Alphatronic Remote Control System

Contents Page

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Ship’s Propulsion Power – controlled by Alphatronic . . . . . . . . . . . . . . . . . 5

Evolution of control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Accumulated expertise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Control is crucial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Inherent advantages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
The engine and propeller manufacturer’s advantage . . . . . . . . . . . . . . . . . . . . . 6

Alphatronic Remote Control System – General . . . . . . . . . . . . . . . . . . . . . . . 7

Plant configurations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Included in the system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Engine equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Primary control function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
In case of emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Load control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Control lever order and command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Load program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Manoeuvre Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Mode of operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Separate mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Combined mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Constant speed mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Bridge and bridge wing manoeuvre panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Manoeuvre distribution between bridge panels . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Engine control room manoeuvre panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Manoeuvre responsibility panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Special Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Shaft alternator panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Shaft alternator speed control with Power Management . . . . . . . . . . . . . . . . . . 20
Load limiter panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Control and Interface Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Alphatronic control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Interface unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Load program unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Noise suppression unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Power supply unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
External systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Layout examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Optional instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Cable plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Instruction Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

1
Introduction
The purpose of this Product Informa-
tion Manual is to act as a guide line in
the project planning and the layout of
Alphatronic Remote Control Systems.
The manual gives a description of the
system in general, standard control el-
ements and options available for tailor-
ing a remote control system for the indi-
vidual vessel and its propulsion system
configuration, operating modes and
manoeuvre stations.
Our product range is constantly under
review, being developed and improved
according to present and future require-
ments and conditions.
We therefore reserve the right to make
changes to the technical specifications
and data without prior notice.
Alphatronic Remote Control Systems
are usually specified together with MAN
B&W Controllable Pitch propellers.
The propeller programme may be stu-
died in separate literature.

3
Ship’s Propulsion Power –
controlled by Alphatronic
MAN B&W Diesel A/S, Alpha Diesel
launched the first CP propeller as part
of a propulsion system in 1902. A com-
plete package including engine, clutch,
shafting and propeller. A package
where all control and manoeuvre ac-
tions were carried out, in accordance
with the standards of that time, locally
by hands–on.
Evolution of control
In view of the following years of devel-
opment, not only in the physical dimen-
sions of the ships, but also in the propul-
2044352–9.0
Fig 1 : Two–stoke propulsion package (4S70MC, VBS 1680)
sion equipment itself, – the control and
manoeuvre actions shifted from local to
remote by means of different intermedi-
ates. These intermediates developed
from mechanical push/pull rod sys-
tems, flexible cable systems, pneu-
matic systems up till today’s electronic
systems. Year by year, both the oper-
ator and the equipment itself required
more and more sophisticated control
systems for economical cruising at vari-
ous operating modes, engine load shar-
ing etc.
Accumulated expertise
Since 1902, more than 6000 propellers
and propulsion packages have gone
into service – operated by various types
of MAN B&W Alpha control systems.
Today’s standard for MAN B&W CP
propellers and propulsion packages is
the well–proven electronic remote con-
trol system, Alphatronic.
Since its introduction in 1982, more
than 700 systems have been delivered
for a wide range of propulsion plant
combinations with two–stroke engines
and propellers, four–stroke engines, re-
duction gearboxes and propellers for
the output range up to 15,000 kW
(20,400 bhp) per propeller.
5
Control is crucial
In the process of projecting and esti-
mating propulsion systems, the asso-
ciated control system is a ‘soft’ item fre-
quently handled with less attention. The
remote control system is often re-
garded as a necessary auxiliary el-
ement that just follows the primary pro-
pulsion elements. But the fuel and
propulsion efficiency of the ‘hard’ engi-
ne and propeller elements are, how-
ever, undermined – without the correct
matching and performing control sys-
tem !
Inherent advantages
A tailored Alphatronic control system
ensures:
S Safe control of the propulsion plant
and reliable manoeuvring of the ship
S Economic operation due to optimized
engine/propeller load control
S Quick system response and efficient
CP propeller manoeuvrability
2044353–0.0
Fig 2 : Four–stroke propulsion package (6L40/54, VBS 1180)
6
S Load changes controlled in such a
way that the governor always keeps
the engine speed within the range re-
quired
S Good long–term engine performance
due to overload protection
S Thermal protection of the engine via
controlled running–up programmes
S Environmental friendliness due to
balanced manoeuvring dynamics
during acceleration with minimal
smoke emission
S Flexibility and individual customiza-
tion due to modular system principles
S Project support, simple installation
procedures and safe commissioning
S Minimal service and maintenance re-
quirements
S User–friendly operator functions due
to logic and ergonomic design of con-
trol panels
S Overall system reliability and durabil-
ity – type approved by all major classi-
fication societies
The engine and propeller manufac-
turer’s advantage
In general, the control system acts as
the central propulsion package el-
ement, being in charge of the remaining
propulsion package elements, their co-
herence and their interaction with one
another.
The knowledge inherent in the Alpha-
tronic systems, accumulated during 15
years of service:
S Full knowledge of all propulsion pack-
age elements
S Full knowledge of two–stroke and
four–stroke engine design
S Full knowledge of CP propeller de-
sign
S Full knowledge regarding overall op-
erating economy, long term perform-
ance, load characteristics and sys-
tem dynamics
– makes all the difference.
Alphatronic Remote Control Plant configurations
System – General The Alphatronic remote control system
is designed for propulsion plants con-
With this electronic remote control sys-
sisting of a CP propeller and a two–
tem it is possible for the navigator to
stoke or a four–stroke engine in several
manoeuvre the ship from the bridge.
plant configurations. From the relatively
The navigator may operate the control
simple plant shown in fig 3 to many dif-
system without consideration for the
ferent and more complex configur-
engine load condition, since the system
ations, eg multiple engines on one ge-
ensures automatic engine overload
arbox or multiple propeller plants.
protection.
When needed, the manoeuvre re-
sponsibility may be transferred from the
main bridge panel to the bridge wing
panels or to the control room panel.

7
Included in the system
As a minimum, the control system
usually consists of the following main
components shown in the principle dia-
gram fig 3 :
1 Manoeuvre panel for main bridge
2 Manoeuvre panel for engine con-
trol room
3 Responsibility panels
4 Control / interface unit
5 Optional load program unit (if re-
quired by engine maker)
Normally, power supply and noise sup-
pression units are also included in the
system.
Engine equipment
If the engine is not of MAN B&W Alpha
origin, there might be a fuel pump index
transmitter. The governor and the safe-
ty system are normally specified with
the engine and therefore not a part of
the remote control system. Neverthe-
less, there is a close connection be-
tween these.
Primary control function
The manoeuvre panels fig 3, items 1
and 2, are fitted with manoeuvre levers
for controlling the propeller speed and
8
pitch. The levers have individual poten-
tiometers integrated in the manoeuvre
panel. From the speed and pitch poten-
tiometers signals are sent to the servo
electronic units at the engine and pro-
peller. These units will adjust the engine
speed and the propeller pitch in accord-
ance with the orders given. The system
is built up as a feedback control system
with feedback potentiometers.
In connection with the engine governor
fig 3 , item 6, two possibilities exist re-
garding the adjustment of the engine
speed in relation to orders from the
speed potentiometer in the control
panel:
S When the engine has a governor with
pneumatic speed setting, the electric
speed order is converted into a pres-
sure order in an E/P–converter.
S When the engine has an electronic
governor, the electric speed order is
sent directly to this.
The propeller pitch setting is controlled
by two solenoid valves in the hydraulic
system at the propeller servo oil tank
unit – Hydra Pack fig 3, item 7. The
electronic servo unit, which is located in
a cabinet at the Hydra Pack, controls
the solenoid valves for ’ahead’ and
’astern’ pitch changes.
Actual propeller pitch setting is
measured by two transmitters located
at the feedback ring of the propeller
shaft coupling flange. One transmitter
is for indication of the actual position of
propeller pitch and the other one sends
the feedback signal to the electronic
servo unit.
The responsibility panels fig 3 item 3,
which are located on the main bridge
and in the control room, contain push
buttons for exchange of manoeuvre re-
sponsibility between bridge and engine
control room.
In case of emergency
If the remote control system is out of
service, the propulsion plant may be op-
erated by the emergency back–up sys-
tem. The back–up system is completely
independent of the main control sys-
tem, although it is physically an inte-
grated part of the bridge panel.
As required by the major classification
societies, pre–set engine speed and
propeller pitch order signals are main-
tained until the emergency control is in
operation. This will prevent the order
signals from changing, if a fault should
occur.
 Bridge panels
2 3 1

Control room panels

3

4 5

Load
program
Alphatronic control unit unit

Engine interface unit

Rpm command
Pitch command
Pitch indication

Fuel index
Rpm

Main engine Governor

7
Hydra
Pack
2044404–6.0

Fig 3 : Remote control system structure

9
Load control
The remote control system uses the
propeller pitch and engine speed as Engine output MEP
controlling parameters. Fuel pump set-
(%) (%)
ting, propeller speed and pitch are used 110
as feedback. The engine load is kept MCR 100
within the limits as specified by the load 100% LOAD
100 1
limit curve of the engine. 90
90 2
The load control curve for combined
mode is adjusted according to the spe- 3 80
80 75% LOAD
cific engine and propulsion equipment
– taking fuel oil consumption, propeller 70 70
efficiency and manoeuvrability into con-
sideration in order to obtain optimum 60 60
overall propulsion efficiency. 50% LOAD 50
50

40 40
4
30 30
25% LOAD 6
20 20

10 5 10

0
50 60 70 80 90 100
Engine speed
(%)
For propulsion engine with CP propeller
MCR=Maximum continuous rating
1 = Engine load limit curve for acceptable continuos load
2 = Alphatronic IIA overload protection curve
3 = Theoretical fixed pitch propeller characteristic
4 = Alphatronic IIA load control in combined mode (Curve 2 + 4)
Based on a free sailing ship (Theoretical)
2021026–0.0

5 = Idling/clutch in speed range

6 = Propeller in zero pitch position (Theoretical)

Fig 4 : General propeller and load curve example with Alphatronic IIA overload
protection curve.

10
The engine overload curve shown in fig
5 illustrates the engine’s max allowed Fuel index
fuel index at the various revolutions, 20
thus giving the engine load limit for the 100% 3 4 MCR
speed range. 18
The engine load limit function is main-
tained whether the propulsion plant is 16
operated in combined mode, separate 2
mode or constant speed mode. 14

12

10 1

6
100%
4
% 0 1 2 3 4 5 6V
Engine speed
tacho signal

Rpm Engine tacho Fuel index Fuel transmitter

signal signal
% V % mA
1= 50 2.25 36 9.2
2= 80 3.60 69 14.2
2 03 44 75–9.0

3= 98 4.41 100 18.5

4 = 100 4.50 100 18.5

Fig 5 : A specific load control curve (engine speed/fuel index) for a two–stroke
engine.

11
Control lever order and command into engine speed and propeller pitch set within the range ’fast’ (item 1) and
For plants with no specific require- commands in accordance with the con- ’slow’ (item 2) ensuring optimal system
ments to load increase/decrease limits, trol lever slew rate curves shown in figs dynamics.
the control lever orders are translated 6 and 7. Individual adjustment may be

MCR 1 11 sec 2 55 sec MCR

speed % speed %
100 100

80 80
1 5 sec 2 24 sec
60 60

40 40

20 20

Idling 10 Time sec Idling 10 Time sec

speed 10 20 30 40 50 60 10 20 30 40 50 60
speed
2025364–6.0

Order demand Order demand

idling to maximum maximum to idling
engine speed engine speed

Fig 6 : Control lever slew rate for engine speed command

Pitch 1 15 sec 2 90 sec Pitch

ahead % ahead
100 100
80 80
60 60
40 40
20 20
Neutral 0 Time sec Neutral 0 Time sec
10 20 30 40 50 60 70 80 90 pitch 20 10 20 30 40 50 60 70 80 90 100110120
pitch
40
60
80
100
Pitch
astern 1 25 sec 2
2025364–6.0

Order demand Order demand

zero to full ahead full ahead to astern
propeller pitch propeller pitch

Fig 7 : Control lever slew rate for propeller pitch command

12
Load program In this example, the normal manoeuvre The emergency curve represents the
If required, a load program for the en– has the load–up sequence pro- pitch control via the back–up panel, or
gine can be included as an add–on unit grammed for control of the propeller pitch control directly at the solenoid
with load–up limitations as illustrated in pitch. The load–up sequence may also valves of the servo unit.
the example fig 8. The load program is be programmed for control of engine
a programmable unit, which will be sup- speed and propeller pitch in combina-
plied in accordance with the engine tion.
designers specifications.

Astern Ahead
Full astern Stop to Full ahead
to stop full astern Stop in full ahead to stop

100

90
80
Engine rating (%)

70

60
Normal manoeuvre
50

40
Emergency manoeuvre
30
20

10
0
1 0 2 1 0 0 1 2 3 4 5 6 7 8 9 10 0 1 2
2035333–9.0

2 Time in minutes
1

Fig 8 : Load program curve – engine type L48/60 – L58/64

13
Manoeuvre Panels
A variety of panels are available for the
remote control of propulsion plants.
The panels should be installed in con-
soles located on the main bridge, bridge
wings and in the control room. Accord-
ing to its location, each panel will pres-
ent individual features as described in
the following.
Mode of operation
The main feature is the propeller pitch
and speed control performed by the two
control levers on the panels. The
manner in which the levers are oper-
ated, decides whether both parameters
are to be adjusted individually or not.
Separate mode
Separate mode specifies the condition
where pitch and speed are controlled
individually by operating both levers.
Maximum manoeuvrability and utiliza-
tion of the entire CP propeller operating
range is available.
Combined mode
Combined mode is selected by operat-
ing solely the pitch lever, thus leaving
the speed lever in neutral. In combined
mode, both pitch and speed are con-
trolled by using the pitch lever only. This
is done according to the combinator
curve as shown in fig 9, ensuring opti-
mum operation and propulsion econ-
omy – considering propeller efficiency,
manoeuvrability and minimized fuel
consumption.

Propeller pitch
Engine speed 100%=MCR Speed RPM Pitch % 100% = design P/D Power (Kw)
120
Propeller pitch order
129 110 10440
Engine speed order
117 100

105 90 9396

94 80 8352

82 70 7308
Idle RPM 77 6870
70 60
Power (kW)
50

40

30
Max pitch reduction
20

10

100 90 80 70 60 50 40 30 20 10 10 20 30 40 50 60 70 80 90 100 Control lever

10 position %
20

30

40

50
60

70

80

90
2045076–7.0

100

Fig 9 : Combined mode – combined pitch/speed order and engine load curve for a two–stroke propulsion package –
6L60MC, VBS 1560.

14
Constant speed mode
Constant speed mode is a third mode
which is characterized by maintaining a
fixed engine speed. The constant
speed mode is selected and the speed
is adjusted from a special (shaft alter-
nator control) panel usually mounted in
the switchboard in connection with the
shaft alternator synchronizer.
When constant speed mode is se-
lected, the levers in the manoeuvre
panels only control the propeller pitch.
The automatic load control is, however,
still active for engine overload protec-
tion.
With the shaft alternator in service, the
load control system can handle a crash
stop order, without any risk of a black–
out.

15
Bridge and bridge wing manoeuvre
panels
As a minimum the remote control sys-
tem will always include a bridge panel
per engine/propeller, see fig 10.
Via the control levers it is possible to ad-
just the propeller pitch and the speed.
Furthermore, the panel includes push–
buttons for manoeuvre responsibility,
acknowledgement of failure in ma-
noeuvre system, push–buttons for
lamp test, as well as various status
lamps. A facility for emergency back–
up control is also present, controlling
the propeller pitch by means of push–
buttons at the actual pre–set engine
speed value.
Both the indoor and outdoor wing ma-
noeuvre panels are simplified versions
of the bridge manoeuvre panel, as all
push–buttons with functions regarding
emergency control have been re-
moved. For a single propeller plant, up
to three additional wing panels are op-
tional.

50 50

100 100
PROPELLER ASTERN AHEAD
RPM PITCH

FAILURE IN
PITCH
MANOEUVRE
AHEAD
SYSTEM
3
2
PITCH
LAMP TEST OVERLOAD
ASTERN
8
6
4

BACK–UP 4
CONTROL
ON/OFF

MANOEUVRE 4 4
RESP.
6 6
8 8
1

1 Light dimmer – push buttons

2 Light dimmer instruments
2035733–0.1

3 Headphone connection
4 Marker knob

Fig 10 : Bridge manoeuvre panel – primary

16
Manoeuvre distribution between
bridge panels
Only one panel at a time can be in
charge of the manoeuvre. A push–but-
ton is used for manoeuvre take–over
between the various manoeuvre panels
on the bridge.
When accepting the responsibility at one
panel, a flashing lamp changes to a
steady light. On all other (inactive) panels
the flashing lamp will be switched off.
To take over the responsibility between
bridge panels, the button must be acti-
vated on the panel, to which the re-
sponsibility is requested.
Responsibility take–over between
bridge panels can only be accom-
plished by synchronized pitch lever set-
tings of the ’responsible panel’ and of
the panel from which the responsibility
is requested. Inconsistencies between
the lever adjustments are indicated by
a flashing lamp when the button is acti-
vated.
If the settings of the pitch levers differ,
then activate the button at the same
time as the pitch lever is synchronized.
Then the responsibility will be taken
over when the positions of the levers
correspond.

50 50

100 100
PROPELLER ASTERN AHEAD
RPM PITCH

FAILURE IN
MANOEUVRE
SYSTEM

LAMP TEST OVERLOAD

8
6
4

MANOEUVRE 4 4
RESP.

6 6
8 8
2035733–0.1

Fig 11 : Wing manoeuvre panel indoor

17
Engine control room manoeuvre noeuvre panel for use in the control panel, as all push–buttons with func-
panel room, see fig 12. The control room ma- tions regarding emergency control
In addition to the manoeuvre panels for noeuvre panel is also a simplified ver- have been removed.
bridge location, there is also a ma- sion of the main bridge manoeuvre

50 50

100 100
PROPELLER ASTERN AHEAD
RPM PITCH

FAILURE IN
MANOEUVRE
SYSTEM

LAMP TEST OVERLOAD

8
6
4

MANOEUVRE
RESP.

4 4

6 6
8 8
2028965–4.0

Fig 12 : Control room manoeuvre panel – primary

18
Manoeuvre responsibility panels
These panels are used for plants with a
control room panel installed in addition RESPONSIBILITY
to bridge panel(s). Each responsibility
panel is located together with the actual CONTROL
main bridge panel and control room
panel. The panels are used for the COMBINED
MODE
SEPARATE
MODE
CONSTANT
SPEED
transfer of the manoeuvre responsibil-
ity from the bridge to the control room
and vice versa.
The responsibility panel contains two BACK–UP LOCAL
push–buttons which are used for the CONTROL CONTROL

transfer, see fig 13.

By pressing one of these buttons, it is
possible to select to where the re-
sponsibility is to be assigned. This is BRIDGE
MANOEUVRE
CONTROL
ROOM
MANOEUVRE
audibly as well as visually indicated on
the panels. The responsibility transfer
is then to be accepted at the panel,
which will be disengaged. To obtain the
responsibility it is necessary to syn-
2022992–0.6

chronize the propeller pitch control

levers of the two panels in question, as
well as accepting the responsibility by
pressing the responsibility button on Fig 13 : Manoeuvre responsibility panel – single propeller plant
the manoeuvre panel. In addition to the
responsibility push–buttons, the panel
includes different indicator lamps to
show the selected operating mode and
the actual location (control room/
bridge) of the manoeuvre responsibility.
On all manoeuvre panels it is clearly
indicated, if the individual panel is in
control of the propulsion plant, or not.

19
Special Panels
In addition to the panels for ordinary
manoeuvring control, optional special
SHAFT ALTERNATOR
panels are available for shaft alternator CONTROL
control, shaft alternator control with 1
Power Management as well as engine CONSTANT
load limit control. SPEED
2
Shaft alternator panel
The panel is used for shaft generator
Speed
operation to ensure that the engine runs adjustment
LAMP TEST
at a fixed speed despite the setting of
the speed lever on the manoeuvre
panel. This means that the generator
frequency can be set as desired and se-
cured manually by means of a locking IN SERVICE
OUT OF
button. It is recommended that the SERVICE

panel is mounted in the main switch-

board where the synchronzation and
closing of the switchboard breaker
takes place.
2022992–0.6

1. Potentiometer for engine speed

Shaft alternator speed control with 2. Locking button
Power Management
Upon request this panel can be sup- Fig 14 : Shaft alternator panel
plied with interface facilities for Power
Management systems making auto-
matic adjustment of the shaft generator
frequency possible. See fig 15.

SHAFT ALTERNATOR SPEED CONTROL

50
40 60
30 70
20 80
10 90
0 100

IN RAISE
SERVICE SPEED

OUT OF LOWER
SERVICE SPEED
2038107–0.1

Fig 15 : Control panel with Power Management

20
Load limiter panel
With this panel it is possible to limit the
engine load in the range 50–100% of
normally permitted maximum output. ENGINE LOAD
LIMIT CONTROL
In connection with an overhaul of the
engine and the following running–in, 75%
the chief engineer may choose to be
ENGINE
cautious and therefore limit the accept- OVERLOAD
able engine load. For this situation the 1
load limit control panel shown in fig 16
may be used.

LOAD
LIMITER
50% 100%
IN SERVICE

Load limit
adjustment
2
2033193–7.2

1. Potentiometer for load limit

2. Locking button

Fig 16 : Load limit control

21
Control and Interface Unit
The heart of the remote control system
consists of a main control and interface
unit shown in fig 17. The unit, handling
all vital control functions, will also inter-
face the remote control system to vari-
ous engine types.
The system can also include (but this is
separately supplied) a load program
unit fig 19, which is necessary in order
to fulfil the required protection against
sudden changes in load according to
the engine designer’s specifications.

E1

1195
E2

E3

E4

E4

600

Fig 17 : Control and interface unit

22
Alphatronic control unit
The Alphatronic control unit contains 5
circuit boards (see fig 18) to which the
following tasks are assigned:
S Supervision of the control system
S Load control and engine overload
protection
S Mode selection
S Manoeuvre responsibility between
bridge and control room panels
S Manoeuvre distribution between
bridge panels
The control unit receives 24 V DC
power supply from the interface unit
and distributes the continuity super-
vised power to the manoeuvre panels.
The cables between the units and pan-
els are monitored by the system itself.
Interface unit
An interface unit is applied in order to
use the system with different combina-
tions of engines, governors etc. The in-
terface unit converts the order and in-
dication signals to signal levels suitable
for the control system.
The interface unit is supplied in a cabi-
net together with the control unit as
shown in fig 17.

E1 E2 E3 E4 E4

E1 Safety card E2 Load control card E3 Man.resp./const.rpm card E4.1 Man. distribution card E4.2 Man. distribution card

S3
S1
S2 E1: Safety card
E2: Load control card
E3: Manoeuvre responsibility card
a. Constant speed
b. Manoeuvre responsibility bridge/control room
E4: Manoeuvre distribution cards
S1: Fuse – control panels
202 29 05–9.0

S2: Fuse – actuators

S3: Fuse – supervision system

Fig 18 : Alphatronic control unit

23
Load program unit
The load program unit is only included
in the scope of supply at the discretion
of the engine designers. It is a program-
mable unit capable of fulfilling the re-
quirements for engine protection in a
EMC, signifying Electro Magnetic Com-
patibility is the ability of equipment and 257
of systems to operate as designed –
without degeneration or malfunctions –
in electromagnetic fields. In addition the
equipment or system must neither in- NSU 10

156
Noise suppression unit
load increase situation. The unit is sup- terfere, nor itself be interfered with, by X10

plied in a cabinet as shown in fig 19. other systems or equipment.

Noise suppression unit
To ensure efficient EMC immunity, two

2018457–0.2
noise suppression units are part of the
remote control package, see fig 20.

Fig 20 : Noise suppression unit

480
2042914–0.0

480

Fig 19 : Load program unit.

24
Power supply unit
The power supply unit included in the
usual Alphatronic scope of supply will
ensure adequate and stable power sup-
ply for the control system. If omitted
from the MAN B&W Alpha scope, the
yard must ensure a power supply that
fulfils the power supply requirement of
Alphatronic remote control systems.

809
2017150–0.3

296

Fig 21 : Power supply unit

25
Installation
External systems
The remote control system can be con-
nected to different external systems
such as:
S Joystick control systems
S Dynamic position systems
S Power management systems
S Manoeuvre log etc.
Like the engine safety system, the
above external systems are separate
systems which all can be interfaced
with the remote control system.
This will, however, require additional
equipment in the remote control system
package. Interface with external sys-
tems must be approved by MAN B&W
Alpha in each individual case.
Panels for this additional equipment, as
well as for the engine safety system can
be supplied in order to maintain a neat
and matching panel layout.
Layout examples
To illustrate the bridge and control room
layout for different Alphatronic control
system applications the following exam-
ples are given:

PROPULSION MODE

50 50 50 50

100 100 100 100

PROPELLER ASTERN AHEAD ASTERN AHEAd PROPELLER
RPM PITCH PITCH RPM

RESPONSIBILITY
288

8 8
6 6
4 4

4 4 4 4
6 6 6 6
8 8 8 8

X6,X6S X1 X1S
10
2025543–2.3

144 288 30 288

760

Fig 22 : Main bridge layout for double propeller plant

26
 Optional instruments
Remote reading of analogue sensor in-
struments, eg turbocharger tachometers,
may be arranged on the bridge and in
50 50
the engine control room with instru-
100 100
ments matching the Alphatronic panel
PROPELLER
RPM
ASTERN AHEAD
PITCH design.
288

RESPONSIBILITY
CONTROL

8
6
4
144

4 4
6 6
8 8

X6 X1
10
144 288
2025524–1.2

443

Fig 23 : Main bridge layout for single propeller plant

50 50

100 100
PROPELLER ASTERN HEAD
RPM PITCH
288

RESPONSIBILITY
CONTROL

8
6
4
144

4 4
6 6
8 8

X7 10 X5
2025524–1.2

144 288
442

Fig 24 : Control room layout for single propeller plant

27
Cable plans
Cable plan and connection lists show- B&W Alpha – after the Purchase Con-
ing each cable connection to control tract has been signed and upon receipt
system terminals are supplied by MAN of all necessary shipyard information.

Machinery section Control room section

SHIP AC SUPPLY
Mounted on servo Supply 220 V AC/ 6 A fused
Supply 110 V AC/ 10 A fused
1x10
Feed back
B42 Ship hull
W203 4 Servo W206 / 17x1.5 REMOTE CONTROL
Pitch in. / Alphatronic control system
W204 4 remote W126 5 Supply 24 V DC 10A
B41 / / X62/X11
control W108 / 2x2.5 Power supply
Pro.tacho W205 2 W156 /2 W109 3x2.5 Filter W101 2x2.5
/ / /
pick–up X41 unit
B40 X10.1
Alphatronic Alphatronic
interface control TO ALARM SYST.
To governor system unit unit EAX76
2–stroke cable plan X62 X11
Electronic W60 2x2.5 Filter
SHIP EMERGENCY SUPPLY
/ W50 2x2.5
governor unit / Supply 24VDC 10A peak
for 2–stroke X10.2 50 W nominal
TO ALARM SYST.
EAX66, EAX68

Shaft
alternator W132 3 Bridge man.
/
panel W131 4 W55 / 14x1.5 panel 1
/
W4 / 20 with back–up
PANEL LAYOUT X9 AMP W2 / 8 control
MAIN BRIDGE W1 / 4x2.5
X1 BMP
X6 X1 Control W142 / 8
room W141 / 6
CONTROL MAIN SWITCH panel
ROOM BOARD W145 17x1
/
X5 CMP
W8 / 2x2.5

X7 X5 X9

Bridge section
W9 / 4
W44 5
/

Control room W42/ 13 Bridge

responsibility W43/ 14 responsibility
panel W41/ 2x2.5 panel

X7 RMP X6 RMP

Fig 25 : Cable plan example

28
Fig 26 : Connection list example

29
In order to ensure the optimum func-
tion, reliability and safety of the control
system, without compromize – the fol-
lowing installation requirements must
be taken into consideration:
S Power supply cables must be of size
2.5 mm2
S If the supply cable length between the
bridge and the engine room is in ex-
cess of 60 metres, the voltage drop
should be considered
S The signal cables should have wires
with cross–sectional area, min 0.5
mm2 and max 1.5 mm2
S All cables should be shielded and the
screen must be connected to earth
(terminal boxes) at both ends
S Signal cables are not to be located
alongside any other power cables
conducting high voltage (ie large mo-
tors etc) or radio communication
cables. Cables for the remote control
30
signals can induce current from their
immediate environment sufficient to
disturb or even damage the electronic
control system.
Commissioning
As part of the on–board acceptance
procedures, a final system test of the
remote control system is carried out by
MAN B&W Alpha commissioning en-
gineers.
A number of classification societies
usually require the on–board test to be
performed in the presence of a sur-
veyor before the official sea trial.
Prior to the functional test, and even be-
fore the power supply voltage is
switched on – the cable plan and con-
nection lists are cross–checked with all
wiring and connections made by the
shipyard.
The MAN B&W Alpha procedure for
Alphatronic Remote Control System
Test is carried out in accordance with a
40–point check list covering a number
of tasks within the following categories:
S Power up and control room responsi-
bility
S Control panel operations and indica-
tions
S Manoeuvre responsibility and transfer
S Failure and alarm simulation
S Propeller pitch back–up control
S Shaft alternator control
The commissioning engineers will ad-
just all lever positions, order signals and
actuators as preparation for the fine
tuning of settings for propeller pitch,
fuel index etc performed during the sea
trials.
Instruction Manual
As part of our technical documentation,
an instruction manual will be forwarded.
The instruction manual is tailor–made
for each individual control system and
includes:
S Descriptions and technical data
S Operation and maintenance guide–
lines consisting of:
S Spare parts plates Gearbox 2000 0872
The manual can be supplied in two dif- Propeller 3000 5340
ferent versions – a printed copy as well Remote Controls 4000
as an electronic book in English on CD– 5340
ROM. Safety System 4000 0340
The layout of the electronic book corre- April 1998
sponds to the paperback book. In the
electronic book it is possible to search
for specific topics or words, zoom–in on
diagrams and technical drawings, jump
to references and to add personal
notes. Parts of the book or the entire
book can be printed out.
The electronic book is compatible with
any standard PC Windows environ-
ment when using a special viewer
which is part of the software on the CD–
ROM.

31