aa-0397a- acc20 sulzer rta instruction manual

Instruction manual AutoChief C20

AA-0397-A i

AutoChief C20

Instruction Manual

Sulzer RTA Engines

Fixed Propeller installation


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Revisions

Written by Checked by Approved by Rev. Date Sign. Date Sign. Date Sign.

A 07.10.05 T 07.10.05 DAM 07.10.05 DAM B C D

Document history

Issue No. ECO No. Paragraph No. Paragraph Heading / Description of change

A AAE-000165 First Issue

The information contained in this document is subject to change without prior notice. Kongsberg Maritime AS shall not be liable for errors contained herein or for incidental or consequential damages in connection with the furnishing, performance, or use of this document. 2005 Kongsberg Maritime AS. All rights reserved. No part of this work covered by the copyright hereon may be reproduced or otherwise copied without prior permission from Kongsberg Maritime AS.

Bekkajordet P.O.Box 1009N-3194 Horten,Norway

Kongsberg Maritime AS

Telephone: +47 33 03 20 00Telefax: +47 85 02 80 28www.kongsberg.com


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Table of contents

1 INTRODUCTION ............................................................................................................................1

2 FUNCTIONAL DESCRIPTION.....................................................................................................2

2.1 REMOTE CONTROL SYSTEM FUNCTIONAL DESCRIPTION............................................................2 2.2 AUTOCHIEF CONTROL PANEL (ACP)......................................................................................5

2.2.1 LCD Display.........................................................................................................................6 2.2.2 Cancel functions ...................................................................................................................6 2.2.3 Alarm Acknowledge and in command functions...................................................................7 2.2.4 Multifunctional knob.............................................................................................................7

2.3 AUTOCHIEF COMBINED LEVER AND TELEGRAPH UNIT (LTU) ................................................8 2.3.1 Emergency Stop ....................................................................................................................8 2.3.2 Command Transfer functions ...............................................................................................9 2.3.3 Sub-Telegraph functions.....................................................................................................10 2.3.4 Lever function.....................................................................................................................11

2.4 AUTOCHIEF BRIDGE WING CONTROL UNIT BWU..................................................................12 2.4.1 Emergency Stop ..................................................................................................................12 2.4.2 Transfer functions...............................................................................................................13 2.4.3 Safety functions...................................................................................................................14 2.4.4 Panel Dimming and lamp test.............................................................................................15 2.4.5 Lever function.....................................................................................................................16 2.4.6 Indicators............................................................................................................................16

2.5 AUTOCHIEF PUSH-BUTTON TELEGRAPH (PBT) ....................................................................17 2.5.1 Command Transfer functions .............................................................................................18 2.5.2 Sub-Telegraph functions.....................................................................................................19

2.6 BACK-UP CONTROL PANEL.......................................................................................................20 2.6.1 Indicators............................................................................................................................21 2.6.2 Functions ............................................................................................................................21

2.7 LOCAL CONTROL BOX ..............................................................................................................23 2.7.1 Function and indicators......................................................................................................24 2.7.2 General ...............................................................................................................................26 2.7.3 Main Engine Interface Unit (MEI) .....................................................................................28 2.7.4 Engine Safety Unit (ESU) ...................................................................................................29 2.7.5 Digital Governor Unit (DGU) ............................................................................................30 2.7.6 Dual Process Segment Controller (dPSC)..........................................................................31 2.7.7 RPMD Unit.........................................................................................................................32 2.7.8 Remote Analogue Input (RAi-16)........................................................................................33 2.7.9 Remote Digital Input (RDi-32 and RDi-32a)......................................................................34 2.7.10 Process Segment Starcoupler (PSS) ..............................................................................35

2.8 REMOTE CONTROL SYSTEM FUNCTIONS ...................................................................................36 2.8.1 Start interlock .....................................................................................................................36

2.8.1.1 Start air pressure low............................................................................................................... 36 2.8.1.2 Turning gear engaged.............................................................................................................. 36


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2.8.1.3 RPM detector failure ............................................................................................................... 36 2.8.1.4 Safety Stop .............................................................................................................................. 36 2.8.1.5 Slow Turning Failed................................................................................................................ 36 2.8.1.6 Plant Interlock ......................................................................................................................... 36

2.8.2 Start Failure .......................................................................................................................37 2.8.2.1 3 start attempts failed. ............................................................................................................. 37 2.8.2.2 Start time limit ........................................................................................................................ 37 2.8.2.3 Brake time limit. ..................................................................................................................... 37

2.8.3 Alarms ................................................................................................................................38 2.8.3.1 Slow turning Failure................................................................................................................ 38 2.8.3.2 Remote Control Fail ................................................................................................................ 38 2.8.3.3 RCS Passive Fail ..................................................................................................................... 38 2.8.3.4 All aux. blower Failure............................................................................................................ 38 2.8.3.5 VIT Fail................................................................................................................................... 38 2.8.3.6 Speed Control Fail................................................................................................................... 38

2.8.4 Starting the main engine.....................................................................................................39 2.8.4.1 Cylinder pre/post lubrication................................................................................................... 39 2.8.4.2 Slow turning............................................................................................................................ 39 2.8.4.3 Normal start............................................................................................................................. 40 2.8.4.4 Repeated start .......................................................................................................................... 40 2.8.4.5 Starting failure......................................................................................................................... 40

2.8.5 Speed limiters .....................................................................................................................41 2.8.5.1 Slow Down.............................................................................................................................. 41 2.8.5.2 Start set-point Limit ................................................................................................................ 41 2.8.5.3 Chief Limit.............................................................................................................................. 42 2.8.5.4 VIT failure speed reduction..................................................................................................... 42 2.8.5.5 Speed program ........................................................................................................................ 43 2.8.5.6 Acceleration limiter................................................................................................................. 44 2.8.5.7 Critical speed set point limiter................................................................................................. 44

2.8.6 VIT/FQS control function ...................................................................................................45 2.8.6.1 VIT Normal............................................................................................................................. 46 2.8.6.2 VIT Speed Red Cancel............................................................................................................ 46

2.8.7 Operation modes ................................................................................................................47 2.8.7.1 Rough sea mode ...................................................................................................................... 47 2.8.7.2 VIT Low NOx......................................................................................................................... 48 2.8.7.3 Constant fuel mode ................................................................................................................. 49 2.8.7.4 Shaft Generator control mode ................................................................................................. 50

2.8.8 Reversing the main engine..................................................................................................51 2.8.8.1 Reversing ................................................................................................................................ 51 2.8.8.2 Crash Astern............................................................................................................................ 51

2.8.9 Stopping the main engine ...................................................................................................51 2.8.10 Remote control system auxiliary functions ....................................................................52

2.8.10.1 Auxiliary blower control ......................................................................................................... 52 2.8.10.2 Cylinder lubrication CLU 3..................................................................................................... 52

2.9 SAFETY SYSTEM FUNCTIONS ....................................................................................................53 2.9.1 Safety function Shut down...................................................................................................53


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2.9.1.1 Shut Down Function (1 6) .................................................................................................... 53 2.9.1.2 Cancellable Shut Down........................................................................................................... 53 2.9.1.3 Emergency Stop function ........................................................................................................ 54 2.9.1.4 Over speed Shut Down............................................................................................................ 54

2.9.2 Safety function Slow Down .................................................................................................55 2.9.2.1 Slow Down Function (1 20) ................................................................................................. 55 2.9.2.2 Cancellable Slow Down.......................................................................................................... 56

2.10 RPM CONTROL FUNCTIONS......................................................................................................57 2.10.1 Scavenge air fuel limiting function. ...............................................................................58 2.10.2 Torque fuel limiter function. ..........................................................................................58 2.10.3 External stop from safety system, shut down. ................................................................59 2.10.4 Slow down function, input from safety system. ..............................................................59 2.10.5 Manual RPM and FUEL limiter functions.....................................................................59

2.11 RPM MEASUREMENT FUNCTIONS.............................................................................................60 2.11.1 Dual engine speed detector system ................................................................................60

3 OPERATING INFORMATION....................................................................................................61

3.1 INTRODUCTION ........................................................................................................................61 3.2 SYMBOLS AND CONVENTIONS..................................................................................................61 3.3 AUTOCHIEF CONTROL PANEL (ACP)....................................................................................62

3.3.1 General operation from bridge...........................................................................................62 3.3.1.1 Preparing engine for start in ECR ........................................................................................... 62 3.3.1.2 Cylinder Pre./Post Lubrication ................................................................................................ 63 3.3.1.3 Transfer control from ECR to Bridge...................................................................................... 65 3.3.1.4 Start engine ahead ................................................................................................................... 65 3.3.1.5 Crash astern............................................................................................................................. 68 3.3.1.6 Stop engine.............................................................................................................................. 69 3.3.1.7 Start engine astern ................................................................................................................... 69

3.3.2 Operations for Bridge or ECR............................................................................................70 3.3.2.1 Cancel SHD............................................................................................................................. 70 3.3.2.2 Cancel SLD............................................................................................................................. 71 3.3.2.3 Cancel Limits .......................................................................................................................... 72 3.3.2.4 Sound off................................................................................................................................. 72 3.3.2.5 Alarm ack................................................................................................................................ 73

3.3.3 Operation from the bridge Wing.........................................................................................74 3.3.3.1 Transfer from bridge to bridge wing ....................................................................................... 74 3.3.3.2 Manoeuvring from the bridge wing......................................................................................... 75 3.3.3.3 Transfer from Bridge Wing to Bridge ..................................................................................... 77

3.3.4 Operation from ECR...........................................................................................................78 3.3.4.1 Transfer control from bridge to ECR ...................................................................................... 78 3.3.4.2 Start engine ahead ................................................................................................................... 79 3.3.4.3 Stop engine.............................................................................................................................. 80 3.3.4.4 Start engine astern ................................................................................................................... 81 3.3.4.5 Limiters ................................................................................................................................... 82

3.3.5 Back-up operation from ECR .............................................................................................84 3.3.5.1 Transfer control from ECR to Back-up control ....................................................................... 84


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3.3.5.2 Start engine ahead ................................................................................................................... 85 3.3.5.3 Stop engine.............................................................................................................................. 86 3.3.5.4 Start engine astern ................................................................................................................... 87

3.3.6 Operation from Local Stand ...............................................................................................88 3.3.6.1 Transfer control from bridge to local with electronic governor............................................... 89 3.3.6.2 Manual Start/Stop of aux.blowers ........................................................................................... 90 3.3.6.3 Automatic Start/Stop of aux.blowers ...................................................................................... 91 3.3.6.4 Start engine ahead ................................................................................................................... 92 3.3.6.5 Stop engine.............................................................................................................................. 94 3.3.6.6 Start engine astern ................................................................................................................... 95 3.3.6.7 Cancel Shut down from local stand......................................................................................... 97 3.3.6.8 Emergency Stop from local stand............................................................................................ 97 3.3.6.9 Reset Safety System from local stand ..................................................................................... 98 3.3.6.10 Transfer from local to remote.................................................................................................. 99

3.4 ADVANCED OPERATION FROM BRIDGE AND ECR...................................................................100 3.4.1.1 Guide to the Graphic pages ................................................................................................... 100

3.4.2 Dynamic indications Home ..........................................................................................101 3.4.2.1 Fine tuning ............................................................................................................................ 102 3.4.2.2 Control position transfer........................................................................................................ 103 3.4.2.3 Engine Fuel Limiters............................................................................................................. 104 3.4.2.4 Misc. menu............................................................................................................................ 106 3.4.2.5 Safety System........................................................................................................................ 114 3.4.2.6 Engine Modes ....................................................................................................................... 119


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4 MAINTENANCE..........................................................................................................................120

4.1 INTRODUCTION ......................................................................................................................120 4.2 OVERVIEW .............................................................................................................................120 4.3 UNIT REPLACEMENT...............................................................................................................120

4.3.1 Recommended tools ..........................................................................................................121 4.4 PREVENTIVE MAINTENANCE...................................................................................................121

4.4.1 General .............................................................................................................................121 4.4.2 Weekly maintenance .........................................................................................................122

4.4.2.1 Distributed Processing Units ................................................................................................. 122 4.4.3 3-monthly maintenance.....................................................................................................122 4.4.4 6-monthly maintenance.....................................................................................................122 4.4.5 Yearly maintenance ..........................................................................................................123

4.5 TROUBLESHOOTING ...............................................................................................................124 4.5.1 Troubleshooting Distributed Processing Units ................................................................124

4.5.1.1 How to handle Distributed Processing Units error codes ...................................................... 124 4.5.1.2 How to handle Distributed Processing Units communication errors ..................................... 125

4.5.2 Additional Troubleshooting for AutoChief Control Panel (ACP),....................................128 4.6 REPLACEMENT OF UNITS .......................................................................................................129

4.6.1 How to replace the HMI units of the Autochief Propulsion Control System ....................129 4.6.2 How to replace Distributed Processing Units, MEI, DGU, ESU, RPMU ........................130 4.6.3 How to replace printers....................................................................................................132

5 AS BUILT CONFIGURATION FROM SEAMATE ................................................................133


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1 INTRODUCTION This manual is generated through the configuration tool called Seamate. The manual is therefore customised for each system delivery.

The intention with this manual is to explain the functionality for each mayor component and the total system as its configured for each delivery.

How to operate the system is described in a manner where we assume that the system is in operation and that normal operations shall be carried out. This manual is not made for advanced troubleshooting.

The manual contains five chapters

Introduction Functional Description Operation Maintenance As Built Configuration From Seamate.


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2 FUNCTIONAL DESCRIPTION

2.1 Remote Control System Functional Description

The Kongsberg Maritime C20 Marine Automation system consists of, among others the AutoChief C20 Propulsion Control System. Modular design allows flexibility in configuring the system to individual requirements, covering the whole range from standard propulsion configurations to highly advanced twin or quadruple engine installations with high, medium or low speed engines connected to reduction, reversing gear or variable pitch propellers. This system may be a part of a total integrated ship control system consisting of other sub. Systems such as: Alarm and monitoring system. Auxiliary control system. Power management system. Ballast automation system. HVAC (air conditioning). Management support The system is based on Kongsberg Maritime unified automation concept, where each individual ship configuration is built up using standard modules communicating on CAN- and local area networks. The C20 system is configurable for all ship types. The AutoChief C20 Propulsion Control System is designed for remote control of the main engine from the combined telegraph and manoeuvring lever in the wheelhouse. By moving this lever, the system will automatically start, reverse, stop and speed-set the main engine.


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BRIDGE

CONTROL ROOM

ENGINE ROOM

PORT WING STB. WINGOrder Printer

Control Room Manoeuvring Unit

Dual overspeed Lines(Hardwired)

RPMDetectors

Dual CAN

Dual CAN

EngineSafety UnitShut Down

MEI ESU

Sulzer RTA

Dual CANSlowDownModule

M.E.Interface& Contr.

C2 Rai-16

Dual RPM Units(Including

overspeed system)

Back-up Control

Aux.blowerinterface

DGU

ElectricActuator

DigitalGovernorUnit

ServoUnit

Bridge WingManoeuvring Unit

ASTERN

AHEAD

Bridge WingManoeuvring Unit

ASTERN

AHEAD

Bridge Manoeuvring Unit

............................

.................


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The main components of the AutoChief C20 Propulsion Control System are: Control panels Remote control system Engine telegraph system Engine safety system Digital governor system Manoeuvring recorder Distributed processing units

AutoChief C20 complies with the requirements of IMO, local maritime authorities, IACS, and eleven classification societies. It is designed to meet the classification societys requirements for periodically unmanned engine room operation. The system conforms to all rules and regulations, and all modules are type approved. The system incorporates the latest advances in hardware and software technology. AutoChiefC20 is developed to strict military QA standards


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2.2 AutoChief Control Panel (ACP)

CancelSHD

CancelSLD

Cancellimits

Incommand

Soundoff

Alarmackn.

30 bar

48 rpm

35 %48 rpm 48 rpm

Torque Limiter

400

10 3020

50

1000

25 75

120967248240

-120-96-72-48-24

HOMESLT Fail./ResetEngine ModesSafety System

Fine TuningMisc MenuControl Pos.LimitersAlarms

At Sea Bridge Eng Ready System Ready

START AIR PRESS

FUEL INDEX

LEVERSETP

Engine State

120-120

-60 60

0ME RPM

Running

The control panel is designed for ease of operation. An advanced yet simple to use multifunction controller gives access to all system functions. Information is provided only when needed to keep operation simple. A colour display presents key information graphically for easy understanding. Custom designed mimic pictures are available for each engine type, and all main variables such as RPM, consumption, start air and charge air pressure, engine state etc. are always available. The control panel can be installed into any standard console. To distinguish between user groups several levels of control are available.

functions

Wrong way Bump-less control transfer

Cancel shutdown/slowdown

Alarm ackn./sound off Changing of parameters General alarm ind.

Indications

Analogue RPM and set- point

Analogue start air pressure Current main engine state Start blockings Shutdown/slowdown Control position


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2.2.1 LCD Display

30 bar

48 rpm

35 %48 rpm 48 rpm

Torque Limiter

400

10 3020

50

1000

25 75

120967248240

-120-96-72-48-24

HOMESLT Fail./ResetEngine ModesSafety System

Fine TuningMisc MenuControl Pos.LimitersAlarms

At Sea Bridge Eng Ready System ReadySTART AIR PRESS

FUEL QUANTITY

LEVERSETP

Engine State

120-120

-60 600

ME RPM

Running

ECR Eng Ready System ReadyStand by

Start InterlockReady For StartSlow TurningBrake Air OnStarting

STATE3 Start Failures

START FAIL /INTERLOCKPlant InterlockTurning Gear Engaged

ENGINE NOT READY

WECS Comm. Failure

Start Air Pressure LowSafety Stop

Repeated StartRunningStoppingStart Failure

HOMEEngine State

Engine Not Ready

Slow Turning Overspeed

Brake Time LimitStart Time LimitAll Aux. Blower Failure

Max Slow Turning Time

Emergency Cyl. Lub. On

Normal Cylinder Lub. Fail.

Cylinder Lubrication

At Sea Bridge Eng Ready System Ready

HOMESpeed ProgramShow Limiter.Lim. CurvesSet Limiter

25 MinRemaining Time

92ME rpm

Stop

RPM

Time

Main engine RPM

Lever Command

Load Up Start

Load UpTime

Load Down Start

Load downTime

Full

Nav. Full

The ACP LCD display is used for the mayor interface between the operator and the system to be monitored. All interaction such as monitoring of starting air pressure, main engines RPM and load, adjustment of operational parameters and displaying of safety related and conventional alarms are carried out with the aids of this display.

The information is selected from menus via soft-keys. When a menu is chosen a corresponding mimic picture will appear.

The mimic pictures may consist of textual information, analogue indicators, bar graphs or soft-keys making the operator able to navigate into other related mimics.

However, functions which require direct access, such as, emergency stop, cancel functions and alarm acknowledge / sound off is accessible via push-buttons on the front of the ACP.

2.2.2 Cancel functions

CancelSHD

CancelSLD

Cancellimits

The cancel functions available on the AutoChief control panel are:

Cancel SHD, only cancellable Shut Downs will respond to this function.

Cancel SLD, only cancellable Slow Downs will respond to this function.

Cancel limits, used to cancel Chief RPM and load limiter which could be active in the remote control system.


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2.2.3 Alarm Acknowledge and in command functions

Incommand

Soundoff

Alarmackn.

The alarm and command functions available on the AutoChief control panel are:

In Command, indicates with a green LED that the actual ACP is in command

Sound off, used for silencing buzzer when an alarm is active.

Alarm Ackn., used for accepting alarm indications. When the alarm condition has returned to normal state the alarm text will disappear from the display

2.2.4 Multifunctional knob

The multifunctional knob (Rotary Knob):

For navigating through mimic pictures and objects in the mimic pictures.

To be turned clockwise or counter clockwise, until required field is high-lighted, push the wheel for entering into a new mimic picture or field to be operated.

Change value, move graphic levers or handles or scroll through roll-up menus, press knob for activating required function.

The multifunctional knob has no stop in turning either way, it will navigate the operator through available fields in each picture.


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2.3 AutoChief Combined Lever and telegraph unit (LTU)

Bridge

ECR

Local

At sea

Stand by

FWE

D.Slow AST

EmergencyStop

Essentially, an Engine Telegraph System is designed to control the engine and comprises an AutoChiefC20 Lever Telegraph Unit (LTU) at the following locations:

Bridge Control room

The AutoChiefC20 Lever Telegraph Unit (LTU) is a combined telegraph & manoeuvring lever with telegraph handle and emergency stop switch

2.3.1 Emergency Stop

Bridge

ECR

Local

At sea

Stand by

FWE

D.Slow AST

EmergencyStop

Bridge

ECR

Local

At sea

Stand by

FWE

STOP

The emergency stop button in the bridge console is located in the LTU. At the lower part of the lever, a cover marked with emergency stop can be opened. The emergency stop button is located below this cover The emergency stop function activates the emergency stop system in the main engine safety system. Additionally the conventional stop system is activated and the speed order to the rpm control system is set to zero rpm.

Functions Push-button pressed once for emergency stop Push-button pressed twice for reset

Indications The push-button illumination is red. When active the illumination is enhanced. The cover has a translucent section, so if its closed

the light will show through


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2.3.2 Command Transfer functions

Bridge

ECR

Local

The command transfer section is used for selecting the location for controlling the main engine Bridge The operator on the bridge is controlling the engine via the automatic Remote Control System. The Engine Telegraph System is disabled. ECR The control room personnel have control of the engine. Communication is established between the bridge and engine control room via the telegraph system Local The engine room personnel have control of the engine from the local control system. Communication is established between the bridge and engine room via the telegraph system.

Functions Push-button pressed once for request of command Push-button pressed twice for accept of command

Indications The push-button LED indicator is lit to confirm

control position The push-button LED indicator is flickering when a

control position is requested but not accepted.


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2.3.3 Sub-Telegraph functions

At sea

Stand by

FWE

The sub-telegraph functions are included for informing the engine crew about the subsequent need for propulsive and electric power. At Sea The operator on the bridge is informing that all systems has to be prepared and set-up for seagoing. Stand by The operator on the bridge is informing that all systems have to be prepared for stand by. Engine to be prepared for start. It may also inform the crew that the vessel is entering channel or harbours where special attention has to be made to the machinery or steering plant. FWE (Finished with engine) The operator on the bridge is informing that there will be no need for propulsive power. The crew will block main start valve and drain the line.

Functions Push-button pressed for request of mode

Indications The push-button LED indicator is lit to confirm sub-

telegraph mode


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2.3.4 Lever function

Bridge

ECR

Local

At sea

Stand by

FWE

SLOW

EmergencyStop

SLOW

SLOW

The telegraph handle enables an operator on the bridge to be in direct command of the ship by allowing speed and rotation control of the engine. The lever operates in eleven fixed steps, where each step represents an RPM command in ahead or astern direction. The steps are the following: Ahead: D.Slow, Slow, Half, Full, Navigation Full, Stop Astern: D.Slow, Slow, Half, Full, Emergency Astern The lever can be moved between the steps as well for adjusting the rpm level. Additionally its possible to use a fine tuning parameter available on the ACP mimic.

Functions Lever set to required position.

Indications A corresponding led is lit on each side of the lever. Above the cover for emergency stop button there are

a digital display which shows textual information, which telegraph position which is selected.

On the each side of the lever there are a digital display which shows textual information and a arrow indicating the direction of rotation


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2.4 AutoChief Bridge wing control unit BWU

ASTERN AHEAD

BWU C20BRIDGE WING UNIT

STOP

D.SLOW

SLOW

HALFFULL

NAV.FULL

D.SLOW

SLOW

HALF

FULL

EM.AST.

Command Transfer

Alarm

SHDNONE

CANCEL

SHDCANCEL-

ABLE

SHDACTIVE

OVER-SPEED

PANELDIM

+

SOUNDOFF

CANCELSHD

SLDNONE

CANCEL

SLDCANCEL-

ABLE

SLDACTIVE

EMERG.STOP

CANCELSLD

INCOMMAND

ALARMACK.

CancelSafety

function

LAMPTEST

PANELDIM

-

EMERGENCY STOP

START AIR PRESSURE

0

20

40rpm

-100

0

100

2.4.1 Emergency Stop

EMERGENCY STOP

EMERGENCY STOP

EMERGENCY STOP

The emergency stop button in the bridge wing console is located in the BWU C20. At the lower part of the panel, a cover marked with emergency stop can be opened. The emergency stop button is located below this cover The emergency stop function activates the emergency stop system in the main engine safety system. Additionally the conventional stop system is activated and the speed order to the rpm control system is set to zero rpm.

Functions Push-button pressed once for emergency stop Push-button pressed twice for reset

Indications The push-button illumination is red. When active the illumination is enhanced. The cover has a translucent section, so if its closed



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2.4.2 Transfer functions

Command Transfer

Alarm

SHDNONE

CANCEL

SHDCANCEL-

ABLE

SHDACTIVE

OVER-SPEED

PANELDIM

+

SOUNDOFF

CANCELSHD

SLDNONE

CANCEL

SLDCANCEL-

ABLE

SLDACTIVE

EMERG.STOP

CANCELSLD

INCOMMAND

ALARMACK.

CancelSafety

function

LAMPTEST

PANELDIM

-

Command Transfer INCOMMAND

The command transfer function is solved by functions in the push-button panel at the left side of the BWU (bridge wing unit Port or starboard. Wing control is selected from the ACP in the centre bridge console. When the request is done the indicator lamp In Command on the bridge wing will flicker. The system is equipped with an electric shaft system between the levers, which makes a bump-less transfer possible. The pushbutton In command will, when pressed, transfer the control from bridge to requested bridge wings.

Functions Push-button pressed once for activation

Indications The push-button LED indicator is green.


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2.4.3 Safety functions The Safety functions in the BWU are divided in two section, cancellable and not cancellable. The safety functions which are cancellable will be announced on the following indicators:

SHDNONE

CANCEL

SHDCANCEL-

ABLE

SHDACTIVE

CANCELSHD

SLDNONE

CANCEL

SLDCANCEL-

ABLE

SLDACTIVE

CANCELSLD

Shut Down Warning Whether its a cancellable or not cancellable shut down individual indicator Leds will be illuminated. A cancellable function is provided with a pre-warning time, while a not cancellable will activate immediately. Cancel Shut Down The pushbutton, will when activated, cancel shut downs which are predefined as cancellable. Shut Down Active. The Led is lit when the shut down is active. Slow Down Warning Whether its a cancellable or not cancellable slow down individual indicator Leds will be illuminated. A cancellable function is provided with a pre-warning time, while a not cancellable will activate immediately. Cancel Slow Down The pushbutton, will when activated, cancel slow downs which are predefined as cancellable. Slow Down Active. The Led is lit when the slow down is active.

Functions Push-button pressed once for activation Push-button pressed twice de-activation

Indications If the push-button is pressed and the cancel function

is activated the LED indicator gets fixed red light. If the push-button is pressed again the cancel

function is switched off and the LED indicator starts flickering if the Safety function is still active but extinguishes if the safety function is not active.


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OVER-SPEED

EMERG.STOP

Over-speed A separate indicator for over-speed shut down is provided. If the engine is over-speeding the safety system will stop the engine. The lever has to be set to stop and the engine has to be re-started. Emergency Stop A separate indicator for emergency stop shut down is provided. It indicates that one of the emergency stop switches is active. The manoeuvre lever has to be set to stop, the emergency stop switch active has to be reset and the engine has to be re-started.

Indications The LED indicator is red and illuminated when the

safety function is active.

2.4.4 Panel Dimming and lamp test

PANELDIM

+

PANELDIM

+

LAMPTEST

The BWU instrumentation and lever do all include background illumination. The intensity can be adjusted by dedicated pushbuttons on the push-button panel.

This pushbutton is for increasing background light intensity for the BWU panel

This pushbutton is for decreasing background light intensity for the BWU panel

This button is for checking all indicator lights and Leds in the BWU panel.

Functions By pressing + button intensity will be enhanced By pressing - button intensity will be reduced By pressing Lamp Test the lamp test will run until

lamp test is pressed once more.

Indications LED indicator is lit as long as pushbutton is pressed.


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2.4.5 Lever function

STOP

D.SLOW

SLOW

HALFFULL

NAV.FULL

D.SLOW

SLOW

HALF

FULL

EM.AST.

The manoeuvre lever on the bridge wing unit has the same divisions as the bridge lever. Each division has a step.

Functions Lever to be moved to required step The electric shaft function will move lever in centre

bridge and the other bridge wing accordingly.

Indications Illuminated scale showing each lever position.

2.4.6 Indicators

START AIR PRESSURE

0

20

40

rpm-100

0

100

The BWU C20 includes indicators for starting air pressure and engine rpm The indicators are always operative whether the wing control station is in command or not.

Indications Start air pressure, indicates available starting air

pressure

Engine rpm, indicates the engine rpm in astern or ahead direction. Astern is indicated with negative (-) rpm value and red scale. Ahead is positive and green scale.


AA-0397-A 17

2.5 AutoChief Push-Button Telegraph (PBT)

Nav.full

Full

Half

Slow

DeadSlow

Stop

DeadSlow

Slow

Half

Full

Emerg.Astern

Wrong way

LampTest

At sea

Stand by

FWE

Bridge

ECR

Local

In addition to the Lever Telegraph Unit, another unit provides a simple sub telegraph system for the engine room. The Push Button Telegraph (PBT) enables an operator to transmit/receive messages between the bridge, control room and engine room. The following standard functions are available as explained above:

Engine Telegraph Modes: Engine Telegraph Control Location Engine Telegraph Status Emergency Stop

The following telegraph divisions are provided by push buttons with indicators: Ahead: D.Slow, Slow, Half, Full, Navigation Full, Stop Astern: D.Slow, Slow, Half, Full, Emergency Astern

Functions Push-buttons activated for accepting and confirming

order received from the bridge Lamp test pushbutton for testing all indicators and

background illumination.

Indications A corresponding led is lit on each pushbutton when

activated Wrong way alarm. The cover has a translucent section, so if its closed



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2.5.1 Command Transfer functions

Bridge

ECR

Local

The command transfer section is used for selecting the location for controlling the main engine Bridge The operator on the bridge is controlling the engine via the automatic Remote Control System. The Engine Telegraph System is disabled. ECR The control room personnel have control of the engine. Communication is established between the bridge and engine control room via the telegraph system Local The engine room personnel have control of the engine from the local control system. Communication is established between the bridge and engine room via the telegraph system.

Functions Push-button pressed once for request of command Push-button pressed twice for accept of command

Indications The push-button LED indicator is lit to confirm

control position The push-button LED indicator is flickering when a

control position is requested but not accepted.


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2.5.2 Sub-Telegraph functions

At sea

Stand by

FWE

The sub-telegraph functions are included for informing the engine crew about the subsequent need for propulsive and electric power. At Sea The operator on the bridge is informing that all systems has to be prepared and set-up for seagoing. Stand by The operator on the bridge is informing that all systems have to be prepared for stand by. Engine to be prepared for start. It may also inform the crew that the vessel is entering channel or harbours where special attention has to be made to the machinery or steering plant. FWE ( Finished with engine) The operator on the bridge is informing that there will be no need for propulsive power. The crew will block main start valve and drain the line, Start air distributor will be locked and control air drained.

Functions Push-button pressed for request of mode

Indications The push-button LED indicator is lit to confirm sub-

telegraph mode


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2.6 Back-up Control panel

NORMAL BACKUP BACKUP ACTIVE

KONGSBERG

LOAD

0

5

10

STOP

START

ASTERNAHEAD.

START

CONTROLREMOTE CONTROL

TAKE OVER

LOAD

0

12

34 5 6

789

10

SPEED SET

BPU C20MAIN ENGINE

The back-up panel is for controlling the main engine from control room if the remote control system is out of order. The panel is connected to the pneumatic valves via changeover relays, it uses the same solenoid valve as the AC-C20 remote control system.

The panel has a speed-setting dial which is connected to the governor system the selector switch is for selecting normal operation or back-up operation. For starting and reversing a separate selector switch is used. Engine load can be monitored by the load indicator scaled from 0 10


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2.6.1 Indicators

LOAD

LOAD

0

5

10

This indicator shows the fuel index. Its scaled from 0 10 where 10 is max fuel pump index.

BACKUP ACTIVE

This indicates that Back-up control function is activated. The backup control is activated by a switch in the back-up panel.

2.6.2 Functions

STOP

START

AST.AHD.

START

CONTROL

Selector switch for manual operation of the main engine. Indicated in stop position.

STOP

START

AST.AHD.

START

CONTROL

Selector switch set for start astern. To activate start turn the switch further clock wise to Start

There is spring return back to AST.

STOP

START

AST.AHD.

START

CONTROL

Selector switch set for start ahead. To activate start turn the switch further counter clock wise to Start

There is spring return back to AHD.


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0

12

34 5 6

78

910

SPEED SET

Potentiometer for adjusting ME speed, turn clock wise for increased speed and counter clock wise for decreased speed command

The ME load index is monitored on the load indicator.

NORMAL BACK-UP

Selector switch for activating Back-up control. Indicated in Normal position.

NORMAL BACK-UP

Selector switch for activating Back-up control. Indicated in Back-up position.

REMOTE CONTROLTAKE OVER

When the above mentioned selector switch has been set to Normal the pushbutton Remote Control Take over has to be activated for setting the control back to the ACC20 remote control system.


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2.7 Local control box

PRESELECT

PRESELECT

RUNNING RUNNING

OFF OFF

AUX. BLOWERSNO.1 NO.2 NO.3

SHUTDOWN

CANCELLED

EMERGENCYSTOP

ACTIVE

RESETSAFETYSYSTEM

SHUTDOWNACTIVE

OVERSPEED

SLOWDOWNACTIVE

SHUTDOWN

CANCEL

LAMPTEST

SAFETY SYSTEM

Nav.full

Full

Half

Slow

DeadSlow

Stop

DeadSlow

Slow

Half

Full

Emerg.Astern

Wrong way

LampTest

At sea

Stand by

FWE

Bridge

ECR

Local

rpm-100

0

100

EMERGENCY STOP

SPEED SET

40

0 102030

5060

708090100

REMOTECONTROLREQUEST

REVOLUTION COUNTER

KONGSBERGLCP C20

The local control box is located on the engine local control stand. It includes a section for auxiliary blower control, a safety section and a pushbutton telegraph unit.


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2.7.1 Function and indicators

PRESELECT

PRESELECT

RUNNING RUNNING

OFF OFF

AUX. BLOWERSNO.1 NO.2 NO.3

The upper left section is for auxiliary blower control.

Each blower may be pre-selected for operation.

Indicators for Running and Off are provided

SHUTDOWN

CANCELLED

EMERGENCYSTOP

ACTIVE

RESETSAFETYSYSTEM

SHUTDOWNACTIVE

OVERSPEED

SLOWDOWNACTIVE

SHUTDOWN

CANCEL

LAMPTEST

SAFETY SYSTEM

The upper right section is for the safety system

Indicators for SHD Active, over-speed and SLD Active, SHD Cancelled and Emergency Stop activated

Pushbutton with indicator for, Safety System Reset, SHD Cancel, Emergency Stop and lamp test.

Nav.full

Full

Half

Slow

DeadSlow

Stop

DeadSlow

Slow

Half

Full

Emerg.Astern

Wrong way

LampTest

At sea

Stand by

FWE

Bridge

ECR

Local

The pushbutton telegraph is described earlier in the document

REMOTECONTROLREQUEST

Push-button for transfer to remote control, and indication of remote control


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EMERGENCY STOP

The emergency stop switch has a cover which has to be lifted prior to activation. The emergency stop switch has to be pressed again for resetting.

The buzzer is for announcing new telegraph commands and alarms

rpm-100

0

100

The RPM indicator indicates rpm in ahead and astern direction

REVOLUTION COUNTER

The revolution counter counts engine revolutions. Its possible to reset the counter with a dedicated push-button.

SPEED SET

40

0 102030

5060

708090100

The speed set potentiometer is connected to the main engine governor. And is used for controlling the engines rpm during local control


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Distributed processing units

2.7.2 General A number of different Distributed Processing Units are available for different tasks. The main functions of the Distributed Processing Units are to monitor analogue or digital sensors and to provide analogue and digital output to different devices. All units have the same mechanical construction and are built using the same electronic design principles. The main characteristics of the Distributed Processing Units are:

LED indicators on the housing for Watch-dog, Run, General information, and unit initialised and power polarity.

Three-way isolation between: - I/O and power. - I/O and process-bus. - Power and process-bus. Single printed circuit board design. Easy service replacement without setting trimmers, dip switches,

jumpers or sockets. No additional EMC protection required (only IP). Time synchronisation. Non-volatile memory. Remote alarms function. Dual CAN-bus interfaces.

Distributed Processing Units (DPU)


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Software can be downloaded into the unit. Built In Self-Test (BIST) monitoring temperature, power

and sensor excitation overload. All parameters are stored in each unit. Each unit is remotely configurable. No serviceable parts inside. All connections are pluggable.

Each Distributed Process Unit contains its own microprocessor. These are programmed for a number of different tasks such as detecting when a monitored signal move outside set limits. Unwanted alarms are inhibited during start-up and shut-down of the machinery. Status information is continuously monitored by the AutoChiefC20 AMSs Remote Operator Stations through the system network. When an unacceptable condition is detected, the Distributed Process Unit and AutoChiefC20 AMS generates an alarm signal, identifies the responsible sensor, and provides information about the condition. The following gives a short description of each Distributed Processing Unit type:


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2.7.3 Main Engine Interface Unit (MEI) The MEI module is a module with several types of digital and analogue inputs and outputs. All inputs can be used to activate outputs and the values are also reported on CAN. The main features are: 3 channels pot. meter input, 3 wire conn. (4.5V, wiper, 0V). 5 channels current input, 3 wire conn. (24V, current input, 0V) 14 channels digital input with line check 2 channels current/voltage output +/-20mA and +/-10V. 10 channels Solenoid driver with line check (broken only) 2 channels Relay output, changeover contacts. Scaled in technical units. Limit check. Alarm and monitoring for all channels. Trend. Time stamp of alarms and events (0.001 seconds). Self checking. Sensor excitation power overload. CAN net status, error handling.


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2.7.4 Engine Safety Unit (ESU) The ESU module is a module with digital inputs and outputs. The module is supplied with two independent power with automatically changeover. On this module some of the digital inputs are directly connected to the solenoid outputs, if one of these inputs are activated the output immediately. That means that in the event of a processor failure the most important safety functions will still be operative. All inputs can be used to activate outputs and the values are also reported on CAN. The main features are: Dual redundant 24VDC input (power) 9 channels digital input (shot down) with line check (broken only) 6 channels digital input with line check 9 channels Solenoid driver with line check (broken only) 4 channels Relay output, changeover contacts. Scaled in technical units. Limit check. Alarm and monitoring for all channels. Trend. Time stamp of alarms and events (0.001 seconds). Self checking. Sensor excitation power overload. CAN net status, error handling.


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2.7.5 Digital Governor Unit (DGU) The DGU module is designed to communicate with external equipment on serial line or CAN, and to communicate with ROS on global CAN. All communication ports on the module are isolated. The main features are: 2 CAN Communication channels 2 CAN Communication channels, global 2 serial lines, RS422/485. Scaled in technical units. Limit check. Alarm and monitoring for all channels. Trend. Time stamp of alarms and events (0.001 seconds). Self checking. CAN net status, error handling.


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2.7.6 Dual Process Segment Controller (dPSC)

The dual Process Segment Controller (dPSC) is a dual two channel CAN gateway. Its main task is to process messages from the local CAN segment and send them on the global process bus, where they are available for other dPSCs and the Remote Operator Stations. In most cases the two channels are working in parallel on redundant CAN lines. Commands and downloading of parameters and software from any Remote Operator Station to the Distributed Processing Units connected to the local process bus is handled as well. The main features are:

Redundant routing of messages between local and global CAN segments.

Application master ship with active running backup. PLC algorithm for controlling I/O-signals connected to the

local DPUs.

Self checking Remote configurable No serviceable parts All connections pluggable All parameters stored in module Dual redundant 24VDC input (power)


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2.7.7 RPMD Unit The RPMD module is a module with pickup inputs and digital outputs, two relay output and two solenoid driver output. The value from the pickups can be used to activate the outputs and will be reported on CAN. The main features are: 4 pickup inputs, 2 or 3 wire (NPN or PNP pickup required). 2 Relay output, one changeover contact 2 channels for Solenoid driver Scaled in technical units. Limit check. Alarm and monitoring for all channels. Trend. Time stamp of alarms and events (0.001 seconds). Self checking. Sensor excitation power overload. CAN net status, error handling.

RPMD C20


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2.7.8 Remote Analogue Input (RAi-16) This unit has 16 analogue input channels. Each channel is selectable as voltage, current and resistance input in different ranges and has free technical units scaling. It also incorporates a 5-500Hz counter channel. The main features are: 16 analogue or digital input channels. Scaled in technical units. 1 Counter 5 - 500 Hz. Limit check. Alarm and monitoring for all channels. Trend. Time stamp of alarms and events (0.001 seconds). Self checking. Sensor excitation power overload. CAN net status, error handling.


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2.7.9 Remote Digital Input (RDi-32 and RDi-32a)

These units have 32 digital input channels/dry contacts and include LED status indicators. The main features are: 32 digital input channels with LED status indicators. Input dry contacts. Alarm and monitoring for all channels. Trend. Time stamp of alarms and events. Self checking. Sensor excitation power overload. CAN net status, error handling.


AA-0397-A 35

2.7.10 Process Segment Starcoupler (PSS)

CAN lines are vulnerable against short circuit and un-terminated lines. A short-circuit or a broken line will disable the entire CAN segment. The PSS will protect two sections of a CAN segment from each other. A typical application is to protect CAN segments running across fire- or flood-zones.

Protection of sections in a single CAN segment Extension of bus topology No configuration No serviceable parts All connections pluggable


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2.8 Remote control system functions

2.8.1 Start interlock As long as any of the below mentioned conditions is active the engine is inhibited for starting.

2.8.1.1 Start air pressure low

To secure a safe starting of the main engine a minimum starting air pressure is required. The value for minimum starting air pressure allowed is preset in parameters in the remote control system. If the pressure is below this preset level Start Block is activated.

2.8.1.2 Turning gear engaged

The turning gear is mechanically engaged to the flywheel. The main engine is therefore inhibited from starting.

2.8.1.3 RPM detector failure

RPM monitoring is critical for starting and running of the engine, so if the RPM measuring system is experiencing a redundant detector failure the engine is inhibited for starting.

2.8.1.4 Safety Stop

Engine has tripped because of a shut down detected and created by the safety system.

Details to be found in the alarm list on the Safety system mimic pages.

2.8.1.5 Slow Turning Failed

Slow turning is intended to be performed within a pre-set time. The engine is assumed to turn one complete revolution during this time. If it fails to turn one revolution slow turning failed will be announced.

2.8.1.6 Plant Interlock

The Plant interlock input may contain a various amount of start interlocks, but it is not specified which signals to be implemented, This is for the owner or shipyard to decide, If however this input is active the actual items in the plant interlock circuit has to be cancelled before a start can take place.


AA-0397-A 37

2.8.2 Start Failure

2.8.2.1 3 start attempts failed.

If the engine fails to run on the first start attempt, a total of 2 repeated starts will be performed by the control system. If three start attempts are made and the engine didnt start the message 3 Start attempts Failed will be announced. To reset this function the manoeuvre lever has to be set to Stop

2.8.2.2 Start time limit

When the engine shall be started its estimated that it shall reach a certain rpm level just after fuel is supplied. If this rpm level is not reached within a pre-defined time Start time limit will be announced.

2.8.2.3 Brake time limit.

When the engine is running and the direction of rotation shall be changed (reversed), the control system will brake the engines rotation ahead by activating starting air for start in the opposite direction. If, for any reason, the rpm does not reach a preset level within the value defined in the Brake time limit the brake air will be shut off, and Brake time limit will be announced.


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2.8.3 Alarms

2.8.3.1 Slow turning Failure

If it is detected a failure when or during the slow turning sequence is active, this alarm will be announced.

2.8.3.2 Remote Control Fail

This indicates that there is observed a failure in the remote control system. It normally detects failure on connected sensors and deviating measurements on sensors which should read the same value. Examples are the two charge air transmitters and the two load indicator transmitters.

2.8.3.3 RCS Passive Fail

This indicates that a passive failure is detected, it monitors rpm detectors, reversing valves, cut-off valve, start and stop valve.

2.8.3.4 All aux. blower Failure

Prior to start, at least one of the auxiliary blowers has to be in operation. If no one has started because failure, the message All Aux. blower failure will be announced. Start is interlocked.

2.8.3.5 VIT Fail

This indicates that a failure is detected with one or two of the VIT actuators. Normally the failures will be positioning failures due to feedback measuring failures.

2.8.3.6 Speed Control Fail.

This indicates that the speed control unit is no longer able to control the main engine speed.


AA-0397-A 39

2.8.4 Starting the main engine The engine is started automatically in ahead (or astern) direction from bridge (if the engine is prepared for start), simply by setting the bridge handle from stop to any position in ahead (or astern) direction

2.8.4.1 Cylinder pre/post lubrication

A cylinder pre-lubrication function is provided in the system. A soft-key in the ACP mimic is provided for this function. This soft-key activates a solenoid valve which allows the lubrication oil pump to be driven by the crosshead bearing oil, this giving cylinder pre-lubrication for an adjustable time (30 sec.). This function can either be automatic together with slow turning, or it can be manually initiated from the control room ACP.

2.8.4.2 Slow turning If the engine has been stopped for a certain time (normally 30 minutes), the slow turning indicator lamp, Request Slow Turn will be lit. This means the operator has to perform slow turning prior to start of the main engine. This is done by activating the slow turning soft-key in the Engine Modes mimic. When the sequence is started the slow turning valve will be activated, and a limited amount of starting air will be supplied to the main engine, the engine will rotate slowly on starting air.

When one revolution is completed, the engine may be started according to normal procedure. If one revolution with slow turning is not accomplished within the correct time, the alarm SLOW TURNING FAILURE is released in control room and bridge.


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2.8.4.3 Normal start

If start is not interlocked as listed above start of main engine is activated when the manoeuvring lever is put out of stop position, into any position in ahead or astern direction. The system will open for start air by the Start Valve, and close the start air by means of the Start Cut off Valve when the start speed is reached. If the start attempt fails, the system will repeat the start sequence two more times. Bye means of de-energizing the Start Cut Off Valve. The additional start attempts will be carried out with increased start set-point (heavy start), if all three start attempts fails, 3 failed starts alarm will be activated.

2.8.4.4 Repeated start If the engine fails to start (run on fuel) after the starting air is switched off, the system will automatically try to restart the engine. Indication for "repeated starts" will show on bridge and ECR. If the second start also fails, the system will try once more. After 3 starting attempts, 3 start failures alarm will be released.

2.8.4.5 Starting failure Starting failure is detected when one of the following conditions occurs, and is indicated on ECR and Bridge ACP. 3 failed starts Start time limit Max slow turning time "Start time limit" means engine is unable to reach the start-rpm level within a specific time period.

Start failures are reset by setting the manoeuvring lever to stop


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2.8.5 Speed limiters For protecting the engine against thermal stress and destruction some fixed RPM Limiters are included in the system.

2.8.5.1 Slow Down A slow down is caused by a input signal detected by the slow down module. If such a signal is detected, the safety system will send a speed reduction request to the remote control system. The speed set-point will after a pre-warning time is reduced to the predefined slow down level.

Time

RPM

SLD RPMLevel

SLD Active During pre-warning time an alarm "slow down cancellable" or "slow down none cancellable" will be displayed on the ACP.

2.8.5.2 Start set-point Limit

When start is activated from the remote control system the governor will preset the fuel pumps to a fixed pump index to secure a safe start. The fuel start set-point is deactivated as soon as the engine passes a preset rpm level.


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2.8.5.3 Chief Limit

This function is also called manual RPM Limit. Its a parameter in the remote control system, initiated by the ACP for pre-setting maximum allowed RPM for ahead or astern running. If the RPM command is set higher, the command will be limited to the value inserted in this parameter.

Stop

Rpm

Time

Main engine RPM

Lever CommandChiefRPMLimit.

2.8.5.4 VIT failure speed reduction

If a failure is detected in the VIT system a automatic speed reduction function will be activated.

The main engines RPM will be reduced to a preset level adjusted in a defined parameter

Stop

MCR

Time

Main engine RPM

Lever Command

VIT FailureSpeed

ReductionLevel

VIT Failure detected


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2.8.5.5 Speed program When setting the bridge handle to Navigation Full position, load program will be activated. This will be indicated as "load up program active" on the ACP. The purpose of this function is to prevent engine temperature from increasing too fast when higher load is applied. When MCR is obtained (in 45 minutes) the load up program active indication will disappear. The same function may also apply for the opposite purpose. When reducing speed from Navigation Full to full ahead the load down function is activated, slowly decreasing the speed to allow the engine to cool down (normally 15-20 minutes). If the bridge lever is set to a position below "full ahead" before the load down program is finished, the program will automatically be cancelled.

Stop

RPM

Time

Main engine RPM

Lever Command

Load Up Start

Load UpTime

Load Down Start

Load downTime

FullNav. Full

It is possible to cancel the load program (both up and down) by operating "cancel limitation pushbutton on the ACP.


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2.8.5.6 Acceleration limiter

The acceleration limiter defines maximum acceleration and retardation in RPM/seconds.

RPM

Breakpoint

Seconds

2.8.5.7 Critical speed set point limiter Critical speed avoidance In order to avoid operation of the main engine in critical (barred) speed areas, there is provided a command limiter function. If bridge command is within this area, the "critical RPM limit" on bridge and in control room ACP will turn up. The system will during acceleration keep the engine running at the lower critical speed until command has reached the upper limit, during de-acceleration it will keep the engine running at the upper limit until command has reached the lower limit. Critical speed alarm If the engine RPM run within the critical (or barred) speed ranges too long time, indication for "critical RPM" will be shown on the ACP. There are two critical RPM zones available.

RPM


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2.8.6 VIT/FQS control function Electronically control of VIT (Variable Injection Timing) and FQS (Fuel Quality Setting) is included in accordance with the Denis-6 specification. The purpose of the VIT+FQS is to keep the firing pressure at 100% in the upper load range. The FQS is a manual adjustment facility to cope with varying fuel qualities. The diagram below shows the principles for the control system.

The system uses the charge air pressure and the engine speed as input signals to this control function, in order to control the VIT+FQS actuator placed on the main engine in accordance with curves specified in the Denis-6 specification.

0o

VIT = f (chg.air Ctrl.sign.)

0oVIT = f (Speed)

0oVIT = "Low NOx"

+

+

+

+HEAVY SEA

FILTER

0oAngle to stroke conversion

POSITIONER

Actuator strokeSetpoint(mm)

Actuator strokeMeas.value(mm)

Fuel qualitysetting

VIT Off Position

VIT E3-Mode

Speed

Charge air Press.

Sign."B"

Sign. "A"

VIT & FQS actuator

On / Off & Monitoring Functions


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2.8.6.1 VIT Normal

During Normal mode the system is using charge air pressure and main engine speed as reference to make the correct action on the output to the VIT actuator. There are two curves which is used together to make the output for Normal VIT function they are illustrated on the drawing below:

0

1.00

CTRL'SIGN.

0SPEED

1.00

VIT action based on the engines charge air pressure. (VIT signal A)

VIT action based on the engines speed.

(VIT signal B)

2.8.6.2 VIT Speed Red Cancel

This is a indication showing that the VIT system has a failure and that engine speed is reduced to a preset level. This limiter may be cancelled by activating the soft key with the same name in the engine modes display


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2.8.7 Operation modes

2.8.7.1 Rough sea mode The rough sea mode is optionally provided in order to avoid over-speed trip during rough sea conditions. Selecting rough-sea mode is to be done from the ACP menu. When rough sea mode is selected, and over-speed is detected, the following sequence will take place. When the engine speed reaches the over-speed level, the

fuel will be cut-off, the engine speed will decrease. When the engine speed reaches reset level, fuel will be

supplied, and the engine will be running at this level. To reset, move speed-set lever back to reset level and

move handle to desired RPM. There is an upper speed limit for this function (adjustable). The upper limit is provided to avoid fluctuation between over-speed, and stop.

RPM

Time

Main engine RPMFuel actuator index

Rough Sea modeActivated

Overspeed RPM level

Reset RPM level

Sto

p V

alve

Act

ive

Sto

p V

alve

rele

ased

Rou

gh S

ea m

ode

RPM

limite

r res

et b

ym

anoe

uvre

leve

r

Lever Command


48 AA-0397-A

2.8.7.2 VIT Low NOx

The VIT low NOx mode is selectable from the front panel. The push-button is used to alter between Normal VIT mode and Low NOx mode. During Low NOx mode only the charge air pressure is used as reference to make the output to the VIT actuator

VIT Low NOx based on measurement of charge air pressure only.(VIT signal C4) (Control curve separated from the VIT signal A & B)

0CTRL'SIGN.

1.00


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2.8.7.3 Constant fuel mode

This function is used when the governor system is made by another maker than Kongsberg Maritime AS

The RPM is continuously measured and when the RPM has remained constant for a predefined time a signal hardwired to a solenoid valve in the Governor system. The governor will then lock the fuel actuator output to a fixed fuel index. When the Fuel index is locked the RPM will fluctuate. Anyhow this function is required in some cases i.e. when indicator diagrams shall be made and similar. During this sequence the RPM is continuously monitored and compared with a upper and lower RPM deviation parameter. If the RPM fluctuates above or below these limits, the fuel actuator output will be unlocked and the RPM is governed back to the set-point requested from the remote control system.

It is also limiters for which rpm areas this function may be used. I.e. its not allowed in low rpm areas where the engine may stop if the fuel amount is not controlled continuously or, in high rpm areas where the engine may increase to over speed rpm level.

ZeroFuel

PumpIndex

Time

Main engine RPM

Fuel actuator indexConstantfuel

stabilizingtime

Const.fuel Active

Disengage Upper Limit

Disengage Lower LimitEngage Lower Limit

Engage Upper LimitFuelindexreference

Const.fuel deactivated


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2.8.7.4 Shaft Generator control mode When shaft generator (PTO) is provided an optional function in the remote control system is available in order to avoid black out during speed reduction and slow down. An input signal from the main switchboard "shaft generator in service" should be connected to the remote control system. The remote control system will give out signal "request for diesel generator starting & disconnection of shaft generator". When shaft generator is connected to the switchboard, the engine speed should be above a certain level. If the speed command is ordered below the lowest working level for shaft generator, from the bridge handle, or because of slow down, the following sequence take place:

"RPM holding" indication in bridge and control room ACP

Signal "request for diesel generator starting & disconnection of shaft generator" will be given to the main switchboard.

Speed will be kept at the shaft generator minimum working level until signal "shaft generator in service" goes off, or maximum 60 seconds (adjustable).

After the signal "shaft generator in service" extinguish, the speed will be reduced to the required level (bridge handle requirements or slow down level).

The same sequence applies when STOP or CRASH MANOEUVRING order are given.

For shut down and emergency stop, the system will immediately stop the engine, resulting in a black-out.

Stop

MCR

Time

Main engine RPM

Lever CommandShaft Gen.

HoldingRPM

Shaft Gen.Holding

Time


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2.8.8 Reversing the main engine

2.8.8.1 Reversing The engine is reversed automatically to ahead (or astern) direction from bridge by setting the bridge handle from stop to any position in ahead (or astern) direction. Reversing sequence will be carried out prior to the starting sequence. If the engine is running above the brake air level, brake air will be supplied when engine has reached the brake air rpm level, in order to perform the reversing sequence as fast as possible.

2.8.8.2 Crash Astern Crash manoeuvring means quick reversing of the engine from ahead to astern. Its used in emergency situation, when the bridge lever is moved from full ahead to full astern position. Move the bridge lever from full ahead to full astern

position. "crash astern" indication on bridge and control room ACP. Stop signal will be given to the main engine. Engine speed will reduce to brake air level Engine will be reversed, and start air will be supplied Heavy start and cancel limiters signals will be given to the

speed control system. When the speed reaches the fuel/start air change level in

astern direction, the start air will be switched off, and fuel will be supplied.

2.8.9 Stopping the main engine The engine is stopped simply by setting the lever in control to STOP position. The fuel zero order signal is activated to the governor to set the fuel rack in zero position. As a back up for the stop function, emergency stop switch is provided on the telegraph panel in bridge and control room (and on the local control panel), which are hardwired directly to the safety system.


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2.8.10 Remote control system auxiliary functions

2.8.10.1 Auxiliary blower control

Auxiliary blowers are automatically controlled by the AC-C20 remote control system. The auxiliary blowers will automatically be set to Auto Pre-Select and OFF by the AC-C20. Alarm for "all aux. blower failure" is included in the remote control system. I.e. if all aux. blowers fail to start, during start, the All Aux. Blow, Failure alarm is released and the start sequence is interrupted, waiting for aux. blowers to start. The auxiliary blower will automatically be set to Auto when start is ordered. Pressure switches will start and stop Aux. blowers (When turbochargers feeds enough charge air for running the engine. aux. blowers is stopped by the pressure switch).

2.8.10.2 Cylinder lubrication CLU 3

The cylinder lubrication is controlled by the AC-C20 remote control system. The system is designed to control the CLU 3 cylinder lubrication unit for Sulzer RTA engines. The operation modes are as follows:

Dynamic load dependence of cylinder lubrication. Running in of all cylinders with fixed lubrication

Quantity.

Emergency cylinder lubrication. The lubrication pump is controlled by means of speed. The speed command is calculated on behalf of the mode selected and the actual engine load.


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2.9 Safety system functions

2.9.1 Safety function Shut down

2.9.1.1 Shut Down Function (1 6) Then engine will automatically shut down (stop), if any of the shut down sensors is activated. The emergency stop solenoid valve will be activated, and the fuel rack to zero order is given to the governor. The engine will then stop. The following inputs for shut down sensors are provided: Shut down 1: (Fixed as over-speed) Shut down 2-6: (To be project specified for the actual

project) Custom Shut down 1-5 (To be project specified for the actual

project) The input sensors may be of digital (on/off) or analogue type. The shut downs may be configured as cancellable or non cancellable type. Non cancellable types will stop the engine immediately. Shut down is reset (after the sensor is de-activated) by setting the manoeuvring lever at the control stand in control to stop position. The engine may then be restarted.

2.9.1.2 Cancellable Shut Down It will be possible, during the time delay, to cancel the shut down by pressing the "Cancel SHD" pushbutton on the ACP unit. There will be time delay on the cancellable shut downs. The delay time may be adjusted individually for each sensor. The cancellable shut-downs may be cancelled individually from the ACP in control room, regardless of control position active, it will additionally be possible to cancel all shut-downs from bridge while in bridge control, control room in control room control and from engine side while in emergency control. The indications mentioned will be shown on the LCD display of the ACP unit.


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2.9.1.3 Emergency Stop function Safety System has possibility for total 5 emergency stop push buttons Normally 3 emergency stop pushbuttons will be used:

Bridge Pushbutton with light with integrated in bridge LTU.

Bridge Wings (Option)

Pushbutton with light with cover integrated in the BWU

Control Room Pushbutton with light with cover integrated in the ECR LTU

Local Control: Pushbutton with light with cover integrated in emergency control PBT.

Emergency stop solenoid valve is directly activated through the ESU when one of the pushbuttons is activated. Stop signal is sent to the RCS and fuel rack to zero order is given to the governor. The engine will stop, and an alarm "emergency stop", emergency stop valve activated", and information of which of the emergency stop pushbutton is activated will be shown on the ACP. Emergency stop may be activated from all control stands at all time, regardless of the control position. Emergency stop is simply deactivated when the pushbutton are pressed once more.

2.9.1.4 Over speed Shut Down Over speed is detected by the RPM detection system, from tacho pick-ups which are mounted towards engine fly-wheel, when the engine revolution exceeds the over speed level (107% of MCR, adjustable). A hardwired signal from the RPM detection system is connected to a shut down input on the ESU for direct activation of emergency stop solenoid valve. And the RPM detection system will by dual redundant CAN order shut down of engine to RCS, Safety System and Governor System. This will cause the emergency stop solenoid valve to be activated and the fuel rack position moved to zero.


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The engine will stop and the alarm "over speed" will be shown on the ACP. Over speed is reset by setting the manoeuvring lever at the control stand to stop position. The engine may then be restarted.

2.9.2 Safety function Slow Down

2.9.2.1 Slow Down Function (1 20) The engine will automatically reduce the speed corresponding to slow (adjustable) if any of the slow down sen

aa-0397a- acc20 sulzer rta instruction manual

Documents

autochief combined lever

telegraph functions

command functions

autochief control panel

command transfer functions

cancel functions

date sign

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