=

=
=
=
=

Valve M329 Cus 231 • 01/07

=
General Instructions This Customer Information advises you about the M329 valve built into the
pneumatic control system. The M329 valve is used for the following functions
in the MAN Diesel pneumatic system:=

M329/1 starting valve

M329/2 emergency stop valve
M329/3 slow turn valve

To achieve this multiple functionality there are pin adjustments on the valve
which can be configured for the different functions. These adjustments can
be made after the back cover is removed (figure 2). Since the switching
philosophy for the emergency stop function is “normally open” for ship
engines and “normally closed” for stationary engines, more adjustment
positions than for the functions listed above are required. The adjustment
indexes listed below therefore differ from the above-mentioned application
indexes shown in the pneumatic plan (figure 1).

M329 1 starting valve

M329 3 emergency stop valve, marine applications
M329 4 emergency stop valve, stationary applications
M329 5 slow turn valve

MAN Diesel SE• 86224 Augsburg • Germany

Tel. +49 821 322-1075 • Fax +49 821 322-3838 • E-Mail: [email protected]= 1-5
Diesel Customer Information CUS 231 • 01/07

=
=

Application index /3 Slow turn

Adjustment index 5 Slow turn

=
Figure 1: Extract from the pneumatic scheme showing the slow turn valve
=

Background There were uncertainties in the use of spare parts for the different
applications. In the previous catalogues, the valve could be ordered using
the part number 125.98.329 and the comment "valve M329". Previously, the
standard adjustment for the M329 valve upon delivery was the adjustment as
the M329/1 starting valve. For this purpose, the bores D and A are closed
using pins as shown in the drawings below (figure 3).

Adjustments can be
made after the cover
has been removed.

=
Figure 2: Valve with cover
=

MAN Diesel SE• 86224 Augsburg • Germany

Tel. +49 821 322-1075 • Fax +49 821 322-3838 • E-Mail: [email protected]= 2-5
Diesel Customer Information CUS 231 • 01/07

=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
Figure 3: Functions possible by adjusting pins (view with cover removed) =
=

Measures To remove all uncertainty, there are now new catalogue pages. These are
included here for 32/40 engines and jointly for 40/54, 48/60 and 58/64 engines.
In the new catalogue, there is a unique number for each version of the M329
valve. The valves are now delivered preset to the application which was ordered.

125.98.3291 starting valve

125.98.3293 emergency stop valve, marine applications
125.98.3294 emergency stop valve, stationary applications
125.98.3295 slow turn valve

In addition, a tablet (figure 4) with the adjustment instructions will be delivered

with each newly ordered valve.

MAN Diesel SE• 86224 Augsburg • Germany

Tel. +49 821 322-1075 • Fax +49 821 322-3838 • E-Mail: [email protected]= 3-5
Diesel Customer Information CUS 231 • 01/07

=
Figure 4: Plate delivered with the valves=
=

Supplementary Instructions When installing the valve, please make sure that the valve adjustments are
consistent with the intended application and double check the required
adjustments.

After the valve has been installed, a functional check is also necessary to
check the valve adjustments as well as the functionality. Especially when the
valve is to function as an emergency stop valve, it is recommended that the
functionality be checked according to the subsequent detailed test
instructions (page 1 - 3 for ship, page 4 - 6 for stationary).

MAN Diesel SE• 86224 Augsburg • Germany

Tel. +49 821 322-1075 • Fax +49 821 322-3838 • E-Mail: [email protected]= 4-5
Diesel Customer Information CUS 231 • 01/07

Because it is a safety relevant device, the emergency stop valve must be

checked at regular intervals in accordance with the maintenance plan, and
after all disassembly or assembly work.

The following continues to hold for ship engines:

Should there be a replacement valve on-site that was ordered from the old
catalogue pages and it was therefore delivered as an M329/1 starting valve,
please note the following:

In the case where this valve is to be used as an emergency stop valve, the
installation of the emergency stop button is to be remounted from the old
valve onto the new valve. In the case of an emergency stop valve for ship
engines, manual activation is used as a bi-functional switch using an
interlock. If an emergency stop is pushed, this keeps the pneumatic
emergency stop signal switched to active until it is mechanically unlocked.

In the case of stationary engines, manual activation is not available due to the
reverse switching philosophy.

We recommend that this letter be distributed to your equipment personnel in

order to prevent any errors during installation of the valves.

Your automation documentation (pneumatic drawing) shows how many

M329 valves have been installed in your system and for which functions.

We will gladly support you in the on-site testing of emergency stopping

devices as well as all control and safety devices. Therefore, we want to take
this opportunity to refer to our "Electronic Check-up" service that we
introduced in CUS 208 01/05.

Contact address Should you have any queries our Technical Service will be only too glad to be
of assistance:

MAN Diesel SE
86224 Augsburg, Germany
Tel.: 0821 322-1075
Fax: 0821 322-3838
E-mail: [email protected]
Please forward this information to your technical operational personnel.
=

MAN Diesel SE• 86224 Augsburg • Germany

Tel. +49 821 322-1075 • Fax +49 821 322-3838 • E-Mail: [email protected]= 5-5
Appendix to Diesel Customer Information for Valve M329 ... 01/07

Test instructions for emergency and automatic stopping device – ship

(switching philosophy “normally open”)

In order to carry out a proper test of the emergency stopping device, it must be kept in mind that
the devices are redundant. On the one hand, stopping can be accomplished using the internal
speed governor stop, which pulls the governor linkage to “zero delivery”. On the other hand,
stopping can be accomplished via the emergency stop valve M329/2, which applies
compressed air at 30 bar to the control rods of the injection pumps and pushes them to “zero
delivery”. Both emergency stopping devices must function parallel and independently from one
another.

The following functionality must be tested:

1. Functionality of the M329/2 emergency stop valve

2. Functionality of the activation control and lack of defects in the M329/2 wiring
3. Functionality of the emergency stop buttons
4. Functionality of the stop solenoid (not for Heinzmann speed governors and engines with
M300)
5. Functionality of the remote stop on the electronic governor

1.) Functionality of the M329/2 emergency stop valve

To test its functionality, the M329/2 is manually triggered directly at the valve. The emergency
stop button is blocked and self-locked. When the M329/2 is triggered, compressed air at 30 bar
is instantly applied to the control rods of the injection pumps. A correspondingly loud bang will
be heard. The control rods of the injection pumps are at the “zero delivery” position and
cannot be pushed in manually.
If blocking of the emergency stop valve is released, the emergency stop button pops out again
and the valve is depressurized. The control rods are freed up and can be pushed in manually.
Only release the blocking when the engine has come to a standstill.

On older engines without pressure switch for emergency stop air 1PSH1012 and with electronic
governor 723 (+), there is a danger that the engine will overspeed when being started after this
test. Therefore it is required that an emergency stop is operated after the test and before restart.
This also issues an electrical stop signal to the controller = emergency stop button.

After removal or installation of the valve, this test should be performed first with the
engine at standstill and then repeated with the engine idling.

1
2.) Functionality of the activation control and lack of defects in the M329/2 wiring

The control rods of the injection pumps must now be able to move freely. Pressing the
emergency stop button in the engine control room will now activate the M329/2 emergency stop
valve. The control rods of the injection pumps are at the “zero filling” position and cannot be
pushed in manually.

3.) Functionality of the emergency stop buttons

The functionality of the various emergency stop buttons and their wiring (bridge, ECR, local
control panel) can be tested analagously using the above procedure by stopping the engine with
each of the switches.

4.) Functionality of the stop solenoid

(not for Heinzmann speed governors and engines with EM 300)

The functionality of the stop solenoid is tested by carrying out the following steps with the
engine at standstill:

• Set the governor selector switch to mechanical governor on the local control panel.
• Set the selector switch on the local control panel from remote to local.
• Set the speed setpoint on the mechanical governor to the minimum.
• Set the load limitation on the mechanical governor to 5.
Now, the engine can be started locally and be run at idling speed.
• Set the governor selector switch back to Remote on the local control console.
• Pull out the plug to electrically activate the emergency stop valve M329/2.
The engine can again be stopped from the engine control room.

The stop solenoid interrupts the oil supply to the speed adjuster piston of the governor, thereby
relieving the speed spring, and the working piston thus pulls the governor output to "zero". The
control rods of the injection pumps now also have to be at the “zero” position, but can be
manually moved.

5.) Functionality of the remote stop on the electronic governor

(not for Heinzmann speed governors and engines with EM 300)

To test remote stopping on the electronic governor, carry out the following steps with the engine
at standstill:

• On the local control panel, set the governor selector switch to electronic governor.
• Set the governor selector switch to Remote on the local control panel.
• The plug for the stop solenoid on the mechanical governor must be unplugged.
• Start the engine.

While the engine is running (idle), select the function automatic stop on the control panel and
press the enter key. The governor moves to “zero filling” and the engine stops running. The
control rods of the injection pumps now also have to be at the “zero” position, but must be
able to be manually moved.

2
Safety instructions

! ATTENTION !
For reasons of safety, all the above tests should always be carried out with another person
positioned at the M329/2 emergency stop valve in order to be able to manually stop the
engine if the need arises in an unexpected situation.

Finally, after the successful test, it is necessary to restore the initial state resp. to reset the
plugs.

3
Test instructions for emergency and automatic stopping device – stationary
(switching philosophy “normally closed”)

In order to carry out a proper test of the emergency stopping device, it must be kept in mind that
the devices are redundant. On the one hand, stopping can be accomplished using the internal
speed governor stop, which pulls the governor linkage to “zero delivery”. On the other hand,
stopping can be accomplished via the emergency stop valve M329/2, which applies
compressed air at 30 bar to the control rods of the injection pumps and pushes them to “zero
filling”. Both emergency stopping devices must function parallel and independently from one
another.

The following functionality must be tested:

6. Functionality of the M329/2 emergency stop valve

7. Functionality of the activation control and lack of defects in the M329/2 wiring
8. Functionality of the emergency stop buttons
9. Functionality of the stop solenoid (not for Heinzmann speed governors and engines with
Woodward M300)
10. Functionality of the remote stop on the electronic governor

1.) Functionality of the M329/2 emergency stop valve

To test the functionality of the M329/2, the plug is pulled when the engine is running at idle.
Since the circuit is normally closed, the circuit is interrupted and the solenoid valve is triggered
when the plug is pulled. When the M329/2 is triggered, compressed air at 30 bar is instantly
applied to the control rods of the injection pumps. A correspondingly loud bang will be heard.
The control rods of the injection pumps are then at the “zero delivery” position and cannot
be pushed in manually. When the voltage supply to the emergency stop valve is reapplied by
plugging in the plug, the valve is depressurized. The control rods are not blocked anymore and
can be pushed in manually. The plug is only to be plugged in again when the engine has come
to a standstill.

On older engines without pressure switch for emergency stop air 1PSH1012 and with electronic
governor 723 (+), there is a danger that the engine will overspeed when being started after this
test. Therefore it is required that an emergency stop is operated after the test and before restart.
This also issues an electrical stop signal to the controller = emergency stop button.

After removal or installation of the valve, this test should be performed first with the
engine at standstill and then repeated with the engine idling.

4
2.) Functionality of the activation control and lack of defects in the M329/2 wiring

To test the wiring to the M329/2 valve, the current emergency stop has to be reset and the plug
for the electrical activation of the valve has to be plugged in again. The control rods of the
injection pumps must now be able to move freely. Pressing the emergency stop button in the
engine control room will now activate the M329/2 emergency stop valve. The control rods of
the injection pumps are at the “zero filling” position and cannot be pushed in manually.

3.) Functionality of the emergency stop buttons

The functionality of the various emergency stop buttons and their wiring (ECR, local control
panel) can be tested analagously using the above procedure by stopping the engine with each
of the switches.

4.) Functionality of the stop solenoid

(not for Heinzmann speed governors and engines with Woodward EM300)

The functionality of the stop solenoid is tested by carrying out the following steps:

• Set the governor selector switch to mechanical governor on the local control panel.
• Set the selector switch on the local control panel from remote to local.
• Set the speed setpoint on the mechanical governor to the minimum.
• Set the load limitation on the mechanical governor to 5.

Now, the engine can be started locally and be run at idling speed.
The engine is stopped by removing the plug.
The stop solenoid interrupts the oil supply to the speed adjuster piston of the governor, thereby
relieving the speed spring, and the working piston thus pulls the governor output to "zero". The
control rods of the injection pumps now also have to be at the “zero” position, but must be
able to be moved manully.

5.) Functionality of the remote stop on the electronic governor

To test remote stopping on the electronic governor, carry out the following steps with the engine
running:

5.1) Woodward, PGG-EG speed governor

The digital RUN/Stop input must be interrupted at the electronic governor.

5.2) Heinzmann speed governor and engines with Woodward EM300 governors
While the engine is running (idle), select the function automatic stop on the control panel and
press the Enter key. The governor moves to “zero filling” and the engine stops running. The
control rods of the injection pumps now also have to be at the “zero” position, but must be
able to be manually moved.

5
Safety instructions

! ATTENTION !
For reasons of safety, all the above tests should always be carried out with another person
positioned at the M329/2 emergency stop valve in order to be able to manually stop the
engine if the need arises in an unexpected situation.

Finally, after the successful test, it is necessary to restore the initial state resp. to reset the
plugs.