atmospheres that will oxidize.
4) "T" Type : Thermocouple which combines a positive wire of copper with a negative wire of
an alloy mainly of copper and nickel.
It is suitable for low temperatures from -200~-100.
5) "E" Type : Thermocouple which combines a positive wire of thermocouple "K"with
a negative wire of thermocouple "J"

-2-

5. Presumption cause about the trouble state


Trouble state

Presumption cause

Breaking out of the

Thermal vibration and shock

wires

Bad insulation

Short-circuit

A.

Exchange the bad

As for the low temperature the

one for the spare

infiltration of the sea water,

part.

and the oil due to the badness of

The pointer of the

the instruments

tester does not move in case of

B.

breaking the wire

As for the high temperature the

and it shows less

chemical change of the insulation,

than 1 in case of the bad

due to the high temperature

insulation

Badness of the distance of the


leading-wire.
Connect the standard

A.

resistor instead of the resistance

Badness of the indicator

bulb,

B.
In case that the

Badness of the resistance bulb

allowance
increase gradually

(1) The increase of the internal

while
using

Treatment

resistance
(2) The decrease of the internal
resistance
(3) The increase of the dirt attached to the
protection tube

and find which of the measuring


device or the
device or the detector
is bad.
Exchange for the spare
parts.
Take off the protection
tube and take away the
dirt.

A.
In case that the
allowance
increases suddenly
while
using

Abnormality of the measuring


device
B.

Exchange for the spare

Badness of the resistance bulb

part.

C.
Bad connection of the wire, due to the
looseness of the screw.

-3-

5-1. method of repairing


(1) Do in accordance with the receiving order of that of opening.
(2) Concerning the one for the high temperature, the protection against burning out should be
carried out around the installation screws at the side of the engine.

5-2. Confirmation items


(1) Confirm whether the leading-wire is connected correctly.
(2) Confirm the tightness of the cover
(3) Confirm the fixed part of the bolts, plugs, etc
(4) Turn on the switch for the electric source

-4-

Specification of Type (HT201)


1. Scope
This specification applies to that thermocouple which used to every part
of machinery.

2. Specification
(1). Element wire : Alumel/Calomel (K-Type)
(2). Nominal value: 0 at 0
(3) Thermocouple of standard element: according to JIS C 1605-1995
(4) Tolerance temperature : 0.0075t
Note 1. Tolerance is referred to as the maximum allowable deviation
between measuring junction temperature and the temperature
derived from the emf table
2. t= means measuring temperature indicator with the temperature.
(5) Wireing
Thermocouple which combines a positive wire of an alloy consisting mainly of
nickel and chromium with negative wire of an alloy consisting mainly of nickel.

-- Possible items to test in our company-* Insulation resistance: It is to be the following table.
Insulation resistance()
500V / over 10
*High Voltage : It is to be the following table.
High Voltage
500V / 1minutes
*Performance test : It is to be the following table
Performance test
Temperature : 0 --> 0 (allowable error: 0.3%)

-5-

This Thermocouple is made up of Element wire (Alumel/Calomel) , protecting tube


terminal head and it has the advantage of following items at fitting state.

Item I(Change Spare)


Loosen the nut like us following diagram, than internal element can be pulled out from outer
protecting tube.
The element can be changed to new spare one at fitting place, at this time, take off the cable
from terminal head and lossen the fitting screw of terminal cover from terminal head then can
be changed to spare one.
Item II
It can performance test easily with out disconnection of cable from terminal head at fitting
place.
Multimeter is used to voltage(uV) to measurement .

-6-

8244/84
PICOTRANS NP

ANWENDUNG

APPLICATIONS

APPLICATIONS

Schiffbau

Construction navale

Shipbuilding

ABS, BV, DNV, GL


KRS, LRS, RINA
Motorenbau
Schienenfahrzeuge
Maschinenbau
Hydraulik
HLK
Kltetechnik

ABS, BV, DNV, GL


KRS, LRS, RINA
Constr. de moteurs
Vhicules sur rail
Machines-outils
Hydraulique
CVC
Rfrigration

ABS, BV, DNV, GL


KRS, LRS, RINA
Engine manufacturing
Railways
Machine tools
Hydraulics
HVAC
Refrigeration

Prozess Techn.

Techn. de procds

Process technology

Wasseraufbereitung

Traitement de l'eaux

Water treatment

Autoindustrie

Industrie automobile

Automotive industry

Prfstnde

Banc d'essai frein

Test benches

Ex

Ex

Ex

Lebensmittelindustrie

Industrie alimentaire

Food Industry

Autoklaven

Autoclavage

Autoclaves

HAUPTMERKMALE
Sensor:
Messbereich:
Ausgangssignal:

CARACTRES DISTINCTIFS

Dnnfilm auf Stahl


0...1.6 bis 0...600 bar
4...20 mA
...5 VDC
0...10 VDC
1...6 VDC
NLH (BSL durch 0):
0.3 % d.S. typ.

VORTEILE
Kompakte Bauweise
Flanschanschluss
Vibrationsfestigkeit 15 g (50...2000Hz)
Widerstandsfhig gegen Druckspitzen
gute Langzeitstabilitt

Capteur:
Plage de mesure:
Signal de sortie:

NLH (BSL par 0):

Couche mince sur acier


0...1.6 0...600 bar
4...20 mA
0...5 VDC
0...10 VDC
1...6 VDC
0.3 % E.M. typ.

MAIN CHARACTERISTICS
Sensor:
Measuring range:
Signal output:

Thin film on steel


0...1.6 to 0...600 bar
4...20 mA
0...5 VDC
0...10 VDC
1...6 VDC
NLH (BSL through 0):
0.3 % FS typ.

AVANTAGES PRINCIPAUX

MAIN FEATURES

Construction compacte
Joint brides
Vibration 15 g (50...2000Hz)
Rsistant contre pointe de surpression
Excellente stabilit long terme

Compact design
Flange connection
Vibration 15 g (50...2000 Hz)
Insensitive to pressure peaks
Excellent long term stability

NDERUNGEN VORBEHALTEN - SOUS RSERVE DE MODIFICATIONS - SUBJECT TO CHANGE

FILE: H72201l

DATE: 02/2006

PAGE: 1 (4)

DATASHEET: 2.3.1.11

8244/84
PICOTRANS NP

BESTELLINFORMATION / INFORMATION POUR LA COMMANDE / ORDERING INFORMATION


Lager Code (kurze Lieferzeiten)/ Numro de stock (delai de livraison bref)/ Code for stock products
siehe Katalog:/ regardez catalogue:/ see catalogue: Standard Products

(short delivery time):

NP (z.B./ Ex./e.g: NP10.0A4)

Varianten Code/ Numro de variantes/ Custom build code


relativ/ relatif/ relative
relativ/ relatif/ relative (with inversed electrical connection: Pin 1
Bereich
Plage
Range
[bar]

0
0
0
0
0
0
0
0
0
0
0
0
0
0

...
...
...
...
...
...
...
...
...
...
...
...
...
...

1.6
2.5
4.0
6.0
10
16
25
40
60
100
160
250
400 **
600 **

berdruck
Surpression
Over pressure
[bar]

3
6
10
15
20
32
80
80
200
200
500
500
800
1000

, Pin 2

Berstdruck
Pression destruction
Burst pressure
[bar]

XXXX.XX.XXXX.XX.XX.XX...
8244
8284

100
100
100
100
200
200
300
300
500
500
1000
1000
1500
2000

Sonderbereich nach Kundenwunsch, z. B.:


Plage spcifier par le client, p. ex.:
-1 ... +9 bar, 0.1 ... 4.5 bar, 0 ... 12 bar
Customized ranges on request, e.g.:
**Nur bei Druckanschluss/ Seulement connecteur de pression/ Only pressure connection: G1/8" oder/ou/or G1/4"
Sensor
Capteur
Sensor

Relativdruck/ pression relatif/ relative pressure

Druckanschluss
Raccord de pression
Pressure connection
Ausfhrung
Excution
Execution
Ausgangssignal
Signal de sortie
Output
Zubehr
Accessoires
Accessories

G 1/4"
G 1/8"
M10x1.0

innen/ femelle/ female


innen/ femelle/ female
innen/ femelle/ female

XX

23
10
18
17

Standard
Output
4 ... 20 mA

73
75
76
77
78
79
80
81
82
83
85
74
** 84
** 86

01
Load resistance
ISUPPLY
(USupply-10V)/20mA

USUPPLY
24 (10 ... 34) VDC

19

Flanschanschluss mit O-Ring/ Bride avec O-Ring/ Flange with O-Ring 400 bar (ohne/ sans/ without 600 bar)
Druckspitzendmpfung/ Elment d'amortissement pointe de surpression/ pressure peak damping element
Loch/ Trou/ Hole
0.3mm
Blindstopfen/ Fausse fiche/ Welsh plug
G1/8"
G1/4"
Kabeldose/ fiche femelle/ female electrical connector
DIN 43650-A
DIN 43650-A (GL)
Befestigungsset/ set de fixation/ fixing set

* 41
* 43
57
74
58
59
V3

* Nur bei Druckanschluss/ Seulement connecteur de pression/ Only pressure connection: G1/8" oder/ou/or G1/4"
Dmpfungselemente und Snubber/ Elment d'amortissement pointe de surpression et Snubber/ Damping elements and Snubber:
siehe Datenblatt/ voir spcification /see specification sheet H72258

Trafag entwickelt und produziert auch speziell auf Ihre Bedrfnisse zugeschnittene Produkte. Bitte fragen Sie uns an.
Trafag dveloppe et fabrique des produits adapts vos besoins spcifiques en se basant sur votre cahier des charges.Contactez-nous s.v.p.
Trafag develops and manufactures customer-engineered products according to your specifications to meet your requirements. Please contact us.

NDERUNGEN VORBEHALTEN - SOUS RSERVE DE MODIFICATIONS - SUBJECT TO CHANGE

FILE: H72201l

DATE: 02/2006

PAGE: 2 (4)

DATASHEET: 2.3.1.11

8244/84
PICOTRANS NP

SPEZIFIKATIONEN

SPCIFICATIONS

HAUPTMERKMALE
Sensor:
Messbereich:
Ausgangssignal:

SPECIFICATIONS

CARACTRES DISTINCTIFS

Dnnfilm auf Stahl


0...1.6 bis 0...600 bar
4...20 mA
0...5 VDC
0...10 VDC
1...6 VDC

Capteur:
Plage de mesure:
Signal de sortie:

Couche mince sur acier


0...1.6 0...600 bar
4...20 mA
0...5 VDC
0...10 VDC
1...6 VDC

MAIN CHARACTERISTICS
Sensor:
Measuring range:
Signal output:

Thin film on steel


0...1.6 to 0...600 bar
4...20 mA
0...5 VDC
0...10 VDC
1...6 VDC

GENAUIGKEIT

PRCISION

ACCURACY

TFB @ -25...+85C:
2.0 % d.S. typ.
Genauigkeit @ +25C:
0.5 % d.S. typ.
NLH @ +25C (BSL durch 0): 0.3 % d.S. typ.
TK Nullpunkt und Spanne: 0.02 % d.S./K typ.
Langzeitstabilitt
1 Jahr @ +25C:
0.2 % d.S. typ.

TEB @ -25...+85C:
2.0 % E.M. typ.
Prcision @ +25C:
0.5 % E.M. typ.
NLH @ +25C (BSL par 0):
0.3 % E.M. typ.
CT point zro et cart: 0.02 % E.M./K typ.
Stabilit long terme
1 anne @ +25C:
0.2 % E.M. typ.

TEB @ -25...+85C:
2.0 % FS typ.
Accuracy @ +25C:
0.5 % FS typ.
NLH @ +25C (BSL through 0): 0.3 % FS typ.
TC zero point and span: 0.02 % FS/K typ.
Long term stability
1 year @ +25C:
0.2 % d.S. typ.

ELEKTRISCHE DATEN

SPCIFICATIONS LECTRIQUES

ELECTRICAL DATA

Ausgangssignal/ Speisespannung
4...20 mA:
24 (10...34) VDC
0...10 VDC:
24 (15...30) VDC
1)
0...5 VDC:
24 (10...30) VDC
1)
1...6 VDC:
24 (12...30) VDC
Anstiegszeit:
typ. 1 ms/ 10...90 %
Nenndruck

Signal de sortie/ Tension d'alimentation


4...20 mA:
24 (10...34) VDC
0...10 VDC:
24 (15...30) VDC
1)
0...5 VDC:
24 (10...30) VDC
1)
1...6 VDC:
24 (12...30) VDC
Sensibilit de rponse: typ. 1 ms/ 10...90 %
pression nominale

Output/ Supply voltage


4...20 mA:
24 (10...34) VDC
0...10 VDC:
24 (15...30) VDC
1)
0...5 VDC:
24 (10...30) VDC
1)
1...6 VDC:
24 (12...30) VDC
Rise time:
typ. 1 ms/ 10...90 %
nominal pressure

UMGEBUNGSBEDINGUNGEN
Betriebstemperatur:
Medientemperatur
Schutzart:
Feuchtigkeit:
Vibration:
Schock:

CONDITIONS D'ENVONNEMENT

-25...+85C
-25...+125C
2)
min. IP65
max. 95% relativ
15g (50...2000 Hz)
50g/ 11 ms

EMV-SCHUTZ
(Ausgangssignal: 4...20mA)

Temprature de service:
Temprature de mdias:
Protection:
Humidit:
Vibration:
Choc:

-25...+85C
-25...+125C
2)
min. IP65
95% max. relatif
15g (50...2000 Hz)
50g/ 11 ms

ENVIRONMENTAL CONDITIONS
Operating temperature:
Media temperature:
Protection:
Humidity:
Vibration:
Shock:

CEM PROTECTION
(Signal de sortie: 4...20mA)

Emission:
Immunity:
ESD:
RFI:
Burst:
Surge:

EN/IEC 61000-6-3
EN/IEC 61000-6-2
EN/IEC 61000-4-2, Level 3
EN/IEC 61000-4-3, Level 3
EN/IEC 61000-4-4, Level 3
EN/IEC 61000-4-5, Level 3
R i = 42
Cond. Immunity: EN/IEC 61000-4-6, Level 3

Emission:
Immunit:
DES:
IFR:
Salve:
Onde du choc:

EN/CEI 61000-6-3
EN/CEI 61000-6-2
EN/CEI 61000-4-2, Niveau 3
EN/CEI 61000-4-3, Niveau 3
EN/CEI 61000-4-4, Niveau 3
EN/CEI 61000-4-5, Niveau 3
R i = 42
Immunit de cond.: EN/CEI 61000-4-6, Niveau 3

-25...+85C
-25...+125C
2)
min. IP65
max. 95% relative
15g (50...2000 Hz)
50g/ 11 ms

EMC PROTECTION
(Output: 4...20mA)
Emission:
Immunity:
ESD:
RFI:
Burst:
Surge:

EN/IEC 61000-6-3
EN/IEC 61000-6-2
EN/IEC 61000-4-2, Level 3
EN/IEC 61000-4-3, Level 3
EN/IEC 61000-4-4, Level 3
EN/IEC 61000-4-5, Level 3
R i = 42
Cond. Immunity: EN/IEC 61000-4-6, Level 3

MECHANISCHE DATEN

SPCIFICATIONS MCANIQUES

MECHANICAL DATA

Material
Sensor: 1.4435/1.4548 (AISI316L/17-4PH)
Gehuse:
AlMgSiPb
Gertestecker:
siehe Bestellinformationen
Anziehdrehmoment:
siehe Zubehr
Gewicht:
~ 220 g

Matire
Capteur: 1.4435/1.4548 (AISI316L/17-4PH)
Botier:
AlMgSiPb
Embase mle:
voir information pour la
commande
Couple de serrage:
voir accessoires
Poids:
~ 220 g

Material
Sensor: 1.4435/1.4548 (AISI316L/17-4PH)
Housing:
AlMgSiPb
Male electrical plug:
see ordering
information
Mounting torque:
see accessories
Weight:
~ 220 g

1)
2)

Auf Anfrage/ Sur demande/ On request


nur mit vorschriftsmssig montierter Kabeldose gltig/valable seulement avec fiche femelle monte selon instructions/provided female connector
is mounted according to instructions

NDERUNGEN VORBEHALTEN - SOUS RSERVE DE MODIFICATIONS - SUBJECT TO CHANGE

FILE: H72201l

DATE: 02/2006

PAGE: 3 (4)

DATASHEET: 2.3.1.11

8244/84
PICOTRANS NP

ELEKTRISCHER ANSCHLUSS / RACCORDEMENT LECTRIQUE / ELECTRICAL CONNECTION


Schutzart/ Protection2)
Ausfhrung
Excution
Execution

IP65 2)

Schutzart/ Protection2)

DIN
43650A
8244

Ausgangssignal
Signal de sortie
Output

Ausfhrung
Excution
Execution

DIN
43650A
8284

Ausgangssignal
Signal de sortie
Output
2

824X.XX.2XXX.XX.19
2)

IP65 2)

828X.XX.2XXX.XX.19

nur mit vorschriftsmssig montierter


Kabeldose gltig
valable seulement avec fiche femelle
monte selon instructions
provided female connector is mounted
according to instructions

DIN 43650 A

1.3

84

MASSBILDER / COTES D'ENCOMBREMENT / DIMENSIONS

Druckanschluss
Raccord de pression
Pressure connection

4.3

30
54.7
79

Stecker/ Connecteur/ Plug DIN 43650 A


(Zubehr/ Accessoires/ Accessories 58)

Stecker/ Connecteur/ Plug DIN 43650 A (GL)


(Zubehr/ Accessoires /Accessories 59)

ZUBEHR / ACCESSOIRES / ACCESSORIES


Diagnostik Ventil Block (DVB)
Bloc Valves Diagnostic (DVB)
Diagnostic Valve Bloc (DVB)
2)

siehe Datenblatt:
voir spcification:
see specification sheet:

3)
1)

M5x40

H72242

ISO4762

1) Anziehdrehmoment: G 1/8": MA= 16 ... 20 Nm 3) Befestigungs-Schraube:


vis de fixation:
M5
couple de serrage: G 1/4": MA= 32 ... 40 Nm
torque moment:
fixing screw:
2) ORing: 6.75x1.78
250 bar Nitril 90Shore
< 250 bar Nitril 70Shore

XXX.XXXX.XXX.41.XX

Festigkeitsklasse:
classe de rsistance:
property class:

8.8

Anziehdrehmoment:
couple de serrage:
mounting torque:

4.5 ... 6 Nm

XXX.XXXX.XXX.XX.V3

Trafag AG, Emil-Staub-Strasse 1, CH-8708 Mnnedorf, Tel +41 44 922 32 32, Fax +41 44 922 32 33, www.trafag.com
NDERUNGEN VORBEHALTEN - SOUS RSERVE DE MODIFICATIONS - SUBJECT TO CHANGE

FILE: H72201l

DATE: 02/2006

PAGE: 4 (4)

DATASHEET: 2.3.1.11