08 Engine Control System

MAN B&W Diesel A/S 01.07.00

ME Engines 430 100 025 / 198 38 68-6.0

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Engine Control System

Description of Engine Control System (ECS)

The ECUs perform such tasks as:

• Speed governor functions, start/stop sequences,timing of fuel injection, timing of exhaust valve ac-tivation, timing of starting valves, etc.

• Continuous running control of auxiliary functionshandled by the ACUs

• Interface to monitoring and safety systems

• Interface to Alpha Cylinder Lubrication system

• Alternative running modes and programs.

The Engine Control System for the ME engine isprepared for conventional remote control, having aninterface to the Bridge Control system, the EngineRoom Control console and the Local OperatingPanel (LOP).

The LOP replaces the Engine Side Control consoleof the MC engines.

Engine Control Room

In the Engine Control Room a Main Operation Panel(MOP) screen is located, which is a Personal Com-puter with a touch screen as well as a trackball fromwhere the engineer can carry out engine commands,adjust the engine parameters, select the runningmodes, and observe the status of the control sys-tem.

A conventional marine approved PC is also locatedin the ECR serving as a redundant unit for the MOPand also as backup unit for same.

The Engine Control System primarily consists of thebelow mentioned electronic controllers shown in Fig.198 30 29-8, the mechanical-hydraulic systemshown in Fig. 178 49 71-4 and the pneumatic sys-tem, shown in Fig. 178 49 73-8.

Engine Interface Control Unit (EICU)

The EICUs perform such tasks as interface with theouter control stations: Bridge Control system, andEngine Room Control console, as well as the sur-rounding systems, shown in Fig. 198 30 23-8. Thesetwo redundant EICU units operate in parallel.

Engine Control Unit (ECU)

For redundancy purposes, the control system com-prises two ECUs operating in parallel and perform-ing the same task, one being a hot stand-by for theother. If one of the ECUs fail, the other unit will takeover the control without any interruption.


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Fig. 198 30 23-8.3

System Layout of Engine Control System


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Auxiliary equipment Control Unit (ACU)

The control of the auxiliary equipment is normallydivided among three ACUs so that, in the event of afailure of one unit, there is sufficient redundancy topermit continuous operation of the engine.

The ACUs perform the control, starting/stopping ofthe auxiliary blowers, the control of the electricallyand engine driven hydraulic oil pumps of the Hy-draulic Power Supply (HPS) unit, etc.

Cylinder Control Unit (CCU)

The control system includes one CCU per cylinder.The CCU controls the Electronic Fuel Injection (ELFI),the Electronic exhaust Valve Activation (ELVA) andthe Starting Air Valves (SAV), in accordance with thecommands received from the ECU.

All the CCUs are identical, and in the event of a fail-ure of the CCU for one cylinder only this cylinderwill automatically be put out of operation.

It should be noted that any electronic part could bereplaced without stopping the engine, which willrevert to normal operation immediately after the re-placement of the defective unit.

Local Operating Panel (LOP)

The engine can be controlled from either the bridgeor from the Engine Control Room.

Alternatively, the Local Control Station can be acti-vated. This redundant control is to be consideredas a substitute for the previous Engine Side Controlconsole mounted directly onto the MC engine.

In this electronic version, the unit can be located inthe most convenient place in the engine room, in aseparate control room or on the engine itself.

From the LOP, the basic functions are available, suchas starting, engine speed control, stopping, revers-ing, and the most important engine data are dis-played, see Fig. 198 95 67-5.

Hydraulic Power Supply (HPS)

The purpose of the HPS unit is to deliver the neces-sary high pressure hydraulic oil flow to the ELFI andthe ELVA systems at the required 200 bar, duringstart-up as well as in normal service.

As hydraulic medium, normal lubricating oil is used,and it is taken from the main lubricating oil systemof the engine.

The HPS unit consists of:• A crankshaft driven step-up gear• Three engine driven pumps• Two electrically driven pumps• An automatic filter with a redundance filter• A safety and accumulator unit.

The multiple pump configuration with standbypumps ensures redundancy with regard to the hy-draulic power supply. The control of the enginedriven pumps and electrical pumps are dividedbetween the three ACUs.

The high pressure pipes between the HPS unit andthe HCU are of the double walled type, having aleak detector. Emergency running is possible usingthe outer pipe as pressure containment for the highpressure oil supply.

The sizes and capacities of the HPS unit dependon the engine type. Further details about the lubri-cating oil/hydraulic oil system can be found inChapter 6.03.


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Fig.178 49 71-4.0

Schematic Mechanical-hydraulic Systemwith Hydraulic Power Supply Unit on Engine


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Fig.178 49 76-6.0

Schematic Mechanical-hydraulic Systemwith Hydraulic Power Supply Unit in Ship


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Interface of the ECS to surroundingsystems

To support the navigator, the vessels are equippedwith a ship control system, which includes sub-systems to supervise and protect the main propul-sion engine.

The advanced ECS developed for the ME enginesincludes the governor function, i.e. the engine speedcontrol and the engine reversing, as well as specificnew functions only applicable on the ME engine,and has interface to other external systems as indi-cated in Fig. 178 49 73-8.

Installation of ECS in the Engine Control Room

For a conventional ME engine the following itemsare to be installed in Engine Control Room:

• 2 pcs EICU´s (Engine Interface Control Unit)• 1 pcs MOP (Main Operating Panel)• 1 pcs Track ball for MOP• 2 pcs CNR´s (Control Net Repeater)• 1 pcs PC for PMI off-line (standard)• 1 pcs Back-up MOP

The EICU´s function as an interfacing unit to ECRrelated system such as AMS (Alarm and MonitoringSystem), RCS (Remote Control System and SafetySystem).

The MOP is the operator’s interface to the ECS. Fromthere the operator can control and see status of theengine and the ECS. The MOP is a PC with a flattouch screen. The MOP is connected to the ECSsystem through the CNR.

The Back-up MOP is a standard PC that serves asa back-up in case the MOP should break down.

The PMI off-line is a standard PC that serves as apressure analyse system (for instrumentation see8.01 in the Project Guide.

Optional items to be mounted in ECR are:CoCoS-EDS can be purchased separately and ap-plied on the PC for PMI off-line (for instrumentationsee 8.02 of the Project Guide.

Alarm system

The alarm system has no direct effect on the ECS.The alarm alerts the operator of an abnormal con-dition, and this is communicated to other systemssuch as the Power Management System.

The alarm system is an independent system, in gen-eral covering more than the main engine itself, andits task is to monitor the service condition and toactivate the alarms if a normal service limit is ex-ceeded.

The signals from the alarm sensors can be used forthe slow down function as well as for remote indi-cation.

Slow down system

Some of the signals given by the sensors of thealarm system are used for the ‘Slow down request’signal to the ECS of the main engine.

Safety system

The engine safety system is an independent sys-tem with its respective sensors on the main engine,fulfilling the requirements of the respective classifi-cation society and MAN B&W Diesel.

If a critical value is reached for one of the measur-ing points, the input signal from the safety systemmust cause either a cancellable or a non-cancel-lable shut down signal to the ECS.

Telegraph system

This system enables the navigator to transfer thecommands of engine speed and direction of rota-tion from the Bridge, the Engine Control Room andto the Local Control Station, and it provides signalsfor speed setting and stop to the ECS.

The Engine Control Room and the Local ControlStation are provided with combined telegraph andspeed setting units.


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Remote Control system

This normally consists of two alternative control sta-tions:

• the Bridge control• the Engine Control Room control

The remote control system is supposed to be deliv-ered by an approved supplier.

Power Management System

The system handles the supply of electrical poweronboard, i. e. the starting and stopping of the gen-erating sets as well as the activation / deactivationof the main engine Shaft Generator (SG), - if fitted.The normal function involves starting, synchronising,phasing-in, transfer of electrical load and stoppingof the generators based on the electrical load of thegrid on board.

The activation / deactivation of the SG is to be donewithin the engine speed range which fulfils the speci-fied limits of the electrical frequency.

Auxiliary equipment system

The input signals for ‘Auxiliary system ready’ aregiven partly through the Remote Control systembased on the status for:

• fuel oil system• lube oil system• cooling water systemsand partly from the ECS itself:

• turning gear disengaged• main starting valve ‘open’• control air valve for sealing air ‘open’• control air valve for air spring ‘open’• auxiliary blowers running• hydraulic power supply ready• cylinder lubrication activated.

Monitoring systems

In order to obtain the best utilisation ratio of theEngine Control System, it would be advisible to in-stall the PMI and the CoCoS-EDS on-line systems.

A description of the systems can be found in Chap-ter 8 of the project guide and in our publications:

P.367: ‘PMI System Pressure Analyser’and‘CoCoS, Computer ControlledSurveillance’

The former is also available at the Internet address:www.manbw.com under ‘Download’ → ‘TechnicalPapers’ in the ‘Libraries’ category from where it canbe downloaded.

Instrumentation

Chapter 8 in the Project Guide for the specific en-gine type includes lists of instrumentation for:

• The ME engine• The CoCoS-EDS on-line system• The class requirements and MAN B&W's require-

ments for alarms, slow down and shut down forUnattended Machinery Spaces


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Fig. 198 95 67-5.2

Interface of the ECS to surrounding Systems


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MOP (Main Operating Panel)

Track ball

Fig. 178 50 12-3.0


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Standard PCs for back-up of MOP and PMI offline

Fig. 178 50 13-5.0


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EICU (Engine Interface Control Unit)

CNR (Control Net Repeaters)

Fig. 178 50 14-7.0


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Installation of ME control equipment diagram

Fig. 178 50 15-9.0

RCS

ECU A/B

EICU A/B

ECR

ENGINE

Bridge

RCS

ACU 1,2,3

CCUs

Telegraph

Telegraph

LOP

Safety System AMS

MOP

Back-Up MOP

PMI/CoCoS- EDS

Aux. Blower Starters

Start up pump Starters

ENGINE ROOM

M 3

M 3

HW

HW

HW

HW

HW

HW

HW

HW

HW

HW

Net

Net Serial

Serial/ Net

Net

Net

Net

Net

Optional


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Reversing

Reversing of the engine is performed electronically,by changing the timing of the fuel injection, the ex-haust valve activation and the starting valves.

Hydraulic Cylinder Unit (HCU)

The HCU, one per cylinder, consists of a supportconsole on which a distributor block is mounted.The distributor block is fitted with a number of ac-cumulators to ensure that the necessary hydraulicoil peak flow is available for the Electronic Fuel In-jection (ELFI) and the Electronic exhaust Valve Acti-vation (ELVA) systems.

The distributor block serves as a mechanical sup-port for the hydraulically activated fuel injectionpump and the hydraulically activated exhaust valveactuator.

Fuel Oil Pressure Booster andFuel Oil High Pressure Pipes

The engine is provided with one hydraulically acti-vated fuel oil pressure booster for each cylinder.

Fuel injection is activated by a proportional valve,which is electronically controlled by the CylinderControl Unit.

Further information is given in Chapter 6.02.

Fuel Valves, Starting Air Valve (SAV) andSafety Valve

The cylinder cover is equipped with two fuel valves,one starting valve, one safety valve, and one indi-cator cock.

The opening of the fuel valves is controlled by thehigh pressure fuel oil created by the fuel oil pres-sure booster, and the valves are closed by a spring.

An automatic vent slide allows circulation of fuel oilthrough the valve and high pressure pipes when theengine is stopped. This prevents the compressionchamber from being filled up with fuel oil in the event

that the valve spindle sticks. Oil from the vent slideand other drains is led away in a closed system.

The fuel oil high-pressure pipes are equipped withprotective hoses and are neither heated nor insu-lated.

The mechanically driven starting air distributor usedon the MC engines has been replaced by one sole-noid valve per cylinder, controlled by the CCUs ofthe Engine Control System.

Slow turning before starting is a program incorpo-rated into the basic Engine Control System.The starting air system is described in detail in Chap-ter 6.08.

The starting valve is opened by control air and isclosed by a spring. The integrated Engine ControlSystem controls the starting valve timing.

The safety valve is spring-loaded.

Exhaust Valve

The exhaust valve consists of the valve housing andthe valve spindle. The valve housing is made of castiron and is arranged for water cooling. The housingis provided with a water cooled bottom piece of steelwith a flame hardened seat. The exhaust valvespindle is made of Nimonic. The housing is providedwith a spindle guide.

The exhaust valve is tightened to the cylinder coverwith studs and nuts. The exhaust valve is openedhydraulically by the electronic valve activation sys-tem and is closed by means of air pressure.

The operation of the exhaust valve is controlled bya fast-acting on/off valve.

In operation, the valve spindle slowly rotates, drivenby the exhaust gas acting on small vanes fixed tothe spindle.


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Fig.178 49 73-8.0

Pneumatic Manoeuvring Diagram


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Indicator Cock

The engine is fitted with an indicator cock to whichthe PMI pressure transducer can be connected.

MAN B&W Alpha Cylinder Lubricator (ACL)

The electronically controlled Alpha cylinder lubricat-ing oil system, used on the MC engines, is appliedto the ME engines, including its control system.

The main advantages of the Alpha cylinder lubri-cating oil system, compared with the conventionalmechanical lubricator, are:

• Improved injection timing• Increased dosage flexibility• Constant injection pressure• Improved oil distribution in the cylinder liner• Possibility for prelubrication before starting.

More details about the cylinder lubrication systemcan be found in Chapter 6.04.

Gallery Arrangement

The engine is provided with gallery brackets, stan-chions, railings and platforms (exclusive of ladders).The brackets are placed at such a height as to pro-vide the best possible overhauling and inspectionconditions.

Some main pipes of the engine are suspended fromthe gallery brackets, and the topmost gallery plat-form on the manoeuvring side is provided with twooverhauling holes for piston.

The engine is prepared for top bracings on the ex-haust side, or on the manoeuvring side.

Piping Arrangements

The engine is delivered with piping arrangementsfor:

• Fuel oil• Heating of fuel oil pipes• Lubricating oil, piston cooling oil and• hydraulic oil pipes• Cylinder lubricating oil• Cooling water to scavenge air cooler• Jacket and turbocharger cooling water• Cleaning of turbocharger• Fire extinguishing in scavenge air space• Starting air• Control air• Oil mist detector• Various drain pipes.

All piping arrangements are made of steel piping,except the control air and steam heating of fuelpipes, which are made of copper.

The pipes are provided with sockets for local in-struments, alarm and safety equipment and, further-more, with a number of sockets for supplementarysignal equipment. Chapter 8 deals with the instru-mentation

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08 Engine Control System