E531730_00E

Documentation Part 1

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Propulsion Control SystemPCS-5DDC/MTU Series 2000Marine applications

Structure and function

assuring you

certification:

Quality assurance in design/development,production, installation and service

conformity:

Guideline 73/23/EEC Low voltage guideline datedFebruary 19, 1973 with amendment dated July 22, 1993(guideline 93/68/EEC)

Guideline 89/336/EEC Guideline on electromagneticcompatibility dated May 3, 1989 with amendmentdated April 28, 1992 (guideline 92/31/EEC)

CE conformity is influenced if the product is installed incorrectly, an assembly or system ismisused and/or genuine MTU components are not used.

Das Handbuch ist zur Vermeidung von Strungen oder Schden beim Betrieb zu beachten und daher vom Betreiber dem jeweiligenWartungs- und Bedienungspersonal zur Verfgung zu stellen. Auerhalb dieses Verwendungszwecks darf das Handbuch ohne unserevorherige Zustimmung nicht benutzt, vervielfltigt oder Dritten sonstwie zugnglich gemacht werden.

nderungen bleiben vorbehalten.

This handbook is provided for use by maintenance and operating personnel in order to avoid malfunctions or damage during operation.Other than for this purpose, the handbook shall not be reproduced, used or disclosed to others without our prior consent.

Subject to alterations and amendments.

Le manuel devra tre observ en vue dviter des incidents ou des endommagements pendant le service. Aussi recommandons-nous lexploitant de le mettre la disposition du personnel charg de lentretien et de la conduite. En dehors de cet usage, le manuel ne pourratre utilis ni reproduit ou rendu accessible de quelque autre manire des tiers, sans notre consentement pralable.

Nous nous rservons le droit dentreprendre toute modification.

El Manual debe tenerse presente para evitar anomalias o daos durante el servicio, y, por dicho motivo, el usuario debe ponerlo a disposicin del personal de mantenimiento y de servicio. Fuera de este fin de aplicacin, el Manual no se debe utilizar, copiar ni poner en manos de terceros, sin nuestro consentimiento previo.

Nos reservamos el derecho de introducir modificaciones.

No sentido de evitar falhas ou danos durante o servicio, o usurio deber cuidar de que o Manual esteja sempre disposio do pessoalencarregado com a manuteno e operao. Alm desta sua finalidade, o Manual no dever, sob qualquer pretexto, ser reproduzido parcial ou totalmente ou franqueado a terceiros sem prvia e expressa autorizao de nossa parte.

Reservamo-nos o direito de proceder modificaes.

Il manuale va consultato per evitare anomalie o guasti durante il servizio, per cui va messo a disposizione dall utente al personale addetto alla manutenzione e alla condotta. Senza nostra approvazione preventiva non ammesso impiegare il manuale per scopi diversi, riprodurlo o metterlo a disposizione di terzi.

Con riserva di modifiche.

Kytthiriiden ja teknisten vaurioiden vlttmiseksi on noudatettava ksikirjassa annettuja ohjeita, joten kirja on luovutettava huoltoja kytthenkilkunnan kyttn. Ksikirjaa ei saa ilman sen laatijan lupaa kytt muuhun tarkoitukseen, monistaa tai luovuttaa ulkopuolisille.

Oikeudet muutoksiin pidtetn.

MTU Motoren- und Turbinen-Union Friedrichshafen GmbH

88040 Friedrichshafen / Germany

Phone (0 75 41) 90 - 0 Telex 7 34 280 50 mt d Telefax (0 75 41) 90 - 61 23

1998

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Table of contents

Table of contents I. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Abbreviations IV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General information about documentation V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 Introduction 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.1 Possible applications of Propulsion Control System PCS-5 3. . . . . . . . . . . . .

1.2 Integration of Propulsion Control System PCS-5 in other MTU systems 4. .

2 Overview 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.1 Features of Propulsion Control System PCS-5 7. . . . . . . . . . . . . . . . . . . . . . . .

2.2 Possible applications of Propulsion Control System PCS-5 8. . . . . . . . . . . . .

2.3 Component parts of Propulsion Control System PCS-5 (maximum configuration) 8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.4 Overview of field bus systems 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.4.1 PCS field bus 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.4.2 RCS field bus 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.5 Overview of safety features 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 Structure and function 12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1 Assemblies of Propulsion Control System PCS-5 12. . . . . . . . . . . . . . . . . . . . .

3.1.1 Engine-mounted assemblies 13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1.1.1 Engine Control Unit ECU 4 13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1.1.2 Engine Monitoring Unit EMU 1 14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1.2 Assemblies for gear control and monitoring 16. . . . . . . . . . . . . . . . . . . . . . . . . . 3.1.2.1 Gear Control Unit GCU 1 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1.2.2 Gear Monitoring Unit GMU 1 17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1.3 Assemblies for waterjet/propeller control and monitoring 18. . . . . . . . . . . . . . . 3.1.3.1 Waterjet/Propeller Control Unit PCU 18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1.4 Superordinate assemblies 19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1.4.1 Local Operating Panel LOP 1 19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1.4.2 Dialog unit (option) 21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Table of contents (cont.)

3.2 Monitoring regulation control 22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.1 Monitoring 23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.2 Error and alarm handling 24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.3 Regulation 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2.3.1 Speed/injection governing 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2.3.2 Nominal speed value handling 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2.3.3 Power limitation 26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.4 Control 27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2.4.1 Engine start 28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2.4.2 Emergency engine start 28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2.4.3 Engine stop 29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2.4.4 Emergency engine stop 30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2.4.5 Charger control 31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2.4.6 Cylinder cutout 31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2.4.7 Gear control 31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2.4.8 Clutch command handling 31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.5 Power supply 32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.6 FMEA (failure mode and effect analysis) 33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3 Bus systems/communication technology 34. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.3.1 The CAN bus 34. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.3.2 Network management 35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.3.3 Redundant switching 35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Table of contents (cont.)

4 Safety features 38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.1 Safety functions of Propulsion Control System PCS-5 38. . . . . . . . . . . . . . . . .

4.2 Safety system SISY 39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.1 Safety system SISY assemblies 39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.2 Functions of safety system SISY 40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.2.1 Activities of the safety system 41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.2.2 Safety shutdowns 41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.3 Safety system override 41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3 Integral Test System (ITS) 42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.1 Monitoring internal electronics 42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3.2 Monitoring sensors/actuators 42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3.3 Monitoring bus communication 42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 Integration 44. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.1 Propulsion Control System PCS-5 scopes of supply 45. . . . . . . . . . . . . . . . . . .

5.1.1 Monitoring I PCS-5 standard scope 45. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.1.2 Monitoring II PCS-5 fulfilling classification standards 46. . . . . . . . . . . . . . . . .

5.2 Propulsion Control System PCS-5 in conjunction withsuperordinate systems 47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.2.1 Propulsion Control System PCS-5 with MCS-5 Type 1 47. . . . . . . . . . . . . . . . .

5.2.2 Propulsion Control System PCS-5 with MCS-5 Type 2 48. . . . . . . . . . . . . . . . .

5.2.3 Propulsion Control System PCS-5 with interfaces for external systems 49. .

5.2.4 Propulsion Control System PCS-5 with MCS-5 Type 1 and RCS-5 50. . . . . .

Appendix 53. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Abbreviations

BR Baureihe, series (in this case engine series)

CAN Controller Area Network (bus designation)

ECS Engine Control SystemECU Engine Control UnitEMU Engine Monitoring Unit (additional monitoring unit)

FPP Fixed Pitch Propeller

GCU Gear Control UnitGMU Gear Monitoring Unit

LOP Local Operating Panel

MCS Monitoring and Control SystemMTU Motoren- und Turbinen-Union

PCS Propulsion Control SystemPCU Propeller Control UnitPIM Peripheral Interface ModulePPS Programmable Process Station

RCS Remote Control SystemRS422 Recommended Standard (interface standard)

SCL Single Control LeverSDAF Shut Down Air FlapSISY Sicherheitssystem, safety system

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General information about documentation

Documentation structure

DocumentationPart

Title/contents Target group

1 Structure and function Operating personnel, plant personnel

2 Operation Operating personnel

3 Maintenance and repair(Plant personnel)

Operating personnel, plant personnel

4 Maintenance and repair(Service personnel)

Electronics service personnelfamiliar with the plant

5 Illustratedparts catalog

Operating, service and logistics personnel

6 Order-specific adaptation

Electronics service personnel

7 Installation Electromechanical specialists

Note: Not all documentation parts are written for every product!

Required knowledgeTo understand each part of the documentation, we recommend reading the precedingparts, if applicable.

Reference numbers and reference linesDetails in figures are provided with reference numbers and reference lines if necessary.If reference is made in the text to a detail provided with a reference number, the figurenumber and, separated by an oblique, the reference number of the detail are written inbrackets. Example: (5/2) means fig. 5, reference number 2.

A point at the end of the reference line means that the detail is visible in the figure. An arrow at the end of the reference line indicates that the detail cannot beseen in the figure.

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Conventions for symbols

Rectification of a fault marked with this symbol either requires thecustomers service personnel or service personnel provided by MTU.The affected assembly can be sent to MTU for repairs.Such a fault cannot be repaired by ships personnel.

Further troubleshooting or fault rectification requires work to be performed on the engine with reference to the engine documentation.

Further troubleshooting or fault rectification requires mechanical work to be per-formed on other assemblies or equipment with reference to the relevant docu-mentation.

Refer to other MTU manuals for more information.

Note: Additional information provided for reasons of clarity (e.g. if an explanation is ofan exemplary nature only).

Fig. X Refer to fig. X for more information (cross reference to a figure).

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Chapter 1

Introduction

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1 Introduction

Quality Software quality assurance Type-approved devices ISO 9001 EMC CE certification

Technology High-quality components Hierarchical structure Modular sub-system structure Easily upgraded High processing speed Integral user information system

Logistics Few basic components Reduced spare part stockkeeping Straightforward maintenance Substantially reduced training

requirements

Reliability Self-test system ITS Redundant field bus system Distributed intelligence FMEA High availability

PCS 5characteristics

Fig. 1 : PCS-5: Characteristics

PCS-5 Stands for Propulsion Control System 5th generation Is the name of MTUs latest propulsion control system Is designed as an integral part of the MTU automation system Is suitable for simple and complex applications thanks to the consistant use of

modular system structures

Automated propulsion systems can be realized cost-effectively with PCS-5 from simpleyacht propulsion plants right up to sophisticated multiple shaft systems. Even complexpropulsion systems can be realized using just a few standardized modules.

PCS-5 is used in conjunction with MTU/DDC Series 4000, DDC/MTU Series 2000 andothers.

PCS-5 a step in the right direction

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1.1 Possible applications of Propulsion Control System PCS-5

PlantSensors Actuators

Acquisition Control

Propulsion Control SystemPCS-5

DisplayOperator inputs Alarms

Operator

PCS-5 applications

User

Engine

Marine propulsion Power units Vehicles Railway applicationsplants

Fig. 2 : Possible applications of PCS-5

Propulsion Control System PCS-5 can be used in the following fields of application: Marine propulsion plant comprising

Engine Gearbox Propulsion system (waterjet or propeller)

Power units (engine) Railway applications Vehicles

This manual is concerned with marine propulsion applications in conjunction with DDC/MTU Series 2000 and covers all units.

Reference documentation:Refer to the relevant engine and unit manuals for more information about theirrespective features, functions and structure (see appendix).

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1.2 Integration of Propulsion Control System PCS-5 in other MTU systems

MCS-5 RCS-5

PCS-5

Fig. 3 : Integration of PCS-5 and other MTU electronic systems

PCS-5 can interact with the other MTU systems: RCS-5

Remote Control System for marine propulsion plants:Can be used with all common propulsion concepts (waterjet or propeller)

MCS-5Monitoring and Control System including process visualization;user interface for monitoring and controlling the entire system

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Chapter 2

Overview

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2 Overview

Propulsion Control System PCS-5 for marine propulsion plants is located in the engineroom. One PCS-5 Propulsion Control System is used for each propulsion line. If the shipis equipped with two symmetrical shafts (port and starboard propulsion lines), the twoPCS-5 Propulsion Control Systems are identical. If the ship is equipped with a middleengine, its PCS-5 may be configured differently to those of the port and starboard engi-nes.

Figure 4 is a schematic representation showing the integration of PCS-5 in a twin shaftpropulsion plant including Remote Control System RCS and Monitoring and ControlSystem MCS.

The scope of the Propulsion Control System PCS-5 is highlighted by the frames in thefigure.

GCU/GMU ECUEMU

MCS-5

PCU

LOP

RCS-5 RCS-5

ECUEMU

PCU

LOP

GCU/GMU

RCS coordination field bus

PCS field bus

PCS field bus

PCS-5Starboard

PCS-5Port

PCS field bus

Fig. 4 : Configuration of a twin shaft propulsion plant


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2.1 Features of Propulsion Control System PCS-5

The Propulsion Control System incorporates the following features: Management of an MTU marine propulsion plant:

Propulsion management means that propulsion plant operation is optimizedwith regard to Operational reliability A high degree of automation Fuel consumption Broad engine characteristic map Nominal power Speed stability Running smoothness Exhaust emission

Independent units for the control and monitoring of the propulsion componentsengine, gearbox and waterjet or propeller

Operation by Local Operating Panel (Local mode), a part of PCS-5 Monitoring and Control System (option, superordinate system) Remote Control System (option, superordinate system)

Modular structure with standard units for varying requirements Defined interface for superordinate automation systems Engine protected by safety system SISY (extended safety system with additio-

nal monitoring unit EMU 1) Sophisticated ITS (integral test system) Redundancy ensures high reliability (available as option or extension) Multi-circuit power supply with reciprocal monitoring Straightforward software handling using pluggable data modules and the down-

loading of programs and parameters from a PC


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2.2 Possible applications of Propulsion Control System PCS-5

The Propulsion Control System may be used in a multitude of applications, but mainly forthe following:

Independent operation with local control/monitoring Integration in a superordinate system (with a Remote Control System and/or

Monitoring and Control System) Use in complex propulsion plants involving several engines and/or shafts

(several PCS-5 for combined systems)

2.3 Component parts of Propulsion Control System PCS-5 (maximum configuration)

The following assemblies are included in the maximum scope of supply of PropulsionControl System PCS-5 for one propulsion line:

Engine Control Unit ECU 4 (see chap. 3.1.1.1) Independent Engine Monitoring Unit EMU 1 (see chap. 3.1.1.2) Local Operating Panel LOP 1 (see chap. 3.1.4.1) Gear Control Unit GCU 1 (see chap. 3.1.2.1) Independent Gear Monitoring Unit GMU 1 (see chap. 3.1.2.2) Propeller Control Unit PCU (see chap. 3.1.3.1)

For commissioning, analysis and servicing (option): Dialog unit (see chap. 3.1.4.2)

The various examples (see chap. 5) also show the minimum configuration for operation inconjunction with an DDC/MTU Series 2000 engine.


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2.4 Overview of field bus systems

2.4.1 PCS field bus

The PCS field bus has the following tasks: Transmission of process values and control commands for the superordinate

control system RCS-5. The interface to RCS-5 is a CAN/CAN gateway on com-bined systems or by direct link. This results in a logical and physical separationof the PCS-5 and RCS-5 systems. Emphasis is placed on separating logic(separating data) possible on both versions.

Transmission of measured and limit values from the PCS units to the Monito-ring and Control System MCS-5. The interface to MCS-5 is realized by a Pro-grammable Process Station PPS. Logical and physical separation of the PCS-5and MCS 5 systems is also featured here.

Transmission of data between PCS-5 units for further processing or output oftransmitted process values (e.g. signals relevant to engine control).

The PCS field bus is of redundant design and has a decentralized networkstructure.

2.4.2 RCS field bus

Reference documentation:Function and tasks of the RCS field bus are described in Propulsion plantRemote Control System RCS-5 FPP/B Part 1, document no. E 531 661.

RCS coordination field bus

The RCS coordination field bus has the following task: Transmission of process values in single control lever mode (SCL) and control

commands

Note: This bus is only used in combined systems.


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2.5 Overview of safety features

An extensive range of safety features is included in PCS-5 to protect propulsion compo-nents and increase operational reliability:

Safety system SISY to protect the engine (see chap. 4.2). Integral Test System ITS to monitor electronics, bus communication, sensors/

actuators and power supply (see chap. 4.3). Independent monitoring equipment for each propulsion component Multi-circuit, monitored power supply Safety-relevant signals (e.g. emergency stop) parallel wired Redundant field bus system Functional separation of control, monitoring and safety circuits Redundant safety circuits with reciprocal monitoring

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Chapter 3

Structure and function

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3 Structure and function

3.1 Assemblies of Propulsion Control System PCS-5

The assemblies of the Propulsion Control System are divided into four categories: Engine assemblies:

This refers to all assemblies directly involved in engine control and monitoring Gear assemblies

These assemblies are used for monitoring and controlling all functions of thegear (including the clutch)

Waterjet/propeller assembliesIncludes all assemblies required for monitoring and controlling the actual pro-pulsion components (waterjet drive or controllable pitch propeller)

Superordinate assembliesA number of assemblies are used for central functions or provide functions for arange of equipment; these assemblies are superordinate to the overall propul-sion plant (engine, gear, waterjet or propeller). They are primarily: Local Operating Panel LOP 1 Dialog unit

These assemblies and their functions are described briefly in the chapters below.


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3.1.1 Engine-mounted assemblies

3.1.1.1 Engine Control Unit ECU 4

Fig. 5 : Engine Control Unit ECU 4

Use

The ECU 4 assembly is a speed and injection governor for DDC/MTU Series 2000. It ismounted on the engine.

Engine Control Unit ECU 4 features: Control of mapped individual PLD (Pump Line Nozzle) injection systems Up to 20 injection valves controlled Communication with PCS-5 devices and superordinate systems via CAN bus Self-monitoring and diagnosis Extensive I/O features Limit value monitoring of vital measuring points Output of an engine stop or emergency engine stop signal in case of limit value

violation Engine and plant related settings in pluggable memory modules


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Diagnosis by RS232 interface for dialog unit Online programming by downloading (dialog unit) Configurable via interface (RS232)

Structure

Engine Control Unit ECU 4 is installed in a diecast housing with a screw-fitted cover. OneECB 4 printed circuit board is located inside the housing; it incorporates all the electroniccomponents (with the exception of the smoothing capacitor).

Reference documentation:Refer to Engine Control Unit Type ECU 4, DDC/MTU Series 2000, Marineapplications, Documentation Part 1, document no. E 531 691 for a detaileddescription of this assembly and its functions.

3.1.1.2 Engine Monitoring Unit EMU 1

Fig. 6 : Engine Monitoring Unit EMU 1

Use

Engine Monitoring Unit EMU 1 extends the range of measuring points provided by EngineControl Unit ECU 4. Furthermore, it has a second, independent safety system to protectthe engine.


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Engine Monitoring Unit EMU 1 features: Speed, level, temperature and pressure inputs Communication with PCS-5 units and the superordinate system via CAN bus Self-monitoring and diagnosis Extensive I/O features Limit value monitoring of vital measuring points Output of an engine stop or emergency engine stop signal in case of limit value

violation Engine and plant related settings in a pluggable memory module RS232(422) interface Online programming by downloading (dialog unit)

Structure

Engine Monitoring Unit EMU 1 is installed in a diecast housing with a screw-fitted cover. Itcan be attached to Engine Control Unit ECU 4 using the threaded bores provided.

One EMB 1 printed circuit board is located inside the housing; it incorporates all the elec-tronic components.

Reference documentation:Refer to Engine Monitoring Unit Type EMU 1, MTU/DDC Series 4000 andDDC/MTU Series 2000, Marine applications, Documentation Part 1, documentno. E 531 686 for a detailed description of this assembly and its functions.


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3.1.2 Assemblies for gear control and monitoring

3.1.2.1 Gear Control Unit GCU 1

Fig. 7 : Gear Control Unit GCU 1

Use

Gear Control Unit GCU 1 is used to control gear functions and for basic gear monitoring. Itis installed in the engine room generally in the vicinity of the Local Operating Panel. GearControl Unit GCU 1 features:

Execution of gear control commands from the CAN bus on clutch valves Logic operations control commands, interlocks etc. Limit value monitoring of vital measuring points Communication with PCS-5 units and the superordinate system via the PCS-5

field bus Output of an engine stop signal in case of limit value violation Straightforward system integration due to the use of standard components

Structure

Gear Control Unit GCU 1 is installed in a steel housing with a connector on one side. Acable entry plate is provided on the bottom of the housing for the ships wiring to sensorsand actuators on the gear.

Reference documentation:Refer to Gear Control Unit GCU 1, MTU/DDC Series 4000 and DDC/MTUSeries 2000, Marine applications, Documentation Part 1, document no.E 531 689 for a detailed description of this assembly and its functions.


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3.1.2.2 Gear Monitoring Unit GMU 1

Fig. 8 : Gear Monitoring Unit GMU 1

Use

Gear Monitoring Unit GMU 1 extends the range of measuring points provided by GearControl Unit GCU 1. Furthermore, it includes a second, independent safety system to pro-tect the gear. Gear Monitoring Unit GMU 1 features:

Limit value monitoring of vital measuring points Communication with PCS-5 units and the superordinate system via the PCS-5

field bus Output of an engine stop signal in case of limit value violation Straightforward system integration due to the use of standard components

Structure

Gear Monitoring Unit GMU 1 is installed in the steel housing of Gear Control Unit GCU 1(see chap. 3.1.2.1). The (additional) Gear Monitoring Unit GMU 1 extends Gear ControlUnit GCU 1 forming the assembly referred to as Gear Control and Monitoring Unit GCU/GMU 1.

Reference documentation:Refer to Gear Control and Monitoring Unit GCU/GMU 1, MTU/DDC Series4000 and DDC/MTU Series 2000, Marine applications, Part 1, document no.E 531 690 for a detailed description of the entire assembly and all functions.


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3.1.3 Assemblies for waterjet/propeller control and monitoring

3.1.3.1 Waterjet/Propeller Control Unit PCU

Fig. 9 : Waterjet/Propeller Control Unit PCU (example: Terminal box type 2)

Use

Propeller Control Unit PCU is used to control propellers (on CPP systems) and waterjetfunctions (on WJ systems). Furthermore, the respective propulsion components can bemonitored with the aid of Propeller Control Unit PCU. Propeller Control Unit PCU is inten-ded for installation in the vicinity of the ships propulsion plant. It features:

Execution of control commands from the CAN bus Logic operations control commands, interlocks etc. Limit value monitoring of vital measuring points Communication with PCS-5 units and the superordinate system via the PCS-5

field bus Straightforward system integration due to the use of standard components

Structure

Propeller Control Unit PCU is installed in an aluminium housing.

Reference documentation:Refer to Waterjet/Propeller Control Unit PCU, MTU/DDC Series 4000 andDDC/MTU Series 2000, Documentation Part 1 for a detailed description of thisassembly and its functions.


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3.1.4 Superordinate assemblies

3.1.4.1 Local Operating Panel LOP 1

Fig. 10 : Local Operating Panel LOP 1

Use

Local Operating Panel LOP 1 is an emergency control console (Local Control Unit) instal-led in the vicinity of the engine. The Local Operating Panel houses numerous componentssuch as the LCU (Local Control Unit), LMU (Local Monitoring Unit) and the CIB (Connec-ting Interface Board).

Local Operating Panel LOP 1 is normally located in the engine room in the vicinity of theengine. On smaller ships with limited access to the engine room, the Local OperatingPanel can also be installed outside the engine room.


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The Local Operating Panel features: Emergency control console functions

Ready for operation on/off Local/remote control switching Engine start/stop Emergency engine stop Speed control by up/down luminous pushbuttons Gear control (depending on the type of gear) by luminous pushbuttons Alarm acknowledgement/safety system reset Dimming, lamp test Overspeed test execution

Display and alarm signalling (LCD) Start/stop/emergency stop control logic with start device control Communication with PCS-5 units and the superordinate system via PCS-5 field

bus Power supply for PCS-5 assemblies and superordinate systems (MCS) Input and output voltage monitoring Control of visual and audible alarm devices in the engine room Monitoring of measuring point limit values in the engine room, e.g. start air

pressure, exhaust backpressure, water level in fuel prefilter

Structure

Local Operating Panel LOP 1 is installed in a steel housing. Sockets are provided on oneside of the housing for connecting prefabricated cables to Engine Control Unit ECU 4 andEngine Monitoring Unit EMU 1 on the engine and for Gear Control and Monitoring UnitGCU 1 or GCU/GMU 1 in the engine room. A cable entry plate is installed on the bottomof the housing for ships cabling for the devices and sensors in the engine room and thesuperordinate systems in the control consoles. The following assemblies are integrated inthe Local Operating Panel for operation:

Alphanumeric LCD to display propulsion operating data and system messages Three control panels PAN for controlling functions in Local mode

Reference documentation:Refer to Local Operating Panel Type LOP 1, MTU/DDC Series 4000 and DDC/MTU Series 2000, Marine applications, Documentation Part 1, document no.E 531 687 for a detailed description of this assembly and its functions.


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3.1.4.2 Dialog unit (option)

Fig. 11 : Dialog unit

Use

The dialog unit is an aid to servicing or evaluating, diagnosing and updating software ofthe assemblies of Propulsion Control System PCS-5.

The dialog unit is available from MTU as an option.

The menu-guided software makes it possible to: Modify/update software: Change programs by downloading Diagnose malfunctions Program/assign parameters on replacing electronic assemblies or the engine

itself

Structure

The dialog unit is a customized, portable PC with printer and peripheral connections. Allcomponents are ready for use in a handy case.

Reference documentation:Refer to Portable dialog unit, Documentation Part 1, document no. E 531 438for a detailed description of this unit and its functions.


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3.2 Monitoring regulation control

The functions of Propulsion Control System PCS-5 can be divided into three groups: Monitoring Regulation Control

In addition, there is a safety circuit to protect the engine.

of operating valuesTemperaturesPressuresSpeedsLevels

RegulationEngine speedInjection pressure

Start/stop/emergency stopCharger switchingCylinder cutout

Control

Monitoring

Clutch/gear

Injection timingPower limitation

Fig. 12 : Monitoring regulation control

The engine monitoring and regulation functions are realized by the parts of PropulsionControl System PCS-5 referred to as Engine Control Unit ECU 4 (see chap. 3.1.1.1) andEngine Monitoring Unit EMU 1 (see chap. 3.1.1.2). These parts of Propulsion ControlSystem PCS-5 are installed directly on the engine as their respective functions are purelyrelated to the engine.

Control and monitoring of the other propulsion components (gear, propeller or waterjetand shaft) are realized by the additional assemblies Gear Control Unit GCU, Gear Monito-ring Unit GMU and Propeller Control Unit PCU.


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3.2.1 Monitoring

The monitoring system is intended to inform the operator about the current state of theplant. Malfunctions and limit value violations which are detected result in an alarm.

Propulsion Control System PCS-5 monitors limit values defined by the manufacturer atmeasuring points on the engine and other propulsion components. The following opera-ting values are acquired at the measuring points on the engine:

Temperatures Pressures Engine speed Charger speed Injection pressure Levels

Audible and visual warnings are output in case of limit value violation depending on thetype and priority of the measured values.

Vital measured values are shown on the display of Local Operating Panel LOP 1.Combined alarms are also signalled audibly and visually here.

Safety circuit

If necessary, Propulsion Control System PCS-5 automatically takes measures to maintainoperability or protect the engine, e.g. emergency shutdowns and reduced service.

Propulsion Control System PCS-5 also detects and signals sensor failure.

The Integral Test System constantly monitors operation of the hardware and software ofPropulsion Control System PCS-5. Vital measured values and individual alarms can betransmitted to a superordinate Monitoring and Control System via the PCS-5 field bus.


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3.2.2 Error and alarm handling

An alarm occurring anywhere in the system is indicated after a maximum of 2 s.

Alarms are divided into three priorities within the system. They are grouped into two alarmlevels, namely yellow and red alarm, for display on the process visualization system.

Warningsare indicative of minor faults or represent a prewarning of an alarm (e.g. firstlimit value violated)

Alarmsare indicative of serious malfunctions leading to restricted operation or failure ofone or more components (e.g. second limit value violation).

Warnings and alarms may be caused in the target system (e.g. lube oil pressure too low)or in PCS-5 units (system error).

Alarms are: Handled dynamically (alarm is reset when the alarm has been acknowledged

and is no longer present)or

Stored (the alarm is reset when the alarm has been acknowledged, is no longerpresent and the memory is reset)


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3.2.3 Regulation

3.2.3.1 Speed/injection governing

The engine speed governor integrated in Engine Control Unit ECU 4 has the followingfunctions:

Maintaining the desired engine speed under varying load conditions Adjusting the engine speed when settings are changed by the operator

Other tasks of Engine Control Unit ECU 4 with regard to speed governing are: Setting defined feeding on starting the engine Engine safety shutdown Optimizing performance characteristics, exhaust emission values and fuel con-

sumption Protecting the engine against overloading

Engine governing incorporates protective functions for the engine, e.g. power limitation bylimiting the amount of fuel injected depending on certain operating values and conditions.

Engine speed setting (nominal value) can be switched between: Remote Control System (setting via CAN bus or analog/binary signal) Local operation on the integral LOP with luminous pushbuttons

3.2.3.2 Nominal speed value handling

The speed setting (= nominal speed value) is the reference variable for the engine speedcontrol loop. The nominal speed is set via the CAN bus under normal operating conditions(with Remote Control System RCS-5 connected).

An analog input (4 mA ... 20 mA) and binary up/down inputs are provided for connectingremote control systems produced by other manufacturers. It is possible to switch betweenanalog and binary speed setting using a separate binary input.


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3.2.3.3 Power limitation

Dynamic quantity limits, e.g. variable fuel injection limits, protect the engine against over-loading and optimize the exhaust emission values. Engine Control Unit ECU 4 determinesthe maximum injection quantity on the basis of preset and saved engine characteristicmaps.

The result is: Speed-dependent feeding limitation (DBR) Feeding limitation as a function of charge air pressure Feeding limitation as a function of fuel temperature Feeding limitation in case of charger overspeeding

Fixed quantity limits used for power limitation and reduction protect the engine in case of High coolant temperature

(limit depending on engine manufacturer and classification requirements) Electronic fault Supply voltage out of range


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3.2.4 Control

Control functionsof Propulsion

Control SystemPCS-5

Control command

Feedback

Start/stop/emergency stop

Propulsioncontrolsettings

Control command

Feedback

Manual command input

Remote control setting

Charger switching

Cylinder cutout

Clutch/gear

Fig. 13 : Electronic control

Propulsion Control System PCS-5 controls the following sequences and procedures auto-matically on the basis of system settings or commands entered manually at the LocalOperating Panel or Remote Control System:

Start/stop/emergency stop Cutting exhaust turbocharger ETC 2 in and out Cylinder cutout Clutch and gear


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3.2.4.1 Engine start

Starting is controlled by a PAL-programmed sequence. This module is located on printedcircuit board CIB 3 in the Local Operating Panel.

&

1

1

Local

Start LOP

Start MCSGear neutral

SDAF closed (option)

External start interlock

Ready for operation

Start sequence

&

1

&Local

Note: The gear neutraland SDAF closed signals are ignored when the override signal is active.

LOP

MCS

Manual starts

Fig. 14 : Simplified start logic diagram

An engine start can be initialized by: MCS-5 in Remote mode Local Operating Panel LOP in Local mode (Local signal active)

3.2.4.2 Emergency engine start

An emergency start function is integrated in PCS-5. It starts the engine in case of emer-gency disregarding some of the starting requirements. The only exception is the Readyfor operation signal which must be given by the operator. Furthermore, no external startinterlock may be applied.

External start interlock

Ready for operation

Emergency start sequence

&

1

Emergency startExternal

Manual emergency start

Fig. 15 : Simplified emergency start logic diagram


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The gear/clutch is automatically disengaged if necessary during an emergency start. Errormessages from priming and flame start units (if provided) are ignored.

An external pushbutton is required for the Emergency engine start function.

3.2.4.3 Engine stop

&

1

Local

Stop LOP

Stop MCS

Stop

Stop

Engine stop and

&Local

1

SDAF closed (option)&

1Override

Manual stops

Automatic stops

1

disengagement

LOP

MCS

EMU

GCU

GMU

ECU

Stop

Stop

Fig. 16 : Simplified stop logic diagram

The stop command is output to Engine Control Unit ECU 4 which subsequently shuts offfuel injection. A disengagement command is output to Remote Control System RCS andGear Control Unit GCU 1 parallel to the stop command to Engine Control Unit ECU 4.


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3.2.4.4 Emergency engine stop

An emergency engine stop is executed unconditionally when an emergency stop signal isdetected.

The emergency shutdown is controlled by Connecting Interface Board CIB 3. In the caseof an automatic emergency shutdown (overspeeding), an emergency stop signal is trans-mitted from Engine Control Unit ECU 4 and/or Monitoring Unit EMU 1 to Connecting Inter-face Board CIB 3 which then activates the emergency shutdown.

All connections pertaining to the emergency stop signal flow are wired in parallel. A separateprotected and monitored undervoltage supplies the emergency stop circuit.

Depending on the accessories fitted on the engine, emergency stopping is realized by: De-energizing Engine Control Unit ECU 4 Activating the shut down air flap(s)

Emergency stop

Manual emergency stop

Manual emergency stop11

ECU emergency stop

Stop and disengagement

SDAF activation or De-energization of ECU

Emergency stop

LOP

MCS

ECU

Extern.

EMU emergency stopEMU

Manual emergency stops

Automatic emergency stops

Fig. 17 : Simplified emergency stop logic diagram

An engine stop and disengagement signal is simultaneously output with the emergencystop signal.


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3.2.4.5 Charger control

The exhaust turbochargers supply the diesel engine with the quantity of air required forcombustion at overpressure.

Reference documentation:Refer to Engine Control Unit Type ECU 4, DDC/MTU Series 2000, Marineapplications, Documentation Part 1, document no. E 531 691 for a detaileddescription of charger control functions.

3.2.4.6 Cylinder cutout

Individual cylinders may be deactivated in certain operating ranges.

Reference documentation:Refer to Engine Control Unit Type ECU 4, MTU/DDC Series 4000, Marineapplications, Documentation Part 1, document no. E 531 685 for a detaileddescription of cylinder cutout control functions.

3.2.4.7 Gear control

Gear control is effected by the GCU 1 assembly. The clutch setting (command) can beswitched at Local Operating Panel LOP 1 between:

Remote control (setting via CAN bus or binary signals) Local control at Local Operating Panel LOP 1 with luminous pushbuttons)

Reference documentation:Refer to Gear Control Unit GCU 1, MTU/DDC Series 4000 and DDC/MTUSeries 2000, Marine applications, Documentation Part 1, document no. E 531 689 for a detailed description of these functions.

3.2.4.8 Clutch command handling

Clutch commands are usually set via CAN bus communication (when Remote ControlSystem RCS-5 is connected).

Binary clutch inputs are provided for remote control systems produced by other manufac-turers.


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3.2.5 Power supply

Main supply Emergency supply

LCULocal

Control Unit

LMULocal

MonitoringUnit

Engine

Gear

ECU 4

GCU 1

EMU 1

GMU 1

MCS main control consoleMCS aux. control consolesUEMERG.STOPUControl 1

UControl 2

PCS-5

Dialog unit

Fig. 18 : PCS-5 supply concept for one engine system

The power supply and monitoring concept is based on two separate, independent supplyvoltages the main supply and the emergency supply.

Both voltages are combined with decoupling diodes, i.e. should one supply fail, thesystem is immediately supplied with the second voltage.

The supply voltages for the individual units are separate for control (i.e. ECU 4 andGCU 1) and monitoring (i.e. EMU 1 and GMU 1) and are protected by fuses.All supply voltages, including main and emergency supply, are monitored by electronic cir-cuits. Monitoring is also evaluated by the respective partner system to make it possible tosignal an alarm message even if one side should fail completely.

Relay contacts and are shown in the operating state, i.e. all voltages OK. The con-tact opens in case of power failure. A binary input of the partner system reads in theswitching state.


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3.2.6 FMEA (failure mode and effect analysis)

FMEA principles have been strictly adhered to and applied to all units of PropulsionControl System PCS-5.

System FMEA

System analysisSystem limitsSystem structure

Risk analysisFault analysisCause and effect analysis

Risk evaluationEvaluation of severityEvaluation of probability

riskCountermeasures to reduce

Fig. 19 : FMEA concept for PCS-5

Reference documentation:Refer to the separate manual PCS-5 safety aspects with FMEA, Documenta-tion Part 1, document no. E 531 712 for detailed information about the FMEA.


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3.3 Bus systems/communication technology

Propulsion Control System PCS-5 uses the following bus system: CAN bus in accordance with ISO 11 898 (high speed) Layer 2: CAN specification 2.0 B Data format/protocol/network management: Field bus 1

The CAN bus is a standard field bus used for automation purposes with which varioussystems, units, sensors and actuators are able to communicate with each other.

PCS-5 has two CAN bus interfaces.

3.3.1 The CAN bus

CAN bus features: Structure:

Electrical isolation of bus and electronics Physical transmission medium:

Two-wire shielded twisted pair cable with terminators (120 ) at both ends ofthe bus

Signal:Differential electrical signal with extremely high transmission reliability; 0/1 detection CAN high/CAN low (adjustable); serial bus in accordance with ISO 11 898

Transmission rate:Field bus 1 operates at 125 Kbit/s

Bus access: The CAN bus is a message-based bus system Access to the bus is regulated by arbitration of the identifier field of the CAN

data telegram Priority on the bus is controlled by IDs; in case of simultaneous access to

the bus, the bus station with the lower ID is given the right to transmit Fault detection/correction:

Each bus node listens to the echo of its own message and can therebyrecognize any transmission error; if errors occur constantly, the bus node auto-matically deactivates itself in order to avoid unnecessary error messages

Field bus 1 uses a simple object-oriented communication protocol. Process data aretransmitted cyclically with delta monitoring (unconfirmed communication service).In addition to data communication services, the transmission protocol implements organi-zational functions which are controlled by the network management feature.


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3.3.2 Network management

Network management involves: Network monitoring of PCS bus stations Automatic switching to the redundant field bus in case of fault or switching

back to the default field bus after fault rectification (bus error handling) Handling of CAN controller error messages Constant checking of redundancy

3.3.3 Redundant switching

In a redundant bus system, errors are detected by monitoring bus status. The bus stationstransmit their data on the available bus.

This decentralized network management ensures a high degree of reliability.


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Safety features Chapter 4Page 37FRIEDRICHSHAFEN

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Chapter 4

Safety features

Chapter 438Page Safety featuresFRIEDRICHSHAFEN

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4 Safety features

4.1 Safety functions of Propulsion Control System PCS-5

All component parts of Propulsion Control System PCS-5 are equipped with extensivesafety and monitoring features for improved operational reliability.

The safety concept is intended to: Protect operators, mechanics and others by maximizing operational reliability of

the entire propulsion plant ensuring manoeuvrability of the ship

To this end, Propulsion Control System PCS-5 has a multi-stage safety concept featuring: Engine/propulsion protection:

Dual circuit safety system SISY System safety:

Integral Test System ITS Bus monitoring Multi-circuit power supply Redundant components Consistent application of FMEA principles

Safe circuit design (e.g. inputs/outputs). Electrical isolation Reverse-polarity/short-circuit protection Sensor monitoring


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4.2 Safety system SISY

4.2.1 Safety system SISY assemblies

The following assemblies are required in Propulsion Control System PCS-5 to bring safetysystem SISY in line with classification directives:

Engine:Engine Control Unit ECU 4 with the basic range of measuring points, monitoring functions and engine governingandEngine Monitoring Unit EMU 1 for the extended range of measuring points andredundant monitoring and shutdown functions

GearGear Control Unit GCU 1 for the basic range of measuring points, monitoringfunctions and gear controlandGear Monitoring Unit GMU 1 for the extended range of measuring points andredundant monitoring and shutdown functions

Monitoring central stationLocal Operating Panel LOP for local operation serving also as an interfacebetween propulsion assemblies and operator assemblies

This combination of control units (ECU 4 and GCU 1) and monitoring units (EMU 1 andGMU 1) fulfills classification society requirements for safe propulsion plant design.

It is also possible to use control units ECU 4 and GCU 1 alone for engine and gear (seechap. 5). In conjunction with a Local Operating Panel LOP, this makes it possible to realizea high-quality, easily integrated Propulsion Control System ensuring a sufficient standardof safety for commercial applications (in particular yachts).


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4.2.2 Functions of safety system SISY

Final control

Propulsion plant

Limit values Power supply

Sensors

SISYSafety system

Regulation/control

Safety circuit

Limit values Power supply

Extended monitoring

Safety circuit

ECU 4 / GCU 1

EMU 1 / GMU 1

elements

Fig. 20 : Safety system SISY

Reliability is ensured by a dual circuit safety system. It monitors propulsion operatingvalues and responds to any irregularities.

When limit values are reached, the safety system Protects the engine from assuming critical operating states Warns operating personnel via a connected Monitoring and Control System Temporarily adapts operation to the remaining possibilities

Depending on the measured values, warnings, start interlocks, power reduction, engineshutdown by reducing feeding to zero or closing the shut down air flaps take place.


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4.2.2.1 Activities of the safety system

The safety system can automatically initiate the following activities on detecting criticaloperating states:

Power/feeding limitation or reduction Engine stop by reducing feeding to zero Emergency engine stop by activating an emergency shutdown in case of over-

speeding Disengagement

If the safety system detects a sensor signal failure, a fault message is output via theMonitoring and Control System.

4.2.2.2 Safety shutdowns

Safety shutdowns to protect the diesel engine take effect when the limit values of thefollowing measuring points are violated:

Engine speed (emergency shutdown) Engine lube oil pressure Coolant temperature (depending on engine manufacturer and classification

requirements) Gear control oil pressure Other optional measuring points

It is also possible to have feeding limitation instead of engine shutdown in the case oforder-dependent safety shutdowns.

4.2.3 Safety system override

The override function inhibits automatic engine stopping. This may be of considerableimportance to maintain manoeuvrability in certain situations. Stop commands from theengine or gear monitoring systems are not executed when safety system override isactive.

When the engine is started with override active, the Gear not neutral and SDAF closedstart interlocks are bypassed.

The emergency stop function (emergency stop pushbuttons, overspeeding) is not influen-ced by override.


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4.3 Integral Test System (ITS)

The Integral Test System ITS monitors all important functions of Propulsion ControlSystem PCS-5:

Internal electronics Sensors Actuators Bus communication Power supply

The ITS detects any faults as they occur, locates and signals them to the system and ope-rator via a combined alarm, internal display and CAN bus.

Any faults in Engine Control Unit ECU 4 are saved for evaluation at a later date. They canbe read out with the dialog unit.

4.3.1 Monitoring internal electronics

The hardware and software of Propulsion Control System PCS-5 has been designed todetect faults in the electronics, to respond to them and to indicate the fault.

4.3.2 Monitoring sensors/actuators

The sensor and actuator channels of Propulsion Control System PCS-5 are designed totolerate faults as far as possible (e.g. short-circuit proof).

Faults such as line interruption, short-circuit etc. are detected by a plausibility check andindicated to the system.

4.3.3 Monitoring bus communication

Bus communication is monitored by a timeout check. Any faults which are detected areindicated by a combined alarm and signalled to the system via the CAN bus if possible.

Integration Chapter 5Page 43FRIEDRICHSHAFEN

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Chapter 5

Integration

Chapter 544Page IntegrationFRIEDRICHSHAFEN

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5 Integration

Propulsion Control System PCS-5 can be configured to fulfill various requirements.

These chapters illustrate exemplary applications and the various structures. The standardscope of supply is the minimum requirement for monitoring, regulating and controlling anDDC/MTU series 2000 engine. Open system architecture makes it possible to operateother systems in conjunction with Propulsion Control System PCS-5 using the Local Ope-rating Panel LOP with its two CAN bus interfaces.

Standard interfaces can be adapted to these two CAN bus interfaces. This makes it possi-ble to operate customized systems (or even existing ones, e.g. on replacing engines) inconjunction with Propulsion Control System PCS-5.

Note: These examples show PCS-5 for one propulsion line or engine only. However,a propulsion plant generally comprises two to four propulsion lines and thesame number of engines. In this case, each propulsion line has its own PCS-5and the corresponding assemblies on the control consoles.

Applications involving PCS-5 in conjunction with Monitoring and Control SystemMCS-5 (process visualization, see chap. 5.2.2) form an exception. One graphicstation can be used to visualize the data of several PCS-5 Propulsion ControlSystems and make it possible to enter data for several propulsion lines.


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5.1 Propulsion Control System PCS-5 scopes of supply

5.1.1 Monitoring I PCS-5 standard scope

Gear

GCU 1

LOP 1

Alarmhorn

Alarmbeacon

Additionalsensors(option)

PCS field bus

PCS-5 field bus(redundant)

Emergency supply +24 VDC

Main supply +24 VDC

Starter/alternator

to RCS/MCS

ECU 4

Propeller

Fig. 21 : Monitoring I PCS-5 standard scope

The assemblies shown in fig. 21 are used for standard applications. The two assembliesused for controlling the engine (ECU 4) and the gear (GCU 1) cover the minimum range ofmonitoring functions. Local operation takes place at the Local Operating Panel LOP 1. It ispossible to connect any additional sensors which may be required (e.g. start air pressureor water level in fuel prefilter) at the Local Operating Panel. Alarm horn, alarm beaconand starting devices are controlled by the corresponding outputs of Local Operating PanelLOP 1.

The two MTU systems RCS-5 and MCS-5 are connected to PCS-5 via the redundant CANbus.

The redundant power supply increases operational reliability of the system in case of pro-blems with the ships power supply.


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5.1.2 Monitoring II PCS-5 fulfilling classification standards

LOP 1

Alarmhorn

Alarmbeacon


PCS field bus


Main supply +24 VDC

GCU/GMU 1 EMU 1

Shaftspeedsensor

PCS-5 field bus(redundant)

Star

ter/a

ltern

ator

to RCS/MCS

Gear

ECU 4

Propeller

Fig. 22 : Monitoring II PCS-5 fulfilling classification standards

To fulfill classification standards, additional measuring points and redundancies must beprovided to protect the engine. The application shown in fig. 22 shows how these stan-dards can be met by including one additional assembly for the engine and another for thegear:

Gear Control and Monitoring Unit GCU/GMU 1 allows for the acquisition of anextended range of measuring points on the gear and the acquisition of shaftspeed compared to Gear Control Unit GCU 1. Gear Control and Monitoring UnitGCU/GMU 1 outputs an engine stop signal if limit values are violated.

Engine Monitoring Unit EMU 1 likewise provides an additional range of inputsfor acquiring measured values. Engine Monitoring Unit EMU 1 outputs anengine stop signal if limit values are violated.


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5.2 Propulsion Control System PCS-5 in conjunction with superordinatesystems

5.2.1 Propulsion Control System PCS-5 with MCS-5 Type 1

GCU 1

LOP 1

Alarmhorn

Alarmbeacon

PCS field bus (redundant)Redundant power supply

PCS field bus

PIM PIM

LCD

PAN PAN

Engine room

Auxiliary ControlMain Control

S/A busS/A bus Emergency stop

Emergency stop

+24 VDC power supply

ConsoleConsole

Gear

ECU 4

Propeller

Fig. 23 : Propulsion Control System PCS-5, monitoring I with MCS-5 Type 1

The application shown in fig. 23 exemplifies a simple engine monitoring and controlsystem using MCS-5 components.

The assemblies in the control consoles are connected via the PCS-5 field bus (linkedthrough Local Operating Panel LOP 1). Signals are input and output via PIM PeripheralInterface Modules equipped with the appropriate printed circuit boards.

Due to its simple structure, the connection between individual installation locations onboard ship (engine room, main control console, auxiliary control console) only comprisesthe PCS-5 field bus, the power supply and the emergency stop function (hard-wired).


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5.2.2 Propulsion Control System PCS-5 with MCS-5 Type 2

GCU 1

LOP 1

Alarmhorn

Alarmbeacon

PCS field bus

Emergency stop

PPS

PCS field bus

PPS

2nd shaft

PCS-51st shaft

MCS-5 process bus (redundant)

MCUMain Control

MCS-5field bus

S/A bus

Power supply +24 VDC MCS

Redundant power supplyEngine room

PAN

PIM

Console

ECU 4

GearPropeller

Fig. 24 : Propulsion Control System PCS-5, monitoring I, with MCS 5 Type 2

The application shown in fig. 24 illustrates engine monitoring in conjunction with anMCS-5 graphic station for both shafts. The PCS-5 field bus is adapted to the MCS-5 pro-cess bus in one Programmable Process Station provided for each shaft. Measured valuesand signals for data input via the graphic station are thus made available to all PropulsionControl Systems PCS-5 of the propulsion plant and are acquired by all PCS-5.


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5.2.3 Propulsion Control System PCS-5 with interfaces for external systems

GCU 1

LOP 1

Alarmhorn

Alarmbeacon


PCS field bus

Parallel signalsfrom a RemoteControl System

Conversion ofPCS-5 field bus toRS422 interface

Parallel inputs/outputs for

instruments andcontrols


Main supply +24 VDCSpeed setting

Enga

gem

ent c

omm

ands

PIMPIM

Emergency stop

ECU 4

GearPropeller

Fig. 25 : Propulsion Control System PCS-5, monitoring I, with interfaces for external systems

The interfaces for external systems produced by other manufacturers or existing systems(e.g. when engines are replaced) are realized in three different ways:

Directly at Local Operating Panel LOP 1 and Gear Control Unit GCU 1 orGMU 1 of the PCS; signals can be supplied for speed setting and clutch control

Converting the PCS-5 field bus to an RS422 interface makes it possible to con-nect a monitoring and control system with a serial interface (standard MCS-5protocol)

Parallel signals are available for controlling analog instruments via a PIM;furthermore, pushbuttons can also be connected to make direct inputs possible(e.g. start, stop), the emergency stop pushbutton is hard-wired to Local Opera-ting Panel LOP 1.


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5.2.4 Propulsion Control System PCS-5 with MCS-5 Type 1 and RCS-5

GCU 1

LOP 1

Alarmhorn

Alarmbeacon

PCS field bus (redundant)Redundant power supply

PCS field bus

PIM PIM

LCD

PAN

Engine room

Auxiliary ControlMain Control

S/A bus

Emergency stop

Emergency stop

RCS RCSPAN

S/A bus

+24 VDC power supply

Console Console

ECU 4

GearPropeller

Fig. 26 : Propulsion Control System PCS-5, monitoring I with MCS-5 Type 1 and RCS-5

The application shown in fig. 26 represents the most common configuration of an electro-nic system for the DDC/MTU series 2000 engine. This system comprises:

A main control console,consisting of: A control lever (Remote Control System RCS-5 FPP/B) for changing speed

and automatic clutch and propulsion control An LCD to display plant and engine operating data Two PAN control panels for operation (start, stop, etc.) One display instrument for constant analog display of the engine speed


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An auxiliary control console,consisting of: A control lever (Remote Control System RCS-5 FPP/B) for changing speed

and automatic clutch and propulsion control Two PAN control panels for operation (start, stop, etc.) One display instrument for constant analog display of the engine speed

The assemblies in the control consoles are connected via the PCS-5 field bus (loopedthrough Local Operating Panel LOP 1).

This also applies to Remote Control System RCS-5. All Remote Control System compo-nents are integrated in the control lever which is connected to the redundant PCS-5 fieldbus via two CAN interfaces.

Signal input and output is realized via PIM Peripheral Interface Modules equipped with theappropriate printed circuit boards.

In this application, electrical connections between the individual installation locations onboard ship (engine room, main control console, auxiliary control console) merely comprisethe PCS-5 field bus, the power supply and the emergency stop function (hard-wired).


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Reference documentationAppendix

Page 53FRIEDRICHSHAFEN

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Appendix

Reference documentation

Appendix54Page Reference documentationFRIEDRICHSHAFEN

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Reference documentation

Refer to the following MTU manuals for detailed information about the individual assem-blies included in or used in conjunction with Propulsion Control System PCS:

E 531 691 Engine Control Unit ECU 4

E 531 686 Engine Monitoring Unit EMU 1

E 531 687 Local Operating Panel LOP 1

E 531 689 Gear Control Unit GCU 1

E 531 690 Gear Control and Monitoring Unit GCU/GMU 1

E 531 712 PCS-5 safety aspects with FMEA

HOMETitleGuideTable of contentsAbbreviationsGeneral information about documentation

1 Introduction1.1 Possible applications of Propulsion Control System PCS-51.2 Integration of Propulsion Control System PCS-5 in other MTU systems

2 Overview2.1 Features of Propulsion Control System PCS-52.2 Possible applications of Propulsion Control System PCS-52.3 Component parts of Propulsion Control System PCS-5 (maximum configuration)2.4 Overview of field bus systems2.4.1 PCS field bus2.4.2 RCS field bus

2.5 Overview of safety features

3 Structure and function3.1 Assemblies of Propulsion Control System PCS-53.1.1 Engine-mounted assemblies3.1.1.1 Engine Control Unit ECU 43.1.1.2 Engine Monitoring Unit EMU 1

3.1.2 Assemblies for gear control and monitoring3.1.2.1 Gear Control Unit GCU 13.1.2.2 Gear Monitoring Unit GMU 1

3.1.3 Assemblies for waterjet/propeller control and monitoring3.1.3.1 Waterjet/Propeller Control Unit PCU

3.1.4 Superordinate assemblies3.1.4.1 Local Operating Panel LOP 13.1.4.2 Dialog unit (option)

3.2 Monitoring regulation control3.2.1 Monitoring3.2.2 Error and alarm handling3.2.3 Regulation3.2.3.1 Speed/injection governing3.2.3.2 Nominal speed value handling3.2.3.3 Power limitation

3.2.4 Control3.2.4.1 Engine start3.2.4.2 Emergency engine start3.2.4.3 Engine stop3.2.4.4 Emergency engine stop3.2.4.5 Charger control3.2.4.6 Cylinder cutout3.2.4.7 Gear control3.2.4.8 Clutch command handling

3.2.5 Power supply3.2.6 FMEA (failure mode and effect analysis)

3.3 Bus systems/communication technology3.3.1 The CAN bus3.3.2 Network management3.3.3 Redundant switching

4 Safety features4.1 Safety functions of Propulsion Control System PCS-54.2 Safety system SISY4.2.1 Safety system SISY assemblies4.2.2 Functions of safety system SISY4.2.2.1 Activities of the safety system4.2.2.2 Safety shutdowns

4.2.3 Safety system override

4.3 Integral Test System (ITS)4.3.1 Monitoring internal electronics4.3.2 Monitoring sensors/actuators4.3.3 Monitoring bus communication

5 Integration5.1 Propulsion Control System PCS-5 scopes of supply5.1.1 Monitoring I PCS-5 standard scope5.1.2 Monitoring II PCS-5 fulfilling classification standards

5.2 Propulsion Control System PCS-5 in conjunction with superordinate systems5.2.1 Propulsion Control System PCS-5 with MCS-5 Type 15.2.2 Propulsion Control System PCS-5 with MCS-5 Type 25.2.3 Propulsion Control System PCS-5 with interfaces for external systems5.2.4 Propulsion Control System PCS-5 with MCS-5 Type 1 and RCS-5

Appendix

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