3bnm005401 D101 Presentation

ABB MARINE ROTTERDAM.
Title : User's Manual. Document no.: 3BNM005401D101 Sheet : 1

Name : DEGO III, Governor unit. Rev : G
Subject : Presentation. Date : 02-11-07
1 PRESENTATION...........................................................................................................4
1.1 MAIN FEATURES OF DEGO III..................................................................................4
1.2 BASIC FUNCTIONS OF DEGO III ...............................................................................5
1.2.1 General .............................................................................................................5
1.2.2 Parameterization ..............................................................................................5
1.2.3 I/O And Communication Ports .........................................................................5
1.2.4 Commissioning .................................................................................................5
1.2.5 Environment......................................................................................................6
1.2.6 Hardware Design..............................................................................................7
1.2.6.1 I/O Configuration...................................................................................................... 9
1.2.7 Disposition Of The LEDs ................................................................................14
1.2.8 Disposition Of The Program Jumpers ............................................................15
1.2.9 Terminal Layout..............................................................................................19
1.2.10 Disposition of terminals - General configuration...........................................20
1.2.11 Disposition of terminals, “BASIC” Single Engine Propulsion (ASAC X00) ..21
1.2.12 Power Amplifier..............................................................................................22
1.2.13 Display unit - Local Reset...............................................................................23
1.2.13.1 Software Presentation Mode............................................................................... 24
1.2.13.2 Normal Display Mode ........................................................................................ 24
1.2.13.3 Actuator Adjustment Mode ................................................................................ 24
1.2.14 Integrated Alarm System And Fault Logger ...................................................24
1.2.15 Alarm list ........................................................................................................25
1.3 DESCRIPTION OF THE BASIC GOVERNOR FUNCTIONS ..............................................28
1.3.1 Speed Setting...................................................................................................28
1.3.2 Speed Sensing .................................................................................................29
1.3.3 Start Function .................................................................................................29
1.3.4 Normal And Slow Mode Speed Control ..........................................................30
1.3.5 P-Gain ............................................................................................................30
1.3.5.1 Speed And Load Dependant Gain........................................................................... 31
1.3.5.2 Zone Amplifier........................................................................................................ 31
1.3.6 Integrator........................................................................................................31
1.3.7 D-Function......................................................................................................32
1.3.8 Torque Limit ...................................................................................................32
1.3.9 Smoke Limit ....................................................................................................33
1.3.10 Integrator Limit ..............................................................................................34
1.3.11 Overshoot Amplification .................................................................................34
1.3.12 State Machine .................................................................................................35
1.3.13 Fuel Admission Control Loops .......................................................................35
1.3.14 Fuel Servo - Functions....................................................................................36
1.3.15 Fuel Servo - External Arrangement................................................................36
1.4 THE SINGLE ENGINE PROPULSION APPLICATION ......................................................39
1.5 TWIN ENGINE PROPULSION APPLICATION..................................................................40
1.5.1 Master / slave operation. ................................................................................41
1.5.2 Serial communication between the governor Control Units (RS 485)............42
1.5.3 Unit identification system. ..............................................................................42
1.5.4 Load balance setting.......................................................................................43
1.5.5 Loading – unloading.......................................................................................44
1.5.5.1 Loading on time. ..................................................................................................... 44
1.5.5.2 Un-loading. ............................................................................................................. 44
1.5.5.3 Bypass..................................................................................................................... 45
1.5.6 Order declutch. ...............................................................................................45
1.5.7 Alarms for twin engine application.................................................................46
1.5.8 Disposition of terminals, “BASIC” Dual Engine Propulsion (ASAC X00) ....47
1.6 GENERATOR APPLICATION.......................................................................................48
1.6.1 Droop operation. ............................................................................................48
1.6.1.1 Droop operation with feedforward.......................................................................... 48
1.6.2 Isochronous operation. ...................................................................................48

1.6.3 Load control operation ...................................................................................49
1.6.3.1 Loading. .................................................................................................................. 50
1.6.3.2 Unloading. .............................................................................................................. 50
1.6.4 Communication between the governors..........................................................51
1.6.5 DEGO III Aid communication to the connected governors............................51
1.6.6 Speedsetting. ...................................................................................................51
1.6.7 Alarms for generator application. ..................................................................51
1.6.8 Example of disposition of terminals in generator mode. ................................53
1.7 QHFQ 550 SERIES. (CUSTOM MADE).......................................................................54
1.7.1 Differences QHFQ 100 - QHFQ 550 series: ..................................................54
1.7.2 QHFQ 552. .....................................................................................................54
1.7.3 Interface to Power Management System.........................................................55
1.7.4 Extra hardware...............................................................................................56
1.8 OPTIONS / OPTIONS REFERENCE LIST ........................................................................57
1.8.1 Synchronised Fuel Pump Control At Very Low Speed ...................................59
1.8.2 Control Of VIT System....................................................................................59
1.8.3 Control Of Cylinder Lubrication. ...................................................................59
1.8.3.1 Introduction. ........................................................................................................... 59
1.8.3.2 Input / Output.......................................................................................................... 59
1.8.3.3 Function. ................................................................................................................. 59
1.8.4 Dual Fuel Control...........................................................................................59
1.8.4.1 Introduction ............................................................................................................ 59
1.8.4.2 MV “Navion Viking”.............................................................................................. 60
1.8.4.3 Input / Output.......................................................................................................... 60
1.8.5 Multi-Channel Tacho (MCT) Function...........................................................61
1.8.5.1 Introduction ............................................................................................................ 61
1.8.5.2 MCT arrangement ................................................................................................... 61
1.8.5.3 Clutches .................................................................................................................. 61
1.8.5.4 Parallel running....................................................................................................... 61
1.8.5.5 Monitoring of the speed signals .............................................................................. 62
1.8.5.6 Monitoring of the coupling ..................................................................................... 62
1.8.6 I/D low limit = AI low point else start program speed. ..................................62
1.8.7 Shaft Generator Control .................................................................................62
1.8.8 Critical RPM Blocking And Alarm .................................................................62
1.8.8.1 Introduction ............................................................................................................ 62
1.8.8.2 Input........................................................................................................................ 62
1.8.8.3 Function .................................................................................................................. 63
1.8.9 Torque limit. ...................................................................................................63
1.8.10 Misfiring Detection .........................................................................................63
1.8.11 Load / Unload program for twin engine application......................................63
1.8.12 External limiter. ..............................................................................................63
1.8.13 Load balance proportional .............................................................................63
1.8.14 Engine synchronising, twin-engine application..............................................64
1.8.15 Load balance fixed..........................................................................................64
1.8.16 Frequency 60Hz (not checked = 50Hz) ..........................................................64
1.8.17 If (AI=98-102%), then speedset = nominal speed. .........................................64
1.8.18 CB wire interrupt alarm..................................................................................64
1.8.19 Generator power measurement error, load/fuel deviation alarm...................64
1.8.20 Analogue average load. ..................................................................................64
1.8.21 Speedset = I/D when CB is not closed. ...........................................................65
1.8.22 Analogue speed set fixed to nominal speed in isochronous. ...........................65
1.8.23 Multiple grid operation...................................................................................65
1.8.24 Generator synchronisation. ............................................................................65
1.8.25 Load-on / Load-off function............................................................................65
1.8.26 Generator pole matching. ...............................................................................65
Approvals:
Prepared: Arne Löfgren

Checked: Harry Jezuit
Approved: Fred van den Hoonaard
Revision History:
Rev: Date: Reason: Par:

A 9932 New header HJ
B 9948 Text updated to HW 4c / SW 1.1 HJ
C 00-02-14 Formatting of chapter HJ
D 00-09-12 Updated diff pages HJ
E 01-03-15 Twin engine part implemented HJ
F 02-03-19 Generator part implemented / Alarm list changed HJ
G 02-11-07 Option list completed HJ
1 Presentation.
1.1 Main Features Of DEGO III
The DEGO III Governor System is a fully electronic speed control unit intended for a
wide range of Diesel engine types and applications. The governor has all the
traditional governor functions (propulsion, power generation, shaft generators,
parallel function, etc.). As in most modern computer systems, the software is
developed in portable (ANSI) C code. The microprocessor used for the system is
optimised to run C code. The governor design takes advantage of a number of new
control algorithms. Paired with modern control architecture this makes the control
system more efficient and easier to commission and use.
The most relevant features are the following:
• The inter processor communication uses a generic multi-cast port-based

communication with logical token-ring. This means that several DEGO III
governors can communicate with each other and act as one single system.
• The analog control includes two controllers (actuator position control and speed
control) ensuring a smooth control while maintaining the governor
responsiveness in case of critical situations such as sudden loss of load or
overspeed.
• The discrete control part is also rule-based. The state changes (including
alarms) are logged and stored in memory. All state-changes can be displayed
(printed out) in plain English. This feature leads to short commissioning
procedures and removes one of the most common reasons for commissioning
errors.
• An LED display is included for presentation of mode of operation and alarm.
• The user interface consists of a menu-based, graphical program running under

Windows 3.X, NT or Windows 9X. Help documentation is available on-line. The
program is adapted to the operational conditions being specific for marine
vessels (use of suggestive drawings and colors instead of text whenever
possible). The system operation is displayed in clear graphics, bar graphs, log
graphs, etc.
• The governor setup is fully under software control. Each configuration can be
created and copied using a standard PC.
• The I/O system is protected in order to comply with the European EMC rules.
1.2 Basic Functions Of DEGO III
1.2.1 General
The governor system is programmed prior to delivery with the specific engine and
application data using the diesel engine specification and the application
specification. Further parameter settings and modifications can be made during
commissioning by means of a common PC connected via the serial interface.
The system supply is 24 VDC, isolated from ground.

1.2.2 Parameterization
The governor system can be parameterised via a standard PC, connected through
the serial communication link. The parameterisation is done via the DEGO III
Commissioning AID running under Windows (version 3.X, 9X, NT). Help functions
are available on-line. The set-ups for most common diesel engines are available in
the engine database. If several governor units are interconnected, any of them can
be programmed from the serial port of any unit.
The application program can be stored either in a flash PROM (inside the
microprocessor) or in an external EPROM (selected with program jumper). The
parameters for engine and application are stored in an Electrically Erasable PROM
(EEPROM).
1.2.3 I/O And Communication Ports
The digital input order signals from superior control units shall have the level of +24
VDC. Analogue input signals are in the range 4-20 mA or 0-10V the 0 and 100%
scaling can be selected in the aid.
Two serial ports are available: one interfaced with RS232 or RS485 (com1) and the
second interfaced with RS485 (com2). The com2 interface is the communication
between the governors in case of twin engine or generator application.
A PC can be connected to any of them using the RS 232. (Com 1)
In case the RS 485 (also com1) are all connected together and a modem is used, all
units can be reached by the PC without changing the connection.
The communication protocol is purpose-made. For communication with a superior

system (for example ABB Advant or - Master), a modem and a communication gate
are required.
1.2.4 Commissioning
The commissioning procedures such as tests and consistency checks, are made
using the Commissioning Aid installed in a PC. See chapter 2.
Normally an engine file for the actual engine is available. This forms the starting point
for further tuning of the parameters.
During commissioning all relevant parameters are displayed on-line in the DEGO III
Commissioning Aid. All parameters can be saved on a file for storage or print out.
The following functions are available:
• Step-by-step commissioning procedure
• Step-by-step fault detection procedure
• Self test
• Consistency check (check that different parameters do not contradict each other)
• All relevant signals are displayed in digital, analogue, graphical or time-log form.
1.2.5 Environment
The power supply for the governor control electronics is 24 VDC.
Low power and high power actuators are available with several possible AC/DC
power supplies. The actuator range is from 70 to 400 Nm.
The governor is designed for engine room environment. A superior control unit can
act either via conventional I/O or/and via a RS485/RS232 serial link. A common PC
(486 or higher) can be used for supervision and parameter reading.
The Digital signals have 24VDC level and the analog interfaces are 0-10 or 4-20mA
signals. The analog output is only for mA. Full scaling on analog signals is possible.
The engine speed is measured by means of pulses from two standard proximity
switches sensing a toothed wheel, for example the flywheel. Optional 4 proximity
speed switches can be used.
The charge air pressure input is intended for a 4-20 mA or 0-10V signal from a
standard pressure transmitter.
The generator power is measured using a single phase voltage and single phase
current signal (generator and shaft generator applications).
The supplies for the control electronics and for each actuator are galvanically
separated from each other and isolated from ground. Consequently, earth fault
monitoring is possible.
For the main actuator power circuit (actuator 2) an integrated earth fault detection
circuit is provided
In multi-engine plants, each governor can be galvanically insulated from each other
(different power supplies). The interconnection between the governors takes place
via one, or two redundant, multidrop RS485 bus(es). Galvanic isolation between the
24 Volt main supply and the 5 Volt processor related supply is done by dc/dc
converter. The zero volt reference of the 5 volt processor supply is grounded, this
means that the RS 485 bus(es) are not Galvanic isolated from the ground.
PC MONITOR
SUPERIOR
CONTROL
SYSTEM
RCOM OR SCP SCP = SINGLE COMMUNICATION PROTOCOL
GATEWAY 230 Vac
24 Vdc
RS485
RS485 (OPTION)
QHFQ 4X0
Ch 1 Ch 2 24 VDC SUPPLY
OTHER
DEGO III CONTROL POWER UNIT
CONTROL SUPERIOR SYSTEM
UNIT
(HARD WIRED)
UNIT
POWER SUPPLY
RS232
ACTUATOR
REMOVABLE TERMINAL
(FUTURE OPTION)
MODEM
VOLTAGE
PHASE R-S
PICKUPS CURRENT
PHASE T
CIRCUIT BREAKER
DISTANCE
POSITION
CONNECTION
MODEM PRESSURE CLUTCH
TRANSMITTER POSITION
PC AID
PC AID
Fig. 1 Typical DEGO III installation
1.2.6 Hardware Design
The governor control unit is enclosed in a steel cabinet with dimensions

QHFQ 100 series : 400x460x165mm.(W*H*D)
QHFQ 550 series : 450x760x165mm (W*H*D)
The cabinet design isolates against electromagnetic interference. When the

installation is correctly made, the governor plant fulfils the European standards with
respect to EMC.
Both the control circuits and the power amplifier for the fuel servo are
accommodated in the cabinet. Therefore, the wiring is reduced to a minimum.
Power amp. Actuator

High voltage
Processor board Terminal

board
0V
uP
Power
+5V supply
0V earth
RS485
External connections
24V
supply
Fig. 2 Arrangement of the circuit boards
The terminal board is located on the bottom part of the cabinet, whereas the
microprocessor board is mounted on the door (on the mounting plate, the capacitors
and chokes for the power amplifier(s) are located).
The box is designed to accommodate an additional power amplifier (2 DC amplifiers

or 1 DC and 1 AC amplifier). This is used for Dual Fuel applications, or for VIT
control. All external connections to the circuit boards are via keyed plugs.
For the power connection, an isolating switch (no fuse) is provided for each power
amplifier.
The QHFQ 552 is designed for save “generator” operation with a minimum of
interference with a PMS. It carries the same components as the QHFQ 100 series
but an extra interface board was needed to obtain the same functions, and wiring
connections, as the successfully predecessor the QHFD 552. This interface board,
QHFQ 220, have more connections to avoid bubble wire in one terminal, relays for
external indication and double pole filters for generator / busbar voltages / current
filtering. The QHFQ 552 remains running in isochronous with loadsharing without any
connection of the PMS.
Choke in the motor line
AC Power Amplifier
Display for status and alarm
DC Power Amplifier
Microprocessor board
EMC filters
Supply Switch
and connection
Power Ampl. 2
Supply Switch
and connection
Power Ampl. 1
Capacitor fo the DC
supply line
Alarm reset button

Process Connection Terminals
2x RS 485 comm. ports
RS 232 comm. port Knock-out holes for cable glands
Fig. 3 Interior of the QHFQ 100 series governor (for 2 actuators)
1.2.6.1 I/O Configuration
• Analog I/O
The analog inputs include 3 fixed connected signals and 5 signals that are accessible
from the terminals.
Three analog outputs are available for external use. Signal range 4-20mA.
Two additional analog outputs are actuator set values controlling the power amplifier
internally. Alternatively, these outputs can produce a 60-160mA PWM signal suitable
for Woodward actuators.
Act 1
Act 2
Actuator 1 set value AO1
Actuator 2 set value AO2
SW Selectable AO3
SW Selectable AO4
SW Selectable AO5
Actuator 2 current AI0

Position 1 AI1
Generator voltage AI2
Generator current AI3
HW Selectable AI4 AI sel
HW Selectable AI5
Speed setting AI6
Position 2 AI7
X2 X8
X1 X7
Fig. 4 Disposition of analog I/O
Legend:
I/O with fixed functionality is shown in bold.
I/O being software defined is shown in italic.
AI4 and AI5 are programmed on the terminal board. The default functions are shown
without brackets in the table below.
• Analog inputs
With the AIS (Analogue Input Selection) jumpers, different inputs can be selected.
Note: Actuator 2 is the standard operated actuator, actuator 1 is the option.
Function Function Signal sel. Value Terminal

Jumper Jumper
AI 0 Actuator 2 current - - ±20 A XB:8 (internal)
AI 1 Actuator 1 position or by - - / A1 PCI 0-10V / 0-20 mA X8:2
SW selection (*) - - / A1 PCI 0-10V / 0-20 mA X8:2
AI 2 Generator voltage or by - - / AI 2DC 0-24 VAC / 0-10 VDC X5:1
SW selection (*) - - / AI 2DC 0-24 VAC / 0-10 VDC X5:1
AI 3 Generator current or by - - / AI 3DC 0-2 VAC / 0±10 VDC X5:2
SW selection (*) - - / AI 3DC 0-2 VAC / 0±10 VDC X5:2
AI 4 Busbar voltage or AISEL 1-2 - / AI 4DC 0-24 VAC / 0-10 VDC X5:3
Actuator 1 current or by AISEL 2-3 - / AI 4DC 0-10 VAC / 0-10 VDC XA:8 (internal)
SW selection (*) - / AI 4DC 0-10 VAC / 0-10 VDC X5:3
AI 5 Scav air pressure ** or AISEL 4-5 - / AI 5CI 0-10V / 0-20 mA X5:12
Actuator 1 current or by AISEL 4-3 - 0-10 V XB:8 (internal)
SW selection (*) AISEL 4-5 - / AI 5CI 0-10 V / 0-20 mA X5:12
AI 6a Speed-setting *** - - / AI 6aCI 0-10 V / 0-20 mA X2:2
AI 6b Load setting *** - - / AI 6bCI 0-10 V / 0-20 mA X6:8
AI 7 Actuator 2 position - - / A2 PCI 0-10 V / 0-20 mA X7:2
(*) selectable are:
1. External limiter.
2. Power set value
3. VIT. Fuel quality
setting
4. Propeller Sync phase
setting
5. Diesel oil limiter (dual
fuel mode)
6. Load balance set
7. Average load input
** When single engine is

selected in the “System
configuration”, this output
is selected to scav air and
can not be changed.
*** When Multi engine

arrangement is selected in
the “System configuration,
this input will automatically
change his function from
speedset to loadset when
loadcontrol is ordered.
• Analog outputs
Outputs AO 2-4 are defined in the DEGO III Commissioning Aid from a choice of
output signals.
Function Output Terminal

AO 0 Set value 1 ±10 VDC Fixed
AO 1 Set value 2 ±10 VDC Fixed
AO 2 SW selectable (*) 0-20 mA X2:4
(*) selectable are:
1. Speed / loadset ramp value

2. Actuator 2 position
3. Fuelset value
4. VIT. Position set value
5. Dual fuel gas set value
6. Cylinder lub value (MAN / B&W)
7. Engine speed
8. Pick-up 1 speed
9. Pick-up 2 speed
10. Pick-up 3 speed
11. Pick-up 4 speed
12. Electrical load
13. Busbar voltage
14. Generator voltage
15. Gasset at running and Fuelrack pos. at
manual.
16. Available load ( load detection for CPP
systems)
17. Speed / loadset feedback value.
18. Scav. air value
19. Generator current
20. Average load
• Digital I/O
24 digital inputs (DI) and 9 digital outputs (DO) are controlled by the software. Some
of the functions are logically interconnected by hard-wired logic, e. g. watchdog,
actuator monitoring etc.
Manual state is activated by a software controlled DO, an external DI or by internally

detected fault conditions. The manual state is identical for both servo channels.
With the DIS (Digital Input Selection) jumpers, different inputs can be selected.
• Digital inputs
Function Funtion Active Terminal

Jumper
DI0 Internal or external use,
SW selectable
1) Unload-off / Master sel. DIS 2-1 High X4:6
2) Power Ampl1 Monitoring DIS 2-3 Low Internal
3) Earth fault Mon DIS 2-5 High XD:1-2 / XE:1-2
DI 1 Internal use only, DIS 8-9 Low Internal
SW selectable DIS 8-5 High XD:1-2 / XE:1-2
1) Power Ampl 2 Monitoring DIS 8-7 High XF:5-6
2) Earth fault detection
3) Power Ampl Temp alarm
DI 2 Manual 2 Low X6:12
DI 3 Manual 1 Low X6:11
DI 4 Clutch 2 High X5:10
DI 5 Clutch 1 High X5:8
DI 6 Unload 2 High X5:10
DI 7 Circuit Breaker A High X5:7
DI 8 Decrease load High X6:6
DI 9 Increase load High X6:5
DI 10 Load control order High X6:4
DI 11 Internal or external use, High X6:3
SW selectable
1) Power Ampl1 Mon.(DIS 6-3) XA:14
2) Earth fault Mon ( DIS 6-5) XD:1-2 / XE:1-2
3) Power Ampl2 Mon.(DIS 6-9) XB:14
DI 12 Order speed droop High X6:2
DI 13 Bypass limit High X4:8
DI 14 Unload / Unload-on High X4:7
DI 15 Internal or external use, High X4:6
SW selectable
1) Unload-off / Master select DIS 4-1
2) Earth fault Mon DIS 4-5 XD:1-2 / XE:1-2
3) Power Ampl Temp alarm DIS 4-7 XF:5-6
DI 16 Spare (ex slow down) High X4:5
DI 17 Slow Mode High X4:4
DI 18 Reset High X4:3
DI 19 Stop order High X4:2
DI 20 Bypass time program High X2:8
DI 21 Decrease speed High X2:7
D 22 Increase speed High X2:6
DI 23 I/D Mode High X2:5
• Digital outputs
Function Active Terminal
DO0 SW selectable (*) +24 V X4:9

DO4 Alarm 1 NC, open at alarm X1:3-4
DO5 Alarm 2 NC, open at alarm X1:5-6
DO6 Manual 1 0V X6:11
DO7 Manual 2 0V X6:12
DO8 uP Monitor NC, open at alarm X1:7-8
(*) selectable are:
1) Limit ind.
2) Master Ind.
3) Load control ind
4) Ramp ind.
5) Lubrication ctrl
6) Clutch out when unloaded
7) Unload order ind.
8) Isochronous ind.
9) Speeddroop ind.
10) CB connected ind.
1.2.7 Disposition Of The LEDs
Light emitting diodes (LED's) are provided both on the processor board and on the
terminal board. The layout is shown in fig. 5 and 6.
RxD EXTERNAL FAILURE

CHANNEL 1
TxD B0 I/O
RxD B1 ADRESS
CHANNEL 2
TxD B2 BUS
Transmit Data I/O polling address

Receive Data
ALARM RESET
+15V
+5V
-15V
Fig. 5 LEDs on the processor board.

Fig. 6 LEDs on the terminal board.
1.2.8 Disposition Of The Program Jumpers
The disposition of the jumpers on the circuit boards is shown in Figure 7 and 8.
The program jumpers are located on both the terminal board and the processor
board.
Dedicated programming jumpers adapt the analog inputs for current or voltage
signal. Other jumpers adapt the supply voltage for different type of speed setting and
actuator position feedback transducers.
Four sets of jumpers (T1-T4) are determining the division factor for the speed pickup
signals. Three jumpers on the processor board select between normal analog input
mode and AC input mode. The later are for generator applications. A detailed
description of the disposition of the jumpers can be found on the cover plates inside
the cubicle.
FLASH T4
MD2 x1 2 3 4 5
ID
T3
x1 2 3 4 5
T2
SUPCPU x1 2 3 4 5
T1
x1 2 3 4 5
AO4CP
AO3CP AO5CP
CPURES
SS/ LS
BV 50/60 AI4DC
AI3DC
S2 S3 S5 S6 GV 50/60 GC 50/60 AI2DC
Fig. 7 Disposition of program jumpers on the processor board
Table 1: CPU board jumpers
Jumper Function when inserted Function when removed

FLASH Write to FLASH PROM
SUPCPU +5V supply to CPU (always ins.) No
AO3CP 1-2 Ouput –20-0-20mA 2-3 Output 0-20mA
AI2DC AI channel 2; 0-10V AC in; Generator voltage
AI3DC AI channel 3; 0-10V AC in; Generator current
AI4DC AI channel 4; 0-10V AC in; Busbar voltage
GV50/60 Filtering Generator voltage 50Hz Filtering 60Hz
BV50/60 Filtering Busbar voltage 50Hz Filtering 60Hz
GC50/60 Filtering Generator current 50Hz Filtering 60Hz
S1+S2 Term. first and last unit in RS485 ch 1 Intermediate units
S3+S4 Term. first and last unit in RS485 ch 2 Intermediate units
Selector ID Sel. number = Unit identity on the bus
Jumper Function when inserted Frequency range selected

(only one jumper per channel)
T1 x1 Tacho freq. ch 1 multiplied by 1 0 - 250 Hz
T1 x3 Tacho freq. ch 1 multiplied by 4 0-1 kHz
Following, the terminal board jumpers and potentiometers.
A2T XA
XC XF
XB XD 1 2 XE 1 2
DISEL A1S A1C
AISEL
3 1
1 5 EF1 EF2 EF3 EF4
9 7
A2S A2C
A2PCI AI5CI
A1PCI AI8CI
A2P24 IFB 1
Pull-up Pull-down A1P24 IFB 2
SSS Tacho 4
Tacho 3
Tacho 2
AI6ACI Tacho 1
J1 J2
X2 X4 X6 X8
X1 X3 X5 X7
Fig. 8 Disposition of program jumpers and pot.meters on the terminal board

Table 2 Terminal board jumpers
Jumper Function when inserted Function when removed

DI Default settings Propulsion:
SELECT 1-2 Current monitor power ampl.1
4-5 Earth fault monitor
6-9 Power ampl 2 temp monitor
7-8 Current monitor power ampl 2
Default settings Generator:

2-3 Input Master Select
6-9 Power ampl 2 temp monitor
Default settings Dual Fuel Appl:

1-2 Current monitor power ampl.1
3-6 Input Master Select
AI SEL
1-2 AI 4 Busbar voltage
2-3 AI 4 Actuator 1 current monitor
3-4 AI 5 Actuator 1 current monitor
4-5 AI 5 Scav. air press transmitter
AI5CI AI 5 Current input AI 5 Voltage input
AI6(A)CI AI 6 Current input AI 6 Voltage input
AI8CI AI 8 Current input AI 8 Voltage input
A1P24 24V supply pos. transm. act. 1(X8) 10V supply pos. transm. act. 1 (X8)
A2P24 24V supply pos. transm. act. 2(X7) 10V supply pos. transm. act. 2 (X7)
A1PCI 4-20mA current input fuel transd. 1 0-10V voltage input fuel transd. 1
A2PCI 4-20mA current input fuel transd. 2 0-10V voltage input fuel transd. 2
IFB1 Internal position feedback act.1 Ext. pos. feedb. act.1
IFB2 Internal position feedback act.2 Ext. pos. feedb. act.2
EF1 < 80V supply Actuator 1 >80V supply Actuator 1
Potentiometer Function
A1S Set actuator 1 speed in MANUAL, Clockwise increase the speed
A2S Set actuator 2 speed in MANUAL, Clockwise increase the speed
A1C Current measurement scaling actuator 1
A2C Current measurement scaling actuator 1
A2T Temperature alarm limit, actuator 2 driver.
SSS Adjustable voltage for teminal X2:1 ( nomally for speedset)
Ind / HW version V 1.4 V 1.5/ 1.6/1.7

A1S R71 R74
A2S R72 R75
A1C R80 R83
A2C R81 R84
A2T R34 R35
SSS R1 R1
1.2.9 Terminal Layout
The electrical connections of the DEGO III units are via plug-in terminals. All
terminals except those for the communication are located on the terminal board as
seen in figure below.
XA
XB
X3 XC XD XE
XF
X2 X4 X6 X8
RS232 COM1 COM2

X1 X3 X5 X7
Fig. 9 Terminals on the boards - layout

1.2.10 Disposition of terminals - General configuration

No Name Signal Jumper No Name Signal Jumper
X1 1 System supply Un *** X2 1 Supply 10V

Supply 2 System supply 0V Speedset 2 Speed set AI 6a * <AI6a CI>
& 3 Crit. Alarm + DO4 3 Supply 0V
alarms 4 Crit. Alarm - DO4 4 Speed set out AO 2 **
(isolated) 5 Non Crit. Alarm + DO5 5 I/D mode DI 23
6 Non Crit. Alarm - DO5 6 Increase speed DI 22
7 Internal fault + HW 7 Decrease speed DI 21
8 Internal fault - HW 8 Bypass DI 20
X3 1 Supply Un/60mA X4 1 Supply Un/60mA
Speed 2 Tacho ch.1 PI 1 Propulsion 2 Stop DI 19
Pick-up’s 3 Supply 0V 3 Reset DI 18
4 Supply Un/60mA 4 Slow mode DI 17
5 Tacho ch.2 PI 2 5 Spare DI 16
6 Supply 0V 6 Master select DI 15 ** <DI sel>
7 Supply Un/60mA 7 Unload 1 DI 14
8 Tacho ch.1 PI 3 8 Bypass limit DI 13
9 Supply 0V 9 Load limit DO 0 **
10 Supply Un/60mA 10 Master ind. DO 1 **
11 Tacho ch.1 PI 4 11 Load ctrl ind. DO 2 **
12 Supply 0V 12 Load ramp ind. DO 3 **
X5 1 Gen voltage AI 2 ** <AI2 dc> X6 1 Supply Un/60mA
Process 2 Gen current AI 3 ** <AI3 dc> Generator 2 Speed droop DI 12
3 Busbar voltage AI 4 ** <AI4 dc> 3 Earth fault DI 11 <DI sel>
<AI sel>
4 Supply 0V 4 Load control DI 10
5 Supply Un/60mA 5 Increase load DI 9
6 Circuit breaker DI 7 6 Decrease load DI 8
7 Supply Un/60mA 7 Unload 2 DI 6
8 Clutch pos. 1 DI 5 8 Load setting AI6b * <AI6b CI>
9 Supply Un/60mA 9 Electrical load AO 4 **
10 Clutch pos. 2 DI 4 10 Fuel value AO 3 **
11 Supply Un/60mA 11 Manual 1 DO 6/ DI 3
12 Scav air press AI 5 ** <AI5CI> 12 Manual 2 DO 7/ DI 2
<AI sel>
X7 1 Supply 60mA Un/10V <A2 P24> X8 1 Supply 60mA Un/10V <A1 P24>
Actuator 2 2 Act. 2 pos. AI 7 <A2 PCI> Actuator 1 2 Act. 1 pos. AI 1 ** <A1 PCI>
3 Supply transm. 0V 3 Supply transm. 0V
4 PWM output 2 4 PWM output 1
5 Brake activation 2 <J1:1-6> 5 Brake activation 1 <J2:1-6>
6 0V 6 0V
7 Increase 2 7 Increase 1
8 Decrease 2 8 Decrease 1
9 Tacho -2 9 Tacho –1
10 Tacho +2 10 Tacho +1
11 Limit +2 11 Limit +1
12 Limit –2 12 Limit –1
* The input is replacing input X2:2 at confirmed load control.

** The input / output can be programmed to other signals.
*** Un = 18-32 Vdc
Legend: DI Digital input PI Pulse input AI Analog input

DO Digital ouput AO Analog ouput
<AIXDC> Jumper inserted = 0-10VDC else VAC

<AXP24> Jumper inserted = 24V supply else 10V
<AIXCI> Jumper inserted = 4-20mA else 0-10V
<AXPCI> Jumper inserted = 4-20mA else 0-10V
<JX:1-6> Jumper 1-2 /3-4 and 5-6 to be inserted for internal brake supply.
Jumper 2-3 to be inserted for an isolated output. (electr relais)
1.2.11 Disposition of terminals, “BASIC” Single Engine Propulsion (ASAC X00)


5 Tacho ch.2 PI 2 5 DI 16
6 Supply 0V 6 DI 15** <DI sel>
7 7 DI 14
8 8 Bypass limit DI 13
9 9 Load limit DO 0 **
10 10 DO 1 **
11 11 DO 2 **
12 12 DO 3 **
X5 1 AI 2 ** <AI2 dc> X6 1 Un/60mA
Process 2 AI 3 ** <AI3 dc> Generator 2 DI 12
3 AI 4 ** <AI4 dc> 3 Earth fault DI 11 <DI sel>
<AI sel>
4 0V 4 DI 10
5 Un/60mA 5 DI 9
6 DI 7 6 DI 8
7 Un/60mA 7 DI 6
8 DI 5 8 AI6b * <AI6b CI>
9 Un/60mA 9 Fuel feedback AO 4 **
10 DI 4 10 Speed feedback AO 3 **
11 Supply Un/60mA 11 DO 6/ DI 3
<AI sel>
X7 1 Supply 60mA Un/10V <A2 P24> X8 1 Un/10V <A1 P24>
Actuator 2 2 Act. 2 pos. AI 7 <A2 PCI> Actuator 1 2 AI 1 ** <A1 PCI>
3 Supply transm. 0V 3 0V
4 4
5 Brake activation 2 <J1:1-6> 5 <J2:1-6>
6 0V 6
7 Increase 2 7
8 Decrease 2 8
9 Tacho -2 9
10 Tacho +2 10
11 11
12 12

*** Un = 18-32 Vdc


1.2.12 Power Amplifier
Two power amplifier versions are used: DC or AC supplied, both with DC output for
brush type servo motors. The amplifier is a servo for actuator speed. Thus, the
actuator position control is via a speed control.
The maximum current is limited to a pre-set value as follows:
When the actuator is exposed to a sudden high load, the current is first rising to the
double maximum continuos current for 2 sec. Thereafter the current is reduced to
the pre-set value. The purpose is to boost acceleration and to enable the actuator to
overcome temporary friction in the fuel pumps or in the fuel rack.
The features of the power amplifier can be adjusted using DIP switches placed under
the cover plate.
Important:
Do not change the factory settings. If for instance a spare amplifier must be set up
use the tables below and follow the instructions in the chapter - Commissioning.
LED for status indikation GREEN= OK
RED=Blocked
ON
1 2 3 4 10 2 1
Potentiometers DIP Switches P1 Control signals 1 2 3 4
TEST / OFFSET P2 Power connections

REF IN GAIN
CURRENT LIMIT
LOOP GAIN
Fig. 10 Disposition of the power amplifier

DIP Switch Function when off Function when on Setting

1 Internal voltage feedback Off
2 Internal current feedback for Off
IR-compensation
3 High current loop gain Low current loop gain On
4 Low current loop integration High current loop integration On
5 Current limit x0.5 Current limit normal On
(peak and continuos)
6 Continuos current 50% of Continuos current 25% of Off
peak current peak current
7 Normal position Shortens out the current loop Off
integrator
8 Speed loop integrator Speed loop integrator Off
operating shortened
9 Increased value of integrator Normal value of integrator Off
capacitor capacitor
10 Normal mode.= low gain on Test mode = increased Off
offset pot sensitivity of offset
The potentiometers placed on the top of the power amplifier have the following
functions:
Potmeter Function
P1 Loop gain
P2 Current limit (for the steady state condition)
P3 Reference in gain. Set in MAX. pos. The gain is adjusted in the
governor software.
P4 Test alt. Offset. Adjust until same speed in both directions in MANUAL
1.2.13 Display unit - Local Reset
An LCD display unit with 4x 16 characters is fitted on the microprocessor board.
An ALARM RESET button connected in parallel with the digital input is located in the
lower right corner. When depressed, no longer active alarms are deleted.
The display has three presentation modes:
• Software Presentation Mode
• Normal Display Mode
• Actuator Adjustment Mode

1.2.13.1 Software Presentation Mode
Activated in 10 sec at power up or when the microprocessor reset switch (under the
cover) is depressed twice.
The following information is displayed:
Line 1 ABB DEGO III

Line 2 Version 1.0.4
Line 3 EEPROM Read OK
Line 4 Starting...
1.2.13.2 Normal Display Mode
Normal Display Mode is always displayed when power is on and no other mode is
active.
The following information is displayed:
Line 1 Unit ID (position of UNIT # selector) Control status

Line 2 RPM
Line 3 FUEL
Line 4 Alarms (presented after each other) / Limits active
1.2.13.3 Actuator Adjustment Mode
Activated by pushing the ALARM RESET button when in display mode A.
De-activated by pushing the ALARM RESET button for at least 5 seconds.
This mode is used e.g. at replacement of the actuator
A sequential dialogue is displayed.
Line 1 * Init Act Min Pos

Line 2 Init Act Max Pos
Line 3 Fuel % = < value >
Line 4 Exit
and so on
The contrast is adjusted with a potentiometer located under the cover in the upper
left corner. It can be reached from the upper left side.
If mode Start Fuel at Internal Manual and Reset is chosen in the engine set-up, the
fuel rack can be set to start fuel at engine standstill by depressing the RESET button.
1.2.14 Integrated Alarm System And Fault Logger
An internal alarm system is supervising a multitude of functions and parameters. The

resulting alarms activate one of the three alarm outputs intended for external
systems.
The individual alarms are identified on line 4 in the integrated LCD display. 18
numbered alarms are listed.
Each alarm can have four states. They are identified in the presentation with a prefix
as follows:
[Blank] = No alarm
1 Press Tran OoR = Active, unacknowledged alarm
1*Press Tran OoR = Active acknowledged alarm
1$Press Tran OoR = No longer active unacknowledged alarm
1.2.15 Alarm list

Text in DEGO III Text in Display Caused by ( if AI then DO Output
Aid can be differ)
0 AI SpdSet Oor 0 AI SpdSet Oor Analogue speedset 4 Not
out of range. Critical
1 [A15] Oor 1 [A15] Oor Value not within 4 Not
adjustable limits. Critical
(Pressure transducer)
2 [AI1] Oor 2 [AI1] Oor Value not within 5 Critical
adjustable limits.
(Actuator 1 position)
3 Act 2 Pos Oor 3 Act 2 Pos Oor Actuator 2 position 5 Critical
out of range
4 Act 1 No Resp 4 Act 1 No Resp Set fuel value not 4 Not
reached within 1 sec. Critical
5 Act 2 No Resp 5 Act 2 No Resp Set fuel value not 4 Not
reached within 1 sec. Critical
6 Ampl 1 Fault 6 Ampl 1 Fault Power amplifier 1 5 Critical
alarm and not
MANUAL
7 Ampl 2 Fault 7 Ampl 2 Fault Power amplifier 2 5 Critical
alarm and not
MANUAL
8 RPM Ch1 Inter 8 RPM Ch1 Inter Tacho channel 1 4 Not
malfunction Critical
malfunction Critical
malfunction (MCT Critical
appl. only)
malfunction (MCT Critical
appl. only)
12 RPM 12 RPM Ch1<>Ch2 Channel 1 and 2 4 Not
Ch1<>Ch2 deviating. Critical
Tacho Channel 1 and 5 Critical
2 Malfunction
13 Earth Fault 13 Earth Fault Resistance to earth 4 Not
less than 100 Kohm Critical
(24V)
14 Inter Comm Err 14 Inter Comm Err Communication error 4 Crit. at
between DEGO III (5) >1 gov.
units (Rs 485, com2) paral.
15 (Future use) 15 (Future use) No
Alarm
16 (Future use) 16 (Future use) No
Alarm
Text in DEGO III Text in Display Caused by ( if AI then DO Output

Aid can be differ)
17 Param Err 17 Param Err An irrelevant 5 Critical

parameter is stored in
the EEPROM
18 Overspeed 18 Overspeed The engine speed has 5 Critical
surpassed the
overspeed level
19 Eeprom error 19 Eeprom error Critical
20 Flash error 20 Flash error Critical
21 Critical Spd 21 Critical Spd Running in the critical Critical
speed range
22 Act 2 Curr Oor 22 Act 2 Curr Oor Actuator 2 current out Not
of range Critical
23 [AI2] Oor 23 [AI2] Oor Value not within Not
(Generator voltage)
(Generator current)
(Busbar voltage)
26 PowerAmp 26 PowerAmp Temp Power amplifier 2 Not
Temp temp out of range Critical
27 Twin Spd Diff 27 Twin SpdDiff Twin engine speed Not
difference (Twin Critical
engine arrangment)
27 Pow Meas Err 27 Pow Meas Err Power measurement Non

error (Generator Critical
application)
28 SEEPROM Err 28 SEEPROM Err Serial eeprom failure Not
Critical
29 AnLdSet Oor 29 AnLdSet Oor Analogue loadset out Not
of range Critical
30 (Future use) 30 (Future use)
Any of +15V, -15V, 8 Internal
+5V on the processor fault
board too low
Watchdog time out 8 Internal
fault
Also the Commissioning Aid or a hand terminal (future option) displays the individual
alarms.
• Non-critical alarm output (channel DO4)

The output is a normally closed contact, opening in alarm state. If an alarm is
prevailing and a new alarm is activated, the contact is closing for 1 sec and then
opening again.
• Critical alarm output (channel DO5)

The output is a normally closed contact, opening in critical alarm condition. If an
alarm is prevailing and a new alarm is activated, the contact is closing for 1 sec
and then opening again.
• Internal failure alarm output (channel DO8)

The output is a normally closed contact, opening at microprocessor stall and too
low value of any of the supply voltages on the microprocessor board.
Each alarm channel has a two-colour LED. Green in normal condition and red at
alarm state.
The alarm contacts are of opto-coupler type. The principal diagram is shown below:
PTC
Unipolar
100 Ohm
Fig. 11 Alarm output - physical arrangement

1.3 Description Of The Basic Governor Functions
1.3.1 Speed Setting
Three speed setting modes are available:
• Analog 4-20 mA or 0-10V signal to terminal X2:2
• With increase/Decrease orders to terminals X2:6-7
• Via the bus communication
The analog speed setting signal is monitored for interruption. If the current drops
below the adjusted level ( default 2mA), I/D mode is automatically engaged and the
speed setting is frozen on the value at the moment of interruption. A timer for
disconnection of the "freezing" ensures that temporary recoveries (bad contact) are
not taken as a restored connection.
The analog signal is calibrated using the DEGO III Commissioning Aid (window
"Calibration of Analogue Inputs") to match the electronics.
Voltage input or current input can be selected with programming jumpers. See
chapter 1.2.8.
The speedsetting signal is passing a ramp before entering the comparison point in
order to avoid sudden changes.
4-20mA or
0-10V
Analog SCALING RAMP
signal
500 Ohm
To Speed
Increase
control
Decrease
I/D mode
OUT OF RANGE
MONITOR
Alarm
Fig. 12 Function of speed setting input

1.3.2 Speed Sensing
Four independent inputs for speed sensing are provided, channels 1 to 4. Channel 1
and 2 are normally used for the engine speed. Channel 3 is used for the generator
and channel 4 for the propeller in a multi-channel tacho application.
Each channel can be programmed for either NPN or PNP pick-ups with
programming jumpers on the terminal board. See also figure below. Each channel
can be monitored by a green LED. The four channels have independent, short circuit
proof power supplies for the pick ups.
PULL-DOWN PULL-UP
+24V 0V
X:3
+15V
1 PTC
E+
PULSE 2
TRANSM.
C
E- 0V 0V
0V
3
0V
+15V 0V ISOLATED
TERMINAL BOARD PROCESSOR BOARD PART
Fig. 13 Arrangement of speed inputs
Channel 1 has a software speed filter designed to filter out irregularities over one
engine turn and still not cause delays at speed changes. In case of malfunction of
channel 1, the filter is automatically switched over to channel 2.
1.3.3 Start Function
The start function ensures a fixed start fuel to the engine during the start program or
at engine reversal. The following parameters can be set in the window Speed
Intervals and Start Program Settings in the DEGO III Commissioning Aid:
Dead Speed The speed value at which the application of fuel takes place
[RPM]
Normal Start Speed The speed value at which the fixed fuel is interrupted and the
normal speed control takes over [RPM]
Heavy Start Speed The speed value at which the fixed fuel is interrupted and the
controller takes over when input X4:8 Bypass limit is
activated [RPM]
Normal Start Fuel The value of the fuel applied between dead speed and start
speed [%]
Heavy Start Fuel The value of the fuel applied between dead speed and start
speed when input X4:8 Bypass limit is activated [%]
Start fuel at Stop Checking this box causes the actuator to give start fuel as
Release: soon as the stop order is released
Start fuel at Reset Checking this box causes the actuator to give start fuel s
soon as the reset order is activated
SPEED FUEL
Engine Speed
Heavy Start Fuel
Normal Start Fuel
SPEED
Dead Speed
Normal Start Speed
Heavy Start Speed
Fig. 14 Start fuel-admission parameters
1.3.4 Normal And Slow Mode Speed Control
A PID controller structure with fuzzified zone amplifiers is utilised for the normal and
slow mode speed controller.
ENGINE
SPEED SET P- P-
P O-SHOOT
GAIN ZONE
+ TORQUE,
-
ENGINE
D-GAIN D SMOKE FUEL SET
SPEED
LIMIT
I-GAIN I I-LIMIT
Fig. 15 Normal and slow mode speed control architecture
1.3.5 P-Gain
The basic adjustment and monitoring of the P-gain is done with the DEGO III
Commissioning Aid in the window Speed Control Loop.
Two modes of operation are available:
Normal Mode and Slow Mode.
The Slow mode gives a more smooth action of the fuel rack at the cost of a larger
speed variation around the set-point.
1.3.5.1 Speed And Load Dependant Gain
In the DEGO III Commissioning Aid window P-Gain Amplifier, the P-gain can be
made dependant on both engine speed and -load.
P ropo rtion al G ain
100%
C urve valid at 100% speed
C urve trim h andles
50%
C urve valid at actu al sp eed
C urve valid at 0 speed
0 Fuel
50% 100%
Fig. 16 Window P-Gain Amplifier in the Commissioning Aid
1.3.5.2 Zone Amplifier
In the DEGO III Commissioning Aid window P-Zone Amplifier the width of the low
gain band can be adjusted for Normal- and Slow Mode respectively.
The P gain is reduced when the speed deviation is zero or near zero.
P Gain
Normal Mode
Actual value Trim handles for the curves
Slow Mode
Speed Error
Low gain band
Fig. 17 Characteristics of the Zone Amplifier
1.3.6 Integrator
The basic integrator time constant is set with the Commissioning Aid in window
Speed Control Loop where also the influence from the integrator is shown.
The integrator characteristics are dynamically adjusted by the fuel rack position as
well as the speed. The relationships between engine load, engine speed and
integrator time are set via the DEGO III Commissioning Aid, window Speed Control
Loop.
See figure below.
Integ ration Tim e
100%
C urve valid at 100% speed
C urve trim h andles
50%
C urve valid at actu al sp eed
0 Fuel
50% 100%
Fig. 18 Window I-Zone Amplification in the Comm. Aid
1.3.7 D-Function
Besides the normal D-function, the D amplifier is designed to reject disturbances

from the speed signal in the steady state condition. The basic adjustment of the D-
gain is made via the DEGO III Commissioning Aid, window Speed Control Loop. In
window D-Gain Amplifier, the dynamics of the D action is selected by means of
adjusting curves. The D-part can be made dependent on both engine speed and -
load.
D -P art
100%
C urve valid at 100% sp eed
C urve trim handles
50%
C urve valid at actual speed
0 Fuel
50% 100%
Fig. 19 Window D-Zone Amplification in the Comm. Aid
1.3.8 Torque Limit
The torque limit is calculated from the current engine speed and current fuel set
information read by the governor.
One curve is available for normal operation and one for bypass*). The curves are
graphically set up in the DEGO III Commissioning Aid, window Torque and Integrator
Limit. In this window also a third curve is configured, Integrator limit.
*) Bypass implies increasing of the normal limit value to a separately selected curve.
FUEL
C u r v e v a lid a t b y p a s s
100%
C u r v e tr im h a n d le s
50%
C u r v e v a lid a t n o r m a l m o d e
A c tu a l v a lu e
0 SPEED
50% 100%
Fig. 20 Torque Limit curve
1.3.9 Smoke Limit
Smoke limit is generated as a function of the measured scavenging air pressure and
the current fuel position information. The purpose is to limit the fuel admission to
burn the fuel efficiently with the air available.
One curve is available for normal operation and one for bypass. The curves are
graphically set up in the DEGO III Commissioning Aid, window Smoke Limit.
The input for the charging air transducer is a 4-20mA/0-10V signal. The pressure
scaling of the transducer can be set in window Engine Properties of the DEGO III
Commissioning Aid.
In case the pressure signal is interrupted, an alarm is released and the smoke limit
function is inhibited. The same delay function as described in section Speed Setting.
Speed Setting is preventing an irregular behaviour of the limiter in case of a bad
contact.
FU E L
C urve valid at b ypass

100%
C urve trim handles
50%
C urve valid at n orm al m ode
Actual Fuel V alue
0 S cav air
2 4.0 B ar
Fig. 21 Smoke Limit curve
1.3.10 Integrator Limit
The Integrator Limit curve in the Torque Limit window serves the purpose to stabilise
the engine at very low speed and load when the engine tends to become unstable
due to low inertia.
Since the integrator limit can be set to vary with the speed, the recommendation is to
set the integrator limit to reduce fuel to zero at speeds higher than appr.50%. This
setting ensures prompt fuel reduction to zero at loss of load at high speeds.
I-VALUE
INTEGRATOR MOVING IN THIS AREA
INTEGRATOR BLOCKED
SPEED
Fig. 22 Integrator limit function
1.3.11 Overshoot Amplification
The Overshoot Amplification function is an aid to avoid overspeed. When the speed
raises above the nominal speed, the P-gain can be set to increase progressively to a
high value.
The relation Speed - P-gain can be set in the window Over-shoot Amplification in the
DEGO III Commissioning Aid.
P -G A IN
100% SPEED
O V E R S P E E D T R IP
Fig. 23 Overshoot limit characteristics
1.3.12 State Machine
The governor has distinct modes of operations (states). These depend on the actual
engine speed, command input states, air pressure etc.
The actual state is displayed in the LCD panel as well as in the yellow information
row in the DEGO III Commissioning Aid. The changes are logged in the event log.
The transition between the states is smoothened with Fuzzy technology.
Each state can be set up with its own set of control parameters to optimise the
control in every situation.
1.3.13 Fuel Admission Control Loops
Two independent actuator control loops are provided.
The controllers are of PD type. The actuator forms the integrator function.
ACTUATOR
SET-POINT
OFFSET
FUEL
TRANSM SCALING P
SIGNAL ACTUATOR
CONTROL
SIGNAL
ACTUATOR 0V
D
SPEED
Fig. 24 Actuator control loop
The fuel error after the comparison point is amplified and fed to a summation
amplifier. The actuator speed signal (from the tacho) is amplified and with reversed
sign fed to the same summation amplifier as above (acts as a damping).
The resulting error is amplified, limited and provided with a dead zone. In order to
provide an output signal symmetrical around zero, an adjustable offset is applied.
The signal is fed via an analog output to the power amplifier .
1.3.14 Fuel Servo - Functions
The fuel servo is a four quadrant drive for brush type DC motors with tacho. It is
designed to match the ABB actuators ASAC 20, ASAC 70, ASAC 200 and ASAC
400. The governor is able to control two independent actuators.
The power amplifier is integrated into the control box. All control signals are brought
via a ribbon cable to the terminal board. Inputs for max. and min. position limit
switches are provided.
Manual intervention is made in the MANUAL mode. The servo is then changed to an
open-loop control. The actuator is controlled by increase/decrease pushbuttons.
MANUAL mode is also activated at engine standstill and at critical faults in the fuel
servo loop (slow speed application).
The function principle for the fuel servo loop is presented in the picture below.
INCR.
DECR. MANUAL
SPEED GOVERNOR QHFQ 11X

ACTUATOR
PROCESSOR BOARD TERMINAL BOARD POWER AMPLIFIER
ASAC 200(400)
ADAPTATION MANUAL
INCREASE DC MOTOR
SET VALUE DECREASE PI
CIRCUIT
REMOTE/LOCAL
TACHO
TACHO FEEDBACK
+10V
GAIN
POSITION
ADAPT.
TRANSMITTER
CIRCUIT
0V
BRAKE
Fig. 25 Fuel servo - Principal diagram
1.3.15 Fuel Servo - External Arrangement
Three types of fuel servo arrangements are available:
• DC supplied 24-56V
• AC supplied 110-130V
• Current output (PWM signal) for Woodward type actuators
The DC supplied servo is fed via an isolating switch and a reservoir capacitor, both
are integrated in the governor unit. The reservoir capacitor is ensuring a correct
switching of the PWM signal as well as absorbing the excess voltage at braking of
the actuator.
The AC supplied servo has an integrated rectifier and a shunt resistor. At braking, if
the voltage on the internal DC bus exceeds the max. limit (185V), the shunt resistor
switches in to avoid trip of the amplifier due to over-voltage.
It is important that the peak value of the AC supply is below this voltage. If not, the
shunt resistor will burn out.
An appropriate fuse is required in the source end of the supply cable. See further in
Chapter 3 Installation.
In series with the actuator motor, two paralleled mH chokes are inserted. They
smooth out the steep gradients originating from the PWM modulation.
The servo using the current output is wired in accordance with figure 21. Please note
that the control coil is supplied from an external 24V source in series with a 33Ohm
ballast resistor.
If the actuator is lacking a fuel feedback sensor, an internal feedback feature can be
utilised by inserting program jumpers IFB 1 and/or IFB 2.
An integrated earth fault detecting system is provided. It can be connected to either

of the two servo circuits. The alarm is activated with a program jumper and indicated
with a LED.
All external cabling shall be screened to suppress noise (EMC compatibility).
TERMINAL BOARD
EARTH POWER
FAULT
AMPLIFIER 1
DETECT.
+ 24-56V HIGH VOLTAGE

POWER EMC FILTER
SUPPLY
0V POWER GROUND
4700 u F
250mH
MOTOR +
+ 250mH
SERVO
MOTOR
-
MOTOR -
Fig. 26 Arrangement of DC supplied servo

TERMINAL BOARD
EARTH
FAULT
DETECT.
POWER
AMPLIFIER 2
110-130VAC
HIGH VOLTAGE
POWER EMC FILTER
SUPPLY AC -SUPPLY
0V
GROUND
250 mH
MOTOR +
+ 250 mH
SERVO
MOTOR
-
MOTOR -
GROUND
Fig. 27 Arrangement of AC supplied servo
CONTROL
UNIT
33 Ohm LOAD
0-200 mA
+24 V
CONTROL SIGNAL
IFB 1 (2)
FUEL POS. SIGNAL
20 Ohm
0V
0V
Fig. 28 Arrangement of current output for fuel set signal

1.4 The Single Engine Propulsion Application
The 2-stroke engines supported are:
• MAN B&W engines
• Sulzer engines
• Mitsubishi engines
• Other engines after confirmation
The DEGO III governor is adapted for all three types. The required engine data is
stored in separate files available from the menu in the Commissioning Aid.
The normally used actuators are ASAC 200 and ASAC 400. The governor control
unit contains an AC supplied power amplifier. For the smaller sizes however, the
ASAC 70 is often sufficient.
Actuators requiring a proportional DC current (30-180mA) are controlled via the

PWM output. Normal and reversed actuator action is supported. Control unit QHFQ
110 without the power amplifier is suitable for this application.
1.5 Twin engine propulsion application.
This application supports a configuration where 2 engines drives a single propeller

via one common gearbox.
The application is selected in the System Configuration window in the
Commissioning Aid.
All functions for the single engine application, including the options. are valid also in
this application.
The 2-stroke engines supported are:
• MAN B&W engines
• Sulzer engines
• Mitsubishi engines
• Other engines types to be confirmed by ABB.
The DEGO III governor is adapted for all three types. The required engine data is
stored in separate files available from the File menu in the Commissioning Aid.
The normally used actuators are ASAC 200 and ASAC 400. The governor control
unit contains an AC supplied power amplifier. For the smaller sizes however, the
ASAC 70 is often sufficient.
Actuators requiring a proportional DC current (30-180mA) are controlled via the

PWM output. Normal and reversed actuator action is supported. Control unit QHFQ
110 without the power amplifier is suitable for this application.
Select Twin Engine

Propulsion here
The principle of load sharing is master/slave .

The master is controlling the speed, and the fuel order is send to both fuel servo’s in
case both clutches are engaged.
In case none -or only one clutch is engaged, both engines are operated as in a single
engine application.
1.5.1 Master / slave operation.

Using the master / slave principle means that there is only one speed control loop
active, this can be port or starboard. The master can be selected by push buttons.
The output from the speed control loop is called fuel set point.
This fuel set point will be linked to both fuel control loops, se picture below.
This means that from the slave governor only the fuel control loop is active PID
controller.
All limit functions (Torque, Smoke, External and Load Balance) are individual for
each engine. See picture below.
As can be seen from above picture, the output from the speed control loop is
controlling both fuel loops in case both clutches are engaged.
“The output from the speed control loop is called “Fuel Set”
1.5.2 Serial communication between the governor Control Units (RS 485).
• The serial communication is needed to send a number of signals between the
Mater and Slave unit to realize the parallel operation.
In case the serial communication is lost, the units will automatically change from the
master/slave mode to speed control mode with speed droop.
Due to the speed droop the engines are load-sharing without communication.
Remarks:
1. The load-sharing is depending from equal parameter setting of both speed
control loops (PID) settings.
2. The performance and accuracy of the load sharing is less.
3. The speed setting have to be the same for both sides.
4. The speed-droop setting have to be set between 4 and 10% and equal.
1.5.3 Unit identification system.

When two or more units are working together via the serial communication bus, each
one must be assigned an unique ID number.
The ID number for the Port engine is by default “#1” and for the Stbd engine “#2”.
No other settings of the ID switches are allowed in the Twin Engine application.
1.5.4 Load balance setting.

A potentiometer is connected to one of the governors (ID #1) to alter the balance of
the load between the engines.
Two modes of load balance can be chosen in the Commissioning Aid window
System Configuration, Options as follows:
Fix setting: (Example: Potentiometer set on 60% for stbd engine, in this case the
load is equal for both engines up to 60%, above 60% the stbd engine load
remains the same and the added load will be carried by the port engine only.
This mode is suitable for running in overhauled engines.
• Proportional setting: In this mode both engines are sharing the load in the set
proportion over the whole load range.
• The load set potentiometer is always connected to the ID1 unit, default Port
engine.
1.5.5 Loading – unloading.

As soon the second engine is detected as clutched-in, the program ramp for loading
is activated. This status can be indicated by one of the DO. (Ramp indication)
1.5.5.1 Loading on time.

The loading time has 2 curves each with 4 breakpoints.
The normal and bypass curves are acting the same.
The minimum load breakpoint at t=0, have to be set between 10 and 20 % engine
nd
power, to avoid back gearbox forces. (Engine driven by 2 engine)
th
The 4 breakpoint is only for detecting the maximum time; the 100% load point is
fixed.
When the load between the two engines is equal (any load between Idle and 100%)
the loading process is stopped and normal master/slave operation is obtained.
1.5.5.2 Un-loading.
Un-loading is activated via a digital input, When the signal is removed the unloading
reverts to loading. By activating another digital input, the bypass function is
activated.
The engine remains at the lowest adjusted load until the engine is clutched out or un-
loading is cancelled..
1.5.5.3 Bypass
By activating a digital input, the bypass function is activated. The following
parameters are then altered:
• Loading up time
• Unloading time
• Speed ramp
• Torque limit
• Smoke limit
1.5.6 Order declutch.

At order Unload to the governor, the corresponding engine is unloaded.
When the Unload program is ended a digital output “declutch” becomes active.
This signal is normally connected to the “clutch logic’s” that gives finally the decluch
order.
If the pith is not reduced manually when one engine is unloaded, the remaining
engine takes excessive load. The analogue output Available Load on the governor
can be connected to the pitch control system with the purpose to reduce the pitch.
In cases of emergency declutch, the remaining engine can be heavily overloaded!

1.5.7 Alarms for twin engine application.

systems. Listed are only the added alarms when the “twin engine application” is
selected.
as follows:
[Blank] = No alarm
Text in DEGO III Text in Display Caused by DO Output

Aid
Speed difference Speed difference Different engine speeds Critical
when both clutches to the
gear box are engaged.
Communication Communication The inter-communication Non
failure failure is lost. Crit
Load balance pot Load balance pot The load balance pot or Non
out of range out of range the connections are Crit
interrupted or shorted
1.5.8 Disposition of terminals, “BASIC” Dual Engine Propulsion (ASAC X00)


5 Tacho ch.2 PI 2 5 DI 16
6 Supply 0V 6 Master select DI 15 ** <DI sel>
7 Supply Un/60mA 7 Unload order DI 14
8 Tacho ch.3 PI 3 8 Bypass limit DI 13
9 Supply 0V 9 Load limit DO 0 **
10 Supply Un/60mA 10 Master indication DO 1 **
11 Tacho ch.4 PI 4 11 Ramp indication DO 2 **
12 Supply 0V 12 Unload complete DO 3 **
X5 1 Load balance **** AI 2 ** <AI2 dc> X6 1 + 24 V out Un/60mA
Process 2 AI 3 ** <AI3 dc> Generator 2 Speed droop DI 12
3 AI 4 ** <AI4 dc> 3 Earth fault DI 11 ** <DI sel>
<AI sel>
4 0V 4 DI 10
5 Un/60mA 5 DI 9
6 DI 7 6 DI 8
7 Supply Un/60mA 7 DI 6
8 Clutch position DI 5 8 AI6b * <AI6b CI>
9 Un/60mA 9 Fuel feedback AO 4 **
10 DI 4 10 Speed feedback AO 3 **
<AI sel>
X7 1 Supply 60mA Un/10V <A2 P24> X8 1 Un/10V <A1 P24>
Actuator 2 2 Act. 2 pos. AI 7 <A2 PCI> Actuator 1 2 AI 1 ** <A1 PCI>
3 Supply transm. 0V 3 0V
4 4
5 Brake activation 2 <J1:1-6> 5 <J2:1-6>
6 0V 6
7 Increase 2 7
8 Decrease 2 8
9 Tacho –2 9
10 Tacho +2 10
11 11
12 12

*** Un = 18-32 Vdc
**** Connedted to the ID #1 governor only


1.6 Generator Application.

All single engine settings are also valid for the generator mode.
The commissioning tool selects the generator application. (DEGO AID)

Used I/O has to be selected from the commissioning aid, see chapter 2.
Up to 7 generators can be controlled with the feedforward system implemented.

This restriction is mainly from the inter communication. (RS 485 / COM 2)
For Basic speeddroop there is no communication needed and is UN limited
Note: Normally the torque or smoke limits are not applied in the generator set-up,
and set to limit the maximum allowed fuel. If needed they can be adjusted and will
work accordingly.
1.6.1 Droop operation.
ABB will call the droopmode also basic droopmode, this due to the fact that also
droopmode with electrical power measurement exists. This power measurement is
used as a feedforward signal and improves the response.
In basic droop operation the speed setting will decrease with the load of the engine.
Basic speeddroop is without the electrical load measurement as regulating signal.
For basic speeddroop there is no communication between the governor units
needed.
The amount of droop can be adjusted. Typical 4% is sufficient.
Droop mode will be automatically activated in case of a malfunction of the serial
communication (com2) between the units.
1.6.1.1 Droop operation with feedforward.

In cases the power measurement is active, the droop will be compensated, and the
unit acts like isochronous.
The load balance in droop mode is adjusted with the speedsetting for each engine
respectively. Speed Droop can also be ordered from an external input.
1.6.2 Isochronous operation.
Isochronous Mode is only possible when the generator electrical power
measurement exists (voltage / current).
In Isochronous Mode the speed will always follow the speed setpoint.
The power measurement acts directly on the fuel setpoint as a feed forward. This
regulation method gives a very quick responding. Since the power measuring system
is matched to the fuel servo, the PID part is acting only for small error compensation
in speed and load errors.
Isochronous operation is only possible when the serial communication between the
units is working. If the communication is interrupted, either partly or as a whole, the
affected units are set in (Basic) Droop Mode.
When there is a need to run parallel with non-ABB DEGO III governors, isochronous
mode is normally not suitable. Droop Mode is to prefer instead.
1.6.3 Load control operation

Load Control mode can be chosen when the following conditions are fulfilled:
♦ Voltage measurement within range
♦ Current measurement within range
♦ At least one other engine is set in Isochronous Mode, or the unit is connected
to a strong (municipal) grid is true.
The load (power) setpoint is normally given externally.

All alterations in the load (set-point changes) are following the same ramp curves as
at Loading and Unloading (see below).
In cases there is a difference between the loadset point and the actual average load
at the time the load control is switched on, a ramp will smoothly transfer the load to
the required loadset point.
The same for canceling the loadcontrol order, after the loadcontrol order is switched
off, the governor stays internally in loadcontrol until the load reaches the same level
as the average load line. Ones this is reached, loadcontrol will be canceled.
In Load Control mode, the speed controller is disabled.

The fuel is directly brought to the position that corresponds to the set electric power.
System errors are compensated up to 10% by a PI controller comparing set- and
measured electric power.
The average load is constantly monitored. In case there is a risk for either overload,
or reverse power. The load setpoint(s) for the units(s) in load control is (are)
automatically modified in such a way, that a critical situation is avoided.
1.6.3.1 Loading.
As soon the generator breaker is closed, the generator will ramp up to the average
load of the other connected generator(s). As soon as the average load is reached the
generator switches over to the required mode. For this automatic loading, the
generator voltage and current measurement is needed. Two ramp curves are
available. The second curve is valid when the Bypass input is activated.
When the electrical power measurement breaks down, the system can not made any
corrections anymore and the error can grow to 10%.
1.6.3.2 Unloading.
An unload request is usually ordered from the corresponding external input.
2 ramp curves are available. The second ramp is normally set to a short time-base to
unload the engine quickly when Bypass is ordered.
Unloading persists until the minimum load according to the curve is reached, typical
10%
The minimum load is maintained until either the MSB is tripped, or the unload order
is cancelled. In this later case, loading according to the corresponding curve is
resumed.
1.6.4 Communication between the governors.

Provided the COM 2 serial communication ports are inter-connected, all governor
received next information:
♦ CB indication.
♦ Control mode.
♦ Electrical measured load.
♦ Critical errors.
♦ No of units connected.
The ring connection will be made, in this case a single wire interruption will not lead
to an interruption. The maximum length for this bus is 200 meter. (d >0.6 mm²)
Whenever this line is longer a minimum wire diameter of 1.0 mm² should be used.
To enable the communication, all units must be given a unique identification number
(1-7). This is made on switch S1, at the right upper corner of the process board.
1.6.5 DEGO III Aid communication to the connected governors.

Provided the COM 1 serial communication ports are inter-connected, the
Commissioning Aid can access all units from one and the same port.
The inter-connection between the governors shall be RS 485. The connection to the
PC can be either to the RS 485 loop or to the RS 232 port on one of the governors.
Cables connected to the RS 485 gate should fulfill the rules as listed above.
1.6.6 Speedsetting.
The speedsetting can be either inc/dec or analogue (V or mA).
When the DI is not activated assigned or left open, analogue speedsetting is active.
For inc/dec speed setting the rate of change can be adjusted in the commissioning
aid, a bypass time ramp can be switched on by a DI.
In case of analogue speedsetting failure, automatically the inc/dec speedsetting gets
active.
The speedsetting used for isochronous running can be optional fixed, in this case the
analogue input will be ignored and the speedsetting can not be changed. This is
useful for generator version.
The I/D speedsetting can be optional selected to be true as long the CB isn’t
engaged. Many times synchronization is done by inc/dec signals.
When the CB gets engaged, the system switch over to analogue speedsetting or
fixed speed as long the external I/D order isn’t given.
The minimum speed for I/D mode is normally given by the Start program’s start
speed. Optional (most used) can be chosen for the Low limit value as be given for
the calibration of signals. (I.e. 3V = 50 Rpm, this 50 Rpm is now the lowest limit that
can be reached by I/D signals)
1.6.7 Alarms for generator application.

systems. Listed are only the added alarms when the “generator application” is
selected.
as follows:
[Blank] = No alarm
Text in DEGO III Aid Text in Display Caused by DO Output
27 Pow Meas Err 27 Pow Meas Err Power measurement error Non Critical
Gen. volt or current interrupt
14 Inter Comm. failure 14 Inter comm failure The inter-communication is lost. Non Critical
RS485 / com 2
15 CB wire break 15 CB wire break Fuel / electric power not Non Critical
corresponding together.
29 AnLdSet Oor 29 AnLdSet Oor The load setting potentiometer Non Critical
or the connections are
interrupted or shorted.
1.6.8 Example of disposition of terminals in generator mode.


Speed 2 Tacho ch.1 PI 1 Propulsion 2 Stop order DI 19
Pick-up’s 3 Supply 0V 3 Reset order DI 18
4 Supply Un/60mA 4 Ramp hold DI 17
5 Tacho ch.2 PI 2 5 Idle order DI 16
6 Supply 0V 6 Unload off order DI 15 ** <DI sel>
7 Supply Un/60mA 7 Unload on order DI 14
8 Tacho ch.3 (spare) PI 3 8 Bypass limit DI 13
9 Supply 0V 9 Load limit ind. DO 0 **
10 Supply Un/60mA 10 Unload ind. DO 1 **
11 Tacho ch.4 (spare) PI 4 11 Load ctrl ind. DO 2 **
12 Supply 0V 12 Load ramp ind. DO 3 **
X5 1 Gen voltage AI 2 ** <AI2 dc> X6 1 Supply Un/60mA
Process 2 Gen current AI 3 ** <AI3 dc> Generator 2 Speed droop order DI 12
3 Busbar voltage AI 4 ** <AI4 dc> 3 Earth fault DI 11 ** <DI sel>
(Option) <AI sel>
4 Supply 0V 0V 4 Load control order DI 10
5 Supply Un/60mA 5 Increase load set DI 9
6 Circuit breaker DI 7 6 Decrease load set DI 8
7 Supply Un/60mA 7 Load control fix DI 6
8 Clutch pos (spare) DI 5 8 Load setting (not used) AI6b * <AI6b CI>
9 Supply Un/60mA 9 Load set out AO 5 **
10 Grid/Tie breaker DI 4 10 Fuel value (spare) AO 4 **
(spare)
(spare) <AI sel>
X7 1 Supply 60mA Un/10V <A2 P24> X8 1 Supply 60mA Un/10V <A1 P24>
Actuator 2 2 Act. 2 pos. AI 7 <A2 PCI> Actuator 1 2 Act. 1 pos. AI 1 ** <A1 PCI>
3 Supply transm. 0V 3 Supply transm. 0V
4 PWM output 2 4 PWM output 1
5 Brake activation 2 <J1:1-6> 5 Brake activation 1 <J2:1-6>
6 0V 6 0V
7 Increase 2 7 Increase 1
8 Decrease 2 8 Decrease 1
9 Tacho -2 9 Tacho –1
10 Tacho +2 10 Tacho +1
11 Limit +2 11 Limit +1
12 Limit –2 12 Limit –1
* The input can be programmed to replace input X2:2 at confirmed load control.
*** Un = 18-32 Vdc
Legend: DI=Digital input PI=Pulse input AI=Analog input

DO=Digital ouput AO=Analog ouput

1.7 QHFQ 550 series. (custom made)

The 550 series are custom made mainly for diesel electrical propulsion plants, which
operate with a minimum of PMS activity.
The governor status / behavior should not change when the PMS faults.
The series goes from QHFQ 550 to QHFQ 555. The difference is the used actuator
driver.
1.7.1 Differences QHFQ 100 - QHFQ 550 series:

A special designed interface board is fitted in the QHFQ 550 series.
In order to accommodate this and the extra cabling involved, the governor cubicle is
bigger than the standard unit
The following additional features are provided with the QHFQ 55X unit.
♦ Extra terminals for external use. (doubling to avoid 2 wires in 1 terminal)
♦ Better filtering for the generator voltage / current and the busbar voltage.
Strong harmonics due the electrical propulsion motors.
These filters can be switched on/off and are default adjusted for 50/60 Hz, to
be selected by jumpers,
♦ Relays for memory the latest state in load control.
At lost of PMS, the latest control state maintain.
♦ Fixed I/O arrangement.
As this is a standard concept, the functions are always the same.
All description as find under “Generator Application” is valid.
1.7.2 QHFQ 552.

The QHFQ 552 unit is the replacement for the older QHFD 552A, and uses the
ASAC 70 driver.
The QHFQ 552 unit.
1.7.3 Interface to Power Management System
In case all commands from a superior control system goes to zero (microprocessor
stall), the governor cluster will remain running as per last order.
This means:
• The unit runs, unless externally given, in isochronous mode.
• As long the CB is open the speedsetting follows the I/D orders. At start of
cancellation of idle speed, the I/D mode gets active after the nominal speed
is reached. (iso speed)
• Isochronous running mode is default when no external orders are given.
• The speed setting in isochronous mode is generated internally in the
governor. ( fixed by the program or by internal analogue supply)
• The unload function is memory backed-up. Puls signals unload on and
unload off are used.
• Idle speed at digital 1-signal. This signal is not required from the superior
control. Blocked when the circuit breaker is closed.
• Load control mode by digital 1-order.
• The loadsetpoint can be analogue or by I/D signals.
• I/D loadsetppoint mode by digital 1-order, else analogue loadsetpoint.
• Automatically tracking to avoid “reverse power” or “overload trip”. The load
set point is override internally in cases the isochronous generator(s) are
running to low or too high in load. Tracking values programmable.
• The speed droop mode can be activated at the emergency control.
• Speedsetting in speed droop mode is by increase/decrease orders
The cyclo converter Propulsion Drive causes strong harmonics on the ship’s grid. In
order to enable correct voltage and current measurement, are filters for suppressing
of distortion in the measuring signals provided.
On the interfaceboard is standard a dubble pole filter, this filter needs to be trimmed /
jumpered for 50/60Hz.
1.7.4 Extra hardware.
In order to obtain the additional functionality required for the Diesel Electric
Propulsion application, a special interface board is designed.
This board (QHFQ 220) has special 2 pole filters for the measuring circuits of the
busbar voltage as well as for the generator voltage and current.
Jumpers and trimmers are applied to select 50 or 60 Hz as nominal frequency.
Relays are added as a memory for the last status of the loading on/off order.
The terminal numbering is made the same as for the QHFD 552A units.
Note1, the busbar voltage isn’t used in the system yet.

1.8 Options / options reference list
The following options are foreseen:
1. Synchronised Fuel Pump Control at very low speed (MAN/B&W)

2. Control of VIT system. (WNSD engines)
3. Control of cylinder lubrication (WNSD Engines)
4. Dual fuel control. (MAN/B&W)
5. Multi-Channel Tacho function
6. I/D low limit = AI low point else start program speed.
7. Shaft generator control. (Not implemented yet)
8. Critical RPM blocking and alarm.
9. Torque limit
10. Misfiring detection.
20. Load / Unload program for twin engine application.

21. External limiter.
22. Load balance proportional
23. Engine synchronising, twin-engine propulsion.
40. Load balance fixed

41. Frequency 60Hz (not checked = 50Hz)
42. If (AI=98-102% Nom speed) , then speedset = Nominal speed.
43. CB wire interrupt alarm.
44. Gen power measurement error, load/fuel deviation alarm
45. Analogue average load.
46. Speed set = I/D when CB not closed
47. Analogue speed set fix to nominal speed in iso.
48. Multiple grid operation.
49. Generator synchronising.
50. Load-on / load-off function.
51. Generator pole matching.
Option 48 isn’t listed in the Option window, it will be found in the generator
configuration window.
In this case the CB can be

connected to either side of the
busbar. (Loadsharing inform)
There is a second DI available

for the CB connection on the B-side
Up to seven generators can be

connected this way.
In this concept only 1 Tie breaker

can be connected.
Not all options are free of charge, some options have to be purchased. Ones the
option is ordered, a unique number will be supplied by ABB to release this optional
function. If 3 options are ordered, 3 passwords are given.
The (QHFQ 210) identity serial number of the microprocessor board is needed to
order the options.
The option can be selected from the System Configuration box. To activate one of
these functions, you need to give the corresponding password number.
Reference list, check here if the option is working for your application.
Single engine Twin engine Generator Free option. Included in option module
1 Y N QSOFT OPT2
2 Y N QSOFT OPT3
3 Y N QSOFT OPT4
4 Y Y Y N QSOFT OPT6
5 Y Y Y N QSOFT OPT5
6 Y Y Y Y
7 Y Y N Not available yet
8 Y Y N QSOFT OPT1
9 Y Y Y
10 Y Y N Not available yet
20 Y Y N QSOFT OPT7
21 Y Y Y Y
22 Y Y
23 Y N QSOFT OPT8
40 Y Y
41 Y Y Y Y
42 Y Y Y Y
43 Y Y
44 Y Y
45 Y Y
46 Y Y
47 Y Y
48 Y N QSOFT OPT9
49 Y N Not available yet
50 Y N QSOFT OPT7
51 Y N Not available yet
1.8.1 Synchronised Fuel Pump Control At Very Low Speed

This software module was tested on MAN/B&W engines at the testbed only.
At low speed the engine runs irregular, and a missing firing is stopping the engine.
The regulation principle is based on fixed fuel and regulation fuel on every other
cylinder. This was giving a good response and a lower speed was even possible.
Note: this option needs to be fine-tuned at trials.
Note: top dead centre pick-ups need to be implemented.
1.8.2 Control Of VIT System.

Will follow the DENNIS 6 rules for WNSD engines.
1.8.3 Control Of Cylinder Lubrication.
1.8.3.1 Introduction.
To reduce pollution and saving lubrication oil, engine designers have reduced the
cylinder lubrication. In steady state condition, the cylinder lubrication is sufficient.
However during acceleration and other load variations a specified amount of cylinder
lubrication oil is added in order to avoid extra wear.
1.8.3.2 Input / Output.

The input is the fuel feedback signal, this signal is standard available in the governor
system and needs no other input.
The digital terminal output can be selected by the aid. Typical 24V / 60mA
1.8.3.3 Function.
There are 3 low pass filters of the first order to detect the need of switching on the
output. When the level of the 3rd filer exceeds the limit, the output becomes active.
The output stays active for at least the adjusted time.
The value of the filters can easily be monitored by the built- in recorder.
1.8.4 Dual Fuel Control.
1.8.4.1 Introduction
The engine builder specifies the dual fuel function and adaptation of the software
may be necessary.
The DEGO III has as standard the possibility to install a second (GAS / VIT) actuator
driver. This driver can control either one of the ABB actuators from 70 to 400 NM or
any other DC PM-motor servo with the corresponding data.
In case there will be no motorised servo fitted, a 4-20mA output signal is available to
control the customer’s gas control PLC, or any other separate actuator control
equipment.
1.8.4.2 MV “Navion Viking”
In case of the M/V Navion Viking, the DEGO III only gives a fuel setpoint to a
sophisticated gas control unit.
This setpoint is the PID regulator output, after the Torque and Smoke limits.
Fuel needed = limited fuel oil + regulated gas fuel.
The fuel oil is limited to a minimum level (≈6%) to avoid misfiring, all other fuel
needed to accelerate or maintain the speed will be given by the gas actuator.
1.8.4.3 Input / Output
The DEGO III has a 4-20mA output to control the gas actuator PLC system. Which
one of the three outputs that shall have this function is selected from the AO
selection box in a window in the DEGO III Commissioning Aid. A password is needed
to do this.
The analogue Fuel limit input can also be selected from the AI configuration box. The
scaling can be selected freely, but it is logical to set 100% = 16.8mA.
The fuel oil can be limited with a 4-20mA input signal to a programmed minimum
level. Wire break will be detected and generate an alarm.
4-20mA 4-20mA=100%-0%
PILOT
FUEL
CONTROL
LIMIT POSITION SERVO
SPEED SETTING
P-GAIN POWER AMPLIFIER
ZONE
P-GAIN
M P-GAIN
RAMP I
D-GAIN POWER
FUNCTION N
+ STAGE
- D-GAIN
I-GAIN
I-GAIN
I/D CURRENT
MODE TRACKING CONTROL
SLOW ADAPTATION
MODE
MAX FUEL
LIMITS
MANUAL
TORQUE SMOKE ACTUATOR
SPEED
SUMMA
SPEED MEASURING FUNCTION
+
ACTIVATIO ACTUATOR
N
WEIGHTIN SPEED
G MANUAL BRAKE
<6%
>1 POS
FILTE FILTE FILTE FILTE
R R R R MONITOR
INTERNAL
FREQUENCY FREQUENCY FREQUENCY FREQUENCY FAILURE ALARM
CONVERTER CONVERTER CONVERTER CONVERTER T
FREQUENCY FREQUENCY FREQUENCY FREQUENCY

DIVISION DIVISION DIVISION DIVISION
M
To MAN/B&W
INC. MANUAL MBD Complex Controller
PRESS. 4-20mA = 0-100% Fuelset
PULSE TRANSM.
PICKUPS DEC.
1.8.5 Multi-Channel Tacho (MCT) Function
A diesel engine plant including flexible couplings is liable to resonance problems. If a
severe resonance appears within the normal speed range, the corresponding speed
is defined as critical speed. Running at this speed must be avoided and the speed
setting is normally not possible to set within this area.
If the system has a low resonance frequency (about 2-3 Hz) the governor tries to
compensate for the speed variation, however the frequency is too high and instability
will be the result.
It may even happen that the governor amplifies the amplitude of the resonance and
makes the control almost impossible.
1.8.5.2 MCT arrangement
The DEGO III governor has 4 speed measuring channels for frequency pickups. The
speed signals shall be picked up the main masses of the plant. The MVT function will
sum the individually scaled signals.
Since masses located on each sides of an elastic part (e.g. an elastic coupling) in the
shafting system are in anti-phase, a summation of the speed signals will create a
smooth speed signal. The influence of each signal can be adjusted
individually.
1.8.5.3 Clutches
It is essential that the involved masses are included in the active system. If a mass
can be clutched out, the signal from that mass shall be contributing only when the
clutch is closed. A position switch connected to a digital input in the governor
arranges this condition. The position switch is often a pressure switch in the clutch,
and the switching level must be adjusted to indicate a safe connection of the mass to
the system. There are two digital inputs specially assigned for this purpose.
1.8.5.4 Parallel running
At parallel running, the system consists of two engines with one MVT function in
each governor. According to the Master-Slave concept, only the master is controlling
the plant. However, the speed signals for each side are measured only in the
corresponding governor. To include all signals into one measured mean value, the
interconnection via the bus is utilised.
1.8.5.5 Monitoring of the speed signals
In case of a failure of a speed pick-up, a speed deviation is registered. If the

deviation is more than a selected level e.g. 10%, from the mean value, this signal is
excluded from the calculation and alarm is given. As the MVT function is then not
correct, some gain is reduced of the control to ensure stable running with reduced
performance.
1.8.5.6 Monitoring of the coupling
At resonance across a flexible coupling, the stress of the coupling will be

considerably increased. As this is a dynamic stress, there will be power losses in the
rubber heating up the coupling. This situation may cause destruction of the coupling.
The MCT function includes a monitoring function of the coupling. By using two
channels to measure the momentary speed deviation across the coupling, the
dynamic torsion is calculated and thus a value of the stress is obtained. This value is
compared to a pre-set alarm limit to initiate an alarm.
Normally one of these pickups is included in the speed measuring system and the
other is used only for this monitoring function.
1.8.6 I/D low limit = AI low point else start program speed.
In case the increase / decrease signals will be used to control the speed, there will
be a selected minimum speed. This can be :
a) the low limit as used for scaling the analogue speedset input.
In the example the minimum speed will be 25 Rpm.

b) The value for speed as used or the start fuel cut off, listed in the Dynamic
System Configuration indow. This means that the minimum speed can be higher
when bypass is given, to avoid a sudden stop due to a critical low speed running.
In the example the minimum speed is 43 Rpm without bypass and 50 Rpm with
bypass.
1.8.7 Shaft Generator Control
Will be implemented on customer’s request.
1.8.8 Critical RPM Blocking And Alarm
This function prevents the engine from running in a critical speed range that can give
damage to the engine or plant. Only one critical speed range can be adjusted.
The critical speed range can be made active over the complete speed range.
1.8.8.2 Input
The input is the speedset signal, both increase / decrease (digital speedset) and the
analogue speedset are valid for this function.
1.8.8.3 Function
The internal speedset signal will be stopped on the border of the critical speed range
when the external speedset is set inside the critical speed range. The speedset (and
speed) remains on the border until the speedset is moved passed the critical speed
range. The internal speed ramp (normal ramp time) will then pass over the critical
area fast.
An alarm is generated when the speed stays more than 30 seconds within the critical
area. This alarm is also active when sailing in manual mode.
1.8.9 Torque limit.

This limit can be selected when the application isn’t generator.
Up to 6 adjustable knee-points can be used to limit the fuel in respect to the rpm.
1.8.10 Misfiring Detection

Although the DEGO III is controlling on a mean speed value of the whole plant, this
does not mean that everything is smooth and safe. Considerable torsion vibrations
can be present at parts of the plant, without any notable signs.
As the engine speed is measured very fast, irregularities within the revolution can be
detected. Especially at periodical disturbances, as for example misfiring, the
amplitude of the vibration at certain conditions could be dangerous.
An alarm can be initiated at too high irregularities.

Note : This option is not available yet.
1.8.11 Load / Unload program for twin engine application.

At clutching in a second engine, heating up time for the engine is requested.
The same for a un-load (DI) command, the engine starts to unload following the free
programmable curve. Ones the unload position is reached a DO gets active and can
be used in the clutch logic’s to give the de-clutch order.
Free programmable bypass curves (DI) are available in both directions to increase
the time. When this option isn’t used the engine will directly starting the loadsharing
as soon the clutch is engaged.
1.8.12 External limiter.

An analogue input is used as a chief limiter. The maximum fuel that can be added to
the engine is limited by this setting. A DO will be active when this limit is active.
1.8.13 Load balance proportional
At a twin engine application, the load sharing need to be tuned true the times, there
can also be a need for un-equal load sharing due engine performance.
The use of this AI gives the possibility to share the load in proportion to the other
engine. (I.e. Port engine is loaded with 85% compared to SB engine, at all times)
1.8.14 Engine synchronising, twin-engine application.

Clutching in the second engine at a certain phase angle can lead to less vibration.
The cylinder balancing can be adjusted between 0-360°. A top centre speedsensor is
needed.
1.8.15 Load balance fixed.

Normally used for generator application. This load control mode gives a steady load
to the engine. A tracking system can overrule this setpoint when the load on the
other iso running engine gets out of the limits. ( 10<Average load<90)
The loadsetpoint can be given analogue (AI) or in case the I/D mode is valid (DI) by
external increase / decrease orders.
1.8.16 Frequency 60Hz (not checked = 50Hz)
Only for internal filtering of the generator / busbar AC signals.
1.8.17 If (AI=98-102%), then speedset = nominal speed.

This gives a window around the nominal speed in case that an analogue input is
used as a speed reference. (I.e. 10V±0.2V gives nominal speed)
This compensates the voltage variations as can be found on the 0Volt line when this
0-Volt is also used for lamps etc.
1.8.18 CB wire interrupt alarm
At detection of CB input interrupt the governor change status to speeddroop, the
speeddroop is internally fixed to carry around the 50% load. This unit will act now as
a unit in loadcontrol, and the load remains the same, the other healthy engines are
taking care of the load variations.
A non-critical alarm is given, as long the CB signal is missing.
Load-on and load-off functions are disabled.
The engine can only be unloaded in speeddroop, due to the fact that the unit is
already in speeddroop mode only decrease orders need to be given.
In case the CB contact is seen again and reset is given, the governor changes status
to isochronous again.
1.8.19 Generator power measurement error, load/fuel deviation alarm.
As soon the fuel / electrical load measurement is wrong (fuel > 30% and P>10%) the
governor will detect this as an interruption of the generator Voltage / current signal.
The status will be changed from isochronous into loadcontrol. The average load from
the other engines will be used as the load control setpoint.
The load-on and load-off function is still working and can be used to un-load the
engine. A non-critical alarm is generated.
1.8.20 Analogue average load.

In case the plant is giving real current oscillations between the generators, as can be
seen by electric propulsion plants, the serial communication can be to slow for a
correct calculation of the average load value.
In case the active currents are pending between the generators, the summations of
these currents are always zeroing. The governors can only be stable when the
average load line represents the real active load to the consumers. Active current
variations between the generators need to be ignored. This solution gives a 15 *
quicker calculation of the average load line.
1.8.21 Speedset = I/D when CB is not closed.

It is common for generator applications that the signals for synchronising are
increase / decrease instead of analogue. With this option the order I/D mode (DI)
isn’t needed.
1.8.22 Analogue speed set fixed to nominal speed in isochronous.

In generator applications the nominal frequency will be running, normally in the
analogue speedset mode. This means a fixed speedset, with this option the speed in
isochronous can not be changed anymore, can be override by the I/D order and
speeddroop order.
1.8.23 Multiple grid operation
In case there is a Tie-breaker, the average load information as well the load control
condition have to separate, as long the Tie is open. Also it is possible to configure
CB that can be connected on both side of the busbar. (Fork configuration)
1.8.24 Generator synchronisation.

This module is not ready yet.
After a DI command “synchronising” the governor adjust the speed to match the
busbar frequency. Ones the phase angle is within limits a DO order is given.
This DO is given to the CB logic’s that closes the CB.
Permitting conditions:
1) Gen voltage within limits
2) Busbar voltage within limits
3) Frequency busbar = freq generator.
4) Phase angle <> x°
5) No critical alarms
1.8.25 Load-on / Load-off function.
Only 2 DI are needed for this function. Ones the order Load-off is given the DG sets
start to un-load. It remains on the un-load value until the CB is dis-engaged or the
order unload-off is given.
In case the order unload-off is given the engine start to pick up the load again.
Unload-on and unload-off have there own programmable time ramps, including
bypass ramps. The unloaded value is typical the idle fuel value + 10%.
1.8.26 Generator pole matching.
At firing of the cylinders there will be always a speed increase. This ripple can be
larger at firing of the cylinder closest to the generator. This due the flexibility of the
crankshaft. In case 2 or more engines are running with the same crankshaft angle
this ripple will be amplitude and can be seen clearly.
To avoid this, the generator should be locked for this position.
This is possible for more then 2-pole machines.

3bnm005401 D101 Presentation

Загружено:

Сведения о документе

Авторское право

Поделиться этим документом

Поделиться или встроить документ

Параметры публикации

Этот документ был вам полезен?

Это неприемлемый материал?

Авторское право:

3bnm005401 D101 Presentation

Загружено:

Авторское право:

ABB MARINE ROTTERDAM.

Title : User's Manual. Document no.: 3BNM005401D101 Sheet : 1

1.6.2 Isochronous operation. ...................................................................................48

Prepared: Arne Löfgren

Rev: Date: Reason: Par:

1.1 Main Features Of DEGO III

The most relevant features are the following:

• The inter processor communication uses a generic multi-cast port-based

• An LED display is included for presentation of mode of operation and alarm.

• The user interface consists of a menu-based, graphical program running under

1.2 Basic Functions Of DEGO III

The system supply is 24 VDC, isolated from ground.

The communication protocol is purpose-made. For communication with a superior

The following functions are available:

• Step-by-step commissioning procedure

• Step-by-step fault detection procedure

The power supply for the governor control electronics is 24 VDC.

RCOM OR SCP SCP = SINGLE COMMUNICATION PROTOCOL

GATEWAY 230 Vac

Fig. 1 Typical DEGO III installation

1.2.6 Hardware Design

The governor control unit is enclosed in a steel cabinet with dimensions

The cabinet design isolates against electromagnetic interference. When the

Power amp. Actuator

Processor board Terminal

Fig. 2 Arrangement of the circuit boards

The box is designed to accommodate an additional power amplifier (2 DC amplifiers

Choke in the motor line

Alarm reset button

RS 232 comm. port Knock-out holes for cable glands

Fig. 3 Interior of the QHFQ 100 series governor (for 2 actuators)

1.2.6.1 I/O Configuration

Actuator 2 current AI0

Fig. 4 Disposition of analog I/O

I/O with fixed functionality is shown in bold.

I/O being software defined is shown in italic.

Note: Actuator 2 is the standard operated actuator, actuator 1 is the option.

Function Function Signal sel. Value Terminal

** When single engine is

*** When Multi engine

Function Output Terminal

1. Speed / loadset ramp value

Manual state is activated by a software controlled DO, an external DI or by internally

Function Funtion Active Terminal

Function Active Terminal

DO0 SW selectable (*) +24 V X4:9

1.2.7 Disposition Of The LEDs

RxD EXTERNAL FAILURE

Transmit Data I/O polling address

Fig. 5 LEDs on the processor board.

Fig. 6 LEDs on the terminal board.

1.2.8 Disposition Of The Program Jumpers

Fig. 7 Disposition of program jumpers on the processor board

Table 1: CPU board jumpers

Jumper Function when inserted Function when removed

Jumper Function when inserted Frequency range selected

Following, the terminal board jumpers and potentiometers.

Fig. 8 Disposition of program jumpers and pot.meters on the terminal board

Table 2 Terminal board jumpers

Jumper Function when inserted Function when removed

Default settings Generator:

Default settings Dual Fuel Appl:

Ind / HW version V 1.4 V 1.5/ 1.6/1.7

1.2.9 Terminal Layout

RS232 COM1 COM2

Fig. 9 Terminals on the boards - layout

1.2.10 Disposition of terminals - General configuration