E531730 00e

Propulsion Control System
PCS-5
DDC/MTU Series 2000
Marine applications
Documentation Part 1
D
Structure and function
E 531 730 / 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.
1998
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.1
Possible applications of Propulsion Control System PCS-5 . . . . . . . . . . . . .
1.2
Integration of Propulsion Control System PCS-5 in other MTU systems . .
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.1
Features of Propulsion Control System PCS-5 . . . . . . . . . . . . . . . . . . . . . . . .
2.2
Possible applications of Propulsion Control System PCS-5 . . . . . . . . . . . . .
2.3
Component parts of Propulsion Control System PCS-5

(maximum configuration) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.4
Overview of field bus systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.4.1
PCS field bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.4.2
RCS field bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.5
Overview of safety features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10
Structure and function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12
3.1
Assemblies of Propulsion Control System PCS-5 . . . . . . . . . . . . . . . . . . . . .
12
3.1.1
Engine-mounted assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
3.1.1.1
Engine Control Unit ECU 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
3.1.1.2
Engine Monitoring Unit EMU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14
3.1.2
Assemblies for gear control and monitoring . . . . . . . . . . . . . . . . . . . . . . . . . .
16
3.1.2.1
Gear Control Unit GCU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16
3.1.2.2
Gear Monitoring Unit GMU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
17
3.1.3
Assemblies for waterjet/propeller control and monitoring . . . . . . . . . . . . . . .
18
3.1.3.1
Waterjet/Propeller Control Unit PCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
18
3.1.4
Superordinate assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
19
3.1.4.1
Local Operating Panel LOP 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
19
3.1.4.2
Dialog unit (option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
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Table of contents (cont.)
3.2
Monitoring regulation control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
3.2.1
Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
23
3.2.2
Error and alarm handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
24
3.2.3
Regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
25
3.2.3.1
Speed/injection governing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
25
3.2.3.2
Nominal speed value handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
25
3.2.3.3
Power limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
26
3.2.4
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
27
3.2.4.1
Engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
28
3.2.4.2
Emergency engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
28
3.2.4.3
Engine stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
29
3.2.4.4
Emergency engine stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30
3.2.4.5
Charger control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31
3.2.4.6
Cylinder cutout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31
3.2.4.7
Gear control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31
3.2.4.8
Clutch command handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31
3.2.5
Power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32
3.2.6
FMEA (failure mode and effect analysis) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
33
3.3
Bus systems/communication technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
34
3.3.1
The CAN bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
34
3.3.2
Network management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
35
3.3.3
Redundant switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
35
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Table of contents (cont.)
Safety features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
38
4.1
Safety functions of Propulsion Control System PCS-5 . . . . . . . . . . . . . . . . .
38
4.2
Safety system SISY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
39
4.2.1
Safety system SISY assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
39
4.2.2
Functions of safety system SISY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
40
4.2.2.1
Activities of the safety system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
41
4.2.2.2
Safety shutdowns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
41
4.2.3
Safety system override . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
41
4.3
Integral Test System (ITS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
42
4.3.1
Monitoring internal electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
42
4.3.2
Monitoring sensors/actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
42
4.3.3
Monitoring bus communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
42
Integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
44
5.1
Propulsion Control System PCS-5 scopes of supply . . . . . . . . . . . . . . . . . . .
45
5.1.1
Monitoring I PCS-5 standard scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
45
5.1.2
Monitoring II PCS-5 fulfilling classification standards . . . . . . . . . . . . . . . . .
46
5.2
Propulsion Control System PCS-5 in conjunction with

superordinate systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
47
5.2.1
Propulsion Control System PCS-5 with MCS-5 Type 1 . . . . . . . . . . . . . . . . .
47
5.2.2
Propulsion Control System PCS-5 with MCS-5 Type 2 . . . . . . . . . . . . . . . . .
48
5.2.3
Propulsion Control System PCS-5 with interfaces for external systems . .
49
5.2.4
Propulsion Control System PCS-5 with MCS-5 Type 1 and RCS-5 . . . . . .
50
Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
53
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Abbreviations
BR
Baureihe, series (in this case engine series)
CAN
Controller Area Network (bus designation)
ECS
Engine Control System
ECU
Engine Control Unit
EMU
Engine Monitoring Unit (additional monitoring unit)
FPP
Fixed Pitch Propeller
GCU
Gear Control Unit
GMU
Gear Monitoring Unit
LOP
Local Operating Panel
MCS
Monitoring and Control System
MTU
Motoren- und Turbinen-Union
PCS
PCU
Propeller Control Unit
PIM
Peripheral Interface Module
PPS
Programmable Process Station
RCS
Remote Control System
RS422
Recommended Standard (interface standard)
SCL
Single Control Lever
SDAF
Shut Down Air Flap
SISY
Sicherheitssystem, safety system
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General information about documentation

Documentation structure
Documentation
Part
1
Target group
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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Conventions for symbols

Rectification of a fault marked with this symbol either requires the
customers service personnel or service personnel provided by MTU.
The affected assembly can be sent to MTU for repairs.
Such a fault cannot be repaired by ships personnel.
Further troubleshooting or fault rectification requires work to be performed
on the engine with reference to the engine documentation.
Further troubleshooting or fault rectification requires mechanical work to be performed on other assemblies or equipment with reference to the relevant documentation.
Refer to other MTU manuals for more information.
Note:
Additional information provided for reasons of clarity (e.g. if an explanation is of

an exemplary nature only).
' Fig. X
Refer to fig. X for more information (cross reference to a figure).
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Chapter 1
Introduction
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Chapter 1
Introduction
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Chapter 1
Page
Introduction
FRIEDRICHSHAFEN
Introduction
Technology
Reliability
High-quality components
Hierarchical structure
Modular sub-system structure
Easily upgraded
High processing speed
Integral user information system
Self-test system ITS
Redundant field bus system
Distributed intelligence
FMEA
High availability
PCS 5
characteristics
Quality
Logistics
Fig.
Few basic components
Reduced spare part stockkeeping
Type-approved devices
Straightforward maintenance
ISO 9001
Substantially reduced training

requirements
EMC
CE certification
1:
Software quality assurance
PCS-5: Characteristics
PCS-5

Stands for Propulsion Control System 5th generation

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 PCS-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.
PCS-5 is used in conjunction with MTU/DDC Series 4000, DDC/MTU Series 2000 and
others.
PCS-5 a step in the right direction
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1.1
Possible applications of Propulsion Control System PCS-5
PCS-5 applications
Operator
User
Operator inputs
Display
Alarms
PCS-5
Acquisition
Control
Sensors
Actuators
Engine
Plant
Marine propulsion
plants
Fig.
2:
Power units
Vehicles
Railway applications
Possible applications of PCS-5
Propulsion Control System PCS-5 can be used in the following fields of application:
Marine propulsion plant comprising
Engine
Gearbox
Propulsion system (waterjet or propeller)
Power units (engine)

Railway applications
Vehicles
This manual is concerned with marine propulsion applications in conjunction with DDC/
MTU Series 2000 and covers all units.
Reference documentation:
Refer to the relevant engine and unit manuals for more information about their
respective features, functions and structure (see appendix).
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1.2
FRIEDRICHSHAFEN
Integration of Propulsion Control System PCS-5 in other MTU systems
MCS-5
RCS-5
PCS-5
Fig.
3:
Integration of PCS-5 and other MTU electronic systems
PCS-5 can interact with the 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
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Overview
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Chapter 2
Overview
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Chapter 2
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Overview
FRIEDRICHSHAFEN
Overview
Propulsion Control System PCS-5 for marine propulsion plants is located in the engine
room. One PCS-5 Propulsion Control System is used for each propulsion line. If the ship
is equipped with two symmetrical shafts (port and starboard propulsion lines), the two
PCS-5 Propulsion Control Systems are identical. If the ship is equipped with a middle
engine, its PCS-5 may be configured differently to those of the port and starboard engines.
Figure 4 is a schematic representation showing the integration of PCS-5 in a twin shaft
propulsion plant including Remote Control System RCS and Monitoring and Control
System MCS.
The scope of the Propulsion Control System PCS-5 is highlighted by the frames in the
figure.
MCS-5
PCS field bus

RCS-5
RCS-5
RCS coordination field bus
PCS-5
Port
PCS field bus
PCS-5
Starboard
PCS field bus
EMU
PCU
EMU
ECU
GCU/GMU
PCU
LOP
LOP
Fig.
4:
ECU
GCU/GMU
Configuration of a twin shaft propulsion plant
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2.1
Page
Features of Propulsion Control System PCS-5
The Propulsion Control System incorporates the following features:
Management of an MTU marine propulsion plant:

Propulsion management means that propulsion plant operation is optimized
with regard to
Operational reliability
A high degree of automation
Fuel consumption
Broad engine characteristic map
Nominal power
Speed stability
Running smoothness
Exhaust emission
Independent units for the control and monitoring of the propulsion components
engine, gearbox and waterjet or propeller
Operation by
Local Operating Panel (Local mode), a part of PCS-5

Monitoring and Control System (option, superordinate system)
Remote Control System (option, superordinate system)
Modular structure with standard units for varying requirements

Defined interface for superordinate automation systems
Engine protected by safety system SISY (extended safety system with additional monitoring unit EMU 1)

Sophisticated ITS (integral test system)

Redundancy ensures high reliability (available as option or extension)
Multi-circuit power supply with reciprocal monitoring
Straightforward software handling using pluggable data modules and the downloading of programs and parameters from a PC
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Overview
2.2
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Possible applications of Propulsion Control System PCS-5
The Propulsion Control System may be used in a multitude of applications, but mainly for
the following:
Independent operation with local control/monitoring

Integration in a superordinate system (with a Remote Control System and/or
Monitoring and Control System)
Use in complex propulsion plants involving several engines and/or shafts

(several PCS-5 for combined systems)
2.3
Component parts of Propulsion Control System PCS-5

(maximum configuration)
The following assemblies are included in the maximum scope of supply of Propulsion
Control System PCS-5 for one propulsion line:

Engine Control Unit ECU 4
(see chap. 3.1.1.1)
Independent Engine Monitoring Unit EMU 1
(see chap. 3.1.1.2)
Local Operating Panel LOP 1
(see chap. 3.1.4.1)
Gear Control Unit GCU 1
(see chap. 3.1.2.1)
Independent Gear Monitoring Unit GMU 1
(see chap. 3.1.2.2)
Propeller Control Unit PCU
(see chap. 3.1.3.1)
For commissioning, analysis and servicing (option):
Dialog unit
(see chap. 3.1.4.2)
The various examples (see chap. 5) also show the minimum configuration for operation in
conjunction with an DDC/MTU Series 2000 engine.
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2.4
Overview of field bus systems
2.4.1
PCS field bus
Page
The PCS field bus has the following tasks:
Transmission of process values and control commands for the superordinate

control system RCS-5. The interface to RCS-5 is a CAN/CAN gateway on combined systems or by direct link. This results in a logical and physical separation
of the PCS-5 and RCS-5 systems. Emphasis is placed on separating logic
(separating data) possible on both versions.
Transmission of measured and limit values from the PCS units to the Monitoring and Control System MCS-5. The interface to MCS-5 is realized by a Programmable Process Station PPS. Logical and physical separation of the PCS-5
and MCS 5 systems is also featured here.
Transmission of data between PCS-5 units for further processing or output of

transmitted process values (e.g. signals relevant to engine control).
The PCS field bus is of redundant design and has a decentralized network
structure.
2.4.2
RCS field bus

Function and tasks of the RCS field bus are described in Propulsion plant
Remote Control System RCS-5 FPP/B Part 1, document no. E 531 661.
RCS coordination field bus

The RCS coordination field bus has the following task:
Transmission of process values in single control lever mode (SCL) and control
commands
Note:
This bus is only used in combined systems.
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Overview
FRIEDRICHSHAFEN
Overview of safety features
An extensive range of safety features is included in PCS-5 to protect propulsion components and increase operational reliability:
Safety system SISY to protect the engine (see chap. 4.2).

Integral Test System ITS to monitor electronics, bus communication, sensors/
actuators and power supply (see chap. 4.3).

Independent monitoring equipment for each propulsion component

Multi-circuit, monitored power supply
Safety-relevant signals (e.g. emergency stop) parallel wired
Redundant field bus system
Functional separation of control, monitoring and safety circuits
Redundant safety circuits with reciprocal monitoring
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3.1
Assemblies of Propulsion Control System PCS-5
The assemblies of the Propulsion Control System are divided into four categories:
Engine assemblies:
This refers to all assemblies directly involved in engine control and monitoring
Gear assemblies
These assemblies are used for monitoring and controlling all functions of the
gear (including the clutch)
Waterjet/propeller assemblies
Includes all assemblies required for monitoring and controlling the actual propulsion components (waterjet drive or controllable pitch propeller)
Superordinate assemblies
A number of assemblies are used for central functions or provide functions for a
range of equipment; these assemblies are superordinate to the overall propulsion plant (engine, gear, waterjet or propeller). They are primarily:
Dialog unit
These assemblies and their functions are described briefly in the chapters below.
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3.1.1
Engine-mounted assemblies
3.1.1.1
Fig.
5:
Page
13
Use
The ECU 4 assembly is a speed and injection governor for DDC/MTU Series 2000. It is
mounted on the engine.
Engine Control Unit ECU 4 features:

Control of mapped individual PLD (Pump Line Nozzle) injection systems

Up to 20 injection valves controlled
Communication with PCS-5 devices and superordinate systems via CAN bus
Self-monitoring and diagnosis
Extensive I/O features
Limit value monitoring of vital measuring points
Output of an engine stop or emergency engine stop signal in case of limit value
violation
Engine and plant related settings in pluggable memory modules
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Diagnosis by RS232 interface for dialog unit

Online programming by downloading (dialog unit)
Configurable via interface (RS232)
Structure
Engine Control Unit ECU 4 is installed in a diecast housing with a screw-fitted cover. One
ECB 4 printed circuit board is located inside the housing; it incorporates all the electronic
components (with the exception of the smoothing capacitor).
Refer to Engine Control Unit Type ECU 4, DDC/MTU Series 2000, Marine
applications, Documentation Part 1, document no. E 531 691 for a detailed
description of this assembly and its functions.
3.1.1.2
Engine Monitoring Unit EMU 1
Fig.
6:
Use
Engine Monitoring Unit EMU 1 extends the range of measuring points provided by Engine
Control Unit ECU 4. Furthermore, it has a second, independent safety system to protect
the engine.
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Engine Monitoring Unit EMU 1 features:

Speed, level, temperature and pressure inputs

Communication with PCS-5 units and the superordinate system via CAN bus
Self-monitoring and diagnosis
Extensive I/O features
Output of an engine stop or emergency engine stop signal in case of limit value
violation
Engine and plant related settings in a pluggable memory module

RS232(422) interface
Online programming by downloading (dialog unit)
Structure
Engine Monitoring Unit EMU 1 is installed in a diecast housing with a screw-fitted cover. It
can be attached to Engine Control Unit ECU 4 using the threaded bores provided.
One EMB 1 printed circuit board is located inside the housing; it incorporates all the electronic components.
Refer to Engine Monitoring Unit Type EMU 1, MTU/DDC Series 4000 and
DDC/MTU Series 2000, Marine applications, Documentation Part 1, document
no. E 531 686 for a detailed description of this assembly and its functions.
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3.1.2
Assemblies for gear control and monitoring
3.1.2.1
Fig.
7:
Use
Gear Control Unit GCU 1 is used to control gear functions and for basic gear monitoring. It
is installed in the engine room generally in the vicinity of the Local Operating Panel. Gear
Control Unit GCU 1 features:

Execution of gear control commands from the CAN bus on clutch valves
Logic operations control commands, interlocks etc.
Communication with PCS-5 units and the superordinate system via the PCS-5
field bus
Output of an engine stop signal in case of limit value violation

Straightforward system integration due to the use of standard components
Structure
Gear Control Unit GCU 1 is installed in a steel housing with a connector on one side. A
cable entry plate is provided on the bottom of the housing for the ships wiring to sensors
and actuators on the gear.
Refer to Gear Control Unit GCU 1, MTU/DDC Series 4000 and DDC/MTU
Series 2000, Marine applications, Documentation Part 1, document no.
E 531 689 for a detailed description of this assembly and its functions.
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3.1.2.2
Gear Monitoring Unit GMU 1
Fig.
Gear Monitoring Unit GMU 1
8:
Page
17
Use
Gear Monitoring Unit GMU 1 extends the range of measuring points provided by Gear
Control Unit GCU 1. Furthermore, it includes a second, independent safety system to protect the gear. Gear Monitoring Unit GMU 1 features:

field bus
Output of an engine stop signal in case of limit value violation

Structure
Gear Monitoring Unit GMU 1 is installed in the steel housing of Gear Control Unit GCU 1
(see chap. 3.1.2.1). The (additional) Gear Monitoring Unit GMU 1 extends Gear Control
Unit GCU 1 forming the assembly referred to as Gear Control and Monitoring Unit GCU/
GMU 1.
Refer to Gear Control and Monitoring Unit GCU/GMU 1, MTU/DDC Series
4000 and DDC/MTU Series 2000, Marine applications, Part 1, document no.
E 531 690 for a detailed description of the entire assembly and all functions.
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3.1.3
Assemblies for waterjet/propeller control and monitoring
3.1.3.1
Waterjet/Propeller Control Unit PCU
Fig.
Waterjet/Propeller Control Unit PCU (example: Terminal box type 2)
9:
Use
Propeller Control Unit PCU is used to control propellers (on CPP systems) and waterjet
functions (on WJ systems). Furthermore, the respective propulsion components can be
monitored with the aid of Propeller Control Unit PCU. Propeller Control Unit PCU is intended for installation in the vicinity of the ships propulsion plant. It features:

Execution of control commands from the CAN bus

Logic operations control commands, interlocks etc.
field bus

Structure
Propeller Control Unit PCU is installed in an aluminium housing.
Refer to Waterjet/Propeller Control Unit PCU, MTU/DDC Series 4000 and
DDC/MTU Series 2000, Documentation Part 1 for a detailed description of this
assembly and its functions.
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3.1.4
Superordinate assemblies
3.1.4.1
Fig. 10 :
Page
19
Use
Local Operating Panel LOP 1 is an emergency control console (Local Control Unit) installed in the vicinity of the engine. The Local Operating Panel houses numerous components
such as the LCU (Local Control Unit), LMU (Local Monitoring Unit) and the CIB (Connecting Interface Board).
Local Operating Panel LOP 1 is normally located in the engine room in the vicinity of the
engine. On smaller ships with limited access to the engine room, the Local Operating
Panel can also be installed outside the engine room.
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The Local Operating Panel features:
Emergency control console functions
Ready for operation on/off

Local/remote control switching
Engine start/stop
Emergency engine stop
Speed control by up/down luminous pushbuttons
Gear control (depending on the type of gear) by luminous pushbuttons
Alarm acknowledgement/safety system reset
Dimming, lamp test
Overspeed test execution
Display and alarm signalling (LCD)

Start/stop/emergency stop control logic with start device control
Communication with PCS-5 units and the superordinate system via PCS-5 field
bus
Power supply for PCS-5 assemblies and superordinate systems (MCS)

Input and output voltage monitoring
Control of visual and audible alarm devices in the engine room
Monitoring of measuring point limit values in the engine room, e.g. start air
pressure, exhaust backpressure, water level in fuel prefilter
Structure
Local Operating Panel LOP 1 is installed in a steel housing. Sockets are provided on one
side of the housing for connecting prefabricated cables to Engine Control Unit ECU 4 and
Engine Monitoring Unit EMU 1 on the engine and for Gear Control and Monitoring Unit
GCU 1 or GCU/GMU 1 in the engine room. A cable entry plate is installed on the bottom
of the housing for ships cabling for the devices and sensors in the engine room and the
superordinate systems in the control consoles. The following assemblies are integrated in
the Local Operating Panel for operation:
Alphanumeric LCD to display propulsion operating data and system messages

Three control panels PAN for controlling functions in Local mode
Refer to Local Operating Panel Type LOP 1, MTU/DDC Series 4000 and DDC/
MTU Series 2000, Marine applications, Documentation Part 1, document no.
E 531 687 for a detailed description of this assembly and its functions.
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3.1.4.2
Dialog unit (option)
Fig. 11 :
Dialog unit
Page
21
Use
The dialog unit is an aid to servicing or evaluating, diagnosing and updating software of
the assemblies of Propulsion Control System PCS-5.
The dialog unit is available from MTU as an option.
The menu-guided software makes it possible to:
Modify/update software: Change programs by downloading

Diagnose malfunctions
Program/assign parameters on replacing electronic assemblies or the engine
itself
Structure
The dialog unit is a customized, portable PC with printer and peripheral connections. All
components are ready for use in a handy case.
Refer to Portable dialog unit, Documentation Part 1, document no. E 531 438
for a detailed description of this unit and its functions.
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3.2
FRIEDRICHSHAFEN
Monitoring regulation control
The functions of Propulsion Control System PCS-5 can be divided into three groups:
Monitoring
Regulation
Control
In addition, there is a safety circuit to protect the engine.
Monitoring
Regulation
of operating values
Engine speed
Injection pressure
Injection timing
Power limitation
Temperatures
Pressures
Speeds
Levels
Control
Start/stop/emergency stop
Charger switching
Cylinder cutout
Clutch/gear
Fig. 12 :
Monitoring regulation control
The engine monitoring and regulation functions are realized by the parts of Propulsion
Control System PCS-5 referred to as Engine Control Unit ECU 4 (see chap. 3.1.1.1) and
Engine Monitoring Unit EMU 1 (see chap. 3.1.1.2). These parts of Propulsion Control
System PCS-5 are installed directly on the engine as their respective functions are purely
related to the engine.
Control and monitoring of the other propulsion components (gear, propeller or waterjet
and shaft) are realized by the additional assemblies Gear Control Unit GCU, Gear Monitoring Unit GMU and Propeller Control Unit PCU.
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3.2.1
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23
Monitoring
The monitoring system is intended to inform the operator about the current state of the
plant. Malfunctions and limit value violations which are detected result in an alarm.
Propulsion Control System PCS-5 monitors limit values defined by the manufacturer at
measuring points on the engine and other propulsion components. The following operating values are acquired at the measuring points on the engine:

Temperatures
Pressures
Engine speed
Charger speed
Injection pressure
Levels
Audible and visual warnings are output in case of limit value violation depending on the
type and priority of the measured values.
Vital measured values are shown on the display of Local Operating Panel LOP 1.
Combined alarms are also signalled audibly and visually here.
Safety circuit
If necessary, Propulsion Control System PCS-5 automatically takes measures to maintain
operability or protect the engine, e.g. emergency shutdowns and reduced service.
Propulsion Control System PCS-5 also detects and signals sensor failure.
The Integral Test System constantly monitors operation of the hardware and software of
Propulsion Control System PCS-5. Vital measured values and individual alarms can be
transmitted to a superordinate Monitoring and Control System via the PCS-5 field bus.
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24
FRIEDRICHSHAFEN
Error and alarm handling
An alarm occurring anywhere in the system is indicated after a maximum of 2 s.

Alarms are divided into three priorities within the system. They are grouped into two alarm
levels, namely yellow and red alarm, for display on the process visualization system.
Warnings
are indicative of minor faults or represent a prewarning of an alarm (e.g. first
limit value violated)
Alarms
are indicative of serious malfunctions leading to restricted operation or failure of
one or more components (e.g. second limit value violation).
Warnings and alarms may be caused in the target system (e.g. lube oil pressure too low)
or in PCS-5 units (system error).
Alarms are:
Handled dynamically (alarm is reset when the alarm has been acknowledged
and is no longer present)
or
Stored (the alarm is reset when the alarm has been acknowledged, is no longer
present and the memory is reset)
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3.2.3
Regulation
3.2.3.1
Speed/injection governing
Page
25
The engine speed governor integrated in Engine Control Unit ECU 4 has the following
functions:
Maintaining the desired engine speed under varying load conditions

Adjusting the engine speed when settings are changed by the operator
Other tasks of Engine Control Unit ECU 4 with regard to speed governing are:
Setting defined feeding on starting the engine

Engine safety shutdown
Optimizing performance characteristics, exhaust emission values and fuel consumption
Protecting the engine against overloading

Engine governing incorporates protective functions for the engine, e.g. power limitation by
limiting the amount of fuel injected depending on certain operating values and conditions.
Engine speed setting (nominal value) can be switched between:
Remote Control System (setting via CAN bus or analog/binary signal)

Local operation on the integral LOP with luminous pushbuttons
3.2.3.2
Nominal speed value handling
The speed setting (= nominal speed value) is the reference variable for the engine speed
control loop. The nominal speed is set via the CAN bus under normal operating conditions
(with Remote Control System RCS-5 connected).
An analog input (4 mA ... 20 mA) and binary up/down inputs are provided for connecting
remote control systems produced by other manufacturers. It is possible to switch between
analog and binary speed setting using a separate binary input.
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3.2.3.3
FRIEDRICHSHAFEN
Power limitation
Dynamic quantity limits, e.g. variable fuel injection limits, protect the engine against overloading and optimize the exhaust emission values. Engine Control Unit ECU 4 determines
the maximum injection quantity on the basis of preset and saved engine characteristic
maps.
The result is:

Speed-dependent feeding limitation (DBR)

Feeding limitation as a function of charge air pressure
Feeding limitation as a function of fuel temperature
Feeding limitation in case of charger overspeeding
Fixed quantity limits used for power limitation and reduction protect the engine in case of
High coolant temperature

(limit depending on engine manufacturer and classification requirements)
Electronic fault
Supply voltage out of range
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3.2.4
27
Control
Propulsion
control
settings
Control
command
Manual command input

Remote control setting
Feedback
Control functions
of Propulsion
Control System
PCS-5
Control command
Feedback
Charger switching
Cylinder cutout
Clutch/gear
Fig. 13 :
Electronic control
Propulsion Control System PCS-5 controls the following sequences and procedures automatically on the basis of system settings or commands entered manually at the Local
Operating Panel or Remote Control System:

Cutting exhaust turbocharger ETC 2 in and out
Cylinder cutout
Clutch and gear
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3.2.4.1
FRIEDRICHSHAFEN
Engine start
Starting is controlled by a PAL-programmed sequence. This module is located on printed

circuit board CIB 3 in the Local Operating Panel.
Manual starts
Local
LOP
MCS
Start LOP
Local
Start MCS
Gear neutral
&
&
w1
SDAF closed (option)
External start interlock
&
Start sequence
Note: The gear neutral
and SDAF closed signals
are ignored when the
override signal is active.
Ready for operation
Fig. 14 :
Simplified start logic diagram
An engine start can be initialized by:
MCS-5 in Remote mode

Local Operating Panel LOP in Local mode (Local signal active)
3.2.4.2
Emergency engine start
An emergency start function is integrated in PCS-5. It starts the engine in case of emergency disregarding some of the starting requirements. The only exception is the Ready
for operation signal which must be given by the operator. Furthermore, no external start
interlock may be applied.
Manual emergency start

External
&
Emergency start
External start interlock
Emergency start sequence
Ready for operation
Fig. 15 :
Simplified emergency start logic diagram
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The gear/clutch is automatically disengaged if necessary during an emergency start. Error

messages from priming and flame start units (if provided) are ignored.
An external pushbutton is required for the Emergency engine start function.
3.2.4.3
Engine stop
Manual stops
Local
Stop LOP
LOP
Local
Stop MCS
MCS
&
&
w1
Automatic stops
EMU
Stop
GCU
Stop
GMU
Stop
ECU
Stop
w
w
11
SDAF closed (option)
&
Override
Fig. 16 :
Engine stop and

disengagement
Simplified stop logic diagram
The stop command is output to Engine Control Unit ECU 4 which subsequently shuts off
fuel injection. A disengagement command is output to Remote Control System RCS and
Gear Control Unit GCU 1 parallel to the stop command to Engine Control Unit ECU 4.
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3.2.4.4
FRIEDRICHSHAFEN
Emergency engine stop
An emergency engine stop is executed unconditionally when an emergency stop signal is

detected.
The emergency shutdown is controlled by Connecting Interface Board CIB 3. In the case
of an automatic emergency shutdown (overspeeding), an emergency stop signal is transmitted from Engine Control Unit ECU 4 and/or Monitoring Unit EMU 1 to Connecting Interface Board CIB 3 which then activates the emergency shutdown.
All connections pertaining to the emergency stop signal flow are wired in parallel. A separate
protected and monitored undervoltage supplies the emergency stop circuit.
Depending on the accessories fitted on the engine, emergency stopping is realized by:
De-energizing Engine Control Unit ECU 4

Activating the shut down air flap(s)
Manual emergency stops

MCS
Manual emergency stop
LOP
Manual emergency stop
Automatic emergency stops

ECU
ECU emergency stop
EMU
EMU emergency stop
Extern.
Fig. 17 :
w
w
11
Stop and disengagement
Emergency stop
SDAF activation or
De-energization of ECU
Emergency stop
Simplified emergency stop logic diagram
An engine stop and disengagement signal is simultaneously output with the emergency
stop signal.
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31
Charger control
The exhaust turbochargers supply the diesel engine with the quantity of air required for
combustion at overpressure.
Refer to Engine Control Unit Type ECU 4, DDC/MTU Series 2000, Marine
description of charger control functions.
3.2.4.6
Cylinder cutout
Individual cylinders may be deactivated in certain operating ranges.

Refer to Engine Control Unit Type ECU 4, MTU/DDC Series 4000, Marine
description of cylinder cutout control functions.
3.2.4.7
Gear control
Gear control is effected by the GCU 1 assembly. The clutch setting (command) can be
switched at Local Operating Panel LOP 1 between:
Remote control (setting via CAN bus or binary signals)

Local control at Local Operating Panel LOP 1 with luminous pushbuttons)
Refer to Gear Control Unit GCU 1, MTU/DDC Series 4000 and DDC/MTU
Series 2000, Marine applications, Documentation Part 1, document no.
E 531 689 for a detailed description of these functions.
3.2.4.8
Clutch command handling
Clutch commands are usually set via CAN bus communication (when Remote Control
System RCS-5 is connected).
Binary clutch inputs are provided for remote control systems produced by other manufacturers.
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3.2.5
FRIEDRICHSHAFEN
Power supply
Main supply
Emergency supply
PCS-5
LCU
Local
Control
Unit
LMU
Local
Monitoring
Unit

MCS main control console
MCS aux. control consoles
Dialog unit
UEMERG.STOP
UControl 1
UControl 2
ECU 4
GCU 1
Fig. 18 :
Engine
Gear
EMU 1
GMU 1
PCS-5 supply concept for one engine system
The power supply and monitoring concept is based on two separate, independent supply
voltages the main supply and the emergency supply.
Both voltages are combined with decoupling diodes, i.e. should one supply fail, the
system is immediately supplied with the second voltage.
The supply voltages for the individual units are separate for control (i.e. ECU 4 and
GCU 1) and monitoring (i.e. EMU 1 and GMU 1) and are protected by fuses.
All supply voltages, including main and emergency supply, are monitored by electronic circuits. Monitoring is also evaluated by the respective partner system to make it possible to
signal an alarm message even if one side should fail completely.
Relay contacts and are shown in the operating state, i.e. all voltages OK. The contact opens in case of power failure. A binary input of the partner system reads in the
switching state.
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3.2.6
Page
33
FMEA (failure mode and effect analysis)
FMEA principles have been strictly adhered to and applied to all units of Propulsion
Control System PCS-5.
System FMEA
System analysis
D System limits
D System structure
Risk analysis
D Fault analysis
D Cause and effect analysis
Risk evaluation
D Evaluation of severity
D Evaluation of probability
Countermeasures to reduce
risk
Fig. 19 :
FMEA concept for PCS-5
Refer to the separate manual PCS-5 safety aspects with FMEA, Documentation Part 1, document no. E 531 712 for detailed information about the FMEA.
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Bus systems/communication technology
Propulsion Control System PCS-5 uses the following bus system:
CAN bus in accordance with ISO 11 898 (high speed)

Layer 2: CAN specification 2.0 B
Data format/protocol/network management: Field bus 1
The CAN bus is a standard field bus used for automation purposes with which various
systems, units, sensors and actuators are able to communicate with each other.
PCS-5 has two CAN bus interfaces.
3.3.1
The CAN bus
CAN bus features:
Structure:
Electrical isolation of bus and electronics
Physical transmission medium:
Two-wire shielded twisted pair cable with terminators (120 ) at both ends of
the bus
Signal:
Differential electrical signal with extremely high transmission reliability;
0/1 detection CAN high/CAN low (adjustable);
serial bus in accordance with ISO 11 898
Transmission rate:
Field bus 1 operates at 125 Kbit/s
Bus access:
The CAN bus is a message-based bus system

Access to the bus is regulated by arbitration of the identifier field of the CAN
data telegram
Priority on the bus is controlled by IDs; in case of simultaneous access to
the bus, the bus station with the lower ID is given the right to transmit
Fault detection/correction:
Each bus node listens to the echo of its own message and can thereby
recognize any transmission error; if errors occur constantly, the bus node automatically deactivates itself in order to avoid unnecessary error messages
Field bus 1 uses a simple object-oriented communication protocol. Process data are
transmitted cyclically with delta monitoring (unconfirmed communication service).
In addition to data communication services, the transmission protocol implements organizational functions which are controlled by the network management feature.
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35
Network management
Network management involves:
Network monitoring of PCS bus stations

Automatic switching to the redundant field bus in case of fault or switching
back to the default field bus after fault rectification (bus error handling)
Handling of CAN controller error messages

Constant checking of redundancy
3.3.3
Redundant switching
In a redundant bus system, errors are detected by monitoring bus status. The bus stations
transmit their data on the available bus.
This decentralized network management ensures a high degree of reliability.
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Chapter 4
Safety features
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Safety features
4.1
Safety functions of Propulsion Control System PCS-5
All component parts of Propulsion Control System PCS-5 are equipped with extensive
safety and monitoring features for improved operational reliability.
The safety concept is intended to:
Protect operators, mechanics and others by maximizing operational reliability of

the entire propulsion plant ensuring manoeuvrability of the ship
To this end, Propulsion Control System PCS-5 has a multi-stage safety concept featuring:
Engine/propulsion protection:
Dual circuit safety system SISY
System safety:
Integral Test System ITS

Bus monitoring
Multi-circuit power supply
Redundant components
Consistent application of FMEA principles
Safe circuit design (e.g. inputs/outputs).
Electrical isolation
Reverse-polarity/short-circuit protection
Sensor monitoring
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4.2
Safety system SISY
4.2.1
Safety system SISY assemblies
Page
39
The following assemblies are required in Propulsion Control System PCS-5 to bring safety
system SISY in line with classification directives:
Engine:
Engine Control Unit ECU 4 with the basic range of measuring points,
monitoring functions and engine governing
and
Engine Monitoring Unit EMU 1 for the extended range of measuring points and
redundant monitoring and shutdown functions
Gear
Gear Control Unit GCU 1 for the basic range of measuring points, monitoring
functions and gear control
and
Gear Monitoring Unit GMU 1 for the extended range of measuring points and
redundant monitoring and shutdown functions
Monitoring central station

Local Operating Panel LOP for local operation serving also as an interface
between propulsion assemblies and operator assemblies
This combination of control units (ECU 4 and GCU 1) and monitoring units (EMU 1 and
GMU 1) fulfills classification society requirements for safe propulsion plant design.
It is also possible to use control units ECU 4 and GCU 1 alone for engine and gear (see
chap. 5). In conjunction with a Local Operating Panel LOP, this makes it possible to realize
a high-quality, easily integrated Propulsion Control System ensuring a sufficient standard
of safety for commercial applications (in particular yachts).
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4.2.2
FRIEDRICHSHAFEN
Functions of safety system SISY
Safety system
SISY
Propulsion plant
ECU 4 / GCU 1
Sensors
Final control
elements
Regulation/control
Safety circuit
Limit values
Power supply
EMU 1 / GMU 1
Extended monitoring
Safety circuit
Limit values
Fig. 20 :
Power supply
Safety system SISY
Reliability is ensured by a dual circuit safety system. It monitors propulsion operating

values and responds to any irregularities.
When limit values are reached, the safety system
Protects the engine from assuming critical operating states

Warns operating personnel via a connected Monitoring and Control System
Temporarily adapts operation to the remaining possibilities
Depending on the measured values, warnings, start interlocks, power reduction, engine
shutdown by reducing feeding to zero or closing the shut down air flaps take place.
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4.2.2.1
Page
41
Activities of the safety system
The safety system can automatically initiate the following activities on detecting critical
operating states:
Power/feeding limitation or reduction

Engine stop by reducing feeding to zero
Emergency engine stop by activating an emergency shutdown in case of overspeeding
Disengagement
If the safety system detects a sensor signal failure, a fault message is output via the
Monitoring and Control System.
4.2.2.2
Safety shutdowns
Safety shutdowns to protect the diesel engine take effect when the limit values of the
following measuring points are violated:
Engine speed (emergency shutdown)

Engine lube oil pressure
Coolant temperature (depending on engine manufacturer and classification
requirements)
Gear control oil pressure

Other optional measuring points
It is also possible to have feeding limitation instead of engine shutdown in the case of
order-dependent safety shutdowns.
4.2.3
Safety system override
The override function inhibits automatic engine stopping. This may be of considerable
importance to maintain manoeuvrability in certain situations. Stop commands from the
engine or gear monitoring systems are not executed when safety system override is
active.
When the engine is started with override active, the Gear not neutral and SDAF closed
start interlocks are bypassed.
The emergency stop function (emergency stop pushbuttons, overspeeding) is not influenced by override.
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4.3
FRIEDRICHSHAFEN
Integral Test System (ITS)
The Integral Test System ITS monitors all important functions of Propulsion Control
System PCS-5:

Internal electronics
Sensors
Actuators
Bus communication
Power supply
The ITS detects any faults as they occur, locates and signals them to the system and operator via a combined alarm, internal display and CAN bus.
Any faults in Engine Control Unit ECU 4 are saved for evaluation at a later date. They can
be read out with the dialog unit.
4.3.1
Monitoring internal electronics
The hardware and software of Propulsion Control System PCS-5 has been designed to
detect faults in the electronics, to respond to them and to indicate the fault.
4.3.2
Monitoring sensors/actuators
The sensor and actuator channels of Propulsion Control System PCS-5 are designed to
tolerate faults as far as possible (e.g. short-circuit proof).
Faults such as line interruption, short-circuit etc. are detected by a plausibility check and
indicated to the system.
4.3.3
Monitoring bus communication
Bus communication is monitored by a timeout check. Any faults which are detected are
indicated by a combined alarm and signalled to the system via the CAN bus if possible.
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Chapter 5
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FRIEDRICHSHAFEN
Integration
Propulsion Control System PCS-5 can be configured to fulfill various requirements.

These chapters illustrate exemplary applications and the various structures. The standard
scope of supply is the minimum requirement for monitoring, regulating and controlling an
DDC/MTU series 2000 engine. Open system architecture makes it possible to operate
other systems in conjunction with Propulsion Control System PCS-5 using the Local Operating Panel LOP with its two CAN bus interfaces.
Standard interfaces can be adapted to these two CAN bus interfaces. This makes it possible to operate customized systems (or even existing ones, e.g. on replacing engines) in
conjunction with Propulsion Control System PCS-5.
Note:
These examples show PCS-5 for one propulsion line or engine only. However,
a propulsion plant generally comprises two to four propulsion lines and the
same number of engines. In this case, each propulsion line has its own PCS-5
and the corresponding assemblies on the control consoles.
Applications involving PCS-5 in conjunction with Monitoring and Control System
MCS-5 (process visualization, see chap. 5.2.2) form an exception. One graphic
station can be used to visualize the data of several PCS-5 Propulsion Control
Systems and make it possible to enter data for several propulsion lines.
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5.1
Propulsion Control System PCS-5 scopes of supply
5.1.1
Monitoring I PCS-5 standard scope
Page
45
PCS-5 field bus

(redundant)
to RCS/MCS
LOP 1
Main supply +24 VDC
Emergency supply +24 VDC
PCS field bus
Starter/alternator
GCU 1
ECU 4
Additional
sensors
(option)
Alarm
horn
Alarm
beacon
Propeller
Fig. 21 :
Gear
Monitoring I PCS-5 standard scope
The assemblies shown in fig. 21 are used for standard applications. The two assemblies
used for controlling the engine (ECU 4) and the gear (GCU 1) cover the minimum range of
monitoring functions. Local operation takes place at the Local Operating Panel LOP 1. It is
possible to connect any additional sensors which may be required (e.g. start air pressure
or water level in fuel prefilter) at the Local Operating Panel. Alarm horn, alarm beacon
and starting devices are controlled by the corresponding outputs of Local Operating Panel
LOP 1.
The two MTU systems RCS-5 and MCS-5 are connected to PCS-5 via the redundant CAN
bus.
The redundant power supply increases operational reliability of the system in case of problems with the ships power supply.
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5.1.2
FRIEDRICHSHAFEN
Monitoring II PCS-5 fulfilling classification standards
PCS-5 field bus

(redundant)
to RCS/MCS
LOP 1
Main supply +24 VDC
GCU/GMU 1
Additional
sensors
(option)
Alarm
horn
Starter/alternator
PCS field bus
EMU 1
ECU 4
Alarm
beacon
Shaft
speed
sensor
Propeller
Fig. 22 :
Gear
Monitoring II PCS-5 fulfilling classification standards
To fulfill classification standards, additional measuring points and redundancies must be

provided to protect the engine. The application shown in fig. 22 shows how these standards can be met by including one additional assembly for the engine and another for the
gear:
Gear Control and Monitoring Unit GCU/GMU 1 allows for the acquisition of an
extended range of measuring points on the gear and the acquisition of shaft
speed compared to Gear Control Unit GCU 1. Gear Control and Monitoring Unit
GCU/GMU 1 outputs an engine stop signal if limit values are violated.
Engine Monitoring Unit EMU 1 likewise provides an additional range of inputs

for acquiring measured values. Engine Monitoring Unit EMU 1 outputs an
engine stop signal if limit values are violated.
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5.2
Propulsion Control System PCS-5 in conjunction with superordinate

systems
5.2.1
Propulsion Control System PCS-5 with MCS-5 Type 1

PAN
PAN
S/A bus
LCD
47
S/A bus
Emergency stop
PIM
Main Control
Console
PIM
Auxiliary Control
Console
+24 VDC power supply

PCS field bus
Emergency stop
Redundant power supply
PCS field bus (redundant)
Engine room
GCU 1
ECU 4
LOP 1
Alarm
horn
Alarm
beacon
Propeller
Fig. 23 :
Gear
Propulsion Control System PCS-5, monitoring I with MCS-5 Type 1
The application shown in fig. 23 exemplifies a simple engine monitoring and control
system using MCS-5 components.
The assemblies in the control consoles are connected via the PCS-5 field bus (linked
through Local Operating Panel LOP 1). Signals are input and output via PIM Peripheral
Interface Modules equipped with the appropriate printed circuit boards.
Due to its simple structure, the connection between individual installation locations on
board ship (engine room, main control console, auxiliary control console) only comprises
the PCS-5 field bus, the power supply and the emergency stop function (hard-wired).
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5.2.2
FRIEDRICHSHAFEN
Propulsion Control System PCS-5 with MCS-5 Type 2

Power supply +24 VDC MCS
PAN
MCU
Main Control
Console
S/A bus
PPS
PIM
PPS
MCS-5
field bus
MCS-5 process bus (redundant)

2nd shaft
PCS field bus

Emergency stop
PCS field bus
PCS-5
1st shaft
GCU 1
Engine room
ECU 4
LOP 1
Alarm
horn
Propeller
Fig. 24 :
Alarm
beacon
Gear
Propulsion Control System PCS-5, monitoring I, with MCS 5 Type 2
The application shown in fig. 24 illustrates engine monitoring in conjunction with an

MCS-5 graphic station for both shafts. The PCS-5 field bus is adapted to the MCS-5 process bus in one Programmable Process Station provided for each shaft. Measured values
and signals for data input via the graphic station are thus made available to all Propulsion
Control Systems PCS-5 of the propulsion plant and are acquired by all PCS-5.
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5.2.3
49
Propulsion Control System PCS-5 with interfaces for external systems

Conversion of
PCS-5 field bus to
RS422 interface
PIM
Parallel inputs/
outputs for
instruments and
controls
PIM
Parallel signals
from a Remote
Control System
Emergency stop
Speed setting
LOP 1

PCS field bus
GCU 1
Additional
sensors
(option)
Alarm
horn
ECU 4
Alarm
beacon
Propeller
Fig. 25 :
Engagement commands
Main supply +24 VDC
Gear
Propulsion Control System PCS-5, monitoring I, with interfaces for external systems
The interfaces for external systems produced by other manufacturers or existing systems
(e.g. when engines are replaced) are realized in three different ways:
Directly at Local Operating Panel LOP 1 and Gear Control Unit GCU 1 or
GMU 1 of the PCS; signals can be supplied for speed setting and clutch control
Converting the PCS-5 field bus to an RS422 interface makes it possible to connect a monitoring and control system with a serial interface (standard MCS-5
protocol)
Parallel signals are available for controlling analog instruments via a PIM;
furthermore, pushbuttons can also be connected to make direct inputs possible
(e.g. start, stop), the emergency stop pushbutton is hard-wired to Local Operating Panel LOP 1.
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5.2.4
FRIEDRICHSHAFEN
Propulsion Control System PCS-5 with MCS-5 Type 1 and RCS-5
PAN
PAN
RCS
RCS
S/A bus
S/A bus
Emergency stop
LCD
PIM
Main Control
Console
PIM
Auxiliary Control
Console
+24 VDC power supply

PCS field bus
Emergency stop
PCS field bus (redundant)
Engine room
GCU 1
ECU 4
LOP 1
Alarm
horn
Alarm
beacon
Propeller
Fig. 26 :
Gear
Propulsion Control System PCS-5, monitoring I with MCS-5 Type 1 and RCS-5
The application shown in fig. 26 represents the most common configuration of an electronic system for the DDC/MTU series 2000 engine. This system comprises:
A main control console,

consisting of:
A control lever (Remote Control System RCS-5 FPP/B) for changing speed
and automatic clutch and propulsion control
An LCD to display plant and engine operating data
Two PAN control panels for operation (start, stop, etc.)
One display instrument for constant analog display of the engine speed
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An auxiliary control console,

consisting of:
A control lever (Remote Control System RCS-5 FPP/B) for changing speed
and automatic clutch and propulsion control
Two PAN control panels for operation (start, stop, etc.)
One display instrument for constant analog display of the engine speed
The assemblies in the control consoles are connected via the PCS-5 field bus (looped
through Local Operating Panel LOP 1).
This also applies to Remote Control System RCS-5. All Remote Control System components are integrated in the control lever which is connected to the redundant PCS-5 field
bus via two CAN interfaces.
Signal input and output is realized via PIM Peripheral Interface Modules equipped with the
appropriate printed circuit boards.
In this application, electrical connections between the individual installation locations on
board ship (engine room, main control console, auxiliary control console) merely comprise
the PCS-5 field bus, the power supply and the emergency stop function (hard-wired).
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Appendix
Reference documentation
FRIEDRICHSHAFEN
Appendix
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Appendix
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FRIEDRICHSHAFEN
Refer to the following MTU manuals for detailed information about the individual assemblies included in or used in conjunction with Propulsion Control System PCS:
E 531 691
E 531 686
E 531 687
E 531 689
E 531 690
Gear Control and Monitoring Unit GCU/GMU 1
E 531 712
PCS-5 safety aspects with FMEA
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Propulsion Control System

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 Propulsion Control System PCS-5 . . . . . . . . . . . . .

Integration of Propulsion Control System PCS-5 in other MTU systems . .

Features of Propulsion Control System PCS-5 . . . . . . . . . . . . . . . . . . . . . . . .

Possible applications of Propulsion Control System PCS-5 . . . . . . . . . . . . .

Component parts of Propulsion Control System PCS-5

Overview of field bus systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PCS field bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

RCS field bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Overview of safety features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Structure and function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Assemblies of Propulsion Control System PCS-5 . . . . . . . . . . . . . . . . . . . . .

Engine Control Unit ECU 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Engine Monitoring Unit EMU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Assemblies for gear control and monitoring . . . . . . . . . . . . . . . . . . . . . . . . . .

Gear Control Unit GCU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Gear Monitoring Unit GMU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Assemblies for waterjet/propeller control and monitoring . . . . . . . . . . . . . . .

Waterjet/Propeller Control Unit PCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

Dialog unit (option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Table of contents (cont.)

Monitoring regulation control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Error and alarm handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Nominal speed value handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Emergency engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Emergency engine stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Clutch command handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FMEA (failure mode and effect analysis) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Bus systems/communication technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

The CAN bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Table of contents (cont.)

Safety functions of Propulsion Control System PCS-5 . . . . . . . . . . . . . . . . .

Safety system SISY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Safety system SISY assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Functions of safety system SISY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Activities of the safety system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

Integral Test System (ITS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Monitoring internal electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Monitoring bus communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Propulsion Control System PCS-5 scopes of supply . . . . . . . . . . . . . . . . . . .

Monitoring I PCS-5 standard scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Monitoring II PCS-5 fulfilling classification standards . . . . . . . . . . . . . . . . .

Propulsion Control System PCS-5 in conjunction with

Propulsion Control System PCS-5 with MCS-5 Type 1 . . . . . . . . . . . . . . . . .

Propulsion Control System PCS-5 with MCS-5 Type 2 . . . . . . . . . . . . . . . . .

Propulsion Control System PCS-5 with interfaces for external systems . .

Propulsion Control System PCS-5 with MCS-5 Type 1 and RCS-5 . . . . . .

Baureihe, series (in this case engine series)

Controller Area Network (bus designation)

Engine Control System

Engine Control Unit

Engine Monitoring Unit (additional monitoring unit)

Fixed Pitch Propeller

Gear Control Unit

Gear Monitoring Unit

Local Operating Panel

Marine propulsion plant comprising

Power units (engine)

Management of an MTU marine propulsion plant:

Modular structure with standard units for varying requirements

Independent operation with local control/monitoring

Use in complex propulsion plants involving several engines and/or shafts

Transmission of process values and control commands for the superordinate