®

3600 Marine Engine

Application and
Installation
Guide
● Controls

LEKM8468 8-98
 ®

Controls
Pneumatic Control System
Electronic Controls
Engine Governors
Clutches
Shaft Brake
Fixed Pitch Propeller Systems
Recommended Control System
Raised Low Idle Speed Setting
Engine Throttle Boost
Shaft Brake
Flexible Control System Timing
Typical Pneumatic Control System
Controllable Pitch Propeller Systems
Single Engine
Multiple Engines
Instrumentation and Monitoring Systems
Wire Routing
Instruments
Alarms and Shutdowns
Protection System Settings
Alarm Settings
Caterpillar Protection Systems
Marine Monitoring System
 Standard Relay Based Protection System
Alarm Panel
Electrical Systems
Caterpillar Wiring Diagrams
Electrical Speed Switch
Commissioning
Instrumentation
Fixed Pitch
Controllable Pitch
3161 (LIO) Marine Governor Setup
Control system types and sophistication Electronic engine controls with
levels are varied. This section covers pneumatic ship controls require a
common Caterpillar 3600 engine control pressure-to-current or pressure-to-
arrangements and governor features. voltage transducer to convert the
pneumatic speed signal to a usable
The two basic control systems used are electrical signal.
electric and pneumatic. A number of
variations can be developed from these,
but only the more common will be Electronic Controls
discussed herein.
Electronic propulsion controls are
becoming more popular. This type of
system is typically used for:
Pneumatic Control • Multiple engines driving a common
System controllable pitch propeller requiring
precise load sharing between engines
Pneumatic engine control is the most
operated under different conditions.
common method of speed setting
See Figure 6 in the Drawings
3600 marine engines. Control pressures
section of this guide.
range from 69 to 690 kPa (10 to 100 psi)
and 69 to 414 kPa (10 to 60 psi). Valves, • Single main engines driving a
switches, and relays are commercially controllable pitch propeller and a
available to allow for multiple station number of different power takeoffs
operation. While pneumatic systems (PTOs). See Figure 6 in the Other
allow for installation over longer Applications section of this guide.
distances, they are prone to delays in the The PTOs could consist of ship service
control signal between the bridge and generators, pumps, and/or
the engine room. Routine maintenance compressors.
is required to keep the system leak-free • Multiple engines of different power
and prevent water and oil ratings driving a controllable pitch
contamination. The pneumatic signal propeller (Father-Son engine
can be connected directly to the configuration). This arrangement
Woodward 3161 governor with requires load sharing over the
pneumatic speed control. Examples are operating range of the propulsion
illustrated in Figures 1 through 3 on system (see Figure 4).
pages 27 through 29.

8 ft

Twin Engine - Single Screw (CPP)

Father - Son Configuration Figure 4
Twin Engine Single Screw (CPP)
Father 5 Son Configuration
Engine Governors Governor Descriptions
Hydra-mechanical:
There are a few different governors Woodward 3161
available for 3600 marine engines for (Proportional and integral governor)
use in either pneumatic or electronic
• Pneumatic speed control, 60-413 kPa
control systems.
(10-60 psi) or 69-690 kPa, (10-100 psi)
• Woodward 3161 hydra-mechanical • Smoke limiter (standard)
governor with pneumatic speed
• Drive speed = 1.5 x engine speed
control (Figure 5)
• Manual and electric shutoff standard,
• Heinzmann E30 electronic pneumatic shutoff optional (Electric
governor system (Figure 6) shutdown solenoid is required with
• Woodward 721 digital electronic Caterpillar safety shutoff system).
governor system The options are ETR or ETS.
• Self-contained oil supply
The Woodward 3161 governor is most • Droop available: 0-5% factory set,
commonly used with a pneumatic non-adjustable
control system, the Heinzmann E30 • Low idle offset (LIO) to prevent
governor can be used with either a stalling from full load to no load
pneumatic or electronic control system,
• Reference SENR3028, 3161 Governor
and the Woodward 721 governor is most
Service Manual
commonly used with an electronic
control system. The Woodward 3161 is a
stand-alone governor without the need
for a separate fuel rack actuator. The
electronic governors require a separate
fuel rack actuator.

KG30 GOVERNOR

TYPE 3161

INCR.

STG30 ACTUATOR

Outline of 3161 Governor

Outline of 3161 Governor
with Pneumatic
with Pneumatic Speed
Speed Setting Setting
Device Device
Figure 5 Figure 6

6
Electronic: Electronic:
Heinzmann KG30 governor with Woodward 721 digital governor
STG30 Actuator (Proportional, integral, and derivative
(Proportional, integral, and governor)
derivative governor)
• Remote and local electronic speed
• Remote speed setting inputs
potentiometer standard, optional mA • Fuel limiting feature available for
or VDC speed setting transducer or boost pressure, speed, and starting
pneumatic speed setting with
• Fuel indexing control
pressure transducer
• Torsional filtering and alarm (requires
• Optional smoke limiter with pressure
additional magnetic pickup)
transducer
• Multiple ramp rates
• Actuator is all electric without
ballhead backup, no oil required • Gain slope and gain windows
• 0-8% adjustable droop • Choice of actuators: UG-18 with no
ballhead backup, EGB-13P (in-line)
• Actuator is spring loaded to shutoff
or EGB29P (vee) with ballhead
and is energized-to-run (ETR)
backup, or PGA-EG with tracking
• Requires 20-35 VDC (24 VDC ballhead, all require oil
nominal) @ 8 amps, optional power
• UG actuator is forward acting and
supply/battery backup available
ETR only, forward/reverse acting and
• Equal rack load sharing available for ETR/ETS combination available with
multiple engine applications EGB and PGA-EG actuators
• Setup/trouble shooting hand tool • Isochronous or adjustable droop
provided operation
• Reference SENR4661, Heinzmann • Requires 18-40 VDC (24 VDC
Marine Governor Service Manual nominal) power supply
• Equal rack load sharing available for
multiple engine applications
• 8 discrete inputs, 4 analog inputs,
3 relays, and 3 analog outputs
• Rough sea mode
• Clutch inputs and clutching logic
• Soft loading and unloading
• Parameters set by hand-held
programmer

7
Clutches The duration of clutch slip is limited by
the heat rise (thermal horsepower) the
Selection of marine gear clutches is clutch materials can withstand. The
important to propulsion system heat generated during slip is a function
operation. Clutch characteristics directly of instantaneous driveline torques,
affect how rapidly the propulsion system driveline inertia, and the difference in
can respond to maneuvering demands of velocity of the clutch’s driven and
the vessel. driving elements. Matching a clutch’s
slip ability to the engine’s torque rise
The 3600 Family of Engines’ low load characteristics is an iterative process.
torque rise characteristics exceed most The engine may stall if the slip duration
similar engines (including two stroke is too brief. If the slip duration is too
design). Their ability to develop low rpm great, the resulting frictional heat load
power depends on how quickly the will exceed the thermal capacity of the
exhaust gas turbocharger can increase clutch, resulting in clutch failure. The
the combustion air mass flow rate. This clutch manufacturer must be consulted
is inherent in all high bmep four stroke in the early project stages.
diesel engines. It becomes more
important when the main engine is The control system must precisely time
operating at a low load/idle rpm and sequence ahead and astern clutch
condition and a high torque demand is engagement during all maneuvering
placed on the engine. Figure 7 illustrates conditions.
the time required for an unloaded/idled
engine to achieve rated horsepower at a
specific rpm. The reduction gear clutches Shaft Brake
must be capable of providing a smooth
transition from a no load to high load A propeller shaft brake is beneficial in
condition. This is directly related to applications where frequent
clutch slip capability. maneuvering is required, or if full speed
reversals may be encountered. A
% of Power properly controlled shaft brake will stop
100 the rotation of the propeller when the
90 reduction gear clutches are disengaged.
80 This action reduces the heat loading of
70
the clutches and the amount of torque
60
required from the engine/clutch to
50
complete a shaft directional change.
40

30
20
Several advantages are gained with the
10
use of shaft brakes:
0 1 2 3 4 5 6
TIME (seconds)

Approximate TimeFor
Time Required Required For
Turbocharger
Turbocharger Acceleration
Acceleration

Figure 7

8
• Reduce vessel maneuvering time. Fixed Pitch Propeller
Vessel speed is reduced quickly due to
increased drag of a stopped propeller Systems
versus a windmilling propeller. The Pneumatic or electronic control systems
propeller back torque is also reduced require proper sequencing of shaft brake
as vessel speed diminishes. engagement, clutch engagement, and
• The shaft brake brings the propeller engine speed to ensure safe vessel
to a stop with the propeller back operation and driveline component
torque and driveline momentum protection.
transmitted directly into the hull. The
main engine is only required to Sufficient engine torque must be
develop the torque associated with a available at engagement engine speed
stopped propeller shaft rather than a when shifting from forward to reverse,
windmilling propeller. Because or vice versa, to overcome driveline
thermal loading on the engaging inertia and propeller back torque. The
clutch is greatly reduced, clutch life is engine will stall or operate in reverse if
extended. sufficient torque is not available.
• The propeller shaft brake will reduce
the chance of engine stall when It is important to review the propeller
attempting crash stops, or when characteristics during the preliminary
attempting high vessel speed shaft design phase of the vessel. This includes
reversals. propeller torque during deceleration and
Consider a propeller shaft brake on any reversing. These values are graphically
fixed pitch marine propulsion system represented on a Robinson Diagram,
where repetitive high speed Figure 8.
maneuvering is a requirement.
Propeller back torque is generated by a
Both disc and drum type brakes are free-wheeling propeller being turned by
available. The brake and structural water flowing past the hull.
supports must be sized for full rated Engine stalling and reversal problems
shaft torque, and should stop the shaft can be predicted with a Robinson
quickly during all maneuvering diagram of the propeller. Inform the
scenarios. Shaft brake size requirements propeller designer of the ship’s intended
will vary with the propeller type, maneuvering characteristics.
driveline inertia, vessel speed, and
vessel application.

Consult the clutch manufacturer for

sizing and application guidelines.

9
 0 1.0
0.8

VESSEL SPEEDS 0.8

0.2 0.6

POSITIVE
0.4
0.4

TORQUE 0
0.8 0.4 0.4 0.8

NEGATIVE

0.4

0.8

1.2

ASTERN AHEAD

SHAFT
Shaft RPM
rpm
Robinson Diagram
Robinson Diagram
Figure 8 Propeller TorqueTorque
"Propeller During Deceleration
During and
Deceleration and Reversing
Reversing"

Recommended Control • Raised low idle speed setting

System • Engine throttle boost control
A control system with flexible • Shaft brake
sequencing and timing of engine speed • Flexible control system timing
and signals for clutch and shaft brake
engagement is the optimum in Raised Low Idle
maneuvering capability as well as
protection of driveline machinery.
Speed Setting
To increase the engine’s low speed
torque, the low idle setting may be
Proper sequencing and timing of the
increased providing the vessel’s low
controls is necessary to:
speed maneuvering is not jeopardized.
• Reduce vessel maneuvering time This will help prevent the engine from
• Prevent excessively low engine speed stalling or being reversed during
• Prevent excessive loading of driveline maneuvering. The setting should only be
components changed by an authorized Caterpillar
• Reduce the possibility of engine Dealer. Low speed engine torsionals must
stalling be considered. Excessive shock loading
and transmission clutch wear can occur
One or more of the following features if the engine low idle speed is too high.
may be required to minimize the
possibility of engine stall during normal
and emergency maneuvers:

10
Engine Throttle Boost Event Sequences (Adjustable)
Throttle boost momentarily raises the 1. Governor move to low idle
idling speed setting of the engine. The 1a. Engine used as a dynamic brake,
engine speed increase should occur just (coast down with engine absorbing
prior to engagement of the clutch. The propeller torque)
momentary speed increase occurs only 2. Clutch disengaged
during maneuvering; the engine’s
3. Shaft brake applied, propeller shaft
normal idle speed is unaffected. Keep
stops
throttle boost as low as possible because
it tends to increase the load on clutches 4. Shaft brake released
during maneuvering. With air clutches, 5a. Throttle boost applied
increased throttle boost will increase 5b. Clutch fill
centrifugal forces on the clutch pads, 5c. Clutch contact*
causing very rapid clutch lockup. The 5d. Clutch lockup*
control system should permit 6. Throttle boost off, governor to full
adjustment of the amount, duration, and fuel position
rate of throttle boost. As a safety feature,
some application controls will not allow * The time between contact and lockup
throttle boost to be applied until marine represents clutch slip.
gear oil pressure reaches a preset level.
The timing sequence from shaft brake
Shaft Brake off to clutch lockup should result in only
Proper control and sequencing of the one quarter revolution of the propeller
shaft brake is extremely important. shaft. This ensures no overlap between
Improper adjustment of the brake and brake release and clutch engagement.
clutch sequencing will manifest itself in With the above sequencing and timing,
two ways - clutch/brake overlap or the shaft brake will engage any time the
underlap. Overlap can occur if the clutch pilot house control lever is in the neutral
engages before the brake is released. position. Throttle boost will activate
This would be realized as an additional each time the pilot house control lever is
load on the engine imposed by the shifted from neutral to a clutch-engaged
engaged brake. Conversely, underlap position. The boost timing must be
represents releasing the brake prior to precise in multiple engine installations
clutch engagement. In this case, the to prevent one engine from attempting
propeller will quickly begin to windmill, to provide required power before the
and much of the advantage of the brake others become active.
is lost.
Without a propeller shaft brake, a longer
Overlap is desired in some applications pause in neutral in place of Steps 3 and
to allow the engine torque to rise prior to 4 will normally be required to allow
brake release. vessel speed to diminish.

Flexible Control System

Timing
The sequencing and timing of the engine
governor, clutches, and shaft brake are
critical. Consider only control systems
with the following capabilities:

11
A proportional neutral delay-type Typical Pneumatic Control
control system is highly recommended to System
allow a variable time delay between The Rexroth Logicmaster Pneumatic
steps 3 and 4 when the shaft brake is Control System is an example of a
applied. This delay is proportional to the flexible sequencing propulsion control
last-called-for engine speed signal system. Other manufacturers may also
(indirectly related to vessel speed at the provide similar suitable systems.
time of maneuver). A crash reversal The system provides interlocked and
from full speed causes the brake to be sequenced operation of proportional
applied longer than when slow speed timing in ahead and astern clutch
maneuvering. In full speed reversal, engagement and engine speed control.
adjust the neutral delay to be just long This ensures proper operation of the
enough to slow the vessel speed, so propulsion machinery as the operator
propeller back torque won’t reduce manipulates the remotely mounted
engine speed 100 rpm below low idle control lever. The control system
setting when engaging the astern clutch. incorporates the following interlocks and
the optional features:
For adequate lubrication and to prevent
• Positive cross engagement interlocks
engine stall during vessel maneuvers, it
ensure that one clutch is vented before
is imperative that engine speed not drop
the opposite clutch can be engaged.
100 rpm below the low idle rpm. Engines
equipped with the Woodward 3161 • The clutch engagement system
governor will shut off fuel if subjected to incorporates a three stage clutch fill
engine reversal. Engines equipped with as shown in Figure 9.
electronic speed governors need extra 1. An initial quick-fill to bring the clutch
protection to prevent the engine from pads into contact with the drum, (or
firing and starting in reverse. hydraulic clutch plate initial
movement).
Set the control system timing as fast as 2. A controlled (adjustable) rate of fill of
the propulsion system can safely be approximately 6 seconds.
operated. Set and permanently lock-wire 3. Hard fill inflation at a maximum rate
the timing adjustments after the up to supply pressure.
completion of sea trials. Record the
sequence timing and adjustment
100 Supply
settings in the control box for future Pressure
90
reference.
80
Clutch Pressure

Suggested Initial Timing Sequence: 70

• 50 to 75 rpm throttle boost 60

(psi)

Hardfill pressure
• Less than one second initial pressure 50
Clutch is Fully
to clutch touch point 40
lat
ion Locked Up
du
30 Mo
• Six seconds from clutch touch to full
20
lock Fill
10
• One second hard fill time
0
• Proportional delay of one second per 2 4 6 8 10

each 100 engine rpm TIME

Time (seconds)
(Seconds)
Clutch Fill Modulation
Clutch Fill Modulation
Figure 9

12
The initial quick-fill assures the clutch Controllable Pitch
will move just to the point of contact as
soon as possible to reduce the overall Propeller Systems
clutch engagement times. Controllable pitch propellers have blades
separately mounted on the hub. The
Note: For dry type drum clutches, the pitch can be changed or reversed to suit
higher the throttle boost the faster the vessel operating conditions. The two
clutch spins and the greater the basic propulsion systems are:
centrifugal force exerted on the clutch
• Single or multiple main engines with
pads. High engine rpm with the clutch
auxiliary power takeoffs (PTOs)
disengaged will result in the pads
requiring main engine load control.
engaging too fast. As a result,
centrifugal force will tend to hold the • Multiple main engines with power
clutch pads away from the hub until the takeoffs (PTOs) requiring main engine
air pressure overcomes the centrifugal load control and load sharing.
forces. If the throttle boost is too high
the actual clutch lock-up times can be Single Engine
cut to less than 1/4 the clutch fill times With a single main engine the engine
because of the influence of centrifugal controls are required to:
forces. • Interface with the controllable pitch
• Governor speed boost is applied propeller (CPP) system’s engine speed
during initial clutch engagement to demand signal. This component
prevent engine stalling. This boost is typically converts the CPP system
adjustable in magnitude, duration, speed demand signal to a signal that
and rate. is usable by the engine speed
• A clutch-pressure-engine speed signal governor.
interlock is used to ensure the clutch • Generate a signal representative of
is inflated to lockup pressure prior to the engine’s power output to the CPP
an engine speed increase. control system. This component’s
• Proportional neutral time delay output is electrical in nature. It is
occurs in both ahead and astern utilized by the CPP control system to
directions. The delay is adjustable and protect the engine from overload. If an
provides a neutral time proportional overload condition is detected, the
to vessel speed. Normal low speed propeller pitch is reduced until the
maneuvers are accomplished with a engine is no longer overloaded.
minimum delay.
The Woodward 3161 can be used in this
• The ahead clutch hold-in function
application. An additional interface
shortens the reversing time by holding
device is required to convert a voltage or
the ahead clutch while the vessel
current speed signal to a pneumatic
coasts down in speed. This procedure
speed signal acceptable to the governor.
uses the engine’s compression to
A rack position indicator is required for
absorb torque from the propeller.
an electrical engine load signal.
• A shaft brake signal (optional) is
provided to actuate a shaft brake in The Heinzmann E30 electronic governor
synchronization with the clutch system is capable of interfacing directly
engage/disengage control system. The with CPP control systems. An SG02 rack
brake is released when clutch position indicator is required to provide
engagement is initiated and is applied an electrical engine load signal (either 4-
when both clutches are disengaged. 20 mA, 1-5 VDC or 1-10 VDC) to the
When a brake is used, the interlocks CPP control system. It is mechanically
provide a neutral hold to permit the connected to the fuel system linkage and
brake to be applied and the shaft outputs a signal directly to the CPP
stopped before reversal is initiated. control system.

13
A speed setting potentiometer is Multiple Engines
provided standard with the Heinzmann With several main engines driving a
E30 governor system, but the governor single propeller the controls are required
can receive a remote electrical or to:
pneumatic speed signal from the CPP
• Interface with the controllable pitch
control system with the addition of a
propeller (CPP) control system’s
SW09 speed setting transmitter or BG03
engine speed demand signal. This
pressure converter. The SW09 speed
component typically converts the CPP
setting transmitter receives a 1-5 VDC
system speed demand signal to a
or 4-20 mA signal from the CPP control
signal usable by the engines’ speed
system and sends a signal to the
governors.
governor to match speed demand. The
BG03 pressure converter receives either • Generate an electrical signal
a 1-5 bar or 1-10 bar pneumatic pressure representative of the engines’ power
signal from the CPP control system and output to the CPP control system. It is
converts it to an electrical signal that is utilized by the CPP system to protect
sent to the governor for speed demand. the engines from overload. It provides
a reference for a proper diversion of
Caterpillar provides a Heinzmann load during load sharing operation.
control panel that encloses the governor,
rack position amplifier, speed setting Either the Heinzmann E30 or
potentiometer and remote speed setting Woodward 721 electronic governor can
transmitter all pre-wired and ready for be used for multiple engine loadsharing
customer installation. A local/remote applications. The Heinzmann system
switch is mounted on the front of the uses an SW50 marine control unit for
panel for choosing governor control from each engine, along with the STG30
the local speed setting potentiometer or actuator, KG30 governor and SG02 rack
from the remote speed setting signal. An position indicator, that provides the
optional power supply/battery backup following features (see Figure 11 on page
box is also available since the governor 31):
does not have a ballhead backup. See • Equal fuel rack load sharing
Figure 10, on page 30, for a typical • Direct interface capability for volts
wiring schematic of the Heinzmann E30 or milliamps speed setting (SW09 not
governor system. needed)
• Adjustable speed ramping between
The Woodward 721 governor is also idle and rated speed
capable of interfacing directly with CPP • Fuel limiting proportional to boost
control systems. As with the other two pressure
governors previously discussed, a rack • Smoke limiting (requires an optional
position signal is required from the pressure transducer)
governor to the CPP control system to • Power supply and battery backup
indicate engine load. An electrical provided as standard
engine speed demand signal is required
from the CPP control system to the 721 The Woodward 721 governor also
governor. provides equal fuel rack loadsharing
between multiple engines. A rack
position indicator is required for each
engine along with a choice of fuel rack
actuators previously discussed.

14
Instrumentation and A Lube Oil Pressure
Loss of oil pressure is likely to result
Monitoring Systems in severe engine damage. Quick
Wiring Routing - action in reducing engine speed and
load or stopping the engine can
Preferred Practices minimize damage. Engine oil
Wiring for D.C. circuits, magnetic pressure must be continuously
pickups, thermocouples, and resistance monitored and recorded, either
temperature detectors (RTDs) can be manually or automatically.
routed in common conduits. They must
not be in the same conduit with A.C. A Lube Oil Temperature
circuits. Separate A.C. circuits greater Much like all modern diesel engines,
than 600 Volts from A.C. circuits less 3600 Engines rely on piston
than 600 Volts. cooling with lubricating oil. Oil
temperature is a good indicator of
Always use 100% shielded wire for cooling system operation as well as oil
magnetic pickups as well as wiring for cooler condition.
the electronic governor actuator. A Jacket Water Temperature
Jacket water temperature increase is
The RTDs supplied by the factory are almost as serious as loss of lube oil
100 Ohm platinum, and all factory pressure and is more likely to occur.
supplied thermocouples are type K with Similar quick action can minimize
chromel alumel material. Care must be engine damage.
taken when attaching additional wiring A Intake Manifold Air Temperature
at the job site. The wrong material, High technology diesel engines rely
incorrect fastening, or different lengths on efficient turbocharger and
can result in erroneous temperature aftercooler operation to produce the
readings. required output within safe operating
limits. Air inlet temperature is a good
Instruments (also see indication of the turbocharger and air
Alarm/Shutdown section) inlet system operation.
The Caterpillar supplied engine A Exhaust Manifold Temperature
protection, alarms, and instrumentation Changes from normal exhaust
systems are strongly recommended. manifold temperatures give useful
Installations not using recommended information concerning air filter
systems must have factory approval. restriction, aftercooler restriction,
valve problems, turbocharger fouling,
The functions below are listed in their and engine speed and load.
order of desirability for operator station
A Clock Hour Meter
instrument panel placement.
Operating hours are essential for
A = Highly Desirable Instrumentation determining required maintenance
(Caterpillar, Caterpillar dealer, intervals.
installer, or user supplied)
A Fuel Pressure
B = Desirable Instrumentation Low fuel manifold pressure to the
C = Useful Instrumentation unit injectors can result in poor
performance, reduced power, poor
A Engine Speed (rpm) starting characteristics, and misfire.
Observing the relationship between
B Differential Pressure Gauges
engine speed and governor (or rack)
Oil, fuel, and air filter condition can
can allow the operator to make
be accurately monitored with the
engine operation and maintenance
differential pressure gauges. The
judgments. Manual shutdown for an
instrumentation is helpful in
overspeed fault is not possible as an
determining service periods.
engine will overspeed too quickly for
operator reaction.
15
B Crankcase Pressure (or vacuum) C Sea Water Pressure
High crankcase pressure can indicate Particularly when using an engine
crankcase breather malfunctions or driven sea water pump, it is
problems in the piston and piston important to insure that sufficient
ring belt areas. Changing trends in sea water pressure is delivered to the
crankcase pressure will normally engine cooler. Engine overheating
detect impending problems. may result from loss of sea water
Continued operation of an engine pressure. In many single engine
with severe problems can result in applications, an electric emergency
significant damage to the engine. In sea water pump will be used to
these rare instances, the damage automatically start upon loss
occurs much too rapidly to detect by of engine driven pump pressure.
normal gauge observation. Automatic C Jacket Water Pressure
engine shutdown for high crankcase It is important to maintain jacket
pressure is essential. See water pressure to the engine to
Alarm/Shutdown section. prevent overheating. Single engine
B Inlet Manifold Air Pressure applications may use an electric
This measurement is helpful in emergency jacket water pump to
determining the condition of the automatically start upon loss of
turbocharger, aftercooler, and air engine driven pump pressure.
intake system as well as being an C AC/OC Water Pressure
indicator of engine load. Loss of AC/OC water pressure will
B Oil Scavenge Pump Outlet result in high inlet manifold air
Pressure temperature and lube oil
Large engines can be applied in temperature, which can quickly cause
installations requiring very large engine damage. An electric
external oil sumps in addition to the emergency AC/OC water pump may
engine oil pan (dry sump be installed to automatically start
configuration). In those instances the upon loss of engine driven pump
oil pressure measured at the scavenge pressure.
pump outlet can detect oil system C AC/OC Water Temperature
problems prior to low pressure It is beneficial to monitor AC/OC
detection in the main engine water temperature to help determine
lube oil supply. operating efficiencies of the
B Air Start Pressure aftercooler and oil cooler. Impending
Low air tank pressure can prevent problems with the inlet regulator
engine starting until tank pressure is may be detected with a gradual rise
raised to the required level. in water temperature.
C Individual Cylinder Exhaust C Fuel Temperature
Temperature The temperature of the fuel delivered
While these instruments will give to the engine may be useful for
warning of individual injector failure, determining the fuel viscosity and
the inevitable wide tolerance on the power limitations of the engine. Fuel
standard temperature (± 42°C (75°F)) at higher temperatures causes a
often causes undue operator concern. reduction in maximum available
Advantages gained can be engine power and lower fuel viscosity
overshadowed by cost (thermocouples which may lead to seized injectors.
need annual replacement) and need
for special operator training.

16
Alarms and Shutdowns A Low Lube Oil Pressure Alarm
A wide variety of preset contactors And Shutdown
(switches), transducers, and RTD’s are Two operating conditions require
available to activate a specified alarm, alarms and shutdowns: low oil
light, or engine shutdown. Any pressure at low engine speed (idle
equipment operating function can be conditions) and low pressure at high
monitored depending on individual engine speed and/or load. A safe oil
installation requirements. pressure while operating at very low
loads and/or speeds is too low at full
Alarm switches available from load/speed conditions. The system
Caterpillar operate at various voltages includes two pressure-sensitive
(refer to Form No. LEBQ5043, 3600 contactors for alarm, two for
Engine and Attachment Selection shutdown and one speed (rpm) switch
Guide). They are single-pole, double- to decide which pressure switch has
throw type. the authority to initiate the alarm or
shutdown for the engine.
Minimum engine protection includes A High Crankcase Pressure
automatic shutdowns for overspeed, low Shutdown
lubricating oil pressure (at both low and High crankcase pressure indicates
high engine speeds), and high crankcase problems occurring in the piston and
pressure. Additional shutdowns are piston ring belt areas. Continued
available for cooling water loss, high operation of an engine with severe
lubricating oil temperature, high jacket problems can result in significant
water temperature, and oil mist damage.
detection. A Oil Mist Detector Shutdown
A = Mandatory (Caterpillar supplied). An oil mist detector may be required
Exceptions to this requirement will by marine societies on engines with a
only be allowed by agreement from rating of 2250 bkW and higher. Oil
Caterpillar. mist can be an immediate indication
B = Highly desirable of an impending bearing failure, and
the engine should be shutdown for
C = Useful
inspection.
A Overspeed Shutdown A High Oil Temperature Alarm
Overspeed faults occur when some Oil temperature measured near the
part of the engine fails, causing the supply to the engine oil manifolds
fuel control mechanism to lock in a and piston cooling jets indicates the
high fuel flow condition. When the lube oil cooling system’s condition.
engine load goes to a low level the Higher than normal oil temperatures
engine will continue to receive a high can result in bearing and/or piston
fuel flow. Without the load, the engine problems.
speed increases rapidly to a A Cooling Water Loss Alarm
dangerously high level. Generally, the Warning of coolant loss can allow the
engine’s air and fuel supply must be operator to save an engine which
cut off to stop the engine. The air would otherwise be lost to overheat
shutoff requires a 552 kPa (80 psi) failure. If the high water temperature
minimum air supply pressure for sensors discussed below are not
activation force. Overspeed contactors immersed in water they will not
are set 13% nominally over rated activate. This coolant detection
engine speed to avoid nuisance switch is installed on the engine at
engine shutdowns during sudden the highest location in the jacket
reductions in engine load. water system.

17
A High Jacket Water B Expansion Tank Level Alarm
Temperature Alarm While coolant temperatures and
Set the high coolant temperature pressures are important indicators of
contactors to activate within 2.8°C cooling system operation, an
(5°F) of the highest normal engine expansion tank level alarm can
temperature at the time of indicate loss of system coolant.
installation. C Low Starting Air Pressure
A Intake Manifold Air Alarm
Temperature Alarm Time saving feature to alert the
Excessive intake air temperature operator of impending starting
indicates problems in the problems prior to attempting to start
turbo/aftercooler/air intake system. the engine.
A Exhaust Manifold C Low Injector Coolant
Temperature Alarm Pressure Alarm
Excessive temperatures indicate a Lack of adequate injector tip cooling
variety of impending engine can result in injector problems when
problems, see the previous section on using heavy fuel.
Instruments. C Low Sea Water Pressure Alarm
B Fuel Temperature Alarm Can warn of impending problems
High fuel temperature can present with an engine mounted sea water
performance, power loss, and injector pump.
durability problems. This is even C Low Jacket Water
more significant when operating on Pressure Alarm
heavy fuel. Can warn of impending problems
B Oil Level Alarm with an engine mounted jacket water
Oil temperatures and pressures are pump.
not the complete picture of an C Low AC/OC Water
engine’s lubrication system condition. Pressure Alarm
An alarm to signal low oil level in the Can warn of impending problems
sump can also warn of impending with an engine mounted AC/OC
danger. water pump.
B Low Fuel Pressure Alarm C Low AC/OC Water
Low fuel pressure in the fuel Temperature Alarm
manifold supplying the unit injectors Set the AC/OC water temperature
can result in poor performance, alarm at 65°C (149°F) for distillate
reduced power, poor starting fuel engines and 38°C (100°F) for
characteristics, and misfire. heavy fuel engines.
B High Injector Coolant
Temperature Alarm
For use with heavy fuel.

18
C Differential Pressure Alarms Protection System Settings
Oil and fuel filter condition should be The chart below lists required protection
monitored with differential pressure system settings. See the chart below for
alarms to prevent low oil and fuel alarm function settings. The settings
pressure delivery to the engine. should be used for the protection and
C Exhaust Temperature monitoring system, regardless of source
Deviation Alarm (attachment, special order, or customer
An individual injector failure may be provided).
detected with an exhaust port
temperature deviation alarm.

Protection System
Function Alarm System Settings Shutdown

Metric U.S. Metric U.S.

Engine Overspeed — — 113%

(% Rated)

Maximum Speed — — 120%

(Before Shutdown)

Jacket Water 103°C 217°F 109°C 228°F

Temperature

Coolant Loss Detector Non-adjustable

Coolant Level Sensor
Oil Temperature
To Bearings and 92°C 198°F 98°C 208°F
Cooling Jets

Oil Pressure
650-1000 rpm 320 kPa 46 psi 260 kPa 38 psi

Oil Pressure
0-650 rpm 120 kPa 17 psi 105 kPa 15 psi

Crankcase
– – 101.6 mm H20 4.0 in. H20
Pressure

Fuel Temperature Fuel Viscosity Dependent

Note: Low sea water pump pressure, low JW pump pressure, and low aftercooler pump pressure alarms are
normally connected to the 650 rpm speed switch contacts. Pump pressures below 650 rpm will not result in
an alarm. The alarm contactor can therefore be set at 140 kPa to protect the engine at high speeds and loads
without getting nuisance alarms at low engine speeds.

19
Alarm Settings dependent on fuel viscosity and the fuel
The chart below lists alarm system conditioning requirements to maintain
settings. Fuel temperature and injector the viscosity at the unit injector between
coolant temperature alarm settings are 15 and 20 cSt.

Function Alarm System Settings

Metric U.S.

Exhaust Manifold Gas Temperature

(Distillate Fuel) 630°C 1166°F
(Heavy Fuel) 550°C 1025°F
Low Water Level Variable- dependent on expansion
tank volume
Low Oil Level (Vertical distance 50 mm 2 in.
above oil suction inlet while operating)
Low Fuel Pressure 260 kPa 38 psi
Low Sea Water Pump Pressure 35 kPa 5 psi
+static +static
head head
Low Starting Air Pressure (Vane starter) 750 kPa 110 psi
Low Injector Coolant Pressure 35 kPa 5 psi
High Air Manifold Temperature
(Diesel Fuel) 92°C 198°F
(Heavy Fuel) 72°C 162°F
High Injector Coolant Temperature Fuel Viscosity Dependent
Low Fuel Temperature Fuel Viscosity Dependent
High Fuel Temperature Fuel Viscosity Dependent

Note: Low sea water pump pressure, low JW pump pressure, and low aftercooler pump pressure alarms are
normally connected to the 650 rpm speed switch contacts. Pump pressures below 650 rpm will not result in
an alarm. The alarm contactor can therefore be set at 140 kPa to protect the engine at high speeds and loads
without getting nuisance alarms at low engine speeds.

Alarm and Protection Probe Location

Function Location
Engine Overspeed Flywheel Ring Gear
Jacket Water Temperature Water Manifold Outlet
Oil Temperature to bearings Oil Temperature Regulator Outlet
Oil Pressure to bearings 650-1000 rpm Priority Valve
Oil Pressure to bearings 0-650 rpm Priority Valve
Crankcase Pressure Side Cover With Oil Filter Neck
Exhaust Manifold Gas Temperature Exhaust Manifold
Low Water Level Expansion Tank
Low Oil Level Side Cover with Oil Filler Neck
Low Fuel Pressure Fuel Filter Housing
Low Sea Water Pump Pressure Sea Water Pump Outlet
Low Starting Air Pressure Air Supply
Low Injector Coolant Pressure Coolant Manifold
Low Jacket Water Pressure Cylinder Block Inlet
High Air Manifold Temperature Air Manifold
High Injector Coolant Temperature Fuel Module Dependent
Low Fuel Temperature Fuel Inlet to Engine
High Fuel Temperature Fuel Inlet to Engine

20
Caterpillar Protection Standard Relay Based
Systems Protection System
Caterpillar offers two types of engine Caterpillar also has a standard relay
protection systems, the Marine based protection system that uses
Monitoring System (MMS) and the separate panels for control, protection,
standard relay based protection system. and monitoring. A start/stop control
panel provides these functions for the
Marine Monitoring System engine. A customer mounted junction
The Caterpillar MMS is a box contains the relay protection logic
microprocessor based engine control, and a separate contactor panel provides
protection and monitoring system the required switches for alarm and
designed specifically for marine shutdown parameters. Flexible hoses
applications. The control features of the must be used to connect the pressure
system enable the operator to start and switches from the contactor panel to the
stop the engine locally from the MMS engine and the temperature switch
panel or remotely. The minimum capillaries must also be connected to the
protection features enable the system to engine. A separate relay based alarm
shutdown the engine if overspeed, low annunciation panel is also available with
oil pressure, crankcase pressure, or oil this system.
mist detector (if applicable) parameters
exceed the set points. The monitoring Alarm Panel
features allow the operator to view Caterpillar recommends the following
current operating temperatures and minimum features in alarm panels:
pressures of various engine parameters. • Fault light lock-in circuitry keeps the
A 10” touch screen computer display fault light on when intermittent
screen displays the information, and faults occur.
shows when a parameter is in alarm • Lockout of additional alarm lights
condition. prevents subsequent alarm lights
from going on after the activated
The MMS utilizes all engine mounted engine shutoff stops the engine. This
sensors so there are no customer aids in troubleshooting.
pressure connections or temperature
• Alarm silence allows the operator to
capillary connections. All sensors are
acknowledge the alarm without the
wired to an engine mounted terminal
need to continually listen to the
box. The entire system is enclosed in a
alarm horn. The alarm light is left on
single panel for ease of installation. The
until the fault is corrected.
MMS can also communicate with other
shipboard alarm systems via an • If more than one engine is connected
industry standard data link connection. to an alarm panel, a fault in a second
The system has been designed to meet engine should activate the alarm
ABS, Lloyd’s and DNV unmanned even though the alarm horn may
engine room requirements. The MMS have been silenced after a fault on
has some flexibility built in to allow another engine.
customers to add additional monitoring • Circuit test provides for periodic
and alarm parameters such as marine checking of alarm panel functions.
gear oil temperature and pressure, bilge
level alarms, etc. See Figure 12 for one
line drawing of the MMS system layout.

21
Electrical Systems • Overspeed: Provides an adjustable
Caterpillar Wiring Diagrams overspeed setting. The overspeed
The following are generic comments recognition point is typically set at
applicable to Caterpillar wiring 113% of rated speed for engines rated
diagrams: at 720, 750, 900 and 1000 rpm. This
• SR1 is used to activate the fuel gives a shutdown before 120%
shutoff for any fault reason. This overspeed is reached. The switch
relay can also be used to trip a circuit trips using a latching contact on
breaker. increasing speed. A manual reset
button on the switch is used to clear
• SR2 is used to activate the air shutoff
the fault. The switch also has a 75%
due to an emergency or overspeed
verify feature which provides an
fault.
electrically simulated overspeed
• The position of all switches are shown shutdown at 75% of the true
at rest. overspeed setting (rpm).
• Crank termination (CT) comes on at • Crank Termination: Senses if
170 rpm and stays on for two engine is running. This contact
seconds after the engine shuts down. becomes energized when engine
• The engine electrical system uses less speed reaches 170 rpm on increasing
than 1 amp during normal operation speed and stays energized for two
with no faults. About 40 milliamps seconds after the engine stops. It
are used when the engine is stopped. automatically disengages the starter
About 7 amps is used during an and energizes the safeties after a
overspeed fault until the engine 9 second delay on startup.
comes to a complete stop.
• Oil Step: Used to arm the high speed
• The annunciator panel has its own oil pressure alarm and shutdown
power supply. Once a light is turned contactors. It is preset to arm when
on it stays on (latched in) until the engine speed reaches a preset
reset button is pressed. function of rated engine speed. The
• The water level low alarm switch unit has a 9 second delay on
(WLLA) and the oil level low alarm increasing speed and no time delay on
switch (OLLA) are shown in the no decreasing speed. It allows time for
fluid condition. pressure to develop to the alarm and
shutdown contactors before checking
Electrical Speed Switch for faults.
The Caterpillar electrical engine speed • Miscellaneous: The air shutoff and
switch is located inside the MMS panel governor fuel shutoff solenoids trip for
or junction box as applicable. The power overspeed or emergency shutdowns.
supply to this switch can be 8-40 VDC, The air shutoff and speed switch
but is typically 24 VDC. It receives its must be manually reset for restarts.
speed input signal from a magnetic The air shutoff is connected as an
pickup which senses speed from the energized to shutdown solenoid. Only
flywheel ring gear teeth. All contacts are the governor fuel shutoff solenoid
single pole, double throw, “C” form. The trips in other shutoff modes. 24 VDC
engine speed switch provides three is standard for both the fuel and air
functions: shutoff solenoids.

22
 PRELUBE GOVERNOR TO ALARM/SHIP CENTRAL
MOTOR CONTROL
PRELUBE STARTER PANEL
PUMP

REMOTE SPEED SIGNAL

ENGINE CONTROL
YARD SUPPLIED PANEL
COMPONENTS (ECP)
(YSC) CONTAINS
START-STOP & PLC
LOGIC,
ENGINE TACH,
AND
TO ALARM/SHIP CENTRAL
HOUR METER
MODBUS &
CONTACTORS & CAT SUPPLIED
4 - 20 mA

23
TO REMOTE MONITOR
DATA-LINK

ENGINE GOVERNOR
JBOX ACTUATOR
(EMTB)

3600 SERIES ENGINE

EXHAUST RAIL(S)

ENGINE MOUNTED RTD'S,

SENSORS, TRANSDUCERS,
ENGINE AND CONTACTORS
PRELUBE

Figure 12
Commissioning A. Governor Installation and
Engine Synchronization
Recommended Procedure
Instrumentation • Install governor with linkage to the
Because of the need for precise rack control housing disconnected.
sequencing of the control system, use an Note: Use caution — the governor drive
event logger during the commissioning can fall inside the engine.
of the propulsion system. The
instrumentation points are: • Rotate the allen head rig pin on the
governor and move the governor
Fixed Pitch output lever to fuel on. Hold the lever
against the pin with a force of
• Engine speed
approximately 20 N•m (15 lb ft). The
• Shaft speed governor is now in the sync position
• Shaft brake pneumatic signal (about 50% fuel).
• Astern clutch pressure
• Install the engine sync bolt (without
• Engine pneumatic speed signal the washer) and rotate the racks in
• Ahead clutch pressure the fuel on direction. Hold the racks
• Engine fuel rack position against the sync bolt with a force of
• Turbocharger boost pressure approximately 20 N•m (15 lb ft). The
engine racks are now in their sync
Controllable Pitch position.
• Engine speed
• Adjust the engine-to-governor rod
• Shaft speed
until the bolts on the rack control
• Engine pneumatic speed signal housing and governor can be installed
• Propeller pitch position freely. Install the bolts, remove the
• Engine fuel rack position tension from the governor and rack,
• Turbocharger boost pressure remove the sync pin, and rotate the
rig pin back to its normal position.
3161 (LIO) Marine Governor B. Governor Angle Indicator
Setup Recommendations Setting
The seven areas of recommendations Note: An angle indicator is available
covered for the 3161 with air head from Woodward to indicate engine rack
control are: travel.
A. Governor Installation and Engine
• With the engine off move the
Synchronization
governor to full fuel (rack control
B. Governor Angle Indicator Setting touching the rack screw). Adjust the
C. Air Fuel Ratio Control Adjustment angle indicator to read a round
D. Compensation Screw Adjustment number, approximately 30° for river
E. Idle Adjustment boat engines.
F. Matching Ship’s Controls • Return the governor to the fuel-off
G. Clutch/Control adjustment position and recheck governor angle.
It should be approximately 0°.

The operator can use the angle indicator

to get an approximate indication of fuel
rack.

24
C. Air/Fuel Ratio Control Note: The low idle setting should be 350
Adjustment rpm and the high idle setting is
• Start the engine and allow the dependent upon the governor’s droop
governor oil to warm. A final setting. Both low and high idle settings
adjustment may be required after the are part of the engine’s 2T specification
governor is at normal operating and they are stamped on the engine
temperature. This can take up to 6 nameplate. The following formula can be
hours. used to calculate the high idle speed
based on the governor’s droop setting:
• From step B, note the angle position
for idle and dead rack (fuel rack stop
position) — typically 10°
at idle and 30° at dead rack.
rpm high idle = rpm rated
(
1 + % Droop
100 )
• Blip the throttle toward full fuel. • Make adjustments as necessary.
Note where the air/fuel ratio control F. Matching Ships Controls
is holding the rack. Adjust the control
Note: The governor operates with ship
to give about 50% (approximately
service air between 69 kPa (10 psi) at idle
20°) of maximum fuel.
and 414 kPa (60 psi) at rated rpm.
Note: Speeds above approximately
• Check the ship service air by
450 rpm are not needed. Only a blip of
plugging off the air clutches and
the throttle is needed to find the air/fuel
moving the pilot house air controls
ratio control setting.
from neutral to idle and then to full
Note: Setting the air/fuel ratio control speed. Note the following pressures
too much under 50% will cause the to the governor.
engine to accelerate slowly, particularly Neutral 0 kPa (0 psi)
in flanking and crash maneuvers. Idle 69 kPa (10 psi)
Setting it to a higher (richer setting) will Full speed 414 kPa (60 psi)
allow the engine to accelerate faster, but
• After setting the ship controls to the
with pronounced smoke.
69-414 kPa (10-60 psi) signal, move
D. Compensation Screw Adjustment the throttle lever to idle. Adjust the
The LIO governor is isochronous air head to obtain approximately
above 450 rpm but has approximately 365 rpm and move the throttle to
10% droop at idle (200 to 450 rpm). within 13 mm (1/2 in.) of full throttle.
Therefore, the compensation screw Rotate the bellows to get high idle
can be turned out considerably when rpm.
the engine is at 350 rpm, but can
only be turned out about 1/2 turn • Shut off the engine, reconnect the air
above 450 rpm. More turns causes lines to the clutches, and restart the
the engine to become unstable unless engine. Move the throttle to idle and
there is a load on the engine. adjust the air head to 350 rpm with
the prop turning. Some customers
When the governor is warm and at may want the idle rpm to be higher
idle, turn the compensation in until it when the prop is engaged to prevent
softly seats. Then turn the screw out gear box noise. Adjustment on the air
between 1/2 to one turn. More turns head can accommodate the
will increase engine response but the customer’s wishes. The in-gear rpm
engine will surge if operated without should not be below 350 rpm for
load. engine oil pressure and engine
response reasons.
E. Idle Adjustment
• Move the governor speed handle from
low idle to high idle. Check that both
speeds are within specifications.

25
Note: Because of the high droop of the 2. Throttle boost
governor in the 200-450 rpm range, the Just before clutch engagement
load of the prop will affect the rpm of the throttle boost should bring the engine
engine. Water depth, rudder position, to a speed acceptable to the marine
and water flow will affect the load on the gear manufacturer, typically 400 -
engine and, therefore, will affect the rpm 500 rpm. Excessive boost will
of the engine. This is a normal situation cause the centrifugal forces of the
for the LIO governor. clutch to hold the clutch away from
the drum for a longer time. This
G. Clutch/Control Adjustment causes the clutch to grab and either
Note: Clutch fill occurs in three phases. lock up too fast, thereby stalling the
engine, or creating excessive heat in
• Initial filling of the cavities. the clutch. The throttle boost should
• Actual engagement and transfer of remain on until the clutch has fully
power from the engine to the gear. engaged.
• A hard clutch fill to maintain clutch
engagement at higher rpm. The If the boost is too low, reduced engine
following recommendations reduce rpm, low engine oil pressure, and
clutch abuse and provide acceptable acceleration problems occur during
engine response: normal vessel maneuvers. This can
1. Clutch fill times/rates cause engine stalling and/or running
The first phase (initial fill) occurs in reverse during a crash reversal
between 0 kPa (0 psi) and 138 kPa maneuver.
(20 psi). This phase should occur as
quickly as possible. The second phase Additional information of shaft
(transfer of power) occurs between brakes, proportional time delays,
approximately 138 to 345 kPa (20 to clutch hold-in, etc., is available from
50 psi) and this should be set between the air control manufacturer.
5 to 7 seconds. The third phase (hard
fill and lock up) occurs at
approximately 414 kPa (60 psi), and
should occur as quickly as possible to
fully hold the clutch in at the higher
rpm.

26
 Forward Pilothouse
Control Station

3 1 Out In 3 1
2 8 2 8

Port Wing Pilothouse Starboard Wing

Control Station Control Station Control Station

3 1 Out In 3 1 3 1 Out In 3 1 3 1 Out In 3 1

2 8 2 8 2 8 2 8 2 8 2 8

27
Port AFT Deck Starboard AFT Deck
Control Station Control Station

3 1 Out In 3 1 3 1 Out In 3 1
2 8 2 8 2 8 2 8

Engine Room
Control Station
100 PSI
Air Supply

Six (6) Station Remote

Pneumatic Five (5) Station
Control Remote
System Note:
Pneumatic Control System (P) Port Engine
Two (2) Engine Tug Boat (S) Starboard Engine

Figure 1
Two (2) Engine Tug Boat
 Pilothouse Control Station Port AFT Deck Control Station STBD AFT Deck Control Station
Control Control Control
Transfer Transfer Transfer

1 3 1 3 1 3 1 3 1 3 1 3 Out In

Figure 2
In Out In Out
8 2 8 2 8 2 8 2 8 2 8 2

Idle Full STBD

Speed Main Engine
Brake Control Governor
Astern Logic Master Hydraulic Return
Speed Control

28
Ahead Unit Hydraulic Pressure
Ahead N
Supply Astern
AHD AST
100 PSI Shaft Brake

HYD. Press
HYD. Safety
200 PSI Return
Ships Air Supply 125 PSI Idle Full
Speed Port
Main Engine
Brake Control Governor
Astern Logic Master Hydraulic Return
Speed Control
Ahead Unit Hydraulic Pressure
Ahead N
Supply Astern
AHD AST
Shaft Brake

HYD. Press
HYD. Safety
Return
Three (3) Station Two (2) Station Remote
Remote
Pneumatic Control System
Pneumatic Control System
Two (2) Engine Utility Vessel
Two (2) Engine Utility Vessel
 Port Flying Bridge STBD Flying Bridge
Control Station Control Station
Control Control
Transfer Transfer

3 1 In Out Out In
3 1
2 8 2 8

Pilot House Control Station

Control
Transfer

Out In
3 1
2 8

29
Engine Room Control Station
Astern Hydraulic Return
Ahead Logic Master Hydraulic Pressure
Speed Control Speed
1 3 Unit Ahead
Supply Astern N Idle Main
2 8 AHD AST Engine
Full Governor
1 3
8 2

Hydraulic Pressure
Hydraulic Safety
Return

100 PSI

200 PSI
Ships Air Supply

Four (4) Station Remote

Four (4) Station Remote
Pneumatic Control System
Pneumatic Control System
Single Main Engine Fishing

Figure 3
Single Main Engine Fishing VesselVessel
 HEINZMANN CONTROL BOX
THE SG 02VR COMES THE SG 02VR COMES WITH A 10K OHM RESISTOR "R25".
WITH A 10K OHM LEAVE R25 IN FOR 1-10V POSITION SIGNAL, REMOVE (A) (B) (C)
RESISTOR "R25". RACK POSITION R25 FOR 1-5V POSITION SIGNAL.
RACK POSITION
LEAVE R25 IN FOR AMPLIFIER SW1
TRANSMITTER
1-10V POSITION
SIGNAL, REMOVE R25
120 120 DETAIL B
FOR 1-5V POSITION 4

Figure 10
SIGNAL. 123 123
B 3
122 122 120A 1-5 VDC EX
C 2 8
121 121 TO DATA LOGGER

SG 02A
A 1 121A M12
7
THE SG 02VR AMPLIFIER IS WIRED
TO INCREASE THE VOLTAGE OR
E CURRENT SENSOR SIGNAL FOR
120A 4-20 MA CLOCKWISE (CW) ROTATION. TO
132 (MAX 250 OHMS) M12 INCREASE VOLTAGE OR CURRENT
10 + 122A
5 SIGNAL FOR COUNTERCLOCKWISE
133
9 - (CCW) ROTATION, REMOVE JUMPER
HEINZMANN POWER BOX FROM A TO B IN SW1 AND INSERT
JUMPER FROM B TO C IN SW1.
NGP 04-01
AC POWER SW 09-UR1 131 1-5 VDC
NO 17 FAILURE ALARM REMOTE SPEED SIGNAL
137
NC 16 4 CUSTOMER PROVIDED
M6A REMOVE JUMPER FOR 1-5V REMOTE SPEED SIGNAL. REMOTE SPEED SETTING SIGNAL
C 15 3 136 SPEED SIGNAL MUST BE EITHER 1-5V OR 4-20MA, NOT BOTH.
130 TO BE GALVANIC ISOLATED
+ 2 FROM HEINZMANN SYSTEM.
135 131
- 12 9 - - 1 4-20 MA
134 REMOTE SPEED SIGNAL D4
+ 11 10 + 7

14 AWG RG1
CONVERTER GP
4P-4788 WIRE R25
KG 30-04
133

30
- 10 F - D R26
132
+ 9 E + C DETAIL C
1
8 B L12 2 5K OHM
7 GPS GOVERNOR A 4P4432
ON/OFF LOCAL 3
6
5
200-220 VAC B2 113 113
4 112 112 MPU2
SINGLE PHASE 111 111 MPU
3 A2 (B)
220 VA
2 110-127 VAC
SINGLE PHASE STG 30-01
1 12 AWG
BATTERY BACKUP 220 VA 118 118
LIGHT J B
X1 X2 119 119
- 14 H C
115 115
+ 13 N A ACTUATOR
116 116
LOW BATTERY M D
ALARM 117 117
G E
C 114 114
+ K
LOW BATTERY M5A NO
VOLTAGE ALARM -
NC
SR
82A 82A 5 9
I3
82C 82C
H3

Heinzmann E30 Governor System

 J3
I3
H3
G3
F3
Smoke
E3 Limit
D3 Pressure 5K OHM Speed Set
C3 Potentiometer
B3
A3 50 32 2 Sender
49 31 1 + Hand Speed
B2 48 30 C Setting
47 29 B Potentiometer
A2
46 28 A
P1 27 Open Set Speed
N1 26 Close Idle Speed
M1 25 Open Remote speed set CW Rotation

KG 30
45 24 Close Potentiometer Increase Speed
L1
44 23 Speed Adjust
K1
43 22
J1
42 21 See Note 1
H1
41 20
G1 40 19
F1 39 18 Close To Override

Speed Control Governor

E1 38 17
Failsafe
D1 37 16 Close To Stop Engine
C1 36 15 15 Load Sharing Connection
B1 35 14 14 Marine To Other Engine's SW 50
A1 34 13 12 Control
Panel
33 12 13

SW 50
11
10 Clutch Contact (Tandem Operation)

31
9
8 MPU
7

Marine Control Panel

6 A Actuator
5 D 100%
4 E
3
2 C 0%
1 B

17 NO AC Power Engine Mounted

16 NC Failure Juction Box Engine Mounted Components
15 0 Alarm Note
14
13 + DC Output 1. Remote Speed Setting Options
12 24V DC
11 + 1 AMP

24 VDC
19
20
21
22
23
19
20
21
22
23
19
20
21
22
23

10
9 Voltage Input 1 10VDC Pneumatic Speed Setting P/E

Power Supply
8 Close For Power + - - + (Isolated Input) + - Transducer
7 To Governor
21
22

Current Input 4 20ma

24 VDC 6 or 1 5VDC (Isolated Inputs)
Battery + 5
4 200 220 Vac
3 Single Phase 200 VA
2 or
1 110 127 Vac
Heinzmann
"Heinzmann SW SW 50 Marine
50- Marine Control
Control System
System"

Figure 11
 Materials and specifications are
subject to change without notice.

© 1998 Caterpillar Inc.

Printed in U.S.A.