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ePCC

Waukesha User Manual

ePCC User Manual

HOERBIGER

142BTable of Contents

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1 Overview .............................................................................................................................................. 1

2 Operating Principle ............................................................................................................................. 1

3 system description .............................................................................................................................. 1

3.1 System Architecture .......................................................................................................................... 3

Control Panel ................................................................................................................... 4 3.1.1

4 Replacement parts .............................................................................................................................. 6

4.1 ePCC Valve ...................................................................................................................................... 6

4.2 Fuel Line Connection ........................................................................................................................ 7

4.3 ePCC Electrical Wiring ...................................................................................................................... 8

4.4 ePCC Valve Cylinder Head Adapter ................................................................................................ 10

4.5 Speed and Position Sensors ........................................................................................................... 11

4.6 Pressure and Temperature Sensors ................................................................................................ 14

Pressure Sensor Install .................................................................................................. 14 4.6.1

Thermocouple Sensor Install .......................................................................................... 16 4.6.2

4.7 Fuel Filter ........................................................................................................................................ 17

5 HMI ..................................................................................................................................................... 19

5.1 Home Screen .................................................................................................................................. 19

5.2 Login and User Levels ..................................................................................................................... 21

5.3 ePCC Screen .................................................................................................................................. 22

5.4 Alarms Screen................................................................................................................................. 23

Current Alarms .............................................................................................................. 23 5.4.1

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5.5 Graphs Screen ................................................................................................................................ 25

5.6 Setup Screen .................................................................................................................................. 26

Parameters .................................................................................................................... 27 5.6.1

Test Mode ..................................................................................................................... 30 5.6.2

Removable Media .......................................................................................................... 30 5.6.3

Pressure Sensor Calibration .......................................................................................... 30 5.6.4

ePCC Bias Factors ........................................................................................................ 31 5.6.5

6 System errors/troubleshooting ......................................................................................................... 33

6.1 Alarms ............................................................................................................................................ 33

Right / Left Bank AMT Out of Range .............................................................................. 33 6.1.1

AMT Out of Range (High or Low) ................................................................................... 33 6.1.2

Right / Left Bank AMP Out of Range .............................................................................. 33 6.1.3

AMP Out of Range (High or Low) ................................................................................... 33 6.1.4

4-20 Input Outside of Range .......................................................................................... 34 6.1.5

24V Out of Range .......................................................................................................... 34 6.1.6

Boost Voltage Out of Range........................................................................................... 34 6.1.7

Crank Tooth Input Signal ............................................................................................... 34 6.1.8

Crank Reset Signal ........................................................................................................ 34 6.1.9

Short Circuit Cylinder XY ............................................................................................... 34 6.1.10

Open Load Cylinder XY ................................................................................................. 35 6.1.11

Overspeed ..................................................................................................................... 35 6.1.12

Cam Position ................................................................................................................. 35 6.1.13

SHUTDOWN ................................................................................................................. 35 6.1.14

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6.2 System Status ................................................................................................................................. 35

6.3 General Troubleshooting ................................................................................................................. 36

Engine unable to get out of crank state or reach idle RPM .............................................. 36 6.3.1

Panel (or individual component) will not power up .......................................................... 36 6.3.2

7 Hazardous area operation ................................................................................................................. 37

8 Drawings and data sheets ................................................................................................................. 38

8.1 ePCC Valve (P/N 1764093) ............................................................................................................. 39

8.2 Cylinder Head Adapter – Superior SGTB16 (Part # UE22.0-2.0) ...................................................... 40

8.3 Cylinder Head Adapter – Superior 6GTL (UE22.0-10.0) ................................................................... 43

8.4 Cylinder Head Adapter – Waukesha 7042GL ................................................................................... 44

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1 OVERVIEW

Combustion stability is crucial to reliable engine performance. From this perspective, igniting the lean mixture is the main concern on lean burn engines. Pre-combustion chambers are a good approach since the flame propagation into the main combustion chamber provides ignition which is orders of magnitude higher than the spark event alone. However, the mixture in the pre chamber has to be adjusted correctly and needs to be consistent from cycle to cycle. If not, poor combustion stability, misfire, and even detonation can result. These are common problems with traditional check valves. These issues are avoided with precise electronic pre chamber fuel injection – ePCC. It allows the

engine to run consistently smoother and cleaner. The required maintenance is also greatly reduced.

2 OPERATING PRINCIPLE

The ePCC is an electronically actuated check valve that precisely controls the amount of fuel delivered to the pre-combustion chamber. The ePCC does not seal due to differential pressure, thereby eliminating the fouling common among conventional pre-combustion chamber check valves. The amount of fuel delivered is electronically controlled by varying the opening duration of the ePCC as engine loading changes. The density in the air manifold is constantly metered by the system which dictates the amount of fuel delivered each cycle. During commissioning a calibration of the fuel curve is performed at various engine load points to account for the entire operating range.

3 SYSTEM DESCRIPTION

The CleenCOM ePCC system consists of the following basic components:

ePCC (electronic pre-chamber control valve)

Speed and position sensors

Pressure and temperature sensors

Fuel filter

Altronic EZrails (optional)

Altronic ignition (generally a CPU-95) junction box (for use with new EZrails)

Control Panel o SDM (Solenoid Driver Module) o DE3000 I/O Board o Horner PLC / HMI

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SDM The SDM is a self-contained unit for control of ePCC valves on large combustion engines. The SDM provides position and duration control for up to 20 ePCC solenoid valves. All ePCC valves can be individually controlled with regard to both duration and timing thereby providing individual cylinder control.

DE3000 I/O The DE3000 I/O board allows for expansion of the required analog and digital inputs and outputs. It is primarily used for temperature and sensor inputs, as well as output of the fuel duration and the shutdown status to the plant DCS / PLC.

Speed & Position Sensors

In order to correctly time the duration of the ePCC opening event the SDM must always “know” the engine’s position and speed. Two magnetic pickups (tooth count and reset) and one Hall Effect (cam position) are used to provide this information directly to the SDM.

Temperature & Pressure Sensors

The air manifold temperature and air manifold pressure sensors are used to calculate the air density in the manifold. The air density provides an indication of the engine load and the amount of fuel required. By tracking the air density, the correct amount of fuel required is calculated and provided each cycle.

Fuel Filter In order to provide added filtration and safety for the ePCC valves, an additional inline fuel filter is required

Altronic EZrail The EZ Rail is suggested to provide a threaded connection to the ePCC valve. This makes servicing the engine quicker and easier in most situations. If using a CPU-95 ignition system, a 2-channel EZrail is available to incorporate the wiring required for both the ignition and the ePCC valves. The ePCC’s may also be installed with standard conduit instead of using an EZrail.

Altronic Junction Box for CPU-95

If using a CPU-95 ignition and the 2-channel EZrail, a replacement CPU-95 junction box must also be included because of changes to the wiring scheme.

Control Panel The control panel houses the SDM and the DE3000. The Horner HMI is mounted on the front of the control panel. Wiring termination of all the ePCC valves and sensors is also made in the panel.

SDM Breakout Board

This board provides terminals for the required SDM sensor inputs (speed, fuel duration,etc.) and the MODBUS communication.

Horner PLC/HMI Performs the dual function of user interface, and PLC for control of ePCC system.

Figure 1 - Description of Components

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3.1 System Architecture

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Control Panel 3.1.1

Below is an image of the standard ePCC control cabinet with key components called out:

Figure 2 –Inside View of Control Panel

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Figure 3 –Exterior View of Control Panel

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4 REPLACEMENT PARTS

Assembly and installation of the ePCC system will be performed under supervision of Hoerbiger at the time of commissioning. This section will serve as an overview of all replacement parts required, and

how to replace them.

4.1 ePCC Valve

The ePCC valve consists of three connections – electrical signal for firing, fuel gas inlet, and the fuel gas outlet into the pre-chamber. Depending on the style of ePCC provided, the electrical wire may be an integrated wire or a detachable lead (detachable lead shown below). The ePCC valves come assembled with Swagelok connections on the fuel inlet and outlet. The fuel inlet connects to ¼” tubing and the outlet connects to the cylinder head adapters provided with the kit. The adapters are customized and built for each specific engine type. Please see the Drawings at the end of this manual for details on the adapters available.

Figure 4 – ePCC Valve Connections

Torque spec = 65-70 ft-lbs for all fuel connections

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4.2 Fuel Line Connection

The fuel supply to the ePCC valves should be greater than 50 psi. This range ensures that the fueling characteristics of the valve are consistent over different loads. The fuel lines from the existing check valves can be used for the ePCC valves if the correct connection is available. Otherwise, an

adapter or new fuel line may be installed.

Figure 5 - ePCC Valve Installed

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4.3 ePCC Electrical Wiring

Wiring of the ePCC valves to each cylinder is critical and must be indexed with respect to the correct cylinder firing order. During Hoerbiger installation and commissioning, wiring from the control panel to the valves on the engine is performed either via EZrail connections, or conduit runs at the customer’s request, so that the firing order is correct. When replacing or servicing the ePCC valves or wiring, the same wiring configuration must be used. Below are images showing both EZ-Rail and Conduit installations on Waukesha 7042GL engines:

Figure 6 - ePCC System with Ez-Rail Wiring Connections

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Figure 7 - ePCC System with Conduit Wiring Connections

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4.4 ePCC Valve Cylinder Head Adapter

Before each ePCC valve is installed, an adapter must be installed in the cylinder head. Depending on the engine type, each adapter will vary a bit. Please reference the specific part number provided for your installation if an additional adapter is needed. Adapters should be torqued to 65-70 ft-lbs.

Figure 8 - ePCC Cylinder Head Adapter (Waukesha 7042 GL adapter shown)

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4.5 Speed and Position Sensors

The speed and position sensors must be mounted in a way that the SDM can correctly interpret the speed and position of the engine. This allows for accurate control of the ePCC fuel timing. Three sensors must be installed and run to the panel. See your as-built drawings for the correct

connections.

Magnetic Pickup – “Tooth Count” (Altronic P/N: 01-691118-3)

Magnetic Pickup – “Once per turn Reset” (Altronic P/N: 01-691118-3)

Hall Effect – “CAM Position” (Altronic P/N: 01-591014-4)

For these sensors, here are the two criteria that must be met in order for the SDM to properly process the engine position signals. The tooth count has no specific positioning requirements other than the standard air gap (1 – 2 mm recommended) for magnetic sensors. The following conditions MUST BE MET or the SDM will be in a fault condition.

1) Reset (once per turn) magnetic pickup sensor must be active at the same time the Hall

effect cam sensor is active. See image below of oscilloscope showing the reset and cam

signals meeting this condition. It is highly recommended that an oscilloscope be used during

installation to verify the sensor installation. You can see that the cam signal is active for quite

a few degrees (about 20-30 degrees in this example). This depends primarily on the size of

the magnet used. The signal for the Reset must occur during this window as shown.

Physically, this means that the reset pin (or hole) that the Reset sensor “looks at” must pass by

the sensor while the cam sensor also “sees” its reference. The cam signal will only be active

every other revolution. Reset occurs on every revolution of the crankshaft, so every other

Reset signal will occur with no cam synchronization.

Note – Generally, if a CPU-95 or similar ignition system using the same engine position and speed sensors (cam, Reset, Tooth Count) is installed, then these can be used as a reference for the installation of additional sensors. The requirements of the ignition system are also specific for timing purposes. Thus, the Reset pickup for the ignition will likely already be mounted in such a way that it is

active within the correct window relative to the cam position sensor.

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Figure 9 – O-scope View of Engine Position Signals

2) The Reset must be positioned between 0-180 degrees before top dead center [BTDC] of

Cylinder 1. This physically means that the bolt must pass the Reset sensor at least 180

degrees (or half revolution) before Cylinder 1 reaches top dead center. The direction of

rotation must be noted during the install to make sure that this is done correctly. In the

example below, note that the bolt is passing the sensor approximately 180 degrees before

TDC of Cylinder 1. This is an example of a correct installation. Once the bolt passes the

sensor, Cylinder 1 must reach TDC within half a turn of the flywheel (180 degrees) or less. It

doesn’t matter where the sensor is positioned along the flywheel as long as this criterion is

met. Most flywheels will have markings to show the number of degrees BTDC that the engine

is at during sensor installation. The offset should be noted because it must be configured

during commissioning in the SDM calibration [EngCfg_ResetPos_ddeg_C]. It is strongly

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recommended this sensor position is never changed once setup. If the position of this

sensor is changed, Hoerbiger must be notified in order to change the SDM calibration

accordingly.

Note – again, if there is an ignition system installed, the Reset will likely already be positioned such that it meets this criterion. The location of the ignition Reset sensor is a good starting point for landing the sensor for the ePCC system. In addition, the offset between the ignition Reset position and the TDC of Cylinder 1 is generally known. Thus, only the offset between the ignition Reset and the ePCC Reset need to be known to determine the total offset to Cylinder 1 TDC.

Figure 10 - Examples of Correct Bolt/Pin and Sensor Placement for Reset Sensor

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4.6 Pressure and Temperature Sensors

Pressure and temperature sensors must be mounted to the air manifold in order to correctly calculate air density, and provide the pre-chambers with the correct amount of fuel for optimum combustion. There are a total of 2 pressure sensors and 2 thermocouples installed for engines with left and right banks. For single bank engines, only one of each sensor type is installed. In general, 0-50 psia sensors are used to cover the range of manifold pressures. Please note that the pressure sensors must be absolute pressure sensors, not gauge pressure sensors. Pressure sensors are to be

installed either directly on the manifold, or they may be installed using a tubing line referencing the

manifold pressure. Pressure sensor calibration will be explained in more detail in Section 5.6.4.

Pressure Sensor Install 4.6.1

Figure 11 –Pressure Sensor with Tubing Connection to Air Manifold

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Figure 12 - Pressure Sensor Installed Direct to Air Manifold

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Thermocouple Sensor Install 4.6.2

Either J or K type thermocouples may be used for the air manifold temperature connections. This is specified at startup and must be configured in the system, to accurately read air manifold temperature. When replacing a thermocouple the same type must be used. If not, Hoerbiger must be contacted to make the necessary calibration changes to the DE3000 input board in the control panel.

Figure 13 - Thermocouple Installation on Air Manifold

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4.7 Fuel Filter

An inline fuel filter with a high efficiency coalescing filtration unit (0.01 microns) for solid particulate removal is installed as added protection for the ePCC valves. Installation recommendations are as

follows:

1) Locate filter on the pre-chamber fuel gas line as close as possible to the fuel inlet of the ePCC

valves.

a. Inlet and outlet connections are ½ inch NPT.

2) Install filter vertically, and with the arrow in the direction of flow

3) It is recommended to install bypass piping to facilitate replacement of element without bringing

down the engine.

4) Make sure the element is installed inside the housing and hand tighten the filter bowl

5) Make sure the drain valve at the bottom of the filter housing is closed

Figure 14 - Bypass for Filter Change While Engine is Online

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The filter is equipped with a differential pressure indicator on top that will turn from green to red when a pressure drop of 10 psid has occurred. This is a visual indication that the filter element should be

replaced.

Operating Temperatures: 35 – 225°F (1.7-107°C)

Maximum Working Pressure: 250 PSIG

Figure 15 – Fuel Filter Housing

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5 HMI

5.1 Home Screen

Figure 16 – HMI Home Screen

The Home Screen shows an overall summary of the ePCC system. This screen is available to all user levels and is navigated to by pushing the “Home” button at the bottom of the Horner touchscreen. All values on this screen are read-only and just for display. The buttons labelled Home, Alarms, ePCC,

Graphs, and Setup navigate to other screens which are discussed in more detail later.

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Engine State

STOP Engine is not running

INIT Engine startup detected; valves begin anti-sticktion sequence

CRANK Engine reaches a tuneable cranking threshold and ePCC's begin firing

RUN Engine reaches a run state

SHUTDOWN Diagnostic event has occurred which should stop the ePCC operation

OVERSPEED Engine is over-speeding

ePCC Mode Auto Fuel pulse width to the ePCC's is calculated

Manual Fuel pulse width to the ePCC's is manually entered

Speed Engine speed shown in RPM

Density

This is the calculated air manifold density used to determine ePCC pulse width in Auto Mode

Pulse Width

Duration that the ePCC valve is opened allowing fuel flow into the pre-chamber each cycle

AMT L/R Air manifold temperature used in the density calculation for Auto Mode operation

AMP L/R Air manifold pressure used in the density calculation for Auto Mode operation

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5.2 Login and User Levels

There are 2 different user levels set up for the HMI. Each access level is summarized below. Passwords for user levels are set at the time of commissioning. If passwords are lost, please contact

Hoerbiger to have them sent to you or reset.

Tech

Alarms Full access - view, acknowledge, and clear all alarms and alarm history

ePCC Read only view of the current ePCC mode and pulse width

Graphs View all graphs available - AMT, AMP, Density, Pulse Width

Setup Change Parameters - HMI date/time, barometer setting, cold start duration, average start time, AMP and AMT alarming min/max; Removable Media

Manager

Alarms Full access - view, acknowledge, and clear all alarms and alarm history

ePCC Full access to ePCC mode (Auto or Manual); ePCC duration in Manual mode

Graphs View all graphs available - AMT, AMP, Density, Pulse Width

Setup Same as Tech access plus access to ePCC Test Mode, Sensor calibration, ePCC Bias Factors

The main login screen is shown below. After a pre-configured amount of inactivity time, the HMI will automatically log the user out. When no user is logged in, only the Home, Alarms, ePCC (Tech view), and Graphs screens are available. The Setup is not accessible when there is no user logged in. In order to login or logout at any time, the F5 button can be pushed on the right side of the HMI. When logged in, F5 will log the user out and return to the login screen. When not logged in, F5 will take the

user to the login screen.

Figure 17 - Login Screen

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5.3 ePCC Screen

Figure 18 - ePCC Screen (Manager View)

The ePCC screen is where the Manager can change the ePCC modes and set the pulse width if in Manual Mode. The ‘Current ePCC Mode’ is shown on the top line (‘Manual’ or ‘Auto’ will show on the screen). In order to change from one mode to the other the user must select the button which will read either ‘Auto’ (as shown above) or ‘Manual’. The button will always be labelled with the current state. In this figure above, the unit is in Auto mode. When the user touches this button, the label changes to the other mode (either ‘Auto’ or Manual’). The ‘Confirm’ button also changes to red. Once the Confirm button is pushed it changes back to blue and the new running mode is entered. The label of the mode button will remain showing the active running mode.

Automatic Pulse Width (display only): this uses the air manifold density to calculate correct fueling

Manual Pulse Width (opens user input screen): the user can select this button when in Manual

mode to change to the desired fuel value

Current Pulse Width (display only): this line shows the active ePCC fuel pulse width in milliseconds

(ms). Depending on the mode selected it will match either the Auto or Manual Pulse Width shown above. If the Manual or Auto Pulse widths are outside of the range set by Hoerbiger, then the minimum or maximum pulse width will be used by the controller and displayed here as well.

Averaged (98/2) Density (display only): The averaged density is the density used by the controller

to calculate the fuel pulse width. It is shown on this screen as a reference only.

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5.4 Alarms Screen

Figure 19 - Alarms Screen

The alarm state of an alarm point indicates if it is active and if it has been acknowledged or cleared by

the operator. An alarm point is in one of four states:

ALM - Alarm point is active and is pending acknowledgement.

ACK - Alarm point is active and has been acknowledged.

RTN - Alarm point has transitioned from active to inactive (return-to-normal) while still pending

acknowledgement.

CLR - Alarm point is inactive and has no pending request for acknowledgement <or> Alarm point is active but has been cleared (will no longer be displayed onscreen).

On the Alarms screen there are two groups available – Current Alarms and Alarms History.

Current Alarms 5.4.1

The Current Alarms log provides a single entry for each alarm point whose current state is NOT equal to CLR. Entries are cleared on a power-cycle or program download. Entries contained in the summary

log contain an alarm in one of the following states:

ALM – Active alarm not yet acknowledged or cleared by operator. ACK – Active alarm was acknowledged by operator.

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RTN – Alarm returned to inactive without being acknowledged.

These entries may be acknowledged or cleared by touching the Current Alarms dialog box. This will

bring up the options for acknowledging or clearing individual or all alarms.

The history log provides an entry for each transition of an alarm state (history of changes). The history log length is limited to 128 entries and is stored in non-volatile memory. Entries are only cleared at program download or through operator intervention. Once the log becomes filled, the least current entry is deleted when a new alarm event occurs. Note that re-occurring alarms can quickly fill the

history log. Entries contained in the history log show alarm transitions to the following alarm state:

ALM – Alarm went active

Optionally, the following alarm states can also be logged and shown if checked in the alarm

configuration:

ACK – Active alarm was acknowledged by operator.

CLR – Active alarm was cleared by operator.

RTN – Alarm returned to inactive without being acknowledged.

Note that transitions from either ACK or RTN to CLR are not logged.

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5.5 Graphs Screen

Figure 20 - Graphs

Four different graphs are available to all user levels to view a short-term history of the values for the

following parameters.

1) Air Manifold Pressure (Left and Right)

2) Air Manifold Temperature (Left and Right)

3) Density

4) ePCC Pulse Width

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5.6 Setup Screen

The Setup screen offers a few different options for setting up and testing the system. The parameters available on this screen are based on the user level. Each installation may be different as well (more or less features), based on what the customer has requested for access levels. The screen below is a

typical Manager Level screen.

Figure 21 - Setup Page (Manager Level)

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Parameters 5.6.1

Figure 22 - Parameters 1

The ‘Parameters 1’ page consists of the following:

Set Date: set the system date

Set Time: set the system time

Barometer: local barometer reading for atmospheric pressure. This is used only for the display of gauge pressure values on the Home Screen. Absolute pressure sensors are used in the system. In order to display gauge pressure, the atmospheric conditions must be known. This setting does not

affect the operation of the system, only the displayed values.

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Cold Start Duration: this sets the amount of time that the cold start curve is used for determination of

the ePCC fuel pulse width.

Figure 233 shows an example of how the cold start is implemented. During a startup the system will run a richer fuel curve until the ‘Cold Start Duration’ time has passed. Notice in this example that at lower density (low load experienced during a start), the fuel pulse width is longer which leads to richer pre-chamber fueling during startup. At a certain point as load increases, the cold start fuel will be less than the normal curve. The system always takes the greater of the two values, so at this point the

normal curve is used. Once the ‘Cold Start Duration’ has expired, only the normal fuel curve is active.

Figure 23 - Cold vs Normal Start Fuel Curves

Avg Start Time: The average start time is the normal time it takes to get through the engine start and cranking sequence. This parameter is used to determine when to start performing an averaging (smoothing) of the fuel timing.

AMP Min / Max: These are the absolute values used for alarming on the pressure sensors. Values processed by the HMI outside this range will create an alarm.

0

10

20

30

40

50

60

70

0 0.5 1 1.5 2 2.5 3 3.5 4

ePC

C P

uls

e W

idth

(m

s)

Air Manifold Density (kg/m3)

Cold Start

Normal Start

Min PW

Max PW

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AMT Min / Max: These are the values used for alarming on the temperature sensors (thermocouples). Values processed by the HMI outside this range will create an alarm.

Figure 24 - Parameters 2 Screen

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Test Mode 5.6.2

The test mode button enables a test firing of all the ePCC valves when the system is not in a Run state. This allows for checking of the ePCC valve functionality. The valves will fire in sequence from

the first cylinder in the firing order to the last.

Removable Media 5.6.3

This feature is currently not in use.

Pressure Sensor Calibration 5.6.4

Figure 25 - Pressure Sensor Calibration

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ePCC Bias Factors 5.6.5

Figure 26 - ePCC Bias Factor Screen

The ePCC bias factors allow the user to fine tune the amount of fuel provided to each cylinder. These bias factors are applied as a multiplier to either the automatically calculated or manual (depending on mode) global pulse width. This is the current pulse width that is shown on the ePCC screen (Figure 18). The default values are set to 1000 for every cylinder. A value of 1000 equals a multiplier of 1.

ePCC Bias Factor (default) = 1000

Actual Pulse Width in ms [Cylinder XY] = [Cyl XY Bias Factor / 1000] x Global Pulse Width (ms)

Example:

User wants to increase fuel to Cylinder 1R by 5%. The current pulse width is 20 ms with a default bias factor of 1000.

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In order to get 5% additional fuel, a multiplier of 1.05 must be applied to the 20 ms baseline pulse

width.

New bias factor = 1.05 x 1000 = 1050

Using the formula above for the Actual Pulse Width:

New Pulse Width [Cylinder 1R] = [1050 / 1000] x 20 ms = 21 ms

The new value is entered by selecting the button for the corresponding cylinder. The user is prompted to enter the new value. Once entered, the blue ‘Saved’ button will turn to red and read ‘Save Now’. ‘Save Now’ must be pressed to confirm the value and send it to the SDM. Once saved, it will turn blue again. If the button does not turn blue on the first press, try again. Once saved, the new value will be

updated in the display for the current value.

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6 SYSTEM ERRORS/TROUBLESHOOTING

The following alarms are available on the Horner HMI and are shown on the Alarms Screen as described in Section Error! Reference source not found..

6.1 Alarms

Right / Left Bank AMT Out of Range 6.1.1

The thermocouples will fail “high”. This alarm is generated when one of the sensors is 10 deg

C greater than the other.

Check wiring of the sensor on DE3000 I/O (see Error! Reference source not found.). The

thermocouples are connected to Channel 1 (left bank) and Channel 2 (right bank). The yellow

(+) and red (-) wires should be checked for proper connection

Replace the corresponding thermocouple

AMT Out of Range (High or Low) 6.1.2

This alarm occurs when the temperature readings are outside of the user defined range in the

Parameters section (Section 5.6.1)

Check the settings in the Parameters (Manager level login required)

Check sensor(s) and replace if necessary

Right / Left Bank AMP Out of Range 6.1.3

Pressure sensors fail “low”. This is alarm is generated when there is at least a 5 psi deviation

between the two sensors

Check wiring of the sensors on DE3000 I/O channels 3 and 4; check intermediate wiring if any

junctions or connectors used between panel and sensor

Replace the corresponding pressure sensor

AMP Out of Range (High or Low) 6.1.4

This alarm occurs when the pressure readings are outside of the user defined range in the

Parameters section (Section 5.6.1)

Check the settings in the Parameters (Manager level login required)

Check sensor(s) and replace if necessary

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4-20 Input Outside of Range 6.1.5

This alarm occurs when the 4-20 mA signal for the fuel pulse width sent from the DE3000 to

the SDM is out of range.

Check the wiring of the DE3000 I/O (see Error! Reference source not found.) Analog Output

labelled ‘A01’.

24V Out of Range 6.1.6

This alarm is caused by an improper power supply to the SDM

Check the power supplied to the panel – an operating voltage of at least 22VDC is required for

optimum performance

Boost Voltage Out of Range 6.1.7

The boost voltage is the power supply used to power the ePCC valves. The SDM uses two

24VDC inputs – one for the internal circuitry. The other supplies the solenoid driver and boost

voltage.

The boost voltage is run off the same supply as the normal 24V – check the power supply to

the panel as noted in 6.1.6

Crank Tooth Input Signal 6.1.8

This error occurs when the SDM has a problem processing the tooth count signal

Check the wiring (continuity test) of the tooth count magnetic pickup back to the panel

Check the gap of the sensor to the teeth (1 mm gap recommended)

Replace sensor

Crank Reset Signal 6.1.9

This error occurs when the “once per turn” or Reset signal is unable to be processed by the

SDM

See Section 6.1.8 (check gap to “bolt” instead of “teeth”)

As described in Section Error! Reference source not found., there is a defined window that

the Reset signal must be active in – check to make sure this has not been changed from the

original commissioning. If the sensor is shifted just a few degrees from its original location, this

can cause the error

Short Circuit Cylinder XY 6.1.10

Short circuit is present on the ePCC valve located at Cylinder XY

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Check the wiring at the valve, the EZrail (or conduit), and back at the panel – degraded

insulation can cause this

Open Load Cylinder XY 6.1.11

Open load, or circuit, present on the ePCC valve located at Cylinder XY

Generally caused by a disconnected wire – check all wiring at the valve, EZrail (or conduit),

and back at the panel

Overspeed 6.1.12

This alarm is generated when the Engine RPM exceeds normal operating conditions

Cam Position 6.1.13

This error occurs when the Cam position (Hall Effect sensor) signal is not able to be

processed by the SDM

Check the gap between the Cam sensor and the magnet (1 mm)

Check continuity of the wiring from the sensor back to the panel

Replace sensor

SHUTDOWN 6.1.14

The SHUTDOWN alarm will occur whenever any fault is detected in the system which forces

the ePCC system to be deactivated. The engine should be shut down when this alarm occurs

(if not already). The following signals will cause a SHUTDOWN alarm:

Crank Tooth Input Signal

Crank Reset Signal

Cam Position

Overspeed

Internal Flash Memory Fault

Injector Open Load (if setup to shutdown)

Injector Short Circuit (if setup to shutdown)

6.2 System Status

A digital output is provided from the ePCC panel to the plant PLC / DCS to provide the SHUTDOWN status. This contact is normally closed (NC). When a SHUTDOWN occurs, the contact will open.

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The PLC / DCS should be set up so that the engine is shutdown whenever an ePCC SHUTDOWN is

detected. This output status is provided on the DE3000 Channel Digital Output 1.

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6.3 General Troubleshooting

There are some scenarios when operation of the system may be affected although no alarm is present. These are some scenarios that may be encountered:

Engine unable to get out of crank state or reach idle RPM 6.3.1

Increase the fuel pulse width during startup. The engine is commissioned with a cold start

curve. However, there may not have been the correct ambient conditions at installation to

properly calibrate the curve over the entire range. The Manager access can place the

system in Manual and gradually increase the fuel pulse width during startup. Use the

calculated (Auto Mode) pulse width as a baseline

Check firing of all ePCC valves. Some valves may “stick” if the temperature is very low or

the engine has not been running for some time. The system can be placed in Test Mode to

check the firing of the valves. If a valve is silent, try lightly tapping on the valve with a

wrench.

Panel (or individual component) will not power up 6.3.2

Check the supply power to the panel

Check that the Emergency Shutdown is disabled

There are a series of breakers inside the panel designed to protect each of the components

– Horner HMI, SDM, and the DE3000. Each of the fuses in these breakers should be

checked.

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7 HAZARDOUS AREA OPERATION

The panel and all components provided inside the panel, as well as the sensors are rated for CLASS I, DIVISION 2, GROUPS C and D as defined by OSHA. In addition, all components are marked with

the Canadian Standards Approval (CSA), which is recognized both in the US and Canada.

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8 DRAWINGS AND DATA SHEETS

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8.1 ePCC Valve (P/N 1764093)

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8.2 Cylinder Head Adapter – Superior SGTB16 (Part # UE22.0-2.0)

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8.3 Cylinder Head Adapter – Superior 6GTL (UE22.0-10.0)

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8.4 Cylinder Head Adapter – Waukesha 7042GL

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