Manual 3553-54 PDF

SCANA CREATES PROGRESS
System manual
Neptune-II CPP
Propulsion control system
Scana Mar-El plant no.: 3553-54
Customer: Scana Volda

No. 1545-46
Vessel: Mac Laren Estaleiros

No. 258
“Macea”
1 General Information
2 System description
3 Installation and Interface Manual
4 User`s Manual
5 Service Manual
6 Commissioning manual
7 System Drawings
8 Miscellaneous
10
1 General Information
System manual
Neptune-II CPP - Plant no. 3553-54
System manual contents and revisions
Neptune-II CPP Propulsion control system - Plant no. 3553-54
Documents Rev./Date Comment

Main Parts List
Factory Acceptance Test _
Program Version
DnV-GL Type Approval Certificate TAA00000SM Valid until 29.09.2018

EMC Test Report 2009-3549 Neptune-II
System description 3553-54 _

Installation and Interface manual Neptune-II CPP Rev. B
User manual Neptune-II CPP Rev. B
Service manual Neptune-II CPP Rev. A
Commissioning manual Rev. A
Drawing list _A_
Revision history
Rev. Description Initials Date

- Initial release O.Ø. 04.04.2017
A As build O.Ø 19.04.2017
B
C
System manual 3553-54_A 19.04.2017
Scana Mar-El AS • Storvegen 48, N-3880 Dalen, Norway • www.scana.no • www.mar-el.no

Main parts list - Scana Mar-El Electronic Remote Control System
Scana Mar‐El plant no: 3553‐54
Scana Mar‐El type: Neptune II
Main parts:
Item: Type: No.'s Comments:
CPU Cabinet 800x600x210 w/vibration dampers 2
I/O cabinet
I/O cabinet
Main panel Double panel 1
Slavepanel Double panel 1
ECR panel Advanced double panel 1
Pitch actuator ‐
Shaft rpm pickup ‐ 2 old
Fuel pick up
Local ctrl box 110x75x65mm 2
Interfaces: Modes:
Pitch interface Interface to Danfoss valve Indivdual pitch/rpm No

Rpm interface Standard 4‐20mA Combinator Yes
DP Yes Limit rpm No
Joystick Yes Constant rpm 1 Yes
VDR No Constant rpm 2 No
Loadsignal 4‐20mA
Operation modes:
Combinator
Constant RPM pots in the MSB (old)
Other
Adapter plates on bridge.
Retrofit of old Neptune system 2270‐71, new cabinet
Old feedback potentiometers
VPN cabinet
Main Parts list 3553‐54
Program version - Programmable components
Scana Mar-El type: Scana Mar-El plant no: Customer Customer ref.
Neptune-II 1.08 3553-54 Mac Laren Estaleiros No. 258
Card no. Card Designator Purpose Revision Date / Sign. Revision Date / Sign. Revision Date / Sign. Comment
Electronic cabinet
C4 FX3UC Main Controller Program Main Controller 01.08 241116 / LES Patch 6
C4 FX3UC Backup/ind controller Program Backup Controller 01.06 230516 / LES Patch 3
C4 FX3U-ENET Ethernet Parameter 01.02 121114 / HAL
C4 FX3U-64DP Profibus Master IO configuration N/A
C6 MPP110 Power/monitoring U3 Alarm logic 03.00 180516 / BK
C3 MPB200 Pitch & RPM driver U6 Controller logic 02.00 031116 / BK
Panels
C1 MPS160 Panel Controller U19 Program Main Panel Controller 01.06 030216 / LES Patch 9
Main
C1 MPS160 Panel Controller U21 Program Backup/indication contr. 01.06 030117 / LES Patch 10
C1 MPS161 Panel Controller U4 Program IO-Logic 01.01 051009 / BK
ECR
Slave 1
S
Certificate No:
TAA00000SM
This is to certify:
That the Remote Control System, Controllable Pitch Propeller
with type designation(s)

Neptune-II CPP
Issued to
Scana Mar-El AS
DALEN, Norway
is found to comply with

DNV GL rules for classification – Ships, offshore units, and high speed and light craft
Application :
Location classes:
Product(s) approved by this certificate is/are accepted for installation on all vessels classed
by DNV GL.
Temperature B
Humidity B
Vibration A
EMC B
Enclosure Required protection according to the Rules to be provided
upon installation onboard
This Certificate is valid until 2018-09-22.


Issued at Høvik on 2016-09-23

for DNV GL
DNV GL local station: Sandefjord
Approval Engineer: Sergey Gilmiyarov

Odd Magne Nesvåg
Head of Section
This Certificate is subject to terms and conditions overleaf. Any significant change in design or construction may render this Certificate invalid.
The validity date relates to the Type Approval Certificate and not to the approval of equipment/systems installed.
Form code: TA 1411a Revision: 2015-05 www.dnvgl.com Page 1 of 4

© DNV GL 2014. DNV GL and the Horizon Graphic are trademarks of DNV GL AS.
Job Id: 262.1-008188-4
Certificate No: TAA00000SM
Product description
Neptune_II CPP Propulsion Control System consisting of:
– Control cabinet
– Bridge manoeuvre panel
– ECR manoeuvre panel
– IO expansion cabinet
A manoeuvre panel may be for one or two propulsion lines.

A bridge panel may be standard (with Noritake GU256x128 display) or advanced (with Exter T70 Touch
panel display).
CPU / IO-cabinets:
Mitsubishi PLC (refer to DNV GL certificates TAA0000038 and TAA00000A0):
FX3UC-16MT CPU, standard PLC with type approved extension modules. Number and
type of extension modules will vary from system to system.
FX3UC-16/32MT CPU
FX2NC-4AD Analogue in module.
FX2NC-4DA Analogue out module.
FX3U-4AD-ADP Analogue in module
FX3U-4DA-ADP Analogue out module
FX2N-8AD Analogue in module
FX2NC-16EX Digital in module.
FX2NC-16EYR Digital out module.
FX3U-ENET Ethernet communication.
FX2N-32CAN CANopen communication.
FX3U-CAN CANopen communication, new module
Scana Mar-El
MPP110 Power control & monitoring, dual 24VDC power isolation.
MPP300 Power monitoring with single DC/DC power isolation
MPS431 NMEA interface for VDR/alarm system.
MPT140 Analogue galvanic isolation.
MPT460 General analogue and digital I/O-module with serial RS-485 and CANbus interfaces.
PA0076 Step motor driver.
MPB200 Backup pitch controller
MPS430 Communication controller
MPT250 I/O interface card
Exter T70 Touch screen (ECR panel) (A-14194)

Exter T70 SR BL Touch screen Sun Readable (Adv. Bridge panel) (A-14194)
IE-SW-BL05-5TX Ethernet switch (refer to DNV certificate A-13614)

MINI MCR-2-XXXX Signal converter (refer to GL certificate 1444515 HH)
Scana Mar-El
ICP-DAS 7000 Decentralised IO connection
MCL2 Control/order lever
MPS160 Panel controller with Modbus serial interface
MPS161 Panel card
Scana Mar-El
MACxxx-Dyyyyy Pitch actuator with pitch feedback sensor
RPM Actuator Control Unit
Software is identified by <version no.>.<revision no>, where <version no.> is updated for major
changes and <revision no.> for minor changes. All revisions are backward compatible.

Job Id: 262.1-008188-4
sw modules included in Neptun CPP sw version

FX3UC-16/32MT controller 01.08
- FX3U-ENET Ethernet controller 01.02
MPS431 NMEA interface for VDR/alarm system 01.02
MPT460 General analogue and digital I/O-module 01.04
with serial RS-485 and CANbus interfaces
MPB200 Backup pitch controller 01.04
MPS430 Communication controller 01.03
MPP110 Power & Alarm card 02.02
Exter T70 SR BL Touch screen Sun Readable 01.06
MPS160 Main panel controller with Modbus serial 01.06
interface
MPS160 Backup panel controller with Modbus serial 01.06
interface
Application/Limitation
The means to emergency stop the propulsion from the navigating bridge are to be aranged separately to
this remote control system, ref. DNV Rules Pt.4 Ch.1 Sec.4 (1.4.3) (SOLAS Reg. II-1/31.2.3).
Approval conditions
The Type Approval covers hardware and software listed under Product description.
When the type approved software is revised (affecting all future deliveries) DNV is to be informed by
forwarding updated software version documentation. If the changes are judged to affect functionality for
which rule requirements apply a new function type test may be required and the certificate may have to
be renewed to identify the new software version.
For each system intended to be installed in a DNV classed vessel the following documentation of the
actual application is to be submitted for approval:
- Reference to this Type Approval Certificate
- System block diagram
- Power supply arrangement (may be part of the System block diagram)
- Main parts list
- Layout of bridge control panels with legible labels for alarms and pushbuttons
and, if updated since this Type Approval Certificate was issued:

- Software revision history document
- Test program for certification
Product certificate
Each delivery of the application system is to be certified according to Pt.4 Ch.9 Sec.1. The certification
test is to be performed at the manufacturer of the application system before the system is shipped to the
yard. After the certification the clause for application software control will be put into force.
Clause for application software control

All software modifications made after the certification test and as long as the system is in use onboard,
are to be recorded. The records, together with the software version(s) in use are to be available for
evaluation at request by DNV. Major software changes are to be approved before being installed
onboard.
Type Approval documentation
Title Rev.
Plant 2795 drawings <24.09.09
Plant 2795 FAT report 2009-10-22

Job Id: 262.1-008188-4
Plant 2795 system manual 25. september 2009

FMEA Neptune-II CPP system 19. oktober 2009
Hardware description Neptune-II CPP system 19. oktober 2009
Software description Neptune-II CPP system 7. september 2009
Software revision history Neptune-II CPP system, SW version 1.07 04.07.2014
EMC and environmental testing of maritime control panel 2009-10-19
Retention survey report by DNV Sandefjord dated 2014-06-23

TA Assessment Report by DNV GL Sandefjord dated 2016-06-08
Tests carried out

Applicable tests according to DNV GL Class Guidelines DNVGL-CG-0339.
Periodical assessment
The scope of the periodical assessment is to verify that the conditions stipulated for the type are
complied with, and that no alterations are made to the product design or choice of systems, software
versions, components and/or materials.
The main elements of the assessment are:
• Ensure that type approved documentation is available
• Inspection of factory samples, selected at random from the production line (where practicable)
• Review of production and inspection routines, including test records from product sample tests
and control routines
• Ensuring that systems, software versions, components and/or materials used comply with type
approved documents and/or referenced system, software, component and material specifications
• Review of possible changes in design of systems, software versions, components, materials
and/or performance, and make sure that such changes do not affect the type approval given
• Ensuring traceability between manufacturer’s product type marking and the type approval
certificate
Periodical assessment is to be performed at least every second year and at renewal of this certificate.
END OF CERTIFICATE

TECHNICAL REPORT
SCANA MAR-EL
EMC AND ENVIRONMENTAL TESTING OF MARITIME
CONTROL PANEL
REPORT NO. 2009-3549

REVISION NO. 01
DET NORSKE VERITAS
Report No: 2009-3549, rev. 01

TECHNICAL REPORT
Date of first issue: Project No.:

2009-10-19 44341199
Approved by: Organisational unit:
Einar Richter Jordfald Compliance Testing & Field
Head of section Measurement
Client: Client ref.:

Scana Mar-El Odd Arne Gaarder
Summary:
A Single Bridge Panel, type Neptune II, manufactured by Sacna Mar-EL AS, has been EMC
and environmentally tested according to the specifications given by the classification societies
and bodies listed in chapter 1.
The tests were carried out in the Environmental Test Laboratory at Det Norske Veritas, Høvik,
Norway in the time period 17.08.2009 to 12.10.2009.
With the notes/comments described in conclusive summary, chapter 2, the EUT passed all the
tests.
Report No.: Subject Group:

2009-3549 R1 Indexing terms
Report title: Key words Service Area
EMC and Environmental Testing of Maritime Electromagnetic Verification
Control Panel compatibility
Environmental tests Market Sector
General
Industry
Work carried out by:
Stian Mong, Huu Dung Dinh No distribution without permission from
the client or responsible organisational
unit
Work verified by: No distribution without permission from
Jonas Beverfjord, Tor Heiestad (env.)
( ) the client or responsible organisational
unit (however, free distribution for
internal use within DNV after 3 years)
Date of this revision: Rev. No.: Number of pages:
Strictly confidential
01 42
Unrestricted distribution
© 2002 Det Norske Veritas AS
All rights reserved. This publication or parts thereof may not be reproduced or transmitted in any form or by any means,
including photocopying or recording, without the prior written consent of Det Norske Veritas AS.
Page i
This test report may not be reproduced other than in full.
Test Report 2009-3549.doc
2 System description
System description -
3553-54
Neptune-II CPP
Efficient sailing
- Safe harbouring!
System description - 3553-54
Neptune-II CPP
Ownership
All information, including drawings, pictures etc., contained in this document is the sole property of Scana
Mar-El AS. It must not be copied or reproduced wholly or partially in any form or by any means, and the
information contained within must not be communicated to a third party, without prior written permission of
Scana Mar-El AS.
Liabilities
Scana Mar-El AS strains to ensure that all information in this document are correct and precise, but disclaims
liability for any errors or omissions.
Warning
The equipment to which this manual applies must only be used for the purpose for which it was designed.
Improper use or maintenance may cause damage to the equipment and/or injury to personnel. The user
must be familiar with the contents of the appropriate manuals before attempting to operate or work on the
equipment.
Scana disclaims any responsibility for damage or injury caused by improper installation, use or maintenance
of the equipment.
Improvements
To assist us in making improvements to the product and to this manual, we welcome comments and
constructive criticism. Please send all such in writing to:
Scana Mar-El AS
Att: Product improvement E-mail: mar-el@scana.no
Storvegen 48 Telephone: +47 35 07 58 00
N-3880 Dalen Telefax: +47 35 07 58 01
Norway Web: www.mar-el.no / www.scana.no
Revision history
- Initial release. O.Ø. 29.03.2017
Page I
3553-54 NEPTUNE-II CPP - SYSTEM DESCRIPTION
Neptune-II CPP
Table of Contents:
1 Introduction .................................................................................................................................. 1
2 General description ...................................................................................................................... 1
3 System overview .......................................................................................................................... 1
4 Propulsion motor control ............................................................................................................. 1
Page II
Neptune-II CPP
1 Introduction
This document only describes features and details that differs from standard systems, or in other ways needs
clarification. For general information see Neptune-II User manual and Neptune-II Service manual.
The intention is to document any differences from a standard system. It is primarily a place to specify all
technical details during system design, but will also serve as an important source of information during
commissioning, testing and later service work. It will also be useful for users looking for more information
about the system than can be found in the general parts of the documentation.
In addition to describing all non-standard functions there may also be in-depth descriptions of other functions
when it may be necessary to clarify how they are intended to work in this particular configuration.
2 General description
The system is a double screw installation. The propeller is driven by one engine each gear. The engine is
connected with a clutch.
3 System overview
The system is realized using one CPU-cabinet each side, two double bridge panels and a double ECR-
panel.
4 Propulsion motor control

Pitch limit 1 and 2: The engine or switchboard can request pitch limits through closed contacts.
Introduction Page 1
3 Installation and Interface Manual
Installation and Interface

manual
Neptune-II CPP
Efficient sailing
- Safe harbouring!
Installation and Interface manual
Neptune-II CPP
Ownership
Scana Mar-El AS.
Liabilities
Warning
equipment.
of the equipment.
Improvements
Scana Mar-El AS
N-3880 Dalen Telefax: +47 35 07 58 01
Revision history
- Initial release. SL 25.09.2009
A Design update. Some additions and corrections. HOK 08.12.2010
B Corrected error in pitch interface. SL 24.03.2011
C
Neptune-II CPP - Installation and Interface manual en_B.odt 24/03/2011
Page I
Neptune-II CPP
Table of Contents
1 Introduction.......................................................................................................................................................1
2 General description..........................................................................................................................................1
3 Mounting...........................................................................................................................................................1
3.1 CPU-cabinet and I/O-cabinets.................................................................................................................1
3.2 Manoeuvre panels....................................................................................................................................1
4 Power and alarm connections..........................................................................................................................2
4.1 Power supply............................................................................................................................................2
4.2 Alarm outputs...........................................................................................................................................2
5 Internal connections.........................................................................................................................................3
5.1 CPU-cabinet and manoeuvre panel interconnections.............................................................................3
5.1.1 Between CPU-cabinet and bridge panels........................................................................................3
5.1.2 Between CPU-cabinet and ECR panel............................................................................................3
5.1.3 Modbus RS-485 network.................................................................................................................3
5.1.4 Ethernet network..............................................................................................................................4
5.2 Manoeuvre panel extensions...................................................................................................................4
5.2.1 Command transfer control output unit.............................................................................................5
5.3 CPU-cabinet and I/O-cabinet(s) interconnections (if present).................................................................5
5.3.1 Profibus-DP I/O-cabinet(s)...............................................................................................................5
5.3.2 Serial interface I/O-cabinet(s)..........................................................................................................6
6 External connections........................................................................................................................................6
6.1 Gear and propeller system.......................................................................................................................6
6.1.1 Servo and propeller control system.................................................................................................6
6.1.2 Clutches...........................................................................................................................................7
6.2 Main engine(s) / prime mover..................................................................................................................8
6.2.1 General interfaces............................................................................................................................8
6.2.2 Standard additions for MaK-interface..............................................................................................8
6.3 Main switchboard (shaft generator interface)..........................................................................................8
6.4 Joystick-system (joystick interface)..........................................................................................................9
6.5 DP-system (DP interface)........................................................................................................................9
6.6 Voyage data recorder (VDR)..................................................................................................................10
6.7 GPS interface for Speed pilot................................................................................................................10
6.8 Serial interface to alarm/monitoring system...........................................................................................10
6.9 Miscellaneous........................................................................................................................................10
Page II
Neptune-II CPP
1 Introduction
Important documentation and drawings for installing the Neptune-II CPP propulsion control system are:
1. The installation and interface manual - this manual.
2. Installation guidelines Neptune-II CPP.
3. Cable plan Neptune-II CPP, drawing no. 016-XXXX (individual for each system).
4. Mechanical drawing CPU-cabinet Neptune-II CPP, drawing no. 058-XXXX (different versions exists).
5. Mechanical drawing manoeuvre panel Neptune-II CPP, drawing no. 058-XXXX (different versions exists).
6. Mechanical drawing I/O-cabinet Neptune-II CPP, drawing no. 058-XXXX, if present (different
versions exists).
All installations, mechanical and electrical, are to be done according to these documents. Note that all
vessels are normally not equipped with all propulsion and manoeuvring units and functions/options described
in the general Neptune-II documentation (in such cases connect all that exists/are specified).
To fully comply with EMC-standards all cables must be screened and it is very important to follow the
'Installation guidelines Neptune-II CPP'.
Note that this document is for general help, and is not intended as the detailed installation documentation for
the system. The installation shall be done according to the cable plan, which is the most important
installation document. In case of disagreements between the cable plan and other documentation, the cable plan
is prevailing.
The Neptune-II CPP propulsion control system controls main engine RPM, propeller pitch and clutches.
Different operating modes to suit the vessels different operating conditions may be implemented. Up to
seven control stations can be included.
The Neptune-II CPP propulsion control system consists of the following main units:
1. CPU-cabinet.
2. Manoeuvre panels (one or more, up to seven).
3. I/O-cabinet(s), if present.
4. Miscellaneous sensors and actuators.
3 Mounting
All units must be mounted according to general requirements and classification society requirements for
equipment on-board vessels. Se also 'Installation guidelines Neptune-II CPP'.
3.1 CPU-cabinet and I/O-cabinets

The CPU-cabinet and eventual I/O-cabinets must be mounted indoor, and are normally mounted easily
accessible in the engine control room (ECR).
Pay special attention to grounding of cable screens to the ground terminal at the inside of each cabinet.
3.2 Manoeuvre panels

The manoeuvre panel(s) are designed for fixed mounting. See cut-out dimensions in the mechanical drawing
for mounting. No drilling, screwing etc. into the unit is allowed.
The connectors must be easily accessible.
Access to the Ethernet connector in the main and ECR manoeuvre panels is necessary during system set-up
and tuning.
Mounting Page 1
Neptune-II CPP
4 Power and alarm connections

Two completely independent power supplies must be provided for the CPU-cabinet, i.e. two separate
sources and separate circuits are required.
Alarm outputs are normally connected to the vessels alarm system.
4.1 Power supply

Power supplies:
Neptune-II Signal Term. Sign. Term. Signal Power supply
CPU-cabinet specification no. dir. no. specification
Max load
L1-1 24VDC (+)
24VDC power input 1 depends on ←
L1-2 24VDC (-)
configuration.
Max load
L1-3 24VDC (+)
24VDC power input 2 depends on ←
L1-4 24VDC (-)
configuration.
The two supplies must be capable of delivering min. the required continuous rating each (the required min.
ratings are given in the cable plan, drawing no. 016-XXXX).
4.2 Alarm outputs

The system has the following alarm outputs:
Neptune-II Signal Term. Sign. Term. Signal Alarm system
24VDC max
Voltage Failure Alarm
L2-1 10W. Surge
(open when alarm is → Voltage failure input.
L2-2 suppression
triggered)
required.
24VDC max
System Failure Alarm
L2-3 10W. Surge
(open when alarm is → System failure input.
L2-4 suppression
triggered)
required.
Other alarm outputs may be present. See cable plan, drawing no. 016-XXXX.
Power and alarm connections Page 2

Neptune-II CPP
5 Internal connections
Connection of internal signals. Connect as described in the cable plan. Note that the internal Modbus
network has a theoretical maximum cable length of 1200 meters. Also note that there are two independent
networks, each with its own power supply (one main network and one back-up network).
5.1 CPU-cabinet and manoeuvre panel interconnections
5.1.1 Between CPU-cabinet and bridge panels

The cabling starts in the CPU-cabinet and ends in the last panel in chain, except the Ethernet cable. This
shall only be cabled to the panel defined as the “Main manoeuvre station”.
Neptune-II Signal Term. Sign. Term. Signal Bridge manoeuvre
CPU-cabinet specification no. dir. no. specification panels
L3-1 X1-1 24VDC (+)
Power 1 24VDC max 3A → Power input.
L3-2 X1-2 24VDC (-)
Communication1 Modbus RS-485 L3-3 → X1-3
Main communication.
Modbus RS-485 twisted pair L3-4 ← X1-4
L3-9 X2-1 24VDC (+)
L3-10 X2-2 24VDC (-)
Communication2 Modbus RS-485 L3-11 → X2-3 Backup/indication
Modbus RS-485 twisted pair L3-12 ← X2-4 communication.
Industrial Ethernet RJ45 RJ45 Only to the main
Ethernet Setup →
Cat5 (S/FTP) Male Male manoeuvre station.
5.1.2 Between CPU-cabinet and ECR panel

Neptune-II Signal Term. Sign. Term. Signal ECR manoeuvre
CPU-cabinet specification no. dir. no. specification panel
L3-5 X1-1 24VDC (+)
L3-6 X1-2 24VDC (-)
Communication1 Modbus RS-485 L3-7 → X1-3 Main
L3-13 X2-1 24VDC (+)
L3-14 X2-2 24VDC (-)
Communication2 Modbus RS-485 L3-15 → X2-3 Backup/indication
Ethernet Industrial Ethernet RJ45 → RJ45
Setup communication.
communication Cat5 (S/FTP) Male ← Male
5.1.3 Modbus RS-485 network

The cabling must be performed with shielded twisted pair.
The internal network must be terminated at each end, at the manoeuvre panels. It must be guided as one
line, i.e. no branches are allowed.
The figure below shows the network schematically:
CPU-cabinet
Network termination Network termination
Manoeuvre Manoeuvre Manoeuvre

panel (ECR) panel panel
The network termination consists of two 120 resistors, one connected between X1-3 and X1-4, the other
between X2-9 and X2-10.
Internal connections Page 3

Neptune-II CPP
5.1.4 Ethernet network

The cabling must be performed with at least a Cat5 (S/FTP) shielded cable, maximum 100 meters without
repeaters/fibre switches. Repeaters/fibre switches are not Scana Mar-El delivery.
The internal Ethernet network must be terminated in a shielded (S/FTP) male RJ45 plug in each end of the
cables.
Note: It is very important that the cable-connector connection is according to the ANSI TIA/EIA-568-B
standard, T568A connection, i.e. each signal is connected in the same twisted pair etc.
T568A connection, ANSI TIA/EIA-568-B standard:
The figure below shows the network schematically:

CPU-cabinet
Manoeuvre panel Manoeuvre panel

(ECR) “Main manoeuvre station”
5.2 Manoeuvre panel extensions

Intended for internal use in Scana Mar-El delivered systems only. If connected to external
equipment/systems, all inputs and outputs in the connected equipment/systems must be potential free or
galvanic separated and written approval must be obtained from Scana Mar-El.
Note that some I/O are multi-used, i.e. if one function is used another one may be impossible. Check
carefully in each individual case.
External button panel. See cable plan (drawing no. 016-XXXX) for terminal numbers:
Manoeuvre panel Signal Term. Sign. Term. Signal Button panel
specification no. dir. no. specification
Button inputs 0VDC common J4-2
← Push buttons.
Main Input 1 to 6 J1-1 to 6
Button inputs 0VDC common J4-3
← Push buttons.
Backup Input 1-4 J1-7 to 10
Button LED outputs +24VDC J4-1
→ Max. load 60mA Button indicators.
Main Output 1-6 J2-1 to 6
Button LED outputs +24VDC J4-1
→ Max. load 60mA Button indicators.
Backup Output 1-4 J2-7 to 10
External lever. See cable plan (drawing no. 016-XXXX) for terminal numbers:
Manoeuvre panel Signal Term. Sign. Term. Signal Lever panel
0VDC common J4-2
In command button ← Push button.
Input 1 J1-1
+24VDC J4-1
In command indication → Max. load 60mA Button indicator.
Output 1 J2-1
J3-8 Toward Ahead
±5VDC from Order potentiometer.
Lever order J3-9 ← Wiper
potentiometer Normally 5k.
J3-10 Toward Astern

Neptune-II CPP
External instruments. See cable plan (drawing no. 016-XXXX) for terminal numbers:
Manoeuvre panel Signal Term. Sign. Term. Signal Instruments
Propeller pitch 0VDC common J3-1
→ Max. load 10mA Analogue instrument.
feedback ±10VDC J3-2
0VDC common J3-1
Propeller shaft RPM → Max. load 10mA Analogue instrument.
0-10VDC J3-3
Configurable analogue 0VDC common J3-1
output ±10VDC J3-4
3 configurable 0VDC common J3-1
analogue outputs 0-10VDC J3-5 to 7
External illumination. See cable plan (drawing no. 016-XXXX) for terminal numbers:
Manoeuvre panel Signal Term. Sign. Term. Signal External unit
+24VDC J4-1
Max. load Instruments, lever.
Illumination +5VDC J4-6 →
60mA NB! Only LEDs.
0VDC dimmer J4-7
5.2.1 Command transfer control output unit

Interconnection between manoeuvre panel and command transfer control output unit:
Manoeuvre panel Signal Term. Sign. Term. Signal Command output
specification no. dir. no. specification unit
Power (internal +24VDC J4-1 L1-1 24VDC (+)
→ Power input.
supply) Note: *) 0VDC at J3-1 to J4-4 L1-2 24VDC (-)
Main in command Output 1 J2-1 L2-1 Max. load 60mA
ECR in command Output 2 J2-2 L2-2 each.
Port slave in cmd Output 3 J2-3 L2-3
Starboard slave in cmd Output 4 J2-4 → L2-4 Sink input (i.e. Command signals.
Aft slave in cmd Output 5 J2-5 L2-5 connect units
Fore slave in cmd Output 6 J2-6 L2-6 commonly to
Slave in command Output 7 J4-5 L2-7 +24V)
*) Power supply (select either internal or external supply):
Internal supply: Connect 024V at J3-1 to J4-4 and +24VDC at J4-1 to command output unit term. no. L1-1.
External supply: Connect external 024V to J4-4 and external +24V to command output unit term. no. L1-1.
Former denotation slave panels: Port - Slave 1, Starboard - Slave 2, Aft - Slave 3, Fore - Slave 4, Slave - Slave 5.
External outputs from command output unit; see cable plan (drawing no. 016-XXXX) for terminal numbers.
5.3 CPU-cabinet and I/O-cabinet(s) interconnections (if present)
5.3.1 Profibus-DP I/O-cabinet(s)

Normally mounted on the gearbox.
Neptune-II Signal Term. Sign. Term. Signal Profibus DP
CPU-cabinet specification no. dir. no. specification I/O-cabinet
L14-1 L1-1 24VDC (+)
Power 24VDC max 3A → Power input.
L14-2 L1-2 24VDC (-)
9-pin 9-pin
Communication Profibus DP
Dsub → Dsub
Profibus DP twisted pair
C4Z C1
Use a certified Profibus DP cable suitable according to industrial environment (e.g. Miltronic profibus (L2/FIP-
DP). The cable must be guided as one line, i.e. no branches are allowed. The termination shall be done in
standard Profibus 9-pin female D-sub.

Neptune-II CPP
5.3.2 Serial interface I/O-cabinet(s)

E.g. NMEA communication, VDR-signals, alarm system.
Neptune-II Signal Term. Sign. Term. Signal Serial interface
CPU-cabinet specification no. dir. no. specification I/O-cabinet
L15-1 L1-1 24VDC (+)
Power 24VDC max 3A → Power input.
L15-2 L1-2 24VDC (-)
Communication Modbus RS-485 L15-3 L1-3
→
Modbus RS-485 twisted pair L15-4 L1-4
The cables must be screened twisted pair. The internal network must be terminated at each end, at the
manoeuvre panels. It must be guided as one line, i.e. no branches are allowed.
6 External connections
The propulsion control system interfaces sensors and actuators and other systems (e.g. main engine RPM
control, main switchboard, joystick-/DP-system etc.).
All external equipment and units are connected to connection terminals in the CPU-cabinet or the I/O-
cabinet. Below are all external connections described in detail (actuators, sensors etc. within the scope of
supply are internal connections).
Note that all connections are not necessarily present on all systems, see the systems cable plan for details
(drawing no. 016-XXXX). The descriptions below are given as guidelines. In case of other description than in
the cable plan, e.g. different terminal numbers etc., the cable plan is valid.
See installation requirements in the installation guidelines and the cable plan. Note specially that connected
units must not generate transients, e.g. connected solenoids, relay coils etc. must have transient arrester in
addition to be potential free. All inputs to the Neptune-II from external equipment/systems (i.e. outputs from
these) must be potential free or separately galvanically isolated. This may also apply to inputs. Check
carefully in each individual case. Detailed requirements are also given below.
Interfaces marked with grey colour might be connected to I/O-cabinet if present. See the cable plan (drawing
no.016-XXXX) for terminal numbers.
6.1 Gear and propeller system
6.1.1 Servo and propeller control system

Interface signals to the pitch servo unit:
Neptune-II Signal Term. Sign. Term. Signal Pitch servo unit
Pitch driver alt. 1. Phase B(-) (24V) L5-1
Stepper motor output Phase B(+) (24V) L5-2 24VDC max 5A Stepper motor on pitch
→
from stepper motor Phase A(-) (24V) L5-3 each phase actuator.
driver. Phase A(+) (24V) L5-4
Pitch driver alt. 2. 24VDC (+) L5-1
Danfoss proportional Control output L5-2 24VDC max Danfoss proportional
→
valve. Power, output Failure feedback L5-3 0,5A valve.
and fail. 24VDC (-) L5-4
24VDC (+) L5-5 Release electrical
Local control pitch
Local control L5-6 ← fields on pitch driver.
servo
24VDC (-) L5-7 Local alarm lamp.
L4-1 Toward Ahead Pitch feedback
Pitch control feedback ±10VDC from
L4-2 ← Wiper potentiometer.
alt. 1. potentiometer
L4-3 Toward Astern Normally 1k to 5k.
L4-4 Toward Ahead Pitch feedback
Pitch indication ±10VDC from
L4-5 ← Wiper potentiometer.
feedback alt. 1. potentiometer
L4-6 Toward Astern Normally 1k to 5k.
External connections Page 6

Neptune-II CPP
Neptune-II Signal Term. Sign. Term. Signal Pitch servo unit

Pitch control feedback 4-20mA from L4-1 + signal
← Pitch feedback sensor.
alt. 2. transmitter L4-2 - signal
Pitch indication 4-20mA from L4-4 + signal
← Pitch feedback sensor.
feedback alt. 2. transmitter L4-5 - signal
On/Off pickup for
24VDC max L6-1
Shaft RPM pick-up ← detecting RPM of the
100mA L6-2
propeller shaft.
24VDC max L6-3 Servo oil pressure
Servo oil pressure ←
100mA L6-4 switch.
6.1.2 Clutches
Interface signals to standard clutches. See cable plan (drawing no. 016-XXXX) for terminal numbers:
Neptune-II Signal Term. Sign. Term. Signal Clutch interface
Pressure switch
0VDC common L6-? sensing the clutch
Clutch Indication ←
Indication L6-? pressure (Closed
when clutch engaged).
24VDC (-) Com L6-?
Max load Clutch engage and
Clutch solenoid valves 24VDC (+) IN L6-? →
50W/solenoid disengage valves.
24VDC (+) OUT L6-?
Interface signals to Scana Volda Softclutch. See cable plan (drawing no. 016-XXXX) for terminal numbers:
Neptune-II Signal Term. Sign. Term. Signal Clutch interface
Pressure switches
0VDC common L6-?
Clutch indication sensing the clutch
Indication L6-? ←
status pressures (Closed
Soft indication L6-?
when pressure OK).
24VDC (-) Com L6-?
24VDC (+) IN L6-?
Clutch solenoid Max load Clutch engage and
24VDC (+) OUT L6-? →
valves 50W/solenoid disengage valves.
24VDC (+) FLUSH L6-?
24VDC (+) SOFT L6-?
Misc interlock signals to clutches. See cable plan (drawing no. 016-XXXX) for terminal numbers:
Neptune-II Signal Term. Sign. Term. Signal Clutch/engine/MSB
CPU-cabinet specification no. dir. no. specification interface
Interlock Clutch IN 0VDC common L6-?
← Potential free contact.
General Feedback L6-?
Interlock Clutch OUT 0VDC common L6-?
General Feedback L6-?

Neptune-II CPP
6.2 Main engine(s) / prime mover

Interface signals to the main engine(s) (governor, diesel control, safety system).
6.2.1 General interfaces

See cable plan (drawing no. 016-XXXX) for terminal numbers:
Neptune-II Signal Term. Sign. Term. Signal Main engine(s)
Speed setting signal 4-20mADC L7-? + signal 4-20mA To governor(s) speed
→
(isolated output) Max load 500 L7-? - signal 4-20mA setting input.
24VDC (+) L7-? Power to sensor
Load signal from Fuel rack position
Signal L7-? ← + signal 4-20mA
engine(s) (galv. isolated output).
GND L7-? - signal 4-20mA
RPM indication Signal L7-? + signal 4-20mA Engine RPM
←
(to instrument) GND L7-? - signal 4-20mA (galv. isolated output).
Interlock clutch in high 0VDC common L7-?
RPM Feedback L7-?
0VDC common L7-?
Emergency clutch out ← Potential free contact.
Feedback L7-?
Slowdown 0VDC common L7-?
(Pitch limit 1) Feedback L7-?
L7-? NC
Interlock start main Interlock start main
L7-? → Common
sngine output engine.
L7-? NO (wirebreak)
6.2.2 Standard additions for MaK-interface

Special interface MaK engines, others do also exist. See cable plan (drw. no. 016-XXXX) for terminal numbers:
Neptune-II Signal Term. Sign. Term. Signal Main engine(s)
Remote RPM control 0VDC common L7-? Potential free contact
←
request Feedback L7-? (pulse).
Remote RPM control 0VDC common L7-? Potential free contact
←
selected Feedback L7-? (change over).
Remote RPM control L7-? Potential free Confirm the remote
→
accepted L7-? contact RPM control request.
0VDC common L7-?
Overload ← Potential free contact.
Feedback L7-?
6.3 Main switchboard (shaft generator interface)

Neptune-II Signal Term. Sign. Term. Signal Main switchboard
CPU-cabinet specification no. dir. no. specification (MSB) interface
Potential free contact.
Shaft generator 0VDC common L8-?
← Interlock constant
engaged Feedback L8-?
RPM.
Constant RPM L8-? Potential free Interlock shaft
→
engaged L8-? contact generator.
Electronic speed
+ signal 4-20mA
Signal L8-? setting potentiometer.
External RPM setting ← - signal 4-20mA
GND L8-? Galvanically isolated and
(or 0-10V)
noise protected in MSB.
0VDC common L8-?
Increase RPM setting ← Step increase constant
Feedback L8-?
RPM setting.

Neptune-II CPP
Neptune-II Signal Term. Sign. Term. Signal Main switchboard

CPU-cabinet specification no. dir. no. specification (MSB) interface
0VDC common L8-?
Reduce RPM setting ← Step reduce constant
Feedback L8-?
RPM setting.
E.g. positive signal as
+ signal 4-20mA generator and negative
Shaft generator load Signal L8-?
← - signal 4-20mA signal as motor.
signal GND L8-?
(or 0-10V) Galvanically isolated and
noise protected in MSB.
6.4 Joystick-system (joystick interface)

Neptune-II Signal Term. Sign. Term. Signal Joystick interface
0VDC common L9-? Potential free contact.
Joystick call ←
Feedback L9-? Request from joystick.
L9-? Potential free CPP ready for joystick
Joystick ready →
L9-? contact control.
+ signal 4-20mA
Signal L9-? Joystick pitch order
Joystick pitch order ← - signal 4-20mA
GND L9-? (galvanic isolated).
(or ±10V)
+ signal 4-20mA
Signal L9-? Joystick RPM order
Joystick RPM order ← - signal 4-20mA
(or ±10V)
6.5 DP-system (DP interface)

Neptune-II Signal Term. Sign. Term. Signal DP interface
0VDC common L9-? Potential free contact.
DP call ←
Feedback L9-? Request from DP.
L9-? Potential free CPP ready for DP
DP ready →
L9-? contact control.
+ signal 4-20mA
Signal L9-? DP pitch order
DP pitch order ← - signal 4-20mA
(or ±10V)
+ signal 4-20mA
Signal L9-? DP RPM order
DP RPM order ← - signal 4-20mA
(or ±10V)
Pitch feedback 4-20mADC L9-? + signal 4-20mA
→ Pitch position.
(isolated output) Max load 500 L9-? - signal 4-20mA
Pitch order (isolated 4-20mADC L9-? + signal 4-20mA
→ Pitch order.
output) Max load 500 L9-? - signal 4-20mA
Propeller shaft RPM 4-20mADC L9-? + signal 4-20mA
→ Propeller shaft RPM.

Neptune-II CPP
6.6 Voyage data recorder (VDR)

Neptune-II Signal Term. Sign. Term. Signal VDR interface
Pitch feedback 4-20mADC L10-? + signal 4-20mA
→ Pitch position.
Pitch setting (isolated 4-20mADC L10-? + signal 4-20mA
→ Pitch setting.
Propeller shaft RPM 4-20mADC L10-? + signal 4-20mA
→ Propeller shaft RPM.
RPM setting (isolated 4-20mADC L10-? + signal 4-20mA
→ RPM setting.
6.7 GPS interface for Speed pilot

Signal interface to GPS for the Speed pilot:
Neptune-II Signal Term. Sign. Term. Signal GPS
NMEA 0183
L3-? A
(or IEC 61162-1). NMEA 0183
GPS input L3-? ← B
Galvanically (or IEC 61162-1)
L3-? Sign. GND
isolated input.
The GPS interface is according to the NMEA 0183 version 2.00 (or IEC 61162-1) VTG-sentence.
6.8 Serial interface to alarm/monitoring system

Two alternatives exists, Modbus and NMEA 0183 version 2.00 (or IEC 61162-1). The connections may either
be in the Neptune-II CPU-cabinet (L? in the table below is then L3) or in a separate unit/cabinet.
Signal interface to alarm/monitoring system:
Neptune-II Signal Term. Sign. Term. Signal Alarm/monitoring
specification no. dir. no. specification system
L?-? D+ Modbus RS-485.
Modbus RS-485
Interface alternative 1 L?-? → D- Galvanically
twisted pair
L?-? Sign. GND isolated input.
NMEA 0183
NMEA 0183 L?-? A (or IEC 61162-1).
Interface alternative 2 →
(or IEC 61162-1) L?-? B Galvanically
isolated input.
The telegram definition is given in separate documentation, and may be system dependent.
6.9 Miscellaneous
Several more inputs and outputs may be available. See project specific documentation (specially the cable
plan, drawing no. 016-XXXX) for more information.

4 User`s Manual
User manual
Neptune-II CPP
Efficient sailing
- Safe harbouring!
User manual
Neptune-II CPP
Ownership
Scana Mar-El AS.
Liabilities
Warning
equipment.
of the equipment.
Improvements
Scana Mar-El AS
N-3880 Dalen Telefax: +47 35 07 58 01
Revision history
A Minor additions. NW 06.10.2009
B Design update and some minor alterations. HOK 08.12.2010
C
D
Neptune-II CPP - User manual en_B.odt 08/12/2010
Page I
User manual
Neptune-II CPP
Table of Contents
1 Overview...........................................................................................................................................................1
2 General.............................................................................................................................................................1
3 Manoeuvre stations..........................................................................................................................................2
3.1 Different manoeuvre stations / control panels.........................................................................................2
3.2 Control and status units...........................................................................................................................3
3.2.1 Manoeuvre lever..............................................................................................................................3
3.2.2 Graphic display (standard bridge panels)........................................................................................3
3.2.3 High-resolution colour touch screen (ECR panel and advanced bridge panels)............................3
3.2.4 Push-buttons and indicators............................................................................................................6
3.2.5 Indicator LED's.................................................................................................................................7
3.3 Command transfer...................................................................................................................................8
4 Pitch control......................................................................................................................................................8
4.1 Pitch output..............................................................................................................................................8
4.2 Pitch measurement..................................................................................................................................8
4.3 Pitch control methods...............................................................................................................................9
4.4 Ramp functionality....................................................................................................................................9
4.5 Automatic load control..............................................................................................................................9
4.6 Other pitch reductions and gains.............................................................................................................9
4.7 Miscellaneous..........................................................................................................................................9
4.7.1 Wrong way detection.......................................................................................................................9
5 RPM control....................................................................................................................................................10
5.1 RPM output............................................................................................................................................10
5.2 RPM control methods.............................................................................................................................10
5.3 Ramp functionality..................................................................................................................................10
5.4 Miscellaneous........................................................................................................................................10
6 The clutch control system...............................................................................................................................10
6.1 Operation of clutches.............................................................................................................................10
6.2 Interlocks................................................................................................................................................10
6.3 Valve outputs..........................................................................................................................................10
6.4 Indication of clutch state.........................................................................................................................11
6.5 Miscellaneous.........................................................................................................................................11
6.6 Special clutch/gearbox options..............................................................................................................11
7 System modes................................................................................................................................................11
7.1 Normal....................................................................................................................................................11
7.2 Backup....................................................................................................................................................11
8 Operating modes............................................................................................................................................11
8.1 Operation mode.....................................................................................................................................12
8.1.1 Local control...................................................................................................................................12
8.1.2 Standard panel control...................................................................................................................12
8.1.3 Joystick mode................................................................................................................................12
8.1.4 DP mode........................................................................................................................................12
8.1.5 Speed pilot mode...........................................................................................................................12
8.2 RPM modes...........................................................................................................................................12
8.2.1 Combinator.....................................................................................................................................12
8.2.2 Separate.........................................................................................................................................13
8.2.3 Constant RPM................................................................................................................................13
8.2.4 Limit RPM.......................................................................................................................................13
9 Alarms.............................................................................................................................................................13
9.1 Voltage failure alarm..............................................................................................................................13
9.2 System failure alarm..............................................................................................................................13
9.3 Project dependant alarms......................................................................................................................13
Page II
User manual
Neptune-II CPP
1 Overview
Neptune-II CPP is a propulsion control system for safe and secure vessel control. It has various operating
modes to suit the vessels different operating conditions. There can be up to seven manoeuvre stations.
Functions:
 Control of pitch main propulsion propeller(s).
 Control of main engine(s) RPM.
 Control of clutch(es).
 Automatic load control for protection of the main engine(s).
Main units:
 1 CPU-cabinet (2 off for duplex systems).
 1 to 6 bridge manoeuvre stations (bridge panels).
 0 or 1 ECR manoeuvre station (ECR panel).
 I/O-cabinet(s) (if present, system dependent).
 Miscellaneous sensors and actuators.
Documentation:
 Installation and interface manual Neptune-II CPP.
 Installation guidelines Neptune-II CPP.
 User manual Neptune-II CPP (this manual).
 Service manual Neptune-II CPP.
 System drawings.
 Special documentation referred to in the individual manuals.
System drawings:
 See drawing list.
2 General
The total system consists of one or more manoeuvre station(s), a CPU-cabinet with electronic cards, and
miscellaneous sensors and actuators. The manoeuvre station(s) are the system's operating unit(s), they are
the only units used during normal operation (also called panels, e.g. bridge panel, ECR panel).
All system settings and adjustments are carried out from a standard MS-Windows PC running a special
program called MarWin-II (available from Scana Mar-El) or from the touch screen on the ECR panel (or in
advanced bridge panel). Connections to peripheral units, sensors, actuators and other systems are via the
CPU-cabinet or I/O-cabinet(s) if present.
The vessel's propulsion units are controlled from the manoeuvre stations order lever and push-buttons.
Operating information (e.g. propeller pitch, RPM etc.), warning and error messages are shown on the
operating stations graphic display.
Optimal safety is obtained by a main system and an independent backup and indication system. Different
versions of the backup systems are available, from the standard push-button operated system to a
sophisticated hot backup system.
General Page 1
User manual
Neptune-II CPP
3 Manoeuvre stations
All user interaction during normal operation is through units on the manoeuvre station(s). They are equipped
with push-buttons, order lever, graphic display etc. necessary for system control and status.
3.1 Different manoeuvre stations / control panels

Standard single and double bridge panels:
Advanced double bridge panel:
Single and double ECR panels:
Manoeuvre stations Page 2

User manual
Neptune-II CPP
3.2 Control and status units
The manoeuvre stations are equipped with an order lever on the bridge panels (rotary controls on the ECR
panels), a graphic display, push-buttons, and indicators. There are back-lighting in all units, including the
lever, display and push-buttons. The back-lighting and the light in the indicators may be adjusted to suit the
surrounding lighting conditions.
3.2.1 Manoeuvre lever

The manoeuvre lever is the primary unit for controlling the vessel's propulsion, main engine RPM and
propeller pitch. Either a single lever can control both pitch and engine RPM, in a 'combinator mode', or two
separate levers can be used to independently control pitch and RPM, in an 'individual mode'.
Normally systems with separate levers for pitch and RPM also have the 'combinator mode', in which case the
pitch lever becomes the only operational lever and the RPM lever has no function.
The pitch and RPM order signals can be programmed to follow various curves in relation to the lever
position. In 'combinator mode' it is most often correct to have non-linear 'combinator curves' while in
'individual mode' the curves are often linear and follows the levers (e.g. 75% lever position equals 75% RPM
and/or pitch).
3.2.2 Graphic display (standard bridge panels)

The graphic display is the system's information centre. Operating and status information like propeller pitch,
RPM and other relevant information is shown. Guiding and helping information is shown when useful for the
operator. The graphic display serves as the output unit for the extensive warning and error checking system.
The push-buttons adjacent to the display ('+', '-' and '') navigates through the different available views.
3.2.3 High-resolution colour touch screen (ECR panel and advanced bridge panels)
Same as above but with extended information and features like trends, alarm log, set-up and adjustment
functionality, and export/import of system data and parameters. Navigation is by soft-buttons in the touch
panel instead of push-buttons.
Menu access depends on current password level:
 Level 0: Normal user level.
 Level 1: Extended user menus.
 Level >1: Only for authorised service personnel.
Standard information in the display:

User manual
Neptune-II CPP
Menu dependant display area:

 'HOME' - Project menu 1, 2 ,3....:
 'TREND' - Trend menu 1, 2....:
 'ALARM' - Alarm list:
Alarm history
See Service manual
for detailes
 'MENU' - Main navigation menu:

User manual
Neptune-II CPP
The menu navigation tree:
Hom e m e n u NEXT Proje ct NEXT Proje ct NEXT

HO ME (Proje ct menu 2 menu 3
m e n u1) TREND
Tre nd NEXT Tre nd NEXT
menu 1 menu 2
All m e n us
Alarm De taile d
ALARM NEXT alarm m e nu
m e nu
Mode and Pitch

MENU In fo RPM statu s NEXT status NEXT
NEXT
S yste m Enable d C lu tch
statu s NEXT fun ction s NEXT statu s
C om bin ator Load Load

C urve s cu rve in fo cu rve in fo
Ram p
Ram p
cu rve in fo
Level = 0
Level = 1 O ve rride
slowdown
O ve rride
loadcon trol
Pitch
Use r m e nu Pitch menu
Use r
RPM
RPM menu
Main m e nu Load
Load menu
File Save alarm an d

log to USB
Export S ave se tu p
Level = 1 param e te r m e n u to USB
Level > 1 File m anage r Im port
(only service- Load se tu p
menu param e te r m e n u
from US B
engineers)
Save proje ct
To US B
Load proje ct
From US B
S e rvice
S e rvice menu
S e tup
S e tup menu

User manual
Neptune-II CPP
3.2.4 Push-buttons and indicators

During change of state, the light in the corresponding push-button will flash (if the change of state time is
long enough). 75% duty cycle indicates it is going from on to off and 25% from off to on.
3.2.4.1 Standard and most common push-buttons

 IN COMMAND
Push-button with light for command transfer. Green continuous light in the button indicates that the
panel is in service (only lit at one panel at a time). Flashing yellow or green light indicates a
command transfer is activated.
 TRANSFER COMMAND
Push-button with light for command transfer to another panel. Flashing yellow light indicates that a
command transfer is activated.
 EMERGENCY ECR COMMAND TRANSFER
Function on the ECR panel. Push and hold both 'In Command' and 'Transfer Command' buttons in
this panel for at least two seconds and the engine room will receive control.
 BACKUP ON/OFF
Push-button integrated in the "backup circle" for activation and deactivation of the backup system.
Light in the "backup circle" indicates that the backup system is active.
 PITCH (Arrow UP)
Push-button integrated in the "backup circle". Only active while the backup system is on. The
propeller pitch moves in the arrow direction as long as the button is pushed.
 PITCH (Arrow DOWN)
Push-button integrated in the "backup circle". Only active while the backup system is on. The
propeller pitch moves in the arrow direction as long as the button is pushed.
 ACKNOWLEDGE (Silence symbol)
Push-button for acknowledging alarms. Further information is given in the graphic display.
 LIGHT UP/DOWN (In ECR/advanced bridge panels the buttons are located in the touch screen)
Increases (+) and decreases (-) the light in the indicators, display,levers and the back lighting.
Lamp test if both '+' and '–' are pressed together. The back lighting is increasing while dimming of
indicators and display is reducing. The back lighting will also be turned off in daylight.
 ACTIVATE (with 'Enter' symbol, '')
The 'Activate' button is used to confirm operation of other critical functions (push-buttons) to avoid
accidental operation of these functions. The functions that require 'Activate' can be set by
programming parameters and some are by default used with 'Activate'. The button light is
on/flashes as long as the function is active.
 CLUTCH IN
Push-button with light for engaging the clutch, used with 'Activate' button. Steady green light
indicates that the clutch is engaged, flashing yellow light indicates that engaging sequence is
active.
 CLUTCH OUT
Push-button with light for disengaging the clutch, used with 'Activate' button. Steady green light
indicates that the clutch is disengaged, flashing yellow light indicates that disengaging sequence is
active.
 CLUTCH IN/OUT
Push-button with light for toggling the clutch in and out, used with 'Activate'. Steady green light
indicates that the clutch is engaged while light off indicates that the clutch is disengaged. Flashing
yellow light indicates that an engaging or disengaging sequence is active.
 COMBINATOR
Push-button with light for activation and deactivation of the combinator mode. Green light indicates
that the combinator mode is active. In the combinator mode the pitch lever is the combinator lever
and the RPM lever has no function.
 CONSTANT RPM
The engine speed will be set to a pre-set speed in the system or controlled from an input from the
main switchboard. Green light indicates that the constant RPM mode is active.

User manual
Neptune-II CPP
3.2.4.2 Push buttons for most common options and extended functions
 LIMIT RPM
The engine speed can be varied between two pre-set limits with the RPM lever. Normally shaft
generator mode, then the limits correspond to 50 and 60Hz. Green light indicates that the limit
RPM mode is active.
 RPM CONTROL
Push-button with light to confirm and indicate that the RPM is controlled from the remote control
system. Green light when local/remote switch on main engine panel are at the remote position.
Flashing yellow light indicates a request from local RPM control to transfer RPM control to
manoeuvre station. Press button to confirm.
 FEATHER MODE
Push-button with light for setting the pitch in feathering position. Green light indicates that the
feather mode is active.
 ACTUATOR PITCH RELEASED (LOCAL CONTROL PITCH)
Push-button with light that switches off the electrical field in the stepping motor. The pitch actuator
can then be operated by hand. The light is also lit when the actuator field is switched off caused by
too low servo oil pressure.
 LOAD INCREASE
Push-button with light for increasing the max. load up to the max. limit pre-set in the system. Green
light as in the 'Load Reduce' button.
 LOAD REDUCE
Push-button with light for reducing the max. load below the max. limit pre-set in the system. Green
light if the load has been reduced with this button. Use the load increase button to reset the manual
load limit.
 SET SPEED
Push-button with light for activating the Speed pilot functionality. Green light indicates active
functionality. See separate description.
 INCREASE SPEED
Push-button with light for increasing speed set point in the Speed pilot functionality. Green light
when button is pressed.
 REDUCE SPEED
Push-button with light for reducing speed set point in the Speed pilot functionality. Green light when
button is pressed.
Push-buttons may be used to toggle on and off other various functions like Fi-Fi-pumps, standby-pumps,
motors etc. Green light indicates that the function is active.
3.2.5 Indicator LED's

Only in standard bridge panels. Text in touch screen in the ECR panel and advanced bridge panels.
Project dependent indicators. Red light indicates a failure or warning while green light indicates running or
active applications.
Following indications are most common:
 SYSTEM FAILURE
Indicating serious failure in the main or backup control system. Red light indicates that it is not
possible to switch between backup on or off. Extended alarm information in the display.
 OVERLOAD
Indicating main engine overload. The automatic load control of the system will operate the pitch in
order to not prevent dangerous overload of the main engines. The load control may be disabled
from the ECR panel. WARNING!! This may cause engine damage. Disabling of load control is time
logged in the system.
 SLOWDOWN
Indicating a slowdown condition due to e.g. an engine failure. The slowdown may be disabled from
the ECR panel. WARNING!! This may cause engine damage. Disabling of slowdown is time logged
in the system.

User manual
Neptune-II CPP
3.3 Command transfer

The Neptune-II supports up to seven manoeuvre stations but only one manoeuvre station can at any time be
in command. The command can be transferred between any stations.
The panels have an 'In Command' push-button with light which is lit on the panel in service/command and off
on all other stations.
Responsibility change between the panels is carried out with the push-buttons 'In Command' and 'Transfer
Command'. The order levers must be in the same position before command is transferred.
When power is applied to the system, no panel is in service. Press 'In Command' at any panel to take
command. The RPM will then be set to the settings (order lever positions) at the manoeuvre station that is
given the command. The pitch will still be controlled by the backup system. Deactivate the backup system
with the 'Backup On/Off' button to control the pitch with the main system. If a message is still shown on the
graphic display, acknowledge it by pressing the 'Ack' push-button.
The command is transferred to other stations according to the procedure below:
1. Press the 'In command' push-button on the manoeuvre station where the command is wanted. The
light in the 'In command' push-button starts flashing yellow indicating that a command transfer is in
progress.
2. At the same time the 'Transfer Command' button in the manoeuvre station which is in service also
start flashing yellow. Confirm command transfer from this panel by pressing this button. (The
"transfer command" action is not needed between panels which are located nearby each other on
the bridge.)
3. The indicators will now flash green. If necessary move the order lever to the same position as the
one on the station in service. Help for finding the position is given in the display.
4. When the two orders are within limits the command is transferred. The light in the 'In Command'
push-button is lit on the new panel in service, and switched off on the panel which was in service.
Alternatively point 1 and 2 above may be done in reverse order:
1. Press the 'Transfer Command' push-button on the manoeuvre station in service in order to give
away the command. The light in the 'Transfer Command' push-button starts flashing yellow
indicating that a command transfer is in progress.
2. At the same time the 'In Command' button in all the other manoeuvre stations will start flashing
yellow. Confirm command transfer to another panel by pressing this button in wanted panel.
3. Equalise orders as above.
Since the command is only transferred at identical orders, the risk for giving unwanted manoeuvres are
completely eliminated. The procedure for transferring the command is also very easy and quick to carry out.
In case of an emergency, the ECR can take control without the bridge acknowledging.
Emergency take over procedure:
1. On the ECR panel press and hold down both 'In Command' and 'Transfer Command' for at least
two seconds. Because this is an emergency takeover, the ECR will get the command
independently of bridge pitch lever position and the pitch will move to the ECR pitch order position.
4 Pitch control
4.1 Pitch output

The propeller pitch deflection is achieved by an electromechanical actuator or hydraulic proportional valves.
The actuator is driven by a stepping motor and has built-in feedback unit for pitch position sensing. Servos
using hydraulic valves have the feedback unit placed on the gear.
4.2 Pitch measurement

The propeller pitch is measured with two separate sensors inside the feedback unit, one for control and one
for indication. The pitch indicators are scaled in percent. Neutral pitch is displayed as 0%, maximum pitch
ahead 100% and maximum pitch astern -100%.
Pitch control Page 8

User manual
Neptune-II CPP
4.3 Pitch control methods

The order lever on the manoeuvre station in command controls the pitch from full astern to full ahead. The
maximum ahead and astern pitch positions, which corresponds to the ±100% range, are set during sea trial.
Alternatively an analogue external input from e.g. a joystick- or DP-system may control the pitch.
If a system failure occurs, an alarm light will be lit and a buzzer will sound. At the same time the command
will automatically be transferred to the push-button operated backup system. The backup system can also be
activated by a push-button. Note that the backup system can drive the pitch to the mechanical end-stops,
which is often past the +/-100% limits, with corresponding risk for overloading the main engine etc.
If it is necessary to operate the pitch manually at the gear, the actuator can be de-energized by operating the
'Local Control Pitch' push-button on the ECR panel. Some systems may also have backup control from the
levers, as a part of a 'Hot backup' system. In case see separate description.
4.4 Ramp functionality

The propeller pitch can follow various curves from -100% to +100% (i.e. full astern to full ahead) and vice
versa in relation to the lever position. The curves are set according to optimum performance. Several curves
can be used for various conditions. For instance some conditions may require the pitch to approach
maximum before the engine RPM and vice versa. Any type of pitch curve can be implemented.
4.5 Automatic load control

The engine load is monitored by the automatic load control. The propeller pitch is automatically limited to
prevent overload situations.
The load control consists of three main features:
1. An advanced PID controller will keep the pitch reduced to the maximum calculated allowed load of
the engine(s). The calculated load is based on the load signal from the engine(s) and the RPM.
2. A dynamic overload controller will prevent the propeller pitch from oscillating e.g. if the vessel is
sailing in rough sea.
3. A pitch ramp up slowdown function reduces the pitch speed as it approaches max. load.
4.6 Other pitch reductions and gains

Several pre-adjustable or analogue pitch reductions are available. These may be operated by external units
like engine control system or the main switchboard. Normally the reductions would be activated as a
slowdown, in advance of a known increase in engine load or a reduction in available power.
A boost function is available. E.g. if a PTI clutch is engaged, the maximum load can increase. Makes it
possible to achieve e.g. 110% pitch. Can also be used to reduce the pitch operating span, i.e. if higher
resolution of the lever movement is desired.
The ECR panel has a function for pitch/load reduction of 20% from max. pitch ('Load Reduce' and 'Load
Increase'). The amount of available pitch reduction can be set to other values than the default 20%. This is
used with heavily loaded vessel, rough weather conditions or if the engine needs enhanced protection.
4.7 Miscellaneous
4.7.1 Wrong way detection

If the pitch is moving in the wrong direction due to system failure, it will be detected as a runaway situation. If
the pitch is not moving when a new order is given, its a stall situation.
A pitch runaway situation will cause the system to enter the backup mode and give alarm. A stall situation will
give an alarm.
Pitch control Page 9

User manual
Neptune-II CPP
5 RPM control
5.1 RPM output

The system gives a RPM order to the main engine(s), hereafter called 'RPM output'. The system has several
interfaces for the RPM output depending on the engine type etc.
5.2 RPM control methods

The RPM can be controlled from all panels. The RPM varies from idle to full with combinator lever movement
from mid-position to full ahead or full astern or from a separate order lever/ potentiometer.
Alternatively analogue external input from e.g. a joystick- or DP-system may control the RPM output.
Some systems may have backup control of the RPM output. In combinator mode the RPM output will be
calculated according to pitch position and actual combinator curve. When changing the pitch, the RPM will
follow up. Otherwise in 'Hot backup' the RPM will be controlled by the levers.
5.3 Ramp functionality

A set of RPM ramp curves makes it possible to control the RPM speed output change.
5.4 Miscellaneous
The RPM control system can be set up to automatically increase the idle RPM when the clutch is engaged.
The value of the idle rise is adjustable. It is used specially on engines with low power at low RPM.
A crash stop function will reduce the RPM output if the combinator lever is moved fast from ahead to astern
(and vice versa) until the propeller pitch has passed through the zero position.
6 The clutch control system

Control of up to six clutches available.
6.1 Operation of clutches

May be operated by either:
 Push-buttons on the manoeuvre station (one push-push button or separate engage/disengage
buttons). For safety reasons the clutch buttons require an additional 'Activate' button.
 Automatic engaging / disengaging sequences (as a part of a special clutch sequence).
6.2 Interlocks
The main clutch may be interlocked with 'Zero Pitch' and 'High RPM' as standard.
Other external interlock conditions may be included. The system will not engage the clutch during an
interlock situation.
6.3 Valve outputs

The system has outputs to astable or bistable potential free solenoid valves. Output: 24VDC, max. 2A.
Analogue output to soft-clutches controlled by analogue operated valves is also available (as a part of a
special clutch sequence).
The clutch control system Page 10

User manual
Neptune-II CPP
6.4 Indication of clutch state

To get a true indication of the clutch state, the system requires a potential free NO contact from a pressure
switch sensing the clutch pressure. The switch should be configured to close when the clutch is engaged.
An analogue signal from the clutch pressure can also be used (as a part of a special clutch sequence).
6.5 Miscellaneous
The system has an output from a potential free contact giving information about the clutch state. Normally
used to prevent starting of the main engine if the clutch is engaged. This is called 'Interlock Start Engine'.
The system has an input for disengaging of the clutch from a potential free contact, 'Emergency Clutch Out'
which is used if the engine suddenly stops unintentionally.
6.6 Special clutch/gearbox options

The emergency clutch out function may also demand monitored circuits with alarm outputs to comply with
the DP2 classification requirements.
Special clutch sequences can be implemented, like electrically controlled soft-clutches, advanced interlock
systems and automatic engage/disengage sequences.
It is also possible to gather more information at the gearbox, like temperatures and pressures, witch can be
trended and logged together with already existing system information in the touch screen or in the
commissioning software. This is a useful tool for service and maintenance of the gear and propeller system.
This depends on the actual system.
7 System modes
The Neptune-II has two system modes:
1. Normal.
2. Backup.
Switching between these modes are carried out by toggling the 'Backup On/Off' button in the panel in
command.
7.1 Normal
In this mode the main controllers of the system will control all functionality of the system except handling and
indication of system variables. This is always carried out by the backup/indication controllers.
7.2 Backup
The ‘Backup’ mode takes over control of the basic functionality of the main controllers for propeller pitch
position. The 'Backup' has separate backup/indication controllers and is independent of the main controllers.
This mode is entered either manually with the 'Backup On/Off' button or automatically in case of a serious
system error in the main control system.
8 Operating modes
The system controls the vessel's propulsion units by input from the operator via levers, push-buttons and
external inputs.
Note that during all normal operation the main engine must be running. It is not possible to control the
propeller pitch unless the main engine or the standby pump is running.
Depending on the actual system, several modes are available. They are divided into two types:
1. Operation mode.
2. RPM mode.
Operating modes Page 11

User manual
Neptune-II CPP
8.1 Operation mode

These modes are handling different kinds of pitch and RPM control inputs:
1. Local control.
2. Standard panel control.
3. Joystick mode.
4. DP mode.
5. Speed pilot mode.
8.1.1 Local control

If the servo oil pressure is low and the clutches are disengaged, the pitch servo will be electrically
disconnected to ensure that the pitch control system is interlocked.
An external contact from a servo pressure switch is needed. The pressure switch is delivered from the gear
supplier. The switch is mounted to sense the pressure both from the main pump and from an auxiliary pump.
An optional manual on-off switch beside the gearbox will also release the pitch electrically to make it possible
to move the pitch servo by hand in an emergency situation.
8.1.2 Standard panel control

Pitch and RPM are controlled from the manoeuvre station in service as described in chapters 'Pitch control'
and 'RPM control'.
8.1.3 Joystick mode

Pitch (and eventually RPM) order are received from an external joystick-system. To enter the joystick mode
the manoeuvre station in service must be on the bridge and a call signal from the joystick-system must be
active.
8.1.4 DP mode
Pitch (and eventually RPM) order are received from an external DP-system. To enter the DP mode the
manoeuvre station in service must be on the bridge and call signal from the DP-system must be active.
8.1.5 Speed pilot mode

A speed over ground signal must be received from a speed sensing device in operation, e.g. a GPS system,
to be able to enter the mode.
The Speed pilot mode is entered by pressing the 'Set Speed' button. The actual speed is then saved as the
wanted speed and an automatic controller starts to regulate the pitch in order to keep constant speed. The
'Increase Speed' and 'Reduce Speed' buttons in the panel will change the actual speed setting accordingly.
The mode is left and the command transferred back to the order lever by changing the lever position.
8.2 RPM modes

These modes are handling the relations between the pitch and RPM control outputs:
1. Combinator.
2. Separate.
3. Constant RPM.
4. Limit RPM.
8.2.1 Combinator
One order lever controls both the RPM and the pitch according to the active combinator curve.
Four sets of combinator curves are available to make an optimal ratio between pitch and RPM when running
in combinator mode, e.g. depending of number and type of engines/motors connected to the shaft.
If the system is equipped with separate order levers for pitch and RPM, when selecting 'combinator mode',
the pitch lever will be the combinator (order) lever, and the RPM lever will have no function.
Operating modes Page 12

User manual
Neptune-II CPP
8.2.2 Separate
The system is equipped with separate order levers for pitch and RPM for independent control.
8.2.3 Constant RPM

The engine is set to a pre-set RPM. The pitch/combinator lever controls only the propeller pitch, the RPM
lever has no function.
The mode is activated from the engine room panel. In this mode the RPM is controlled from the main switch
board or as a fixed speed in the system.
When the 'Constant RPM' mode is chosen and the constant RPM setting is achieved, the system gives a
closed contact to the main switch board. The main switch board sends back a closed contact when the shaft
generator is engaged. It is not possible to disengage the 'Constant RPM' mode when the shaft generator is
engaged. This handshake logic prevents damaging the generator.
8.2.4 Limit RPM

The pitch lever controls the propeller pitch. The RPM lever controls the RPM between two pre-set RPMs and
thus 'limited RPM' settings, normally corresponding to 50 and 60 Hz from the shaft generator.
9 Alarms
The system has two alarm outputs:
1. Voltage failure alarm.
2. System failure alarm.
These are normally connected to the vessels main alarm system.
In addition alarms and warnings that are not critical for the system are given internally. Both these and the
system failure alarm are controlled by the internal fault monitoring system.
Internal alarms and warnings are given at the control panels by flashing the alarm light and sounding the
buzzer. The display will also show a list of the alarms and warnings.
Alarms are acknowledged by pressing the acknowledge button on the panel which has command.
9.1 Voltage failure alarm

The system is equipped with voltage failure alarms, both the 24VDC supply voltages and the internal
operating voltages are monitored.
If any of the voltages should fail, an alarm is given via an open potential free contact (normally connected to
the vessels alarm system).
The LED's in front of the filter and voltage monitoring card (mounted in the CPU-cabinet) shows status of the
voltages.
9.2 System failure alarm

The system is equipped with a fault monitoring system which continuously monitors the systems and reacts
in case of malfunction. The external output of the fault monitoring system is the 'System Failure' alarm.
In case of a serious system failure, an alarm via an open potential free contact is given (normally connected
to the vessels alarm system), and the control is transferred to the backup system.
See the service manual for an overview of failures causing system failure.
The pitch indication system will still be working, since it is a part of the backup system and also has its own
independent track on the feedback potentiometer.
9.3 Project dependant alarms

The system may include other alarm outputs to external systems if required. See the system drawings.
Alarms Page 13
5 Service Manual
Service manual
Neptune-II CPP
Efficient sailing
- Safe harbouring!
Service manual
Neptune-II CPP
Ownership
Scana Mar-El AS.
Liabilities
Warning
equipment.
of the equipment.
Improvements
Scana Mar-El AS
N-3880 Dalen Telefax: +47 35 07 58 01
Revision history
A Design update and some alterations and corrections. HOK 08.12.2010
B
C
Neptune-II CPP - Service manual en_A.odt 08/12/2010
Page I
Service manual
Neptune-II CPP
Table of Contents
1 Introduction.......................................................................................................................................................1
2 General description..........................................................................................................................................1
3 Tuning and adjustments...................................................................................................................................1
3.1 General.....................................................................................................................................................1
3.2 Using the touch screen in the ECR panel/advanced bridge panel..........................................................1
3.2.1 User available menus......................................................................................................................2
3.2.2 Pitch offset adjustments...................................................................................................................2
3.2.3 RPM output calibration.....................................................................................................................4
3.2.4 Load signal adjustments..................................................................................................................5
4 Special procedures...........................................................................................................................................6
4.1 Manoeuvre panels....................................................................................................................................6
4.1.1 Calibrate order units for the panel computer...................................................................................6
4.2 Export of system parameters and data using USB memory stick (flash drive).......................................6
4.2.1 Export of alarm and trend log..........................................................................................................6
4.2.2 Export of set-up parameters............................................................................................................6
4.3 Import of system parameters using USB memory stick (flash drive).......................................................7
4.3.1 Import of set-up parameters............................................................................................................7
5 Troubleshooting................................................................................................................................................7
5.1 Power failure alarm..................................................................................................................................7
5.2 System failure alarm................................................................................................................................7
5.3 Overview of internal alarms and warnings...............................................................................................9
5.3.1 !!SERIOUS ERROR!! - Alarms causing 'System failure'...............................................................9
5.3.2 !!WARNING!! - Alarms caused by an abnormal situation..............................................................9
5.3.3 !CAUTION! - Messages caused by operating interlocks.............................................................10
Page II
Service manual
Neptune-II CPP
1 Introduction
This manual describes basic tuning/adjustments and troubleshooting of the Neptune-II CPP propulsion
control system.
In addition to this manual the following documentation are available and essential:
1. Installation and interface manual Neptune-II CPP.
3. User manual Neptune-II CPP.
4. System drawings.
5. Special documentation referred to in the individual manuals.
The individual hardware modules included are described in the system drawings.
Neptune-II CPP is a propulsion control system for safe and secure vessel control. It controls main engine
RPM, propeller pitch and clutches. Different operating modes to suit the vessel's different operating
conditions may be implemented. Up to seven control stations can be included.
The Neptune-II CPP consists of the following main units:
1. CPU-cabinet.
3. I/O-cabinet if present.
Further description regarding the functionality, different modes etc. of the Neptune-II CPP are given in 'User
manual Neptune-II CPP'.
3 Tuning and adjustments

Most adjustments must be performed by authorised service engineers. However some adjustments may be
carried out by trained personnel. This section describe these procedures.
All the system settings, tunings and adjustments of the Neptune-II CPP propulsion control system are carried
out from the touch screen in the ECR panel/advanced bridge panel or from a PC. If using a PC, the
Neptune-II CPP PC software MarWin-II is needed. The following describes the operation and procedures
using the touch screen in the ECR panel/advanced bridge panels.
3.1 General
It is assumed that the system is in operation and working properly apart from needed tuning/adjustments.
The normal procedure for tuning and adjustments is:
1. Tune the parameters as good as possible alongside the dock.
2. Do the final parameter tuning (load adjustments etc.) during sea trial.
3. Test the different operating modes etc. from each control position.
3.2 Using the touch screen in the ECR panel/advanced bridge panel
All set up and tuning parameters are available for editing from the touch screen in the ECR panel/advanced
bridge panel. Access to the parameters depends on the login level via password. Some parameters are
restricted to Scana Mar-El's service engineers.
At start-up the parameters at access level 0 are available for editing.
Tuning and adjustments Page 1

Service manual
Neptune-II CPP
To get access to more parameters enter the password level in the 'Main Menu':
Access level Password Access
0 None, automatically entered when powering Standard user access.
the panel.
1 MAR-EL Export of system data and some user
commissioning parameters.
2 For service engineers only. All above, plus vital system parameters.
3 For service engineers only. Scana Mar-El service engineer level.
Customers/users log in at level 1 for adjustments.
3.2.1 User available menus

Log in at level 1. Thereafter choose 'User' under the 'Edit' heading. From this menu it's possible to do user
calibrations and function overrides.
'USER MENU' - Extended user functionality:
3.2.2 Pitch offset adjustments

There may sometimes be a need for small adjustments of pitch position. The ship may behave differently
through different loading conditions, there might have been work done on the pitch servo system, mechanical
wear and tear etc. This procedure makes it possible to store an offset for each of the zero pitch-, full ahead-
and full astern positions. The actual parameter-values are not changed. The maximum offset is limited to
±15% from the actual parameter-value. There are no limits on how often the procedure can be repeated. It
would normally be a good idea to clear the offset-values the next time a full set-up is made.
If it is not possible to trim the pitch satisfactory with the pitch offset adjustments, a mechanical adjustment of
the pitch feedback sensor or a new complete feedback calibration must be performed. Contact authorised
service personnel before doing either.
Caution: The following procedures involve changing the pitch while the engine is running. This may be
dangerous unless done properly. Always check with equipment suppliers before doing changes.
The procedure is basically the same for all three positions. Find the (new) correct position by adjusting the
offset values, and afterwards save the new value.
To access the pitch menu in the ECR panel:
 'MAIN MENU' → Login level 1 (see password above) → 'USER MENU' → 'Pitch menu'
In order to enter new offset values you may either touch the value and enter a new number with the graphic
numeric keyboard or use the '+' OR '–' buttons to increase or reduce the value.

Service manual
Neptune-II CPP
'PITCH MENU' - User pitch calibration:
3.2.2.1 Adjusting zero pitch

The zero pitch is best adjusted next to a stationary object, with no water currents and calm weather. Loosely
tied to the dock is often the best situation for this adjustment. Usually the propeller wake around zero pitch is
so little that an increase in engine RPM is necessary to notice movements. Observe the propeller water and
movement of the vessel.
1. Put the pitch lever in zero position.
2. Do small adjustments to the 'Zero Offset adjustment' value (steps of 0,1 - 0,5%).
3. Observe the movement of the ship and re-enter new values until “zero pitch” is achieved.
4. Press 'Save Zero Indication' and confirm with 'OK' in order to get the pitch indication feedback
equal to the pitch control feedback.
3.2.2.2 Adjusting maximum pitch ahead

The maximum pitch is always adjusted at lever full ahead to get optimum engine and propeller performance.
The engines must be able to reach maximum RPM for this procedure. If engine RPM must be adjusted go to
chapter 3.2.3. Maximum pitch is the pitch deflection that gives maximum allowed engine conditions such as
RPM, fuel load, charge air pressure, exhaust temperature, etc. Always check with engine supplier.
If it is a twin screw vessel, i.e. the ship has a dual system (port and starboard) both systems must be tuned
simultaneously.
1. Press the 'Load control' override button in the 'User Menu'.
2. Put the pitch lever in full ahead position if possible. Take care not to overload the engine. Always
check with engine supplier.
3. If the engine gets overloaded before the lever is at 100%, retard the lever and reduce the 'Max
Offset adjustment' value to -15%. Then set the lever to full ahead position. Since the engine will be
running at full steam it is best to approach maximum pitch from a too low than a too high deflection.
4. Do small adjustments of the 'Max Offset adjustment' value. As the pitch approaches maximum
carefully increase with smaller steps (0,1 - 0,5%).
5. Observe the engine RPM, loads, turbo charger pressures and exhaust temperatures and re-enter
new values until wanted maximum pitch is achieved.
6. Press 'Save Max Indication' an confirm with 'OK' in order to get the pitch indication feedback equal
to the pitch control feedback.
7. Enable the automatic load control again.

Service manual
Neptune-II CPP
3.2.2.3 Adjusting maximum pitch astern

If it is a twin screw vessel, i.e. the ship has a dual system (port and starboard) both systems must be tuned
simultaneously.
1. Press the 'Load control' override button in the 'User Menu'.
2. Put the pitch lever in full astern position if possible. Take care not to overload the engine. Always
check with engine supplier.
3. If the engine gets overloaded, first reduce the 'Min Offset adjustment' value to -15%. Then set the
lever to full astern position.
4. Do small adjustments of the 'Min Offset adjustment' value (steps of 0,1 - 0,5%).
5. Observe the engine load and re-enter new values until wanted “min pitch” is achieved.
6. Press 'Save Min Indication' and confirm with 'OK' in order to get the pitch indication feedback equal
to the pitch control feedback.
7. Enable the automatic load control again.
3.2.3 RPM output calibration

Sometimes it may be necessary to adjust the RPM setting output to the engines. This procedure makes it
possible to store new maximum and idle settings for the RPM output signal to the engine(s). The actual
parameter-values are not changed. The setting is limited to ±30% from the actual parameter-value. There
are no limits on how often the procedure is repeated.
Caution: The following procedures involve changing the maximum engine RPM. This may be dangerous
unless done properly. Always check with equipment suppliers before doing changes.
This adjustment should always be taken into consideration when maximum pitch is adjusted after engine
commissioning is performed.
To access the RPM menu in the ECR panel:
 'MAIN MENU' → Login level 1 (see password above) → 'USER MENU' → 'RPM menu'
'RPM MENU' - User RPM calibration:
3.2.3.1 Adjusting maximum RPM

1. The maximum engine RPM should be adjusted before sea trial with the clutches disengaged. If
there is a problem with RPM drop (smaller engines) at maximum pitch ahead at sea trial, the RPM
output setting may be adjusted simultaneously with the maximum pitch ahead adjustment.
2. Observe the engine RPM.
3. Do small adjustments of the 'RPM Offset adjustment' value in order to achieve maximum RPM on
engine(s) (steps of 0,1 - 0,5%).

Service manual
Neptune-II CPP
3.2.4 Load signal adjustments

NB! Only to be done when maximum pitch and RPM are properly adjusted.
There may sometimes be a need for small adjustments of maximum load. There might f.ex. have been work
done on the engines or load sensors. This procedure makes it possible to store an offset for each of the load
signals coming from each engine. The offset is limited to ±30% of the Voltage/mA input signal calibration.
There are no limits on how often the procedure can be repeated.
Caution: The procedure involve changing the load/pitch while the engine is running at full load. This may be
dangerous unless done properly. Always check with equipment suppliers before doing changes.
The procedures is the same for all load signals, one for each engine, but they will affect each other. Use the
system specific documentation to find out which engine is connected to each load signal. Find the (new)
correct maximum load by adjusting the offset values.
To access the load menu in the ECR panel:
 'MAIN MENU' → Login level 1 (see password above) → 'USER MENU' → 'Load menu'
'LOAD MENU' - User load signal adjustments:
3.2.4.1 Adjusting maximum load

1. The load signal may be adjusted at sea-trial when maximum pitch is adjusted and achieved.
2. The ship must have a stable speed and course with not to rough sea at maximum pitch ahead.
3. The automatic load control must be enabled.
4. Observe the turbo charger pressure and exhaust temperatures of the engines in order to achieve
maximum load of all engines. If there is unbalance between engines due to RPM drop or other load
sharing problems, maximum load correction will not be properly done.
5. Do small adjustments of the 'Load Offset adjustment' values in order to achieve about 99,5% load
on all engines (steps of 0,1 - 0,2%).
6. If the ship has a dual system (port and starboard) both systems must be tuned simultaneously.
7. When all active load signals are approximately 99,5% (not above 100%) the load offset calibration
is finished.

Service manual
Neptune-II CPP
4 Special procedures
4.1 Manoeuvre panels
4.1.1 Calibrate order units for the panel computer

If the order potentiometers have been replaced or mechanically adjusted, they have to be re-calibrated.
Carry out the appropriate procedure below.
Standard bridge panels:
1. Press the '' button in abt. five seconds to enter the set-up menu.
2. Enter the order calibrating menu according to guidance.
3. Move all levers and potentiometers first to maximum, then to minimum and then to zero (if present).
The sequence is important, otherwise the values will be inverted.
4. Save the settings according to the guidance.
ECR panel and advanced bridge panels:
1. Enter 'Main Menu'.
2. Login to level 2.
3. Enter 'Service Menu'.
4. Enter 'Panel Menu'.
5. Enter the order calibrating menu according to guidance.
6. Move all levers and potentiometers first to maximum, then to minimum and then to zero (if present).
The sequence is important, otherwise the values will be inverted.
7. Save the settings according to the guidance.
4.2 Export of system parameters and data using USB memory stick (flash drive)
In order to achieve easy help from authorised service personnel, the system can save the alarm- and trend
logs and set up/tuning parameters to a USB memory stick. The USB connector is located on the side of the
touch screen unit on the ECR panel. Either lift up the ECR panel if possible or access the USB connector
from the back side. These data may be e-mailed to authorised service personnel who can evaluate them.
4.2.1 Export of alarm and trend log

Procedure for exporting the alarm and trend log:
1. Get access to the back side of the ECR panel.
2. Put in a USB memory stick into the slot on the right side of the touch screen unit.
3. Observe that the touch screen recognize the USB memory stick and confirm that a file structure
shall be created.
6. Enter 'File Manager Menu'.
7. Press the button 'Save alarm and log to USB flash drive'.
8. Remove the USB memory stick when saving is completed. The file can be copied and sent as an
attachment in an e-mail.
4.2.2 Export of set-up parameters

Procedure for export of set-up parameters:
2. Put in a USB memory stick into the slot on the right side of the touch screen unit.
shall be created.
7. Enter 'Export Parameter Menu'.
8. Select destination directory using the 'Select USB directory: #Param' button and select '#Param'.
9. Save the file using the button 'Export set up to USB flash'. A name must be entered for the file.
10.Remove the USB memory stick when saving is completed. The file can be copied and sent as an
attachment in an e-mail.
Special procedures Page 6

Service manual
Neptune-II CPP
4.3 Import of system parameters using USB memory stick (flash drive)
WARNING! This will affect all the set-up and tuning of the system! Only do this when the ship is out of
operation and securely moored and in agreement with authorised service personnel!.
4.3.1 Import of set-up parameters

Procedure for import of set-up parameters:
2. Put in a USB memory stick with the file structure and the set-up file into the slot on the right side of
the touch screen unit.
shall be created.
7. Enter 'Import Parameter Menu'.
8. Select destination directory using the 'Select USB directory: #Param' button and select '#Param'.
9. Press the button 'Import set up from USB flash'.
10.Press the green 'OK' button and select the correct file to import.
11.Remove the USB memory stick when import is finished.
12.Leave the 'Import Parameter Menu'.
13.Test the system with the new parameters.
5 Troubleshooting
Note that during troubleshooting the LEDs in the systems are giving a lot of information. There are LED
indication on all digital inputs and outputs in addition to voltage monitoring etc. The internal alarm handling
system will also give useful information.
5.1 Power failure alarm

The LED's on the side of the filter and voltage monitoring card (mounted in the CPU-cabinet) shows status of
the voltages, both the external power supplies and the internal.
Possible faults and actions:
Symptom Cause Correction
Voltage failure alarm. One of the 24VDC power supply Check fuses F1-F4 in the CPU-cabinet.
The system is OK. circuits is out. Check the power supply (24VDC).
Voltage failure alarm. One of the internal circuits are Check fuses F5 -> in the CPU-cabinet.
Part of the system is "dead". out. Check the internal power supply voltages.
Voltage failure alarm. Both 24VDC power supply circuits Check the fuses in the CPU-cabinet and in the I/O-cabinet.
The system is "dead". are out. Check the power supply (24VDC).
Any of the internal voltages are Check if there is a short circuit on the 24VDC supply internally
missing. in the system.
Check the internal power supply voltages.
5.2 System failure alarm

The system failure alarm is activated when the fault monitoring system discovers a serious internal error. In
addition to the audible and visual alarms externally, the system failure is indicated with an LED inside the
CPU-cabinet. The system failure LED is located on the side of the filter and voltage-monitoring card mounted
in the CPU-cabinet.
The system failure alarm will automatically transfer the command to the backup system.
The 'normal' and 'backup' systems are independent. If a serious failure in the backup system occurs it will not
be possible to put the system into backup mode.
The system failure alarm is only related to control of propeller pitch and engine RPM. It will not trigger if a
failure is related to other functions such as generator, clutch, engine functions other than RPM, etc.
Troubleshooting Page 7
Service manual
Neptune-II CPP
The first thing to do is to check the error message in the manoeuvre panels and also check the pitch related
hardware carefully. Further troubleshooting may be necessary if the display message is not enough.
Conditions that will trigger the system failure alarm:
 Loss of communication to the control panel in command.
 Failing order lever on control panel in command, (pitch and/or RPM).
 Missing connection between CPU-cabinet and actuator (position feedback).
 Faults on electronic cards in CPU-cabinet related to pitch control.
 Pitch moving in the wrong direction.
Possible system failure causes and actions:
Symptom Cause Checkpoints Correction
The LED's in panel are No communication Are any LED's on YES Check connection of the panel cable (the cable with
flashing or will start to between the main communication module multi-plugs) and the cable itself.
flash when button is controllers in the C4A in the CPU-cabinet Check the wiring, connection terminals etc.
pressed. panel and the CPU- flashing? Check the network termination.
cabinet. Check the panel itself.
NO Check the main controller (C4) in the CPU-cabinet.
The message “NO No communication Are any LED's on YES Check connection of the panel cable (the cable with
COMMUNICATION between the backup communication module multi-plugs) and the cable itself.
WITH BACKUP“ in the controllers in the C5A in the CPU-cabinet Check the wiring, connection terminals etc.
panel display. panel and the CPU- flashing? Check the network termination.
cabinet. Check the panel itself.
NO Check the backup controller (C5) in the CPU-cabinet.
The system is Broken pitch control Is the failure present YES Check the wiring, connection terminals etc.
transferred to backup feedback sensor or during the whole range Replace the feedback sensor.
and the message “Pitch cabling. of pitch servo
feedback failure Main movement? NO Replace the feedback sensor.
controller” appears in
the panel display.
The message “Pitch Broken pitch Is the failure present YES Check the wiring, connection terminals etc.
feedback Indication indication feedback during the whole range Replace the feedback sensor.
failure” appears in the sensor or cabling. of pitch servo
panel display or movement? NO Replace the feedback sensor.
feedback indication is
wrong and not possible
to calibrate.
The system is Broken pitch order Is the failure present YES Check the wiring, connection terminals etc.
transferred to backup sensor or cabling in during the whole range Replace the order sensor.
and the message “Pitch the panel or device of pitch order
order failure” appears in (e.g. DP/Joystick) in movement? NO Replace the order sensor.
the panel display. command.
The system is Broken RPM order Is the failure present YES Check the wiring, connection terminals etc.
transferred to backup or sensor or cabling in during the whole range Replace the order sensor.
RPM output is frozen the panel or device of RPM order
and the message “RPM (e.g. DP/Joystick) in movement? NO Replace the order sensor.
order failure” appears in command.
the panel display.
The system is Broken pitch servo Is it possible to re-enter YES Check the wiring, connection terminals etc. of the
transferred to backup motor or cabling. main control command pitch servo motor for loose wires.
and the message “Pitch and run the pitch servo? Reduce the sensitivity of the runaway detection.
runaway condition”
appears in the panel NO See next checkpoint.
display. Is it possible to operate YES Check outputs from the main controller to pitch driver.
the pitch from backup Contact authorised service personnel.
control?
NO Check the pitch servo. Is it possible to move the pitch
locally.
Check the wiring, connection terminals etc. of the
pitch servo motor for breakage.
Check pitch actuator or valve.
Service manual
Neptune-II CPP
5.3 Overview of internal alarms and warnings
5.3.1 !!SERIOUS ERROR!! - Alarms causing 'System failure'

!!SERIOUS ERROR!! - Alarms causing 'System failure'. See chapter 5.2.
Alarm text Further description

Main Controller Error - Check error in ECR panel More detailed alarms may appear in the ECR panel.
Contact authorised service personnel.
Backup Controller Error - Check error in ECR panel More detailed alarms may appear in ECR panel.
Contact authorised service personnel.
Power failure Main Controller - Check fuses See chapter 5.1.
Power failure Backup Controller - Check fuses See chapter 5.1.
Panel IN COMMAND NOT responding Main controller See chapter 5.2.
Panel IN COMMAND NOT responding Backup controller See chapter 5.2.
Pitch Order Failure Main Controller See chapter 5.2.
Pitch Order Failure Backup Controller See chapter 5.2.
Pitch Feedback Failure Main Controller See chapter 5.2.
Pitch Feedback Failure Backup Controller See chapter 5.2.
Pitch Feedback Failure Indication See chapter 5.2.
Pitch Runaway condition Main Controller See chapter 5.2.
Pitch Runaway condition Backup Controller See chapter 5.2.
Panel IN COMMAND NOT responding Backup controller See chapter 5.2.
Pitch Order Failure Main Controller See chapter 5.2.
RPM Order Failure Main Controller See chapter 5.2.
RPM Order Failure Backup Controller See chapter 5.2.
IO Communication Failure! See chapter 5.2.
5.3.2 !!WARNING!! - Alarms caused by an abnormal situation

!!WARNING!! - Alarms caused by an abnormal situation.
Alarm text Further description

Emergency Command transfer to ECR Panel The command was taken to ECR without confirming on bridge.
Pitch Stall condition The pitch is not moving. Servo failure?
Local Control Pitch Activated Local control of pitch is taken.
Local control RPM activated Local control of RPM is taken.
Main Engine Slowdown An input has activated the slowdown function.
Slowdown Override The slowdown function has been deactivated.
Clutch engaged abnormally The clutch indication input has been activated without a clutch
engage sequence. Sensor failure?
Clutch indication failure? Request Clutch Out The clutch indication input has been deactivated without a clutch
disengage sequence. Sensor failure?
Time-out when engaging clutch Too long clutch engage sequence time before indication input
has been activated.
Time-out when disengaging clutch Too long clutch disengage sequence time before indication input
has been deactivated.
Soft clutch engaged too fast Too short clutch engage sequence time before indication input
has been activated.
Clutch disengaged! Emergency clutch Out The emergency clutch out input has been activated.
Engine stopped! Pitch to Zero! Move lever to reset pitch. If no shaft clutch is present, the input above will activate this
alarm and function.
Service manual
Neptune-II CPP
5.3.3 !CAUTION! - Messages caused by operating interlocks

!CAUTION! - Messages caused by operating interlocks.
Alarm text
Command transfer not possible - Change mode first
Activate Feather mode Not possible! - Clutch engaged
Engage Const. RPM Not possible! - External Interlock!
Disengage Const. RPM Not Possible! - External Interlock!
Disengage Const. RPM Not Possible! - Shaft Generator Engaged
Disengage Const. RPM Not Possible! - No RPM Lever on panel in cmd.
Disengage Const. Limit RPM Not Possible! - No RPM Lever on panel in cmd.
Engage Limit RPM Not possible! - External Interlock!
Disengage Limit RPM Not Possible! - Shaft Generator Engaged
Disengage Limit RPM Not Possible! - External Interlock
Engage Limit RPM Not Possible! - No RPM Lever on panel in cmd.
Combinator Mode Not Possible! - Const. RPM Mode Engaged
Combinator Mode Not Possible! - Limit RPM Mode Engaged
Separate Mode Not Possible! - Const. RPM Mode Engaged
Separate Mode Not Possible! - Limit RPM Mode Engaged
Separate Mode Not Possible! - No RPM Lever on panel in cmd.
Engage clutch Not Possible! Emergency Clutch Out interlock
Engage clutch Not Possible! RPM too high
Engage clutch Not Possible! External Interlock
Engage clutch Not Possible! Pitch not in neutral
Disengage clutch Not Possible! External Interlock
Disengage clutch Not Possible! Shaft Generator Engaged
6 Commissioning manual
Commissioning manual
Neptune-II CPP
Efficient sailing
- Safe harbouring!
Neptune-II CPP
Ownership
Scana Mar-El AS.
Liabilities
Warning
equipment.
of the equipment.
Improvements
Scana Mar-El AS
N-3880 Dalen Telefax: +47 35 07 58 01
Revision history
- Initial release. HAL 19.05.2010
A Design update. Some additions, alterations and rearrangements. HOK 08.12.2010
B
C
Neptune-II CPP - Commissioning manual en_A.odt 08/12/2010
Page I
Neptune-II CPP
Table of Contents
1 Introduction.................................................................................................................................................... 1
1.1 General.................................................................................................................................................. 1
1.2 Commissioning, set-up and tuning procedures......................................................................................1
2 Mechanical and electrical installation checks................................................................................................. 2
2.1 Mechanical checks................................................................................................................................ 2
2.1.1 CPU-cabinet.................................................................................................................................. 2
2.1.2 I/O-cabinet..................................................................................................................................... 2
2.1.3 Manoeuvre panels......................................................................................................................... 2
2.1.4 Sensors and actuators................................................................................................................... 3
2.1.5 Cables and electrical conductors................................................................................................... 3
2.2 Electrical checks with no power applied................................................................................................. 3
2.2.1 24VDC power supplies.................................................................................................................. 3
2.2.2 Earth fault external 24VDC system................................................................................................ 3
2.2.3 Earth fault internal 24VDC system................................................................................................. 4
2.2.4 Internal connections....................................................................................................................... 4
2.2.5 External connections..................................................................................................................... 4
3 System checks and pre-adjustments............................................................................................................. 5
3.1 Applying power...................................................................................................................................... 5
3.2 Basic system checks and operation....................................................................................................... 5
3.2.1 Panel set-up checks...................................................................................................................... 5
3.2.2 Backup mode operation................................................................................................................. 5
3.2.3 Normal mode operation................................................................................................................. 5
3.3 The pitch system.................................................................................................................................... 5
3.3.1 Pitch movement and direction........................................................................................................ 5
3.3.2 Pitch feedback mechanical limits................................................................................................... 6
3.3.3 Pitch control................................................................................................................................... 6
3.3.4 Pitch speed.................................................................................................................................... 6
3.4 The clutch system.................................................................................................................................. 6
3.4.1 Clutch interface.............................................................................................................................. 6
3.5 The RPM system................................................................................................................................... 6
3.5.1 RPM order signal........................................................................................................................... 6
3.5.2 RPM feedback............................................................................................................................... 6
3.6 Operating curves................................................................................................................................... 7
3.6.1 Pitch and RPM combinator curves................................................................................................. 7
3.6.2 Load curves................................................................................................................................... 7
3.6.3 Ramp curves.................................................................................................................................. 7
3.7 Operating modes................................................................................................................................... 7
3.7.1 Pitch and RPM modes................................................................................................................... 7
3.7.2 Special modes............................................................................................................................... 7
3.8 The automatic load control system........................................................................................................ 7
3.8.1 Engine load signals........................................................................................................................ 7
3.8.2 Load control parameters................................................................................................................ 8
3.9 Alarms.................................................................................................................................................... 8
3.9.1 Power failure.................................................................................................................................. 8
3.9.2 System failure................................................................................................................................ 8
3.9.3 Custom specific alarms.................................................................................................................. 8
4 Adjustments alongside quay.......................................................................................................................... 9
4.1 Zero pitch calibration............................................................................................................................. 9
4.2 Propeller shaft RPM............................................................................................................................... 9
4.3 Idle and maximum RPM settings........................................................................................................... 9
4.4 RPM modes and settings....................................................................................................................... 9
5 Sea trial........................................................................................................................................................ 10
5.1 Maximum pitch ahead calibration (max. pitch).....................................................................................10
5.2 Maximum pitch astern calibration (min. pitch)......................................................................................10
5.3 Load signal calibration......................................................................................................................... 11
5.4 Combinator curve optimization............................................................................................................. 11
5.5 Ramp curve optimization...................................................................................................................... 11
5.6 Load curve optimization....................................................................................................................... 11
5.7 The automatic load controllers............................................................................................................. 12
5.7.1 PID controller............................................................................................................................... 12
5.7.2 DO controller................................................................................................................................ 12
5.7.3 Loadspeed controller................................................................................................................... 12
6 Commissioning report.................................................................................................................................. 13
Page II
Neptune-II CPP
1 Introduction
This manual describes the start-up and sea trial procedures of the Neptune-II CPP propulsion control system.
In addition to this manual the following documentation is available and essential:
2. Installation and interface manual Neptune-II CPP.
3. Service manual Neptune-II CPP.
4. User manual Neptune-II CPP.
5. System drawings.
6. Special documentation referred to in the individual manuals.
The individual hardware modules included are described in the system drawings. Block diagram and
miscellaneous details are given in the cable plan, drawing no. 016-XXXX.
1.1 General
Neptune-II CPP is a propulsion control system for safe and secure vessel control. It controls main engine
RPM, propeller pitch and clutches. Different operating modes to suit the vessel's different operating
conditions may be implemented.
The Neptune-II CPP consists of the following main units:
1. CPU-cabinet.
3. I/O-cabinet(s) if present.
Neptune-II CPP is equipped with one main controller and an independent indication and backup controller.
The main controller handles everything regarding operation and control etc., while the indication controller
handles the indication of vital functions like propeller pitch and RPM in addition to backup of propeller pitch
and eventual other optional functions.
Descriptions of functionality, various modes etc. are found in the 'User manual Neptune-II CPP'.
1.2 Commissioning, set-up and tuning procedures

Control of the installation and interfaces to other equipment/systems must be carried out before the sea trial,
while the tuning and adjustments are carried out during the sea trial. If all necessary information is known,
the system set-up and configuration is done during the factory set-up and tests..
The normal procedure for inspection, set-up and tuning is:
1. Carry out the mechanical and electrical installation checks, incl. signals to connected equipment.
2. Carry out the system checks and pre-adjustments.
3. Tune the parameters as good as possible alongside the quay.
4. Do the final parameter tuning (load adjustments etc.) during sea trial.
5. Check the different control positions, operating modes etc.
WARNING! Note that power shall not be applied to the system before the checks and procedures in chapter
'2 Mechanical and electrical installation checks' are carried out successfully and it is specifically written that
power shall be applied! Otherwise serious damage may occur!
The system settings, tunings and adjustments of the Neptune-II CPP propulsion control system are carried
out from the touch screen in the ECR manoeuvre panel/advanced bridge panel or from a MS-Windows PC.
To use a PC, the Neptune-II CPP PC software MarWin-II is needed.
Introduction Page 1
Neptune-II CPP
2 Mechanical and electrical installation checks

This section describes checkpoints and procedures for commissioning the Neptune-II CPP. The first points to
check out during commissioning is to verify that all installation requirements are fulfilled, see the systems
installation documentation and go carefully through this.
Check that all fuses from the power supplies, the main fuses, are removed/open. Normally F1 to F4 in the
Neptune-II CPP, but others or more may be present in the individual system, check the cable plan (drawing
no. 016-XXXX).
2.1 Mechanical checks

The mechanical and visual checks must be carried out to ensure proper installation of the system in regards
of vibrations, EMC consideration etc.
2.1.1 CPU-cabinet
The CPU-cabinet is normally mounted easily accessible in the engine control room. In the lower end of the
CPU-cabinet there are connection terminals for connections to both system internal units and other
equipment.
Checkpoints that require special attention:
1. Check that the cabinet is rigidly mounted regarding fastening and vibrations. Vibrations must be
kept at the lowest possible level, the cabinet must be mounted so further vibrations do not occur.
2. If the temperature might rise above 55°C a cooling fan must be mounted.
3. Electrical sources of disturbance nearby (VHF, intercom etc.) must be shielded.
4. Check that there are no waste from drilling etc. inside the cabinet and on the electronic modules/cards.
5. Check that all cables and conductors are well fastened, that they do not touch any sharp edges,
and that they do not have sharp bends.
6. Check that all conductors into the terminal block are labelled with correct numbers and that the
fastening screws are well tightened.
7. Check that all cable screens are properly grounded.
2.1.2 I/O-cabinet
The I/O-cabinet may in some instances be a part of the CPU-cabinet. It is normally mounted in the engine
control room. In the lower end of the cabinet there are connection terminals for connections to both system
internal units and to other equipment.
1. Check that the cabinet is rigidly mounted regarding fastening and vibrations. Vibrations must be
kept at the lowest possible level, the cabinet must be mounted so further vibrations do not occur.
2. Electrical sources of disturbance nearby (VHF, intercom etc.) must be shielded.
3. Check that there are no waste from drilling etc. inside the cabinet and on the electronic modules/cards.
4. Check that all cables and conductors are well fastened that they do not touch any sharp edges and
that they do not have sharp bends.
5. Check that all conductors into the terminal block are labelled with correct numbers and that the
fastening screws are well tightened.
2.1.3 Manoeuvre panels

The manoeuvre panels are mounted at selected places according to the required/wanted control positions.
Checkpoints that require special attention (to be carried out for all control stations):
1. Check that the manoeuvre panel is securely mounted regarding fastening and vibrations.
2. Check that there is no waste from drilling etc. inside the cover nor on and the screw terminals/connectors.
3. Check that all cables and conductors are well fastened and that they do not touch any sharp edges
and that they do not have sharp bends.
4. Check that all conductors into the screw terminals/connectors are marked with correct numbers
and that the fastening screws are well tightened.
6. Check that the network is only terminated at the last manoeuvre panel and here only.
Mechanical and electrical installation checks Page 2

Neptune-II CPP
2.1.4 Sensors and actuators

The checkpoints must be carried out for all sensors and actuators, e.g. RPM pick-up, pitchactuator etc. See
the systems cable plan (drawing no. 016-XXXX) to find what's included.
Checkpoints to pay special attention to for each sensor/actuator:
1. Check that the sensors/actuators fastening bracket is mechanically strong. It must be so rigid that
vibration and fractures do not occur.
2. Check the actuators fastening, that it is well mounted regarding the fitting, links to the connected
arm, the stroke length, and that there is no lateral forces in any position.
3. Check that sensors are mounted correctly regarding sensing distance, mechanical movement etc.
The range is normally stamped onto the sensor.
2.1.5 Cables and electrical conductors

1. Check that all cables used are according to the requirements.
2. Check that all cables and conductors are well fastened, that they do not touch any sharp edges
and that they do not have to sharp bends.
3. Check that all conductors not in use are individually isolated and properly secured.
4. Check that the cables are not mounted nearby electrical sources of disturbance.
5. Check that all conductors into the terminal connectors are labelled with the correct numbers.
6. Check that shielded cables between different equipment have the screen connected to ground in
accordance with the installation requirements and the cable plan.
7. Check that the screen is guided unbroken through connection boxes, terminal lists etc.
8. Check that there are no waste from drilling etc. inside or outside connection boxes, terminal lists etc.
9. Check that pigtails are no longer than 50mm for any screen.
2.2 Electrical checks with no power applied

Before power is applied to the system check carefully that all connections are correct. Damage to the system
may occur if an incorrect connection exits when power is applied. Potentiometers and sensors must be
checked especially carefully.
The system has two different 24VDC power systems, the external 24VDC power system (from the ships
distribution system) and an internal 24VDC system which is galvanically isolated from the external.
Most of the measurements are done inside the system, on the connection terminals/connectors in the CPU-
cabinet or the I/O-cabinet(s) (if present), or units/equipment connected to this.
2.2.1 24VDC power supplies

Check that the required power supplies (normally two) are completely separate and independent, and that
each of them is capable of delivering the required power (current) (see the cable plan for details).
Measurements that must be done on each of the power supply circuits before connection:
1. Check that the supply voltage is within the range 24VDC -10%/+20% (21,6VDC - 28,8VDC).
2. Measure between each of the power supplies and the hull using a voltmeter. Check that the
reading counts upward to infinity or downward to zero, if a steady voltage is measured it indicates
earth fault in the power supply circuit.
2.2.2 Earth fault external 24VDC system

The measurements are carried out on the terminal block in the CPU-cabinet with all fuses in the power
supply connection terminals removed (F1-F4). They are done on the inside of the fuse connection terminals,
on the consumer side, for all the external 24VDC power supply circuits (normally two separate). Note that
external consumers like clutch solenoids are connected to this system.
If an earth fault is discovered, one and one lead connected to the external 24VDC power supply circuit with
the earth fault is removed until the fault disappears. The earth fault is then in connection with the lead last
removed. Be aware of that more than one earth fault may occur.

Neptune-II CPP
Checks to be carried out (easiest measured on the consumer side of F1 to F4 with the fuses removed):
1. Measure between 024V and the hull using an ohm-meter. The reading should be more than 3MΩ.
Lower value indicates an earth fault.
2. Measure between +24V and the hull using an ohm-meter. The reading should be more than 3M.
Lower value indicates an earth fault.
2.2.3 Earth fault internal 24VDC system

The 24VDC used internally in the Neptune-II are galvanically isolated from the external 24VDC power
supplies.
To check the internal 24VDC supply, remove the fuses in the power supply connection terminals (F1-F4).
Then measure the resistance between the hull and the test points on the MPP110 power module marked
Bat1, Bat2 and GND1. The reading should be more than 3MΩ. Lower value indicates an earth fault.
If an earth fault is discovered, remove one of the remaining fuses at the time (F5, F6 and so on) until the fault
disappears. The earth fault is then associated with the parts connected to the fuse last removed. Be aware
that more than one earth fault may occur.
2.2.4 Internal connections

Check carefully that all connections between the units listed below are correct:
1. CPU-cabinet and manoeuvre panels (including terminal resistors).
2. Between each control station.
3. CPU-cabinet and I/O-cabinet(s) (if present).
4. CPU-cabinet (I/O-cabinet) and sensors and actuators.
Check that all network terminations are correctly mounted.
2.2.5 External connections

Check carefully all connections to external equipment, i.e. gearbox, engine control system, main switch
board, joystick-system, DP-system etc.
Check carefully the requirements listed below:
1. Digital inputs: connections to digital inputs shall be potential free contacts only.
2. Digital outputs: potential free contacts. Maximum ratings resistive load are 24VDC/1A, 220VAC/1A
(considerably less when load is not purely resistive). If connected to a relay coil or similar (inductive) load,
a spark quenching device/transient arrester (protection diode) must be installed on the consumer side.
3. Analogue inputs: Check that the signals are galvanically isolated into the system (must be galvanically
isolated from all other systems). Check that the signal range is within the range for the input.
4. Analogue outputs: ±10VDC max. output current 1mA; 4-20mA min. load 600Ω; galvanically isolated.
5. Communication port to GPS: NMEA 0183 Version 2.00, i.e. EIA-422 (RS-422) hardware requirements.

Neptune-II CPP
3 System checks and pre-adjustments

These are procedures for system/function checks, and pre-adjustment of the most important functions.
WARNING! The clutches shall be disengaged and/or the prime movers stopped during these procedures!
3.1 Applying power

When all the checks in the chapter '2 Mechanical and electrical installation checks' above are carried out
successfully, power can be applied to the system. I.e. inserting the main fuses, normally F1 to F4.
WARNING! Be absolutely certain that all connections are checked and found correct before applying power,
otherwise serious damage may occur!
3.2 Basic system checks and operation

Procedures for checking basic system set-up and operation.
3.2.1 Panel set-up checks

Check the settings in the panel set-up menu for all panels:
 Mounting direction: Ahead / astern *)
 Mounting side: Starboard / port / single
 Panel address: Main / ECR / Slave1...5
 Lamp test: All indications, background lights and buzzers shall be active.
Standard panels: press '+' and '-' on the 'Light' button simultaneously.
ECR panel/advanced panels: press 'Light' then 'Lamp test' in the touch screen.
To enter the set-up menu in the standard panels push the '' in approximately five seconds. Use the '+' or '-'
buttons to enter the password (0145). In the ECR/advanced panels go to main menu and login at level > 1,
choose the set-up menu and then the panel set-up menu.
*) The end-connections of the pitch lever order potentiometer must be interchanged and the potentiometer
re-calibrated if this is changed. Remove the back cover of the panel, interchange the wires on Jx-1 and Jx-3
and carry out the calibration procedure for the order potentiometer (described in the service manual).
3.2.2 Backup mode operation

The system shall be in 'Backup mode'. Note that 'Normal mode' may not be available yet since the pitch
feedback is not calibrated.
Check that the command can be transferred to all control panels and that they are operating in 'Backup mode'.
3.2.3 Normal mode operation

The system shall be in 'Normal mode'. Note that it may be required to adjust the pitch feedback mechanically
before it is possible to enter 'Normal mode', see '3.3.2 Pitch feedback mechanical limits'.
Check that the command can be transferred to all control panels and that they are operating in 'Normal mode'.
3.3 The pitch system

If the engine is not running, start the emergency servo pump to get servo oil pressure.
3.3.1 Pitch movement and direction

Use the buttons on MPB200 in CPU cabinet to check pitch controller direction (ahead/astern). Alternatively
the backup buttons pitch (up arrow and down arrow) on the panel in command may be used if the pitch
feedback has not been connected. Observe the movement, direction and deflection. Tip: Check the mounting
direction of panel in the panel display menu to find out if the arrow upwards on the panel is ahead or astern.
If the pitch moves in wrong direction, swap wire 1 and 2 to the pitch actuator. If it is proportional valve
controlled pitch, increasing signal will "always" be ahead, but may be inverted in the analogue output menu.
System checks and pre-adjustments Page 5

Neptune-II CPP
3.3.2 Pitch feedback mechanical limits

Adjust the feedback according to the mechanical limits of the pitch servo. Activate the function in the 'pitch
feedback menu' and move the pitch servo to extreme limits and then press save.
Evaluate the extreme values. Are they acceptable or should the mechanical arrangement be adjusted?
3.3.3 Pitch control

It shall now be possible to enter 'Normal mode'. Check the pitch movement from the lever in all panels. The
pitch should now move from approximately +70 to -50% of mechanical limits.
Tip: If the pitch moves in wrong direction in normal mode, the end points of feedback control potentiometer is
swapped. Interchange wires L4-1 and L4-3. If the pitch indication goes in wrong direction, the end points of
feedback indication potentiometer is swapped. Interchange wires L4-4 and L4-6. Repeat the pitch feedback
adjustment afterwards.
3.3.4 Pitch speed

Adjust the maximum pitch speed of the system. The movement of the pitch actuator must not be faster than
the hydraulic servo, otherwise mechanical damage may occur. Use the parameter 'Max frequency' of the
pitch actuator to adjust this.
Default speed should be 450Hz for the MAC-102/103-Dxxxxx and 250Hz for the CRAB-12.
If the pitch system has valves (instead of actuator), the maximum and minimum valve output (opening) must
also be optimised in order to have a good regulation.
3.4 The clutch system
3.4.1 Clutch interface

Activate clutch outputs to check that the engage and disengage signals are connected to the correct clutch
valves and that the corresponding indication signals from clutch and servo pressures are correct.
This must be correct before starting the engines. Be sure to leave the clutch(es) disengaged.
3.5 The RPM system
3.5.1 RPM order signal

Check that the output signal to the engine control system / governor (RPM order signal) follows the order
when operating the RPM order potentiometer in the ECR panel.
Start the engine and carefully increase the RPM order while observing that the engine RPM is increasing
accordingly. WARNING! The clutches must be disengaged!
Enter the RPM set-up menu in the ECR panel to adjust the idle and maximum RPM order (Login level > 2 /
Setup menu / Parameter menu / RPM menu).
It may not be allowed to run at maximum engine RPM at this point. The maximum RPM order parameter may
therefore need to be calculated/predicted.
3.5.2 RPM feedback

Indication of engine RPM may be based on either an analogue signal from the engine control system or a
calculated RPM based on the propeller shaft RPM and the gear ratio.
The propeller shaft RPM is calculated based on pulses from the propeller shaft RPM sensor. Check the
distance between sensor and all bolts on the propeller shaft. (2-5 mm) The sensor must point at an even
surface on the head or end of the bolts.
The number of bolts and the gearbox ratio(s) must be entered in the GEAR set-up menus (one ratio for each
engine connected to the gear). The propeller shaft RPM in the main controller is used in the load control
system (Login level > 2 / Setup menu / Parameter menu / Gear menu).

Neptune-II CPP
In order to visualise the propeller shaft RPM, the same parameters must be added into the backup controller.
Copy the parameters from main controller to the backup controller or manually insert the same values into
the backup gear set-up menu. If the engine RPM is received as an analogue signal, set the maximum value
according to the analogue input scaling (Login level > 2 / Setup menu / Backup menu / Gear menu /
AnalogIO menu).
3.6 Operating curves
3.6.1 Pitch and RPM combinator curves

The optimal combinator curves should be inserted, depending of engine type, propeller curves etc.
 Check the curves in the system. May be corrected during sea trial.
3.6.2 Load curves

The optimal load curves should be inserted, depending of engine type etc.
3.6.3 Ramp curves

The optimal ramping curves of pitch and RPM should be inserted, depending of engine type etc.
3.7 Operating modes
3.7.1 Pitch and RPM modes

Check mode shift, pitch movement and engine RPM output signal for as many modes as possible:
 Separate pitch/RPM (from ECR panel).
 Combinator (from any bridge panel).
 Local control pitch (on the gearbox - activates the alarm 'Pitch released').
 Local control RPM (indication/handshaking of where the engine RPM is controlled).
 Constant/limit RPM (analogue/fixed setpoint - handshaking signals from the MSB).
3.7.2 Special modes

Speed control:
 Check the speed signal (NMEA communication / analogue input).
Landing mode:
 Check eventual interlocks and activate the mode.
3.8 The automatic load control system
3.8.1 Engine load signals

Each engine (max. four) connected to the gear may have an analogue load signal input to the system. Each
load signal are input to a corresponding load curve which calculate a load value for each engine relative to
the propeller shaft (respective engine) RPM.
Checks to be carried out for each engine:
 Check the load signal from the engine control system (or from the sensor on the fuel rack). As
default the load signal is 4-20mADC, where 16-18mA should be max. load of engine. 20mA must
be more than full load as the system needs this for adequate control.
 Disconnect the load signals and observe that a local alarm is present in panel displays.
Adjust the curves if needed (Login level > 2 / Setup menu / Load curves / Load curve 1-4).

Neptune-II CPP
3.8.2 Load control parameters

Checks to be carried out for each engine:
 Check the Minimum pitch limit for enabling the load control.
 Check the Minimum RPM limit for enabling the load control.
 Check that the dynamic load control is enabled.
 Check that the PID-control is enabled and the PID-parameters.
 Check the Ramp gain parameters (overload/always and the parameters of the enabled sets).
Adjust parameters if needed (Login level > 2 / Setup menu / Parameter menu / Load menu).
3.9 Alarms
The system have several alarm outputs. Normally these are connected to the vessels main alarm system.
Check the cable plan (drawing no. 016-XXXX) for details.
3.9.1 Power failure

A power failure is given (open contact) when a power supply is missing, an internal fuse is broken or an
internal voltage is missing.
Open a fuse or disconnect a power supply and observe that a power failure alarm is given.
3.9.2 System failure

A system failure is given (open contact) at serious errors in the system.
Simulate a system failure and observe that a system failure alarm is given.
Serious errors are:
 Main controller failure (PLC-stop).
 Backup controller failure (PLC-stop).
 Pitch feedback failure (signal failure).
 Pitch order failure (signal failure).
 Pitch driver failure (step-motor driver or proportional valve driver).
 Communication failure with panel in command.
 I/O communication failure.
3.9.3 Custom specific alarms

Other alarm outputs may be present to the alarm plant, like f.ex. softclutch failure.
Check the system specific documentation and test all present alarms.

Neptune-II CPP
4 Adjustments alongside quay

These are procedures that are normally carried out with the vessel securely moored alongside quay when all
system checks and pre-adjustments are done.
NB! Clarify with the person in charge onboard the vessel, the gear/propeller supplier and the engine supplier
before starting the tests and adjustments in the procedures below. There might f.inst. be work going on in
conjunction with or nearby the propeller shaft. Do not activate any thing nor do any adjustments etc. before
permission is clearly given by the person in charge!
During all adjustments etc. the vessel must be securely moored. Be very careful with engine RPM and
propeller pitch. Generally no quick movements with the lever must be done.
The main engine must be started. Run at idle speed if not otherwise specified.
4.1 Zero pitch calibration

The pitch must be calibrated accurate to get an optimal adjustment of the system.
Procedure for adjusting the zero pitch:
 Check that all 'Pitch Offset' adjustments are 0. (These are only for easy adjustments for trained
crew/chief).
 Start the main engine and clutch in the propeller (if twin screw only one by one).
 When the propeller shaft is running (preferable at max. speed), move the pitch lever on the panel in
command until the vessel is as steady as possible and there is least possible propeller wake. When
this is achieved, save the 'Zero pitch' setting by pressing the 'Save' and 'OK' buttons.
WARNING! When the system is in normal mode and the 'OK' button is pressed, the pitch will move to the
actual lever position. To avoid this, the system should be in backup mode when the 'OK' button is pressed.
When setting the lever to zero, both control and indication feedback settings will be correct.
It is also possible to enter the correction value manually and then press save to adjust the indication. In this
way it is not necessary to control the pitch from panel in command. (Login level > 2 / Setup menu /
Parameter menu / Pitch feedback menu.)
It is best to adjust the zero pitch next to a stationary object, with no water currents and with calm weather.
Loosely tied to the dock is often the best situation for this adjustment. Usually the propeller wake around zero
pitch is so little that an increase in engine RPM is necessary to notice movements. Observe the propeller
water and movement of the vessel.
4.2 Propeller shaft RPM

Check that the propeller shaft RPM is correct relative to the engine RPM. Use a stroboscope if any doubt. A
wrong detection of a shaft bolt will give wrong RPM calculation. See chapter '3.5.2 RPM feedback' above.
4.3 Idle and maximum RPM settings

Check and adjust if necessary:
 Idle speed/RPM.
 Maximum speed/RPM.
4.4 RPM modes and settings

Check 'Combinator', 'Separate', 'Constant RPM', 'Limit RPM (Floating frequency)' modes and settings. Check
that there are correct RPM setting values in the different RPM modes. These adjustments may already have
been checked out during the system check procedures, but may possibly be corrected to give the proper
set-up during full speed at sea trial. Adjust if necessary.
Adjustments alongside quay Page 9

Neptune-II CPP
5 Sea trial
These are procedures that shall be carried out during sea trial at full speed and load of the vessel after the
adjustments alongside quay are done. During these the final adjustments of the system are done. First adjust
the propeller pitch (load) and the engine RPM, then the automatic load control system (if equipped with).
The tests shall be carried out in all present modes of the system, i.e. with each possible mode of the clutches
engaged etc. All details about the actual system must be known in order to be able to set up the system
correctly. Necessary information is given in the system specific documentation.
The final adjustments are done when the vessel can be operated at full speed and full load. To get as good
settings as possible the adjustments should be done in smooth water.
5.1 Maximum pitch ahead calibration (max. pitch)

To do this the load control must not interfere the pitch control. The easiest way is to disable the automatic
load control by pressing the 'Override load control' button (Login level > 0 / User menu / ).
It is possible to have several max. and min. feedback parameter sets (1-4), depending on the actual
configuration. Only enabled parameter sets are accessible. This depends on the active mode.
Check the activation conditions of the feedback parameter sets in the system specific documentation.
Normally the parameter sets will follow the combinator curves, i.e. Combinator curve 1 active → feedback
parameter set 1 active. (Login level > 2 / Setup menu / Parameter menu / Pitch feedback menu)
Do the maximum pitch ahead adjustment for each parameter set:
 Cooperate with the ship officers and achieve the maximum pitch ahead (speed) of the vessel. Take
into consideration the engine loads (RPM, temperatures, load indications, turbo pressures). Use
the pitch levers in normal mode or put the system in backup mode and use the buttons to achieve
the wanted pitch.
 When it is achieved, save the 'Max. pitch' setting by pressing the 'Save' and 'OK' buttons.
WARNING! When the system is in normal mode and the 'OK' button is pressed, the pitch will move to the
actual lever position. To avoid this, the system should be in backup mode when the 'OK' button is pressed.
It is also possible to enter the correction value manually and then press save to adjust the indication. In this
way it is not necessary to control the pitch from the panel in command.
'Max pitch parameter 1' is usually used in "normal mode", which generally is when only the main clutch is
engaged. Min pitch parameters 2 to 4 are usually used in "boost modes" or "reduction modes", e.g. when two
engines/motors are clutched in, like twin-in single-out or a PTI/PTO/PTH mode. Check with the system
specific documentation in each case.
5.2 Maximum pitch astern calibration (min. pitch)

Same presumptions as maximum pitch ahead (max. pitch). Normally not necessary to achieve 100%
possible pitch astern, but it must be enough to give the vessel good manoeuvrability. The exception is when
the vessel is equipped with a joystick- and/or a DP-system. Then it is important that the maximum pitch
astern is calibrated optimally.
Save the 'Min pitch' setting (i.e. max. pitch astern) by pressing the 'Save' and 'OK' buttons.
'Min pitch parameter 1' is usually used in "normal mode". Min pitch parameters 2 to 4 are usually used in
"boost modes" or "reduction modes". See the corresponding Max pitch parameter above, and check with the
system specific documentation in each case.
Sea trial Page 10

Neptune-II CPP
5.3 Load signal calibration

The load signals were set up during system check procedures, but the maximum load of each engine must
be adjusted during sea trial. Usually this is done once the maximum pitch ahead (max. pitch) is calibrated.
Load signal calibration:
 Increase the pitch in order to achieve maximum load of all engines (one by one if possible) at 100%
speed. (max. engine RPM).
 Adjust the maximum load of each engine until the load of respective engine is indicating 99-100%
(Login level > 2 / Setup menu / Load curves / Load curve 1-4).
Remember to repeat this for each active curve (depending of number of engines/modes).
'Load signal prime mover 1' is the load signal from prime mover (engine or electric motor) 1. 'Load signal
prime mover 2' is the load signal from prime mover (engine or electric motor) 2, and so on up to 4.
5.4 Combinator curve optimization

Move the lever in steps and observe speed, temperatures, turbo pressures and fuel consumption. Eventually
try to reduce/increase the RPM relative to the pitch and check if it is an improvement. Consult the ship
officers and engine/gear suppliers.
Remember to repeat this for each active curve (depending of mode).
'Combinator curve 1' is usually used in "normal mode". 'Combinator curve 2 to 4' are usually used in "boost
modes" or "reduction modes". The active combinator curve often follows the max./min. pitch parameters, i.e.
'Combinator curve 1' is used when 'Max/min pitch parameter set 1' is active, 'Combinator curve 2' when
'Max/min pitch parameter set 2' is active, and so on. This is not necessarily always correct and must be
checked with the system specific documentation.
5.5 Ramp curve optimization

Ramp curve optimization:
 Accelerate/decelerate the vessel to/from full speed ahead and full speed astern. Observe the load
of the engines (temperatures, turbo pressures etc.) Consult the chief and/or the engine supplier.
Adjust if necessary.
Remember to repeat this for each active curve (depending of mode).
Ramp curve 1: "Normal mode". Normally only this one is in use.
Ramp curve 2: "Special mode". May be used in special modes like "Landing mode".
5.6 Load curve optimization

The load control system is using the engine load signals and propeller shaft RPM to calculate an eventual
pitch reduction in order not to overload the engine(s).
To have correct adjusted load curves relative to the propeller shaft RPM, check them as follows:
 Reduce the propeller shaft RPM in steps of about 10% and adjust the pitch (use separate or
backup) to the highest wanted value (check temperatures, etc.). Observe the calculated load of
each engine (value in “moving dot” in the curves) and adjust the curves in order to achieve about
100% in all steps.
Remember to repeat this for each curve. If several engines are present in the system, they might be run one
by one in order to achieve 100% load. Each engine have separate load curve.
'Load curve 1' is the load curve related to the load signal from prime mover (engine or electric motor) 1.
'Load curve 2' from prime mover 2, and so on up to 4.
Sea trial Page 11

Neptune-II CPP
5.7 The automatic load controllers

The automatic load controllers should be checked when the load is approximately 100% at full speed. Check
that the automatic load control is active and that all three load controllers are enabled (PID, DO and
Loadspeed).
5.7.1 PID-controller
Make a note of the settings from chapter '5.3 Load signal calibration' and temporarily increase one of these
settings in order to achieve 102-103% load of the system (highest load signal is used). Observe that the PID-
controller will reduce the pitch and try to hold the load between 99-100%. If necessary adjust the P or I in
order to achieve as stable pitch as possible.
5.7.2 DO-controller
To test the dynamic load control it is necessary to have a pulsing load around 100%. In normal
circumstances this happens in heavy sea. The pitch will then be reduced in small steps until the load is
continuously below 100%. If possible try to achieve this pulsing load and observe the dynamic load
reduction. Adjust the reduce and increase value to change the reduction speed. The test button in the load
control menu may be used in order to achieve this pulsing.
5.7.3 Loadspeed controller

Thereafter reinsert the correct max. load signal settings and reduce the pitch to about 50% with the lever and
increase it again fast. Observe that the pitch (and load) are increasing slower than normal, so that the
system does not enter an overload situation. Both the D-parameter (derivative) in the PID-controller and the
Ramp gain will work in order to prevent this overload situation. Adjust if necessary.
Sea trial Page 12

Neptune-II CPP
6 Commissioning report
Plant no: ___________________________ Date: ___________________________
Vessel: ___________________________ Service engineer: ___________________________
Installation and system checks
Mechanical and electrical installation checks OK - N/A Comment

2.1 Mechanical 2.1.1 CPU-cabinet
installation
2.1.2 I/O-cabinet
2.1.3 Manoeuvre panels
2.1.4 Sensors and actuators
2.1.5 Cables and electrical conductors
2.2 Electrical checks 2.2.1 24VDC power supplies
with no power applied
2.2.2 Earth fault internal 24VDC system
2.2.3 Internal connections
2.2.4 External connections
System checks OK - N/A Comment

3.1 Applying power 3.1 Applying power
3.2 Basic system set- 3.2.1 Panel set-up/test
up and operation
3.2.2 Backup mode operation
3.2.3 Normal mode operation
3.3 The pitch system 3.3.1 Pitch movement and direction
3.3.2 Pitch feedback mechanical limits
3.3.3 Pitch control
3.3.4 Pitch speed
3.4 The clutch system 3.4.1 Clutch interface
3.5 The RPM system 3.5.1 RPM order signal
3.5.2 RPM feedback
3.6 Operating curves 3.6.1 Pitch and RPM combinator curves
3.6.2 Load curves
3.6.3 Ramp curves
3.7 Operating modes 3.7.1 Pitch and RPM modes
3.7.2 Special modes
3.8 The automatic load 3.8.1 Engine load signals
control system
3.8.2 Load control parameters
3.9 Alarms 3.9.1 Power failure
3.9.2 System failure
3.9.3 Customer specific alarms
Commissioning report Page 13

Neptune-II CPP
Sea trial procedures
Adjustments alongside quay OK - N/A Comment

4.1 Zero pitch Zero pitch calibration
calibration
4.2 Propeller shaft Propeller shaft RPM
RPM
4.3 Idle and maximum Idle RPM setting
RPM settings
Maximum RPM setting
4.4 RPM modes and Combinator
settings
Separate
Constant RPM
Limit RPM (Floating frequency)
Sea trial procedures (at high/full speed) OK - N/A Comment

5.1 Maximum pitch Max pitch parameter 1
ahead calibration (max.
pitch) Max pitch parameter 2
Max pitch parameter 3
Max pitch parameter 4
5.2 Load signal Load signal prime mover 1
calibration
Load signal prime mover 2
5.3 Maximum pitch Min pitch parameter 1
astern calibration (min.
pitch) Min pitch parameter 2
Min pitch parameter 3
Min pitch parameter 4
5.4 Combinator curve Combinator curve 1
optimization
Combinator curve 2
Combinator curve 3
Combinator curve 4
5.5 Ramp curve Ramp curve 1
optimization
Ramp curve 2
5.6 Load curve Load curve 1
optimization
Load curve 2
Load curve 3
Load curve 4
5.7 The automatic load PID-controller
controllers
DO-controller
Loadspeed controller
Notes:
............................................................................................................................................................................
............................................................................................................................................................................
............................................................................................................................................................................
............................................................................................................................................................................
............................................................................................................................................................................
Commissioning report Page 14

7 System Drawings
DRAWING LIST Page 1 of 1
Customer / Cust. plant no. Yard / Yard plant no. Ship's name Other
Scana Volda as Mac Laren Estaleiros Macae T4280-17
1545/1546 No. 258
Mar-El Propulsion Thruster Rudder Joystick Other
Type no. Neptune-II
CPP
Plant no. 3553/3554
Text Drawing number Rev. Information
CPU Cabinet,
002 Neptune CPP 002-9967 A
Panel bridge,
003 propulsion 003-7592 B
Panel ECR,
005 propulsion 005-7593 C
Alarm plant
011 Connections 011-6008 A
Cableplan,
016 propulsion 016-9969
Start / Stop
035 Servopump
Layout rack front / cabinet, Neptune-II CPP cabinet
043 adjustments etc. 043-9970 A
Panel layout(s) Bridge panel(s)
045 (general) 045-9971
Panel layout(s) ECR panel
045 (general) 045-9972
Mechanical drawings Cabinet outline, Neptune-II CPU.
058 058-7594
Mechanical drawings Panel outline, bridge (double, standard)
058 058-7688
Mechanical drawings Panel outline, ECR (double, advanced)
058 058-7709
Mechanical drawings Adapter plate Neptune-II bridge panel
058 058-8788
Mechanical drawings Vibration damping
058 058-8449
Mechanical drawings Cabinet outline VPN
058 058-9956
Terminal box, gear
076 076-6014 A
Service PC connection
077 terminal 077-8579 B
Electrical drawings Local control switch
077 077-8721
Electrical drawings VPN cabinet
077 077-9957
w:\anlegg\tegn-lst\3553-3554_a.docx 19.04.17
210
260
300
250 210
Date: Constructed by: Scale:
08.03.17 O.Ø. 1:5 This drawing is our

property and must not
be copied or referred to
Date: Drawn by: projection method
without our permission.
SCANA MAR-EL AS
08.03.17 M.B.
Replacement for: Replaced by:
MAS0302521R5 Drawing number:
058-9956
Reference: Material: Item number:
8 Miscellaneous

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SCANA CREATES PROGRESS

Scana Mar-El plant no.: 3553-54

Customer: Scana Volda

Vessel: Mac Laren Estaleiros

3 Installation and Interface Manual

System manual contents and revisions

Neptune-II CPP Propulsion control system - Plant no. 3553-54

Documents Rev./Date Comment

DnV-GL Type Approval Certificate TAA00000SM Valid until 29.09.2018

System description 3553-54 _

Commissioning manual Rev. A

Drawing list _A_

Rev. Description Initials Date

Scana Mar-El AS • Storvegen 48, N-3880 Dalen, Norway • www.scana.no • www.mar-el.no

Pitch interface Interface to Danfoss valve Indivdual pitch/rpm No

C3 MPB200 Pitch & RPM driver U6 Controller logic 02.00 031116 / BK

with type designation(s)

is found to comply with

This Certificate is valid until 2018-09-22.

Issued at Høvik on 2016-09-23

Approval Engineer: Sergey Gilmiyarov

Form code: TA 1411a Revision: 2015-05 www.dnvgl.com Page 1 of 4

A manoeuvre panel may be for one or two propulsion lines.

Exter T70 Touch screen (ECR panel) (A-14194)

IE-SW-BL05-5TX Ethernet switch (refer to DNV certificate A-13614)

Form code: TA 1411a Revision: 2015-05 www.dnvgl.com Page 2 of 4

sw modules included in Neptun CPP sw version

and, if updated since this Type Approval Certificate was issued:

Clause for application software control

Type Approval documentation

Plant 2795 FAT report 2009-10-22

Form code: TA 1411a Revision: 2015-05 www.dnvgl.com Page 3 of 4

Plant 2795 system manual 25. september 2009

Retention survey report by DNV Sandefjord dated 2014-06-23

Tests carried out

Form code: TA 1411a Revision: 2015-05 www.dnvgl.com Page 4 of 4

REPORT NO. 2009-3549

Report No: 2009-3549, rev. 01

Date of first issue: Project No.:

Client: Client ref.:

Report No.: Subject Group:

4 Propulsion motor control

Installation and Interface

3.1 CPU-cabinet and I/O-cabinets

3.2 Manoeuvre panels

4 Power and alarm connections

4.1 Power supply

4.2 Alarm outputs

Power and alarm connections Page 2

5.1 CPU-cabinet and manoeuvre panel interconnections

5.1.1 Between CPU-cabinet and bridge panels

5.1.2 Between CPU-cabinet and ECR panel

5.1.3 Modbus RS-485 network

Manoeuvre Manoeuvre Manoeuvre

Internal connections Page 3

5.1.4 Ethernet network

The figure below shows the network schematically:

Manoeuvre panel Manoeuvre panel

5.2 Manoeuvre panel extensions

Internal connections Page 4

5.2.1 Command transfer control output unit

5.3 CPU-cabinet and I/O-cabinet(s) interconnections (if present)

5.3.1 Profibus-DP I/O-cabinet(s)