5AC Controllers

To consistently provide better education and training in
shaping the next generation of global maritime leaders
1
ACSU/MODULE 1/EECE Controllers Jan2017/Ver 1
• General Learning Objectives:

 Understand the working principle of various types of controllers, and control systems
including main propulsion.
• Specific Learning Objectives:

 Describe the principle of operation of an electro-pneumatic controller.
 Sketch a force balance that use a simple lever principle and describe how this can be
used to obtain the following actions:
 Proportional.
 Proportional + integral.
 Proportional + derivative.
 Proportional + integral + derivative.
 Addition or subtraction.
 Multiplication or division.
 Averaging.
 Describe the principles of the Foxboro pneumatic controller and how to adjust it to give
variation to the proportional band.
 Describe the action of a Drayton pneumatic controller.
 Describe the principles of a fuel-air ratio controller.
 Describe the action of a viscosity controller.
 Explain the electronic PID controller.
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 Describe the Single loop digital controllers.

 Describe routine test and maintenance procedures on the controllers above.
• Types of Control Systems

 Explain the meaning of split-range control.
 Describe applications of split-range control.
 Describe a split-range control system for fuel-valve coolant.
 Explain the principle of a cascade control system.
 Describe the cascade control of the outlet temperature of diesel engine jacket cooling
water with varying engine load and varying supply of cooling water.
 Describe a two-element cascade control system for piston cooling.
 Describe a single-element control for cooling water and list its applications.
 Explain why two-element control is sometimes used in cooling systems.
 Describe a control system for lubricating oil temperature.
 Explain the principle of the following coolant systems:
 Ring-main.
 Series.
 Parallel.
 Describe a control system for purification of boiler fuel oil.
 Describe the control system of a flash evaporator that is heated by engine coolant.
 Describe the principles of the control of viscosity of oil fuel.
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 Describe the principles of control of air conditioning.

 Describe the principles of control of a refrigerated chamber.
 Describe the principles of the control of the interface level of an oily-water separator.
 Describe the principles of the control of boiler water level.
 Describe the lighting-up sequence of an automatic combustion system for an auxiliary
boiler.
 Describe the principles of the control of an advanced boiler combustion control.
 Explain the possible reasons for non-ignition or flame failure in objective above.
 Describe routine test, maintenance and fault-finding procedures for the control systems
covered above.
• Main Propulsion
 Explain that the control can be electronic, electro-pneumatic, electro-hydraulic or
pneumatic.
 Give examples of malfunctions which would signal:
 Alarm.
 Engine slow-down.
 Engine stop.
 Explain the checks which must be made of the control system when starting up a main
engine.
 Explain the reasons for limiting rapid engine movements.
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 Describe the means of transferring control from one station to another.

 Describe the means of communication between the bridge and the engine-room control
station.
 Describe the principles of speed control when a vessel is fitted with a controllable-pitch
propeller.
 Describe a control system for a controllable-pitch propeller.
 List examples of the alarms and indicators normally installed in a bridge control panel.
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Reeds Volume 10: Instrumentation and Control Systems by Leslie Jackson (2011)
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• Sliding contact resistor S is moved by the valve

spindle to form the position feedback. This input
signal is measured at contact M.
• If VM+VS>0, then relay A is energized and supply air
flows to the diaphragm to move the spindle down.
• If VM+VS<0, the relay B is energized and air from
the diaphragm is vented to move the spindle up.
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• When VM+VS=0, both nozzles close due to no

current flow.
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Operational amplifier
9
• Applying Ohm’s law,

𝑉1
𝐼1 =
𝑅1
𝑉0
𝐼𝐹 =
𝑅𝐹
𝐼1 = −𝐼𝐹
𝑅𝐹
∴ 𝑉0 = − 𝑉1
𝑅1
𝑅𝐹
• is the bandwidth. To alter gain, 𝑅𝐹 is adjusted.
𝑅1
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11
• This has a summer action. A controller must

produce an output signal proportional to the
deviation between desired and measured values. If
one input voltage is applied as negative to a
summer the result is effectively subtraction.
𝑉1 𝑉2
𝑉0 = −𝑅𝐹 +
𝑅1 𝑅2
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13
• By placing a capacitor 𝐶𝐹 in the feedback circuit, a

limit is placed on the amplifier response rate to
change of input signal.
𝑄
• For capacitor 𝐶=
𝑉
∴ 𝑄𝐹 = 𝐶𝐹𝑉0
𝑑𝑄𝐹 𝑑𝑉0
I𝐹 = = 𝐶𝐹
𝑑𝑡 𝑑𝑡
1
𝑑𝑉0 = I𝐹 𝑑𝑡
𝐶𝐹
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𝑉1
but 𝐼1 = −𝐼𝐹 and 𝐼1 =
𝑅1
1
𝑉0 = −
𝐶𝐹𝑅1
V1 𝑑𝑡
• Output voltage is the integral of input voltage with
the time constant (reset rate) dependent on 𝐶𝐹 and
𝑅1 . Feedback resistor 𝑅𝐹 is necessary to give
proportional addition and make adjustment easier.
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• A capacitor 𝐶𝐷 is in the input circuit together with a

resistor 𝑅1 to produce a rate of change component.
• In transient state:
𝑉1
𝐼1 =
𝑅1
(1)
𝑑𝑉1
I𝐶 = 𝐶𝐷
𝑑𝑡
(2)
𝐼1 + I𝐶 = −I𝐹 (3)
𝑉0
𝐼1 + I𝐶 = − (4)
𝑅𝐹
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𝑉0 = −R𝐹 (𝐼1 + 𝐼𝐶 )
𝑉1 𝑑𝑉1
𝑉0 = −R𝐹 ( + 𝐶𝐷 )
𝑅1 𝑑𝑡
• The output voltage 𝑉0 has two components,

proportional to input and proportional to rate of
change of input.
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Compound (P+I+D) electronic controller
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• A controller action where the output signal is the

result of more than one operation on the deviation
(error signal).
𝑉1 1 𝑑𝑉1
𝑉0 = −𝑅𝐹 (
𝑅1
+
𝐶𝐹𝑅1
V1 𝑑𝑡 + 𝐶𝐷 )
𝑑𝑡
𝑅𝐹 1 𝑑𝑉1
𝑉0 = − (𝑉1
𝑅1
+
𝐶𝐹
V1 𝑑𝑡 + 𝑅1𝐶𝐷 )
𝑑𝑡
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21
• The deviation by the transducer causes movement

of the rheostat at A, creating a voltage difference
between A and B, causing current to flow between
A and B. This current produces an input voltage
which is an indication of the error (deviation)
magnitude from the desired value. Current flows to
the amplifier then to the electric motor which moves
the adjustable rheostat at X.
22
• This causes a voltage difference between X and Y,

causing current to flow between X and Y. This
current is in the opposite direction to the current
between A and B. The fixed resistance R therefore
has opposing current flow. When the voltage drop
across the output bridge equals the voltage drop
across the input bridge, (feedback equals input) the
voltage across the amplifier is zero. Motion stops.
23
• Therefore, for each A position there is a

proportional X position.
• To add integral action, replace R with an adjustable
resistor RI and a capacitor CI. This achieves
continuous adjustment of feedback. Current flow
charges the capacitor which then resists further the
current flow.
24
• To add derivative action, retain R and add an

adjustable resistor RD and a condenser CD. The
capacitor will be charged at a rate equal to the rate
of change of input ES.
• To give P+I+D, remove R and replace by the dotted
circuit containing CI, RI, CD, RD as shown.
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26
• Change in combustion air flow is measured in

pressure difference across the air register and
transmitted via the d.p. air bellows to the ratio
beam. Change in fuel oil pressure caused by the
master pressure controller due to variations of
steam pressure is fed to the smaller OF bellows.
These two signals are in opposition when applied to
the beam system.
27
• Between the beams there is a movable roller

fulcrum which, by ratio adjusting screw, gives
different equilibrium conditions and the ratio is
indicated on the ratio scale. Beam lever position
operates a linkage to the pilot valve which varies
the control air output signal, which is then fed to an
averaging relay before going to the air damper
actuators. This is a proportional only controller.
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29
• Differential pressure is applied across the

diaphragm D. Increasing differential pressure
causes the diaphragm and balance beam to move
to the left. The input supply nozzle B is opened by
the flapper F which allows build up of air pressure
in the feedback bellows B, giving a restoring action
on the balance beam until equilibrium is once again
achieved. Discharge nozzle A is shut.
30
• Air pressure in the feedback bellows is the output

signal of the controller through C to a pneumatic
valve regulating steam to the fuel heater.
Decreasing viscosity causes the discharge nozzle A
to open, giving air bleed while nozzle B is shut. At
equilibrium nozzles are closed which reduces air
wastage.
31
Instrumentation and Control for Marine Engineers by Clive Purser (2006)

32
• The output signal from the controller is split to two

actuators. One actuator controls the cooler bypass
valve and the other controls the steam flow to the
heater. The controller output signal decreases from
100% to 0% as the cooling water temperature rises
above the desired value. When the jacket water
temperature is at its lowest (engine stopped in
port), the controller output signal will be 100%.
33
• The steam heater control valve is adjusted to fully

open and the cooler bypass valve to fully bypass.
As the steam heats up the jacket water, the steam
valve will gradually close to maintain the jacket
water temperature at the desired value. When the
engine is running, the cooler bypass valve is
adjusted to maintain the jacket water temperature
by allowing flow to the cooler.
34
• A dead band exists between 55% to 45% to ensure

that heating and cooling cannot take place
simultaneously. Split range control can be
combined with cascade control.
35
Instrumentation and Control for Marine Engineers by Clive Purser (2006)

36
• The two element cascade control system is used

when two parameters are monitored on the same
process. The primary controller monitors the
cooling water inlet temperature, compares with the
desired value and outputs to secondary controller.
The secondary controller monitors the cooling water
outlet temperature, compares with the primary
controller signal and sends a signal to 3-way valve.
37
• Under stable conditions, the primary controller will

respond to changes of the cooling water inlet
temperature by adjusting the 3-way valve by
changing the set point to the secondary controller.
38
• However, a sudden engine load change will rapidly

change the cooling water outlet temperature.
Before this is detected at the cooling water inlet
temperature sensor, the secondary controller will
respond to adjust the 3-way valve.
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The Maritime Engineering Reference Book, 2008, Butterworth - Heinemann

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5AC Controllers

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To consistently provide better education and training in

shaping the next generation of global maritime leaders

• General Learning Objectives:

• Specific Learning Objectives:

 Describe the Single loop digital controllers.

• Types of Control Systems

 Describe the principles of control of air conditioning.

 Describe the means of transferring control from one station to another.

• Sliding contact resistor S is moved by the valve

• When VM+VS=0, both nozzles close due to no

• Applying Ohm’s law,

• This has a summer action. A controller must

• By placing a capacitor 𝐶𝐹 in the feedback circuit, a

• A capacitor 𝐶𝐷 is in the input circuit together with a

• The output voltage 𝑉0 has two components,

Compound (P+I+D) electronic controller

• A controller action where the output signal is the

• The deviation by the transducer causes movement

• This causes a voltage difference between X and Y,

• Therefore, for each A position there is a

• To add derivative action, retain R and add an

• Change in combustion air flow is measured in

• Between the beams there is a movable roller

• Differential pressure is applied across the

• Air pressure in the feedback bellows is the output

Instrumentation and Control for Marine Engineers by Clive Purser (2006)

• The output signal from the controller is split to two

• The steam heater control valve is adjusted to fully

• A dead band exists between 55% to 45% to ensure

Instrumentation and Control for Marine Engineers by Clive Purser (2006)

• The two element cascade control system is used

• Under stable conditions, the primary controller will

• However, a sudden engine load change will rapidly

The Maritime Engineering Reference Book, 2008, Butterworth - Heinemann

The Maritime Engineering Reference Book, 2008, Butterworth - Heinemann

The Maritime Engineering Reference Book, 2008, Butterworth - Heinemann

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