AA-0391a- ACC20 B&W ME-CPP Instruction Manual

Instruction manual AutoChief C20

AA-00391-A

AutoChief C20

Instruction Manual

MAN B&W ME Engines

Controllable Pitch Propeller installation


AA-00391-A


AA-00391-A

Revisions

Written by Checked by Approved by Rev. Date Sign. Date Sign. Date Sign.

A 06.10.2004 T 31.01.2005 SM 31.01.2005 SM B C D

Document history

Issue No. ECO No. Paragraph No. Paragraph Heading / Description of change

A AAE-000164 First Issue

The information contained in this document is subject to change without prior notice. Kongsberg Maritime AS shall not be liable for errors contained herein or for incidental or consequential damages in connection with the furnishing, performance, or use of this document. 2005 Kongsberg Maritime AS. All rights reserved. No part of this work covered by the copyright hereon may be reproduced or otherwise copied without prior permission from Kongsberg Maritime AS.

Bekkajordet P.O.Box 1009N-3194 Horten,Norway

Kongsberg Maritime AS

Telephone: +47 33 03 20 00Telefax: +47 85 02 80 28www.kongsberg.com


AA-00391-A i

Table of contents

1 INTRODUCTION ............................................................................................................................1

2 FUNCTIONAL DESCRIPTION.....................................................................................................2

2.1 REMOTE CONTROL SYSTEM FUNCTIONAL DESCRIPTION............................................................2 2.2 AUTOCHIEF CONTROL PANEL (ACP)......................................................................................5

2.2.1 LCD Display.........................................................................................................................6 2.2.2 Cancel functions ...................................................................................................................7 2.2.3 Alarm Acknowledge and in command functions...................................................................7 2.2.4 Multifunctional knob.............................................................................................................8

2.3 AUTOCHIEF COMBINED LEVER AND TELEGRAPH UNIT (LTU) ................................................9 2.3.1 Emergency Stop ....................................................................................................................9 2.3.2 Command Transfer functions .............................................................................................10 2.3.3 Sub-Telegraph functions.....................................................................................................11 2.3.4 Lever function.....................................................................................................................12

2.4 AUTOCHIEF BRIDGE WING CONTROL UNIT BWU..................................................................13 2.4.1 Emergency Stop ..................................................................................................................13 2.4.2 Transfer functions...............................................................................................................14 2.4.3 Safety functions...................................................................................................................15 2.4.4 Panel Dimming and lamp test.............................................................................................16 2.4.5 Lever function.....................................................................................................................17 2.4.6 Indicators............................................................................................................................17

2.5 AUTOCHIEF PUSH-BUTTON TELEGRAPH (PBT) ....................................................................18 2.5.1 Command Transfer functions .............................................................................................19 2.5.2 Sub-Telegraph functions.....................................................................................................20

2.6 EMERGENCY PITCH CONTROL PANEL........................................................................................21 2.7 SAFETY SWITCH PANEL ............................................................................................................22

2.7.1 Safety functions...................................................................................................................22 2.8 PBT IN CABINET FOR ME ENGINE ............................................................................................24

2.8.1 function and indicators.......................................................................................................24 2.9 PBT IN CABINET FOR CPP........................................................................................................25

2.9.1 function and indicators.......................................................................................................25 2.10 DISTRIBUTED PROCESSING UNITS .............................................................................................26

2.10.1 General ..........................................................................................................................26 2.10.2 Dual Process Segment Controller (dPSC).....................................................................28 2.10.3 RPMD Unit (RPMD) .....................................................................................................29 2.10.4 Remote Analogue Input (RAi-16)...................................................................................30 2.10.5 Remote Digital Input (RDi-32 and RDi-32a).................................................................31 2.10.6 Remote Analogue Output (RAo-8) .................................................................................31 2.10.7 Remote Digital Output (RDo-16)...................................................................................32 2.10.8 Process Segment Starcoupler (PSS) ..............................................................................32

2.11 REMOTE CONTROL SYSTEM FUNCTIONS ...................................................................................33 2.11.1 Start fail/block ...............................................................................................................33


ii AA-00391-A

2.11.1.1 Start failed............................................................................................................................... 33 2.11.1.2 Start air pressure low............................................................................................................... 33 2.11.1.3 Engine tripped ......................................................................................................................... 33 2.11.1.4 Start blocked ........................................................................................................................... 33 2.11.1.5 Engine blocked........................................................................................................................ 34

2.11.2 Engine/CPP Not ready...................................................................................................34 2.11.2.1 Start air distributor blocked..................................................................................................... 34 2.11.2.2 Main Start air valve blocked ................................................................................................... 34 2.11.2.3 Turning gear engaged.............................................................................................................. 34 2.11.2.4 Control air vented.................................................................................................................... 34 2.11.2.5 Engine not ready/ready............................................................................................................ 35 2.11.2.6 CPP Hydraulic Pressure .......................................................................................................... 35 2.11.2.7 CPP Not Zero .......................................................................................................................... 35

2.11.3 Starting the main engine ................................................................................................36 2.11.3.1 Delayed start ........................................................................................................................... 36 2.11.3.2 Prepare Start. ........................................................................................................................... 36 2.11.3.3 Starting.................................................................................................................................... 36 2.11.3.4 Repeated start .......................................................................................................................... 36 2.11.3.5 Running................................................................................................................................... 36

2.11.4 RPM limiters..................................................................................................................37 2.11.4.1 Load Limitation....................................................................................................................... 37

2.11.5 QPT, Quick pass through barred speed range function.................................................37 2.11.5.1 Load reduction ........................................................................................................................ 38

2.11.6 Operation modes............................................................................................................38 2.11.6.1 Emission mode........................................................................................................................ 38 2.11.6.2 Economy mode ....................................................................................................................... 39 2.11.6.3 Fixed RPM mode 1 ................................................................................................................. 39 2.11.6.4 Fixed RPM Mode 2................................................................................................................. 39 2.11.6.5 Separate RPM mode................................................................................................................ 40 2.11.6.6 Combinator mode.................................................................................................................... 40

2.11.7 Stopping the main engine...............................................................................................41 2.12 SAFETY SYSTEM FUNCTIONS ....................................................................................................41

2.12.1 Safety function Shut down..............................................................................................41 2.12.1.1 Shut Down Function (1 6) .................................................................................................... 41 2.12.1.2 Cancellable Shut Down........................................................................................................... 42 2.12.1.3 Emergency Stop function ........................................................................................................ 43 2.12.1.4 Over-speed Shut Down ........................................................................................................... 43

2.12.2 Safety function Slow Down ............................................................................................44 2.12.2.1 Slow Down Function (1 20) ................................................................................................. 44 2.12.2.2 Cancellable Slow Down.......................................................................................................... 45

2.13 RPM MEASUREMENT FUNCTIONS.............................................................................................46 2.13.1 Dual engine speed detector system for MAN B&W ME Engines...................................46 2.13.2 RPM detector failure .....................................................................................................46

3 OPERATING INFORMATION....................................................................................................47

3.1 INTRODUCTION ........................................................................................................................47


AA-00391-A iii

3.2 OPERATION FROM BRIDGE .......................................................................................................48 3.2.1 Preparing engine for start in ECR......................................................................................48 3.2.2 Transfer control from ECR to Bridge .................................................................................50 3.2.3 Start Auxilliary blowers......................................................................................................51 3.2.4 Start engine.........................................................................................................................52 3.2.5 Change propulsion mode....................................................................................................53 3.2.6 Select ahead thrust..............................................................................................................54 3.2.7 Select Zero thrust................................................................................................................56 3.2.8 Select astern thrust .............................................................................................................56 3.2.9 Normal operations from Bridge..........................................................................................57

3.2.9.1 Cancel SHD............................................................................................................................. 57 3.2.9.2 Cancel SLD............................................................................................................................. 58 3.2.9.3 Cancel Limits .......................................................................................................................... 59 3.2.9.4 Sound off................................................................................................................................. 59 3.2.9.5 Alarm ack................................................................................................................................ 60

3.3 OPERATION FROM THE BRIDGE WING.......................................................................................61 3.3.1 Transfer from bridge to bridge wing ..................................................................................61 3.3.2 Manoeuvring from the bridge wing ....................................................................................62 3.3.3 Transfer from Bridge Wing to Bridge.................................................................................64

3.4 EMERGENCY CONTROL FROM BRIDGE OR ECR........................................................................65 3.4.1 Introduction ........................................................................................................................65

3.5 OPERATION FROM ECR............................................................................................................66 3.5.1 Transfer control from bridge to ECR .................................................................................66 3.5.2 Select ahead thrust..............................................................................................................67 3.5.3 Select Zero thrust................................................................................................................68 3.5.4 Select astern thrust .............................................................................................................68 3.5.5 Change propulsion mode....................................................................................................69 3.5.6 Operation in separate RPM mode ......................................................................................70 3.5.7 Normal operations from ECR.............................................................................................71

3.5.7.1 Cancel SHD............................................................................................................................. 71 3.5.7.2 Cancel SLD............................................................................................................................. 72 3.5.7.3 Cancel Limits .......................................................................................................................... 73 3.5.7.4 Sound off................................................................................................................................. 73 3.5.7.5 Alarm ack................................................................................................................................ 74 3.5.7.6 Cancel Shut Down from SSP .................................................................................................. 75 3.5.7.7 Cancel Slow Down from SSP ................................................................................................. 76 3.5.7.8 Cancel Limiter from SSP ........................................................................................................ 77

3.5.8 General operation from Local Stand, ME Engine ..............................................................78 3.5.8.1 Transfer control from ECR to Local stand .............................................................................. 78 3.5.8.2 Start/RPM control from Local Stand....................................................................................... 79 3.5.8.3 Local Pitch Control ................................................................................................................. 80 3.5.8.4 Cancel Shut down from local stand......................................................................................... 81 3.5.8.5 Select astern thrust from Local Stand...................................................................................... 82 3.5.8.6 Select zero Thrust and stop engine.......................................................................................... 83

3.6 ADVANCED OPERATION BRIDGE AND ECR. .............................................................................84 3.6.1 Guide to the Graphic pages................................................................................................84


iv AA-00391-A

3.6.2 Dynamic indications Home ............................................................................................85 3.6.3 Fine tuning..........................................................................................................................86 3.6.4 Control position transfer. ...................................................................................................87 3.6.5 Misc. menu..........................................................................................................................88 3.6.6 Safety System ......................................................................................................................95

3.6.6.1 B&W Modes ......................................................................................................................... 101

4 MAINTENANCE..........................................................................................................................103

4.1 INTRODUCTION ......................................................................................................................103 4.2 OVERVIEW .............................................................................................................................103 4.3 UNIT REPLACEMENT...............................................................................................................104

4.3.1 Recommended tools ..........................................................................................................104 4.4 PREVENTIVE MAINTENANCE...................................................................................................104

4.4.1 General .............................................................................................................................104 4.4.2 Weekly maintenance .........................................................................................................105

4.4.2.1 Distributed Processing Units ................................................................................................. 105 4.4.3 3-monthly maintenance.....................................................................................................106 4.4.4 6-monthly maintenance.....................................................................................................106 4.4.5 Yearly maintenance ..........................................................................................................106

4.5 TROUBLESHOOTING ...............................................................................................................107 4.5.1 Troubleshooting Distributed Processing Units ................................................................107

4.5.1.1 How to handle Distributed Processing Units error codes ...................................................... 107 4.5.1.2 How to handle Distributed Processing Units communication errors ..................................... 108

4.5.2 Additional Troubleshooting for AutoChief Control Panel (ACP),....................................111 4.6 REPLACEMENT OF UNITS .......................................................................................................112

4.6.1 How to replace the HMI units of the Autochief Propulsion Control System ....................112 4.6.2 How to replace Distributed Processing Units, MEI, DGU, ESU, RPMU ........................113 4.6.3 How to replace printers....................................................................................................115

5 AS BUILT CONFIGURATION FROM SEAMATE ................................................................116


AA-00391-A 1

1 INTRODUCTION This manual is generated through the configuration tool called Seamate. The manual is therefore customised for each system delivery.

The intention with this manual is to explain the functionality for each mayor component and the total system as its configured for each delivery.

How to operate the system is described in a manner where we assume that the system is in operation and that normal operations shall be carried out. This manual is not made for advanced troubleshooting.

The manual contains five chapters

Introduction Functional Description Operation Maintenance As Built Configuration From Seamate.


2 AA-00391-A

2 FUNCTIONAL DESCRIPTION

2.1 Remote Control System Functional Description

The Kongsberg Maritime C20 Marine Automation system consists of, among others the AutoChief C20 Propulsion Control System. Modular design allows flexibility in configuring the system to individual requirements, covering the whole range from standard propulsion configurations to highly advanced twin or quadruple engine installations with high, medium or low speed engines connected to reduction, reversing gear or variable pitch propellers. This system may be a part of a total integrated ship control system consisting of other sub. Systems such as:

Alarm and monitoring system. Auxiliary control system. Power management system. Ballast automation system. HVAC (air conditioning). Management support The system is based on Kongsberg Maritime unified automation concept, where each individual ship configuration is built up using standard modules communicating on CAN- and local area networks. The C20 system is configurable for all ship types. The AutoChief C20 Propulsion Control System is designed for remote control of the main engine from the combined telegraph and manoeuvring lever in the wheelhouse. By moving this lever, the system will control the controllable pitch propeller and provide forward or reverse thrust as requested


AA-00391-A 3

BRIDGE

CONTROL ROOM

ENGINE ROOM

PORT WING

Bridge WingManoeuvring Unit

Bridge WingManoeuvring Unit

Bridge Manoeuvring Unit

STB. WINGOrder Printer

Control Room Manoeuvring Unit

Local Control Panelwith Engine Telegraph

Dual overspeed Lines(Hardwired)

RPMDetectors

Em.stop line(Hardwired)

Dual CAN

Telegraph Lines

Dual CAN

LocalControl Line(Hardwired)

SSPPanel

Engine Safety UnitSlow Down

Engine Safety UnitShut Down

Hard wired 2x 4-20 mA and 2x stop.

ASTERN

AHEAD

DPU ESU

EICUA&B

ASTERN

AHEAD

Dual RPM Units(Includingoverspeedsystem)

OD BOX

Controllable PitchPropeller

EmergencyPitch

Control

C2MEI

Speed setlever

EmergencyPitch

Control

Pitch controlunits

LocalTelegraph Unitfor local pitch

control

MAN B&W ME

ECUA&B


4 AA-00391-A

The main components of the AutoChief C20 Propulsion Control System are:

Control panel Remote control system Engine telegraph system Engine safety system Emergency pitch control system Manoeuvring recorder Distributed processing units AutoChief C20 complies with the requirements of IMO, local maritime authorities, IACS, and eleven classification societies. It is designed to meet the classification societies requirements for periodically unmanned engine room operation. The system conforms to all rules and regulations, and all modules are type approved. The system incorporates the latest advances in hardware and software technology. AutoChiefC20 is developed to strict military QA standards


AA-00391-A 5

2.2 AutoChief Control Panel (ACP)

CancelSHD

CancelSLD

Cancellimits

Incommand

Soundoff

Alarmackn.

35 %46 % 46 %

50

1000

25 75

100806040200

-100-80-60-40-20

HOMEME/CPP MainB&W ModesSafetySystem

Fine TuningMisc MenuControl Pos.LimitersAlarms

At Sea Emmis.mode Bridge Eng Ready System Ready

FUEL INDEX

LEVERSETP

Engine State

46 %100-100

-50 500

PITCH ANGLE

48 rpm1200

30 9060

FIXED RPM 1

The control panel is designed for ease of operation. An advanced yet simple to use multifunction controller gives access to all system functions. Information is provided only when needed to keep operation simple. A colour display presents key information graphically for easy understanding. Custom designed mimic pictures are available for each engine type, and all main variables such as RPM, pitch, start air and scavenging air pressure, engine state etc. are always available. The control panel can be installed into any standard console. To distinguish between user groups several levels of control are available.

functions

Bump-less control transfer

Cancel shutdown/slowdown

Alarm ackn./sound off Cancelling of limiters Changing of parameters General alarm ind.

Indications

Analogue Pitch command and set-point

Engine RPM Actual pitch Engine load Current main engine state Start blockings Shutdown/slowdown Control position


6 AA-00391-A

2.2.1 LCD Display

35 %

46 % 46 %

50

1000

25 75

100806040200

-100-80-60-40-20

HOMEME/CPP MainB&W ModesSafety System


At Sea Emmis.mode Bridge Eng Ready System Ready

FUEL INDEX

LEVERSETP

Engine State

46 %100-100

-50 500

PITCH ANGLE

48 rpm1200

30 9060

FIXED RPM 1



At Sea Eng Ready System Ready

Engine State

PITCH ANGLE

0 rpm

0 %

-100

-50 500Propulsion Modes

ME Start

ME Stop

Fixed rpm 1 Fixed rpm 2Sep.rpm Combinator 100

0 120

30 9060

ME RPM

Bridge

CPP Pump Start

CPP Pump Stop

CPP Pump 1Running

CPP Pump 2Running

Show CPP Lim.CPP L. CurvesSet Pitch curves

HOME

Bridge Eng Ready System ReadyAt Sea

46 % 46 %

100806040200

-100-80-60-40-20

SETPManual pitch limiterQPT Active

Pitch LimitersLoad Limitation

Limiters

Limitation IncreasedSlowdown

LEVER

The ACP LCD display is used for the mayor interface between the operator and the system to be monitored. All interaction such as monitoring of propeller pitch, main engines RPM and load, adjustment of operational parameters and displaying of safety related and conventional alarms are carried out with the aids of this display.

The information is selected from menus via soft-keys. When a menu is chosen a corresponding mimic picture will appear.

The mimic pictures may consist of textual information, analogue indicators, bar graphs or soft-keys making the operator able to navigate into other related mimics.

However, functions which require direct access, such as, emergency stop, cancel functions and alarm acknowledge / sound off is accessible via push-buttons on the front of the ACP.


AA-00391-A 7

2.2.2 Cancel functions

CancelSHD

CancelSLD

Cancellimits

The cancel functions available on the AutoChief control panel are:

Cancel SHD, only cancellable Shut Downs will respond to this function.

Cancel SLD, only cancellable Slow Downs will respond to this function. Slow down is normally a load reduction by reducing the main propellers pitch to a predefined level

Cancel limits, used to raise RPM, pitch, fuel and load limiters which are active in the remote control system. The default value is 10 %.

2.2.3 Alarm Acknowledge and in command functions

Incommand

Soundoff

Alarmackn.

The alarm and command functions available on the AutoChief control panel are:

In Command, indicates with a green LED that the actual ACP is in command

Sound off, used for silencing buzzer when an alarm is active.

Alarm Ackn., used for accepting alarm indications. When the alarm condition has returned to normal state the alarm text will disappear from the display


8 AA-00391-A

2.2.4 Multifunctional knob

The multifunctional knob (Rotary Knob):

For navigating through mimic pictures and objects in in the mimic pictures.

To be turned clockwise or counter clockwise, until required field is high-lighted, push the wheel for entering into a new mimic picture or field to be operated.

Change value, move graphic levers or handles or scroll through roll-up menus, press knob for activating required function.

The multifunctional knob has no stop in turning either way, it will navigate the operator through available fields in each picture.


AA-00391-A 9

2.3 AutoChief Combined Lever and telegraph unit (LTU)

Bridge

ECR

Local

At sea

Stand by

FWE

D.Slow AST

EmergencyStop

Essentially, an Engine Telegraph System is designed to control the engine and comprises an AutoChiefC20 Lever Telegraph Unit (LTU) at the following locations:

Bridge Control room

The AutoChiefC20 Lever Telegraph Unit (LTU) is a combined telegraph & manoeuvring lever with telegraph handle and emergency stop switch

2.3.1 Emergency Stop

Bridge

ECR

Local

At sea

Stand by

FWE

D.Slow AST

EmergencyStop

Bridge

ECR

Local

At sea

Stand by

FWE

STOP

The emergency stop button in the bridge console is located in the LTU. At the lower part of the lever, a cover marked with emergency stop can be opened. The emergency stop button is located below this cover The emergency stop function activates the emergency stop system in the main engine safety system. Additionally the conventional stop system is activated and the speed order to the rpm control system is set to zero rpm.

Functions Push-button pressed once for emergency stop Push-button pressed twice for reset

Indications The push-button illumination is red. When active the illumination is enhanced. The cover has a translucent section, so if its closed

the light will show through


10 AA-00391-A

2.3.2 Command Transfer functions

Bridge

ECR

Local

The command transfer section is used for selecting the location for controlling the main engine Bridge The operator on the bridge is controlling the engine via the automatic Remote Control System. The Engine Telegraph System is disabled. ECR The control room personnel have control of the engine. Communication is established between the bridge and engine control room via the telegraph system Local The engine room personnel have control of the engine from the local control system. Communication is established between the bridge and engine room via the telegraph system.

Functions Push-button pressed once for request of command Push-button pressed twice for accept of command

Indications The push-button LED indicator is lit to confirm

control position The push-button LED indicator is flickering when a

control position is requested but not accepted.


AA-00391-A 11

2.3.3 Sub-Telegraph functions

At sea

Stand by

FWE

The sub-telegraph functions are included for informing the engine crew about the subsequent need for propulsive and electric power. At Sea The operator on the bridge is informing that all systems has to be prepared and set-up for seagoing. Stand by The operator on the bridge is informing that all systems has to be prepared for stand by. Engine to be prepared for start. It may also inform the crew that the vessel is entering channel or harbours where special attention has to be made to the machinery or steering plant. FWE ( Finished with engine) The operator on the bridge is informing that there will be no need for propulsive power. The crew will block main start valve and drain the line, Start air distributor will be locked and control air drained. For the MAN B&W engines this lamp will flicker until all actions is made to inhibit the engine to start unintentionally. This function is called FWE Loop abnormal.

Functions Push-button pressed for request of mode

Indications The push-button LED indicator is lit to confirm sub-

telegraph mode


12 AA-00391-A

2.3.4 Lever function

Bridge

ECR

Local

At sea

Stand by

FWE

SLOW

EmergencyStop

SLOW

SLOW

The telegraph handle enables an operator on the bridge to be in direct command of the ship by controlling engines RPM and propellers thrust direction The lever operates in eleven fixed steps, where each step represents an Pitch and or a rpm command in ahead or astern direction. The steps will provide pitch commands as long as Fixed RPM mode 1 or 2 are selected. If combinator mode is selected the steps will represent both a rpm command and a pitch command The steps are the following: Ahead: D.Slow, Slow, Half, Full, Navigation Full, Stop Astern: D.Slow, Slow, Half, Full, Emergency Astern The lever can be moved between the steps as for adjusting the rpm/pitch order. Additionally its possible to use a fine tuning parameter available on the ACP mimic.

Functions Lever set to required position.

Indications A corresponding led is lit on each side of the lever. Above the cover for emergency stop button there are

a digital display which shows textual information, which telegraph position which is selected.

On each side of the lever there are a digital display which shows textual information and a arrow indicating the direction of rotation


AA-00391-A 13

2.4 AutoChief Bridge wing control unit BWU

ASTERN AHEAD

BWU C20BRIDGE WING UNIT

STOP

D.SLOW

SLOW

HALFFULL

NAV.FULL

D.SLOW

SLOW

HALF

FULL

EM.AST.

rpm

0

60

120PITCH

-100

0

100

ASTERN AHEAD

Command Transfer

Alarm

SHDNONE

CANCEL

SHDCANCEL-

ABLE

SHDACTIVE

OVER-SPEED

PANELDIM

+

SOUNDOFF

CANCELSHD

SLDNONE

CANCEL

SLDCANCEL-

ABLE

SLDACTIVE

EMERG.STOP

CANCELSLD

INCOMMAND

ALARMACK.

CancelSafety

function

LAMPTEST

PANELDIM

-

EMERGENCY STOP

2.4.1 Emergency Stop

EMERGENCY STOP

EMERGENCY STOP

EMERGENCY STOP

The emergency stop button in the bridge wing console is located in the BWU C20. At the lower part of the panel, a cover marked with emergency stop can be opened. The emergency stop button is located below this cover The emergency stop function activates the emergency stop system in the main engine safety system. Additionally the conventional stop system is activated and the speed order to the rpm control system is set to zero rpm.

Functions Push-button pressed once for emergency stop Push-button pressed twice for reset

Indications The push-button illumination is red. When active the illumination is enhanced. The cover has a translucent section, so if its closed



14 AA-00391-A

2.4.2 Transfer functions

Command Transfer

Alarm

SHDNONE

CANCEL

SHDCANCEL-

ABLE

SHDACTIVE

OVER-SPEED

PANELDIM

+

SOUNDOFF

CANCELSHD

SLDNONE

CANCEL

SLDCANCEL-

ABLE

SLDACTIVE

EMERG.STOP

CANCELSLD

INCOMMAND

ALARMACK.

CancelSafety

function

LAMPTEST

PANELDIM

-

Command Transfer INCOMMAND

The command transfer function is solved by functions in the push-button panel at the left side of the BWU (bridge wing unit Port or starboard. Wing control is selected from the ACP in the centre bridge console. When the request is done the indicator lamp In Command on the bridge wing will flicker. The system is equipped with an electric shaft system between the levers, which makes a bump-less transfer possible. The pushbutton In command will, when pressed, transfer the control from bridge to requested bridge wings.

Functions Push-button pressed once for activation

Indications The push-button LED indicator is green.


AA-00391-A 15

2.4.3 Safety functions The Safety functions in the BWU are divided in two section, cancellable and not cancellable. The safety functions which are cancellable will be announced on the following indicators:

SHDNONE

CANCEL

SHDCANCEL-

ABLE

SHDACTIVE

CANCELSHD

SLDNONE

CANCEL

SLDCANCEL-

ABLE

SLDACTIVE

CANCELSLD

Shut Down Warning Whether its a cancellable or not cancellable shut down individual indicator Leds will be illuminated. A cancellable function is provided with a pre-warning time, while a not cancellable will activate immediately. Cancel Shut Down The pushbutton, will when activated, cancel shut downs which are predefined as cancellable. Shut Down Active. The Led is lit when the shut down is active. Slow Down Warning Whether its a cancellable or not cancellable slow down individual indicator Leds will be illuminated. A cancellable function is provided with a pre-warning time, while a not cancellable will activate immediately. Cancel Slow Down The pushbutton, will when activated, cancel slow downs which are predefined as cancellable. Slow Down Active. The Led is lit when the slow down is active.

Functions Push-button pressed once for activation Push-button pressed twice de-activation

Indications If the push-button is pressed and the cancel function

is activated the LED indicator gets fixed red light. If the push-button is pressed again the cancel

function is switched off and the LED indicator starts flickering if the Safety function is still active but extinguishes if the safety function is not active.


16 AA-00391-A

OVER-SPEED

EMERG.STOP

Over-speed A separate indicator for over-speed shut down is provided. If the engine is over-speeding the safety system will stop the engine. The lever has to be set to stop and the engine has to be re-started. Emergency Stop A separate indicator for emergency stop shut down is provided. It indicates that one of the emergency stop switches is active. The manoeuvre lever has to be set to stop, the emergency stop switch active has to be reset and the engine has to be re-started.

Indications The LED indicator is red and illuminated when the

safety function is active.

2.4.4 Panel Dimming and lamp test

PANELDIM

+

PANELDIM

+

LAMPTEST

The BWU instrumentation and lever do all include background illumination. The intensity can be adjusted by dedicated pushbuttons on the push-button panel.

This pushbutton is for increasing background light intensity for the BWU panel

This pushbutton is for decreasing background light intensity for the BWU panel

This button is for checking all indicator lights and Leds in the BWU panel.

Functions By pressing + button intensity will be enhanced By pressing - button intensity will be reduced By pressing Lamp Test the lamp test will run until

lamp test is pressed once more.

Indications LED indicator is lit as long as pushbutton is pressed.


AA-00391-A 17

2.4.5 Lever function

STOP

D.SLOW

SLOW

HALFFULL

NAV.FULL

D.SLOW

SLOW

HALF

FULL

EM.AST.

The manoeuvre lever on the bridge wing unit has the same divisions as the bridge lever. Each division has a step.

Functions Lever to be moved to required step The electric shaft function will move lever in centre

bridge and the other bridge wing accordingly.

Indications Illuminated scale showing each lever position.

2.4.6 Indicators

PITCH-100

0

100

ASTERN AHEAD

rpm

0

60

120

The BWU C20 includes indicators for engine rpm and engine pitch, The indicators are operative whether the wing control station is in command or not.

Indications

Propeller pitch indicates the propellers actual pitch in

astern or ahead direction. Astern is indicated with negative (-) pitch value and red scale. Ahead is positive and green scale.

Engine rpm, indicates the engines actual rpm


18 AA-00391-A

2.5 AutoChief Push-Button Telegraph (PBT)

Bridge

ECR

Local

At sea

Stand by

FWE

Nav.full

Full

Half

Slow

DeadSlow

Stop

DeadSlow

Slow

Half

Full

Emerg.Astern

EmergencyStop

Wrong way

LampTest

In addition to the Lever Telegraph Unit, another unit provides a simple sub telegraph system for the engine room. The Push Button Telegraph (PBT) enables an operator to transmit/receive messages between the bridge, control room and engine room. The following standard functions are available as explained above:

Engine Telegraph Modes: Engine Telegraph Control Location Engine Telegraph Status Emergency Stop

The following telegraph divisions are provided by push buttons with indicators: Ahead: D.Slow, Slow, Half, Full, Navigation Full, Stop Astern: D.Slow, Slow, Half, Full, Emergency Astern

Functions Push-buttons activated for accepting and confirming

order received from the bridge Emergency Stop pushbutton pressed once for

activation and pressed again for reset. Lamp test pushbutton for testing all indicators and

background illumination.

Indications A corresponding led is lit on each pushbutton when

activated Emergency Stop pushbutton, illumination is red.

When active the illumination is enhanced. Wrong way alarm. The cover has a translucent section, so if its closed



AA-00391-A 19

2.5.1 Command Transfer functions

Bridge

ECR

Local

The command transfer section is used for selecting the location for controlling the main engine Bridge The operator on the bridge is controlling the engine via the automatic Remote Control System. The Engine Telegraph System is disabled. ECR The control room personnel have control of the engine. Communication is established between the bridge and engine control room via the telegraph system Local The engine room personnel have control of the engine from the local control system. Communication is established between the bridge and engine room via the telegraph system.

Functions Push-button pressed once for request of command Push-button pressed twice for accept of command

Indications The push-button LED indicator is lit to confirm

control position The push-button LED indicator is flickering when a

control position is requested but not accepted.


20 AA-00391-A

2.5.2 Sub-Telegraph functions

At sea

Stand by

FWE

The sub-telegraph functions are included for informing the engine crew about the subsequent need for propulsive and electric power. At Sea The operator on the bridge is informing that all systems has to be prepared and set-up for seagoing. Stand by The operator on the bridge is informing that all systems has to be prepared for stand by. Engine to be prepared for start. It may also inform the crew that the vessel is entering channel or harbours where special attention has to be made to the machinery or steering plant. FWE ( Finished with engine) The operator on the bridge is informing that there will be no need for propulsive power. The crew will block main start valve and drain the line, Start air distributor will be locked and control air drained. For the MAN B&W engines this lamp will flicker until all actions is made to inhibit the engine to start unintentionally. This function is called FWE Loop abnormal.

Functions Push-button pressed for request of mode

Indications The push-button LED indicator is lit to confirm sub-

telegraph mode


AA-00391-A 21

2.6 Emergency pitch control panel

CPPEMERGENCY

CONTROL

CPPINCREASE

AHEAD

LAMPTEST

CPPINCREASEASTERN

The emergency pitch control panel is located on the bridge and in control room. The purpose of the panel is to make the operator able to perform direct pitch control. The panel is hardwired direct to the propeller systems solenoid valves in the oil distribution box, or to the outputs of the pitch control units MEI and C2.

CPPEMERGENCY

CONTROL

This pushbutton is for activating CPP Emergency control.

Press once for activation

Press once more for deactivation

CPPINCREASEASTERN

This pushbutton is for moving the pitch for astern thrust. As long as the pushbutton is pressed the pitch will move.

CPPINCREASE

AHEAD

This pushbutton is for moving the pitch for ahead thrust. As long as the pushbutton is pressed the pitch will move.

LAMPTEST

This pushbutton is for performing lamp test for the Emergency pitch control panel.


22 AA-00391-A

2.7 Safety switch panel

SHUTDOWN

SLOWDOWN

CANCELSHUTDOWN

CANCELSLOWDOWN

NORMALFORCED ECR

CONTROL NORMALINCREASE

LIMIT

SSP

LAMPTEST

RESETSLOWDOWN

The safety switch panel is located in the engine control room

2.7.1 Safety functions

SHUTDOWN

Indicates that shut down is activated.

CANCELSHUTDOWN

Pushbutton for cancelling shut down.


AA-00391-A 23

SLOWDOWN

Indicates that slow down is activated.

CANCELSLOWDOWN

Pushbutton for cancelling slow down.

NORMALINCREASE

LIMIT

Selector switch for increasing limiters in the remote control system.

NORMALFORCED ECR

CONTROL

Selector switch for forced control take-over, from remote to Engine Control room control.

LAMPTEST

Pushbutton for testing all lamps in the Safety switch panel.

RESETSLOWDOWN

Pushbutton for reset slow down.


24 AA-00391-A

2.8 PBT in cabinet for ME engine

Bridge

ECR

Local

At sea

Stand by

FWE

Nav.full

Full

Half

Slow

DeadSlow

Stop

DeadSlow

Slow

Half

Full

Emerg.Astern

EmergencyStop

Wrong way

LampTest

0 1020

30

40

607080

90

100

50

For the MAN B&W ME engine the pushbutton telegraph is mounted in a cabinet together with a control dial for local control of the ME engine

2.8.1 function and indicators

0 1020

30

40

607080

90

100

50

The control dial is used for local speed control of the main engine. The dial is directly connected to the MAN B&W ECU A&B units. The control dial has a scale from 0-100 % Fuel index..

There is also a buzzer mounted in the cabinet for announcing new telegraph commands given from the bridge to the local telegraph.

See separate description of the pushbutton Telegraph


AA-00391-A 25

2.9 PBT in cabinet for CPP

Bridge

ECR

Local

At sea

Stand by

FWE

Nav.full

Full

Half

Slow

DeadSlow

Stop

DeadSlow

Slow

Half

Full

Emerg.Astern

EmergencyStop

Wrong way

LampTest

For the local CPP control station the pushbutton telegraph is mounted in a cabinet together with a buzzer for telegraph command announcement.

2.9.1 function and indicators

The telegraph includes the same functionality as described for the pushbutton telegraph earlier in the document.

For the CCP configurations there are two telegraph panels in the engine room, one for by the main engines local control stand and one by the CPP local control stand. When a new manoeuvring order is activated from the bridge an accept of this command may be given either from the main engine or from the local CPP stand

The buzzer will activate as long as a new command is not accepted.

See separate description of the pushbutton Telegraph


26 AA-00391-A

2.10 Distributed processing units

2.10.1 General A number of different Distributed Processing Units are available for different tasks. The main functions of the Distributed Processing Units are to monitor analogue or digital sensors and to provide analogue and digital output to different devices. All units have the same mechanical construction and are built using the same electronic design principles. The main characteristics of the Distributed Processing Units are:

Distributed Processing Units (DPU) LED indicators on the housing for Watch-dog, Run, General

information, unit initialised and power polarity. Three-way isolation between: - I/O and power. - I/O and process-bus. - Power and process-bus. Single printed circuit board design. Easy service replacement without setting trimmers, dip switches,

jumpers or sockets. No additional EMC protection required (only IP).

Time synchronisation. Non-volatile memory. Remote alarms function. Dual CAN-bus interfaces.


AA-00391-A 27

Software can be downloaded into the unit. Built In Self-Test (BIST) monitoring temperature, power

and sensor excitation overload. All parameters are stored in each unit. Each unit is remotely configurable. No serviceable parts inside. All connections are pluggable.

Each Distributed Process Unit contains its own microprocessor. These are programmed for a number of different tasks such as detecting when a monitored signal move outside set limits. Unwanted alarms are inhibited during start-up and shut-down of the machinery. Status information is continuously monitored by the AutoChiefC20 AMSs Remote Operator Stations through the system network. When an unacceptable condition is detected, the Distributed Process Unit and AutoChiefC20 AMS generates an alarm signal, identifies the responsible sensor, and provides information about the condition. The following gives a short description of each Distributed Processing Unit type:


28 AA-00391-A

2.10.2 Dual Process Segment Controller (dPSC)

The dual Process Segment Controller (dPSC) is a dual two channel CAN gateway. Its main task is to process messages from the local CAN segment and send them on the global process bus, where they are available for other dPSCs and the Remote Operator Stations. In most cases the two channels are working in parallel on redundant CAN lines. Commands and downloading of parameters and software from any Remote Operator Station to the Distributed Processing Units connected to the local process bus is handled as well. The main features are:

Redundant routing of messages between local and global CAN segments.

Application mastership with active running backup. PLC algorithm for controlling I/O-signals connected to the

local DPUs.

Self checking Remote configurable No serviceable parts All connections pluggable All parameters stored in module Dual redundant 24VDC input (power)


AA-00391-A 29

2.10.3 RPMD Unit (RPMD) The RPMD module is a module with pickup inputs and digital outputs, two relay output and two solenoid driver output. The value from the pickups can be used to activate the outputs and will be reported on CAN. The main features are: 4 pickup inputs, 2 or 3 wire (NPN or PNP pickup required). 2 Relay output, one changeover contact 2 channels for Solenoid driver

Scaled in technical units. Limit check. Alarm and monitoring for all channels. Trend. Time stamp of alarms and events (0.001 seconds). Self checking. Sensor excitation power overload. CAN net status, error handling.

RPMD C20


30 AA-00391-A

2.10.4 Remote Analogue Input (RAi-16) This unit has 16 analogue input channels. Each channel is selectable as voltage, current and resistance input in different ranges and has free technical units scaling. It also incorporates a 5-500Hz counter channel. The main features are:

16 analogue or digital input channels. Scaled in technical units. 1 Counter 5 - 500 Hz. Limit check. Alarm and monitoring for all channels. Trend. Time stamp of alarms and events (0.001 seconds). Self checking. Sensor excitation power overload. CAN net status, error handling.


AA-00391-A 31

2.10.5 Remote Digital Input (RDi-32 and RDi-32a)

These units have 32 digital input channels/dry contacts and includes LED status indicators. The main features are:

32 digital input channels with LED status indicators. Input dry contacts. Alarm and monitoring for all channels. Trend. Time stamp of alarms and events. Self checking. Sensor excitation power overload. CAN net status, error handling.

2.10.6 Remote Analogue Output (RAo-8) This unit has 8 analogue output channels. Each channel is selectable for voltage or current output in different ranges and almost free technical units scaling. This module is suited to drive analogue indicators. By placing the module close to instruments long cables can be avoided. The main features are:

8 analogue output channels. 10VDC / 20 mA. CAN net status, error handling.


32 AA-00391-A

2.10.7 Remote Digital Output (RDo-16) This unit has 16 digital output channels and includes LED status indicators. The maximum output current for each channel is 3 Amperes (resistive load). Maximum voltage is 230 VAC. The main features are: 16 digital output channels with LED status indicator. The main features are:

Change over, brake before make relay-contacts. Pulse on output. Pulse off output. CAN net status, error handling.

2.10.8 Process Segment Starcoupler (PSS)

CAN lines are vulnerable against short circuit and un-terminated lines. A short-circuit or a broken line will disable the entire CAN segment. The PSS will protect two sections of a CAN segment from each other. A typical application is to protect CAN segments running across fire- or flood-zones.

Protection of sections in a single CAN segment Extension of bus topology No configuration No serviceable parts All connections pluggable


AA-00391-A 33

2.11 Remote control system functions

2.11.1 Start fail/block As long as any of the below mentioned conditions is active the engine is inhibited for starting.

2.11.1.1 Start failed Starting failure is announced from the MAN B&W ECS when one of the following conditions occurs, and is indicated on ECR and Bridge ACP.

3 failed starts Slow turning failure

2.11.1.2 Start air pressure low

To secure a safe starting of the main engine a minimum starting air pressure is required. The value for minimum starting air pressure allowed is preset in parameters in the remote control system. If the pressure is below this preset level Start Block is activated.

2.11.1.3 Engine tripped

Engine has tripped because of a shut down detected and created by the safety system.

Details to be found in the alarm list on the Safety system mimic pages.

2.11.1.4 Start blocked

If one or more of the following conditions are present the ECS will block the start:

Shut down Main starting valve blocked Starting air distribution system blocked Control air vented Turning gear engaged Starting air pressure low and bridge control active Auxiliary blowers not operational and bridge control active


34 AA-00391-A

When the start is blocked the ECS will release an alarm and route Start Blocked signal to the RCS via the serial connection. The ECS will automatically reset the start blocking when the condition has returned to normal and stop command is released.

2.11.1.5 Engine blocked

This is a signal from the Electronic Control System to the remote control system via serial line informing that the engine is blocked for operation. Its active if one or all of the following conditions is active:

Main starting valve blocked Starting air distribution system blocked Control air vented

2.11.2 Engine/CPP Not ready

2.11.2.1 Start air distributor blocked

For safety reasons, when the main engine is not in use, the start air distributor is blocked. To be able to start the engine the start air distributor has to be unblocked.

2.11.2.2 Main Start air valve blocked

For safety reasons, when the main engine is not in use, the main start air valve is mechanically blocked. To be able to start the engine the main start air valve has to be unblocked.

2.11.2.3 Turning gear engaged

The turning gear is mechanically engaged to the flywheel. The main engine is therefore inhibited from starting.

2.11.2.4 Control air vented

The control air valve is closed and the line is pressure released with a ventilation valve.


AA-00391-A 35

2.11.2.5 Engine not ready/ready

Engine Not Ready is used for an indication at the bridge, ECR and LOP. The purpose of the Engine Not Ready indication is to inform the navigator/engine staff that the engine is not fully capable of functioning. For example it may not be possible to start the engine again if it has been stopped.

It is allowed to perform a start attempt if the Engine Not Ready indication is on. However, the normal procedure is to wait until Engine Not Ready deactivates before a start attempt is carried out e.g. after black-out.

The ECS will route Engine Not Ready to the remote control system via serial connection. The Engine Not Ready signal is set active if the condition for engine ready is not fulfilled Engine Not Ready is thus the inverse of the following signals:

Main starting valve in service position Starting air distribution system in service position Turning gear disengaged Control air pressure OK Hydraulic supply system OK Auxiliary blowers operational ECS OK

2.11.2.6 CPP Hydraulic Pressure

This function monitors the actual control oil pressure for the controllable pitch propeller. If the CPP pumps is not running (At least one) or the pressure is to low this message will appear. It means that we have no control of the propeller pith and therefore the CPP is not ready.

2.11.2.7 CPP Not Zero

Prior to start of the engine the propellers pitch has to be neutral (Zero), meaning that no ahead or astern thrust is initiated. If the CPP is not in zero CPP is not ready an engine cannot be started.


36 AA-00391-A

2.11.3 Starting the main engine The engine is started automatically in ahead (or astern) direction from bridge (if the engine is prepared for start), simply by setting the bridge handle from stop to any position in ahead (or astern) direction.

2.11.3.1 Delayed start

This function indicates that the Prepare Start sequence has to be activated before the engine is Ready for start.

2.11.3.2 Prepare Start.

This function is activated from the ACP mimic pages, its activated for starting the auxiliary blowers prior to the normal start of the engine. As long as this sequence is not performed the engine will be in the state Delayed Start. When the sequence is ready the engine state will be Ready for Start.

2.11.3.3 Starting Starting of the main engine is performed by selecting the picture ME/CPP main on the ACP. On this picture is possible to select a soft-key named ME Start. When the engine is ready for start the start signal will be sent to the MAN B&W electronic control system.

2.11.3.4 Repeated start If the engine fails to start (run on fuel) after the starting air is switched off, the system will automatically try to restart the engine. Indication for "repeated starts" will show on bridge and ECR. If the second start also fails, the system will try once more. After 3 starting attempts, start failed alarm will be activated.

2.11.3.5 Running The signal Running is transferred to the RCS from the ECS when the engine is running on fuel.


AA-00391-A 37

2.11.4 RPM limiters For protecting the engine against thermal stress and destruction some fixed RPM Limiters are included in the ECS.

2.11.4.1 Load Limitation

This function is including the operational limiters:

Chief rpm limit Torque Limiter Scavenging air Limiter

The limiter functions is adjustable only in the MAN B&W ECS.

2.11.5 QPT, Quick pass through barred speed range function

The QPT function is an optional feature to help the main engine passing through the critical RPM range. In some cases its difficult to pull the engine through the critical RPM range as the fuel limiters may activate and restricting the engine to increase in speed. This problem is avoided as the RPM control system detects the critical RPM lower level and sends a zero pitch signal to the AC-C20 pitch control system. The AC-C20 will then take the pitch to zero and the speed control system will be able to increase the pump-index with the effect that the engines RPM will increase and reach the critical RPM upper level. When this RPM is reached the zero pitch signal is turned of and the AC-C20 take the propellers pitch angle up to the level which is matching the manoeuvre lever position.


38 AA-00391-A

2.11.5.1 Load reduction A slow down is caused by a input signal detected by the slow down module. If such a signal is detected, the safety system will send a load reduction request to the pitch control system. The pitch set-point will after a pre-warning time be reduced to the predefined load reduction level.

Time

Pitc

h

SLD loadLevel

SLD Active During pre-warning time an alarm "slow down cancellable" or "slow down none cancellable" will be displayed on the ACP.

2.11.6 Operation modes

2.11.6.1 Emission mode

This mode is selectable from the ACP mimic. Emission mode is a special feature controlled by the MAN B&W Electronic Control System. It secures operation of the main engine with the lowest emissions for the actual engine type.


AA-00391-A 39

2.11.6.2 Economy mode

This mode is selectable from the ACP mimic. Economy mode is a special feature controlled by the MAN B&W Electronic Control System. It secures the operation of the main engine with the lowest consumption and thereby in the most economic way.

2.11.6.3 Fixed RPM mode 1

This mode will be selected automatically after SEPARATE RPM or as default after power up. Fixed RPM mode means pitch control from bridge, bridge-wing or control room by the AutoChief C20 control levers with a fixed engine speed. Fixed RPM 1 mode can be manually selected by operating the ACPs mimic mode select section on the bridge or in control room (the one in control). The RPM level for this mode is adjustable but is normally set to 85% of MCR. Fixed RPM can not be selected if the remote control system is not in charge of RPM control. (which means that the ACC20system have lost control of the engine speed (separate RPM), in such a case, the RPM must be set manually to the fixed RPM position by use of the manual lever.

2.11.6.4 Fixed RPM Mode 2

Fixed RPM mode 2 is selected manually but the functionality is the same as for Fixed RPM 1. The fixed RPM 2 rpm level is normally set to 100% of MCR but is adjustable from the engine control room panel. In the case were the ship has a dynamic positioning control system the operation mode in DP-mode is Fixed RPM mode. In this case the dynamic positioning system gets information whether Fixed Rpm mode 1 or 2 is selected.


40 AA-00391-A

2.11.6.5 Separate RPM mode

Separate RPM mode means pitch control from bridge, bridge-wing or the control room by the AutoChief C20 control levers (Local control of the CPP is also possible in this mode). RPM are in this mode controlled separately, from the speed-setting lever provided in the control room or from the control lever provided on the local engine side control station. The system will go automatically into separate RPM mode if the pneumatic /electric change over valve/switch located in the control room (and in the engine side control console) are set out of remote (which means that the ACC20 system have lost control of the engine speed). An alarm Separate RPM mode will be announced on bridge and in control room.

2.11.6.6 Combinator mode

Combinatory mode means combined control of RPM and pitch from bridge, bridge-wing or control room by the AutoChief C20 control levers according to a pre-programmed combinatory curves. Combinator mode can be manually selected by operating the ACPs mimic mode select section on the bridge or in control room (the one in control).Combinatory mode can not be selected if the pneumatic /electric change over valve/switch is set to manual which means that the ACC20 system have lost control of the engine speed (separate RPM)). Combinator mode is blocked if DP-panel is in control.

Manoeuvring lever position in %

Rpm

AheadAstern Stop

0 %- 100 % 100 %

Combinator curve for Rpm.

P1

P2P3 P4

P5

P6

Lever position in %

AheadAstern Stop

0 %- 100 % 100 %

Pitch%Ahead

P3

Pitch%Astern

P6

P5

P7

P2

P1


AA-00391-A 41

2.11.7 Stopping the main engine The engine is stopped automatically by first selecting the picture ME/CPP main on the ACP. On this picture its possible to select a soft-key for stopping the engine. The stop solenoid valve is activated, and stop signal is given to the MAN B&W Electronic Control System.

2.12 Safety system functions

2.12.1 Safety function Shut down

2.12.1.1 Shut Down Function (1 6) Then engine will automatically shut down (stop), if any of the shut down sensors is activated. The emergency stop solenoid valve will be activated, and the fuel rack to zero order is given to the governor. The engine will then stop. The following inputs for shut down sensors are provided: Shut down 1: (Fixed as over speed) Shut down 2-6: (To be project specified for the actual

project) Custom Shut down 1-5 (To be project specified for the actual

project) The input sensors may be of digital (on/off) or analogue type. The shut downs may be configured as cancellable or non cancellable type. Non cancellable types will stop the engine immediately. Shut down is reset (after the sensor is de-activated) by setting the manoeuvring lever at the control stand in control to stop position. The engine may then be restarted.


42 AA-00391-A

2.12.1.2 Cancellable Shut Down It will be possible, during the time delay, to cancel the shut down by pressing the "Cancel SHD" pushbutton on the ACP unit. There will be time delay on the cancellable shut downs. The delay time may be adjusted individually for each sensor. The cancellable shut-downs may be cancelled individually from the ACP in control room, regardless of control position, it will additionally be possible to cancel all shut-downs from bridge while in bridge control, control room in control room control and from engine side while in emergency control. The indications mentioned will be shown on the LCD display of the ACP unit.


AA-00391-A 43

2.12.1.3 Emergency Stop function Safety System has possibility for total 5 emergency stop push buttons Normally 3 emergency stop pushbuttons will be used:

Bridge Pushbutton with light with integrated in bridge LTU.

Control Room Pushbutton with light with cover integrated in the ECR LTU

Local Control: Pushbutton with light with cover integrated in emergency control PBT.

Emergency stop solenoid valve is directly activated through the ESU when one of the pushbuttons is activated. Stop signal is sent to the RCS and fuel rack to zero order is given to the governor. The engine will stop, and an alarm "emergency stop", emergency stop valve activated", and information of which of the emergency stop pushbutton is activated will be shown on the ACP. Emergency stop may be activated from all control stands at all time, regardless of the control position. Emergency stop is simply deactivated when the pushbutton are pressed once more.

2.12.1.4 Over-speed Shut Down Over speed is detected by the RPM detection system, from tacho pick-ups which are mounted towards engine fly-wheel, when the engine revolution exceeds the over speed level (107% of MCR, adjustable). A hardwired signal from the RPM detection system is connected to a shut down input on the ESU for direct activation of emergency stop solenoid valve. And the RPM detection system will by dual redundant CAN order shut down of engine to RCS, Safety System and Governor System. This will cause the emergency stop solenoid valve to be activated and the fuel rack position moved to zero. The engine will stop and the alarm "over speed" will be shown on the ACP. Over speed is reset by setting the manoeuvring lever at the control stand to stop position. The engine may then be restarted.


44 AA-00391-A

2.12.2 Safety function Slow Down

2.12.2.1 Slow Down Function (1 20) The engine will automatically get a load reduction by a pitch reduction signal. The load is corresponding to the telegraph order slow (adjustable) if any of the slow down sensors is activated. Slow down signal will be sent to the remote control system and/or the speed control system, which takes action. Slow down is indicated on the ACP. The inputs for slow down sensors are as follows: Slow down 1-20: (To be project specified for the actual

project) The input sensors may be of digital (on/off) or analogue type. The slow downs may be configured as cancellable or non cancellable type. Non cancellable types will reduce the engine speed immediately; while there will be time delay on the cancellable ones. The delay time may be adjusted individually for each sensor. The cancellable slow-downs may be cancelled individually from the ACP in control room, regardless of control position, it will additionally be possible to cancel all slow-downs from bridge while in bridge control, control room in control room control and from engine side while in emergency control. Slow down is automatically reset after the sensor is de-activated, alternatively it is reset when the sensor is de-activated, and the bridge handle is set below the slow down level. A none cancellable slowdown will activate speed reduction immediately after the time delay has run out. Slow down action is performed as follows: Bridge Control Automatically by the remote control

system.

Control Room Contr. Automatically by the governor or manually by the operator

Local Control: Manually by the local speed device.


AA-00391-A 45

2.12.2.2 Cancellable Slow Down It will be possible during the time delay to cancel the slowdown by pressing the "Cancel SLD" pushbutton on the ACP unit. If not cancelled, the slow down will be activated and be indicated as "slow down activated" and the speed set-point will be reduced to the slow down level, normally corresponding to dead slow (adjustable). It will be possible to adjust main engine speed in the area between minimum run and slow down level. Slow down is reset automatically, when the slow down signal goes off. The indications mentioned will be shown on the LCD display of the ACP unit.


46 AA-00391-A

2.13 RPM measurement functions

2.13.1 Dual engine speed detector system for MAN B&W ME Engines The AutoChiefC20 is furnished with two independent RPM measurement systems. These systems will at all time ensure correct reading of the RPM pickups and give alarm in case of irregularities.

There is a hardwired connection for activating overspeed shut down from the RPME to the ESU (Safety system). The RPM detector system is used to detect over speed, critical RPM, wrong rotation as well as driving a variety of RPM indicators located on bridge, in control room and engine side.

2.13.2 RPM detector failure RPM monitoring is critical for starting and running of the engine, So if the RPM measuring system is experiencing a redundant detector failure the engine is inhibited for starting. A principle diagram of the RPM detector system is shown below:

RPMEPick-ups RPMERPMD

Notchfilter

Low passfilter

Displayfilter

ESU


AA-00391-A 47

3 OPERATING INFORMATION

3.1 Introduction This chapter describes normal operation from the different control locations for a normal delivery. This covers operation from the following locations:

Bridge Bridge Wings Engine Control Room Local Control Stand The operational description is built on the case that the engine shall be started ahead, stopped and reversed for starting astern from each control location. Normal events during these operations are described. More advanced operations is not covered in this chapter.


48 AA-00391-A

3.2 Operation from Bridge

3.2.1 Preparing engine for start in ECR Before starting the engine it has to be made ready for start.

1. Use the Rotary knob and scroll to the soft key Engine State

2. Press the Rotary knob for activating Engine State.

0 %

0 % 0%

50

1000

25 75

100806040200

-100-80-60-40-20



Stand by Emmis.mode ECR Eng N. Ready System Ready

FUEL INDEX

LEVERSETP

Engine State

0 %100-100

-50 500

PITCH ANGLE

0 rpm1200

30 9060

FIXED RPM 1

3. Observe the start block conditions and act accordingly.

ECR Eng N. Ready System ReadyStand by

Start BlockedReady for StartDelayed StartPreparing StartStarting

STATEStart failedSTART FAIL / BLOCK

Start air distributor blocked

Main start air valve blocked

Turning gear engaged

ENGINE /CPP NOT READY

Control air vented

Start air pressure low

Start blocked

Engine blockedRepeated StartRunningStoppingEngine Tripped

HOME

Engine not readyEngine not ready

Aux. Blower Failure

Eng./CPP Not ReadyCPP Hydraulic pressureCPP Not Zero


AA-00391-A 49

CPP Pump Start

CPP Pump 1Running

4. The CPP hydraulic pump has to be started before the engine is ready for start.

5. Select the picture ME/CPP Main from the HOME picture.



Stand by Eng N. Ready System Ready

Engine State

PITCH ANGLE

0 rpm

0 %

-100


Main Engine

ME Start

ME Stop


0 120

30 9060

ME RPM

ECR

CPP Pump Start

CPP Pump Stop

CPP Pump 1Running

CPP Pump 2Running

6. Move to the field CPP Pump Start and activate the field by pushing the rotary knob

7. Observe that one of the CPP pump starts

8. By selecting the Engine state display you will observe that the engine state is now Delayed Start

ECR Eng. Ready System ReadyStand by







Control air vented


Start blocked


HOME


Aux. Blower Failure



50 AA-00391-A

3.2.2 Transfer control from ECR to Bridge

Bridge

ECR

Local

At sea

Stand by

FWE

STOP

EmergencyStop

Bridge

ECR

Local

Bridge

ECR

Local

Incommand

Soundoff

Alarmackn.

1. Press the pushbutton Bridge on the LTU in ECR.

2. The led in the pushbutton marked bridge flickers, buzzers sounds in ECR and Bridge.

3. The upper section of the ACP mimic Home, changes status.

Control transfer Eng Ready System ReadyStand by

4. Press the pushbutton Bridge on the LTU on the bridge.

5. The led in the pushbutton marked ECR extinguishes.

6. The led in the pushbutton Bridge turns to steady light. Buzzers on the bridge and in ECR turns off

7. The upper section of the Home mimic changes status.

Bridge Eng Ready System ReadyStand by 8. Control station is now bridge, and the led In Command

is lit on the ACP


AA-00391-A 51

3.2.3 Start Auxilliary blowers

1. Select the B&W modes page.



Engine State The B&W Modes page will appear on the screen.

2. Navigate to the field Preparing Start. At Sea Bridge Eng Ready System Ready

Engine Running Mode

Emmission Mode

Prepare Start

Economy Mode

Spare

Spare

Preparing Start

Start Blocked

3. This function will start the auxiliary blowers and the field below the preparing Start will change the text to Ready for start when the sequence is ready.

ECR Eng Ready System ReadyStand by







Control air vented


Start blocked


HOME


Aux. Blower Failure



52 AA-00391-A

3.2.4 Start engine

ME Start

1. Select the ME/CPP Main page.




Stand by Eng Ready System Ready

PITCH ANGLE

0 rpm

0 %

-100


ME Start

ME Stop


0 120

30 9060

ME RPM

Bridge

CPP Pump Start

CPP Pump Stop

CPP Pump 1Running

CPP Pump 2Running

2. Select the field ME Start.

3. Observe that the engine starts by monitoring the ME RPM indicator in the upper right corner of the mimic picture


PITCH ANGLE

75 rpm

0 %

-100


ME Start

ME Stop


0 120

30 9060

ME RPM

Bridge

CPP Pump Start

CPP Pump Stop

CPP Pump 1Running

CPP Pump 2Running

4. The default Propulsion mode is Fixed RPM mode 1. The

engines rpm will stabilize at the pre-defined rpm level for this mode.


AA-00391-A 53

3.2.5 Change propulsion mode

Fixed rpm 2

1. Select the ME/CPP Main page.





PITCH ANGLE

75 rpm

0 %

-100


ME Start

ME Stop


0 120

30 9060

ME RPM

Bridge

CPP Pump Start

CPP Pump Stop

CPP Pump 1Running

CPP Pump 2Running

For changing the propulsion modes select from the dedicated field:

2. Select the field Fixed RPM 2.

3. Observe that the engines rpm increases from Fixed rpm level 1 to fixed rpm level 2


PITCH ANGLE

98 rpm

0 %

-100


ME Start

ME Stop


0 120

30 9060

ME RPM

Bridge

CPP Pump Start

CPP Pump Stop

CPP Pump 1Running

CPP Pump 2Running

4. The procedure is the same if the propulsion mode

Combinator should be selected.

Note ! Sep.rpm mode is only possible to activate if the control position is Engine Control Room.


54 AA-00391-A

3.2.6 Select ahead thrust

Bridge

ECR

Local

At sea

Stand by

FWE

D.SLOW

EmergencyStop

Bridge

ECR

Local

At sea

Stand by

FWE

FULL

EmergencyStop

1. Move the bridge lever from Stop to any position ahead.

2. Observe the ACP mimic.

25 %

20 % 20%

50

1000

25 75

100806040200

-100-80-60-40-20



Stand By Emmis.mode Bridge Eng Ready System Ready

FUEL INDEX

LEVERSETP

Engine State

20 %100-100

-50 500

PITCH ANGLE

75 rpm1200

30 9060

FIXED RPM 1

3. The propeller pitch, engine rpm and fuel index. may be

monitored.

4. Increase to full thrust by moving the lever to requested position.

60 %

60 % 80%

50

1000

25 75

100806040200

-100-80-60-40-20



Stand By Emmis.mode Bridge Eng Ready System Ready

FUEL INDEX

LEVERSETP

Engine State

60 %100-100

-50 500

PITCH ANGLE

75 rpm1200

30 9060

FIXED RPM 1

5. Observe that the lever command is set to Full and 80% pitch. The graph SETP indicates 60% pitch, this means that a limiter is active.


AA-00391-A 55

6. To inspect which limiter that is active, use the rotary knob and navigate to the Limiters page and press the knob for activation.

Control Pos.LimitersAlarms

7. This picture indicates which limiter that is active.

Show CPP Lim.CPP L. CurvesSet Pitch curves

HOME

Bridge Eng Ready System ReadyStand by

60 % 80 %

100806040200

-100-80-60-40-20

SETPManual pitch limiterQPT Active

Pitch LimitersLoad Limitation

Limiters

Limitation IncreasedSlowdown

LEVER

8. To be able to increase the pitch, t

Documents

AA-0391a- ACC20 B&W ME-CPP Instruction Manual