purposes only

For training
Engine Control System

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Author Current topic  00.00.2012 < 1 >
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Intellectual Property Rights

er

The intellectual property rights of this work are owned and managed by MAN
eS

Diesel & Turbo and are protected both nationally and internationally according
to related laws such as copyright law.

 This content is for personal learning and non-commercial use only.

im

 You may not modify or reproduce it except for your personal use.

This work is the proprietary intellectual property of MAN Diesel & Turbo.
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 MAN Diesel & Turbo owns all rights to this work and the lecture, and this
work is only offered by the instructor through the MAN Diesel & Turbo.
 Any use of this work at will, without the consent of MAN Diesel & Turbo, may
cause legal problems. This work is provided for the convenience of course
participant, and it does not give intellectual property rights to user.

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 purposes only
For training
Engine Control System

1) Control system:
- Multi Purpose Controller
- Control Network
- Main Operating Panel
- Local Operating Panel

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2) Tacho system

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3) Pneumatic Manoeuvring System

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Control Systems
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eS

Bridge Ctr
System
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Engine Ctr
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System

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 purposes only
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Engine Control System
MPC & Control Network

• The Multi Purpose Controllers are

identical hardware wise.
• They have different software
configurations.

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• 2 redundant control networks are
connecting all Multi Purpose Controllers

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and both Main Operating Panels
computers.
• A backup of the application- and

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setup- software is stored on both
Main Operation Panels.
• At replacement, the new controller
is automatically configured with

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correct software via the control
networks.

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Multi Purpose Controller, MPC

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

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2 separate 16 A breakers (A & B) for authorized service

every MPC personnel only)
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Multi Purpose Controller, MPC
Battery for internal clock
LED indicator

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Reset push button

DIP Switches
DIP Switches &

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Fuses
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AAA-CPH Engine Control System
Power Plug
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Multi Purpose Controller

For training

LED Information Code

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The LED gives information, either

as a constant light or by
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flashing.

A flashing LED is a coded message

from the controller. The code
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consists of 2 digits:

1. Digit is given by red flashes on

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

yellow/orange background

The 2 digits are separated by a 1

sec. yellow/orange pulse.

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Multi Purpose Controller, MPC

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Multi Purpose Controller

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Amplifier for CW FIVA (CCU’s)
and hydraulic pumps (ACU’s)

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’IP 66’ cabinet

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MPC-10 for CCUs

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Power Plug Network cables

F1 fuse
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LED indicator
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ID Key

S1 DIP Switches
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Input/output Ch. for CCUs

CPU DIP switches & Reset button
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 purposes only
For training
MPC-10

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MPC versus MPC-10

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MPC-10
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Size: 310 x 135 x 98 mm

Weight: 2.5 kg
Cabinet: 380 x 300 x 210 mm
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20 external connectors
Sheltered electronics
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MPC

Size: 370 x 280 x 87 mm

Weight: 4.2 kg
Cabinet: 500 x 400 x 210 mm
55 external connectors
Not sheltered electronics

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 purposes only
For training
MPC’s Nordic Brasilia – 6S70ME-C

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Multi Purpose Controller, MPC-10

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…in new cabinets

max 8 per cabinet
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…in classical cabinets

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Control Network
120 Ω 120 Ω

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 Net A  Net B

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120 Ω 120 Ω

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Engine Interface Control Unit, EICU

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Interface to External Systems

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eS

Manouvre-handle
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Engine Interface Control Unit, EICU
Speed Setpoint

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 Pre defined RPM for starting.
 Stop

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 Gives the minimum speed set point
 Gives the maximum speed set point
 ONLY for CPP plants - Fixed speed set point when ’Bridge command take’ is active
 Shut Down  Stop

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 Speed set point reduced to Slow Down Speed
 Speed set point set inside RPM range for shaft generator
 Speed ramp up / down, 3 RPM / Sec. Not cancellable
 80 – 100 % RPM in 90 min. on largebore engines. Cancelled by ’Increase Limits’
 Modifies setpoint to be outside the barred speed range
 Fine adjustment of speedset active

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 Running up/Down program active (optional)
 Chief can set engine max sped
 T/C cut out activated for low load operations, engine speed is limited (optional)

MAN Diesel & Turbo

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 Waste Heat Recovery . Engine speed is higher than ordered to keep shaft gen connected, (option)

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Engine Control Unit, ECU

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Start Block
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Check list of conditions which must be in

order before engine start
One list for ’Standby’ and another list
for ’FWE’ (Finished With Engine),

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Engine Control Unit, ECU

In case of start failure, there

3 governor modes: will be 2 repeated starts
RPM – Torque - Index with increased fuel (heavy
start)

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2 Running modes:
Economy - Emission

In combination with manoeuvering handle: (nothing happens

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while the handle is in ’Stop’ position)
Auto: Slow turn valve - main starting air valve - fuel
Prepare Start: Slow Turn: Only slow turning valve, no fuel
Prelube and aux blower start Air Run: Air starting sequence, no fuel
by pressing MOP or moving
man-handle.

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Engine Control Unit, ECU

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Governor
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ECU A/B are the governors –

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

 Max fuel set by C/E, for individual or all cylinders.
 A certain Pscav allows a certain index
 A certain RPM allows a certain index
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 A certain hydraulic pressure allows a certain index

 A certain hydraulic pressure allows a certain index
 TC Cut Out allows a max speed giving a certain index

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Engine Control Unit, ECU
Test of different Injection Profiles Tier II Engines

Fuel injection step-profiles

100% load, fuel pump pressure

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Cylinder Control Unit, CCU

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FIVA: Fuel Injection Valve Actuation

Proportional valve for fuel injct.
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ON/OFF for exhaust operation.

FIVA feedback from

LVDT sensor, 4-20 mA
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Fuel plunger position

4-20 mA feedback

Exh. valve spindle position

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4-20 mA feedback used in

valve control

Starting air valve,

starting sequence
identical to MC engine

Cylinder lubricator
ON/OFF valve, feedrate
controlled by injection
frequency

One CCU for every cylinder

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 purposes only
For training
Starting Air Systems

MC-C design ME-C design

30 bar Pilot air inlet
Blow-off

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7 bar
Pilot air inlet

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NC-valves
Starting air Connection
distributor for CCU

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Starting valves Starting valves

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Starting- and Pilot Air Valve

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Connection to ECS Pilot Air valve

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Starting Air valve

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 purposes only
For training
Auxiliary Control Unit, ACU
Blower Control
The blowers are starting one by one, to prevent
overload of electrical system

In AUTO mode:
 The blowers are started at ’Prepare Start’
 At engine running they are controlled by the scavenge air

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pressure, stop at 0.7 bar (time delay), start at 0.4 bar.
 At engine stop they will continue running for default 15 min.

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In Manual mode:
 Controlled by the operator

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Auxiliary Control Unit, ACU

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Pump Control
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ECU A

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

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ECU B

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

The control is modulated, based on the pressure setpoint
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and the actual hydraulic pressure.

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

but are controlled digitally by ECU A & B, either
maximum AHEAD or maximum ASTERN.

If the engine is equipped with 4 or 5 engine driven

pumps, ECU A & B are not 100 % redundant

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 purposes only
For training
Scavenging Air Control Unit, SCU
VTA, WHR, EGB

One control unit to control scavengine air pressure on all engine types, and for all actuators.

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Multi Purpose Controller, MPC

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

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5 different controller functions:

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

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

• 1 for each cylinder unit.
• Handles the cylinder specific functions (fuel injection, exh. valve, cylinder lubrication and
starting air valves)

4) Auxilliary Control Unit – ACU

• 3 units.
• Handles the auxilliary systems (hydraulic power supply, aux blowers)

5) Scavenging Air Control Unit – SCU (Option)

• 1 Unit,
• VTA, EGB, WHRS

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Engine Control System
Control Panels

Bridge Control system is

connected to EICU

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Engine Control Room Panel is

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connected to EICU

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Local Operating Panel LOP is
connected to ECU

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Main Operating Panel, MOP

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eS
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MOP-A MOP-B CoCoS/PMI

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MOPs
Different MOPs

Standalone PC Integrated PC

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EC-MOP

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Computer from Beijer
Monitor from Hatteland

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Local Operating Panel (LOP)

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FPP
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Local Operating Panel (LOP)
CPP

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Engine Control System

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1) Control system:
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- Multi Purpose Controller

- Control Network
- Main Operating Panel
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- Local Operating Panel

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2) Tacho system

3) Pneumatic Manoeuvring System

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Engine Control System
Tacho System

There are 2 redundant tacho systems.

 System A

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 System B

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Standard is:

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angle encoders with one
reference sensor on the turning
wheel (A-system)

Option is sensors at the turning wheel

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ME Tacho system
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eS
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Tacho System

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Tacho System
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Angle Encoders
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4001-A All ECU’s 4001-B

4002-A 4002-B
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TSA-A 4003-A + 4003-B TSA-B

4004-A All CCU’s 4004-B
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90 deg
ATDC
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0 deg
45 deg
TDC 1
ATDC

MMA = Marker Master A

MSA = Marker Slave A
Q1A = Quadratur 1A
Q2A = Quadratur 2A
MMB = Marker Master B
MSB = Marker Slave B
Q1B = Quadratur 1B
Q2B = Quadratur 2B

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Tacho system
Angle encoder A + B

System A (powered from ECU A)

MMA = Marker Master A
TDC 1 MSA = Marker Slave A
0 deg Q1A = Quadratur 1A
Q2A = Quadratur 2A

System B (powered from ECU B)

45 deg

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MMB = Marker Master B
MSB = Marker Slave B
Q1B = Quadratur 1B

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Q2B = Quadratur 2B

90 deg  3 – 4 revolutions of turning

engine by using ‘Air-run’ after

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(Turning wheel
Reference) initial power-on of engine
control system.
135 deg

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Pos 0-44 45-89 90-134 135-179 180-224 225-269 270-314 315-359
MMA True True True True False False False False

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MMB False True True True True False False False
MSA False False True True True True False False
MSB False False False True True True True False
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Tacho System
v

MSA on AFT end of Engine

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Tacho System Amplifier Boxes, TSA

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Tacho System
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Angle Encoders
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 Angle encoder B
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 Angle encoder A

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Tacho System
Trigger Rings + Sensors (option)

• 2 redundant set of sensors.

• Each set measure engine speed and

crankshaft position for synchronization
of the control events.
• Each set consist of four sensors. Two

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quadrature sensors measure on a trigger
ring with 360 teeth and two marker
sensors measures on a semicircular ring.

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Triggersegment with a sine-curved tooth-profile The
total trigger ring is built by 8 equal segments.

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Engine Control System

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1) Control system:
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- Multi Purpose Controller

- Control Network
- Main Operating Panel
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- Local Operating Panel

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2) Tacho system

3) Pneumatic Maneuvering System

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Pneumatic Manoeuvring System
Slow turning.

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Bu
2 Valves for Redundancy,
93 Controlled from
ECU A, 94 from ECU B

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Pneumatic Manoeuvring System

v

Starting / Air run.

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2 Valves for Redundancy,

93 Controlled from
ECU A, 94 from ECU B

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 purposes only
For training
Disclaimer

All data provided in these training materials is non-binding.

This data serves informational purposes only and is especially not
guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant
data may be subject to changes and will be assessed and determined

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individually for each project. This will depend on the particular
characteristics of each individual project, especially specific site and

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operational conditions.

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