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Chapter 2
System Description
This chapter gives a brief introduction to the main functions and the use of the
EGS2000 control unit. This chapter can be read to get an impression of the
capabilities and functionality of the governor system. More detailed information
and instructions are found in subsequent chapters.
2.1 Introduction.
The basic task of EGS2000 is to regulate the shaft speed of the engine to which it
is attached. This of course means the EGS2000 must be able to translate the speed
commands given by the operator - e.g. by means of a remote control system - into
adequate movement of the fuel rods controlling the injection of fuel into the engine
cylinders. The engine in question may be anything from a two-stroke, slow-speed
Marine Diesel to a 4-stroke, medium-speed Generator Diesel. EGS2000 may be
tailored to any manufacture of diesel engine.
2.2 Main Components.
EGS2000 consists of a number of components installed in the Engine Control
Room (ECR) and in the Engine Room (ER). These components and their basic
functions are as follows. An outline is shown in figure 2.1.
Power Unit: Located in the ECR. This unit contains all the electronics required to
convert incoming signals and orders into correct movement of the fuel rods de-
pending upon the situation. This unit also contains the STELLA GAMMA
computer designed and built by Lyngs Marine A/S.
Control Unit: Located in the ECR. This unit provides the engine staff with a
means of communication with the EGS2000. This unit is normally placed in the
ECR console, but may be otherwise located if the ECR does not exist.
Actuator: Located at the engine. This is the electro-mechanical device which
converts electrical control signals from the Power Unit to mechanical action. It is
this device which actually exerts the required force on the fuel rod which causes
it to move to the correct position.
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Tacho System: This system allows the EGS2000 Power Unit to detect the speed
of the engine output shaft. It is therefore located very close to the engine turning
wheel. The system comprises two induction pick-ups mounted in a bracket. These
pickups sense the passing of the turning wheel teeth. The remainder of the system
is located within the Power Unit. It comprises a dedicated computer for rapid
processing of the tacho pickup pulses.
Scavenging Air Sensor: Available engine output power is a function of the
Scavenging Air pressure. EGS2000 includes a sensor which senses this air pressure
and allows the Power Unit to restrict engine output power in order to avoid too low
air to fuel ratio. This sensor is placed in the scavenging air system.
CONSOLE WITH CONTROL UNIT BRIDGE TELEGRAPH
POWER UNIT REMOTE CONTROL SYSTEM
ACTUATOR
SAFETY SYSTEM
SCAV. AIR PRESSURE
TACHO PICKUPS
Figure 2.1: Illustration of the Main Components of the Governor System.
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2.2.1 Power Unit.
The Power Unit contains the Stella computer and all the electronics required to
translate the signals received from the Control Unit, ECR Speed Setting Handle,
Engine Remote Control System and external sensors into a movement of the Ac-
tuator. The Actuator movement causes the engine fuel pumps to inject the correct
amount of fuel.
The Power Unit contains facilities which allow the connection of a Personal
Computer-PC, via a special adapter, enabling both adjustment and fault diagnosis
to be carried out. This allows the EGS2000 System to be pre-adjusted for a
particular engine, thereby limiting final adjustment on the engine test-bed and in
the vessel to a minimum. Engine test-bed time required for check-out, adjustment
and test of the EGS2000 System will be very fast. Once installed, the unit requires
no periodical maintenance.
2.2.2 Control Unit.
The Control Unit is installed in the engine control room console and provides all
the facilities required for operation of the EGS2000 System. In addition, it provides
the operator with extensive facilities for diagnosis, test and simulation. It displays
messages in plain language, not "computer code" and contains dedicated lights -
Light Emitting Diodes-, which instantly show the overall condition of the
EGS2000 System.
It is not necessary to make regular checks on the EGS2000 System functions, as
this is performed by the STELLA Computer. The Control Unit front panel is
composed of a splash-proof tactile keyboard and LCD (Liquid Crystal Display).
The flow of information between the Control Unit and the Power Unit occurs on
a network consisting of a twisted pair connecting cable. The Control Unit only
requires power and a separate "BLOCKED" indicator signal, both of which are
coming from the Power Unit.
Figure 2.2 shows the Control Unit of the EGS2000 System.
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Figure 2.2: EGS2000 Control Unit.
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2.2.3 Actuator.
The actuator controls the position of the engine fuel rack. The correct actuator to
be used on a particular engine is dependant upon the engine type. The actuator is
available in different sizes. The size delivered depends on the force and the inertia
of the fuel rack, i.e. upon the engine make, the number of cylinders and the bore.
The choice of actuator is made in collaboration with the engine manufacturer to
assure optimal performance.
All actuators contain a rugged, brush-less servo motor for very fast response and
a high torque braking system, which is able to lock the actuator during specific
fault conditions. Gear-boxes are sealed and no periodical maintenance is required
at all.
The actuator is protected against overload and other errors which could cause it to
malfunction.
An example of the arrangement of the actuator on an engine is shown in figure 2.3.
Figure 2.3: Typical arrangement of actuator with bracket and connecting rod.
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2.3 Internal Circuitry.
2.3.1 Tachometer.
The EGS2000 System contains a tachometer system for measurement of the engine
speed. This tachometer system consists of two electro-magnetic pickups installed
close to the engine flywheel as shown in figure 2.4. Only one pickup is necessary
to sense the engine speed, so each pickup is the backup for the other. These
pickups sense the passing of each tooth on the flywheel and give a pulse to the
tacho input circuits in the Power Unit. The frequency of these pulses are converted
to numbers representing the shaft speed in a dedicated internal computer in the
EGS2000. Readout of the shaft speed is available at the Control Unit display. An
output for an analog RPM instrument is also supplied for remote display, e.g. at the
bridge.
The EGS2000 System is equipped with inputs which enable it to receive two
speed-setting signals simultaneously. These signals normally originate from the
Bridge speed-setting handle (Telegraph) and the ECR speed-setting handle
(Manoeuvring Handle). The EGS2000 System, however, may only use one of these
signals at any time to control the speed of the engine. The change over is
synchronized with the change of control position between Bridge and ECR.
Figure 2.4: Typical arrangement of tacho pickups close to turning wheel.
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2.3.2 Speed-Setting.
The Control Unit is able to present both the Bridge speed-setting signal value and
the ECR speed-setting signal value at the same time on its display. This enables the
operator to adjust one of the speed-setting signals to match the other before the
change-over takes place. This function is usually called 'Bumpless Transfer'.
2.4 Modes of Operation.
This section gives a brief description of the Control Unit keys and indicators which
help to explain the basic methods of operation of the EGS2000 System. Please
refer to figures 2.5, 2.6 and 2.7 for legends to push-buttons.
The EGS2000 System has four modes of normal operation. These modes are
referred to as:
Auto Select,
RPM Mode,
Power Mode, and
Index Mode.
2.4.1 Auto Select.
Auto Select allows the EGS2000 System computer to automatically select either
the RPM Mode or Power Mode of operation, depending upon prevailing engine
running conditions. The change over criterion due to the weather conditions is
Seastate 3, i.e. in rough weather Power Mode is selected, and in calm weather
RPM Mode is chosen. Index Mode is manually selected and allows the EGS2000
System to fix the engine fuel rack index as long as RPM variations stay within pre-
defined limits.
2.4.2 RPM Mode.
The RPM mode is a fast mode of operation which adjusts the fuel-rack to keep the
engine at a constant RPM. Optimal fuel consumption or wear of the fuel rack
mechanism is given less priority in this mode of operation.
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Figure 2.5
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2.4.3 Power Mode.
In Power mode the regulator controls fuel rack motions in response to shaft speed
variations such that the power delivered by the engine is kept at a constant value.
This mode minimizes fluctuations in thermal loading of the engine in a seaway. It
will also provide fuel savings e.g. when the ship experience added resistance due
to waves and wind.
Full protection of the engine is maintained in this mode of operation, as shaft speed
is only allowed to vary up to a certain limit, where a more tight control becomes
active.
2.4.4 Index mode.
This mode of operation allows the EGS2000 Actuator to maintain its position
without moving as long as engine RPM variations are inside pre-set limits. These
limits are fairly wide, which allows this mode to be used when carrying out
measurements on the engine which require the Actuator index to be "Fixed".
The pre-set limits refer to the actual speedsetting command, i.e. manoeuvring is
possible in Index Mode, if the limits are not too wide.
Index Mode is selected manually when the [ INDEX MODE ] key is pressed and
cannot be selected automatically by the computer.
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Figure 2.6
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Figure 2.7
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2.4.5 Highspeed module.
The Highspeed module decreases the fuel pump index, when an overspeed
situation is approached. Thus the main engine rpm is reduced temporarily for
avoidance of catching an overspeed shutdown situation.
The activated highspeed function is automatically reset again, when the RPM goes
below RPM at MCR due to the reduced fuel pump index.
The function of the Highspeed Module is shown in figure 2.8 below.
Figure 2.8: Illustration of the function of the highspeed module.
2.5 Features available from the Control Unit.
2.5.1 Actuator Blocked Indication.
When the 'Blocked' indicator is lit, the EGS2000 System is no longer able to
control the engine speed. The Control Unit causes this condition only when certain
failures occur in order to maintain uninterrupted engine operation.
2.5.2 Load Limits.
In order to protect the engine from overload situations, the EGS2000 System
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contains two load limit functions. One function ensures that the Actuator index is
limited according to scavenging air pressure. The other ensures that the Actuator
Index is limited according to engine RPM. The curves involved depend
upon the engine type. These curves are loaded into the EGS2000 System during the
factory acceptance test, but may be modified later, if needed.
The Load Limits may be cancelled by external switches in the Engine Remote
Control System or from the Control Unit by the [LOAD LIMIT CANCEL] key.
Partial or full cancellation of the Load Limits is adjusted during commissioning of
the EGS2000.
Two EGS2000 System options contain curves of the same type as that of the Load
Limit curves. These are the "Scavenge Air Limit Pre-warning" and Engine Torque
Limit Pre-Warning" curves. When fitted, they give a warning when the engine
approaches pre-defined limit values.
2.5.3 Index Max.
The INDEX MAX facility allows the operator to limit the Actuator index available
from 50% to 100% of the pre-adjusted maximum. Adjustment is made by using the
up/down arrow on the Control Unit when the 'Index Max' function is selected.
When the EGS2000 System starts up after electric power is applied to it, the Index
Max value is automatically set to the value it had prior to power loss.
Adjustment of the absolute Index Max for the Ship is possible from the Control
Unit via USER PASSWORD (the Mechanical Index Max shall of course be
adjusted, so it never is reached). For details please refer to chapter 4.1.9.
Note: 1. The use of this adjustment is entirely at the discretion of the
operator. Any overload conditions which become, or are
effective due to increased Index Max will not be compensated
for by the EGS2000.
2.5.4 Test.
The EGS2000 System contains advanced self test facilities, some of which run
continually during normal operation, to warn of impending errors. Pressing the
"TEST" key during normal operation causes the EGS2000 System to enter a test
procedure which checks parts of the Control Unit which is not under constant
surveillance.
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2.5.5 Acknowledge Alarm.
When the alarm is activated for any reason, the light in the upper left hand corner
of this key begins to flash. Pressing the [ ALARM ACKN.] key causes a fixed
light. The LED is lit as long as alarms are present. For detailed explanation, please
refer to chapter 6.6.
When the alarm is activated, the cause is displayed in clear text in the display
window.
In case more than one alarm is present, a list of the alarms is available for display
in the display window. Arrow keys may be used to scroll up and down in the list
once this has been selected via the [ MENU ] key.
Occurrence of an alarm will activate an output connected to the statutory alarm
system. The alert provided by the alarm system can distinguish between a power
failure and an EGS alarm. The reason for the alarm can be read in clear text on the
EGS2000 alphanumeric display to enable rapid and correct remedy action.
2.5.6 Setup.
This key is used in connection with check of the EGS2000 System parameters or
for adjustments. Torque and Scavenge air pressure limits, tacho selector and the
relevant options are available to the privileged user. Other governor control
parameters are available only for commissioning and service personnel through
privileged access.
2.5.7 Access.
This function key enables entering of access codes for two privileged levels, i.e
'Privileged User' and 'Lyngs Marine Service'. No adjustments of essential
EGS2000 System parameters can be made without an Access Code.
2.5.8 Data.
This key is used when EGS parameters are to be changed.
2.5.9 Menu.
This key allows the operator to display various measurements or the alarm list.
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2.5.10 Diag.
The diagnosis facility allows the user to gain access to advanced tools within the
EGS2000 System. Display of key figures and measurements from which proper
control function can be verified are available in normal use.
Build in test of actuator performance characteristics and automatic tuning of the
actuator control loop are available to the privileged user. He may also alter the
limit curves within the governor, or choose to select forced or automatic selection
of tacho pickup. If LOD and/or VIT Options are included, these options can be
adjusted and tested by the privileged user.
Privileged user mode is accessed via entering of a password.
2.6 Failure Modes.
A power failure in the EGS2000 System will cause an alarm contact to be
activated, if the 24V DC supply should be interrupted. EGS2000 is not sensitive
to a short time failure in one of the phases of the 380/440V AC supply. However,
should more phases be interrupted, the actuator performance would be effected,
and an EGS alarm contact is activated. Fault handling within the EGS will block
the actuator to maintain it's position.
Failure of the electric supply to the EGS2000 Control Panel does not interfere with
the speed control ability of the EGS2000 System, but the EGS Alarm will be
activated. Details of the EGS2000 reaction to various faults and a list of error
messages are given in chapter 6.
2.7 Options.
EGS2000 System does not require any optional equipment in order to function
perfectly. Experience shows, however, that some users have individual
requirements with regard to additional controls, instrumentation and alarms.
Therefore the EGS2000 System has been developed to support a number of
options. A detailed description is provided in the options data sheets, and the
options installed with your EGS2000 are listed in chapter 1.6.4.
2.7.1 Engine Load Limit Option.
This option provides outputs for external use of whether an index limit is reached
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and pre-warning before reaching a limit. The following signals are available:
- Fuel Index Limited signal (contact output)
- Engine Torque Load Limit Prewarning (contact output)
- Scavenge Air Load Limit Prewarning (contact output)
2.7.2 Shaft Generator Option.
This option is intended for plants with a shaft generator, offering safe operation.
The following modules are available:
- Shaft Generator Connected signal range A (supervised contact input)
- Permission for Shaft Generator signal range A (contact output)
- Shaft Generator Connected signal range B (supervised contact input)
- Permission for Shaft Generator signal range B (contact output)
- Constant Speed Command (24V / contact input)
The 'RPM slope', the RPM change rate, is individually adjustable for running with-
and without shaft generator.
2.7.3 Instruments Option.
The instruments option comprises 2 separate current outputs for driving of e.g.
instruments and control purposes. Example of signals are:
- RPM signal (4-20 mA output)
- Index signal (4-20 mA output)
Other signals are available on request, see also Variable Injection Timing and
Remaining Index signal (Controllable Pitch Propeller option).
2.7.4 Variable Injection Timing (VIT).
The VIT system assures optimal injection timing over the envelope of operation
of the engine. The algorithm is made as advised by the engine designer and is
approved for each type of diesel engine. The option is:
- VIT control signal (4-20 mA output signal)
The option conforms to MAN B&W Diesel's VIT specification.
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2.7.5 Controllable Pitch Propeller Option.
A set of modules is available for CPP installations. The set of modules assure that
EGS2000 can fit to almost any particular installation. The EGS2000 needs a signal
of the actual pitch. The alternatives are:
- Pitch Angle Signal (4-20 mA input signal)
- Pitch Angle Signal ( 10V input signal)
- Remaining Index Signal (4-20 mA output signal)
The pitch signal is used to improve the performance of the RPM control and to
adjust the start level index as function of propeller pitch. This secures safe start and
prevents high RPM overshoots during start of the engine.
The Remaining Index signal can be connected to the load controller of the CP-
propeller control system. It signals the remaining available fuel index to the nearest
load limit, e.g. scavenging air load limit, engine torque load limit and index load
program.
2.7.6 Cylinder Lubrication Oil Dosing.
Cylinder Lubrication Oil Dosing may be variable in certain installations. The
option is:
- High Cylinder Lub Oil Dosing (24V output signal)
The LOD option conforms to MAN B&W Diesel's LOD specification.
2.7.7 Additional Control Options.
In addition to customer selectable options, EGS2000 has various control options
that are used in certain installations. The selection of these is made by Lyngs
Marine. The control options include:
- Synchronization pick-up (tacho 3) for two-stroke diesel engines with 4 or
5 cylinders
- Slope on RPM order software module
2.7.8 Slowdown Option.
This option is intended for owners, who want automatic slowdown function at
Engine Control Room control in addition to the slowdown function of the bridge
manoeuvring system.
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- Slowdown Order (supervised contact input)
- Cancel Slowdown order (24V / contact input)
- Reset Slowdown order (24V / contact input)
- Delayed shutdown (contact output)
(see also Barred Range Avoidance: 'Quick Passage Technique')
The slowdown option extends the MAN B&W Diesel slowdown specification for
bridge control to have automatic slowdown function from Engine Control Room.
2.7.9 Barred Range Avoidance (Critical Speed Function).
The option assures that running at critical speeds are avoided during Engine
Control Room control. Two alternative implementations are available:
- Critical speed software module
- Quick Passage Technique (QPT)
Signals for Quick Passage Technique:
- Zero Pitch Request (contact output signal)
- Delayed shutdown (see also Slowdown Option) (contact output signal)
The QPT option conforms to MAN B&W Diesel' QPT specification for CP-
propeller ships.
2.7.10 Engine Load Program.
This option assures that load up of the engine at high load levels are done over a
certain time. Furthermore optional RPM loaddown is available. The alternatives
are:
- RPM Load Program
- Index Load program
The RPM and Index load programs extends the MAN B&W Diesel specifications
for fixed- and CP-propellers respectively, to have the automatic load program
facility available at ECR control.
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2.7.11 Open Automation Architecture Option.
The EGS2000 system is supplied with a network interface, which allows it to be
connected to Lyngs Marine's general alarm- and control systems, UMS 2000 and
UCS 2000. This makes it possible to e.g. display internal values of the EGS2000
system at the computer monitors of the UMS-/UCS 2000 systems, or to use values
of e.g. RPM or propeller pitch in an alarm channel.
Examples of available parameters are:
RPM setpoint and actual value.
Pitch actual value.
Internal values and states of the 'RPM limits controller', 'load controller' and the
'RPM governor'.
Engine revolution counter.
Engine running hours counter.
2.7.12 Overload Protection System.
The EGS2000 system offers the Overload Protection System (OPS) as an option
with fixed pitch propeller installations. For the overload protection of the main
engine this option makes it possible to limit the torque of the Main Engine by
reducing the speedsetting command automatically.
The OPS option replaces the standard Scavenging Air Pressure and engine RPM
based fuel index limiters, although a high placed scavenging air pressure index
limitation is still present for the protection of the turbocharger.
The OPS option is cancelled, when the Load Limit Cancel function of the
EGS2000 is activated. Selective cancellation of the OPS option may be carried out
from the Control Unit of the EGS2000 - in this event the scavenging air pressure
and engine RPM based fuel index limiters will be activated as in the standard
configuration of the governor system.
The algorithm is made as advised by the engine designer and is approved for each
type of diesel engine. The following input/output signals are included with the OPS
option:
Analog input signals:
P Engine Torque signal (4-20 mA input signal)
P PTO Power signal (4-20 mA input signal)
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Binary output signals (lamp indications in the wheelhouse):
P Load Limited by OPS (24V output signal)
P Overload Limiters (run with raised limiters) (24V output signal)
P Heavy Running Propeller (24V output signal)
P Light Running Propeller (24V output signal)
The option conforms to MAN B&W Diesel's OPS specification.
2.7.13 Cylinder Cut Out System.
The EGS2000 system offers the Cylinder Cut Out System (CCO) as an option with
fixed pitch propeller installations.
The CCO system cuts out approximately half of the cylinders at low revolutions
resulting in a stable run and reduced particle emission in the low revolution area
down to minimum.
The CCO system is enabled during automatic and manual remote control in
direction of rotation ahead as well as astern, when the engine is running below a
predetermined number of revolutions.
Two binary output signals are activated (closed contact) - one at a time - for
making cut out of half the cylinders. Turns between the groups are time based.
In order to obtain a safe start the cut out system is disabled during the starting
period and until the engine is stabilised.
With Load Limits Cancelled the CCO system is disabled and all cylinders active.
Extra cylinder oil lubrication (LOD) is set to normal doses during cylinder cut out.
The algorithm is made as advised by the engine designer and is approved for each
type of diesel engine. The following input/output signals are included with the
CCO option:
Binary output signals:
P Cut Out of Cylinder Group 1 (24V output signal)
P Cut Out of Cylinder Group 2 (24V output signal)
The option conforms to MAN B&W Diesel's OPS specification.
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2.7.14 Use of EGS2000 from Emergency Stand at Ships without Engine Control
Room.
The EGS2000 can be wired to be controlled from the emergency stand at ships
which do not have Engine Control Room.
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