Operation and Maintenance Instructions Manual

Transcription

1 Operation and Maintenance Instructions Manual SCD 1000 ELECTRONIC SPEED CONTROLLER Clarke UK, Ltd. Clarke Fire Protection Products, Inc. Unit 1, Grange Works 3133 E. Kemper Road Lomond Road Cincinnati, OH Coatbridge U.S.A. ML5 2NN United Kingdom TELE: +44(0) FAX: +44(0) TELE: FAX: /14 U rev B

2 CONTENTS SUBJECT PAGE 1.0 Introduction Component Installation Magnetic Pickup (MPU) Linear Actuator Control Module Calibration Speed Input Calibration Speed Setpoint Calibration Stability Adjustment Startup Overshoot Steady State Operation/Shutdown Response Initial Startup Trouble Shooting Technical Support Parts Information Spare Parts Warranty 11 NOTE The information contained in this book is intended to assist operating personnel by providing information on the characteristics of the purchased equipment. It does not relieve the user of their responsibility of using accepted practices in the installation, operation, and maintenance of the equipment. NOTE: CLARKE FPPG Reserves the right to update the contents of this publication without notice. Page 1 of 11

3 Installation and Operation of the Clarke SCD Introduction: The Clarke SCD 1000 is an electronic Speed Control Device intended for installation on engine driven fire pumps used to supply Municipal Fire Hydrant Systems. The intent of the SCD 1000 is to assure that the rate of engine speed change is tightly regulated during start-up and shutdown in order to minimize pressure transients (water hammer) that accompany sudden changes in water flow. Such transients, if not regulated, can lead to the premature failure of both water mains and pumps. The SCD 1000 works by monitoring engine speed via a magnetic pickup (MPU) and controlling engine speed via a linear proportional actuator. The MPU is mounted in the engine housing adjacent to the ring gear teeth on the flywheel. The actuator is connected to the fuel shutdown lever of the engine fuel injection pump. Control is achieved through an environmentally hardened electronic module. The SCD 1000 system is designed to assure pump operation in the loss of electrical power. Shutdown is initiated by a momentary contact of the shutdown switch input (SW1) to battery power. 2.0 Component Installation: 2.1 Magnetic Pickup (MPU): If not already equipped, the engine flywheel housing must be drilled and tapped for the MPU. Care must be taken to avoid damage to the flywheel. Threads should be tapped through the full thickness of the housing. When installed, the MPU should have a gap between the sensor tip to the gear tooth of approximately.020 (0.5 mm). This alignment may be achieved by centering a gear tooth in the hole, threading the MPU in until the tip touches the tooth, then backing the MPU out one-quarter turn before tightening the locknut. Assure that there is not excessive gear runout by turning the engine through one complete rotation by hand. 2.2 Linear Actuator: A mounting bracket and linkage must be provided to hold the linear actuator in proper alignment with the fuel shutdown lever. The de-energized position of the actuator must correspond to the normal running position of the fuel shutdown lever in order to assure pump operation in the event that electrical power is lost. The bracket must be designed to hold the actuator rigidly in place and in proper alignment to the fuel lever. The bracket must be tolerant of vibration and must not have any resonances excited by normal engine operation. The linkage is used to connect the actuator to the fuel shutdown lever. It should be tolerant of minor misalignment, free of friction and without backlash (slop). The linkage should be designed such that the 1 (25.4mm) of actuator travel covers the active range of fuel shutdown lever travel. Active range is defined as the range between fuel shutdown and full starting fuel. Page 2 of 11

4 On many engines, the active range is less than the full mechanical travel of the lever. Several examples of linkage alignment are shown below. Page 3 of 11

5 2.3 Control Module: The SCD 1000 Control Module should be mounted close to, but not on the engine. Seven electrical connections are required: As a minimum, 18AWG wire is recommended. Use of the proper crimping tool is strongly encouraged. Vbat (9-30VDC): Terminal J1-9. Connect to battery power. Power should be present prior to cranking and must be present during the entire shutdown sequence. Gnd: Terminal J1-4: Connect to battery ground ACT+: Terminal J1-5: Connect to either lead of linear actuator. The actuator is not polarized. ACT-: Terminal J1-8: Connect to remaining lead of linear actuator. The actuator is not polarized. RPM+: Terminal J1-10: Connect to either lead of Mag Pickup. The sensor is not polarized. RPM-: Terminal J1-3: Connect to either lead of Mag Pickup. The sensor is not polarized. Page 4 of 11

6 SW1: Terminal J2-7: Connect to shutdown switch. The shutdown sequence is initiated by a momentary contact of the SW1 input to battery voltage. The controller uses two Deutsch DTM06 connectors labeled J1 (grey) and J2 (black). Mating connectors may be purchased from Clarke or from a Deutsch distributor. Deutsch part numbers are as follows: J1 (Grey): DTM06-12SA J2 (Black): DTM06-12SB Sockets (pins, 12 per connector): Wedgelocks (1 per connector): WM-12S Blank Pins (to fill empty pins): Hand Crimping Tool: DTT See wiring diagrams below: Control Module Pinout Page 5 of 11

7 Calibration Tool Setup Magnetic Pickup RPM+ (J1 10) RS-232 Cable RPM- (J1 3) Twisted Pair Shielded Wire (shield grounded at controller only) Interface Module GND2 (J1 2) VBB2 (J1 11) TXD (J1 1) RCV (J1 12) Twisted Pair Wire (> 1 twist per inch) ACT+ (J1 5) ACT- (J1 8) Proportional Actuator Output 4-pin mating connector (Molex ) SW1 (J2 7) Switched Speed Input Switched to VBAT SCD 1000 Controller Slow Blow Fuse Power (DC) VBAT (J1 9) (10 amp) Engine Protection Input Switched to Ground GND (J1 4) Twisted Pair Wire (> 1 twist per inch) Wiring Diagram 3.0 Calibration: Some calibration of the control module may be required in the field to produce the desired operation. Calibration is achieved through the use of the All-Purpose Calibration Tool (ACT) which alters the contents of non-volatile memory in the control module. Once calibrated, changes are permanently retained and will not be lost when battery power is removed from the control module. Operation of the ACT is covered in a separate document. While the ACT provides access to a large number of calibration parameters, only a small number should be required for proper adjustment of the SCD A brief description of each parameter is contained below: 3.1 Speed Input Calibration: These parameters are available in the Speed Input Configuration View Filter under the Calibrate/Change Calibration Menu. Page 6 of 11

8 PULSES_PER_REV: Set to the number of teeth on the flywheel. This parameter is used to properly calculate engine rpm from the MPU input signal. PULSES_PER_UPDATE: Set to the number of teeth on the flywheel divided by three. This determines how often the MPU input signal is sampled. Ideally, speed should be sampled once per combustion event. On a six-cylinder engine, there are three combustion events per engine revolution. 3.2 Speed Setpoint Calibration: These parameters are available in the Engine Set Speed Calibration View Filter under the Calibrate/Change Calibration Menu. SET_SPEED_WARMUP: Set to the rpm at which the engine should operate immediately following starting. WARMUP_TIME: Set to the time, in seconds, that the engine should operate at SET_SPEED_WARMUP rpm following starting. SET_SPEED_1: Set approximately 50 rpm higher than the rated no-load rpm of the engine. This will assure that the engine is operating on the mechanical governor after the ramp-up period. RAMP_UP_RATE: The rate of engine acceleration between SET_SPEED_WARMUP and SET_SPEED_1, in rpm/sec, RAMP_UP_RATE has been factory set to 100 rpm/sec, but may be adjusted as required. RAMP_DN_RATE: The rate of engine deceleration between SET_SPEED_1 and shutdown following activation of the SW1 switch input. RAMP_DN_RATE has been factory set to 100 rpm/sec, but may be adjusted as required. 3.3 Stability Adjustment: If the engine speed is unstable (hunts) or is overly sluggish following startup, during acceleration, or during shutdown, adjustment of the gains may be required. The following parameters are available in the Governor Gain Calibration View Filter under the Calibrate/Change Calibration Menu. PROPORTIONAL_GAIN: Proportional gain is used to improve response time. A maximum amount of proportional gain should be used while still maintaining stability. If engine speed response is sluggish, increase proportional gain until speed begins to oscillate, then decrease until oscillation stops. If engine speed is unstable, decrease proportional gain until oscillation stops. INTEGRAL_GAIN: Integral gain is used to remove steady state errors. If the engine does not reach SET_SPEED_WARMUP following startup, try increasing INTEGRAL_GAIN. Excessive integral gain may cause a slow oscillation (hunting). Page 7 of 11

9 DERIVATIVE_GAIN: Derivative gain is used to damp out oscillations, but excessive derivative gain will produce a very rapid oscillation (several times per second). If a rapid oscillation is observed, try reducing DERIVATIVE_GAIN. 3.4 Startup Overshoot: These parameters are available in the All Parameters View Filter under the Calibrate/Change Calibration Menu DUTYCYCLE_OFFSET: This parameter provides an initial value for the command going to the actuator. If engine speed overshoots severely on startup, increase the value of DUTYCYCLE_OFFSET. Similarly, if engine speed is overly slow in coming up to SET_SPEED_WARMUP, decrease DUTYCYCLE_OFFSET. It accepts values between 0 and Steady State Operation/Shutdown Response: These parameters are available in the All Parameters View Filter under the Calibrate/Change Calibration Menu TPC_DUTY_LMN: This parameter limits the minimum actuator command. If the engine speed will not reach the SET_SPEED_MIN, decrease TPC_DUTY_LMN. TPC_IDUTY_LMN: This parameter limits the minimum integrator value. If the engine speed will not reach SET_SPEED_MIN, decrease TPC_IDUTY_LMN, though it should always be approximately 0.05 larger than TPC_DUTY_LMN. If there is a significant delay between initiation of shutdown with SW1 and response of the engine, increase TPC_IDUTY_LMN slightly. 4.0 Initial Startup Prior to initial startup, the following calibration parameters should be set to the correct values: PULSES_PER_REV PULSES_PER_UPDATE SET_SPEED_WARMUP WARMUP_TIME SET_SPEED_1 The following steps should be followed. 1. Apply power to the controller. The red indicator lamp in the controller should illuminate for one second then turn off, indicating proper operation of the controller. If the lamp flashes, count the number of flashes and refer to the troubleshooting section. Make certain that the SW1 input is not connected to battery voltage. 2. Start the engine: The red indicator lamp should illuminate continuously as soon as a MPU signal is detected during cranking. If the lamp does not turn on, check the MPU wiring and installation (reduce gap between MPU and flywheel). If the lamp flashes, count the number of flashes and refer to the troubleshooting section. If the engine does not start, confirm that the fuel shutdown lever is in the starting position during cranking. 3. Following engine start: Page 8 of 11

10 a. If engine rpm revs too high or rises to SET_SPEED_WARMUP too slowly, adjust DUTYCYCLE_OFFSET b. If engine speed is unstable, adjust PROPORTIONAL_GAIN, INTEGRAL_GAIN and/or DERIVATIVE_GAIN. c. If the lamp flashes, count the number of flashes and refer to the troubleshooting section. 4. During ramp up following warmup a. If engine speed is unstable, reduce PROPORTIONAL_GAIN, INTEGRAL_GAIN and/or DERIVATIVE_GAIN. b. If engine speed lags behind commanded rpm, increase PROPORTINAL_GAIN and/or INTEGRAL_GAIN c. If the rate of acceleration is unacceptable, adjust RAMP_UP_RATE. d. If the lamp flashes, count the number of flashes and refer to the troubleshooting section. 5. Following ramp up if the engine speed does not reach mechanically governed speed, investigate the following: a. Adjust mechanical linkage length. b. Decrease TPC_DUTY_LMN and TPC_IDUTY_LMN. c. Permit the engine to run for a period of time. If the lamp flashes, count the number of flashes and refer to the troubleshooting section. 6. Shutdown: Close SW1 to battery voltage for a minimum of 0.25 sec. If the engine speed does not begin to decrease soon after: a. Increase TPC_DUTY_LMN and TPC_IDUTY_LMN. b. Increase PROPORTIONAL_GAIN and/or Integral Gain 7. Shutdown: If the rate of speed decrease is unacceptable, adjust RAMP_DN_RATE. 8. Shutdown: Engine should shutdown smoothly. If not, try adjusting linkage to assure shutdown. The actuator should remain in the shutdown position for approximately five seconds following shutdown. The controller needs to remain powered during the shutdown sequence. 5.0 Trouble Shooting: The SCD 1000 controller is capable of identifying certain fault conditions and alerting the user to them. A flashing LED indicates the fault conditions. The current fault code list is shown in the table below. Please note the following: 1. When power is first applied to the controller, the LED will flash just once for one second to indicate that the LED is working. 2. If there are multiple faults, the LED will flash them all in sequence. Count the flash codes to determine the fault conditions or connect the Calibration Tool to observe the fault conditions. (Use the Display Faults option under the Monitor Menu.) 3. If there are no faults, the LED will flash once at reset and from then on indicate the detection of engine speed. A continuous ON LED indicates that a valid engine speed is being sensed. Page 9 of 11

11 4. The controller will attempt to shut down for some faults and will not permit starting after reset with faults 1, 5 and 8. FAULT CODES FLASH CODE FAULT ENGINE SHUTDOWN CORRECTIVE ACTION 1 SCD 1000 unit not calibrated Yes Calibrate SCD 1000 unit. 2 Engine speed excessive Yes Check parameter settings. Overspeed criteria may be too sensitive. Check for electrical noise entering controller. Check wiring and connections. Check case ground. Make sure linkage moves freely, without backlash. Check tip of speed sensor. 3 Engine speed unusually low. Yes Check parameter settings. Check linkage and the actuator travel. Ensure that load is not greater than engine capacity. 4 Engine shutdown due to engine protection input Yes Check parameter settings. Check what may have triggered the protection input. 5 Factory settings lost Yes If calibration file is available, download calibration file and cycle power again. If controller still does not work or if no calibration file is available, consult factory. 8 Controller unit failed Yes Electrical noise may be entering controller. Check wiring, shielding and connections to controller. Cycle power to engine. If controller still does not work, consult factory. 9 Limiting excessive actuator current No Check actuator for short to ground or low resistance. Check parameter settings. Check linkage and actuator travel. Ensure that load is not greater than engine capacity. 14 Actuator disconnected or open circuit No Check actuator wiring and actuator resistance. Resistance should be less than 10 ohms. 6.0 Technical Support: Consult Clarke Service Dealer or Factory. Service dealers can be located by going to our website: Page 10 of 11

12 7.0 Parts Information: To ensure best operation and efficiency of all engine components, always use genuine Clarke spare parts. Orders should specify: Engine Model Number - See Engine General Engine Serial Number - Specification Part Number(s) 7.1 Spare Parts Contact numbers for spare parts: Phone USA: (513) (calling within USA) Phone UK: (44) (calling outside USA) Fax USA: (513) (calling within USA) Fax UK: (44) (calling outside USA) USA: dgoodfriend@clarkesystems.com UK: dmurray@clarkesystems.com 8.0 Warranty: Spare Parts Description Part Number Voltage SCD 1000 C V DC Controller SCD Actuator C V DC Base Mounted SCD Actuator C V DC Flange Mounted Linkage Kit C N/A Connector Kit C N/A All Clarke warranted components have warranty duration of 12 months beginning at the Start-up date of the fire pump system. The warranty coverage includes replacement of the part and reasonable cost of labor for installation. Components failed due to improper engine installation, transportation damage, or misuse is not covered under this warranty. Clarke is not responsible for incidental or consequential costs, damage or expenses that the owner may incur as a result of a malfunction or failure covered by this warranty. Page 11 of 11