Remote Control (RC) of Propulsion

System Application Design (SAD)
Remote Control (RC) of Propulsion
For
“Costa Classica”
Summary:
• Description of RC system.
The Valmatic RC system is installed to replace the original ABB Marine FAMP 200 central unit.
Field equipment and panels are unchanged, except for new mimic panels in ECR.
Note :
Na.
Document id: P20301

Project No: 111033-1/ 2210000692
Rev. Issue date Reason for issue Issued by Checked Approved
X0 01.10.2014 Preliminary issue SID
A0 07.10.2014 Issued for FAT SID KNL JCA
File No.: P20301A0 - RC SAD Page 1 of 29

System Application Design - RC Valmatic Platinum
Marine System
Section Table Of Contents Page
1 GENERAL 5
1.1 PURPOSE ......................................................................................................................................5
1.2 TARGET GROUPS ..........................................................................................................................5
1.3 DOCUMENT STORAGE ..................................................................................................................5
1.4 DOCUMENT RESPONSIBLE ...........................................................................................................5
1.5 RELATED DOCUMENTS ................................................................................................................5
DOCUMENT HISTORY .....................................................................................................................6
1.6 ABBREVIATIONS ..........................................................................................................................6
2 SYSTEM SUMMARY 7
2.1 CONTROL LOCATIONS FOR RC ....................................................................................................7
2.2 PITCH CONTROL MODE ...............................................................................................................7
2.3 CONTROL LOCATIONS FOR ENGINES AND CLUTCHES .................................................................8
2.4 RC CONTROL MIMIC HIERARCHY ...............................................................................................8
3 RESPONSIBILITY TRANSFER 9
3.1 PRIORITIES OF CONTROL LOCATIONS .........................................................................................9
3.2 START UP / POWER ON THE SYSTEM. ...........................................................................................9
3.3 SPEED ADJUSTMENT WITH LOCAL CONTROL OR BACKUP PITCH. ..............................................9
3.4 CONTROL TRANSFER SEQUENCES................................................................................................9
3.4.1 WH Control, Take Control by any 9
3.4.2 WH Control to ECR, Initiated from WH 9
3.4.3 WH Control to ECR, Initiated from ECR 10
3.4.4 ECR Control to WH, Initiated from WH 10
3.4.5 ECR Control to WH, Initiated from ECR 11
3.4.6 ECR Control to Local, “Take Control” at Local stand 11
3.4.7 Local Control to ECR 11
3.4.8 ECR Mode Switch, Manual 11
3.4.9 WH Emergency Pitch Control 11
3.5 SUB TELEGRAPH FUNCTIONS .....................................................................................................12
4 ENGINE TELEGRAPH 13
5 CONTROL MODES AND REMOTE PITCH CONTROL 14
5.1 REMOTE CONTROL OF PROPULSION IN DEFINED MODES ...........................................................14
5.1.1 Combinator mode. 14
5.1.2 Manoeuvre mode. 14
5.1.3 Fixed rpm mode. 14
5.2 OPERATOR INTERFACE ..............................................................................................................14
5.3 PITCH CURVES ...........................................................................................................................15
5.4 RPM CURVES..............................................................................................................................16
5.5 PITCH CONTROL ........................................................................................................................16
5.5.1 Pitch positioning 16
5.5.2 Loading up control 16
5.5.3 Maximum load limiter 16
5.5.4 Smoke limiter from governor 17
5.5.5 Torque limiter from loadsharing unit 17
5.5.6 Engine torque and loadcurves 17
6 ENGINE CONTROL 18
Document No.: P20301 Rev. No.: A0

Marine System
6.1 ENGINE CONTROL RESPONSIBILITY ...........................................................................................18

6.1.1 Local control 18
6.1.2 Remote control 18
6.2 ENGINE STATUSES .....................................................................................................................18
6.3 START BLOCKING ......................................................................................................................18
6.4 SHUTDOWN FUNCTIONS. ...........................................................................................................19
6.5 LOAD DOWN ..............................................................................................................................19
6.6 ENGINE START/STOP CONTROL ................................................................................................20
6.6.1 Ready 20
6.6.2 Blocked 20
6.6.3 Starting 20
6.6.4 Running 20
6.6.5 Unloading 20
6.6.6 Stopping 20
6.6.7 Shutdown 20
7 CLUTCH CONTROL 21
7.1 CLUTCH CONTROL RESPONSIBILITY ..........................................................................................21
7.1.1 Local control 21
7.1.2 Remote control 21
7.2 CLUTCH STATUSES ....................................................................................................................21
7.3 SAFETY SIGNALS FOR ENGINE CLUTCHES..................................................................................21
7.3.1 Automatic Trip 21
7.3.2 Clutch Close Blocking 21
7.3.3 Clutch Open Interlock 22
7.4 CLUTCH CLOSE/OPEN CONTROL ...............................................................................................22
7.4.1 Clutch Control Signals 22
7.4.2 1st Clutch Close 22
7.4.3 2nd Clutch Close 22
7.4.4 2nd Clutch Open 23
7.4.5 Last clutch disengage 23
7.5 EMERGENCY DECLUTCH AND AUTO TRIP.................................................................................23
8 ENGINE SPEED SETTING CONTROL 24
8.1.1 Speed Setting Signals 24
8.2 BASIC SPEED SETPOINT SELECTION ...........................................................................................24
8.3 LOAD BALANCING .....................................................................................................................24
8.4 SPEED SETPOINT TIME RAMPS ...................................................................................................24
9 LOAD CONTROL & LIMITATIONS 25
9.1 ENGINE LOAD MEASUREMENT...................................................................................................25
9.2 RC SET POINT ............................................................................................................................25
9.3 PITCH INCREASE LIMITS ............................................................................................................25
9.4 PITCH REDUCE ...........................................................................................................................25
9.5 MAXIMUM LOAD LIMIT.............................................................................................................25
9.6 DYNAMIC LOAD LIMIT ..............................................................................................................25
9.7 MAXIMUM LOAD INCREASE ......................................................................................................25
10 ADJUSTMENTS 26
10.1 RC LEVER COMMANDS..............................................................................................................26
10.2 LOAD UP RAMP .........................................................................................................................26
10.3 ENGINE CONTROL .....................................................................................................................26
10.4 ENGINE SPEED SETTING ............................................................................................................26
Marine System
10.5 ENGINE LOAD ............................................................................................................................27

10.6 CLUTCH CONTROL ....................................................................................................................27
10.7 PITCH POSITION .........................................................................................................................27
10.8 PITCH CONTROL ........................................................................................................................27
11 RC MIMIC HIERARCHY 28

Marine System
1 GENERAL
1.1 Purpose
This document is a description of the RC application functionalities implemented within the Valmatic
Platinum Integrated Alarm, Monitoring and Control System (IAMCS).
1.2 Target groups
The document is aimed at the following target groups:

• Classification society
• Rina
• Shipyard
• Owner
• L-3 Communications Valmarine AS, project engineers and manager
1.3 Document storage
This document is stored under:

 V:\VALMATIC\2011\111033-1\System_Manuals\Vol2 System Specifications\Section01\SAD
1.4 Document responsible
The Valmarine Project Manager is responsible for this document.
1.5 Related documents
The following documents are related:

• Valmatic Platinum Operators Guide

Marine System
DOCUMENT HISTORY
Rev Description of change Reason for Change
X0 This is the first preliminary issue.

A0 Issued for FAT
1.6 Abbreviations
AI/AO Analogue Input/Output

BC Bridge Control
BI/BO Binary Input/Output
CRCP Control Room Control Panel
CRMP Control Room Mimic Panel
ECR Engine control room
ER Engine room
ERP Engine Room Panel
FIC Field Interface Controller (IO bus controller)
FO Fuel Oil
HT High Temperature
IAMCS Integrated alarm, monitoring and control system
LO Lubrication Oil
LP Local Panel
LT Low Temperature
ME Main engine
MFD Multi-Functional Display
ODB Oil Distribution Box (for pitch control)
RC Remote Control (of propulsion)
PAC Process Application Controller
SAD System application design
STBD Starboard
UPS Uninterruptable Power Supply
UTC Coordinated Universal Time
WH Wheel house
WMP WH Mimic Panel

Marine System
2 System summary
The propulsion machinery consist of 2 shaft lines with LIPS controllable pitch propellers. 4 medium
speed engines, two for each shaft line, are connected via reduction gearboxes. The clutches are
hydraulic operated multidisc type.
The Valmatic RC system is installed to replace the original ABB Marine FAMP 200 central unit.
Field equipment and panels are unchanged, except for new mimic panels in ECR. The layout for these
mimic panels (CRMP’s) is modified and many indications and pushbuttons are moved into MFDs, one
display dedicated for each shaft line. Mimics are also available from other MFDs in ECR.
2.1 Control Locations for RC

A responsibility transfer program monitors and controls any change of control position.
Remote control of pitch is available from WH and ECR.
Backup control with pushbuttons is available from WH backup pitch control or from ECR with
manual control selection. Local control is available directly with the hydraulic valve. Local telegraph
is placed at this location.
2.2 Pitch Control Mode

Three Pitch control modes are available
- Combinator
Marine System
- Fixed rpm
- Manoeuvre
2.3 Control Locations for Engines and Clutches

Engine start/stop and clutch close/open is remote controlled from MFD’s in ECR. Emergency control
from ECR is possible from CRCP with the Emergency Control pushbutton activated.
Local control is selected from Engine Room Panel (ERP), beside each of the main engines. The RC
system use the engine control selection also for clutch control.
2.4 RC Control Mimic Hierarchy

Mimics for monitoring and commands of the RC system.
Level 0 Level 1 Name Type
4 Propulsion
4.10 RC Port Overview
4.11 RC Port Mimic Menu
4.12 ME1-2 Shutdown
4.13 ME1-2 Blocking
4.14 ME1-2 Loaddown
4.15 ME1 Exhaust Gas Temperatures
4.16 ME1 Main Bearing Temperatures
4.20 RC Stbd Overview

4.21 RC Stbd Mimic Menu
4.22 ME3-4 Shutdown
4.23 ME3-4 Blocking
4.24 ME3-4 Loaddown

Marine System
3 Responsibility Transfer
3.1 Priorities of Control Locations
Transfer of control is always “Take Control” to higher priority and “Request / Transfer” to a lower
priority position.
Pri 1 Local
Pri 2 ECR MANUAL Control, selected in CRCP (May also be called Backup Control)
Pri 3 ECR AUTO
Pri 4 Bridge Control (RC), “BC” selected in CRCP, ECR as control position
Pri 5 Bridge Control (RC), “BC” selected in CRCP, WH as control position
Priority 3 and 4 is a mix of two separate control selector arrangements, the Mode switch in CRCP and
the transfer lamps/pushbuttons in CRMP.
3.2 Start up / Power on the system.
After a system reset or when main power supply is connected to the system, a transfer to ECR will be
initiated, if Local signal is OFF and Mode switch in CRCP is set to BC or ECR AUTO. The operator
has to accept the control with the “ECR Control” pushbutton in CRMP before RC command from the
ECR lever is used.
If Local switch is active, the system will select Local Control and show indication and activate buzzer
in CRMP.
If Mode Switch in CRCP is selected to MANUAL, the system will accept this Control Location.
3.3 Speed adjustment with Local Control or Backup Pitch.
The RC system increases the speed for engaged engines to minimum 500rpm if the Backup Pitch or
Local Control is activated.
Manual or Local speed control is selected with Manual Speedset in CRCP or Local Engine Control.
3.4 Control transfer sequences
3.4.1 WH Control, Take Control by any
Indication in WH for all other Control Locations is “Engine Room Control”. The following positions
may Take Control from WH
• ECR, CRCP Mode Switch selected to Auto or Manual
• Local
The lamp “Engine Room Control” will blink and the buzzer sound. The lamp “Bridge Control” is off.
• Activate pushbutton “Silence”.
The buzzer is silenced.
• Activate pushbutton “Engine Room Control”.
The buzzer is silenced and the lamp is steady on.
3.4.2 WH Control to ECR, Initiated from WH

WH may initiate transfer to ECR
Lamp for “Engine Room Control” starts blinking in WMP.
Lamp for “ECR Control” starts blinking in CRMP.
Buzzer sounds in ECR.
ECR acknowledge the transfer in either way
• Activate pushbutton “ECR Control” in CRMP
Marine System
• CRCP, Mode Switch selected to Auto

• CRCP, Mode Switch selected to Manual
The buzzer is silenced and the lamp is steady on. Lamp “BU Mode” in CRMP is lit.
WH may cancel the transfer until the transfer is accepted

• Activate pushbutton “Bridge Control”. Lamp for “Engine Room Control” is off and buzzer in
ECR is silenced.
3.4.3 WH Control to ECR, Initiated from ECR

ECR may initiate transfer from WH
Lamp for “Engine Room Control” starts blinking in WMP.
Buzzer sounds in WMP.
WH accept the transfer
Buzzer silenced in WMP.
Buzzer sounds in CRMP.
ECR acknowledge the transfer in either way
• CRCP, Mode Switch selected to Auto
• CRCP, Mode Switch selected to Manual
Lamp “BU Mode” in CRMP is lit.
WH may cancel the transfer until the transfer is accepted in ECR

• Activate pushbutton “Bridge Control”.
Lamp for “Engine Room Control” distinguishes.
Buzzers silenced.
3.4.4 ECR Control to WH, Initiated from WH

WH may request transfer from ECR
Lamp for “Bridge Control” starts blinking in both locations.
ECR accept the transfer
• The buzzer can be silenced from CRMP
• Local Control must be switched off, if active
• CRCP, Mode Switch selected to “BC”
• Activate pushbutton “Bridge Control” in CRMP
The buzzer in ECR is silenced
The buzzer in WH sounds
WH acknowledge the transfer
• Activate pushbutton “Bridge Control” in WMP
The buzzer is silenced and the lamp “Bridge Control” is steady on.

Marine System
• Activate pushbutton “Engine Room Control”. Lamp for “Bridge Control” is off and buzzers
silenced.
3.4.5 ECR Control to WH, Initiated from ECR

ECR may initiate a transfer to WH
• Local Control must be switched off
• CRCP, Mode Switch selected to “BC”
Lamp for “Bridge Control” starts blinking in both locations.
Buzzer sounds in WH.
WH acknowledge the transfer
• Activate pushbutton “Bridge Control” in WMP
The buzzer is silenced and the lamp “Bridge Control” is steady on.

• Activate pushbutton “Engine Room Control”. Lamp for “Bridge Control” is off and buzzers
silenced.
3.4.6 ECR Control to Local, “Take Control” at Local stand

Local stand has 1st priority and may take control at any time
• Local Control is switched on.
Lamp for “Engine Room Control” starts blinking in CRMP.
ECR accept the transfer
• Activate pushbutton “Engine Room Control” in CRMP
The buzzer is silenced and the lamp “Engine Room Control” is steady on.
3.4.7 Local Control to ECR

Transfer is initiated when the Local switch is set to remote.
• Local Control is switched off.
ECR acknowledge the transfer
The buzzer is silenced and the lamp “ECR Control” is steady on.
3.4.8 ECR Mode Switch, Manual

The Mode Switch in CRCP is used for backup control of pitch.
• The lamp “Backup Mode” is lit in CRMP.
Control Location is forced to ECR unless Local is active
3.4.9 WH Emergency Pitch Control

The switch for “Em Pitch Control” in WMP activates direct control to pitch ahead/astern.
This selection is not regarded in Control Location transfer.
• The lamp “Em Pitch Control” is lit in CRMP and WMP

Marine System
3.5 Sub telegraph functions

The WMP and CRMP have sub telegraph functions for F.W.E. (Finished With Engine), STAND BY
and AT SEA.
The sub-telegraph commands have the following meaning:

FWE: The propulsion is not required
Stand-by: The engine is ready or running, the engine staff is stand-by in the engine control room.
At Sea: The propulsion is running normally with combinatory pitch curves.
The following changes are permitted: FWE ⇔ STAND-BY ⇔ AT SEA ⇒ FWE. It is possible to change
from AT SEA to FWE or to STAND BY but not from FWE to AT SEA.
STAND BY and AT SEA also choose pitch control curves.
- STAND BY will activate manoeuvre pitch curves.
- AT SEA will activate combinator pitch curves.
Sub telegraph commands are initiated from the bridge panel and must be accepted from the ECR
before the status changes. The actual sub telegraph status has stable indication, while a newly
requested status is blinking and the buzzer sounds in CRMP. The request can be cancelled from the
bridge by pressing the push button for the actual status.
Conditions for FWE:

The following conditions must be fulfilled before FWE lamp stops blinking:
• Clutches disengaged
An alarm will be raised in the alarm system if the above mentioned conditions are not fulfilled within
5 minutes after the [FWE] pushbutton has been pressed.
Conditions for Stand-by and At Sea:

The following conditions must be fulfilled before Stand-by or At Sea lamp stops blinking:
• One or both ME’s running and clutch engaged

Marine System
4 Engine Telegraph
The telegraphs and levers are not replaced.

Marine System
5 Control Modes and Remote Pitch Control

5.1 Remote Control of propulsion in defined modes
The RC system has separate curves for Combinator, Manoeuvre and Fixed rpm modes.
Pitch and rpm are controlled from the RC levers trough pitch curves.
5.1.1 Combinator mode.
The combination of engine speed and pitch are set for continuous sailing with good fuel efficiency and
recommended engine loading.
5.1.2 Manoeuvre mode.
The main purpose with manoeuvre mode is to have a margin to the torque limiter in bollard pull
conditions. The rpm does not drop as low as with Combinator mode and is increased quicker.
5.1.3 Fixed rpm mode.
This mode is only selected by the operator. It will maintain rapid load response from the engines but
also cause vibrations and low fuel efficiency.
Engine speed is adjusted to nominal rpm.
The pitch positioning is linear to the lever command.
5.2 Operator interface

The RC lever signal is selected according the active Control Location, WH or ECR.
Zero Pitch command is recognised when the lever signal is within +/- 2%.
RC lever signals are scaled as -100% = Full Astern and +100% = Full Ahead, with a deadband for
Zero Pitch, +/- 2% = 0% command.
Mode selection is semi-automatic and responds to the sub-telegraph commands, “Stand-By” selects
Manoeuvre mode curves while “At Sea” selects Combinator mode.
The mode can also be selected from MFD or from WMP pushbuttons.

Marine System
5.3 Pitch curves

The system has 3 separate curves for each mode. The actual curve is selected based on combination of
engines.
1+1, one connected ME at each shaft line
1+2, one connected at “this side” and two connected at “other side”
2+2, two connected at each side

Marine System
5.4 Rpm curves

Speed setting follows the RC command and selected mode.
5.5 Pitch Control

The pitch control is responding to the RC pitch set-point from the pitch curves.
Pitch increase is limited by the available engine power and loading up times.
Loading limiters are disregarded within a narrow range ahead/astern. This range is set to exclude
limitations from false load measurement and ensure a minimum of manoeuvre capacity.
A default parameter setting for free pitch positioning is -30% astern to +30% ahead.
5.5.1 Pitch positioning
Positioning is directly activating control valves ahead/astern at the ODB.
The position feedback is received through a potentiometer and converted to a 4-20mA signal.
Control signals pulse lengths are adjusted dynamic for accurate positioning. Loop response is adjusted
for a slightly undercompensated control.
Parameters must be adjusted on site to ensure a stable operation.
The position deviation is monitored. If there is a significant deviation, a “Pitch Control Fail” alarm
will be raised.
5.5.2 Loading up control

Each engine is monitored for loading up time. The pitch is adjusted to the actual loading condition.
The limitation is normally just stopping further pitch increase, “pitch hold”.
Load program timers are set by parameters, default 300s from started engine to full load.
5.5.3 Maximum load limiter

Maximum load, load limiter has several sources
• Chief limiter, potentiometer in CRCP
• Engine load limit, set from MFD
Marine System
• Load down
• Shutdown pending, time delay before shutdown
The load control is reducing the pitch quickly when the load limiter is exceeded, “pitch reduce”.
5.5.4 Smoke limiter from governor

This signal is received from the governor when the charge air pressure is less than required for the
actual load. The pitch increase stops.
5.5.5 Torque limiter from load sharing unit

This signal should never occur. The RC system has own torque limiter curves that covers this
situation. An active signal will force a “pitch reduce”.
This situation indicates a mismatch in adjustments of governors, actuators and load sharing unit.
5.5.6 Engine torque and load curves
These curves are programmed into the RC system.
Torque limit
This is a dynamic “overload” limit.
The pitch is immediately reduced if an engine exceeds this loading.
A proportional band between torque and load curve forms a gradual control against overloading.
Load curve
This curve is the default loading condition for main engines. A very slow controller is gradually
adjusting the pitch to keep this engine loading for continuous sailing.
The curve is balanced between good fuel economy and engine wear.
This curve is adjusted according owners policy of heavy or light running propulsion.

Marine System
6 Engine Control
6.1 Engine control responsibility
The engines are either LOCAL or REMOTE. When the engine is LOCAL, start/stop and clutch
control is local.
Safety functions are however still monitoring the engine operation. Shutdowns and automatic declutch
will ensure the engine safety.
6.1.1 Local control

Local control is detected from the local control lever at the engine.
When the engine is started or stopped locally, the engine status is updated in the control system.
Speed setting to governor is controlled from the Local Panel.
6.1.2 Remote control

Remote control is the normal situation for the engine control. All controls are initiated by the operator
from MFD’s in ECR. Normal operations are; start, stop, clutch close and clutch open commands.
6.2 Engine statuses

The operator will see the engine status information displayed in the MFD mimic as:
• Stopped, Ready/Blocked
• Starting
• Running
• Unloading
• Stopping
Lamp indications in CRMP shows
• Local
• Ready
6.3 Start Blocking

Name / Function Action ME1 ME2 ME3 ME4
ME Blocked, from Engine XS21001A XS22001A XS23001A XS24001A
ME Local Control XA21209
ME Shutdown Servo Motor XA21211
ME Shutdown, not reset internal internal internal internal
ME Turning Gear XA21210
Shaft Turning Gear XS25020
Clutch Engaged XS21206
Fuse Monitoring XS11001

Marine System
6.4 Shutdown Functions.

Shutdown functions include emergency stop. Emergency stop signals and engine rpm is connected in
parallel to the emergency stop unit. Both the RC system and the emergency stop unit activate the
Shutdown Valve.
Shutdowns have options to allow
• Delay before action for load reduction prior to stop
• Delay before action, allows the operator to activated Shutdown Cancel
List of Shutdown signals:

Emergency Stop WH XA21500
Emergency Stop ECR XA21501
Emergency Stop Local XA21502
Mechanical Overspeed XS21002A
Electrical Overspeed >566 rpm SI21011 or
111% of nom. SI21012
Governor Malfunction +10s XA21508
Power Amplifier Malfunction +10s XA21509
Cyl CW Inl Press Low* +10s XA21504
LO Press Low XA21503
Cyl LO Flow Low XA21505
Oil Mist in Cranck Cage +10s XA21506
Gear LO Low Press +10s XA21507
Main Brg Temp HI >95 +10s TT05100A1 ..
TT05100A10
LO Inlet Press* <1.5 +10s PT05102A
LO Inlet Temp* >80 +10s TT05101A
HT FW Outlet Temp* >97 +10s TT03101A
*) Shutdown Cancel allowed
6.5 Load down

Load down is detected by engine load control. Load is adjusted with the pitch.

Exh.Gas Cyl Temp* >490 +10s TT08100A1 ..
TT08100A8
Exh.Gas Cyl Deviation Temp* > +/- 60 +10s TT08100A1 ..
TT08100A8
Main Brg Temp HI >92 TT05100A1 ..
TT05100A10
LO Inlet Press <2.0 PT05102A
LO Inlet Temp >75 TT05101A
HT FW Outlet Temp >95 TT03101A
*) Loaddown Cancel allowed

Marine System
6.6 Engine Start/Stop Control

The Start/Stop of engine activates a control sequence.
Starting is only allowed when the engine is ready.
6.6.1 Ready
No blocking or shutdown active (shutdown not reset).
Start command change status to STARTING.
6.6.2 Blocked
The system will not accept start command, but running engine is detected if started locally.
The status changes to ready when all Blockings are removed.
The reason for the status Blocked is shown in MFD mimic for Start Blocking.
6.6.3 Starting
Start signals output is maximum 8 seconds or cut when engine speed reach 80 rpm. Engine has to
reach 200 rpm within 15 seconds to detect RUNNING status.
Shutdown during start will cause STOPPING and status is SHUTDOWN.
If engine speed does not reach 200 rpm within 15 seconds, the status is changed to STOPPING, and
Start fail alarm is set.
6.6.4 Running
A running engine can be engaged to propeller shaft. If local control, the clutch has to be engaged
locally and speed control as well must be set locally.
6.6.5 Unloading
The RC system set “UNLOAD” signal to load sharing unit.
With parallel connected engines, the load will be transferred to the other engine.
If the engine is single at propeller shaft, speed set point is reduced. The pitch must be in zero position
to accept clutch open command for a single engine.
6.6.6 Stopping
Normal stop sets the stop signal to governor. The engine speed is monitored. Stopping has to bring the
speed below 10 rpm within 60 seconds. A stop fail alarm is set if this fails. After stopping period, the
engine status is changed to STOPPED.
If the engine did not stop and the stop fail is detected, the engine status is still stopped. The engine
must either be stopped local, or the operator may give a start command from MFD and return to
running state.
6.6.7 Shutdown
SHUTDOWN activates the normal stop signal to governor, but also activates the Shutdown Valve.
Shutdown Valve is kept active until the shutdown is reset from MFD mimic or CRMP.

Marine System
7 Clutch Control
7.1 Clutch control responsibility
The clutch control responsibility is set according engine, local or remote.
7.1.1 Local control

The clutch can be closed or opened by local control of the solenoid valve for clutch control. The clutch
status is detected and updates the control for load control.
7.1.2 Remote control

Remote control is the normal situation for clutches.
All controls are initiated by the operator from ECR. Normal operation is limited to engage / disengage.
7.2 Clutch statuses

The operator will have one of the following clutch status information displayed in the MFD mimic:
• Opened
• Closing
• Closed
• Opening
7.3 Safety signals for engine clutches

7.3.1 Automatic Trip
Automatic trip, remote control mode:
Emergency Disengage WH XC25022 XC25022 XC26022 XC26022
Auto Trip, Clutch Press Low XA21207
Engine Shutdown internal Internal Internal internal
Engine Stopped < 200 rpm
Load sharing Fail
Automatic trip, emergency control mode:

These signals are directly connected and operates when emergency control is activated.
Emergency Disengage WH XC25022 XC25022 XC26022 XC26022
Engine Shutdown
Auto Trip, Clutch Press Low XA21207
Shaft Turn Gear Engaged
7.3.2 Clutch Close Blocking

Name / Function Action Tag ME1 Tag ME2 Tag ME3 Tag ME4
Local Control Remote Block XA21209 XA22209 XA23209 XA24209
Automatic Trip internal Internal Internal internal
Clutch Control Oil Press 1st Cluch Block PT05112A1 PT05112A2 PT05112A3 PT05112A4
>9 bar
Clutch Air Press Low PS07019A PS07019A PS07019B PS07019B
Clutch Close Time Interval 1st Clutch Block internal internal internal internal
<2 min
Pitch Not Zero Position 1st Cluch Block
Pitch Hydr Oil Press <?? Bar ? ? ? ?

Marine System
Fuse Fail XS11001 XS11001 XS12001 XS12001
380 > rpm > 400 1st block if
Manual
SpeedSet
Diff speed > +/-10 rpm 2nd block if
Manual Speed
7.3.3 Clutch Open Interlock

Local Control Remote
Interlock
Pitch Not Zero Position “Last” Cluch
open Interlock
RC Command Not Zero Position “Last” Cluch
open Interlock
7.4 Clutch Close/Open Control

The engine must be Remote for operation of the clutch from the RC system.
7.4.1 Clutch Control Signals
Local Control XA21209 XA22209 XA23209 XA24209
Clutch Position Closed XS21206
Clutch Close Control XC21605
Clutch Open Control XC21606
Unload, CRCP XC21117
Declutch to Governor XC21113
Allow Master XC21114 XC22114 XC23114 XC24114
7.4.2 1st Clutch Close

The clutch is ready to close when all Clutch Blocking signals are off.
The Clutch is blocked if Manual speed control is on and rpm is less than 380 or above 400.
With remote control of speed, the command Clutch Close is activated from mimic in MFD’s.
• Engine speed is set to 390rpm
• Output Clutch Close is activated
• The Clutch Position (Closed) is received within 15s
• Engine speed is adjusted according Combinator or Manoeuvre curves
A clutch closing time-out will cause an alarm, and disengage output is set.
The Auto Trip signal for Clutch Press Low is suppressed for 10s at any active clutch control. This is
also handled by a time-relay for local safety (operating in emergency mode).
7.4.3 2nd Clutch Close

Engine speed has to be within +/-10 rpm difference from the other engine.
With remote control of speed, the command Clutch Close is activated from mimic in MFD’s.
• Engine speed is set to 390rpm
• Output Clutch Close is activated
• The Clutch Position (Closed) is received within 15s
• Engine speed is adjusted according Combinator or Manoeuvre curves
Marine System
• Allow Master signals are activated
A clutch closing time-out will cause an alarm, and disengage output is set.
The Auto Trip signal for Clutch Press Low is suppressed for 10s at any active clutch control. This is
also handled by a time-relay for local safety (operating in emergency mode).
7.4.4 2nd Clutch Open

2.nd Clutch Open command is set from MFD mimic.
• Output Unload is activated
• The Loadsharing unit reduce the engine load
• The RC system adjust pitch and rpm for operation with one engine
• Output Clutch Open and Declutch Dego is activated when load<15% or rpm<400.
Engine speed is adjusted to idle when the clutch is opened.
7.4.5 Last clutch disengage

The last clutch can only be opened if the RC lever is set in zero and the pitch has reached zero
position.
Clutch Open command is set from MFD mimic.
• Output Unload is activated
• Engine speed is reduced to 380rpm
• Output Clutch Open and Declutch Dego is activated when load<15% or rpm<400.
Engine speed is adjusted to idle when the clutch is opened.
7.5 Emergency Declutch and Auto Trip

Emergency Declutch from WH and Auto Trip is delayed 5s before executed (only when operating in
remote control). This delay is used to reduce pitch, and engine load, before opening.

Marine System
8 Engine Speed Setting Control

The engine control and speed setting must be Remote for operation from the RC system.
8.1.1 Speed Setting Signals
Manual Speed Set, CRCP XS21204
Local Control, Engine XA21209
Speed Setting Feedback ME21100
Increase Speed XC21115
Decrease Speed XC21116
Speed reference unit, QHFB210, accumulates Increase or Decrease signals and set an analogue output
0-10V to the governor.
8.2 Basic speed setpoint selection

The speed setpoint is forced according the engine state.
Status Set point Comment
Not running 360
Starting 360
Idle 360
Clutch Closing 1.st 390
Clutch Closing 2.nd Other engine rpm
Combinator 380-510
Manoeuvre 440-495
Fixed rpm 500
Stopping / shutdown 360
Local pitch control 500
Backup Pitch Control, WH
8.3 Load balancing

The balancing controller (Loadsharing Unit, QHFB500) is a part of the original ABB FAMP200
system.
8.4 Speed setpoint time ramps

Acceleration and deceleration of engine speed is controlled by a ramping function.
Separate parameters are set for free running and engaged engine.

Marine System
9 Load control & limitations

9.1 Engine load measurement
Engine load is a calculated value from the fuel rack position and engine rpm.
The fuel rack signal is scaled with parameters to obtain correct load calculations.
9.2 RC set point

The RC lever command has a “rate of change limiter” to avoid quick load changes. The adjusted
parameters should match the load up curves for main engines, specified for 0-60%, 60-85% and 85-
100%.
Run Up Program Bypass allows a quicker operation.
If the RC lever is moved to zero or crash manoeuvre, return to zero command follows the Bypass
parameters.
9.3 Pitch increase limits

Controls that limits or prevents the pitch to increase load.
• Pitch position, control output limited as f(pitch position), according one or two clutches engaged.
• Load margin to Maximum load limit
• Load margin to Dynamic load limit
• Maximum load increase rate
• Governor Smoke Limiter
9.4 Pitch reduce

Controls that force pitch reduction.
• Maximum load limit “overload”
• Dynamic load limit “overload”
• Governor Torque Limiter
9.5 Maximum Load Limit

The limit is set from CRMP, Chief Limiter.
9.6 Dynamic Load Limit

Dynamic load limit is the limit generated from the internal load up program. Bypass run up will
override the normal load up values. The dynamic load limit is always lower than the maximum load
limit.
Load up curves define minimum time for 3 intervals: 0-60 / 60-85 / 85-100 % engine load. When the
engine has been loaded, the dynamic load limit is twice as slow to remove “accepted” load as the load
up time.
The interface to pitch control allows slightly “overloading” where pitch increase signal is
proportionally limited.
9.7 Maximum Load Increase

A continuous increasing load is used to hold pitch control.

Marine System
10 Adjustments
10.1 RC Lever commands
Parameter/Function Planned Port WH Port ECR Stbd WH Stbd ECR
value lever lever lever lever
Ahead 100% 20.0 mA
Stop 0% 12.0 mA
Astern -100% 4.0 mA
10.2 Load Up Ramp

Parameter Planned Run Up Port side Port side Stbd side Stbd side
/Function value Bypass Bypass Bypass
0 - 60 Ahead 45 sec 15 sec
60 - 85 Ahead 120 sec 15 sec
85 – 100 Ahead 180 sec 30 sec
100 – 85 Ahead 120 sec 10 sec
85 – 60 Ahead 90 sec 10 sec
60 - 0 Ahead 30 sec 15 sec
0 - 60 Astern 20 sec 25 sec
60 – 100 Astern 20 sec 20 sec
100 – 60 Astern 15 sec 15 sec
60 - 0 Astern 15 sec 15 sec
10.3 Engine Control

Parameter/Function Planned ME1 ME2 ME3 ME4
value Parameter Parameter Parameter Parameter
Nominal speed 510 rpm
Start air cut limit 80 rpm
Start air max time 8s
Air limit timeout 8s
Fuel running speed 200 rpm
Fuel running timeout 15 s
Engine stopped limit 10 rpm
Engine stopped delay 10 s
Engine stop timeout 60 s
Unload timeout 60 s
Engine not running limit 200 rpm
Overspeed limit 566 rpm
10.4 Engine Speed Setting

Idle speed 360 rpm
Fixed speed 500 rpm
Increase rate, free running 5.0 rpm/sec

Decrease rate, free running 8.0 rpm/sec
Increase rate, clutch closed 2.5 rpm/sec
Decrease rate, clutch closed 4.0 rpm/sec
Speed reference 380 30 %

Speed reference 500 90 %
Minimum control pulse 50 ms
Minimum pulse interval 400 ms
Control scale 10.0 rpm/s

Marine System
10.5 Engine Load

Load Up 0 – 60% 45 s
Load Up 60 – 85% 75 s
Load Up 85 – 100% 180 s
Fuel Rack 0% Load 6 mA

Fuel Rack 100% Load 18 mA
10.6 Clutch Control

Speed 1st Clutch Close 390 rpm
Speed adjust delay after 1st Clutch 10s
Closed
Clutch Close Timeout 15s
Clutch Open Timeout 10s
Clutch Pressure Low, suppression time 10s
10.7 Pitch Position

Parameter/Function Planned Pitch Port Pitch Stbd
value
Mechanical Ahead 19mA
Mechanical Astern 5mA
100% Ahead 95.0 %
Zero Position 40.0 %
100% Astern 5.0 %
10.8 Pitch Control

Parameter/Function Planned Port side Stbd side
value
Control scale 2 %/s
Minimum control pulse 50 ms
Minimum pulse interval 400 ms
Free Positioning Ahead 30 %
Free Positioning Astern 40 %

Marine System
11 RC Mimic Hierarchy
Complete list of RC mimics
Level 0 Level 1 Name Type
4 Propulsion
4.10 RC Port Overview
4.11 RC Port Mimic Menu
4.12 ME1-2 Shutdown
4.13 ME1-2 Blocking
4.14 ME1-2 Loaddown
4.20 RC Stbd Overview

4.21 RC Stbd Mimic Menu
4.22 ME3-4 Shutdown
4.23 ME3-4 Blocking
4.24 ME3-4 Loaddown
To be continued

Marine System


Remote Control (RC) of Propulsion

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Remote Control (RC) of Propulsion

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System Application Design (SAD)

Remote Control (RC) of Propulsion

Document id: P20301

X0 01.10.2014 Preliminary issue SID

A0 07.10.2014 Issued for FAT SID KNL JCA

File No.: P20301A0 - RC SAD Page 1 of 29

Section Table Of Contents Page

Document No.: P20301 Rev. No.: A0

6.1 ENGINE CONTROL RESPONSIBILITY ...........................................................................................18

10.5 ENGINE LOAD ............................................................................................................................27

Document No.: P20301 Rev. No.: A0

1.2 Target groups

The document is aimed at the following target groups:

1.3 Document storage

This document is stored under:

1.4 Document responsible

The Valmarine Project Manager is responsible for this document.

1.5 Related documents

The following documents are related:

Document No.: P20301 Rev. No.: A0

X0 This is the first preliminary issue.

AI/AO Analogue Input/Output

Document No.: P20301 Rev. No.: A0

2.1 Control Locations for RC

2.2 Pitch Control Mode

2.3 Control Locations for Engines and Clutches

2.4 RC Control Mimic Hierarchy

4.20 RC Stbd Overview

Document No.: P20301 Rev. No.: A0

3.4.2 WH Control to ECR, Initiated from WH

• CRCP, Mode Switch selected to Auto

WH may cancel the transfer until the transfer is accepted

3.4.3 WH Control to ECR, Initiated from ECR

WH may cancel the transfer until the transfer is accepted in ECR

3.4.4 ECR Control to WH, Initiated from WH

WH may cancel the transfer until the transfer is accepted

Document No.: P20301 Rev. No.: A0

3.4.5 ECR Control to WH, Initiated from ECR

WH may cancel the transfer until the transfer is accepted

3.4.6 ECR Control to Local, “Take Control” at Local stand

3.4.7 Local Control to ECR

3.4.8 ECR Mode Switch, Manual

3.4.9 WH Emergency Pitch Control

Document No.: P20301 Rev. No.: A0

3.5 Sub telegraph functions

The sub-telegraph commands have the following meaning:

Conditions for FWE:

Conditions for Stand-by and At Sea:

Document No.: P20301 Rev. No.: A0

Document No.: P20301 Rev. No.: A0

5 Control Modes and Remote Pitch Control

5.2 Operator interface

Document No.: P20301 Rev. No.: A0

5.3 Pitch curves

Document No.: P20301 Rev. No.: A0

5.4 Rpm curves

5.5 Pitch Control

5.5.2 Loading up control