Engine Control System (Sep 2015) PDF

purposes only
For training
Engine Control System
MAN Diesel & Turbo Author Current topic  00.00.2012 < 1 >
purposes only
For training
1) Control system:
- Multi Purpose Controller
- Control Network
- Main Operating Panel
- Local Operating Panel
2) Tacho system
3) Pneumatic Manoeuvring System
MAN Diesel & Turbo AAA-CPH Engine Control System 13.05.2015 < 2 >
purposes only
For training
Control Systems
Bridge Ctr
System
Engine Ctr
System
purposes only
For training

MPC & Control Network
• The Multi Purpose Controllers are

identical hardware wise.
• They have different software
configurations.
• 2 redundant control networks are

connecting all Multi Purpose Controllers
and both Main Operating Panels
computers.
• A backup of the application- and
setup- software is stored on both
Main Operation Panels.
• At replacement, the new controller
is automatically configured with
correct software via the control
networks.
purposes only
For training
Multi Purpose Controller, MPC
24 VDC, isolated system, A & B have UPS (Accessible by

2 separate 16 A breakers (A & B) for authorized service
every MPC personnel only)
purposes only
For training

Battery for internal clock
LED indicator
Reset push button
DIP Switches
DIP Switches &
Power Plug
Fuses
purposes only
For training Multi Purpose Controller
LED Information Code
The LED gives information, either
as a constant light or by
flashing.
A flashing LED is a coded message

from the controller. The code
consists of 2 digits:
1. Digit is given by red flashes on

yellow/orange background
2. Digit is given by green flashes on

yellow/orange background
The 2 digits are separated by a 1

sec. yellow/orange pulse.
purposes only
For training
Multi Purpose Controller
Amplifier for CW FIVA (CCU’s)

and hydraulic pumps (ACU’s)
’IP 66’ cabinet
purposes only
For training
MPC-10 for CCUs

Power Plug Network cables
F1 fuse
LED indicator
ID Key
S1 DIP Switches
Input/output Ch. for CCUs

CPU DIP switches & Reset button
purposes only
For training
MPC-10
purposes only
For training
MPC versus MPC-10
MPC‐10
Size: 310 x 135 x 98 mm
Weight: 2.5 kg
Cabinet: 380 x 300 x 210 mm
20 external connectors
Sheltered electronics
MPC
Size: 370 x 280 x 87 mm
Weight: 4.2 kg
Cabinet: 500 x 400 x 210 mm
55 external connectors
Not sheltered electronics
purposes only
For training
MPC’s Nordic Brasilia – 6S70ME-C
purposes only
For training
Multi Purpose Controller, MPC-10
…in new cabinets

max 8 per cabinet
…in classical cabinets
purposes only
For training
Control Network
120 Ω 120 Ω
 Net A  Net B
120 Ω 120 Ω
purposes only
For training
Engine Interface Control Unit, EICU
Interface to External Systems
Manouvre-handle
purposes only
For training
Engine Interface Control Unit, EICU

Speed Setpoint
 Pre defined RPM for starting.

 Stop
 Gives the minimum speed set point
 Gives the maximum speed set point
 ONLY for CPP plants - Fixed speed set point when ’Bridge command take’ is active
 Shut Down  Stop
 Speed set point reduced to Slow Down Speed
 Speed set point set inside RPM range for shaft generator
 Speed ramp up / down, 3 RPM / Sec. Not cancellable
 80 – 100 % RPM in 90 min. on largebore engines. Cancelled by ’Increase Limits’
 Modifies setpoint to be outside the barred speed range
 Fine adjustment of speedset active
 Running up/Down program active (optional)
 Chief can set engine max sped
 T/C cut out activated for low load operations, engine speed is limited (optional)
 Waste Heat Recovery . Engine speed is higher than ordered to keep shaft gen connected, (option)
purposes only
For training
Engine Control Unit, ECU
Start Block
Check list of conditions which must be in

order before engine start
One list for ’Standby’ and another list for
’FWE’ (Finished With Engine),
purposes only
For training
In case of start failure,

3 governor modes: there will be 2
RPM – Torque - Index repeated starts with
increased fuel
(heavy start)
Running modes:
Standard mode Economy
In combination with manoeuvering handle: (nothing happens

while the handle is in ’Stop’ position)
Auto: Slow turn valve - main starting air valve - fuel
Prepare Start: Slow Turn: Only slow turning valve, no fuel
Prelube and aux blower Air Run: Air starting sequence, no fuel
start by pressing MOP or
moving man-handle.
purposes only
For training
Governor
ECU A/B are the governors –

calculating the needed fuel
index
 Pre defined index for starting.

 Max fuel set by C/E, for individual or all cylinders.
 A certain Pscav allows a certain index
 A certain RPM allows a certain index
 A certain hydraulic pressure allows a certain index
 TC cut out allows a max speed giving a certain
index
purposes only
For training

Test of different Injection Profiles Tier II Engines
Fuel injection step-profiles

100% load, fuel pump pressure
purposes only
For training
Cylinder Control Unit, CCU
FIVA: Fuel Injection Valve Actuation

Proportional valve for fuel injct.
ON/OFF for exhaust operation.
FIVA feedback from

LVDT sensor, 4-20 mA
Fuel plunger position

4-20 mA feedback
Exh. valve spindle position

4-20 mA feedback used in
valve control
Starting air valve,

starting sequence
identical to MC engine
Cylinder lubricator
ON/OFF valve, feedrate
controlled by injection
frequency
One CCU for every cylinder
purposes only
For training
Starting Air Systems
MC-C design ME-C design

30 bar Pilot air inlet
Blow-off
7 bar
Pilot air inlet
NC-valves
Starting air Connection
distributor for CCU
Starting valves Starting valves
purposes only
For training
Starting- and Pilot Air Valve
Connection to ECS Pilot Air valve
Starting Air valve
purposes only
For training
Auxiliary Control Unit, ACU

Blower Control
The blowers are starting one by one, to prevent
overload of electrical system
In AUTO mode:
 The blowers are started at ’Prepare Start’
 At engine running they are controlled by the scavenge air
pressure, stop at 0.7 bar (time delay), start at 0.4 bar.
 At engine stop they will continue running for default 15 min.
In Manual mode:
 Controlled by the operator
purposes only
For training
Auxiliary Control Unit, ACU
Pump Control
ECU A
Electrically driven pumps 1 & 2 are controlled by ACU 1 & 2

ECU B
Engine driven pumps 1, 2 & 3 are controlled by ACU 1, 2 & 3,

The control is modulated, based on the pressure setpoint
and the actual hydraulic pressure.
Engine driven pumps 4 & 5 are the same type as 1, 2 & 3

but are controlled digitally by ECU A & B, either
maximum AHEAD or maximum ASTERN.
If the engine is equipped with 4 or 5 engine driven

pumps, ECU A & B are not 100 % redundant
purposes only
For training
Scavenging Air Control Unit, SCU

VTA, WHR, EGB
One control unit to control scavengine air pressure on all engine types, and for all actuators.
purposes only
For training
Summary
The MPC’s are identical hardware but software wise configured to

5 different controller functions:
1) Engine Interface Conrol Unit – EICU
• 2 completely redundant units
• Handles the interface to external systems
2) Engine Control Unit – ECU

• 2 completely redundant units (except with more than 3 engine driven pumps)
• Handles the engine specific control functions (the govenor)
3) Cylinder Control Unit – CCU

• 1 for each cylinder unit.
• Handles the cylinder specific functions (fuel injection, exh. valve, cylinder lubrication and
starting air valves)
4) Auxilliary Control Unit – ACU
• 3 units.
• Handles the auxilliary systems (hydraulic power supply, aux blowers)
5) Scavenging Air Control Unit – SCU (Option)

• 1 Unit,
• VTA, EGB, WHRS
purposes only
For training

Control Panels
Bridge Control system is

connected to EICU
Engine Control Room Panel is

connected to EICU
Local Operating Panel LOP is

connected to ECU
purposes only
For training
Main Operating Panel, MOP
MOP-A MOP-B CoCoS/PMI
purposes only
For training
MOPs
Different MOPs
Standalone PC Integrated PC
EC-MOP
Computer from Beijer

Monitor from Hatteland
purposes only
For training
Local Operating Panel (LOP)
FPP
purposes only
For training
Local Operating Panel (LOP)

CPP
purposes only
For training
1) Control system:
- Control Network
2) Tacho system
3) Pneumatic Manoeuvring System
purposes only
For training

Tacho System
There are 2 redundant tacho systems.
 System A
 System B
Standard is:
angle encoders with one
reference sensor on the turning
wheel (A-system)
Option is sensors at the turning wheel
purposes only
For training
ME Tacho system
purposes only
For training
Tacho System
purposes only
For training
Tacho System
Angle Encoders
4001-A All ECU’s 4001-B

4002-A 4002-B
TSA-A 4003-A + 4003-B TSA-B
4004-A All CCU’s 4004-B
90 deg
ATDC
0 deg
45 deg
TDC 1
ATDC
MMA = Marker Master A

MSA = Marker Slave A
Q1A = Quadratur 1A
Q2A = Quadratur 2A
MMB = Marker Master B
MSB = Marker Slave B
Q1B = Quadratur 1B
Q2B = Quadratur 2B
purposes only
For training
Tacho system
Angle encoder A + B
System A (powered from ECU A)

MMA = Marker Master A
TDC 1 MSA = Marker Slave A
Q2A 0 deg Q1A = Quadratur 1A
Q1A Q2A = Quadratur 2A
System B (powered from ECU B)

Q2B 45 deg
MMB = Marker Master B
MSB = Marker Slave B
Q1B Q1B = Quadratur 1B
Q2B = Quadratur 2B
90 deg  3 – 4 revolutions of turning

(Turning wheel
engine by using ‘Air-run’ after
Reference) initial power-on of engine
control system.
135 deg
Pos 0-44 45-89 90-134 135-179 180-224 225-269 270-314 315-359

MMA True True True True False False False False
MMB False True True True True False False False
MSA False False True True True True False False
MSB False False False True True True True False
purposes only
For training
Tacho System
MSA on AFT end of Engine
purposes only
For training
Tacho System Amplifier Boxes, TSA
purposes only
For training
Tacho System
Angle Encoders
 Angle encoder B
 Angle encoder A
purposes only
For training
Tacho System
Trigger Rings + Sensors (option)
• 2 redundant set of sensors.
• Each set measure engine speed and

crankshaft position for synchronization
of the control events.
• Each set consist of four sensors. Two
quadrature sensors measure on a trigger
ring with 360 teeth and two marker
sensors measures on a semicircular ring.
Triggersegment with a sine-curved tooth-profile The

total trigger ring is built by 8 equal segments.
purposes only
For training
1) Control system:
- Control Network
2) Tacho system
3) Pneumatic Maneuvering System
purposes only
For training
Pneumatic Manoeuvring System

Slow turning.
2 Valves for Redundancy,

93 Controlled from
ECU A, 94 from ECU B
purposes only
For training
Pneumatic Manoeuvring System
Starting / Air run.
2 Valves for Redundancy,

93 Controlled from
ECU A, 94 from ECU B
purposes only
For training
Disclaimer
All data provided in these training materials is non-binding.

This data serves informational purposes only and is especially not
guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant
data may be subject to changes and will be assessed and determined
individually for each project. This will depend on the particular
characteristics of each individual project, especially specific site and
operational conditions.

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purposes only

Engine Control System

Engine Control System

3) Pneumatic Manoeuvring System

Engine Control System

• The Multi Purpose Controllers are

• 2 redundant control networks are

Multi Purpose Controller, MPC

24 VDC, isolated system, A & B have UPS (Accessible by

Multi Purpose Controller, MPC

A flashing LED is a coded message

1. Digit is given by red flashes on

2. Digit is given by green flashes on

The 2 digits are separated by a 1

Multi Purpose Controller, MPC

Multi Purpose Controller

Amplifier for CW FIVA (CCU’s)

’IP 66’ cabinet

MPC-10 for CCUs

Input/output Ch. for CCUs

MPC versus MPC-10

MPC’s Nordic Brasilia – 6S70ME-C

Multi Purpose Controller, MPC-10

…in new cabinets

…in classical cabinets

Engine Interface Control Unit, EICU

 Pre defined RPM for starting.

Check list of conditions which must be in

Engine Control Unit, ECU

In case of start failure,

In combination with manoeuvering handle: (nothing happens

ECU A/B are the governors –

 Pre defined index for starting.

Engine Control Unit, ECU

Fuel injection step-profiles

Cylinder Control Unit, CCU

FIVA: Fuel Injection Valve Actuation

FIVA feedback from

Fuel plunger position

Exh. valve spindle position

Starting air valve,

Starting Air Systems

MC-C design ME-C design

Starting valves Starting valves

Starting- and Pilot Air Valve

Connection to ECS Pilot Air valve

Starting Air valve

Auxiliary Control Unit, ACU

Electrically driven pumps 1 & 2 are controlled by ACU 1 & 2

Engine driven pumps 1, 2 & 3 are controlled by ACU 1, 2 & 3,

Engine driven pumps 4 & 5 are the same type as 1, 2 & 3

If the engine is equipped with 4 or 5 engine driven

Scavenging Air Control Unit, SCU

The MPC’s are identical hardware but software wise configured to

2) Engine Control Unit – ECU

3) Cylinder Control Unit – CCU

5) Scavenging Air Control Unit – SCU (Option)

Engine Control System

Bridge Control system is

Engine Control Room Panel is

Local Operating Panel LOP is

Main Operating Panel, MOP

MOP-A MOP-B CoCoS/PMI