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Edoc - Pub E53173000e
Edoc - Pub E53173000e
PCS-5
DDC/MTU Series 2000
Marine applications
Documentation Part 1
Structu
Structure
re and function
function
E 531 730 / 00 E
assuring you
certification:
Quality assurance in design/development,
production, installation and service
conformity:
– Guideline 73/23/EEC – Low voltage guideline – dated
February 19, 1973 with amendment dated July 22, 1993
(guideline 93/68/EEC)
certification:
Quality assurance in design/development,
production, installation and service
conformity:
– Guideline 73/23/EEC – Low voltage guideline – dated
February 19, 1973 with amendment dated July 22, 1993
(guideline 93/68/EEC)
This handbook is provided for use by maintenance and operating personnel in order to avoid malfunctions or damage during operation.
Other than for this purpose, the handbook shall not be reproduced, used or disclosed to others without our prior consent.
Subject to alterations and amendments.
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l’exploitant de le mettre à la disposition du personnel chargé de l’entretien et de la conduite. En dehors de cet usage, le manuel ne pourra
être utilisé ni reproduit ou rendu accessible de quelque autre manière à des tiers, sans notre consentement préalable.
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El Manual debe tenerse presente para evitar anomalias o daños durante el servicio, y, por dicho motivo, el usuario debe ponerlo a
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Oikeudet muutoksiin pidätetään.
© 1998
MTU Motoren- und Turbinen-Union Friedrichshafen GmbH
88040 Friedrichshafen / Germany
Phone (0 75 41) 90 - 0 Telex 7 34 280 – 50 mt d Telefax (0 75 41) 90 - 61 23
Guide Page I
FRIEDRICHSHAFEN
Table of contents
Table of contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IV
General information about documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V
1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4 Safety features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
5 Integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Abbreviations
CAN Controller Ar
Area Ne
Network (b
(bus de
designation)
Documentation structure
Note: Not all documentation parts are written for every product!
Required knowledge
To understand each part of the documentation, we recommend reading the preceding
parts, if applicable.
Chapter 1
Introduction
1 Introduction
Technology
Reliability
High-quality components
Self-test system ITS
Hierarchical structure
Redundant field bus system
Modular sub-system structure
Distributed intelligence
Easily upgraded
FMEA
High processing speed
High availability
Integral user information system
PCS 5
characteristics
Logistics Quality
Few basic components Software quality assurance
Reduced spare part stockkeeping Type-approved devices
Straightforward maintenance ISO 9001
Substantially reduced training EMC
requirements CE certification
PCS-5
Stands for “Propulsion Control System 5th generation”
Is the name of MTU’s latest propulsion control system
Is designed as an integral part of the MTU automation system
Is suitable for simple and complex applications thanks to the consistant use of
modular system structures
Automated propulsion systems can be realized cost-effectively with PCS-5 – from simple
yacht propulsion plants right up to sophisticated multiple shaft systems. Even complex
propulsion systems can be realized using just a few standardized modules.
PCS-5 is used in conjunction with MTU/DDC Series 4000, DDC/MTU Series 2000 and
others.
PCS-5 applications
User Operator
Engine
Sensors Actuators
Plant
Propulsion Control System PCS-5 can be used in the following fields of application:
Marine propulsion plant comprising
– Engine
– Gearbox
– Propulsion system (waterjet or propeller)
Power units (engine)
Railway applications
Vehicles
This manual is concerned with marine propulsion applications in conjunction with DDC/
MTU Series 2000 and covers all units.
Reference documentation:
Refer to the relevant engine and unit manuals for more information about their
respective features, functions and structure (see appendix).
MCS-5 RCS-5
PCS-5
Chapter 2
Overview
2 Overview
Propulsion Control System PCS-5 for marine propulsion plants is located in the engine
room. One PCS-5 Propulsion Control System is used for each propulsion line. If the ship
is equipped with two symmetrical shafts (port and starboard propulsion lines), the two
PCS-5 Propulsion Control Systems are identical. If the ship is equipped with a middle
engine, its PCS-5 may be configured differently to those of the port and starboard engi-
nes.
The scope of the Propulsion Control System PCS-5 is highlighted by the frames in the
figure.
MCS-5
PCS-5 PCS-5
Port Starboard
PCS field bus PCS field bus
EMU EMU
PCU GCU/GMU ECU PCU GCU/GMU ECU
LOP LOP
The Propulsion Control System may be used in a multitude of applications, but mainly for
the following:
Independent operation with local control/monitoring
Integration in a superordinate system (with a Remote Control System and/or
Monitoring and Control System)
Use in complex propulsion plants involving several engines and/or shafts
(several PCS-5 for combined systems)
The following assemblies are included in the maximum scope of supply of Propulsion
Control System PCS-5 for one propulsion line:
Engine Control Unit ECU 4 (see chap. 3.1.1.1)
Independent Engine Monitoring Unit EMU 1 (see chap. 3.1.1.2)
Local Operating Panel LOP 1 (see chap. 3.1.4.1)
Gear Control Unit GCU 1 (see chap. 3.1.2.1)
Independent Gear Monitoring Unit GMU 1 (see chap. 3.1.2.2)
Propeller Control Unit PCU (see chap. 3.1.3.1)
The various examples (see chap. 5) also show the minimum configuration for operation in
conjunction with an DDC/MTU Series 2000 engine.
Reference documentation:
Function and tasks of the RCS field bus are described in “Propulsion plant
Remote Control System RCS-5 FPP/B” Part 1, document no. E 531 661.
Chapter 3
The assemblies of the Propulsion Control System are divided into four categories:
Engine assemblies:
This refers to all assemblies directly involved in engine control and monitoring
Gear assemblies
These assemblies are used for monitoring and controlling all functions of the
gear (including the clutch)
Waterjet/propeller assemblies
Includes all assemblies required for monitoring and controlling the actual pro-
pulsion components (waterjet drive or controllable pitch propeller)
Superordinate assemblies
A number of assemblies are used for central functions or provide functions for a
range of equipment; these assemblies are superordinate to the overall propul-
sion plant (engine, gear, waterjet or propeller). They are primarily:
– Local Operating Panel LOP 1
– Dialog unit
These assemblies and their functions are described briefly in the chapters below.
Use
The ECU 4 assembly is a speed and injection governor for DDC/MTU Series 2000. It is
mounted on the engine.
Communication with PCS-5 devices and superordinate systems via CAN bus
Output of an engine stop or emergency engine stop signal in case of limit value
violation
Engine and plant related settings in pluggable memory modules
Structure
Engine Control Unit ECU 4 is installed in a diecast housing with a screw-fitted cover. One
ECB 4 printed circuit board is located inside the housing; it incorporates all the electronic
components (with the exception of the smoothing capacitor).
Reference documentation:
Refer to “Engine Control Unit Type ECU 4, DDC/MTU Series 2000, Marine
applications”, Documentation Part 1, document no. E 531 691 for a detailed
description of this assembly and its functions.
Use
Engine Monitoring Unit EMU 1 extends the range of measuring points provided by Engine
Control Unit ECU 4. Furthermore, it has a second, independent safety system to protect
the engine.
Structure
Engine Monitoring Unit EMU 1 is installed in a diecast housing with a screw-fitted cover. It
can be attached to Engine Control Unit ECU 4 using the threaded bores provided.
One EMB 1 printed circuit board is located inside the housing; it incorporates all the elec-
tronic components.
Reference documentation:
Refer to “Engine Monitoring Unit Type EMU 1, MTU/DDC Series 4000 and
DDC/MTU Series 2000, Marine applications”, Documentation Part 1, document
no. E 531 686 for a detailed description of this assembly and its functions.
Use
Gear Control Unit GCU 1 is used to control gear functions and for basic gear monitoring. It
is installed in the engine room generally in the vicinity of the Local Operating Panel. Gear
Control Unit GCU 1 features:
Execution of gear control commands from the CAN bus on clutch valves
Logic operations – control commands, interlocks etc.
Limit value monitoring of vital measuring points
Communication with PCS-5 units and the superordinate system via the PCS-5
field bus
Output of an engine stop signal in case of limit value violation
Straightforward system integration due to the use of standard components
Structure
Gear Control Unit GCU 1 is installed in a steel housing with a connector on one side. A
cable entry plate is provided on the bottom of the housing for the ship’s wiring to sensors
and actuators on the gear.
Reference documentation:
Refer to “Gear Control Unit GCU 1, MTU/DDC Series 4000 and DDC/MTU
Series 2000, Marine applications”, Documentation Part 1, document no.
E 531 689 for a detailed description of this assembly and its functions.
Use
Gear Monitoring Unit GMU 1 extends the range of measuring points provided by Gear
Control Unit GCU 1. Furthermore, it includes a second, independent safety system to pro-
tect the gear. Gear Monitoring Unit GMU 1 features:
Limit value monitoring of vital measuring points
Communication with PCS-5 units and the superordinate system via the PCS-5
field bus
Output of an engine stop signal in case of limit value violation
Straightforward system integration due to the use of standard components
Structure
Gear Monitoring Unit GMU 1 is installed in the steel housing of Gear Control Unit GCU 1
(see chap. 3.1.2.1). The (additional) Gear Monitoring Unit GMU 1 extends Gear Control
Unit GCU 1 forming the assembly referred to as “Gear Control and Monitoring Unit GCU/
GMU 1”.
Reference documentation:
Refer to “Gear Control and Monitoring Unit GCU/GMU 1, MTU/DDC Series
4000 and DDC/MTU Series 2000, Marine applications”, Part 1, document no.
E 531 690 for a detailed description of the entire assembly and all functions.
Use
Propeller Control Unit PCU is used to control propellers (on CPP systems) and waterjet
functions (on WJ systems). Furthermore, the respective propulsion components can be
monitored with the aid of Propeller Control Unit PCU. Propeller Control Unit PCU is inten-
ded for installation in the vicinity of the ship’s propulsion plant. It features:
Execution of control commands from the CAN bus
Logic operations – control commands, interlocks etc.
Limit value monitoring of vital measuring points
Communication with PCS-5 units and the superordinate system via the PCS-5
field bus
Straightforward system integration due to the use of standard components
Structure
Use
Local Operating Panel LOP 1 is an emergency control console (Local Control Unit) instal-
led in the vicinity of the engine. The Local Operating Panel houses numerous components
such as the LCU (Local Control Unit), LMU (Local Monitoring Unit) and the CIB (Connec-
ting Interface Board).
Local Operating Panel LOP 1 is normally located in the engine room in the vicinity of the
engine. On smaller ships with limited access to the engine room, the Local Operating
Panel can also be installed outside the engine room.
Structure
Local Operating Panel LOP 1 is installed in a steel housing. Sockets are provided on one
side of the housing for connecting prefabricated cables to Engine Control Unit ECU 4 and
Engine Monitoring Unit EMU 1 on the engine and for Gear Control and Monitoring Unit
GCU 1 or GCU/GMU 1 in the engine room. A cable entry plate is installed on the bottom
of the housing for ship’s cabling for the devices and sensors in the engine room and the
superordinate systems in the control consoles. The following assemblies are integrated in
the Local Operating Panel for operation:
Alphanumeric LCD to display propulsion operating data and system messages
Three control panels PAN for controlling functions in Local mode
Reference documentation:
Refer to “Local Operating Panel Type LOP 1, MTU/DDC Series 4000 and DDC/
MTU Series 2000, Marine applications”, Documentation Part 1, document no.
E 531 687 for a detailed description of this assembly and its functions.
Use
The dialog unit is an aid to servicing or evaluating, diagnosing and updating software of
the assemblies of Propulsion Control System PCS-5.
The dialog unit is available from MTU as an option.
The menu-guided software makes it possible to:
Modify/update software: Change programs by downloading
Diagnose malfunctions
itself
Structure
The dialog unit is a customized, portable PC with printer and peripheral connections. All
components are ready for use in a handy case.
Reference documentation:
Refer to “Portable dialog unit”, Documentation Part 1, document no. E 531 438
for a detailed description of this unit and its functions.
The functions of Propulsion Control System PCS-5 can be divided into three groups:
Monitoring
Regulation
Control
Monitoring Regulation
of operating values Engine speed
Temperatures Injection pressure
Pressures Injection timing
Speeds Power limitation
Levels
Control
Start/stop/emergency stop
Charger switching
Cylinder cutout
Clutch/gear
The engine monitoring and regulation functions are realized by the parts of Propulsion
Control System PCS-5 referred to as Engine Control Unit ECU 4 (see chap. 3.1.1.1) and
Engine Monitoring Unit EMU 1 (see chap. 3.1.1.2). These parts of Propulsion Control
System PCS-5 are installed directly on the engine as their respective functions are purely
related to the engine.
Control and monitoring of the other propulsion components (gear, propeller or waterjet
and shaft) are realized by the additional assemblies Gear Control Unit GCU, Gear Monito-
ring Unit GMU and Propeller Control Unit PCU.
3.2.1 Monitoring
The monitoring system is intended to inform the operator about the current state of the
plant. Malfunctions and limit value violations which are detected result in an alarm.
Propulsion Control System PCS-5 monitors limit values defined by the manufacturer at
measuring points on the engine and other propulsion components. The following opera-
ting values are acquired at the measuring points on the engine:
Temperatures
Pressures
Engine speed
Charger speed
Injection pressure
Levels
Audible and visual warnings are output in case of limit value violation depending on the
type and priority of the measured values.
Vital measured values are shown on the display of Local Operating Panel LOP 1.
Combined alarms are also signalled audibly and visually here.
Safety circuit
Propulsion Control System PCS-5 also detects and signals sensor failure.
The Integral Test System constantly monitors operation of the hardware and software of
Propulsion Control System PCS-5. Vital measured values and individual alarms can be
transmitted to a superordinate Monitoring and Control System via the PCS-5 field bus.
Alarms are divided into three priorities within the system. They are grouped into two alarm
levels, namely yellow and red alarm, for display on the process visualization system.
Warnings
are indicative of minor faults or represent a prewarning of an alarm (e.g. first
limit value violated)
Alarms
are indicative of serious malfunctions leading to restricted operation or failure of
one or more components (e.g. second limit value violation).
Warnings and alarms may be caused in the target system (e.g. lube oil pressure too low)
or in PCS-5 units (system error).
Alarms are:
Handled dynamically (alarm is reset when the alarm has been acknowledged
and is no longer present)
or
Stored (the alarm is reset when the alarm has been acknowledged, is no longer
present and the memory is reset)
3.2.3 Regulation
The engine speed governor integrated in Engine Control Unit ECU 4 has the following
functions:
Maintaining the desired engine speed under varying load conditions
Adjusting the engine speed when settings are changed by the operator
Other tasks of Engine Control Unit ECU 4 with regard to speed governing are:
Setting defined feeding on starting the engine
Engine safety shutdown
Optimizing performance characteristics, exhaust emission values and fuel con-
sumption
Protecting the engine against overloading
Engine governing incorporates protective functions for the engine, e.g. power limitation by
limiting the amount of fuel injected depending on certain operating values and conditions.
The speed setting (= nominal speed value) is the reference variable for the engine speed
control loop. The nominal speed is set via the CAN bus under normal operating conditions
(with Remote Control System RCS-5 connected).
An analog input (4 mA ... 20 mA) and binary up/down inputs are provided for connecting
remote control systems produced by other manufacturers. It is possible to switch between
analog and binary speed setting using a separate binary input.
Dynamic quantity limits, e.g. variable fuel injection limits, protect the engine against over-
loading and optimize the exhaust emission values. Engine Control Unit ECU 4 determines
the maximum injection quantity on the basis of preset and saved engine characteristic
maps.
Fixed quantity limits used for power limitation and reduction protect the engine in case of
High coolant temperature
3.2.4 Control
Control Feedback
command
Start/stop/emergency stop
Clutch/gear
Propulsion Control System PCS-5 controls the following sequences and procedures auto-
matically on the basis of system settings or commands entered manually at the Local
Operating Panel or Remote Control System:
Start/stop/emergency stop
Cutting exhaust turbocharger ETC 2 in and out
Cylinder cutout
Clutch and gear
Manual starts
Local
&
LOP Start LOP
Local 1
& &
MCS Start MCS
Gear neutral
An emergency start function is integrated in PCS-5. It starts the engine in case of emer-
gency disregarding some of the starting requirements. The only exception is the “Ready
for operation” signal which must be given by the operator. Furthermore, no external start
interlock may be applied.
Manual stops
Local
&
LOP Stop LOP
Local 1
MCS Stop MCS
&
Automatic stops
EMU Stop
11
GCU Stop
GMU Stop
ECU Stop
The stop command is output to Engine Control Unit ECU 4 which subsequently shuts off
fuel injection. A disengagement command is output to Remote Control System RCS and
Gear Control Unit GCU 1 parallel to the stop command to Engine Control Unit ECU 4.
The emergency shutdown is controlled by Connecting Interface Board CIB 3. In the case
of an automatic emergency shutdown (overspeeding), an emergency stop signal is trans-
mitted from Engine Control Unit ECU 4 and/or Monitoring Unit EMU 1 to Connecting Inter-
face Board CIB 3 which then activates the emergency shutdown.
All connections pertaining to the emergency stop signal flow are wired in parallel. A separate
protected and monitored undervoltage supplies the emergency stop circuit.
Depending on the accessories fitted on the engine, emergency stopping is realized by:
De-energizing Engine Control Unit ECU 4
An engine stop and disengagement signal is simultaneously output with the emergency
stop signal.
The exhaust turbochargers supply the diesel engine with the quantity of air required for
combustion at overpressure.
Reference documentation:
Refer to “Engine Control Unit Type ECU 4, DDC/MTU Series 2000, Marine
applications”, Documentation Part 1, document no. E 531 691 for a detailed
description of charger control functions.
Reference documentation:
Refer to “Engine Control Unit Type ECU 4, MTU/DDC Series 4000, Marine
applications”, Documentation Part 1, document no. E 531 685 for a detailed
description of cylinder cutout control functions.
Gear control is effected by the GCU 1 assembly. The clutch setting (command) can be
switched at Local Operating Panel LOP 1 between:
Remote control (setting via CAN bus or binary signals)
Reference documentation:
Refer to “Gear Control Unit GCU 1, MTU/DDC Series 4000 and DDC/MTU
Series 2000, Marine applications”, Documentation Part 1, document no.
E 531 689 for a detailed description of these functions.
Clutch commands are usually set via CAN bus communication (when Remote Control
System RCS-5 is connected).
Binary clutch inputs are provided for remote control systems produced by other manufac-
turers.
PCS-5
LCU LMU
Local Local
Control Monitoring
Unit Unit
The power supply and monitoring concept is based on two separate, independent supply
voltages – the main supply and the emergency supply.
Both voltages are combined with decoupling diodes, i.e. should one supply fail, the
system is immediately supplied with the second voltage.
The supply voltages for the individual units are separate for control (i.e. ECU 4 and
GCU 1) and monitoring (i.e. EMU 1 and GMU 1) and are protected by fuses.
All supply voltages, including main and emergency supply, are monitored by electronic cir-
cuits. Monitoring is also evaluated by the respective partner system to make it possible to
signal an alarm message even if one side should fail completely.
Relay contacts and are shown in the operating state, i.e. all voltages OK. The con-
tact opens in case of power failure. A binary input of the partner system reads in the
switching state.
FMEA principles have been strictly adhered to and applied to all units of Propulsion
Control System PCS-5.
System FMEA
System analysis
System limits
System structure
Risk analysis
Fault analysis
Cause and effect analysis
Risk evaluation
Evaluation of severity
Evaluation of probability
Countermeasures to reduce
risk
Reference documentation:
Refer to the separate manual “PCS-5 safety aspects with FMEA”, Documenta-
tion Part 1, document no. E 531 712 for detailed information about the FMEA.
In a redundant bus system, errors are detected by monitoring bus status. The bus stations
transmit their data on the available bus.
Chapter 4
Safety features
4 Safety features
All component parts of Propulsion Control System PCS-5 are equipped with extensive
safety and monitoring features for improved operational reliability.
To this end, Propulsion Control System PCS-5 has a multi-stage safety concept featuring:
Engine/propulsion protection:
– Dual circuit safety system SISY
System safety:
– Integral Test System ITS
– Bus monitoring
– Multi-circuit power supply
– Redundant components
– Consistent application of FMEA principles
Safe circuit design (e.g. inputs/outputs).
– Electrical isolation
– Reverse-polarity/short-circuit protection
– Sensor monitoring
The following assemblies are required in Propulsion Control System PCS-5 to bring safety
system SISY in line with classification directives:
Engine:
Engine Control Unit ECU 4 with the basic range of measuring points,
monitoring functions and engine governing
and
Engine Monitoring Unit EMU 1 for the extended range of measuring points and
redundant monitoring and shutdown functions
Gear
Gear Control Unit GCU 1 for the basic range of measuring points, monitoring
functions and gear control
and
Gear Monitoring Unit GMU 1 for the extended range of measuring points and
redundant monitoring and shutdown functions
This combination of control units (ECU 4 and GCU 1) and monitoring units (EMU 1 and
GMU 1) fulfills classification society requirements for safe propulsion plant design.
It is also possible to use control units ECU 4 and GCU 1 alone for engine and gear (see
chap. 5). In conjunction with a Local Operating Panel LOP, this makes it possible to realize
a high-quality, easily integrated Propulsion Control System ensuring a sufficient standard
of safety for commercial applications (in particular yachts).
Safety system
SISY
Propulsion plant
ECU 4 / GCU 1
Sensors Regulation/control Final control
elements
Safety circuit
EMU 1 / GMU 1
Extended monitoring
Safety circuit
Depending on the measured values, warnings, start interlocks, power reduction, engine
shutdown by reducing feeding to zero or closing the shut down air flaps take place.
The safety system can automatically initiate the following activities on detecting critical
operating states:
Power/feeding limitation or reduction
speeding
Disengagement
If the safety system detects a sensor signal failure, a fault message is output via the
Monitoring and Control System.
Safety shutdowns to protect the diesel engine take effect when the limit values of the
following measuring points are violated:
Engine speed (emergency shutdown)
Engine lube oil pressure
Coolant temperature (depending on engine manufacturer and classification
requirements)
Gear control oil pressure
Other optional measuring points
It is also possible to have feeding limitation instead of engine shutdown in the case of
order-dependent safety shutdowns.
The override function inhibits automatic engine stopping. This may be of considerable
importance to maintain manoeuvrability in certain situations. Stop commands from the
engine or gear monitoring systems are not executed when safety system override is
active.
When the engine is started with override active, the “Gear not neutral” and “SDAF closed”
start interlocks are bypassed.
The emergency stop function (emergency stop pushbuttons, overspeeding) is not influen-
ced by override.
The Integral Test System ITS monitors all important functions of Propulsion Control
System PCS-5:
Internal electronics
Sensors
Actuators
Bus communication
Power supply
The ITS detects any faults as they occur, locates and signals them to the system and ope-
rator via a combined alarm, internal display and CAN bus.
Any faults in Engine Control Unit ECU 4 are saved for evaluation at a later date. They can
be read out with the dialog unit.
The hardware and software of Propulsion Control System PCS-5 has been designed to
detect faults in the electronics, to respond to them and to indicate the fault.
The sensor and actuator channels of Propulsion Control System PCS-5 are designed to
tolerate faults as far as possible (e.g. short-circuit proof).
Faults such as line interruption, short-circuit etc. are detected by a plausibility check and
indicated to the system.
Bus communication is monitored by a timeout check. Any faults which are detected are
indicated by a combined alarm and signalled to the system via the CAN bus if possible.
Chapter 5
Integration
5 Integration
These chapters illustrate exemplary applications and the various structures. The standard
scope of supply is the minimum requirement for monitoring, regulating and controlling an
DDC/MTU series 2000 engine. Open system architecture makes it possible to operate
other systems in conjunction with Propulsion Control System PCS-5 using the Local Ope-
rating Panel LOP with its two CAN bus interfaces.
Standard interfaces can be adapted to these two CAN bus interfaces. This makes it possi-
ble to operate customized systems (or even existing ones, e.g. on replacing engines) in
conjunction with Propulsion Control System PCS-5.
Note: These examples show PCS-5 for one propulsion line or engine only. However,
a propulsion plant generally comprises two to four propulsion lines and the
same number of engines. In this case, each propulsion line has its own PCS-5
and the corresponding assemblies on the control consoles.
LOP 1
Main supply +24 VDC
Emergency supply +24 VDC
PCS field bus
Starter/alternator
GCU 1
ECU 4
Propeller Gear
The assemblies shown in fig. 21 are used for standard applications. The two assemblies
used for controlling the engine (ECU 4) and the gear (GCU 1) cover the minimum range of
monitoring functions. Local operation takes place at the Local Operating Panel LOP 1. It is
possible to connect any additional sensors which may be required (e.g. “start air pressure”
or “water level in fuel prefilter”) at the Local Operating Panel. Alarm horn, alarm beacon
and starting devices are controlled by the corresponding outputs of Local Operating Panel
LOP 1.
The two MTU systems RCS-5 and MCS-5 are connected to PCS-5 via the redundant CAN
bus.
The redundant power supply increases operational reliability of the system in case of pro-
blems with the ship’s power supply.
LOP 1
Main supply +24 VDC
Emergency supply +24 VDC
PCS field bus
GCU/GMU 1 r
o EMU 1
t
a
ECU 4
n
r
e
t
l
a
/
r
e
t
r
a
t
S
Shaft
speed
sensor
Propeller Gear
PAN
PAN
PIM PIM
Auxiliary Control
Main Control Console
Console
ECU 4
GCU 1
LOP 1
Alarm Alarm
horn beacon
Propeller Gear
The application shown in fig. 23 exemplifies a simple engine monitoring and control
system using MCS-5 components.
The assemblies in the control consoles are connected via the PCS-5 field bus (linked
through Local Operating Panel LOP 1). Signals are input and output via PIM Peripheral
Interface Modules equipped with the appropriate printed circuit boards.
Due to its simple structure, the connection between individual installation locations on
board ship (engine room, main control console, auxiliary control console) only comprises
the PCS-5 field bus, the power supply and the emergency stop function (hard-wired).
PIM MCS-5
field bus
PPS
MCS-5 process bus (redundant)
2nd shaft
GCU 1 ECU 4
LOP 1
Alarm Alarm
horn beacon
Propeller Gear
5.2.3 Propulsion Control System PCS-5 with interfaces for external systems
Parallel signals
from a Remote
Control System
Emergency stop
LOP 1 Speed setting
Main supply +24 VDC
s
d
Emergency supply +24 VDC n
a
m
PCS field bus m
o
c
t
n
e
m
e
g
a
g
n
GCU 1 E ECU 4
Propeller Gear
Fig. 25 : Propulsion Control System PCS-5, monitoring I, with interfaces for external systems
The interfaces for external systems produced by other manufacturers or existing systems
(e.g. when engines are replaced) are realized in three different ways:
Directly at Local Operating Panel LOP 1 and Gear Control Unit GCU 1 or
GMU 1 of the PCS; signals can be supplied for speed setting and clutch control
Converting the PCS-5 field bus to an RS422 interface makes it possible to con-
nect a monitoring and control system with a serial interface (standard MCS-5
protocol)
Parallel signals are available for controlling analog instruments via a PIM;
furthermore, pushbuttons can also be connected to make direct inputs possible
(e.g. start, stop), the emergency stop pushbutton is hard-wired to Local Opera-
ting Panel LOP 1.
5.2.4 Propulsion Control System PCS-5 with MCS-5 Type 1 and RCS-5
PAN PAN
RCS RCS
GCU 1 ECU 4
LOP 1
Alarm Alarm
horn beacon
Propeller Gear
Fig. 26 : Propulsion Control System PCS-5, monitoring I with MCS-5 Type 1 and RCS-5
The application shown in fig. 26 represents the most common configuration of an electro-
nic system for the DDC/MTU series 2000 engine. This system comprises:
A main control console,
consisting of:
– A control lever (Remote Control System RCS-5 FPP/B) for changing speed
and automatic clutch and propulsion control
– An LCD to display plant and engine operating data
– Two PAN control panels for operation (start, stop, etc.)
– One display instrument for constant analog display of the engine speed
The assemblies in the control consoles are connected via the PCS-5 field bus (looped
through Local Operating Panel LOP 1).
This also applies to Remote Control System RCS-5. All Remote Control System compo-
nents are integrated in the control lever which is connected to the redundant PCS-5 field
bus via two CAN interfaces.
Signal input and output is realized via PIM Peripheral Interface Modules equipped with the
appropriate printed circuit boards.
Appendix
Reference documentation