aa-0381a- acc20 b&w mc instruction manual

Instruction manual AutoChief C20

AA-0381-A i

AutoChief C20

Instruction Manual

MAN B&W MC Engines

Fixed Propeller installation


ii AA-0381-A


AA-0381-A iii

Revisions

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

A 07.12.04 T 04.01-05 DAM 06.01.05 SM B C D

Document history

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

A AAE-000157 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. 2004 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


iv AA-0381-A

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

2.3 AUTOCHIEF COMBINED LEVER AND TELEGRAPH UNIT (LTU) ................................................8 2.3.1 Emergency Stop ....................................................................................................................8 2.3.2 Command Transfer functions ...............................................................................................9 2.3.3 Sub-Telegraph functions.....................................................................................................10 2.3.4 Lever function.....................................................................................................................11

2.4 AUTOCHIEF BRIDGE WING CONTROL UNIT BWU..................................................................12 2.4.1 Emergency Stop ..................................................................................................................12 2.4.2 Transfer functions...............................................................................................................13 2.4.3 Safety functions...................................................................................................................14 2.4.4 Panel Dimming and lamp test.............................................................................................15 2.4.5 Lever function.....................................................................................................................16 2.4.6 Indicators............................................................................................................................16

2.5 AUTOCHIEF PUSHBUTTON TELEGRAPH (PBT)......................................................................17 2.5.1 Command Transfer functions .............................................................................................18 2.5.2 Sub-Telegraph functions.....................................................................................................19

2.6 AUTOCHIEF START/STOP & SPEED-SET LEVER .....................................................................20 2.7 INDICATION PANEL UNIT .........................................................................................................21

2.7.1 Engine indicators................................................................................................................21 2.7.2 Auxiliary blower control.....................................................................................................23

2.8 EMERGENCY CONTROL EL. BOX STANDARD ............................................................................24 2.8.1 function and indicators.......................................................................................................24

2.9 DISTRIBUTED PROCESSING UNITS .............................................................................................25 2.9.1 General ...............................................................................................................................25 2.9.2 Main Engine Interface Unit (MEI) .....................................................................................27 2.9.3 Engine Safety Unit (ESU) ...................................................................................................28 2.9.4 Digital Governor Unit (DGU) ............................................................................................29 2.9.5 Dual Process Segment Controller (dPSC)..........................................................................30 2.9.6 RPMD Unit (RPMD) ..........................................................................................................31 2.9.7 Remote Analogue Input (RAi-16)........................................................................................32 2.9.8 Remote Digital Input (RDi-32 and RDi-32a)......................................................................33 2.9.9 Remote Analogue Output (RAo-8) ......................................................................................33 2.9.10 Remote Digital Output (RDo-16)...................................................................................34 2.9.11 Process Segment Starcoupler (PSS) ..............................................................................34


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2.10 REMOTE CONTROL SYSTEM FUNCTIONS ...................................................................................35 2.10.1 Start block......................................................................................................................35

2.10.1.1 Engine tripped ......................................................................................................................... 35 2.10.1.2 Start air pressure low............................................................................................................... 35 2.10.1.3 RPM detector failure ............................................................................................................... 35 2.10.1.4 Governor not connected .......................................................................................................... 35 2.10.1.5 Start air valve blocked............................................................................................................. 35 2.10.1.6 Start air distributor blocked..................................................................................................... 35 2.10.1.7 Turning gear engaged.............................................................................................................. 36

2.10.2 Starting the main engine ................................................................................................36 2.10.2.1 Slow turning............................................................................................................................ 36 2.10.2.2 Normal start............................................................................................................................. 36 2.10.2.3 Restarting ................................................................................................................................ 37 2.10.2.4 Starting failure......................................................................................................................... 37 2.10.2.5 Heavy start .............................................................................................................................. 37

2.10.3 RPM limiters..................................................................................................................38 2.10.3.1 Manual RPM........................................................................................................................... 38 2.10.3.2 Load program.......................................................................................................................... 38 2.10.3.3 Acceleration limiter................................................................................................................. 39 2.10.3.4 Minimum RPM ....................................................................................................................... 39 2.10.3.5 Slow Down.............................................................................................................................. 40 2.10.3.6 Barred speed range/Critical RPM limiter ................................................................................ 41 2.10.3.7 Shaft Generator control mode ................................................................................................. 42

2.10.4 Operation modes............................................................................................................43 2.10.4.1 Rough sea mode (option) ........................................................................................................ 43

2.10.5 Reversing the main engine .............................................................................................44 2.10.5.1 Reversing ................................................................................................................................ 44 2.10.5.2 Crash Astern............................................................................................................................ 44

2.10.6 Stopping the main engine...............................................................................................44 2.10.7 Remote control system auxiliary functions ....................................................................45

2.10.7.1 Auxiliary blower control MAN B&W..................................................................................... 45 2.10.7.2 Fuel cam monitoring ............................................................................................................... 45 2.10.7.3 VIT control function (option).................................................................................................. 45

2.10.8 Load Change Dependant Cylinder Lubrication Function .............................................46 2.10.9 CCO, Cylinder cut out function .....................................................................................46

2.11 SAFETY SYSTEM FUNCTIONS ....................................................................................................47 2.11.1 Safety function Shut down..............................................................................................47

2.11.1.1 Shut Down Function (1 6) .................................................................................................... 47 2.11.1.2 Cancellable Shut Down........................................................................................................... 47 2.11.1.3 Emergency Stop function ........................................................................................................ 48 2.11.1.4 Over-speed Shut Down ........................................................................................................... 48

2.11.2 Safety function Slow Down ............................................................................................49 2.11.2.1 Slow Down Function (1 20) ................................................................................................. 49 2.11.2.2 Cancellable Slow Down.......................................................................................................... 50

2.11.3 RPM detection ...............................................................................................................50 2.12 RPM CONTROL FUNCTIONS......................................................................................................51


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2.12.1 Constant fuel mode ........................................................................................................52 2.12.2 Scavenge air fuel limiting function. ...............................................................................53 2.12.3 Torque fuel limiter function. ..........................................................................................53 2.12.4 System for RPM detection..............................................................................................53 2.12.5 Fuel start set-point.........................................................................................................53 2.12.6 External stop from safety system, shut down. ................................................................54 2.12.7 Slow down function, input from safety system. ..............................................................54 2.12.8 Manual RPM and FUEL limiter functions.....................................................................54 2.12.9 Cancel limiters function.................................................................................................54 2.12.10 Load change dependent lubricator function (Option)....................................................54 2.12.11 Power loss (black out) ...................................................................................................54

2.13 RPM MEASUREMENT FUNCTIONS.............................................................................................55 2.13.1 Dual engine speed detector system ................................................................................55

3 OPERATING INFORMATION....................................................................................................56

3.1 INTRODUCTION ........................................................................................................................56 3.2 SYMBOLS AND CONVENTIONS..................................................................................................56 3.3 AUTOCHIEF CONTROL PANEL (ACP)....................................................................................57

3.3.1 General operation from bridge...........................................................................................57 3.3.1.1 Preparing engine for start in ECR ........................................................................................... 57 3.3.1.2 Transfer control from ECR to Bridge...................................................................................... 58 3.3.1.3 Start engine ahead ................................................................................................................... 59 3.3.1.4 Crash astern............................................................................................................................. 61 3.3.1.5 Stop engine.............................................................................................................................. 62 3.3.1.6 Start engine astern ................................................................................................................... 62

3.3.2 Operations for Bridge or ECR............................................................................................63 3.3.2.1 Cancel SHD............................................................................................................................. 63 3.3.2.2 Cancel SLD............................................................................................................................. 64 3.3.2.3 Cancel Limits .......................................................................................................................... 65 3.3.2.4 Sound off................................................................................................................................. 65 3.3.2.5 Alarm acknowledge. ............................................................................................................... 66

3.3.3 Operation from the bridge Wing.........................................................................................67 3.3.3.1 Transfer from bridge to bridge wing ....................................................................................... 67 3.3.3.2 Manoeuvring from the bridge wing......................................................................................... 68 3.3.3.3 Transfer from Bridge Wing to Bridge ..................................................................................... 70

3.3.4 General operation from ECR..............................................................................................71 3.3.4.1 Transfer control from bridge to ECR ...................................................................................... 71 3.3.4.2 Start engine ahead ................................................................................................................... 72 3.3.4.3 Start engine astern ................................................................................................................... 73 3.3.4.4 Cancel Limiters ....................................................................................................................... 74 3.3.4.5 Cancel safety functions ........................................................................................................... 76

3.3.5 General operation from Local Stand, MC Engine..............................................................77 3.3.5.1 Transfer control from ECR to Local stand .............................................................................. 77 3.3.5.2 Declutch electric actuator........................................................................................................ 78 3.3.5.3 Start engine ahead from Local Stand....................................................................................... 78 3.3.5.4 Cancel Shut down from local stand......................................................................................... 80


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3.3.5.5 Stop engine from Local Stand ................................................................................................. 81 3.3.5.6 Start engine astern from Local Stand ...................................................................................... 82

3.4 ADVANCED OPERATION FROM BRIDGE AND ECR. ...................................................................83 3.4.1.1 Guide to the Graphic pages ..................................................................................................... 83

3.4.2 Dynamic indications Home ............................................................................................84 3.4.2.1 Fine tuning .............................................................................................................................. 85 3.4.2.2 Control position transfer.......................................................................................................... 86 3.4.2.3 Engine Limiters....................................................................................................................... 87 3.4.2.4 Misc. menu.............................................................................................................................. 89 3.4.2.5 Safety System.......................................................................................................................... 96 3.4.2.6 B&W Modes ......................................................................................................................... 100

4 MAINTENANCE..........................................................................................................................102

4.1 INTRODUCTION ......................................................................................................................102 4.2 OVERVIEW .............................................................................................................................102 4.3 UNIT REPLACEMENT...............................................................................................................102

4.3.1 Recommended tools and documentation...........................................................................103 4.4 PREVENTIVE MAINTENANCE...................................................................................................103

4.4.1 General .............................................................................................................................103 4.4.2 Weekly maintenance .........................................................................................................104

4.4.2.1 Distributed Processing Units ................................................................................................. 104 4.4.3 3-monthly maintenance.....................................................................................................104 4.4.4 6-monthly maintenance.....................................................................................................105 4.4.5 Yearly maintenance ..........................................................................................................105

4.5 TROUBLESHOOTING ...............................................................................................................106 4.5.1 Troubleshooting Distributed Processing Units ................................................................106

4.5.1.1 How to handle Distributed Processing Units error codes ...................................................... 106 4.5.1.2 How to handle Distributed Processing Units communication errors ..................................... 107

4.5.2 Additional Troubleshooting for AutoChief Control Panel (ACP),....................................110 4.5.3 Troubleshooting the Servo System (DSU and ELACT).....................................................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 the Motor Control Unit in the Digital Servo Unit (DSU)........................115 4.6.4 How to replace the ELACT...............................................................................................116 4.6.5 How to replace printers....................................................................................................116

5 AS BUILT CONFIGURATION FROM SEAMATE ................................................................117


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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.


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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 automatically start, reverse, stop and speed-set the main engine.


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nn.

MainEngine

InterfaceESU

EngineSafetyUnit

Slowdown

RAI16 MEI

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

RPMDetectors

Dual CAN

Dual CAN

ASTERN

AHEAD

MAN B&W MC

ASTERN

AHEAD

ElectricActuator

DGU

DigitalGovernorUnit

Dual RPMUnits (Including

overspeedsystem)

ServoUnit

Indicating PanelUnit

START AST

STOP

START AHD

10

1

23456789

10

1

23456789

Start/Stopspeedset

Lever


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The main components of the AutoChief C20 Propulsion Control System are: Control panels Remote control system Engine telegraph system Engine safety system Digital governor 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


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2.2 AutoChief Control Panel (ACP)

CancelSHD

CancelSLD

Cancellimits

Incommand

Soundoff

Alarmackn.

20 bar

0 rpm

0 %69 rpm 69 rpm

Running

120-120

-60 60

0ME RPM START AIR PRESS LEVERSETP

FUEL INDEX50

1000

25 75

120967248240

-120-96-72-48-24

HOMEEngine StateSafety System

Misc MenuControl Pos.LimitersAlarms

At Sea Bridge Eng Ready System Ready

400

10 3020

B&W Modes

The control panel is designed for easy 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, 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

Wrong way Bump-less control transfer Cancelling of

shutdown/slowdown

Alarm ackn./sound off Changing of parameters

Indications

Analogue RPM and set-point Analogue start air pressure Current main engine state Start blockings Shutdown/slowdown Control position General alarm indication Wrong way alarm


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2.2.1 Display

20 bar

0rpm

0 %69 rpm 69 rpm

Running

120-120

-60 600

ME RPMStart air pressure low

400

10 3020 ACT SETP

Fuel index50

1000

25 75

120967248240

-120-96-72-48-24



At Sea Bridge Eng Ready



Bridge Eng ReadySub Tel Transfer

Start BlockedReady for StartSlow TurningStartingRepeated Start

STATE3 Starts failedStart too longSlow turning fail

START FAIL/BLOCKStart air distributor blockedMain start air valve blockedTurning gear engaged

ENGINE NOT READY

Governor disconnectedStart air pressure lowRpm detector failEngine trippedEngine not ready

RunningCrash AsternStoppingEngine Tripped

The ACP display is used for the mayor interface between the operator and the system to be monitored. All interaction such as monitoring of starting air pressure, 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 pushbuttons on the front of the ACP.

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.

Cancel limits, used to cancel RPM, fuel and load limiters which are implemented in the remote control system.


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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

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 may be turned 360o without any restrictions in any direction its used by the operator to navigate through available fields in each picture.


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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 Pushbutton pressed once for emergency stop Pushbutton pressed twice for reset

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

the light will show through


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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 Pushbutton pressed once for request of command Pushbutton pressed twice for accept of command

Indications The pushbutton LED indicator is lit to confirm

control position The pushbutton LED indicator is flickering when a

control position is requested but not accepted.


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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 have 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 force. The crew will block main start valve and drain the line, Start air distributor will be locked and control air drained. The lamp will flicker until all actions is made to inhibit the engine to start unintentionally. This function is called FWE Loop abnormal.

Functions Pushbutton pressed for request of mode

Indications The pushbutton LED indicator is lit to confirm sub-

telegraph mode


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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 allowing speed and rotation control of the engine. The lever operates in eleven fixed steps, where each step represents an RPM command in ahead or astern direction. 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 well for adjusting the rpm command. 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 the each side of the lever there are a digital display which shows textual information and a arrow indicating the direction of rotation


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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.

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

START AIR PRESSURE

0

20

40rpm

-100

0

100

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 under 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 Pushbutton pressed once for emergency stop Pushbutton pressed twice for reset

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



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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 pushbutton panel at the left side of the BWU (bridge wing unit Port or starboard. Wing control is selected by pressing the In Command pushbutton on the wing control station to be put in control. When this 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 lever will move to the same position as the lever which is in control. When the levers are matched the control is transferred. The indication lamp In command will have a steady green light..

Functions Pushbutton pressed once for activation

Indications The pushbutton LED indicator is green.


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2.4.3 Safety functions The Safety functions in the BWU are divided in two sections, Shut Down and Slow Downs.

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. Both shut down functions have a pre-warning time (normally 8 sec.s). The led indicator will flicker during the pre-warning time. 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. The led indicator will flicker during the pre-warning time.

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 Pushbutton pressed once for activation Pushbutton pressed twice de-activation

Indications If the pushbutton is pressed and the cancel function

is activated the LED indicator gets fixed red light. If the pushbutton 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.


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OVER-SPEED

EMERG.STOP

Over-speed A separate indicator for over-speed 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 manually 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 pushbutton 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.


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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

START AIR PRESSURE

0

20

40

rpm-100

0

100

The BWU includes indicators for starting air pressure and engine rpm The indicators are always operative whether the wing control station is in command or not.

Indications Start air pressure, indicates available starting air

pressure

Engine rpm, indicates the engine rpm in astern or ahead direction. Astern is indicated with negative (-) rpm value and red scale. Ahead is positive and green scale.


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2.5 AutoChief Pushbutton 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 Pushbuttons 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



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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 has control of 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 Pushbutton pressed once for request of command Pushbutton pressed twice for accept of command

Indications The pushbutton LED indicator is lit to confirm

control position The pushbutton LED indicator is flickering when a

control position is requested but not accepted.


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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. This lamp will flicker until all actions is made to inhibit the engine to start unintentionally. This function is called FWE Loop abnormal.

Functions Pushbutton pressed for request of mode

Indications The pushbutton LED indicator is lit to confirm sub-

telegraph mode


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2.6 AutoChief Start/Stop & Speed-set lever

START AST

STOP

START AHD

10

1

23456789

10

1

23456789

The remote control system is equipped with a semi-automatic control system while operating in control room control. The separate control system consists of a lever which is directly connected to the Main Engine Interface unit. The lever contains switches for Ahead, Astern and Stop. Additionally it includes a potentiometer which provides a speed set signal to the MEI. The following divisions are provided: Ahead: Start Ahead, Speed-set 1 10 ahead Stop Astern: Start Astern, Speed-set 1 10 astern

Functions Lever for selecting start ahead or start astern and

setting rpm command by moving the lever within the scale 1 10 in ahead or astern direction.


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2.7 Indication Panel Unit

FUEL CAMAHEAD

LIM INGOV.

CANC.

TURNINGGEARENG.

MAINSTART V.SERVICE

GOV.ENGAGED

SLOWDOWNACTIVE

SHUTDOWNACTIVE

FUEL CAMASTERN

SLOWTURNING

TURNINGGEAR

DISENG.

MAINSTART V.BLOCK.

START AIR DISTR.

BLOCK.

SLOWDOWN

CANCEL

SHUTDOWN

CANCEL

LAMPTEST

AUXBLOWER 1.

STARTRUN

AUXBLOWER 2.

STARTRUN

AUXBLOWER 3.

STARTRUN

WARNINGAUX.

BLOWER

AUXBLOWER 1.

STOP

AUXBLOWER 2.

STOP

AUXBLOWER 3.

STOP

LAMPTEST

AUX. BLOWER

STOPAUTOMAN.

IPU C20

BRIDGECONTROL

ECRCONTROL

EMERG.CONTROL

The indication panel unit is located in the engine control room console. The main functions included are direct indication of engine, engine sub-systems and control of auxiliary blowers.

2.7.1 Engine indicators

FUEL CAM AHEAD

Indicates that the fuel cam is positioned for ahead running

FUEL CAM ASTERN

Indicates that the fuel cam is positioned for astern running.

LIM.IN GOV. CANC.

Pushbutton with indicator to cancel limiters in governor in ECR control.

SLOW TURNING

Indicates the slow turning is activated.


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TURNING GEAR ENG.

Indicates that the turning gear is mechanically engaged.

(Start Block condition)

TURNING GEAR DISENGAGED

Indicates that the turning gear is disengaged

MAIN START VALVE IN SERVICE

Indicates that the main start valve is set to service position.

MAIN START VALVE BLOCKED

Indicates that the main start valve is set to blocked position.

(Start Block condition)

GOV. ENGAGED Indicates that the governor is engaged and connected to the fuel linkage.

START AIR DISTR. BLOCKED

Indicates that the start air distributor is set to blocked position. (Start Block condition)

SLOW DOWN ACTIVE

Indicates that slow down is activated.

SLOW DOWN CANCEL

Pushbutton with indicator for cancelling of Slow Down in ECR Control

SHUT DOWN ACTIVE

Indicates that shut down is activated

SHUT DOWN CANCEL

Pushbutton with indicator for cancelling of Shut Down in ECR Control

BRIDGE CONTROL Indicates that the control position is from bridge

ECR CONTROL Indicates that the control position is from the control room.

EMERG. CONTROL Indicates that the control position is from the local control stand.

LAMP TEST The pushbutton Lamp test is for testing all Led indicators in the engine indicator field.


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2.7.2 Auxiliary blower control The auxiliary blowers are controlled from the IPU C20 panel. The selector switch enables the functions for operating the blowers manually or in automatic mode. When operated in auto, pressure switches is controlling the start and stop of the blowers.

STOPAUTOMAN.

AUXBLOWER 1.

STARTRUN

AUXBLOWER 1.

STOP

WARNINGAUX.

BLOWER

LAMPTEST

If the switch is set to STOP, the auxiliary blowers are inhibited for operation.

If the switch is set to MAN, the auxiliary blowers (1-3) may be started by the dedicated pushbuttons

And they can be stopped with the dedicated pushbuttons.

The indicator Warning Aux. blower, indicates that there is detected a malfunction with one of the blowers, i.e. overload trip.

The pushbutton Lamp Test is for testing all Leds in the auxiliary blower section of the panel

.


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2.8 Emergency control El. Box standard

rpm-100

0

100

AHEAD

SHUT DOWN

TURNING GEARENGAGED

AUX. BLOWERRUNNING

ASTERN

BRIDGE

ENGINE ROOMCONTROL

EMERGENCYCONTROL

CANCELSHUT DOWN LAMP TEST

ECU C20

The emergency control el. box is located on the engine local control stand

2.8.1 function and indicators CANCEL

SHUT DOWN

LAMP TEST

There is a pushbutton for cancelling shut down included in the panel

The pushbutton lamp-test is used for checking all leds and indicators

AHEAD

SHUT DOWN

TURNING GEARENGAGED

AUX. BLOWERRUNNING

ASTERN

BRIDGE

ENGINE ROOMCONTROL

EMERGENCYCONTROL

The various indicators covers and combination of information related to engine status, safety and control position.

Turning gear engaged indicates that the engine is not prepared for start.


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2.9 Distributed processing units

2.9.1 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:

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.

Distributed Processing Units (DPU)


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Dual CAN-bus interfaces. 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 plugable.

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:


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2.9.2 Main Engine Interface Unit (MEI) The MEI module is a module with several types of digital and analogue inputs and outputs. All inputs can be used to activate outputs and the values are also reported on CAN. The main features are: 3 channels pot.meter input, 3 wire conn. (4.5V, wiper, 0V). 5 channels current input, 3 wire conn. (24V, current input, 0V) 14 channels digital input with line check 2 channels current/voltage output +/-20mA and +/-10V. 10 channels Solenoid driver with line check (broken only) 2 channels Relay output, changeover contacts. 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.


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2.9.3 Engine Safety Unit (ESU) The ESU module is a module with digital inputs and outputs. The module is supplied with two independent power, with automatically changeover. On this module some of the digital inputs are directly connected to the solenoid outputs, if one of these inputs are activated the output immediately. All inputs can be used to activate outputs and the values are also reported on CAN. The main features are: Dual redundant 24VDC input (power) 9 channels digital input (shot down) with line check (broken only) 6 channels digital input with line check 9 channels Solenoid driver with line check (broken only) 4 channels Relay output, changeover contacts. 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.


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2.9.4 Digital Governor Unit (DGU) The DGU module is designed to communicate with external equipment on serial line or CAN, and to communicate with ROS on global CAN. All communication ports on the module are isolated. The main features are: 2 CAN Communication channels 2 CAN Communication channels, global 2 serial lines, RS422/485. Scaled in technical units. Limit check. Alarm and monitoring for all channels. Trend. Time stamp of alarms and events (0.001 seconds). Self checking. CAN net status, error handling.


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2.9.5 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)


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2.9.6 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


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2.9.7 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.


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2.9.8 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.

2.9.9 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 / 0-20 mA. CAN net status, error handling.


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2.9.10 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.

2.9.11 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


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2.10 Remote control system functions

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

2.10.1.1 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.

2.10.1.2 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.

2.10.1.3 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.

2.10.1.4 Governor not connected

When the engine is operated from the local control stand and fuel control is carried out manually the Electric fuel actuator has to be de-clutched from the fuel linkage system. If the Actuator is not engaged to the fuel linkage, starting is inhibited.

2.10.1.5 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 set to service position.

2.10.1.6 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 set to service position.


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2.10.1.7 Turning gear engaged

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

2.10.2 Starting the main engine If the engine is prepared for start the engine is started automatically in ahead (or astern) direction from simply by setting the bridge handle from stop to any position in ahead (or astern) direction

2.10.2.1 Slow turning If the engine has been stopped for a certain time (normally 30 minutes), the first start will include one revolution with slow turning of the main engine. When a start order is given from bridge (by setting the bridge lever from stop to any position ahead (or astern)) the slow turning valve will be activated, and a limited amount of starting air will be supplied to the main engine, the engine will rotate slowly on starting air.

When one revolution is completed, the engine will be started in a normal way. During the slow turning sequence slow turning indication will be shown in the control room and bridge ACP. If one revolution with slow turning is not accomplished within the correct time, alarm "slow turning failure" is released in control room and bridge. Slow turning may be cancelled by operating the "cancel limitation" pushbutton on the ECR and bridge unit. Note ! Some engines may not be equipped by slow turning

valve.

2.10.2.2 Normal start Starting of the main engine is performed when the bridge lever is moved from stop to any position in ahead (or astern direction). The system will activate the starting air solenoid valve, and starting air is supplied to the engine. System will at the same time give a fixed starting-speed set-point to the governor.


AA-0381-A 37

When the engine speed has reached the start-air / fuel change over level, starting air will be switched off, and fuel will be supplied. The starting-speed set-point will be kept for 6 seconds (adjustable), and then the speed set-point to the governor will be adjusted in accordance with the set-point of the bridge lever.

2.10.2.3 Restarting 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. The starting speed set-point to the governor will at the second (and third) starting attempt be higher (heavy start), and the fuel limiters for scavenge air and torque in the governor will be cancelled. If the second start also fails, the system will try a third start. After 3 failed starting attempts, start fail alarm will be released.

2.10.2.4 Starting failure Starting failure is detected when one of the following conditions occurs, and is indicated on ECR and Bridge ACP. 3 failed starts Start too long Slow turning failure "Start too long" means engine is unable to reach the start-air/fuel-change level within a specific time period.

Start failures are reset by setting the manoeuvring lever to stop

2.10.2.5 Heavy start

Heavy start is a automatic function activated in two segments of the propulsion control system. Firstly in the remote control system as a heavy start RPM set-point, thereafter as a higher pump index set-point to the fuel actuator. The Heavy start function is automatically activated if the crash astern function is activated.


38 AA-0381-A

2.10.3 RPM limiters For protecting the engine and its accesories against thermal stress and destruction and unnecessary wear and tear some fixed RPM Limiters are included in the system.

2.10.3.1 Manual RPM

This function is also called Chief RPM Limit. Its a parameter in the remote control system, initiated by the ACP for pre-setting maximum allowed RPM for ahead or astern running. If the RPM command is set higher, the command will be limited to the value inserted in this parameter.

Stop

Rpm

Time

Main engine RPM

Lever CommandChiefRPMLimit.

2.10.3.2 Load program When setting the bridge handle to Navigation Full position, load program will be activated. This will be indicated as "load up program active" on the ACP. The purpose of this function is to prevent engine internal temperatures i.e liners and pistons, from increasing too fast when higher load is applied. When MCR is obtained (in 30 minutes) the load up program active indication will disappear. The same function may also apply for the opposite purpose. When reducing speed from Navigation Full to full ahead the load down function is activated, slowly decreasing the speed to allow the engine to cool down (normally 15 minutes).


AA-0381-A 39

If the bridge lever is set to a position below "full ahead, the program will automatically be cancelled.

Stop

RPM

Time

Main engine RPM

Lever Command

Load Up Start

Load UpTime

Load Down Start

Load downTime

FullNav. Full

It is possible to cancel the load program (both up and down) by operating "cancel limitation pushbutton on the ACP.

2.10.3.3 Acceleration limiter

The acceleration limiter defines maximum acceleration and retardation in RPM/seconds. The purpose is for limit

RPM

Breakpoint

Seconds

2.10.3.4 Minimum RPM

The minimum RPM limiter defines the lowest RPM possible for running of the main engine. If the manoeuvre lever or fine tuning RPM control is set below this limiter the main engine will be running according to the setting done in this defined parameter.

Stop

MCR

Time

Main engine RPMLever Command

MinimumRPM

Setting


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2.10.3.5 Slow Down 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 speed reduction request to the remote control system. The speed set-point will after a pre-warning time be reduced to the predefined slow down level.

Time

RPM

SLD RPMLevel

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


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2.10.3.6 Barred speed range/Critical RPM limiter Critical RPM avoidance In order to avoid operation of the main engine in critical (barred) speed areas, there is provided a command limiter function. If bridge command is within this area, the "critical RPM limit" on bridge and in control room ACP will turn up. The system will during acceleration keep the engine running at the lower critical speed until command has reached the upper limit, during de-acceleration it will keep the engine running at the upper limit until command has reached the lower limit. There is possibility for two different critical RPM avoidance areas. Critical RPM alarm If the engine RPM run within the critical (or barred) speed range too long time, indication for "critical RPM" will be shown on the ACP. There are two critical RPM zones available.

Setpoint togovernor

LeverCommand


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2.10.3.7 Shaft Generator control mode When shaft generator (PTO) is provided with a constant frequency gear (CFR), an optional function in the remote control system is available in order to avoid black out during speed reduction and slow down. An input signal from the generator breaker in the main switchboard "shaft generator connected" should be connected to the remote control system. The remote control system will give the signal "start diesel generator & disconnect shaft generator". When shaft generator is connected to the switchboard, the engine speed should be above a certain level (normally 75% of MCR, adjustable). If speed command is ordered below the lowest working level for shaft generator, from the bridge handle, or because of slow down, the following sequence take place:

The speed will rapidly be decreased to shaft generator minimum working level.

"RPM holding" indication in bridge and control room ACP

Signal "start diesel generator starting & disconnect shaft generator" will be given to the main switchboard.

Speed will be kept at the shaft generator minimum working level until signal "shaft generator connected" goes off, or maximum 60 seconds (adjustable).

After the signal "shaft generator in service" extinguish, the speed will be reduced to the required level (bridge handle requirements or slow down level).

The same sequence applies when STOP or CRASH MANOEUVRING order are given.

For shut down and emergency stop, the system will immediately stop the engine, resulting in a black-out.

Stop

MCR

Time

Main engine RPM

Lever CommandShaft Gen.

HoldingRPM

Shaft Gen.Holding

Time


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2.10.4 Operation modes

2.10.4.1 Rough sea mode (option) The rough sea mode is optionally provided in order to avoid over-speed trip during rough sea conditions. Selecting rough-sea mode is to be done from the ACP menu. When rough sea mode is selected, and over-speed is detected, the following sequence will take place. When the engine speed reaches the over-speed level, the

fuel will be cut-off, the engine speed will decrease. When the engine speed reaches shut down reset level, fuel

will be supplied, and the engine will be running at this level.

To reset, move speed-set lever back to reset level and move handle to desired RPM.

There is an upper speed limit for this function (adjustable). The upper limit is provided to avoid fluctuation between over-speed, and stop. MAN B&W does not approve this function, however it is provided as an option.

RPM

Time

Main engine RPMFuel actuator index

Rough Sea modeActivated

Overspeed RPM level

Reset RPM level

Stop

Val

ve A

ctiv

e

Stop

Val

ve re

leas

ed

Rou

gh S

ea m

ode

RP

M lim

iter r

eset

by

man

oeuv

re le

ver

Lever Command


44 AA-0381-A

2.10.5 Reversing the main engine

2.10.5.1 Reversing The engine is reversed automatically to ahead (or astern) direction from bridge by setting the bridge handle from stop to any position in ahead (or astern) direction. Reversing sequence will be carried out prior to the starting sequence. If the engine is running above the brake air level, brake air will be supplied when engine has reached down to brake air level, in order to perform the reversing sequence as fast as possible.

2.10.5.2 Crash Astern Crash manoeuvring means quick reversing of the engine from ahead to astern. Its used in emergency situation, when the bridge lever is moved from full ahead to full astern position. Move the bridge lever from full ahead to full astern

position. "crash astern" indication on bridge and control room ACP. Stop signal will be given to main engine. Engine speed will reduce to brake air level Engine will be reversed, and start air will be supplied Heavy start and cancel limiters signals will be given to the

governor. When the speed reaches the fuel/start air change level in

astern direction, the start air will be switched off, and fuel will be supplied.

2.10.6 Stopping the main engine The engine is stopped automatically by setting the bridge handle to STOP position. The stop solenoid valve is activated, and stop signal is given to governor to set the fuel rack in zero position. As a back up for the stop function, emergency stop switches are provided on the telegraph panel in bridge and control room (and on the engine side control box), hardwired directly to safety system.


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2.10.7 Remote control system auxiliary functions

2.10.7.1 Auxiliary blower control MAN B&W

The system consists of one or three electric blowers mounted on the engine. They are mechanically connected to the common air receiver (Scavenging air receiver). During low load condition or prior to start the auxiliary blower will operate. They can be manually started from a switch in the Indication panel unit or operated in Auto, selected by the same switch. In auto mode the operation of the blowers are controlled by the pressure switch mounted in the scavenging air receiver. The Aux. blowers will automatically be switched of when the scavenging air pressure reaches 0.65 Bar

2.10.7.2 Fuel cam monitoring

The fuel cam monitoring system secures that all fuel cams are properly changed for starting the main engine in the requested direction.

2.10.7.3 VIT control function (option) The remote control system may as an option control the VIT system (Variable Injection Timing) provided optionally as a replacement off the mechanical VIT system for the MAN B&W engines.


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2.10.8 Load Change Dependant Cylinder Lubrication Function

This function allows for additional cylinder lubrication. The condition to give extra cylinder lubrication is when a distinct and permanent load change is detected.

2.10.9 CCO, Cylinder cut out function This functions main purpose is to improve the stability of rpm when the engine is operated at low load and rpm. The system is cutting the operation of cylinders in groups, normally 2. Meaning that during this operation only half of the cylinders will be in operation simultaneously. The operation of the cylinder groups (Group1 and 2) is alternating on a time basis. The reason is to avoid excessive amounts of cylinder lubricating oil as the surplus oil is burned. Another reason is for keeping the same thermal load on all cylinders.

In order to obtain a safe start the cut out system is disabled during the starting period and until the engine is running stable.

If cancel limiters is activated or if the RPM command from the telegraph lever differ from the measured RPM within pre-defined limits the cut out system is disabled and all cylinders will be active.


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2.11 Safety system functions

2.11.1 Safety function Shut down

2.11.1.1 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.

2.11.1.2 Cancellable Shut Down It will be possible, during the pre-warning time, 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.


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2.11.1.3 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.

Bridge Wing (Option)

Pushbutton with light and cover integrated in the BWU

The 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 zero fuel order is given to the governor. The engine will stop, and an alarm "emergency stop" is activated", Information of which of the emergency stop pushbuttons that are activated will be shown on the ACP. Emergency stop may be activated from all control stands at any time, regardless of the control position. Emergency stop is simply deactivated when the pushbutton is pressed once more.

2.11.1.4 Over-speed Shut Down Over speed is detected by the RPM detection system, from tacho pick-ups which are mounted towards the engine fly-wheel, when the engine revolution exceeds the over speed level (109% 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.


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2.11.2 Safety function Slow Down

2.11.2.1 Slow Down Function (1 20) The engine will automatically reduce the speed corresponding to 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 governor, 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 either automatically reset after the sensor is de-activated, or 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 fuel control device.


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2.11.2.2 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.

2.11.3 RPM detection 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.


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2.12 RPM control functions The figure below shows the basic components for the RPM control system.

GOV

ServoUnit

RPME

ACP

Electric actuator

Pick-ups RPMERPMD

RS422

Notchfilter

Low passfilter

Displayfilter

The governor uses an electric motor connected to a gear as actuator and an electronic regulator. The main functionality of the Digital Governor is: Regulator functions: Controlling speed of the main engine based on set-point from

lever in control. Protecting the engine from overload. Constant fuel mode (Increases the dead band for speed

regulation) Load dependent cylinder lubrication Actuator functions. Setting the fuel rack in the correct position based on the order

from the governor unit In case of major failure, to block fuel in order to maintain

speed and thrust


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Governor management In bridge control, the governor is managed by the remote control system. In control room control, the governor is managed either by the AutoChiefC20 ECR manoeuvre handle or the separate control room manoeuvring handle.

2.12.1 Constant fuel mode This function is used when the governor system is made by Kongsberg Maritime a.s.

The RPM is continuously measured and when the RPM has remained constant for a predefined time the governor system will be informed that the constant fuel mode shall be engaged. The governor will then lock the fuel actuator output to a fixed fuel index. When the Fuel index is locked the RPM will fluctuate. This function is required in some cases i.e. when indicator diagrams shall be made and similar. During this sequence the RPM is continuously monitored and compared with an upper and lower RPM deviation parameter. If the RPM fluctuates above or below these limits, the fuel actuator output will be unlocked and the RPM is governed back to the set-point requested from the remote control system.

It is also limiters for which rpm areas this function may be used. I.e. its not allowed in low rpm areas where the engine may stop if the fuel amount is not controlled continuously or, in high rpm areas where the engine may increase to over speed rpm level.

ZeroFuel

PumpIndex

Time

Main engine RPM

Fuel actuator indexConstantfuel

stabilizingtime

Const.fuel Active

Disengage Upper Limit

Disengage Lower LimitEngage Lower Limit

Engage Upper LimitFuelindexreference

Const.fuel deactivated


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2.12.2 Scavenge air fuel limiting function. The "scavenge air fuel limiter" limits the fuel according to the pressure measured on the scavenging air receiver by a transducer. The limiter curve to be set according to engine makers specification.

%Scavenge Air Limiter

Fuel

2

3

4

1

Pscav (Bar)

100%

0.0

5

2.12.3 Torque fuel limiter function. The "torque fuel limiter" limits the fuel according to the measured RPM. The limiter curve should be set according to engine makers specification.

% Torque LimiterFuel

1 2

3 4 5

speed (rpm)

100%

0.0

aa-0381a- acc20 b&w mc instruction manual

Documents

autochief combined lever

telegraph functions

command functions

autochief control panel

command transfer functions

cancel functions

date sign

paragraph heading description