Alphatronic Remote Control System

Contents Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ships Propulsion Power controlled by Alphatronic . . . . . . . . . . . . . . . . . Evolution of control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accumulated expertise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Control is crucial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inherent advantages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The engine and propeller manufacturers advantage . . . . . . . . . . . . . . . . . . . . . 3 5 5 5 6 6 6

Alphatronic Remote Control System General . . . . . . . . . . . . . . . . . . . . . . . 7 Plant configurations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Included in the system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Engine equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Primary control function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 In case of emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Load control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Control lever order and command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Load program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Manoeuvre Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mode of operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Separate mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Combined mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Constant speed mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bridge and bridge wing manoeuvre panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manoeuvre distribution between bridge panels . . . . . . . . . . . . . . . . . . . . . . . . . . Engine control room manoeuvre panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manoeuvre responsibility panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Special Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shaft alternator panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shaft alternator speed control with Power Management . . . . . . . . . . . . . . . . . . Load limiter panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Control and Interface Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alphatronic control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Interface unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load program unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Noise suppression unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power supply unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Optional instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cable plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 14 14 14 15 16 17 18 19 20 20 20 21 22 23 23 24 24 25 26 26 26 27 28 30

Instruction Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 1

Introduction
The purpose of this Product Information Manual is to act as a guide line in the project planning and the layout of Alphatronic Remote Control Systems. The manual gives a description of the system in general, standard control elements and options available for tailoring a remote control system for the individual vessel and its propulsion system configuration, operating modes and manoeuvre stations. Our product range is constantly under review, being developed and improved according to present and future requirements and conditions. We therefore reserve the right to make changes to the technical specifications and data without prior notice. Alphatronic Remote Control Systems are usually specified together with MAN B&W Controllable Pitch propellers. The propeller programme may be studied in separate literature.

Ships Propulsion Power controlled by Alphatronic

MAN B&W Diesel A/S, Alpha Diesel launched the first CP propeller as part of a propulsion system in 1902. A complete package including engine, clutch, shafting and propeller. A package where all control and manoeuvre actions were carried out, in accordance with the standards of that time, locally by handson. Evolution of control In view of the following years of development, not only in the physical dimensions of the ships, but also in the propul-

sion equipment itself, the control and manoeuvre actions shifted from local to remote by means of different intermediates. These intermediates developed from mechanical push/pull rod systems, flexible cable systems, pneumatic systems up till todays electronic systems. Year by year, both the operator and the equipment itself required more and more sophisticated control systems for economical cruising at various operating modes, engine load sharing etc. Accumulated expertise Since 1902, more than 6000 propellers

and propulsion packages have gone into service operated by various types of MAN B&W Alpha control systems. Todays standard for MAN B&W CP propellers and propulsion packages is the wellproven electronic remote control system, Alphatronic. Since its introduction in 1982, more than 700 systems have been delivered for a wide range of propulsion plant combinations with twostroke engines and propellers, fourstroke engines, reduction gearboxes and propellers for the output range up to 15,000 kW (20,400 bhp) per propeller.

Fig 1 : Twostoke propulsion package (4S70MC, VBS 1680)

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Control is crucial In the process of projecting and estimating propulsion systems, the associated control system is a soft item frequently handled with less attention. The remote control system is often regarded as a necessary auxiliary element that just follows the primary propulsion elements. But the fuel and propulsion efficiency of the hard engine and propeller elements are, however, undermined without the correct matching and performing control system ! Inherent advantages A tailored Alphatronic control system ensures:

S Load changes controlled in such a

way that the governor always keeps the engine speed within the range required

The engine and propeller manufacturers advantage In general, the control system acts as the central propulsion package element, being in charge of the remaining propulsion package elements, their coherence and their interaction with one another. The knowledge inherent in the Alphatronic systems, accumulated during 15 years of service:

S Good longterm engine performance

due to overload protection

S Thermal protection of the engine via

controlled runningup programmes

S Environmental friendliness due to

balanced manoeuvring dynamics during acceleration with minimal smoke emission

S Flexibility and individual customization due to modular system principles

S Full knowledge of all propulsion package elements

S Project support, simple installation

procedures and safe commissioning

S Full knowledge of twostroke and

fourstroke engine design

S Minimal service and maintenance requirements

S Full knowledge of CP propeller design

S Safe control of the propulsion plant

and reliable manoeuvring of the ship

S Userfriendly operator functions due

to logic and ergonomic design of control panels

S Economic operation due to optimized

engine/propeller load control

S Full knowledge regarding overall operating economy, long term performance, load characteristics and system dynamics makes all the difference.

S Quick system response and efficient

CP propeller manoeuvrability

S Overall system reliability and durability type approved by all major classification societies

Fig 2 : Fourstroke propulsion package (6L40/54, VBS 1180)

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Alphatronic Remote Control System General

With this electronic remote control system it is possible for the navigator to manoeuvre the ship from the bridge. The navigator may operate the control system without consideration for the engine load condition, since the system ensures automatic engine overload protection. When needed, the manoeuvre responsibility may be transferred from the main bridge panel to the bridge wing panels or to the control room panel.

Plant configurations The Alphatronic remote control system is designed for propulsion plants consisting of a CP propeller and a two stoke or a fourstroke engine in several plant configurations. From the relatively simple plant shown in fig 3 to many different and more complex configurations, eg multiple engines on one gearbox or multiple propeller plants.

Included in the system As a minimum, the control system usually consists of the following main components shown in the principle diagram fig 3 : 1 2 3 4 5 Manoeuvre panel for main bridge Manoeuvre panel for engine control room Responsibility panels Control / interface unit Optional load program unit (if required by engine maker)

pitch. The levers have individual potentiometers integrated in the manoeuvre panel. From the speed and pitch potentiometers signals are sent to the servo electronic units at the engine and propeller. These units will adjust the engine speed and the propeller pitch in accordance with the orders given. The system is built up as a feedback control system with feedback potentiometers. In connection with the engine governor fig 3 , item 6, two possibilities exist regarding the adjustment of the engine speed in relation to orders from the speed potentiometer in the control panel:

Actual propeller pitch setting is measured by two transmitters located at the feedback ring of the propeller shaft coupling flange. One transmitter is for indication of the actual position of propeller pitch and the other one sends the feedback signal to the electronic servo unit. The responsibility panels fig 3 item 3, which are located on the main bridge and in the control room, contain push buttons for exchange of manoeuvre responsibility between bridge and engine control room. In case of emergency If the remote control system is out of service, the propulsion plant may be operated by the emergency backup system. The backup system is completely independent of the main control system, although it is physically an integrated part of the bridge panel. As required by the major classification societies, preset engine speed and propeller pitch order signals are maintained until the emergency control is in operation. This will prevent the order signals from changing, if a fault should occur.

Normally, power supply and noise suppression units are also included in the system. Engine equipment If the engine is not of MAN B&W Alpha origin, there might be a fuel pump index transmitter. The governor and the safety system are normally specified with the engine and therefore not a part of the remote control system. Nevertheless, there is a close connection between these. Primary control function The manoeuvre panels fig 3, items 1 and 2, are fitted with manoeuvre levers for controlling the propeller speed and

S When the engine has a governor with

pneumatic speed setting, the electric speed order is converted into a pressure order in an E/Pconverter.

S When the engine has an electronic

governor, the electric speed order is sent directly to this. The propeller pitch setting is controlled by two solenoid valves in the hydraulic system at the propeller servo oil tank unit Hydra Pack fig 3, item 7. The electronic servo unit, which is located in a cabinet at the Hydra Pack, controls the solenoid valves for ahead and astern pitch changes.

Bridge panels

2
Control room panels

Alphatronic control unit

Load program unit

Engine interface unit

Pitch command

Pitch indication

Rpm

Main engine

Governor

7
Hydra Pack

Fig 3 : Remote control system structure

9

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Rpm command

Fuel index

Load control The remote control system uses the propeller pitch and engine speed as controlling parameters. Fuel pump setting, propeller speed and pitch are used as feedback. The engine load is kept within the limits as specified by the load limit curve of the engine. The load control curve for combined mode is adjusted according to the specific engine and propulsion equipment taking fuel oil consumption, propeller efficiency and manoeuvrability into consideration in order to obtain optimum overall propulsion efficiency.

Engine output
(%) 110 100 90 80 70 60 50 40 30 20 10 0 50 60 70 80 90 100
25% LOAD 50% LOAD 75% LOAD 100% LOAD MCR

MEP
(%) 100 90 80 70 60 50 40 1 2 3

4 6

30 20

10

Engine speed
(%)
For propulsion engine with CP propeller MCR=Maximum continuous rating 1 = Engine load limit curve for acceptable continuos load 2 = Alphatronic IIA overload protection curve 3 = Theoretical fixed pitch propeller characteristic 4 = Alphatronic IIA load control in combined mode (Curve 2 + 4) Based on a free sailing ship (Theoretical) 5 = Idling/clutch in speed range 6 = Propeller in zero pitch position (Theoretical)

Fig 4 : General propeller and load curve example with Alphatronic IIA overload protection curve.

10

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The engine overload curve shown in fig 5 illustrates the engines max allowed fuel index at the various revolutions, thus giving the engine load limit for the speed range. The engine load limit function is maintained whether the propulsion plant is operated in combined mode, separate mode or constant speed mode.

Fuel index 20 100% 18 16 2 14 12 10 8 6 100% 4 % 0 1 2 3 4 5 6V Engine speed tacho signal

MCR

Rpm %
1=
2 03 44 759.0

Engine tacho Fuel index signal V %

2.25 3.60 4.41 4.50 36 69 100 100

Fuel transmitter signal mA

9.2 14.2 18.5 18.5

50 80 98

2= 3=

4 = 100

Fig 5 : A specific load control curve (engine speed/fuel index) for a twostroke engine.

11

Control lever order and command For plants with no specific requirements to load increase/decrease limits, the control lever orders are translated

into engine speed and propeller pitch commands in accordance with the control lever slew rate curves shown in figs 6 and 7. Individual adjustment may be

set within the range fast (item 1) and slow (item 2) ensuring optimal system dynamics.

MCR speed %
100 80 60 40 20

1 11 sec

2 55 sec

MCR speed %
100 80 60 40 20

1 5 sec

2 24 sec

Idling speed
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10 10 20 30 40 50 60

Time sec

Idling speed

10 10 20 30 40 50 60

Time sec

Order demand idling to maximum engine speed

Order demand maximum to idling engine speed

Fig 6 : Control lever slew rate for engine speed command

Pitch ahead %
100 80 60 40 20

1 15 sec

2 90 sec

Pitch ahead
100 80 60 40 20

Neutral pitch

10 20 30 40 50 60 70 80 90

Time sec

Neutral 0 pitch 20
40 60 80 100

10 20 30 40 50 60 70 80 90 100110120

Time sec

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Pitch astern Order demand zero to full ahead propeller pitch

1 25 sec

Order demand full ahead to astern propeller pitch

Fig 7 : Control lever slew rate for propeller pitch command

12

Load program If required, a load program for the en gine can be included as an addon unit with loadup limitations as illustrated in the example fig 8. The load program is a programmable unit, which will be supplied in accordance with the engine designers specifications.

In this example, the normal manoeuvre has the loadup sequence programmed for control of the propeller pitch. The loadup sequence may also be programmed for control of engine speed and propeller pitch in combination.

The emergency curve represents the pitch control via the backup panel, or pitch control directly at the solenoid valves of the servo unit.

Astern
Full astern to stop 100 90 Engine rating (%) 80 70 60 50 40
Emergency manoeuvre Normal manoeuvre

Ahead
Stop in full ahead Full ahead to stop

Stop to full astern

30 20 10 0 1
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10

Time in minutes

Fig 8 : Load program curve engine type L48/60 L58/64

13

Manoeuvre Panels
A variety of panels are available for the remote control of propulsion plants. The panels should be installed in consoles located on the main bridge, bridge wings and in the control room. According to its location, each panel will present individual features as described in the following. Mode of operation The main feature is the propeller pitch and speed control performed by the two

control levers on the panels. The manner in which the levers are operated, decides whether both parameters are to be adjusted individually or not. Separate mode Separate mode specifies the condition where pitch and speed are controlled individually by operating both levers. Maximum manoeuvrability and utilization of the entire CP propeller operating range is available.

Combined mode Combined mode is selected by operating solely the pitch lever, thus leaving the speed lever in neutral. In combined mode, both pitch and speed are controlled by using the pitch lever only. This is done according to the combinator curve as shown in fig 9, ensuring optimum operation and propulsion economy considering propeller efficiency, manoeuvrability and minimized fuel consumption.

Engine speed 100%=MCR

Speed RPM Pitch %

120 129 117 105 94 82

Propeller pitch 100% = design P/D

Propeller pitch order

Power (Kw)

110 100 90 80 70 60 Power (kW) 50 40 30 20 10 Max pitch reduction Engine speed order

10440

9396 8352 7308 6870

Idle RPM 77 70

100 90

80

70

60

50 40

30

20 10

10 10 20 30 40 50 60 70 80

20

30

40 50

60

70

80 90 100

Control lever position %

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90 100

Fig 9 : Combined mode combined pitch/speed order and engine load curve for a twostroke propulsion package 6L60MC, VBS 1560.

14

Constant speed mode Constant speed mode is a third mode which is characterized by maintaining a fixed engine speed. The constant speed mode is selected and the speed is adjusted from a special (shaft alternator control) panel usually mounted in the switchboard in connection with the shaft alternator synchronizer. When constant speed mode is selected, the levers in the manoeuvre panels only control the propeller pitch. The automatic load control is, however, still active for engine overload protection. With the shaft alternator in service, the load control system can handle a crash stop order, without any risk of a black out.

15

Bridge and bridge wing manoeuvre panels As a minimum the remote control system will always include a bridge panel per engine/propeller, see fig 10. Via the control levers it is possible to adjust the propeller pitch and the speed. Furthermore, the panel includes push

buttons for manoeuvre responsibility, acknowledgement of failure in manoeuvre system, pushbuttons for lamp test, as well as various status lamps. A facility for emergency back up control is also present, controlling the propeller pitch by means of push buttons at the actual preset engine speed value.

Both the indoor and outdoor wing manoeuvre panels are simplified versions of the bridge manoeuvre panel, as all pushbuttons with functions regarding emergency control have been removed. For a single propeller plant, up to three additional wing panels are optional.

50

50

100
PROPELLER RPM

100

ASTERN AHEAD PITCH

FAILURE IN MANOEUVRE SYSTEM

PITCH AHEAD

2
LAMP TEST OVERLOAD PITCH ASTERN

8 6 4
BACKUP CONTROL ON/OFF

MANOEUVRE RESP.

4 6 8

6 8

Fig 10 : Bridge manoeuvre panel primary

16

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1 2 3 4

Light dimmer push buttons Light dimmer instruments Headphone connection Marker knob

Manoeuvre distribution bridge panels

between

the flashing lamp will be switched off. To take over the responsibility between bridge panels, the button must be activated on the panel, to which the responsibility is requested. Responsibility takeover between bridge panels can only be accomplished by synchronized pitch lever settings of the responsible panel and of the panel from which the responsibility

Only one panel at a time can be in charge of the manoeuvre. A pushbutton is used for manoeuvre takeover between the various manoeuvre panels on the bridge. When accepting the responsibility at one panel, a flashing lamp changes to a steady light. On all other (inactive) panels

is requested. Inconsistencies between the lever adjustments are indicated by a flashing lamp when the button is activated. If the settings of the pitch levers differ, then activate the button at the same time as the pitch lever is synchronized. Then the responsibility will be taken over when the positions of the levers correspond.

50

50

100
PROPELLER RPM

100

ASTERN AHEAD PITCH

FAILURE IN MANOEUVRE SYSTEM

LAMP TEST

OVERLOAD

8 6 4

MANOEUVRE RESP.

4 6 8

4 6 8

Fig 11 : Wing manoeuvre panel indoor

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17

Engine control room manoeuvre panel In addition to the manoeuvre panels for bridge location, there is also a ma-

noeuvre panel for use in the control room, see fig 12. The control room manoeuvre panel is also a simplified version of the main bridge manoeuvre

panel, as all pushbuttons with functions regarding emergency control have been removed.

50

50

100
PROPELLER RPM

100

ASTERN AHEAD PITCH

FAILURE IN MANOEUVRE SYSTEM

LAMP TEST

OVERLOAD

8 6 4

MANOEUVRE RESP.

4 6 8

4 6 8

Fig 12 : Control room manoeuvre panel primary

18

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Manoeuvre responsibility panels These panels are used for plants with a control room panel installed in addition to bridge panel(s). Each responsibility panel is located together with the actual main bridge panel and control room panel. The panels are used for the transfer of the manoeuvre responsibility from the bridge to the control room and vice versa. The responsibility panel contains two pushbuttons which are used for the transfer, see fig 13. By pressing one of these buttons, it is possible to select to where the responsibility is to be assigned. This is audibly as well as visually indicated on the panels. The responsibility transfer is then to be accepted at the panel, which will be disengaged. To obtain the responsibility it is necessary to synchronize the propeller pitch control levers of the two panels in question, as well as accepting the responsibility by pressing the responsibility button on the manoeuvre panel. In addition to the responsibility pushbuttons, the panel includes different indicator lamps to show the selected operating mode and the actual location (control room/ bridge) of the manoeuvre responsibility. On all manoeuvre panels it is clearly indicated, if the individual panel is in control of the propulsion plant, or not.

RESPONSIBILITY CONTROL
COMBINED MODE SEPARATE MODE CONSTANT SPEED

BACKUP CONTROL

LOCAL CONTROL

BRIDGE MANOEUVRE

CONTROL ROOM MANOEUVRE

Fig 13 : Manoeuvre responsibility panel single propeller plant

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19

Special Panels
In addition to the panels for ordinary manoeuvring control, optional special panels are available for shaft alternator control, shaft alternator control with Power Management as well as engine load limit control. Shaft alternator panel The panel is used for shaft generator operation to ensure that the engine runs at a fixed speed despite the setting of the speed lever on the manoeuvre panel. This means that the generator frequency can be set as desired and secured manually by means of a locking button. It is recommended that the panel is mounted in the main switchboard where the synchronzation and closing of the switchboard breaker takes place. Shaft alternator speed control with Power Management Upon request this panel can be supplied with interface facilities for Power Management systems making automatic adjustment of the shaft generator frequency possible. See fig 15.
SHAFT ALTERNATOR CONTROL

1
CONSTANT SPEED

2
Speed adjustment

LAMP TEST

IN SERVICE

OUT OF SERVICE

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1. Potentiometer for engine speed 2. Locking button

Fig 14 : Shaft alternator panel

SHAFT ALTERNATOR SPEED CONTROL

40 30 20

50

60 70

80 90 10 0 100

IN SERVICE

RAISE SPEED

OUT OF SERVICE

LOWER SPEED

Fig 15 : Control panel with Power Management

20

20381070.1

Load limiter panel With this panel it is possible to limit the engine load in the range 50100% of normally permitted maximum output. In connection with an overhaul of the engine and the following runningin, the chief engineer may choose to be cautious and therefore limit the acceptable engine load. For this situation the load limit control panel shown in fig 16 may be used.

ENGINE LOAD LIMIT CONTROL

75%
ENGINE OVERLOAD

LOAD LIMITER IN SERVICE

50%

100%

Load limit adjustment

20331937.2

1. Potentiometer for load limit 2. Locking button

Fig 16 : Load limit control

21

Control and Interface Unit

The heart of the remote control system consists of a main control and interface unit shown in fig 17. The unit, handling

all vital control functions, will also interface the remote control system to various engine types. The system can also include (but this is separately supplied) a load program

unit fig 19, which is necessary in order to fulfil the required protection against sudden changes in load according to the engine designers specifications.

E1 E2 E3 E4 E4
1195

600

Fig 17 : Control and interface unit

22

Alphatronic control unit The Alphatronic control unit contains 5 circuit boards (see fig 18) to which the following tasks are assigned:

S Manoeuvre responsibility between

bridge and control room panels

Interface unit An interface unit is applied in order to use the system with different combinations of engines, governors etc. The interface unit converts the order and indication signals to signal levels suitable for the control system. The interface unit is supplied in a cabinet together with the control unit as shown in fig 17.

S Manoeuvre
bridge panels

distribution

between

S Supervision of the control system S Load control and engine overload

protection

S Mode selection

The control unit receives 24 V DC power supply from the interface unit and distributes the continuity supervised power to the manoeuvre panels. The cables between the units and panels are monitored by the system itself.

E1

E2

E3

E4

E4

E1 Safety card

E2 Load control card

E3 Man.resp./const.rpm card E4.1 Man. distribution card E4.2 Man. distribution card

S3 S1 S2 E1: E2: E3: Safety card Load control card Manoeuvre responsibility card a. Constant speed b. Manoeuvre responsibility bridge/control room Manoeuvre distribution cards Fuse control panels Fuse actuators Fuse supervision system

Fig 18 : Alphatronic control unit

202 29 059.0

E4: S1: S2: S3:

23

Load program unit The load program unit is only included in the scope of supply at the discretion of the engine designers. It is a programmable unit capable of fulfilling the requirements for engine protection in a load increase situation. The unit is supplied in a cabinet as shown in fig 19. Noise suppression unit To ensure efficient EMC immunity, two noise suppression units are part of the remote control package, see fig 20.

EMC, signifying Electro Magnetic Compatibility is the ability of equipment and of systems to operate as designed without degeneration or malfunctions in electromagnetic fields. In addition the equipment or system must neither interfere, nor itself be interfered with, by other systems or equipment.
20184570.2

257

NSU 10 Noise suppression unit X10

Fig 20 : Noise suppression unit

20429140.0

480

480

Fig 19 : Load program unit.

24

156

Power supply unit The power supply unit included in the usual Alphatronic scope of supply will ensure adequate and stable power supply for the control system. If omitted from the MAN B&W Alpha scope, the yard must ensure a power supply that fulfils the power supply requirement of Alphatronic remote control systems.

20171500.3

296

Fig 21 : Power supply unit

809

25

Installation
External systems The remote control system can be connected to different external systems such as:

This will, however, require additional equipment in the remote control system package. Interface with external systems must be approved by MAN B&W Alpha in each individual case. Panels for this additional equipment, as well as for the engine safety system can be supplied in order to maintain a neat and matching panel layout. Layout examples To illustrate the bridge and control room layout for different Alphatronic control system applications the following examples are given:

S Joystick control systems S Dynamic position systems S Power management systems S Manoeuvre log etc.
Like the engine safety system, the above external systems are separate systems which all can be interfaced with the remote control system.

PROPULSION MODE

50

50

50

50

100
PROPELLER RPM PITCH

ASTERN AHEAD

100

100

100
PROPELLER RPM

ASTERN AHEAd PITCH

8 6 4

8 6 4

4 6 8

4 6 8

4 6 8

4 6 8

X6,X6S
20255432.3

10

X1 288 760 30

X1S 288

144

Fig 22 : Main bridge layout for double propeller plant

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288

RESPONSIBILITY

50

50

100
PROPELLER RPM

100

ASTERN AHEAD PITCH

Optional instruments Remote reading of analogue sensor instruments, eg turbocharger tachometers, may be arranged on the bridge and in the engine control room with instruments matching the Alphatronic panel design.

288

RESPONSIBILITY

CONTROL
8 6 4

144

4 6 8

4
6 8

20255241.2

X6 144

10 443

X1 288

Fig 23 : Main bridge layout for single propeller plant

50

50

100
PROPELLER RPM

100

ASTERN HEAD PITCH

288

RESPONSIBILITY CONTROL
8 6 4

144

4 6 8

4 6 8

20255241.2

X7 144

10 442

X5 288

Fig 24 : Control room layout for single propeller plant

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Cable plans Cable plan and connection lists showing each cable connection to control system terminals are supplied by MAN

B&W Alpha after the Purchase Contract has been signed and upon receipt of all necessary shipyard information.

Machinery section
Mounted on servo
Feed back B42 Pitch in. B41 Pro.tacho pickup B40
W203 4 / W204 4 / W205 2 /

Control room section

SHIP AC SUPPLY
1x10

Supply 220 V AC/ 6 A fused Supply 110 V AC/ 10 A fused Ship hull REMOTE CONTROL
Supply 24 V DC 10A W101 2x2.5 /

Servo remote control X41

W206 W126 W108 W156

/ 17x1.5 5 / / 2x2.5 /2

Alphatronic control system X62/X11

W109 3x2.5 Filter /

Power supply

Alphatronic interface To governor system

unit

2stroke cable plan Electronic governor for 2stroke

X62

Alphatronic control unit X11

unit X10.1

TO ALARM SYST. EAX76

W60 2x2.5 Filter /

unit X10.2

W50 2x2.5 /

SHIP EMERGENCY SUPPLY Supply 24VDC 10A peak 50 W nominal

TO ALARM SYST. EAX66, EAX68 Shaft alternator panel

W132 3 / W131 4 /

PANEL LAYOUT
MAIN BRIDGE X6 X1 CONTROL ROOM X7 X5 MAIN SWITCH BOARD X9

X9

AMP
W142 / 8 W141 / 6

W55 / 14x1.5 W4 / 20 W2 / 8 W1 / 4x2.5

Bridge man. panel 1 with backup control X1 BMP

Control room panel X5 CMP

W44 5 /

W8 / 2x2.5 W9 / 4

W145 17x1 /

Bridge section

Control room responsibility panel X7 RMP

W42/ 13 W43/ 14 W41/ 2x2.5

Bridge responsibility panel X6 RMP

Fig 25 : Cable plan example

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Fig 26 : Connection list example

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In order to ensure the optimum function, reliability and safety of the control system, without compromize the following installation requirements must be taken into consideration:

signals can induce current from their immediate environment sufficient to disturb or even damage the electronic control system. Commissioning As part of the onboard acceptance procedures, a final system test of the remote control system is carried out by MAN B&W Alpha commissioning engineers. A number of classification societies usually require the onboard test to be performed in the presence of a surveyor before the official sea trial. Prior to the functional test, and even before the power supply voltage is switched on the cable plan and connection lists are crosschecked with all wiring and connections made by the shipyard. The MAN B&W Alpha procedure for Alphatronic Remote Control System

Test is carried out in accordance with a 40point check list covering a number of tasks within the following categories:

S Power up and control room responsibility

S Power supply cables must be of size

2.5 mm2

S Control panel operations and indications

S If the supply cable length between the

bridge and the engine room is in excess of 60 metres, the voltage drop should be considered

S Manoeuvre responsibility and transfer S Failure and alarm simulation S Propeller pitch backup control S Shaft alternator control
The commissioning engineers will adjust all lever positions, order signals and actuators as preparation for the fine tuning of settings for propeller pitch, fuel index etc performed during the sea trials.

S The signal cables should have wires

with crosssectional area, min 0.5 mm2 and max 1.5 mm2

S All cables should be shielded and the

screen must be connected to earth (terminal boxes) at both ends

S Signal cables are not to be located

alongside any other power cables conducting high voltage (ie large motors etc) or radio communication cables. Cables for the remote control

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Instruction Manual
As part of our technical documentation, an instruction manual will be forwarded. The instruction manual is tailormade for each individual control system and includes: S Descriptions and technical data S Operation and maintenance guide lines S Spare parts plates The manual can be supplied in two different versions a printed copy as well as an electronic book in English on CD ROM. The layout of the electronic book corresponds to the paperback book. In the electronic book it is possible to search for specific topics or words, zoomin on diagrams and technical drawings, jump to references and to add personal notes. Parts of the book or the entire book can be printed out. The electronic book is compatible with any standard PC Windows environment when using a special viewer which is part of the software on the CD ROM.

consisting of: Gearbox 2000 0872 Propeller 3000 5340 Remote Controls 4000 5340 Safety System 4000 0340 April 1998

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