' 23.

Inslrumentolion ond Automolion

23.r Monitoring equipment mounled
on lhe engine
23.1 .l lnstrumenl ponel
The instrument panel (1, Fig 23-l andFigz3-z) is flexibly suspended
on three rubber elements at the free end of the engine. The following
instruments are included:
Monometer for: Sensor code
oir before the engine
- storting PT3OI

- fueloil before the engine

oil before the engine
PTI OI

- lube
HT woter pressure before the engine
PT2OI
PT4OI
- LT woter pressure before the engine PT45I
- chorge oir PT6OI
-
Instrument for engine speed sTr 73lsr r 73

Running hour counter Kl79l

The connection pipes to the manometers are provided with valves,

which make it possible to change the manometers during operation.
The instruments require no service. Erroneous or damaged instru-
ments should be repaired or changed at the first opportunity.
The rubber elements for suspension of the instrument panel, are to
be checked after longer operating periods and to be replaced by new
ones, ifnecessary.

23.1.2 Thermometers

o exhaust gas thermometer for each cylinder (2) (Only marine

engines)
. lube oil before (3) and after (4) the lube oil cooler
. HT water before (5) and after (6) the engine
o HT water after the turbocharger (7)
e charge air in the air receiver (8)
. LT water before (9), between (10) and after the coolers (11)
. fuel before the engine (12)
Erroneous and damaged thermometers are to be replaced by new ones
at the first opportunity.

23-|
 Monitoring equipment, ln-line engine

4 8 TE60t TE20t

P$t_Ql

PS45I

PS4OI
PDSI I 3

l4 7 2 TE50rA,,,TE50r B IE4O2

r9z4Q2

GSI66
G5172

,
STI 73

STI 75

'',GS792

OUTOO FSZgI IA,,.FSZg2OB

Fig 23-l

23-2
 Monitoring equipmenl, V-engine

FSZ9I IA.,,FSZg2OB
6
713 / TE50 t A, ..TE50 t B
TSZ402

IE4O2
12
PIzqr__
5_

LS?,O] -1 -
PSZ2O1-, -
\ PS45I
P_S]0t

sE52B
GSr60 G5172
PTgOI A
_-\
SEsI B
l\,
\
LSIOTA \.
LSI OTB
STI 73
..1 I
STI 75
_s_T_L9q
,/
G5792 // IE28] r9

Fig 23-2 3223325501

23.1 .3 Combined vis.uo.l pressure drop indicotors

ond olorm switch5s
o Too high pressure drop across the lube oil filter when mounted on
the engine (PDS2a3).

23-3
 e Too high pressure drop over the fuel filter when mounted on the
engine (PDS113).

23.1.4 On/off switches

fl nnrm switches: A standard system for alarm switches has been

developed for VASA 32.In the system a distinction is made between
marine- and power plant engines.
Sensor type: A: analogue, B: binary, Adv.: advanced- and
Ext.: extended system.

Pressure sensors
DPP
Function Code Type Morine
Bosic Adv. Ext.
Fueloilpresure, inlet PTI OI A O a o
Prelube oil presure, low PS20t -r B a
Lube oilpresure, inlet PI20l A a a a
Lube oil pressure. inlet, slop PSZ201 B o o a
Storting oir presure, inlet PT3OI A a a o
HT-woter pressure, inlet PT4OI A o o a
LT-woter presure, inlet PT45I A a a o
Chorge oir presure CAC, outlet P1622 A a oa

Pressure sensors
DPP
Function Code Type Morine
Bosic Adv. Ext.
Fuel oil pressure, inlet PSIOI B o
Fuel oil pressure, stort of stond-by pump PSI IO B a
Lube oilpresure, inlet PS2OI B a
Pre. lube oilpressure, inlet PS20r -r B o
Stort block from lub. oil pressure (Only 4R32 with stort- P5201-2 B a
ing motor)
Lube oil pressure stort of stond-by pump PS2l0 B o
Storting oir presure, inlet PS30l r B a
HT-woter pressure, inlet PS4OI : B o
HT-woter pressure stort of stond-by pump PMI O B a
LT-woter presure, inlel PS45I B o
LT-woter pressure stort of stond-by pump P546O B a
Control high/low lood, if lood dep. LT-term P5622-2 B o
Lube oil pressure, inlet, stop P57201 B o

HT-woter pressure low (lood reduction) PSZ4OI B o

23-4
 Temperolure sensors
DPP
Function Code Type Morine
Bosic Adv. Ext.
Fuel oil temperoture, inlel TElOI A a a a
Lube oil temperoture, inlet TE2OI A o a o O

Lube oil temperoture, outlet IE2O2 A a a

HT-woter temperoture, inlet TE4OI A o a
HT-woter temperoture, outlet IE4O2 A a o a o
LT-woter temperoture, inlet TE45] A a o
LT-woter temperoture, outlel TE452 A a a
HT-woter temperoiure, outlet, slop TSZ4O2 B a a a
Chorge oirtemperoture CAC. outlet TE6OI A o a a o
Chorge oir temperoture CAC, outlel stop TSZ6OI B a o O

High exhoust temperoture ofter eoch cylinder TEsOI A

ond TC, R32 ond V32-A-bonk A a o
TE5O9A
High exhoust temperoture ofter eoch cylinder TE50r B..,
ond TC. V32-B-bonk TE5O9B
A o a

Moin beoring temperoture TE700...

TETIO
A a o a o

High exhoust temperoture ofter eoch exhoust gos TEsI CA,

volve, R32 fE5t DA...
A a a
TE59CA,
TE59DA
High exhousttemperoture ofterTCA, R32 ond V32 IE5I7 A a a a
High exhoust temperoture ofter TCB, V32 TE527 A a o a
High exhoust temperoture ofter eoch exhoust gos
-E5t CA,
TEsI
volve. V32 DA..
A a oa
TE59CB,
TE59DB

23-5
 Other sensors
DPP
Function Code Type Morine
Bqsic Adv. r Ext.
Fuel leokoge, block olorm, free end, R32 ond V32 A-
LSI O7A B O a a a
bonk
Fuel leokoge, block olorm, driving end, R32 ond V32
LSI OBA B a
A-bonk
Fuel leokoge, block olorm, free end, V32 B-bonk LSI O7B B a o a o
Fuel leokoge, blockolorm, driving end, V32 B-bonk LSIOBBI B i .
lnjection pipe leok olorm system, R32 ond V32 A-
LSI O3A B o
bonk
lnjection pipe leok olorm system, V32 B-bonk LSI O3B B a
Fueloilfilter presure drop, only in R32 PDSI I3 B o a
Fueloilfilter pressure drop, only in R32 PDTI I 3 A o o
Alorm low lubricoting oillevel(lf wetsump) LS204 B a o a o
Lubricoiing oilfilter, pressure drop, only in R32 PDS243 B a a
Lubricoting oilfilter, pressure drop, only in R32 ', PDT243 A o o
Turning georengoged G5792 B o a a a
Fuelrock position GTI65 B a
Stort lever in stop position GSI TI B a
Mechonicol overspeed trip releosed GSI72 B a o a a
Stort lever not in run position, optionol if gos engine G5177 B a a
Cronkcose pressure . PT700 A a a o
Seoling oilpresure, optionolif gosengine PI7B6 A o o
High pressure in onnulor pipe, optionolif gos engine PS92I B o a

Optionol if nozzle cooling system (only diesel engines)

DPP
Function Code Type Morine
Bosic Adv. Ext.
Nozzleoilpresure,inlet PSl3l B o o a
Nozzleoiltemperoture, inlet TSl3 B a a a
Nozzle oil temperoiure, outlet TSI 32 B a o a

Cylinder liner
Function Code

Cylinder liner temperoture, if WECS IETt 1A...

TE793B

23-5
fl Stop swilches: The following switches for automatic stop are
mounted on the engine as standard:
o too low lube oil pressure (PSZ201)
o too high cooling water temperature (TSZ402)
![ Other switches: The following switches can be supplied as extra
equipment:
o fuel oil temperature before the engine
. LT water temperature before the engine
o charge air pressure
o air pressure before the engine
o electro-pneumatic overspeed trip device
The switches may, due to continuous development, differ from the
above stated standard system.

23j.4.1 Check of switches:

All switches are pre-adjusted at the factory.
Check the function of all switches at intervals recommended in chapter
04. If any switch is suspected to be wrongly set or broken, it should
immediately be checked and, if necessary, adjusted or replaced by a new
one. Pressure and temperature switches can be checked during operation.
E[ femperoture switches: The switches are fitted into special pockets
and can thus be lifted off for checking also during operation. The
check should be carried out so that the sensor part of the switch is
inserted into liquid, e.g. oil, which is slowly heated.
Watch at which temperature the micro switch breaks. The correct
temperature is stated in chapter 01. and is normally stamped on the
switch as long as the switch has not been adjusted to another
temperature. Connect the switch correctly when mounting. Also the
pockets are to be removed and cleaned when the systems are
emptied for other reasons.
Etr Pressure switches: The manometer of the instrument panel may be
utilized for checking during operation as follows:
o Shut the ball cock on the common pipe to the manometer and the
switch.
o Carefully open the pipe union nut on the pressure switch so that
the pressure switch gives a signal.
The correct pressure is stated in chapter 01. and is normally stamped
on the switch as long as it has not been adjusted to another pressure.
The alarm switch for too low prelube oil pressure is set for rising
pressure and, thus, this method does not give the correct value. A rough
check can however be made when taking into consideration that the
switch will display a value about O.2bar lower at falling pressure.
![ Pressure drop indicotor: When checking the fuel and lube oil switch
it is enough when the connection before the filter is accessible.
When checking the alarm pressure of the switch an adjustable
overpressure device and a manometer are to be connected to the switch
connection before the filter (the higher pressure).

23-7
 The pressure is raised until the indicator at the end of the switch
operates and the manometer pressure can be read.
The pressure is to be 1.5 + 0.3 bar.
[[ Other micro swilches: These switches can easily be checked when
the engine is out of operation, e.g.
. The mechanical overspeed trip device is tripped manually (chap-
ter 22., section 22.5) and should give alarm.
o The control shaft is turned until the load indicating switch opera-
tes. Check which load this corresponds to.

Coution! Never set ony of the olorm or stop switches out of function.

If any of the switches gives a false alarm the reason should be found
out, and the fault should be remedied immediately.

23.1 .5 Tronsducers for remole meosuring

The engine is as standard supplied ready for connection of the following

transducers:
f, femperotures: The connection points are located next to the respec-
tive local thermometers unless otherwise stated.
. charge air in the air receiver
. lube oil before and after the oil cooler
. HT water before and after the engine
. HT water before and after the turbocharger
o inlet LT water
o exhaust gases for the individual cylinders
o exhaust gases before (13) and after (14) the turbocharger.
il Pressures: The connection points are located at the pipes of the
respective manometers on the instrument panel.
. charge air
. lube oil before the engine
r inlet LT water
o fuel oil after the filter
o starting air
. HT water before the engine
![ Miscelloneous:
r transducers for turbocharger speed (SE518, SEs28)
o detector for crankcase smoke (QU700)
r load indicator
In the instrument specification supplied with the engine documenta-
tion, it is specified which transducers should be installed, as to type as
well as to manufacturing.

23-8
23.2 Despemes Speed Meosuring System
for Diesel Engine
23.2.1 lnlroduclion

DESPEMES Diesel Engine Speed Measuring System is an

electronic
-
speed measuring system especially designed for -
diesel en-
gines in marine and stationary installations.
The following functions are included in the equipment:
o measuring of engine speed
. 4 speed-controlled relay functions
. measuring of one or two turbocharger speeds
o 3 additional relay functions as option

23.2.2 Theory of Operotion

23.2.2.1 Diesel engine speed

The engine speed is sensed by means of a touchfree, inductive proximity
switch mounted to count the cogs passing its sensing head when the
engine is running.
The frequency output from the sensor, proportional to the engine
speed, is converted to a DC-voltage of 0 - 10 V. This voltage is buffered
and fed out to be measured by the remote voltage-measuring, panel
mounted, speed indicators.

23.2.2.2 Reloy nctions

f u

The speed signal is transferred to the relay driver circuit, controlling

the relay functions. There are 4 separate relays, which can individually
be adjusted to switch at any speed of the engine speed range, addition-
ally with an individually adjustable delay.
The relays have two change-over contacts with a breaking capacity
of 110 V DC/0.3 Aor 24 V DC/l A.

23.2.2.3 Tu rbochorger sPeed

A magnetic sensor is attached against the end of the turbocharger shaft,
sensing its speed. The sinusoidal voltage from the sensor is amplified
and converted to a square wave signal before being converted into a
speed proportional DC-voltage.

23-9
 23.2.2.4 Digitol outPut
The speeds can be measured as a frequency with a frequency counter.

Notel The frequency is notequolto the numericolvolue of the speed.The

octuol ionveision foctbrs ore writlen on the prinied circuit cords.

23.2.2.5 Additionol reloy functions

Additional triple-relay card with voltage-controlled relays can be sup-
plied
- as option.
The rellys can be controlled by engine speed or by an external
DC-voltage or with a potentiometer.

23.2.3 Functionol Circuit Cords

The DESPEMES speed measuring system includes the following

printed circuit boards:
I eower supply
DC/DC 24V DC
a1t.48...110VDC.. Cl
pl noe meosuling converter with reloy function
for engine speed Cz

ll neloy I

.
3 speed-controlled relay functions with optional delay. . C3

!l nrc meosuring converter

for one or two turbochargers . . . C4

fl neloy tl
3 voltage-controlled relay functions with optional delay C5

23 - r0
 23.2.3.1 Cl, Power supply DC/DC
Supplyvoltage: ....l8...40VDCsmoothed
. alt. 40...160 v DC
Output voltage: +12 V 10.5 V
Output current: +500 mA
Output ripple: +100 mV
.
Ambient temperature: - 25 ... + 7l"C
Short-circuit-proof: by current limitation
Isolation voltage: 2 kV, 5O Hz, 1 min
....5kV, 1.2/50ps
Fuse: ..1.6A,5x20mm
The power supply is short-circuit-proof and overheating protected. A
green light emitting diode indicates that voltage is provided.

Power supply Cl

(D

O/P ADJUST o
33
oEr
c!N
E.(I

+ -_+
U
ltt +-12Y

Fig 23-3 3223548935

23.2.3.2 C2, nor meosuring converter with reloy function for the
engine speed
fl fneory of operqlion: The speed sensor is a touchfree proximity
switch attached against a cogwheel to count the cogs passing. The
output from the sensor is a square-wave frequency proportional to
the engine speed.
The frequency is converted to a DC-voltage proportional to the input
frequency. This voltage flows through a buffer which provides the
measuring voltage for the remote speed indicators. The same buffered
voltage operates the relay.
The switchpoint can be adjusted over the whole speed range with an
adjustable delay.
Frequency output can be used for measuring the speed digitally.

23- il
 There is an on-card precalibrated test function which simulates a
certain engine speed and can be used for checking the system.
E[ noiustment procedures:
o The analog speed measuring signal 0 - 10 VDC
The card is accurately precalibrated at the factory. Nevertheless, if a
recalibration is requiied, there is a potentiometer, P501, at the utmost
left hand side of the card. When turning CW, the output will increase
and vice versa.
o The relay switchPoint and delaY
The switchpoint is preadjusted at the factory. However, if an adjust-
ment is required, the procedure is as follows:
P502 switchpoint: the middle potentiometer
P503: delay: at the right hand side of the card
I Oetermine the nor-cord omplificolion:

I'lmox (rpm) = Umox tV DC)

pl Colculote corresponding output voltoge ot specified teloy

switching speed:
nx (rPm) x Umox (V DC)
UxVDC)= hmox (rPm)

p nOlust P502 to the colculoted TP4 voltoge:

Ex: VASA 32: Specified switching speed: 620 rpm

l00Orpmltovoc
l!14!q =6,2V
t)620: 62Oram x rpm
Adjust the TP4 voltage to 6.2 V
-lO0O
The delay can be determined by bridgingTP3 and counting the delay
time until the relay turns on and the LED lights up.
Test points
TPl: The pulse train from the speed sensor or the calibrating frequency
when TP3 is bridged.
TPZ:The unbuffered output from the frequency/voltage converter: 0 -
10 V DC, depending on the engine speed.
TP3: Bridging thJ points, using eg. a small screwdriver, the test
oscillator witt itart. ( 1.fr" sensor cable must be disconnected.)
TP4: The P502 adjustedvoltage correspondingto the relayswitchpoint
wanted.
TPS: The P503 adjusted voltage corresponding to the specified delay'

23-12
![ Technicolspecificolion
lnputs:
Frequency: . . . 0...8000 Hz
12Vpk square wave
Supplyvoltage: .... +12 v,-r2v,0v
Current consumption: . Max. 40 mA
Outputs:
Frequency: ... 12Vpk,squarewave
. short_circuit_proof
Voltage: 0...10 V DC

u,,ri,'"uri;r, ................:..... . 1l-o'::::::l'."til.Ti:

Temperature coefficient: 0.03 "/olK
Reloy function
Switchpoint: . . 0...100 %o of measuring range
Delay: 0...10 sec
Contacts: 2 change-over contacts
Breaking capacity: 110 V DCi0.3 A
...24VDCi1.0A
Test
Test point: Approx. 80 o/o
of full scale
Ambient temperature: 25...+71"C

nDE meosuring converter c2

c
'o
o
>^c f
o-
6>
q o6 l
L
o

^"1 l"
Fig 23-4 3223558935

23 - t3
 23.2.3.3 C3, Reloy Cord

fl fneory of operotion: The card includes three relays each relay hav-
ing two change-over contacts. The output voltage from the nDE-card:
C2 is supplied to three comparators where the relay switchpoints
can be individually adjusted for each relay, optionally with adjust-
able delay.
The relays operate either according to the closed circuit principle
or to the open circuit principle.
The relays can be programmed for either delay on operate or
release or without delay.
The third relay channel can be programmed with self-holding,
demanding external reset. One change-over contact of the relay is,
however, needed for this operation. A green or red light emitting
diode indicates that the relay is switched on.
f, nO;ustment procedur€S: The switchpoint of the relays are adjust-
able with trimpotentiometers. The testpoints indicate the adjust-
ment.
PT60l, TPI . . relay nDEl
P602,TP2. ..relaynDEz
P603,TP3. ..relaynDE3
I Oetermine the omplificotion of the hoe-cord:

hmox (rpm) = Umox V DC)

(n-u^ is normally 1000 rpm and fJ-." 10VDC on VASA 32)

pl Cotculote the voltoge corresponding to the rotation speed at
which the relay switches on.

nx (rpm) x Umcrx(V DC)

UxVDC)=
rlmox (rpm)

Adjust the chonnel potentiometer to the calculated value of

the TP voltage.
By short-circuiting TP3 on the nDE-card (C2 ) the possible delay
of the relays can de determined. Respective trimpotentiometers are
P604, P605, P606.

Note! During the tesl, the odjusted switchpoint of the reloy con be od-
jusled lo o volue below the test voltoge, if this is higher thon the
voltoge generoted by the test oscillotor (TP3 ot cord C2).

23-t4
Eil recnnicol specificotion
lnputs:
Supply voltage: +12Y, O, -lzV
Current consumption: . max 60 mA
Control voltage: 0...10 V DC
Outputs:
3 relays, each having two changeover contacts.
Switchpoint: . . 0...100 o/o of the measuring range
Delay: 0...30 sec.
Breaking capacity: 110 V DCi0.3 A
24V DClt.O A
Ambienttemperature: . . - -25...+71"C

Reloy Cord C3

o-o
oo
(9N
'oo'6
LL

oO NO -O
>--c >{ >t
oe og
p; oy
RELAY I
16
Q> u@
p=
!@

nt DE n2DE n3 DE o I
N
o- o-
F

Fig 23-5 3223568935

23 - 15
 23.2.3.4 C4, TC-cord: Meosuring converter for one olt. two tur-
bochorgers
fl fneory of operotion: The sine wave signal of the turbocharger speed
sensor is amplified and transmitted to a squarewave signal. This
can be measured by a frequency counter.
The square wave frequency signal is converted to a speed-propor-
tional voltage 0...10 V. This is buffered and forms the measuring
voltage for the remote speed indicators.
The card may consist of two channels.
E[ nOiustment procedur€s: The analog output re-adjustment can be
done by means of the potentiometers PTOI and P71 1.
PTOI: nTCl
PTII i nTCz
When turning the pot. CW, the output will increase and vice versa.
fl recnnicol specificotion:
lnputs:
Frequency: ... ...0...8000H2
> 100 mVpp sine
Supply voltage: +I2V,0, -IzV
Current consumption: . max 35 mA
Outputs:
Frequency: ... ..12Vpp
1 0 mA, short-circuit-proof
Voltage: 0...10 V, 15 mA, short-circuit-proof
Unlinearity:.. .. !0.1o/o
Temperature dependence: < 0.03 %/K

TC-cord C4

nTc
nTci nTCz

Fig 23-6 3223578935

23-t6
 23.2,3.5 C5 Reloy ll

f, fneory of operotion: The card consists of 3 voltage-controlled re-

lays, each having one change-over contact.
Any external voltage between 0 and l0 V DC can be used as control.
The switchpoints and delays are adjustable. LED indicates an
activated relay.
E[ nOjustmenl procedures] See adjustment instruction for C3 relay
card.
Eil fecnnicql specificolion:
lnpuls:
Controlin:... 0...10VDC
Supply voltage: +12 Y , O, -I2 V
Current consumption: . 60 mA
Outputs:
3 relay functions, each having one change-over contact.
Switchpoint: . . 0...100 o%
of measuring range
Delay: 0...30 sec
Breaking capacity: I l0 V DC/0.3 A
....24VDCl1.0A
Ambienttemperature: . .. -25...+7I'C

Reloy ll C5

b'
oo o-
CON
.o+++
ccc 'o 'o
coO NO -o'
>-t >-t >.{
Y+
^U^U^U Y+ Y+
RELAY II o-= o-E
O6 A6
o'>
O,5
tr
N
o_ o_
F

+-l2VDC

Fig 23-7 3223588935

23-17
 23.2.4 Engine Speed Sensor

fl fneory of operotion: The sensor is an inductive, touchfree proximity

switch supplied with + 12 Y and 0 V DC. The third pin is a speed-
proportional pulse train.
The electronics of the sensor is resin-moulded into a tubular
housing of nickel plated brass with external thread of 18x1.5 mm.
The three-wire cable is connected by means of a four-pole connector
(Euchner BS4 ).
E[ Mounting the sensol Turn the engine until the top of a cog is visual
in the sensor mounting hole. Screw the sensor completely in. Un-
screw it and tighten it well to the shown sensing displacement (see
Fig 23-8).

Engine speed sensor

! +12VDC

SIGNAL
GND
A-A

Fig 23-8 3223s98935

The output signal (terminal 55 in the electronic box or TPl on the

nog-card) should now be appr. 12 V DC. If the sensor is between two
cogs, the output will show appr. 0 V.

Note! The engine must not run while the sensor is mounted.

23 - t8
 23.2.5 Turbochqrger SPeed Sensor

fl fneOry Of OperOtiOn: This sensor is magnetic, therefore it does not

require any voltage suPPlY.
-by
The sensoifread is spliCt a yoke causing a sinusoidal output voltage
when a magnetic miterial passes its sensing head. The metal housing
is threadedto 12 x 1.25 mm.
On the BBC type VTR, the turbocharger housing and a disc with six
holes in the end of the turbocharger shaft is prepared for these types
of sensors.
When the turbocharger rotates and the above mentioned holes pass
the sensor head, a sinusoidal voltage is generated. The cable is con-
nected by means of a four-pole connector (Euchner BS4)'
[[ MOunting the SenSOIl Screw the sensor completely in and then un-
screw it for a sensing gap about 2 turns'

Notel The engine must not lun while the sensol is mounted.

@
B-B
ffi*"e A-A

3223609232
Fig 23-9

23-19
 23.2.6 Adjustments of the Despemes cqrds

Adjustments of lhe Despemes cqrds

Cord Meosured
Function Adj. ot lnd. Remorks
Designo
tion
ct Power supply Adjustment not recommended
DC/DC

c2 Rot. speed of IP2 Toch

lm0 RPM=41 7 Hz=]0 VDC

Fuellim. control i DiogromA,

Set point: I m RPM below nominol or
idling speed
2 s. deloy p5O3 Diogrom B
Set point: 2 seconds
Simulotion of Moke shortcirc. otTP3 ond disconnect
running engine
Ioch
Reloy 1:Engine r p60l TPI LED I
Hour count., prelub. control blocking
running (300 rpm) i signols, diogromA
Deloy p6O4 0...30s, diogrom C.
Set point: No deloy
DiogromA
LED 2 Set point: I l5 RPM on 4-cyl. engines with
stort motor.
Rel Deloy 0...30s, diogrom C.
cord P605
P60s l
LED2 Set point: 20 s, offdeloy on 4-cyl.
4-cvl. engines
enoines
mid
with storl-motor.
Reloy 3: Diogrom A,
Overspeed P603 TP3 LED 3 Set point: I 5 7" over nominol speed
protection
Deloy P606 0..,30s, diogrom C.
P606 LED 3
mid Set point: No deloy.
Rot. speed of 30.m0 RPM=3,000 Hz=.l0 VDC
c4 turbochorger P701 IP2 TPI Toch ' lsetling volid for ABB, WR-type
turbochorgers),
Rot, speed of For V-engines only, setting os obove.
NTC P7t I IP4 TP3 Toch
turbochorger
c5 Vories Optionolcord.
Reloy Adj. method os C3.
cord

See Fig 23-IO for diagrams and testpoints.

Note! All meosurements ore to be performed between testpoints CIP) ond

internol syslem gnd. A gnd point con be found obove terminol I I
on the motherboord, or e.g. of terminols 25 or 28.

23-20
 Despemes box, internol loyout

DIAGR. A VASA 32
C2, IP4, C3, IPI, 2, 3

LED I
P60t
P604
204 400 600 800 1000 rpm TPI
LED 2
DIAGR. B VASA 32 P602
volls C2, TPS

P605
t0
9 IP2 tP4
8 P502
TP3 LED 3
7 P503
6 IPA P603 TP5
5 P606
4
LED
TP3
3
2
I

123 4 56 7 8 9 l0sec

DIAGR. C VASA 4R32

VOIIS C3i P604. P605. P606

t0
NSNNNSNNSNNNNNNNNSSNNSNSNNSNNN
8 1 2 3 4 5 6 7 8 9 r0| 121314151617 18192021222324252627282934
NNNNNNNNNNNNNNNNNNNNNSNNNNNNNN
6 3l 32 33 34 35 36 37 38 39 40 41 42 43 44 45 4b 47 48 49 50 51 52 53 54 55 56 57 58 59 60

r0 l5

Fig 23-10 32237 19001

23-21
 23.2.7 Governor Speed Sensor

f, fneory of operotion: This sensor is magnetic, therefore it does not

require any voltage supply.
The sensor causing a sinusoidal output voltage when a magnetic
material passes its sensing head. The metal housing is threaded to
5/8"-18. The sensor is mounted on the bracket of the electrical turning
device, see Fig 23-II.
When the flywheel rotates and the teeth of the gear rim pass the
sensor head, a sinusoidal voltage is generated.
[[ Mounting the sensolt Screw the sensor completely in. Unscrew it
and tighten it well to the shown sensing displacement, see Fig 23- 1 1.

Nole! The engine must not run while lhe sensor is mounted.

Governor speed sensor

Fig 23-l I 3223339925

23-22
23.2.8 Troubleshooti ng procedures

l. Power supply DC/DC

Fig 23-12

Power supply
Polority Terminol Cord connecfor
+ 29 a
Operoling voltoge
30
+l2V 24 t7
Output GND 26 t5
-12V r3

23-23
 2. nos-meosuring converler wilh reloy function

(LED turns on)

ol ony

Check ond
qdjust if
necessory

Fig 23-13 3223628935

nDE-meosuring converter
Terminol Cord connector
55(+) 9
Frequency in
57C) t5
25(+) 2
Meosuring voltoge
26(-) t5
58(+)
Pulse oulpul
5ec)
*)
V-mete. reading: Sensor output 5.8 V DC. Osc. about 4.2V DC.

23-24
3. Reloy cord

Reploce the cord

Fig 23-14 3223638935

23-25
 4. nrc-meosuring converter with 2 chonnels

Anolog
// output
\\ 0..10v Dc?

Check ond
odjust if
necessory

Fig 23- 15

nTC- meosuring converter

Chonnel I Chonnel 2
Terminol l0(+), I Io 39(+), aOo
Pulse input
Cord connector 21(+),22(-) +). I ]C
Terminol l2(+), l3C) alG), a2G)
Pulse output
Cord connector 23 l4
Voltoge output
Terminol B(+),9C) 37(+),38C)
Cord connector , 6 2

23-26
5. Engine speed sensor

Voltoge supply
the engine speed OK?
\on nDF lIPl ./

I2VDC
pins 1(+
.ond 3C) on the

Adjust occ, to fig, 23

Unscrew the sensor

ond check it ogoinst
o metollic surfoce

Remount the sensor

to o sufficient
sensing gop

Fig 23-15 3223658935

23-27
23.3 Mointenonce of eleclricol conlocts
To prolong the lifetime of electrical contact surfaces and to provide
proper electrical connection under all conditions and to maintain a high
availability of the WECS system.
The maintenance is carried out by applying contact lubricants to electri-
cal contact surfaces. For best result the contact surface should be cleaned
with aerosol electrical contact cleaner before applying the lubricant.
Contact lubricants are specially formulated greases and oils that
reduce friction and enhance the electrical performance of current
carrying metal interfaces in switches and connectors. They also exhibit
a neutral pH thereby avoiding surface corrosion.

Note! Prior to use reod lhe producl informolion.

wornins! il ;ffi il;; il;;'"'*;.'"'#ilil";; .##;

before opplying conductive lubricont. Insure posilive ond negotive
contocts remoin isoloted. lmproper use con resull in shorting, orc-
ing, or shock.
IIIIITITITIIIIITTITITTTIIITIIIIIIIIIIIIIITIIII

Wiirtsilii recommends to regulary every 2000 - 4000 running hours or

every 6 month maintain the electrical connector contact surfaces with
contact lubricant. The contact treatment greases listed below can be
ordered from WiirtsilZi.
The recommended chemicals are:
o Electrolube SGB2OS 20 ml Syringe, part No. 387 022.
This paste is recommend to be used on the contact surfaces of
main electronics connectors and sensor connectors.
Same active substance as SGB200D but in different consistence,
i.e. paste instead of aerosol.
o Electrolube SGB200D 200 ml Aerosol (Flammable),
part No. 387 021.
This spray is recommended to be used on contact surfaces of
main electronic (SMU, DCU, RM, MCU and oil mist detector)
connectors. Since it is an aerosol there are special requirements
of transport handling.
o Chemtronics CW7100 6.5 g Syringe, part No. 387 023.
This is a heavy duty paste. The electrical conductivity is very high
due to the 100 % silver filled grease, see caution below. Should be used
on problem sensor and power contact surfaces where SGB grease is
not sufficient.

Cqutionl Core should be lqken since lhis chemicol is very conduclive ond will
couse shorl-circu itleorth fou lt if wrongly opplied. M ust be ploced di rectly
on the contoct surfoce ond in very smoll omounls.

23-28