Propulsion Control SystemPCS-5 DDC/MTU Series 2000 Marine applications Documentation Part 1 D Structure and function E 531 730 / 00 E assuring you certification: Quality assurance in design/development, production, installation and service conformity: – Guideline 73/23/EEC – Low voltage guideline – dated February 19, 1973 with amendment dated July 22, 1993 (guideline 93/68/EEC) – Guideline 89/336/EEC – Guideline on electromagnetic compatibility – dated May 3, 1989 with amendment dated April 28, 1992 (guideline 92/31/EEC) CE conformity is influenced if the product is installed incorrectly, an assembly or system is misused and/or genuine MTU components are not used. Das Handbuch ist zur Vermeidung von Störungen oder Schäden beim Betrieb zu beachten und daher vom Betreiber dem jeweiligen Wartungs- und Bedienungspersonal zur Verfügung zu stellen. Außerhalb dieses Verwendungszwecks darf das Handbuch ohne unsere vorherige Zustimmung nicht benutzt, vervielfältigt oder Dritten sonstwie zugänglich gemacht werden. Änderungen 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 être observé en vue d’éviter des incidents ou des endommagements pendant le service. Aussi recommandons-nous à l’exploitant de le mettre à la disposition du personnel chargé de l’entretien et de la conduite. En dehors de cet usage, le manuel ne pourra être utilisé ni reproduit ou rendu accessible de quelque autre manière à des tiers, sans notre consentement préalable. Nous nous réservons le droit d’entreprendre toute modification. El Manual debe tenerse presente para evitar anomalias o daños durante el servicio, y, por dicho motivo, el usuario debe ponerlo a disposición del personal de mantenimiento y de servicio. Fuera de este fin de aplicación, 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 usuário deberá cuidar de que o Manual esteja sempre à disposição do pessoal encarregado com a manutenção e operação. Além desta sua finalidade, o Manual não deverá, sob qualquer pretexto, ser reproduzido parcial ou totalmente ou franqueado a terceiros sem prévia e expressa autorização de nossa parte. Reservamo-nos o direito de proceder modificações. 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 è ammesso impiegare il manuale per scopi diversi, riprodurlo o metterlo a disposizione di terzi. Con riserva di modifiche. Käyttöhäiriöiden ja teknisten vaurioiden välttämiseksi on noudatettava käsikirjassa annettuja ohjeita, joten kirja on luovutettava huoltoja käyttöhenkilökunnan käyttöön. Käsikirjaa ei saa ilman sen laatijan lupaa käyttää muuhun tarkoitukseen, monistaa tai luovuttaa ulkopuolisille. Oikeudet muutoksiin pidätetään. 61 23 .und Turbinen-Union Friedrichshafen GmbH 88040 Friedrichshafen / Germany Phone (0 75 41) 90 . 1998 MTU Motoren.0 Telex 7 34 280 – 50 mt d Telefax (0 75 41) 90 . . . . . . . . . . . . . . . . .1 Features of Propulsion Control System PCS-5 . . . .1 Engine Control Unit ECU 4 . . . . 19 3. . . . . . 17 3. . . . . . . 9 2. . . . . . . . . . .2 Assemblies for gear control and monitoring . . . . . 4 2 Overview .1. . .2 Possible applications of Propulsion Control System PCS-5 . . . . . . . . . . . . . . . . . . . .1. . . . . . . . . . .1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 2. . .1 Waterjet/Propeller Control Unit PCU . . .2 RCS field bus . . . . . . . 8 2. . . . . . . . . . . . . . . . . .1 Local Operating Panel LOP 1 . . . . .1 Engine-mounted assemblies . . . . .1 PCS field bus . . . . . . . . . . . . . . . . . . . . . . . 19 3. . . . . . . . . . . . . . . . . . .1. . . . I Abbreviations . . . . .3 Assemblies for waterjet/propeller control and monitoring . . . . . . . . . . . . . . . .5 Overview of safety features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 3.2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Assemblies of Propulsion Control System PCS-5 . . . . . . . .1. . . . . . . . . . . . . . . . . . . . . .2 Gear Monitoring Unit GMU 1 . . . . . . . 8 2. . . . . . . . . . 16 3. . .98 – . . . .4.3 Component parts of Propulsion Control System PCS-5 (maximum configuration) .4 Overview of field bus systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1. . . . . . . . . .3. . . . . . . . . . . . .1. . . . . . . . . . . . .1. . . . . . . . . . . . . . . . . . . 21 E 531 730 / 00 E – 03. . . . . . . .1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 3. . . . . . . . . . . . . . . . . . . . 13 3. . . V 1 Introduction . . . . . . . . . . . . . . . . . .2 Dialog unit (option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Gear Control Unit GCU 1 . . . . . . . . . .4. . . . . . . . . . . . 9 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Possible applications of Propulsion Control System PCS-5 . . . . . . . . . . . . . . . . . . . .1. . . . . . . . . . . . . . . . . . . . . . 9 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Integration of Propulsion Control System PCS-5 in other MTU systems . . 14 3. . 12 3. . . 18 3. . . . . . . . .4. . . . . . . . . . . . . . . . . . . . . . . . . 3 1. . 10 3 Structure and function . . . . . . . . . . . 2 1. . . . . . . .4 Superordinate assemblies . . . . . . . . . . . .2. . 6 2. . . .4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1. . . . . . . . . . . . . . . . . . . . . . . . . . . IV General information about documentation . . . . . . . . . 13 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Engine Monitoring Unit EMU 1 . .1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1. . . . . . . . . . . . . . . .Guide Page I FRIEDRICHSHAFEN Table of contents Table of contents . . . . . . . . . . . . . . . . 23 3. . . . . . . . . . . . . . . . . . .1 The CAN bus . . . . . . .98 – E 531 730 / 00 E . . . . . . . . . . . . . . . . . . . . . . . . .2. . . . . . . . . . . .4 Control . . . . . . . . . . .1 Speed/injection governing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Bus systems/communication technology .3. . . . . . . . . 22 3. . .2. . . . . . . . 27 3. . . 35 3. . . . . . . . . . . . .4. . . . . . . . 35 – 03. 31 3. .2. . . .2. . . . . . . . . . .2. . . . . . . . . . . . . .7 Gear control . . . . .2. . . . . . . . . . . . . . . . . . . . . . 34 3. . .2. . . . . . . . . . . .2. . . . . . . . . . . . . . . . . . . . 25 3. . . . . . . . . . . . . . . . . . . .3. . . . . . . . . . . . . . . . . . . . 34 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4. . . . . . .3 Power limitation . . . . . . . . . . . . . . . .2. . . . . . . . . . . . . . . .2. . . . . . . . . . . . . . . .2. . . . . . . . 33 3. . . . . . . . . .2 Error and alarm handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 FMEA (failure mode and effect analysis) .2.2. . . . . . . . . . .Page II Guide FRIEDRICHSHAFEN Table of contents (cont. . . .3 Engine stop . . . . . .4. . . . . . . . . . . . . . . . . . . . .2 Nominal speed value handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4. . . . . . . . . . . . .2.4. . . . . 26 3. . . . . . . . . . . . . . . . . . . 29 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Regulation . . . . . . . . . . . . . .6 Cylinder cutout . . . . .) 3. . . .1 Engine start . . . . . .2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 3. . . . . . . . . . . . . . . . . . . . . . . . 31 3. . . . . . . . . . . . . .4. . . . . . . . . . . . . . . . . 24 3. . . . . . . . . . . . . . . . . . . . . . . .5 Charger control . . . . . . . . . . .3. . .2 Emergency engine start . . . 32 3. 30 3. . . . . . . . . . . . . . . . .2 Monitoring – regulation – control . .1 Monitoring . . .2 Network management . . . .3. . . . . . . . . . . . . .5 Power supply . . . . . . . . . . . . . . . . . . . . 28 3. . . . . . . . . . . . . . . . . . .8 Clutch command handling . . . . . . . . . . . . . . . . . 25 3. . . . . . . . . . . . . . .4. . . . . . . . . . . . . . .4. . . . .3 Redundant switching . . . . . 25 3. . . . . . . . . . . . . . .3. . . . . 31 3.2. . . . . . . . . . . .4 Emergency engine stop . . . . . . . . . . . . . . .2. . . . . . . . . . . . 28 3. . . . . . . . . . .3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Propulsion Control System PCS-5 scopes of supply . . . . . . .2 Propulsion Control System PCS-5 with MCS-5 Type 2 . . . . . . . . 48 5. . . . . . . . . . . . . . .3 Safety system override . . . . . . . . . . . . 53 E 531 730 / 00 E – 03. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 5. . . . . . . . . . . . . .1 Propulsion Control System PCS-5 with MCS-5 Type 1 . . . . . . . .2. . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Activities of the safety system . . . . . . . . . . . . . . . . . . . . . . . 40 4. .3 Integral Test System (ITS) . . . . . . . . . . . . . .2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .) 4 Safety features . . . . 42 4. . . .2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Safety shutdowns . . . . 38 4. . . . . . . . . . . . . . . . . . . . . . . . .2 Monitoring II – PCS-5 fulfilling classification standards . . .1. . . . . 41 4. . . . . . . . . . . . 42 4. . . . . . .1. . . . . . . . . . . . . . . .1 Monitoring I – PCS-5 standard scope . . . . . . . . . . . . . . . .3. . . . . . . . .Guide Page III FRIEDRICHSHAFEN Table of contents (cont. .2 Functions of safety system SISY . . . . . . . . . . . . 50 Appendix . . . . . . . 45 5. . . . . . . . . . . . . . . . . . .2 Propulsion Control System PCS-5 in conjunction with superordinate systems . . . . . . . . . . . . . . . . . . . . . . . . . 47 5.3. . . . . . . 42 4. . . .2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 Propulsion Control System PCS-5 with MCS-5 Type 1 and RCS-5 . .1 Monitoring internal electronics . . . . . . . .3 Monitoring bus communication . . . . . . . . . . . . . . . . . . . 42 5 Integration . . . . 45 5. . . . 38 4. . . . . . . . . . . .2. 41 4. . . . . .98 – . .3 Propulsion Control System PCS-5 with interfaces for external systems . . . . . . . . 49 5. . . . . . . .2.1 Safety system SISY assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 4. . . . . . . . .2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3. . . . . . . . . .2. . . . . 41 4. . . . . . . . . . . . . . . . . . . . . . . . 46 5. . . . .2. . . . . . . .2. . . . . . .2. . . 39 4. . . . . .2 Monitoring sensors/actuators . . . . .2 Safety system SISY . . . . . .1 Safety functions of Propulsion Control System PCS-5 . . . . . . . . . . . . . . . . . . . Page IV Guide FRIEDRICHSHAFEN Abbreviations BR Baureihe, series (in this case engine series) CAN Controller Area Network (bus designation) ECS Engine Control System ECU Engine Control Unit EMU Engine Monitoring Unit (additional monitoring unit) FPP Fixed Pitch Propeller GCU Gear Control Unit GMU Gear Monitoring Unit LOP Local Operating Panel MCS Monitoring and Control System MTU Motoren- und Turbinen-Union PCS Propulsion Control System PCU Propeller Control Unit PIM Peripheral Interface Module PPS Programmable Process Station RCS Remote Control System RS422 Recommended Standard (interface standard) SCL Single Control Lever SDAF Shut Down Air Flap SISY Sicherheitssystem, safety system – 03.98 – E 531 730 / 00 E Guide Page FRIEDRICHSHAFEN General information about documentation Documentation structure Documentation Part 1 Target group Structure and function Operating personnel, plant personnel 2 Operation Operating personnel 3 Maintenance and repair (Plant personnel) Maintenance and repair (Service personnel) Illustrated parts catalog Order-specific adaptation Installation Operating personnel, plant personnel 4 5 6 7 Note: Title/contents Electronics service personnel familiar with the plant Operating, service and logistics personnel Electronics service personnel Electromechanical specialists Not all documentation parts are written for every product! Required knowledge To understand each part of the documentation, we recommend reading the preceding parts, if applicable. Reference numbers and reference lines Details 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 figure number and, separated by an oblique, the reference number of the detail are written in brackets. 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 be seen in the figure. E 531 730 / 00 E – 03.98 – V Page VI Guide FRIEDRICHSHAFEN Conventions for symbols Rectification of a fault marked with this symbol either requires the customer’s 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 ship’s 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 performed on other assemblies or equipment with reference to the relevant documentation. Refer to other MTU manuals for more information. Note: Additional information provided for reasons of clarity (e.g. if an explanation is of an exemplary nature only). ' Fig. X Refer to fig. X for more information (cross reference to a figure). – 03.98 – E 531 730 / 00 E Chapter 1 Introduction FRIEDRICHSHAFEN Chapter 1 Introduction E 531 730 / 00 E – 03.98 – Page 1 . n Few basic components n n Reduced spare part stockkeeping n Type-approved devices n Straightforward maintenance n ISO 9001 n Substantially reduced training requirements n EMC n CE certification 1: Software quality assurance PCS-5: Characteristics PCS-5 Stands for “Propulsion Control System 5th generation” Is the name of MTU’s 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 simple yacht propulsion plants right up to sophisticated multiple shaft systems. PCS-5 – a step in the right direction – 03.Chapter 1 Page Introduction 2 1 FRIEDRICHSHAFEN Introduction Technology Reliability n High-quality components n Hierarchical structure n Modular sub-system structure n Easily upgraded n High processing speed n Integral user information system n Self-test system ITS n Redundant field bus system n Distributed intelligence n FMEA n High availability PCS 5 characteristics Quality Logistics Fig. PCS-5 is used in conjunction with MTU/DDC Series 4000. DDC/MTU Series 2000 and others.98 – E 531 730 / 00 E . Even complex propulsion systems can be realized using just a few standardized modules. 2: Power units Vehicles Railway applications 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. E 531 730 / 00 E – 03.98 – . Reference documentation: Refer to the relevant engine and unit manuals for more information about their respective features. functions and structure (see appendix).1 3 Possible applications of Propulsion Control System PCS-5 PCS-5 applications Operator User Operator inputs Display Alarms Propulsion Control System PCS-5 Acquisition Control Sensors Actuators Engine Plant Marine propulsion plants Fig.Chapter 1 Introduction Page FRIEDRICHSHAFEN 1. user interface for monitoring and controlling the entire system – 03.2 FRIEDRICHSHAFEN Integration of Propulsion Control System PCS-5 in other MTU systems MCS-5 RCS-5 PCS-5 Fig.98 – E 531 730 / 00 E .Chapter 1 Page Introduction 4 1. 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-5 Monitoring and Control System including process visualization. Chapter 2 Overview FRIEDRICHSHAFEN Chapter 2 Overview E 531 730 / 00 E – 03.98 – Page 5 . its PCS-5 may be configured differently to those of the port and starboard engines. One PCS-5 Propulsion Control System is used for each propulsion line.98 – E 531 730 / 00 E . If the ship is equipped with a middle engine. The scope of the Propulsion Control System PCS-5 is highlighted by the frames in the figure. the two PCS-5 Propulsion Control Systems are identical. If the ship is equipped with two symmetrical shafts (port and starboard propulsion lines). 4: ECU GCU/GMU ÁÁÁÁ ÁÁÁÁ ÁÁÁÁ ÁÁÁÁ ÁÁÁÁ Â Á ÁÁ Á Á ÁÁ Á ÁÁÁÁ ÁÁÁÁ ÁÁÁÁÁÁÁÁ Â Á ÁÁ ÁÁ Á Á Á ÁÁÁÁÁÁÁÁ Configuration of a twin shaft propulsion plant – 03. Figure 4 is a schematic representation showing the integration of PCS-5 in a twin shaft propulsion plant including Remote Control System RCS and Monitoring and Control System MCS. ÁÁÁÁÁÁÁ ÁÁÁÁÁÁÁ ÁÁÁÁÁÁÁ MCS-5 PCS field bus RCS-5 RCS-5 RCS coordination field bus PCS-5 Port PCS field bus PCS-5 Starboard PCS field bus EMU PCU EMU ECU GCU/GMU PCU LOP LOP ÁÁÁÁ ÁÁÁÁ ÁÁÁÁ ÁÁÁÁ ÁÁÁÁ Â Á Á Á ÁÁ ÁÁÁÁ ÁÁÁÁ ÁÁÁÁÁÁÁÁ Â Á ÁÁ Á Á ÁÁÁÁÁÁÁÁ Fig.Chapter 2 Page Overview 6 2 FRIEDRICHSHAFEN Overview Propulsion Control System PCS-5 for marine propulsion plants is located in the engine room. superordinate system) Remote Control System (option.1 Page 7 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 optimized with 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 components engine. 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 additional 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 downloading of programs and parameters from a PC E 531 730 / 00 E – 03. gearbox and waterjet or propeller Operation by – – – Local Operating Panel (Local mode). a part of PCS-5 Monitoring and Control System (option.Chapter 2 Overview FRIEDRICHSHAFEN 2.98 – . 1. 3. – 03. 3.2 FRIEDRICHSHAFEN Possible applications of Propulsion Control System PCS-5 The Propulsion Control System may be used in a multitude of applications. analysis and servicing (option): Dialog unit (see chap. 3.1. 3.2.4.1.1) For commissioning.1.1.3 Component parts of Propulsion Control System PCS-5 (maximum configuration) The following assemblies are included in the maximum scope of supply of Propulsion Control System PCS-5 for one propulsion line: Engine Control Unit ECU 4 (see chap. but mainly for the 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) 2.2) Local Operating Panel LOP 1 (see chap.1.2) Propeller Control Unit PCU (see chap. 5) also show the minimum configuration for operation in conjunction with an DDC/MTU Series 2000 engine.2.1.1.1.2) The various examples (see chap. 3.1) Gear Control Unit GCU 1 (see chap.3.1) Independent Gear Monitoring Unit GMU 1 (see chap.98 – E 531 730 / 00 E .4. 3.1) Independent Engine Monitoring Unit EMU 1 (see chap. 3.Chapter 2 Page Overview 8 2. Chapter 2 Overview FRIEDRICHSHAFEN 2.4. signals relevant to engine control). This results in a logical and physical separation of the PCS-5 and RCS-5 systems.4 Overview of field bus systems 2.2 RCS field bus Reference documentation: Function and tasks of the RCS field bus are described in “Propulsion plant Remote Control System RCS-5 FPP/B” Part 1. Transmission of data between PCS-5 units for further processing or output of transmitted process values (e. E 531 730 / 00 E – 03.4. The PCS field bus is of redundant design and has a decentralized network structure. The interface to RCS-5 is a CAN/CAN gateway on combined systems or by direct link. The interface to MCS-5 is realized by a Programmable Process Station PPS. 2. Logical and physical separation of the PCS-5 and MCS 5 systems is also featured here. document no. E 531 661. Transmission of measured and limit values from the PCS units to the Monitoring and Control System MCS-5.g. Emphasis is placed on separating logic (separating data) possible on both versions.98 – .1 PCS field bus Page 9 The PCS field bus has the following tasks: Transmission of process values and control commands for the superordinate control system RCS-5. 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. 4. bus communication. monitoring and safety circuits Redundant safety circuits with reciprocal monitoring – 03.2). 4. sensors/ actuators and power supply (see chap.g. monitored power supply Safety-relevant signals (e.5 Overview FRIEDRICHSHAFEN Overview of safety features An extensive range of safety features is included in PCS-5 to protect propulsion components and increase operational reliability: Safety system SISY to protect the engine (see chap. Integral Test System ITS to monitor electronics.Chapter 2 Page 10 2. emergency stop) parallel wired Redundant field bus system Functional separation of control. Independent monitoring equipment for each propulsion component Multi-circuit.3).98 – E 531 730 / 00 E . 98 – Page 11 .Chapter 3 Structure and function FRIEDRICHSHAFEN Chapter 3 Structure and function E 531 730 / 00 E – 03. these assemblies are superordinate to the overall propulsion plant (engine.98 – E 531 730 / 00 E .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 the gear (including the clutch) Waterjet/propeller assemblies Includes all assemblies required for monitoring and controlling the actual propulsion components (waterjet drive or controllable pitch propeller) Superordinate assemblies A number of assemblies are used for central functions or provide functions for a range of equipment. waterjet or propeller). – 03. gear. They are primarily: – Local Operating Panel LOP 1 – Dialog unit These assemblies and their functions are described briefly in the chapters below.Chapter 3 Page Structure and function 12 FRIEDRICHSHAFEN 3 Structure and function 3. 1 Engine-mounted assemblies 3.1.1 Engine Control Unit ECU 4 Fig. Engine Control Unit ECU 4 5: Page 13 Use The ECU 4 assembly is a speed and injection governor for DDC/MTU Series 2000.1.98 – .Chapter 3 Structure and function FRIEDRICHSHAFEN 3. It is mounted 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 E 531 730 / 00 E – 03.1. DDC/MTU Series 2000. document no. E 531 691 for a detailed description of this assembly and its functions. Furthermore.1.Chapter 3 Page Structure and function 14 FRIEDRICHSHAFEN 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.2 Engine Monitoring Unit EMU 1 Fig. it has a second. One ECB 4 printed circuit board is located inside the housing. it incorporates all the electronic components (with the exception of the smoothing capacitor). – 03. Engine Monitoring Unit EMU 1 6: Use Engine Monitoring Unit EMU 1 extends the range of measuring points provided by Engine Control Unit ECU 4. Documentation Part 1. Marine applications”. Reference documentation: Refer to “Engine Control Unit Type ECU 4.1. 3.98 – E 531 730 / 00 E . independent safety system to protect the engine. Reference documentation: Refer to “Engine Monitoring Unit Type EMU 1. One EMB 1 printed circuit board is located inside the housing.Chapter 3 Structure and function FRIEDRICHSHAFEN Page 15 Engine Monitoring Unit EMU 1 features: Speed. level. It can be attached to Engine Control Unit ECU 4 using the threaded bores provided. Documentation Part 1. E 531 686 for a detailed description of this assembly and its functions.98 – . 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. MTU/DDC Series 4000 and DDC/MTU Series 2000. document no. E 531 730 / 00 E – 03. it incorporates all the electronic components. Marine applications”. 1 Gear Control Unit GCU 1 Fig.2 Assemblies for gear control and monitoring 3. interlocks etc.98 – E 531 730 / 00 E . E 531 689 for a detailed description of this assembly and its functions. MTU/DDC Series 4000 and DDC/MTU Series 2000. It is installed in the engine room generally in the vicinity of the Local Operating Panel. 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.1.2.1. Marine applications”. Gear Control Unit GCU 1 7: Use Gear Control Unit GCU 1 is used to control gear functions and for basic gear monitoring. Reference documentation: Refer to “Gear Control Unit GCU 1. Gear Control Unit GCU 1 features: Execution of gear control commands from the CAN bus on clutch valves Logic operations – control commands. document no. – 03. Documentation Part 1. A cable entry plate is provided on the bottom of the housing for the ship’s wiring to sensors and actuators on the gear.Chapter 3 Page Structure and function 16 FRIEDRICHSHAFEN 3. MTU/DDC Series 4000 and DDC/MTU Series 2000.Chapter 3 Structure and function FRIEDRICHSHAFEN 3.1. Reference documentation: Refer to “Gear Control and Monitoring Unit GCU/GMU 1.98 – . E 531 690 for a detailed description of the entire assembly and all functions. The (additional) Gear Monitoring Unit GMU 1 extends Gear Control Unit GCU 1 forming the assembly referred to as “Gear Control and Monitoring Unit GCU/ GMU 1”. Part 1.2. independent safety system to protect the gear. it includes a second.2. 3.2 Gear Monitoring Unit GMU 1 Fig. Furthermore. E 531 730 / 00 E – 03. document no. 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.1. Marine applications”.1). Gear Monitoring Unit GMU 1 8: Page 17 Use Gear Monitoring Unit GMU 1 extends the range of measuring points provided by Gear Control Unit GCU 1. 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.Chapter 3 Page 18 Structure and function FRIEDRICHSHAFEN 3.3.1. It features: Execution of control commands from the CAN bus Logic operations – control commands. MTU/DDC Series 4000 and DDC/MTU Series 2000”. Propeller Control Unit PCU is intended for installation in the vicinity of the ship’s propulsion plant. the respective propulsion components can be monitored with the aid of Propeller Control Unit PCU. interlocks etc.1. Documentation Part 1 for a detailed description of this assembly and its functions.1 Waterjet/Propeller Control Unit PCU Fig. – 03. Furthermore.98 – E 531 730 / 00 E .3 Assemblies for waterjet/propeller control and monitoring 3. Waterjet/Propeller Control Unit PCU (example: Terminal box type 2) 9: Use Propeller Control Unit PCU is used to control propellers (on CPP systems) and waterjet functions (on WJ systems). Reference documentation: Refer to “Waterjet/Propeller Control Unit PCU. On smaller ships with limited access to the engine room.4 Superordinate assemblies 3. E 531 730 / 00 E – 03.4. 10 : Local Operating Panel LOP 1 Page 19 Use Local Operating Panel LOP 1 is an emergency control console (Local Control Unit) installed in the vicinity of the engine.Chapter 3 Structure and function FRIEDRICHSHAFEN 3. the Local Operating Panel can also be installed outside the engine room. Local Operating Panel LOP 1 is normally located in the engine room in the vicinity of the engine. The Local Operating Panel houses numerous components such as the LCU (Local Control Unit).1. LMU (Local Monitoring Unit) and the CIB (Connecting Interface Board).98 – .1 Local Operating Panel LOP 1 Fig.1. Marine applications”. 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. start air pressure.g. – 03. Sockets are provided on one side of the housing for connecting prefabricated cables to Engine Control Unit ECU 4 and Engine Monitoring Unit EMU 1 on the engine and for Gear Control and Monitoring Unit GCU 1 or GCU/GMU 1 in the engine room. The following assemblies are integrated in the 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. e. E 531 687 for a detailed description of this assembly and its functions.Chapter 3 Page Structure and function 20 FRIEDRICHSHAFEN 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. MTU/DDC Series 4000 and DDC/ MTU Series 2000. Documentation Part 1. water level in fuel prefilter Structure Local Operating Panel LOP 1 is installed in a steel housing. document no.98 – E 531 730 / 00 E . A cable entry plate is installed on the bottom of the housing for ship’s cabling for the devices and sensors in the engine room and the superordinate systems in the control consoles. exhaust backpressure. portable PC with printer and peripheral connections. E 531 438 for a detailed description of this unit and its functions.98 – . diagnosing and updating software of the assemblies of Propulsion Control System PCS-5. Documentation Part 1. All components are ready for use in a handy case. Reference documentation: Refer to “Portable dialog unit”. 11 : Dialog unit Page 21 Use The dialog unit is an aid to servicing or evaluating. E 531 730 / 00 E – 03.2 Dialog unit (option) Fig. 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.4. document no.1.Chapter 3 Structure and function FRIEDRICHSHAFEN 3. 1.Chapter 3 Page Structure and function 22 3.98 – E 531 730 / 00 E . Monitoring Regulation of operating values Engine speed Injection pressure Injection timing Power limitation Temperatures Pressures Speeds Levels Control Start/stop/emergency stop Charger switching Cylinder cutout Clutch/gear Fig.1. These parts of Propulsion Control System PCS-5 are installed directly on the engine as their respective functions are purely related to the engine. Control and monitoring of the other propulsion components (gear. 3.1) and Engine Monitoring Unit EMU 1 (see chap.2 FRIEDRICHSHAFEN Monitoring – regulation – control The functions of Propulsion Control System PCS-5 can be divided into three groups: Monitoring Regulation Control In addition. 3. propeller or waterjet and shaft) are realized by the additional assemblies Gear Control Unit GCU.1.2). Gear Monitoring Unit GMU and Propeller Control Unit PCU. – 03. there is a safety circuit to protect the engine. 12 : Monitoring – regulation – control The engine monitoring and regulation functions are realized by the parts of Propulsion Control System PCS-5 referred to as Engine Control Unit ECU 4 (see chap.1. The following operating 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 the type and priority of the measured values. emergency shutdowns and reduced service.Chapter 3 Structure and function FRIEDRICHSHAFEN 3. Safety circuit If necessary. E 531 730 / 00 E – 03.2.98 – .g. Malfunctions and limit value violations which are detected result in an alarm. Propulsion Control System PCS-5 automatically takes measures to maintain operability or protect the engine. The Integral Test System constantly monitors operation of the hardware and software of Propulsion Control System PCS-5. Vital measured values and individual alarms can be transmitted to a superordinate Monitoring and Control System via the PCS-5 field bus. Propulsion Control System PCS-5 also detects and signals sensor failure.1 Page 23 Monitoring The monitoring system is intended to inform the operator about the current state of the plant. Combined alarms are also signalled audibly and visually here. Vital measured values are shown on the display of Local Operating Panel LOP 1. e. Propulsion Control System PCS-5 monitors limit values defined by the manufacturer at measuring points on the engine and other propulsion components. first limit value violated) Alarms are indicative of serious malfunctions leading to restricted operation or failure of one or more components (e. Warnings and alarms may be caused in the target system (e. They are grouped into two alarm levels. is no longer present and the memory is reset) – 03.98 – E 531 730 / 00 E .g.2 Structure and function 24 FRIEDRICHSHAFEN Error and alarm handling An alarm occurring anywhere in the system is indicated after a maximum of 2 s.2. namely yellow and red alarm. second limit value violation).Chapter 3 Page 3. 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. Warnings are indicative of minor faults or represent a prewarning of an alarm (e.g. Alarms are divided into three priorities within the system. for display on the process visualization system.g. 3.3.3 Regulation 3. 20 mA) and binary up/down inputs are provided for connecting remote control systems produced by other manufacturers..98 – .1 Speed/injection governing Page 25 The engine speed governor integrated in Engine Control Unit ECU 4 has the following functions: 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.. e. The nominal speed is set via the CAN bus under normal operating conditions (with Remote Control System RCS-5 connected). power limitation by limiting the amount of fuel injected depending on certain operating values and conditions.2. An analog input (4 mA .2. It is possible to switch between analog and binary speed setting using a separate binary input. E 531 730 / 00 E – 03.2 Nominal speed value handling The speed setting (= nominal speed value) is the reference variable for the engine speed control loop. 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.Chapter 3 Structure and function FRIEDRICHSHAFEN 3.2. exhaust emission values and fuel consumption Protecting the engine against overloading Engine governing incorporates protective functions for the engine.g. g. protect the engine against overloading and optimize the exhaust emission values. e. 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 – 03.98 – E 531 730 / 00 E .Chapter 3 Page Structure and function 26 3.3.2. Engine Control Unit ECU 4 determines the maximum injection quantity on the basis of preset and saved engine characteristic maps. variable fuel injection limits.3 FRIEDRICHSHAFEN Power limitation Dynamic quantity limits. 2. 13 : Electronic control Propulsion Control System PCS-5 controls the following sequences and procedures automatically on the basis of system settings or commands entered manually at the Local Operating Panel or Remote Control System: Start/stop/emergency stop Cutting exhaust turbocharger ETC 2 in and out Cylinder cutout Clutch and gear E 531 730 / 00 E – 03.98 – .Chapter 3 Structure and function Page FRIEDRICHSHAFEN 3.4 27 Control Propulsion control settings Control command Manual command input Remote control setting Feedback Start/stop/emergency stop Control functions of Propulsion Control System PCS-5 Control command Feedback Charger switching Cylinder cutout Clutch/gear Fig. 4. This module is located on printed circuit board CIB 3 in the Local Operating Panel. It starts the engine in case of emergency disregarding some of the starting requirements.2. Furthermore. Manual starts Local LOP MCS Start LOP Local Start MCS Gear neutral & & w1 SDAF closed (option) 1 External start interlock 1 & Start sequence Note: The gear neutral and SDAF closed signals are ignored when the override signal is active. Ready for operation Fig.2. 15 : Simplified emergency start logic diagram – 03.4.98 – E 531 730 / 00 E . Manual emergency start External & Emergency start External start interlock 1 Emergency start sequence Ready for operation Fig.2 Emergency engine start An emergency start function is integrated in PCS-5. no external start interlock may be applied. 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.Chapter 3 Page Structure and function 28 3.1 FRIEDRICHSHAFEN Engine start Starting is controlled by a PAL-programmed sequence. The only exception is the “Ready for operation” signal which must be given by the operator. 16 : Engine stop and disengagement 1 Simplified stop logic diagram The stop command is output to Engine Control Unit ECU 4 which subsequently shuts off fuel injection.3 Engine stop Manual stops Local Stop LOP LOP Local Stop MCS MCS & & w1 Automatic stops EMU Stop GCU Stop GMU Stop ECU Stop w w 11 SDAF closed (option) & Override Fig.4.2. Error messages from priming and flame start units (if provided) are ignored.98 – . An external pushbutton is required for the “Emergency engine start” function. A disengagement command is output to Remote Control System RCS and Gear Control Unit GCU 1 parallel to the stop command to Engine Control Unit ECU 4. E 531 730 / 00 E – 03. 3.Chapter 3 Structure and function Page FRIEDRICHSHAFEN 29 The gear/clutch is automatically disengaged if necessary during an emergency start. 17 : w w 11 Stop and disengagement Emergency stop SDAF activation or De-energization of ECU Emergency stop Simplified emergency stop logic diagram An engine stop and disengagement signal is simultaneously output with the emergency stop signal. All connections pertaining to the emergency stop signal flow are wired in parallel.4.2. emergency stopping is realized by: De-energizing Engine Control Unit ECU 4 Activating the shut down air flap(s) Manual emergency stops MCS Manual emergency stop LOP Manual emergency stop Automatic emergency stops ECU ECU emergency stop EMU EMU emergency stop Extern. Fig. an emergency stop signal is transmitted from Engine Control Unit ECU 4 and/or Monitoring Unit EMU 1 to Connecting Interface Board CIB 3 which then activates the emergency shutdown.Chapter 3 Page Structure and function 30 3. In the case of an automatic emergency shutdown (overspeeding). The emergency shutdown is controlled by Connecting Interface Board CIB 3.4 FRIEDRICHSHAFEN Emergency engine stop An emergency engine stop is executed unconditionally when an emergency stop signal is detected. A separate protected and monitored undervoltage supplies the emergency stop circuit. – 03. Depending on the accessories fitted on the engine.98 – E 531 730 / 00 E . Documentation Part 1. Reference documentation: Refer to “Engine Control Unit Type ECU 4. Documentation Part 1. 3.4. document no. The clutch setting (command) can be switched 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. document no.Chapter 3 Structure and function FRIEDRICHSHAFEN 3. Reference documentation: Refer to “Engine Control Unit Type ECU 4.4. E 531 689 for a detailed description of these functions. MTU/DDC Series 4000 and DDC/MTU Series 2000. DDC/MTU Series 2000.6 Cylinder cutout Individual cylinders may be deactivated in certain operating ranges.2.8 Clutch command handling Clutch commands are usually set via CAN bus communication (when Remote Control System RCS-5 is connected). E 531 685 for a detailed description of cylinder cutout control functions. 3.2. MTU/DDC Series 4000. Binary clutch inputs are provided for remote control systems produced by other manufacturers.2. E 531 691 for a detailed description of charger control functions.7 Gear control Gear control is effected by the GCU 1 assembly. Marine applications”. Documentation Part 1. E 531 730 / 00 E – 03.5 Page 31 Charger control The exhaust turbochargers supply the diesel engine with the quantity of air required for combustion at overpressure. Marine applications”.4.4. 3.98 – . Marine applications”. document no.2. 5 FRIEDRICHSHAFEN Power supply Main supply Emergency supply PCS-5 LCU Local Control Unit LMU Local Monitoring Unit MCS main control console MCS aux. are monitored by electronic circuits.Chapter 3 Page Structure and function 32 3. control consoles Dialog unit UEMERG. all voltages OK. the system is immediately supplied with the second voltage.STOP UControl 1 UControl 2 ECU 4 GCU 1 Fig. i. All supply voltages. Both voltages are combined with decoupling diodes. i. The supply voltages for the individual units are separate for control (i. A binary input of the partner system reads in the switching state.e. should one supply fail.98 – E 531 730 / 00 E . Relay contacts and are shown in the operating state. EMU 1 and GMU 1) and are protected by fuses.e.e. – 03. including main and emergency supply. The contact opens in case of power failure.2. Monitoring is also evaluated by the respective partner system to make it possible to signal an alarm message even if one side should fail completely. independent supply voltages – the main supply and the emergency supply.e. ECU 4 and GCU 1) and monitoring (i. 18 : Engine Gear EMU 1 GMU 1 PCS-5 supply concept for one engine system The power supply and monitoring concept is based on two separate. 2.6 Page 33 FMEA (failure mode and effect analysis) FMEA principles have been strictly adhered to and applied to all units of Propulsion Control System PCS-5. E 531 712 for detailed information about the FMEA. E 531 730 / 00 E – 03. System FMEA System analysis D System limits D System structure Risk analysis D Fault analysis D Cause and effect analysis Risk evaluation D Evaluation of severity D Evaluation of probability Countermeasures to reduce risk Fig. 19 : FMEA concept for PCS-5 Reference documentation: Refer to the separate manual “PCS-5 safety aspects with FMEA”. document no.Chapter 3 Structure and function FRIEDRICHSHAFEN 3. Documentation Part 1.98 – . 0 B Data format/protocol/network management: Field bus 1 The CAN bus is a standard field bus used for automation purposes with which various systems.98 – E 531 730 / 00 E . in case of simultaneous access to the bus. – 03. 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 thereby recognize any transmission error.3 Structure and function 34 FRIEDRICHSHAFEN 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. 0/1 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. 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 Ω) at both ends of the bus Signal: Differential electrical signal with extremely high transmission reliability. the transmission protocol implements organizational functions which are controlled by the network management feature. the bus node automatically deactivates itself in order to avoid unnecessary error messages Field bus 1 uses a simple object-oriented communication protocol. Process data are transmitted cyclically with delta monitoring (unconfirmed communication service). units.3.Chapter 3 Page 3. PCS-5 has two CAN bus interfaces. In addition to data communication services. sensors and actuators are able to communicate with each other. if errors occur constantly. Chapter 3 Structure and function FRIEDRICHSHAFEN 3.98 – .2 Page 35 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. errors are detected by monitoring bus status. E 531 730 / 00 E – 03. The bus stations transmit their data on the available bus. This decentralized network management ensures a high degree of reliability.3 Redundant switching In a redundant bus system.3.3. 98 – E 531 730 / 00 E .Chapter 3 Page 36 Structure and function FRIEDRICHSHAFEN (This page intentionally blank) – 03. Chapter 4 Safety features FRIEDRICHSHAFEN Chapter 4 Safety features E 531 730 / 00 E – 03.98 – Page 37 . g.1 Safety functions of Propulsion Control System PCS-5 All component parts of Propulsion Control System PCS-5 are equipped with extensive safety and monitoring features for improved operational reliability. – – – Electrical isolation Reverse-polarity/short-circuit protection Sensor monitoring – 03. inputs/outputs). 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.Chapter 4 Page Safety features 38 FRIEDRICHSHAFEN 4 Safety features 4.98 – E 531 730 / 00 E . The safety concept is intended to: Protect operators. Chapter 4 Safety features FRIEDRICHSHAFEN 4. 5). this makes it possible to realize a high-quality. monitoring functions and engine governing and Engine Monitoring Unit EMU 1 for the extended range of measuring points and redundant monitoring and shutdown functions Gear Gear Control Unit GCU 1 for the basic range of measuring points. easily integrated Propulsion Control System ensuring a sufficient standard of safety for commercial applications (in particular yachts).98 – . It is also possible to use control units ECU 4 and GCU 1 alone for engine and gear (see chap. E 531 730 / 00 E – 03.2. In conjunction with a Local Operating Panel LOP.2 Safety system SISY 4. monitoring functions and gear control and Gear Monitoring Unit GMU 1 for the extended range of measuring points and redundant monitoring and shutdown functions Monitoring central station Local Operating Panel LOP for local operation serving also as an interface between propulsion assemblies and operator assemblies This combination of control units (ECU 4 and GCU 1) and monitoring units (EMU 1 and GMU 1) fulfills classification society requirements for safe propulsion plant design.1 Safety system SISY assemblies Page 39 The following assemblies are required in Propulsion Control System PCS-5 to bring safety system SISY in line with classification directives: Engine: Engine Control Unit ECU 4 with the basic range of measuring points. engine shutdown by reducing feeding to zero or closing the shut down air flaps take place. When limit values are reached. warnings. start interlocks.2 FRIEDRICHSHAFEN Functions of safety system SISY Safety system SISY Propulsion plant ECU 4 / GCU 1 Sensors Final control elements Regulation/control Safety circuit Limit values Power supply EMU 1 / GMU 1 Extended monitoring Safety circuit Limit values Fig. 20 : Power supply Safety system SISY Reliability is ensured by a dual circuit safety system. power reduction.98 – E 531 730 / 00 E . 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. – 03.Chapter 4 Page Safety features 40 4.2. It monitors propulsion operating values and responds to any irregularities. 2.2.1 Page 41 Activities of the safety system The safety system can automatically initiate the following activities on detecting critical operating states: Power/feeding limitation or reduction Engine stop by reducing feeding to zero Emergency engine stop by activating an emergency shutdown in case of overspeeding Disengagement If the safety system detects a sensor signal failure.2. The emergency stop function (emergency stop pushbuttons. 4.98 – . a fault message is output via the Monitoring and Control System. E 531 730 / 00 E – 03. the “Gear not neutral” and “SDAF closed” start interlocks are bypassed. This may be of considerable importance to maintain manoeuvrability in certain situations.2.2.3 Safety system override The override function inhibits automatic engine stopping. 4. When the engine is started with override active. Stop commands from the engine or gear monitoring systems are not executed when safety system override is active.Chapter 4 Safety features FRIEDRICHSHAFEN 4.2 Safety shutdowns Safety shutdowns to protect the diesel engine take effect when the limit values of the following 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 of order-dependent safety shutdowns. overspeeding) is not influenced by override. 98 – E 531 730 / 00 E .2 Monitoring sensors/actuators The sensor and actuator channels of Propulsion Control System PCS-5 are designed to tolerate faults as far as possible (e. Any faults which are detected are indicated by a combined alarm and signalled to the system via the CAN bus if possible.3 FRIEDRICHSHAFEN Integral Test System (ITS) The Integral Test System ITS monitors all important functions of Propulsion Control System PCS-5: Internal electronics Sensors Actuators Bus communication Power supply The ITS detects any faults as they occur. short-circuit etc.3. 4. They can be read out with the dialog unit. 4. are detected by a plausibility check and indicated to the system. locates and signals them to the system and operator via a combined alarm.3 Monitoring bus communication Bus communication is monitored by a timeout check. – 03. to respond to them and to indicate the fault.Chapter 4 Page Safety features 42 4. 4.g.1 Monitoring internal electronics The hardware and software of Propulsion Control System PCS-5 has been designed to detect faults in the electronics.3. short-circuit proof). internal display and CAN bus.3. Any faults in Engine Control Unit ECU 4 are saved for evaluation at a later date. Faults such as line interruption. Chapter 5 Integration FRIEDRICHSHAFEN Chapter 5 Integration E 531 730 / 00 E – 03.98 – Page 43 . on replacing engines) in conjunction with Propulsion Control System PCS-5. see chap.2. In this case. e.Chapter 5 Page 5 Integration 44 FRIEDRICHSHAFEN Integration Propulsion Control System PCS-5 can be configured to fulfill various requirements. regulating and controlling an DDC/MTU series 2000 engine.g. However. Applications involving PCS-5 in conjunction with Monitoring and Control System MCS-5 (process visualization.98 – E 531 730 / 00 E . The standard scope of supply is the minimum requirement for monitoring. This makes it possible to operate customized systems (or even existing ones. Standard interfaces can be adapted to these two CAN bus interfaces. each propulsion line has its own PCS-5 and the corresponding assemblies on the control consoles. a propulsion plant generally comprises two to four propulsion lines and the same number of engines. One graphic station can be used to visualize the data of several PCS-5 Propulsion Control Systems and make it possible to enter data for several propulsion lines. Open system architecture makes it possible to operate other systems in conjunction with Propulsion Control System PCS-5 using the Local Operating Panel LOP with its two CAN bus interfaces. Note: These examples show PCS-5 for one propulsion line or engine only.2) form an exception. 5. These chapters illustrate exemplary applications and the various structures. – 03. g. alarm beacon and starting devices are controlled by the corresponding outputs of Local Operating Panel LOP 1. 21 : Gear Monitoring I – PCS-5 standard scope The assemblies shown in fig. “start air pressure” or “water level in fuel prefilter”) at the Local Operating Panel. The two assemblies used for controlling the engine (ECU 4) and the gear (GCU 1) cover the minimum range of monitoring functions.1.1 Monitoring I – PCS-5 standard scope Page 45 PCS-5 field bus (redundant) to RCS/MCS LOP 1 Main supply +24 VDC Emergency supply +24 VDC PCS field bus Starter/alternator GCU 1 ECU 4 Additional sensors (option) Alarm horn Alarm beacon Propeller Fig.Chapter 5 Integration FRIEDRICHSHAFEN 5.98 – . 21 are used for standard applications. It is possible to connect any additional sensors which may be required (e. E 531 730 / 00 E – 03. The redundant power supply increases operational reliability of the system in case of problems with the ship’s power supply. Alarm horn.1 Propulsion Control System PCS-5 scopes of supply 5. Local operation takes place at the Local Operating Panel LOP 1. The two MTU systems RCS-5 and MCS-5 are connected to PCS-5 via the redundant CAN bus. 98 – E 531 730 / 00 E . 22 : Gear Monitoring II – PCS-5 fulfilling classification standards To fulfill classification standards.1. Gear Control and Monitoring Unit GCU/GMU 1 outputs an engine stop signal if limit values are violated.Chapter 5 Page Integration 46 5.2 FRIEDRICHSHAFEN Monitoring II – PCS-5 fulfilling classification standards PCS-5 field bus (redundant) to RCS/MCS LOP 1 Main supply +24 VDC Emergency supply +24 VDC GCU/GMU 1 Additional sensors (option) Alarm horn Starter/alternator PCS field bus EMU 1 ECU 4 Alarm beacon Shaft speed sensor Propeller Fig. Engine Monitoring Unit EMU 1 likewise provides an additional range of inputs for acquiring measured values. 22 shows how these standards can be met by including one additional assembly for the engine and another for the gear: Gear Control and Monitoring Unit GCU/GMU 1 allows for the acquisition of an extended range of measuring points on the gear and the acquisition of shaft speed compared to Gear Control Unit GCU 1. Engine Monitoring Unit EMU 1 outputs an engine stop signal if limit values are violated. – 03. The application shown in fig. additional measuring points and redundancies must be provided to protect the engine. 2. The assemblies in the control consoles are connected via the PCS-5 field bus (linked through Local Operating Panel LOP 1). monitoring I with MCS-5 Type 1 The application shown in fig.1 Propulsion Control System PCS-5 with MCS-5 Type 1 PAN PAN S/A bus LCD 47 S/A bus Emergency stop PIM Main Control Console PIM Auxiliary Control Console +24 VDC power supply PCS field bus Emergency stop Redundant power supply PCS field bus (redundant) Engine room GCU 1 ECU 4 LOP 1 Alarm horn Alarm beacon Propeller Fig. main control console.2 Propulsion Control System PCS-5 in conjunction with superordinate systems 5.98 – . auxiliary control console) only comprises the PCS-5 field bus. Due to its simple structure. 23 : Gear Propulsion Control System PCS-5. the connection between individual installation locations on board ship (engine room. Signals are input and output via PIM Peripheral Interface Modules equipped with the appropriate printed circuit boards.Chapter 5 Integration Page FRIEDRICHSHAFEN 5. the power supply and the emergency stop function (hard-wired). E 531 730 / 00 E – 03. 23 exemplifies a simple engine monitoring and control system using MCS-5 components. The PCS-5 field bus is adapted to the MCS-5 process bus in one Programmable Process Station provided for each shaft.2.Chapter 5 Page Integration 48 5. with MCS 5 Type 2 The application shown in fig. monitoring I. 24 : Alarm beacon Gear Propulsion Control System PCS-5.2 FRIEDRICHSHAFEN Propulsion Control System PCS-5 with MCS-5 Type 2 Power supply +24 VDC MCS PAN MCU Main Control Console S/A bus PPS PIM PPS MCS-5 field bus MCS-5 process bus (redundant) 2nd shaft PCS field bus Emergency stop Redundant power supply PCS field bus PCS-5 1st shaft GCU 1 Engine room ECU 4 LOP 1 Alarm horn Propeller Fig.98 – E 531 730 / 00 E . – 03. 24 illustrates engine monitoring in conjunction with an MCS-5 graphic station for both shafts. Measured values and signals for data input via the graphic station are thus made available to all Propulsion Control Systems PCS-5 of the propulsion plant and are acquired by all PCS-5. furthermore. monitoring I.2. the emergency stop pushbutton is hard-wired to Local Operating Panel LOP 1. start. E 531 730 / 00 E – 03. stop). 25 : Engagement commands Main supply +24 VDC Gear Propulsion Control System PCS-5. signals can be supplied for speed setting and clutch control Converting the PCS-5 field bus to an RS422 interface makes it possible to connect a monitoring and control system with a serial interface (standard MCS-5 protocol) Parallel signals are available for controlling analog instruments via a PIM. pushbuttons can also be connected to make direct inputs possible (e.3 49 Propulsion Control System PCS-5 with interfaces for external systems Conversion of PCS-5 field bus to RS422 interface PIM Parallel inputs/ outputs for instruments and controls PIM Parallel signals from a Remote Control System Emergency stop Speed setting LOP 1 Emergency supply +24 VDC PCS field bus GCU 1 Additional sensors (option) Alarm horn ECU 4 Alarm beacon Propeller Fig.98 – . with interfaces for external systems The interfaces for external systems produced by other manufacturers or existing systems (e. when engines are replaced) are realized in three different ways: Directly at Local Operating Panel LOP 1 and Gear Control Unit GCU 1 or GMU 1 of the PCS.g.g.Chapter 5 Integration Page FRIEDRICHSHAFEN 5. stop. monitoring I with MCS-5 Type 1 and RCS-5 The application shown in fig.98 – E 531 730 / 00 E . etc. This system comprises: A main control console. 26 represents the most common configuration of an electronic system for the DDC/MTU series 2000 engine.4 FRIEDRICHSHAFEN Propulsion Control System PCS-5 with MCS-5 Type 1 and RCS-5 PAN PAN RCS RCS S/A bus S/A bus Emergency stop LCD PIM Main Control Console PIM Auxiliary Control Console +24 VDC power supply PCS field bus Emergency stop Redundant power supply PCS field bus (redundant) Engine room GCU 1 ECU 4 LOP 1 Alarm horn Alarm beacon Propeller Fig.) – One display instrument for constant analog display of the engine speed – 03.Chapter 5 Page Integration 50 5.2. 26 : Gear Propulsion Control System PCS-5. 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. All Remote Control System components are integrated in the control lever which is connected to the redundant PCS-5 field bus via two CAN interfaces. the power supply and the emergency stop function (hard-wired). Signal input and output is realized via PIM Peripheral Interface Modules equipped with the appropriate printed circuit boards. electrical connections between the individual installation locations on board ship (engine room. etc. E 531 730 / 00 E – 03.) – 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 (looped through Local Operating Panel LOP 1). main control console. stop. 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. In this application. auxiliary control console) merely comprise the PCS-5 field bus.Chapter 5 Integration FRIEDRICHSHAFEN Page 51 An auxiliary control console. This also applies to Remote Control System RCS-5.98 – . 98 – E 531 730 / 00 E .Chapter 5 Page 52 Integration FRIEDRICHSHAFEN (This page intentionally blank) – 03. 98 – Page 53 .Appendix Reference documentation FRIEDRICHSHAFEN Appendix Reference documentation E 531 730 / 00 E – 03. 98 – E 531 730 / 00 E .Appendix Page Reference documentation 54 FRIEDRICHSHAFEN Reference documentation Refer to the following MTU manuals for detailed information about the individual assemblies 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 – 03.