D.

ELECTRONIC AIR-FUEL RATIO CONTROL SYSTEM

1)

OPERATION
Once the engine is running, and speed is being controlled by the governor, the ratio control section will become active. As engine speed or load changes, the ratio controls will automatically provide for a corresponding change in air manifold pressure in order to achieve the best possible engine performance and fuel economy. Operationally, this section of the panel has three segments: 1) Inputs, 2) Adjustments, 3) Output (See Figure 0-1 for Reference). The

Inputs are:
a) Control Supply Pressure - Provided by components in the Starting System Section. - A function of the position of the air butterflies. - A function of load and speed, controlled by the governor.

b) Air Manifold Pressure c) Gas Manifold Pressure The

Adjustments will be discussed in the following section.

The panel sends a signal which positions the air butterfly valves to a predetermined air manifold pressure for the gas manifold pressure being supplied to the engine cylinders. 2)

THE AIR-FUEL RATIO DATA SHEET

The air-fuel ratio data sheet contains the set-up values which the controller uses to maintain the best possible conditions for fuel economy, and reliable operation for the fuel reportedly being used. Operating an engine with incorrect data will result in increased fuel consumption, or possible damage to the engine. The data are prepared for each engine based upon model, operating conditions, and fuel. The factors that can affect these settings are: a) Engine type, duty b) Fuel gas composition c) Ambient temperature range d) Site elevation e) Special site considerations

There are two major parts to the data sheet (See Figure D-2): a) Table of Data b) Ignition Timing

The Table of Data contains unit idenitification and location, elevation, air manifold temperature, and air-fuel ratio constants.

SECTION z

PAGE 19

AIR FUEL RATIO DATA SHEET

4NNOMB onO IMMO

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mum ab FEM OM= AM

ENGINE TYPE FUEL GAS COMPOSITION AMBIENT TEMPERATURE RANGE SITE ELEVATION SPECIAL SITE CONSIDERATIONS

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M/MM

WIN

CONTROL AIR SUPPLY

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E z

ELECTRON' C/PNEUMAT IC CONTROL PANEL (AIR/FUEL SECTION)

1.

2,

13

FUEL GAS MANIFOLD

AIR BUTTERFLY VALVE

GAS METERING , VALVE FUEL GAS

GOVERNOR

TURBOC HARGER

AIR

INTAKE

EXHAUST MANIFOLD

OPERATIONAL SCHEMATIC OF AIR FUEL CONTROL FIGURE 0-1 SECTION Z PAGE 20

AFR DATA SHEET NO: Recommended Air Fuel Ratio Data for: ENGINE MODEL: SERIAL NO: AIR MANIFOLD TEMPERATURE:

FOR ANALOG CONTROLLER DATE:

BMEP: SITE: ELEVATION:

AIR FUEL RATIO CONSTANTS

DIAL SETTINGS

P ay -y

K I
ENGINE IGNITION TIMING VS. SPEED

K2-

48
fa.

44
OS

40

36

32

28

24 600 700 900 800 ENGINE SPEED - RPM 1000

AIR-FUEL RATIO DATA SHEET

3)

ADJUSTMENT This unit is approved by CSA for operation in Class 1, Division 1, Group D environments. However, this classification requires the use of Dynalco M205 or M207 Magnetic Pick-Up and Dynalco IPT 107 I/P Convertor.

Preliminary Set-Up
After a panel has been installed or if the engine is being started for the first time, several checks must be made before the engine is started. These checks include the wiring, the gap between the magnetic pick-up and the ring gear, and the I to P transducer which is located in the panel. Before a panel is shipped, a shipping screw is installed in the I to P transducer's top housing. The transducer is located in the lower right corner of the panel. A restriction screw, which is stamped "RN, is located behind the shipping screw. (See Figure 0-3 for the location of the screws.) These screws must be interchanged before operating the panel.

TOP VIEW

SHIPPING POSITIONS

RESTRICTION SCREW SHIPPING SCREW

FR NT SHIPPING SCREW RESTRICTION SCREW

OPERATING POSITIONS

11025;
PLACE SCREWS IN THEIR SHIPPING POSITIONS BEFORE MOVING TRANSDUCER TO ANOTHER LOCATION.

O
SECTION 2

SHIPPING AND RESTRICTION SCREWS FIGURE 0-3 PAGE 22

NOTE If the panel is to be moved to another location, the screws must be returned to their shipping positions. The gap between the magnetic pick-up and the flywheel ring gear should be set at .020". A non-magnetic feeler gauge is recommended to check this gap. This is a preliminary setting and the gap may need to be changed eventually due to possible flywheel ring gear eccentricity. This will be discussed later. It is recommended that the engine be barred over one revolution to insure that there is no interference. Panel wiring should be checked for tightness and polarity. (See Figure 0-4 for a connection schematic.) Insure that the shield connections are at the correct terminals. The magnetic pick-up shield connects at Terminal 1. The I to P transducer shield should be connected at Terminal 9. The shield wires prevent noise interference and should only have one end connected at the controller. The other end of the shield should be removed.

G:CLND TERMINAL
DYNALCO
M205 OR M207

nMn1n11,

- GICLND 2 3
4 5 + 6)

MAGNETIC PICKUP

LED ON DOOR

MITE TO VIEW

7 S 9 10 11 12 13 14 WHITE GREEN RED SLAM 18 16

8-8

ELAM DYNALCO ITP 107 VP CONVERTOR

+) 1-5 mA OUTPUT - TO VP TRANSDUCER

GAS MANIFOLD PRESSURE SENSOR

CONTROLLER ELECTRICAL CONNECTIONS

FIGURE 0-4
SECTION 2

DACC .31

Ad'ustment: STEP 1 Program the controller's Air-Fuel constants as per the Data Sheet (See Figure C-3). Adjust each potentiometer to the correct dial setting given on the Data Sheet. These are lableled "K 1 ", "P " "K 2 " and "13 ,,, respectively, and are Gx , .2 located l n the controll top right corner (See er's Figure 0-5 for reference). STEP 2 RATE, GAIN & RESET adjustments. To start, set the RATE, GAIN and RESET potentiometers at midrange: 50% open from the fully counterclockwise position. STEP 3 - CONTROL ACTION SWITCH. This switch is to be set in the "0" position (for "Direct Action," as opposed to the "R" position for "Reverse Action").

Verification
Before the engine is running, the four potentiometers should be verified as discussed in the previous section. Once the engine is operating above 50% load, complete the following steps: Verification of the proper ignition timing is required before the following steps are taken. STEP 1 AIR-FUEL RATIO Verification: Note the gas manifold pressure at which the engine is operating. Refer to the Air-Fuel Curve to find the correct air-manifold pressure for the current gas pressure. If the pressure is incorrect, adjust the K 2 potentiometer slightly in order to achieve the correct air manifold pressure. STEP 2 RATE, GAIN & RESET Verification: If oscillation or unstable controller action is noticed, additional adjustments of the potentiometers may be necessary. Any additional adjustments should be made in the following order: 1) GAIN, 2) RESET, then 3) RATE. NOTE: Do NOT adjust more than 90% fully clockwise.

SECTION 2.

PAGE 24

CONTROLLER P/N 033-725 (DYNALCO KCD 2500) FIGURE D-5 SECTION Z. PAGE 25

Troubleshooting
Verify that the engine is operating correctly before troubleshooting the controller. In the vast majority of cases, the controller is reacting to an engine-related problem. There are only two situations which require checking the controller. These are: 1) 2) The controller will not reset. The panel constants have changed.

If the power LED will not flash and the controller has not reset, the magnetic pick-up gap may either be too large or not perpendicular to the flywheel. Using a digital voltmeter, measure the voltage between Terminals 2 and 3 at the terminal strip. The voltage should be a minimum 4.00 volts AC with the engine at 600 RPM. If the voltage is slightly lower than 4.00, it can be increased by decreasing the magnetic pick-up gap. Slowly screw the magnetic pick-up towards the flywheel ring gear until the voltage is 4.00 volts AC or the panel resets. Use the jam nut to secure the magnetic pick-up once it is set.

I CAUTION 1 1 Extreme care must be taken not to contact the spinning 1 ring gear. The pick-up could become irreparably damaged.

If the voltage is very low or is zero, either the magnetic pick-up has failed, or the wiring is faulty. Check the wiring for continuity using an ohmmeter. If the wiring is OK, replace the magnetic pick-up and use the procedure previously described to set the gap.

CAUTION
1 Disconnect wiring from controller when checking for I continuity. 1

SECTION Z

PAGE 26

E.

SUPPLEMENTARY INSTRUCTIONS 1) PRE-TURBINE TEMPERATURE

Once the Air-Fuel set-up procedure is performed, the panel should provide the best possible control for fuel consumption and reliable engine operation; however, it is important to verify that the engine is receiving the proper Air-Fuel mixture once it is running and under load. The exhaust temperature is a good indicator of proper Air-Fuel Ratio and is monitored with thermocouples. When the engine is operating above 75% of its rated load, the individual cylinder exhaust temperatures are within 100 degrees Fahrenheit of each other.

2)

GENERAL COMBUSTION CHARACTERISTICS

Spark ignition engines tend to have the most rapid combustion when the mixture of fuel and air is near or equal to the chemically perfect proportion for complete combination of fuel and oxygen of the air. This very rapid and intense combustion produces high combustion chamber temperatures, and often will produce a violent pressure rise and mechanical shock called detonation. A naturally aspirated carburetor engine is usually set to have a mixture ratio which is slightly rich. This results in a slower and less violent combustion for best engine life. The turbocharged engine differs from the naturally aspirated engine in the proper control of the Air-Fuel ratio. In the turbocharged engine, the air taken into the engine should be varied. so as to operate the engine at a leaner mixture than the chemically perfect value. This helps avoid detonation by making proper use of the increase in air available. This additional air in the turbocharged engine results in lower temperatures in the combustion chamber and exhaust system. The lower temperatures are a result of diluting the Air-Fuel mixture with an excess of air. Scavenging of the combustion chamber through the valve overlap by "blow through" air gives a further temperature reduction. The leaner mixture possible in a turbocharged engine is very important in reducing temperatures of the engine parts. This temperature reduction makes it possible to carry the heavier loads of the turbocharged engine without damage and without shortening the engine life. A rich mixture will cause high temperatures, both in the combustion chamber and the exhaust system. High temperatures may destroy the inlet and exhaust valves and seats, as well as the turbocharger. The exhaust temperatures at the turbocharger turbine inlet must be less than 1150 Fahrenheit at all times.

SECTION Z

PAGE 27

3)

EXHAUST TEMPERATURE
Exhaust temperature limiting must be observed during the engine warm-up. Air-to-gas fuel mixture adjustments must be made as necessary to give smooth operation under load without excessive exhaust temperatures. Exhaust temperatures at the turbocharged turbine inlet should be less than 1150 F. average at all times. The exhaust temperatures at the cylinder head outlet should not exceed 1175 F. at any time and preferably not over 1125 F. at full load. If the temperature does not fall within the range, a problem exists that must be identified and corrected. In the course of checking the engine's systems for proper operation, the following should not be overlooked: a) b) Verify the exhaust pyrometer calibration is correct. Verify the site conditions agree with the data supplied to SUPERIOR. r+5 0 Verify the air manifold temperature is 130 F. [-10 Verify the correct ignition timing. Refer to Diagnostic Charts (Troubleshooting) for additional information.

c) d) e) 4)

STARTING THE ENGINE FOR THE FIRST TIME

When starting the engine for the first time or after a major overhaul, the following steps should be taken: a) Service the air intake filters and the lubricating oil filters. Remove the cylinder head cover lids and lubricate the valve stems and rocker arms with oil. Fill the engine oil sump to the proper level with clean high-grade lubricating oil of the proper viscosity. (See "Lubricating Oil System" section of this manual.) Prime the lubricating oil system with the priming pump. Check the lube oil level after this operation, and add oil if necessary. Drain off any condensation that may have collected in the turbocharger casing and intake manifold(s). Fill the hydraulic governor to its operating level with proper lubricating oil. (See governor bulletin in the "Auxiliary Equipment" section of this manual.)

b)

c)

d)

e)

SECTION 2

PAGE 28

fl Open vent cocks or break connections at high points in the water system to prevent air lock. Make sure the drains in the engine cylinder heads are plugged, and fill the cooling water'system(s) with clean, treated water. (See "Cooling Water System" section.) a) With the governor link disconnected, make sure that the gas control linkage has no binding and then reconnect the linkage to the governor. (Refer to the "Supplementary Instructions" section for the fuel gas metering valve set-up procedure.) h) Make sure that the fuel gas is shut off and the ignition system is grounded. Bar the engine over by hand at least two complete revolutions in order to make sure that it turns freely and that no water may have partially filled any cylinder. This precaution may prevent serious further damage to the engine cylinder heads, pistons, liners, rods or even the cylinder block.

CAUTION 1 I RE SURE TO REMOVE THE BARRING LEVER AND DISENGAGE THE I BARRING DEVICE AFTER BARRING OVER THE ENGINE.

1
a) Check all fuel gas, oil, water, and other connections and tighten as necessary. Make sure that all valves for water and lubricating oil are in proper operating position. Start the engine. After running the engine at no load for a few minutes, it must be shutdown and checked for proper functioning by removing the cylinder block lower cover doors and making sure that all hearings are receiving proper lubrication and are not running hot. If this inspection is satisfactory, then the break-in period may be continued. During the initial period of operation, special attention should be given to the engine as follows: Watch the engine oil pressure carefully to make sure that it does not drop below 20 PSI. Engine oil header pressure should be 35-45 PSI at full rated engine speed. The engine should preferably not be operated at heavy load unless the temperature of the water and oil leaving the engine is at least 120 0 F. Excessive (high or low) water outlet temperature should be noted as an indication of a water system malfunction. Occasional shutdown and re-checking of bearings during initial operation period is also advised. PAGE 29

b) c)

d)

SECTION z

51

GAS METERING VALVE SET-UP PROCEDURE RSGT g VEE Engines

The fuel gas metering valve (See Figure E-1) utilizes two "o" rings to seal the fuel aas from leaking around the stem of the plug. The valve should be disassembled and cleaned occasionally and the "o" rings checked for wear and lubricated with HP40 gear lubricant (by Lubrication Engineers) or a light grease. Do not use an excessive amount of lubricant, as this may plug the vent hole between the seals. With the governor on "o", adjust the rod between the governor and the metering valve until the metering valve plug is seated.

.METER1NG VALVE

VENT 1/8" NPT

WIPER

0-RING SEALS

FUEL GAS METERING VALVE

FIGURE E-1

SECTION 2_

PAGE 30

TNLINE ENGINES
The fuel gas metering valve (See Figure E-2) utilizes two lip seals to seal the fuel gas from leaking around the stem of the plug. The valve should be disassembled and cleaned occasionally and the lip seals checked for wear and lubricated with HP4n gear lubricant (by Lubrication Engineers) or a light grease. Do not use an excessive amount of lubricant, as this may plug the vent hole between the seals. Remove the cover plate from the bottom of the metering valve. With the governor at zero, load and gas quadrant at zero degrees, adjust the metering valve so that the entire 3/16" diameter hole is exposed. If less than the entire 3/16" diameter hole is exposed, the engine may not pull full load. If more than the entire hole is exoosed, the engine may not come down to idle speed.

VENT 1/8"NPT BUSHINGS

A
Am'
I

I I

I II II 1

LIP SEALS METERING VALVE

FUEL GAS METERING VALVE (INLINE) FIGURE E-2

SECTION Z

PAGE 31

AIR BUTTERFLY LINKAGE

Set in accordance with Figure E-3. .

BUTTERFLY TO BE 7" OPEN FROM COMPLETELY CLOSED POSITION.

ADJUST THIS LENGTH ' SO THAT BUTTERFLY IS 7" OPEN WITH NO AIR PRESSURE ON AIR CYLINDER.

AIR BUTTERFLY LINKAGE FIGURE E-3

SF.CTP1N 2_

PAGE 32

GnVERNOP TRAVEL Proper governor travel is necessary to obtain correct engine speed and stability. The "Governor Load Indicator or Rack Dial Lever," as the case may be, should read "Zero" with the gas valve closed and approximtely PS% of full travel with the engine operated at full load. To set the linkage for your application, select the appropriate gas control linkage: Figure E-4 Gas Control Linkage

SECTInm 2

PAGE 33

' 20. *

r-i

GAS CONTROL LINKAGE

FIG. E-4 SECTION 2_ PAGE 34

PERIODIC INSPECTION AND SERVICING

PAGES Initial Inspection/Servicing Overhaul Recommended Engine Maintenance Schedule 1 1-2-3

SECTION 3