E531932 00e

Interfaces
of Engine Control System ECS-5

with Gear Control Unit
DDC/MTU series 2000
MTU/DDC series 4000
Documentation Part 1
Structure and function
E 531 932 / 00 E
assuring you
certification:
Quality assurance in design/development,
production, installation and service
conformity:
Guideline 73/23/EEC Low voltage guideline dated

February 19, 1973 with amendment dated July 22, 1993
(guideline 93/68/EEC)
Guideline 89/336/EEC Guideline on electromagnetic

compatibility dated May 3, 1989 with amendment
dated April 28, 1992 (guideline 92/31/EEC)
CE conformity is influenced if the product is installed incorrectly, an assembly or system is

misused and/or genuine MTU components are not used.
Das Handbuch ist zur Vermeidung von Strungen oder Schden beim Betrieb zu beachten und daher vom Betreiber dem jeweiligen
Wartungs- und Bedienungspersonal zur Verfgung zu stellen. Auerhalb dieses Verwendungszwecks darf das Handbuch ohne unsere
vorherige Zustimmung nicht benutzt, vervielfltigt oder Dritten sonstwie zugnglich gemacht werden.
nderungen bleiben vorbehalten.
This handbook is provided for use by maintenance and operating personnel in order to avoid malfunctions or damage during operation.
Other than for this purpose, the handbook shall not be reproduced, used or disclosed to others without our prior consent.
Subject to alterations and amendments.
Le manuel devra tre observ en vue dviter des incidents ou des endommagements pendant le service. Aussi recommandons-nous
lexploitant de le mettre la disposition du personnel charg de lentretien et de la conduite. En dehors de cet usage, le manuel ne pourra
tre utilis ni reproduit ou rendu accessible de quelque autre manire des tiers, sans notre consentement pralable.
Nous nous rservons le droit dentreprendre toute modification.
El Manual debe tenerse presente para evitar anomalias o daos durante el servicio, y, por dicho motivo, el usuario debe ponerlo a
disposicin del personal de mantenimiento y de servicio. Fuera de este fin de aplicacin, el Manual no se debe utilizar, copiar ni poner
en manos de terceros, sin nuestro consentimiento previo.
Nos reservamos el derecho de introducir modificaciones.
No sentido de evitar falhas ou danos durante o servicio, o usurio deber cuidar de que o Manual esteja sempre disposio do pessoal
encarregado com a manuteno e operao. Alm desta sua finalidade, o Manual no dever, sob qualquer pretexto, ser reproduzido
parcial ou totalmente ou franqueado a terceiros sem prvia e expressa autorizao de nossa parte.
Reservamo-nos o direito de proceder modificaes.
Il manuale va consultato per evitare anomalie o guasti durante il servizio, per cui va messo a disposizione dall utente al personale addetto
alla manutenzione e alla condotta. Senza nostra approvazione preventiva non ammesso impiegare il manuale per scopi diversi, riprodurlo
o metterlo a disposizione di terzi.
Con riserva di modifiche.
Kytthiriiden ja teknisten vaurioiden vlttmiseksi on noudatettava ksikirjassa annettuja ohjeita, joten kirja on luovutettava huoltoja
kytthenkilkunnan kyttn. Ksikirjaa ei saa ilman sen laatijan lupaa kytt muuhun tarkoitukseen, monistaa tai luovuttaa
ulkopuolisille.
Oikeudet muutoksiin pidtetn.
2000
MTU Motoren- und Turbinen-Union Friedrichshafen GmbH
88040 Friedrichshafen / Germany
Phone (0 75 41) 90 - 0 Telex 7 34 280 50 mt d Telefax (0 75 41) 90 - 61 23
Guide
Page
FRIEDRICHSHAFEN
Table of contents
Table of contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IV
General information about documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VII
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.1
Possible applications of Engine Control System ECS-5 . . . . . . . . . . . . . . . .
1.2
Adaptation of the Monitoring and Control System and

Remote Control System to Engine Control System ECS-5 . . . . . . . . . . . . .
Engine Control System ECS-5 with interfaces for monitoring

and control systems and remote control systems produced by other
manufacturers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.4
Assemblies of Engine Control System ECS-5 . . . . . . . . . . . . . . . . . . . . . . . . .
Connection of monitoring and control systems produced by

other manufacturers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10
Interfaces to the monitoring and control system at

Peripheral Interface Module PIM 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11
2.1.1
General information about Peripheral Interface Module PIM 2 . . . . . . . . . .
11
2.1.2
Binary inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
2.1.3
Binary outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14
2.1.4
Analog outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16
2.2
Interface to the monitoring and control system via a serial interface . . . . .
18
2.2.1
General information about serial interface PIM 1 . . . . . . . . . . . . . . . . . . . . . .
18
2.2.2
Connection of monitoring and control assemblies . . . . . . . . . . . . . . . . . . . . .
19
2.3
Interfaces to the monitoring and control system at

Local Operating Panel LOP 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
2.4
General information about Local Operating Panel LOP 1 . . . . . . . . . . . . . . .
21
2.4.1
Connection of monitoring and control assemblies . . . . . . . . . . . . . . . . . . . . .
22
2.4.1.1
Emergency stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
2.4.1.2
Safety system override . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
23
2.4.1.3
Combined alarm and acknowledgement . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
25
1.3
2.1
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Table of contents (cont.)
Connection of remote control systems produced by

other manufacturers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30
3.1
Remote control interfaces on Gear Control Unit GCU . . . . . . . . . . . . . . . . . .
31
3.1.1
General information about Gear Control Unit GCU . . . . . . . . . . . . . . . . . . . .
31
3.1.2
Connection of control assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31
3.1.2.1
Binary inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32
3.1.2.2
Binary outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
35
3.2
Interfaces to the remote control system at Local Operating Panel LOP 1 . . .
39
3.2.1
General information about Local Operating Panel LOP 1 . . . . . . . . . . . . . . .
39
3.2.2
Connection of control assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
39
3.2.2.1
Analog and binary inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
40
3.2.2.2
Analog outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
42
Power supply connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
46
4.1
Local Operating Panel LOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
47
4.1.1
Local Operating Panel LOP 1 supply voltages . . . . . . . . . . . . . . . . . . . . . . . .
47
4.1.2
Connection of an on/off switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
48
4.1.3
50
4.1.4
51
Bus system connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
54
5.1
Terminals for field bus connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
55
5.1.1
55
5.1.2
56
5.1.3
57
Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
60
6.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
60
6.2
60
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Table of contents (cont.)
6.3
Peripheral Interface Modules PIM 1 and PIM 2 . . . . . . . . . . . . . . . . . . . . . . .
61
6.4
Engine Control Unit ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
61
6.5
Engine Monitoring Unit EMU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
62
6.6
Gear Control and Monitoring Unit GCU/GMU 1,

Gear Control Unit GCU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
62
Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
63
Reference documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
64
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Abbreviations
A
Ampere
Acceleration
BR
Baureihe, series (in this case: engine series)
CAN
Controller Area Network (bus designation)
CB
Connection Box
COM
Common (common connection of a relay changeover contact)
ECS
Engine Control System (MTU engine management system)
ECU
Engine Control Unit (engine governor)
EMU
Engine Monitoring Unit (additional monitoring unit)
f
fL
Formula for frequency
FPP
Fixed Pitch Propeller
g
GCU
Gravity acceleration constant

Gear Control Unit
GMU
Gear Monitoring Unit
GND
Ground
I
IIn
Formula for electrical current
Imax
Maximum current
IEC
International Electrotechnical Commission (standards designation)
I/O
Input/Output
IP
International Protection (index of protection)
LED
Light Emitting Diode
LOP
Local Operating Panel
mA
Milliampere
MCS
Monitoring and Control System
Limit frequency
Input current
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Abbreviations (cont.)
MCS-PO
Main Control Station
min
Minute
MTU
Motoren- und Turbinen-Union
mV
Millivolt
Speed
NC
Normally Closed (relay changeover contact)
NO
Normally Open (relay changeover contact)
Pressure
PCU
Propeller Control Unit
PIM
Peripheral Interface Module
PPS
Programmable Process Station
Formula for electrical resistance
RAM
Random Access Memory
RCS
Remote Control System
rms
Root Mean Square
RS422
Recommended Standard (interface standard)
Second
SCL
Single Control Lever (mode)
SDAF
Shut Down Air Flap
SISY
Sicherheitssystem, safety system
SP
Spare Part
STn
Connector designation
Temperature
Voltage
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Abbreviations (cont.)
Ub
Ships voltage (+24 V)
Ubext/B
External ships voltage, Backup, emergency supply (+24 V)
Ubext/M
External ships voltage, Main, main supply (+24 V)
UEXT
External voltage
UIn
Input voltage
UInmax
Maximum input voltage
UOut
Output voltage
USet
Set voltage
Volt
VCC
Operating voltage
VDC
Voltage Direct Current
Vpp
Voltage value peak peak
WxHxD
Width x Height x Depth
xpp
Vibration test deflection, peak peak value
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General information about documentation

Documentation structure
Documentation
Part
1
Target group
Structure and function
Operating personnel, plant personnel
Operation
Operating personnel
Maintenance and
repair
(Plant personnel)
Maintenance and
repair
(Service personnel)
Illustrated
parts catalog
Order-specific
adaptation
Installation
Operating personnel, plant personnel
5
6
7
Note:
Title/contents
Electronics service personnel

familiar with the plant
Operating, service and logistics personnel
Electronics service personnel
Electromechanical specialists
Not all documentation parts are written for every product!
Required knowledge
To understand each part of the documentation, we recommend reading the preceding
parts, if applicable.
Reference numbers and reference lines

Details in figures are provided with reference numbers and reference lines if necessary.
If reference is made in the text to a detail provided with a reference number, the figure
number and, separated by an oblique, the reference number of the detail are written in
brackets. Example: (5/2) means fig. 5, reference number 2.
A point at the end of the reference line means that the detail is visible in the
figure.
An arrow at the end of the reference line indicates that the detail cannot be
seen in the figure.
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Symbols
Refer to other MTU manuals for more information.
Note:
Provides additional information for reasons of clarity (e.g. when the subject is
addressed by way of example only).
Fig. X
Refer to fig. X for more information (cross-reference to a figure).
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Chapter 1
Overview
FRIEDRICHSHAFEN
Chapter 1
Overview
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02.2000
Page
Chapter 1
Page
Overview
FRIEDRICHSHAFEN
Overview
Technology
Reliability
High-quality components
Self-test system ITS
Hierarchical plant structure

Modular sub-system structure
Easily upgraded
Redundant field bus system

Distributed intelligence
FMEA
High processing speed

Integral user information system
High availability
ECS-5
characteristics
Quality
Logistics
Fig.
Few basic components
Software quality assurance
Reduced spare parts stockkeeping
Type-approved devices
Straightforward maintenance
EMC
Substantially reduced training

requirements
CE certification
1:
ISO 9001
ECS-5: Characteristics
ECS-5
Stands for Engine Control System 5th generation The engine management
system
Is the name of MTUs latest propulsion control system

Is designed as an integral part of the MTU automation system
Is suitable for simple and complex applications thanks to the consistant use of
modular system structures
Automated propulsion systems can be realized cost-effectively with ECS-5 from simple
yacht propulsion plants right up to sophisticated multiple shaft systems. Even complex
propulsion systems can be realized using just a few standardized modules.
ECS-5 is used in conjunction with MTU/DDC series 4000 engines, DDC/MTU series 2000
engines and others.
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1.1
Possible applications of Engine Control System ECS-5
Operator
User
Operator inputs
Display
Alarms
Propulsion Control System
ECS-5
Acquisition
Control
Sensors
Actuators
Engine
Plant
Marine propulsion plants
Fig.
2:
Power units
Possible applications of ECS-5
The Engine Control System can be used in the following marine applications:
Marine propulsion plant comprising
Engine
Gear
Propulsion system
(Waterjet, Fixed Pitch Propeller, Controllable Pitch Propeller or VoithSchneider)
Power units (engine)

This interface documentation is concerned with marine propulsion plant applications in
conjunction with the two engine series mentioned (DDC/MTU series 2000 and MTU/DDC
series 4000). The manual also explains the interfaces to monitoring and control systems
and remote control systems produced by other manufacturers.
The manual also provides electrical data for the various interfaces.
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1.2
FRIEDRICHSHAFEN
Adaptation of the Monitoring and Control System and Remote Control

System to Engine Control System ECS-5
Either
Or
Monitoring and
control system
produced by
other
manufacturers
Either
Or
Remote control
system
produced by
other
manufacturers
MCS-5
RCS-5
ECS-5
Gear
Engine
Fig.
3:
Adaptation of the Monitoring and Control System and Remote Control System to Engine Control System ECS-5
Engine Control System ECS-5 interacts with other MTU systems:
RCS-5
Remote Control System for marine propulsion plants:
Can be used with all common propulsion concepts (waterjet or propeller)
MCS-5
Monitoring and Control System including process visualization:
User interface for monitoring and controlling the entire system
Systems produced by other manufacturers can also be adapted to Engine Control System
ECS-5 as an alternative to the MTU systems RCS-5 and MCS-5. If such other systems
are to be used for remote control and/or monitoring, all the connections between these
systems and the ECS-5 must be established in accordance with this manual.
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In the case of connections established by serial interfaces, the data protocols and interface specifications are explained in separate manuals. Cross-references to these manuals
are provided at the appropriate points in this manual.
The assemblies of Engine Control System ECS-5 for marine propulsion plants are located
in the engine room. One such Engine Control System ECS-5 is used for each propulsion
line. On ships equipped with a symmetrical twin-shaft arrangement (port and starboard
propulsion line), the two associated ECS-5 Engine Control Systems are identical. Assemblies used for monitoring and/or remote control should also be of symmetrical design in
such cases. In this case, both ECS-5 Engine Control Systems are connected in the same
manner. If an engine is provided in the middle, the configuration of its Engine Control
System ECS-5 may vary from the systems of the lateral engines. Connection to existing
assemblies of the monitoring and control system and remote control system may also
vary.
Monitoring and control system
Serial and parallel connections

to the individual assemblies
Remote control system
Parallel connections to the

individual assemblies
PIMs
Port
EMU
PIMs
ECU
GCU/GMU
EMU
GCU/GMU
LOP

Fig.
4:
Configuration for a twin-shaft plant
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LOP
ECU
Chapter 1
Page
Overview
FRIEDRICHSHAFEN
Fig. 4 is a schematic representation illustrating the integration of Engine Control System

ECS-5 in a twin-shaft propulsion plant including a remote control system and monitoring
and control system. Those assemblies with interfaces to such systems produced by other
manufacturers are hatched in fig. 4.
The scope of Engine Control System ECS-5 is framed in the figure. The connections between Engine Control System ECS-5 and the monitoring and control system and/or the remote control system may be realized by serial data lines and parallel connections (depending on the type and design of the system being connected).
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1.3
Engine Control System ECS-5 with interfaces for monitoring and control
systems and remote control systems produced by other manufacturers
Conversion
Field bus (CAN) to
RS422 interface
PIM
Parallel inputs
and outputs for
display units and
controls
PIM
Parallel-connected
signals of a
remote control system
Main supply
Emergency supply
PCS field bus
GCU 1
Additional
sensors
(option)
Alarm
horn
5:
ECU 4
Alarm
beacon
Propeller
Fig.
Feedback
LOP 1
Clutch commands
E.g. emergency
stop
Speed setting
Feedback
Gear
Engine Control System ECS-5, monitoring I, with interfaces
The interfaces for monitoring and control systems and remote control systems produced
by other manufacturers are realized in three different ways:
Speed setting and clutch control signals can be supplied to and feedback
tapped at Local Operating Panel LOP 1 and Gear Control Unit GCU 1 or GCU/
GMU 1 of Engine Control System ECS-5 directly.
Converting the field bus (CAN) to an RS422 interface makes it possible to connect a monitoring and control system equipped with a serial interface (MCS-5
standard protocol).
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Parallel signals to control analog displays are available via a PIM. Furthermore,
pushbuttons and signal lamps can also be connected to facilitate engine control
(e.g. start, stop). The on/off switch and the emergency stop pushbutton are
directly wired to Local Operating Panel LOP 1.
These interfaces are available for all configurations (monitoring I, monitoring II, DDC/MTU
series 2000, MTU/DDC series 4000) of Engine Control System ECS-5.
Only the range of measuring points on the RS422 serial interface varies. Reference is
made at the appropriate points.
1.4
Assemblies of Engine Control System ECS-5
The assemblies of Engine Control System ECS-5 can be divided into three categories:
Engine assemblies
This refers to all assemblies directly related to engine control and monitoring.
Superordinate assemblies
A number of assemblies have essential functions or provide functions which
may be used for various units; these assemblies represent a higher level in the
hierarchy than the propulsion plant itself (engine, gear). These are primarily:
Local Operating Panel LOP 1
Dialog unit
In conjunction with engine control system ECS-5, additional electronic assemblies are provided for a gear:
Gear assemblies
These assemblies are used to monitor and control all functions of the gear
(including the clutch).
The adaptation of systems produced by other manufacturers to these assemblies is
explained in the chapters which follow.
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Chapter 2
External MCS
FRIEDRICHSHAFEN
Chapter 2
Connection of
monitoring and control systems
produced by other manufacturers
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External MCS
10
FRIEDRICHSHAFEN
Connection of monitoring and control systems produced by

other manufacturers
Peripheral
Interface
Module
PIM 2
Peripheral
Interface
Module
PIM 1
Field bus***
Supply voltage**
Fig.
6:
Parallel signals
general
Serial interface
engine, gear
general
Parallel signals
engine, gear
Monitoring and control

system produced by other
manufacturers
Local Operating
Panel
LOP 1
Engine
Monitoring Unit
EMU*
Gear
Monitoring Unit
GMU*
Engine
Control
Unit
ECU
Gear
Control Unit
GCU
Field bus***
Supply voltage**
MTU cable
MTU cable
MTU cable
MTU cable
Block circuit diagram Connection of a monitoring and control system
The connections to an external monitoring and control system are established by terminal
strips in the following three assemblies:

Peripheral Interface Module PIM 1
Assemblies marked * are optional extensions which have no effect on hardware cabling.
Connections represented by a thick line are established by cables supplied by MTU with
fixed (coded) connectors).
Note:
Connections marked ** (supply voltage) are explained in chapter 4.

Connections marked *** (field bus) are explained in chapter 5.
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External MCS
FRIEDRICHSHAFEN
Page
2.1
Interfaces to the monitoring and control system at Peripheral Interface

Module PIM 2
2.1.1
General information about Peripheral Interface Module PIM 2
Fig.
7:
11
Peripheral Interface Module PIM 2 parallel interface
Engine Control System ECS-5 provides the binary inputs and outputs listed below for starting, stopping and emergency stopping the engine from the main control station and the
auxiliary control stations (if applicable).
Peripheral Interface Module PIM 2 facilitates direct parallel connection of controls and displays.
Note:
The emergency stop signal is an exception. It must be directly wired to Local

Operating Panel LOP in parallel for reasons of safety (see chap. 2.4.1.1).
2 signal lamps and 3 luminous pushbuttons are required for each control station. These
are supplied by the Yard (signal lamps and pushbuttons on several control stations must
be connected in parallel check electrical data).
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External MCS
12
FRIEDRICHSHAFEN
Peripheral Interface Module PIM 2 is supplied separately. It incorporates the following

printed circuit boards:
Printed circuit board MPU 23 (together with an interface extension CCB 1 for
the second CAN interface)
Printed circuit board IIB 1

Printed circuit board INB 2
Printed circuit board BOB 3
The following Monitoring and Control System assemblies are connected to Peripheral
Interface Module PIM 2:
Pushbuttons for starting and stopping the engine

Various lamps for indicating a range of operating data
(LEDs or incandescent lamps)
Analog display instruments

These are connected directly to the screw terminals of the Peripheral Interface Module
PIM 1 with the equipment identifier tag =37.x.1+A301A108.
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2.1.2
13
Binary inputs
The following connections must be established for the binary inputs:

Terminals
Type
A108-201
Electrical data
H
Binary input
A108-202
A108-203
H
Binary input
A108-204
START
START
Main control 1st auxiliary
station
control station
Comments
UInmax < 36 VDC

IIn 4 mA
START pushbutton
Any number of pushbuttons
ushbuttons can be
connected. The contacts must be
connected in parallel in this case.
UInmax < 36 VDC

IIn 4 mA
STOP pushbutton
Any number of pushbuttons
ushbuttons can be
connected. The contacts must be
connected in parallel in this case.
START
2nd auxiliary
control station
+Ub
=37.x.1+A301A108
201
202
Ue
COB
IIB 1
Binary channel 1
GND
Fig.
8:
Note:
Example: Binary channel START circuit
An input voltage of UIn 4 VDC is interpreted as being OFF, an input voltage

of UIn 8 VDC corresponds to ON.
The binary inputs (+Ub and GND) can be supplied either by an external voltage
or a voltage from Local Operating Panel LOP 1 (PIM supply).
A start and stop command is also possible via a serial interface. The signal
lamps (see chap. 2.1.3) then have the same function.
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2.1.3
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14
FRIEDRICHSHAFEN
Binary outputs
A total of six different signal lamps can be connected to display the various operating
states:
Signal lamp READY

When this signal lamp is lit the appropriate luminous switch has been pressed
on the Local Operating Panel to signal that the engine is ready for operation.
Signal lamp REMOTE

When this signal lamp is lit Local mode has been switched off at the Local
Operating Panel. This renders the START and STOP pushbuttons active for
Remote control at the control stations. This signal lamp flashes until Engine
Control Unit ECU or Gear Control Unit GCU has been switched over to Remote
mode.
Signal lamp START (in luminous pushbutton START)

The engine can only be started when the signal lamps READY and REMOTE
are lit (steady). Furthermore, the starting requirements must be fulfilled (see
LOP documentation).
The signal lamp remains on until the start sequence has been completed, i.e.
when the engine is running up. It goes out when the engine has reached idling
speed.
Signal lamp STOP (in luminous pushbutton STOP)

Engine stopping is only possible when the signal lamp REMOTE is lit (steady).
The signal lamp is switched on after stopping has been tripped (manually or
automatically) and remains lit as long as the stop signal is active (the safety
system must be reset in the case of an automatic stop).
Signal lamp EMERGENCY STOP (in luminous pushbutton EMERGENCY

STOP)
The signal lamp is switched on after an emergency stop has been tripped
(manually or automatically) and remains lit as long as an emergency stop
signal is applied (safety system must be reset).
Signal ENGINE RUNNING

The transistor output is switched on when the engine has reached idling speed.
The signal can be used for a signal lamp or an external operating hours counter
(Yard supply).
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15
The following connections must be established for the binary outputs:

Terminals
Type
Electrical data
Comments
A108-401
Binary output, switches to

ground
Imax = 250 mA
Signal lamp READY
A108-402

ground
Imax = 250 mA
Signal lamp REMOTE
A108-403

ground
Imax = 250 mA
Signal lamp START

(e.g. lamp in START pushbutton)
A108-404

ground
Imax = 250 mA
Signal lamp STOP

(e.g. lamp in STOP pushbutton)
A108-405

ground
Imax = 250 mA
Signal lamp EMERGENCY STOP

(e.g. lamp in EMERGENCY STOP
pushbutton)
A108-406

ground
Imax = 250 mA
Signal lamp ENGINE RUNNING or

operating hours counter
COB
=37.x.1+A301A108
READY
lamp
Main control
+Ub station
F1
BOB 3
3.15 A
415
READY
READY
lamp
lamp
1st auxiliary 2nd auxiliary
control
control
station
station
+UEXT
401
416
GND(+UEXT)
Module housing with BOB 3

Fig.
9:
Note:
Example: READY output circuit
An operating hours counter can be connected to terminal 406 in place of

(or in addition to) the ENGINE RUNNING signal lamp (check maximum load
according to table above!).
All the signals mentioned above are also available via the serial interface.
Signal lamp dimming

If signal lamps are to be dimmed, the +UEXT voltage must be adjusted by a dimming unit
provided by the Yard. This voltage, however, must be referenced to the supply voltage of
the PIM (GND). The voltage at terminal 415 must not be connected to the external supply
voltage +UEXT for signal lamps. The voltage at this terminal must always correspond to
the operating voltage +Ub (PIM supply) (see chap. 4.1.3).
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2.1.4
FRIEDRICHSHAFEN
Analog outputs
Engine Control System ECS-5 provides the analog output signals (0 VDC ... 10 VDC)
listed below to display vital operating values.
One display unit for each operating value can be connected at each control station. The
Yard supplies (or MTU depending on the order). Display units on several control stations
must be connected in parallel. Check the electrical data of the outputs.
The Yard must supply a dimmer unit to regulate display unit illumination.
The following connections must be established for the analog outputs:
Terminals
Type
A108-209
Electrical data
+
Analog output
A108-210
GND
A108-211
+
Analog output
A108-212
GND
A108-213
+
Analog output
A108-214
GND
A108-303
+
Analog output
A108-302
GND
A108-304
+
Analog output
A108-306
GND
A108-309
+
Analog output
A108-308
GND
Comments
0 V ... 10 V
Imax 5 mA
Display instrument
ENGINE SPEED
Scale: *Dependent on engine type
0 V ... 10 V
Imax 5 mA
Display instrument
LUBE OIL PRESSURE
Scale: 0 bar ... 10 bar
0 V ... 10 V
Imax 5 mA
Display instrument
COOLANT TEMPERATURE
Scale: 0 C ... 120 C
0 V ... 10 V
Imax 4 mA
Display instrument
SHAFT SPEED (option)
Scale: Dependent on gear type
0 V ... 10 V
Imax 4 mA
Display instrument
GEAR CONTROL OIL PRESSURE
Scale: 0 bar ... 30 bar
0 V ... 10 V
Imax 4 mA
Display instrument
GEAR OIL TEMPERATURE
Scale: 0 C ... 120 C
* Standard values for the ENGINE SPEED display instrument of the various types of engine are
(see engine measuring point list):
8/12/16 V 2000 M60
8/12/16 V 2000 M70
8/12/16 V 2000 M80
8/12/16 V 2000 M90
12 V 2000 M91
0 rpm ... 2200 rpm

0 rpm ... 2500 rpm
0 rpm ... 2500 rpm
0 rpm ... 3000 rpm
0 rpm ... 3000 rpm
8/12/16 V 4000 M60 + M60R

8/12/16 V 4000 M70
8/12/16 V 4000 M80
8/12/16 V 4000 M90
02.2000
0 rpm ... 2200 rpm

0 rpm ... 2500 rpm
0 rpm ... 2500 rpm
0 rpm ... 2500 rpm
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COB
17
=37.x.1+A301A108
IIB 1
209
0 VDC 10 VDC
210
ENGINE
ENGINE
ENGINE
SPEED
SPEED
SPEED
instrument
instrument
instrument
Main control 1st auxiliary
2nd auxiliary
station
control station control station
Fig. 10 :
Example: ENGINE SPEED instrument connection
Note:
Gear control oil pressure and gear oil temperature:

These output signals are only available when measuring sensors are provided
on the gear. Refer to the relevant gear measuring point list for information.
The shaft speed can also be displayed as an option (only in conjunction with
Engine Control System ECS-5, monitoring II and when measuring sensors are
provided on the gear). Output signal normalization depends on the type of
engine and gear (rated engine speed and gear transmission ratio). Adjustment
must be made on an order-dependent basis (see gear measuring point lists).
0 VDC ... 10 VDC are output on reduction gears, polarity is reversed on reversing gears (ahead: 0 VDC ... 10 VDC, astern: 0 VDC ... 10 VDC).
All the signals mentioned above are also available via the serial interface.
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2.2
Interface to the monitoring and control system via a serial interface
2.2.1
General information about serial interface PIM 1
Fig. 11 :
Peripheral Interface Module PIM 1 serial interface
Peripheral Interface Module PIM 1 establishes a serial connection between the redundant
ECS-5 field bus and a serial RS422 interface.
This allows access of a monitoring and control computer to process data of Engine Control System ECS-5. Furthermore, the corresponding command data can be placed on the
bus. This facilitates software-controlled operation of Engine Control System ECS-5.
Peripheral Interface Module PIM 1 is supplied separately. It incorporates a specially programmed MPU 23 printed circuit board (together with an interface extension CCB 1 for the
second CAN interface) and one SCB 3 printed circuit board for interface conversion to
RS422.
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2.2.2
19
Connection of monitoring and control assemblies
The following components are directly connected to Peripheral Interface Module PIM 1:
Serial RS422 interface of the system produced by another manufacturer

The connection is established directly at the screw terminals of the Peripheral Interface
Module PIM 1 with the equipment identifier tag =37.X.1+A301A109.
The following connections must be established:
Terminals
Type
Electrical data
Comments
A109-201
RS422
O1
Interface is electrically-isolated
A109-203
RS422
O2
A109-207
RS422
I1
A109-209
RS422
I2
Data transmission
Bit-serial
Baud rate
Electrical isolation
In accordance with the RS422 standard

1.2 kbd to 19.2 kbd
By optocoupler
Reference documentation:
The following documents contain information on data protocols and transmission protocols:
Transmission protocol for both series:
The data protocol described in document no. E 531 652 is used for data transmission via the serial RS422 interface.
Data protocol for series 2000:
ECS-5 interface description, measuring points on DDC/MTU series 2000, Documentation Part 1, document no. E 531 934
Data protocol for series 4000:
ECS-5 interface description, measuring points on DDC/MTU series 4000, Documentation Part 1, document no. E 531 935
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FRIEDRICHSHAFEN
The standard wiring diagram shows an unshielded cable as it is assumed that

the Peripheral Interface Module PIM 1 is located in the immediate vicinity of the
monitoring computer (in the same console or housing).
It is recommended to use a shielded cable as a data line for connections over
longer distances to improve the signal-to-noise ratio. The shielding must be
connected to ground on the appropriate system on one side only. Terminal 205
on the PIM 1 =37.X.1+A301A109 can be used for this (see fig. 12).
Transmission channel 1
Module housing with SCB 3
COB
Monitoring
computer
O1
O2
SCB 3
207
209
205
I1
I2
Fig. 12 :
201
203
I1
I2
RS422
O1
O2
Example: Connection of a monitoring computer
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2.3
Page
21
Interfaces to the monitoring and control system at Local Operating Panel

LOP 1
The following components and signals which can be assigned to a monitoring and control
system are connected directly at Local Operating Panel LOP 1:
Emergency stop pushbutton

Safety system override pushbutton
This assembly is directly connected to the Peripheral Interface Module PIM with
equipment identifier tag =21.X+A001A020.
Combined alarm active output

Combined alarm acknowledge pushbutton

2.4
General information about Local Operating Panel LOP 1

A separate manual entitled Local Operating Panel Type LOP 1, MTU/DDC
series 4000 and DDC/MTU series 2000, Marine applications, Documentation
Part 1 provides a detailed description of the entire assembly and all its functions.
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2.4.1
FRIEDRICHSHAFEN
Connection of monitoring and control assemblies
The interfaces on the Local Operating Panel and their proper connection are presented
below.
2.4.1.1
Terminals
Emergency stop
Type
Electrical data
Comments
Emergency stop pushbutton input

X010-61
Contact COM
Min. contact loading: 1 A/250 V
X010-11
Contact NO
Min. contact loading: 1 A/250 V
Any number of pushbuttons can be connected The contacts must

ted.
be connected in parallel
in this case.
Feedback is received in parallel via Peripheral Interface Module PIM 2 (see chap. 2.1.3).
EMERGENCY STOP
(at 2nd auxiliary control station)
EMERGENCY STOP
(at 1st auxiliary control station)
EMERGENCY STOP
(at main control station)
Fig. 13 :
60 61 62 63
=21.X+A001X010
RELIN (H)
+24 VDC
U_EMERG.
8 9 10 11
LOP 1
EMERGENCY STOP pushbutton connection
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2.4.1.2
Page
23
Safety system override
Activating the Safety system override function by the monitoring and control system produced by another manufacturer at the main control station is only possible via the serial
interface as only this interface provides all the requisite information (individual alarms).
The Local Operating Panel provides an additional floating binary input for an external
pushbutton. The Safety system override function is activated via this pushbutton as
follows:
1st actuation: SAFETY SYSTEM OVERRIDE ON

2nd actuation: SAFETY SYSTEM OVERRIDE OFF
Feedback is only possible via the serial RS422 interface (PIM 1).
Note:
The Safety system override function prevents automatic engine stopping. This
may be important in cases where manoeuvrability takes precedence over
potential damage to the engine or gear. Stop commands from the engine monitoring and control system or gear monitoring and control system are not executed as long as the Safety system override function is activated.
When the engine is started with the Safety system override function activated, the start
interlocks Gear not neutral and SDAF closed are bypassed.
The manual stop function (stop pushbuttons) and the emergency stop function (emergency stop pushbuttons, overspeeding) remain uneffected by the Safety system override
feature.
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FRIEDRICHSHAFEN
Terminals
Type
Electrical data
Comments
Safety system override pushbutton input

A020-405
Optocoupler H
Switches to +24 VDC at terminal 405

(constant input current of approx. 4 mA)
A020-406
Optocoupler L
Applies terminal 406 to ground
X010-60
+24 VDC supply
Max. 0.1 A
X010-10
GND supply
Note:
Any number of pushbuttons can be connected The contacts must

ted.
i this
in
thi case.
An external voltage of up to +24 VDC can be supplied to the two terminals

(A020-405 and A020-406) to activate the Safety system override function as
an alternative to connection of a pushbutton as shown in fig. 14.
SISY OVERRIDE
SISY OVERRIDE
Fig. 14 :
=21.X+A001X010
=21.X+A001A020 Terminals on PIM A020

in the LOP
OCIN(H)
OCIN(L)
10
GND
+24 VDC
MCS2_24V
60
405
406
SISY OVERRIDE
LOP 1
SAFETY SYSTEM OVERRIDE pushbutton connection
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2.4.1.3
Page
25
Combined alarm and acknowledgement
Individual alarms and status messages are only transmitted on the serial interface for
monitoring and control systems produced by other manufacturers. Combined alarms and
their acknowledgement via parallel signals from the main control station are not foreseen.
Individual alarms can be acknowledged at the Local Operating Panel by pressing luminous pushbutton ALARM ACKNOWLEDGEMENT.
The Local Operating Panel provides an additional binary input for connection of an external acknowledgement pushbutton for LOP combined alarm.
After an automatic engine stop by the safety system or emergency engine stop, the safety
system must be reset as follows by pressing luminous pushbutton ALARM ACKNOWLEDGE or the external LOP combined alarm pushbutton:
1st actuation:
Horn and/or beacon are switched off (depending on equipment).
2nd actuation:
Alarm acknowledgement and safety system reset
The engine can only be restarted after pressing this pushbutton twice.
The Local Operating Panel provides a floating relay output (changeover contact) for the
connection of a signal lamp for LOP combined alarm or for processing within a superordinate combined alarm system.
First alarm
The contact becomes active and remains active as long as the alarm is applied.
On receiving a new alarm, the contact drops for approx. 1 s and then switches
back to active.
The contact returns to its initial state when no alarm is applied.
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FRIEDRICHSHAFEN
Terminals
Type
Electrical data
Comments
Combined alarm acknowledgement pushbutton input

A010-215
Optocoupler H
Pushbutton to +24 VDC at terminal 215
A010-216
Optocoupler L
Applies terminal 216 to ground
X010-66
+24 VDC supply
Max. 0.1 A
X010-16
GND supply
Any number of pushbuttons can be connecconnec

ted. The contacts must
in this case.
Combined alarm active output

A010-207
Contact NC
A010-208
Contact NO
A010-209
Contact COM
X010-65
+24 VDC supply
X010-15
GND supply
Note:
Contact loading: 24 VDC, max. 50 W,

max switching current: 2 A
max.
Connection of a horn or
beacon (floating concon
tact) or superordinate
combined alarm
system.
y
Max. 0.1 A
An external voltage of up to +24 VDC can be supplied to the two terminals

(A010-215 and A010-216) to activate the LOP combined alarm acknowledgement function as an alternative to connecting a pushbutton as shown in fig. 15.
LOP COMBINED ALARM ACKNOWLEDGEMENT

GND
Fig. 15 :
=21.X+A001X010
215
216
16
=21.X+A001A010 Terminals of PIM A010

in the LOP
OCIN(H)
OCIN(L)
66
+24 VDC
LOP_24V

LOP 1
LOP COMBINED ALARM ACKNOWLEDGEMENT pushbutton connection
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27
The relay output for LOP combined alarm feedback can be used in two ways:
Floating output (see fig. 16, example shows the use of an external supply
voltage +UEXT)
Output of a voltage at MTU potential (see fig. 17, example shows the use of an
external signal lamp on the MTU voltage LOP_24V). Check maximum loading
in accordance with the table above.
LOP combined alarm not active
LOP combined alarm active
GND
Fig. 16 :
=21.X+A001X010
209
208
207
16
External
GND supply voltage GND

in the LOP
COM
NO
NC
65
+24 VDC
LOP_24V
External
supply voltage +UEXT
LOP 1
Connection of the LOP combined alarm, example floating
LOP combined alarm not active
GND
Fig. 17 :
=21.X+A001X010
209
208
207
16

in the LOP
COM
NO
NC
65
+24 VDC
LOP_24V
LOP combined alarm active
Connection of the LOP combined alarm relay output, example MTU potential
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Chapter 3
External RCS
FRIEDRICHSHAFEN
Chapter 3
Connection of
remote control systems
produced by other manufacturers
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30
FRIEDRICHSHAFEN
Connection of remote control systems produced by other

manufacturers
Parallel signals
gear
general
Parallel signals
engine
Remote control system

produced by other
manufacturers
Local
Operating Panel
LOP 1
Gear
Monitoring Unit
GMU*
Gear
Control Unit
GCU
Engine
Monitoring Unit
EMU*
Engine
Control
Unit
ECU
MTU cable
MTU cable
MTU cable
MTU cable
Fig. 18 :
Block circuit diagram Connection of a remote control system
The connections to an external remote control system are established by terminal strips in
the following two assemblies:

Gear Control Unit GCU or
Gear Control and Monitoring Unit GCU/GMU
Assemblies marked with * are optional extensions which have no effect on hardware
cabling. Connections represented by a thick line are established by cables supplied by
MTU with fixed (coded) connectors.
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3.1
Page
31
Remote control interfaces on Gear Control Unit GCU
The following components and signals which can be assigned to a remote control system
are directly connected at Gear Control Unit GCU

3.1.1
Activation of solenoid valves on the gear

Disengage setting, Local mode active
Engage speed window
Clutch state feedback
General information about Gear Control Unit GCU

Gear Control Unit GCU, Documentation parts 1 5, document no. E 531 689
contains a detailed description of the entire assembly and all its functions.
Refer to Gear Control and Monitoring Unit GCU/GMU, Documentation Parts
1 5, document no. E 531 690 if the Gear Control and Monitoring Unit
GCU/GMU is used.
3.1.2
Connection of control assemblies
The interfaces on Gear Control Unit GCU and their proper connection are presented
below.
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3.1.2.1
FRIEDRICHSHAFEN
Binary inputs
Clutch control
The type of clutch control connection depends on propulsion plant design:
Reversing gear with Fixed Pitch Propeller FPP (see fig. 19)
Reduction gear for Controllable Pitch Propeller CPP and Waterjet WJ
(see fig. 20)
Reversing gear for Waterjet WJ with backflush feature (see fig. 21)
In Local mode, the clutch settings from the control system are directly switched through to
the solenoid valves on the gear via the relay contacts in the GCU without GCU control.
Contact loading of all relays therefore depends on the valves on the gear, but must be at
least 24 VDC/3 A. Valve supply via the GCU is possible up to a total current of 2 A.
Note:
The switching function of the external relays is only represented schematically.
The terminals used for clutch control are assigned as follows:

Terminals
Type
Electrical data
Comments
Clutch control inputs

A030-604
Contact
NC
Relay contact to +24 VDC at terminal 604

(input current depends on valves on gear,
max. 2 A)
Engage astern
A030-607
Contact
NC
+24 VDC to terminal 607 (input current

depends on valves on gear, max. 2 A)
Disengage enable
A030-610
Contact
NC

max. 2 A)
Neutral or disengage
A030-613
Contact
NC

max. 2 A)
Engage ahead or
engage
A030-411
+24 VDC
Note:
Supply for clutch control contacts

(max. 2 A)
Remote control system clutch settings are executed immediately after switching
the systems on and changing over to Remote mode. In these cases, the clutch
setting must be NEUTRAL or OFF for this reason. The GCU provides a Local
mode relay contact (see chap. 3.1.2.2) for resetting the clutch to NEUTRAL or
OFF on changing over to Local mode.
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FRIEDRICHSHAFEN
+UEXT
+UEXT
RCS
K002
K001
K001
K001
K002
K003
604
ASTERN
413
414
416
601
607
DISENGAGE
ENABLE
610
613
AHEAD
K003
+UEXT
NEUTRAL
411
GCU_24V
K002
+UEXT
=21.X+A002A030 Terminals of the GCM

A030 of the GCU
GCU
Fig. 19 :
Clutch control contact connection, example for FPP
Note:
Concerning fig. 19:

All clutch signals are to be realized as static signals. Terminals 413, 414, 416,
601 are binary outputs provided for overall clutch control. Their assignment is
explained in chap. 3.1.2.2. Fig. 22 is a schematic representation of internal
functions.
+UEXT
+UEXT
+UEXT
RCS
K001
ON
Clutch control contact connection, example for CPP and WJ
E 531 932 / 00 E
02.2000
OFF
+UEXT
413
414
416
601
507
610
OFF
Fig. 20 :
505
613
ON
Zero
thrust
411
K002
GCU_24V
K001
K002
A030 of the GCU
GCU
33
Chapter 3
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External RCS
34
Note:
FRIEDRICHSHAFEN
Concerning fig. 20:

The clutch signals are to be realized as static signals. Engage enable at zero
thrust of the CPP or WJ in Remote mode must be provided by the remote control system. Terminals 413, 414, 416, 601, 505, 507 are binary outputs provided
for overall clutch control. Their assignment is explained in chap. 3.1.2.2. Fig. 22
is a schematic representation of internal functions.
+UEXT
+UEXT
+UEXT
K001
Backflush
Zero
thrust
607
604
DISENGAGE
ENABLE
BACKFLUSH
505
610
OFF
613
ON
411
K003
K003
K002
K001
K002
OFF
ON
+UEXT
413
414
416
601
K003
507
K001
GCU_24V
RCS

A030 of the GCU
GCU
Fig. 21 :
Clutch control contact connection, example for WJ featuring backflush
Note:
Concerning fig. 21:

The clutch settings ON and OFF are to be realized as static signals, the BACKFLUSH setting as a dynamic signal. Terminals 413, 414, 416, 601, 505, 507 are
binary outputs provided for overall clutch control. Their assignment is explained
in chap. 3.1.2.2. Fig. 22 is a schematic representation of internal functions.
Engage enable at zero thrust of the WJ in Remote mode must be provided by
the remote control system.
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3.1.2.2
35
Binary outputs
Gear Control Unit GCU provides a range of floating binary signals for overall clutch
control.
The terminals used for clutch control are assigned as follows:
Terminals
Type
Electrical data
Comments
Local mode output

A030-601
Contact
NO
A030-602
Contact
NC
A030-416
Contact
COM
Contact loading 24 VDC, max. 50 W,

max. switching current 2 A
Local mode
Clutch state feedback outputs

A030-501
Contact
NO
Ahead/engage
feedback
A030-502
Contact
NO
Neutral/disengage
feedback
A030-503
Contact
NO
A030-504
Contact
COM
Contact loading 24 VDC,

VDC max.
max 50 W,
W
Astern/backflush
feedback
Common connection for
relay contacts for clutch
state feedback signals
Engage interlock output

A030-506
Contact
NO
A030-507
Contact
NC
A030-505
Contact
COM

Engage interlock
(speed-dependent)
(s
eed-de endent)

Disengage
Disengage output
A030-414
Contact
NO
A030-415
Contact
NC
A030-413
Contact
COM
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External RCS
36
Disengage
413
414
415
601
602
416
503
502
501
504
Local mode
active
Supply of an external voltage UEXT
Engage interlock
(speed-dependent)
FRIEDRICHSHAFEN
505
506
507
Page
=21.X+A002A030
Terminals of the GCM
A030 of the GCU
GCU
Fig. 22 :
Clutch control output connection
Switching between Remote mode and Local mode

The engine must be running at idling speed on switching between the operating modes
and the gear must be disengaged for reasons of safety. On switching over to the other
operating mode, the settings are immediately transferred and executed in all cases.
The GCU provides the relay contact (changeover contact) LOCAL MODE (terminals
A030-416, A030-601, A030-602) for this reason. The remote control settings must be set
to engine idling and clutch neutral via this contact.
Note:
Refer to the information on speed setting (see chap. 3.2.2.1) and clutch setting
(see chap. 3.1.2.1).
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FRIEDRICHSHAFEN
Page
37
Automatic disengagement
The GCU provides a floating relay contact (changeover contact) DISENGAGE (terminals
A030-413, A030-414, A030-415) which makes contact each time the engine is started,
stopped and emergency stopped.
The remote clutch control must be set to its initial state (i.e. gear in neutral or disengaged)
by this dynamic signal.
This contact should also be used to increase safety by automatically adjusting the speed
setting to idling to prevent the engine speed increasing after starting in Remote mode.
Engagement interlock depending on engine speed (engagement window)
The GCU also provides a floating relay contact (changeover contact) ENGAGE INTERLOCK (terminals A030-505, A030-506, A030-507) which responds as follows:
Engine at a standstill:
Contact is switched engagement is interlocked.
Engine running at a speed inside an engagement window:

Contact is in the quiescent state engagement is enabled.
Engine running at a speed above or below the engagement window:

Contact is switched engagement is interlocked.
The engagement window default setting is idling speed 150 rpm.
This setting can be adjusted on-board (using the dialog unit, the relevant parameter is part
of the range of Engine Control Unit ECU functions).
Engagement is enabled in case of failure of the relay or this function for reasons of safety.
In such cases, the operator must ensure that the maximum admissible engagement
speed is not violated.
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38
FRIEDRICHSHAFEN
Clutch state feedback

When measuring sensors are provided on the gear, Gear Control Unit GCU provides
clutch state feedback via floating relay contacts (three NO contacts, terminals A030-501,
A030-502, A030-503 with a common root, terminal A030-504).
Ahead/engage feedback, terminal A030-501

Only when a pressure monitor is installed on the gear:
On reversing gears: AHEAD
On reduction gears: ENGAGE
On reversing gears with waterjet: ENGAGE
Neutral/disengage feedback, terminal A030-502

With or without limit switch installed on the gear:
(If there is no limit switch on the gear, the signal is generated from the electrical
clutch command, when the gear is active ahead/engaged or astern: Feedback
off, when the gear is not active ahead/engage or astern: Feedback NEUTRAL/
DISENGAGE):
On reversing gears: NEUTRAL
On reduction gears: DISENGAGE
On reversing gears with waterjet: DISENGAGE
Astern/backflush feedback, terminal A030-503:

Only when a pressure monitor is installed on the gear:
On reversing gears: ASTERN
On reduction gears: Not applicable
On reversing gears with waterjet: BACKFLUSH
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External RCS
FRIEDRICHSHAFEN
3.2
Page
39
Interfaces to the remote control system at Local Operating Panel LOP 1
The following components and signals which can be assigned to a remote control system
are connected directly at Local Operating Panel LOP 1:
Speed setting
The speed is set by an analog signal (4 mA ... 20 mA) or pushbuttons (speed
up, speed down); switching between these two methods is possible by actuating a switch. The connection is established directly at the terminal strip with
equipment identifier tag =21.X+A001X004 (located on the CIB 3 assembly).
Feedback to the remote control system

The ENGINE SPEED and INJECTION QUANTITY/ENGINE LOAD signals
(0 VDC ... 10 VDC respectively) are tapped directly at the Peripheral Interface
Module PIM with equipment identifier tag =21.X+A001A010.
3.2.1
General information about Local Operating Panel LOP 1

A separate manual entitled Local Operating Panel Type LOP 1, MTU/DDC
series 4000 and DDC/MTU series 2000, Marine applications, Documentation
Part 1 provides a detailed description of the entire assembly and all its functions.
3.2.2
Connection of control assemblies
The interfaces on the Local Operating Panel and their proper connection are presented
below.
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40
3.2.2.1
FRIEDRICHSHAFEN
Analog and binary inputs
Speed setting
Terminals
Type
Electrical data
Comments
Analog speed setting input

X004-83
Analog
X004-84
Ground to terminal
83
4 mA ... 20 mA,
4 mA corresponds to idling speed
20 mA corresponds to rated engine speed
Binary speed setting input (pushbutton)

X004-91
+24 VDC
X004-90
Contact
NO
Speed increase pushbutton
X004-89
Contact
NO
Speed decrease pushbutton
X004-88
Contact
NO
Switch speed setting switch
Automatic setting
(analog)
Supply for pushbuttons and switches for

binary speed setting
Connection of this
pushbutton is intended
as a backup (Emer(Emer
gency
g
y operation)) in
marine
i applications.
li ti
Backup setting
(binary)
SWITCH SPEED SETTING switch
(BACKUP ON)
Fig. 23 :
GND
SPEED INCREASE pushbutton
91
90 89 88
=21.X+A001X004 Terminals on CIB 3

in the LOP
LOP 1
OCIN(H)
OCIN(H)
OCIN(H)
84
+24VDC
U_ST2
IIN
(4 mA ... 20 mA)
83
GND
4 mA ... 20 mA
SPEED DECREASE pushbutton
Speed setting connection
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Page
41
The speed setting is normally realized as an analog 4 mA ... 20 mA setting (voltage

between terminals 83 and 84: USet 5 VDC).
A backup feature can be realized by switching over to binary signal setting (pushbutton).
Both types of setting are only evaluated when Remote mode is active.
An alarm is output (combined alarm LOP, monitoring and control system or at a serial
interface) should the analog signal (4 mA ... 20 mA) fail.
Note:
The speed setting of the Remote Control System is immediately executed when
the systems are switched on and on changing to Remote mode. For this
reason, the speed must be set to idling (4 mA) in these cases. The GCU provides a relay contact LOCAL MODE (see chap. 3.1.2.2) to reset the speed to
idling (4 mA) on changing to Local mode.
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3.2.2.2
External RCS
42
FRIEDRICHSHAFEN
Analog outputs
Engine speed and injection quantity/engine load

Analog signals (0 VDC ... 10 VDC) are provided for the following measuring variables at
Local Operating Panel LOP 1:
Engine speed
Normalization of the analog output depends on the engine and is as follows
(10 VDC represents the range limit value):
Engine type
Speed range
8/12/16 V 2000 M60
0 rpm ... 2200 rpm
8/12/16 V 2000 M70
0 rpm ... 2500 rpm
8/12/16 V 2000 M80
0 rpm ... 2500 rpm
8/12/16 V 2000 M80
0 rpm ... 2500 rpm
12 V 2000 M91
0 rpm ... 3000 rpm
8/12/16 V 4000 M60 + M60R
0 rpm ... 2200 rpm
8/12/16 V 4000 M70
0 rpm ... 2500 rpm
8/12/16 V 4000 M80
0 rpm ... 2500 rpm
8/12/16 V 4000 M90
0 rpm ... 2500 rpm
Injection quantity/engine load

The 0 VDC ... 10 VDC signal corresponds to 0 % ... 100 % of the quantity of fuel
injected.
100% corresponds to the max. admissible injection quantity at a certain engine
speed.
With regard to engine power, this means:
100% injection quantity is the amount of fuel which must be available to generate
the max. admissible power at the relevant engine speed. The max. admissible
power value changes at different engine speeds. However, this value still represents 100% admissible power at the engine speed concerned.
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Page
FRIEDRICHSHAFEN
The following connections must be established for the analog outputs:
A010-410
A010-413
A010-414
Analog
output
GND
+
Analog
output
GND
Engine speed
ENGINE SPEED
0 V ... 10 V
Imax 5 mA
INJECTION
QUANTITY/ENGINE
LOAD
Injection quantity/engine load
410
413
UOUT
(0 VDC ... 10 VDC)
=21.X+A001A010 Terminals of the PIM A010
02.2000
in the LOP
LOP 1
Engine speed and injection quantity/engine load connection
E 531 932 / 00 E
Comments
0 V ... 10 V
Imax 5 mA
GND
UOUT
(0 VDC ... 10 VDC
409
Fig. 24 :
Electrical data
414
A010-409
Type
GND
Terminals
43
Chapter 3
Page
44
External RCS
FRIEDRICHSHAFEN
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Chapter 4
Power supply connection

FRIEDRICHSHAFEN
Chapter 4
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Page
45
Chapter 4
Page
46
Power
supply
(Yard)
+Ubext/M
Main supply
Main supply
Peripheral
Interface
Module
PIM 2
Peripheral
Interface
Module
PIM 1
PIM supply
+Ubext/E
Emergency supply
Emergency supply
FRIEDRICHSHAFEN
Local
Operating Panel
LOP 1
PIM supply
Engine
Monitoring Unit
EMU*
Gear
Monitoring Unit
GMU*
Engine
Control
Unit
ECU
Gear
Control Unit
GCU
MTU cable
MTU cable
MTU cable
MTU cable
Fig. 25 :
Block circuit diagram Power supply
The power supply for the following three assemblies must be established:

The Yard main and emergency supplies are connected to Local Operating Panel LOP 1
only. The two Peripheral Interface Modules PIM 1 and PIM 2 are connected via the Local
Operating Panel and thus supplied by it.
The Engine Control Unit ECU and the Gear Control Unit GCU are likewise supplied via the
Local Operating Panel. No additional connections are required to be established as these
assemblies are supplied by the corresponding MTU cable.
Assemblies marked * are optional extensions which are also supplied via Local Operating
Panel LOP 1. These optional extensions have no effect on hardware cabling for this
reason. However, a higher power supply is required and must be taken into consideration.
fixed (coded) connectors.
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FRIEDRICHSHAFEN
4.1
Local Operating Panel LOP
4.1.1
Local Operating Panel LOP 1 supply voltages
Page
47
All the assemblies of the Propulsion Control System (including the interface modules) can
be connected to the ships power supply via Local Operating Panel LOP 1. A separate
supply and a power on/off circuit is required for monitoring and control systems or remote
control systems produced by other manufacturers. The Propulsion Control System can be
switched on/off by an external switch (e.g. key-operated switch at the main control station,
Yard supply). One on/off switch with two NO contacts is required for each propulsion line
(i.e. for each Propulsion Control System).
The supply voltage is supplied to the Local Operating Panel via terminal strip X010:
Terminals
Type
Electrical data
X010 +L1
+Ubext/M
X010 L1
GND
X010 +L2
+Ubext/E
X010 L2
GND
X010 +L3
+Ubext/M
X010 L3
GND
X010 +L4
+Ubext/E
X010 L4
Fuse protection 25 A
A, 2
2-pole
pole respectively
Main control supply
A, 2
2-pole
pole respectively
Emergency control
supply
A, 2
2-pole
pole respectively
Main monitoring supply
A, 2
2-pole
pole respectively
Emergency monitoring
supply
GND
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48
FRIEDRICHSHAFEN
LOP 1
+L1 L1 +L2 L2 +L3 +L3 +L3 L3 L3 L3 +L4 +L4 +L4 L4 L4 L4
=21.X+A001X010
8 x 25 A
+Ubext/M GND
Main supply
Power supply
(Yard)
+Ubext/E
GND
Emergency supply
Fig. 26 :
Local Operating Panel LOP supply voltage connection
4.1.2
Connection of an on/off switch
The on/off switch is connected directly to terminal strip -X010 at Local Operating Panel
LOP 1. The on/off control inputs of Local Operating Panel LOP 1 are jumpered at terminal
strip -X010 (on delivery), these jumpers must be removed before connecting the external
on/off switch.
The following connections must be removed:
Terminals
Type
Electrical data
X010-51
Jumper 1/51
0.5 mm2, colour: yellow
X010-1
Jumper 1/51
X010-52
Jumper 2/52
X010-2
Jumper 2/52
Comments
First contact level of the
key operated switch for
key-operated
ECS-5 control
Second contact level of
the key-operated
key operated switch
for ECS-5 monitoring
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FRIEDRICHSHAFEN
49
The following connections must be established:
E.g. for a key-operated switch

This assembly is connected directly to the terminal strip with the equipment
identifier tag =21.X+A001X010.
Terminals
Type
Electrical data
Comments
Key-operated switch input

X010-51
Contact NO
Min. contact loading: 24 VDC/0.1 A
X010-1
Contact COM
X010-52
Contact NO
X010-2
Contact COM
First contact level of the

key operated switch for
key-operated
ECS-5 control
Second contact level of
the key-operated
key operated switch
for ECS-5 monitoring
1 2
51 52
GND
GND
RELIN(L)
RELIN(L)
Key-operated switch
ON
=21.X+A001X010
LOP 1
Fig. 27 :
Key-operated switch connection
Note:
The two NO contacts of the key-operated switch must be closed and opened in
parallel by a key.
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4.1.3
FRIEDRICHSHAFEN
The supply voltage for the Peripheral Interface Module PIM 2 is tapped directly at the
Local Operating Panel:
Terminals
Type
Electrical data
A108-101
+Ubext
A108-103
GND
A108-106
PE
A108-415
+Ubext
A108-416
GND
Comments
From the Local Operating

O erating Panel, protected
rotected by
F10 (8 A)
Max. 10 cm connection to ships ground
Grounding
Current results from the total of all currents for

each signal lamp
Signal lamp supply
BOB 3 supply
101 102 103 104
106
Terminal strip 1xx
+Ubext
GND
8A
415 416
PIM 1
supply
Power supply
F10
53
Terminal strip 4xx
PIM 2
LOP 1
Terminal strip =21.x+A001X010
+Ubext GND
Fig. 28 :
Peripheral Interface Module PIM 2 power supply connection at Local Operating Panel LOP 1
Note:
The lamps can be dimmed by regulating the external supply voltage +UEXT for
signal lamps. The transistor outputs for the signal lamps switch to ground (see
chap. 2.1.3).
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FRIEDRICHSHAFEN
4.1.4
The supply voltage for the Peripheral Interface Module PIM 1 is connected in parallel to
Peripheral Interface Module PIM 2.
Terminals
Type
A109-101
+Ubext
A109-103
GND
A109-106
PE
Electrical data
Comments
From the Local Operating

O erating Panel, protected
rotected by
F10 (8 A)
Max. 10 cm connection to ships ground
Grounding
PIM 1
101 102 103 104
Supply voltage
of LOP 1
(see fig. 28)
Fig. 29 :
106
Terminal strip 1xx
+Ubext
GND
Peripheral Interface Module PIM 1 power supply connection parallel to PIM 2
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Chapter 5
Bus system connection

FRIEDRICHSHAFEN
Chapter 5
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53
Chapter 5
Page
54
FRIEDRICHSHAFEN
Gear
Monitoring Unit
GMU*
Peripheral
Interface
Module
PIM 2
Peripheral
Interface
Module
PIM 1
Field bus
Local
Operating Panel
LOP 1
Gear
Control Unit
GCU
Engine
Monitoring
Unit EMU*
Engine
Control
Unit
ECU
Field bus
MTU cable
MTU cable
MTU cable
MTU cable
Fig. 30 :
Bus system block circuit diagram
The field bus for the system must be routed to the following assemblies at least:

Engine Control Unit ECU and Gear Control Unit GCU are connected to the bus via the
Local Operating Panel by the appropriate MTU cable.
The other assemblies must be interconnected by a shielded cable.
Assemblies marked * are optional extensions whose bus connections are established via
the respective assemblies to which their functions are assigned (GMU together with the
GCU via Local Operating Panel LOP 1, EMU via Local Operating Panel LOP).
This optional extension therefore has no effect on the hardware cabling of the bus.
fixed (coded) connectors.
Note:
The field bus can also be connected to other assemblies not shown in fig. 30
(e.g. the MTU Remote Control System RCS-5).
The connection is always established at the last bus station (in this case e.g. at
Peripheral Interface Module PIM 1).
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FRIEDRICHSHAFEN
5.1
Terminals for field bus connection
5.1.1
55
The field bus is connected via terminal strip X010:

Terminals
Type
Electrical data
X010 17
CAN
(H)
X010 18
CAN
(L)
X010 19
CAN
GND
X010 67
CAN
(H)
X010 68
CAN
(L)
X010 69
CAN
GND
17
Comments
CAN 1 (default)
CAN 2 (redundant)
18 19
67
68
69
=21.X+A001X010
Remove
resistor
(120 )
(H) (L) GND

Default
to PIM 2
Terminals 109 107 105
LOP 1
Remove
resistor
(120 )
(H) (L) GND

Redundant
to PIM 2
Fig. 31 :
Field bus to Local Operating Panel LOP 1 connection
Note:
Any resistors (120 ) at terminals 17 and 18 and 67 and 68 must be removed.

They are no longer required here. Connect the cable shielding to housing
ground. This is realized by the grounding insert of the cable entry on the housing of Local Operating Panel LOP 1.
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5.1.2
FRIEDRICHSHAFEN
The field bus is connected via terminal strip 1xx:

Terminals
Type
Electrical data
109
CAN
(H)
107
CAN
(L)
105
CAN
GND
115
CAN
(H)
113
CAN
(L)
111
CAN
GND
110
CAN
(H)
108
CAN
(L)
116
CAN
(H)
114
CAN
(L)
Comments
CAN 1 (default) from the Local Operating Panel
Ground terminal 105 is

also used for cables to
Ground of CAN 1 (default) from the Local Opera- the next bus station.
ting Panel and to the next bus station (PIM 1)
CAN 2 (redundant) from the Local O
Operating
erating
Panel

the next bus station.
Ground of CAN 2 (redundant) from the Local

Operating Panel and to the next bus station
(PIM 1)
CAN 1 (default) to the next bus station (PIM 1)
CAN 2 (redundant) to the next bus station

(PIM 1)
From terminals 19 17 18
on the Local Operating Panel LOP 1
Default
GND (H) (L)
on the Local Operating Panel LOP 1
Default
GND (H) (L)
PIM 2
110 108 105 109 107
116 114 111 115 113
Twisted
Default
at PIM 1
(H) (L) GND
Fig. 32 :
Terminal strip 1xx
Twisted
Redundant
at PIM 1
(H) (L) GND
Peripheral Interface Module PIM 2 connection to the field bus
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FRIEDRICHSHAFEN
5.1.3
57
The field bus is connected via terminal strip 1xx:

Terminals
Type
Electrical data
109
CAN
(H)
107
CAN
(L)
105
CAN
GND
115
CAN
(H)
113
CAN
(L)
111
CAN
GND
Comments
the next bus station if
applicable.
CAN 1 (default) from the Local Operating Panel

Ground of CAN 1 (default) from PIM 2 and, if
applicable, to the next bus station
CAN 2 (redundant) from the Local O
Operating
erating
Panel
Ground of CAN 2 (redundant) from PIM 2 and, if
applicable, to the next bus station

at PIM 2
Default
GND (H) (L)

the next bus station if
applicable.

at PIM 2
Default
GND (H) (L)
Twisted
Twisted
PIM 1
110 108 105 109 107
Resistor
(120 )
116 114 111 115 113
Terminal strip 1xx
Resistor
(120 )
Fig. 33 :
Peripheral Interface Module PIM 1 connection to the process bus
Note:
No shielded cable is required to establish the connection between PIM 1 and

PIM 2 providing that the length of the cable between these two assemblies is
less than 5 m. In this case, two three-wire, twisted cables are adequate.
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FRIEDRICHSHAFEN
The two resistors (120 ) are only connected when no other bus stations are to be included. If additional bus stations (e.g. for the Remote Control System RCS-5) are to be connected to the bus, connection is established in the same manner (cf. chap. 5.1.2). In this
case, no resistor may be connected to this PIM 1. Resistors are only provided at the end
of the bus connections, i.e. at those assemblies at which only two bus cables (default and
redundant) are connected.
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Technical data
FRIEDRICHSHAFEN
Chapter 6
Technical data
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Technical data
60
FRIEDRICHSHAFEN
Technical data
6.1
General
Operating voltages
+Ub, +Ubext, +Uext
24 VDC, 20 %/+30 %
Residual ripple less than 5 %
according to STANAG 1008
Operating temperature range
0 C +55 C
Storage temperature range
10 C +70 C
System power consumption

(control)
3 A ... 8 A continuous,
20 A max.
(depending on the operating state of the
propulsion plant)
System power consumption

(monitoring)
Basic scope:
1 A continuous,
1.5 A max.
Classifiable version:
3 A continuous,
3.5 A max.
(both depending on the operating state of the
propulsion plant)
6.2
Dimensions (W x H x D)
400 mm x 500 mm x 240 mm

Space at side for connectors: +135 mm
Vibration
2 Hz 13 Hz: xpp = 3.0 mm

13 Hz 100 Hz: a = 1 g
Shock
10 g/11 ms semi-sinusoidal shock
Relative humidity
Max. 95 %, condensing
EMI/EMC
IEC 801
Protection
IP 54 DIN 40 050
Weight
26 kg
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Technical data
FRIEDRICHSHAFEN
6.3
Page
Peripheral Interface Modules PIM 1 and PIM 2
Vibrostability
DIN rail mounting
2 Hz 12.8 Hz: Xpp = 2 mm

12.8 100 Hz: a = 1 g
Screw mounting
2 Hz 25 Hz: Xpp = 3.22 mm

25 Hz 100 Hz: a = 4 g
Shock
10 g, 11 ms
Protection
IP 20 in accordance with DIN 40 050
Relative humidity
0 % 97 %, non-condensing
PIM 1
Dimensions (H x W x D)
75 mm x 70 mm x 90 mm
Number of terminals
32
Weight
Approx. 0.3 kg (fully equipped)
PIM 2
Dimensions (H x W x D)
75 mm x 140 mm x 90 mm
Number of terminals
64
Weight
Approx. 0.6 kg (fully equipped)
6.4
Engine Control Unit ECU
455 mm x 277 mm x 91 mm
Height + approx. 230 mm for connectors
Weight
7 kg
Relative humidity
0 %... 95 %, condensing
Protection
Shock
15 g, 11 ms semi-sinusoidal shock
Vibrostability
Frequency 2 Hz ... 25 Hz
Amplitude xpp = 1.6 mm
Frequency 25 Hz ... 100 Hz Acceleration a = 4 g
Frequency 20 Hz ... 2000 Hz Noise 1.3 g rms
EMI/EMC
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DIN EN 50081-2 and DIN EN 50082-2

IEC1000-4-2
IEC1000-4-3
IEC1000-4-4
IEC1000-4-5
IEC1000-4-6
02.2000
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Chapter 6
Page
Technical data
62
6.5
FRIEDRICHSHAFEN
Engine Monitoring Unit EMU
300 mm x 84,5 mm x 268 mm

Height + approx. 230 mm for connectors
Weight
4.0 kg
Mounting
3 M6 x 20 hex-head bolts on
Engine Control Unit ECU 4;
tightening torque 6 Nm
Relative humidity
0 % ... 95 %, condensing
Protection
Shock
15 g, 11 ms semi-sinusoidal shock
Vibrostability
Frequency 2 Hz ... 25 Hz
Amplitude xpp = 1.6 mm
Frequency 25 Hz ... 100 Hz Acceleration a = 4 g
Frequency 20 Hz ... 2000 Hz Noise 1.3 g rms
EMI/EMC
6.6
DIN EN 50081-2 and DIN EN 50082-2
Gear Control and Monitoring Unit GCU/GMU 1,

Gear Control Unit GCU 1
385 mm x 300 mm x 240 mm

Space at side for connectors: +40 mm
Vibration
2 Hz 13 Hz: 1.0 mm
13 Hz 100 Hz: 1 g
Ambient conditions
Max. 95 % rel. humidity,

non-condensing
Protection
GCM module:
With terminal box:
EMI/EMC
Radiation:
Line:
Burst:
Surge:
ESD:
IP 20
IP 65
10 V/m 30 kHz 1 GHz

3 Vrms 30 Hz 80 MHz
2 kV
1 kV symm. / 2 kV asymm.
8 kV
02.2000
E 531 932 / 00 E
Appendix
Reference documentation
FRIEDRICHSHAFEN
Appendix
E 531 932 / 00 E
02.2000
Page
63
Appendix
Page
64
FRIEDRICHSHAFEN
Refer to the following MTU manuals for detailed information about the individual assemblies comprising and used in conjunction with Propulsion Control System PCS:
E 531 693
PCS-5 system description
Part 1
E 531 xxx*
E 531 712
PCS-5 with FMEA
E 531 689
Gear Control Unit GCU 1
Parts 1, 3, 4, 5
E 531 690
Gear Control and Monitoring Unit GCU/GMU 1
Parts 1, 3, 4, 5
E 531 934
Interface description DDC/MTU series 2000
Part 1
E 531 935
Interface description MTU/DDC series 4000
Part 1
E 531 652
RS422 data protocol
Part 1
Parts 1, 2, 3, 4, 5
Part 1
* The document number for the Local Operating Panel LOP 1 manual depends on the
software used in display panel DIS on the Local Operating Panel.
02.2000
E 531 932 / 00 E

E531932 00e

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Interfaces

of Engine Control System ECS-5

Structure and function

Guideline 73/23/EEC Low voltage guideline dated

Guideline 89/336/EEC Guideline on electromagnetic

CE conformity is influenced if the product is installed incorrectly, an assembly or system is

General information about documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Possible applications of Engine Control System ECS-5 . . . . . . . . . . . . . . . .

Adaptation of the Monitoring and Control System and

Engine Control System ECS-5 with interfaces for monitoring

Assemblies of Engine Control System ECS-5 . . . . . . . . . . . . . . . . . . . . . . . . .

Connection of monitoring and control systems produced by

Interfaces to the monitoring and control system at

General information about Peripheral Interface Module PIM 2 . . . . . . . . . .

Interface to the monitoring and control system via a serial interface . . . . .

General information about serial interface PIM 1 . . . . . . . . . . . . . . . . . . . . . .

Connection of monitoring and control assemblies . . . . . . . . . . . . . . . . . . . . .

Interfaces to the monitoring and control system at

General information about Local Operating Panel LOP 1 . . . . . . . . . . . . . . .

Connection of monitoring and control assemblies . . . . . . . . . . . . . . . . . . . . .

Safety system override . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Combined alarm and acknowledgement . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Table of contents (cont.)

Connection of remote control systems produced by

Remote control interfaces on Gear Control Unit GCU . . . . . . . . . . . . . . . . . .

General information about Gear Control Unit GCU . . . . . . . . . . . . . . . . . . . .

Connection of control assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Interfaces to the remote control system at Local Operating Panel LOP 1 . . .

General information about Local Operating Panel LOP 1 . . . . . . . . . . . . . . .

Connection of control assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Analog and binary inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Power supply connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Local Operating Panel LOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Local Operating Panel LOP 1 supply voltages . . . . . . . . . . . . . . . . . . . . . . . .

Connection of an on/off switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Peripheral Interface Module PIM 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Peripheral Interface Module PIM 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Bus system connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Terminals for field bus connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Local Operating Panel LOP 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Peripheral Interface Module PIM 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Peripheral Interface Module PIM 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Local Operating Panel LOP 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Table of contents (cont.)

Peripheral Interface Modules PIM 1 and PIM 2 . . . . . . . . . . . . . . . . . . . . . . .

Engine Control Unit ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Engine Monitoring Unit EMU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Gear Control and Monitoring Unit GCU/GMU 1,

Baureihe, series (in this case: engine series)

Controller Area Network (bus designation)

Common (common connection of a relay changeover contact)

Engine Control System (MTU engine management system)

Engine Control Unit (engine governor)

Engine Monitoring Unit (additional monitoring unit)

Formula for frequency

Fixed Pitch Propeller

Gravity acceleration constant

Gear Monitoring Unit

Formula for electrical current

International Electrotechnical Commission (standards designation)

International Protection (index of protection)

Light Emitting Diode

Local Operating Panel