3 - ME Concept (July 2009) - Curs MAN

MAN Diesel PrimeServ Academy
ME Concept
e n
a g
n h
pe
- Co
m y
d e
c a
v A
e r
eS
r im
P
ME
MEEngine
Enginecontrol
controlsystem
system- -ME
MEConcept
Concept(July
(July2009)
2009) © MAN Diesel 2009/07/01 <1>
ME Concept
Engine Control System
e n
1) Control system:
a g
n h
e
- Multi Purpose Controller
p
- Control Network
- Co
m y
- Main Operating Panel
d e
c a
- Local Operating Panel
v A
2)rTacho
S e system
e
m 3) Performance
P r i
4) Pneumatic Manoeuvring System
ME Engine control system - ME Concept (July 2009) © MAN Diesel 2009/07/01 <2>
Control Systems
e n
a g
h
Bridge Ctr
e n System
o p
y - C
e m
c a d
v A
e r Engine Ctr
eS System
r im
P
MPC & Control Network
e n
g
• The Multi Purpose Controllers are
a
h
identical hardware wise.
e n
p
• They have different software
- Co
configurations.
m y
• 2 redundant control networks are
d e connecting all Multi Purpose
c a Controllers and both Main Operating
v A Panels.
S er • A backup of the application- and
e
setup- software is stored on both
r im Main Operation Panels.
P • At replacement, the new controller

is automatically configured with
correct software via the control
networks.
Multi Purpose Controller, MPC
e n
g
24 VDC, isolated system, A is UPS
a
(Accessible by
h
2 separate 16 A breakers (A & B) for authorized service
every MPC
e n
personnel only)
o p
y - C
e m
c a d
v A
e r
e S
r i m
P
Battery for internal clock
e n
LED indicator
a g
n h
pe
- Co
m y
d e
c a
v A
e r
e S
i m
Reset push button
r
DIP Switches
P
DIP Switches &
Power Plug
Fuses
e n
a g
n h
pe
- Co
m yMulti Purpose Controller
d e
c a
v A
e r
eS
r im Amplifier for FIVA (CCU’s) and
P Hydraulic pumps (ACU’s)
’IP 66’ cabinet
Multi Purpose Controller
LED Information Code
e n
g
The LED gives information, either as a constant light or by flashing.
ha
n
A flashing LED is a coded message from the controller. The code consists of 2
digits:
pe
1. Digit is given by red flashes on yellow/orange background
- Co
m
2. Digit is given by green flashes on yellow/orange background y
d e
a
The 2 digits are separated by a 1 sec. yellow/orange pulse.
c
v A
e r
e S
r i m
P
Multi Purpose Controller
LED Information Code
e n
a g
n h
pe
- Co
m y
d e
c a
v A
e r
e S
r im
P
Control Network
120 Ω 120 Ω
e n
B B A
a
A
g
MOP A EICU A EICU B
n h
MOP B
A A B
pe B
- Co
y
Control room
m
Engine
d e
A
c a J65 (A) B
A
J66 (B)
ECU A ECU B
v
A B C
er
B A
S
1 2
Shield
e
120 Ω 120 Ω
r im
P CCU 1
A A
CCU n ACU 3
A
ACU 2
A A
ACU 1
B B B B B
ME Engine control system - ME Concept (July 2009) © MAN Diesel 2009/07/01 < 10 >
MPC’s Nordic Brasilia – 6S70ME-C
e n
a g
n h
pe
- Co
m y
d e
c a
v A
e r
eS
r im
P
Engine Interface Control Unit, EICU
Interface to External Systems
e n
g
Power managenent
a
system
EICU A EICU B
n h
pe
Man-handle
- Co
y
4 – 20 mA + stop signal
m
d e
c a(RS 422) Remote Control (RS 422)
A
System
e r v
e S Alarm System
r im
P Safety System
Shutdown signals
to ECU + CCU
Engine Interface Control Unit, EICU
Speed Setpoint
e n
a g
n h
pe
- Co
m y
d e
c a
A
 Pre defined RPM for starting.
v
 Stop
er
 Gives the minimum speed set point
S
 Gives the maximum speed set point
e
 ONLY for CPP plants - Fixed speed set point when ’Bridge command take’ is active
m
 Shut Down  Stop
P r i  Speed set point reduced to Slow Down Speed

 Speed set point set inside RPM range for shaft generator
 Speed ramp up / down, 3 RPM / Sec. Not cancellable
 80 – 100 % RPM in 90 min. on largebore engines. Cancelled by ’Increase Limits’
 Modifies setpoint to be outside the barred speed range
 Fine adjustment of speedset active
Engine Control Unit, ECU
Start Block
e n
a g
n h
pe
- Co
m y
d e
c a Check list of conditions which must be in
v A order before engine start
e r One list for ’Standby’ and another list for
eS ’FWE’ (Finished With Engine),
r im
P
e n
g
In case of start failure,
a
3 governor modes: there will be 2
RPM – Torque - Index

n h repeated starts with
e
increased fuel
o p (heavy start)
y - C
e m
2 Running modes:
c a d
A
Economy - Emission
e r v In combination with manoeuvering handle: (nothing happens
S
while the handle is in ’Stop’ position)
m e Auto: Slow turn valve - main starting air valve - fuel
i
Prepare Start:
P r Prelube and aux blower start

by pressing MOP or
Slow Turn: Only slow turning valve, no fuel
Air Run: Air starting sequence, no fuel
moving man-handle.
Injection Profiles
e n
a g
n h
pe
- Co
m y
d e
c a
v A
e r
eS
r im
P
Governor
e n
a g
n h
e
ECU A/B are the governors –
p
calculating the needed fuel
index
- Co
m y
d e
c a
A
 Pre defined index for starting.
v
 Max fuel set by C/E, for individual or all cylinders.
er
 A certain Pscav allows a certain index
eS
 A certain RPM allows a certain index
 A certain hydraulic pressure allows a certain index
r i m
P
Cylinder Control Unit, CCU
e n
FIVA: Fuel Injection Valve Actuation
a g
Proportional valve for fuel injct.
n h
ON/OFF for exhaust operation.
pe
FIVA feedback from
- Co
LVDT sensor, 4-20 mA
m y Fuel plunger position
e
4-20 mA feedback
c a d Exh. valve spindle position
A
4-20 mA feedback used in
v
valve control
S er Starting air valve,
e
starting sequence
m
identical to MC engine
P r i Cylinder lubricator ON/OFF

valve, feedrate controlled
by injection frequency
One CCU for every

cylinder
Starting Air Systems
e n
a g
MC-C design ME-C design
n h
pe
o
Pilot air inlet
C
Blow-off
y -
e m
c a d
A
NC-valves
v
Starting air Connection
r
for
e
distributor
S
ECS
m e
P r i Starting valves Starting valves
Starting- and Pilot Air Valve
e n
a g
n h
pe
- Co
m y
e
Starting air valve
c a d
v A
e r
e S
Pilot air valve
r im
P
Auxiliary Control Unit, ACU
Blower Control
The blowers are starting one by one, to prevent
e n
overload of electrical system
a g
n h
In AUTO mode:
pe
- Co
 The blowers are started at ’Prepare Start’
m y
 At engine running they are controlled by the scavenge air
e
pressure, stop at 0.7 bar (time delay), start at 0.4 bar.
c a d
 At engine stop they will continue running for default 15 min.
v A
er In Manual mode:
meS  Controlled by the operator
P r i
Auxiliary Control Unit, ACU
Pump Control
e n
g
ECU A
ECU B
ha
Electrically driven pumps 1 & 2 are controlled by ACU 1 & 2
e n
o p
Engine driven pumps 1, 2 & 3 are controlled by ACU 1, 2 & 3,
- C
The control is modulated, based on the pressure setpoint
y
and the actual hydraulic pressure.
e m
c a d
A
Engine driven pumps 4 & 5 are the same type as 1, 2 & 3
v
but are controlled digitally by ECU A & B, either maximum
e r AHEAD or maximum ASTERN.
e S
m
If the engine is equipped with 4 or 5 engine driven pumps,
P r i ECU A & B are not 100 % redundant
Summary
The MPC’s are software wise configured to

e n
a g
4 different controller functions:
n h
pe
o
1) Engine Interface Conrol Unit – EICU
• 2 completely redundant units
y - C
m
• Handles the interface to external systems
d e
a
2) Engine Control Unit – ECU
Ac
• 2 completely redundant units (except with more than 3 engine driven pumps)
r v
• Handles the engine specific control functions (the govenor)
e
S
3) Cylinder Control Unit – CCU
m e • 1 for each cylinder unit, redundancy by multiplicity
P r i • Handles the cylinder specific functions (fuel injection, exh. valve, cylinder lubrication and
starting air valves)
4) Auxilliary Control Unit – ACU

• 3 units, redundancy by multiplicity
• Handles the auxilliary systems (hydraulic power supply, aux blowers)
Control Panels
e n
a g
n
Bridge Control system is
h
pe
connected to EICU
- Co
m y
d e  Engine Control Room Panel is
c a connected to EICU
v A
e r
eS Local Operating Panel LOP is
m
connected to ECU
P r i
Main Operating Panel, MOP
e n
a g
n h
pe
- Co
m y
d e
c a
v A
e r
eS
r im
P
Local Operating Panel (LOP)
FPP
e n
a g
n h
pe
- Co
m y
d e
c a
v A
e r
eS
r im
P
Local Operating Panel (LOP)
CPP
e n
a g
n h
pe
- Co
m y
d e
c a
v A
e r
eS
r im
P
Tacho System
e n
a g
n h
There are 2 redundant tacho systems.
pe
- Co
 System A
m y
d e  System B
c a
v A Standard is:
e r
eS angle encoders with one
r im reference sensor on the turning
P wheel (A-system)
Option is sensors at the turning wheel

Tacho System
e n
a g
n h
pe
- Co
m y
d e
c a
v A
e r
eS
r im
P
Tacho System
Angle Encoders
4001-A ECU’s 4001-B
e n
4002-A 4002-B
a g
h
TSA-A + TSA-B
4003-A
n
4003-B
e
4004-A CCU’s 4004-B
o p
Cable to TSA-A box
y - C Cable to TSA-B box
d em Q2B
a
MMA
Q1B
c
Q2A Q1A
MMB
v A
r
MSA
0 deg
e
Turning wheel
reference 45 deg
(TDC 1)
S
ATDC
e
90 deg
m
ATDC
i
MSA
r
(not used)
P MSB
Tacho Encoder
Angle encoderAA Tacho
AngleEncoder
encoderB B
Tacho system
Angle encoder A + B
e n
g
System A (powered from ECU A)
ha
MMA = Marker Master A
n
TDC 1
e
Q1A MMA 0 deg MSA = Marker Slave A
p
Q2A
o
Q1A = Quadratur 1A
Q1B MMB 45 deg
y - C Q2A = Quadratur 2A
Q2B
d em System B (powered from ECU B)
c a MMB = Marker Master B
v A MSA 90 deg
MSB = Marker Slave B
e r Q1B = Quadratur 1B
S
(Turning wheel
e
Reference) Q2B = Quadratur 2B
i m
MSB 135 deg
P r
Pos 0-44 45-89 90-134 135-179 180-224 225-269 270-314 315-359
MMA True True True True False False False False
MMB False True True True True False False False
MSA False False True True True True False False
MSB False False False True True True True False
Tacho System, Angle Encoders
e n
a g
n h
pe
- Co
m y
d e
c a
v A
e r
eS
r im
P
Tacho System Amplifier Boxes, TSA
e n
a g
n h
pe
- Co
m y
d e
c a
v A
e r
eS
r im
P
Tacho System, Semicircular Ring
e n
a g
n h
pe
- Co
m y
d e
c a
v A
e r
eS
r im
P
Tacho System, Master Slave A,
MSA, on AFT end of Engine
e n
a g
n h
pe
- Co
m y
d e
c a
v A
e r
eS
r im
P
Tacho System
Trigger Rings + Sensors (option)
e n
• 2 redundant set of sensors.
a g
n h
• Each set measure engine speed
e
and crankshaft position for
p
o
synchronization of the control
-
events.
y C
• Each set consist of four sensors. Two
e m quadrature sensors measure on a
c a d trigger ring with 360 teeth and two

marker sensors measures on a
v A semicircular ring.
e r
e S
Triggersegment with a sine-curved tooth-
m
profile The total trigger ring is built by 8 equal
r i
segments.
P
Performance
e n
a g
n h
e
By changing the exh. valve closing timing, the Pcomp
p
can be adjusted, and then the Pmax can be kept
- Co
constant in a bigger range.
m y
d e The maximum pressure rise (Pmax –Pcomp) has the the
a
same limits as for MC engine because the combustion
Ac chambers are identical. (i.e. 35 bar)
e r v
eS
r im
P
Pscav, Pcomp & Pmax
e n
a g
n h
pe
o
32 Bar
y - C
41 Bar
e m
c a d
A
Late closing of
v
Exh. V/V
e r
eS Early closing of
im
Exh. V/V
P r Late closing will here cause too

high ΔP (Pmax – Pcomp)
ME Engine control system - ME Concept (July 2009) © MAN Diesel 2009/07/01

Pneumatic Manoeuvring System
e n
a g
n h
pe
- Co
m y
d e
c a
v A
er
eS
2 Valves for Redundancy,
93 Controlled from
ECU A, 94 from ECU B
r i m
P

3 - ME Concept (July 2009) - Curs MAN

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MAN Diesel PrimeServ Academy

d e connecting all Multi Purpose

c a Controllers and both Main Operating

S er • A backup of the application- and

r im Main Operation Panels.

P • At replacement, the new controller

P Hydraulic pumps (ACU’s)

’IP 66’ cabinet

P r i  Speed set point reduced to Slow Down Speed

v A order before engine start

e r One list for ’Standby’ and another list for

eS ’FWE’ (Finished With Engine),

RPM – Torque - Index

e r v In combination with manoeuvering handle: (nothing happens

m e Auto: Slow turn valve - main starting air valve - fuel

P r Prelube and aux blower start

m y Fuel plunger position

c a d Exh. valve spindle position

S er Starting air valve,

P r i Cylinder lubricator ON/OFF

One CCU for every

meS  Controlled by the operator

e r AHEAD or maximum ASTERN.

P r i ECU A & B are not 100 % redundant

The MPC’s are software wise configured to

m e • 1 for each cylinder unit, redundancy by multiplicity

4) Auxilliary Control Unit – ACU

r im reference sensor on the turning

Option is sensors at the turning wheel

y - C Cable to TSA-B box

Q1B MMB 45 deg

d em System B (powered from ECU B)

c a MMB = Marker Master B

e m quadrature sensors measure on a

c a d trigger ring with 360 teeth and two

Ac chambers are identical. (i.e. 35 bar)

P r Late closing will here cause too

ME Engine control system - ME Concept (July 2009) © MAN Diesel 2009/07/01

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