Main Propellers

INTRODUCTION ELECTRONIC CONTROL SYSTEM ERC 1

The KaMeWa Electronic Control System for main propellers
BRIDGE CONTROL PANEL
is based on knowledge and experience gained from more
than a hundred installations since 1972, when the first system
was taken into service. During this time the system has been
continuously developed, until now its flexible modules can
satisfy a wide range of varying requirements.
A complete remote control system consists of the sub-
systems listed below, which are described more in detail on
the following pages.

Pitch control - Shaft speed command

With flexible and easily adjustable combinator curves and
command delay functions.

Load control
Senses the load of the engine(s) and adjusts the pitch to
maintain that load within a specified limit.

Load sharing control

For a twin engine arrangement.

Pitch indication system and back-up control of pitch

An independent system for control of pitch by push buttons
on bridge.

Manoeuvre responsibility system

For clear and safe change-over sequence of control between
bridge and machinery control room stations.

Electric shaft system

For simple connection of wing control stands to the master
stand on bridge. Synchronous movement of all bridge levers
is achieved.

Load increase programme

For limiting the load during the warming-up period, after cold
start of engine(s), over a pre-arranged time scale.

Bridge telegraph system

Can be supplied when a lever telegraph communication
system between bridge and machinery control room is
required.
TRANSM
 Main Propellers
FEATURES OF THE KAMEWA — Simple installation: The control panels incorporate most
ELECTRONIC CONTROL SYSTEM of the necessary components, and therefore require
TYPE ERC 1 only installation and electrical connection.
No mechanical connections needed between the stand

— One supplier for the complete propeller controls, thus,

reducing interfaces with other supplier's systems.
— One supplier responsible for the whole propeller system.
— Extensive experience and knowledge of hydrodynamics
and ship propulsion is available to our customers.
— The command delay and load control functions ensure
safe handling of the control levers without any risk of the
engine(s) becoming overloaded, or the RPM dropping
with subsequent risk of blackout if shaft-driven alter-
nators are used.
— The load control function ensures that the preset load
level of the engine(s) can be maintained independent
of:
wind and sea conditions
hull fouling
displacement and trim
water depth
— The programme of functions and delays can easily be
adjusted by trim potentiometers, and the control signals
checked in the numbered test points on the circuit

— Independent back-up control system.

— The system is complementary to, and thus simply
adapted to other KaMeWa systems such as:
load increase programme
fuel optimising systems
joystick control systems
and from other suppliers:
dynamic positioning systems
manoeuvre recorders.
 Main Propellers
1. PITCH CONTROL - The main stand is equipped with one common transmitter
SHAFT SPEED COMMAND for both pitch and RPM command, which is connected to the
central unit in the machinery control room.
As classification societies often require alarm and pitch
blocking if important signals are interrupted, the command
signal first passes a fault detector circuit which senses that
the signal is correct.
CONTROLS 1 '
When pitch control is given from the control room, the stand
is connected via a change-over relay which is controlled from
the MANOEUVRE RESPONSIBILITY SYSTEM.
The command signal then passes a c o m m a n d Delay circuit
(see curve 2). If the control lever is advanced t o o quickly,
the command signal can be delayed in order to give the RPM
control system sufficient response time and thus avoid the
RPM dropping. This delay circuit can be omitted or accel-
erated in an emergency situation. After a possible delay, the
lever command is fed to the t w o f u n c t i o n generators f o r
pitch a n d RPM c o m m a n d .
(See curve 1. PITCH - RPM COMMAND.)
The pitch channel: The output signal from the pitch c o m m a n d
function generator, representing desired pitch for the actual
control mode. The signal is fed into the pitch control a m -
plifier where it is compared to the pitch feed-back trans-
mitter. The deviation, if any, controls (via a power amplifier)
the proportional control valve on the OD-box.
The control error signal is also sensed by the fault detector.
If the error signal does not decrease within a certain time, the
fault detector alarm relay gives alarm to the common alarm,
and to the alarm signal lamp on the bridge "Control failure,
switch over to back-up". The fault detector also senses the
pitch signal in a similar way as the command signal. If one
of these signals causes alarm, the valve command signal is
disconnected in order that the pitch remains in its existing
position.

PROPORTIONAL
| CONTROL VALVE i

~ ~^M =
~ 71
it| AUX SERVOMOTOR
B
LPe_ 92L I
 Main Propellers
KAMEWA ELECTRONIC CONTROL SYSTEM ERC
FUNCTION CURVES
IN ORDER TO MEET DEMANDS FROM HYDRODYNAMIC - ENGINE - MANOEUVRING ACPECTS
THE ERC 1 SYSTEM OFFERS A VARITY OF ADJUSTABLE CONTROL FUNCTION GENERATORS.

1. PITCH - RPM COMMAND - COMBINATOR CONTROL

• FIX LIMIT f - + 1 0 0 % AHEAD
TWO PITCH COMMAND CURVES
PITCH COMMAND / \ " V
CAN BE GENERATED:
(Y) FOR COMBINATOR CONTROL USE
^ WITH ONE ADJUSTABLE BREAK-
POINT B.
(T?) FOR CONSTANT RPM MODE
W
(PROPORTIONAL PITCH).

PITCH COMMAND CAN

BOTH CAN BE USED FROM BRIDGE
BE MANUALLY ADJUSTED y OR ENGINE CONTROL ROOM STAND, j
DOWN TO THIS LEVEL
BY FINE PITCH ADJUST-
MENT POT (LOAD
CONTROL DISCONNECTED) THE RPM COMMAND SIGNAL CAN
BE GENERATED IN FOUR WAYS:
1
A COMBINATOR CURVE UP TO FULL
FIX LIMIT —100% ASTERN
RPM
B COMBINATOR CURVE WITH
REDUCED RPM
REDUCED
RPM LIKIT C CONSTANT RPM LEVEL 1
y D CONSTANT RPM LEVEL 2 J
CURVE ADJUSTMENTS

RPM COMMAND
TO BE MADE BY TRIMPOTENTIO-
METERS ON CORRESPONDING
CIRCUIT CARDS. POSSIBLE ADJUST-
. COMMAND MENTS ARE ILLUSTRATED IN THE
POSITION
CURVE AS FOLLOWS:
BREAKPOINT UP-DOWN,
SIDE WAYS
NEUTRAL
a
n ADJUSTABLE SLOPE

2. COMMAND DELAY COMMAND DELAY

BOTH PITCH AND RPM COMMAND
ASTERN
COMMAND SIGNAL
ARE INFLUENCED BY THE DELAY
PROGRAM.
A FAST LEVER MOMENT DELAYS THE
COMMAND SIGNAL IN TWO STEP THE
ADJUSTABLE LIMIT BETWEEN
FIRST, WITH SHORT DELAY AROUND
LONG/SHORT DELAY TIME ZERO AND THE SECOND WITH
LONGER DELAY ABOWE AN ADJUST-
/SHORT 'LONG ABLE LIMIT.
/ DELAY |DELAY
THIS DELAY PROGRAM MEETS THE
REQUIREMENTS IN VDMA6282A.
^vTTv» INSTANT MOVEMENT OF LEVER 0 — > - ± 10 ADDITIONAL HIGH SPEED PROGRAM
y CAN BE USED. j
 Main Propellers
THE RPM COMMAND CHANNEL The RPM command signal is generated in the RPM function
generator (see corresponding curve). Two combinator curves
and two constant RPM levels can be selected by switches.
The output signal can either be voltage 0-1OV DC or current
4-20 mA. Most of the governors are pneumatically con-
trolled and then an electro-pneumatic converter converts
the signal into a pneumatic command signal.

PART OF ,
MAIN CONTROL rh
CENTRAL UNIT Y

COMMAND I

FUNCTION '
GENERATOR) I ' FUNCTION
1
GENERATOR

L_
_$, GOVERNOR j

( ENIGINE^J

Ö: Ug
ENGINE 2 j
 Main Propellers
2. PITCH INDICATION AND In order that the ship can continue to be controlled if the main
BACK-UP CONTROL OF PITCH control system should fail, a separate back-up system is
AND RPM COMMAND always included in the KaMeWa electronic control system
for main propellers. At change-over to back-up control, initi-
BACK UP CONTROL ated by the switch on the bridge, the change-over solenoid
PITCH RPM
valve on the OD-box is activated, thus disconnecting the
normal control and connecting the solenoid valve instead.
The pitch can then be controlled by means of push buttons
(ahead - astern) acting on the solenoid valve. As pitch indi-
cators are necessary in this mode of control, the pitch in-
dication system is included in the back-up system.
A back-up of the RPM command signal may also be necess-
ary. The electro-pneumatic converter is, therefore, equipped
with a change-over valve by which the converter is discon-
nected and a pressure reducing valve with pre-adjusted RPM
command signal is connected.

3 J _OVER_VALVE|
CONSTANT

IT
|AUX. SERVO MOTOR
PRESSURE

|_OOj^OX
 Main Propellers
3. MANOEUVRE RESPONSIBILITY This system is designed to meet the requirements of the
SYSTEM classification societies for change of control stations between
bridge and machinery control room. The system is based on
a manual change-over switch and indicating lamps in the
—I PART OF
control room. On the bridge signal lamps with push buttons
I BRIDGE ECR BRIDGE serve as acceptance of bridge control and acknowledgement
I <8> ® JPCA°NNETLROL of transfer of the command to the control room. Flashing
lamps and audible buzzers indicate that actions have to be

| ^ 1 PART OF
BRIDGE ECR IERC
CONTROL CONTROL, CONTROL

MAIN CONTROL
CENTRAL UNIT
 8

Main Propellers
4. LOAD CONTROL With the load control function, the load of the diesel engine(s)
can be kept at a predetermined value (full or part load)
PART OF BRIDGE PANEL_ irrespective of variations in external conditions. The load
control can be used in connection with any type of diesel

P
r engine, single or multi-engine installations. It is also inde-
pendent of type of RPM governor.
Combinator or constant RPM mode can be used.
L__° :_"_ j The working principle is as follows:
LOADCQNTROL_PANEUN£ONTROL ROOM Engine RPM and fuel pump setting (FPS) are the input values
to the load control circuits. The RPM value is represented by
^
H !iN
ENG 2 j INSTRUM
a proportional voltage from the RPM transmitter circuit.
The signal is converted, in the load control curve function
generator, into a signal which represents the allowable FPS
I-fe' '• as function of RPM (see function curves). This signal is, thus,
the FPS reference signal and can be adjusted with the load
limit setting potentiometer. The actual FPS signal from the
II most loaded engine is compared with the FPS reference
signal. When there is a control error, this signal is processed
FUNCTION
p in an integrator and amplifier giving the pitch correction signal
correct slope, value and polarity. The load control function
can be switched off on the bridge control panel. In this mode
the pitch must be manually adjusted by the pitch fine adjust-

%<m^
ment potentiometer. (See note in the pitch command curve,
figure 1.)
|
AMPL [_MULTIPUER_|

REAL PITCH
INFORMATION

PART OF I
ÅA Bl -
MAIN CONTROL ' 1 1 ' a:
CENTRAL UNIT

IN ORDER TO MEET REQUIREMENTS

WHEN DIFFERENT QUALITIES OF FUEL
ARE USED, TWO SEPARAT LOAD CURVES
CAN BE GENERATED.
BY AN EXTERNAL SWITCH THE ACTUAL
CURVE CAN BE SELECTED.
 Main Propellers
5. LOAD SHARING CONTROL The condition for using this type of load sharing control is
that the RPM governors, with about 5% speed drop, are
LOAD SHARING pneumatically controlled. The system is only available for a
CONTROL AMPL twin input engine installation.
The fuel pump setting can be adjusted to give equal load on
both engines up to the limit set by the load controller, or
intentionally unbalanced to provide a maximum of 20% load
difference between the engines, if required (i.e. after an
overhaul of one engine).
Function of load sharing:
The pneumatic command signal from the electro-pneumatic
converter is directly connected to one of the engines (the
master engine).
The other engine (the slave) receives its command signal
via a manual, or electric motor controlled, bias relay. With
this bias relay the command signal can be adjusted up or
down and, thus, compensate for too low or too high fuel rack
position. In automatic modes the electric motor is connected
to a power amplifier sensing the difference between the two
FPS signals from the engines. In order to obtain a stable
function, the speed of the electric motor is proportional to
the control error.
|_ENG1NE_2
(MASTER)
 ENGINE CONTROL ROOM -

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ON/OFF

flfl/Si^iip
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FUEL PUMP SETTING (FPS) SIGNAL
RPM SIGNAL
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 19094-E
TRONIC REMOTE CONTROL SYSTEM
BACK UP RPM COMMAND

CENTRAL UNIT
BRIDGE PANEL
gfEäWEffif.-,: DÄ
ll^x +7.»V[[«.FP2(D3)
COMMAND

EQUNCY-VOLTAGE
FREQUNCY- CONVERTER FUNCTION CEM, |
 19095-E
C REMOTE CONTROL SYSTEM TYPE ERC 1
BACK UP RPW COMMAND

CENTRAL UNIT
BRIDGE PANEL
• —I. DETECTOR FUNCTION GENERATOR PITCH

; . ^ +7.5V% 5 2 , HM ( D 3 ) - -i ps 2
COMMAND
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EQUNCY-VOUAGE CONVERTER
FREQUNCY FUNCTION GEN. |
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 19096-E
REMOTE COr ERC 1

CENTRAL UNIT
BRIDGE PANEL ' FUNCTION GENERATOR BACK UP RPU COMMAND
• 1. DETECTOR FUNCTION GENERATOR PITCH l«™;

I?- 9 !; 5 *'! 19 • p/PNEUwTcONVLUklT

COMMAND

5
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CONTROL

I " j r-^i t BACK

UNLOADED